Skip to main content

Full text of "Electric Railway Journal"

See other formats 


From  the  collection  of  the 


'         f  d 

'     ,7   n 

o  Premiger 


Ii 


V    JJibrary 

t  -^  w   P 


San  Francisco,  California 
2007 


DISCARD 


Digitized  by  the  Internet  Archive 

in  2007  with  funding  from 

IVIicrosoft  Corporation 


http://www.archive.org/details/electricrailwayj751mcgrrich 


Electric  Railway 

OURNAL 


UOEBI8  BUOK 

Bnglneerlng  Editor 
Gborob  J.  MacMdrrat 
CLirroKD  A.  Fadbt 

CBABI.B8  J.  ROGGI 

J.  W.  MoClot 


J< 


Consolidation  of 
Street  Railway  Jotimal  and  Electric  Railway  Revieti 

A  McGraw-Hill  Publication—Established  1884 


,^^ 


Locis  F.  Stoli. 
Publlihing  Director 


Vol.  75,  No.  9 


THREE 

Big  Issues! 

THE  Convention  Number,  re- 
cording the  progress  of  every 
phase  of  the  industry  for  the  past 
50  years — appearing  Sept.   19. 

A  special  issue  of  the  Weekly 
News,  with  interesting  odds  and 
ends  of  historical  value,  conven- 
tionalities and  latest  news  of  the 
big  meeting — dated  Sept.  26. 

And  the  Convention  Report 
Number,  covering  all  sessions, 
papers,  committee  reports  and  other 
activities — due  Oct.  10. 


THESE  SERVICES  ARE 
FOR  YOU! 


McGraw-Hill 

Publishing  Company 

Inc. 

330  West  42d  Street 
New  York,  N.  Y. 

CABLE  ADDRESS: 
"MACHINIST.    .V.    T.  " 

James  H.  HoGbaw,  Chairman  of  the  Board 

Maloolu  MciB.  PreHdent 

Jaubs  H.  MoGRaw,  Jr., 

Vie«'Pr€»ident  and  Treasurer 

Mason  Bkitton,  Vi^e- President 

EDGAR  KOBAK.  Vtc€-Preaid€nt 

Harold  W.  McGraw,  Vice-President 

H.  C.  PAEMELEE,  Editorial  Director 

C.  H.  THOMPSON,  Secretary 

Member  A.B.C. 
Member  A.&.P. 


1931 

Official  correspondent  in  the  United  States  for 
Union  Internationa]  de  Tramways,  de  Chemins 
de  fer  dTnteret  local  et  da  Transports  Publics 
Automobiles. 

N'EW  York  District  Office,  285  Madi»(m  Avenue 
Washington,  National  Press  Building 
Chicago,  520  North  Michioan  Avenue 
Philadelphia,  IGOO  Arch  S.treet 
Clbvbland.  501  Guardian  Building 
Boston,  1.427  Htatler  Building 
GRRBNTiLLB,  S.  C,  iSOl  Wpodside  Building 
Detroit.  2-S57  General  Motors  BuQding 
St.  Loi'ia,  J55S  Bell  Telephone  Building 
San  Francisco,  883  Minsion  Street 
liOS  Angbt.bs,  6Si  Chamber  of  Commeree  Bldg. 
London,  .4 Wwvch  House,  Aldwyeh,  Londan.W.C.t 

Publtshed  monthly,  with  one  additional  Con- 
vention Number  during  the  year.  1 3  per  year, 
35  cents  per  copy.  Entered  as  second-class 
matter,  June  23,  1908.  at  the  Post  Office  at 
New  York.  N.  T.,  under  the  Act  of  March  3. 
1879.     Printed  In  U.  S.  A. 


John  A.  Miller,  Jr.,  Editor 


Pages  445-494 


JoHRl-U  R.  Stai  kfkr 

CblOMCO 
PAtrZ.  WOOTOM 

Washington 

W.  C,  HB8TON 

Pacific  Coast  Ediior 

ALBX   MCCALLtTM 

London,  England 


Contents  of  This  Issue 

SEPTEMBER,  1931 
Copyright,  1931,  by  McGraw-Hill  Publishing  Company,  Inc. 


Editorials  445 

Government  in  Business  Is  Disastrous  Business 448 

By  John  Spargo 

Modernized    Maintenance     Facilities    Effect    Improvement    in    Bus 
Performance    451 

By  C.  B.  LiNDSEY 

Midwest  Associations  Have  Profitable  Convention  at  Denver 455 

Who  Should  Pay  for  High-Speed  Transit?   458 

By  HORACK  GR08KIN 

Indiana  Railroad  Spends  $980,000  for  New  Cars 462 

Analysis  of  the  Financial  Situation  Found  Helpful 464 

Kansas- City  Reorganizes  Distribution  System 467 

Broad  Field  of  Use  for  the  Trolley  Bus 469 

By  Chakles  Guebnssy 

Riding  Increased  in  Milwaukee  by  Weekly  Pass  and  Fare  Experiment  471 

Trend  of  Revenues  and  Expenses 474 

Individual  Awards  Made  in  Maintenance  Contest 476 

Practical  Maintenance  Ideas:  ^ 

Drill   and   Sleeve   Fastened  to  Rer'  /^ 

the    Boring    Machine — By 
W.  J.  McCallum 477 

Adjustable  Vise  for  Bus  Gen-        / 
erators — By  Farrell  Tipton  .  AIJ 

Positive- Acting  Mechanism  for  / 
Track  Switches— Bv  M.  W.  I 
Wales   4^ 

Straightening     Axles     in     the   ' 
Wheel   Press  —  By   Ter<'^'- 
Scullin 

New  Equipment  for  Rail 

A.E.R.A.   Annov 

News  of  the  Ii 


ELECTRIC  RAILWAY  JOURNAL 


September,  1931 


Get  the  right  wheels  and  blocks 

To  get  the  most  from  your  rail  grinders,  get  the 
right  abrasives.  Our  whole  business  is  rail  grind- 
ing equipment.  When  we  supply  grinding  wheels  or 
blocks  we  know  exactly  what's  best  suited  to  the 
machine  we  designed  and  built  for  you.  And  we  know 
rail — yours. 

A  wheel  that's  good  for  your  neighbor  may  be  all 
wrong  for  you.  We  know  what's  best  for  both  of  you. 
We  have  it — and  can  ship  from  stock  immediately. 

Buy  your  rail  grinding  wheels  and  blocks  from  the 
world's  rail  grinding  equipment  headquarters. 


3132-48  East  Thompson  Street,  Philadelphia 

AGENTS 
Chester  P.  Gailor,  60  Church  St..  New  Tork     F.  F.  Bodler,  San  Francisco,  Cal. 
Chas.  N.  Wood  Co..  Boston  H.  E.  Burns  Co.,  Pittsbureh.  Pa. 

H.  F.  McDermott,  208  S.  LaSalle  St.,  Chicago     Eauipment    &   Eng-ineering-  Co.,  London 
Bailway  &  Welding  Supply  Company,  Toronto.  Ontario 


®  6802 


September,  1921 


ELECTRIC  RAILWAY  JOURNAL 


Put 
Your  Cars 

Seven-Leagued 
Boots 

^^^^^^^^Hrscift  d '  !!:~:isid»UsiaS 

^^1 

^  .Jli^-^M-  « 

^gpq||     

Just  as  Hop-o-my-thumb  lengthened  his  stride  with  a  pair 
oF  Seven  Leagued  Boots,  so  street  cars  may  have  their 
ground  covering  capacity  increased  by  improved  rates  of 
starting  and  stopping  .  .  .  Large  capacity  motors  that 
accelerate  rapidly  permit  quick  pick-up  and  higher  car 
speeds  .  .  .  But  another  boot  is  needed.  The  heel 
of  high  braking  power  secured  by  adequate  size  Cylinder, 
the  sole  of  quick  pressure  build-up  produced  by  a  Relay 
Valve,  and  the  upper  of  flexible  pressure  control  secured 
by  the  new  Automatic  Lap  Brake  Valve  enable  cars  to 
step  out     on  both     feet    and  keep  pace  with  other  traffic. 


WESTINGHOUSE  TRACTION  BRAKE  CO. 

General  Office  and  Works  **  ^*  Wilmerding,  Pa. 


WESTINGHOUSE  TRACTION  BRAKES 


ELECTRIC  RAILWAY  JOURNAL 


Scptciiiba:  1931 


AND  SO 

CHRISTCHURCH 

Adopts  the  Trolley  Bus 


THE  Christchurch  (New  Zealand)  Tramway  Board  recently 
was  faced  with  the  problem  of  worn  out  track  on  a  seven- 
mile,  money-losing  line.  Investigations  led  to  the  conclusion  that 
a  trolley  bus  system  would  not  only  cost  less  to  install,  but  what 
was  equally  important,  would  regain  enough  lost  patronage  to 
make  the  line  pay. 

Consequently,  seven  route  miles  of  overhead  were  constructed  or 
adapted  to  trolley  bus  operation,  and  sbc  new  70  h.p.  buses  were 
ordered.  The  material  for  the  overhead  included  OB  mechanical 
switching  frogs,  mechanical  crossovers,  fixed  crossovers,  insulated 
approaches,  insulated  crossovers,  spring-lock  hangers,  and  Mara- 
thon Ears.  The  bus  equipment  included  0-B  retrievers  for  all 
buses,  and  0-B  six-spring  trolley  bases,  together  with  0-B  swivel 
harps,  are  being  installed  for  trial. 

Three  buses  are  in  operation  at  the  present  time  and  their  great 
popularity  with  the  public  assures  the  success  of  the  line  with  the 
full  schedule  in  operation.  The  general  public  is  not  slow  to  ap- 
preciate the  speed  which  is  maintained  by  the  buses,  and  en- 
thusiastic comments  have  been  made  on  their  quietness,  smooth 
acceleration,  cleanliness,  and  curb  loading. 

There  is  no  question  about  the  popularity  of  the  trolley  bus  with 
the  riding  public.  Where  there  has  been  opportunity  to  experience 
its  admirable  performance  and  riding  qualities,  approval  has  been 
indicated,  not  in  idle,  meaningless  words,  but  in  the  most  convinc- 
ing of  all  manners — by  an  increase  in  profitable  revenue. 


A  portion  of  the  overhead  trolley 
bus  system  at  Christchurch 
showing  the  wide  use  of  O-B 
line  material.  0-B  crossovers, 
insulators,  spring-lock  hangers, 
and  Marathon  Ears  figure  prom- 
inently in  the  construction. 


These  modern  trolley  buses  are 

equipped    with    0-B    retrievers 

which  protect  the  overhead  in 

event  of  dewirements. 


The  quietness,  rapid  and  smooth 
acceleration,  cleanliness,  and 
curb  loading  of  these  trolley 
buses  have  led  to  increased  pat- 
ronage on  this  line. 


Porcelain  Insulatora 


Line  Materials 


Rail  Bonds 


Car  Equipment 


Trolley  Bus  Equipment 


Headlights 


Car  Coo 


September,  1931 


ELECTRIC  RAILWAY  JOURNAL 


GET  PAI D 

for  Using  this  Wheel 


How  would  you  like  to  add  the  receipts  from  758  extra 
passengers  per  car  to  your  yearly  revenue?  A  large 
eastern  property  has  accomplished  the  equivalent  of  secur- 
ing 759,936  extra  fares  by  replacing  old  style  wheels  with 
20,000-mile  OB  Wheels.  This  means  a  saving  of  $3,799 
yearly  on  one  thousand  wheels,  or  $3.79  per  wheel. 

If  $3.79  net  profit  per  car  seems  insignificant,  estimate  how 
many  passengers  it  is  necessary  to  haul  in  order  to  earn  a 
like  amount.  On  the  basis  of  eight  cent  fares  and  6i% 
earnings,  you  get  paid  an  increase  equal  to  the  profit  from 
758  fares. 

Many  companies  are  finding  it  highly  profitable  to  make 
an  immediate  and  complete  change  to  0-B  Wheels.  Others 
find  it  no  less  desirable  to  make  the  transition  by  divisions. 
In  this  manner,  the  charge  is  made  against  maintenance, 
because  the  old  type  wheels  are  replaced  as  worn  out. 

Whichever  method  is  best  suited  to  your  particular  cir- 
cumstances, any  device  that  will  effect  savings  equal  to 
the  profits  from  758  extra  passengers  per  car  is  especially 
valuable  at  this  time.  And,  according  to  the  records,  0-B 
Wheels  are  doing  such  things  on  a  number  of  properties. 


0-B  Wheels  eliminate  this  job 

and  make  the  man  available  for 

other  work. 


^ 

1 

i 

1 

m 

.1 

« 

m 

^^^^^Hft  '^■' '  ^-S  4X 

i 

2 

Put  an  0-B  Wheel  on  the 

wire    and    forget    it    for 

twenty    thousand    miles. 

No  oiling,  no  greasing. 


Ohio  Brass  Company 


Mansfield, 

Canadian  Ohio  Brass  Co.  Limited 


jrKii   Ohio,  U.  S.  A. 

If-*'    Niagara  Falls,  Ontario,  Canada 


Vork    •  Philadelphia    •   Boston    •  Pittsburgh    •  Chicago    •  Cleveland    •   St.  Louis    •  Atlanta    •  Dallas    •    Los  Angeles    •    San  Francisco  •    Seattle 


8 


ELECTRIC  RAILWAY  JOURNAL 


September,  1931 


ISow  is  the  Time 

to  prepare  buses  for  winter  service 


CjUMMER  is  almost  over,  and  you  know 
^  how  soon  winter  rolls  around.  Passen- 
gers are  getting  more  and  more  "choosy" 
about  their  transportation.  It  is  vitally 
necessary  to  make  your  buses  comfortable, 
and  that  means  warmth  and  plenty  of  fresh 
air.  The  new  Mueller-Evans  Heating  and 
Ventilating  System  does  just  that.  It  has 
these  exclusive  advantages: 

Combining  extreme  simplicity  with  perfect  heating  and 
ventilating  efficiency,  this  new  system  is  gaining  rapid 
recognition.  It  is  economical.  It  can  be  installed  by 
unskilled  workmen  in  a  few  hours.  It  provides  the  same 
quality  of  heating  and  ventilating  found  in  modem  office 
buildings.  It  has  no  rotating  parts,  no  electrical  connec- 
tions, and  costs  nothing  to  operate! 

A  Summary  of  Features 


1. 

Perfect  TentUation  based  on 
modern  school  and  public 
building  standards. 

2. 

Temperatnre  of  60"  easily 
maintained  in  zero  weather. 


3. 

Eliminates    all    gas    and    other 
odors. 


There  are  no  drafts  as  air  is 
introdaced  at  a  temperature 
close  to  that  of  the  human 
body. 


Cold  drafts  from  window 
cracks  are  preTent«d  as  the  air 
current  is  reversed. 


Aisleways  are  kept  drier. 

7. 

Uniform  temperature  tlirongli- 
ont  the  vehicle. 

8. 

Easy  control  of  heat  supply. 

9. 

Absolute  elimination  of  gas 
hazard  and   Are  hazard. 

10. 

Windows  kept  free  of  frost. 

11. 

Drivers  are  less  subject  to 
fatigue  nnder  healthful  work- 
ing  conditions. 

12. 

Simple  to  install. 


13. 

Low     co«t     and     no     cost     to 
operette. 


14. 

Definite  saving  in  gasoline  by 
reason  of  normal  motor  oper- 
ating   temperature. 

15. 

Occupies  no  salable  space  in 
the  vehicle. 


16. 

No  rototlng  parts  to  wear  out. 


17. 


Accessible  and  quickly  remov- 
able. 


18. 

Interferes     In     no     way     with 
motor  operation. 


19. 


No   pipes   or  Joints   to   corrode 
or  leak. 


20. 

The  system  is  compact  and 
under  easy  observation  of  the 
meclianic. 


21. 


Warm,  odorless  buses  have  a 
decided  revenue  producing 
value. 


Install  the  Mueller-Evans  Heating   and  Ventilating  System 

ELECTRIG  SERVICE 

SUPPLIES  Cn  Manufacturer 


RAILWAY,  POWER  AND  INDUSTRIAL 
ELECTRICAL  MATERIAL 


Home  office  and  plant  at  17th  and  Cambria  Sts.,  PHILA- 
DELPHIA; District  office  at  111  N.  Canal  St.,  CHICAGO; 
60  Church  St.,  NEW  YORK;  Bessemer  Bldg..  Pitt«burgh; 
88  Broad  St.,  Boston;  General  Motors  Bldg.,  Detroit; 
Canadian  Agents,  Lj'man  Tube  and  Supply  Company, 
Ltd.,  Montreal,  Toronto,  Vanconver. 


September.  1931  ELECTRIC  RAILWAY  JOURNAL  9 

Why  Dallas  approves  N.  P.  Treadles 

For  One-man  operation 


* 


In  the  Lone  Star  State,  the  Dallas  Railway  and  Terminal  Co. 
operates  126  cars  remodeled  For  one-man  operation  and 
equipped  with   N.  P.  Treadle  Operated  Exit  Doors  .... 

They  have  found  these  cars  as  safe  as  two-man  cars  .... 
Boardins  and  alighting  accicJents  have  been  practically  elim- 
inated ....  Operators  are  more  proficient  ....  Schedule 

speeds  have  been  increased Operating  costs   hiV^ 

been  substantially  reduced. 


NATIONAL  PNEUMATIC  COMPANY 


10 


ELECTRIC  RAILWAY  JOURNAL 


September,  1931 


75  miles  an  hour 


Smoking     compartment     in 
Indiana  Railroad  car 


in  comfort  and  safety 
with  G-E  equipped  cars 


1AST  year,  the  Cincinnati  and  Lake  Erie  Railroad  installed  ten 
'  luxurious  high-speed  interurban  cars  equipped  with  GE-706 
(lOO-hp.)  motors,  G-E  air  compressors,  G-E  magnetic  track  brakes, 
and  G-E  Type  PC  control.  Their  success  led  to  the  installation  of 
35  similar  equipments  by  the  Indiana  Railroad  (Indianapolis),  in- 
cluding GE-706  motors  and  G-E  magnetic  track  brakes. 

Further  evidence  that  this  type  of  equipment  has  established  a  new 
standard  of  interurban  service  is  the  recent  purchase  of  ten  high- 
speed cars  by  the  Philadelphia  and  Western  Railroad  —  equipped 
with  GE-706  motors,  G-E  compressors,  and  G-E  Type  PC  control. 


One  of  the  Philadelphia  and  Western 
cars  is  on  exhibit  at  the  A.  E.  R.  A. 
Convention.  Be  sure  to  see  it.  Then 
ask  our  representative  for  complete 
information. 


Oru  of  ten  G-E  tquiffid  cars  of 
Cincinnati  and  Lake  Eric  Railroad 


Oni  of  thirty-five  G-E  equipped  cars 

of  Indiana  Railroad  1^ 

JOIN    us    IN    THE    GENERAL    ELECTRIC    PROGRAM,    BROADCAST    EVERY    SAIURDAY    EVENING 
ON    A    NATION-WIDE    N.B.C.    NETWORK 

130-168 

GENERAL@ELECTRIC 

TRANSPORTATION   EQUIPMENT 


Xew  York, 

September,  1931 


Electric  Railway 
Journal 

Consolidation  of 
Street  Railway  Journal  and  Electric  Railway  Review 

A  McGraw-Hill  Publication — Established  1884 


Volume  75 

Number  9 


John  A.  Miller,  Jr.,  Editor 


Belated  Opposition 
at  Chicago 

"ITTITH  developments  looking  toward  the  consolida- 

»  '  tion  of  the  surface  railways  and  the  elevated  lines 
in  Chicago  into  a  unified  system  approaching  a  climax 
by  the  removal  of  the  last  of  the  court  actions  incident 
to  the  carrying  out  of  the  plan,  it  is  particularly  unfor- 
tunate that  a  group  of  security  holders  have  at  last  come 
to  the  conclusion  that  they  should  not  participate  in  the 
consolidation  on  a  basis  that  they  consider  unfair  to 
themselves.  It  seems  unlikely,  of  course,  that  this  ele- 
ment of  discord  will  receive  recognition  that  will  delay 
final  consummation  of  the  plan,  but  that  possibility  is 
always  inherent  in  actions  of  this  kind. 

To  impute  selfish  motives  to  this  element  is  beside  the 
point.  Its  own  attitude  is  that  "even  if  the  legal  basis 
of  the  proposed  plan  of  consolidation  is  adjudged  sound, 
the  plan  should  be  rejected  because  of  its  unfairness  and 
financial  defects."  Yet  the  consolidation  plan  was  not 
declared  operative  until  April  1  last  after  90  per  cent 
of  the  securities  had  been  deposited.  Another  criticism, 
leveled  by  the  dissenters,  is  that  after  the  plan  was 
declared  operative,  it  was  found  necessary  to  test  its 
legal  basis  in  the  courts.  To  others  it  would  seem  that 
this  was  an  expedient  intended  as  a  safeguard. 

Evidently  the  dissenters  have  in  mind  the  proceedings 
to  test  the  validity  of  the  terminable  permit,  to  deter- 
mine whether  or  not  the  Chicago  Local  Transportation 
Company,  formed  to  take  over  the  surface  and  the  ele- 
vated lines,  is,  in  fact,  a  corporation,  and  whether  the 
amendment  to  the  Railroad  Act,  passed  by  the  Legisla- 
ture as  part  of  the  co-ordination  legislation,  will  permit 
stockholders  of  the  elevated  lines  to  sell  their  property 
to  the  new  company. 

A  vast  amount  of  work  has  gone  into  the  Chicago 
negotiation.  Many  interests  had  to  be  mollified. 
Enabling  legislation  had  to  be  secured.  Much  time  neces- 
sarily was  consumed  in  arranging  all  these  things.  Even 
if  the  matter  had  been  one  of  mere  barter  and  trade 
between  corporations  not  subject  to  political  considera- 
tions and  the  influence  of  regulatory  bodies,  the  negotia- 
tions for  a  consolidation  such  as  that  at  Chicago  could 
not  have  been  concluded  quickly.  They  never  are,  even 
where  the  corporations  are  going  concerns  not  subject  to 
public  influence. 


So  a  display  of  impatience  at  the  belated  move  recenth- 
recorded  is  only  natural.  The  transportation  program  at 
Chicago  has  probably  come  closer  to  general  approval 
than  any  other  major  civic  undertaking  in  the  last  40 
years  of  Chicago's  advancement.  It  is  unthinkable  at 
this  late  hour  that  any  development  of  the  kind  now 
under  way  should  be  permitted  to  interfere  with  the 
orderly  consummation  of  the  consolidation.  As  a  matter 
of  fact,  as  one  of  the  disinterested  advocates  of  unifica- 
tion said  recently,  it  would,  indeed,  amount  to  a  municipal 
calamity  if  the  transportation  program  should  now  be 
imnecessarily  delayed. 


Reflections  of  Aroused 
Civic  Consciousness 

SOME  measure  of  satisfaction  for  the  electric  rail- 
ways is  to  lie  found  in  the  favorable  reactions 
reflected  in  the  recent  Winnipeg  and  Portland  reports 
showing  a  disposition  to  a  greater  acceptance  by  the 
representatives  of  these  communities  of  their  obligations 
to  the  transportation  companies.  True,  the  suggestions 
have  yet  to  take  tangible  form,  but  they  show  that  the 
efforts  which-  the  companies  in  these  cities  have  been 
making  are  beginning  to  bring  results.  The  calf  does 
not  thrive  that  is  fed  on  skimmed  milk,  nor  does  the 
city  thrive  that  stands  aside  and  permits  its  mass  trans- 
portation agency  to  become  undernourished  on  the  fodder 
of  inadequate  income. 

It  seems  strange  that  city  officials,  callous  to  the  need 
for  preserving  the  mass  transportation  agencies,  go  right 
ahead  spending  money  lavishly  for  improvements  that 
benefit  the  automobile  user.  Requirements  of  cities 
impose  a  tremendous  burden  on  the  mass  transportation 
companies,  particularly  for  equipment  for  peak  riding 
— equipment  far  in  excess  of  that  required  for  the  off- 
peak  loads.  Business  men  and  the  members  of  the 
municipal  governing  bodies  give  little  or  no  thought  to 
the  problem  thus  created.  Failing  the  retention  of  mass 
transportation  upon  a  basis  that  provides  for  successful 
operation  under  private  auspices,  however,  the  prospect 
that  confronts  the  cities  is  a  direct  subsidy  or  municipal 
ownership  and  operation.     A  city  of  any  size  without 


Electric  Railway  Journal — September,  1931 
445 


a  public  transportation  system  is  something  to  ponder. 
But  it  would  be  better  to  ponder  it  as  an  eventual  pos- 
sibility than  to  have  to  try  to  cope  with  it  as  a  fact. 
To  recapitulate  the  points  made  in  the  Portland  and 
the  Winnipeg  pronouncements  is  not  necessary.  They 
do,  however,  show  enlightened  approach  on  the  part 
of  public  bodies  to  tlie  problems  of  the  railways  and 
recognize  the  discriminations  that  are  part  of  the  load 
laid  on  their  backs.  The  reports  reiterate  some  of  the 
ideas  expressed  by  Mr.  Sisson  in  his  recent  article  in 
this  paper,  but  they  hold  out  the  hope  that  the  point  of 
view  stressed  in  the  editorial,  "Bringing  Order  Out  of 
Chaos,"  in  the  Jourxal  for  August,  are  gradually  com- 
ing to  be  accepted. 


Stay-at-Homes  Will  Miss 
a  $1,000,000  Display 

T^XPENDITURES  totaling  a  large  amount  of  money 
•*--'  will  be  made  during  the  next  few  weeks  Ij}-  the 
manufacturers  of  electric  railway  equipment  in  preparing 
the  great  exhibit  of  apparatus  and  appliances  to  be  shown 
at  the  fiftieth  annual  convention  of  the  American 
Electric  Railway  Association  at  Atlantic  City.  Every- 
thing indicates  that  this  will  be  one  of  the  best  exhibits 
ever  presented  at  an  electric  railway  convention.  Holdinc^ 
the  annual  convention  at  San  Francisco  last  year  resulted 
in  an  excellent  meeting,  but  it  was  impossible  for  the 
manufacturers  to  have  an  exhibit.  The  1931  exhibit, 
therefore,  offers  an  opportunity  for  the  delegates  to  view 
the  progress  of  two  years  in  apparatus  and  equipment 
design.  Not  only  will  there  be  an  eleborate  display  in 
the  convention  hall,  but  there  will  also  be  a  unique  out- 
door exhibit  of  various  types'  of  vehicles  used  in  a  modern 
system  of  co-ordinated  transport.  It  will  consist  of  ten 
individual  units  including  a  high-speed  interurban  car. 
large  city  street  car,  medium-size  city  street  car,  two 
trolley  buses,  four  gasoline  buses,  all  of  varying  capac- 
ities, and  a  taxicab.  This  exhibit  will  be  on  the  Board- 
walk throughout  the  week. 

Electric  railway  executives  have  a  real  responsibility 
to  see  that  full  advantage  is  taken  of  what  the  manu- 
facturers are  doing  in  presenting  the  exhibit  this  year. 
The  value  of  the  exhibit  will  be  lost  if  operating  men  arc 
not  in  attendance  in  large  numbers.  While  everyone 
recognizes  the  necessity  to  exercise  all  reasonable  econ- 
omies in  this  time  of  business  depression,  the  money 
spent  to  send  a  substantial  quota  of  operating  men  to  the 
convention  will  undoubtedly  be  more  than  justified  by 
what  they  will  learn  there. 

It  is  of  inestimable  value  to  the  industry  that  there 
be  this  periodic  presentation  of  equipment  and  appli- 
ances. A  similar  display  cannot  be  seen  in  any  single 
manufacturer's  show  rooms,  nor  can  it  be  carried  around 
and  shown  in  the  various  cities  where  the  operating  com- 
panies are  located.  It  can  be  seen  only  at  the  Atlantic 
City  convention.  Men  from  all  departments  should  be 
sent  to  observe  and  study  it.     Not  only  does  the  effort 


of  the  manufacturers  deserve  this  recognition,  but  the 
welfare  of  the  operating  companies  requires  that  full 
advantage  be  taken  of  this  unique  opportunity  to  see 
and  learn  about  the  latest  developments  in  transporta- 
tion equipment. 


A  Tract  on  Courage 

PULSES  are  quickened  by  the  contents  of  annual 
reports  such  as  that  just  made  by  the  Cinciimati  & 
Lake  Erie  Railroad.  It  is  a  document  redolent  not  only 
of  the  work  which  that  road  is  doing  in  a  field  beset 
with  adverse  conditions,  but  indirectly  reminiscent  of 
the  similar  work  which  the  Interstate,  the  South  Shore, 
the  North  Shore,  the  Milwaukee  Electric,  the  Indiana 
Railroad,  and  others,  have  done  and  arc  doing. 

There  is  no  whining  in  the  report.  There  might  be 
real  justification  for  comjilaint  even  for  self -commis- 
eration, but  the  management  is  not  of  that  kidney. 
It  is  alert.  It  is  alive  and  the  report  reflects  that  atti- 
tude. It  tells  the  story  of  what  the  new  cars  are 
accomplishing,  how  freight  traffic  has  been  built  up,  how 
store-door  pick-up  and  delivery  service  has  been  de- 
veloped, how  attractive  passenger  fares  have  stimulated 
business,  how  bus  and  rail  have  been  effectively  co- 
ordinated, how  one-man  car  operation  has  been  made 
successful  in  interurban  service.  In  a  sense,  it  might 
be  said  that  the  report  is  a  tract  on  successful  mer- 
chandising.    It  is  also  a  tract  on  courage. 

The  document  is  significant  not  only  on  the  score 
of  what  it  tells,  but  also  on  the  score  of  what  it  implies. 
It  calls  to  mind  the  fact  that  not  so  long  ago  the  now 
successful  South  Shore  Line  was  not  much  more  than 
a  streak  of  rust  in  an  industrial  oasis.  And  it  portends 
similar  success  for  the  Indiana  Railroad  imder  pro- 
gressive management.  On  the  other  hand,  the  encour- 
aging nature  of  this  report  emphasizes  by  contrast  the 
sad  fate  that  has  overtaken  some  other  roads  similar  in 
character,  notably,  the  interurbans  in  central  New  York. 
To  mention  them  is  to  lament  their  passing.  That  the 
methods  followed  by  the  roads  in  the  Central  West  and 
by  numerous  others  would  have  saved  those  in  Ne^\■ 
York  State  may  or  may  not  be  true,  but  at  least  the 
contrast  in  spirit  and  method  provokes  reflection. 

It  is  begging  the  question  to  say  that  in  many  in- 
stances the  effort  to  preserve  roads  of  this  kind  is  out 
of  proportion  to  the  possible  reward  that  might  follow 
the  task  of  preserving  them.  Customs  change,  the  state 
often  is  remiss  in  meeting  its  obligations  to  its  own 
corporate  creatures,  there  is  unfairness  everywhere. 
To  deny  these  things  is  to  evade  evident  facts.  Changed 
economic  conditions  have  put  the  interurban  to  a  severe 
test.  There  would  appear  to  be  little  hope  for  roads 
of  this  kind  under  direction  that  is  not  aggressive,  pro- 
gressive and  fearless.  But  where  vision  and  courage 
have  been  displayed  in  the  management  of  these  roads 
they  have  survived  and  are  doing  well. 


Electric  R.\ilway  Journal — Vol.75, No.9 
446 


Time  to  Burn  the  Old  Books 

I  ACK  of  progressiveiiess  among  the  Chinese  has  been 
-L '  attributable  in  large  measure  to  the  teachings  of  Con- 
fucius, who  placed  great  emphasis  on  ancestor  worship. 
Any  attempt  to  do  something  in  a  new  or  better  way 
has  been  considered  a  reflection  on  one's  forbears.  If 
the  old  way  was  good  enough  for  them,  no  one  with  a 
proper  feeling  of  respect  for  his  ancestors  would  try  to 
change  it.  Realizing  that  this  stifled  progress  and  de- 
velopment, the  Emperor  Chin  Hwang-Ti  once  endeav- 
ored, by  burning  all  the  old  books  upon  which  he  could 
lay  his  hands,  to  turn  the  eyes  of  his  people  forward. 
In  this  he  was  only  partially  successful,  but  at  least  he 
deserves  credit  for  making  a  valiant  effort  to  strike  off 
the  shackles  of  tradition. 

Perhaps  no  industry  has  suffered  more  than  the  elec- 
tric railways  through  firm  adherence  to  tradition. 
Attempts  to  do  things  in  new  ways  have  met  with  oppo- 
sition on  the  ground  that  the  established  practice  was 
good  enough  in  the  old  days  and  consequently  is  good 
enough  now.  In  reality  the  reverse  is  true.  A  consider- 
able amount  of  business  has  been  lost  to  competitive 
forms  of  transportation.  It  will  never  be  regained  by 
running  the  same  old  cars  in  the  same  old  way.  It  can 
be  regained  only  by  the  application  of  new  methods. 
The  industry  must  find  a  way  to  produce  a  product  that 
appeals  to  the  public,  and  a  way  to  sell  that  product. 
Vigorous  efforts  to  do  this  are  being  made  on  many 
properties.  New  methods,  however,  continue  to  meet 
opposition  because  they  are  contrary  to  established  prac- 
tice. It  would  seem  that  the  time  has  come  for  the 
industry  to  follow  the  example  of  Chin  Hwang-Ti  in 
burning  the  old  books. 


No  Room  for  Micawbers 

TTAR  too  often  railway  managements,  particularly  on 
-*-  the  smaller  properties,  take  a  defeatist  attitude, 
accentuated  by  the  current  business  depression.  New 
cars,  new  tracks,  are  fine,  say  they,  but  where  will  the 
money  come  from?  Still  others  await  the  perfection  of 
new  devices  before  they  are  ready  to  recommend  the 
expenditure  of  large  sums.  Micawber-like,  they  are  wait- 
ing for  something  to  turn  up  that  will  stem  the  tide  and 
swing  them  from  adversity  to  prosperity.  Experience 
has  shown  that  the  purchase  of  new  equipment  at  con- 
siderable cost — planned  and  executed  by  an  able  manage- 
ment— often  will  make  a  decided  difference  in  the  for- 
tunes of  a  property.  But  how  can  a  management,  that 
for  years  has  failed  to  exhibit  more  than  the  most 
mediocre  attainments,  prove  to  its  bankers  that  it  will  be 
able  to  spend  wi.sely  and  obtain  the  anticipated  results, 
should  it  get  ample  funds  ? 

Plenty  of  possibilities  exist  for  improvements  in  serv- 
ice without  any  capital.  Frequently  the  adoption  of  a 
better  maintenance  policy  will  do  wonders.    The  poorest 


repair  usually  is  the  most  expensive.  Records  of  many 
companies  prove  that.  Instead  of  spreading  the  main- 
tenance money  out  thin  all  over  the  property,  concentra- 
tion on  the  most-used  track  and  the  most  active  equip- 
ment frequently  will  prevent  failures  on  the  road  and 
eventually  put  all  the  property  in  better  repair,  as  well 
as  saving  money.  What  is  more,  it  will  permit  the  trans- 
portation department  to  improve  schedules  and  give  a 
more  reliable  service.  Here  again  is  a  real  cash  saving. 
Even  in  these  days  of  intensive  competition,  better  serv- 
ice will  soon  bring  increased  revenue.  And  finally,  the 
better  financial  showing  that  is  almost  certain  to  be  made 
is  the  most  convincing  argument  to  the  board  of  direc- 
tors that  there  really  are  possibilities  for  making  money, 
and  that  the  investment  of  new  capital  is  justified. 


Increasing  Interest 
in  the  Trolley  Bus 

WHILE  activities  in  the  transportation  field  have 
kept  abreast  of  business  in  general,  few  startling 
developments  have  taken  place  so  far  in  1931.  On  this 
account,  it  is  particularly  worthy  of  note  that  interest 
in  the  trolley  bus,  as  evidenced  by  announcements  of 
actual  and  proposed  installations,  has  definitely  increased. 
Chicago  started  the  ball  rolling  early  in  the  year  by 
accepting  four  trolley  buses,  received  for  trial  in  1930, 
and  by  purchasing  25  additional  vehicles.  This  was  fol- 
lowed by  reports  from  six  electric  railways  that  new 
installations  will  be  made  definitely  this  year.  Peoria 
has  ordered  five  vehicles  and  expects  to  inaugurate  its 
service  in  September,  while  Memphis  plans  to  open  its 
9.9-niile  line  with  nine  trolley  buses  about  the  middle 
of  October.  Following  a  trial  operation  of  one  vehicle 
for  several  months,  Shreveport  obtained  permission  to 
install  a  permanent  system  from  the  citizens  who  voted 
five  to  one  in  favor  of  the  proix)sal  at  a  special  elec- 
tion. Service  will  be  started  early  in  November  with 
five  trolley  buses.  About  the  same  time.  Providence 
expects  to  inaugurate  a  system  with  four  vehicles.  The 
largest  of  the  new  installations  will  be  made  in  Kenosha, 
where  the  entire  street  car  and  bus  system  will  be 
replaced  with  22  trolley  buses.  It  is  expected  that  the 
opening  ceremonies  for  this  important  changeover  will 
be  held  near  the  close  of  the  year.  Duluth  is  the  sixth 
city  with  definite  plans.  It  has  ordered  two  vehicles  for 
a  trial  line. 

In  addition  to  this  activity,  it  is  known  that  seven 
other  electric  railways  have  decided  to  install  trolley 
buses  and  expect  to  make  formal  announcements  in  the 
near  future.  A  total  of  25  other  companies  are  seriously 
contemplating  installations.  The  twelve  railways,  now 
operating  207  vehicles,  have  proved  that  the  trolley  bus 
has  an  extensive  field  of  usefulness.  As  the  present 
systems  expand  and  new  installations  are  made,  an  even 
clearer  concept  of  its  proper  place  in  the  transportation 
field  will  be  obtained. 


Electric  Railway  Journal — September,  1931 
447 


Government  in  Business 

Is  Disastrous  Business 


By  JOHN  SPARGO 


Regardless  of  the  degree  of  technical 
proficiency  that  may  sometimes  be  at- 
tained, municipal  ownership  and  opera- 
tion of  transportation  systems  has  serious 
disadvantages 


BELIEF  in  government  ownership  and  operation 
of  industry  as  a  panacea  for  the  social  and  eco- 
nomic ills  of  society  is  widespread  and  deeply 
rooted.  Having  held  that  belief  during  many  years  and 
turned  from  it  in  the  conviction  that,  at  its  very  best, 
the  panacea  is  the  fecund  breeder  of  ills  worse  than 
any  of  the  ills  it  is  designed  to  cure,  or  than  all  of 
them  combined,  I  desire  to  set  forth,  in  a  spirit  of 
cheerful  good  temper,  some  of  the  reasons  which  led 
to  that  radical  change  of  opinion  and  faith. 

During  many  years  I  was  an  ardent  advocate  of  the 
socialist  philosophy  and  program,  including  government 
ownership  and  operation  of  industry.  That  chapter  in 
my  life  I  do  not  seek  to  hide,  neither  do  I  offer  any 
apology  for  it.  On  the  whole,  I  am  inclined  to  approve 
the  cynical  observation  made  by  an  English  philosopher, 
many  years  ago :  "Not  to  be  a  socialist  at  twenty  means 
that  something  is  wrong  with  the  heart,  to  be  one  at 
fifty   means   that   something  is  wrong  with  the  head." 

My  present  belief  is  that  every  extension  of  the  powers 
and  functions  of  government  is  to  be  feared  and  should 
be  stoutly  resisted  by  all  who  believe  in  real  liberty. 
There  is  no  greater  danger  than  that  resulting  from  the 
continual  expansion  of  governmental  functions  and 
powers.  It  is  better  to  be  free  men  in  an  imperfectly 
organized  state,  progressing  with  many  a  stumble,  than 
to  be  serfs  in  a  perfectly  organized  Utopia.  Better  a 
crust  and  herbs  with  freedom  than  luxury  without  it. 
The  tendency  of  government  everywhere  is  to  encroach 
upon  the  freedom  of  the  individual  man  and  to  narrow 
the  area  of  his  self-expression.  That,  in  the  long  run, 
this  tendency  must  have  a  disastrous  effect  upon  man- 
kind and  result  in  a  serious  retardation  of  human  prog- 
ress seems  to  me  to  be  one  of  the  things  concerning 
which  we  may  feel  assured  beyond  any  doubt.  Pater- 
nalism undermines  the  competence  of  its  subjects  to 
cope  with  the  inexorable  realities  of   social  evolution. 

Our  Federal  and  State  governments  tend,  in  con- 
stantly increasing  measure,  to  stifle  the  enterprise  of 
their   citizens,   and   that,   in   my   judgment,   cannot    fail 


to  retard  and  limit  progress.  Quite  irrespective  of  the 
much  controverted  question  whether  government  is  not 
by  its  nature  unfitted  for  the  task  of  conducting  indus- 
trial enterprises  efficiently  over  any  reasonably  long 
period  of  time,  there  is  a  larger  and  even  more  serious 
problem  to  be  considered,  namely,  the  problem  of  the 
evil  effects  upon  the  body  politic  and  social  when  the 
government,  through  competition  with  its  citizens — 
competition  that  is  necessarily  and  inevitably  unfair — 
in  the  most  profitable  areas  of  economic  enterprise,  dis- 
courages the  initiative  and  enterprise  of  those  citizens 
either  individually  or  collectively  in  voluntary  groups. 
Precisely  as  a  state  which,  like  the  present  Soviet  State 
of  Russia,  controls  and  directs  the  press,  radio  and  other 
major  agencies  for  the  dissemination  of  information  and 
ideas  effectually  checks  independent  thinking  and  so 
induces  intellectual  paralysis,  so  a  state  which  controls 
and  directs  the  principal  economic  activities  of  its  people 
checks  independent  enterprise  and  thereby  induces  a 
paralysis  of  initiative  and  effort.  That  is  the  greatest 
evil  of  all. 

Broadly  speaking,  there  are  three  quite  distinct  views 
of  government  enterprise  in  industry.  At  one  extreme 
there  are  the  communists  and  socialists,  whose  ideal 
comprehends  a  glorification  of  the  state.  That  ideal 
embraces  a  social  economy  based  upon  government 
ownership  and  operation  of  all  industry  with  a  corre- 
sponding state  monoply  of  distribution.  To  this  group, 
however  stoutly  it  may  contend  that  state  enterprise  is 
equal  to  or  superior  to  voluntary  enterprise,  the  ques- 
tion of  efficiency  is,  in  the  last  analysis,  irrelevant  and 
inconsequential.  No  demonstration  of  the  superiority 
of  the  voluntary  enterprise  of  individuals  would  lessen 
the  faith  in  government  enterprise  held  by  every  com- 
munist and  socialist.  At  the  other  extreme  there  are 
those  who  believe  that  the  voluntary  enterprise  of  citi- 
zens in  their  private  capacity,  acting  either  singly  or  in 
groups,  because  of  the  social  relations  which  it  entails 
is  vastly  better  than  government  enterprise,  even  if  and 
when  the  latter  is  as  efficient,  technically,  as  the  best 
voluntary  enterprise.  They  hold  that  government 
charged  with  the  organization  and  maintenance  of  the 
economic  life  of  the  nation  in  addition  to  the  historic 
functions  of  maintaining  order  must  of  necessity  de- 
velop an  intolerable  despotism.  The  despotism  may  be 
benevolent  in  its  character,  a  paternalistic  system,  or  it 
may  be  severe  and  brutal  like  the  system  in  vogue  in 


Electric  Railway  Journal — Vol.75,  No.9 
448 


Russia  today.  No  amount  of  benevolent  paternalism 
can  reconcile  this  group  to  government  ownership  and 
operation  of  any  essential  industry. 

Between  the  two  groups  named  there  stands  a  third 
group,  much  larger  than  either  of  the  others,  and  pos- 
sibly larger  than  both  of  them  combined,  composed  of 
people  who  are  little  or  not  at  all  interested  in  the  con- 
tention of  opposing  principles.  They  are  little  or  not 
at  all  interested  in  questions  of  philosophy.  Speculations 
and  arguments  concerning  the  probable  or  possible 
effects  of  opposing  principles  upon  the  course  of  social 
evolution  do  not  interest  them  to  any  extent  that  matters. 
They  are  indifferent  to  labels  and  tags,  and  to  the 
abstract  principles  which  the  labels  and  tags  connote. 
They  are  interested  only  in  results.  What  they  want  to 
know  is  whether  municipal  ownership  and  operation  of 
important  public  utilities  will  give  them  any  immediate 
advantage,  either  in  lowered  rates  or  improved  service. 
Thus  we  find  many  an  industrialist,  who  would  be 
horrified  if  it  were  proposed  that  the  municipality  to 
which  he  belongs  should  start  a  factory  in  opposition 
to  him  and  drive  him  out  of  business,  quite  illogically 
and  inconsistently  favoring  municipal  ownership  and 
operation  of  the  rapid  transit  system,  electric  power 
and  light  service,  the  telephone  system,  and  so  on  and 
so  forth.  However  regrettable  we  may  regard  this  fact, 
it  is  a  fact  and  it  is  the  most  important  and  vital  fact 
of  all. 

Belonging  as  I  now  do  to  the  second  group,  believing 
fully  that  the  highest  level  of  social  well-being  and  the 
most  satisfactory  rate  and  manner  of  human  progress 
will  result  from  what  I  have  elsewhere  called  "socialized 
individualism,"  I  am  not  especially  concerned  here  and 
now  with  the  first  of  the  three  groups  under  discussion. 
I  am  concerned  with  the  last-named  group,  the  indifferent 
group,  which  by  reason  of  its  numerical  strength  is 
politically  of  the  greatest  importance.  For  the  sake 
of  this  discussion,  then,  I  am  willing  to  have  the  whole 
matter  of  social  philosophy  excluded  and  to  confine  my- 
self to  the  practical  utilitarian  question,  which  gives  the 
best  results,  here  and  now — government  enterprise,  mu- 
nicipal state  or  federal,  as  the  case  may  be,  or  voluntary 
private  enterprise  subject  to  proper  social  regulation. 
In  other  words,  taking  our  public  utilities  one  after 
another  and  giving  due  and  proper  weight  to  all  the 
available  evidence,  must  we  conclude  that  government 
enterprise  gives  better  results  than  voluntary  private 
enterprise?  Does  it  give  better  service  at  equal  cost 
or  lower  leaving  a  margin  of  advantage  either  of  greater 
cheapness  or  superiority  of  service?  If  the  answer  is 
in  the  affirmative  then,  while  personally  holding  and 
contending  that  the  principle  is  wrong,  I  am  quite  ready 
to  concede  the  strength  of  the  case  for  government 
enterprise  and  have  no  quarrel  with  those  who  decide 
to  give  it  their  support. 

It  is  of  the  utmost  importance,  however,  that  all 
known  and  pertinent  facts  must  be  taken  into  account 
and  fairly  and  honestly  evaluated.  Take,  for  example, 
the  application  of  the  principle  of  municipal  ownership 
and  operation  to  electric  railway  transportation,  the  sub- 
ject in  which  the  readers  of  this  magazine  are  most 
interested  and  concerning  which  they  may  be  presumed 
to  know  most.  It  need  hardy  be  said  here  that  there 
is  nothing  in  the  business  of  running  an  electric  railway 
which  cannot  be  successfully  carried  on  by  a  municipal 
government.  Numerous  cities,  both  in  this  country 
arid   in  all  parts  of  the  world,   own  and  operate  their 


John  Spargo 


WRITER,  author  and  lecturer,  John 
Spargo  was  born  in  Cornwall,  England, 
in  1876.  He  was  educated  in  the  English  pub- 
lic schools,  supplementing  this  formal  training 
with  extension  courses  in  Cambridge  and  Ox- 
ford Universities.  He  became  interested  in  the 
socialist  cause  in  England,  and  for  some  years 
after  coming  to  this  country,  in  1901,  he  was 
prominently  identified  with  that  movement,  but 
withdrew  from  the  party  in  1917.  He  is  the 
author  of  many  books,  particularly  on  social 
and  economic  questions.  For  that  reason  his 
views  on  the  disadvantages  of  governmental 
participation  in  industry  are  of  special  interest. 


transportation  systems,  including  both  surface  and  sub- 
way lines.  Many  of  these  systems  are  operated  as 
efficiently,  on  the  technical  side,  as  the  best  systems 
operated  by  voluntary  enterprise  in  cities  of  similar 
size  and  possessing  fairly  comparable  conditions.  So 
much  may  be  freely  admitted.  On  the  other  hand,  it 
is  equally  true  that  none  of  the  innumerable  surveys 
that  has  yet  been  made  has  shown  the  slightest  balance 
of  advantage  on  the  side  of  government  enterprise  when 
the  comparison  With  private  enterprise  was  fairly  made. 
In  the  40  years  that  this  subject  has  held  my  interest 
and  attention  I  have  examined  hundreds  of  reports  of 
municipally  owned  transit  systems  in  many  parts  of 
the  world.  I  have  observed  the  actual  working  of  many 
of  them  and  compared  them  with  the  working  of  pri- 
vately owned  and  operated  systems  in  the  same  countries 
under  conditions  as  nearly  equal  as  possible.  Not  only 
do  I  not  know  of  a  single  instance  in  which  there  was 
a  definite  balance  of  advantage  on  the  side  of  the  mu- 
nicipally owned  system,  but  I  am  quite  certain  that  as 
a  whole  the  municipally  owned  and  operated  systems 


Electric  Railway  Journal — September,  1931 
449 


were  inferior,  in  some  important  respect,  to  the  privately 
owned  and  operated  systems  of  the  same  class.  Dif- 
ferences in  the  quality  of  service,  the  relative  merits  of 
technical  management,  do  not  appear  in  financial  reports 
and  are  not  easily  discovered  by  casual  observation.  A 
comparison  of  systems  upon  this  ground  would  require 
technical  knowledge  to  which  I  make  no  pretense.  It  is 
wholly  different,  however,  with  financial  management. 
Here  the  data  can  be  evaluated  and  judged  by  one  who 
knows  nothing  of  the  technical  side  of  street  railway 
operation.  Paradoxically  enough,  however,  it  is 
precisely  at  this  point,  where  lay  understanding  is  most 
easily  possible,  that  the  greatest  confusion  and  mis- 
understanding arises.  It  is  the  old  story  of  the  ease  of 
manipulating  statistical  data. 

A  mvmicipally  owned  local  transit  system  is  compared 
with  a  privately  owned  system  in  another  city  of  ap- 
proximately equal  size  and  having  general  conditions  as 
nearly  equal  as  can  be.  Upon  the  face  of  the  reports 
the  municipal  enterprise  apjiears  to  be  more  economically 
operated  than  the  other.  Assuming  the  actual  quality 
of  the  service  rendered  to  be  equal — cars  quite  as  good, 
schedules  quite  as  convenient,  and  all  the  rest  of  it — 
there  is  an  apparent  superiority  to  be  credited  to  the 
municipal  enterprise.  Digging  below  the  surface  a  bit 
one  discovers  that  there  are  important  items  not  disclosed 
on  the  face  of  the  reports.  For  example,  in  the  case 
of  the  privately  owned  and  operated  system  the  paving, 
repairing  and  maintenance  of  the  street  l^etween  the 
tracks  has  to  be  borne  by  the  operating  company, 
whereas  in  the  case  of  the  municipally  owned  system 
that  heavy  charge  may  be  borne  by  the  street  depart- 
ment, the  bills  being  paid  by  the  taxpayer.  Or,  again, 
comparison  of  the  two  balance  sheets  reveals  that  the 
privately  owned  system  pays  a  large  sum  in  taxes  to 
the  city,  while  the  municipal  system  is  untaxed  on  the 
theory  that  it  would  be  absurd  for  the  municipality  to 
levy  a  tax  upon  itself.  In  some  cases  the  tax  paid  by 
the  private  enterprise  amounts  to  10  per  cent  of  its 
revenue,  or  even  more  than  that. 

In  either  of  the  two  cases  cited  for  purposes  of  illus- 
tration, bringing  to  light  the  hidden  factor  changes  the 
whole  complexion  of  the  comparison.  Yet  it  is  per- 
fectly obvious  that  any  comparison  which  omits  such 
vital  factors  is  worthless  and  misleading.  This  same 
factor  pervades  the  entire  problem.  For  example,  the 
light  and  power  companies  of  the  country  pay  approx- 
imately 10  per  cent  of  their  income  in  taxes  to  our 
municipalities  and  states,  whereas  it  is  the  universal 
practice  to  exempt  municipal  enterprises  from  taxation. 
Obviously,  if  a  municipally  owned  plant  makes  a  better 
showing  than  a  privately  owned  plant  fairly  comparable 
to  it,  or  gives  service  at  somewhat  lower  rates,  against 
that  apparent  superiority  there  should  be  set  the  fact 
that  its  exemption  from  taxation  is  in  fact  a  subsidy 
which  the  taxpayer  pays  and  which  must  be  added  to 
the  apparent  cost  of  the  service  in  order  to  ascertain 
the  true  cost. 

Incredible  as  it  seems,  this  phase  of  the  question  is 
generally  overlooked  in  popular  discussion  of  the  subject. 
It  is  the  one  phase  of  the  subject  upon  which  the 
propagandists  favoring  government  ownership  are  uni- 
formly silent.  The  "Man  in  the  Street"  is  confidently 
regarded  as  being  too  careless  to  give  any  attention  to 
such  matters.  It  is  not  only  in  this  country  that  this 
indirect  subsidizing  of  government  enterprise  has  as- 
sumed  formidable   proportions.     It   is  equally  true  in 


Great  Britain  and  in  Germany,  countries  which  we  have 
had  held  up  for  our  emulation  until  we  are  weary.  This 
evil  practice  has  prevailed  in  Germany  to  such  an  extent 
that  it  has  become  one  of  the  great  scandals  of  German 
political  life.  In  the  opinion  of  the  best  economists  of 
the  country  it  is  one  of  the  major  factors  in  the  financial 
debacle.  I  have  been  profoundly  impressed  by  a  dis- 
cussion of  this  subject  from  the  pen  of  the  former 
president  of  the  German  Reichsbank,  Hjalmar  Schacht, 
a  brilliant  economist  noted  for  his  constructive  views. 

Herr  Schacht  points  out,  in  his  book,  "The  End  of 
Reparations,"  that  the  state  and  municipal  enterprises 
of  Germany  "are  tax  exempt,  while  every  private  busi- 
ness is  subject  to  taxation."  He  points  out,  also,  that 
the  state  and  municipal  enterprises  "are  not  required 
to  keep  public  books  upon  business  principles.  Their 
calculation  of  profit  and  loss  is  not  subject  to  adequate 
public  control.  For  their  own  purposes  they  do  not  need 
it,  for  their  credit  capacity  is  not  based  upon  good  busi- 
ness management  and  adequate  profits,  but  is  given  ex- 
tensive support  out  of  the  returns  from  taxation  which 
is  levied  to  meet  the  expenses  of  the  state  and  of  munic- 
ipalities." 

Public  Does  Not  Benefit  from  Muxicip.m. 
Ownership  and  Operation 

The  idea  that  municipal  ownership  and  operation  of 
street  railways,  lighting  systems,  and  other  public  util- 
ities, is  of  immediate  benefit  to  the  consumer  is  wholly- 
fallacious.  It  is  not  true  of  any  country  in  the  world. 
In  those  countries  in  which  this  form  of  municipal  enter- 
pri.se  is  most  developed  the  immediate  result  to  the  con- 
sumer— to  say  nothing  of  probable  future  results  to  the 
body  politic  and  social— is  demonstrably  definitely  dis- 
advantageous. Where  there  is  a  saving  of  dimes  on 
bills  or  of  cents  on  fares,  there  is  an  addition  of  dollars 
to  the  tax  burden.  In  connection  with  the  present 
economic  plight  of  Germany  it  is  pertinent  to  remember 
that  rather  more  than  45  per  cent  of  the  total  national 
income  of  Germany  went  into  taxation.  The  entire 
nation  is  groaning  under  the  heavy  burden  of  an  im- 
mense overgrown  bureaucracy.  The  machinery  of  the 
state  has  become  too  cumbersome  and  too  expensive,  a 
result  long  since  predicted. 

We  want  less  government  participation  in  business, 
not  more.  We  have  gone  much  too  far  already  in  per- 
mitting government  to  usurp  the  functions  and  oppor- 
tunities of  private  enterprise.  We  have  already  far  too 
much  paternalism,  and  the  sooner  we  can  liquidate  some 
of  it  the  Ijetter  it  will  be  for  the  nation.  I  make  no 
plea  for  the  savage  and  unbridled  individualism  of  the 
last  century,  with  its  brutal  rule  of  "every  man  for 
himself  and  the  Devil  take  the  hindmost,"  but  I  do 
plead  for  the  maintenance  of  private  initiative  and 
enterprise  in  industry  subject  to  social  regulation,  con- 
ceived in  the  fair  and  generous  spirit  of  a  great  people 
striving  to  make  equality  of  economic  opportunity  real. 
It  is  upon  that  socialized  individualism,  and  not  upon 
socialism  or  communism,  that  enduring  prosperity  and 
greatness  can  be  built.  The  only  communism  we  need, 
or  can  tolerate,  is  the  communism  of  advantage  that 
comes  from  equality  of  opportunity  and  is  the  founda- 
tion of  true  individualism. 


This  is  the  seventh  of  a  series  of  articles  by  prominent  men 
outside  the  electric  railway  industry  expressing  their  views  on 
transportation  subjects.     The  eighth  will  appear  in  an  early  issue. 


Electric  Railway  Journal — I'oIJS, .Xo.9 
450 


Los  Angeles  Rail- 
way garage  is 
well  equipped 
for  the  main- 
tenance of  a 
fleet  of  172 
buses 


Modernized  Maintenance  Facilities 

Effea  Improvement  in 
Bus  Performance 


DURING  the  past  decade  many  improvements 
have  been  made  in  bus  design  and  construction, 
giving  us  the  comfortable,  smooth-running  vehi- 
cle of  today,  and  the  problems  facing  the  bus  operator 
are  vastly  different  from  those  of  ten  years  ago,  when 
repairs  were  continuous  and  failures  frequent.  Al- 
though maintenance  problems  are  still  with  us,  credit 
must  be  given  to  the  manufacturers  for  making  it  pos- 
sible for  the  modern  bus  to  operate  thousands  of  miles 
with  no  repairs  or  failures.  In  order  to  reap  the  full 
benefit  from  the  improvements  in  the  bus  itself,  the  Los 
Angeles  Railway  ha.s  equipped  its  repair  shop  with  the 
most  modern  machinery  and  facilities.  As  a  result,  we 
are  able  completely  to  overhaul  a  bus  in  a  few  hours, 
instead  of  spending  days  on  a  job  as  was  customary  in 
the  past.  The  enormous  saving  in  labor  has  more  than 
justified  the  initial  investment  in  building  and  facilities. 
Proper  light  and  ventilation  are  two  essentials  in  bus 
repair  shops  and  garages,  ranking  in  importance  with 
adequate  repair  facilities.  The  first  question  asked  by 
our  visitors  is :     "How  do  you  keep  it  so  clean  ?"     The 


By 

C.  B.  LINDSEY 

Superintendent  of  Automotive  Equipment 
Los  Angeles  Railway 


answer  is:  "Don't  let  it  get  dirty."  Contrary  to  the 
popular  belief,  mechanics  do  not  like  to  grovel  around 
in  grease  and  dirt,  and  if  floors  are  mopped  daily  and 
pits  kept  clean  and  sprinkled  with  fresh  sawdust,  the 
crew  of  mechanics  will  keep  itself  neat  and  there  will 
DC  no  complaints  of  grease  on  the  upholstery  of  the 
vehicle. 

Cleaning  buses  is  one  of  the  most  expensive  items  of 
maintenance  and  one  of  the  most  essential.  As  each  bus 
is  stored  for  the  day  the  interior  is  cleaned  by  using 
100-lb.  air  pressure  from  conveniently  located  hose  con- 
nections. The  windows  are  then  cleaned,  and  the  seats 
and  windowsills  dusted.  Those  buses  not  deemed  clean 
enough  for  service  are  given  a  thorough  washing  with 
a  high-pressure  spray  and  warm  water   from  a  water 


Electric  Railway  Journal — September,  1931 
451 


softener.  All  grease  spots  are  re- 
moved with  a  sponge  and  soap  and 
water.  The  tops  are  cleaned  with  a 
long-handled  water  brush  by  a  man 
standing  on  a  suspended  platform. 
The  use  of  the  water  softener  has 
proved  very  satisfactory  and  has 
made  it  unnecessary  to  use  special 
soaps  and  solutions,  which  we  have 
found  tend  to  shorten  the  life  of 
paint.  Water  for  filling  bus  radiators 
is  also  obtained  from  the  water-soft- 
ening machine  and  has  been  found  to 
reduce  scale. 

All  buses  are  serviced  with  gasoline 
and  oil  immediately  on  entering  the 
storage  yard.  A  remote  control  sys- 
tem, metered  to  xV  gal-,  is  used  for 
dispensing  the  gasoline.  At  present 
we  are  using  approximately  5,000  gal. 
of  gasoline  per  day.     Many  of  our 


All  buses  are  serviced  with 
gasoline  and  oil  imme- 
diately upon  entering  the 
storage  yard 


Individual  kits  encour- 
age the  mechanics  to 
take  good  care  of 
their    tools 


Switchboard  and 
controllers  for 
test  performance 
are  inclosed  in 
booth  alongside 
of  stand 


Plug  board  used  by  the 
dispatcher  in  assigning 
buses  for  the  day's  run 


buses  are  equipped  with 
large  filling  spouts  to  reduce 
the  time  of  gassing.  The 
small  inlet  is  being  dis- 
carded rapidly. 

A  high-grade  paraffin  base 
lubricating  oil   with  a  vis- 
cosity of   140  Saybolt  at  210  deg.  is  used  during  the 
summer,  and  an  oil  of  120  Saybolt  at  210  deg.  during 
colder  weather.     To  facilitate  the  handling  of  heavy  oil 
in  the  winter  each  oil  dispenser  is  equipped  with  a  single 
tank  having  a  standard  electric  heating  element  with  a 
thermostatic  control.    Oil  is  changed  at  2,500  miles.  The 
old  oil  is  reclaimed  by  contract,  approximately  85  per 
cent  being  returned.     Samples  of  the 
reclaimed  oil  are  taken  from  each  ship- 
ment  and  tested.     For  this  work  a 
special  machine  has  been  designed  by 
our  engineering  department.     It  con- 
sists of  a  rotating  shaft  immersed  in 
the  test  oil,  which  is  heated,  with  cali- 
brated  weights  placed  evenly  on  the 
two  bearings.     When  the  load  limit  is 
reached,  the  circuit  breaker  is  thrown 
and  the  shaft  stops  rotating.    The  test 
factors   obtained  with  this  apparatus 


Test  stand  used  to 
determine  power 
output  at  rear 
wheels  of  bus 


Electric  Railway  Journal — Vol.75,  No.9 
452 


Cranes  are  employed  to  raise  the  rear  end  of  a  bus 
undergoing  repairs 


are    taken    into    consideration    in    the    purchase   of    oil. 

Two  traveling  cranes  of  5-ton  capacity  have  almost 
completely  replaced  the  jack  and  a  hand-operated  lift 
for  the  removal  of  transmissions  and  differential  assem- 
blies, and  have  paid  big  returns  in  eliminating  accidents 
and  damage  to  equipment. 

Even  when  a  fleet  of  buses  consists  of  several  types 
a  great  deal  of  delay  will  be  avoided  by  carrying  an 
adequate  number  of  spare  parts.  In  this  manner,  the 
unit  requiring  repairs  can  be  replaced  by  a  spare  unit, 
without  holding  up  the  vehicle.  The  unit  can  then  be 
repaired  by  an  expert  mechanic  and  thoroughly  tested 
before  being  replaced  in  service.  A  tag  system  has  been 
devised  to  check  mileage  and  cost  of  repairs  on  each 
unit.  This  information  is  essential  to  economical  main- 
tenance of  large  fleets,  as  considerable  difference  will 
be  found  in  the  mileage  obtained  from  the  various  parts 
of  different  types  of  buses.  Moreover,  the  cost  of  re- 
placement cannot  be  obtained  without  accurate  mile- 
age data. 

This  company  has  adopted  the  tire  mileage  contract 
plan,  as  have  many  other  bus  operators.  We  feel  ihat 
this  is  the  most  satisfactory  way  of  equipping  buses 
with  tires.  Damage  to  tires  from  accidents,  misalign- 
ment, etc.,  is  paid  for  by  the  operator.  Punctures,  glass 
cuts,  etc.,  are  accepted  by  the  tire  company  as  road 
hazards. 

When  an  engine  becomes  noisy  and  the  consumption 
of  fuel  and  oil  increases  noticeably,  it  is  completely  dis- 
mantled. The  crankcase  and  other  parts  are  thoroughly 
cleaned  in  a  solution  tank,  and,  if  necessary,  new  main 
bearings  are  installed  and  line-reamed,  the  cylinder  block 
and  pistons  are  renewed  and  the  valves  refaced.  The  en- 
gine is  then  "run  in"  for  several  hours,  using  ordinary 
lighting  gas  as  fuel,  before  it  is  ready  for  service. 

Great  care  is  taken  in  setting  up  new  main  bearings. 
The  apparatus  used  for  this  purpose  was  made  in  our 
own  shops  and  can  be  used  with  all  types  of  our  engines. 
Ky  the  use  of  new  bearing  metals  we  have  been  able  to 


increase  our  mileage  on  some  buses  to  more  than  100,000 
before  replacing  the  main  bearings. 

Our  experience  has  been  that  the  frequent  stops  in  city 
service  rapidly  heat  up  brake  drums  and  cause  distortion 
and  trouble.  With  the  exception  of  a  few  light  units 
all  our  buses  are  equipped  with  air  brakes.  Heavy  cast- 
iron  drums,  well  ribbed  and  ventilated,  are  used.  Brake 
blocks  have  eliminated  lining  trouble,  and  a  bus  can  now 
be  relined  and  returned  to  service  in  a  few  hours.  Re- 
cently we  have  been  able  to  obtain  oversize  brake  blocks 
for  use  with  worn  drums.  These  blocks  can  be  removed 
when  the  limit  of  cam  travel  has  been  reached,  and  are 
used  again  on  new  drums.  A  machine  has  been  developed 
for  trimming  brake  blocks  that  undergo  a  change  in 
radius.  It  resembles  a  hub  and  is  mounted  on  the  axle 
housing  or  shaft,  and  is  driven  by  the  bus  engine.  By 
the  use  of  a  cross  feed  and  a  star  wheel,  the  cutter 
neatly  trims  the  blocks  to  a  proper  radius  in  a  few 
minutes.  Buses  relined  in  this  manner  can  be  put  in 
service  at  once  without  "burning  in."  This  practice 
avoids  injuries  to  the  wheel  bearings,  tires,  clutches  and 
the  brakes  themselves.  Air  compressors  have  been 
greatly  improved  by  the  addition  of  the  unloader  head 
and  by  replacing  the  old  style  poppet  valves  with  disk 
valves.  Special  compressor  oil  has  been  found  necessary 
on  these  small  compressors  in  order  to  eliminate  trouble 
from  plugged  lines.  After  compressors  have  been  over- 
hauled they  are  coupled  to  a  variable  speed  motor  and 
"run  in."  They  are  then  connected  to  an  air  tank  and 
tested  before  being  returned  to  service. 

Defective  carburetion  and  gas  fumes  have  been  the 
source  of  much  trouble.  After  having  tried  a  number 
of  measures  without  result,  the  addition  of  a  valve  in  the 
intake  manifold  was  found  satisfactory  in  reducing  the 
gas  fumes.  When  the  valve  is  used  it  is  necessary  for 
the  operator  to  leave  the  clutch  engaged  as  long  as  pos- 
sible when  slowing  down,  because  the  valve  operates  at 
maximum  eiificiency  when  the  vacuum  in  the  intake  mani- 


Tops   are   washed   from   a   suspended   platform   with   a 
long-handled  water  brush 


Electric  Railway  Journal — September,  1931 
453 


fold  is  high.  Proper  carburetion  with  present-day  fuels 
is  a  difficult  problem.  It  is  necessary  to  assist  vaporiza- 
tion by  heating  the  manifold  riser,  yet  heat  in  the  car- 
buretor bowl  or  gas  line  will  result  in  vapor  lock.  It  has 
been  found  desirable  to  have  all  carburetor  repairs  and 
adjustments  made  by  one  mechanic.  If  this  mechanic 
is  not  available  when  trouble  occurs,  the  entire  carburetor 
is  changed.  This  practice  has  resulted  in  increased  fuel 
mileage  and  has  been  found  much  more  satisfactory  than 
the  indiscriminate  adjustments  by  the  average  mechanic. 
In  our  fleet  there  are  buses  equipped  with  vacuum  tanks, 
auto  pumps  or  fuel  pumps..  Up  to  the  present  the  fuel 
pump  has  been  found  the  most  satisfactory. 

Heavy-duty  generators  with  voltage  regulators  have 
done  much  to  reduce  failures  of  the  electrical  system. 
We  build  and  repair  all  of  our  storage  batteries,  and 
where  possible  have  standardized  on  batteries  of  two 
6- volt  cells  in  series  rather  than  the  conventional  12-volt 
type.  These  are  easier  to  handle  and  less  costly.  Head- 
lights are  kept  in  good  condition  and  focused  according 
to  state  regulations  by  an  outside  contractor  who  checks 
them  at  frequent  intervals. 

All  pull-ins  are  given  a  careful  safety  inspection.  All 
parts  of  the  bus  are  checked,  and  any  defects  noted  are 
indicated  on  a  report  card.  These  cards  are  collected 
by  the  foreman  in  charge,  who  assigns  the  necessary 
work  to  the  repair  men.  It  has  been  found  desirable 
to  have  the  repair  men  specialize  on  certain  types  of 
buses,  as  the  grade  of  their  work  rises  as  they  become 
more  familiar  with  it. 

Each  mechanic  is  furnished  a  complete  kit  of  tools. 
These  are  periodically  inspected,  and  any  tool  lost  must 
be  replaced  by  the  mechanic  at  his  own  expense.  If  a 
hand  tool  is  worn,  a  new  one  is  furnished  by  the  com- 
pany. Electric  drills,  gear  pullers,  heavy  socket  wrenches 
and  other  heavy  tools  are  available  to  the  mechanics  upon 
presenting  a  check  at  the  tool  room.  Machine  work 
is  often  clone  at  the  shop  when  necessary,  although  heavy 
forgings  and  quantity  manufacturing  are  done  at  the  car 
shops.  All  painting,  body  repairs,  and  upholstery  are 
also  done  at  the  car  shops,  where  more  than  1.200  cars 
are  maintained.  Overhaul  and  painting  of  bus  bodies 
are  scheduled  on  a  24-month  basis. 

A  chassis  dynamometer  designed  and  built  in  our  own 
shops  is  used  as  a  proving  stand.  It  has  been  found 
valuable  in  determining  the  actual  power  output  at  the 
rear  wheels  of  buses.  Two  street  car  motors  equipped 
with  large  pulleys  and  suspended  beneath  movable  iron 
platforms,  which  are  air  controlled,  are  brought  into 
position.  The  rear  axle  is  then  chained  securely  to  a 
saddle,  also  movable  and  air  controlled,  and  locked  in 
position  so  that  the  center  of  the  tires  will  be  exactly 
on  the  center  of  the  pulleys.  If  the  bus  is  to  be  checked 
for  friction  loss  or  unusual  noise  in  the  drive  shaft  or 
the  body,  current  is  fed  to  the  motors  through  controllers 
until  sufficient  speed  has  been  reached.  If  on  the  other 
hand,  the  bus  is  to  be  tested  for  power  output,  the  engine 
is  started,  opening  the  tlirottle  gradually  until  full  speed 
is  reached.  The  motors  then  become  generators  and  the 
power  output  is  mea.sured.  Test  curves  hive  l)een  drawn 
for  all  buses  when  in  good  running  condition  so  thnt  any 
loss  of  power  can  be  detected  immediately. 

Small  generators  connected  to  electric  indicators  are 
very  useful  in  checking  speedometers.  Engines  on  Twin 
Coaches  can  be  synchronized  accurately  in  a  few  mo- 
ments. Many  other  instruments  are  located  in  the  con- 
trol room.    A  telephone,  with  headset,  enables  the  tester 


to  talk  with  the  mechanic  operating  the  bus.  Thermo- 
couples are  frequently  attached  to  the  various  units 
suspected  of  excess  friction  loss  and  are  also  used  to 
keep  radiators  at  normal  temperatures.  To  accomplish 
this,  an  airplane  propeller,  motor  driven,  is  mounted  on 
a  movable  pedestal  and  a  cool  breeze  directed  at  the 
radiator  whenever  necessary. 

Buses  are  assigned  to  operators  for  runs  from  the 
garage.  The  buses  are  started  by  mechanics  whose  duty 
it  is  to  see  that  the  hood  is  fastened  down  and  everything 
ready.  The  dispatcher  who  assigns  the  buses  to  the 
runs  is  assisted  in  this  work  by  a  plug  board  which  has 
proved  very  convenient  in  keeping  a  close  check  on  all 
buses.  Each  plug  represents  a  bus,  and  as  the  board  is 
made  up  for  the  day  the  plug  is  inserted  in  the  board 
opposite  the  line  and  run  number.  Buses  with  large  gas 
tanks  are  assigned  to  the  longer  runs. 

Road  service  trucks,  fully  equipped  with  spark  plugs. 
light  bulbs,  tires  and  tools  for  making  repairs,  are  located 
at  points  near  a  telephone.  The  mechanics  in  charge 
of  these  trucks  are  selected  for  their  expert  knowledge 
in  locating  trouble.  If  a  driver  calls  the  garage  from 
his  run  reporting  some  mechanical  defect,  the  clerk  will 
locate  a  road  service  man  and  direct  him  to  the  bus. 
If  a  change  is  necessary,  a  new  bus  is  despatchsd  from 
the  garage.  This  work  calls  for  expert  knowledge  of 
equipment,  location  of  lines,  distance  from  service  truck 
locations  and  garage,  and  many  other  details.  It  is  not 
uncommon  for  our  entire  fleet  to  operate  through  the 
day  with  no  lost  time.  This,  of  course,  is  largely  due  to 
the  many  mechanical  improvements,  but  credit  is  due  to 
the  disjjatcher  who  can  tell  the  operator  reporting  the 
trouble  what  to  do  in  order  to  keep  it  running  until  the 
service  truck  reaches  him.  Although  a  number  of  our 
own  buses  have  approached  the  300.000-mile  mark,  they 
are  still  operating  and  giving  satisfactory  service  on 
suburban  runs. 

Delay  in  returning  buses  to  service  from  the  repair 
shops  can  only  be  prevented  by  keeping  an  adequate 
supply  of  parts  and  materials  avaliable.  Where  several 
different  types  of  buses  are  used  this  involves  a  con- 
siderable outlay,  as  very  few  parts  are  interchangeable. 
Parts  and  materials  are  purchased  on  a  90-day  basis,  the 
previous  90-day  consumjition  being  the  determining  fac- 
tor when  ordering,  unless  there  has  been  notification  of 
expected  increases  by  the  mechanical  department.  .Al- 
though more  than  7,000  items  are  carried  in  stock,  rep- 
resenting an  investment  of  more  than  $45,000,  it  was 
found  during  a  recent  inventory  that  less  than  $90  worth 
of  parts  and  materials  are  requisitioned  from  the  store- 
room by  the  foreman  or  his  clerk.  In  most  cases  dis- 
carded parts  must  be  turned  in  before  new  ones  are 
issued.  If  the  requisition  cannot  be  filled  and  the  part 
is  needed,  an  emergency  requisition  is  written  1)y  the 
general  foreman  and  a  pick-up  man  sent  to  the  nearest 
service  station. 

Conveniently  located  above  the  machine  shop  is  the 
garage  office,  where  the  workman's  time  and  mileage 
records  are  kept.  These  are  instantly  available  to  fore- 
men for  reference.  Numbers  of  the  buses  due  for  greas- 
ing or  oil  changing  are  posted  daily.  Records  of  miles 
per  gallon  of  gasoline  and  oil  are  kept  on  individual 
buses  and  a  monthly  report  is  issued  for  the  benefit  of 
foreman  and  mechanical  men.  Mechanical  unit,  tire 
and  body  records  are  ])osted  daily  and  used  in  determin- 
ing the  mechanical  life  of  each.  Miles  per  equipment 
failure  is  classified  by  types  and  units. 


Electric  R.-mlway  Journal — Vol.75,  .\'o.9 
454 


Midwest  Associations 

Have  Profitable  Convention  at  Denver 


Merchandising,  employee  relations,  traffic  and  trolley 
buses  among  subjects  discussed.    Claims  Asso- 
ciation and  Equipment  Section  met  with 
general  association  in  major  sessions 
and  also  held  separate  meetings 


ASSURANCE  of  a  continued  satisfactory  liie  of 
AA  service  for  those  electric  railways  that  will  further 
■1.  A.  modernize  their  properties,  merchandise  their 
facilities  and  win  public  approval  and  sympathy  was  the 
optimistic  keynote  which  pervaded  all  discussions  at  the 
joint  convention  of  the  Midwest  Electric  Railway  Asso- 
ciation and  the  Midwest  Claim  Agents'  Association  in 
Denver  on  July  16,  17  and  18,  1931.  Statistical  analyses 
of  many  important  problems  were  presented  by  the 
scheduled  speakers,  and  the  open  periods  which  fol- 
lowed them  were  valuable  because  of  the  participation 
by  representatives  from  practically  every  member  com- 
jiany.  In  the  separate  meetings  of  the  claims  association 
and  the  equipment  section,  questionnaires  sent  out  in 
advance  were  answered  in  detail  by  every  member  prop- 
erty, resulting  in  the  development  of  valuable  data  on 
many  current  problems  confronting  the  various  claim 
agents  and  master  mechanics. 

President  C.  A.  Semrad  opened  the  first  general  ses- 
sion on  Thursday  morning  by  asking  H.  S.  Robertson, 
president  Denver  Tramway,  to  introduce  Mayor  George 
D.  Begole.  The  Mayor  welcomed  the  convention  to 
Denver,  complimented  the  Denver  Tramway  Corpora- 
tion on  its  past  accomplishments,  and  assured  the  officers 
of  the  support  of  his  administration  in  their  future 
efforts.  Mr.  Semrad  responded  to  the  Mayor's  welcome 
and  emphasized  the  necessity  on  the  part  of  all  railway 
Ijroperties  to  secure  the  co-operation  of  public  officials 
and  the  molding  of  public  opinion.  "The  public  still 
visualizes  the  railways  as  a  monopoly  in  city  transporta- 
tion," said  Mr.  Semrad,  "as  having  special  privileges  and 
concessions,  knowing  nothing  of  our  taxes,  franchises 
and  imposts  which  benefit  competitive  transportation 
facilities.  We  must  change  the  public's  belief  that  street 
railways  are  becoming  obsolete  and  decadent,  and  by 
modernization  and  merchandising  must  equip  ourselves 
to  give  the  best  type  of  service  and  then  to  sell  it  to  the 
jmblic." 

Charles  Gordon,  managing  director  American  Electric 
Railway  Association,  in  discussing  what  mass  transporta- 
tion means  to  a  city,  outlined  the  trend  in  social  and  busi- 
ness activities  over  the  past  century  and  characterized  the 
part  transportation  has  played  in  the  development  of  our 


cities.  He  stated  that  no  city  planning  is  now  done  with- 
out a  basic  study  of  transportation  and  the  economic  effi- 
ciency of  its  various  agencies.  "In  the  development  of 
these  agencies,"  said  Mr.  Gordon,  "lies  the  only  hope  for 
economic  use  of  city  streets."  Substantiating  his  claim, 
Mr.  Gordon  quoted  statistics  from  cities  having  a  popula- 
tion greater  than  250,000,  showing  that,  on  an  average, 
ajjproximately  two-thirds  of  the  population  are  still 
dependent  on  mass  transportation  facilities.  He  also 
quoted  figures  showing  the  relative  efficiency  of  the 
various  vehicles  using  the  streets  from  the  standpoint  of 
street  t>ccupancy  and  of  passenger  carrying  capacity. 

In  discussing  the  small  city  problem,  Mr.  Gordon 
urged  a  careful  study  to  determine  whether  the  city  will 
support  any  transportation  system.  "In  the  past,"  said 
Mr.  Gordon,  "too  many  operating  companies  considered 
only  two  factors  of  responsibility,  namely,  the  car  rider 
and  tlie  stockholder.  However,  there  is  a  third  factor, 
the  property  owner,  who  is  vitally  affected  by  transporta- 
tion services.  The  mass  transportation  agency  is  not 
only  responsible  to  the  property  owner,  but  the  property 
owner  also  has  a  responsibility  in  maintaining  an  ade- 
quate transportation  system." 

An  interesting  paper  on  the  psychology  of  employee 
relations  was  presented  by  F.  G.  Buffe,  vice-president  in 
charge  of  operations,  Kansas  City  Public  Service  Com- 
})any.  He  traced  the  development  of  employee  relations 
through  the  four  preliminary  stages.  He  classified  them 
as  the  Hire-and-Fire  Period,  the  Paternalistic  Era.  the 
Efficiency  Era  and  finally  the  Industrial  Psychology 
Period.  Mr.  Buffe  then  explained  in  detail  the  various 
participation  and  benefit  plans  which  have  been  put  into 
*  effect  on  the  Kansas  City  property  since  1919,  dealing 
especially  with  the  latest  or  participation  plan.  He  quoted 
figures  on  the  results  of  this  plan  for  the  first  six  months- 
that  it  has  been  in  operation  and  stated  emphatically  that 
its  success,  in  all  phases  of  operation,  was  beyond  all 
measure  of  that  anticipated  by  the  officials  of  the  com- 
pany. A  detailed  discussion  of  this  subject  by  Mr.  Buffe 
was  published  in  the  June  issue  of  Electric  R.\ilway 
Journal. 

Following    the    Thursday    morning    general    session, 
three  round-table  luncheons  were  held  which  carried  on 


Electric  Railway  Journal — September.  1931 
455 


Electric  railway  men  of  the  Midwest  with  their  famili 


as  separate  meetings  of  the  Equipment  Section,  Claims 
Association  and  an  executive  meeting  of  the  general 
association.  Robert  P.  Woods,  receiver  of  the  Kansas 
City,  Clay  County  &  St.  Joseph  Railway,  presided  over 
the  general  session  and  directed  open  discussion  on  the 
kind  and  character  of  service,  co-ordination  of  rail  and 
bus  services,  fares,  types  of  equipment,  economies  of 
operation,  public  and  employee  relations,  legislation  and 
taxation,  advertising  and  freight. 

Luncheon  Meeting  of  Equipment  Group 

The  equipment  group  luncheon  was  the  first  annual 
session  of  this  section.  R.  W.  Bailey,  engineer  of  power 
and  equipment,  Kansas  City  Public  Service  Company, 
was  chairman  of  the  meeting  and  submitted  comparative 
costs  of  maintenance  of  the  memJjer  companies  of  the 
Midwest  Electric  Railway  Association.  The  comparative 
tables  submitted  in  this  report  included :  Costs  on  bus 
operation,  including  fuel  and  lubrication;  costs  of  street 
car  operation,  including  maintenance,  cleaning  and  in- 
spection ;  average  miles  per  bus  failure  and  average  miles 
per  car  failure.  Additional  statistics  were  presented 
which  compared  car  failure  records  of  38  railways,  show- 
ing miles  per  failure  chargeable  to  maintenance  and  miles 
per  failure  chargeable  to  operation.  In  addition  to  com- 
paring costs  chargeable  only  to  maintenance,  the  Mid- 
west Equipment  Section  includes  in  its  comparisons  the 
total  expenses  for  which  maintenance  departments  are 
responsible,  namely,  those  items  directly  chargeable  to 
maintenance  plus  inspection  and  car  cleaning  which  are 
chargeable  to  operation.  Comparisons  on  this  basis  were 
submitted  from  more  than  30  companies  throughout  the 
United  States.  The  remainder  of  the  meeting  was  de- 
voted to  the  discussion  of  a  questionnaire  which  had 
previously  been  compiled  and  sent  to  member  companies 
and  which  brought  forth  discussion  on  car  lighting, 
flooring,  lubricated  trolley  wire,  testing  overhauled 
motors,  results  in  bus  operation,  noise  reduction  and 
many  other  equipment  subjects. 

Claims  Subjects  Discussed 

Under  President  M.  B.  Bracken,  general  claim  agent 
St.  Louis  Public  Service  Company,  the  Midwest  Claim 
Agents"  Association  held  two  important  separate  ses- 
sions. Their  discussions  were  divided  under  two  topics — 
"Standardization  of  Claims  Statistics"  and  "Claims 
Policies."  Charles  L.  Carr,  general  solicitor  Kansas  City 
Public  Service  Company,  presented  a  paper  on  the  first 
topic  in  explanation  of  a  standard  form  for  the  compiling 
of  claim  statistics,  which  he  submitted  for  the  associa- 
tion's  consideration.    The    form    submitted   consists   of 


seven  main  subdivisions,  namely:  Operating  statistics, 
accidents,  claims,  lawsuits,  trials,  expenditures,  and  I&D 
statistics,  compared  and  equalized.  After  a  thorough  dis- 
cussion of  the  form  itself,  Mr.  Carr  stated :  "In  summing 
up,  it  is  our  opinion  that  the  percentage  of  total  I&D 
expenditures  to  passenger  revenue  should  not  be  used  as 
a  basis  for  comparing  I&D  statistics;  that  as  between 
companies  the  preferable  basis  to  be  used  is  the  I&D  cost 
per  passenger  per  mile,  and  particularly  on  equalized 
figures  as  shown  on  the  form ;  that  as  between  depart- 
ments of  various  companies  handling  I&D  matters  a 
preferable  basis  of  comparison  is  the  average  total  cost 
per  public  accident  equalized  with  regard  to  lawsuits  as 
explained  in  the  form."  The  form  was  thoroughly  con- 
sidered by  the  claim  agents  present  at  the  meeting  and 
suggestions  were  made  for  minor  changes  which  will 
result  in  a  form  being  submitted  to  the  industry  as  a 
first  step  to  a  more  perfect  standardization  of  injury 
and  damage  statistics. 

Under  the  subject  of  claim  policies,  a  questionnaire  on 
various  phases  of  policy  was  discussed  relating  to  the 
attitude  of  claim  agents  to  law  associations,  medical 
fraternities,  collections,  affidavits,  adjustments,  potential 
claimants,  witnesses,  hospital  bills,  co-operation  of  news- 
papers, secret  service,  and  the  like. 

On  Friday  the  two  general  sessions  dealt  principally 
with  merchandising  and  traffic  problems  and  the  trolley 
bus.  Laurence  Wingerter,  Des  Moines  Railway,  in 
discussing  merchandising  and  advertising  transportation 
described  the  practices  of  his  company  in  selling  its 
transportation  service.  He  compared  the  street  railway 
business  and  its  competition  with  other  industries  and 
like  competition,  showing  how  effective  merchandising 
and  advertising  could  produce  profits.  He  emphasized 
four  distinct  advantages  which  the  street  railway's 
product — street  car  transportation — holds  over  its  com- 
peting product — private  automobile  transportation.  He 
urged  that  these  advantages  be  frequently  presented  to 
the  public  in  advertising.  They  are :  first,  that  street  cars 
provide  the  safest  form  of  transportation  on  the  city 
streets;  second,  they  are  the  most  economical  of  all 
forms  of  transportation ;  third,  in  all  cities,  they  are  the 
most  convenient  means  of  getting  to  and  from  the  con- 
gested district,  and  fourth,  street  cars  offer  comfort  and 
absolute  freedom  from  the  worry  and  strain  of  driving 
an  automobile  in  heavy  traffic.  He  suggested  as  means 
for  keeping  these  advantages  before  the  public,  the  use 
of  exterior  and  interior  car  cards,  personal  visits  to  new- 
comers to  a  city,  newspaper  advertising,  theater  advertis- 
ing, maps,  booklets,  direct  mail  letters  and  time-tables. 

F.  C.  Lynch,  director  of  the  Kansas  City  Safety 
Council,  in  discussing  street  traffic  problems,  pointed  out 


Electric  Railway  Journal — Vol.75,  No.9 
456 


nd  friends  attending  the  recent  convention  at  Denver 


that  from  the  standpoint  of  the  operator  of  mass  trans- 
portation units,  street  traffic  problems  largely  consisted  of 
increasing  speed,  reducing  accidents  and  selling  service. 
He  emphasized  two  points.  First,  co-operation  with  city 
and  traffic  officials  in  increasing  the  efficiency  of  streets 
by  proper  operation  and  not  asking  for  too  much  in  the 
way  of  no-parking  regulations  where  such  restriction 
would  not  benefit  street  car  or  private  vehicle  use  of  the 
street.  Secondly,  he  urged  the  proper  training  of  per- 
sonnel on  cars  and  buses  *o  assure  efficient  operation  and 
freedom  from  accidents.  Mr.  Lynch  believes  that  one  of 
the  most  important  phases  of  railway  operation  is  in  the 
study  and  training  of  men  so  that  they  may  be  mentally 
equipped  to  handle  their  jobs  and  to  have  the  respect  of 
other  users  of  the  street.  His  plea  above  everything  else 
was  for  a  little  more  courtesy  and  tolerance  on  the  street 
between  the  operators  of  the  different  classes  of  vehicles. 
I.  E.  Cox,  transportation  engineering  department. 
General  Electric  Company,  St.  Louis,  presented  a  paper 
on  field  tap  control  by  the  use  of  resistors  and  its  effect 
upon  speed  and  motors.  He  discussed  the  method  of 
reducing  field  flux  of  railway  motors  during  the  past 
years  and  showed  the  advantage  of  reduced  field  over 
reduced  gear  ratio  to  obtain  higher  free  running  speed 
by  effecting  a  saving  of  energy  and  the  reduction  of 
heating  in  the  motors.  "The  amount  of  field  reduction," 
said  Mr.  Cox,  "is  approximately  40  per  cent,  which  re- 
sults in  about  20  per  cent  increase  in  free  running  speed. 
The  greatest  gain  in  schedule  speeds  is  realized  on  routes 
with  a  considerable  portion  of  free  running,  but  some 
gain,  amounting  to  3  or  4  per  cent  in  schedule,  is  obtained 
in  service  where  the  stops  per  mile  average  seven  or 
eight."  Mr.  Cox  discussed  in  a  technical  manner  the 
application  of  field  reduction  on  new  equipment  and  the 
more  careful  application  necessary  in  applying  field  reduc- 
tion to  existing  cars  and  older  equipment. 

Interest  Shown  in  Trolley  Bus 

Discussion  of  the  trolley  bus,  which  took  up  the  after- 
noon session,  was  led  by  Charles  O.  Guernsey,  chief 
automotive  engineer  J.  G.  Brill  Company,  Philadelphia, 
Pa.,  whose  paper  appears  in  abstract  elsewhere  in  this 
issue.  E.  A.  West,  general  manager  Utah  Light  & 
Traction  Company,  Salt  Lake  City,  discussed  operating 
features  and  problems  of  trolley  buses  by  describing  the 
service  in  Salt  Lake  City  and  the  problems  which  have 
arisen  and  been  solved  on  his  property.  He  discussed 
operating  and  maintenance  costs  under  the  headings  of 
way  and  structures,  overhead  equipment,  conducting 
transportation,  and  power,  and  pointed  out  specific  in- 
stances where  maintenance  costs  were  higher  or  lower. 
Mr.  West  answered  many  questions  from  representatives 


about  the  operation  of  trolley  buses  in  Salt  Lake  City, 
which  evidenced  much  interest  in  this  vehicle  b}'  Mid- 
west transportation  men. 

At  the  general  luncheon  on  Friday,  J.  N.  Shannahan, 
president  Omaha  &  Council  Bluffs  Street  Railway,  pre- 
sided. The  subject  which  he  introduced  was  the  desir- 
ability of  encouraging  younger  men,  preferably  college 
graduate  engineers,  to  enter  the  electric  railway  industry. 
He  stated  that  one  of  the  greatest  problems  confronting 
the  railways  today  is  the  necessity  for  bringing  new  and 
younger  talent  into  the  business  to  carry  on  in  years  to 
come.  He  suggested  the  appointment  of  a  committee 
to  study  this  subject  and  called  upon  various  members 
in  the  meeting  to  present  their  views.  Opinions  were 
unanimous  for  the  desirability  of  bringing  young  men 
into  the  transportation  industries,  and  many  advantages 
and  inducements  were  suggested  which  might  be  used  to 
encourage  college  courses  in  transportation  engineering. 

New  Officers  Elected 

Officers  elected  for  the  coming  year  for  the  Midwest 
Electric  Railway  Association  were  as  follows :  President, 
Robert  P.  Woods,  receiver,  Kansas  City,  Clay  County  & 
St.  Joseph  Railway;  first  vice-president,  C.  W.  Gifford, 
general  manager  Des  Moines  Railway ;  second  vice-presi- 
dent, C.  D.  Porter,  vice-president  and  general  manager 
Omaha  &  Council  Bluffs  Street  Railway;  secretary- 
treasurer,  J.  A.  Weimer,  superintendent  of  transportation 
Kansas  City,  Clay  County  &  St.  Joseph  Railway. 

Officers  elected  for  the  Claim  Agents'  Association 
were :  President,  Von  L.  Baker,  claim  agent  St.  Joseph 
Railway,  Light,  Heat  &  Power  Company,  St.  Joseph, 
Mo. ;  first  vice-president,  C.  R.  Bennett,  general  counsel 
Des  Moines  Railway ;  second  vice-president,  W.  P. 
Thomas,  claim  agent  Omaha  &  Council  Bluffs  Street 
Railway ;  secretary-treasurer,  Charles  E.  Sharkey,  claim 
department  St.  Louis  Public  Service  Company,  St.  Louis, 
Mo. 

The  entertainment  part  of  the  convention  was  effec- 
tively carried  out  under  the  direction  of  James  L. 
Adams,  superintendent  of  transportation  Denver  Tram- 
way. The  ladies  were  entertained  daily,  and  each  evening 
a  special  feature  was  provided  for  all  the  delegates  in 
Denver.  On  Thursday  evening  a  theater  party  and 
dancing  were  arranged  for  at  Elitch's  Garden,  and  on 
Friday  night  a  general  reception,  banquet  and  dance  was 
held  at  the  Lakewood  Country  Club.  The  Hon.  Benjamin 
C.  Hilliard,  Justice  of  the  Supreme  Court,  State  of 
Colorado,  was  the  guest  speaker  on  Friday  evening.  On 
Saturday  morning  trips  into  the  mountains  were  arranged 
and  delegates  and  their  families  could  choose  any  one  of 
five  trips,  ranging  from  50  to  250  miles. 


Electric  Railway  Journal — September,  1931 
457 


WHO  SHOULD  PAY 

for  High-Speed  Transit? 


Editor's  Note — More  than  25  years'  experi- 
ence in  the  real  estate  business  in  Philadelphia 
has  given  Horace  Groskin  an  intimate  knowl- 
edge of  land  values.  As  chairman  of  the  Transit 
Tax  Commission  appointed  by  the  Mayor  of 
Philadelphia  in  1928,  he  had  an  unexcelled  op- 
portunity to  study  the  effect  of  rapid  transit 
on  real  estate  values.  In  this  article  he  empha- 
sizes the  fundamental  fairness  of  tlie  benefit 
assessment  method  of  financing,  supporting  his 
argument  with  many  pertinent  facts  and  figures. 


<j^J. -^7  000  000  ^  ^""^  °^  '"°"^y  greater 
V^   ' -^  '  jW  W, VUU,  than  the  entire  cost  of 

building  the  Panama  Canal,  was  paid  out  in  1926  and 
1927,  by  property  owners  in  cities  of  more  than  30.000 
population,  in  special  assessments  for  street  paving,  street 
widenings.  street  openings,  sewers,  water  pipe  and  many 
other  types  of  local  improvements,  that  were  directly 
beneficial  to  the  properties  in  the  district  of  the  improve- 
ment. A  sum  even  greater  than  the  amount  paid  out  in 
special  assessments  has  also  been  spent  for  another  type 
of  improvement,  the  construction  of  rapid  transit  rail- 
ways, such  as  elevated  and  subways,  without  special  as- 
sessments being  made  against  the  property  owner,  al- 
though this  type  of  improvement  has  had  an  even  greater 
beneficial  effect  on  property  values,  than  some  of  the 
other  improvements  already  mentioned. 

In  a  number  of  the  big  cities  throughout  the  country 
a  large  part  of  the  burden  of  paying  for  these  elevated 
and  subway  lines  now  rests  on  the  back  of  the  general 
taxpayer,  although  the  great  majority  of  the  taxpayers  of 
the  community  receive  only  an  indirect  benefit,  while  cer- 
tain particular  property  owners  in  the  elevated  or  sub- 
way territory  receive  enormous  special  benefits  through 
securing  greatly  increased  property  values. 

Modern  cities  must  have  high-speed  transportation  to 
develop  their  outlying  territory  and  to  maintain  rentals 
and  property  values  in  built-up  sections,  as  well  as  to 
relieve  congestion  in  their  central  business  districts. 
Transportation  companies  have  been  unable  to  secure  the 
capital  required  to  build  expensive  subways  or  other  high- 
speed railways,  making  it  necessary  for  municipalities  to 
construct  these  lines  by  raising  the  money  on  their  credit, 
and  paying  a  large  part  of  the  cost  and  carrying  charges 
out  of  the  funds  supplied  by  the  general  taxpayer. 

This  situation  is  now  raising  these  important  questions : 
"How  long  can  the  larger  cities  of  the  country  continue 
this  policy  of  municipal  construction,  in  view  of  the  fact 
that  many  of  them  have  already  reached  the  limit  of  their 
borrowing  capacity,  and  in  view  of  the  further  fact  that 
the  burden  on  the  general  taxpayers  has  almost  reached 
the  breaking  point?"  "How  much  longer  can  the  cities 
of  the  country  continue  to  use  credit  for  rapid  transit 
construction  and  fail  to  meet  their  other  obligations  to 


make  other  improvements  which  are  also  vital  and  neces- 
sary to  the  progress  of  the  community?" 

There  is  only  one  logical  answer:  The  time  is  rapidly 
approaching  when  all  cities  desiring  to  build  rapid  transit 
lines  must  either  adopt  the  policy  of  special  assessments 
for  a  portion  of  the  cost,  or  they  will  be  compelled  to 
stop  building  these  lines,  for  the  reason  that  they  will 
no  longer  have  the  necessary  credit  to  use  for  this  pur- 
pose, and  for  the  additional  reason  that  the  general  tax- 
payer will  no  longer  be  able  to  carry  the  load. 

By  adopting  the  plan  of  special  assessments  for  special 
benefits,  the  municipalities  will  not  only  have  the  oppor- 
tunity to  apportion  the  cost  and  carrying  charges  of  the 
high-speed  railway  construction  between  the  general  tax- 
payer, the  car-rider  and  those  property  owners  who  re- 
ceive special  benefits  from  the  railway,  but  they  will  also 
have  the  opportunity  to  increase  the  amount  of  high- 
speed construction  which  is  so  absolutely  necessary  in 
all  the  larger  cities  throughout  the  country. 

A  high-speed  rapid  transit  railway  produces  a  direct 
special  benefit  to  property  owners  in  the  high-speed  terri- 
tory, as  well  as  a  general  benefit  to  the  community  as  a 
whole.  The  general  benefit,  however,  is  remote  and 
incidental,  while  the  local  benefit  is  special  and  direct. 

One  of  the  general  benefits  received  by  the  community 
as  a  whole  from  a  rapid  transit  railway  results  from  the 
fact  that  the  high-speed  line  being  in  existence  gives 
everyone  in  the  community  an  opportunity  to  use  an 
additional  means  of  rapid  transportation  in  a  particular 
section.  If  such  a  line  were  not  available,  it  would  mean 
that  thousands  of  people  would  be  compelled  to  use 
other  means  of  transportation,  such  as  automobiles,  taxis, 
buses,  etc.,  resulting  in  increased  traffic  congestion,  addi- 
tional wear  and  tear  of  the  highways,  and  added  expense 
to  the  general  taxpayer.  Another  general  benefit  from 
a  high-speed  line  received  by  the  community,  as  a  whole, 
is  due  to  the  great  amount  of  time  saved  by  its  people, 
which  not  only  benefits  actual  riders  on  the  rapid  transit 
line,  but  benefits  thousands  of  other  people  whose  in- 
terests are  joined  with  the  users  of  the  line,  so  that  the 
benefit  is  spread  to  a  large  part  of  the  community,  mak- 
ing it  of  city-wide  importaiace  and,  therefore,  a  general 
benefit. 

Still  another  general  benefit  received  by  the  entire 
community  from  the  rapid  transit  railway  is  the  increased 
revenue  secured  by  the  municipality  by  reason  of  the 
higher  real  estate  values  created  by  the  rapid  transit  rail- 
way, which  adds  income,  as  well  as  increased  borrowing 
capacity,  making  it  possible  to  enlarge  the  program  for 
other  improvements  in  other  sections  of  the  city. 


Electric  Railway  Journal- 
458 


-Vol.75,  No.9 


Should  the  Taxpayers  Alone  Pay 
the  Cost,  or  Should  the 
Owners  of  ^Benefited  Prop- 
erty Contribute  Their  Share? 

By 

HORACE  GROSKIN 


Realtor 
Philadelphia, 


Pa. 


These  general  benefits,  however,  are  incidental,  remote 
and  limited,  when  contrasted  with  the  direct  special  local 
benefits  secured  by  certain  particular  property  owners  in 
the  rapid  transit  area.  The  direct  special  local  benefit 
resulting  from  a  high-speed  railway  is  due  to  the  fact 
that  it  promotes  greater  accessibility  to  and  from  the  dis- 
trict in  which  it  is  located,  stimulates  the  riding  habit, 
helps  to  maintain  the  established  advantages  of  the  sec- 
tion, and  either  stabilizes  or  increases  real  estate  value.>; 
within  the  sphere  of  its  influence. 

Many  people  who  have  not  investigated  this  subject 
seem  to  be  under  the  impression  that  a  rapid  transit 
railway  is  mainly  beneficial  to  land  in  outlying  sections, 
and  at  station  and  terminal  points;  but,  as  a  matter  of 
fact,  the  benefits  are  also  very  great  to  property  owner? 
in  the  built-up  sections  of  a  community.  The  benefit 
received  by  property  owners  in  built-up  sections  does  no» 
always  result  in  increased  real  estate  values,  but  it  doe? 
result  in  retaining  and  stabilizing  real  estate  values,  and, 
in  many  sections,  it  helps  to  hold  up  rentals,  as  well 
as  property  values,  where  they  would  decline  if  they  did 
not  have  the  advantage  of  a  rapid  transit  railway. 

Effect  of  Rapid  Transit  on  Land  Values 
IN  Philadelphia 

We  have  an  illustration  of  the  influence  of  a  rapid 
transit  railway  in  preventing  a  great  loss  in  real  estate 
values  in  the  experience  of  the  old  central  business  dis- 
trict in  Philadelpliia.  About  30  to  35  years  ago,  the 
main  business  center  was  located  in  the  east  part  of 
the  city,  in  the  neighborhood  of  Eighth,  Arch,  Market, 
and  Chestnut  Streets.  The  city's  trend  of  development 
was  north  and  west,  and  the  business  district  in  the 
eastern  section  began  to  move  toward  the  west.  In  1907, 
the  Market  Street  Subway-Elevated  began  operation 
through  the  old  business  center,  and  every  real  estate 
man  acquainted  with  this  district  knows  that  the  bottom 
would  have  dropped  out  of  the  real  estate  values  in  this 
old  business  section  if  it  had  not  been  for  the  operation 
of  this  high-speed  line. 

What  actually  happened  was  that  during  a  twenty-year 
period  between  1907  and  1927,  there  was  an  increase  in 
assessments  of  94  per  cent  in  the  Sixth  and  Ninth  Wards, 


Crowds  using  69th  Street  Terminal  in  Philadelphia 
reflect  growth  of  population  in  that  area  since 
inauguration  of  rapid  transit  service 


wherein  the  old  business  district  is  located,  as  compared 
with  an  increase  of  141  per  cent  throughout  the  entire 
city.  This  shows  how  well  values  in  the  old  section  were 
maintained,  despite  the  tendency  of  business  to  move 
westward.  While  it  is  true  that  there  were  some  declines 
in  certain  particular  properties  in  this  area,  yet  whatever 
declines  took  place  were  very  gradual,  and  very  much 
retarded,  whereas,  if  no  subway  had  been  built,  there  can 
be  no  question  but  that  the  existing  real  estate  values 
would  have  melted  away  ra])idly  all  over  t!ie  entire 
district. 

Residential  sections  as  well  as  business  sections  also 
receive  a  direct  special  benefit  from  a  high-speed  line. 
A  rapid  transit  railway  generally  stabilizes  a  residential 
district,  so  that  rentals,  as  well  as  real  estate  values  are 
held  up,  whereas,  they  might  recede  if  the  line  were  not 
there.  A  subway  or  an  elevated  helps  a  section  to  meet 
the  com]>etition  of  other  sections,  especially  when  the 
trend  of  development  is  in  another  direction. 

In  a  business  district,  a  rapid  transit  railway  often 
retards  the  outward  spread  of  its  business  section  to 
adjacent  or  other  outside  areas,  and  concentrates  build- 
ing development  within  its  own  area,  bringing  into 
demand  the  vacant  or  unimproved  property  and  stimulat- 
ing the  potential  possibilities  of  increased  real  estate 
values.  A  high-speed  line  also  promotes  the  improvement 
of  underdeveloped  property  in  a  business  district,  and 
creates  an  opjxjrtunity  for  the  fully  improved  property 
to  be  used  to  its  maximum  capacity  and  usefulness. 

A  subway  or  an  elevated  relieves  a  certain  amount  of 
street  traffic  congestion  which  is  particularly  beneficial  in 
central  business  districts  where  accessibility  is  restricted 
and  where  real  estate  values  often  remain  dormant,  or 
begin  to  sag  on  account  of  the  restricted  accessibility. 
All  of  these  benefits  are  direct  special  local  benefits 
secured  in  the  territory  within  the  sphere  of  influence 
of  the  high-speed  line. 

The  relief  of  a  certain  amount  of  congestion  in  a 
subway  area,  is,  in  itself,  a  very  important  special  benefit. 
As  an  example  of  the  effect  of  high-speed  lines  on  street 
traffic  congestion,  the  experience  of  the  Philadelphia 
Rapid  Transit  Company  is  interesting.  The  company 
has  established  several  automobile  parking  spaces  at  three 
of  its  outside  high-speed  terminals.  It  offers  a  parking 
space  for  an  automobile  and  a  round-trip  ticket  on  the 
elevated  or  subway  for  25  cents ;  10  cents  for  the  parking 


Electric  Railway  Journal — September,  1931 
459 


space  and  15  cents  for  the  round-trip  fare.  During  the 
year  1930,  more  than  43,000  cars  parked  in  the  space 
provided  by  the  company  at  the  northern  terminal  of  the 
Broad  Street  Subway ;  90,000  cars  patked  at  the  Bridge 
Street  terminal  of  the  Frankford  Elevated,  and  141,000 
cars  parked  at  the  69th  Street  terminal  of  the  Market 
Street  Subway-Elevated.  In  other  words,  274,000  cars 
were  parked  in  the  spaces  provided  by  the  company  as 
well  as  tens  of  thousands  of  others  parked  elsewhere 
around  the  terminals. 

Is  it  not  fair  to  assume  that  had  there  been  no  sub- 
way or  elevated  available,  a  very  large  percentage  of 
these  274,000  automobiles — enough  cars  to  make  a  con- 
tinuous row  between  Philadelphia  and  Detroit — would 
have  been  taken  into  the  high-speed  area  and  very  mate- 
rially increased  street  trafific  congestion?  This  relief 
from  a  certain  amount  of  street  trafific  congestion  is, 
without  question,  a  special  local  benefit  to  properties  in 
the  area  served  by  rapid  transit. 

These  direct  special  local  benefits  from  a  high-speed 
railway  are  important  major  benefits  to  property  owners 
in  a  high-speed  area,  and  are  superior  to  the  general 
indirect  benefits  to  the  community  as  a  whole. 

Rapid  Transit  Is  Primarily  a  Local 
Improvement 

A  subway  or  an  elevated  is  not  a  metropolitan  im- 
provement, such  as  a  main  through  highway,  or  a  great 
bridge  or  tunnel  connecting  states  or  cities,  or  large  ship- 
ping docks  that  improve  port  facilities,  or  an  extensive 
park  system,  that  is  available  to  the  entire  population. 
These  municipal  improvements  of  metropolitan  impor- 
tance produce  a  general  benefit  in  a  major  degree  to  the 
comrnunity  as  a  whole,  although  they  also  produce  a 
certain  amount  of  special  local  benefit,  but  the  principal 
benefit  of  the  metropolitan  improvement  is  general  to 
the  entire  city,  while  the  principal  benefit  from  a  subway 
or  other  high-speed  lines  is  local  to  a  particular  section. 

One  of  the  most  convincing  demonstrations  that  the 
benefit  from  an  elevated  or  a  subway  is  not  general 
to  the  entire  city,  but  is  a  direct  special  local  benefit,  is 
the  fact  that  its  very  existence  sometimes  proves  detri- 
mental to  other  sections  of  a  city  which  are  not  within 
the  sphere  of  its  influence.  Some  of  these  adjacent  or 
outside  districts  are  in  direct  competition  with  the  ele- 
vated or  subway  territory,  and,  by.  reason  of  the  high- 
speed territory  having  greater  accessibility,  the  adjacent 
district  suflfers  from  a  decrease  in  the  normal  demand 
for  its  location,  and  has  its  trade  and  other  activities 
retarded,  so  that  its  rentals  from  real  estate  begin  to 
recede  and  its  real  estate  values  either  remain  dormant 
or  decline. 

In  fact,  real  estate  values  are  often  practically 
extracted  from  adjacent  territory  and  carried  to  the  rapid 
transit  area,  where  general  activity  and  trade  is  accel- 
erated and  rentals  and  real  estate  values  are  increased  at 
the  expense  of  the  adjacent  territory.  The  demand  for 
property  naturally  gravitates  towards  the  rapid  transit 
area. 

The  experience  in  Philadelphia  with  the  West  Phila- 
delphia Subway-Elevated  illustrates  this  fact.  Back  in 
1900,  the  trend  of  building  development  was  moving  in  a 
northerly  direction  where  the  city  had  thousands  of  acres 
of  undeveloped  land.  When  the  new  high-speed  line  in 
West  Philadelphia  was  put  into  operation  in  1907,  it 
began  to  take  away  thousands  of  people  from  other  sec- 
tions.     This    benefited    West    Philadelphia,    but    was 


injurious  and  detrimental  to  other  districts.  .According 
to  the  statement  of  the  transit  department,  during  the 
first  ten  years  of  the  operation  of  the  West  Philadelphia 
Subway- Elevated,  the  passengers  carried  on  the  line 
increased"  from  26,395,000  the  first  year,  to  74,570,000 
the  tenth  year,  or  an  increase  of  about  182  per  cent. 

When  the  construction  of  the  new  Market  Street 
Subway-Elevated  started  in  the  western  part  of  the  city, 
builders  from  the  northern  section  bought  land  in  the 
new  high-speed  territory,  so  that,  when  the  new  line 
began  operation  in  1907,  there  was  a  concentration  of 
building  in  that  part  of  the  city,  with  a  very  definite 
check  to  the  development  of  the  north  and  northeast 
sections. 

According  to  the  records  of  the  Bureau  of  Building 
Inspection  in  Philadelphia,  during  the  first  ten  years  of 
operation  of  the  high-speed  Hne  in  West  Philadelphia, 
from  1907  to  1917,  there  were  22,884  dwelling  houses 
built  in  the  34th,  40th,  and  46th  Wards,  comprising 
the  principal  undeveloped  districts  of  West  Philadelphia, 
while  during  the  same  ten-year  period,  there  were  only 
14,096  houses  built  in  the  22nd  and  42nd  Wards,  com- 
prising the  principal  district  of  North  Philadelphia, 
although  the  northern  wards  contained  almost  30  per  cent 
more  land  than  the  West  Philadelphia  wards.  In  other 
words,  the  West  Philadelphia  wards,  with  about  a  third 
less  acreage,  built  62  per  cent  more  houses  than  the 
North  Philadelphia  wards  because  it  had  a  high-speed 
line. 

In  1912,  five  years  after  the  Subway-Elevated  began 
operation  in  West  Philadelphia,  land  and  buildings  in 
the  34th  Ward  of  West  Philadelphia  had  a  value  for  taxa- 
tion purposes  of  $18,813  per  acre,  while  land  and 
buildings  in  the  42nd  Ward  of  North  Philadelphia  had  a 
value  of  $5,996  per  acre — only  32  per  cent  of  the  West 
Philadelphia  figure.  Land  and  buildings  in  the  46th 
Ward  of  West  Philadelphia  had  a  value  for  taxation  of 
$31,969  per  acre,  while  land  and  buildings  in  the  22d 
Ward  of  North  Philadelphia  had  a  value  of  $12,471  per 
acre — about  40  per  cent  of  the  West  Philadelphia  value. 
It  can  be  readily  seen  from  the  city  records  of  the 
assessment  and  building  permit  bureaus  that  land  in  the 
northern  section  of  the  city  had  suiTered  a  reduction 
in  demand,  and,  consequently,  did  not  secure  the  increase 
in  building  construction  and  land  values  it  would  have 
received  had  there  been  no  West  Philadelphia  high-speed 
line  competition. 

Similar  Growth  Followed  Building  of 
Frankford  Elevated 

When  a  new  high-speed  line  was  built  and  began  oper- 
ating in  the  Northeast  section  of  the  city  in  1922,  a 
tremendous  building  development  started  in  that  section, 
which  almost  equaled  the  development  in  West  Philadel- 
phia. According  to  figures  from  the  Bureau  of  Building 
Inspection,  from  1914  to  1922,  the  eight-year  period 
prior  to  the  ojjening  of  the  Frankford  Elevated,  there 
were  2,912  houses  built  in  the  23rd,  41st,  and  35tli 
Wards,  comprising  the  principal  wards  in  the  northeast 
section  of  the  city,  while  during  the  eight-year  period 
following  the  opening  of  the  rapid  transit  line,  from 
1922  to  1930,  there  were  21,078  houses  built  in  these 
same  wards.  In  other  words,  the  number  of  dwellings 
built  during  the  eight-year  period  after  the  beginning  of 
operation  of  the  high-speed  line  was  more  than  600  per 
cent  greater  than  the  number  of  houses  built  during  the 
eight-year  period  prior  to  the  operation  of  that  line. 
While,  of  course,  this  tremendous  gain  in  building  con- 


Electric  Railway  Journal — Vol.75.  So.9 
460 


struction  happened  to  coincide  with  the  period  of  general 
prosperity  and  building  activity  throughout  the  entire 
country,  and  must,  therefore,  be  discounted  to  some 
extent,  yet  it  is  evident  that  the  northeast  section  had 
the  potential  possibilities  for  building  development,  and 
would  have  been  built  up  years  ago  if  it  had  not  been  for 
the  high-speed  competition  of  West  Philadelphia. 

The  general  benefit,  therefore,  derived  by  the  entire 
city  from  the  West  Philadelphia  Subway-Elevated  was 
limited,  while  the  benefit  secured  by  the  property  owners 
in  the  high-sf>eed  territory  was  a  major  benefit,  special 
and  direct. 

The  special  direct  local  benefit  resulting  from  the  West 
Philadelphia  Subway-Elevated  is  clearly  illustrated,  by 
the  experience  of  property  owners  in  the  69th  Street 
terminal  area.  In  a  territory  comprising  about  7  square 
miles  surrounding  this  terminal,  the  population  in  1910 
was  5,385  people,  but  by  1929,  this  had  increased  to 
65.000  people.  Real  estate  assessments  in  this  territory 
totaled  $4,725,210  in  1910,  but  by  1929  they  had  grown 
to  $48,369,490,  an  increase  of  more  than  900  per  cent. 
This  shows  that  the  entire  district  had  derived  a  gigantic 
special  direct  benefit  from  the  operation  of  the  high- 
speed line. 

Individual  Property  Owners  Profit  by 
Sharp  Increases  in  Land  Values 

As  an  example  of  the  direct  local  benefits  to  some  of 
the  individual  property  owners  in  this  territory,  and  as 
an  illustration  of  what  occurred  in  the  way  of  local  benefit 
to  hundreds  of  other  property  owners  in  this  district. 
I  would  direct  attention  to  a  sale  made  of  a  17-i-acre 
tract  of  land  in  this  section,  which  was  originally  nur- 
chased  by  Howard  Sellers  in  1908  for  $100,000,  about 
a  vear  after  the  West  Philadelphia  Subway-Elevated 
started  operation,  and  sold  in  1928  for  $1,000000, 
showing  an  increase  from  about  $5,700  per  acre  to  about 
$57,000  an  acre.  Another  18-acre  tract  of  land  in  this 
territory,  along  Cobbs'  Creek,  belonging  to  Wolfenden 
Shore  &  Companv  and  Cardington  Land  Company  was 
sold  to  the  city  of  Philadelphia  in  1928  for  $1,000,000, 
or  at  the  rate  of  about  $55,000  per  acre.  This  same 
high  percentage  of  increase  in  value  has  been  duplicated 
in  hundreds  and  thousands  of  instances  all  over  the  coun- 
try, where  high-speed  lines  have  been  put  into  operation. 

The  direct  special  benefit  received  by  the  property 
owners  is  also  illustrated  in  the  northeast  section  result- 
ing from  the  Frankford  Elevated.  The  figures  of  the 
Board  of  Revision  of  Taxes  show  that  in  1922,  when 
the  Frankford  Elevated  began  operation,  the  three  prin- 
cipal wards,  the  23rd,  35th  and  41st,  had  a  total  assessed 
valuation  of  $70,829,930,  and  in  1931,  nine  years  after 
the  Frankford  Elevated  had  been  in  operation,  the  total 
valuation  had  increased  to  $230,580,425,  or  an  increase 
of  $159,750,495.  During  this  period  of  nine  years,  the 
assessments  of  real  estate  throughout  the  entire  city 
had  increased  60  per  cent,  while  the  percentage  of 
increase  in  the  three  northeast  wards  was  225  per  cent. 

One  of  the  most  interesting  disclosures  of  special  local 
benefit  to  property  owners  resulting  from  a  subway  was 
made  in  a  report  in  Philadelphia,  in  the  year  of  1928. 
The  Mayor  of  Philadelphia,  desiring  to  know  the  eflfect 
of  the  new  Broad  Street  Subway  on  real  estate  assess- 
ments, real  estate  values,  and  the  amount  of  tax  return 
on  the  increased  values  to  the  city,  appointed  a  commis- 
sion of  four  real  estate  men  to  make  an  investigation 
and  report.  This  commission,  of  which  the  writer  was 
.chairman,  divided  the  Broad  Street  Subway  route  into 


sixteen  zones  of  four  blocks  each,  and  made  a  .separate 
investigation  in  each  zone.  The  commission  found  that 
during  the  fourteen-year  period  of  projection  and  con- 
struction from  1914  to  1928,  real  estate  assessments  in 
the  entire  area  influenced  by  the  subway  had  increased 
from  $445,638,629  in  1914,  to  $815,893,296  in  192/ 
a  gain  of  $370,254,667,  and  out  of  this  total  gain,  more 
than  $68,000,000  in  assessments  were  due  to  the  direct 
influence  of  the  Broad  Street  Subway.  The  commis- 
sion reported  that  during  the  fourteen-year  period,  the 
city  had  collected  $14,617,204  in  additional  taxes  result- 
ing from  the  increased  values  created  by  the  subway, 
and  that  the  property  owners  had  received  increased  real 
estate  values  amounting  to  $134,000,000,  or  about 
$15,000,000  more  than  the  entire  cost  of  the  subway. 

The  city  of  Philadelphia  had  spent  about  $120,000,000 
on  the  subway,  and  the  specially  benefited  property 
owners  in  the  subway  area  received  $134,000,000  of 
increased  property  values,  so  if  we  deduct  the  $14,000,000 
paid  by  the  benefited  property  owners  in  additional  taxes 
from  the  $134,000,000  of  increased  values,  the  benefited 
property  owners  still  gained  $120,000,000  at  almost  the 
entire  expense  of  the  general  taxpayer.  The  general  tax- 
payer is  now  paying  practically  the  entire  cost,  and 
carrying  charges  on  the  $120,000,000  subway,  while 
certain  property  owners,  who  have  secured  these  tremen- 
dously increased  property  values,  do  not  pay  any  more 
towards  the  cost  of  the  improvement  than  any  other  tax- 
payer. Is  that  fair  to  the  large  number  of  other  property 
owners  ? 

A  high-speed  transit  facility,  from  the  very  day  of 
its  projection  and  down  through  construction  and  opera- 
tion, starts  to  build  up  certain  definite  advantages  in 
the  district  through  which  it  operates,  and  continues  to 
add  to  these  advantages  indefinitely,  increasing  the  bene- 
ficial effect  to  the  property  owners  and  others  in  the 
district.  These  advantages  built  up  in  a  district  by  a 
high-speed  railway  are  vital  and  important  to  trade, 
rentals  and  property  values,  and,  if  for  no  other  reason 
than  a  matter  of  good  business,  one  would  think  that 
property  owners,  looking  at  it  even  from  a  purely  selfish 
viewpoint,  would  sooner  make  a  contribution  towards  a 
portion  of  the  cost  of  a  high-speed  line  than  not  have  such 
a  line  available,  or  at  best  have  only  a  very  limited 
opportunity  to  secure  high-speed  transit. 

Benefited  Owners  Would  Pay  Their  Share 

Also,  considering  it  from  the  standpoint  of  simple 
justice,  the  property  owners  who  receive  direct  special 
benefit  should,  in  all  fairness,  pay  something  more 
towards  the  cost  of  the  line  than  other  property  owners 
who  receive  no  special  benefits.  I  believe  that  if  the 
benefited  property  owners  fully  realize  the  situation  that 
thousands  of  other  property  owners  are  forced  to  pay 
higher  taxes  than  they  should  pay  on  account  of  an 
improvement  from  which  they  are  getting  no  benefit,  the 
benefited  property  owners  would  assume  their  honest  and 
fair  share  of  the  burden  and  relieve  the  general  tax- 
payer to  that  extent. 

Property  owners  as  a  class  have  proved  many  times  in 
the  past  that  they  do  not  shirk  their  responsibilities  when 
they  realize  them,  and  judging  by  past  experiences,  I 
feel  certain  that  most  owners  of  property,  who  actually 
secure  benefits  by  reason  of  a  high-speed  line,  would 
not  only  be  willing  to  pay  a  portion  of  their  gain  in  a 
special  assessment,  but  would  also  regard  it  as  a  fair  and 
just  method  to  provide  the  proper  transportation  neces- 
sary for  a  modern  city. 


Electric  Railway  Journal — September,  1931 
461 


Indiana  Railroad 


Spends  $980,000 

for  New  Cars 


Faster  schedules  will  result  from  com- 


COMPLETELY  mod- 
ernized interurban 
services  on  its  routes 
between  Indianapolis  and 
Fort  Wayne,  Ind.,  and  In- 
dianapolis   and    Louisville, 

Ky.,  were  inaugurated  during  August,  1931,  by  the 
Indiana  Railroad  System,  with  the  installation  of  35  new 
high-speed  cars.  In  addition,  approximately  $500,000 
was  spent  in  improving  and  increasing  power  facilities 
between  Indianapolis  and  Fort  Wayne  to  permit  faster 
schedules. 

The  new  cars  are  an'  innovation  in  electric  railway 
service  in  Indiana,  incorporating  the  most  advanced  fea- 
tures of  high-speed  interurban  car  construction.  Each 
is  equipped  with  four  GE-706  100-hp.  motors.  They  are 
capable  of  a  speed  of  more  than  80  m.p.h.,  and  their 
use  is  expected  to  effect  a  reduction  of  from  30  to  45 
minutes  in  running  time  between  Fort  Wayne  and 
Indianapolis  and  Louisville.  The  total  cost  of  the  21 
new  coaches  ordered  from  the  Pullman  Car  &  Manufac- 
turing Company  and  the  fourteen  de  luxe  cars  from  the 


plete  equipment  of  two  interurban  routes 
with  35  new  high-speed  cars.  Rehabilita- 
tion program  included  expenditure  of 
$500,000  for  improved  power  facilities 


American  Car  &  Foundry 
Companv  was  approxi- 
mately $980,000,  or  $28,000 
per  car. 

Outstanding  features  of 
the  new  cars  are  the  low, 
streamline  bodies,  high  speed  and  quick-accelerating 
motors,  auxiliary  magnetic  brakes,  automatic  electric 
heating,  and  battery  lighting  system  providing  steady 
interior  illumination  independent  of  the  trolley  voltage. 
High  body  sides  and  wide  windows  add  to  the  attractive 
appearance.  The  bodies  are  constructed  of  light  alu- 
minium alloys  of  great  tensile  strength,  resulting  in  a 
sturdier  car  than  the  older  equipment,  but  which  weighs 
approximately  50,000  lb.  as  compared  with  90,000  lb.  for 
the  equipment  now  in  service.  The  design  of  the  car 
gives  it  an  extremely  low  center  of  gravity.  Wind 
resistance  is  reduced  by  the  streamline  and  round  con- 
tours of  the  body  and  the  low  arch-type  roof. 

Placing  the  motors  close  to  the  ground  between  spe- 
cially constructed  trucks  eliminates  most  of  the  side  sway 
as  the  car  travels  and  makes  it  readily  responsive  to  the 


Electric  Railway  Journal — Vol.75,  No.9 
46Z 


Deep  air-cushioned 
individual  seats, 
attractive  light- 
ing and  good 
ventilation  make 
for  the  comfort 
of  the  passengers 


controls.  The  trucks,  manufactured  by  the  Common- 
wealth division  of  the  General  Steel  Castings  Corpora- 
tion, are  of  the  light-weight,  equalized  swing  motion  type. 
having  a  one-piece  frame  with  integral  pedestals  and 
cast-steel  bolsters. 

Operation  of  the  cars  at  the 
high  speed  of  which  the  motors 
are  capable  is  made  safe  through 
the  use  of  the  most  modern 
double  clasp  brakes,  two  brake- 
shoes  to  each  wheel.  These 
brakes  were  designed  and  fur- 
nished by  the  American  Steel 
Foundries.  A  system  of  electro- 
magnetic brakes  for  auxiliary 
service  is  also  installed.  An- 
other safety  device  is  the  auto- 
matic control  with  a  deadman 
handle  which  automatically 
shuts  off  the  current  and  ap- 
plies the  brake  if  the  motorman 
releases  the  pressure  of  his 
hand. 

Railway  utility  automatic 
electric  heating  equipment  with 
thermostatic  control  will  main- 
tain comfortable  temperatures 
in  winter.  In  summer,  electric 
fans  will  furnish  cooling 
breezes.      Illumination    of    the 

cars  is  by  means  of  a  double  row  of  scientifically  designed 
ceiling  lights  of  high  intensity — one  above  each  double 
seat — which  will  permit  reading  without  eyestrain.  Each 
car  is  equipped  with  a  motor-generator  set  and  storage 
battery  to  insure  continuous  and  steady  lighting. 

The  interior  decorations  and  appointments,  including 
seats,  carpets,  draperies  and  painting  were  considered 
together,  with  the  result  that  the  effect  is  extremely 
pleasing,  resulting  in  the  utmost  convenience  and  com- 
fort. The  standard  coaches  are  equipped  with  Karpen 
chairs  of  the  semi-individual  type,  upholstered  in  green 
and  brown  leather  with  head  and  arm  rests.  Wide,  high 
windows  and  narrow  posts  on  all  sides  of  the  car  afford 
a  maximum  of  glass  area,  and  make  the  interior  bright 
and  cheerful. 

Observation-Lounge  a  Popular  Feature 

In  the  fourteen  de  luxe  cars  there  is  an  observation- 
lounge  compartment,  occupying  the  rear  third  of  the  car. 
These  compartments,  designed  in  detail  by  S.  Karpen  & 
Brothers,  are  decorated  in  two-tone  shadings  on  walls 
and  ceiling  and  are  furnished  with  thick  carpeting,  deep 
upholstered  chairs,  solid  walnut  tables,  parchment  shades 
on  reading  lamps  and  a  pair  of  tapestry  settees.  These 
compartments   are   available   to   all    passengers    without 


An  observation-lounge  is  available  to 
all  passengers  without  extra  charge 


extra  charge.  The  observation- 
lounge  compartments  accommo- 
date ten  passengers,  and  the 
coach  compartments  in  the  same 
cars  seat  28.  The  standard  type 
coaches  have  a  capacity  of  41. 
Each  standard  coach  has  at  the 
rear  a  baggage  compartment  ap- 
proximately 6  ft.  in  length.  Access  to  this  compartment 
from  the  outside  is  through  a  sliding  door  which  is 
operated  by  pneumatic  control  from  the  front  platform. 
A  special  washroom  equipped  with  the  most  modern 
fixtures  is  located  near  the  center  of  each  car.  The  new 
cars  are  built  for  single-end  one-man  operation.  Pas- 
sengers will  enter  and  leave  at  the  front. 

Cars  Exhibited  Along  the  Route 

Previous  to  putting  these  cars  into  operation,  the  rail- 
road system  exhibited  them  to  the  public  along  the  two 
routes  during  the  week  of  July  18  to  25.  The  equipment 
placed  on  exhibition  consisted  of  three  two-car  trains, 
each  made  up  of  one  of  the  new  standard  coaches  and 
one  of  the  new  de  luxe  cars  with  observation-lounge  com- 
partment. Just  prior  to  the  exhibition  tours,  a  number 
of  short  inspection  trips  were  run  over  the  lines  with 
representatives  of  newspapers,  civic  clubs  and  city  officials 
as  guests  of  the  company. 

The  new  time  schedules  under  which  the  trains  will 
operate  between  Indianapolis  and  Fort  Wayne  and  be- 
tween Indianapolis  and  Louisville,  in  approximately 
three  hours,  will  not  be  made  effective  until  several  weeks 
after  the  cars  have  been  in  regular  service  and  operators 
are  thoroughly  familiar  with  their  control. 


One-piece  cast  truck  frame  and  completed  truck   used  in  Indiana  Railroad's  new  cars 


Electric  Railway  Journal — September,  1931 
463 


Analysis  of  the  FINANCIAL 


The  analysis  of  the  status  of  the 
industry  and  its  present  difficulties 
based  on  the  United  States  Census 
data  is  very  illuminating.  I  agree 
with  Mr.  Sisson  that  the  education 
of  the  public  as  to  the  essential  na- 
ture of  mass  transportation  and  the 
actual  conditions  under  which  it  is 
now  furnished  is  most  important. 
and  believe  that  in  many  instances 
some  form  of  definite  assistance, 
whether  it  is  called  a  subsidy  or  not. 
must  be  substituted  for  the  present 
practice  of  using  mass  carriers  as  tax 
collectors.  j     p^    HANNA 

President   Ca[>ital  Traction  Company 
President  A.E.R.A. 

I  have  rarely,  if  ever,  read  an 
article  which  so  accurately  diagnoses 
the  troubles  of  the  electric  railways, 
and  the  underlying  causes.  I  think 
we  are  indebted  to  Mr.  Sisson  for 
turning  the  searchlight  of  analysis 
on  the  electric  railway  situation,  and 
setting  forth  the  difficulties,  and  what 
may  be  done  to  meet  them. 

J.  N.  Shannahan 

President  Omaha  &  Council  Bluffs 

Street  Raihvay 

Chairman,  Adinsory  Council  A.E.R.A. 

to 

Mr.  Sisson  not  only  makes  an 
analysis  of  the  situation  but  also 
presents  some  genuinely  constructive 
thoughts  and  suggestions.  He  rec- 
ognizes three  important  factors : 

Proper  public  relations — not  polit- 
ical— an  understanding  by  the  masses 
that  good  transportation  is  a  neces- 
sity and  an  asset  to  the  community. 
Such  a  conception  should  ultimately 
bring  about  satisfactory  working 
agreements. 

Good  service  on  an  economical 
basis.  In  order  to  do  this,  changes 
may  have  to  be  made  in  rail  routes, 
and  buses  and  trolley  coach  opera- 
tions co-ordinated. 

Reasonable  rates,  yet  as  low  as  the 
service  will  stand.  This  is  one  of 
the  most  difficult  problems  we  have. 
The  industry,  and  rightly,  has  broken 


Prominent  officials  of  the  electric  railway  in- 
dustry make  pertinent  comments  on  the  article 
by  Francis  H.  Sisson  which  appeared  in  the 
August  issue  of  Electric  Railway  Journal 


away  from  the  5-cent  fare,  but  fare 
structures,  particularly  in  the  smaller 
cities,  are  not  satisfactory  either  to 
the  public  or  to  the  companies.  The 
public,  while  conceding  the  fares  are 
not  too  high,  look  upon  them  as 
somewhat  too  expensive  and  curtail 
riding,  while  the  companies  still  are 
unable  to  secure  the  additional  reve- 
nue necessary  to  operate  the  prop- 
erties properly. 

The  industry  has  made  progress 
in  many  respects,  particularly  in 
curtailing  expenditures,  but  increased 
gross  must  ultimately  be  obtained  if 
tractions  are  to  be  placed  on  a  sound 

basts.  w.  ?>.  Robertson 

President  Denver  Trainuiay 

I  have  been  much  interested  in 
reading  tlie  article  "Mass  Transpor- 
tation," by  Francis  H.  Sisson,  vice- 
president  Guaranty  Trust  Company, 
in  the  Electric  Railway  Journal 
for  August,  1931.  This  article  is  ;i 
very  clear  and  understanding  pres- 
entation of  the  necessity,  as  well  as 
the  difficulties,  of  street  railways,  but 
to  my  mind  the  most  significant  thing 
about  it  is  that  a  man  of  the  personal 
and  official  standing  and  importance 
of  Mr.  Sisson  should  take  the  time 
and  trouble  to  consider  and  analyze 
the  situation  and  write  such  an  ar- 
ticle. It  should  make  a  deep  im- 
pression upon  all  of  those  in  places 
of  public  authority  to  whom  the 
problems  of  the  street  railway  and 
local  transportation  system  have  to 
come  for  consideration. 

Walter  A.  Draper 

President  Cincinnati  Street  Railway 

I  have  reviewed  Mr.  Sisson's 
paper  with  much  interest  and  found 
it  an  excellent  treatise  on  a  matter 
which  is  causing  much  concern  to  the 


electric  railway  companies  at  this 
time. 

It  not  only  mentions  the  difficulties 
that  beset  the  industry  and  the 
handicaps  imposed  that  prevent 
economies  in  operation  to  an  extent 
enjoyed  by  non-regulated  corpora- 
tions, but  it  also  offers  many  good 
suggestions  for  remedying  the  situa- 
tion. Foremost  among  these  is  the 
thought  that  the  public  must  be  im- 
pressed with  the  fact  that  transporta- 
tion service,  like  every  other  service, 
must  be  paid  for.  When  this  fact 
is  realized,  then  only  will  the  in- 
dustry eventually  emerge  from  its 
present   plight. 

I  believe  that  articles  of  this  nature 
play  no  small  part  in  creating  and 
fostering  public  good  will  in  behalf 
of  the  industry,  and  to  that  extent 
should  be  encouraged  wherever  pos- 

sibie.  p  j^  Phillips 

President  Pittsburgh  Railways 
COS 

Mr.  Sisson's  article  sums  up  the 
street  railway  situation  in  a  very 
intelligent  and  comprehensive  way. 
I  think  it  is  very,  true,  and  at  the 
same  time  unfortunate,  that  so  few 
leaders  of  business  and  industry  and 
also  organs  of  public  opinion  have 
interested  themselves  in  this  impor- 
tant problem  with  a  view  toward 
ascertaining  the  facts. 

In  our  own  cause,  for  instance,  the 
Municipal  and  Public  Utility  Board, 
which  would  commonly  be  referred 
to  as  Public  Utility  Commission, 
recently  completed  an  exhaustive  and 
very  complete  investigation  into  our 
whole  situation,  but,  strange  to  say, 
no  car  riders  nor  any  of  the  citizens 
attended  any  of  the  hearings  nor 
made  any  representations  in  any 
manner.  There  were  present,  of 
course,  the  usual  solicitors  for  the 
various  municipalities  interested,  but 


Electric  Railway  Journal — Vol.75,  No.9 
464 


Situation 


Found  Helpful 


other   tlian    this   there   were   no   ap- 
pearances. 

We  have  endeavored  to  enHghten 
the  puhHc  relative  to  our  problems 
in  various  ways,  including,  among 
other  things,  radio  talks,  talks  by 
members  of  the  organization  to  vari- 
ous service  dubs,  and,  of  course,  we 
have  included  a  lot  of  articles  in  our 
Public  Service  Neivs  which  is  issued 
twice  a  month  through  the  "Take 
One"  boxes  on  the  street  cars,  but  it 
appears  very  difficult  to  register  any 
impression.  Personally,  I  have  the 
feeling  that  a  large  group  of  the 
public  do  not  really  take  us  seriously 
and  figure  that  what  we  say  or  write 
is  propaganda,  which  perhaps,  it  is 
in  one  sense,  but  we  are  in  fact 
telling  the  truth,  and  I  am  inclined 
to  think  too  many  of  the  citizens 
think  we  are  "stringing"  them,  so  to 
speak.  How  to  overcome  this  is  a 
])uzzling  question  which  I  personally 
should  verv  nuich  like  to  have  an 
answer  to.'  ^    -^    p^^^ 

Vice-President 
Winnipeg  Electric  Company 

COS 

Mr.  Sisson  has  given  us  something 
really  constructive.  Some  may  say 
that  he  has  told  us  nothing  new,  but 
to  my  mind  he  has  given  us  a  critical 
analysis  which  merits  our  careful  at- 
tention, coming  as  it  does  in  a 
friendly,  inspiring  way  from  one 
particularly  versed  in  public  relations 
and  public  reactions.  I  want  to  em- 
])hasize  what  seems  to  me  to  be  the 
underlying  thought  in  Mr.  Sisson's 
conclusion,  namely,  that  our  problem 
"should  not  be  insurmountable  if  the 
public  thoroughly  understands  the  sit- 
uation." He  had  previously  pointed 
out  that  "the  general  attitude  of  busi- 
ness men  and  the  public  had  been  one 
of  indiflference"  but  that  "intelligent 
co-operation  between  public  officials 
and  company  managers"  was  most 
essential  so  that  the  public  might  be 
brought  "to  a  realization  that  trans- 
portation service,  like  every  other 
service,  must  be  paid   for." 


W'e  are  today  attempting  to  do 
what  Mr.  Sisson  tells  us  must  be 
done,  but  we  have  not  yet  found  the 
solution.  This  means  that,  if  we  are 
right  in  our  thought,  and  Mr.  Sisson 
tells  us  we  are,  we  must  just  keep 
everlastingly  at  it.  This  problem 
must  be  solved.  It  is  an  obligation 
which  we  owe  our  communities.  We 
have  every  right  to  be  discouraged  if 
we  are  looking  for  excuses,  but  we 
must  not — we  cannot — lay  down. 
Public  transportation  is  a  public 
necessity  and,  as  such,  must  be  paid 
for.  If  we  cannot  sell  this  thought 
to  public  officials,  the  fault  must  be 
at  least  partially  ours.  Let  us  take 
another  look  at  ourselves  and  see 
whether  it  is  true,  as  we  have  so 
often  throught  before,  that  we  have 
already  done  everything  possible. 
Let  us  take  a  fresh  hold  and  a  firmer 
grip — it   is  our  job. 

W.  H.  Sawyer 

Executive  Engineer 
Neiv  York 


Mr.  Sisson's  article  is  a  very  in- 
teresting one,  and  a  very  complete 
one  from  a  banker's  viewpoint.  The 
final  sentence,  "The  public  must  be 
brought  to  the  realization  that  trans- 
portation service,  like  every  other 
service,  must  be  paid  for,  and  that 
unprofitable  service  is  necessarily  bad 
service,"  is  a  problem  which  is  facing 
practically  all  of  the  street  railway 
companies,  but  so  far  no  successful 
solution  has  been  ofTered.  The  rais- 
ing of  street  railway  fares  in  a  city 
like  New  York  would  undoubtedly 
be  the  solution,  but  the  raising  of 
street  railway  fares  in  most  other 
cities  is  not  the  solution,  although  it 
may  be  essential  to  carry  the  com- 
pany over  a  gap,  with  the  hope  that 
conditions  are  going  to  change. 

A  large  part  of  the  decrease 
which  all  street  railways  are  suffering 
in  passenger  traffic  is  during  the 
midday  and  night.  Our  peak  require- 
ments, which  involve  carrying  the 
wage  earners  to  and  from  work,  have 
remained  approximately  constant  over 


a  period  of  years.  All  of  our  checks 
continue  to  show  that  we  are  haul- 
ing the  majority  of  shoppers,  the 
last  one  in  St.  Paul  averaging  70 
per  cent,  with  55  per  cent  as  a  mini- 
mum and  87  per  cent  maximum.  We 
are  not  hauling  people  who  are  pleas- 
ure bent  at  any  time  during  the  day 
or  night,  and  the  automobile  has 
proved  itself  to  be  more  convenient 
for  a  great  many,  who,  in  their  pro- 
fession or  business  must  call  in  dif- 
ferent locations.  We  of  course  have 
also  lost  large  numbers,  who,  regard- 
less of  expense  or  convenience,  are 
riding  to  work  in  their  own  auto- 
mobiles, and  are  taking  with  them  or 
picking  up  street  car  riders.  These 
are  some  of  the  causes  that  have  re- 
duced the  street  car  patronage  to  a 
point  where  street  railway  properties 
cannot  earn  a  fair  return  on  their 
investment. 

Cities  of  several  hundred  thou- 
sand inhabitants  and  larger  all  have 
the  same  problem,  as  office  buildings, 
retail  stores,  hotels  and  business 
headquarters  are  located  in  a  small 
business  district,  and  the  only  known 
way  to  get  the  people  to  and  from 
that  district  is  with  street  cars.  If 
street  car  transportation  fails,  then 
downtown  property  values  will  be 
reduced  to  a  minimum.  This  in  turn 
will  reduce  taxes  collected  by  the  city 
to  such  an  extent  that  an  excessive 
burden  will  have  to  be  placed  on  all 
other  property.  It  is,  therefore,  my 
judgment  that  if  the  street  railway 
companies  cannot  serve  the  masses 
on  account  of  lack  of  revenues,  then 
the  cities  will  have  to  subsidize  the 
street  railway  properties. 

The  city  cannot  stand  aside  and 
allow  its  mass  transportation  to  be- 
come dilapidated,  as  it  is  very  doubt- 
ful if  sufficient  capital  could  after- 
ward be  attracted  to  rehabilitate  the 
system. 

This  problem  is  now  being  mini- 
mized in  the  minds  of  the  city  au- 
thorities by  a  lot  of  loose  talk  con- 
cerning the  over-capitalization  of  the 
street  railways,  the  hiding  of  earn- 
ings, and  the  substitution  of  buses, 
the  latter  on  the  general  theory 
that  track  transportation  is  obsolete. 
The  automobile  industry  and  the 
automobile  user,  by  concerted  action 
throughout  the  country,  have  gotten 
all  cities  convinced  of  the  essentiality 
of  spending  tremendous  amounts  for 


Electric  R.mlvvav  Journ.m, — September.  19.^1 
'  465 


URGES  TAX  RELIEF 
FOR  ELECTRIC  ROADS 

F.  H.  Sisson  Also  Favors  Assess- 
ing Beneficial  Property  for 
Part  of  Facilities'  Cost. 


SEES  BIG  AID  IN  PUBLICITY 


He    Declares    an    Aogressive    Effort 

to   Put  "True   Situation    Before 

the    People"    Is    Needed. 


The  best  solution  of  the  problem 
of  the  electric  railway  industry  prob- 
ably will  be  found  to  vary  with  local 
conditions. 3eiii-^^*jito  Francis  H. 


Newspaper  comment  on  Mr.  Sisson's  article 


widening  streets,  and  offering  every 
other  facility  for  the  convenient  use 
of  the  automobile.  The  street  rail- 
way industry  in  a  similar  manner 
must  convince  all  of  the  cities  of  the 
necessity  of  spending  sufficient 
money  so  that  the  great  majority  of 
their  inhabitants  can  continue  to  have 
adequate  service  to  and  from  work 
and  for  shopping. 

T.  Julian  McGill 

Vice-President 
Twin  City  Rapid  Transit  Company 

COS 

I  have  read  with  keen  interest  the 
article  in  the  August  issue  of  Elec- 
tric Railway  Journal  entitled 
"Mass  Transportation  Must  Be 
Placed  on  a  Firm  Financial  Basis," 
by  F.  H.  Sisson,  vice-president  of  the 
Guaranty  Trust  Company,  New  York 
City.  We  all  agree,  of  course,  with 
Mr.  Sisson  that  it  is  desirable  and 
essential,  both  from  the  standpoints 
of  the  managements  and  of  the  public, 
that  a  fair  return  be  earned  by  those 
supplying  the  public  necessity  of 
transportation.  There  is  no  cure-all 
or  single  theory  that  can  be  applied 
universally  to  meet  the  existing  condi- 
tions in  the  various  cities  throughout 
the  nation.  Managements  must  apply 
the  corrective  measure  that  is  best 
suited  to  meet  the  individual  condi- 
tions which  they  encounter. 

Mr.  Sisson  outlines  several  theories 
which  are  worthy  of  serious  con- 
sideration, and  undoubtedly  some  of 
his  suggestions  can  be  applied  profit- 
ably, either  in  whole  or  in  part,  by 
many  managements. 

Whatever  the  plan  decided  upon  by 
those  in  charge  of  electric  railway 
properties  to  relieve  them  of  their 
pressing  financial  dilemma,  I  believe 
a  successful  conclusion  depends 
largely  upon  education.  Our  pre- 
vious endeavors  to  inform  the  public 
have  been  more  or  less  along  hit-and- 


miss  lines.  We  have  not  concentrated 
these  efforts  sufficiently  where  the 
most  is  to  be  accomplished — that  is, 
among  business  men  and  governing 
political  bodies. 

Despite  all  that  has  been  said  and 
written,  the  more  influential  citizens 
do  not  yet  fully  appreciate  the  real 
value  or  significance  of  public  trans- 
portation. They  have  become  so 
accustomed  to  using  their  private 
means  of  transportation  that  they  lose 
sight  of  the  fact  that  the  large  masses 
are  dependent  upon  public  transporta- 
tion and  that  it  is  in  the  public  in- 
terest that  those  supplying  this  serv- 
ice be  permitted  to  earn  a  fair  return. 
Once  the  railways  receive  the  full 
benefit  of  a  complete  understanding 
by  business  men,  and  governing 
bodies  fully  appreciate  the  problems 
of  electric  railways,  the  way  will  be 
paved  for  applying  the  corrective 
measures  best  suited  for  relief. 

D.  W.  Pontius 

President  Pacific  Electric  Railway 

Mr.  Sisson  has  laid  his  finger  upon 
one  of  the  most  serious  phases  of 
the  current  situation  in  the  urban 
mass  transportation  business.  The 
practical  absence  of  credit  in  this 
industry  makes  exceedingly  difficult, 
if  it  does  not  prevent,  constructive 
measures  for  the  improvement  of  the 
essential  service  which  it  renders  to 
the  public. 

There  can  be  no  dispute  that  the 
surface  electric  railways  must  con- 
tinue to  be  the  backbone  of  the  local 
transportation  systems  in  our  larger 
cities  where  the  mass  transportation 
problem  is  involved.  It  is  high  time 
that  the  serious  situation,  which  has 
confronted  this  industry  since  the 
outbreak  of  the  European  war, 
should  be  realized  by  the  business 
community  at  large,  and  constructive 
and  adequate  steps  taken  to  restore 


this  essential  industry  to  a  firm 
financial  basis.  The  recent  action  of 
the  United  States  Chamber  of  Com- 
merce, recommending  that  such  a 
study  be  made  under  the  auspices  of 
the  Chamber,  is  encouraging  evidence 
of  the  growing  realization  by  the 
financial  and  business  leaders  of  our 
larger  cities,  and  of  the  country  as 
a  whole,  that  the  electric  railway 
industry  must  have  help  in  working 
out  a  constructive  solution  of  its 
problems,  and  that  the  entire  com- 
munity has  a  vital  interest  in  the  at- 
tainment of  this  end. 

I  do  not  believe  the  problem  can 
be  solved  through  the  individual 
efforts  of  the  companies  engaged  in 
mass  transportation.  Some  concerted 
collective  action  by  all  of  the  com- 
panies in  this  industry,  acting  in  co- 
operation with  such  organizations  as 
the  United  States  Chamber  of  Com- 
merce, is  required.  It  is  imperative 
that  a  constructive  solution  be  found, 
for  the  orderly  and  progressive  de- 
velopment of  our  large  cities  is  being 
hampered  by  the  limited  credit — or 
the  entire  absence  of  credit — of  the 
local  transportation  companies,  which 
makes  it  impossible  for  these  com- 
panies to  keep  pace  with  the  march 
of  progress  and  to  aid  in  the  orderly 
development  of  the  communities 
which  they  serve. 

Thomas  Conway,  Jr. 

President  Cincinnati  &  Lake  Erie  Railroad 

This  article  is  a  real  message  to 
the  industry  and  might  very  well  be 
passed  on  in  some  fashion  to  the 
public  citizen.  Mr.  Sisson  presents 
his  case  in  a  clear  and  comprehensive 
manner  and  proves  conclusively  that 
the  electric  railway  is  absolutely  es- 
sential to  urban  life,  but  for  political 
reasons  the  investor  in  its  securi- 
ties is  barred  from  a  legitimate  re- 
turn on  his  money.  In  the  last  three 
paragraphs  on  page  398,  Mr  Sisson 
suggests  a  solution.  In  my  opinion, 
this  is  the  gist  of  the  article,  and  it 
seems  too  bad  that  we  cannot  get 
this  type  of  information  across  to 
"the  fellow  on  the  street,"  the  lad 
who  elects  city  and  county  officials, 
just  to  combat  the  political  "hooey" 
he  gets  through  the  average  news- 
paper. We  talk  to  ourselves  at 
convention  meetings  and  we  produce 
splendid  articles  in  our  journals,  but 
we  do  not  get  beyond  this  often 
enough  and  get  the  attention  of  the 


public. 


T.  W.  Casey 


President  National  Pneumatic  Company 


Electric  Railway  Journal — Vol.75.  Xo.9 
466 


Kansas  City 

Reorganizes 

Distribution 
System 


The  layout  of  the  Kansas  City  distribution  system  showing  the  first  stage 
in  the  reorganization  plan 


Plans  have  been  adopted  for  ulti- 
mate construction  of  three  new 
substations,  increased  capacity  at 
two  more  and  abandonment  of 
five  others.  Better  car  operation 
and  many  economies  will  result 


WORK  has  begun  on  the  first  stage  of  a  plan 
which  ultimately  will  reorganize  the  power  dis- 
tribution system  of  the  Kansas  City  Public  Serv- 
ice Company.  This  change  has  been  decided  on  because 
of  the  expansion  of  Kansas  City  to  the  south,  rather  than 
to  the  southwest  and  southeast,  as  was  anticipated  in 
1916,  when  the  present  system  was  laid  out. 

The  work  now  in  progress  consists  of  the  construction 
of  a  new  4,250-kw.  substation  at  25th  and  Oak  Streets, 
the  abandonment  of  two  other  substations,  those  at  Fif- 
teenth and  Walnut  Streets  and  31st  and  Holmes  Streets, 
with  a  total  capacity  of  6,500  kw.,  and  the  transfer  of 
equipment  released  to  the  substations  at  1017  Oak  Street 
and  31st  and  Montgall  Streets  to  increase  their  capacity 
by  a  total  of  2,500  kw.  In  addition  to  this  substation 
work,  automatic  feeder  breakers  will  be  installed  at  Z7 
important  stub  ends  and  crossings,  and  direct-current 
feeders  will  be  placed  in  underground  ducts  at  the  1017 
Oak  Street  station. 

While  this  work  was  necessitated  by  the  condemnation, 
due  to  the  widening  of  Fifteenth  Street,  of  the  railway's 
present  office  quarters,  in  which  a  substation  was  located, 


it  is  a  part  of  a  general  plan  to  modernize  the  entire 
power  system  to  improve  its  characteristics  materially. 
Construction  of  the  25th  Street  substation  and  the  elim- 
ination of  those  at  31st  Street  and  Fifteenth  Street  are 
expected  to  reduce  the  power  operating  expenses  by 
approximately  $7,000  per  year. 

Before  the  present  construction  program  was  started, 
the  Kansas  City  Public  Service  Company  had  a  converter 
capacity  of  32,500  kw.,  distributed  among  thirteen  sub- 
stations, with  a  500-kw.  portable  station  at  Merriam, 
Kan.  Table  I  gives  the  location,  name,  and  machine  ca- 
pacity of  each  station : 

Table  I — Locations  and  Ratings  of  Kansas  Citv 

Substations  ' 

.Station 

. ' — Converters- .       Capacity 

Location  Number     Rating,  Kw.  Kw. 

A     3 1st  and  Holmes 4  750  3,000 

B     15th  and  Walnut 1  1.500  3,500 

1  2.000 

C     1 2th  and  Cleveland 1  1,000  7,000 

2  3.000 

D     75th  and  Wornall  (Automatic) 1  750  750 

F     Van  Home  and  Blue  (Automatic) 1  1,000  1,000 

H     lOthandState,  K.C.Kan 2  1,000  2.000 

J      48th  and  Troost 3  1,000  3,000 

K     40th  and  State  Line 1  1.000  1,000 

R     3 1st  and  Montgall 1  1,500  1,500 

S       10th  and  Scott,  K.  C,  Kan 1  1.000  1,000 

T  59th  and  Swope  Parkway  (Automatic)  I  750  750 

U      1017  Oak  St 2  3,000  6,000 

V     Central  and  James,  K.  C,  Kan 1  2,000  2,000 

A  system  load  study  revealed  unequal  loading  of  the 
various  stations.  Five  substations  are .  near  their  load 
centers  and  carry  full  load  during  maximum  peak 
demand.  One  substation,  Twelfth  and  Cleveland,  while 
near  its  load  center,  has  fair  capacity  and  is  capable  of 
carrying  greater  loads.  The  substation  at  Fifteenth  and 
Walnut,  while  heavily  loaded,  has  its  load  center  near 


Electric  Rai'.way  Journal- 
467 


-September,  1931 


Table  II — Estimaic.  of  Annual  Saving  Under 
Ultimate  Power  Distribution  Plan 


New  equipment,  10  per  cent 

Bui.dingB,  1 0  per  cent 

Attendance 

Additional  a.c.  cables  and  ducts,  9  per  cent. . 

Additional  d-c.  feeders,  9J  per  cent 

Feeder  losses 


The  new  substation,  at  25th  and  Oak  Streets  was  designed  for 
economies  in  construction.  Costly  excavation  work  was  held 
at   a   minimum 


Eighteenth  and  Grand.  The  substation  at  48th  and 
Troost  has  spare  capacity,  is  feeding  long  distances  and 
has  its  load  center  near  55th  and  Troost.  The  substa- 
tion at  31st  and  Holmes,  while  carrying  a  full  load,  trans- 
fers the  bulk  of  its  output  to  Main  Street,  or  into  terri- 
tory which  should  be  supplied  by  the  station  at  31st  and 
Montgall.  The  latter  station  is  found  to  be  at  its  load 
center,  is  operating  at  reduced  voltage  and  has  need  for 
more  machine  capacity.  The  substations  at  59th  and 
Svvope  Parkway  and  at  40th  and  State  Line  are  found 
to  be  so  far  from  their  load  centers  that  they  cannot  be 
used  to  advantage. 

The  ultimate  plan  for  the  power  distribution  system 
will  effectively  improve  the  load  factor  of  each  substa- 
tion, permit  better  car  operating  conditions  and  materially 
reduce  power  costs.  In  addition  to  the  work  now  being 
done,  as  mentioned  above,  two  more  substations  will  be 
built.  One,  with  a  capacity  of  3,000  kw.,  will  be  located 
at  43rd  and  Main,  and  another  with  a  total  capacity  of 
1,500  kw.,  at  59th  and  Prospect.  The  three  substations 
located  respectively  at  40th  and  State  Line,  48th  and 
Troost,  and  at  59th  and  Swope  Parkway  will  then  be 
discontinued.  Automatic  equipment  will  be  installed  at 
Tenth  and  Scott  Street.  Kansas  City,  Kan.,  replacing  that 
in  the  substation  eliminated  at  59th  Street  and  Swope 
Parkway. 

The  approximate  cost  of  the  above  changes,  including 
land,  buildings,  disconnecting  machines,  drayage,  instal- 
ling machines  at  new  locations,  feeder  and  transmission 
changes  and  necessary  new  equipment  is  estimated  at 
nearly  $157,000.  The  work  which  is  now  in  progress, 
which  will  be  completed  within  a  short  time,  will  cost 
approximately  $85,000.  It  is  hoped  that  the  ultimate 
plan  will  be  completed  before  the  end  of  1932. 

The  advantages  of  the  ultimate  plans  are : 

1.  There  will  be  better  car  operating  conditions. 
Reduced  voltage  will  be  furnished  in  the  downtown  area, 


Present 

Ultima 

0 
»3,574 
19.300 

■  7,972 

$1,769 
3,300 

1 1,400 
4.328 
1.143 
4,632 

$31,046 
$26,572 

$26,572 

Annual  savingB. 

Table  III- 


s^.^y* 


Estimate  of  Annual  Saving  Under  First  Step 
of  Power  Distribution  Plan 


New  equipment,  1 0  per  cent 

Buildings,  1 0  per  cent 

Attendance 

A-c.  cable  and  ducts,  9  per  cent. 

D-c.  feeders,  9^  percent 

Feeder  losses 


Present 

First  Step 

0 
$1,316 
10,000 

$1,440 

"4,i08 

2,671 

$15,424 
12,069 

$12,069 

Annual  savings. 


$3,355 


so  that  the  current  demand  per  car  will  decrease,  result- 
ing in  smoother  acceleration  and  less  car  resistance  loss. 
In  the  important  outlying  districts  there  will  be  higher 
line  voltage,  which  will  give  faster  accelerating  rates  and 
higher  possible  schedule  speeds. 

2.  With  automatic  feeder  breakers  tied  in  to  the  im- 
portant trolley  sections  the  copj>er  losses  will  be  reduced 
from  one-half  to  three  quarters  of  their  present  values. 
The  voltage  drop  curve  along  the  trolley  will  be  similar 
to  a  catenary  instead  of  a  straight  line. 

3.  With  the  substations  transferring  current  through 
the  automatic  feeder  breakers,  the  peak  loads  of  short 
duration  that  occur  as  the  load  moves  past  a  station  will 
be  smoothed  out,  giving  lower  maximum  currents  ex- 
tended over  longer  periods,  thereby  giving  more  uniform 
load  factors  and  more  reserve  capacity  in  the  major 
stations, 

4.  Building  maintenance  will  be  materially  reduced 
with  two  less  stations. 

5.  The  number  of  operators  required  will  be  reduced 
by  four. 

An  estimate  of  the  annual  charges  on  the  affected  sta- 
tions under  the  ultimate  plan  indicates  a  saving  of 
$4,474.     This  is  derived  as  shown  in  Table  II. 

The  energy  savings  are  only  those  which  will  accrue  in 
the  feeders  due  to  shorter  feeding  distances,  to  heavy 
loads  and  the  installation  of  automatic  feeder  breakers. 
Intangible  savings,  such  as  those  due  to  reduced  voltage 
in  the  downtown  area  and  more  uniform  station  loading, 
are  not  shown. 

Under  the  first  step  of  the  ultimate  plan,  the  annual 
charges  on  the  affected  stations  will  be  $3,355.  Details 
of  the  estimate  are  given  in  Table  III. 


Main  floor  line; 


Wi'.r- 


^--v,-:.-*,  >...;:»,.■. 


■■«KiW':??:**K; 


'^Floof  drain. 


*iVfVi- 


Blcfg.^ 
lint' 

^    9- 


^■T  slope 


.-Mem brant  waterproofing 

1 »;./:. I, .■■■:!v,.....v-,-.«.  .1         J,      ^Street  Itvl 


Properly 
..^Jlihe 


S±- 


'^■ 


iS3S 


Manhali  -  '\\ 


Similar  \ 

tunnel  topple 

opposite  side  18' 4" - ^-°-' ^^ndvit::'..^ 


'     I  I      2" slope floor  ctrain-,. 


6'slab- 


Power  transmission  leads  will  be  carried  under  the  street  surface  at  the  new  substation 


Electric  Railway  Journal — Vol.75, No.9 
468 


Broad  FlELD  OF  USE 


for  the 


Trolley  Bus 


To  show  the  field  for  the  trolley  bus  the 

author  has  analyzed  figures  on  costs  in  a 

paper,  presented  before  the  Midwest  Elertric 

Railway  Association 


By 

CHARLES  GUERNSEY 

Chief    Automotive    Engineer 
J.  G.  Brill  Company 


PERHAPS  no  American  industry  has  been  forced 
to  make  such  a  rapid  change  of  conditions  as  trans- 
portation has  in  the  past  fifteen  years.  The  general 
use  of  the  private  automobile,  with  the  concurrent  build- 
ing of  improved  streets  and  highways,  and  the  resultant 
increase  in  speed  and  density  of  street  traffic,  has  had 
a  serious  effect  on  public  transportation.  And  appar- 
ently this  transition  is  not  yet  complete.  To  meet  these 
changing  conditions,  it  is  necessary  that  the  electric 
railways  make  the  best  possible  use  of  the  various  means 
of  transportation  which  are  available,  including  rapid 
transit,  the  surface  car,  trolley  bus  and  gasoline  bus. 
each  in  its  proper  field. 

The  trolley  bus  of  current  type  is  a  comparatively 
recent  development,  which  seems  to  have  a  distinct  and 
broad  field  between  the  trolley  car  and  the  gasoline  bus. 
In  its  proper  sphere  it  can  serve  the  needs  of  a  com- 
munity better  and  at  less  cost  to  the  operating  company 
than  any  other  vehicle. 

Various  authorities  have  defined  the  field  for  the 
trolley  bus  as  being  limited  to  a  minimum  of  about  one- 
minute  headway  during  rush  hours  and  a  maximum  of 
about  a  twenty-minute  headway  in  off-peak  hours.  With 
the  40-passenger  type  now  generally  used,  this  means 

Table  I — Direct  Operating  Costs,  in  Cents  Per  Mile 

40-Pa88.  40-Pa8s.  30-Pae9.  JO-Pass. 

Trolley  Gasoline  Trolley  Gasoline 

Bus  Bus  Bus  Bus 

v\ ages  of  operator 5.70  6.55  5.70  6.55 

Power  or  fuel,  including  gaso- 

/  line  tax  and  engine  oil 2.40  4.70  1.80  3.60 

Maintenance  of  way .........            .70  .70 

Maintenance  of  equipment.  . .          5.60  6.80  4.40  6  20 

Garage 1.20  1.60  1.10  1.50 

Other  transportation 1 .  20  1 .  20  1.20  I   20 

General  and  miscellaneous,  in- 
cluding taxes 3.90  4.20  3,70  4.00 

ToUl 20.70  25.05  18.60  23.05 


470 
400 
380 
360 
340 


I  370 

q300 
i»- 

°780 

"5 

o760 


^740 

I- 

•5  770 

u 

"700 


S.180 
+- 

o  160 

_) 

6  140 

o 

~  170 


too 


80 


60 


40 


1 

, 

1 

I 

1 

I 

, 

1 

R 

i 

1 

1 

\ 

1 

1 

A 

^-  40-passenger  gasoline  bus 

1 

\ 

^^^SO-passenger  gasoline  bus 

1 

N 

^  S  ^40'passenger  irolley  bus 

\ 

S.    ^'iii^-SO-passengerirolley bus 

^ 

=^ 

^V 

^^ 

^^i* 

^ 

' 

8      10      17      14      16      18    70 
Boise  Headway  in  Minu+es 


27     24     76     -28 


Fig.    1 — Comparative  total  operating  costs  per  year  for  30  and 
40-pa$senger  trolley  and  gasoline  buses,  for  various  headways 

a  maximum  of  4.500  passengers  per  hour  and  a  min- 
imum of  about  100  passengers  per  hour  on  base  sched- 
ules. With  the  30-passenger  vehicles  the  same  head- 
way can  be  maintained  at  lower  cost,  and  if  a  larger 
vehicle  could  be  developed  a  higher  peak  load  could  be 
handled  on  the  same  headway. 

To  show  the  cost  for  operating  trolley  and  gasoline 
buses  under  varying  conditions,  two  tables  and  three  sets 
of  curves  are  presented.  Table  I  gives  the  direct  oper- 
ating costs  in  cents  per  mile  for  trolley  and  gasoline 
buses  of  the  40  and  30-passenger  types.  These  figures 
show  that  the  larger  size  trolley  bus  can  be  operated 
for  4.35  cents  per  mile  less  than  the  gasoline  bus,  while 
the  smaller  capacity  trolley  bus  can  be  operated  for  4.45 
cents  less  than  the  gasoline  bus  of  corresponding  size. 

Table  II  analyzes  all  the  costs  in  operating  a  typical 
10-mile  line  (round  trip)  with  the  four  mentioned  types 
of  vehicles.  The  light  traffic  figures,  for  a  peak  load 
of  600  passengers,  are  based  on  the  assumption  that 
peak  service  is  not  appreciably  greater  than  base  service. 
The  figures  for  heavy  traffic,  on  the  other  hand,  are  for 
a  peak  service  which,  in  proportion  to  the  base  service, 
is  comparatively  heavy.  For  the  light  traffic  conditions, 
the  trolley  buses  have  a  considerably  less  cost  per  mile 
and  per  seat-mile  than  the  corresponding  sizes  of  gaso- 
line buses.  For  the  heavy  traffic  service  the  trolley 
bus  figures  are  even  more  favorable. 


Electric  Railway  Journal — September,  1931 
469 


Table  II — Operating  Costs,   10-Mile  Line   (Round  Trip)  with  30  and  40-Passenger  Trolley  Buses  and  Gas  Buses 

(Figures   based  on   four  peak  and   fourteen  base  hours   for   300   days  and   eigrhteen   base   hours   for   65   days. 
Also  eight  stops  per  mile  on  peak  schedule  and  six  on  base.) 


Maximum  passenger  capacity  per  vehicle. 

Peak  headway,  in  minutes 

Peak  schedule  time,  in  minutes 

Vehicles  required  during  peak  hours 

Base  headway,  in  minutes 

Base  schedule  time,  in  minutes 

Vehicles  required  during  base  hours 

Vehicle-miles  per  year—  Peak 

—Base 

—Total 

Operating  cosi  per  mile,  in  cents 

Annual  operating  cost 

Investment — Line 

— Substation 

— Vehicles  (10  per  cent  spares) . 


-Total $182,250 


Depreciation — Line  and  substation  ( 20  years) . 

— Trolley  bus  ( 1 0  years) . . 

■ — GasoUne  bus  (7  years). . 

—Total 

Interest  on  half  amount,  at  6  per  cent. 

Fixed  charges 

Total  annual  costs 

Total  cost  per  mile,  in  cents 

Total  cost  per  seat-mile,  in  cents 


—Light  Traffic,  Peak  Load  of  600  PassenKere^ 

—Heavy  Traffic.  Peak  Load  of  2,400  PasseoRers- 

40-Pa88. 

40-Pa88. 

30-Pa88. 

30-Pas8. 

40-Pas«. 

40-Pass. 

30-Pa8s. 

30-PaB8. 

Trolley 

Gasollae 

Trolley 

Gasoline 

Trolley 

Gasoline 

Trolley 

Gasoline 

Bus 

Bua 

Bus 

Bus 

Bus 

Bus 

Bus 

Bus 

80 

80 

60 

60 

80 

80 

60 

60 

7.50 

7.80 

5.70 

5.67 

2.02 

2.01 

1.50 

1.48 

52.5 

62.5 

57.0 

62.5 

52.5 

62.5 

57.0 

62.5 

7 

8 

10 

II 

26 

31 

38 

42 

12.0 

13.5 

12.0 

13.5 

4.8 

4.9 

4.8 

4.9 

48 

54 

48 

54 

48 

54 

48 

54 

4 

4 

4 

4 

10 

11 

10 

11 

100.500 

96,000 

132,000 

1  32.000 

375,000 

372.000 

501,500 

505,000 

250,800 

214,800 

236.000 

214.800 

697,000 

680.000 

697,000 

680,000 

351.300 

310,800 

368.000 

346.800 

1,072.000 

1,052,000 

1.198.500 

1,185,000 

20.70 

25.05 

18.60 

23.05 

20.70 

25.05 

18.60 

23.05 

$72,500 

$77,700 

$68,400 

$80,000 

$218,500 

$264,000 

$222,000 

$272,500 

70,000 

70.000 

70,000 

70.000 

12,250 

12.500 

45.500 

47,500 

100,000 

99,000 

99,000 

102,000 

350.000 

374,000 

378,000 

382,500 

$182,250 

$99,000 

$181,500 

$102,000 

$465,500 

$374,000 

$495,500 

$382,500 

4,112 

4,125 

5.775 

5,875 

10,000 

9,900 

35.000 

37.800 

14,150 

14,580 

53,430 

54,640 

$14,112 

$14,150 

$14,025 

$14,580 

$40,775 

$53,430 

$43,675 

$54,640 

5,467 

2,970 

5,445 

3,060 

13.965 

11,220 

14.880 

11,460 

19,579 

17.120 

19.470 

17.640 

54.740 

64,650 

58.555 

66,100 

92,079 

94,820 

87.870 

97.640 

273.240 

328,650 

280.555 

338.600 

26.2 

30.5 

23.9 

28.3 

25.4 

31.2 

23.5 

28.6 

0.658 

0.764 

0.797 

0.945 

0.637 

0.780 

0.785 

0.955 

The  curves  in  Fig.  1  show  total  annual  operating 
costs,  plotted  against  various  base  headways.  They 
indicate  that  the  cost  of  operating  the  30  and  40-pas- 
senger  trolley  buses  in  this  service  over  a  wide  range 
of  headways,  varies  only  slightly,  with  a  small  advantage 
in  favor  of  the  larger  vehicle.  By  using  enough  30- 
passenger  vehicles  to  maintain  the  desired  minimum 
headway  and  larger  vehicles  for  additional  service  dur- 
ing peak  hours,  the  operating  costs  can  be  still  further 

31 

30 

+ 

V 

L. 

a 

-t- 
tf) 

074 
i_i  '^ 

73 

■22 
1     A 


"^ 

- 

U^^er  qa'so 

ine 

\us 

t^ 

^ 

.(X"- 

•?o-f 

.CT55< 

!22fL 

gasolin 

?  bus 

- 

^ 

^ 

=»— 

Nivj 

'"i- 

^ 

— 

— 1 

.fl'^- 

t^ 

C^ 

^ 

^ 

— 

^ 

^ 

S0. 

\^ 

o/W 

30 

■^ 

^ 

^ 

8      10     n     14     16      18     20     n 
Base  Headway  in  Minu+es 


24     26    28 


Fig.  2 — On  base  headways  of  3  to  27  minutes  the  costs  per  mile 
for  trolley  buses  are  lower  than  those  for  gasoline  buses 

reduced.  While  the  gasoline  bus  is  cheaper  on  over-all 
costs  on  the  longest  headway  taken,  the  comparison  is 
made  with  a  definite  minimum  number  of  vehicles, 
rather  than  with  a  definite  headway  or  mileage,  and 
where  the  gasoline  bus  operates  the  same  number  of 
miles  per  year  as  the  trolley  bus,  the  cost  would  then 
be  higher.  This  is  brought  out  in  the  curves  of  Fig.  2, 
showing  the  cost  per  mile  for  various  headways.  If  the 
curves  showing  cost  per  mile  of  40-passenger  gasoline 
buses  and  trolley  buses  are  projected  until  they  meet, 
it  indicates  that  under  these  conditions  the  trolley  bus 
can  operate  at  a  lesser  cost  per  mile  on  a  base  headway 
of-  about  40  minutes  or  less. 

Line  and  substation  costs  are  included  at  replacement 
values  in  the  figures  used  for  the  curve.  If  substations 
are  already  in  service,  or  if  installation  involves  only  the 
adding  of  a  second  wire  to  an  existing  trolley  car 
overhead,  then  the  cost  for  installation  of  line  would 


be  materially  reduced,  reacting  to  the  benefit  of  the 
trolley  bus.  The  curves  in  Fig.  3  show  the  cost  per 
seat-mile  for  headways  varying  from  3  to  24  minutes. 
Throughout  this  range  the  trolley  bus  costs  are  con- 
siderably  under  those   for  the  gasoline  bus. 

On  lines  which  maintain  a  base  service  which  is  not 
a  great  deal  under  the  i^eak  service,  the  30-passenger 
trolley  bus  would  have  several  advantages.  It  can  be 
operated  at  a  lower  cost  than  the  other  vehicle  and  in 
addition  maintain  a  shorter  headway  during  peak  hours. 
However,  on  a  longer  headway  the  30-passenger  gaso- 
line bus  becomes  cheaper  per  year  although  still  costing 
more  per  mile  than  the  trolley  bus.  Under  these  con- 
ditions the  trolley  bus  seems  to  be  cheaper  until  the 
base  headway  of  approximately  34  to  35  minutes  is 
reached.  Again,  due  to  peak  service,  the  average  head- 
way at  the  critical  point  is  less. 


2       4       6        8       10      12      14      16      18     20     22     24 
Base  HeoidwCTy  in  Mlnu+e* 

Fig.  3 — Unless  service  is  quite  infrequent,  the  cost  per  seat-mile 
for  trolley  buses  is  less  than  for  gasoline  buses 

These  costs  are  based  on  frequent  stop  service.  Where 
the  distance  between  stops  is  greater,  allowing  the  gaso- 
line bus  to  take  advantage  of  its  higher  free  running 
speed,  conditions  undoubtedly  would  be  more  in  favor 
of  the  gasoline  bus.  In  general,  the  trolley  bus  seems 
to  be  cheaper  than  the  gasoline  bus  for  frequent  stop 
service  for  mean  headways  less  than  20  to  30  minutes, 
depending  on  conditions.  Much  greater  frequency  than 
20  to  30  minutes  headway  must  be  maintained  to  hold 
city  service  traffic,  so  the  gasoline  bus  seems  to  be 
limited  to  the  boulevard,  suburban  and  interurban 
operation.  On  close  headways,  the  rail  car  can  un- 
doubtedly handle  traffic  at  lower  cost  than  the  trolley 
bus,  if  the  track  and  other  facilities  are  in  existence. 


Electric  Railway  Journal — Vol.75,  No.9 
470 


Riding  Increased 


Installation  of  weekly  pass  co- 
incident with  increase  in  cash  and 
token  rate  satisfy  company  and 
public.  Subsequent  experiments 
with  passes  and  transfers  bring 
new  business.  Simplicity  in  col- 
lection aids  increased  speed 


in  Milwaukee  by 

Weekly  Pass  and  Fare 


Experiment 


FAVORABLE  reception  of  the  weekly  pass  by 
Milwaukee's  riding  public  is  attested  by  an  in- 
creased volume  of  riding.  The  new  fare  structure, 
inaugurated  by  the  Milwaukee  Electric  Railway  &  Light 
Company  on  May  4.  1930,  which  provides  for  a  10-cent 
cash  fare,  six  tickets  for  50  cents  (8;^-cent  rate)  and 
a  $1  weekly  pass,  has  been  beneficial  to  revenue,  stim- 
ulated short-haul  riding  and  improved  the  system  load 
factor.  In  addition  to  this  new  basic  fare  structure, 
various  special  pass  rates  tried  for  limited  periods, 
usually  seasonal  in  character,  have  attracted  new  riders 
and  more  revenue. 

Prior  to  the  installation  of  the  present  fares,  the 
rates  were  7  cents  cash  and  eight  tickets  for  50  cents 
within  the  "single-fare"  area,  having  a  radius  of  approx- 
imately 4  miles  of  downtown  Milwaukee.  In  the  out- 
lying districts,  a  zone  system  prevailed,  the  zones  being 
approximately  1  mile,  with  a  cash  fare  of  3  cents  per 
zone  and  25  tickets  for  50  cents.  A  person  riding  from 
the  single-fare  area  into  the  suburban  or  zone  area 
would  pay  the  basic  fare,  plus  a  fare  for  each  zone 
through  which  he  rode. 

The  railroad  commission's  order  changing  the  fare 
structure  at  the  same  time  extended  the  radius  of  the 
single-fare  area  to  approximately  5^  miles  from  down- 
town Milwaukee,  and  set  the  zone  rate  at  3  cents  cash, 
or  twenty  tickets  for  50  cents.  There  was  a  weekly 
pass  selling  at  $1.75,  good  in  the  single-fare  and  sub- 
urban area.  As  a  consequence,  although  there  was  some 
increase  in  the  zone  ticket  rate,  a  very  large  part  of 
the  suburban  or  zone  revenue  was  wiped  out  by  the 
enlargement  of  the  single-fare  area.  This  lost  revenue, 
amounting  to  something  in  excess  of  $300,000  annually, 
must  be  made  up  by  the  new  rates  before  the  company 
breaks  even  in  total  operating  revenues. 

The  commission's  order  made  public  on  the  evening 
of  May  1,  1930,  said  that  all  tickets  sold  at  the  old  rate 
until  the  order  became  effective  Sunday  morning.  May  4, 
would  be  valid  for  transportation.  Obviously,  during 
Friday  and  Saturday  preceding  the  effective  date  of  the 
order  there  was  a  great  rush  for  these  "bargain  tickets," 
and  at  least  $150,000  worth  were  sold.  For  several 
months  they  kept  coming  into  the  fare  boxes,  and  even 


as  late  as  August,  1930,  about  10  per  cent  of  all  the 
tickets  lifted  were  purchased  at  the  old  rate  of  eight  for 
50  cents.  As  it  worked  out,  however,  this  bargain  .sale 
of  tickets  was  an  advantage  because  in  the  public  mind 
it  took  off  the  edge  of  an  increase  in  fare  to  those  people 
who  could  not  possibly  use  the  weekly  pass. 

Due  to  these  rather  unusual  features  of  fare  adjust- 
ment, complications  in  revenue  accounting  made  it  im- 
possible to  get  a  direct  measure  of  the  financial  effect 
of  the  new  fare  structure  in  its  beginning.  If  all  the 
tickets  lifted  subsequent  to  the  change  had  been  of  the 
8j-cent  value,  the  company  would  have  experienced 
quite  a  material  increase  in  revenues,  even  after  making 
up  the  loss  due  to  the  elimination  of  suburban  fares. 
In  addition,  there  has  been  a  continued  increase  in  indus- 
trial layoffs  due  to  the  general  economic  depression,  so 
that  without  a  fare  adjustment  the  revenues  would  cer- 
tainly have  been  less  than  they  were  in  comparative 
periods  of  the  preceding  years.  Actually,  the  revenues 
have  held  on  an  even  keel. 

The  volume  of  riding,  however,  can  be  determined 
rather  definitely.  All  figures  indicate  increased  patron- 
age compared  with  1929.  Within  a  few  months  the 
number  of  passengers  carried  increased  about  30,000 
per  day.  In  the  second  week  of  June,  1930,  the  sale 
of  passes  amounted  to  80,658.  In  the  third  week  of 
August  of  the  same  year,  71,000  were  sold.  This  de- 
crease was  purely  seasonal.  However,  the  sales  picked 
up  in  the  early  fall  and  during  the  second  week  of 
March,  1931,  a  top  sale  of  88,337  passes  was  attained. 

From  periodical  checks  of  the  riding,  it  was  deter- 
mined that  those  people  who  previously  used  tickets  or 
cash,  and  who  were  now  buying  weekly  passes,  formerly 
rode  sixteen  times  per  week.  Further  checks  have  in- 
dicated that  the  present  use  of  the  pass  is  about  31  rides 
per  week,  or,  after  making  adjustments  for  transfer 
from  car  to  car,  22  origin-to-destination  rides  per  week. 
Thus,  the  riding  of  each  passholder  has  been  stimulated 
to  the  extent  of  six  rides,  and  a  passholder's  average  fare 


Electric  Railway  Journal — September,  1931 
471 


is  about  4^  cents.  This  additional  riding  is  ])ractically 
all  off-peak,  as  there  has  been  no  increase  in  peak  riding. 
There  has  been  a  definite  tendency  for  people  who 
previously  stayed  downtown  at  noon  to  go  home  to 
lunch,  and  there  has  been  a  noticeable  increase  in  short- 
haul  riding.  The  distribution  of  revenue  at  present  is 
approximately  28  per  cent  cash,  22  per  cent  tick^,  and 
50  per  cent  pass.  The  distribution  of  riding  is  approx- 
imately 16  per  cent  cash,  17  per  cent  ticket  and  67  per 
cent  pass.  Cash  fares  have  held  up  remarkably  well  and 
better  than  was  expected. 

Passes  are  good  from  5  o'clock  Sunday  morning  to 
the  same  time  on  the  following  Sunday.  They  are  on 
sale  on  the  cars  from  the  preceding  Saturday  until 
Tuesday  night.  For  the  remainder  of  the  week,  passes 
may  be  purchased  at  the  company's  ticket  offices.  The 
majority  of  passes  are  sold  on  Sunday,  the  lightest  traffic 
day.  Monda}"  sales  are  the  next  highest,  but  they  have 
not  slowed  down  the  schedules.  Between  2  and  3  per 
cent  of  the  weekly  passes  are  sold  on  Saturday  and  the 
sales  after  Monday  are  approximately  the  same  per- 
centage of  the  week's  total.  With  the  pass  priced  con- 
veniently at  $1.  and  with  a  large  volume  of  sales  before 
Monday  morning,  there  is  practically  no  interference  or 
congestion  on  the  early  Monday  morning  trips.  The 
pass  is  transferable  and  unlimited  as  to  quantity  of  riding 
during  the  week. 

Pass  Aids  Speed  in  Operation 

The  extensive  use  of  the  weekly  pass  on  the  system 
has  definitely  contributed  to  an  increase  of  operating 
speed.  Although  not  entirely  attributable  to  the  new 
fare  structure,  inasmuch  as  the  company  has  made  par- 
ticular efforts  to  speed  up  its  service,  the  simplicity  of 
the  new  fares  has  had  a  great  deal  to  do  with  making 
this  increase  in  speed  possible.  For  the  first  six  months 
of  1930,  the  average  speed,  as  shown  in  the  table,  was 
9.33  m.p.h.  against  9.70  m.p.h.  this  year.  Further,  there 
has  been  a  decrease  of  1.3  per  cent  in  car-miles  and  5.1 
per  cent  in  car-hours,  notwithstanding  the  appreciable 
increase  in  riding. 

It  is  interesting  to  note  in  this  connection  that,  due 
to  industrial  conditions,  there  has  been  quite  a  material 
decrease  in  peak-hour  riding  across  the  maximum  load 
points.  Generally,  also,  there  has  been  some  increase 
in  riding  across  the  maximum-load  points  during  the 
off-peak  hours,  but  not  enough  to  offset  the  decreases 
in  the  peaks.  In  other  words,  while  there  is  a  better 
distribution  of  riding  across  the  maximum-load  points, 
the  whole  volume  is  less  than  it  was  a  year  ago.  Not- 
withstanding this,  there  is  actually  more  riding  on  the 
system  as  a  whole  than  there  was  last  year.  This  ap- 
l^arent  paradox  is  undoubtedly  due  to  the  short-haul 
riding,  either  downtown  or  in  the  outlying  districts, 
stimulated  by  the  weekly  pass.  The  desirable  effect  of 
all  this  upon  the  load  factor  of  the  railway  system  can 
be  readily  appreciated. 

Additional  Fare  Experiments  to  Provide  for 
Seasonal  Traffic 

In  addition  to  the  basic  weekly  pass,  the  Milwaukee 
Electric  Railway  &  Light  Company  has  experimented 
with  less  expensive  limited-use  passes.  These,  in  gen- 
eral, have  been  seasonal  in  character,  and  designed  to 
increase  off-peak  riding.  During  the  Christmas  holiday 
season  a  75-cent  limited  pass  was  sold.  Later,  holders 
of  regular  weekly  passes  were  permitted  to  carry  two 


A  Speed  Increase  in  Milwaukee  Follows  Use  of  Pass 

Car-Miles 
Period  Car-Miles     Car-Hours    per  Car-Hour 

Jan.-June,  1931    12,172,707        1,2.55,295  9.70 

Jan.-June,    1930     12,332,170        1,322,796  9.33 

children  of  half-fare  age  free  on  Sundays.  In  addition^ 
a  75-cent  shopper-theater  pass  was  instituted. 

The  off-peak  pass  was  introduced  temporarily  to  de- 
termine how  popular  such  a  plan  would  be.  It  was  not 
advertised  as  »  trial  installation  but  as  a  special  Christ- 
mas shopper's  pass  designed  to  relieve  rush-hour  con- 
gestion and  to  stimulate  holiday  trade.  It  was  in  effect 
from  Nov.  30,  1930,  to  Jan.  3,  1931,  inclusive,  a  period 
of  five  weeks.  On  week  days,  the  pass  was  good  ex- 
cept from  5  a.m.  to  9  a.m.,  and  from  4  p.m.  to  7  p.m. 
On  Saturdays,  it  was  good  at  all  times  except  between' 
5  a.m.  and  9  a.m.  On  Sundays  and  holidays  there  was 
no  time  limitation.  In  order  to  avoid  disputes  a  tolerance 
of  20  minutes  was  allowed,  although,  of  course,  no  public 
announcement  of  this  was  made.  The  disputes  were 
surprisingly  few. 

Approximately  3,000  Christmas  shopper's  passes  were 
sold  each  week,  as  compared  with  about  85,000  of  the 
$1  or  unlimited  passes.  Peculiarly,  during  the  first  week 
in  which  the  75-cent  passes  were  sold  there  was  a  very 
marked  increase  in  the  number  of  $1  pass  sales. 
Whether  this  was  merely  seasonal  or  not  it  was  difficult 
to  determine  exactly,  but  it  was  believed  that  the  publicity 
with  respect  to  the  off-peak  pass  stimulated  in  some 
measure  the  sales  of  the  unlimited  passes.  Several 
comments  were  received  to  the  effect  that  persons  would 
as  soon  pay  the  extra  25  cents  for  the  privilege  of  riding 
at  all  hours.  Incidentally,  the  off-peak  pass  was  instru- 
mental in  developing  considerable  good  will,  although 
apparently  the  difference  in  price  between  the  limited 
and  unlimited  pass  was  not  sufficient  to  create  a  large 
demand  for  the  former. 

Beginning  on  Feb.  1,  1931,  a  plan  was  in  effect  for 
two  months  on  the  Racine  and  Kenosha  systems,  as  well 
as  on  the  Milwaukee  system,  of  permitting  passholders 
to  carry  two  children  of  half- fare  age  free  on  Sundays. 
If  a  child  presented  a  pass,  he  was  permitted  to  carry 
two  additional  children.  Checks  made  indicated  that 
between  28,000  and  30,000  children  were  taking  ad- 
vantage of  these  free  Sunday  rides.  In  developing 
the  idea,  it  was  believed  that  it  might  have  some  publicity 
and  good  will  value  and  that  it  might  directly  or  in- 
directly be  responsible  for  the  sale  of  some  additional 
weekly  passes. 

Simplified  Transfers  Used 
On  April  12,  1931,  the  company  inaugurated  a  new 
simplified  transfer  for  a  three-month  trial,  with  all 
restrictions  removed  except  time.  In  other  words, 
transfers  are  now  good  in  any  direction  without  regard 
to  originating  line,  and  passengers  may  board  at  any 
point  instead  of  only  at  transfer  points  as  heretofore. 
Transfers  are  punched  for  a  time  allowance  of  not  less 
than  one  hour  or  not  more  than  1^  hours.  The  plan 
is  to  simplify  the  rather  complicated  transfer  arrange- 
ments which  were  in  effect  and  cause  as  little  annoyance 
as  possible  to  the  passenger,  so  that  the  trainmen  could 
be  more  strict  in  refusing  transfers  upon  which  the 
time  limit  had  expired.  It  was  believed  better  to  have 
a  simple  transfer  about  which  disputes  could  not  easily 
arise  than  to  have  a  transfer  with  complicated  rules 
which  neither  passenger  nor  operator  could  comprehend. 
In  addition  to  simplification,  the  transfer  partially 
accomplishes  the  desired  effect  of  giving  a  lower  rate 


Electric  Railway  Journal — Vol.75,  No.9 
472 


of  fare  to  the  short-haul  rider.  A  long-haul  rider  cannot 
use  the  transfer  and  have  much  time  left  for  shopping 
or  errands,  whereas  a  short-haul  rider  would  have  con- 
siderable spare  time.  It  was  hoped  that  whatever  loss 
in  revenues  there  might  be  as  a  result  of  this  new  trans- 
fer would  be  at  least  offset  by  the  riding  stimulated,  and 
that  there  might  be  experienced  an  actual  gain  in 
revenue.  There  is  no  reason  to  believe  that  the  new 
transfer  has  not  been  successful,  although  not  enough 
time  has  elapsed  to  determine  results  definitely.  Conse- 
quently permission  has  been  obtained   from  the    i^ublic 


Beginning  on  June  22,  1931,  a  special  50-cent  inter- 
urban  summer  night  pass  was  inaugurated.  This  pass 
is  good  for  one  night  after  6  p.m.  to  any  point  on  the 
interurban  system,  not  only  for  a  round  trip  but  includ- 
ing stopover  privileges.  The  summer  night  pass  gives 
the  holder  full  use  of  the  interurban  system  for  one 
evening  for  50  cents.  The  pass  can  be  purchased  any 
evening  from  Monday  to  Friday  inclusive.  The  philos- 
ophy here  was  that  the  evening  riding  on  the  interurban 
was  so  small  that  there  was  practically  no  revenue  to 
be  lost  by  such  a  pass.     Before  the  pass  was  introduced. 


••"J- "»^s"    f .  1     '   '-7;. 


Th*  MttwaiAM  ttoctric  RBlltmy  and  Ll|ht  Ca 
•i.O«  WBKH1.V  PASS 

*       Withui  Ihr  S-nsk  Fue  Are* 


APRI119  T 


©    22683  A     s-„f^..--;  «t?<^ 


--^ 


Th«    Mllwauka*  ElKtalc   ll«ll««v 
and  Light  Csmpany 

$1.00  WEEKLY  PASS 

Within  th«  S<ng)e  Fari  Arw  Only 
t.w-1  r,.,.u  s.-w  A.  M.  Su>«,  ...HI 

S^W    A.  M.    .U    Mt-raii    Uw,^ 
tt-H  Cw4  Da  WIl  Mmu(  •■•  Lton 

0443A     ^?<£^ 


All  the  weekly  and  the  shopper-theater  passes  are  printed  in  lively  colors 
with  designs  that  change  each  week 


Service    Commission     for    an    additional    three-month 
trial  in  order  to  study  it  further. 

On  May  17,  1931,  a  75-cent  pass  was  again  put  into 
effect,  this  time  being  designated  as  a  shopper-theater 
pass.  The  same  governing  rules  were  followed  as  with 
the  Christmas  shoppers'  pass,  except  that  two  children 
of  half-fare  age  were  allowed  to  ride  free  on  Sundays 
along  with  the  bearer.  The  time  limit  on  this  experi- 
ment expired  on  June  27  but  was  extended  to  Sept.  5, 
with  the  additional  privilege  that  two  children  of  half- 
fare  age  may  ride  with  the  holder  at  any  time  when  the 
pass  is  good.  The  reason  behind  this  was  that  many 
women  of  moderate  circumstances  in  Milwaukee  have 
small  children  and  cannot  afford  to  employ  help  to  take 
care  of  the  children,  so  they  must  either  stay  at  home  or 
take  the  children  with  them.  If  the  regular  fare  were  paid 
for  two  children  as  well  as  for  the  mother,  it  would 
make  the  cost  too  great  to  allow  many  street  car  rides. 
This  new  additional  privilege  on  the  off-peak  pass  would 
permit  women  to  take  children  visiting  or  to  the  parks 
and,  together  with  the  $1  weekly  pass,  it  would  in  effect 
provide  low-cost  family  transportation.  Sales  of  the 
shopj3er-theater  pass  averaged  about  1 ,800  up  to  the  time 
the  privilege  of  two  children  was  added,  and  in  the  first 
week  after  the  additional  privilege  was  allowed,  the 
sales  went  to  about  2.200,  with  further  increases  as  the 
•plan  became  better  known. 


the  interurban  lines  carried  between  600  and  900  pas- 
sengers after  6  p.m.  from  Monday  to  Friday  of  each 
week.  After  the  pass  was  effective,  the  riding  during 
the  same  periods  reached  2,000  per  day.  Between  600 
and  1,000  passes  were  sold  daily,  depending  on  the 
weather.  Of  the  total  riders  after  6  p.m.  on  these  days, 
between  500  and  800  continued  to  pay  the  regular  fare. 

The  50-cent  summer  night  pass  was  to  have  expired 
on  July  31,  but  was  extended  to  Sept.  4.  A  special 
children's  pass  effective  for  the  same  period  and  with 
the  same  privilege,  is  being  sold  for  25  cents.  These 
special  summer  night  passes  ga^e  the  company  an  oppor- 
tunity to  display  its  wares  to  get  a  large  number  of 
people  on  the  interurban  line  accustomed  to  riding  who 
otherwise  would  not  ride. 

Beginning  on  July  16,  1931,  and  effective  up  to 
Aug.  31,  a  15-cent  pass  known  as  the  "Pastime  Pass" 
was  made  effective  on  the  city  buses  of  the  company's 
de  luxe  bus  lines  operating  in  Milwaukee.  The  "Pastime 
Pass"  supplements  a  10-cent  cash  fare  and  is  good  for 
any  number  of  rides  after  6  p.m.  on  the  day  of  pur- 
chase. On  Sunday  it  is  good  all  day  and  is  sold  at  the 
same  rate.  This  pass  idea  has  proved  very  popular  and 
has  saved  money  for  anyone  riding  more  than  once 
during  the  evening.  Sales  are  in  the  order  of  500  per 
night  on  a  weekday  and  are  a  maximum  on  Sundays,  the 
peak  sale  being  slightly  more  than  2,000. 


Electric  Railway  Journal — September,  1931 
473 


Trend  of  REVENUES  and  EXPENSES 


Increase  Operating  Increase 

Operating  or  Expenses  or 

Revenue  Decrease  and  Taxes  Decrease 

%         Percent*  i  Per  Cent* 

Boston  Elevated  Kailwar.  Boston,  Mass. 

July,  1930 2,371,152  i.OI,  2,108,071  0.61 

Aug. 2,280,322  7.81  2,113,183  l.BS 

Sapt 2,470,918  S.78  2,091,718  0.52 

Oot. 2,811,399  4.0<  2,157,474  l.*9 

Not 2.579,899  lO.H  2,066,206  t.56 

Dm 2,850,330  8.tO  2,178,896  2.24 

Jan.,  1931 2,840,159  8.l,i  2,082,456  6.1S 

Feb 2,534,828  S.Si  1,952,032  5.gS 

Mar. 2,769,564  7.S0  2,019,081  j.9« 

Apr 2,616,188  7.00  1.909,176  7.84 

May 2,579,265  8.70  1,993,753  i.S6 

June 2,415,179  n.SH  2,073,560  7.04 

July 2,188,942  7.08  2,021,305  k.l2 

Brooklrn-Manhattan  Transit  System,  New  York,  N.  T. 

July,  1930 5,003,577  i.86  3,608,741  6.06 

Aug 4,727,623  l,.S9  3,558,841  6.64 

Sept 4,834,251  t.i9  3,453,431  i.-5« 

Oct 5,036,775  t.aS  3,572,553  i.ti 

Nov 4,769,083  i.S7  3,366.923  6.98 

Dec 5,065.484  t.S6  3,546,963  i.gS 

Jan.,  1931 4,852,706  5.\8  3,475,330  7.01 

Feb 4,453,655  S.79  3,159,903  5.9S 

Mar 5,028,562  t.B6  3,475,847  S.S7 

Apr 4,969,481  t.09  3,458.940  S.S^ 

May 5,056,779  S.Sl  3,438,037  i.r,t 

June. 4,983,112  1.71  3,466.384  S.i9 

July 4,841.635  S.Si  3,499,609  S.OS 

Brooklyn  &  Queens  Transit  System,  New  York,  N.  T. 

July,  1930 1,917,118  6.15  1,603,893  7.10 

Aug 1,827,238  6.45  1,595,256  7.11 

Sept 1,887,499  4.66  1,564,271  6.65 

Oct 1,922,388  6.80  1,597,166  S.SO 

Nov 1,820,498  5.65  1,522,735  7.68 

Dec 1,920,463  4.40  1,560,950  6.11 

Jan.,  1931 1.849,644  6.18  1,541,235  7.5« 

Feb 1,704,677  S.98  1,416,192  5.40 

Mar 1,941,078  1.98  1,602.862  e.66 

Apr. 1.911.878  l.M  1,592,919  S.ll 

May 1,980,118  1.50  1,585,293  1.85 

June 1,942,830  l.i9  1,609,335  0.34 

July 1,893,414  1.2!,  1,550,897  J.-34 

Capital  Traction  Company,  Washington,  D.  C. 

July,  1930 306,527  9.01  272,490  4-65 

Aug 314,513  H8  268,561  4.09 

Sept 327,713  7.06  268,066  1.61 

Oct 374,646  1.22  288,351  H8 

Nov 346,054  «.70  273,481  /.54 

Dec 369,885  1.77  274,221  i.n 

Jan.,  1931 347,491  8.06  280,514  S.SO 

Feb 312,815  5.47  252,080  5.6S 

Mar 344,191  t.65  270,962  S.86 

Apr 366,276  S.S9  273,436  5.«9 

May 362,502  l.«7  281,344  1.61 

June 351,017  3.05  276,751  1.84 

July 

Chicago  Surface  Lines,  Chicago,  III. 

July,  1930 4,535,460  10.05  3,807,075  7.10 

Aug 4,488,146  12.S0  3,796,705  S.OS 

Sept 4,568,564  9.50  3,789,472  4.4<' 

Oct 4,879,570  10.79  3,933,416  7.SS 

Nov 4,537,647  1*.4«  3,769,538  6.»« 

Dec 4,846,000  8.09  3,984,572  9.89 

Jan.,  1931 4,576,133  1«.65  3,825,964  5.S7 

Feb 4,234,704  10.90  3,665,038  6.04 

Mar 4,584,224  4.^5  4,287,237  5.Si 

Apr 4,759,624  4.46  4,092,047  0.36 

May 4,541,847  9.S8  3,802,582  4.61 

June 4,348,896  «.76  3,629,943  5.56 

July 4.093,702  9.74  3,579,566  5.98 

Department  of  Street  Railways,  Detroit,  MIeta. 

July,  1930 1,549,503  «7.41  1,452,871  14.*0 

Aug 1,516,209  t9.0t  1,426,941  16.67 

Sept 1,510,161  te.se  1,436,175  li.59 

Oct 1,579,476  £S.S4  1,458,238  14.91 

Nov 1,481,136  M.*5  1,333,571  1S.S8 

Dec 1,610,179  ti.59  1,440,503  «1.67 

Jan.,  1931 1,550,656  i8.5i  1,421,575  *0.95 

Fd) 1,431,468  «5.5«  1,323,683  1S.96 

Mar 1,696,308  16.58  1,415,021  18.68 

Apr. 1,605,536  19.51  1,368,187  tO.81 

May 1,531,767  M.l,e  1,306,654  1«.75 

June 1,416,647  i0.71  1,302,075  1*.«6 

July 1,256,741  18.89  1,243,831  14.M 

Eastern  Massachusetts  Street  Railway,  Boston,  Mass. 

July,  1930 617,220  10.11  461,048  7.«7 

Aug 624,332  9.4«  444,429  lO.SS 

Sept 612,237  7.12  448,470  0.88 

Oct. 623,872  8.i8  467,773  4.S« 

Not 590,856  10.90  449,032  1.60 

Dec 670,964  11.9S  516,913  1.71 

Jan.,  1931 700,961  7.6S  472,079  i.88 

Feb 639,344  6.68  434,904  i.8S 

Mar 685,614  S.6S  472,317  1.5* 

Apr 617,705  5.81  434,716  t.S9 

May 629,827  5.14  450,887  O.tS 

June 622,119  0.43  447,131  2.72 

July 602,832  i.3S  459,166  0.41 

'Decrease*  or  deficits  are  shown  by  italic  figvra. 


Increase 
Net  or 

Income  Decrease 
i*    Per  Cent* 


167,589 
874,78« 

59,«6S 
221,188 

71,150 
235,950 
314,067 
142,339 
309,212 
275,740 
143,804 

99,815 
?T1,777 


720,302 
465,144 
667,323 
758,817 
689,470 
814,788 
674,029 
583,468 
814,360 
804,235 
913.877 
870.919 
631,791 


203,433 
120,864 
213,728 
214,924 
187,822 
250,893 
197,355 
176,217 
227,472 
208,514 
286,334 
221,493 
227,012 


4,935 
16,103 
30,259 
58,638 
42,659 
67,651 
37,705 
30,521 
43,847 
65,123 
50,959 
45,841 


649,307 
680,219 
713,323 
799,118 
712,177 
767,348 
718,129 
601,726 
557,167 
675,629 
724,514 


469.94 

16S.79 

tOO.Sl 

Sl.iO 

77.85 

66.6i 

JO.  66 

4«.«7 

19.08 

11.45 

58.47 

169.79 

6^.2  J 


18.55 
H.91 
6.20 
2.78 
2.34 
2.04 
5.S0 
2.40 
4.1* 
0.25 
1.64 
12.12 
7.S1 


ilS 
8.15 
8.66 
7.74 
5.20 
6.06 
3.02 
2.58 
1.21 
6.86 
7.89 
IS. 98 
11.59 


7  8. IS 
2.62 
6.78 

17.56 

11.05 
0.61 
5.11 
l.«7 
i.OS 

12.93 
5.60 

12.14 


19.05 
15.8t 
18.94 
11.69 
80.77 
15.67 
tl.OO 
15.U 
15.05 
11.66 
12.88 


580,118       10.55 


il.S8S 

52,775 

61.711 

22,933 

4,890 

23,052 

12,759 

S8,S09 

133,347 

101,041 

75,494 

54,977 

144,118 


3,926 
28,399 
21,771 
15,811 
205 
20,841 
36,145 
33,058 
28,982 

9,906 
23,599 

5,090 
£4,418 


11S.66 

119. i« 

115. iO 

91.71 

98. H 

77.95 

91.44 

117.91 

ll.OS 

27.10 

69.04 

111.99 

24441 


9i.ge 

52.01 
70.76 
76.75 
97.68 
Si.Oi 
56.16 
50.86 
81.8S 
78.96 
58.14 
Sl.gi 
721 .80 


Increase 
Operating        or 
Revenue  Decrease 
$         Per  Cent* 


Operating  Increase  Increase 

Expenses  or  Net  or 

and  Taxes  Decrease    Income  Decrease 

J  Percent*        $*     Per  Cent* 


Fonda,  Johnstown  &  Gloversvllie  Railroad,  GloTersviUe,  N.  T. 


uly,  1930.. 

Aug 

Sept 

Oct 

Nov 

Dec 

Jan.,  1931.. 

Feb 

Mar 

Apr 

May 

June 

July 


60,907 
64,592 
72,267 
75,708 
72,024 


si.oe 

18.8i 
11.61 
17.80 
15.«8 


79,764 
74,018 
75,201 
70,660 
72,560 
63,338 
58,406 


15.78 
1S.S8 
7.8S 
0.1,8 
8.29 
l.f.Rl 
i.ll 


64,134 
62,484 
63,549 
66,353 
66,314 

'  67.438 
62,239 
64,051 
62,685 
61,040 
59,346 
59.429 


Galveston-Houston  Electric  Railway,  Houston, 


July,  1930.. 

Aug 

Sept 

Oct 

Nov 

Dec 

Jan.,  1931.. 

Feb 

Mar 

Apr 

May 

June 

July 


46,757 
47,425 
42,823 
38,032 
36,974 
36,166 
33,291 
32,281 
32,904 
34,729 


9.65 
11.42 
16.49 
11.56 
12.1,9 
15.00 
80.15 
19.80 

es.s8 

15.98 


29,248 
28,402 
28,052 
27,266 
44,183 
27,949 
25,057 
22,990 
24,732 
24,132 


11.58 
8.19 
5.48 
0.69 
O.tS 

'  V.5S 
7.95 
7.61 
i.90 
6.82 
9.15 
7.3-1 

Tex. 

5.52 

8.12 

H.8S 

6.85 

9.58 

1.79 

9.18 

9.64 

14.59 

11.98 


39,889       18.65 


24,992       11.61 


Houston  Electric  Company,  Houston,  Tex. 


July,  1930.. 

Aug 

Sept 

Oct 

Nov 

Dec 

Jan..  1931.. 

Feb 

Mar 

Apr 

May 

June 

July 


247,070       10.66 


244,033 
251,919 
267,306 
247,210 
258,219 
242,554 
223,256 
244,396 


12.41 

9.00 

7.57 

10.00 

9.54 

10.52 

14.11 

10.97 


176,909 
177,452 
175,905 
181,499 
176,739 
180,678 
176,792 
163,249 
170,067 


11.82 
10.89 
10.  iS 
10.67 
1.96 
0.68 
11.08 
12.96 
12.70 


222,528       10.09 


159,897       10.71 


Hudson  &  Manhattan  Railroad,  New  Tork,  N.  T. 


July,  1930 954,538  S.lt  502,515 

Aug 934,204  6.65  499,806 

Sept 974,433  2.80  506,845 

Oct 1,033,584  4-55  521,325 

Nov 994,735  6.15  489,761 

Dee 1,060,614  4.66  419,109 

Jan.,  1931 1,005,022  7.62  512,350 

Feb 936,542  5.67  467,137 

Mar 1,013,577  6.05  497,695 

Apr 1,002,265  6.7*  485,938 

May 974,737  6.24  481,504 

June 941,598  4.S8  477,392 

July 897,211  6.00  470,918 

Illinois  Terminal  Company,  Springlleld,  III. 

July,  1930 601,515  11.05  475,856 

Aug 661,520  7.65  466,816 

Sept 654,477  5.86  454,818 

Oct 691,672  2.54  506,107 

Nov 542,672  11. Ot  430,907 

Dec 577,425  15.69  421,987 

Jan.,  1931 509,641  20.77  395,953 

Feb 498,067  5.89  388,126 

Mar 568,653  1.95  398,855 

Apr 547,992  7.17  395,315 

May 581,953  i.Si  389,538 

June 581,093  1.56  398,980 

July 


1.61 
5.95 
0.23 

1.97 
4.05 
17.40 
7.85 
6.09 
6.54 
5.75 
6.5S 

6.28 


5.84 

12.07 

9.66 

8.41 

6.24 

14.26 

19.80 

S.81 

5.94 

6.46 

«.«7 

15.29 


Interborough  Rapid  Transit  Company,  New  Tork,  N.  T. 

July,  1930 5,382,547  1.55  4,078,983  2.52 

Aug 5,183,166  4-59  4,121,083  5.06 

Sept 5,684,267  0.17  3,983.368  7.78 

Oct 6,315,679  1.15  4,162,660  0.65 

Nov 5,965,365  4.96  3,869,340  0.00 

Dec 6,477,864  0.62  4,194,315  3.96 

Jan.,  1931 6,123,645  4-42  4,538,833  10.83 

Feb 5,570,354  5.87  3,653,798  2.10 

Mar 6,293,013  8.24  3,973,704  4-61 

Vpr 6,127,713  2.5S  3,993,181  8.55 

May 6,006.273  4.47  3,932,452  5.95 

June 5,722,428  1.88  3,926,068  2.52 

July 5,140,337  4-56  3,864,469  5.25 


Jacksonville  Traction  Company, 


July,  1930.. 

Aug 

Sept 

Oct 

Nov 

Dec 

Jan.,  1931.. 

Feb 

Mar 

Apr 

May 

June 

July 


78,772 
77,441 
78,529 
84,424 
81,250 
89,903 
87,160 
76,205 
84,018 
81,695 
80,798 
73,708 


ll.OS 
12.10 

9.54 
12.60 
12.2i 
11.47 

8.08 
15.60 
12.56 
11. iS 

9.96 

6.80 


Jacksonville, 

77,787 
78,177 
75,012 
76,374 
69,437 
74.836 
77,998 
75,462 
77,758 
74,847 
76,856 
73,904 


Fla. 

11.87 

15.52 

11.15 

15.72 

16.02 

11.49 

15.67 

85.14 

4.09 

6.57 

4.57 

5.66 


24,217 
12,690 
5,497 
15,447 
21,171 

'  'i3,i'ss 

15,594 
1S,965 
16.298 
15,996 

24,700 
20,259 

t 
78,159 
82,135 
54,595 


llO.tl 
56.4* 
456.09 
226.80 
ISS.tS 


93,686 

99,545 

106,000 

111,369 

lU,i59 

in,s9i 


856.77 
75.56 
5.2« 
23.64 
21.54 
97.45 
16.34 

t 
123.6 
146.85 
144.*5 

127. it 
112.9S 
110.69 
110.17 
95. 4» 
189.69 


116,770       57.67 


t 
584,163 
573,872 
571,857 
573,425 
550,635 
524,458 
518,843 
507,328 
502,405 


621.581 
76S,i8l 
131,270 
161,417 
272,021 
293,162 
Si8,972 
321,687 
218,644 
159,154 
807,096 
216,406 
6il,i00 

1 
70,688 
68,188 
66,555 
65,525 
68,599 
65,804 
68,133 
77,574 
57,045 
92,673 
97,660 
100, i91 


t 

1.24 

415 

5.54 

♦  I* 

9.6S 

16.64 

17.70 

20.19 

19.39 


507,530       15.56 


116,747 
98,977 
132,332 
176,999 
169,465 
306,321 
157,098 
134,717 
180,554 
181,182 
158,191 
128,896 
91,288 


87,602 
152,827 
160.897 
148,701 

80,529 
127,588 

87,742 

84,381 
143,325 
127,179 
162,905 
154,417 


15.77 
86.87 
18.61 
17.79 
21.42 
12.49 
81.75 
16.54 
IS. IS 
16.09 
18.77 
16. S3 
21.80 


35.7  i 
12.15 
14.tl 
11.61 
25.1/ 
S.6( 

».ts 

2.2* 
28.98 

S.tl 
13.83 
90.05 


75.64 

178.17 

806.26 

207.14 

181.79 

47.40 

tS.9l 

lO.St 

6.6S 

17.55 

56.18 

1.06 

8.07 

t 
55.54 
19.»f 

s.ie 
t.it 

0.15 
lit 
11.98 
23.  kt 
31.80 
Ht.lS 
iS.SS 
47.45 


tNet  income  is  shown  for  the  preceding  twelve  montha. 


Electric  Railway  Journal — Vol.75,  No.9 
474 


Trend  of  Revenues  and  Expenses  by  Months  (Concludedj 


Increaae     Operating  Increase 
Operating        or           Expenses  or 

Revenue  Decrease    and  Taxes  Decrease 

t         Percent*  i  Per  Cent* 

Kansas  City  Public  Service  Company,  Kansas  City,  Mo. 


July,  1930 

Aug 

Sept 

Oct 

Nov 

Dec 

Jan..  1931 

Feb 

Mar 

Apr, 

May 

June 

July 


Long 

July, 

Aug.. 

Sept.. 

Oct... 

Nov.. 

Dec.. 

Jan., 

Feb.. 

Mar. 

Apr.. 

May 

June 

July. 


635.205 
622.554 
650,114 
725,428 
706.577 
758,045 
711,215 
640,676 
216,637 
709,515 
701.286 
655.957 
613,628 


11.09 
13.17 
9.99 
i.89 
.',.S9 
1.73 
6.r>-j 

6.S7 

«..;.< 

0.6*' 
2.37 
0.17 
3.19 


573,990 
530,094 
524,324 
700,311 
572,066 
570,065 
577,74! 
537,583 
577.319 
565,328 
562,482 
540,187 
533,084 


Island  Railroad,  New  Tork, 

1930 4,018,939 


1931. 


3,968,936 
3,589,671 
3,371,761 
2,954.624 
2,905,045 
2,763,421 
2,561,169 
2,841,915 
2.976.402 
3,212,765 
3,414,354 


5.21 
7.33 
5.80 
ISO 
6.60 
5.65 
7.1,3 
3.09 
i.69 
i.OO 
6.78 


N.  Y. 

2.668, 
2,635, 
2,467, 
2,446, 
2,249, 
2,130, 
2,210. 
2,074, 
2.234, 
2.269, 
2,338, 
2,351 


042 
376 
056 
346 
258 
182 
263 
216 
418 
029 
313 
016 


e.9s 
11. ii 
ii.it 

12.90 

7.0i 

H.58 

ii.e7 

9.72 
7.25 

e.ts 

7.66 
6.SS 
9.23 


3.56 
5.06 
7.07 
8.97 
U.56 
16.27 
9.65 
9.13 
9.00 
7.37 
8.03 
7.16 


Increase 
Net  or 

Income  Decrease 
»*     PerCent* 

t 

6i.ll 

1.32 

190.35 


21,S«5 
15.479 
50,261 
S0A35 
58,994 
108,444 
61.108 
27.392 
66,013 
71,298 
64,474 
42,677 
6,643 


1,180,528 
1,152.651 
928,655 
729,067 
483,180 
596,812 
321,141 
332.002 
449,501 
533,425 
695,032 
907,010 


Market  Street  Kailnay,  San  Francisco,  Cat. 

July,  1930 735,453  5.87  649,901 

Aug 770,284  6.69  643,287 

Sept 745,298  5.35  626,770 

Oct 786,012  e.73  675,908 

Not 729,407  8.81  615,613 

Dec 775,508  5. It  639,249 

Jan.,  1931 738,092  5.55  641,519 

Feb 668,931  8.17  576,661 

Mar 757,960  6.i0  633,346 

Apr 745,252  6.72  620,106 

Way 733.105  7..50  619,934 

June 704,769  5.19  654,225 

July 700,996  i.SS  598,082 


1.68 
5.48 
3.7t 
«•■»» 
6.18 
S.5t 
i.8S 
8.21 
6.81 
7.06 
8.21 
1.75 
7.97 


New  Tork,  Westchester  &  Boston  Kallway,  New  Tork,  N.  T. 


July,  1930.. 

*ug 

»ept 

Oct 

Nov 

tec 

Isn.,  1931.. 

Feb 

Mar 

Apr 

May 

June 

July 


224,469 
196,405 
203,617 
202,046 
184,690 
190,136 
182,249 
161,311 
181,729 
186.708 
195.905 
193,820 
195,461 


5.89 

10.53 

8.18 

7.52 

8.7i 

12.31 

13.76 

15.01 

It. 80 

13.03 

15.11 

n.62 

12.92 


146,233 
152,180 
165,256 
138,192 
170,542 
138,592 
160,800 
149,571 
144,442 
142,832 
149,268 
142.600 


6.00 
O.V 
6.57 

U.09 
2.52 

17.80 
9.44 

11.18 
3.54 
0.31 
0.i2 
3.i5 


Northwestern  Paclflc  Railroad,  Sausallto,  Cal. 

July,  1930 597,419         2.Bi            392,575       18.52 

Aug 638.476       ins           415.502       lS.6i 

Sept 548.282         8.68           471,657         3.78 

Oct 555,867       18. i9            534,858         4.44 

Not 333,193       27.7i           421.717       16.33 

Dec 312.319       20.77            465,220         3.i6 

Jan.,  1931 283,852       21.78           401.656       H.U 

Feb 273.818       27. iO            387,512       12.96 

Mar 308,466       Si.l7            408.068       U.i3 

Apr 322.742       25.66  402,400       16.65 

May 346,743       28.51            362,722       ti.85 

June 380,604       2i.50           368,559       17.82 

July 

Staten  Island  Rapid  Transit  Company,  New  Tork,  N.  T. 


July,  1930. 

Aug 

Sept 

Oct 

Not 

Dec 

Jan.,  1931.. 

Feb 

Mar 

Apr 

May 

June 

July 


243,991 
233.371 
206,908 
205,631 
178.652 
178,474 
170,387 
161,415 
173.723 
176.863 
188,15! 
204.452 


9.78 
13.92 
15.93 
10.58 
I7.it 

9.08 

9.58 
13.58 

7.98 
10.76 
11.61 

9.12 


189.173 
168,l!0 
165,525 
167,586 
161,608 
160,715 
158,982 
142,565 
159,035 
147,210 
163,148 
150,345 


39.19 

11.19 
1.87 
6.i9 
0.58 

47.29 
6.35 
9.20 
7.78 

13.23 
7.61 

16.01 


Third  Ayenne  Railway  System,  New  Tork,  N.  T. 

July,  1930 1,429,730         5.18         l,2!2,31l  8.51, 

Aug 1,350,064         5.88          1,180,853  8.08 

Sept 1,428,136        3.1,8         1,167,528  8.36 

Oct 1,456,688         J,.03         1,205,455  9.73 

Not 1,373,335         5.37          1,146,168  10.17 

Dee 1,438,752        3.1,9         1,197,249  8.51 

Jan.,  1931 1,393,054         5.10         1,178,797  9.H 

Feb 1,274.832         i.t7         1,070,307  8.56 

Mar 1,418,429         3.38         1,174,984  6.86 

Apr 1,408,235         3.25          1,155,880  S.98 

May 1,464,031         i.29         1,072,584  7.70 

June 1,440,848         2.S8          1,145,871  6./9 

July 1,394,973         2.k3          1,140,036  5.96 

'Decreases  or  deficits  are  shown  by  iidlic  figures. 

fNet  income  is  shown  for  the  preceding  twelve  months. 


5.69 

2Si .88 

137.10 

149.06 

72.81 

99.32 

114.33 

683.20 

119.18 


11.19 
6.59 
6.58 
1.77 

89.15 

47.11 
6.00 
3.86 

24.64 
1.97 
9.93 
5.76 


32,534 
72,923 
64.731 
57,384 
60,457 
83,460 
45,011 
41,002 
72,828 
73,837 
62.805 
37,384 
52,186 


152,633 
18k.982 
19t,S61 
190,748 
216,1,51 
205,029 
220,39i 
222,308 
195,802 
189,H2 
186,.389 
183,007 
188,.5il 


195,195 
210,115 

16,471 
7,447 

97,567 
158,491 
123,928 
112,531 
109,855 
88,300 
28,886 
1,970 


41,021 

49,486 

26,127 

29,723 

10,788 

5,997 

1.H8 

2,151 

1,16!, 

23,169 

9,268 

39,203 


2,066 
46,51,0 
45,636 
36,257 
12,079 
26,250 

1.59i 
ll.HS 
27,364 
44,331 
Ib.'ni 
T),Hb 
41,829  1 


1,6.39 

16.56 

16.38 

45.58 

29.25 

0.03 

11.31 

7.29 

0.06 

3.i6 

2.08 

11.62 

60.40 


6.38 
22.45 
29.53 
20.81 
19.75 
16.75 
32.37 
29.42 
24.31 
19.00 
25.70 

23.70 
23.55 


55.38 
4.03 

83.57 
95.tt 

120.85 
74.63 
14.76 
68.87 
48.81 
58.51 

931.64 
95.39 


34.99 
33.97 
60.73 
26.11 
80.37 
92.23 
114.6 
93.49 
81.t4 
31.91 
63.19 
0.38 


106.36 

28.34 

277.91 

317.06 

130.15 

186.44 

96.33 

126.49 

430.88 

250,25 

32.40 

76.91 

924,08 


Increase  Oxwrating 

Operating        or  Expenses 

Revenue  Decrease  and  Taxes 
$         Per  Cent*  t 

United  Electric  Railways,  Providence,  R.  I. 


Increato,.  Increase 

or  Net  or 

Decrease    Income  Decrease 
Percent*  $*    PerCent* 


July,  1930. 

Aug 

Sept 

Oct 

Nov 

Dec 

Jan.,  1931.. 

Feb 

Mar 

Apr 

May 

June. 

July 


513,367 
495,723 
493,296 
531,803 
506,318 
559,363 
543,940 
482,566 
524,299 
510,645 
509,278 
482,703 


11.04 

12.72 
13.76 
14.68 
13.02 
13.39 
14.30 
10.44 

9.39 
10.64 

9.40 


458,817 
442,076 
434,036 


439,930 
460,420 
493,596 
437,444 
480,958 
470,964 
474,803 
438,362 


8.90 

'i6.S9 

'12. 83 

21.92 

12.94 

13.02 

9.38 

7.60 

7.62 

8.15 


United  Railways  &  Electric  Company,  Baltimore,  Md. 


July,  1930 1,236,414 

Aug 1,198,180 

Sept 1,261,734 

Oct 1,354,086 

Nov 1.263,811 

Dec 1,350,553 

Jan.,  1931 1.268,536 

Feb 1,136.604 

Mar 1,262,429 

Apr 1,253,764 

May 1,256,334 

June 1,195,126 

July 


6.9J 

8.34 

6.71 

7.28 

10.26 

8.19 

10.90 

16.78 

14-90 

13.50 

13.78 

10.29 


964,582 
831,241 
995,805 

1,049,306 
983,047 

1,043,315 
994,411 
891,421 
981,026 
966,424 
991,107 
963,857 


■  24 

18.41 

5.02 

4.84 

7.40 

7.25 

11.89 

16.97 

14.76 

13.56 

11.93 

7.59 


5,480 

3,643 

8,376 

41,223 

16,958 

51,623 

372 

4.603 

6,233 

9,992 

15,021 

4,633 


14,358 

6,119 
10.050 
25,163 

9,200 
36,700 

7,388 
1 4,088 
12,212 
11,440 

2,206 
34,962 


77.94 


72.04 

53.80 

54.37 

889.51 

95.6S 

150.  71 

265.73 

465.60 

168.13 

201.09 


59.85 
71.42 
76.81 
71. 1« 
87.30 
54.64 
6».tt 

t31.16 
84.94 
82.93 
96.99 

198.96 


Monthly  and  Other  Financial  Reports 


Operating    Operating 
Revenue      Expenses         Taxes 

i  i  t 

Boston  Revere  Beach  &  Lynn  R.R.,  Boston,  Mass. 

6mo.  end.  June.  1931..  559.758  

6mo.  end.  June.  1930.  .  600,960  

British  Columbia  Electric  Railway,  Vancouver,  B.  C. 

May,1931 1,159,759        785,945        

May,  1930 1,233,292       891,133       

II  mo.  end.  May,  1931..      13,499,141  

llmo.end.  May,  1930..      13,558,00!  

Calgary  Municipal  Railway,  Calgary,  Alta. 

6mo.end.  June,  1931..  399,373        284,495        

6mo.  end.  June,  1930. .  501,503         

Community  Traction  Co.,  Toledo,  Ohio 

6mo.  end.  June,  1931..         1,341,334     l,270,545o      

6mo.  end.  June,  1930.  .         1,678,326     1, 415.8360      

Dallas  Railway  &  Terminal  Co.,  Dallas,  Texas 


Gross 

Income 

% 

57,690 
86,09! 

373,814 
342,159 
4.698,457 
4.026,612 


Net 
Income 
t 

12,669 
14,449 


229,849 
252,976 


June,  1931. 
June,  1930. 
Denver  Tramway,  Denver,  Colo. 

6  mo.  end.  June,  !  93 1 .  .         1.814,755 
6mo.  end.  June.  1930.  .         2,038,224 


164,939 
181,697 

1,270,672 
1,402,195 


224,565 
245,166 


Edmonton  Radial  Railway,  Edmonton,  Alta. 


June.  1931. 

June.  1930 

July.  1931 

July,  1930 

7  mo.  end.  July,  1931. . 
7  mo.  end.  July,  1930.. 


54,629 
59,728 
57,752 
62.225 
434,121 
490,504 


42,125 
41,926 
42,503 
43,476 
315,952 
323,842 


62,347 
63,730 

344,366 
413,917 

12,504 
17,802 
15,248 
18,748 
118,169 
166,662 

129,795 
240,566 
222,277 
453,794 


42,295 
23,836 


286,529 
108,154 


102,403 
163,205 

6,575 
1.4t5 
3,83S 
478 
27,140 
1,412 

26,867  c 
82,264c 
91,061c 
137,907c 


Havana  Electric  Railway,  Havana,  Cuba 

3  mo.  end.  June  1931..        1,038,536        909,926a      

3  mo.  end.  June  1930..        1,331,067     l,095,636o     

6mo.  end.  June,  1931..       2,088,287     1,868,546a     

6mo.  end.  June,  1930..        2,687,130     2,244.476a      

Honolulu  Rapid  Transit  Co.,  Honolulu,  Hawaii 

June,  1931 82,169          47.927  7.331 

June,  1930 83,919          49,362  9,149 

6mo.  end.  June,  1931..           498,552        301,315  48,560 

6mo.  end.  June,  1930..           516,747        306,524  53,246 
International  Railway  Buffalo  N.  T. 

6mo.  end.  June,  1931..        4,315,727     3,684,6l8o     

6mo.  end.  June,  1930   .        5,078,809     4,370,742o     

Mexico  Tramways,  Mexico  City,  Mex.  (In  Pesos) 

June,  1931 772,340        849,820        

June,  1930 838,560        902,540        

6mo.  end.  June,  1931..       4,616,550     5,131,770       

6mo.  end.  June,  1930..        5,022,770     5,363,160        

New  Tork  Railways,  New  Tork,  N.  T. 

June,  1931 471,975        401,683o     

June,  1930 478,122        403,151a      

6mo.end.  June,  193!..        2,670,717     2,352.635o     

6mo.  end.  June,  1930..        2,747,985     2,505,364a      

New  Tork  State  Railways,  Utica  Lines 

7  mo.  end.  July,  1931..  577,714        637,742a     

7  mo.  end.  July,  1930..  762,582        

Regina  Municipal  Railway,  Regina,  Sask. 

6  mo.  end  June,  1 93 1 . .  162,858        131,023       

6  mo.  end.  June.  1930 

St.  Louis  Public  Service  Co.,  St.  Louis,  Mo. 

6mo.  end.  June,  1931..        8,336,554     6.622,519  802,748 

6mo.  end.  June,  1930..       9,832,882     7,541.660  959,798 

Schenectady  Ry..  Schenectady,  N.  T. 

6mo.  end.  June.  1931..           658,768        585,558  48,087 

6mo.  end.  June,  1930..           776,538        685,273  46,600 

United  Traction  Co.,  Albany,  N.  T. 

6mo.  end  June,  1931..        1,013,380        899,015  74,100 

6mo.  end.  June,  1930..        1,192,796     1,096,604  69,000 

Italic  figures  indicate  deficits,     a  Includes  taxes,     b  Before  adjustment  bond 
interest,    c  Before  depreciation. 


28,131 
26,429 
155,018 
164,523 

645,299 
756,007 

77,480 

63,980 

515,220 

340,390 

70,292 

64,971 

318,082 

242,621 

60,027 
•(4,«9 


913,837 
1,335,783 

25,123 
44,665 

40,263 
127,191 


16,828 
15,104 
91,381 
93,497 

29,853 
122,765 


37,0626 

25,8106 

139,3906 

1,086b 

134,977 


53,649 
19,841 

54,142 
423,825 

45,181 


113,274 


Electric  Railway  Journal — September,  1931 
475 


Individual  Awards  Made  in 

Maintenance  Contest 


1 — W.  J.  McCallum,  foreman 
frog  shop,  Toronto  Transporta- 
tion Commission,  for  his  article 
"Switch  Recess  Grinder."  Capi- 
tal prize  of  $100  for  best  article 
submitted  during  the  entire  con- 
test and  $25  prize  in  way  and 
structures  department  for  the 
first  period. 

2 — Farrell  Tipton,  San  Diego 
Electric  Railway,  for  his  article 
"Buffer  Refinishes  Armature 
Cores,"  $25  prize  in  rolling  stock 
and  shops  department  for  first 
period. 

For  his  article  "Frame  for 
Testing  all  Sizes  of  Bus  Starters 
and  Generators,"  $25  prize  in  bus 
and  garage  department  for 
second  period. 

For  his  article  "Adjustable 
Vise  for  Bus  Generators,"  $25 
prize  in  bus  and  garage  depart- 
ment for  third  period. 

3 — M.  B.  Schwegler,  Toronto 
Transportation  Commission,  for 
his  article  "Long  Graphic 
Charts  Read  with  Ease,"  $25 
prize  in  electric  and  line  depart- 
ment for  first  period. 

4— C.  B.  HaU,  Virginia  Elec- 
tric &  Power  Company,  for  his 
article  "Bus  Wheels  Removed 
with  a  Simple  Clamp."  $25  prize 
in  bus  and  garage  department  for 
first  period. 

5— John  C.  Burdett,  Georgia 
Power  Company,  for  his  article 
"Emergency  Sash  for  Broken 
Car  Windows,"  $25  prize  in  roll- 
ing stock  and  shops  department 
for  second  period. 

6 — F.  W.  Drowley,  Toronto 
Transportation  Commission,  for 
his  article  "Depressing  Rail  Lips 
at  Track  Drains,"  $25  prize  in 
way  and  structures  department 
for  second  period. 


4T  A  MEETING  of  judges  of  Electric 
Z\  Railway  Journal  Maintenance  Contest, 
X  A.  held  at  American  Electric  Railway  Asso- 
ciation Headquarters  in  New  York  on  Aug.  7, 
prize  winners  for  the  third  period  were  selected 
as  well  as  the  winner  of  the  $100  capital  prize  for 
the  best  article  submitted  during  the  year. 

In  the  department  of  rolling  stock  and  shops, 
the  prize  for  the  third  period  goes  to  Walter  R. 
McRae,  Toronto  Transportation  Commission,  for 
his  article  "Bumper  Straightener."  In  the  de- 
partment of  way  and  structures,  the  winner  is 
M..W.  Wales,  Winnipeg  Electric  Company,  who 
submitted  an  article  "Positive  Acting  Mechanism 
for  Track  Switches."  H.  A.  Brown,  Cleveland 
Railway,  is  the  winner  in  the  electric  and  line  de- 
partment with  his  article  "Heater  for  Headway 
Recorders."  In  the  bus  and  garage  department, 
the  prize  goes  to  Farrell  Tipton,  San  Diego  Elec- 
tric Railway,  for  his  article  "Adjustable  Vise  for 
Bus  Generators." 

After  careful  consideration,  the  judges  selected 
for  the  capital  prize  the  article  "Switch  Recess 
Grinder,"  submitted  by  W.  J.  McCallum,  foreman 
frog  shop,  Toronto  Transportation  Commission. 
This  article,  which  won  the  prize  for  the  first 
period  in  the  way  and  structures  department,  was 
published  in  the  March  issue  of  the  Journal, 
page  152. 

At  the  same  time  the  judges  examined  the  data 
submitted  by  a  large  number  of  electric  railways 
for  the  company  award  in  the  Maintenance  Con- 
test. The  decision  in  this  part  of  the  contest  will 
be  announced  during  the  sessions  of  the  American 
Electric  Railway  Engineering  Association,  at  the 
Atlantic  City  Convention  in  September.  Presen- 
tation of  the  silver  plaque  will  be  made  at  the 
same  time. 

Electric  Railway  Journal — Vol.75, No.9 
476 


7 — Grayson  S.  Evans,  Pitts- 
burgh Railways,  for  his  article 
"Improved  Current  Selective  Re- 
lay for  Track  Switches,"  $25 
prize  in  electric  and  line  depart- 
ment for  second  period. 

8— Walter  R.  McRae,  Toronto 
Transportation  Commission,  for 
his  article  "Bumper  Straight- 
ener," $25  prize  in  rolling  stock 
and  shops  department  for  third 
period. 

9 — M.  W.  Wales,  Winnipeg 
Electric  Company,  for  his  article 
"Positive  Acting  Mechanism  for 
Track  Switches,"  $25  prize  in 
way  and  structures  department 
for  third  period. 

Mr.  Wales  appears  among  the 
prize  winners  for  the  first  time  on 
this  occasion.  He  was  born  In 
Ellthorn.  W\s.,  Dec.  25,  1883.  He 
attended  public  and  high  school 
there,  being  graduated  in  1903. 
Then  he  went  to  New  York  and 
studied  at  the  Webb  Institute,  from 
which  he  was  graduated  in  1907. 
His  first  job  was  with  the  Penn- 
sylvania Railroad.  After  that  he 
was  engaged  in  a  variety  of  engi- 
neering work,  but  did  not  return  to 
the  transportation  field  until  Janu- 
ary, 1923,  when  he  joined  the  Win- 
nipeg Electric  Company  as  engineer 
of  ways  and  structures. 

10-— H.  A.  Brown,  Cleveland 
Railway,  for  his  article  "Heater 
for  Headway  Recorder,"  $25 
prize  in  electric  and  line  depart- 
ment for  third  period. 

Mr.  Brown,  another  new  prize 
winner,  entered  the  employ  of  the 
Cleveland  Railway  in  1911  as  a 
bonder's  helper.  Since  then  he  has 
held  the  positions  of  bonder,  electric 
track  switch  maintenance  man. 
assistant  foreman,  and  foreman  of 
the  return  circuit  division.  His 
studies  in  connection  with  electric 
track  switches  have  been  largely 
responsible  for  the  highly  efficient 
mechanism  used  on  this  property. 
All  the  automatic  block  signals  on 
the  Van  Sweringen  Shaker  Heights 
rapid  transit  line  were  installed 
under  his  direction.  He  holds  sev- 
eral patents  on  important  pieces  of 
electric  track  switch  equipment. 


Practical  Ideas  for  the 

Maintenance  Man 


Drill  and  Sleeve  Fastened  to  the 
Boring  Machine* 


Drill  Drill 

socket:      spindle. 


SfKlV     \\  f^\: 


i^steel  I  ;■ 
ball     ■  ■ 


Steel  balls  fix  the 
drill  and  sleeve 
to   the   socket 


By  W.  J.  McCallum 

Foreman  Frog  Shop 
Toronto  Transportation  Commission 

WHEN  boring  screw  spike  holes 
in  hardwood  ties  considerable 
difficulty  has  been  experienced  in 
withdrawing  the  drill  from  the  tie. 
The  drill  usually  jams  in  the  hard- 
wood tie  and  pulls  out  of  the  boring 
machine.  To  overcome  this  trouble, 
holes  are  drilled  in  the  sleeve  and 
socket  in  the  manner  shown  in  the 
illustration.  Steel  balls  are  inserted 
and  are  held  in  place  by  peening  the 
edges  of  the  holes,  partly  fitting  in 
the  recesses  which  are  drilled  or 
ground  in  the  drill  and  in  the  sleeve. 
In  assembling,  the  drill  is  inserted  in 
the  sleeve,  the  sleeve  in  the  socket, 
and  finally  the  socket  is  fastened  in 
the  spindle. 


Adjustable  Vise  for  Bus 
Generators*  by  f.^rrell  tipton 

'  Electrician 

San  Diego  Electric  Railway 

GENERATORS  for  buses  of  the  San  Diego  Electric 
Railway  are  given  a  service  test  after  repairs  have 
been  made.  This  is  done  by  placing  the  generator  in 
an  adjustable  vise,  and  connecting  the  shaft  with  that  of 
the  driving  motor  with  a  universal  coupling.     The  vise 


is  then  raised  or  lowered  to  center  with  the  coupling. 
The  generator  is  connected  by  leads  to  a  test  panel,  which 
demonstrates  its  performance  at  the  various  speeds  at 
which  it  is  driven. 

The  adjustable  vise  is  made  from  an  old  compound  tool 
rest,  and  the  driving  unit  is  a  600-volt  shunt  motor,  with 
a  variable  resistance  for  speed  regulation.  A  double-pole, 
double-throw  switch  in  the  armature  circuit  controls 
the  direction  of  rotation.  Five  sizes  of  universal 
couplings  are  available  for  the  different  types  of  genera- 
tors. The  keyways  are  machined  in  each  coupler  to 
correspond  with  each  type  of  generator  shaft.  A  disk 
is  inserted  in  the  coupling  to  act  as  a  means  of  cen- 
tering the  generator  and  motor,  and  also  to  overcome 
most  of  the  friction  between  the  motor  and  generator. 
The  shoulders  on  the  opposite  sides  of  the  disk  are  at 
right  angles  to  each  other  to  prevent  the  disks  from 
coming  out  from  the  coupling  while  in  rotation. 


Trave/  4" 

Compound  fool    ^ 
rest 


Pomive  Acting  Mechanism  for 

Track  Switches*  By  M.  W.  Wales 

Engineer  of  Way  and  Structures 
Winnipeg  Electric  Company,  Winnipeg,  Canada 

PREVENTION  of  split  switches  is  the  object  of  a 
mechanism  developed  by  the  Winnipeg  Electric  Com- 
pany for  operating  and  holding  in  position  track  switches 
while  cars  are  passing  through  them.  This  object  has 
been  attained  by  designing  the  mechanism  to  operate  in 
a  manner  exactly  the  reverse  of  that  of  existing  types. 
The  mechanism  is  operated  by  hand  or  electricity,  and 
in  turn  it  operates  the  switch,  thus  setting  and  holding 
the  switch  in  positive  position.  Any  movement  of  the 
switch  does  not  shift  the  setting  of  the  holding  mecha- 
nism. It  acts  as  a  spring  switch  in  both  positions,  and 
also  permits  trailing. 

To  operate  the  switch,  or  change  the  setting  of  the  mov- 
able tongue  of  the  switch  to  the  opposite  setting,  a  switch 
iron  is  inserted  in  the  slot  and  then 
turned  to  the  left.  This  starts  the 
pinion,  which,  in  turn,  moves  the  gear 
to  the  opposite  side  of  the  switch  box. 
As  shown  in  the  illustration,  the  gear 
is  attached  to  the  pivoted  arm  carry- 
ing one  end  of  the  spring,  and  when 
it  begins  to  move,  it  changes  the  di- 
rection and  force  of  the  si)ring  and 
causes  the  fulcrum  nut,  whi:h  carries 
the  other  end  of  the  spring,  to  move. 
The  switch  tongue  is  then  thrown  by 
All   types  of  generators  can     ^lie  connecting  rod. 

be  centered  in  the  vise  in    ■ 

preparation    for   a    service        *Submitted  in  Electric  Railw.w  Joir- 
test  NAL  Price  Contest. 


Electric  Railway  Jour.n'al — September. 1931 
477 


Opererfing  gtear. 
Solenoid  connection.        ^^iSsN^--^""^" 


Switch  connecting 
cool- 


Fulcrum-nut 


Non-split  operating  and  holding   mechanism   for  track  switches 
developed  by   the   Winnipeg   Electric   Company 

The  movement  on  the  fulcrum  nut  is  kept  in  a  straight 
line  by  the  rocker  arm  which  is  between  the  fulcrum  nut 
and  the  side  of  the  switch  box.  This  arm  is  so  de- 
signed that,  in  either  set  position  of  the  mechanism,  the 
interior  angle  between  the  intersecting  lines  of  force 
from  the  spring,  and  the  reaction  from  the  side  of  the 
box  through  the  rocker  arm  is  less  than  180  deg.  Suit- 
able connections  have  been  designed  for  both  the 
Cheatham  and  Collins  solenoids,  and  we  are  now  using 
the  mechanism  with  both  types  for  electric  operation. 


Straightening  Axles  in  the 

Wheel  Press*  by  terance  scullin 

Superintetident  of  Equipment  and  Buildings 
Cleveland  Raihvay 

STRAIGHTENING  of  axles  at  the  Harvard  shops  of 
the  Cleveland  Railway  is  now  being  done  by  a  de- 
vice that  has  proved  very  efficient.  It  consists  of  a  bed 
carrying  a  stationary  and  a  threaded  center,  between 
which  the  axle  to  be  straightened  is  supported.  The 
whole  apparatus  is  mounted  on  two  wheels  to  facilitate 


movement.  At  the  stationary  center  end,  gears  and  a 
hand  wheel  are  arranged  to  spin  the  axle  so  that  its 
bent  sections  may  be  located.  A  special  casting  for  hold- 
ing two  jaws  is  bolted  to  the  wheel-press  yoke.  The  bent 
portion  is  then  centered  between  the  two  stationary  jaws 
and  the  pressure  arm  of  the  wheel  press.  The  pressure 
is  varied  according  to  the  amount  the  axle  is  bent.  The 
axle  is  then  tested  for  trueness  by  spinning,  and  the 
process  is  repeated  until  the  axle  is  found  to  be  true. 
Axles  can  be  straightened  easily  and  accurately  by  means 
of  this  method. 


Reclamation  and  Disposal  of 


Overhead  Lines  Scrap* 


By  R.  J.  Russell 
Pittsburgh  Railways 

ALL  overhead  lines  scrap,  such  as  trolley  wire,  trolley 
.  wire  fittings,  cable,  etc.,  was  formerly  sent  to  the 
stores  department  for  sorting  and  disposal.  A  new 
method  has  been  inaugurated  whereby  all  trolley  wire 
scrap  and  fittings  are  hauled  to  the  central  quarters  of 


Device     used     by     the     Pittsburgh 

Railways     to     strip     ears     and     ^  ,    , -^s.- 
sleeves   from   scrap   trolley   wire  -==^ 

the  overhead  lines  department  for  inspection  and 
reclamation,  and  all  insulated  wire  and  cable  scrap  is 
hauled  to  the  stores  department  where  the  insulation  is 
burned  in  the  incinerator  and  then  the  copper  is  sold  in 
bulk.  When  the  scrap  is  taken  to  the 
central  quarters  all  line  ears  and  splic- 
ing sleeves  are  stripped  from  the  trol- 
ley wire.  To  facilitate  this  work  an  air 
vise  was  purchased  and  was  fitted  with 
jaws  designed  to  hold  ears  and  sleeves 
firmly.  An  air  hammer  with  a  strip- 
ping needle  is  used  to  strip  them  from 
the  wire. 

After  the  ears  and  sleeves  are  re- 
moved from  the  wire  they  are  in- 
spected, and  those  that  are  not  com- 
pletely worn  are  put  back  in  service. 
Formerly  the  ears  and  sleeves  were 
merely  cut  out  and  sold  assembled  with 
the  inclosed  length  of  trolley  wire. 
They  were  then  classed  and  sold  as  un- 
clean brass.  Now,  the  trolley  wire  is 
removed  from  all  ears  and  sleeves,  and 
they  are  classed  and  sold  as  clean  brass, 
and  consequently  have  a  higher  market 
value.     Considering  the  value  of  the 


This  testing  device  which  hcjids  the  axle  while  being  straightened  in 
the  wheel  press  was  designed  in  the  Cleveland  Railway  shops 


*Submitted  in  Electric  Railway  Journal 
Price  Contest. 


Electric  Railway  Journal — Vol.75.  No.9 
478 


salvaged  fittings  put  back  in  service,  the  better  prices 
received  for  clean  brass  and  cable  with  the  insulation 
burned  off,  we  estimate  our  savings  to  be  approximately 
$6,000  to  $7,000  per  year. 


exterminating  weeds.  Six  special  nozzles  throw  a  cone 
spray  that  completely  covers  the  ballasted  section  of  the 
track,  while  two  additional  hose  connections  can  be  used 
to  spray  the  right-of-way  on  either  side  of  the  track. 


Trolfey, 


I'Lamps 


4  pr/n-Hn0 
S-amp.  fuse 


Resistors  are  installed  in  headway  recorders  to  maintain'  a 
suitable   temperature  throughout   the  year 


Heater  for  Headway  Recorder* 

By  H.  a.  Brown 

Switch  &  Signal  Division 
Cleveland  Raikvay 

10SS  of  time  in  the  Nachod  headway  recorder  clocks 
-»  during  the  winter  months  has  caused  considerable 
trouble  on  the  Cleveland  Railway.  To  overcome  this 
defect,  heaters  were  installed  in  each  recorder  box  to 
maintain  approximately  summer  temperature  under  the 
most  severe  weather  conditions. 

This  heater  consists  of  two  2,200-ohm  resistors  con- 
nected in  series.  It  is  mounted  on  a  slate  base  under- 
neath the  rounded  top  of  the  case,  where  it  is  out  of 
the  way  of  other  equipment.  The  resistors  are  connected 
to  the  power  source  through  a  small  snap  switch,  as 
shown  in  the  illustration,  so  that  they  inay  be  turned 
off  when  not  needed. 


Removing  Water  from 


Switch  Boxes' 


By  Norman  H.  Rayner 
San  Diego  Electric  Railway 


BAILING  of  water  from  the  boxes  of  electric  track 
switches  of  the  San  Diego  Electric  Railway  is  ac- 
compli.shed  effectively  with  an  automobile  pump.  Ai. 
old  pump  can  be  easily  adapted  for  this  purpose.  An 
extra  leather  washer  is  placed  in  the  plunger  of  the 
pump,  as  shown  in  the  illustration,  to  obtain  the  needed 
suction  to  draw  water.  The  base  of  the  pump  is  replaced 
by  a  sheet-iron  disk  with  a  i%-in.  hole,  which  is  welded 


Pump 

cylinaer 


"T5 

Weldeci\j 
seams' 


Plunger 
shafi- 


%lronwashtr 


P      _  meafher 


washer 

\lnn  imslur 


Copper 
tube 


pjj-.:^^Ajv-^.;ti-7nw-.i^-t^-\/fla7';»g/- 


t/ron 


Suc+ion  Tube 


Arrcingemen+  of  Leathers 


Automobile  pump  fitted  to  bail  water  from  boxes  of  electric 
track  switches 


Weed  Destroyer  Used 
on  Chicago  Rapid 
Transit  Lines 


CO-OPERATING  with  several 
communities  in  their  "clean-up" 
efforts,  the  Chicago  Rapid  Transit 
Company  is  using  a  weed  destroyer 
on  its  surface  tracks  in  Chicago  and 
its  suburbs.  The  roadbed  on  the  west 
and  northwest  branches  of  the  "L" 
has  been  treated,  and  other  lines  will 
be  treated  in  the  near  future. 

The  new  device,  mounted  on  a  flat- 
car,  consists  of  a  huge  tank  to  which 
is  connected  a  distributing  system  for 
spraying  an  acid  solution  effective  in 


Tank  car  used  by  tliiciijio  liupid  Transit 

weeds  along 


Compan 
its  right- 


y  for  spravi 
of-way 


jiution  to  kill 


Electric  Railway  Journal — September,  1931 
479 


to  the  pump  cylinder.  A  piece  of  copper  tubing,  about 
10  in.  long,  is  inserted  in  tlie  hole  of  the  disk  just  far 
enough  so  that  it  will  not  come  in  contact  with  the  end 
of  the  plunger  shaft.  The  tube  is  also  welded  to  the 
disk.  By  pulling  the  plunger  to  the  top  of  the  cylinder, 
water  will  be  drawn  into  the  cylinder,  antl  it  can  be 
emptied  again  by  pushing  the  plunger  down. 


Armature  Shaft 
Practices 

By  JOHN  S.  DEAN 

Renewal  Parts  Engineer 
Westinghouse  Electric  &  Manufacturing  Company 


MANY  motor  failures  can  be  traced  to  homemade 
shafts  turned  down  from  worn  out  and  dis- 
carded armature  shafts  and  car  a.xles,  which 
have,  without  doubt,  been  previously  stressed  in  service. 
Shafts  of  many  of  the  older  types  of  railway  motors 
were  made  from  axle  steel.  The  present  trend  is  to  use 
shafts  of  axle  or  special  alloy  steel,  heat-treated.  Where 
severe  operating  conditions  cause  excessive  shaft  break- 
age it  is  advisable  to  use  the  better  grades  of  steel  for 
shaft  renewals.  The  accompanying  tabulation  shows 
that  the  average  yield  point  of  the  heat-treated  axle  steel 
is  44  per  cent  higher  than  the  same  material  untreated ; 
while  the  heat-treated  alloy  steel  is  77  per  cent  higher. 

Experience  indicates  that  armature  shaft  troubles  are 
mostly  due  to  one  or  more  of  the  following  causes : 
broken  shafts,  bent  shafts,  worn  journals,  damaged 
pinion  key  seats  and  worn  pinion  fits.  Bent  shafts  can 
generally  be  straightened  without  removal  from  the 
armature  core.  The  armature  is  rotated  in  a  lathe  to 
check  pinion  and  comnuitator  ends  for  eccentricity  with 
a  Bath  indicator  or  similar  device.  Shafts  should  not 
be  more  than  0.004  to  0.006  in.  out  of  true  when  put  back 
in  service. 

Shaft  breaks  occur  principally  where  the  pinion  end 
leaves  the  spider  or  core,  or  at  the  end  of  the  pinion  seat. 
Broken  shafts  should  be  replaced ;  under  no  conditions 
should  they  be  repaired  by  welding.  The  expense  in- 
curred and  possibility  of  further  failure  makes  welding 
of  shafts  unprofitable. 

In  replacing  armature  shafts,  the  following  points 
should  be  observed : 

1.  Place  fillets  at  all  changes  in  diameter  on  new  shafts. 

2.  Make  press  fits  for  new  shafts  0.001  to  0.002  in.  larger 
than  the  original  shaft  to  insure  the  proper  force  when  pressing 
them  in  the  core. 

3.  Check  bore  of  the  spider. 

4.  Brush  white  lead  on  the  shaft  at  the  fits  to  act  as  a  lubricant 
and  to  prevent  rusting. 

5.  Check  clearance  between  the  top  of  the  key  and  the  kev 
seat  in  the  core  to  prevent  binding. 

6.  Chamfer  the  start  of  the  bore  to  allow  the  shaft  to  enter 
easily. 

7.  Maintain  the  shaft  level  when  pressing  it  into  the  core. 

8.  Press  in  shafts  at  15  to  25  tons  on  motors  ranging  from 
25  to  50  hp.,  and  at  40  to  50  tons  for  sizes  above  50  hp. 

9.  Press  out  shafts  at  1.5  to  2  times  the  force  used  when  they 
are  pressed  in. 


Yield 

Point, 
Lb. 

Elongation 
Per 
Cent 

Reduction 
in   .\rea. 
Per  Cent 

40,000 
45,000 

18 
20 

JO 
35 

50,000 
65,000 

18 
23 

50 
55 

65,000 
80,000 

20 

24 

45 

50 

Charac:eristics  of  Steel  for  Armature  Shafts 


Ultimate 
Strength, 
Lb. 
Speiial  axle  steel,  guaranteed. .  . .      75,000 

Special  a.xle  steel,  average 85,000 

Special  axle  steel,  heat  treated — 

guaranteed 80,000 

.\veraKe 105,000 

Alloy  steel,  heat  treated' — • 

guaranteed 100.000 

.\verage II  7,000 


10.  Vary  the  press  fit  with  the  metal  of  the  core  and  use  of 
keys.  Steel  or  malleable  iron  shafts,  or  those  without  keys  can 
safely  stand  a  higher  pressure  than  cast  iron. 

Early  railway  motors  had  laminated  cores  built  up- 
directly  on  the  shaft,  with  core  keys  to  align  the  punch- 
ings.  The  spider  construction  was  adopted  in  later 
designs,  having  a  key  between  core  and  spider,  and 
another  between  spider  and  shaft.  In  recent  years  the 
key  between  spider  and  shaft  had  been  omitted.  Shaft 
keys  of  modern  motors  are  the  full  depth  rounded-end 
type.  These  are  preferred  to  the  old  "sled  runner"  or 
full  depth  tapered  end  key,  which  sometimes  slipped  out 
of  place  when  the  shaft  was  pressed  into  the  core,  or 
when  the  pinion  was  driven  on  the  shaft. 

Temporary  Repairs  Should  Be  Used 
Only  as  Emergency  Practice 

When  key  seats  on  pinions  are  damaged  they  may 
be  repaired  with  a  special  offset  key ;  if  this  is  not  pos- 
sible a  new  key  seat  should  be  cut  opposite  the  old  one. 
Pinion  fits  sometimes  become  worn  and  slightly  under- 
size,  allowing  the  pinion  to  ride  up  too  far  on  the  taper. 
A  liner  of  strong  paper  or  of  sheet  metal  fitted  over  the 
taper  will  make  the  fit  tight  and  will  hold  the  pinion  at 
the  proper  point  on  the  taper.  This  procedure  should 
be  used  only  in  an  emergency  and  only  until  the  damaged 
shaft  can  be  replaced.  Usually  damage  to  pinion  key 
seats  and  worn  pinion  seats  on  the  shafts  is  due  to  loose 
pinions.  This  trouble  can  be  reduced  by  heating  the  pin- 
ions in  an  oven  at  a  temperature  of  from  100  to  150  deg. 
C,  depending  upon  the  size  of  the  motors,  before  driving 
them  on  the  shaft.  The  pinions  should  be  driven  on  with 
copper  bar  weighing  8  to  10  lb.  After  the  pinion  is  in 
place,  the  pinion  nut  and  lock  washer  should  be  screwed 
tightly  with  a  wrench. 

The  bearing  surfaces  on  the  shafts  tend  to  wear  either 
tapered  or  hollow.  Some  railways  have  five  different 
journal  sizes  varying  by  j^  in.,  to  which  the  worn  shafts 
are  machined.  Armature  bearings  of  corresponding 
sizes  are  kept  in  stock.  Other  railways  weld  the  journal 
fit  and  turn  it  to  its  original  size.  This  practice,  however, 
tends  to  weaken  the  steel  and  is  not  recommended.  A 
canvass  indicates  that  a  large  majority  of  the  railways 
turn  down  their  worn  journal  fits  and  used  undersized 
jjearings.  After  the  bearing  seat  diameters  of  the  shafts 
have  been  reduced  appro.ximately  5  in.  the  shafts  are 
discarded. 


COMPANY     AWARD 

in  Electric  Railtvay  journal 

Maintenance  Contest 

will  be  made  at  the  convention  at  Atlantic  City,  during  the 
Monday  session  of   the  Engineering   Association 


Electric  Railway  Journal — Vol.75.  \'o.9 
480 


New  Products 

for  the  Railways'  Use 


The  streamline  effect  and  arrangement  of  doors  and  wheelhousings  give  the  new  Osgood 
Bradley  trolley  bus  a  pleasing  appearance 


Driver's  compartment  showing  con- 
trol pedals  and  equipment  cabinet 


Osgood  Bradley  Introduces 
a  Trolley  Bus 


MAXIMUM  comfort,  conve- 
nience and  safet)-  for  the  pa- 
trons are  featured  in  a  new  trolley 
bus  just  announced  by  the  Osgood 
Bradley  Car  Corporation,  Worcester, 
Mass.  Other  features  are  the  insula- 
tion of  stanchions,  grab  handles  and 
electrical  equipment  to  eliminate  any 
danger  of  the  vehicle  becoming 
charged  and  shocking  passengers,  a 
back-to-back  cross-seat  arrangement 
over  the  rear  wheelhousings.  and  the 
reduction  of  noise  by  insulating  or 
cushioning  the  trolley  base,  air  com- 
pressor and  rear  control  cabinet.  Al- 
though the  vehicle  as  illustrated  has  a 
rear  exit  door,  and  a  seating  capacity 
of  42  passengers,  the  manufacturer 
offers  an  optional  center-exit  design, 
with  a  seating  capacity  of  40.  The 
vehicle  is  of  the  single-end,  four- 
wiheel  type,  arranged  for  one-man 
operation.  The  body  and  underframe 
are  built  as  subassemblies,  and  are 
finally  assembled  as  one  complete 
unit  in  which  all  vertical  loads  are 
borne  by  the  full  height  of  the  side 
frame. 

The  two  50-hp.  motors  are  con- 
trolled by  an  automatic  acceleration, 
foot-operated  master  controller  under 
the  toe  board,  being  the  unit  switches 
in  the  rear.  Four-wheel  air  brake.-> 
are  provided.  The  vehicle  has  a 
double-width  passageway  at  the  front, 
controlled  by  pneumatic  door  equip- 


ment. A  rear  exit  treadle-operated 
door  also  is  provided.  The  vehicle's 
length  over  bumpers  is  32  ft.  2  in., 
its  width  over  all  does  not  exceed 
96  in.,  and  the  wheelbase  is  190  in. 
Seats  are  of  the  semi-bucket  type, 
with  single-deck  cushions  and  con- 
cave padded  backs.  They  are  up- 
holstered in  brown  machine-buffed 
monkey  grain  leather.  To  con.serve 
space,  the  transverse  seats  at  the  rear 
wheels  are  arranged  back-to-back. 

M  the  rear  of  the  bus,  a  double 
treadle  is  provided,  care  being  taken 
in  the  installation  to  protect  the  elec- 
trical portion  from  moisture. 

All  grab  handles  and  stanchions 
at  exit  or  entrance  passageways 
are    covered    with    micarta    tubing. 


Mudguards  of  molded  rubber  with 
canvas  insert  are  provided  at  each 
wheelhousing.  Splash  aprons  also 
are  installed  at  front,  rear  and  inside 
of  all  housings.  As  a  further  pre- 
caution to  prevent  the  splash  from 
the  roadway  wetting  the  wooden  floor 
a  lead  sheathing  has  been  placed  un- 
derneath the  entire  body  floor. 

All  longitudinal  runs  of  power 
and  control  cable  have  been  carried 
in  an  aluminum  cable  box  inside 
of  the  car  body  under  the  win- 
dow sill.  No  taps  have  been  made 
for  these  cables  either  under  the 
body  or  in  the  cable  box,  all  cables 
being  carried  direct  between  the 
various  parts  of  equipment.  .\t  such 
|5oints  as  required,  conductors  are 
carried  through  the  floor  in  rigid 
metal  conduits,  having  fittings  with 
])orcelain  covers.  All  electrical  equip- 
ment underneath  the  bus,  except 
propulsion  motors,  is  doubly  insu- 
lated  from  the  bus  framing. 


Leather  upholstered   seats,   thermostatically  controlled   electric  heaters,  ample   lighting 
and  convenient  arrangement  of  seats  are  provided  in  the  interior 


Electric  R.mi.way  Journal — September.  1931 
'  481 


To  reduce  the  noise  of  the  con- 
troller switches,  the  rear  cabinet  for 
housing  this  equipment  is  insulated 
by  Celotex  and  a  lining  of  asbestos. 
Trolley  poles  are  provided  with  rub- 
ber insulation  and  the  trolley  bases 
are  so  mounted  that  trolley  hum  in 
the  roof  is  prevented.     Choke  coils 


having  suitable  characteristics  are  in- 
stalled on  the  roof  in  both  sides  of 
the  trolley  circuit  to  eliminate  radio 
interference.  As  quietness  of  the  air 
compressor  is  essential,  this  unit  is 
supported  through  a  cushioning  of 
rubber  and  electrical  insulation. 
Heavy   supports  minimize  vibration. 


New  Features  in  Small  Twin  Coach 


One  of  the  small-capacity  buses  developed  by  Twin  Coach 


MANY  innovations  are  included 
in  the  50  small-capacity  buses,  a 
part  of  the  order  of  the  Brooklyn  Bus 
Corporation,  subsidiary  of  the  Brook- 
lyn-Manhattan Transit  Corporation, 
for  service  on  the  recently  authorized 
bus  lines  in  Brooklyn.  The  buses, 
which  were  ordered  from  the  Twin 
Coach  Corporation,  will  seat  27  pas- 
sengers as  compared  with  40  for 
the  standard  Twin  Coach.  Although 
changes  have  been  necessary  on  ac- 
count of  the  reduced  size,  the  gen- 
eral construction  is  similar  to  that  of 
the  large  bus,  except  that  the  new  one 
has  only  one  engine,  which  is  of  the 
same  rating  as  one  of  the  engines  for 
the  large  bus,  and  is  interchangeable 
with  them.  Many  standard  parts 
from  the  larger  model  are  used,  af- 
fording interchangeability. 

The  main  body  framing  is  built  up 
on  two  full  length  longitudinal  6-in. 
8-lb.  steel  channels,  specially  formed. 
To  these  are  mounted  spring  shackle 
bars  and  brackets,  and  across  them 
are  gusseted  and  riveted  five  2x2^-in. 
pressed-steel  Z-bars,  forming  a  sup- 
port for  the  lower  body  rail  and 
wheelbase  angles,  to  which,  in  turn, 
are  riveted  the  side  and  end  posts. 

Side  posts  and  carlines  are  bent 
from  one  continuous  piece  of  Hxl^ 
x^-in.  T,  covered  on  the  sides  with 
14-gage  duralumin  panels.    The  roof 


is  of  14-gage  duralumin.  Joints  in 
the  body  and  roof  are  treated  to 
retard  rust,  and  are  sealed  with  dum- 
dum. The  ceiling  is  paneled  with 
aluminum  fastened  to  wood  blocking, 
and  standard-sized  card  racks  are 
placed  on  each  side.  The  lower  body 
sides  and  ends  are  covered  with 
3\-in.  Masonite  fiber  panels  cemented 
to  :i-in.  felt  wadding  and  held  in  place 
by  quickly  removable  pilaster  brackets. 

As  in  the  larger  bus,  the  entrance 
is  ahead  of  the  front  wheels,  and  the 
exit  behind  the  rear  wheels.  Both 
openings  are  25  in.  clear.  When  the 
vehicle  is  empty,  the  first  step  height 
is  16  in.  from  the  ground,  and  the 
height  from  the  step  well  to  the  floor 
is  12f  in.,  making  the  floor  height 
28f  in.  The  doors  are  of  the  four- 
leaf  folding  type,  operated  by  Na- 
tional Pneumatic  engines. 

The  seating  arrangement  adopted 
calls  for  five  34-in.  transverse  seats 
on  the  left  side  and  one  double  side 
seat  over  the  front  wheelhousing. 
Four  double  cross  seats  are  on  the 
right  side,  with  a  single  side  seat  over 
the  front  wheelhousing  and  a  double 
side  seat  over  the  rear  wheelhousing. 

Heating  is  by  means  of  a  Kysor 
heating  system,  developed  for  the 
small  Twin  Coach,  forcing  hot  air 
through  two  heater  units  mounted  in 
the  floor  under  the  seats.     A  small 


opening  on  the  top  of  the  radiator 
housing  provides  ample  beating  for 
the  front  end. 

Mather  chrome-vanadium  springs 
are  used.  These  are  56  in.  long  and 
3  in.  wide,  both  front  and  rear.  They 
are  mounted  to  the  main  frame  mem- 
bers to  obtain  equal  distribution  of 
weight,  and  are  fastened  to  the  axles 
with  heat-treated  non-stretching  U 
bolts  of  |-in.  diameter. 

The  front  axle  is  the  heavy-duty 
I-beam  type,  developed  by  Timken  for 
the  Twin  Coach,  with  78-in.  tread. 
The  rear  axle  is  the  full-floating  type, 
with  dififerential  bevel  gear  drive. 
The  axle  shaft  is  If  in.  Both  front 
and  rear  axles  are  equipped  with 
interchangeable  heavy-duty  brake- 
shoes  angled  on  a  1^-in.  brakeshoe 
hinge  pin  with  a  Westinghouse  oper- 
ating cam,  slack  adjuster  and  7-in. 
diaphragm.  The  total  braking  area 
is  350  sq.in.  The  shoes  are  lined  with 
American  Brake  Blok  full  cover- 
age blocks.  Brake  drums  are  of 
Allyne  Ryan  gun  iron.  Air  for 
actuating  the  brakes  is  supplied  by  a 
Westinghouse  3-cu.ft.  air  compressor, 
driven  by  dual  belts  off  the  front  end 
of  the  crank  shaft. 

The  Hercules  engine,  which  is 
identical  with  those  in  the  larger  buses 
of  the  same  make,  is  a  6-cylinder 
model  with  4J-in.  bore  and  44-in. 
stroke.  The  piston  displacement  is 
360.8  cu.in.,  the  developed  horse- 
power being  83  at  2,400  r.p.m.  Ad- 
ditional details  appear  below. 


Weight,  total 10,600  lb. 

Length  over  body 21  ft.  3  A  in. 

Length  over  bumpers 22  ft.  lOi  in. 

Wheelbase 140  in. 

Width  over  all 7  ft.  1 1  A  in. 

Height  over  all,  loaded 8  ft.  4i  in. 

Turning  radius 29  ft. 

Window  post  spacing 32  in. 

Bodv All  steel 

Roof .Arch 

Doors End 

Air  brakes Westinghouse 

Axles Timken 

Car  signal  system Delco  buzzer 

Clutch Brown-Lipe 

Destination  signs Hunter  illuminated 

Door  mechanism National  Pneumatic 

Doors Folding,  four  leaf 

Drive  shaft Cleveland  Steel  Products 

Floor  covering Battleship  linoleum 

Glass Plate;  ends  non-shatterable 

Hand  brakes Twin  Coach  standard 

Heat  insulating  material Masonite,  felt  backed 

Heaters Kysor  hot  air 

Headlights Two  Guide  "Tilt-ray" 

HeadUning .Aluminum 

Ignition Delco 

Lamp  fixtures Guide,  dome  type 

Lubrication Alemite 

Motors Hercules,  6  cylinder 

Painting  system Arcozon 

Radiator Long 

Roof  material Duralumin 

Sash  fixtiu-es Adams-Westlake 

Seats Twin  Coach  street  car  type 

Seating  material Brown  leather 

Springs Mather  chrome-vanadium 

.Steering  gear Ross  cam  and  lever 

Steps Stationary 

Step  treads Non-skid  steel 

Tires  Medium  pressure  balloon 

front  9.00-18  single,  rear  7.50-20 

TransmissioD Brown-Lipe 

Ventilators Nichols-Lintern 

wheels Cast  steel  spokes 

Wiring Packard  cable  in  wiremold  loom 


Electric  Railway  Journal — Vol.75,  No.9 
482 


A.E.R.A.  Announces 


Convention  Program 


CELEBRATING  its  golden  an- 
niversary, the  50th  annual  con- 
vention of  the  American  Elec- 
tric Railway  Association  will  be  held 
Saturday,  Sept.  26,  to  Friday  noon, 
Oct.  2,  inclusive,  in  the  Atlantic  City 
Auditorium.  According  to  the  tenta- 
tive program  just  announced  by  the 
general  secretary,  G.  C.  Hecker,  joint 
sessions  of  the  American  Association 
and  the  affiliated  associations  will  be 
held  on  Monday,  Wednesday  and 
Thursday  mornings.  The  Advisory 
Council  session  will  be  held  on  Tues- 
day evening.  The  Engineering  Asso- 
ciation will  hold  its  opening  general 
session  on  Monday  afternoon  and  its 
divisional  meetings  on  Tuesday  and 
Wednesday  afternoons.  The  Account- 
ants' Association  and  Claims  Associa- 
tion will  hold  sessions  on  Tuesday 
and  Wednesday  afternoons.  The 
Tuesday  session  of  the  Claims  Asso- 
ciation will  be  preceded  by  a  luncheon 
at  12:45  p.m.  The  Transportation  & 
Traffic  Association  will  hold  sessions 


on  Monday  and  Tuesday  afternoons. 

Luncheon  conferences,  to  be  held 
each  day  at  12:45,  are  designed  to 
furnish  an  opportunity  for  delegates 
to  obtain  first-hand  reports  of  the 
progress  being  made  by  various  prop- 
erties in  solving  some  of  the  more 
important  problems  with  which  prac- 
tically every  company  is  faced.  Oppor- 
tunity will  be  afforded  delegates  to 
ask  questions  and  to  discuss  the  vari- 
ous conference  topics. 

Approximately  150  interesting  and 
instructive  exhibits  of  manufacturers 
will  occupy  nearly  80,000  sq.ft.  of 
space  in  the  Auditorium.  The  exhibit 
will  open  at  noon  on  Saturday,  Sept. 
26,  and  will  be  open  each  day  during 
the  convention  from  9  a.m.  to  6  p.m. 
The  exhibit  will  close  at  noon  on  Fri- 
day, Oct.  2.  Tuesday  morning,  Thurs- 
day afternoon  and  Friday  morning 
have  been  set  aside  for  exhibit  inspec- 
tion only.  No  meetings  of  any  of  the 
associations  will  be  held  at  those 
times. 


General  Sessions 

American,  Accountants' ,  Claims,  Engineering, 
Transportation  and  Traffic 


GENERAL     THEME 

Prospects  for  Public 
Transportation  in  a  Motor  Age 


Monday,  Sept.  28,  10  a.m. 

Subject  of  the  Day — Transportation 
Service  of  Growing  Civic  Impor- 
tance. 


Address  of  Welcome. 

Address  of  President — -"oO  Tears  of  Serv- 
ice and  Readjustment,"  by  J.  H.  Hanna, 
Washington,  D.  C. 

"Accessibility  a  Major  Factor  in  Urban 
Property  Value,"  by  Joseph  P.  Day,  New 
York,  N.   Y. 

"Keeping  Open  the  Arteries  of  Trade  and 
Commerce,"  by  Merle  Thorpe,  Washington, 

Report — Committee  on  National  Relations 
— C.  D.  Cass,  Washington,  D.  C. 


ADVISORY  COUNCIL  SESSION 
Tuesday,  Sept.  29,  8:30  p.m. 
Organ    Recital. 

Address  of  the  Chairman — J.  N.  Shanna- 
han,  Omaha,  Neb. 

Baritone  solo — Albert  A.  Wiederhold. 
Presentation  Charles  A.  Coffin  Foundation 
Award,  by  President  J.  H.  Hanna. 
Baritone  solo — Albert  A.  Wiederhold. 
Addres-s — Julius  H.  Barnes. 
Organ  Recital. 

Wednesday,  Sept.  30,  10  a.m. 

Subject  of  the  Day  —  Readjusting 
Viewpoint  and  Methods  to  Changed 
Conditions. 

Report — Committee  on  Revision  of  Con- 
stitution and  By-laws — G.  A.  Richardson, 
Chicago,  III. 

Report — Committee      on      Nominations — 
P.  R.  Coates,  New  York,  N.  Y. 
Election   of  Officers. 


"The  Public  Relations  of  Transportation." 
by  Francis  X.  Busch,  Chicago,  111. 

Organization  and  Purposes  of  the  Elec- 
tric Railway  Presidents'  Conference  Com- 
mittee— Dr.  Thomas  Conway,  Jr.,  Phila- 
delphia, Pa. 

"Progress  Towards  Improving  the  Street 
Car,"  by  C.  F.  Hirshfeld,  Detroit,  Mich. 

Thursday,  Oct.   1,   10  a.m. 

Subject  of  the  Day — Stability  and  Ex- 
pansion Depend  on  Research  and 
Co-ordination. 

Award — Electric  Traction  Speed  Contest 
— T.  Fitzgerald,  Pittsburgh,  Pa. 

Award — Anthony  N.  Brady  Safety  Con- 
test— Lewis  Gawtry,  New  York,  N.  Y. 

"Economics  of  Electric  Railway  Opera- 
tions" (based  on  work  of  T.  &  T.  Commit- 
tee on  Operating  Economics),  by  Joe  R. 
Ong,  Cincinnati,  Ohio. 

"Determining  Relative  Economics  of  Pub- 
lic Transportation  Vehicles"  (based  on 
work  of  Engineering  Committee  on  Eco- 
nomics of  Rolling  Stock  Application),  bv 
James  W.  Welsh,  New  York,  N.  Y. 

"Costs  and  Competition  in  Street  Use" 
(based  on  work  of  American  Committee  on 
Street  Traffic  Economics),  by  E.  J  Mc- 
Uraith,  Chicago,  111. 

"Determining  the  Relation  Between 
Patronage  and  Price"  (based  on  work  of 
American  Committee  on  Fare  Structures), 
by  Leslie  Vickers,  New  York,  N.  Y. 

Report  of  Managing  Director  Charles 
Gordon. 

Report — Committee  on  Resolutions. 
Installation  of  Officers. 

Accountants'  Sessions 

Tuesday,  Sept.  29,  2:30  p.m. 

Address  of  President. 

Report  of  Executive  Committee. 

Report  of  Secretary-Treasurer. 

Report — Representative  of  Accountants' 
Association  at  the  Annual  Convention  of 
the  National  Association  of  Railroad  and 
Utilities  Commissioners — W.  L.  Davis 
Allentown,  Pa. 

Report — Committee  on  Standard  Classi- 
ncation  of  Accounts — M.  W.  Glover,  Pitts- 
burgh, Pa. 

Report — Sub-Committee  on  Bus  Account- 
ing— E.  A.  Tuson,  Newark,  N.  J. 

Report — Committee  on  Budgetary  Control 
— R.  Oilman  Smith,  New  York,  N.  Y. 

Report — Committee  on  Nominations — 
Edwin  H.  Reed,  Chicago,  111. 

Election  of  Officers. 

Wednesday,  Sept.  30,  2 :30  p.m. 

Report — Committee  on  Pare  Collections — 
J.  D.  Evans,  St.  Louis,  Mo. 

Address — "Cost  of  Fare  Collections,"  bv 
C.  W.  Stocks,  New  York,  N.  Y. 

Report — Committee  on  Property  Records 
— C.  R.  Mahan,  Chicago,  111. 

Address — "Allocation  of  Capital  and 
Operating  Costs  to  Lines,"  by  I.  O.  Mall 
New  Orleans,  La. 

Report — Committee  on  Resolutions. 

Installation  of  Officers. 

Presentation   of   Past-President's   Badge. 

New  Business. 


Electric  Railway  Journal — September  1931 
483 


Claims  Sessions 

Tuesday,  Sept.  29,  12:45  p.m. 

Informal   Luncheon — Ritz   Carlton   Hotel, 
followed  immediately  by  opening  session 

Address  of  President. 

Report  of  Executive  Committee. 

Report  of  Secretary-Treasurer. 

Report — Committee  on  Nominations — 
Wallace  Muir,   Lexlnirton,  Ky. 

Election  of  OfHcers. 

Discussion — Should  Association  Act  as 
Clearing  House  for  Information  Concern- 
ing Fake  Claimants? 

Round-table  Discussion. 

Wednesday,  Sept.  30,  2 :30  p.m. 

Report — Committee  on  Uniform  Negli- 
gence Law — ^J.  S.  Kubu,  Cleveland,  Ohio. 

Report — Committee  on  Claims  Association 
Work  and  Its  Relation  to  the  American 
and  the  T.  &  T.  Associations — G.  T.  Hell- 
nuth,  Chicago,  111. 

Address. 

Engineering  Sessions 

General   Meeting   of  All   Divisions, 
Monday,  Sept.  28,  2:30  p.m. 

Report  of  Secretary-Treasurer. 

Report  of  Executive  Committee. 

Address  of  President. 

Report — Committee  on  Co-operation  with 
U.  S.  Department  of  Commerce  —  E.  P. 
Goucher,  Washington,  D.  C. 

"Trends,"  by  F.  R.  Phillips,  Pittsburgh, 
Pa. 

Report  —  Committee  on  Heavy  Electric 
Traction — L.  C.  Winship,  North  Billerica, 
Mass. 

"Diesel  Engine  for  Bus  Work,"  by  Martin 
Schreiber,  Newark,  N.  J. 

Electric  Railway  Journal  Maintenance 
Contest  Award — Presentation  by  W.  W. 
Wysor,   Baltimore,   Md. 

Report — Committee  on  Welded  Rail  Joints 
— E.  M.  T.  Ryder,  New  York,  N.  T. 

Report — Committee   on    Resolutions. 

Report — Committee  on  Nominations — 
W.  W.  Wysor,  Baltimore,  Md. 

Election  of  Officers. 

Installation  of  Officers. 

Presentation  of  Past-President's  Badge. 

"The  Inter-relation  of  Claim  and  Legal 
Departments,"  by  R.  H.  Nesbitt,  Akron, 
Ohio. 

Installation  of  Officers. 

Presentation  of  Past-President's  Badge. 


POWER  DIVISION 
Tuesday,  Sept.  29,  2:30  p.m. 

Report — Standing  Committee  on  Power — 
Dwight  L.  Smith,  Chicago,  111. 

Reports  of  Committees: 

No.  1 — Manual  Review — J.  Walter  Allen. 

No.  2 — Mercury  Power  Rectifiers — H.  W. 
Codding. 

No.  3 — Power  Contracts — Ralph  H.  Rice. 

No.  5  —  Catenary  Specifications  —  John 
Leisenring. 

No.  7 — Trolley  Construction  Specifications 
— L.  R.  Wagner. 

No.  8 — Trolley  Wire  Reels — J.  F.  Neild. 

No.  9 — Trolley  Bus  Overhead  Construc- 
tion— A.  J.  Klatte. 

General  Discussion. 

"Present  Status  of  the  Rectifier  for  Trac- 
tion Service,"  by  H.  W.  Codding,  Newark, 
N.  J. 

"Trolley  Bus  Overhead  Construction,"  by 
A.  J.  Klatte,  Chicago,  111. 

The  retiring  president  and  the  president- 
elect will  also  address  this  meeting. 

Wednesday,  Sept.  30,  2:30  p.m. 

Reports  of  Committees: 

No.  10 — Lightning  Protection — A.  Schles- 
Inger. 

No.  12 — Ferrous  and  Non-Ferrous  Mate- 
rials— H.   F.   Brown. 


No.  13 — Trolley  Voltage  Surveys — A.  J. 
Klatte. 

General  Discussion. 

Report  of  Committee : 

.No.  6 — Trolley  Wire  Wear — H.  S.  Murphy. 

"The  Effects  of  Street-Railway  Equip- 
ment and  Service  Characteristics  on  Energy 
Consumption,"  by  T.  F.  Perkinson  and 
R.  H.  Sjoberg,  Erie,  Pa. 

"Six  Hundred-Volt  Railway  Substation 
Spacing,"   by   E.   A.   Imhoff,   Chicago,   111. 

PURCHASES  AND  STORES  DIVISION 

Tuesday,  Sept.  29,  2:30  p.m. 

Report — Standing  Committee  on  Pur- 
chases and  Stores — C.  A.  Harris,  Pitts- 
burgh,  Pa. 

Reports  of  Committees  : 

No.   1 — Manual  Review — J.   Fleming. 

No.  2 — Unit  Piling  and  Standard  Pack- 
ages— A.  E.  Hatton. 

No.  3 — Stores  Investment  and  Costs — • 
W.  S.  Stackpole. 

N'o.  4 — Pricing  Methods  and  Records — 
Harley  Doncaster. 

General  Discussion. 

"Standard  Packaging,"  by  A.  E.  Hatton, 
Pittsburgh.   Pa. 

Formal  Di.scussion  by  Edwin  W.  Ely, 
Washington,  D.  C. 

General  Discussion. 

The  retiring  president  and  the  president- 
elect will  al.so  address  this   meeting. 

Wednesday,  Sept.  30,  2:30  p.m. 

Reports  of  Committees : 

No.  5 — Standardization  and  Simplification 
of  Stock — C.  A.  Harris. 

No.  6 — Material  and  Supplies  Control — 
W.  F.  Maher. 

No.    7 — Bus   Materials — W.    S.    Stackpole. 

No.  8 — Handling  of  Stationery  —  A.  S. 
Duncan. 

No.  9 — Stores  Material  Handling  Equip- 
ment— J.  Y.   Bayliss. 

General  Discussion. 

"Handling  Bus  Materials  from  the  Users' 
and  the  Vendors'  Viewpoint,  "  by  W.  E. 
Scott,  Philadelphia,  Pa. 

General  Discu.ssion. 

ROLLING  STOCK  DIVISION 
Tuesday,  Sept.  29,  2:30  p.m. 

Report — Standing  Committee  on  Rolling 
Stock — Thomas  H.  NichoU,  Cleveland,  Ohio. 

"Brake  Lining  Development  and  Brake 
Tests,"  by  F.  C.  Stanley,  Bridgeport,  Conn. 

"Experience  in  Trolley  Bus  Operation," 
by  W.  C.  Wheeler,  Chicago,  111. 

The  retiring  president  and  the  president- 
elect will  also  address  this  meeting. 

Wednesday,  Sept.  30,  2:30  p.m. 

"Aluminum — Its  Uses  and  Past  Experi- 
ence in  Car  Construction,"  by  A.  H.  Woolen, 
New  Kensington,  Pa. 

Reports  of  Committees : 

No.  1 — Manual  Review — W.  C.  Bolt. 

No.  2 — Motor  Coaches — P.  V.  C.  See. 

No.   3 — Car  Design — H.  H.  Adams. 

No.  4 — Lighting — R.  W.  Cost. 

No.  5 — Car  Trucks — R.  B.  Smyth. 

No.   C — Lubrication — J.  H.  Lucas. 

No.  7 — Trolley  Buses — W.  C.  Wheeler. 

No.  8  —  Air-Operated  Car  Equipment  — 
A.  D.  McWhorter. 

No.  9 — ^Noise  Reduction — H.  S.  Williams. 

No.  10 — Rheostatic  Car  Heating — A.  W. 
P.aumgarten. 

No.  11  — •  Current-Collecting  Devices — 
Hugh  Savage. 

No.  13  — •  Limits  of  Wear  —  Walter  S. 
Adams. 

General  Discussion. 

WAY  AND  STRUCTURES  DIVISION 
Tuesday,  Sept.  29,  2:30  p.m. 

Report — Standing  Committee  on  Ways 
and  Structures — C.  A.  Smith,  Atlanta,  Ga. 


No.  4 — Wheel  and  Rail  Contours — P.  J. 
Mitten. 

No.   5 — Wood   Preservation — C.  A.  Smith. 

No.  6 — Arc  Welding — Chester  F.  Gailor. 

No.  7 — Alloy  Steels  for  Special  Track- 
work — P.  A.  Kerwin. 

General  Discussion. 

Address. 

The  retiring  president  and  the  president- 
elect will  also  address  this  meeting. 

Wednesday,  Sept.  30,  2:30  p.m. 

Reports  of  Committees: 

No.  8 — Pavement — Roy  C.  Cram. 

No.  11 — Track  Construction — C.  L.  Haw- 
kins. 

No.  12 — Rail  Corrugation — H.S.Williams. 

No.  14 — Rails — C.  A.  Alden. 

No.  15 — Track  Gauge — C.  H.  Clark. 

No.  16 — Foundations  for  Special  Tracl<- 
work — ^W.   A.    Underwood. 

General  Discussion. 

Address. 

Transportation  and  Traffic 
Sessions 

Monday,  Sept.  28,  2:30  p.m. 

Address  of  President. 

Report  of  Executive  Committee. 

Report  of  Secretary-Treasurer. 

Report — Committee  on  Nominations-  ■ 
Samuel  Riddle,  Pelham  Manor,  N.  Y'. 

Election  of  Officers. 

Report — Committee  on  The  Transporta- 
tion Employee — Clinton  D.  Smith,  Norris- 
town,  Pa. 

Formal  Discussion. 

Report — Committee  on  The  Passenger— 
W.  B.  Brady,  Chicago,  111. 

Formal  Discussion. 

Tuesday,  Sept.  29,  2:30  p.m. 

Report — Committee  on  The  Equipment — 
L.  C.  Datz,  St.  Louis,  Mo. 

Report — Committee  on  Operating  Eco- 
nomics— Joe  R.  Ong,  Cincinnati.  Ohio. 

Report — Committee  on  The  Movement  of 
the  Vehicle — C.  W.  Wilson,  Pittsburgh,  Pa. 

Formal  Discussion. 

Installation   of  Officers. 

Presentation  of  Past-President's  Badge. 


Reports  of  Committees : 

No.  1 — Manual  Review — ^W.  R.  Dunham, 
Jr. 

No.  2  —  Special  Trackwork  —  E.  M.  T. 
Ryder. 

No.   3— W^eed   Elimination — J.   I.   Cather- 


Entertainment 

Sunday,   Sept.   27 

9  a.m. -5  p.m. — Golf  Tournament — Coun- 
try Club  of  Atlantic  City,  Northfield,  N.  J. 

9-11   a.m. — Hotel   Musicales. 

Concert  programs  in  the  main  lounges  of 
beach  front  hotels. 

Monday,  Sept.  28 

Auditorium    Ballroom,   Second   Floor 
2:30-4  p.m. — LadieV  Informal  Bridge. 
4-6  p.m. — Tea  and  Dancing. 

8  ;45-9  p.m. — Reception  by  President  and 
Officers  of  the  Association. 

9  p.m.-l  a.m. — Informal  Dance. 

Tuesday,  Sept.  29 

3  p.m. — Ladies'  Musicale.  Song  Recital 
by  Albert  A.  Wlederhold,  baritone ;  Edith 
M.  Wiederhold,  pianist  and  accompaniest. 

4  :30-6  p.m. — Tea  and  Dancing. 

8  :30  p.m. — Advisory  Council  Session. 
Informal  Dancing. 

Wednesday,  Sept.  30 

2:30  p.m. — Ladies'  Pivot  Bridge  Tourna- 
ment. 

4  :30-6  p.m. — Tea  and  Dancing. 

9  p.m.-l  a.m. — Golden  Birthday  Party. 
Informal  Dancing. 

Thursday,  Oct.  I 

2:30-4  p.m. — Ladies'  Informal  Bridge. 
4-6  p.m. — Tea  and  Dancing. 
9  p.m.-l  a.m. — Formal  Dance. 


Electric  Railway  Journal — Vol.75, No.9 
484 


N  E WS  of  the  Industry 


Improvement  Projects 


Boston,  Mass. — The  State  Department 
of  Public  Utilities  has  approved  the 
plans  of  the  Elevated  for  an  addition  to 
the  present  fare  collection  lobby  and  a 
shelter  and  waiting-room  for  bus  pas- 
sengers at  the  Everett  Terminal. 
■¥ 

Richmond,  Va.— The  new  $12,000  car 
and  bus  terminal  of  the  Petersburg, 
Hopewell  &  City  Point  Railway,  at 
Hopewell,  Va..  under  construction  for 
the  past  six  months,  was  occupied  on  Aug. 
24  for  the  first  time.  The  old  building 
is  being  torn  down.  The  new  building 
provides  waiting  rooms,  restrooms  for 
both  white  and  colored  persons,  ticket 
offices  and  a  modern  lunch,  soda  foun- 
tain and  cigar  stand. 
-f 

Brooklyn,  N.  Y.— Officials  of  the 
Board  of  Transportation  have  promised 
to  investigate  the  possibilities  of  build- 
ing new  subway  routes  to  the  Bay  Ridge 
and  Dvker  Heights  sections. 
-f 

St.  Louis,  Mo.  —  The  contract  for 
wrecking  the  ten-story  building  at 
Twelfth  Boulevard  and  Washington 
.\venue  to  make  way  for  the  new  $1,- 
500.000  passenger  station  and  office 
building  of  the  Illinois  Termmal  Rail- 
road has  been  awarded  to  Merker  & 
Companv.  The  development  will  be  in 
the  charge  of  the  Midwest  Industrial 
Development  Company,  a  subsidiary  of 
the  railroad.  Plans  for  the  building  are 
in  charge  of  architects  Mauran,  Russell 
&  Crowell.  The  first  unit,  an  eleven- 
story  building  with  basement  and  sub- 
basement,  will  cost  $750,000.  Ultimately 
the  building  will  be  twenty  stories  high. 


An  Operation,l 
Not  Nostrums, 
Seattle's  Need 

Plans  to  employ  an  expert  to  make  a 
new  survey  of  Seattle's  Municipal  Rail- 
way, at  an  estimated  cost  of  $50,000,  re- 
ceived a  serious  set-back  when  Mayor 
Robert  Harlin  opposed  the  proposition. 
At  the  same  time,  F.  J.  McLaughlin,  pres- 
ident of  the  Puget  Sound  Power  &  Light 
Company,  issued  a  statement  indicating 
that  bondholders  expect  prompt  action  to- 
ward a  solution  of  the  system's  difficulties, 
but  will  not  insist  on  a  survey.  Mayor 
Harlin  declared  that  the  needs  of  the  rail- 
way have  been  made  known  by  previous 
surveys  and  experience  in  the  operations  of 
the  system,  and  that  what  the  system  needs 
is  expert  management.     He  said: 

We  should  hire  the  best  man  available, 
in  whom  all  affected  interests  have  con- 
fidence, and  give  him  full  power  to  run 
the  system. 

John  A.  Beeler,  consulting  engineer,  who 
has  been  in  Seattle  for  several  weeks, 
ofTered  to  make  a  complete  survey  of  the 
system  under  a  plan  by  which  the  city  and 
the  power  company,  to  whom  the  purchase 
price  for  the  lines  is  still  due,  would  divide 
the  cost.  A  majority  of  the  Council  is 
believed  to  agree  with  the  Mayor  that  the 
survey  is  not  necessary.  Mayor  Harlin 
states  that  he  will  leave  the  public  utilities 
department  under  the  present  assistant  and 
acting  superintendent,  A.  E.  Pierce,  pend- 
ing settlement  of  plans  for  refinancing  the 
railway. 

President  McLaughlin  said: 
As  a  citizen  and  taxpayer  and  as  a 
creditor,  we  are,  of  course,  vitally  inter- 
ested in  the  efficient  operation  of  the  rail- 
way I  have  heard  numerous  criticisms  as 
to  service,  and  suggestions  for  improvement. 


I  have  consistently  maintained  that  the 
matter  of  providing  efficient  transportation 
service  rests  with  the  city,  not  with  the 
Puget  Sound  Power  &  Light  Company,  but 
that,  in  our  position  as  a  citizen  and  as 
creditor,  we  wanted  to  help  in  solving  pres- 
ent difficulties.  Any  plan  that  makes  the 
operation  more  efficient  is  certainly  wel- 
come. 

The  railway  system,  as  it  is  now  oper- 
ated, is  not  able  to  pay  its  obligations. 
When  an  individual  gets  real  sick  it  is  con- 
sidered desirable  to  call  in  a  good  doctor. 

I  have  not  and  will  not  make  any  request 
that  the  Council  have  a  survey  made. 
Should  they  decide  to  do  so  I  do  not  pro- 
pose to  make  any  recommendation  as  to 
who  shall  be  employed  or  what  the  nature 
of  the  survey  shall  be. 

I  do  believe,  that  in  the  best  interest  of 
all  concerned,  a  constructive  program  look- 
ing to  a  solution  of  the  transportation  diffi- 
culties should  be  initiated  promptly. 


I 


Fare  Changes 


Gary,  Ind.— More  than  4,000  S-cent 
fares  are  being  collected  daily  in  the 
three  short-haul  fare  zones  on  Gary 
Railways  lines  here.  A  5-cent  fare  for 
a  short  haul  was  first  tested  on  a  twenty- 
block  stretch  on  Broadway  between 
Twentieth  Avenue  and  the  north  Broad- 
way loop  at  the  steel  mill  gates.  The 
rate  was  placed  on  trial  for  30  days, 
beginning  on  June  1.  The  trial  period 
was  later  extended.  Two  additional 
S-cent  zones  were  next  established  here 
for  a  30-day  trial  period  commencing 
on   July   26. 


Bus  Operations 


Spokane,  Wash.  —  The  departure  of 
the  four  new  28-passenger  buses  bought 
by  the  Spokane  United  Railways  from 
the  Fageol  Company  in  Oakland,  Gal., 
was  delayed  at  the  factory,  but  the  buses 
are  expected  to  arrive  here  by  Sept.  1. 
Thev  are  for  the  Cable  Addition  line. 


(Late  XeKS  Continued  on  Page  4S6) 


The  Business  Outlook 

PRECEDENT  of  1921  favors  the 
hopeful     prospects    that    the    en- 
durance dance  of  this   unduly   pro- 
longed depression  ought  by  all  odds 
to  end  this  month,  if  ever.     In  the 
summer   of    1921    stocks    and   trade 
sloshes   along   in   uncertain    stagna- 
tion, as  they  have  this  time,  till  Sep- 
tember.     The    recent    improvement 
in  textiles   and  other   consumer  in- 
dustries is  strikingly  similar  to  that 
in    1921.      Still,    the    third    week    of 
August   gives    no   sign   of   expected 
seasonal   improvement,    and   scepti- 
cism about  its  prospective  strength 
increases.       Late     building     figures 
alone  lend  a  little  fitful  light  to  the 
encircling  gloom  growing  out  of  the 
steadily    weakening    bond    market. 
The    European    scene    continues    a 
succession   of   crises   met   by   emer- 
gency   measures    which   only    stave 
oflE  the  inevitable   large-scale  inter- 
national   action    on    fundamental    is- 
sues of  which  there  is  still  no  sign. 
— The  Business  Week. 


Calumet  Sale  Approval  Sought 

Approval  of  the  sale  of  the  physical 
properties  and  permits  of  Calumet  Rail- 
ways, Inc.,  Shore  Line  Motor  Coach 
Company  and  Mid-West  Motor  Coach 
Company  to  the  Chicago  &  Calumet 
District  Transit  Company,  Inc.,  is  asked 
in  a  petition  filed  with  the  Public  Serv- 
ice Commission  of  Indiana. 

The  Chicago  &  Calumet  District  Transit 
Company,  Inc.,  was  organized  by  Wal- 
ter J.  Cummings,  Chicago,  who  recently 
contracted  to  purchase  the  railway  sys- 
tem in  Hammond,  East  Chicago  and 
Whiting  and  the  motor  coaches  which 
operate  in  the  same  general  territory. 

A  second  petition  has  been  filed  in 
which  the  commission  is  asked,  in  event 
it  approves  the  sale,  to  rescind  its  order 
for  abandonment  of  operation  of  the 
railway.  This  order,  directed  to  Calumet 
Railways,  Inc.,  originally  authorized 
abandonment  of  service  on  July  1,  but 
when  negotiations  for  sale  of  the  system 
were  begun,  it  was  amended  so  that  op- 
eration might  be  continued  beyond  July 
1.  If  the  Chicago  &  Calumet  District 
Transit  Company  is  authorized  to  pur- 
chase the  transportation  properties,  it 
plans  to  continue  to  operate  them. 

For  the  present,  operation  of  the  rail- 
way system  and  the  routes  of  the  two 
motor  coach  companies  will  continue 
under  the  present  management. 


Marylanders  to  Meet  at 
Braddock  Heights 

The  mid-year  meeting  of  the  Mary- 
land Utilities  Association  will  be  held  on 
Sept.  11,  1931,  at  the  Vindobona  Hotel, 
Braddock  Heights,  Md.  Beginning  at 
10  o'clock,  there  will  be  meetings  of  the 
electric,  gas  and  transportation  groups 
at  which  many  pertinent  problems  will 
be  discussed.  The  afternoon  vvill  be  de- 
voted to  sports  and  recreation,  with 
ample  provision  made  for  entertainment. 
There  will  be  golf,  bowling,  swimming, 
sightseeing  trips  and  bridge.  In  the 
evening  delegates  will  dine  and  dance. 

The  Vindobona  is  located  6  miles  from 
Frederick  on  a  narrow  ridge  overlook- 
ing two  valleys  with  mountains  in  the 
distance.  Copies  of  the  program  and 
full  information  about  the  meeting  are 
expected  to  be  ready  about  Sept.  1. 


Electric  Railway  Journal— 5'e/'<^»n6er,  1931 
485 


Biis  Operations 


(.Continued  frotn  Page  485) 
Albany,  N.  Y.  —  The  Public  Service 
Commission  has  just  authorized  the 
receivers  of  the  Capitol  District  Trans- 
portation Company,  Inc.,  in  conformity 
with  an  order  of  the  United  States  Dis- 
trict Court,  to  issue  receiver's  certificates 
amounting  to  $153,720  for  the  purchase 
of  thirteen  buses  and  two  snow  plows. 

Providence,  R.  I. — A  petition  seeking 
authority  to  substitute  service  by  bus 
for  the  Branch  Avenue  trolley  line  has 
been  filed  by  the  United  Electric  Rail- 
vvays  with  the  Public  Utilities  Commis- 
sion. The  company  would  operate  from 
30  to  36  buses  over  the  route,  and  asks 
permission  to  carry  standing  passengers 
to  the  extent  of  50  per  cent  of  the  rated 
seating  capacity  of  the  buses. 
■f 

Wabash,  Ind. — Local  street  cars  were 
supplanted  by  bus  service  on  Sunday, 
Aug.  30.  Service  is  furnished  by  the 
Indiana  Service  Corporation  with  three 
new  six-cylinder  Fargo  coaches,  each 
seating  21  passengers.  The  buses  oper- 
ate over  the  same  routes. as  the  former 
street  cars.  Fares  have  been  increased 
from  5  cents  to  10  cents  cash,  or  four 
tickets  for  25  cents.  The  buses  are 
operated  for  seventeen  hours  daily  on 
headways  varying  from  20  to  40  minutes. 
-f 

Pittsburgh,  Pa. — Thirty-eight  opera- 
tors of  the  Pittsburgh  Motor  Coach 
Company  did  not  have  an  accident  of 
any  kind  during  the  three  months  of 
April,  May  and  June.  A  total  of  349,- 
050  miles  was  driven  by  these  men. 
■f 

Brooklyn,  N.  Y.  —  A  temporary  in- 
junction has  been  granted  by  Supreme 
Court  Justice  Dodd  barring  operation 
of  two  lines  by  the  Kings  Coach  Com- 
pany, an  unfranchised  concern  which  has 
been  operating  a  line  in  the  Gerritsen 
Beach  section  and  another  from  Flat- 
bush  Avenue  to  the  Rockaway  ferry. 
Recently  the  Midtown  Transit  Company, 
another  independent  operator  with  lines 
in  the  Sheepshead  Bay  district,  was 
restrained  by  a  similar  injunction.  The 
only  pending  litigation  against  the 
Brooklyn  Bus  Corporation,  railway  sub- 
sidiary, is  the  suit  brought  by  Paul 
Blanshard  of  the  City  Affairs  body. 

Greensboro,  N.  C. — The  City  Manager 
announced,  following  a  conference  with 
K.  K.  Garrett,  general  manager  of  the 
North  Carolina  Public  Service  Com- 
pany, that  plans  were  being  worked  out 
for  the  substitution  of  buses  for  street 
cars  on  the  Asheboro  run. 
■f 

Syracuse,  N.  Y.— Stockholders  of  the 
Syracuse  Northern  Railroad  have  con- 
firrned  the  action  of  the  directors  in  de- 
ciding to  substitute  buses  for  trolleys  on 
its  route  between  Syracuse  and  South 
Bay,  N.  Y. 

-f 

Belleville,  lU.— Officials  of  the  East 
St.  Louis  &  Suburban  Railway  have  de- 
clined to  extend  motorbus  service  a  dis- 
tance of  seven  blocks  on  North  Church 
Street.  They  say  the  probable  traffic  on 
North  Church  Street  would  not  justify 
a  twenty-minute  schedule  and  that  a 
30-minute  headway  would  prove  un- 
satisfactory. 


Baltimore,  Md. — The  United  Railways 
&  Electric  Company  on  Aug.  25  placed 
in  service  ten  of  its  new  buses,  the  first 
of  an  order  for  50  of  similar  type  soon 
to  be  delivered.  The  first  group  re- 
places vehicles  now  in  service  on  the 
Mount  Royal  Avenue  route.  Each 
vehicle  seats  33  passengers,  and  is 
equipped  for  front  entrance  and  e.xit. 
-f 

St.  Louis,  Mo. — The  Public  Service 
Conmiission  will  conduct  a  public  hear- 
ing on  Sept.  9  on  the  application  of 
Rapid  Transit,  Inc.,  to  operate  buses  on 
Federal  Highway  No.  40  between 
Wellston  and  St.  Charles.  This  appli- 
cation has  a  direct  bearing  on  the  St. 
Louis  Public  Service  Company's  plea 
to  abandon  service  on  the  western  7 
miles  of  its  St.  Charles  rail  line,  now 
being  operated  at  a  loss. 


Service  Changes 


St.  Louis,  Mo.— The  St.  Louis  Public 
Service  Company  plans  to  install  one- 
man  cars  on  its  Compton  division.  Dur- 
ing the  morning  and  evening  rush  hours, 
service  will  be  increased  20  per  cent,  and 
the  total  miles  operated  during  the  day 
will  be  increased  15  per  cent.  Cars  will 
be  operated  every  two  minutes  during 
rush  hours  in  the  morning  and  every  2* 
minutes  in  the  evening  rush  period.  Cars 
equipped  with  the  latest  safety  devices 
and  similar  to  those  now  in  use  on  the 
Tower  Grove  line  will  be  installed  on  the 
Compton  division. 

Los  Angeles,  Gal.— The  Pacific  Elec- 
tric Railway  has  applied  to  the  Railroad 
Commission  for  authority  to  discontinue 
local  auto  stage  service  in  North  Holly- 
wood, and  has  applied  for  a  certificate  of 
public  convenience  and  necessity  to 
operate  auto  stage  service  between 
North  Hollywood  and  Hollywood,  and 
between  intermediate  points  in  Los 
Angeles. 

-f 

Harrisburg,  Pa. — Permission  to  oper- 
ate one-man  trolley  cars  between 
Greensburg  and  Irwin  has  been  asked 
in  an  application  filed  with  the  Public 
Service  Commission  by  the  West  Penn 
Railways. 

-f 

Vancouver,  B.  C. — The  special  com- 
mittee of  the  City  Council  dealing  with 
British  Columbia  Electric  Railway 
affairs  is  to  consider  the  advisability  of 
asking  the  company  to  provide  a  belt 
line,  embracing  eight  city  blocks,  as  an 
alternative  to  the  city  terminus  of  the 
Oak  Street  car  line. 
-f 

Camden,  N.  J. — Plans  for  the  opera- 
tion of  a  high-speed  rail  line  over  the 
Delaware  River  Bridge  were  advanced 
another  step  when  the  Transportation 
Committee  was  empowered  on  Aug.  21 
by  the  Delaware  River  Joint  Commis- 
sion to  negotiate  with  the  Philadelphia 
Rapid  Transit  Company  and  others. 
The  commission  authorized  a  bond  is- 
sue, not  to  exceed  $44,000,000,  to  repay 
New  Jersey,  Pennsylvania  and  Philadel- 
phia for  their  interest  in  the  bridge,  and 
to  finance  construction  of  the  high-speed 
line. 

■♦■ 

Indianapolis,  Ind. — Public  hearing  on 
the  amended  petition  of  the  Indiana 
Railroad  for  abandonment  of  a  portion 
of  its  interurban  line  between  Indian- 
apolis   and    Richmond    has    been    post- 


poned by  the  Public  Service  Commis- 
sion until  Sept.  17.  Action  to  abandon 
the  entire  08-mile  line  between  Indian- 
apolis and  Richmond  was  begun  last 
spring  by  Elmer  W.  Stout,  receiver  for 
the  former  Terre  Haute,  Indianapolis  & 
Eastern  Traction  Company.  Before  a 
ruling  was  handed  down,  however,  the 
company  asked  that  only  that  part  be- 
tween Indianapolis  and  Dunreith  be 
abandoned.  Under  this  plan,  service 
would  be  continued  to  Richmond  in- 
directly. 

Pattonville,  Mo.  — •  Counsel  for  resi- 
dents here  has  protested  to  the  Public 
Service  Commission  against  the  applica- 
tion of  the  St.  Louis  Public  Service 
Company  for  permission  to  abandon 
service  on  its  St.  Charles  line,  between 
Pattonville  and  St.  Charles.  The  com- 
pany contends  it  has  been  operating  the 
line  at  a  loss. 

■f 

Spokane,  Wash. — Because  of  the  con- 
flict among  property  owners  and  resi- 
dents of  Browne's  addition  for  and 
against  proposed  street  car  line  changes 
in  that  district,  the  City  Council  has 
placed  on  file  the  franchise  for  a  pro- 
posed new  line  of  the  Spokane  United 
Railways  running  east  from  Fourth  and 
Spruce  on  Fourth  to  Hemlock  and  south 
on  Hemlock  to  Sixth.  The  alternative 
proposal  of  the  company  was  to  run 
south  from  Fourth  on  Chestnut  to  Sixth 
for  a  connection  between  the  West 
Pacific  and   Fort  Wright  lines. 

Marion,  Ind. — The  Northern  Indiana 
Power  Company's  interurban  freight  sta- 
tion on  Adams  Street  has  been  con- 
solidated with  that  of  the  Indiana  Rail- 
road at  1219  South  McClure  Street,  fol- 
lowing the  abandonment  on  Aug.  15  of 
the  Marion-Bluffton  division  of  the  In- 
diana Service  Corporation,  which  for- 
merly maintained  joint  freight  terminal 
facilities  with  the  Northern  Indiana 
Power  Company.  The  power  company's 
passenger  station  will  remain  at  the 
present  Adams  Street  location.  Both 
lines  are  operated  by  a  co-ordinated 
management  as  units  of  the  Indiana 
Railroad   System. 

■f 

Spokane,  Wash. — Fare  boxes  and 
metal  tokens  will  soon  displace  tickets 
on  the  Manito  buses  and  Hillyard  and 
Broadway-Lidgerwood  cars  of  the 
Spokane  United  Railways.  The  John- 
son Fare  Box  Company  of  Chicago  is 
supplying  the  fare  boxes  and  metal 
tokens.  The  fare  box  and  token  will 
be  used  later  on  the  Cable  addition 
buses. 


Financial  News 


Boston,  Mass. — Trustees  of  the  Bos- 
ton Elevated  Railway  on  Aug.  26  de- 
clared a  quarterly  dividend  rental  of 
$1.25  on  the  common  stock  of  the  com- 
pany, thereby  reducing  the  dividend  rate 
to  a  $5  annual  basis,  compared  with  the 
$6  basis  formerly  in  effect.  The  reduc- 
tion constitutes  the  initial  declaration  at 
the  new  rate  under  the  public  control 
bill,  which  provides  for  retirement  of 
preferred  stocks  by  sale  of  6  per  cent 
bonds  to  the  Metropolitan  Transit  Dis- 
trict. The  $5  dividend,  which  is  payable 
on  Oct.  1  to  stock  of  record  Sept.  10,  is 
guaranteed  at  least  for  the  next  28  years. 


(Late  News  Contintied  on  Page  4S8 


Electric  Railway  Journal- 
486 


-Vol.75,  No.9 


Substantial  Business 
Built  in  Handling 
Road  Materials 

Five  years  ago — nothing. 

Estimated  for  1931—460,000  tons,  with  a 
total   of  270,000  already  delivered. 

That,  in  a  nutshell,  is  the  story  so  far  of 
the  development,  from  scratch,  of  a  sub- 
stantial business  in  the  hauling  of  road 
building  and  maintenance  materials  by  the 
Indiana  Railroad  System. 

The  story  began  on  the  organization  of 
the  Indiana  Service  Corporation  at  Fort 
Wayne,  but  subsequent  chapters  have  been 
written  at  various  points  on  the  system,  of 
which  the  Indiana  Service  is  a  part.  And 
the  end  is  not  yet. 

Five  years  ago  the  idea  that  electric 
railways  could  be  of  service  in  handling 
the  immense  tonnage  of  road  building  and 
maintenance  material  used  in  Indiana  was 
a  new  one  to  contractors  and  State  and 
county  officials.     The  first  traffic  represen- 


down  or  eliminated,  and  there  is  no  delay 
or  waiting  for  switch  engines  or  motors  to 
facilitate  unloading. 

So  successful  has  this  service  been  that 
Ben  Petty,  assistant  professor  of  highway 
engineering  at  Purdue  University,  investi- 
gated the  plan  and  has  since  given  it 
further  study  and  attention.  In  fact,  W.  L. 
Snodgrass,  general  superintendent  of  traffic 
of  the  Indiana  Railroad  System,  was  invited 
by  Professor  Petty  to  describe  the  service 
before  the  annual  meeting  of  the  Road 
School  at  Purdue. 

Expansion  of  this  service  is  being 
planned  and  vigorously  promoted  by  the 
Indiana    Railroad    System's   traffic   depart- 


If  This  Be  Intimidation 

Police  of  East  St.  Louis,  111.,  are  seek- 
ing to  determine  whether  a  shot  fired 
through  the  niotorman's  vestibule  of  a 
street  car  on  the  Broadway  division  of 
the  East  St.  Louis  Railway  resulted 
from  the  company's  quarrel  with  jitney 
drivers. 


Inuiana  s  roads  prontabie  pay   ioau 


tatives  who  called  on  these  men  were 
received  without  enthusiasm. 

The  electric  railway  men  retired,  but 
only  in  search  of  ammunition  for  a  heavier 
bombardment  of  the  sacred  heights  of  habit 
and  established  custom.  Renewing  the 
attack,  the  electric  men  fought  a  long  and 
determined  battle.  With  the  years  has 
come  an  impressive,  although  far  from 
complete,  victory  for  the  attacking  forces. 

It  was  in  1928  that  the  plan  first  re- 
corded success.  The  initial  jobs  were  han- 
dled with  a  dozen  cars  borrowed  from  the 
maintenance  department  of  the  Indiana 
Service  Corporation.  It  wasn't  long  before 
the  company  was  justified  in  buying  ten 
new  steel  differential,  side-dump  cars,  elec- 
trically controlled. 

It  was  at  this  point  that  the  outstanding 
advantages  of  moving  road  materials  by 
electric  railway  became  apparent.  Contrac- 
tors and  public  officials  were  quick  to  learn 
and  appreciate  the  advantages  of  this  type 
of  service.  First  and  foremost  is  a  saving 
of  from  10  to  20  cents  a  ton  in  the  cost  of 
handling.  The  cost  for  the  contractor  of 
unloading  the  car  is  eliminated  entirely 
by  the  electrically  operated  dumping  equip- 
ment. A  six-car  train  can  be  completely 
unloaded  in  slightly  more  than  two  minutes, 
with  the  labor  of  one  man  the  only  cost 
involved. 

Second,  this  system  of  delivery  eliminates 
demurrage  charges.  Its  flexibility  and  its 
speed  prevent  delays  at  the  scene  of  con- 
struction activity  and  keep  an  even  flow 
of  trucks  running  to  the  concrete  batcher. 

The  setup  of  trackage  and  storage  for 
cement  is  eliminated,  and  truck  hauling 
distance  is  substantially  cut  through  the 
slight  cost  of  establishing  new  unloading 
points.     Storage    warehouse    space   is    cut 


Acting  on  a  petition  filed  by  the  Il- 
linois Commerce  Commission,  Circuit 
Judge  Miller  at  Belleville  has  enjoined 
202  jitney  operators  from  competing 
with  the  street  cars  of  the  East  St. 
Louis  Railway  and  the  East  St.  Louis 
&  Suburban  and  the  buses  of  the  Blue 
Goose  Motor  Coach  Company.  The 
State  commission  charged  the  service 
men  with  defying  State  laws.  In  order 
to  avoid  the  terms  of  the  injunction 
some  of  the  jitney  men  are  carrying  pas- 
sengers under  a  voluntary  contribution 
plan  while  others  have  organized 
"clubs,"  for  which  they  act  as  the  hired 
chauffeur.  Other  cars  have  extended 
their  operations  to  St.  Louis,  under  the 
theory  that  interstate  operation  places 
them  beyond  the  jurisdiction  of  the  Il- 
linois Commerce  Commission. 


Coming  Meetings 

Sept.  9-10 — Central  Electric  Rail- 
way Master  Meclianics'  Association, 
Cincinnati,  Ohio. 

Sept.  11 — Maryland  Utilities  Asso- 
ciation, Braddock  Heights,  Md. 

Sept.  36-Oct.  3 — Annual  Conven- 
tion, American  Electric  Railway 
Association,   Atlantic   City,   N.   J. 

Sept.  28-29 — Annual  Convention, 
National  Association  of  Motor  Bus 
Operators,  Atlantic  City,   N.   J. 

Oct.  12-19 — Annual  Safety  Con- 
gress Including  Special  Electric  Rail- 
way Section,  Chicago,  111. 

Oct.  29-30 — Annual  Transportation 
Meeting  of  Society  of  Automotive 
Engineers,    Wa.shlngton,    D.    C. 

Jan.  27-29,  1932 — Electric  Railway 
Association  of  Equipment  Men, 
Southern    Properties,    Richmond,   Va. 


Muncie  to  Pay  the  Penalty 
of  Competition 

Abandonment  of  the  local  railway  sys- 
tem in  Muncie,  Ind.,  was  proposed  by  the 
Indiana  Railroad  in  a  petition  filed  on 
Aug.  18  with  the  Public  Service  Commis- 
sion. Until  last  year  the  local  service  was 
operated  by  the  former  Union  Traction 
Company.  It  has  been  unprofitable  since 
1926.  The  petition  stated  that  "no  change 
can  be  made  in  the  operations  that  will 
increase  revenues  or  reduce  expenses  so 
that  the  deficit  can  be  eliminated  or  sub- 
stantially reduced."  The  company  con- 
cluded in  its  petition  that  there  is  no  public 
necessity  for  local  service  in  Muncie  or 
other  cities  in  the  State  under  75,000  popu- 
lation. Ten  single-truck  one-man  cars  are 
being  operated  on  the  Muncie  city  lines, 
paralleled  by  independent  bus  lines  in  al- 
most all  parts  of  the  city.  Outsiders  have 
advocated  protecting  the  rail  lines  from 
the  inroads  of  bus  competition  by  giving 
the  railway  exclusive  passenger  carrying 
privileges  in  the  sections  of  the  city  which 
they  serve. 


BOOK  REVIEW 

A  Scholarly  Presentation 

"Onward  Industry ! — The  Principles  of 
Organization  and  Their  Significance  to 
Modern  Industry,"  by  James  D.  Mooney 
and  Alan  C.  Reiley.  Harper  &  Brothers, 
New  York.     564  pages.     ?6. 

When  fears  first  gripped  our  primitive 
ancestors  they  banded  together  for  a 
common  purpose  —  protection.  From 
this,  organization  has  expanded  and  be- 
come more  complicated,  but  the  under- 
lying principle  of  a  common  objective  of 
organization  remains  the  same.  As  the 
authors  put  it,  organization  is  "the  form 
of  every  human  association  for  the  at- 
tainment of  a  common  purpose." 

With  the  state,  church  and  army  as 
examples  of  successful  organization, 
Messrs.  Mooney  and  Reiley  attempt  to 
discover  if  the  theory  and  history  of  or- 
ganization can  be  applied  for  similar  ob- 
jectives in  industry.  No  fault  can  be 
found  with  their  exposition  of  the  sub- 
ject as  applied  for  generations  in  the 
state,  church  and  army,  and  the  authors 
seek  to  answer  the  question  which  they 
pose,  whether  the  history  and  theory  of 
organization  throw  any  light  on  sound 
organization  methods  for  industry.  Es- 
pecially interesting  in  the  light  of  recent 
events  is  the  discussion  of  the  subjects 
"The  Moral  Problem  of  Modern  Indus- 
fry"  and  "The  Economic  Problem  of 
Modern  Industry."  The  final  chapter  is 
particularly  provocative  in  its  discussion 
of  the  present  challenge  to  American 
business  leadership. 

Mr.  Mooney  is  vice-president  of  the 
General  Motors  Corporation,  and  Mr. 
Reiley  was  connected  with  the  Reming- 
ton Typewriter  Company  for  many  years 
as  an  executive  and  has  been  a  profound 
student  of  history  and  philosophy.  Their 
knowledge  enables  the  authors  to  handle 
the  subject  well  historically.  Certainly 
the  book  in  informative.  As  Messrs. 
Moonev  and  Reiley  see  it,  the  applica- 
tion of  principles  of  organization  "re- 
quires but  the  technique  of  the  organizer, 
plus  the  qualities  of  true  and  enlightened 
leadership,  to  apply  them  in  the  more 
efficient  pursuits  of  all  worthy  objectives." 


Electric  Railway  Journal — September,  1931 
487 


G.  A.  Richardson  Recom- 
mended for  A.E.R.A. 
Presidency 

The  Committee  on  Nominations  of 
the  American  Electric  Railway  Associa- 
tion unanimously  recommends  the  fol- 
lowing to  be  placed  in  nomination  for 
election  as  officers  and  members-at-large 
of  the  Executive  Committee  for  the  year 
1931-32: 

For  president,  G.  A.  Richardson,  vice- 
president  and  general  manager  Chicago 
Surface  Lines. 

For  first  vice-president,  J.  H.  Alexander, 
president  Cleveland  Railway. 

For  second  vice-president,  Walter  A. 
Draper,    president    Cincinnati    Street    Rail- 

For  third  vice-president,  W.  E.  Wood, 
vice-president  Engineers  Public  Service 
Company. 

For  treasurer,  Barron  Collier,  president 
Barron  G.  Collier,  Inc. 

For  operating  menibers-at-large  of  the 
Executive  Committee  for  the  three-year 
term  expiring  1934: 

A.  B.  Paterson,  president  New  Orleans 
Public  Service,  Inc. 

Robert  M.  Feustel,  president  Indiana 
Service  Corporation. 

For  manufacturer  members-at-large  of 
•the  Executive  Committee  for  the  three- 
year  term  expiring  1934: 

M.  B.  Lambert,  assistant  to  vice-presi- 
dent Westinghouse  Electric  &  Manufactur- 
ing Company. 

H.  E.  Listman,  vice-president  General 
Motors  Truck  Company. 

John  B.  Tinnon,  sales  manager  Metal  & 
Thermit  Corporation. 

The  committee  has  not  placed  in 
nomination  any  one  for  the  office  of 
fourth  vice-president,  although  it  has 
agreed  upon  a  nominee  which  it  will  be 
prepared  to  submit  from  the  convention 
floor,  if  the  proposed  change  in  the  con- 
stitution eliminating  this  office,  is  not 
adopted. 

The  committee,  also  having  been  in- 
formed of  the  recommendation  of  the 
Committee  on  Revision  of  the  Constitu- 
tion and  By-Laws  proposing  the  addi- 
tion of  an  operating  member-at-large  of 
the  Executive  Committee  to  serve  for  a 
one-year  term,  has  unanimously  agreed 
upon  a  nominee  for  this  office  and  is 
prepared  to  submit  his  name  frorri  the 
convention  floor  if  that  recommendation 
of  the  Committee  on  Revision  of  the 
Constitution  and   By-Laws  is  approved. 

The  Committee  on  Nominations  in- 
cludes: H.  C.  Abell,  Stanley  Clarke,  Saf- 
ford  K.  Colby,  George  Frev,  Willits  H. 
Sawyer,  L.  F.  Stoll,  and  F.  R.  Coates, 

chairman. 

♦ 

Texas  Interurban  Under 
Option 

An  option  good  for  60  days  has  been 
secured  by  R.  C.  Duf?,  Houston,  for  the 
purchase  of  the  interurban  electric  rail- 
way of  the  Eastern  Texas  Electric  Com- 
pany, between  Port  Arthur  and  Beau- 
mont, 25  miles.  If  the  transaction  is 
consummated,  it  is  understood  the  line 
will  be  made  a  part  of  the  electric  rail- 
way projected  by  H.  K.  Johnson,  with 
whom  Mr.  Duff  is  associated.  This  line 
is  to  run  between  Houston  and  Port 
Arthur  via  Goose  Creek,  approximately 
85  miles.  Mr.  Duff  is  president  of  the 
Waco,  Beaumont,  Trinity  &  Sabine 
Railroad  with  lines  between  Weldon  and 
Livingston,  48  miles,  and  Trinity  and 
Colmesneil,  67  miles.  Some  time  ago  the 
Interstate  Commission  approved  the  con- 
struction of  extensions  from  Weldon  to 


Waco  and  from  Livingston  to  Beaumont, 
but  denied  that  part  of  the  application 
providing  for  a  line  from  Beaumont  to 
Port  Arthur.  By  acquiring  the  inter- 
urban line,  the  VVaco,  Beaumont.  Trin- 
ity &  Sabine  would  secure  an  entrance 
to  Port  Arthur. 


L 


Financial  News 


{Continued  from  Page  486) 

Bucyrus,  Ohio — The  City  Council  has 
declined  to  adopt  a  resolution  granting 
permission  to  C.  G.  Mayers,  Cleveland, 
receiver  for  the  Cleveland-Southwestern 
Railway  &  Light  Company  to  dismantle 
the  company's  interurban  line  in 
Bucyrus.  The  action  was  taken  after 
Council  urged  that  the  city  unite  with 
other  cities  to  have  other  interests  take 
over  the  interurban  line  and  operate  it 
again.  On  the  other  hand,  the  Gallon 
City  Council  has  voted  to  permit  the 
system  there  to  be  dismantled. 

New  York,  N.  Y. — The  Third  Avenue 
Railway  has  declared  a  semi-annual  in- 
terest payment  of  IJ  per  cent  on  the  5 
per  cent  income  bonds,  payable  Oct.  1. 
The  bonds  have  been  on  a  25  per  cent 
annual  basis  since  1925. 
-f 

Mystic,  Conn. — The  Groton  &  Ston- 
ington  Traction  Company,  at  a  meeting 
of  directors  on  Aug.  20,  voted  to  pay  in- 
terest due  on  July  1,  1931.  The  payment 
was  anticipated  in  a  vote  on  June  8,  but 
it  was  necessary  to  assure  earnings  were 
sufficient.  It  has  now  been  determined 
that  earnings  after  interest  for  six 
months  were  at  the  rate  of  $1  a  share. 
Net  for  the  six  months  was  $12,584. 
Bond  interest  lowers  the  net  to  $5,060. 
-f 

Indianapolis,  Ind. — Suit  to  foreclose  a 
$4,000,000  mortgage  on  the  property  of 
the  Indianapolis  Street  Railway  has  been 
filed  in  Circuit  Court  here  by  the  Central 
Hanover  Bank  &  Trust  Company,  New 
York  City,  trustee  for  the  Citizens 
Street  Railroad  44-year  5  per  cent  bonds, 
totaling  this  amount.  The  suit  paves  the 
way  to  remove  the  company  from  re- 
ceivership and  for  its  reorganization. 
L'nder  the  reorganization  plan  $5,000.- 
000  would  be  spent  for  new  equipment 
and  to  rejuvenate  the  system. 


Regulation  and  Legal 


Minneapolis,  Minn. — The  City  Coun- 
cil has  engaged  W.  C.  Fankhauser, 
specialist  in  securities  for  the  Cali- 
fornia Railroad  Commission,  to  assist 
in  its  fight  before  the  Minnesota  Tax 
Commission  against  a  proposed  reduc- 
tion in  the  property  valuation  of  the 
Minneapolis  Street  Railway.  The  Coun- 
cil had  previously  retained  Walter  W. 
Cooper,  valuation  expert  with  the  Cali- 
fornia Commission,  for  similar  services. 
The  hearing  is  early  in  September. 
■♦■ 

Columbia,  S.  C. — Recommendation 
has  been  made  that  the  Broad  River 
Power  Company  pay  a  $125,000  fee  to 
attorneys  who  conducted  the  litigation 
to  force  it  to  operate  cars  here.  This 
finding  is  contained  in  a  report  to  the 
South  Carolina  Supreme  Court  by  Spe- 
cial Referee  Perrin  of  Spartanburg. 
The  attorneys  had  asked  $250,000.  The 
company  also  would  pay  certain  lesser 


costs  in  the  case,  under  the  referee's  rec- 
ommendations. The  referee  points  out 
that  the  case  is  "one  of  the  most  novel 
and  interesting  heard  or  tried  in  this 
State  for  many  years." 
-♦■ 

Highwood,  111. — Hearings  in  the  In- 
terstate Commerce  Commission's  in- 
vestigation of  the  ferry-truck  service  fa- 
cilities operated  by  the  Chicago,  North 
Shore  &  Milwaukee  Railroad,  have  been 
assigned  to  be  heard  at  Chicago  on 
Nov.  3.  The  facility  embraces  the  load- 
ing of  detachable  truck  bodies  on  rail- 
road flat  cars. 

■f 

Chattanooga,  Tenn. — The  Tennessee 
Electric  Power  Company  has  filed  a  bill 
in  Chancery  Court  against  T.  E.  Boyd, 
operator  of  a  jitney  line  from  the  city 
to  the  suburbs,  to  enjoin  him  from  oper- 
ating his  jitneys  in  competition  with  the 
plaintiff's  street  cars.  Restraint  is 
sought  on  the  grounds  that  the  jitneys 
failed  to  comply  with  the  law  by  secur- 
ing a  certificate  from  the  Public  Lltili- 
ties  Commission. 


General 


Hartford,  Conn. — Tests  made  t)y  the 
State  Motor  Vehicle  Department  of 
erstwhile  motormen  who  would  become 
bus  operators  because  of  the  substitu- 
tion of  buses  for  trolleys  have  disclosed 
that  many  of  these  men  when  given 
tests  are  unable  to  secure  a  certificate 
which  would  permit  them  to  operate  a 
public  service  motor  vehicle. 
■f 

Philadelphia,  Pa.  —  President  Judge 
Harry  S.  McDevitt,  of  Common  Pleas 
Court  No.  1  has  warned  Philadelphia 
Rapid  Transit  Company  men  against  the 
union  now  seeking  to  organize  the  Phil- 
adelphia transit  workers.  He  told  the 
employees  to  "beware  of  wolves  in 
sheep's  clothing"  and  urged  them  to 
place  their  faith  in  the  heads  of  the 
company. 

Detroit,  Mich. — h.  delegation  of  shop 
employees  of  the  Detroit  Municipal 
Railway,  headed  by  Neil  McClellan, 
business  agent  for  the  .\malgamated  As- 
sociation, has  protested  to  '  Mayor 
Murphy  against  the  working  hours  al- 
lotted to  them.  The  men  now  are  em- 
ployed six  hours  a  day,  five  days  a  week. 
They  receive  an  average  wage  of  80 
cents  an  hour.  The  delegation  requested 
that  the  working  dav  be  increased. 

Springfield,  Ohio — K  reduction  of  10 
per  cent  in  the  salaries  or  wages  of  all 
employees  was  announced  on  .\ug.  13 
by  the  Springfield  Railway.  The  reduc- 
tion is  eflfective  immediately.  W.  H. 
Sawyer,  receiver,  declared  that  the  gross 
income  of  the  company  during  the  past 
six  months  was  less  than  the  e.xpenses 
and  that  the  step  was  necessary  to  con- 
tinue operation.  The  company  operates 
the  co-ordinated  railway  and  bus  serv- 
ice here. 

■t- 

Philadelphia,  Pa. — A  new  deal  between 
the  city  and  Philadelphia  Rapid  Transit 
Company,  covering  operation  of  rapid 
transit  lines,  is  necessary,  John  .\.  Mc- 
Carthy, Finance  Committee  chairman  of 
the  reorganized  board  of  directors  of 
the  company,  declares.  The  new  agree- 
ment, he  said,  "must  be  free  from  preju- 
dice, politics  and  quackery"  in  order  to 
preserve  P.R.T.  and  solve  the  city's 
subway  problem. 


Electric  Railway  Journal — Vol.75,  No.9 
488 


London  Transport  Bill 

Approved  by  Committee 


After  hearings  of  evidence  and  argii 
ments  extending  at  intervals  over  a  perio;! 
of  many  weeks,  the  joint  committee  of  th:- 
House  of  Lords  and  the  House  of  Com- 
mons on  the  London  Passenger  Transport 
Bill  decided  on  July  20  to  allow  the  bil: 
to  proceed,  subject  to  certain  alterations 
It  may  be  recalled  that  the  main  object  o: 
the  bill  is  to  transfer  to  an  especially  nomi- 
nated transport  board  all  the  passenger 
transport  undertakings  in  the  London  traffic 
area,  that  board  to  run  them  as  one  con- 
solidated, co-ordinated   undertaking. 

The  L.C.C.  Policy 

.At  a  sitting  of  the  joint  committee  on 
July  7,  counsel  for  the  London  County 
Council  stated  that  a  meeting  of  the  Parlia- 
mentary Committee  of  the  County  Council 
was  held  shortly  after  Sir  Oscar  Warburg 
had  given  his  evidence,  and  resolution  was 
I)assed  confirming  the  policy  as  to  the  need 
for  a  larger  body  to  supervise  the  work 
of  the  transport  board  proposed  by  the  bill. 
That  resolution  declared  that  the  proposed 
transport  board  should  be  responsible  to  a 
larger  body ;  that  the  larger  body  should 
be  composed  of  members  specially  selected 
and  equipped  as  regards  financial,  labor, 
and  other  consolidations :  and  that  one-third 
of  them  should  be  appointed  by  local  au- 
thorities. A  subsequent  meeting  of  the 
County  Council  confirmed  the  resolution. 

Sir  William  McLintock,  who  prepared 
the  financial  details  embodied  in  the  bill, 
was  questioned  by  Bruce  Thomas,  K.C.,  on 
behalf  of  the  Society  of  Motor  Manufac- 
turers and  Traders.  With  regard  to  a 
proposed  contract  between  the  Associated 
Equipment  Company  (associated  with  the 
London  General  Omnibus  Company)  and 
the  proposed  transport  board,  he  said  that 
it  was  intended  that  the  board  should  be 
obliged  to  purchase  for  the  first  ten  j'ears 
90  per  cent  of  the  chassis  of  its  standard 
fleet  of  buses  from  the  .Associated  Equip- 
ment Company.  Mr.  Thomas  pointed  out 
that  those  whom  he  represented  would  be 
excluded  from  the  market  to  that  extent. 
The  witness,  resuming,  said  that  from  1921 
to  1930  the  total  purchase  by  the  London 
General  Omnibus  Company  from  the  Asso- 
ciated Equipment  Company  amounted  on 
the  average  to  f870,0O0  a  year,  and  he 
estimated  that  it  would  be  £750,000  a  year 
under  the  new  board.  Mr.  Thomas  then 
urged  that  the  board  should  be  left  free  to 
make  whatever  contracts  it  thought  fit. 

Terms  for  Independent  Buses 

In  speaking  on  July  8  for  the  Associa- 
tion of  London  Omnibus  Proprietors,  Mr. 
Montgomery,  K.C.,  submitted  that  the  pro- 
posal to  pay  these  inde[)endent  proprietors 
in  cash  or  stock  as  the  arbitration  tribunal 
might  determine  was  unfair.  He  asked 
that  the  bill  provide  that  his  clients  should 
be  paid  in  cash.  It  was  also  announced 
that  a  settlement  had  been  reached  between 
the  promoters  and  the  Westminster  Coach- 
ing Services  and  the  Westminster  Omnibus 
Company. 

On  July  14  determined  opposition  was 
made  to  the  proposal  that  the  transport 
board  should  be  empowered  to  manufacture 
motor  vehicles  and  spare  parts  and  to  carry 
on  business  as  garage  proprietors.  Bruce 
Thomas,  K.C..  argued  that,  if  the  bill  was 
passed  in  its  present  form,  grave  injustice 


would  be  inflicted  on  manufacturers.  It 
was  contended  that  the  transport  board 
should  be  prohibited  from  manufacturing 
motor  vehicles  or  spare  parts  and  that  the 
board  should  be  left  free  to  buy  from  manu- 
facturers. Walter  Bonablack,  a  past  presi- 
dent of  the  Institute  of  British  Carriage 
Builders  and  Automobile  Manufacturers, 
stated  on  July  16  that  about  £1,500,000  cap- 
ital was  involved  in  the  industry  which  he 
represented  and  that  not  a  single  firm  in 
the  industry  was  working  to  capacity.  The 
sole  concern  of  his  association  was  to  try 
to  preserve  to  the  industry  the  business 
which  it  had  been  getting  in  the  past.  This 
closed  the  case  for  the  opposition. 

Lord  Lytton,  the  chairman  of  the  joint 
committee,  in  announcing  on  July  20  that 
the  bill  should  be  allowed  to  proceed  to 
its  remaining  stages,  said  that  the  first 
alteration  which  the  committee  wished  to 
make  as  a  condition  was  that  the  minimum 
period  of  office  of  a  member  of  the  trans- 
port board  should  be  three  years.  He  went 
on  to  say  that  the  corrunittee  had  decided 
that  the  transport  board  should  not  have 
power  to  manufacture,  but  this  would  not 
limit  its  right  to  repair.  The  committee 
wishes  the  board  to  be  perfectly  free  either 
to  accept  the  new  contract  by  agreement 
with  the  Associated  Equipinent  Company, 
or  to  place  its  orders  elsewhere,  but  the 
Associated  Equipment  Company  should 
have  the  right  to  compensation  for  the  loss 
of  the  new  contract. 

Adjustments 

For  several  days  after  this,  the  joint 
committee  heard  points  of  detail  to  give 
effect  to  the  main  decision.  The  committee 
also  considered  a  question  arising  out  of 
the  decision  refusing  the  transport  board 
power  to  manufacture.  The  committee  had 
indicated  that  it  would  be  prepared  to 
consider  allowing  the  board  to  continue  to 
manufacture  the  bodies  of  buses  at  the 
Chiswick  works  of  the  London  General 
Omnibus  Company,  which  are  to  be  trans- 
ferred to  the  board.  The  London  General 
Omnibus  Company  has  manufactured  bus 
bodies  for  its  own  use  for  the  last  70  years, 
and  until  the  last  few  years  manufactured 
to  meet  the  whole  of  its  requirements. 
When  rapid  changes  in  construction  created 
recently  a  large  temporary  demand  for  new 
omnibus  bodies,  some  of  the  work  was 
placed  outside,  but  there  has  been  no  steady 
placing  of  orders  outside.  If  the  board 
were  denied  power  to  continue  the  work 
at  Chiswick,  500  men  would  lose  their  em- 
ployment, the  board  would  be  prevented 
from  using  a  valuable  plant,  and  the  out- 
side manufacturers  would  benefit  by  trade 
which  they  did  not  have  at  present  and 
which  they  never  had.  He  asked  the  com- 
mittee to  give  the  board  power  to  continue 
to  manufacture  bodies. 

On  July  30  the  joint  committee  ended  its 
prolonged  labors  on  the  bill.  The  chairman 
(Lord  Lytton)  stated  that  the  committee 
had  drafted  a  clause,  to  be  inserted  in  the 
bill,  which  would  give  the  fullest  possible 
discretion  to  the  arbitration  tribunal  re- 
garding the  principles  on  which  compensa- 
tion is  to  be  awarded  to  those  imdertakings 
which  are  to  be  transferred  and  which  have 
not  made  agreements  with  the  promoters. 
The  clause  directed  the  arbitration  tribunal 
to  secure  that  the  standard  of  the  consid- 
eration payable  should  be  fair  and  equitable. 


Clauses  for  insertion  in  the  bill  were  ;hen 
submitted  by  the  promoters  for  the  pur- 
pose of  setting  up  conciliation  machine .y 
of  the  same  character  as  that  established 
by  the  Railways  Act,  1921.  After  hearing 
objections  from  non-trade  unionist  inter- 
ests, the  committee  approved  the  clause. 

Prospects 

On  July  31,  the  day  after  the  joint  cotri- 
mittee  had  finished  its  work  on  the  bill. 
Parliament  adjourned  till  Oct.  20.  Nothing 
further  can  accordingly  be  done  on  the  bill 
till  after  that  date. 


More  Street  Railway  Lines 
for  Russia 

Among  the  tremendous  tasks  confronting 
the  Soviet  Union  is  that  of  raising  the 
standard  of  housing  and  sanitation  in  the 
U.S.S.R.  to  the  accepted  level  in  the 
advanced  industrial  countries.  The  inheri- 
tance from  pre-war  Russia  in  this  respect 
was  an  exceedingly  poor  one.  For  instance, 
in  pre-war  Russia  only  nineteen  cities  out 
of  1,063  in  the  Russian  Empire  had  sewage 
systeius,  about  200  had  central  waterworks, 
34  cities  had  street  car  lines  and  32  pos- 
sessed municipal  gas  works.  Not  only  was 
the  country  backward  in  modern  sanitary 
installations  and  municipal  services,  but 
what  facilities  did  exist  deteriorated  durin^; 
the  years  of  the  world  and  civil  wars. 

At  present  new  street  car  lines  are  being 
built  in  such  new  industrial  centers  as 
Cheliabinsk  in  the  Urals,  Grozny  in  the 
North  Caucasus,  Schakhty  in  the  Donetz 
Basin,  Zaporozhye  in  the  Ukraine,  and 
Erivan  in  Armenia.  The  extent  of  the 
street  car  system  in  the  Soviet  Union  in 
1926-27  totaled  only  2.044 km.  (1,275  miles). 
and  this  was  extended  to  2,437  km.  by 
1929-30.  During  the  same  period  rolling 
stock  increased  from  4,497  cars  to  5,615 ; 
the  number  of  cars  in  daily  use  grew  from 
3,120  to  4,564  and  the  passengers  carried 
from  1,490,000,000  to  2,750,000,000  in 
number. 

In  Moscow  the  greatest  achievements 
have  been  made.  In  1928  each  street  car 
carried  an  average  of  491,000  passengers : 
in  1930  the  number  rose  to  637,000.  and 
it  is  anticipated  that  this  year  the  number 
will  increase  to  757,000.  Between  1913  and 
1930  the  passenger  traffic  increased  four- 
fold, the  length  of  street  car  lines  145 
per  cent,  and  the  average  number  of  cars 
in  use  daily  167  per  cent.  The  network 
of  tracks  on  the  outskirts  of  the  city  will 
be  considerably  extended  and  the  Moscow 
City  Railroad  plans  the  construction  of  43 
km.  (27  miles)  of  new  street  car  lines. 
Plans  for  building  a  subw.iy  are  being 
discussed. 


"Expresscalator"  in  London 
Subway 

The  fastest  escalator  in  the  United  King- 
dom has  just  been  installed  at  the  High- 
gate  Station  of  the  London  Underground 
Railways,  where  it  carries  passengers  to 
and  from  the  subway  at  a  speed  of  125  ft. 
per  minute.  The  new  escalators  can  reach 
a  speed  of  180  ft.  per  minute.  It  is  in- 
tended to  increase  the  speed  gradually  and 
study  how  passengers  adapt  themselves  to 
the  change.  Highgate  Station  has  a  rubber 
floor.  It  is  also  equipped  with  a  set  of 
automatic  machines  which  juggle  with 
money  like  robot  bank  cashiers,  making 
it  unnecessary  to  place  coins  in  the  slots 
one  at  a  time.  A  handful  of  half -pennies 
is  swallowed  at  one  gulp  by  them  and  the 
correct  ticket  issued  with  never  a  mistake. 


Electric  R.^il\v.\y  Journ.m. — Scftember.  1931 
489 


PERSONAL  MENTION 


E.  K.  Eastham 
Directs  St.  Louis 
Personnel  Plan 

A  newly  established  personnel  depart- 
ment, with  E.  K.  Eastham  as  director  of 
personnel,  will  be  directly  responsible  for 
all  activities  of  the  St.  Louis  Public  Service 
Company,  St.  Louis,  Mo.,  which  are  strictly 
of  a  personnel  nature.  The  department  will 
act  in  a  supervisory  capacity  with  regard 
to  activities  in  other  departments  which 
directly  afifect  personnel  or  industrial  rela- 
tions. It  will  act  in  a  consultant  capacity 
to  other  departments  on  matters  indirectly 
affecting  personnel  or  industrial  relations. 

Establishment  of  the  new  department 
marks  a  recognition  of  the  need  for  con- 
centrating responsibility  for  personnel  ac- 
tivities. The  personnel  department  will 
work  toward  the  end  of  furthering  sound 
industrial  relations  and  will  co-operate  with 
all  other  departments  in  helping  to  meet 
their  personnel  needs  and  problems. 

Mr.  Eastham,  director  of  personnel,  will 
be  responsible  to  the  president  and  will 
report  through  E.  F.  Thayer,  assistant  to 
the  president.  The  activities  for  which 
the  personnel  department  will  be  directly 
responsible  are  as  follows : 

Accident  Prevention — Mr.  Eastham  has 
been  responsible  for  accident  prevention 
work  for  a  number  of  years,  as  safety 
director.  He  will  continue  to  be  responsible 
for  it,  but  a  new  safety  director  will  be 
appointed  as  soon  as  it  is  feasible,  to 
report  to  Mr.  Eastham. 

Employment  and  Placement — The  pre- 
liminary interviewing  of  all  prospective 
employees  will  hereafter  be  handled  by  the 
personnel  department.  This  includes  office 
workers  as  well  as  trainmen,  mechanical 
department  employees,  etc.  Requisitions 
for  regular  or  temporary  employees,  after 
having  been  approved  by  the  president  or 
vice-president  and  general  manager,  will 
be  forwarded  to  the  personnel  department. 
Individuals  who  have  been  interviewed  and 
approved  by  the  personnel  department  will 
be  sent  to  the  requisitioning  department 
head  for  approval. 

A  job  analysis  survey  will  be  undertaken 
by  the  personnel  department  to  determine 
what  jobs  and  pay  brackets  are  now  in 
existence.  Ultimately,  the  department  will 
be  in  a  position  to  assist  in  effecting  job 
placements  as  between  various  departments. 

Education  and  Training — The  present 
policy  of  training  conferences  and  classes 
will  be  continued  and  amplified  under  the 
jurisdiction  of  the  personnel  department. 
A  supervisor  of  education  will  be  appointed 
to  be  responsible  for  this  work.  Close 
liaison  will  be  maintained  with  the  trans- 
portation department,  through  the  superin- 
tendent of  instruction. 

Employee  Magasine — The  editor  of  the 
Public  Servicer  is  transferred  from  the 
advertising  department  to  the  personnel 
department,  Mr.  Allen,  advertising  man- 
ager, will  continue  to  maintain  a  super- 
visory direction  over  the  craftsmanship 
and  technical  production  of  the  Public 
Servicer,  and  will  advise  also  on  articles 
bearing  on  company  or  management  policy 
which  may  be  inserted  in  the  magazine 
from  time  to  time. 

Mr.  Boiling,  editor  of  the  Public  Servicer, 
in  addition  to  his  editorial  duties,  will  as- 


sist   with    such   other    personnel    work    as 
may  be  assigned  to  him. 

Mr.  Eastham  has  for  many  years  been 
the  safety  director  of  the  company,  a  posi- 
tion in  which  he  was  constantly  brought  in 
contact  with  the  entire  operating  force, 
and  one  which  the  management  believed 
eminently  fitted  him  for  the  new  position 
of  director  of  personnel.  Under  Mr.  East- 
ham's  direction,  the  conference  training 
plan  for  employees  has  achieved  notable 
results  during  the  past  year  and  one  half. 


Messrs.  Cofify  and  Van  Sickel 
Advanced 

Robert  C.  Coffy  has  been  made  manager 
of  the  Eastern  division  of  the  Oklahoma 
Gas  &  Electric  Company  with  headquarters 
in  Muskogee,  and  W.  S.  Van  Sickel  has 
been  named  to  succeed  Mr.  Coffy  as  vice- 
president  and  general  manager  of  the  Mis- 
sissippi Valley  Power  Company  and  presi- 
dent of  the  Fort  Smith  Traction  Company, 
Fort  Smith,  Ark. 

Mr.  Coffy  succeeds  W.  H.  Crutcher, 
who  died  recently.  Mr.  Coffy  has  been 
associated  with  the  Byllesby  organization 
since  1908,  when  he  joined  the  Oklahoma 
Gas  &  Electric  Company.  Mr.  Van  Sickel 
has  been  associated  with  the  Bjllesby 
organization  since  1907,  and  until  recently 
served  as  assistant  general  manager  in 
charge  of  operation  of  the  Fort  Smith 
Traction  Company  and  the  Mississippi 
Valley  Power  Company. 


E.  T.  Fitzgerald  on  Michigan 
Commission 

The  personnel  of  the  Michigan  Public 
Utilities  Commission  was  completed  by 
Governor  Wilbur  M.  Brucker  on  July  22, 
with  the  appointment  of  Edward  T.  Fitz- 
gerald as  the  fifth  member.  Mr.  Fitz- 
gerald, whose  home  is  in  Detroit,  formerly 
served  as  secretary  to  Mayor  Marx  there, 
the  only  public  office  he  has  heretofore  held. 
Born  in  St.  Paul,  Minn.,  he  is  42  years 
old.  Moving  to  Detroit  in  1908,  he  joined 
the  staff  of  the  Detroit  News,  and  served 
as  reporter  for  more  than  five  years. 


J.  A.  Kiggen,  Jr.,  Heads 
White  Motor  Coach  Division 

Formation  of  a  motor  coach  division, 
a  new  sales  department,  is  announced  by 
George  F.  Russell,  vice-president  and 
sales  manager  of  the  White  Company. 
To  this  post  the  company  has  advanced 
J.  A.  Kiggen,  Jr.,  for  the  past  two  years 
New  York  State  manager  for  the  com- 
pany. He  will  have  headquarters  in 
Cleveland.  Mr.  Russell  said  that  the 
rapid  advance  of  motor  coach  trans- 
portation makes  it  necessary  for  the 
White  Company  to  afford  to  this  field 
an  organization  of  trained  personnel 
which  can  devote  its  entire  time  to  meet- 
ing and  solving  coach  problems. 

Mr.  Kiggen  has  been  with  the  White 
organization  since  July  18,  1921,  when 
he  enrolled  in  the  technical  apprentice 
course.  After  he  was  graduated  from 
this  course  he  entered  the  repair  depart- 
ment in  Cleveland,  serving  successively 
as   foreman   and   general    foreman.      He 


later  joined  the  export  department  and 
became  service  manager,  subsequently 
becoming  assistant  to  the  vice-president 
of  the  Eastern  region  and  then  being 
promoted  to  manager  of  the  New  York 
State  district. 

George  M.  Wilkins,  formerly  branch 
manager  at  Albany,  succeeds  Mr.  Kig- 
gen as  manager  of  New  York  State  dis- 
trict. Mr.  Wilkins  has  been  with  the 
White  Company  since  1924,  serving  as  a 
salesman  at  Syracuse  and  Utica,  later 
being  manager  at  Utica. 

Succeeding  Mr.  Wilkins  as  branch 
manager  at  Albany  is  W.  G.  Winslow, 
who  has  been  manager  at  Utica.  Mr. 
Winslow  joined  the  White  Company 
in  January,  1925,  as  a  retail  salesman  at 
Boston.  He  was  made  manager  at  Utica 
in  1930. 

Marmont  Edson,  branch  manager  at 
Syracuse,    will    also    manage    the    Utica 

branch. 

*■ 

J.  S.  Bleecker  With  Lukens 
Steel 

John  S.  Bleecker  has  been  appointed 
manager  of  sales  of  Lukenweld,  Inc., 
(division  of  Lukens  Steel  Company), 
Coatesville,  Pa.  Mr.  Bleecker  was 
graduated  from  the  Massachusetts  In- 
stitute of  Technology  in  1898  where  he 
specialized  in  both  mechanical  and  elec- 
trical engineering.  He  began  his  career 
with  the  American  Bell  Telephone  Com- 
pany. Most  of  his  activities  from  1901 
to  1928  were  confined  to  executive  man- 
agement of  many  enterprises  for  Stone 
&  Webster,  Day  &  Zimmermann,  and 
Bates,  Inc.  From  1928  and  until  his  as- 
sociation with  Lukenweld,  Inc.,  in  1931, 
he  was  a  registered  professional  engi- 
neer engaged  in  industrial  and  public 
utility  work,  specializing  particularly  in 
transportation  and  merchandising. 


Commission  Appoints 
Motor  Transport  Inspectors 

Milton  R.  Stahl,  chairman  of  the  Mis- 
souri Public  Service  Commission,  has 
appointed  two  inspectors  for  the  bus 
division  of  the  commission.  They  will 
assume  their  duties  on  Sept.  IS.  They 
are  Coin  Combs,  Springfield,  and  O.  J. 
Beuschert,  Columbia.  The  appointment 
of  the  inspectors  was  authorized  in  the 
bus  and  truck  regulatory  law  passed  by 
the  recent  Missouri  General  Assembly. 
A  conference  of  bus  and  truck  operators 
with  members  of  the  Missouri  Public 
Service  Commission  was  held  in  Jef- 
ferson City  on  .^ug.  21  to  discuss  the 
new  regulations  for  buses  and  trucks. 


Charles  E.  Sparrow  has  resigned  as 
vice-president,  general  manager  and  di- 
rector of  the  Stark  Electric  Railway,  Al- 
liance, Ohio.  Mr.  Sperrow  will  con- 
tinue his  association  with  the  Suburban 
Power  Company,  but  plans  to  leave  Al- 
liance soon  for  a  visit  in  California. 
After  serving  eleven  years  with  the 
Westinghouse  Electric  &  Manufactur- 
ing Company,  Mr.  Sperrow  joined  the 
Suburban  Power  Company  in  May,  1927. 
He  was  transferred  to  Alliance  from 
Cleveland  in  March,  1928.  A  short  time 
later  he  was  named  assistant  general 
manager  of  the  Stark  Electric  Railroad, 
being  promoted  to  the  office  of  vice- 
president  and  general  manager  one  year 
later. 


Electric  Railway  Journal — Vol.75,  No.9 
490 


Westinghouse  Promotes 

Messrs.  James,  Davis, 

and  Loomis 

VVilliam  F.  James,  formerly  Middle  At- 
lantic district  manager  of  the  Westinghouse 
Electric  &  Manufacturing  Company,  has 
been  appointed  assistant  to  the  commercial 
vice-president  of  the  Atlantic  division  of 
that  company. 

Mr.  James  entered  the  employ  of  the 
Westinghouse  Company  in  1909,  in  indus- 
trial sales  work  in  the  Philadelphia  office. 
In  1912  he  began  to  specialize  in  steel  mill 
electrification,  and  in  1923  became  sales 
manager  of  the  industrial  division.  In 
1925,  he  was  appointed  Middle  Atlantic 
district  manager,  with  headquarters  in 
Philadelphia. 

R.  R.  Davis,  who  for  many  years  has  di- 
rected various  Westinghouse  advertising 
activities,  has  been  appointed  apparatus 
advertising  manager  of  the  Westinghouse 
Company,  at  East  Pittsburgh.  He  will 
have  charge  of  all  apparatus  advertising 
activities  of  the  company  except  the  mer- 
chandising department,  headquarters  for 
which  are   located  at   Mansfield,   Ohio. 

Mr.  Davis  had  been  active  in  the  crea- 
tive as  well  as  the  executive  side  of  every 
form  of  advertsing,  its  associated  mediums 
and  methods,  that  has  been  used  by  the 
Westinghouse  Company. 

His  service  with  the  company  started  in 
1905,  following  his  graduation  as  an  elec- 
trical engineer  from  the  Western  Univer- 
sity of  Pennsylvania,  now  the  University  of 
Pittsburgh.  In  the  next  five  years,  he 
sought  experience  in  engineering,  sales  and 
nianagement,  and,  for  this  reason,  follow- 
ing a  course  in  engineering  apprentice  work 
at  East  Pittsburgh,  went  to  Philadelphia 
as  an  advisory  engineer  and  salesman.  For 
two  years  he  also  served  as  electrical  super- 
intendent of  the  Megargee  Paper  Company. 
In  1910  he  became  associated  with  the 
Westinghouse  advertising  department,  and 
in  the  ensuing  period  had  directed  the  ac- 
tivities and  had  executive  control  of  most 
of  its  divisions.  In  1925  he  was  named 
assistant  to  manager  of  the  department  and 
last  year  became  editor-in-chief. 

C.  E.  Stephens,  vice-president  of  the 
Westinghouse  Company  has  announced  the 
appointment  of  E.  W.  Loomis  as  Middle 
Atlantic  district  manager  of  the  Westing- 
house organization,  with  headquarters  in 
Philadelphia.  After  he  was  graduated 
from  the  University  of  Delaware  in  1914, 
he  entered  the  student  course  of  the  West- 
inghouse Company  at  East  Pittsburgh.  A 
year  later,  after  completing  his  training, 
he  was  transferred  to  the  sales  department 
in  New  York.  In  a  few  years,  he  was 
rnade  manager  of  the  mill  and  mining  sec- 
tion, and^  later  he  was  appointed  manager 
of  the  Northeastern  industrial  division,  in 
which  capacity  he  has  recently  been  serving. 


Thomas  F.  Roche,  engineer  in  charge 
of  track  for  the  Springfield  Street  Rail- 
way, Springfield,  Mass.,  for  ten  years, 
has  been  appointed  superintendent  of 
streets,  sidewalks  and  sewers  for  West 
Springfield,   Mass. 

George  H.  Webb,  an  employee  of  the 
Springfield  Railway,  Springfield,  Mass., 
since  April  2,  1890,  and  master  mechanic 
smce  1895,  has  been  retired  after  41 
years  of  service.  William  L.  Harwood, 
engineer  of  equipment,  succeeds  Mr. 
Webb  as  master  mechanic  and  retains  his 
position  as  engineer  of  equipment. 


William  H.  Duffy  has  resigned  a; 
city  service  director,  Columbus,  Ohio,  to 
become  secretary  of  the  city  sinking 
fund  trustees.  Mr.  Duffy  has  been  con^ 
sidered  the  right  bower  in  the  Mayor 
Thomas  administration.  He  entered  his 
present  office  in  January,  1920.  Dif- 
ferences between  the  Mayor  and  Mr. 
Duffy  appeared  during  the  building  of 
Port   Columbus. 

-f 

Alfred  A.  Anderson  has  been  elected 
president  and  general  manager  of  the 
Jamestown,  Westfield  &  Northwestern 
Railroad,  the  Jamestown  Street  Railway, 
the  Jamestown  Motor  Bus  Transporta- 
tion Company,  and  the  Chautauqua  Lake 
Navigation  Company,  Jamestown,  N.  Y., 
succeeding  the  late  George  L.  Maltby. 


M.  J.  Powers,  Denver,  at  one  time 
master  mechanic  for  the  Denver  &  Rio 
Grande  Railroad,  has  been  named  in- 
spector of  bus  and  truck  carriers  by  the 
Colorado  Public  Utilities  Commission. 
He  succeeds  John  R.  Hamrock,  resigned. 


John  Menietto  resigned  recently  from 
the  East  St.  Louis  &  Suburban  Railway, 
East  St.  Louis,  111.,  to  accept  a  position 
vvith  the  Missouri  Pacific  Transporta- 
tion Company.  Mr.  Menietto  entered 
the  service  of  the  East  St.  Louis  & 
Suburban  Railway  Company  about  nine 
years  ago  in  the  mechanical  department 
at  the  car  sheds.  Later  when  the  com- 
pany placed  buses  in  service  he  trans- 
ferred to  the  automotive  department 
where  he  acquired  the  greater  part  of 
his  mechanical  experience.  His  new  po- 
sition is  that  of  general  foreman  of  the 
Missouri  Pacific  garage  at  Popl»r 
Bluff,  Mo. 

Charles  E.  Skinner,  assistant  director 
of  engineering,  Westinghouse  Electric 
&  Manufacturing  Company,  East  Pitts- 
burgh, Pa.,  has  been  elected  president  of 
the  American  Institute  of  Electrical 
Engineers  for  the  year  beginning  Aug. 
1,  1931.  Announcement  to  this  effect 
was  made  at  Asheville,  N.  C,  June  22, 
during  the  annual  summer  convention 
of  the  Institute. 


OBITUARY 


Horace  Lowry 

Horace  Lowry,  president  of  the  Twin 
City  Rapid  Transit  Company,  Minneapolis, 
Minn.,  died  on  Aug.  22  at  his  home  in  that 
city  from  a  heart  attack.  He  was  51  years 
old.  He  is  said,  by  the  Minneapolis  Tribune, 
to  have  overtaxed  himself  with  the  press 
of  business  affairs  last  winter. 

Mr.  Lowry  was  the  son  of  the  late 
Thomas  Lowry,  one  of  the  founders  of  the 
street  railway  system  in  Minneapolis.  The 
elder  Lowry  took  over  the  presidency  of 
the  railway  when  it  was  still  a  struggling 
corporation,  with  little  or  no  surplus  for 
extending  its  operations.  As  the  only  son, 
Horace  Lowry,  in  time,  took  over  the  same 
duties,  but  under  vastly  different  condi- 
tions. He  found  that  the  bus  was  coming 
into  prominence  as  a  means  of  transporta- 
tion, and,  during  his  business  career,  Mr. 
Lowry  encouraged  the  development  of  bus 
lines  in  the  city  wherever  feasible.  In 
keeping  with  his  desire  to  provide  quick, 
dependable  transportation  was  the  estab- 
lishment of  the  Minneapolis-St.  Paul  inter- 
city bus  service.  He  also  was  interested 
in  the  airplane  as  a  factor  in  transporta- 
tion. He  declared  many  times  that 
his  company  would,   when  airplane  trans- 


portation from  suburbs  to  downtown  busi- 
ness places  became  feasible,  provide  such 
transportation. 

He  also  advocated,  as  his  particular 
dream  of  Twin  Cities  advancement,  the 
fusion  of  St.  Paul  and  Minneapolis  into 
one  political  unit,  saying  rivalry  between 
St.  Paul  and  Minneapolis  businessmen  was 
a  constant  hindrance  rather  than  a  help. 

As  head  of  the  Arcade  Investment  Com- 
pany, he  sponsored  several  building  proj- 
ects, the  largest  and  most  recent  of  which 
was  the  block-unit  development  of  the 
Lowry  block  in  St.  Paul.  This  project, 
completed  at  a  cost  of  several  million  dol- 
lars, including  a  new  five-story  garage  in 
the  center  of  the  block,  a  complete  en- 
circling arcade  linking  the  garage  and 
other  new  structures  with  the  present 
Lowry  Medical  Arts  Building  and  the  Hotel 
Lowry,  a  new  sixteen-story  office  building 
on  the  Fourth  Street  side  of  the  block,  and 
a  new  four-story  wing  addition  to  the 
Hotel  Lowry. 

Mr.  Lowry  was  born  in  Minneapolis  on 
Feb.  4,  1880.  He  was  graduated  from  the 
University  of  Minnesota  with  the  degree  of 
Bachelor  of  Science  in  1900. 

For  two  years  after  leaving  the  univer- 
sity, Mr.  Lowry  worked  as  an  electrician 
in  the  shops  of  the  Minneapolis  Street 
Railway,  familiarizing  himself  with  the 
mechanical  operation  of  the  company.  He 
then  was  appointed  to  a  position  in  the 
auditing  department  where  he  became  chief 
clerk.  This  position  he  resigned  to  enter 
the  office  of  his  father,  taking  charge  of 
the  latter's  real  estate  interests  and  acting 
as  personal  representative  of  his  father. 

In  1908  he  resumed  active  connection 
with  the  Minneapolis  Street  Railway,  ac- 
cepting the  superintendency  of  the  Minne- 
apolis division.  A  year  later,  on  Feb.  4, 
1909,  his  father  died  and  he  became  head 
of  the  Arcade  Investment  Company,  a 
holding  company  for  the  real  estate  inter- 
ests of  his  father.  On  Dec.  10,  1910,  Mr. 
Lowry  resigned  from  the  railway  to  con- 
centrate his  attention  on  the  Arcade  In- 
vestment Company.  He  immediately 
planned  and  then  supervised  the  construc- 
tion of  the  Lowry  Building  in  St.  Paul. 


Electric  Railway  Journal- 
491 


-September,  1931 


On  Jan.  1,  1912,  he  was  appointed  gen- 
eral manager  of  the  Twin  City  Rapid 
Transit  Company,  which  controls  the 
Minneapolis  Street  Railway  and  the  St. 
Paul  City  Railway,  and  a  year  later  he  was 
elected  to  the  vice-presidency.  He  con- 
tinued to  act  as  the  second  executive  officer 
of  the  company  until  1916  when  he  was 
elected  president  to  succeed  C.  G.  Good- 
rich, who  died  on  Dec.  21,   1915. 

At  the  time  of  his  death,  Mr.  Lowry  was 
president  of  the  .-Arcade  Investment  Com- 
pany, a  director  in  the  Duluth-Superior 
Traction  Company,  director  in  the  Soo 
Railroad,  and  Northwestern  National  Bank 
of  Minneapolis. 

He  was  a  member  of  all  the  leading 
clubs  in  Minneapolis  and  St.  Paul  as  well 
as  a  member  of  the  University  Club  of 
Chicago.  He  was  a  member  of  the  board 
of  trustees  of  the  Minnea[X)lis  Institute  of 
Fine  Arts. 


Uzal  H.  McCarter 

Uzal  H.  McCarter,  president  of  the 
Fidelity  Union  Trust  Company,  of  New- 
ark, the  largest  bank  in  New  Jersey,  one 
of  the  founders  of  the  Public  Service 
Corporation  of  New  Jersey,  which  is 
headed  by  his  brother,  Thomas  N.  Mc- 
Carter. and  for  many  years  a  great 
financial  power  in  New  Jersey,  died  at 
his  home  in  Red  Bank,  N.  J.,  on  Aug.  IS. 

Uzal  H.  McCarter  was  born  in  New- 
ton, N.  J..  July  5,  1861.  His  father  was 
then  a  country  lawyer,  the  descendant  of 
a  Scotch-Irish  Presbyterian  family 
which  settled  in  New  Jersey  prior  to  the 
.\nierican  Revolution.  Mr.  McCarter 
was  educated  at  Newark  Academy, 
Pingry  School,  in  Elizabeth,  N.  J.,  and 
Princeton,  from  which  he  was  gradu- 
ated in  1882.  After  he  was  graduated 
from  college,  Mr.  McCarter  went  to 
work  for  Kidder,  Peabody  &  Company, 
in  New  York.  Five  years  thereafter  he 
obtained  a  position  with  the  Lamboro 
Investment  Company,  of  New  York. 
While  with  this  company,  Mr.  McCarter 
obtained  the  friendship  and  then  the 
trust  of  John  F.  Dryden,  founder  of 
the  Prudential  Insurance  Company,  and 
induced  Mr.  Dryden  to  invest  a  portion 
of  the  Prudential  funds  in  bonds  handled 
by  the  Lamboro  Company.  That  was 
the  start  of  his  rise.  In  1889  he  moved 
to  New-ark  as  executive  manager  of  the 
Fidelity  Title  &  Deposit  Company, 
then  a  small  institution  less  than  two 
years  old.  with  an  original  capital  of 
$200,000. 


Hahnemann  Medical  College  of  Chicago. 
.■Ks  chief  surgeon  of  the  Illinois  Terminal 
Railroad  System  he  was  an  active  member 
of  the  Association  of  Railway  Chief 
Surgeons,  serving  as  vice-president  in  1926. 
and  as  president  in  1927.  He  was  also  a 
member  of  the  .American  Medical  Asso- 
ciation. 


J.  L.  Agnew 


John  Lyons  Agnew,  vice-president  of  the 
International  Nickel  Company  of  Canada, 
Ltd.,  died  at  his  home  in  Copper  Clif?, 
Ont.,  recently.  Death  was  due  to  heart 
failure  in  a  sudden  attack  of  influenza.  Mr. 
Agnew  had  just  returned  to  his  home  from 
a  business  trip  to  New  York.  He  was  in 
charge  of  the  company's  operations  in  both 
Canada  and  Great  Britain.  Born  July  28, 
1884,  Mr.  Agnew  was  brought  up  in  the 
mining  and  metallurgical  atmosphere  of 
the  Pittsburgh  district.  Going  to  Canada 
when  he  was  about  19,  he  joined  the  prede- 
cessor company — the  Canadian  Copper 
Company — at  Copper  Cliff,  Out.,  on  Feb. 
15,  1904.  He  worked  in  practically  every 
capacity  in  the  smelting  department, 
eventually  becoming  smelter  superintendent. 
Subsequently  he  became  general  superin- 
tendent of  the  Canadian  Copper  Company. 
From  then  on  he  held  executive  positions 
in  the  various  companies  which  existed 
prior  to  the  consolidation  in  1929  of  these 
enterprises  as  the  Internationajl  Nickel 
Company  of  Canada,  Ltd.  At  tliat  time  he 
became  vice-president  of  the  new  company. 


Dr.  H.  M,  Bascom 

Dr.  H.  M.  Bascom,  for  many  years  chief 
surgeon  of  the  North  American  Light  & 
Power  Company,  the  Illinois  Power  & 
Light  Corporation,  Illinois  Traction  Sys- 
tem, and  the  employees'  association,  is 
dead  at  the  age  of  78  years,  after  an 
operation.  Until  recently.  Dr.  Bascom  had 
been  in  apparently  good  health,  and  had 
maintained  his  usual  schedule  of  business 
and  professional  activities.  Dr.  Bascom 
went  to  Peoria  in  1909  to  take  the  position 
of  chief  surgeon  of  the  group  of  utility 
companies  then  known  as  the  Illinois  Trac- 
tion System.  Later  his  jurisdiction  was 
extended  to  include  the  operating  prop- 
erties of  the  North  American  Light  & 
Power  Company.  Previously,  he  had  prac- 
ticed medicine  in  Ottawa,  111.,  following 
his  graduation  at  an  early  age   from  the 


Gardner  F.  Wells 

Gardner  F.  Wells,  60,  of  New  York 
and  Westport,  Conn.,  president  of  the 
Boston,  Revere  Beach  &  Lynn  Railroad, 
died  in  his  office  at  Boston  on  .\ug.  21 
from  gun  shot  wounds  believed  to  have 
been  self-inflicted. 

Mr.  Wells  also  was  president  of  the 
Interstate  Street  Railway,  with  offices 
at  Attleboro,  and  was  a  director  in  other 
corporations.  He  was  formerly  con- 
nected with  the  Old  Colony  Street  Rail- 
way, and  until  1902  was  superintendent 
of  the  Brockton  &  Plymouth  Street 
Railway.  In  1902  he  was  named  gen- 
eral manager  of  the  Terre  Haute  Trac- 
tion &  Light  Company.  Mr.  Wells  had 
been  associated  with  the  Boston,  Revere 
Beach  &  Lynn  Railroad  since  1927, 
when  the  road  was  electrified  and  new 
interests  assumed  control.  Mr.  Wells 
was  a  member  of  the  engineering  and 
public  utility  management  firm  of 
Hemphill  &  Wells,  New  York.  His 
partner,  .\lbert  W.  Hemphill,  is  treas- 
urer of  the  road.  A  brother,  George  W. 
Wells,  is  a  former  vice-president. 

Gardner  F.  Wells  was  born  in 
Quincy,  Mass.,  educated  in  the  Cam- 
bridge and  Boston  schools  and  then  at- 
tended Massachusetts  Institute  of  Tech- 
nology, from  which  he  was  graduated 
in  1891.  He  became  associated  with  the 
old  Thompson-Houston  Company,  of 
Lynn,  predecessor  of  the  General  Elec- 
tric Company,  and  was  recognized  as  an 
expert  in  the  electrification  of  horse  car 
lines.  He  was  engaged  in  work  of  this 
kind  for  ten  years  in  Boston.  Fall  River, 
Lowell,  Salem,  Taunton  and  other  cities. 

Mr.  Wells  became  associated  with 
Stone  &  Webster  in  1901,  and  continued 
with  that  firm  until  March,  1916.  Dur- 
ing the  World  War  he  was  a  major  in 
the  Ordnance  Department.  .'Kt  the  close 
"f  the  war,  with  Albert  W.  Hemphill, 
he  formed  the  firm  of  Hemphill  &  Wells. 


E.  C.  Foster 

Elwin  C.  Foster,  former  president  of 
the  Manchester  Tractiion,  Light  & 
Power  Company,  Manchester,  N.  H., 
and  a  native  of  Hancock,  died  on  .\ug. 
18  in  Miami,  Fla.     He  was  78  years  old. 

.After  his  retirement  in  1925  he  went 
to  Miami  and  had  resided  there  ever 
since,  but  he  found  time  each  summer 
for  a  trip  to  Manchester  and  his  native 
village  of  Hancock. 

From  Jan.  1,  1912,  until  his  retirement, 
Mr.  Foster  headed  the  Manchester  Com- 
pany. His  retirement  preceded  the 
formation  of  the  New  Hampshire  Public 
Service  Company,  in  which  the  Man- 
chester company   was   merged. 

Under  his  leadership  the  company  en- 
joyed marked  growth  and  development. 
Among  the  many  forward  steps  taken 
during  the  period  of  his  presidency  were 
the  merging,  in  1913,  of  the  Nashua 
Light,  Heat  &  Power  Company  with 
the  Manchester  company,  and  the  erec- 
tion, in  1915,  of  the  power  plant  at 
Kelley's  Falls  on  the  Piscataquog  River, 
and  of  a  substation  at  Brook  Street. 

Mr.  Foster's  connection  with  the 
power  and  railway  industries  covered  a 
period  of  53  years.  In  that  time  he  rose 
from  the  position  of  street  car  conductor 
to  the  presidency  of  one  of  the  largest 
power  companies  in  New  England. 

In  May,  1922,  power  and  railway  of- 
ficials from  all  over  New  England  paid 
homage  to  Mr.  Foster  at  Manchester  as 
he  celebrated  his  50th  anniversary  as  a 
street  railway  man. 

In  1872,  a  youth  of  19,  he  became  a 
street  railway  conductor  at  Lynn,  Mass. 
In  various  capacities  he  continued  with 
this  company  and  its  successors  for  31 
years.  In  1903  he  went  to  New  Orleans 
as  president  of  the  New  Orleans  Rail- 
way &  Light  Company,  and  remained 
there  seven  years. 

♦ 

Bruce  Ford,  inventor,  engineer  and 
authority  in  the  storage  battery  field, 
died  on  Aug.  10  in  Philadelphia.  He  was 
in  his  59th  year.  Mr.  Ford  was  second 
vice-president  and  a  director  of  the  Elec- 
tric Storage  Battery  Company,  of  which 
until  recently  he  had  been  general  man- 
ager. After  serving  two  years  with  the 
Electric  Storage  Battery  Company,  Mr. 
Ford  spent  six  years  at  Johntown,  Pa., 
with  the  Johnson  Company  and  the 
Lorain  Steel  Company,  but  returned  to 
the  battery  company  in  1899  as  engineer 
in  charge  of  development  and  design. 
He  registered  more  than  50  patents  on 
inventions  in  the  storage  battery  field. 

Harry  C.  Wells,  court  claim  agent  of 
the  United  Railways  &  Electric  Com- 
pany. Baltimore,  died  on  Aug.  10  at 
Radford,  Va.,  where  he  was  spending 
the  summer.  He  had  been  in  ill  health 
for  some  time.  Mr.  Wells,  who  was 
63  years  old,  had  been  connected  with 
the  street  railway  company  in  Baltimore 
for  39  years,  30  of  which  he  was  court 
claim  agent. 

Eugene  Schmoeger  Gould,  only  son 
of  Lawrence  E.  and  Martha  E.  Gould,  of 
Chicapo.  died  at  Petoskey.  Mich.,  on 
Aug.  5  from  a  heart  attack  while  bath- 
ing in  Little  Traverse  Bay.  The  son  of 
the  president  of  the  Economy  Electric 
Devices  Company,  Eugene  Gould  was 
graduated  with  high  honors  this  spring 
from  Milford  School,  Milford.  Conn., 
and  planned  to  enter  Hobart  College. 
Geneva,  N.  Y.,  this  fall.  He  is  survived 
only  by  his  parents. 


Electric  Railway  Journal — Vol.75,  No.9 
492 


Industry  Market  and  Trade  News 


One  hundred  buses  ul 


li  i>p^  .»;c  pan  of  an  order  recently  pla^ei. 
service  in  Brooklyn 


Brooklyn  Bus  Order  Placed 

Following  the  approval  of  its  franchise, 
orders  for  equipment  have  been  placed  by 
the  Brooklyn  Bus  Corporation,  the  new- 
subsidiary  of  the  Brooklyn-Manhattan 
Transit  Corporation  formed  to  operate  bus 
lines  in  the  Borough  of  Brooklyn.  The 
contract  was  given  to  the  Twin  Coach 
Corporation. 

Of  the  150  buses  purchased,  100  will  be 
40-passenger  Twin  Coaches.  These  will 
be  of  the  standard  urban  type,  with  minor 
modifications  to  meet  the  purchaser's  re- 
quirements. The  SO  smaller  buses,  which 
will  seat  XI  passengers,  are  a  new  develop- 
ment of  the  Twin  Coach  Corporation. 
They  are  similar  in  general  appearance 
to  the  larger  model,  but  have  only  one 
engine  and  employ  a  differential  drive.  A 
more  complete  description  of  this  bus 
appears  in  this  issue,  page  482. 


Allis-Chalmers  Widens  Field 

by  Acquisition  of  Two 

Companies 

Announcement  is  made  by  the  Allis- 
Chalmers  Manufacturing  Company,  Mil- 
waukee, Wis.,  of  the  acquisition  of  the 
principal  assets  of  the  American  Brown 
Boveri  Company.  Inc..  and  the  capital 
>tock  of  Condit  Electrical  Manufactur- 
ing Corporation,  Boston,  Mass.  By  this 
purchase,  Allis-Chalmers  secures  several 
new  lines  of  equipment,  such  as  electric 
railway  apparatus,  mercury  arc  recti- 
fiers, and  oil  circuit  breakers. 

After  completing  the  manufacture  of 
material  on  order  at  Camden,  X.  J.,  the 
operations  now  carried  on  by  the  Ameri- 
can Brown  Boveri  Company,  Inc.,  will 
be  segregated.  The  large  apparatus  de- 
partments and  work,  with  substantially 
the  same  personnel,  will  be  transferred 
to  the  Allis-Chalmers  plants  at  Mil- 
waukee and  Pittsburgh,  while  the  re- 
mainder will  be  moved  to  the  plant  of 
the  Condit  Electrical  Manufacturing 
Corporation  at  Boston.  Mass.  The 
Allis-Chalmers  district  and  branch  sales 
offices  will,  in  the  future,  serve  as  the 
main  outlet  for  the  former  American 
Brown  Boveri  products. 

The  corporate  entity,  the  organization, 
idant  and  product  of  the  Condit  Electri- 


cal Manufacturing  Corporation,  for  31 
years  manufacturers  of  oil  circuit 
breakers,  will  be  retained  as  at  present. 
With  few  exceptions,  the  present  sales 
connections  of  the  Condit  Electrical 
Manufacturing  Corporation,  throughout 
the  United  States,  will  be  continued. 


Trolley  Bus  Purchases  Active 

Recent  orders  for  trolley  buses  placed 
with  the  J.  G.  Brill  Company  show  evi- 
dence of  an  increasing  appreciation  of 
the  place  of  this  modern  vehicle  in  urban 
transportation.     Among  these  are  : 

Five  for  the  Illinoi.s  Power  &  Light  Com- 
pany for  service  in  Peoria. 

Pour  for  the  United  Electric  Railways, 
Providence,  K.  I. 

Two  for  the  Duluth  Street  Railway, 
Duluth,  Minn. 

Five  for  the  Shreveport  Rallway.s, 
Shreveport,  La. 

All  of  these  are  of  the  standard  40-pas- 
senger type  except  those  for  Shreveport, 
which  seat  30  passengers. 

Another  evidence  that  the  trolley  bus 
is  destined  to  be  a  growing  factor  in 
future  public  transportation  is  recog- 
nized in  the  larger  number  of  this  type 
of  vehicles  that  will  be  exhibited  at 
the  coming  convention  of  the  American 
Electric    Railway    Association. 


Signal  Contract  for  Union 
Switch  &  Signal 

The  Board  of  Transportation  of  the  City 
of  New  York  has  awarded  the  Union 
.Switch  &  Signal  Company,  equipment  con- 
tract S-3,  involving  the  installation  of 
automatic  block  signals  and  interlocking 
equipment  for  the  line  between  Fulton 
Street,  Manhattan,  and  Church  Avenue. 
Brooklyn.  This  section  includes  approx- 
imately 25  track-miles,  of  which  1  mile  is 
on  elevated  structure,  5  miles  of  tube 
construction,  and  the  balance,  two-,  threc- 
and  four-track  subway  construction.  Th^- 
work  involves  500  color  light  signals,  SO 
electro-pneumatic  switches,  and  HZ  electro- 
pneumatic  train  stops.  Approximately  half 
of  these  signals  and  all  the  switches  will 
be  controlled  by  four  electro-pneumatic 
interlocking  machines  with  a  total  of  140 
levers. 


Memphis  Orders  Nine  Trolley 
Buses 

\\\  order  for  nine  trolley  buses,  with 
a  seating  capacity  of  40  each,  has  been 
placed  by  the  Memphis  Street  Railway 
with  the  St.  Louis  Car  Company.  These 
vehicles  will  replace  the  present  Lamar 
Avenue  car  line,  and  will  operate  along 
9.9  miles  of  route.  Approximately  7,000 
ft.  of  double  track  is  to  be  taken  up.  The 
trolley  buses  are  to  be  delivered  about 
Oct.  1,  and  the  service  will  be  inaugu- 
rated about  Oct.  IS,  1931. 

The  body  framing  will  have  straight 
sides  and  rounded  corners.  The  front 
end  will  be  reduced  in  width  to  permit 
a  greater  angle  of  approach  to  the 
street  curb  for  loading.  The  main  con- 
troller will  be  located  under  the  rear 
seat,  and  the  master  controller  and  re- 
verser  will  be  located  in  a  weatherproof 
cabinet  under  the  center  of  the  vehicle. 

The  motors,  air  compressors  and  re- 
sistors are  to  be  placed  under  the  floor, 
as  are  the  master  controller  and  re- 
verser,  between  two  transverse  baffle 
plates  that  will  extend  from  side  sheet 
to  side  sheet  and  reach  to  within  12  in. 
of  the  ground,  with  a  6-in.  flexible  apron 
on  the  bottom.  All  wiring,  except  the 
leads  to  the  master  control,  reverser. 
motors,  air  compressor  and  resistors, 
vvill  be  run  in  a  cable  box  on  the  closed 
side  of  the  vehicle. 

Additional  detail  specifications  of  the 
trolley  buses  follow: 

Length  over  bumpers 33  ft. 

Wheelbase 193  in 

Width  over  all 98A  in. 

Height,  floor  to  eeiline. 

Front  end,  821  in.;  Rear  end,  781  in. 

Post  spacing 38f  in 

Body All  steel 

Doors Front  and  rear  ends 

.\ir  brakes Westinghousc 

Compressors WestinshouBe  DH- 1 0 

Control General  Electric,  PCM 

Door  mechanism National  Pneumatic  Co. 

Doors ( )utwardly  folding 

Fare  boxes Ohmer  No.  3  type 

Floor  coyerinp Battleship  linoleum 

Hand  rails Micarta  and  chrome  plated 

Heaters Railway  Utility  Co. 

Lamp  fi-Ttures Dome  type 

Motors General  Electric  No.  1 1  54 

Roof  material No.  10  cotton  duck 

Seats Karpen  Manufacturing  Co. 

Seating  material No.  1  machine  buffed  leail-er 

Seat  spacing 29!  in. 

Tires Front,  10.50-22  in. 

Rear,  9.75-22  in. 
Ventilators Railway  Utility  Co. 


Bendix- Westinghousc 
Moves  Detroit  Office 

Bendix-Westinghouse  Automotive  Air 
Brake  Company,  of  Pittsburgh,  Penn., 
announced  the  removal  of  its  Detroit  of- 
fice, formerly  located  at  7-255  General 
Motors  Building,  to  8-211  in  the  same 
building.  By  this  move,  Bendix-West- 
inghouse will  share  office  space  with  the 
Bendix  Aviation  Corporation,  whose  ad- 
dress has  been  established  in  the  General 
Motors  Building  for  some  tiine.  R.  L. 
Morrison  will  continue  his  regula' 
duties  as  district  sales  manager  for 
Bendi.x-Westinghouse  in  the  Detroit 
area,  and  has  added  to  his  staff  three 
new  associates,  namely,  A.  E.  Young, 
representative:  George  S.  Sarver,  repre- 
sentative; and  R.  H.  Casler,  field  engineer. 


Electric  Railway  Journal- 
493 


-September,  1931 


Bus  Deliveries 

Brooklyn  Bus  Corporation,  Brooklyn, 
N.    v.,    50   Twin    Coach,    Model    40. 

Central  Transportation  Company, 
Chicago,  IlL,  one  Yellow  Coach,  21-pas- 
senger  city  type. 

Columbia  Railway,  Gas  &  Electric 
Company,  Columbia,  S.  C,  two  Twin 
Coach.  Model  30. 

Delaware  Bus  Company,.  Philadel- 
phia, Pa.,  four  Yellow  Coach,  29-pas- 
senger  city  type. 

Illinois  Power  Company,  Springfield, 
IlL,  three  Yellow  Coach,  21-passenger 
city  type. 

Interstate  Power  Company,  Dubuque, 
Iowa,  2S-passenger  city  type. 

Kansas  City  Public  Service  Company, 
Kansas  City,  Mo.,  fifteen  Twin  Coach, 
Model  30. 

Louisville  Railway,  Louisville,  Ky., 
two  White,  Model  6SA. 

Milwaukee  Electric  Railway  &  Light 
Company,  Milwaukee,  Wis.,  four  Yel- 
low Coach.  25-passenger  city  type. 

Mississippi  Valley  Public  Service 
Company,  Milwaukee,  Wis.,  two  Yel- 
low Coach,  21-passenger  city  type. 

Southern  Pennsylvania  Bus  Company, 
Philadelphia,  Pa.,  three  Yellow  Coach, 
29-passenger  city  type. 

Soringfield  Traction  Company,  Spring- 
field, Mo.,  two  Yellow  Coach,  21-pas- 
scne:er  city  type. 

Tennessee  Public  Service  Company, 
Knoxville,  Tenn.,  two  Twin  Coach, 
Model  30. 


United  Service  Company,  Tulsa,  Okla., 

two  Y'ellow  Coach,  21-passenger  city 
type. 

Washington  Railway  &  Electric  Com- 
pany, Washington,  D.  C,  eight  Yellow 
Coach;  four  21-passenger,  and  four  29- 
passenger  city  type. 

West  Ridge  Transportation  Company, 
Girard,  Pa.,  one  Y'ellow  Coach,  29-pas- 
senger observation  type. 


Reading's  Electrified  Opera- 
tion Gives  Higher  Speed 

The  Reading  Railroad  on  July  20 
placed  70  new  multiple-unit  cars  in 
service  on  its  suburban  lines  out  of 
Philadelphia.  There  are  144  stations  and 
towns  along  the  lines  affected  by  the 
electrification.  As  a  special  feature  for 
the  first  week  of  the  new  schedule,  a 
special  rate  of  10  cents  for  a  round  trip 
to  Philadelphia  was  made  for  all  stations 
on  the  electrified  road. 

The  total  cost  of  the  Reading  electri- 
fication was  $21,500,000.  Seventy  cars, 
each  seating  86  persons,  will  be  used. 
According  to  engineers  of  the  General 
Electric  Company,  which  furnished  the 
electric  equipment,  there  will  be  an  in- 
crease in  service  of  from  31  to  73  per 
cent,  in  addition  to  the  important  factor 
of  increased  speed.  Thirty-two  electric- 
train  crews  will  man  the  70  cars,  con- 
structed at  a  cost  of  $52,500  each. 


Conspectus  of  Indexes  for  August,  1931 

Compiled  for  Publication  in  Electric  Railway  Journal  by 

ALBERT    S.    BICHEY 

Electric  Eailway   Engineer,   Worcester,   Mass. 


Street  Railway  Fares' 

1913 


4.84 


Electric  Railway  Materials* 

1913   =      100 


Electric  Railway  Wages* 

1913   =      too 


Electric  Ry.Construction  Cost* 

Am.  Elec.  Ry.  Assn.      1913   =      100 


General  Construction  Cost 

Eng'g  News-Record      1913   =      100 


Latest 


Aug.,  1931 
7.81 


Aug.,  1931 
113 


Aug.,  1931 
232.9 


Aug.,  1931 
164 


Aug.,  1931 

168.4 


Wholesale  Commodities 

U.  S.  Bur.  Lab.  Stat.      1926   =      100     i 


July,  1931 

70.0 


Wholesale  Commodities 

Bradstreet  1913   =   9.21 


Retail  Food 

U.  S.  Bur.  Lab.  Stet.     1913   =>      100 


Cost  of  Living 

Nat.  Ind,  Conf.  Bd. 


1923 


100 


General  Business 

The  Business  Week  Normal 


100 


Industrial  Activitv 

Elec.  World,  kw.-lir.  used    1923-25=100 


Bank  Clearintts 

Outside  N.  Y.  City 


1926 


100 


Aug.,  1931 
8.79 


July,  1931 
119.0 


June,  1931 
85.9 


Aug.  8,  1931 
74.2 


July,  1931 
97.9 


July,  1931 
68.6 


Month 
Ago 


July,  1931 
7.81 


July,  1931 
114 


July,  1931 
232.9 


July,  1931 

169 


July,  1931 

174.4 


June,  1931 
70.0 


July,  1931 
8.78 


.June,  1931 

118.3 


May,  1931 

86.9 


July  11,1931 
76.8 


June,  1931 

101.7 

June,  1931 
71.2 


Year 
Ago 


Aug.,  1930 
7.78 


Aug.,  1930 
134 


Aug.,  1930 
231.8 


.\ug.,  1930 
196 


Aug.,  1930 
201.0 


July,  1930 
84.0 


Aug.,  1930 
10.45 


July,  1930 
144.0 


June,  1930 
97.0 


Aug.  9,  1930 
87.2 


July,  1930 

105.1 


July,  1930 
91.6 


Last  Five  Years 


High 


July,  1931 
7.81 


Dec.  1926 
159 


April.  1931 

233.2 


Nov.,  1928 
206 


Jan.,  1927 

211.5 


Sept.,  1928 
100.1 


Jan.,  1928 

13.57 


Dec,  1926 
161.8 


Dec,  1926 
105.5 


Oct.  6,  1928 
117.6 


Low 


Aug.,  1926 
7.35 


Aug ,  1931 
113 


Aug.,  1926 

225.9 


Aug.,  1931 
164 


Aug.,  1931 

168.4 


June,  1931 
70.0 


June,  1931 

8.64 


June,  1931 
118.3 


June,  1931 
85.9 


Aug.  I,  1931 

73.0 


Feb.,  1929 
140.4 


Oct.,  1929 
111.8 


Jan.,  1931 

97.6 

July,  193! 

68.6 


♦The  three  index  numbers  marked  with  an  asterisk  railway  operation  and  maintenance,  weighted  accord- 
are  computed  by  Mr.  Richey,  as  follows:  Fares  index  ing  to  average  use  of  such  materials.  Wages  index  is 
is  average  street  railway  fare  in  all  United  States  relative  average  maximum  hourly  wage  of  motormen, 
cities  with  a  population  of  50,000  or  over  except  New  conductors  and  operators  on  121  of  the  largest  street 
York  City,  and  weighted  according  to  population,  and  interurban  railways  operated  in  the  United 
Street  Railway  Materials  index  is  relative  average  States,  weighted  according  to  the  number  of  such  men 


Drice   of   materials    (including  fuel)    used   in   street    employed  on  these  roads. 


Material  Prices 

AUGUST   26,    1931 


Metals — ^New  York 

Copper,  electrolytic,  delivered,  cents  per  lb.  7.75 

Lead 4. 40 

Nickel,  ingot 35.00 

Zinc 4.15 

Tin,  Straits 26.  37 

Aluminum.  98  to  99  percent 22.90 

Babbitt  metal,  warehouse 

Commercial  |;rade 34.  50 

General  service 28. 75 

Track  Materials — Pittsburgh 

Standard  steel  rails,  gross  ton $43.00 

Track  spikes,  A-in-  and  larger,  per  100  lb....  $2.70 

Tie  plates,  steel,  cents  per  1 00  lb 1.95 

Angle  bars,  cents  per  1 00  lb 2.75 

Track  bolts,  per  100  lb 3. 90 

Ties,  6m.x  8m.x8  ft., 

White  Oak,  Chicago 1.21 

Long  leaf  pine,  New  York 1 .  00 

Waste— New   York 

Waste,  wool,  cents  per  lb M .  00 

Waste,  cotton  (100  lb.  bale),  cents  per  lb.: 

White 7. 00- 1 1 .  00 

Colored 7 .  00- 1 0 .  00 

Wire— New  York 

Bare  copper  wire,  cents  per  lb 9.  50 

Rubber-covered  wire.  No.  1 4.. per  1,000  ft....  $4  09 

Weatherproof  wire  base,  centi  per  lb 11.37 

Paint  Materials — ^New  York 

Linseed  oil  (5  bbl.  lots),  cents  per  lb 8.  50 

White  lead  in  oil  (1001b.  keg),  cents  per  lb...  13.25 

Red  lead  in  oil 14.75 

Turpentine  (bbl.  lots),  cents  per  gal 38.00 

Putty,  cora'l  grade,  100  lb.  tubs,  cents  per  lb.  5.50 

Hardware — Pittsburgh 

Wire  nails,  per  keg $1.90 

Sheet  iron  (^4  gage),  cents  per  lb 2.  40 

Sheet  iron,  galvanized  (24  gage),  cents  per  lb.  2. 90 

Auto  body  sheets  (20  gage),  cents  per  lb 3.10 

Fender  stock  {20  gage),  cents  per  lb 3.  20 

Bituminous  Coal 

Pittsburgh  mine  run,  net  ton $1 .  35 

Central  111.  screenings ^ .80 

Kansas  screenings,  Kansas  City 1 .  20 

Big  seam,  Ala.,  mine  run 1  -  70 

Smokeless  mine  run,  Chicago 1 .  60 

Paving  Materials 

Paving  stone,  granite,  5  in,,  f.o.b.: 

New  York—Grade  I ,  per  thousand $  1 20 .  00 

Wood  block   paving    3i,    16  lb.    treatment, 

N.Y..  per  sq.yd.,  f.o.b 2.50 

Paving  brick.   3ix8Jx4,  N.Y.,  per  1,000  in. 

carload  lots,  f.o.b 50.00 

Paving  brick,   3x8ii4,  N.  Y.,  per  1,000  in. 

carload  lots,  f.o.b 45 .  00 

Crushed   stone,    l-in.,   wholesale,    f.o.b.   per 

cu.yd 1 .  80 

Cement.  Chicago,  in  carload  lots,  without 

bags,  f.o.b '  ■  35 

Gravel,  i-in.,  cu.yd.,  wholesale,  f.o.b I   60 

Sand,  cu.yd.,  wholesale,  f.o.b 1 .  00 

Asphalt,  in  pkg.  N.Y.,  f.o.b.  ref.,  per  ton 16.00 

Scrap — New  York 

Heavy  copper,  cents  per  lb 6.12 

Light  copper 5. 12 

Heavy  brass 3.12 

Zinc 1.50 

Lead,  heavy 3.10 

Mixed  babbitt 3.  25 

Battery  lead  plates 1 .  37 

Cast  aluminum 6. 75 

Sheet  aluminum 8.25 

Auto  radiators 3.  12 

Tires,  standard,  mixed,  per  ton $3.12 

Inner  tubes,  mixed,  per  cwt $1 .  20 

Old  Material — Chicago 

Steel  car  axles,  net  ton $12.  25 

Cast  iron  car  wheels,  gross  ton 9.  75 

Steel  car  wheels,  gross  ton 9. 00 

Leaf  springs,  cut  apart,  gross  ton 1 0 .  50 

Angle  bars,  gross  ton 9,50 

Brake  shoes,  net  ton 6 .  00 

Steel  rails  (short),  gross  ton ?  1 .  25 

Relaying  rails,  gross  ton  (65  lb.  and  heavier)  24.  50 

Machine  shop  turnings,  gross  ton 4 .  2S 

Coil  springs,  per  gross  ton 10.  75 

Froirs,  switches  and  guards  cut  apart,  per 

gross  ton 8.  25 


Electric  Railway  Journal — Vol.75,  No.9 
494 


September,  1931 


ELECTRIC  RAILWAY  JOURNAL 


11 


The  Motorman's 
last  line  of  defence... 

Peacock 

Reg.  U.  S.  Pat.  Office 

Staffless 
Brakes 


Are  direct,  em- 
phatic, sure  in 
action.  Fast  on 
the  take  up,  lots  of 
power,  never  clog- 
with  chain,  no  mat- 
ter how  slack  the 
riggi  ng  may  be. 
They  stop  cars  when 
they  are  called  into 
action. 


National 

Brake  Co.,  Inc. 

890  Ellicott  Square 
Buffalo,  N.  Y. 

General  Sales  Office: 

50  Church  St.,  New  York 

Canadian  Representative: 

Lyman  Tube  &  Supply  Co.,  Ltd., 

Montreal,  Can. 


\2 


ELECTRIC  RAILWAY  JOURNAL 


September,  1P3 1 


DeV//b/ss 

HEADQUARTERS  FOR  SPRAY-PAINTIXG 

AXD  FI^ISHIXG  EQUIPMENT 

FOR 

ELECTRIC  RAILROADS 


•X'he  reason  electric  rolling  stock 
can  be  spray-painted  today  is  be- 
cause DeVilbiss  engineers  found  the 
answer  to  the  exhausting  problem, — 
a  problem  which  }iad  to  be  solved  be- 
fore electric  railways  could  enjoy  the 
speed  and  economy  of  this  modem 
method  of  applying  protective   and 


decorative  coatings. 

The  ingenious  combination  of  in- 
duced draft  and  suction,  as  found  in 
the  DeVilbiss  Canopy  Type  Exhaust, 
made  possible  for  the  first  time  the 
entire  removal  of  vapors  and  odors 
during  the  spray-painting  of  such 
large  objects  as  cars.    Now,  this 


DeVilbiss  Equipment  is  efficiently  and 
economically  serving  many  transpor- 
tation systems, — both  large  and  small. 
The  modern  practice  of  keeping  roll- 
ing stock  bright  and  attractive  at  lower 
cost,  was  the  result  of  this  DeVilbiss 
invention.  Ask  your  nearest  DeVilbiss 
representative  for  details.    Or  write. 


THE     DeVILBISS     COMPANY 


TOLEDO,     OHIO 


NEW  YORK  PHILADELPHIA  CLEVELAND  DETROIT  INDIANAPOLIS  CHICAGO 

ST.   LOUIS  LOS   ANGELES  SAN  FRANCISCO  WINDSOR,  ONTARIO 

Direct  sales  and  service  representatives  available  everywhere 

The  wide  DeVilbiss  Line  embraces  every  outfit  and   accessory   for   spray-painting   and   spray-finishing 


September,  1931 


ELECTRIC  RAILWAY  JOURNAL 


13 


SIIVCE   1924 


IN  TRAFFIC 


'^,rp^^gpB!P^T^'M^^?;fl¥!!g^«»fir*  ^  ~- ' 


more  than  IV^  BIL.L.IOIV  passengers 


Such  figures  stagger  the  imagination.  The 
first  is  equal  to  1 4,280  times  around  the  world! 
The  second  is  only  a  little  short  of  the  total 
population  of  the  earth!  Yet  these  impres- 
sive totals  are  actual  miles  traveled  and 
passengers  carried  in  the  past  seven  years 
by  the  largest  motor  coach  operation  in  the 
United  States  —  in  that  period  over  90%  on 
Goodyears! 

That  operation  is  the  Public  Service 
Coordinated  Transport  with  its  subsidiary 
the  Public  Service  Interstate  Transportation 
Company  —  jointly  operated  from  Newark, 
N.  J.  2,436  coaches  are  employed  in  the  ser- 
vice. The  territory  covered  in  New  Jersey, 
New   York,  and    Pennsylvania,  is  the  most 


heavily  congested  district  as  to  traffic  on  earth. 
More  brake  applications  are  required  here 
on  more  station  and  traffic  stops  than  in  any 
other  service.  There  have  been  minimum 
road  failures  on  Goodyears.  Over  an  extended 
period  of  years,  on  an  overall  test  including 
thousands  of  coach  units,  on  every  point 
of  stamina,  traction,  cushioning,  and  public 
safety  there  has  been  maximum  satisfaction 
with  the  Goodyear  Tire. 

It  is  a  straight-shooting  fact,  and  for  good 
reason,  that  "more  people  ride  on  Goodyear 
Tires  than  on  any  other  kind."  Both  for  motor 
coaches  and  passenger  cars  it  is  the  leading 
make  of  tire.  On  all  your  coaches  you  can 
have  this  quality  —  specify  Goodyears. 


THE       GREATEST      IVAME      IX      RUBBER 


14 


ELECTRIC  RAILWAY  JOURNAL 


September,  19^1 


INSIJLATIXG 
MATERIALS 

The  dependability  of  electrical  apparatus  is  determined  often 
by  the  quality  of  its  insulating  materials.  General  Electric,  to 
insure  this  dependability,  manufactures  the  Insulating  Materials 
used  in  its  many  products.  These  same  Insulating  Materials 
that  are  manufactured,  used,  and  recommended  by  the 
General  Electric  Company  can  be  obtained  from  your  nearest 
General  Electric  Merchandise  Distributor.  See  him,  or  write 
Section    M-319,    Merchandise    Department,  Bridgeport,  Conn. 


GENERAL  W  ELECTRIC 


INSULATING  MATERIALS 


MERCHANDISE     DEPARTMENT,      GENERAL     ELECTRIC     COMPANY,     BRIDGEPORT,     CONNECTICUT 


September,  1931 


ELECTRIC  RAILWAY  JOURNAL 


15 


no 


»»' 


>v^^^' 


0°°' 


A»* 


Ruti 


ARE  YOlJ 

rSIXCi  THESE 

REVENUE- 
IXCREASING 
FARE  HELPS? 

PRACTICALLY  all  of  the  larger 
traction  companies  in  this  coun- 
try are  using  Globe  Transfers  to  in- 
sure maximum  revenue  return  and 
minimum  losses  at  transfer  points. 
But  not  all  of  these  companies  are 
taking  advantage  of  the  equally 
important  cash-in-advance  value  of 
Globe  Passes,  and  the  sure,  simple 
fare  check  afforded  by  Globe  "Hat 
Checks"  and  zone  Fare  Receipts. 

We  strongly  urge  you  to  investigate 
the  numerous  advantages  of  these 
forms.  Our  entire  facilities  and 
many  years  of  experience  as  "the 
nation's  transportation  fare  special- 
ists" are  at  your  service. 


jOT 


NICKEL  PASS    opeBAto" 


••* 


GOQP 


WHEN 


OCT. 


w^'tfiSw^E^"^- 


1^' 
BUSES 


Baltimore 


GLOBE 

TICKET  COMPANY 

112  North  Twelfth  Street 
PHILADELPHIA 

Additional  Factories  in 

Los   Angeles  Boston  New  York 

Jacksonville 


Sales  Offices 
Cincinnati 
Pittsburgh 


Cleveland 


Traction  Company,  i'ittsliurgh  &  Utawr 
Beaver   Valley   .Motor  Coach  Compan> 

WEEKLY  PASS 


(iOOD  ^  ALL  ZONES 

"  "  ■        '      "'to  the  conductor  or  operator  upon 
car  and  is  good  for  only  one  (1) 


Price,  .$2.00 

J.  R.   MARSHALL, 
Sup't   of   Transportation. 


16 


ELECTRIC  RAILWAY  JOURNAL 


September,  1931 


HE  FORGOT... 

TO  FIGURE  INITIAL  STRESS 


How  this  manufacturer's  holt  failure  problem 
was  solved  by  the  R  B  &  W  Engineering  Service 


"Bolts  still  failing.  Rush  new 
shipment.  Must  have  higher  ten- 
sile  strength."  Thus  wired  a  cus- 
tomer.  And  then  the  R  B  &  W 
Engineering  Service  got  busy. 
The  customer  was  a  builder 
of  a  portable  electric  machine 
used  in  construction  work.  He 
was  using  bolts  to  attach  the 
heavy  machine  assembly  to  the 
frame  of  a  trailer  truck.  We  had 
tested  specimens  of  his  bolts 
before  shipment  and  they  had 


shown  86,000  pounds,  so  the 
next  thing  to  do  was  to  make  an 
on-the-spot  investigation. 

We  discovered  that  the  cus- 
tomer, when  estimating  the 
strength  of  the  bolts  he  needed, 
had  forgotten  to  allow  for  the 
initial  stress  placed  on  the  bolts 
when  his  machine  was  assem- 
bled. The  bolting  together  of  the 


parts  exerted  a  stress,,  which, 
when  increased  by  service  loads, 
exceeded  the  capacity  of  his 
bolts.  A  slight  increase  in  diam- 
eter of  the  bolts  eliminated  his 
trouble. 

The  skilled  engineer,  and  the 
layman  as  well,  can  utilize  the 
specialized  knowledge  of  bolt- 
ing  material  available  without 
obligation  through  the  R  B  &  W 
Engineering  Service.  Send  us 
your  problems. 


RUSSELL,  BUROSALL  &  WARD  BOLT  &  NUT  CO. 

ROCK  FALLS.  ILL.  PORT  CHESTER,  N.  Y.  CORAOPOLIS,  PA. 

Sales  Offices  at  Philadelphia,  Detroit,  Chicago,  San  Francisco,  Los  Angeles,  Seattle,  Portland,  Ore. 


N 


/ 


'f*     / 


100 


ri7 


)(&urliatfC  Cittfi 


Mu 


ifTsm  n  nm  ;tiix  iTiTnTSTTsTm! 


of  the  great  Brooklyn  & 


Brooklyn   Bus  Cof 


-^1 


"4 


£>^-^- 


•^vw 


^^eicXs  1< 


IfirirJrf 


m 


I*  Mm!***  11 


^i 


■.tjffr^ 


1 


reasons 


motor  coach  subsidiary 
Queens  Transit  Corporation 


JS^ 


Wi 


If 


JT 


^ 


Interior  view  of  forty-passenger  Twin 
Coaches  being  shipped  to  Brooklyn,  show- 
ing use  of  new  pass  meter,  or  turnstile,  ex- 
pected to  materially  increase  average  speed 


$1,100,000  Brooklyn 

Bus  Order  Approved 

by  Commission 

The  New  York  Transit  Com- 
mission on  July  30  granted  the  ap- 
plication of  the  Brooklyn  Bus 
Corporation,  a  subsidiary  of  the 
Brooklyn  &  Queens  Transit  Cor- 
poration, to  issue  $1,100,000  in 
notes  to  pay  for  100  buses  pur- 
chased from  the  Twin  Coach  Cor- 
poration, of  Kent,  Ohio.  In  its 
decision  the  commission  says  that 
it  found  no  evidence  that  the  price 
of  $1 1,000  a  vehicle,  proposed  to 
be  paid,  was  too  high.  It  points 
out  that  the  vice-president  of  one 
of  the  leading  competitors  of  the 
Twin  Coach  Corporation  had  tes- 
tified on  the  stand  that  the  price 
for  which  the  Brooklyn  Bus  Cor- 
poration had  contracted  was  "in 
line"  with  prices  asked  by  the  bus 
manufacturers  generally  for  prac- 
tically the  same  type  of  bus. 

from  August  1st  issue 
Electric  Railway  Journal  Niws 


September,  1931 


ELECTRIC  RAILWAY  JOURNAL 


21 


Speeds  Transportation 

SAFELY    A    A    A    A    A    A    A 


When  conditions  impel  shorter  headway 
to  reduce  waiting  time  of  patrons  .  .  . 
quicker  brake  applications  to  reduce  stop- 
ping time  .  .  .  rapid  interchange  of  pas- 
sengers to  cut  down  standing  time  .  .  . 
prompt  release  of  brakes  to  permit  quick 
get-away  .  .  .  THEN  the  Safety  Car  Con- 
trol Equipment,  with  all  of  the  latest  im- 
provements, will  speed  up  service  while 
maintaining  the  basic  element  of  safety. 


Safety  Car  Devices  Co. 

OF  ST.  LOUIS,  MO. 
Postal  and  Telegraphic  Address: 

WILMERDING,  PA. 

CHICAGO  SAN  FRANCISCO  NEW  'EORK 

WASHINGTON  FITTSBURGH 


3141-A 


22 


ELECTRIC  RAILWAY  JOURNAL 


September,  193 1 


B.  M.T. 


goes 


Ooodrieli 


Another  B.  F.  Goodrich  Product 


September,  1931 


ELECTRIC  RAILWAY  JOURNAL 


23 


%Moodrich  -  Jj^VP  VP 


Gigantic  metropolitan  bus  system  standardizes 
on  Silvertowns  after  18-month  test  period 


5 :30  P.  M.  Rush  hour.  Seething  crowds 
pour  into  subways  . . .  jam  street  cars 
. . .  elevated  trains . . .  every  available 
means  of  transportation . . . 

Manhattan  Bridge — huge  connect- 
ing link  between  Manhattan  and 
Brooklyn — becomes  a  focal  point  of 
the  world's  heaviest  traffic. 

Here,  at  this  "bottle-neck"  you'll 
find  B.M.T.  buses — delivering  thou- 
sands of  Brooklynites.  Day  in — day 
out — traveling  on  clocked  sche- 
dules— over  Manhattan  Bridge — 
capacity  loads — with  never  a  hitch. 

Surely,  this  is  a  crucial  test  of  tire 

yjneof  a  hundred  new  Goodrich-equipped 

buses  just  delivered  to  the  B.  M.  T.  by  the 

Twin  Coach  Company,  of  Kent,  Ohio. 


equipment.  Yet,  since  using  Silver- 
towns  B.  M.  T.  has  never  had  a 
single  road  delay  on  the  Manhattan 
Bridge  due  to  tire  failure. 

The  B.  M.  T.  (Brooklyn  Bus  Cor- 
poration) selected  Goodrich  Silver- 
towns  as  best  meeting  the  require- 


ments of  their  heavy  duty  service 
only  after  a  rigid  eighteen-month 
test  period  during  which  they  tried 
out  several  makes  of  tires.  Silver- 
towns  are  now  standard  equipment 
on  every  B.  M.  T.  bus. 

Whether  your  buses  travel  in  heavy 
city  traffic  or  on  fast  cross-country 
hauls,  you'll  find  Silvertowns  the  best 
answer  to  your  tire  requirements. 

The  B.  F.  Goodrich  Rubber  Com- 
pany, Est.  1870,  .\kron,  Ohio.  Pacific 
Goodrich  Rubber  Company,  Los 
Angeles,  California.  In  Canada:  Can- 
adian Goodrich  Company,  Limited, 
Kitchener,  Ontario.  The  International 
B.  F.  Goodrich  Corporation  (Export). 


HEAVY    DUTY 


Silverton^ns 

SPECIFY    GOODRICH    ON    YOUR    NEW    RUSES 


24 


ELECTRIC  RAILWAY  JOURNAL 


September,  1931 


This  month 


Golden  Jubilee  Convention 
==^=  Number  ==^ 


The  CONVENTION  NUMBER  oF  Elec- 
tric Railway  Journal  will  be  mailed  to 
subscribers  September  15.  It  will  also  be 
distributed  at  Atlantic  City.  It  will  be 
much  more  than  an  ordinary  convention 
issue.  The  history  of  the  Journal  is  the 
history  of  the  industry,  and  this  issue  will 
reflect  that  fact.  It  will  be  an  invaluable 
historical  document  that  every  one  interested 
in  community  transport  will  want  to  read 
and  keep. 


GOLDEN    JUBILEE    CONVENTION    NUMBER 

Mailed  Sept.  15  —  Forms  close  Sept.  11 


September,  1931  ELECTRIC  RAILWAY  JOURNAL  25 

and  next  month  — 

Convention  Report 
=—  Number  =— 


I  HE  BIG  SHOW  is  coming  in  less  than  a  month. 
The  50th  meeting — Golden  Jubilee — of  the  A.  E.  R.  A. 
An  event  that  comes  but  once  in  an  industry's  lifetime. 

Important  industry  executives  will  be  at  Atlantic  City 
during  the  week  of  September  26-October  2.  Impor- 
tant features  will  distinguish  this  year's  Exhibit — in  the 
great  Atlantic  City  Auditorium — displays  recalling  the 
industry's  fifty  years  of  progress,  as  well  as  the  latest 
modern  equipment.  And  this  year,  for  the  first  time, 
the  National  Association  of  Motor  Bus  Operators 
will  hold  their  annual  meeting  during  the  same  week, 
at  the  same  place. 

The  CONVENTION  REPORT  NUMBER  of  Elec- 

trie  Railway  Journal  y/\\\  bring  you  a  full  and  accurate 
account  of  all  the  important  happenings  at  Atlantic 
City  during  this  busy  week.  It  will  preserve  in  perma- 
nent form  a  record  of  this  Golden  Jubilee  meeting — 
a  record  both  interesting  and  valuable  to  every  man 
connected  with  the  electric  railway  industry. 


CONVENTION     REPORT     NUMBER 

Mailed  Oct.  10 — ^ Forms  close  Oct.  2 

«c      .,     ^^m      .^  i  -      -  :■  ■■■<-• 


26 


ELECTRIC  RAILWAY  JOURNAL 


September,  1931 


IIhefinestpole 

•    •    IN    50    YEARS    OF    AERA    HISTORY 


In  Topeka,  Kas.,  Union  Metal  Poles  support  trolley  span  wires,  street  lights  and  traffic  signals.  Note  absence  of  guy  wires 


BACK  in  fche  horse-car  days  there  was  no  need  for 
poles  for  trolley-spon  wire  support.  With  the  advent 
of  electric  cars  poles  became  a  necessity.  Those  used  in 
the  early  days  were  crude  compared  with  the  Union  Metal 
Fluted  Poles  of  today.  Sturdy,  graceful,  dignified,  these 
poles  do  their  work  efficiently  and  at  the  same  time 
beautify  the  streets. 

When  the  A.  E.  R.  A.  celebrates  its  centennial  in  198I 
Union  Metal  Poles  now  in  service  will  still  line  the  curbs 
of  American  cities. 


Fluted  Poles  have  been  termed  the  ideal  for  street  rail- 
way service.  They  are  rugged,  long-lived;  their  flexibil- 
ity enables  them  to  carry  abnormal  wind  or  ice  loads 
without  taking  a  permanent  set;  they  are  simple  to  install 
and  maintain;  moreover,  their  appearance,  for  superior 
to  any  other  pole,  helps  build  good  will  for  the  owners. 

Progressive  street  railway  companies  in  dozens  of  our 
largest  cities  are  using  Union  Metal  Poles.  They  realize 
that  in  the  50  years  of  A.  E.  R.  A.  history  no  finer  pole 
has  been  built. 


THE    UNION    METAL    MANUFACTURING    CO.,  General    Offices   and    Factory:    CANTON,  OHIO 

Soles  Offices:  New  York,  Chicago,  Boston,  Los  Angeles,  Atlanta,     #      Distributors:  Graybar  Electric  Company,  Inc.;  General  Electric  Merchon- 
Dollas,  San  Froncisco  dise  Distributors.  Offices  in  all  principal  cities. 

Abroad:  The  Canadian  General  Electric  Co.,  The  International  General  Electric  Co.,  Inc. 


UNION  METAL 

DISTRIBUTION    POLES 


September,  1931 


ELECTRIC  RAILWAY  JOURNAL 


27 


CAR  CARD 
ADVERTISING 

ALMOST 
EVERYWHERE 


TENS  of  millions  ride  the  Electric  Rail- 
way Lines  every  day.  This  tremendous 
group  of  buyers  is  steadily  being  influenced 
to  increase  their  purchase  of  car  card  adver- 
tised products.  Thus  Car  Card  Advertising 
helps  to  sustain  business. 

Consider  what  might  happen  if  these  tens 
of  millions  were  not  given  attractive,  force- 
ful suggestions  and  timely  reminders  to  buy 
day  in  and  day  out,  rain  and  shine. 

Is  it  any  wonder  that  Car  Card  Advertis- 
ing has  the  active  endorsement  of  the  Electric 
Railway  Operators? 


Barron  G.  Collier 

INCORPORATED 


28 


ELECTRIC  RAILWAY  JOURNAL 


September,  1931 


I^^^L, 

^^t^^^K^^mSSIK 

[g^ 

^[•KB^BSBij^^^H 

^ 

^1 

i^pj 

^'%*^,  H 

1 

.^1^^ 

Bl^^^^^^^^Hf Ib^    •                     * 

s^ 

1  ^^M 

^-^^^^^^^^^1 

I^'m.A 

These  Combustion  Engineers  have 
cuf  fuel  cosis  for  many  operators. 


How  much  would  a  17%  increase  in  motor 
fuel  mileage  save  you  in  a  year?  How  much 
would  it  be  worth  to  you  to  reduce  obnoxious 
odors  in  your  motor  coaches?  And  wouldn't 
you  like  to  receive  better  lubrication  from 
motor  oil? 

These  are  some  of  the  problems  which 
motor  coach  combustion  engineers  of  the 
Standard  Oil  Company  (Indiana)  are  solving 
for  Midwestern  motor  coach  operators.  The 
efficiency  of  hundreds  of  motor  coaches  has 
been  greatly  increased  by  these  engineers 
.  .  .  and  as  the  operating  efficiency  was 
increased  the  motor  fuel  cost  and  the  amount 
of  obnoxious  combustion  odors  released  were 


decreased.  A  check  taken  of  twenty-five  of 
these  motor  coaches  picked  at  random  from 
different  companies  shows  an  average  sav- 
ing of  17%  in  motor  fuel  mileage  and  42% 
less  carbon   monoxide. 

It  may  be  also  possible  to  improve  your 
gasoline  mileage  and  lower  motor  fuel  costs. 
Your  motor  coaches  serviced  by  Standard 
Oil  Company  (Indiana)  combustion  engineers 
and  using  Red  Crown  Gasoline  and  Poiarine 
Motor  Oil  will  be  as  efficient  and  economical 
as  perfect  gasoline  and  motor  oil  perform- 
ance can  make  them.  Call  in  one  of  these 
motor  coach  engineers.  His  investigation 
places  you  under  no  obligation. 


STANDARD  OIL  COMPANY 

(Indiana)  1208-B 

910  So.  Michigan  Avenue  Chicago,  Illinois 


MATCHED     TO     GIVE 


PERFECT    PERFORMANCE 


^/n  the  nations 


•  185  out  of  245 


are 


\  nOnSv 

^ 

>$>-. 

?m 

/y/^       1     N. 

^>\ 

^^ 

'r^'^^^ 

■    yx^./ 

\^'  / 

^^^ 

o 


-i: 


transportation 

Coaches 


i 


Legend 

Orange — Coach  Lij 
Green  — Car  lit 


companies  in  the  same  city 
— there^s  a  reason 


Wh, 


hen  three  progressive  operators,  giving  in  some  instances 
parallel  service,  all  specialize  on  one  make  of  motor  coach  and  individually  prove 
their  preference  by  reorders,  there  must  he  more  to  such  a  united  policy  than  mere 
chance. 

When  three  different  companies,  in  the  same  city,  all  keyed  to  make  the  strongest 
bid  for  passengers,  agree  on  Yellow  Coaches  it  proves  that  it  takes  a  Yellow  to 
compete  with  a  Yellow, 

This  is  the  situation  in  Washington,  D.  C,  where  automobile 
registration  per  1000  population  is  greater  than  in  any 
other  Eastern  city  and  where  only  the  best  and  most  com- 
fortable motor  coach  service  can  hope  to  win. 

Comparative  figures  tell  their  own  story — 
The  Washington  Railway  and  Electric  Company,  the  largest 
system  and  operating  both  street  cars  and  motor  coaches, 
owns  107  Yellow  Coaches  in  a  fleet  of  128  motor  vehicles. 


^ 


s 


Aut'imohili  H".ii--triilions  in 
Washington 


The  Capital  Traction  Company,  the  second  largest  operator  of  street  cars  and 
coaches,  owns  31  Yellows  in  a  fleet  of  47. 

The  Washington  Rapid  Transit  Company,  operating  motor  coaches  only,  uses 
47  Yellow  Coaches  in  a  fleet  of  68. 

Three  out  of  four  coaches  in  Washington  are  Yellows.  And  all  Yellow  Coaches 
purchased  in  1925  have  given  over  300,000  miles  of  service  each — in  perfect 
condition  and  operating  every  day. 

Washington's  three  transportation  companies  have  made  the  Nation's  Capital 
a  Yellow  Coach  city  and  a  profitable  one  for  motor  coach  operation. 


Motor  coach  service  must 
be  comfortable,  conven- 
ient and  efficient  to  meet 
this  competition 


The  Capital   Traction   Company  operate  47   motor 
coaches — 31  of  them  are  Yellows 


vashington  Rapid  Transit 
Company  operate  motor  coaches 
only.  They  have  a  fleet  of  68 
coaches — 47  of  them  are  Yellows 


It  takes  a  YELLOW 

to  compete  with  a  YELLOW! 

In  addition  to  the  outstanding  qualities  of  comfort 
and   convenience  rendered   by  Yellow  Coaches   in 
Washington,  they  have  been  remarkably  economical  on  all  three  opera- 
tions. 

The  operating  figures  on  equipment  purchased  as  early  as  1925  shows 
an  economy  of  operation  which  today  is  almost  unbelievable. 


Gas  and  Oil 
Cents 


Tires 
Cents 


chassis  and 

Body  Repairs 

Cents 


Total 
Cents 


Type  Y  Yellows,  After  300,000  Miles  Each,  in  Express  Service.  Purchased  in  1925 


52  Type  Z-29 


1925 

3.18 

1.75 

.82 

5.85 

1926 

3.92 

1.75 

1.99 

7.66 

1927 

3.08 

1.45 

1.74 

6.27 

1928 

3.04 

1.03 

2.41 

6.48 

1929 

3.00 

1.10 

2.50 

6.60 

1930 

2.41 

.93 

1.78 

5.12 

1 

9  pass.    YelioHS 

in   Local  Citv 

Service. 

Purchased 

1925 

-  1928 

1926 

1927 
1928 
1929 
19^ 


18    Type 


4.709 
4.417 
4.027 
3.953 
420 


1.936 
1.493 
1.410 
1.360 
1.061 


2.129 

2.524 
2.653 
3.115 
2.640 


8.77 
8.434 
8.090 
8.428 


Service  Yellows  Purchased  1925  -  1928 


H^^^.770 

1.843 

^tf^ 

^m^ 

1927              V 

■              2.663 

.947 

1.882 

5.492 

1928 

2.590 

.884 

2.141 

5.615 

^  1929 

2.542 

.869 

2.595 

5.976 

■  l930 

2.212 

.811 

2.865 

5.888 

No  wonder  the  record  of  purchases  of  motor  coaches 
in  Washington,  D.  C,  is  a  record  of  repeat  orders 
for  Yellow  Coaches. 

Reorders  by  the  three  Washington  transportation  companies  show  that 
since  the  first  purchase  in  1925,  Yellow  Coaches  have  predominated  in 
all  years.  The  record  follows — 


Other          ' 

Prior  to 

Yellow  Coaches 

Orders 

Makes 

1925 

0 

0 

27 

1925 

22 

7 

16 

1926 

23 

8 

0 

1927 

56 

9 

2 

1928 

31 

9 

2 

1929 

26 

6 

0 

1930 

19 

5 

7 

1931 

8 

1 

4 

^^^ 

185 

45 

58 

And  carrying  forward  the  reorder  policy  4  Type  W- 
2 1  passenger  Yellow  City  Coaches  and  4  additional 
Z-29  Yellow  Coaches  have  just  been  shipped  to  the  Washington  Rail- 
way and  Electric  Company. 

GENERAL  MOTORS  TRUCK  CO. 

Pontiac,  Michigan 
Subsidiary  of    Y  e  llotv    Truck    &    Coach    Mfg.    Co. 


September,  1931 


ELECTRIC  RAILWAY  JOURNAL 


33 


Long  Life  in  a  Severe  Service 


THE  Interborough  Rapid  Transit  Company 
of  New  York  City  operates  Subway  cars  a 
maximum  of  458  miles  per  day  and  Elevated 
cars  368  miles  per  day,  with  1  minute  and  48 
seconds  minimum  headway  on  the  west-  side 
during  the  rush  hours.  There  was  a  total  of 
1,324,156,313  passengers  carried  over  its  lines 
during  the  year  ended  December  31st,  1930. 
Safety  and  long  life  are  necessary  conditions  for 
their  rolled  steel  wheels.  They  employ  a  most 
rigid  wheel  specification  and  inspection  system 
which  depends  upon  an  exact  system  of  records. 
Naturally,  only  the  best  of  wheels  are  reordered 
by  this  road.  We  are  proud  to  be  continuously 
supplying  them  with  Standard  Steel  Wheels. 

STANDARD  STEEL  WORKS  COMPANY 

GENERAL  OFFICE  &  WORKS:  BURNHAM,  PENNA. 

ST.  LOUIS 


CHICAGO 
NEW  YORK 
PHILADELPHIA 


AKRON 
PORTLAND 
SAN  FRANCISCO 


34 


ELECTRIC  RAILWAY  JOURNAL 


September,  1931 


Biqqest,  Stronqest, 

Longest  lasting 

truck  in  the 
lowest  price  class 


Comparative  specifications  prove  the  new  SPEED 
WAGON  is  bigger,  has  stronger  parts,  more  bearings, 
better  lubrication  and  finer  materials,  proving  in  advance 
its  longer  life!  As  a  matter  of  record,  no  other  truck 
costing  up  to  double  the  SPEED  WAGON  price  has 
equal  specifications! 

Reo-made  bodies,  suiting  the  haulage  requirements  of 
the  Railway  Industry,  are  engineered  to  the  chassis, 
matched  and  mounted  at  the  Reo  factory.  For  further 
information  call  your  Reo  dealer,  or  write 

REO  MOTOR  CAR  COMPANY  ■  LANSING  .  TORONTO 


1*  Heavy  full  floating:  rear  axle 
designed  for  dualins. 

3*  Dual  wheel  equipment  at 
slight  extra  cost. 

3*  Heavy  7'  channeled  frame. 

4.  4-speeds  forward  transmis- 
sion. 

5.  Big  truck  engines  — 4  or  6 
cylinder. 

B.  Chrome  nickel  cylinders  — 
wearing  7  times  longer  than 
grey  iron. 

7.  Maximum  piston  displace- 
ments—205  inches  in  the  4  cyl- 


inder, 214.7  inches  in  the  6-cyl« 
inder. 

8.  Heavy  steering  spindles. 

9*  Full  pressure  lubrication  — 
even  to  piston  pins. 

10.  Fifve  bearing  crankshaft  in 
the  4  cylinder;  Seven  bearing 
in  the  6  cylinder. 

1 1.  More  loading  space  on 
frame  back  of  cab. 

1 2.  Weatherproof  hydraulic 
brakes. 

13.  Heavy    Duty    Spoksteel 

wheels. 


THENtwI^TON 

mo 


WAGON 


625 


Four-cylinder  S625,  Six-cylinder S725 

Chassis  f.  o.  h.  Lansing,  Michigan 

Dual  Wheels  S2S  Extra 


FREE— ce//ii/oirf  truck  slide  rule 
—a  valuable  aid  in  transporta- 
tion work.  Write  factory  direct. 


September,  1931 


ELECTRIC  RAILWAY  JOURNAL 


35 


The  car  on  the  left  stops  to  open  switch 
then  passes  through  and  stops  in  position 
of  car  on  the  right  to  close  switch.  These 
two  stops  are  eliminated  by  the  yin-i 
Switch  Stand. 


Xhere  is  a  tremendous  annual  cost  at  the  ends  of  double 
track  and  on  passing  sidings  where  cars  must  stop  to  oper- 
ate a  switch.  The  calculated  annual  cost  per  car  for  this  stop- 
ping and  starting  is  large;  when  multiplied  by  each  operating 
car  the  figure  becomes  staggering.  It  can  be  magnified  further 
by  considering  the  time  on  every  schedule  sacrificed  to  switch 
operation. 

Such  an  expense  is  unnecessary.  The  Racor  3-in-l  Switch 
Stand  combines  in  a  single  unit  an  automatic  return  after 
trailing  car  has  passed,  an  oil  buflfer  preventing  return  be- 
tween successive  pairs  of  wheels,  and  a  rigid-throw  always 
ready  for  hand  operation.  Cars  approaching  the  3-in-l  and 
having  the  right-of-way  pass  with  safety  to  the  car  and  switch 
points.  The  target,  rigidly  attached,  always  showing  the  exact 
position  of  the  points,  is  a  reliable  factor  of  safety. 

Write  today  for  complete  printed  information  about  the 
3-in-l,   a  modern  and  mechanically    eflScient  Switch  Stand. 


Stops 

AT  THE  ENDS  OF 
DOUBLE  TRACK 


COST 
MILLIONS 
ANNUALLY 


The  automatic  doubh-coil  spring 
return  after  trailing  car  has  passed. 


The  adjustable  oil  buffer  prevent- 

ing  return  between  successive  pairs 

of  wheels. 


The  rigid-throw  always  ready  for 
hand  operation.  Parts  simple  and 
readily  accessible  for  oiling  and^ 
inspection. 


RAMAPO  AJAX   CORPORATION 

Racor  Pacific  Frog  and  Switch  Company    ....    Los  Angeles — Seattle 

Canadian  Ramapo  Iron  Works,  Limited     .    .     .      Niagara  Falls,  Ontario 

General  Offices — 230  Park  Avenue,  New  York 

Salts  Offices  atWorks, and McCoimic)^  BIdg..  Chicago— Midland  Bank  Bldg.,CIeveland,Ohio 
Metropolitan  Bank  Building.Washington  Builders  Exchange  Building,  St.  Paul 

Nine  Racor  Works:  Hillburn,  N.  Y.,  Niagara  Falls,  N.  Y.,  Chicago,  III.,  East  St.  Louis,  IH., 
Superior,  Wis.,  Pueblo,  Col.,  Los  Angeles,  Col.,  Seattle,  Wash.,  Niagara  Falls,  Ont. 


36 


ELECTRIC  RAILWAY  JOURNAL 


September,  1931 


^""Yes  Sir,  this 


The  Engineer 
reports 


•  •  • 


METAL     £>   TH  E  R  M"! 


Pittsburgh 


120  Broadway,  New  York,  N.  Y. 
Chicago  Albany  So.  San  Francisco 


Toronto 


September,  1931 


ELECTRIC  RAILWAY  JOURNAL 


37 


will  be  the  last  time!'' 


WE'VE  patched  those  joints  too  many  times  already! 
And  now  the  City  Engineer  is  beginning  to  kick 


about  giving  us  permits  to  open  up  the  pavement 
He  says  he's  getting  complaints  from  everybody  along 
the  street. 


again 


"So  we've  decided  to  Thermit  weld  them!  You  know  how 
well  that  other  piece  of  new  track  has  stood  up  that  we  put 
in  with  Thermit  welds  three  years  ago.  It's  got  twice  as  many 
cars  going  over  it,  and  not  one  joint's  gone  bad  since  it  was 
laid. 

"At  the  last  Convention,  several  of  the  Boys  told  me  that  they 
had  been  Thermit  welding  old  track,  as  well  as  new,  and  it 
just  about  ends  all  their  joint  troubles.  So  we're  going  to 
do  it  here.  too. 

"No!  We're  not  going  to  re-route  the  cars.  We're  not  going 
to  weld  at  night,  either.  The  new  method  of  Thermit-Weld- 
ing-Under-Traffic solves  that  problem.  The  cars  are  seldom 
delayed — never  for  more  than  three  minutes  even  under 
the  heaviest  traffic  and  then  only  at  the  time  the  weld  is 
being  poured.  No  temporary  bridges  or  switches  to  go  over, 
either.     The  cars  stay  right  on  their  own  rails. 

"The  best  part  of  it  is  that  the  cost  will  be  little,  if  any  more 
than  the  usual  patching  jobs  we've  been  doing  so  often. 
You've  got  to  hand  it  to  Thermit,  because  in  the  last  few  years 
the  process  has  been  improved  and  the  cost  reduced  so  much 
that  we  really  can't  afford  to  do  anything  else." 

It  will  pay  to  fix  up  the  old  track  now.  It  can 
be  done  easier  and  cheaper  than  ever.  The 
process  of  welding-under-traffic  was  developed 
as  a  result  of  years  of  research  work  and  costly 
experiments.  Now  it  is  in  regular  use  on  many 
electric  railways.  Welding-under-traffic  is  an 
exclusive  process  of  the  Metal  &  Thermit 
Corporation,  and  is  fully  covered  by  patents. 


CORPORATION 


Pittsburgh 


120  Broadway,  New  York,  N.  Y. 
Chicago  Albany  So.  San  Francisco  Toronto  / 


"We've  patched 
these  joints  too 
many  times" 


"So  we've  decided 
to  Thermit  weld" 


"just  about  ends 
all  their  joint 
troubles" 


"welding  under 
traJ0&c  solves  the 
problem" 


"they've  improved 
the  process  and  re- 
duced the  cost .  . ." 


O^AX3T 


38 


ELECTRIC  RAILWAY  JOURNAL 


September,  1931 


ALWAYS  .  . 


.  .  .  THE  COST! 


THERE  is  an  opportunity  for  alert  railway  manage- 
ment today.  Costs  must  be  brought  down.  Waste 
must  be  eliminated.  Even  such  apparently  minor 
details  as  lubrication  are  receiving  executive  atten- 
tion. •  The  influence  ofanything  less  than  completely 
effective  lubrication  is  far-reaching.  The  Texas  Com- 
pany has  introduced  an  entirely  new  system  of  car- 
journal  lubrication  that  has  completely  eliminated 
older  excessive  lubrication  costs.  Texaco  engineers 
with  the  new  Texaco  System,  working  in  cooperation 


TEXACO 


with  railway  shop  officials,  have  effected  substantial 
economies.  •  Important  power  savings  have  been 
accomplished,  reduced  wear  on  equipment,  the  re- 
duction of  idle  car-time  overhead,  lower  oil  house 
costs,  reduced  waste  consumption  and  other  operat- 
ing savings.  •  Results  with  the  new  Texaco  System, 
of  which  Texaco  Lovis  Oil  and  Texaco  Oil  Seals  are 
the  major  elements,  have  completely  demonstrated 
its  economy  and  effectiveness.  Tests  on  your  own 
road  will  substantiate  it.  Write  The  Texas  Company. 

THE  TEXAS  COMPANY,  135  East  42nd  St^  Neu>  York  City 

LUBRICANTS 


September,  1931 


ELECTRIC  RAILWAY  JOURNAL 


39 


DAVIS 


"ONE-WEAR^' 
STEEL 


WHEELS 


AMERICAN  StI 


Contour  conditioning  and  all  its 
attendant  expense  never  troubles 
the  Davis  Wheel. 

Special  composition  steel  triple  heat 
treated,  provides  unique  qualities 
that  are  characteristic  only  in  the 
Davis  Wheel  and  make  them  truly 
One-Wear. 


X  FOUNDRIES 


NEW  YORK 


Sib  AGO 


ST.  LOUIS 


40 


ELECTRIC  RAILWAY  JOURNAL 


September,  1931 


NATIONAL 

ELECTRIC 

RAILWAY 

SPECIALTIES 


"Tiger"  Bronze  Axle  and 
Armature  Bearings 


*More-Jones" 

Trolley  Wheels 

and  Harps 


The  "Vigne" 

Bimetallic  Armature 

Bearing 


W/^HATEVER  your 
plans  are  for  re- 
placement or  modern- 
ization you  can  be  sure 
of  successful  and  eco- 
nomical results  by 
including  "National" 
Electric  Railway  Spe- 
cialties. Submit  your 
problems  to  us. 


NAT  ION AL 

Bearing  Metals 
Corporation 


ST.  LOUIS,  MO. 


New  York,  N.  Y. 
Meadville,  Pa. 


Jersey  City,  N.  J. 
rortttmouth,  Ya. 


Pitttibiirgb.  Pa. 
Ht.  Paul.  Minn. 


1 


News .... 

brief,  late  news  flashes  for 
the  electric  railway  industry 


To  supplement  the  service  of 
the  regular  monthly  issues  of 
Electric  Railway  Journal,  a. 
separate  NEWS  service  ap- 
pears on  thirty-nine  Saturdays 
during  the  year.  This  supple- 
ment keeps  you  in  touch  with 
court  decisions  .  .  .  fare  in- 
creases .  .  .  new  ordinances 
.  .  .  association  meetings  .  .  . 
financial  statements  .  .  . 
equipment  purchases. 

Subscription  Price:  For  all 
countries  taking  domestic  sub- 
scription rate,  $2.  Sold  in 
combination  with  the  monthly 
edition  of  Electric  Railway 
Journal  for  $5  a  year  domestic 
rate. 


ELECTRIC  RAILWAY  JOURNAL 


41 


September,  1931 

COMMONWEALTH  TRUCKS 


ISWING  MOTION  TYPE': 


Steel  frames,  including 
cross  transoms  and 
pedestals,  cast  in  one 
strong  unit. 


They  are  the  logical  trucks  because  of  simplicity  and  strength 
of  construction,  excellence  of  design,  materials,  and  workman- 
ship, elimination  of  repairs  and  costly  maintenance.  Investi- 
gate the  possibilities  of  these  trucks  in  your  service.  Write 
for  full  information. 


GENERAL  STEEL  CASTINGS  CORPORATION 


GRANITE  CITY,  ILL. 


EDDYSTONE,  PENN. 


Cut  Down  Platform  Hours 


— and  other  operating  expenses  by  installing  "Union"  Automatic 
Signals.  They  increase  the  capacity  of  single  track  lines; 
simplify  the  peak  load  problem;  increase  the  track  capacity  by 
permitting  higher  car  speeds  and  making  closer  meets  possible. 

Call  upon  our  specialists  to  consult  with  you  about  your  operat- 
ing problems.     There  is  no  obligation. 


SWISSVALE,  PA. 


42 


ELECTRIC  RAILWAY  JOURNAL 


September,  193 1 


uiiiiiMiiiniiiiiiiiiitiiniiiiiiiiiiiiiniiiiiiiiiiiiiiniuiiiuiiniiitiiHiiiiiiiiii riniiHiiiiiiiiiiiiiiiHiiitiimiiiiiiiHuiiitiiitiiimimiiiiiH. 


This  Stimulating  Book 

really  tells  how  to  use  your  mind 

more  effectively  .  .  . 


Here 

is  a  new  book  which  really 
makes  clear  just  how  to  use 
your  mind  with  the  greatest 
economy  of  time  and  effort  for 
maximum   results. 

It  describes  in  detail  the  tech- 
nique or  art  of  learning. 

— Just  Published — 

The    AUfW 

of   LEARNING 

by  Walter  B.  Pitkin 

Author  of  The  Art  of  Rapid  Seadina 
409  pages,  5ix8,  $2.50  postpaid 

^O  you  want  to  master  new  knowledge? — to  keep 
abreast  in  your  business  or  profession  ? — to  open  new 
outlets  for  your  own  abilities  ? — to  increase  your  earnings  ? 
Then  this  book  was  written  expressly  for  you!  For  it 
explains  practical  and  direct  methods  for  mastering  new 
subjects  more  quickly  and  effectively.  It  shows  how  to 
make  the  most  of  your  mental  powers,  how  to  analyze 
yourself  for  special  talents  and  abilities.  It  tells  just 
how  to  attack  new  knowledge  and  make  it  your  own. 
Concentration,  attention,  memorizing,  analyzing  and 
digesting  facts,  training  and  developing  your  mind — are 
all  discussed  in  a  way  easy  to  understand  and  to  follow. 

Practical  Pointers  Like  These 
help  you  LEARIS  more,  EARI^  more: 


D' 


— the  law  of  learning 

— learning  to  use  yonr  mind 

— how  to  discover  yonr  own 
abUities 

— clearing  the  decks  for  action 

— tobacco  and  mental  efficiency 

— how  to  use  odd  time 

— four  types   of   memorizing 

— the  secret  of  concentration 


— what    time   of    day    is    best    for 
study 

^-difference  between  thinking  and 
day-dreaming 

— how    yonr    mental    attitude 
attecUi  learning   rate 

— four  varieties  of  learning 

— how  to  learn  a  foreign 
language,  etc, 

— what   equipment  necessary   for 
special  study 


Send  for  a  copy — on  approval— ^oday! 

'■■"•■"""McGraw-HiU    Free   Examination    Coupoif 

HeOraw-HiU  Book  Co.,  Inc.,  370  Seventh  Ave..  New  York,  N.  Y. 

Tou  may  und  me  PItltln'i  THE  ABT  OF  LEABNINQ.  tS.50  postpaid,  for  Id 
dayi"  Free  Examination.  I  a«ree  to  remit  for  tlw  book  or  return  It,  postpaid, 
within   10   days  of  receipt. 

Slgnwl 

Address ^ 

City  and  State 

Official  Position 


Name   of    Company 

(Booki  sent  on  approval  In  the  U.  S.  and  Canada  only,) 


E.  9-31 


'CCIOENTS  won't  happen 
at  railway  crossings  guarded 
by  Nachod  Signals,  Two  com- 
manding red  lighls,f  lashing  on 
and  off,  and  an  insistent  bell 
automatically  warn  of  every 
car's  approach.  Full  24-hour 
saFety,  made  doubly  sure  by 
a  motorman's  indicator.  No 
property  loss.  No  damage 
suits.  Passenger  good-will 
maintained.  Let  us  quote  you 
the  cost  of  safe-guarding 
crossings  on  your  lines. 

•'Nachod  Spells  Safety" 

NACH#D 


SIGNAL 


NACHOD  «  U,  S.  SIGNAL  CO.  inc.,  ; 
Louiivill*,  Kv.  i 


''.iiiriiiniminnniiniiniiiinuiiiiiiiiiiiiifiiiiiiitimiiitiitiiiiiiniiiliifiiniiininnnMrhiiiiiiiiiiriitiiitiiiiiiniiniininri!  iiiiiiiiiiiiiiiii? 
^riiiiiiiiiniiiiiiiuiiiiiiiimiiiiniiiiiiiiiiiiinniiiiiiiiiiiiiiiiiiiiJiiiuiiiiiiiiiiiiiiiiiiiiiniiiiuiiiiiiiiriiiiiiniiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiix 


IS  transparent 


You  can  tell  at  a  glance 
whether  a  glass  insu- 
lator is  free  from  de- 
fects and  flaws.  That's 
another  one  of  the  five 
reasons  glass 

IS  BETTER 

UP  TO 
13.000  VOLTS 


Do  you  know  the 
other  four.''  Our 
catalog  tells  you 
why — Write  for  a 
copy. 


HI!  NO  RAY 

HEMINGRAY  GLASS  COMPANY 


I  General  Offices  and  Factory 

FiiiiiiuiuiiniiiiiiiimiiiiiiiiuiiiiiiiimiiiiiuiiiimiiiiiiiiMiiiuiimuuiiiHiiimiiiiiiiii 


Muncie,  Indiana 

tumiiiiiiniiiitiiiiiiiHiMMiimuiiiimiHiiu 


September,  1931 


ELECTRIC  RAILWAY  JOURNAL 


43 


N     CLEAN  AND  STRAIGHT  IN  THE  TREE 
Clean  and  Straight  in  the  Stick 

"•"^      Dixie   Poles   are   cut  from   Dixie's  own  yard   by  our  own   inspector.    Look  for 

I        timber — clean  bodied  Long  Leaf  Yellow  the   Dixie  Trade  Mark  on   every  stick. 

I        Pine  grown  on   our  own  holdings  and  It  guarantees  100  per  cent  Long  Leaf 

graded  uniformly  in  our  big  sorting  Yellow  Pine  —  and   enduring   service. 


™ 


!o  one  of  our  New  En. 


KSON    LUMBER   COMPANY 


tbWPferf 

GEORGE  G.  lEAVETTE 
New  York  City 


Monufaclurers 


Alabama 


p-B,  MERRITT 
Room  1560,  Firsi  Ntilional  Bcir,'-  f : 
Detiolt,  Mich. 


WATZEK  GATES  INDUSTRY 


tfmiimmiiiMiiiiiiiiiimHHiiiiiiiiiiiiimiimiiiiiMiimiiiiiimiiiiiiiimiiiiiiiiiiiiiimiiiiiHniiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiHiiu^  ^wiiiiitiiiiniiriiiiiiiriiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiriiiiiiiriiiiiHiiiiMimii iiiiiiiiiuiiiiiitiiiiiiilliau>- 


Car 
Heaters 
fitted  with 


ENCLOSED  HEATING  elements  carry 
the  Underwriters'  Laboratories  Label.  They 
give  1 00  %  energy  output  for  what  you  put  in. 


CHKOMALOX  STRIP 


UTILITY  HEAT 
REGULATORS  econo- 
mize in  current  consump- 
tion. 


CHOSEN  for 
PERFORMANCE 

A  ROLLEY  wheels  are  never  chosen 
for  looks,  never  selected  because  one 
kind  costs  a  little  more  or  less  than  an- 
other. They're  chosen  for  performance. 
That's  why 

KALAMAZOO 


UTILITY 
HONEY- 
COMB VENTILATORS  keep  the 
air  pure  and  wholesome. 

RAILWAY  UTILITY 
COMPANY 

2241-47  Indiana  Ave.,  Chicago 

J.  H.  DENTON,  Eastern  Mgr. 
1328  Broadway,  New  York 


Contort 
Vtilitr 

Heaters 
^ntHatoiy 


trolley  wheels  and  harps  are  the  stand- 
ard of  comparison  today.  That's  why 
many  properties  use  them  exclusively. 
There's  a  difference  in  trolley  wheels. 
May  we  tell  you  about  it? 

THE  STAR  BRASS  WORKS 

KALAMAZOO,  MICHIGAN 


•■jiiiitiiitiiiiniiniiiiiiiMiuuiiiiiMiiiiiiimiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiitiimiitiniiiiitiiitriitiiiininiiitiiniiiiiiiuiiiiiiiiiiiiiiiiiiiiiii     '<iiiiiiiiiniiiiiiiiiiiiiiitiiiiiiiriiitiiiiiiHiiiiiiiiiiiiiiiiiiiiiitiiiitiiitiiiniitiiiiiiiMiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiimiiHiii)iiii'iMiF 


44 


ELECTRIC  RAILWAY  JOURNAL 


September,  1931 


ENGINEERS  and  CONSULTANTS 


ALBERT  S.  RICHEY 

ELECTRIC    RAILWAY    ENGINEER 
WORCESTER.   MASSACHUSETTS 


EXAMINATIONS 

REPORTS-APPRAISALS-RATES 

OPERATION-SERVICE 


WALTER  JACKSON 

Consultant  on  Fares 
and  Motor  Buses 

The  Weekly  and  Sunday  Pass 
Differential  Fares — Ride  Selling 

Suite  6-A 
616  E.  Lincoln  Ave.,  Mt.  Vernon,  N.  Y. 


R.    F.    KELKER,    Jr. 

ENGINEER 

20  NORTH  WACKER   DRIVE 

CHICAGO 

TRANSIT   DEVELOPMENT 

OPERATING   PROBLEMS 

TRAFFIC  SURVEYS 

VALUATIONS 

SANDERSON  &  PORTER 

ENGINEERS 

for  the 

FINANCING— REORGANIZATION 
—DESIGN— CONSTRUCTION 

of 

INDUSTRIALS  and 
PUBLIC  UTILITIES 

Chicago      Nen  York       San  Francisco 


ALLIED  ENGINEERS.  Inc. 


Engineers  and  Constructors 


20  Pine  Street 
New  York 

Transportation  Examinations 
and  Reports 


C.  B.  BnCBANAN,  President 

W.  H.  PRICE,  JR.,  8ee'7-Treu. 

JOHN  F.  LATNO,   Tlee-Presldeat 

Buchanan  &  Layng 
Corporation 

Engineering  and  Management, 

Construction,  Financial  Reports, 
Traffic  Surveys  and 

Equipment  Maintenance 


BALTIMORE 

1*04    nrst    National 

Bank  Bide 

Phone:  Hanover:  2142 


NEW  YORK 
40  Wall  Street 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardner  F.  Wells 
Albert  W.  Hemphill 

APPRAISALS 

INVESTIGATIONS  COVERING 

Reorganization  Management 

Operation  Construction 

50  East  42nd  St.,  New  York  City 


The  P.  Edward 
Wish  Service 

50  Church  St.,  NEW  YORK 

Street  Railway  Inspection 
DETECTIVES 

131  State  St.,  BOSTON 


THE  BEELER 
ORGANIZATION 

Engineers  and  Accountants 

JOHN  A.  BEELER,   DIRECTOR 

Traffic  —  Traction 

Bus-Equipment 

Power-  Management 

Appraisals    Operating  and 

Financial  Reports 

Current  issue  LATC  NEWS  and  FACTS 
free  on  ''equest 

52  Vanderbilt  Avenue,  New  York 


J.  ROWLAND  BIBBINS 

CONSULTING  ENGINEER 
TRANSPORTATION 

UTlLmES 

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  28  CITIES 

2301  Connecticut  Avenue 
Washington,  D.  C. 


Byllesby  Engineering 

and  Management 

Corporation 


231  S.  La  Salle  Street,  Chicago 
New  York    Pittsburgh    Sao  Franoiseo 


SEPTEMBER  15TH 
CONVENTION  ISSUE 

Closes  September  11th 

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  RAILW^AY  JOURNAL 


September,  1931 


ELECTRIC  RAILWAY  JOURNAL 


45 


HIGHWAY  CROSSING  SIGNALS 


Multiple  Track  Signs 


AND 

ACCESSORIES 

For  Electric  and 
Steam  Lines 

Highway  accidents  have 
been  materially  reduced 
in  the  last  two  years  due  to  the  numerous  installa- 
tions of  Highway  Crossing  Signals  and  their 
accessories. 

The  signal  of  to- 
day is  reliable  and 
unmistakable.  It 
not  only  warns 
the  driver  that  a 
train  is  approach- 
ing but  it  tells  him 

"WHAT 


stop  Signs 


TO  DO" 


Reflex  Signs 


LOUISVILLE  FROG,  SWITCH  &  SIGNAL  CO. 

LOUISVILLE,  KENTUCKY 


auiiiiitiimiiiiiiimrniiiiiiii iiiimiiiiiitiriiiriiiiiii iiiiiiiiiiiiiii iiiiiiiii I iiiiiiiiiiiiriiiiiiuimiiiiiiiiiiiiiii^      giiiiiiiiiiniiiiiiti iiiiiiiiiir iiiiiimiiiiriiiiiiiiiJiiiiiiiiiLiiiiiiirii iiiiiiiiiiiiiiiiiiiiuiiiifiniiiimiiiiiiniiiiiiiifriii ^ 


ELEQRIC  CAR -HEATERS 


THERMOSTATIC  CONTROL 


STEAM  HEATERS  FOR  BUSES 


COMPLETE  PNEUMATIC  DOOR  AND 
STEP  OPERATING  EQUIPMENT 


HIGH  &  LOW  VOLTAGE  BUZZERS  &  BELLS 


SAFETY  SWITCHES 
SAFETY  SWITCH  PANELS 


CONSOLIDATED  CAR-HEATING  CO.,  INC. 

NfW  VO«  ALBANY  CHICAGO 


liiiiuiiiiiiiiiiiiiiiiiitiiiiiiiiniiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiurriiiiiiiiiiiiiiiiiiiiitiiitimiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiimiui: 


riiiniiiiiiiiiiiniiiiiiiniiiiiniiiiiiiiiiiiiiiiiiiiiiimiiiliiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiu iiiiiiiri iiiiiiiiiinn 


46 


ELECTRIC  RAILWAY  JOURNAL 


September,  1931 


Reduces  car  and  bus 
"washing  costs! 

OERVICE  washing  of  cars  and  buses 
**^  need  not  be  a  costly  operation. 

Traction  companies  everywhere  are  find- 
ing that  especially  developed  Oakite  ma- 
terials and  methods  keep  car  and  bus 
washing  costs  at  a  consistently  low  figure. 
Painted  bodies  are  left  clean,  bright,  and 
film  free;  chassis  and  running  gear  are 
speedily  freed  of  the  heaviest  grease 
deposits. 

Alert  operators  of  bus  fleets  are  guarding 
now  against  cooling  system  troubles  dur- 
ing the  fall  and  winter.  They  pour  a 
small  quantity  of  Oakite  into  the  radiator 
and  run  the  motor  for  a  short  time.  Dirt 
and  sediment  are  thoroughly  loosened. 
Flushing  frees  the  core  of  all  foreign 
matter.  Anti-freeze  compounds  are  en- 
abled to  give  full  protection,  by  circulat- 
ing freely  throughout  the  entire  system. 

Let  our  nearest  Service  Man  show  you 
how  to  keep  your  cars  and  buses  clean  at 
low  cost.  Write  and  ask  to  have  him 
call.    No  obligation. 

Oakite  Service  Men,  cleaning  specialists,  are  located  in 
the  leading  industrial  centers  of  the  U.  S.  and  Canada 


Manufactured  only  by 
OAKITE  PRODUCTS.  INC.,  28B  Thames  Street,  NEW  YORK.  N.  Y. 

OAKITE 


ALPHABETICAL   INDEX. 

This  index  is  published  aa  a  conTenienoe  to  the  reader.  Erery 
care  is  taken  to  make  it  accurate,  but  Electric  BaHwav 
Journal   assumes  no   responsibility   lor  errors   or   omissiops. 


TRAAC    MAAM   Mt«.  H.S.  M(R   Q#A 


industrial  Qeaning  Materials  mdMethods 


Page 

Allied    Engineers    44 

American   Car   Co Third   Cover 

American  Steel  Foundries   39 

Beeler   Organization    44 

Bibbins,  J.  Roland 44 

Brill  Co.,  The  J.  G Third  Cover 

Buchanan  &  Layng  Corp 44 

Byllesby  Eng.  &  Manag.   Corp 44 

Collier,  Inc.,  Barron  G 27 

Consolidated  Car  Heating  Co 45 

De  Vilbiss  Co.,  The 12 

Electric    Service    Supplies    Co 8 

General  Electric  Co 10  &  14 

General    Leather    Co 45 

General  Motors  Truck  Co Insert  29-32 

General  Steel  Castings  Co 41 

Globe  Ticket  Co 15 

Goodrich  Rubber  Co.,  The  B.  F 22-23 

Goodyear  Tire  &  Rubber  Co 13 

Hemingray   Glass   Co 42 

Hemphill   &   Wells 44 

Jackson  Lumber  Co 43 

Jackson,    Walter     44 

Kelker,  Jr.,  R.  F 44 

Kuhlman  Car  Co Third  Cover 

Louisville  Frog,  Switch  &  Signal  Co 45 

McGraw-Hill   Book   Co..   Inc 42 

Metal  &   Thermit   Corp 36-37 

Nachod  and  U.  S.  Signal  Co 42 

National  Bearing  Metals  Corp 40 

National  Brake  Co..  Inc 11 

National   Pneumatic   Co 9 

Oakite  Products,  Inc 46 

Ohio    Brass    Co 6-7 

Railway  Track-work  Co 4 

Railway  Utility  Co 43 

Ramapo  Ajax  Corp 35 

Reo   Motor   Car   Co 34 

Richey,    Albert    44 

Russell,  Burdsall  &  Ward  Bolt  &  Nut  Co 16 

Safety  Car  Devices  Co 21 

Sanderson    &    Porter 44 

Searchlight   Section    47 

Standard  Oil  Co.   (Indiana) 28 

Standard  Oil  Co.  of  New  York 48 

Standard  Steel  Works  Co 33 

Star  Brass  Works,   The 43 

Texas  Co.,  The 38 

Timken-Roller  Bearing  Co Back  Cover 

Twin  Coach  Corp Front  Cover  &  Insert — 17-20 

Union  Metal  Mfg.  Co.,  The 26 

Union  Switch  &  Signal  Co 41 

Wason  Mfg.  Corp Third  Cover 

Westinghouse  Elec.  &  Mfg.  Co Second  Cover 

Westinghouse   Traction   Brake   Co 5 

Wish  Service,  The  P.  Edw 44 

Yellow  Coach    Insert   29-32 

♦ 

Searchlight  Section  —  Classified  Advertising 

BUSINESS  OPPORTUNITIES 

EQUIPMENT   (Used,  etc.)    47 

Detroit,    City   of    47 

Eastern  Mass.  St.  Ry.  Co 47 

Perry,  Buxton,  Doane  Co.,  The 47 

Shenandoah  Traction  Co 47 

POSITIONS  VACANT  AND  WANTED 47 


September,  1921 


ELECTRIC  RAILWAY  JOURNAL 


47 


-•►« 


UNDISPLAYED — EATE  PER  WORD 
Poaitions  Wanted.  6  cents  a  word,  minimum 
$1.00  an  insertion,  payable  in  advance. 
Positions    Vacant    and   all    other   classifica- 
tions, excepting-  Equipment.    10  cents   a 
word,    minimum    chargre    $2.00. 
Proposals.  40  cents  a  lina  an  insertion. 


Box  Numbers  in  care  of  our  New  York. 
Chicago  or  San  Francisco  offices  count 
10  words  additional  in  ondisplayed  ads. 

Discount  of  10%  If  full  payment  is  made  in 
advance  for  four  consecutive  insertions  of 
nndisplayed  ads  (not  including  proposals) . 


-!• 


EAMCIIJLIGIIT 


EMPLOYMENT   :  BUSINESS  :     OPPORTUNITIES    : 

INFOBMATION: 


COPT  FOB  NEW  ADVBBXISBMKNTS   ACCBPTED   UNTIL   S   P.    H.   ON  THB  JOTH  FOB  THE  ISSUS 


ECHON 

EQUIPMENT—  USED  or  SPECIAi. 

DISPLAYED — RATE  PER  INCH: 

1  inch    $6.00 

2  to  3  inches 6.76  an  incft 

4  to  7  inches 6.50  an  inch 

Other  spaces  and  contract  rates  on  request. 
An  adverti9ina  inch,  is  measured  verticallx 

on  one  column,  3  columns— -30  inches — 

to  a  pa^.  RJ. 

ODT  THE  FIB3T  OF  THE  FOLLOWING  MONTH 


►O 


POSITION  WANTED 


DISMANTLING? 

Let  us  handle  this  for  you.  We  specialize  in  buying  and 
dismantling  entire  railroads,  street  railways,  industrial 
and  public  service  properties  which  have  ceased  operation. 
We  furnish  expert  appraisals  on  all  such  properties. 

Consult  us  also  about  New  and  Relaying  Rails — all 
weights  and  sections.    You  will  like  our  service. 

The  Perry,  Buxton,  Doane  Company 

(ClDlUl    tl.tOt.OOD.OO) 

Boston  Office,  P.  O.  Box  5253,  Boston,  Mass. 
Pacific  Sales  Office — Failinc  Buildlnc,  Portland,  Oregon 


IIMIIIIIIIIIIIIIIIIIIIIIItllllllltllllHIIIIIIMIlE 


ARMATURE    winder,    electrician.    15    years'    ex- 
perience:   references    furnished;    go    anywhere 
on     short     notice.       PW-248,     Electric     Railway 
Journal,  883  Mission  St.,  San  Francisco,  Cal. 


MASTER  Mechanic,  20  years'  service  street  and 
interurban  cars  and  busses  overhauling,  and 
maintenance  of  equipment.  Salary  and  location 
secondary.  PW-247,  Electric  Railway  Journal. 
630  No.  Michigan  Ave.,  Chicago,  111. 


MASTER  mechanic.  18  years'  practical  experi- 
ence street  and  interurban  care  and  buses 
overhauling.  Location  anywhere.  PW-256, 
Electric  Railway  Journal,  520  No.  Michigan 
Ave.,  Chicago,  111. 


MASTER  mechanic.  20  years'  railway  experi- 
ence, has  special  ability  for  cleaning  up  and 
putting  shops  and  equipment  on  systematic 
basis.  PW-25fi,  Electric  Railway  Journal,  Tenth 
-Ave.  at  36th  St..   New  York. 


SUPERINTENDENT  transportation,  broad  ex- 
perience, successful  record,  covering  every 
phase  of  operating.  At  present  engaged. 
Wishes  new  connection.  Salary.  location 
secondary.  Can  arrange  for  personal  interview 
at  convention  or  convenience  of  those  interested. 
PW-254,  Electric  Railway  Journal,  Tenth  Ave. 
at  38th  St.,   New  York. 


MrinHMitttimiiiu 


Watch  the 
SEARCHLIGHT  SECTION 
for    Equipment-Opportunities 

0-3A 
FOR  SALE — I.^^MEDIATE  DELrVERT 

STREET  CARS 

Four  Cincinnati,  li^ht  weight,  closed  type, 
double  end.  one-man.  cross  seat,  semi-steel. 
Westffh.  motors.  Very  economical  in  cur- 
rent consumption. 

SHBNANDOAH  TRACTION  COMPAXY 
Staunton.  Va. 


FOR  SALE 


10  DOUBLE  TRUCK 

FOUR  MOTOR  SHEAR 

Snow  Plows 

FIRST  CLASS  CONDITION 

PRICES   REASONABLE 

EASTERN  MASSACHUSETTS 
STREET  RLY.  CO. 


Boston 

IIIIMIIItlllllllttllllllllMMII: 


• >» 


Employment  "Opportunities 


ROTARY  CONVERTERS  I 

FOE  SALE  I 

3—500     K.W.     Rotary     Converters—  | 

West.     Co.,     Sys.     Converter,     500  I 

K,W.,    Phase    6,    600    D.C.    Volts,  I 

Cycles  60,  833  D.C.  Amps.,  R.P.M.  | 

1200,  purchased  during  1925.  i 

CITY  OF  DETROIT  = 

Department  of  Street   Railways  | 

Purchatino  DivUion  i 

11200  Shoemaker  Avenue  | 

,11111111, iiitiiiiiiitiiiiiii>iiiiiiii,iiiiiiiiiiiiiiiiiii,„iitiiiiiiiiir 

I""'" IllllllllUlHlllil ttlll, Illillll,,,,,,,!,,,,-. 


JOBS   and  MEN — For  Plant   and  Office:  Technical,   Executive, 
Operative  and  Selling. 


•j* 99 


Equipment  "Opportunities 

TO  BUY,  SELL,  RENT  and  EXCHANGE— Used  and 
Surplus  NevT  Equipment  and  Material. 

Business  "Opportxmities" 

OFFERED  and  WANTED— Contracts,  Capital, 
Plants,  Properties,  Franchises,  Auctions. 

Address  SEARCHLIGHT  DEPT.,  Tenth  Aye.  at  36th  St.,  New  York 


iiiMiiniiiiiiitiMiMiiiii 


48 


ELECTRIC  RAILWAY  JOURNAL 


September,  1931 


SO  CO  NY  helps  save 
VM  per  bus  mile 


One  of  the  Socony  fueled  and  lubricated  buses  operated  by   the  Cayuga  Omnibus  Corporation  between  Auburn  and 
Syracuse,  N.   Y.    This  company  also  operates  buses  in  Auburn  and  the  surrounding  territory. 


FROM  22.3?5  per  bus  mile  to 
20.8?5  per  bus  mile  .  .  .  that's 
the  reduction  made  in  operating 
expenses  since  Socony  has  been 
fueling  and  lubricating  the  twenty- 
one  buses  of  the  Cayuga  Omnibus 
Corporation  operating  in  the  city 
of  Auburn,  New  York,  and  in  the 
immediate  vicinity.  Also— the  buses 
have  turned  in  better  service  rec- 
ords with  less  time  out  for  repairs 


since  Socony  was  put  on  the  job, 
fulfilling  the  company's  motto, 
"Intelligent  Transportation." 

For  low-cost,  efficient  operation, 
you  will  find  that  Socony  products 
fuel  and  lubricate  your  fleet  most 
satisfactorily.  That's  so  whether 
you  operate  six  buses  or  sixty,  and 
whether  you  run  them  ten  miles 
a  day  or  one  hundred. 


SOCONY 


BANNER   GASOLINE 


SPECIAL   GASOLINE    plus    ETHYL 


SOCONY    DE-WAXED    MOTOR   OIL 


STANDARD  OIL  COMPANY  OF  NEW  YORK 


September,  1931 


ELECTRIC  RAILWAY  JOURNAL 


New  devef^meW|  to  be 

announce^sho^i^^rends 

in  public  transportation 

equipment 


'J'Jiis  year's  convention  marks ^^^Jth  Anniversary  of  our 
American  Electric  Railway  A^^^pon,  and  the  100th  since 
the  introduction  of  the  first  street  car  drawn  by  horses. 

We  approach  these  two  anniversaries  not  so  much  with  any 
great  feeling  of  satisfaction  or  contentment  but  rather  look- 
ing upon  this  occasion  as  but  another  opportunity  to  show 
confidence  in  the  progressive  development  of  our  industry. 
We  are  looking  forward — not  backward.  Every  effort  is 
being  put  forth  to  contribute  our  part  to  the  further  devel- 
opment of  public  transportation  service.  The  results  of 
valuable  research,  development  and  test  will  be  shown  in 
our  convention  exhibit. 


THE  J.  O.  BRILL  COMPANY 

PHILADELPHIA 


CIIICAOO    OKFICK  -  MARniM  ■ 
SA>i  I'KANCIHCO  OFI'ICK  -  » 


TIIK  .1.  G.  HR1I.I>  CX>MPANV  < 
TUK  J.  O.  BUII^L.  COMl>A?4Y 


If 


HOUSTON  PUBLIC   LIBRARY 

HOUSTON 

TEXAS 


ELECTRIC  RAILWAY  JOURNAL 


t\ 


ETERNALLY  YOUTHFUL 

While  other  types  of 


gears  are  wearing  out 


l^^l^lIISBI^I 


WORM     DRIVE 


<-, 


wears  in.  No  matter 
how  aged,  it  remains 
at  top  efficiency  . . .  and 


PERMANENTLY     SILENT 


■ 

THE  TIMKEN-DETROIT  AXLE  CO. 
DETROIT,  MICHIGAN 


CONVENTION  REPORT   NUMBER 


9 


ECieiC  RAILWAY 
JOURWAL 


jraw-Hill  Publishing  Company,  Inc. 


OCTOBER,  1931 


Thirty-five  Cepfe  per  Copy 


The  most  widely  discussed  design  develop- 
ment exhibited  at  the  Convention      »      » 

a  40-passen3er  Gas  Mechanical  Coach  and 
a  44-passenger  Trolley  Coach     »     »     » 

Low  cost;  light  weight,  mass  transportation. 

YELLOW  COACHES 


■   A      /• 


ELECTRIC  RAILWAY  JOURNAL 

TRAFFIC 
FLEXIBILITY 


October,  1931 


-  -  in  the  Operator's  OWN  words 

"The  trolley  bus  can  be  operated  at  full  speed 
with  its  center  twelve  feet  away  from  the  center 
of  the  overhead  wherever  necessary  to  pass  parked 
or  slower  moving  vehicles.  Large  trucks,  such 
as  moving  vans,  running  directly  under  the  over- 
head wires,  can  be  overtaken  and  passed  at  full 
speed  without  the  slightest  danger  of  dewirement. 
Delays  are  experienced  by  rail  cars  due  to  slower 
moving  vehicles  on  the  track,  but  they  are  not  so 
common  in  trolley  bus  operation." 

from  paper  presented  by  a  traction  company  official  at  the 

May  Meeting  of  the  New  England  Street  Railway  Club. 

Be  sure  to  get  your  copy  of  Special  Publication  1927,  "The 
Trolley  Bus",  just  off  the  press,  from  our  nearest  district  office. 


Service,  prompt  and  efflcient,  by  a  coast-to-coast  chain  of  well-equipped  shops 


Westinghouse 


UcBBis  Buck 

Engineering  Editor 

GBOBGB  J.  MACMrSRAT 

CLtrroRt)  A.  Faust 
Chaslrs  J.  ROOGI 


Louis  F.  Stoll 

Publishine  Director 


Electric  Railway 
Journal 

Consolidation  of 
Street  Railway  Journal  and  Electric  Railway  Review 


Established  1SS4 — McGraiv-Hill  Publishing  Co,,  Inc. 


Vol.  75,  No.  11 


John  A.  Millfj*,  Jr.,  Editor 


Piufcs  .'•59-630 


JUSEPII  R.   StAUPFBB 

Chicafio 
Paul  Wooton 

WashingtOQ 
W.  C.  Hbbton 

Pacino  Coast  Editor 
Albx  MoCallum 

London.  England 


Contents  of  the 

Annual  Report 


Editorial — Confidence  Strengthened  by 
Progress  Shown  at  A.E.R.A.  Con- 
vention     559 

Newly  Elected  Presidents  of  the  Ameri- 
can and   Affiliated  Associations.  ...  561 

Fifty  Years  of  Service  and  Readjust- 
ment     562 

By  3.  H.  Hanna 

Broad  Aspects  of  Transportation  Dis- 
cussed by  American  Association ....  563 

Improving  the  Street  Car 565 

By   C.    F.    HiESHFELD 

Economic  Considerations  in  the  Selec- 
tion of  the  Vehicle 566 

By  James  W.    Welsh 

Public  Relations  of  Transportation.  .  .567 

By  Francis  X.   Busch 

Determining    Relation   Between   Price 

and  Patronage   568 

By  Leslie  Vickers 

Keeping  Open  the  Arteries  of  Trade 

and   Commerce    569 

Uii  JlEiii.E  Thorpe 

Control     of     Economic     Factors      in 

Operation     570 

By  Joe  R.  Ono 

Costs  and  Competition  in  Street  Use.  .571 

By   E.    J.    MClLRAITH 

Vice-Presidents  and  General  Officers 
A.E.R.A 572 


Number 


OCTOBER,  1931 

Copyright,  1931,  by 
McGraw-Hill  Publishing  Company,  Inc. 


Progress  in  Meeting  Major  Problems 
Outlined      at      Advisory      Council 

Session     573 

American     Committees     Had     Active 
Year    575 

Old   and  New   Executive   Committees 
Hold  Convention  Meetings 577 

Coffin  Award  Won  by  Milwaukee.  .  .  .578 

Luncheon    Conferences    Cover    Many 
Important  Subjects   583 

Brady   Awards   Won   by   Boston   Ele- 
vated and  Calgary  Municipal 586 

Research    Is    Theme    of    Engineering 

Sessions     587 

A  Typical  Urban  Track  Construction .  589 

By  E.  P.  GoucHBR 

Experience  in  Trolley  Bus  Operation .  590 

By  W.  C.  Wheeler 


Bus  Materials  Present  New  Problems 

to  Storekeeper 590 

By  W.  E.  Scott 

Diesel  Engines  in  Transportation.  .  .  .591 
By  Martin   Schreibbe 

Engineering  Committees  Show  Results 
of  Research  Work    592 

Fake   Accidents    and    Legal    Problems 
Considered  by  Claims  Men 595 

The  Inter-Relation  of  Claim  and  Legal 

Departments     596 

By  R.  H.  Nesbitt 

Accountants  Study  Apportionment  of 
Costs     597 

Cost  of   Collecting   Fares 598 

By  C.  W.   Stocks 

Determining  Route  Costs 598 

By  I.  O.  Mall 

Accountants'  Committees  Make  Valu- 
able Reports 599 

T.  &  T.  Association  Studies  Results  of 
Committee  Work    600 

Bus  Men  Discuss  Legislation  and  Sales 
Promotion     603 

Co-ordinated   Transportation    Features 
Golden    Anniversary   Exhibit 604 

Trend  of  Revenues  and  Expenses ....  609 

News  of  the  Industrv 611 


McGRAW-HILL  PUBLISHING  COMPANY,  INC.,  330  WEST  42d  STREET,  NEW  YORK,  N.  Y. 


CHICAGO,  520  N.  Michigan  Ave. 

JAMES  H    MoORAW,   Chilrman  of  the  Board 

MALCOLM  MUIB.  Prealdent 

JAMES  H.  MoORAW.  JR.,  VlM-Pres.  and  Treas. 

MASON  BRITTON,   Vice-President 

EDGAR  KODAK,   Vice-President 

HAROLD  W.    McGRAW,   Vice-President 

H.  C.   PARMELEE.   Editorial  Director 

C,   H.   THOMPSON.   Secretary 


IISI 


.Member  A.B.P. 
Member  .\.B.C. 


CABLE  ADDRESS:     "MACHINIST.  N.  Y." 

Aldwych  House,  Aldwych 
LONDON,  W.C.  2 

Published  monthly,  with  one  additional  Convention 
Number  during  the  year.  $3  per  year.  S5  cents  per 
ropy.  Foreign  postage,  $2  a  year.  Canada  (including 
Canadian  duty).  S3. 50.  Entered  as  seoond-class  matter. 
June  23.  1908.  at  the  Post  Office  at  New  York,  N.  Y., 
under  the  Act  of  March  3,    1879.      Printed  In  U.  S.  A. 

Official  correspondent  in  the  United  States  for  Union 
International  de  Tramways,  de  Chemins  de  fer  d'Intiret 
local  et  de  Transports  Publics  Automobiles. 


883  Mission  St.,  SAN  FRANCISCO 


WASHINOTON.   .National  Press  Building 

PHILADELPHIA,    1600  Arch  StreM 

CLITVELAND,  SOI   Guardian  Building 

DETROIT.    2-2  5  7   General  Motors  Building 

ST.    LOUIS,    1S56   Bell   Telephone  Building 

BOSTON,    H27  Statler  Building 

GREENVILLE.  8.  C,  1301  Woodslde  Building 

LOS  ANGEI..ES.  632  Chamber  of  Commerce  Bulldlni! 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


Vulcan   Bail   Grinder 


Eureka  Radial  Rail  Grinder 


The  price  of 
survival 


WHETHER  any  given  elec- 
tric railway  property  can  or 
cannot  survive  depends  on  jiist  so 
many  vital  factors. 

Certainly  one  of  them  is  mainte- 
nance of  way. 

Whatever  else  a  road  may  do,  it  can- 
not survive  if  the  track  deteriorates 
so  that  bumpy  rail  drives  away  rid- 
ers, racks  the  rolling  stock  and 
damages  the  track  structure. 

Arc  Welding  and  grinding  the 
joints,  grinding  out  corrugations 
preserves  traffic,  cars  and  track. 
The  cost  of  such  maintenance  is 
surprisingly  low  if  you  use  the  mod- 
em equipment  and  supplies  we 
offer. 

3132-48  East  Thompson  Street,  Philadelphia 

AGENTS 
Chester  ¥.  Gailor,  50  Cliurcli  St..  New  Yorlc 
Chas.  N.  Wood  Co..  Boston 

H.  F.  McDermott,  208  S.  La  Salle  St..  Cliicaso 
r.  F.  Bodler.  San  Francisco,  Cal. 
H.  E.  Burns  Co..  Pittsburgh.  Pa. 
Equipment  &  Engineerlns:  Co..  London 
Bailwas'  &  Welding  Supply  Co.,  Toronto.  Onta.,  Canada. 


Ajax  Electric  .Vrc  Welder 


®  6482 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


Did  you  get 
your  copy 

ai  the 
Convention? 


lere  is  a  booklet 
dealing  with  the  most  recent  methods  employed  to  improve 
braking  performance  on  street  railway  cars,  viz.,  quick  brake 
applications  with  a  Relay  Valve,  flexible  control  of  cylinder 
pressure  with  a  Self-lapping  Brake  Valve,  and  High  Braking 
Ratio  with  adequate  size  brake  cylinder  ...  It  also  gives 
results  of  tests  conducted  on  a  prominent  railway  property 
with  cars  having  these  improvements,  which  indicate  a  re- 
markable shortening  of  stopping  time  and  distance  with  the 
consequent  improvement  in  schedule  speed  and  operating 
safety  ...  If  you  did  not  obtain  a  copy  of  this  booklet  at 
the  convention  write  for  Publication  9076.  It  may  suggest 
the  possibility  of  like  improvement  on  your  property. 

WESTINGHOUSE  TRACTION  BRAKE  COMPANY 


General  Office  and  Works 


Wilmerding,  Pa. 


(2258) 


WESTINGHOUSE  TRACTION  BRAKES 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


;5£iL__ 


TYPE  C  TROLLEY  SPLICER 

The  preference  shown  by  scores  of  hne  su- 
perintendents for  the  Type  C  SpHcer  has  made 
it  the  best  seller  in  the  0-B  line  of  splicers. 
Its  narrow  cross  section,  low  center  of  gravity, 
strength  and  durability  mean  trouble-free  ser- 
vice for  years  to  come.  Described,  page  542, 
0-B  Catalog  No.  20. 


Itr  Won'tr  Be 
Long  No(f\r^ 

SOON  the  biting  winds  of  winter  will  sweep  about 
the  benumbed  feet  and  ears  of  impatient  car- 
waiters.  Huddled  in  safety  zones  and  troubled 
with  their  own  thoughts,  little  will  they  understand 
the  difficulty  of  maintaining  car  schedules  in  the  grip 
of  sleet  and  snow.  Nor  little  will  they  care;  warmth 
and  home  will  be  their  chief  concern. 

What  an  opportunity  to  hold  the  praise  and  support 
of  street  car  riders.  What  an  opportunity  to  win 
new  support  and  revenue.  Summer  dependability 
even  with  the  difficulties  of  winter  operation  will  be 
the  aim  of  street  railway  companies  this  winter  as 
never  before.  Overhead  will  be  whipped  into  shape 
to  withstand  the  additional  loading  of  sleet  and  snow. 
Trolley  breaks,  the  cause  of  much  winter-dissatis- 
faction, will  receive  most  careful  consideration. 

Many  railways  will  pin  their  faith  upon  0-B  Splicers 
for  quick  and  lasting  repairs  this  winter.  0-B  splic- 
ers go  into  place  easily  and  they  stay  there.  Their 
holding  power  exceeds  the  strength  of  new  wire. 
The  carefully  tapered  approaches  of  0-B  Splicers 
provide  a  smooth  underrun  which  gives  the  effect  of 
a  continuous  trolley  wire.  There  is  less  danger  of 
the  wire  crystallizing  at  the  splicer,  and  less  risk 
of  repeated  breaks. 

A  little  present  forethought,  a  check  into  the  supply 
of  splicers  will  certainly  prove  profitable — for  it 
won't  be  long  now. 

Ohio  Brass  Company 

Mansfield,  JJTI  Ohio,  U.  S.  A. 

CiinaiHan  Ohio  Brus  Co.  Limited    ^^    Niagara  Falls.  Ontario.  Canada 
New  York  •  Philadelphia  •  Boston  -  Pittsburgh  •  Chicaeo  •  Cleveland  •  St.  Louis  •  Atlanta  •  Dallas  •  Los  Angeles  •  San  Francisco  •  Seattle 


TYPE  D  SPLICING  EAR 

A  splicing  ear  designed  particularly  for  heavy 
service.  Combines  great  strength  with  good 
wheel  or  shoe  clearance. .  Shown,  page  546,  0-B 
Catalog  No.  20. 


IMPROVED  CLARK  SPLICER 

This  improved  Clark  Splicer  is  substantially 
designed  and  is  used  where  low  cost  is  the 
chief  consideration.  Described,  page  549,  0-B 
Catalog  No.  20. 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


The  Parade  of  Prosress 


The   following   literature   is    available    without 
obligation.    Write  for  it. 

I  Door  and  Step  Control  Bulletins 
"Why  Airdoors  For  Buses" 
"Maintenance  Manual  for  Motor  Coach  Airdoors" 
"Door  Control  for  the  Trolley  Bus" 


The  progress  of  electric  railways  has  not 
been  spectacular,  but  it  has  been  consistent. 
Year  by  year,  improved  methods  and  equip- 
ment have  enabled  them  to  render  safer,  faster 
and  better  service. 

The  part  played  by  National  Pneumatic 
Door  Control  in  this  constant  improvement 
of  service  has  been  of  incalculable  value  to 
the  industry.  The  Automatic  Treadle  alone 
has  saved  millions  of  dollars  in  operating  ex- 
pense. Other  developments  of  equal  impor- 
tance have  been  produced  continually  by 
these  "specialists  in  door  control"  during 
their  thirty  years  of  existence. 


NATIONAL    PNEUMATIC    COMPANY 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


V^ONTINUOUS 

pATRONAGE 

is  derived  from  Comfort 

Comfortable  seats  that  invite  the  car  rider  to  sit  down  and  enjoy  the  morning 
paper  on  his  way  to  work  are  essential  to  continuous  patronage. 

But  under  the  covering  of  that  seat  must  be  inbuilt  quality  to  insure  long  life 
and  low  maintenance  for  the  operator. 

Art  Rattan  seats  have  gained  a  reputation  among  operators  for  lower  mainte- 
nance. The  seats  are  designed  for  the  rough,  constant  service  of  railway  traffic 
and  to  oflfer  comfort  that  invites  steady  patronage. 

Originators  of  many  of  the  most  widely  used  designs,  Art  Rattan  invites  you  to 
consult  them  on  seats  for  your  service.  Both  the  initial  and  operating  costs 
are  surprisingly  low. 

Art  Rattan  Works,  Inc 

Cleveland.Ohio Oakland,  California 


BUILDERS   OF  DE  LUXE  BUS  AND   STREET  CAR  SEATS 


I 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


t    Exhibit 

at  Atlantic  City 

Convention,  1931 

Partial  list  of  Keystone  Bus, 

Trolley  and  Trolley  Bus 

Specialties 


Manufacturing  Plant  in  Philadelphia 

We  are 
Manufacturers 

of 

CAR  AND  BUS 
ELECTRICAL  EQUIPMENT 

The  name  of  our  company  often  gives  the  impression  that 
we  are  merely  jobbers  or  agents  for  manufacturers. 
Contrary  to  this,  we  are  anxious  for  all  operators  to  realize 
that  we  are  and  have  been  manufacturers  of  transportation 
specialties  for  over  30  years.  We  maintain  extensive  re- 
search facilities  and  a  competent  engineering  staf?.  Let  us 
supply  your  new  cars  and  buses. 

Refer  to  our  Catalogs  No.  7  and  No.  9 


Golden  Glow  Headlights 

Safety  Lighting  Fixtures 

Trolley  Catchers 

Samson  Trolley  Cord 

Rotary  Gongs 

Air  Sanders 

Hunter  Illuminated 
Destination  Signs 

Gear  Cases 


Faraday  Signal  Systems 

Motormen's  Seats 

Line  Material 

Portable  Lamp  Guards 

Fare  Registers 

Trolley  Harps 
and  Wheels 

Pinion  Pullers 

Insulating  Materials 


Other  equipment  for  up-to-date 


service. 


ELECTRIC  SERVICE 

SUPPLIES  rn  Manufacturer 


RAILWAY,  POWER-  AND  INDUSTRIAL 
ELECTRICAL  MATERIAL 


Home  office  and  plant  at  17th  and  Cambria  Sts..  Philadelphia; 
District  offices  at  111  N.  Canal  St..  Chicaeo;  50  Church  St.,  New 
Vork;  Bessemer  Elder.  Pittsburgh;  88  Broad  St.,  Boston:  General 
Motors  Bldg.,  Detroit;  Canadian  Agents,  Lynian  Tube  and  Supply 
Company,  Ltd.,  Montreal,  Toronto,  Vancouver.  Winnipeg. 


10 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


%e  LENGTHENING  ROLL 

OF  CITIES  USING  G'E  EQUIPPED 

TROLLEY  BUSES 


i)=©KHM>?- 


Cities  added 
in  1931 


330-177 


GENERAL«ELECTRIC 


SALES  AMD  ENGINEERING  SERVICE  IN  PRINCIPAL  CITIES 


New  York, 

October,  1931 


Electric  Railway 
Journal 

Consolidation   of 
Street  Railtvay  Journal  and  Electric  Railway  Review 

Established  1884 — McGraiv-Hill  Publishing  Company,  Inc. 


Volume  75 
Number  11 


John  A.  Miller,  Editor 


Confidence  Strengthened  by  Progress  Shown 
at  A.E.R.A.  Convention 


SUCCESSFUL  and  encouraging  in  every  respect, 
the  50th  annual  convention  of  the  American  Electric 
Railway  Association  held  at  Atlantic  City  last  week  was 
an  outstanding  illustration  of  the  ability  of  the  local 
transportation  industry  to  maintain  its  record  of 
progress  despite  all  obstacles.  Both  the  attendance  and 
the  size  of  the  exhibit  were  remarkably  large  for  a  year 
of  severe  business  depression.  Altogether  more  than 
4.000  persons  attended  the  convention.  While  this  was 
somewhat  less  than  the  attendance  at  the  A.E.R.A. 
convention  in  Atlantic  City  two  years  ago,  the  propor- 
tion of  operators  was  larger  than  usual,  the  decrease 
being  mostly  among  the  ladies  and  guests.  This  excel- 
lent showing  demonstrates  again  the  high  valuation 
which  the  industry  places  on  the  annual  meeting. 
Some  80,000  sq.ft.  of  exhibit  space  was  sold,  approxi- 
mately four-fifths  of  that  sold  at  the  convention  two 
years  ago.  A  particularly  interesting  feature  of  the 
exhibit  was  the  display  of  transportation  vehicles 
on  the  Boardwalk.  This  included  the  latest  type  of 
interurban  car,  a  large  and  a  small  city  car.  a  large  and 
a  small  trolley  bus,  motor  buses  of  various  sizes  and 
a  taxicab.  All  were  painted  a  uniform  color  and 
decorated  with  the  symbol  of  the  association  to  empha- 
size the  idea  of  co-ordinated  transportation. 

Competitioti  of  Private  Vehicles  Slackening 

T7VERYWHERE  a  spirit  of  confidence  was  in  the 
■'---'  air.  Many  indications  could  be  seen  of  the  grow- 
ing recognition  of  the  importance  of  public  transporta- 
tion. This  was  emphasized  particularly  by  the  remarks 
of  several  speakers  from  outside  the  industry,  as  well 
as  by  the  reports  of  various  committees  of  the  associa- 
tion. That  a  substantial  volume  of  traffic  has  been  lost 
by  the  public  carriers  to  the  private  automobiles  is  well 
known.     There  is  reason  to  believe,  however,  that  this 


trend  has  about  reached  its  apex.  Automobile  registra- 
tions are  not  increasing  at  their  former  rapid  rate. 
Financial  as  well  as  physical  limitations  are  Ijringing  to 
a  close  the  era  of  providing  more  and  more  roadway 
space  in  urban  areas  for  the  use  of  private  vehicles. 
The  existing  roadways  are  already  overcrowded  in  most 
cities  and  it  is  becoming  more  clearly  evident  every  day 
that  adequate  public  transportation  facilities  are  abso- 
lutely indispensable. 

All  of  the  operating  companies  have  suffered  as  a 
result  of  the  general  business  and  industrial  depression. 
Some  report  a  slight  trend  back  toward  public  trans- 
portation on  the  part  of  people  who  are  finding  private 
transportation  too  expensive  under  existing  conditions. 
This  gain  in  patronage,  however,  has  been  small  as  com- 
pared with  the  losses  due  to  widespread  unemployment. 
Nevertheless  the  operating  companies  have  been  able  in 
a  considerable  measure  to  balance  their  budgets  by  cur- 
tailing expenses  in  proportion  to  the  decrease  in  revenue. 
How  this  has  been  done  was  the  subject  of  lively  dis- 
cussion at  several  of  the  luncheon  conferences. 

Equipment  Modernization  Attracts  Attention 

PROGRESS  in  modernization  of  rail  equipment 
aroused  keen  interest  among  the  delegates.  The 
presentation  of  a  report  of  the  work  being  done  by  the 
Electric  Railway  Presidents'  Conference  Committee 
drew  a  large  crowd  to  the  meeting  hall.  While  no 
attempt  was  made  to  go  into  detail  concerning  the 
research  being  conducted  under  the  auspices  of  this  body, 
the  summary  presented  by  its  chief  engineer  gave  the 
audience  a  much  clearer  understanding  than  they  had 
before  of  what  is  being  done.  Then,  too,  the  display 
of  transportation  vehicles  on  the  Boardwalk  under  the 
auspices  of  the  Manufacturers'  Advisory  Committee 
showed  that  much  progress  in  design  already  has  been 


Electric  Railway  Journai.— October,  1931 
559 


made.  Great  interest  was  shown  in  this  display  as  well 
as  in  the  new  equipment  exliibited  in  the  Auditorium. 
The  improvement  in  products  indicates  that  the  manu- 
facturers are  spending  money  on  development  even  in 
tlie  face  of  curtailed  buying. 

Closely  akin  to  the  interest  in  rail-car  development 
was  that  displayed  in  the  trolley  bus.  Representatives 
of  companies  which  operate  trolley  buses  were  subjected 
to  close  questioning  by  other  transportation  men  who 
are  considering  the  use  of  this  vehicle  on  tlieir  own 
properties.  It  was  brought  out  clearly  that  under  cer- 
tain conditions  the  trolley  bus  possesses  numerous 
advantages.  At  the  same  time  the  comment  on  this  sub- 
ject indicated  a  general  recognition  that  this  new  vehicle 
is  not  a  universal  remedy  for  all  transportation  troubles, 
but  should  be  adopted  and  used  only  where  conditions 
are  suitable. 

As  in  previous  years,  the  railway  men  were  much 
interested  in  motor  bus  developments.  Many  new 
designs  were  shown.  Those  that  appeared  to  attract  the 
greatest  amount  of  attention  were  the  large  types  for 
heavy-duty  and  the  small-capacity  types  for  light  traffic. 
Discussion  of  motor  bus  design,  operation  and  main- 
tenance took  place  both  at  the  regular  sessions  and  at 
the  luncheon  conferences. 

Need  for  Better  Fare  Structure  Recognized 

TXTEREST  in  the  subject  of  fares  was  no  less  keen 
-'-  than  that  shown  in  the  new  equipment.  A  conviction 
has  been  growing  in  the  minds  of  transportation  men 
for  several  years  that  the  industry  knows  too  little  about 
fares  and  the  way  the  public  reacts  to  changes  in  rates. 
This  matter  has  been  under  intensive  investigation  by 
a  special  committee  of  the  American  Association  for 
the  purpose  of  "determining  the  relation  between  price 
and  patronage."  No  simple  and  easy  solution  of  the 
problem  has  been  found  nor  is  such  a  solution  likely. 
Certain  conclusions  have  been  reached,  however,  with 
which  there  is  likely  to  be  general  agreement.  It  is  now 
widely  recognized  that  the  old  flat  rate  for  anybody  rid- 
ing any  distance  at  any  period  of  the  day  is  no  longer 
satisfactory.  Experiments  are  being  made  to  develop  a 
fare  structure  on  the  principle  that  the  occasional  rider 
should  pay  the  maximum  rate,  the  regular  every-day 
rider  should  have  a  reduced  rate,  and  that  some  sort  of 
attractive  special  rate  should  be  offered  to  stimulate 
riding  in  the  off-peak  hours. 

Coffin  Award  Won  by  Milwaukee  Company 

PRESENTATION  of  the  Charles  A.  Coffin  Award 
-*■  was,  as  always,  a  notable  feature  of  the  convention. 
This  year  the  prize  was  won  by  the  Milwaukee  Electric 
Railway  &  Light  Company  for  its  record  of  "continuity 
in  progress,"  despite  the  adverse  influences  of  general 
economic  conditions.  This  company's  achievement  in 
so  adjusting  its  rates  that  both  riding  and  revenue  have 
been  increased,  in  reducing  operating  expenses  with- 
out sacrificing  efficiency,  in  improving  its  safety  record 


and  in  building  better  public  and  employee  relationships 
were  recognized  as  outstanding  contributions  to  the 
industry  during  the  year.  The  recent  accomplishment-* 
at  Milwaukee  have  been  of  a  high  order  and  should  give 
real  encouragement  to  the  efforts  of  other  managements 
to  overcome  the  obstacles  of  a  similar  nature  which  the\- 
themselves  are  facing. 

Committee  Work  Prominent  on  Program 

TX/'HILE  the  arrangement  of  the  convention  pro- 
^^  gram  this  year  resembled  that  of  previous  years 
in  most  respects,  certain  worth-while  improvements  were 
made.  Presentation  of  reports  of  certain  committees  of 
the  affiliated  associations  at  the  sessions  of  the  American 
.A^ssociation  tended  to  draw  a  larger  number  of  delegates 
to  the  general  meetings  and  to  secure  wider  attention 
for  the  excellent  work  these  committees  are  doing.  Dis- 
cussion of  topics  of  broad  interest  at  the  meetings  of 
the  affiliated  associations  encouraged  the  attendance  of 
a  considerable  number  of  the  higher  executives. 

Some  criticism  was  voiced,  however,  because  of  the 
overcrowded  condition  of  the  program.  Since  the  gen- 
eral sessions  of  the  American  Association  lasted  longer 
than  was  expected  and  planned,  the  schedule  for  the  rest 
of  the  day  was  somewhat  deranged.  Most  of  the 
luncheon  conferences  were  late  in  beginning  and  even 
later  in  closing.  This  in  turn  delayed  the  start  of  the 
afternoon  sessions,  so  that  it  was  difficult  to  complete 
the  day's  business  in  the  time  available. 

Improvements  Developed  Will  Continue 
Effective  in  Better  Times 

OUMM ARIZING  the  impressions  of  this  year's  con- 
^  vention,  the  local  transportation  industry  is  seen  in  a 
thoughtful  and  earnest  frame  of  mind.  But  the  atti- 
tude that  is  being  taken  is  distinctly  hopeful.  The  at- 
tention being  concentrated  on  the  most  pressing  problems 
— fares,  equipment,  schedules  and  traffic  regulation — 
shows  that  the  industry  is  not  standing  still.  On  the 
basis  of  actual  experience,  plans  are  being  worked  out 
(hat  will  improve  conditions  and  methods.  Many  of  the 
delegates  reported  beneficial  results  from  such  improve- 
ments as  already  have  been  put  in  effect — miprove- 
ments  that  are  more  than  methods  dictated  by  mere 
expediency. 

While  general  business  conditions  remain  as  un- 
settled as  they  have  been  recently,  it  is  too  much  to  ex- 
pect a  marked  improvement  in  the  situation  of  the  trans- 
jiortation  companies.  But  transportation  men  can  and 
do  expect  better  times,  and  they  are  now  making  plans 
through  both  management  and  methods  that  should 
redound  greatly  to  the  benefit  of  the  industry,  when  the 
inevitable  upturn  from  present  subnormal  conditions  sets 
in.  The  close  of  the  convention  left  both  the  operators 
and  the  manufacturers  with  a  decided  feeling  of  renewed 
confidence  and  faith  in  the  future  prospects  of  the 
industrv. 


Electric  Railway  Jolrnal — Vol.75,  No.ll 
560 


Newly  Elected  Presidents 

of  the 

American  and  Affiliated 


Asso 


CIATIONS 


■  mssm^tsmKi  ^--^isu/wr^^ 


R.  N.  Graham 

Transportation  and  Traffic 
Association 


C.  H.  Jones 

Engineering 
Association 


J.  W.  Giltner 

Claims   Association 


G.  A.  Richardson 

American  Association 


Guy  A.  Richardson,  elected  president  of  the 
American  Association,  is  vice-president  and  gen- 
eral manager  of  the  Chicago  Surface  Lines,  one 
of  the  most  exacting  posts  in  the  field  of  trans- 
portation the  world  over.  He  has  had  wide 
experience  as  an  operator  in  city,  suburban  and 
interurban  service,  although  in  recent  years  his 
work  has  been  largely  with  properties  of  the 
first  magnitude  rendering  city  service.  In  all  its 
fields  of  endeavor,  operating,  mechanical  per- 
sonnel and  public  relations,  tlie  Chicago  Surface 
Lines  has  been  most  successful.  The  association 
is  assured  in  Mr.  Richardson,  as  its  president,  of 
the  same  broad  sympathy  and  understanding 
being  brought  to  bear  on  its  affairs  that  has  char- 
acterized his  previous  work  in  its  behalf  as  a 
committeeman  and  as  an  officer. 


C.  H.  Jones,  elected  president  of  the  Kngineer- 
ing   Association,    is   general    manager   of   the   Chi- 
cago,   South    Shore   &   South    Bend    Railroad.      He 
is    an    engineer    turned    executive.      And    his    ac- 
complishments   as    an    executive    are    reflected    in    the    excellent 
record    made   by   his   company    in    a   field    in   which    it    has   been 
unusually   diflicult   to   establish   a  record   in   the   last  decade.     It 
was  under  his   direction   that  the   road  was  returned   the  winner 
!n   the  Coffin  prize  contest  in   1929.     Mr.  Jones  would  be  the  last 
man    to    lay   claim    to    the   accomplishments   of   that    road,    but   It 
doo;^   remain   a   fact   that  he  was  one   of  the  chief  operating  offi- 
cials of  the  company  under  whom  its  activities  were  co-ordinated 
so  successfully. 

.1.  W.  Oiltner,  elected  president  of  the  Claims  Association, 
has  recently  been  advanced  from  chief  claim  agent  tor  the 
transportation  companies  centering  at  Akron,  Ohio,  to  general 
claim  agent  of  the  Penn-Ohio  Transportation  System.  His 
connection  with  the  electric  railway  industry  dates  from  1907, 
when  he  joined  the  claim  department  of  the  Indiana  Union 
Traction  Company,  Anderson,  Ind.  He  has  also  served  in  rail- 
way claim  work  at  Portland,  Ore.,  and  at  Pittsburgh,  and  in 
accident  insurance  claim  work.  It  has  been  said  of  Mr.  Giltner 
in  his  own  company  that  he  has  all  the  virtues  of  his  predecessors 
and  few  of  their  faults. 


J.  E.  Heberle 

Accountants'  Association 


i.  E.  Heberle,  elected  president  of 
the  Accountants'  Association,  is  assist- 
ant to  the  president  of  the  Capitol 
Traction  Company,  Washington,  D.-  C. 
Well  schooled  in  commercial  subjects, 
including  accountancy,  he  became 
stenographer-clerk  in  1908  to  J.  H.  Hanna,  who  was  then  assist- 
ant chief  engineer  and  is  now  its  president.  So  well  rounded 
has  been  his  training  that  Mr.  Heberle  has  turned  his  talents 
successfully  to  a  myriad  of  problems.  "Ask  Heberle,  he  knows," 
has  become  a  slogan  in  Washington.  And  his  wide  experience 
has  been  most  helpful  m  the  work  of  the  Accountants'  Association, 
the  Engineering  Association  and  the  Transportation  and  Traffic 
Association.  He  advanced  from  chief  clerk  of  the  engineering 
department  to  chief  olerk  and  statistician,  to  assistant  secre- 
tary and   finally  to  assistant  to  the  president. 

R.  N.  Graham,  elected  president-of  the  Transportation  and 
Traffic  Association,  is  vice-president  and  general  manager  of 
the  operating  units  of  Transportation  Securities  Company,  a 
subsidiary  of  the  Commonwealth  &  Southern  Corporation,  oper- 
ating at  Youngstown  and  Akron,  Ohio.  Penn-Ohio,  as  the  sys- 
tem is  called,  has  been  honored  three  times  with  highest  national 
awards.  It  received  the  Coffin  medal  in  1926,  and  its  largest 
operating  unit,  the  Youngstown  Municipal  Railway,  received 
the  award  again  in  1930.  The  Brady  safety  medal  went  to 
Penn-Ohio   in   1927.     Mr.   Graham   is   a   lawyer  turned   executive. 


I 


Electric  Railway  Journal — October,  1931 
561 


Fifty  Years  of 

Service  and  Readjustment 

By 

J.  H.  HANNA 

President   American  Electric  Railway   Association 
President  Capital  Traction  Company 


THERE  is  no  law  in  the  broad 
scheme  of  life  so  changeless  as 
the  law  of  change.  Civilized  peo- 
ple demand  progress  in  their  methods 
of  living.  The  local  transportation 
business  has  lived  up  to  the  demand 
for  change  throughout  its  history  of 
100  years,  and  particularly  since  the 
founding  of  the  association  50  years 
ago.  The  addresses  at  the  first  conven- 
tion in  Boston  in  December,  1882,  ex- 
hibited a  clear  understanding  of  the 
street  railway  man's  responsibility  as 
a  public  servant  and  a  wide  grasp  of 
the  economic  and  social  problems  which 
local  transportation  must  aid  in  solv- 
ing. The  need  for  change  was  clearly 
apparent  to  the  speakers. 

The  five  decades  which  have  passed 
since  that  convention  in  Boston  have 
been  marked  by  five  "distinct  phases  in 
the  history  of  local  transportation.  The 
first  was  that  of  experimentation.  The 
industry  was  searching  for  the  best 
tool.  It  was  found  in  the  electric  rail- 
way system. 

The  '90's  were  the  era  of  develop- 
ment and  rapid  growth.  In  two  years, 
electric  railway  mileage  had  grown 
from  29  to  1,260.  After  ten  years, 
electric  railway  mileage  had  increased 
fifteen-fold  and  constituted  95  per  cent 
of  the  total.  But  the  industry  did  not 
merely  grow  in  size.  The  car  and 
motor  of  1900  were  vastly  different 
and  much  improved  over  those  of  ten 
years  before. 

The  following  decade  was  the  era 
of  prosperity  and  substantial  but  slack- 
ened growth ;  track  mileage  increased 
82  per  cent  and  the  number  of  passen- 
gers carried  and  the  value  of  road  and 
equipment  were  approximately  doubled. 
While  operating  revenues  in  this  period 
increased  129  per  cent,  already  the 
effect  of  longer  hauls  and  single  fares 
was  appearing,  and  net  income  after 
operating  expenses  grew  but  123  per 
cent.  Engineering  developments  con- 
tinued but  consisted  chiefly  of  refine- 
ments and  improvements  in  designs 
already  stabilized. 

Having  put  its  business  on  a  sound 
foundation  both  financially  and  mechan- 
ically, the  industry  as  a  whole  began  to 
take  stock  of  itself  and  brought  about 
a  complete  reorganization  of  the  as- 
sociation. Under  the  presidency  and 
leadership    of   W.    Caryl    Ely    in    1905 


the  present  form  of  organization  of  a 
parent  and  affiliated  associations  was 
set  up,  permanent  offices  under  a  full- 
time  secretary  established  in  New  York, 
and  the  interurban  railways  recognized 
by  the  change  of  name  to  the  American 
Street  and  Interurban  Railway  Asso- 
ciation. At  the  1910  convention,  the 
rather  cumbersome  name  of  the  asso- 
ciation was  changed  to  that  now  used. 

The  fourth  decade  of  our  association's 
history  must  be  marked  as  a  period  of 
changing  conditions  and,  in  many  in- 
stances, serious  financial  difficulties. 
No  longer  could  the  business  be  classed 
as  a  monopoly.  The  vast  number  of 
automobiles  brought  personal  transpor- 
tation within  the  reach  of  millions  of 
people  who  formerly  depended  upon 
mass  carriers. 

While  undoubtedly  much  loss  in 
revenue  had  already  taken  place  due 
to  automobile  competition,  the  matter 
does  not  seem  to  have  been  seriously 
considered  by  electric  railway  men 
until  about  1915,  when  the  so-called 
"jitney"  appeared  and  quickly  spread 
over  the  whole  country.  The  jitney 
was  quickly  followed  by  motor-driven 
buses.  While  the  use  of  buses  was 
at  first  contested  by  many  street  rail- 
way operators,  the  more  farseeing  soon 
realized  that  the  bus  offered  a  new  but 
useful  means  of  serving  the  public,  and 
in  a  few  years  it  was  adopted  by  the 
industry  as  an  additional  means  of  ren- 
dering service.  Again,  the  electric 
railway  men,  like  their  predecessors, 
recognized  the  law  of  change  and 
showed  their  willingness  and  desire  to 
furnish  the  public  with  any  form  of 
transportation  which  might  best  suit  its 
needs. 

The  last  ten  years  of  our  associa- 
tion's history  has  been  a  period  of  re- 
adjustment and  rehabilitation.  Many 
changes  have  taken  place.  For  the  first 
time  electric  railway  men  began  to 
realize  the  necessity  for  merchandising 
their  service.  The  association's  activ- 
ities were  largely  revolutionized,  and 
thorough  scientific  investigation  of  all 
phases  of  the  industry  have  been  under- 
taken. The  outstanding  achievement  of 
the  association  during  this  period  was 
the  formation  of  the  Advisory  Council 
by  John  N.  Shannahan,  while  he  was 
president  of  the  association,  in  Decem- 
ber,   1924.      The   establishment    of   the 


Council  and  the  appointment  of  a  man- 
aging, director  greatly  expanded  the 
nature  of  the  service  which  the  associa- 
tion rendered. 

The  law  of  change  still  goes  on. 
This  great  industry  is  no  longer  merely 
the  electric  railway  industry,  but  is  the 
agency  which  must  be  ready  to  furnish 
mass  transportation  to  the  inhabitants 
of  our  cities  by  rail,  by  electric  or  gas- 
oline bus,  or  by  any  other  means  which 
is  now  or  may  eventually  be  available. 

The  Presidents'  Conference  Commit- 
tee, by  means  of  a  scientific  investiga- 
tion such  as  never  has  been  attempted 
before,  is  developing  the  ideal  street  car 
which  will  give  a  new  kind  of  service, 
which  the  people  demand,  at  a  lower 
cost.  A  similar  investigation  is  under 
way  through  association  activities  to 
determine  what  nature  of  fare  structure 
will  best  suit  present-day  conditions. 
Many  other  important  problems,  such  as 
employee  relations,  traffic  congestion, 
and  taxation,  are  receiving  the  same 
thorough  consideration  by  association 
committees. 

It  can  be  stated  without  question  that 
the  service  which  we  render  is  a  neces- 
sity and  that  mass  transportation  is  an 
essential  industry.  Recognizing  this 
fact  and  also  recognizing  that  existing 
conditions  are  entirely  unsatisfactory 
from  every  viewpoint,  it  becomes  the 
responsibility  of  the  owners  and  oper- 
ators of  the  companies  now  furnishing 
transportation  service  to  show  the  way 
out  of  the  wilderness. 

Some  of  the  requirements  for  im- 
provement are : 

From  the  companies — first,  better  am! 
more  economical  cars,  furnishing  a 
faster  and  speedier  service  than  that 
now  generally  offered ;  second,  a  well- 
balanced  financial  structure  with  obliga- 
tions not  in  excess  of  physical  assets ; 
third,  a  fare  structure  which  will  more 
nearly  distribute  the  cost  of  the  service 
in  proportion  to  the  benefits  rendered 
and  which  will  attract  the  profitable 
non-rush  and  short-haul  rider. 

From  the  public — and  its  help  must 
be  obtained  through  the  activities  of 
the  companies  themselves — first,  a  defi- 
nitely fixed  franchise  or  operatint; 
agreement  which  shall  assure  such 
stability  to  the  undertaking  that  new 
capital  will  be  available ;  second,  sym- 
pathetic regulation  which,  while  thor- 
oughly protecting  the  interests  of  the 
public,  will  allow  freedom  to  manage- 
ment, and  give  co-operation  with  them 
wherever  possible;  third,  relief  from 
all  special  taxation  and  in  some  in- 
stances, no  doubt,  definite  financial  help. 

If  the  co-operation  of  the  business 
men,  of  regulatory  bodies,  of  the  press, 
and  of  the  public  generally,  is  obtained, 
this  great  industry  will  pull  itself  out 
of  its  present  difficulties  and  live  up  to 
the  long  line  of  successful  achievements 
in  serving  the  public,  which  have 
marked  its  history  for  the  50  years 
just   behind   it. 


Electric  Railway  Journal — Vol.75.  No.ll 
562 


Broad  Aspects  of  Transportation 

Discussed  by  American  Association 


KEEN  interest  in  a  variety  of 
broad  problems  now  facing  the 
local  transportation  industry  was 
shown  by  the  large  member  of  delegates 
attending  the  general  sessions  of  the 
American  Association.  The  activities 
of  this  association  commenced  with  a 
general  session  on  Monday  morning  in 
the  auditorioum  ballroom.  President 
J.  H.  Hanna  called  the  meeting  to  order 
and  introduced  Joseph  B.  Perskie,  city 
solicitor  of  Atlantic  City,  N.  J.,  who 
|k  spoke  a  word  of  welcome  to  the  con- 
^T  vention  and  delegates,  to  which  Mr. 
Hanna  responded  on  behalf  of  the  as- 
sociation. The  president  then  gave  a 
jk  historical  review  of  the  industry's  serv- 
^  ice  and  readjustment  during  the  past 
50  years,  concluding  with  a  number  of 
recommendations  for  the  industry's  de- 
velopment in  the  future.  He  called 
attention  particularly  to  the  need  of 
further  studies  on  franchises,  fare 
structures,  engineering  research,  mod- 
ernization and  merchandising  methods. 
An  abstract  of  Mr.  Hanna's  address 
will  be  found  elsewhere  in  this  issue. 

Joseph  P.  Day,  prominent  in  real 
estate  activities  in  New  York  City,  dis- 
cussed the  relationship  between  trans- 
portatibn  and  urban  property  values. 
"Public  transportation,"  he  said,  "is  the 
key  to  real  estate  values  in  every  city 
from  New  York  to  San  Francisco. 
Our  most  successful  real  estate  oper- 
ators do  not  wait  until  rapid  transit 
facilities*  are  completed  before  making 
their  land  investments.  They  buy 
strategic  locations  in  outlying  sections 
knowing  that  when  public  transporta- 
tion catches  up  with  population  growth, 
the  value  of  their  investment  will  have 
multiplied  many  times  over."  Mr.  Day 
discussed  traffic  problems  and  told  the 
part  transportation  has  played  in  aiding 
in  the  decentralization  of  our  larger 
cities. 

Merle  Thorpe,  editor  Nation's  Busi- 
ness, Washington,  D.  C,  prefaced  an 
address,  on  "Keeping  Open  the  Arteries 
of  Trade  and  Commerce,"  by  interpret- 
ing the  factors  which  are  influencing 
present  economic  conditions.  He  rec- 
ommended a  revision  of  individual  and 
collective  mental  attitudes,  aggressive 
salesmanship  and  a  decrease  in  the  hope 
of  relief  by  government.  Mr.  Thorpe 
urged  that  the  energy  of  the  American 
Electric  Railvvay  Association  be  de- 
voted to  the  education  of  public  opinion. 
"Car    riders,    industries    and    business 

^  firms  view  with  an  unsympathetic  eye 
the  problems   of  this   great   industrv,'' 


J.  H.  Hanna 

President 


ments  are  in  an  unstable  condition.  Great 
difficulty  is  experienced  in  obtaining, 
new  capital,  and  a  large  proportion  of 
the  few  improvements  that  have  been 
possible  during  the  last  few  years  has 
been  financed  out  of  earnings  or 
through  unsecured  loans  provided  by 
stockholders.  They  forget  that,  despite 
the  enormous  increase  of  automobile 
ownership,  the  street  railway  still 
carries  75  per  cent  of  all  the  people 
transported  within  large  cities.  They 
forget  there  is  invested  approximately 
$5,500,000,000  in  the  securities  of  these 
companies.  They  forget  the  industry 
ranks  eighth  in  the  amount  of  invested 
capital  in  the  United  States.  They  give 
time,  thought  and  attention  to  the  diffi- 
culties of  the  textile  industry,  the  coal 
industry,  the  oil  industry,  but  they  take 
your  industry  for  granted. 

"If  the  public  would  regard  your 
problems  with  a  purely  selfish  interest, 
would  realize  that  it  is  a  national  in- 
dustry and  not  local ;  if  it  would  ap- 
proach local  problems  with  this  broader 
outlook,  such  an  outlook  would  greatly 
benefit  the  public.  It  is  not  alone  the 
preservation  of  a  $5,000,000,000  invest- 
ment. The  problem  is  much  more  far- 
reaching  than  that,  because  as  the  in- 
vestment is  impaired,  billions  of  dollars 
of  real  estate  and  business  will  be 
affected.  The  hope  lies  in  a  better 
understanding   of    the    complexities    of 


city  transportation  on  the  part  of  the 
public  and  the  public's  officials."  Mr. 
Thorpe's  address  is  abstracted  more 
fully  elsewhere  with  this  issue. 

The  report  of  the  Committee  on 
National  Relations  was  presented  by 
(".  D.  Cass,  general  counsel  A.E.R.A. 
Mr.  Cass  described  the  activities  of  the 
Washington,  D.  C,  office  during  tlie 
past  year,  and  the  present  status  of 
legislation  which  is  of  interest  to  the 
transportation  industry.  An  abstract  of 
the  report  appears  elsewhere  in  this 
issue.  He  particularly  called  attention 
to  the  order  recently  handed  down  by 
the  Interstate  Commerce  Commission  in 
the  matter  of  depreciation  for  steam 
railroads  and  telephone  companies. 
This  decision  prescribes  the  classes,  of 
property  for  which  depreciation  charges 
may  properly  be  included  under  oper- 
ating expenses,  and  the  percentages  of 
depreciation  which  shall  be  charged  with 
respect  to  each  of  such  classes  of  prop- 
erty; and  prohibits  the  carriers  from 
chargirJg  to  operatin'g  expenses  any 
depreciation  charges  other  than  those 
prescribed.  All  carriers  subject  to  the 
jurisdiction  of  the  Interstate  Commerce 
Commission  may  eventually  be  subject  to 
this  requirement  of  law,  Mr.  Cass  said, 
and  the  recent  order  of  the  commission 
affecting  the  telephone  companies  and 
the  steam  railroad  companies  is  the 
first  normal  step  in  the  application  of 
the  statute  to  all  carriers  under  the 
commission's  jurisdiction.  Mr.  Cass 
believes  that  the  final  attitude  of  the 
Interstate  Commerce  Commission  in 
this  matter  will  no  doubt  be  adopted 
and  utilized  as  a  standard  by  various 
State  commissions  in  dealing  with  the 
purely  intrastate  electric  railways  and 
other  public  utilities  within  their  re- 
spective States.  He  looks  for  a  fintil 
standardization,  nation-wide  in  extent, 
affecting  all  utilities  subject  to  commis- 
sion regulations  in  the  matter  of  de- 
preciation and  depreciation  accounting. 

Mr.  Cass  pointed  out  that  the  purely 
intrastate  carriers  not  now  subject  to 
the  jurisdiction  of  the  Interstate  Com- 
merce Commission  are  vitally  interested 
in  the  subject  matter  of  depreciation, 
as  well  as  are  the  electric  railways  en- 
gaged in  interstate  commerce,  and  re- 
porting to  the  commission.  "I  call  this 
to  your  attention,"  said  Mr.  Cass,  "bo- 
cause  I  think  that  there  must  be  some 
very  careful,  painstaking,  serious  think- 
ing in  regard  to  this  subject,  not  only 
by  those  who  will  be  directly  and  im- 
mediately affected  by  an  order  of  the 
Interstate  Commerce  Commission  issued 


Electric  Railway  Journal — October,  1931 
563 


in  respect  of  depreciation  and  deprecia- 
tion accounting  for  electric  railways, 
but  also  by  the  intrastate  and  purely 
urban  carriers  who  consider  themselves 
remote  from  the  jurisdiction  of  the 
Interstate  Commerce  Commission,  and 
who  have  been  happy  and  contented 
that  they  were  so." 

The  second  session  of  the  Ameri- 
can Association,  held  on  Wednesday 
morning,  opened  with  a  report  of  the 
Committee  on  Revision  of  Constitution 
and  Bylaws.  G.  A.  Richardson, 
vice-president  and  general  manager 
Chicago  Surface  Lines,  presented  this 
report,  an  abstract  of  which  is  given 
elsewhere.  Following  Mr.  Richardson's 
report,  a  resolution  was  presented  by 
J.  N.  Shannahan,  chairman  the  Ad- 
visory Council,  for  the  appointment  of 
a  special  committee  to  assist  in  the 
preparation  of  a  brief  on  the  subject 
of  mass  transportation,  to  be  presented 
in  behalf  of  the  association  to  the 
United  States  Chamber  of  Commerce. 
The  Chamber  issued  an  invitation  to 
the  association  to  co-operate  in  this 
matter,  and  assist  it  in  its  general  study 
of  transportation  throughout  the  coun- 
try. Mr.  Shannahan's  resolution  was 
unanimously  adopted. 

Francis  X.  Busch,  formerly  attorney 
for  the  city  of  Chicago,  addressed  this 
session  on  the  subject  of  public  rela- 
tions of  transportation.  He  dealt  prin- 
cipally with  conditions  in  Chicago,  and 
emphasized  the  value  of  rendering  a 
constantly  improved  service  as  the 
greatest  factor  in  any  public  relations 
program.  He  paid  a  compliment  to  the 
present  Chicago  transportation  manage- 
ments and  their  application  of  this 
principle,  and  told  how  it  was  reflected 
in  the  public  approval  of  the  new  co- 
ordinated transportation  scheme  for 
that  city.  Mr.  Busch's  address  is  ab- 
stracted on  a  following  page. 

Dr.  Thomas  Conway,  Jr.,  president 
Cincinnati  &  Lake  Erie  Railroad,  and 
chairman  of  the  Electric  Railway 
Presidents'  Conference,  opened  a  dis- 
cussion on  the  activities  of  that  body 
by  summarizing  its  organization  and 
present  status.  He  told,  in  a  general 
way,  of  its  activities  for  the  past  year, 
of  the  work  it  is  doing  in  its  field 
laboratory  in  Brooklyn,  and  its  gen- 
eral program  for  future  work.  He  then 
introduced  C.  F.  Hirshfeld,  chief  en- 
gineer of  the  conference,  who  addressed 
the  meeting  on  the  subject  of  "Progress 
Toward  Improving  the  Street  Car." 
Mr.  Hirshfeld  described  the  work 
which  is  in  progress  in  Brooklyn  and 
the  organization  of  the  personnel  doing 
this  work.  His  report  is  abstracted  on 
another  page.  His  address  was  accom- 
panied by  a  motion  picture  film  which 
showed  the  use  of  several  precision 
instruments  developed  for  the  meas- 
urement of  distortion  of  car  bodies 
under  various  loads.  The  film  also 
showed  the  construction  and  applica- 
tion of  a  trailer  equipped  with  a  photo- 


electric device  for  measuring  voltage, 
main  current,  acceleration,  distance  and 
time  elapsed.  It  illustrated  studies 
being  made  of  the  effect  of  accelera- 
tion on  passengers,  the  reduction  of 
noise,  illumination,  ventilation  and  the 
action  of  various  members  of  a  car  in 
motion. 

The  third  general  meeting  of  the 
American  Association  was  held  on 
Thursday  morning.  Charles  Gordon, 
managing  director  A.E.R.A.,  was  the 
first  speaker.  He  summarized  his  ac- 
tivities as  managing  director  during  the 
past  two  years  and  described  the  func- 
tioning of  the  association's  personnel. 
His  address  dealt  particularly,  however, 
with  a  review  of  the  convention's 
accomplishments,  and  referred  to  the 
valuable  reports  submitted  by  the  com- 
mittees of  the  various  associations  dur- 
ing the  year. 

Joe  R.  Ong,  chairman  Committee  on 
Operating  Economics  (Transportation 
and  Traffic  Association),  spoke  on  the 
control  of  economic  factors  in  opera- 
tion. Discussing  the  economics  of  elec- 
tric railway  operation,  Mr.  Ong  said : 
''During  the  War,  when  the  necessity 
for  co-ordinated  effort  between  different 
armies  was  paramount,  it  was  found 
necessary  to  have  liaison  officers. 
There  was  some  such  thought  in  the 
minds  of  those  suggesting  the  needs 
for  a  committee  on  operating  economics. 
This  committee,  while  not  intending  to 
encroach  upon  the  subject  normally 
within  the  scope  of  other  affiliated  as- 
sociations, must  of  necessity  touch  upon 
many  items  that  may  appear  to  overlap 
in  order  to  co-ordinate  the  subjects 
properly. 

Mr.  Ong  discussed  the  necessity  for 
increased  speed,  the  rider's  demand  for 
modern  design  and  comfort  in  equip- 
ment and  the  securing  of  fare  struc- 
tures which  will  increase  revenue.  He 
listed  examples  of  traffic-stimulating 
programs  carried  on  by  many  com- 
panies. His  address  is  published  in 
greater  detail  on  a  following  page. 

James  W.  Welsh,  chairman  Commit- 
tee on  Economics  of  Rolling  Stock 
Application  (Engineering  Association), 
discussed  the  economic  considerations 
in  the  selection  of  a  vehicle.  Mr.  Welsh 
described  his  message  as  a  guide  to  the 
selection  of  the  best  forms  of  trans- 
portation to  meet  the  diverse  conditions 
existing  on  various  properties.  Mr. 
Welsh's  discussion  on  vehicle  analysis 
and  the  determination  of  costs  appears 
elsewhere  in  this  issue. 

E.  J.  Mcllraith  reported  for  the  Com- 
mittee on  Street  Traffic  Economics,  and 
Leslie  Vickers,  economist  A.E.R.A.,  re- 
ported for  the  Committee  on  Fare 
Structures.  Abstracts  of  these  reports 
will  be  found  elsewhere. 

Awards  for  the  Anthony  M.  Brady 
safety  contest  and  the  Electric  Traction 
speed  contest  were  made  at  this 
session.  In  the  absence  of  Arthur 
Williams,  president  American  Museum 


of  Safety,  Guy  C.  Hecker,  general 
secretary,  A.E.R.A.,  made  the  Brady 
awards.  Edward  Dana,  manager  of  the 
Boston  Elevated  Railway,  received  the 
medal  and  certificate  for  the  winner  in 
the  large-city  class.  John  Ross,  chief 
engineer.  Department  of  Street  Rail- 
ways, Detroit,  accepted  the  certificate 
of  honorable  mention  in  the  large-ciiy 
class.  In  behalf  of  the  Calgary  Mu- 
nicipal Railway,  K.  B.  Thornton,  presi- 
dent of  the  Canadian  Electric  Railway 
Association,  accepted  the  medal  for  the 
winner  in  the  small-city  class.  R.  N. 
Graham,  vice-president  and  general 
manager  Youngstown  Municipal  Rail- 
way, received  the  certificates  of  honor- 
able mention  for  his  company  in  this 
class.  No  award  was  made  in  the  inter- 
urban  class.  A  separate  article  in  this 
issue  deals  with  the  Brady  contest. 

T.  Fitzgerald,  chairman  of  the  Speed 
Contest  Committee  and  vice-president 
of  the  Pittsburgh  Railways,  awarded  thi; 
silver  cup  to  the  Chicago,  North  Shore 
&  Milwaukee  Railroad.  S.  A,  Morrison, 
assistant  general  manager  accepted  for 
the  company.  Honorable  mention  was 
given  to  the  accomplishments  of  the  j 
Cincinnati  &  Lake  Erie  Railroad;  the  | 
Chicago,  Aurora  &  Elgin  Railroad,  and 
the  Milwaukee  Electric  Railway  &  Light 
Company. 

A  report  of  the  Committee  on  Resolu- 
tions was  made  by  D.  W.  Pontius, 
president  Pacific  Electric  Railway.  The 
following  officers  elected  during  the 
Wednesday  morning  session  were  in- 
stalled for  the  ensuing  year. 

President — G.  A.  Richardson,  vice-presi- 
dent and  general  manager  Chicago  Surface 
Lines. 

First  Vice-President — J.  H.  Alexander, 
president  Cleveland  Railway. 

Second  Vice-President  —  Walter  A. 
Draper,  president  Cincinnati  Street  Rail- 
way. 

Third  Vice-President — W.  E.  Wood, 
vice-president  Engineers  Public  Service 
Company,  New  York  City. 

Treasurer — Barron  Collier,  president 
Barron  G.  Collier,  Inc.,  New  York  City. 

For  operating  members  at  large  of 
the  Executive  Committee  for  the  three-, 
year  term  expiring  1934: 

A.  B.  Patterson,  president  New  Orleans 
Public  Service,  Inc. 

Robert  M.  Feustel,  president  Indiana 
Service  Corporation,  Fort  Wayne,  Ind. 

For  manufacturer  members  at  large 
of  the  Executive  Committee  for  the 
three-year  term  expiring  1934: 

M.  B.  Lambert,  assistant  to  vice-presi- 
dent Westinghouse  Electric  &  Manufac- 
turing Company,  New  York. 

H.  E.  Listman,  vice-president  General 
Motors  Truck  Company,  Pontiac,  Mich. 

John  B.  Tinnon,  sales  manager  Metal  & 
Thermit  Corporation,  New  York  City. 

For  operating  member  at  large  of  the 
Executive  Committee  for  a  one-year 
term : 

A.  M.  Hill,  president  Charleston  Inter- 
urban  Railroad. 


Electric  Railway  Journal — Vol.75,  No.ll 
564 


Improving  the  Street  Car 

By 

C.  F.  HIRSHFELD 

Chief  Engineer 
Electric  Railway  Presidents'  Conference  Committee 


EVERYBODY  knows  that  the  street 
railway  industry  is  sick.  You 
know  it,  the  banker  knows  it,  the  public 
knows  it.  The  symptoms  of  the  disease 
are  very  evident.  Income  is  not  suffi- 
cient to  balance  all  proper  costs  and 
yield  a  reasonable  profit.  Thus  far  all 
agree.  But  when  it  comes  to  diagnos- 
ing the  case,  when  it  comes  to  account- 
ing for  the  symptoms  displayed  by  the 
patient,  the  doctors  disagree. 

It  must  be  admitted  that  the  patient 
is  already  an  elderly  gentleman.  He 
has  not  always  been  in  the  most  perfect 
health,  but  until  recently  the  trouble.-; 
were  confined  to  isolated  spots.  Now 
the  patient  seems  to  be  suffering  from 
some  sort  of  general  complication  of 
troubles   which   is   rapidly   sapping  his    colored   clothes   in   place  of  the  heavy    trial    processes    and    products.      It   de- 


C  F,  Hiishfeld 


to  pass  him  by,  either  in  mirth  or  in 
pity.  This  particular  group  is  called 
the  Electric  Railway  Presidents'  Con- 
ference Committee. 

The  job  is  to  find  out  what  is  wrong 
with  the  present-day  street  car,  to  dis- 
cover what  is  now  required  of  a  street 
car,  and  then  to  guide  the  genius  and 
producing  capacity  of  the  industry  in 
the  design  and  construction  of  a  rail 
vehicle  suited  to  modern  urban  needs. 

There  are  two  ways  of  undertaking 
such  a  commission.  One  is  the  inspira- 
tional method;  the  other,  the  fact-find- 
ing or  research  method.  We  might 
have  adopted  the  first  and  have  pro- 
duced within  a  few  months  a  car  de- 
sign as  different  from  the  conventional 
vehicle  as  fertile  imaginations  could 
devise.  The  result  would  have  been 
spectacular  and  the  immediate  cost 
would  have  been  low.  But  the  value 
of  the  product  would  almost  certainly 
have  been  small,  its  chief  claim  to  dis- 
tinction   would   have  been   its   novelty. 

We  chose  instead  the  slower  and  less 
spectacular,  but  much  more  certain, 
fact-finding  method.  This  is  the  method 
that  industry  has  recently  adopted 
from  the  scientists  and  which  has 
proved  so  effective  in  improving  indus- 


vitality. 

There  is  one  group  of  doctprs  who 
quite  cold  bloodedly  maintain  that  the 
dear  old  gentleman  has  served  his  use- 
ful life  and  is  now  ready  for  the  in- 
dustrial scrapheap.  Those  who  have 
thus  given  up  the  patient  seem  to  com- 
prise on  the  one  hand  learned  and  able 
men  who  do  not  have  much  time  to 
devote  to  this  rather  unpromising  and 
not  overly  remunerative  patient,  and  on 
the  other  hand  rather  young  practition- 
ers who  are  inclined  to  jump  at  conclu- 
sions without  giving  adequate  study  to 
the  subject  and  his  symptoms. 


and  somber  raiment  of  which  he  is  so  pends  quite  simply  on  the  determination 
fond.  Others  would  have  him  merely  of  all  significant  relevant  facts,  so  that 
adopt  rubber  heels.  And  so  on  through  final  action  can  be  based  upon  real  fac- 
a  long  list.  tual  knowledge  instead  of  upon  more 
When  doctors  disagree  the  patient  or  less  arbitrary  decision  between  con- 
suffers,  and  he  has  done  so  in  this  case,  flicting  opinions,  traditions  and  rules 
However,  there  is  still  hope,  because  a  of  thumb.  It  is  our  belief  that  if  we 
far-sighted  group,  after  studying  this  determine  and  publish  the  necessary 
patient  and  his  activities,  has  concluded  facts,  the  brains  and  genius  already  in 


that  he  is  not  incurably  ill,  that  he  still 
performs  a  very  useful  function  in  the 
community,  that  he  can  be  put  into 
condition  to  become  self-supporting,  and 
that  he  will  be  saved  if  it  is  in  their 


the  industry  will  prove  competent  to 
take  advantage  thereof  in  the  produc- 
tion of  new  designs. 

The  fact-finding  method  is  not  neces- 
sarily experimental.     In  this  case  it  in- 


power    to    save    him.      They   are    wise    volves  complicated  analytical  work  and 


Another  group  believes  that  although     men  and  have  determined   to  consider    the  compilation  of  statistical   informa- 


the  patient  is  suffering  from  a  serious 
ailment,  he  is  still  a  very  necessary 
member  of  the  community  and  that  he 
can  be  cured  by  proper  treatment.  Un- 
fortunately the  doctors  in  this  group 
differ  among  themselves  as  to  just  what 
is  the  basic  trouble  and  what  curative 
remedies  should  be  used.     Thus  there 


all  means  of  influencing  his  health, 
not  to  confine  themselves  to  one  or 
another  pet  hobby.  They  have  there- 
fore divided  themselves  up  into  com- 
missions of  committees,  and  each  of 
these  units  is  busily  studying  what  has 
been   assigned   it.     One  has   taken   the 


tion,  in  addition  to  test  and  experiment. 
The  test  program  constitutes,  however, 
the  largest  part  of  our  fact  finding. 
It  includes  among  other  things  the 
accurate  determination  of  the  charac- 
teristics of  present  available  cars  and 
equipment.  For  this  purpose  we  have 
set  up  a  field  laboratory  on  the  prop- 


condition  of  the  patient's  blood  stream, 
are  some  that  insist  that  the  old  gentle-  another  the  way  in  which  he  orders  erty  of  Brooklyn  &  Queens  Transit 
man's  diet  is  entirely  wrong;  that  he  his  daily  life,  another  his  diet,  another  Corporation, 
change  his  diet,  that  is  adopt  a  differ-  his  clothing,  and  so  on.  They  believe 
ent  fare  system.  There  are  others  who  that,  if  they  can  assemble  all  the  facts 
claim  that  he  is  simply  dissipating  his  about  this  patient,  he  himself  will  have 
strength    and    nervous    energy    by    at-    sufficient  intelligence  and  ability  to  cure 

himself  under  proper  medical  guidance. 
It  is  my  privilege  to  outline  the  plans 

and    activities    of    one    of    these    com- 


tempting  to  cover  too  wide  a  field  of 
activity.  They  advocate  that  he  con- 
centrate on  the  heavier  tasks  and  per- 
mit younger  and  more  agile  individuals 
to  handle  the  lighter  ones.  Another 
group   insists   that   the   clothing   which 


We  must  use  the  modern  car  as  a 
point  of  departure.  We  want  to  know 
just  how  strong  it  is  in  different  re- 
spects and  whether  any  of  the  com- 
ponent parts  are  stronger  than  they 
need  be  or  weaker  than  they  should 
be.     The  car  body  is  treated  as  a  box 


mittees,    specifically   the   one   which   is    girder    and    subjected    to    loads    which 


studying   the   old   gentleman's   clothing 
in  which  he  appears  in  public,  and  by 


the  patient  wears  in  public  is  all  wrong,  which    the    public    judges    him.      This 

reflects  the  customs  of  a  bygone  gen-  committee    suspects    that    his    present 

eration,  affects  his  health  by  giving  him  antiquated  garb  not  only  places  an  un- 

an   inferiority  complex,  and  places  an  necessary  drain  upon  the  patient's  ener- 

unnecessary  and  very  heavy  load  upon  gies,  but  that  it  also  causes  the  general 

his   remaining   energies.      Some  would  public,  and  particularly  the  younger  part 


simulate  those  experienced   in   use. 

But  we  must  not  confine  our  atten- 
tion only  to  the  car  body.  The  trucks 
represent  a  large  part  of  the  weight 
and  of  the  cost,  and  they  are  of  out- 
standing importance  with  respect  to 
performance.  Therefore  we  are  study- 
ing  the    truck    experimentally    just   as 


have  him  wear  light-weight  and  bright-    thereof,  to  class  him  as  an  antique  and    we  are  studying  the  car  body. 


Electric  Railway  Journal — October,  1931 
565 


AnoUier  thing  that  we  want  to  know 
is  how  a  modern  car  starts  and  comes 
up  to  speed — that  is,  we  need  the  time, 
distance  and  force  relations.  We  are 
using  an  entirely  new  method  for  this 
purpose  and  it  is  giving  us  very  exact 
data. 

Ultimately  we  hope  to  produce  a  car 
which  will  start  and  stop  as  readily 
as  possible.  But  what  do  we  mean  by 
this?  Among  other  things,  we  mean 
as  rapidly  as  the  passengers  can  tol- 
erate. No  one  knows  just  what  pas- 
sengers can  tolerate  and  therefore  we 
have  in  progress  at  the  University  of 
Michigan  experiments  to  determine  the 
facts. 

Our  investigations  indicate  that  noise 
reduction  is  one  of  the  most  necessary 
improvements.  In  fact,  complete  elim- 
ination is  the  ideal  to  be  approached 
as  nearly  as  possible.  If  we  are  to 
approach  such  an  ideal  it  is  not  suffi- 
cient to  measure  only  the  volume  of 
noise.  We  must  break  the  total  volume 
down  into  a  noise  spectrum,  determine 
the  frequencies  which  are  responsible 
for  the  greatest  volumes,  and  then  run 
these  frequencies  down  to  their  sources. 

During  recent  years  the  illumination 
of    street    cars    has   been    given    much 


thought.  We  are  measuring  the  inten- 
sity of  illumination  in  different  typical 
modern  cars,  and  we  are  also  obtain- 
ing data  from  which  the  expectable 
characteristics  can  be  determined  in 
advance  with  greater  precision  than  is 
now  possible. 

Discussion  with  car  riders  has 
brought  out  the  fact  that  better  ventila- 
tion is  highly  desirable.  Therefore, 
rtiuch  work  is  being  done  on  this  sub- 
ject. The  ventilation  of  the  car  is 
studied  by  creating  in  the  car  a  uni- 
form mixture  of  carbon  dioxide  and 
air  within  it,  and  then  determining  the 
rate  at  which  the  carbon  dioxide  dis- 
appears under  different  operating  con- 
ditions. 

We  realize  fully  that  both  funds  and 
time  are  limited;  we  realize  that  our 
major  task  is  the  production  and  proof 
of  a  greatly  improved  car ;  we  realize 
only  too  well  the  imperative  need  of 
haste.  Of  necessity,  our  first  efforts 
must  be  experimental,  that  is,  fact  find- 
ing in  character.  Similarly,  our  first 
bulletins  must  deal  with  methods  and 
later  ones  with  determined  facts.  But, 
the  entire  program  is  planned  with  a 
view  to  reaching  practical,  usable  re- 
sults as  quickly  as  possible. 


Economic  Considerations 

in  the  Selection  of  the  Vehicle 

Based  on  the  report  of  the 
Committee  on  Economics  of  Rolling  Stock  Application 

By 
JAMES  W.  WELSH 

Consulting  Engineer,  New  York,  N.  Y. 


FOR  years  the  medical  profession 
sought  the  remedy  for  the  ills  of 
humanity  in  cure-alls,  tonics,  medicines 
which  toned  up  or  stimulated  the  heart 
and  body  as  a  whole.  It  was  not  until 
Pasteur  in  1876  discovered  that  specific 
bacteria  were  the  immediate  causes  of 
special  diseases  that  any  effective  prog- 
ress was  made  in  combating  bodily  ail- 
ments. Is  not  this  the  lesson  for  our 
industry?  We  must  isolate  the  troubles, 
break  down  the  problem  into  its  simplest 
elements  before  attempting  a  solution. 
The  Committee  on  Economics  of  Roll- 
ing Stock  Application  believes  the  route 
or  line  is  the  starting  point  for  such  a 
study.  Each  route  of  the  system  should 
be  segregated  and  set  up  independently 
for  the  purposes  of  analysis  as  though  it 
were  a  separate  company.  It  should 
have  its  own  valuation  of  property  de- 
voted  to  transportation   service   and   a 


James  W.  Welsh 

separate  road  and  equipment  account. 
After  this,  as  far  as  possible,  all  oper- 
ating and  maintenance  should  be  directly 
charged   to   the    route   in   the    first   in- 


stance, rather  than  to  be  so  allocated  on 
some  arbitrary  basis  of  apportionment. 
Such  a  method  of  fact  finding  is 
equally  applicable  te  any  form  of  trans- 
portation, whether  composed  of  rapid 
transit,  surface  rail  royte,  or  trolley  and 
gas  bus  operations. 

This  study  will  permit  the  actual  cost 
of  service,  including  all  investment 
charges  as  well  as  all  other  expenditures, 
to  be  determined  for  each  route.  Com- 
paring its  cost  thus  obtained  with  its 
revenue  discloses  its  profitableness  or 
the  reverse.  The  effect  of  such  an 
analysis  is  to  bring  out  in  sharp  relief 
the  gains  and  losses  on  the  system. 
There  will  be  found  far  greater  varia- 
tion in  the  earning  power  of  routes  on 
the  same  system,  than  between  any  two 
systems  in  the  country.  If  fares  were 
fixed  by  the  costs  of  service,  route  by 
route,  almost  any  system  would  have 
some  favored  line  with  short-haul  and 
dense  traffic  where  the  fare  might  be 
cut  to  a  cent  or  two.  Other  lines  would 
require  rates  as  high  as  25  or  50  cents. 
Such  a  fare  plan  would,  however,  soon 
be  self-destructive,  as  it  would  be  im- 
possible to  secure  sufficient  traffic  on  the 
lean  routes  in  order  to  make  them  earn 
a  reasonable  return  at  any  fare. 

A  striking  result  of  the  varying  costs 
on  routes  is  shown  in  the  example  of  a 
system  of  30  routes.  The  analysis  dis- 
closes that  only  half  of  the  routes  have 
a  cost  per  passenger  equal  to  the  average 
system  fare  of  8  cents.  On  the  remain- 
ing routes,  the  fares  would  range  from 
7  cents  to  19  cents. 

When  you  reflect  that  the  margin  be- 
tween costs  and  revenues  is  usually 
close,  it  is  evident  that  attention  paid 
to  these  losing  routes  might  readily 
balance  the  budget  without  disturbing 
the  fare  on  the  whole  system.  It  is  not 
suggested  that  fares  should  actually  be 
varied  in  accordance  with  the  route 
costs,  but  when  such  losses  are  thus 
revealed,  the  desirability  of  considering 
other  types  of  vehicles  in  such  cases  is 
very  positively  indicated. 

In  comparing  the  economic  value  of 
bus  and  rail  car,  each  has  one  outstand- 
ing claim  for  superiority  which  the  other 
lacks.  For  the  rail  car,  its  unquestioned 
advantage  to  date  is  its  high  peak-load 
capacity  with  all  that  entails  in  lower- 
ing rush-hour  costs.  For  the  bus,  the 
absence  of  track  investment  is  its  high 
point  of  pre-eminence.  On  the  invest- 
ment side  of  the  equation  we  find  the 
average  capital  devoted  to  street  car 
operation  is  five  times  its  annual  reve- 
nue ;  while  with  the  bus  the  investment 
and  annual  revenue  are  equal ;  hence  for 
the  same  revenue  (assuming  this  repre- 
sents equivalent  capacity)  the  bus  de- 
mands but  one-fifth  the  capital  invest- 
ment of  the  rail  car.  On  the  basis  of  a 
6  per  cent  return  on  the  investment  in 
each  case,  the  bus  could  reach  a  94  per 
cent  operating  ratio,  while  the  electric 
rail  car  must  hold  its  ratio  down  to  70 
per  cent. 


Electric  Railway  Journal — Vol.75,  No.ll 
S66 


Too  often  this  whole  problem  is 
looked  upon  as  a  mere  refinement  and 
as  of  little  practical  importance  when 
a  company  is  harassed  by  many  diffi- 
culties. On  the  contrary,  what  question 
can  be  of  greater  importance  than  the 
selection  of  the  very  mode  of  transpor- 
tation itself ;  or,  still  more  vital,  whether 
to  continue  operation  at  all.  Perhaps 
a  part  of  the  difficulty  responsible  for 
such  a  viewpoint  is  the  unconscious 
assumption  that  any  change  from  rail 
car   operation   presents   too   many  diffi- 


culties,  both   political  and   financial  as 
well  as  economic. 

Should  we  not  think  of  this  problem 
as  our  job  to  produce  a  unified  trans- 
portation system  for  our  communities? 
It  would  be  a  built-up  organism  com- 
posed of  high-speed  rapid  transit  lines, 
surface  rail  routes,  trolley  buses,  gas 
buses,  de  luxe  coaches  and  taxicabs.  It 
would  be  a  placing  together  of  all  forms 
of  transportation,  each  the  best  of  its 
kind  for  its  place,  all  into  one  unified 
whole. 


Public  Relations  of 
Transportation 

By 
FRANCIS  X.  BUSCH 

Taylor,  Miller,  Busch  &  Boyden 
Chicago,  111. 


AN  ARTICLE  by  Francis  H.  Sisson 
■*^in  the  August  issue  of  the  Electric 
Railway  Journal  graphically  presents 
a  most  anomalous  situation  in  th.tt 
branch  of  the  public  utility  industry 
which  he  includes  under  the  heading, 
"Operations  of  Electric  Railways  in 
Mass  Passenger  Transportation." 

Quoting  from  the  latest  United 
States  census  of  electric  railways,  he 
says  that  while  the  total  number  of 
passengers  carried  by  electric  railways 
increased  nearly  300  per  cent  in  the 
25  years  from  1902  to  1927,  and  while 
the  number  of  car-miles  operated  and 
the  amount  of  invested  capital  were 
doubled,  the  net  return,  after  deducting 
operating  expenses,  including  taxes  and 
municipal  impositions,  declined  from 
.T.^  per  cent  in  1902  to  3.1  per  cent  in 
1927. 

Despite  the  essential  nature  of  pas- 
senger electric  transportation — 14,500,- 
000,000  customers  served  yearly — a 
service  without  which  the  cities  of  our 
country  could  not  exist — it  is  generally 
conceded  by  well-informed  persons  that 
the  operation  of  passenger  electric 
street  railway  transportation,  even  with 
the  supervising  regulation  of  rates  by 
public  utility  commissions,  does  not 
offer  a  field  of  investment  as  attractive 
as  that  to  be  found  in  other  utilities 
and  in  industry  generally. 

Mr.  Sisson,  after  ascribing  the  al- 
most uniform  lack  of  satisfactory  earn- 
ings by  the  country's  mass  transporta- 
tion agencies  to  higher  operating  costs 
and  increasing  automotive  competition, 
stresses  the  fact  that  one  very  important 
cause  of  the  difficulties  of  electric  rail- 
way companies  has  been  the  oppressive 
and   arbitrary   treatment   they  have   so 


Francis  X.  Busch 

often  received  at  the  hands  of  public 
officials. 

Public  support,  through  an  adequate 
franchise  and  sympathetic  understand- 
ing and  co-operation  of  public  officials, 
is  indispensable  to  a  successful  man- 
agement of  a  public  transportation 
system.  Prosperity  for  the  industry 
cannot  exist  without  this  support  and 
co-operation.  In  this  connection  Chi- 
cago furnishes,  as  the  doctors  would 
say,   "some  splendid  clinical  material." 

In  May  of  1930  the  City  Council  of 
Chicago  passed,  and  the  people  at  a 
referendum  in  July  approved  by  a  vote 
of  more  than  five  to  one,  an  ordinance 
granting  to  a  company  which  is  to 
acquire  all  the  existing  surface  and 
elevated  railway  properties,  an  indeter- 
minate franchise  upon  terms  which  will 
permit  the  consolidation,  refinancing 
and  extension  of  the  present  properties, 
including  subway  construction  to  be 
financed  \yholly  by  the  city  through 
special    assessments,    the    accumulated 


traction  fund,  or  general  bonds.  The 
ordinance  further  provides,  not  for  a 
fixed  and  unchangeable  rate  of  fare, 
but  for  the  charging  of  a  rate  of  fare 
to  be  determined  by  the  lawfully  con- 
stituted regulating  authority,  sufficient 
to  produce  a  reasonable  return  on  the 
capital  invested.  It  is  an  ordinance 
which  deals  justly  with  the  city  and 
the  utility  and  is  in  accordance  with 
recognized   sound   economic   principles. 

Taken  by  itself,  there  is  perhaps 
nothing  particularly  significant  in  this 
statement.  However,  when  it  is  con- 
sidered in  the  light  of  the  fact  that 
the  preceding  traction  ordinances, 
passed  in  1907,  were  twenty-year  fran- 
chise grants  definitely  providing  for 
and  contemplating  acquisition  of  the 
properties  by  the  city  for  municipal 
ownership  at  the  end  of  those  grants, 
and  when  it  is  further  considered  that 
for  more  than  25  years — from  1897  to 
1923 — the  public  attitude  towards  Chi- 
cago traction  managements  had  been 
one  of  suspicion,  distrust,  and  un- 
broken hostility,  there  is  indicated  a 
reversal  of  public  opinion  so  complete 
that  a  search  for  its  cause  should  be 
profitable. 

During  the  period  from  1897  to  1907 
it  was  declared  on  every  hand  that 
Chicago's  traction  system  was  con- 
trolled by  a  defiant  and  corrupt  man- 
agement, which  furnished  the  most 
inadequate  and  inefficient  transportation 
to  be  found  in  any  large  city  in  the 
United  States.  The  hostility  of  public 
sentiment  toward  the  traction  companies 
was  repeatedly  reflected  in  political 
campaigns  and  municipal  policies.  Car- 
ter H.  Harrison  was  elected  Mayor  in 
1897  on  an  anti-traction  franchise  issue. 
He  was  re-elected  on  variations  of  that 
issue  in  1899  and  1901  and  1903.  A 
strong  sentiment  for  municipal  owner- 
ship and  municipal  operation  developed 
during  this  period.  In  1905  Judge 
Edward  F.  Dunne,  an  out-and-out  advo- 
cate of  municipal  ownership  and  opera- 
tion, was  elected  Mayor. 

It  was  in  this  atmosphere  that  the 
1907  street  railway  ordinances  were 
prepared.  Among  other  things,  these 
grants  provided  for  a  division  of  the 
net  receipts  of  the  operation  of  the 
properties.  The  city  was  entitled  to 
receive  55  per  cent  of  all  net  annual 
receipts  remaining  after  the  payment 
of  operating  expenses  and  a  fixed  re- 
turn of  5  per  cent  per  annum  upon  the 
capital  value  of  the  traction  properties. 
This  was  expected  to  create  a  fund 
with  which  the  city  might,  either  be- 
fore or  at  the  expiration  of  the  grant, 
purchase  the  properties  for  municipal 
ownership    and    operation. 

In  the  eight-year  period  following 
1907  $91,000,000  was  spent  for  addi- 
tions and  betterments,  which  laid  the 
solid  foundation  upon  which  was  later 
built  the  finest  electric  surface  railway 
system  in  the  world.  Prompt  and  faith- 
ful compliance  by  the  companies  (until 


Electric  Railway  Journal — October,  1931 
567 


prevented  in  1915  by  World  War  con- 
ditions) with  the  provisions  of  the 
ordinances  for  building  extensions  and 
betterments  undoubtedly  mollified  to 
some  extent  general  public  distrust  of 
the  railway  managements,  but  sentiment 
on  the  whole  continued  antagonistic. 

The  1907  ordinances  were  undoubt- 
edly the  best  ordinances  obtainable  at 
the  time  of  their  passage.  As  the  years 
passed,  however,  unforeseen  changes 
developed,  due  to  the  widespread  use 
of  the  automobile,  the  new  competition 
in  buses  and  transportation,  and  ad- 
vancing costs  due  to  the  high  price 
levels  of  the  war  and  post-war  periods. 

By  1918  it  was  obvious  alike  to  the 
city  and  companies'  representatives,  in 
view  of  Chicago's  traction  history,  and 
with  a  franchise  expiring  in  less  than 
ten  years,  that  the  financial  demands 
for  necessary  extensions  and  better- 
ments of  the  street  railway  system  could 
not  be  met.  An  attempt  was  made  to 
agree  upon  a  new  franchise.  In  spite 
of  practically  unanimous  newspaper 
support  a  proposed  ordinance  was  de- 
feated at  a  referendum,  largely  because 
of  the  expressed  distrust  of  the  then 
management  of  the  properties. 

Such  was  the  state  of  affairs  and 
such  the  state  of  public  opinion  when, 
in  1923,  the  active  management  of  the 
Chicago  Surface  Lines  (operating  all 
of  the  electric  surface  railways  in 
Chicago)  was  changed.  The  change 
developed  an  immediate  improvement  in 
scheduled  service,  instituted  better 
supervision  and  therefore  more  de- 
pendable operation.  As  the  public 
found  less  crowding,  greater  regularity, 
and  less  of  a  "devil-may-care"  attitude 
on  the  part  of  the  men,  the  citizens 
began  to  manifest  a  kindlier  attitude 
toward  the  company. 

Almost  simultaneously  with  the 
change  in  company  management  came 
a  change  in  city  administration.  An- 
other effort  was  made  to  "settle  the 
traction  question."  Another  ordinance 
was  drafted  providing  for  the  imme- 
diate vesting  of  title  to  all  of  the  trac- 
tion properties  (surface  and  elevated) 
in  the  city.  The  city  was  to  give  in 
exchange  for  the  properties  certificates 
bearing  5  per  cent  interest,  payable,  as 
to  principal  and  interest,  out  of  the 
earnings  of  the  properties.  The  city 
by  the  ordinance  obligated  itself  to 
maintain  a  rate  of  fare  sufficient  to 
meet  operating  expenses  and  provide 
for  the  amortization  of  the  certificates. 
The  ordinance  was  overwhelmingly  de- 
feated. Political  groups  antagonistic  to 
the  administration  feared  that  the  fare 
would  have  to  be  largely  increased  to 
meet  the  obligations  of  the  ordinance. 
Opposition  of  radical  groups  that  it 
did  not  provide  for  more  immediate 
municipal  operation,  and  opposition 
from  a  growing  element  opposed  to 
either  municipal  ownership  or  operation, 
combined  to  bring  about  its  defeat. 

In  1930  the  company  asked  for  per- 


mission to  install  trolley  bus  service. 
The  trolley  bus  showed  such  superior 
riding  qualities  and  passenger  conve- 
nience that  the  public  officials  were 
at  once  impressed  with  the  progressive 
ideas  of  service  and  equipment  shown 
by  the  company.  The  Chicago  public 
now  feels  that  it  can  look  to  its  trans- 
portation company  to  keep  fully  mod- 
ernized and  give  appropriate  service  as 
conditions  develop. 

A  willingness  on  the  part  of  the 
management  of  the  companies  to  par- 
ticipate in  programs  of  improvement ;  to 
co-operate  with  city  officials  in  the  set- 
tlement of  problems  where  the  knowl- 
edge or  skill  of  its  employees  may 
prove  valuable ;  to  render  continuously 
to  its  patrons,  with  a  respectful  group 
of  contented  employees,  the  best  service 
of  which  its  property  is  capable;  to 
meet  and  discuss  frankly  and  fairly, 
either  before  regulatory  bodies  or  in 
the  company's  offices,  the  unjustified  as 
well  as  the  justified  complaints  of  citi- 
zens or  citizen  associations — ^this  con- 
duct reversed  the  public  sentiment  of 
Chicago  as  it  existed  prior  to  1923. 


It  is  one  thing  merely  to  operate  a 
transportation  system.  It  is  quite  an- 
other thing  to  operate  a  transportation 
system  so  that  the  public  that  is  served 
is  satisfied  and  possessed  of  such  con- 
fidence in  the  management  that  it  is 
willing  to  extend  its  operating  rights 
in  the  confident  hope  that  it  will  receive 
even  better  service.  Therein  rests  the 
job  of  management — to  do  its  daily  job 
well,  to  apprehend  and  meet  exira  de- 
mands put  upon  the  service,  and  to 
interpret  correctly  the  needs  of  the  hour 
in  transportation.  There  also  is  the  key 
to  satisfactory  public  relations.  Direct 
relationship  with  the  public  occurs  on 
one  or  two  occasions  during  each  day 
when  your  equipment  and  your  oper- 
ators carry  one  member  of  the  public 
to  or  from  his  home.  No  other  utility 
affords  such  intimate  contact.  It  is  this 
contact  which  forms  individual  opinion. 
It  is  the  multiplication  of  these  indi- 
vidual opinions  which  molds  public 
opinion.  It  is  an  appreciation  of  this 
fact  by  the  management  of  the  electric 
railways  in  Chicago  that  has  made  this 
story  possible. 


Determining  Relation  Between 

Price  and  Patronage 


Based  on  the  report  of  the 
Committee  on  Fare  Structures 

By 

LESLIE  VICKERS 

Economist 
American  Electric  Railway  Association 


Leslie   Vickcts 

THE  one  great  problem  in  fares 
today  is  how  to  fill  up  the  empty 
seats  that  most  of  our  systems  have  in 
the  off-peak  hours.  In  other  words, 
what  we  need  is  a  fare  that  will  im- 
prove the  load  factor.     Cities  may  be 

Electric  Railway  Journal — Vol.75,  Noll 
568 


able  to  do  something  to  help  us  by 
staggering  the  hours  of  work,  etc.,  so 
that  our  peaks  both  morning  and  eve- 
ning will  be  spread  out  over  a  longer 
period,  but  we  must  help  ourselves  in 
the  matter  of  getting  revenue  out  of  the 
seat-miles  which  have  to  be  operated  if 
we  are  to  maintain  a  public  transporta- 
tion system  at  all. 

Because  we  know  so  little  about 
matter  connected  with  fares  the  Fare 
Structures  Committee  of  the  Amer- 
ican Electric  Railway  Association  was 
called  into  being.  Its  task  is  to 
try  to  formulate  the  principles  which 
should  govern  the  establishment  of 
fares,  and  to  do  this  it  must  study  the 
history  of  fare  changes  in  the  past  and, 
at  the  same  time,  conduct  on  its  own 
account  or  encourage  the  conduct  of 
such  experiments  throughout  the  coun- 
try as  will  give  it  a  basis  of  experience 
in  the  present  day. 

Undoubtedly  the  two  main  factors  to 


be  considered  in  a  discussion  of  fares 
are  the  cost  of  rendering  the  service  to 
the  company  which  performs  it  and  the 
value  of  the  service  rendered  to  the 
person  who  buys  it.  We  deal  with 
masses,  not  individuals.  We  cannot  say 
that  this  customer  costs  us  so  much  and 
that  customer  costs  us  a  certain  other 
amount.  It  is  difficult  for  us  to  tell 
how  far  they  ride  or  to  determine  the 
limits  of  the  groups  which  we  call  peak 
riders,  for  whom  our  cost  of  service  is 
undoubtedly  high.  Unlike  the  gas  and 
electric  and  other  industries,  we  have 
no  exact  metering  device,  and  the  best 
that  we  could  do  if  our  fares  were  to  be 
determined  on  the  cost  to  us  would  be 
to  set  up  arbitrary  distinctions. 

We  know  that  it  costs  more  to  carry 
a  passenger  in  the  peak  hours  than  in 
the  ofif-peak  hours.  Then,  too,  we  know 
that  it  does  not  cost  us  as  much  to 
transport  a  passenger  in  the  reverse  di- 
rection as  it  does  in  the  direction  of 
the  main  traffic  flow.  We  are  rapidly 
coming  to  the  conclusion  that  the  dis- 
tance which  a  passenger  rides  is  one  of 
the  least  important  elements  in  our  costs 
in  urban  service.  On  the  other  hand, 
the  length  of  line  provided,  together 
with  the  number  of  cars  which  must  be 
in  service  on  that  line,  is  very  im- 
portant. * 

We  must  never  lose  sight  of  the  fact 
that  while  the  cost  of  the  individual 
service  may  be  of  importance  to  us,  of 
far  more  importance  to  the  user  is  the 
value  of  that  service  and  of  the  ease  of 
substituting  something  else  for  it.  If 
he  won't  patronize  it  at  the  price  we 
charge,  we  may  have  to  reduce  the  price 
as  most  sellers  of  commodities  have  to 
do.  We  must  find  the  price  that  he 
will  pay.  We  can  no  longer  consider 
our  customers  as  a  group  which  put  one 
single  value  on  the  service  that  we  have 
to  sell  but  as  a  mass  divided  up  into 
a  great  number  of  groups  who  set  dif- 
ferent values  upon  it.  If  we  cannot  sell 
all  of  our  goods  on  the  main  floor,  let's 
put  some  of  them  down  in  the  bargain 
basement  and  reduce  the  price  to  move 
them.  Our  service  is  a  perishable  serv- 
ice. Once  the  street  car  has  moved 
along  on  its  journey,  the  service  which 
it  had  for  sale  on  that  trip  can  never 
again  be  offered.  Those  empty  seats 
have  been  offered  without  takers.  Our 
job  is  to  find  a  fare  structure  which 
will  sell  a  greater  part  of  our  service, 
popularize  public  transportation  and 
provide  us  with  funds  to  enable  us  to 
keep  on  improving  the  only  thing  we 
have  to  sell — namely,  service. 

There  seems  to  be  little  dispute  now 
that  the  casual  rider  or  the  one  who 
patronizes  the  service  just  occasionally 
should  pay  the  maximum  rate.  There 
seems  to  be  agreement  also  that  the 
wholesale  rider  should  be  recognized  as 
such  and  a  concession  granted  to  him 
even  though  he  is  usually  a  patron  at  a 
time  when  it  costs  most  to  serve  him. 
There   is  a  growing  conviction   in  the 


industry  that  we  must  coax  the  public 
back  to  the  use  of  our  service  at  off- 
peak  times  by  some  kind  of  price  con- 
cession, and  while  no  one  is  in  a  posi- 
tion to  present  a  formula  universally 
applicable  to  bring  this  about,  such  ex- 
periments as  those  of  Milwaukee,  Bos- 
ton, Gary  and  Cleveland,  to  mention 
only  a  few  companies,  have  done  much 
to  show  us  the  way  to  better  merchan- 
dising. 

While,  generally  speaking,  it  takes 
only  two  people  to  make  a  bargain,  in 
the  electric  railway  industry  it  takes, 
as  a  rule,  three.  When  a  large  de- 
partment store  decides  to  change  its 
merchandising  policy,  it  marks  down  its 
goods,  advertises  the  sale  and  clears 
the  shelves.  When  we  decide  on  a 
change  of  price,  we  usually  have  to 
go  to  a  commission  and  obtain  per- 
mission to  do  so.  Some  of  these  regu- 
latory bodies,  notably  that  in  Wisconsin, 
are  fully  alive  to  the  necessity  of  quick 


action  and  of  sympathetic  action,  and 
part  of  the  success  of  the  Milwaukee 
Company  is  due  to  the  ready  assistance 
which  the  Wisconsin  Commission  has 
given  to  it.  But  not  all  commissions 
are  of  this  type.  One  of  the  tasks  which 
lies  immediately  before  us  is  that  of 
convincing  the  commissions  of  the  de- 
sirability, from  a  public  standpoint,  of 
allowing  considerable  latitude  in  fart 
structures  and  opportunity  for  experi- 
ment. 

We  do  not  propose  to  wait  until  we 
have  the  ultimate  solution  of  the  fare 
problem.  We  propose  to  help  com- 
panies to  find  that  solution  for  them- 
selves and  to  put  into  practice  right 
away,  if  not  the  best  method  which  may 
take  us  years  to  discover,  at  least  a 
better  method,  and  one  which  gives 
promise  not  necessarily  of  an  immediate 
increase  in  net,  but  of  an  increase  in 
patronage  from  which  an  increased  net 
will  ultimately  and  inevitably  follow. 


Keeping  Open  the  Arteries 

of  Trade  and  Commerce 


By 

MERLE  THORPE 

Editor  Nation's  Business 


Merle  Thorpe 

FACTS  are  the  least  developed  of 
our  natural  resources.  Fallacious 
thinking  is  responsible  for  most  of  our 
present  problems.  It  follows  that  reme- 
dies for  relief  are  largely  the  result 
of  starting  from  the  wrong  premise, 
from  an  unreal  situation  set  up  by 
rumors,  half-truthS  or  downright  mis- 
representation. Whole  sections  of  our 
industrial  life  suffer  today  from  in- 
dustrial fallacies  of  the  past.  Perhaps 
none  has  suffered  more  than  transpor- 
tation, particularly  electric  railways. 

Popular  fallacies  about  business  are 
born  of  old  wives'  tales,  of  honest  half- 
truths,  of  political  expediencies,  of  mis- 


used statistics.  Parenthetically,  nothing 
is  so  dangerous  as  a  perfectly  good 
"statistic"  in  the  hands  of  an  amateur. 
It  becomes  a  national  menace  in  the 
hands  of  a  demagogue. 

It  will  take  only  a  little  common- 
sensible  reflection  to  understand  that 
"the  public  be  damned"  fallacy  of  30 
years  ago  was  not,  nor  could  it  be,  the 
attitude  then  or  now  of  our  public  util- 
ities. Yet,  from  that  fallacious  premise, 
and  others,  have  sprung  misunderstand- 
ing, suspicion,  distrust  and  reprisal, 
which  have  taken  the  form  of  confisca- 
tion, operation,  regulation,  supervision 
and  a  thousand  obstacles  in  the  way  of 
efficient  operation. 

The  electric  railways  got  the  back- 
wash of  this  popular  antipathy.  As  a 
result,  the  transit  facilities  in  most  of 
the  larger  cities  of  the  country  have 
fallen  behind  the  standards  for  other 
phases  of  modern  urban  life.  The 
unwillingness  of  the  people  and  the 
people's  representatives  to  co-operate 
wholeheartedly  in  solving  the  problems 
of  mass  transportation  has  brought  its 
own  penalty — the  penalty  of  inconve- 
nience, crowding  and  dangers  encoun- 
tered in  using  transit  facilities,  or  ex- 
perienced when  walking  or  driving  in 
congested  traffic  areas.  At  the  same 
time,  the  users  of  these  facilities,  whose 
interests   were   always   brought   to   the 


Electric  Railway   Journal— Octo&e**,  1931 
569 


fore  by  "friends  of  the  people"  are 
aware  that  while  the  service  afforded 
them  has  decreased,  the  price  they  pay 
has  invariably  increased. 

We  pride  ourselves  on  being  a  highly 
intelligent  people.  Yet  the  charge  still 
stands  that  we  are  a  nation  of  economic 
illiterates.  An  example  is  present  in 
your  industry.  Business  interests  and 
the  newspapers,  which  should  foster 
the  freest  exchange  of  commodities 
and  services,  should  approach  traction 
problems  with  a  sympathetic  interest 
toward  their  proper  solution,  but  in- 
stead they  have  been  indifferent  and,  in 
many  cases,  have  lent  themselves  to 
partisan  politics,  which  has  retarded  the 
growth  and  business  activity  of  many 
communities. 

Measures  for  better  city  transporta- 
tion are  closely  interwoven  with  eco- 
nomic and  political  life,  and  require 
public  co-operation  for  their  solution. 
The  problems  are  complicated  and  of  a 
technical  nature.  They  should  be 
studied  in  the  light  of  the  community 
as  a  whole.  But  interests  of  a  partic- 
ular section  or  group,  local  politics, 
prejudice,  and  selfish  interest  have  pre- 
vented, in  the  past,  and  continue  to 
prevent,  at  the  present  time,  the  man- 
agement from  doing  a  real  job. 

Even  responsible  business  men  an'l 
property  owners  understand  little  of  thi- 
great  importance  of  local  transportation 
in  its  relation  to  the  physical,  economic 
and  social  development  of  their  cities. 
Transit  deficiency  and  traffic  conges- 
tion exact  an  intangible  yet  a  great  toll 
upon  their  business  and  upon  property 
values.  Even  the  street  car  rider  takes 
little  or  no  interest  in  constructive 
measures  which  would  improve  the 
service  rendered  him,  his  comfort  and 
convenience.  He  is  wholly  indifferent, 
if  he  is  not  found  in  the  ranks  of 
agitators,  to  increased  taxes  and  ex- 
penses, subsidies  to  school  children;  yet 
it  is  he,  in  the  last  analysis,  who  pays 
the  bill.  His  mind  is  full  of  suspicion 
and  prejudice,  because  he  still  believes 
that  the  policy  of  a  public  utility  is  that 
"the  public  be  damned." 

Not  only  the  street  car  riders — we 
must  remember  that  there  are  40,000,- 
000 — but  the  industries  and  retail  busi- 
nesses whose  very  lives  depend  upon 
mass  transportation,  are  indifferent  to 
the  serious  problems  facing  street  rail- 
way service.  They  are  quick  to  pick  ud 
•  another  fallacy  that  the  street  railways 
are  doomed,  that  they  are  back-numbers, 
and  must  give  way  to  new  forms  of 
transportation.  Yet  any  man  in  his 
sane  mind  must  realize  that  it  will  be 
many,  many  years  before  other  forms 
of  transportation  will  take  the  place 
of  street  cars.  And  many,  many 
changes  will  have  to  be  made  affectinsf 
the  entire  layout  of  whole  cities  before 
such  can  come  to  pass.  The  hope  lies 
in  a  better  understanding  of  the  com- 
plexities of  city  transportation  on  the 
part  of  the  public  and  the  public's 
officials. 


Control  of  Economic  Factors 
in  Operation 

Based  on  a  report  of  the 
T.  &  T.  Committee  on  Operating  Expenses 

By 

JOE  R.  ONG 

Director  of  Research 
Cincinnati  Street  Railway 


Joe  R.  Ong 


r  TNDER  present  conditions  existing 
^  in  the  industry,  railway  manage- 
ments should  be  open  to  the  considera- 
tion of  any  and  all  suggestions  which 
give  promise  of  bettering  the  net  reve- 
nue if  only  to  a  slight  degree.  While  it 
is  granted  that  measures  which  will 
prove  of  great  benefit  to  one  property 
may  not  be  adaptable  to  every  other 
property,  the  report  of  the  committee 
on  operating  economics  of  the  T.  &  T. 
Association  treats  the  subject  in  a  suffi- 
ciently broad  manner  to  provide  sugges- 
tions which  might  be  applicable  to 
almost  any  transportation  company,  re- 
gardless of  size  or  location. 

Following  are  some  of  the  means  used 
to  give  increased  schedule  speed  : 

1.  Installation  of  field  tap  controls  to 
speed  up  cars. 

2.  Installation  of  quick-acting  brakes  to 
increase  braking  rate. 

3.  Installation  of  electric  track  switches. 

4.  Rerouting  in  business  sections  to  elim- 
inate left  turns. 

5.  Change  in  stop  distances  to  reduce 
number  of  stops  per  mile.  (Stop  dis- 
tances recommended  by  various  companies 
are  from  600  ft.  to  as  great  as  1,400  ft.) 

6.  Elimination  of  all  layovers. 

7.  Combining  of  lines  to  eliminate  loop 
mileage. 

Several  companies  have  definitely 
proved  the  value  of  modern  equipment 
from  a  revenue-producing  standpoint  by 
comparing  the  riding  index  on  lines  so 
equipped  with  the  ri(Jing  index  on  lines 
using  older  equipment.     One  company 


reports  an  increase  of  7  per  cent  in  rid'- 
ing  on  lines  with  new  equipment,  or 
about  2,000  new  revenue  passengers  per 
new  car  per  year.  Other  companies 
which  have  acquired  new  cars  during 
the  last  two  years  report  that  riding  has 
lield  up  better  on  the  lines  equipped  with 
new  cars. 

Merch.'vndising  Methods  Used  to 
Increase  Revenue 

Special  traffic  stimulators  have  been 
tried  in  several  cities  in  connection  with 
bargain  days  at  retail  stores.  .Some 
companies  have  worked  out  a  joint 
ticket  arrangement  with  theaters,  parks, 
and  promotors  of  athletic  games.  Others 
are  conducting  sales  meetings  with  their 
employees  in  their  endeavor  to  increase- 
the  sale  of  rides.  One  company  presents 
a  weekly  pass  to  each  new  family  arriv- 
ing in  the  community,  with  a  letter  from 
the  manager  urging  the  newcomers  tO' 
use  the  street  cars,  and  pointing  out  the 
economy  and  time  saved  by  using  the 
convenient  car  service  for  every  purpose. 
Practically  every  company  reporting 
has  recognized  the  value  of  advertising 
in  some  form  to  spread  the  message  of 
safety  and  economy  in  connection  with 
their  service.  The  use  of  posters  and 
car  cards  is  general.  Most  companies 
use  newspaper  space. 

Several  companies  have  increased 
their  revenue  through  the  development 
ot  chartered  bus  business.  This  is 
stimulated  by  the  use  of  both  direct  mail' 
advertising  and  posters  in  the  cars  as 
well  as  newspaper  advertising. 

It  is  more  difficult  to  summarize  the 
various  things  which  have  been  re- 
ported as  effective  in  reducing  operating 
expenses.  In  some  cases,  perhaps, 
major  reductions  can  be  made  at  a  single 
stroke,  such  as  the  introduction  of  one- 
man  operation,  resulting  in  a  material 
reduction  in  trainmen's  wages,  or  the 
substitution  of  new  equipment  for  old 
resulting  in  a  material  reduction  in  the 
equipment  accounts.  If  the  new  equip- 
ment permits  a  materially  higher  speed, 
then  this  will  produce  a  further  reduc-  ■ 

tion  in  trainmen's  wages.  1 

In  addition  to  reducing  car-hours  by 
speeding  up  schedules,  most  companies 
have  been  endeavoring  to  reduce  total' 


Electric  Railway  Journal — Vol.75,  No.ll 
570 


<ar-miles  to  the  lowest  point  consistent 
with  public  needs.  Traffic  checkers 
have  been  employed  to  make  a  count  of 
the  passengers  at  various  hours  of  the 
•day,  and  schedules  have  been  made  more 
flexible  so  that  service  could  be  adjusted 
to  meet  daily  needs.  Many  companies 
liave  been  making  greater  use  of  their 
cut-back  facilities  so  that  the  former 
headways  are  maintained  in  the  more 
thickly  populated  portions  of  the  city, 
while  service  is  reduced  at  the  outer 
ends  of  the  lines.  One  company,  oper- 
ating a  co-ordinated  service  operates 
street  cars  only  in  densely  populated 
areas,  and  uses  buses  to  provide  service 
beyond  the  limits  of  street  car  operation. 


In  connection  with  the  operation  of 
buses,  several  practices  have  been  men- 
tioned which  are  worthy  of  consider- 
ation. The  use  of  a  vehicle  of  the  proper 
size  for  the  amount  of  traffic  on  the 
line  is  mentioned  as  the  way  used  on 
one  property  to  stop  some  of  the  leaks 
in  bus  operation.  By  purchasing  ten 
single-deck  buses  to  use  in  place  of 
double-deck  buses  in  off-peak  hours, 
one  company  has  produced  a  saving  of 
some  $33,000  per  year.  Substitution  of 
buses  for  street  cars  at  night,  on  Sun- 
days and  holidays,  or  at  other  times 
when  riding  is  low,  has  produced  a  very 
satisfactory  saving  in  operating  costs  in 
several  cities. 


Costs  and  Competition 
in  Street  Use 


Based  on  a  report  of  the 
Committee  on  Street  Traffic  Economics 

By 
E.  J.  McILRAITH 

Stafif  Engineer 
Chicago  Surface  Lines 


NO  ONE  denies  that,  in  this  period 
of  remarkable  automotive  develop- 
ment, the  private  automobile  has  con- 
siderably reduced  the  number  of  riders 
on  street  cars  and  buses.  Neverthe- 
less, I  am  of  the  opinion  that  the 
effect  of  the  automobile  upon  the  public 
carrier  has  been  largely  overestimated. 
By  far  the  greater  proportion  of  all 
motor  vehicle  riding  is  new  riding 
created  by  the  automobile,  and  actually 
non-competitive  in  character,  although 
it  is  true  that  much  of  this  travel  in 
cities  could  be  quite  satisfactorily  served 
by  public  transportation.  The  facts 
are  that  while  automobile  registrations 
were  increasing  phenomenally,  pas- 
sengers carried  on  railway  cars  and 
buses  of  the  electric  railway  industry 
of  the  United  States  were  also  increas- 
ing slowly  to  a  maximum  in  1926.  The 
decrease  from  that  time  to  1930  in  num- 
ber of  passengers  carried  has  been  only 
9  per  cent. 

The  Committee  on  Street  Traffic 
Economics  has  conducted  a  study  of 
the  past  history  of  the  automobile  as 
it  has  affected  the  mass  transportation 
agencies,  and  made  some  analysis  of 
what  the  future  may  bring.  The  era 
of  rapid  growth  in  the  automobile  field 
has  definitely  passed.  Sales  resistance 
is  becoming  greater,  and  the  number  of 
persons  who  may  be  classed  as  poten- 


E.  J.  Mcllraith 

tial  motor  vehicle  purchasers  is  be- 
coming less  each  year.  Since  1923  new 
equipment  purchases  in  each  year  have 
been  less  than  in  the  year  before.  This 
trend  will  continue  for  several  years. 
Registration  increase  in  the  next  five 
years  will  probably  be  only  about  10 
per  cent,  although  it  may  amount  to 
20  per  cent.  Up  to  four  years  ago,  the 
yearly  increase  had  always  been  10  per 
cent  and  more. 

It  is  our  conclusion,  then,  that  the 
period  of  most  serious  competition  from 
the  automobile,  measured  in  numbers 
of  vehicles,  has  already  been  practically 
reached.    In  the  larger  cities,  especially. 


there  is  good  evidence  that  the  in- 
creased crowding  of  the  streets  and  the. 
cost  of  travel  in  private  automobiles 
is  definitely  limiting  the  utility  of  the 
private  motor  vehicle.  As  the  charac- 
ter of  the  public  vehicle  and  the  service 
rendered  by  it  are  improved,  it  is  not 
farfetched  to  say  that  the  street  car  and 
the  bus  may  in  the  near  future  be  held 
in  higher  favor  for  the  growing  propor- 
tion of  daily  city  travel. 

Street  crowding,  often  called  traffic 
congestion,  is  definitely  traceable  to  the 
increased  riding  habit  in  the  private 
automobile  with  its  higher  street  occu- 
pancy per  passenger  served.  For  ex- 
ample, a  single-track  street  car  line  will 
carry,  at  about  maximum  capacity, 
13,500  people  in  one  direction.  A  simi- 
lar width  of  pavement  used  by  private 
automobiles  only  will  carry  but  1,575 
people.  Thus,  it  requires  practically 
nine  traffic  lanes  to  carry  as  many 
people  per  hour  as  can  be  carried  by 
the  single-track  street  car  line. 

Traffic  Control  Will  Give 
Ample  Street  Space 

Yet,  extravagantly  as  private  auto- 
mobiles use  the  pavement  area  in  com- 
parison to  the  more  efficient  street  car, 
there  is  ample  street  space  in  every 
city  to  carry  at  least  twice  the  present 
motor  traffic  with  no  more  crowding 
than  at  present.  How  can  this  be 
achieved?  Simply  by  the  application 
of  traffic  control  and  regulation  meas- 
ures designed  to  use  the  street  most 
effectively.  If  these  are  put  in  force, 
it  will  mean  that  much  of  the  present 
curb  parking  on  crowded  streets  will 
have  to  be  eliminated,  progressive 
traffic  signals  must  be  installed  in  many 
places,  so  timed  as  to  speed  up,  rather 
than  hinder,  traffic  movement.  Many 
traffic  signals  already  installed  will 
have  to  be  removed,  and  more  rigid 
control  and  supervision  over  the  least 
necessary  types  of  vehicles  during  the 
crowded  periods  of  the  day  must  be 
accomplished.  This  is  not  a  dream — it 
can  be  and  is  being  accomplished.  The 
methods  used  are  not  spectacular,  they 
do.  not  cost  a  great  deal  of  money,  but 
they  accomplish  much  in  saving  of  time 
and  money  to  the  citizens  of  a  city. 

Some  contend  that  the  traffic  prob- 
lem can  only  be  met  by  wider  streets, 
more  streets,  elevated  highways  and 
grade  separation — all  extensive  struc- 
tural changes.  All  of  these  devices 
may  have  some  place  in  a  comprehen- 
sive traffic  plan,  but  neither  one  nor 
all  will  ever  solve  the  traffic  problem. 
Often  they  only  tend  to  aggravate  fur- 
ther the  present  congestion  by  encour- 
aging less  efficient  street  use  by  private 
automobiles.  If  our  present  street 
system  were  to  be  used  as  efficiently  as 
it  could  be,  keeping  in  mind  first  the 
reasonable  needs  of  majority,  city  streets 
would  easily  be  able  to  handle  all  the 
present  traffic  with  a  liberal  factor  of 
safetv  for  the  future. 


Electric  Railway  JouRiiAL^October,1931 
571 


J.  H.  Alexander 

First  Vice-President 


Walter  'A.  Draper 

Second  Vice-President 


1931—1932 


W.  E.  Wood 

Third  Vice-President 


G.  C.  Hecker 

General  Secretary 


Vice-Presidents  and 
General  Officers 

of  the 


Barron  Collier 

Treasurer 


American  Electric  Railway  Association 


A.  B.  Paterson       Robert  M.  Feustel       Myles  Lambert  H.  E.  Listman 


John  Tintton 


A.  M.  Hill 


Newly  Elected  Members  of  the  Executive  Committee 

All  for  Three- Year  Terms,  Except  Mr.  Hill,  Who  Serves  One  Year 


Electric  Railway  Journal — Vol.75,  No.ll 
572 


Progress  in  Meeting  Major  Problems 


Outlined  at 
Advisory  Council  Session 


Coffin  Award  Presented  to  Milwaukee  Electric  Railway  & 
Light  Company.  Lack  of  confidence  principal  deterrent 
to  world  business  revival,  according  to  Julius  H.  Barnes 


STEPS  taken  by  the  industry  to  solve 
its  problems  and  a  comprehensive 
outline  designed  to  end  the  world 
depression  were  presented  at  the  Ad- 
visory Council  session,  held  at  the  audi- 
torium on  Tuesday  night.  A  large 
crowd  filled  the  convention  hall  to  hear 
these  vital  messages  and  to  witness  the 
presentation  of  the  Coffin  Award  to  the 
Milwaukee  Electric  Railway  &  Light 
Company. 

J.  N.  Shannahan,  chairman  of  the 
Advisory  Council,  opened  the  meeting, 
and  in  his  remarks  cited  the  growth 
of  the  association  and  what  it  has  ac- 
complished. He  discussed  the  problems 
of  preserving  the  investment,  securing 
credit,  impressing  the  public  with  the 
essentiality  of  public  transportation, 
street  congestion,  improved  service,  and 
co-ordination,  and  told  what  had  been 
done  in  the  past  year  toward  solving 
them. 

Future  of  the  Service  a 
Major  Question 

"It  is  proper,"  Mr.  Shannahan  stated, 
"that  we  should  seek  to  conserve  the 
large  investment  of  the  industry.  The 
investor  is  entitled  to  fair  treatment 
on  the  part  of  the  public.  Regulation 
by  public  bodies  should  function  to 
permit  him  reasonable  safety  and  a  fair 
return  in  earnings,  as  well  as  to  insure 
to  the  public  reliable  and  convenient 
service  at  reasonable  cost.  Unless  the 
former  is  granted,  the  latter  is  impos- 
sible. '  Unless  the  investor  is  fairly 
treated,  private  capital  will  be  with- 
drawn to  safer  and  more  remunerative 
fields.  Unwise  public  treatment  can 
sacrifice  investments  already  made  in 
good  faith,  but  it  cannot  force  new 
money  to  be  put  into  a  public  service 
enterprise.  When  that  condition  oc- 
curs the  credit  necessary  for  improve- 
ment and  extension  will  not  be  available 
and   the   quality   of   service   which   the 


J.  N.  Shannahan 

public  has  a  right  to  expect  will  not  be 
possible.  Our  business  has  suffered 
for  a  number  of  years  from  lack  of 
credit.  Until  at  least  a  portion  of  past 
investments  is  salvaged  and  reasonable 
safety  provided  for  the  future,  this  con- 
dition will  remain.  From  the  investors' 
standpoint  alone,  this  situation  is  one 
to  'challenge  the  attention  of  every  fair 
minded  and  thinking  citizen.  But  its 
direct  public  aspects  are  of  even  greater 
importance.  The  major  question  to 
which  we  seek  to  direct  attention  is  not 
so  much  what  is  to  become  of  the  local 
transportation  business,  as  what  is  to 
become  of  the  service  itself.  This  is  a 
question  that  concerns  the  public  even 
more  than  it  does  the  investor. 

"Of  course,  it  assumes  that  public 
transportation  service  is  indispensable 
and  will  remain  so  in  the  future.  There 
is  no  need  for  me  to  establish  for  this 
audience  the  fact  that  the  service  of 
the  companies  represented  here  is  a  vital 
necessity  to  the  millions  who  are  de- 
pendent  upon   it   for   their   daily   travel 


needs.  But  there  are  many  in  this  motor 
age,  who,  not  fully  aware  of  the  facts, 
are  inclined  to  jump  to  the  conclusion 
that  street  railways  are  rapidly  out- 
living their  usefulness.  Those  who  hold 
this  view  do  not  realize  that  despite  the 
widespread  ownership  of  automobiles, 
approximately  75  per  cent  of  those  who 
travel  to  and  from  central  business 
areas  in  the  larger  urban  centers  of  the 
country  are  dependent  upon  public 
transportation  for  their  daily  travel 
needs.  Nor  are  they  aware  that  during 
the  relatively  short  periods  of  maximum 
demand ;  that  is,  during  the  rush  hours 
morning  and  evening  when  workers  are 
traveling  between  their  homes  and 
places  of  employment,  public  travel 
facilities  are  even  more  vitally  neces- 
sary then  is  indicated  by  figures  based 
upon  the  total  movement  throughout 
the  day. 

"Any  suggestion  that  public  transit 
facilities  can  be  dispensed  with,  even 
in  this  age  of  luxurious  automobile 
transportation,  is  economically  and 
physically  inconceivable.  No  program 
of  street  and  garage  construction  would 
begin  to  permit  everyone  to  travel  in 
cities  by  automobiles,  even  if  we  are 
willing  to  assume  that  they  could  afiford 
to  do  so.  The  need  for  public  trans- 
portation service  in  urban  areas  -s  in- 
creasing— not  decreasing.  Thoujrh  the 
widespread  ownership  of  private  cars 
enables  many  to  'provide  their  own 
transportation,  this  very  convenience  of 
the  automobile  has  created  a  large  in- 
crease in  social  and  economic  activity 
and  in  the  habit  of  moving  about. 

"Street  congestion  is  today  one  of  the 
most  serious  problems  of  the  modern 
city.  As  fast  as  improvements  are  made 
in  existing  arteries  they  are  saturated 
by  the  insistent  demand  for  additional 
street  space.  We  are  convinced  that 
the  improvement  of  public  transit  t"i 
the  point  where  the  public  will  be  wil  - 


Electric  Railway  Journal — October,  1931 
573 


ing  to  use  it  to  a  larger  extent  for 
ordinary  travel  purposes  is  an  impor- 
tant factor  in  the  solution  of  the  street 
congestion  problem.  In  fact,  this  seems 
to  offer  the  only  economically  feasible 
method  of  remedying  the  traffic  jam  of 
modern  cities  and  avoiding  the  threat 
to  the  stability  of  hundreds  of  millions 
of  centrally  located  property  values. 

"This  industry  has  not  been  sitting 
by  waiting  for  others  to  aid  in  the 
solution  of  its  problems.  While  seeking 
public  co-operation  it  has  been  exert- 
ing itself  to  the  utmost  to  put  its  own 
house  in  order — to  improve  its  tech- 
nique and  methods  to  the  limit  of  its 
financial  ability.  Coming  after  more 
than  a  decade  of  economic  stringency, 
the  additional  pressure  of  the  past  year 
has  called  upon  our  courage  and  in- 
genuity to  the  very  utmost.  Neverthe- 
less, it  is  gratifying  to  be  able  to  report 
that  very  real  progress  has  been  made 
during  the  past  year  in  the  application 
of  modern  co-operative  research  to  the 
important  and  immediate  problem  of 
developing  improved  types  of  street 
cars.  Progress  has  also  been  made 
by  the  Committee  on  Fare  Structures 
whose  purpose  is  to  analyze  the  problem 
of  street  railway  fares  with  the  object 
of  developing  an  equitable  and  fair  sys- 
tem of  local  transportation  rates  which 
will  provide  not  only  necessary  revenue, 
but  which  will  tend  to  stimulate  that 
class  of  riding  needed  to  balance  our 
load  factor  so  that  the  transportation 
system  may  be  made  of  maximum  use 
to  the  community. 

"If  we  stop  for  a  moment  to  consider 
ourselves  objectively,  it  may  help  us 
to  realize  that  our  efforts  to  solve  our 
own  problems  take  on  a  new  signif- 
icance. If  we  can  do  that,  we  can  go 
back  to  our  appointed  tasks  to  take 
up  the  problems  of  the  future,  to  en- 
counter success  and  failure,  difficulty 
and  achievement,  inspired  by  the  reali- 
zation that  we  have  a  vital  part  in  a 
great  enterprise,  a  great  adventure — 
that  of  making  our  country  and  the 
world  a  better  place  in  which  to  live." 

Milwaukee  Company  Presented 
WITH  Coffin  Medal 

Following  Mr.  Shannahan's  address. 
President  Hanna  read  the  report  of  the 
Committee  on  the  Charles  A.  Coffin 
Foundation  Awiard  and  presented  to 
S.  B.  Way,  president  and  general  man- 
ager of  the  Milwaukee  Electric  Rail- 
way &  Light  Company,  the  Coffin  Medal. 
William  A.  Daniels,  representing  the 
Employees'  Association  of  the  Com- 
pany, was  given  the  accompanying 
check  for  $1,000.  Abstracts  of  the 
briefs  presented  by  the  four  competitors 
in  the  contest  appear  elsewhere  in  this 
issue. 

The  address  of  the  evening  was  made 
by  Julius  H.  Barnes,  chairman  of  the 
board  of  the  Chamber  of  Commerce  of 
the  United   States.     "Lack  of  national 


and  international  confidence  is  the  chief 
cause  of  the  present  difficult  situation 
and  its  restoration  is  the  chief  need  of 
the  world,'"  Mr.  Barnes  declared.  "The 
evil  effects  which  flow  from  lack  of 
confidence  are  apparent.  It  creates 
caution  and  fear,  and  shrinks  the  normal 
expenditures  of  ordinary  living  which 
maintain  manufacturers,  merchants,  dis- 
tributors, transportation  and  factories. 
It  results  in  reduced  consumption,  low- 
ering of  commodity  prices,  the  sale  at 
low  prices  of  good  securities  and  pre- 
vents the  flow  of  capital  from  the  centers 
where  it  tends  to  accumulate  in  idle- 
ness to  the  places  and  employments  in 
which  it  is  needed. 

Sound  Courses  Outlined  to 
Restore  Equilibrium 

"The  time  has  come  when  business 
men  of  the  world  must  take  determined 
action  in  defining  sound  courses  under 
which  a  restored  equilibrium  of  busi- 
ness may  reflect  into  a  restored  welfare 
of  whole  peoples.  This  program,"  Mr. 
Barnes  continued,  "must  include  in  its 
essentials  these  points : 

"1.  France  and  Germany  must  earn- 
estly and  sincerely  seek  an  accord  by 
which  the  world  shall  have  a  political 
moratorium.  The  time  has  come  for 
nations  to  think  less  about  borders  and 
frontiers,  and  more  about  expanding 
interchange  of  goods  and  finance  on 
which  will  rise  the  welfare  of  all 
peoples. 

"2.  Great  Britain  is  assured  of  a 
friendly  understanding  and  co-opera- 
tion in  these  days  of  trial  and  perplex- 
ity. Balanced  budgets  and  national 
economy  will  rebuild  her  financial  posi- 
tions. 

"3.  For  all  of  Europe,  an  atmosphere 
of  peace  and  confidence  would  greatly 
contribute  to  the  welfare  of  their 
peoples.  Business  men  hope  the  com- 
ing disarmament  conference  in  Europe 
will  point  the  way  to  lighter  burdens 
laid  on  industry  and  on  individuals  in 
all  these  countries.  More  than  that  it 
should  create  a  new  spirit  of  inter- 
national good  will,  thereby  stimulating 
international  finance  and  international 
trade. 

"4.  South  America  with  its  vast  potan- 
tialities  for  trade  and  commerce  will 
lay  the  foundations  for  a  new  confidence. 
But  political  instability  repels  timid 
capital.  There  must  be  a  realization 
that  self  government  assures  a  continu- 
ity of  administrative  responsibility 
under  which  capital  may  venture. 

"5.  Here  in  America  we  also  have  the 
problem  of  how  to  restore  national  con- 
fidence in  such  a  way  that  our  resources 
and  energy  shall  expand  the  fabric  of 
trade  until  it  takes  up  the  fringe  of 
unemployment.  These  things  are  sug- 
gested to  restore  confidence  and  enter- 
prise in  America:  (a)  Join  the  World 
Court,  and  thereby  show  international 
co-operation   and  good  will ;    (b)    Pre- 


pare to  support  a  sound  program  oi 
international  finance  to  follow  the  short 
moratorium;  (_c)  Press  for  effective 
results  from  the  coming  disarmament 
conference;  (d)  Stretch  and  spread 
employment  to  the  utmost;  (e)  Revise 
the  40-year-old  anti-trust  laws  which 
today  destroy  the  small  business;  (f) 
Frame  our  tax  requirements  to  spread 
justly  and  fairly  where  it  can  best  be 
borne  without  injury;  (g)  Give  regu- 
lated industry  like  the  railroads  a  fair 
chance  to  maintain  their  earnings  and 
credit;  (h)  Exercise  economy  in  na- 
tional expenditures;  (i)  Reassure  the 
individual  American  that  we  shall  pre- 
serve the  traditions  of  private  enter- 
prise, and  that  governments  shall  be 
an  empire  only  to  preserve  fair  play 
between  its  people;  (j)  Continue  to 
adjust  the  protective  tariff;  (k)  Use 
the  great  reservoir  of  American  sym- 
pathy and  its  genius  for  organization  in 
caring  for  cases  of  individual  mis- 
fortune, and  (1)  Avoid  in  any  form, 
donations  from  the  national  treasury 
as  charity  dole. 

"6.  For  all  self-governing  peoples  of 
the  world  this  period  of  distress  should 
invoke  a  sober  study  and  understanding 
of  the  relations  of  governments  to  the 
individual  activities  of  their  people. 
Clearly,  after  the  occurrence  of  these 
last  few  months,  people  who  aspire  to 
self-government  must  demonstrate  their 
fitness  for  such  exercise  of  power.  It 
is  necessary  that  they  clarify  their  con- 
ception of  the  province  of  government. 

Economic  Forces  Better  Understood 

"Today  in  America,  there  has  never 
been  such  an  understanding  of  the 
economic  forces  which  have  culminated 
in  this  depression,  and  with  it  never 
such  quick  human  sympathy  as  desires 
to  be  helpful  in  alleviating  the  mis- 
fortune and  distress  that  flows  from 
this  dislocation.  This  depression  seems 
deeper  because  of  the  advanced  stand- 
ards to  which  we  have  attained.  After 
all  the  real  capital  of  people  rests  in 
their  character  and  their  ability.  They 
can  rebuild  from  misfortune.  They 
can  re-create  and  reconstruct.  But  they 
need  for  that  a  confidence  resting  on 
conviction  that  they  have  a  free  and 
fair  opportunity.  In  that  respect  there 
is  a  solemn  obligation  on  government 
that  it  shall  preserve  that  fair  field  of 
opportunity.  There  is  a  solemn  obli- 
gation as  well  on  business  leadership 
that  it  shall  recognize  that  modern  busi- 
ness is  invested  with  welfare  of  all  its 
workers  and  that  it  must  labor  unceas- 
ingly to  advance  that  welfare.  This  I 
believe  to  be  the  conviction  of  the  busi- 
ness world  today. 

"This  spirit  in  business  leadership  and 
the  evidence  that  self-governing  people 
are  possessed  of  understanding,  self- 
control,  fortitude  and  courage  will  re- 
create confidence — the  first  prerequisite 
to  world  recoverv." 


Electric  Railway  Journal — Vol.75, No.ll 
574 


American  Committees 


MANY  noteworthy  accomplish- 
ments are  recorded  in  the  re- 
ports of  the  committees  of  the 
American  Association  for  the  year  just 
ended.  Addresses  covering  the  work  of 
the  Committees  on  Fare  Structures  and 
Street  Traffic  Economics  were  presented 
at  the  general  session  of  the  associa- 
tion on  Thursday,  and  appear  in 
abstract  among  the  other  addresses.  Re- 
ports of  the  special  committees  on  Re- 
vision of  Constitution  and  Bylaws,  and 
Employee  Relations  are  presented 
below,  as  are  the  reports  of  the  Standing 
Committees  on  Publicity  and  National 
Relations. 

National  Relations 

The  Interstate  Commerce  Commis- 
■^ion,  in  a  series  of  hearings,  has  had 
under  consideration  the  problem  of 
highway  transportation,  and  the  Wash- 
ington office  and  its  staff  have  been 
utilized  by  the  attorneys  of  several  mem- 
ber lines  in  the  preparation  and  presen- 
tation of  evidence  in  the  aforesaid  hear- 
ings. Six  member  companies  utilized 
the  Washington  office  and  library  for 
-L'\eral  days,  and  the  general  counsel 
.md  his  staff  assisted  in  the  preparation 
of  exhibits  and  evidence  of  ten  wit- 
nesses who  took  two  full  days  to  put  in 
their  evidence  in  the  aforesaid  hearings. 

Following  the  presentation  of  evidence 
by  six  member  company  lines,  and  on 
account  of  the  importance  of  the  gen- 
eral subject  of  highway  transportation, 
the  general  counsel,  at  the  direction  of 
the  Executive  Committee,  prepared  and 
filed  a  brief  and  argument  with  the 
Interstate  Commerce  Commission  on 
behalf  of  the  American  Electric  Rail- 
way Association,  setting  out  in  consider- 
able detail  the  position  of  the  Associa- 
tion on  this  all-important  subject. 
Copies  of  such  brief  and  argument  were 
printed  and  distributed  to  all  member 
companies,  State  and  national  associa- 
tions, public  utility  commissions,  State 
officials,  chambers  of  commerce,  and 
parties  in  interest  generally. 

For  several  years  the  committee  has 
been  endeavoring  to  obtain  a  clarifica- 
tion of  the  Interstate  Commerce  Act 
so  that  electric  railways  reporting  to  the 
commission  may  know  what  their  status 
is  under  the  law.  The  position  taken 
by  the  Government  concerning  inter- 
urban  electric  railways  has  raised  such 
a  fog  of  uncertainty  in  regard  to  the 
position  o£  such  railways  under  the 
Interstate  Commerce  Act  that  a  final 
settlement  of  this  troublesome  problem 
must  be  had  before  any  electric  railway 


Had  Active 
Year 


that  reports  to  the  commission  may  be 
certain  of  its  status. 

Efforts  have  been  made  from  time 
to  time  to  interest  Congress  in  the  sub- 
ject, but  in  the  absence  of  agreement 
on  the  part  of  the  Interstate  Commerce 
Commission  and  the  state  public  utilities 
commissions  and  the  industry  as  a  whole, 
no  progress  has  been  made  in  obtaining 
the  necessary  statutory  enactments. 
Representatives  of  your  committee  have 
had  several  conferences,  during  the  past 
year,  with  representatives  of  the  Legis- 
lative Committee  of  the  National  Asso- 
ciation of  Railroad  and  Utilities  Com- 
missioners, and  with  representatives  of 
the  Interstate  Commerce  Commission, 
for  the  discussion  of  proposed  legisla- 
tion to  remove  the  ambiguities  in  the 
Interstate  Commerce  Act.  Such  discus- 
sions and  conferences,  it  is  believed, 
have  materially  advanced  the  ultimate 
solution  of  the  problem  of  clarifying 
the  act.  Until  such  legislation  is  passed 
or  until  the  Supreme  Court  by  a  deci- 
sion clarifies  the  subject,  no  electric 
railway  reporting  to  the  commission 
may  be  at  all  certain  of  its  status  under 
the  excluding  language  of  various  pro- 
visions of  the  act. 

At  the  request  of  certain  member 
lines,  the  Washington  office  made  a 
study  and  report  on  the  subject  of  the 
Safety  Appliance  Acts  and  their  appli- 
cation to  electric  railways  reporting  to 
the  commission  as  found  in  the  various 
decisions  of  the  Federal  courts.  In  con- 
nection with  this  subject  it  should  be 
pointed  out  that  the  Safety  Appliance 
Acts  generally  require  electric  railway 
equipment  operating  on  electric  rail- 
roads reporting  to  the  commission  to 
comply  with  all  their  provisions. 

At  the  direction  of  the  Executive 
Committee  of  the  association,  the  Wash- 
ington office  canvassed  electric  railway 
mail-carrying  lines  (both  member  and 
non-member  lines)  in  regard  to  the 
commencement  of  an  action  for  the  in- 
crease of  electric  railway  rates  of  mail 
pay.  In  the  last  decision  of  the  Inter- 
state Commerce  Commission  fixing 
rates  of  mail  pay  for  short-line  steam 
railroads,  the  rates  so  fixed  were  con- 
siderably higher  than  comparative  rates 
paid  to  interurban  companies  carrying 
mail.  It  was  thought  that  possibly  a 
case  might  be  prepared  to  enhance  the 
earnings  of  interurban  companies  from 


mail  pay,  and  a  bulletin  was  put  out 
to  all  electric  railways  reporting  to  the 
commission  asking  co-operation.  After 
the  receipt  of  a  number  of  letters  indi- 
cating a  lack  of  interest,  and  a  request 
on  the  part  of  the  heaviest  mail  pay 
electric  line  member  that  the  subject  be 
dropped  for  the  present,  the  matter  was 
filed  for  future  reference  and  will  again 
be  taken  up  at  a  more  propitious  time. 

In  this  connection,  the  committee 
points  out  that  an  inequality  exists  in 
the  rate  of  pay  fixed  for  electric  inter- 
urban lines  as  compared  to  short-line 
steam  roads,  and  it  is  the  thought  of 
the  committee  that  a  persuasive  case 
could  be  made  before  the  commission 
to  secure  increased  rates  for  interurban 
mail-carrying  lines. 

In  the  71st  Congress  there  were  three 
sessions.  The  bill  in  which  this  indus- 
try was  most  interested  as  a  construc- 
tive piece  of  legislation  was  the  Motor 
Bus  Bill.  It  passed  the  House  early 
in  the  71st  Congress,  but  failed  to  pass 
the  Senate.  It  will  no  doubt  be  a  meas- 
ure of  major  importance  during  the 
coming  session  of  Congress  which  con- 
venes in  December.  In  passing,  the 
committee  calls  attention  to  the  fact 
that  the  December  Congressional  ses- 
sion is  so  evenly  divided  between  the 
major  parties  that  at  the  time  this 
report  is  written  no  one  can  predict  with 
accuracy  which  party  will  organize  and 
have  control  of  the  committees  in  the 
House  of  Representatives.  The  natural 
result  of  this  condition  will  be  that  con- 
structive legislation  will  be  difficult  to 
pass.  In  other  words,  the  power  in 
Congress  will  be  exercised  without  the 
restraining  effects  of  party  responsibil- 
ity. The  committee  looks  for  a  con- 
siderable number  of  bills  proposing  leg- 
islation adverse  to  the  electric  railway 
industry's  interest,  and  on  this  account 
the  committee  renews  its  request,  and 
desires  to  emphasize  it  this  year,  that 
all  member  lines  respond  promptly  to 
calls  for  information  and  assistance  in 
legislative  matters. 

Revision  of  the  Constitution 
and  Bylaws 

After  thorough  discussion  the  com- 
mittee agreed  that  it  would  be  inadvis- 
able to  attempt  to  carry  out  the  original 
plan  of  effecting  a  complete  revision  of 
the  association's  basic  document  this 
year.  It  was  felt  that  the  drafting  of  a 
complete  revision  should  be  deferred  to 
give  more  time  for  further  study  to 
the  many  angles  of  the  problem.  A 
plan  was  discussed  for  anticipating  the 


\ 


Electric  Railway  Journal — October,  1931 

575 


proposed  complete  revision  of  the  con- 
stitution and  bylaws  by  changing  the 
name  of  the  association  this  year  to 
accord  with  the  broader  field  of  inter- 
est of  its  member  companies  than  is 
indicated  by  the  present  name.  The 
committee  decided,  however,  that  the 
advantages  to  be  gained  from  a  change 
in  name  at  this  time  do  not  outweigh 
the  disadvantages  that  might  ensue 
from  premature  action  on  this  detail 
before  the  entire  problem  of  constitu- 
tion revision  is  worked  out. 

The  committee  recommended  the  sub- 
stitution of  the  following  paragraph  in 
place  of  four  existing  paragraphs  in 
Section  IV  (a)  dealing  with  mem- 
bership : 

"One  of  the  qualifications  for  company 
membership  shall  be  that  in  the  opinion  of 
the  Executive  Committee,  the  applicant 
shall  be  conducting  its  business  in  con- 
formity with  the  policies  of  this  associ- 
ation. In  considering  applications  for 
membership  the  Executive  Committee 
should  seek  the  advice  of  member  com- 
panies in  the  territory  in  which  the  appli- 
cant conducts  its  business  and  shall  give 
consideration  to  the  standing  of  the  appli- 
cant among  such  neighboring  members." 

The  committee  also  considered  two 
changes  in  the  constitution  recom- 
mended to  it  by  the  Nominating  Com- 
mittee. The  first  of  these  involves  a  re- 
duction in  the  number  of  vice-presidents 
from  four  to  three,  and  the  second  pro- 
vides for  the  creation  of  an  additional 
operating  member  at  large  on  the 
Executive  Committee  to  serve  for  a  term 
of  one  year.  The  Nominating  Com- 
mittee suggested  that  a  move  should  be 
made  this  year  toward  eliminating  the 
practice  which  has  grown  up  of 
nominating  the  vice-presidents  in  pro- 
gression through  four  grades  to  the 
presidency.  Adherence  to  this  prece- 
dent has  meant  in  effect  that  the  man 
nominated  for  fourth  vice-president  has 
been  named  for  the  presidency  of  the 
association  five  years  before  the  year  in 
which  he  is  expected  to  serve.  For  a 
number  of  years  many  officers  and  mem- 
bers of  the  Executive  Committee  have 
held  that  this  custom  is  not  good 
practice  for  the  association  to  follow, 
and  it  has  been  urged  that  a  change 
should  be  made  in  the  constitution 
which  would  change  this  practice. 

The  second  change  recommended  by 
the  Nominating  Committee,  that  an 
operating  member  at  large  be  added  to 
the  Executive  Committee  to  serve  for  a 
term  of  one  year,  was  proposed  in  order 
that  all  interests  concerned  might  be 
fully  represented  on  the  Executive 
Committee  next  year  when  the  impor- 
tant subject  of  complete  revision  of  the 
constitution  will  be  under  consideration 
again.  The  suggested  change  will  also 
maintain  the  present  number  of  operat- 
ing company  representatives  on  the 
Executive  Committee,  the  new  office  of 
member  at  large  for  a  one  year  term 
taking  the  place  of  the  fourth  vice- 
president. 


After  full  consideration  the  commit- 
tee voted  unanimously  to  adopt  the 
changes  in  the  constitution  recom- 
mended by  the  Nominating  Committee. 

Another  item  considered  was  a  sug- 
gested addition  to  the  bylaws  growing 
out  of  a  question  of  interpretation  with 
respect  to  the  method  of  calculating 
dues  payable  by  operating  member 
companies,  the  particular  point  involved 
being  the  meaning  of  the  phrase 
"gross  receipts  derived  from  electric 
railway  operation  and  other  forms  of 
transportation  service"  as  used  in  Para- 
graph (b)  of  Section  XIV.  The  in- 
terpretation placed  upon  the  present 
Paragraph  (b)  of  Section  XIV  by  the 
Finance  Committee  was  that  gross  re- 
ceipts used  for  calculating  dues  should 
include  all  operating  revenue  accounts 
from  Nos.  101  to  119,  inclusive.  The 
drafting  sub-committee  agreed  with  this 
interpretation  of  the  present  bylaws  but 
felt  that  it  was  inadvisable,  for  the 
future,  to  include  Income  Account  No. 
118  (Power)  in  calculating  dues.  The 
following  paragraph  was  thereupon 
adopted  to  be  inserted  between  the 
present  first  and  second  paragraphs  of 
Division  (b)  in  Section  XIV: 

"Gross  receipts  as  used  herein  shall  be 
the  sum  of  operating  revenues  from  all 
forms  of  transportation  engaged  in  by  the 
company  and  its  controlled  subsidiaries, 
and  shall  include  operating  revenue  ac- 
counts Nos.  101  to  119  inclusive,  with  the 
exception  of  Account  No.  118  (power)  as 
prescribed  by  the  Interstate  Commerce 
Commission  Classification  of  Accounts  for 
Electric  Railways,  or  their  equivalent  for 
the  other  forms  of  transportation." 

In  conclusion,  the  committee  recom- 
mended strongly  that  the  work  of  com- 
plete revision  of  the  constitution  and 
change  in  the  name  of  the  association 
be  continued,  and  that  every  effort  be 
made  to  complete  the  entire  reorganiza- 
tion of  the  association's  structure  dur- 
ing the  next  association  year. 

Publicity 

At  the  beginning  of  the  present  asso- 
ciation year,  the  Committee  on  Publicity 
adopted  a  program  of  eight  major  sub- 
jects with  which  it  should  deal  during 
the  year.  Those  subjects  were :  traffic 
congestion  relief,  economy  and  safety 
of  public  transportation,  community 
value  of  co-ordinated  public  transpor- 
tation, selling  public  transportation, 
accident  prevention,  intercity  service, 
modernized  franchises,  and  tax  relief. 

Traffic  congestion  relief  has  been  fea- 
tured above  other  subjects.  The  com- 
mittee has  tried  particularly  to  draw  the 
attention  of  newspapers,  periodicals, 
civic  bodies  and  public  officials  to  the 
causes  of  traffic  congestion  and  ap- 
proved remedies  for  it.  In  all  publicity 
material  directed  to  these  sources,  the 
committee  has  endeavored  to  tie  up  the 
situation  with  the  broader  aspects  of  all 
urban  life,    in   order  that  the   problem 


might  not  be  dismissed  as  a  minor  thing 
which,  if  ignored,  eventually  would 
solve  itself.  The  committee  has  re- 
ceived a  cordial  and  intelligent  response 
to  its  effort,  especially  from  the  daily 
newspapers. 

Despite  the  fact  that  all  accident  pre- 
vention committees  of  the  various  asso- 
ciations have  been  disbanded,  the  pub- 
licity committee  has  continuously  carried 
on  a  safety  program.  It  regrets  very 
much  the  dissolution  of  these  accident 
prevention  committees,  because  in  pre- 
vious years  they  have  been  the  source 
of  many  valuable  advertising  and  pub- 
licity suggestions.  Inasmuch  as  acci- 
dents still  are  draining  the  industry  of 
about  4  per  cent  of  its  gross  receipts, 
the  committee  suggests  consideration  of 
the  advisability  of  a  study  designed  to 
co-ordinate  the  accident  prevention 
work  of  the  association  and  the  Na- 
tional Safety  Council,  Street  Safety 
Section. 

Progress  has  been  made  in  the  study 
of  direct  selling  of  transportation,  but 
this  situation  still  is  in  an  incipient 
state,  and  only  a  brief  report  can  be 
made  on  it.  The  director  of  advertis- 
ing has  -co-operated  with  one  of  the 
major  companies  in  canvassing  6,000 
families  to  get  their  reaction  on  serv- 
ice, and  to  lay  a  groundwork  for  in- 
tensive direct  sales  planning.  The 
survey  was  made  by  30  employees  in 
their  spare  time,  and  results  were  very 
enlightening  and  satisfactory.  This  work 
continues. 

The  advertising  section  at  present  is 
engaged  in  putting  into  shape  material 
forwarded  from  many  parts  of  the  country 
in  connection  with  community  value  of 
co-ordinated  transportation.  Limited 
service  has  been  rendered  in  connection 
with  modernized  franchise  in  intercity 
service  and  tax  relief  subjects.  The 
reason  for  this  is  that  there  have  been 
few  developments  on  these  three  sub- 
jects within  the  association  during  the 
last  year. 

Because  of  unusual  economic  condi- 
tions, which  varied  greatly  in  different 
parts  of  the  country,  the  committee  en- 
deavored this  year  to  make  its  service 
to  members  more  personal  than  ever  be- 
fore. The  writing  of  local  copy,  it  was 
felt,  would  be  most  beneficial.  Pri- 
marily, an  issue  of  the  loose  leaf  ad- 
vertising folder,  containing  some  2.500 
samples  of  advertisements  and  posters, 
was  prepared  and  distributed.  Companies 
then  were  urged  to  write  the  associa- 
tion special  requests.  The  response  was 
encouraging,  an  average  of  ten  a  week 
being  received  throughout  the  year. 
This  was  approximately  double  the  spe- 
cial requests  for  the  previous  year  and 
also  was  the  high  mark  for  any  special 
association  service. 

The  committee  believes  that  recent 
developments  and  improvements  in  port- 
able talking  movie  machines  make  it 
advisable  the  feasibility  of  entering  the 


Electric  Railway  Journal — Vol.75,  No.ll 
576 


talking  film  field  be  carefully  con- 
sidered. A  shortage  of  speakers  always 
has  existed  within  the  industry,  and  as 
a  result  publicity  has  been  restricted. 
The  conviction  has  existed  for  a  long 
time  that  the  industry's  story  should  be 
told  more  broadly  by  word  of  mouth. 
Particularly  there  should  be  a  speaker 
at  every  State  and  sectional  transporta- 
tion meeting,  and  at  as  many  large  busi- 
ness gatherings  of  all  kinds  as  possible 
to  present  the  industry's  problems  from 
a  national  standpoint.  This  program 
has  not  been  carried  out  because  of 
lack  of  time,  cost  and  other  considera- 
tions. The  committee  believes  that  if  a 
practical  portable  talkie  projection  ma- 
chine can  be  obtained,  and  the  proper 
films  inade  to  go  with  it,  talking  pro- 
grams could  be  presented  at  many  such 
meetings. 

As  to  the  major  subjects  to  be  fol- 
lowed during  the  coming  year,  the  com- 
mittee believes  that  the  eight  approved 
at  the  outset  of  1931  still  are  the  most 
important  confronting  the  industry  and 
it  would  again  recommend  that  they  be 
given  major  attention. 

Employee  Relations 

It  was  decided  to  focus  attention  of 
the  committee  for  this  season  largely 
on  the  following  activities : 

1.  Promulgating  the  plan  for  train- 
ing leaders  for  employee  conferences 
of  all  kinds  by  sponsoring  training 
courses  wherever  and  whenever  such 
courses  are  desired  locally  and  are  finan- 
cially feasible. 

2.  Studying,  with  the  aid  of  the  re- 
search facilities  of  the  association,  what 
appeared  to  be  topics  of  outstanding 
interest  in  the  personnel  field,  including : 
(a)  Bonuses  and  awards,  (b)  Retire- 
ment annuities  (pensions),  and  group 
or  other  insurance  schemes,  (c)  Em- 
ployee training  and  follow-up. 

3.  Studying  the  whole  field  of  em- 
ployee relations  with  a  view  to  recom- 
mending, for  the  guidance  of  future 
committees,  the  topics  most  likely  to 
prove  profitable  for  investigation. 

4.  Providing  such  participation  in  the 
annual  convention  program  as  would 
help  to  arouse  interest  in  the  recom- 
mendations of  the  committee.  Included 
were  plans  for  a  luncheon  conference 
to  be  sponsored  by  the  chairman  and 
for  an  exhibit  of  the  personnel  work  of 
member  companies.  A  leader-training 
course,  to  be  held  at  the  time  and  place 
of  the  convention,  was  considered  but 
was  deemed  impracticable  at  this  time. 

Subcommittees  were  appointed  to 
carry  out  assignments  made  in  accord- 
ance with  the  above  plans.  At  the  later 
meetings  of  the  committee  the  work  of 
these  subcommittees  was  reviewed  and 
their  recommendations  acted  upon. 
•Their  reports,  which  have  had  the 
consideration  of  the  main  committee, 
are  presented  as  appendixes. 


At  the  beginning  of  the  season  the 
committee  had  hoped  to  arrange  for 
four  or  five  regional  training  courses 
for  conference  leaders.  On  account  of 
the  adverse  conditions  in  the  industry 
it  proved  practicable  to  hold  but  two 
courses,  one  in  Chicago  and  one  in 
Boston.  Both  were  successful,  each  in 
a  slightly  different  way  although  the 
scope  and  plan  of  both  courses  were 
similar.  In  Chicago  there  was  greater 
interest  among  electric  railways  and  a 
slightly  larger  attendance.  One  result 
of  the  Boston  course  was  the  appoint- 
ment of  an  inter-utility  committee  (elec- 
tric railway,  electricity  and  gas)  to 
continue  the  interest  through  some  kind 
of  informal  "get-togethers."  A  leaflet 
was  prepared  setting  forth  "The 
A.E.R.A.  Plan  for  Training  Leaders 
to  Conduct  Conferences." 

A  special  subcommittee,  after  a  care- 
ful study  of  this  subject,  came  to  the 
following  conclusions :  That  industry 
should  take  steps  to  formulate  its  own 
plans  for  retirement  of  aged  and  dis- 
abled employees  based  upon  uniform 
principles ;  that  a  portion  of  the  prob- 
lem of  old-age  maintenance  should  be 
placed  upon  the  individual,  or  in  other 
words,  permanent  retirement  plans 
should  be  contributory  and  not  entirely 
free ;  that  such  plans  should  be  carefully 
calculated,  trusteed  and  made  financially 
sound. 

The  same  subcommittee  reports  the 
following  conclusions  under  the  above 
heading :    That    the    recent    depression, 


with  its  consequent  unemployment,  has 
emphasized  the  real  value  placed  upon 
group-insurance  protection  for  the  em- 
ployee, and  that  group  insurance  acts 
as  an  acceptable  tie-in  between  employer 
and  employee;  that  group  insurance 
programs  should  be  built  upon  a  con- 
tributory rather  than  a  free  basis;  that 
programs  covering  health  and  accident 
are  highly  desirable,  whether  separate 
or  tied  in  with  group  insurance. 

Research  by  the  stibcommittee  as- 
signed to  this  topic  disclosed  enough 
actual  and  extended  experience  with 
bonuses  and  awards,  especially  in  con- 
nection with  accident  reduction,  to  fur- 
nish a  factual  basis  for  intelligent 
analysis  of  their  local  applicability  on 
any  property.  Many  companies  are 
securing  substantial  benefits  from  bonus 
plans.  The  subcommittee  has  per- 
formed a  helpful  task  in  indicating  the 
trends  in  this  field,  without  going  into 
details  of  particular  plans. 

In  view  of  a  decision  not  to  hold  an 
Atlantic  City  training  course  this  year, 
it  was  decided  to  arrange  for  visits  by 
a  representative  of  the  committee  to 
conveniently  located  properties  with  a 
view  to  arousing  greater  interest  in  the 
conference  plan.  Mr.  Cox  made  the 
two-week  tour  in  which  he  visited  a 
number  of  properties  in  Virginia,  Ken- 
tucky, Ohio,  and  Maryland  and  in  each 
city  gave  such  assistance  along  per- 
sonnel lines  as  was  desired  locally  and 
was  feasible  in  the  limited  time  avail- 
able. 


Old  and  New  Executive  Committees 
Hold  Convention  Meetings 


A  FINAL  meeting  of  the  outgoing 
Executive  Committee  was  held  at 
Atlantic  City  on  Sunday  evening,  Sep- 
tember 27,  just  prior  to  the  opening  of 
the  50th  Annual  Convention.  Brief  re- 
ports were  received  from  the  various 
convention  committees  indicating  that 
all  preparations  had  been  completed  for 
the  opening  on  the  following  day.  Chair- 
men of  several  of  the  standing  and  spe- 
cial committees  outlined  briefly  the  re- 
ports which  their  committees  had  to 
submit.  At  the  conclusion  of  the  meet- 
ing, D.  W.  Harvey,  general  manager 
Toronto  Transportation  Commission,  in- 
vited the  American  Electric  Railway 
Association  to  hold  its  next  annual  con- 
vention at  Toronto  in  conjunction  with 
the  convention  of  the  Canadian  Electric 
Railway  Association. 

On  Thursday  afternoon,  the  first  meet- 
ing of  the  new  Executive  Committee 
was  held  with  the  new  president.  G.  A. 
Richardson,  in  the  chair.  F.  W.  Doo- 
little,  chairman  Finance  Committee, 
spoke  at  some  length  on  the  financial 
affairs  of  the  association,  and  outlined 
a  program  for  the  coming  year  which 


met  with  the  unanimous  approval  of  the 
committee.  President  Richardson  an- 
nounced the  appointment  of  a  committee 
to  co-operate  with  the  managing  director 
in  the  preparation  of  a  brief  to  be  pre- 
sented to  the  United  States  Chamber  of 
Commerce  in  connection  with  its  study 
of  the  urban  transportation  problems. 
Appointment  of  a  number  of  committee 
chairmen  for  the  coming  year  was  also 
announced  as  follows : 

Finance — F.  W.   Doolittle. 

Subjects  and  Meetings — Walter  A. 
Draper. 

Publicity — -Barron  Collier. 

Advisory  Equipment  Financing — Thomas 
Conway,  Jr. 

Revision  of  Constitution  and  By-Laws — 
F.  W.  Doolittle. 

Co-operation  with  State  and  Sectional 
Associations — F.  R.  Coates. 

Employee  Relations — A.   B.   Paterson. 

Fare  Structures — Edward  Dana. 

Insurance- — H.  B.  Potter. 

Manufacturers'  Advisory — Safford  K. 
Colby. 

Street  Traffic  Economics— E.  J.  Mcllraith. 

Taxation— E.  W.  Wakelee. 

Policy — ^J.  H.  Hanna. 


Electric  Railway  Journal — October,  1931 
577 


Coffin  Award  won  by 


Milwaukee 


T.M.E.R.&L.  brief  tells  how  riding  and 
revenue  were  increased  and  service  improved. 
Notable  records  of  accomplishments  were 
also  presented  by  electric  railways  in  Balti- 
more, Des  Moines  and  San  Francisco 


ACHIEVEMENTS  of  an  unusually 
f-\  high  order  of  merit  were  recorded 
■^  ^by  each  of  the  four  contestants  in 
the  ninth  annual  contest  for  the  Charles 
A.  Coffin  Award  made  to  "that  electric 
railway  company  within  the  United 
States  and  Canada  which  during  the 
year  has  made  a  distingfuished  con- 
tribution to  the  development  of  electric 
railway  transportation  for  the  con- 
venience of  the  public  and  the  benefit 
of  the  industry."  As  in  previous  years, 
six  principal  factors  were  considered 
in    making    the    award.      These    are : 

(1)  more    riders    and    more    revenue; 

(2)  a  friendly  public;  (3)  lower  costs 
and  increased  reliability  of  service ; 
(4)  increased  safety  for  riders,  em- 
ployees and  the  public ;  (5)  co-operation 
between  management  and  employees; 
(6)  financial  accomplishments.  Pres- 
entations were  made  bv  the   following 


companies: 
Des  Moines 
Railway,  Mar- 
ket Street  Rail- 
way of  San  Francisco,  the  Milwaukee 
Electric  Railway  &  Light  Company,  and 
the  United  Railways  &  Electric  Company 
of  Baltimore.  These  presentations  show 
the  successful  efforts  of  all  of  the  compet- 
ing companies  in  improving  the  service 
rendered  by  them  to  the  public,  their 
progress  in  merchandising  rail  trans- 
portation, the  exercise  of  great  in- 
genuity in  planning  and  carrying  out 
programs  of  improvement  against  the 
influence  of  many  opposing  forces.  AH 
of  the  contestants  have  reason  to  be 
proud  of  their  accomplishments,  and 
it  was  only  after  prolonged  considera- 
tion that  the  committee  selected  the 
Milwaukee  Electric  Railway  &  Light 
Company  to  receive  the  1931  prize. 


Riders  and  Revenue  Increased  at  Milwaukee 


The  Milwaukee  company  furnishes  co- 
otdinated  railway  and  bus  service  to 
nearly  1,000,000  people 


"/CONTINUITY  in  progress"  is  the 
V>»  phrase  selected  by  the  Milwaukee 
company  to  describe  the  achievements 
recorded  in  its  presentation.  The  brief 
points  out  that  when  an  undertaking 
has  been  under  the  same  direction  for 
more  than  a  generation,  sensational 
changes  from  one  year  to  the  next  are 
unlikely.  The  achievements  recorded 
are  the  fruition  of  policies  long  and 
persistently  pursued.  Nevertheless,  the 
company  was  able  to  meet  the  letter  of 
the  contest  specifications  through  the 
work  done  in  the  immediate  past. 

Improving  service  to  attract  patron- 
age and  adjusting  rates  to  popularize 
the  use  of  this  service  were  outstand- 
ing achievements  of  the  Milwaukee 
company.  "More  riders  and  more  reve- 
nue" were  accomplished  literally  despite 
the  devastating  effect  of  widespread 
unemployment. 
The  introduction  of  a  new  fare  struc- 


ture on  May  4,  1930,  was  accelerated 
by  the  demand  of  the  city  of  Milwaukee 
that  a  single  fare  schedule  should  be 
applicable  to  any  area  annexed.  The 
Railroad  Commission  did  not  recognize 
the  city's  argument  as  valid,  but  it 
did  make  the  fares  apply  within  a 
radius  of  about  5.5  miles,  instead  of 
3.7  miles,  regardless  of  political  sub- 
divisions. The  plan  adopted  made  ex- 
tensive use  of  the  weekly  pass  as  told 
in  an  article  published  in  the  Septem- 
ber issue  of  the  Journal.  In  the  first 
year  after  the  change,  revenue  was 
fully  maintained  in  the  face  of  the  hard 
times,  and  riding  increased  8.65  per 
cent,  whereas  car-hours  decreased  6.9 
per  cent.  Peak  loads  were  reduced 
because  of  economic  conditions,  but  the 
total  traffic  increased  because  of  the 
short-haul,  oflf-peak  riding  induced  Dy 
the  pass. 

The  combination  of  10  cents  cash 
(formerly  7  cents)  and  the  pass 
reduced  the  time  of  fare  transactions 
by  60  per  cent  thereby  raising  the  net 
operating  sjieed  in  twelve  months  from 
9.22  to  9.73  m.p.h.,  while  the  ratio  of 
one-man  operation  rose  from  82.2  per 
cent  to  89.5  per  cent.  A  further  de- 
parture from  traditional  practice  was 
the  removal  of  all  direction,  route  and 
intersection  restrictions  from  transfers 
This  resulted  in  a  pass  type  of  transfer 
which  is  good  up  to  IJ  hours  after  the 
original  time  of  tendering  fare.  The 
effect  of  this  hourly  pass  was  to  in- 
crease cash  fares  in  the  face  of  the 
seasonal  downward  trend.  Apparently, 
this  is  due  to  the  creation  of  short-haul 
round-trip  riders. 

Facilities  of  the  Milwaukee  company 
have  been  increased  steadily  year  by 
year.  The  modernization  of  the  several 
interurbans  extending  out  of  the  city 
has   involved  the  largest  single  outlay 


Electric  Railway  Journal — Vol.75,  No.ll 
578 


<jf  capital.  The  company  was  faced  by 
the  alternative  of  allowing  these  inter- 
urbans  gradually  to  go  to  seed,  or 
bringing  them  up  to  a  standard  that 
would  quicken  Milwaukee's  growth  to 
the  status  of  a  great  metropolis.  A 
similarly  progressive  policy  has  been 
adopted  for  the  expansion  of  freight 
business,  including  co-operation  with 
motor-truck  concerns  for  store-door 
delivery. 

That  the  company  foresaw  the  pos- 
sibilities of  motor  bus  operation,  and 
knew  how  to  protect  itself  against  com- 
petition, despite  the  absence  of  regula- 
tion, is  apparent  from  the  fact  that  its 
interurban   bus  operation   goes  back   to 

1919,  its   city    feeder   bus   operation   to 

1920,  and  its  city  de  luxe  operation  to 
1923.  Almost  all  of  such  operation  was 
new  mileage.  Rail  lines  have  been  ex- 
tended and  modernized — not  sacrificed. 
In  1930,  intefurban  bus  vehicle-miles 
were  23  times  greater  than  in  1921, 
advancing  from  100,032  to  2,320,175. 
Round-trip  route-miles  at  the  same  time 
increased  from  59  to  1,938.6. 

This  company  pioneered  in  the 
United  States  with  the  use  of  powdered 
fuel  and  high-pressure  steam.  Its  effi- 
cient power  practices  are  reflected  in 
the  low  cost  of  energy  delivered  to  the 
railway  department.   In  substation  work 


|.|8 
c£s  6 


_      'Grosk^assenaers^^ 





Passenger  rev 

enue 



1 

200  g 
175 

150  ijg 
I25'5ji 
100  s^ 


1972  mi  1924  1925  1926  1927  1928  1929  1930 

Both  the  number  of  passengers  carried  and 
the  passenger  revenue  of  T.M.E.R.&L. 
Company  have  been  increased  in  recent 
years 

this  company  was  also  among  the  first 
users  of  the  mercury  arc  rectifier.  The 
brief  outlines  changes  in  substation 
practice,  including  the  introduafcion  of 
automatics.  The  modernization  of  the 
intern  rbans  was  accompanied  by  im- 
proved voltage,  obtained  chiefly  through 
increasing  the  number  of  substations. 
Trolley  and  span  wire  breaks  are  con- 
tinually decreasing.  Composition  trol- 
ley wire  is  saving  about  one-third  of 
the  renewal  cost.  Particularly  interest- 
ing is  the  graphiting  of  trolley  wire 
which  has  helped  greatly  to  make  pos- 
sible the  100  per  cent  use  of  trolley 
shoes. 

The  statistics  presented  show  that 
with  equipment  of  rising  average  age, 
pull-ins  have  been  reduced  and  main- 
tenance cost  cut  steadily  from  year  to 
year.  Special  attention  has  been  di- 
rected to  betterments  in  air  brakes  and 
treadle-door  mechanisms,  whereby  the 
braking  distances  have  been  shortened 
and  door  accidents  reduced. 

Outstanding  achievements  of  the  way 
and  structures  department  were  the  in- 
troduction of  chrome  nickel  special 
work  and  higher  standards  of  concrete 
track   construction,   with   liberal   use  of 


J 


Establishment  of  improved  rapid  transit  service  to  outlying  towns  has  been  an 
outstanding  accomplishment  of  T.M.E.R.&L.  Company 


specialized  machinery.  The  passage  of 
time  has  demonstrated  that  these  prac- 
tices are  sound  and  economical. 

Much  could  be  said  of  safety  prac- 
tices and  policies,  but  the  measure  of 
efficiency  probably  will  always  remain 
the  percentage  of  gross  earnings  de- 
manded for  the  injuries  and  damages 
account.  In  this  respect,  the  Milwaukee 
company  reports  that  this  ratio  fell  to 
2.76  per  cent  in  the  first  year  of  the 
new  fare  structure.  Among  speci.il 
achievements  of  the  safety  work  are : 
Reduction  of  treadle  accidents  through 
various  improvements;  development  of 
a  clinic  for  accident-prone  trainmen, 
which  has  raised  all  but  a  hopeless  few 
to  records  better  than  the  average : 
successful  use  of  the  spirit  of  einulation 
in  attaining  and  retaining  high  per- 
centage of  men  completely  free  of 
chargeable  accidents  for  periods  of  one, 
two  and  three  years ;  interest-arousing 
methods  of  discussing  accidents  by 
means  of  a  portable  traffic  laboratory, 
and  by  showing  that  greater  safety 
with  greater  speed  raises  the  bonus. 

Since  1911,  the  company  has  dealt 
with  its  employees  through  an  Em- 
ployees' Mutual  Benefit  Association 
whose  activities  probably  are  the  most 
varied  in  America.  Through  a  plan 
whereby  employees  pay  75  cents  a 
month  dues  and  the  company  pays  1.25 
per  cent  of  operating  revenue,  it  is 
possible  to  give  the  members  a  great 
variety  of  benefits  in  health  work, 
pensions,  insurance,  social  activities,  and 
education  for  every  helpful  purpose. 
The  attainment  of  twenty  years  of 
unbroken  industrial  peace  is  offered  as 
an  argument  for  the  success  of  this 
plan. 

In  1921,  Milwaukee  inaugurated  ap- 
plied psychology  in  the  selection  of 
trainmen.  Since  the  first  work  along 
these  lines,  it  has  improved  its  methods 
to  the  point  where  nearly  all  the  men 
who  show  superiority  in  the  tests  prove 
equally  superior  in  practice.  So  satis- 
factory have  been  the  results,  that 
psychological  selection  has  been  ex- 
tended to  such  non-manual  employment 
as  carhouse  clerks,  in  addition  to  power, 
substation  line  and  shop  jobs. 


One  branch  of  the  Employees'  Mutual 
Benefit  Association  is  an  educational 
department,  which,  in  the  course  of 
eleven  years,  has  grown  to  the  extent 
of  offering  about  100  different  courses. 
Many  of  these  courses  are  of  direct 
value  to  different  types  of  transporta- 
tion employees.  All  E.M.B.A.  lessons 
are  free,  regardless  of  the  student's 
performance.  If  outside  courses  are 
taken,  the  expense  is  defrayed  by  the 
E.M.B.A.  upon  evidence  of  satisfactory 
completion  by  the  student. 

When  the  original  merit  and  demerit 
system  was  widely  tried  by  electric  rail- 
ways nearly  a  generation  ago,  the  Mil- 
waukee company  accepted  it  on  the 
basis  that  the  permanent  success  of 
such  a  scheme  depended  upon  assuring 
the  employee  continued  financial  benefit 
from  better  work.  The  fear  motive 
was  regarded  as  of  no  permanent  value. 
Time  has  justified  this  policy.  Instead 
of  dropping  the  grading  system  for 
platform  men,  Milwaukee  has  revised 
and  expanded  such  grading  since  1914. 
Furthermore,  the  principle  of  mutual 
gain-sharing  has  been  extended  to  an 
increasing  variety  of  jobs  in  all  the 
engineering  divisions  and  even  to  cer- 
tain kinds  of  clerical  work.  In  general, 
the  men  receive  40  or  50  per  cent  of 
the  savings  due  to  more  efficient 
methods.  Since  the  company  carries 
the  administrative  expenses  of  the  bonus 
system,  the  employees  really  get  the 
lion's  share. 

There  are  two  outstanding  financial 
achievements  of^  the  company.  First, 
the  fixed  charges  have  been  consistently 
reduced.  In  1.920  the  funded  debt  was 
52  per  cent.  Furthermore,  in  1930  the 
total  capitalization  was  about  $9,000,000 
less  than  "total  property  and  plant," 
thereby  bringing  the  funded  debt  ratio 
down  to  48  per  cent. 

An  achievement  of  the  current  year 
has  been  the  redemption  of  6\  per  cent 
notes  which  are  not  due  until  1933,  and 
the  calling  of  7  per  cent  War-time 
preferred  stock.  This,  saves  $100,000 
per  annum  in  fixed  charges  at  a  time 
when  such  savings  count  most.  More- 
over, the  remaining  securities  are  en- 
hanced in  value. 


Electric  Railway  Journal — October.  1931 
579 


Second,  the  record  of  the  company 
in  the  sale  of  preferred  stock  to  cus- 
tomers may  be  summarized  by  stating 
that  professional  salesmen  have  been 
engaged  in  this  work  since  its  formal 
organization  in  1918;  that  the  company 
has    paid    dividends    on    its    preferred 


stock  without  a  break 
for  30  years ;  and  that 
the  price  of  its  6  per 
cent  preferred  in  recent 
years  has  fluctuated  less 
than  United  States  4-J 
per  cent  Liberty  Bonds. 


W  '^ 


Stability  Achieved  at  Baltimore 


TODAY  residents  of  Baltimore  can 
say  of  their  street  railway  service 
not  only  that  it  is  up-to-date,  that  its 
fare  is  reasonable,  and  that  it  is  finan- 
cially a  stable  and  dependable  industry, 
but  they  can  say,  in  a  sense  never  pos- 
sible before,  that  it  gives  them  "rapid 
transit."  Behind  this  lies  a  record  of 
accomplishment  ably  presented  in  the 
company's  brief  for  the  Coffin  Award. 
A  policy  of  street  railway  management 
and  operation,  shorn  of  display  and 
directed  to  the  achievement  of  stability, 
produced  in  1930,  for  the  United  Rail- 
ways &  Electric  Company  of  Baltimore, 
a  depth  of  public  confidence,  a  soundness 
of  financial  rating,  and,  for  the  past 
year  of  depression,  a  relative  constancy 
of  patronage  and  revenue  sufficient  to 
demonstrate  the  inherent  vitality  of  a 
carefully   guided   transportation   utility. 

First  there  confronted  this  company 
the  need  of  a  rate  of  fare  commensurate 
with  modern  costs  and  service  de- 
mands. The  years  following  the_World 
War  had  witnessed  a  succession  of 
''street  car  fare  cases"  before  the  Mary- 
land Public  Service  Commission,  each 
one  approached  by  the  company  with 
the  hat-in-hand  manner,  almost  apolo- 
getically, each  one  fought  by  the  Peo- 
ple's Counsel,  each  increase  granted 
grudgingly.  None  of  these  rates  began 
to  produce  a  rate  of  return  approaching 
the  7i  to  8  per  cent  returns  earned  by 
other  utilities  and  sanctioned  by  public 
regulation  and  the  courts.  In  the  face 
of  this  situation,  this  company  began, 
on  Aug.  1,  1927,  its  fight  for  leg.il 
sanction  of  the  principle  that  a  rate  of 
return  of  7^  to  8  per  cent  should  also 
be  approved  for  electric  railway  utilities. 

It  began  also  at  the  same  time  a 
fight  for  a  proper  and  adequate  de- 
preciation reserve.  For  many  years 
public  regulation  had  decreed  that  the 
amount  to  be  laid  aside  annually  by 
this  property  for  depreciation  should 
be  5  per  cent  of  its  gross  revenue.  As 
a  part  of  its  case  for  a  fare  that  would 
produce  a  just  return  on  the  value  of 
its  property,  the  company  contended  for 
a  method  of  computing  depreciation 
that  would  put  a  stop  to  the  direct  an- 
nual losses  in  equity,  accruing  to  the 
owners  of  the  property  because  of  the 
lack  of  balance  between  actual  deprecia- 
tion and  the  depreciation  reserve. 

The  fight  was  carried  finally  to  the 
United  States  Supreme  Court,  which, 
on  Jan.  6,  1930,  rendered  an  opinion 
that  depreciation  allowance  is  properly 


figured  on  present 
value,  and  that  any  at- 
tempt to  enforce  rates 
yielding  less  than  7^ 
per  cent  (in  this  case 
7.44  per  cent)  was  as 
confiscatory  for  an  elec- 
tric railway  utility  as 
for  any  other  utility.  As 
a  result  of  this  decision, 
a  straight  10-cent  fare 
went  into  effect  on  Feb. 
6,  1930. 

Then  began  the  sec- 
ond stage  of  the  com- 
pany's program  —  serv- 
ice improvement. 
Throughout  the  summer 
of   1929,  the  staff  of  the  company  had    this   publicly  within  two  months  after 


Speedy  service  with  attractive  new  cars  has  won  popular 
favor  in  Baltimore 


v/orked  on  plans  and  specifications  for 
new  rolling  stock,  and  early  in  the  fall, 
a  definite  statement  of  a  conservative 
program  of  service  improvement  was 
publicly  made.  This  program  involved 
the  purchase  of  50  modern  street  cars. 
More  than  three  months  before  the 
Supreme  Court's  decision  was  handed 
down,  bids  on  the  construction  of  these 
cars  were  asked  for.  At  least  two 
weeks  before  the  decision  arrived,  con- 
tracts had  been  awarded.  So  encourag- 
ing were  the  company's  operating  re- 
sults after  the  new  fare  became  effective 
that  the  board  of  directors  promptly 
authorized    an    expansion    of    the    im 


the   new    fare   had   gone   into   effect. 

The  third  step  in  the  company's  pro- 
gram was  to  solve  the  problem  of  reha- 
bilitating electric  railway  credit.  Faith  in 
the  soundness  of  this  company's  posi- 
tion even  before  the  United  States 
Supreme  Court's  decision  and  the 
launching  of  its  service  improvement 
program,  was  based  upon  the  appaient 
stability  of  its  earning  power  as  shown 
in  the  statements  of  its  gross  earnings 
over  the  past  six-year  period.  In  this 
time  the  company's  earnings  have 
scarcely  varied  more  than  $500,000.  But 
after  the  decision  in  "the  Baltimore 
Case,"   faith   in  the  company's  stability 


provement  plans  to  call  for  the  purchase    and  belief  in  the  soundness  of  its  credit 


of  150  new  cars  instead  of  50,  and  to 
include  a  three-year  program  for  re- 
building and  speeding  up  300  cars  then 
in  service.    It  was  possible  to  announce 


The  information  bureau  of  the  United  Rail- 
ways &  Electric  Company  of  Bahimore 
answers  100,000  questions  a  year 


increased   to   a    notable   extent. 

A  readiness  to  listen  to  public  appeals 
for  rea.sonable  expansions  and  exten- 
sions of  service  helped  in  1930  to  con- 
tinue and  to  enhance  a  favorable  state 
of  public  understanding  and  co-opera- 
tion with  the  company.  In  spite  of  the 
fact  that  1930  was  not  generally  viewed 
as  a  favorable  year  for  undertaking 
expansions  and  extensions,  this  com- 
]iany,  during  that  year,  added  four  new 
bus  lines :  double-tracked  a  single-track 
car  line  in  the  suburbs  for  a  distance 
of  three-quarters  of  a  mile;  built  new 
track,  loops  and  curves  at  sixteen  dif- 
ferent points  on  the  system  for  more 
efficient  operation  of  the  new  cars,  and 
carried  on  for  the  entire  year  the  oper- 
ation of  a  25-cent  de  luxe  coach  line 
introduced  in  Baltimore  in  the  fall  of 
1929.  This  -line  proved  unprofitable, 
and  was  given  up  at  the  end  of  the 
year. 

With  all  these  advances  in  the  promo- 
tion and  improvement  of  the  company's 
service,    operating    expenses    in     1930 


Electric  Railway  Journal — Vol.75,  No.ll 
580 


were  $300,083.78  less  tlian  those  of 
1929.  In  addition  to  this,  fixed  charges 
were  reduced  $102,200  through  the 
retirement  of  the  portions  of  funded 
debt  to  which  reference  has  been  made. 

Despite  higher  operating  speeds, 
heavier  street  traffic,  etc.,  the  company 
had  a  decrease  of  5.2  per  cent  in  total 
accidents  in  1930  compared  with  1929. 
No  distinction  is  made  in  the  figures 
between  "Chargeable"  and  "Non- 
Chargeable"  accidents.  Since  1919  street 
railway  accidents  of  every  sort  in 
Baltimore  have  been  reduced  38  per 
cent. 

None  of  these  accomplishments  would 
have  been  possible  without  the  most 
unselfish,  thoroughgoing  and  enthu- 
siastic employee  co-operation.  During 
1930  a  series  of  "Public  Information 
Conferences"  was  inaugurated  with 
employees  who  were  members  of  neigh- 
borhood and  community  associations  in 
Baltimore.  Through  this  system  there 
was  present  at  each  neighborhood  im- 
provement association  meeting  during 
the   year   a   United    Railways'    man,    a 


•5-sii 


Average  speed  of  street  cars  has  been  sub- 
stantially increased  in  Baltimore 


respected  resident  of  the  neighborhood, 
fully  equipped  to  answer  all  questions 
about  street  railway  problems  of  that 
community  or  of  the  city  generally,  or 
authorized  to  see  that  the  questions 
were  fully  and  frankly  answered  by 
some  qualified  person  in  the  company's 
organization. 

A  suggestion  box  system,  calculated 
to  make  of  the  company's  5,000  em- 
ployees a  "Better  Service  Army"  con- 
stantly on  the  alert  for  chances  to  im- 
jirove  service  and  produce  economies, 
made  a  remarkab'.e  record  in  1930.  A 
regular  and  permanent  system  of  group 
conferences  for  groups  of  supervisory 
employees,  reached,  in  1930,  a  point  of 
perfection  greater  than  it  had  previ- 
ously attained.  But  perhaps  this  com- 
pany's outstanding  accomplishment  af- 
fecting the  relationship  between  its 
men  and  its  management  lies  in  the 
changeover  from  two-man  to  one-man 
operation  when  the  new  cars  went  into 
service,  involving  a  total  reduction  in 
platform  personnel  of  32.8  per  cent. 
It  was  accomplished  with  the  utmost 
smoothness  and  lack  of  friction  by  the 
simple  expedient  of  making  most  of  the 
new  installations  during  periods  of  the 
year  when  additional  men  would  nor- 
mally have  had  to  be  hired. 

In  general,  this  company's  method 
of   merchandising   its   service   involved 


frank  publicity  about  its  affairs,  the 
distribution  of  information  about  the 
company's  business  and  its  service, 
making  it  easy  to  use  the  cars  and 
buses  conveniently  by  inviting  queries 
of  all  sorts ;  contacts  with  all  public 
officials  whose  work  afifects  the  com- 
pany's business ;  performing  free  ad- 
vertising    services     for     civic     bodies 


engaged  in  civic  or  neighborhood  pro- 
motional or  charitable  affairs;  the  swift 
and  satisfactory  adjustment  of  service 
complaints,  and  promoting  the  use  of 
the  service  not  only  by  these  means, 
but  by  advertising  designed  to  increase 
public  realization  of  the  superior  econ- 
omy and  convenience  of  street  car 
riding. 


Substantial  Economies  Effected  at  Des  Moines 


THE  Des  Moines  Railway  claims 
to  have  demonstrated  that  street 
cars  can  be  operated  efficiently  at  very 
low  cost  in  medium-sized  American 
cities,  and  that  they  must,  therefore, 
be  continued  in  these  cities  as  the 
principal  mode  of  public  transporta- 
tion. Of  all  its  accomplishments  in 
1930,  that  of  greatest  interest  to  the 
entire  electric  railway  industry  is  this 
claim  to  efficient  operation  at  low  cost 

All  cars  in  Des  Moines  were  operated 
by  two  men  during  the  first  half  of 
1930.  Complete  changeover  to  one-man 
operation  of  cars  was  effected  in  the 
six  weeks  from  July  4  to  Aug.  18. 
Consequently,  the  full  economy  of  one- 
man  operation  was  not  realized  during 
1930.  Nevertheless,  the  operating  ratio 
for  the  year  was  62.26. 

This  healthy  condition  of  the  Des 
Moines  Railway  today  stands  out  in 
striking  contrast  to  that  prevailing  be- 
fore the  advent  of  the  present  manage- 
ment on  July  16,  1929.  In  early  1929 
a  labor  dispute  which  had  seethed  for 
years  was  as  yet  unsettled.  Fifty 
archaic  trolley  cars  with  wooden  seats 
were  operated  daily.  Two  men  were 
kept  at  work  on  every  street  car.  The 
old  company  was  hampered  by  public 
and  political  ill  will,  and  hopelessly 
mired  in  receivership. 

For  years  the  progress  of  the  com- 
pany had  been  spotted  with  strikes, 
fare  difficulties  and  occasional  suspen- 
sions of  service.  During  1921,  a  model 
service-at-cost      franchise      had      been 


granted  by  the  city.  At  the  same  time, 
a  new  union  contract  had  been  signed 
which  provided  for  the  employment  of 
two  men  on  every  car  until  1940.  This 
contract  closed  tbe  door  to  the  main 
escape  from  increasing  expenses.  The 
company  asked  that  a  new  contract  be 
signed  with  the  union  and  that  the  oper- 
ation of  one-man  cars  be  permitted. 
The  union  refused  to  change  the  con- 
tract, and  was  upheld  in  its  stand  by 
the  State  Supreme  Court.  Revenues 
continued  to  drop.  The  introduction 
of  $1.25  weekly  pass  in  1926  helped 
to  remedy  the  decline,  but  did  not  com- 
pletely cure  it.  The  company  passed 
into  the  hands  of  the  receivers,  and 
finally  was  sold  to  the  present  owners. 
Among  the  difficulties  which  con- 
fronted the  new  management  were  tht; 
following : 

1.  An  operating  expense  of  27  cents  per 
car-mile,  without  depreciation. 

2.  A  tax  burden  that  had  increased  by 
leaps  and  bounds  until  it  consumed  10  per 
cent  of  the  total  gross  revenue  of  the 
company. 

3.  A  strongly  organized  disgruntled 
group  of  trainmen,  who  had  been  con- 
cerned in  the  past  in  numerous  strikes. 

4.  Intense  opposition  to  one-man  cars. 
Efforts  had  been  made  for  years  to  break 
the  contract  that  prohibited  the  operation 
of  one-man  cars  until  1940.  The  new  man- 
agement had  not  purchased  this  contract 
with  the  balance  of  the  property  at  the 
receiver's  sale,  and  therefore  was  con- 
fronted with  the  necessity  of  either  enter- 
ing into  a  new  union  contract  providing 
lor  one-man  operation,  or  of  refusing  to 


The  Des  Moines  Railway  has  demonstrated  that  street  cars  can  be  efficiently 
operated  and  at  low  cost  in  medium-sized  American  cities 


Electric  Railway  Journal — October,  1931 
581 


deal   with   the   union   as   an   organization. 

5.  A  deplorable  state  of  public  relations. 
Newspapers  were  extremely  unfriendly. 
The  property  for  ten  years  had  been  the 
campaign  issue  of  politicians.  Public  ill 
will  had  been  fostered  in  a  large  measure 
by  the  struggle  between  the  trainmen  and 
the  company. 

6.  Thirty  per  cent  of  all  street  cars  were 
obsolete  and  unfit  for  operation  under 
modern  conditions. 

7.  One  hundred  and  one  fairly  modern 
cars  not  equipped   for  one-man  operation. 

In  addition  to  these  immediate  prob- 
lems, it  was  necessary  to  develop  ways 
and  means  of  turning  a  decreasing  and 
insufficient  net  revenue  into  a  figure 
that  would  warrant  the  continuation  of 
the  property  as  a  railway  undertaking. 

Accomplishments  -recorded  during 
1930  include  the  following: 

1.  Operating  costs  without  depreciation 
were  reduced  from  21  to  17.62  cents  per 
car-mile.  This  was  accomplished  by  the 
elimination  of  dead  wood  in  all  depart- 
ments, and  through  consolidation  and 
elimination  of  departments. 

2.  Through  efforts  of  the  company,  a 
new  law  was  passed  by  the  State  Legis- 
lature which  places  tax  jurisdiction  of 
public  utilities  under  the  State  tax  com- 
mission instead  of  the  three  city,  State  and 
county  bodies.  It  is  believed  that  taxes 
will  be  greatly  reduced  under  the  new 
method  of  assessment. 

3.  During  the  year  1930,  a  previously 
hostile  group  of  trainmen  has  become  a 
decidedly  friendly  one.  Despite  everything 
that  had  gone  before,  the  trainmen  in- 
structed their  officials  to  appear  before  the 
City  Council  to  withdraw  their  previous 
objections  to  the  operation  of  cars  by  one 
man,  and  have  since  manifested  a  spirit 
of  friendly  co-operation  toward  the 
company. 

4.  One-man  operation  was  accepted  and 
approved  by  the  trainmen,  the  city  author- 
ities and  the  riding  public. 

5.  An  era  of  friendship  and  trust  between 
car  riders,  civic  bodies  and  the  company 
has  replaced  the  old  antagonism.  News- 
papers have  ceased  their  attacks  upon  the 
company,  and  every  paper,  without  excep- 
tion, is  now  friendly  to  its  interests. 

6.  New  labor  agreements  were  negoti- 
ated which  permits  the  operation  of  the 
cars  by  one  man. 

7.  Improvement  in  net  income  from  a 
state  of  anticipated  default  to  complete 
solvency.  It  is  the  belief  of  tlie  present 
management  that  a  surplus  will  result  with 


the  return  of  business  to  normal  condition. 
8.  Thirty  per  cent  of  all  equipment  was 
obsolete  eighteen  months  ago.  One  hun- 
dred and  sixty-three  street  cars  were  main- 
tained. In  eighteen  months,  63  cars  have 
been  scrapped,  and  50  new  cars  of  modern 
design  have  been  placed  in  service.  Ten 
were  purchased  in  late  1929.     Forty  more 


were  bought  in  1930.  One  hundred  and 
forty-five  cars  are  now  maintained  to 
render  30  per  cent  more  service. 

9.  In  order  to  institute  complete  one- 
man  operation,  it  was  necessary  to  remodel 
101  cars.  This  was  accomplished  in  100 
days.  Within  six  months,  145  one-man 
cars  were  in  service. 


New  Franchise  a  Notable 
Achievement  at  San  Francisco 


SETTLEMENT  of  an  extremely  com- 
plicated franchise  situation,  in  the 
face  of  what  were  generally  conceded 
to  be  almost  hopelessly  adverse  con- 
ditions, was  the  outstanding  accom- 
plishment reported  by  the  Market  Street 
Railway,  San  Francisco.  The  problem 
was  originally  tackled  by  the  new 
management  five  years  ago.  A  mili- 
tantly  hostile  press  was  leading  well- 
organized  political  ownership  forces 
which  had  already  established  one  of 
the  strong  city-owned  street  railways 
of  the  country.  This  same  savage  op- 
position had  the  public  behind  it  suffi- 
ciently strong  to  have  just  previously 
defeated,  by  a  vote  of  9  to  1,  an  efifort 
to  turn  over  the  privately  owned  lines 
to  the  city  at  a  fair  price,  and  was  in 
full  cry  to  "take  the  property  as  junk" 
on  "a  streak  of  rust"  basis.  So  strongly 
were  the  city  legislative  officers  bound 
by  their  avowed  policies  to  "drive  the 
private  company  of  the  city,"  that  they 
could  not  participate  in  a  move  to  settle 
the  tangle  fairly  without  laying  them- 
selves open  to  the  charge  of  having 
"sold  out."  And  they  openly  boasted 
that  victory  for  them  lay  along  the 
course  of  exterminating  private  capital 
from  the  street  railway  business  in  San 
Francisco. 

The  new  management  embarked  upon 
a  policy  of  winning  its  rights  directly 
from  the  public,  despite  the  hostile 
press,  and  aimed  at  a  form  of  operating 
grant  to  take  the  place  of  expired  and 
expiring  franchises  which  would  place 
the  matter  out  of  reach  of  politics. 
Recognizing  that  in  the  past  the  in- 
dustry has  found  political  settlements 
expensive  and  unstable  at  best,  the  com- 


pany succeeded  with  the  people  where 
it  could  not  make  progress  with  tlie 
press  and  legislative  officials.  The  com- 
pany's operating  permit  is  now  a  part 
of  the  city  charter  by  vote  of  the  peo- 
ple. The  charter,  of  course,  is  the 
mandatory  law  governing  the  city's 
lawmakers.  The  charter  amendment 
also  relieves  the  company  from  certain 
destructive  provisions  which  are  still  in 
the  charter,  but,  by  virtue  of  the  new 
operating  permit,  do  not  apply  to  the 
company's  property.  While  the  city's 
right  to  purchase  for  purposes  of 
municipal  ownership  and  operation  re- 
main unimpaired,  the  new  operating 
permit  protects  the  company  by  pro- 
viding that  such  purchase  shall  be  at 
"fair  value." 

To  achieve  these  ends,  the  funda- 
mentals of  good  service — public  frank- 
ness and  an  open-door  policy  to  public 
and  employees  alike — constantly  pro- 
gressing improvements  in  service  and 
equipment,  were  relied  upon.  The 
ideas  developed  on  the  property,  and 
advanced  practices,  worked  out  else- 
where in  the  industry,  were  applied 
impartially  to  attain  success. 

The  property  has  been  well  main- 
tained and  many  improvements  made 
wholly  out  of  earnings.  Speed  has  been 
materially  increased  and  power  costs 
cut  despite  some  of  the  heaviest  grades 
in  the  country  and  increased  traffic 
signals.  Accidents  were  reduced  27.7 
per  cent  in  1930.  The  company's 
bonded  debt  was  cut  from  $12,329,000 
in  1925  to  $8,857,500,  a  reduction  of 
$3,471,500.  Without  any  demands  from 
the  men,  wages  were  increased  $225,000 
per  annum. 


*SU: 


The  illuminated  white  fronts  of  the  Market  Street  Railway  cars  have  both  merchandising  and 

accident  prevention  value 

Electric  Railway  Journal — Vol.75,  No.U 
582 


Luncheon  Conferences  Cover 

Many  Important  Subjects 


LUNCHEON  conferences,  held  at 
noon  on  three  days  during  the  week, 
'  were  organized  in  four  groups  of 
three  each  :  (_  1  j  meeting  problems  dur- 
ing the  depression,  (2)  co-ordination, 
(3)  service  improvement  and  fare  ex- 
periments, and  (4)  traffic  regulation 
and  planning. 

Large  and  Small  City  Activities 

Results  of  outstanding  policies  and 
methods  adopted  during  'the  present 
business  depression  by  large-city 
companies,  by  small-city  companies 
and  by  interurban  lines  were  the 
subjects-  of  three  luncheon  conferences. 
The  first,  sponsored  by  J.  H.  Alex- 
ander, president  Cleveland  Railway, 
dealt  with  the  problems  of  the  large  city 
class.  Dean  J.  Locke,  director  of  re- 
search United  Railways  &  Electric  Com- 
pany, Baltimore,  opened  the  discussion 
by  showing  the  effect  of  150  new  cars 
on  earnings,  costs  and  speed.  He  stated 
that  the  new  equipment  has  created  new 
revenues  of  about  $2,000  per  car  per 
year,  has  reduced  operating  expenses 
and  platform  labor  costs  alone  by  about 
$2,500  per  car  per  year,  and  made  pos- 
sible the  speeding-up  of  service  on  ten 
lines  from  4  to  14  per  cent. 

C.  H.  Evenson,  superintendent  of 
transportation  Chicago  Surface  Lines, 
told  of  the  modified  working  conditions 
accepted  recently  by  the  platform  men 
in  Chicago,  showing  how  this  saving 
will  amount  to  approximately  $600,000 
per  year.  Mr.  Alexander  discussed 
wages  and  told  of  reductions  of 
rate  during  the  1921  depression,  and 
suggested  staggered  work  to  provide 
time  for  extra  men.  S.  W.  Greenland, 
vice-president  and  general  manager 
St.  Louis  Public  Service  Company, 
pointed  out  the  danger  of  forcing  men 
to  lay  off  one  day  in  eight  or  some 
such  similiar  arrangement  if  a  change  in 
wage  agreement  is  to  come  up  in  the 
near  future.  He  said  that  it  would  be 
used  as  a  reduction  in  wages,  and  any 
proposed  reduction  would  be  considered 
an  additional  cut. 

K.  B.  Thornton,  general  manager 
Montreal  Tramways,  discussed  econ- 
omies made  on  his  property  by  telling 
how  savings  had  been  put  up  to  each 
department  supervisor.  The  result  far 
exceeded  any  major  move  that  the 
management  could  have  made  at  the 
time.  Results  of  fare  change  and  ex- 
perimental   fares    in    Milwaukee    were 


given    by    S.    B.    Way,    president    Mil- 
waukee Electric  Railway  &  Light  Co. 

Modernization      and      merchandising 
were  strongly  recommended  as  proper 
steps  to  effect  economies  on  the  small- 
city    property.      The    luncheon    on    this 
subject  was  sponsored  by  F.  L.  Butler, 
vice-president  Georgia  Power  Company, 
C.    W.    Gifford,   general   manager    Des 
Moines  Railway,  discussed  the  economy 
program  in  Des  Moines  which  has  been 
carried  on  since   1928,  and  told  of  the 
reorganization  of  departments  and  de- 
partment employees,  and  of  how  a  per- 
manent   reduction    of    10    per    cent    in 
operating  expenses   was   made.     J.   H. 
Pritchard,  manager  Lynchburg  Traction 
&  Light  Company,  told  what  was  being 
done  in  Lynchburg,  Va.  to  effect  econ- 
omies.     He    showed   that   twenty   new 
one-man   cars    purchased   in    1928   had 
permitted  an  increased  speed  of  16  per 
cent,  and  had  effected  a  saving  of  about 
$42,000  a  year  in  operating  expenses — 
enough  to  pay  from  12  to  16  per  cent 
return  on  the  purchase  price  of  the  cars. 
George   R.   Green,   vice-president  and 
general     manager     Northern     Indiana 
Railway,  discussed  the  wage  reduction 
on  his  property  which  was  made  upon 
the    request   of   the   employees   without 
solicitation    by    the    management.      He 
pointed  out   that   his   company,  over  a 
period   of   years,    had   been   developing 
with  the  men  a  feeling  of  mutual  confi- 
dence.    The  policy  of  letting  the  men 
know  the  facts  resulted  in  the  men  vot- 
ing 100  per  cent  to  accept  a  reduction 
in  wages  as  a  stabilizing  factor  for  the 
company  and  their  jobs.     H.  H.  Dartt, 
president  and  general  manager  Scranton 
Railway,  urged  small  companies  to  mer- 
chandise  their   service.     He   explained 
his    company's    program   of    improving 
equipment  and  then  advertising  the  bet- 
ter service.   J.  P.  W.  Brown,  vice-presi- 
dent Tennessee  Electric  Power  Company, 
Nashville,  Tenn.,  outlined  his  company's 
program  of  economy  under  four  heads 
— improved    maintenance,    resulting    in 
a  reduction  in  cost  from  2.6  to  1.9  cents 
per  mile;  reduction  in  accidents  due  to 
a  vigorous  safety  campaign  ;  advertising, 
and  efforts  with  other  business  interests 
in    the    city    to    maintain    employment. 
Co-ordination  of  buses  with  rail  serv- 
ice   and    the    operation     of    store-door 
freight  service  was  discussed  by  Frank 
Karr,  vice-president  and  general  counsel 
Pacific  Electric  Railway.     P.  T.  Reilly, 
manager,     Delaware     Electric     Power 


Company,  told  that  economies  were 
effected  in  Wilm.ngton  when  32  new 
cars  were  put  into  service,  46  old  ones 
modernized,  standardization  of  buses 
completed,  one-man  operation  put  into 
effect,  and  15  miles  of  unproductive 
track  abandoned.  P.  V.  C.  See,  vice- 
president  and  general  manager  Akron 
Transportation  Company,  discussed  re- 
organization and  abandonment  of  some 
of  his  company's  lines  which  resulted  in 
a  saving  of  $5,000  per  month.  One 
garage  and  one  car  house  were  closed 
due  to  this  change  and  efficiency  in 
operation  and  maintenance  was  put 
directly  up  to  department  heads.  F.  G. 
Buffe,  vice-president  in  charge  of  oper- 
ations, gave  details  and  figures  on  the 
new  profit-sharing  plan  in  force  at 
Kansas  City.  An  abstract  of  his  talk 
appears  elsewhere  in  this  article. 

Interurban  Problems 

The  third  luncheon,  devoted  to  the 
solution  of  the  interurban  problems,  was 
held  under  the  sponsorship  of  C.  H. 
Jones,  general  manager  Chicago  South 
Shore  &  South  Bend  Railroad.  C.  Thor- 
burn,  purchasing  agent  Pacific  Electric 
Railway,  described  in  detail  the  struc- 
ture and  operation  of  his  company's 
motor  freight  business.  He  dealt  par- 
ticularly with  rates  necessary  to  meet 
competition  and  the  advantages  of  using 
local  draymen  in  various  towns  served 
by  the  freight  lines.  Daniel  Durie. 
vice-president  and  general  manager 
West  Penn  Railways,  Pittsburgh,  Pa., 
told  of  the  service  betterments  made  on 
the  West  Penn  Lines,  and  the  use  of 
employees  for  merchandising  the  serv- 
ice and  stimulating  more  riding.  L.  L. 
Huntoon,  public  relations  manager  Chi- 
cago, Aurora  &  Elgin  Railroad,  told  of 
his  company's  employee  solicitation  sur- 
vey, and  the  formation  of  a  "Tours 
Bureau"  to  educate  people  in  the  terri- 
tory to  ride  to  Chicago. 

Edward  A.  Keenan,  passenger  traffic 
manager  Cincinnati  &  Lake  Erie  Rail- 
road, told  of  a  market  analysis  made 
for  his  company  by  the  use  of  a  ques- 
tionnaire. These  questions  were  an- 
swered by  passengers  on  the  de  luxe 
trains  and  resulted  in  the  management 
making  numerous  changes  in  operating 
methods.  Among  these  changes  were 
extended  st">D-over  privileges  for  sales- 
men, free  parking  at  terminals  and  ride 
stimulating  fares.  Dr.  Thomas  T-  Con- 
way, president  Cincinnati  &  Lake  Erie 


Electric  Railway  Journal — October,  1931 
583 


Railroad  discussed  interurban  car  de- 
sign. He  emphasized  the  necessity  for 
speed  on  interurban  lines,  and  said  that 
high-speed  cars  should  be  designed  as  a 
result  of  wind  tunnel  tests.  Using 
power  to  fight  the  wind  is  throwing 
money  away,  according  to  Dr.  Conway. 

Trafl&c  Regulation  and  Planning 

Three  of  the  luncheon  conferences 
were  devoted  to  discussion  of  traffic 
regulation  and  planning.  The  first  of 
these,  held  on  Tuesday  under  the  spon- 
sorship of  E.  J.  Mcllraith,  considered 
signals,  signs  and  regulations.  The 
subject  was  introduced  by  Burton  W. 
Marsh,  city  traffic  engineer,  Philadel- 
phia, Pa.,  who  spoke  of  recent  develop- 
ments in  signals,  particularly  those 
actuated  by  the  movement  of  the  vehicle, 
both  automotive  and  rail.  The  evils  of 
over-signaling,  particularly  in  the  na- 
tion's capital,  were  brought  out  by  E.  D. 
Merrill,  president  and  general  manager 
Washington  Rapid  Transit  Company. 
Advantages  resulting  from  the  use  of 
electromatic  signals  under  various  con- 
ditions were  outlined  by  Alonzo  R. 
Williams,  vice-president  and  general 
manager  United  Electric  Railways  of 
Providence,  R.  I. 

Under  the  sponsorship  of  Walter  A. 
Draper,  a  luncheon  conference  held  on 
Tuesday  considered  the  subject  of  plan- 
ning new  traffic  facilities.  Maj.  J.  P. 
Hallihan,  chief  engineer  Detroit  Rapid 
Transit  Commission,  spoke  of  the  dan- 
ger to  pedestrians  and  users  of  electric 
railways  resulting  from  the  present 
trend  toward  increasing  street  widths. 
He  referred  to  the  possibility  of  re- 
quiring not  only  one  lane,  but  all  vehic- 
ular traffic  between  the  street  car  and 
the  curb  to  stop  whenever  the  street 
car  stopped.  Another  solution  of  the 
problem  which  he  suggested  was  the 
relocation  of  tracks  to  place  them 
nearer  the  curb,  thus  creating  a  road- 
way in  the  center  of  the  street  for 
through  vehicular  traffic.  E.  P.  Good- 
rich, consulting  engineer,  New  York, 
expressed  the  opinion  that  double-deck 
streets  are  an  architectural  fantasy  and 
an  econionic  fallacy.  Experience  shows, 
he  said,  that  the  benefits  resulting  from 
the  construction  of  such  streets  are  not 
sufficient  to  justify  the  cost.  Advan- 
tages of  by-pass  routes  were  discussed 
by  Lewis  W.  Mclntyre,  traffic  engi- 
neer, Pittsburgh,  Pa.  Other  speakers 
at  this  luncheon  were  William  S.  Can- 
ning, engineering  director  Keystone 
Automobile  Club,  Philadelphia,  Pa., 
and  Major  Carey  H.  Brown,  engineer 
director  Rochester  Civic  Improvement 
Association. 

Parking  and  garaging  were  the  sub- 
jects of  a  third  luncheon  conference 
at  which  T.  Fitzgerald,  vice-president 
Pittsburgh  Railways,  acted  as  sponsor. 
Experience  with  no-parking  regulations 
in  Kansas  City  was  outlined  by  Dan 
Fennell,  general  superintendent  of 
transportation  Kansas  City  Public  Serv- 


ice Company.  He  pointed  out  that  the 
experiment  had  been  tried  during  a 
period  of  depression,  and  had,  therefore, 
been  blamed  by  the  merchants  for  a  loss 
of  business  which  more  probably  was 
attributable  to  general  conditions.  A 
prepared  discussion  by  D.  W.  Pontius, 
president  Pacific  Electric  Railway,  was 
read  by  A.  V.  Thompson,  manager 
transportation  department  General  Elec- 
tric Company,  San  Francisco.  Mr. 
Pontius  told  of  the  gradual  tightening 
of  parking  restrictions  in  Los  Angeles, 
and  predicted  that  eventually  no  park- 
ing would  be  permitted  in  the  downtown 
business  district.  How  the  parking 
situation  in  Washington,  D.  C,  has 
been  improved  lately  was  explained  by 
C.  Melvin  Sharpe,  assistant  to  the 
president  Washington  Railway  &  Elec- 
tric Company.  H.  D.  James,  Westing- 
house  Eletcric  &  Manufacturing  Com- 
pany, described  an  automatic  parking 
garage  recently  developed.  His  talk 
was  illustrated  by  a  small  working 
model. 

The  Trolley  Bus 

That  interest  in  the  trolley  bus  is  in- 
creasing was  evidenced  by  the  attendance 
of  almost  one  hundred  delegates  and  the 
intensive  discussions  at  this  luncheon, 
sponsored  by  A.  B.  Paterson,  president 
New  Orleans  Public  Service,  Inc. 

In  presenting  C.  H.  Evenson's  paper, 
"What  the  Trolley  Bus  Has  Meant  to 
Chicago,"  W.  C.  Becker,  Chicago  Sur- 
face Lines,  related  the  steps  leading  to 
the  initial  installation  in  Chicago,  and 
told  of  the  results  of  the  vehicle  in  the 
various  types  of  service  for  which  it 
was  adopted. 

W.  B.  Brady,  Central  Public  Service 
Corporation,  read  a  paper  by  A.  P. 
Lewis,  Rockford  Electric  Company,  on 
trolley  bus  operation  in  a  city  of  less 
than  100,000  population.  Although  pre- 
vailing conditions  made  the  installation 
an  expensive  one,  it  is  estimated,  on  the 
basis  of  present  results,  that  savings 
will  bring  a  20  per  cent  return  on  the 
excess  investment  over  gasoline  buses, 
without  including  any  increase  in 
revenue. 

"Finding  the  Proper  Place  for  the 
Trolley  Bus  in  New  Orleans"  was  the 
subject  of  a  paper  by  I.  O.  Mall.  The 
speaker  stated  that  two  separate  studies 
have  been  made  in  his  city  for  the  pur- 
pose of  determining  the  field  of  applica- 
tion of  the  vehicle,  particularly  as  com- 
pared with  street  cars.  The  first  deals 
with  the  vehicle  itself —  its  principal 
characteristics,  limitations  and  cost  of 
operation,  and  the  second  with  the 
trolley  bus  in  relation  to  e.xisting  trans- 
portation facilities. 

Stops  at  curbs,  accidents,  icy  weather 
operation,  life  of  tires,  maneuverability, 
acceleration  rates,  depreciation,  fran- 
chise taxes,  headways,  comparative 
costs,  and  sizes  of  the  vehicle  were 
other  topics  discussed  extensively  at  the 
meeting. 


Co-ordinating  Rail  and 
Bus  Services 

No  longer  is  the  bus  regarded  as  a 
competitor  of  other  local  transportation 
agencies — it  is  regarded  as  an  important 
ally  which  can  be  used  for  many 
classes  of  service,  and  co-ordinated  with 
the  existing  vehicles  in  use.  This 
thought  was  expressed  emphatically  by 
the  speakers  at  the  bus  luncheon,  pre- 
sided over  by  Adrian  Hughes,  Jr., 
superintendent  of  bus  transportation. 
United  Railway  &  Electric  Company, 
Baltimore,  Md. 

Tracing  the  several  steps  leading  to 
the  adoption  of  the  bus  by  electric  rail- 
ways, Carl  W.  Stocks,  editor  of  Bus 
Transportation,  stated  that  mass  trans- 
portation operators  now  consider  the 
bus  as  a  unit  to  make  more  money.  Mr. 
Stocks  referred  to  the  improvements 
made  in  recent  years  in  vehicles,  and 
stressed  the  importance  of  sound  mer- 
chandising, thorough  maintenance  and 
proper  operation. 

E.  S.  Pardoe,  Capital  Traction  Com- 
pany, told  of  the  experience  with  de 
luxe  city  bus  lines  in  Washington,  D.  C, 
and  discussed  the  accompanying  prob- 
lem of  selecting  routes,  adjusting 
fares,  selection  of  the  most  economical 
equipment  and  meeting  competition  from 
unregulated  taxicabs. 

The  history  of  co-ordinating  the 
street  cars  and  buses  of  the  Public  Serv- 
ice Co-ordinated  Transport,  over  the 
past  eight  years,  was  related  by  A.  T. 
Warner.  Stating  that  co-ordination 
means  the  economically  proper  use  of 
each  vehicle,  the  elimination  of  duplica- 
tion of  service  and  the  welding  of  the 
two  services  in  one  complete  whole,  Mr. 
Warner  told  of  the  many  uses  made  of 
buses  in  adjusting  and  supplementing 
services. 

In  concluding,  Chairman  Hughes  ex- 
pressed his  views  on  the  extent  to  which 
tlie  several  types  of  transportation  units 
could  be  co-ordinated  and  spoke  of  the 
results  in  this  regard  in  Baltimore. 

The  Taxicab 

Although  it  was  generally  agreed  that 
the  taxicab  was  a  desirable  unit  to  co- 
ordinate with  existing  types  of  mass 
transportation  vehicles,  it  was  consid- 
ered of  first  importance  that  electric 
railways  co-operate  with  the  legitimate 
cab  companies  to  eliminate  the  cut-rate 
cab,  and  bring  about  legislation  which 
would  place  the  cab  in  the  common  car- 
rier class,  before  it  be  adopted.  This 
thought  proved  the  keynote  of  the  taxi- 
cab  luncheon,  spon.sored  by  F.  G.  Buffe, 
vice-president  Kansas  City  Public  Serv- 
ice Company. 

Naming  the  steady  reduction  in  rates 
and  the  flooding  of  the  field  by  car 
manufacturers  with  vehicles  for  cut-rate 
operators  as  the  two  biggest  plagues  of 
the  industry,  H.  A.  Innes  Brown,  editor 
of  the  Taxi  Weekly,  pointed  out  that 


Electric  Railway  Journal — Vol.75.  No.ll 
584 


with  the  lower  rates  few  companies  were 
able  to  operate  at  a  profit,  and  that  with 
the  number  of  cut-rate  cabs  ever  in- 
creasing, the  competition  with  both 
street  cars  and  legitimate  cabs  was  be- 
coming nothing  short  of  a  menace.  He 
stated  that  the  cab  should  be  classed  as 
a  common  carrier  and  regulated  strictly 
as  a  public  utility. 

Expanding  on  the  seriousness  of  cut- 
rate  cornpetition,  W.  W.  Cloud,  presi- 
dent of  the  National  Association  of 
Taxicab  Owners,  stated  that  these  cabs 
were  educating  the  public  down  to  price 
and  not  up  to  standard.  He  urged  that 
organized  mass  transportation  systems 
and  legitimate  cab  companies  unite  and 
struggle  for  fair,  sane,  regulatory  meas- 
ures, that  would  insure  stability  of  oper- 
ation, give  confidence,  enable  the  render- 
ing of  safe,  responsible  service  and  se- 
cure an  adequate  financial  return. 

Rankin  Johnson,  Trenton  Transit 
Company,  related  the  experience  of  his 
company  in  the  operation  of  taxicabs 
and  told  of  the  efforts  to  assimilate  the 
vehicle  as  a  part  of  a  co-ordinated  local 
transportation  system. 

Paul  H.  Geyser,  Terminal  Cab  Corpo- 
ration of  New  York,  stated  that  the 
manufacturers  desired  legislative  meas- 
ures to  stabilize  the  industrj^  and  de- 
clared that  co-operation  of  organized 
transportation  companies  and  legitimate 
cab  owners  would  benefit  all  concerned. 

Relating  the  experience  of  his  com- 
pany in  co-ordinating  the  taxicab  with 
other  vehicles,  Chairman  Bufife  said  that 
every  effort  was  made  to  direct  business 

»to  the  cabs.  Co-ordination,  he  stated, 
was  brought  about  principally  through 
regulating  the  operation  of  the  cabs, 
combining  maintenance  and  accounting 
»       departments,  and  advertising. 

"  Fare  Structures 

Particularly  provocative  in  thought 
was  the  discussion  at  the  luncheon  on 
fares  on  Thursday  which  was  attended 
by  more  than  SO  operators.  Chairman 
Doolittle  so  conducted  the  meeting  as  to 
induce  discussion,  and  many  questions 
were  asked  intended  to  dispose  of  points 
about  which  there  might  be  misunder- 
standing on  differences  of  opinion. 

Among  those  who  participated  were 
Messrs.    Mall,    New    Orleans;    Holden, 
San    Antonio;    Chase,    Gary;    Glazer, 
■■    Cleveland  ;  Boardman,  Boston  ;  Williams, 
■^Providence;    Moody,    Milwaukee;    and 
^■■Burlingham,    Pittsburgh.      The    topics 
^Branged  from  the  efforts  made  at  New 
^r  Orleans  to  distinguish  between  the  load 
m     factor  and  the  use  factor,  through  the 
P      San  Antonio  zone  trial,  the  5-cent  zone 
■^      experiment  in  Gary,  the  zoning  experi- 
ment in  Cleveland,  the  community  fares 
on    the    Eastern    Massachusetts    Street 
Railway,  the  use  of  the  pass  in  Provi- 
dence,  the   selling   of   transportation   in 
Milwaukee,  and  the  interurban  zone  svs- 

Item  on  the  West  Penn,  with  175  miles 
of  route  serving  25  major  communities, 
i 


the  largest  of  which  is  55,000.  On  this 
system  there  are  80  fixed  fare  zones, 
varying  in  length,  but  averaging  2.06 
miles  in  length. 

A  statement  by  Mr.  Boardman  that 
his  company  had  made  311  fare  reduc- 
tions illu.strated  well  the  lengths  to 
which  the  operators  are  prepared  to  go 
to  sell  the  service.  A  particularly  perti- 
nent statement  was  his  comment  that 
sales  of  passes  on  that  system  varied 
from  4  per  1,000  of  inhabitants  in  Law- 
rence to  23  per  1,000  in  Fall  River. 
The  trend  of  opinion  was  that  the  dis- 
position was  to  give  the  rider  the  breaks. 

Scheduling  Operation  and 
Supervision 

Lively  discussion  featured  the  lunch 
on  scheduling.  Joe  R.  Ong,  Cincinnati, 
the  sponsor,  introduced  A.  J.  Fink,  St. 
Louis,  who  stated  that  the  work  done 
on  his  property  in  the  last  two  years 
has  resulted  in  an  increase  in  speed  from 
8.71  to  9.62  m.p.h.,  measured  in  plat- 
form time.  Time  points  have  been 
eliminated,  and  the  men  have  been  given 
instructions  as  to  how  to  get  over  the 
road  most  quickly.  Unnecessary  stops 
have  been  cut  out.  As  a  result,  accidents 
have  been  reduced  29  per  cent.  One- 
man  lines  constitute  about  17  per  cent 
of  the  total,  but  give  25  per  cent  of  the 
car-miles.  R.  A.  Pierson,  Los  Angeles, 
told  of  sinnlar  methods  being  used  in 
his  city.  The  speed  has  been  increased 
10  per  cent  in  two  years,  while  the  acci- 
dents have  gone  down  26  per  cent.  C.  H. 
Evenson,  Chicago,  told  of  the  need  to 
have  a  real  analyst  to  make  the  sched- 
ules. He  believes  that  cars  should  be 
run  on  time  to  the  fullest  extent  pos- 
sible, and  that  there  will  be  a  riding 
response  to  this. 

J.  Metcalf,  Toronto,  told  the  results 
with  headway  recorders  which  were  in- 
stalled extensively  on  his  property.  The 
recorders  are  placed  in  division  head- 
quarters while  there  is  one  in  the  head 
office  of  the  lines  of  the  downtown  dis- 
tricts. A  total  of  70  contactors  were 
installed  at  a  cost  of  $20,000.  The  com- 
pany also  has  136  private  telephone 
boxes  from  which  the  car  operators  can 
call  to  a  central  dispatcher.  This  sys- 
tem eliminates  delays  and  prevents  dis- 
putes. W.  W.  Holden,  San  Antonio, 
spoke  briefly  of  the  telephone  dispatch- 
ing system.  He  believes  that  in  small 
cities  where  long  headways  are  neces- 
sary, it  is  preferable  to  schedule  cars  on 
even  spacing,  such  as  10,  15  or  20  min- 
utes. Small  cards  are  published  giving 
the  schedules  of  the  long  headway  lines, 
and  similar  information  is  published  on 
the  bulletin  boards.  Trainmen  are  rated 
on  their  schedule  performance  which  has 
gone  up  from  70  per  cent  of  the  cars 
on  time  to  more  than  90  per  cent. 

Dean  J.  Locke.  Baltimore,  said  that 
the  effect  of  slack  schedules  on  the 
patrons  is  bad.  On  his  property,  the 
correct  running  time  is  determined  by 


many  stop-watch  observations  made  by 
riders  on  the  cars.  This  record  is  broken 
down  into  the  time  for  stops,  delays  and 
run.  After  the  correct  running  time  has 
been  determined  in  this  way,  a  car  is 
placed  on  "midnight  test."  It  is  run 
over  the  route  by  a  specially  trained 
motorman  to  simulate  daytime  condi- 
tions. The  schedules  are  then  made  out 
with  this  running  time  as  a  basis.  By 
this  method  the  slack  time  has  been  re- 
duced to  a  minimum. 

J.  W.  Welsh,  New  York,  mentioned 
the  importance  of  uniformity  of  opera- 
tion by  individual  motormen  to  conform 
to  the  schedule.  It  is  necessary  to  train 
the  men  intensively  to  do  this.  In  ob- 
taining such  a  result  it  is  necessary  to 
watch  carefully  the  former  history  of  in- 
spectors and  supervisors,  according  to 
J.  L.  Smith,  Montreal.  A  man  who  has 
risen  to  his  position  from  that  of  motor- 
man  is  not  likely  to  be  careful  in  check- 
ing running  time  as  is  one  who  has 
been  a  conductor.  Several  other  speakers 
agreed  on  this  point.  Alonzo  R.  Wil- 
liams, Providence,  believes  that  sched- 
ule making  is  an  art,  but  that  it  is  worth 
all  of  the  cost. 

Training  the  Platform  Man 

Ralph  W.  Emerson,  Cleveland,  intro- 
duced F.  G.  Buffe,  Kansas  City,  who 
discussed  in  considerable  detail  the  plan 
for  compensating  the  trainmen  adopted 
by  the  Kansas  City  Public  Service  Com- 
pany. Briefly,  the  men  get  25  per  cent 
of  the  net  income  whether  the  stock- 
holders of  the  road  obtain  any  return 
or  not.  Up  to  the  present  time  this 
payment  has  been  made  in  bonds  of  the 
company  so  that  at  their  market  price 
the  men  obtain  a  return  considerably 
greater  than  current  interest.  In  the 
first  six  months  $83,000  was  distributed 
among  the  employees.  He  said  that  the 
net  result  has  been  a  decrease  in  acci- 
dents, in  equipment  failures  and  in  de- 
lays to  service,  and  that  the  net  return 
to  the  stockholders  has  been  increased 
materially  even  after  deducting  the 
amount  paid  the  men. 

Adrian  Hughes,  Jr.,  Baltimore,  told 
of  the  excellent  results  obtained  by  hav- 
ing the  local  school  boards  give  intelli- 
gence tests  for  rating  the  men.  This,  he 
said,  not  only  simplified  the  work  of  the 
company  but  put  the  responsibility  for 
the  selection  of  the  men  on  a  civic  body. 
A  number  of  speakers  pointed  out  the 
values  of  conference  training  and  schools 
of  various  sorts  for  the  employees.  The 
question  of  payment  for  time  spent  in 
school  was  discussed  at  some  length.  It 
was  the  opinion  of  those  present  that 
careful  use  of  the  time  paid  for  but  not 
worked  would  make  it  possible  to  put 
the  men  in  school  on  the  company's 
time  with  little  if  any  additional  cost. 

Another  problem  which  has  given 
considerable  trouble  is  the  training  of 
older  men.  Conference  training  has 
apparently  given  the  best  results. 


Electric  Railway  Journal — October,  1931 
585 


Brady  Awards  won  by 

Boston  Elevated  and 
Calgary  Municipal 


AFTER  carefully  considering  and 
f-\  analyzing  the  records  submitted 
-*■  ■*-by  118  electric  railway  companies 
entering  the  competition  for  the  An- 
thony N.  Brady  Safety  Award,  the 
committee  selected  the  Boston  Elevated 
Railway  to  receive  the  medal  in  the 
large-city  class,  with  honorable  mention 
to  the  Department  of  Street  Railways, 
Detroit.  The  Calgary  Municipal  Rail- 
way was  selected  to  receive  the  medal 
in  the  small-city  class,  with  honorable 
mention  to  the  Youngstown  Municipal 
Railway.  No  award  was  made  in  the 
interurban  class. 

Before  proceeding  to  the  task  of 
determining  the  winners  of  this  year, 
the  committee  had  a  careful  study  made 
by  the  statistical  department  of  the 
A.E.R.A.  of  the  whole  basis  of  classi- 
fication. This  investigation  confirmed 
the  opinion,  expressed  in  last  year's  re- 
port, that  the  scheme  of  classification 
heretofore  in  use  was  not  well  adapted 
to  bringing  into  competition  companies 
whose  operations  were  fairly  compar- 
able in  character.  As  a  result  an  en- 
tirely new  system  of  classification  has 
been  adopted,  as  well  as  a  new  metliod 
of  rating  the  records  of  the  companies 
within  each  class. 

Vehicle-Mile  Basis  Unsatisf.\ctory 
FOR, Comparing  All  Systems 

The  most  obvious  \Veakness  of  the 
old  classification,  which  was  based 
solely  upon  the  number  of  vehicle-miles 
operated,  was  that  it  made  no  distinc- 
tion between  city  and  interurban  opera- 
tion. Only  a  moment's  reflection  is 
necessary  to  realize  that  there  can  be 
no  common  basis  on  which  to  compare 
a  city  system  operating  on  congested 
streets  with  an  interurban  line  operat- 
ing wholly  or  partly  on  a  private  right- 
of-way.  The  committee,  therefore,  had 
no  hesitation  in  deciding  that  for  the 
purpose  of  awarding  the  medals,  the 
companies  should  be  divided  into  two 
main  classes,  city  and  interurban,  with 
separate  prizes  to  be  competed  for  in 
each  class. 

Another  less  obvious  but  almost 
equally  potent  source  of  difficulty  was 
revealed  by  the  researches  of  the  asso- 
ciation's statistical  department.  In 
making  these  studies  attention  was 
concentrated  principally  upon  the  num- 
ber of  collisions,  both  because  they  are 
the  most  serious  kind  of  accident  and 
because  they  are  the  type  of  accident 


that  is  most  definitely  within  the  control 
of  the  operators.  It  was  known,  of 
course,  that  the  number  of  collisions 
tended  to  increase  with  the  size  of  the 
company,  but  the  interesting  fact 
brought  out  by  statistical  analysis  was 
that  in  city  operations  not  only  the 
number  of  collisions,  but  the  frequency 
of  them,  increased  with  the  population 
of  the  city  served.  Thus,  when  the 
companies  were  arranged  in  order  ac- 
cording to  the  populations  of  the  cities 
served,  the  number  of  collisions  per 
100,000  car-miles  operated  increased 
with  the  population,  and  when  the  two 
factors  were  plotted  against  each  other, 
the  result  was  a  smooth  curve  rising 
quite  rapidly  as  the  population  increased 
up  to  300,000  and  then  rising  much 
more  slowly  as  the  population  increased 
beyond  that  point. 

City  Entries  Judged  in  Two 
Population  Classes 

This  suggested  first,  that,  in  rating 
the  city  companies,  their  accident  rec- 
ords should  not  be  compared  directly 
with  one  another  but  in  relation  to  their 
performance  within  their  class ;  and 
second,  that  because  of  the  change  in 
the  slope  of  the  curve  at  300,000  popu- 
lation, the  group  of  city  companies 
should  be  broken  down  into  two 
classes — those  serving  cities  of  less  than 
300,000  population  and  those  serving 
cities  of  more  than  300,000  population. 

The  committee,  therefore,  decided  to 
adopt  this  method  in  rating  the  com- 
panies. Of  course,  other  factors  such 
as  the  number  of  fatalities,  number  of 
personal  injuries,  number  of  boarding 
and  alighting  accidents,  etc.,  were  also 
taken  into  consideration  as  heretofore, 
but  the  greatest  weight  was  attached 
to  the  records  made  by  the  contestants 
with  respect  to  collisions. 

The  decision  to  make  no  award  in  the 
interurban  class  was  due  to  the  fact 
that  the  data  received  from  this  group 
were  not  sufficiently  detailed  to  permit 
an  equitable  decision.  This  is  due  to 
the  peculiar  conditions  under  which 
they  operate,  which  make  it  necessary, 
in  order  to  compare  them,  to  secure 
data  in  a  great  deal  more  detail  than 
most  of  them  are  able  to  furnish  from 
their  ordinary  records.  Some  inter- 
urbans  operate  entirely  on  private 
rights-of-way ;  others  operate  entirely 
on  public  streets  and  highways ;  and 
still    others   operate    partly   on   private 


rights-of-way  and  partly  on  public 
streets,  the  proportions  varying  among 
different  companies.  Some  interurbans 
operate  in  and  through  large  cities, 
while  others  operate  only  through  re- 
latively small  towns  and  villages. 
Obviously,  in  order  to  compare  such 
companies  it  is  necessary  to  know  the 
amount  of  service  on  private  right-of- , 
way  and  the  amount  on  public  streets 
and  highways.  It  is  also  necessary  to 
know  the  number  and  populations  of 
the  cities  and  towns  through  which  a 
road  operates,  and  the  proportion  of 
its  service  given  in  each  town.  All 
of  these  data  were  requested  from  the 
companies,  but  none  was  able  to  give 
complete  information.  The  largest  and 
most  representative  interurban  com- 
panies did  not  even  attempt  to  give  it. 
It  was,  therefore,  impossible  to  deter- 
mine what  company  was  entitled  to  the 
award. 

Further  Interurban  Study  Needed 

Without  these  data,  it  is  impossible 
to  compare  the  companies.  Even  with 
such  data  in  hand,  the  committee  doubts 
whether  the  results  arrived  at.  would 
be  entirely  equitable.  It  recommends 
strongly  that  before  another  prize  con- 
test is  inaugurated  an  intensive  study 
of  the  whole  question  be  made,  prefer- 
ably with  the  assistance  of  experienced 
interurban  operators. 


Canadian  Meeting 
Well  Attended 

CANADIANS  present  at  the  conven- 
tion held  an  informal  meeting  on 
Wednesday  morning,  Sept.  30.  K.  B. 
Thornton,  Montreal,  president  of  the 
Canadian  Electric  Railway  Association, 
presided.  A  number  of  matters  were 
discussed  in  a  general  way.  On  behalf 
of  the  Toronto  Transportation  Com- 
mission, D.  W.  Harvey,  general  man- 
ager, stated  that  an  invitation  had  been 
given  to  the  American  Electric  Railway 
Association  to  hold  its  convention  next 
year  in  Toronto.  There  was  some  dis- 
cussion as  to  the  time  and  place  for  the 
Canadian  Electric  Railway  Associa- 
tion's annual  meeting  next  year,  Mr. 
Harvey  also  extending  an  invitation  to 
that  body  to  meet  in  Toronto  either  at 
the  same  time  as  the  American  Asso- 
ciation or  at  the  regular  time  for  the 
Canadian  meeting.  Attention  was  called 
to  the  work  of  the  headquarters  stafT 
of  the  Canadian  Association,  which  has 
met  with  good  response  from  the  mem- 
bership. A  number  of  compilations 
have  been  prepared,  and  are  available 
for  the  covering  features  of  railway 
operation  on  Canadian  roads. 

Following  the  general  meeting  there 
was  a  meeting  of  the  Executive  Com- 
mittee of  the  Canadian  Electric  Rail- 
way Association.  Mostly  routine  busi- 
ness was  transacted. 


Electric  Railway  Journal — Vol.75,  No.ll 
586 


Research  b  Theme  of 

Engineering  Sessions 


PRESIDENT  L.  D.  BALE,  in  his 
address  to  the  Engineering  Asso- 
ciation, sounded  the  keynote  of 
"Research"  as  expressing  the  work  of 
the  association  during  the  year,  and  as 
being  an  absolute  necessity  in  the  sohi- 
tion  of  many  of  the  major  problems  of 
the  industry.  As  proof,  he  mentioned : 
first,  the  conduct  of  a  thorough  investi- 
gation of  electric  railway  cars  in  order 
that  progressive  improvements  may  be 
made ;  second,  scientific  research  involv- 
ing the  field  of  economics  found  in  the 
work  on  fare  structures  by  the  Ameri- 
can Association,  and  third,  the  work 
of  the  Committee  on  Economics  of  Roll- 
ing Stock  Application.  This  last  com- 
mittee is  making  an  extensive  study  to 
determine  the  relative  advantages  of  the 
several  types  of  rolling  stock — rail  car, 
trolley  bus  and  motor  bus — under  any 
given  set  of  conditions,  so  that  the 
industry  will  be  supplied  with  knowl- 
edge leading  to  a  definite  decision  rela- 
tive to  the  desirability  or  feasibility  of 
making  extensions  to  existing  lines  or 
substituting  one  form  of  vehicle  for 
another,  or  of  the  abandonment  in  part 
or  in  whole  of  an  existing  route. 

"In  this  highly  competitive  age,"  con- 
tinued Mr.  Bale,  "the  individual  can  no 
longer  be  guided  largely  by  his  own 
views  and  opinions.  More  than  ever 
we  need  to  act  collectively,  to  base  our 
judgment  and  our  decisions  on  the  re- 
sults of  scientific  analysis  of  all  the 
-available  facts.  Here  is  where  this  asso- 
ciation can  be  of  maximum  service.  It 
has  the  machinery,  and  is  in  an  excel- 
lent position  to  conduct  scientific 
research." 

Frank  R.  Phillips,  in  a  paper  read  in 
his  absence  by  Thomas  Fitzgerald, 
stressed  the  importance  of  the  engineer 
in  all  projects  for  modernization  of 
transportation  service,  particularly  with 
competitive  conditions  of  today,  and  the 
need  of  developing  executives  from  the 
ranks  of  the  engineers.  A  lively  dis- 
cussion followed,  and  several  speakers 
pointed  out  methods  for  improvement 
and  economies. 

Reporting  for  the  Committee  on  Eco- 
nomics of  Rolling  Stock  Application, 
James  W.  Welsh,  New  York,  pointed 
out  that  it  is  not  possible  to  determine 
the  place  of  the  several  vehicles  avail- 
able by  means  of  a  mathematical  for- 
mula.   So-called  constants  fluctuate  with 


L.  D.  Bale 

President 

the  amount  of  service  given,  and  politi- 
cal and  financial  ramifications  also  must 
be  taken  into  account.  In  the  discus- 
sion, H.  C.  Patton  brought  up  some 
of  the  problems  involved  in  determining 
revenues  and  expenses  of  individual 
routes. 

L.  C.  Winship  presented  the  report 
of  the  Committee  on  Heavy  Electric 
Traction.  In  the  discussion,  H.  F. 
Brown,  New  Haven,  pointed  out  that 
the  steam  railroads  are  facing  the  same 
problem  as  the  electric  railways  in 
shrinkage  of  passenger  revenues  due  to 
highway  competition.  Perhaps  high- 
ways should  be  taxed  so  as  to  make  them 
self-supporting,  he  said,  rather  than  to 
charge  the  cost  to  the  taxpayers,  includ- 
ing the  railway  systems.  Electrification 
is  today  cheaper  than  at  any  time  in  a 
generation,  according  to  Mr.  Brown, 
due  to  low  labor  and  material  costs. 
If  the  railways  can  be  sure  of  the  busi- 
ness, they  will  proceed  with  many 
installations. 

Martin  Schreiber  related  the  experi- 
ence of  the  Public  Service  Co-ordinated 
Transport  with  a  Diesel-electric  bus.  He 
was  hopeful  that  the  development  of  this 
type  of  drive  will  be  of  great  value  in 
transportation  work.  Discussing  this 
paper.  Col.  G.  A.  Green  pointed  out 
some  of  the  problems  connected  with 
the  Diesel  engine,  and  believed  that  a 
great  deal  of  work  will  have  to  be  done 


before  all  the  fundamental  problems  are 
solved. 

Award  of  the  Electric  Railway 
Journal  maintenance  prize  to  the 
Georgia  Power  Company,  Atlanta  divi- 
sion, was  made  by  W.  W.  Wysor, 
chairman  of  the  committee  of  judges. 
This  year  the  award  was  based  on  data 
showing  the  general  character,  quality 
and  cost  of  the  maintenance  work  done 
by  the  various  companies  in  the  industry 
during  the  year.  Honorable  mention 
was  given  to  the  Department  of  Street 
Railways,  Detroit;  Memphis  Street 
Railway ;  New  Orleans  Public  Service. 
Inc.,  and  Virginia  Electric  &  Power 
Company. 

Mr.  Wysor  presented  the  report  of 
the  Committee  on  Nominations,  the  fol- 
lowing ticket  then  being  elected  for  the 
ensuing  year : 

President — Charles  H.  Jones,  general 
manager  Chicago,  South  Shore  &  South 
Bend  Railroad,  Michigan  City,  Ind. 

First  Vice-President — P.  V.  C.  See. 
vice-president  and  general  manager 
Akron  Transportation  Company.  Akron. 
Ohio. 

Second  Vice-President — E.  M.  T. 
Ryder,  way  engineer  Third  Avenue 
Railway  System,  New  York,  N.  Y. 

Third  Vice-President  —  Howard  H. 
George,  superintendent  of  way  Cleve- 
land Railway,  Cleveland,  Ohio. 

Executive  Committee  —  Officers  and 
L.  D.  Bale,  junior  past-president,  A.  T. 
Clark,  W.  E.  Bryan,  J.  Fleming  and 
C.  A.  Smith. 

Following  the  election,  the  new  offi- 
cers were  installed  and  the  past-presi- 
dent's badge  was  presented  to  Mr.  Bale 
by  the  incoming  executive,  Mr.  Jones. 

Separate  sessions  of  the  four  divi- 
sions of  the  Engineering  Association, 
power,  purchases  and  stores,  rollin^j; 
stock,  and  way  and  structures  were 
held  on  Tuesday  and  Wednesday  after- 
noons. Each  was  presided  over  by  the 
chairman  of  the  division,  who  outlined 
the  results  of  committee  work  durini; 
the  year,  and  received  the  reports  of 
the  various  groups.  A  brief  resume 
of  the  sessions  follows : 

Power  Division 

Sessions  of  the  Power  Division  were 
held  on  Tuesday  and  Wednesday  with 
Dwight  L.  Smith,  chairman  of  the 
Standing  Committee  on  Power,  presid- 


Electric  Railway  Journal — October,  1931 
587 


ing.    Reports  of  the  several  committees 
were  received. 

Considerable  discussion  developed  on 
the  subject  of  mercury  power  rectifiers, 
following  the  presentation  of  a  paper 
by  H.  W.  Codding,  Newark,  N.  J., 
giving  the  present  status  of  the  device 
for  railway  service.  D.  C.  West, 
Westinghouse  Electric  &  Manufactur- 
ing Company,  held  that  it  will  be  neces- 
sary to  develop  a  rectifier  which  can 
supersede  the  rotary  converter  for  all 
purposes.  He  believes  that  greater 
reliability  and  higher  efficiency  will  be 
reached  within  the  near  future.  On 
the  subject  of  interruptions,  Mr.  Cod- 
ding stated  that  the  more  recent  rec- 
tifiers have  bettered  performance  re- 
cords. All  rectifiers  that  are  he'ma; 
made  will  carry  overloads  according  to 
the  standard  guarantee  for  conversion 
equipment. 

Another  subject  of  interest  was 
trolley  bus  overhead  construction.  A. 
J.  Klatte,  Chicago,  showed  lantern 
slides  and  movies  illustrating  the 
metho<l  of  erecting  the  overhead  line 
in  Chicago  for  the  recent  trolley  bus 
installation.  In  the  discussion,  L.  VV. 
Birch,  Ohio  Brass  Company,  pointed 
out  that  tests  show  the  negative  trolley 
shoe  wears  three  times  as  fast  as  the 
positive  shoe.  The  reverse  is  true  of 
trolley  wires,  the  positive  wire  wearing 
twice  as  fast  as  the  negative.  In  re- 
sponse to  a  question,  Mr.  Klatte  stated 
that  with  shoes  it  has  been  possible  to 
reduce  the  trolley  pole  pressure  to  about 
22-24  lb.  per  shoe. 

Results  of  the  collection  of  informa- 
tion on  trolley  wire  wear  were  given 
by  H.  S.  Murphy,  Philadelphia.  In- 
formation which  his  committee  has 
been  gathering  for  a  number  of  years 
was  presented  in  a  detailed  report. 

Effects  of  street  railway  equipment 
and  service  characteristics  on  energy 
consumption  was  the  subject  of  a  paper 
by  T.  F.  Perkinson  and  R.  H.  Sjoberg, 
of  the  General  Electric  Company,  read 
by  Mr.  Perkinson.  Influence  of  a 
number  of  variables  was  pointed  out. 
Increasing  the  rate  of  acceleration  re- 
quires a  larger  power  peak,  but  the 
energy  consumption  for  a  given  run 
decreases  slightly.  Raising  the  free- 
running  speed  by  changing  gear  ratios 
requires  a  greater  current  and  also  more 
energy.  Reducing  the  time  of  coasting 
calls  for  more  energy  with  a  very 
slight  gain  in  schedule  speed.  Increas- 
ing the  rate  of  braking  results  in  a 
faster  schedule  with  some  increase  in 
energy.  Reducing  the  time  of  stop 
gives  an  appreciable  increase  in  sched- 
ule speed  with  no  effect  on  the  energy. 
Reducing  the  number  of  stops  increases 
the  schedule  speed  materially  with 
lower  energy  consumption.  Reduction 
in  car  weight  is  reflected  directly  in 
lower  power  demand  and  energy.  The 
authors  held  that  no  practicable  gen- 
eral analysis  of  the  problem  is  univer- 
sally   applicable    and    each    particular 


change  in  equipment  must  be  considered 
by  itself.  A  number  of  delegates  dis- 
cussed the  paper,  bringing  out  the  eilfect 
of  the  service  variables.  Morris  Buck, 
New  York,  pointed  out  that  the  changes 
discussed  could  be  placed  in  two 
groups ;  one  representing  possibilities 
with  no  modification  of  equipmen', 
while  the  other  required  either  new 
equipment  or  physical  changes  that 
could  be  made  only  at  considerable  ex- 
pense. In  the  former  class,  the  ad- 
vantages can  be  obtained  only  by  the 
co-operation  of  the  transportation  de- 
partment through  teaching  the  operators 
to  run  their  cars  more  economically. 


i 

^ 

i 

1    iffiSa 

1 

1 

1 

ELECTRIC  RAIIAVAV  JOURNAL  1 

MAINTTJ^ANd::  AWARO           1 

Prfj^iitt^  l„  the                         \ 

Georgia  Powfj?  Combumy 

ATlAM 
/»-  //» 
to  thr  im 

rA 

otvrsioN 

mtrihutkm 
•moment  of 

m 

m 

^mnuTm^mn^ 

■  1 

III 

tr^it-firva  in   rhc 

«w;    uidutxry  - 

L 

1 

\ 

throu'jh  fHinkift^ttion  m 
D,Ft;iRK:  RAILWAY  |(XIWs'AL 

W 

m 

1 

.^p 

V 

Trophy  Awarded  to  Georgia  Power 
Company  in  Journal  Main- 
tenance Contest 

Spacing  of  substations  for  600-volt 
d.c.  railways  was  the  subject  of  a  paper 
by  E.  A.  Imhoff,  Chicago,  read  by 
J.  F.  Neild.  A  number  of  charts 
showed  the  effects  of  the  various  ele- 
ments. They  indicated  that  a  combina- 
tion of  high  substation  cost  with  low 
feeder  cost  will  dictate  the  greatest 
spacing  of  substations,  while  a  com- 
bination of  low  substation  cost  with 
high  feeder  cost  will  give  least  spacing. 

Purchases  and  Stores  Division 

Standardization  of  methods  was  the 
chief  topic  of  discussion  at  the  two 
sessions  of  the  Purchases  and  Stores 
Division  on  Tuesday  and  Wednesday 
afternoons  with  C.  A.  Harris,  Phila- 
delphia Company,  presiding  as  chair- 
man. After  a  brief  presentation  of  the 
standing  committee  report  by  the  chair- 
man the  reports  of  the  several  commit- 
tees were  read  and  discussed. 

A  paper  on  standard  packaging  for 
electric  railways  by  A.  E.  Hatton, 
superintendent  of  materials  West  Penn 
Railways,  was  read  by  J.  Fleming,  pur- 
chasing agent  Capital  Traction  Com- 
pany. Edwin  W.  Ely,  of  the  Bureau 
of  Standards,  gave  a  formal  discussion 
of  Mr.  Hatton's  paper  which  evoked 
many  comments  from  those  present. 


"Handling  Bus  Materials  From  the 
User's  and  the  Vendor's  Viewpoint'' 
was  then  presented  by  W.  E.  Scott, 
superintendent  of  supplies  Philadelphia 
Rapid  Transit  Company.  Mr.  Harris 
led  a  lengthy  discussion  on  this  topic. 

Rolling  Stock  Division 

Following  the  reading  of  the  stand- 
ing committee  report  by  chairman 
Thomas  H.  Nicholi,  superintendent 
buildings  and  equipment  Cleveland  Rail- 
way, the  first  session  of  the  Rolling 
Stock  Division  featured  two  papers : 
"Brake  Lining  Development  and  Brake 
Tests,"  by  F.  C.  Stanley,  chief  engi- 
neer Raybestos  division  of  Raybestos- 
Manhattan,  Inc.,  and  "Experience  in 
Trolley  Bus  Operation,"  by  W.  C. 
Wheeler,  engineer  of  equipment  Chi- 
cago Surface  Lines.  Mr.  Stanley's 
paper  pointed  out  the  fundamental 
principles  controlling  the  design  of 
braking  mechanisms  and  the  selection 
of  brake  lining  material.  Maximum 
speed  of  vehicle,  rate  of  retardation 
amd  frequency  of  brake  applications 
were  enumerated  as  the  important  fac- 
tors in  the  temperature  rise  of  brake 
drums.  Mr.  Stanley  also  described 
various  forms  of  brake  tests  used  by 
his  company.  Mr.  Wheeler's  paper, 
abstracted  elsewhere,  evoked  questions 
from  J.  H.  Walsh,  superintendent  of 
bus  maintenance  Middlesex  &  Boston 
Street  Railway,  and  from  P.  V.  C.  See, 
general  manager  Akron  Transportation 
Company. 

"Aluminum — Its  Uses  and  Past  Ex- 
perience in  Car  Construction"  was  the 
subject  of  a  paper  by  A.  H.  Woollen, 
engineer  Aluminum  Company  of  Amer- 
ica, at  the  second  session.  Several  cars 
that  have  been  built  with  aluminum 
alloys  were  illustrated.  In  designing  a 
car  of  aluminum  alloys,  said  Mr.  Wool- 
len, the  first  consideration  should  be  that 
of  deflection.  In  general,  if  the  deflec- 
tion of  the  car  frame  members  is  kept 
within  satisfactory  amounts,  the  stresses 
in  the  various  parts  will  rarely  exceed 
5,000  lb.  per  sq.in.,  although  12,000  lb. 
per  sq.in.  under  impact  and  15,000  lb. 
per  sq.in.  under  static  loading  is  entirely 
safe. 

The  designer  can  keep  down  costs  by 
employing  shapes,  sheet,  castings,  forg- 
ings  and  other  standard  aluminum  prod- 
ucts to  the  fullest  extent  and  by  watch- 
ing the  radii  of  bends.  The  extrusion 
process  for  producing  aluminum  offers 
a  means  of  avoiding  much  shop  cost  in 
the  making  of  joints  and  bends  in  such 
parts  as  belt  rails,  window  sills,  side 
posts  and  anti-climbers.  Where  neces- 
sary, however,  hot  bending  or  forming 
of  the  aluminum  alloys  can  be  done. 

Welding  of  aluminum  by  the  oxy- 
acetylene  or  oxy-hydrogen  method  and 
electric  arc  welding  by  metallic  or  car- 
bon arc  electrode  are  practical.  How- 
ever, aluminum  welds  are  castings  and 
there  is  an  appreciable  decrease  in 
strength.    The  welding  of  side  posts  to 


Electric  Railway  Jourxai. — Vol.75, No.ll 
588 


belt  rails  also  should  be  avoided,  he  said. 
The  remainder  of  this  session  was 
devoted  to  the  presentation  of  eleven 
committee  reports.  Each  of  these  re- 
ports was  discussed  at  some  length. 

Way  and  Structures  Division 

Cost  of  track  construction  was  the 
principal  theme  of  discussion  at  the 
Tuesday  afternoon  session  of  the  Way 
and  Structures  Division.  A  paper  de- 
scribing certain  work  done  in  Washing- 
ton was  read  by  E.  P.  Goucher,  en- 
gineer of  way  and  structures  Capital 
Traction  Company.  Howard  H.  George, 
superintendent  of  way  Cleveland  Rail- 
way, in  a  prepared  discussion  of  Mr. 
Goucher's  paper,  gave  interesting  data 
on  the  cost  of  track  construction  on 
his  property.  He  placed  special  em- 
phasis on  the  importance  of  vibration 
of  the  track  structure  as  a  means  of 
insuring  a  good  bond  with  the  concrete. 

The  adoption  of  a  few  standard  de- 


signs of  track  was  recommended  by 
John  B.  Tinnon,  sales  manager  Metal 
&  Thermit  Corporation,  in  a  paper 
presented  at  the  Wednesday  session. 
He  expressed  the  opinion  also  that  the 
average  way  engineer  is  not  sufficiently 
familiar  with  the  designs  and  methods 
used  on  properties  other  than  his  own. 
The  problem  of  economical  track  con- 
struction is  not  the  problem  of  the 
management,  the  holding  company  or 
the  banker,  he  said,  but  it  is  the  prob- 
lem of  the  way  engineer.  In  conclusion, 
he  urged  that  way  engineers  interest 
themselves  more  keenly  in  the  problems 
connected  with  selling  electric  railway 
transportation  to  the  public. 

The  report  of  the  Standing  Commit- 
tee on  Way  and  Structures  was  pre- 
sented by  C.  A.  Smith,  chairman,  at 
the  Tuesday  session.  Reports  of  vari- 
ous committees  were  presented  in  sum- 
marized form.  Abstracts  of  these  re- 
ports appear  elsewhere. 


A  Typical 
Urban  Track  Construction 


By 

E.  P.  GOUCHER 

Engineer  of  Way  and  Structures 

Capital  Traction  Company 

Washington,  D.  C. 


OUR  present  standard  type  of  sur- 
face track  construction  consists  of 
A.E.R.E.A.  7-in.,  103-lb.  girder  grooved 
rail,  with  Thermit  weld  joints,  installed 
on  International  bent  steel  twin  ties, 
on  6-ft.  centers,  with  solid  concrete 
pavement  to  the  top  of  the  rails.  The 
twin  ties  which  we  use  are  so  formed 
or  bent  as  to  provide  an  arched  effect 
from  rail  to  rail,  and  at  the  same  time 
reduce  the  amount  of  excavation  and 
concrete  necessary  for  the  construction 
by  about  295  cu.yd.  per  mile  of  single 
track.  They  are  punched  for  the  stand- 
ard type  forged-steel  clip  and  tee-head 


bolt  as  furnished  by  the  tie  manufac- 
turer. We  use  truck  mixed  concrete  of 
a  1-2-3^  mix,  furnished  by  a  local  con- 
tractor. The  trucks  are  of  3-cu.yd. 
capacity,  and  the  water  is  added  and 
the  material  mixed  for  five  minutes  after 
arrival  at  the  job,  under  the  supervision 
of  the  concrete  foreman. 

The  old  track  was  jacked  out  of  the 
street,  and  necessary  excavation  and 
grading  were  done  with  pneumatic  tools. 
Full  sized  wood  templates  of  the  finished 
excavation  enabled  us  to  trim  very 
closely  to  line.  The  old  ballast  was  very 
compact,  and  made  an  excellent  founda- 


Labor  and  Material  Costs  per  Foot  of  Track 


Labor 

Engineering $0 . 1 77 

Excavating  and  removing  old  track 0. 636 

Disposal — excavated  material* 0 . 1 58 

Installing  steel  ties 0. 086 

Installing  wheel  rail 0. 072 

Thermit  welding  joints 0.113 

Surfacing  and  lining 0.21 1 

Concretingt 0.420 

Watchmen  and  lampmen 0. 337 

Sundry  labor  and  material,  including  tools,  etc.t 0.145 

Portable  crossovers,  including  signals  and  switchmen  0. 357 

Grosstotal $2,712 

Scrap  credit,  including  handling 0.011 

Net  total  cost J2.723 

♦Average  haul  about  I J  miles, 
tlnduding  burlap,  labor  sprinkling,  etc. 
tNo  tool  or  equipment  rental  charged. 


-<Iost8- 


Hauling      Material 


0.133 
0.008 


0.001 
0.002 
0.004 


1.299 
1.607 
0.  194 


2.667 


0.062 
0.008 


$0,218 
0.014 


0.218 


$6,045 
(  0.655) 


$0,232         $5,390 


Total 
$0,177 
0.636 
0.291 
1.393 
1.739 
0.308 
0.213 
3.091 
0.337 
0.425 
0.365 

$8,975 
(0.630) 

$8,345 


Labor 

Hours 

D.10I 

1.400 

0.377 

0.182 

0.138 

0.210 

0.424 

0.982 

1.279 

0.315 

0.850 

6.258 
0.027 

6.285 


E.  P.  Goucher 

tion  for  the  new  track.  Due  to  a  slight 
raise  in  the  grade  of  the  new  track, 
we  were  able  to  leave  in  some  of  this 
material  under  the  new  ties  and  directly 
below  the  wheel  rails.  As  there  was 
an  existing  6-in.  porous  tile  subsoil 
drain  between  the  tracks,  no  other  drain- 
age was  installed  on  the  new  work. 

The  new  track  was  carried  on  old 
scoria  brick  and  small  wedges,  and  held 
to  line  by  means  of  blocks  and  wedges 
between  the  rails  and  the  roadway  and 
dummy  concrete.  As  far  as  possible, 
the  concrete  was  poured  from  the  trucks 
directly  into  the  track  space.  It  was 
tamped  under  the  ties  with  an  Inter- 
national tamping  machine,  followed  by 
an  experimental  vibrating  machine  sent 
us  by  the  tie  manufacturer.  This  ma- 
chine consisted  of  two  air-operated  tie 
tampers  mounted  on  a  piece  of  7  in. 
channel  iron.  Although  crude,  in  some 
respects  it  was  .superior  to  the  newer 
models,  its  main  drawback  being  the 
noise.  The  only  finishing  necessary 
after  the  passage  of  the  vibrating  ma- 
chine— and  this  is  v/here  grooved  girder 
rail  proves  its  worth — was  the  dragging 
of  a  short  length  of  |-in.  hose  over  the 
concrete. 

We  think  that  the  method  we  are 
now  using  is  as  satisfactory,  from  an 
economical  and  practical  standpoint,  as 
is  possible  at  the  present  time  for  rigid 
track  in  paved  streets.  We  are  not 
entirely  satisfied,  however,  that  the  noise 
cannot  be  considerably  reduced.  There 
is  no  question  but  that  all  solidly 
concreted  tracks  are  too  noisy.  Noise 
is  one  evil  on  which  we  are  going  to 
have  to  spend  considerable  thought  and 
energy  if  we  expect  to  continue  street 
car  operation.  Probably  a  bituminous 
surface  would  be  beneficial,  although 
slightly  increasing  the  cost,  and  we  ex- 
pect to  experiment  along  that  line  on 
our  next  reconstruction  job. 

Construction  costs  on  this  track  com- 
pared favorably  with  our  past  experi- 
ence with  surface  track  laid  with  100-lb. 
T-rail  on -treated  ties,  and  concrete  to 
the  top  of  the  rails.  In  the  table  are 
given  the  unit  prices  paid  for  labor  and 
concrete  materials,  and  the  labor-hours 
expended  on  the  work,  stated  as  dollars 
per  lineal  foot. 


Electric  Railway  Journal — October,  1931 
589 


Experience  in  Trolley  Bus  Operation 


w. 


By 

C.  WHEELER 


Engineer  of  Equipment 
Chicago  Surface  Lines 


OUR  early  experience  in  trolley  bus 
operation  led  to  a  number  of  sug- 
gestions for  mechanical  and  electrical 
improvements  in  each  subsequent  lot 
purchased.  The  original  buses  were 
equipped  with  swiveling  trolley  wheels. 
The  weight  of  the  harp  and  wheel  was 
approximately  12.25  lb.,  and  with  the 
18-ft.  pole  it  did  not  function  satisfac- 
torily. Due  to  the  inertia  of  the  dead 
weight,  excessive  tension  was  required 
to  hold  the  wheels  in  contact  with  the 
wire,  and  it  was  found  also  that  when 
one  pole  would  come  ofif  it  would  whip 
enough  to  dewire  the  other.  Springs 
were  added  to  increase  pole  tension, 
but  they  had  no  eflfect  on  the  tendency 
of  the  pole  to  whip  when  dew!  red.  The 
inertia  of  the  weight  at  the  end  of  the 
pole  was  also  detrimental  in  that  under 
high  wind  pressure  or  rates  of  accelera 


W.  C.  Wheeler 


The  brakeshoes  are  now  giving  a  satis- 
factory life  after  an  early  period  of 
trouble  with  chatter,  screech  and  rapid 
wear.  Properly  fitting  shoes  and  ven- 
tilated rims  and  wheels  are  necessary 
in  severe  service  if  shoe  life  is  main- 
tained. 

Proper  selection  of  tire  sizes  has  an 
important  bearing  not  only  on  the  tire 
life  but  on  other  factors,  such  as  step 
heights  and  brake  drum  ventilation. 
Load  distribution  on  wheels  afifects  the 
braking  effort  available  at  each  wheel. 
The  heat  from  braking  in  severe  service 
requires  adequate  ventilation  of  the 
drums  and  wheels,  as  overheated  brake 
drums  will  cause  rapid  wear  on  brake- 
shoes,  and  also  affect  the  oil  seals  and 
their  effectiveness.  Better  results  have 
been  obtained  where  tire  sizes  are  such 
that  these  conditions  can  be  met,  and 
the  tire  loads  are  kept  within  the  tire 
manufacturers'  rating  of  capacity.  Brake 
testing  equipment  has  reduced  trouble. 

In  making  provision  for  trolley  bus 
maintenance  we  have  followed  standard 
electric  railway  practices,  and  the  men 
have  been  carefully  selected  from  reg- 
ular carhouse  maintenance  forces. 
Motors,  control,  heaters,  and  a  great 
amount  of  the  air  brake  equipment  are 
comparable  with  railway  parts  and  the 


of  approximately  4  in.,  all  of  the  lost 

.  „^^^.^.„      motion   being  at  the   "off"   position  to 

tion  the  pole  would  be  pulledavvaylrom  !."^"!'^  release,  and  pressures  between  maintenance  of  this  equipment  is"carried 
wire  contact.  Mine  type  wheels  and  .,,'\  """"""•"  and  40  lb.  maximum,  on  along  the  same  lines.  The  differ- 
harps  tried  were  lighter  in  weight  than  }  ,  ^  ,  'V°^^  desirable.  A  short  ences  in  braking  and  gear  equipment 
the  original  ones,  but  did  not  help  suffi-  ^^^^^  *''*^"  °°^^  "°'  permit  of  quick  are  quickly  learned,  and  the  care  of  tires 
ciently  to  offset  higher  maintenance  '"'""  accurate  determination  of  braking  and  steering  mechanism  are  the  only 
charges.  With  the  development,  how-  P'^ssures.  If  the  spring  pressure  is  too  new  parts  to  be  maintained.  We  believe 
ever,  of  the  swivel  type  shoe,  condi-  '^^^^''''  "  ^■'''  '^'"'^ate  a  tendency  for  the  that  this  careful  selection  of  street  car 
tions  have  been  materially  improved.  "Psi^ator  to  fan  the  air  on  rough  pave-  maintenance  men  for  servicing  trollev 
The  new  assembly  weighs  approximately  ^ ^^"'^'  "^  '°  insufficient  support  of  the  buses  has  been  a  valuable  aid  in  secur- 
5.25  lb.,  only  slightly  more  than  40  per  ^°.°' '  .^^"''«  ^  pressure  that  is  too  high  ing  our  high  standard  of  maintenance 
cent  of  the  original.  This  has  made  ^^'"'  ^""^  ^"  operator  in  all-day  service,  and  operation, 
possible  a  reduction  ot  the  shoe  pressure 

on  the  wire,  removal  of  the  extra  springs  ♦■ 

that  were  installed,  and  practically  elim- 
inated any  tendency  to  whip  or  cause 
dewirement  of  the  other  pole. 

Another  source  of  annoyance  was 
brakes,  coupled  with  a  decided  steering 
wheel  vibration  on  certain  buses  at  the 
time  of  brake  application.  This  was  cor- 
rected by  the  substitution  of  a  plain 
type  of  thrust  bearing  in  the  bottom 
part  of  the  steering  knuckle  in  place 
of  the  roller  bearing  that  was  furnished 
as  original  equipment.  The  brakes  on 
trolley  buses  have  the  handicap  of  poor 
ventilation  and  the  possibility  of  oil 
leakage  from  wheel  and  transmission 
bearings.  As  summer  temperatures  are 
encountered,   together   with    conduction 

of  heat  from  the  brakes  of  the  wheels,  ''  ''  or  bus  operation,  the  old  ABC 
the  grease  becomes  so  thin  in  severe  o'  'he  stores  department  still  exists — 
service  that  oil  seals  must  be  kept  in  serve  the  operator,  keep  the  line  run- 
practically  perfect  condition  if  the  buses  "'"g.  but  don't  forget  the  investment. 
ate  to  maintain  braking  ability.  Another  Regular  demands  must  be  protected  and 
factor  in  brake  troubles  is  the  wide  vari-  emergency  parts  stocked.  Minimums 
ation  in  brake  pedal  travel  and  pres-  '^o  not  put  gaskets  on  the  engine, 
sure.  Our  efforts  to  standardize  or  Certainly  a  control  feature  must  be 
make  uniform  the  application  of  the  established,  but  I  would  hesitate  to  ex- 
brakes  lead  us  to  believe  that  a  total  press  an  opinion  for  one  method  over 
travel  of  5  in.  with  an  effective  travel  another.    The  A.E.R.E.A.  manual  con- 


Bus  Materials 

Present  New  Problems  to  Storekeeper 


By 

W.  E.  SCOTT 

Superintendent  of  Supplies 
Philadelphia  Rapid  Transit  Company 


TX/'HETHER  in  steam,  electric  car 


tains  an  adopted  plan  of  stock  control 
which  many  operators  indorse.  Its 
scope  includes : 

1.  Subdivision  of  material  into  classes, 
each  containing  material  of  a  similar  na- 
ture. 

2.  Actual  review  of  each  item  by  physi- 
cal count  at  least  once  each  month. 

3.  Actual  review  of  consignments  con- 
tracted for. 

4.  Summary  of  stock  on  hand  and  ma- 
terial   on    order    and    the    preparation    of 


Electric  Railway  Journal — Vol.75,  No.l  I 
590 


requisitions  for  purchase  of  future  require- 
ments at  least  once  each  month. 

5.  Compiling  of  statistics  by  classes  from 
the  dollar  and  cents  view  to  determine  the 
efficiency  of  operation. 

Physical  handling  of  bus  materials 
is  generally  divided  into  four  groups, 
as  follows,  each  of  which  has  its  peculiar 
problems : 

(1)  Gas  and  oil.  (2)  Tires.  (3)  Units. 
(4)   Repair  parts. 

In  Group  No.  1  the  railway  store- 
keeper forsakes  his  former  problems  of 
solid  storage,  such  as  rail,  ties,  wheels, 
etc.,  and  enters  a  field  of  liquid  storage 
and  transfer.  Each  operator  attacks 
his  problems  in  a  manner  best  suited  to 
conditions.  Some  operators  have  found 
it  economical  to  erect  a  large  bulk 
storage  plant  with  a  capacity  to  handle 
steamer  tank  loads.  Other  operators 
locate  their  bulk  storage  at  garage 
points  adjacent  to  railroad  sidings,  or 
procure  gas  from  contractors  in  bulk 
lots. 

Oil  is  usually  contracted  for  delivery 
as  required  to  garages  and  service  sta- 
tions. Some  stores  organizations  main- 
tain oil  reclamation  plants  where  the 
used  product  is  thoroughly  cleansed  and 
brought  back  to  its  original  state. 

For  many  railways,  tires  are  not  a 
problem  for  the  storekeeper,  inasmuch 
as  tires  are  being  mounted  by  the  con- 
tractor and  used  on  a  mileage  basis; 
the  problem  of  storage  being  theirs 
together  with  the  mounting.  But  for 
those  operators  who  are  faced  with 
storage  of  their  own  rubber,  it  is  essen- 
tial that  all  precautions  are  taken  to 
insure  against  aged  rubber,  and  that 
the  stock  of  rubber  is  intelligently 
measured  by  the  turnover. 

Storage  facilities  for  the  ease  of 
handling  the  units  in  Group  No.  3 
should  be  provided.  Special  skid  plat- 
t'orms  for  ease  of  movement  through- 
>ut  the  shop  to  storage  house  have 
been  prepared  for  this  material.  These 
platforms  are  also  provided  with  spe- 
cial arrangements  for  lifting  chains  to 
avoid  damage  to  the  unit. 

In  Group  No.  4,  standard  storeroom 
arrangements  such  as  bins,  cases,  racks, 
etc.,  should  be  provided.  Wood  and 
steel  cases  are  in  general  use.  How- 
ever the  daylight  steel  cases  are  found 
to  be  more  generally  used  and  certainly 
aflford  a  saving  in  space,  better  light, 
lower  costs,  tend  towards  better  house- 
keeping and  permit  a  more  accurate 
count  of  stock.  Above  all  else,  the 
proper  identification  of  material  stored 
must  be  made. 

The  vendor  has  his  problems  which, 
in  a  general  way  are  ours  all  over 
again.  He  provides  a  system  of  con- 
trol based  on  sales.  He  cannot  afford 
to  tie  up  a  lot  of  dollars  in  inactive 
material,  and  his  turnover  must  also 
be  consistent  with  his  investment.  I 
now  give  you  the  vendors,  views  from 
two  sources.     One  vendor  states :    "My 


company  does  not  believe  that  material 
problems  are  yours ;  we  think  that  they 
rightfully  belong  to  us.  Your  material 
requirements  should  be  handled  by  one 
of  our  service  departments  and  go  from 
our  shelves  to  your  buses.  Our  outfit 
is  large  and  there  are  maintained 
throughout  the  states  close  to  100  serv- 
ice stations  where  we  are  always  ready 
to  serve  your  parts  requirements." 
The  other  vendor  stated  that  his  com- 


pany maintained  five  service  parts  de- 
pots placed  at  stragetic  points  in  the 
country  and  serviced  with  parts  by  the 
general  depot  located  at  the  factory. 
Each  of  these  depots  maintained  a  24- 
hour  service  for  customers'  use.  His 
recommendations  with  regard  to  ma- 
terial was  that  supply  departments  of 
the  bus  operators  maintain  their  own 
storerooms  and  that  material  be  ordered 
through  these  five  general  depots. 


Diesel  Engines  in  Transportation 


By 
MARTIN  SCHREIBER 

General  Manager  in  Charge  of  Plant 

Public  Service  Co-ordinated  Transport 

Newark,  N.  J. 


Martin   Schreiber 

EUROPE  up  to  this  time  has  been 
the  leader  in  Diesel  engine  work, 
because  of  a  large  differential  between 
the  cost  of  gasoline  and  fuel  oil.  The 
Diesel  engine  was  invented  and  devel- 
oped in  Germany.  Up  to  date,  there  are 
substantially  3,500  Diesel  buses  and 
trucks  actually  in  operation  in  Austria, 
England,  France,  Germany  and  Switzer- 
land. Capitol  District  Traction  Com- 
pany, Albany,  N.  Y.,  has  operated  a  Mack 
bus  equipped  with  a  6-cylinder  Mercedes- 
Benz  Diesel  engine  and  General  Electric 
propulsion  units  for  a  period  of  eight 
months.  This  bus  has  run  about  24,000 
miles.  The  fuel  mileage  is  5.22  miles 
per  gallon  as  compared  to  a  gasoline- 
electric  unit  that  has  a  fuel  mileage  of 
2.78  miles  per  gallon. 

The  Diesel  engine  experience  of  Pub- 
lic Service  Co-ordinated  Transport. 
Newark,  N.  J,,  covers  approximately 
two  years.  One  bus  is  in  regular  oper- 
ation. It  fits  in  with  a  schedule  with 
gasoline  buses  on  one  of  its  city  lines. 
This  bus  is  a  Yellow  Coach  Z-240, 
equipped  with  a  Mercedes-Benz  Diesel 
6-cylinder  engine  with  electric  drive. 
The  fuel  consumption  is  about  5.50  miles 
per  gallon,  as  against  3  miles  for  the 


gas-electric  buses.  This  superior  fuel 
economy  of  the  Diesel  engine,  together 
with  the  fact  that  the  entire  ignition 
system  is  eliminated,  makes  it  partic- 
ularly attractive  to  fleet  operators.  The 
engine  'and  accessories  are  actually 
simpler  than  the  gasoline  assembly. 

Mercedes-Benz  Diesel  engines,  with 
which  Public  Service  Co-ordinated 
Transport  has  experimented,  are  of  the 
indirect  injection  or  pre-combustion 
chamber  type.  The  fuel  pump  and  in- 
jection nozzles  are  standard  Robert 
Bosch  products.  The  engine  is  started 
readily,  even  if  cold,  and  the  bus  can 
be  driven  almost  immediately — no  long 
warming-up  period  is  necessary.  Road 
performance  is  equal  to  that  of  gasoline 
buses  of  the  same  power,  and  the  ex- 
haust is  practically  colorless  and  odor- 
less. These  engines  have  been  oper- 
ated by  numerous  drivers  and  maintained 
by  several  garages,  demonstrating  that 
extraordinary  care  or  skill  in  operation 
or  maintenance  is  not  required. 

An  important  advantage  of  the  use  of 
Diesel  engines  is  the  elimination  of  the 
fire  hazard  in  motor  coaches,  as  well 
as  in  the  storage,  handling  and  trans- 
portation of  the  fuel.  Another  advan- 
tage is  the  elimination  of  the  ignition 
system  and  carburetor,  which  would 
materially  reduce  the  number  of  service 
interruptions.  Failure  of  the  fuel  sup- 
ply due  to  vapor  lock,  which  is  experi- 
enced in  some  gasoline  vehicles  during 
hot  weather,  would,  of  course,  be  elim- 
inated by  the  use  of  fuel  oil.  Experi- 
ence demonstrates  cooling  water  and 
exhaust  temperatures  are  noticeably 
lower  than  in  gasoline  engines. 

Operating  experience  appears  to  jus- 
tify an  intensive  development  that  should 
soon  produce  satisfactory  engines.  A 
considerable  attitude  on  the  part  of 
fleet  operators  and  their  substantial  en- 
couragement, amounting  to  a  demand, 
will  greatly  hasten  domestic  Diesel 
development. 


Electric  Railw.w  Journal — October,  1931 
591 


Engineering  Committees  Show  Results  of 

Research  Work 


Heavy  Electric  Traction 

Six  subjects  were  handled  during  the 
year  by  the  Committee  on  Heavy  Elec- 
tric Traction.  On  the  review  of  the 
existing  Manual  sections,  it  was  recom- 
mended that  the  sections  on  clearance 
between  contact  conductors  and  perma- 
nent way  structure  be  withdrawn  pend- 
ing joint  action  vk-ith  the  American  Rail- 
way Association's  Electrical  Section. 
Several  conflicts  in  the  Manual  section 
on  600-volt  direct-current  trolley  con- 
struction were  found,  and  it  was  recom- 
mended that  these  conflicts  be  referred 
to  the  Power  Committee.  It  also  was 
recommended  that  due  consideration  be 
given  to  clearance  of  conductors  asso- 
ciated with  the  overhead  electric  con- 
tact systems  in  any  new  clearance  speci- 
fications. 

The  study  of  track  and  third  rail 
bonds  for  heavy  traction  work  was  con- 
tinued, and  it  was  recommended  that 
the  specifications  forstud  terminal  bonds 
be  revised  as  suggested  in  the  report. 
It  also  was  recommended  that  the 
methods  of  joining  third  rails  by  other 
than  bonding  and  methods  of  applying 
welded  bonds  be  studied  further. 

A  complete  tabulation  of  oil-electric 
locomotive  operating  statistics  for  1929- 
30  was  presented  by  the  subcommittee 
on  this  subject.  The  study  of  train 
operation,  particularly  articulated  units, 
was  continued,  and  additional  informa- 
tion was  given.  Data  on  additional 
locomotives  which  have  become  avail- 
able since  the  last  report  were  published, 
including  the  motive  power  for  several 
of  the  latest  electrifications. 

Power  Division 

1.  Manual  Review — Stranded  copper 
wire  tables  comprising  bare  concentric 
soft-drawn  copper ;  bare  concentric  hard- 
drawn  copper,  A.S.T.M.  Class  A  strand- 
ing ;  bare  concentric  hard-drawn  copper, 
A.S.T.M.  Class  B  stranding;  bare  con- 
centric hard-drawn  copper,  A.S.T.M. 
Class  C  stranding ;  and  bare  concentric 
hard-drawn  copper,  extra  flexible 
stranding,  were  prepared  and  presented 
as  recommended  standards.  Work  was 
started  on  revision  of  the  section  on 
paper-insulated  cables.  The  Manual 
.section  on  the  joint  use  of  wood  poles 
was  revised  in  detail,  and  was  pre- 
sented for  approval  as  a  supplement. 

2.  Mercury  Power  Rectifiers — This 
represents  the  sixth  year  of  study  on 
the   subject   by   this   committee.      Sum- 


Chairmen  of  Divisions,  Engineering 
Association 

1 — Thomas  H.  Nkholl,  Rolling  Stock  Divi- 
sion 

2 — Dwight  L.  Smith,   Power  Division 

3 — C.  A.  Harris,  Purcha.ses  and  Stores 
Division 

4 — C.  A.  Smith,  Way  and  Structures  Divi- 
sion 


niaries  of  operating  results  for  the 
calendar  year  1930  are  included  in 
tabular  form.  Another  table  gives  the 
record  of  the  rectifier  units  installed  or 
on  order  in  America.  The  bibliography 
also  was  brought  up  to  date. 

5.  Catenary  Specifications  —  A  study 
was  made  of  new  types  of  messenger 
for  catenary  construction.  A  tabulation 
was  given  of  catenary  systems  of  a  con- 
siderable number  of  electrified  steam 
railroads  and  heavy  interurban  lines.  It 
was  recommended  that  this  study  be 
continued.  The  study  of  insulators  dur- 
ing the  year  resulted  in  the  development 
of  several  designs  for  pin  type  and  sus- 
pension tvpe  insulators  for  voltages 
from  0  to  "l,500,  1,500  to  3,000,  3,000  to 
11,000  and  11,000  to  22,000.  It  was 
recommended  that  this  subject  be  con- 
tinued. A  classification  was  presented 
ot  the  various  types  of  supporting  struc- 
tures for  catenary  lines. 

6.  Trolley  Wire  Wear — Detailed  sta- 
tistical information  relative  to  trolley 
breaks  was  included,  bringing  the  sub- 
ject up  to  date  through  1930.  For  the 
first  time,  the  tables  include  data  on 
kilowatt-hours  and  wire  used  for  re- 
placements. A  study  of  the  practical 
and  economical  sizes  and  types  of  trolley 
support  ears  for  general  use  was  begun. 
The  study  of  larger  sizes  of  grooved 
trolley  wire  was  continued,  and  a  pro- 
posed revised  specification  was  pre- 
sented. An  attempt  was  made  to  de- 
termine a  fair  method  of  comparing  line 
maintenance  performance  as  an  aid  to 
reducing  trolley  breaks.     It  was  recom- 


mended that  this  subject  be  continued  as 
the  work  is  considered  only  a  prelimi- 
nary step  that  is  based  on  incomplete 
data. 

7.  Trolley  Construction  Specifications 
— This  committee  presented  a  revised 
specification,  which  was  prepared  to 
conform  with  the  latest  edition  of  the 
electrical  safety  code,  and  incorporating 
the  recommendations  of  former  commit- 
tees. Whtrever  possible,  revisions  were 
made  to  conform  with  similar  items  in 
the  specifications  for  catenary  overhead 
construction.  These  revised  specifica- 
tions are  stated  to  be  complete  and 
modern,  and  are  satisfactory  for  adop- 
tion. It  was  recommended  that  the 
existing  Manual  Section  D  101-16  be 
discontinued. 

8.  Trolley  Wire  Reels — A  design  for 
a  larger-size  reel  was  prepared  for  in- 
clusion in  the  present  standards  to  pro- 
vide for  the  new  large-size  trolley  wire 
recently  adopted.  There  is  a  tabulation 
of  the  capacity  of  the  reels  for  various 
sizes  of  trolley  wire.  It  was  recom- 
mended that  the  attention  of  the  users 
of  trolley  wire  reels  be  drawn  to  the 
fact  that  more  consideration  should  be 
given  to  specifying  the  use  of  standard 
reels. 

9.  Trolley  Bus  Overhead  Construc- 
tion— Changes  were  recommended  in  the 
existing  Manual  Section  D  106-25,  the 
drawings  to  be  rearranged  and  addi- 
tional ones  to  be  inserted,  and  changes 
made  in  several  subdivisions.  These 
changes  were  submitted  as  an  appendix. 

10.  Lightning  Protection — After  re- 
viewing the  reports  of  last  year's  com- 
mittee on  this  subject,  and  in  considera- 
tion of  the  fact  that  definite  information 
regarding  the  effect  of  lightning  on  all 
overhead  power  circuits  is  not  avail- 
able, the  committee  did  not  believe  it 
was  in  a  position  to  revise  the  Manual 
section  on  lightning  protection  at  this 
time.  As  an  appendix,  a  brief  review 
of  information  collected  in  the  past  two 
years  was  given. 

12.  Ferrous  and  Non-ferrous  Matci  ials 
— The  year's  report  covered  briefly  the 
work  being  done  by  the  Electrical  Sec- 
tion, A.R.A.,  the  American  Society  for 
Testing  Materials,  and  the  American 
Foundrymen's  Association.  A  bibliog- 
raphy also  was  given  of  specifications 
for  coating  ferrous  materials  to  prevent 
corrosion. 

13.  Trolley  Voltage  Siir7'cys  —  TIic 
question  of  proper  trolley  voltage  for 
congested  urban  distribution  was  ro-i- 
tinued.     Results  of  tests   nvd?   ii   (in- 


Electric  Railway  Journal — Vol.75,  No.ll 
592 


I 


cinnati  and  in  Pittsburgh  with  leckiced 
voltage  in  the  congested  districts  were 
presented.  First  conclusions  show  that 
it  is  possible  to  make  a  considerable  sav- 
ing in  power  on  the  basis  of  the  Pitts- 
burgh test.  This  seemed  to  be  greatest 
at  the  lowest  practical  operating  voltage, 
i.e.,  450  volts.  At  Chicago  on  the 
Surface  Lines  in  sufficiently  congested 
areas  it  appeared  possible  to  reduce 
trolley  voltage  without  reducing  the 
speed  of  the  cars,  and,  at  the  same  time, 
to  derive  l)enefit  from  reduced  peak 
demand.  On  the  Chicago  Rapid  Transit 
Lines  a  substantial  saving  in  power  was 
possible  with  reduced  voltage,  but  at  the 
expense  of  speed.  In  Montreal  a  con- 
siderable saving  in  energy  consumed 
with  a  reduction  in  demand  by  the  use 
of  reduced  voltage  was  possible.  In 
Cincinnati  the  test  demonstrated  that 
a  reduction  of  voltage  in  the  congested 
areas  would  cut  power  costs  but  little, 
and  can  be  accomplished  only  by  sacri- 
ficing speed  in  the  congested  areas.  The 
committee  concluded  that  additional 
properties  should  make  studies  of  re- 
duced voltage.  It  held  that  reduction  of 
trolley  voltage  is  in  some  cases  not 
feasible,  due  to  the  same  substation  feed- 
ing both  congested  areas  where  maxi- 
mum speed  cannot  be  obtained  and  other 
areas  where  maximum  speed  can  be  ob- 
tained. It  also  held  that  a  feasible 
scheme  of  providing  constant  illumina- 
tion could  be  provided,  and  that  any 
reduction  in  trolley  voltage  in  the  con- 
gested areas  should  be  used  in  service 
only  in  the  event  that  economies  can  be 
realized  without  reducing  car  speeds,  or 
without  interfering  with  the  operation 
of  cars  and  associated  auxiliaries. 

Purchases  and  Stores  Division 

1.  Manual  Review — It  was  decided 
that  the  recommended  stock  book  system 
of  controlling  materials  and  supplies  ap- 
pearing in  the  Manual  should  be  re- 
viewed with  the  idea  of  bringing  it  up 
to  date.  Accordingly,  it  was  assigned 
to  Committee  No.  6  for  study.  Prog- 
ress has  been  made  in  the  preparation 
of  an  index  for  the  A.E.R.A.  classifica- 
tion of  materials  and  supplies. 

2.  Unit  Piling  and  Standard  Pack- 
ages— Twenty  items  were  agreed  upon 
for  standard  packages  of  material  pecu- 
liar to  electric  railways,  which  are  the 
major  users  of  this  class  of  material. 
General  agreement  of  railway  com- 
panies was  obtained,  and,  after  a  poll 
of  the  Executive  Committee,  the  recom- 
mendations were  referred  to  the  Divi- 
sion of  Simplified  Practice.  After  a 
few  minor  changes,  quantities  for  the 
twenty  items  were  agreed  upon.  The 
Navy  Department  and  56  manufacturers 
and  users  have  accepted  the  recom- 
mendations. The  committee  is  continu- 
ing its  study  of  quantities  for  standard 
packages  for  other  items  common  to 
electric  railways. 

3.  Stores  Investment  and  Costs — A 
questionnaire  was  sent  to  various  elec- 


tric railway  companies  asking  for  data 
on  investment  in  material  or  supplies  for 
the  year  1929.  Detailed  information  on 
the  basis  of  this  questionnaire  is  i:v 
cluded.  It  was  shown  that  there  is  an 
average  of  17.41  per  cent  turnover,  or 
that  portion  of  the  stock  which  is  moved 
monthly  in  relation  to  the  stock  on  hand. 
This  is  equivalent  to  an  annual  turnover 
of  2.09  times.  The  per  cent  turnover 
figures     show     clearly    that    companies 


Chairmen  of  Engineering 
Association  Committees 

1 — L.  C.  Winship,  Heavy  Electric  Traction 

2 — E.  P.  Goucher,  Co-operation  with  U.  S. 
Department  of  Commerce 

3 — Jame-s  W.  Wel.sh,  Economics  of  Rolling 
Stock  Application 

4 — Chas.  Rufus  Harte,  Historical  Review 
of  Engineering  A.ssociation's  Organiza- 
tion  and   Growth 

5 — ■W.  W.  Wysor,  Electric  Railway  Journal 
Maintenance  Contest,  Necrology,  Nomi- 
nations,  Program 

6 — E.  M.  T.  Ryder,  Welded  Rail  Joints, 
Editing  of  Proceedings 

Chas.  H.  Jones,  Engineering  Manual,  Sub- 
jects 


operating  buses  only  have  a  much 
higher  rate  of  turnover  than  those 
operating  railways  only,  or  both  rail- 
ways and  buses.  The  committee  recom- 
mends to  member  companies  that  in- 
dividual studies  be  made  of  investment 
in  material  and  supplies  with  a  view  of 
securing  the  highest  possible  turnover. 

6.  Material  and  Supplies  Control — 
This  committee  presented  a  report  of 
progress  only,  giving  answers  to  a 
questionnaire  on  the  subject  of  stock 
control,  as  received  from  42  companies. 

7.  Handling  of  Bus  Materials — The 
report  consisted  of  a  discussion  of  meth- 
ods of  stock  control,  methods  of  identi- 
fication, methods  of  storing,  methods  of 
procurement  on  supplementary  order 
contracts,  regular  purchase  orders, 
emergency  purchases,  and  the  co- 
ordination with  the  manufacturers  for 
proper  tagging  and  marking.  It  was 
recommended  that  the  subject  be  con- 
tinued, and  that  detailed  data  be  in- 
cluded in  future  reports  on  several  of 
the  sections.  A  number  of  other  fea- 
tures concerning  handling  of  bus  ma- 
terials were  suggested  as  subjects  for 
the  committee  to  investigate. 

8.  Handling  of  Stationery  and  Printed 
Forms  —  The  subject  was  considered 
largely  from  the  view  of  physical  con- 
trol of  stationery,  methods  of  preparing 


forms  and  obtaining  them,  co-operation 
with  government  standards  of  typified 
forms,  regulation  of  deliveries  and  cen- 
tralized control.  It  was  brought  out 
that  several  large  companies  were  able 
to  reduce  the  number  of  printed  forms 
by  about  half  after  a  study  had  been 
made  and  outlined  in  a  questionnaire 
sent  to  the  members.  The  report  was 
submitted  as  one  of  progress  only,  and 
it  was  recommended  that  the  work  be 
continued. 

Rolling  Stock  Division 

2.  Motor  Coaches — The  uniform  mo- 
tor bus  specification  code  was  recom- 
mended for  approval.  Progress  was  re- 
ported on  the  study  of  a  number  of 
subjects,  including  standard  sizes  of 
destination  signs  and  window  glass, 
static  testing  of  bus  bodies  and  chassis, 
maintenance  schedules,  necessity  for 
definite  oil  specifications,  chassis  lubri- 
cation, recent  improvements  in  the  man- 
ufacture of  gear  lubricants,  and  the  use 
of  fuel  oil  for  Diesel  engines.  Informa- 
tion was  compiled  on  mileage  run  by 
various  companies  between  chassis  lub- 
rication. An  extensive  survey  proved 
that  great  improvements  had  been  made 
in  brakes  and  brake  drum  material. 
Disposal  of  exhaust  gases,  ventilating 
and  heating  were  covered  in  a  question- 
naire, and  tabulated  as  an  appendix. 

3.  Car  Design — Tendencies  in  car  de- 
sign indicate  a  continuation  of  greater 
use  of  the  possibility  to  improve  the 
appearance  of  cars.  This  is  shown  in 
lower  body  floor  and  roof  construction, 
and  in  streamline  painting  effects. 
Wider  windows  or  post  spacings  of  36^ 
to  40  in.,  as  compared  to  those  used  in 
the  past  of  29^  in.,  have  also  been  used 
to  emphasize  the  long,  low  appearance 
of  the  car.  Reference  was  also  made 
to  the  installation  of  groups  of  cars 
equipped  with  trucks  and  motors  of  the 
new  high-speed  light-weight  types.  Ex- 
tensive tests  were  conducted  during  the 
year  on  the  Chicago  Surface  Lines  on  a 
number  of  equipments,  including  the 
later  type  high-speed  motors  and  trucks. 
A  summary  of  the  results  obtained  is 
included  in  an  appendix.  Another  ap- 
pendix gives  power  losses  in  electric 
street  car  reduction  gears.  The  report 
also  referred  to  the  work  of  the  Presi- 
dents' Conference  Committee. 

4.  Lighting  —  This  committee  con- 
tinued its  study  during  the  past  year 
on  headlighting  for  electric  railway 
cars.  A  complete  proposed  revision  of 
Manual  Section  D  121-30  on  car  light- 
ing was  presented  in  an  appendix.  The 
principal  revisions  include  recommenda- 
tions of  the  use  of  dash  illuminating 
headlights,  recommendations  for  rapid 
transit  car  lighting,  a  method  for  com- 
puting illumination  for  various  types  of 
cars,  together  with  other  essential  data. 
Further  investigation  was  made  on  the 
use  of  32-cp.  lamps  for  interior  illumina- 
tion of  motor  coaches.  The  information 
gathered  was  presented  in  detail  in  an 


Electric  Railw.w  Journai- 
593 


-October.  1931 


appendix.  Another  table  was  presented 
showing  the  demand  for  the  twelve- 
month period,  ending  May  31,  1931,  for 
street  railway  lamps,  togetlier  with 
other  pertinent  information. 

5.  Car  Trucks — Revision  ol  Manual 
Section  E2-27  to  reduce  the  possible 
end  play  of  the  axle  by  i  in.  was  rec- 
ommended. A  study  of  nosing  was 
made,  with  the  result  of  an  alternative 
type  of  journal  bearing  with  a  flat  top 
to  eliminate  rolling  out  of  place,  along 
with  a  buttonless  axle  and  wedge 
which  takes  all  the  end  thrust  on  the 
end  of  the  axle.  Another  design 
of  flat  top  bearing  was  also  submitted 
for  use  with  the  standard  axle.  An 
alternative  design  of  brakeshoe  key  was 
submitted,  which  is  thicker  than  the 
standard  key,  and  is  designed  to  prevent 
loose  keys.  Replies  were  received  from 
about  29  companies  on  roller  bearings, 
but  no  conclusions  were  drawn  from  the 
data  collected. 

7.  Trolley  Buses — A  set  of  rules  and 
regulations  based  on  car  wiring,  but 
reworded,  as  proposed  by  the  N.F.P.A. 
was  presented.  The  latest  design  of 
swiveling  type  shoes  has  greatly  im- 
proved operation  over  the  heavier 
trolley  wheel,  it  is  stated.  Standardiza- 
tion of  motor-mounting  bolt  holes  for 
the  SO-hp.  motor  was  proposed,  as  well 
as  standardization  of  preparation  of 
tlie  armature  shaft  for  speedometer  or 
odometer  drive,  nomenclature  and  de- 
signation of  motors  and  trolley  buses. 
It  was  recommended  that  in  wiring 
trolley  buses  or  reading  wiring  dia- 
grams, the  left-hand  trolley  base  be 
considered  as  positive. 

8.  Air-0 perated  Car  Equipment — A 
number  of  practices  tending  to  reduce 
the  use  of  air  and  so  prevent  over-heat- 
ing of  the  compressor  were  recom- 
mended. Methods  of  installation  of  air 
piping  were  proposed.  The  precipita- 
tion of  water  from  compressed  air  and 
the  main  reservoir  cooling  system  was 
discussed  in  an  appendix,  and  the 
method  of  installing  a  radiating  pipe  to 
eliminate  danger  of  frozen  air  equip- 
ment was  proposed. 

9.  Noise  Reduction — Investigation  of 
resilient  wheels  was  continued.  Tests 
were  made  on  the  Lauhoff  type  wheels, 
but  have  not  progressed  sufficiently  to  be 
presented  in  the  report.  Tests  made 
during  the  year  confirmed  the  previous 
report  that  a  cushioning  of  rails  in 
track  construction  would  reduce  the 
sort  of  noise  produced  by  the  car  by  at 
least  25  per  cent.  Sound  determinations 
on  gear  cases  of  standard  types  as  com- 
pared with  similar  ones  covered  with  a 
heavy  coating  of  a  rubber-like  cement 
were  made.  By  this  method,  the  noise 
was  reduced  as  much  as  40  per  cent.  It 
was  recommended  that  soundproof  gear 
cases,  floors,  wheels  and  trolley  bases 
be  used,  as  well  as  a  form  of  track  con- 
struction in  which  the  rail  vibration  is 
muffled.  It  was  recommended  that  light- 
weight cars  be  developed,  with  a  maxi- 


mum of  the  car  structure  being  spring 
borne. 

10.  Riieostatic  Car  Heating — Informa- 
tion has  been  collected  on  this  subject, 
and  plans  have  been  made  to  conduct  a 
series  of  tests  on  several  properties  to 
determine  the  proportion  of  heat  that 
can  be  supplied  from  a  rheostatic  source. 
Those  companies  which  have  experi- 
mented already  show  that  it  is  possible 
to  obtain  30  per  cent  to  60  per  cent  of 
the  heat  required  in  this  manner. 

13.  Limits  of  Wear — It  was  recom- 
mended that  limits  of  wear  be  adopted 
as  recommended  practice :  On  inter- 
urban  cars,  no  wheels  to  have  more  than 
J-in.  hollow  tread ;  treads  not  to  be 
more  than  3|  in.  wide ;  original  clear- 
ance plus  wear  between  pedestal  guides 
and  journal  boxes  to  be  limited  to  a 
total  of  \  in.  for  either  lateral  or  longi- 
tudinal movement.  Further  study  of 
the  subject  was  also  recommended. 

Way  and  Structures  Division 

1.  Manual  Review  —  Changes  in 
Manual  Section  W  42-29,  specifications 
for  design  and  manufacture  of  tie  rods, 
were  recommended.  It  was  proposed 
that  a  new  Manual  section  be  adopted 
covering  recommended  standard  specifi- 
cations on  track  bolts  and  nuts,  to  be 
identical  in  structure  with  the  A.S.A. 
specification  covering  similar  material. 
It  was  recommended  that  the  A.R.E.A. 
girder  rail  section  included  in  the  1929 
A.E.R.A.  Manual  be  included  in  the 
Engineering  Manual  of  Recommended 
Standards.  Revision  of  Manual  Sec- 
tion W  21-23,  specification  for  quenched 
carbon  steel  track  bolts  be  taken  up. 

2.  Special  Trackivork — Data  were  ob- 
tained on  the  experiences  of  the  use  of 
the  association's  design  of  tongue 
switches  and  minor  changes  in  the 
design  for  their  betterment.  Designs 
were  also  furnished  for  expansion 
joints.  Designs  for  hard  center  inserts 
for  mates  are  also  included  in  the  spe- 
cial committee's  program. 

4.  Wheel  and  Rail  Contours — Conclu- 
sions of  the  committee  indicated  that 
the  problem  is  not  very  practical  of 
using  cylindrical  wheels  with  rails  hav- 
ing curved  or  sloping  heads. 

5.  Wood  Preservation  —  Information 
was  given  on  the  number  of  subjects, 
including  economies  obtained  by  operat- 
ing utilities  through  the  use  of  treated 
timber,  possibilities  of  a  combination 
preservative  and  fire- preventive  treat- 
ment for  timber,  preservation  of  timber 
for  use  in  car  and  bus  construction  and 
maintenance,  and  practice  of  boring 
preserved  ties  for  spikes.  The  commit- 
tee also  stated  that  the  subject  has  been 
quite  thoroughly  covered,  and  recom- 
mended that  a  small  membership  be 
continued  to  keep  the  industry  in  touch 
with  new  developments. 

6.  Arc  Welding — Several  changes  in 
specifications  for  welding  rods  were  pro- 
posed for  consideration  of  the  American 
Welding   Society.     Maintenance  of  the 


present  contact  and  working  arrange- 
ment with  the  American  Welding  So- 
ciety and  the  A.S.T.M.  was  recom- 
mended. It  also  was  proposed  that  the 
committee  personnel  be  reduced  ma- 
terially until  such  time  as  there  is  work 
of  a  more  definite  nature  to  be  under- 
taken. 

7.  Alloy  Steels  for  Special  Track- 
work — Tests  were  continued  on  welds 
on  special  steels,  including  11  to  14 
per  cent  manganese  steel,  chrome-nickel 
steel  and  silico-nianganese  steel.  These 
welds  were  made  with  various  elec- 
trodes. A  truncated  cone  was  substi- 
tuted as  a  drop  test  specimen  for  the 
sharp-pointed  cone  used  in  last  year's 
tests.  Detailed  test  results  and  a  dis- 
cussion by  the  members  of  the  com- 
mittee making  the  tests  were  included. 

These  tests  covered  a  wide  range  of 
compositions  and  physical  characteristics 
of  alloy  steels  suitable  for  special  track- 
work.  They  were  made  in  several  dif- 
ferent laboratories  under  the  direction 
of  the  chairmen  of  the  subcommittees  to 
which  they  were  assigned.  The  indica- 
tion was  that  the  weld  metal  deposited 
should  be  of  a  hardness  approximating 
that  of  the  parent  metal.  In  that  event 
the  cold  working  due  to  the  blows  of 
the  hammer  was  better  distributed  and 
the  deformation  of  any  one  part  lessened. 
In  general,  the  finding  was  that  prog- 
ress is  being  made,  and  that  there  is 
a  trend  toward  definite  conclusions 
which  will  be  of  great  value  in  field 
work. 

It  was  recommended  that  the  study 
of  alloy  steel  in  use  in  special  trackwork 
and  the  methods  and  materials  for  weld- 
ing be  continued.  It  also  was  recom- 
mended that  the  assignment  of  develop- 
ments in  the  Sandberg  sorbitic  process 
of  rail  hardening  be  assigned  to  the 
committee  on  rails,  No.  14. 

8.  Pavement  —  Studies  of  types  of 
pavement,  contour  and  foundation,  and 
recommended  types  of  construction  suit- 
able for  modern  heavy  load  conditions 
on  city  streets,  were  made  by  this  com- 
mittee. Attempts  of  previous  commit- 
tees to  design  typical  track  and  pave- 
ment structures  were  not  practicable, 
according  to  the  report.  A  preliminary 
discussion  of  the  economics  of  track 
pavement  was  made  by  this  year's  com- 
mittee. This  outlined  a  method  of  at- 
tack and  presented  formulas  for  in- 
vestigating annual  cost.  It  was  recom- 
mended that  the  general  subject  be 
continued  under  the  latter  title. 

14.  Rails— A  form  for  branding  rails 
was  recommended  for  adoption.  The 
relation  between  the  rail  wear  on  a 
given  section  of  track  approaching  stops 
and  between  stops  was  furnished  by  the 
Cleveland  Railway,  the  results  being 
given  in  an  appendix.  Information  was 
presented  on  the  mathematical  proper- 
ties of  the  association's  standard  girder 
rail  sections.  It  also  was  proposed  to 
incude  in  the  Manual  the  calculated 
weights  of  various  rail  sections. 


Electric  Railway  JotntNAL — Vol.75,  No.ll 
594 


Fake  Accidents  and  Legal  Problems 

Considered  by  Claims  Men 


WHAT  they  lacked  in  numbers 
those  in  attendance  at  the  ses- 
sions of  the  Claims  Association 
on  Tuesday  and  Wednesday  made  up  in 
intimacy  and  enthusiasm.  The  opening 
session  on  Tuesday  was  begun  as  a 
luncheon  meeting,  continuing  through 
the  afternoon.  C.  E.  Redfern,  president 
of  the  association,  and  claim  agent 
United  Electric  Railways,  Providence, 
reviewed  briefly  the  work  of  the 
previous  year.  Following  routine  busi- 
ness, there  was  lively  consideration  of 
the  question  of  whether  the  association 
should  act  as  a  clearing  house  for  in- 
formation concerning  fake  claimants. 
The  issue  was  discussed  pro  and  con,  as 
was  also  the  question  of  the  training  of 
claims  investigators.  For  various  rea- 
sons, the  proposal  was  abandoned  that  a 
formal  organization  be  set  up  through 
which  a  clearing  house  might  be  developed 
in  the  claims  field,  but  it  was  decided 
that  the  various  companies  should  ap- 
prise each  other  through  the  association 
where  cases  arose  that  were  palpably 
fraudulent  in  their  aspect. 

At  the  session  on  Wednesday,  J.  S. 
Kubu,  chairman  of  the  Committee  on 
Uniform  Negligence  Law,  and  assistant 
superintendent  of  the  accident  depart- 
ment Cleveland  Railway,  presented  his 
report.  He  went  quite  thoroughly  into 
a  discussion  of  the  procedure  connected 
with  the  introduction  of  a  bill  of  this 
kind  in  the  recent  Ohio  Legislature,  a 
bill  it  was  felt  would  have  passed  except 
for  the  confusion  incident  to  the  last 
minute  conclusion  of  business  in  the 
Legislature.  The  bill  was  contested  by 
the  insurance  group,  but  the  Cleveland 
Railway  openly  sponsored  the  measure. 
In  fact,  officials  of  that  company  spoke 
in  favor  of  the  bill  at  Columbus.  Dur- 
ing the  discussion,  it  was  brought  out 
that  a  court  decision  has  been  rendered 
in  Michigan  in  which  it  is  distinctly 
held  that  passengers  in  automobiles  are 
not  entitled  to  recover  where  negligence 
has  been  proved.  H.  R.  Goshorn,  general 
claim  agent  Philadelphia  Rapid  Transit 
Company,  explained  a  somewhat 
similar  law  passed  by  the  Pennsylvania 
Legislature  four  years  ago. 

Since  G.  T.  Hellmuth,  chairman  of  the 
Committee  on  Claims  Association  Work 
and  its  relation  to  the  American  and  the 
Transportation  and  Traffic  Associations, 
was  not  able  to  be  present,  his  report  was 
read  by  J.  W.  McCloy,  who  acted  as 
secretary  of  the  meeting.  The  opinion 
expressed  was  that  the  Claims  Associa- 


C.  E.  Redfern 

President 

tion  can  function  most  fully  and  in  a 
most  valuable  way  through  separate 
sessions.  The  report  by  Mr.  Hellmuth 
was  received  and  placed  on  file.  Secre- 
tary G.  C.  Hecker  of  the  association  was 
then  called  on  by  Mr.  Redfern  to  ex- 
plain the  problem  of  the  relation  of  the 
affiliated  associations  to  the  parent  as- 
sociation. Mr.  Hecker  went  into  the 
relationship  in  some  detail,  but  said 
that  it  seemed  to  him  the  present  method 
of  procedure  was  somewhat  cumbersome 
in  that,  under  it,  an  executive  set-up 
was  imposed  upon  the  separate  associa- 


Chairmen  of  Claims  Association 
Committees 

1 — ^Wallace  Muir,  Nominations 
2 — J.  S.  Kubu,  Uniform  Negligence  Law 
3 — G.  T.  Hellmuth,  Study  of  Claims  Asso- 
ciation Organization 
4 — ;Bert  C.  Wood,  Claims  Department  Prac- 

J.  W.  Giltner,  Subjects 


tions  similar  to  that  of  the  main  associa- 
tion, a  set-up  that  militated  against  the 
most  expeditious  handling  of  association 
affairs.  It  was  his  opinion  that  under 
any  change  made  in  the  constitution,  the 
claims  men  should  be  fully  represented 
in  the  main  committee  activity.  It  was 
up  to  them  to  evolve  a  plan  which  they 
considered  best  suited  to  their  require- 
ments, and  then  to  fight  for  it. 

Owing  to  the  unavoidable  absence  of 
Hon.  Horace  Stern,  of  Philadelphia,  the 
address  intended  to  be  delivered  by  him 
was  not  made. 

Since  it  also  was  impossible  for  R.  H. 
Nesbitt,  attorney  for  the  Ohio  Edison 
Company  at  Akron,  Ohio,  to  be  present 
to  deliver  his  paper,  "The  Inter-relation 
of  Claim  and  Legal  Departments,"  it 
was  read  ably  by  Mr.  McCloy.  This 
paper  was  shot  through  with  the  dry 
humor  for  which  Mr.  Nesbitt  is  so  well 
known. 

At  the  conclusion  of  the  reading  of 
Mr.  Nesbitt's  paper,  Mr.  Redfern  called 
upon  H.  R.  Goshorn,  the  dean  of  the 
profession,  to  address  the  meeting.  Mr. 
Goshorn,  was  visibly  moved  by  this 
mark  of  recognition.  He  explained  that 
it  had  been  possible  for  him  to  attend 
only  two  of  the  meetings  held  in  re- 
cent years,  but  that  this  had  in  no 
way  decreased  his  real  interest  in  the 
afifairs  of  the  claim  agents  and  the 
problems  that  confronted  them  as  a 
body.  At  the  conclusion  of  Mr.  Gos- 
horn's  remarks,  Mr.  McCloy  referred  to 
the  fact  that  he  had  recently  been  ap- 
prised of  the  death  in  Seattle  of  George 
Carson,  who  was  president  of  the  as- 
sociation in  1915  and  1916,  and  who 
had  long  been  active  in  claims  work, 
having  started  with  the  Seattle  Electric 
Company  many  years  ago.  Subsequently 
he  served  for  a  short  while  with  the 
Fifth  Avenue  Coach  Company  in  New 
York,  but  returned  to  Seattle.  A 
resolution  of  sympathy  was  adopted  for 
transmission  to  Mr.  Carson's  family. 

J.  W.  Giltner  was  then  installed  as  the 
new  president.  He  said  that  the  respon- 
sibility for  the  work  of  the  association 
was  not  only  his,  but  that  of  his  as- 
sociates. He  made  a  strong  plea  for  co- 
operation to  re-establish  the  work  of  the 
association.  As  he  saw  it,  there  was 
some  merit  perhaps  in  Mr.  Hecker's 
proposal  to  merge  the  work  of  the  Claims 
Association  more  closely  with  that  of 
the  main  body,  but  he  apparently  was 
not  fully  convinced  that  the  method  of 
procedure    which    has    been    suggested 


Electric  Railway  Journal — October,  1931 
595 


was  sufficiently  tangible  for  him  to  at- 
tempt to  subscribe  to  it  at  this  time.  Iti 
concluding  the  session,  the  past-presi- 
dent's badge  was  conferred  upon  Mr. 
Redfern.  The  roster  of  officials  for  the 
new  year  as  elected  following  the  report 
of  the  Committee  on  Nominations  was 
as  follows : 

President — J.  VV.  Giltner,  chief  claim 
agent  Northern  Ohio  Power  &  Light  Com- 
pany, Akron,  Ohio. 

First  Vice-President — L.  H.  Butter- 
worth,  claim  attorney  Boston  Elevated 
Railway,  Boston,  Mass. 

Second  Vice-President — Trevor  C.  Neil- 
son,   claim   agent   of    the    East    St.    Louis 


&   Suburban   Railway,   East   St.   Louis,   lit. 

Third  Vice-President — G.  T,  Hellmuth, 
general  claims  attorney  Chicago,  North 
Shore  &  Milwaukee  Railroad,  Chicago,  111. 

Secretary  -  treasurer — Guy  C.  Hecker, 
general  secretary  American  Electric  Rail- 
way Association. 

Executive  Committee — Edwin  J.  Page, 
general  claim  agent  United  Railways  & 
Electric  Company,  Baltimore ;  S.  A. 
Bishop,  general  claim  agent  Pacific  Elec- 
tric Railway,  Los  Angeles;  J.  S.  Harrison, 
general  claims  attorney  Jacksonville  Trac- 
tion Company,  Jacksonville,  Fla. ;  Frank 
D.  Edmonds,  supervisor  of  claims  Inter- 
borough  Rapid  Transit  Company,  New 
York. 


The  Inter-Relation  of 
Claim  and  Legal  Departments 


By 

R.  H.  NESBITT 

Attorney  Ohio  Edison  Company 
Akron,  Ohio 


AT  TIMES  I  have  felt  that  there  was 
-tl-  a  tendency  on  the  part  of  some 
utilities  to  underestimate  the  importance 
of  the  claim  department  as  a  part  of 
the  organization.  Some  look  upon  it 
as  a  sort  of  barnacle,  not  ranking  in 
importance  with  other  parts  of  the 
work.  In  my  humble  judgement  there 
is  no  place  where  the  earnings  can 
be  more  easily  and  quickly  dissipated 
than  through  an  undermanned,  poorly 
organized  and  poorly  supervised  claim 
department.  Not  only  is  the  work  im- 
portant from  the  standpoint  of  financial 
outlay,  but  it  is  equally  important  from 
the  standpoint  of  public  relations. 

It  is  important,  if  the  company  is  to 
have  the  confidence  of  the  public  which 
it  serves,  that  its  claim  work  be  done  in- 
telligently, efficiently  and  in  such  man- 
ner as  to  leave  as  good  a  feeling  with 
the  claimant  as  is  possible. 

The  taking  of  intelligent  statements 
concerning  accidents  and  the  effecting 
of  fair  and  prompt  settlement  is  a  mater 
that  requires  not  only  training  but  the 
right  type  of  individual.  In  making 
investigations  it  is  true  as  a  rule  that 
the  sympathies  of  a  witness  to  an  acci- 
dent are  generally  with  the  injured 
party,  and  consequently  it  is  not  easy 
to  overcome  this  feeling  and  secure 
from  the  witness  an  actual  statement  of 
the  facts.  The  witness  is  frequently 
hostile  toward  the  company  by  reason 
of  some  real  or  fancied  grievance 
growing  out  of  some  past  experience 
in  which  he,  himself,  or  some  member 
of  his  family  was  involved.    Again,  the 


witness  is  busy  and  does  not  want  to 
be  brought  into  the  controversy.  All 
of  these  factors  make  the  work  of  the 
claim  agent  extremely  difficult  and,  in 
my  judgment,  it  requires  a  trained  man 
and  one  qualified  by  temperament  to 
cope  with  the  situation  which  he  meets. 

The  work  of  the  claim  agent  is  not 
only  difficult  but  in  many  ways  it  is  not 
very  satisfying.  You  are  never  quite 
certain  whether  the  settlement  you  have 
made  is  a  good  one,  or  a  fair  one; 
whether  you  have  paid  too  much  or  too 
little;  whether  the  injury  claim  is  a 
real  one  or  merely  fanciful.  You 
have  no  stick  by  which  the  particular 
injury  can  be  measured.  You  are  deal- 
ing with  a  very  intangible  commodity 
that  has  no  market  price — a  fixed  defi- 
nite amount  that  can  be  ascertained  by 
consulting  some  price  list. 

Moreover,  I  want  to  speak  briefly 
concerning  the  matter  of  its  supervision. 
In  the  first  instance,  I  believe  that 
there  should  exist  between  the  lawyer 
and  the  claim  agent  a  feeling  of  mutual 
respect.  By  this  I  mean,  not  only  the 
respect  which  one  man  has  for  another 
as  a  man,  born  of  the  feeling  that  such 
a  man  is  an  honest,  decent,  right-think- 
ing and  right-acting  individual,  but  a 
respect  also  for  the  work  or  task  that 
each  is  attempting  to  perform.  Some- 
times there  may  be,  and  perhaps  is, 
a  tendency  on  the  part  of  the  legal 
department  to  forget  or  overlook  the 
fact  that  the  claim  department  has  its 
own  distinct  job.  Such  an  attitude  is  not 
productive   of   the   best   results   and   at 


times  not  only  tends  to  destroy  initia- 
tive on  the  part  of  the  claim  agent, 
but  prevents  him  from  maintaining  a 
well-organized,  close-knit  and  efficient 
claims  organization. 

I  conceive  it  to  be  the  duty  of  a 
well-organized  claim  department  to 
make  a  prompt  and  careful  investi- 
gation of  each  and  every  accident.  The 
care  and  diligence  to  be  used  cannot 
always  be  measured  by  the  apparent 
seriousness  or  lack  of  seriousness  of 
the  injury.  In  making  an  investigation 
it  is,  of  course,  important  to  locate  all 
of  the  witnesses  possible,  but  it  is  much 
more  important  that  the  statements 
actually  taken  reflect  the  facts  as  the 
witness  knows  and  observes  them. 

From  every  viewpoint,  in  my  opinion, 
it  is  most  important  that  the  statements 
taken  from  witnesses  reflect  the  facts. 
The  opinion  of  the  legal  department  on 
the  question  of  liability  is  based  upon 
the  facts  which  appear  in  the  file.  It 
relies  upon  the  statements  secured  by 
the  investigator  as  evidencing  the  facts 
surrounding  the  happening.  I  know  of 
no  more  disconcerting  thing  in  the  trial 
of  a  case  than  to  find  that  the  state- 
ments set  forth  as  facts  by  some  of  the 
witnesses  are  not  the  facts  at  all,  but 
have  been  colored  and  distorted  either 
by  the  witness  or  by  the  investigator 
taking  the  statement.  In  these  days  I 
am  quite  certain  that  the  company,  and 
its  legal  department  as  well,  would 
prefer  having  the  facts  in  advance, 
secured  by  a  proper  investigation,  than 
to  ascertain  them  afterwards  and  per- 
haps in  the  midst  of  a  trial.  The  im- 
portance of  securing  the  truth  in  in- 
vestigation should  be  brought  home  to 
every  investigator. 

Perhaps  the  most  frequent  point  of 
difference  between  the  claim  and  legal 
departments  has  to  do  with  the  value 
to  be  placed  upon  a  particular  claim. 
Generally  speaking,  the  legal  depart- 
ment can  determine  the  question  of 
liability,  and  it  is  seldom  that  there  is 
any  difference  of  viewpoint  between  the 
lawyer  and  the  claim  agent  upon  that 
subject.  However,  when  we  come  to 
consider  the  value  of  a  claim  there  is 
frequently  a  divergence  of  opinion. 

Personally,  however,  I  feel  that  the 
claim  department,  and  particularly  the 
chief  claim  agent,  if  he  is  an  experi- 
enced man,  as  he  of  course  should  be, 
\r.  in  a  better  position  to  judge  the  value 
of  a  claim  than  the  legal  department. 
In  our  organization  the  claim  depart- 
ment has  followed  what  I  regard  as  a 
very  good  practice  by  endeavoring  to 
give  the  legal  department  certain  ideas 
with  regard  to  the  claimant  and  the 
witnesses.  The  file  generally  contains 
statements  which  give  in  more  or  less 
detail  the  appearance  and  characteristics 
of  the  claimant  as  the  claim  agent  ob- 
serves them.  The  same  is  done  as  to 
the  witnesses.  This  information  is 
frequently  very  helpful  to  the  legal  de- 
partment in  assisting  and  fixing  the 
valuation  upon   the  claim. 


Electric  Railway  Journal — Vol.75,  No.ll 
596 


Accountants  Study 

Apportionment  of  Costs 


REDUCED     company     income     has 
given  the  accountant  another  grave 
-responsibihty,    that    of    aiding    in 
keeping  up  the  net.     Steady  trimming 
of  the  expense  account,  reducing  sched- 
ules,   and    saving    wages,    power    and 
material,  have  necessitated  an  enormous 
amount    of    work    by    the    accounting 
department    in    adjusting    the    various 
items  and  calculating  the  final  results. 
With    the   expression   of   this   thought, 
C.  E.  Yost,  president  of  the  association 
and    treasurer    and    assistant    secretary 
Delaware     Electric     Power     Company, 
Wilmington,   Dei.,   opened  the  conven- 
tion of  the  Accountants'  Association  on 
Tuesday  afternoon.    Although  the  asso- 
ciation's members  have  been  pressed  for 
time  because  of  the  present  emergency, 
the  several  committees,  Mr.  Yost  stated, 
had  labored  diligently  in  the  preparation 
of    valuable    reports.       President    Yost 
referred   to  the   publication   of   answers 
to    various    accounting    questions    sub- 
mitted  to    the    committee    on    standard 
classification    of   accounts,    and    to   the 
report    on    budgetary   control,   a   timely 
contribution  for  guiding  in  the  prepara- 
tion of  the  annual  budget  for  next  year. 
Following    the    presidential    address, 
E.    H.    Utley,    Jr..    read    the    report    of 
W.  L.  Davis  on  the  annual  convention 
of  the  National  Association  of  Railroad 
and  Utilities  Commissioners.    Mr.  Davis 
referred  to  three  committee   reports   of 
interest   to    the    accountants    and    gave 
extracts    from    the    recommended    pro- 
visions for  uniform  laws  on  the  issuance 
of  public  utility  securities. 

The  report  of  the  Committee  on 
Standard  Classification  of  Accounts,  of 
which  M.  W.  Glover,  general  auditor 
West  Penn  Railways,  is  chairman,  was 
presented  by  E.  A.  Tuson,  general 
auditor  Public  Service  Co-ordinated 
Transport.  Discussion  of  various  costs 
offering  difficulty  in  classification  was 
entered  by  J.  E.  Heberle,  P.  C.  Kilfoyle, 
L.  P.  Hixson  and  J.  P.  Hudson. 

Mr.  Tuson  also  read  the  report  of 
the  Subcommittee  on  Bus  Accounting, 
of  which  he  is  chairman.  Mr.  Tuson 
said  that  the  steam  roads  were  also 
vitally  interested  in  this  work  and  sup- 
plemented the  regular  report  with  a 
statement  of  the  several  states  that  had 
adopted  the  standard  classification  in 
whole  or  in  part. 

An  abstract  of  the  report  of  the 
Committee  on  Budgetary  Control,  of 
which  R.  Gilman  Smith,  statistician  the 


C.  E.  Yost 

President 


North  American  Company,  is  chairman, 
was  read  by  J.  E.  Heberle,  assistant  to 
the  president  of  the  Capital  Traction 
Company.  It  was  brought  out  in  the 
discussion  by  C.  R.  Mahan,  W.  H. 
Scott,  C.  E.  Yost,  E.  A.  Tuson,  J.  P. 
Hudson,  and  C.  Frankland  that  a  budget 
is  a  real  boon,  particularly  in  a  time 
like  the  present,  if  the  department  heads 
are  alive  to  the  responsibility  of  keeping 
within  the  budget.  The  above  reports, 
as  well  as  the  other  two  referred  to,  are 
abstracted  on  the  following  pages. 

Officers  for  the  coming  year,  nomi- 
nated by  the  committee  headed  by 
Edwin  H.  Reed,  vice-president.  Utilities 
Gas  &  Electric  Company,  are : 

President — J.  E.  Heberle,  assistant  to 
president  Capital  Traction  Company, 
Washington,  D.  C. 

First  Vice-President — E.  A.  Tuson,  gen- 
era] auditor  Public  Service  Co-ordinated 
Transport,  Newark,  N.  J. 

Second  Vice-President — •  C.  R.  Mahan, 
comptroller  Chicago,  North  Shore  &  Mil- 
waukee R.R.,  Chicago,  111. 

Third  Vice-President — E.  H.  Utley,  Jr., 
general  auditor  Chicago,  South  Shore  and 
South  Bend  Railroad,  Michigan  City,  Ind. 

Members  of  the  executive  committee — 
J.  D.  Evans,  general  auditor  St.  Louis 
Public  Service  Company,  St.  Louis.  Mo. ; 
John  H.  Moran,  general  auditor  Boston 
Elevated  Railway,  Boston,  Mass. ;  R.  Gil- 
man  Smith,  statistician  the  North  Ameri- 
can Company,  New  York,  N.  Y. :  and  C. 
Frankland.  auditor  Cincinnati  Street  Rail- 
way. Cincinnati,  Ohio. 


These  officers  were  unanimously 
elected  to  head  the  association. 

At  the  opening  of  the  Wednesday 
session,  C.  R.  Mahan  stated  for  J.  D. 
Evans,  chairman  of  the  Committee  of 
Fare  Collections,  that  no  formal  report 
had  been  prepared.  Mr.  Evans,  how- 
ever, prepared  a  comprehensive  descrip- 
tion of  the  fare  structure  of  St.  Louis 
and  the  systems  of  collection  and  ac- 
counting used  in  their  connection,  and 
Mr.  Mahan  abstracted  its  contents. 

Mr.  Mahan  also  presented  the  report 
of  the  Committee  on  Property  Records, 
of  which  he  is  chairman.  This  report 
is  abstracted  elsewhere. 

The  accountants  were  addressed  at  this 
session  on  "Cost  of  Fare  Collections" 
by  C.  W.  Stocks,  editor  of  Bjis  Trans- 
portation, and  on  "Individual  Route 
Costs  as  Influenced  by  Fixed  Costs"  by 
I.  O.  Mall,  research  engineer  transpor- 
tation, New  Orleans  Public  Service,  Inc. 
Mr.  Stocks  gave  a  comprehensive  list  of 
all  costs,  both  capital  and  operating,  in- 
volved in  the  collection  and  accounting 
of  fares,  and  urged  that  companies  re- 
vamp their  systems  for  the  purpose  of 
reducing  expenses. 

It  was  brought  out  in  the  discussion 
of  the  first  paper  by  J.  E.  Heberle, 
C.  E.  Yost,  C.  H.  Allen  and  C.  B. 
Trubenbach  that  complicated  fare  sys- 
tems for  buses  slowed  up  the  service, 
involved  large  ticket  co.sts,  required 
extensive  accounting  and  resulted  in 
more  errors.  It  was  suggested  that 
companies  analyze  their  systems  of  fares 
to  see  to  what  extent  they  might  be 
simplified. 

Following  Mr.  Mall's  paper,  a  num- 
ber of  questions  were  asked  on  the 
bases  used  in  the  computation  of  route 
costs  and  on  the  extent  to  which  such 
a  survey  could  be  used  for  an  entire 
system.  E.  A.  Tu.son,  J.  E.  Heberle, 
Dean  J.  Locke,  C.  E.  Yost,  H.  R.  Bige- 
low  and  E.  H.  Utley,  Jr.,  contributed 
in  this  discussion. 

Following  the  report  of  the  Gommit- 
tee  on  Resolutions,  read  by  W.  H.  Scott, 
the  new  officers  were  installed  and  the 
past-president's  badge  given  to  C.  E. 
Yost.  The  incoming  president,  J.  E. 
Heberle,  urged  the  members  to  become 
familiar  with  all  of  the  departments  in 
the  transportation  business  and  to 
strive  for  a  maximum  degree  of  co- 
operation in  the  solving  of  company 
oroblems. 


Electric  Railway  Journal — October,  1931 
S97 


Cost  of  Collecting  Fares 


By 

C.  W.  STOCKS 

Editor  Bus  Transportation 


C.  W.  Stocks 


WITH  the  growing  tendency  to  use 
several  classes  of  fares,  it  would 
seem  that  the  time  is  right  for  manage- 
ments to  analyze  the  methods  and  prac- 
tices that  have  grown  up  over  a  long 
period  of  years,  to  see  if,  by  revamping, 
improvements  cannot  be  made  that  will 
effect  a  material  saving  in  the  expense 
of  this  most  important  phase  of  trans- 
portation. 

To  simplify  the  problem,  so  it  may 
be  easily  understood,  and  in  order  that 
the  full  cost  may  be  included,  "The 
Cost  of  Collecting  Fares"  can  be 
broken  down  easily  into  major  items, 
the  sum  of  which  will  represent  the 
total  money  cost.  These  are:  (1)  In- 
terest on  plant  and  equipment  used ; 
(2)  cost  of  supplies;  (3)  labor  re- 
quired for  auditing  and  checking  col- 
lections; and  (4)  secret  service  inspec- 
tion costs. 

A  listing  of  the  capital  charges  would 
include  the  following : 

1.  Investment  in  storeroom  fixtures — 
vaults,  shelving,  office  furniture. 

2.  Investment  in  distributing  facilities — 
boxes,  trunks,  bags,  locks,  keys,  trucks, 
cars. 

3.  Investment  in  facilities  at  point  of  is- 
suance— safes,  shelving,  locks,  keys,  office 
fixtures,  furniture. 

4.  Investment  in  collection  devices  for 
use  on  cars  and  buses — overhead  registers, 
registering  and  locked  fare  boxes,  turn- 
stiles. 

5.  Investment  in  mountings  on  cars  and 
buses  for  collection  devices. 

6.  Boxes,  receptacles,  etc.,  provided  fare 
collectors — change  makers,  ticket  punches, 
work  boxes,  change  booths. 

7.  Fixtures  and  furniture  at  receiving 
points  for  vehicle  operators — coin  counting 
devices,  safes,  money  bags. 

8.  Fixtures  and  furniture  at  auditing 
points     for     revenue     turn-ins — furniture, 


safes,  calculating  and  adding  machines, 
coin  counting  mechanisms,  wrapping  ma- 
chines, ticket  and  transfer  counting  ma- 
chines or  weighing  devices,  other  miscel- 
laneous equipment. 

9.  Stock  of  repair  parts  for  maintaining 
fare  collection  devices — fixtures,  benches, 
tools,  test  blocks. 

Under  operating  costs  the  following 
items  should  be  listed: 

1.  Printing  cost  of  tickets,  tokens,  and 
transfers. 


(A)  Tickets — Number  and  class  of  each 
printed  per  year,  number  sold  (recorded  in 
ticket  float  account),  number  collected,  per 
cent  of  waste  or  waste  cost,  shipping 
charges  from  printer. 

(B)  Tokens — Number  ami  classes  pur- 
chased, number  sold,  number  collected, 
replacements  needed,  shipping  charges  from 
manufacturers. 

(C)  Transfers — Style  and  type  used, 
individual  routes  or  system,  cost  of  print- 
ing, number  issued,  number  collected,  ship- 
ping charges  from  printer. 

2.  Storage  and  auditing  charges — rent  of 
storage  space  for  tickets,  tokens  or  trans- 
fers prior  to  issuance,  wages  of  storekeep- 
ers, auditors  for  checking  purposes  and 
other  employees,  routine  stationeiy  costs 
(report  blanks,  record  books,  letterheads, 
other  office  supplies). 

3.  Distribution  costs  on  system  for  tick- 
ets, tokens  and  transfers — repairs  to  boxes, 
trunks  and  bags  or  other  means  of  ship- 
ment, trucking  charges  from  storerooms  to 
points  of  issuance.  (Labor,  gas,  oil,  main- 
tenance of  vehicle.) 


Determining  Route  Costs 

By 

I.  O.  MALL 

Research  Engineer,  Transportation 

New  Orleans  Public  Service,  Inc. 

New  Orleans,  La. 


IT  IS  impossible  to  measure  the  char- 
acteristics of  route  performance  by 
a  casual  perusal  of  conventional  system 
records.  It  is  generally  recognized  that 
in  a  composite  railway  system  there  are 
paying  lines  and  non-paying  lines,  and 
that  the  better  paying  lines  must  help 
support  the  lighter  traffic  or  feeder 
lines.  With  declining  business  and 
shifting  traffic  conditions,  it  becomes 
imperative  that  studies  be  made  of  in- 
dividual routes.  Complete  elimination 
of  some  routes  may  be  in  order.  Sub- 
stitution of  cheaper  service  may  be 
practical.  To  measure  accurately  these 
factors,  it  is  desirable  to  segregate  the 
system  into  independent  routes,  and  to 
develop  the  traffic  characteristics  and 
operating  costs  for  each  route  with  par- 
ticular regard  to  fixed  charges. 

Determination  of  the  fixed  charges 
for  each  route  requires  that  the  value 
of  all  physical  property  be  apportioned 
to  the  respective  routes.  The  classified 
accounts  established  for  fixed  capital 
records  are  of  such  a  general  nature 
that  they  do  not  facilitate  such  a  segre- 
gation. It  becomes  necessary,  there- 
fore, to  break  down  these  accounts  into 
such  units  as  will  permit  this  allocation, 
and  bring  out  those  salient  features 
from  which  component  costs  may  be 
formulated.  The  basis  of  the  invest- 
ment value  may  be  reproduction  cost 
as  of   specific  date,  or,   if   figures  are 


I.  O.  Mall 


available,    as   determined   by   the   book 
value  of  fixed  capital. 

It  is  of  particular  importance  that 
those  items  of  physical  property  spe- 
cifically chargeable  to  a  route  be  shown 
separately  from  the  remaining  items, 
which  are  applicable  against  the  system 
as  a  whole  and  chargeable  to  each  route 
on  an  equitable  basis.  The  problem  of 
roadbed  valuation  is  complicated  be- 
cause of  the  various  types  of  track 
construction  encountered,  and  the  fur- 
ther fact  that  the  classified  accounts 
treat  the  unit  parts  of  the  structure 
as  separate  and  apart  from  the  whole. 
The  amount  of  the  roadbed  investment 


Electric  Railway  Journal — Vol.75,  No.ll 
598 


for  a  particular  route  is  measured 
largely  by  the  physical  requirements  of 
the  streets  over  which  the  route  must 
pass. 

It  is  also  desirable  to  develop  a  unit 
value  for  each  type  of  street  car  oper- 
ated. Here  again  the  problem  is  com- 
plicated, in  that  the  classified  accounts 
separate  the  electrical  equipment,  of 
cars  from  the  cars  themselves.  A  de- 
tailed valuation  of  individual  cars  with 
their  proper  equipment  must  necessarily 
be  compiled. 

In  one  table  may  be  outlined  the  in- 
vestment by  divisional  items  for  a 
typical  car  line,  in  relation  to  the  in- 
vestment for  an  entire  system  of  which 
this  line  is  a  part.  This  table  also 
should     show     the     amount     of     fixed 


charges  consisting  of  interest,  renewals 
and  replacements  and  property  taxes. 
The  divisional  maintenance  and  operat- 
ing expenses  for  this  same  line  may  be 
shown  in  a  second  table.  Unless  special 
cost  records  have  been  developed,  these 
charges  must  necessarily  be  taken  from 
the  classified  accounts  and  allocated  to 
the  respective  routes  on  an  equitable 
basis.  From  the  developed  costs  pro- 
vided by  these  tables,  there  may  be 
shown  in  a  third  table  an  income  state- 
ment indicating  the  return  on  the  in- 
vestment required  for  its  operation.  A 
similar  statement  for  each  route  of  a 
system  provides  an  indication  of  the 
relative  ability  of  the  respective  routes 
to  absorb  the  investment  and  operating 
costs  of  the  entire  svstem. 


Accountants'  Committees  Make 
Valuable  Reports 


FOUR  major  committees  of  the  Ac- 
countants' Association  prepared  re- 
ports during  the  year  for  presentation 
at  the  convention,  the  Committees  on 
Standard  Classification  of  Accounts, 
Bus  Accounting,  Budgetary  Control  and 
Property  Records.  The  Committee  on 
Fare  Collections  made  no  formal  re- 
port or  recommendations. 

Standard  Classification  of 

Accounts 

On  April  2,  1917,  the  Interstate  Com- 
merce Commission  issued  Bulletin  No. 
14,  listing  440  interptetations  in  answer 
to  questions  relating  to  the  uniform 
system  of  acounts  issued  by  the  com- 
mission in  1914.  Since  that  time,  many 
more  questions  have  been  sent  in  for  in- 
terpretation. The  accountants'  com- 
mittee has  an  arrangement  with  the 
Bureau  of  Accounts  of  the  I.C.C.  to  the 
effect  that  before  rendering  a  decision 
on  any  questions  raised,  the  bureau  will 
submit  the  questions  and  proposed 
answers  to  the  accountants'  committee 
for  consideration  and  discussion.  The 
important  questions,  secured  from  the 
committee's  files,  were  printed  along 
with  the  answers  in  the  appendix  of  this 
year's  report.  The  answers  have  not 
been  formally  issued  by  the  commission, 
and  are,  therefore,  subject  to  revision. 
A  total  of  146  questions,  covering  the 
classification  of  many  types  of  charges 
were  answered  in  the  report. 

Bus  Accounting 

During  the  past  year  the  work  has 
been  almost  entirely  limited  to  contacts 
with  other  bodies  looking  toward  the 
adoption  of  a  uniform  accounting  system 


Chairmen  of  Accountants' 
Association  Committees 

1 — W.  L.  Davis,  Representative  for  Ac- 
countants' Association  at  Annual  Con- 
vention of  the  National  Association  of 
Railroad  and  Utilities  Commissioners 

2 — R.  Oilman  Smith,  Budgetary  Control 

3 — M.  W.  Glover,  Standard  Classification  of 
Accounts 

4 — -E.  H.  Reed,  Nominations 

5 — Charles  R.  Mahan,   Property  Records 

6 — E.  A.  Tuson,  Subcommittees  on  Bus 
Accounting 

J.  D.  Evans,  Fare  Collections 

J.  E.  Heberle,  Subjects 

that  would  be  accepted  and  recognized 
throughout  the  country.  The  commit- 
tee's contact  with  the  Interstate  Com- 
merce Commission  resulted  in  the  draft- 
ing of  a  tentative  classification  which 
the  commission,  however,  has  not  yet 
seen  fit  to  issue.  The  main  reason  for 
this  is  that  Congress  has  not  yet  given 
the  commission  authority  over  motor 
bus  operation.  Pending  the  enactment 
of  some  such  legislation,  the  Bureau  of 
Accounts  is  holding  the  matter  in 
abeyance  instead  of  submitting  it  to  the 
various  State  commissions  and  other 
interested  bodies  for  their  approval.  It 
should  be   remarked  that  the  tentative 


draft  as  it  now  stands  is  in  substantial 
harmony  with  the  A.E.R.A.A.  standard 
classification. 

Budgetary  Control 

Last  year  the  committee  ascertained 
the  reaction  of  many  railways  to  the  use- 
fulness and  desirability  of  budgetary 
control.  Among  other  questions,  mem- 
ber companies  were  asked  whether  the 
committee  should  make  a  detailed  study 
of  budget  procedure,  and,  if  so,  in  what 
manner  such  a  study  could  be  made  most 
useful  to  electric  railways.  It  was  the 
majority  opinion  of  the  replies  received 
that  the  committee  should  undertake  an 
investigation  of  this  sort. 

An  examination  of  the  suggestions 
offered  to  the  committee  indicated  that 
the  reporting  railways  were  most  in- 
terested in  the  following  phases  of 
budgets   and  budgetary  control: 

1.  Clarifying  the  use  and  functions  of 
the  budget  idea. 

2.  Outlining  the  method  and  technique 
of   budget  procedure. 

3.  To  present  for  study  a  number  of 
budget  systems,  methods  and  forms  actu- 
ally in  use  in  other  companies,  so_  that 
comparisons  may  be  made  and  desirable 
modifications  instituted. 

In  its  report,  the  committee  felt  it 
desirable  to  clarify  the  use  and  functions 
of  the  budget  idea  first. 

Following  a  detailed  outline  and 
description  of  the  budget  system,  the 
report  appended  explanations  and  typical 
forms  covering  the  operating  budget  and 
cash  requirements  budget  in  use  by  the 
Cincinnati  Street  Railway,  and  the  con- 
struction budget  procedure  in  use  by 
the  subsidiaries  of  the  North  American 
Company. 

Property  Records 

Property  records  of  a  carrier  should 
be  kept  in  sufficient  detail  to  determine 
and  assemble  readily  the  various  ele- 
ments of  costs  comprising  the  plant  ac- 
count for  the  specific  purpose  that  the 
information  is  intended  to  be  used. 
Financing  capital  expenditures,  rate 
making,  and  the  creating  of  reserves  for 
depreciation,  or  renewal  or  retire- 
ment, all  are  dependent  upon  certain 
recognized  elements  contained  in  the 
investment  of  road,  equipment  and  prop- 
erty accounts. 

The  purpose  of  the  committee  was 
not  to  recommend  any  fixed  procedure 
at  the  present  time,  but  rather  to  stimu- 
late the  interest  of  the  accountants  in 
this  important  phase  of  accounting,  in 
order  that  the  association  may  be  in  a 
better  position  to  consider  the  problem 
when  it  may  become  necessary  to  com- 
ply with  regulations  of  a  uniform 
classification,  prescribing  definite  units 
to  be  considered  in  the  matter  of  depre- 
ciation. 

The  report  outlined  in  detail  the 
procedure  now  followed  by  one  of  the 
member  companies  which  finds  it  satis- 
factory to  meet  all  present  requirements. 


k 


\ 


Electric  Railway  Journal — October,  1931 
599 


T.  &  T.  Association  Studies 

Results  of  Committee  Work 


COMMITTEE  accomplishment  dur- 
ing the  past  year  formed  the  basis 
for  the  major  part  of  the  discus- 
sion at  the  two  sessions  of  the  Trans- 
portation and  Traffic  Association  at  the 
Atlantic  City  convention.  "Never,  dur- 
ing my  sixteen  years  service  with  this 
association,"  said  President  Paul  W'il- 
son  in  his  opening  address,  "have  the 
members  devoted  so  much  effort  or  given 
so  willingly  of  their  energy  for  research 
work  than  during  the  past  year.  The 
plan  decided  upon  in  California  in  1930. 
to  bring  all  committees  together  during 
the  year,  was  carried  out  in  meetings  at 
Cincinnati  and  Chicago,  and  the  results 
have  been  so  satisfactory  that  I  heartily 
indorse  the  continuation  of  that  policy." 
Mr.  Wilson  discussed  current  eco- 
nomic conditions  as  they  affect  trans- 
portation and  traffic.  "How  is  it  pos- 
sible," asked  Mr.  Wilson,  "to  furnish 
a  reliable  public  transportation  service, 
a  rapid  service,  a  safe  service,  com- 
fortable and  economical  transportation, 
if  we  are  not  to  be  protected  by  ade- 
quate regulation  of  traffic?  How  shall 
we  meet  the  competition  of  the  privately 
owned  car,  street  stored  at  public  ex- 
pense? How  much  longer  shall  we 
discomfort  our  patrons  to  avoid  colli- 
sion with  traffic  forced  into  the  path 
of  our  vehicle  to  avoid  the  parked 
vehicle?  The  franchise  right  to  trans- 
port passengers  for  hire  is  a  mockery 
when  the  streets  in  which  this  right 
has  been  given  are  contracted  from 
highways  to  lanes  and  at  times  to  "no 
thoroughfares"?  The  monopoly  of  the 
public  carrier  in  most  cities  is  today 
synonymous  with  liability.  It  has  been 
a  frequent  plaint  of  many  of  us  in  this 
association  that  the  executive  heads  of 
our  companies  have  been  too  often  unac- 
quainted with  their  business  as  seen 
through  the  eyes  of  the  traffic  employee. 
I  firmly  believe  that  our  present  ad- 
versity may,  in  this  particular,  be  a 
blessing  disguised,  because  with  expense 
mounting  in  direct  proportion  to  the 
growth  of  this  congestion  of  our  streets 
increased  income  cannot  be  secured,  for 
we  are  prevented  from  the  real  use  of 
the  facilities  we  operate.  No  problem 
in  this  industry  is  so  pressing  for  solu- 
tion as  how  to  remove  the  unneces- 
sarily parked  automobile  from  the  pub- 
lic highway.     We  still  are  the  carrier 


Paul  E.  Wilson 

President 

of  a  majority  of  the  people.  Surely 
the  rights  of  the  majority  must  prevail 
and  just  as  surely  must  we  assert  their 
rights." 

Following  Mr.  Wilson's  opening  ad- 
dress, the  association  heard  the  annual 
reports  of  the  Executive  Committee  and 
the  secretary-treasurer,  and  approved 
the  recommendations  of  the  Committee 
on  Nominations  by  electing  the  follow- 
ing officers  for  the  coming  year. 

President — R.  N.  Graham,  vice-president 
and  general  manager  Youngstown  Munici- 
pal Railway. 

First  Vice-President — F.  L.  Butler,  vice- 
president  Georgia  Power  Company, 

Second  Vice-President — Adrian  Hughes, 
Jr.,  superintendent  of  bus  transportation, 
United  Railways  &  Electric  Company, 
Baltimore,  Md. 

Third  Vice-President — D.  L.  Fennell, 
general  superintendent  of  transportation, 
Kansas  City  Public  Service  Company. 

Secretary-Treasurer — Guy  C.   Hecker. 

For  members  at  large  to  the  execu- 
tive committee : 

C.  H.  Evenson,  superintendent  transpor- 
tation Chicago  Surface  Lines. 

W.  W.  Holden,  manager  San  Antonia 
Public  Service  Company. 

R.  W.  Emerson,  vice-president  Cleve- 
land Railway. 

R.   W.   Emerson,  vece-presideiit   Cleve- 
phia  &  Western  Railway. 

The  first  subject  brought  to  the  atten- 
tion of  the  association  was  that  of  the 


transportation  employee.  Clinton  U. 
Smith,  general  manager  Philadelphia  & 
Western  Railway  and  chairman  of  the 
Committee  on  the  Transportation  Em- 
ployee, read  the  committee's  report 
which  recommended  the  broader  use  of 
the  industrial  talking  movie  in  educa- 
tional work.  The  recommendations  of 
this  committee  will  be  found  elsewhere 
in  this  issue. 

A  paper  prepared  by  R.  S.  Soule  led 
the  discussion  on  this  report.  He  in- 
dorsed the  recommendation  of  the  com- 
mittee for  the  use  of  industrial  talking 
pictures,  but  added  that  in  his  opinion 
it  should  in  no  way  interfere  with  the 
conference  method  of  education  which 
has    been    so    successful. 

The  report  of  the  Conmiittee  on  the 
Passenger  was  then  presented  by  W.  B. 
Brady,  vice-president  Central  Public 
Service  Corporation.  The  report  sum- 
marized an  intensive  study  on  the  sub- 
ject of  surveys  and  their  use  in  a 
number  of  cities  throughout  the  coun- 
try. This  committee  urged  the  use  of 
employees  for  making  the  survey.  An 
abstract  of  the  report  follows  this 
article. 

A.  F.  Blaser,  chief  engineer  Cleveland 
City  Commission,  in  a  prepared  dis- 
cussion read  by  the  secretary,  sum- 
marized this  report  on  the  passenger  by 
pointing  out  the  likes  and  dislikes  of 
the  public  at  large.  In  substance,  he 
showed  that  a  company  operating  with 
low  fares  and  convenient  transfer  sys- 
tem, with  speed,  comfort,  convenience, 
economy  and  dependability  gave  a 
security  to  the  public,  not  only  to  the 
habitual  rider  but  to  the  occasional 
rider  as  well. 

A.  J.  Fink,  director  of  transportation 
St.  Louis  Public  Service  Company,  and 
J.  H.  Pritchard,  manager  Lynchburg 
Traction  &  Light  Company,  Lynchburg, 
Va.,  discussed  the  subject  of  transporta- 
tion surveys  in.  St.  Louis  and  Portland, 
Ore.,  respectively.  Mr.  Fink  told  of 
the  general  merchandising  plan  being 
carried  on  by  his  company  and  showed 
how,  by  use  of  personal  contact  and 
the  radio,  the  public  was  kept  informed 
of  major  improvements  and  develop- 
ments. He  particularly  explained  how 
the  personal  element  phase  of  the 
survey  overcame  the  obstacles  in  chang- 
ing operations  of  lines   from   two-man 


Electric  Railway  Journal — Vol.75,  No.ll 
600 


to  one-man  operation.  Mr.  Pritchard 
based  his  discussion  on  the  transporta- 
tion analysis  made  in  Portland,  Ore., 
where  he  was  located  before  going  to 
Lynchburg.  He  stated  that  the  survey 
there  brought  to  the  front  such  criti- 
cisms of  company  operations  as  incon- 
venient transfer  points,  lack  of  comfort, 
poor  ventilation,  inadequate  knowledge 
of  schedules,  safety,  and  claims  prac- 
tices. 

Although  it  was  conceded  that  a 
transportation  survey  was,  in  some 
form  or  other,  necessary  and  desirable 
in  giving  the  public  what  it  wanted, 
there  was  a  pronounced  dissent  to  the 
method  outlined  in  this  committee  re- 
port. Alonzo  R.  Williams,  vice-presi- 
dent and  general  manager  United  Elec- 
tric Railwaj's,  Providence,  R.  I.,  J.  B. 
Stewart,  Jr.,  general  manager  in  charge 
of  operation  Cincinnati  Street  Railway, 
and  Eustace  Smith,  Jr.,  executive  assist- 
ant Toronto  Transportation  Commis- 
sion, frankly  opposed  the  employee 
personal  contact  with  the  public  in  the 
matter  of  surveys  of  this  nature.  Mr. 
Williams  obtains  information  of  the 
public's  wants  through  his  employees  in 
every-day  contacts  without  special  solic- 
itation. Mr.  Smith  explained  the  func- 
tioning of  a  transportation  research 
department  in  Toronto  and  how  it  keeps 
in  contact  with  public  desire  and 
opinion  for  the  guidance  of  his  com- 
pany's development  and  improvement 
programs. 

R.  N.  Graham,  vice-president  and 
general  manager  Youngstown  Munici- 
pal Railway,  and  W.  W.  Holden,  man- 
ager San  Antonio  Public  Service  Com- 
pany, expressed  the  opinion  that  per- 
sonal contact  surveys  emphasize  details 
of  operation  which  are  sometimes  over- 
looked by  the  management,  and  that  by 
means  of  these  surveys  criticisms  and 
comments  are  obtained  from  people 
who  are  not  regular  passengers.  H. 
R.  Biery,  director  of  public  relations 
Cincinnati  Street  Railway,  asked  the 
association  to  give  special  consideration 
to  the  point  brought  out  in  the  com- 
mittee report  with  regard  to  special  or 
reduced  fares  in  the  evening  hours 
when  groups  of  several  persons  or 
families  usually  avail  themselves  of 
private  transportation  vehicles. 

The  second  session  of  the  association 
was  also  devoted  to  the  study  of  com- 
mittee reports.  The  report  of  the  Com- 
mittee on  Operating  Economics  was 
placed  before  the  meeting,  approved  and 
accepted  without  reading  because  Joe  R. 
Ong,  director  of  research  Cincinnati 
Street  Railway,  chairman  of  this  com- 
mittee, used  this  report  as  the  basis  of 
his  address  before  the  general  session 
on  Thursday  morning.  The  report  is 
abstracted  elsewhere  in  this  issue. 

C.  \\.  Wilson,  manager  of  research 
department  Pittsburgh  Railways,  as 
chairman,  reported  for  the  Committee  on 
the  Movement  of  the  Vehicle.  This  re- 
port presented  a  study  of  many  factors 


of  operation,  equipment  and  traffic 
which  affect  the  movement  of  street 
cars  and  buses  in  the  city  streets.  An 
abstract  of  this  report  appears  elsewhere. 

This  report  brought  out  a  long  and 
interesting  discussion.  D.  J.  Graham, 
manager  of  railway  utility  Winnipeg 
Electric  Company,  led  the  discussion 
by  commenting  on  equipment,  schedules, 
car  stops  and  traffic  interference.  He 
recommended  reconstruction  of  cars  to 
obtain  the  best  possible  circulation  of 
passengers,  improved  braking  equip- 
ment to  obtain  faster  deceleration  rates, 
the  adoption  of  motors  to  obtain  higher 
speeds,  and  the  installation  of  better 
seats,    good    lighting    and    ventilation. 

Burton  Marsh,  traffic  engineer  City 
of  Philadelphia,  was  the  second  speaker 
in  this  discussion.  He  commented  on 
the  report,  and.  from  the  standpoint  of 
equipment  said  that  the  railways  had 
to  improve  their  equipment  to  set  aright 
an  automotive-minded  public.  He  urged 
the  railways  to  lead  in  fostering  intelli- 
gent traffic  regulation  by  community 
officials,  and  pointed  out  the  necessity  of 
discipline  in  the  operation  of  traffic  sys- 
tems. He  recommended  the  use  of 
safety  zones  wherever  possible  and 
stated  that  railway  managements  could 
be  of  great  help  to  traffic  officials  in 
getting  these  established.  Mr.  Marsh 
discussed  signals  and  other  devices  for 
traffic  control. 

E.  J.  Mcllraith,  staff  engineer  Chi- 
cago   Surface    Lines,    offered    several 


constructive  criticisms  of  the  report. 
He  objected  to  a  statement  which  in- 
dicated that  the  gas  bus  and  trolley  bus 
are  generally  accepted  as  being  better 
able  to  negotiate  modern  traffic.  He 
stated  very  emphatically  that  under  like 
conditions  of  traffic  density,  street  cars 
will  move  at  greater  speeds  than  gas 
buses  or  trolley  buses.  Mr.  Mcllraith 
discussed  schedule  construction  and 
maintenance  and  pointed  out  the  neces- 
sity for  having  experts  do  the  engi- 
neering work  in  the  construction  of 
schedules. 

A.  R.  Williams,  vice-president  and 
general  manager  United  Electric  Rail- 
ways, Providence,  stated  that  manage- 
ment must  approach  the  problem  of 
vehicle  movement  from  the  angle  of  the 
community  as  a  whole  and  recom- 
mended co-ordinated  effort  with  city 
authorities  to  remove  factors  which  are 
now  hindering  efficient  movement. 

T.  Fitzgerald,  vice-president  and  gen- 
eral manager  Pittsburgh  Railways,  told 
of  the  accomplishments  in  Pittsburgh 
as  a  result  of  an  expert  engineering  ap- 
proach to  the  subject.  He  told  how  the 
rewinding  of  motors  on  cars  had  per- 
mitted speed  increases  of  as  much  as  17 
per  cent  and  showed  how  the  faster 
service  had  increased  revenues. 

At  the  end  of  this  session  Paul 
Wilson,  as  president  of  the  association, 
installed  the  new  officers  and  received 
the  past-president's  badge  from  R.  N. 
Graham,  the  incoming  president. 


T.&T.  Committee  Accomplishments 


The  Passenger 

This  report  presented  a  plan  for  ob- 
taining a  qualitative  analysis  of  the 
business  of  transportation.  It  stressed 
the  benefit  which  will  accrue  to  any 
company  which  goes  out,  with  its  own 
men  or  with  professional  outside  help, 
to  determine  the  sales  possibilities  of 
the  product  it  has  to  offer  to  its  local 
public.  This  not  only  brings  to  the 
knowledge  of  the  residents  through  the 
visit  of  a  courteous  employee  the  exist- 
ence of  an  up-to-date  transportation 
system  ready  and  anxious  to  serve  them, 
but  these  same  employees  return  to  the 
office  and  bring  not  only  that  criticism 
which  makes  for  more  efficient  service 
but  encouragement  as  well  and  "leads" 
for  the  further  sale  of  transportation. 

Furthermore,  in  their  capacity  as  in- 
terviewers the  men  meet  the  public, in 
an  entirely  new  relation  and  have  an 
opportunity  perhaps  for  the  first  time 
for  many  of  them  to  obtain  the  point  of 
view  of  the  passenger. 

In  cities  where  surveys  have  been 
made,  careful  study  was  made  in  ad- 
vance in  order  to  obtain  opinions  from 
representative  sections  of  the  com- 
munitv.      Such    sections    were    divided 


into  income  groups,  groups  living  near 
the  established  transportation  facilities 
or  farther  away  from  them,  automobile 
owning  and  non-automobile  owning 
groups,  etc. 

In  the  group  living  at  a  distance  from 
established  facilities,  the  predominant 
demand  was  for  some  kind  of  trans- 
portation, both  from  owners  of  auto- 
mobiles as  well  as  non-owners.  These 
surveys  are,  in  fact,  the  finest  evidence 
ever  collected  of  the  essential  part  that 
public  transportation  plays  in  urban  life. 
Many  were  assured  by  real  estate 
agents  that  such  transportation  would 
be  provided,  but  no\y  blame  the  trans- 
portation companies  for  the  plight  that 
they  are  in. 

'These  surveys  establish  the  rapidly 
growing  realization  on  the  part  of  own- 
ers of  the  difficulty  of  using  automobiles 
in  cities  except  at  night,  due  to  traffic 
congestion  and  parking  troubles.  But 
at  night,  for  attendance  at  places  of 
amusement  the  automobile  shows  no 
waning  popularity.  This  is  partly  be- 
cause such  use  is  frequently  for  several 
persons  or  whole  families  where  the 
cost  of  individual  street  car  rides  be- 
comes large  in  proportion.  The  com- 
mittee   believes    that    earnest    attention 


Electric  Railway  Journal — October,  1931 
601 


should  be  given  to  the  possibility  of 
winning  back  these  family  groups 
through  some  form  of  fare  reduction 
during  the  off  peak  hours. 

These  surveys  showed  the  transfer  is 
by  no  means  popular,  especially  in 
cities  where  winters  or  summers  are 
severe.  Evidence  shows  that  pas- 
sengers will  do  much  to  avoid  the  in- 
convenience of  transferring.  The  com- 
mittee urged  the  necessity  of  a  careful 
study  of  routing  with  more  considera- 
tion to  the  passenger  and  perhaps  a 
little  less  to  the  operating  department. 

The  Transportation  Employee 

Particular  attention  was  given  in 
this  report  to  a  recommendation  tliat 
the  development  of  the  transportation 
employee  be  facilitated  through  the  use 
of  the  industrial  talkie.  Numerous 
practical  methods  were  found  on  many 
properties  for  training  transportation 
employees  for  higher  standards  of 
service.  It  was  the  opinion  that  the  in- 
dustry should  concentrate  on  the  super- 
visors to  train  them  for  higher  stand- 
ards of  performance.  It  was  convinced 
that  success  of  training  or  sales  pro- 
grams required  first  that  the  super- 
visory group  become  not  only  sales- 
minded  but  also  fully  competent  to 
enforce  training  programs. 

Practices  used  by  competitors  in  car- 
rying on  their  sales  training  programs 
were  summarized.  Tire  manufacturers 
and  distributors  of  automotive  fuel  sup- 
plies use  the  industrial  talkie  exten- 
sively in  their  sales  development 
schedules.  For  instance  the  difference 
between  profitable  and  unprofitable 
operation  of  a  service  station  appar- 
ently depends  upon  two  major  factors, 
which  have  analogies  in  the  transporta- 
tion field : 

1.  Keeping  the  customer's  gasoline 
tank  filled,  his  engine  properly  sup- 
plied with  oil  and  his  car  adequately 
equipped  with  tires. 

2.  Making  the  sale  the  occasion  for 
a  perfect  contact. 

The  chief  competitor,  therefore,  is  the 
service  station  as  much  as  it  is  the 
automobile  itself.  Hence  recognition 
must  be  given  to  the  sales  instructions 
for  service  station  attendants,  a  group 
who  in  average  intelligence  are  com- 
parable with  the  operators  in  the  trans- 
portation industry.  This  method  in- 
volves the  industrial  talkie  to  a  greater 
degree  than  any  other  item.  It  has  the 
following  advantages : 

1.  Eliminates  unprepared  speeches  and 
instructional  programs. 

2.  Avoids  repetition  of  statement  and, 
therefore,  boresome  material. 

3.  Secures  the  most  effective  delivery  of 
the  instructor  or  executive. 

4.  Affords  unlimited  use,  and  conserves 
time. 

5.  Secures  the  talent  of  executives  now 
going  to  waste  for  lack  of  time  to  make 
contacts  with  employees. 

6.  In  training  and  sales  programs,  the 
talkie  secures  in  dramatic  style:   (a)  Vis- 


Chairmen  of  Transportation  and 
Traffic  Association  Committees 

1 — Samuel  Riddle,  Nominations 
2 — L.  C.  Datz,  The  Equipment 
3 — Clinton    D.    Smith,    Transportation    Em- 
ployee 
4 — C.  W.  Wilson,  Movement  of  the  Vehicle 
5 — Joe  R.  Ong,  Operating  Economics 
6 — W.  B.  Brady,  The  Passenger 

ual  illustration  of  sales  principles;  (b) 
carefully  prepared  instruction;  (c)  100 
per  cent  standardization  of  instruction;  (d) 
maximum  coverage  of  employees. 

The  committee  believed  it  would  be 
possible  to  prepare  industrial  talkies 
which  would  include  fundamentals  of 
training  applicable  to  any  transporta- 
tion company.  It  discounted  the  con- 
tention that  each  company  has  a  local 
situation  which  would  prevent  the  adop- 
tion of  a  general  film.  Attention  was 
drawn  to  the  fact  that  competitors  re- 
frain from  the  use  of  a  home-made 
preparation  of  industrial  films  but  pre- 
sent their  sales  problem  to  specialists 
who  properly  dramatize  the  situations 
and  use  the  technique  possessed  only  by 
a  film  service  organization. 

The  committee  recommended  that  an 
appropriation  be  authorized  next  year 
for  the  making  of  a  1,000-ft.  talking 
movie,  under  the  supervision  of  a  joint 
committee  representing  both  associa- 
tions and  the  Director  of  Advertising, 
which  would  be  made  available  to  mem- 
ber companies  at  a  nominal  cost.  An 
appendix  listed  a  number  of  situations 
suitable  for  film  adaption. 

Movement  of  the  Vehicle 

Enough  has  been  done  to  demonstrate 
without  question  that  the  street  car  can 
once  more  resume  its  place  and  hold  its 
own  in  urban  traffic,  according  to  the 
committee.  It  stated  its  belief  that  no 
one  factor  can  do  more  to  stimulate  the 
morale  of  the  industry  and  to  improve 
public  attitude  toward  it  than  the  return 
of  a  common  conviction  by  operators 
and  the  public  that  a  modern  street  car 
is  not  an  obsolete  impediment  in  city 
traffic  and  that  it  can  move  aggressively 
with  the  traffic  stream.  While  the  effect 
of  such  an  intangible  as  movement  can- 
not be  measured  exactly,  it  exerts  a 
powerful  influence  upon  the  general  out- 
look of  the  industry,  the  attitude  of  ex- 
ecutives, the  morale  of  trainmen,  the 
satisfaction   of  the   present   riders,   the 


appeal  to  tlie  potential  riders,  the  im- 
pression upon  the  general  public  and 
upon  municipal  administration  officers. 

Movement  involves  reduction  of  time 
between  terminals,  of  course,  but  there 
is  much  more  than  just  "so  many  miles 
per  hour."  For  many  years  the  state- 
ment that  "the  street  car  is  the  slowest 
vehicle  on  the  street"  has  been  dinned 
into  our  ears.  To  a  large  extent  this 
still  is  literally  true.  To  say  that  the 
industry  has  been  wliipped  and  has  not 
been  doggedly  trying  to  absorb  the 
blows  that  have  come  in  the  process  of 
the  change  from  a  monopolistic  to  a 
keenly  competitive  field  would  be  un- 
fair and  untrue.  Reason  has  insisted 
that  mass  transportation  is  a  vital  neces- 
sity of  populous  communities,  that  the 
street  car  is  the  one  economical  mass 
carrier,  and  that  stabilization  and  im- 
provement would  inevitably  materialize. 
There  is  no  denying,  however,  that  the 
inability  to  re-equip  completely  with 
new,  modern  vehicles  and  the  disheart- 
ening effects  of  traffic  interference  have 
had  their  adverse  influence  upon  initia- 
tive and  enthusiasm. 

But  there  is  now  a  new  note.  Execu- 
tives, patrons,  street  car  operators,  and 
automobile  drivers  have  seen  street  cars 
hold  their  own  in  the  traffic  stream  with 
automobiles  that  were  in  the  habit  of 
cutting  in  on  them  at  will.  Many  of 
these  were  new  cars  of  new  design,  but 
among  them  were  some  of  the  same 
street  cars  that  had  in  the  minds  of 
some  been  relegated  to  a  position  of 
permanent  obsolescence.  Car  operators 
have  felt  a  new  encouragement  when 
the  response  to  their  controllers  made 
automobiles  hesitate  and  then  show 
signs  of  respect.  Passengers  have  ex- 
perienced and  felt  the  satisfying  pull 
of  a  quick,  yet  smooth,  acceleration  that 
has  put  them  on  even  terms  with  auto- 
mobile drivers  in  getting  away  from 
stops.  And  in  many  instances,  so  far 
as  outward  appearance  goes,  they  were 
the  same  cars  that  had  been  in  service 
for  years. 

Accomplishments  so  far  have  been 
relatively  modest.  They  definitely  in- 
dicate, however,  what  the  possibilities 
are.  Refinements  to  the  improved 
equipment  are  needed  and  are  being 
worked  upon.  The  important  thing  is 
that  a  reasonably  effective,  tangible  an- 
swer to  the  problem  of  negotiation  of 
modern  urban  traffic  by  street  cars — 
not  only  by  new  cars  but  by  cars  that 
are  not  new — is  being  daily  seen  and 
experienced. 

The  committee  chose  the  following 
factors  for  their  study  of  vehicle  move- 
ment. 

1.  Equipment:  With  emphasis  on  street 
cars  now  in  service. 

2.  Factors  affecting  movement,  other 
than  equipment,  over  which  transportation 
officials  have  direct  control. 

3.  Factors  involving  traffic  interference 
over  which  electric  railway  transportation 
officials  do  not  have  direct  control. 


Electric  Railway  Journal — Vol.75,  No.ll 
602 


Bus  Men  Discuss 


Legislation  and  Sales  Promotion 


CONSIDERATION  of  the  need  ot 
securing  federal  regulation  of  in- 
terstate bus  operations,  ways  of 
promoting  traffic  sales,  the  necessity  of 
improving  the  safety  of  operation  and 
the  development  of  terminal  facilities 
occupied  the  attention  of  delegates  to 
the  fifth  annual  convention  of  the  Na- 
tional Association  of  Motor  Bus 
Operators  held  at  Atlantic  City,  Sept. 
28  and  29.  For  the  first  time  the  bus 
meeting  was  held  simultaneously  with 
the  A.E.R.A.  convention,  thus  afford- 
ing bus  operators  an  opportunity  to  in- 
spect the  annual  exhibit.  Arthur  M. 
Hill,  president  Blue  &  Gray  Transit 
Company,  and  also  president  Charleston 
Interurban  Railroad,  Charleston,  W.  Va,. 
was  re-elected  president  of  the  or- 
ganization, and  R.  T.  Whiting,  vice- 
president  and  general  manager,  Wash- 
ington Motor  Coach  Company,  Inc., 
."^cattle,  was  re-elected  vice-president. 

An  address  by  Senator  Barkley,  of 
Kentucky,  member  of  the  Committee  on 
Interstate  Commerce  of  the  U.  S. 
Senate,  on  the  necessity  and  desirability 
i.if  interstate  bus  regulation  was  pre- 
>ented  at  the  convention.  The  Senator 
expressed  the  opinion  that  legislation 
should  be  enacted  at  the  coming  ses- 
sion of  Congress,  and  that  it  should  in- 
clude provisions  for  the  issuance  of 
certificates  of  convenience  and  neces- 
sity and  protection  for  carriers  already 
furnishing  satisfactory  service. 

The  previous  bill,  designed  to  secure 
regulation,  has  failed  of  passage,  the 
.Senator  said,  due  to  difficulties  in  secur- 
ing agreement  on  details,  and  not  be- 
cause of  differences  as  to  whether  or 
not  there  should  be  regulation  of  inter- 
state bus  operations.  He  referred,  par- 
ticularly, to  tiie  amendment  which  was 
introduced  at  the  last  session  which 
would  have  made  it  mandatory  for  the 
commission  to  issue  duplicate  certifi- 
cates over  the  same  route.  In  his 
opinion,  those  who  have  pioneered  and 
developed  a  service  should  be  protected 
and  given  the  opportunity  to  furnish 
the  service  deemed  necessary  before  an- 
other company  is  given  permission  to 
operate  over  the  same  route.  Inasmuch 
as  bus  operators,  railroads  and  their 
employees.  State  regulatox-y  authorities, 
and  the  Interstate  Commerce  Commis- 
sion are  all  urging  the  passage  of  the 
legislation  desired,  he  said  he  could  not 
see  how  Congress  could  long  postpone 
passage  of  a  suitable  measure.  In  his 
opinion  bus  operation  is  as  much  a  pub- 


Fifth  Annual  N.A.M.B.O.  Con- 
vention  held    at   Atlantic   City 
gives   members   opportunity   to 
inspea  A.E.R.A.  exhibit 


lie  utility  as  water,  light  and  gas  com- 
panies and  therefore  just  as  needy  of 
I'egulation  for  its  own  as  well  as  the 
public's  protection. 

Improvements  in  terminal  facilities 
were  reported  to  be  progressing  steadily 
according  to  the  committee  studying 
this  phase  of  bus  operation.  It  was 
suggested  that  operators  should  devote 
more  attention  to  the  education  of  their 
agents  to  sell  through  transportation, 
establishing  a  particular  counter  for  this 
purpose  if  the  city  is  large  enough  to 
warrant  it.  The  use  of  a  national  guide 
was  advocated  in  the  belief  that  a 
greater  dissemination  of  schedule  infor- 
mation will  react  in  the  increased  sale 
of  through  tickets. 

Elimination  of  exhaust  and  engine 
odors  from  the  bus  body  was  suggested 
by  the  Committee  on  Equipment  De- 
velopment, H.  B.  Hewitt,  chairman,  as 
of  paramount  importance.  The  in- 
crease in  the  ratio  of  horsepower  per 
unit  weight  was  cited  as  one  which 
should  mean  better  schedule  perfor- 
mance. Steering  ease  incorporated  in 
some  of  the  newer  vehicles  would 
eliminate  driver  fatigue,  it  was  said,  and 
should  promote  greater  safety  of 
operation. 

More  care  in  advertising  by  the 
spending  of  money  where  greater  value 
could  be  obtained,  the  employment  of 
advertising  counsel  and  the  use  of  co- 
operative methods  was  reported  by  the 
Committee  on  Advertising,  C.  W. 
Stocks,  chairman,  as  the  principle  de- 
velopment in  this  field  of  sales  promo- 
tion. 

A  resolution  authorizing  the  prepara- 
tion of  a  bill  to  be  presented  to  Con- 
gress on  practically  the  same  basis  as 
the  one  previously  drawn  followed  the 
Legislative  Committee's  report,  which 
was  presented  by  S.  A.  Markel.  An- 
other resolution  put  the  association  on 
record  as  opposed  to  the  placing  of 
tariffs  on  importations  of  petroleum  and 
its  products. 

The  contention  that  bus  lines  do  not 
pay  sufficiently  for  the  cost  of  highway 
construction  and  maintenance  and  do 
not  contribute  sufficiently  to  the  general 
cost  of  government  should  be  countered 
by    acquaintin'g    the    public    fully    with 


what  the  buses  are  now  paying,  in  the 
opinion  of  Ivan  Bowen,  attorney  Grey- 
hound Lines. 

How  a  large  company  educates  its 
ticket  agents  and  information  clerks 
was  described  by  J.  B.  Walker,  Grey- 
hound Lines.  By  using  a  series  of 
charts,  agents  become  acquainted  with 
the  rest  of  the  organization  and  are 
shown  what  their  function  is  in  the 
promotion  of  the  company's  business. 
The  importance  each  agent  and  each 
passenger  secured  bears  to  the  com- 
pany's success  was  carefully  pointed  out. 

That  safety  in  operation  is  a  factor 
in  the  promotion  of  sales  and  in  the  re- 
duction of  costs  was  indicated  by  the 
remarks  of  Marcus  Dow,  safety  direc- 
tor Greyhound  Lines.  Training  of 
drivers,  he  said,  must  be  started  before 
the  man  is  put  to  work  and  continued 
during  the  whole  period  of  his  employ- 
ment. It  is  essential  to  keep  up  in- 
terest in  accident  reduction,  and  to  do 
this  the  entire  corps  of  driver  super- 
visors must  be  equipped  to  command 
continued  attention  to  the  subject  all  the 
time. 

Alfred  Reeves,  general  manager  of 
the  National  Automobile  Chamber  of 
Commerce,  urged  operators  to  exert 
every  effort  possible  to  cultivate  the 
friendly  co-operation  of  other  highway 
users.  He  suggested  carriers  consider 
that  even  though  they  feel  that  they  are 
highly  taxed,  the  vast  majority  of  high- 
way costs  are  still  being  borne  by  the 
private  car  owners. 

The  second  afternoon  session  was  de- 
voted to  the  presentation  of  Bus  Trans- 
portation's second  annual  awards  to 
those  companies  which  had  shown  the 
greatest  improvement  in  the  efficiency 
and  operation  of  their  maintenance  de- 
partments. Presentation  of  the  awards 
was  made  by  L.  F.  Stoll,  publishing 
director  of  Bus  Trails portation,  Avia- 
tion, and  Electric  Railway  Journal. 

Awards  were  made  to  Community 
Traction  Company,  Toledo,  and  Capital 
Traction  Company,  Washington,  D.  C, 
in  the  city  classification,  and  to  Blue  & 
Gray  Transit  Company,  Charleston, 
W.  Va.,  and  Blue  Ridge  Transporta- 
tion Company,  Hagerstown,  Md.,  in  the 
intercity  group.  Two  awards  for  both 
city  and  intercity  companies  were  made, 
depending  on  whether  the  annual  mile- 
age was  more  or  less  than  3.500.000. 

The  convention  voted  to  hold  the  an- 
nual meetings  for  the  years  1932  and 
1933  at  Chicago. 


Electric  Railway  Journal — October,  1931 
603 


Panoramic  view  of  the  Boardwalk  Pageant  depicting  mass  transportation  in  its  many  phases 


Co-ordinated  Transportation  Features 

Golden  Anniversary  Exhibit 


NEVER  has  a  more  striking  pic- 
ture of  co-ordinated  transporta- 
tion been  presented  than  was 
portrayed  by  the  exhibit  at  the  50th 
annual  convention  of  the  A.E.R.A.  at 
Atlantic  City,  Sept.  28-Oct.  2.  This 
year's  show  was  the  first  in  two  years, 
there  having  been  no  exhibit  at  San 
Francisco  in  1930.  Since  the  1929  ex- 
hibit, which  was  the  first  held  in  the 
auditorium,  advances  in  products  avail- 
able to  the  transportation  companies 
have  been  maiiy.  New  types  of  cars, 
buses,  trolley  buses,  electrical  and  me- 
chanical equipment,  track  materials  and 
accessories  have  been  developed.  The 
floor  area  covered  by  the  exhibit  this 
year  was  80,347  sq.ft.  A  total  of  123 
exhibitors  were  represented. 

To  observers  it  appeared  that  the  ex- 
hibitors this  year  utilized  the  space  at 
their  disposal  to  better  advantage  than 
in  past  years.  Perhaps  fewer  products 
were  shown,  but  the  manufacturers 
placed  greater  emphasis  on  the  latest  de- 
velopments. In  the  past  two  years  the  re- 
search of  the  manufacturers  has  brought 
out  new  designs,  which  while  not  in  all 
instances  embodying  radical  changes, 
showed  marked  refinement  from  pre- 
vious models.  Detailed  refinements  of 
design  and  production  that  were  born 
of  experience  in  the  field  and  in  the 
laboratory  were  incorporated  in  a  large 


numter  of  the  products  exhibited.  A 
touch  of  the  historic,  contrasting  the 
old  with  the  new,  the  past  with  the 
present,  added  considerable  interest. 

For  the  convenience  of  the  delegates 
the  displays  were  arranged  in  groups 
according  to  the  type  of  products.  Espe- 
cially prominent  was  the  impressive  dis- 
play of  the  Aluminum  Company  of 
America,  which  occupied  the  entire 
stage.  Immediately  in  front  of  this 
was  the  section  devoted  to  motor  vehi- 
cles, automotive  accessories  and  tools. 
The  remainder  of  the  floor  was  filled 
with  railway  accessories,  carefully 
grouped,  with  the  trackwork  and  main- 
tenance-of-way  exhibits  occupying  a 
section  on  the  south  side  of  the  floor. 

Tr.\nsport.\tioiV  Page-\nt  Attr.\ctive 

Among  the  displays  that  were  out- 
standing, judged  by  the  interest  of  the 
visitors,  might  be  mentioned  the  Board- 
walk pageant  of  vehicles  on  the  Con- 
vention Hall  Plaza,  which  was  ar- 
ranged by  the  Manufacturers'  Advisory 
Committee  to  commemorate  the  golden 
anniversary  meeting  of  the  American 
Electric  Railway  Association.  This 
display  brought  together  all  of  the  units 
except  a  rapid  transit  car  that  might  be 
used  in  a  co-ordinated  transportation 
system  for  a  large  city.  It  consisted  of 
ten  separate  vehicles  all   finished   in  a 


uniform  attractive  color  scheme  of  light 
green  and  white,  so  that  the  interest 
would  center  on  the  vehicle  itself  rather 
than  on  some  peculiarity  of  external 
finish.  Heading  the  column  was  a  high- 
speed interurban  car  of  the  Philadelphia 
&  Western  Railway.  Following  this 
was  a  large  city  car,  then  a  medium- 
sized  city  car.  Then  came  a  40-pas- 
senger  trolley  bus  and  a  30-passenger 
trolley  bus.  Four  buses  appeared  in 
order  of  size :  a  42-passenger,  a  38-pas- 
senger,  a  31 -passenger  and  a  21 -pas- 
senger. A  taxicab  brought  up  the  rear 
of  this  column.  A  pleasing  historic 
touch  was  added  to  the  pageant  by  the 
display  of  a  horse  car  of  the  vintage  of 
1882,  by  its  contrast  showing  the  tre- 
mendous strides  that  have  been  made  in 
the  mass   transportation   industry. 

Much  interest  was  shown  in  the 
Philadelphia  &  Western  car,  which  was 
developed  jointly  by  the  railway  and  the 
J.  G.  Brill  Company  after  more  than  a 
year's  research.  It  embodies  radical 
departures  from  standard  practice.  Its 
streamlined  exterior  with  wedge-.shaped 
front  windows  was  striking.  Being 
designed  to  cut  down  wind  resistance 
at  speeds  of  80  m.p.h.,  it  gave  the  im- 
pression of  speed.  The  design  carries 
out  many  of  the  trends  of  recent  years. 
The  body  is  all  aluminum  except  for  the 
bodv  bolster  and  the  roof  carlines. 


Electric  Railway  Journal- 
604 


-Vol.75.  No.n 


fc 


To  the  left  of  the  P.  &  W.  car  was  a 
large  city-type  car,  one  of  an  order  for 
130  built  for  the  city  of  Detroit  by  the 
St.  Louis  Car  Company  representing 
the  modern  type  of  heavy  city  cars. 
Ne.xt  in  line  was  a  double-truck  me- 
dium-sized city  car  built  for  Santiago, 
Chile,  by  the  J.  G.  Brill  Company. 

Following  the  three  cars  was  a  stand- 
ard 40-passenger  trolley  bus  built  by 
the  Twin  Coach  Corporation.  It  has 
the  new  central  control  design  for  elec- 
trical equipment,  and  was  of  the  same 
general  type  as  the  trolley  buses  fur- 
nished to  several  systems. 

Then  came  a  Brill  30-passenger  trol- 
ley bus  of  standard  design,  illustrating 
the  smaller-sized  vehicle  of  this  class. 

To  the  left  of  these  vehicles  were,  in 
turn,  four  buses  of  various  sizes.  First 
was  a  42-passenger  bus  built  by  Mack 
Trucks,  Inc.,  for  heavy  service,  with 
front  entrance  and  rear  exit.  Next  came 
a  Model  54-A  bus  built  by  the  White 
Company.  It  was  of  front-entrance, 
center-exit  type,  and  seated  33  passen- 
gers. At  its  left  was  a  Model  Z-29 
bus  built  by  the  General  Motors  Truck 
Company.  It  had  an  all-metal  body,  and 
was  designed  to  seat  31  passengers. 
Fourth  in  the  line  of  buses  was  a  21- 
passenger  city-type  vehicle  of  the  Fargo 
Motor  Corporation,  designed  for  cir- 
culating load.  The  taxicab  at  the  end 
of  the  line  was  a  new  model  built  by 
General  Motors. 

Main  Railway  Exhibit 
IN  Auditorium 

Inside  the  auditorium  the  display  of 
street  railway  equipment  covered  a  wide 
range.  Trucks,  motors  and  brakes  were 
features  in  several  of  the  exhibits. 

Of  three  types  of  trucks  exhibited, 
two  were  built  for  worm  drive.  The 
J.  G.  Brill  Company  showed  its  new 
90-E  truck,  in  which  the  drive,  with  a 
7.1  to  1  reduction,  consists  of  a  hardened- 
steel  worm  meshing  with  a  bronze 
worm  wheel  pressed  directly  on  the  axle. 

The  No.  52-C  truck  recently  brought 
out  by  tiie  Timken-Detroit  Axle  Com- 
pany for  city  service  was  the  feature  of 
this  manufacturer's  display.  This  truck 
differs  from  the  company's  previous 
model,  the  52-B,  in  having  bronze  jour- 
nals and  solid  axle  shafts.  The  worm 
gear  set  is  of  the  underslung  type  with 
three-bearing  worm  shaft  mounting. 
Automotive  leaf  springs  carry  the  frame 
and  motors  and  serve  to  maintain  the 
axles  in  proper  relation  to  each  other. 

Of  interest  in  the  car  truck  built  for 
the  Indiana  Railroad  and  shown  by  the 
General  Steel  Castings  Corporation  was 
the  inclusion  in  a  single  unit  of  the 
wheel  piece  members — transom,  pedes- 
tals, motor  support  brackets  and  inciden- 
tal brackets  for  hanging  clasp  brakes. 

Motors  covering  the  entire  traction 
field  were  displayed  by  the  General 
Electric  Company.  In  addition,  some 
old    motor   equipments    were    shov\n   to 


illustrate  the  many  improvements  that 
have  been  made  during  the  last  30  years. 
The  modern  equipment  included  a  35- 
hp.,  600-volt  motor,  designed  for  high 
accelerating  rates,  and  weighing  com- 
plete 1,500  lb.  Another  unit  of  recent 
design  was  the  GE-1154.  600-volt,  50-hp. 
motor  of  high-speed  design  for  trolley 
bus  and  street  car  service.  It  weighs 
complete  785  lb.  Equipment  for  the 
modern  gas-electric  bus  comprised  a 
DT-1121  generator  suitable  either  for 
single  or  double-motor  drive  and  a  GE- 
1151  motor  used  for  double-motor  drive. 
The  latter  unit  weighs  complete  510  lb. 
In  the  trolley  bus  field  there  was  shown 
a  Type  PCM  control  unit  designed  for 
handling  two  50-hp.  motors,  and  a  10-ft. 
light-weight  air  compressor. 

The  Westinghouse  Electric  &  Manu- 
facturing Company's  motor  exhibit  in- 
cluded seven  types.  The  largest  of 
these  was  the  190-hp.,  600-volt  motor 
built  for  the  300  cars  to  be  operated  in 
the  New  York  City  subway.  This  mo- 
tor weighs  complete  5,300  lb.  Other 
displays  showed  the  Type  511,  35-hp., 
600-volt  motor,  with  single-reduction 
gear,  designed  for  26-in.  wheels  in  city 
service,  and  the  Type  510-E,  3S-hp., 
600-volt  motor,  designed  for  26-in. 
wheels,  of  which  there  are  about  9,000 
in  service.  Motors  for  trolley  bus  serv- 
ice included  the  Type  1426,  50-hp.,  600- 
volt,  high-speed  motor  weighing  830 
lb.,  and  the  Type  1427,  35-hp.,  600-volt, 
motor,  weighing  630  lb.  The  Type  VA 
trolley  bus  control  equipment  with  foot- 
operated  master  controller  was  exhibited 
on  a  rack,  with  complete  control  ap- 
paratus for  rear  mounting.  Other  con- 
trol equipment  was  the  Type  VA  car 
control  and  the  Type  XM-39  recently 
ordered  by  the  Chicago  Surface  Lines. 
Renewal  parts  were  grouped  by  related 
lines.  This  display  included  complete 
field  shunting  equipment,  motor  parts, 
and  electro-pneumatic  valves. 

Several  attractive  displays  were  de- 
voted to  brakes,  bearings  and  gears  for 
electric  cars.  In  this  group  the  West- 
inghouse Traction  Brake  Company  fea- 
tured the  new  self-lapping  brake  valve. 
A  traction  booster,  designed  to  afford 
greater  retarding  force  to  the  car  by 
means  of  magnetic  shoes  pulling  the 
truck  frame  toward  the  rails  to  shorten 
the  stopping  distance,  was  also  dis- 
played. The  Safety  Car  Devices  Com- 
pany had  a  complete  operating  model 
with  air  brakes  and  control  equipment 
using  the  new  type  of  self-lapping  brake 
valve  for  hand  and  foot  operation. 

In  this  line  of  equipment,  the  Na- 
tional Brake  Company  displayed  a  Pea- 
cock 1250  brake,  an  improvement  over 
the  No.  440  brake,  in  use  largely  in  the 
equipment  of  electric  locomotives.  It 
was  displayed  as  the  highest-powered 
hand  brake  on  the  market. 

The  American  Brake  Shoe  &  Foun- 
dry Company  exhibited  its  A.E.R.E.A. 


standard  patterns  of  steel-backed  brakt. 
shoes,  and  malleable-iron  brake  heads 
and  keys.  Clasp  brake  equipment,  as 
used  on  multiple-unit  high-speed  trucks, 
and  miscellaneous  steel  castings  used 
in  street  railway  work,  were  shown  by 
the  American  Steel  Foundries. 

The  Chillingworth  Manufacturing 
Company  exhibited  a  variety  of  gear 
cases,'  typifying  modern  construction 
and  design,  for  both  Westinghouse  and 
General  Electric  motors.  This  com- 
pany also  showed  for  the  first  time  a 
gear  case  which  was  treated  with  a 
compound  to  silence  the  noise  caused 
by  the  gear  and  pinion. 

To  those  historically  minded  the  ex- 
hibit of  the  Tool  Steel  Gear  &  Pinion 
Company,  showing  the  evolution  of  the 
Tool  Steel  gear  in  25  years,  was  of  spe- 
cial interest.  In  the  line  of  more  mod- 
ern equipment  this  company  showed  a 
high-reduction  unit  for  high-speed  mo- 
tors and  a  lead-quieted  gear. 

Of  chief  interest  in  the  exhibit  of 
the  Johns-Manville  Corporation  was 
the  full-size  section  of  a  street  car  in- 
sulated in  the  floor,  walls  and  roof  with 
Salamander  car  insulation.  The  ceiling 
of  this  car  was  treated  with  J-M  acousti- 
cal correction.  This  system  of  sound 
and  heat  insulation  and  the  acoustical 
correction  have  been  installed  in  many 
passenger  cars  of  steam  and  electric 
railways.  For  buses,  the  Johns-Man- 
ville Corporation  displayed  a  complete 
line  of  friction  material,  which  included 
the  new  molded  and  compressed  lining 
for  heavy  mechanical  brakes. 

Evidence  of  the  increasing  use  of 
roller  bearings  in  cars  was  indicated  by 
the  exhibits  of  the  Timken  Roller  Bear- 
ing Company  and  the  Hyatt  Roller 
Bearing  Company.  Both  companies 
showed  a  complete  line  of  roller  bear- 
ings for  cars.  In  addition,  Hyatt  dis- 
played a  roller  bearing  journal  box. 

Principal  forms  of  aluminum  used  in 
railway  construction  were  shown  by 
the  Aluminum  Company  of  America, 
which  included  structural  shapes ;  spun, 
die  and  permanent  mold  castings ;  forg- 
ings ;  fabricated  sheet,  plate  and  mold- 
ing ;  cable  and  busbar ;  tubing  and 
conduits.  Several  finishes  for  aluminum 
were  also  displayed.  One  of  the  items 
of  great  interest  to  railway  men  was  a 
thin-wall  conduit  which  weighs  less  than 
one-half  as  much  as  steel  conduit. 
Another  railway  item  was  the  stator 
frame  for  the  Reading  traction  motor, 
said  to  be  the  largest  railway  motor 
frame  casting  of  aluminmn  alloy. 

The  DuPont  Company  e.xhibited  a 
large  number  of  panels  of  different 
Dulux  colors,  its  new  type  of  finish  for 
electric  cars  and  buses.  These  panels 
were  exposed  alongside  of  paint,  var- 
nish and  enamel  finishes  of  the  regular 
type  to  indicate  improvements  in  dura- 
bility.    These  displays  were  planned  to 


Electric  Railway  Journal — October,  1931 
605 


show  a  better  retention  of  gloss,  greater 
resistance  to  fading,  elimination  of 
failure  by  checking  and  cracking.  The 
serviceability  claimed  for  Dulux  finishes 
is  due  principally  to  a  new  synthetic 
vehicle  in  the  product. 

Samples  of  Haskelite,  Plymetl,  flat 
Haskelite  panels  as  used  for  bus  floors, 
card  racks  and  seats  featured  the  dis- 
play of  the  Haskelite  Manufacturing 
Corporation. 

Car  and  Bus  Accessories  Have 
Large  Section 

Displays  of  car  and  bus  accessories 
took  up  a  large  portion  of  space  in  the 
convention  hall.  The  general  arrange- 
ment and  attractive  appearance  of  these 
exhibits  fitted  in  well  with  the  larger 
ones  to  create  a  noticeably  superior  ap- 
pearance of  this  year's  show.  In  this 
line  of  exhibits  were  many  types  of 
seats  and  seating  material,  door  engines 
and  door-control  systems,  heaters,  turn- 
stiles, registers,  and  other  equipment. 
Noticeable  among  this  class  of  exhibit 
were  the  great  improvements  made  in 
door-operating  mechanisms. 

The  National  Pneumatic  Company 
arranged  effectively  full-size  working 
models  of  its  latest  door-operating  sys- 
tems in  several  table  displays  which  in- 
cluded systems  with  vacuum  door  en- 
gines and  pneumatic  engines.  Entrance 
to  this  booth  was  made  through  a 
treadle-operated  door.  The  full-size 
models  included  a  newly  developed 
treadle-operated  sensitive-edge  door  for 
buses  Among  other  doors  with  safety 
features  were  one  model  with  a  revers- 
ing door  engine  for  buses,  and  a  folding 
double  door  for  electric  cars  with  a 
selective  door  engine  operating  at  con- 
stant speed.  The  general  arrangement 
of  this  booth,  and  the  display  of  old  door 
engines  made  it  very  attractive. 

Just  across  the  aisle  the  Consoli- 
dated Car  Heating  Company  showed  its 
pneumatic  door  equipment  and  several 
types  of  heaters  and  heater  controls. 
The  special  new  offering  here  was  a 
blast  heaters  with  a  silent  blower  in 
which  the  current  to  the  heating  ele- 
ment is  automatically  cut  off  when  the 
motor  is  stopped.  Other  items  were 
an  improved  thermostatic  control,  elec- 
tric heater  for  cars  and  buses,  a  steam 
heater  for  buses  and  a  safety  switch 
panel  for  trolley  buses. 

The  Gold  Car  Heating  &  Lighting 
Company  featured  three  types  of  heat- 
ing elements — open  coil,  low-voltage 
and  high-voltage  inclosed  elements.  The 
Electric  Service  Supplies  Company  had 
a  complete  line  of  Keystone  car  and 
bus  equipment.  Special  attention  was 
given  to  a  working  model  of  the 
Mueller-Evans  bus  heating  and  ven- 
tilating system,  and  a  new  \entilator. 

Together  with  many  of  its  standard 
products  the  Economy  Electric  Devices 
Company  displayed  the  Superior  trolley 
slide  for  city  and  interurban  cars,  and 


a  new  lubricating  paste  for  trolley  wire. 
Railway  Utility  Company  showed 
Chromalox  strip  heaters,  heat  regulaters, 
ventilators  and  ground  detectors. 

The  Johnson  Fare  Bo.x  Company  dis- 
played the  new  type  of  fare  collection 
designed  exclusively  for  the  Twin 
Coach  Company  and  installed  in  the 
Taxicoach.  Other  products  of  this  com- 
pany were  an  electrically  operated  fare 
bo.x  equipment,  which  had  an  instanta- 
neous overhead  registration,  a  Johnson 
"Universal  Changer,"  and  the  Type  D 
hand-operated  registering  fare  box. 

Several  types  of  recording  instru- 
ments and  registers  were  displayed  by 
the  Ohmer  Fare  Register  Company. 
These  included  the  Vibracorder,  which 
produces  a  complete  seven-day  record 
of  the  movement  of  any  motor  vehicle, 
and  the  Tachograf  which  records  the 
running  time  and  idle  time,  and  also 
records  the  exact  speed  at  which  the  bus 
was  operated  at  any  time.  Other  dis- 
plays were  a  full  line  of  Ohmer  fare 
registers  and  ticket-printing  registers. 
The  Percy  Manufacturing  Company 
featured  in  its  exhibit  the  Coinpassor, 
a  coin-controlled  turnstile  of  the  type 
installed  on  many  of  the  Brooklyn  Bus 
Corporation's  buses.  Several  other 
types  of  turnstiles  for  street  cars  and 
for  subway  and  elevated  systems  were 
also  on  display. 

Latest  developments  in  transfers  de- 
signed primarily  for  use  on  one-man 
cars,  and  a  complete  line  of  samples 
covering  all  kinds  of  tickets  in  strips 
and  bulk  were  shown  by  the  Globe 
Ticket  Company,  along  with  ticket  print- 
ing machines. 

An  extensive  line  of  car  seats  and 
seating  material  may  be  cited  as  an  ex- 
ample of  the  contribution  of  accessories 
manufacturers  in  improving  the  ap- 
pearance and  comfort  of  the  transporta- 
tion unit.  Among  special  offerings  of 
these  exhibits  were  the  reclining  and 
semi-reclining  models  by  Hale  &  Kil- 
burn,  reclining  seats  with  aluminum 
alloy  frames  by  S.  Karpen  &  Brothers, 
and  another  very  light  seat  with  a  mag- 
nesium alloy  frame  by  the  Kelton- 
.A.urand  Manufacturing  Company.  Other 
exhibitors  of  seats  were  the  Art  Rattan 
Works  and  Heywood-Wakefield. 

Besides  non-inflammable  material  for 
seats  and  curtains  the  Pantasote  Com- 
pany had  something  new  in  insulating 
headlining  and  wainscoting.  Uphol- 
stered fabrics  of  the  L.  C.  Chase  Com- 
pany comprised  Velmo,  mohair  velvet, 
Leatherwove  and  other  grades. 

Upholstering  leathers  of  all  types 
were  displayed  by  the  General  Leather 
Company.  These  included  standard 
leathers  as  well  as  the  new  chrome  leather 
known  as  Velvalea  and  Transitan. 

Porcelain-enameled  stanchions,  grab 
rails  and  seat  handles  in  white  and  vari- 
ous colors  were  shown  by  the  Ellcon 
Company.  This  exhibit  included  Ellcon 
fittings,  special  interior  trim,  chromium- 
plated  and  stainless  steel. 


The  O.  M.  Edwards  Company  dis- 
played quickly  removable  sash  for  street 
car  and  bus  service,  and  similar  sash 
in  the  drop  type  for  the  de  luxe  buses. 

The  Tuco  Products  Corporation 
showed  Tucolith  for  car  and  bus  floor- 
ing. In  addition,  roofing  materials,  and 
rockwool  insulation,  a  light-weight  fire- 
proof insulator  with  high  sound-dead- 
ening qualities,  were  also  on  display. 

Bus  Exhibits  Impressive 

Manufacturers  of  buses  did  a  splendid 
job  in  their  exhibits  this  year.  The 
display  of  buses  was  felt  by  those  who 
saw  it  to  be  undoubtedly  the  most  im- 
pressive that  has  been  held  at  any  time, 
anywhere.  It  showed  the  most  com- 
prehensive selection  of  motor  vehicles 
for  the  transportation  industry,  and 
forcefully  brought  home  the  fact  that 
the  design  and  production  of  the  bus 
has  reached  a  far  higher  plane  than 
was  evident  at  any  previous  exhibit. 
Many  important  trends  in  the  design 
of  the  bus  were  noticeable. 

It  was  apparent  that  manufacturers 
have  paid  a  great  deal  of  attention  to 
body  design  and  general  harmony  of 
appearance.  Developments  in  body  de- 
sign in  practically  all  types  of  buses 
for  urban  service  have  been  made  with 
a  view  to  minimizing  the  time  for  load- 
ing and  unloading  of  passengers.  Wide 
doors  and  low  step  heights  were  in 
evidence.  There  was  a  noticeable  trend 
toward  the  street  car  type  of  body  and 
to  the  use  of  the  center  and  off-center 
exit  doors.  Remarkable  attractiveness 
of  body  appearance  has  been  obtained 
by  the  greater  use  of  streamline  de- 
signs. Also  significant  is  the  emphasis 
that  has  been  placed  on  the  general 
reduction  in  weight  per  passenger.  The 
use  of  all-steel  bodies  and  the  light 
alloys  have  brought  about  a  general 
reduction  in  weight  of  practically  all 
models.  This  trend,  together  with  the 
development  of  more  powerful  engines, 
resulting  in  a  higher  ratio  of  horsepower 
to  weight,  is  making  practicable  a  steady 
increase  in  the  capacity  of  buses. 

This  important  tendency  toward 
larger  and  larger  capacity  buses  was 
accompanied  by  increasing  attention  to 
efficient  and  economical  small-capacity 
units  for  light  feeder  lines  and  small 
properties.  Several  of  these  small- 
capacity  buses  were  displayed,  attract- 
ing the  attention  of  many  operators. 

The  street  car  type,  43-passenger  bus 
was  displayed  as  the  latest  addition  to 
the  Mack  line.  It  is  powered  by  a 
single  110-hp.,  six-cylinder  engine  and 
incorporates  for  the  first  time  a  Vickers 
hydraulic  booster  for  power  steering. 
This  model  has  a  46-in.  center-exit  door 
and  a  front-entrance  door  of  the  same 
width.  Mack  also  exhibited  a  17-21- 
passenger  light  six.  Besides  the  bus 
models.  Mack  had  an  interesting  display 
of  parts  and  running  as.semblies.  A  •  J 
model  of  the  hydraulic  steering  gear  ^ 
booster  was  shown  in  actual  operation. 


Electric  Railway  Journal — Vol.75,  No.ll 
606 


Much  of  the  interest  in  the  large  ex- 
hibit of  the  General  Motors  Truck 
Company  centered  in  a  new  40-passen- 
ger  all-metal  bus,  equipped  with  an 
engine  of  150  hp.  Considerable  reduc- 
tion in  weight  for  this  capacity  has 
been  obtained  by  the  extensive  use  of 
aluminum  alloys  for  the  body  members 
and  frame  sections.  Departure  from 
designs  of  Yellow  buses  was  made  in 
this  model  by  the  adoption  of  the  street 
car  type  of  body  with  an  off-center  exit 
door  and  the  rear  mounting  of  the 
engine.  The  engine  is  removable  as  a 
unit  with  the  rear  axle  center.  A  new 
type  of  steering  mechanism,  used  in 
this  model  for  the  first  time,  facilitates 
the  handling  of  this  large  vehicle.  Es- 
sentially, it  consists  of  a  worm  sector 
pivoted  on  the  axle  with  the  shortest 
possible  steering  links  to  the  steering 
arms.  Seven  other  bus  models,  one  of 
which  was  on  the  plaza,  were  displayed 
by  General  Motors,  ranging  in  size  from 
a  21 -passenger  parlor  type  to  the  40- 
passenger  bus  just  described. 

Small  Buses  Also  Shown 

One  of  the  interesting  displays  in 
the  low-capacity  field  was  the  Twin 
Coach  Model  15,  seating  seventeen  pas- 
sengers. This  is  today  the  smallest 
capacity  vehicle  built  by  Twin  Coach. 
It  features  a  self-operating  automatic 
clutch.  This  model  might  best  be  de- 
scribed as  a  miniature  Twin  Coach  with 
a  single  engine.  Twin  Coach  also 
showed  a  40-passenger  dual  motor  bus, 
similar  to  those  purchased  by  the 
Brooklyn  Bus  Corporation,  having  a 
Percy  turnstile  for  fare  collection.  The 
Taxi-Coach,  in  both  urban  and  interur- 
ban  types  attracted  considerable  atten- 
tion. 

A  newly  developed  center-exit  bus 
and  a  new  six-cylinder  engine  designed 
for  special  types  of  service  featured  the 
display  of  the  White  Company.  Six 
buses,  ranging  in  capacity  from  20  to 
40  passengers  and  a  newly  designed 
power  repair  truck  comprised  this  com- 
pany's exhibit.  The  new  center-exit 
bus  has  a  seating  capacity  of  33  passen- 
gers and  the  center  door  is  treadle 
operated.  The  new  engine,  shown  for 
the  first  time,  is  of  the  six-cylinder 
overhead  type  similar  to  the  standard 
series  of  engines  of  the  company.  All 
models  displayed  were  mounted  on  the 
new  White-Bender  steel  underbody,  de- 
veloped to  give  rigidity  and  to  protect 
against  road  twisting. 

Together  with  the  40-passenger  all- 
steel  model,  the  American  Car  & 
Foundry  Motors  Company  exhibited  sev- 
eral parlor  car  and  city  types  of  buses. 
A  large  highway  express  tractor  truck 
and  the  17S-hp.  Hall-Scott  engine  were 
also  on  display.  The  40-passenger  bus 
has  a  front-entrance  door  just  back  of 
the  front  wheelhousing  and  an  exit  door 
at  the  rear,  air-operated  with  electric 
control.  This  model  is  powered  by  a 
120-hp.  Hall-Scott  engine. 


Fargo  Motor  Corporation  exhibited  a 
33-passenger  street  car  type  bus  and 
two  21 -passenger  buses,  one  of  the  par- 
lor car  type  and  the  other  of  the  city 
type.  A  29-passenger  parlor-car  type 
was  also  displayed.  The  33-passenger 
all-metal  bus  was  designed  for  circulat- 
ing loads.  It  weighs  12,010  lb.  com- 
plete on  the  road,  or  364  lb.  per  passen- 
ger capacity.  It  is  powered  by  a 
straight  eight.  All  Fargo  models  featured 
low  weight  per  passenger  capacity. 

Studebaker  with  a  25-passenger 
street  car  type  bus  and  a  chassis,  and 
the  Reo  Motor  Car  Company  made  up 
the  remaining  bus  exhibits.  Reo  ex- 
hibited a  21-25  passenger  bus  chassis 
of  new  design,  a  25-passenger  pay- 
enter  city  type  bus,  and  a  21-passenger 
reclining  seat  bus  with  inside  luggage 
rack.  The  new  chassis  is  powered  with 
a  101-hp.  six-cylinder  engine  and  has 
chrome-nickel  cylinder  blocks. 

Displays  of  bus  bodies  were  made  by 
the  Bender  Body  Company  and  the 
Wiener  Body  Company.  Bender  showed 
two  skeleton  city  pay-enter  bodies,  one 
of  composite  construction  and  the  other 
all  metal.  This  unfinished  display  was 
made  to  illustrate  the  steel  under-struc- 
ture  and  the  iron  framing.  The  Wiener 
Body  Company  showed  a  25-passenger 
body  on  a  Model  54  White  chassis  and 
a  32-passenger  semi-de  luxe  observation 
body  on  a  Model  65-A  White  chassis. 
This  company  also  had  a  collection  of 
historical  photographs  showing  advance- 
ment in  bus  body  design  since  the  early 
days  of  the  industry. 

Hercules  Motors  Corporation  showed 
a  series  of  six  and  four-cylinder  engines 
completely  equipped,  and  a  complete  line 
of  Hercules  parts.  The  Sterling  En- 
gine Company  exhibited  the  Sterling 
Petrel  bus  and  truck  engine,  rated  at 
150  hp.  at  700  r.p.m.  Also  on  display 
was  the  Sterling  Viking  eight-cylinder 
rail-car  engine,  the  largest  and  most 
powerful  engine  of  its  type  built. 

In  the  line  of  bus  accessories,  many 
very  interesting  displays  were  made. 
Among  these  may  be  mentioned  the 
display  of  automotive  air  brakes  for 
buses  and  heavy-duty  commercial  vehi- 
cles by  the  Bendix  Brake  Company,  to- 
gether with  air  horns,  signals  and  other 
air-operated  accessories. 

The  Leece-Neville  Company  showed 
a  complete  line  of  automotive  electrical 
equipment  which  included  voltage-regu- 
lated electric  generating  systems  used 
on  present-day  buses,  comprising  gen- 
erators of  various  capacities  and  their 
respective  control  units.  One  system 
was  on  demonstration  to  show  some 
of  its  many  distinctive  features. 

A  carburetor  and  spark  adjusting 
machine,  marketed  under  the  name 
Casam,  was  the  principal  display  of  the 
Cities  Service  Company,  which  also 
included  various  grades  of  lubricating 
oils  and  greases.  This  machine  was 
shown  in  the  portable  and  stationary 
models.      It   detects   and   measures   the 


unburnt  gases  emerging  from  the  ex- 
haust line  by  picking  up  a  sample  of 
the  exhaust  gas  and  burning  it  to 
record  the  heat  generated  in  terms  of 
per  cent  of  complete  combustion. 

A  new  development  in  a  fuel  supply 
system  made  its  first  appearance  in  the 
display  of  S.B.U.  Pumps,  Inc.  It  con- 
sisted of  a  gasoline  pump,  direct  con- 
nected to  a  vapor  and  splashproof  elec- 
tric motor  operated  with  battery  current, 
and  of  automatic  pressure  and  volume 
control  valves  built  into  the  pump. 

Latest  in  Trolley  Buses 

Of  interest  to  trolley  bus  operators 
were  the  displays  of  this  type  of  vehicle 
on  the  Boardwalk  and  in  the  conven- 
tion hall,  and  also  the  displays  of  over- 
head material  by  the  Ohio  Brass  Com- 
pany and  the  Westinghouse  Electric  & 
Manufacturing  Company.  Altogether, 
five  trolley  buses  were  exhibited.  In 
addition  to  the  two  on  the  Plaza  three 
trolley  buses  were  on  display  in  the 
auditorium. 

Distinctive  features  of  the  new  Yel- 
low Coach  44-passenger  trolley  bus  are 
the  extensive  use  of  aluminum  alloys 
and  the  rear  mounting  of  the  motors. 
In  addition,  this  model  has  a  new  cen- 
tralized under-body  control  system, 
light  alloy  trolley  poles,  and  a  full 
blower  system  of  ventilating  all  con- 
trollers, motors,  compressors,  etc. 

The  Brill  trolley  bus  of  40-passenger 
capacity  has  a  total  weight  of  18,260 
lb.  Its  underframe  and  superstructure 
are  of  integral  steel  construction,  and 
the  underframe  center  sills,  correspond- 
ing to  automotive  chassis  framing,  are 
deep  channel  steel  pressings  extending 
the  full  length  of  the  vehicle.  The  body 
is  spring  mounted  on  Timken  axles  de- 
veloped specially  for  trolley  bus  use. 
The  motive  power  consists  of  two  50-hp. 
motors  with  a  double  worm  gearing 
housed  in  the  double-bowl  rear  axle. 
Each  motor  drives  one  wheel  through 
its  own  propeller  shaft  and  gearing. 

The  40-passenger  trolley  bus  built 
for  the  Memphis  Street  Railway  by  the 
St.  Louis  Car  Company  is  equipped 
with  two  50-hp.  motors,  air  brake,  pneu- 
matically operated  doors,  with  a  treadle 
at  the  rear  exit. 

Together  with  the  standard  overhead 
equipment  for  electric  car  service,  the 
Ohio  Brass  Company  displayed  a  new 
improved  line  of  overhead  materials  and 
equipment  for  trolley  bus  service.  These 
included  a  new  light-weight  trolley  bus 
base  with  a  touring  range  indicator  and 
overhead  material  for  special  work. 

Westinghouse  equipment  for  trolley 
bus  overhead  included  an  electrically 
operated  frog,  a  molded  feeder  insulator, 
a  ball-and-socket  hanger,  and  the  latest 
design  of  light-weight  trolley  base  of 
welded  structural  steel  shapes. 

C.  I.  Earll  showed  a  retriever  de- 
signed especially  for  trolley  bus  serv- 
ice. Trolley  bus  equipment  displayed 
by  the   General   Electric   Company  in- 


Electric  Railway  Journal — October,  1931 
607 


eluded  a  PCM  control  unit  designed 
for  handling  two  50-hp.  motors,  a  10-ft. 
light-weight  air  compressor  and  a  new 
pneumatic  lap  brake  equipment. 

Track    Displays   Many 

Among  the  new  developments  of  the 
manufacturers  of  rails  and  special  work 
was  a  new  type  of  track  construction 
jointly  displayed  by  the  Carnegie  Steel 
Company  and  the  Illinois  Steel  Com- 
pany. The  new  GEO  type  of  track, 
recently  developed  in  Germany,  differs 
from  that  generally  used  in  America 
in  the  design  of  tie  plate,  method  of 
fastening  it  to  the  tie  and  to  the  rail, 
and  the  use  of  a  treated  and  compressed 
wood  shim  with  each  plate.  These 
companies  also  exhibited  a  pair  of  rim- 
toughened  wrought-steel  wheels  on 
short  sections  of   steel  cross-tie   track. 

Besides  the  Dardelet  thread-lock 
bolts  and  nuts,  the  Bethlehem  Steel 
Company  also  displayed  frogs,  mates 
and  crossings  of  silico-manganese  steel 
together  with  standard  products  such  as 
a  solid  manganese  switch  and  steel  ties. 

Another  historical  display  was  that 
of  the  Lorain  Steel  Company  in  which 
models  of  street  railway  trackwork 
which  manufacturers  were  called  on  to 
make  during  the  early  development  of 
the  industry  were  exhibited,  together 
with  rails,  switches,  frogs  and  other 
trackwork  of  modern  design.  The 
Buda  Company  and  the  William  Whar- 
ton Company  showed  their  standard 
products  in  switches,  mates  and  frogs. 
In  addition,  the  Wharton  Company 
showed  frogs  reconditioned  by  Welding 
with  Timang  rods. 

Instruments  used  in  recording  tread 
and  flange  contours  of  wheels  in  service, 
and   various   sizes   of   Naco   spun-steel 


car  wheels  were  in  the  display  of  the 
National  Malleable  &  Steel  Castings 
Company. 

Demonstration  by  the  International 
Steel  Tie  Company  of  the  "mortar  flow" 
methods  of  placing  concrete  around  all 
types  of  paved  track  with  high-frequency 
vibration  attracted  many  of  the  way 
engineers.  To  point  out  the  results  of 
this  method  of  placing  concrete,  a  sec- 
tion of  paved  track  construction  was 
cut  away  to  show  the  Twin  tie,  and  to 
show  the  bond  between  the  steel  and 
concrete.  A  new  vibratory  type  screed 
for  finishing  concrete  track  paving  and 
setting  concrete  in  all  types  of  construc- 
tion was  shown. 

A  layout  to  show  the  method  of 
thermit-welding  rail  joints  under  traffic 
was  the  chief  display  of  the  Metal  & 
Thermit  Corporation.  Rail-welding 
preheaters  and  rail  clamps  of  the  latest 
design  and  other  improved  apparatus 
for  thermit  welding  were  also  included 
in  this  exhibit. 

Several  types  of  rail  grinders  were 
shown  in  operation  by  the  Railway 
Track- Work  Company.  These  included 
an  improved  high-speed  rail  grinder, 
the  "Vulcan"  rail  joint  grinder  and  the 
"Eureka"  radial  rail  grinder.  In  addi- 
tion this  company  showed  an  "Ajax" 
electric  arc  welder,  "Ajax"  trolley 
wire  and  several  grades  of  grinding 
wheels  and  bricks. 

Complete  lines  of  rail  bonds  were  dis- 
played by  the  American  .Steel  &  Wire 
Company  and  the  Electric  Railway  Im- 
provement Company.  In  this  class  of 
equipment  the  Rail  Joint  Company 
showed  base-supported  continuous  joints 
and  reinforced  joints  adapted  to  the 
latest  methods  of  welding.  Seam  welded 
rail  joints  were  displayed  by  the  Una 


Welding  &  Bonding  Company.  In  ad- 
dition to  the  complete  line  of  rail  bonds, 
the  Electric  Railway  Improvement  Com- 
pany showed  auxiliary  welding  equip- 
ment and  parts. 

Transmission  and  distribution  wire 
material  for  electric  railway  and  trolley 
bus  operation  were  the  chief  displays 
of  the  Bridgeport  Brass  Company. 
Included  with  thes?  were  samples  of 
fittings  of  "Phono"  and  "Duronze" 
alloys  as  well  as  samples  of  copper- 
ground  rods.  The  latter  item  is  a  new 
product  by  this   company. 

In  the  display  of  the  Anaconda  Wire 
&  Cable  Company,  a  specially  designed 
catenary  system  with  Hitenso  trolley 
wire  for  the  Pennsylvania  Railroad  and 
sections  for  other  electrified  railroads 
were  featured.  Non-ferrous  Anaconda 
wire,  cable  and  accessories  were  also 
shown.  These  items  are  designed  to 
eliminate  trouble  caused  by  rust  and 
vibration.  Other  displays  of  wire  and 
cables  were  those  of  the  .\merican  Steel 
&  Wire  Company  and  the  Okonite- 
Callender  Cable  Company.  The  latter 
company  displayed  various  types  of  im- 
pregnated paper  cables,  including  Oko- 
nite-Callender  super-tension  cables  and 
their  joining  accessories. 

Ornamental  fluted  steel  poles  and  the 
monotube  strain  and  distribution  poles, 
pole  fittings  and  street  lighting  equip- 
ment were  displayed  by  the  Union 
Metal  Manufacturing  Company.  The 
monotube  poles  are  of  cold-rolled  open- 
hearth  steel,  making  one-piece  contin- 
uously tapered  tubular  poles,  without 
horizontal  joints. 

-Automatic  block  signals  for  inter- 
urbans  and  subways  were  featured  by 
the  Nachod  and  United  States  Signal 
Company. 


I 


I 


An  attractive  transportation  display  once  again  filled  Atlantic's  City  huge  auditorium 

Electric  Railway  Jolrnal — Vol.75, No.ll 
608 


Trend  of  REVENUES  and  EXPENSES 


IncreaM  Operating    Increab^ 

Operstins        or  Expenses  or 

Revenue  Decrease  and  Taxes    Decrease 

t         Percent*  $  Per  Cent* 

Boston  Elevated  Ballway,  Boston,  Mass. 

Aug.,  1930 2,260,322         7.81  2,113.183  1.55 

Bept 2,470,918         S.7S  2,091,718  0.52 

Oct 2,811,399         i.Oi  2,157,474  l.t9 

Not 2,579,899       lO.Si  2,066,206  t.66 

Deo 2,850,330         8.S0  2,178,896  2.24 

Jan.,  1931 2,840,159        S.ii  2,082,456  6.W 

Feb 2,534,828         8.SS  1,952,032  5.SS 

Mar. 2,769,564         7.S0  2,019,081  191 

Apr 2,616,188         7.00  1,909,176  7.94 

May 2,579,265        8.70  1,993,753  i.SS 

June 2,415,179         S.S2  2,073,560  7.04 

July 2,188,942         J.fiS  2,021,305  i.lt 

.4ug 2,098,072         7.99  1,948,492  7.79 

Brooklrn-Manhattan  Transit  System,  New  York,  N.  T. 

Aug.,   1930 4,727,623         i.S9  3,558,841  6.6^ 

Sept 4,834,251         i.i9  3,453,431  i.5i 

Oct 5,036,775         i.58  3,572,553  i.it 

Nov 4,769,083         i.!7  3,366,923  6.9« 

Dec 5,065,484        2.56  3,546,963  i.t5 

Jan.,  1931 4,852,706        o.iS  3,475.330  7.01 

Feb 4,453.655         S.79  3,159,903  S.96 

Mar 5,028,562         t.aS  3,475,847  S.S7 

Apr 4,969,481         t.09  3,458,940  S.SS 

May 5,056,779         S.Sl  3.438.037  4.57 

June 4,983,112         1.71  3.466,384  4..J9 

July 4,841,635         S.gi  3,499,609  S.02 

Aug 4,582,572        S.S7  3,419,932  S.90 

Brooklyn  &  Queens  Transit  System,  New  York,  N.  Y. 

Aug.,   1930 1,827,238         fi.i.5  1,595,256  7.11 

a«pt 1,887,499         i.se  1,564,271  «.6o 

Oct 1,922,388         B.eo  1.597,166  5.50 

Nov 1,820,498         5.S.5  1,522,735  7.68 

Dec 1,920.463         i.iO  1,560,950  6.11 

Jan.,  1931 1,849,644         6.18  1,541,235  7.58 

Feb 1,704,677         S.98  1,416,192  5.i0 

Mar 1,941,078         1.98  1,602.862  t.56 

Apr 1.911,878         1.19  1,592.919  S.ll 

May 1,980.118         S.50  1,585,293  1.85 

June 1,942,830         1.19  1,609,335  0.34 

July 1,893.414         l.ei  1,550.897  S.Si 

Aug 1,849,792         1.23  1,574,167  l.Sse 

Capital  Traction  Company,  Washington,  D.  C. 

Aug.,   1930....         314,513         S.iS  268,561  i.09 

Sept 327,713         7.06  268,066  1.61 

Oct 374,646         1.22  288.351  H8 

Nov 346,054         t.70  273,481  1.5i 

Dec 369,885         1.77  274.221  S.tl 

Jan.,  1931 347,491         S.06  280,514  S.SO 

Feb 312,815         ».47  252,080  5.68 

Mar 344,191         «.65  270,962  S.8S 

Apr 366,276         i.S9  273,436  5.89 

May 362,502         1.87  281,344  1.61 

June 351,017         3.05  276,751  1.84 

July 306,826         0.10  258,341  l.o2 

Aug 264,135       16.02  251,657  6.29 

Chicago  Surface  Lines,  Chicago,  III. 

Aug.,   1930 4,488,146       12.20  3,796,705  8.06 

Sept 4,568,564         9.50  3,789,472  i.iO 

Oct 4,879,570       10.79  3,933,416  7.S5 

Nov 4,537,647       IS.iS  3,769,538  6.86 

Dec 4,846,000        8.09  3,984,572  9.89 

Jan.,  1931 4,576,133       12.65  3,825,964  5.S7 

Feb 4,234,704       10.90  3.665,038  e.Oi 

Mar 4,584,224         i.S5  4,287,237  5.Si 

Apr 4,759,624         1.1,6  4,092,047  0.36 

May 4,541,847        9.S8  3,802,582  i.61 

June 4,348,896        8.76  3,629,943  B.S6 

July 4,093,702         9.7!,  3.579,566  5.98 

Aug 4,018,958      10.1,5  3,502,795  7.7J, 

Department  of  Street  Railways,  Detroit,  Mich. 

Aug.,   1930 1,516,209       29.02  1,426,941  16.67 

Sept 1,510,161       26.S6  1,436,175  12.59 

Oct 1,579,476       25.81,  1,458,238  H.91 

Nov 1.481,136       2S.S5  1,333,571  1S.S8 

Dec 1,610,179       22.59  1,440,503  21.67 

Jan.,  1931 1,550,656       28.5i  1,421,575  20.95 

Feb 1.431,468       25.58  1,323,683  18.96 

Mar 1,696,308       16.58  1,415,021  18.68 

Apr 1,605,536       19.51  1,368,187  20.82 

May 1,531,767      22.1,2  1,306,654  18.75 

June 1,416,647       20.71  1,302,075  1S.S6 

July 1,256.741        18.89  1.243.831  H.ltS 

Aug 1,166,927       2S.0i  1,154,835  19.06 

Eastern  Massachusetts  Street  Kallway,  Boston,  Mass. 

Aug.,   1930 624,332         9.42  444,429  lO.SS 

Sept ol2,237         7.12  448,470  0.88 

Oct 623,872         8.1,8  467,773  i.92 

Nov 590,856       10.90  449,032  1.60 

Dec 670,964       11.9S  516,913  1.71 

Jan.,  1931 700.961         7.6S  472.079  2.88 

Feb 639,344         6.62  434,904  2.8S 

Mar 685,614         S.6S  472,317  1.5S 

Apr 617,705         o.21  434,716  2.59 

May 629,827         n.H  450,887  0.2S 

June 622,119        0.43  447,131  2.72 

July 602.832         2.SS  459,166  O.U 

Aug 608.034         2.61  450,584  1.38 

'Decreases  or  deficits  are  shown  by  italic  figures. 


Increase 
Net  or 

Income  Decrease 
»•    Percent* 


27i,728 

59,868 

221,188 

71,150 

235,950 

314,067 

'42,339 

309,212 

275,740 

143,804 

99.815 

271,777 

SU,901 


465,144 
667,323 
758,817 
689,470 
814,788 
674.029 
583.468 
814,360 
804.235 
913,877 
870.919 
631.791 
423,123 


120,864 
213,728 
214,924 
187,822 
250,893 
197,355 
176,217 
227,472 
208,514 
286,334 
221,493 
227,012 
142,067 


163.79 

200.31 

31.30 

77.85 
.5«.8« 
30.56 
i8.2? 
29.08 
1H5 
52. i7 
169.79 
62.23 
26.50 


H.91 
6.20 
2.78 
2.34 
2.04 
5.80 
2.40 
i.l3 
0.25 
1.64 

12.12 
7.21 
9.03 


8.15 
2.66 

r.?4 

5.20 

6.06 

3.02 

2.58 

1.21 

6.86 

7.89 

13.98 

II  59 

17,54 


16,103 
30,259 
58.638 
42,659 
67,651 
37,705 
30,521 
43,847 
65,123 
50,959 
45,841 
9,438 
17,i08 


680,219 
713,323 
799,118 
712,177 
767,348 
718,129 
601,726 
557,167 
675,629 
724,514 
664,122 
580,118 
589,056 


2.62 

6.78 

17.56 

11.05 

0.61 

5.11 

1.87 

i.03 

12.93 

6.60 

12.14 

91.25 

203.00 


15.82 
JS..94 
11.69 
20.77 
15.67 
21.00 
15. H 
15.05 
11.66 
12.88 
H.51 
10.55 
lO.Si 


62,773 

51,711 

22.933 

4,890 

23,052 

12,759 

28,309 

133,347 

101,041 

75.494 

44.977 

1U.II2 

Hi,88S 


28,399 
21,771 
15,811 
205 
20,841 
36,145 
33,058 
28,982 

9,906 
23,599 

5,090 
2i,H2 
10,712 


119. te 

115. to 

91.71 

98. U 

77.93 

91. H 

117.91 

11.03 

27.10 

69.0i 

121.99 

tii.il 

17l5i 


52.01 
70.76 
76.73 
97.62 
8i.02 
56.16 
50.86 
81.83 
78.95 
52.H 
82.2i 
721.80 
lS7.7e 


Increase 
Operating        or 
Revenue  Decrease 
»         Per  Cent* 


Operating    Increase 
Expenses  or 

and  Taxes  Decrease 
i  Per  Cent* 


Increase 
Net  or 

Income  Decrease 
$•    Percent* 


Fonda,  Johnstown  &  Gloversville  Railroad,  GIoversTlIle,  N.  Y. 


Aug.,   1930... 

Sept 

Oct 

Nov 

Dec 

Jan.,  1931.... 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 


64,592 
72,267 
75,708 
72,024 


18.82 
11.61 
17.80 
13.82 


79,764 
74,018 
75,201 
70,660 
72,560 
63,338 
58.406 
61,749 


15.78 

13.38 

7.83 

O.iS 

8.29 

IS. 81 

i.ll 

4.40 


62,484 
63,549 
66,353 
66,314 

■  67,438 
62,239 
64,051 
62.685 
61.040 
59,346 
59,429 
57,896 


8.19 
6.i2 
0.69 
0.23 

'  7.38 
7.93 
7.61 
i.90 
6.82 
9.15 
7.33 
7..I4 


Galveston-Houston  Electric  Railway,  Houston,  Tex. 


Aug.,  1930.... 

Sept 

Oct 

Nov 

Dec 

Jan.,  1931 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 


47,425 
42,823 
38,032 
36,974 
36,166 
33,291 
32,281 
32,904 
34,729 


II. i2 
16.  i9 
11.56 
12.i9 
15.00 
20.15 
19.80 
22.38 
15.98 


39,889 
41.484 


12.63 
11.27 


28.402 
28,052 
27,266 
44,183 
27,949 
25,057 
22,990 
24,732 
24.132 

■24,992 
23,961 


8.12 

H.83 

6.85 

9.58 

1.79 

9.18 

9.64 

H.69 

11.98 

ii'.ei 

11.2  i 


Houston  Electric  Company,  Houston,  Tei. 

77.452 


Aug.,   1930.. 

Sept 

Oct 

Nov 

Dec 

Jan.,  1931... 

Feb 

Mar 

Apr 

May 

June 

July 

."^ug 


244,033 
251,919 
267,306 
247,210 
258,219 
242,554 
223,256 
244,396 


222,528 
214,241 


12.il 
9.00 
7.57 
10.00 
9.8i 
10.52 
U.11 
10.97 


10.09 
13.29 


75,905 
499 
76,739 
80,678 
76,792 
63,249 
70,067 


10.89 
10. i2 
10.67 
1.96 
0.68 
11.08 
12.96 
12.70 


159,897 
158,175 


10.71 
10.50 


Hudson  &  Manhattan  Railroad,  New  York,  N. 

Aug.,    1930 934,204  5.65  499,806 

Sept 974,433  t.80  506,845 

Oct 1,033,584  i.33  521,325 

Nov 994,735  6.18  489,761 

Dee 1,060,614  4.66  419,109 

Jan.,  1931 1,005,022  7.6*  512,350 

Feb 936,542  5.67  467,137 

Mar 1,013.577  6.05  497,695 

Apr 1,002,265  5.7«  485,938 

May 974,737  6.«4  481.504 

June 941,598  4.»«  477,392 

July 897,211  6.00  470.918 

Aug 875,376  6.29  463,292 

Illinois  Terminal  Company,  Springfleld,  III. 


Aug.,   1930. 

Sept 

Oct 

Nov 

Dec 

Jan..  1 93 1.. 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 


661.520 
654.477 
691.672 
542,672 
577,425 
509,641 
498,067 
568,653 
547,992 
581,953 
581,093 
550,906 
597.050 


7.65 

5.26 

2.5i 

11.02 

13.69 

20.77 

6.89 

1.96 

7.17 

4.«4 

1.68 

8.1,1 

9.75 


466.816 
454.818 
506.107 
430.907 
421.987 
395,953 
388,126 
398.855 
395,315 
389,538 
398.980 
395,741 


3.98 
0.23 
i.97 
108 
17. iO 
7.23 
6.09 
e.3i 
6.73 
6.53 
iil 
6.28 
7.31 


12.07 

9.66 

2.il 

6.2i 

H.26 

19.80 

3.81 

6.9i 

6.i6 

8.87 

15.29 

16.33 


Aug.,   1930 5,183,166  4.59 

Sept 5,684,267  0.17 

Oct 6.315,679  1.13 

Nov 5,965,365  4.96 

Dec 6,477,864  0.52 

Jan.,  1931 6.123,645  4.4« 

Feb 5,570,354  3.27 

Mar 6,293,013  2.2i 

Apr 6,127.713  2.38 

May 6,006,273  4.47 

June 5,722,428  1.88 

JiUy 5,140.337  i.36 

Aug 4,916,794  7.07 

Jacksonville  Traction  Company, 


4,121,083 
3.983.368 
4,162,660 
3,869,340 
4,194,315 
4,538,833 
3,653,798 
3,973,704 
3,993,181 
3,932,452 
3,926,068 
3.864.469 
3,720,781 


5.06 
7.78 
0.83 
0.00 
3.96 
10.83 
«.J0 
i.61 
2.83 
3.98 
2.62 
6.25 
7.28 


Aug.,    1930.. 

Sept 

Oct 

Nov 

Dec 

Jan.,  1931... 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 


77,441 
78,529 
84,424 
81,250 
89.903 
87,160 
76,205 
84.018 
81,695 
80,798 
73,708 
70,046 
66,836 


12.10 

9.54 

7?.  .50 

I2.2i 

11. i7 

8.08 

15.60 

12.36 

II. iS 

9.96 

6.80 

11.08 

I.S.69 


Jacksonville,  Fla. 

78,177       13.82 

75,012 

76,374 

69,437 

74.836 

77,998 

75,462 

77,758 

74,847 

76,856 

73,904 

73,815 

71,639 


11.15 
13.72 
16.02 
11. i9 
13.67 
28.1  i 
i.09 
6.57 
4.57 
5.66 
5.10 
8.36 


12,690 

S,i97 

18,it7 

21,171 

'  13,133 
13,59i 
13,965 
16.298 
15,996 
2i,700 
20,269 
7,823 


152.827 

160,897 

148,701 

80,529 

127,588 

87,742 

84,381 

143,325 

127,179 

162.905 

154,417 

123,420 


46.45 
446.09 
226.80 
158.25 


236.77 
75.46 
6.28 
23.64 
tl.3i 
97.4J 
16.34 
46.23 


82.135 
8i,893 

93,686 
99,444 
105,000 
111,369 
lH.i59 
117,39i 

'ii6l770 
116,819 

t 
573,872 
571,857 
573,425 
550,635 
524,458 
518,843 
507,328 
502,405 


507.530 
404,721 


98,977 
132,332 
176,999 
169,465 
306,321 
157,098 
134,717 
180,554 
181,182 
158,191 
128,896 
91,288 
77,020 


Ii6.t5 
UH3 

iii.it 

112.93 
110.59 
110.17 
93.it 
189.69 

'  57.67 
49.64 


t 

ilt 
B.8i 

i.te 
9.S6 

16.6i 
17.70 
20.19 
19.39 


13.86 
30.72 


26.27 
18.6$ 
17.79 
21.it 
12.49 
tl.78 
16. Si 
15.13 
15.0» 
18.77 
16.83 
21.80 
22.18 


12.15 

14.i2 

11.61 

23.11 

5.66 

9.«4 

2.26 

28.98 

■3.2i 

13.83 

90.05 

40.89 


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


763, iS2 
131,270 
161,417 
272,021 
293,152 
3iS,972 
321,587 
212,6ii 
189, 13i 
207,096 
216, i06 
5il,iO0 
621,219 

t 

68,188 

66,335 

65,525 

62,699 

63,20i 

58,133 

77,474 

87,0i8 

92,573 

97,650 

100, i91 

106,i5i 

lll,66i 


171.17 

206.t6 

207.14 

121.79 

47.40 

66.92 

10.36 

6.65 

17.33 

36.lt 

1.00 

2.00 

18.63 

t 
19.9t 
8.16 
2.18 
0.15 

i-et 

11.98 

t3.it 

Sl.iO 

li2.13 

i6.33 
47.4s 
60.06 
83.73 


tNet  income  is  shown  for  the  preceding  twelve  months. 


Electric  Railway  Journal — October,  1931 
609 


Trend  of  Revenues  and  Expenses  by  Months  (Concluded) 


Increase 


Operating  Increase 

Operating       or  Expenses  or 

lievenue  Decrease  and  Taxes  Decrease 

i         Percent*  $  Per  Cent* 

Kansas  City  Public  Serrlce  Company,  Kansas  City,  Mo. 


Increase 
Net  or 

Income  Decrease 
i*     Per  Cent* 


Aug. 
Sept. 

Oct 

Not 

D«o 

Jan.,  1931 

Feb 

Mar 

Apr 

May 

June 

July 

Aug. 


930... 


622,554 
650,1  M 
725,428 
706,577 
758,045 
711,215 
640,676 
216,637 
709,515 
701,286 
655,957 
613,628 
600,31 1 


Long  Island  Eallroad,  New 

Aug.,  1930.    ..  3,968,936 

Sept 3,589,671 

Oot 3,371,761 

Nov 2,954,624 

Deo 2,905,045 

Jan.,  1931 2,763,421 

Feb 2,561,169 

Mar 2,841,915 

Apr 2,976,402 

Nlay 3,212,765 

June 3,414,354 

July 3,629,561 

Aug 3,513,473 


IS. 17 
9.99 
i.S9 
5.t9 
1.73 

e.sg 

6.87 

t.ss 
o.es 

t.S7 
0.17 

S.19 

S.57 

York, 

6. SI 
T.SS 
S.SO 

t.go 
e.eo 
e.es 

7.W 
S.OB 
4.69 
i.OO 

6.78 

9.69 

11. is 


530,094 
524,324 
700,311 
572,066 
570,065 
577,741 
537,583 
577,319 
565,328 
562,482 
540,187 
533,084 
518,559 

N.  T. 

2,635,376 
2,467,056 
2,446.346 
2,249.258 
2,130,182 
2,210,263 
2,074,216 
2,234,418 
2,269,029 
2,338,313 
2,351,016 
2,594,463 


ll.il 

lg.lt 

12.90 

7.01 

H.BS 

12.67 

9.7i 

7. go 

e.ts 

7.66 
6.g3 
9.tS 
g.lS 


5.08 
7.07 
8.97 
U.66 
16. t7 
9.65 
9.1S 
9.00 
7.37 
S.03 
7.«« 
«.75 


t 

15,479 

50,261 

60,4*5 

58.994 

108,444 

61,108 

27,392 

66,013 

71,298 

64,474 

42,677 

6,643 

6,122 


1,152,651 
928,655 
729,067 
483,180 
596,812 
321,141 
332,002 
449,501 
533,425 
695,032 
907.010 
783,315 


Market  Street 

Aug.,   1930 

Sept 

Oot 

Nor 

Dec 

Jan.,  1931 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 


Railway,  San  Francisco,  Cal. 

770,284  6.69  643,287 

745,298  S.3S  626,770 

786,012  6.73  675,908 

729,407  S.S1  615,613 

775,508  S.ll  639,249 

738,092  B.BS  641,519 

668,931  S.17  576,661 

757,960  8.40  633,346 

745,252  fl.7«  620,106 

733,105  7.50  619,934 

704,769  6.19  654,225 

700,996  4.e«  598,082 

726,480  5.69  607,925 


5.4« 
S.7i 
«.4» 
6.18 
6.5t 
i.SS 
8.gg 
8.81 
7.06 
S.gl 
1.75 
7.97 
5.50 


Northwestern 

Aug.,  1930 

Sept 

Oct 

Nov 

Dec 

Jan.,  1931 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 


Paclflc  Railroad, 

638,476       11. tS 

548,282 

555,867 

333,193 

312,319 

283,852 

273,818 

308,466 

322,742 

346,743 

380,604 

479,098 

464,342 


8.68 
18.19 
t7.7i 
iO.77 
gl.78 
gT.iO 
«4.J7 
g5.66 
gS.Bl 
Si.SO 
19.97 
«7.«7 


Sausallto,  Cal. 

415,502       18.6i 

471,657 

534,858 

421,717 

465,220 

401,656 

387,512 

408,068 

402,400 

362,722 

368,559 

354,413 


3.78 

4.44 
16.33 

4.46 
i4.4I 
lg.96 
U.i3 
16.65 
«4.S5 
17. 8g 

9.69 


Btatcn  Island  Rapid  Transit  Company,  New  Tork,  N.  T. 

Aug.,  1930 233,371  13.9g  168,110  11.19 

Sept 206,908  15.93  165,525  4.«7 

Oct 205,631  I0.5S  167,586  6.49 

Nov 178,652  17.4«  161,608  0.5* 

Dec 178,474  9.08  160,715  47.29 

Jan.,  1931 170,387  9.5«  158,982  6.35 

Feb 161.415  13.58  142,565  9.g0 

Mar 173,723  7.9«  159,035  7.7S 

Apr 176,863  /0.76  147,210  IS.gS 

May 188,151  11.61  163,148  7.6/ 

June 204.452  9.tg  150,345  16.01 

July 202,230  17.11  163,479  13.68 

Aug. 197,386  le.ii  


Third  Avenue  Railway  System,  New 

Aug.,  1930....  1,350,064         5.88 

Sept 1,428,136 

Oct 1,456,688 

Nov 1,373,335 

Dec 1,438,752 

Jan.,  1931 1,393,054 

Feb 1,274,832 


Mar... 

Apr.... 
May.. 
June... 
July 


1,418,429 
1,408,235 
1,464,031 
1,440,848 
1,394,973 


Aug 1,302,353 


S.iS 
i.03 
5.37 
S.i9 
5.10 
4.«7 
3.38 
S.gS 
i.t9 
g.88 
t.iS 
3.63 


York,  N.  T. 

1,180,853         8.08 

1,167,528 

1,205,455 

1,146.168 

1,197,249 

1,178,797 

1,070,307 

1.174,984 

1,155,880 

1,072,584 

1,145,871 

1,140,036 

1,087,507 


8.S6 
9.73 
10.17 
8.61 
9.U 
8.56 

e.se 

5.08 
7.70 
6.19 
5.96 
7.90 


t 

6i.ll 

l.Sg 

190.35 

5.69 

SSi  .88 

137.10 

149.06 

72.81 

99.32 

114.33 

683.20 

119.18 

247.05 


6.59 
6.5« 
1.77 

89.15 

47.11 
6.00 
3.86 

24.64 
1,97 
9.93 
5.76 

3g.75 


72,923 
64,731 
57.384 
60,457 
83,460 
45,011 
41,002 
72,828 
73,837 
62.805 
37,384 
52,186 
68,175 


New  Tork,  Westchester  &  Boston  Railway,  New  Tork,  N.  T. 

Aug.,  1930....  196,405  10.53  152,180  0.4/  I«4,9«S 

Sept 203,617         «./«  165,256  6.57  19g.861 

Oct 202,046         7.5«  138,192  /4.09  I»0,74« 

Nov. 184,690         «.74  170,542  2.52  116,151 

Dec 190,136  Ig.Sl  138,592  17.«0  g05,0S9 

-Tan.,  1931 182,249  13.76  160,800  9.44  ggO,39i 

Feb 161,311  /5.0«  149,571  11.18  ggl.SOS 

Mar 181,729  Ig.SO  144,442  3.54  19.%80g 

Apr 186,708  13.03  142,832  0.31  189,Ug 

May 195,905,  16.11  149,268  0.4«  186,389 

June 193,820  li.6g  142,600  .t.45  183,007 

July 195,461  lg.9g  146,820  O.4O  188,581 

Aug 180,965         S.79  142,111  «.««  197,099 


210,115 
16,471 

7,447 
97,567 
158,491 
123,928 
Igg.SSl 
109,855 
88,300 
e8,886 

1,970 
110,013 


49,486 

26,127 

29,723 

10,788 

5,997 

1,44s 

2,151 

J,164 

23,169 

9,268 

39,203 

25,402 


i6,Si0 
45,636 
36,257 
12,079 
.26,250 
l,69i 

ii.ns 

27,364 
44,331 
76,972 
79,746 
41,829  I 
1,067 


IS.56 

16.38 

i5.5S 

t9.t5 

O.OS 

lt.31 

7.g9 

0.05 

3.1,6 

2.08 

ii.eg 

60.40 

6.61 


gg.iS 
g9.6S 
go.  81 
19.75 
16.75 
Sg.S7 
«9.4« 
gi.SI 
19.00 
85.70 
g3.70 
gS.55 
6.66 


4.03 

83.67 
95.gt 

ltO.85 
74.6* 
74.76 
6«.S7 
i8.81 
58.51 

941.64 
95.S9 
45.64 


33.97 
60.73 
S6.ll 
80.37 
9g.g3 
1U.6 
94.49 
Si.«4 
31.91 
63.19 
0.38 
S8.08 


28.34 
277.91 
317.06 
130.15 
186.44 

96.33 
lS6.i9 
430.88 
250,25 

32.40 

76.91 
,924,08 
129.27 


Increase     Operating  Increase 
Operating        or          Expenses  or 

Revenue  Decrease    and  Taxes  Decrease 

i         Percent*  $  Per  Cent* 


Increase 
Net  or 

Income  Decrease 
$*     PerCent* 


United  Electric  Railways,  Providence, 


Aug.,    1930... 

Sept 

Oct 

Nov 

Dec 

Jan.,  1931.... 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 


495,723 
493,296 
531,803 
506,318 
559,363 
543,940 
482,566 
524,299 
510,645 
509,278 
482,703 
462,601 
445,932 


lg.7g 
13.76 
H.58 
IS.Og 
13.39 

n.so 

lO.H 
9.39 
20.64 
9.40 
10.«4 
10.16 


R.I. 

442,076 
434,036 


439,930 
460,420 
493,596 
437,444 
480,958 
470,964 
474,803 
438,362 
436,574 
420,929 


10.39 

'I'g'.SS 

gl.9S 

lS.9i 

IS.OS 

9.38 

7.60 

7.6t 

8.16 

4.«4 

4.74 


3,643 

8,376 

41,223 

16,958 

51,623 

372 

4,504 

6,S3S 

9,99S 

16,0S1 

4,644 

Sg,069 

23,467 


7g.0^ 

63.80 

54.47 

889.51 

95.68 

150.  71 

g66.73 

455.60 

168.1S 

SO  1.09 

50S.7t 

744.17 


United  Railways  &  Electric  Company,  Baltimore,  Md. 

Aug.,  1930....  1,198,180  4.44  831,241  18.1,1 

Sept 1,261,734  6.71  995,805         5.0* 

Oct 1,354,086  7.S8  1,049,306         4.44 

Nov 1,263,811  lO.gC  983,047         7.40 

Deo 1,350,553  8.19  1,043,315         7.«5 

Jan.,  1931 1,268,536  10.90  994,411  11.89 

Feb 1,136,604  75. 74  891,421  15.97 

Mar 1,262,429  li.SO  981,026  74.76 

Apr 1,253,764  13.50  966,424  14.56 

May 1,256,334  /.J.74  991,107  11.93 

June 1,195,126  10.S9  963,857         7.59 

July 1,105,980  10.55  946,646         1.86 

Aug 1,038,314  J4.44  947,614         1.76 


6,119 
10,050 
25,163 

9,200 
36,700 

7,388 
Si,088 
12,212 
11,440 

2,206 
44,95» 
117,591 
180,963 


7HI 

76.81 

71.lt 

87.30 

54.54 

69.M 

S31.15 

44.94 

42.94 

96.99 

198.96 

918.99 

3,067.10 


Monthly  and  Other  Financial  Reports 


Gross  Net 

Income        Income 

$  t 


Operating  Operating 
Revenue     Expenses        Taxes 
»  %  t 

British  Columbia  Electric  Railway,  Vancouver,  B.  C. 

June,  1931 1,095,355        773,689a     

June,  1930 1,171,585        900,425a     

12mo.  end.  June,  1931.    14,544,496     9,524,373u     ... 
12mo.  end.  June,  1930.    14,729,585     9,801, 8l4u     ... 
Calgary  Municipal  Railway,  Calgary,  Alta. 
7  mo.  end.  July,  1931..        466,673        329,035 

7  mo.  end.  JxUy,  1930 

Connecticut  Company,  New  Haven,  Conn. 

8mo.  end.  Aug.,  1931..     7,210,118     5,351,803        357,777     1,621,527      614,732 

Edmonton  Radial  Railway,  Edmonton,  Alta. 

August,  1931 51,948         39,650       ... 

August,  1930 55,330  43,449 

8mo.  end.  Aug.,  1931. .  486,069  355,603 
8mo.  end.  Aug.,  1930..  545,834  367,291 
Honolulu  Rapid  Transit  Co.,  Honolulu,  Hawaii 


321,666 

271,160 

5,020,123 

4,927,771 


12,297 

11,880 

130,466 

178,543 


4-5,77.; 
32,220 


5,744 

6,446 

Sg,9S3 

4,944 


July,  1931. 

July,  1930 

August,  1931 

August,  1930 

8  mo.  end.  Aug.,  1931. 
8  mo.  end.  Aug.,  1930. 


85,552 
90,581 
85,402 
86,480 
669,508 
693,810 


50,790 
50,616 
53,316 
50,902 
405,422 
408,043 


Lethbrldge  Municipal  Railway,  Lethbrldge, 

7  mo.  end.  July,  1 93 1 . .  24,637  23,328     ... 

7  mo.  end.  July,  1 930 

Mexico  Tramways,  Mexico  City,  Mex.  (in  pesos) 


7,337 
9,059 
7,337 
9.149 
63,236 
71,455 
.41  ta. 


29,679 
32,351 
16,462 
16,918 
127,961 
138,294 


17,389 
21,239 
15,085 
16,326 
123,856 
131,090 

16,647 
14,147 


July,  1931. 

July,  1930 

7  mo.  end.  July,  1931.. 
7  mo.  end.  July,  1930.. 

August,  1931 

August,  1930 


*Deoreaaea  or  deficits  are  shown  by  italic  fluura. 

fNet  income  is  shown  for  the  preceding  twelve  months. 


787,420       854,350a 

850,380        926,960a 

5,403,970     5,986,120a 

5,873,150     6,290,120a 

802,460        864,270a 

850,640        924,090a 

New  York  Railways,  New  York,  N.  Y. 

August,  1931 459,294       393,169a 

August,  1930 457,247        408,567a 

8mo.  end.  Aug.,  1931..     3,600,829     3,148,835a 
Smo.end.  Aug.,  1930..     3,674,872     3,327,412a 
New  York  State  Railways,  Rochester  Lines 
7  mo.  end.  July,  1931..     2,270,905     1,975,420 
7  mo.  end.  July,  1930..     2,641,823     2,148,482 
New  York  State  Railways,  Rochester,  N.  Y 
Smo.end.  Aug.,  1931..     4,286,810     3,517,374 
Smo.end.  Aug.,  1930..     5,339,970     4,298,365 
New  York  State  Railways,  S}Tacuse  Lines 
7  mo.  end.  July,  1931..     1,006,934        922,024 
7  mo.  end.  July,  1930..     1,165,930       997,565 
Pacific  Electric  Railway,  Los  Angeles,  Cal. 
6mo.  end.  June,  1931..     7,103,277     5,932,506 
6mo.  end.  June,  1930..     8,014,552     6,825,728 
Beglna  Municipal  Railway,  Rcgina,  Sask. 

7  mo.  end.  July,  1931..        182,287        148,974     , 

7  mo.  end.  July,  1 930 

Seattle  Municipal  Street  Railway,  Seattle,  Wash. 

7  mo.  end.  June,  1931..  2,442,533  

7mo.  end.  June,  1930. .  2,696,128  

United  Traction  Co.,  Albany,  N.  Y. 
Smo.end.  Aug.,  1931..      1,282,119     1,178,564 
Smo.end.  Aug.,  1930..      1,514,271     1,313,988 
Youngstown  Municipal  Railway,  Youngstown,  Ohio 

July,  1931 111,486        122,838     

July,  1930 

Italic  figures  indicate  deficits,   a  Includes  taxes. 


147,303 
149,909 
(System) 
350,923 
355,539 

72,765 
74,336 


539,743 
542,682 


66,930 
76,680 
5Sg,160 
il6,970 
61,810 
74,460 

66,125 

48,680 

452,994 

347,460 

148,183 
342,431 

5,373 
152,039 

12,145 
93,999 

757,576 
854,148.. 

33,313 


94,800 
92,029 


8,755 
108,254 

11,35S 


37,821 

10,762 

217,823 

24,586 

42,337 


895,569 


978,801) 
9i8,g8g 

66,419 
30,591 

166,iS6 
119,776 

195,96t 


33,366 

n,no 


Electric  Railway  Journal — October,  1921 
610 


News  of  the  Industry 


Montreal,    Que.— During    the    current 
year,     Montreal    Tramways    has    spent 
nearly  $2,000,000  on  capital  account.   Ad- 
ditional trackage  has  been  laid,  subways 
have  been  constructed  and  various  im- 
provements   and    additions    have    been 
made  to  existing  equipment.     A  notable 
addition  to  bus  equipment  this  year  has 
been  the  purchase  of  twenty  new  buses 
of  modern  design.    Of  these,  fifteen  were 
supplied  by  Associated  Equipment  Com- 
pany of  Canada,  and  the  remainder  from 
the    Leyland    Company.     An   important 
piece  of  construction  is  the  erection  of  a 
tunnel  underneath  the  Lachine  Canal,  at 
a  cost  of  $2,500,000,  to  which  the  Mon- 
treal Tramways  is  pledged  to  contribute 
not  more  than  $825,000. 
-f 
South  Bend,  Ind.— A  street  car  route 
to  serve  the  new  residental  and  industrial 
development  in  the  region  of  the  Bendix 
.\viation  Corporation  offices  and  plants 
here  was  put  in  operation  on  Sept.  22. 
This     route,     formerly    known     as     the 
Washington    Street    line,    was   extended 
to  serve  its  enlarged  territory  and  will 
hereafter  be  known  as  the  Bendix  Drive 
line,  according  to  George  R.  Green,  vice- 
president    and    general    manager    of   the 
Northern  Indiana  Railway. 
■f 
Chicago,  111. — After  five  weeks  of  in- 
tensive  preparation,   the   great   Western 
Avenue  substation  of  the  Chicago  Sur- 
face   Lines   recently   was    moved    17    ft. 
eastward  from  its  original  location.   The 
work  was   accomplished   successfully   in 
thirteen    hours,    and    the    electrical    ma- 
chines were  in  operation  throughout  the 
course  of  the  moving.    Many  novel  engi- 
neering   expedients     developed     in     the 
course  of  the  preparations,  but  the  entire 
operation,    including   installation    of   the 
trolley  wire  feeder  cables  in  permanent 
locations   and   the   foundation   and  back 
filling  work  was  completed  in  consider- 
ably less  than  the  scheduled  time. 
■¥ 
Brooklyn,   N.   Y. — The   Civic   Council 
of  Brooklyn   has  approved  a   substitute 
of  the  plan  advanced  last  spring  by  the 
engineering  department  of  the  Board  of 
Transportation  for  the  easterly  extension 
of  the  Fulton  Street  four-track  subway 
beyond    Alabama    Avenue.      The    new 
route     will     continue     beyond    Truxton 
Street     to      Rockaway      Boulevard      in 
Queens,  thence  along  Rockaway  Boule- 
vard  to   120th   Avenue   and   easterly   to 
120th  Avenue,  Queens. 


Some  Figures  that  Tell  the 

Facts  About  Milwaukee 


Figures  made  public  for  the  first  time 
since  the  new  fare  schedules  went  into 
effect  on  May  4,  1930,  on  the  lines  of  the 
Milwaukee  Electric  Railway  &  Light  Com- 
pany show  an  increase  of  0.02  per  cent  in 
gross  passenger  revenue  for  the  first  year 
under  the  pass  and  revised  fares.  The 
new  rates  went  into  eflect  at  a  time  when 
all  business  was  on  the  downward  trend. 
Despite  that,  the  Milwaukee  company's 
metropolitan  passenger  revenue  increased 
from  $8,562,696  to  $8,564,564.  The  gain 
was  only  $1,868,  but  during  the  year 
unemployment  increased  in  Milwaukee  at 
least  20  per  cent. 

Since  May  1,  however,  gross  passenger 
revenue  has  been  going  down  as  the  de- 
pression continues.  For  twelve  months, 
ended  Aug.  31,  the  gross  revenue  for  the 
metropolitan  area  fell  from  $8,571,210  in 
1930  to  $8,375,930.  The  decrease  was 
$195,280,  or  2.03  per  cent.  The  figures 
for  July,  for  instance,  show  a  5.1  per 
cent  decrease  in  revenue. 

The  manner  in  which  the  company  has 
held  its  own  has  brought  many  experts 
to  Milwaukee  to  study  its  methods.  The 
results  of  the  first  year  of  operation  of  the 
pass  and  new  rates  show  that  the  city 
and  suburban  lines  carried  more  passen- 
gers than  the  year  before  at  a  lower  aver- 
age rate  of  fare,  and  yet  revenues  held 
about  stationary  during  severe  economic 
depression. 

The  gross  number  of  passengers  carried 
during  the  twelve  months  from  April  30, 
1930,   to   April  30,   1931,   was   196,394,472, 


as  compared  to  180,756,845,  an  increase  of 
8.65  per  cent.  For  the  year  ended  Aug.  31, 
there  was  still  an  increase — 193,617,873, 
as  against  184,888,869,  or  4.7  per  cent. 

For  the  year  ending  April  30,  1931,  the 
distribution  of  riders  was  as  follows : 

Cash  passengers  dropped  from  34,010,- 
428,  to  23,080,313,  or  32.14  per  cent,  and 
ticket  passengers  from  92,457,048  to 
26,367,445,  or  a  drop  of  71.48  per  cent. 
Both  the  cash  and  ticket  fare  was  in- 
creased on  May  4,  1930.  As  against  those 
figures,  pass  riders  were  89,967,895,  based 
upon  a  careful  check  showing  that  the 
(Continued  on  Page  614) 


Fare  Changes 


Youngstown,  Ohio — Weekly  bus  and 
street  car  passes  will  be  reduced  from 
$1.25  to  $1  on  Oct.  18  by  the  Youngs- 
town Municipal  Railway.  Several  months 
ago,    the    rate    was    reduced    from    $1.50. 


The  Business  Outlook 

EVERYTHING  now  depends  upon 
how  far  the  administration's 
emergency  efforts  will  restore  public 
confidence,  permit  prompt  pressure  to 
be  brought  toward  domestic  re-infla- 
tion, and  be  supplemented  as  soon  as 
possible  by  concerted  international 
action.  The  securities  and  commod- 
ity markets  are  evidently  still  un- 
certain as  to  how  thoroughly  the 
deflation  doctrine  has  been  repudiated 
here  and  abroad,  and  how  aggres- 
sively a  reversal  of  the  process  will 
be  carried  out.  Faced,  further,  with 
the  prospect  of  continued  unemploy- 
ment, slack  business,  coming  Congres- 
sional chaos,  and  prolonged  political 
and  financial  instability  abroad,  they 
will  probably  be  subject  to  extreme 
fluctuations  for  a  considerable  period. 
In  the  meantime,  domestic  business 
indicators  show  no  definite  turn  for 
the  better,  but  they  still  hold  slightly 
above  the  bottom  established  by  basic 
consumption  requirements. 

— The  Business  Week. 


Indiana  Bus  Bill  Under 
Scrutiny 

Another  chapter  has  been  written  in 
the  attempt  to  prevent  publication  as 
law  by  the  Secretary  of  State  of  the  so- 
called  House  Bill  No.  6  when  attorneys 
for  citizens  of  Indianapolis  and  Muncie 
presented  their  oral  arguments  against 
the  bill  in  Marion  County  Circuit  Court. 
House  Bill  No.  6,  as  it  stands,  removes 
the  control  of  all  buses  from  the  munici- 
palities, and  places  it  in  the  hands  of  the 
Public  Service  Commission.  Plaintiffs 
contend  that  the  act  reached  the  office  of 
the  Secretary  of  State  on  the  last  night 
of  the  1931  legislative  session  and  was 
signed  as  a  valid  act  of  the  Legislature 
without  having  been  approved  by  the 
Senate.  The  Marion  County  grand  jury 
has  under  way  an  investigatibn  of  the 
alleged  irregularities  in  the  bill's  pas- 
sage. A  temporary  injunction  now 
restrains  the  Secretary  of  State  from 
publishing  the  bill  as  a  law. 


Taxi  Becomes  a  Menace 

Business  men  have  asked  the  City 
Council  of  Lincoln,  Neb.,  to  include  in 
the  new  taxicab  ordinance,  now  pend- 
ing before  it,  a  provision  that  the  mini- 
mum fare  shall  be  15  cents.  They  base 
their  plea  entirely  on  the  need  of  pre- 
serving service  as  furnished  by  the  Lin- 
coln Traction  Company.  Men  out  of 
work  have  put  their  cars  into  taxicab 
service,  causing  rate  demoralization.  In 
one  instance  a  fleet  of  taxicabs  is  charg- 
ing a  uniform  rate  of  10  cents  for  the 
5-mile  ride  to  eastern  and  northeastern 
suburbs  compared  with  the  railway 
company  rate  of  12  cents.  The  com- 
munication sets  out  that  the  railway 
company  probably  could  not  for  long 
surviv.e  this  new  competition.  Fears  are 
expressed  that  the  company  may  seek  to 
abandon  its  suburban  lines.  The  pro- 
posed taxi  ordinance  requires  meters  for 
all  cars,  bans  cruising  and  limits  parking 
in  downtown  areas. 


Electric  Railway  Journal — October,  1921 
611 


Bus  Operations 


Rome,  Ga. — The  Georgia  Power  Com- 
pany has  petitioned  the  City  Commis- 
sion to  abandon  its  bus  line  route  to 
Lindale  through  South  Rome,  and  re- 
route the  vehicles  out  Second  Avenue 
and  Maple  Street  to  Lindale. 
■f 
Rochester,  N.  Y.  —  The  contract  for 
use  of  bus  routes  of  the  New  York  State 
Railways  in  and  between  Rochester  and 
Sodus  Point,  made  on  June  10,  1931,  be- 
tween W.  T.  Plumb  and  B.  E.  Tilton  as 
receivers  of  the  Rochester  Railway  and 
the  New  York  State  Railw^ays  and  the 
Rochester  Interurban  Bus  Line,  Inc., 
has  been  approved  by  the  Public  Serv- 
ice Commission.  The  contract  has  also 
been  approved  by  the  United  States 
District  Court. 

■f 
New  York,  N.Y. — Discussing  opera- 
tions of  the  Third  Avenue  Railway  for 
the  fiscal  year  ended  June  30,  last, 
Slaughter  W.  Huff,  president,  points  out 
in  the  company's  pamphlet  report  that 
the  cost  of  bus  operations  during  the 
year  was  reduced  more  than  4  cents  a 
mile  from  the  previous  year,  while  re- 
ceipts per  bus-mile  increased  more  than 
1  cent.  Substitution  of  buses  for  trolleys 
in  Westchester  is  gradually  taking  place. 
■f 
Houston,  Tex. — The  Houston  Electric 
Company  has  been  granted  permission 
by  Council  to  establish  an  express  bus 
line  to  serve  Southwood,  between  the 
L-G.N.  tracks  and  Scott  Street  and 
Belmont.  Grand  Park  and  Foster  Place 
additions,  located  just  outside  the  city 
limits.  The  fare  is  to  be  10  cents  with 
transfer  privileges. 

■f 
Peoria,  111.— The  Illinois  Power  & 
Light  Corporation  will  substitute  trolley 
buses  on  certain  routes  here  for  trolley 
service,  under  authority  of  the  Illinois 
Commerce  Commission.  Fares  will  re- 
main unchanged.  The  seating  capacity 
of  the  new  buses  will  be  larger  than  that 
of  the  street  cars  now  in  use.  The 
amount  of  service  will  also  be  increased. 
■f 
Sedalia,  Mo.— The  Public  Service  Com- 
mission has  granted  the  City  Light  & 
Traction  Company  permission  to  sub- 
stitute service  by  bus  for  its  street  car 
system. 


Service  Changes 


Philadelphia,  Pa. — Negotiations  are  in 
progress  between  the  Delaware  River 
Joint  Commission  and  the  Philadelphia 
Rapid  Transit  concerning  the  operation 
of  the  proposed  line  over  the  Delaware 
River  Bridge.  It  is  considered  likely 
that  the  agreement  with  P.R.T.  will  be 
established  on  the  basis  of  3  cents  for 
each  passenger  and  that  the  fare  on  the 
line  will  be  10  cents.  Officials  have  said 
it  would  be  necessary  to  charge  the  same 
amount  as  passengers  are  now  paying  for 
a  bus  ride  between  Camden  and  Phil- 
adelphia. Engineers  estimate  that  at 
least  65,000  persons  will  ride  daily  in 
high-speed  electric  trains  when  they  are 


in  operation  over  the  bridge.  This  figure 
is  approximately  30  per  cent  of  the 
177.468  persons  who  crossed  the  river 
in  buses,  motor  cars,  ferries,  horse- 
drawn  vehicles  and  other'means  of  trans- 
portation in  a  24-hour  period. 

Chicago,  111.— The  City  Council  has 
adopted  a  resolution  frowning  upon  the 
plan  of  the  Chicago  Surface  Lines  to 
place  one-man  cars  on  26  routes.  The 
request  of  the  company  for  authority  to 
use  one-man  cars  is  pending  before  the 
Illinois  Commerce  Connnission.  At  a 
recent  hearing  on  the  request,  William 
H.  Sexton,  corporation  counsel,  obtained 
a  continuance  of  further  hearings  until 
he  could  ask  the  City  Council  to  deter- 
mine the  city's  policy  on  the  matter. 
■f 

La  Crosse,  Wis. — The  city  will  likely 
oppose  the  petition  of  the  Mississippi 
Valley  Public  Service  Company  to  the 
Public  Service  Commission  for  a  change 
in  operating  schedules  of  street  cars  and 
buses.  The  city  feels  that  extra  cars  and 
buses  should,  be  put  into  service  during 
rush  hours  of  the  day  and  evening.  It 
has  been  suggested,  that  the  company  be 
permitted  to  abandon  its  car  system  on 
the  23rd  Street  line  and  substitute  buses. 
The  company  petition  requests:  sub- 
stitution of  a  fifteen-minute  service  on 
the  north  side  line  instead  of  present  ten- 
minute  service;  substitution  of  fifteen- 
minute  service  on  La  Crosse  Street- 
South  Avenue  bus  line  instead  of  the 
present  twelve-minute  schedule:  and  to 
discontinue  operation  of  the  23rd  Street 
line  from  23rd  Street  to  4th  and  Main 
Streets,  and  substitute  a  fifteen-minute 
stub  service. 

■f 

Chicago,  111.  —  Attorney  Francis  X. 
Busch,  reprcsentating  the  Surface  Lines, 
has  served  notice  on  the  Illinois  Com- 
merce Commission  that,  if  the  one-man 
service  is  not  allowed,  the  only  alterna- 
tive for  the  company  will  be  the  reduc- 
tion in  number  of  the  two-man  cars  now 
in  operation.  The  commission  recently 
refused  to  issue  a  temporary  order  per- 
mitting one-man  cars  on  certain  desig- 
nated cars,  but  authority  from  the  com- 
mission is  not  needed  to  curtail  service. 

Wausau,  Wis. — The  Valley  Transit 
Company,  subsidiary  of  the  Wisconsin 
Valley  Electric  Company,  has  withdrawn 
its  petition  with  the  Public  Service  Com- 
mission, in  which  it  asked  to  be  per- 
mitted to  discontinue  the  bus  service  in 
Merrill.  At  a  meeting  of  the  company's 
officials  and  city  officials,  H.  L.  Geisse, 
vice-president,  declared  that  the  bus  com- 
pany has  lost  about  $30,000  since  it 
started  operation,  but  that  the  company 


Coming  Meetings 

Oct.  13-19  —  Annual  Safetv  Con- 
gress Including  Special  Electric 
Railway   Section,   Chicago,   111. 

Oct.  29-30 — Annual  Transportation 
Meeting  of  Society  of  Automotive 
Elnglneers,   Washington,  B.   C. 

Nov.  19-80 — Middle  Atlantic  States 
Equipment  Men's  Association,  York, 
Pa. 

Jan.  87-29,  1932 — Electric  Railway 
Association  of  Equipment  Men, 
Southern  Properties,  Richmond,  Va. 


will  endeavor,  if  it  has  the  help  of  the 
people,  to  keep  the  line  going  for  those 
who  are  constant  riders.  He  asked  citi- 
zens to  suggest  how  the  line  can  be 
operated  without  showing  a  loss. 

Memphis,  Tenn. — Thousands  of  visi- 
tors at  the  Mid-South  Fair  were  per- 
mitted to  inspect  one  of  the  new  trolley 
buses  of  the  Memphis  Street  Railway  to 
be  put  in  operation  on  the  Lamar  Avenue 
line  about  Oct.  15.  R.  N.  Smith, 
"Operator  No.  336,"  was  in  charge  of 
the  car  all  week.  He  will  operate  the 
new  conveyance. 

"f 

Kenosha,  Wis.  —  The  Metropolitan 
Motor  Coach  Company,  Inc.,  which 
operated  between  Kenosha  and  the  State 
line,  has  been  authorized  by  the  Public 
Service  Commission  of  Wisconsin  to 
abandon  the  route,  which  will  be  taken 
over  by  the  North  Shore  Lines. 


financial  News 


Hammond,  Ind.— H.  K.  Cuthberton,  of 
the  Public  Service  Commission,  has  in- 
dicated that  State  approval  will  be  given 
to  the  sale  of  the  Calumet  Railways,  Inc., 
by  the  Insull  interests  to  Walter  J. 
Cummings.  Mr.  Cummings  pledged  at 
the  hearing  that  he  immediately  will  ex- 
pend $150,000  to  rehabilitate  the  system 
should  the  commission  rescind  an  aban- 
donment order  obtained  this  year  and 
approve  the  sale. 

-f 

Detroit,  Mich. — The  Detroit  Motor 
Bus  Company  has  agreed  to  accept  the 
offer  of  $616,000  made  by  the  Depart- 
ment of  Street  Railways  of  the  city  for 
its  real  estate  plant  with  the  proviso  that 
it  buy  all  other  properties  as  well.  The 
D.  S.  R.  had  said  it  was  willing  to  pay 
$232,000  for  a  number  of  new  coaches. 
The  company  agreed  to  this.  The  re- 
mainder, consisting  of  400  coaches  of 
varying  age,  plus  plant  machinery  and 
other  equipment,  was  valued  by  the  com- 
pany at  $2,345,476.  E.  Cyril  Bevans, 
spokesman  for  the  company,  asserted 
that  a  fair  appraisal  of  the  bus  company 
property  showed  $3,378,000  to  be  its 
reasonable  present  market  value."  He 
charged  that  the  appraisal  conducted  by 
the  city  has  been  haphazard  and  super- 
ficial. 

St  Louis,  Mo. — The  decision  in  the 
case  under  which  the  wages  of  the  em- 
ployees of  the  St.  Louis  Public  Service 
Company  went  to  arbitration  was  ren- 
dered on  Oct.  9  upholding  the  plea  of 
the  company  to  the  entent  of  a  10  per 
cent  reduction. 

Toronto,  Ont. — A  friendly  settlement 
has  been  reached  between  the  city  and 
the  Toronto  Hydro  by  which  the  latter 
agrees  to  pay  local  improvement  taxes 
on  Hydro  properties.  According  to  the 
Globe,  if  pressure  is  exerted  to  bring  the 
Toronto  Transportation  Commission, 
operating  the  municipal  railway  and  bus 
lines,  into  the  same  tax-paying  class, 
the  adjustment  may  not  be  so  easy,  since 
any  considerable  invasion  of  its  surplus 
would,  conceivably,  result  in  increased 
fares. 


(.Continued  on  Page  613) 


Electric  Railvvay  Journal — Vol.75,  No.ll 
612 


Rescinding  of  Baltimore's 
Park  Tax  Discussed 

Mayor  Jackson,  of  Baltimore,  has  let 
it  be  known  that  he  does  not  see  how  he 
can  at  this  time  favor  the  elimination  of 
the  park  tax  now  paid  to  the  city  by  the 
United  Railways  &  Electric  Company. 
The  Mayor  said,  however,  that  he  in- 
tends to  suggest  to  President  Storrs  that 
as  to  any  other  relief  to  which  the  com- 
pany may  feel  it  is  entitled,  his  company 
present  its  case  to  the  City  Council. 

The  law  passed  by  the  Maryland  Gen- 
eral Assembly,  authorizing  the  Mayor 
and  City  Council  to  eliminate  the  park 
tax,  also  provides  for  them  to  grant  a 
reduction  in  the  tax,  if  the  city  cares  to 
render  partial   relief. 

Early  in  September  Mr.  Storrs  dis- 
cussed the  whole  subject  in  a  letter  to 
the  Mayor,  who  now  says  he  will  reply 
to  this  letter  within  a  few  days. 

At  a  session  of  the  City  Council  held 
on  Oct.  5  a  resolution  was  introduced 
designed  to  place  the  Council  on  record 
as  unalterably  opposed  to  either  the 
elimination  or  reduction  sought.  The 
resolution  was  referred  to  the  Board  of 
Estimates  without  discussion.  So  far 
no  ordinance  has  been  introduced  dealing 
with  the  subject. 

Not  for  a  long  time  has  anything  oc- 
curred in  Baltimore  which  has  aroused 
so  much  public  interest  and  discussion 
as  the  move  made  to  either  abolish  or 
reduce  the  park  tax.  A  number  of  the 
neighborhood  improvement  associations 
have  passed  resolutions  opposing  any 
change.  _ 

Cleveland  Rates  Modified 

A  compromise  rate  schedule,  proposed  by 
officials  of  the  Cleveland  Railway  when 
city  authorities  objected  to  the  double  in- 
crease of  fares  within  a  week,  has  been 
approved  by  Cleveland,  East  Cleveland 
and  Cleveland  Heights  City  Councils. 

For  a  trial  period  of  60  days,  the  rail- 
way will  charge  a  10-cent  cash  fare  and 
7i-cent  ticket  rate  (four  tickets  for  30 
cents)  in  the  city  of  Cleveland  with  a 
1-cent  charge  for  transfers. 

Fares  for  through  rides  to  East  Cleve- 
land and  Cleveland  Heights  will  be  12 
cents  cash  or  9  cents  by  tickets,  with  five 
tickets  for  45  cents.  A  ride  wholly  withm 
either  municipality  will  be  the  same  as  the 
Cleveland  fare. 

The  compromise  schedule  for  a  60-day 
trial  period  was  advanced  when  city  au- 
thorities objected  to  the  proposed  increase 
from  8  to  9  cents  cash  fare  on  Oct.  4, 
and  a  boost  from  9  to  10  cents  cash  fare 
on  Oct.  11.  ^   , 

While  the  cash  fare  in  Cleveland  has 
been  increased  2  cents,  the  ticket  fare  has 
been  raised  less  than  half  a  cent,  to  m- 
•duce  regular  riding. 


Mayor  Wants  Transportation 
Matter  Settled 

Mayor  Miller  of  St.  Louis,  Mo.,  in  a 
message  to  the  Aldermen  on  Sept.  2d 
urged  the  board  to  "find  an  early  answer 
to  the  vexing  question"  of  mass  trans- 
portation, pointing  out  that  nearly 
$35,000,000  in  bonds  and  notes  of  the  St. 
l,ouis  Public  Service  Company  will  mature 


Railway,  and  the  Buffalo  &  Niagara 
Falls  Electric  Railway  for  $248,467.  The 
company  now  disputes  the  validity  of 
the  order  of  the  income  tax  department, 
requiring  it  to  pay  a  tax  on  the  profit  on 
the  bonds  so  retired. 


New  Home  of 
McGraw-Hill  Publications, 

330  West  42d  Street, 
New  York 


v/ithin  the  next  three  years.  The  Alder- 
men last  spring  retained  former-Congress- 
man Cleveland  A.  Newton  to  serve  as 
special  counsel  in  transportation  matters. 
The  Mayor  said: 

Through  the  report  of  the  Transporta- 
tion Survey  Commission  and  an  earlier 
report  prepared  by  the  city's  then  con- 
sulting engineer,  C.  E.  Smith,  your  hoard 
is  in  possession  of  all  the  facts  available 
on  this  subject.  You  have  the  benefit  of 
the  opinion  of  experts,  arrived  at  after  long 
and  careful  study,  not  only  of  the  trans- 
portation question  generally,  but  of  those 
phases  of  it  peculiar  to  our  local  situation. 
With  the  help  of  former-Congressman 
Newton,  who  has  been  specially  empk)yed 
for  this  purpose,  it  should  not  be  dimcult 
for  your  board  to  find  an  early  answer  to 
this  vexing  question. 

Delay  in  finding  such  answer  before  the 
maturity  of  the  bond  issue  and  note  and 
before  the  expiration  of  the  present  fran- 
chises a  few  years  later,  might  seriously 
embarrass  our  cer  riders  and  St.  Louis 
busine.ss  interests.  I  earnestly  recommend 
that  your  board  devise  a  satisfactory  plan 
for  the  solution  of  this  transportation  prob- 
lem before  the  close  of  the  present  session. 


Financial  News 


Regulation  and  Legal 


Columbus,  Ohio— The  State  Utilities 
Commission  has  sustained  its  former 
order,  rejecting  a  proposal  of  the  Lake 
Shore  Electric  and  others  to  cancel 
their  joint  tariffs  with  the  "western 
chain"  of  Ohio  interurban  railways. 
The  application  to  cancel  the  tariffs  was 
filed  to  become  effective  Jan.  17,  1930, 
but  the  commission  postponed  the  effec- 
tive date  and  in  its  answer  the  "western 
chain"  contended  a  monopoly  would  be 
established,  should  the  proposal  be  ap- 
proved. The  "western  chain"  is  com- 
prised of  the  Dayton  &  Troy,  Western 
Ohio  Railway  &  Power,  Findlay,  Ar- 
cadia &  Fostoria  and  the  Fostoria  & 
Fremont  Railroad.  As  a  result  of  the 
action  just  taken  the  joint  tariffs  will 
be  continued  in  effect. 


^Continued  from  Page  612) 
Buffalo,  N.  Y.  — The  International 
Railway  has  brought  suit  to  recover 
$2,823,  representing  an  alleged  overpay- 
ment on  its  corporation  income  tax  for 
the  1928  calendar  year.  After  the  pay- 
ment of  an  original  tax  of  $87,656,  the 
income  tax  bureau  increased  the  tax 
liability  to  $103,080.  During  the  year 
1928,  the  company  purchased  for  retire- 
ment $272,000,  par  value,  bonds  of  the 
Buffalo    Railway,    the    Crosstown    Street 


General 


Baltimore,  Md.  —  The  Consolidated 
Gas,  Electric  Light  &  Power  Company 
has  announced  the  consummation  of  a 
twenty-year  contract  for  power  with  the 
Pennsylvania  Railroad  covering  the  en- 
tire electrification  requirements  of  the 
Pennsylvania  system  from  the  Susque- 
hanna River  at  Havre  de  Grace,  Md., 
to  Washington.  Power  for  this  line  will 
be  supplied  early  in  1933. 

Jacksonville,  Fla. — Members  of  the 
City  Council's  special  franchise  com- 
mittee are  said  to  look  with  favor  upon 
alternative  proposals  made  by  the  Jack- 
sonville Traction  Company  for  a  new 
franchise  to  replace  the  one  under  which 
that  firm  now  operates  but  which  expires 
next  January.  Under  terms  of  the  new 
proposal  the  company  asks  for  a  net 
return  of  8  per  cent  upon  a  capital  invest- 
ment of  $2,500,000,  and  offers  to  pay  a  3 
per  cent  gross  tax  to  the  city  out  of  sur- 
plus returns  over  8  per  cent  net  to  the 
company. 

Detroit,  Mich.  —  The  Miller-Schorn 
plan  advanced  for  stimulating  street  car 
riding  here  will  go  on  the  ballot  at  the 
election  next  month.  Last  spring  a 
plan  of  between-tracks  safety  depots  and 
associated  subwalks  in  combination  with 
express  street  car  and  local  bus  service 
was  lined  up  for  submission  to  the 
people,  but  the  matter  did  not  appear  on 
the  spring  ballot  under  promise  that  the 
plan  would  appear  at  the  fall  election. 
Within  the  last  two  weeks  49,000  signa- 
tures were  secured  requesting  that  the 
matter  be  placed  on  the  ballot,  with  but 
25,228  signatures  actually  required.  The 
City  Clerk  has  since  certified  to  the  Com- 
mon Council  that  more  than  the  neces- 
sary signatures  had  been  supplied  for  this 
proposition  to  be  placed  before  the 
people  on  Nov.  3. 


Electric  Railway  Journal — October,  1931 
613 


Results  in  British  Columbia 

A  reduction  of  nearly  2,000,000  passen- 
gers for  the  year  as  compared  with  the 
previous  year's  operations  was  revealed  in 
the  annual  report  of  the  British  Columbia 
Power  Corporation,  controlling  the  British 
Columbia  Electric  Railway  and  subsidiary 
companies.  Slowing  up  in  the  building 
trade  and  condition  of  the  lumber  business, 
two  important  industries  centered  in  Van- 
couver, are  largely  responsible  for  the  de- 
cline in  the  number  of  passengers  carried. 
Car  mileage  increased  561,000  over  the  pre- 
vious year  due  largely  to  the  increased 
number  of  cars  in  service  during  rush 
hours.  Freight  revenue,  being  largely  de- 
pendent on  the  movement  of  transconti- 
nental freight  showed  a  heavy  decline. 
In  a  five-year  survey  the  report  shows : 

Passengers  Freight 

Carried  Tonnage 

1931 74,249,659  343,320 

1930 76,113,515  454.111 

1929 77,694,731  553,391 

1928 77,063,656  487,89o 

1927 75,113,022  481,699 


Facts  About  Milwaukee 

(.Continued  from  Page  611) 

average  passholder  gets  22  rides  per  pass. 
Transfer  rides  on  the  pass  were  36,803,271 
at  the  rate  of  nine  transfers  per  weekly 
pass.  Transfers  during  the  same  time 
dropped  from  54,289,369  to  20,175,548,  due 
to  the  decrease  in  cash  and  ticket  riding 
and  the  popularity  of  the  pass. 

Under  the  unusual  efforts  made  through 
various  types  of  cut-rate  passes,  riding  in- 
creased by  25,000  to  30,000  passengers  a 
day.  Peak-hour  riding,  however,  decreased 
by  about  31,000  passengers  a  day,  but  the 
oflf-peak  riding  has  increased  by  56,000 
to  61,000  passengers  daily.  Short-haul  rid- 
ing in  the  downtown  and  outlying  districts 
has  been  stimulated  through  the  pass  and 
more  liberal  transfer  privileges. 

The  company  estimates  that  67  per  cent 
of  its  riding  is  by  the  pass  and  that  the 
average  fare  on  the  pass  now  is  4.55  cents 
a  ride.  Figuring  that  16  per  cent  of  its 
passengers  pay  cash,  and  17  per  cent  buy 
tickets,  it  points  out  that  the  average  fare 
now  is  6.1  cents  a  ride  as  against  6.76  cents 
before  May  4,  1930. 

The  commission's  prediction  that  the 
new  fares  would  give  the  utiMty  $400,000 
in  additional  revenue  has  not  materialized. 
In  anticipation  of  the  theoretical  increase, 
electric  light  rates  to  residential  and  small 
commercial  users  were  reduced  $482,000 
as  an  offset.  The  reductions  in  the  rates 
for  electricity  will,  however,  remain  in 
effect. 

The  coming  of  the  pass  has  helped  to 
increase  the  car  speed  in  Milwaukee's 
metropolitan  area  from  9.261  m.p.h.  to 
9.733  m.p.h.  the  first  year  and  to  9.86 
m.p.h.  at  present.  Prior  to  the  pass,  car 
speed  was  slowing  up.  The  time  consumed 
by  the  trainman  now  in  handling  cash, 
tickets,  etc.,  is  60  per  cent  less  than  for- 
merly. Nearly  78  per  cent  of  the  evening 
rush-hour  rides  require  no  fare  handling. 

It  is  also  pointed  out  that  in  1926  6  per 
cent  of  the  metropolitan  area  was  more 
than  one-quarter  mile  from  a  street  car  or 
bus  line  while  now  only  3.2  per  cent  of 
the  area  is  in  that  category. 


Foreign  News 

British  Railroads  Hostile  to 
Electrification  Report 

Proposals  made  in  the  report  of  the 
Weir  committee  on  main-line  electrifica- 
tion have  been  submitted  by  the  Govern- 
ment to  the  railroads,  but  there  appears 
to  be  no  likelihood  of  a  reply  calculated 
to  lead  to  early  action  on  the  lines  sug- 
gested by  the  committee.  In  the  present 
financial  position  of  the  companies,  even 
with  a  large  measure  of  Government 
assistance,  an  expenditure  of  $1,305,000,000 
spread  over  a  number  of  years,  requires 
very  serious  consideration,  and  the  reports 
received  by  the  railroads  from  their  experts 
are  likely  to  induce  the  general  managers 
to  approach  main-line  electrification 
cautiously. 

During  the  present  period  of  depression 
the  possibility  of  a  combine  to  include  the 
main-line  railways  and  their  competitors 
has  been  broached,  but  opposition  to  any 
such  plan  remains  strong. 

So  far  the  railroads  have  not  yet  replied 
to  the  Government's  request  to  furnish 
their  observations  upon  the  Weir  report, 
but  it  is  known  that  they  are  definitely 
against  it.  Even  taking  the  figures  put 
forward  by  the  committee,  which  may  be 
regarded  as  showing  the  case  for  elec- 
trification in  a  favorable  light,  the  feeling 
is  that  the  companies  would  not  be  justi- 
fied in  contemplating  the  expenditure  of 
so  large  a  sum,  in  view  of  the  way  in 
which  their  traffic   receipts  are  shrinking. 

Suburban  electrification,  however,  stands 
on  a  different  footing.  Here  the  commit- 
tee estimates  that  there  will  be  a  return 
of  13  per  cent  on  a  capital  expenditure 
of  $225,000,000.  This  is  a  far  less  specula- 
tive proposition,  especially  in  view  of  the 
agreement  under  which  the  suburban  lines 
will  be  included  in  the  London  traffic  pool. 
When  the  London  Passenger  Transport 
Bill  is  passed  into  law  much  is  likely  to 
be  heard  about  suburban-line  electrification. 


Trolley  Bus  Progresses  in 
England 

The  extensions  of  the  trolley  bus  system 
on  the  routes  of  the  London  United  Tram- 
ways, described  recently  in  Electric  Rail- 
way Journal,  are  now  nearing  completion. 
In  Nottingham  the  Corporation  has 
ordered  thirteen  trolley  buses,  while 
Chesterfield  Corporatioft  has  two  sucli 
buses  on  order. 


New  Subway  Traffic  Record 
set  Up  in  London 

A  subway  traffic  record  of  more  than 
30  years'  standing  was  broken  in  London 
recently,  when  more  than  300,000  people 
attended  the  Royal  Air  Force  Pageant  at 
Colindale.  The  number  of  passengers 
arriving  at  the  Colindale  Station  of  the 
London  Underground  Railway  during  the 
day  was  108,000,  or  10,000  more  than 
last  year  and  the  highest  number  ever 
handled  at  any  subway  station  on  a  single 
day.  If  allowance  is  made  for  the  huge 
crowds  of  people  arriving  at  Hendon  and 
Burnt  Oak  stations  (close  to  Colindale) 
for  the  pageant,  the  total  number  of  those 


traveling  in  the  two  directions  during  the 
day  would  be  not  less  than  250,000.  The 
previous  subway  traffic  record  was  made 
30  years  ago  at  the  Bank  Station  of  the 
Central  London  Railway  on  the  occasion 
of  the  celebration  of  the  return  of  the 
City  Imperial  Volunteers  after  the  South 
African  War.  Although  this  record  has 
been  approached  on  several  occasions,  it 
had  never  been  broken  before. 


Bow  Collectors  for  Glasgow 

The  Glasgow  Corporation  Transport 
Department  has  decided  to  fit  all  its  street 
cars  with  a  new  type  of  overhead  collector, 
the  invention  of  Fischer  de  Tovaros,  con- 
sulting electrical  engineer  to  the  Budapest 
City  Tramways.  The  Fischer  bow  col- 
lector takes  the  form  of  a  special  steel 
plate,  39  in.  long  by  4  in.  wide,  with 
grooves  24  in.  long  by  i  in.  wide  and  i  in. 
deep,  filled  with  grease,  which  reduces 
wear,  minimizes  breakage,  and  prevents  the 
formation  of  ice.  At  terminals  reversal 
of  the  collector  is  automatic.  The  collector 
is  almost  noiseless  in  operation,  is  com- 
pletely free  from  sparking,  whistling  and 
vibration,  and  causes  no  interference  to 
radio  reception.  The  Glasgow  authorities 
began  experimenting  with  the  Fischer  bow 
five  years  ago,  when  eight  cars  were  so 
equipped.  Birmingham,  .\berdeen  and  sev- 
eral other  cities  are  also  trying  the  device. 


Electrification  of 
Russian  Railroads 

The  work  of  electrifying  new  railroad 
lines  in  the  U.S.S.R.  was  recently  begun. 
In  the  Urals  operations  are  in  progress 
on  the  Lunevsk  branch  carrying  coal 
from  the  Kizel  Basin.  This  branch  will 
be  electrified  for  a  distance  of  113  km. 
Work  has  already  begun  in  the  Lenin- 
grad-Oranienbaum  district  with  a  branch 
to  Gatchina,  and  on  the  Mineralnye 
Vody  branch,  in  the  Caucasus,  from 
Mineralnye  Vody  Station  to  Kislovodsk. 
The  length  of  each  of  these  electrified 
branches  will  be  72  km.  The  first  Soviet 
electric  engines  will  be  built  at  the 
Kolomma  factory  in  the  Moscow  region. 


London,  England — In  spite  of  the 
prospect  that  the  London  County  Coun- 
cil tramways  may  be  transferred  to  the 
proposed  Transport  Board,  the  County 
Council  continues  its  schemes  of  im- 
provement. E.  Sanger,  chairman  of  the 
Council,  recently  recalled  that  the  sub- 
way between  Victoria  Embankment  and 
Southampton  Row,  which  formerly  could 
take  only  single-deck  cars,  was  reopened 
for  traffic  on  Jan.  14  last  after  it  had 
been  rebuilt  to  accommodate  double- 
deck  cars.  The  stations  on  the  subway 
were  modernized  and  an  improved 
scheme  of  lighting  was  installed.  At 
the  tramway  power  station  in  Greenwich 
a  new  and  more  economical  plant  of  in- 
creased capacity  is  being  substituted  for 
old  plant  at  an  estimated  cost  of  £450,- 
000.  Arrangements  have  been  made  for 
modernizing  the  fleet  of  tramcars  and 
for  anticipating  future  demands. 
■f 
Lanarkshire,  Scotland— The  tramway 
routes  of  the  Lanarkshire  Transport 
Company  have  ceased  operation.  Serv- 
ice by  bus  has  been  substituted. 


Electric  Railway  Journal — Vol.75,  No.ll 
614 


PERSONAL  MENTION 


G.  D.  McGwinn  Succeeds 

Colonel  J.  H.  Alexander 


Announcement  was  made  in  Cleveland, 
Ohio,  on  Oct.  7  of  the  election  of  George 
D.  McGwinn  as  president  of  the  Cleveland 
Railway  to  succeed  Joseph  H.  Alexander, 
resigned.  Mr.  McGwinn  has  been  a  vice- 
president  of  the  company  since  last  May 
when  the  Van  Sweringen  interests  became 
active  in  the  affairs  of  the  company  through 
the  placing  of  C.  L.  Bradley,  Alva  Bradley, 
Col.  Otto  Miller  and  Mr.  McGwinn  in 
executive  posts  with  the  railway. 

Colonel  Alexander  said  he  planned  to 
remain  in  Cleveland  and  establish  an  office 
as  a  railway  consultant.  In  his  letter  of 
resignation  he  said : 

I  have  for  some  time  been  giving  con- 
sideration to  the  severance  of  my  connec- 
tion with  the  Cleveland  Railway  before 
the  expiration  of  my  present  term.  For 
a  variety  of  reasons,  with  which  the  chair- 
man is  familiar,  permit  me  herewith  to 
tender  my  resignation  as  director,  member 
of  the  Executive  Committee  and  president, 
effective    immediately. 

No  indication  is  contained  in  the  account 
of  the  change  in  the  Cleveland  Plain 
Dealer  that  an  official  statement  regarding 
the  matter  was  made  by  the  management, 
but  that  paper  did  pay  a  gracious  compli- 
ment to  both  men  in  an  editorial  which  it 
concluded  in  part  as  follows: 

The  substitution  of  George  McGwinn  for 
Joseph  H.  Alexander  in  the  president's 
chair  was  not  unexpected.  So  far  as  the 
administrative  direction  of  the  company 
goes  it  means  little.  To  many,  the  depar- 
ture of  Colonel  Alexander  from  an  enter- 
prise with  which  he  has  been  connected 
since  the  days  of  Tom  L..  Johnson  brmgs 
a  pang  of  regret.  He  has  had  an  important 
part  in  giving  this  city  what,  in  spite  of 
its  present  woes,  is  one  of  the  best  electric 
railway  systems  in  America.  His  successor 
has  a  record  of  administrative  achievement 
which  justifies  the  esteem  in  which  he  is 
held  both  by  his  employers  and  by  the 
community. 

From  the  time  of  his  graduation  from 
the  Case  School  of  Applied  Science  with 
a  degree  in  mechanical  engineering  in  1905, 
with  the  exception  of  service  as  assistant 
to  the  general  manager  of  the  Pittsburgh 
Railways  for  a  few  years,  and  absence 
from  duty  with  the  engineering  forces 
during  the  War,  Colonel  .Alexander's 
activities  have  been  confined  to  the  local 
transportation  system  in  Cleveland.  Imme- 
diately following  his  graduation  from  the 
Case  School,  he  took  a  position  as  chief 
engineer  with  Tom  Johnson's  Municipal 
Traction  Company  in  that  city,  and  in  the 
bitter  struggle  for  supremacy  between  rival 
street  railway  interests  which  kept  the  city 
in  a  turmoil  for  the  next  four  or  five  years 
Mr.  Alexander  fought  shoulder  to  shoulder 
with  his  chief.  The  outcome  of  that  battle 
was  the  Tayler  franchise,  a  model  of  its 
sort,  under  which  the  Cleveland  properties 
have  operated  with  conspicuous  success 
ever  since. 

Following  his  experience  in  Pittsburgh 
Colonel  Alexander  returned  to  Cleveland 
as  chief  engineer  in  the  office  of  Peter  Witt, 
at  that  time  the  city's  transit  commis- 
sioner, where  he  rendered  exceptional  serv- 
ice in  assisting  to  solve  the  local  transporta- 
tion    problems.       In      this     capacity     he 


G.  D.  McGwinn 

attracted  the  attention  of  the  late  John  J. 
Stanley,  the  doughty  president  of  the 
Cleveland  Railway,  who  engaged  his  serv- 
ices in  1916  as  assistant  to  the  president. 
Responding  shortly  afterwards  to  the  na- 
tion's call  to  arms  he  received  an  appoint- 
ment as  major  in  the  administrative 
section  of  the  construction  division  of  the 
army,  being  presently  advanced  to  the  rank 
of  colonel.  Under  his  general  direction 
at  one  time  were  the  labors  of  nearly  400,- 
000  men  engaged  on  contracts  involving 
the  expenditure  of  approximately  $1,500,- 
000,000. 

Returning  to  his  job  at  Cleveland  he  was 
elevated  to  the  vice-presidency  of  his  com- 
pany, which  office  he  filled  until  the  death 
of  Mr.  Stanley  in  October,  1926,  when  he 
succeeded  to  the  presidency. 

In  addition  to  his  official  duties,  Colonel 
Alexander  has  found  time  to  take  an  active 
part  in  the  affairs  of  the  A.E.R.A.,  of 
which  he  is  now  first  vice-president,  as  well 
as  to  take  part  in  many  local  activities  in 
the  city  of  Cleveland.  Among  other  honors 
which  have  been  bestowed  upon  him  have 
been  the  presidency  of  the  Cleveland  Engi- 
neering Society,  the  presidency  of  the 
Cleveland  Safety  Council  and  the  presi- 
dency of  the  Ohio  Safety  Council. 

Mr.  McGwinn  went  into  electric  railway 


operation  in  Cleveland  more  than  a  year 
ago  through  the  channels  of  building  man- 
agement and  construction.  He  had  pre- 
viously been  a  specialist  in  building  man- 
agement. Among  the  structures  of  which 
he  was  in  charge  were  the  Citizens'  and 
the  Union  Commerce  National  Bank  build- 
ings in  Cleveland.  When  the  Union  Trust 
merger  was  brought  about,  Mr.  McGwinn 
was  confronted  with  the  problem  of  hous- 
ing the  forces  of  four  banks  in  a  building 
that  was  considered  too  small  for  one. 
He  managed  it  for  three  years,  while  the 
Union  Trust  building  was  under  construc- 
tion, and  then  was  made  vice-president  and 
building  manager  of  the  Union  Trust 
Company. 


Veteran  Cincinnati  Employee 
Honored 

More  than  twenty-five  executives  and 
operating  officials  of  the  Cincinnati  Street 
Railway,  Cincinnati,  Ohio,  assembled  on 
Sept.  15  at  the  Gibson  Hotel  to  honor 
F.  J.  Venning,  superintendent  of  power, 
on  the  occasion  of  his  70th  birthday.  The 
affair  was  a  surprise  to  Mr.  Venning, 
who  had  a  luncheon  engagement  with  his 
general  manager,  J.  B.  Stewart,  Jr.,  to  go 
over  various  company  matters.  Instead 
of  going  to  the  dining  room  on  their 
arrival  at  the  hotel,  Mr.  Stewart  piloted 
the  way  to  one  of  the  private  dining  rooms, 
in  which  were  assembled  his  fellow  asso- 
ciates, headed  by  Walter  A.  Draper,  presi- 
dent of  the  railway. 

Rounding  out  51  years  of  service  in  the 
electrical  business,  Mr.  Venning's  first 
work  in  electrification  of  horse  cars  was 
in  Savannah,  Ga.,  in  1890,  when  he  in- 
stalled the  first  railway  motor  installed  by 
the  Westinghouse  company.  Prior  to  this 
time,  he  was  employed  by  the  Pennsylvania 
Railroad  as  a  fireman,  then  as  an  engineer. 
In  1889  he  joined  the  Westinghouse  com- 
pany, installing  electric  motors.  In  1893 
he  joined  the  Citizens'  Traction  Company 
of  Pittsburgh,  where  he  remained  until 
1910,  when  he  entered  the  service  of  the 
Cincinnati  Street  Railway.  On  March  1, 
1918,  Mr.  Venning  was  appointed  superin- 
tendent of  overhead  lines  and  two  years 
later  took  over  the  superintendency  of  shops 
and  equipment.  On  Feb.  1,  1926,  he  was 
appointed  superintendent  of  power,  which 
position  he  holds  at  the  present  time. 


Col.  J.  H.  Alexander 


John  F.  Collins  Made  Receiver 
at  Saginaw 

John  F.  Collins,  Jackson,  Mich.,  has 
been  appointed  receiver  for  the  Sagi- 
naw Transit  Company,  Saginaw,  Mich., 
by  Judge  Tuttle  in  the  United  States 
District  Court.  The  Saginaw  Transit 
Company  operates  street  cars  and  buses 
in  Saginaw  as  well  as  a  short  interurban 
line  to  Zilwaukie. 

Approximately  200  miles  of  railroad 
are  now  operated  by  Mr.  Collins.  The 
systems  included  under  his  direction  are: 
the  Lansing  Transportation  Company, 
the  Jackson  Transportation  Company, 
the  Battle  Creek  Transportation  Com- 
pany, the  Kalamazoo  Transportation 
Company,  the  Saginaw  Transit  Com- 
pany, and  the  Eastern  Michigan-Toledo 
Railroad,  of  which  he  is  the  receiver. 


Electric  Railw.w  Journal — October,  1931 
615 


C.  O.  Guernsey  Directs  Brill 
Engineering  Activities 

All  Brill  engineering  activities  have  been 
placed  under  the  direction  of  Charles  O. 
Guernsey  as  chief  engineer  of  the  J.  G. 
Brill  Company  and  its  subsidiary  com- 
panies. 

Mr.  Guernsey  has  been  connected  with 
the  Brill  organization  since  1923.  During 
his  association  with  Brill  he  lias  taken  a 
keen  interest  in  the  modern  trend  in  the 
design  of  electric  railway  rolling  stock 
and  other  types  of  urban  and  interurban 
transportation  equipment.  The  rapidly 
increasing  prominence  of  the  trolley  bus 
as  a  factor  in  the  public  passenger  trans- 
portation field  resulted  in  Mr.  Guernsey's 
appointment  as  chief  automotive  engineer 
on  Jan.  1  last.  Subsequently,  the  appar- 
ently successful  application  of  worm  and 
other  modern  type  drives  to  electric  car 
trucks,  streamline  body  design  and  other 
similarly  modern  practices  resulted  in  the 
unification  of  all  Brill  engineering  activ- 
ities under  Mr.  Guernsey's  direction.  He 
will  be  located  at  the  Philadelphia  plant. 

For  ten  years  before  he  joined  the  Brill 
organization,  Mr.  Guernsey  was  affiliated 
with  the  Service  Motor  Truck  Company, 
Wabash,  Ind.,  as  chief  engineer  and  later 
as  vice-president  in  charge  of  the  com- 
pany's railroad  division,  the  activities  of 
which  were  transferred  to  the  Brill  Com- 
pany in  1923  at  which  time  Mr.  Guernsey 
was  appointed  chief  engineer,  automotive 
car  division.  Under  his  direction  the  ex- 
tensive line  of  Brill  rail  motor  cars  for 
steam  railroads  was  developed. 


Herbert  Morrison  Withdraws 
as  Transport  Minister 

Herbert  Morrison,  Minister  of  Trans- 
port in  the  English  Labor  Government, 
has  declined  to  carry  on  under  the  new 
National  Government.  He  was  practically 
the  promoter  of  the  London  passenger 
transport  bill,  intended  to  promote  the 
co-ordination  of  the  London  passenger 
services.  Even  the  motor  transport  people 
were  quick  to  recognize  the  service 
Mr.  Morrison  has  performed,  and  to  ex- 
press regret  at  his  decision  not  to  throw 
in  his  lot  with  the  newly  formed  National 
Government.  A  contemporary  in  that  field 
says : 

The  decision  is  all  the  more  important  in 
view  of  the  announcement  that  the  London 
passenger  transport  bill  will  be  proceeded 
with  as  an  agreed  measure.  Whatever  the 
future  may  hold  for  Mr.  Morrison  and  his 
party,  we  shall  always  be  grateful  to  him 
for  having  put  real  life  into  the  Ministry 
of  Transport.  He  has  displayed  a  prac- 
tical appreciation  of  the  industry's  point 
of  view,  and  thus  ensured  its  co-operation 
in  the  important  measures  which  have 
marked  his  spell  of  office.  Mr.  Morrison 
will  certainly  be  remembered  as  one  of  the 
most  successful  Ministers  of  Transport. 


A  .V.  Guillou  With 
Wisconsin  Commission 

A.  V.  Guillou,  for  41  years  assistant 
chief  engineer  for  the  California  Rail- 
road Commission,  has  resigned  to  be- 
come chief  engineer  of  the  newly 
reorganized  Public  Service  Commission 
of  Wisconsin.  Prior  to  his  connection 
with  the  California  Commission,  Mr. 
Guillou  was  associated  with  a  number 
of    California   power   companies.     After 


his  graduation  from  the  University  of 
California  in  1912,  he  spent  two  years 
with  the  Westinghouse  Electric  &  Man- 
ufacturing Company  in  East  Pittsburgh, 
and  then  joined  the  Pacific  Light  & 
Power  Corporation,  later  merged  with 
the  Southern  California  Edison  Com- 
pany as  commercial  salesman.  Later  he 
became  district  manager  for  the  Mount 
Whitney  Power  &  Electric  Company. 
When  that  company  was  taken  over  by 
the  Edison  Company  in  1919. 


P.  J.  Pybus  Minister  of 
Transport 

P.  J.  Pybus,  Liberal  member  of  Parlia- 
ment for  Harwich,  has  been  appointed 
British  Minister  of  Transport.  Mr.  Pybus 
is  a  well-known  business  man,  and  is  a 
director  of  the  English  Electric  and  other 
companies.  G.  M.  Gillett,  Labor  member 
of  Parliament  for  Finsbury  who,  in  the 
last    government,    was    secretary    to    the 


Department  of  Overseas  Trade,  has  been 
appointed  Parliamentary  Secretary  to  the 
Ministry  of  Transport,  in  succession  to 
J.  .\.  Parkinson,  Labor  member  for  Wigan. 
Mr.  Pybus  is  a  member  of  the  Institution 
of  Electrical  Engineers.  In  1917  he  was 
created  a  C.B.E.  for  his  services  to  the 
Ministry  of  Munitions  during  the  war. 
He  has  been  a  member  of  various  govern- 
ment commissions  and  committees. 


Charles   H.   Forsgard,  who  has  been 

acting  general  manager  of  the  Com- 
munity Traction  Company  in  Toledo 
for  nearly  four  years,  has  been  made 
vice-president  and  general  manager  and 
elected  a  director  of  the  company.  Over- 
whelming approval  of  the  ten-year  ex- 
tension of  the  service-at-cost  ordinance 
by  the  electorate  was  taken  partially  as 
a  compliment  to  Mr.  Forsgard  for  the 
many  operating  improvements  and  econ- 
omies together  with  unification  of  bus 
and  street  railway  service  under  his 
guidance. 


W.  B  Wheeler  Made 
Superintendent  of  Transportation 


Copyriglit    hy    BacJiraeh 

W.  B.  Wheeler 

William  B.  Wheeler,  who  has  had  a 
long,  practical  and  successful  career  in 
street  railway  work  in  the  Metropolitan 
District  of  New  York,  has  been  advanced 
to  superintendent  of  transportation  of  the 
trolley  and  bus  lines  of  the  Tliird  Avenue 
Railway  System,  New  York. 

With  very  little  opportunity  for  formal 
schooling  in  his  formative  years,  and  with 
no  personal  influence  back  of  him,  Mr. 
Wheeler  has  fought  his  way  up  through 
all  the  stages,  educating  himself  as  he 
went  along  and  winning  promotion  by 
deserving  promotion.  His  many  friends 
who  have  recognized  his  sterling  qualities, 
his  indomitable  ambition  and  his  deter- 
mination to  make  good  are  expressing 
their  gratification  at  this  latest  recognition 
of  Mr.  Wheeler's  abilities,  not  only  on 
his  account,  important  as  that  is.  but  be- 
cause of  the  message  of  encouragement 
which  that  recognition  carries  to  other 
men  in  the  ranks. 

Even  to  his  superiors,  the  intensity  of 
the  man  has  been  a  source  of  wonder. 
Mr.  Wheeler  has  found  time  for  other 
activities,  some  collateral  with  the  street 
railway  enterprise.     He  took  an  active  part 


in  the  affairs  of  the  Metropolitan  Section 
of  the  A.E.R.A.,  and  was  president  of 
that  organization.  He  has  been  for  a  num- 
ber of  years  on  the  board  of  fire  commis- 
sioners in  New  Rochelle  where  he  makes 
his  home.  He  has  also  served  as  president 
of  the  Republican  Club  in  New  Rochelle. 

Mr.  Wheeler  was  born  in  Brooklyn  on 
Oct.  13,  1873.  He  received  his  early  edu- 
cation in  the  public  schools  of  that  city. 
The  training  was  brief,  however,  as  at  the 
age  of  twelve,  upon  the  death  of  his  father, 
he  was  obliged  to  go  to  work  to  help  sup- 
port the  members  of  his  family.  Later  he 
engaged  in  the  photographic  business  with 
success,  only  to  see  this  enterprise  go  on 
the  rocks  in  the  panic  of  1894.  But  he 
was  not  to  be  dissuaded.  He  again  began 
at  the  bottom  as  a  conductor  on  the 
Atlantic  Avenue  Railroad  in  Brooklyn, 
determined  to  make  street  railway  trans- 
portation his  life  work.  He  was  attracted 
by  the  opportunities  offered  in  Manhattan 
by  the  Metropolitan  Street  Railway  Sys- 
tem, and  became  in  time  a  conductor  on 
the  Broadway  cable  line.  A  few  years 
later  he  became  a  starter  at  the  Lenox 
Avenue  Depot. 

So  he  continued  to  advance  up  through 
the  various  grades,  educating  himself  in 
the  various  collateral  lines,  until  he  became 
general  superintendent  of  the  Westchester 
Electric  Railroad,  operating  trolley  lines 
in  New  Rochelle  and  Mount  Vernon.  He 
was  holding  this  position  in  1919  when 
President  Huff  of  the  Third  Avenue  Rail- 
way System  commissioned  Superintendent 
William  E.  Thompson  to  reorganize  the 
transportation  department.  In  this  re- 
organization Mr.  Wheeler  was  selected 
first  as  superintendent  of  schedules  and 
later  as  assistant  superintendent  of  trans- 
portation. This  position  he  has  filled  suc- 
cessfully for  a  number  of  year,  and  upon 
the  relinquishing  of  the  active  duties  of 
the  transportation  department  by  vice- 
Prcsident  Thompson,  he  became  the  active 
head  of  the  department  as  superintendent 
of  transportation. 


Electric  Railway  Journal — Vol.75.  No. 11 
616 


Many  Promotions  Made 

by  Penn-Ohio  System 

William  Muldoon  to  Fill  New  Position  of  General 
Superintendent — Added  Responsibilities  for  Messrs. 
Brackett,    Weller,    Giltner,    McKenna    and   Shaner 


THE  new  position  of  general  superin- 
tendent of  the  Penn-Ohio  Transpor- 
tation System,  comprising  electric  railway 
and  bus  service  in  Youngstown  and  War- 
ren, Ohio,  and  New  Castle  and  Sharon, 
Pa.,  and  connecting  those  cities,  has  been 
filled  by  the  appointment  of  William 
Muldoon.  As  general  superintendent,  he 
will  have  direct  charge  of  the  operating, 
maintenance  of  way  and  maintenance  of 
equipment  departments. 

When  the  service-at-cost  franchise  was 
adopted  for  the  city  railway  and  bus  opera- 
tion in  Youngstown  in  January,  1919,  Mr. 
Muldoon  was  selected  by  William  L.  Sause, 


and  interurban  lines  connecting  those  cities 
and  also  Warren,  Niles  and  Leavittsburg, 
Ohio.  Mr.  Brackett  went  to  Youngstown 
in  1916  as  dispatcher  for  the  Youngstown 
Municipal  Railway  following  nine  years  as 
dispatcher  and  inspector  at  Houston,  Tex. 
He  was  placed  in  charge  of  the  Haselton 
carhouse,  Youngstown,  as  foreman  in 
1918,  and  was  promoted  to  general  shop 
foreman  in  January,  1923.  Four  years 
later  he  was  promoted  to  assistant  super- 
intendent of  equipment,  a  position  in  which 
he  has  continued  up  to  the  present. 

Perry    R.    Weller    has    been    appointed 
superintendent    of    automotive    equipment 


1.  G.   E.   McKenna 

2.  William  Muldoon 


3.  A.  D.  Brackett 

4.  P.  R.  Weller 


5.  J.  W.  Giltner 

6.  C.  H.  Shaner 


Y'oungstown's  first  street  railway  commis- 
sioner, as  his  assistant,  and  he  continued 
in  that  post  until  the  present  time,  having 
intimate  connection  with  the  operation  and 
development  of  the  Y'oungstown  lines. 
Prior  to  entering  the  commissioner's  office, 
Mr.  Muldoon  was  deputy  clerk  of  the 
Youngstown  City  Council  for  ten  years. 
Before  that  he  was  employed  in  the  offices 
of  the  Wabash  Railroad  in  Chicago  and 
of  the  Pennsylvania  Railroad  in  Yoimgs- 
town. 

A.  D.  Brackett,  for  more  than  four 
years  assistant  superintendent  of  equipment, 
'has  been  appointed  superintendent  of  car 
■equipment  of  the  Penn-Ohio  System,  com- 
prising electric  railway  lines  in  Youngs- 
town, Ohio,  New  Castle  and  Sharon,   Pa., 


of  the  Youngstown  Municipal  Railway  and 
affiliated  companies  of  the  Penn-Ohio  Sys- 
tem, with  headquarters  in  Youngstown. 
Mr.  Weller  has  been  connected  with  the 
company  since  April,  1925,  prior  to  which 
he  was  with  the  service  department  of  the 
Buick  Motor  Company  at  Indianapolis. 
He  entered  the  employ  of  the  Penn-Ohio 
in  charge  of  cost  control  in  the  mainte- 
nance of  way  department.  In  1926  he 
was  made  statistician  and  research  engi- 
neer in  the  commercial  department,  and 
two  years  later  was  appointed  general  fore- 
man of  the  Mahoning  Avenue  garage, 
Youngstown.  He  continued  in  that  posi- 
tion till  his  promotion  to  superintendent 
of  automotive  equipment  for  the  system. 
J.    W.    Giltner,    for    the    last    ten    years 


cliicf  claim  agent  for  the  transportation 
companies  centering  on  Akron,  Ohio,  has 
been  appointed  general  claim  agent  of  the 
Penn-Ohio  Transportation  System  with 
headquarters  in  Youngstown.  In  his  new 
position  Mr.  Giltner  has  charge  of  the 
claim  departments  of  the  Youngstown 
Municipal  Railway,  the  West  End  Trac- 
tion Company,  the  East  End  Traction 
Company,  the  New  Castle  Electric  Street 
Railway,  the  Shenango  Valley  Traction 
Company,  Penn-Ohio  Coach  Lines  Com- 
pany and  affiliated  transportation  compa- 
nies serving  Youngstown,  Warren  and 
Niles,  Ohio,  and  New  Castle  and  Sharon, 
Pa.,  and  connecting  those  places. 

Mr.  Giltner's  connection  with  the  elec- 
tric railway  industry  dates  from  1907  when 
he  joined  the  claim  department  of  the 
Indiana  Union  Traction  Company,  Ander- 
son, Ind.  Subsequently  he  was  assistant 
chief  claim  agent  for  the  Portland  Rail- 
way, Light  &  Power  Company,  Portland, 
Ore.,  assistant  chief  of  the  adjustment 
bureau  of  the  associated  bureaus  of  the 
Pittsburgh  Railways,  and  superintendent 
of  the  Pittsburgh  claim  department  of  the 
London  Guaranty  &  Accident  Company, 
Ltd.  In  May,  1918,  Mr.  Giltner  went  to 
Akron  as  assistant  chief  claim  agent  of 
the  Northern  Ohio  Traction  &  Light  Com- 
pany, and  three  years  later  became  chief 
claim  agent,  continuing  in  that  post  till 
his  appointment  to  the  Youngstown 
properties. 

George  E.  McKenna  has  been  promoted 
from  assistant  chief  claim  agent  to  chief 
claim  agent  of  the  Akron  Transportation 
Company,  Northern  Ohio  Interurban  Com- 
pany and  Penn-Ohio  Coach  Lines  Com- 
pany, Akron,  to  succeed  J.  W.  Giltner. 
Mr.  McKenna  has  been  assistant  chief 
claim  agent  at  Akron  since  'March  15, 
1922.  He  entered  railway  claim  work  in 
BuiTalo,  N.  Y.,  in  1913  and  continued  in 
that  work  in  Buffalo  and  in  New  York 
City  for  four  years.  Following  eighteen 
months'  service  in  the  U.  S.  Marine  Corps 
during  the  World  War,  he  went  to  Akron 
and  entered  the  claim  department  of  the 
Northern  Ohio  Traction  &  Light  Com- 
pany in  September,  1920. 

C.  Howard  Shaner  has  been  appointed 
safety  supervisor  of  the  Akron  Trans- 
portation Company,  Northern  Ohio  Inter- 
urban Company  and  Penn-Ohio  Coach 
Lines  Company,  Akron,  succeeding  Glenn 
H.  Shaw,  who  has  been  appointed  director 
of  safety  of  Ohio  Edison  Company.  Mr. 
Shaner  continues  as  safety  supervisor  of 
the  Youngstown  Municipal  Railway  and 
other  companies  with  headquarters  in 
Youngstown,  Ohio,  where  he  has  been 
supervisor  of  the  accident  prevention  work 
since  Sept.  1,  1922. 

During  this  period  these  companies,  com- 
prising the  Penn-Ohio  System,  have  won 
highest  national  awards  three  times,  the 
Charles  A.  Coffin  gold  medal  for  the  sys- 
tem in  1926,  the  Anthony  N.  Brady  gold 
medal  for  the  system  for  1927  and  the 
Coffin  gold  medal  again  for  the  Youngs- 
town Municipal   Railway  in   1930. 

Mr.  Shaner  entered  railway  work  as  a 
trainman  for  the  Pittsburgh,  McKeesport 
&  Connellsville  Railway  in  McKeesport 
m  1902.  He  went  to  Youngstown  as  a 
street  car  operator  in  1909,  and  was 
selected  as  safety  supervisor  of  the  Youngs- 
town Municipal  Railway  in  1922.  Soon 
thereafter,  however,  his  duties  were  en- 
larged to  include  the  entire  Penn-Ohio 
System. 


Electric  Railway  Journal — October.  1931 
617 


J.  W.  Maxwell  Heads  Seattle 
Commission 

The  Municipal  Railway  Commission  at 
Seattle,  Wash.,  has  chosen  J.  W.  Maxwell, 
vice-president  of  the  National  Bank  of 
Commerce,  as  chairman  of  the  commission 
which  will  undertake  to  outline  a  program 
for  operating  the  municipal  railway.  The 
Commission  has  been  assured  by  Mayor 
Harlin  and  the  City  Council  that  it  will 
have  a  free  hand  in  its  endeavors,  and  in 
the  appointment  of  a  railway  manager.  The 
commission  has  established  offices  in  the 
City-County  Building,  and  invites  sugges- 
tions from  citizens.  Under  the  present  pro- 
visions of  the  city  charter,  the  commission 
can  act  only  as  advisers  to  the  City  Council. 

In  accordance  with  the  Council  resolu- 
tion creating  the  commission,  its  members 
drew  lots  to  determine  the  length  of  their 
respective  terms.  A.  A.  Murphy  drew  the 
one-year  term;  Rowland  W.  Watson,  the 
two-year  term ;  Mr.  Maxwell,  the  three-year 
term;  Charles  P.  Moriarity,  the  four-year 
term,  and  N.  D.  Moore,  the  five  year  term. 
Succeeding  appointments  will  be  made  by 
the  Mayor  for  five  years. 


OBITUARY 


H.  W.  Olcott,  Jr.,  long  connected  with 
the  Insull  interests  in  publicity  and  ad- 
vertising work  in  Chicago,  South  Bend 
and  Indianapolis,  has  resigned  from  the 
Interstate  Public  Service  Company  to 
join  his  father  in  the  insurance  broker- 
age business  in  New  York.  At  Indian- 
apolis he  was  manager  of  publicity  and 
advertising  for  the  Interstate  and  other 
companies.  Mr.  Olcott  wrote  on  his 
chosen  subjects  in  a  sprightly  manner, 
but  one  that  reflected  a  thorough  knowl- 
edge of  the  .topics  he  discussed,  and  that 
carried  conviction.  For  more  than  five 
years  he  was  a  contributor  to  Electric 
Railway  Journal. 

-f 

Arthur  G.  Kjellgren,  for  the  past 
nineteen  years  employed  by  the  Rock- 
ford  Traction  Company,  Rockford,  111., 
has  been  appointed  general  superintend- 
ent of  transportation  for  the  Central 
Illinois  Electric  &  Gas  Company,  a  posi- 
tion newly  established  further  to  co- 
ordinate the  various  departments  of  the 
company  under  one  direction.  He  has 
recently  been  trammaster  in  charge  of 
all  interurban  cars  and  buses. 
■f 

Thomas  N.  McCarter,  president  of 
the  Public  Service  Corporation  of  New 
Jersey  and  a  brother  of  the  late  Uzal  H. 
McCarter,  long  president  of  the  Fidelity 
Union  Trust  Company,  Newark,  has 
been  made  chairman  of  the  Executive 
Commitee  of  the  bank,  a  new  post. 
■f 

Lawrence  B.  Sizar  has  been  appointed 
to  the  position  in  advertising  and  pub- 
licity work  for  the  Insull  interests  at 
Indianapolis  held  by  H.  W.  Olcott,  Jr. 
Mr.  Sizer  has  been  engaged  in  utility 
publicity  work  for  about  three  years. 
He  has  had  well-rounded  experience  in 
newspaper  work,  climaxed  by  a  term  as 
sports  editor  of  the  Benton  Harbor 
(Mich.)  News-Palladium.  That  in  itself 
is  severe  training,  for  sports  recording 
must  be  done  with  gusto  and  accuracy. 
Every  reader  of  the  news  of  sports  has 
his  heroes.  And  the  way  of  the  writer 
who  does  any  of  these  heroes  even  a 
seeming  injustice  is  not  easy. 


Thomas  Scott 

Thomas  Scott,  general  roadmaster  of  the 
Montreal  Tramways,  Montreal,  Que.,  died 
recently  after  almost  40  years  service  with 
that  organization.  During  that  time  this 
pioneer  street  railway  builder  personally 
supervised  the  installation  of  all  the  pres- 
ent 300-niile  track  system  in  Montreal. 
Moreover,  the  personnel  of  the  track  de- 
partment of  the  Montreal  Company  includes 
three  sons,  a  son-in-law,  and  several  grand- 
children of  Mr.  Scott,  all  of  whom  received 
their  training  under  his  broad  experience, 
forceful  personality  and  unexcelled  knowl- 
edge of  city  railway  track  work. 

When  Mr.  Scott  joined  the  old  Montreal 
horse  car  system  in  1892,  he  found  tracks 
built  of  flat  strap  rail  spiked  to  6x8  in. 
wooden  stringers.  In  the  three  following 
years  this  construction  was  entirely  re- 
placed by  56-lb.  tee  72-lb.  girder  and  the 
88-lb.  girder  guard  rails,  laid  on  7-ft.  ties 
with  wood  block  paving.  Subsequently, 
in  1899,  such  construction  was  in  turn 
replaced  by  87-lb.  high  tee  rail  supported 
on  concrete  stringers  with  scoria  block 
paving.  Finally  in  1911  and  1913  to  date, 
the  present  Montreal  standards  of  track 
construction,  consisting  of  115-lb.  girder 
grooved  and  132-lb.  girder  guard  rails  on 
8-ft.  wood  ties,  stone  ballast  foundation, 
concrete  paving  base  and  granite  block  or 
sheet  asphalt  paving  were  installed  by  the 
Montreal  roadmaster.  Mr.  Scott  spoke 
with  authority  on  tramway  construction 
methods  in  use  before  hack  saws,  acetylene 
torches,  crane  cars  and  other  mechanical 
aids  were  known. 

Born  at  Salisbury,  N.  B.,  in  1860,  the 
late  roadmaster  commenced  an  active  rail- 
road career  when  sixteen  years  of  age  by 
assisting  his  father  to  build  the  Canadian 
Pacific  Railway  line  between  Edmundston 
and  Saint  Leonard.  Following  completion 
of  this  work,  he  was  engaged  with  the 
Miramichi  Railroad,  then  constructing  a 
line  between  Marysville  and  Woodstock, 
N.  B.  Later  he  assumed  charge  of  the 
Greenville  Junction  Section  on  the  Cana- 
dian Pacific  Railway. 

In  1892,  when  the  Montreal  Street  Rail- 
way commenced  to  install  track  for  the 
first  electric  lines  in  that  city,  Thomas 
Scott  was  called  to  Montreal  by  the  late 
F.  P.  Brothers.  Subsequently,  in  1897, 
he  laid  25  miles  of  electrified  track  for  the 
Jamaica  Electric  Railroad  in  Kingston, 
Jamaica;  and  later,  in  1899  and  1900,  built 
some  10  miles  of  line  in  Georgetown, 
British  Guiana. 

William  Scott,  eldest  son  of  Thomas 
Scott,  has  been  appointed  to  succeed  him 
as  general  roadmaster  in  Montreal. 


R.  S.  Campbell 

Robert  Stewart  Campbell,  a  prominent 
figure  in  the  electrical  industry  30  years 
ago  in  Salt  Lake  City,  died  at  his  home  in 
that  city  on  Sept.  5.  Mr.  Campbell  was 
born  in  Salt  Lake  City  in  1854,  and  secured 
his  electrical  engineering  education  at  the 
University  of  Utah.  In  1873  he  entered 
the  employ  of  the  Utah  Northern  Railway, 
at    Logan,    Utah,    and    later    was    elected 


Mayor  of  that  city,  in  which  capacity  he 
served  two  terms.  After  spending  several 
years  in  general  business,  he  became  man- 
ager of  the  Utah  Light  &  Power  Company, 
with  supervision  also  over  the  street  rail- 
way system  in  Salt  Lake  City.  In  1906  he 
negotiated  the  sale  of  the  company  to  the 
E.  H.  Harriman  interests. 


Gus  Koch 

Gus  Koch,  for  many  years  coast  agent 
of  the  St.  Louis  Car  Company,  died  on 
Sept.  19  of  injuries  resulting  from  an 
automobile  accident  on  Sept.  17  while  he 
was  crossing  Kearny  Street  at  Sutter 
Street  in  San  Francisco.  For  more  than 
30  years  he  ably  represented  the  St.  Louis 
Car  Company.  Mr.  Koch  would 
have  attained  the  age  of  81  years  on 
Sept.  24.  During  his  later  years,  Edward 
S.  Sullivan,  his  office  associate  and  friend 
for  more  than  25  years,  acted  as  his 
assistant  and  succeeds  to  his  office  as 
Coast  agent.  Mr.  Koch  played  an  im- 
portant part  in  the  early  development  of 
electric  transportation  on  the  Coast.  Few 
railroad  men  on  the  Coast  were  more 
widely    known   or    held   in   higher   regard. 


G.  B.  Willcutt 

George  B.  Willcutt,  vice-president  and 
secretary  and  a  member  of  the  board 
of  directors  of  the  Market  Street  Rail- 
way, San  Francisco,  died  in  that  city 
on  Sept.  17,  at  the  age  of  72.  He  was 
the  dean  of  local  transportation  men  on 
the  Pacific  Coast,  having  completed  45 
years  association  with  the  Market  Street 
Railway  and  its  predecessors.  At  the 
time  of  his  death,  he  was  also  assistant 
secretary  of  the  California  Oregon 
Power  Company,  a  position  which  he 
had  held  for  some  years.  He  was  grad- 
uated from  the  University  of  California 
with  the  class  of  1879,  and  later  studied 
at  the  Massachusetts  Institute  of  Tech- 
nology, from  which  he  was  graduated  in 
1883.  Prior  to  entering  the  street  rail- 
way business,  he  was  a  mining  engineer 
and  was  one  of  the  original  engineers 
on  the  famous  Anaconda  mine  in  Mon- 
tana. 


Col.  Edward  Alfred  Simmons,  pub- 
lisher of  The  Railway  Age  and  several 
other  publications,  died  of  a  cerebral 
hemorrhage  on  Sept.  30  in  his  home  in 
Brooklyn.  He  was  56  years  old. 
Although  it  was  necessary  for  him  to 
leave  school  when  he  was  only  fourteen 
years  old,  Colonel  Simmons  rose  to 
prominence  as  a  publisher,  manufacturer, 
soldier  and  civic  worker  and  became 
a  leader  in  many  clubs  and  national 
societies.  For  twenty  years  he  had  been 
president  of  the  Simmons-Boardman 
Publishing  Company.  He  also  was  chair- 
man and  president  of  the  American  Saw 
Works,  the  American  Machin^  Tool 
Company  and  the  Rogers-Eagle  Grind- 
ing Machine  Company,  all  of  Hacketts- 
town,   N.  J. 


Electric  Railway  Journal — Vol.75,  No.ll 
618 


Industry  Market  and  Trade  News 


Bids  Received  for  New  York 
Subway  Cars 

The  cost  of  300  additional  cars  fully 
equipped  for  service  on  the  Bronx, 
Long  Island  City  and  Coney  Island  sec- 
tions of  the  new  city  subway  system 
will  be  about  27  per  cent  less  than  that 
of  the  300  cars  ordered  eighteen  months 
ago,  according  to  the  Board  of  Trans- 
portation. Four  bids  were  received  for 
the  cars,  and  two  for  the  motors  and 
control. 

The  lowest  bid  of  $6,326,400  for  the 
construction  of  300  was  submitted  by 
the  American  Car  &  Foundry  Company, 
the  builder  of  the  first  300  cars.  West- 
inghouse  Electric  &  Manufacturing 
Company,  which  also  equipped  the 
original  order,  submitted  the  lowest  bid 
of  $2,220,000  for  the  motor  and  control 
equipment  for  300  cars.  Bids  on  blocks 
of  1,000  and  1,500  cars  were  received 
from  the  St.  Louis  Car  Company,  being 
$28,625,000  and  $43,612,500  respectively. 

Decision  on  the  number  of  cars  to 
be  ordered  has  not  yet  been  made  by 
the  Board  of  Transportation,  but  it  is 
reported  that  the  American  Car  &  Foundry 
probably  will  receive  the  contract  if  less 
than  1,000  cars  are  ordered. 

Board  of  Transportation  engineers 
calculate  that  the  contract  awards  on 
the  basis  of  the  lowest  bids  would  pro- 
vide 300  fully  equipped  cars  for  $8,546,- 
400,  or  $28,488  per  car,  as  compared  with 
$11,376,397,  or  $37,921  per  car,  for  the 
order  of  eighteen  months  ago. 


South  American  Bus  Market 
Beckons  Manufacturers 

A  promising  future  market  in  South 
America  for  American  trucks  and  buses 
is  indicated  by  a  survey  of  the  automo- 
tive division  of  the  Commerce  Depart- 
ment. Despite  the  world  depression, 
truck  and  bus  registrations  in  South 
America  have  trebled  during  the  last 
five  years.  Figures  show  that  the 
American  automotive  industry  has  sup- 
plied from  90  to  95  per  cent  of  the  total 
number  of  these  vehicles. 

At  the  close  of  1922  there  were  5,078 
trucks  and  buses  in  operation  in  South 
America.  By  the  end  of  1924,  this  num- 
ber increased  to  14,678.  The  next  two 
years  proved  to  be  the  turning  point  in 
commercial  vehicle  development.  At  the 
end  of  1926  more  than  56,000  commercial 
vehicles  were  registered.  In  1928,  the 
total  registration  had  increased  to  134,- 
000,  and  in  1929  it  rose  to  174,000.  By 
the  end  of  1930,  the  figure  was  182,000. 

Argentina  and  Brazil  account  for  78 
per  cent  of  the  total  number  of  trucks, 
having  a  total  of  171,000.  Chile,  with 
10.632  trucks,  and  Uruguay,  with  9,330, 
^re  next  in  importance.  The  number  of 
buses  in  operation  at  the  end  of  1930 
was  10,623,  with  2,800  in  Argentina,  1,500 
in  Brazil,  1,500  in  Venezuela,  1,475  in 
Chile,  and  1,250  in  Colombia.  The  re- 
mainder were  distributed  in  smaller 
amounts  in  the  other  countries. 


Foreign  trade  advisers  report  that 
despite  progress  in  recent  years  much 
remains  to  be  done  in  highway  con- 
struction in  South  America.  The  total 
road  mileage  for  the  continent  is  in- 
significant when  compared  to  the  3,- 
000,000  miles  in  the  United  States.  It  is 
estimated  that  nearly  half  of  the  road 
mileage  in  South  America  is  in 
Argentina,  with  Brazil  having  about  one- 
fourth.  Because  of  the  unfavorable 
economic  situation  the  1931  highway 
programs  have  been  generally  trimmed. 


$2,500,000  for  Mechanical  Parts 
of  Pennsylvania  Locomotives 

Orders  for  the  construction  of  the 
chassis  and  mechanical  parts  of  60  elec- 
tric freight  locomotives  were  announced 
by  the  Pennsylvania  Railroad.  Elec- 
trical equipment  for  these  locomotives 
and  for  90  electric  passenger  engines 
was  ordered  in  the  spring  from  the 
Westinghouse  Electric  &  Manufacturing 
Company  and  the  General  Electric 
Company. 

Construction  and  material  costs  for 
the  60  chassis  ordered  will  aproximate 
$2,500,000.  Parts  included  in  this  order 
consist  of  driving  wheels,  axles,  trucks, 
frame  and  cab,  and  the  structural  parts 
in  which  the  electrical  apparatus  will 
later  be   installed. 

Of  the  locomotives  ordered,  30  will 
be  built  by  the  Lima  Locomotive  Works 
at  Lima,  Ohio.  20  by  the  Westinghouse 
Electric  &  Manufacturing  Company, 
Eddystone,  Pa.,  and  ten  in  the  Pennsyl- 
vania Railroad  shops,  at  Altoona,  Pa. 

Construction  schedules  call  for  deliv- 
eries on  the  60  locomotives  to  begin  in 
March  of  next  year.  It  is  anticipated 
that  the  150  freight  and  passenger  loco- 
motives to  be  used  in  the  New  York- 
Washington  electrification  will  be  ready 
for  operation  in  1933. 


Osgood  Bradley  Speeds  Con- 
struction of  Subway  Cars 

The  recent  order  for  twenty  cars  ob- 
tained by  the  Osgood  Bradley  Car  Cor- 
poration from  the  Ferrocarril  Terminal 
Central  de  Buenos  Aires,  Argentina,  will 
be  completed  by  Dec.  1.  Details  of 
design  and  the  specialties  to  be  used  have 
been  settled,  and  the  construction  work 
is  now  progressing  rapidly. 

Motors  and  control  equipment  will  be 
supplied  by  the  General  Electric  Com- 
pany, each  car  having  two  125-hp.  mo- 
tors, inside  hung.  Westinghouse  Air 
Brake  Company  will  supply  the  air 
brakes  and  compressors,  and  the  Na- 
tional Pneumatic  Company  the  door 
mechanisms.  The  exterior  finish  will 
be  Dulux,  and  the  interior  trim  and 
headlining  of  aluminum  alloy.  Seating 
capacity  is  47  and  the  total  weight  is 
72,000  lb. 

The  cars  will  be  used  in  the  operation 
of  the  new  subway  now  under  con- 
struction. 


J.  G.  Brill  Completes  Delivery 
of  40  Cars 

During  the  past  month  the  J.  G.  Brill 
Company  has  made  deliveries  of  ten  cars 
to  the  Philadelphia  &  Western  Railway, 
and  30  cars  to  the  Cia  Chilena  de 
Electricidad,  Ltd.,  of  Santiago,  Chile. 

The  Philadelphia  &  Western  Railway 
cars  are  for  high-speed  interurban  serv- 
ice, and  have  a  capacity  of  56  seated 
passengers.  These  cars  have  an  over-all 
length  of  55  ft.  2  in.  The  total  weight 
has  been  held  down  to  52,290  lb.  by  alumi- 
num body  construction. 

The  South  American  cars  are  of  the 
two-man,  double-truck  type,  with  a  seat- 
ing capacity  of  36.  These  cars  will  be 
operated  in  city  service.  Motors  and 
control  for  both  orders  were  furnished 
by  the  General  Electric  Company.  The 
body  is  all  steel,  making  the  total  weight 
of  the  car  32,500  lb.  Doors  are  of  the 
end  folding  type,  with  Consolidated  Car 
Heating  Company  mechanism. 

Specification  details  for  the  Philadelphia 
&  Western  cars : 

Number  of  units 10 

Type  of  unit . .  One-man,  motor,  passenger,  interur- 
ban, double  end,  double  truck 

Number  of  seats 56 

Date  of  order 6/22/3 1 

Date  of  delivery 9/10/31 

Weights:  Car  body 21.3301b. 

Trucks 16.0001b. 

Equipment 14,9601b. 

Total 52.290  lb. 

Bolster  centers 34  ft.  0  in. 

Length  over  all 55  ft.  2  in. 

Length  over  body  posts 37  ft.  8  in. 

Truck  wheelbase 6  ft.  6  in. 

Width  over  all 9  ft.  ZJ-in. 

Height,  rail  to  trolley  base 10  ft.  6i-in. 

Window  post  spacing 2  ft.  9  in. 

Body Aluminum 

Roof Oregon  fir,  arch 

Doors Plymetl  end 

Air  brakes Westinghouse  Air  Brake,  straight  air 

emergency  with  safety  control 

Armature  bearings .  * Sleeve 

Axles Annealed  steel 

Car  signal  system ..  Westinghouse  Pneuphonic  horn 

Compressors General  Electric,  1 27-B-9 

Concfuit Flexible 

Control General  Electric,  P.C.-I2-N. 

Couplers Tomlinson,  Form  1 6 

Curtain  fixtures Adams  &  Westlake,  red  No.  65 

Curtain  material Pantasote 

Door  mechanism National  Pneumatic  Co 

Doors Folding 

Fare  boxes Ohmer,  portable 

Finish Aluminum  (Dulux) 

Floor  covering Double  thickness,  Oregon  fir 

Gears  and  pinions ....  General  Electric,  heat  treated 

Glass.  .Libby-Owens  non-shatterable  in   side  sash. 

Du-plate  non-shatterable  in  vestibule  and  doors 

Hand  brakes Peacock  staffless 

Hand  straps Stainless  steel  tubing 

Heat  insulating  materia Armstrong  Cork  Co. 

Heaters Consolidated  Car  Heating  Co. 

Headlights Ohio  Brass,  special  12,  8DF  tjrpe 

Headlining Aluminum 

Interior  trim Chromium  plated 

Journal  bearings Sleeve 

Journal  boxes Brill,  semi-steel 

Lamp  fixtures Adams  &  Westlake,  No.  26-A-30 

Motors ....  Four  General  Electric,  706-B,  inside  hung 

Painting  scheme Maroon  and  tan,  DuLux 

Roof  type Arch 

Roof  material Oregon  fir 

Safety  car  devices.  .Dead  man  feature  with  door  and 

brake  interiock 

Sash  fixtures Adams  &  Westlake,  stainless  steel 

Seats Brill,  No.  202-F 

Seat  spacing 2  ft.  9  in. 

Seating  material Leather 

Slack  Adjusters American  Brake  Co. 

Steps Stirrjip 

Step  treads Aluminum,  anti-slip 

Trucks Brill,  89-E-2 

Ventilators Brill,  automatic 

Wheels Rolled  steel,  diameter  28  in. 

Special  devices.  .Mirror  on  each  end.  Crew  Signal 
System,  Faraday  single  stroke  bell,  storage  battery. 
Exide  Ironclad  KXK-9,  Pyrene  fire  extinguishers. 


Electric  Railway  Journal — October,  1931 
619 


Bus  Deliveries 

Baltimore  Coach  Company,  Baltimore, 
Md.,  ten  A.C.F.,  29-passenger,  street 
car  type. 

Brooklyn  Bus  Corporation,  Brooklyn, 
N.  Y.,  60  Twin  Coach,  50  Model  40,  and 
ten  Model  30. 

Columbia  Railway,  Gas  &  Electric 
Company,  Columbia,  S.  C,  two  Twin 
Coach,  Model  30. 

Connecticut  Company,  Hartford,  Conn., 
nine  Yellow  Coach,  38-passenger,  city 
type. 

Eastern  Massachusetts  Street  Rail- 
way, Boston,  Mass.,  ten  Twin  Coach, 
eight  Model  30,  and  two  Model  40. 

Los  Angeles  Railway,  Los  Angeles, 
CaL,  seven  Yellow  Coach,  2S-passenger, 
city  type. 

Middlesex  &  Boston  Street  Railway, 
Newtonville,  Mass.,  four  White,  Model 
64A. 

Pacific  Electric  Railway,  Los  Angeles, 
CaL,  seven  Yellow  Coach,  25-passenger, 
city  type. 

Reading  Transit  Bus  Company,  Read- 
ing, Pa.,  two  Twin  Coach.  Model  30. 

St.  Joseph  Railway,  Light  &  Power 
Company,  St.  Joseph,  Mo.,  two  Mack, 
21-passenger,  city  type. 

Syracuse  Railway  Co-ordinated  Bus 
Line,  Syracuse,  N.  Y.,  six  Twin  Coach, 
Model  30. 

Third  Avenue  Railway,  New  York, 
N.  Y..  ten  White,  Model  S4A. 


United  Railway  &  Electric  Company, 
Baltimore,  Md.,  ten  Yellow  Coach,  33- 
passenger.  city  type. 

West  Ridge  Transportation  Company, 
Giraud,  Pa.,  one  A.C.F.,  25-passenger. 
parlor  type. 

Worcester  Consolidated  Street  Rail- 
way, Worcester,  Mass.,  ten  Yellow 
Coach,  seven  38-passenger  city  type,  and 
three  29-passenger,  city  type. 


Brooklyn  Bus  Corporation 
Orders  50  Mack  Buses 

Brooklyn  has  placed  with  Mack 
Trucks,  Inc.,  an  order  for  50  buses  of  the 
Model  BT,  Metropolitan  type.  The  bus 
has  a  43-passenger  capacity  and  is  pow- 
ered with  a  six-cylinder,  126-hp.  Mack 
engine.  Deliveries  of  this  order,  which 
is  said  to  approximate  $600,000,  are  ex- 
pected to  be  completed  within  three 
months. 

This  order  increases  the  number  of 
buses  ordered  by  the  Brooklyn  Bus 
Corporation  to  200.  The  Twin  Coach 
Corporation  received  orders  for  the  first 
150  buses  and  has  already  delivered  a 
large  portion  of  the  order. 

The  Mack  order  is  for  a  street  car 
type  bus,  with  a  center-exit  door,  and  a 
front-entrance  door  just  ahead  of  the 
front  wheel.  The  doors  will  each  have 
a  width  of  46  in.  to  permit  two  streams 
of  passengers  to  board  or  alight. 


Conspeaus  of  Indexes  for  September,  1931 

Compiled  for  Publication  in  Electric  Railway  Journal  by 

ALBERT    S.    RICHET 

Electric  Railway   Engineer,   Worcester,    Mass. 


Street  Railway  Fares* 

1913   =   4.84 


Electric  Railway  Materials* 

1913   =      100 


Electric  Railway  Wages* 

1913   =■      100 


Electric  Ry  .Construction  Cost  * 

Am.  Elec.  Ry.  Assn.      1913   =      100 


General  Construction  Cost 

Eng'g  News-Record      1913   -      100 


Wholesale  Commodities 

U.  S.  Bur.  Lab.  Stat.      1926   =      100 


Wholesale  Commodities 

Bradstreet  1913  =   9.21 


Retail  Food 

U.  S.  Bur.  Lab.  Stat.     1913  -      100 


Cost  of  Living 

Nat.  Ind.  Conf.  Bd. 


1923   -      100 


General  Business 

The  Business  Week  Normal   -     100 


Industrial  Activitv 

Elec.  World,  kw.-hr.  used    1923-25-100 


Bank  Clearings 

Outside  N.  Y.  City         1926 


100 


Latest 


Sept.,  1931 
7.81 


Sept.,  193! 
116 


Sept.,  1931 
232.9 


Sept.,  1931 
167 


Sept..  1931 

171.4 


Aug.,  1931 

70.2 


Sept.,  1931 

8.49 


Aui?.,  1931 
119.7 


July,  1931 

85.9 


Sept.  5,  1931 
72.5 


Aug..  1931 

97.3 


AuK..  1931 
66.0 


Month 
Ago 


Auk.,  193! 
7.81 


Aug.,  1931 

113 


Auk.,  1931 
232.9 


tAug.,  1931 

167 


fAuK.,  1931 

171.4 


July,  1931 
70.0 


Auk.,  1931 
8.79 


July,  1931 
119.0 


June.  1931 

85.9 


Auk.  8,  1931 
73.4 


July,  1931 
97.9 

July,  193! 
68.6 


Year 

Ago 


Sept.,  1930 
7.78 


Sept.,  1930 
133 


Sept.,  1930 

231.8 


Sept.,  1930 

196 


Sept.,  1930 
199.6 


Aug.,  1930 
84.0 


Sept.,  1930 
10.42 


Aug.,  1930 
143.7 


July,  1930 

95.2 


Sept.  6,  1930 
83.5 


AuE.,  1930 

105.3 


Aug.,  1930 

86.9 


Last  Five  Yean 


High 


July,  1931 
7.81 


Dec.,  1926 
159 


April,  1931 

233.2 


Nov.,  1928 
206 


Jan.,  1927 
211.5 


Sept.,  1928 

100.1 


Jan.,  1928 

13.57 


Dec.,  1926 

161.8 


Nov.,  1926 
104.0 


Oct.  6,  1928 
117.6 


Feb.,  1929 
140.4 


Oct.,  1929 
111.8 


Low 


Sept.,  1926 
7.35 


Aug..  1931 

113 


Sept.,  1926 
226.1 


Aug..  1931 
167 


Aug.,  1931 
171.4 


June,  1931 

70.0 


Sept.,  1931 
8.49 


June,  1931 

118.3 


June,  1 93 1 

85.9 


Aug.29,  1931 
71.0 


Aug.,  193! 

97.3 


Aug.,  1931 

66.0 


•The  four  index  numbr-rs  marked  with  an 
aHierick  are  computed  bv  Mr.  Richpy.  Fares 
index  is  averag-p  street  railway  fare  in  all  United 
States  cities  with  a  population  of  50.000  or 
over  except  New  York  City,  and  weiphted  ac- 
rordinif  to  population.  Street  Railway  Materials 
index  ie  relative  average  priee  of  m^erials  (in- 
cluding^   fuel )    usetl    in    street    railway    operation 


and  maintenance,  weighted  according:  to  average 
use  of  such  materials.  Wages  index  is  relative 
average  maximum  hourly  wage  of  molormen, 
conduclors  and  operators  on  116  of  the  largest 
street  and  interurban  railwaj'fl  operated  in  the 
United  States,  weighted  according  to  the  number 
of  such  men  employed  on  these  roads. 
tRevised. 


Material  Prices 

OCTOBER  2,  1931 


Metals — New  York 

Copper,  electrolytic,  delivered,  cents  per  lb.  7 .  00- 

Lead 4.23 

Nickel,  ingot 33.00 

Zinc 3.95 

Tin,  Straits 22.  20 

Aluminum.  98  to  99  per  cent 22.90 

Babbitt  metal,  warehouse 

Commercial  grade 34.75 

General  service 29. 00 

Track  Materials — ^Pittsburgh 

Standard  steel  rails,  gross  ton $43. 00 

Track  spikes,  A-in.  and  larger,  per  100  lb....  $2.70 

Tie  plates,  steel,  cents  per  1 00  lb 1.95 

Angle  bars,  cents  per  100  lb 2.  75 

Track  bolU.  per  100  lb 3.  90 

Ties,  6m.x  8m.x8  ft.. 

White  Oak,  Chicago 1.05 

Long  leaf  pine.  New  York 1 .  00 

Waste — New   York. 

Waste,  wool,  cents  per  lb 1 1 .  00 

Waste,  cotton  (100  lb.  bale),  cents  per  lb.: 

White 6. 50-9.  OO 

Colored 5. 50-8. 00 

Wire— New  York 

Bare  copper  wire,  cents  per  lb 9.01) 

Rubber-covered  wire.  No.  14.,  per  1,000  ft —  $3.75 

Weatherproof  wire  base,  cents  per  lb 11.00 

Paint  Materials — New  York 

Linseed  oil  (5  bbl.  lots),  cents  per  lb 8.  20 

White  lead  in  oil  (100  lb.  keg),  cents  per  lb..  13.25 

Red  lead  in  oil 14.75 

Turpentine  (bbl.  lots),  cents  per  gal 38.00 

Putty,  com'l  grade,  100  lb.  tubs,  cents  per  lb.  5.  50 

Hardware — Pittsburgh 

Wire  nails,  per  keg $  1 .  90 

Sheet  iron  (24  gage),  cents  per  lb 2.  40 

Sheet  iron,  galvanized  (24  gage),  cents  per  lb.  2. 90 

.■\uto  body  sheets  (20  gage),  cents  per  lb 3.  10 

Fender  stock  (20  gage),  cents  per  lb 3. 20 

Bituminous  Coal 

Pittsburgh  mine  rim.  net  ton $1.35 

Central  111.  screenings '  ■  00 

Kansas  screenings,  Kansas  City 1 .  jO 

Big  seam,  .\la.,  mine  run 2.15 

Smokeless  mine  run,  Chicago 1 .  90 

Paving   Materials 

Paving  stone,  granite,  5  in.,  f.o.b.: 

New  York — Grade  1 ,  per  thousand $  1 20 .  00 

Wood  block  paving   3},    16  lb.   treatment, 

N.Y.,  per  sq.yd.,  f.o.b 2.00 

Paving  brick,  3Jx8Jx4.  N.Y.,  per   1,000  in. 

carload  lots,  f.o.b 50. 00 

Paving  brick,  3x8ix4,  N.  Y.,  per   1,000  in. 

carload  lots,  f.o.b 45 .  00 

Crushed   stone,    J-in.,   wholesale,   f.o.b.   per 

cu.yd 1.80 

Cement,  Chicago,  in  carload  lots,   without 

bags,  delivered 1-95 

Gravel,  i-in.,  cu.yd.,  wholesale,  f.o.b i .  60 

Sand,  cu.yd.,  wholesale,  f.o.b ' .  00 

Asphalt,  in  pkg.  N.Y.,  f.o.b.  ref.,  per  ton 16. 00 

Scrap — New  York 

Heavy  copper,  cents  per  lb 5. 00 

Light  copper 4.15 

Heavy  brass 2. 60 

Zinc.: 1.50 

Lead,  heavy 3 .  00 

Mixed  babbitt 3. 25 

Battery  lead  plates 1-20 

Cast  aluminum i'Zi 

Sheet  aluminum on 

Auto  radiators '. *i'5ft 

Tires,  standard,  mixed,  per  ton $3.00 

Inner  tubes,  mixed,  per  cwt $1 .  20 

Old  Material — Chicago 

Steel  car  axles,  net  ton "i'  ?! 

Cast  iron  car  wheels,  gross  ton 9.75 

Steel  car  wheels,  gross  ton 9. 00 

Leaf  springs,  cut  apart,  gross  ton 10.00 

Angle  bars,  gross  ton 9.  50 

Brake  shoes,  net  ton ^'\i 

Steel  rails  (short),  gross  ton 1 1 .  25 

Relaying  rails,  gross  ton  (65  lb.  and  heavier)  24.  50 

Machine  shop  turnings,  gross  ton 4. 25 

Coil  springs,  per  gross  ton 10. 25 

Frogs,  switches  and  guards  cut  apart,  per 

gross  ton 8.25 


Electric  Railway  Journal- 
620 


-Vol.75.  No.ll 


October,  1931  ELECTRIC  RAILWAY  JOURNAL  H 

IN  1930-31 

(JULY  TO  JULY) 

5,500,000,000 

PASSENGERS    CARRIED 
WITH   ONLY  9  FATALITIES 


Most  of  the  trolley-cars 
are  Peacock  Staffless 
Brake  equipped  .  .  .  ! 


UoiiY  imbout   moiirs/ 

t  - 

SAFETY-SPEED-CERTAINTY 


National  Brake  Company 

89t)  Ellicott  Square,  Buffalo,  N.  Y. 

Canada: — Lyman  Tube  &  Supply  Co.,  Ltd.,  Montreal 
The  Ellcon   Co.,   General   Sales   Representative,   50   Church   Street,   New   York   City 


12 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


K28 

for  28°  bevel  mountings 

Sizes:  5",  6",  7",  8" 

and  9-10" 


Modern  pneumatic  truck  tires  —  regardless  of  make  — 
need  a  modern  rim  which  makes  tire  changing  quick 
and  easy. 

Let  your  eye  follow  that  arrow,  and  you  will  see 
how  Goodyear  huilds  the  rim  which  meets  this  need 
—  a  split  base  rim  with  continuous  ring  and  open  end 
valve  slot— a  rim  that  takes  the  fight  out  of  tire  changing. 

You  can  use  Goodyear  K  Rims  straight  through  your 
fleet— on  large  wheels  or  small  ones.  They  mean  greater 
speed  in  mounting  tires  or  taking  them  oJBF —  as  well  as 
safety,  lightness  with  strength,  and  are  fully  interchange- 
able. Find  out  all  the  advantages— and  savings— specify 
K  Rims  —  write  to  Rim  Department,  The  Goodyear  Tire 
&  Rubber  Company,  Inc.,  Akron,  Ohio. 

"THE      MAN     WHO      CHANGES     THE     TIRES     LIKES    'K'    RIMS" 


K-28 


RIMS 


K-18 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


13 


GOODYEAR  TIRES 

ARE  THE  OIVLY  TIRES 
TO  USE  W\  OUR  TYPE 
OF   SERVICE" 


Forty  cuachft  comprise  the 
»igkt»c«ing  ftmet  of  Tanner 
Motor  Tour»f  Los  Angelett 
California.  For  5  yearit, 
they  hare  used  (iooti^enr 
Tires   exclusirely 


— says  Tanner  Motor  Tours 


w« 


HERE  distances  are  great  and  safety  must  be 
combined  with  dependable  performance  .  . .  Goodyear 
Tires  are  the  only  tires  for  our  type  of  service."  These 
statements  are  taken  straight  front  a  letter  written  by 
Tanner  Motor  Tours.  ''In  your  All -Weather  Tread  we 
get  sure-footed  safety  that  is  so  important,  particularly 
over  mountain  roads.  The  Supertwist  cord,  too,  gives 
extra  resilience  and  vitality  so  that  delays  in  our 
schedules  have  been  practically  unknown.  That  is  why, 
for  the  past  five  years,  we  have  been  using  Goodyear 
Tires  exclusively." 

/.srt't  thut  a  good  rea^son  why  your  fleet 
also  should  be  on  Goodyears? 


THE      GREATEST      NAMK 


I  IN      RUBBER 


IT    PAV»     TO     KPKCIFY    fiOOUYKAKK    WHKW    YOt'     ORUKK     .'V  K  W     <:OA«:HKW 


14 


liLECTRIC  RAILWAY  JOURNAL 


Oclober,  1931 


Ih£ 


MILWAUKEE  WINS  - 
-  AND  THERMIT  ALSO 


llllllllllllllilllllllllllllllllllllllllillllilllllllllllllllllllllllllllllllllllllllllllllllllllll^ 

IIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIilllllllllllllllllMllllllllllllllllllllllllllllllllllilllllllll 


I)  ('//,s  >treel,  MHwuukee,  bettveen  2ilth  Street  and  :i:ird 
Street.  Thix  photograph  xhotvs  excellent  condition  of  track 
and  pavement  six  years  after  laying. 


(ireen field  Ate.,  Milwutikee,  nine  years  after  laying  of  truck 
and  paring. 


METAL     £>  TH  E  R  A^ 


120  Broadway,  New  York,  N.  Y. 
I'illsbiirgh  Chicago  Albany  So.  San  Francisco  Toronto 


SCORES  AGAIN ! 


October,  1931 


ELFXTRIC  RAILWAY  JOURNAL 


15 


llli 
■III 


rjHg^:j^:i 


*'.MORE  REVENUE  FROM  MORE 
RIIIER!^''  The  Milwaukee  Wayl 

•  This  was  the  principal  theme  in  the  Milwaukee  Brief! 
Everything  possible  to  make  riding  attractive!  A  fare 
system  to  appeal  to  the  pocket-book!  Rolling  stock  that 
is  modern  and  comfortable!  .  .  .  And  track  that  is 
smooth  riding  and  quiet. 

Milwaukee  was  one  of  the  early  users  of  Thermit!  Since 
1915,  they  have  been  steadily  adding  to  the  number  of 
Thermit  welded  joints. 

Now  70%  of  all  track  of  this  Company,  located  in  paved 
streets,  is  Thermit  welded. 

One  of  the  ''accomplishments"  cited  in  the  Milwaukee 
Brief  for  the  Coffin  Award  is  their  recent  adoption  of  the 
new  method — "Thermit- Welding-Under-Traffic,"  Here 
it  what  they  say  it  does — (1)  eliminates  night-work;  (2) 
obtains  better  workmanship  in  daylight;  (3)  decreases 
hazards  of  night-work;  (4)  effects  savings  by  welding 
joints  as  soon  as  rails  are  cut-in  to  the  track,  instead  of 
placing  temporary  paving,  and  re-opening  at  night.  When 
rails  are  cut-in  several  days  in  advance  of  welding,  the 
lra«'k  foun«lation  may  Ite  loosened  and  damaged  before  the 
wcldi-  arc  a])plic(l. 


ATION 


I  PillsbnrfEh 


120  Broadway,  New  York,  N.  Y. 

Chicago  Albany  So.   Francisco 


iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMinniinMiiMiiiiiiiiiiiiii 


COFFIN  AWARDS  Since  1923 

Users  of  Thermit  Welding 
are  marked  with  check  / 


/ 


/ 


s/ 


s/ 


s/ 


V 


V 


1923 


1924 


1925 


1926 


1927 


1928 


1929 


1930 


1931 


CHIC,  NO.  SHORE 
&  MILW.  R.R. 


NORTHERN  TEXAS 
TRACTION  CO. 


PITTSBURGH  RAILWAYS 
COMPANY 


PENNSYLVANIA- OHIO 
ELECTRIC  CO. 


GRAND  RAPIDS 
RAILROAD  CO. 


VIRGINIA  ELEC.  & 
POWER  CO. 


CHIC,  SO.  SHORE 
&  SO.  BEND  R.R. 


YOUNGSTOWN 
MUNICIPAL  RY.  CO. 


MILW.  ELEC  RY. 
&  LIGHT  CO. 


Toronto 


16 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


^C    INDIANA    SERVICE    CORPORATION 
3D  NEW    LIGHT   WEIGHT    CARS 


EQUIPPED  WITH 


Conimon\vealth  Trucks 


"EQUALIZED  SWING  MOTION  TYPE" 

These  high-speed  interurban  passenger  cars  are 
an  outstanding  example  of  modern  engineering. 
They  are  equipped  with  Commonwealth  light 
weight  equalized  swing  motion  trucks,  the 
frame  including  pedestals,  likewise  the  bolster 
and  spring  plank  being  integral  steel  castings. 


Commonwealth  trucks  are  a  most  important 
factor  in  making  possible  an  unusually  high- 
speed schedule.  These  trucks  provide  for  the 
utmost  in  riding  comfort,  maximum  of  safety 
and  lowest  possible  maintenance  costs.  Investi- 
gate their  possibilities  for  your  service. 


I 


GENERAL  STEEL  CASTINGS 
CORPORATION 

EDDYSTONE.  PENNA. 
GRANITE  CITY,  ILLINOIS 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


17 


98,000  MILES 


PER  EXIDE 


•Ve  are  highiy  pleased  wilh  Ihe  service 2^^ 


Lei  iu;  show  YOU  how  to  gel  lowe&;  cosl  per  bus  mile. 


iig  Transportation  Company. 


The£xide  Motor  Coach  Ballerv — long-lived 
dependable,  economical. 


£xi5e 

MOTOR  COACH 
BATTERIES 

THE 


en 

& 
m 

fti 
u 

Pn 

H 
CO 

O 
O 

H 
(0 
U 

o 

I-] 

M 

> 

O 


AT  is  the  average  service  Reading  Transportation  Com- 
(Reading  Railroad)  get  from  their  Exide  Motor  Coach  Bat- 
89  buses  now  in  use — 4,000,000  miles  operated  in  the  past 
roper  maintenance  an  important  factor. 

The  experience  of  the  Reading  Transportation  Company  is  only- 
one  of  the  many  proofs  that  Exides  give  lowest  cost  per  bus  mile. 
It's  the  built-in  dependability,  uniform  rugged  construction,  plus 
proper  maintenance  that  makes  Exide  Batteries  cost  least  per  mile. 
There  are  no  weak  spots  in  an  Exide  .  .  .  rebuilding  is  not  neces- 
sary. This  battery  is  in  your  bus  till  it  wears  out,  and  it  gives  you 
reliable  performance  all  the  way. 

Of  course  you  want  to  keep  maintenance  figures  from  piling  up. 
The  question  is,  "How?"  Our  extensive  engineering  experience  en- 
ables us  to  show  you  how  to  get  lowest  cost  per  bus  mile.  Don't  hesi- 
tate to  make  your  problem  ours.  We  want  to  serve  you  as  well  as  sell 
batteries.  To  show  you  that,  while  first  cost  is  slightly  more,  Exides 
cost  least  in  the  long  run.   Write  today  for  facts.  No  obligation. 


ELECTRIC      STORAGE      BATTERY      COMPANY,      Philadelphia 

THE  WORLDS  LARGEST  I^NUFACTURERS  OF  STORAGE  BATTERIES  FOR  EVERY  PURPOSE 
MI<le  Batteries  of  Canada,  Limited,  Toronto 


18 


ELECTRIC  RAILWAY  JOURNAL 


October.  1931 


SO  CO  NY  helps  save 
V/i^  per  bus  mile 


One  of  the  Socony  fueled  and  lubricated  buses  operated  by   the  Cayuga  Omnibus  Corpora, ion  between  Auburn  and 
^  Syracuse,  N.   Y.    This  company  also  operates  buses  in  Auburn  and  the  surrounding  territory. 


FROM  22.3?i  per  bus  mile  to 
20.8^  per  bus  mile  .  .  ,  that's 
the  reduction  made  in  operating 
expenses  since  Socony  has  been 
fueling  and  lubricating  the  twenty- 
one  buses  of  the  Cayuga  Omnibus 
Corporation  operating  in  the  city 
of  Auburn,  New  York,  and  in  the 
immediate  vicinity.  Also— the  buses 
have  turned  in  better  service  rec- 
ords with  less  time  out  for  repairs 


since  Socony  was  put  on  the  job, 
fulfilling  the  company's  motto, 
"Intelligent  Transportation." 

For  low-cost,  efficient  operation, 
you  will  find  that  Socony  products 
fuel  and  lubricate  your  fleet  most 
satisfactorily.  That's  so  whether 
you  operate  six  buses  or  sixty,  and 
whether  you  run  them  ten  miles 
a  day  or  one  hundred. 


SOCONY 


BANNER    GASOLINE 


SPECIAL   GASOLINE    plus    ETHYL 


SOCONY    DE-WAXED    MOTOR   OIL 


STANDARD  OIL  COMPANY  OF  NEW  YORK 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


SAN   FRANCISCO 


PABCO 

multiple 
"protection 


FROM  CALIFORNIA 
TO  SOUTH   AFRICA 


MASTIPAVE 

ac/c/s  years  of  life 
to  street  car  floors . . 

signs  of  wear  whatever" 
one-third  of  the  time"  . 
to  cover  all  cars." 


Durban,  South  Africa,  says:*  After  2700 

miles,  carrying  423,000  passengers,  "no 

.  "maintenance  cost  nil"  .  .  .  "cars  cleaned  In 

"easier  on  conductors'  feet"  .  .  .  "continuing 


In  San  Francisco  a  similar  story.  And  wherever  MASTIPAVE  is  used! 
Street  cars,  factories,  railroads,  schools,  hospitals,  offices.  Any  floor  or 
stairway  that  must  withstand  heavy  traffic.  Will  even  outwear  steel  treads. 

MASTIPAVE  Is  very  low  In  cost  and  extremely  durable.  Vv'aterproof,  rot- 
proof,  vermin  proof.  Non-slip  even  when  wet.  Resilient,  quiet.  V/rlte  for 
free  booklet. 

*  Name  oil  request 

THE  PARAFFINE  COMPANIES,  INC.  THE  COTT-A-LAP  COMPANY 

475  BRANNAN  STREET,  SAN  FRANCISCO  SOMERVILLE,  NEW  JERSEY 

Offices  in  Principal  Cities 

Manufacturers  of  Pob-Cote,  Pobco  Multi-Service  Paints,  Varnishes,  Lacquers  and  Enamels,  Pabco  Waterproofing  Paints  ond 
Compounds,  Mastipove,  Pobco  10,  15  ond   20  Year  Roofs,  Molthoid   Membrane    Dompcourse,   Pabcobond   and   Other   Products 


URBAN 


THE  LOW-COST 

LONG-LIFE 

FLOOR  COVERING 


151 


PABCO  MASTIPAVE- 


20 


KI.KCTRIC  RAILWAY  JOURNAL 


October.  1931 


MORE 

and 


More 

OP£RATO/lS 


■|[^^^^^H 

^^^B^^^^^^l 

m         wmmm    ma^  i  hh  m 

I    ■■!■! 

i 

SPECUl  ^^^^^^^^^^^^^H 

ik^si^Sj^B 

21-PASSENGER    CITY    TYPE    COACH 


,^ 

^^^^_^^^___ ,               "n 

^B  nil  1  ■  ■ 

eiii  II  iwmiflH 

21-25    PASSENGER    PARLOR    COACH 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


21 


1- Prefer  these  sizes 

2 'Prefer  Fargo  Coaches 
in  these  sizes 


More  and  more  operators  are  showing  a  preference  for  these  sizes  on 
many  routes  for  reasons  of  greater  economy  and  greater  adaptability. 
And  more  and  more  operators  are  selecting  Fargo  Coaches  for  the 
following  reasons: 

BECAUSE  the  City  Type,  with  seats  for  21  passengers  and  aisle  and 
loading  well  space  for  upwards  of  40  standees,  provides  the  increased 
capacity  needed  for  the  peak  hours.  * 

BECAUSE  circulating  load  features  in  the  City  Type  assure  rapid  pas- 
senger movement. 

BECAUSE  the  21-25  passenger  Parlor  Coach,  with  reclining  seats,  pro- 
vides ample  capacity  for  average  inter-city  service. 

BECAUSE  these  coaches  .  .  .  with  a  wheelbase  of  172  inches  .  .  .  provide 
the  greatly  desired  flexibility  in  traffic  and  the  interior  roominess  usually 
available  only  with  a  much  longer  wheelbase. 

BECAUSE  each  coach  is  modern  through  and  through— with  its  economical 
120-horsepower  8-cylinder  engine  that  is  readily  accessible  or  quickly 
removable;  full-floating  worm-drive  rear  axle;  10"  double-drop  frame; 
unusually  short  turning  radius;  internal  hydraulic  4-wheel  brakes  with 
booster;  10^/4-gallon  cooling  system;  and  many  other  features  whose 
advantages  have  been  amply  proved  by  exacting  operators  for  hundreds 
of  thousands  of  revenue  miles. 


r^. 


c-  ® 


BUILT    BY    CHRYSLER    MOTORS 


FARGO  MOTOR  CORPORATION,  DETROIT,  MICHIGAN 

DIVISION  OF  CHRYSLER  CORPORATION 


77 


ELECTRIC  RAILWAY  JOURNAl, 


October,  1931 


•:i#.-^3 


For  low  cost-per-mile 
For  trouble-free  service 
For  Safety 


It  is  significant  that  Bethlehem 
Wrought  Steel  Wheels  are  so  widely 
used  on  electric  railways.  Signifi- 
cant,   because   there    is    no    more 

severe  service  demanded  of  wheels  than  that  resulting  from  today's 

higher  speeds,  and  the  much  quicker  starting  and  stopping  of  cars. 

Only  wheels  of   high   character  can  stand   up  under   the  extremely 

heavy  traffic  of  modern  cities  and  their  suburbs. 

Bethlehem  Wrought  Steel  Wheels  have  strength,  endurance  and  wear- 
ing qualities  worked  into  them  during  the  process  of  manufacture. 
Five  distinct  forging  and  rolling  operations  are  required  to  make  a 
Bethlehem  Wheel.  The  forging  gives  the  metal  density  and  toughness. 
The  rolling  establishes  a  refinement  of  grain  structure,  with  a  corres- 
ponding increase  in  strength  and  ductility.  Each  wheel  is  carefully 
inspected  at  every  step  throughout  the  process  of  manufacture. 

If  you  investigate  these  wheels  you  will  learn,  as  so  many  other  elec- 
tric railway  executives  have  learned:  that  for  trouble-free  service,  for 
safety,  for  low  cost-per-mile,  Bethlehem  Wrought  Steel  Wheels  are 
unsurpassed. 


BETHLEHEM  STEEL  COMPANY 


General  Offices:   BETHLEHEM,   PA. 


District  Offices:    New  York,  Boston,  Philadelpfiia,    Baltimore,   Washington,  Atlanta,  Buffalo,  Pittsburgh, 
Cleveland,  Cincinnati,   Detroit,  Chicago,  St.   Louis. 

Pacific    Coast    Distributor:    Pacific    Coast    Steel    Corporation,      San     Francisco,    Los    Angeles,    Seattle, 

Portland,    Honolulu. 

Export  Distributor:   Bethlehem   Steel   Export  Corporation,  25  Broadway,   New  Yorl<  City 


BETHLEHEM 

Wrought  Steel  Wheels 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


23 


^ 

¥ 


Be  Prepared  .  .  ♦  change  to  the  correct 
winter  grade  of  KDDLMDTDR  OIL 

the  perfect  Pennsylvania  Motor  Oil 


THIS  "Winter  protect  your 
heavy-duty,  high-powered 
bus  engine — and  your  profits 
— against  the  wear,  tear  and  ex- 
pense of  hard  starting.  Prevent 
iindue,  costly  strain  on  your 
batteries  and  starting  mecha- 
nism by  using  KOOLMOTOR  Oil 
— the  ideal  W^inter  lubricant. 

This  special  low^  cold- test 
oil  flows  freely  at  the  touch  of 
the  starter — distributes  quickly 


to  moving  surfaces — elimi- 
nates the  drag  of  slow  starting. 

And  remember  the  fact  that 
KOOLMOTOR  Oil  cools  as  it 
lubricates.  This  cooling  feature 
is  equally  as  important  to  your 
hot  running  bus  engines  in 
Winter  as  in  Summer — com- 
bustion temperatures  are  the 
same  inside  your  engine 
irrespective  of  whether  outside 
conditions  are  warm  or  cold. 


Cold  days  are  coming — be 
prepared!  Order  your  W^inter's 
supply  of  KOOLMOTOR  now. 

Write  to  Cities  Service 

60  Wall  Street  >  New  York 


t 


<  ONCE  -  ALWAYS  > 


Cities  Service 
Radio    Concerts 

Fridays,  8  P.  M.,  Eastern 
Standard  Time,  WEAF 
and  36  Associated  Stations 
on  N.B.C.  Coast-to-Coast 
Network  —  Cities  Service 
Orchestra,  Cavaliers  and 
Jessica  DraRonette. 


Cities  Service  Oils  and  Gasolene 


24 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


Electric  railway  journal 

MAirfTENANCE  AWARD 

I.  Presented  to  the  ^ 

Georgia  power  oomb^ny  ^^ 

ATLANTA  DIVISION 

for  its  contribution 

to  the  improvement  of 

maintenance  practices  in  the 

transportation    industry 

through  participation  in  i 

V  Electric  RAILWAY  Journal  A 

MAINTENANCE  CONTEST     > 
1931 


THE 

NOVEMBER  NUMBER 

OF 

Electric  Railway  Journal 


will  illustrate  and  describe  the  maintenance  methods  and  equipment  used 
by  the  Georgia  Power  Company  in  obtaining  the  remarkable  results  that 
won  this  Award. 

Special  articles  in  the  November  Number  will  be  devoted  to  this  subject, 
analyzing  in  detail  the  maintenance  methods  and  practices,  and  the  equip- 
ment used  by  the  winning  company,  such  as  rolling  stock  and  shops,  way 
and  structures,  overhead  lines,  buses,  materials,  parts  and  supplies. 

In  the  advertising  pages  of  that  Number,  additional  information  will  be 
found  in  the  advertisements  of  leading  manufacturers,  displaying  and 
explaining  the  details  of  their  latest  products. 

The  November  Number  will  be  mailed  to  subscribers  November  5.  Adver- 
tising forms  will  close  October  23. 

Cuts  and  copy  should  be  sent  to  Electric  Railway  Journal, 
330  West  42d  Street,  New  York  City,  N.  Y. 


Six  Cylinder  Model  Weighins  5500  Pounds 

MODEL  "15" 


«        «       « 


$3500  f.  o.  b.  Kent,  Ohio 
17  PASSENGER 


[ 


nc 


r;i 


B 


JUJUILI 


n 


mnnni  nnnnnD 


nn 


THE    MOST    TALKED    ABOUT 


TWIN  COACH  builds  vehicles  to  meet  a 
problem.  This  is  the  history  of  the  institu- 
tion and  of  the  man,  Frank  R.  Fageol.  It  is 
the  secret  of  any  success  we  have  in  the  transpor- 
tation field. 

In  1922  there  was  a  real  demand  for  a  low  hung, 
swift  moving  coach  for  the  development  of  com- 
mercial transportation  on  the  great  highway  sys- 
tem which  the  private  automobile  had  been  instru- 
mental in  developing. 

Thereupon  Fageol  presented  his  famous  Safety- 
Coach,  which  really  sponsored  highway  passenger 
transportation  as  we  know  it  today. 

In  1927  the  Urban  Street  Railway  executives  were 
looking  for  a  motor  coach  with  body  and  loading 
arrangements  similar  to  those  of  the  rail  trolley  car 
upon  which  they  had  built  their  business  for  the 
previous  30  years. 

Thereupon  Twin  Coach  offered  the  successful  and 
standardized  40  passenger  Twin  Coach  with  dual 
motors,  today  by  far  the  largest  seller  in  its  class. 

Right  now  scores  of  operators  in  the  railway  and 
inter-city  bus  field  are  seeking  the  other  extreme, 
a  thoroughly  reliable  small  coach  built  of  genuine 
motor  bus  parts  and  at  a  list  price  not  to  exceed 
$3,500.00  fully  equipped.  They  have  been  in  many 
instances  trying  to  meet  their  needs  with  converted 
general  purpose  automotive  truck  or  pleasure  car 
chassis,  bearing  locally  built  utility  bodies. 

Neither  the  patron  nor  the  operator  has  been  happy 
with  such  equipment. 

Based  upon  the  actual  economics  of  the  situation 
facing  the  operator  and  from  the  wealth  of  bus 
engineering  experience  we  now  offer  for  this  re- 
cently arisen  situation  the  Model  1  5  Twin  Coach. 

It  is  built  really  to  fill  the  schedules  of  franchise 
lines  where  service  must  be  rendered  for  policy 
reasons,  whether  there  is  a  profit  or  not;  it  is  built 


to  carry  17  seated  passengers  plus  quite  a  few 
standees,  providing  for  them  roomy  quarters,  full 
head  room,  touring  car  riding  comforts  and  quick 
passage  due  to  surplus  power  and  the  maneuver- 
ability in  traffic  which  comes  with  a  132"  wheel-i 
base  and  a  69"  width — plus  a  driver  out  in  front 

There  is  something  about  the  low  hung  appearance 
of  this  unit  that  gives  it  a  fascinating  and  inviting 
appearance  as  far  as  the  prospective  customers  on 
the  curb  are  concerned.  It  has  but  one  step  of 
entry,  12"  in  height,  and  the  floor  level  inside  the 
vehicle  maintains  this  height,  giving  with  the 
wide  door  an  unusually  quick  loading  and  unload- 
ing arrangement. 

The  unit  is  built  of  the  best  materials  we  can  buy! 
all  metal  with  body  sides  and  roof  of  duralumin! 
Powered  with  6-cylinder  Twin  Coach  designed  engind 
(built  by  Hercules)  mounted  on  rubber,  it  offers 
tough  resistance  to  hard  service  in  outlying  district 
with  questionable  road  surfacing.  Furthermore 
asks  remarkably  little  in  the  way  of  maintenance 
including  gas  and  oil.  In  fact  the  unit  shows  qualiti 
manufacture  in  every  appointment;  even  to  hardware 
interior  trim,  painting  and  seat  structure. 

We  do  not  believe  this  vehicle  could  be  built  at  tl 
price  except  under  a  manufacturing  policy  like  oi 
own  where  we  purposely  build  a  standardized  line 
of  vehicles  placing  ourselves  in  a  position  to  utilize 
materials  purchased  on  the  basis  of  interchange- 
ability  between  models.  Every  part  in  this  vehicle, 
except  for  proportion,  has  stood  the  test  of  service 
in  the  hundreds  of  Twin  Coach  units  already  on 
the  road  in  gruelling  "stop  and  start"  service. 

As  remarked  heretofore,  in  producing  this  unit  we 
go  from  the  extreme  of  our  success  with  the  large 
40-passenger  vehicle  to  the  building  of  this  new 
small  transportation  tool,  because  the  success  of 
our  institution  we  believe  always  will  lie  in  our 
ability  and  readiness  to  meet  the  situation  facing 
the  customer. 


LARGEST  EXCLUSIVE   BUILDERS 


'STOP    AND    START"   TRANSPORTATION 


11 
II 


■BMIMIIM 


II 


VEHICLE   AT   ATLANTIC    CITY 


LARGEST   EXCLUSIVE  BUILDERS 


"STOP    AND    START"   TRANSPORTATION 


inH!BBHBiiiiim!B«»i 


General   Specifications 

All  Twin  Coaches  Manufactured  Under  Patents  Pending  and  Issued 


Overall  length  with  bumpers  and  visors 

Overall  length  without  bumpers   and  visors.. 

Overall   width   - — 

Overall  height    (loaded)   - 

Wheel    Base    — 


Tread,   Front   and   Rear 

Turning    Radius,    approx.    

Body  Overhang,  Front  

Body    Overhang,    Rear 


213'//' 

.-.-202  "/j" 

69" 

.. S7'A" 

132" 

59ft" 

21' 

31" 


: 3  5  "^ 

Interior  Head   Room  in  Aisle 74 

Interior  Head  Room  at  Seats — 65  '/i 

Road  Clearance,  minimum  under  rear  axle - 8 

Road  Clearance,  lowest  point  of  body 10 

Maximum   Body  Clearance  at   Front   End 11%" 

Maximum  Body  Clearance  at  Rear  End 12 

Weight  - .....5,500  lbs.    (approx.) 

GENERAL  ASSEMBLY — Body  and  running  gear  structural  framework 
all  made  out  of  steel,  riveted  together.  Running  gear  consists  of  special 
shape  brass  steel  channel  cross  members  onto  which  spring  brackets  arc 
mounted. 

uixl  ^4x1  '/i  standard  tee  iron  used  for  body  structure  extending  from 
body  rail  to  the  roof  and  down  to  the  other  side  in  one  piece,  except  at  the 
end  where  short  interconnecting  members  are  employed.  Window  upper 
and  lower  headers  consist  of  iV. xl  '/^xl  '/j  angle  iron,  extended  clear  around 
body  except  that  at  the  entrance  and  emergency  doors  the  lower  window 
headers  are  interrupted. 

Body  outside  covering,  including  roof,  roof  corners  and  lower  body,  is  of 
I'li"  thick  heat-treated  aluminum  alloy  sheet. 

Flooring  consists  of  Yj"  thick  7-ply  Fir  Plywood,  specially  treated  for 
maximum  serviceability.  The  floor  is  supported  on  body  sides  and  at 
center  by  means  of  steel  structural  members.  Floor  finish  consists  of 
especially  prepared  plastic  composition  painted  on.  This  gives  a  maximum 
durability  and  light  weight,  and  is  especially  easy  to  maintain. 
Glass  is  used  clear  around  the  body.  The  front  corner  sash  hinge  for 
ventilating  purposes,  while  windshield  glass  is  '^-4"  laminated  safety  glass 
and   stationary   mounted. 

Rear  end  full  quarter  corner  glass  is  ',4"  plate,  while  rear  end  flat  glass 
is  %"  double  strength,  Grade  "A,"  window  glass. 

The  side  windows  are  provided  with  heavy  duty  brass  satin  nickel  finish 
lift  sash,  the  detailed  construction  and  installation  of  which  is  exactly  the 
same  as  used  on  the  Models  20,  50  and  40  coaches.  The  upper  sash  is 
interchangeable  with  the  intermediate  size  of  sash  used  on  the  Model  30. 
The  entrance  door  is  just  back  of  the  right  front  wheel  housing  and  con- 
sists of  two  leaf  hinged  door,  one  leaf  of  which  is  hinged  out  from  each 
door  post.  The  door  construction  consists  of  extruded  aluminum  covered 
by  Vb"  thick  heat-treated  aluminum  alloy  sheet  metal.  The  upper  section 
of  the  door  is  paneled  with  ''«"  double  strength  window  glass.  Manual 
control  is  used  for  the  door  from  the  operator's  seat. 

EMERGENCY  DOOR — Located  on  left  side  directly  opposite  service 
door,  made  out  of  dural  structural  members  paneled  on  outside  with  heat- 
treated  aluminum  alloy  sheet  and  equipped  with  raise  sash  on  upper  end  to 
match   other  sash. 

LIGHTS — Headlights,  two  Guide  Tilt-Ray  type   53  5   flush  mounted. 
Marker  Lights,  standard  beehive  3"  dia.  mounted  on  each  corner  of  roof. 
Tail  Light,  Guide  type  264  with   Stop  Light   and   License   Plate  Bracket 
built  integral. 

Interior  Lights,  Two,  5"  frosted  glass  dome  lights  with  21  C.  P.  lamps. 
Dash  Light,  one  dash  light  at  instrument  panel. 

BUMPERS^ — fa  spring  steel  front  and  rear.  These  will  be  the  same  as 
delivery   unit — (except   wider). 

VISORS— Sheet  aluminum  visors  on  front  and  rear  ends. 
ROOF  DRAINAGE — Drip  ledges  provided  above  doors  and  windows. 
INTERIOR  FINISH — Hex.  shape  pilasters  over  window  posts,  between 
upper    and    lower    window    headers.      20    ga.    sheet    aluminum    mounted    to 
blocking  with  oval  head  wood   screws  above  window   upper  headers.      Pro- 
vision for  11"  advertising  cards  on  each  side. 

SEATS — Seating  capacity,  17  passengers,  seated.  Ample  room  in  aisle  for 
standees.     Seats,  chrome  tan  leather,  semi-bucket  type  with  sheet  aluminum 


backs   and   aluminum   pedestals.      Ample   knee   room    provided   throughout. 

Seating   arrangement    consists   of    four    dual    seats    facing    forward    on    let: 

side.      Three   single  seats   facing    forward   on    right   side.      One   single   se,u 

facing    tov.ard    rear    over    right    front    wheel    housing    and    four    passenger 

settee  seats   facing    forward    across    rear   end.      Driver's   scat    at    left    front 

corner  where  maximum  visibility  is  assured. 

HEATING — Kysor  Muffler  Heater  with  two  floor  registers  located  under 

seats  on  left  side. 

Burgess  Muffler  used  in  back  of  Kysor  heater  muffler  to  get  maximum  silcncv 

in  operation. 

DESTINATION  SIGN — Destination  sign  is  located  at  front  end  over 

visor.      Glass  opening    S"    high    by    31  JA"    wide. 

REAR     VISION     MIRROR — Rear     vision     mirror     installation     above 

driver,  giving  complete  view  of  rear  and  interior. 

PAINT   SPECIFICATIONS The   same   as  on  other   coaches. 

MECHANICAL  UNITS — Springs — 42"  long,  2"  wide,  chrome  vana- 
dium steel.  All  springs  are  interchangeable.  Large  capacity  rubber  bush- 
ings used  throughout  requiring  no  lubrication.  Snubbers  consist  of  rubber 
block  type  clamped   to  springs  with  "U"  bolts. 

Front  Axle — Timken   drop-forged  eye-beam  section.  No.    11706-2. 
Rear  Axle — Timken   No.    SI  500   semi-floating  gear   type  of  conventional 
design.     The  standard  ratio  is  4  5/6  to   1. 

Brakes — Four  wheel  internal  expanding  hydraulic  brakes,  2  '/i  wide  by 
15"  dia.  Moulded  brake  lining  and  nickel  cast  iron  drums.  Emergency 
brake  on  transmission,  manually  controlled  with  hand  lever  at  driver's 
right. 

Steering  Gear — Ross,  Model  220  cam  and  lever  type.  Steering  gear  is 
located  at  left  side  ahead  of  front  axle  and  connected  to  axle  steering 
wheel  with  longitudinal  ball  joint  type  drag  link.  18"  wood  steering  wheel. 
Engine — One  Hercules,  6-cylinder  engine  at  extreme  front  end  center  of 
body,  housed  off  to  give  satisfactory  dissipation  of  heat  and  minimum 
passenger  and  driver  interference.  Detachable  "L"  head  aluminum  pistons. 
No.  3  bell  housing  and  with  rubber  mounting  bushings  pressed  into 
sockets,  cast  integral  in  bell  housing  and  gear  case  cover  to  provide  the 
rubber  cushioned  four-point  support.  Engine  has  accessibility  through  top 
and  motor  housing  and  through  removable  shield  on  right  front  wheel 
housing.  Bore  and  stroke,  2y^  x  4^4;  2  81.7  piston  displacement;  33.75 
N.A.C.C.  rating;  73  H.  P.  at  2,800  R.P.M.  176'  lbs.  torque  at  1,000 
R.P.M.  Force-Feed  lubricating  system  through  positive  gear  pump. 
External  type  oil  filter.  Zenith  carburetor  with  Airmaze  Cleaner.  A  C 
fuel  pump,  driven  off  camshaft.  Delco-Remy  Automatic  Advance  Dis- 
tributor (the  same  as  used  on  large  coaches).  D-R  Starting  Motor.  D-R 
6-volt  generator. 

Clutch — Extra  large  single  disc  type  with  J-M  lining  and  nickel  iron  pres- 
sure plate.  Oilless  bronze  pilot  bearing.  Clutch  control  consists  of  short 
remote  linkage  2     pedal. 

Self-operating  Automatic  Clutch  optional  at  small  additional   cost. 
Starter — Eclipse  automatic. 

Transmission — Brown-Lipe  Model  30-C,  equipped  with  heavy  duty  gears. 
Ratio  3.3  to  1  in  low,  1.68  to  1  in  second  and  1.1  in  high  and  4.45  to  I 
in  reverse;  equipped  with  standard  speedometer  drive  take  off  and  pro- 
peller shaft  emergency  brake.  Free-wheeling  unit  on  rear  of  trans- 
mission. Free-Wheeling  housing  carries  the  emergency  brake  spider. 
Transmission  shift  control  by  means  of  conventional  lever  bent  forward 
slightly  to  reach  driver's  seat. 

Drive   Shaft — Cleveland    Steel    Products    No.    28  5    series    with    SKF    self- 
aligning   roller   type   midship  bearing   and  SKF  midship  bearing  housing  in 
drive  line   (the  rear  drive  shaft  is  the  same  as  used  on  delivery  unit). 
Chassis  Lubrication — Alemite  throughout. 

WHEELS — Twin  Ccach  cast  wheels,  spoke  type  made  by  Dayton.  Hub^ 
cast  integral  front  and  rear.  TIRES — Heavy  duty  balloon  7.50  X  18. 
RIMS — Goodyear  type  'K  "  SPARE  TIRE  CARRIER — At  rear  end 
in  vertical  position  against  body  panel,  substantially  mounted.  HORN — 
6  volt  vibrator  type.  WINDSHIELD  WIPER — Folberth  heavy  duty, 
mounted  on  windshield  side  post.  BATTERY — Exide,  3XEIR,  6  volt, 
rubber  case  with  folding  lift  handles  mounted  at  right  front  corner,  vcr> 
accessible.  SPEEDOMETER — Driven  from  back  of  transmission. 
Stewart-Warner  head  mounted  on  instrument  panel  in  front  of  driver. 
Flexible  cable  drive. 


TWIN  COACH  CORPORATION,  KENT,  OHIO 


^Mii^'id^ri* 


., .  Jj 


^^\jf 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


29 


Ti;«^o  Great  Advances  in 
Car  Heating  Equipment 


TERMINAL  EXTENSIONS! 


DEAD  AIR  SPAce 


REFLECTOR 


f? 


99 


AIR  SPACE- 


terminalX 
insuutors 


UTILITY 

Reflector 

TYPE 

Car  Heater 

WITH 

Ciiromalox 
Enclosed  Units 


Gives  Full  Use  of  Electrical  Energy  Input. 

Directs  Maximum  Amount  of  Heat  to  Lower 
Part  of  Car. 

Heats  the  Feet  and  Not  the  Seat. 

The  Greatest  Improvement  Ever  Made  in  Elec- 
trical Car  Heaters. 

^'IJTILITY-ARCOSTAT'' 

Temperature  Control 

Regulates    Within    One   Degree 

Fahrenheit  of  Any  Predetermined 

Temperature. 

Permanent  Operating  Point. 

Highly  Sensitive. 

In  Actual  Service,  Through   Two 

Heating  Seasons,  of  1  197  Arcostats 

Tested  and  Examined,  Only  One 

Out  of  the   Entire    Lot   Failed   to 

Function  I  00  Per  Cent. 

Write  at  once  for  full  informaiion 

WUdVway  Utility  Co. 

Makers  of  Heating  and  Ventilating  Equipment  for  Electric 
and  Steam  Railway  Cars,  Trackless  Trolleys  and  Buses 

2241  Indiana  Avenue  Chicago,  Illinois 


30 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


FOUR 


iTTTnT 


MILES 


11,400  miles  a  day.  Four  million  miles  a  year!  Every  one 
of  these  miles  in  the  South,  where  summer  heat  puts  an 
extra  strain  on  tires.  Yet  under  these  gruelling  conditions, 
the  Camel  City  Coach  Company,  operating  a  fleet  of 
seventy-five  huses  —  HAD  ONLY  FIVE  ROAD  DELAYS 
FOR  THE  FOUR  MILLION  MILES!  But  let  Mr.  J.  L.  Gil- 
mer, President  of  the  Atlantic  Greyhound  Lines,  Camel 
Coach  Division,  tell  you  about  it : — "Even  under  the  most 
severe  conditions  of  road  and  weather,"  says  Mr.  Gilmer, 
*'we  have  found  Firestone  Balloons,  plus  Firestone  serv- 
ice, an  unbeaten  combination.  As  you  can  imagine,  our 
adoption  of  Firestone  has  proven  a  very  considerable 
operating  economy  in  addition  to  increasing  the  traveling 
comfort  of  our  passengers  and  the  punctuality  of  our 
schedules." — Firestone  Balloons  for  your  trucks  or  buses 
SAVE  you  money;  REDUCE  your  road  delays.  Your 
Firestone  dealer  nearby  will  be  glad  to  tell  you  the  whole 
story.  When  purchasing  new  equipment,  be  sure  to  ask  for 
Firestone  Balloons,  Tubes,  Rims,  Batteries, 
Brake  Lining  and  Accessories 


BUS 


■4  <  LISTEN  TO  THE  VOICE  OF  FIRESTONE  EVERY  MONDAY  NIGHT  OVER  N.  B.  C.  NATIONWIDE  NETWORK  ►  ► 


Copyright,  1931.  The  Firestone  Tire  &  Rubber  Co. 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


31 


Long-lived  strength 

unfailing  efficiency 

lowest  center  of  gravity 

permanent  silence 

these  are  combined  only  in 

TIMKEN  WORM  DRIVE 

for  cars,  trolley  buses,  coaches 


THE    TIMKEN-DETROIT    AXLE     COMPANY,    DETROIT,    MICHIGAN 


32 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


BAR   RON 


October,  1931 


K 


ELECTRIC  RAILWAY  JOURNAL 


33 


B 


etter  than  the  best  laid 
plans  and  the  furthest  reach- 
ing theories,  is  the  leadership 
which  puts  them  into  effect. 
Real  leadership  discerns  the 
value  of  effort  and  weighs 
present  sacrifice  against 
future  security.  Real  leader- 
ship gives  and  commands 
a  full  measure  of  coopera- 
tion. Together,  leadership 
and  cooperation  can  master 
any  situation. 


w% 


m 


G.  C  O  L  L  I  E  K 

INC. 


NEW  YORK  CITY 


34 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


Tke  Resiponsiibiliiy 

of  the 

Railroad  K^uipniLeiit  1M anuf acturer 

Every  railroad  equipment  manufacturer  realizes  the  respon- 
sibility that  rests  on  his  shoulders.  He  must  supply  equip- 
ment that  will  enable  the  railroad  to  operate  economically, 
with  a  minimum  of  repairs  and  replacements  and  with  abso- 
lute safety.  No  manufacturer  will  assume  this  responsibility 
without  a  great  amount  of  experience  behind  him.  In  addi- 
tion he  must  maintain  a  constant  series  of  laboratory  experi- 
ments to  improve  his  product  and  to  keep  abreast  of  operating 
conditions.  His  raw  material  must  be  of  the  best  and  this 
material,  as  well  as  every  step  in  his  process  of  manufacture, 
must  be  carefully  checked,  inspected  and  supervised.  Many 
manufacturers  continue  to  inspect  their  equipment  even  after 
it  is  placed  in  service.  Thus  manufacturers  are  able  to  stand 
behind  the  things  they  make,  and  to  accept  the  responsibility 
for  them.  The  Standard  Steel  Works  Company,  because  of 
their  adherence  to  these  principles,  take  pride  in  accepting 
their  responsibility  with  assurance.  Their  products  are  safe 
and  long-lived. 

STANDARD  STEEL  WORKS  COMPANY 


GENERAL  OFFICES  &  WORKS:  BURNHAM,  PENNA. 


CHICAGO 


AKRON 


NEW  YORK 

PORTLAND 


PHILADELPHIA 

SAN  FRANCISCO 


ST.  LOUIS 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


35 


Interurban  cars  weigh 
12,990  lbs.  ke^ir 


1^^^.r^>r^>^ 


Power  Savings  alone 
will  absorb  the  extra 
cost  in  31  months 


-fit 


"  ALUMINIZED,"  the  average  interurban  car  can  weigh  46,000 
lbs.  instead  of  the  usual  58,990  lbs.  "Aluminized"  cars  have  equal 
strength  and  are  nearly  6  1/2  tons  lighter.  7,450  lbs.  of  the  light 
strong  alloys  of  Alcoa  Aluminum  displace  20,800  lbs.  of  steel. 
Result,  the  "aluminized"  car,  lifting  389,700  ton-miles  a  year  off 
your  tracks,  cuts  power  costs,  wear  and  tear  on  motors,  brakes,  etc. 

The  additional  cost  of  "aluminizing"  interurban  cars  is  absorbed 
in  31  months  by  savings  in  power  costs  alone.  Based  on  a  cost  of 
.098  cents  per  1,000  lbs.  of  car  per  mile,  it  costs  5.78  cents  to 
move  the  old-fashioned  (58,990  lbs.)  car  i  mile.  The  "aluminized" 
car  weighing  only  46,000  lbs.  costs  4.508  cents  per  mile.  Operat' 
ing  the  usual  60,000  miles  per  year  of  interurban  work,  this 
power  saving  of  1.273  cents  per  mile  by  the  "aluminized"  car 
results  in  a  power  saving  of  $764  per  year. 

When  you  "aluminize"  you  can  use  the  light  strong  alloys  of 
Alcoa  Aluminum  for  under-frame,  including  body  bolsters,  side 
sills,  cross  members  and  apparatus  supports.  Use  it  too  for  all 
metal  work  in  the  body,  including  side  plates,  end  plates,  roofs 
and  finish  inside  and  outside.  It  can  also  be  used  for  numerous 
truck,  motor,  and  apparatus  parts. 

Standard  structural  shapes  of  the  strong  alloys  of  Alcoa  Alumi- 
num from  which  street  cars  and  railway  coaches  are  made  are 
carried  in  stock.  Plates,  rivets,  bolts  and  screws  are  also  available. 
The  engineering  handbook,  "Structural  Aluminum,"  is  available 
at  $1.00  a  copy.  Address  ALUMINUM  COMPANY  0/ 
AMERICA;  2463  Oliver  Building,  PITTSBURGH,  PENNSYLVANIA. 


z^LCOA  ALUMINUM 


36 


ELECTRIC  RAILWAY  JOURNAL 


♦     October,  1931 


Railway  Signal  Wires  and  Qtbles  » 
Parkway  Cables  »  Power  Cables ;  Paper, 
Cambric,  Rubber;  Braided  or  Leaded  * 
Car  Wire  »  Locomotive  Wire  »  'Bronze 
Trolley  and  Contact  Wire  »  Copper 
Trolley  and  Contact  Wire  »  Copper 
Transmission  Strand  »  Guy  Wire  and 
Strand  »  'Bond  Wires  »  Ground 
Wires  »  Welding  Cable;  Trailing  and 
Electrode  Holder  v*  And  a  wide  variety 
ofotbet  Wires  and  Cables. 


TROLLEY  AND  CONTACT  WIRE  is  an  important  Roebling 
product  and  hundreds  of  miles  of  it  span  the  country.  Yet  it  is 
merely  one  of  many  types  of  Roebling  Electric  Wires  and  Cables 
serving  electric  railways  everywhere. 

Locomotive  wire,  bond  wires,  pantograph  cable,  power  cables, 
parkway  cables,  railway  signal  wires  and  cables — these  are  simply 
a  few  of  the  Roebling  Wires  and  Cables  made  for  electric  rail- 
way service.  There  is  hardly  an  electric  wire  and  cable  need  that 
cannot  be  satisfied  by  the  complete  and  diversified  Roebling  Line. 
Your  inquiry  for  further  information  and  prices  would  be  wel- 
comed by  any  Roebling  office  listed. 

JOHN   A.    ROEBLING'S   SONS   COMPANY,      TRENTON,   N.  J. 

Atlanta  Boston  Chicago  Cleveland  Los  Angeles  New  York 

Philadelphia       Portland,  Ore.       San  Francisco       Seattle  Export  Dept.,  New  York,  7^.  Y. 


ELECTRICAL     WIRES     AND     CABLES 


K 


TVEIGH 


^h 


\ 


AICWIEVEMENTS 


m 

o. 


RESEI¥T     business      conditions      have      created      many 


nei«^     and     perplexing     problems     for     the     motor     coach 


industry.         To     successfully     cope     nvith     the     changed 


operating    conditions,    vehicle    improvements    that 


■•■••\^:^^ 


->i? 


ivill    attract    additional    reve- 


POWBii  Ai*Wt3IF^  .  . 

TUyj  jri^fi  rail   re|i^ig^*^^i^j.rf  replace  an  cnlire-pAtrPr    r^/' 
plant  assembly,  utcluiUng  radiator,  enghuu  i-luli:li/    ,/ 
and  transmission  as  a  unit,  in  the  saaiK  nutotiitt  of 
time  ordinarily  required  to  remove  a  Min^/i'  (ircessorv. 
Atmiltible  in  Type  I',  Type  250 and  Tyjte  10. 


E!VGI]VES   .   .  . 

Four  engines  of 
basically  similar  de- 
sign but  of  different 
displacement  and 
pouer  range  have 
been  developed,  in  - 
suring  maximum  in- 
ffrchangeability  of 
parts,  reduced  in  - 
ventory  charges  and 
simplified  mainte- 
nance. 


niie,     increase    dependalBilit; 


of    service     and    reduce    cost: 


are     essential.  ^   At     a    tim 


ivhen      any      curtailment      of 


extensive     research     and    engi- 


BRAKES   .  .   . 

The  neu-  bellow  du- 
plex bralies,  consist- 
ing of  four  brake 
shoes,  simultane- 
ously actuated  by 
dual  air  brake  dia- 
phragms provide 
larger  brake  areas, 
insure  more  efficient 
braking,  more  uni- 
form tvear,  longer 
lining  life  and  less 
main  tenance. 


ALL-IIIEVAL  BODIES  ...  i|^ 

Xkmslructed  of  standardized  and  interchangeable.': 
ptwts  and  sections,  precision  built  over  jigs  and  fix- 
tures, simplified  upkeep,  reduces  inven  tory  require- 
ments, provides  exceptional  light  weight  with  grejiter 
strength,  longer  life  and  more  revenifi possibilities.' 
Standard  on  Models  Z-29,  Z-38,  Type  id  and  Typ^  44, 


I 


-.* 


n  e  e  r  i  n  g     «1  e  v  e  1  o  p  ni  e  n  t     might 


be    judged    excusable,    Yello 


Coach    has    put    more    iinpetui 


than      ever     behind      the      pro< 


dnctioii    of    ne%«^    and    improved 


equipment     and     advaneements 


in     meciianical     design.    ^Tiie 


nrge    to    strive    constantly    for 


perfection. ..to    make    to tl ay's 


I 


T¥FE  V  ... 

Parlor   and   city    seri'ice   coaches    of  inter- 
mediate capacity  featuring  new  standards 
of  performance  and  earning  power. 

Eqiilpppfl  with  either  130  or  115  h.p.  engines 

which  arc  interchangeable.  Complete  power 

plant  removable  in  Zj'^  minutes. 


aciiievements    superior    to    tiiose 


A     universally     satisfactory     33     passertge'r  ' 
transcontinental  type  coach,  refined  to  still 
higher   peaks    of  performance,    reliability, 
long  life  and  low-cost  maintenance.     Com- 
plete poirer  plant  removable  in  10  minutes. 


i»f     yesterday    .    .    .    lias      been 


responsible    for    many    recent 


)iilevel€»pments      of      great      im- 


ortance     to     the     progress     of 


TYPE  40  .  .  . 

An  entirely  neic  conception  of  light  weight, 
low  cost  mass  transportation..  150  h.p. 
''did'' engine  mounted  in  rear,  removable 
in  15' minutes.      Forty  passenger  capacity 


TYPE    44    .    .,..,.;;.•;■;:- 

.411  the  design  impir6€pM6nUi:of 
the  gas  mechanical  coach.  Type 
40,  incorporated  In  a  trolley 
coach  of  44  passenucr  mpiirity. 


■:v*^.. 


high^^ay  transportation.   ^  Yelloiv  Coaeh  has  confidently  con- 


tinued its  development  vt^orlc  to  insure  tlie  future  prosperity 


of  tiie  industry  and  to  justify  tlie  proud  distinction  of  serving 


year    after    year    as    the    leading    producer    of    motor   coaches. 


■ 

■ 

1 

A  Coach  for  Every  Ciass  of  Service 

1 

1 

Type  ^heel- 
Base 

Pass. 
Capac- 
ity 

Engine 
Cyl.     Displace- 
ment 

1 

1 

U         185" 

16 

Low  High  Headroom  Parlor  Coach     6              331 

1 

H 

U         185" 

21-23 

City  Service  Coach                                  6               331 

^1 

H 

U        185" 

21 

Observation  Parlor  Coach                      6               331 

^1 

1 

U        215" 

25 

City  Service  Coach                                  6               331 

■ 

1 

W        185" 

16 

Low/High  Headroom  Parlor  Coach     8              353 

1 

H 

W        185" 

21-23 

City  Service  Coach                                  8               353 

^1 

H 

W        185" 

21 

Observation  Parlor  Coach                      8               353 

^1 

1 

W        215" 

25 

City  Service  Coach                                8              353 

1 

I 

V        225" 

25 

Observation  Parlor  Coach                     6              468 

1 

H 

V        225" 

29-30 

City  Service  Coach                                6              468 

^1 

H 

V        225" 

29 

All  Metal  City  Service  Coach               6              468 

^1 

■ 

V        225" 

29 

Observation  Parlor  Coach                      6               525 

1 

1 

Z        225" 

29 

All  Metal  City  Service  Coach               6              525 

1 

H 

Z        240" 

38 

All  Metal  City  Service  Coach               6              616 

^M 

H 

250      250" 

33 

Observation  Parlor  Coach                     6              616 

^1 

^1 

40       213' 

40 

All  Metal  City  Service  Coach               6              616 

^1 

1 

44        213" 

44 

All  Metal  City  Trolley  Coach               Electric  drive 

35  or  50  h.p.  motors 

1 

Gas  electric  drive  and  double  deck  equipment  also  available. 

GENERAL   MOTORS   TRUCK    CO.,    Pontiac,    Mich. 

Subsidiary     of     Yellow     Truck     &     Coach     Mfg.     Co. 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


41 


say  the 
car  buyers 


Test  after  test  has  definitely  proved  that  the 
new  Texaco  System  of  car-journal  lubrication 
saves  money.  It  has  been  proved  through 
years  of  actual  service  on  a  number  of  im- 
portant roads.  Many  buyers  of  rolling  stock 
in  the  electric  railway  field  are  now  speci- 
fying this  system  for  all  new  cars.  Those  now 
in  operation  are  rapidly  being  equipped.  •  The  Texaco  System,  which  includes 
the  application  of  Texaco  Oil  Seals  and  the  use  of  Texaco  Lovis  Oil  as  major 
factors,  gives  more  eflfective  lubrication  than  had  before  been  thought  possible. 
The  savings  are  surprising.  •  Detailed  facts  and  figures  are  available  to  any 
interested  railway  engineer.  Write  The  Texas  Company  and  ask  to  have  a 
Texaco  lubrication  engineer  call  and  show  you  exactly  what  has  been  done 
on  other  roads  —  or  better  yet,  let  him  arrange  with  you  for  conclusive 
tests  on  your  own  cars.    Find  out  what  this  Texaco  System  will  do-  for  you. 

THE  TEXAS   COMPA^Y,  135  East  42nd  Street,  New  York  City 


TEXACO 
lubricants 


42 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931       j 


that  qualify  for  ANY  service 

No  matter  how  exacting  your  service  conditions  may  be, 
Carnegie  Wrought  Steel  Wheels  will  more  than  measure  up 
to  your  requirements.  They  are  built  to  withstand  the  stress 
of  modern  traffic — peak  loads,  rapid  acceleration  and  emer- 
gency stopping.  The  rolling  and  forging  process  by  which 
they  are  manufactured  imparts  to  the  steel  exceptional 
strength  and  endurance — exceptional  safety. 

Carnegie  Wrought  Steel  Wheels  have  long  been  accepted  as 
the  standard  of  excellence  under  railroad  passenger  cars, 
where  the  service  is  severe  and  where  utmost  safety  pre- 
cautions are  taken.  Under  electric  cars  they  render  the  same 
safe,  trouble-free,  economical  service.  Before  you  invest  in 
wheels,  investigate  the  many  advantages  of  Carnegie  Wrought 
Steel  Wheels. 

CARNEGIE  STEEL  COMPANY  •  PITTSBURGH,  PA. 


Subsidiary  of  United 


States  Steel  Corporation 


91 


CARNEGIE 

WROUeHT  STEEL  WHEELS 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


43 


E 


S 


VIDENCE  OF  SERVICEABILITY 


T 


ROLLEY  L/OLES 


l> 


STRENGTH  BY  SPECIAL  HEAT  TREATMENT 

.V 

STRENGTH  BY  HIGH  QUALITY  OF  STEEL 


STRE 

II 


DUE  TO  SPECIAL  REINFORCEMENT 


l. 


STRENGTH  TO  MEET  ALL  SERVICE  CONDITIONS 


'T^HE  first  requirement  in  trolley  poles  is  adequate  and 
■*-  lasting  strength,  which  must  be  provided  without 
excessive  weight.  Economy  in  operation  of  the  car,  efficiency 
in  service,  and  safety  to  the  public  will  depend  on  the 
fulfillment  of  this  demand. 

The  heat-treating  and  other  processes  under  which 
NATIONAL-SHELBY  Trolley  Poles  are  made,  flilly  develop 
the  potential  qualities  of  the  special,  high-grade  steel  which 
has  been  chosen  for  superior  strength. 

The  design  of  these  poles  gives  complete  balance,  obviates 
undue  weight,  and  puts  maximum  reinforcement  where  it  is 
most  needed.  Every  pole,  before  leaving  the  mill,  undergoes 
the  most  thorough  tests  and  inspections,  to  make  sure 
that  it  is  free  from  defect.  Write  for  complete  information. 

NATIONAL  TUBE  COMPANY-  Pittsburgh,  Pa. 


Subsidiary  of  United 


States  Steel  Corporation 


NATIONAL 


SEAMUSS  r  ULtd 


44 


ELECTRIC   RAILWAY   JOURNAL 


October,  1931 


— wUi  wake  up 
your  Droiivsy  Cars 


J.T  IS  surprising  how 
easily  old  cars  may  be  given  new  life  and 
energy  .  .  .  They  can  be  converted  into 
Safety  Cars — which  are  safer,  and 
FASTER,  especially  when  equipped  with 
the  Relay  Valve  and  the  Self-Lapping 
Brake  Valve  .  .  .  These  devices  assure 
very  quick  build  up  of  brake  cylinder 
pressure  and  unusually  flexible  control  of 
this  pressure.        •  .  •  .  . 


Safety  Car  Devices  Co. 

OF  ST.  LOUIS,  MO. 
Postal  and  Telegraphic  Address: 

WILMERDING,  PA. 


CHICAGO  SAN  FRANCISCO  NEW  YORK 

WASHINGTON  PITTSBURGH 


8146 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


45 


DAVIS 


'ONE-WEAR' 
STEEL 


WHEELS 


N 


\ 


With  the  Davis  "One- Wear"  Steel 
Wheel  the  Rrst  cost  is  the  last. 

Contour  conditionins  and  all  its 
attendant  expense  never  troubles 
the  Davis  Wheel. 

Special  composition  steel  triple  heat 
treated,  provides  unique  qualities 
that  are  characteristic  only  in  the 
Davis  Wheel  and  make  them  truly 


"One-W<      " 


me- Wear. 


AMERICAN  S 


X  FOUNDRIES 


NEW  YORK 


;ago 


ST.LOUIS 


46 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


931   I 


THEY  WERE  USING  1910  BOLTS 
ON  1931  MACHINERY 


Design  and  materials  had  kept  pace  but  obsolete,  costly 
bolts  were  still  used.  An  interesting  R  B  &  W  case  history 


A  PURCHASING  AGENT  for 
an  R  B  &  W  customer  asked  us 
for  prices  on  a  type  of  bolt  we 
had  not  made  for  his  industry  for 
years.  We  went  to  see  what  he 
intended  to  use  the  bolt  for,  and 
encountered  a  mechanical  an- 
achronism not  without  a  vestige 
of  humor. 

A  certain  piece  of  equipment  had 
been  improved  every  few  years, 
with  the  exception  of  the  bolts, 
which  remained  the  same  type  of 
2o  years  ago,  much  too  heavy  for 
current  requirements,  and  very 
expensive  to  make.  The  bolt  had 


been  designed  in  the  days  before 
cast  iron  flanges  were  replaced  by 
the  more  ductile  pressed  steel 
flanges  now  in  use,  and  when  other 
parts  of  the  equipment  were  cruder 
than  now.  But  no  one  had  thought 
to  modernize  the  bolt  design. 

Of  course  the  customer 
appreciated  the  suggestion 
of  the  R  B  &  W  Engineer- 
ing Service  that  a  standard 


bolt  would  serve  the  purpose  and 
cost  considerably  less. 

Has  your  bolt  and  nut  design 
kept  pace  with  other  improve- 
ments? Does  this  offer  an  op- 
portunity for  constructive  cost 
cutting  and  improved  value  of 
your  products?  Make  the 
R  B  &  W  Engineering  Ser- 
vice your  Bolting  Material 
Counsel. 


RUSSELL,  BURDSALL  &  WARD  BOLT  &  NUT  GO. 

ROCK  FALLS.  ILL.  PORT   CHESTER,  N.  Y.  CORAOPCLIS,  PA. 

Sales  Offices  at  Philadelphia,  Detroit,  Chicago,  San  Francisco,  Los  Angeles,  Seattle,  Portlnnd.  Ore. 


October,  1921 

THE 
l\IEW 


ELECTRIC  RAILWAY  JOURNAL 


47 


Dm-jt 


TOIMISIER 


A  Truck  Bui/f  to  Do  YOUR  Job 


The  new  Reo  Big  Four-Tonner  is  a  heavy  truck  for  heavy 
work,  massively  constructed  at  all  vital  points.  It  is  engi- 
neered for  safe  and  profitable  high-speed  travel.  The  Big 
4-Tonner  engine  develops  101  h.  p.  at  the  low  speed  of  2600 
R.  P.  M..  has  seven  big  main  bearings,  full  force  feed  lubri- 
cation even  to  piston  pins.  The  cylinder  block  of  chrome 
nickel  iron  increases  valve  seat  and  cylinder  wall  life  seven 
times.  Built  in  three  wheelbase  lengths,  from  tractor  to  van 
types  —  offered  at  the  lowest  price  ever 
placed  on  a  comparably  heavy  4-ton  truck  i 
of  equal  specifications ! 


fifO 


Powerful  heavy  duty, 
101  H.  P.  Six  Cylinder 
Engine. 

Heavy  Duty  4 -speed 
Transmission. 
Brake  Booster  stand- 
ard equipment. 
Chrome  nickel  cylin- 
ders— wearing  7  times 
longer  than  grey  iron. 
Seven  bearing  crank- 
shaft. 

Dual  wheels  standard 
equipment. 
Extra  long  springs; 
helper  springs,  stand- 
ard equipment. 
Frame  reinforced  by  7 
heavy  cross  members. 

8>    Powerful  4-wheeI  hy- 
draulic brakes. 

9>    Heavy  duty  full-float- 
ing rear  axle. 

10.  Extra  heavy  frames. 
Side  channels  lO'deep 

}4'  thick,  with  con- 
stant flange  width  of 
3  inches. 

11.  Available  in  three 
wheelbase  lengths 
from  tractor  to  van 
type. 

REO       MOTOR       CAR       COMPANY 
LANSING    —    TORONTO 


/. 


150-inch  wheelbase  chaftftia  . 
170-inch  wheelbase  chassis 
190-inch  wheelbase  chattsis 
/.  o.  b.  Lansing 


.  $2800 
.  $2875 
.  $2950 


'^'^/iTOhlNER 


¥ 


2800 


48 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


I 


EDUCES  COST 


32<  PER  1000  CAR  MILES 
WITH  NEW  LUBRICANT 


High  speed 
from  running 
sixty  mites 
an  hour. 


I  LYING  over  the  rails  ...  at  sixty  and  sometimes 
seventy  miles  an  hour . . .  the  trains  of  one  large 
high  speed  electric  railway  system*  had  long 
been  subject  to  excessive  bearing  failures. 

For  the  past  ten  months  this  company  has 
operated  all  cars  v/ith  L.  C.  Motor  Journal  Oil. 
A  recent  check  up  for  this  period  of  operation 
shov/ed  practically  complete  elimination  of  hot 
boxes.  It  discloses  a  saving  of  v/aste  consump- 
tion for  the  first  five  months  of  $1,001.00  and 
$497.00  saved  In  journal  brasses  consumption. 
A  total  saving  of  nearly  32  cents  per  thousand 
car  miles  has  been  accomplished. 

On  other  high  speed   lines  .and  in  ordinary 


street  car  service  Standard  Oil  Company  (Indiana) 
lubricants  and  service  have  proved  equally  suc- 
cessful. In  practically  every  instance  marked 
savings  have  been  made  in  power  and  waste 
consumption  with  an  attending  increase  in 
the  life  of  bearings  and  a  reduction  in  bear- 
ing temperatures. 

You  will  find  it  profitable  to  investigate 
L.  C.  Motor  Journal  Oil.  Our  engineers  will  be 
glad  to  furnish  information  and  data.  Address 
your   request  to    the    Electric    Railway   Division. 

*Name  on   request. 

STANDARD     OIL     COMPANY 

(Indiana)  Oim) 

910  So.  Michigan  Avenue  Chicago,  Illinois 


L  C  MOTOR 

JOURNAL     OIL 


THE    IDEAL    YEAR    AROUND    MOTOR    JOURNAL    OIL    FOR    ELECTRIC    RAILWAY    SERVICE 


THERE    •  •  •  and  back 

the  same  way 

^         cJCarpen  GomrorL 


>s?igr;KidflJ:Oll;f.ifX 


-"'f'^'^  J" 


^£s  iJn^e  c:)je.a£u^o^  {JxclL  (^oiAj'LhL 


No.  318 


^^N  SAp^^ 


Patent 

Applied 

For 


SaM^i 


No.  100 


A  GOOD  seat  brings  the  rider  back  the 
same  route.  The  seat  is  the  "point 
of  contact"  between  the  rider  and  the 
transportation.  It  influences  in  a  large 
measure  the  choice  of  the  return  trip.  It's 
the  seating  that  counts  .  .  .  Make  this  test 
yourself,  the  next  time  you  decide  on  seat- 


ing for  bus,  street  car  or  interurban,  for 
new  construction  or  replacement.  Com- 
pare Karpen  comfort  with  other  seating. 
Judge  its  eye-value  for  your  transporta- 
tion. And  remember  the  most  important 
faaor  of  all — Karpen  has  been  building 
good  transportation  seating  for  37  years. 


New  York 


S.   KARPEN   &   BROS 

Transportation  Seating  Dept.,  Chicago 
Michigan  City,  lad. 


Los  Angeles 


cz:^£s  £Ae  (Zy^e^aJxruL^  ihjCuL  L^cnuild^ 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


51 


HERE'S     A     FLUTED       STEEL     POLE 
FOR     EVERY     TYPE^fOF    SERVICE 


In  Los  Angeles,  Union  Metal  Poles  support  trolley  span  wires,  street  lights  and  distribution  lines. 


TWENTY-FOOT  Fluted  Steel  Poles  for  trolley  span 
wire  support  — sturdy  thirty-footers  for  distribution 
lines  — double  thick  steel  for  unusually  heavy  loading  — 
fifty  end  sixty-foot  poles  for  cross-country  lines.  In  short, 
strength  and  height  to  meet  every  pole  requirement  .  .  . 
And  for  city  streets,  where  appearance  is  especially  im- 
portant, ornamental  pole  bases  can  be  supplied  in  a  wide 
variety  of  designs. 

The  application  of  Union  Metal  Poles  is  almost  unlimited. 


Wherever  wires  are  strung  overhead,  Fluted  Steel  Poles 
can  do  the  supporting  job,  and  do  it  efficiently. 

Union  Metal  Poles  are  made  in  one  piece  from  high  grade 
steel,  welded  with  a  vertical  seam  and  then  cold-rolled. 
In  poles  up  to  forty  feet  in  height  there  are  no  horizontal 
joints  to  collect  moisture  and  hasten  corrosion  .  .  .  Fluted 
Steel  Poles  take  standard  fittings,  are  easily  adaptable 
to  unusual  requirements  and  will  last  for  years  without 
heavy  upkeep  expense. 


THE    UNION   METAL  MANUFACTURING   CO.,  General   Offices   and    Factory:  CANTON,  OHIO 

Soles  Offices:  New  York,  Chicago,  Boston,  Los  Angeles,  Son  Francisco,     #      Distributors:  Graybar  Electric  Company,  Inc.;  General  Electric  Merchon- 
Dollas,  Atlanta  dise  Distributors.  Offices  in  oil  principal  cities. 

Abroad:  The  Canadian  General  Electric  Co.,  The  International  General  Electric  Co.,  Inc. 


UNION  METAL# 

DISTRIBUTION   POLES 


52 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


If  if  good  engineering  ? 


*  *  »to  court  failure  in  time 
or  to  insure  success  from  the  start? 


Competent  engineers  claim  that  there 
are  eleven  movements  possible  in  an 
ordinary  paved  track  structure  resulting 
from  as  many  more  contributing  causes, 
each  one  of  which  may  cause  the  failure 
of  the  structure.  These  men  recognize 
that  even  with  the  most  careful  engineer- 
ing and  construction,  it  is  impossible  to 
assure  against  such  failure. 

With  DAYTON  TIES,  however,  only 
2  of  these  11  movements  are  possible — 
deflection  between  supports  and  rail 
vibration  ...  of  these  2,  the  first  per- 
mits the  DAYTON  TIE  to  exercise  its 
full  function,  while  the  second  is  com- 


pletely absorbed  in  the  Dayton  asphalt 
cushion  tie  block. 

The  varying  traffic  conditions  of  20 
years  have  yet  failed  to  reveal  the  slight- 
est rail  movement  or  substructure  disin- 
tegration where  DAYTON  TIES  have 
been  used. 

Is  it  good  engineering — is  it  sound  econ- 
omy  to  court  failure  in  time  or  to  insure     i 
success  at  the  start — Isn't  the  answer 
obvious? 

The  Dayton  Mechanical  Tie  Go. 
Dayton,  Ohio 


The  better  tie  ♦  ♦  ♦  without  an  alibi 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


53 


^„....  ivJ' 


V^hy 


"•*"'        ,11.  ■*"  M™  .Uiti  DnM**  "^7  pjjsttigp    ,,rt.  ' 

'  "    „t  »»>">  '':....    <:-««:c  ..:„  .J  J"  «•?"■ ,».  «>" 


WE  REPEAT    ^ 

*Why 

SPEED?" 


-.V.  T<«'*' 

■'»"'•  vTr-  "■•■'"'  "  *-  •"'"'I'^c..-  «-•■ 


'•^^x*^  bpeed 

^n  handling  freight  •shipments  is  of  vital 

day,  and  the  progressive  interur 

this  demand  v^^ill  profit  by  it. 


it>  shipments  is  of  vital  necessity  to- 

gressive  interurban  which  caters  to 

profit  by  it.  V 


— and  the  prosressive  interurbans  which  consult  with 
our  engineers  as  to  how  Union  Automatic  Signals 
will  permit  them  to  attain  such  increased  speeds  with 
safety,  will  also  beniefit  thereby.  There  is  no  obligation. 


1881    ra  ®nton  ^faittfi  &  ^ifinal  (Ko.  ra    1931 

Tufef  SVnSSVAL£„  PA.  ySS 


54 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


Milwaukee  and  Pittsburgh 


1  Using   15-Cent 

Many  ^^]^\.   t^  Ex- 

^  Ticket;  ^^^^  .^' 
nected  to  Continue 

1  ^''P"'"^?^    The  buses  on  Ihe'e 

>a"'«\  f  „^  announced  M  \ 

norma''  i'-      -resident.  .^d  Fn  \ 

'n^s:«-.nin^pSa 

'  leel  UJ' 


believe  in  offering 
bargains  for 
passengers 


•  •  • 


Statistics  prove  they 
get  the  passengers 


Quoted  from  "The  Business  Week" 

The  necessity  of  maintaining  street  railway  traffic  has 
mothered  many  merchandising  innovations.  Outstanding 
are  the  "bargain  fares"  which  the  Milwaukee  Electric 
Railway  &  Light  Company  has  introduced.  The  weekly 
pass  has  proved  very  popular.  It  costs  $1.00,  is  transfer- 
rable  and  is  good  for  any  number  of  rides.  Around  50% 
of  revenue  now  comes  from  this  source,  says  "Electric 
Railway  Journal."  The  10c.  cash  fares  account  for  16%, 
while  the  6-trip  tickets,  worth  50c.  bring  in  17%  of 
receipts.  More  people  go  home  for  lunch  from  downtown, 
and  short-haul  traffic  has  increased.  Wide  use  of  the  pass 
has  increased  speed  of  operation. 

Last  Christmas  a  75c.  pass  was  put  on  sale,  and  about 
3,000  were  bought  each  week. 

Later  a  75c.  shopper-theatre  pass  was  introduced  and  is 
still  being  used.  This  ticket  is  good  from  9  a.m.  to  4  p.m. 
and  after  7  p.m.  weekdays,  after  9  a.m.  Saturdays  and  all 
day  Sundays.  On  an  average,  about  1,800  shopper- 
theatre  passes  are  in  use  weekly. 

rdStimB  mOSS  This     summer    an     attractive 

30c.  night  pass  was  put  into  effect  to  induce  people  to  take 
interurban  rides  for  recreation.  Another  innovation  was 
the  15c.  "pastime  pass,"  which  with  an  additional  cash  pay- 
ment of  10c.  is  good  for  unlimited  riding  in  the  evening 
on  de  luxe  city  buses. 

GLORE 

TICKET  COMPANY 

PHILADELPfflA 

FACTORIES:  SAI^BS  OFFICES: 

Philadelphia                Lob  Angeles  Cincinnati                        Pittabargh 

Boston                              New  York  Baltimore                          Cleveland 

Atlanta  St.  Lonlg                        DeS  Moines 


Pittsburgh — featured  in  a  former 
Globe  advertisement  has  achieved 
similar  results.  Write  for  our  ex- 
perience on  this  subject  of  passes. 


Glob 


e  TICKETS... TRANSFERS... PASSES 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


55 


B  PAkX/oiriii  lk 

imodfmTPAILf  P  TPAIN 


No  need  to  stress  the  fact  that  trailer  train  operation  is  a  rapidly  growing,  decidedly  economical  form  of 
modern  highway  transportation  .  .  .  Likewise  there  is  little  necessity  to  explain  the  obviously  indispensable 
place  brakes  by  Bendix-Westinghouse  hold  in  the  success  of  this  important  branch  of  highway  commerce 
*  Universally  accepted  as  the  standard  control  for  modern  heavy-duty  transport  units,  Bendix-Westinghouse 
Automotive  Air  Brakes,  in  their  unchallenged  success,  are  merely 
maintaining  a  confidence  born  of  a  manufacturing  background  of 
more  than  a  half  century  *  Lightning  quick,  powerful,  traditionally 
dependable,  Bendix-Westinghouse  control  is  something  more  than 
just  a  brake  .  .  .  This  modern  equipment  assures  constantly  perfect 
equalization  of  braking  pressures,  greatly  lengthens  periods  between 
adjustments,  increases  lining  life,  provides  an  automatic  safety  fea- 
ture in  case  of  a  break-away,  at  any  point,  in  train  operation  and 
makes  every  truck  or  tractor  a  potential  trailer  carrier  *  Write 
today  for  more  specific  information  regarding  the  countless  advan- 
tages of  modern  Air  Brake  Control  .  .  .  Address  BENDIX- 
WESTINGHOUSE  AUTOMOTIVE  AIR  BRAKE  COMPANY  at 
Pittsburgh,  Penna. 


WtSTINGHOUSe 

AUTO/XVOTIVE-  *  AJ_R  •  B  R  A  K  E-  I 


56 


ELECTRIC  RAILWAY  JOURNAL 


October.  1931 


<r<r 


ril  see  it  through 


if 


you 


f<rp 


M.  HEY  tell  me  there's  five  or  six  million  of  us — 
out  of  jobs. 

"I  know  that's  not  your  fault,  any  more  than  it  is 
mine. 

"But  that  doesn't  change  the  fact  that  some  of  us 
right  now  are  in  a  pretty  tough  spot — with  families 
to  worry  about — ^and  a  workless  winter  ahead. 

"Understand,  we're  not  begging.  We'd  rather  have 
a  job  than  anything  else  you  can  give  us. 

"We're  not  scared,  either.  If  you  think  the  good 
old  U.  S.  A.  is  in  a  bad  way  more  than  tempo- 
rarily, just  try  to  figure  out  some  other  place  you'd 
rather  be. 

"But,  until  times  do  loosen  up,  we've  got  to  have 
a  little  help. 


"So  I'm  asking  you  to  give  us  a  lift,  just  as  I  would 
give  one  to  you  if  I  stood  in  your  shoes  and  you  in 
mine. 

"Now  don't  send  me  any  money — that  isn't  the 
idea.  Don't  even  send  any  to  the  Committee  which 
signs  this  appeal. 

"The  best  way  to  help  us  is  to  give  as  generously 
as  you  can  to  your  local  welfare  and  charity  organi- 
zations, your  community  chest  or  your  emergency 
relief  committee  if  you  have  one. 

"That's  my  story,  the  rest  is  up  to  you. 

"I'll  see  it  through — if  you  will!" 

— Unemployed,  1931 


THE  PRESIDENTS   ORGANIZATION  ON  UNEMPLOYMENT  RELIEF 

Walter  S.  Gifford 

Director 

COMMITTEE   ON   MOBILIZATION   OF   RELIEF   RESOURCES 

Owen  D.  Young 

Chairman 


The  PresidenVg  Organisation  on  Unemployment  Relief  is  non-political  and  non-sectarian.     Its  purpose  is  to 
tdd  local  welfare  and  relief  agencies  everywhere  to  provide  for  local  needs.     All  facilities  for  the  nation- 
wide program,  including  this  advertisement,  have  been  furnished  to  the  Committee  without  cost. 


October,  1921 


ELECTRIC  RAILWAY  JOURNAL 


57 


BY  THIS  SIGN 

YOU  WILL 
KNOW  THEM 


poleT^' 


p\  PILING/^; 


TRADE  MARK 

SYMBOL  OF  A  COMPLETELY 
OWNED  OPERATION  FROM 
TREE    TO    LOADED    CAR 

This  Warranty  Mark  signifies 
Dense  Long  Leaf  Yellow  Pine, 
correctly  seasoned  and  uniformly 
graded,  and  it  is  branded  on 
every  piece  of  Jackson  stock. 

Selling  Agents 

GEORGE    G.    LEAVETTE  F.  B.  MERRITT 

Room   416  Room  1560 

25  Broadway  First  National  Bank  Bldg. 

New   York   City  Detroit,  Mich. 

Jackson  Lumber  Co. 

Manufacturers 

Lockhart,  Alabama 

A     CROSSETT     WATZEK     GATES      INDUSTRY 


Illinois 

Resurfaces 

63¥  MILES  WITH  BRICK 


( Above)  Completed  brick  resurfacinK  of 
worn  concrete  by  Illinois  State  Highway 
Department  on  Route  4  south  of  Sprtnefleld. 
This  gives  the  highest  type  highway  at 
low  cost. 

(Inset)  Worn  slab  being  prepared  for  curb 

and  briclc  resurfacing. 

PhoUta  bv  eoHTtesy  of  Diviaon  of  HighwayM, 
Stale  of  lUinoia 


ILLINOIS  began  a  brilliant  chapter  in  high- 
way economy  this  year,  by  widening  and 
resurfacing  worn  concrete  roads  with  brick. 

A  total  of  63.23  miles  constituted  the  initial 
program. 

Thus,  slabs  that  have  not  too  far  approached 
the  end  of  their  usefulness  are  being  saved  for 
many  years  to  come.  Brick  pavements  built  30 
and  40  years  ago  are  in  constant  use  today, 
although  not  nearly  so  well  constructed  as 
these  Illinois  brick  resurfaced  sections. 

The  economy  and  sound  judgment  in  resur- 
facing with  brick  is  apparent.  The  worn  con- 
crete— unsatisfactory  as  a  pavement — will  make 
a  good  base  on  a  subgrade  that  has  received 
its  full  settlement.  Mastic  cushion  and  bitumi- 
nous filled  brick  surface  prevent  transmission 
of  cracks.  Weather  and  traffic  will  have  no 
eflfect  on  the  brick  surface.  The  existing  slab 
has  been  transformed  into  a  low-maintenance 
road  extraordinarily  well  suited  to  all  traffic. 

Highway  engineers,  officials  and  taxpayers 
will  find  much  of  interest  in  this  Illinois  work. 

Further  information  on  resurfacing  with 
brick  may  be  had  by  addressing  the  National 
Paving  Brick  Association,  1245  National  Press 
Building,  Washington,  D.  C. 


58 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


FIRST  ELECTRIC  TRAIN -1893 


•"PHE  first  eleclric  train  was  operaled  in  Chicago  in  1893  at  the  World's  Fair. 

Mr.  J.  S.  Doyle,  now  of  the  Interborough  Rapid  Transit  Company  of  New 

York,  supervised  Ihe  installalion  of  Ihe  wiring  on  this  train  and  used  Okonite 

wire  and  Okonite  and  Manson  tapes  throughout.  This  train  was  the  forerunner 


9<">ii> u iiiiiiiuniiiiriiirai nil iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniii iiiimiiiiinmim i k 


ALL 
ISN'T 
GOLD  .  . . 


T|HE  thought  contained  in  that 
old    saying    "All    ig    not    gold 
,that     glitters"    may    well     be 
applied  to  trolley  wheels. 

It  takes  the  finest  in  materials  and 
workmanship  to  produce  Kala- 
mazoo Trolley  Wheels.  They 
always  provide  ample  conductivity 
and  resist  the  wear  caused  by 
pounding  against  trolley  ears. 

Let  us  tell  you  why  we  have  sup- 
plied continuously  for  over  25 
years,  many  of  the  country's  lead- 
ing Electric  Railways. 

THE  STAR  BRASS  WORKS 

Kalamazoo 
Michigan 


KALAMAZOO 


jiMiiiiiiitiiiMiit:iiiiitiiiiiitiiiiiiiiiiiiiriiiriiiiitiiiiiiiiMiirii»iinuiiimiiniimniiiiiiininiiiiiimiuiiiiimiiiiiiiiiiiiiiniuii nimn 


0TB 


Lona  Wearina 

Even  the  rough  brogans  of  stamping 
workmen  do  not  injure  the  hard,  tough 
surface  of  Tucolith  floors. 

5  KEASONS  WHY 

Tucolith  is  the  popular  flooring  mate- 
rial for  cars  and  busses. 


1.  Long  Life 
3.  Attractive 
3.  Non-Slip  Surface 


4.  Fireproof 

5.  Sound   Deadence 

6.  Sanitary 


TUCO  PRODUCTS  CORP. 

30  CHURCH  ST.,  NEW  YORK 

PEOPLES  GAS  BLDG. 

18a  8.  MICHIGAN  AVE.,  CHICAGO 


luE      ?itiiiliitiiMiiMiHniiii(Miiiiiii(liiiiitiiirMiiiiiiiiiiiiiiiiii 


maftmsammm 


IIUniMllllinMIIIMKIIIIIMtlllllllllllllll! 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


59 


of  all  of  the  heavy  Iraclion  lines  in  the  woii^  --  subway  or  elevated.  Even  as 
they  demanded  the  best  of  wire  and  tape  in  1893,  so  do  their  successors 
today.  Thus  Okonite  is  found  wherever  severe  operating  conditions  exist, 

THE    OKONITE    COMPANY 


Founded   1878 


THE    OKONITE-CALLENDER    CABLE    COMPANY,    INC. 

Faclories:  Passaic,  N.  I.  Paterson,  N.  I. 


g'"" milflliiiiiiiiiii riiiKiiiiiiiiiiilliiiiiiiiiiM I iimiiir Jiilillillllililiriijllliuiiiillliririiiiiiiiiuillll lllir       uiiiiiiiiijiiiiriiiiiujriii mil iiiiiiMiiriiiiiiii iiiiiiiiiiiiiii iiimiiimiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiii'^ 


Now  Ready! 


YOUR 

FREE  COPY 

of  the 

New  1931 

Catalogue  oF 

McGRAW-HILL  BOOKS 

on  Engineering  and  Business 

t-lERE  is  the  key  to  the  latest,  most  authoritative  and  prac- 
■*■  -*•  tical  information  for  reference  and  study  in  your  field. 
In  the  more  than  1500  books  described  in  this  catalogue  will 
be  found  the  latest  advances,  vital  new  data,  methods  of 
leading  concerns  in  all  lines,  the  cream  of  experience,  the 
knowledge  of  experts — the  information  that  leads  to  suc- 
cess today.  Furthermore  it  shows  how  to  place  your  book- 
buying  on  an  easy  budget  basis.  Get  the  books  as  you  need 
them — pay  for  them  by  the  month  as  you  use  them. 

Send  (or  your  Free  copy  today! 


I     McGraw-Hill  Book  Co.,  Inc..  370  Seventh  Avenne,  New  York  City. 

I     Send    me    the    new    1931    MoCRAW-HlLL    CATALOGUE    of    Knglneerlng    ai 
I     BuslneBs  Books.     This  catalogue  la  to  be  sent  entirely  without  cost. 


Name     . 
Address 


=     City    and    Stale E.  10-31 

'.MHHIIIIIIHIIIIIIIIIIIIIIIIIIIHIIMIIt'i'MIIHIIIIIIIIillltlHlllltllHIimiHtimnillllllllllllltllllllllMllillttllllllimillllllllinUMIIIIIHHini 


Time 


Schedules  can  be  main- 
tained with  unfailing  reg- 
ularity when  Nachod 
Headway  Recorders 
automatically  supervise 
the  line.  They  tab,  in 
print,  the  exact  time  that  each  ear  passes  the  points  oF  instal- 
lation, thus,  giving  you  a  daily  report  of  all  car  movements. 
Simple  in  mechanism  . . .  dependable  . . .  durable.  No  adjust- 
ing... just  daily  winding  and  change  of  record.  Write  for 
particulars  and  prices.  Nachod  A  United  States  Signal  Co.,  Inc., 
Louisville,  Ky.,  Manufacturers  of  Block  and  Highway  Cross- 
ing Signals. 

"Nachod  Spells  Safety" 

NACHOD  Headway 

Recorders 


.iiiiiimMniiiriinMiiimiimiiinMnimMmMiiMiiMinmmnmiimiiimiiimimmiMiiiininiiiiiMinmimiiMinnimiiriniiMHmiiHiir 


60 


ELECTRIC  RAILWAY  JOURNAL  October,  1931 

^^^^^^^^^^^MB     2>iiiiiimiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiii>iiiiiiiiiiiiiiiiiiiiiiiniiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiimiiiuuL 


NATIONAL 

ELECTRIC 

RAILWAY 

SPECIALTIES 


"Armature'^   Babbitt  Metal 


Our  products  have  been 
thoroughly  tested  to 
meet  your  requirements. 
This  saves  you  the 
trouble  of  frequent 
tests  to  attain  satisfac- 
tory results.  In  our 
long  contact  with  the 
industry  we  have  had 
every  variety  of  prob- 
lem to  solve.  Let  us 
give  you  the  benefit  of 
this  experience. 


The   "ViKne"   Bimetallic 
Armatore   Bearing 


"TIffer**   Bronze   Axle  anil 
Armature   Bearings 


'*More -Jones" 

Trolley  Wlieels 

and  Harps 


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. 


I      The  PANTASOTE  COMPANY,  Inc.     | 

j       250  Park  Avenue  NEW  YORK       | 

TMnimimiinmiiiiiiiiiiiiiiniiriiiiMiniiiiiiiiiiiiHiiiniiiiiHiuiiiiiiMiiiiiiiiiiitiiniiMiniiiniiiiiiiiiiriiiitiitMHiiiiiiiniiiiiuuiiiiiiiiiR 
uiniiiiiiiuiiiiiiiiiniiiiiiiiiiiiiiiiiiiimiiiiiiiiiniiniiuiiiMriiiiiiimiitiiitiiiiiiniiniimiiiiiniiiiiiNiimimiitiiiniiiiiiiiim 


November 

Issue  Closes 

October  23rd 


NATIONAL 

Bearing  Metals 
Corporation 


New  York,  N.  Y. 
HeadTille,  Pa. 


ST.  LOUIS,  MO. 

Jersey  City,  N.  4. 
i*ortAnionth,  Va. 


Pittsbiirsh,  Pa. 

St.   Paul,   Minn,      s 


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  JOURNAL 


October,  1931  ELECTRIC  RAILWAY  JOURNAL 

^miiiiiiiuiiirmiiiniiiiiiiiiiiiiiiiiiittiitiiiii iiitiiitiiiiiiiiiiimifiiiiniiiiiiiiiiriiiiiiiNiiiiiiiMiirtiimiiiiimiiiiuiiiiiimiiiiiimiu'^ 


61 


Stucki  Side  Bearings 


li 


'XL 


Whistling  Helps 


Sl'ECIAI,  CARBON  STEEI. 
HEAT  TREATED 


LARGE    WEAR    SliRFACES 

FREE   ROLLER 

ONLY   TWO  PARTS 


I  A.  STUCKI  CO.  I 

I        OLIVER  BLDG.,  PITTSBURGH,  PA.        I 

I  Catiadiiin   R(>pre8entatire  I 

1  The    Ho!den    (:o.,    Ltd.,    Montreal,   ('uimda  F 

SiiiiiiiniiniiiHiiiiiiiiMiiiHiiiMiiiiiiiMiiiniiiniiirriHiiiniiiiiitiiiiiiiriiiiiiiiiiiiiiiiiiiniiirriiiiiuiiininiiniiiiiiiiiiiiriiiiiiniiiittiiiiin 

jiniiiriiiMiKniitiiiiMiiHiiMiiMnMiiMniKiiiiiiMiiMiiinihiiiiiiiinMiiriiiiiiiiiiiMiiiiiiMiiitiiiniiiiiiriiiiiiiiiiiiiiiiiiiiiiirijiiiiriiiiiiiiL: 


Whistling  to  keep  up 
your  courage  helps 
while  waiting  for  the 
"comeback"  of  pros- 
perity. It  is  far  more 
helpful,  however,  to 
set  the  stage  for  better 
days  by  keeping  down 
your  present  costs. 

Brake  shoe  costs  can  be 
kept  well  in  hand  by 
standardizing  on  the 
one  best  type  and 
grade  of  shoe  for  every 
purpose.  There's  no 
economy  in  low  priced, 
shoes  which  raise  your 
car- mile  costs. 
Whistle  for  our  repre- 
sentative who  will  be 
glad  to  furnish  you 
with  facts  and  figures. 


The  American  Brake  Shoe 
and  Foundry  Company 

230  Park  Ave.,  New  York 
332  So.  Michigan  Ave.,  Chicago 


riiiiiitiiiimiitiiiiitiiiiiiiiiiMitiiiniiiiiiiiiiiiiiiiiiiiitiiiitiiiiiMiiriirriiiriiiiiiiiiKitiiiiiiiiMiiiiiiiiiiMniiiiiiiiiMUMiiriiiiitiiiiiiiiiiiiiiin 


62 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


;V'-::g;-.*«:*.j!;f 


NGINEERS  and  CONSULTANTS 


ALBERT  S.  RICHEY 

ELECTRIC    RAILWAY    ENGINEER 
WORCESTER,   MASSACHUSETTS 

EXAMINATIONS 

REPORTS-APPRAISALS-RATES 

OPERATION-SERVICE 


WALTER  JACKSON 

Consultant  on  Fares 
and  Motor  Buses 

The  Weekly  and  Sunday  Pass 
Differential  Fares — Ride  Selling 

Suite  £-A 
616  E.  Lincoln  Ave.,  Ml  Vernon,  N.Y. 


R.    F.    KELKER,    Jr. 

ENGINEER 

20  NORTH  WACKER   DRIVE 

CHICAGO 

TRANSIT   DEVELOPMENT 

OPERATING   PROBLEMS 

TRAFFIC  SURVEYS 

VALUATIONS 

SANDERSON  &  PORTER 
ENGINEERS 

for  the 

FINANCING— REORGANIZATION 
—DESIGN— CONSTRUCTION 

of 

INDUSTRIALS  and 
PUBUC  UTILITIES 

Chicago      New  York      San  Francisco 


ALLIED  ENGINEERS,  Lie. 


Engineers  and  Constructors 


20  Pine  Street 
New  York 

Transportation  Examinations 
and  Reports 


C.  B.   BUCHANAN,  Fregldent 

W.  H.  PRICE,  JR.,  Sec'7-Treu. 

JOHN  F,  LATNO,   Tlee-PrealdcBt 

Buchanan  &  Layng 
Corporation 

Engineering  and  Management, 

Construction,  Financial  Reports. 
Traffic  Surveys  and 

Equipment  Maintenance 


BALTIMORE 

l—t    First    National 

Bank  Bids. 

Pbooe:  HsnoTer:  2142 


NEW  YORK 
49  Wall  Street 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardner  F.  Wells 
Albert  W.  Hemphill 

APPRAISALS 

INVESTIGATIONS  COVERING 

Reorganization  Management 

Operation  Construction 

50  East  42nd  St.,  New  York  City 


The  P»  Edward 
Wish  Service 

50  Church  St.,  NEW  YORK 

Street  Railway  Inspection 
DETECTIVES 

131  State  St.,  BOSTON 


THE  BEELER 
ORGANIZATION 

Engineers  and  Accountants 

JOHN  A.  BEELER,  DIRECTOR 

Traffic  —  Traction 

Bus-Equipment 

Power-  Management 

Appraisals    Operating  and 

Financial  Reports 

Current  Issue  LATE  NEWS  and  FACTS 
free  on  request 

52  Vanderbllt  Avenue,  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. 

KZPBRIENCB  IN  2S  CITIES 

2301  Connecticut  Avenue 
Washington,  D.  C 


Byllesby  Engineering 

and  Management 

Corporation 


231  S.  La  Salle  Street,  Chicago 
New  York    Pittsburgh    San  Francisco 


NOVEMBER 
ISSUE 

Closes  October  23rd 

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  JOURNAL 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


63 


Every  Wire  Welded 


Erico 

Type  CAEH 

Bond 


All  wires  exposed  to  the  welder's 
arc,  a  large  area  of  welded  con- 
tact is  secured  with  a  minimum 
of  weld  metal.  The  hook  holds 
the  terminal  just  right  for  quick,, 
sure  application. 


Well  Bonded  Rails  are 
Efficiency  Insurance 

Speed,  efficiency  and  economy  —  rail  bonds 
have  a  lot  to  do  with  all  three — are  impor- 
tant equipment. 

With  Erico  bonds  you  are  assured  track  re- 
turn circuits  of  maximum  capacity  through- 
out the  life  of  the  track.  Whatever  your 
track  construction  there  is  an  Erico  Rail 
Bond  to  fit  your  requirements. 

Write  us  for  full  information. 


The  Electric  Railway  Improvement  Co. 

2070  E,  61st  Place,  Cleveland,  Ohio 


Mllinimiiiniraiiniimiuiiiiiiiiiiit miiim uiiiiiiiiiiiiimiiiiiiiriiiiiuMiiiiii imiiiiiiniuiiniimiiiiiiiiuiiiiimiilE    siiiiiiiiiiniiiiiiiiiiiii lliiniiiniiriillimlllllil I r mil l mill iiiiiiiiiiiimiiiliuillMd 


For  medium 


(mWmFl 


ittsuMte  with 

.GLASS/ 


BEST    I 


U 


TO 


15,000 


RAYI 


HEMINGRAY  GLASS  COMPANY     I 

General  Offices  and  Factory  Muncie,  Indiana  i 


ELECTRIC  CAR-HEATERS 


THERMOSTATIC  CONTROL 

STEAM  HEATERS  FOR  BUSES 

COMPLETE  PNEUMATIC  DOOR  AND 
STEP  OPERATING  EQUIPMENT 

HIGH  &  LOW  VOLTAGE  BUZZERS  &  BELLS 

SAFETY  SWITCHES 
SAFETY  SWITCH  PANELS 


.imiiiiiiiiiuMnmiiiiiimimiiuiMiimiiiiiimuiiimummimiiuiiimiiuimimimniiiimiiiiiiiiimiMiniimiiiiimiinimiiMimiiiiii:    aiiiiiiuniiiiiMirMiiiiimiihimiiiHiiMiiMimiimiiMiiiuitiiiiiiimirMiimiimitiiiiiiiiniinintiiiniitiiiitiiniiiitiiiuiiniihiiiniiiiMu 


64 


ELECTRIC  RAILWAY  JOURNAL 


October,  1931 


Don*t  do  a 

halS  iob! 

Bus  operators  can't  afford  to  run  the  risks 
of  frozen  radiators  .  .  .  tied-up  rolling 
stock,  costly  repairs !  Some  safeguard  against 
freezing  must  be  taken  .  . . 


BUT 


don't  do  a  half  job! 


Follow  the  recommendations  of  anti-freeze 
compound  manufacturers  who  advise  a  thor- 
ough cleaning  of  the  cooling  system  before 
the  use  of  their  product.  At  only  a  fractional 
part  of  the  cost  of  any  anti-freeze  solution 
you  may  use,  Oakite  materials  will  give  the 
thorough  preliminary  cleaning  needed  to 
assure  maximum  protection  during  the  win- 
ter months. 

An  Oakite  material  circulated  through  the 
cooling  system  removes  every  trace  of  oil, 
dirt  and  grease.  The  job  is  easily  and  quickly 
done  ...  a  few  minutes  now  may  save  hours 
of  trouble  later. 

Let  our  nearby  Service  Man  tell  you  how 
Oakite  can  save  money  for  you  on  radiator 
cleaning,  parts  cleaning,  bus  washing,  and 
every  other  shop  cleaning  job.  Write  today. 
No  obligation. 

Oakite  Service  Men,  cleaning  specialists,  are  located  in 
the  leading  industrial  centers  of  the  U.  S.  and  Canada 

Manufactured  only  by 
OAKITE  PRODUCTS,  INC.,  28B  Thames  Street,  NEW  YORK    N    Y 

OAKITE 

Industrial  Oeatting  Materials  and  Methods 


ALPHABETICAL   INDEX 

This  index  is  published  as  a  convenience  to  the  reader.  Ererr 
care  is  talcen  to  make  it  accurate,  bnt  Bleetric  BaUvoav 
Journal  assumes  no  responsibilitr  for  errors  or  omissions. 

Page 

Allied     Kn^ineers ^2 

Aluminum  Co.,  of  America 35 

American  Brake  Shoe  &  Foundry  Co 61 

American   Car   Co Third   Cover 

American     Steel     Foundries 45 

Art    Rattan    Works,     Inc 8 

Beeler    Organization b2 

Bendix  Westinghouse  Automotive  Air  Brake  Co 55 

Bethlehem    Steel    Co 22 

Bibbins,    J.    Roland 62 

Brill  Co.,  The  J.  G Third  Cover 

Buchanan   &  Laying  Corp 62 

Byllesby    Eng.    Manag.    Corp 62 

Cities     Service     Co 23 

Collier,     Inc.,     Barron     G 32-33 

Consolidated    Car    Heating    Co 63 

Cotta-A-Lap    Co.,    The 19 

Dayton  Mechanical  Tie  Co 


52 

Electric   Railway   Improvsment   Co 63 

Electric  Service   Supplies  Co 9 

Electric    Storage    Battery    Co 17 

Fargo   Motor   Corp 20-21 

Firestone  Tire  &  Rubber  Co.,  The 30 

General   Electric   Co Back    Cover   &    10 

General  Motors  Truck  Co Front  Cover  &  Insert  37-40 

General    Steel    Castings    Co 16 

Globe    Ticket    Co 54 

Goodyear   Tire   &    Rubber   Co 12-13 

Hemingray    Glass    Co B3 

Hemphill    &    Wells 62 

Jackson     Lumlier    Co 57 

Jackson,    Walter     ,     62 

Johns    Manville     66 

Karpen   &  Bros.,   S Insert   49-50 

Kelker,    Jr.,   R.   F. 82 

Kuhlman    Car   Co Third    Cover 

McGraw-Hill    Book   Co.,    Inc 6!) 

Metal   &   Thermit   Corp 14-15 

Nachod   and  U.    S.    Signal   Co 59 

National   Bearing  Metals  Corp SO 

National    Brake    Co.,    Inc 11 

National    Paving    Brick    Ass'n B7 

National     Pneumatic    Co 7 

National    Tube    Co 43 

Ohio    Brass    Co 6 

Oakite   Products,   Inc .- 64 

Oakonite    Co.,    The     58-59 

Oakonite-Callender  Cable  Co.,   The 58-59 

Parafflne   Companies   Inc.,    The    1» 

Pantasote  Co.,  Inc.,  The 60 

Railway    Track-work    Co 4 

Railway    Utility    Co 29 

Reo    Motor    Car    Co 47 

Rlchey,    Albert 62 

Roebllngs  Sons  Co.,   John  A 36 

Russell,  Burdsall  &  Ward  Bolt  &  Nut  Co 46 

Safety    Car    Devices    Co 44 

Sanderson    &    Porter 62 

Searchlight    Section 6E 

Standard    Oil    Co.,    (Indiana) 4S 

Standard  Oil  Co.  of  New  York Ig 

Standard   Steel   Works   Co 34 

Star  Brass  Works,  The    6X 

Silver   Lake    Co 61 

Stuokl  Co.,  A 61 

Texas  Co.,  The 41 

Timken  Detroit  Axle  Co 31 

Twin  Coach  Corp .  Insert   25-28 

Tuco  Products  Corp 58 

Union  Metal  Mfg.  Co.,  The 51 

Union    Switch   &    Signal    Co 53 

Wason  Mfg.   Corp Third    Cover 

Westinghouse  Elec.  &  Mfg.  Co Second  Cover 

Westinghouse   Traction    Brake    Co 6 

Wish    Service,    The   P.    Edw 62 

Yellow  Coach Front  Cover  &  Insert   37-40 


Searchlight  Section  —  Classified  Advertising 

EQUIPMENT   (Used,  etc.)    6E 

Eastern  Massachusetts  Str.  Ry.  Co 66 

Perry,  Buxton,  Doane  Co 65 

POSITIONS  VACANT  AND  WANTED    65 


October.  1931 


ELECTRIC  KAILWAY  JOURNAL 


65 


-•••3 


4- 


EAMCMOGHT 


.^ 


ECTION 

EMPLOYMENT   :  BUSINESS  :     OPPORTUNITIES    I    EQUIPMENT— USED  or  SPECIAU 

DISPLAYED — ^RATE  PER  INCH: 

1  inch     $6.00 

2  to  3  inches 5.75  an  inch 

4   to  7  inches 6.60  an  inch 

Other  spaces  and  contract  rates  on  request. 
An  advertising  inch  is  measured  vertically 

on  one  column.  3  columns — -30  inches — 
to  a   page.  R.J. 

COPY  FOR  NEW  ADVERT  IS  KM  ENTS  ACCEPTED   UNTIL   3    P.    M.    ON  THE    20TH   FOR  THE   ISSUE   OUT  THE  FIRST    OF   THE   FOLLOWING    MONTH 


UNDISPLAYED — RATE   PER    WORD 
Positions  Wanted,  6  cents  a  word,  minimum 

$1.00  an  insertion,  payable  in  advance. 
Positions    VacaTit    and    all    other   classifica- 
tions,   excepting-   Equipment.    10   cents    a 
word,  minimum  charg:e  $2.00. 
Proposals.  40  cents  a  line  an  insertion. 


INFORMATION: 

Box  Numbers  in  care  of  our  New  York. 
Chlcag-o  or  San  Francisco  offices  count 
10   words   additional  in  undisplayed   ads. 

Discount  of  10%  if  full  payment  is  made  in 
advance  foo  four  consecutive  inserfcions  of 
undisplayed  ads  (not  including-  proposals) . 


Over  6000 

other  men 

in  the 

Electric 

Railway 

Field 

will  see 

this  page 

Then — isn't  this 

the  logical  place  to 
advertise  any  busi- 
ness  wants  you 
may  have  of  inter- 
est to  Electric 
Railway  men? 

EMPLOYMENT 
BUSINESS 

or 

EQUIPMENT 

OPPORTUNITIES, 

Etc.,  Etc.,  Etc. 


DISMANTLING? 

Let  us  handle  this  for  you.  We  specialize  in  buying  and 
dismantling  entire  railroads,  street  railways,  industrial 
and  public  service  properties  which  have  ceased  operation. 
We  furnish  expert  appraisals  on  all  such  properties. 

Consult  us  also  about  New  and  Relaying  Rails — all 
weights  and  sections.    You  will  like  our  service. 

The  Perry,  Buxton,  Doane  Company 

(Capital  Il.l0«.«e«.0t) 

Boston  0£5ce,  P.  O.  Box  5253,  Boston,  Mass. 
Pacific  Salu  Office — Failinf  Buildinc,  Portland,  Oreion 


I I It I nil llllllllltlllltlllllllllltllllllllHIIII 

IMMIHIMilliaillllllillllllllllllllllllltllllllllMII*IIMIIIIIIIMIIIillllllllllttl*IIIIIIIIIIIIIMIIMIIIIIinilllllHMMlM4tU 


FOR  SALE 

FJve  or  six  high  speed  Interurban  Passenger  Cars,  light  weight,  complete, 
approximately  38,000  lbs.,  equipped  with  four  General  Electric  247  Motors, 
K  control,  full  safety  features,  single  end  operation  and  including  magnetic 
brakes.  Cars  are  three  years  old,  equipped  with  new  Cincinnati  type  trucks. 
28-in.  wheels.  Free  running  speed  approidmately  52  miles  per  hour,  on  650 
volts.    By  changing  gear  ratio,  could  be  admirably  adapted  for  city  service. 

2 — 4-motor  Freight  Cars,  each  equipped  with  Westinghouse  557,  150-hp.  Motors, 
HL  control,  automatic  air  brakes. 

1 — 300  kw.,  33,000/445  volt,  60  cycle,  600  volt,  D.C.,  Westinghouse  Automatic 
Substation. 

2 — 500  kw.,  33,000/445  volt,  60  cycle  600  volt,  D.C.,  Westinghouse  Automatic 
Substations. 

1—500  kw.,   33,000/445   volt,   60  cycle,  600  volt,   D.C.,  Westinghouse   Portable 
Automatic  Substation. 

10 — Standard  Interurban  Box  Cars. 

Terms  can  he  arranged. 
FS-2S8,  Electric  Railway  Journal,  520  No.  Michigan  Ave.,  Chicago,  III. 


POSITIONS  WANTED 


ARMATURE    winder,    electrician,    15    years'    ex- 
perience;   references    tumislied:    po    anywhere 
on    short    notice.       PW-248,    Electric    Railway 
Journal.  883  Mission  St.,  Sao  Francisco.  Cal. 


WANTED  position  as  working  foreman,  either 
night  or  day.  twelve  years'  experience. 
Handy  with  carpenter  tools.  Can  wind 
armatures,  and  do  all  kinds  of  wiring.  PW-269, 
Electric  Railway  Journal.  Tenth  Ave.  at  36th 
St..    New   York. 


POSmON  VACANT 


TRACK  foreman  wanted,  familiar  with  special 
track  work  on  high-speed  electric  lines.  If 
you  desire  such  a  position  insert  ^n  advertise- 
ment in  the  Searchlight  Section  of  Electric 
Railway  Jdurnal. 


FOR  §AI.E 

10   Double   Truck 
Four  Motor  Shear 

Snow  Plows 

First  Class  Condition 
Also  85 

Cleveland  Fare  Boxes 

Prices  Reasonable 

Eastern  Massachusetts 

Street  Ry.  Co. 

Boston 


66 


ELECTRIC  RAILWAY  JOURNAL 

650,000 

SAFE . . .  quick . . .  quiet 

STOPS 


October,  1931 


STOPS  at  high  speed— stops  at  low 
speed — stops  with  the  brakes  hot 
— stops  with  them  cold— 25,000  miles 
of  stops  through  the  congested  traf- 
fic of  a  busy  eastern  city.  And  this  set 
of  Johns-Manville  Brake  Blocks  is 
still  in  good  condition,  ready  for 
thousands  of  miles  more  of  cost-free 
operation. 

Test  a  set  of  J-M  Brake  Blocks  on 
the  toughest  route  your  buses  travel. 
Notice  the  high  speeds,  the  smoother, 
quicker  stopping,  the  safer  braking 
they  permit.  Watch  how  they  reduce 
upkeep  costs.  Check  up  on  the  thou- 


sands of  miles  additional  service  they 
give  you— notice  how  shop  lay-ups 
for  adjustments  are  reduced— how 
road  delays  are  eliminated.  J-M 
Brake  Blocks  increase  tire  life.  They 
spare  the  brake  drums,  cut  the  risk 
of  accidents  and  lessen  the  fatigue 
of  drivers. 

J-M  Brake  Blocks  have  been  de- 
signed to  stand  up  under  high  speed, 
heavy  duty  operation — and  they  do. 
Made  of  asbestos,  of  uniform  struc- 
ture throughout,  their  gripping 
power  remains  positive  and  constant 
at  all  stages  of  wear.  Every  fleet  owner 


concerned  with  keeping  costs  down 
should  investigate  this  modern  tested 
friction  material.  Address:  Johns- 
Manville,  New  York,  St.  Louis,  San 
Francisco,  Cleveland,  Chicago, 
Philadelphia,  Montreal. 


Johns-Manville 

^ JlTi  I  Bus  &  Car  Insulation  Asbestos  Exhaust  Pipe  CovcHnfi  Pad 

W.%^r !  Tile  Flooring  Friction  Tape 


SERVICE    TO    BUS 
TRANSPORTATION 


Mastlcoke  &  Truss  Plate  Flooring 
Brake  Blocks  &  LlnlnOa 


October,  1931 


ELECTRIC  RAILWAY  JOURNAL 


sp^^Sf 


m 

fell 

!r*-.;-.'-;|l 


J.    ...... 


ffVirilP 


■MM 

■J  V  T    ?T-  ' 

III 

{  l•-••V^;.• 
'■;■(]  ni-fi 


1.11.  l^lJl 

-Mm 


D 


HE  Brill  Convention  Exhibit  presented  many  new 
developments,  the  results  of  continued  efforts  to  pro- 
vide equipment  measuring  up  to  the  highest  standards  of 
performance  and  maintenance. 


PHILADELPHIA 

&  WESTERN 
HI-SPEED  CAR 

After  extensive  wind  tunnel 
tests,  which  demonstrated 
the  power  economies  pos- 
sible, this  highly  stream-lined 
car  design  was  developed. 
Equipped  with  four  100  H.P. 
motors,  it  weighs  only  52,400 
lbs. 


NEW  BRILL  90-E 

WORM-DRIVE 

TRUCK 

This  low-level,  light-weight 
truck  has  inside-hung,  high- 
speed motors  and  worm-type 
drive  for  smooth,  comfort- 
able  and   quiet  operation. 


NEW  DESIGN 

FOR  BRILL 

TROLLEY  BUSES 

Both  the  new  Brill  "30"  and 
"40"  Trolley  Buses  are  of  a 
new  simplified  design.  One 
is  equipped  with  a  single  50 
H.P.  motor  and  the  other  has 
two  motors.  An  improve- 
ment in  equipment  installa- 
tion practice  is  evident  in 
both  vehicles.  The  require- 
ments of  both  the  smaller 
and  larger  communities 
were  given  consideration  in 
both  the  design  and  equip- 
ment. 


j^ffmrgBltCBg'l 


Aluminum  alloys  principally  used  in  conslruclion 

A 


m: 


Lovi  unsprung  vieight  features  ne<w  90-E  Truck 

A 


One  of  five  Brill  ■^0-passenijer  Trolley  Buses  for  Peoria 


THE  J.  G.  BRILL  COMPANY 

philaheu'hia 


eillCAGO    OFFICK  -  barrm  tbmt 

8A  N  FR AMCISCO  OFFICB  -  kialto  buiu>ii«u 


TllK  J.  G.  BRILJ.  COMPANY  or  OHio  -  (:ueviu.AND 
THK  J.  O.  BRIU'  COMPANY  or  MMm^cmvmiem- 


-i>l. 


J'!-, 


3 


'0i 

:T!-,r',.l- 


i-i^ 


■t\v% 


HOUSTON  PUBLlfC   LIBRARY 

HOUSTON 
TEXAS 


(         ELECTRIC  RAILWAY  JOURNAL 


'Omana  s   street   railway 

modernized  its  power  supply 
with  G-E  automatic  equipment 


,if  «»<♦'" 


Interiors  of  two  G-E 
equipped  automatic 
stihstatioiis  operated 
by  Omaha  and 
Council  BlufisStreet 
Railway 


Exterior  of  one  of  the  substations 


BY  ESTABLISHING  nine  automatic  synchronous-con-' 
verier  substations,  completely  G-E   equipped,  the 
Omaha  and  Council  Bluffs  Street  Railway  Company  has! 
realized  these  principal  advantages: 

Reduced  substation  operating  expense 
Saving  in  power 

(a)  through  improved  distribution 

(b)  through  load-responsive  automatic  control 
Improved  voltage  regulation  resulting  in  faster  acceleration 
and  higher  schedule  speeds 

Better   pubHc    relations  due   to    modern    equipment   and 
better  morale  of  car  operators 

Other  outstanding  advantages  are  the  reliability   of  service  and! 
flexibility  of  operation.    The  new  system  permits  individual  sta- 
tions to  be  shut  down  without  interfering  with  the  service.  While] 
this  company  chose  to  renew  its  entire  system,  some  of  the  indi- 
vidual advantages  can  be  obtained  in  other  cities  without  so  com- 1 
prehensive  a  change.    We  invite  you  to  consider  the  possibilities 
of  modernized  substation  equipment.  The  services  of  a  General 
Electric  transportation  specialist  are  always  at  your  command. 


GENERAL#ELECTRIC 


SALES 


ENGINEERING 


SERVICE 


PRINCIPAL 


C    I    T 


E    S 


Morris  Bcck 

Engineering  Editor 
Gkorub  J.  MacMcbbai 
Cliffobd  a.  Facbt 
Cbaklbs  1.  Boooi 


Louis  F.  Stoll 
PublishlnE  Director 


Electric  Railway 
Journal 

Consolidation  oj 
bti-eet  Railway  Journal  and  Electric  Railway  Review 


Established  1884— McGraw-Hill  Publishing  Company,  Inc. 
Vol.  75,  .Vo.  12  " 


John  A.  Miller.  Editor 


Pages  621-670 


JoBBPH  R.  STAUFrsir 

Chicago 
Paul  Wooton 

Wasbinston 

W.  C.  HUTOH 

Piclflc  Coast  Editoc 

ALBX  MOCALLCJH 

Ijondon,  KneUnd 


Vital 

FiGU 


RES  ! 


Statistics  covering  every 
phase  of  city  and  interurbau 
transportation,  to  be  pub- 
lished in  the  Journal's 
Annual  Statistical  and  Prog- 
ress Xumber,  will  depict 
and  interpret  all  major 
trends.  Now,  as  never 
before,  there  is  a  need  for 
an  accurate  picture  of  what 
the  industry  is  doing  and 
where  it  is  headed. 

Study  this 
January  issue 

thoroughly! 


McGraw-Hill  Publishing 
Company,  Inc. 

330  WEST  42d  STREET, 
NEW  YORK.  N.  Y. 

Cabi-b  Adddbss: 

"Machinist.  N.  Y," 

CHICAGO   -    520  North  Michigan  Avenue 

SAN    FRANCISCO     -     883  Mission  Street 

LONDON,  W.C.2,Aldwych  House.  Aldwych 

Washinotqm  ...  National  Press  Building 
PniLADBLPHiA  -  -  -  -  ]600  Afcli  Street 
Clbtbland  -  -  -  501  Guardian  Building 
Dbtroit  -  -  2-257  Generai  Motors  Hullding 
St.  Lodis     -     -     1556  Bell  Telephone  Building 

Boston 1427  Statler  Building 

Obkhnvillb,  S.  C.  -  1301  Woodside  Building 
Los  Angblbs. 

339-340  Chamber  of  Commerce  Building 


Jambs  H.  MoGraw,  Chairman  of  the  Board 

Malcolm  Mcie,  President 

Jaurs  H.  MoGraw,  Jr.,  Vice -Pres.  and  Treas. 

Mason  Britton,  Vice-President 

Edgar  Kobak,  Vice-President 

Harold  W.  MoGraw,  Vice-President 

H.  C.  Parmblbb.  Editorial  Director 

C.  H.  Thompson,  Secretary 


Mtmher  A.B.C. 
Member  A.B.P. 


1931 

Published  monthly,  with  one  additional  Con- 
vention Number  during  the  year,  $3  per  year. 
35  cents  per  copy.  Foreign  postage,  S2  a  year. 
Canada  ( including  Canadian  duty) ,  $3.50. 
Entered  aa  second-ctasa  matter,  June  23,  1908, 
at  the  Post  Office  at  New  York,  N.  Y..  under 
the  Act  or  March  3,  1879.     Printed  In  U.  S.  A. 

OCBcial  correspondent  In  the  United  States 
for  Union  International  de  Tramways,  de 
Chemina  de  fer  d'lnterlt  local  et  de  Transports 
Publics   Automobiles. 


Contents  of  This  Issue 

NOVEMBER,  1931 
Copyright,  1931,  by  McGraii'-Hill  Publishing  Company,  Inc. 


Editorials     621 

Transportation — a  Fundamental  of  Land  Values 624 

By  Mark  Levt 

Auto-Transformers  Feed  Reading  Electrified  System 626 

By  A.  I.  TOTTEN 

Higher  Maintenance  Standards  and  Lower  Costs  Are  Objectives 

at  Atlanta   627 

Car  Research  Progressing 639 

Montreal  Tramways  Extends  Use  of  Mercury  Rectifiers 642 

By  M.  L.  De  Anqelis 

Public  Sentiment  Favors  Loading  Platforms  in  Cincinnati 644 

Trolley  Bus  System  Will  Soon  Serve  Kenosha 645 

Warning  Sign   Reduces  Accidents 646 

Sunday  Passes  Increase  Riding  and  Revenue  in  New  Bedford 647 

By  Harold  E.  Potter 

Concrete  Loading  Platforms  at  Pittsburgh 648 

The  Readers'  Forum   648 

Practical  Ideas  for  the  Maintenance  Man: 


H-B  Lifeguard  Assembly — By 

R.  Walker  and  H.  Smith . . .  650 

Repairing  Porcelains  of  Junc- 
tion Boxes — By  Farrell  Tip- 
ton      650 

Rebuilding  Tap  Bolt  Holes 
for  Motor  Housings — 
By  ].   Mondoux 650 

Armature  End  Play  Calipers 
—By  H.  Cordell 651 

Brake  Valve  Handle  Fastener 
—By  A.  R.  Petrie 651 


Tread  Guard  Placed  at  Frog 
Joint — By  E.  B.  Spenser. . .  652 

Jack  Handling  Truck — 
By  A.  F.  Pollard 


652 


Electrically  Driven  Fare  Box 
— By  Charles  Herms 652 

Handy  Wrench  Rack 653 

Automatic  Block  Signals  Limit 
Freight  Traffic  Across  Bridge 
—By  H.  A.  Brown 653 

Dipping  Tank  Saves  Paint — 
By  W.  R.  McRae 653 


New  Equipment  for  the  Railways'  Use 654 

Trend  of  Revenues  and  Expenses 656 

News  of  the  Industry   658 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


Did  you  get 
your  copy 

at  the 
Convention? 


H, 


lere  is  a  booklet 
dealing  with  the  most  recent  methods  employed  to  improve 
braking  performance  on  street  railway  cars,  viz.,  quick  brake 
applications  with  a  Relay  Valve,  flexible  control  of  cylinder 
pressure  with  a  Self-lapping  Brake  Valve,  and  High  Braking 
Ratio  with  adequate  size  brake  cylinder  ...  It  also  gives 
results  of  tests  conducted  on  a  prominent  railway  property 
with  cars  having  these  improvements,  which  indicate  a  re- 
markable shortening  of  stopping  time  and  distance  with  the 
consequent  improvement  in  schedule  speed  and  operating 
safety  ...  If  you  did  not  obtain  a  copy  of  this  booklet  at 
the  convention  write  for  Publication  9076.  It  may  suggest 
the  possibility  of  like  improvement  on  your  property. 

WESTINGHOUSE  TRACTION  BRAKE  COMPANY 


General  Office  and  Works 


Wilmerding,  Pa. 


(2258) 


WESTINGHOUSE  TRACTION  BRAKES 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


Congratu  lations... 

Georgia  Power  Company 

Winner  of  Electric  Railway  JournaFs  Maintenance  Award 


Efficient  inspection  and  maintenance  methods  have 
resulted  in  an  enviable  record  for  the  Atlanta 
Division  of  the  Georsia  Power  Company. 

Moreover,  modern  equipment  has  enabled  this  pro- 
gressive Southern  property  to  provide  safe,  fast  and 
economical  transportation. 

70%  of  Atlanta's  street  cars  are  operated  by  one 
man  and  equipped  with  N.P.  Automatic  Treadle 
Operated  Exit  Doors.  These  cars  have  proved  35.7% 
safer,  9%  faster  and  infinitely  more  economical  to 
operate  than  two-man  cars. 

"IT  PAYS  TO  MODERNIZE" 
NATIONAL   PNEUMATIC  COMPANY 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


^afp  reaUy 


WITH  the  splendid  cooperation  of  electric  railway  engin- 
eers and  executives  extending  over  the  past  three 
years,  0-B  engineers  have  succeeded  in  developing  an  entire- 
ly new  but  thoroughly  proved,  trolley  shoe  and  harp.  Newly 
applying  well  established  principles  of  mechanics,  the  result 
is  a  shoe  as  radically  different  in  design  and  appearance  as 
it  is  in  performance.  In  the  OB  Trolley  Shoe  design  the 
center  of  oscillation  has  been  made  coincident  with  the  line 
of  sliding  contact  on  the  wire. 

From  this  important  principle  flow  certain  results  which  are 
of  vital  importance  to  the  performance  of  the  device.  •  Me- 
chanical simplicity,  always  necessary  and  desirable  in  devices 
involving  movement,  has  been  attained.  The  OB  shoe  and 
harp  consists  of  but  four  simple  parts:  shoe,  "L*C*0"  bearing, 
copper  shunt,  Flecto  iron  harp.  All  tendency  toward  rotation 
when  the  car  moves  forward  or  backward  is  eliminated.  The 
shoe  itself  is  always  in  practically  perfect  balance  regardless 
of  service  conditions  or  degree  of  wear  in  the  shoe.  The 
possibility  of  drawing  current  through  a  point  contact  is 
never  present.  The  full  2j-inches  of  sliding  contact  surface 
are  constantly  on  the  wire.  Easy  backing  without  manual 
guidance  of  the  trolley  pole  is  permitted.  Wear  on  shoe  and 
overhead  is  reduced.  Noise  in  operation  is  negligible  as  are 
burning,  arcing  and  radio  interference. 

OB  salesmen  or  the  Ohio  Brass  Company  will  gladly  supply 
complete  information  for  those  who  are  interested  in  longer 
and  better  collector  service  and  wire  life. 


©m©  Brass  Company 


New  York  •  Philadelphia  ■  Boston  •  Pittsburgh 


Mansfield, 

Canadian  Ohio  Brass  Co.  Limited 
'  Chicago  •  Cleveland  •  St.  Louis  •  Atlanta  •  Dallas 


Ohio,  U.  S.  A. 

Nia^jara  Falls,  Ontario.  Canada 

•  Los  Angeles  *  San  Francisco  •  Seattle 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


^^THE  WHOLE  IS  EQUAL 
TO  THE  SUM  OF  ITS  PARTS'' 


^ 


These  Keystone  Car  and  Bus 
Specialties  contributed  to 
Georgia  Power  Company^s 


* 

GOLDEN  GLOW 

HEADLIGHTS 

* 

KEYSTONE 

LIGHTING  FIXTURES 

* 

HUNTER  DESTINATION 

AND  ROUTE  SIGNS 

* 

FARADAY  PASSENGER 

SIGNAL  SYSTEMS 

* 

NOLCO 

TROLLEY-WHEELS 

* 

SHELBY 

TROLLEY-POLES 

* 

KEYSTONE 

LIGHTNING  ARRESTERS 

f 


fine  record! 


As  manufacturers  of  Keystone  Car  and  Bus 
Equipment,  we  are  proud  to  acknowledge 
the  compliment  paid  us  by  Georgia  Power 
Company.  We  are  glad  that  Keystone 
Equipment  was  helpful  in  their  cost-reduc- 
ing program. 

The  Essco  Catalogs  are  full  of  cost-reduc- 
ing, maintenance  reducing  Specialties  for 
Cars,  Buses  and  Trolley-Buses.     Consult  it. 

ELECTRIC  SERVICE 

SUPPLIES  Cn  Manufacturer 


RAILWAY.  POWER  AND  INDUSTRIAL 
ELECTRICAL  MATERIAL 


Home  office  and  plant  at  17th  and  Cambria  Sts.,  PHILu\- 
DELPHIA;  District  offices  at  111  N.  Canal  St..  CHICAGO; 
50  Cfiurch  St.,  NEW  YORK;  Beflsemer  Bids..  Pittsburgli; 
88  Broad  St.,  BoBton;  General  Motors  Bid;.,  Detroit; 
Canadian  Agents,  Lyman  Tabe  and  Supply  Company, 
Ltd.,   Montreal,  Toronto,  A'ancouver. 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


QUEEN  MARy  ROAD 

SUBSTATION 


Exterior  and  interior  views  of  Queen  Mary 
Road  substation,  which  is  equipped  with  G-E 
rectifiers  and  G-E  automatic  and  supervisory 
'  control 

G-E  Rectifiers  with  Automatic  and  Supervisory 

Control  Meet  Every  Need  of  This  Substation 

The  proved  performance  of  two  1500-kw.,  600-volt  G-E  mercury-arc  recti- 
fiers placed  in  service  nearly  two  years  ago  at  Viau  Substation  by  the  Montreal 
Tramways   Company  led  to  the  installation  of  two  siinilar  units  in  this  most 

modern  substation  on  Queen  Mary  Road, 
Montreal,  Canada. 

Quietness  of  operation  —  especially  desirable  in 
residential  districts — and  ample  overload  capac- 
ity are  outstanding  features  of  this  equipment. 
And  the  operating  records  of  both  substations 
show  an  availability  of  almost  100  per  cent  since 
operation  began.  Queen  Mary  Road  substation 
is  completely  automatic  and  is  equipped  with 
supervisory  control.  All  of  these  features  con- 
tribute to  its  economy  of  operation.  General 
Electric  Company,  Schenectady,  N.  Y. 

GENERAL®  ELECTRIC 


pEJO 


.:if»*^ 


SALES 


AND 


ENGINEER 


SERVICE 


PRINCIPAL 


Electric  Railway 
Journal 


New  York, 

November,  1931 


Conaolidation    of 
Street  Railway  Journal  and  Electric  Railway  Review 

Established  1884— McGraw-Hill  Publishing  Company,  Inc. 
John  A.  Miller,  Editor 


Volume  75 
Number  12 


Company  Sustained 

in  St.  Louis  Wage  Decision 

TITITH  evidence  at  hand  that  the  revenues  of  the 
^  ^  St.  Louis  Pubhc  Service  Company  were  insufficient 
to  maintain  it  in  a  solvent  condition  despite  the  numerous 
operating  economies  effected  recently,  the  board  of  wage 
arbitration  in  its  decision' of  Oct.  8  rejected  the  conten- 
tion of  the  union  employees  that  wages  should  be  con- 
tinued at  the  1928  level,  and  voted  in  favor  of  a  10  per 
cent  reduction.  The  board  ruled  also  that  a  differential 
of  7  cents  in  favor  of  the  operators  of  one-man  cars 
and  buses  is  adequate. 

Faced  with  a  probable  deficit  of  more  than  $800,000 
if  wages  remained  unchanged  until  the  expiration  of  the 
contract  next  May,  the  company  asked  its  employees 
some  months  ago  to  accept  a  10  per  cent  reduction  in 
wages  contingent  upon  the  earnings  of  the  company. 
The  union  resisted  this  proposal  and  threatened  a  strike, 
but  later  agreed  to  arbitration.  In  the  arbitration  pro- 
ceedings, it  was  contended  by  the  union  that  69  cents 
per  hour,  the  existing  wage  for  two-man  operation,  was 
not  sufficient  for  the  employees  to  maintain  a  reasonable 
standard  of  living,  that  7  cents  per  hour  was  not  a  suffi- 
cient differential  for  one-man  operation,  and  that  the 
financial  condition  of  the  company  was  not  such  as  to 
justify  the  proposed  reduction. 

On  its  part,  the  company  maintained  that  earnings  were 
inadequate  to  meet  the  requirements  for  operation,  taxes, 
interest  on  indebtedness  and  depreciation,  and  that  the 
only  alternatives  to  a  reduction  in  wages  were  to  increase 
the  fare,  reduce  service  or  further  reduce  maintenance 
costs.  An  increase  in  fares  was  regarded  as  of  very 
doubtful  efficacy.  It  would  pass  the  burden  of  main- 
taining the  existing  wage  level  of  railway  employees  to 
others  whose  wages  and  incomes  had  already  suffered 
a  decline.  To  reduce  service  would  result  in  a  further 
decline  of  patronage,  and  to  reduce  maintenance  would 
impair  the  reliability  and  safety  of  the  service. 

In  considering  the  issue,  the  majority  of  the  arbitra- 
tors discussed  the  affairs  of  the  railway  at  length  and 
concluded,  despite  the  dissent  of  the  union  representative, 
that  the  reduction  was  no  more  drastic  than  was  neces- 
sary to  permit  the  company  to  continue  operation  and  to 
meet  its  fixed  obligations.    That  this  reduction  will  cause 


actual  hardship  to  the  employees  seems  unlikely,  for  the 
cost  of  living  in  St.  Louis  has  fallen  more  than  10  per 
cent  since  the  time  when  the  69-cent  wage  rate  was  estab- 
lished. Moreover,  as  the  board  points  out  in  its  report : 
"In  a  financial  crisis,  an  employee  fares  better  under  a 
solvent  employer  than  he  is  apt  to  do  under  a  receiver." 
While  the  reduction  in  wages  is  regrettable,  it  appears 
to  have  been  necessary  to  keep  the  property  in  operation 
by  the  company.  "In  so  holding,"  the  decision  reads, 
"we  recognize  the  company's  claim  that  its  fare  boxes 
being  its  only  source  of  revenue,  diminished  revenues  are 
bound  to  sound  its  death  knell  unless  relief  is  granted." 


Objectives  of  Car  Research 
Becoming  Clearer 

AS  PROGRESS  in  car  research  continues  under  the 
-^*-  auspices  of  the  Electric  Railway  Presidents'  Con- 
ference Committee,  the  scope  and  objectives  of  the  under- 
taking are  liecoming  better  understood  by  the  industry. 
An  idea  was  prevalent  at  first  that  the  aim  of  the  com- 
mittee was  to  revolutionize  car  design — to  produce  a 
vehicle  utterly  different  from  that  which  the  industry  is 
using  at  the  present  time.  It  is  now  realized  that  the 
principal  objective  is  to  evolve  equipment  designs  which 
are  an  improvement  on  existing  ones,  rather  than  to 
wave  a  magic  wand  and  create  something  entirely  new. 
Among  the  specific  needs  receiving  intensive  study  are 
(1)  faster  and  smoother  acceleration  and  braking,  (2) 
noise  reduction,  (3)  improved  appearance,  and  (4)  re- 
duced construction  cost.  Experiments  have  been  under 
way  in  the  field  laboratory  at  Brooklyn  for  several 
months  past  for  the  purpose  of  finding  out  how  these  ends 
can  be  attained.  The  work  has  not  yet  progressed  far 
enough  to  permit  publication  of  the  results  of  the  tests, 
but  their  general  nature  is  outlined  in  an  article  appear- 
ing elsewhere  in  this  issue. 

That  this  study  and  investigation  of  the  whole  subject 
of  car  design  should  have  acted  to  some  extent  as  a 
deterrent  to  the  purchase  of  equipment  now  on  the  mar- 
ket is  easily  understandable.  No  one  wants  to  buy  some- 
thing today  if  it  is  going  to  become  obsolete  tomorrow. 
The   idea  that   revolutionary  changes  in   design  are   in 


Electric  Railway  Journal — November,  1931 
621 


prospect,  however,  is  now  seen  to  be  an  exaggeration. 
Important  improvements  may  confidently  be  expected  to 
result  from  this  research,  but  they  are  not  likely  to  be 
such  as  to  necessitate  the  scrapping  of  the  rolling  stock 
of  modern  design  that  is  now  in  operation. 

It  must  be  remembered  also  that  research  is  a  continu- 
ing process.  Substantial  progress  has  been  made  in  car 
design  during  recent  years.  Efficient  and  economical 
equipment  is  available  today  at  price  levels  much  lower 
than  they  were  some  time  ago.  If  a  railway  needs  new 
cars  now,  the  time  to  buy  them  is  now.  Whatever 
improvements  may  be  developed  by  the  committee's 
study,  its  findings  will  not  be  the  final  word  in  car  design. 
Other  improvements  will  follow  as  the  need  for  them 
arises  and  ways  are  found  to  solve  other  problems.  The 
management  which  waits  for  the  final  word  before  buying 
new  cars,  will  still  be  operating  its  old  cars  when  the 
last  trumpet  sounds. 


Atlanta  Makes  Outstanding  Record 
in  Winning  Maintenance  Award 

FOR  its  high  standards  of  maintenance  in  all  depart- 
ments the  Atlanta  division  of  the  Georgia  Power 
Company  was  awarded  the  company  trophy  in  the  1931 
Maintenance  Contest  sponsored  by  Electric  Railway 
Journal.  In  thus  being  adjudged  the  winner  among  42 
competitors,  the  company  received  well-merited  recogni- 
tion for  its  excellent  work.  Although  they  did  not  win 
the  trophy,  many  of  the  other  competing  companies  also 
deserve  high  praise  for  their  excellent  records. 

In  view  of  the  present  economic  situation  and  the  con- 
sequent decreases  in  riding,  the  Georgia  Power  Company 
has  been  faced  with  the  problem  of  curtailing  expenses 
sharply.  Its  success  in  reducing  all  maintenance  costs 
is  in  large  part  attributable  to  the  use  of  the  budget 
system.  Department  heads,  in  making  special  eflforts  to 
keep  within  the  budget,  have  in  most  instances  saved 
considerable  amounts  from  the  budgeted  figures. 

While  reducing  its  costs,  the  Georgia  Power  Company 
has  steadily  raised  its  standards  of  maintenance.  The 
company  has  adopted  a  definite  policy  of  deferring  no 
maintenance  and  has  insisted  on  work  of  an  even  higher 
quality  than  has  been  done  in  the  past.  Evidence  of  the 
effective  observance  of  these  principles  is  shown  in  the 
remarkable  pull-in  records  for  vehicles,  the  excellent 
condition  of  the  roadway,  and  the  small  number  of  wire 
lireaks. ' 

Following  the  principle  that  it  is  more  economical  to 
prevent  equipment  pull-ins  than  to  repair  vehicles  as 
they  fail  in  service,  the  company  has  insisted  on  rigid 
inspections  and  thorough  overhauls.  .All  work  in  the 
shops,  and  in  the  roadway  and  overhead  line  depart- 
ments, has  been  facilitated  by  the  use  of  modern  ma- 
chines, tools  and  methods.  To  increase  the  interest  of 
the  employees  in  their  work  and  to  eliminate  carelessness, 
the  company  has  placed  a  definite  responsibility  on  each 


individual  employee  by  tracing  every  lailure  of  equip- 
ment to  its  source. 

The  special  eflfort  made  during  1930  which  resulted 
in  winning  the  award  furnishes  an  excellent  example  of 
what  it  is  possible  for  a  railway  to  do  in  improving  itsj 
maintenance  methods  and  facilities.     It  augurs  well  for) 
the  industry  that  an  increasing  interest  in  this  important 
part  of  railway  operation  is  being  shown  on  properties! 
all  over  the  country. 


Making  Taxicab  Operation  Safer 

PREVENTION  of  traffic  accidents  is  a  matter  of  such  J 
importance  that  it  has  attracted  the  attention  of  many! 
groups  interested  in  transportation.  A  recent  contribu- 
tion to  the  subject  is  the  report  drawn  up  by  the  Safety! 
Committee  of  the  National  Association  of  Taxicabj 
Owners  in  collaboration  with  the  Policyholders'  Bureau] 
of  the  Metropolitan  Life  Insurance  Company.  While! 
only  80,000  of  the  26,500,000  motor  vehicles  registered! 
in  the  United  States  are  taxicabs,  they  run  about  1  perl 
cent  of  the  total  annual  motor  vehicle  mileage.  Prac-I 
tically  all  the  operation  is  concentrated  in  cities  where 
traffic  congestion  is  greatest.  In  New  York,  fori 
instance,  the  report  states  that  32  per  cent  of  the  vehicle! 
mileage  of  the  city  is  run  by  taxicabs,  which  constitute! 
only  2.6  per  cent  of  the  registered  vehicles.  Hence  theyi 
are  a  major  factor  in  traffic,  far  exceeding  theirl 
numerical  importance.  Statistics  indicate  that  the  taxicab 
driver  is  a  safer  driver  than  the  average  operator  of  a| 
private  automobile.  Even  so,  the  total  number  of  acci- 
dents in  which  taxicabs  are  involved  is  very  large. 

The  reix)rt  recommends  a  number  of  ways  of  making 
taxicab  operation  safer.    A  standard  system  of  recording! 
and  analyzing  accident  statistics  was  proposed  for  adop-I 
tion  throughout  the   industry.      More   careful    selection! 
and  training  of  drivers  were  urged  in  order  to  eliminate 
incompetent  and  physically  unfit  men,  and  to  raise  the 
qualifications    for   employment.      Educational    activities,: 
such    as    safety    advertising,    safety    committees,    grou]; 
meetings,    bonuses   and    contests   were   put    forward   as 
means  of  stimulating  interest  in  safe  driving.     Studies! 
of  individual  cases  of  accident-prone  men  were  proposedj 
in  order  that  remedial  steps  may  be  taken  rather  than 
the  discharge  of  the  individual.    It  also  was  held  impor- 
tant that  only  safely  constructed  and  safely  maintained| 
vehicles  be  operated.    Preference  was  expressed  for  cabs 
designed  for  the  purpose  rather  than  converted  pleasure 
cars. 

The  program  outlined  is  similar  to  that  which  loc 
transportation  has  been  following  in  connection  with 
electric  railway  and  bus  operation.  Adoption  of  these 
methods  surely  will  make  an  improvement  in  the  num-j 
ber  and  severity  of  taxicab  accidents.  Safety  eflfor 
among  taxicab  operators  organized  along  these  lined 
furnishes  another  illustration  of  the  essential  similarity  of 
the  problems  of  all  forms  of  community  transportationJ 


Electric  Railway  Journal- 
622 


-Vol.75,  No.12 


A  Pioneer  Passes  On 

npHOMAS  A.  EDISON  is  dead.  With  his  passing 
-'-  there  has  gone  another  of  that  group  of  pioneers  whose 
work  was  instrumental  in  the  development  of  our  present 
mechanized  civilization.  Edison's  popular  fame  is  con- 
nected largely  with  the  invention  of  the  electric  light.  But 
it  must  not  be  forgotten  that  he  played  a  prominent  part 
in  the  development  of  the  electric  railway.  His  efforts, 
begun  in  1879  and  lasting  through  the  next  decade,  had 
a  marked  influence  on  the  progress  of  the  art.  Motors, 
generators  and  locomotives  designed  and  built  by  Edison 
and  his  collaborators  were  among  the  first  in  this  country. 
It  was  only  when  others  had  come  to  take  over  a  large 
part  of  the  development  that  he  turned  his  effort  to 
different  fields.  Thus  the  electric  railway  industry  has 
always  felt  particularly  close  to  this  man  who  did  so 
much  toward  the  development  of  electricity.  While  we 
mourn,  we  see  his  spirit  living  on  in  the  work  he  has 
done  for  mankind. 


Misplaced  Emphasis  in  City  Planning 

CIVIC  beautification  rightfully  receives  a  substantial 
share  of  the  attention  of  city  planners.  No  one 
can  deny  that  there  is  much  room  for  improvement  in 
the  appearance  of  the  average  American  city.  Every 
reasonable  effort  in  this  direction  deserves  whole-hearted 
support.  But,  when  all  is  said  and  done,  beautification 
I  is  only  the  icing  on  the  cake,  and  should  not  engage 
the  cook's  attention  to  the  neglect  of  the  preparation  of 
the  ingredients  essential  to  the  cake  itself. 

Unfortunately,  many  city  planners  are  inclined  to  make 
the  mistake  of  concentration  on  esthetic  problems  while 
certain  practical  problems  of  vital  importance  in  civic 
development  receive  scant  consideration.  Take,  for 
example,  a  bulletin  recently  issued  by  the  School  of 
City  Planning  of  a  large  Eastern  university,  listing  a 
total  of  24  courses  of  study.  Two  important  courses 
deal  with  horticulture  and  plants.  Their  purpose,  accord- 
ing to  the  bulletin,  is  to  give  the  student  information 
on  soil,  fertilizers,  the  most  common  and  troublesome 
plant  diseases,  and  to  instruct  him  in  the  best  methods 
of  gardening  public  and  semi-public  areas.  Another 
course  embraces  the  history  of  Mediaeval,  Renaissance 
and  modern  art.  But  there  is  no  course  dealing  with  the 
problems  of  public  transportation.  Nowhere  is  any  con- 
sideration given  to  the  relationship  between  transporta- 
tion facilities  and  civic  development.  It  is  true  that 
one  course  contemplates  the  design  of  an  ideal  town, 
including  the  layout  of  a  transportation  system.  This 
layout  is  merely  incidental,  however,  the  principal  em- 
phasis being  placed  on  other  features  of  the  problem. 
No  previous  instruction  having  been  given  on  the  subject 
of  transportation,  the  student  apparently  is  expected  to 
sketch  in  a  few  routes  at  random  and  call  the  result  a 
community  transit  system. 

Indifference  to  the  transportation  problem  is  partic- 


ularly to  be  deplored  at  this  time  because  the  progress 
made  toward  its  solution  has  been  relatively  less  than 
in  many  other  lines  of  civic  development.  Moreover, 
it  is  a  problem  that  cannot  be  solved  by  the  transporta- 
tion men  alone.  Co-operation  of  all  elements  is  needed. 
The  comparatively  minor  problems  of  landscape  garden- 
ing should  not  be  allowed  to  obscure  a  subject  of  vital 
importance  to  the  welfare  of  the  entire  community. 


Elertrification  Should  Proceed 
on  Its  Merits 

TNAUGURATION  of  construction  projects  involving 
-^  immense  expenditures  has  been  {M-oposed  again  and 
again  as  a  means  of  relieving  unemployment  and  stimu- 
lating business  recovery.  One  of  the  favorite  suggestions 
of  those  desiring  to  create  jobs  for  the  unemployed  is 
to  electrify  all  or  a  large  part  of  the  steam  railroads. 
This  is  urged,  not  from  the  standpoint  of  the  intrinsic 
merits  of  electrification,  but  simply  as  a  means  of  putting 
men  to  work.  Real  friends  of  railroad  electrification 
can  only  look  askance  at  projects  of  this  kind  put  for- 
ward without  consideration  of  the  economic  side  of  the 
question. 

A  recent  suggestion  for  the  electrification  of  50,000 
miles  of  main  line  railroad  is  a  case  in  point.  This  is 
roughly  equivalent  to  100,000  miles  of  track,  or  close  to 
half  the  active  mileage  in  the  country.  It  is  estimated 
that  the  cost  would  be  upward  of  $3,000,000,000.  Even 
if  this  could  be  obtained  in  the  form  of  a  low-interest 
loan  from  the  Government  as  proposed,  the  carrying 
charges  would  be  staggering.  No  economic  justifica- 
tion exists  for  undertaking  such  a  project.  Past  experi- 
ence shows  that  the  greatest  advantage  of  electrification 
is  in  the  increase  of  capacity  of  crowded  lines.  There 
it  can  and  does  remove  the  limits  imposed  by  the  steam 
locomotive,  and  permits  more  intensive  use  of  the  exist- 
ing plant.  But  with  reduced  traffic  density  all  over  the 
country,  the  need  for  greater  capacity  is  not  pressing. 
From  the  standpoint  of  operating  cost  the  straight  sub- 
stitution of  electricity  for  steam  does  not  now  show  as 
much  saving  as  it  once  did.  Radical  improvements  Jiave 
been  made  in  steam  locomotives  with  consequently 
reduced  coal  consumption  and  decreased  maintenance 
costs.  Today  there  are  relatively  few  instances  where  a 
direct  profit  can  be  calculated  on  a  straight  substitution 
of  electric  in  place  of  steam  operation. 

With  labor  and  materials  at  the  lowest  prices  in  a 
generation,  however,  there  are  undoubtedly  special  loca- 
tions where  electrification  would  be  advantageous.  When 
it  is  considered  that  only  some  4,500  miles  of  railroad 
track  have  been  electrified  in  the  United  States,  it  is 
easy  to  see  that  there  are  numerous  opportunities  for  its 
extension  on  a  reasonable  basis.  But  that  is  a  far  cry 
from  any  plan  to  electrify  lines  wholesale.  To  make  such 
a  move  would  be  the  height  of  folly.  If  real  progress 
is  to  be  made,  electrification  must  proceed  on  its  own 
economic  merits. 


Electric  Railway  Journal — November,  1931 
623 


Transportation — 

A  Fundamental  of 


By 

MARK  LEVY 

President 
Chicago  Real  Estate  Board 


MASS  TRANSPORTATION  and  real  estate  are 
two  inseparable  phases  of  a  city's  being  which 
have  outgrown  the  corporate  boundaries  of  the 
city  itself.  From  an  economic,  commercial  and  residential 
viewpoint,  cities  have  become  metropolitan  districts,  the 
areas  of  which  are  now  more  accurately  defined  by  the 
limits  of  convenient  transportation.  Although  a  certain 
amount  of  decentralization  has  been  eflfected  and  is  still 
a  definite  trend,  the  accessibility  to  the  central  business 
district  of  a  city  continues  to  be  a  major  factor  in  the  es- 
tablishment or  maintenance  of  land  values. 

In  nearly  every  large  American  city,  the  history  of 
community  development  is  the  history  of  transportation. 
Natural  facilities  for  communication  and  travel  gov- 
erned the  selection  of  the  original  sites  for  commerce 
and  industry  with  residences  grouped  immediately  around 
these  districts.  Then  came  the  railroads,  local  transpor- 
tation systems,  and  the  resultant  expansion  of  urban  areas 
with  increased  values.  Industry  spread  out  along  lines 
of  communication,  and  residential  communities  moved 
farther  away  from  the  original  center.  But  in  nearly 
every  instance,  the  great  general  commercial  center  of 
the  city  has  remained  fixed. 

Chicago  is  a  typical  example  of  such  expansion.  This 
city  naturally  grew  up  near  the  mouth  of  the  Chicago 
River  and  along  the  branches  of  the  river.  It  was  in- 
corporated as  a  town  in  1834  and  as  a  city  in  1837,  with 
a  population  of  3,297  and  a  land  area  of  2.41  square 
miles.  From  1850  to  1860  a  new  factor  affecting  the 
form  and  character  of  the  city's  growth  appeared  with 
the  building  of  steam  railroads  to  the  port.  During 
this  decade  ten  steam  railroads,  three  from  the  east  and 
seven  radiating  toward  the  west,  northwest  and  south- 
west, entered  the  city  and  located  their  freight  and  pass- 
enger stations  as  close  as  possible  to  the  wharves  and 
general  shipping  points  along  the  river. 

From  this  time  onward,  the  city  not  only  took  on  a 
new  importance  as  a  railroad  center,  but  it  also  under- 
went a  marked  change  in  its  territorial  development, 
both  the  residential  and  business  sections  showing  a  tend- 
ency to  follow  the  steam  railroad  lines  away  from  the 
original  water  shipping  centers.  The  influence  of  the 
steam  railroad  and  lake  traffic  has  continued  to  affect 
the  city's  growth,  both  having  the  common  characteristics 


Land  Values 


Accessibility  is  the  keynote.  Time  has 
become  a  greater  factor  than  distance. 
More  arterial  rapid  transit  lines  with 
co-ordinated  feeder  service  will  main- 
tain land  values  over  broader  areas  and 
insure  the  stability  of  the  transportation 
business 


of  concentrating  freight  and  passenger  delivery  in  what 
is  now  the  heart  of  Chicago,  the  central  business  district 
— the  Loop. 

As  a  result  of  the  condition  just  mentioned,  Chicago 
has  developed  radially  from  this  center.  Stores,  com- 
mercial houses  and  factories,  originally  concentrated 
here,  have  lately  become  somewhat  more  widely  distrib- 
uted, but  the  commercial  center  of  the  city  has  remained 
fixed.  However,  the  growth  of  the  central  business  dis- 
trict, including  the  surronding  factory  zone,  has  tended 
to  spread  the  residential  district  constantly  outward  from 
this  center.  The  construction  of  surface  and  elevated 
lines,  which  have  constantly  reached  out  into  new  terri- 
tory, as  well  as  the  major  railroad  improvements,  such 
as  that  made  by  the  Illinois  Central  Railroad,  and  the 
services  of  the  three  interurban  electric  lines  originating 
in  Chicago,  have  definitely  stimulated  this  outward  move- 
ment of  population. 

Despite  the  constant  improvement  in  transportation,  theJ 
daily  rush-hour  traffic,  converging  from  the  residential! 
districts  to  this  common  center,  has  become  more  andl 
more  difficult  to  handle.  In  comparatively  recent  years! 
business  subcenters  have  grown  up  in  outlying  districts 
and  have  assumed  real  importance.  The  history  of] 
.Chicago  indicates  that  the  present  concentration  in  its] 
central  business  district  has  been  the  result  of  a  long! 
period  of  development,  which  now  appears  to  have] 
reached  the  stage  of  transition  where  well-considered] 
changes  for  co-ordination  in  the  transportation  systemsl 
will  undoubtedly  effect  a  very  desirable  di.stribution  and] 
readjustment  of  the  residential  and  occupational  districts.) 

Decentralization  has  been  the  major  trend  in  all  cityj 
development  for  the  past  several  decades,  and  is  still  al 
major  factor  in  the  expansion,  not  only  of  transportatioai 


Electric  Railway  Journal — Vol.75,No.l2 
624 


and  real  estate  activities,  but  of  stores,  theater  enterprises, 
etc.  Chain  stores  have  had  and  are  having  an  important 
effect  upon  business  development,  both  in  the  central 
business  districts  and  in  outlying  centers.  Their  loca- 
tion may  be  taken  as  something  of  a  measure  of  land 
values  and  consequently  of  the  effects  of  transportation 
service,  since  chain  stores  have  of  necessity  adopted  the 
general  policy  of  locating  only  in  the  most  convenient 
and  accessible  locations. 

Many  factors  enter  into  the  success  or  failure  of  out- 
lying business  centers.  One  important  factor  is  the  dis- 
tance of  the  subcenter  from  the  city's  central  business 
district :  another,  the  factor  of  time  in  transportation  to 
the  central  districts.  From  the  standpoint  of  distance, 
points  at  which  business  has  successfully  developed  in 
subcenters  have  been  gradually  extended.  Distances  of 
8,  10  or  12  miles  from  the  city's  center  seem  to  be  ap- 
propriate now  in  the  case  of  cities  the  size  of  Chicago. 
If  the  areas  are  closer  to  the  central  business  district, 
they  come  into  too  much  competition  with  downtown 
agencies.  There  is  also  a  decided  limit  as  to  how  far 
people  are  willing  to  live  outside  of  the  central  part  of 
the  city,  and  that  limit  is  not  one  of  miles  but  of  time.  In 
the  writer's  opinion,  the  limit  is  that  area  not  exceeding 
45  minutes  travel  to  the  central  business  district. 

Again,  outlying  business  sections  develop  only  with 
the  development  of  the  surrounding  district  as  a  residen- 
tial section  and  trade  area.  As  a  matter  of  fact,  sub- 
center  business  depends  not  only  upon  the  immediate 
residential  district  but  also  areas  lying  far  beyond  what 
might  be  termed  the  subcenter  development  itself.  An 
excellent  example  of  a  successful  metropolitan  subcenter 
is  found  in  the  city  of  Evanston,  just  north  of  Chicago. 
The  city  itself  has  a  population  of  67,000,  but  the  trade 
population  of  the  Evanston  merchants  is  250,000  people. 
The  city  draws  from  a  trading  area  of  194  square  miles. 
Evanston  is  a  successful  subcenter  because  of  this  out- 
lying trade  area  and  in  spite  of  its  accessibility  to  central 
Chicago  by  means  of  steam  railroads,  rapid  transit  lines, 
surface  lines  and  motor  buses. 

Another  type  of  subcenter  development,  with  different 
results,  is  that  similar  to  the  areas  surrounding  63rd 
Street  and  Cottage  Grove  Avenue  on  the  south  side,  or 
Wilson  Avenue  and  Broadway  on  the  north  side  of 
Chicago  itself.  These  developments  are  too  close  to  the 
downtown  district  of  Chicago  and  transportation  is  too 
good.  Although  a  certain  amount  of  commercial  activity 
is  centered  there,  the  communities  are  not  first-rate  sub- 
centers  with  the  larger  type  of  business  institutions.  The 
people  living  in  these  areas  are  of  the  "white  collar"  class 
who  work  in  the  offices  of  the  central  district,  and  who 
naturally  do  a  large  amount  of  purchasing  downtown. 

Many  other  examples  showing  the  relationship  between 
transportation  and  land  values,  whether  for  commercial 
or  residential  development,  could  be  quoted.  Two  of 
these — in  Philadelphia  and  New  York — are  illustrative. 
In  Philadelphia,  the  construction  and  operation  of  the 
Market  Street  elevated  and  subway  system  not  only  made 
possible  the  exceptional  subcenter  at  69th  and  Market 
Streets  and  a  large  residential  area  surrounding  that 
point,  but  increased  land  values  through  West 
Philadelphia  to  that  point  and  maintained  land  values  in 
the  heart  of  downtown  Philadelphia  which  were  on  the 
verge  of  collapse.  In  New  York  City,  it  is  reported  that 
the  total  value  of  land,  assessed  at  a  few  million  dollars 
prior  to  the  development  of  the  subway  systems,  in- 
creased subsequently  to  several  billions. 


MR.  LK\'Y,  president  of  the  Chicago  Real 
Estate  Board,  has  been  engaged  in  the 
general  real  estate  business  in  Chicago  for 
more  than  a  quarter  of  a  century.  His  activ- 
ities have  included  selling,  leasing,  loaning, 
managing,  chain  store  renting,  developing  and 
appraising  of  real  estate  investments,  as  well 
as  acting  in  an  advisory  capacity  for  the  ac- 
quirement of  various  classes  of  property.  His 
qualification  to  di.scuss  the  relationship  between 
transportation  and  land  values  is  scarcely 
equaled  in  this  country  today.  In  1916  Mr. 
Levy  appraised  the  land  of  the  Chicago  Elevated 
Railroad  for  the  Chicago  Traction  and  Sub- 
way Commission.  In  1919  he  appraised  all  of 
the  land  previously  valued  and  additional  prop- 
erties for  the  then  Chicago  Elevated  Railway. 
In  1928  and  1929  he  appraised  the  property 
of  the  Chicago  Rapid  Transit  Company  in 
Chicago  and  Cook  County,  Illinois,  comprising 
the  Elevated  Railroad  System,  and  also  valued 
part  of  the  rights-of-way  of  the  Chicago  Junc- 
tion Railroad,  New  York  Central  Lines,  the 
Chicago,  Aurora  &  Elgin  Railroad  and  the 
Chicago,  Milwaukee  &  St.  Paul  Railroad. 
Mr.  Levy  represented  the  city  of  ChTcago 
through  the  Board  of  Local  Improvements  on 
several  street  widening  and  public  improvement 
cases,  in  an  advisory  and  expert  capacity.  In 
1923  and  1924  he  represented  the  Board  of  Local 
Improvements  of  the  city  of  Chicago  in  the 
$22,000,000  South  Water  Street  improvement 
case  in  an  advisory  and  expert  capacity,  embrac- 
ing the  valuation  of  all  lands  in  the  South 
Water  Street  assessed  district  in  an  amount  in 
excess  of  $1,000,000,000.  Mr.  Levy  is  a  past- 
president  of  the  Cook  County  Real  Estate 
Board,  and  is  the  treasurer-elect  of  the  National 
Association  of  Real  Estate  Boards. 


After  all,  land  is  valuable  only  to  the  extent  to  which 
it  can  be  used  and  is  accessible.  Real  estate  operators 
study  transportation  and  its  trends  as  the  most  im- 
portant factor  of  values,  and  to  aid  them  in  forecasting 
future  activities.    Land  values  in  which  realtors  and  real 


Electric  Railway  Journal — November,  1931 
625 


estate  owners  are  interested  depend  in  a  large  measure 
on  the  character  of  service  which  transportation  agencies 
provide  or  will  provide  for  the  public.  Good  trans- 
portation and  good  service  influence  a  purchaser.  There 
is  no  limit  to  the  increase  in  land  values  which  good  trans- 
portation service  brings. 

The  effect  of  transportation  on  land  values  and  on  the 
growth  and  progress  of  industrial  centers  is  greater  than 
it  is  on  residential  land.  How  the  factor  of  transporta- 
tion enters  into  land  values  of  all  types  can  readily  be 
seen  by  picking  up  any  Sunday  newspaper  and  glancing 
over  the  advertisements  of  the  realtors.  Transportation 
is  always  emphasized. 

As  has  been  stated,  the  history  of  city  growth  is  closely 
aligned  with  the  history  of  transportation.  But  what  of 
the  future?  In  the  writer's  opinion,  transportation  must 
keep  one  step  ahead  of  city  development.  It  must  remain 
the  backbone  on  which  natural  expansion  depends.  Met- 
ropolitan districts  are  surely  becoming  better  places  in 
which  to  live  and  carry  on  the  pursuits  of  life  and  happi- 
ness. Trade  areas  are  broadening;  residential  sections 
are  being  improved,  whether  they  be  districts  for  homes 


or  a])artment  houses ;  commercial  activities,  while  re- 
taining their  central  district  advantages,  are  taking  theii 
products  and  services  to  the  people  by  establishing  out- 
lying branches :  census  returns  are  showing  a  larger 
growth  in  suburban  areas  than  in  the  central  regions. 

Transportation  must  be  modernized  along  with  all 
the  other  factors  of  city  develoj^ment.  With  the  trend 
of  decentralization  in  mind,  transportation  agencies  must 
recognize  that  a  psychological  element  as  well  as  a  prac- 
tical necessity  enters  into  the  desire  of  people  to  be  within 
easy  access  of  the  downtown  area.  People  want  to  come 
downtown  occasionally,  and  above  all  they  want  to  feel 
that  they  can  do  so  quickly  and  comfortably.  More 
rapid  transit  is  unquestionably  the  solution.  More 
rapid  transit  plus  a  well  co-ordinated  feeder  service  with 
modernized  equipment  and  operating  conditions,  which 
will  move  people  about  a  city  with  the  least  possible 
trouble  to  themselves,  will  not  only  be  profitable  to  the 
transportation  system  but  will  directly  benefit  the  land- 
owner. The  efforts  for  security  of  the  two  factors  will 
be  one.  Transportation  and  real  estate  will  continue  to 
be  inseparable  partners  in  community  development. 


Auto-transformers  Feed  Reading  Electrified  System 


By  a.  I.  ToTTEN 

Transportation   Engineering   Department 
Genera!  Electric  Company 


WHEN  the  Reading  Company  laid  out  the  power 
distribution  for  its  Philadelphia  suburban  zone 
electrification,  because  of  the  somewhat  limited  range  it 
was  decided  to  adopt  a  three-wire  distribution  system  fed 
from  a  single  point,  Wayne  Junction,  where  frequency- 
changer  sets  would  be  installed  by  the  Philadelphia 
Electric  Company  for  converting  from  three-phase, 
60-cycle  current  to  single-phase,  25-cycle  current  for 
railway  use.  This  arrangement  permitted  the  adoption 
of  balancing  or  auto-transformers  instead  of  two-wind- 
ing transformers  at  the  outlying  distribution  points, 
spaced  5  to  7  miles  apart.  Besides  the  lower  investment 
and  possibly  higher  distribution-system  efficiency,  there 
also  is  the  possibility  of  balancing  currents  which  will, 
in  greater  or  less  degree,  minimize  inductive  effects. 

Before  determining  the  capacity  of  the  individual 
windings  and  the  aggregate  rating  of  each  unit,  an 
elaborate  study  of  the  system  was  made  to  ascertain  the 
proper  relation  of  reactances  to  give  the  desired  current 
distribution  under  normal  and  short-circuit  conditions. 

The  three  single-phase,  25-cycle  transformers  as  finally 
specified  and  built  by  the  General  Electric  Company 
are  rated  8,000  kva.  at  13,200  volts  on  the  primary. 
The  feeder-to-rail  secondary  is  rated  3,333  kva.  at 
24,000  volts,  and  the  trolley-to-rail  secondary  is  rated 
5,333  kva.  at  12,000  volts.  These  are  normal  continuous 
ratings  with  40  deg.  C.  temperature  rise.  Following 
this  load,  the  transformers  will  carry  150  per  cent  load 
for  two  hours  with  not  over  60  deg.  rise,  after  which 
300  per  cent  load  can  be  carried  for  five  minutes  with 
not  more  than  75  deg.  rise. 

The  specified  reactance  values  on  an  8,000-kva.  base 
were:  Primary  to  feeder-rail  winding,  8.6  per  cent; 
primary  to  trolley-rail  winding,  6  per  cent;  primary  to 
trolley- feeder  winding,  4.6  per  cent,  and  trolley-rail  to 
feeder-rail  winding,  14  per  cent. 


frequency  changer  bus 


<IZ.7ky.-> 

mm 
tmm 

S6-> 


8.000  kva. 

tapped  secondary 

or  Z- winding 

transformers  »   j.    ± 

Auto-  transformers 
.  - ' '  Sub  -  stations "  \ 


Trolley 


Rail 


±E=m_ 


Feeder 


mi  tx 


Method   of   connecting   Reading    transformers    to    frequency 
changer  bus  and   distribution  system 

Because  high  insulation  values  were  needed  for  the 
trolley  and  feeder  system,  primarily  because  of  smoke 
and  dirt  incident  to  steam  locomotives,  it  was  likewise 
deemed  essential  to  provide  superior  transformer  bush- 
ing insulation.  The  specifications  required  the  following 
dry  and  wet  arc-over  values  for  the  bushings :  Primary 
terminals  and  trolley  terminal,  150  kv.  dry,  110  kv. 
wet;  feeder  terminal,  195  kv.  dry,  155  kv.  wet;  rail 
terminal,  70  kv.  dry,  45  kv.  wet. 

The  transformers  as  supplied  are  fully  self-protective 
under  any  practical  condition  of  short  circuit,  without 
considering  the  external  reactance  of  any  part  of  the 
system.  Special  incorporated  and  auxiliary  features 
include  ratio  adjusters,  flanged  wheels,  Bristol  indicat- 
ing  thermometer  and   mercoid   temperature   controller. 


Electric  Railway  Journal — Vol.75.No.12 
626 


Higher  Maintenance  Standards 

and  Lower  Costs 


Reliability  of  service,  an  important  factor  in 
winning  the  favor  of  patrons  in  Atlanta, 
is  made  possible  by  the  high  mainte- 
nance standards 


PROFICIENCY  shown  in  all 
branches  of  maintenance  work 
by  the  Georgia  Power  Company, 
Atlanta  division,  resulted  in  the 
award  of  the  1931  Electric  Rail- 
way Journal  Maintenance  Contest 
to  that  company.  With  the  purpose 
of  broadening  the  scope  of  the  con- 
test this  year,  the  plan  was  adopted  of 
basing  the  company  award  upon  data 
showing  the  general  character,  quality 
and  cost  of  the  maintenance  work 
done  by  the  various  contestants  during  that  calendar  year 
1930.  A  total  of  42  companies  submitted  their  records 
in  the  competition.  Presentation  of  the  prize,  a  hand- 
some silver  plaque,  was  made  at  the  general  session  of 
the  Engineering  Association  at  the  recent  Atlantic  City 
convention,  by  W.  W.  Wysor,  chairman  of  the  com- 
mittee. 

In  winning  this  award,  the  Georgia  company  made  an 
enviable  record.  Although  its 
standards  of  maintenance  have 
been  raised  and  the  cost  lowered 
over  a  number  of  years,  an  even 
greater  effort  was  made  in  1930 
to  achieve  better  results.  This 
effort  is  reflected  in  decreased 
unit  costs  of  car,  bus,  track  and 
overhead  line  maintenance.  The 
average  car  mileage  and  bus  mile- 
age per  pull-in   have  been   con- 


Plaque  awarded  to  the  Georgia  Power 
Company,  Atlanta  division,  winner  of 
Electric  Railway  Journal  Maintenance 
Contest 


For  outstanding  accomplishments 
in  all  departments,  the  Georgia 
Power  Company  won  the  Electric 
Railway  Journal  Maintenance  Con- 
test Award  in  competition  with  41 
other  electric  railways 


Are  Objectives 

at  Atlanta 


siderably  increased,  and  trolley  wire  breaks  greatly 

reduced.     Regular  inspections,  painting  and  general 

cleaning  were  carried  out  on  the  usual   schedules, 

and   a   substantial  proportion  of   the  entire  rolling 

stock  was  completely  overhauled.  Track  maintenance 

was  held  to  a  high  standard  in  the 

face  of  a  decreased  budget,  and  a 

substantial    mileage    was    thoroughly 

reconditioned  during  the  year. 

Other  important  maintenance  ac- 
tivities of  the  company  include  fre- 
quent grinding  of  wheels  to  eliminate 
thin  flanges  and  flats,  salvaging  worn 
parts  by  welding  and  other  methods, 
rebuilding  buses  to  make  them  more 
serviceable,  conversion  of  equipment 
for  one-man  operation,  keeping  accu- 
rate records  of  all  phases  of  work,  de- 
creasing the  inventory  of  stocks  by 
more  careful  planning,  installing  new 
machinery  to  effect  savings  in  over- 
haul and  repair  work,  reducing  lost- 
time  accidents  among  all  shop,  garage, 
roadway  and  line  employees,  and 
fostering  a  spirit  of  co-operation 
among  the  employees  in  all  depart- 
ments. 

While  endeavoring  in  every  way  to 
reduce  expenses,  the  management  has  adopted  the  policy 
that  absolutely  no  maintenance  shall  be  deferred.  That 
this  policy  was  followed  rigidly  is  indicated  by  better 
pull-in  records  for  cars  and  buses,  and  by  the  present 
excellent  condition  of  all  track  and  overhead.  By  thus 
keeping  its  physical  plant  in  first-class  condition,  the  com- 
pany has  been  able  to  render  high-grade  service  to  its 
patrons. 

Use  of  the  budget  system  for 
all  departments  has  aided  the 
management  in  trimming  its  ex- 
penses. In  September  and  Octo- 
ber of  each  year  an  estimate  of 
revenue  and  expenses  for  every 
month  of  the  coming  year  is  pre- 
pared. In  making  this  estimate, 
the  company  carefully  apportions 
the  operating  expenses,  taking 
into  consideration  all  factors  such 


Electric  Railway  Jour.xal — November,  1931 
627 


All  types  of  air  equipment  are  tested  on  this  specially  constructed 
bench  before  being  placed  back  on  the  cars 


Trucks  being  reassembled  after  thorough  overhauling 


While  pull-ins  have  been  reduced  from  4,765  in  1921  to  90  in 
1930,  the  cost  per  car-mile  for  maintenance  has  been  steadily 
decreased 


as  number  of  cars  and  buses  to  be  overhauled,  amount 
of  track  that  must  be  reconditioned  and  the  possible 
saving  in  operating  expenses  through  an  increase  in  one- 
man  service.  As  each  month  approaches,  the  figures 
are  subject  to  revision,  depending  upon  the  trend  re- 
vealed in  the  more  recent  months.  If  a  downward  re- 
vision is  necessary,  the  cut  is  distributed  over  all  depart- 
ments. Not  only  do  the  departments  endeavor  to  keep 
within  the  budget,  but  all  try  to  go  under  the  budgeted 
figure  as  far  as  possible.  During  1930,  the  actual  oper- 
ating expenses  were  considerably  under  the  budget. 
From  this  it  will  be  seen  that  the  use  of  the  budget  has 
been  a  great  aid  in  lowering  maintenance  and  other 
expenses. 

Co-operation  among  all  divisions  of  the  company  is 
another  factor  which  has  contributed  to  its  excellent 
maintenance  record.  The  need  for  paying  more  attention 
to  details  and  co-ordinating  the  efTorts  of  all  groups  has 
led  to  a  better  understanding  on  the  part  of  every  em- 
ployee of  the  responsibility  of  the  other.  The  proper 
operation  of  the  cars  by  the  trainmen,  the  reduction  of 
flat  wheels,  accidents  and  collisions,  and  the  saving  in 
power  have  all  been  of  material  aid  in  reducing  main- 
tenance costs.  In  promoting  this  attitude,  the  manage- 
ment itself  has  co-operated  in  every  way  possible. 


Electric  Railway  Journal — Vol.75, No.12 
628 


Equipment  Maintenance 

Miles  pe 
Pull-in 

Cost  per  Car-Mile, 

Cents 

2.17 

12,226 

2.00 

26,041 

1.85 

29,685 

1.79 

77,664 

1.62 

83,861 

1.60 

142,877 

In  the  following  pages  the  particular  accomplishments 
of  the  rolling  stock  and  shops,  way  and  structures,  over  - 
head  lines,  and  bus  departments  will  be  outlined.  Each 
has  contributed  its  part  in  winning  the  award,  and  each 
has  a  record  of  numerous  new  methods,  devices,  and  gen- 
eral improvements  adopted. 

Equipment  Department  Has  Notable  Record 
of  Accomplishment 

OUTSTANDING  records  have  been  made  by  the 
Georgia  Power  Company  during  the  past  several 
years  in  the  maintenance  of  equipment.  The  purchase 
of  new  cars,  the  rehabilitation  of  older  cars,  the  exchange 
of  records  with  other  railways,  the  rigid  inspection  and 
the  frequent  overhaul  have  been  largely  responsible  for 
the  good  accomplishments. 

Reductions  in  maintenance  cost  have  been  accompanied 
by  substantial  decreases  in  car  failures.  Pull-ins  have 
been  reduced  from  an  average  of  thirteen  per  day  in 
,1921  to  one  every  four  days  in  1930.  The  cost  of  main- 
tenance of  equipment  and  the  number  of  miles  operated 
per  pull-in  since  1925  are  shown  in  the  tabulation  below : 

Comparison  of  Maintenance  Costs  and  Performance 

Total  Equipment 

Year  Maintenance  Cost 

1925 $285,486.04 

1926 265,379.14 

1927 248,583.02 

1928 235,236.01 

1929 212,528.02 

1930 205,280.70 

The  best  evidence  of  the  high  standards  set  in  over- 
hauling and  repairing  the  cars  is  found  in  the  record  of 
pull-ins.  Using  the  Southern  Equipment  Men's  Associa- 
tion definition  of  a  pull-in  as  "a  car  which  has  to  be  re- 
moved from  service  prior  to  completion  of  its  regular 
prescribed  run  for  any  mechanical,  electrical  or  man 
failure,  or  accident  will  be  termed  a  pull-in,"  the  com- 
pany has  kept  a  record  of  all  failures  for  a  long  period 
of  years.  The  following  table  shows  the  total  for  the 
years  1921-1930,  and  the  average  per  month  and  per  day. 

Ten- Year  Record  of  Pull-ins 

Total  Average  Average  Averase  Miles 

Year  for  Year  per  Month  per  Day  per  Pull-in 

1921 4,765  397  13.2  3,002 

1922 3,577  298                   9.9  3.820 

1923 2,342  195                   6.5  5,859 

1924 1,479  123                   4.04  9,341 

1925 1,070  89                   2.95  12,226 

1926 508  42                   1.39  26,041 

1927 458  38                   1.22  29,685 

1928 169  14                    0.463  77,664 

1929 156  13                    0.42  83,861 

1930 90  7.5                0.24  142,678 

Of  the  90  pull-ins  during  1930,  42  were  not  chargeable 
to  the  mechanical  department.  The  remaining  48 
"chargeable"  pull-ins  are  equivalent  to  an  average  of 
0.13  pull-ins  per  day,  or  267,521  miles  per  pull-in.  For 
the  year  1929  Atlanta  topped  the  list  of  the  member 
companies  of  the  Electric  Railway  Asociation  of  Equip- 
ment Men,  Southern  Properties,  with  an  average  of 
83,861  miles  per  pull-in.  In  1930  the  company  held 
second  place  in  the  rating. 

Comparative  maintenance  costs  of  26  cities  in  the 
Southern  Equipment  Men's  Association  show  that  dur- 
ing the  year  1930  Atlanta  was  next  to  the  lowest.  Costs 
for  these  cities  ranged  from  15.2  to  32.89  cents  per  car- 
mile,  and  averaged  21.18,  Atlanta's  figure  being  16.21 
cents,  or  4.97  cents  below  the  average. 


Door  engines  are  removed  from  the  car  at  the  time  of  overhaul 
and  dismantled  for  checking 


Since  the  report  of  the  Georgia  Power  Company  for 
the  competition  included  the  rail  operations  of  the  city 
lines  in  Atlanta,  the  Stone  Mountain  interurban  line  and 
the  Atlanta  Northern  Railway  line  to  Marietta  and 
Smyrna,   the   records   are    for  the   maintenance   of   356 


Wheels  are  ground  in  a  lathe  during  the  regular  overhaul 


Wheels  that  show  signs  of  wear  on  the  flanges  are  ground  while 
under  the  car 


Electric  Railway  Journal- 
629 


-November,  19S1 


as  shown 


fximum  oil  levet 
to  be  '/I"  behw  hwer 
ed^  ofwirK^ow 


Keep  boffom 
of  oil  well  clevn 


active  cars.  This  num-  Dust  pad, 
ber  .  includes  326  city 
motor  cars,  nine  city 
trailers,  fifteen  inter- 
urban  motor  cars  and 
six  interurban  trailers. 
All  of  these  cars  are 
double  -  truck,  and 
most  of  them  are 
equipped  for  one-man 
operation.  All  major 
repairs,  overhauling 
and  painting  are  taken 
care  of  at  the  so-called 

Fulton  County  plant.    The  cars  are  operated  from  three 
carhouses,  known  as  Butler,  Edgewood  and  Ashby. 

During  the  year  1930  a  total  of  192  cars,  or  54  per  cent 
of  all  active  cars  on  the  system  were  overhauled. 

How  the  savings  in  maintenance  expense  were  distrib- 
uted is  shown  in  the  following  table,  listing  the  amounts 
for  each  account  for  the  years  1928,  1929  and  1930.  From 
this  it  will  be  seen  that  the  principal  reduction  has  been 
made  in  the  car  account. 


Distribution  of  Maintenance  Expense 

Account 

Number        Maintenance  Account  1928  1929  1930 

329      Superintendence $8,866.01  $14,570.99  $13,689.62 

332  Car 140,884.83  119,979.62  115,717.48 

333  Electrical  equipment  of  care...  62,256.68  57,168.28  64,056.73 

337-1  Shop  expense 22,530,29  21,293.56  21,160.65 

337-2  Shop  equipment 656.80  458.94  611.30 

339„^Mi8cellaneous  equipment 41.40  56.63  44.92 

Total $235,236.01  $212,528.02  $205,280.70 

370      Carhouse  expense $135,196.56  $126,743.43  $116,032.72 


The  decrease  in  maintenance  costs  has  been  accom- 
panied by  an  increase  in  average  wages,  from  66  cents 
per  hour  in  1926  to  72  cents  in  1930  for  overhaul  shop 
employees  (white),  and  from  56  cents  to  65  cents  over 
the  same  period  for  carhouse  attendants.  More  efficient 
operation  of  the  shops,  with  newer  cars,  improved  meth- 
ods and  labor-saving  shop  equipment,  have  enabled  thi. 
company  to  reduce  its  mechanical 
department  force  from  216  to  154  in 
the  last  four  years.  Thus,  even 
while  wages  were  increased,  the  total 
payroll  showed  a  decrease  from 
$305,966.43  in  1927  to  $239,471.93 
in  1930. 

During  the  entire  year  of  1930 
there  were  only  two  lost-time  acci- 
dents in  the  entire  mechanical  de- 
partment. One  of  these  was  caused 
by  negligence  on  the  part  of  the 
affected  employee.  This  record  com- 
pares with  nineteen  lost-time  acci- 
dents in  1926  and  fifteen  in  1927. 

Aside  from  the  work  of  overhaul- 
ing, inspecting,  repainting  and  clean- 
ing, the  mechanical  division  did  a 
number  of  special  jobs  which  were 
not  part  of  the  regular  routine. 
Of  these,  the  most  important  was 
equipping  85  cars  with  steel  wheels. 
In  March,  1930,  the  company  began 
by  equipping  50  one-man  city  cars, 
removing  the  cast-iron  wheels.  That 
work  was  completed  in  September 


Packinq 
^  be  piai 


'Ced in  back  of  bon^ 


Standard  method  of  packing  and  lubri- 
cating armature  bearings  (left)  and 
for  packing  joumal  boxes  (right) 


Cars  are   kept   attractive   by  painting   them 
every  22  months 


at  a  total  expenditure 
of  $10,000.  Work 
was  started  immedi- 
ately on  another  50 
cars,  and  by  the  end 
of  the  year  35  had 
been  completed  at  a 
cost  of  $7,000.  The 
change  from  cast-iron 
to  steel  wheels  was 
based  on  the  desire  to 
reduce  the  number  of 
flat  wheels  and  pos- 
sible accidents  from 
derailments,  caused  by  broken  flanges. 

During  the  year  the  mechanical  department  also  in- 
stalled grab  handles  on  50  cars,  changed  register  stan- 
chions in  90  cars,  changed  foot  rests  on  75  cars,  installed 
a  metal  shelf  for  the  operator  in  50  cars,  changed  ven- 
tilation on  50  cars,  changed  drawhead  couplings  on 
twelve  cars  and  moved  the  gong  valve  to  the  inside  of  40 
cars.  The  department  also  rebuilt  one  flat  car,  installed 
a  new  floor  and  sheet-iron  covering  on  another  work  car, 
made  sign  changes  necessitated  by  route  changes  between 
the  three  carhouses,  and  replaced  30  old  compressors 
with  a  new  type. 

A  record  of  work  done  at  the  Fulton  County  plant  in 
1930  shows  that  190  cars  were  overhauled  and  810  were 
repaired  in  the  truck  and  motor  shop,  of  which  206  were 
gone  over  in  the  carpenter  shop  and  185  were  painted. 

The  mechanical  department  made  a  number  of  im- 
provements in  its  shop  equipment  during  1930.  Among 
these  were  the  installation  of  an  electric  hoist  in  the 
truck  shop;  use  of  separate  wires  to  electric  welders, 
saving  time  and  causing  less  welder  troubles ;  installation 
of  a  bench  for  testing  all  air  devices,  this  being  so 
equipped  that  all  parts  get  a  service  test  before  being  put 
back  on  the  cars ;  improvement  of  the  test  rack  for  check- 
ing door-engine  magnet  valve  coils,  a  device  which  has 
nroved  valuable  in  reducing  valve  troubles;  installation 
of  a  test  bracket  for  checking  PC  control  valves  and  re- 
lays ;  improvement  of  the  field 
tester,  enabling  electricians  to  find 
defective  fields  that  previously  were 
not  being  detected;  change  of  the 
armature  ground  tester,  useful  for 
finding  defective  armatures  before 
going  into  service ;  improvement  of 
an  air  gage  tester,  making  it  possible 
to  set  all  gages  the  same ;  and  adop- 
tion of  a  better  method  of  banding 
armatures,  which  reduces  open  cir- 
cuited armatures.  Carhouse  equip- 
ment installed  included  a  machinist 
vise,  a  hydraulic  jack,  a  10-ton  hy- 
draulic hand  pump  and  hoist,  and  a 
rack  for  trolley  poles. 

In  car  overhaul  work  a  definite 
procedure,  accompanied  by  special 
tests  and  methods,  is  followed. 
Much  of  the  success  in  reducing 
pull-ins  is  due  to  the  thoroughness 
of  this  overhaul.  All  parts,  though 
some  may  appear  to  be  in  good  con- 
dition, are  checked  carefully  before 
being  reinstalled  on  the  car.  If  any 
equipment    shows    wear    or    proves 


Electric  Railway  Journal — Vol.75, No.12 
630 


defective  under  test,  it  is  repaired,  rebuilt  or  replaced. 
The  rigid  jjolicy  is  that  all  equipment  must  be  in  condi- 
tion to  operate  satisfactorily  until  the  next  overhaul. 
Mileage  records  are  kept  for  each  car,-  and  at  the  end  of 
every  month  the  mileage  is  checked.  As  soon  as  a  car 
approaches  the  80,000-mile  mark,  it  is  withdrawn  for 
overhaul. 

When  the  car  enters  the  shop,  the  body  is  raised  and 
the  trucks  moved  ahead  on  the  track.  All  equipment, 
including  the  air  compressors,  door  engines  and  control- 
lers, is  removed  from  the  car  and  the  body  repaired.  The 
trucks  are  completely  dismantled,  the  motors  going  to  the 
electrical  shop  and  the  brake  rigging,  wheels  and  bear- 
ings to  other  sections  of  the  shop.  When  all  parts  have 
been  brought  up  to  standard,  they  are  again  assembled. 
The  car  then  proceeds  to  the  paint  shop,  if  it  is  in  need  of 
painting,  or  to  its  regular  carhouse. 

In  the  motor  repair  shop  the  armatures  are  removed, 
checked,  and  rewound,  banded,  dipped  and  baked.  Par- 
ticular attention  is  given  in  this  shop  to  inspecting 
armature  bandings,  as  it  is  thought  that  the  life  of  the 
armature  depends  to  a  great  extent  on  how  well  it  is 
banded.  Armatures  are  tapped  lightly  with  a  hammer, 
and  if  any  vibration  is  noted  the  bands  are  removed. 
Other  electrical  devices,  including  the  line  breakers, 
lightning  arresters  and  energy  consumption  meters  are 
thoroughly  tested  and  overhauled.  A  special  installation 
of  meters  and  necessary  auxiliary  equipment  permits 
the  testing  of  all  electrical  equipment  on  the  car.  In 
overhauling  the  watt-hour  meters,  double-distilled  mer- 
cury is  used.  This  mercury  is  clean  enough  to  last  until 
the  next  regular  overhaul  and  gives  an  increased  life  to 
the  meters. 

Compressors  and  door  engines  are  taken  to  the  air 
department,  where  new  gaskets  are  substituted  and 
worn  parts  replaced.  A  bench  has  been  constructed  in 
the  shop  which  permits  testing  of  all  air  devices  used 
on  a  car.  Worn  air  compressor  cylinders  are  rebushed 
on  a  special  machine  designed  for  this  purpose.  This 
.same  machine  is  used  also  for  axle  bearing  fits  on  motors. 
In  going  over  the  operators'  equipment,  the  brake  valves 
are  completely  dismantled,  inspected  and  reassembled. 

Whenever  necessary,  brakeshoe  heads  are  built  up  by 
electric  welding.  Bolster  guides  also  are  built  up  by 
welding,  and  then  turned  down  to  shape  with  a  special 
lathe  tool  in  a  radial  drill.  The  original  bushing  is  then 
put  on  the  guide  and  welded.  The  same  procedure  is 
followed  for  brake  hangers,  or  other  apparatus  using  a 
half-ball  bearing.  Pins,  hangers  and  other  parts  of  the 
brake  rigging  are  renewed. 

Regular  inspections  of  the  cars  are  made  at  the  three 
carhouses  on  a  1,400-mile  basis.  This  inspection  is  very 
comprehensive,  including  trucks,  motor  leads,  brushes, 
brakes,  controllers,  line  breakers,  compressors  and  other 
parts.  The  accompanying  repair  work  consists  primarily 
of  replacing,  lubricating  and  adjusting  worn  parts. 

An  important  part  of  all  work  in  the  mechanical  de- 
partment, particularly  that  of  the  inspectors  and  those 
in  charge  of  overhaul,  is  the  personal  responsibility  in- 
volved. Any  troubles  that  result  are  traced  to  the  in- 
spector who  failed  to  report  properly  or  to  the  mechanic 
who  repaired  the  defective  part.  This  system  has  aided 
greatly  in  obtaining  a  thorough  reconditioning  of  the 
equipment. 

Much  attention  has  been  given  to  the  lubrication  of 
wearing  parts.  The  company  has  adopted  a  set  of  stand- 
ard practices  which  are  followed  rigidly.     In  the  pro- 


cedure for  packing  armature  and  axle  bearings,  the  pack- 
ing next  to  the  shaft  or  axle  is  made  in  the  form  of  a 
wick.  The  wicks  for  bearings  are  made  into  skeins  long 
enough  to  reach  from  the  bottom  of  the  waste  chamber 
up  to  about  6  in.  above  the  seat  of  the  chamber  cover. 
The  skein  is  then  twisted  about  one  complete  turn  in 
order  to  hold  all  of  the  strands  in  place,  and  to  produce 
a  more  springy  wick.  After  the  wick  is  formed  in  the 
chamber  it  is  pressed  against  the  shaft  with  a  packing 
iron  and  then  the  necessary  additional  waste  is  forced 
behind  it.  A  little  oil  is  added  when  packing,  if  the 
waste  is  not  sufficiently  saturated.  The  loose  upper  end 
of  the  wick  is  then  folded  over  the  other  waste  and 
tamped  down  tightly.  Care  is  taken  that  enough  waste 
is  placed  back  of  the  wick  so  that  the  loose  end  is  above 
the  opening  of  the  bearings  after  being  tamped.  A  pad 
of  saturated  waste  large  enough  to  fill  the  remainder  of 
the  chamber  is  then  placed  on  top  of  the  wick  to  catch 
and  hold  dirt  which  might  fall  in  when  the  bearing  hous- 
ing cover  is  open.  Armature  and  axle  bearings  are 
repacked  every  six  months  on  all  cars.  Waste  is  teased 
every  three  months  on  the  improved  type  housings,  and 
every  30  days  on  all  other  cars. 

Armature  and  axle  bearings  are  oiled  every  1,400 
miles,  at  the  time  of  the  regular  inspection.  Oil  is  put 
in  the  well  and  not  on  the  waste.  If  the  waste  is  found 
to  be  dry  and  not  feeding  properly,  all  the  waste  is  pulled 
out  and  observations  made  as  to  whether  the  opening 
between  the  waste  chamber  and  the  oil  well  at  the  bottom 
is  free  from  dirt.  Oil  in  the  loose  well  is  measured  with 
a  rod  marked  for  the  different  oil  heights,  and  checked 
with  a  table  of  depths  specified  for  the  various  types  of 
motors. 

Truck  journals  are  repacked  every  six  months,  in  the 
spring  and  fall.  The  first  waste  inserted  is  in  the  form 
of  a  roll,  and  is  packed  tightly  in  the  rear  end  of  the 
box.  Sufficient  waste  is  then  added  and  packed  firmly 
enough  to  form  a  good  wiping  contact  with  the  journal. 
Waste  placed  at  the  side  of  the  journal  is  never  above 
the  journal  center  and  lies  rather  loosely.  The  dust  pad 
is  then  replaced,  all  surplus  oil  and  waste  threads  are 
removed  from  the  mouth  and  edges  of  the  box  and  the 
lid  is  closed  tightly.  Center  and  side  bearings  are  oiled 
with  a  bearing  grease  every  three  months. 

For  gears  and  pinions  it  has  been  found  that  the  best 
•  results  are  obtained  by  frequent  addition  of  small  quan- 
tities of  grease.  About  ^  lb.  of  grease  is  applied  at 
each  inspection  period,  and  spread  on  the  gears  and  pin- 
i(jns  as  far  as  the  hand  can  reach  through  the  handhole 
]3late.  Air  compressors  are  examined  on  inspection  days, 
and  enough  oil  added  to  bring  the  level  within  -J-  in.  of 
the  top  of  the  filling  pktg. 

Special  attention  has  been  given  in  Atlanta  to  the  grind- 
ing of  wheels.  By  grinding  whenever  necessary  and 
making  certain  that  the  two  wheels  on  a  single  axle  are 
of  precisely  the  same  diameter,  the  company  has  greatly 
increased  the  life  of  wheels,  has  eliminated  thin  flanges, 
and  has  improved  the  smoothness  of  operation.  Cars  are 
inspected  frequently,  and,  if  a  thin  flange  on  a  wheel 
is  discovered,  the  car  is  immediately  sent  to  the  Butler 
carhouse  where  the  grinding  equipment  is  installed.  The 
wheels  are  not  taken  off,  but  the  car  is  raised  slightly  so 
that  they  can  turn  freely.  A  motor-driven  emery  wheel 
is  then  placed  in  position  under  the  car  and  the  wheels 
ground  to  correct  size.  Through  proper  grinding,  the 
life  of  steel  wheels  has  been  increased  from  83.000  miles 
to  about  145,000  miles. 


Electric  Railway  Journal — November,  1931 
631 


Track  Construction  and  Maintenance 
on  Economical  Basis 

WHILE  maintaining  track  at  a  high  standard,  the 
Georgia  Power  Company  has  greath'  reduced  the 
cost.  This  has  been  accomplished  in  part  by  developing 
efficient  methods  and  economical  types  of  track  construc- 
tion. Careful  supervision;  modern  equipment,  including 
a  rail  grinding  car,  a  pneumatic  sand  car  and  a  welding 
truck;  good  construction  in  the  past  and  the  application 
of  up-to-date  methods  are  other  factors  which  have  con- 
tributed to  the  company's  excellent  record. 

A  clear  picture  of  what  the  roadway  department  has 
accomplished  in  reducing  costs  may  be  obtained  from  tiie 
following  table: 

Track  Maintenance  Costs,  1923-1930 


Cost  of 

Per  Cent 

Cost  per 

Cost  per 

Cost  per 

Year 

Maintenance 

of  Revenue 

Track-Mile 

Car-Hour 

Car-Mile 

1923 

$223,776 

4.27 

$1029 

$0.1492 

$0.0163 

1924 

2M,491 

4.25 

982 

0.1473 

0.0156 

1925 

176,541 

3.44 

803 

0.1311 

0.0135 

1926 

174,600 

3.32 

794 

0.1290 

0.0132 

1927 

176,477 

3.44 

784 

0.1280 

0.0131 

1928 

149,130 

2.78 

661 

0.1089 

0.01 14 

1929 

148,194 

2.83 

659 

O.IIOO 

0.0113 

1930 

136,216 

2.85 

606 

0. 1040 

0.0106 

"Cost  of  Maintenance"  for  this  table  includes  accounts 
1  to  11,  inclusive. 


and  80-lb.  rail.  Formerly  rail  traffic  was  held  off  of  this 
type  of  track  for  21  days  after  concrete  was  poured. 
By  using  calcium  chloride  the  time  was  reduced  to  seven 
days.  At  present,  an  International  concrete  pulsator  is 
used  which  permits  the  track  to  be  built  while  in  service. 
Variations  from  this  type  of  construction  include  the  use 
of  a  1-in.  layer  of  asphalt  for  the  paving  surface  in  place 
of  all  concrete,  the  use  of  International  steel  twin  ties, 
either  with  a  concrete  or  asphalt  surface,  and  the  use  of 
Dayton  mechanical  ties.  Two  other  types  used  are  the 
122-lb.  rail  beam  construction  and  the  solid  tie,  ballasted 
and  grouted.  Thennit  joints  are  standard  for  all  new 
track  and  track  being  rebuilt.  When  wood  ties  are  used, 
spikes  are  driven  without  boring  holes  in  the  ties. 

In  recent  years  a  total  of  49.14  miles  of  track  has  been 
built,  five  major  types  of  construction  being  used.  A 
tabulation  of  these  types  follows : 

Recent  Track  Construction  in  Atlanta 

Type  of  Conatruction  Miles 

International  steel  twin  tie 6. 42 

Dayton  mechanical  tie 0. 80 

Beam  construction,  80-lb.  A.S.C.E.  rail 25.  49 

Beam  construction,  7-in.,  122-lb.  rail 4.65 

Solid  tie  construction,  7-in.,  1 22-lb.  rail 1 1 .  78 

By  solid  tie  construction  is  meant  track  built  with  the 
ties  spaced  approximately  2  ft. 


International  steel  twin  ties  were  installed  when  this 
double  track  was  rebuilt 


Through  use  of  International  concrete  pulsator  track  a 
can  be  built  under  service 


Much  of  the  success  in  reducing  the  costs  of  the  road- 
way department  is  due  to  the  detailed  budget,  the  careful 
checks  of  expenses  and  revenue  each  month  and  the 
efforts  made  to  keep  within  the  allowed  amounts.  For  the 
past  year  $180,000  was  appropriated  for  roadway  main- 
tenance. The  actual  amount  spent  was  $162,328,  a  de- 
crease of  $17,672,  or  9.82  per  cent  under  budget.  It  also 
represents  a  decrease  of  $14,324,  or  8.11  per  cent,  from 
1929.  In  arriving  at  these  figures,  accounts  301  to  306, 
308  to  312,  315  to  317,  322  and  324  are  included. 

In  the  record  of  unit  costs  of  total  maintenance,  the 
cost  per  mile  of  active  track  decreased  from  $596  in  1929 
to  $553  in  1930,  or  7.3  per  cent.  The  cost  per  car-mile 
was  lowered  from  $0.0100  to  $0.0094,  or  6  per  cent,  and 
the  cost  per  car-hour  declined  from  $0.0970  to  $0.0925. 
or  4.64  per  cent.  These  figures  are  based  on  charges  to 
accounts  301  to  310,  inclusive,  315  to  317,  inclusive, 
319  and  322. 

At  the  close  of  1930,  the  system  included  229.176  miles 
of  active  track.  This  total  is  made  up  of  86.774  miles  of 
double  track  and  55.628  miles  of  single  track.  Several 
types  of  track  construction  are  used  in  Atlanta.  The  type 
considered  the  most  economical  and  the  one  most  used  re- 
cently is  the  concrete  beam  construction,  using  wood  ties 


During  the  year,  a  short  stretch  of  track  of  unusual 
type  was  built.  Trough  channels,  joined  by  steel  angle 
bars  and  embedded  in  concrete,  were  installed  for  holding 
the  individual  rails  and  the  surrounding  asphaltic  con- 
crete. The  aim  of  this  design  was  to  obtain  a  track  with 
rigid  foundation  suitable  for  asphalt  pavement,  allowing 
the  use  of  a  light  section  T-rail  and  permitting  sufficient 
flexibility  immediately  around  the  rail  to  deaden  noise  and 
assist  in  preventing  corrugation. 

In  constructing  this  track  an  excavation  was  made,  6 
ft.  5  in.  wide  and  6  in.  deep.  This  was  rolled  and  then  a 
longitudinal  trench  was  excavated  about  18  in.  in  width 
and  16  in.  in  depth  for  the  troughs.  Second-hand  cross 
ties  were  laid  across  this  excavation,  80-lb.  A.S.C.E.  rails 
were  laid  on  them,  the  rails  were  shimmed  up  to  suitable 
line  and  grade  and  thermit  weld  joints  poured.  The 
trough  channels  were  placed  under  the  rails  and  cross 
angle  members  and  holding  clips  bolted  to  trough  and 
base  of  rails.  The  temporary  cross  ties  were  removed 
and  the  track  blocked  and  shiinmed  to  proper  line  and 
grade.  Before  the  track  was  lowered  in  place  trenches 
were  dug  for  the  cross-channel  members.  Concrete  was 
then  poured  to  the  top  of  the  vertical  leg  of  the  channels 
while  the  track  was  being  vibrated. 


Electric  R.\ilwav  Journal — Vol.75,  No.l2 
632 


After  the  concr6te  had 
cured  sufficiently,  asphal- 
tic  concrete  was  tamped  as 
hard  as  possible  around 
the  rail  to  the  proper  ele- 
vation. A  concrete  groove 
was  then  formed  with 
Incor  cement,  which  ob- 
tains a  workable  strength 
in  24  hours,  after  which 
a  paving  asphaltic  surface 
was  laid.  On  the  vertical 
leg  of  the  trough  angle 
cuts  were  made  in  the  top 
of  the  angle  on  the  gage 
side  about  1  in,  apart  and 
I  in.  deep.  Steel  between 
these  cuts  was  hammered 
over  toward  the  rail  to 
form  an  anchorage  for  the 
groove    concrete.      These 

anchorages  were  spaced  approximately  1  ft.  apart.  This 
work  was  done  in  the  shop  and  the  cuts  were  made  by  an 
oxyacetylene  flame. 

Under  heavy  traffic  conditions  it  is  expected  that  the 
trough  channels  and  foundation  will  outlast  several  sets 
of  rails.  It  will  be  an  easy  matter  to  excavate  the  asphalt 
from  around  the  rail,  remove  the  nuts  and  clips  and  in- 
stall new  rail.  No  concrete  comes  in  contact  with  the  rail 
except  the  small  amount  used  on  the  gage  side  to  form  a 
groove  for  wheel  flanges.  If  the  asphalt  were  brought  up 
to  proper  level  for  groove  it  would  soon  become  gouged 
out  of  surface  by  the  action  of  flanges. 

During  1930,  a  total  of  9.881  miles  of  trackwork  was 
done.  This  included  0.336  miles  of  new  track  built,  6.450 
miles  of  track  rebuilt,  2.941  miles  of  track  resurfaced  and 
0.154  mile  of  track  repaired  by  cutting  in  short  pieces  of 
rail.  In  the  past  year  there  were  158  active  construction 
orders,  the  total  estimated  cost  of  which  amounted  to 
$433,236.  The  actual  cost  of  this  work  was  $399,610,  a 
saving  of  $33,625.  New  special  work  was  installed  at 
five  locations,  old  special  work  was  abandoned  or  replaced 
by  new  design  at  seven  points,  and  old  special  work  was 
replaced  by  new  of  the  same  layout  at  eighteen  locations. 

For  the  past  several  years,  track  activity  has  been 
maintained  at  an  almost  even  pace.  Extensions  have  not 
been  numerous  but  track  rebuilt  has 
remained  about  the  same.  The  fol- 
lowing table  gives  the  mileage  of 
track  built  and  rebuilt  for  the  past 
seven  years : 

Summary  of  Trackwork,  1924-1930 


Pneumatic  paving  breakers  and  other  modern  machines  help  the 
roadway  department  to  lower  costs 


of  old  rail  was  ground  for 
corrugation  at  a  total  cost 
of  $19,230,  or  $0.05051 
per  foot.  An  average  of 
813  ft.  of  old  rail  was 
ground  per  nine-hour  day. 
New  rail  ground  during 
the  year  totaled  16.95 
miles.  This  was  done  at  a 
cost  of  $3,464.  or  $0.03871 
per  foot.  Grinding  bricks 
averaged  150  ft.  for  old 
rail  and  163  ft.  for  new 
rail. 

An  important  part  of 
the  roadway  maintenance 
is  the  keeping  of  records 
to  show  at  all  times  the 
progress      on      individual 


Year 

Built 

Rebuilt 

Total 

1924 

2.999 

6.995 

9.994 

1925 

3.106 

6.670 

9.776 

1926 

1.345 

6.883 

8.228 

1927 

3.308 

6.266 

9.574 

1928 

0.689 

7.338 

8.027 

1929 

1.127 

6.036 

7.163 

1930 

0.336 

6.450 

6.786 

To  insure  smooth  track  through- 
out the  system,  all  rail,  including 
joints,  is  ground  by  a  reciprocating 
grinder  when  installed  and  when 
any  part  of  the  track  shows  signs  of 
corrugation.  This  work  is  done  with 
a  separate  car  equipped  with  a 
grinder  and  other  necessary  equip- 
ment.    During  the  year  72.1  miles 


Section  of  track  being  rebuilt  with  Dayton 
•     mechanical  ties 


jobs  and  what  the  various 
crews  have  completed. 
Forms  used  show  the  date  when  the  work  was  started 
and  finished  on  certain  streets,  when  lanterns  were 
placed  at  exposed  work,  information  regarding  em- 
ployees, use  made  of  air  compressors,  number  of  thermit 
welds  made,  trouble  reports  of  signal  and  switch  main- 
tainers,  call  reports  of  the  emergency  truck,  retirements 
and  reports  on  improvement  authorities,  giving  location 
of  work,  estimated  cost,  distribution  of  money  spent, 
total  of  track  and  paving,  and  unit  costs.  Reports  from 
the  foremen  are  submitted  to  the  superintendent's  office 
where  they  are  consolidated. 

In  the  past  year  a  total  of  9,936  ties  were  installed, 
1,718  for  maintenance  and  8,218  for  construction.  Of 
these  9,488  were  creosoted  pine  ties,  40  were  plain  oak 
ties,  62  were  International  steel  twin  ties,  60  were  channel 
steel  and  286  were  Dayton  mechanical  ties. 

All  creosoting  is  done  in  the  company's  own  plant. 
Ties,  poles  and  all  structural  timber  subject  to  decay 
are  treated  with  a  preservative  in  this  plant  before  in- 
stalling. During  the  year  the  company  creosoted  by  the 
emptv  cell  process  37,839  cu.ft.  of  ties  and  bridge  timber. 
A  total  of  28,822  gal.,  or  253,193  lb.,  of  creosote  was 
used  for  this  work.  The  unit  cost  per  cubic  foot  of  tim- 
ber for  creosoting  was  $0.1674. 

.•\  number  of  work  cars  and  trucks,  under  the  super- 
vision of  the  roadway  department, 
are  used  on  the  system.  Included 
in  this  fleet  are  an  emergency  truck, 
equipped  with  winches,  ropes,  jacks 
and  other  tools,  for  taking  care  of 
any  emergency  which  would  block  a 
line;  three  22-ton  trucks,  on  each 
of  which  is  carried  a  welder  and  an 
oxy-acetylene  cutting  outfit ;  a  car 
for  weed  killing ;  a  work  car  with  an 
electric  crane  for  handling  rails ; 
two  other  work  cars  for  substitute 
service ;  a  Differential  dump  car  for 
hauling  crushed  stone ;  two  3i-ton 
trucks  for  general  use;  a  5-ton  Dif- 
ferential truck  with  a  three-way 
dumping  body,  for  use  in  handling 
track  materials;  a  tower  truck  for 
signal  maintenance ;  a  light  truck  for 
the  switch  tongue  crew ;  another 
truck   for   servicing   electric  throw 


L 


Electric  Railway  Journal- 
633 


-November,  1931 


devices ;  a  sand  truck,  and 
a  sand  car. 

The  sand  car  is  filled  at 
the  drying  plant  by  forc- 
ing the  sand  through  a 
pipe  with  air.  The  over- 
head tanks  in  the  car- 
houses  also  are  filled,  in 
turn,  by  forcing  the  sand 
from  the  tank  in  the  car. 
This  system  has  proved  a 
real  time-saver  and  has 
caused  no  trouble  what- 
soever. 

In  the  organization  of 
the  roadway  department 
the  superintendent  has  di- 
rectly under  him  a  chief 
clerk,  a  supervisor  of 
switch  and  signal  mainte- 
nance, an  engineer  and 
a  roadmaster.  Under  the  supervisor  of  switch  and 
signal  maintenance  are  those  in  charge  of  signals,  special 
work,  electric  switches  and  the  emergency  truck.  Under 
the  roadmaster  are  the  track  foremen,  operators  of  work 
cars,  welders  and  grinders. 

With  the  addition  of  modern  machinery  and  the 
adoption  of  advanced  methods,  it  has  been  possible  to 
reduce  the  roadway  force  considerably.  Four  years  ago 
263  employees  were  in  this  division;  now  there  are  155. 
As  a  result,  the  payroll  has  decreased  from  $299,162  in 
1927  to  $231,453  in  1930.  The  present  weekly  wage 
for  foremen  is  $43,  for  sub-foremen,  ^37,  and  for  work 
car  motormen,  $40.    Laborers  are  paid  30  cents  an  hour. 

When  it  was  found  necessary  to  reduce  the  payroll  of 
this  department,  it  was  decided  that  rather  than  discharge 


Thermit  welded  joints  are  used  on  all  track  construction 
at  Atlanta 


employees  it  would  be 
better  to  shorten  the  week. 
Accordingly,  the  five  days 
of  nine  hours  and  five 
hours  on  Saturday,  total- 
ing 50  hours,  was  reduced 
to  five  days  of  7^  hours 
and  4^-  hours  on  Saturday, 
totaling  42  hours. 

Safety  at  all  times  is 
stressed  among  the  em- 
ployees of  the  roadway 
division.  During  the  year 
a  meeting  was  held  each 
month  to  discuss  ways  and 
means  of  eliminating 
hazards  and  preventing 
accidents  not  only  to  the 
company's  own  workers, 
but  also  to  the  general 
public.  Committees  were 
formed  among  the  workmen  covering  each  phase  of  the 
work,  and  these  committees  were  required  to  report  at 
the  meetings  any  hazards  they  may  have  noticed  or  had 
called  to  their  attention  during  the  month,  or  any  item 
of  improvement  that  could  be  made  in  the  service. 

All  foremen  have  special  compartments  in  their  tool 
boxes  for  first-aid  kits  and  during  the  year  69  minor 
accidents  were  treated  on  the  job.  These  kits  are  all  kept 
well  stocked  and  goggles  are  furnished  the  men  whenever 
necessary.  There  were  no  eye  accidents  during  the  year. 
In  the  last  twelve-month  period  only  six  lost-time  ac- 
cidents occurred,  four  of  which  were  due  to  the  injured 
person's  own  carelessness.  This  figure  compares  with 
32  in  1926  and  21  in  1927. 

Automatic  electric  switches  are  installed  at  122  loca- 


|»K    -^^^ 

l^a^ 

In  reconstructing  this  track  the  old  wood 
ties  were  left  in  place  and  steel  ties 
placed  between  them 


New  type  "quiet"  track,  using  concrete- 
embedded  channels  in  which  an  asphaltic 
concrete  is  tamped  around  the  rail 


Cars  operating  over  newly  laid  track,  built 
under  service  with  the  aid  of  a  concrete 
pulsator 


Electric  Railw.'Vy  ]ovrnal— Vol.75,  No. 12 
634 


tions  on  the  system.  There  were  13,038,067  operations 
in  1930  and  159  failures,  or  82,000  operations  per  failure. 
The  cost  of  maintaining  these  switches  was  $7,692. 

The  signal  system  of  the  company,  also  maintained 
by  the  roadway  department,  consists  of  82  blocks.  There 
were  8,671.250  operations  in  19,30  and  163  failures,  or 
53,198  operations  per  failure.  The  cost  of  maintaining 
the  135  signal  units  was  $8,086. 

Systematic  Maintenance  Has 
Reduced  Wire  Breaks 

ATTENTION  is  directed  primarily  to  constant  inspec- 
J~\  tion  in  the  maintenance  of  the  overhead.  Line  crews 
watch  at  all  times  for  defects  and  pay  particular  attention 
to  such  danger  points  as  intersections,  curves,  hills  and 
locations  in  front  of  carhouses.  Contributing  to  the  ex- 
cellent record  of  this  division  is  a  thorough  general  in- 
spection of  the  entire  system  each  year.  At  this  time  all 
wire  is  measured  .and  every  joint  examined.     Any  wire 


year  from  1923.  when  26  breaks  occurred,  and  a  sharp 
decrease  from  the  period  around  1918  when,  it  is  re- 
ported, there  was  an  average  of  six  breaks  per  day. 
While  improving  the  overhead,  maintenance  costs  have 
been  steadily  lowered  until  the  cost  per  car-mile  in  1930 
was  $0.0039915. 

In  the  past  eight  years  170  miles  of  new  wire  has  been 
installed.  This  total  includes  the  rehabilitation  of  the 
Marietta  and  Stone  Mountain  interurban  lines  in  1925 
and  1926. 

All  overhead  line  clearances  are  measured  to  meet 
the  requirements,  not  estimated,  and  all  lines  are  fully 
insulated.  The  overhead  fixtures  have  been  greatly 
improved  in  the  past  several  years.  All  frogs  and 
crossings  are  fitted  properly  and  have  the  correct  angle. 
Instead  of  using  open-pan  frogs  the  type  now  installed 
permits  the  trolley  wheels  to  travel  from  end  to  end 
of  the  fixture  on  the  groove  instead  of  the  flanges. 

Equipment  for  maintaining  the  system  also  has  been 
improved.      The  company  now   has  a  trolley  stringing 


The  overhead  structure  at  "Five  Points"  and  other  intersections  is  checked  frequently  to  note  defects 


that  measures  50  per  cent  or  less  of  its  original  diameter 
is  marked  for  replacement.  Other  factors  are  keeping 
trolley  wire  aligned,  observing  clearances,  making  im- 
provements in  overhead  special  work  and  fixtures,  instal- 
ling wheel  guards  on  the  trolley  poles,  using  a  regular 
order  of  work  for  the  crews,  and  employing  precision 
methods  to  build  and  check  the  overhead. 

Statistics  of  the  line  department  show  the  results  of 
carrying  out  the  preventive  maintenance  policy  and  build- 
ing to  high  standards.  In  1929  the  company  was  placed 
second  out  of  28  companies  reporting  to  the  A.E.R.E.A., 
with  a  record  of  eleven  trolley  breaks  for  a  total  of 
13.726,601  car-miles  run.  Of  these  breaks  two  were 
due  to  wire  and  fittings  and  nine  were  due  to  burn  downs, 
pull  downs  and  other  causes  beyond  the  control  of  the 
maintenance  force.  In  1930  there  were  only  seven  trolley 
breaks  for  13,518,839  car-miles.  This  record  of  1,931,- 
263  car-miles  per  break  in  1930  compares  with  1.247,- 
H  373  car-miles  in  the  previous  year.  The  seven  trolley 
^^.breaks  for  last  year  represent  a  steady  decrease  each 


truck  which  is  self-contained.  The  reel  fits  on  the  truck 
and  the  wire  passes  back  over  the  tower.  When  the  truck 
gets  to  the  end  of  the  new  wire  the  crew  merely  sets 
up  the  blocks  and  pulls  up  to  the  splicing  ears.  With  this 
arrangement  only  one  truck  and  five  men  are  needed  for 
stringing  trolley  in  Atlanta. 

Establishing  a  regular  order  of  work  has  aided  greatly 
in  getting  the  most  accomplished.  First  emergencies  are 
taken  care  of.  Then  comes  ihe  regular  work,  and  lastly 
there  is  the  patrol  work.  The  general  foreman  makes 
frequent  inspections  of  all  lines,  checking  their  general 
condition.  In  addition,  the  gangs  carry  on  a  regular 
schedule  of  inspections,  checking  poles,  span  wires, 
trolley  wires,  insulators  and  fixtures,  making  repairs  and 
replacements  of  the  overhead  when  necessary.  Parts  that 
need  immediate  attention  are  repaired  on  the  spot.  If  the 
span  wires,  trolley  wires  and  fixtures  have  a  good  margin 
of  safety  they  are  left  until  they  need  to  be  replaced. 
It  is  the  watchword  to  catch  a  defect  before  a  break 
actually  happens,  to  save  time,  money  and  delay  of  cars. 


Electric  Railway  Journal- 
635 


-November,  1931 


Summer  is  the  regular  repair  season,  and  during  it  all 
regular  replacements  are  made.  The  wire  is  inspected, 
of  course,  throughout  the  year,  but  in  the  summer  the 
crew  makes  a  most  thorough  check  of  each  line.  By  this 
means  it  is  possible  to  catch  anything  that  might  become 
unsatisfactory  in  the  next  twelve  months.  Because  of  this 
additional  work  a  second  crew  of  the  same  size  as  the 
regular  one,  five  men,  is  added  during  the  warm  months. 

Trouble  crews  work  on  three  shifts.  Two  men  and  a 
driver  are  on  each  shift,  except  two  men  are  on  the 
evening  shift.  When  not  doing  emergency  work  the 
trouble  crews  assist  the  regular  crew.  They  are  required 
to  telephone  the  office  to  give  information  as  to  their 
whereabouts. 

Guesswork  is  not  tolerated.  Level  boards,  microm- 
eters, plumb  bobs  and  tape  lines  are  used  so  the  entire 
system  can  be  checked  accurately.  Particular  eiYort  is 
made  to  obtain  correct  alignment  of  the  overhead  with ' 
respect  to  the  track.  This  precaution  has  been  found 
very  important  in  reducing  troubles  at  curves  and 
junctions. 

New  wire  is  strung  with  a  tension  of  3,000  lb.     By 


Each  clay  the  crew  foremen  report  to  the  general  fore- 
man and  receive  orders  for  the  next  day.  If  it  is  necessary 
to  repair  overhead  which  gave  trouble  during  the  night  the 
plans  are  altered.  To  facilitate  the  work  of  the  crews  all 
material  is  loaded  on  the  trucks  the  night  before. 

Unit  Replacement  System  Keeps 
Buses  in  Service 

IN  REDUCING  road  failures  and  in  making  the 
vehicles  cleaner,  more  comfortable  and  more  service- 
able, the  bus  maintenance  division  of  the  Georgia  Power 
Company  has  made  an  excellent  record.  Rigid  inspection 
of  the  buses,  complete  overhaul,  prompt  repair  of 
vehicles  that  have  failed  in  service,  an  orderly  procedure 
for  all  maintenance  work,  the  use  of  modern  labor-saving 
machines  and  tools,  and  a  complete  system  of  records 
are  responsible  for  this  showing. 

During  1930  the  Atlanta  Coach  Company  operated 
572,607  bus-miles.  Vehicle-miles  per  pull-in  averaged 
2,883,  but  this  includes  failures  not  attributable  to  the 
maintenance  department.     The  cost  of  maintenance  per 


Precision  methods  are  used  to  align  the  overhead  properly  with  the  track  at  carhouses,  curves  and  intersections 


keeping  the  suspension  flexible,  it  approaches  the  catenary 
principle.  As  the  wire  gets  older  and  the  section  is  less, 
this  tension  is  slightly  reduced. 

A  distribution  line  crew  is  not  allowed  to  leave  a 
patched-up  span  wire  job.  As  soon  as  the  distribution 
crew  has  transferred  a  section  of  poles  the  regular  trolley 
crew  follows  to  restore  the  trolley  work  to  first-class 
condition. 

The  system  of  individual  responsibility,  used  in  the 
car  shop,  also  is  in  effect  in  the  overhead  division.  All 
troubles  are  traced  back  and  the  crew  which  last  inspected 
or  repaired  a  defective  wire  is  asked  to  account  for  the 
failure.  To  assist  in  this,  reports  of  troubles  and  repairs 
must  be  turned  in  by  the  crews.  From  these  records  the 
causes  of  all  breaks  are  analyzed  and  an  effort  made  to 
avoid  a  recurrence. 

As  for  the  other  departments,  a  budget  is  prepared  for 
the  overhead  division.  Allotments  of  certain  amounts  for 
all  operating  divisions  permit  a  careful  planning  of  work 
for  each  month  and  for  the  entire  year. 


bus-mile,  $0.0721,  is  a  little  high  in  part  because  of  the 
large  number  of  other  vehicles  maintained  in  the  garage 
and  which  increase  the  charges  to  the  bus  division.  In 
carrying  1,142,914  passengers  during  the  year,  the 
revenue  per  bus-mile  was  20.44  cents. 

The  33  buses  operated  by  the  Atlanta  Coach  Company 
include  fourteen  double-deck,  54-passenger,  gas-electric 
Fageols,  three  Model  65,  23-passenger  Whites,  ten  Type 
X  Yellows  and  six  Type  W  Yellows.  These  are  main- 
tained at  the  Gilmer  Street  garage,  located  centrally  in 
the  city.  In  addition  to  these  buses  approximately  200 
private  automobiles  of  the  Georgia  Power  Company. 
all  air  compressors,  manhole  pumps  and  service  trucks  are 
maintained  at  this  garage. 

During  the  year  half  of  this  entire  fleet  was  completely 
overhauled.  In  six  of  the  double-deckers  new  posts  were 
installed  and  all  side  .sheathing  replaced  with  steel  of 
heavier  gage.  Cross-braces  of  heavier  metal  were  placed 
over  the  letterboards  and  the  chassis  were  reinforced. 
New  posts  and  metal   sheathing  also  were  installed  on 


Electric  Railway  Journal — Vol.75,  No. 12 
636 


\ 


Road  failures  of  buses  fiave  been  reduced  greatly  by  rigid  inspection  and  complete  overhaul 


seven  of  the  Type  X  Yellows.  These  buses  were  equipped 
at  the  same  time  with  new  Buick  engines.  The  three 
White  buses,  formerly  used  in  Rome,  were  transferred 
to  Atlanta  and  underwent  a  complete  overhaul  before 
going   into  service. 

Buses  are  overhauled  on  a  50,000-mile  basis.  In- 
dividual records  are  kept  for  each  bus  and  the  day-by- 
day  mileage  posted.  When  a  vehicle  approaches  the 
50,000-mile  mark  it  is  removed  from  service.  In  over- 
hauling the  vehicles,  every  single  part  is  checked  and 
repaired  or  replaced.  Bodies  are  gone  over  for  defects 
and  reinforced  where  necessary.  Engines  are  completely 
dismantled  and  various  parts  are  examined.  In  -putting 
the  engines  in  condition  to  operate  another  50,000  miles, 
cylinders  are  rebored,  pistons  turned  and  valves  ground, 
if  necessary.    The  ignition  system  is  checked  very  care- 


fully, as  are  the  fuel  system,  differential,  transmission 
and  all  parts  of  the  chassis. 

To  lessen  the  time  of  holding  a  bus  out  of  service  for 
repairs,  an  extra  motor  for  each  type  of  bus,  except  the 
White,  is  overhauled  and  kept  in  the  shop  ready  for  plac- 
ing in  the  bus  when  the  other  engine  is  removed.  Extra 
lighting  generators  and  other  equipment  are  kept  on  hand 
to  allow  unit  replacement  to  a  certain  extent. 

Shoj)  facilities  are  adequate  in  every  respect.  In  ad- 
dition to  the  regular  machinery  this  garage  has  a  few 
special  machines  to  facilitate  the  work.  One  is  a  piston 
turning  and  grinding  machine,  which  is  used  for  about 
250  pistons  each  year.  It  is  claimed  that  this  device  makes 
possible  enormous  savings.  Another  valuable  machine  in 
the  shop  is  a  cylinder  grinder.  Because  of  the  large 
number   of   private  automobiles   and   trucks  maintained 


All  buses  in  Atlanta  are  maintained  at  this  centrally  located  garage 

Electric  Railway  Journal — Xovember,  1931 
637 


% 


Interior  of  the  spacious  garage,  showing  some  of  the  double-deck  buses 


in  addition  to  the  regular  buses,  this  machine  is  proving 
a  real  investment.  In  grinding  from  35  to  60  engine 
blocks  per  year,  there  is  a  saving  of  $8  each,  or  a  total 
saving  of  from  $280  to  $480  per  year  on  this  $2,500 
machine.  To  see  that  all  machines  are  kept  in  good  con- 
dition and  that  all  tools  are  in  their  proper  place,  a  man 
is  assigned  to  inspect  the  shops  in  detail  every  day  and  to 
watch  at  all  times  for  misplaced  articles. 

Numerous  pits  are  available  in  the  garage  to  aid  in 
inspecting  and  repairing  the  buses.  In  one  part  of  the 
garage  three  longitudinal  pits  terminate  in  a  cross-pit 
with  a  work  bench  along  its  full  length. 

Buses  are  painted  once  a  year  in  a  room  which  is 
closed  off  from  the  remainder  of  the  garage.  A  heat- 
diffusing  unit  is  used  to  maintain  the  proper  temperature. 

Every  10,000  miles  buses  receive  a  thorough  inspection. 
At  this  time  all  parts  are  checked  and  repaired  if  neces- 
sary, and  lubrication  is  done  according  to  a  regular 
schedule. 

Brakes  are  tested  daily  to  see  if  they  are  in  proper 
working  order  and  whether  they  are  equalized.  This 
practice  has  aided  in  reducing  accidents  and  in  lessening 
tire  and  brake  lining  wear. 

Tires  for  the  entire  fleet  are  secured  on  a  contract 
basis  from  one  company.  Daily  and  monthly  records, 
individual  and  consolidated,  show  the  mileage  and  any 
troubles  encountered. 


An  emergency  truck  is  stationed  at  the  garage,  for 
taking  care  of  any  trouble  calls  that  may  come  in  from 
the  drivers.  An  individual  record  is  kept  of  each  bus 
failure,  giving  the  exact  location  of  the  breakdown,  the 
time,  the  trouble  reported,  the  man  who  last  serviced  the 
bus,  and  other  details.  Composite  records  of  these 
trouble  calls  are  made,  listing  the  calls  by  buses  and 
months.  These  records  show  that  fewer  calls  were 
received  in  1930  than  in  1929. 

Much  emphasis  is  placed  on  keeping  the  buses  clean. 
Every  night  they  are  washed  down  on  the  exterior  and 
swept  and  washed  thoroughly  on  the  interior. 

In  servicing  the  buses  a  complete  record  is  kept  of  all 
gasoline  and  oil  delivered  to  the  vehicle.  A  composite 
record  of  gasoline  and  oil  consumption  for  each  bus  is 
kept  by  months.  If  any  vehicle  shows  a  consumption 
higher  than  is  expected  an  investigation  is  made  to  deter- 
mine the  cause.  An  Aqua  hydraulic  system  is  used  to 
feed  the  fuel  pump.  Ethyl  gasoline  is  used  for  all  the 
company's  vehicles.  It  is  claimed  that  greater  mileage, 
better  performance  in  service  and  less  maintenance  result. 

In  all  garage  work  safety  has  been  stressed.  To  im- 
press this  upon  the  employees  safety  meetings  are  held 
twice  a  month.  At  these  meetings  employees  are  free 
to  suggest  ways  and  means  of  making  the  work  safer 
and  to  bring  up  any  ideas  that  they  may  have  in  regard 
to  improving  the  methods  and  standards. 


Ihis  arrangement  of  pits  in  the  garage  facilitates 
bus  repairs 


Special  and  regular  machines  in  the  garage  shop  effect  sa\  ings 
in  the  repair  work 


Electric  Railway  Journal — Vol.75,  No. 12 
638 


Car 


Research 

Progressing 


An  extensive  series  of  tests  is  now  under 

way  in  the  field  laboratory  of  the  Electric 

Railway  Presidents'  Conference 

Committee  at  Brooklyn 


EXPERIMENTS  under  the  auspices  of  the  Elec- 
tric Railway  Presidents'  Conference  Committee  are 
now  well  under  way  in  the  field  laboratory  estab- 
lished in  Brooklyn.  Prof.  C.  F.  Hirshfeld,  the  com- 
mittee's chief  engineer,  is  in  charge  of  the  work,  with  a 
considerable  force  of  research  engineers  and  mechanics 
to  assist  him.  The  facilities  of  the  field  laboratory  in- 
clude an  outdoor  test  track.  1,550  ft.  long,  and  an  adja- 
cent four-track  car  shop  for  indoor  tests,  both  being 
loaned  to  the  committee  by  the  Brooklyn  &  Queens 
Transit  Corporation.  A  number  of  the  most  recently- 
built  cars  of  electric  railways  in  various  parts  of  the 
country  have  been  shipped  to  Brooklyn  for  purposes  of 


1 

r^ 

^^H 

1 

^^H 

1 

UNSPRUNG 
WEIGHT     - 

MP 

^H 

1 

JOURNAL 

SPRINGS   " 

^^^^^^■^^ 

^H 

1 

TRUCK 
FRAMES 

■ 

r  tf  r'|R  1 

^^^1 

1 

BOLSTER 
MAIN  SPRING 

I^^^^BB^ 

BH 

1 

BOLSTER 

AUXILIARY - 
SPRING 

' 

K 

■.  /  ■ 

1 

CAR  BODY  - 

'  J 

■  r 

kn 

■ 

^^1 

Simplified  model  to  show  spring  action  at  various  speeds.  The 
wheel  at  the  top  corresponds  to  the  car  wheel.  From  it,  a 
series  of  weights  corresponding  to  the  various  elements  of  the 
car  are  suspended  by  springs  corresponding  to  the  car  springs. 
When  the  wheel  is  rotated,  the  elements  vibrate  with  the  same 
characteristics   as   the  elements  of   the   car  vibrate   at  various 


operating  speeds 


Photos  by  William  J.   Gam  Company^  New  York 
Producers  and  dietributora  of  talking  pictures. 


experiment.  The  general  program  involves  the  deter- 
mination of  facts  from  existing  records,  by  analysis  and 
by  test  and  experiment.  Investigations  now  under  way 
at  Brooklyn  cover  the  third  phase  of  this  program. 

Determination  of  Facts  by  Test  and  Experiment 

While  a  large  amount  of  information  was  already 
available  concerning  the  performance  of  existing  equip- 
ment, the  committee  believed  that  further  tests  should  be 
made.  Those  that  have  been  made  on  various  properties 
in  times  past  have  generally  been  limited  in  scope.   More- 


At  left — Investigating  time-distance  characteristics  of  car  performance.  An  extra  rail  with  vertical  slots  at  intervals  through  one  side 
of  the  head  has  been  installed  between  the  running  rails.  The  carriage  is  equipped  with  a  light  under  the  head  of  the  extra  rail, 
and  a  photo-electric  cell  above  the  rail  to  record  the  light  impulses  projected  upward  through  the  slots.  At  right — Test  carriage 
attached  at  rear  of  a  car,  ready  to  record  its  acceleration  and  operation  over  the  test  track 


Electric  Railway  Journal — November,  1931 
639 


over,  they  have  been  made  under  conditions  which  are 
not  strictly  comparable.  The  committee  has  decided, 
therefore,  to  undertake  a  thorough  investigation  to  deter- 
mine the  operating  characteristics  of  the  modern  electric 
rail  car.   The  principal   items  being   studied   are:      (1) 


Testing  the  effect  of  acceleration  on  the  passenger.  This  cage 
is  accelerated  at  a  known  rate,  while  a  slow  motion  picture 
records  the  action  of  the  passenger  from  the  time  acceleration 
begins  until   it   is   sufficiently  great   to  cause   loss   of  balance. 


Determining  the  strength  of  car  bodies.  A  hydraulic  ram  is  here 
shown  pressing  against  the  side  of  the  car,  while  observers  on 
the  opposite  side  record  the  deflection 


Observer  on  catwalk  above  car  roof  measuring  deflection  under 
various   conditions   of   loading 


structural  strength  of  car  bodies,  (2)  resistance  during 
starting  period,  (3)  starting  characteristics,  (4)  balanc- 
ing speed  characteristics,  (5)  stopping  characteristics. 
(6)  riding  qualities,  (7)  noise  characteristics,  (8)  illu- 
mination, (9)  heating  and  ventilation,  (10)  safety  prov- 
visions,  (11)  passenger  interchange  provisions,  (12) 
power  requirements. 

The  tests  being  made  in  the  field  laboratory  have  not 
yet  advanced  far  enough  to  permit  the  compilation,  anal- 
ysis and  publication'of  results.  Before  the  engineering 
investigations  could  be  undertaken,  it  was  necessary  to 
do  a  large  amount  of  preliminary  work  in  the  develop- 
mentof  measuring  and  recording  instruments,  as  none 
was  in  existence  suitable  for  the  measurement  of  some 
of  the  things  in  which  the  committee  was  particularly 
interested.  The  necessary  new  instruments  have  now 
been  developed,  and  comprehensive  tests  are  under  way 
to  determine  the  facts  concerning  various  phases  of  car 
design  and  performance.  A  motion  picture  film  has  been 
prepared  for  the  committee  by  the  William  J.  Ganz  Com- 
pany, New  York,  showing  how  some  of  the  tests  are 
being  made.  This  film  was  shown  at  the  Wednesday 
session  of  the  American  Association  at  the  recent 
A.E.R.A.  convention,  at  which  time  Professor  Hirshfeld 
outlined  the  progress  of  the  work.  The  illustrations 
accompanying  this  article  are  prints  made  from  the  film. 

Time-Distance  Characteristics  of  Car 
Performance 

Tests  are  being  conducted  concurrently  along  a  number 
of  lines.  One  of  the  most  interesting  of  these  is  the 
study  of  time-distance  characteristics  of  car  perform- 
ance. Special  apparatus  has  been  developed  for  meas- 
uring the  rate  of  car  acceleration..  The  first  step  in  this 
experiment  involved  the  laying  of  an  additional  rail  be- 
tween the  two  running  rails  of  the  test  track.  Vertical 
slots  were  then  cut  through  the  head  of  the  extra  rail  at 
measured  intervals.  A  small  carriage  was  designed  to 
operate  with  two  wheels  on  the  extra  rail  and  two  wheels 
on  the  adjacent  running  rail.  This  carriage  was  equipped 
with  a  light  so  placed  as  to  shine  upward  through  the 
slot  in  the  rail  head,  and  a  photo-electric  cell  held  above 
the  rail  to  record  the  light  impulse  projected  upward 
from  the  lamp.  The  carriage  is  attached  to  the  rear  of 
the  car  under  test.  As  it  moves  along  the  track,  a  suc- 
cession of  light  impulses  are  recorded  as  it  passes  the 
slots.  This  has  proved  to  be  a  convenient  and  effective 
means  of  measuring  the  rate  of  acceleration  and  opera- 
tion over  the  test  track.  Accompanying  illustrations 
show  how  the  carriage  is  used. 

In  conjunction  with  the  acceleration  tests  being  made 
in  the  field  laboratory  at  Brooklyn,  certain  other  studies 
are  being  made  at  the  University  of  Michigan  covering 
the  effect  on  the  passenger.  In  these  tests  the  passenger 
assumes  a  standing  position  on  a  small  flat  car  which  is 
accelerated  at  a  definite  rate,  while  a  slow  motion  picture 
camera  records  his  actions  from  the  time  the  acceleration 
begins,  until  it  is  sufficiently  great  to  cause  loss  of  bal- 
ance. By  this  means,  the  committee  hopes  to  discover 
the  maximum  rate  of  acceleration  to  which  a  standing 
passenger  can  accommodate  himself.  An  interesting  fact 
developed  by  the  experiment  is  that  women,  if  facing 
forward,  are  able  to  retain  their  balance  at  higher  rates 
of  acceleration  than  are  men.  This  is  believed  to  be  due 
to  their  use  of  high-heeled  shoes  which  tend  to  move  the 
center  of  gravity  of  the  body  forward  with  consequently 
greater  resistance  to  falling  over  backwards. 


Electric  Railway  Journal — Vol.75,  No.12 
640 


J 


Structural  strength  of  car  bHDdies  is  another  important 
subject  of  study.  For  this  purpose  the  car  body  is 
treated  as  a  box  girder  and  subjected  to  loads  which 
simulate  those  experienced  in  actual  service.  A  special 
framework  has  been  constructed  in  which  the  car  is 
placed  for  testing.  Sand  bags  are  then  placed  inside 
the  body  to  simulate  any  desired  passenger  loading. 
Deflections  under  load  are  carefully  measured  by  means 
of  an  inside  micrometer  caliper.  A  hydraulic  ram  is  used 
to  test  the  structural  strength  of  the  car  under  side- 
stress.  This  pushes  the  body  against  two  supports  near 
the  ends  on  the  opposite  side,  as  shown  in  an  accompany- 
ing illustration. 

An  ingenious  device  has  been  developed  for  use  in 
connection  with  studies  of  riding  qualities.  This  is  a 
model  consisting  of  elements  corresponding  to  certain 
elements  in  an  actual  car  arranged  to  show  spring  action 
at  various  speeds.  A  simplified  model  constructed  for 
demonstration  purposes  at  the  A.E.R.A.  convention  is 
shown  in  an  accompanying  illustration.  The  arrange- 
ment of  the  elements  in  the  model  is  inverted  from  that 
of  the  actual  car,  the  wheel  being  at  the  top.  From  it 
are  suspended  weights  representing  the  wheels,  axles, 
truck  frames  and  car  body.  Between  the  weights  are 
springs  representing  the  journal  springs,  the  bolster 
main  spring  and  the  bolster  auxiliary  spring.  When  the 
disk  at  the  top  is  rotated,  the  various  elements  of  the 
model  vibrate  as  do  the  corresponding  elements  in  a 
moving  car. 

Operation  of  the  model  shows  conclusively  that  the 
amplitude  of  vibration  varies  greatly  with  changes  in 
speed.  It  does  not,  however,  increase  directly  with  the 
speed  but  increases  to  a  maximum  point,  and  then  de- 
creases again  as  the  speed  gets  higher. 

Noise,  Illumination  and  Ventilation  Tests 

Noise  characteristics  are  being  carefully  investigated. 
Tests  are  being  made  not  only  of  the  intensity  of  noise, 
but  its  quality.  Some  noises  of  comparatively  small 
volume  have  been  found  to  be  particularly  objectionable 
on  account  of  the  pitch.  Measurements  are  being  taken 
both  inside  the  car,  with  and  without  passengers,  and 
also  on  the  street.  The  apparatus  includes  a  so-called 
filter  to  differentiate  various  frequencies.  The  volume 
of  noise  at  each  frequency  is  measured  and  recorded. 
When  a  frequency  is  discovered  which  seems  to  be 
responsible  for  a  large  volume  of  noise,  a  careful 
investigation  is  made  to  trace  it  to  its  source. 

Extensive  tests  are  being  made  of  car  interior  illumina- 
tion. In  this  work,  all  windows  are  carefully  covered 
with  lamp  black  to  exclude  any  outside  light.  Steady 
voltage  for  the  interior  car  lights  is  assured  by  the  use 
of  a  small  motor-generator  set  with  voltage  control.  The 
intensity  of  illumination  at  various  heights  is  then  care- 
fully measured  at  selected  points.  From  this  it  has  been 
discovered  that  the  intensity  of  illumination  varies  greatly 
in  different  parts  of  the  car. 

Investigation  is  being  made  also  of  heating  and  ventila- 
tion. The  ventilating  experiments  are  being  made  on  the 
outdoor  test  track.  The  car  interior  is  filled  with  a  very 
rich  mixture  of  carbon  dioxide  and  air.  Samples  are 
then  taken  at  frequent  intervals  to  discover  the  length 
of  time  that  is  required  to  completely  change  the  air  in 
the  car. 

Up  to  the  present  time,  the  experiments  have  been 
confined  largely  to  tests  of  equipment  now  available.  As 
the  program  proceeds,  however,  it  is  planned  to  utilize 


the  results  of  these  tests  to  develop  new  equipment 
designs  which  will  in  their  turn  be  subjected  to  similar 
tests.  Following  the  experiments  in  the  field  laboratory, 
it  is  planned  to  make  further  tests  of  equipment  in  actual 
service. 


Measuring  deflection  of  car  underframe  with  inside  micrometer 
caliper  as  the  load  within  the  car  is  varied 


Investigator  measuring  the  intensity  of  illumination  on  a  white 
disk  placed  in  a  position  corresponding  to  that  of  a  newspaper 
held  by  a  standing  passenger 


Extensive  studies  are  being  made  of  noise.  Observers  on  the 
street  are  measuring  with  this  apparatus  the  volume  and 
character  of  noise  emanating  from  passing  cars 


I 


Electric  Railway  Journal — November,  1931 
641 


Queen  Mary  Road  substation  is  built  in  a  style 
commensurate  with  its  residential  surroundings 


CONTINUED  growth  of  the  residential  district  in 
the  northwest  end  of  Montreal  has  necessitated 
the  extension  of  the  car  routes  serving  it,  and 
shorter  headways  between  cars,  particularly  during  rusli 
hours.  Obviously,  this  has  called  for  more  power  and 
for  a  redesign  of  the  direct-current  positive  and  negative 
feeders  to  secure  better  voltage  regulation  with  lower 
distribution  losses.    The  load  center  had  shifted  so  that 


Montreal  Tramways 

Extends  Use  of 


The  location  is  in  a  high-grade  residential 
community   and    it    was    essential    that   the 
building  should  have  an  attractive  exterior 
in  harmony  with  the  general  surroundings. 
For  this  reason  it  was  decided  to  follow  the 
old  French  Canadian  architectural  style,  as 
shown  in  one  of  the  illustrations.    While  the 
architects    employed    the    traditional    wall 
masonry  with  wide  lime  mortar  joints  and 
trimmed  with  local  cut  stone,  steel  is  used 
for  windows  and  trimmings.     This  was  so 
handled  as  to  avoid  giving  the  building  a   factory-like 
appearance.     An  attractive  roof  was  obtained  by  using 
asbestos  shingles  irregularly  laid.     The  interior  offers  a 
pleasing  color  scheme.    Quarry  tiles  of  Welsh  heather- 
brown  are  used  for  the  floor  of  the  main  room,  and  the 
walls  are  painted  greyish-green.    Railings  and  protective 
wire  screens  are 

pamted  black,  as       Direct-current  circuits  are  handled  from 

a  board  in  the  basement 


All  alternating-current  circuits  are   centered   in  the  switchboard 
on  the  main  floor  near  the  entrance 


the  station  which  previously  fed  these  lines  was  no 
longer  properly  situated.  Its  equipment,  consisting  of 
one  1,000-kw.  motor-generator  set,  had  also  become 
inadequate  and  somewhat  inefficient.  To  meet  the  new 
conditions,  the  management  of  the  Montreal  Tramways 
decided  to  replace  the  station  by  a  new  one,  better  located 
for  present  and  near  future  requirements,  and  equipped 
with  up-to-date  apparatus. 

After  careful  consideration  of  the  problem  and  of  the 
continued  good  operating  results  obtained  with  mercury- 
arc  power  rectifiers  in  previous  installations,  it  was 
decided  that  the  new  Queen  Mary  Road  substation  would 
be  equipped  with  two  such  units. 


Two  rectifiers  each  of 


1,500  kw.  rating  form  the  main  equipment 
of  the  station 


Electric  Railway  Journal — Vol.75,  No.l2 
642 


Mercury  Rectifiers 


By 
M.  L.  De  ANGELIS 

Assistant  Electrical  Engineer 
Montreal  Tramways 


was  a  stenciled  border  running  round  the  top  of  a 
painted  dado. 

In  the  main,  the  building  is  very  similar  to  that  of 
the  Viau  substation  which  formed  the  subject  of  an 
article  in  Electric  Railway  Journal  of  September. 
1930.  Its  approximate  over-all  dimensions  are  60  ft. 
6  in.  by  47  ft.  by  40  ft.  11  in.  high. 

The  basement  is  carefully  waterproofed.  The  roof 
is  of  precast  "Aerocrete"  slabs  covered  with  double- 
dipped  asbestos  shingles.  The  high-tension  oil  circuit 
breaker  and  bus-bar  cells  are  of  concrete,  and  are  located 
along  one  side  of  the  main  room.  The  rectifiers  are  on 
the  opposite  side,  on  the  same  floor  as  the  main  control 
switchboard. 

However,  in  order  to  reduce  to  a  minimum  the  trans- 
mission of  noise  due  to  the  transformers,  and  to  keep 
the  appearance  of  the  building  as  attractive  as  possible, 
even  on  the  sides,  the  two  main  transformers  were 
installed  in  separate  cells  opening  on  a  longitudinal 
passage  with  a  door  at  the  rear  of  the  station.  A  hook 
has  been  cemented  in  the  roof  above  each  transformer 
for  lifting  the  core  and  winding  when  necessary. 

The  electrical  equipment,  supplied  entirely  by  the 
Canadian  General  Electric  Company,  includes : 

Two  1,500-kw.,  l2-phase,  600-volt,  non-compound  steel  tank 
mercury  arc  rectifiers  with  a.c.  ignition  and  capable  of  50  per  cent 
overload  for  two  hours. 

Two  1,590-kva.  1 ,300/935-volt,  60-cycle,  delta-quadruple  zig-zag 
3/12-phase,  self-cooled  transformers  for  the  rectifiers,  capable  of 
equal  overloads. 

One  5,000-amp.  series  reactor  rated  to  stand  150  per  cent  load 
for  two  hours. 

One  bake-out  transformer  with  necessary  resistors. 

Two  self-cooling  systems  for  the  circulating  water. 

One  bank  of  three  single-phase  13,000/220/1 10-voIt,  20-kva. 
transformers  for  the  station  service  and  control  circuits. 

One  complete  automatic  switching  equipment  designed  for  the 
control  of  following  circuits :  Two  incoming  high-tension  lines ; 
two  outgoing  high-tension  lines  (not  yet  in  service)  ;  two 
1,500-kw.  mercury-arc  rectifier  units ;  one  60-kva.  station  service 
bank ;  eight  2,000-amp.  d.c.  automatic  reclosing  feeders ;  one  syn- 
chronous selector  supervisory  control  equipment  in  substation  and 
load  dispatcher's  office,  with  necessary  storage  batteries. 

All  the  above  apparatus  is  identical  to  that  installed 
in  the  Viau  substation.  As  in  the  latter  station,  the  load 
responsive  control  can  be  cut  out  and  the  equipment 
operated  by  manual  load  control  from  the  main  switch- 
board in  the  substation.  This  is  obtained  by  a  suitable 
multi-pole,  throw-over  switch,  mounted  on  the  switch- 
board and  operated,  when  necessary,  by  the  inspector. 


DaDaaaaaDoaaa 


T 


' 28' >j*5'-(?" 

^Aufomafic  confrol  swi^chboorcf 


>  4  5^ 


Compactness  is  a  feature  of  the  new  Queen  Mary  Road  substation 
of  the  Montreal  Tramways 

However,  the  alternating-current  over-current  protection 
for  each  unit  and  the  control  of  the  anode  and  tank 
heaters  is  maintained  under  automatic  control.  To  pre- 
vent the  load  dispatcher  from  performing  faulty 
switching  which  might,  possibly,  introduce  a  hazard  to 
life  or  property,  the  circuits  are  so  interlocked  as  to 
render  totally  inoperative  the  supervisory  control  when 
the  throw-over  switch  is  set  into  the  "local  control"  posi- 
tion ;  but  proper  automatic  indication  is  given  to  the  load 
dispatcher  to  warn  him  that  the  station  equipment  is 
under  the  control  of  the  station  inspector. 

The  supervisory  control  apparatus  is  of  the  syn- 
chronous selector  type,  completely  wired  for  23  circuits 
of  which,  at  present,  seventeen  controls  and  22  indica- 
tions are  in  use. 

Results  with  the  supervisory  equipment  for  the  Viau 
substation,  which  has  now  been  in  continuous  service 
for  more  than  one  year,  have  been  so  satisfactory  it  is 
proposed  to  extend  its  use  to  other  stations. 


Electric  Railway  Journal — November,  1931 
643 


Loading  platform  in  Cincinnati  with  sidewalk  cut  back  to  facilitate  passage  of  vehicular  traffic. 

provided  by  lights  suspended  from  span  wires 


Illumination  is 


Public  Sentiment  Favors  Loading  Platforms 

in  Cincinnati 


CINCINNATI  began  installing  concrete  loading  plat- 
forms protected  by  substantial  steel  barricades  in 
1926,  under  an  arrangement  by  which  the  city  builds  the 
platform  and  pays  for  the  lighting  equipment  and  the 
Cincinnati  Street  Railway  pays  for  the  current  con- 
sumed in  lighting  the  platforms.  Some  280  of  these 
platforms  are  now  in  use.  They  afford  ample  protec- 
tion to  passengers  boarding  street  cars  and  alighting  from 
them,  and  they  also  permit  motor  traffic  to  move  past 
standing  cars.  .A.lthough  motorists  hit  the  platforms 
sometimes  and  occasional  serious  accident  occur,  pub- 
lic sentiment  seems  to  be  generally  in  favor  of  their  use. 
Every  time  a  serious  accident  occurs,  however,  certain 
ardent  motor  enthusiasts  question  the  desirability  of  the 
platforms.  The  following  editorial,  which  appeared  in 
the  Cincinnati  Enquirer  on  Sept.  28,  is  a  particularly 
strong  argument  favorable  to  the  platforms. 

Loading  Platforms 

The  question  of  the  desirability  of  loading  platforms,  which 
has  been  more  or  less  in  dispute  since  the  first  one  was  installed, 
came  up  again  Friday  at  a  safety  conference  in  the  office  of  the 
City  Manager.  Motorists  who  believe  in  giving  the  pedestrian 
a  chance  will  agree  with  the  conference  that  the  platforms  are  a 
necessary  evil.  They  do  increase  somewhat  the  hazards  of  driving 
on  the  streets,  especially  the  hazards  of  careless  driving.  But 
their  value  in  protecting  people  afoot  who  are  waiting  to  board 
street  cars  outweighs  that  disadvantage. 

Without  the  platforms  a  person  who  wishes  to  board  a  car 
on  any  of  the  wider,  heavily  traveled  streets  would  do  so  at  the 
risk  of  life  and  limb.  In  the  rush  hours  he  would  scarcely  be 
able  to  get  to  the  car  lines  at  all.  The  only  suitable  alternative 
to  the  safety  platform  is  to  move  car  lines  to  the  curb  and  route 
motor  traffic  down  the  center  of  the  main  highways.  The  cost 
of  such  a  move  would  be  prohibitive. 

Another  striking  editorial  on  the  subject  has  just  ap- 
peared  in   the   Cincinnati   Post,   local   Scripps-Howard 


paper,   in  its   "Cincinnatus  Column,"  a  human  interest 
editorial  feature  of  the  paper,  as  follows : 

Safety 

There  seems  to  be  a  difference  of  opinion  among  heads  of 
departments  at  City  Hall  over  the  usefulness  of  street  car  loading 
platforms.  Some  believe  that  because  motorists  frequently  hit 
them  they  should  not  be  placed  in  the  streets. 

Cincinnatus  leaps  to  the  defense  of  the  loading  platforms.  He 
holds  that  it  would  be  just  as  logical  to  remove  all  electric  poles 
and  trees  that  line  the  streets.  Reckless  motorists  sometimes  hit 
them,  too.  No  careful  driver  ever  hits  a  loading  platform.  The 
fellow  who  hits  one  either  is  negligent  in  not  having  his  car 
under  control  or  he  is  not  looking  where  he  is  driving.  The 
only  exception  is  where  he  is  crowded  into  the  platform  by 
another  negligent  driver. 

Loading  platforms  are  more  than  loading  platforms.  They 
are  isles  of  safety  for  pedestrians  crossing  streets  heavy  with 
traffic.  On  arterial  highways,  filled  with  rush-hour  traffic,  it 
is  almost  impossible  to  cross  the  street  where  there  are  neither 
traffic  lights  nor  loading  platforms.  If  loading  platforms  were 
taken  away  traffic  lights  would  have  to  be  installed  at  every 
suburban  intersection  for  the  safety  of  pedestrians.  How  would 
the  hurrying  motorists  like  that? 


Clearance  Marker  Speeds  Traffic 

IN  COMMON  with  other  street  railways  the  San  Fran- 
cisco municipal  lines  suffer  many  traffic  delays  occa- 
soined  by  motorists  who  carelessly  drive  partly  on  the  car 
tracks  and  allow  themselves  to  be  held  up  in  a  traffic  line 
in  such  a  way  as  to  obstruct  street  car  movement.  The 
general  use  of  white  street  lines  as  traffic  markers  gave 
rise  to  the  idea  of  painting  a  yellow  line  parallel  to  the 
car  tracks  to  indicate  the  clearance  necessary  for  cars. 
Such  lines  have  been  painted  along  Market  Street  by  a 
painting  machine  attached  to  the  front  step  of  a  street 
car  and  operated  from  the  air  compressor. 


Electric  Railway  Journal — Vol.75,  No. 12 
644 


i 


Trolley  Bus  System  Will  Soon  Serve  Kenosha 


Twenty-two  trolley  buses  will  completely  replace  present  street  car  and  gas 
bus  system.    New  routes  provide  for  a  better  layout  of  serv- 
ice throughout  the  city.     Construction  of  vehicles, 
overhead  and  carhouses  now  in  progress 


WORK  is  actively  under  way  for  the  complete 
replacement  of  street  car  and  gas  bus  services  by 
a  trolley  bus  system  in  the  city  of  Kenosha,  Wis.  On 
Sept.  22,  1931,  the  Wisconsin  Gas  &  Electric  Company 
placed  orders  for  22  vehicles,  and  concurrently  began 
the  remodeling  of  a  building  to  store  and  maintain  the 
new  equipment.  Construction  of  the  new  double-line 
overhead  system  was  started  on  Aug.  20.  Ten  of  the 
new  vehicles  are  being  built  by  the  St.  Louis  Car 
Company,  St.  Louis,  Mo.,  and  twelve  by  the  General 
Motors  Truck  Company,  Pontiac,  Mich.  The  orders  call 
for  deliveries  to  begin  in  December,  and  to  be  completed 
during  January,  1932. 

Service  will  be  inaugurated  as  soon  as  the  vehicles 
are  received  and  the  operators  are  given  a  few  days' 
instruction  and  training.  The  first  line,  extending  from 
the  northern  extremity  of  the  city  southward  through  the 
central  business  district,  and  then  westward  to  the  out- 
lying section  of  the  city,  will  comprise  5.35  route-miles. 
It  will  be  equipped  and  service  will  be  started  on  it  as 
soon  as  seven  trolley  buses  are  received,  final  overhead 
adjustments  and  connections  made  and  the  operators 
trained.  A  temporary  gas  bus  service  will  be  operated 
during  the  transition  period,  when  the  railway  overhead 
will  be  cleared  and  the  new  trolley  bus  wires  and  over- 
head put  in  position.  Additional  replacements  will 
follow  in  a  similar  manner  until  the  system  is  completed 
some  time  in  January. 

System  Will  Have  Four  Routes 

When  completed,  the  new  trolley  bus  system  will  con- 
sist of  four  lines,  each  of  which  will  be  designated  by 
a  color  name.  Appropriate  color  markers  will  appear 
on  the  trolley  buses  to  identify  them.  The  route 
described  above  will  be  known  as  the  green  line.  The 
red  line,  with  5.70  route-miles,  will  serve  the  south  and 
southwest  sections  of  the  city.  The  blue  line,  4.10  route- 
miles,  will  run  from  the  southeast  section,  pass  through 
the  central  business  district,  and  then  extend  westward. 
The  orange  line  will  be  a  straight  north-and-south  route, 
2.90  miles  long,  intersecting  all  other  lines  about  a 
mile  west  of  the  downtown  area,  and  serving  a  growing 
commercial  district  and  adjacent  industrial  areas. 

The  new  system  adds  very  little  to  the  total  route-miles 
of  the  combined  bus  and  street  railway  system,  although 
the  new  routing  does  provide  a  very  much  better  layout 
for  service  in  Kenosha.  The  total  route  distance  of  the 
new  system  is  18.10  miles.  This  involves  the  construc- 
tion of  16.4  miles  of  double  line  overhead.  Six  loops 
and  two  wyes  will  be  installed  to  permit  turning  at  the 
ends  of  the  four  routes.  Three  lines  cross  the  Chicago, 
North  Shore  &  Milwaukee  Railroad  high-speed  electric 
line  and  there  will  be  five  subway  crossings  of  the 
Chicago    &    Northwestern    Railway.      Seven    sets    of 


■  Trolley  Bus  Lines 
-  Gos  Bus  Lines 


Four  trolley  bus  routes  will  replace  all  street  car  and  bus  service 
in  Kenosha,  Wis. 


electrically  operated  trolley  wire  frogs  and  switches  will 
be  used  for  branch-oflfs  where  more  than  one  line  is 
operated  over  a  street. 

Double  lines  of  No.  00  round,  hard-drawn  copper 
trolley  wire  will  be  used  throughout  the  system,  with 
positive  and  negative  feeders  over  part  of  the  system. 
The  present  600-volt  conversion  equipment  will  be  used. 

The  accompanying  tabulation  gives  general  specifica- 
tions of  the  new  vehicles. 

Long  study  resulted  in  the  decision  to  place  a  trolley 
bus  system  in  Kenosha.  Failure  of  the  existing  street 
railway  to  earn  enough  to  warrant  extension  and  its 
inadequacy  even  with  the  supplementary  gasoline- 
powered  bus  lines  to  meet  the  transportation  needs  of 


Electric  Railway  Journal — November,  1931 
645 


Specifications  for  the  Kenosha 
Trolley  Buses 

Name  of  rsilnay Wisconsin  Gas  A  Electric  Co.,  Kenosha,  Wis. 

Number  of  units 22 

Type  of  unit ',  .One-man  trolley  bus 

Number  of  seats 42 

Builder  of  body . .  10  units,  St.  Louis  Car  Co.;  12  units.  General  Motors  Truck  Co, 
Date  of  order bept.  2^,  1 93 1 

Date  of  delivery December-January 

Weight  total 15,500  lb. 

Length  over  bumpers 33  ft,  0  in  , 

Length  over  body.  10  units 31  ft.  9  in 

Length  over  body,  12  units 32  ft.  5  in, 

Wheelbase,  10  units 193  in' 

Wheelbase,  1 2  units 2I3in 

WidUi  over  all .'.'.'.'.  8  ft,  0  in' 

Height,  road  to  roof,  10  units 1 1 2  in' 

Height,  road  to  roof,  12  units |06t  in. 

Window  post  spacing,  10  units .'..'.".  38J  in 

Window  poet  spacing,  1 2  units '.'.'.'.'.",'.  351  in . 

Roo' Arch 

DoOTS, Front  end 

Air  brakes Four-wheel,  also  electro-dynamic 

Armature  bearings Ball 

-^^^^:  ■  ■  ■ Timken,  trolley  bus  type 

Car  signal  system 12-volt  buzzer 

Conduit Flexible  metal 

Control General  Electric  Co.,  special 

Couplers Llrawbar  attachments 

Curtains At  rear  of  operator,  none  on  windows 

Destination  signs Illuminated 

Door  mechanism Type  not  settled 

Doors  Folding 

tare  boxes Company's  type 

Gears  and  pinions Worm,  integral  with  rear  axle  assembly 

Hand  brakes External  contracting  on  axle  shaft  or  on  motor  drive  shaft 

heaters  .    ,  .'Vccelerating-dynamic  braking  resistors  with  auxiliary  600-volt  circuit 

Headlights Trolley  bus  type,  12-volt 

Headlimng Builder's  standard 

Interior  trim Metal,  enameled  in  color 

Journal  bearings Roller 

L^mp  fixtures '. .'.'.'.'.'.'.'.'.' \d  dome  type 

Motors „ Two,  35-hp.  General  Electric 

Painting  scheme White  and  maroon 

Koof  material .• Wood,  canvas  covered 

''»«'' Metal 

**«»•« ; Semi-bucket  type,  leather  upholstered 

!>eat  spacing 10  units,  29}  in,;  12  units,  31  in. 

black  adjusters Integral  with  air  brake  mechanism 

Steps Stationary 

Step  treads,    Insulated 

Trolley  catchers Two 

Trolley  base Two,  trolley  bus  type 

Ventilators Special,  adapted  to  circulating  air  system 

Wheels,  type Heavy  duty,  9.75  x  24  in. 

Wheelguards  and  fenders Trolley  bus  type 


caused  the  company  management  to  entertain  a  proposal 
from  the  city  to  submit  a  plan  for  a  system  to  replace  the 
rail  and  bus  services.  The  result  of  the  negotiations  is 
the  trolley  bus  system  now  being  installed. 


the  community  prompted  a  study  of  the  various  available 
types  of  systems  as  a  substitute  capable  of  meeting  the 
requirements  of  both  the  community  and  the  utility. 
Rerouting  of  lines  embodied  in  the  plan  finally  submitted 
made  it  possible  to  cover  the  city  to  much  better  advan- 
tage. The  only  changes  that  were  made  were  for  the 
retention  of  routes  over  certain  streets  now  used  by 
street  railway  lines. 

A  comprehensive  city  plan  with  a  really  fine  civic 
center  is  being  progressively  executed  by  the  city.  Reloca- 
tion of  the  tracks  on  widened  streets  would  have  required 
a  heavy  expenditure.  Elevation  of  the  main  line  tracks 
of  the  Chicago  &  Northwestern  Railway,  which  runs 
north  and  south  about  a  half  a  mile  west  of  the  down- 
town business  district,  called  for  a  considerable  addi- 
tional sum  to  double  track  the  subways.  It  was  decided 
that  these  expenditures  were  not  warranted  by  the  rev- 
enues obtained  from  the  street  railway.  The  necessary 
rebuilding  of  a  considerable  amount  of  track  on  the  sys- 
tem set  up  requirements  for  capital  expenditures  not 
available  in  the  reserves  usually  set  up  to  cover  replace- 
ments of  this  character. 

These  major  items  and  the  increasing  cost  of  railroad 
crossing  track,  overhead  and  equipment  maintenance, 
and  the  bus  replacements  necessary  in  the  next  five  years, 
coupled  with  the  inadequacy  of  the  system  even  after 
the  expenditures  for  capital  account  and  maintenance. 


Warning  Sign  Reduces  Accidents 


Cars  of  the   HI   Paso  Electric   Company  equipped   with   the 
illuminated  warning  sign  have  reduced  accidents  to  passengers 

ILLUMINATED  safety  warnings  have  been  devel- 
oped by  the  El  Paso  Electric  Company  for  mounting 
at  the  entrance  or  the  exit  of  cars  and  buses.  The 
sign  is  mounted  on  a  suitable  support  without  obstructing 
the  passageway  in  the  vehicles. 

The  device  consists  of  a  rectangular  frame,  which 
can  be  placed  vertically  or  horizontally,  with  two  open 
sides  arranged  to  hold  transparent  aluminum  slides  bear- 
ing the  stenciled  warning  signs.  Cel-O-Glass  is  placed 
behind  the  stenciled  sign.  Illumination  is  obtained  from 
a  lamp  placed  in  an  open-front  metal  casing  that  is  part 
of  the  device.  In  the  street  cars,  the  lamp  is  connected 
to  the  regular  lighting  circuit. 

These  signs  can  be  clamped  to  the  fare  box  post  on 
the  platform  so  that  all  passengers  will  read  them  as 
they  board  or  alight  from  the  vehicle.  The  arrange- 
ment permits  a  clear  view  of  the  sign  to  all  passengers 
seated  in  the  car.  This  sign  can  also  be  used  in  a  step 
riser  beneath  the  entrance  door  to  the  street  car  or  bus. 
The  removable  slide  of  the  device  permits  the  use  of 
a  variety  of  safety  messages  that  can  be  changed  as 
desired.  The  sign  is  compactly  built  and  is  of  an  attrac- 
tive design. 

The  El  Paso  Electric  Company  has  been  using  the  new 
safety  sign  on  cars  operated  over  one  of  its  principal 
lines  for  more  than  a  year  with  excellent  results.  It 
has  proved  to  be  an  important  factor  in  contributing  to 
the  increased  safety  of  operation. 


Electric  Railway  ]ovk-hai.— Vol.7 5,  No. 12 
646 


Sunday  Passes  Increase  Riding  and  Revenue 

in  New  Bedford 


By  Harold  E.  Potter 

Assistant  Superintendent  of  Transportation  Uniott  Street  Railway, 
New  Bedford,  Mass. 


CONFRONTED  with  a  decrease  in  Sunday  revenue 
of  10  to  20  per  cent  from  1930,  the  Union  Street 
Railway,  New  Bedford,  Mass.,  cast  about  for  a  stimulus 
to  business.  As  a  result,  on  April  19  of  this  year  the 
sale  was  begun  of  a  25-cent  Sunday  pass  which  entitles 
the  holder  to  any  number  of  rides  on  any  of  the  com- 
pany's rail  or  bus  lines  except  those  between  New  Bed- 
ford and  Fall  River.  The  results  of  the  innovation  have 
been  more  than  satisfactory. 

New  Bedford  has  many  attractions,  among  them  three 
large  loathing  beaches,  three  amusement  parks,  and  sev- 
eral recreational  parks,  all  reached  by  frequent  trolley 
service.  New  Bedford,  being  an  industrial  city,  has  suf- 
fered   from   the   depression,   particularly   in   the   textile 


3,000 


2.800 


0  2,600 


5  2,400 
ifl 

w 

:3  2,200 

0 
u 

°  2,000 
I  1,800 


;  1,400 


1,000 


ing  that  some  kind  friend  would  take  them  for  an  auto- 
mobile ride.  Now  hundreds  of  families  leave  their  homes 
early  Sunday  mornings  to  purchase  Sunday  passes  and 
enjoy  an  all-day  outing  at  the  shore  resorts  or  amuse- 
ment parks.  Many  of  these  places  are  reached  by  lines 
on  which  open  cars  are  run  during  the  summer,  as  it  is 
believed  that  the  people  who  visit  such  places  appreciate 
the  opportunity  to  "ride  in  the  open."  Older  people 
have  formed  the  habit  of  purchasing  a  pass  and  visiting 
their  friends  in  the  city  or  surrounding  towns.  It  has 
been  years  since  the  company  has  experienced  trolley 
pleasure  riding  during  the  evening  hours. 

Before  the  pass  was  oflfered  to  the  public,  the  riding 
characteristics  of   the  patrons  were  analyzed  carefully. 


— 

— 

Monf 

hlyawmge-mi\. 

V' 

■- 

-^ 

— 

■\ 

/ 

t 

— 

— 

\/ 

"- 

\ 

/ 

iL 

- 

- 

s, 

■■ 

— 

/ 

— 

\ 

y' 

..^ 

-- 

— 

k, 

— 

1— 

^ 

/ 

^onfhty  average  -  i930  > 

/ 

-t^ 

k 

— 

-^. 

^.J 

1 

^ 

^ 

'S] 

,.'' 

,J> 

s 

1  \ 

,^ 

7-< 

— 1 

1 

'v 

k        rf 

9JI 

> 

^ 

=1 

=i 

^ 

^: 

- 

— 

/\ 

^i 

>  ^ 

-  _I 

1 1  1 

<\^ 

(•/susj; 

:ra 

-> 

l_J 

7\ 

— _ 

f- 

- 

s 

^^ 

•1 

"1 

*a 

-J 

I^ 

— 

= 

=; 

- 

~ 

p=-m 

1 

^ 

{i93dr 

5 

1 

1 

Januat7  February  Mcirch  April  May  June  July  August  September  October  November       December 

Sunday  revenues  on  New  Bedford  local  lines  have  increased  as  the  result  of  the  Sunday  pass 


industry.  The  people  needed  inexpensive  recreation,  and 
this  the  Sunday  pass  provided.  The  pass  has  certainly 
increased  the  riding  habit  in  New  Bedford  and  sur- 
rounding towns,  and  has  built  up  distance  travel,  which 
had  decreased  quite  markedly  on  account  of  the  relatively 
high  tariffs.  Many  people  who  were  inclined  to  think  of 
trolley  riding  as  a  rather  inferior  mode  of  transportation 
have  now  become  enthusiastic  boosters  for  the  company. 
Hundreds  of  boys  and  girls  save  their  money  all  the 
week  so  as  to  purchase  a  Sunday  pass  and  ride  all  day  for 
25  cents.  The  training  of  these  young  people  to  be 
trolley-minded  is  important  when  one  considers  how 
much  pressure  has  been  brought  to  bear  to  make  the 
younger  generation  automobile-minded. 

The  pass  also  has  proved  that  not  all  the  loss  in  riding 
went  to  the  automobile.  Many  persons  could  not  afford 
to  take  their  families  for  an  extended  trolley  or  bus  ride, 
and  were  compelled  to  remain  at  home  on  Sundays,  hop- 


There  were  some  who  thought  that  people  would  not  be 
willing  to  make  an  investment  of  25  cents  for  one  day's 
transportation.  However,  as  many  as  7,232  people 
bought  passes  on  Aug.  16.  It  was  questioned  whether  the 
additional  revenue  from  new  patrons  would  offset  the 
loss  of  regular  patrons  already  riding  through  two  or 
three  zones.  Third  zone  riding  under  the  regular  rate  of 
four  tokens  for  25  cents  was  less  than  2  per  cent  of  the 
total,  and  second-zoning  riding  varied  from  5  to  10  per 
cent.  Therefore,  it  was  felt  that  enough  new  riding 
would  be  obtained  to  more  than  oflfset  the  loss  on  patrons 
who  already  paid  more  than  four  fares  a  Sunday.  This 
assumption  proved  to  be  correct. 

In  addition  to  the  regular  newspaper  items  that  intro- 
duced these  Sunday  passes  to  the  public,  use  was  made  of 
hand  fliers  inside  the  cars,  large  dashboard  signs  and  a 
limited  amount  of  front-page  newspaper  advertising. 

It  was  found  that  considerably  more  passengers  could 


L 


Electric  Railway  Journal — N ovemher ,  19?] 
M7 


be  carried  by  the  regular  service,  as  the  empty  seats  ran 
quite  high.  It  also  was  determined  that  the  higher 
schedule  speed  on  slightly  decreased  headways  in  effect 
on  all  lines  on  Sunday  mornings  need  not  be  altered. 
In  several  months  the  operating  costs  did  not  increase 
at  all.  During  July  the  cost  of  the  service  was  increased 
about  $450  with  more  than  $3,000  additional  revenue. 

Immediately  following  the  inauguration  of  the  Sunday 
pass,  an  upward  trend  in  revenue  and  patronage  was 
noted.  Before  its  advent,  the  Sunday  revenues  of  the 
New  Bedford  local  lines  were  off  16.5  per  cent  from  last 
year.  Since  its  inauguration  the  receipts  show  an  average 
increase  over  1930  of  18.4  per  cent.  In  August  a  20  per 
cent  loss  in  revenue  was  changed  into  an  increase  of 
35.2  per  cent.  The  decrease  on  one  Sunday  in  September 
was  because  the  weather  was  cold  and  rainy  this  year. 
Despite  this  more  money  was  taken  in  for  the  Sundays 
in  that  month  than  during  September,  1930,  when  every 
Sunday  was  pleasant. 

During  the  period  in  which  the  pass  has  been  in  effect, 
the  revenue  from  it  has  ranged  from  20  per  cent  to  65 
per  cent  of  the  total  Sunday  receipts.  Ten  weeks  after 
its  use  began,  the  pass  revenue  exceeded  that  from  the 
regular  token-paying  passengers,  and  continued  so  with- 
out exception  until  the  third  Sunday  in  September.  No 
attempt  has  been  made  to  determine  the  number  of  rides 
taken  per  pass.  Making  the  very  conservative  estimate 
of  only  four  rides  per  pass,  the  number  of  such  riders 
exceeded  the  total  before  the  pass  was  offered. 

Passes  are  sold  by  all  car  and  bus  operators.  It  will  be 
noted  that  40  per  cent  are  sold  before  noon  and  about 
56  per  cent  between  noon  and  6  p.m.  Considerable 
rivalry  in  selling  passes  exists  among  the  men,  and  it  has 
done  much  in  stimulating  them  to  be  real  salesmen  of 
transportation.  Cars  have  been  better  loaded  and  every 
line  has  increased  its  earning  power. 

During  the  summer  months  an  additional  pass  was 
sold  for  75  cents  that  entitled  the  holder  to  unlimited 
trolley  rides  in  New  Bedford  and  Fall  River  and  also 
between  the  two  cities.  This  pass  increased  the  revenue 
of  these  lines,  but  it  did  not  prove  as  popular  as  the 
25-cent  city  pass. 

— — ♦ 

Concrete  Loading  Platforms 
at  Pittsburgh 

DESIROUS  of  reducing  the  hazards  for  both  street 
car  patrons  and  motorists  to  a  minimum,  the  city 
of  Pittsburgh  is  installing  a  total  of  50  loading  plat- 
forms, embodying  several  advanced  features.  The  plat- 
forms, designed  by  the  Bureau  of  Traffic  Planning,  are 
of  concrete,  4  ft.  wide  and  raised  7  in.  above  the  street 
surface.  A  chain  railing  supported  on  3-in.  pipes  along 
the  entire  edge  of  the  platform,  except  for  one  point  of 
entrance,  prevents  pedestrians  from  leaving  at  any  other 
point.  The  forward  end  of  the  platform  is  guarded  by  a 
heavy  concrete  bumping  block,  32  in.  high  and  tapering 
to  the  level  of  the  concrete  platform  at  a  point  3  ft.  from 
the  forward  end  of  the  block. 

Visibility  of  the  zone  is  increased  through  the  use  of 
a  flashing  electric  beacon,  mounted  at  a  height  of  9  ft., 
with  a  light  to  illuminate  the  platform  and  one  to  light 
the  bumping  block.  A  yellow  diamond-shaped  sign  18  in. 
.square,  marked  "safety  zone,"  is  mounted  at  a  height  of 
3  ft.  6  in.  on  the  beacon  light  supports.  The  cut  out 
letters  of  this  sign  are  illuminated  by  red  Neon  lights. 


Tbe  Readers 
Forum 


Historical  Data  Amplified 

New  York,  N.  Y.,  Oct.  14,  1931. 
To  the  Editor: 

After  reading  with  particular  interest  the  contents  of 
your  special  issue  of  Sept.  15.  1931,  I  trust  that  I  may 
make  some  amplifying  comments,  and,  in  the  interest  of 
historical  accuracy,  a  few  corrections. 

In  the  list  of  "Important  Dates  in  the  Electric  Railway 
Industry,"  the  invention  of  series-parallel  control  is 
credited  to  Dr.  Hopkinson  in  1881.  This  is  correct  as 
far  as  it  goes,  but  prior  to  Hopkinson's  filing  his  pro- 
visional English  patent  in  that  year,  the  first  record  date 
of  his  invention,  this  control  had  been  developed  by 
Sprague,  at  the  U.  S.  Government  Torpedo  Station, 
Newport,  R.  I.,  and  tested  for  Prof.  Moses  G.  Farmer, 
then  on  duty  there,  in  a  double-armature  new  "inverted" 
type  of  dynamo,  the  forerunner  of  the  all  modern  alter- 
nating-current generators.  These  inventions,  therefore, 
were  made  thousands  of  miles  apart,  independently  and 
almost  simultaneously — just  as  that  of  the  three-wire 
distribution  system  was  made  independently  by  Messrs. 
Hopkinson  and  Edison. 

The  under-running  trolley  was  invented  by  Sprague 
in  a  universal  form,  in  contemplation  of  a  project  for 
electrifying  the  Metropolitan  District  Railway  of  Lon- 
don, while  he  was  a  juror  at  the  Crystal  Palace  Exhibi- 
tion in  1882,  and  in  a  limited  non-reversible  form  by  Van 
Depoele  in  the  United  States  in  1883.  In  a  subsequent 
interference,  the  testimony  as  to  Sprague's  conception 
was  declared  not  admissible  prior  to  his  return  to  the 
United  States  in  May,  1883,  and,  in  consequence.  Van 
Depoele  was  awarded  priority  in  the  United  States.  He 
did  not  use  a  reversible  pole  trolley  until  after  the  equip- 
ment of  the  Richmond  road  by  Sprague  in  1887. 

The  Bentley  and  Knight  separate  truck,  on  which 
motors  could  be  mounted,  was  not  the  first  example  of 
this  method  of  construction.  It  was  developed  by 
Sprague  in  1885,  described  by  him  in  a  paper  read  before 
the  Society  of  Arts  of  Boston  in  December  of  that  year, 
and  was  for  several  months  demonstrated  with  a  stand- 
ard truck  and  dual  motor  equipment  at  the  Durant  Sugar 
Refinery,  N.  Y.,  and  on  the  34th  Street  Branch  of  the 
Manhattan  Elevated  System,  being  fully  illustrated  and 
described  in  Electrical  World  of  Sept.  25,  1886. 

In  the  "wheelbarrow"  suspension  of  the  early  Rich- 
mond motors,  which  were  only  of  7^-hp.  capacity  each 
and  of  comparatively  light  weight,  the  free  end  was  hung 
from  the  car  body,  but  the  Brill  Company  soon  developed 
a  special  truck  for  street  railway  cars,  to  take  care  of  the 
succeeding  larger  motors,  a  model  of  this  truck  being 
now  in  the  Sprague  office. 

Incidentally,  the  sectional  field  winding  of  that  early 
motor  was  not  abandoned  "because  of  unsatisfactory 
operation  with  a  weakened  field,"  for  these  motors  were 
of  exceptional  efficiency,  but  because  of  the  frequent 
breakdowns,  with  the  comparatively  high  potentials  used, 
on  account  of  the  then  crude  methods  of  construction. 
The  first  "heavy"  electric  locomotive  seems  to  have 


Electric  Railway  Journal- 
648 


-Vol.75,  No.12 


been  that  designed  by,  and  built  under  the  direction  of, 
Sprague,  Duncan  and  Hutchinson  for  Mr.  Henry  Vil- 
lard,  president  of  the  Northern  Pacific  Railroad  in 
1892-3.  This  was  a  60-ton  locomotive  of  1,000-hp. 
capacity,  intended  for  direct-current  operation  at  800 
volts.  It  had  four  gearless  motors,  the  armatures  being 
carried  on  the  axles  and  the  field  magnets  on  the  axle 
boxes.  The  main  controller  was  mechanically  operated 
by  a  follow-up  pneumatic  attachment  under  manual 
control.  The  framework  was  built  by  Baldwin,  and  the 
motors  by  Westinghouse.  The  locomotive  was  never  put 
into  actual  service.  A  description  of  this  locomotive  ap- 
peared in  the  Railroad  Gazette  of  Oct.  13,  1893. 

The  multiple-unit  system  of  control  was  actually  in- 
vented in  1895,  and  for  two  years  vain  efforts  were  made 
to  get  the  opportunity  to  demonstrate  its  advantages  on 
the  Manhattan  Elevated  Railroad.  But  in  1897  Sprague 
took  a  contract,  at  first  personal,  for  the  equipment  of 
120  cars  on  the  South  Side  Elevated  Railroad,  and  the 
first  equipments  were  put  into  operation  on  the  Berme 
Bank  tracks  of  the  General  Electric  Company  at  Schenec- 
tady in  July,  1897.  It,  of  course,  first  came  into  general 
use  on  the  equipments  for  elevated  and  subway  rail- 
roads, then  on  interurban  roads,  and  finally  on  many 
surface  cars,  for  it  quickly  demonstrated  that  for  mass 
movement  it  had  no  possible  competitor. 

That  it  has  become  of  vital  importance  in  main  line 
electrification  is  well  illustrated  in  Mr.  Withington's 
article  which  shows  many  cars  of  this  type  in  use 
throughout  the  country.  Not  only  are  the  cars  equipped 
with  multiple-unit  control,  but  it  is  important  to  note  that 
certainly  most,  and  probably  all,  of  the  locomotives  are 
also  equipped  with  it,  so  that  when  deemed  necessary  two 
or  more  units  may  be  grouped  and  controlled  from  a 
single  point. 

It  may  be  further  noted  that  these  equipments,  both 
car  and  locomotive,  include  direct-current  operation  from 
600  to  3,000  volts,  and  alternating-current  operation  of 
single  and  multi-phase  motors  from  a  single-phase 
11, 000- volt  trolley  line;  and  on  mountain  divisions 
regeneration,  first  demonstrated  by  Sprague  in  1886  on 
the  Manhattan  Elevated,  is  used  both  for  return  of 
power  to  the  line  and  for  braking  the  train. 

Taken  altogether,  it  may  be  well  claimed  that  the  use 
of  electricity  for  industrial  power  and  traction  purposes, 
vertical  and  horizontal,  transcends  in  its  influence  upon 
human  welfare  its  use  for  light  and  heat. 

Frank  J.  Sprague, 
President  Sprague  Safety  &  Signal  Corporation. 


A  Trolley  Bus  in  1882 

Berlin-Steglitz,  Oct.  7,  1931. 
To  the  Editor: 

I  have  read  with  great  interest  the  splendid  article  on 
"The  Trolley  Bus,"  by  Clifford  A.  Faust,  in  the  Conven- 
tion Number  of  Electric  Railway  Journal.  You 
mention  a  trolley  bus  of  Siemens  &  Halske  of  1899,  say- 
ing that  this  bus  was  the  first  in  the  world.  This  is  not 
quite  right.  The  first  trolley  bus  was  built  so  far  back 
as  1882;  the  vehicle  made  trial  runs  on  a  high  street 
between  Berlin  and  Spandau. 

In  this  regard,  I  may  draw  your  attention  to  my 
article  on  trolley  buses  in  the  German  technical  journal 
Verkehrstechnik,  No.  17,  of  April  24,  1931,  pages 
209-212.    Here  you  will  find  too  that  this  really  first 


trolley  bus  has  the  peculiar  name  "Elektromote."    The 
bus  was  also  constructed  by  Siemens  &  Halske. 

Walter  Jacobsohn,  Dipl-Ing. 
[The  author  of  the  article  in  the  Journal  had  at  hand  a  report 
that  Siemens  &  Halske  had  installed  a  trolley  bus  in  1882,  but, 
since  no  confirmation  could  be  obtained  or  no  descriptive  ma- 
terial located,  the  reference  was  omitted  in  the  historical  review. 
Two  other  prior  claims  were  omitted  for  the  same  reason. — 
Editor.] 


Economical  Public  Transportation 
Has  Growing  Appeal 

Dallas,  Tex.,  Oct.  7,  1931. 
To  the  Editor : 

Although  the  past  few  years  have  been  indelibly 
marked  in  the  memories  of  transportation  men  as  a 
chaotic  period  of  uncertainty  and  declining  revenues,  it 
is  reasonable  to  predict  that  the  depression  will  be  the 
major  influence  in  a  radical  readjustment  in  standards  of 
living  which  will  react  most  favorably  for  that  basic 
industry  which  has  perhaps  suffered  most  acutely. 

Since  Wall  Street's  aerial  debauchery  reached  its 
climax  in  a  tail-spin  catastrophe,  there  has  been  an 
inevitable  deflation  in  almost  all  lines.  Mr.  Citizen  has 
taken  advantage  of  the  occasion  to  pause  and  take  an 
inventory,  balance  his  books,  and  have  a  heart-to-heart 
conference  with  himself  on  the  sublime  folly  of  reveling 
in  luxuries  which  came  on  the  heels  of  unearned  pros- 
perity. 

But  he  had  not  been  entirely  at  fault  in  believing  that 
his  holiday  would  continue  ind/sfinitely ;  he  had  been 
influenced  by  the  stalwart  leaders  of  commerce  and 
industry,  who,  with  a  wary  eye  riveted  to  the  eccentric 
gyrations  of  the  ticker  tape,  had  sanctioned  indiscrimi- 
nate wage  increases,  bonuses  and  burdensome  obligations 
as  nonchalantly  as  they  had  expanded  their  far-flung 
activities  to  care  for  a  staggering  volume  of  sales — sales 
which  frequently  proved  to  be  too  questionable  credit 
risks. 

As  the  new  day  dawns,  there  will  follow  revised  stand- 
ards of  living,  equitable  standards  of  values,  and  such 
prudent  spending  that  the  proverbial  Scotchman  will 
blush  with  shame.  The  wage-earner,  the  potential  street 
car  rider,  has  paid  dearly  for  his  indulgences,  and  now 
he  will  unconsciously  follow  the  striking  example  of 
rigid  economy  practiced  by  the  electric  railway  industry 
during  the  time  when  others  were  reveling  in  their 
respite  from  care  and  worry. 

It  will  be  found,  in  all  probability,  that  Mr.  Citizen's 
earnings  will  be  less,  but  he  will  have  a  higher  regard 
for  his  job  than  ever  before.  As  a  consequence,  he  will 
give  much  serious  thought  to  those  forgotten  virtues — 
economy  and  thrift. 

The  family  motor  car,  a  dependable  as  well  as  inex- 
pensive vehicle,  is  here  to  stay.  But  Mr.  Citizen,  when 
he  fully  awakens  from  his  troubled  sleep,  will  rub  his 
blood-shot  eyes  with  an  unsteady  hand,  and,  stuffing  a 
sheaf  of  assorted,  unpaid  garage  bills  in  his  pocket,  will 
stroll  down  to  the  old  faithful  street  car  line.  Then,  dur- 
ing a  comfortable,  restful  ride  to  his  work,  he  will 
meditate  generally  upon  the  fallacy  of  living  beyond  his 
income,  and  specifically,  he  will  be  concerned  with  the 
expense  and  worry  of  trying  to  compete  with  the  most 
economical  and  safe  transportation  facility  in  the  United 
States.  Rtrrus  C.  Burleson, 

Engineer  to  Supervisor  of  Public  Utilities. 


Electric  Railway  Journal — November,  1931 
649 


Practical  Ideas 


f  for  the 


Great  economy  of  labor 
has  been  made  in  the 
assembly  of  H-B  life- 
guards   with    this    jig 


Maintenance  Man 


H-B  Lifeguard  Assembly* 

By  R.  Walker  and  H.  Smith 
Toronto  Transportation  Commission 

SEVERE  winters  have  played  havoc  with  the  H-B 
lifeguard  equipment  on  the  Toronto  Transportation 
Commission  cars,  and  owing  to  variations  in  equipment, 
the  assembly  of  the  salvaged  and  rehabilitated  parts  gave 
a  lot  of  trouble.  To  avoid  this  in  the  future,  the  assem- 
bly jig  shown  in  the  illustration  has  been  built.  It  is  a 
metal  frame  fixed  to  a  shaft  that  rotates  in  two  bearings. 
The  frame  follows  the  inside  contour  of  the  finished  car- 
rier, and  has  slots  in  which  are  placed  the  wood  slats  and 
the  necessary  stops  for  locating  the  metal  parts,  the  half 
oval  frame,  center  stay,  carrier  lever  and  carrier  bar. 
The  slats  are  lined  up  from  a  stop  at  one  end.  Clamps 
are  provided  to  fasten  the  metal  parts  in  place,  keeping 
them  in  close  contact  with  the  wood  parts  of  the  assembly. 
The  metal  parts  are  uniformly  shaped  and  drilled  from 
jigs.  An  electric  drill  is  now  used  to  bore  the  bolt  holes 
in  the  wood  slats.  The  jig  is  then  turned  around  on  the 
shaft,  and  bolts  easily  inserted.  This  jig  eliminates  the 
former  separate  operation  of  boring  the  slats  and  trying 
to  mate  them  with  the  various  metal  parts. 

It  is  apparent  that  this  jig  will  be  very  useful  in  the 
rapid  production  of  carriers  in  quantity,  and  with  a  very 
considerable  labor  economy  compared  with  the  former 
method.  In  addition,  all  the  cradles  and  parts  produced 
by  this  method  will  be  interchangeable. 


Repairing  Porcelains  of 


Junction  Boxes* 


By  Farrell  Tipton 

Electrician 
San  Diego  Electric  Railway 

REPAIR  of  broken  junction  box  porcelains  on  the 
San  Diego  Electric  Railway  has  reduced  the  expense 
for  new  porcelains.  Most  of  the  broken  porcelains 
occur  on  the  latest  type  cars  of  the  San  Diego  Electric 
Railway,  which  are  equipped  with  junction  boxes  for  the 
motor  leads  terminating  at  the  car  body.  Frequently 
the  corners  of  the  junction  box  are  broken  by  the  con- 

*Submitted  in  Electric  Railway  Journal  Priue  Contest. 


Btr>d  here —     p- 


By  attaching  brackets  to  the  broken  corners  of  junction  boxes 
added  service  is  obtained 


stant  vibration  of  the  car  and  the  resulting  pull  of  the 
motor  leads.  These  boxes  are  repaired  in  a  short  time 
by  screwing  on  a  metal  bracket  at  the  broken  corner. 
This  repair  avoids  the  necessitating  of  detaching  the  jack- 
knife  connectors  from  the  motor  leads  in  replacing  the 
broken  porcelain  with  a  new  one. 


Rebuilding  Tap  Bolt  Holes  for 


Motor  Housings' 


By  J.  MoNDoux 
Ottawa  Electric  Railway 


M< 


rOTOR  housings 
with  threads  for  the 
tap  bolts  worn  out  have 
been  reclaimed  by  the 
Ottawa  Electric  Railway 
by  boring  out  the  tap  bolt 
holes  to  a  2-in.  diameter, 
and  inserting  standard 
nuts  turned  down  to  fit 
the  holes.  A  beveled 
edge  is  turned  on  each 
nut  to  allow  space  for 
welding  them  to  the  hous- 
ing. The  outside  diam- 
eter of  the  housing  was 
built  up  by  welding  and  machined,  when  necessary,  to 
secure  a  better  fit  in  the  motor  casing.  However,  when 
only  nuts  are  welded  in,  the  welding  spelter  is  below  the 
machined  surface  of  the  housing,  and  machining  is  un- 
necessary. When  the  threads  in  the  nuts  are  stripped 
again,  it  is  only  necessary  to  bore  out  the  old  nut  and  in- 
sert a  new  one.  This  can  be  done  for  any  casting  or 
forging  with  holes  having  stripped  threads. 


Motor     housing     with     a     nut 

welded  in  for  tap  bolt  hole  and 

one  ready  for  welding 


Electric  Railway  Journal — Vol.75,  No.l2 
650 


Armature  End  Play  Calipers* 

By  H.  Cordell 

Master  Mechanic 
Chicago  North  Shore  &f  Milwaukee  Railroad 

ARMATURE  end  play  can  be  exactly  determined  be- 
.  fore  assembly  by  a  calipering  device  developed  on 
the  Chicago  Nortla  Shore  &  Milwaukee  Railroad.  The 
device  is  shown  in  the  accompanying  ilhistration. 

When  assembling  motors,  the  outside  caliper  consisting 
of  a  ^x2-in.  steel  bar  A,  graduated  in  sixteenths  of  an 
inch,  with  integral  leg  B,  adjustable  leg  C  and  stop  slide 
D,  is  placed  on  the  armature  after  bearings  are  assembled 
on  the  shaft.  The  fixed  leg  of  the  caliper  is  placed 
against  one  bearing  collar  at  H.  The  sliding  leg  C  is  then 
placed  against  the  opposite  bearing  collar  at  /,  and  locked 
in  place  by  thumb  screw  F.  Slide  D  is  then  moved  to 
the  left  against  leg  C,  and  locked  in  position  by  thumb 
screw  G.  The  distance  between  the  bearing  collars  is 
then  read  in  inches  or  fractions  of  an  inch  at  point  E. 
Slide  D  holds  the  reading  after  the  caliper  is  removed 
from  the  armature. 

The  inside  caliper,  consisting  of  a  ^jxZ-in.  steel  bar 
No.  1,  two  adjustable  :jxl^-in.  legs  No.  2-2,  sliding 
sleeve  No.  3  with  plate  No.  9  aiid  sliding  rod  No.  4 
which  is  graduated  in  sixteenths  of  an  inch,  is  placed 
in  the  motor  shell  as  shown.  Bar  No.  1  is  held  against 
the  bearing  housing  face  on  the  shell,  and  No.  4  is  forced 
down  against  the  face  of  the  bearing  housing.  Thumb 
screw  No.  5  is  then  tightened,  holding  bars  Nos.  1  and  4 
together.  This  device  is  now  removed,  inverted  and 
placed  on  the  other  bearing  housing  as  in  Fig.  3,  which 
allows  sliding  sleeve  No.  3  with  its  cross  plate  No.  9 
to  slip  down  and  rest  against  tlie  bearing  shoulder  on 
the  head.  Set  screw  No.  6  is  now  tightened.  This 
adjustment  subtracts  the  distance  from  the  bearing 
shoulder  and  the  face  of  the  head.  Upper  end  of  sliding 
sleeve  No.  3  now  registers  on  rod  No.  4  the  distance 
between  the  bearing  faces  of  the  shell  heads  in  inches 
or  fractions  of  an  inch  that  would  exist  when  the  motor 
is  assembled.     This  reading  compared  with  the  reading 

*Submitted  in  Electric  Railway  Journal  Prise  Contest. 


obtained  on  the  gage.  Fig.  1,  shows  clearance  plus  or 
minus. 

Plate  No.  8  fastened  to  bar  No.  1  acts  as  a  stop  for 
key  No.  7,  which  travels  in  a  slot  of  sleeve  No.  3.  This 
arrangement  permits  rod  No.  4  to  be  locked  to  bar  No.  1, 
leaving  sleeve  No.  3  with  cross  piece  No.  9  free  to  move 
without  disturbing  measurement  taken.  A  slot  is  also 
provided  on  the  opposite  side  of  the  sleeve  to  provide 
clearance  for  thumb  screw  No.  5. 

This  device  can  be  used  on  any  size  motor  by  extending 
the  graduations  on  rod  4  and  bar  "A"  to  fit  the  motor. 


Brake  Valve  Handle 


Fastener* 


By  a.  R.  Petrie 

Motormctn 

Toronto  Transportation  Commission 


w\ 


'HEN  wear  devel- 
ops in  the  upper 
end  of  the  rotary  valve 
key  or  the  bushing  in  the 
handle  of  the  M-20  brake 
valve,  it  is  possible  under 
'conditions  with  involun- 
tary nerve  reaction  and 
excitement,  that  the  brake 
valve  handle  in  the  lap 
position  can  be  acciden- 
tally lifted  from  the 
valve.  To  avoid  this 
fwssibility  on  cars  of  the 
Toronto  Transportation 
rotary  Commission  and  to  com- 
pensate for  wear  the  clip 
illustrated  was  adopted. 
The  cap  of  the  brake  valve  handle  was  reduced  in 
height  just  slightly  below  the  height  of  the  rotary  valve 
key,  and  a  brass  washer  placed  on  top.  An  oil  screw 
clamps  the  washer  to  the  top  of  the  rotary  valve  key,  and 
efl^ectively  prevents  the  brake  valve  handle  from  being 
removed  accidentally. 


Accidental  removal  of  the  brake 
valve  handle  is  prevented  by 
clamping  it  to  the 
valve  key 


17 


rr" 


H-^i 


V///////////////A7y. 


h- — J^ 


*^'i 


V//////////////7^ 


n 


Cross  S«c+ioM  A-A 


Inside  Caliper 


Inside  Caliper  Inverted 


Armature  caliper  and  housing  caliper  used  by  the  North  Shore  Line  to  indicate  accurately  armature  end  play 


Electric  Railway  Journal — Novemher,  1931 
651 


Tread  Guard  Placed  at 
Frog  Joint* 


By  E.  B.  Spenzer 
Special  Work  Engineer  Cleveland  Railway 


■A' 


Guard  placed  against  outside  curved  rail  to  prevent 
derailments  in  sharp  angle  frogs 

DERAILMENTS  are  frequently  caused  by  sharp 
angle  frogs,  or  involved  frogs,  the  intersections  of 
which  are  so  close  together  that  there  is  a  long  gap  be- 
tween the  points,  or  by  frogs  in  which  both  runs  are 
curved  in  the  same  direction,  necessitating  a  level  guard 
due  to  the  tread  clearance. 

To  prevent  this  trouble,  the  Cleveland  Railway  places 
a  rail  against  the  back  of  the  outside  curved  rail,  raised 
^  in.  above  the  ball  of  the  rail  and  spaced  far  enough 
away  from  the  running  rail  gage  to  give  the  proper 
tread  clearance.  This  rail  is  of  sufficient  length  to  guide 
the  wheel  before  it  reaches  the  gap  of  the  level  guard, 
and  carries  it  past  both  points.  It  is  beveled  at  both  ends 
so  as  to  receive  the  wheel  after  any  gage  wear  has  taken 
place. 

In  several  instances  these  rails  have  been  furnished 
by  the  manufacturer  supplying  special  track  work. 
Others  have  been  installed  by  the  company. 


Jack  Handling  Truck*  by  a.  f.  pollard 

Carpenter 
Toronto  Transportation  Commission 


Rolling  a  heavy 
jack  about  is 
much  easier  than 
carrying  it 


TO  CARRY  a 
heavy  jack 
around  is  a  needless 
waste  of  energy. 
But  as  the  jack  is 
still  a  useful  appli- 
ance in  carrying  out 
many  of  the  odd  jobs 
in  the  shops  and  car- 
houses  of  the 
Toronto  Transporta- 
tion Commission,  the 
little  truck  shown  in 
the  illustration  was 
developed  to  facili- 
tate its  handling.  The 
U-shaped  frame  is 
formed  of  |-in. 
standard  pipe,  the 
axle  from  f-in. 
square  stock,  and  the 
wheels  are  4  in.  in 
diameter.  Two  cross  members,  |x^  in.,  and  a  pan  of 
tV-in.  sheet  steel  are  formed  at  the  bottom  to  act  as  a 


receptacle  for  the  jack.  This  is  a  handy  little  device,  and 
saves  a  lot  of  time  and  energy  in  moving  this  useful 
manual  aid  from  place  to  place. 


Electrically  Driven  Fare  Box* 

By  Charles  Herms 

General  Foreman 

San  Diego  Electric  Railway 

SATISFACTORY  results  have  been  obtained  by  driv- 
ing Johnson  fare  boxes  on  buses  with  Splitdorf  gen- 
erators which  have  been  used  for  motorcycle  lighting  at 
6  volts.  The  generators  are  used  as  motors.  The  stand- 
ard base  for  a  National  Pneumatic  Company  air-driven 
fare-box  motor  has  been  adopted  in  this  arrangement; 
but  in  place  of  the  four-cylinder 
air  motor  we  have  installed  the 
above-mentioned  generator.  Some 
of  these  motors  have  been  in 
service  for  eighteen  months,  and 
with  the  exception  of  an  occa- 
sional belt  break  there  have  been 
no  drive  unit  failures.  This  is  a 
big  improvement  over  the  air  mo- 
tor we  used  formerly. 

White  petroleum  jelly  is  packed 
into  the  bearing  and  seems  to  last 
indefinitely.   The  drive  belt  is  cut 


cssss^^ 


c 


Splitdorf  generators  are  used  with  12- 
volt  batteries  to  drive  Johnson  fare 
boxes  on  buses  of  the  San  Diego 
Electric  Railway 


Drjve  to 
fare  box-- 


rv 


lAJ 


Fare  box  base 


■Mounting  screws 


§  x7  mounfing  clamp 


Rubber  f>e/f- 


from  a  36x6-in.  heavy  inner  tube.  The  motor  is  driven 
by  a  12- volt  battery,  and  it  is  protected  with  a  fuse 
mounted  on  the  base  of  the  fare  box.  A  resistor  is  in- 
serted in  the  battery  circuit  to  reduce  the  voltage  across 
the  motor  from  12  to  7. 

The  unit  operates  satisfactorily  across  the  motor  with 
a  12-volt  battery  because  the  voltage  can  be  maintained 
above  a  minimum  of  6  volts.  The  Splitdorf  generator 
will  operate  satisfactorily  with  a  6-volt  battery  when  it 
is  fully  charged.  But  as  soon  as  the  battery  is  partially 
discharged  and  the  voltage  drops,  the  motor  becomes 
sluggish.  As  many  of  our  buses  are  equipped  with 
6-volt  batteries  we  are  desirous  of  obtaining  a  motor  that 
will  operate  satisfactorily  with  such  batteries  even  when 
there  is  a  reasonable  drop  below  6  volts. 

*Submitted  in  Electric  Railway  Journal  Prize  Contest. 


Electric  Railway  Jours al— Vol.75,  No.12 
652 


Handy  Wrench  Rack 


Wrenches  are  readily  selected 
when  kept  in  a  rack  of 
this  type 


EVEN  in  well-managed  shops  the  useful  wrench  is  an 
elusive  tool,  especially  when  a  workman  needs  it 
in  a  hurry.  In  these  times  of  efificiency  experts  and 
time-saving  devices,  one  is  overcome  with  chagrin  to 
see  a  man  walking  about  the  shop  in  search  of  a  wrench 
when  he  should  be  using  it.  ]f  the  men  are  trained  to 
place  the  tool  in  a  suitable  rack,  conveniently  located, 
waste  time  and  motion  will  be  eliminated.  The  illustrated 
rack  consists  of  a  stand  and  two  pieces  of  ^-in.  steel 
shaped  as  shown. 

Automatic  Block  Signals  Limit 
Freight  Traffic  Across  Bridge* 

By  H.  a.  Brown 

Return  Circuit,  Switch  and  Signal  Division 

Cleveland  Railway 

By  AN  order  of  the  Board  of  County  Commissioners, 
the  Cleveland  Railway  is  not  permitted  to  operate 
more  than  one  loaded  interurban  freight  train  at  a  time 
across  any  one  of  several  specified  county  bridges.  To 
control  such  movements  and  to  eliminate  bad  traffic 
hazards  Type  CD  Nachod  block  signals,  operated  by 
Cheatham  Type  43  trolley  contactors,  are  used  in  con- 
junction with  external  current  relays.  The  contactor  is  a 
standard  electric  track  switch  unit  for  obtaining  selec- 
tive operation,  and  is  used  instead  of  the  regular  CD 
signal  contactor  which  would  cause  the  corresponding 
signal  to  function  every  time  a  car  passed  under  it.  No 
changes  are  necessary  in  the  standard  operating  circuits. 
Loaded  freight  trains  set  and  clear  the  blocks  by  pass- 
ing under  the  trolley  contactors  at  either  end  of  the 
bridge  with  power  on.  Passenger  and  empty  freight 
cars,  not  required  to  operate  the  signals,  pass  under  the 
trolley  contactors  with  power  oflf  in  order  to  prevent  the 

^Submitted  in  Electric  Railway  Journal  Prize  Contest. 


To  "E"  relay 
of  signal  circuit 


To  "frelay 


♦# 


of  signal  circuit 


■  Corrtac+ors 


Signal-  ■ 


Trolley  wire 


5  Signal 


^ 


Bndgt  f  m  tit  long 
\_y       of  siqnol  circuit 


_    To  "E^relay 
of  signal  circuit- 


Selective  trolley  contactors  set  signals  automatically  when 
freight  cars  pass  with  power  on 

display  of  the  red  or  stop  indication.  These  automatic 
signals  eliminate  the  necessity  for  trainmen  to  get  oflf 
the  cars  and  to  walk  to  the  curb,  through  heavy  auto 
traffic,  to  set  or  clear  the  signals.  Unnecessary  traffic 
congestion  and  loss  of  time  are  also  prevented  by  their 
use,  because  it  is  no  longer  necessary  to  stop  trains  in 
traffic  to  operate  the  signals. 


Dipping  Tank  Saves  Paint* 

By  W.  R.  McRae 

Superintendent  of  Rolling  Stock  and  Shops 
Toronto  Transportation  Commission 


PAINTING  of 
H-B  I i  f  e  - 
guard  gates  and 
carriers  is  done 
by  an  economical 
method  in  the 
shops  of  the 
Toronto  Trans- 
portation Com- 
mission. A  tank, 
sufficiently  large 
to  accommodate 
the  carrier  com- 
fortably when 
suspended,  was 
placed  below  a 
rail  overhead,  on 
which  is  hung  a 
trolley  and  tackle 
for  lifting  and 
lowering  the  car- 
riers. The  tank- 
practically 


A  top  layer  of  |-in.  of  paint  will  do  the 
job  economically  and  satisfactory 


is 

filled  v/ith  water, 

and  on  the  top  is 

floated    about     I 

in.       of       black 

enamel. 

To  coat  the 
lifeguard,  it  is 
simply      hoisted 


and  dipped  in  and  out  of  the  tank  slowly,  and  then  al- 
lowed to  drain.  This  method  saves  much  in  material  and 
time  of  drying  in  comparison  with  the  method  of  having 
the  tank  full  of  paint. 


Electric  Railway  Journal — November,  1931 
653 


New  Products 

for  the  Railways'  Use 


Worm  Drive  Truck  Has 
63  Per  Cent  On  Springs 

SPRING  suspension  of  63.3  per 
cent  of  the  total  weight,  inckiding 
motors,  has  been  obtained  in  the  90-E 
truck  for  worm  drive  developed  by 
the  J.  G.  Brill  Company.  The  weight 
of  the  truck  complete  with  motors  and 
drive  is  7,060  lb.,  of  which  4,470  lb. 
is   spring  borne. 

Many  fundamental  features  of 
Brill  truck  design  are  retained.  These 
include  solid  forged  side  frames, 
longitudinal  leaf  springs,  half -ball 
brake  hangers  with  renewable  wear 
caps  and  wheel  tread  shoe  brakes. 
The  axles  are  of  heat-treated  carbon 


The  Brill  90-E  truck  has  a  6-ft.  wheelbase 
and  a  top  height  of  2  ft.  8J  in. 

vanadium  steel  fitted  for  inside 
journal  bearings  and  a  roller  bearing 
worm  drive  assembly  pressed  directly 
on.  The  24-in.  diameter  wheels  are 
pressed  on  the  ends  of  the  axles. 
Four  silencing  blocks  are  bolted  on 
each  wheel. 

To  reduce  the  truck  width  and 
weight  an  inside  frame  was  adopted. 
Journal  boxes  are  of  the  compensat- 
ing type  with  roller  bearings.  Fric- 
tion wear  is  taken  on  large  surfaced 
bushings  and  wear  plates.  This  type 
of  box  eliminates  the  pedestals,  and  by 
its  radial  adjustment  to  load,  main- 
tains a  constant  brakeshoe  clearance. 
The  side  frames  have  recessed  heads 
over  the  boxes,  forming  journal  box 
spring  pockets,  and  end  arms  are  ex- 
tended beyond  the  journal  box  pivot 
pin,  forming  truck  end- frame  con- 
nections. The  bolster  contour  permits 
necessary  clearance  for  drive  shafts 
and  couplings,  and  for  center  plate 
mounting.      The  ends  extend   under 


the  side  frame  shaped  for  single 
roller-type  side  bearings.  Longitu- 
dinal semi-elliptic  leaf  springs  are 
suspended  at  their  outer  ends  near  the 
journal  boxes  by  friction  controlled 
swing  links,  permitting  controlled  side 
swing  of  the  bolster  when  taking 
curves.  The  entire  truck  frame  and 
the  bolsters,  spring  suspension,  motors 
and  drives,  are  spring  supported. 

Power  is  obtained  from  two  50-hp. 
light-weight,  high-speed  motors, 
mounted  longitudinally  between  the 
axles  and  bolsters.  Each  armature 
shaft  is  connected  to  the  worm  drive 
on  the  opposite  axle  through  two 
universal  couplings  and  a  propeller 
shaft  which  acts  only  through  the 
small  angularity  caused  liy  the  flex- 
ing of  the  journal  box  springs.  The 
drive  consists  of  a  hardened-steel 
worm  and  bronze  worm  wheel  with  a 
7.4  to  1  reduction,  pressed  directly  on 
the  axle  and  equipped  with  a  roller- 
bearing  mounted  housing  of  the  oil 
sealed  drum  type.  Bearing  adjust- 
ments are  made  through  shims  easily 
accessible. 


Improved  Gear  Cases  for 
Railway  Motors 

GEAR  cases  now  supplied  with 
General  Electric  GE-265  and 
GE-702  railway  motors  weigh  three- 
fourths  as  much  as  the  standard 
pressed  steel  and  the  light-weight 
malleable  iron  cases  formerly  used. 
The  new  cases  are  of  standard  sheet 
and  rolled  sections,  with  steel  channels 


forming  the  top  and  bottom.  Ex- 
cept for  rivets  used  to  assemble  the 
felt  grease  guards,  all  parts  are  either 
atomic-hydrogen  or  arc  welded.  The 
halves  are  assembled  on  jigs  to  assure 
interchangeability. 

The  joint  between  halves  is  such 
that  the  lubricant  cannot  leak  and 
water,  dirt  and  foreign  substances 
cannot  enter.  In  a  tightness  test  the 
case  was  charged  with  grease  thinned 
to  the  consistency  of  lubricating  oil 
and  the  gearing  was  run  at  high 
speed  in  each  direction  for  33  hours. 
The  case,  painted  white,  showed  that 
leakage,  even  under  such  conditions, 
was  negligible. 


1  hi>    iii4iit-\N  c'it;bi   juuniai   jack   is   uviiiiiioit: 
in  capacities  of  15  tons  and  25  tons 


Welded  gear  case  for  railway  motors 


Aluminum  Journal  Jack 

USE  of  a  heat-treated  cast  alumi- 
minum  alloy  housing  has  made 
possible  a  substantial  reduction  in 
weight  in  a  journal  jack  just  placed 
on  the  market  by  the  DuiT- Norton 
Manufacturing  Company,  Pittsburgh, 
in  two  sizes,  one  a  15-ton  capacity 
and  the  other  25  tons.  Both  models 
are  equipped  with  a  positive  stop 
safety  feature  to  prevent  disengage- 
ment of  the  lifting  standards.  The 
25-ton  jack  weighs  26  lb.,  or  approxi- 
mately 1  lb.  per  ton  of  capacity.  The 
smaller  jack  weighs  19  lb. 

Since  the  aluminum  alloy  shell  is  . 
resistant    to    atmospheric    corrosion 


Electric  Railway  Journal — Vol.75,  No.l2 
654 


and  the  steel  mechanism  within  the 
shell  is  packed  with  grease,  the  jack 
is  said  to  be  practically  immune  to 
all  weather  conditions.  The  jacks 
were  found  in  manufacturer's  tests 
to  have  a  safety  factor  of  at  least 
25  per  cent  more  than  rated  capacity. 


Self -Lapping  Brake  Valves 

FOUR  types  of  self-lapping  brake 
valves,    for  hand   or    foot   opera- 
tion,   for   straight  air   or   semi-auto- 


matic equipment,  have  been  developed 
by  the  Westinghouse  Traction  Brake 
Company.  The  simplest  is  a  hand- 
operated  valve  for  straight  air  equip- 
ment sets  and  releases  the  brakes  by 
means  of  the  straight-air  pipe.  An- 
other hand-operated  valve  for  semi- 
automatic equipment,  besides  straight 
air  application  and  release,  will  vent 
the  emergency  pipe  for  an  emergency 
application.  A  third  hand-operated 
valve  includes  all  functions  possessed 
by  the  semi-automatic  type  and  also 


has  a  sanding  feature  and  provision 
for  opening  and  closing  the  car  doors. 
Selective  door  control  can  be  added. 
The  foot-operated  valve  for  straight 
air  equipment  provides  for  automatic 
straight  air  applications  and  interrup- 
tions of  the  power  circuit  if  the  oper- 
ator's foot  is  not  kept  firmly  on  the 
brake  pedal.  The  self-lapping  feature 
obviates  movement  of  the  handle  to 
service  position  and  back  to  lap,  as 
with  the  usual  form  of  valves,  when 
making  a  brake  application. 


New  Models  of  Buses  Shown  at  the  Convention 


Small  Capacity  Bus  Developed  b)  the 
Twin  Coach  Corporation 

Designed  to  meet  the  demand  for  a  low-priced  vehicle,  this 
bus,  with  a  seating  capacity  of  IS  passengers,  is  now  the  smallest 
on  the  market.  It  is  a  single-engine  design  with  a  132-in.  wheel- 
base.  It  is  equipped  with  the  self-operated  automatic  clutch 
recently   developed. 


All-metal,  40-Passenger  Bus  Built  by  the 
General  Motors  Truck  Company 

A  feature  of  this  bus  is  its  low  weight  per  passenger.  It  has  a 
150-hp.  engine  mounted  at  the  rear  that  is  removable  in  a  unit 
with  the  rear  axle  center.  The  short  drive  line  is  said  to  reduce 
power  losses.  An  easy-acting  steering  mechanism  has  been  in- 
corporated in  this  vehicle. 


Center-Exit  Bus  Built  by  the  White  Company 

It  has  a  sealing  capacity  of  33  passengers  and  is  equipped  with 
a  recently  designed  six-cylinder  engine  rated  130  hp.  at  2,400 
r.p.m.  The  bus  has  a  large  standee  area  at  the  front.  The 
center  door  is  operated  by  air  treadles  and  is  in  full  view  of 
the  operator. 


Light-Weight  21-Passenger  Fargo 
for  City  Service 

Aluminum  alloys  have  been  used  generously  throughout  the 
body  of  this  new  model,  keeping  the  weight  down  to  12,000  lb. 
The  engine  has  eight  cylinders  and  develops  120  hp.  The  body 
is  carefully  insulated  against  heat  and  noise. 


Large  Capacity  Bus  of  the  Street  Car  Type  Now  in 
Production  by  Mack  Trucks,  Inc. 

The  one  illustrated  is  rated  as  a  42-passenger  bus,  but  various 
capacities  are  available  depending  on  the  seating  arrangement 
and  type  of  exit  door  used.  The  wheelbase  is  196  in.  and  the  en- 
gine is  rated  at  110  hp.  Power  steering  with  a  hydraulic  booster 
is  a  feature. 


First  Trolley  Bus  Design  of  the  General 
Motors  Truck  Company 

The  features  of  this  vehicle  include  rear  mounting  of  the 
motors,  a  new  centralized  underbody  control  system,  light  alloy 
trolley  poles,  and  a  blower  system  for  ventilating  the  controllers, 
motors  and  compressors.     The  seating  capacity  is  44. 


Electric  R.\ilw.\y  Journal — November,  1931 
655 


Trend  of  REVENUES  and  EXPENSES 


Increaae  Operating  Increa»«.  Increase 

Operating        or  Expensea  or  Net  or 

Revenue  Decrease  and  Taxes  Decreaae    Income  Deereaae 

$         Per  Cent*  }  Per  Cent*  $»    Per  Cent* 

■oaton  EIcTated  Ballwmjr,  Boston,  Mass. 

Sept.,  1930...  .  2,470,918  S.78  2,091,718  0.52  59,»6S  tOO.Sl 

Oct 2,811,399  i.Oi  2,157,474  l.i9  221,188  Sl.SO 

Not. 2,579,899  lO.H  2,066,206  t.56  71,150  77.85 

Doo. 2,850,330  S.tO  2,178,896  2.24  235,950  68.6* 

Jmn.,  1931 2,840,159  8.\S  2,082,456  6.tS  314,067  S0.B6 

Fab 2,534,828  S.iS  1,952,032  5.iS  142,339  i8.i7 

Mar. 2,76'),564  7.S0  2,019,081  ».9«  309,212  19.08 

Apr 2,616,188  7.00  1,909,176  7.9S  275,740  1H5 

May 2,579,265  «.70  1,993,753  k.SS  143,804  5i.i7 

June 2,415,179  S.St  2,073,560  7.04  99,81&  169.79 

July 2.188,942  7.««  2,021.305  i.lS  «?i,7r7  62.2J 

Aug 2,098,072  7.99  1,948,492  7.79  SU,901  gS.BO 

Sept 2,243,491  9.S0  1,931,683  7.65  2S9,9B0  300.79 

Brooklyn-Manhattan  Transit  System,  New  Tork,  N.  T. 

Sept.,  1930...  4,834,251  B.i9  3,453,431  i.Be  667,323  6.20 

Oct 5,036,775  t.SS  3,572,553  J.««  758,817  2.78 

Not 4,769,083  i.S7  3,366,923  6.9S  689,470  2.34 

Dec 5,065,484  t..o6  3,546.963  i.tS  814,788  2.04 

Jan.,  1931 4,852,706  5.i8  3,475,330  7.0/  674,029  5.80 

Fab 4,453,655  3.79  3,159,903  6.96  583,468  2.40 

Mar. 5,028,562  «.56  3,475,847  3.37  814,360  i.l3 

Apr 4,969,481  1.09  3,458,940  3.35  804,235  0.25 

May 5,056,779  3.31  3,438,037  i.51  913,877  1.6i 

June. 4,983,112  1.71  3,466,384  3.i9  870,919  12.12 

July 4,841,635  S.Si  3.499,609  S.Ol  631,791  7.S1 

Aug 4,582,572  S.S7  3,419,932  3.90  423,123  9.03 

Sept 4,693,503  e.91  3,366,543  S.61  597,074  IS.g? 

Brooklyn  A  Queens  Transit  System,  New  York,  N.  T. 

Sept.,  1930 1,887,499  i.66  1,564,271  S.65  213,728  t.66 

Oct 1,922,388  S.tO  1,597.166  6.S0  214,924  7.7i 

Not 1,820,498  5.65  1,522,735  7.68  187,822  5.20 

Dec 1,920,463  i.iO  1,560,950  6.11  250,893  6.06 

Jan.,  1931 1,849,644  6.18  1,541,235  7.68  197,355  3.02 

Feb 1,704,677  3.98  1,416,192  S.iO  176,217  2.58 

Mar 1,941,078  1.98  1,602,862  t.66  227,472  1.21 

Apr 1,911,878  l.t9  1,592,919  3.11  208,514  6.86 

May 1,980,118  t.SO  1,585,293  1.85  286,334  7.«.9 

June 1,942,830  l.M  1,609,335  0.34  221,493  13.98 

July 1,893,414  7.Si  1.550.897  S.3i  227.012  1159 

Aug 1,849,792  1.23  1,574,167  l.St  142,067  17.54 

Sept 1,930,047  2  25  1,583,777  1.25  219,515  2  70 

Capital  Traction  Company,  Washington,  D.  C. 

Sept.,  1930,...  327,713  7.06  268,066  1.61  30,259  6.78 

Oct 374,646  1.22  288,351  H8  58,638  17.56 

Nov 346,054  t.70  273,481  1.6i  42,659  11.05 

Dec 369,885  i.77  274,221  3.tt  67,651  0.61 

Jan.,  1931 347,491  3.06  280,514  3.30  37,705  5.11 

Feb 312,815  3.17  252,080  6.68  30.521  1.87 

Mar 344,191  «.65  270,962  3.86  43,847  i.03 

Apr 366,276  t.39  273,436  5.89  65,123  12.93 

May 362,502  1.87  281,344  J. 61  50,959  6.60 

June 351,017  3.05  276,751  1.84  45,841  12.14 

July 306,826  0.10  258,341  1.6!  9,438  91.25 

Aug 264,135  16.0S  251,657  6.g9  17,i08  S08.00 

Sept 276,418  15.65  236,952  11.61  9,452  6S.76 

Chicago  Surface  Lines,  Chicago,  111. 

Sept.,  1930....  4,568,564  9.50  3,789,472  i.iO  713,323  ie.91, 

Oct 4,879,570  /0.79  3,933,416  7.35  799,118  //.69 

Nov 4,537,647  13.i8  3,769,538  6.86  712,177  S0.77 

Dec 4,846,000  8.09  3,984,572  9.89  767,348  16.67 

Jan.,  1931 4,576,133  lt.65  3,825,964  6.37  718,129  tl.OO 

Feb 4,234,704  10.90  3,665,038  6.04  601,726  l^.ii 

Mar 4,584,224  Ji.36  4,287,237  6.Si  557,167  15.05 

Apr 4,759,624  4.^6  4,092,047  0.36  675,629  11.66 

May 4,541,847  9.38  3,802,582  i.61  724,514  lt.88 

June 4,348,896  «.7«  3,629,943  5.36  664,122  H.51 

July 4,093,702  9.7i  3,579,566  5.9S  580,118  ;0.55 

Aug 4,018,958  10. i5  3,502,795  7.74  589,056  10.31, 

Sept 4,061,261  11. H  3,307,020  1H.7S  684,161  i.88 

Department  of  Street  Railways,  Detroit,  Mich. 

Sept.,  1930 1,510,161  t6.S6  1,436,175  ie.69  51.711  115. iO 

Oct 1,579,476  «5.S4  1,458.238  n.91  22,933  91.71 

Nov., 1,481,136  t3.S5  1,333,571  13.38  4,890  98.11, 

Dec 1,610,179  tt.59  1,440,503  ei.67  23,052  77..9* 

Jan.,  1931 1,550,656  tS.Si  1,421,575  *0.95  12,759  91.H 

Feb 1,431,468  t5.58  1,323.683  18.96  SS.309  117.91 

Mar 1,696,308  16.68  1,415.021  18.68  133,347  11.03 

Apr 1,605,536  i9.5J  1,368,187  SO.Sl  101,041  S7.10 

May 1,531.767  es.it  1,306,654  18.76  75,494  69.0i 

June 1,416,647  t0.71  1,302,075  13.86  34,977  1S1.99 

July 1,256,741  18.89  1,243.831  li.38  IH.Ui  Ht.il 

Aug 1,166,927  M.04  1,154,835  19.06  1U.S83  774.54 

Sept 1,235,296  IS.tl  1,150,529  19.89  C9..S82  Si.n 

Eastern  Massachusetts  Street  Bailway,  Boston,  Mass. 

Sept..  1930 612,237  7.12  448.470  0.88  21,771  70.76 

Oct 623,872  8.1,8  467,773  l,.9t  15,811  76.7* 

Not 590,856  10.90  449.032  i.60  205  97.6« 

D«! 670,964  11.93  516,913  1.71  20,841  «4.0* 

Jan.,  1931 700,961  7.6S  472,079  t.88  36,145  56.76 

Feb 639,344  6.6«  434,904  t.83  33,058  50.»6 

Mar 685,614  3.63  472.317  1.53  28,982  81.83 

Apr. 617,705  B.tl  434,716  t.59  9,906  78.95 

May. 629,827  5.74  450,887  0.t3  23,599  5«.74 

Jnna 622,119  0.43  447,131  2.72  5,090  82.S1, 

July 602.832  t.3S  459,166  0.47  «4.47«  7*7  .«0 

Aug. 608,034  2.61  450,584  1.38  10.712  137. 7t 

Sept 581,396  5.03  447,346  0.25  «7,776  227.66 

*Decreaaes  or  deficite  are  shown  by  italic  fiavrtt. 


Increase 
Operating        or 
Revenue  Decrease 
$         Per  Cent* 


Operating    Increase 
Expenses  or 

and  Taxes  Decrease 
$  Per  Cent* 


Fonda,  Johnstown  &  GiorersTllIe  Railroad,  Gloversvllie,  N. 


Sept.,  1930. 

Oct 

Nov 

Dec 

Jan.,  1931.. 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 

Sept 


72,267 
75,708 
72,024 


11.61 
17.80 
13.82 


79,764 
74,018 
75,201 
70,660 
72,560 
63,338 
58,406 
61,749 
60,302 


16.78 

13.38 
7.83 
0.4« 
S.t9 

13.81 
4.77 
4.40 

16.55 


63,549 
66,353 
66,314 

■  67,438 
62,239 
64,051 
62,685 
61.040 
59,346 
59,429 
57,896 
58,616 


5.4? 
0.58 
0.t3 

'  '7.S8 
7.93 
7.61 
4.90 
6.8t 
9.15 
7.M 
7.34 


Galveston-Houston  Electric  Railway,  Houston,  Tei. 


.Sept.,  1930... 

Oct 

Nov 

Dec 

Jan.,  1931.... 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 

Sept 


42,823 
38,032 
36,974 
36,166 
33,291 
32,281 
32,904 
34,729 


76.49 
77.56 
7«.49 
75.00 
20.15 
19.80 
22.38 
15.98 


39,889 
41,484 


12.63 
11.27 


28,052 
27,266 
44,183 
27,949 
25,057 
22,990 
24,732 
24,132 

■  24,992 
25,961 


H.83 
6.85 
9.58 
1.79 
9.18 
9.61, 
74.59 
77.9* 

'/;.e7 

ll.ti 


Houston  Electric  Company,  Houston, 


Tex. 

175,905 
181,499 
176,739 
180,678 
176,792 
163,249 
170,067 


159,897        70.77 
158,175       70.50 


Sept.,  1930 251,919         9.00 

Oct 267,306         7.57 

Nov 247,210       70.00 

Dec 258,219         9.S4 

Jan.,  1931 242,554       10.52 

Feb 223,256       74.77 

.Mar 244,396       70.97 

Apr 

May 

June 222,528       70.09 

July 214,241       13.29 

Aug 

Sept 

Hudson  &  Manhattan  Railroad,  New  Tork,  N. 

Sept.,  1930....  974,433  2.80  506,845 

Oct 1,033,584  i.SS  521.325 

Nov 994,735  6.18  489,761 

Dee 1,060,614  466  419,109 

Jan.,  1931 1,005,022  7.6*  512,350 

Feb 936,542  5.67  467,137 

Mar 1,013,577  6.05  497,695 

Apr 1,002,265  5.78  485,938 

May 974,737  6.S4  481,504 

June 941,598  i.8t  477,392 

July 897,211  6.00  470.918 

Aug 875,376  6.i89  463,292 

Sept 897,981  7.7.3  454,556 

Illinois  Terminal  Company,  Springfield,  HI. 


70.4« 
70.67 
7.96 
0.68 
11.08 
12.96 
It. 70 


Sept.,  1930. 

Oct 

Nov 

Dee 

Jan.,  1931.. 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 

Sept 


654,477 
691,672 
542,672 
577,425 
509,641 
498,067 
568,653 
547,992 
581,953 
581,093 
550,906 
597,050 


5.16 

t.5i 

11.01 

13.69 

10.77 

6.89 

1.95 

7.77 

4.34 

1.58 

8.il 

9.75 


454,818 
506,107 
430,907 
421,987 
395,953 
388,126 
398,855 
395,315 
389,538 
398,980 
395,741 
403,603 


Y. 

0.23 
7.97 
4.0« 
77.40 
7.23 
6.09 
6.Si 
5.73 
6.53 
i-H 

6.28 

7.31 

10. .32 


9.66 

«.47 

6.H 

n.26 

19.80 

3.81 

5.94 

6.46 

8.87 

15.29 

16.33 

IS.Si 


0.17 

Oct..' 6,315,679  7.7* 

Nov 5,965,365  4.96 

Dec 6,477,864  0.52 

Jan.,  1931 6,123,645  4.4* 

Feb 5,570,354  3.27 

\Iar 6,293,013  2.ti 

Apr 6,127,713  S.3S 

May 6,006,273  4-47 

June 5,722,428  1.88 

July 5,140,337  i..K 

Aug 4,916,794  7.07 

.Sept 5,282,203  6.95 

Jacksonville  Traction  Company, 


Sept.,  1930... 

Oct 

Nov 

Dec 

Jan.,  1931.... 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 

Sept 


78,529 
84,424 
81.250 
89,903 
87.160 
76,205 
84,018 
81,695 
80,798 
73,708 
70,046 
66,836 


9.54 
7«.50 
7«.«4 
77.47 

8.08 
15.60 
It. 36 
11. i8 

9.96 

6.80 
11.08 
13.69 


3,983,368 
4,162.660 
3,869,340 
4,194,315 
4,538,833 
3,653,798 
3,973,704 
3,993,181 
3,932,452 
3,926.068 
3,864.469 
3,720,781 
3,757,449 

Jacksonville, 

75,012 
76,374 
69,437 
74,836 
77,998 
75,462 
77,758 
74,847 
76,856 
73.904 
73,815 
71,639 


7.78 

0.83 
0.00 
3.96 
10.83 
2.10 
4.67 
2.83 
3.98 
2.52 
5.26 
7.28 
5.67 

Fla. 

77.75 

13.72 

16.02 

11. i9 

13.67 

i8.H 

i.09 

6.57 

4.57 

5.66 

5.10 

8.36 


Increaae 
Net  or 

Income  Decrease 
$*    Percent* 

Y. 

«,497 
7»,447 
21,171 


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

Sept.,  1930  ...   5,684,267 


iS8.09 
218.80 
158.16 


13.133 
13.591 
13.965 
16.298 
15,996 
Si.700 
S0.2.-I9 
7.823 
23. Oil 

t 
8i.893 

93.685 
99,3i3 
105.000 
111.369 
774,459 
117.39  i 

"1 16.770 
116.819 


t 
571,857 
573,425 
550,635 
524,458 
518,843 
507.328 
502,405 


507.530 
404,721 


132,332 

176,999 

169,465 

306,321 

157,098 

134,717 

180,554 

181,182 

158,191 

128,896 

91.288 

77,020 

108,624 


160,897 

148,701 

80,529 

127,588 

87,742 

84,381 

143,325 

127,179 

162,905 

154.417 

123,420 

156,770 


131.270 
161,417 
272,021 
293,152 
3i8,9?t 
321,587 
212.6H 
189.13i 
t07.O96 
216. i06 
Sil.iOO 
621.219 
SS5.2SS 

^ 

66,335 

65,525 

62,599 

63,20i 

58,133 

77,87i 

S7,0i8 

92,573 

97,550 

100,191 

lOe.iSi 

777,654 


136. T7 

7S.se 

5.28 
23.64 
tl.Si 
97.  iS 
It. 34 
46.23 
171.16 


744.4* 

iii.'it 

111.93 

110.59 

110.17 

93.  i9 

189.69 

'  5V.67 
49.64 


l.St 
4.7« 
9.56 
76.64 
77.70 
20.19 
19.39 


13.86 
30.7t 


18.68 
17.79 

tut 

12.49 
*7.7« 
76.34 
15.13 
IS.OI 
tS.77 

le.ss 

21.80 
22.18 

17.91 


14.62 

II.6i 

ti.tt 

5.6t 

9.8S 

2.26 
28. 9« 

S.ti 
13.83 
90.05 
40.89 

2.58 


toe.te 

207.14 

121.79 

47.40 

es.Bt 

lO.St 
6.SS 

17. SS 

S8.lt 
1.00 
S.OO 

18.63 
117.32 

t 

8.16 
I.IS 
0.15 

4.«« 
lt.9S 
2S.il 
31.90 
H2.1S 
46.33 
47.45 
50.06 
63.78 


tNet  income  is  shown  for  the  preceding  twelve  months. 


Electric  Railway  Journal — November,  19.^1 
656 


Trend  of  Revenues  and  Expenses  by  Months  (Concluded) 


Increase 
Operating        or 
Revenue  Decrease 
$  Per  Cent* 


Operating  Increase  Increase 

Expenses  or  Net  or 

and  Taxes  Decrease    Income  Decrease 

$  Percent*        $*      Per  Cent* 


Kansms  City  Public  Scmlce  Company,  Kansas  City,  Mo. 


Sept.,  1930.. 

Oct 

Nov 

Dec 

Jan.,  1931... 

Feb 

Mar     

Apr 

May 

June 

July 

Aug 

Sept 


650,114 
725,428 
706,577 
758.045 
711,215 
640.676 
216,637 
709,515 
701,286 
655.957 
613,628 
600.311 
603,215 


9.99 
i.S9 
5.S9 
1.73 
6.62 
6.87 
S.5S 
0.68 
t.S7 
0.17 
S.19 

7.-21 


Look  Island  Railroad,  New  York, 


Sept.,  1930       .  3,589,671 

Oct 3,371,761 

Nov 2,954,624 

Deo 2,905,045 

Jan.,  1931     ...  2,763,421 

Feb 2,561,169 

Mar 2,841,915 


Apr.. 
W&y 

June 

July 

Aug.. 


2.976,402 
3,212,765 
3,414,354 
3,629,561 
3,513,473 
Sept 3,167,769 


7.SS 
5.80 
i.SO 
6.60 
6.65 
7.iS 
S.09 
i.69 
i.OO 
6.78 
9.69 
11. i8 
11.75 


524,324 
700,311 
572,066 
570,065 
577,741 
537,583 
577,319 
565,328 
562,482 
540,187 
533,084 
518,559 
523,601 

N.  Y. 

2,467,056 
2,446,346 
2,249,258 
2,130,182 
2,210,263 
2,074,216 
2,234,418 
2,269,029 
2,338,313 
2,351,016 
2,594,463 
2,504,287 


IS.li 
12.90 
7.0i 

u.ss 

1S.67 
9.72 
7.25 
6.tS 
7.66 

e.is 
e.i8 

0.1!, 


7.07 
8.97 
H.S6 
16.17 
9.66 
9.13 
9.00 
7.S7 

s.o.n 

7.«6 
i.75 
5.0i 


Market  Street 

Sept.,  1930.... 

Oct 

Not 

Dec 

Jan.,  1931 

Feb 

Mar 

Apr 

May 

Junf 

.luly     

Aug 

.Sept 


Railway,  San  Francisco,  Cal. 

745,298  6.35  626,770 

786,012  6.7*  675,908 

729,407  8.81  615,613 

775,508  6.11  639,249 

738,092  6.66  641,519 

668,931  8.17  576,661 

757,960  e.iO  633,346 

745,252  6.7t  620,106 

733,105  7.50  619.934 

704,769  6.19  654,225 

700,996  i.68  598.082 

726,480  5.69  607,925 

700,563  6.00  581,479 


3.7i 
6.i» 

6.18 
6.6t 
i.83 
8.SS 
6.81 
7.08 
8.S1 
1.75 
7.97 
6.60 
7.3S 


t 

50,261 

60,iS5 

58,994 

108,444 

61.108 

27,392 

66,013 

71,298 

64,474 

42,677 

6,643 

6,122 

6,503 


928,655 
729,067 
483,180 
596,812 
321.141 
332,002 
449,501 
533,425 
695,032 
907,010 
783,315 
781,691 


64,731 
57,384 
60,457 
83,460 
45,011 
41,002 
72,828 
73,837 
62.805 
37,384 
52,186 
68,175 
68,712 


New  York,  Westchester  &  Boston  Railway,  New  York,  N.  Y. 


Sept.,  1930 

Oct 

Nov 

Dec 

Ian.,  1931 

Feb 

Mar 

Apr 

May 

June  

July 

Aug 

.Sept 


203,617 
202,046 
184,690 
190,136 
182,249 
161,311 
181,729 
186,708 
195,905 
193,820 
195,461 
180,965 
181,828 


8.18 

7.51 

8.7i 

IS. 31 

13.76 

16.01 

11.80 

13.03 

15.11 

H.6S 

ie.9g 

8.79 

10.70 


165,256 
138,192 
170,542 
138,592 
160,800 
149,571 
144,442 
142,832 
149,268 
142,600 
146.820 
142,111 
137,940 


6.57 

U.09 
2.52 

17.80 
9.44 

11.18 
3.54 
0.31 
O.iS 
S.i5 
O.iO 
6.62 

le.n.i 


Northwestern  Paclflc  Railroad,  Sausalito,  Cal. 

Sept,  1930...  548,282         8.68            471,657         ,J.7« 

Oct 555,867       18.1,9            534,858         4.44 

Nov 333,193       *7.7<            421,717       ;6.,M 

Dec 312,319       iO.77            465,220         3.i6 

Jan.,  1931 283,852       21.78            401,656       H.H 

Feb 273,818       27.40            387,512       22.96 

Mar 308,466       «;.(7            408.068       U.i3 

Apr 322,742       25.66             402,400       16.55 

May     346,743       28.51            ibljll       H.85 

June 380,604       2i.50            368,559       17.8S 

July 479,098       J9.97            354,413         9.69 

Aug 464,342       27.27           368,885       11.22 

Sept 

Staten  Island  Rapid  Transit  Company,  New  York,  N.  Y. 


Sept.,  1930.. 

Oct 

Nov 

Dec 

Jan..  1931.. 

Feb 

Mar 

Apr 

May    

June 

July 

Aug 

Sept 


206,908 
205,631 
178,652 
178,474 
170,387 
161,415 
173,723 
176,863 
188,151 
204.452 
202,230 
197,386 


15.93 
10.58 
17.  i2 

9.08 

9.68 
13.58 

7.98 
10.76 
11.61 

9.12 
17.11 
15.42 


Third  Avenue  Railway  System,  New 

.Sept.,  1930 1,428,136         S.i8 

Oct 1,456,688 

Nov 1,373,335 

Dec 1,438,752 

Jan.,  1931 1,393,054 

Feb 1,274.832 

Mar 1,418.429 

Apr 1,408,235 

Klay    1,464,031 

June     1,440,848 

Julv     1,394,973 

I  Aug 1,302,353 

Sept 1,328,192 


103 
6.37 
3.i9 
5.10 
i.27 
3.38 
3.16 
i.S9 
2.88 
g.i3 
3.5S 
7.00 


165,525 
167,586 
161,608 
160,715 
158,982 
142,565 
159,035 
147,210 
163,148 
150,345 
163,479 
159,702 


York,  N. 

1,167,528 

1,205,455 

1,146,168 

1,197,249 

1,178,797 

1,070,307 

1,174,984 

1,155,880 

1,072,584 

1,145,871 

1,140,036 

1,087,507 

1,070,866 


i.87 
6.i9 
0.68 

47.29 
6.36 
9.20 
7.78 

13.23 
7.61 

16.01 

13.58 
o.OO 


8.36 
9.73 
10.17 
8.61 
9.U 
S..56 
6.86 
6.98 
7.70 
6.19 
5.96 
7.90 
8.28 


*Decreaaea  or  deficits  are  shown  by  iialic  figures. 
Net  income  is  shown  for  the  preceding  twelve  months. 


t 

1.32 

190.36 

5.69 

2Si .88 

137.10 

149.06 

72.81 

99.32 

114.33 

683.20 

119.18 

247.05 

87.06 


6.68 

1.77 

89.15 

47.11 

6.00 

3.86 

24.64 

1.97 

9.93 

5.76 

32.76 

32.08 


192,861 
190,7i8 
216,461 
205,029 
220,394 
22t,308 
195.802 
189,142 
186,389 
183.007 
188,581 
197,099 
191,542 


16,471 
7,447 

97,567 
158,491 
123,928 
122,631 
109,855 
88,300 
28,886 
1,970 
110,013 

82,947 


26,127 

29,723 

10,788 

5,997 

1,448 

2,151 

J, 164 

23,169 

9,268 

39,203 

25,402 

23,973 


45,636 
36,257 
12,079 
26,250 

1,594 
11.143 
27,364 
44,331 
76,972 
79,746 
41,829  1, 

1,067 
46,099 


16.38 

45.68 

29.25 

0.03 

12.31 

7.29 

0.05 

3.46 

2.08 

n.62 

60.40 

6.51 

6.15 


29.53 
20.81 
19.75 
16.75 
32.37 
29.42 
24.31 
19.00 
25.70 
23.70 
23.55 
6.56 
0.68 


83.57 
96.22 

120.86 
74.63 
14.76 
68.87 
48.81 
68.61 

931.64 
95.39 
43.64 
65.23 


60.73 
26.11 
80.37 
92.23 
114.6 
93.49 
81.24 
31.91 
63.19 
0.38 
38.08 
61.66 


277.91 

317.06 

130.15 

186.44 

96.33 

126.49 

430.88 

250,25 

32.40 

76.91 

924,08 

129.27 

l.OI 


Operating 
Revenue 
t 
United  Electric  Railways, 


Increase     Operating  Increase 

or  Expenses  or 

Decrease    and  Taxes  Decrease 

Per  Cent*  $  Per  Cent* 

Providence,  R.  I. 


Increase 
Net  or 

Income  Decrease 
»•     PerCent* 


1930 


Sept. 

Oct 

Nov 

Deo 

Jan.,  1931 

Feb 

Mar 

Apr 

May.   . . . 

June 

July 

Aug 

Sept 


493,296 
531,803 
506,318 
559,363 
543,940 
482,566 
524,299 
510,645 
509,278 
482,703 
462,601 
445,932 
455,562 


12.72 
13.76 
14.68 
13.02 
13.39 
14.30 
10.44 

9.39 
10.84 

9.40 
10.24 
10.16 

7.65 


434,036     10.39 


439,930 
460,420 
493,596 
437,444 
480,958 
470,964 
474,803 
438,362 
436,574 
420,929 
413,926 


12.83 

21.92 

12.94 

13.02 

9.38 

7.60 

7.62 

8.15 

4-84 

4.78 

4.6.1 


8,376 

41,223 

16,958 

51,623 

372 

4,50* 

6.233 

9,992 

15.021 

4,6.M 

22,069 

2.?,46r 

6,184 


72.04 

53.80 

54.37 

889.51 

95.6« 

150.  71 

266.73 

465.60 

168.13 

201.09 

602.72 

744.17 

173.83 


United  Railways  &  Electric  Company,  Baltimore,  Md. 


Sept.,  1930 1,261,734  6.71  995,805 

Oct 1,354,086  7.2«  1,049,306 

Nov 1,263,811  10.26  983,047 

Dec 1,350,553  8.19  1,043,315 

Jan.,  1931 1,268,536  10.90  994,411 

Feb 1,136,604  15.7»  891,421 

Mar 1,262,429  14.90  981,026 

Apr 1,253,764  13.50  966,424 

May 1,256,334  13.78  991,107 

June 1,195,126  10.29  963,857 

July 1,105,980  10.55  946,646 

Aug 1.038,314  13.34  947,614 

Sept 1,084,246  14.07         


5.02 

484 

7.40 

7.25 

11.89 

16.97 

14.76 

13.56 

11.93 

7.69 

1.86 

1.76 


10,050 

25.163 

9,200 

36,700 

7,388 

24,088 

12,212 

11,440 

2.206 

34.9.->S 

117,591 

180,963  3, 

133,449  1, 


76  SI 

71.lt 

87.30 

54.54 

69.tt 

31.16 

84.94 

82.93 

96.99 

198.96 

918.99 

067.40 

427.86 


Monthly  and  Other  Financial  Reports 


Operating  Operating  Gross 

Revenue     Expenses       Taxes         Income 

$  $  %  i 

British  Columbia  Electric  Railway,  Vancouver,  B.  C. 

July,  1931 1,131,941        803,106     328,835 

July,  1930 1,196,239        791,432     404,807 

Calgary  Municipal  Railway,  Calgary,  Alta. 

8mo.  end.  Aug.,  1931..         529,879        372,173      

8  mo.  end.  Aug.,  1 930 

Cincinnati  Street  Railway,  Cincinnati,  Ohio 

September,  1931 596,264        392,850 

September,   1930 


55,713        188,733 


Net 

Income 

S 


51,701 
27,860 


2,425 


Community  Traction  Co.,  Toledo,  Ohio 

September,  1931 160,917         174,378n 

September,  1930 

Des  Moines  Railway,  Des  Moines,  Iowa 

September,  1931 133,533         97,289 

September,  1930 150,998     

Denver  Tramway  Corporation,  Denver,  Col. 

9  mo.  end.  Sept.,  1931.      2.658,904      

9  mo.  end.  Sept.,  1930.     2,987,628     

Edmonton  Radial  Railway,  Edmonton,  Alta. 

8mo.  end.  Aug.,  1931..        486,069        355,603     .. 
8  mo.  end.  Aug.,  1 930 


l.»,4ei        7,»,57« 


14,000 


Honolulu  Rapid  Transit  Co.,  Honolulu,' Hawaii 

September,  1931 81,453          54,149  7,337 

September,  1930 83,394          50,641  9,149 

9  mo.  end.  Sept.,  1931.        750,961        459,572  70,573 

9  mo.  end.  Sept.,  1930.         777,205        458,684  80,604 

Los  Angeles  Railway,  Los  Angeles.  Cal. 

June,  1931 6,339,662     5,788,547a   

June,  1930 7,048,778     6,090,950o    


21,467 

24,749 

233,082 

249,102 


551,115 
957,828 


20,163 


104,146 
220,145 


32,923 
4,934 


11,009 

12,425 

134,865 

143,520 


196,776 
204,087 


76,211 

73,745 

529,205 

421,204 


New  York  Railways,  New  York,  N.  Y. 

September,  1931 468,840        392,629a  

September,  1930 489,649        415,904a  

9  mo.  end.  Sept.,  1931.      4,069,669     3,540,464a  

9  mo.  end.  Sept.,  1930.     4,164,521     3,743,317a  

Reglna  Municipal  Railway,  Reglna,  Sask. 

8  mo.  end.  Aug.,  1931..         200,745         166,400      

8  mo.  end.  Aug.,  1930 

Saskatoon  Municipal  Railway,  Saskatoon,  Sask. 

7mo.  end.  July,  1931..        173,221         136,409            6,741 
7  mo.  end.  .July,  1 930 

Springfield  Street  Railway,  Springfield,  Mass. 

3  mo.  end.  June,  1931..  98,351      

3mo.  end.  June,  1930..        127,137     

6  mo.  end.  June,  1931..        231,432     

6  mo.  end.  June,  1930..         280,114     

Twin  City  Rapid  Transit  Co.,  Minneapolis,  Hinn. 

3  mo.  end.  Sept.,  1931.     2,404,926     2,030,224     

3mo.  end.  Sept.,  1930.     2,731,434     2,213,720     

9  mo.  end.  Sept.,  1931.     8,111,950     6,388,698     

9mo.  end.  Sept.,  1930.     9,330,401     6,979,728     

York  Railways,  York,  Pa. 

3  mo.  end.  June,  1931..        648,146     

3  mo.  end.  June,  1930..        725,297     

6  mo.  end.  June,  1931.,     2,812,222     

6  mo.  end.  June,  1930..     2,930,732     

/(a;«c /i»ures  indicate  deficits,  a  Includes  taxes.  6  Before  depreciation, 
taxes. 


374,702<- 

517,714c 

1,723,252c 

2,350,673r 


262,813 

278,978 

1,262,927 

1,256,960 


47,903 

34,367 

265,726 

58,954 


79,634 
39,667 


41,282 
18,193 


29,327 
57,250 
93,188 
138,977 

113,271 

48,633 

220,970 

596,403 

180,4076 
201,2426 
921,5996 
939,6756 
c  Before 


Electric  Railway  Journal — November,  1931 
657 


News  of  the  Industry 


Improvement  Projects 


Chicago,  111. — Workmen  have  started 
the  construction  of  the  Chicago  Surface 
Lines  extension  of  the  North  Avenue 
street  car  line.  The  present  tracks  will 
be  extended  from  North  Austin  Boule- 
vard to  Narragansett  Avenue.  The 
work  would  be  pushed  rapidly  in  order 
to  have  all  of  the  concrete  laid  before 
freezing  weather. 

■f 

Seattle,  Wash. — The  Municipal  Street 
Railway  will  erect  a  steel  girder  span  to 
replace  the  present  wood  span  on  the 
elevated  bridge  across  the  newly  paved 
section  of  East  Marginal  Way,  at  a  cost 
of  $6,000.  The  work  will  be  financed 
by  municipal  railway  funds. 


Fort  Wayne,  Ind. — The  maintenance 
of  way  department  for  the  Indiana 
Service  Corporation's  local  city  railway 
completed  the  laying  of  3,955  ft.  of 
double  trackage  and  pavement  on  Nov. 
1  on  Calhoun  Street,  Fort  Wayne's  main 
traffic  artery.  In  the  meantime,  the 
operating  department  maintained  its 
schedule  uninterruptedly,  moving  1,580 
cars  daily  over  the  sector  under  con- 
struction. The  project  was  begun  on 
Aug.  3,  and  completed  at  a  cost  of 
$100,000.  The  new  102-lb.  rails  are 
ballasted  with  concrete.  Granite  pav- 
ing blocks  were  used  at  all  intersections. 
Crews  worked  night  and  day  to  com- 
plete the  job. 

-f 

Hammond,  Ind. — A.  C.  Colby,  new 
general  manager  of  the  recently-organ- 
ized Chicago  &  Calumet  District 
Transit  Company,  serving  Hammond, 
East  Chicago  and  Whiting,  Ind.,  will 
immediately  undertake  a  traffic  survey 
to  determine  the  railway  and  the  bus 
needs  of  the  territory  as  a  guide  to  the 
rehabilitation  of  transportation  facilities. 
Urgent  track  repair  work  will  be  started 
on  the  lines  at  once  and  as  many  of  the 
cars  as  can  be  spared  are  to  be  sent  to 
the  shops  immediately  for  renovation, 
but  the  major  program  of  reconstruc- 
tion work  will  not  start  until  next 
spring. 


Fare  Changes 


Youngstown,  Ohio — The  Youngstown 
Municipal  Railway  reduced  the  price  of 
weekly  passes  on  its  lines  from  $1.25  to 
f  1,  efifective  with  the  passes  used  in  the 
week  of  Oct.  18.  With  a  total  of  6,813  $1 
weekly  passes  sold  in  one  week,  A.  W. 
Hartford,  local  street  railway  commis- 
sioner, expressed  pleasure  of  the  first 
week's  trial.  The  6,813  pass  sale  figure 
compares  with  an  average  of  3,300  $1.25 
passes  sold   during  the  last  few  weeks. 


{Continued  on  Page  660) 


New  England  Meeting 

Stirred  by  Mr.  Dana's  Talk 


Experimentation  based  on  the  firm 
foundation  of  facts,  not  opinions,  will 
help  to  solve  the  problems  of  the  electric 
railways.  This  was  the  gist  of  Edward 
Dana's  talk  at  the  dinner  of  the  New 
England  Street  Railway  Club  on  Oct.  29. 
He  said  experimentation  is  sound  if 
based  on  facts.  The  work  of  the  Presi- 
dents' Conference  Committee  was  cited 
as  a  significant  step  in  this  direction, 
although  belated,  adding  that  the  present 
depression  intensified  the  need  for  ex- 
perimentation, called  for  hard  work,  and 
emphasized  the  need  for  more  efficiency. 

Mr.  Dana  deplored  the  tendency  of 
the  industry  to  think  of  the  problems 
of  the  mass  transportation  area,  the 
small  city  and  the  interurban  lines  as 
being  alike.  The  problems  of  these 
three  branches  differ  greatly.  They 
should  be  studied  separately. 

There  are  two  ways  by  which  rail- 
ways can  better  their  positions:  by 
greater  operating  economy  and  by  the 
production  of  more  revenue.  Greater 
operating  economy  can  be  accomplished 
by  co-operation  of  management  and 
men.  Much  can  be  done  and  should  be 
done  in  getting  more  revenue.  Not 
everybody  wants  the  same  kind  of 
transportation.  The  industry  was  on  an 
unsound   economic    foundation    with   a    flat 


The  Business  Outlook 

CONSUMER  necessity  industries, 
catering  to  immediate  short- 
range  requirements,  continue  encour- 
agingly active,  but  the  big  basic  con- 
struction and  equipment  industries 
still  show  no  sign  of  stimulation  by 
obsolescence  or  investment  expansion, 
and  probably  none  is  to  be  expected 
in  the  next  two  months.  Wheat, 
cotton  and  a  few  other  commodities 
have  reacted  strongly  from  bottom 
price  levels  as  the  speculative  pos- 
sibilities on  the  short-side  have  become 
exhausted,  as  foreign  demand  has 
improved  and  as  the  expectation  of  an 
inflationary  session  of  Congress  is  dis- 
counted in  advance. 

The  securities  markets  have  so  far 
been  able  to  extract  little  nourish- 
ment from  the  Hoover-Laval  conver- 
sations and  the  British  elections,  and 
need  further  injections  of  encourag- 
ing news  or  official  action  to  emerge 
from  the  soggy  swamp  of  slow  liqui- 
dation in  which  they  linger.  These 
events,  however,  are  of  long-range 
importance  as  they  indicate  a  decisive 
turn  toward  intensified  national  effort 
and  individual  initiative  in  Europe, 
which  should  give  the  cue  to  policy 
in  this  country. — The  Business  Week. 


S-cent  fare.  Mr.  Dana  said  the  industry 
has  been  remiss  in  not  trying  more  fare 
experiments.  It  is  now  feeling  its  way 
in   co-ordinated  transportation. 

Mr.  Dana's  talk  was  followed  by  a 
display  of  the  film  showing  the  work  of 
the   car  research  committee. 

Thomas  Carens,  assistant  to  the  pres- 
ident of  the  New  England  Power  Asso- 
ciation and  former  Washington  corre- 
spondent for  the  Boston  Hcarald.  talked 
on  happenings  in  Washington.  He  gave 
an  amusing  account  of  personalities  in 
Congress. 

John  Dean  analyzed  the  pull-in  records 
of  the  southern  properties  at  the  after- 
noon meeting,  showing  by  charts  the 
records  of  pull-ins  and  of  maintenance 
costs  of  member  companies.  He  said 
the  adoption  of  a  uniform  classification 
and  the  submisstion  of  records  to  that 
association  had  done  much  to  improve 
service  and  lower  maintainance  cost  by 
fostering  competition.  He  urged  the 
New  England  club  to  adopt  a  similar 
plan. 


Seattle  Recommendations 
Expected  Soon 

Mayor  Robert  Harlin's  street  railway 
commission  is  preparing  a  report  embody- 
ing its  recommendations  about  Seattle's 
Municipal  Railway  system.  The  commis- 
sion, it  is  expected,  will  recommend  a 
program  for  reorganization  of  the  railway 
system,  also  policies  for  its  operation  and 
management,  and  other  changes  that  will 
require  either  State  law  or  city  charter 
amendments.  Chairman  Maxwell  states  he 
is  not  prepared  to  divulge  the  recommenda- 
tions in  advance  of  final  action  by  the  com- 
mission, but  he  did  say  that  the  commis- 
sion has  not  given  definite  consideration 
to  the  various  candidates  for  general  man- 
ager of  the  railway  system.     He  said : 

"We  have  just  confined  ourselves  to  a 
survey  to  determine  the  kind  of  a  man  we 
want  for  this  job." 


City-Owned  Bus  System 
Not  Authorized 

G.  E.  McCrossan,  K.  C,  corporation 
counsel  for  the  city  of  Vancouver,  B.  C, 
has  informed  the  Civic  Finance  Committee 
of  that  city  that  civic  authorities  have  no 
legal  power  under  the  present  charter  to 
operate  a  city-owned  bus  service  in  com- 
petition with  the  British  Columbia  Electric 
Railway.  Alderman  will  consider  an 
amendment  of  the  charter  to  include  such 
powers.  Several  years  ago  the  Provincial 
Legislature  refused  to  amend  the  charter 
along  the  lines  suggested. 


Electric  Railway   Tournal — Vol.75,  No.l2 
658 


i 


Accounting  Conference  Called 
by  Wisconsin  Commission 

Electric  utilities  in  Wisconsin  have  been 
requested  to  send  representatives  to  a 
hearing  before  the  Pubhc  Service  Com- 
mission to  study  proposed  revision  of  the 
uniform  classification  of  accounts  prescribed 
for  electric  utilities  having  gross  operat- 
ing revenues  in  excess  of  $250,000  a  year, 
to  be  held  at  Madison  on  Nov.  2,  3  and  4. 
The  new  rules  are  to  be  made  eflfective  on 
Jan.  1,  1932. 

The  classification  now  in  effect  was 
adopted  in  1922  and  is  substantially  identi- 
cal with  the  accounting  classification 
recommended  by  the  National  Association 
of  Railroad  and  Utilities  Commissioners. 
Commissioner  Lilienthal   said ; 

The  key  to  genuinely  effective  and  ex- 
peditious regulation  is  a  classification  of 
accounts  which  adequately  reveals  all  the 
essential  facts  upon  which  regulation  must 
be  based.  Judged  by  this  test,  we  con- 
cluded some  months  ago  that  the  existing 
classitioation  falls  short  in  a  number  of 
essentials. 

The  proposed  new  classification  contem- 
plates that  if  an  electric  utility  is  engaged 
in  rendering  one  or  more  other  utility 
services  it  shall  keep  for  all  of  its  utility 
services  the  same  classification  of  balance 
sheet,  income  surplus,  general  fixed  capital 
undistributed,  and  overhead  construction 
cost,  and  general  administrative  expense 
accounts  for  all  departments,  and  the  in- 
structions and  definitions  pertaining  to  each 
of  these  groups  of  accounts  as  prescribed 
for  the  electric  department,  are  to  apply 
to  all  classes  of  utility  services  whether 
electric  street  railway,   gas,  water,   etc. 

In  view  of  the  fact  that  the  subject  of 
accounting  for  utilities  is  one  in  which 
there  is  interest  beyond  the  boundaries  of 
Wisconsin,  ideas  and  suggestions  are  in- 
vited from  interested  parties  wherever 
located. 


Commission  Reports  on 
Adequacy  of  Columbia  Service 

In  eight  of  the  ten  cities  visited  by  the 
board  of  engineers,  appointed  under  author- 
ity from  the  South  Carolina  Supreme 
Court,  to  conduct  an  investigation  into 
street  railway  and  bus  transportation,  par- 
ticularly as  it  relates  to  the  city  of  Colum- 
bia, S.  C,  the  board  found  the  local  trans- 
portation systems  in  the  process  of  transi- 
tion. Among  the  cities  visited  by  the  board 
were  Raleigh,  Durham,  Danville,  Lynch- 
burg, Richmond,  Petersburg,  Augusta, 
Athens,  Atlanta  and  Macon. 

The  board  concludes  that  there  is  no 
reason  why  the  modern  bus  cannot  give  as 
reliable  service  as  the  street  car  and  afford 
equally  rapid  and  comfortable  riding  for 
passengers  under  traffic  conditions  as  they 
are  in  Columbia.  Routes  can  easily  be 
extended  or  altered  and  the  passenger  is 
taken  on  and  put  off  at  the  curb. 

The  board  also  discusses  the  trolley  bus, 
saying  that  except  for  the  saving  effected 
by  the  use  of  electric  current,  the  board 
"can  see  no  advantage  that  the  trolley  bus 
has  over  the  gas  bus."  However,  should 
the  court  find  that  the  bus  service  furnished 
was  unsatisfactory  and  order  street  cars 
restored,  "it  probably  would  be  found 
advisable  to  use  trolley  buses." 

The  board  says  it  considers  it  would 
be  an  economic  loss  to  require  the  Colum- 
bia Railway,  Gas  &  Electric  Company  to 
operate  the -fair  grounds  line  on  a  regular 
schedule,  but  the  "track  should  be  kept  in 
good  condition  and  cars  operated  on  special 


occasions  and  when  required  by  the  Rail- 
road Commission  and  the  City  Council." 

W.  S.  Tomlinson  and  Walter  E.  Rowe, 
two  members  of  the  board,  signed  a  report 
to  the  effect  that  they  thought  the  railway 
had  complied  with  all  the  orders  of  the 
board  relating  to  cars  and  is  now  using  a 
type  of  car  which  "renders  adequate  and 
satisfactory  service." 

G.  E.  Shand,  the  other  member  of  the 
board,  said  he  could  not  agree  that  the 
one-man  cars  now  being  used  are  accept- 
able, and  cannot  agree  that  they  fulfill 
the  orders  of  the  court  which  required 
that  the  system  be  equipped  with  "com- 
fortable up-to-date  cars."  The  cars  in 
use  in  Columbia,  he  said,  were  installed 
about  1922.  The  buses  in  use,  he  says,  are 
modern  and  the  trolley  cars  compare 
unfavorably  with  the  buses. 


Is  the  Taxi  a  Public  Utility? 

The  questions  of  whether  a  taxi  is  a  pub- 
lic utility  and  whether  the  number  to  be 
licensed  can  be  determined  on  the  basis  of 
"public  convenience  and  necessity"  are  ex- 
pected to  be  raised  in  a  suit  if  the  Cincin- 
nati City  Council  approves  the  report  of  its 
utilities  committee,  sustaining  Utilities 
Director  Gilman  in  denying  ten  additional 
taxicab  licenses  to  the  Parkway  Cab 
Company. 

Attorneys  representing  the  Parkway  Cab 
Company  say  that  if  City  Council  approves 
the  report  they  will  apply  to  the  Court  of 
Appeals  for  a  writ  of  mandamus  to  com- 
pel city  authorities  to  issue  the  additional 
licenses. 

Chairman  Pollak  of  the  utilities  commit- 
tee of  the  Council  insisted  that  the  taxicab, 
if  a  public  utility,  must  he  considered  in 
relation  to  all  local  means  of  transportation. 
He  said  that  the  question  of  taxi  fares 
should  be  discussed.  This  would  involve 
consideration  of  both  a  maximum  and 
minimum  fare,  or  a  classification  of  serv- 
ice as  to  rate  of  fare  and  quality  of  equip- 
ment, he  said. 

» 

New  Working  Agreement 
Plea  in  Indianapolis 

Failing  to  secure  an  eight-hour  working 
day,  a  seven-day  week  agreement  for  all 
employees  v.ith  time  and  a  half  for  over- 
time by  petitioning  the  Public  Service 
Commission,  employees  of  the  Indianapolis 
Street   Railway   have  taken   their   requests 


to   James    P.    Trenton,    company    superin- 
tendent. 

The  original  petition  laid  before  the  com- 
mission was  dismissed  on  the  grounds  that 
the  matter  should  first  be  taken  up  with 
the  company,  and  failing  an  agreement, 
referred  to  the  commission  for  consider- 
ation. The  new  petition  asks  recognition 
for  the  right  to  collective  bargaining. 


Baltimore's  Mixed  Chorus 

Back  in  1920,  a  male  chorus,  recruited 
from  the  ranks  of  the  platform  men,  was 
organized  under  the  patronage  of  the 
management  of  the  United  Railways  & 
Electric  Company,  Baltimore.  From 
the  large  number  of  men  who  presented 
themselves  for  a  test,  eighteen  were  se- 
lected and  rehearsals  started.  Six  months 
after  the  first  rehearsals  the  chorus  ar- 
rived at  that  state  of  proficiency  that 
warranted  its  public  appearances.  Ever 
since  then  the  chorus  has  been  giving 
concerts  before  civic  bodies  and  im- 
provement associations  and  at  club  func- 
tions,   banquets,    and    other    functions. 

The  success  of  the  male  chorus 
aroused  the  women  employees  of  the 
company  to  petition  the  management  to 
sanction  the  organization  of  a  chorus 
among  them.  To  this  the  management 
readily  assented,  and  the  Ladies'  Choral 
Club  was  formed  with  some  30  voices. 

This  chorus  was  successful  from  the 
very  beginning  and  has  appeared  fre- 
quently before  church  bodies,  business 
organizations  and  over  the  radio.  The 
members  of  the  Ladies'  Choral  Club  are 
all  in  the  general  offices  of  the  company. 

For  a  while  the  activities  of  the  male 
chorus  and  the  choral  club  were  entirely 
individual,  and  the  success  of  each 
prompted  the  idea  of  combining  them 
and  giving  joint  concerts,  a  portion  of 
the  program  being  given  by  each  sec- 
tion, and  the  latter  portion  by  the  en- 
semble. The  male  chorus  was  aug- 
mented to  give  proper  tonal  balance. 
The  choruses  still  rehearse  separately 
once  a  week,  but  hold  a  general  rehearsal 
monthly  in  quarters  provided  by  the  com- 
pany. 

Shortly  after  the  Christmas  holidays 
each  year  a  formal  concert  is  given  in 
one  of  the  large  auditoriums  in  Balti- 
more to  which  the  public  is  invited  free. 

A  dance  orchestra  assembled  within 
the  past  year  has  been  of  great  value 
in  providing  music  for  dances  follow- 
ing concerts  by  the  choruses  when  danc- 
ing  was   part   of   the   program. 


Baltimore  company's  mixed   chorus   in   public  demand 


Electric  Railway  Journal — November,  1931 
659 


Fare  Changes 


(Continued  from  Page  658) 
Cleveland,  Ohio  —  Approved  by  di- 
rectors of  the  Cleveland  Railway,  a 
5-cent  experimental  rate  is  in  effect  on 
the  Superior,  Payne  and  Wade  Park 
lines  betwen  the  Public  Square  and  East 
21st  Street.  Moreover,  a  proposal  to  sell 
passes  good  on  cars  during  off-peak 
hours  is  being  considered.  Revenue 
under  the  recently  adopted  plan  of  10 
cents  cash,  four  tickets  for  30  cents,  still 
shows  a  decrease  over  the  comparable 
period  last  year. 

Indianapolis,  Ind. — A  special  excur- 
sion fare  offering  a  round  trip  for  one- 
and-a-half  times  the  regular  one-way 
fare  was  placed  in  effect  on  all  lines  of 
the  Indiana  Railroad  System  during  the 
Indiana  State  Teachers'  Association 
meeting  here,  Oct.  22,  23  and  24.  Extra 
cars  were  placed  in  service  on  a  number 
of  regular  runs.  New  high-speed  cars, 
recently  purchased  by  the  system,  were 
successfully  operated  in  two  and  three- 
car  units. 

Trenton,  N.  J. — Application  has  been 
filed  with  the  Board  of  Public  Utility 
Commissioners  by  the  Reading  Com- 
pany for  an  increase  in  trolley  fare  for 
passengers  who  use  the  Trenton-Prince- 
ton Traction  Company's  line  within  the 
local  city  limits.  The  present  rate  of 
fare  is  3  cents.  The  company  would 
charge  8  cents.  For  many  years,  resi- 
dents of  Trenton  have  been  using  the 
Princeton  line's  trolleys  to  ride  within 
the  city  limits.  The  Trenton  Transit 
Company  maintains  an  8-cent  fare, 
-f 

Indianapolis,  Ind. — Representatives  of 
local  civic  clubs  have  asked  the  Board 
of  Public  Works  to  reduce  city  bus 
fares  from  10  cents  to  the  6i-cent  level 
in  force  on  street  cars.  The  buses  are 
operated  by  the  People's  Motor  Coach 
Company,  affiliated  with  the  Indian- 
apolis Street  Railway. 


Bus  Operations 


St.  Louis,  Mo. — The  Public  Service 
Commission  will  conduct  a  hearing  here 
on  Nov.  9  on  the  application  of  the  St. 
Louis  Public  Service  Company  to  sub- 
stitute service  by  bus  on  its  Jefferson 
Barracks  rail  line  and  on  a  part  of  its 
Natural  Bridge  line  between  Grand 
Boulevard  and  Kingshighway. 
-f 

Binghamton,  N.  Y.  —  The  Triple 
Cities  Traction  Corporation,  operating 
both  bus  and  railway  service  in  Bing- 
hamton, Endicott  and  Johnson  City,  plans 
to  substitute  service  by  bus  for  the  rest 
of  its  trolley  lines  in  the  three  cities  not 
later  than  May,  1932.  To  this  end,  the 
company  has  applied  to  the  Public  Serv- 
ice Commission  for  permission  to  make 
the  change.  The  substitution  program 
will  require  the  purchase  of  approxi- 
mately 60  bus  units  to  replace  the  34 
trolley  cars  now  in  use.  The  company 
plans  a  large  garage  and  service  station 
on  its  property  in  State  Street.  The 
cost  of  the  change  is  estimated  at 
$800,000. 


Change  of  Address 

ELECTRIC  RAILWAY  JOUR- 
NAL and  other  McGraw-Hill 
publications  are  now  located  in  the 
new  building  at  330  West  42d  Street, 
New  York,  built  to  bring  all  the 
operations  of  the  company  in  New 
York  together  in  one  place.  It  will 
facilitate  the  affairs  of  the  Journal, 
of  the  McGraw-Hill  Publishing  Com- 
pany, Inc.,  and  of  those  who  have 
occasion  to  address  the  Journal  if 
prompt  note  is  made  of  the  change  of 
address.  There  has  been  no  change 
in  the  telephone  address.  It  remains : 
Medallion  3-0700. 


Princeton,  W.  Va.  —  Officials  of  the 
Tri-City  Traction  Company  plan  to  ap- 
ply for  permission  to  operate  buses  be- 
tween Princeton  and  Bluefield  to  replace 
railway  service. 

>- 

Brooklyn,  N.  Y.— The  Brooklyn  Bus 
Corporation,  affiliated  with  the  Brook- 
lyn-Manhattan Transit  Corporation,  has 
placed  in  service  two  more  bus  routes 
of  the  twenty  routes  included  in  its 
franchise  contract  with  the  city  of  New 
York.  The  two  new  lines  are:  Route 
No.  9,  Staten  Island  Ferry-3rd  Avenue- 
60th  Street;  Route  No.  16,  Fort  Hamil- 
ton Parkway. 

-♦■ 

St.  Louis,  Mo.— The  State  Public 
Service  Commission  has  denied  the  ap- 
plication of  the  Ferguson-Wellston  Bus 
Company  for  a  certificate  to  operate  a 
bus  line  between  Ferguson  and  Floris- 
sant in  St.  Louis  County.  The  commission 
held  that,  under  the  State  bus  act,  it  has 
no  authority  over  bus  lines  operated 
within  municipal  confines  or  in  suburban 
territory.  The  commission  has  already 
authorized  the  St.  Louis  Public  Service 
Company  to  substitute  service  by  bus 
for  rail  service  on  its  Florissant  line 
north  of  the  Wabash  Railroad  tracks,  a 
distance  of  about  3  miles. 
■f 

Columbia,  S.  C.  —  Buses  of  the  Co- 
lumbia Railway,  Gas  &  Electric  Com- 
pany carried  348,925  passengers  during 
the  past  three  months  while  street  cars 
carried  257,587,  the  Supreme  Court  was 
told  on  Oct.  15  by  engineers  who  con- 
ducted a  survey  of  the  transportation 
situation  here  in  connection  with  the 
plan  looking  toward  a  complete  re- 
adjustment. 


Service  Changes 


Winston-Salem,  N.  C.  —  The  Alder- 
men will  be  asked  by  the  Southern  Pub- 
lic Utilities  Company  for  permission  to 
operate  an  experimental  bus  in  Buena 
Vista  and  place  its  street  cars  on 
twenty-minute  schedules  throughout  the 
day  except  during  the  rush  periods, 
when  a  ten-minute  schedule  will  be 
maintained. 

-f 

Los  Angeles,  Cal.— The  Pacific  Elec- 
tric Railway  has  asked  the  Railroad 
Commission  for  authority  to  reroute  its 
Los  Angeles-Hollywood- Venice  line  on 
week  days  into  the  subway  terminal  via 


Glendale  Boulevard  and  the  subway  in- 
stead of  via  Sunset  Boulevard  and  Hill 
Street.  The  routing  on  Sundays  is  to 
remain  as  at  present.  The  proposed 
change  will  result  in  better  operating 
conditions  and  will  permit  a  proper  co- 
ordination of  the  present  Hollywood 
Boulevard  local  service  with  the  through 
line.  Except  on  Sundays  traffic  on  the 
line  is  light  between  points  east  of 
Glendale  Boulevard  and  points  west  of 
West  Hollywood. 

■¥ 

Sandusky,  Ohio— The  Lake  Shore 
Coach  Company,  controlled  by  the  Lake 
Shore  Electric  Railway,  has  asked  the 
Ohio  Public  Utilities  Commission  for 
permission  to  abandon  its  Amherst- 
South  Amherst  line,  temporarily  sus- 
pend service  on  its  Lorain-Sandusky 
route  and  extend  its  Cleveland  line  to 
Sandusky,  via  Lorain  and  Amherst.  The 
hearing  has  been  scheduled  for  Nov.  20. 
-f 

Philadelphia,  Pa. — .According  to  the 
Philadelphio  Ledger,  the  franchise  rights 
of  the  underlying  company  of  the  Phila- 
delphia Rapid  Transit  Company,  traffic 
difficulties,  the  objections  of  Ridge 
Avenue  bu,«iness  interests,  the  cost  to 
the  P.  R.  T.,  all  stand  in  the  way  of 
making  the  stretch  of  Ridge  Avenue  be- 
tween Ninth  and  Broad  Streets  an 
unobstructed  outlet  for  traflSc  from  the 
Delaware  River  Bridge.  In  short,  so 
many  technical  and  financial  factors 
stand  in  the  way,  that  it  now  seems  to 
be  inevitable  that  the  surface  tracks  will 
have  to  go  back  on  Ridge  Avenue  when 
the  subway  construction  work  now 
under  way  is  completed.  The  plan  was 
to  divert  surface  cars  away  from  this 
thoroughfare. 


Financial  News 


Indianapolis,  Ind.— The  Indianapolis 
&  Southeastern  Railway,  operating  lines 
from  Indianapolis  to  Connersville  and 
Greensburg,  has  petitioned  the  Public 
Service  Commission  for  permission  to 
abandon  interurban  service  on  the  two 
lines.  In  the  meantime,  a  Chicago 
creditor  sought  the  appointment  of  a 
receiver  to  protect  an  unpaid  claim.  In 
filing  its  petition  for  abandonment  the 
company  stated  that  its  lines  earned 
only  $2,300  in  1930,  and  lost  more  than 
$14,000  in  the  first  seven  months  of 
1931. 

Cincinnati,  Ohio. — Figures  on  the  cost 
of  Cincinnati's  never-used  rapid  transit 
system,  not  previously  made  public, 
were  revealed  at  a  meeting  of  Federated 
Civic  Associations  by  Henry  Urner, 
auditor,  on  Oct.  27.  Total  cost  to  the 
taxpayers,  according  to  Mr.  Urner,  on 
the  "hole  in  the  ground"  as  it  now  is, 
will  be  $19,001,200.  A  way  is  being 
sought  to  utilize  the  transit  system  in 
its  present  uncompleted  form.  It  is 
estimated  that  $12,000,000  to  $18,000,000 
additional  would  be  required  to  develop 
the  system  to  make  it  usable.  Officials 
of  the  Cincinnati  Street  Railway  are 
understood  to  take  the  stand  that  the 
system  even  if  tied  in  with  its  lines 
could  not  be  made  to  pay  a  fair  return 
on  so  huge  an  investment. 


(.Continued  on  Page  662) 


Electric  Railway  Journal — Vol.75,  No.12 
660 


Pass  Authorized  for  Bus  Use 

In  the  matter  of  the  appHcation  of  the 
Washington  Rapid  Transit  Company,  re- 
questing authority  to  issue  and  sell  two 
classes  of  weekly  passes,  good  for  trans- 
portation on  its  various  lines  within  the 
District  of  Columbia,  the  Public  Utilities 
Commission  has  ordered : 

1.  That  the  Washington  Rapid  Transit 
Company  is  hereby  authorized  to  put  into 
effect  weelily  rates  for  transportation  on 
all  of  its  lines  operated  within  the  District 
of  Columbia.     The  rates  are  as  follows: 

(a)  Weekly  pass  good  for  transportation 
ot  bearer  on  the  lines  of  this  company 
within  the  District  of  Columbia  at  all  times 
during  the  week  for  which  issued  (from 
beginning  of  service  Sunday  morning  to 
close  of  service  Saturday  night),  to  be  sold 
for  $1.25.      (Not  redeemable.) 

(b)  Weekly  "Shopper-Theater"  pass 
good  for  transportation  of  bearer  on  the 
lines  of  this  company  within  the  District 
of  Columbia  during  the  week  for  which 
issued  (from  beginning  of  service  Sunday 
morning  to  close  of  service  Saturday  night) 
when  boarding  the  bus  during  the  follow- 
ing hours :  Week  days,  9  a.m.  to  4  p.m., 
and  after  6:30  p.m.;  Saturdays,  after  9 
a.m. ;  Sundays,  at  anytime.  This  weekly 
pass  to  be  sold  for  75  cents.  (Not  redeem- 
able.) 

2.  That  these  weekly  passes  be  sold  on 
buses  and  at  other  places  to  be  designated 
by  the  operating  company. 

The  commission  approved  these  reduced 
fares  effective  Oct.  18,  1931,  to  remain  in 
force  for  an  experimental  period  of  eleven 
weeks,  to  and  including  Jan.  2,  1932. 


Painting  the  Picture 
Differently 

Hearings  were  held  recently  at  Belle- 
ville, Neb.,  by  the  State  Railway  Com- 
mission on  the  plea  of  the  Omaha  & 
Southern  Interurban  Railway  operating 
between  South  Omaha  and  Fort  Crook, 
for  authority  to  substitute  buses  for 
rail  service  over  the  8-mile  road.  Two 
hundred  persons  from  the  territory 
served  appeared  in  protest,  but  the  com- 
mission announced  that  unless  the  com- 
pany was  allowed  to  make  the  substitu- 
tion it  would  not  be  able  to  prevent  it 
from  carrying  out  its  determination  to 
suspend  all  service.  Opposition  came 
largely  from  owners  of  unsold  suburban 
lots  and  commuters  since  the  route  to 
be  followed  by  the  buses  will  open  up 
new  territory.  The  company  is  owned 
by  the  Omaha  &  Council  Bluffs  Street 
Railway.  The  accumulated  deficit  is 
$30,000.  Patrons  complained  that  the 
servicing  charges  of  the  parent  company 
and  the  division  of  transfer  receipts  were 
unfair  to  the  interurban.  Members  of 
the  commission  recalled  that  when  the 
affairs  of  the  parent  company  were 
under  scrutiny  two  years  ago  patrons  of 
that  company  complained  that  the  inter- 
urban was  in  effect  subsidized  by  the 
city  railway. 


tion"  and  (2)  the  basis  of  competition 
with  the  street  railways  is  "unfair  and 
discriminatory." 

While  the  brief  makes  no  direct  plea 
for  a  return  to  meter  operation,  it  de- 
nounces the  zone  system  and  the  present 
low  rates  of  fare.  As  to  the  flat-rate 
charge,  the  company  contends  that  the 
"public  is  in  no  way  protected  against 
exorbitant  or  discriminatory  charges." 

The  low  fare  enables  the  public  "to 
secure  transportation  at  far  below  the 
actual  legitimate  cost,"  the  petition  states, 
and  "by  such  an  unfair  basis  of  competi- 
tion there  is  diverted  from  the  street  rail- 
roads a  large  proportion  of  their  legitimate 

patronage." 

*- 

Move  for  Substitution 
in  Milwaukee 

Fifty  Shorewood  residents,  living  on 
North  Downer  Avenue  and  adjacent  streets 
between  East  Edgewood  Avenue  and  East 
Capitol  Drive,  recently  asked  the  village 
board  to  take  steps  to  have  service  by  bus 
substituted  for  the  present  trolley  service 
by  the  Milwaukee  Electric  Railway  & 
Light  Company.  The  company  is  open- 
minded  in  the  matter  although  it  has  con- 
siderable, money  invested  in  tracks  on  the 
Downer  Avenue  line.  Moreover,  the  Shore- 
wood  board  on  Oct.  12  passed  an  ordinance 
ordering  the  company  to  move  its  present 
bus  parking  space  at  East  Capitol  Drive 
and  North  Downer  Avenue  from  the  south 
side  of  Capitol  Drive  west  of  Downer  to 
the  east  side  of  Downer  Avenue  north  of 
Capitol  Drive  to  take  effect  on  Nov.  1. 
The  company  contended  that  an  order  to 
change  the  parking  space  should  come  only 
from  the  Public  Service  Commission. 


Brief  Submitted  Covering 
Taxis  in  Washington 

The  Capital  Traction  Company.  Wash- 
ington, D.  C,  on  Oct.  26.  submitted  a  brief 
to  the  Public  Utilities  Commission  asking 
that  the  taxicab  industry  be  so  regulated 
that  it  will  not  offer  unfair  competition 
to  the  street  railways.  The  brief  consti- 
tuted a  summary  of  the  company's  testi- 
mony at  the  hearing  recently  together  with 
arguments  and  references. 

Two  principal  points  are  made  in  the 
document :  CD  The  taxicab  industry  's 
"in  a  most  chaotic  and  unregulated  condi- 


Seattle  School  Fare  Liberalized 

School  children  of  Seattle,  Wash.,  wi  '1 
be  given  the  privilege  of  riding  the  Mu- 
nicipal Railway's  cars  and  buses  on  Satur- 
days at  their  regular  schoolday  rate  of  2i 
cents,  effective  at  once.  The  Utilities  Com- 
mittee, in  granting  the  action,  turned  down 
a  counter  proposal  from  A.  E.  Pierce,  act- 
ing superintendent  of  the  railway  system, 
that  a  new  school  fare  of  5  cents  every  day 
he  adopted  for  school  children  instead  of 
extending  the  privileges  of  the  present  fare 
to  include  Saturday.  The  hours  for  school 
tokens  are  from  6  a.m.  to  6  p.m. 

Councilman  Ralph  Nichols  protested  on 
the  ground  that  the  railway  is  not  paying; 
that  the  Council  should  not  act  contrary 
to  recommendations  of  officials  of  the 
Municipal  Railway,  and  that  it  should  give 
all  possible  support  to  Mr.  Pierce  and  the 
recently  appointed  Street  Railway  Com- 
mission. Use  of  school  tokens,  except  on 
school  days,  was  suspended  at  the  end  of 
the  vacation  period,  during  which  children 
were  allowed  to  ride  to  and  from  the 
parks,  beaches  and  other  summer  attrac- 
tions  at   the    regular   2J-cent   school   fare. 

In  submitting  his  counter  proposal  Mr. 
Pierce  declared  that  the  2i-cent  token  fare 
is  being  "grossly  abused."  He  pointed  out 
that  the  hours  for  school  fares  have  been 
so  greatly  extended,  along  with  vacation 
and  Sunday  privileges,  "that  even  young 
men  and  women  of  20  or  21  years  enrolled 
in  mechanical  and  beauty  culture  courses 
use  school  fares."  Mr.  Pierce  contends 
that  this  constitutes  a  serious  loss  of  rev- 
enue to  the  railway. 


San  Bernardino  Service  Cut 

The  application  of  Pacific  Electric  Rail- 
ways to  reduce  its  service  and  rearrange 
its  schedules  on  its  Los  Angeles-San  Ber- 
nardino branch  has  been  granted  by  the 
California  Railroad  Commission.  The 
change  will  save  approximately  $3,000  a 
month  by  reducing  the  present  operation 
from  4,200  car-miles  per  day  to  about  3,700. 
During  the  hearing  the  railway  amended 
its  schedule  as  first  proposed  to  provide 
for  an  additional  trip  during  the  evening 
peak  hours.  At  the  hearing  it  developed 
that  the  number  of  fare  passengers  using 
this  service  had  decreased  from  1,406,455 
from  January  to  August,  inclusive,  in  1929, 
to  1,198,583  for  the  similar  period  in  1930, 
and  1,041,176  for  the  like  period  in  1931. 
Revenue  for  the  corresponding  months 
dropped  from  $484,674  in  1929  to  $451,406 
in  1930,  and  to  $382,591  in  1931. 


Parking  Still  a  Problem 

In  order  to  determine  the  parking 
facilities  that  can  be  provided  for  the 
20,000  government  employees  who  will 
soon  occupy  the  new  buildings  in  the 
triangle  area,  the  Treasury  Department 
has  recently  completed  a  survey  of  the 
situation.  The  results  of  this  survey 
are  not  being  announced  at  this  time,  but 
it  is  understood  that  it  has  been  ascer- 
tained that  a  large  expenditure  would 
be  necessary  to  furnish  sufficient  park- 
ing accommodations  for  the  govern- 
ment employees  who  drive  their  cars  to 
work.  Previous  counts  have  disclosed 
that  one-third  of  the  total  number  of 
government  employees  ride  down  to 
their  offices  in  automobiles.  Heretofore, 
street  space  has  been  available,  but 
among  many  officials  the  attitude  pre- 
vails that  it  is  not  incumbent  on  the 
government  to  supply  parking  facilities 
for  its  employees  —  particularly  when 
mass  transportation  facilities  are  avail- 
able. Furthermore,  the  point  is  made 
that,  in  developing  the  triangle  area  for 
park  purposes,  nothing  should  be  done 
to  reduce  the  number  of  street  car  and 
bus  lines  serving  the  section.  Tentative 
plans  under  consideration  by  those  in 
charge  of  the  park  development  call  for 
the  removal  of  some  of  the  street  car 
lines  and  the  closing  up  of  some  of  the 
streets  that  transverse  the  area.  Traffic 
experts  believe  that  the  situation  will  be 
made  worse  if  too  much  stress  is  laid 
on  park  development  at  the  expense  of 
transportation  facilities. 


Trolley  Buses  for  Fitchburg 

All  street  cars  of  the  Fitchburg  & 
Leominster  Street  Railway,  Fitchburg, 
Mass.,  are  to  be  replaced  with  trolley 
buses.  The  mileage  of  trolley  bus  oper- 
ation will  be  12  miles  of  double  route. 
Tracks  now  in  the  street  will  be  covered 
with  asphalt  to  give  a  smooth  surface. 
Orders  have  been  placed  with  the  Brill 
Company  for  seven  trolley  buses,  each 
seating  40  passengers,  at  a  cost  of 
$80,000.  The  Ohio  Brass  Company  will 
supply  the  overhead  at  a  cost  of  $35,000. 
The  General  Electric  Company  will 
supply  the  motors  and  control.  Trolley 
bus  operation  is  expected  to  start  soon 
after  Jan.  1.  Headways  will  be  reduced 
from    30    to    20    minutes. 


Electric  Railway  Journal — November,  1931 
661 


Chicago  "El"  Sustained 
in  Fare  Case 

Deciding  in  the  Chicago  Rapid  Transit 
rate  case  that  the  city  of  Chicago  has  no 
status  separate  from  the  Illinois  Com- 
merce Commission  and  the  attorney  gen- 
eral of  the  State,  the  United  States 
Supreme  Court  has  dismissed  the  appeal 
filed  by  the  city  in  an  effort  to  bring 
about  lower  fares  on  the  elevated  lines. 
Specifically,  the  city  sought  to  have  an 
injunction  set  aside  by  which  the  elevated 
lines  have  prevented  the  enforcement  of  a 
lower  rate  schedule  ordered  by  the  Illinois 
Commerce  Commission. 

The  city  of  Chicago  was  permitted  1o 
intervene  in  the  original  injunction  suit  in 
the  district  court.  Upon  the  submission 
of  a  report  of  a  special  master  appointed 
in  the  case,  the  district  court  held  that 
the  rates  prescribed  by  the  commission 
were  confiscatory,  and  granted  a  perma- 
nent injunction  against  the  enforcement 
of  the  order.  It  was  brought  out  that  the 
commission,  while  denying  that  the  pre- 
scribed rates  were  confiscatory,  introduced 
no  evidence  before  the  master  or  the  court 
and  took  practically  no  part  in  the  pro- 
ceedings. 

It  is  pointed  out  in  the  order  of  the 
Supreme  Court  dismissing  the  appeal  that 
the  Illinois  Commerce  Commission  and  the 
attorney  general  of  the  State  were  not 
parties  to  the  appeal.  The  report  of  the 
special  master  dealt  with  the  evidence  in 
detail.  It  was  stated  in  this  report  that 
the  value  of  the  Chicago  Rapid  Transit 
properties  is  not  less  than  $125,000,000 
and  that  the  company  is  entitled  to  a  return 
of  7i  per  cent  a  year  upon  this  value. 


G.  E.  Employees  Accept  New 
Unemployment  Relief  Plan 

Employees  of  the  General  Electric  Com- 
pany have  accepted  the  new  unemployment 
relief  plan,  a  tabulation  of  the  votes 
announced  on  Oct.  28,  showing  that  89.S 
per  cent  of  employees  eligible  to  vote  had 
cast  their  ballots  and  that  97  per  cent  of 
these  ballots  favored  adoption  of  the  plan. 

The  total  number  of  eligibles  is  slightly 
more  than  39,000.  These  are  employees 
who  are  members  of  the  original  and  basic 
unemployment  pension  plan  adopted  by 
employee  vote  on  Aug.  1,  1930.  The  num- 
ber of  votes  cast  thus  far  for  the  new 
plan  is  approximately  35,000.  It  was  an- 
nounced that  voting  would  continue  until 
Nov.  1  to  permit  participation  by  employees 
who  were  absent. 

The  plan  provides  for  rotation  of  avail- 
able work  and  other  means  by  which 
hourly-rated  and  piecework  employees  on 
the  payroll  on  Nov.  1  may  be  assured  of 
receiving,  during  the  following  six  months, 
not  less  than  the  equivalent  of  one-half 
of  their  average  full-time  weekly  earnings 
up  to  an  average  of  $15  per  week,  and 
their  actual  earnings  in  case  the  latter 
amount  to  more  than  $15  per  week. 

The  unemployment  emergency  fund  of 
the  company,  to  which  those  employees 
earning  50  per  cent  or  more  of  their 
average  full-time  earnings  (including  all 
office,  administrative  and  executive  em- 
ployees and  officials  of  the  company)  now 
contribute  1  per  cent  of  their  earnings 
will  be  augmented  on  Nov.  1  by  increasing 
this  contribution  to  2  per  cent,  the  com- 


pany contributing  an  equal  amount.  The 
plan  has  been  approved  in  principle  by 
the  board  of  directors,  and  in  case  these 
provisions  prove  inadequate,  the  board  will 
be  asked  to  authorize  additional  payments 
to  the  fund  by  the  company,  without  addi- 
tional payments  by  employees. 


Financial  News 


(Continued  jrom  Page  C60) 

New  York,  N.  Y. — In  discussing  the 
future  of  the  Belt  Line  Railway  Cor- 
poration, the  sole  remaining  active  prop- 
erty of  which  is  the  59th  Street  cross- 
town  line,  S.  W.  Huflf,  president  of  the 
Third  Avenue  Rajlways,  said  on  Oct.  26 
that  at  the  foreclosure  proceedings  last 
spring  his  company  bid  for  the  belt  line 
property,  but  continued  to  operate  it  as 
a  separate  company.  The  sale  was  ap- 
proved about  ten  days  ago  by  the  Tran- 
sit Commission,  and  as  soon  as  the  ab- 
sorption plans  are  completed  the  old 
name  will  be  dropped.  The  line  makes  a 
profit,  and  will  be  useful  for  tie-in  with 
the  Third  Avenue  system. 

Steubenville,  Ohio — The  State  Utili- 
ties Commission  has  set  Nov.  12  as  the 
date  for  a  hearing  of  the  application  of 
the  Union  Motor  Transit,  Inc.,  to  sell 
its  operating  certificates  and  22  buses 
to  the  Penn  Bus  Company,  Martins 
Ferry,  for  $90,834. 

■f 

Baltimore,  Md. — The  United  Railways 
&  Electric  Company  is  planning  to  place 
its  request  for  relief  from  paying  the 
park  tax  before  the  members  of  the 
City  Council.  This  action  will  be  taken 
as  a  result  of  Mayor  Jackson's  sugges- 
tion that  the  subject  go  before  the  Coun- 
cil. It  is  expected  that  the  request  will 
be  in  the  form  of  an  ordinance.  The 
latest  issue  of  Trolley  Nnvs,  published 
by  the  railway,  is  devoted  almost  en- 
tirely to  the  subject.  On  the  front 
appears  a  reproduction  of  a  sign  reading 
"Motorists!  Use  and  enjoy  Baltimore's 
beautiful  park  system  built  and  kept  up 
for  72  years  by  street  car  revenues — 
now  more  than  $1,000,000  a  year." 

St.  Louis,  Mo.— The  State  Board  of 
Tax  Equalization  on  Oct.  20  voted  two 
to  one  to  reduce  the  tax  valuation  of 
the  St.  Louis  Public  Service  Company 
from  $40,001,026  as  recommended  by  the 
State  Tax  Commission  to  $35,000,000. 
The  reduction  will  probably  cut  the 
company's  tax  bill  this  year  $130,000. 
The  $40,001,026  recommended  by  the 
State  Tax  Commission  was  approxi- 
mately the  amount  agreed  upon  by  the 
company  and  tax  authorities  of  St.  Louis 
and  St.  Louis  County  early  this  year 
after  the  company  had  resisted  in  the 
courts  the  $44,482,395  tax  assessments 
made  by  the  State  in  1930.  Through 
consent  decrees  in  the  St.  Louis  and  St. 
Louis  County  Circuit  Courts  the  assess- 
ments were  reduced  to  $40,001,894.  That 
reduction  cut  the  company's  1930  tax 
bill  by  $115,838.  The  reduction  just 
approved  means  the  company's  tax  bill 
this  year  will  be  $245,000  below  the 
original  assessment  for  1930.  The  com- 
pany sought  to  be  taxed  on  $30,000,000 
this  year. 


Memphis,  Tenn. — The  assessment  of 
the  Memphis  Street  Railway  for  pur- 
poses of  taxation  has  been  decreased 
from  $8,000,000  to  $7,500,000. 

East  Liverpool,  Ohio — J.  D.  Deweese 
has  been  discharged  as  receiver  for  the 
Youngstown  &  Ohio  River  Railroad,  an 
electric  line  running  between  Salem  and 
East  Liverpool,  abandoned  several 
months  ago.  An  order  entered  by  Judge 
Lones  in  Common  Pleas  Court  directed 
Mr.  Deweese  to  turn  over  all  railroad 
records  in  his  possession  to  Briggs  & 
Turvais,  Blue  Island,  III.,  who  pur- 
chased the  property  for  dismantling.  The 
application  of  the  receiver  for  confirma- 
tion of  all  reports  has  been  sustained, 
and  accounts  have  been  approved  as 
modified. 

■f 
Newark,  N.  J. — Theodore  Boettger 
has  been  elected  a  director  of  the  Public 
Service  Corporation  of  New  Jersey  to 
fill  the  vacancy  caused  by  the  death  of 
Uzal  H.  McCarter. 

-f 
St.  Louis,  Mo.— The  State  Public 
Service  Commission  will  conduct  a  pub- 
lic hearing  at  Jefferson  City  on  Nov.  17 
on  the  application  of  the  St.  Louis 
Public  Service  Company  for  permission 
to  sell  its  two  power  plants  to  the 
Union  Electric  Light  &  Power  Company 
and  to  enter  into  a  new  service  contract 
with  the  power  company. 

-f 
New  York,  N.  Y.— J.   V.   Davies  has 
been  elected  a   director  of  the   Hudson 
&   Manhattan    Railroad   to   succeed   the 
late  William  H.  Williams. 

-f 
Boston,  Mass. — Governor  Ely  has  re- 
appointed Henry   I.   Harriman  of  New- 
ton   as    a    trustee    of    the    Metropolitan 
Transit  District. 

■f 
New  York,  N.  Y. — The  Common- 
wealth &  Southern  Corporation  has  de- 
clared for  six  months  ending  March  1, 
1932,  a  dividend  of  15  cents  on  the 
common,  payable  March  1,  1932  to  stock 
of  record  of  Feb.  5,  against  previous 
declaration  of  10  cents  quarterly.  The 
company  stated  it  deemed  it  wise  to 
reduce  the  current  dividend  to  a  rate 
which  is  well  within  present  earnings. 


Regulation  and  Legal 


Rochester,  N.  Y. — The  New  York 
Central  Railroad  is  opposing  franchises 
granted  to  Rochester,  Niagara  Falls  & 
Buffalo  Coach  Lines,  Inc.,  successor  to 
the  electric  railway  of  similar  name,  by 
Public  Service  Commission.  Illegal  com- 
petition with  its  passenger  service  be- 
tween Albany  and  Buffalo  is  charged  by 
the  road. 

Reading,  Pa.  —  The  Public  Service 
Commission  has  decided  in  the  case  of 
the  Reading  Transit  Company  against 
the  Central  Taxicab  Company  that  a 
taxicab  company  which  makes  a  prac- 
tice of  calling  for  certain  school  children 
and  taking  them  to  and  from  school  is 
not  violating  the  terms  of  its  certificate. 
The  record  showed  that  the  taxi  com- 
(.Continued  on  Page  663) 


Electric  Railway  Journal — Vol.75,  No.12 
662 


Calumet  District  Sale 
Approved 

The  Public  Service  Commission  of 
Indiana  has  authorized  the  sale  of  the 
Calumet  Railways,  Inc.,  the  Shore  Line 
Motor  Coach  Company  and  the  Mid- West 
Motor  Coach  Company,  all  properties  of 
■the  Midland  United  Company,  Chicago,  to 
the  Chicago  &  Calumet  District  Transit 
Company,  controlled  by  Walter  J.  Cum- 
mings,  Chicago.  All  three  transportation 
units  operate  in  the  Calumet  region  of 
Indiana,  chiefly  in  Hammond,  East  Chi- 
cago and  Whiting  and  between  these  cities 
and  Chicago. 

The  Cummings  organization  will  ulti- 
mately pay  $1,050,000  for  the  properties. 
Under  an  agreement  approved  by  the  com- 
mission the  purchasers  will  pay  $5,250 
every  three  months  for  50  years,  begin- 
ning Oct.  1,  1931.  The  sale  involves  27 
street  cars  of  the  Calumet  Railways,  Inc., 
and  110  buses  of  the  Shore  Line  and  the 
Mid-West  companies.  Maintenance  equip- 
ment is  also  included.  The  new  com- 
pany is  to  lease  the  garage  of  the  Shore 
Line  Motor  Coach  Company  in  Hammond 
for  a  period  of  five  years  and  will  estab- 
lish headquarters  there. 

Mr.  Cummings  is  to  spend  $150,000  in  a 
general  reorganization  of  the  three  car- 
riers. The  street  car  line  will  be  the  back- 
bone of  the  system,  with  the  buses  in 
general  acting  as  feeders.  More  money 
will  be  spent  on  trolley  buses  and  other 
improvements  as  fast  as  conditions  war- 
rant. All  this  will  be  done  without  apply- 
ing for  new  operating  franchises  in  any  of 
the  aflfected  cities.  The  new  company 
will  operate  under  the  present  franchises 
and  the  permits  of  necessity  and  con- 
venience. 

The  Midland  United  Company  had  orig- 
inally applied  to  the  Indiana  Commission 
for  permission  to  discontinue  the  operation 
of  the  Calumet  Railways,  Inc.,  after 
attempts  to  obtain  a  "service-at-cost"  fran- 
chise in  Hammond,  East  Chicago  and 
Whiting  had  been  unsuccessful.  Its  re- 
quest to  discontinue  was  granted  by  the 
commission,  but  later  the  plea  was  with- 
drawn when  Mr.  Cummings  arranged  to 
purchase  the  properties. 


Receiver  for  Fort  Wayne- 
Lima  Road 

Frank  H.  Cutshall,  president  of  the  Old 
First  National  Bank  &  Trust  Company, 
Fore  Wayne,  recently  took  over  the  oper- 
ation of  the  Fort  Wayne-Lima  Railroad  as 
federal  court  receiver.  Subsequently,  Mr. 
Cutshall  and  Frank  C.  Kahle,  Lima,  Ohio, 
were  named  ancillary  receivers  for  the 
company  in  Ohio  by  the  Northern  Ohio 
District  Federal  Court  at  Toledo.  The 
court  ordered  operation  of  the  65-mile  line 
from  Fort  Wayne  to  Lima,  Ohio,  to  be 
continued.  The  petition  asking  for  ap- 
pointment of  a  receiver  charged  that  the 
company  was  insolvent,  owing  large  sums 
for  track  and  terminal  rentals  in  Indiana 
to  the  Indiana  Service  Corporation  and  to 
the  Lima  Street  Railway.  The  company 
has  about  $440,000  of  mortgage  bonds  out- 
standing and  owes  approximately  $75,000 
to  general  creditors. 

The  road  forms  an  important  link  in  the 
electric  railway  systems  of  Indiana  and 
Ohio.  It  has  been  operated  by  the  Indiana 
Service  Corporation  for  a  number  of  years 
and  will  continue  so  under  the  receiver. 


Regulation  and  Legal 


{Continued  from  Page  662) 
pany  had  been  transporting  a  group  of 
school  children  to  and  from  several 
schools  on  regular  school  days  under 
an  arrangement  made  with  the  parents 
of  the  children  to  call  every  morning, 
transport  the  children  to  school  and 
return  them  to  their  homes  in  the 
afternoon.  Regular  meter  rates  were 
charged  for  this  service  under  a  tariff 
that  provided  the  same  rate  for  one  or 
five  persons.  At  the  hearing  an  officer 
of  the  company  testified  that  where 
there  were  small  children,  no  ex!tra 
charge  was  made  if  the  number  ex- 
ceeded five. 

Washington,  D.  C. — In  indicating  his 
intention  to  reintroduce  his  bus  regula- 
tion bill  next  session.  Senator  Couzens, 
chairman  of  the  Interstate  Commerce 
Committee,  has  announced  his  intention 
of  including  trucks.  Senator  Couzens 
is  not  in  sympathy  with  the  proposals 
that  the  dominant  feature  of  regulation 
should  be  devoted  to  reducing  the  com- 
petition of  buses  and  trucks  on  the  rail- 
roads. Since  highway  transportation  is 
becoming  more  important  to  the  country 
every  year,  he  is  understood  to  feel  that 
whatever  legislation  is  decided  upon 
should  be  designed  to  promote  rather 
than  to  restrict  the  bus  and  truck 
industry. 

-f 

Omaha,  Neb. — -The  Omaha  &  Council 
Bluflfs  Street  Railway  says  of  Commis- 
sioner Koutsky's  proposal  that  the  city 
ask  the  Nebrsaka  State  Railway  Com- 
mission to  establish  a  5-cent  street  car 
fare  in  Omaha,  that  it  is  a  continuation 
of  the  commissioner's  purpose  to  make 
the  street  railway  his  political  football. 
If  the  city  applies  for  a  5-cent  fare,  the 
company's  answer  will  be  that  the  pres- 
ent fare  does  not  give  a  return  on  the 
fair   value   of  the   property. 


General 


Brooklyn,  N.  Y.  —  The  Downtown 
Brooklyn  Association  has  retained  Day 
&  Zimmerman  to  make  a  survey  of  the 
Fulton  Street  elevated  line  of  the 
Brooklyn-Manhattan  Transit  Corpora- 
tion to  determine:  Its  value,  present  and 
future,  to  the  downtown  business  sec- 
tion; and  the  value  to  that  section  of  its 
removal  with  the  substitution  of  the 
four-track  subway  now  in  course  of  con- 
struction and  intended  to  take  its  place 
as  a  traffic  carrier. 

Oakland,  Cal.— B.  W.  Campbell,  A.  B. 
Peterson  and  R.  F.  Gutchard  have  sub- 
mitted an  application  before  the  Council 
for  a  franchise  to  operate  freight  lines 
on  Poplar  Street  from  Third  to  Twelfth 
Streets.  About  two  years  ago,  the 
predecessor  to  the  present  East  Bay 
Street  Railway  asked  a  revocable  per- 
mit for  a  spur  track  connecting  the  Key 
Route  at  Twelfth  Street  and  Poplar 
and  the  Western  Pacific  main  line  at 
Third  and  Poplar,  thus  creating  a  pro- 
posed belt  line  service  which  would  link 
many  industrial  plants  to  both  railroads. 


Indianapolis,  Ind. — The  Store-Door 
Delivery  Corporation,  a  motor  trucking 
concern,  has  petitioned  the  Public  Serv- 
ice Commission  for  permission  to  oper- 
ate twelve  motor  freight  lines  through- 
out Indiana.  If  established,  most  of 
the  routes  would  parallel  existing  inter- 
urban  routes  but  some  would  replace 
railway  routes  withdrawn. 
■¥ 

Toronto,  Ont.  —  Facing  a  continued 
reduction  in  the  number  of  passengers 
carried  and  the  consequent  decrease  in 
revenue,  the  Toronto  Transportation 
Commission,  operating  the  local  city- 
owned  railway  and  bus  lines,  has  been 
forced  to  adopt  a  program  of  economy 
consistent  with  the  eiScient  operation  of 
the  system.  In  keeping  with  other 
economies,  it  has  accordingly  been  de- 
cided to  reduce  the  size  of  The  Coupler, 
employee  publication,  from  twelve  to 
four  pages,  through  greater  condensation. 
-f 

Vancouver,  B.  C.  • —  Work  is  being 
completed  on  the  installation  of  a  num- 
ber of  the  latest  type  fluted-steel  trol- 
ley poles  on  Granville  Street  along  sec- 
tors between  Broadway  and  Sixteenth 
Avenue  and  2Sth  to  41st  Avenues.  The 
new  poles  carry  ornamental  lighting  fix- 
tures besides  holding  the  street  rail- 
way wires.  The  electrical  engineering 
department  of  the  British  Columbia 
Electric  Railway  has  already  made  sev- 
eral installations  of  this  kind  on  the 
main  streets  here.  Forrnerly,  wooden 
poles  held  the  trolley  wire,  and  lighting 
standards  were  set  alongside. 

Worcester,  Mass. — Negotiations  be- 
tween the  Boston,  Worcester  &  New 
York  Street  Railway  and  the  State  De- 
partment of  Public  Works  have  failed 
to  produce  an  agreement  to  have  the 
company  remove  the  rails  from  the 
S-mile  stretch  interrded  for  use  as  part 
of  the  Boston  and  Worcester  super- 
highway from  Framingham  Center  to 
the  Wellesley  line.  The  railway  is  dis- 
satisfied with  the  price  which  the  State 
is  prepared  to  pay,  and  the  Public  Works 
Department  is  going  ahead  with  plans 
on  the  assumption  that  the  rails  will 
still  be  there  when  construction  begins. 
The  Boston,  Worcester  &  New  York 
now  runs  trolley  cars  from  Boston  to 
Framingham,  but  from  there  buses  are 
employed  to  Worcester.  The  railway  at 
the  same  time  runs  a  bus  line  between 
Boston  and  Worcester  by  way  of  Marl- 
boro,  Waltham   and   Watertown. 

Jacksonville,  Fla.  —  Negotiations  be- 
tween representatives  of  the  Jackson- 
ville Traction  Company  and  members 
of  the  City  Council's  Special  Franchise 
Committee  appear  to  be  moving  toward 
settlement.  At  a  conference  between 
the  company  representatives  and  the 
committeemen,  the  latter  made  it  plain 
that  they  would  favor  a  franchise  that 
will  relieve  the  city  of  the  $155,000  bond 
debt  it  will  acquire  Jan.  1  by  annexa- 
tion of  South  Jacksonville.  That 
amount  is  represented  in  outstanding 
bonds  on  the  municipally  owned  South 
Jacksonville  Street  Railway.  Views  of 
the  committeemen  were  expressed  after 
railway  officers  had  submitted  a  new 
proposal  to  give  the  city  $155,000  of  64 
per  cent  income  bonds  for  the  South- 
side  lines  as  a  concession  toward  ob- 
taining a  new  franchise. 


Electric  Railway  Journal — November, 1931 
663 


Able  Analysis  of 
Seattle  Municipal 
System's  Troubles 

In  a  report  on  the  Municipal  railway, 
Philip  Tindall,  president  of  the  Seattle 
City  Council, 'expresses  a  hope  for  the 
future  security  of  the  system,  under  the 
unhampered  expert  management  and  re- 
vised debt-payment  contract  now  sought 
for  it.     He  advocates: 

1.  Transfer  of  contributions  of  $150,000 
a,  year  to  the  railway  trainmen's  pension 
fund  from  the  railway  budget  to  the  gen- 
eral fund. 

2.  Reduction  by  J533,000  a  year  in  pay- 
ments, interest  and  principal  to  the  Puget 
Sound  Power  &  Light  Company. 

3.  A  decrease  of  J58,000  a  year  in  the 
railway's  power  bill. 

These  three  measures,  he  states,  would 
save  the  railway  system  about  $741,000 
a  year.  He  attributes  the  present  finan- 
cial difficulties  of  the  railway  to  four 
primary  causes: 

1.  Inadequate  and  diminishing  revenues, 
due  to  loss  of  patronage  and  to  insufficient 
early  fares. 

2.  Excessive  cost  of  rehabilitating  and 
maintaining  the  system,  due  to  its  run-down 
condition  when  acquired  by  the  city. 

3.  Excessive  interest  payments  on  the 
purchase  price  bonds,  due  to  excessive  price 
agreed  to  be  paid  for  the  system. 

i.  Excessive  payments  on  the  principal 
of  the  purchase  price  bonds. 

Councilman  Tindall  declares  that  with 
"half  a  chance"  the  railway  will  pull 
through  successfully.  He  is  opposed  to 
abandoning  it  as  a  municipal  enter- 
prise. 

The  Tindall  report  shows  that  at  the 
close  of  1930,  the  system,  in  addition 
to  meeting  the  costs  of  operation  and 
maintenance,  had  paid  $7,324,100  on  the 
principal  and  $7,962,272  interest  on  its 
various  utility  and  revenue  bonds  and 
warrants.  The  interest  on  $775,000  of 
general  bonds  had  been  paid  from  taxa- 
tion. It  had  paid  eight  installments 
aggregating  $6,664,000  on  the  principal 
of  the  $15,000,000  purchase  price  bonds. 
With  one  more  installment,  the  purchase 
price  would  have  been  half  paid.  This, 
Councilman  Tindall  contends,  is  a  re- 
markable record. 

His  report  points  out  that  the  lines 
sustained  a  staggering  cash  deficit  dur- 
ing the  first  year  and  nine  months  of 
city  ownership  due  to  the  inadequacy 
of  the  5-cent  and  6J-cent  fares.  With 
the  inauguration  of  8i  cent  fare  at  the 
beginning  of  1921,  a  start  was  made 
toward  reduction  of  the  deficit.  The  re- 
turn to  the  5-cent  fare  for  108  days  in 
1923  resulted  in  a  decrease  of  $518,139 
in  revenues  that  year.  This,  added  to 
the  weight  of  other  factors,  has  made 
recovery  from  the  original  cash  deficit 
impossible.  At  the  close  of  1930,  the 
cash  deficit,  notwithstanding  the  mora- 
torium, amounted  to  $812,435. 

Analysis  of  Mr.  Tindall's  report  shows 
that  11,673,790  fewer  pay  passengers 
used  the  municipal  lines  in  1930  than 
in  1921,  the  first  year  under  the  8i  cent 
fare,  and  that  the  revenues  were  $942,- 
171  less  in  1930  than  in  1921.  He  con- 
tends that  the  revenues  since  1921  were 
$4,001,047  less  than  they  would  have 
been  had  the  patronage  continued  as  it 
was  that  year,  and  had  the  5-cent  fare 
not  been  restored  for  108  days  in  1923. 

Because  of  the  run-down  condition  of 


Coming  Meetings 

Nov.  19-30 — Middle  Atlantic  States 
Equipment  Men's  Association,  York, 
Pa. 

Jan.  27-29,  1932 — Electric  Railway 
Association  of  Equipment  Men, 
Southern  Properties,  Richmond,  'Va. 


the  tracks  and  equipment  when  the  pur- 
chase was  made,  the  report  cites,  main- 
tenance alone  cost  $9,748,596  up  to  the 
end  of  1930,  while  extensions  and  better- 
ments cost  $2,532,143,  a  total  of  $12,280,- 
738  in  approximately  twelve  years.  This, 
the  report  declares,  is  far  in  excess  of 
the  amount  applied  to  other  systems. 
Mr.  Tindall  holds  that  the  city  paid  at 
least  $5,000,000  too  much  for  the  system, 
and  that  the  interest  on  this  excess 
price  has  amounted  to  $3,000,000  since 
the  system  was  bought.  The  report 
holds  that  the  original  contract  should 
have  spread  the  payments  designed  to 
liquidate  the  cost  over  40  years. 

Among  secondary  causes  for  the  rail- 
way difficulties,  the  report  cites  a  bond 
issue  of  $1,655,000  to  acquire  other  pri- 
vate lines  and  pay  for  new  construction; 
the  Supreme  Court  ruling  in  1926  that 
compelled  the  city  to  pay  a  tax  of  $545,- 
370  for  1919,  the  year  the  lines  were 
taken  over. 

Operating  and  other  economies  have 
reduced  the  payroll  $799,942  from  1920, 
the  first  full  year  of  city  ownership,  in 
which  the  men  received  an  increase  of 
9.4  cents  an  hour.    The  number  of  opera- 


One  Useless  Anxiety 

IT  is  devoutly  to  be  hoped  that  we 
shall  soon  abandon  the  search  for 
ways  to  insure  that  "nothing  like  this 
shall  ever  be  allowed  to  happen  again. 
First,  every  generation  is  infatuated 
with  its  own  wisdom  and  bent  upon 
making  its  own  mistakes.  Second, 
we  are  still  too  shaken  in  nerves  and 
to  engrossed  in  the  immediate  tas!<s 
to  spare  time  or  energy  or  cool  judg- 
ment for  the  wise  remodeling  of  our 
economic  machinery  for  the  longer 
future. 

Of  one  thing  we  may  be  sure,  the 
successors  to  whom  we  solemnly 
entrust  a  planned  economy  will  in  due 
time  perceive  how  obsolete  and  in- 
applicable it  has  become.  We  know, 
of  course,  that  this  world  depression 
has  come  in  sequence  to  the  World 
War,  and  the  spirit  of  all-around 
recklessness  which  it  bred.  But  who 
knows  that  the  world,  relieved  of  the 
horrid  spectre  of  war,  will  not  go 
straightway  into  such  a  chain  of  South 
Sea  Bubbles  as  will  inevitably  pro- 
duce the  depression  of  1951-54,  with 
its  unprecedented  millions  of  un- 
employed and  its  glittering  plans  for 
preventing  a  repetition  of  such  dis- 
asters in  the  future?  All  of  which, 
of  course,  is  no  reason  why  we  should 
not  abolish  war  if  we  can.  But  as 
for  the  abolition  of  future  depres- 
sions, let  us  first  get  rid  of  the  only 
one  we  have. 

— Condensed  from  Barron's. 


tors  has  been  reduced  from  1,932  to  905, 
but  the  increased  pay  has  offset  the 
effect  of  the  reduced  number  of  train- 
men to  the  extent  of  about  $430,000  a 
year.  Wages  have  been  raised  from 
50  cents  in  1919  to  80  cents  an  hour 
in  1930.  Mr.  Tindall  also  challenges  the 
theory  that  the  entire  cost  of  paving 
between  tracks  should  be  paid  for  by 
the  railway  system. 

Councilman  Tindall  urges  the  City 
Council  and  the  citizens  to  back  the  rail- 
way commission  of  five  citizens  named 
by  Mayor  Harlin,  in  a  determined  effort 
to  adhere  to  business  principles  in  the 
operation  of  the  system.  He  declares 
political  interference  to  be  largely  re- 
sponsible for  the  system's  present 
condition. 


Junior  Engineers  Wanted 
for  Commission  Work 

The  New  York  State  Civil  Service  Com- 
mission will  hold  an  examination  on  Nov. 
21  for  which  application  must  be  filed  not 
later  than  Nov.  7  for  the  position  of  as- 
sistant engineer  (heavy  electric  traction 
work)  Department  of  Public  Service.  The 
salary  will  be  $2,641  to  $3,240.  One  im- 
mediate appointment  is  expected  at  $3,000. 
The  duties  of  the  position  include  ex- 
amination of  heavy  electric  traction  equip- 
ment of  railroads.  Candidates  must  have 
had  not  less  than  seven  years  of  experience 
in  heavy  electric  traction,  including  not  less 
than  three  years  of  shop  experience,  and 
not  less  than  four  years  of  supervisory 
experience.  Technical  education  will  be 
credited  in  lieu  of  experience. 

Also  an  examination  will  be  held  for 
assistant  engineer  (valuation),  Department 
of  Public  Service,  State  division,  Public 
Service  Commission.  The  salary  will  be 
$2,000  to  $2,640.  One  immediate  appoint- 
ment is  expected  at  Albany  at  $2,000. 
Candidates  must  have  had  not  less  than 
four  years  of  satisfactory  experience  in 
valuation  or  construction.  Technical  edu- 
cation will  receive  credit  in  lieu  of  ex- 
perience in  proportion  to  its  value. 


Receivers  for  Empire 
Public  Service 

Chancellor  Wolcott  of  the  Delaware 
Court  of  Chancery,  at  Wilmington,  upon 
petition  of  the  Empire  Corporation,  has 
appointed  former  Federal  Judge  Hugh  M. 
Morris,  of  Wilmington,  and  W.  E.  Ken- 
nedy, of  Baltimore,  as  receivers  for  the 
Empire  Public  Service  Corporation,  and, 
upon  petition  of  Robert  W.  Rea,  appointed 
Judge  Morris  and  Herbert  W.  Briggs,  oi 
New  York  City,  as  receivers  for  the  Elec- 
tric Public  Utilities  Company.  The  Empire 
Corporation  controls  the  Empire  Public 
Service  Corporation,  which,  through  its 
subsidiaries,  one  of  which  is  the  Electric 
Public  Utilities  Company,  renders  utility 
services  in  various  communities  in  nine 
States.  Among  the  affiliated  properties  is 
the  Western  Ohio  Railway  &  Power  Cor-  J 
poration,  Lima.  A  debenture  holders'  com-  I 
mittee  to  represent  the  $3,500,000  principal 
amount  of  debentures  of  the  Empire  Public 
Service  Corporation  has  been  formed  for 
which  Bankers  Trust  Company  will  be 
depositor  and  Rushmore,  Bisbee  &  Stern 
of  New  York  City,  counsel. 


Electric  Railway  Journal — Vol.75,  No.l2 
664 


PERSONAL  MENTION 


A.  C.  Colby  Made  Manager 
in  Calumet  District 

A.  C.  Colby,  for  the  last  eleven  years 
superintendent  of  equipment  for  the  Detroit 
Municipal  Railway  Detroit,  Mich.,  has  been 
appointed  general  manager  of  the  newly 
organized  Chicago  &  Calumet  District 
Transit  Company,  operating  in  Hammond, 
East  Chicago  and  Whiting,  Ind.,  and 
between  those  cities  and  Chicago. 

Mr.  Colby  assumed  control,  on  Oct.  8, 
of  the  former  Calumet  Railways,  Inc., 
the  former  Shore  Line  Motor  Coach  Com- 
pany, and  the  former  Mid-West  Motor 
Coach  Company  when  these  carriers  were 
consolidated  into  the  Chicago  &  Calumet 
District  Transit  Company  following  their 
purchase  from  the  Midland  United  Com- 
pany, Chicago,  by  Walter  J.  Cummings 
under  approval  from  the  Public  Service 
Commission  of  Indiana. 

Mr.  Colby  is  widely  known  as  a  success- 
ful operator.  In  Detroit,  in  less  than  ten 
years,  he  directed  the  purchase  of  $30,000,- 
000  in  physical  equipment  for  the  municipal 
railway.  In  the  Calumet  region  of  Indiana 
he  will  have  charge  of  the  immediate 
expenditure  of  $150,000  to  reorganize  the 
carriers  just  purchased  by  Mr.  Cummings. 
As  conditions  permit,  trolley  buses  and 
other  modern  equipment  will  be  added  to 
the  system.  The  street  cars  will  be  the 
backbone  of  the  system  with  buses  serving 
as  feeders. 

« 

A.  C.  Spurr  Reassigned 

A.  C.  Spurr,  for  the  past  five  years 
manager  of  the  Wheeling  Traction  Com- 
pany, Wheeling,  W.  Va.,  has  been  re- 
assigned to  the  staflf  of  the  West  Penn 
Company  at  Pittsburgh,  Pa.  In  the 
changes  in  personnel  at  Wheeling 
which  Mr.  Spurr's  withdrawal  has  neces- 
sitated, E.  L.  Yaeger,  receiver  for  the 
Wheeling  Traction  Company,  has  ap- 
pointed H.  B.  McCune  to  succeed  Mr. 
Spurr.  The  new  personnel  of  the  com- 
pany announced  with  the  appointment 
includes  R.  T.  Carnes,  comptroller; 
C.  M.  Farsh,  general  superintendent; 
Frank  C.  Martin,  master  mechanic; 
F.  W.  Neer,  storekeeper;  Ray  C.  Beuter, 
cashier;  Edward  W.  Wright,  auditor; 
and   E.  L.  Lash,  claim  agent. 


Messrs.  Plake  and  Flanders 
in  New  Posts 

F.  M.  Plake  has  resigned  as  chief  engi- 
neer of  the  Public  Service  Commission 
of  Missouri,  and  J.  E.  Flanders,  assistant 
chief  engineer,  has  been  appointed  chief 
engineer. 

Mr.  Plake  has  been  connected  with  the 
engineering  department  of  the  commission 
for  the  past  ten  years  and  has  been  chief 
engineer  for  more  than  four  years.  He  is 
a  graduate  of  the  engineering  school  of 
the  University  of  Kansas  and  went  with 
the  commission  after  years  of  valuation 
duties  with  the  Interstate  Commerce  Com- 
mission. He  has  been  appointed  to  the 
newly  created  position  of  valuation  engi- 
neer with  the  Union  Electric  Light  & 
Power  Company,  St.  Louis. 


Mr.  Flanders  received  his  engineering 
education  at  the  University  of  Missouri. 
He  has  been  connected  with  the  engineer- 
ing department  of  the  commission  for 
nine  years  during  which  time  he  has  had 
active  charge  of  a  number  of  appraisals 
of  the  larger  utility  properties  of  the  State. 


T.  Julian  McGill 
Heads  Twin  City 
Rapid  Transit 

T.  Julian  McGill,  former  vice-president 
and  general  manager,  of  the  Twin  City 
Rapid  Transit  Company,  Minneapolis, 
Minn.,  has  been  named  president  by  the 
board  of  directors  of  the  company  to  suc- 
ceed Horace  Lowry,  who  died  on  Aug.  22. 
Mr.    Lowry    had    been    president    of    the 


T.  Julian  McGill 


company  since  1916.  Mr.  McGill  will  con- 
tinue as  manager  of  the  lines. 

The  board  also  accepted  the  resignation 
of  Donald  Goodrich  as  a  director  and 
named  in  his  place  Frank  Carrel,  Quebec 
City,  Que. 

Regarded  as  an  authority  on  transporta- 
tion problems,  Mr.  McGill  was  largely 
responsible  for  development  of  passenger 
transportation  by  bus  between  Minneapolis 
and  St.   Paul  and  surrounding  territory. 

While  he  is  an  electrical  engineer  by 
training,  much  of  his  work  has  been  in  the 
sales  end  of  the  industry.  For  many  years 
he  was  associated'  with  the  Westinghouse 
Electric  &   Manufacturing   Company. 

Mr.  McGill  was  born  at  Leesburg,  Va., 
on  Aug.  26,  1877.  He  was  educated  in 
public  schools  and  at  Johns  Hopkins  Uni- 
versity. 

After  four  years  with  an  electric  com- 
pany in  Chicago  as  a  sales  manager,  he 
came  to  Minneapolis  in  1898  as  district 
sales  head  for  the  Westinghouse  company. 
In  1909  he  was  transferred  to  Atlanta  to 
take  charge  of  the  Southern  district  and 
in  1914  to  Chicago  to  head  the  Western 
territory.  In  July,  1921,  he  became  vice- 
president  and  general  manager  of  the  Twin 
City  Rapid  Transit. 


Additional  Post  for 
W.  H.  Sawyer 

As  noted  in  Electric  Railway  Jour- 
nal News  for  Oct.  24,  Willits  H.  Sawyer 
has  been  elected  chairman  of  the  Execu- 
tive Committee  of  the  Iowa  Public  Serv- 
ice Company,  Sioux  City  Gas  &  Elec- 
tric Company  and  Sioux  City  Service 
Company,  and  will  devote  a  portion  of 
his  time  to  active  supervision  in  Iowa 
of  these  properties.  Mr.  Sawyer  will 
continue  his  New  York  office  at  120 
Broadway,  and  also  his  consultant  and 
sponsorship  activities  including  his  po- 
sitions as  co-receiver  of  Southern  Pub- 
lic Service  Company,  co-receiver  of 
Carolina-Georgia  Service  Company  and 
receiver  of  Springfield  Railway,  Spring- 
field,  Ohio. 


C  .W.  Milner  Leaves 
Louisville  Railway 

Charles  W.  Milner,  of  the  law  firm  of 
Humphrey,  Crawford  &  Middleton,  who 
served  as  general  counsel  for  the  Louisville 
Railway,  Louisville,  Ky.,  since  1928,  has 
resigned  from  the  railway.  Prior  to  1928 
Mr.  Milner  was  assistant  general  counsel 
under  Churchill  Humphrey  as  counsel. 
Churchill  Humphrey's  father  before  him 
was  company  counsel.  Since  1921  Mr. 
Milner  has  taken  part  in  company  rate, 
franchise  and  other  cases. 

No  explanation  of  the  resignation  was 
made,  but  it  has  been  intimated  that  the 
company  may  be  planning  to  discontinue 
regular  employment  of  a  general  counsel 
under  a  retaining  fee.  In  view  of  his 
knowledge  of  company  matters  and  his 
ability  Mr.  Milner  may  continue  to  repre- 
sent the  company  under  retainer. 


Changes  in  British  Transport 
Managerships 

Major  Robert  McCreary,  B.A.,  B.Sc, 
M.Inst.,  C.E.,  has  been  appointed  general 
manager  of  the  Belfast  Corporation  tram- 
way and  bus  undertakings,  succeeding 
W.  Chamberlain,  appointed  chairman  of 
an  area  traffic  commission  under  the  Road 
Traffic  Act.  Major  McCreary  has  had 
a  varied  professional  experience,  and  dur- 
ing the  war,  as  an  officer  in  the  Royal 
Engineers,  he  carried  out  much  railway 
construction  in  France  and  Belgium,  and 
gained  the  M.  C.  Latterly,  he  has  been 
permanent  way  engineer  at  Belfast. 

Percy  Clegg,  hitherto  electrical  engi- 
neer and  manager  at  Bingley,  has  been 
appointed  electrical  engineer  and  transport 
manager  at  Haslingden. 

H.  E.  Blackiston,  general  manager  and 
engineer  of  West  Hartlepool  transport 
service,  has  been  appointed  engineer  and 
transport  manager  for  Ipswich. 

Robert  Taylor,  chief  assistant  in  Dundee 
Corporation  transport  department,  has  been 
appointed  manager,  in  succession  to  D.  P. 
Morrison,  appointed  manager  at  Hull. 
From  time  to  time,  Mr.  Taylor  has  had 
complete  control  as  interim  manager.  He 
has  made  a  special  study  of  road  trans- 
port legislation,  and  has  frequently  given 
evidence  before  the  area  traffic  commis- 
sioners. 


Electric  Railway  Journal — November, 1931 
665 


Messrs.  Dunn  and  Lee  Head 
Simmons-Boardman  Company 

Directors  of  the  subsidiary  companies 
controlled  by  the  Simmons-Boardman  Pub- 
lishing Corporation  have  elected  the  fol- 
lowing executive  officers :  Simmons- 
Boardman  Publishing  Company,  Samuel  O. 
Dunn,  chairman  of  the  board,  and  Henry 
Lee,  president ;  American  Builder  Publish- 
ing Corporation,  Henry  Lee,  chairman  of 
(he  board,  and  Samuel  O.  Dunn,  presi- 
dent. These  executive  positions  were  held 
by  the  late  Col.  Edward  A.  Simmons.  Out 
of  respect  to  the  memory  of  Colonel  Sim- 
mons, the  chairmanship  and  presidency  of 
the  Simmons-Boardman  Publishing  Corpo- 
ration, the  holding  company,  were  not 
filled  at  this  time. 

Heretofore,  Mr.  Lee  has  served  the 
Simmons-Boardman  companies  as  vice- 
president  in  charge  of  its  business  depart- 
ment, while  Mr.  Dunn  has  been  vice- 
president  and  editor-in-chief  of  the  Rail- 
way Age  and  its  other  publications. 
♦ 

H.  B.  Hewitt  has  assumed  the  man- 
agement of  a  new  division  of  the  Moto 
Meter  Garage  &  Equipment  Company, 
Toledo,  Ohio.  He  was  formerly  as- 
sistant to  J.  A.  Queeney,  vice-president 
in  charge  of  operations  of  Mitten  Man- 
agement (Philadelphia  Rapid  Transit). 
Mr.  Hewitt  will  undertake  the  further 
development  and  distribution  of  Moto 
Vita,  a  recently  developed  instrument 
for  analyzing  exhaust  gas.  His  previous 
engineering  experience  in  carburation  in 
relationship  to  engine  performance  and 
economy  makes  him  particularly  well 
fitted  for  his  new  duties. 
-f 

William  F.  Allen  has  resigned  as  ad- 
vertising manager  for  the  St.  Louis 
Public  Service  Company,  St.  Louis,  Mo., 
T.  M.  Pegram,  assistant  advertising 
manager,  is  temporarily  in  charge.  Mr. 
Allen  plans  to  return  to  newspaper 
work. 

■f 

Roy  Chambers  has  resigned  as  super- 
intendent of  the  Westfield  division  of  the 
Springfield  Street  Railway,  Springfield, 
Mass.  Mr.  Chambers  began  23  years 
ago  as  conductor  and  was  subsequently 
inspector,  chief  inspector  and  division 
superintendent. 

■f 

Charles  Michaels,  Logan  sport,  has 
been  appointed  chief  railroad  inspector 
for  the  Public  Service  Commission  of 
Indiana.  He  succeeds  the  late  William 
P.  Holmes.  He  will  retain  J.  K.  Smith, 
Elkhart,  and  Louis  Phillips,  Vincennes, 
as  inspectors. 

-f 

Col.  Albert  T.  Perkins,  president  and 
general  manager  of  the  People's  Motor 
Bus  Company,  St.  Louis,  Mo.,  has  re- 
turned from  a  three-month  trip  through 
Central  Europe.  He  noticed  no  dis- 
position in  Central  Europe  to  adopt  the 
bus  on  a  scale  comparable  to  that  in  the 
United  States. 

■f 

Sidney  H.  Sayles  has  resigned  as  su- 
perintendent of  the  Palmer  division  of 
the  Springfield  Street  Railway,  Spring- 
field, Mass.  Mr.  Sayles  has  been  con- 
nected with  the  company  for  39  years, 
beginning  as  a  conductor  in  Springfield 
in  1892.  He  has  been  superintendent 
at  Palmer  for  nineteen  years. 


Leon  M.  Bazile,  former  assistant 
attorney-general,  has  been  elected  presi- 
dent of  the  Richmond-Ashland  Railway, 
Richmond,  Va.,  to  succeed  the  late 
S.  W.  Zimnier,  Petersburg.  Mr.  Bazile 
is  understood  to  have  been  given  a  free 
hand  in  his  efforts  to  rehabilitate  the 
road,  which  in  recent  years  has  felt  the 
effects  of  competition  from  motor  vehi- 
cles, particularly  privately  operated 
cars. 

Frank  Lythgoe,  manager  of  buses  fo' 
the  Leigh  (England)  Corporation,  ha> 
been  appointed  manager  of  Rawtenstall 
Tramways  at  a  salary  of  £500  a  year, 
rising  to  iS50. 

C.  C.  Coulthard  has  resigned  as  super- 
intendent of  the  New  Castle  Electric 
Street  Railway,  New  Castle,  Pa.  He  has 
been  with  the  company  25  years,  start- 
ing as  a  motorman.  He  will  be  suc- 
ceeded by  T.  C.  Moore,  Niles,  Ohio, 
long  in  the  service  of  the  Penn-Ohio 
System,  of  which  the  New  Castle  line  is 
a  part. 

William  F.  Boyd  has  been  appointed 
superintendent  of  the  Steubenville  and 
Wellsburg-Weirton,  W.  Va.,  division  of 
the  Wheeling  Traction  Company.  Mr. 
Boyd  has  been  division  superintendent  in 
Steubenville  for  eight  years. 


Charles  E.  Lawrence  ended  31  years 
of  service  with  the  street  car  system  of 
Hammond,  East  Chicago  and  Whiting, 
Ind.,  when  on  Oct.  12  he  tendered  his 
resignation  as  general  manager  of  the 
Calumet  Railways,  Inc.,  to  the  Chicago 
&  Calumet  District  Transit  Company, 
new  owners  of  the  line.  Mr.  Lawrence 
entered  electric  railway  work  in  South 
Chicago,  111.  When  the  operations  of 
the  "Green  Line,"  serving  Hammond, 
East  Chicago  and  Whiting,  were  cen- 
tered in  Hammond  he  became  superin- 
tendent. Later  he  was  made  vice-presi- 
dent and  general  manager.  With  the 
reorganization  of  the  line  as  the  Calumet 
Railways,  Inc.,  he  retained  the  position 
of  general  manager. 

M.  T.  Montgomery,  connected  with 
electric  railways  in  the  United  States, 
Mexico  and  Cuba  for  more  than  30 
years,  has  sailed  for  Chile  under  a  re- 
tainer which  contemplates  a  special 
railway  assignment  for  him  under  A. 
W.  McLimont  in  connection  with 
utility  work  at  Valparaiso  and  Santiago 
for  properties  included  in  the  group 
which  is  operated  under  American  and 
Foreign  Power  Corporation  auspices. 
■f 

Perry  S.  Painter  has  resigned  as  as- 
sistant general  counsel  of  the  Missouri 
Public  Service  Commission  to  accept  a 
place  on  the  legal  staff  of  the  United 
States  Department  of  Agriculture  at 
Washington,  D.  C.  In  1921  Mr.  Painter 
became  private  secretary  to  Arthur  M. 
Hyde,  then  Governor  of  Missouri  and 
now  Secretary  of  Agriculture  in  Presi- 
dent Hoover's  Cabinet.  Later  he  served 
as  a  member  of  the  Public  Service  Com- 
mission and  also  as  chief  counsel  before 
becoming  assistant  general  counsel  of 
the  commission.  At  Washington  he 
will  be  counselor  for  the  solicitor  of  the 
Department  of  Agriculture. 


G.  W.  Evington,  formerly  chief  in- 
spector and  superintendent  of  the  ferry 
terminals  for  the  Market  Street  Rail- 
way, San  Francisco,  has  been  advanced 
to  the  position  of  superintendent  of  the 
Sutro  and  McAllister  divisions  of  the 
company.  William  Loughrey,  formerly 
inspector  for  the  company  stationed  at 
Gough  and  Market  Streets,  has  been 
named  to  succeed  Mr.  Evington  as  chief 
inspector  and  superintendent  of  the  ferry 
terminals.  Mr.  Evington  started  with 
the  company  in  1913  as  a  motorman. 
Mr.  Loughrey  entered  the  service  in 
1903  as  a  gripman. 

■f 

H.  S.  Williams  has  succeeded  A.  C. 
Colby,  resigned,  as  acting  superintendent 
of  equipment  for  the  Detroit  Municipal 
Railway,  Detroit,  Mich.  Mr.  Williams 
was  formerly  assistant  superintendent 
of  equipment. 

■f 

Ed.  Hamprecht  has  been  appointed 
traffic  manager  of  the  Western  Ohio 
Railway  &  Power  Corporation,  Find- 
lay,  Ohio,  to  succeed  the  late  C.  O. 
Sullivan. 

-f 

John  J.  Curtin,  trial  lawyer  and  coun- 
sel to  Alfred  E.  Smith  during  most  of 
his  administration  as  governor  of  New 
York,  has  been  engaged  by  the  New 
York  Transit  Commission  to  render 
special  legal  services  with  respect  to 
transit  unification  in  New  York  City, 
including  the  preparation  and  comple- 
tion of  the  plan  and  hearings  thereafter, 
preparation  of  the  final  plan  and  pro- 
ceedings necessary  to  carry  it  into  effect. 
Mr.  Curtin  was  graduated  from  Man- 
hattan College,  where  he  received  B.A. 
and  M.A.  degrees,  and  has  an  L.L.B 
from  St.  Lawrence  University. 

Joseph  A.  Devery,  assistant  corpora- 
tion counsel,  will  retire  from  New  York 
City's  law  department  to  enter  private 
practice,  specializing  in  franchise  and 
public  utility  litigation.  Since  he  en- 
tered the  corporation  counsel's  office  in 
1918,  Mr.  Devery  has  been  known  as 
one  of  the  city's  fare  experts.  Prepara- 
tion of  the  city's  S-cent  fare  case  fell 
to  him,  and  he  has  handled  most  of  the 
transit  and  bus  litigation  in  the  past  ten 
years. 

-f 

W.  C.  Myers,  formerly  special  rep- 
resentative at  St.  Louis,  Mo.,  has 
assumed  his  new  duties  as  general  super- 
intendent of  the  St.  Louis  Electric  Ter- 
minal Railway,  St.  Louis  &  Alton  Rail- 
way and  Mckinley  Bridge  Roadway,  a 
part  of  the  Illinois  Terminal  Railroad 
in  St.  Louis.  C.  F.  Handshy,  inspector 
of  transportation,  has  also  assumed  the 
duties  of  freight  claim  agent.  His  head- 
quarters are  in  the  Shell  Building,  St. 
Louis,  Mo. 

Carroll  J.  Sinnott  has  been  elected 
vice-president  of  the  Transportation 
Management  Corporation,  a  subsidiary 
of  the  Parmelee  System  (taxicabs),  in 
charge  of  public  relations  in  New 
York.  Mr.  Sinnott  also  continues  as 
president  of  the  Yellow  Taxi  Corpora- 
tion, another  Parmelee  unit.  E.  A. 
Dannemann  will  succeed  Mr.  Sinnott  as 
manager  of  the  Manhattan  division  of 
Parmelee. 


Electric  Railway  Journal — Vol.75,  No. 12 
666 


J.  Lightbody,  publicity  manager  of 
the  British  Columbia  Electric  Railway, 
\"ancouver,  B.  C,  was  named  to  serve  as 
chairman  of  the  Publicity  Committee  in 
connection  with  British  Columbia  Week, 
organized  recently  under  the  auspices  of 
the  Vancouver  Board  of  Trade.  Mr. 
Lightbody  is  also  chairman  of  the  ad- 
vertising and  sales  bureau  of  the  Van- 
couver Board  of  Trade. 


Charles  Venable,  Noblesville,  Ind., 
for  many  years  superintendent  of  the 
Indianapolis-Logansport  division  of  the 
Union  Traction  Company,  succeeded  by 
the  Indiana  Railroad,  has  resigned.  He 
was  with  the  company  28  years.  He 
ran  the  first  car  between  Tipton  and 
Indianapolis.  He  had  served  as  motor- 
man,  conductor,  dispatcher  and  super- 
intendent. 


OBITUARY 


Thomas  A.  Edison 

The  death  of  Thomas  A.  Edison  on  Oct. 
18  brought  not  only  nation-wide  but  world- 
wide mourning  in  its  train.  At  first  as  the 
marvelous  youth,  then  as  the  accepted 
miracle  worker  and  finally  as  the  Grand 
Old  Man  of  his  country,  his  contemporary 
fame  spanned  the  terms  of  a  dozen  Presi- 
dents, and,  despite  his  own  modesty, 
dimmed  tlie  renown  of  all  other  Americans 
who  have  worked  in  the  same  broad  field 
of  science  and  invention.  It  spread  abroad 
further  than  that  of  any  other  American 
contemporary  with  him  until  in  men's  minds 
the  electric  age  and  the  age  of  Edison 
became  synonymous. 

The  range  of  the  man's  activities  has 
long  been  a  matter  of  public  record.  .So 
far  as  this  industry  is  concerned  his  most 
material  contributions  were  made  in  the 
pioneer  period  of  development.  Edison  had 
invented  an  electric  motor  before  he  per- 
fected the  incandescent  lamp.  Early  in 
1880  he  began  the  construction  of  a  stretch 
of  track  close  to  the  Menlo  Park  labora- 
tory, and  at  the  same  time  built  an  electric 
locomotive  to  operate  over  it.  The  first 
track  was  about  a  third  of  a  mile  in  length, 
this  being  increased  afterward  to  2i  miles. 
Operation  on  this  miniature  line  was  suc- 
cessful. In  1883  patents  of  Edison  and 
Stephen  D.  Field  were  exploited  on  an 
early  third-rail  exhibition  track  built  at 
Chicago.  Edison  never  followed  up  his 
inventions  in  the  traction  field.  He  was 
later  interested  in  storage-battery  cars,  but 
the  overhead  trolley  drove  them  from  the 
field.  He  went  to  Europe  in  1889  and 
installed  a  $100,000  exhibit  at  the  Paris 
Exposition  of  that  year. 

With  the  opening  of  1930,  the  invest- 
ment in  the  United  States  alone  in  the 
light  and  power  industry,  the  electric  rail- 
ways and  the  electrical  manufacturing  in- 
dustry— all  founded  in  whole  or  part  on 
Edison's  inventions— was  $19,500,000,000 ; 
the  annual  gross  revenue  was  more  than 
56,000,000,000.  and  the  annual  capital  addi- 
tions were  $1,250,000,000.  The  combined 
capitalization  of  electric  light  and  power 
companies  alone  in  the  United  States  is 
now  $11,800,000,000,  the  invested  capital 
of  the  great  electric  manufacturing  com- 
panies approximates  $3,000,000,000,  and  the 
valuation  of  all  afifected  industries  of  every 
sort  would  reach  figures  of  almost  astro- 
nomical dimensions.  The  effect  of  Edison's 
inventions  on  the  single  item  of  copper 
has  been  incalculably  vast. 

As  Electrical.  World  said  in  an  appre- 
ciation of  Edison,  courageous,  optimistic, 
unsentimental,  loving  to  overcome  ob- 
stacles,   charitable    in    his    impulses    and 


Thomas  A.  Edison 

adhering  to  high  moral  standards,  he  united 
iron  nerve  with  an  active  imagination. 
Usually  phlegmatic,  he  could  be  roused  to 
anger  by  faults  in  others,  particularly — 
among  the  more  venial  shortcomings — 
those  of  laziness  and  incompetence.  His 
philosophic  cast  of  mind  was  shown  by  the 
view  he  took  of  his  own  deafness,  which 
he  held  had  an  advantage  in  facilitating 
concentration  upon  the  task  in  hand.  His 
religious  views  were  summed  up  by  him- 
self as  embodied  in  a  belief  in  the  existence 
of  "some  vast  intelligence  governing  this 
and  other  planets."  He  was  a  man  with- 
out any  hobbies  apart  from  his  work, 
unless  a  love  of  sketching  could  be  called 

one. 

• 

Albert  J.  Beall,  75,  who  prior  to  his 
retirement  served  as  day  and  night 
supervisor  of  the  Ames  carhouse  of  the 
Omaha  &  Council  Bluflfs  Street  Railway, 
Omaha,  Neb.,  is  dead.  Mr.  Beall  en- 
tered the  employ  of  the  company  in 
December,  1887,  while  street  cars  were 
still  being  drawn  by  horses.  After  five 
years,  during  which  time  he  also  served 
as  gripman  on  the  cable  cars,  Mr.  Beall 
was  promoted  to  night  supervisor  of  the 
Ames  carhouse,  later  being  transferred 
to  the  Pierce  Street  carhouse  as  day 
foreman.  In  1917  he  again  resumed 
his  duties  as  day  supervisor  of  the  Ames 
division.  This  position  he  held  until  the 
time  of  his  retirement,  April  1,  1929. 


E.  G.  Hail 

P2dward  Grayson  Hall,  communicatiou 
engineer  for  the  Chicago  Rapid  Transit 
Company,  the  North  Shore  Line,  the  Chi- 
cago Aurora  &  Elgin  Railroad,  and  the 
Public  Service  Company  of  Northern 
Illinois,  died  at  Youngstown,  Ohio,  on 
Sept.  8,  from  injuries  received  when  he 
crashed  in  his  airplane  while  attending 
the  national  air  races  at  Cleveland. 

Born  at  Burkes  Garden,  Va.,  on  Nov.  20, 
1885,  Mr.  Hall  received  his  education  at 
schools  in  Graham,  Va.,  and  the  Poly- 
technic Institute  at  Blacksburg,  Va.  He 
entered  the  employ  of  the  Chicago  Rapid 
Transit  Company  on  Aug.  1,  1908,  as 
chief  electrician  in  the  electrical  depart- 
ment, and  served  in  various  other  capac- 
ities until  his  appointment  as  communica- 
tion engineer  in  1927.  His  ability  in  his 
chosen  field  of  service  is  attested  by  the 
fact  that  a  complete  telephone  system 
interconnecting  the  various  companies 
serving  the  greater  Chicago  area  was 
installed  and  developed  to  a  high  point  of 
efficiency  under  his  direction. 

An  amateur  air  enthusiast,  Mr.  Hall 
had  flown  his  own  plane  extensively  since 
receiving    his    pilot's    license    months    ago. 


J.  K.  Bruce 


Joshua  Kidd  Bruce,  formerly  general 
manager  of  London  County  Council  Tram- 
ways, died  on  Sept.  23.  He  retired  from 
the  service  more  than  a  year  ago  on  ac- 
count of  ill  health,  and  at  the  time  of  his 
death  he  had  barely  attained  the  age  of 
60  years.  His  career  as  a  tramway  man- 
ager and  organizer  was  remarkably  suc- 
cessful, as  he  changed  the  undertaking 
from  one  working  at  a  loss  to  one  working 
at  a  profit,  and  this  despite  specially  heavy 
capital  liabilities  inflicted  by  the  wide  use 
of  the  conduit  system,  for  the  inaugura- 
tion of  which  he  was  not  responsible,  and 
despite  intense  bus  competition. 

Born  in  Strathmore,  Scotland,  in  1871, 
he  went  to  London  as  a  veterinary  surgeon, 
and  took  charge  of  the  stud  of  horses 
then  belonging  to  the  London  Tramways. 
When  that  undertaking  was  bought  by  the 
London  County  Council,  he  became  a  mu- 
nicipal employee,  and  turned  to  administra- 
tion when  the  system  was  electrified  in 
1899. 

When  in  1925  he  became  general  man- 
ager he  was  faced  with  intense  difficulties, 
but  his  long  experience  with  the  system 
stood  him  in  good  stead.  Slowly  new  ideas 
and  new  methods  were  introduced.  He 
speeded  up  the  cars,  and  made  them  more 
comfortable  and  attractive  to  the  public. 
Results  soon  came,  and  the  London  County 
Council  trams  produced  profits.  Not  only 
were  his  services  publicly  acknowledged, 
but  he  was  given  money  grants.  The  aver- 
age speed  including  stops  of  the  London 
cars  is  now  about  10  m.p.h.,  probably  the 
highest  speed  on  crowded  streets  anywhere 
in  Great  Britain. 


Capt.  John  B.  Mattingly,  prominent 
in  the  business  life  of  Yazoo  City  and 
Vicksburg,  Miss.,  since  the  Civil  War 
as  an  operator  of  boats  on  the  Missis- 
sippi and  the  Yazoo  rivers,  as  a  coal 
merchant  in  Vicksburg,  and  as  a  capi- 
talist interested  in  predecessor  companies 
to  the  Mississippi  Power  &  Light  Com- 
pany,  died  on   Oct.   3. 


Electric  Railway  Journal — November,  1931 
667 


ferdinando  Cusani 
Confalonieri 

Marquis  Ferdinando  Cusani  Confalonieri, 
who  by  his  efficient  work,  notably  in  elec- 
tric traction,  had  attained  for  himself  in 
Italy  and  abroad  an  imperishable  place  in 
engineering  annals  and  in  civic  circles, 
died  on  Sept.  24  at  his  home,  Palazzo  di 
Carate  Brianza,  Milan,  Italy,  at  the  age  of 
3S  years.  He  succumbed  to  a  long  pain- 
ful heart  ailment,  believed  to  have  been 
greatly  intensified  by  tremendous  tasks  self- 
imposed  in  connection  with  the  problem 
of  traffic  regulation  at  Milan  incident  to 
the  recent  international  exposition  held 
there.  He  was  the  son  of  Marquis  Luigi 
Cusani  Confalonieri,  former  ambassador 
from  Italy  to  the  United  States,  and  of 
Marchioness  Cusani  Confalonieri  Casati. 
A  man  of  powerful  intellect  and  extraor- 
dinary culture,  his  whole  life  since  boy- 
hood  had    been   a    marvelous    example   of 


Ferdinando  Cusani  Confalonieri 

activity  dedicated  to  the  public  good. 
Reared  largely  in  the  United  States  during 
the  time  of  the  portfolio  of  his  father  at 
Washington,  Marquis  Cusani  had  an  at- 
tachment for  the  United  States  made  ine- 
radicable by  his  early  associations  here,  and 
kept  alive  by  a  large  number  of  personal 
contacts,  and  through  his  contributions  to 
publications  here,  notably  Electric  Rail- 
way Journal,  on  scientific  subjects  of 
which  he  was  a  master. 

A  man  of  simple  habits  and  a  great 
love  for  knowledge,  he  had  acquired  a 
profound  appreciation  of  scientific  subjects 
pertaining  to  modern  mechanical  traction 
in  general,  and,  in  particular,  to  city  tram- 
ways.    He  served  in  the  World  War. 

So  wide  was  his  range  of  interest  that 
on  his  many  trips  to  foreign  lands  he 
studied  methods  of  fire  prevention,  and 
did  great  work  in  forming  technical  asso- 
ciations and  voluntary  fire  departments. 
He  was  always  ready  to  advise  and  to  give 
the  benefits  of  his  experience  to  large 
cities  in  their  technical  undertakinTS.  New 
undertakings  did  not  daunt  him.  In  fact, 
they  spurred  him  to  greater  incentive  as 
the  record  of  his  accomplishments  testifies. 

He  is  survived  by  his  parents,  a  si.ster 
and  many  relatives  and  friends. 


William  F.  Jenkins,  known  for  the 
part  he  played  in  the  development  of  an 
electrified  street  railway  system  in  Rich- 
mond, Va.,  is  dead.     He  was  one  of  the 


promoters  of  the  company  under  which 
the  Broad  Street  horse  car  lines  in  Rich- 
mond were  electrified  by  the  late  John 
Skelton  Williams,  comptroller  of  the 
currency  in  President  Wilson's  cabinet. 
Later,  he  helped  to  organize  the  Richmond 
&  Henrico  Railway.  While  he  was  serv- 
ing as  general  counsel  for  this  group, 
a  line  was  constructed  from  the  city 
limits  in  the  west  on  Brook  Avenue  to 
Fulton,  in  the  extreme  eastern  section 
of  the  city.  This  line  now  forms  a  part 
of  the  Virginia  Electric  &  Power  Com- 
pany's property.  Mr.  Jenkins  was  72 
years  old. 


J.  A.  Hanna 


Joseph  A.  Hanna,  well  known  in  the 
electric  railway  supply  trade,  died  at  his 
home  at  Warren,  Ohio,  on  Oct.  12  after 
a  short  illness.  Practically  all  of  Mr. 
Hanna's  business  life  was  devoted  to  the 
electric  railway  carbuilding  industry.  He 
started  in  1885  with  the  Brill  Company  in 
Philadelphia,  and  served  subsequently  with 
the  McGuire  Manufacturing  Company, 
Peckham  Motor  Truck  &  Wheel  Company 
and  the  Niles  Car  &  Manufacturing  Com- 
pany, of  which  he  became  sales  manager. 
During  the  latter  years  of  his  life  he  de- 
voted his  attention  particularly  to  railway 
appraisal  work,  for  which  his  long  experi- 
ence   in   car   and   truck   sales   particularly 

fitted  him. 

♦ 

Frank  Samuelson,  Jr. 

Frank  Samuelson,  Jr.,  auditor  of  the 
Interborough  Rapid  Transit  Company  in 
New  York  City,  died  on  Oct.  19  of  perni- 
cious anemia  after  a  long  illness.  He  was 
61  years  old. 

Born  in  New  York,  Mr.  Samuelson 
attended  Kearny  High  School  and  New 
York  University.  After  becoming  a  cer- 
tified public  accountant,  he  was  associated 
for  a  time  with  the  New  York  accounting 
firm  of  Haskins  &  Sells,  and  later  was 
auditor  for  the  Metropolitan  Street  Rail- 
way, New  York. 

About  twenty  years  ago  Mr.  Samuelson 
became  auditor  for  the  New  York  Rail- 
ways, then  an  affiliate  of  the  Interborough, 
and  eight  years  ago  became  auditor  of 
the  latter. 


E.  M.  Beeler 

Edwin  Mead  Beeler,  brother  of  John 
A.  Beeler,  an  associate  of  the  Beeler 
Organization,  New  York,  died  at  his 
home  in  Scarsdale,  N.  Y.,  on  Oct.  18. 
He  is  survived  by  his  widow  and  two 
children. 

Mr.  Beeler  was  born  in  Cincinnati, 
Ohio,  on  July  2,  1871.  He  went  to 
Denver,  Col.,  in  1893,  where  he  was 
employed  successively  in  the  transporta- 
tion and  engineering  departments  of  the 
Denver  Tramway  for  more  than  ten 
years.  Later  he  was  connected  with 
the  city  engineer's  office  and  the  Board 
of  Public  Works  of  the  city  of  Denver 
for  a  number  of  years.  He  was  as- 
sociated with  the  Beeler  Organization, 
engineers  and  consultants,  for  the  past 
ten  years.  By  his  unassuming  and 
genial  manners,  Mr.  Beeler  won  a  host 
of  friends  in  Denver  and  New  York. 
He  had  been  ill  for  several  months. 


C.  O.  Sullivan 

C.  O.  Sullivan,  of  Lima,  Ohio,  traffic 
manager  of  the  Western  Ohio  Railway  & 
Power  Company,  who  has  been  affiliated 
with  the  electric  railway  industry  for 
about  25  years,  died  on  Oct.  15.  Mr. 
Sullivan  was  very  active  in  the  affairs  of 
the  various  associations  affiliated  with 
electric  railways. 

Mr.  Sullivan  began  his  railroad  career 
with  steam  lines  in  the  Southwest  at 
an  early  age.  After  several  years  in  the 
Southwest  he  became  affiliated  with  the 
Big  Four  Railroad  system,  and  located 
at  Wabash,  Ind.,  where  he  remained  for 
about  eight  years.  At  this  time  the 
electric  railways  were  coming  into 
prominence,  and  he  decided  to  cast  his 
lot  with  this  new  and  promising  enter- 
prise, accepting  a  position  with  the 
Winona  Interurban  Railway,  Warsaw, 
Ind.,  as  traffic  manager.  This  position 
he    filled    for   about   four   years.     About 


C.   O.   Sullivan 

this  time  the  electric  railways  in  Ohio 
were  making  rapid  progress  and  as 
offering  greater  opportunity  to  him,  Mr. 
Sullivan  severed  his  connection  with  the 
Winona  Interurban  Railway  in  1911  to 
join  the  Western  Ohio  Railway  as  traffic 
manager,  in  which  capacity  he  remained 
until  his  death. 

Mr.  Sullivan  was  one  of  the  pioneers 
in  establishing  interurban  freight  serv- 
ice throughout  Ohio,  Indiana,  and  Michi- 
gan. Since  he  was  always  optimistic 
of  a  great  future  for  the  service  he  wa3 
undertaking  to  establish,  the  electric  rail- 
way industry  loses  by  his  death  one  of 
its  staunch   supporters. 

Mr.  Sullivan  was  born  at  Wabash, 
Ind.,   on   July  29,   1869. 


James  H.  Griffin 

James  Harold  Griffin,  one  of  the  pio- 
neer workers  of  the  electric  railway 
industry  in  Kansas  City,  died  there 
recently.  Mr.  Griffin  was  a  notable  char- 
acter in  the  street  railway  industry,  hav- 
ing been  closely  associated  with  the 
transportation  field  since  the  days  of  the 
mule  cars.  He  had  served  as  mechanic, 
superintendent,  chief  of  instruction  and 
inspector  under  various  administrations 
of  the  aflfairs  of  the  business  in  Kansas 
City.  At  the  time  of  his  death,  having 
served  some  44  years  in  the  business,  he 
was  still  active  in  the  instruction  of  oper- 
ators. 


Electric  Railway  Journal — Vol.75,  No. 12 
668 


Industry  Market  and  Trade  News 


$14,154,000  Car  Contract 
Awarded  in  New  York 

The  Board  of  Transportation  of  New 
York  City  has  awarded  a  $10,531,500 
contract  to  the  American  Car  &  Foundry 
Company,  the  lowest  of  five  bidders, 
for  500  new  steel  cars  to  be  used  on  the 
Bronx,  Brooklyn  and  Long  Island  City 
sections  of  the  new  city  subway 
system. 

The  Board  has  also  awarded  a  $2,- 
392,500  contract  to  the  General  Electric 
Company  for  motors,  and  the  Westing- 
house  Electric  &  Manufacturing  Com- 
pany received  a  $1,300,000  contract  for 
control  equipment. 

The  combined  contracts  total  $14,154,- 
000,  or  $28,308  per  car,  which  is  $8,991 
less  than  the  cost  per  car  of  the  300  now 
being  put  through  service  tests  on  the 
new  Eighth  Avenue-Washington  Heights 
subway  line. 

Block  signaling  and  safety  equipment 
for  the  Bronx  line  is  to  be  supplied  by 
the  General  Railway  Signal  Company 
under  a  $2,317,800  contract. 


I 


Brooklyn  Bus  Corporation 
Orders  50  Mack  Buses 

The  Brooklyn  Bus  Corporation  has 
placed  an  order  for  50  Mack  street  car 
type  buses  for  an  amount  in  excess  of 
$500,000.  Production  of  these  vehicles 
has  already  been  started.  The  new 
buses  will  be  among  the  largest  single- 
deck  motor  buses  in  operation  in  the 
country,  having  a  seating  capacity  of 
44  passengers. 

Entrance  is  at  the  front  and  exit  in 
the  center,  the  doors  being  46  in.  wide. 
Street  car  type  leather  seats  accom- 
modate two  passengers  to  a  seat  and 
are  placed  crosswise.  Distinctive  fea- 
tures of  the  new  buses  include  power 
steering  and  the  use  of  rubber  fenders. 
Full  driver  vision  to  all  entrance  and 
exit  spaces  is  made  possible  by  the  latest 
type  of  rear-vision  mirror. 


General  Electric  Earns 
$30,753,850 

The  General  Electric  Company  an- 
nounced that  its  net  profit  available  for 
dividends  on  the  common  stock  during 
the  first  nine  months  of  this  year  was 
$30,753,850,  equivalent  to  $1.07  a  share 
on  28,845,927  shares  outstanding.  This 
compares  with  a  net  profit  of  $42,518,708, 
or  $1.47  a  share,  in  the  corresponding 
period  of  last  year.  The  quarterly  divi- 
dend on  the  stock  is  40  cents  a  share. 
The  net  profit  in  the  third  quarter  was 
equivalent  to  32  cents  a  share,  com- 
pared with  37  cents  in  the  second 
quarter  and  45  cents  in  the  third  quarter 
of  last  year. 

Orders  received  by  the  company  in 
the  first  nine  months  of  this  year 
amounted  to  $202,700,016,  compared 
with  $267,651,832  for  the  corresponding 
period  of  last  year,  Gerard  Swope,  presi- 


dent of  the  company,  announced.  Sales 
billed  for  the  nine  months  of  this  year 
totaled  $206,138,967,  compared  with 
$287,886,541  for  the  corresponding  period 
of  last  year. 


F.  J.  Griffiths  with  Timken 

F.  J.  Griffiths  has  joined  the  Timken 
organization  at  Canton,  Ohio,  as  director 
and  president  of  the  Timken  Steel  &  Tube 
Company.  M.  T.  Lothrop,  president  of  the 
Timken  Roller  Bearing  Company,  has  been 
made  chairman  of  the  board  of  the  Timken 
Steel  &  Tube  Company. 

Mr.  Griffiths  has  a  broad  understanding 
of  the  present  problems  of  the  steel  indus- 
try, with  which  he  has  been  prominently 
identified  for  30  years.  Until  recently  he 
was  associated  with  the  Republic  Steel 
Corporation  as  president  of  the  Republic 
Research  Corporation.  Mr.  Griffiths  began 
his  career  in  the  steel  industry  with  the 
United  Steel  Company  at  Canton.  Later 
he  helped  to  organize  the  Central  Steel 
Company  in  Massillon,  Ohio,  of  which  he 
was  president  and  general  manager.  When 
these  two  companies  were  merged  to  form 
the  Central  Alloy  Steel  Company,  he  was 
chosen  chairman  of  the  board,  which  office 
he  held  until  the  Central  Alloy  merger 
with  Republic. 


Order  for  Insulators  to 
Westinghouse 

Westinghouse  Electric  &  Manufactur- 
ing Company  has  received  an  order 
from  the  Pennsylvania  Railroad  for 
porcelain  insulators  to  be  used  to  sus- 
pend the  high  tension  lines  for  the  new 
electrification  work  now  being  continued 
toward  Washington  from  Wilmington. 
The  order  will  result  in  additional  em- 
ployment at  Westinghouse  factory  at 
Derry,  Pa.,  as  well  as  in  employment  for 
suppliers  of  the  raw  material,  including 
clay,  feldspar  and  flint. 


Roscoe  Seybold  Appointed 
Westinghouse  Comptroller 

Roscoe  Seybold  has  been  advanced  by 
the  Westinghouse  Electric  &  Manufac- 
turing Company  to  the  position  of  comp- 
troller from  the  post  of  assistant  to  the 
president.  A  native  of  Rockville,  Ind., 
and  a  graduate  of  Purdue  University,  he 
joined  the  Westinghouse  organization 
in  1907  as  a  graduate  student.  After 
completing  this  training  course,  he  en- 
tered the  price  department,  where  he 
remained  until  1926.  From  1909  until 
1922  he  was  manager  of  the  price  sec- 
tion of  the  power  and  railway  headquar- 
ters sales  departments.  From  1922  until 
1926  he  served  in  an  executive  capacity 
with  the  general  sales  manager.  He  has 
been  assistant  to  President  F.  A.  Mer- 
rick since  1926. 


Philadelphia  Awards  Contract 
To  Union  Switch  &  Signal 

The  city  of  Philadelphia,  through  the 
Department  of  City  Transit,  has  con- 
tracted with  the  Union  Switch  &  Signal 
Company  for  the  complete  installation 
of  automatic  block  signals,  electro- 
pneumatic  train  stops  and  interlockings, 
with  centralized  traffic  control  of  all 
switches  and  signals  on  the  Ridge 
Avenue  extension  of  the  Broad  Street 
subway,  and  the  consolidation  of  the 
Spring  Garden  and  Girard  Avenue 
electro  -  pneumatic  interlockings.  The 
work  involves  the  installation  of  a  67- 
lever  electro-pneumatic  interlocking  with 
a  centralized  traffic  control  machine. 


Yellow  Coach  Reports  Net 
Loss  for  Nine  Months 

Yellow  Truck  &  Coach  Manufactur- 
ing Company  reported  net  loss  after 
provision  for  depreciation  amounting  to 
$1,893,352  for  the  nine  months  ended 
Sept.  30,  1931.  In  the  similar  period 
a  year  ago  the  company  had  a  net  profit 
amounting  to  $1,053,431. 

Net  sales  for  the  first  nine  months 
of  this  year  totaled  $20,659,471. 

The  net  loss  for  the  quarter  ended 
Sept.  30,  1931,  amounted  to  $846,471. 
This  compared  with  a  net  loss  of  $384,- 
432  for  the  third  quarter  of  1930. 


Prof.  Dudley  Returns  to 
Westinghouse  Air  Brake 

Prof.  S.  W.  Dudley,  Strathcona  profes- 
sor of  mechanical  engineering  and  chair- 
man of  the  department  of  mechanical 
engineering  in  Yale  University,  has  re- 
joined the  engineering  organization  of  the 
Westinghouse  Air  Brake  Company  in  an 
advisory  capacity,  with  the  title  of  assistant 
to  the  vice-president,  while  retaining  his 
university  connections. 

After  completion  of  his  college  course 
in  mechanical  engineering  at  Yale  Uni- 
versity and  serving  for  a  short  period  on 
the  faculty.  Prof.  Dudley  entered  the 
employ  of  the  Westinghouse  Air  Brake 
Company  as  special  apprentice  in  1905  and 
advanced  rapidly  through  many  important 
positions  until  he  was  appointed  chief  engi- 
neer in  1914.  That  position  he  retained 
until  1921,  when  he  was  induced  to  accept 
the  chair  of  mechanical  engineering  in  his 
alma  mater.  Many  outstanding  air-brake 
developments  mark  the  period  during  which 
he  was  associated  with  this  company,  and 
in  these  achievements  he  had  a  prominent 
part. 

Because  of  his  broad  experience,  pleas- 
ing personality  and  keen  insight  into 
human  affairs  and  his  extensive  knowledge 
of  engineering  practices.  Prof.  Dudley  has 
been  in  demand  for  various  activities  and 
positions  of  responsibility  with  the  college. 
He  is  a  member  of  the  board  of  trustees 
and  governing  board  of  Sheffield  Scientific 
School,  chairman  of  the  university  com- 
mittee on  transportation,  member  of  the 
industrial  committee  of  the  Institute  of 
Human  Relations  in  Yale,  and  member 
of  the  committee  on  relations  between 
railroads  and  colleges  of  the  Society  for 
the  Promotion  of  Engineering  Education. 


k 


Electric  Railway  Journal — November,  1931 
669 


Trade  Notes 

C.  H.  Will  Motors  Coriioration,  Min- 
neapolis, Minn.,  has  filed  an  amendment 
to  its  incorporation  articles  changing  its 
name  to  Greyhound  Motors  &  Supply 
Company. 

Harry  L.  Erlicher  has  been  appointed 
purchasing  agent  of  the  General  Elec- 
tric Company,  succeeding  L.  G.  Banker, 
who  retired  on  Oct.  1.  In  his  new  posi- 
tion Mr.  Erlicher  will  direct  purchases 
of  materials  aggregating  more  than 
$100,000,000  a  year. 

J.  M.  McKibben,  Jr.,  has  been  ap- 
pointed sales  promotion  and  advertising 
manager  of  the  newly  organized  indus- 
trial department  of  the  Westinghouse 
Electric  &  Manufacturing  Company. 

Ohmer  Fare  Register  Company  has 
announced  the  appointment  of  J.  B. 
Wallis  as  manager  of  its  Eastern  dis- 
trict, with  headquarters  in  New  York 
City.  Mr.  Wallis  was  formerly  south- 
eastern district  sales  manager  for  the 
Remington  Cash  Register  Company. 

E.  R.  Dougherty  has  joined  the  sales 
organization  of  the  American  Manganese 
Steel  Company.  He  will  work  with  E. 
F.  Mitchell,  district  manager,  in  the  en- 
gineering and  sale  of  Fahralloy  cast- 
ings in  Chicago  and  the  surrounding 
territory. 

The  American  Manganese  Steel  Com- 
pany has  moved  its  Chicago  office  to  the 


McCormick  Building,  332  South  Michi- 
gan Avenue,  where  it  is  located  with 
the  parent  company,  the  American 
Brake   Shoe   &    Foundry    Company. 


Bus  Deliveries 

Boston  Elevated  Railway,  Boston, 
Mass.,  ten  .^.C.F.,  40-passenger,  Metro- 
politan type. 

Brooklyn  Bus  Corporation,  Brooklyn, 

N.  Y.,  41   Twin   Coach;   one   Model  40. 
and  40  Model  30. 

Connecticut  Company,  New  Haven, 
Conn.,  six  Yellow  Coach,  29-passenger. 
Type  V. 

Denver  Tramways,  Denver,  Col.,  two 

Yellow  Coach,  21-passenger,  Type  U. 

Grand  Forks  Street  Railway,  Grand 
Forks,  N.  D.,  one  Mack,  Model  BG. 

Highway  King  Buses,  Ltd.,  Hamilton, 

Ont.,  eleven  White,  Model  54. 

Madison  Railways,  Madison,  Wis.,  one 
Yellow    Coach,   21-passenger,   Type   W. 

Milwaukee  Electric  Railway  &  Light 
Company,  Milwaukee,  Wis.,  five  Yel- 
low  Coach,   21-passenger,   Type   U. 

United  Traction  Company,  Albany, 
N.  Y.,  seven  Twin  Coach;  four  Model 
40,  and  three  Model  30. 

Virginia  Electric  &  Power  Company, 
Norfolk,  Va.,  25  White,   Model  65A. 


Conspeaus  of  Indexes  for  October,  1931 

Compiled  for  Publication  in  Electric  Railway  Journal  by 

ALBERT    S.    BICHET 

Electric   Railway   Engineer,   Worcester,   Mass. 


Street  Railway  Fares* 

1913 


Electric  Railway  Materials* 

1913   =      100 


Electric  Railway  Wages* 

1913   =      100 


ElectricRy.  ConstructlonCost  * 

Am.  Elec.  Ry.  .\88n.       1913   =      100 


General  ConstructionTCost 

Eng'g  News-Record     1913   =      100 


Wholesale  Commodities 

U.  S.  Bur.  Lab.  .Stat.     1926    =      100 


Wholesale  Commodities 

Bradstreet  1913   =    9.21 


RetaillFood 

U.  S.  Bur.  Lab.  .Stat. 


1913   =      100 


Cost  of/Living 

Nat.  Ind.  Conf.  Bd. 


1923 


General'Business 

Tlie  Business  Week  Normal  =      100 


Industrial'Activity  •- 

Elec.  World,  Icw.-lir.  used  1923-25  =  100 


Bank  Clearings  h 

Outside.N.  Y.  City  1 1926   =      100 


Latest 


Oct.,  1931 
7.85 


Oct.,  1931 
116 


Oct.,  1931 
231.9 


Oct.,  1931 
165 


Oct.,  1931 
169.8 


Sept.,  1931 
69.1 


Oct.,  1931 
8.30 


.Sept.,  1931 
119.4 


Aug.,  1931 
85.9 


Oct.  3,  193 
71.4 


Sept.,  1931 
100.4 


Sept.,  1931 
63.4 


Montli 
Ago 


Sept.,  1931 
7.81 


Sept.,  1931 

116 


Sept.,  1931 
232.9 


Sept.,  1931 
167 


Sept.,  1931 
171.4 


Aug.,  1931 
70.2 


Sept.,  1931 
8.49 


Aug.,  1931 

119.7 


July.  1931 
85.9 


Sept  5,  1931 
72.2 


Aug.,  1931 
97.3 


Aug.,  1931 
66.0 


Year 
Ago 


Oct.,   1930 

7.79 


Oct.,  1930 
133 


Oct.,  1930 
231.8 


Oct.,  1930 
195 


Oct.,  1930 
198.7 


Sept.,  1930 
84.2 


Oct.,  1930 

10.30 


Sept.,  1930 
145.6- 


Aug.,  1930 
94.7 


Oct.  4,  1930 
86.6 


Sept.,  1930 
110.7 


Sept.,  1930 
82.7 


Last  Five  Years 


High 


Oct..  1931 

7.85 


Dec,  1926 

159 


April.  1931 

233.2 


Nov.  1928 
206 


Jan.,  1927 
211.5 


Sept.,  1928 

100.1 


Jan.,  1928 
13.57 


Dec,  1926 
161.8 


Nov.,  1926 

104.0 


Oct.  6.   1928 
117.6 


Feb.,  1929 
140.4 


Oct.,  1929 
111.8 


Low 


Oct.,  1926 

7.37 


.■Vug.,  1931 

113 


Oct.,  1926 

226.2 


Oct.,  1931 

165 


Oct.,  1931 
169.8 


Sept.,  1931 
69.1 


Oct.,  1931 
8.30 


June,  1931 

118.3 


June,  1931 
85.9 


Aug.  29,  1931 

71.0 


Aug.,  1931 

97.3 


Sept.,  1931 

63.4 


•The  lour  index  numbers  marked  with  an 
asterick  are  computed  by  Mr.  Sichey.  Pares 
index  18  average  street  railway  fare  in  all  United 
States  cities  with  a  population  of  50  000  or 
over  except  New  York  City,  and  weighted  ac- 
cording to  population.  Street  Railway  Materials 
index  is  relative  average  price  of  materials  (in- 
cluding  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  motornien. 
conductors  and  operators  on  116  of  the  largest 
street  and  interurban  railways  operated  in  the 
United  States,  weighted  according  to  the  number 
of  such  men  employed  on  these  roads, 
t  Revised. 


Material  Prices 

OCTOBER  27,  1931 


Metals — New  York 

Copper,  electrolytic,  delivered,  cents  per  lb.       7.00 

Lead 3. 77 

Niclcel,  ingot 35  00 

Zinc 3 .  60 

Tin,  Straits 22.  20 

Aluminum,  98  to  99  per  cent 22. 90 

Babbitt  metal,  warehouse 

Commercial  grade 34.75 

General  service 29.00 

Track  Materials — Pittsburgh 

Standard  steel  rails,  gross  ton $43. 06 

Track  spikes,  A-in.  and  larger,  per  100  lb... .  $2. 70 

Tie  plates,  steel,  cents  per  1 00  lb 1.85 

Angle  bars,  cents  per  1 00  lb 2.75 

Track  bolts,  per  1 00  lb 3  90 

Ties,  6m.i  8m.x8  ft.. 

White  Oak,  Chicago 1 .  05 

Long  leaf  pine,  New  York 1 .  00 

Waste--New   York 

Waste,  wool,  cents  per  lb 1 1 .  00 

Waste,  cotton  (100  lb.  bale),  cents  per  lb.: 

White 6.50-9.00 

Colored 5.  50-8. 00 

Wire— New  York 

Bare  copper  wire,  cents  per  lb 9. 00 

Rubber-covered  wire.  No.  14.  par  1,000  ft....  J3.75 

Weatherproof  viire  base,  cents  per  lb 1 1 .  00 

Paint  Materials — New  York 

Linseed  oil  (5  bbl.  lots) ,  cents  per  lb 8 .  20 

White  lead  in  oil  ( 1 00  lb.  keg) ,  cents  per  lb . .  13.25 

Redleadinoil 14.75 

Turpentine  (bbl.  lots),  cents  per  gal 38.  00 

Putty,  com'l  grade,  100  lb.  lubs,  cents psr  lb.  5.50 

Hardware — Pittsburgh 

Wire  nails,  per  keg 1 1 .  90 

Sheet  iron  (24  gage),  cents  per  lb 2.  40 

Sheet  iron,  gaivaniied  (24  gage),  cents  per  lb.  2. 90 

Auto  body  sheets  (20  gage),  cents  per  lb 3.10 

Fender  stock  (20  gage),  cents  per  lb 3.20 

Bituminous  Coal 

Pittsburgh  mine  run,  net  ton $1 .  30 

Central  111.  screenings 1 .  00 

Kansas  screenings,  Kansas  City 1 .  00 

Big  seam,  Ala.,  mine  run 1 .  45 

Smokeless  mine  run,  Chicago 1 .  90 

Paving  Materials 
Paving  stone,  granite,  5  in.,  f.o.b.: 

New  York-— Grade  I ,  per  thousand $120.00 

Wood   block   paving   3J,    16  lb.   treatment, 

N.Y.,  per  sq.yd.,  f.o.b 2.00 

Paving  brick,  3Jx8Jx4,  N.Y.,  per   1,000  in. 

carload  lots,  fob 50. 00 

Paving  brick,  3x8ix4,  N.  Y.,  per  1,000  in. 

carload  lots,  f.o.b 45 .  00 

Crushed  stone,  J-in.,  N.  Y.  wholesale,  f.o.b. 

per  cu.yd 1.80 

Cement,   Chicago,  in  carload  lots,   without 

bags,  delivered 1.95 

Gravel.  1-in.,  N.  Y.  cu.yd.,  wholesale,  f.o.b. .  1 .  60 

Sand,  cu.yd.,  wholesale,  f.o.b 1 .00 

Aaph&lt,  in  pkg.  N.Y.,  f.o.b.  ref.,  per  ton 16. 00 

Scrap— New  York 

Heavy  copper,  cents  per  lb 4. 90 

Light  copper 4.15 

Heavy  brass 2.60 

Zinc 1 .  50 

Lead,  heavy 2.  50 

Mixed  babbitt 3.00 

Battery  lead  plates 0. 85 

Cast  aluminum 4.  75 

Sheet  aluminum 8.25 

Auto  radiators 2. 85 

Tires,  standard,  mixed,  per  ton $  3 .  00 

Inrifer  tubes,  mixed,  per  cwt $  1 .  20 

Old  Material — Chicago 

Steel  car  axles,  net  ton $  1 1 .  25 

Cast  iron  car  wheels,  gross  ton 9. 25 

Steel  car  wheels,  gross  ton 9. 00 

Leaf  springs,  cut  apart,  gross  ton 9.  75 

Angle  bars,  gross  ton 8.  75 

Brake  shoes,  net  ton 6 .  00 

Steel  rails  (short),  gross  ton 10.75 

Relaying  rails,  gross  ton  (65  lb.  and  heavier)  24.50 

Maciiine  shop  turnings,  gross  ton 4.25 

Coil  springs,  per  gross  ton 10.00 

Frogs,  switches  and  guards  cut  apart,  per 

gross  ton 8 .  00 


Electric  Railway  Journal — Vol.75,  No.l2 
670 


N(n'cuibcr,1931  ELECTRIC  RAILWAY  JOURNAL  9 

Accident  Insurance 

or  Accident  prevention? 

T 

INSURANCE 
PAYS  FOR  THE  ACCIDENT 


BUT  PEACOCK  STAFFLESS  RRAKES 

PREVENT  IT/ 

redcock  Brafces  are 
powerful^  fast^  safe  and  absolutely 

CERTAIN 

National  Brake  Company 

890  Ellicott  Square,  Bufifalo,  N.  Y. 

Canada: — Lyman  Tube  &  Supply  Co.,  Ltd.,  Montreal 
The  Ellcon  Co.,  General  Sales  Representative,  50  Church  Street,  New  York  City 


10 


ELECTRIC  RAILWAY  JOURNAL 


November.  1931 


TIGER^WELD 

PO^ER 
BONDS 


This  latest  and  most  significant  advance  in  power  bond  design 
assures  welding  simplicity  and  economy  never  before  real- 
ized—  as  well  as  higher  resistance  to  vibratory  stresses.  By 
newly  developed  manufacturing  methods,  the  wires  are  in- 
timately flash  butt-welded  to  solid  soft  steel  terminals,  making 
it  easy  for  any  welder  to  give  you  better  installations  at  lower 
cost.  Five  types  —  adaptable  to  flame  or  arc  welding  —  each 
bond  stretch-tested  to  insure  positive  unity.  Full  particulars 
and  samples  on  request.    Address  the  nearest  office. 


A  TRIUMPH     IN     PERFORMANCE    AND    ECONOMY 


AMERICAN  STEEL  &  WIRE  COMPANY 


208  South  La  Salle  Street,  Chicago        subsidiary  of  unitedJ^states  steel  corporation  And  All  Principal  Cities 

Pacific  Coast  Distributors:  Columbia  Stcd  Comp«ny,  Run  Buildina,  S«n  Francltco  Export  Distributors:  UnlUd  SKtei  SUcI  Pioduelj  Company,  Ntw  Yoik 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


11 


Fc 


or 

Oistinguislied 


The  Charles  A.  Coffin  Medal 
Won  by  The  Milwaukee  Electric 
Railway  &  Light   Company 


Service! 


T^vi^o  First  A^w^ards  for  Development  and 
Eft icieney  Won  by  Systemfs  Equipped 
^vritli  Goodyear  All-^Veatlier  Tread  Tires 


The  1931  winners  of  two  most 
coveted  national  awards — the 
Charles  A.  Coffin  Medal  for  Dis- 
tinguished Contribution  to  the 
Development  of  Electric  Trans- 
portation, and  the  Bus  Transpor- 
tation Maintenance  First  Award 
in  Class  B  City  Operation  —  both 
rely  on  Goodyear  Bus  Tires. 

The  Milwaukee  Electric  Rail- 
way and  Light  Company,  operat- 
ing 169  buses  over  887  miles  of 
route,  receives  the  Charles  A. 
Coffin  Medal  as  a  signal  citation 
for  advances  which  promote 
public  convenience  and  redound 
to  the  benefit  of  the  industry.  Most 
of  its  motor  coaches  are  equipped 
with  Goodyear  Bus  Tires. 

The  Capital  Traction  Company, 
of  Washington,  D.  C,  is  awarded 
first  place  in  its  metropolitan 


class  for  efficient  maintenance 
methods  and  practices.  Capital 
operates  47  buses,  all  for  the  last 
several  years  equipped  with 
Goodyear  Tires. 

"Our  tire  record,"  says  Capital 


THE    GREATEST    NAME 


Bus  Transportation  First  Award, 

Class  B  City  Operation.  Won 

by  Capital  Traction  Company, 

Washington,  D.  C. 

Traction  in  its  brief  on  operations, 
"is  entirely  due  to  the  manufac- 
turer ...  a  record  of  over  100,000 
miles  operated  per  tire  failure 
delay.  Practically  our  entire  fleet 
is  equipped  with  balloon  tires, 
with  a  consequent  easier  riding 
for  the  passengers  and  ease  on 
the  bus." 

Goodyear  extends  congratula- 
tions to  the  victors,  and  pledges 
the  same  character  of  manufac- 
turing interest  and  tire  quality  to 
every  user  of  Goodyear  Bus 
Balloon  Tires. 


IN    RUBBER 


IT     PAYS     TO     SPECIFY     GOODYEARS     \YHEIV     YOU     ORDER     IVEIV     COACHES 


12 


ELECTRIC  RAILWAY  JOURNAL 


November.  1931 


lubrication  costs  have  been  low- 
ered. The  maintenance  dollar  covers  more 
ground  than  it  ever  did  before.  Railway 
executives  have  discovered  a  new  system 
of  lubrication.  Car  buyers  are  specifying  it 
for  new  equipment.  Many  of  the  most  suc- 
cessfully operated  lines  in  the  country  are 
completely  equipped. 

This  new  system— the  Texaco  System  of 
Car  Journal  Lubrication  —  oflFers  definite 
operating  economies.  No  one  can  predict 
the  exact  amount  it  will  save  on  your  lines, 
but  Texaco  engineers  can  promise  you 
that  it  will  be  substantial. 

Texaco  Lovis  Oil,  a  revolutionary  new 
lubricant,  and  the  Texaco  Car  Journal  Oil 
Seals  are  the  essential  elements.  Bearing 
and  journal  wear  are  cut  down,  power  con- 
sumption is  less  and  shop  time  for  lubrica- 
tion and  maintenance  lower  than  was  ever 
possible  under  the  older  methods. 

Records  of  actual  experiences  on  well 
known  electric  railways  are  available  on 
request.  Find  out  what  has  been  done,  then 
make  the  test  on  your  own  cars.  Texaco 
engineers  will  freely  cooperate.  Write 
The  Texas  Company  today. 

THE  TEXAS  COMPANY,  135  E.  42nd  ST.,  NEW  YORK  CITY 


Like  finding 
money 


TEXACO 
LFBRICANTS 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


13 


"STANDARD    'QT  '    WHEELS 


^w^W^^ 

1    ^^^^^1 

^mm       J^^^^^^^Hfiii 

nH 

HHI^^^^I^^^^^^I 

"Standard"  Quenched  and  Tempered  Wheels 
have  demonstrated  in  severe  service  superior 
structural  strength  and  wear  life.  Scientific 
heat  treatment  is  responsible  for  the  super- 
service  of  "QT"  wheels.  Use  them  on  your 
service  to  get  maximum  safety  and  minimum 
operating  costs. 


STANDARD  STEEL  WORKS  COMPANY 


GENERAL  OFFICES  &  WORKS:  BURNHAM,  PA. 


NEW  YORK  CHICAGO 

PHILADELPHIA 


ST.  LOUIS 


PORTLAND 

SAN  FRANCISCO 


AKRON 


14 


ELECTRIC  RAILWAY  JOURNAL 


November.  1931 


Vulran   Kail  Grinder 


Eureka  Radial  Rail  Grinder 


Bestir  or 


be  stirred 


W! 


Emust  bestir  our- 
selves to  hold  our 
patronage  by  giving  to 
our  passengers  the 
closest  approximation 
we  can  to  the  comfort 
they  enjoy  in  riding  on 
rubber . . . 

*It  is  of  the  utmost  im- 
portance, therefore,  that 
the  electric  street  car  be 
provided  with  the 
smoothest  and  best  type 
of  roadbed  ..." 

The  words  are  those  of 
Mr.  W.  W.  Wysor. 
Need  we  add  even  a 
word  ? 


3132-48  East  Thompson  Street,  Philadelphia 

AGENTS 
Chester  F.  Gailor.  50  Church  St..  New  Yorlt 
Chas.  N.  Wood  Co.,  Boston 

H.  F.  McDcrmott.   SOS  S.  La  Salle  St.,  Chicago 
F.   F.   Bodlcr.   San  Francisco.  Cal. 
H.  E.  Burns  Co..  Pittsburgh.  Pa. 
Equipment  &  EnfirineerinR  Co..  London 
Railwu.v  &  Welding  Supply  Company.  Toronto.   Ontario 


(1861 


AJai  BIretric  Arc  Welder 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


15 


How  Much 
Should  a 
Wheel 
Weigh 


E 


NOUGH  metal  must  be  put  in  a  car  wheel  to  give  ade- 
quate strength  and  wear  resistance.  How  much  oF  it  is 
necessary  to  Fulfill  these  conditions  depends  upon  the 
kind  oF  metal  used.  By  reason  oF  its  special  heat-treated 
composition  the  Davis  One- Wear"  Steel  Wheel  can 
secure  a  given  result  with  a  minimum  weight.  It's  the 
special  metal  that  makes  the  diFFerence. 


.■:si^'  "i 


AMERICAN  Steel  Foundries 


NEW  YORK 


CHICAGO 


ST.  LOUIS 


16 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


H 


EADQUARTERS  FOR 
SPRAY- PAIXTIXG  and  FINISHIXG 


f 


EQUIPMENT 

for 

Electric  Railw^ays 

"Winter  slows  up  exterior  maintenance  work,  and  at  the 
same  time  it  is  the  hardest  season  on  exterior  structures. 
Winter  maintenance  problems  on  electric  railways  how- 
ever, are  solved  by  DeVilbiss  Spray-finishing  and  Spray- 
painting  Equipment,  because  it  is  so  fast  that  you  can 
take  advantage  of  the  short  periods  of  "open  weather" 
to  accomplish  a  large  volume  of  this  type  of  work. 

The  spray  method  with  DeVilbiss  Equipment  is  three 
to  five  times  faster  than  brush  painting  methods.  One 
man,  or  a  small  crew,  can  paint  a  job  and  finish  it  in  a 
space  of  time  which  would  be  impossible  with  brush 
methods.  With  the  proper  DeVilbiss  Equipment  to  meet 
your  needs,  there  is  no  longer  any  reason  why  outside 
works  should  deteriorate  and  suffer  from  lack  of  paint- 
ing in  the  winter  time. 

Electric  railway  executives  should  send  for  Catalog 
"RB".  It  shows  why  DeVilbiss  Equipment  is  almost  uni- 
versally used  on  the  electric  railways  of  the  country. 

THE  DeVILBISS  COMPANY     :     TOLEDO     :     OHIO 

Netv  York         Philadelphia         Cleveland         Detroit         Chicago         St.  Louis 
Los  Angeles         San  Francisco  Windsor,  Ontario 

Direct  sales  and  service  representatives  available  everywhere 


! 


\f^MMM 


SSi\38  ^  5E7i^'[I[»iIIli3?IHy(SSM}OTIllS 

ESB3SiaEIHS>  T®  Jy^ 

y^B  AMID  miM  irs^vjMnrj 


I 


Maintenance  aivard 
^Tinners  use 

Yelloiir  Coaches 


HE  fact  that  Yelloiv  Coaches  over- 
fvhelmingly  predominate  on 
three  out  of  four  of  the  win- 
ning properties  for  the  Bus  Transportation 
Maintenance  Awards,  again  conclusively 
establishes  the  superior  excellence  of  Yel- 
low equipment. 

Out  of  a  total  fleet  of  89  coaches  used  by 
Blue  &  Gray — 76  were  Yellows — almost  lOO 
per  cent.  Out  of  a  total  fleet  of  57  coaches 
used  by  Capital  Traction — 31  were  Yellows. 
And  in  Toledo  Yellow  Coaches  predominate 
with  Community  Traction. 


In  inter-eity  Herviee  and 
in  city  service  Yeliow 
Coaches  can  always  be 
depended  upon  to  give 
unilormly  reliable  serv- 
ice at  low  cost. 


m^ 


ATIJRALLY,"  said  Mr.  Hill,  Association  President  and 
head  of  Tlie  Blue  &  Gray  Transit  Company,  ivinners  of 
tlie  Class  A  Bus  Transportation  Maintenance  Award  for 
inter-city  operation,  ''good  equipment  lias  proved  a  very  import- 
ant factor  in  lielping  lieep  our  maintenance  costs  loiv. 

''Iloivever,  our  most  valuable  discovery  was  the  manner  in 
which  new  equipment  invariably  increased  riding.  Our  lines  on 
which  new  equipment  was  introduced  this  year  showed  decided 
increases  in  revenue.  W^hile  we  found  that  old  equipment  will 
often  maintain  regular  riding,  w^e  learned  that  new  motor  coaches 
are  a  big  asset  in  attracting  additional  riders  and  a  higher  class 
of  patronage — especially  women. 

''Modern,  new  equipment  makes  all  the  difference  in  the  world 
w^hen  it  comes  to  building  for  increased  revenue." 

*        ♦        ♦        ♦ 

These  statements,  so  kindly  and  decisively  offered  by  so  well  reeog- 
nized  an  authority,  are  truly  signitieant.  Yellow  Coaches,  because 
at  design  and  outstanding  pertormance,  yield  the  results  outlined 
so  clearly  and  experienced  by  Mr.  Hill. 


It  can  be  done  —  with 

Yelloi^  Coaches 

GBNERAL   MOTORS   TRUCK   CO.,  F  o  n  t  I  a  e  .  ,      3M  I  e  h 

Subtidiary    of     Yetlon    Truck    &    Coach    Mfg.    Co. 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


21 


These  Combusfion  Engineers  have 
cuf  fuel  cosis  for  many  operators. 


How  much  would  a  17%  Increase  in  motor 
fuel  mileage  save  you  in  a  year?  How  much 
would  it  be  worth  to  you  to  reduce  obnoxious 
odors  in  your  motor  coaches?  And  wouldn't 
you  like  to  r'eceive  better  lubrication  from 
motor  oil? 

These  are  some  of  the  problems  which 
motor  coach  combustion  engineers  of  the 
Standard  Oil  Company  (Indiana)  are  solving 
for  Midwestern  motor  coach  operators.  The 
efFiciency  of  hundreds  of  motor  coaches  has 
been  greatly  increased  by  these  engineers 
.  .  .  and  as  the  operating  efficiency  was 
increased  the  motor  fuel  cost  and  the  amount 
of  obnoxious  combustion  odors  released  were 


decreased.  A  check  taken  of  twenty-five  of 
these  motor  coaches  picked  at  random  from 
difFerent  companies  shows  an  average  sav- 
ing of  17%  in  motor  fuel  mileage  and  42% 
less  carbon  monoxide. 

It  may  be  also  possible  to  improve  your 
gasoline  mileage  and  lower  motor  fuel  costs. 
Your  motor  coaches  serviced  by  Standard 
Oil  Company  (Indiana)  combustion  engineers 
and  using  Red  Crown  Gasoline  and  Polarine 
Motor  Oil  will  be  as  efficient  and  economical 
as  perfect  gasoline  and  motor  oil  perform- 
ance can  make  them.  Call  in  one  of  these 
motor  coach  engineers.  His  investigation 
places  you  under  no  obligation. 


STANDARD  OIL  COMPANY 

(Indiana)  1208-B 

910   So.  Michigan  Avenue  Chicago,  Illinois 


MATCHED     TO     GIVE 


PERFECT    PERFORMANCE 


22 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


NEW  WHEEL 
SATISFACTION 


Stamped  on  Carnesie  Wrought  Steel  Wheels,  the  initidls 

"R  T"  (Rim  Toughened)  identify  wheels  particularly 
adapted  to  modern  heavy  duty  service.  These  initials 
indicate  the  additional  refinement  of  heat  treatment,  the 
process  of  which  produces  a  wheel  with  an  especially 
toush  rim  and  with  high  physical  properties  ...  a  wheel 
that  will  give  you  greatly  increased  service  because  it  has 
the  extra  stamina  to  endure  the  stress  and  strain  of  modern 
traffic  conditions. 

You  already  know  the  outstanding  advantages  of 
Wrought  Steel.  Learn  now  of  this  further  improvement. 
Let  our  wheel  engineers  bring  you  complete  details. 
Carnegie  Rim  Toughened  Wrought  Steel  Wheels  have 
created  a  new  standard  of  service  and  value  .  .  .  have 
brought  to  users  a  new  wheel  satisfaction. 


Carnegie  Steel  Company  *  Pittsburgh,  Pa 

Subsidiary  of  United  States  Steel  CoTporation 


162 


CAR.N  EGI E 


yVK.ORG HT  ITEEL 


WHEELS 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


23 


There  is  no  insurance  for  prosperity  like 
a  sustained  effort  which  is  not  diminished 
in  face  of  discouraging  outlooks,  nor 
over- stimulated  by  too  much  optimism. 

For  many  decades,  Collier  Service  Car 
Cards  have  kept  steadily  at  it,  urging 
riders  to  buy.  Rain  or  shine  they  have 
been  promoting  business  and  so  helping 
to  maintain  traffic.  Better  still,  they  have 
been  a  source  of  income  on  v/hich  the 
Electric  Railway  Operating  Companies 
have  been  able  to  rely. 


CAR  CARD  ADVERTISING 
ALMOST  EVERYWHERE 


BARRON   G.  COLLIER 

I  NCO  RPOR/V.TED 
aZO  W.4-ZIli  ST.,  N.Y.C 


24 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


L 


OliVESX    COST    PER    CAR    MILE    WITH    LESS 

MAINTENANCE 


WHERE  PERFORMANCE  TAKES  PREFERENCE  OVER  PRICE 


Hand  in  hand  go  operating  economies 
and  public  approval  when  street  rail- 
way equipment  is  modernized.  On  new 
or  old  rolling  stock  SiGS[P'  Bearings 
are  a  step  in  the  right  direction. 
^  Especially  is  this  true  of  traction 

You  may  buy  a  bearing  motors.     It  is  here  that  SlCS[F' 
t::::^,7X  performance  Takes    Preference 

it,  for  nothing  is  apt  to    Qvcr    PricC 
cost  so  much  as  a  bear- 

mt  that  cost  so  little.       On  the  General  Electric  #712 


D.  C.  Street  Car  Motor  SCSJF's  on  each 
end  of  the  armature  shaft  are  a  decisive 
factor  in  maintaining  the  original  effi- 
ciency plus  freedom  from  electrical 
troubles  due  to  bearing  wear. 
SCS[F"s  never  require  adjust- 
ments and  have  a  wide  margin 
of  reserve  stamina  to  insure  un- 
interrupted schedules  at  lowest 
cost  per  car  mile. 


2796 


HKF-  INDUSTRIES,  INC.  40  EAST  34th  STREET,  NEW  YORK,  N.  Y. 

HKF" 

Rail  and  Roller   Hearings 


i 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


25 


EXIDES    GIVE    LOWEST 


120,000  MILES 

per  EXIDE  s 

11,000,000  MILES 

per  YEAR 
.  .  .  and  not  one  battery  plate  renewal 


Here  is  a  typical  Exide  Motor  Coach  Battery  that  as- 
sures economy  to  any  operator.  Batteries  that  can  aver- 
age 120,000  miles  without  a  plate  renewal  are  worth 
looking  up,  don't  you  think? 


Exide 

MOTOR  COACH 
BATTERIES 


One  of  the  185  modem  buses  of  the  Northland 
Greyhound  Lines  which  have  used  Exide  Bat- 
teries as  standard  since  their  organization. 


SOUNDS  like  a  record.  Maybe  it  is.  There's  one  thing  cer- 
tain—"Exides  give  lowest  cost  per  bus  mile"  is  being  proved 
every  day,  by  hundreds  of  bus  companies,  large  and  small.  This 
time  by  the  Northland  Transportation  Company  (Northland 
Greyhound  Lines)  of  Minneapolis,  Minn.  120,000  miles— 24 
months— has  been  the  average  life  this  company  has  obtained 
from  Exide  Motor  Coach  Batteries . . .  and  without  plate  renewals. 

It's  the  built-in  dependability,  uniform  rugged  construction, 
that  makes  Exide  Batteries  cost  least  per  mile.  There  are  no  weak 
spots  in  an  Exide  .  .  .  rebuilding  is  not  necessary.  An  Exide  is 
in  your  bus  till  it  wears  out,  and  gives  you  reliable  performance 
all  the  way. 

Of  course  you  want  to  keep  maintenance  figures  from  getting 
too  big.  The  question  is,  "How?"  Use  Exide  Motor  Coach  Bat- 
teries and  our  extensive  engineering  experience  which  enables 
us  to  show  you  how  to  get  lowest  cost  per  bus  mile.  Don't 
hesitate  to  make  your  problem  ours.  We  want  to  serve  you  as 
well  as  sell  batteries.  Write  today  for  facts.  No  obligation. 


THE     ELECTRIC     STORAGE     BATTERY     COMPANY,     Philadelphia 

THE  WORLD'S   LARGEST  MANUFACTURERS  OF  STORAGE   BATTERIES   FOR   EVERY   PURPOSE 

Exide  Batteri'S  of  Canada,  Limited,  Toronto 


26 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


15  years  without  repair, . . 


Subway  car  in  use  on  the 
Interborough  Rapid  Transit 
System,  New  York.  The  J-M 
Truss  Plate  steel  car  floor- 
ing has  been  in  service  since 
1916    without   any    repairs. 


J-M  Truss  Plate  has  the  ad- 
vantage of  light  weight — 
great  strength  and  stifFness 
— easy  application  to  car 
frame — high  thermal  resist- 
ance— low  maintenance 
cost. 


J-M  Truss  Plate  steel  car  floor- 
ing has  perfect  record  on  Interborough  Rapid  Transit  Test 

IN  1916  the  Interborough  Rapid  Transit  System  in  New  York  City 
placed  in  operation  the  first  car  equipped  with  J-M  Truss  Plate 


J-M  "Type  A"  Tile 
Flooring  is  a  fin- 
ished decorative 
flooring  that  is 
waterproof,  resili- 
ent, acid  proof  and 
will  outlast  any 
other  resilient  type 
of  floor  covering. 
It  is  available  in  9 
different  colors  and 
several  sizes  and 
shapes. 


John 


steel  car  flooring.  For  fifteen  years  this  car  has  been  subjected  to  the 
heaviest  passenger  traffic  in  the  world — and  not  one  cent  has  been 
spent  on  the  sub-flooring  for  repair.  Today,  hundreds  of  units  have 
been  installed  in  the  subway  cars  of  New  York  City. 

J-M  Truss  Plate  can  be  adapted  to  any  type  of  underframe — it 
will  give  you  the  same  satisfactory  results  on  your  equipment  that 
the  Interborough  Rapid  Transit  System  has  experi- 
enced. Address  Johns-Manville,  292  Madison  Ave., 
New  York. 


s-Manyille 

Service  to  Transportation 


01 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


27 


Suburban  Cars  for  Electric 

Steam  Road  Service 

w    igh  13/140  lbs. 

'At/, 


Ml 


A'/ 


^ 


MCt>.  U.  S.   m.  OFF. 


Power  savings  alone  will  absorb 
the  extra  cost  in  39  months    /    / 


"ALUMINIZED,"  the  average  suburban  car  for  elec 
trie  steam  road  service  can  weigh  112,000  lbs.  instead  of 
the  usual  125,140  lbs.  "Aluminized"  cars  have  equal 
strength  and  are  over  61/2  tons  lighter.  8,650  lbs.  of  the 
light  strong  alloys  of  Alcoa  Aluminum  displace  24,100  lbs. 
of  steel.  Result,  the  "aluminized"  car,  lifting  525,600  ton'  ■ 
miles  a  year  off  your  tracks,  cuts  power  costs,  wear  and 
tear  on  motors,  brakes,  etc. 

The  additional  cost  of  "aluminizing"  suburban  cars  for 
electric  steam  road  service  is  absorbed  in  39  months  by 
savings  in  power  costs  alone.  Based  on  a  cost  of  .067  cents 
per  1,000  lbs.  of  car  per  mile,  it  costs  8.38  cents  to  move 
the  old  fashioned  (125,140  lbs.)  car  i  mile.  The  "alumin- 
ized" car  weighing  only  112,000  lbs.  costs  7.50  cents  per 
mile.  Operating  the  usual  80,000  miles  per  year  of  subur- 
ban  cars  for  electric  steam  road  service,  this  power  saving 
of  .88  cents  per  mile  by  the  "aluminized"  car  results  in  a 
power  saving  of  $704  per  year. 

When  you  "aluminize"  you  can  use  the  light  strong  alloys 
of  Alcoa  Aluminum  for  under  frame,  including  body  bol- 
sters, side  sills,  cross  members  and  apparatus  supports. 
Use  it  too  for  all  metal  work  in  the  body,  including  side 
plates,  end  plates,  roofs  and  finish  inside  and  outside.  Itcan 
also  be  used  for  numerous  truck,  motor  andapparatus  parts. 

Standard  structural  shapes  of  the  light  strong  alloys  of 
Alcoa  Aluminum  from  which  street  cars  and  railway 
coaches  are  made  are  carried  in  stock.  Plates,  rivets,  bolts 
and  screws  are  also  available. 

The  engineering  handbook,  "Structural  Aluminum,"  is 
available  at  $1.00  a  copy.  Address  ALUMINUM  COMPANY 

0/  AMERICA;  246}  Oliver  Building,  PITTSBURGH,  PENNSYLVANIA. 


ALCOA  ALUMINUM 


28 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


out, 


ND 


'■t- 


^^.- 


'■'tthlo 


ANNUAL 
PROGRESS  AND 
STATISTICAL 
NUMBERI 


Tj 


"■^^^    Activity 


^^//J} 


I 


^^aified 


Bus  Service  and 

.....c  houRht  due 


i»6P"'n«    BUS  service  Uno«  be- 

i„„  given  by  390  eiea  ^ 

'"'',esoper>t.ng»,^^^     „„.e 

^  bv  1"  '^°"' 


r. 


l''y  Ei 


"^^^  o^.n.,,,^ 


O^Ulg 


"''•>  In.^ 


'  'ajus 


'  ^uspic 


:P^"'edu„d„         't'j,;ti'5e.«,c,,,,„, 


RELIABLE,  up-to-date  picture  of  what's 
been  happening  in  the  community  trans- 
portation field — surface,  subway  and  elevated  rail- 
ways, elearified  railroad  lines,  taxis,  buses,  trolley 
buses,  freight  lines  and  terminals.* 

Transportation  men  in  all  departments  of  opera- 
tion will  wish  to  study  the  faaual  information 


in  this  Statistical  Number  and  to  keep  it  handy  for 
reference  throughout  the  coming  year.  It  is  the 
one  reliable  source  of  complete  information  cover- 
ing every  phase  of  the  industry — a  master  tabula- 
tion, describing  and  comparing  the  last  year's 
operations  with  previous  years,  and  indicating  the 
trends  for  1932. 


♦TO  ADVERTISERS:    Sales  plans  and  market  studies  should  be 
built  around  this  conception  of  the  community  transportation  field. 


Advertising  Forms  Close  December  21! 


J 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


29 


-ienc^^ 


"'**'*'/-'**^ 


ai/road  £| 


tSnP 


rece 


deote« 


,  105  vehicle 


During 


past 


Year 


<^l'nd  ,, 


^ctria 


^tion 


live 


0€* 


of  11 

by 

fot 


ioWey 
systems 


boses*' 
aUeidy 
tise  "' 


1  opei 
V82 


vehicles 


od 


i"-*-""    TO-Oi"-"" 


'   ""•  CclJ  5 


'""'--. S?S? 


Clu, 


"«"  in  CU 


''""■«'ds„, 


■'■"«'■"»..- r,«^,. 


^4v 


^^^mU 


^a;t< 


4?yj- 


^G 


^^IS^'^'- 


/\  5fK  >^  ^        «»^S.'""' 


^ood  s;,^ 


/« 


^^r 


''>^^'^^, 


^inty 


W'tn, 


*«p 


'Sfc, 


*«  '■"  ^'^  .od  V"'''  *^le  ma^"*** 
cou""'  "  K.aes.bu*'  »"^  ^„te  rise  of 


r EXCERPTS 
FROM  LAST      i 
EAR'S  ANNUAL] 
STATISTICAL     ' 
-    NUMBER 


Rapid  Transit  Makes  Advance 

*-  .    ■      .hr  veir.  but  «ht 

L  i,  idded  daring  me  ye«'  "" 

*''"'' ^llo.NCv«k«.dC.eveUnd 


C       1  Sated  im"  «'".'""    1M3   ttere  has  >>«i" 


"  J- '"  '^t  operating  'TCf  New   Vork  toH 
C  TaS.  C-I^V  J-/5:/„=,  .He  B™oW,n. 

,he  present  t,me  a  virtual  a^^_^  eompames   wh  *  "J 
reached  between  the  wo^F'^^^^   f„orabk  all'ttinejJ^ 


Among  the  subjects  covered  In  the  Statistical  Number  will  be: 


— Cars,  buses,  trolley  buses  and  taxicabs  purchased  in 

1931.    Number  of  vehicles  in  operation.    Vehicle  and 

route  mileage. 
— Miles  of  new  track  constructed  and  reconstructed. 
— Expenditures   for    new   equipment   and    maintenance 

during  1931. 
— Forecast    of   expenditures    for    new    equipment    and 

maintenance  budgeted  for  1932. 
— 1931  revenues,  costs  and  fares,  and  comparisons  with 

previous  years. 


-Rapid    transit    developments 
trification. 


and    steam    road    elec- 


— Taxicab  operation. 

— Trolley  bus  developments. 

— Study  of  industry  trends  and  forecast  for  the  coming 
year. 

— Advertising  pages,  containing  reliable  and  practical 
information  regarding  developments  in  rolling  stock, 
shop  equipment,  tools,  operating  materials,  and  the 
sources  from  which  this  equipment  can  be  purchased. 


ELECTRIC  RAILWAY  JOURNAL 

330    WEST    FORTY-SECOND    STREET,    NEW    YORK 


30 


ELECTRIC  RAILWAY  JOURNAL 


November,  19J1 


A  BEG,  FAST. 

POWERFUL  UFA  W-DVIY 
CARRiFR  •  •  • 

at  an  Exftemely 
low  Price 


Climaxing  years  of  truck  building  ex- 
perience Reo  offers  the  new  4-Tonner, 
a  commercial  carrier  built  in  tractor, 
dump,  trailer  and  van  types  for  every 
heavy  hauling  need. 


Bic^TONMER  ^ 


Engine,  frame,  axles, 
brakes,  springs  and 
all  component  parts 
are  coordinated  in  a 
/ / / '/  perfectly  balanced 
'^/m  chassis,    which    boasts 

maximum  power  for 
weight,  extreme  stur- 
diness,  and  utmost 
safely  under  all  load 
and   travel   conditions. 

REO    MOTOR    CAR    COMPANY 
LANSING  ■  TORONTO 

150-incb  wheelbase  chassis $2800 

J™-!nch  wheelbase  chassis $2875 

190-inch  wheelbase  chassis $2950 

Reo  TtucUm  and  Speed  Wagoiu  range  from  V/,  Ion  to 
4  tom.  Price,  $625  to  $2800,  chattU  f.  o.  b.  Laming 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


31 


K 


EDUCES  COST 


32^  PER  1000  QR  MILES 
WITH  NEW  LUBRICANT 


High  speed 
train  running 
sixty  miles 
an  hour. 


Flying  over  the  rails  ...  at  sixty  and  sometimes 
seventy  miles  an  hour  . . .  the  trains  of  one  large 
high  speed  electric  railv/ay  system*  had  long 
been  subject  to  excessive  bearing  failures. 

For  the  past  ten  months  this  company  has 
operated  all  cars  with  L  C.  Motor  Journal  Oil. 
A  recent  check  up  for  this  period  of  operation 
showed  practically  complete  elimination  of  hot 
boxes.  It  discloses  a  saving  of  waste  consump- 
tion for  the  first  five  months  of  $1,001.00  and 
$497.00  saved  in  journal  brasses  consumption. 
A  total  saving  of  nearly  32  cents  per  thousand 
car  miles  has  been  accomplished. 

On  other  high   speed   lines   and   in   ordinary 


street  car  service  Standard  Oil  Company  (Indiana) 
lubricants  and  service  have  proved  equally  suc- 
cessful. In  practically  every  instance  marked 
savings  have  been  made  in  power  and  waste 
consumption  with  an  attending  increase  in 
the  life  of  bearings  and  a  reduction  in  bear- 
ing temperatures. 

You  will  find  it  profitable  to  investigate 
L.  C.  Motor  Journal  Oil.  Our  engineers  will  be 
glad  to  furnish  information  and  data.  Address 
your   request   to    the    Electric    Railway   Division. 

*Name  on   request. 

STANDARD     OIL     COMPANY 

(Indiana)  (1209) 

910  So.  Michigan  Avenue  Chicago,  Illinois 


L  C  MOTOR 

JOURNAL     OIL 


THE    IDEAL   YEAR    AROUND    MOTOR    JOURNAL    OIL    FOR    ELECTRIC    RAILWAY    SERVICE 


32 


ELECTRIC  RAILWAY  JOURNAL 


November.  1931 


Better  Pole  Lines  are  Being 
Built  with 

MONOTUBE  Poles 


Electric  railway  ofFlclals  were  among  the  first  to 
use  Union  Metal  Poles  when  they  were  introduced  some  years 
ago.  Today  Fluted  Steel  and  Monotube  Poles  are  being  used  in 
many  of  our  largest  cities.  They  are  supporting  span  wires  and 
feeder  lines  and,  in  joint  service  .with  other  utilities,  they  are 
carrying  distribution  lines,  street  lighting  units  and  traffic  sig- 
nals.   Wherever   they  are   used   they  are   doing   a   better  job. 

Union  Metal  Poles  are  made  in  one  piece  from  high  grade  steel, 
with  an  electric  welded  vertical  seam  and  then  cold  rolled.  The 
poles  possess  unusual  strength;  they  have  no  horizontal  joints; 
they  are  attractive;  they  will  take  an  abnormal  load  without 
a  permanent  set  —  factors  which  provide  simple,  economical  in- 
stallation and  maintenance  and  long  efficient  service. 

And  so  we  say,  better  pole  lines  are  being  built  with  Union 
Metal  Poles.  If  you  would  like  to  see  for  yourself,  we  would  be 
glad  to  refer  you  to  an  installation  of  Fluted  Steel  or  Monotube 
Poles  in  your  locality. 

THE  UNION  METAL  MANUFACTURING  COMPANY 

GENERAL     OFFICES     AND     FACTORY       .        .        CANTON,     OHIO 

SALES    OFFICES     .     New  York     .    Chicago     .     Boston      ^<>*«\ 
Los  Angelas     .     San  Francisco     .     Dallas     .     Atlanta    ^ '^0^ 

DISTRIBUTORS 

General  Electric  Merchandise  Distributors        Graybar  Electric  Company,  Inc. 

Offices  In  ail  principal  cities 


9  Monotube  Poles  installed  in 
Denver,  Colorado 


UNION  METAL  MONOTUBE  POLES 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


33 


"Cancel  the  Inspection 


Buy  100% 
RB&W 


Stock 


## 


Why  a  great  railroad  system  dis- 
continued professional  factory  in- 
spections of  its  R  B  &  W  purchases 


A  process  in  the  manufacture  of  RB&W  Bolts  and  Nuts,     bourkewhite  photo 


A  GREAT  American  railroad  sys- 
tem is  now  buying  its  entire  re- 
quirements of  slotted  nuts  from 
RB&W.  When  this  railroad  de- 
cided  to  make  R  B  &  W  its  exclu- 
sive supplier,  it  also  decided  to 
discontinue  inspections  at  our 
factory  prior  to  shipment. 

Its  experience  in  always  receiv- 
ing an  acceptable  product  from 
us,  and  its  confidence  that  we 
would  continue  to  produce  the 
railroad's  requirements  satisfac- 
torily, led  to  the  cancellation  of 


its  professional  factory  inspection 
service  and  the  consequent  saving 
in  the  cost  of  the  product. 

Slotted  nuts  are  the  most  im- 
portant type  of  nuts  used  by  the 
railroads.  They  must  be  made 
very  accurately  in  size 
and  must  possess  uniform 
strength.  The   quality  of        * 
RB&W  slotted  nuts  is 


such  that  they  are  known  as 
the  standard  by  railroads  every- 
where. 

To  be  sure  of  the  best  in  all 
types  of  bolting  material,  specify 
RB&W  products.  If  you  have 
a  problem  involving  the 
use  of  bolting  material, 
consult  the  RB&W 
Engineering    Service. 


RUSSELL  BURDSALL  &  WARD  BOLT  &  NUT  CO. 

ROCK  FALLS,  ILL.  PORT  CHESTER.  N.  Y.  coraopolis.  pa. 

Sales    Offices   at   Philadelphia.    Detroit,    Chicago,    San   Francisco,   Los   Angeles,  Seattle,   Portland,  Ore. 


34 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


r 

1   ^si^m 

1 

i 

H 

^jH 

"-M 

1  Eleovic  i^aiiway  journal 
1        MAirm/4AN(T;  award 

f                             /Vif-s^-n/rt/  f'l  the 

'   Georgia  Power  Company 

ATIJVMTA    DIVISKIN 

far,/- 
la  iht 
L                maini,„.r.                                 ,/■<■ 

r     1 

f 

1 

-» _ 

1 

^^ 

r 

ANOTHER 
WINNER! 

GEORGIA    POWER    CO. 

(Atlanta  Division) 

Based  on  data  from  various  com- 
panies showing  the  general  char- 
acter, quality  and  cost  of  mainte- 
nance work  done  during  the  year, 
Atlanta  has  achieved  the  distinc- 
tion of  winning  the  Electric  Rail- 
way Journal's  Annual  Maintenance 
Award.  This  is  another  outstand- 
ing electric  railway  property 
which  installs 

THERMIT 
JOINTS" 


-r 


\ 


View  on  Whitehall  Street, 
Atlanta  showing  standard  track 
construction  with  Thermit 
welded  rail  joints. 


Th^ 


METAL     £>  TH  E  ^  MTI 


Pittsburgh 


120  Broadway,  New  York,  N.  Y. 
Chicago  Albany  So.  San  Francisco 


Toronto 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


35 


WT  IS  the  stated  policy  of  this  prize-winning 
-*-  electric  railway  company  to  build  track 
construction  which  will  he  economical  in  first 
cost  and  yet  which  will  require  very  little  main- 
tenance for  a  long  term  of  years.  To  achieve 
this  result  they  recognize  that  joints  must  be  as 
nearly  as  possible  one  hundred  per  cent  per- 
fect.    Carrying  out  this  idea,  they  have  made 


Thermit  welded  joints  their  standard  construc- 
tion practice  in  Atlanta  .  .  .  More  and  more 
companies  are  finding  that  Thermit  welding 
practically  ends  the  rail-joint  maintenance 
problem.  This  means  the  elimination  of 
broken-up  paving  every  sixty  feel.  It  means 
faster  operation  of  cars,  with  smoother  riding 
and  less  noise.  And  it  means  substantial  sav- 
ings in  maintenance  costs  as  proved  in  Atlanta. 


Pouring  a  Thermit  weld,  with 
80  lb.  A.S.C.E.  rail  in  East 
Point  line,  Atlanta. 


With  Thermit  welded  joints, 
Atlanta's  track  is  smooth  and 
unbroken  by  bad  joints. 


CORPORATION 


Pittsburgh 


120  Broadway,  New  York,  N.  Y.  , 

Chicago  Albany  So.  San  Francisco 


Toronto 


36 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


The  dependability  of  electrical  apparatus  is  determined  often 
by  the  quality  of  its  insulating  materials.  General  Electric,  to 
insure  this  dependability,  manufactures  the  Insulating  Mate- 
rials used  in  its  many  products.  These  same  Insulating  Mate- 
rials that  are  manufactured,  used  and  recommended  by  the 
General  Electric  Company  can  be  obtained  from  your  nearest 
General  Electric  Merchandise  Distributor.  See  him,  or  write  Sec- 
tion M-3111, Merchandise  Department,  Bridgeport,  Connecticut. 


GENERAL  «  ELECTRIC 


INSULATING  MATERIALS 


MERCHANDISE     DEPARTMENT,    GENERAL    ELECTRIC     COMPANY.    BRIDGEPORT.     CONNECTICUT 


Xovciuhcr,  1931 


ELECTRIC  RAILWAY  JOURNAL 


37 


38 


ELECTRIC  RAILWAY  JOURNAL 


November.  19J1 


Jveep  his  head  up 


and  we'll  all  come  through! 


f 


You  recognize  this  man.  He  lives  in  your 
own  town,  not  far  from  you  .  .  . 

Though  faced  with  unemployment,  he  is 
combating  adversity  with  courage.  He  has 
retreated  step  by  step,  but  fighting.  He  has 
spread  his  slender  resources  as  far  as  they 
will  go. 

This  winter  he  and  his  family  will  need 
your  help. 

There  are  many  other  heads  of  families 
much  like  him  in  the  United  States.  This 
winter  all  of  them  will  need  the  help  of  their 
more  fortunate  neighbors. 

This  is  an  emergency.  It  is  temporary. 
But  it  exists.  It  must  be  met  with  the  hope- 
fulness and  resource  typical  of  American 
conduct  in  emergencies. 

Be  ready !  Right  now  in  every  city,  town 
and  village,  funds  are  being  gathered  for 
local  needs — ^through  the  established  welfare 
and  relief  agencies,  the  Community  Chest, 
or  special  Emergency  Unemployment  Com- 
mittees .  .  . 

_  The  usual  few  dollars  which  we  regularly 
give  will  this  year  not  be  enough.  Those  of 
us  whose  earnings  have  not  been  cut  off  can 
and  rnust  double,  triple,  quadruple  our  con- 
tributions. 

By  doing  so  we  shall  be  doing  the  best 
possible  service  to  ourselves.  All  that  Amer- 
ica needs  right  now  is  courage.  We  have 
the  resources.  We  have  the  man  power. 
We  have  the  opportunity  for  world  leader- 
ship. 

Let's  set  an  example  to  all  the  world.  Let's 
lay  the  foundation  for  better  days  that  are 
sure  to  come. 

The  President's  Organization  on 
Unemployment  Relief 

WALTER    S.    GIFFORD,    DIRECTOR 


Committee    on    Mobilisation    of   Relief   Resources 


OWEN    D.    YOUNG.    CHAIRMAN 


The  President  s  Organization  on  Unemployment  Relief  is 
non-polmcal  and  non-scctarian.  Its  purpose  is  to  aid  local 
wellare  anil  relief  agencies  everywhere  to  provide  for  local 
needs  All  facilities  for  the  nation-wide  program,  includ- 
ing this  advertisement,  have  been  furnished  to  the  Com- 
mittee without  cost. 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


39 


You  must  sell  rides/ 


Hoi(;  the  aggressive  sell- 
ing of  Weekly  Passes, 
Sunday  Passes,  Nickel 
Passes,  Shoppers^  Pass- 
es and  Special  Passes 
increases  volume,  net 
and  off-peak  business 

Retail  merchants  have  been  able  to  hold 
up  their  business  volume  by  inducing 
shoppers  to  buy  in  quantity.  Similarly, 
many  progressive  railway  and  bus  opera- 
tors are  actually  increasing  their  revenue 
by  selling  passes  for  various  uses — at 
bargain  prices.  Results  prove  that  this 
is  sound  business  policy. 

Passes  should  be  designed  to  stimulate 
off-peak  riding,  such  as  during  shopping 
hours,  during  the  evening,  on  weekends 
and  holidays.  Our  extensive  experience 
will  be  valuable  to  you  in  this  line. 

Correct  pass  design  results  in: 

1.  Cash  in  advance. 

2.  Great  saving  in  time,  particularly  on  one- 
man  cars. 

3.  Increase  in  riders,  revenue  and  good  will. 

4.  Uniform  distribution  of  riding  hours. 

Let  us  help  you 

GLOBE 

TICKET  COMPANY 

PHILADELPHIA 


FACTORIES: 

Philadelphia  1m»    Angeles 

BoHton  New  York 

Atlanta 


8  A  LBS    OFFICES: 

Cincinnati  Pittsborsh 


Baltimore 
St.  LouiK 


Cleveland 
Dfw  Moines 


40 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


— will  wake  up 
your  Droiivsy  Cars 


Ii 


LT  IS  surprising  how 
easily  old  cars  may  be  given  new  life  and 
energy  .  .  .  They  can  be  converted  into 
Safety  Cars — which  are  safer,  and 
FASTER,  especially  when  equipped  with 
the  Relay  Valve  and  the  Self-Lapping 
Brake  Valve  .  .  .  These  devices  assure 
very  quick  build  up  of  brake  cylinder 
pressure  and  unusually  flexible  control  of 
this  pressure.        •  •  •  •  • 


Safety  Car  Devices  Co. 

OF  St.  Louis,  mo. 

Postal  and  Telegraphic  Address: 

WILMERDING,  PA. 


CHICAGO  SAN  FRANCISCO  NEW  YORK 

WASHINGTON  PITTSBURGH 


314SI 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


41 


^ 


i;4 


1 


63 


^ 


Congratulations  to 

The  Milwaukee  Electric  Railway 

and  Light  Company 

1931  Coffin  Award  Winner 


WHEN  IT'S 

TRANSPORTATION 

IT'S 

HASKELITE 

AND 

PLYMETL 


-and 
now 


ih 


^^Consecutive  Year 

HASKELITE 

is  used  by  Winner  of 
CHARLES  A. COFFIN  AWARD 

Haskelite  opened  up  new  possibilities  to  engineers 
in  car  and  bus  design.  Consequently  it  has  become 
an  important  (actor  in  promoting  better  service, 
greater  safety,  and  in  establishing  lower  operating 
costs. 

The  more  attractive  bodies  made  possible  by 
Haskelite  can  in  large  measure  be  credited  For 
increasing  the  number  of  riders  and  building  a  more 
friendly  public  relationship. 


LOWER  PRICES  AND 
FREIGHT  RATES  ON 

PLYMETL 

NOW  IN  EFFECT 


3  out  of  4  Winners 

BUS  MAINTENANCE  AW^ARDS 

are  HASKELITE  users 

The  light  weight  and  great  strength  of  Haskelite 
materially  helped  these  winners  to  reduce  mainte- 
nance costs.  The  Blue  and  Gray  Transit  Company, 
and  the  Community  Traction  Company,  Class  A 
winners,  and  the  Capitol  Traction  Company, 
one  of  the  Class  B  winners,  are  to  be  con- 
gratulated on  the  use  of  Haskelite  and  Plymetl 
in  their  equipment. 

Specify  Haskelite  and  Plymetl.  Let  us 
cooperate  with  you  in  reducing  operating 
costs. 


Haskelite  Manufacturing  Corporation 

120  So.  La  Salle  Street,  Chicago,  III. 
In  Canada:  Railway  &  Power  Engineering  Corp.,  Ltd. 


42 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


There  are  .  .  . 

No  Uncertainties 

in  Dixie  Grading 

Methods ! 


The  production  of  Dixie  Poles  is  an  operation 
of  major  proportions 

Adequate  facilities  in  space  for 
sorting  and  drying  —  and  in  me- 
chanical equipment,  too — supple- 
ment the  finest  of  Dense  Long  Leaf 
Yellow  Pine  cut  from  ourown  timber. 

All  Dixie  products  pass  under 
the  eye  of  our  expert  inspector 
—  a  definite  factor  for  sustained 
uniformity  in  grading. 


TRADE    MARK 


Selling  Agents 


GEORGE  G.  LEAVETTE 

Room  416 

25  Broadway 

New  York  City 


F.   B.   MERRITT 

Room  1560 

First  National  Bank  Bldg. 

Detroit.  Mich. 


Jackson  Lumber  Co. 

Manufacturers 

Lockhart,  Alabama 

A      CROSSETT      WATZEK      GATES      INDUSTRY 


rr^O  EVERY  MAN  who  subscribes  to  the  Library  of  Electrical 
I      Maintenance   and   Repair    NOW    we    will    give    a    copy   of 

J.  Braymer  and  Roe's  Repair  Shop  Diagrams  and  Connecting 
Tables  for  Induction  Motors,  the  latest  and  most  practical  book 
on  the  subject.  No  charge  for  it — it  comes  to  you  FREE  with  this 
helpful  maintenance  and   repair  library. 

Electrical 
Maintenance  and  Repair 

5  volumes — 1810  pages — 1756  pictures  and  diagrams 

Below  we  list  the  seven  principal  reasons  why  every  ambitious  elec- 
trician should  have  this  library. 


1. 

X. 
3. 


and  \ 

nive  I  J 

D.C.  ^  I 

ihro-  >  J 


TJie  five  books  in  the   library  discuss  actual  repair  jobs  and 
show  you  step  by  step  what  to  do  when  anything  goes  wrong. 

They  show  you  how  to   locate  and  remedy  tnotor  and  gen- 
erator troubles. 

They  show  you  how  to  reconnect  motors  to  meet  any  condi- 
tion 0/  voltage,  phase,  frequency  and  speed. 

4       They  give  you  suggestions  for  preventing  electrical  machin- 
•     ery  tioubles. 

5»     They  cover  fully  the  rewinding  of  motors. 

^  They  present  information  that  will  help  you  get  better  service 
"•     out  of  your  electrical  equipment. 

7       They  give  you  tables,  data,  kinks  and  diagrams  that  you  will 
•     find  of  priceless  value  every  day  on  every  job. 

Every  maintenance  and  repair  man  needs  them 

f  The    books    contain    hundreds    of    photographs,    diagrams 
I  tables,  which  show  you  how  to  go  about  it  to  make  an  eflecti 
y  repair  job.     There  are  wiring  diagrams  covering  A.C.  and 
\    generators,   feeders,    transformers,   potential   regulators,   synchro 
i  nous  converters,  batteries  and  boosters,  substations,  lamp  mech- 
I   anism  connections,  rheostats  and  controllers,  lightning  arresters. 
\  automatic  switches,  railway  controllers,  etc. 

Free  examination — no  money  down — only  $1.00  in   ten 
days  and  $2.00  a  month  until  paid. 

Fill  in  and  mail  the  coupon  attached  and  we  will  send  you  the  entire  set 
of  five  volumes  for  ten  days'  Free  Examination.  We  take  all  the  risk — 
pay  all  charges. 

You  assume  no  obligation — ^you  pay  nothing  unless  you  decide  to  keep 
the  books.  Then  $1.00  in  ten  days  and  the  balance  at  the  rate  of  $2.00 
a  month.    Send  the  coupon  NOW  and  see  the  books  for  yourself. 


MC  ORA.W- H  I  l-L. 


FREE  EXAMINATION  COUPON! 

MKJriiw-IIill  Book  Co.,  Inc.,  .'HO  S^vcntli  Ave.,  New  York. 
Gentlemen: — Send  me  the  New  Library  of  Electrical  Maintenance 
and  Kepair,  all  chargres  prepaid  for  10  days'  Free  Examination.  If 
satisfactory  I  will  send  $1.00  in  ten  daj's  and  $3.00  a  month  until 
$15.00  has  been  paid.  If  not  wanted  I  will  return  at  your  expense. 
Upon  receipt  of  my  first  payment  you  are  to  send  me  a  free  copy 
of  Braymer  and  Roe's  Repair  Shop  Diaerrams. 

(IlIPOHTANT — To  secure  books  on  approval  write  plainly  and  fill 
in  all  lines.) 

Name , 

Home  Address , 

City  and  State 

Name  of  Company 

Ocoupatiop    E-ll-."il 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


43 


"TOOL  STEEL" 
GEARS 

ON 

GEORGIA  POWER 
COMPANY 

helped  Atlanta  make  their  fine 

record  and  secure  the  Electric 

Railway  Journal  Maintenance 

Award— 1931 

0  From  1925  to  1927  Atlanta's  new  car  purchases 
were  60%  equipped  with  "Tool  Steel"  gears  and 
pinions. 

Likewise  many  orders  were  placed  for  replacement 
gearing. 

The  long  life  of  "Tool  Steel"  gears  means  low  main- 
tenance cost  and  less  pull-ins,  etc. 


AS  USUAL — in  the  last  10  years  almost  any  classification 
of  the  Live  Wires  in  the  Industry,  the  Winners  of  Contests, 
the  Men  on  important  Rolling  Stock  Committees  are  pre- 
dominantly "Tool  Steel"  gear  users.  In  any  discussion  of 
gear  quality  "Tool  Steel"  is  always  considered  the  standard. 

The  Tool  Steel  Gear  &  Pinion  Co. 

CINCINNATI,  OHIO 


boirSrEELQuALiiy 


44 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


The  Peak  Load  Problem 


—  is  simplified;  track  cdpacity  is  increased  by  permitting  higher  car 
speeds  and  making  closer  meets  possible,-  capacity  of  single  track 
lines  is  increased;  platform  hours  and  other  operating  expenses  are 
reduced  by  installing  "Union"  Automatic  Signals. 

No  obligation  is  incurred  by  consulting  our  experts  on  your 
traffic  problems. 


S'"'  Union  ^ittittti  Sc  Signal  (Ho.  m 
CXVTGCVAtV     DA  V"""r 


SWISSy\LE,  PA- 


I'lltlllllllllill'""'" 


"Hirnitlllllltlimt"""""i..iniiniiiiii 

J 


jiiiiiiitiiiiiiiiitiiiiMtiiiiriiiiiiiriiiiiiiiiiiiiiMiiiiiiiiiiiiiriiiiiniininiiiiniiiiiiMiiiiiiiiiHiiiiiiiiiiiiiiiiimiiit.itiiiiiiiiMiiHiiiiii'UHni'.* 


Long  Wearing 


Even  the  rough  brogans  of  stamping 
workmen  do  not  injure  the  hard,  tough 
surface  of  Tucolith  floors. 


KEASONS  WHY 


Tucolith    is    the    popular    flooring    mate- 
rial for  cars  and  busses. 


1.  Long  Life 
'*.  Attractive 
3.   Nun-Slip   Surface 


4.  Fireproof 

5.  Sound    Deadence 
0.   Sanitary 


TUCO  PRODUCTS  CORP. 

30  CHURCH  ST.,  NEW  YORK 

PEOPLES  GAS  BLDG. 

132  S.   MICHIGAN  AVE.,  CHICAGO 


Gar 
Heaters 

fitted  with 


ENCLOSED  HEATING  elements  carry 
the  Underwriters'  Laboratories  Label.  They 
give  100%  energy  output  for  what  you  put  in. 


CHROMAI-OX   STRIP 


UTILITY  HEAT 
REGULATORS  econo- 
mize in  current  consump- 
tion. 


UTILITY 

HONEY- 
COMB VENTILATORS  keep  the 
air  pure  and  wholesome. 

KAILWAY  UTILITY 
I  I  COMPANY 

I  i        2241-47  Indiana  Ave.,  Chicago 

II  J.  H.  DENTON,  Eastern  Mgr. 
I     I  1328   Broadway,   New   York 

^m     Siliiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiciiiniiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiii mil iiiiiiiniiiniiiiiiimiiii 


Car/- 

UtUihr 
Jketas 

VmtSatois 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


45 


THE  OLD 
AND  THE  NEW 


Time  marches  on — everything  changes,  and  it 
is  necessary  to  realize  that  traditional  processes 
of  the  past  become  obsolete  in  the  future. 

Speed  has  cut  down  distances,  but,  as  a  conse- 
quence, many  unforeseen  operating  problems 
have  accompanied  this  marvelous  develop- 
ment. 

In  the  manufacture  of  Electric  Motor  Bronze 
Axle  and  Armature  Bearings,  Trolley  Wheels 
and  Harps,  and  Babbitt  Metals,  we  have 
always  made  it  a  point  to  incorporate  the  last 
word  in  design  and  mechanical  efficiency. 

The  "VIGNE"  Bimetallic  Armature  Bearing, 
one  of  our  latest  developments,  is  the  result  of 
many  years  of  study  in  search  of  an  Armature 
Bearing  that  would  give  longer  life  for  less 
money.  You  should  be  interested  to  know 
more  about  this  Armature  Bearing. 

Descriptive  booklet  will  be  sent  you  upon 
request. 


THE  "VIGNE"   BIMETALLIC   ARMATURE   BEARING 

National  Bearing  Metals  Corp. 

Si.  Louis,  Mo. 

New  York,  N.  Y.         Jersey  City,  N.  J.  Pittsburgh,  Pa. 

Meadville,  Pa.  Portsmouth,  Va.  St.  Paul,  Minn. 


Illinois 

Resurfaces 

63¥  MILES  WITH  BRICK 


(Above)  Completed  brick  resurfacint?  of 
worn  concrete  by  Illinois  State  Highway 
Department  on  Route  4  south  of  Sprintrfield, 
This  gives  the  highest  type  highway  at 
low  cost. 

(Inset)  Worn  slab  being  prepared  for  curb 
and  brick  resurfacing. 

Pkotoa  hv  courteay  of  Divumn  of  Highwav*, 
Stale  of  Illinois 


ILLINOIS  began  a  brilliant  chapter  in  high- 
way economy  this  year,  by  widening  and 
resurfacing  worn  concrete  roads  with  brick. 

A  total  of  63.23  miles  constituted  the  initial 
program. 

Thus,  slabs  that  have  not  too  far  approached 
the  end  of  their  usefulness  are  being  saved  for 
many  years  to  come.  Brick  pavements  built  30 
and  40  years  ago  are  in  constant  use  today, 
although  not  nearly  so  well  constructed  as 
these  Illinois  brick  resurfaced  sections. 

The  economy  and  sound  judgment  in  resur- 
facing with  brick  is  apparent.  The  worn  con- 
crete— unsatisfactory  as  a  pavement — will  make 
a  good  base  on  a  subgrade  that  has  received 
its  full  settlement.  Mastic  cushion  and  bitumi- 
nous filled  brick  surface  prevent  transmission 
of  cracks.  Weather  and  traffic  will  have  no 
eflfect  on  the  brick  surface.  The  existing  slab 
has  been  transformed  into  a  low-maintenance 
road  extraordinarily  well  suited  to  all  traffic. 

Highway  engineers,  officials  and  taxpayers 
will  find  much  of  interest  in  this  Illinois  work. 

Further  information  on  resurfacing  with 
brick  may  be  had  by  addressing  the  National 
Paving  Brick  Association,  124 5  National  Press 
Building,  Washington,  D.  C. 


46 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


"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 


siiiiiminiiiiiiiiiiimiiiiiiiiiniiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiniuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiilliiiiiiiiiiimiiiiiiiiiiiiiik     aiiniiiiiniiniiiiiiiiiiiiiiiiiiiiiiimimiiiiiiiiuiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiim iiiiiitiiiiiiiiiiHiiiiiiiiiiiiiiiie 


CHOSEN  for 
PERFORMANCE 

T 

AROLLEY  wheels  are  never  chosen 
for  looks,  never  selected  because  one 
kind  costs  a  little  more  or  less  than 
another.  They're  chosen  for  performance. 
That's  why 

KALAMAZOO 


wiiiiinuiiiiiiiiiiimiiiiiiHiitiiiiiiiiiiiii 


liirnf  Right 


Thai's  the  message  Mashed  motorists  by  the 
Nachod  Turn  Right  Signal  .  .  .  preventing 
serious  side-swiping  accidents  .  .  .  saving 
life  and  property.  No  law  suits  RIed  ...  no 
damages  For  the  Railway  Company  to  pay. 
Play  saFe.  Install  these  ever  vigilant  auto- 
matic watchmen  wherever  street  cars  turn 
unexpectedly.  Quotations  Gladly  Furnished 
on  Request.  Nachod  &  United  States  Signal 
Co.,  Inc.,  Louisville,  Ky.,  ManuFacturers  oF 
Block  and  Highway  Crossing  Signals. 


I  trolley  wheels  and  harps  are  the  stand-  | 

I  ard  of  comparison  today.     That's  why  | 

I  many    properties    use    them    exclusively.  -  | 

I  There's  a  difference  in   trolley  wheels.  | 

I  May  we  tell  you  about  it?  | 

I  THE  STAR  BRASS  WORKS  | 

I                     KALAMAZOO,  MICHIGAN  j 

iiiiiiiiriiiniiiiiiiniimiiiiiiiiiiuuminiiiiimiiiiiiiiiiiiiiiniiiiiiiiiiiiniiiiimiiMiiiiiiig     .^iiiniiiiiiiiiiiiiiiiiniiniiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiii iiiii > i "in "imiii 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


47 


ELHTRK;  KAIWAV  JOURNAL 
MAMIlMANa:  AWARD 


GEORGIA  POWER  COMWNY 
MUNTA  rowaoN 


UfnvK  KA1I«M  kHIKNAl 


Maintenance  awards  are 
earned  by  a  combination  of 
personnel  and  equipment. 

The  American  Brake  Shoe  and 
Foundry  Co.,  and  its  associated 
companies  extend  their  congratula- 
tions to  The  Georgia  Power  Company 
(Atlanta  Division),  and  to  it's  Officers 
and  personnel— for  winning  the  1931 
Maintenance  Award  of  the  Electric 
Railway  Journal. 


!*•   .- 


The  American  Brake  Shoe 
and  Foundry  Company 

230  Park  Ave.,  New  York 
332  So.  Michigan  Ave.,  Chicago 


Atlanta  Division 
Georgia  Power  Company 
wins 

MAINTENANCE  CONTEST 


I 


....  and  have  used 

PANTASOTE 

and 

AGASOTE 

as  their 

STANDARD 

for  years 

Again  and  again  —  for  34  years  — 
Pantasote  Products  have  proved  their  econ- 
omy in  maintenance. 

The  Georgia  Power  Company  appreci- 
ated this  fact  when  they  standardized  on 
Pantasote  for  curtains  and  Agasote  for 
headhnings,  keeping  their  maintenance 
costs  on  these  items  to  zero. 

Acceptance  of  Pantasote  Products  by  this 
progressive  operator,  points  to  the  mainte- 
nance economy  which  you,  too,  may 
achieve  by  standardizing  on  PANTASOTE 
and  AGASOTE  for  your  cars  and  buses. 

THE  PANTASOTE  COMPANY,  Inc. 

250  Park  Avenue,  New  York 


48 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


EhJGINEERS  «W  CONSULTANT 


ALBERT  S.  RICHEY 

ELECTRIC    RAILWAY    ENGINEER 
WORCESTER.   MASSACHUSETTS 


EXAMINATIONS 

REPORTS-APPRAISALS-RATES 

OPERATION-SERVICE 

* 


WALTER  JACKSON 

Consultant  on  Fares 
and  Motor  Buses 

The  Weekly  and  Sunday  Pass 
Differential  Fares — Ride  Selling 

Suite  6-A 
616  E.  Lincoln  Ave.,  Mt.  Vernon,  N.  Y. 


R.    F.    KELKER,    Jr. 

ENGINEER 

20  NORTH  WACKER  DRIVE 

CHICAGO 

TRANSIT   DEVELOPMENT 

OPERATING   PROBLEMS 

TRAFFIC  SURVEYS 

VALUATIONS 

Byllesby  Engineering 

and  Management 

Corporation 


231  S.  La  Salle  Street,  Chicago 
New  York    Pittsburgh    San  Francisco 


C.   B.   BUCHANAN,  PrealdenI 

W.  H.  PRICE,  JR.,  8ec'T-Trea». 

JOHN  F.  LATNO,    Tice-Presideat 

Buchanan  &  Layng 
Corporation 

Engineering  end  Management, 

Construction,  Financial  Reports. 
Traffic  Surveys  and 

Equipment  Maintenance 


BALTIMORE 

1*«4    First   National 

Bank  Bidt. 

Pbone:  Hanover:  2142 


NEW  rOBK 
49  Wall  Street 


HEMPHILL  &  WELLS 

consulting  engineers 

Gardner  F.  Wells 
Albert  W.  Hemphill 

appraisals 
investigations  covering 

Reorganization  Management 

Operation  Construction 

SO  East  42nd  St.,  New  York  City 


THE  BEELER 
ORGANIZATION 

Engineers  and  Accountants 

JOHN  A.  BEELER,   DIRECTOR 

Traffic  —  Traction 

Bus-Equipment 

Power-  Management 

Appraisals    Operating  and 

Financial  Reports 

Current  Issue  LATE  NEWS  and  FACTS 
free  on  request 

52  Vanderbllt  Avenue,  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. 

EXPEEIENCE  IN  26  CITIES 

2301  Connecticut  Avenue 
Washington,  D.  C. 


The  Pe  Edward 
Wish  Service 

50  Church  St.,  NEW  YORK 

Street  Railway  Inspection 
DETECTIVES 

131  State  St.,  BOSTON 


^uiniiiniiiiiiiiiiiiiiniiiuiniHiiHNiMiiiniiilMiirinMiiiiiiniiMiiMininMiiiiiiniriiniiiMniinMiriiiiiiiiMiriiiiniMiiNiiiiitliiNiiiiiiiMiinMiiMiiiiluiiriiiiiiiiiiiriiiiiiiHiMjiiriiiiiiiMtMiiiiiiuiiiiit 


/^ 


A 

Personal 
W^ant— 


can  inTariably 
be  filled  by 
a  friend. 


The  Searchlight  Section 

of  this  issue  covers  the  current 
business  wants  of  the  industries 
in  which  this  paper  is  read. 


(( 


For  Every  Business  Want 

Think  SEARCHLIGHT  Ftst 


ft 


"M 


Business 
Want— 


must  be  satisfied 
by  someone  in 
your  industry. 

CIS* 


aluuiimruiiiiuiuiiiii'uiiiuiuiiiiiiiiiuuiitiiiuiiiiiimliiiiluii iiimiiiiiiiiiiiiiiiiiiitiiiillllillllllllllliiiiiiiiiiiiiiiuiiuiiuiiiiiiiiiiiiiiiiiiijiiii jiuiiiiiiiiiiii t iiiiilliliillllliuuililiiiuiiuilllllllliiilliuiiuilllliirimllilililllillllllllilllilllllllliiiiiiilrlllllllt 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


49 


Introducing   ROLLER -SMITH 


Automatic  Circuit  Transfer  Equipment 

ROLLER 'SMITH  ofiers  a  complete  line  of 

Air  and  Oil  Circuit  Breakers 

for  automatically  transferring  the  load  from  the  regular  to  the 
stand'by  circuit  in  case  of  failure  of  the  regular  circuit — then 
back  to  the  regular  circuit,  if  desired. 

The  equipment  is  available  in  all  ampere  capacities,  for  all  volt' 
ages  and  in  all  styles  of  trips  and  combinations. 

both  Air  and  Oil 

Send  us  your  specifications  or,  better  still,  get  in  touch  with  the 
R'S  office  nearest  you.  There  is  one  in  every  principal  City  in 
the  United  States  and  Canada. 

Roller 'Smith  Frodvicts:  Instruments,  indicating  and  graphic;  Circuit 
Breakers,  air  and  oil;  Relays  and  Control  Fanels  of  all  kinds  for  all 
purposes.  ^  .        .       .  ,    ,    , 

Forty  years    experience  ts  back  of 


m 

llEJcc 


iTJFR-SMlTHCOMPi^ 


MY 

Electrical  Measuring  and  ProtccHv  Apparatus  |1 


MAIN  OFFICE 

2140  Wool  worth  BIdg.,  NEW  YORK 


WORKS 
Bethlehem,  Penna. 


INVESTIGATE     the 
type  ATR  Steel  Arc 
Weld  bond.    The  round 
steel  terminal  occupies  less  space 
on    the    ball    of    the    rail    and 
still  leaves  ample  welding  area. 
Thus   a   badly  worn   rail   will 
easily  accommodate  the  termi- 
nals of  this  bond. 

A  further  advantage  of  the 
round  terminal  design  is  found 
in  application.  The  welding 
vee  between  terminal  and  rail 
makes  it  easy  to  secure  a  good 
sound  weld  with  a  small  amount 
of  weld  metal.  The  short  cur- 
rent path  thru  the  weld  metal 
to  the  rail  introduces  a  mini- 
mum of  weld  metal  resistance. 

It  costs  less  to  bond  than  not  to 
bond.  Let  us  quote  on  your  bond- 
ing requirements  now.      Address — 


If  Your  Rail  is 
Badly  Worn 


The  Electric  Railway  Improvement  Co. 


2070  E.  61  St  Place,  Cleveland,  Ohio 


50 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 
MAINTENANCE  AWARD 

f^resaiied  to  the 

JCIA  POWER  (DOMmNf 

AHAfflA   DIVISION        \ 

;    /or  Its  cnnlributlon  

■*  to  the  impronement  of- 

maintenance  practices  in  the 
transportation    Industry 
ihroagh  participation  in 

.  Electric  railway  jwravAL 

.      MAINTENAWX  CONTEST    .. 
1931 


Of 

Maintenance  A^wards 
Use  OAKITE 

THE  winner  of  this  year's  Electric  Railway 
Journal  Award  .  .  .  four  out  of  five  of  the 
Bus  Transportation  Award  Winners  in  1930 
...  a  majority  of  the  winners  of  Bus  Transpor- 
tation Awards  this  year  .  .  .  use  Oakite  for 
maintenance  cleaning. 

All  leaders  in  their  respective  fields,  these  winners 
.  .  .  whose  efficiency  in  maintenance  work  is 
generally  recognized  .  .  .  have  found  that 
whether  it  is  washing  street  cars  or  buses,  clean- 
ing motors,  chassis,  or  repair  parts,  washing 
oil-soaked  floors,  Oakite  materials  offer  the  most 
dependable  means  of  doing  the  work  eco- 
nomically. 

Have  our  nearby  Service  Man  go  over  your 
cleaning  operations  with  you.  His  suggestions 
should  help  you  save  money,  time  and  effort 
wherever  cleaning  is  concerned.  You  incur  no 
obligation  in  availing  yourself  of  his  help.  Write 
us  today  and  we  will  have  him  call. 

Oakite  Service  Men,  cleaning  specialists,  are  located  in 
the  leading  industrial  centers  of  the  U.  S.  and  Canada 

Maauiactured  only  by 
OAKITE  PRODUCTS,  INC.,  28B  Thames  Street,  NEW  YORK,  N.  Y. 

OAKITE 


ALPHABETICAL  INDEX 

This  index  is  published  as  a  coDTenience  to  the  reader.  Erery 
care  is  taken  to  make  it  accorata.  but  Sleetrie  Jtailteat 
Journal   assames  no   responsibilitr   lor  errors   or   omissions. 

Aluminum  Co.,  of  America   ^fy 

American  Brake  Shoe  &  Foundry  Co .............'.'.      47 

American   Car   Co ' '  *  '  ThirH  V'nvpr 

American  Steel  &  Wire  Co '.'.■.■.'.'. lo 

American  Steel  Foundries 15 

Beeler   Organization    4jj 

Bibbins,  J.  Roland   4  c 

Brill  Co.,   TJie  J.   G.        •.■.■.■.•.■.•.•.Third  'Cover 

Buchanan   &  Laymg   Corp 4)j 

ByJIesby   Engr.   Manag.    Corp !  i ...!!]!.!!!! !      48 

Carnegie  Steel  Company    •>■. 

Collier,   Inc.,    Barron   G ^3 

Consolidated  Car  Heating  Co ......'.....'.'.'.'.     37 

De    Vilbiss    Company,    The is . 

Electric   Railway   Improvement   Co at 

Electric  Service  Supplies  Co ' "  ■ '        "7 

Electric   Storage    Battery   Co. !  1 !!!!!!  i.'!  i  i.'."! .'     25 

Fargo  Motor  Corp pront  Cover 

General   Electric   Co g-sg 

General  Motors  Truck  Co '     Insert  17-20 

Globe  Ticket   Co 39 

Goodyear  Tire  &  Rubber  Co '......'.".!'. '.!! '.      11 

Haskelite   Mfg.    Co 41 

Hemphill  &  Wells    ].[['.'.'.'.'.'.'.     4!I 

Jackson  Lumber  Co 42 

Jackson,    Walter     .  .  .  ; 4g 

Johns-ManviUe    !!.!!!!!!!.!!!      ZS-' 

Kelker,   Jr.,   R.   F 4jj 

Kuhlman  Car  Co 'Thi't^d  'Cover 

McGraw-Hill  Book  Co.,   Inc 42 

Metal  &  Thermit  Corp 34-35 

Nachod  and  U.  S.  Signal  Co 46 

National   Bearing  Metals  Corp ].'..'  45 

National  Brake  Co.,  Inc 9- 

National  Paving  Brick.  Ass'n    45 

National  Pneumatic  Co 5 

Ohio  Brass  Co 6" 

Oakite  Products,  Inc 50 

Pantasote  Co.,   Inc.,   The    47 

Rail   Joint  Company,  The    46; 

Railway  Track-work   Co 14 

Railway  Utility  Co 44 

Reo  Motor  Car  Co 3U 

Richey,    Albert    48 

Roller-Smith  Company   49 

Russell,   Burdsall  &  Ward   Bolt  &  Nut  Co 33 

Safety   Car   Devices   Co 40 

Searchlight   Section    51 

SKF  Industries,  Inc 24 

Standard  Oil   Co.,    (Indiana) 21-31 

Standard  Oil  Co.  of  New  York b:t 

Standard   Steel   Works   Co 13 

Star   Brass   Works,    The    46 

Texas  Co.,  The   12 

Timken  Detroit  Axle  Co Back  Cover 

Tool  Steel  Gear  &  Pinion  Co 43 

Tuco    Products    Corp 44 

Union  Metal  Mfg.  Co.,  The   32 

Union    Switch  &   Signal    Co 44 

Wason  Mfg.  Corp Third  Cover 

Westinghouse  Elec.  &  Mfg.  Co Second  Cover 

Westinghouse   Traction    Brake   Co 4 

Wish  Service,  The  P.  Edw 48 

Yellow  Coach    Insert   17-20 


TVAoc  MMIK  as*,  u.%  iwr.  err. 


bthtstnal  Qeanmg  Materials  tu^Metbodb 


Searchlight  Section — Classified  Advertising 

EQUIPMENT   (Used,   etc.) 

Perry,   Buxton,  Doane  Co 61 


November,  1931 


ELECTRIC  RAILWAY  JOURNAL 


51 


EAMCIIOGIIT  OECnON 


EMPLOYMENT  :  BUSINESS  :     OPPORTUNITIES    I 

UNDISPLAYED — RATE   PER   WORD:  INFORMATION: 

Positions  Wanted,  5  cents  a  word,  minimum 
$1.00  an  insertion,  payable  in  advance. 


Positions  Vacant  and  all  other  classifica- 
tions, excepting:  Equipment.  10  cents  a 
word,  minimum  charge  $2.00. 

Proposais.  40  cents  a  line  an  insertion. 


Box  Numbers  in  care  of  our  New  Tork. 
Chicag-Q  or  San  Francisco  oflBces  count 
10   words   additional  in  undisplayed  ads. 

Discount  of  10%  if  full  payment  is  made  in 
advance  foe  four  consecutive  insertiions  of 
undisplayed  ads  (not  including  proposals) , 


COPY  FOR  NEW  ADVERTISEMENTS  ACCEPTED   UNTIL   3   P.    M.    ON   THE    20TH   FOR  THE   ISSUE 


EQUIPMENT— USED  or  SPECIAL 

DISPLAYED — RATE  PER  INCH: 
1   inch     $6.00 

3  to  3  inches 6.75  an  inch 

4  to  7  inches 5.50  an  inch 

Other  spaces  and  contract  rates  on  request. 
An  advertising  inch  is  measured  vertically 

on  one  column,  3  columns — 30  inches — - 

to   a   paee.  R.J. 

OUT  THE   FIRST   OF  THE   FOLLOWING   MONTH 


■■^' 


.JHtlllMllltllltllltllMIII 


■IIIIIMililllttlltlllllltlMllitlHililllUMIMIi 


DISMAIVTLING? 

Let  us  handle  this  for  you.  We  specialize  in  buying  and 
dismantling  entire  railroads,  street  railways,  industrial 
and  public  service  properties  which  have  ceased  operation. 
We  furnish  expert  appraisals  on  all  such  properties. 

Consult  us  also  about  New  and  Relaying  Rails — all 
weights  and  sections.    You  will  like  our  service. 

The  Perry,  Buxton,  Doane  Company 

(CwlUl   tl.lOI.IOO.OO) 

Boston  0£Sce,  P.  O.  Box  5253,  Boston,  Mass. 
PaciAc   Sales   Office — Failing    Buildint,    Portland,   Oregon 


BIQUIPMENT    of    the    latest 
type  is  frequently  advertised 
'  for  resale  in  the  Searchlight 

Section,  Don't  let  a  limited  budget 
stop  you  from  buying  modern  cars, 
or  equipment  that  will  cut  costs  or 
improve  your  service.  Modernize 
your  lines  throughout  now  by  buy- 
ing wisely  from  these  equipment 
bargains. 

Stretch  your  Budget 
To  Speed  Production 


LEGAL  NOTICE 


STATEMENT  OF  THE  OWNERSHIP,    MANAQEMENT. 

CIRCULATION.    ETC.,    REQUIRED    BY    THE 

ACT  OF  CONGRESS  OF  AUGUST 

24.    1912 

Of  Electric  Railway  Journal,  published  mMittily  «t 
New  York.   N.   Y..  for  October   1.   1931. 

County  of  New  York  J  __ 
State  of  New  York      ) 

Before  me,  a  Notary  Public  In  and  for  the  State  and 
county  aforesaid,  personally  appeared  C.  H.  Thompson, 
who.  havlne  been  duly  sworn  according  to  law,  deposes 
and  says  that  he  is  the  Secretary  of  the  McGraw-Hill 
Publishing  Company.  Inc.,  publishers  of  Electric  Rail- 
way Journal,  and  that  the  following  Is,  to  the  best  of 
his  knowledge  and  belief,  a  true  statement  of  the  owner- 
ship, management  (and  if  a  dally  paper,  the  circula- 
tion ) ,  etc. ,  of  the  aforesaid  publication  for  the  date 
shown  in  the  above  caption,  required  by  the  Act  of 
August  24.  1912,  embodied  in  section  411,  Postal  Laws 
and  Regulations,  printed  on  the  reverse  of  this  form, 
to  wit: 

1 .  That  the  names  and  addresses  of  the  publisher, 
editor,  managing  editor,  and  business  managers  are: 
Publisher.  McGraw-Hill  Publishing  Company.  Inc..  10th 
Ave.  &  36th  St.,  N.  Y.  C.  Editor,  John  A.  Miller 
10th  Ave.  &  36th  St..  N.  Y.  C.  Managing  Editor, 
None.  Business  Manager,  Louis  F.  Stoll,  10th  Ave.  A 
36th  St..   N.   Y.    C. 

2.  That  the  owner  is:  (If  owned  by  a  corporation.  Its 
name  and  address  must  be  stated  and  also  Immediately 
thereunder  the  names  and  addresses  of  stockholders  own- 
ing or  bolding  one  per  cent  or  more  of  total  amount  ot 
stock.  If  not  owned  by  a  corporation,  the  names  and 
addresses  of  the  individual  owners  must  be  given.  If 
owned  by  a  firm,  company,  or  other  unincorporated  con- 
cern, its  name  and  address,  as  well  as  those  of  each 
individual  member,  must  be  given.)  McGraw-Hill  Pub- 
lishing Company.  Inc..  10th  Ave.  &  36th  St..  N.  Y.  C 
Stockholders  of  which  are;  James  H.  McGraw,  10th  Ave. 
&  36th  St.,  N.  Y.  C.  James  H.  McOraw.  Jr.,  10th 
Ave.  &  3  6th  St.,  N.  Y.  C.  James  H.  McOraw,  James 
H.  McGraw.  Jr  and  Malcolm  Muir,  10th  Ave.  &  3  6th 
St.,  N.  Y.  C.  Trustees  for:  Harold  W.  McGraw,  James 
H.  McOraw.  Jr..  Donald  C.  McGraw,  Curtis  W.  McGraw. 
Curtis  W.  McGraw,  3 TO  Seventh  Ave..  N.  Y.  C.  Donald 
C.  McGraw,  10th  Ave.  &  36th  St..  N.  Y.  C.  Harold  W. 
McGraw.  285  Madison  Avenue.  N.  Y.  C.  Anne  Hugos 
Britton,  10th  Ave.  &  .16th  St..  N.  Y.  C.  Mason  Britton. 
10th  Ave.  &  36th  St.,  N.  Y.  C.  Edgar  Kobak.  10th 
Ave,  &  36th  St..  N.  Y.  C.  Grace  \V.  Mehren.  2440 
Lakeview  Ave.,  Chicago.  111.  J.  Malcolm  Muir  &  Guar- 
anty Trust  Co.  of  New  York,  Trustees  for  Lida  Kelly 
Muir.  524  Fifth  Ave..  N.  Y.  C.  F.  S.  Weatherby.  271 
Clinton  Road.  Brookline,  Mass.  Midwood  Corporation, 
Madison.  N.  J.,  Stockholders  of  which  are:  Edwin  S. 
Wilsey.  Madison.  N.   J.    Elsa  M.  WJlsey,   Madison.   N.   J. 

3.  That  the  known  bondholders,  mortgagees,  and  other 
security  holders  owning  or  holding  1  per  cent  or  more  of 
total  amount  of  bonds,  mortgages,  or  other  securities  are: 
(If  there  are  none,   so  state.)      None. 

4 .  That  the  two  paragraphs  next  above,  giving  the 
names  of  the  owners,  stockholders,  and  security  holders. 
If  any.  contain  not  only  the  list  of  stockholders  and 
security  holders  as  they  appear  upon  the  books  of  the 
company  but  also,  in  cases  where  the  stockholder  or 
security  holder  appears  upon  the  books  of  the  company 
as  trustee  or  in  any  other  fiduciary  relation,  the  name 
of  the  person  or  corporatiwi  for  whom  such  trustee  Is 
acting,  is  given;  also  that  the  said  two  paragraphs  con- 
tain statements  embracing  affiant's  full  knowledge  and 
belief  as  to  the  circumstances  and  conditions  under  which 
stockholders  and  security  holders  who  do  not  appear  upon 
the  books  of  the  company  as  trustees,  hold  stock  and 
securities  in  a  capacity  other  than  that  of  a  bona  fide 
owner;  and  this  affiant  has  no  reason  to  believe  that  any 
other  person,  association,  or  corporation  has  any  interest 
direct  or  indirect  in  the  said  stock,  bonds,  or  other 
securities   than  as  so  stated  by  him. 

5.  That  the  average  number  of  copies  of  each  issue  of 
this  publication  sold  or  distributed,  through  the  malls  or 
otherwise,  to  paid  subscribers  during  the  six  months 
preceding  the  date  shown  above  is  (This  Information  Is 
required   from  daily  publications  only.) 

C.   H.   THOMPSON.    Secretary. 

McGRAW-HILL  PUBLISHING  COMPANY.    INC 

Sworn  to  and  subscribed  before  me  this  28th  day  of 
September.    1931.  „    „    „^™«,„ 

[SEAL]  H.   B.   BBIRNB, 

Notajy   Public    N.    Y.    Co.    Clk's    No.    203.    Reg.    No. 
3B102.      Kings  Co.   Clk's  No.   636,  Beg.   No.   3129. 
(My   Commission   expires   March    30,    1933) 


52 


ff 


W; 


ELECTRIC  RAILWAY  JOURNAL 


November,  1931 


-rroof 


r)r> 


inter- 
your  bus  fleet. . . 

with  the  new  SOCON Y  7-POINT  SERVICE 


^SOCONY^ 


I  POINT  SERVICE 


What  the  NEW 
Socony  7-Point 
Service  is  and  how  it  win- 
ter-proofs your  bus  fleet 


1      Socony  Auto  Radiator  Cleaner— 

'  •  To  get  full  protection  from  anti-freeze, 
first  you  need  a  proved  radiator  cleaner,  such 
as  Socony,  to  remove  rust  and  scale  from  cool- 
ing system.  It's  WINTER-PROOF. 

O     Socony  Upperlub  Oil— Pour  ounces 

^*  of  prevention  against  WEAR,  NOISE, 
CARBON  and  STICKY  VALVES.  Added 
to  gasoline,  it  aids  quick  starting — lubricates 
parts  difficult  to  reach  by  motor  oil.  It's 
WINTER-PROOF. 

Q     Socony  Winter  Gear  Lubricants— 

**•  For  easy  gear  shifting  in  cold  weather 
you  musf  have  a  lighter-grade  gear  lubricant. 
Socony  has  a  complete  new  line  of  lubricants 
for  winter  use.  They're  WINTER-PROOF. 

A     Socony  Quick-starting  Gasolines 

■  •  — For  quickest  starting,  choose  either  of 
Socony 's  two  great  gasolines:  Special  plus 
Ethyl,  best  premium  gasoline;  or  Banner, 
best  popular-priced  gasoline.  Both  are 
WINTER-PROOF. 

C     Socony  De-waxed  Motor  Oil— A 

**•  completely  de- waxed  motor  oil!  Lubri- 
cates instantly — in  sub-zero  weather!  It's 
WINTER-PROOF. 

f^  Socony  Lubrication— To  with- 
"•  stand  the  brunt  of  winter,  your  buses 
must  be  lubricated  correct ]y  at  every  point. 
The  Socony  man  doesn't  miss — doesn't  guess ! 
He  coversevery  point  with  the  right  lubricant . 

7    Anti-Freeze   Protection— And 

'  •  don't  forget  the  winter  preparation  of 
your  bus  fleet  is  not  complete  without  anti- 
freeze. Your  Socony  man  supplies  this 
"winter-proof"  protection.  Get  it  today! 


Winter  will  get  you  IF  YOU  DON'T 
LOOK  OUT!  So  groom  up  your  buses 
TODAY...  and  feel  sure— BE  sure— of 
"summer  performance"  all  the  cold 
winter  long!  Socony  offers  a  brand-new, 
thorough  winter-maintenance  service 
that  makes  your  buses  fit  for  the  tough- 
est, roughest  cold- weather  driving  con- 
ditions. It's  called  "SOCONY  7-POINT 
SERVICE."  It  winter-proofs  a  bus  from 
stem  to  stern.  •  Study  the  seven  points 
outlined  in  the  left-hand  column.  These 
are  the  things  a  bus  needs  if  you  want 
to  get  better  performance  this  winter.  A 
Socony  man  can  give  the  complete 
7-Point  Service  in  just  a  few  minutes' 
time.  •  Stop  in— TODAY— at  any  conven- 
ient Socony  dealer,  garage  or  service 
station.  Get  this  new  and  thorough 
SOCONY  7-POINT  SERVICE.  Winter- 
proof  your  bus  fleet  NOW . .  .  and  save 
money! 

STANDARD  OIL  COMPANY  OF  NEW  YORK,  INC. 


Morris  Bcck 

Engineerine  Editor 

GEOBGB  J.  MACMnBBAT 

Clifford  a.  Facst 

CHARLES  J.  ItOGGl 


Louts  F.  Stoli. 
Publishing  Director 


Electric  Railway 
Journal 

Conaolidation  of 
Street  Railway  Journal  and  Electric  Railway  Revietc 


Established  1884 — McGraw-Hill  Publishing  Company,  Inc. 
Vol.  75,  No.  13  John  A.  Miller,  Editor 


Page  671-724 


JOSBPH  R.   STAUFFBR 

Chicago 
Paul  Wooton 

Washington 
\V.  c.  Hbbton 

Pacific  Coast  Editor 

ALBX  McCALLUM 

London,  England 


The  Real  Facts 
of  the  Situation! 

In  times  like  these  everyone 
is  vitally  concerned  with  the 
current  trends  of  his  business. 
Recognizing  this  need,  the  Jour- 
nal will  present  in  its  Annual 
Statistical  Number  a  more  com- 
prehensive picture  of  the  com- 
munity transit  industry  than  has 
ever  been  done  before.  It  is  for 
the  enlightenment  and  guidance 
of  the  transportation  man — in- 
tended to  help  him  in  his  plan- 
ning for  the  coming  months. 

January  Is  the  Date 


McGraw-Hill  Publishing 
Company,  Inc. 

330   WEST  42cl   STREET, 
NEW   YORK,   N.   Y. 

CABLE!  Address: 

"Machinist.  N.  T." 

CHICAGO    -   520  North  Michigan  Avenue 

SAN    FRANCISCO     -     883  Mlaslon  Street 

LONDON,W.C.2.Aldwych  House,  Aldwych 

Washington  -  -  -  National  Press  Bulldlne 
PiiiLADBLriiiA  -  -  -  .  1600  ,4rch  street 
Cl.llVKi.AND  ...  -  501  Guardian  Buildlni; 
Dbtroit  -  -  2-257  General  Motors  Building 
St.  Louis     -     -     1556  Bell  Teleiiliono  Building 

Boston 1427  Slatler  Building 

Grbbntillr.  S.  C.  -  1301  Woodslde  Building 
Los  Angblbs, 

339  Chamber  of  Commerce  Building 


.Iambs  H.  MoGeaw,  Chairman  of  the  Board 

Malcolm  Mlmii.  President 

Jahbs  H.  MoGraw.  Jr..  Vice-Pres.  and  Treas. 

Mason  Britton,  Vice-President 

EniiAii  KoiiAK.  Vice-President 

H.  C.  Parmblbe,  Vice-Pres.  and  Editorial  Director 

Harold  W.  MoGraw.  Vice-President 

c.  H.  Thompson.  Secretary 


.Memdfr  /i.B.C. 
Memher  A.B.P. 


1931 

Published  monthly,  with  one  additional  Con- 
vention Number  during  the  year.  J3  per  year, 
35  cents  per  copy.  Foreign  postage,  J2  a  year. 
Canada  (including  Canadian  duty).  13.50. 
Kntered  as  second-class  matter,  June  23,  1908, 
at  the  Post  Office  at  New  Tork,  N.  T.,  under 
tlie  .\ct  of  March  3.   1879.    Printed  in  U.  S.  A. 

Official  correspondent  in  the  United  States 
for  Union  International  de  Tramways,  de 
Chemlns  de  fer  d'Interct  local  et  de  Transports 
Publics  Automobiles. 


Contents  of  This  Issue 

DECEMBER,  1931 
Copyright,  1931,  by  McGraw-Hill  Publishing  Company,  Inc. 


Editorials  671 

Building  Public  Good  Will 674 

By  John  J.  Cornwell 

High-Speed  Service  Ushers  in  a  New  Era  on  Philadelphia  &  Western .  .  .  676 

German  Railway  Installs  Trolley  Buses 681 

Municipal  Tramway  Taxation 682 

By  J,  Beckett  and  John  Spakgo 

Transportation  Not  Neglected  in  City  Planning  Study  at  Harvard 684 

hy    H.    V,    Hl'BBARD 

Rebuilding  Track  Under  Heavy  Traffic 685 

By  B,  P,  Legare 

Form  Designed  for  Standardized  Analysis  of  Claims  Statistics 689 

El  Paso  Rebuilds  Cars  for  Greater  Safety  and  Speed 692 

By  J.  E.  Lawless 

Progress  in  Railway  Transformer  Design 693 

By  S,  S.  Cook  and  C.  Brock  man 

London  Underground  Railway  Modernizes  Signal  Equipment 695 

Analysis  of  Maintenance  Costs  on  43  Properties 697 

Practical  Ideas  for  the  Maintenance  Man: 


Tail  Light  Warns  of  Defective 
Line  Switch— By  R.  IV. 
James 700 

Bumper  Straightener — By  IV. 
R.  McRac ." 700 

High-Speed  Motors  Require 
Special  Maintenance  Prac- 
tice—Bji  /,  K.  .Stole 701 

Cutting  Tool  for  Compressor 
Pistons— By  A.  J.  Lee 702 

Pin  Insulator  with  Clamping 
Devices — By  H.  C.  Engle- 
hardt   L 702 

Stand  for  Axle  Repairs 702 


Special  Wrenches  for  Elec- 
tric Couplers — By  Frank 
Ayerhart  703 

Expanding  Undersize  Sleeve 
Bearings — By  Michael  A.vler  703 

Relining  Brakes  for  Greater 
Bus  Mileage — By  C.  B. 
Lindsey   703 

Cradle  for  Removal  of  Wheels 
and  .^xles  from  Cars — By 
W.  Dillon  and  T.  G.  Culham  704 

Electricallv  Controlled  Derailer 
—By  E.  B.  Spencer  704 

Adjustable  Bench  Clamp 704 


New  Products  for  the  Railways'  Use 705 

Trends  of  Revenues  and  Expenses 709 

News  of  the  Industry 711 


ELECTRIC  RAILWAY  JOURNAL 


December,  1931 


ii^AlP  COAPPESSOP  VALUE 


JUST  as  the  old-time  baker  threw  in  an  extra  bun  for  good  measure,  so  the  builders 
of  Westinghouse-National  Air  Compressors  add  extra  value  to  the  machines  they 
build  ,  .  .  They  save  valuable  space  for  the  user  by  designing  compact  machines  that 
are  driven  direct  by  the  motor  or  through  efficient  herringbone  gearing  .  .  .  they  save 
installation  cost  by  making  complete  self-contained  machines  that  need  no  elaborate 
foundation  nor  require  extensive  auxiliary  apparatus  .  .  .  they  save  operating  expense 
by  providing  complete  Automatic  Control  of  distinctive  type — which  insures  that  the 
power  consumed  will  be  in  proportion  to  the  air  compressed  .  .  .  they  save  mainte- 
nance expense  by  building  durable  machines  that  will  operate  for  a  score  of  years  with 
minimum  time  and  material  for  attention  and  upkeep — thus  maintaining  the  note- 
worthy tradition  of  "Quality  Machines  for  Quality  Service"  .  .  ,  Sizes  range  from 
2\  to  700  cu.  ft.  displacement — for  power  house,  car  barn,  or  shop  .  .  . 

WESTINGHOUSE  TRACTION  BRAKE  CO. 

Industrial  Division  .  .  .   Pittsburgh,  Pa. 


WESTINGHOUSE- 
NATIONAL 
Air  Compressors 


December,  1931 


ELECTRIC  RAILWAY  JOURNAL 


N.  P.  Treadles 


A  paying  investment 

for  Third  Avenue  Railway  of  New  York 


Third  Avenue's  Good 
Showing 

In  discussing  in  a  recent  issue  the 
prospects  for  Tliird  Avenue  Railway,  New 
York,  refunding  4's,  1960,  the  Wall  Street 
Journal  said  that  increases  in  net  income 
reported  by  the  Third  Avenue  Railway 
have  been  recorded  in  the  face  of  a  de- 
crease in  gross  revenue.  Conversion  of 
two-man  into  one-man  cars  has  enabled 
the  company  to  strengthen  its  profit  base. 
Expenses  have  been  reduced  in  line  with 
the  decrease  in  gross  so  that  practically  all 
of  the  saving  accruing  through  one-man 
operation  of  cars  has  been  added  to  net. 
Cost  of  converting  the  cars  for  the  new 
system  of  operation  has  been  charged  to 
current  expenses ;  when  this  work  is  com- 
pleted, there  should  be  further  savings 
in  expenses,  assuming  continued  control 
over  other  operating  costs.  Substitution 
of  buses  for  trolley  cars,  at  a  10-cent  fare 
instead  of  5  cents,  increase  in  number  of 
lines  operated  and  reduction  in  per-mile 
costs  have  converted  a  loss  from  the  bus 
division  into  a  profit.  The  company  esti- 
mated that  bus  costs  have  been  reduced  4 
cents  a  mile,  and  that  receipts  have  been  in- 
creased 1  cent  a  mile  operated.  Expendi- 
tures for  plant  and  equipment  have  not 
been  restricted. 

Reprinted    from    Electric   Railway  Journai  News 
ol  Oct.  2),   19S1. 


Third  Avenue  Railway 

Reports  total  combined  net  income  on 
railway  and  bus  operations  of  $291,426  for 
twelve  months  ended  June  30,  compared 
with  a  net  loss  of  $199,460  for  the  pre- 
ceding twelve  months,  while  total  operating 
revenues  were  $16,876,140,  a  decrease  of 
$742,434.  Earnings  in  the  railway  division 
decreased  $1,032,987,  while  those  of  the  bus 
division  increased  $290,553.  Operating  ex- 
penses were  $12,867,490,  a  decrease  of 
$1,220,827,  with  the  railway  department's 
costs  decreasing  $1,158,468  and  the  bus 
expenses  falling  off  $62,358. 

Reprinted  from   the  financial  page  of   the  New 
York  Herald-Tribune  of  July  29tA. 


The  Third  Avenue  Railway  of  New  York 
turned  a  serious  deficit  into  a  substantial 
profit  by  remodeling  their  two-man  cars  for 
one-man  operation. 

These  cars  maintain  satisfactory  schedules 
safely,  because  N.  P.  Automatic  Treadles 
guard  the  rear  exit  doors. 

Write  for  details. 


NATIONAL    PNEUMATIC    COMPANY 


ELECTRIC  RAILWAY  JOURNAL 


December,  1931 


Trolley  Bus 

Improves       ^ 


ELECTRIC  railway  operators  are  quickly 
perceiving  and  utilizing  the  profit  possi- 
bilities of  the  trolley  bus.  Intelligent  invest- 
ments are  being  made  in  this  swift,  comfort- 
able method  of  transportation.  Evidence  of 
the  wisdom  of  such  judgment  is  to  be  found  in 
the  favorable  revenue  reports  of  existing  lines. 

Naturally  a  portion  of  this  revenue  must  be 
set  aside  for  normal  maintenance.  Yet,  the  ul- 
timate worth  of  the  trolley  bus  will  be  judged 
by  the  amount  which  may  be  conserved  for 
dividends  on  the  investments  rather  than  for 
abnormal  maintenance  and  replacement  ex- 
pense. A  problem  which,  no  doubt,  accounts 
for  the  care  which  is  being  used  in  the  initial 
selection  of  materials  for  new  systems. 

Realizing  the  importance  of  this  problem,  0-B 
overhead  equipment  and  bus  accessories  have 
been  designed  and  are  manufactured  to  give 
just  a  little  longer  and  just  a  little  better  service 
than  is  the  normal  expectation.  Reason  why, 
perhaps,  the  0-B  trademark  is  so  much  in  evi- 
dence on  existing  systems.  Reason,  too,  why 
users  of  0-B  materials  conserve  more  and  more 
for  dividends  and  need  to  devote  less  and  less 
to  overhead  and  bus  accessory  maintenance. 

Perhaps  you  may  be  ready  to  discuss  proposed 
trolley  bus  installations  with  your  0-B  repre- 
tative.  Likewise,  publication  403G  is  filled  with 
valuable  information  on  this  subject  and  will 
gladly  be  sent  upon  request  to: 

©HI©  Brass  Company 

Mansfield,  ^  Ohio,  U.  S.  A. 

Cnniirtiwn  Ohio  Brus  Co.  Limited    ftLaJI  Niagara  Falls,  Ontario.  Canada 
New  York  •  Philadelphia  •  Boston  -  Pittsburgh  •  Chicago  •  Cleveland 


O-B  Trolley  Retriever 


Improved  O-B  Swivel  Harp 
and  Shoe 


O-B  Type  T-2  Trolley  Bus  Crossover 


Type  CZF  Trolley 
Bus  Headlight 


O-B  Form  5  Six 
Spring  Trolley  Base 


1461C 

St.tAuis  •Atlanta  •Dallas  •Los  Angeles  •  San  Francisco  'Seattle 


December,  1921 


ELECTRIC  RAILWAY  JOURNAL 


FREE  HEATINQ 

Just  as  outstanding  as  Free  Wheeling 


COSTS 
NOTHING 

TO 
OPERATE 


COSTS 
NOTHING 

TO 
MAINTAIN 


MUELLER-EVANS 

HEATING  AND  VENTILATING  SYSTEM 

And  it  soon  pays  for  itself  after  it  is  installed  because 
of  the  economies  of  the  automatic  shutter  front  which 
is  a  part  of  the  Mueller-Evans  system. 

They  are  standard  equipment  on  many  of  the  outstand- 
ingly successful  operations  in  this  country. 


Send  for  price  schedule. 


! 


I, 

i 


Branches  —  Bessemer 
BIdff..  Pittsburgh:  88 
Broad  St..  Boston : 
General  Motors  Bldgr.. 
Detroit:  Canadian 
Agrents.  Lyman  Tube 
and  Supply  Company. 
Ltd..  Montreal.  Tor- 
onto, Vancouver.  Win- 
nipeg. 


MANUFACTURERS 
of  Keystone  Car  and  Bus  Equipment 


Home  office  and  plant 
at  17th  and  Cambria 
Sts.  PHILADELPHIA ; 
District  Offices  at  111 
N.  Canal  St..  CHI- 
CAGO :  60  Church 
St..  NEW  YORK. 


ELECTRIC  RAILWAY  JOURNAL 


December,  1931 


E 


very  time  you  open 


to  repair  a  joint . . . 
//  Costs  too  Much! 


No  matter  how  efficient  the  track  gang — no  matter  how  cheap 
the  labor — it  costs  too  much  to  repair  bad  joints.  Because  this 
is  a  form  of  maintenance  expense  which  you  could  just  as  well 
do  without. 

We  often  wonder  if  some  people  ever  do  stop  to  figure  what  it 
costs  to  keep  on  repairing  rail  joints.  Just  the  direct  costs  alone, 
for  labor  and  material ....  not  to  mention  delays  and  inconvenience 

to  traffic exceed  any  possible  difference  in  the  cost  of 

Thermit  welding  in  the  first  place. 

As  a  matter  of  faa,  the  Thermit  process  is  now  so  simplified  and 
improved,  and  the  quantity  of  Thermit  required  is  so  small  per 
joint,  that  it  costs  little  if  any  more  than  any  other  kind  of  welding. 

Today,  it  even  pays  to  Thermit  weld  the  oldest  joints  on  the  line, 
because  it  puts  an  end  to  joint  repairs  for  the  remaining  life  of  the 
rail.  Thermit  welding  has  become  a  standard  part  of  the  mainte- 
nance program  of  many  roads,  as  well  as  the  almost  universal 
practice  on  new  track  construction. 


AL     £>  TH  ERM  IT 


120  Broadway,  New  York,  N.  Y. 


December,  1931 


ELECTRIC  RAILWAY  JOURNAL 


Up  the  paving  . . . 


Track  like  this  doesn't  have  to  he  opened  up,  the  joints  are 

THERMIT  WELDED 

Here  is  an  unretouched  photograph  of  a  piece  of  Thermit-welded  track 
in  San  Francisco.  Arrows  mark  the  location  of  two  Thermit-welded  joints 
nearest  the  camera.  Note  the  absolutely  smooth,  unbroken  rail.  Can  you 
see  any  evidence  of  disintegration  of  the  paving,  anywhere  along  the  rail? 
We  know  you  can't,  because  there  is  none. 

You,  too,  would  like  to  have  track  like  this.  It  can  be  done  to  existing 
old  track  as  well  as  in  laying  new  rail.  Our  representatives  will  gladly 
furnish  further  information  and  cost  estimates. 


ATION 


Pittsbursh 


Chic<3o 


Albany 


So.  San  Francisco 


Toronto 


10 


ELECTRIC  RAILWAY  JOURNAL 


December,  1931 


G-E   ARMATURE   COILS 
STAND   THE   HEAT  OF 
•   COLD-WEATHER   OPERATION 


Slot  insulation  w^appt^d  on  armature 
coil  makes  winding  easier  and  atFords 
tight  fit. 


Spacers  on  end  windings 
bold  individual  conduc- 
tors in  place. 


Corners  reenforced  by  hand  with  extra 
insulation  to  give  mechanical  strength. 


Insulated  wires   bonded  into  one  solid 
unit.  Prevents  movement  of  conductors 


Tinned  surface  free  from  burrs  extends 
about  one  inch  back  from  point  of  con- 
tact with  commutator. 


Stocking  especially  treated 
to  prevent  drj-ing  out  and 
stiffening. 


Each  renewal  coil  is  a  duplicate  of  the 
original. 


Extra  insuhition  to  withstand  pressure 
of  top  leads  crossing  over  coil. 


Ask  for  publication  GEA-807A, 
"The  Repair  of  Armatures."  It 
contains  information  of  value  to 
everyone  interested  in  obtaining 
the  utmost  service  from  electric 
traction  motors.  Copies  will  be 
mailed  without  charge.  Ad- 
dress the  G-E  office  nearest  you 
or  General  Electric  Company, 
Schenectady,  N.Y. 


ONOW-PACKED  RAILS  are  tough  on  motors.  Such  con- 
ditions frequently  cause  spinning  wheels,  overheated 
motors,  and  burned-out  coils.  In  winter  or  summer,  it  is 
always  the  safe  policy  to  use  G-E  armature  coils  in  G-E 
motors.  G-E  coils  withstand  heat.  And  they  are  built  to 
fit  the  armature  slots  correctly — just  right  to  make  wind- 
ing easy — just  right  to  prevent  injurious  abrasion  in  the 
heat  of  cold-weather  operation.  The  quality  of  G-E  renewal 
coils  is  the  same  as  that  of  the  original  equipment.  It  is  a 
requisite  of  economical  maintenance. 


JOIN    THE       C-E    CIRCLE 


GENERAL 


■SUNDAYS    AT    5:30    P.M.     E.S.T.     ON     N.B.C.    NETWORK    OF    54    STATIONS 

WEEK-DAYS     (EXCEPT    SATURDAY)     AT    NOON 

330-178 

ELECTRIC 


SALES 


ENGINEERING 


S    E    R    V 


PRINCIPAL 


Electric  Railway 
Journal 


New  York, 

December,  1931 


Consolidation  of 
Street  Railwa]/  Journal  and  Electric  Railway  Review 

Established  18S4 — McGraw-Hill  Publishing  Company.  Inc. 


Volume  75 
Number  13 


John  A.  Miller,  Editor 


A  Broader  Name  for  a  Broader  Field 


CHANGES  of  tremendous  significance  have  taken 
place  in  the  iield  of  community  transportation 
(luring  recent  years.  Not  so  long  ago  the  electric 
railway  was  practically  the  only  public  means  of  urban 
and  interurban  transportation.  Today  the  situation  is 
very  different.  The  electric  railway  is  still  a  vital  element 
in  community  transportation,  but  it  is  not  the  only 
element.  It  has  been  supplemented  by  the  motor  bus. 
the  trolley  bus  and  the  taxicab.  A  great  many  electric 
railways  have  adopted  one  or  more  of  these  newer 
services  to  supplement  that  of  their  rail  lines. 

Thus  the  term  "electric  railway  industry"  no  longer 
indicates  the  actual  scope  of  the  business  of  furnishing 
community  transportation.  Similarly,  the  name  Electric 
Railway  Journal  falls  short  of  defining  the  present 
broad  field  of  this  publication.  As  both  the  industry 
and  the  Journal  have  widened  their  scope  and  removed 
artificial  limitations,  so  both  have  outgrown  their  old 
names.  After  careful  consideration  of  all  phases  of  the 
situation,  the  publishers  of  the  Journal  have  come  to 
the  conclusion  that  the  paper  can  better  serve  the  needs 
of  the  industry  by  adopting  a  broader  name  —  one 
which  will  more  accurately  reflect  the  actual  content  of 
the  publication.  At  the  beginning  of  the  new  year., 
therefore,  the  name  of  Electric  Railway  Journal 
will  be  changed  to  Transit  Journal. 

The  word  "transit"  has 
been  associated  with  the 
activities  of  the  industry 
since  its  earliest  days.  It 
has  long  Ijeen  a  part  of 
the  corporate  name  of 
many  operating  com- 
panies. At  the  same 
time  it  is  a  thoroughly 
modern  word.  During 
recent  years  numerous 
companies  have  sub- 
stituted "transit"  for 
"electric  railwav  '  in  their 


Beginning  with  the  issue  of  January,  1932, 
the  name  of 

Electric  Railway  Journal 

zvill  be  changed  lo 

TRANSIT 

J-    JOURNAL 

Public  Transportation — City,  Suburban  and  Interurban 


names  to  indicate  the  broader  field  of  their  activities. 
No  other  word  so  well  describes  the  tremendously  im- 
portant business  of  furnishing  public  transportation  in 
our  cities  and  adjacent  areas.  Electric  street  railways, 
subways,  elevated  railways,  motor  buses,  trolley  buses, 
taxicabs,  interurban  electric  lines  and  electriijed  sub- 
urban railroad  service,  all  are  included  within  the  scope 
of  the  word  "transit." 

Adoption  of  the  name  Transit  Journal  with  the 
issue  of  January,  1932,  will  mark  the  second  change  in 
title  since  this  paper  was  founded  in  1884  as  the  Street 
Railway  Journal.  At  that  time  the  only  public  means 
of  community  transportation  was  the  horse-drawn  street 
car.  During  the  next  two  decades  the  electric  railwa}- 
was  developed  and  proved  so  successful  that  it  replaced 
the  horse  car  everywhere.  In  1908  the  Street  Railway 
Journal  was  merged  with  the  Electric  Railzvay  Review 
under  the  name  of  Electric  Railway  Journal.  In 
announcing  that  change,  the  paper  stated  that  "It  is 
thought  that  the  new  name  recognizes  better  than  the  old 
the  existing  and  future  condition  of  the  industry  we 
represent." 

It  is  for  essentially  the  same  reason  that  a  second 
change  is  now  desirable.  The  industry  is  no  longer  con- 
cerned only  with  one  particular  form  of  transportation. 
It    is    interested    in    all    forms    of    community    transit. 

Especially  is  it  interested 
in  the  proper  co-ordina- 
tion of  the  various  forms 
of  transportation.  So 
also  is  the  Journal. 
Adoption  of  the  name 
Transit  Journal 
"recognizes  better  .  .  . 
the  conditions  of  the  in- 
dustry we  represent"  and 
emphasizes  the  fact  that 
all  forms  of  community 
transit  constitute  a  single 
industrv. 


Electric    Railway    JouR^fAL — December.    1Q31 
671 


Tax  Relief  a  Real  Need 

'  I  ^AXED  to  death — those  are  the  words  of  the  board 
-'-  of  arbitration  in  the  recent  St.  Louis  wage  case, 
referring  to  the  payment  of  1  cent  out  of  every  10-cent 
fare  for  taxes  by  the  St.  Louis  Public  Service  Company. 
"A  10  per  cent  levy  on  gross  revenues  is  a  burden  seldom 
experienced  in  business,  and  amounts  almost  to  an 
exaction,"  said  the  board.  On  top  of  that,  it  pointed  out, 
is  the  cost  of  paving  and  its  repair  required  in  the 
franchise,  and  the  expense  for  tearing  up  track  and 
relocating  it  whenever  street  improvements  make  such 
changes  necessary. 

It  is  highly  significant  that  a  board  such  as  this,  which 
was  composed  of  disinterested  members,  should  pause 
to  point  out  one  of  the  fundamental  difficulties  which 
public  transportation  has  to  face.  St.  Louis  is  not  alone 
in  heavily  taxing  its  transit  system.  Tax  assessors, 
politically  minded,  are  always  ready  to  lighten  the  burden 
of  the  common  people  at  the  expense  of  the  utilities. 
Imposts  vary  with  the  locality  and  the  ingenuity  of  the 
authorities  in  devising  forms  of  taxation.  The  paving 
burden  is  perhaps  the  most  usual,  but  there  are  man\- 
others.  Some  properties  are  taxed  for  street  lights  along 
the  right-of-way.  Some  maintain  schools.  And  then 
there  is  the  famous  Baltimore  park  tax,  by  which  the 
United  Railways  for  more  than  70  years  has  provided 
for  maintaining  the  city's  parks.  It  now  costs  the  car 
riders  more  than  $1,000,000  a  year. 

In  times  of  plenty  the  general  belief  is  that  the  com- 
pany is  making  so  much  money  that  taxes  of  this  sort 
do  not  constitute  a  heavy  burden.  In  years  of  adversity 
other  sources  of  revenue  have  dried  up,  and  so  no  relief 
will  be  considered.  The  only  way  to  combat  such  ideas 
is  to  present  the  whole  matter  to  the  public  forcefully 
and  plainly,  and  as  often  as  possible.  It  is  only  by  such 
methods  that  an  improvement  in  the  taxation  situation 
ever  will  l)e  brought  about. 


Over-Manning  Not  a  Solution 
of  the  Unemployment  Problem 

MANY  are  the  suggestions  being  advanced  in  these 
days  to  relieve  unemployment  by  hiring  additional 
workers  regardless  of  any  actual  need  for  their  services. 
The  peculiar  thing  about  these  proposals  is  that  they 
invariably  contemplate  having  someone  else  pay  the 
wages  of  these  additional  workers. 

One  of  the  favorite  suggestions  of  this  kind  is  that  the 
electric  railways  should  be  compelled  to  employ  two  men 
on  their  present  one-man  cars.  This  step  is  urged,  not 
because  of  the  need  for  an  extra  man,  but  simply  to 
give  jobs  to  some  of  the  unemployed.  No  doubt  this 
would  be  accomplished  to  a  certain  extent,  but  why  be 
content  with  two  men  per  car?  If  the  purpose  is  merely 
to  create  "jobs,"  why  not  require  three  or  even  four  men 
per  car?  For  that  matter,  why  not  require  two  men  on 
every  motor  truck  and  that  the  owner  of  every  private 


automobile  employ  a  chauffeur  ?  The  latter  requirements 
would  do  more  to  relieve  unemployment  than  placing  a 
second  man  on  every  electric  car.  Unfortunately,  how- 
ever, the  problem  is  far  more  complex  than  merely  find- 
ing something  for  the  unemployed  to  do.  The  crux  of 
the  problem  is  to  find  the  money  to  pay  wages  to  more 
workers. 

It  is  always  easy  to  suggest  ways  for  other  people  to 
spend  their  money.  This  is  particularly  true  in  respect 
to  the  electric  railways  since  their  operations  are  subject 
to  close  regulation.  Moreover,  the  old-fashioned  idea 
still  prevails  to  some  extent  that  transportation  com- 
panies must  necessarily  be  wealthy  because  they  take  in 
a  lot  of  money.  The  fact  that  they  also  spend  a  lot  of 
money  is  overlooked.  Indeed  the  local  transportation 
industry  faces  an  even  more  difficult  problem  than  most 
other  industries  in  earning  an  income  adequate  to  cover 
its  expenses.  Dividends  have  disappeared  entirely  in 
many  instances  and  have  been  cut  almost  to  the  vanishing 
point  in  others.  Where  the  money  could  be  obtained  to 
pay  the  wages  of  any  extra  employees  is  difficult  to  say. 

The  industry  is  not  unmindful  of  the  seriousness  of 
the  unemployment  problem.  Since  the  beginning  of  the 
present  business  depression,  the  local  transportation  com- 
panies have  made  a  creditable  record  in  keeping  nearly 
all  their  employees  on  the  payrolls.  But  they  are  not 
charitable  institutions.  They  cannot  reasonably  be  ex- 
pected to  employ  additional  men  whose  services  are  not 
needed.  Moreover,  it  may  well  be  doubted  that  the  em- 
ployment of  two  men  to  do  the  work  of  one  is  a  sound 
policy  at  any  time. 

T 

Actions  Speak  Louder 
Than  Words 

lyrUCH  has  been  spoken  and  written  in  recent  months 
^^ ^  about  the  kind  of  service  and  the  fare  structure 
that  will  attract  riders  to  public  transportation  vehicles. 
Committees  have  been  appointed  to  attack  the  various 
phases  of  the  problem.  Figures  have  been  prepared 
to  show  what  can  be  accomplished  by  modernization 
of  plant  and  methods.  But  managements  in  general 
have  been  inclined  to  wait  and  defer  the  definite  action 
that  might  be  exj^ected  to  bring  increased  receipts  at 
lower  operating  expense. 

In  sharp  contrast  with  this  attitude  is  that  of  the 
management  of  the  Philadelphia  &  Western  Railway. 
Upon  assuming  control  of  the  property  some  two  years 
ago,  a  careful  study  was  made  of  the  plant,  the  service 
and  the  fare  structure.  First  of  all  it  was  evident  that 
the  existing  fares  did  not  attract  regular  riders.  A  new 
set  of  rates,  both  for  single  trips  and  for  commuters, 
was  put  in  effect  a  year  ago.  It  also  was  evident  that 
traffic  was  being  lost  to  the  competing  electrified  railroads 
by  virtue  of  their  faster  time  between  the  territory  served 
and  the  center  of  Philadelphia.  Although  the  princiixil 
line  of  the  P.&W.  is  only  14  miles  long,  with  many  sharp 
curves  and  heavy  grades,  it  was  decided  to  obtain  new 


Electric   Railway   Journal — Vol.75,  No.13 
672 


cars  with  which  the  running  time  could  be  substantially 
reduced. 

It  would  have  been  possible  to  buy  heavy  cars  of  the 
conventional  type  to  do  the  work,  but  the  power  require- 
ments would  have  been  prohibitive.  So  a  series  of  ex- 
periments was  conducted  to  determine  the  best  type  of 
car.  It  was  found  that  a  car  could  be  built  largely  of 
aluminum,  and  with  a  new  type  of  truck  and  careful 
streamlining,  the  power  demand  could  be  held  to  little 
more  than  half  of  that  of  a  conventional  car  for  similar 
speeds.  It  took  courage  to  build  cars  of  the  radical 
design  indicated,  but  the  decision  was  made  without 
hesitation. 

Other  steps  that  were  taken  in  the  modernization  were 
the  construction  of  a  new  terminal  building  at  Norris- 
town.  the  reconstruction  of  cars  which  could  be  used 
for  local  service  with  fast  schedules,  and  reconstruction 
of  the  track  to  permit  cars  to  run  at  the  high  speeds.  All 
told,  the  company  has  spent  a  half -million  dollars  in  the 
rehabilitation. 

If  the  reception  which  was  given  to  the  opening  of 
the  terminal  and  the  start  of  the  new  service  last  month 
is  an  indication,  it  will  mark  the  beginning  of  prosperity 
for  the  railway.  While  others  are  awaiting  the  results, 
the  owners  of  the  Philadeli)hia  &  Western  will  be  obtain- 
ing them. 

Somewhat  dififerent  is  the  situation  confronting  the 
Capital  Traction  Company.  Besides  the  shrinkage  in 
business  which  nearly  every  transit  line  has  had  to  face, 
unregulated  cheap  taxicabs  have  been  allowed  to  run 
riot  in  Washington.  They  have  caused  the  local  lines 
to  sustain  severe  losses  during  recent  months.  I  f  allowed 
to  continue  they  will  threaten  the  existence  of  organized 
transportation  in  the  city.  But  in  this  instance,  too,  the 
management  is  convinced  that  the  public  will  in  the  long 
run  play  fair.  Accordingly,  it  is  going  ahead  with  the 
purchase  of  new  cars  which  will  cost  more  than  a  half 
million  dollars,  and  intends  to  adopt  as  modern  a  design 
as  the  status  of  the  art  will  permit. 

In  both  these  instances  the  raising  of  new  money 
shows  a  moral  courage  and  aggressiveness  that  may  be 
taken  as  an  example  by  others  with  similar  problems. 
In  both  of  them  actions  speak  louder  than  words. 

T 

The  New  Aristocrat  of  Labor 

CHARACTER  rather  than  financial  standing  was  the 
criterion  by  which  a  famous  financier  was  accustomed 
to  appraise  prospective  borrowers,  and  it  is  said  that  he 
suflfered  few  losses.  In  a  somewhat  similar  way  tenure 
of  office  rather  than  temporary  earning  power  due  to 
high  wages  is  now  being  used  as  a  basis  of  credit  ap- 
praisal. The  man  with  a  steady  job  has  become  the  new 
aristocrat  of  labor  replacing  the  former  aristocracy  of  the 
trowel,  the  hammer  and  the  shovel,  who  received  fab- 
ulous wages  a  few  years  ago.  Worthy  though  these 
artisans  are,  their  former  wages  reflected  the  effect  of 
certain  post-war  conditions  rather  than  the  actual  value 


of  their  services  to  society.  In  those  boom  times,  sight 
was  lost  of  other  artisans  equally  needed  in  the  scheme 
of  civilization  such  as  the  employees  of  the  electric  rail- 
way and  public  utility  companies.  From  the  standpoint 
of  wages,  these  utility  workers  were  less  fortunate  than 
those  in  other  lines,  but  they  enjoyed  a  highly  desirable 
tenure  of  office.  This  is  now  in  the  process  of  being 
rediscovered.  As  unemployment  has  increased  in  many 
trades,  the  utility  employee  has  taken  on  a  new  dignity 
among  those  who  labor. 

T 

Legal  Status  of  the  Trolley  Bus 
Becoming  More  Clearly  Defined 

CLASSIFICATION  of  the  trolley  bus  as  a  street  car 
for  the  purpose  of  legislation  and  taxation  has 
already  received  legal  sanction  in  several  States,  and 
indications  are  that  others  will  follow  suit.  The  reasons 
for  this  classification  are  obvious.  In  every  instance 
to  date,  trolley  buses  have  been  installed  by  an  electric 
railway  company,  and  their  operation  is  controlled  by 
a  franchise  wherein  compensation  for  street  use  is  fixed. 
To  impose  further  fees  or  taxes  upon  them  would  be 
manifestly  inequitable. 

Moreover,  if  the  trolley  bus  were  to  be  classified  as 
a  highway  vehicle  like  the  gasoline  bus,  it  would  be 
restricted  in  design  as  to  length  and  width.  Highway 
vehicles  as  a  class  are  limited  to  a  maximum  width  of 
8  ft.,  while  street  cars  are  usually  built  wider,  some  of 
them  as  wide  as  9  ft.  Classification  of  a  trolley  bus 
as  a  street  car  permits  it  to  be  built  9  ft.  wide,  thus 
giving  an  additional  foot  of  width  to  be  used  for  wider 
aisles  without  sacrificing  seat  space.  This  factor  is 
important.  The  wider  aisles  permit  freer  circulation  of 
passengers.  The  advantages  of  the  trolley  bus  in  fast 
acceleration  and  braking,  permitting  of  fast  sched- 
ules, would  be  largely  destroyed  if  the  vehicle  were 
unduly  restricted  in  width,  and  the  movement  of  passen- 
gers correspondingly  hampered. 

Since  the  trolley  bus  operates  on  a  fixed  route,  there 
is  no  possibility  of  its  finding  its  way  onto  the  open 
highways  where  limitation  of  vehicle  width  may  be  desir- 
able. It  is  on  this  basis  that  the  classification  of  the 
trolley  bus  as  a  street  car  has  been  adopted  in  a  number 
of  States.  In  Illinois  a  new  law  became  effective  on 
July  1,  classifying  trolley  buses  as  street  cars  by  amend- 
ing the  existing  law  which  excluded  from  the  definition 
of  motor  vehicle  all  "cars  of  electric  and  steam  railways 
and  other  motor  vehicles  running  only  upon  fixed  rails 
or  tracks."  To  this  exemption  was  added  the  classifica- 
tion "or  propelled  by  electric  power  obtained  from  over- 
head trolley  wires."  Similarly,  in  Wisconsin  legislation 
has  been  passed  which  puts  the  trolley  bus  definitely  in 
the  same  category  as  the  street  car  on  the  basis  that  it  is 
a  vehicle  operated  by  means  of  fixed  surface  or  overhead 
structures.  With  these  examples  to  establish  the  prece- 
dent, it  may  be  expected  that  other  States  will  fall  in 
line  by  adopting  the  same  classification  policy. 


Electric    Railway    Journal — December,   1931 
673 


Building  Public  Good  Will 


By 
JOHN  J.  CORNWELL 

General  Counsel 

and  Chairman  Central  Committee  on  Public  Relations 

Baltimore  &  Ohio  Railroad 

As  Told  to  PAUL  WOOTON 


OUALITY  is  essential  in  any  product.  Trans- 
portation is  no  exception.  But  if  a  business  is  to 
be  successful,  other  factors  are  necessary  in  addi- 
tion to  quality,  more  necessary  in  this  era  of  sharp  com- 
petition and  discriminating  judgment  on  the  part  of  the 
public  than  ever  before.  Besides  quality  there  must  be 
salesmanship.  An  article  of  splendid  quality  may  lie  long 
unsold  unless  something  is  done  to  call  attention  to  its 
merit.  It  is  particularly  important  that  courtesy  and  good 
taste  be  used  in  calling  attention  to  the  quality  of  the 
article  for  sale.  Transportation  in  this  respect  is  the 
same  as  goods  on  the  shelf.  A  superior  commodity  or  a 
superior  service  must  be  proffered  in  a  polite  and  agree- 
able manner.   The  service  alone  does  not  sell  itself. 

The  public  service  corporation,  publicly  regulated,  is 
just  now  more  carefully  scrutinized  and  more  critically 
observed  by  the  public,  in  so  far  as  its  methods  and  its 
products  are  concerned,  than  other  corporations  or  con- 
cerns. Especially  is  this  true  of  transportation  com- 
panies— steam  and  electric  railroads — ^because  of  the 
new  and  competitive  freight  and  passenger  transporta- 
tion on  waterways,  highways  and  in  the  air.  This  is 
now  generally  recognized  but  it  was  not  always  so. 

Because  of  this,  good  public  relations  are  essential. 
The  Baltimore  &  Ohio  Railroad  was  one  of  the  pioneers 
in  this  field.  More  than  a  score  of  years  ago  when  Daniel 
Willard  came  to  the  company  as  president,  in  addressing 
the  first  general  staff  meeting,  he  proclaimed  what  we 
know  as  his  "good  neighbor"  policy,  declaring  that  he 
wanted  the  company  to  be  a  "good  neighbor."  It  is  not 
practicable  to  define  the  things  the  company  or  its  agents 
and  employees  must  do  to  be  a  good  neighbor.  Too  many 
unforeseen  and  unexpected  things  happen  in  connection 
with  the  operation  of  a  great  railroad  system  to  under- 
take to  fix  formulas  for  handling  all  of  them.  It  does 
imply  fair  dealing,  good  service  and  courteous  treatment. 

Naturally,  the  habits  and  state  of  mind  of  many 
thousands  of  people  can  not  be  altered  or  remade  over 
night,  and  the  viewpoints  of  railroad  officers  and  em- 
])loyees  twenty  years  ago  were  not  what  they  are  today. 
However,  the  seed  planted  in  the  organization  then  took 
root  and  grew,  and  we  of  the  company  like  to  believe  that 
today  it  is  imbued  from  top  to  bottom  with  the  good- 
neighbor  spirit. 

Elbert  Hubbard  often  quoted  Ralph  Waldo  Emerson 
as  having  said :  "Every  great  institution  is  the  lengthened 
shadow  of  one  man."  Whether  Emerson  said  it  or  not, 
it  is  true,  and  the  modern  Baltimore  &  Ohio  is  the 
lengthened  shadow  of  Daniel  Willard. 


If  the  man  at  the  top  is  a  grouch,  if  he  is  surly  and 
severe,  grouchiness  and  surliness  will  permeate  the 
organization  from  top  to  bottom.  If  the  "Chief"  is  fair, 
frank,  friendly  and  courteous,  it  will  be  known  from  the 
highest  to  the  lowest,  and,  while  not  every  employee  can 
"change  his  spots,"  it  is  a  powerful  incentive  for  the 
propagation  and  cultivation  of  the  same  spirit  to  all  who 
make  up  the  organization. 

So,  into  the  Baltimore  &  Ohio  there  came  the  co- 
operative plan,  whereby  men  and  management  confer 
for  the  purpose  of  devising  better  methods  and  promot- 
ing greater  efficiency.  Up  to  date,  nearly  100,000  sug- 
gestions have  been  made  by  men  in  the  shops,  on  the 
trains  and  in  the  offices.  All  of  them  received  con- 
sideration and  a  majority  were  adopted. 

Each  craft  has  its  committee.  These  committees  sit 
down  with  the  management  and  all  suggestions  from  the 
men  are  weighed.  When  it  is  the  consensus  of  opinion 
that  the\'  have  merit  they  are  tried  out.  An  example  of 
one  of  these  suggestions  which  has  resulted  in  large 
economies  is  the  so-called  spot  system.  Under  that  plan 
cars  to  be  repaired  are  moved  along  from  spot  to  spot 
where  particular  tools  and  particular  materials  are  assem- 
bled. Formerly  it  was  the  practice  in  repairing  cars  to 
carry  all  the  materials  and  all  of  the  tools  needed  to  the 
car.  Under  the  spot  plan  many  of  the  economies  of  the 
assembly  line  of  the  automobile  plant  are  secured. 

In  1923  there  were  established  committees  on  public 
relations,  a  central  committee  in  the  general  offices  in 
Baltimore,  with  a  representative  from  each  of  the  several 
departments,  and  functioning  under  it  a  local  committee 
in  practically  each  of  the  coimties  of  the  several  States 
through  which  the  company's  lines  run.  These  commit- 
tees interpret  the  management's  policies  to  the  public 
and  the  public  viewpoint  to  the  management.  They  are 
points  of  contact.  They  aid  in  solving  local  problems, 
clear  up  or  prevent  misunderstandings  and  assist  in 
making  the  Baltimore  &  Ohio  a  good  neighbor. 

These  committees  also  perform  a  highly  important 
function  in  acquainting  the  public  with  the  railroad's 
point  of  view.  They  were  particularly  helpful  in  1923. 
At  that  time  the  railroads  just  had  come  through  the 
shopmen's  strike  and  had  not  had  an  opportunity  to 
rehabilitate  their  properties  after  the  wear  and  tear  expe- 
rienced during  the  World  War  and  government  opera- 
tion. Railroad  executives  realized  that  the  country  was 
on  the  threshhold  of  a  period  of  business  expansion. 
That  meant  that  the  railroads  had  to  be  put  into  condi- 
tion to  handle  a  large  amount  of  traffic.    To  do  so  it  was 


Electric   R.^ilw.w  Journ.\i, — Vol.75.  No.l3 
674 


found  that  an  investment  of  $1,100,000,000  would  be 
required. 

At  that  time  there  was  fear  that  Congress  would 
eliminate  Section  15a  from  the  Transportation  Act, 
which  directs  the  Interstate  Commerce  Commission  to 
establish  rates  which  will  yield  a  fair  return  on  the  value 
of  railroad  properties.  It  was  realized  the  necessary 
capital  could  not  be  raised  unless  the  investing  public 
were  convinced  that  Section  15a  would  remain  in  the 
law.  The  public  relations  committees  set  out  to  do  their 
share  of  the  explaining  to  the  public  that  this  clause  must 
be  retained  if  the  railroads  were  to  be  rehabilitated 
promptly. 

As  a  result  of  the  explanation  of  the  situation  to  the 
public,  made  by  these  committees  and  the  various  other 
railroads,  each  railroad  proceeding  in  its  own  way.  Con- 
gress realized  that  the  majority  of  the  people  favored  the 
retention  of  the  clause.  This  was  reflected  in  Congress 
by  the  increasing  opposition  to  proposed  amendments, 
with  the  result  that  Section  15a  was  retained.  The 
necessary  capital  soon  was  forthcoming  which  put  the 
railroads  of  the  country  in  a  position  to  meet  the  unusual 
demand  for  transportation  which  had  been  foreseen  by 
the  executives. 

The  central  committee  in  the  general  offices  in  Balti- 
more is  composed  of  six  officials,  each  representing  one 
of  the  executive  departments.  That  committee,  in  turn, 
created  the  local  committees.  For  the  most  part  those 
committees  are  made  up  of  local  freight  and  passenger 
agents,  local  counsel,  local  surgeons  and  local  operating 
men.  These  local  committees  form  points  of  contact 
with  the  public.  They  are  ready  at  all  times  to  hear 
complaints  or  suggestions  for  improving  the  service. 

With  the  good-neighbor  spirit  at  the  top;  with  it 
carried  along  the  line;  with  a  public  understanding  and 
appreciation  of  that  spirit,  naturally  the  Baltimore  & 
Ohio  agents  and  employees  are  loyal  to  and  enthusiastic 
in  their  work.  In  the  files  of  every  officer  are  countless 
letters  of  appreciation  from  passengers  and  shippers, 
recounting  their  experiences  and  telling  of  special  serv- 
ices rendered  by  employees. 

Passengers  on  Baltimore  &  Ohio  trains  are  guests  not 
only  of  the  company,  but  of  the  men  handling  the  trains. 
The  men  not  only  know  that  but  actually  they  feel  it. 
They  know  how  a  guest  should  be  treated.  They  do  not 
have  to  be  told.  It  is  instinctive  with  them.  The  train 
crews  make  every  effort  to  analyze  the  requirements  of 
each  individual  passenger.  They  are  careful  not  to 
annoy  the  sophisticated  person  who  might  resent  their 
efforts  to  please,  but  are  more  than  ready  to  supply  inter- 
esting facts  about  the  country  through  which  the  train 
is  passing  to  those  who  may  be  making  the  trip  for  the 
first  time.  A  courteous  attitude  is  a  requisite  for  every 
employee  who  comes  in  contact  with  the  public.  You 
know  the  old  story  of  the  office  manager  who  came  to  the 
office  one  morning  with  a  grouch.  He  assailed  his  assist- 
ant who,  in  turn,  took  it  out  on  the  next  in  rank  and  so 
on  down  the  line  to  the  office  boy  who  finally  landed  in 
the  cellar  and  kicked  the  cat. 

The  Baltimore  &  Ohio  does  not  propagandize  its 
employees,  the  press  or  the  public.  The  management 
believes  in  a  frank  and  open  method  of  dealing  with  all 
three  groups.  The  men  down  the  line  know  the  manage- 
ment's policy.  It  has  been  a  matter  of  growth,  develop- 
ment and  contact. 

Information  is  given  the  press — not  write-ups  or  stor- 
ies with  advertising  value,  but  information  which  news- 


JohnJ.  Cornwell 

FOR  more  than  30  years,  John  J.  Cornwell 
has  been  a  member  of  the  legal  staff  of 
the  Baltimore  &  Ohio  Railroad.  At  present 
he  is  general  counsel  and  chairman  of  the 
Central  Committee  on  Public  Relations.  His 
experience  has  not  been  confined  to  the  field  of 
transportation,  however,  but  includes  much 
time  devoted  to  public  service.  He  has  served 
at  various  times  in  the  Legislature  of  his 
State,  and  was  a  delegate  to  several  Demo- 
cratic national  conventions.  During  the  years 
1917  to  1921  he  served  as  Governor  of  West 
Virginia.  It  was  Governor  Cornwell  who 
drafted  the  original  resolution  creating  the 
committees  on  public  relations  of  the  Baltimore 
&  Ohio.  In  this  article  he  gives  an  extremely 
interesting  outline  of  the  policies  which  the 
company  has  followed  with  notable  success  in 
building  public  good  will. 


papers  may  use  if  they  think  it  is  of  value  to  them.  The 
company  is  a  liberal  purchaser  of  advertising  space.  It 
does  not  expect  the  newspapers  to  be  just  as  active  in 
getting  the  railroad's  side  of  the  story  as  they  are  in 
securing  the  other  side  which  inay  be  more  sensational 
or  have  more  news  value. 

The  management  believes  that  lobbying,  as  known  in 
the  old  days,  is  and  should  be  a  thing  of  the  past.  We 
think  the  public  is  fair,  even  to  a  public  service  corpora- 
tion, when  the  public  correctly  understands  the  situation. 
We  further  think  not  only  that  we  have  a  right,  but  that 
it  is  our  duty  to  present  to  the  public  the  facts  as  we  get 
and  see  them,  having  faith  that  we  will  get  a  fair  deal  if 
the  facts  are  properly  presented. 


This  is  the  ninth  of  a  series  of  articles  by  prominent  men  out- 
side the  electric  railway  industry  expressing  their  views  on  trans- 
portation subjects. 


Electric    R.mlw.ay    Journal — December.    1931 
675 


High-Speed  Service 


Main  Street  Facade  of  the  New  Norristown  Terminal 

The    elevated    footwalk,    leading    to   the    second    (or    waiting 
room)  floor  of  the  terminal,  is  shown  at  the  extreme  right 


WITH  the  dedication  of  its  new  Norristown  ter- 
minal on  Nov.  14  and  commencement  of  high- 
speed service  with  its  new  cars  the  following 
day.  the  Philadelphia  &  Western  Railway  ushered  in  a 
new  era  in  its  existence.  It  follows  a  program  of 
physical  and  service  betterments  that  has  been  going 
forward  for  the  past  two  years.  Besides  the  construc- 
tion of  the  terminal  and  cars,  the  new  management, 
under  the  leadership  of  Dr.  Thomas  Conway,  Jr.,  has 
made  many  improvements  to  the  plant,  and  has  com- 
pleteh-  revamped  the  fare  structure.  The  dedication  and 
inspection  of  the  new  facilities  were  attended  by  more 
than  10,000  residents  of  the  territory  served  and  many 
sightseers  rode  the  new  cars  the  following  day. 

The  new  Norristown  terminal  is  an  attractive  building 
of  reinforced  concrete  and  steel  constrtiction,  modern- 
istic in  design.  The  Main  Street  faqade  is  of  sandstone. 
while  the  Swede  Street  exterior  is  of  sandstone  and 
brick.  Immediately  adjacent  to  the  terminal  is  the 
elevated  structure  by  which  the  trains  enter  Norristown, 
to  which  access  is  had  by  an  elevated  platform  con- 
structed as  a  part  of  the  building. 

The  large  windows  on  the  Main  Street  side  of  the 
waiting  room,  as  well  as  the  third  floor  of  the  terminal, 
are  set  in  a  polished  ahnninum  framework  whicli  is  in 
large  measure  responsible  for  the  attractiveness  of  the 
Ijuilding.  The  first,  or  street,  floor  is  given  up  to  the 
Terminal  Grille  and  other  concessions.  The  equipment 
installed  is  of  the  latest  design,  and  the  treatment  of  the 
interior  is  artistic.     On  this  floor  are  a  soda  fountain. 


Philadelphia! 


cigar  stand,  cand)-  counter  and  news  stand,  luncheon 
booths,  telephone  booths,  individual  parcel  checking  facil- 
ities, an  order  desk  for  a  cleaning  and  dyeing  establish- 
ment, and  a  modern  barber  shop. 

Waiting  Room  Like  a  Club  Lounge 

The  entire  second  floor  is  devoted  to  the  waiting  room, 
ticket  ofifices  and  restrooms.  It  is  reached  by  an  easy, 
attractive  stairway,  and  by  the  latest  type  self -leveling 
automatic  elevator.  The  waiting  room  is  distinctive. 
In.stead  of  the  conventional  hard  wooden  benches,  it  is 
furnished  with  easy  chairs  and  divans,  attractively 
grouped  as  in  a  club  lounge.  This  furniture  is  covered 
with  green  and  taupe  leather.  The  waiting  room  is 
wainscoted,  and  the  wall  surface  above  is  given  a  special 
mottled  buf?  plaster  finish.  The  lighting  fixtures  are 
modernistic  and  are  unusually  attractive. 

For  the  convenience  of  Norristown  patrons  north  of 
Main  Street,  a  practically  level  elevated  footwalk  was 
constructed  from  grade  at  Penn  Street  to  the  waiting 
room.  It  permits  patrons  to  cross  Main  Street  without 
encountering  the  hazards  incident  to  crossing  at  grade, 
and  obviates  the  necessity  for  step  climbing. 

The  third  floor  will  I)e  utilized  for  company  ofifices. 
While  not  elaborate,  the  new  ofifices  are  attractive  and 
well  lighted,  and  will  afford  much  better  working  condi- 
tions than  have  been  available. 

Philadelphia  &  Western's  new  cars  are  designed  for 
operation  either  as  single  units  or  in  trains.  To  under- 
stand the  problems  involved  in  the  design  of  this 
equipment,  it  is  necessary  to  know  something  of  the 
conditions  of  service  under  which  these  cars  are 
operated. 

At  the  eastern,  or  city,  end  of  the  Philadelphia  & 
Western  is  the  69th  Street  Terminal  used  jointly  with 
the  Philadelphia  &  West  Chester  Traction  Company 
and  the  Market  Street  Elevated-Subway  line  of  the 
Philadelphia  Rapid  Transit  Company.  At  this  point 
Philadelphia  &  Western  passengers  transfer  to  the 
elevated-subway  line. 

The  lines  of  the  Philadelphia  &  Western  extend  from 
the  69th  Street  terminal  11  miles  to  Strafl^ord,  serving 
suburban  communities  along  the  main  line  of  the  Penn- 
sylvania Railroad:  and  to  Norristown,  in  the  Schuylkill 
Valley  (14  miles),  served  also  by  the  electric  suburban 
service  of  the  Pennsylvania  and  by  the  steam  suburban 
service  of  the  Reading.  The  Philadelphia  &  Western 
is  a  third-rail,  double-track,  stone-ballasted  railroad  on 
private  right-of-way,  j^rotected  throughout  by  a  modern 
block-signal  system.  /\11  highway  crossings  are  by  over- 
head  bridges  or   luiderpasses.      Stations   are  located  at 


Electric   Railway  Journal — Vol.75, No.l3 
676 


I 


Ushers  in  a  New  Era  on 

&  Western 


Design  of  New  Cars  with  Radical 
Improvements  was  a  Major  Factor  in 
the  Extensive  Rehabilitation  Program 


convenient  intervals.  All  have  elevated  platforms, 
obviating  the  necessity  for  car  steps,  and  expediting 
the  loading  and  unloading  of  trains. 

Necessity  for  High  Speeds 

When  the  present  management  assumed  control  of  the 
property  in  the  summer  of  1930,  the  electrification  of  the 
Pennsylvania  Railroad's  main  line  and  Schuylkill  Valley 
divisions  had  resulted  in  a  reduction  in  the  running  time 
of  that  company's  commuter  trains  to  practically  all  com- 
munities in  the  territory.  Between  Philadelphia  and 
Norristown  the  reduction  was  as  much  as  thirteen 
minutes.  In  consequence,  seven  more  minutes  were  con- 
sumed in  traveling  between  these  centers  on  Philadelphia 
&  Western  than  on  the  Pennsylvania.  With  the  running 
time  fixed  on  the  subway-elevated  from  69th  Street  to 
the  center  of  Philadelphia,  the  Philadelphia  &  Western 
was  forced  to  speed  up  its  own  service  to  the  maximum 
extent  possible.  Hence,  the  Conway  interests,  in  the  fall 
of  1930,  addressed  themselves  to  the  problem  of  design- 
ing a  new  tyjie  of  car. 


Portion  of  the  Waiting  Room  on  the  Second  Floor 

Xute  the  use  of  comfortable  lounges  in  place  of  the  hard 
benches  of  the  typical  railroad  station.  The  stairways  shown 
in  the  foreground  lead  to  the  train  platform 

The  new  management  had  pioneered  with  unusually 
high-speed  operation  on  the  Cincinnati  &  Lake  Erie 
Railroad,  also  controlled  by  it.  Readers  of  the  Journal 
are  familiar  with  the  operating  and  ]>hysical  character- 
istics of  the  equipment  of  that  railroad,  placed  in  service 
in  the  summer  of  1930,  and  described  in  Electric 
Railway  Journal  for  October,  1930  (Vol.  74,  page614). 

As  a  starting  point,  one  of  the  Cincinnati  &  Lake  Erie 
interurban  cars  was  shipped  to  Philadelphia.  In  tests 
made  with  it  many  lessons  were  learned  concerning 
improvements  in  truck  design,  and,  in  collaboration  with 
the  J.  G.  Brill  Company,  a  type  of  low-level  truck  was 
evolved  which  satisfactorily  met  the  operating  require- 
ments on  the  Philadelphia  &  Western. 

The  next  step  in  the  design  was  an  elaborate  investi- 
gation, conducted  in  the  wind  tunnel  of  the  University 
of  Michigan  under  the  direction  of  Prof.  Felix  W. 
Pawlowski,  to  determine  the  proportionate  amount  of 
power  needed  to  overcome  air  resistance  with  the  con- 


P.&.W.'s  new  high-speed  cars.    A  train  on  the  Norristown  division — America's  first  streamlined  high-speed  suburban  equipment 


Electric    Railway    Journal — December,    1931 
677 


70 


60 


50 


^ 


Per  cent  of  total  traffic  out  of  Norristown  on  special  one-day  and 
two-day  excursions  that  was  handled  by  Philadelphia  &  West- 
em,  Dec.  2,  1930,  to  Oct.  27,  1931 


ventional  railroad  coach,  at  speeds  ranging  from  10  to 
90  m.p.h.,  and.  especially,  to  determine  the  type  or  design, 
within  practical  limitations,  which  would  permit  of  the 
attainment  of  the  desired  maximum  speed  with  the 
lowest  power  consumption.  The  extent  to  which  the  vari- 
ous elements  of  the  car,  such  as  roof  ventilators,  etc., 
contributed  to  air  resistance  and  consequent  power  con- 
sumption was  given  careful  study. 

Models  of  various  proposed  types  of  car  were  con- 
structed to  scale,  each  embodying  some  important  dif- 
ference in  design,  and  so  built  that  various  apparatus 
could  be  removed.  Other  changes  were  made  from  time 
to  time  by  the  use  of  wax  and  putty.  All  told,  30  types 
of  models  were  used  in  the  tests.  These  experiments 
demonstrated  that  approximately  70  per  cent  of  the 
energy  consumed  by  the  conventional  interurban  car,  at 
speeds  of  70  m.p.h.  or  more,  was  required  to  overcome 
air  resistance,  and  that  a  streamlined  car,  weighing 
approximately  52,000  lb.,  could  be  constructed  which 
would  save  40  per  cent  or  more  of  the  energy  required 
by  the  conventional  type  of  suburban  car,  operating  at 
speeds  in  excess  of  60  m.p.h. 

So  far  as  is  known,  the  Philadelphia  &  Western  is 
the  first  American  railroad  to  apply  the  lessons  of  the 


1 3000 

;2500 

J 
-2000 

3 

51500 
i 

3 

"         June 


^ 

..^25/ 

'        y 

/930 

y'" 

'^•». 

Jul^  Aug.  Sept.  Oct 


Comparison  of  number  of  rides  between  Norristown  and  Phila- 
delphia sold  on  twenty-trip  and  six-trip  tickets  in  1931,  with 
number  of  rides  sold  on  50-trip  tickets  in  1930,  June  to 
Oaober,  inclusive 

wind  tunnel  in  the  actual  design  and  construction  of 
high-speed  railroad  equipment.  Many  outstanding  fea- 
tures of  design  and  construction  are  embodied  in  the  new- 
cars.  The  bodies  are  fabricated  almost  entirely  of 
aluminum.  Steel  is  used  in  the  body  bolsters  and  roof 
carlines;  the  window  sash,  storm  sash,  hand  rails  and 
most  of  the  hardware  are  of  stainless  steel.  The  head- 
linings  and  interior  finish  are  aluminum.  .\11  glass  in  the 
vestibules  and  bulkhead  windows  is  shatterproof. 

A  striking  feature  of  design  is  the  use  of  a  polished 
aluminum  belt  rail  and  skirt  which,  in  conjunction  with 
the  streamlining  of  the  car  and  the  brilliant  Tuscan  red 
lacquer  finish  of  the  car  body,  creates  the  illusion  of  a 
fast-flying  arrow  when  the  car  is  running  at  high  speed. 

The  car  doors  are  of  the  two-fold  type.  To  make 
iliem  airtight  and  watertight  at  high  speeds  involved 
unusual  construction  problems,  including  the  evolution 
of  an  automatic  air-locking  mechanism.    .Special  weather- 


stripping  in  the  windows  prevents  the  entrance  of  water 
at  high  speeds. 

The  absence  of  external  ventilators  is  a  notable  fea 
ture.  Air  is  drawn  in  through  louvers  situated  near 
the  doors,  distributed  through  ducts  along  truss  planks. 
and  passed  over  the  electric  heaters  into  the  car.  The 
car  heaters  are  divided  into  two  circuits  permitting  of 
a  variation  in  the  amount  of  heat  with  the  outside  tem- 
perature. The  heating  system  is  so  designed  that  the 
electric  heaters  are  cut  oflf  while  the  motors  are  u.sing 
energy.  By  this  means,  a  substantial  reduction  in  the 
maximum  power  demand  was  accomplished.  A  series 
of  tests  conducted  by  the  management  last  winter 
demonstrated  that  even  on  a  railroad  of  this  character, 
such  a  heating  system  is  entirely  practicable. 

Air  is  exhausted  through  longitudinal   grilles   in   the 

130 
120 
110 
100 

90 

80 

70 , 

Jan.    Feb.  Mar.  Apr    May  June  Jul;y    Aijg   Sept  Oct.   Nov.    Dec.  Jan. 

Trend  of  trips  sold,  in  per  cent  of  January,  1929,  of  tickets  be- 
tween 69th  Street  and  stations  between  Wayne-St.  Davids  and 
Strafford,  January,  1929,  to  October,  1931 

headlining  into  ducts  and  thence  carried  to  the  rear 
when  the  car  is  in  motion  and  to  both  ends  when  it  is 
standing  still.  This  positive  ventilation  is  induced  by  two 
electric  fans,  both  of  which  operate  when  the  car  is 
stationary,  while  the  rear  fan  runs  only  when  it  is 
moving.  In  connection  with  the  ventilating  system,  a 
new  type  of  ceiling  and  headlining  has  been  evolved, 
giving  the  interior  of  the  car  a  most  pleasing  appearance. 

In  order  to  reduce  to  the  minimum  the  time  required 
at  terminal  stations  for  train  reversal,  the  cars  are  wired 
so  that  by  turning  a  one-directional  switch  the  marker 
lights,  car  platform  lights,  doorway  illuminating  lights, 
door  operating  control  circuit,  the  fare  register  actuatin;^; 
mechanism  and  the  headlights  are  reversed.  The  cars 
are  equipped  with  automatic  car,  air  and  electric  self- 
centering  couplers.  Because  of  the  severe  braking  with 
high  speed  and  frequent  stops,  clasp  brakes  are  used. 

Full  safety  features  for  one-man  operation  are  part 
of  the  equipment.     In  single  units  the  cars  are  one-man 


/•"'■ 

s 

C.4 

^^, 

■mi 

//^ 

//   / 

^ 

\ 

/ 
,0 

//\ 

\ 

^ 

/ 

/ 

1 

m9- 

^> 

^? 

/ 

~~- 

\ 

/ 

\ 

-1930 

120 

1 

n 

" 

r 

— 1 

/ 

- 

«. 

k 

•■" 

% 

< 

100 
90 
80 
70 

60 

1 
/ 

i 

\ 

1/ 

V 

/ 

s 

/ 

V 

"* 

N 

•• 

\ 

Jf 

\ 

/ 

\ 

V 

h 

\ 

V 

1 

*- 

\ 

,' 

V 

!>, 

S 

/ 

\ 

' 

\ 

\ 

/ 

S 

\ 

\ 

\ 

1 

"" 

\ 

/ 

\ 

<' 

N 

^^ 

•• 

V 

i^ 

\< 

\ 

/ 

-- £mp/oymen^  /nafex  -I9P3-25=I00 

■) 

' 

\ 

f 

J  F 

k 

^ 

1  / 

\  K 

1  ^ 
- 1 

95 

J  I 
9 

Si! 

( 

)  f 

4    I 
-3 

^ 

J I 

■  ^ 

/I  / 

^  ^ 

1^ 
.  1 

93 

> 
0 

>,; 

c 

■\  y 

I 

'^ 

t 

A  / 

^^ 

1.. 
■1 

?3 

t 
1 

\  ! 

C 

)N 

D 

Comparison   of   trends   in   total   revenue   passengers   carried    and 
employment  index  for  Philadelphia  of  the  Federal  Reserve  Bank 


Electric   R.-mlway  Journal — Vol.75, No.l3 
678 


operated  ;  in  trains  of  two  or  more  cars  an  operator  is 
carried  on  each  car  behind  the  leader,  and  collects  fares 
and  controls  the  operation  of  the  doors  on  his  car. 

The  co-ordination  of  research  work  performed  by 
various  agencies  and  preparation  of  detailed  plans  were 
under  the  direction  of  W.  L.  Butler,  vice-chairman  of 
Philadelphia  &  Western  Railway,  who  in  large  measure 
was  responsible  for  the  development  of  the  Cincinnati 
&  Lake  Erie  high-speed  car. 

The  weights  of  the  various  elements  of  the  car  are 
as  follows: 

Metal  underframe  and  superstructure 5,905  lb. 

Couplers 1,120  lb. 

Seats , 3, 140  lb. 

Other  materials  and  equipment  required  to  complete  car 
body,  such  as  floor,  roof,  sash,  doors  and  their  mechan- 
ism, curtains,  ventilating  system,  heaters,  glass,  paint, 
hand  brakes,  headlights,  lighting  apparatus,  Sanders, 
storage  battery,  etc I  1 ,465  lb. 

Total  car  body,  less  following  equipment 21,630  lb 

Trucks  (Brill  89-E-2) 1 6,390  lb. 

Motors  (Four GE-706A,  lOOhp.) 10,380  lb. 

Control  and  other  electrical  equipment  (G.E.  PC  12). 2, 100  lb. 

Ah    brakes     (Westinghouse    Traction    Brake,    MD-33 

brake  valve,  DH-20  compressor) 1,900  lb. 

Total  weight 52,400  lb. 

On  Sunday,  Nov.  15,  new  schedules  were  put  into 
effect,  greatly  reducing  the  running  time  between  all 
points.     The  time  of   express  trains  between  the  69th 


the  changes  made  were  the  shifting  of  braking  and  elec- 
tric control  apparatus  from  the  right  to  the  left  sides  of 
the  platforms,  permitting  easier  access  by  patrons,  espe- 
cially with  one-man  operation ;  installation  of  new  safety 
protective  mechanism;  lowering  of  car  floors  approxi- 
mately 8  in.  through  the  reconstruction  of  trucks  and 
changes  in  bolsters ;  changes  in  motor  constructiori 
increasing  their  rating  from  60  to  100  hp.  each,  and 
increasing  the  maximum  speed  on  level  track  from  44 
to  70  m.p.h.,  as  well  as  the  rate  of  acceleration.  The 
reconstruction  of  trucks,  eflfecting  a  lower  center  of  grav- 
ity, tremendously  improved  the  riding  qualities.  Seats 
were  widened,  and  knee  room  increased ;  the  smoking 
compartment  in  each  car  was  abolished;  parcel  racks 
were  removed  and  other  changes  increased  the  comfort 
and  convenience  of  the  cars. 

Service  on  the  Strafford  division  was  also  speeded  up 
on  Sunday,  Nov.  15,  the  running  time  of  express  trains 
being  reduced  from  24  to  19  minutes,  while  the  running 
time  of  locals  was  reduced  from  28  to  23  minutes. 

Track  Improvements 

In  preparation  for  the  higher  speeds,  an  extensive 
progiam  of  track  betterments  was  inaugurated  last 
spring.     The  outside   rail   on   all   curves   was   elevated ; 


These  views  bring  out  clearly  some  of  the  striking  changes  made  in  modernizing  steel  cars   purchased  in   1928-1929 


Street  terminal  and  Norristown  was  cut  from  24  minutes 
to  17  minutes,  a  reduction  of  29  per  cent,  while  the  time 
of  other  trains  between  these  points  was  reduced  from 
28  to  20  minutes.  The  maintenance  of  limited  train 
schedules  of  49^  m.p.h.,  making  a  total  of  three  stops 
on  a  one-way  trip  of  14  miles,  establishes  new  standards 
of  electric  railroad  operation.  Operating  tests  have 
shown,  however,  that  although  this  equipment  is  not  yet 
run  in,  the  schedule  can  be  made  without  difficulty,  with 
the  trains  coasting  on  the  average  51.8  per  cent  of  the 
total  elapsed  time  on  the  northbound  trip  and  71.8  per 
cent-of  the  time  when  operating  southbound.  Nothing 
more  clearly  or  effectively  demonstrates  the  great  advan- 
tages of  streamlining  or  the  heavy  price  heretofore  paid 
in  high-speed  operation  by  the  failure  to  appreciate  the 
large  part  which  this  factor  has  played  in  the  operating 
costs  of  such  service. 

Careful  studies  were  made  to  determine  whether,  from 
an  economic  viewpoint,  it  was  preferable  to  scrap  not 
only  the  older  wooden  cars  but  also  some  ten  all-steel 
cars  purchased  in  1928  and  1929.  It  was  decided  that 
while  these  cars  wece  not  suitable  for  operation  on  the 
Norristown  division,  it  was  not  only  advisable  but  desir- 
able to  modernize  them  for  use  on  the  Strafford  division, 
paralleling  the  main  line  of  the  Pennsylvania  Railroad. 
.\  comparison  of  the  pictures  reproduced  of  the  exteriors 
of  these  cars  before  and  after  modernization  shows  how 
greatly   their  appearance   has   been  improved.      Among 


wherever  necessary,  ties  were  replaced  with  treated  ties ; 
new  ballast  was  installed  where  required ;  a  number  of 
block  signals  were  moved  to  meet  the  requirements  of 
faster  operation ;  all  station  platforms  were  lowered  to 
accommodate  the  low-level  cars ;  new  running  rails  were 
installed  on  the  Norristown  bridge,  and  other  like 
changes  were  made.  This  program,  now  completed, 
assures  not  only  smooth  and  comfortable  track  but  also 
safety  of  the  track  structure. 

A  trip  over  the  property  is  sufficient  to  convince  any 
one  that  the  Philadelphia  &  Western  is  in  the  forefront 
of  American  high-speed  suburban  railroads.  The  equip- 
ment now  used  in  regular  service  is  either  brand-new 
or  of  the  modernized  type  described.  Schedule  speeds 
are  among  the  fastest  now  prevailing  in  America.  The 
management  is  confident  that  these  service  improvements 
will  result  in  a  substantial  increase  in  the  traffic  and 
revenues.  The  Philadelphia  &  Western  traveler  can  now 
make  as  good,  and  in  some  instances  much  better,  time  to 
and  from  Philadelphia  than  on  most  of  the  trains  oper- 
ated by  the  competitive  steam  railroads. 

As  a  city  terminus,  the  Market  Street  Elevated-Subway 
line  furnishes  unusual  advantages.  There  is  a  subway 
station  in  every  large  department  store  in  Philadelphia, 
and  most  of  the  large  office  buildings,  as  well  as  the 
Broad  Street  subway,  can  now  be  reached  by  the  Broad 
Street  underground  concourse.  This  is  particularly 
advantageous   in  inclement  weather.     These  two   rapid 


Electric    Railway    Journal- 
"679 


-December.    1931 


transit  systems  afford  access  to  practically  every  section 
of  Philadelphia,  and  provide  an  incomparahle  network 
of  high-speed  urban  transportation  for  the  Philadelphia 
&  Western's  ])atrons. 

For  a  number  of  years  the  traffic  and  revenues  of  the 
road  had  progressive!}'  dwindled.  In  the  twelve  months 
ending  July  31.  1930.  immediately  prior  to  the  advent 
of  the  new  management,  the  total  number  of  revenue 
l)assengers  carried  was  21^  per  cent  less  than  in  the  cor- 
responding period  ending  in  July,  1926. 

A  comprehensive  traffic  and  economic  survey  made  by 
the  management  in  1930  led  to  the  conclusion  that  the 
progressive  horizontal  percentage  increases  in  rates  of 
fare  made  at  various  times  in  the  decade  ending  in  1927 
liad  driven  away  much  traffic ;  that  many  of  the  restric- 
tions on  the  use  of  multiple-trij)  tickets  were  irksome  to 
patrons  and  contrary  to  the  best  interests  of  the  com- 
pany; that  a  thoroughgoing  revision  of  the  entire  rate 
structure  was  necessary,  and  that  new  and  different  types 
of  tickets  should  be  instituted  and  aggressively  merchan- 
dised in  order  to  attract  new  business  and  regain  lost 
business.  In  addition,  with  one-man  operation  it  seemed 
desirable  to  eliminate  the  use  of  pennies,  since  approxi- 
mately 47  per  cent  of  the  total  revenue  passengers  were 
paying  cash  fares. 

Radical  Changes  Made  in  the  Fare 
Structure 

The  outstanding  changes  in  the  tariffs,  made  effective 
on  Nov.  16,  1930.  or  exactly  one  year  prif)r  to  the 
inauguration  of  faster  service  with  the  new  equipment, 
may  be  summarized  as  follows : 

1.  Minimum  cash  fares  between  any  two  points  on  the  prop- 
erty are  10  cents,  as  contrasted  with  a  previous  minimum  of  7 
tents.  On  the  other  hand,  passengers  can  ride  for  10  cents  dis- 
tances theretofore  costing  from  12  to  16  cents. 

2.  The  graduation  of  cash  fares  in  accordance  with  mileage 
was  abandoned.  Both  cash  and  ticket  rates  between  69th  Street 
and  nearby  stations  were  considerably  increased.  On  the  other 
hand,  such  rates  between  69th  Street  and  more  remote  stations 
were  substantially  decreased,  some  as  much  as  371  per  cent. 

3.  Half-fare  tickets  for  children  were  re-established. 

4.  In  place  of  the  ten-trip  tickets  theretofore  sold,  tlie  sale 
of  six-trip  strip  tickets,  each  coupon  being  good  for  use  by 
bearer,  was  begun,  the  cost  per  trip  in  most  cases  being  con- 
siderably less  than  the  ten-trip  ticket  rate. 

Fifty-trip  tickets  were  abolished  and  twenty-trip  tickets  sub- 
stituted, the  cost  per  trip  in  general  being  substantially  reduced. 
In  addition,  the  privileges  were  greatly  liberalized.  Whereas  the 
50-trip  ticket  could  be  used  only  by  the  purchaser,  the  twenty- 
trip  ticket  could  be  used  by  any  number  of  people  traveling  to- 
gether. 

On  60-trip  monthly  commutation  tickets  a  rate  of  83  cents 
per  ride  was  substituted  for  the  graduated  rate  prevailing  be- 
tween 69th  Street  and  most  stations  on  the  property,  the  pur- 
pose being  to  remove  the  fare  barrier  against  the  expansion  of 
suburban  development  and  thus  aid  in  building  up  the  outlying 
sections. 

Round-trip  excursion  tickets  good  for  use  within  two  days, 
between  Norristown  and  Philadelphia,  were  placed  on  sale  at  an 
attractive  rate  much  below  that  formerly  prevailing.  This  step 
was  not  only  deemed  desirable  from  the  standpoint  of  promoting 
traffic,  but  was  also  necessary  in  order  to  meet  a  similar  rate 
(but  without  the  two-day  feature)  instituted  by  the  Reading 
some  months  before  the  Conway  interests  assumed  control  of 
Philadelphia  &  Western.  The  volume  of  traffic  riding  on  this 
ticket  has  shown  a  steady  and  substantial  increase  from  month 
to  month.  The  portion  of  the  total  traffic  purchasing  one-day 
or  two-day  round-trip  excursion  tickets  riding  on  Philadelphia 
&  Western  is  shown  in  the  accompanying  graph. 

It  was  recognized  that  these  changes  in  rates  would 
initially  result    in    a    substantial    reduction    in    revenue. 


While  this  was  a  grave  step  to  take  in  a  period  of  indus- 
trial dq^ression.  the  management  recognized  that  the 
reattraction  of  lost  traffic  and  the  development  of  new 
business  was  a  task  covering  a  period  of  years.  It  was 
l)elieved  desirable  to  undertake  this  without  delay,  offset- 
ting the  resultant  loss  in  revenues  by  the  introduction  of 
operating  economies. 

Conferences  with  Local  Editors  and  Civic 
Organizations  to  Discuss  Policies 

Prior  to  the  announcement  of  impending  changes  in 
the  fare  structure.  President  Conway,  at  a  dinner  con- 
ference with  the  editors  of  the  local  newspajiers.  frankly 
and  fully  outlined  the  economic  prol)lems  which  the 
property  faced ;  the  nature  of  and  reasons  for  the  fare 
revisions  contemplated,  and  the  correlation  of  these  re- 
visions with  the  ambitious  plans  for  service  betterments. 
Out  of  this  conference  and  subsequent  contacts  have 
grown  up  very  friendly  relations  between  the  newspapers 
and  the  company,  resulting  in  intelligent  treatment  of 
news  with  respect  to  current  develo])ments  on  the  railway. 

Concurrently  with  the  announcement  of  fare  changes, 
the  company,  through  paid  advertising  and  through  its 
house  organ.  P&W  News  (regularly  distributed  on  its 
car-s  and  to  an  extensive  mailing  list),  told  why  changes 
were  necessary,  and  what  the  Philadelphia  &  Western 
]3lanned  to  do.  The  company  makes  extensive  and  regu- 
lar use  of  newspaper  advertising  in  merchandising  its 
service.  A  representative  group  of  officials  of  the  many 
civic  organizations  in  the  communities  served  were  taken 
on  a  special  trip  over  the  ])roperty  in  the  Cincinnati  & 
Lake  Erie  interurban  car,  and  at  that  time  an  explana- 
tion was  made  by  the  management  of  the  steps  which 
were  being  taken  to  evolve,  if  possible,  an  even  better 
car  for  the  local  requirements. 

In  consequence  of  this  policy,  the  extensive  readjust- 
ment in  the  rate  structure  was  made  without  any  serious 
public  friction.  The  relations  between  the  company  and 
its  patrons  have  steadily  increased  in  cordiality. 

Interesting  Steps  in  Creating  New  Classes 
OF  Traffic 

Subsequent  to  the  general  revision  in  fares,  a  number 
of  interesting  innovations  have  been  made,  and  have 
l)roved  successful.    Among  these  are: 

1.  During  the  sununer  of  1931  a  joint  ticket  was  sold  by 
Philadelphia  &  Western  in  conjunction  with  the  Wilson  Line, 
operating  fast  excursion  steamers  on  the  Delaware  River,  af- 
fording a  pleasant  all-day  or  evening  sail  on  the  river  at  a 
very  attractive  rate  of  fare.  A  substantial  amount  of  business  of 
this  character  was  developed,  particularly  in  Norristown. 

2.  A  station  was  established,  used  only  for  this  purpose,  near 
the  Stadium  of  Villanova  College.  With  the  co-operation  of  the 
athletic  association  and  the  authorities  of  that  institution,  the  use 
of  the  Philadelphia  &  Western  in  traveling  to  and  from  the 
Villanova  games  has  been  popularized. 

3.  In  July  last  the  sale  of  unlimited-use  weekly  commutation 
tickets  was  begun  between  Norristown  and  69th  Street  simul- 
taneously with  the  inauguration  of  a  like  ticket  by  the  Penn- 
sylvania Railroad.  Shortly  thereafter,  the  Reading  Railroad  put 
on  sale  a  similar  ticket.  This  ticket  has  proved  very  popular 
with  Philadelphia  &  Western  patrons,  and  has  led  to  a  sub- 
stantial increase  in  commuter  travel  out  of  Norristown. 

4.  In  the  fall  of  1931,  Philadelphia  &  Western,  in  collaboration 
with  the  Tower  Theater,  at  69th  Street,  inaugurated  a  special 
joint  ticket,  placed  on  sale  at  X'illanova  College,  entitling  its 
students  to  a  round  trip  between  Villanova  and  69th  Street  and 
admission  to  the  Tower  Theater,  The  cost  of  this  ticket  is  no 
greater  than  the  admission  charged  at  the  nearest  neighborhood 
movie.  A  substantial  amount  of  traffic  has  resulted.  While  the 
rate  is  comparatively  low,  it  represents  new  business,  filling  seats 
which  otherwise  would  be  empty. 


Electric   Railway   Journal — Vol.75,  No. 13 
680 


German  Railway 
Installs 

Trolley 
Buses 


This  modern  vehicle  is  the  first  trolley  bus  of  current  type 
to  be  installed  in  Germany 


ALTHOUGH  Germany  claims  the  first  trolley  bus. 
.  built  nearly  40  years  ago,  it  was  only  in  August, 
1930.  that  the  modern  trolley  bus  made  its  appearance  in 
that  country.  The  installation  is  on  a  suburban  route 
between  Mettman  and  Gruiten.  and  was  made  as  an 
experiment  by  the  Rhenish-Westphalian  Electric  Com- 
])any.  owners  of  the  local  street  railway  system.  The 
route  is  5.77  km.  (3^  miles)  long,  and  is  through  very 
hilly  country,  only  165  ft.  of  the  entire  distance  being 
level,  and  the  grades  being  as  high  as  11.1  per  cent. 
The  road  is  quite  crooked,  32  per  cent  of  the  distance 
having  curves  with  radii  as  short  as  12  m.  (40  ft.). 
'Hie  population  is  sparse,  Mettman  being  a  city  of 
12,000  and  Gruiten  a  village  of  3,000,  with  slight  devel- 
opment between.  The  trolley  bus  installation  replaces 
a  portion  of  a  bus  line,  which  was  installed  some  two 
years  previously,  and  which  ]iroved  unprofitable.  The 
l)ortion  electrified  has  the  greatest  jxjssibility  of  devel- 
opment, and  it  is  hoped  to  make  the  line  self-sustaining. 

The  line  is  operated  with  two  vehicles,  the  chassis  of 
which  were  built  by  the  Krupp  works  of  Essen  and  the 
bodies  bv  the  Waggonfabrik  of  Uerdingen.  The  buses 
are  six-wheeled,  and  are  driven  by  a  single  motor,  rated 
at  89  kw.,  750  volts.  1,400  r.p.m.,  mounted  with  its 
shaft  longitudinal.    It  is  supjwrted  by  lugs  resting  on  the 

side  frames  of  the  chassis.     The  motor  drives  a  differ- 
ential,  also  mounted  on  the 

frame,  and  through  it  power 

is   transmitted   by   means  of 

short  shafts  and  a  gear  train 

to    the     four     rear    wheels. 

The     speed     reduction     is 

11.8:1.    and    the    maximum 

vehicle  speed  is  28  m.p.h. 
Control  is  through  a  master 

switch    actuated    bj-    the 

driver's  foot.    He  can  adjust 

the    speed    by    var\ing    the 

pressure    on    the    ])edal,    the 

])ower  being  cut  of?  automati- 
cally by  a  spring  release  when 

his  foot  is  removed.    Control 

is  of  the  resistance  type,  ex- 


Turning  out  to  pass  another  vehicle 
on  a  narrow  road 


cept  that  the  field  is  shunted  on  the  last  position.  A 
second  pedal  controls  the  Lockheed  hydraulic  brakes, 
which  act  on  all  six  wheels.  In  addition  there  is  a  hand 
brake,  acting  on  the  four  rear  wheels  only  through  a  sys- 
stem  of  levers.  This  combination  of  brakes  assures  posi- 
tive control  and  safety  on  the  .severe  grades  encountered 
along  the  route. 

The  bus  seats  30  passengers  on  upholstered  cross  and 
longitudinal  seats,  with  fifteen  additional  standing  places. 
A  rack  for  baggage  re])'.aces  the  seat  adjacent  to  the 
front  door.  One-man  operatfon  is  provided  for,  passen- 
gers entering  at  the  front  and  leaving  at  the  rear.  The 
front  door  is  controlled  by  levers,  while  the  rear  door  is 
closed  electrically.  Each  trolley  bus  weighs  8,200  k^. 
(18,000  lb.).     Its  length  is  9.34  m.  (30  ft.  7  in.). 

Power  is  supplied  over  four  contact  wires,  two  for 
each  direction.  On  the  straight  sections  these  are 
suspended  from  side  brackets  made  up  of  curved  tubes 
forming  a  bow  by  which  the  wires  are  separated  by  strain 
insulators.  On  some  of  the  curved  parts  of  the  line, 
the  same  construction  is  used,  and  at  places  suspension 
insulators  are  substituted.  On  the  sharper  curves,  span 
construction  is  the  rule.  Both  wood  poles  and  lattice 
steel  poles  are  used.  For  turning,  there  is  a  loop  at  one 
end  of  the  line,  and  a  wye  at  the  other.  In  a  few 
sections   such  as  a  railroad  underpass,  the  route  is  served 

by  a  single  pair  of  contact 
wires.  At  such  points  auto- 
matic switches  are  placed  in 
the  overhead.  Current  is 
taken  off  by  means  of  two 
trolley  poles  with  wheels 
mounted  in  swiveling  harps. 
The  bus  can  deviate  from 
the  center  of  the  overhead  as 
far  as  4.5  m.  (15  ft.)  on 
either  side  without  losing 
contact  with  the  wires. 

All  of  the  electrical  ma- 
terial for  the  installation  was 
furnished  by  the  Allgeineine 
Elektrizitats  Gesellschaft,  of 
Berlin. 


Electric    Railw-^iy    Journal — December,   1931 
681 


Municipal 
Tramway  Taxation 


THAT  Municipal  Tramways  in  Great  Britain  art- 
taxed  in  the  same  zvay  as  private  undertakings 
is  the  contention  made  in  a  letter  recently  received 
from  J.  Beckett,  general  secretary  the  Municipal 
Tramzi'ays  and  Transport  Association,  zvho  takes 
issue  with  a  number  of  statements  made  in  the 
article  by  John  Spargo  published  in  the  September 
issue  of  Electric  Railway  Journal.  A  copy  of 
Mr^  Beckett's  letter  was  forwarded  by  this  paper  to 
Mr.  Spargo,  who  accepts  the  correction,  but  points 
out  that  the  principles  enunciated  in  his  article  are 
in  no  zvay  affected.  Both  these  letters  are  published 
here  for  the  information  of  the  many  readers  of  the 
Journal  w/io  are  keenly  interested  in  this  important 
subject. — Editor. 


Situation  In 


Great  Britain 

Misrepresented 

The  .AIunicipal  Tramways  and  Transport 
Association 

3  &  4  Clement's  Inn..  .Strand. 
London.  W.  C.  2 
Oct.  19.  1931 
To  THE  Editor  : 

I  read  with  interest  and  astonishment  the  article  by 
John  Spargo  in  your  September  issue,  on  the  ancient 
theme  of  government  in  business.  With  interest,  because 
it  recalls  a  dead  controversy  in  this  country.  With 
astonishment,  because  some  of  his  statements  are  quite 
baseless  and  untrue,  and,  while  they  may  mislead  some 
ill-informed  American  readers,  they  imconsciously  tell 
your  British  readers  that  he  talks  without  the  book. 

He  says  that  in  his  search  for  the  difference,  in  their 
financial  results,  between  municipally  and  privately 
owned  systems  of  transport,  he  has  been  "digging  below 
the  surface,"  and  has  made  some  startling  discoveries ! 
Shortly  stated  he  declares:  (1)  That  municipalities 
may  escape  the  heavy  charge  for  paving,  repairing  and 
maintenance  of  the  streets  between  the  tracks,  whereas 
it  has  to  be  borne  by  the  operating  company ;  and  (2) 
that  the  last-named  pays  a  large  sum  in  taxes  to  the  city, 
whereas  the  municipal  system  is  untaxed,  apparently  on 
the  theory  that  it  would  be  absurd  for  the  local  authority 
to  tax  itself.  Let  me  say  that  such  a  theory  is  unknown 
in  Great  Britain. 

He  goes  on  to  say:  "It  is  the  universal  practice  to 
exempt  municipal  enterprise  for  taxation,"  and  adds  that 
this  is  "not  only  true  of  America,  it  is  equally  true  of 
Great  Britain.     ..."     This  misrepresentation  is  my 


justification  for  writing  to  you.     The  fact  is  that  so  far 
as  this  country  is  concerned,  there  is  not  a  vestige  of 
'  truth  in  it.     Mr.  Spargo's  digging  has  been,  apparently, 
unprofitable. 

Every  public  utility  service  operated  by  local  author- 
ities is  taxed,  both  imperially  and  locally,  and  transport 
undertakings  are  rated  and  taxed  in  precisely  the  same 
way  as  are  company  transport  systems,  and  under  the 
same  laws.  I  will  give  you  a  few  examples.  The 
amounts  paid  for  rates  and  taxes  last  year  were  as 
follows : 

Tramways — Birmingham,  i93,269 ;  Bradford,  £14,87,?:  Glas- 
gow, £159,247:  Leeds,  £41,784;  Liverpool,  £74,680;  London 
County  Council,  £148,488;  Manchester.  £47,848. 

The  total  amount  paid  by  all  the  Local  Authorities' 
tramways  systems  in  Great  Britain  for  rates  and  taxes 
for  the  year  1929-30,  as  shown  by  the  Return  of  the 
Minister  of  Transport,  was  £997,939. 

With  regard  to  road  maintenance,  I  will  quote  the 
Tramways  Act,  1870.  Notwithstanding  the  present  use 
of  the  roads  by  vehicles  not  even  dreamed  of  60  years 
ago,  the  obligation  is  still  the  law  and  enforced  upon 
municipal  and  private  companies  alike.  Section  28  of  the 
act  enacts  as  follows  : 

The  promoters  shall,  at  their  own  expense,  at  all  times  main- 
tain and  keep  in  good  condition  and  repair,  with  such  materials 
and  in  such  manner  as  the  road  authority  shall  direct,  and  to 
their  satisfaction,  so  much  of  any  road  whereon  any  tramway 
belonging  to  them  is  laid  as  lies  between  the  rails  of  the  tram- 
way and  (where  two  tramways  are  laid  by  the  same  promoters 
in  any  road  at  a  distance  of  not  more  than  4  ft.  from  each  other) 
the  portion  of  the  road  between  the  tramways,  and  in  every 
case  so  much  of  the  road  as  extends  18  in.  beyond  the  rails  of 
and  on  each  side  of  any  such  tramway.  If  the  promoters 
abandon  their  undertaking,  or  any  part  of  the  same,  and  take 
up  any  tramway  or  anj-  part  of  any  tramway  belonging  to  them, 
they  shall  with  all  convenient  speed,  and  in  all  cases  within  six 
weeks  at  the  most  (unless  the  road  authority  otherwise  con- 
sents in  writing),  fill  in  the  ground  and  make  good  the  surface, 
and,  to  the  satisfaction  of  the  road  authority,  restore  the  portion 
of  the  road  upon  which  such  tramway  was  laid  to  as  good  a 
condition  as  that  in  which  it  was  before  such  tramway  was 
laid  thereon,  and  clear  away  all  surplus  paving  or  metalling  ma- 
terial or  rubbish  occasioned  by  such  work;  and  they  shall  in  the 
meantime  cause  the  place  where  the  road  is  opened  or  broken 
up  to  be  fenced  and  watched,  and  to  be  properly  lighted  at 
night:  Provided  always,  that  if  the  promoters  fail  to  comply 
with  the  provisions  of  this  section,  the  road  authority,  if  they 
think  fit,  may  themselves  at  any  time,  after  seven  days'  notice 
to  the  promoters,  open  and  break  up  the  road,  and  do  the 
works  necessaiy  for  the  repair  and  maintenance  or  restoration  of 
the  road,  to  the  extent  in  this  section  above  mentioned,  and  the 
expense  incurred  by  the  road  authority  in  so  doing  shall  be 
repaid  to  them  by  the  promoters. 

The  magnitude  of  the  cost  of  this  burden  is  illus- 
trated by  the  following  figures,  showing  the  cost  last 
year  of  giving  effect  to  the  section  quoted  above  in  the 
cities  mentioned,  viz.: 

Repairs  and  Mainlenance  nf  Pcrxiancnt  Wav — Birmingham, 
£69,975;  Bradford,  £24,263:  Glasgow,  £136,957 ; 'Leeds.  £3).582, 
Liverpool,  £51,900;  London  Countv  Council,  £162.9112;  Man- 
chester. £57,882. 


Electric   Railway   Journal- 
682 


-Vol.75,  .\o.l3 


The  total  charge  for  the  same  purpose  to  the  Local 
Authorities  in  Great  Britain  for  the  year  1929-30  was 
£1.349,968. 

The  author  of  this  article  is  obviously  a  blind  guide 
in  the  field  of  transport.  It  will  interest  your  British 
readers  in  general,  and  the  writer  in  particular,  to  learn 
how  he  came  to  fall  into  such  egregious  errors  on  mat- 
ters of  fact  which  can  be  so  readily  verified. 

J.  Beckett  (F.S.A.A.), 

General  Secretary. 


John  Spargo's  Reply 

Old  Bennington.  V't. 
Nov.  3,  1931 

To  THE  Editor  : 

The  point  that  I  tried  to  make  in  my  article  in  the 
September  issue  of  your  paper  was  that  statistical 
arguments  on  the  subject  of  the  relative  merits  of  gov- 
ernment versus  voluntary  enterprise  in  business  are 
practically  irrelevant ;  that  there  is  a  principle  involved 
which  is  not  materially  aft'ected  by  such  statistical  com- 
parisons. I  made  it  quite  clear,  I  think,  that  even  if 
the  statistical  arguments  were  conclusive  in  demonstrat- 
ing that  government  operation  was  cheaper  and  equally 
efficient,  the  argument  against  government  competition 
with  private  citizens  in  business  would  not  be  materially 
weakened.  That  was  my  main  contention.  Quite  inci- 
dentally, I  made  certain  observations  concerning  the 
well-known  fact  that  statistics  on  this  subject  are  notori- 
ously misleading.  I  called  attention  to  the  fact  that  it  is 
a  common  practice  for  municipal  enterprises  in  this  and 
other  countries  to  be  exempted  from  important  charges 
which  in  the  case  of  privately  owned  public  service  cor- 
[jorations  constitute  part  of  their  fixed  charges.  Taxes 
and  interest  on  bond  issues  are  among  the  most  important 
of  these.  Quite  carelessly  I  added  that  the  exemption  of 
municipal  enterprise  from  taxation  in  this  country,  is 
"equally  true  of  Great  Britain."  Mr.  Beckett  is  quite 
right  in  denying  the  latter  statement,  which  I  would  not 
have  made  if  the  point  had  been  of  any  importance  to 
my  article,  or  other  than  an  incidental  observation  inter 
alia.  I  accept  the  correction  gladly,  and  in  turn  beg  to 
offer  some  corrections  to  Mr.  Beckett. 

When  Mr.  Beckett  says  that  every  public  utility  service 
is  "taxed,  both  imperially  and  locally,  and  transport 
undertakings  are  rated 
and  taxed  in  precisely  the 
same  way  as  are  com- 
pany transport  systems, 
and  under  the  same 
laws,"  he  tells  the  truth, 
nothing  but  the  truth, 
but  not  the  whole  truth, 
I  think.  No  one  can  read 
the  "Report  from  the 
Toint  Select  Committee 
on  Municipal  Trading," 
1900,  for  example,  with- 
out realizing  that,  in 
practice,  there  is  serious 
discrimination  in  favor 
of  municipal  enterprises 

Mr.    Beckett    cites    at 


Beginning  with  the  issue  of  January,  1932, 
the  name  of 

Electric  Railway  Journal 

will  be  changed  to 

TRANSIT 

-L    JOURNAL 

A  detailed  announcement  appears  on  the  first  editorial 
page  of  this  issue 


some  length  the  Tramways  Act  of  1870  upon  the  point 
of  the  cost  of  road  maintenance  between  rails,  but 
he  is  not  really  so  naive  as  to  believe  the  the  theory 
of  this  act  and  the  common  practice  are  in  agreement. 
He  is  well  aware,  I  feel  certain,  of  the  abuses  which 
have  repeatedly  occurred  due  to  the  veto  power  of  the 
municipality  under  the  act.  Will  Mr.  Beckett  turn  to 
Question  1203  in  the  report  of  the  Select  Committee 
above  referred  to  and  note  the  forced  payment  of 
£5,000?  Will  he  turn  to  Questions  1517  to  1531,  in- 
clusive, and  note  the  testimony  of  W.  M.  Murphy? 
When  the  chairman  of  the  Select  Committee  demanded 
a  "specific  instance"  of  unfair  and  oppressive  terms 
demanded  by  a  municipal  authority,  quite  beyond  the 
scope  of  the  Tramways  Act  of  1870,  as  cited  by  Mr. 
Beckett,  Mr.  Murphy  complied  by  citing  the  case  of 
Dumbarton  where  the  municipality  demanded  as  a  con- 
dition that  "in  addition  to  the  ordinary  terms  as  to  the 
paving  of  the  streets"  that  a  large  block  of  buildings 
at  a  corner  of  a  street  be  taken  down. 

It  would  be  easy  to  fill  an  entire  issue  of  Electric 
Railway  Journal  with  testimony  of  the  highest  com- 
petence proving  that  the  Tramways  Act  of  1870  which 
Mr.  Beckett  cites,  despite  the  apparent  fairness  of  its 
terms,  has,  through  the  veto  power  which  it  gives  to 
municipal  authorities,  severely  hampered  the  development 
of  electric  traction  in  Great  Britain,  especially  interurban 
traction,  and  been  made  the  instrument  of  discrimination 
against  private  enterprise.  It  has  been  a  source  of  cor- 
ruption and  practices  which  my  old  friend  John  Burns. 
M.P.,  described  as  "almost  on  the  verge  of  black- 
mailing" and  "a  scandal  in  the  past"  and  "a  disgrace  to 
the  present."  I  respectfully  refer  Mr.  Beckett  to  the 
full  text  of  this  speech  by  John  Burns.  He  will  find  it  in 
Hansard's  Parliamentary  Debates,  May  15,  1902. 

I  refer  Mr.  Beckett,  further,  to  the  evidence  given 
before  the  Royal  Commission  upon  the  "Means  of  Loco- 
motion and  Transport  in  London,"  1905.  He  will  find 
the  testimony  of  the  Right  Honorable  James  W. 
Lowther,  later  Speaker  of  the  House  of  Commons,  upon 
the  eflfect  of  the  famous  Standing  Order  No.  22,  by 
which  the  veto  of  the  local  municipal  authorities  is 
maintained.  Mr.  Lowther  asserted  that  the  veto  power 
"has  been  most  improperly  used  for  the  purpose  of 
extorting  all  sorts  of  terms  and  conditions  from  tramway 
companies,  and  had  subjected  them  to  liabilities  and  dis- 
abilities which  were  never  contemplated  by  Parliament." 
It  is  certainly  well  known  to  Mr.  Beckett  that  even  when 
Parliament  has  definitely  refused  its  sanction  to  certain 

conditions  tentatively 
agreed  to  -  by  operating 
companies  and  municipal 
authorities,  and  voted  to 
delete  such  provisions 
from  Private  Bills,  as 
they  are  called,  the  obli- 
gations thus  voted  out  of 
the  bills  are  still  imposed 
upon  the  companies  as  a 
condition  of  their  ex- 
istence. Refusal  on  the 
part  of  the  companies  to 
abide  by  conditions  which 
Parliament  has  deliber- 
ately rejected  and  re- 
fused to  sanction  would 
bring   about   the   use   of 


Electric    Railway    Journal — December,   1931 
683 


the  municipal  veto.  Tlie  practical  effect  is  a  levy  upon 
the  private  enterprise  which  can  be  called  either  extra- 
legal taxation  or  lilackniail.  as  is  chosen. 

Mr.  Beckett  cites  the  provision  of  the  Tramways  Act 
of  1870  relating  to  road  maintenance.  What  he  is 
eloquently  silent  about  is  the  practice  which  imposes  upon 
private  companies  much  heavier  obligations  of  road  main- 
tenance than  the  act  prescribes,  in  some  cases,  as  in  the 
Metropolitan  London  area,  requiring  the  companies  to 
pave  the  entire  street.  Municipal  systems,  on  the  other 
hand,  are  required  only  to  pave  and  maintain  the  road- 
way in  conformity  with  the  provisions  of  the  act.  More- 
over, in  not  a  few  of  the  Private  Acts,  so  called,  based 
upon  provisional  orders  under  the  Tramways  .Act  of 
1870,  there  are  conditions  such  as  no  municipal  system 
has  to  meet.  I  cite  the  well-known  case  of  the  Lea 
Bridge,  Leyton  and  Walthamstow  Tramways  Act,  under 
which  the  company  had  to  undertake  to  pay  the  greater 
part  of  the  cost  of  widening  a  road,  a  project  which  had 
been  before  the  Board  of  Works  for  years  before  the 
tramway  was  even  proposed.  This  is  a  fairly  common 
form  of  extra  taxation  imposed  upon  private  business. 

For  40  years  and  more  I  liave  been  interested  in  the 
growth  of  municipal  enterprise  in  Great  Britain.  I  do 
not  know  anything  definite  of  the  work  of  the  Municipal 


Tramways  and  Transport  Association  which  Mr.  Beckett 
represents,  except  that  it  is  one  of  a  class  of  organiza- 
tions which  have  managed  to  acquire  a  very  great  power 
in  English  politics,  a  power  which  many  of  the  most 
capable  statesmen  have  deplored  and  held  to  be  fraught 
with  danger  to  the  nation.  I  refer  to  such  bodies  as  the 
Municipal  Corporations  Association  and  the  Association 
of  Urban  District  Councils.  Such  organizations,  to  a 
much  larger  extent  than  has  been  generally  recognized 
here,  have  been  responsible  for  the  tremendous  extension 
of  municipal  trading,  with  all  the  chain  of  evil  results 
ensuing  therefrom. 

Mr.  Beckett  refers  to  the  "ancient  theme"  of  govern- 
ment in  business,  and  tells  us  that  it  "recalls  a  dead 
controversy"  in  his  country.  His  letter  reached  me  on 
the  same  day  as  the  news  of  the  unexampled  revolt  of 
the  British  electorate  against  the  Labor  Party,  and  todav. 
just  as  I  began  to  write  this  letter,  word  came  that  the 
revolt  against  Socialism  in  the  British  municipalities 
which  liegan  last  year  has  been  continued  this  year.  The 
returns  indicate  that  the  masses  of  the  British  people  are 
aroused  and  have  determined  to  put  an  end  to  those 
collectivist  jMlicies  which  have  brought  the  nation  to  such 
a  deplorable  state.  The  "dead  controversy"  seems  to  be 
a  very  lively  corpse  !  John  Spargo. 


Transportation  Not  Neglected  in  City  Planning  Study 

at  Harvard 


Harvard  University 

Cambridge,  Mass.,  Nov.  18,  1931 
To  THE  Editor  : 

A  friend  has  called  to  my  attention,  with  much  ribald 
glee,  your  editorial  in  the  November  number  of  the 
Electric  Railway  Journal,  entitled  "Misplaced  Em- 
phasis in  City  Planning." 

Since  Harvard  is  the  only  "large  Eastern  university, 
listing  a  total  of  24  courses  of  study"  in  this  subject,  I 
am  probably  safe  in  assuming  that  you  refer  to  the 
Harvard  Graduate  School  of  City  Planning. 

As  to  your  first  paragraph.  I  heartily  agree  with  you, 
that,  in  city  planning,  l>eauty  cannot  be  sought  for  its 
own  sake  alone.  I  should  say,  however,  that  beauty  is 
a  flavor  integral  with  the  cake  or  an  intelligent  mixing 
and  baking,  rather  than  an  icing  which  might  be  later 
applied  to  make  salable  a  cake  inwardly  nasty  or 
indigestible. 

In  the  rest  of  your  editorial  you  make  the  following 
statements  as  \o  the  Harvard  teaching: 

"Two  important  courses  deal  with  horticulture  and 
plants."  In  fact  these  courses  require  not  2/24,  or  more 
than  8  per  cent,  of  the  total  time  of  the  student  as 
apparently  you  inferred,  but  only  3.5  per  cent;  and  of 
this  time  two-thirds  is  devoted  to  design  in  lines  and 
masses  of  trees  in  cities.  This  does  not  seem  a  very  un- 
reasonable allotment  when  you  consider  that  usually  in 
smaller  towns  there  are  many  more  trees  than  houses. 
and  that  the  trees  are  probably  rather  the  better  looking ! 

"Another  course  embraces  the  history  of  Mediaeval. 
Renaissance  and  modern  art."  Apparently  you  are 
doubtful  of  the  value  of  such  information  to  a  city 
planner.  Pcrsonnally,  I  think  that  some  little  knowledge 
of  the  esthetic  accomplishments  of  the  past  is  worth  while 
for  anyone  who  is  at  least  partly  an  artist,  and  merits 
our  allotment  of  1 .9  per  cent  of  the  student's  time. 


"Nowhere  is  any  consideration  given  to  the  relation- 
ship between  transportation  facilities  and  civic  develop- 
ment." I  am  sorry  if  any  blindness  of  statement  in  the 
pamphlet  led  you  to  this  surprising  conclusion.  In  any 
case,  the  facts  are  quite  otherwise.  Out  of  a  total  of 
more  than  5,000  working  hours  required  to  be  devoted 
to  the  whole  curriculum,  about  370  working  hours  or 
7.3  per  cent  are  usually  devoted  primarily  to  transit  and 
transportation.  Since  it  is  practically  impossible  to  study 
any  major  city  planning  problem  in  the  school  without 
taking  into  account  transit  and  transportation,  we  do  not 
feel  that  this  side  of  the  subject  is  badly  neglected. 

The  case  being  as  I  have  stated  it  above,  naturally  there 
remains  little  ground  for  your  inference  that  "no  previ- 
ous instruction  having  been  given  on  the  subject  of 
transportation,  the  student  apparently  is  expected  t(j 
sketch  in  a  few  routes  at  random,  and  call  the  result  a 
community  transit  system."  Twenty  years  of  experience 
in  instruction  in  city  planning  have,  I  hope,  taught  us 
better  than  this.  But  nevertheless,  we  would  not  have 
a  student  of  ours  believe  that,  with  all  our  regular  in- 
struction, he  was  fitted  to  design  a  working  transit  sys- 
tem. Transit  design  is  a  field  in  itself,  worthy  of  a  man's 
whole  time  and  requiring  highly  specialized  training.  We 
are  trying  to  teach  city  planning  as  a  whole.  Therefore, 
we  ask  our  students  to  think  of  transit  and  transporta- 
tion in  their  relation  to  the  places  reached,  and  the  people 
and  things  carried,  i.e.,  as  one  of  the  many  interrelated 
community  services  to  which  they  can  give,  in  their  limi- 
ited  course,  only  its  due  proportion  of  their  time. 

Since  you  have  hardly  given  a  fair  picture  of  the  work 
of  the  Harvard  school,  I  am  asking  you,  as  a  good  sport 
and  a  man  interested  in  co-operation  in  city  planning,  to 
print  this  letter  as  you  printed  your  editorial. 

H.  V.  Hubbard 
Chairman,  Hansard  School  of  City  Planninii. 


Electric  Railway  Journal — Vol.75,  No.l3 


By  B.  P.  LEGARE 


Engineer  of  Maintenance  of  Way  and  Construction 

Market  Street  Railway 

San  Francisco,  Cal. 


Rebuilding  Track 

Under  Heavy  Traffic 


Efficient  mechanical  and  labor  organization 
was  developed  by  Market  Street  Railway  of 
San  Francisco  to  work  under  particularly 
severe  conditions.  A  job  ordinarily  requiring 
three  or  four  months  was  completed  in  24 
working  days 


RECONSTRUCTION  of  8,136  ft.  of  single  track 
on  Market  Street,  San  Francisco,  was  recently 
.completed  by  the  Market  Street  Railway.  On  this 
street  there  are  four  tracks,  the  outer  two  belonging  to 
the  city  and  the  inner  two  of  the  Market  Street  Railway. 
The  headways  are  short  on  all  of  the  four  tracks,  making 
it  impracticable  to  use  ordinary  methods  of  reconstruc- 
tion, without  seriou.sly  delaying  service  and  thereby 
greatly  inconveniencing  the  traveling  puljjic.  and.  inci- 
dentally, kjsing  a  large  amount  of  local  business. 


Track  construction  methods  previously  employed  in- 
volved the  use  of  portable  crossovers.  On  account  of  the 
number  of  cars  on  this  line,  the  distance  between  cross- 
(jvers  necessarily  had  to  be  short,  thus  making  the  cost 
excessive,  and  delaying  the  conclusion  of  the  undertak- 
ing, as  only  a  limited  number  of  men  could  work  simul- 
taneously on  the  job.  To  overcome  this  difficulty,  a  plan 
was  worked  out  whereby  the  Market  Street  Railway 
operated  over  the  city's  tracks,  except  during  the  after- 
noon rush  hours,  special  crossovers  being  installed  for 
this  purpose  at  the  ends  of  the  section  being  rebuilt. 

The  city's  tracks  were  u.sed  on  a  rental  basis  per  car- 
mile.  Because  the  city  did  not  have  power  supply  suffi- 
cient for  the  Market  Street  Railway's  cars  in  addition  to 
its  own.  the  line  was  sectionalized.  The  city  then  fur- 
nished current  for  all  cars  for  one  section  and  the 
Market  Street  Railway  furnished  it  on  the  other  section. 

The  plan  adopted  worked  without  any  inconvenience 


Large  crane  with  A-frame  removing  old  rails  on  Market  Street,  San  Francisco 

Electric    R.\ilway    Journal — December.   1931 
685 


buf bound pQS5en0er cars  used  ih is  municipctf  raifway  track  c/ay  and niphf  excep-f-  behveen  3.'(^0  PM  ancf  HOd^M" 

This  track  usecf  by  cons-trucfion  equipment 


'mvs-mmmnm^m 


Inbound  Bassen^r  cars  used  -this  municipal  railway  frock  day  and  n/phf  exceaf  betn-een  3: 00  P.M.  and  TOO  P.M. 

. ^ ^  , ^ ,  ^ ^ s  ' *^ '  ^ ^ ^ ^- ' 

Thtrmit  we/ding 


AsphoH  surface 
done  by  corrfracf 


Concrrfe  work 


Tamping,  lining 
andsb 


and  surfacing 


Removing  paving 
and  base.  Pulling 


Balhst  rails,  -lies 
and  fastenings 

placed  old  rails  and  lies. 

Excava-fing  irendi 

Progress  diagram  of  track  reconstruction  work  on  Market  Street 


to  the  traveling  public,  and  permitted  the  work  being 
done  in  24  working  days  instead  of  taking  from  three  to 
four  months.  To  accomplish  this,  the  organization  had  to 
function  like  clockwork,  with  every  man  on  his  toes. 
On  account  of  the  large  number  of  men  out  of  employ- 
ment during  this  period,  an  unusually  intelligent  class  of 
labor  was  available.  Although  most  of  the  men  were  new 
at  this  particular  kind  of  work,  they  needed  only  to  be 
shown  and  to  get  accustomed  to  it.  The  way  they  worked 
and  the  good  results  accomplished  created  favorable  com- 
ment from  every  one. 

Construction  Suspended  During  Rush  Hours 

Before  commencing  the  reconstruction,  four  9-in. 
paved  crossovers  were  installed,  two  at  each  end  of  the 
job.  These  were  used  to  switch  the  Market  Street  Rail- 
way's cars  from  the  inner  to  the  outer  tracks,  for 
twenty  hours  from  7  p.m.  one  day  to  3  p.m.  the  next  day, 
except  on  Saturdays  and  Sundays.  Just  before  3  p.m. 
each  day,  the  new  and  old  inner  tracks  were  reconnected 
so  cars  could  operate  on  the  new  track  from  3  p.m.  to 
7  p.m.,  these  being  the  rush  hours  when  it  was  deemed 
inadvisable  to  attempt  to  operate  the  cars  of  both  lines 
over  the  same  rails. 

Section  insulators  were  installed  on  the  trolley  wires 
to  separate  the  two  sections.  Electric  recorders  counted 
the  number  of  Market  Street  Railway  cars  running  on 
outside  tracks.  A  map  was  made  showing  the  location 
.  of  section  insulators,  and  the  exact  distance  in  miles 
from  crossover  to  crossover  on  each  outside  track  and 
from  section  insulator  to  section  insulator,  this  distance 
being  used  for  figuring  all  car-miles. 

Four  knuckle-joint  spring  switch  mechanisms  were  in- 
stalled at  the  "point-on"  end  of  each  crossover,  and  one 
flagman  and  one  switchman  were  stationed  at  each  end, 
making  a  total  of  four  during  the  time  cars  were  running 
on  outside  tracks.  The  flagman  was  furnished  by  the 
operating  department  and  the  switchman  by  the  engi- 
neering department.  The  city  police  department  was 
notified  before  any  cross  streets  were  blocked,  and 
officers  were  sent  to  the  blocked  crossing  to  handle  traffic. 
The  blocking  was  for  a  few  hours  only,  and,  as  soon  as 
rail  was  laid  on  ties,  temporary  tie  crossings  were  in- 
stalled so  traffic  could  cross. 

The  old  track,  built  in  1909,  consisted  of  9-in.  I41-lb. 


grooved  rail,  with  wood  ties  on  9  in.  of  ballast.  The 
original  paving  was  2^  in.  of  asphalt  on  concrete  founda- 
tion. On  account  of  many  years  of  repairs  most  of  the 
concrete  had  been  cut  out  along  the  rails,  and  6  in.  to 
7  in.  of  asphalt  used  in  its  place.  For  this  reason  it  was 
possible  by  using  an  "A"  frame  to  pull  the  rails  out, 
leaving  the  ties  in  place  without  first  breaking  up  the 
concrete.  The  new  construction  consists  of  9-in.  121-lb. 
grooved  rail,  new  wood  ties,  9  in.  of  new  ballast,  thermit 
joints,  and  2^  in.  of  asphalt  surface  on  concrete. 

The  inbound  track  was  built  first  for  its  full  length, 
the  outbound  track  being  used  for  a  work  track  for  the 
construction  cars  and  derrick.  After  the  inbound  track 
was  completed,  the  outbound  track  was  built  in  the  same 
way,  using  the  new  inbound  track  for  a  work  track.  The 
job  was  handled  by  a  day  force  and  a  night  force,  the 
day  force  consisting  of  approximately  95  men  working 
from  6  a.m.  to  3  p.m.  with  half  an  hour  off  at  noon  time 
for  lunch,  and  the  main  night  force  from  8:30  p.m.  to 
6  a.m.  The  derrick  car  worked  from  7  p.m.  to  6  a.m. 
The  total  night  force  was  approximately  50  men,  making 
a  total  of  145  trackmen  not  including  car  crews  and  pav- 
ing men.  This  force  was  supervised  carefully  and  a  few 
men  added  or  subtracted  according  to  the  progress  of 
the  work. 

Kails  Laid  During  Day  Shift 

The  derrick  started  pulling  up  track  with  an  "A" 
frame  at  7  p.m.,  and  after  pulling  about  100  ft.  of  track, 
lifted  the  rails  out  of  the  trench,  so  when  the  main  gang 
arrived  at  8 :30  p.m.  the  paving  had  been  broken  up  and 
was  ready  to  be  shoveled  into  the  cars.  The  derrick 
continued  pulling  track  and  dragging  rails  out  of  the 
trench  until  200  ft.  of  track  had  been  torn  up.  Later 
if  sufficient  progress  had  been  made  in  digging  the 
trench,  more  track  was  pulled  so  that  the  day  crew,  start- 
ing at  6  a.m.,  could  begin  loading  cars  immediately. 

No  track  was  laid  at  night,  the  work  at  that  time  con- 
sisted only  of  track  pulling,  excavating  and  loading  in 
cars  and  hauling  from  the  job  the  cleanup  material,  old 
rails  and  old  ties.  Three  dump  cars  were  used,  two 
usually  being  on  the  job  and  loading,  while  one  was  in 
transit.  About  30  to  35  men  were  employed  in  excavat- 
ing and  loading  these  two  cars.  All  cleanup  material 
from  the  ditch  was  hauled  4  miles  to  a  dump  where  it  was 


W  —  t-o" 


>l  [<--■ -  -f'-si'  »!<-—- 

I  XBitumenT^-fhick-..    A 


!  Concrete  6  thick 
1-cemenf.  3-sand.  7-rock 


4-8i    


-  ,  „  -Ties 6x8x8 
ooVa°a°§°p      ?'c.  to  C.  - 

.^Mmm-9'of crushed  \^4 
rock  ballast  - 


Cross-section  of  new  track  on  Market  Street,  San  Francisco 


Electric   Railway  Journal — Vol.75, No.l3 
686 


All  joints  of  recoiiMructeu  tracks  were  thermit- weiiieu.     W  eidiiig  iipp.uaius  «.!•>  iimuulccl 

on  a  small  movable  truck 


])ushed  over  a  bank  by  an  unloader  and  spreader  crane. 
This  work  was  done  both  day  and  night. 

During  the  day  a  force  of  from  30  to  35  men  exca- 
vated and  loaded  material  on  the  cars  in  the  same  manner 
as  the  night  crew.  Two  concrete  breaker  outfits,  each 
consisting  of  two  men  and  a  compressor,  worked  with 
the  night  gang,  and  the  same  number  with  the  day  gang, 
breaking  concrete  along  the  edge  of  the  trench.  They  also 
loosened  the  earth  and  old  ballast  in  the  trench.  Both  the 
night  gang  and  the  day  gang  had  an  outfit  for  cutting 
rails,  tie  rods  and  joint  bolts. 

The  rail  laying  gang  of  two  spiking  crews  and  the  tie 
laying  men  followed  the  excavating  gang,  laying  in  the 
8\-hour  period  from  6  a.m.  to  3  p.m.  the  full  run  of 


excavated  track,  and  made  the  final  connection  with  the 
old  rails  just  before  3  p.m. 

A  center  cab  car  loaded  with  new  ties  remained  all 
day  on  the  new  track  behind  the  rail  laying  gang  so  the 
ties  were  handy  to  be  placed  in  the  trench  by  the  derrick. 
The  ties,  when  loaded  on  this  car,  were  placed  in  lots  of 
about  40  each,  with  a  space  under  them  and  a  space 
between  each  load  so  the  derrick  cable  could  easily  be 
passed  around  the  bundle  for  lifting  it  off  the  car.  A 
similar  car  loaded  with  enough  new  rail  for  one  day's 
work  also  remained  on  the  job  near  the  rail  laying  gang, 
in  a  location  convenient  for  the  placing  of  the  new  rail 
on  the  new  ties  by  the  derrick.  Tie  plates  and  tie  rods 
were  carried  on  the  rail  and  tie  cars.   Before  placing  the 


To  supply  air  for  pneumatic  tools,  a  large  compressor  was  mounted  on  a  work 
and  portable  gasoline  compressors  placed  at  the  curb 

Electric    R.\il\\av    Journ-ai. — December.    l'>31 
68%. 


ties  in  the  trench,  dump 
cars  poured  crushed  rock  in 
the  trench  behind  the  exca- 
vating gang  and  men  spread 
it  so  the  rails  and  ties,  when 
laid,  were  a  couple  of 
inches  below  grade. 

The  line  and  grade  engi-. 
neers  started  work  at  6  a.m. 
each  day  and  placed  stakes 
at  the  side  of  the  trench  be- 
hind the  excavating  gang. 
A  mark  was  made  on  each 
stake  16  in.  below  grade, 
this  being  the  desired  height 
to  which  rock  was  to  be 
spread.  The  ditch  was  dug 
9  ft.  wide  and  2  ft.  deep, 
depth  being  measured  from 
the  paving  adjacent   to  the 


Premixed  concrete  was  used  for  the  pavinj;  base  with  asphalt 
for  the  surface 


rails  alongside  the   trench. 


Behind  the  rail  laying  gang  came  eight  air  tie  tamper 
outfits.  When  the  tamper  gang  started  on  the  job  it  was 
about  1,000  ft.  behind  the  excavating  gang,  but  at  the 
finish  this  distance  had  been  reduced  to  approximately 
750  ft.  This  outfit  consisted  of  eight  air  tamper  men. 
four  feeder  men,  two  other  men  and  one  foreman,  a  total 
of  fifteen  men.  .\head  of  and  behind  the  tamper  gang 
was  a  hand  tamper  gang  of  twelve  to  fourteen  men,  doing 
the  preliminary  track  raising  ahead  of  tampers  and  the 
final  lining  and  tamping  behind  the  tampers  and  directly 
ahead  of  the  concrete  gang.  The  same  gang  also  at- 
tended to  the  installing,  changing  and  removing  of  tem- 
porary tie  crossings.  The  tamping  outfit  worked  at  the 
rate  of  about  360  ft.  of  single  track  for  the  8^-hour  day. 
The  air  compressor  and  too!  box  were  kept  on  a  construc- 
tion car  behind  the  tamping  gang,  and  moved  up  as  the 
work  progressed.  This  compressor  was  able  to  run  six 
tampers  at  70-lb.  pressure.  Two  additional  tampers  were 
supplied  with  air  by  a  gas-driven  compressor  standing  at 
the  curb  and  delivering  air  to  tamjjers  by  an  "over  the 
trolley  wires"  hose  outfit.  Two  of  these  hose  outfits  were 
used.  The  overhead  lines  department  changed  them  every 
day  so  one  hose  was  always  set  up  ahead. 

Close  behind  the  tamper  gang  came  the  thermit-weld 
outfit,  welding  joints  at  the  rate  of  about  two  per  hour, 


The  entire  outfit,  including 
preheater,  was  carried  on  a 
small  push  car,  with  a  liody 
6  ft.  square,  which  was 
pushed  along  the  track  as 
the  work  progressed.  The 
gang  consisted  of  three  men 
welding,  one  on  molds,  two 
filing  joints  and  the  fore- 
man, making  a  total  of  seven 
men.  The  filing  was  done 
with  a  |-in.  square  bastard 
file,  then  finished  with  a 
X'ixen  file.  The  usual  rotary 
grinding  of  the  thermit 
weld  was  not  done  as  it  was 
found  much  cheaper  and 
safer  to  cut  the  riser  and 
waste  material  from  the 
cold  chisel,  leaving  very  little 
Two  wheel  tool  boxes  were 


weld  while  still  hot  with  a 
metal  to  be  filed  smooth, 
part  of  this  welding  outfit. 

The  concrete  gang  followed  the  welders,  placing  pre- 
mixed concrete  delivered  in  4-cu.yd.  trucks,  which 
dumped  the  concrete  into  a  chute  across  the  rails,  de- 
positing it  in  the  trench.  This  gang  worked  nearly  every 
day  preparing  the  pockets  under  the  rail  for  concrete  and 
placing  the  concrete.  Three  trucks  were  used  and  eight 
men  laid  the  concrete  at  the  rate  of  approximately 
360  ft.  per  day.  After  the  concrete  had  set  two  days, 
the  asphalt  was  laid  by  a  contractor,  a  day's  run  varying 
from  8,000  to  16,000  sq.ft.  Before  laying  the  asphalt, 
the  concrete  base  was  cleaned  and  painted  ahead  of  the 
asphalt  gang  by  Market  Street  Railway  men. 

The  total  number  of  passing  cars  registered  during  the 
24  days  when  all  cars  ran  on  the  two  outside  tracks  was 
64,320.  This  is  equivalent  to  2,680  cars  per  day,  or  an 
average  for  the  twenty  hours  during  construction  of  67 
cars  per  hour  on  each  track.  Although  vehicles  were 
operated  at  short  intervals  on  both  sides  of  the  tracks 
being  reconstructed,  with  clearance  of  only  2^  ft.  be- 
tween them  and  the  edge  of  the  ditch,  there  was  only  one 
accident  during  the  entire  undertaking.  This  was  occa- 
sioned by  an  auto  driver,  who  was  sjieeding  during  the 
early  morning  hours. 


A  large  crane  mounted  on  work  car  was  on  haiid  at  all  times  for 
pulling  rails,  handling  ties  and  placing  new  rails 


Electric   Railway  Journal — Vol.75,  No.l3 
668 


Form  Designed  for 

Standardized  Analysis  of 
Claims  Statistics 


REALIZING  that  "fig- 
ures do  lie"  when  the 
.  information  they  con- 
vey is  incomplete,  or  is 
fouiidc'd  upon  improper  prem- 
ises and  can  result  in  mistaken 

and  erroneous  conclusions,  the  Mid-West  Claim  Agents' 
Association,  at  its  recent  convention  in  Denver,  made 
a  definite  contribution  toward  the  ultimate  standard- 
i/.alion  of  claims  statistics.  The  form,  given  here  in 
<l(  lail,  and  an  explanation  of  it  were  presented  to  the 
association  by  Charles  L.  Carr,  general  solicitor  Kansas 
{  ily  Public  Service  Company.  Mr.  Carr's  discussion  of 
I  lie  form  is  the  basis  of  this  article. 

Ivcference  to  the  form  consists  of  seven  main  sub- 
divisions— namely:  operating  statistics,  accidents,  claims, 
l;i\\  suits,  trials,  expenditures,  and  injuries  and  damages 
slalistics — compared  and  equalized.  It  has  spaces  for 
entering  figures  for  the  current  year  and  the  preceding 
year.  The  first  division,  operating  statistics  (1  to  16), 
sets  forth  all  passenger  car-mile  and  revenue  figures  for 
both  railway  and  bus  lines  which  are  needed  for  comput- 
ing averages.  Miscellaneous  statistics  of  the  community 
or  area  served  also  are  included  to  give  a  general  picture 
of  the  nature  and  volume  of  the  particular  service. 

The  subdivision  on  accidents  (17  to  28)  gives  details 
on  accidents  of  all  classes,  both  in  total  and  on  a  mileage 
basis,  in  such  form  that  they  may  be  used  in  a  later  sub- 
division in  comparing  claim   statistics. 

Claims  (29  to  36)  comprise  the  next  subdivision.  The 
number  settled,  the  aggregate  amounts  paid  to  claimants 
and  the  average  amount  paid  per  claim  settled  are  given. 
The  items  both  exclude  and  include  compensation  claims, 
because  the  latter  are  scheduled  amounts  in  which  there 
is  no  element  of  negotiation,  and  because  some  companies 
might  not  be  under  compensation. 

Lawsuits  (37  to  54)  include  the  number  and  amounts 
of  such  suits  pending  and  filed  during  the  year,  and  the 
increase  or  decrease  for  the  year.  The  data  show  whether 
or  not  the  particular  company  is  disposing  of  its  L&D. 
potential  liability  as  expressed  in  lawsuits  to  the  same  or 
to  a  greater  or  lesser  extent  than  is  charged  or  set  up 
again.st  the  company  in  new  lawsuits  filed.  This  is  very 
important  in  ascertaining  the  particular  company's  yearly 


Comparison  of  claims  figures  on 
equalized  bases,  full  information  of 
costs  for  one  company  and  a  proper 
comparison  of  data  from  any  other 
property  are  afforded 


potential  liability  and  in  equal- 
izing the  I.&D.  expenditures 
for  the  year  as  between  com- 
panies. Figures  on  lawsuits 
dismissed,  settled  prior  to 
verdict  or  judgment,  or  dis- 
])osjd  of,  with  the  average  amount  paid,  are  of  particular 
interest  for  comparative  purposes. 

The  importance  of  the  information  contained  in  this 
subdivision  as  a  guide  to  departmental  efficiency  is  more 
fully  understood  when  it  is  realized  that  claims  become 
actively  dangerous  only  when  presented  in  the  form  of 
lawsuits,  and  that  the  departmental  efficiency  in  handling 
claims  (presented  as  such)  is,  in  general,  measured  by 
the  number  of  lawsuits  filed.  If  proper  claim  settlements 
are  not  made,  increased  lawsuits  result.  Lawsuit  data, 
therefore,  are  a  very  important  guide  to  claim  efficiency. 
Trials  (55  to  65)  include  judgments,  hung  juries,  de- 
murrers to  evidence  sustained,  non  suits,  dismissals  dur- 
ing trial,  and  aggregate  amounts  paid  on  judgments.  The 
previous  .statement  with  respect  to  lawsuits  filed  measur- 
ing claim  efficiency  applies  equally  to  trials  as  measuring 
efficiency  in  the  prior  handling  and  settlement  of  lawsuits. 
If  proper  lawsuit  settlements  or  proper  preparation  for 
trial  be  not  made,  trials  will  result  in  adverse  verdicts 
and  judgments,  increasing  I.&D.  expenditures,  all  to  the 
detriment  of  the  particular  company,  and  this  will  be 
registered  in  the  above  trial  statistics. 

Included  under  expenditures  (66  to  69,  35  to  49)  are 
the  amounts  paid  for  salaries  and  to  outside  attorneys, 
and  the  I.&D.  expenditures.  The  last-mentioned  figures 
are  used  in  the  next  subdivision  as  a  basis  in  comparing 
and  equalizing  I.&D.  statistics. 

Under  the  heading  "I.&D.  Statistics— Compared  an<l 
Equalized"  (70  to  81 )  is  the  meat  of  the  entire  form,  the 
prior  subdivisions  being  preliminary  in  supplying  data 
and  in  painting  a  general  picture.  Three  bases  for  com- 
paring injury  and  damage  statistics  are  used— namely : 
(1)  percentage  of  total  I.&D.  expenditures  to  passenger 
revenue  (which  is  not  approved  except  as  equalized  as 
hereinafter  explained)  ;  (2)  I.&D.  cost  per  passenger 
car-mile,  both  actual  and  equalized  :  and  (3)  average  total 
cost  ])er  public  accident  and  all  accidents,  both  actual  and 
equalized. 


Electric    Raii.w.'ky    Journal — December.    1931 
689 


Three  equalizing  factors  are  used  in  this  subdivision 
in  connection  with  the  above  bases  to  make  a  fair  and 
proper  comparison  of  I.&D.  statistics  between  various 
electric  railway  companies.  These  are :  first,  the  equaliza- 
tion of  lawsuit  settlements  on  a  basis  of  one  year's  poten- 
tial lawsuit  liability  for  the  respective  companies ;  second, 


the  equalization  of  passenger  revenue  per  passenger  car- 
mile ;  and,  third,  the  equalization  of  public  accidents  per 
passenger   car-mile. 

The  reasons  back  of  the  above  three  equalizing  factors 
are  as  follows :  First,  with  regard  to  the  equalization  of 
lawsuit  settlements  on  the  basis  of  one  year's  potential 


Operating,  Accident  and  Claim  Statistics 


operating  Statistics 

1.  Population     in     community     or     area 

served. 

2.  Miles    of    track    (single)    in   vehicular 

traveled  thoroughfares,  public  streets 
and  roadways. 

3.  Miles    of    track    (single)    on    separate 

right-of-way,   public  or  private    (ex- 
cludes barn  and  yard  trackage). 

4.  Passenger  car-miles — railway  and  bus. 

5.  Passenger  car-miles — railway. 

6.  Passenger  car-miles — bus. 

7.  Passenger  revenue — railway  and  bus. 

8.  Passenger   revenue — railway. 

9.  Passenger  revenue — bus. 

10.  Passenger   revenue   per   passenger   car- 

mile — railway  and  bus. 

11.  Passenger   revenue   per   passenger   car- 

mile — railway. 

12.  Passenger   revenue   per   passenger   car- 

mile — ^bus. 

13.  Reserve    for    I.    &    D.    per    car-mile — 

railway. 

14.  Reserve  for  I.  &  D.  per  car-mile — bus. 

15.  Average  number  of  street  cars  operated 

(week  day  p.m.  rush). 

16.  Average     number     of     buses     operated 

(week  day  p.m.  rush). 

Accidents 

17.  Accidents,  all  classes — railway  and  bus. 

18.  Accidents,  all  classes — railway. 

19.  Accidents,  all  classes — bus. 

20.  Public    accidents    (other    than    to    em- 

ployees only) — railway  and  bus. 

21.  Public    accidents     (other    than    to    em- 

ployees only) — railway. 

22.  Public    accidents    (other    than    to    em- 

ployees only) — bus. 

23.  Accidents,  all  classes  per  1,000,000  car- 

miles — railway  and  bus. 

24.  Accidents,  all  classes  per  1,000,000  pas- 

senger car-miles — railway. 

25.  Accidents,  all  classes  per  1,000,000  pas- 

senger car-miles — bus. 

26.  Public  accidents  (other  than  to  employ- 

ees only)  per  1,000,000  passenger  car- 
miles — railway  and  bus. 

27.  Public    accidents    (other    than    to    em- 

ployees only)   per  1,000,000  passenger 
car-miles — railway. 

28.  Public  accidents  (other  than  to  employ- 

ees only)  per  1,000,000  passenger  car- 
miles — bus. 

Claims — Railway  and  Bus 

29.  Number    of    claims    (other    than    em- 

ployees'   compensation    claims)     set- 
tled. 

30.  Aggregate    amount    paid    to    claimants 

(other    than    to    employees    on    com- 
pensation). 

31.  Average  amount  paid  per  claim  settled 

(excluding  compensation  claims). 

32.  Number    of    employees'    compensation 

claims  settled. 


33.  Aggregate  amount  of  compensation  paid 

to  employees  for  injuries. 

34.  Number    of    claims    settled     (includes 

compensation  claims). 

35.  Aggregate    amount    paid    to    claimants 

(includes  compensation  claims). 

36.  Average  amount  paid  per  claim  settled 

(includes  compensation  claims). 

Lawsuits 

37.  Lawsuits   pending  beginning  of  year — 

number. 

38.  Lawsuits    pending  beginning  of   year — 

amount  sued  for. 

39.  Lawsuits  filed — number. 

40.  Lawsuits  filed — amount  sued  for. 

41.  Lawsuits    dismissed     (no    payment    to 

plaintiff )  — number. 
43.  Lawsuits    dismissed    (no    payment    to 
plaintiff) — amount  sued  for. 

43.  Lawsuits    settled    prior    to    verdict    or 

j  udgment — number. 

44.  Lawsuits    settled    prior    to    verdict    or 

judgment — amount  sued  for. 

45.  Lawsuits    settled    prior    to    verdict    or 

judgment — aggregate  amount  paid. 

46.  Lawsuits    settled    prior    to    verdict    or 

judgment — average  amount  paid. 

47.  Lawsuits  disposed  of — number. 

48.  Lawsuits  disposed  of — amount  sued  for. 

49.  Amount  paid  to  plaintiffs  and  their  at- 

torneys (includes  judgments  paid,  No. 
64). 

50.  Average  amount  paid  per   lawsuit  dis- 

posed of. 

51.  Lawsuits    pending    at    end    of    year — 

number. 

52.  Lawsuits    pending    at    end    of    year- 

amount  sued  for. 

53.  Increase  or  decrease  in  lawsuits  pend- 

ing— number. 

54.  Increase  or  decrease  in  lawsuits  pend- 

ing— amount  sued  for. 

Trials 

55.  Judgments  for  plaintiff — number. 

56.  Judgments    for   plaintiff — ^amount. 

?7.  .\mount   sued  for  in   suits   resulting  in 

judgments  for  plaintiff. 
.^8.  Judgments  for  defendant — number. 

59.  Amount  sued   for  in  suits   resulting  in 

judgments  for  defendant. 

60.  Mung  jury — number. 

61.  Hung  jury — amount  sued  for. 

62.  Demurrers  to  evidence  sustained,  non- 

suits, and  dismissals  during  trials, 

63.  Judgments  for  plaintiff  paid — number. 

64.  Judgments    for    plaintiff    paid — amount 

of  judgments. 

65.  Judgnients    for    plaintiff    paid — amount 

sued  for. 

Expenditures 

66.  .Salaries  of  law  department    (I.  &  D.) 

(claims  and  lawsuits). 

67.  Compensation   outside   attorneys    (I.   & 

D.). 


68.  Expenses  of  law  department  (I.  &  D.) 

other  than  settlement  of  claims  and 
lawsuits,  salaries  and  compensation 
of  attorneys  (excludes  35,  49,  66,  and 
67). 

69.  Total   expenditures   of  law   department 

(I.  &  D.)  (claims  and  lawsuits)  (in- 
cludes 35,  49,  66,  67,  and  68). 

I.  &  D.  Statistics — Compared  and 
Equalized 

70.  Percentage,    total    actual    expenditures 

law  department  (I.  &  D.)  to  actual 
passenger  revenue   (69  -j-  7). 

71.  Total     expenditures,     law     department 

^  (I.  &  D.)  equalized  re  lawsuits. 
(Actual  expenditures  decreased  by 
cost  of  excess  lawsuits  [more  than 
filed]  disposed  of  at  average  cost  per 
lawsuit  disposed  of  (53  X  50)  or 
increased  by  average  cost  per  law- 
suit disposed  of  times  increase  in 
number  of   lawsuits    (SO    X    53). 

72.  Percentage,  total  expenditures  equalized 

re  lawsuits  (71)  to  passenger  reve- 
nue  (7). 

73.  Same  as  72  for  K.  C.  P.  S.  Company, 

but  other  company  equalize  passenger 
revenue  on  basis  of  passenger  reve- 
nue per  passenger  car-mile  of 
K.  C.  P.  S.  Company.  Other  com- 
panv  =  other  company  71  -r- 
(K.'  C.  P.  S.  Company  10  X  other 
company  4). 

74.  Same  as  73  but  other  company  equalize 

expenditures  in  ratio  of  number  of 
public  accidents  per  passenger  car- 
mile.  Other  company  =  (other  com- 
pany 73  X  K.C.P.S.' Company  26)  ^ 
other  company  26. 

75. 1.  &  D.  cost  per  passenger  car-mile. 

76. 1.  &  D.  cost  per  passenger  car-mile 
equalized  re  lawsuits  as  above  (71 
-^  4). 

77.  Same  as  76  but  other  company  equalize 

expenditures  in  ratio  of  number  of 
public  accidents  per  passenger  car- 
mile.  Other  company  =:  (other  com- 
pany 76  X  K.C.P.S.  Company  26)  -^ 
other  company  26. 

78.  Average  total  cost  per  public  accident 

(excluding  compensation  to  employ- 
ees) regardless  of  number  of  claims 
involved  in  any  one  accident  (69  — 
33)   -r-  20. 

79.  Average  total  cost  per   public  accident 

equalized  re  lawsuits  as  above  (71 
33)    H-  20. 

80.  Average   total    cost    per    accident    (in- 

cluding claims  of  and  amounts  paid  to 
employees  for  injuries)  regardless  of 
number  of  claims  involved  in  any  one 
accident   (69  -^   17). 

81.  Average    total    cost    per    accident    (in- 

cluding claims  of  and  amounts  paid 
to  employees  for  injuries)  equalized 
re  lawsuits  as  above.     (71  -=-  17  ). 


Electric   R.mlway  Journal — Vol.75,  No.13 
690 


lawsuit  liability.  If  a  fair  coni])arison  of  I.&D.  expeiuli- 
tiires  it,  to  be  made  between  companies,  it  should  be  made 
not  upon  the  actual  expenditures,  but  upon  the  basis  of 
the  particular  year's  potential  liability.  This  can  be  best 
approximated  and  measured  by  the  number  of  lawsuits 
tiled  against  the  particular  company  in  the  given  year.  If 
a  company  has  disposed 


ot 


Beginning  with  the  issue  of  January,  1932, 
the  name  of 

Electric  Railway  Journal 

will  be  changed  to 

TRANSIT 

JL    JOURNAL 

A  detailed  announcement  appears  on  the  first  editorial 
page  of  this  issue 


more  lawsuits  than 
were  hied  during  the 
year  and  has  thus  in- 
creased i  t  s  expendi- 
tures, it  should  not  be 
penalized  for  so  doing, 
and  its  actual  expendi- 
tures should  be  reduced 
to  the  extent  of  the  ex- 
cess liability  disposed 
of.  This  should  be 
measured  by  the  particu- 
lar company's  experience 
in  connection  with  the 
average  amoimt  paid  per 
lawsuit  disposed  of,  mul- 
tiplied    by     the     excess 

number  of  lawsuits  disposed  of.  If  on  the  other  hand,  a 
])articular  company  has  disposed  of  less  lawsuits  than  were 
filed  during  the  year  and  has  thus  decreased  its  expendi- 
tures, it  should  not  be  favored  for  so  doing  and  its  actual 
expenditures  should  be  increased  to  the  extent  of  the 
excess  liability  not  disposed  of.  This  should  be 
measured  by  the  particular  company's  experience  in 
connection  with  the  average  amount  paid  per  lawsuit 
disposed  of  multiplied  by  the  excess  number  of  lawsuits 
filed.  No  company  should  be  permitted  to  stand  by  and 
not  settle  or  dispo.se  of  its  I.&D.  liability,  and  then  be 
congratulated  for  its  efficiency,  or  lack  of  it. 

Second,  with  regard  to  the  equalization  of  passenger 
revenue  per  passenger  car-mile.  If  I.&D.  expenditures 
are  to  be  compared  on  the  basis  of  passenger  revenue  per 
jiassenger  car-mile,  each  company  should  not  be  per- 
mitted to  use  its  own  and  varying  passenger  revenue  per 
passenger  car-mile,  but  all  companies  should  be  required 
to  use  the  same  passenger  revenue  per  passenger  car- 
mile  so  that  this  figure  will  be  the  same  and  not  a  variable. 
It  is  submitted,  that  if  passenger  revenue  is  to  be  used 
as  a  guide,  it  should  be  figured  on  the  same  passenger 
revenue  per  passenger  car-mile,  and  multiplied  by  the 
number  of  passenger  car-miles  that  the  particular  com- 
pany operates. 

Third,  with  regard  to  the  equalization  of  public  acci- 
dents per  passenger  car-mile.  If  a  comparison  is  to  be 
made  between  claim  and  legal  (or  law)  departments  of 
various  electric  railway  companies  to  be  advised  as  to 
their  relative  efficiency,  the  variable  of  the  number  of 
public  accidents  per  passenger  car-mile  on  the  lines  of 
the  various  companies  should  be  eliminated,  and  the  par- 
ticular number  of  public  accidents  per  passenger  car-mile 
of  one  of  the  companies  should  be  adopted  as  the  com- 
mon unit  for  all  companies.  The  claim  department 
should  not  be  penalized  because  the  transportation  de- 
partment of  that  company  has  been  so  fortunate  as  to 
have  a  lesser  number  of  public  accidents  per  passenger 
car-mile  than  other  companies.  The  department  handling 
injury  and  damage  matters  should  be  judged  by  its  own 
conduct,  and  not  by  the  happenings  in  other  departments. 

With  the  above  in  mind,  consider  now  the  three  bases 
mentioned   for  comparing  injury  and  damage  statistics. 


First,  percentage  of  I.&D.  expenditures  to  passenger 
revenue.  From  what  has  been  stated  it  seems  absurd  to 
make  any  comparison  based  upon  the  percentage  of  actual 
I.&D.  expenditures  to  actual  passenger  revenue,  a  com- 
parison that  is  based  upon  two  variables.  Item  70  of 
the  form  sets  out  this  particular  percentage,  not  with 

any  idea  of  giving  it 
approval,  but  merely  as  a 
starting  point  from  which 
to  figure  the  percentage 
of  I.&D.  expenditures 
equalized,  in  regard  to 
lawsuits  and- in  number 
of  public  accidents  per 
passenger  car-mile  to 
passenger  revenue  equal- 
ized on  the  basis  of  the 
passenger  revenue  per 
passenger  car-mile. 

Second,  I.&D.  cost  per 
passenger  car-mile.  The 
basis  of  I.&D.  cost  per 
passenger  car-mile  is  an 
accurate  and  fair  basis  of 
comparison  of  I.&D.  statistics.  When  the  basis  is  equal- 
ized with  respect  to  lawsuits  as  above  outlined  and 
is  also  equalized  on  the  basis  of  the  number  of  public 
accidents  per  passenger  car-mile,  it  becomes  a  very 
accurate  and  just  basis  of  comparison. 

Third,  average  total  cost  per  accident.  If  a  compari- 
son is  to  be  made  between  departments  of  various  com- 
panies handling  I.&D.  matters,  it  is  held  that  the  most 
accurate  basis  of  comparison  (where  the  departments 
to  be  compared  operate  imder  compensation  laws  with 
regard  to  employees  injured)  is  the  average  total  cost  per 
public  accident  (excluding  compensation  to  employees) 
equalized  with  regard  to  lawsuits. 

Also  included  in  the  form  is  the  average  total  cost  per 
accident  (including  claims  of  and  amounts  paid  to  em- 
ployees for  injuries)  both  actual  and  as  equalized  in 
respect  to  lawsuits,  for  comparison  with  those  companies 
thaf  do  not  operate  under  workmen's  compensation  laws. 


Commercial  Drivers  Will  Compete 
For  Safety 


Q 


AFETY  will  be  the^determining  factor  in  a  contest 
»J  among  commercial  vehicle  drivers,  which  is  to  start 
on  a  country-wide  basis  on  Jan.  1,  under  the  auspices  of 
the  National  Safety  Council.  Sixteen  divisions  have 
been  made  among  members  of  the  Delivery,  Taxicab  and 
Bus  Section  of  the  Council  according  to  the  business  en- 
gaged in.  Buses,  public  utilities  and  taxicabs  are  in- 
cluded. Two  prizes  are  to  be  awarded  in  each  division, 
one  to  the  larger  and  the  other  to  the  smaller  fleet  making 
the  best  no-accident  record  during  a  half-year  period. 

The  contest  will  close  on  June  30,  1932.  The  winners 
of  each  group  shall  be  the  units  having  the  lowest  number 
of  accidents  per  100,000  vehicle-miles  (or  vehicle-hours 
if  so  decided  by  the  division). 

Rules  governing  the  contest  have  been  compiled  bv  a 
special  committee  from  the  Delivery,  Taxicab  and  B"s 
Section  of  the  National  Safety  Council,  of  which  .'\.  F. 
Lundsteadt.  Bowman  Dairy  Company,  Chicago,  is 
chairman. 


Ej.ectric    R.\n.\\AV    Joir.nai. — December,    J93] 
691 


Spacious  aisles  will  facilitate  customs  inspectioa 
at   the  border  line 


El  Paso  Rebuilds  Cars  for 
Greater  Safety 
and  Speed 


By  J.  E.  Lawless 

Master  Mechanic 

El  Paso  Electric  Company 


MODERNIZATION  in  El  Paso  calls  for  the  com- 
plete rebuilding  of  cars  in  shops  fully  equip]3ed 
for  the  work.  Thus  far  plans  have  been  confined  to  the 
remodeling  of  twelve  double-truck  cars  for  the  lines 
serving  Juarez.  Mexico.  This  equipment  was  formerly 
in  use  on  city  lines,  where  service  is  now  being  furnished 
by  Birney  cars.  The  Juarez  line  is  the  only  hne  of 
the  El  Paso  Electric  Company  with  two-men  operation, 
made  necessary  by  the  requirements  of  customs  inspec- 
tifjn  at  the  Mexican  border. 

Eight  of  the  remodeled  cars  are  now  in  operation, 
having  been  rebuilt  at  a  cost  of  $1,000  each.  Work  on 
the  remaining  cars  is  progressing  rapidly,  and  they  are 
being  turned  out  of  the  shop  at  the  rajte  of  one  per  week. 


El  Paso's  rebuilt  car  for  service  on  the  Juarez  line,  operating 
across  the  Mexican  border 


These  remodeled  cars  have  been  improved  to  offer 
increased  .safety,  greater  comfort  and  high  speeds. 

Rear  platforms  are  arranged  to  permit  the  conductor 
to  stand  at  the  left  of  the  rear  entrance  portal.  This 
arrangement  will  permit  a  group  of  passengers  to  board 
and  pay  their  fares  without  blocking  the  entrance  doors. 
In  addition,  the  conductor  will  have  an  unobstructed 
view  of  the  interior  and  greater  freedom  of  movement. 
Front  and  rear  doors  are  equipped  with  automatic 
treadles.  The  old  cars  had  high  platforms  with  two 
steps,  and  manually  operated  doors.  On  the  remodeled 
cars  the  exit  doors  will  open  only  when  the  car  has  come 
to  a  full  stop  and  will  not  close  until  the  ])assenger 
has  left  the  step.  A  signal  light  in  front  of  the  motor- 
man  will  inform  him  whether  the  doors  are  closed  or 
open. 

The  dead-man  control  will  insure  safe  operation.  The 
motorman  must  hold  the  controller  handle  down,  or 
keep  his  foot  on  the  foot  controller  in  order  to  keep  the 
car  running.  Unless  this  is  done  the  power  will  be  cut 
oflf  and  the  brakes  will  be  set  automatically.  Mirrors 
placed  inside  the  car  will  permit  the  motorman  to  see 
approaching  passengers  who  wish  to  alight  at  the  front 
end.  A  single-stroke  electrical  signal  bell  of  an  improved 
type  has  been  installed.  This  bell  is  independent  of 
the  passenger  signal  bell,  and  represents  a  decided  ad- 
vance over  the  old-type  bell  cord  running  through  the  car. 

The  cars  have  f-in.  hardwood  flooring,  covered  by 
i-in.  Celotex  insulation  and  |-in.  battleship  linoleum. 
This  type  of  floor  reduces  the  noise  reaching  the  interior 
of  the  car  and  is  easy  to  keep  clean.  Comfortably 
upholstered  longitudinal  seats  have  been  installed  to  facil- 
itate the  work  of  customs  inspectors. 

Ample  illumination  is  provided  by  six  dome-type 
lighting  fixtures,  extending  through  the  center  of  the 
car.  The  dash  is  lighted  by  five  56-watt  lamps,  mounted 
under  the  belt  at  each  end  of  the  car  and  placed  in  a 
covered-type  reflector  made  of  60-gage  metal.  These 
lights  are  completely  concealed  to  eliminate  all  direct 
glare.  The  entire  front  dash  of  the  car  is  illuminated 
by  these  lights,  creating  a  pleasing  eflfect. 

The  exterior  is  painted  with  an  attractive  color  scheme 
of  red,  white  and  blue.  The  interior  is  finished  in 
mahogany  enamel,  with  a  white  enamel  ceiling.  All 
lettering  and  striping  is  done  in  gold. 


Electric   Railway  Journal — Vol.75,  No. 13 
692 


By  S.  S.  Cook 
and  C.  Brockman 

Westinghouse  Electric  & 
Manufacturing   Company 


Progress  in 


Air-blast  transformer  re- 
cently supplied  to  the 
Reading  Company  for  its 
Philadelphia  electrification 


Railway  Transformer  Design 


IN  THE  development  of  transformers  for  railway 
service,  designers  have  endeavored  continuously  to 
reduce  the  weight  without  sacrificing  reliability. 
Some  of  the  things  which  have  contributed  largely  to  the 
reduction  in  weight  are:  (1)  use  of  structural  steel  end 
frames:  (2)  use  of  structural  steel  coil  bracing;  (3) 
cutting  the  corners  oflf  the  punchings;  (4)  omission  of 
the  metal  housing  around  the  punchings.  As  an  example 
of  what  has  been  accomplished  in  weight  reduction,  a 
360-kva.  transformer  built  in  1916  weighed  6,630  lb., 
while  a  similar  405-kva.  transformer  built  in  1930 
weighed  5,775  lb.  This  represents  a  decrease  in  pounds 
per  kilovolt-ampere  of  22^  per  cent. 

Railway  transformers  for  locomotive  and  motor  car 
service  are  similar  in  design,  the  only  differences  being 
the  size  and  method  of  mounting.  Locomotive  trans- 
formers are  mounted  in  the  cab,  while  motor  car  trans- 
formers are  suspended  beneath  the  body. 

Some  of  the  earlier  single-phase  railways  used  small 
oil-insulated  self-cooled  transformers.  Being  built  be- 
tween 1902  and  1906,  before  the  advent  of  welding,  cast- 
iron  tanks  were  standard  practice,  with  vertical  ribs  cast 
on  the  outside  of  the  case.  Since  the  transformers  had 
to  be  mounted  under  the  car,  a  long  low  tank  was  neces- 
sary. Using  the  standard  shell-type  construction,  the 
transformer   coils    were    placed    in    a   horizontal   plane. 


Typical  preventive  coil  of  modern  design 


Though  this  simplified  the  connections  and  made  it 
possible  to  bring  the  leads  out  through  the  cover  where 
there  was  least  chance  of  oil  leakage,  it  made  the  oil 
duct  horizontal  and  retarded  natural  oil  circulation. 

As  the  horsepower  of  the  motors  increased,  space 
limitations  would  not  permit  the  use  of  natural  cooling  for 
the  larger  transformers  required.  With  the  adoption  of 
11,000  volts  on  the  contact  line,  the  air  blast  transformer 
was  chosen.  For  a  given  rating  the  air-blast  transformer, 
including  its  blower  and  blower  motor,  is  smaller  and 
lighter  than  any  other  type  for  this  voltage  class.  Also, 
with  the  air  blast  transformer  the  leads  may  be  located 
where  most  convenient  to  the  car  wiring. 

On  the  first  New  York,  New  Haven  &  Hartford  in- 
stallation, each  motor  car  had  its  own  air-blast  trans- 
former, rated  at  450  kw.,  single  phase,  25  cycles,  11,000 
to  648  volts  at  full  load.  A  number  of  taps  gave  lower 
voltages  for  acceleration  points  and  for  the  compressor 
and  blower  motors,  heaters  and  lights.  To  keep  the 
reactances  approximately  the  same  on  all  taps,  the  low- 
voltage  winding  was  designed  with  full  voltage  per  group 
of  coils  and  all  groups  were  paralleled  by  connecting 
similar  leads  to  a  common  bus  bar  instead  of  being 
wound  with  full  current  per  group  and  all  groups  in 
series.     This  practice  still  is  standard  in  this  country. 

Insulation  design  of  the  early  railway  air-blast  trans- 
formers was  based  on  stationary  practice.  Since  the 
accumulation  of  dirt,  a  large  part  of  which  is  brakeshoe 
dust,  is  inherent  to  railway  service,  either  its  entrance 
had  to  be  prevented  or  the  transformer  designed  to 
withstand  a  reasonable  amount.  The  latter  course  was 
chosen  as  the  more  reliable  and  the  electrical  clearances 
considerably  increased. 

Coils  of  the  earlier  transformers  were  wound  of 
double  cotton-covered  copper  conductors  with  heavy 
l)aper  insulation  between  turns,  then  pressed  to  size  and 
taped.  After  treatment  in  insulating  compound  they 
received  more  layers  of  cotton  tape  and  further  treat- 
ment in  compound.  The  finished  coil  had  good  dielectric 
strength  but  was  weak  mechanically.  The  spacing  strips 
would  settle  into  the  tape,  practically  closing  the  air  ducts. 


Electric    Railway    Journal — December,    1931 
693 


Some  iniprovciiieiU  was  made  by  a  final  treatment  in 
insulating  varnish  after  putting  on  the  last  layer  of  tape, 
and  the  method  was  used  for  several  years. 

About  1913.  treatment  of  the  coils  in  synthetic  varnish 
was  started.  By  1917  the  practice  was  adopted  which 
has  become  standard.  The  coils  are  wound  with  heavy 
insulation  between  turns.  They  are  pressed  to  size  and 
treated  according  to  the  following  method :  ( 1 )  dipping 
in  synthetic  varnish;  (2)  pressing  between  steel  plates 
and  baking;  (3)  wrapping  with  several  layers  of  cotton 
tape;  (4)  dipping  in  synthetic  varnish;  (5)  pressing  be- 
tween steel  plates,  with  a  layer  of  paper  on  each  side  to 
give  a  smooth  surface,  and  baking;  (6)  dipping  in  clear 
varnish  enough  times  to  give  a  good  gloss,  baking  after 
each  dipping. 

Coils  of  modern  transformers  are  separated  by  wavy 


European  transformer  of  2,250-kva.  rating  for  use  on  15,000-volt  system 


b 


spacers,  and  are  assembled  in  groups  surrounded  by  the 
well-known  box -type  fuUerboard  insulation.  The  wavy 
spacers  support  each  conductor,  but  allow  the  cooling  air 
to  come  in  contact  with  both  sides  of  each  coil.  One  or 
more  fuUerboard  washers  give  ample  insulation  strength 
between  high  and  low  voltage  coils  and  between  coils  and 
iron.  Wavy  spacers  placed  all  around  the  coil  assembly 
provide  air  ducts  for  cooling  the  iron.  The  coils  are 
braced  to  withstand  the  mechanical  strain  of  a  short  cir- 
cuit on  any  low -voltage  tap  with  full  voltage  maintained 
on  the  high-tension  winding.  To  seal  and  weatherproof 
the  coils  and  insulation,  the  assembled  transformer  is 
given  several  dips  in  varnish  and  is  baked  after  each  dip- 
ping, thus  cementing  the  component  parts  into  one  solid 
mass.  The  disadvantage  of  somewhat  increased  cost  of 
repair  is  more  than  overcome  by  the  prevention  of  inde- 
pendent vibration,  reduction  in  noise,  and  lessened  likeli- 
hood of  loosening  of  parts  when  subjected  to  the  con- 
tinuous vibration  incident  to  railway  service. 

Laminated-steel  punchings,  insulated  to  reduce  eddy 
current  losses,  always  have  been  used  for  the  magnetic 
circuit.     The  corners  are  cut  off  so  as  to  maintain  uni- 


torm  cross-section  of  the  magnetic  circuit  and  to  provide 
a  place  for  tie  rods.  At  first  the  magnetic  circuit  was 
entirely  covered  by  a  metal  housing  bolted  to  the  end 
frames  as  a  protection  against  the  weather.  When  the 
practice  of  dipping  the  complete  transformer  in  baking 
varnish  was  adopted,  the  metal  housing  over  the  punch- 
ings was  no  longer  necessary. 

In  1923  some  of  the  railways  wished  to  provide  for 
future  increase  in  trolley  potential  to  16,500  or  22,000 
volts.  For  this  voltage  class,  the  insulation  clearances  for 
air  transformers  become  large,  thereby  increasing  the  di- 
mensions and  weight  to  such  an  extent  that  an  oil- 
insulated,  forced-cooled  transformer  will  have  approxi- 
mately the  same  weight  and  dimensions  and  a  somewhat 
greater  thermal  capacity. 

Transformers  supplied  to  the  Virginian  Railway  are 
typical  of  this  development.  These  are  rated 
2,350  kva.,  25  cycles,  single  phase,  with  high 
voltages  of  11,000  or  22,000  and  low  voltage 
of  1,500  with  the  necessary  notching  taps. 
The  core  and  coils  are  similar  to  those  of  any 
standard  oil-insulated  transformer,  except  for 
dipping  in  varnish,  and  more  elaborate  core 
bracing.  A  false  cover  or  baffle  plate  mounted 
inside  the  case  slightly  below  the  oil  level  pre- 
vents splashing.  The  leads  pass  through  this 
cover  through  bushings,  and  current  trans- 
formers and  other  auxiliary  apparatus  are 
mounted  on  it.  Both  the  oil  inlet  and  outlet 
are  at  the  bottom  of  the  tank  and  piped  on  the 
inside,  so  that  the  cold  oil  enters  at  the  bot- 
tom of  the  tank  near  the  center  and  the  hot 
oil  is  drawn  from  the  top.  The  hot-oil  outlet 
pipe  is  at  the  side  of  the  case  just  far  enough 
lielow  the  minimum  oil  level  to  prevent  its 
l)eing  out  of  the  oil  when  the  locomotive 
sways  or  goes  around  a  banked  curve.  The 
transformer  is  cooled  by  forced  circulation 
of  117  gal.  of  oil  per  minute  through  a  suit- 
able radiator,  which,  in  turn,  is  cooled  by  a 
blast  of  6,000  cu.ft.  of  air  per  minute. 

Preventive  coils,  which  are  used  in  connec- 
tion with  control  equipment  to  permit  change 
from  one  control  tap  to  the  next  without 
interrupting  the  current,  are  small  auto-trans- 
The  first  ones,  being  small,  were  self -cooled 
and  the  coil  ends  were  totally  inclosed  with  end  bells. 
.'\s  the  capacity  of  the  preventive  coils  increased, 
screens  were  inserted  in  the  end  bells,  allowing  air  to 
circulate  around  the  ends  of  the  coils.  With  further 
increase  in  capacity  it  was  necessary  to  resort  to  artificial 
cooling,  and  since  blowers  were  available,  the  air  blast 
type  was  used.  The  forming  and  treatment  of  the  coils, 
and  the  assembly  and  treatment  of  the  insulation,  are  the 
same  as  those  of  the  main  unit. 

European  practice  tends  toward  higher  trolley  voltages, 
and  so  oil-insulated,  forced-cooled,  air  blast  transformers 
are  used  extensively.  A  recent  typical  transformer  of 
this  type  is  rated  2,250  kva.  in  summer  and  2,650  kva. 
in  winter,  the  additional  capacity  being  used  for  train 
heating.  It  is  single-phase,  16f  cycles,  15,000  to  629 
volts,  with  suitable  notching  taps.  This  transformer  is 
of  the  shell  t3pe  of  con.struction  and  the  main  trans- 
former and  three  preventive  coils  are  placed  in  the  same 
tank.  The  switch  groups  and  all  connections  are  mounted 
on  top  of  the  tank  cover.  The  tank  is  of  welded  boiler 
plate  with  external  cooling  tubes. 


formers. 


Electric   Railway  Journal — Vol.75,  No.12 
694 


I 


London  Underground  Railway 


Interlocking  connections  at  the 
Hammersmith  Station  in  Lon- 
don are  controlled  from  this' 
board 


Modernizes  Signal  Equipment 


MODERNIZATION  of  signaling  equipment  on  the 
London  Underground  Railways  has  been  in  progress 
for  some  time.  The  work  involved  includes  replace- 
ment of  the  original  direct-current  track  circuit  appa- 
ratus by  alternating-current  apparatus  of  the  condenser 
fed  type.  All  relays  are  being  equipped  with  removable 
tops  fitted  with  spring-loaded  terminals,  the  bottom 
portion  of  which  makes  contact  with  studs  on  the  fixed 
top  of  the  relay.  These  tops,  by  means  of  which  a  relay 
can  be  changed  without  interference  with  its  wiring, 
were  developed  on  the  underground  railways  in  order  to 
avoid  delays.  While  the  change  of  a  relay  due  to  a 
faulty  contact  is  very  infrequent,  the  delay  to  traffic 
is  serious  with  a  1  ^-minute  train  service,  particularly 
on  the  tube  railway  sections  where  a  man  cannot  remain 
in  the  tunnel  while  trains  are  running.  With  the 
removable  top  a  relay  can  be  changed  in  30  seconds 
without  errors  in  wiring  which  are  liable  to  occur  where 
many  wires  have  to  be  transferred.  These  tops,  intro- 
duced in  1927,  have  been  of  such  benefit  that  they  have 
been  adopted  as  standard. 

Circuit  breaker  boxes  have  been  installed  at  train 
stops,  and  wiring  alterations  have  been  made  to  indicate 
that  signals  and  train  stops  have  correctly  operated  to 
danger. 

Power  interlocking  frames  have  been  completely  over- 
hauled, including  replacement  of  all  contacts  by  an 
entirely  new  and  improved  type,  whose  contact  portions 


Alternating-current  equipment  replaces  the 
old  d.c.  system.  New  type  of  interlock- 
ing tower  adopted  to  facilitate  inspection 


are  chromium  plated  and  polished.  These  are  surrounded 
by  bakelite  partitions  and  slotted  bases  to  prevent  any 
pieces  of  wire  or  other  metal  lodging  across  the  contacts 
and  completing  a  circuit  incorrectly.  Visuals  are  also 
provided  for  the  signal  and  point  levers,  and  where  a 
train  stop  is  operated  by  a  move  from  the  opposite  direc- 
tion, a  visual  is  also  provided. 

Relay  rooms  are  being  rewired,  and  in  several  of  them 
new-type  metal  relay  racks  are  installed.  Care  has  been 
taken  to  improve  the  run  of  cables  and  to  make  the 
wiring  neat  and  orderly  to  assist  general  maintenance 
and  reduce  the  possibility  of  accumulation  of  dirt. 

In  connection  with  the  western  extension  of  the 
Piccadilly  Railway,  now  being  constructed,  and  the  con- 
sequent alterations  to  the  platform  at  Hammersmith,  a 
new  signal  cabin  was  built,  incorporating  the  latest 
developments.  On  account  of  the  limited  area  available 
alongside  the  tracks,  the  new  two-story  cabin  has  been 
built  on  top  of  the  adjoining  retaining  wall  on  the  south 
side  of  the  Metropolitan  District  Railway  westbound 
platform.  The  top  floor  comprises  the  signal  cabin,  line- 
men's depot,  lavatory  and  a  small  locker  room.     The 


Electric    Railway   Journal — December,   1931 
695 


Access  to  a  gallerj'  beneath   the  board  is  obtained  through 
a  door  in  the  end  of  the  cabinet 


The  relay  room  is  directly  beneath  the  signal  cabin.     A  ladder 
leads  to  the  gallery  below  the  control  board 


lower  floor  is  used  as  a  relay  room.  The  building  is  of 
a  different  design  from  the  usual  signal  cabin,  the  amount 
of  window  space  being  considerably  reduced.  The  center 
window  projects  so  that  the  signalman  can,  if  neces- 
sary, look  out  in  either  direction. 

The  interior  of  the  cabin  is  finished  with  tiles  with 
filleted  corners  at  the  bottom  of  the  walls  and  round 
the  frame.  The  frame  casing  has  been  extended  to  form 
a  booking  desk  and  to  accommodate  the  telephone  switch- 
board, as  well  as  to  cover  over  the  entrance  to  a  plat- 
form under  the  locking  frame. 

The  Underground  company  some  years  ago  developed 
the  plan  of  providing  an  opening  in  the  floor  of  the 
cabin  under  the  locking  frame,  with  a  platform  below  so 
that  the  maintenance  men  might  stand  upright,  thus 
facilitating  maintenance  of  contacts,  magnets,  etc.  This 
platform  is  also  reached  by  steps  from  the  relay  room. 
The  arrangement  is  now  incorporated  in  all  signal 
cabins  where  practicable. 

The  locking  frame  at  Hammersmith  was  an  old  one 
rebuilt  for  the  purpose.  The  leg  castings  were  dis- 
pensed with,  and  the  sections  fixed  on  steel  joists,  with 
the  ends  supported  at  the  back  of  the  frame  by  means 
of  a  wall  built  up  from  the  cabin  floor  and  tiled  on  the 
outside. 

The  switchboard  for  various  signaling  main  cables  is 
in  the  signal  cabin  portion  of  the  building,  but  no  live 
parts  are  exposed.  The  back  of  the  board  with  the  con- 
nections is  in  the  adjacent  linemen's  depot  and  is  covered 
by  a  cabinet.  This  result  is  made  possible  by  the  use 
of  "back  of  board"  switches  with  operating  liandles  on 
the  front.  In  the  lower  portion  of  the  board  are  four 
circuit  breakers  of  the  Igranic  type  for  the  cabin  trans- 


formers and  ring  mains.  The  signalman  cannot  tri]3 
them,  but  is  able  to  reset  them  if  they  are  tripped. 

Considerable  thought  was  given  to  the  arrangement 
of  the  relay  room  fittings,  especially  in  connection  with 
fire  prevention  and  with  a  tidy  arrangement  of  cables  and 
wiring.  The  relay  racks  are  accessible  from  each  side 
and  have  been  designed  to  give  as  little  area  as  possible 
for  the  settlement  of  dust.  The  uprights  are  formed  of 
angles.  On  the  horizontal  bars  attached  to  them  are 
screwed  cross-pieces  for  supporting  the  relays.  The 
underside  of  this  support  is  bent  to  carry  the  U-shaped 
supports  to  which  the  removable  tops  of  the  relays  can 
be  hung  when  it  is  necessary  to  change  a  relay. 

The  wires  are  taken  along  the  back  of  the  rack  in 
aluminum  hooks,  and  the  wires  lead  down  to  one  side 
of  the  relay  top  and  lie  flat,  the  ends  of  the  wire  at  the 
terminal  being  covered  by  a  small  insulating  collar. 
Relays  on  the  shelves  are  of  different  colors,  in  accord- 
ance with  a  standard  coloring  scheme  adopted  by  the 
company,  so  that  a  relay  can  be  immediately  recognized 
as  to  its  operating  voltage  and  class,  i.e.,  track,  line  or 
point  indication. 

The  fuses  are  supported  on  small  section  channels,  the 
racks  being  sloped  in  order  to  economize  space  by  giving 
the  greatest  accommodation  either  at  the  Ijottom  or 
top  as  required  by  the  incoming  or  outgoing  cables.  A 
number  of  the  track  circuits  in  the  vicinity  of  the  cabin 
are  fed  from  the  cabin  through  isolating  transformers 
and  condensers  which  are  housed  in  the  relay  room. 

The  work  of  changing  over  from  the  old  cabin  to  the 
new  one  was  carried  out  in  one  night  of  about  six  hours 
without  any  delay  or  rearrangement  of  traffic.  All  the 
work  was  carried  out  by  the  company's  own  staff. 


Electric   Railway  Journal — Vol.75,  No.13 
696 


Analysis  of  Maintenance  Costs 
on  43  Properties 


operating 

287,082,000  Car-Miles 


EXPENDITURES  f  o  r 
maintenance  consiiine  a 
large  part  of  the  revenue 
(iljtained  by  the  electric  railways 
every  year.  If  the  maintenance 
dollar  could  be  made  to  accom- 
plish  more  than   it   does   at   the 

present  time,  a  large  sum  would  be  added  to  the  net 
income  of  the  industry.  It  is  for  this  reason  that  an 
analysis  of  the  data  submitted  by  43  electric  railways  in 
the  competition  for  Electric  Railway  Journal's 
Maintenance  Contest  Award  for  excellence  in  mainte- 
nance work  during  the  year  1930  is  presented  here. 
No  attempt  is  made  to  draw  any  definite  conclusions 
from  the  figures  presented  nor  to  show  any  relation  be- 
tween cost  and  performance,  or  any  of  the  other  factors 
considered,  but  it  is  believed  that  they  are  worth  careful 
study  from  which  individual  companies  can  make  their 
own  comparisons  and  conclusions.  To  the  companies 
which  are  scrutinizing  their  maintenance  costs  as  a  result 
of  the  present  demand  for  a  reduction  in  expenditures, 
this  information  should  serve  as  a  valuable  guide,  and 
a  check  for  any  cost  analysis  they  may  undertake.  The 
information  compiled  does  not  cover  the  entire  industry, 
l)ut  it  does  cover  a  good  part  of  it,  as  indicated  by  the 
comparisons  in  the  first  table.  The  average  figures 
obtained  are  close  approximations  to  those  for  the  in- 
dustry as  a  whole.  It  is  believed  that  this  detailed  com- 
pilation of  maintenance  costs  is  the  largest  in  size  and 
number  of  operations  that  has  been  made  in  recent  years. 
During  1930  electric  railways  spent  more  than  $214.- 
000,000  for  maintenance  of  way  and  of  equipment,  this 
figure  representing  about  21  per 
•cent  of  the  total  gross  revenue. 
Viewing  this  large  item  of  cost 
in  another  light,  of  the  7.77  cents 
•collected  for  each  fare,  using 
A.  S.  Richey's  figure  for  the 
average  fare  in  the  United  States 
during  1930,  1.63  cents  was 
needed  to  meet  the  cost  of  main- 
tenance. With  the  magnitude  of 
these  figures  in  mind,  possible 
savings  to  the  industry  resulting 
from  a  careful  cost  analysis  of 
maintenance  work  by  all  compan- 
ies loom  large. 

The  range  of  the  variations  of 
cost  for  the  companies  in  the  con- 
test is  clearly  shown  in  the  charts. 
They  appear  large  enough  to 
make  us  believe  that  some  com- 
panies  are   not   getting   the    full 


and 


58,595,000  Bus-Miles 


Division  of  cost  of  mamfenamce 

for   electric  rtailwwy  operation. 
Total   Is  5.67  cents  fzi- cat-  mWz 


value  of  their  maintenance  dollar. 
Why  should  there  be  differences 
of  as  much  as  300  per  cent  be- 
tween the  low  and  high  figures  in 
these  various  items  of  mainte- 
nance cost?  If  some  companies 
have  been  able  to  reduce  their 
cost  to  a  low  figure,  other  companies  should  be  able  to 
approach  that  figure.  That  there  are  uncontrollable 
factors  that  enter  into  the  cost  of  some  companies  is 
realized.  These  may  be  differences  in  wage  rates,  local 
conditions,  franchise  requirements,  etc.  Nevertheless, 
a  careful  cost  analysis  of  maintenance  expenditures  would 
show  up  leaks  in  the  maintenance  budget  of  many 
companies. 

A  cost  analysis  of  itself  will  not  reduce  maintenance 
expenditures,  but  it  will  show  how  to  accomplish  a  re- 
duction by  indicating  where  each  maintenance  dollar  is 
spent,  and  what  it  is  accomplishing.  Comparisons  with 
results  achieved  by  other  companies  in  the  industry  will 
point  out  where  any  company  is  falling  behind  the  gen- 
eral average  for  the  industry.  A  decrease  of  10  per 
cent  in  the  industry's  bill  for  maintenance,  achieved  by 
more  efficient  methods  and  a  better  use  of  facilities, 
would  result  in  a  saving  of  $21,000,000  to  the  electric 
railways.  Such  a  saving  would  well  repay  any  effort  the 
industry  might  make  in  arriving  at  this  goal. 

With  the  idea  of  broadening  the  scope  of  the  mainte- 
nance contest  which  has  been  conducted  by  Electric 
Railway  Journal  since  1927,  it  was  decided  to  base 
the  company  awards  in  1931  on  data  showing  the  general 
character,  quality  and  cost  of  the  maintenance  work 
done  by  the  various  companies  in 
the  industry  during  the  calendar 
year  1930.  The  information  re- 
quested was  divided  into  four 
groups,  these  being  car  mainte- 
nance, bus  maintenance,  track 
maintenance  and  overhead  line 
maintenance.  From  this  informa- 
tion, the  judges  were  able  to  make 
a  comparison  of  the  results  ac- 
complished. The  award  for  the 
\ear  1930  was  made  to  the 
Georgia  Power  Company,  At- 
lanta division.  A  feature  article 
describing  the  maintenance  meth- 
ods of  that  company  was  pub- 
lished in  the  November  issue. 

The  43  companies  entered  in 
the  contest  form  a  good  cross- 
section  of  the  entire  industry  for 
comparative  purposes.     They  are 


Electric    Railway    Journal — December,    1931 
697 


Synopsis  of  Data  for  the  Year  1930  of  All  Companies 

in  Maintenance  Contest 


Car  Maintenance 

Number  of  companies 43 

Passenger  cars  owned 11,189 

Per  cent  of  passenger  cars  owned  by  all  elec- 
tric railways 14.3 

Average  age  of  cars,  years 14.5 

Estimated  average  age  of  cars  owned  by  all 

electric  railways,  as  of  January,  193l,vears  19.5 

Car-miles  operated ". ". '.....   287,082,000 

Per  cent  of  car-miles  operated  by  all  electric 

railways 12.9 

Weighted  Average  Cost  of  Car  Mainte- 
nance, Cents  per  Car-Mile 3. 23 J 

t Average  cost  of  car  maintenance  for  201  com- 
panies, cents  per  car-mile 3.  05| 

Average  car-miles  per  pull-in  for  39  companies  1 8, 726 

Cars  overhauled 5,082 

Per  cent  of  total  number  of  cars  owned 46.4 

Bus  Maintenance 

Number  of  companies  operating  buses 30 

Buses  owned 1,862 

Per  cent  of  buses  owned  by  all  electric  railways  13.8 

Average  age  of  buses,  years 3.7 

Estimated  average  age  of  buses  owned  by  all 

electric  railways 3.9 

Bus-miles  operated 58,595,000 

Per  cent  of  bus-miles  operated  by  all  electric 

railways 14.7 

■Weighted  Average  Cost  of  Bus  Mainte- 
nance, Cents  per  Bus-mile 5.  I2t 

fAverage   cost   of   bus    maintenance   for   80 

companies,  cents  per  bus-mile 4.  47t 


Average   bus-miles   per  pull-in   for   25   com- 
panies   4,554 

Buses  overhauled 83 1 

Per  cent  of  total  number  of  buses  owned 44.6 

Track  Maintenance 

Number  of  companies 43 

Miles  of  paved  track 2,933 

Miles  of  open  track 2,200 

Total  miles  of  track 5, 1 33 

Per  cent  of  total  miles  of  track  for  all  electric 

railways 11.8 

Miles  of  track  completely  reconstructed 111,61 

Per  cent  of  total  miles  of  track 0.26 

Miles  of  paved  track  reconditioned 216 

Miles  of  open  track  reconditioned 142 

Miles  of  new  rail  laid 74.  57 

New  ties  laid  in  open  track 296,088 

Weighted  Average  Cost  of  Track  Mainte- 
nance, Cents  per  Car-mile 1 .  99J 

Overhead  Line  Maintenance 

Number  of  companies 43 

Miles  of  trolley  wire 5,133 

Miles  of  trolley  wire  renewed 281 

Per  cent  of  total  miles  of  trolley  wire 5.  47 

Average  trolley  wire  breaks  per  1,000  car-miles  0.  0921 
Average  trolley  wire  breaks  per  1,000  kw.-hr.  0.0386 
Weighted  Average  Cost  of  Line  Mainte- 
nance, Cents  per  Car  Mile 0.45 J 

tStati.stics  compiled  by  th'^  .\raerican  Electric  Railway  Aasociation. 
tDocs  not  include  df  prrci  ition. 


% 


located  all  over  the  United  States  with  several  in 
Canada  and  one  in  Cuba.  Their  operations  constitute 
13  per  cent  of  the  car-miles  and  15  per  cent  of  the  bus- 
miles  operated  by  the  entire  electric  railway  industry 
during  1930.    Of  the  43  companies,  30  operate  buses. 

The  information  requested  by  the  judges  included  the 
following :  For  car  maintenance — cost  of  car  mainte- 
nance per  car-mile,  total  car-miles  operated,  average  car- 
miles  per  pull-in,  per  cent  of  total  active  cars  overhauled, 
bases  of  inspection,  of  overhaul„of  painting,  and  of  gen- 
eral cleaning,  and  average  age  of  cars  in  service ;  for 
track — cost  of  track  maintenance  per  car-wiile,  total 
mileage  of  open  track,  percentage  of  open  track  recondi- 
tioned during  the  year,  total  mileage  of  paved  track, 
percentage  of  paved  track  reconditioned,  mileage  of  track 
completely  reconstructed,  mileage  of  new  rails  laid,  and 
number  of  new  ties  installed  in  open  track;  for  over- 
head lines — cost  of  overhead  line  maintenance  per  car- 
mile,  trolley  wire  breaks  per  1,000  car -miles,  trolley  wire 
breaks  per  1,000  kw.-hr.  of  energy  consumed,  and  per 
cent  of  trolley  wire  renewed  during  the  year.  Informa- 
tion was  requested  for  bus  maintenance  along  the  same 
lines  as  was  requested  for  car  maintenance.  Most  of  this 
information,  compiled  for  all  the  companies  as  a  grovip, 
is  shown  in  the  table  above  with  pertinent  figures  for  the 
industry  as  a  whole. 

Included  in  the  cost  of  car  maintenance  per  car-mile 
were  the  accounts  Nos.  29,  30,  31,  32,  33.  36,  37,  38, 
39,  70  and  71.  Depreciation  was  not  included  in  either 
the  cost  of  car  maintenance  or  of  bus  maintenance.    The 


weighted  average  cost  of  car  maintenance  in  cents  per 
car-mile  for  the  43  companies  is  3.23.  The  figure  for 
bus  maintenance  for  30  companies  is  5.12.  These  costs 
are  shown  in  the  chart  by  companies. 

The  pull-in  records  for  each  company  are  shown  in 
the  last  table.  For  the  purpose  of  this  contest  a  pull-in 
was  described  as  any  vehicle  which  was  removed  from 
service  prior  to  the  completion  of  its  regular  run,  for 
any  mechanical,  electrical  or  man-failure  or  accident. 
If  pull-ins  were  recorded  on  a  different  basis  an  explana- 
tion was  requested.  The  relation  between  the  car-miles 
l^er  car  pull-in  and  the  bus-miles  per  bus  pull-in  is  of 
interest.  The  ratio  is  about  4:1.  In  other  words,  for 
every  mile  a  bus  operated  without  interruption  to  serv- 
ice, the  electric  car  operated  4  miles. 

The  figure  on  average  age  of  passenger  cars,  shown 
in  the  first  table,  is  also  interesting.  The  average  age 
of  passenger  cars  operated  by  the  companies  in  the  con- 
test is  five  years  less  than  the  average  age  of  passenger 
cars  owned  by  all  electric  railways,  as  in  January,  1931. 
The  latter  figure  was  obtained  from  the  best  informa- 
tion available.  A  nation-wide  survey  on  the  age  of  pas- 
senger cars  owned  by  all  electric  railways  was  published 
in  Electric  Railway  Journal  of  Jan.  2.  1926.  This 
information  was  brought  up  to  date  by  statistics  of  new 
cars  purchased  and  cars  junked  by  the  electric  railways 
since  that  time.  Likewise,  the  figure  for  the  average 
age  of  buses  was  obtained  from  annual  statistics  of  new 
buses  purchased  and  buses  junked.  Here  the  difference 
between  the  average  age  for  the  industry  and  the  aver- 


Electric   Railway   Journal — Vol.75,  No.13 


Cost  of  Car  Mairtenonce 
COMPANIES  Cents  per  Car  Mile 

0.5        1.5       2.5       3.5       4.5 


Cost  of  Bus  Majn^enarice 

Cents  per  Bus  Mile 

0.5       1.5 2.5       3.5       4.5       5.5 


Cost  of  XracU.  Maintenance 
Cents  per  Car  Mile 
2.0       3.0       4.0       5.0 


Cost  of  OverHefld  Line  Maintenance 
Cents  per  Car  Mile 
0.2       04       0.6       0.8        1.0 


•1  Alabama  Power  Co, 

.2  Altoona&Lo^anValleyEletRy. 

3  ArkflrtSas  Powerfi  Light  Co, 

4  Arkansas  Va  I  ley  Inter  Ry. 

5  Berlin  Street  Ry.,  N.H. 

6  Chicago  a  Joliet  ElcctricRy. 

7  City  Railway, Dayton, Ohio 

8  Cleveland  Railway 

9  Denver  Tramway 
10  Des  Moines  Railway 


11  Detroit  Dcp't  of  Street  Rys, 

\2  Duluth  Street  Ry. 

13  Erie   Railways 

14  Georgia PowerCo„AtlaritflDlv, 

15  Haviana  Electric  Ry. 

16  Honolulu  Rapid  Transit 

17  Jamaica  Central  Rys.pN.Y. 

18  Louisville  Railway 

19  Memphis  Street  Ry, 

20  Missouri  Power  &  Light  Co, 


21  New  Orleans  Public  Service 

22  Nova  Scotia  Light  &  PowcrCo 

23  Offlaha&Councll  Bluffs  St  Ry. 

24  Ottawa  Electric  Ry. 

25  Pkicific  Electric  Ry, 

26  Pacific  Northwest  Public  Serv. 

27  Peoples  Ry. ,  Dayton,  Ohio 

28  Pittsburgh  County  Ry 

29  Poi^hkeepsie&Mippin^Fallsliy. 

30  Porto  liico  Ry,  Light  ft  Power  Co 


31 
32 
33 
34 
35 
36 
37 
38 
39 
40 


Quebec  Ry,  Light  &  Power  Co 
5f,Jo5ei>h  Ry.Light.Heat&PwrCo. 
Salt  Lake  &  Utah  R.R. 
San  Antonio  Public  Service 
Springfield  Street  Ry 
South  Carolina  Power  Co. 
Southern  Colo  rado  Power  Co. 
Tampa  Electric  Co.,Fla. 
Three  Rivers  Traction  Co. 
Trenton  Transit  Co. 


41  Virginia  Electrlc&PowerCo. 

42  Winnipeg  Electric  Co. 

43  Worcester  Consolidoted  St.  Ry. 


*  Ooes  not  Include  Doub/e-a/ec/t  buses 
Maintenance  costs  shown  for  all  companies  in  the  contest.      Average    costs    represent    weighted    averages 


age  age  for  the  companies  in  the  contest  is  only  0.2  year. 

In  compiling  the  information  on  the  basis  of  inspec- 
tion for  cars  and  buses,  it  was  revealed  that  very  little 
uniformity  existed  in  the  practices  of  the  electric  railways 
in  this  work.  There  appears  to  be  equal  non -uniformity 
in  the  bases  for  car  maintenance  and  bus  maintenance. 
Answers  to  these  questions  are  given  briefly.  Car  mainte- 
nance will  be  taken  first.  Inspection  of  cars  was  done 
by  twenty  companies  on  the  basis  of  elapsed  time,  of 
mileage  by  eighteen  companies  and  of  energy  consumed 
by  one  company.  In  the  first  group  nine  companies  re- 
ported inspections  every  seven  days,  three  companies 
daily,  three  companies  every  three  days,  and  two  com- 
])anies  every  eight  days. 

In  the  second  group  fourteen  companies  reported 
inspections  every  1,000  miles. 

The  basis  of  car  overhaul  was  reported  by  twenty 
companies  as  miles  operated,  and  by  twelve  companies 
as  elapsed  time.  In  the  first  group  twelve  companies 
overhauled  cars  between  50,000-75,000  miles,  three  com- 
panies at  80,000  miles  and  two  companies  at  40,000 
miles.  In  the  second  group  four  companies  overhauled 
their  cars  every  24  months,  and  two  companies  between 
18  and  24  months.  The  variations  in  this  group  range 
from  6  to  36  months.  The  variations  in  the  mileage 
group  range  from  40.000  to  120.000  miles. 

Car  painting  was  done  on  a  basis  of  elapsed  time  by  28 


companies,  and  on  a  basis  of  miles  operated  by  four 
companies.  Five  companies  report  no  definite  period 
for  painting.  In  the  group  of  elapsed  time,  twenty  com- 
panies painted  cars  in  periods  of  18  to  24  months.  Three 
companies  reported  painting  every  30  months.  The 
variation  in  this  group  ranged  from  seven  months  to 
three  years.  The  variation  in  the  mileage  basis  of  paint- 
ing ranged  from  40,000  miles  to  90,000  miles. 

Car  cleaning  was  done  on  the  basis  of  elapsed  time  by 
22  companies  and  on  a  basis  of  mileage  operated  by 
five  companies.  In  the  first  group  six  companies  cleaned 
cars  every  day,  five  companies  every  seven  days,  and 
three  companies  every  three  days.  The  variations  ranged 
from  1  to  30  days.  The  variations  in  the  second  group 
ranged  from  1.000  miles  to  5,000  miles. 

Buses  were  inspected  on  the  basis  of  miles  operated  by 
seventeen  companies,  and  on  the  basis  of  elapsed  time 
by  seven  companies.  In  the  first  group  nine  companies 
ins{>ected  buses  every  1,000  miles,  and  five  companies 
every  2,000  miles.  Variations  ranged  from  750  miles 
to  10,000  miles.  In  the  second  group  three  companies 
inspected  buses  daily  and  three  companies  weekly. 

Basis  of  overhaul  of  buses  was  miles  operated  for 
fifteen  compa'  ies,  and  elapsed  time  for  five  companies. 
In  the  first  group  four  companies  overhaul  buses  every 
50,000  miles  and  four  companies  between  50,000-75.000 
miles.     The  variations  ranged  from  25,000  to  100.000. 


Electric    R.\ilway    Journal — December,    1931 
699 


Pull-in  Records  and  Trolley  Wire  Breaks 


Average 

Car-Miles 

per 

Pull-in 


Company 

I.  Alabama  Power  Company. I?-  'PQ 

Altoona  &  Logan  Valley  Electric  Ry.. 


4.70B 
18,020 
No  report 
No  report 
2,700 
4,576 
2.225 
6,146 
6,270 


Average 

BuB-Miles 

per 

Pull-in 

0 

2.844 

4,718 


1,200 

'2,6306 
1,363 
3.340 
49,408 
No  report 
4,000 
2,883 


3,380 
5,195 
2,570 


No  report 
No  report 


1,977 
2,264 
6.741 
1.454 


No  report 


1,473 

'2,392 
2.400 


2. 

3.  Arkansas  Power  &  Light  Co, 

4.  Arkansas  V'alley  Interurban  Railway 

5.  Berlin  Street  Railway,  Berlin,  N.  H. . 

6.  Chicago  &  Joliet  Electric  Railway .  .  . 

7.  City  Railway,  Dayton,  Ohio 

8.  Cleveland  Railway 

9.  Denver  Tramway 

10.  Des  Moinea  Railway 

1 1.  Detroit  Dept.  ol  Street  Railways I JJIO 

12.  Duluth  Street  Railway 2,348 

13.  Erie  RaUways 6,500 

1 4.  Georgia  Power  Company,  Atlanta  Div . .  142, 678 

1 5.  Havana  Electric  Railway 6, 206 

16.  Honolulu  Rapid  Transit  Co 27,878a 

17.  Jamaica  Central  Railways,  N.  Y 1,309 

18.  Louisville  Railway 6,085 

19.  Memphis  Street  Railway 27,923 

20.  Missouri  Power  &  Light  Co No  report 

21.  New  Orleans  Public  Service 162,905 

22.  Nova  Scotia  Light  &  Power  Co 2,0 1 4 

23.  Omaha  &  Council  Bluffs  Street  Ry 2,329 

24.  Ottawa  Electric  Railway 2, 1 45 

25.  Pacific  Electric  Railway 24,652o 

26.  Pacific  Northwest  Public  Service  Co. . .  .  4,838 

27.  People's  Railway,  Dayton,  Ohio 6,221 

28.  Pittsburg  County  Railway 15.300 

29.  Poughkeepsie  AWappingers  Falls  Ry. .  No  report 

30.  Porto  Rico  Railway,  Light  &  Power  Co. .  1 9,567 

31.  Quebec  Railway,  Light  &  Power  Co 1,566 

32.  St.  Joseph  Ry.,  Light,  Heat  &  Power  Co.  7,260 

33.  Salt  Lake  &  Utah  Railroad 1 00,464a 

34<  San  Antonio  Public  Service  Co 8,099 

35.  Springfield  Street  Railway 1,800 

36.  South  Carolina  Power  Company 12,000 

37.  Southern  Colorado  Power  Company ...  .  16,631 

38.  Tampa  Electric  Company 4,497 

39.  Three  Rivers  Traction  Company 1 3. 1 43 

40.  Trenton  Transit  Company 6.096 

4L  Virginia  Electric  &  Power  Company 19.898 

42.  Winnipeg  Electric  Company 2.730 

43.  Worcester  Consolidated  Street  Ry 1.855 

Average 18,726 

a  Pull-ins  due  to  mechanical  failures. 
b  Single-deck  buses  only  included. 

In  the  second  group  the  variations  ranged  from  6  to 
24  months.  Bus  painting  on  the  basis  of  elapsed  time 
was  done  by  fourteen  companies,  and  on  the  basis  of 
miles  operated  by  three  companies.  In  the  first  group 
six  companies  paint  buses  every  24  months  and  four 
companies  every  twelve  months.  The  variations  ranged 
from  12  to  36  months.  The  three  companies  painting 
buses  on  the  basis  of  mileage  did  so  between  750,000 
and  100,000  miles. 

Cleaning  of  buses  was  done  on  elapsed  time  by  21  com- 
panies, and  only  by  three  companies  on  the  basis  of 
miles  operated.  In  the  first  group  ten  companies  cleaned 
buses  daily,  four  weekly  and  four  monthly.  The  mileage 
basis  for  the  other  three  companies  is  1 ,000  miles. 


2.177 
1.988 
2.628 
2.468 
970 
1.397 

4,554 


Trolley 

Wire 

Breaks 

per  1,000 

Car-Miles 

No  report 
0.01600 
0.00454 
0.00360 
0 
0.00800 
0.01700 
0.00082 
0.00254 
0.00390 
0.00242 

No  report 
0.00001 
0.00099 
0.01254 
0.00130 
0.00694 
0.00496 
0.00246 
0.01000 
0.00083 
0.00150 
0.01800 
0.00224 
0.00345 
1.61000 
0.00001 
0.04680 

No  report 
0.00161 
0.00800 
0.02740 
0.00055 
0.00023 
I . 20000 
0.00670 
0.01500 
0.02050 
0.6000 
O.OIOIO 
0.00060 
0.00392 
0.00800 


0.0921 


Tail  Light  Warns  of  Defective 
Line  Switch*  by  r.  w.  james 

Electrician 
Ottawa  Electric  Railway 

PROMPT  indication  of  frozen  contact  tips  of  auto- 
matic line  switches  is  had  on  cars  of  the  Ottawa  Elec- 
tric Railway  by  wiring  the  green  tail  light  so  that  it  will 
burn  when  two  of  the  contacts  are  frozen.  As  all  our 
new  cars  are  equipped  with  a  red  and  a  green  tail  lights 
for  traffic  purposes,  this  was  accomplished  by  a  simple 
change  in  the  connection  of  the  tail  light  circuit.  For- 
merly, to  determine  whether  any  of  the  contact  tips  were 
frozen,  it  was  necessary  to  examine  the  switch,  or  to 
notch  up  the  controller  with  the  control  switch  oflf. 
Occasionally  repair  men  would  be  badly  burned  when 
working  on  a  controller  without  knowing  of  the  de- 
defective  switch. 

The  connection  of  the  tail  light  circuit  was  changed 


from  the  R-1  terminal  in  the  controller  to  the  trolley 
terminal,  without  interfering  with  the  original  purpose 
of  the  lights.  \\'\\h.  this  connection,  current  will  flow 
to  the  green  tail  light  when  there  are  two  line  switch 
contacts  frozen.  If  a  car  is  standing  still  on  the  street  or 
in  the  carbarns  with  both  the  green  and  red  light  burn- 
ing at  the  same  time  it  is  an  indication  that  the  main 
line  switch  is  defective,  '^''hen  this  occurs  repairs  are 
made  as  soon  as  possible.  All  inspectors  are  instructed  to 
notify  the  repair  department  when  they  see  both  tail  lights 
burning  on  a  car. 


Bumper  Straightener*    by  w.  r.  mcRae 

Superintendent  of  Rolling  Stock  and  Shops 
Toronto  Transportation  Commission 


Appearance  of  cars  is  improved  when  bumpers 
are  kept  in  shape  with  the  straightener 

USE  of  a  bumper  straightener  has  much  to  do  with 
the  well-kept  appearance  of  the  cars  of  the  Toronto 
Transportation  Commission.  It  is  somewhat  similar  tr> 
the  ordinary  manual  rail  bender,  except  that  the  force  is 
exerted  in  a  reverse  direction.  The  device  consists  of  a 
heavy  horseshoe -shaped  steel  casting  that  rests  on  suitable 
pads  placed  against  the  anticlimber.  From  the  center  ex- 
tends a  heavy  steel  hook  that  is  placed  behind  the  bumper, 
and  force  is  exerted  by  the  revolving  of  the  ratchet-oper- 
ated nut  that  is  mounted  on  the  square  threaded  end  of 
the  hook.  The  whole  is  mounted  on  a  four-wheel  truck, 
and  by  turning  a  screw  it  can  be  elevated  so  as  to  be  used 
for  different  heights  of  car  bumpers.  One  of  these 
handy  tools  is  at  each  carhouse  and  one  in  the  shops. 

*Submitted  in  Electric  Railway  Journal  Prize  Contest. 


Electric  Railway  Journal — Vol.75, No.l3 
700 


High-Speed  Motors  Require 

Special  Maintenance  Practice 


By  J.  K.  STOTZ 

Railway  Motor  Engineer 
Westinghouse  Electric  &  Manufacturing  Company 


RECENT  motors  for  use  on  trolley  buses,  W-N 
drive  cars,  gas-electric  buses,  and  similar  vehicles, 
.  differ  in  several  respects  from  street  car  motors  of 
si  a  IK  lard  type.  All  are  spring  suspended,  run  at  com- 
paia(ively  high  speeds,  and  have  ball  or  roller  bearings. 
'J'licse  characteristics  introduce  several  maintenance  prob- 
lems not  met  in  the  older  moderate-speed  motors. 

Lubrication  of  the  ball  or  roller  bearings  differs  con- 
.sidcrably  from  that  of  sleeve  bearings.  All  of  them  are 
grease  lubricated,  and  the  consistency  of  the  grease  must 
l)('  correct  for  the  particular  bearing  inclosure.  It  must 
be  clean,  free  from  acid  and  have  no  tendency  to  separate 
at  oi)erating  temperature.  The  quantity  to  be  used  and 
the  interval  between  greasings  are  recommended  by  the 
nianufacturer,  but  may  be  modified  for  individual  needs. 

Usually  there  is  more  danger  in  overgreasing  than  in 
undergreasing.  Excess  grease  is  churned  up  between 
balls  or  rollers  in  the  bearings,  with  overheating  and 
separation  of  the  grease  and  some  danger  of  bearing 
failure.  Also,  the  excess  grease  is  forced  out  of  the  bear- 
ing through  the  labyrinth  seals  or  grease  overflow,  and 
enough  may  get  inside  the  motor  to  damage  windings  or 
insulation.  Where  felt  seals  are  used,  the  grease  pres- 
sure may  become  sufficient  to  damage  the  felts. 

It  cannot  be  emphasized  too  strongly  that  dirt  must  be 
kept  out  of  anti-friction  bearings.  While  its  presence 
in  sleeve  bearings  shortens  their  life  to  some  extent,  the 
oil  passes  through  the  bearing  to  the  outside  and  carries 
away  much  of  the  dirt  which  may  enter  the  bearing. 
Dirt  that  becomes  embedded  in  the  babbitt  does  little 
or  no  further  damage.  But  in  anti-friction  bearings  the 
dirt  that  enters  remains  and  causes  rapid  wear.  Dirt 
and  grease  of  poor  or  unsuitable  quality  are  the  things 
that  cause  short  bearing  life.  Eliminating  these  the  bear- 
ing performance  should  be  satisfactory. 

Commutators  on  high-speed  motors,  while  essentially 
similar  to  those  of  axle-hung  motors,  have  a  higher  peri- 
pheral speed,  making  it  more  important  that  the  com- 
mutator surface  be  smooth.  Turning  and  undercutting 
of  the  mica  must  be  done  even  more  carefully  than  on 
axle-hung  motors.  Clearance  to  ground  and  distance  be- 
tween brush  holders  is  less  than  on  the  large  motors, 
making  it  more  important  that  the  V  rings  be  kept  free 
of  carbon  dust  and  grease. 

High-speed  motors  tend  to  have  greater  friction  losses 
at  light  loads  than  the  axle-hung  motors.  To  reduce 
these,  it  is  advisable  to  use  brushes  with  a  low  friction 
co-efficient,  and  to  adjust  the  brush  holders  for  low 
spring  pressures.  This  is  possible  on  account  of  the 
spring  suspension  of  the  motors.  With  the  low  spring 
pressures,  somewhat  more  careful  inspection  is  necessary 


to  insure  that  the  brushes  are  free  in  the  holders,  since 
little  excess  pressure  is  available  to  overcome  friction 
caused  by  dirt.  Inspection,  especially  on  bottom  brush 
holders,  should  include  removal  of  dirt  particles  between 
the  finger  and  the  carbon.  Such  dirt  particles  have  been 
known  to  open  this  path  so  that  all  the  current  must  flow 
between  the  carbon  and  the  side  of  the  box  with  severe 
burning  of  the  box.  This  can  be  avoided  by  the  use  of 
brush  shunts  where  dust  is  very  bad. 

A  motor  with  anti-friction  bearings  mu.st  have  adequate 
seals  against  entrance  of  dirt  and  for  the  retention  of 
grease.  This  makes  the  mechanical  assembly  of  the 
armature  in  the  frame  quite  complicated.  Removal  of 
the  armature  and  particularly  of  the  bearings  is  difficult 
unless  adequate  tools  are  available.  Proper  pullers  or 
design  drawings  of  them,  as  well  as  section  drawings  ot 
the  motors  showing  the  assembly,  can  be  obtained  from 
the  manufacturers.  No  attempt  should  be  made  to  dis- 
mantle a  motor  without  such  tools  and  drawings.  With 
proper  equipment  and  knowledge  of  the  maner  in  which 
the  parts  go  together  these  motors  can  be  handled  with 
little  difficulty. 

Being  relatively  small  these  motors  require  somewhat 
more  care  in  handling  than  the  axle-hung  motors.  Bolts 
are  necessarily  small  and  may  be  stretched  or  even  broken 
if  they  are  not  handled  with  reasonable  care.  In  as- 
sembling parts  with  press  fits  it  is  usually  advisable  to 
shrink  them  on,  preferably  heating  them  in  oil.  Every 
precaution  should  be  taken  to  protect  the  anti-friction 
bearings  from  dirt,  water  and  rust  while  they  are  ex- 
posed. In  the  factory  of  one  manufacturer,  anti-friction 
bearings  which  are  not  assembled  in  a  motor  within  two 
hours  after  unwrapping  are  either  scrapped  or  returned 
for  cleaning.  This  standard  of  cleanliness  is  necessary  to 
'obtain  perfect  performance  of  anti-friction  bearings. 

No  special  precautions  need  to  be  taken  in  rewinding 
high-speed  armatures  except  that  balance  is  essential  to 
avoid  vibration  at  the  high  operating  speeds.  The  arma- 
ture is  balanced  dynamically  at  the  factory  before  wind- 
ing. Slight  unbalance  due  to  the  winding  is  corrected 
by  a  second  dynamic  balancing,  the  correcting  weights 
being  placed  on  the  band  wires.  When  the  armature  is 
rewound  it  will  be  in  dynamic  balance  except  for  irregu- 
larities in  the  winding.  If  the  winding  is  done  carefully 
this  unbalance  is  so  small  that  it  maj'  be  neglected. 

Band  stresses  in  these  motors  are  fairly  high,  so  that 
when  rebanding  the  same  size  wire  and  the  same  tension 
as  those  used  originally  should  be  employed.  A  tem- 
porary band  should  be  put  on  after  preheating  the  arma- 
ture and  the  permanent  bands  placed  after  the  armature 
is  cold  and  pulled  down  solidly  on  the  coil  supports. 


Electric    Railway    Journal — December,   1921 
701 


Cutting  Tool  for  Compressor 

Pistons*  By  a.  J.  Lee 

Master  Mechanic 
Toronto  Transportation  Commission 

FOR  deepening  or  slightly  widening  the  piston  ring 
grooves  on  air  compressor  pistons,  the  hand  tool  illus- 
trated here  has  been  designed  in  the  shops  of  the  Toronto 


Piston   ring   grooves    can 

be    deepened     with     this 

cutter  and  carbon  deposits 

removed 


Transportation  Commission.  The  need  for  this  tool 
came  about  when  a  change  was  made  from  rings  made 
by  the  compressor  manufacturer  to  another  type.  These 
were  found  to  be  slightly  thicker,  and  when  in  place 
did  not  close  up  sufficiently  to  allow  the  pistons  to  enter 
the  cylinder.  This  cutting  tool  deepens  the  groove 
sufficiently  to  give  the  required  clearance,  without  the 
necessity  of  putting  the  piston  in  a  lathe.  Grooves 
sometimes  become  worn  sideways,  necessitating  an  over- 
size ring.  This  tool  has  been  found  useful  in  standardiz- 
ing groove  width  and  cleaning  out  any  carhiin  deposit. 

Pin  Insulator  with  Clamping  Device^ 

By  H.  G.  Engelhardi 

Distribution  Engineering  Departmeni 

New  Orleans  Public  Service,  Inc. 


the  conductor  to  pull  out  of  the  insulator  engages  the 
clamp  tighter  in  the  holding  notches. 

The  clamp  itself  is  made  in  one  piece  of  non-corrosive 
spring  bronze.  It  is  attached  to  the  insulator  by  insert- 
ing the  pivot  end  through  the  hole  at  the  base  of  one 
of  the  projections,  and  clinching  through  an  eye  on  the 
other  side.  There  is  practically  no  labor  required  in 
clamping  the  conductor  in  place.  This  is  done  by  merely 
placing  it  in  the  groove  and  swinging  the  clamp  over 
and  across  it,  and  pulling  the  free  end  down  to  engage 
the  proper  notch.     No  separate  tie  wires  are  necessary. 

This  design  also  facilitates  the  removal  of  defective 
insulator  on  a  live  high-voltage  line  where  "hot  sticks" 
are  necessary.  Untying  and  tying  the  conductors  to 
the  insulator  with  the  usual  tie  wires  is  always  cum- 
bersome and  difficult  under  these  conditions.  The  spring 
action  of  the  clamp  also  maintains  a  tight  contact  in  the 
insulator  at  all  times,  thus  eliminating  to  a  great  extent 
the  capacity  effect  between  the  conductor,  tie  wire  and 
insulator. 


Stand  for  Axle  Repairs 


Hoisting  axle  to  stand 


DIFFERING  from  the  standard  porcelain  pin  in- 
sulator only  in  the  shape  of  the  head  and  in  the 
method  of  tying  in  the  conductor,  a  new  insulator  was 
recently  adopted  by  New  Orleans  Public  Service,  Inc. 
Instead  of  having  the  usual  saddle  top  and  side  grooves, 
it  has  two  vertical  projections  between  which  is  the 
groove  for  the  conductor.  Through  the  base  of  one  of 
these  projections  is  a  hole  for  pivoting  a  spring  clamp 
which  holds  the  conductor.  The  outside  surface  of  the 
other  projection  is  notched  to  engage  the  free  end  of  the 
spring  clamp.  The  particular  notch  to  be  used  depends 
on  the  diameter  of  the  line  conductor.    Any  tendency  of 

Porce/cnh  insutaior 

Clamp  — 


OpHona/  ^00/  or 
hook  for  engfigirj^ 
anc^  re/etxsing  the 
clamp^ 


REPAIRS  to  axles  of  motor  buses  of  the  Worcester 
Consolidated  Street  Railway  are  facilitated  by  the 
use  of  a  handy  stand.  The  height  of  the  stand  permits 
tlie  mechanic  to  make  the  repairs  in  a  comfortable  posi- 
tion, and  makes  every  part  of  the  axle  easily  accessible. 
The  axle  is  clamped  with  two  L-shape  pieces  with 
narrow  edges  that  are  made  to  fit  underneath  the 
flanges  of  the  axle.  The  two  pieces  are  bolted  to  hold 
the  axle  securely  and  are  hoisted  to  the  stand,  as  shown. 
The  stand  has  a  flat  plate  with  two  upright  bolts  which 
fit  into  the  holes  of  the  clamping  pieces  for  fastening 
them  to  the  stand.  With  this  device,  a  minimum  of 
manual  handling  is  necessary.  The  axle  is  picked  u]) 
from  the  ground  and  carried  by  the  hoist  to  the  stand. 


Ease  of  renewal  is  one  of  the  advantages  of  the  pin  insulator  used 
by  New  Orleans  Public  Service,  Inc. 

'Submitted  in  Electric  Railway  Jolrn-al  Price  Contest. 


Axle  mounted  on   stand  and   ready  for  repair 


Electric   Railway   Journal — Vol.75,  No.l3 
702 


special  Wrenches  for 
Electric  Couplers* 


By  Frank  Ayerhart 

Repairman 
Toronto  Transportation  Commission 

DIFFICULTY 
was  experi- 
enced in  handling 
the  original  style 
of  terminal  and 
contact  tips,  fitted 
to  the  Tomlinson 
electric  coupler 
block,  with  gas 
pliers,  screw- 
driver or  many 
ordinary  tools  of 
the  repairman. 
Two  T  -  shaped 
wrenches  were 
found  suitable  for 
these  connections. 
One  wrench  fits 
the  flats  on  the 
contact  tip,  and 
the  other  has  the 
form  of  a  hol- 
low screwdriver,  which  on  the  outside  engages  with  the 
slots  in  the  stud  nut.  The  center  is  cut  back  so  as  to 
allow  the  end  of  the  stud  to  enter  far  enough  when 
tightening  the  slotted  stud  nut.  These  two  handy  tools 
facilitate  repairs  and  prevent  damage  to  the  coupler  parts 
by  use  of  unsuitable  tools. 

Expanding  Undersize  Sleeve 


Tee  wrenches  have  been  developed 
in  Toronto  to  facilitate  repairs 
to  Tomlinson  electric  couplers 


Bearings 


By  Michael  Axler 
Interhorough  Rapid  Transit  Company 

RECLAMATION  of  undersize  motor  bearings  of 
.  the  sleeve  type  is  accomplished  on  the  Interhorough 
Rapid  Transit  Company  by  the  method  shown  in  the 
illustration.     The  undersize  bearing  is  placed  in  a  split 


A  bearing  is  expanded 
by  pressing  a  ram 
through  the  center 
by  means  of  air 
pressure 


Ram 


Flange-, 


Moivr 
bearinaf 


-V- 


:^ 


sleeve  with  an  internal  diameter  equal  to  the  desirable 
external  diameter  of  the  bearings.  Upper  and  lower 
flanges  are  made  to  fit  snugly  over  the  sleeves,  and 
have  a  hole  to  allow  for  the  travel  of  a  circular  ram  as 
shown.  After  the  undersize  bearing  has  been  babbitted, 
it  is  placed  in  the  jig  and  the  ram  is  pressed  through 
the  center  by  means  of  air  pressure.  The  circular  disk 
of  larger  diameter  at  the  middle  of  the  ram  compresses 
the  babbitt  of  the  bearing,  and  expands  the  bearing  to 
have  an  external  diameter  equal  to  the  internal  diameter 
of  the  sleeve.  A  diflFerent  jig  is  required  for  each 
size  of  bearing. 

Re  lining  Brakes  for  Greater  Bus 


Mileage 


By  C.  B.  Lindsey 

Superintendent  of  Automotive  Equipment 

Los  Angeles  Railway 


This  brake  block  trimming  machine  of  the 
Los  Angeles  Railway  eliminates  the 
customary  "burning  in" 


F/arnge 


TNCREASE 
X  in  mileage 
has  been  ob- 
tained from 
brake  drums 
and  linings  of 
buses  operated 
by  the  Los 
Angeles  Rail- 
w  ay  by  a 
method  of  re- 
lining  brakes 
used  in  the 
shops.  This 
method  pro- 
duces a  brake 
that  can  be  used 
without  the 
need  of  '"burn- 
ing in,"  and 
will  give  many 
miles  of  service 
without  the  need 
of  adjustments. 
Brake  castings  made  to  our  specifications  and  design 
are  used.  Homogeneous  nickel  cast  iron  or  gun  metal 
has  been  found  most  satisfactory,  and  is  easily  machined. 
To  reduce  distortion  and  noise  vibration,  several  ribs  on 
the  outside  and  the  heavy  flange  are  incorporated  in  our 
design.  Provision  is  made  for  adequate  ventilation. 
\\^hen  received  from  the  foundries,  the  castings  are 
rough  machined  in  a  heavy  lathe,  then  drilled  and 
mounted  on  the  hub,  and  finally  finished  to  standard 
size  on  a  brake  drum  lathe. 

In  relining  the  brakes  of  a  bus,  the  wheels  are  re- 
moved and  brake  drums  trued  up  on  the  lathe.  They 
are  then  calibrated,  and,  if  needed,  new  oversize  brake 
blocks  are  fitted  to  the  shoe  heads.  If  the  drums  are 
greatly  enlarged  heavier  cam  points  are  fitted.  These 
are  kept  in  store  in  several  thicknesses.  Hinge  pins 
and  bushings  are  checked  and  replaced  if  necessary,  and 
the  cam  is  returned  to  its  lowest  point.  The  brake  lining 
is  then  resurfaced  to  the  correct  radius  by  use  of  a 
brake  trimming  machine. 

The  brake  trimming  machine  was  designed  and  built 
in  our  machine  shop.     It  consists  of  an  old  hub  to  which 

^Submitted  in  Electric  Railway  Journal  Prize  Contest. 


Electric    Railway    Journal — December,   1931 
703 


has  been  attached  a  bracket  or  tool  post,  movable  to 
various  diameters.  The  tool  holder  is  also  adjustable 
to  accommodate  the  different  brake  spiders.  The  cross 
feed  is  driven  by  a  star  wheel  which  can  be  turned  by 
hand,  or  fed  automatically  by  clamping  a  small  piece  of 
stock  to  the  fender.  When  trimming  rear  brakes,  the 
bus  engine  is  used  to  turn  the  machine;  when  working 
on  buses  with  full-floating  axle  shafts,  the  axle  shaft  is 
used  as  a  driver.  Adapters  have  been  made  to  fit  the 
various  types  of  full  and  semi-floating  axles  with  which 
our  buses  are  equipped.  Only  a  small  amount  of  ma- 
terial is  removed,  and  a  single  cutter  similar  to  a  lathe 
tool  has  been  found  satisfactory. 

The  present  molded  linings  and  brake  blocks  are  de- 
signed for  hard  wear  and  long  life,  and  if  the  correct 
radius  is  not  obtained  when  the  brakes  are  relined  it 
will  take  hundreds  of  miles  of  service  before  there  is 
full  contact  between  the  lining  and  the  drum.  This 
condition  frequently  makes  it  necessary  to  raise  the  air 
pressure  to  a  point  where  scored  or  warped  drums 
result  from  the  increased  speed.  All  this  is  eliminated 
by  obtaining  the  correct  radius  with  the  device  described. 

Cradle  for  Removal  of 
Wheels  and  Axles  from  Cars* 

By  W.  Dillon  and  T.  G.  Culham 
Toronto  Transportation  Commission 


Electrically  Controlled  Derailer^ 


Hydraulic  jack  used  by  the  Toronto  Transportation  Commission 
to  remove  wheels  with  safety 

REMOVAL  of  wheels  and  axles  from  the  cars  of  the 
.  Toronto  Transportation  Commission  is  now  accom- 
plished by  means  of  a  hydraulic  jack  that  is  movable  in 
the  pit.  The  previous  method  of  removing  the  wheels 
involved  the  use  of  two  sets  of  blocks.  A  block  that  was 
deep  enough  to  get  up  under  the  axle  between  the  bearing 
housings  was  placed  on  top  of  the  hydraulic  jack,  and 
the  wheels  lowered  until  the  journal  boxes  rested  on  the 
rail,  which  had  been  pulled  back  sufficiently  to  clear  the 
wheels.  The  first  block  was  then  replaced  by  two  more 
stable  and  lower  blocks  which  gave  the  axle  a  safer  seat. 

By  using  the  illustrated  cradle,  the  work  of  changing 
wheels  was  much  simplified.  The  wheels  can  be  dropped 
in  one  operation,  and  the  work  is  done  more  safely. 

The  cradle  is  made  of  wood,  having  a  vee  block  at 
one  end  to  take  the  axle,  and  a  rest  at  the  other  end  on 
which  the  gear  sits.  Separate  cradles  are  used  for  axles 
of  different  types  of  motors,  owing  to  gear  and  wheel 
variation. 


By  E.  B.  Spenzer 

Special  Work  Engineer 

Cleveland  Railway 


changers 


AuKiliary  control  bof. 
for  W.B.derailer 


Each  derailer  has  its  control  box  on  opposite  side  of  crossing 


PRIOR  to  this  year,  all  derailers  at  railroad  crossings 
of  the  Cleveland  Railway  were  of  the  mechanical, 
hand-op«rated  type.  These  derailers  required  consider- 
able maintenance  and,  during  the  winter,  it  was  necessary 
frequently  to  block  the  points  because  of  frozen  channel 
boxes  and  pullrods.  For  the  purpose  of  improving  these 
conditions,  two  electrically  operated  derailers  have  been 
developed  and  installed  at  a  crossing. 

Each  derailer  is  a  standard  100-ft.  radius  switch  con- 
nected to  an  electric  switching  device  at  the  curb  on  the 
far  side  of  the  railroad  tracks.  To  manipulate  it,  the  op- 
erator pulls  the  handle  of  the  control  box  toward  him. 
This  breaks  the  circuit  and  closes  the  switch  point,  which 
opens  when  the  handle  is  released.  The  auxiliary  control 
box,  which  is  placed  on  the  same  side  of  the  crossing 
is  designed  to  be  used  during  the  morning  and  evening 
rush  periods  by  an  operator  .stationed  at  the  curb. 

The  cost  of  installing  these  electrical  derailers  compares 
quite  favorably  with  the  older  types,  while  the  main- 
tenance charges  are  confined  to  regular  inspection.  The 
performance  has  been  so  satisfactory  that  it  has  been 
decided  to  replace  the  old  type  with  the  newer  models 
whenever  a  renewal  is  necessary. 

Adjustable  Bench  Clamp 

HANDY  for  filing,  chipping  or  fitting  pistons  or  other 
similar  parts  at  varying  heights  is  the  device  illus- 
trated. Like  all  simple  devices  it  will  be  found  helpful 
in  many  shop  operations.  It  can  be  fastened  to  a  work 
bench  through  a  steel  plate  by  means  of  a  taper  key  or 
wedge.  The  clamping  height  can  be  varied  by  turning 
the  threaded  handle.  The  maximum  height  can  be  in- 
creased by  increasing  the  threaded  portion  of  the  handle. 


This  adjustable  bench  clamp  is 
handy  for  filing,  chipping  or 
fitting  at  varying  heights. 


*Submitled  in  Electric  Railway  Journal  Prise  Contest. 


Electric   Railway   Journal — Vol.75,  No.13 
704 


New  Products  >r^/>.  Railways'  use 


'pasNcnger  trolley  bus  developed  by  J.  G.  Brill 


Forty-Passenger  Trolley  Bus 

PROPER  load  distribution,  simpli- 
fied control,  easy  steering  and  light 
weight  with  speed  and  safety,  were 
considered  the  outstanding  features 
to  be  obtained  when  the  J.  G.  Brill 
Company  began  the  development  of 
its  40-passenger  trolley  bus. 

The  seating  arrangement  of  this 
vehicle  consists  of  ten  cross-seats 
with  individual  backs,  located  in  the 
center  portion  of  the  body,  and  three 
longitudinal  seats  over  the  wheel- 
housing.  A  2-passenger  cross-seat  is 
opposite  the  treadle  exit  door  and  a 
5 -passenger  longitudinal  seat  sets 
against  the  rear  dash. 

Twelve  double-coil  heaters  are  the 
source  of  heat  for  the  interior.  One 
extra-capacity  cab-type  heater,  con- 
trolled from  a  separate  snap  switch 
is  placed  in  the  front  vestibule. 

Two  50-hp.  motors  drive  the  ve- 
hicle through  double  worm  gearing 
housed  in  the  double-bowl  rear  axle. 
Each  motor  drives  one  wheel  through 
its  own  propeller  shaft  and  gearing. 
Two  driving  units,  a  recent  design  of 
hour   glass   worm    and   worm   wheel 

Weights  and  General  Dimensions 

Weight  of  complete  bus 18,260  lb. 

Vi^eight  on   rear  wheels    10,956  lb. 

Weight  on   front  wheels    7,304  lb. 

Length  over  bumpers 31   ft.   6  J   in. 

Height  from  ground  to  step,  front. ...  15  in. 
Height  from  ground  to  step,  rear....  16  in. 
Over  all  width  of  body  not  to  exceed.  .96  in. 

Aisle   width    201  in. 

Seat   length    34  in. 

Seat  centers    283  in. 

Post   spacing    378  in. 

Tu'rning  radius    35  ft. 

Wheelbase     192   in. 

Tread,    front    811   in. 

Tread,   rear    74   in. 

Front  overhang 82  in. 

Rear  overhang    89  in. 

Minimum    road    clearance    under    rear 

axle    housing    10}  In. 

Cruising  radius,  each  side  of  wire.... 9  ft. 


type,  are  mounted  on  tapered  roller 
bearings  in  oil-sealed  housings.  The 
propeller  shafts  are  connected  to  the 
motor  and  driven  through  two  oil- 
sealed  universal  couplings  per  shaft. 

The  control  apparatus  is  placed 
under  the  floor  of  the  vehicle.  It  is 
pedal  operated,  selective,  automatic  ac- 
celerating, remote  type,  and  is  wired 
in  circuits  with  the  motors.  The 
motors  are  connected  in  parallel,  and 
are  placed  between  the  two  longitudi- 
nal center  sills.  The  controller  and 
reverser  box  is  in  front  of  the  motors. 

Four-wheel  automotive  internal- 
expanding  drum-type  brakes  are  oper- 
ated by  standard  railway  air-brake 
equipment,  actuated  by  a  foot  pedal. 
The  body  is  spring  mounted  on 
Timken  axles  developed  especially 
for  trolley  buses. 


Carnegie  Steel  Company.  The 
fundamental  difl'erences  between  the 
GEO  type  of  track  construction  and 
the  construction  generally  used  in  the 
United  States  lie  in  the  design  of  the 
plate,  method  of  fastening  the  tie 
plates  to  the  tie,  method  of  fastening 
the  rails  to  the  tie  plates  and  the  use 
of  a  treated  and  compressed  wood 
shim  with  each  plate. 

The  intermediate  tie  plate  assembly 
consists  of  a  double-shouldered  rolled- 
steel  plate,  two  3-in.  U-shaped  rolled- 
steel  clamps  with  bolts,  two  spring 
washers,  one  wood  shim  and  the  four 
screw  spikes,  which  hold  the  plate  to 
the  tie,  independent  of  the  rail  fasten- 
ings. Slots  are  milled  in  each 
shoulder  of  the  plate,  and  the  clamp 
bolts  are  made  with  heads  of  the  same 
contour  as  the  slot  in  the  shoulders. 
The  joint  plates  are  of  the  same  sec- 
tion and  can  be  made  for  either  the 
suspended  or  supported  type  of  joint. 


Rail  Fastenings  Simplify 
Renewals 

FAIL  renewals  can  be  made  with- 
out disturbing  the  ties  or  ballast 
in  the  GEO  type  of  track  construction 
introduced    in    this    country    by    the 


One-tie  supported  joint  plate  in  track 


Assembled  intermediate  plate 

Compressed  wood  shims  are  placed 
between  the  rail  and  tie  plate.  These 
shims  are  made  from  poplar,  com- 
pressed and  creosoted.  They  are  of 
the  same  width  as  the  base  of  the  rail, 
and  in  length  overlap  the  edge  of  the 
tie  plates  |  in.  on  each  side. 

The  two-tie  suspended  plate  is  ap- 
proximately 27  in.  long,  and  the 
one-tie  supported  plate  is  approxi- 
mately 16  in.  long.  Both  have  four 
rail  clamps. 

This  type  of  !rack  construction  was 
developed  in  Germany  primarily  for 
steam  railroad  tracks  but  it  has  been 
found  satisfactory  in  interurban  track 
construction.  About  8,000  miles  of 
this  type  of  track  has  been  constructed 
in  Germany.  Claims  made  for  the 
GEO  track  are  longer  Hfe  of  ties  by 
minimizing  mechanical  wear,  longer 
life  of  rail,  less  wave  motion,  elimina- 
tion of  rail  creeping,  absolute  main- 
tenance of  gage,  and  a  better  joint 
construction. 


Electric   Railway   Journal — December,   1931 
705 


Ball  and  socket  hanger 


15  deg.-23  deg.  angle  crossing 


Spring  frog 


Single-beam  section  insulator 


Overlapping   runner   frog 


Adjustable  crossing 


Swivel  polehead 


Trolley  Bus 

Line  Material 


Developed  by  the 

Westinghouse  Electric  &  Manufacturing 
Company 


TANGENT  LINE 

Frequently  the  trolley  ear  does  not  hang  vertically  because  the 
cross-span  tension  is  limited.  This  causes  a  tilting  of  the  trolley 
car.    A  ball-and-socket  hanger  permits  the  ear  to  hang  vertically. 


CONVERGING  OF  TROLLEY  BUS  LINES 

Where  two  lines  converge  into  a  common  line,  an  acute- 
angle  crossing,  two  overlapping  runner  frogs  and  section  in- 
sulators are  used.  At  the  crossing,  a  swivel  polehead  does  not 
insure  positive  operation  for  acute  angles  on  standard  railway 
frogs.  The  double-angle  crossing,  which  has  a  IS-deg.  angle 
at  the  throat  and  a  23-deg.  angle  at  the  overlap,  is  a  method 
of  making  crossing  without  using  movable  parts.  It  prevents 
jamming  of  the  collector  at  the  overlap.  The  overlapping 
runner  frog  permits  the  collector  to  ride  on  the  tongue  instead 
of  on  the  pan.  It  is  a  duplicate  of  the  one  used  for  railway 
construction.  The  single-beam  section  insulator  is  rigidly 
attached  to  the  frog. 


DIVERGING  OF  TWO 
TROLLEY  BUS  LINES 

An  electrically  operated 
tongue  frog  is  required  for 
positive  operation  at  turn- 
outs. Tongue  movements 
are  made  by  electrical  equip- 
ment actuated  by  "power 
on"  and  "power  off"  appli- 
cations by  the  bus  operator. 
A  mechanical  connection  is 
made  to  a  corresponding  frog 
tongue  in  the  adjacent  wire. 


WYES 

In  wye  construction,  where 
a  bus  moves  forward  and 
backs  for  the  turn,  the  direc- 
tion followed  by  the  swivel 
polehead  is  fixed  by  overlap- 
ping runner  frogs  with  a 
guiding  spring  that  snaps  and 
returns  on  entering  the  frog, 
thereby  assuming  the  correct 
position  for  leaving  the  frog. 


Trolley  bus  collector  base 


^ 


s^ 


^x 


.Slft^jS- 


Dt^ 


r^ 


Double-insulated  crossiag 


Electric  Railway  Journal — Vol.75, No.l3 
706 


CROSSINGS  WITH  BOIH  LINES  INSULATED 

When  the  negative  contact  wire  is  insulated  at  crossings 
the  trolley  buses  must  coast  under  these  crossings.  Rigid 
or  adjustable  metallic  crossings,  duplicates  of  those  used  in 
railway  construction,  may  be  used,  depending  on  the  crossing 
angle.  Two  wires  are  continued  through  without  a  break 
while  the  remaining  wires  are  terminated  in  one  end  of  a 
single-beam  section  insulator.  The  other  end  of  the  insulator 
is  rigidly  attached  to  the  crossing.  The  insulator  end  castings 
are  shaped  to  prevent  arcs  from  burning  holes  in  the  insula- 
tion between  the  bronze-casting  clamps.  Two  crossing  con- 
nections are  made  by  the  contact  wires,  and  two  by  special 
adapters. 

CROSSINGS  WITH  ONE  LINE  INSULATED 

Where  a  trolley  bus  line  crosses  another  against  grade, 
one  line  should  have  power  and  the  other  should  coast  across. 
Two  double-insulated  crossings  connected  together  by  adapters 
make  this  possible  without  cutting  the  contact  wires.  The  cross- 
ings are  adjustable  for  angular  movement. 

CURRENT  COLLECTORS 

Trolley  bus  collectors  require  18-ft.  poles  to  permit  side 
range  and  a  polehead  that  will  swivel  sufficiently  to  maintain 
alignment  of  the  collector  contacts  with  the  wires.  Both  pole 
and  poleheads  are  heavier  than  those  for  electric  cars,  and 
require  a  base  with  a  greater  spring  tension.  The  base  has 
six  springs  instead  of  four  as  used  on  cars. 


zX 


Electrically  operated   frog 


To  dead  end 


/\ 


■/2Vf- >i 


„.-—  i'S.M.  Stee/sfnnd 
^«t?     — e 


FT 


IZift 


u^r 


P» 


Tangent  cross-span 


Wye 


These  2  iv/nes  conf/nue 
unbroken  comptetely 
through  crossing 


Crossing  with   both  lines  insulated 


Converging  lines 


Zgreen  lighh 


y  'Turn  out  contacivr   f'f,n,ugh 

Straight  through  coil  contactor 

j^Suspension 

-,       ^    ..       \,Wood    ,•■ 

dead    Section  ^  strain  S 

enci-      /nsuiatarlj  i„sulah>r  ^ 


l5°frog 


.     .  I  \    "-Contactor 

'Jumper        ^Pull  off  yoke 


Diverging  lines 


Crossing  with  one  line  insulated  for  60  deg.-90  deg.  angle 


Electric    R.^ilw.w    Journal — December,   1931 

7Q7 


Bolt  Tightener  wliicii  na^  a  .>i.t..irti  <iujii>irtijle  spring-tension 
over-running  clutch  to  insure  uniform  tightness  and  tension 
on  all  rail  clips.  Only  one  man  is  needed  to  handle  this  device. 
Manufacturer:  International  Steel  Tie  Company,  Cleveland,  Ohio. 


Reversible  Rail  Bender  used  for  right-hand  or  left- 
hand  by  merely  reversing  the  hook.  It  is  not  neces- 
sary to  add  angle  bar  and  extra  piece  of  rail.  The 
bending  screw  is  mounted  in  a  trunnion  bushing 
which  swivels  as  the  rail  bends,  exerting  a  pressure 
normal  to  the  point  of  contact.  Manufacturer:  Ameri- 
can Chain  Company,  Bridgeport,  Connecticut. 


Load  Testing  Set  designed  to  meas- 
ure current  anywhere  without  interrup- 
tion to  service.  The  equipment  consists 
of  a  split-core  current  transformer  and  a 
Weston  ammeter,  complete  with  con- 
necting cable  and  plugging  device.  The 
transformer  can  be  clamped  over  any 
type  of  conductor,  bus  bar,  or  terminal. 
The  device  has  an  accuracy  of  1  per  cent 
of  full  scale  on  the  higher  ranges. 
Manufacturer:  Electrical  Engineering 
Sales  Company,  Los  Angeles,  Cal. 


This  Feeder  Wire  Insulator  has  a  3J- 

in.  petticoat  of  Dirigo  insulating  com- 
pound, extending  below  the  metal  parts. 
Into  this  Dirigo  is  molded  a  1-in.  pin- 
hole to  fit  standard  wood  pins.  The 
saddle  on  which  the  cable  bears  is 
curved  to  conform  with  the  droop  of  the 
wire  to  avoid  damage  to  heavy  cables. 
The  li-in.  seat  accommodates  standard 
500,000-circ.  mil  weatherproof  cable. 
Manufacturer:  Ohio  Brass  Company, 
Mansfield,  Ohio. 


Adjustable  Seat  for  Bus  Operators 

Heywood  -  Wakefield  Company, 
Boston,  Mass.,  is  marketing  a  seat 
for  bus  operators  that  permits  adjust- 
ment of  height.  This  seat  has  a 
cushion  that  can  be  moved  forward 
and  backward,  and  the  back  can  be 
inclined  to  the  desired  angle. 


Cal-O-Rex 

Liquid  for  the  removal  of  rust  and 
scale  in  hot-water  heating  systems  is 
being  sold  by  the  Economy  Electric 
Devices  Company,  Chicago,  111.,  under 
the  name  of  "Cal-O-Rex."  It  is 
mixed  with  the  circulating  water  to 
dissolve  the  scale.  Its  freezing  point 
is  — 35  deg.  F.  and  the  boiling  point 
230  deg.  F. 


Mastipave 

Alastipave  is  a  floor  covering  ma- 
terial for  cars  and  buses  being  intro- 
duced by  the  Paraffine  Companies, 
Inc.  It  is  a  fiberized  mastic  with  a 
felt  core  and  is  laid  in  strips  by  cold- 
cementing  to  the  floor  surface.  It  is 
claimed  to  be  waterproof  and  slip- 
proof,  and  easily  cleaned  by  mopping 
with  soap  and  water. 


High  Friaion  Brake  Lining 

Johns-Manville  Corporation  is  pro- 
ducing a  folded  and  compressed  type 
of  brake  lining  for  heavy  buses 
equipped  with  mechanical  brakes. 
Modifications  in  the  material  itself 
and  the  methods  of  manufacture  were 
made  to  produce  frictional  character- 
istics that  would  permit  a  uniform 
retardation  rate  with  brakes  designed 
for  a  high  friction  type  of  lining. 
Other  advantages  claimed  are  ex- 
ceptionally long  life  and  lack  of  any 
tendency  to  cut  the  brake  drum. 


Journal  Box  Lubricator  which  can  be 
quickly  installed  and  removed,  and  saves 
time  in  inspection  by  the  elimination  of 
waste  packing.  Running  temperatures 
of  the  journal  is  said  to  be  greatly  de- 
creased because  of  the  larger  radiating 
surface  and  more  efficient  lubrication. 
Manufacturer:  C.  B.  Royal  &  Company, 
426   South   Clinton   Street,   Chicago,    111. 


This  Headway  Limit  Signal  informs 
the  dispatcher  when  headway  on  a  line 
exceeds  a  predetermined  limit.  It  is 
used  with  an  installation  of  overhead 
trolley  contactors,  the  impulses  from 
which  are  relayed  over  telephone  wires 
to  a  central  point.  The  above  signal 
contains  two  rows  of  ten  timers  in  each 
row  controlled  by  one  motor,  and  rep- 
resents a  control  of  ten  lines,  with  one 
point  on  the  inbound  and  another  on 
the  outbound  track.  Manufacturer: 
Nachod  &  United  States  Signal  Com- 
pany, Louisville,  Ky. 


Electric  Railway  Journal — Vol.75, No.l3 
708 


Trend  of  REVENUES  and  EXPENSES 


Increase  Operating  Increaa*.  Increase 

Operating  or  Expenses  or  Net  or 

Revenue  Decrease  and  Taxes  Decrease    Income  Decrease 

t         Per  Cent*  $  Per  Cent*  $*    Per  Cent* 

Boston  Elerated  Railway,  Boston,  Mass. 

Oct.,  1930 2,811,399  i.Oi  2,157,474  t.ti  221,188  S1.30 

Nov 2,579,899  tO.Si  2,066,206  tM  71,150  77.«« 

Dec 2,850,330  8.*0  2,178,896  2.24  235,950  5«.8« 

Jan.,  1931 2,840,159  8.\S  2,082,456  6.iS  314,067  S0.66 

Feb 2,534,828  8.S3  1,952,032  6M  142,339  \8.i7 

Mar. 2,769,564  7.S0  2,019,081  J.9«  309,212  19.08 

Apr 2,616,188  i.OO  1,909,176  7.9S  275,740  1H5 

May 2,579,265  8.70  1,993,753  i.S6  143,804  5«.i7 

June 2,415,179  S.St  2,073,560  7.04  99,81i  ie9.79 

July 2,188,942  7.88  2,021,305  i.lS  »72,777  SS.M 

Aug 2,098,072  7.99  1,948,492  7.79  SU.901  £6.60 

Sept 2,243,491  9.gO  1,931,683  7.85  SS9.950  S00.79 

Oct 2,502,848  10.98  1,926,536  10.70  30,145  86.37 

Brooklyn-Manbattsn  Transit  System,  New  York,  N.  Y. 

Oct.,  1930 5,036,775  e.68  3,572,553  i.it  758,817  2.78 

Nov 4,769,083  i.37  3,366,923  e.98  689,470  2.34 

Dec 5,065.484  i.66  3,546,963  i.S6  814,788  2.04 

Jan.,  1931 4,852,706  6.i8  3,475,330  7.01  674,029  6.80 

Feb 4,453,655  3.79  3,159,903  5.96  583,468  2.40 

Mar 5.028,562  e.S6  3,475,847  3.37  814,360  i.l3 

Apr 4,969,481  g.09  3,458,940  3.36  804,235  0.25 

May 5,056,779  3.31  3,438,037  i.Sl  913,877  1.61 

June. 4,983,112  1.71  3,466,384  3.i9  870,919  12.12 

July 4,841,635  S.Si  3,499.609  S.OS  631,791  7.21 

Aug 4,582,572  S.B7  3,419,932  3.90  423,123  9.03 

Sept 4,693,503  e.91  3,366,543  B.61  597,074  16.g7 

Oct 5,115,259  1.56  3,534,811  l.OS  849,014  11.88 

Brooklyn  &  Queens  Transit  System,  New  York,  N.  Y. 

Oct.,  1930 1,922,388  6.t0  1,597,166  6.50  214,924  7.7i 

Nov 1,820,498  5.65  1,522,735  7.58  187,822  5.20 

Dec 1,920,463  i.iO  1,560,950  6.11  250,893  6.06 

Jan.,  1931 1,849,644  6.18  1,541,235  7.58  197,355  3.02 

Feb 1,704,677  3.98  1,416,192  S.iO  176,217  2.58 

Mar 1,941,078  1.98  1,602,862  e.S6  227,472  1.21 

Apr 1,911,878  t.t9  1,592,919  3.11  208,514  6.86 

May 1,980,118  S.50  1,585,293  1.86  286,334  7.89 

June 1,942,830  1.S9  1,609,335  0.34  221,493  13.98 

July 1,893,414  l.ei  1,550,897  3.3}  227.012  11.59 

Aug 1,849,792  1.23  1,574,167  1.3g  142,067  17.54 

Sept 1,930.047  2.25  1,583,777  1.25  219,515  2.70 

Oct 2,094,410  8.94  1,702,496  6.59  263,043  22.38 

Capital  Traction  Company,  Washington,  D.  C. 

Oct.,  1930 374,646  1.22  288,351  l.i8  58,638  17.56 

Nov 346,054  t.70  273,481  l.Si  42,659  11.05 

Dec 369,885  1.77  274,221  3.gl  67,651  0.61 

Jan.,  1931 347,491  3.06  280,514  3.30  37,705  5.11 

Feb 312,815  «.>7  252,080  6.68  30,521  1.87 

Mar 344,191  g.8S  270.962  3.86  43,847  103 

Apr 366,276  e.39  273,436  6.89  65,123  12.93 

May 362,502  1.87  281,344  1.61  50,959  5.60 

June 351,017  3.05  276.751  1.84  45,841  12.14 

July 306,826  0.10  258,341  1.62  9,438  91.25 

Aug 264,135  16.02  251,657  6.29  17,i08  208.00 

Sept 276,418  16.66  236,952  11.61  9,452  6S.76 

Oct 

Chicago  Surface  Lines,  Chicago,  III. 

Oct.,  1930 4,879,570  iO.79  3,933,416  7.35  799,118  11.69 

Nov 4,537,647  I3.i8  3,769,538  6.86  712,177  20.77 

Dec 4,846,000  8.09  3,984,572  9.89  767,348  16.67 

Jan.,  1931 4,576,133  12.65  3,825,964  5.37  718,129  21.00 

Feb 4,234,704  10.90  3,665.038  6.0}  601,726  15. U 

Mar 4,584,224  }.S5  4,287,237  6.3i  557,167  15.05 

Apr 4,759,624  ^.^6  4,092,047  0.36  675,629  11.66 

May 4,541.847  9.S8  3,802,582  i.61  724,514  12.88 

June 4,348,896  8.76  3,629,943  5.S6  664,122  H.61 

July 4,093.702  9.74  3,579,566  6.98  580,118  10.56 

Aug 4,018,958  10.1,6  3,502,795  7.71  589,055  lO.Si 

Sept 4,061,261  ll.H  3,307,020  12.7.1  684,161  i.88 

Oct 4,345,717  10.91,  3,326,457  16.1,3  795,929  3.99 

Department  of  Street  Railways,  Detroit,  Mich. 

Oct.,  1930 1,579,476  25.8}  1,458,238  H.91  22.933  91.71 

Nov 1,481,136  23.35  1,333,571  13.38  4,890  98. U 

Deo 1.610,179  22.59  1,440,503  81.67  23,052  77.94 

Jan.,  1931 1,550,656  28.5i  1,421,575  20.95  12,759  91. U 

Feb 1,431,468  25.58  1,323,683  18.96  28,309  117.91 

Mar 1,696,308  16.58  1,415,021  18.68  133,347  11.03 

Apr 1,605,536  19.51  1,368,187  20.82  101,041  27.10 

May 1,531,767      22. i2  1,306,654  18.75  75,494  69.0i 

June 1,416,647  20.71  1,302,075  13.86  3i,977  121.99 

July 1,256,741  18.89  1,243,831  11.38  HU12  2ii.il 

Aug 1,166,927  2S.0i  1,154,835  19.06  m,88S  17i.5i 

Sept 1,235,296  18.21  1,150,529  19.89  69,382  3117 

Oct 1,256,692  SO.U  1,182,766  18.90  81,501  255.36 

Eastern  Massachusetts  Street  Railway,  Boston,  Mass. 

Oct.,  1930 623,872  8.1,8  467,773  i.92  15,811  76.7* 

Nov 590,856  10.90  449.032  1.60  205  97.62 

Dec 670,964  11.93  516.913  1.71  20,841  8i.0t 

Jan.,  1931 700,961  7.63  472.079  2.88  36,145  56.16 

Feb 639,344  6.62  434,904  2.83  33,058  60.86 

Mar 685,614  3.63  472,317  1.63  28,982  81.83 

Apr 617,705  5.21  434,716  2.59  9,906  78.96 

May 629,827  6.H  450,887  0.23  23,599  52.H 

June 622,119  0.43  447,131  2.72  5,090  82.21, 

July 602,832  2.33  459,166  O.U  2i,il2  721.80 

Aug 608,034  2.61  450,584  1.38  10,712  137.72 

Sept 581,396  6.03  447,346  0.25  27,716  227.66 

Oct 567,032  9.«7  443.093  6.28  3S,H6  309.6} 

*  Decreases  or  deficits  are  shown  by  italic  figure*. 


Increase 
Operating        or  ■ 
Revenue  Decrease 
$         Per  Cent* 


Operating    Increase 
Expenses  or 

and  Taxes  Decrease 
$  Per  Cent* 


Increase 
Net  or 

Income  Decrease 
»*    PerC«it» 


Fonda,  Johnstown  &  Gloversvllle  Railroad,  Gloversvllle,  N.  Y. 


Oct.,  1930. 

Nov 

Dec 

Jan.,  1 93 1. 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 

Sept 

Oct 


75,708 
72,024 


17.80 
13.82 


79,764 
74,018 
75,201 
70,660 
72,560 
63,338 
58,406 
61,749 
60,302 


16.78 

13.38 
7.S3 
O.iS 
8.29 

13.81 
i.ll 
UO 

16.66 


66,353 
66,314 

■  67,438 
62,239 
64,051 
62,685 
61,048 
59,346 
59,429 
57,896 
58,616 


0.69 
O.U 

'  'r'.si 

7.93 
7.61 
i.90 
6.82 
9.15 
7.33 
7.Si 
7.78 


Galveston-Houston  Electric  Railway,  Houston,  Tex. 


Oct.,  1930. 

Nov 

Deo 

Jan.,  1931. 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 

Sept 

Oct 


38,032 
36,974 
36,166 
33,291 
32,281 
32,904 
34,729 


39,889 
41,484 


11.56 
12.  i9 
16.00 
to. 15 
19.80 
22.38 
16.98 

12.63 
11.27 


27,266 
44,183 
27,949 
25,057 
22,990 
24,732 
24,132 

■  24,992 
25,961 


6.86 
9.58 
1.79 
9.18 
9.ei 
H.69 
11.98 

'  11.61 
ll.ti 


Houston  Electric  Company,  Houston,  Te>. 


Oct.,  1930. 

Nov 

Dec 

Jan.,  1931. 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 

Sept 

Oct 


267,306 
247,210 
258,219 
242,554 
223,256 
244,396 


7.57 
10.00 

9.Si 
10.52 
Hit 
10.97 


222,528 
214,241 


10.09 
18.29 


181,499 
176,739 
180,678 
176,792 
163,249 
170,067 


159,897 
158,175 


10.67 
1.96 
0.68 
11.08 
18.96 
12.70 


10.71 
10.60 


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


Oct.,  1930 1,033,584 

Nov 994,735 

Dec 1,060,614 

Jan.,  1931 1,005,022 

Feb 936,542 

Mar 1,013,577 

Apr 1,002,265 


May.. 
June.. 
July.. 
Aug.. 
Sept. . 
Oct... 


974,737 
941,598 
897,211 
875,376 
897,981 
959,096 


i.SS 
6.18 
i.66 
7.62 
6.67 
6.06 
6.78 

e.ti 

i.82 
6.00 
6.29 
7.73 
7.21 


521,325 
489,761 
419,109 
512,350 
467,137 
497,695 
485,938 
481,504 
477,392 
470,918 
463,292 
454,556 
473,902 


Illinois  Terminal  Company,  Springfield,  III. 


Oct.,  1930. 

Nov 

Dec 

Jan.,  1931. 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 

Sept 

Oct 


691,672 
542,672 
577,425 
509,641 
498,067 
568,653 
547,992 
581,953 
581,093 
550,906 
597,050 
535,497 


2.5  i 

11.02 

13.69 

20.77 

5.89 

1.96 

7.17 

i.Si 

1.68 

S.il 

9.75 

18.18 


506,107 
430,907 
421,987 
395,953 
388,126 
398,855 
395,315 
389,538 
398,980 
395,741 
403,603 
386,035 


1.97 
i.08 
17.  iO 
7.23 
6.09 
6.Si 
5.73 
6.63 
i.U 

6.28 

7.31 

10.32 

9.09 


2.il 

6.2i 

H.26 

19.80 

3.81 

5.94 

e.i6 

8.87 

15.29 

16.33 

13.6i 

16.12 


Interborough  Rapid  Transit 

Oct.,  1930 6,315,679 

Nov 5,965,365 

Deo 6,477,864 

Jan.,  1931 6,123,645 

Feb 5,570,354 

Mar 6,293,013 

Apr 6,127.713 

May 6,006,273 

June 5,722,428 

July 5,140,337 

Aug 4,916,794 

Sept 5,282,203 

Oct 5,960,333 


Company,  New  York,  N.  Y. 

1.13  4,162,660  0.83 

i.96  3,869,340  0.00 

0.62  4,194,315  3.96 

4.4«  4,538,833  10.83 

3.27  3,653,798  2.10 

2.2i  3,973,704  4.61 

2.38  3,993,181  2.83 

4.47  3,932,452  3.98 

1.88  3,926,068  g.52 

i.36  3,864.469  5.25 

7.07  3,720,781  7.28 

6.95  3,757,449  5.67 

5.6.S  3,816,464  8.32 


Jacksonville  Traction  Company, 


Oct.,  1930. 

Nov 

Dec 

Jan.,  1931. 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 

Sept 

Oct 


84,424 
81,250 
89,903 
87,160 
76,205 
84,018 
81,695 
80,798 
73.708 
70,046 
66,836 


1«.50 

1«.«4 

11.47 

8.08 

16.60 

12.36 

11. iS 

9.96 

6.80 

11.08 

13.69 


Jacksonville,  Fla. 

76,374       13.72 

69,437 

74,836 

77,998 

75,462 

77,758 

74,847 

76,856 

73,904 

73,815 

71,639 


16.02 

11. i9 

13.67 

28.  U 

i.09 

6.67 

4.57 

6.66 

6.10 

8.36 


18,H7 
21,171 

'  13,133 
14,594 
13,966 
16.298 
16,996 
ti,700 
gO,t69 
7,828 
»3,0U 


tte.80 

168.16 

288.77 
76.88 
6.28 
23.64 
21.3i 
97. is 
16.34 
46.2) 

17t.Xt 


93,686  ll7.lt 

99,3iS  tlt.tS 

106,000  110.69 

111,369  110.17 

114,459  9S.i9 

I17,39i  189.69 


116,770 
116,819 


t 
573,425 
530,635 
524,458 
518,843 
507,328 
502,405 


67.87 
i9.«i 


t 

9.5; 

16.6i 
17.70 
20.19 
19.89 


507,530       13.86 
404,721       S0.7» 


176,999 
169,465 
306,321 
157,098 
134,717 
180,554 
181,182 
158,191 
128,896 
91,288 
77,020 
108,624 
150,241 


148,701 

80,529 

127,588 

87,742 

84,381 

143,325 

127,179 

162,905 

154,417 

123,420 

156,770 

116,501 


161.417 
272,021 
g93,15g 
3i8,972 
321,587 
212,6H 
lS9,13i 
207,096 
216,i06 
6il,i00 
621,219 
286,288 
331,978 

t 

65,616 

62,699 

63,t0i 

68,133 

77,87i 

87,0i8 

92,673 

97,550 

100,i91 

10e,i6i 

lll,66i 


17.79 
21.H 
12.49 
«1.7« 
ie.Si 
16.13 
16.09 
18.77 
18.88 
tl.80 

et.is 

17.91 
li.9e 


11.61 

23.11 

S.6t 

9.83 

2.26 
28.91 

3.2t 
13.83 
90.05 
40.89 

2.58 
«7.59 


7J4 

121.79 

47.40 

65.92 

10.38 

6.66 

17.33 

36.lt 

1.00 

2.00 

18.63 

117. St 

106.66 

t 

t.tl 
0.15 

lT.9« 

23.it 

31.90 

Ht.lS 

ie.ss 

47.4* 
60.08 
88.78 


tNet  income  is  shown  for  the  preceding  twelve  months. 


Electric    Railway    Journal — December,    1931 
709 


Trend  of  Revenues  and  Expenses  by  Months  (Concluded) 


Increase 
Operating        or 
Revenue  Decrease 
$         Per  Cent* 


Operating  Increase  Increase 

Expenses  or  Net  or 

and  Taxes  Decrease    Income  Decrease 

i  Percent*        $*      Per  Cent* 


Kansas  City  Public  Serrlce  Company,  Kansas  City,  Mo. 


1930. 


Oct. 

Nov 

Dee 

Jan..  193 

Feb 

Mar 

Apr 

May 

Jane 

July 

Aug 

Sept 

Oct 


724.125 
705.577 
758,045 
711,215 
640,676 
216,637 
709.515 
701.286 
655.957 
613.628 
600.311 
603.215 
634,307 


Long  Island  Kallroad,  New 

Oct.,  1930 3,371,761 

Nov. 2,954,624 

Dec 2,905,045 

Jan.,  1931 2.763,421 

Feb 2,561,169 

Mar 2,841,915 

Apr 2,976,402 

May 3,212,765 

June 3,414.354 

July 3,629,561 

Aug 3,513,473 

Sept. 3,167,769 

Oct 


i.S9 
S.S9 
1.73 
6.5J 
6.87 
g.6S 
0.68 
t.S7 
0.17 
S.19 

«.r,7 

7.it 
ll.iO 

Tork, 

5.80 

i.to 

6.60 
S.66 
7.tS 
3.09 

i.oo 

S.78 

9.69 
11. is 
11.75 


570,892 
572.066 
570,055 
577,741 
537,583 
577,319 
565,328 
562,482 
540,187 
533.084 
518,559 
523,601 
537,940 

N.  Y. 

2.445,346 
2,249.258 
2.130.182 
2.210.263 
2.074.216 
2.234.418 
2.269,029 
2,338,313 
2,351,015 
2,594,463 
2,504,287 
2,345,113 


7.93 
T.Oi 
U.58 
li.67 
9.7S 
7.  So 
6.13 
7.66 
6.B3 
9.13 
e.18 
O.U 
5.77 


8.97 
n.66 
16.17 
9.65 
9.13 
9.00 
7.37 
8.03 
7.t6 
i.75 
S.Oi 
5.9i 


68,983 

58.994 

108.444 

61.108 

27.392 

56.013 

71.298 

54.474 

42.577 

5,643 

6.122 

6,503 

22,378 


Market  Street  Hallway,  San  Francisco,  Cal. 


Oct.,  1930. 

Nov 

Dec 

Jan.,  1931. 

Feb 

Mar 

Apr 

May 

lune 

July 

Aug 

Sept 

Oct 


786.012 
729,407 
775,508 
738.092 
668.931 
757,950 
745,252 
733,105 
704,769 
700,996 
726,480 
700,563 
725,458 


6.73 
8.81 
5. It 

5.55 
8.17 

e.io 

6.71 
7.50 
5.19 
i.68 
5.69 
6.00 
7.70 


575,908 
515,513 
539,249 
641,519 
576,651 
533,346 
520,105 
519.934 
654.225 
598,082 
607.925 
581,479 
614,327 


S.49 
6.18 

5.5« 
i.8S 

s.ie 

6.81 
7.06 
S.tl 
1.75 

r.s7 

5.50 
7.S3 
9.38 


New  Tork  &  Queens  County  Railway,  New  Tork,  N.  T. 


1930. 


Oct., 

Nov 

Dec 

Jan.,  1931. 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 

Sept 

Oct 


$77,037 
71,339 
76,330 
75.130 
67.321 
74,890 
74,339 
80,601 
75,874 
72,364 
65,455 
63,953 
57,055 


S.79 
i.S9 

s.ei 

5.09 
5.1,7 
3.1,1 
3.95 
S.07 
0.08 
0.19 
6.87 
t5.7i 

le.si, 


$74,388 
64,840 
75,421 
75,716 
63,353 
72,370 
73,379 
72,852 
59,642 
51,934 
61,722 
57,815 
57,314 


0.95 

12.17 

1.1b 

7.78 

5.» 

6.16 

i.l5 

3.59 

0.17 

8.15 

11.32 

17.08 

gS.95 


I 


Oct.,  1930. 

Nov , 

Deo 

Jan.,  1931. 

Feb , 

Mar 

Apr 

May 

June 

July 

Aug 

Sept 

Oct 


202,045         7.58 


184,590 
190,136 
182,249 
151,311 
181,729 
185,708 
195,905 
193,820 
195,461 
180,965 
181,828 
184,144 


8.7i 
12.31 
13.76 
15.03 
tt.80 
13.03 
15.11 

U.es 

12.92 
8.79 

10.70 

S.sr, 


Northwestern 

Oct.,  1930 

Nov 

Dec 

Jan.,  1931 

Feb! 

Mar 

Apr. 

May 

June 

July 

Aug —   

Sept 

Oct 


Pacific  Railroad 

555,867  18. i9 


138,192 
170,542 
138.592 
160.800 
149.571 
144.442 
142.832 
149.258 
142.500 
146,820 
142,111 
137,940 
142,401 

Sausalito,  Cal. 


U.09 
2.52 

17.80 
9.44 

11.18 
3.54 
0.31 
0.i2 
3.i5 
O.iO 
6.62 

16.5.% 
S.Oi 


333,193 
312,319 
283.852 
273.818 
308.465 
322.742 
346.743 
380.504 
479.098 
464,342 
422,276 
421,276 


27.7< 
20.77 
21.78 
27.  iO 
2i.l7 
25.66 
28.51 
S4.-50 
79.97 
27.27 
22.98 
22.9S 


534,858 
421,717 
465,220 
401,555 
387,512 
408.058 
402,400 
352,722 
358,559 
354,413 
358,885 
348.672 
348,672 


4.44 
16.33 

3.k6 
U.H 
12.96 
H.i3 
16.55 
2185 
17.82 

9.69 
11.22 
26.07 
26.07 


Oct.,  1930. 

Nov 

Deo , 

Jan.,  1931. 

Feb 

Mar 

Apr 

May 

June 

July 

Aug - 

Sept 

Oct 


205,631 
178,552 
178,474 
170,387 
161,415 
173,723 
176.863 
188.151 
204.452 
202.230 
197.386 
184,275 
184,276 


10.58 

n.ie 

9.08 

9.5S 
13.SS 

7.98 
10.76 
11.6t 

9.12 
17.11 
15. i2 
10.93 
10.9S 


167,585 
151,508 
160,715 
158,982 
142,565 
159.035 
147,210 
163,148 
150.345 
153.479 
159,702 
149.255 
149.255 


6.49 
0.58 

47.29 
6.35 
9.20 
7.78 

13.13 
7.61 

16.01 

13.58 
5.00 
9.85 
9.85 


^Decreases  or  deficits  are  shown  by  italic  fiouret. 

Net  income  is  sliown  for  the  preceding  twelve  months 


t 

3.13 

5.69 

281 .88 

137.10 

149.06 

72.81 

99.32 

114.33 

683.20 

119.18 

247.05 

87.06 

67.56 


729,067 
483,180 
596,812 
321.141 
332.002 
449.501 
533.425 
695.032 
907.010 
783.315 
781.691 
592.538 


57.384 
50,457 
83,460 
45.011 
41.002 
72.828 
73.837 
52.805 
37.384 
52.186 
68.175 
58.712 
51.010 


$2,117 

5.348 

839 

l,7iS 

3,594 

365 

767 

6,081 

4,267 

9,301 

2,452  1 

4,703 

8,372 


New  Tork,  Westchester  &  Boston  Railway,  New  York,  N.  T. 


190,71,8 
216,i51 
205,029 

eso,39i 

SS2,30a 
195,802 
189,11,2 
186,.%89 
183,007 
188,581 
197,099 
I9t,5ie 
194,351 


7,447 

97,557 

158,491 

123,928 

122,531 

109,855 

88,300 

28,886 

1.970 

110,013 

82,947 

50.430 

50,430 


Staten  Island  Rapid  Transit  Company,  New  York,  N.  T. 


29,723 

10.788 

5,997 

l.US 

2,151 

l,16i 

23,169 

9,268 

39.203 

25,402 

23,973 

21,907 

21,907 


1.77 

89.15 

47.11 

6.00 

3.86 

24.54 

1.97 

9.93 

5.76 

32.75 

32.08 

3i.26 


i5.58 

29.26 

0.03 

12.31 

7.29 

0.05 

3.i6 

2.08 

11.62 

60.40 

6.51 

6.15 

5.32 


52.69 
553.52 

85.6i 
120.85 

18.97 

66.60 
126.8i 

11.12 

S3. 70 
124.07 
111.93 

ll,.77 
295.46 


20.81 

19.75 

16.75 

32.37 

29.  i2 

2i.31 

19.00 

25.70 

23.70 

23.56 

6.55 

0.68 

1.89 


95.22 

120.85 

74.6* 

/4.76 

68.87 

1,8.81 

58.51 

931.61, 

95.39 

4«.64 

65.23 

1.69 

1.69 


26.11 
80.37 
92.23 
1U.6 
93.  i9 
Sl.H 
31.91 
63.19 
0.38 
38.08 
61.66 
16.15 
16.15 


Increase     Operating  Increase 
Operating       or          Expenses  or 

Revenue  Decrease    and  'i'axes  Decrease 

$         Per  Cent*  $  Per  Cent* 


Increaav 
Net  or 

Income  Decrease 
$*     Percent* 


Third  Avenue  Railway  System,  New 

Oct.,  1930 1.456.588  4.0.5 

Nov 1,373,335  5.,17 

Dec 1,438,752  3.i9 

Jan.,  1931 1,393,054  5./0 

Feb 1,274,832  t.27 

Mar 1,418,429  3.38 

Apr 1,408,235  3.25 

Vlay 1,454,031  4.49 

June 1,440.848  2.8S 

July 1.394.973  «.4* 

Aug 1,302.353  3.53 

Sept 1.328.192  7  00 

Oct 1.429.787  1.85 


Tork,  N.  T. 

1,205,455         9.73 

1,146,158 

1,197,249 

1,178,797 

1,070,307 

1.174.984 

1.155.880 

1.072.584 

1.145.871 

1.140.035 

1.087.507 

1,070,866 

1,134,793 


i0.17 
S.Sl 
9.U 
«.56 
6.«6 
5.08 
7.70 
6.19 
5.96 
7.90 
8.28 
5.87 


United  Electric  Railways,  Providence,  R.  I. 

Oct.,  1930 531,803 

Nov 


Dec 

Jan.,  1931. 

Feb 

Mar 

Apr 

May 

June 

July 

Aug 

Sept 

Oct 


505,318 
559,363 
543,940 
482,556 
524.299 
510.645 
509.278 
482.703 
452.501 
445,932 
455,562 
486,528 


n.7e 

U.68 
13.02 
13.39 
H.SO 
10. H 

9.39 
10.64 

9.40 
10.2i 
10.15 

7.65 

8.51 


439,896 
439,930 
450,420 
493,595 
437,444 
480,958 
470,964 
474,803 
438,362 
435,574 
420,929 
413,925 
423,433 


12.83 

21.92 

12.9i 

13.02 

9.38 

7.60 

7.52 

8.15 

4.«4 

4.7« 

i.63 

S.7I, 


36,257 
12,079 
26,250 
2,594 
/1./4.' 
27,354 
44,331 
76,972 

41,829  I 

1,057 
46,099 
77,559 

41,223 

16,958 

51,523 

372 

4,50.5 

6,233 

9,992 

15,021 

4,6.5.5 

22,069 

23,i67 

6,2«4 

15,797 


317.06 

130.15 

186.44 

96.33 

I26.i9 

430.88 

250,25 

32.40 

76.91 

924,08 

129.27 

I.OI 

113.91 


53.80 
54.47 
889.51 
95.6» 
/50.  71 
265.73 
455.60 
168.13 
201.09 
602.71 

7H.n 

173.83 
61.68 


United  Railways  Sc  Electric  Company,  Baltimore,  Md. 


Oct.,  1930 1,354,086  7.28  1,049,306 

Nov 1,263,811  10.«6  983,047 

Dec 1,350.553  8.19  1.043.315 

Jan.,  1931 1,268,535  10.90  994,411 

Feb 1,135,504  J5.7S  891,421 

Mar 1,262,429  1490  981,026 

Apr 1,253,764  2.5.50  956,424 

May 1,256,334  2.5.78  991,107 

June 1.195,126  10.29  953,857 

July 1,105,980  20.55  946,545 

Aug 1,038,314  2.5.34  947,514 

Sept 1,084,245  24.07         

Sept 1,084,245  24.07  946,909 

Oct 1,175,854  13.16          


4.«4 

7.40 

7.25 

11.89 

15.97 

2476 

13.66 

11.93 

7.59 

1.86 

1.76 


4.92 


25,163 
9,200 

36,700 
7,388 

21.088 
12.212 
11,440 
2.206 

,?4.95S 
117,591 
180.963  3, 
2*3,449  2, 
133, H9  2, 
220,545 


71.lt 
87.30 

54.54 

69.M 

31.15 

S4.94 

82.93 

96.99 

198.96 

918.99 

.0.57.  iO 

427.85 

427.85 

6SS.52 


Monthly  and  Other  Financial  Reports 


Operating    Operating 

Revenue     Expenses 

$  $ 


Taxes 
$ 
Boston,  Revere  Beach  &  Lynn  R.R.,  Boston,  Mass. 

3  mo.  end.  Sept.,  1 93 1 

3  mo.  end.  Sept.,  1930 

9  mo.  end.  Sept.,  1 93 1 

9  mo.  end.  Sept.,  1930 


Gross 

Income 

$ 

65,767 
87,542 
123,457 
173,534 


Net 

Income 

$ 

30,573 
51,873 
17,903 
56,323 


Boston,  Worcester  &  New  Tork  Street  Railway,  Framingham,  Mass. 

3  mo.  end.  Sept.,  1931 43.551         34.057 

3  mo.  end.  Sept..  1930 23.985        10,125 

9  mo.  end.  Sept.,  1931 58,654        23,643 

9  mo.  end.  Sept.,  1930 44,344  2,764 

Calgary  Municipal  Railway,  Calgary,  Alta. 

9  mo.  end.  Sept..  1931.         585.505        417.884 
9  mo.  end.  .Sept..  1930 

Denver  Tramway,  Denver,  Col. 

9  mo.  end.  .Sept.,  1931.   2,558,904  1,897,966 
9  mo.  end.  Sept.,  1930.  2,987,628  2,052,237 


331,921 
365,164 


157.622 


464.305 
594,594 


67,.5«5 
18,001 


104,146 
220,145 


Edmonton  Radial  Railway,  Edmonton,  Alta. 

September,  1931 53,153  38,950     .. 

September,  1930 58,197  41,378      .. 

9  mo.  end.  .Sept.,  1931.         539,233        394,563      . 
9  mo.  end.  Sept.,  1930.         604,032        408,569      ., 

Havana  Electric  Railway,  Havana,  Cuba 


3  mo.  end.  Sept, 
3  mo.  end.  ,Sept 
9  mo.  end.  Sept, 
9  mo.  end.  Sept 

International  Railway,  Buffalo, 

9  mo.  end.  Sept.,  1931.   5,281,449 
9  mo.  end.  Sept.,  1930.  7,489,380 


1931. 
1930. 
1931. 
1930. 


458,418 
1,324,517 
2,545,705 
4,011,646 


542,867(1 
1,111,6951 
2,411,413fi 
3,356,172a 

N.  T. 
5,294,906 
5,375,201 


Mexico  Tramways  Co.,  Meiico  City,  Mei.  (In  pesos) 


September,  1931 

September,  1930 

9  mo.  end.  Sept.,  1931. 
9  mo.  end.  Sept.,  1930. 


750,380 

817,520 

5,965,810 

7,541,310 


845,400 

918,940 

5,237,820 

5,949,470 


New  Tork  State  Railways,  Rochester,  N.  Y. 

9  mo.  end.  Sept.,  1931.      1,330,010     1,464,854a   

9  mo.  end.  Sept.,  1930.      1,642,003     1,965,745a   

Saskatoon  Municipal  Railway,  Saskatoon,  Sask. 

8  mo.  end.  AuR,  1931..        190,525        153,299  7,408 

8  mo.  end.  Aug.,  1930 

Springfield  Street  Railway,  Springfield,  Mass. 

3  mo.  end.  Sept.,  1931 

3  mo.  end.  .Sept.,  1930 

9  mo.  end.  Sept.,  1931 

9  mo.  end.  Sept.,  1930 

/toitc  yiffu'-es  indicate  deficits,  a  Includes  taxes.  6  Before 


14,203 

16,819 

144,669 

195,362 


83,779 
216,603 
138,478 
570,396 


1,012,457 
1,190,577 


85,020 
101,1,20 
728,990 
591,840 


113,859 
291,758 


3,877 

1,907 

36,800 

6,8i2 


2i0,i51h 

59,4456 

3.il.512b 

195,3616 


85,947 
244,016 


i78,890 
660,7  2t 


52,764 
27,i60 


51,876 

68,488 

293,308 

348,602 

depreciation. 


6,925 

1.191 

85,263 

137.785 


Electric   Railway   Journal — Vol.75.  No.l3 
710 


News  of  the  Industry 


Improvement  Projects 


Birmingham,  Ala.— The  Birmingham 
Electric  Company  will  rush  the  laying 
of  its  new  double  tracks  through  the 
Twentieth  Street  underpass,  one  of  a 
series  of  underpasses  now  nearing  com- 
pletion. The  laying  of  this  trackage 
will  place  the  north  and  south  cars  back 
on  their  original  routes.  The  rerouting 
involved  during  the  progress  of  the  work 
has  slowed  up  service. 
■f 

Seattle,  Wash.  —  Municipal  Street 
Railway  track  construction  necessary 
early  next  year  as  part  of  the  University 
Bridge  improvement  program  will  cost 
$26,000.  This  will  be  in  addition  to  the 
$675,000  in  general  obligation  bonds 
which  the  people  voted  a  year  ago  last 
March  for  replacement  of  the  present 
wooden  approaches  with  wider  struc- 
tures of  steel  and  concrete. 

Lynchburg,  Va.  —  City  Manager 
R.  W.  B.  Hart,  J.  H.  Pritchard,  general 
manager,  and  C.  B.  Fockler,  engineer  in 
charge  of  construction  of  Lynchburg 
Traction  &  Light  Company,  have  con- 
ferred about  the  improvement  of  River- 
mont  Avenue  between  Belmont  and 
Belvedere  Streets.  For  this  purpose, 
the  Council  has  set  aside  $100,000.  A 
proposal  has  been  advanced  to  set  back 
the  curb  lines  18  in.  on  each  side  of  the 
street  in  order  to  provide  room  for  an 
automobile  to  pass  between  a  street  car 
and  a  vehicle  parked  at  the  curb.  It  is 
proposed  also  to  pave  the  2-mile  stretch 
with  concrete.  This  would  necessitate 
the  raising  of  the  street  car  rails  3  in., 
thus  permitting  the  city  to  put  down  a 
concrete  surface  over  the  present  base. 
■f 

New  York,  N.  Y.  —  The  Board  of 
Transportation  will  receive  bids  on  Dec. 
11  for  station  and  tunnel  lighting  in  the 
Queens  link  from  Manhattan  to  36th 
Street  and  Queens  Boulevard  and  also 
the  Brooklyn  crosstown  line  of  the  new 
city  subway  from  Court  Square,  Long 
Island  City  to  Nassau  Avenue,  Brooklyn. 

San  Francisco,  CaL  —  Work  has 
started  on  the  construction  of  the  new 
Balboa  Street  extension  of  the  Market 
Street  Railway,  to  which  reference  was 
made  in  Electric  Railway  Journal  for 
Nov.  14.  The  work  will  consist  of  2.8S 
miles  of  double  track  between  Turk  and 
Divisadero  Streets  on  the  east  and  Bal- 
boa Street  and  31st  Avenue  on  the  west. 
The  first  step  is  the  preparation  by  the 
regular  overhead  line  crews  of  the  com- 
pany of  pole  and  transmission  line  work. 
It  is  estimated  that  the  entire  job  will 
cost  $400,000.  It  is  planned  to  begin 
work  at  Sixth  .\venue  and  Balboa 
Street  and  work  westward,  timing  the 
job  so  that  the  company  will  be  ready 
to  do  the  final  piece  of  track  on  the 
east  end  bv  the  time  the  city  has  finished 
regrading  Turk  Street  west  of  Divisa- 
dero Street. 


Plans  for  New  Year  Made 

by  A.  E.  R.  A.  Executive  Body 


Plans  for  activities  during  the  coming 
year  were  discussed  at  the  first  meeting 
of  the  new  Executive  Committee  of  the 
American  Electric  Railway  Association 
held  at  association  headquarters.  New 
York  City,  on  Nov.  20.  President 
Richardson  announced  the  reappoint- 
ment of  C.  D.  Cass  as  general  counsel 
of  the  association.  The  names  of  the 
members  of  the  advisory  council  to 
serve  during  the  coming  year  were  also 
announced. 

Before  proceeding  with  its  regular 
business,  the  conmiittee  listened  to  a 
short  talk  by  Malcolm  Muir,  president 
of  the  McGraw-Hill  Publishing  Com- 
pany, Inc.,  concerning  the  plan  to 
change  the  name  of  Electric  Railway 
Journal  at  the  beginning  of  next  year. 
Mr.  Muir  pointed  out  that  both  the  in- 
dustry and  the  paper  have  greatly  broad- 
ened the  scope  of  their  activities  in  recent 
years  and  have  outgrown  a  designation  that 
appears  to  embrace  only  one  particular 
form  of  transportation.  He  said  that  no 
other  word  so  well  describes  the  tre- 
mendously important  business  of  furnish- 
ing transportation  in  our  cities  and  ad- 
jacent areas  as  does  the  word  "transit." 
Electric  street  railways,  subways,  elevated 
railways,  buses,  trolley  buses,  taxicabs, 
interurban  electric  lines  and  electrified 
suburban  railroad  lines,  are  all  included 
within   its   scope. 

Following   Mr.    Muir's    talk,   there   was 


The  Business  Outlook 

SOME  slackening  of  the  rate  of 
bank  credit  contraction,  slowing 
up  of  currency  expansion  and  bank 
suspensions,  strengthening  of  the  dol- 
lar and  mark  exchanges,  accelerated 
action  on  German  reparations  and 
debt  problems  by  the  creditor  powers 
hold  out  promise  that  the  period  of 
acute  financial  disturbance  which  has 
complicated  the  depression  may  be 
definitely  past  by  spring.  Security 
markets  are  standing  well  the  post- 
ponement of  railroad  wage  adjust- 
ments, the  pressure  of  tax  selling  and 
poor  corporation  earnings  results  and 
the  commodity  markets  continue 
steady  despite  the  dampening  of 
their  earlier  inflationary  enthusiasm. 
In  short,  with  steel  and  motors  ap- 
parently most  hopeful  of  keeping 
some  of  the  home  fires  burning  in 
anticipation  of  spring  improvement, 
business  would  seem  to  be  prepared 
to  dig  in  for  the  winter  and  watch  the 
coming  congressional  carnival  of  po- 
litical winter-sports  in  Washington.— 
The  Business  Week. 


general  discussion  as  to  whether  or  not  it 
would  be  desirable  to  embody  the  word 
"community"  in  the  new  name,  but  the  con- 
sensus of  opinion  was  that  the  two-word 
name  Transit  Journal  would  be  best. 
While  no  official  action  was  taken  by  the 
committee,  it  was  evident  that  the  general 
sentiment  approved  the  proposed  change. 

In    connection    with    the    report    of    the 
Manufacturers'  Advisory  Committee,  which 
(Continued   on  Page   715; 


Evansville  Company  Starts 
Another  Bus  Service 

The  Evansville,  Suburban  &  Newburgh 
Railway  has  started  bus  service  between 
Evansville  and  Petersburg,  Ind.,  by  way 
of  Boonville.  For  more  than  a  year  the 
company  has  maintained  bus  service  be- 
tween Evansville  and  Boonville,  replacing 
rail  service.  Three  trips  daily  are  being 
made  now  by  the  buses  between  Evansville 
and  Petersburg.  The  new  service  covers 
36  miles  and  taps  the  rich  coal  field  of 
Pike  County  and  northern  Warrick  County. 
The  railway  will  also  start  a  daily  freight 
service  between  Evansville  and  Petersburg. 
President  Muhlhausen  feels  that  the  new 
service  will  be  profitable.  The  company 
also  operates  buses  between  Evansville  and 
Newburgh.  Some  time  ago  the  Public 
Service  Commission  approved  the  plan  for 
the  new  Evansville-Petersburg  route,  but 
operation  over  it  has  been  held  up  until 
the  present  time  pending  repair  of  a  bridge 
3  miles  south  of  Arthur.  The  route  is 
over  Road  No.  62  to  Boonville,  and  over 
Road  No.  61  from  Boonville  to  Petersburg. 
Part  of  the  route  is  concrete  pavement,  and 
the    rest    of    it   has    been    improved    with 

dustless  top. 

♦ 

Tow-in  Law  Under  Fire 
in  Indianapolis 

Several  groups  of  Indianapolis  citi- 
zens are  waging  bitter  warfare  against 
enforcement  of  the  city's  recently 
enacted  tow-in  law  which  permits  the 
police  to  impound  autos  parked  im- 
properly on  the  city  streets.  Although 
city  officials  have  shown  a  willingness 
to  meet  with  committees  representing 
citizens  and  discuss  measures  alterna- 
tive to  the  tow-in.  Mayor  Sullivan  is  on 
record  as  irrevocably  opposed  to  a  re- 
turn to  the  old  sticker  system.  The 
Mayor  recently  was  quoted  as  saying 
that  newspapers  and  business  men  who 
most  actively  oppose  the  tow-in  ordi- 
nance are  the  ones  who  most  frequently 
"fixed"  stickers  in  former  days.  It  is 
his  opinion  that  the  city  will  benefit  ma- 
terially under  a  parking  code  with  an 
enforcement   rule   that   possesses   teeth. 


EiECTRic    Railway    Journal— Dccoiifccr,    1931 
711 


Fare  Changes 


Youngstown,  Ohio — Weekly  sales  of 
car  and  bus  passes  under  the  $1  rate 
continued  to  increase,  according  to 
Youngstor.'n  Municipal  Railway  officials. 
The  sales  for  the  week  recently  ended 
were  7,400,  compared  to  7,362  the  pre- 
vious week  and  7,013,  the  first  week  of 
the  reduced  rate.  The  three-month 
trial  of  the  $1  rate  still  has  two  months 
to  go. 

Newark,  N.  J. — The  Lackawanna  Rail- 
road has  made  a  further  reduction  in 
round-trip  tickets  to  Newark  and  New 
York  within  the  new  suburban  electric 
zone,  effective  Dec.  1.  The  new  price 
is  equal  to  the  approximate  cost  of  a 
one-way  ticket.  Tickets  will  not  be 
honored  on  morning  and  evening  rush- 
hour  trains.  They  will  be  on  sale  daily 
from  Dec.  1  to  Dec.  24.  Tickets  will 
not  be  sold  at  reduced  rates  in  the  op- 
posite direction.  The  reduced  fares  are 
experimental.  New  prices  are  $1.45  to 
New  York  and  $1.20  to  Newark  from 
Dover,  and  $1.35  to  New  York  and  $1.10 
to  Newark  from  Rockaway. 

■f 
Toledo,  Ohio.— The  Street  Railway 
Board  of  Control  has  approved  plans  of 
the  Community  Traction  Company  to 
issue  shoppers'  passes  to  be  sold  for  a 
week's  riding  at  75  cents.  The  passes 
probably  will  be  issued  the  last  week  in 
November,  but  no  definite  time  has  been 
set  by  the  company.  The  shoppers'  pass 
will  be  honored  on  all  cars  and  buses  be- 
tween 9  a.  m.  and  4  p.  m.  and  from 
6:30  p.  m.  to  3  a.  m. 


Bus  Operations 


Tuckahoe,  N.  Y. — The  East  Chester 
Town  Board  has  suggested  that  the 
Third  Avenue  Railway  System  substi- 
tute buses  for  trolleys  on  the  Waverly 
Square-Mount  Vernon  route.  The  com- 
pany plans  to  run  buses  from  White 
Plains  to  Mount  Vernon,  and  will  ex- 
extend  the  New  Rochelle-Tuckahoe 
route,  which  now  terminates  at  Mill 
Road  and  White  Plains  Post  Road,  East 
Chester,  to  the  railroad  station  in 
Tuckahoe. 

■f 

Savannah,  Ga. — The  Savannah  Elec- 
tric &  Power  Company  would  sub- 
stitute service  by  bus  for  its  present 
Battery  Park  car  service  operating 
regular  city  type  buses  over  the  new 
route,  furnishing  substantially  the  same 
frequency  of  service.  This  proposed 
service  would  transverse  three  present 
car  lines,  enabling  passengers  to  trans- 
fer to  and  from  any  one  of  these  lines. 
It  would  make  a  shorter  and  more  direct 
route  for  passengers  from  the  southern 
and  eastern  sections  of  the  city  wish- 
ing to  visit  Laurel  Grove  Cemetery  and 
the  southwestern  section  of  the  city. 
The  fare  would  be  the  standard  car  fare 
with  the  usual  free  transfer  privilege 
between  car  and  bus   service. 


Cleveland,  Ohio — Pointing  to  the  re- 
port   of    Street    Railway    Commissioner 


C.  M.  Ballou  which  showed  a  loss  of 
$252,780  on  bus  operation  during  the 
first  six  months  of  1931,  City  Council- 
man Kohen,  suggests  that  the  Cleve- 
land Railway  discontinue  five  bus  lines 
and  shorten  four  others  in  an  effort  to 
reduce  the  deficit.  Legislation  to  this 
end  has  been  prepared,  but  it  is  ex- 
pected the  mo.ement  will  result  in  much 
opposition  from  business  men  and  resi- 
dents in  the  territory  served. 

■♦■ 
Warren,  Ohio— If  the  P.  &  O.  Coach 
Lines  give  Warren  half-hour  bus  service 
at  the  same  fare  as  now  charged  for 
street  car  transportation,  the  city  will 
not  protest  the  withdrawal  of  local  rail- 
way service.  It  is  said  the  city  will 
insist  that  the  company  make  some 
arrangement  to  remove  the  trolley  tracks 
or  resurface  over  them. 

-f 
Roanoke,  Va. — The  State  Corporation 
Commission  has  authorized  the  Roanoke 
Railway  &  Electric  Company  to  remove 
1.83  miles  of  track  from  a  portion  of  the 
old  Salem  line  which  cuts  off  at 
Twentieth  and  Orange  Streets  and  to 
substitute  service  by  bus  on  the  route 
to  Washington  Heights,  which  is  about 
a  mile  from  the  city. 

Boston,  Mass. — The  Boston  Elevated 
Railway  has  asked  for  permission  to 
establish  two  new  bus  lines  in  Dor- 
chester. Fares  will  be  5  cents  without 
transfer,  and  10  cents  with  transfer 
privileges. 


Service  Changes 


Oakland,  Cal. — The  application  of  the 
East  Bay  Street  Railways,  Ltd.,  for  per- 
mission to  reroute  and  consolidate  street 


Congratulations ! 

WE  TAKE  off  our  hat  to  Chair- 
man John  N.  Shannahan  and 
to  the  splendid  body  of  men  and 
women  who  assisted  him  in  the 
Community  Chest  drive.  And  we 
take  off  our  hat  to  Omaha  —  a 
mighty  fine  town,  the  home  of  a 
warm-hearted  and  public  spirited 
citizenry. 

In  a  year  of  unemployment,  re- 
duced wages  and  salaries,  dimin- 
ished profits,  Omaha  has  given 
$584,000,  with  the  promise  to  make 
it  an  even  $600,000  before  the  cam- 
paign is  over.  It  was  asked  to  give 
$525,000. 

To  the  discharge  of  this  civic  duty 
Mr.  Shannahan  has  given,  not  only 
freely  of  his  money,  but,  more 
valuable  and  more  important,  the 
whole  of  his  time  and  energy  and 
ability  for  several  weeks.  Many 
other  citizens,  with  businesses  and 
private  affairs  of  their  own  clamor- 
ing for  attention,  have  done  almost 
as  much. 

It  is  men  and  women  such  as 
these  who  build  fine  cities  and  help 
make  this  a  great  and  enduring  na- 
tion which  not  all  the  winds  that 
blow  can  move  from  its  foundations. 
— Omaha   World-Herald. 


car  lines   Nos.   11   and   15,   serving  38th 
and  Oakland  Avenues,  has  been  denied 
by   the    State   Railroad   Commission. 
-f 

Providence,  R.  I. — Discontinuance  of 
railway  service  on  the  Promenade  Street 
line  here  is  sought  in  a  petition  filed  by 
the  United  Electric  Railways  with  the 
Public  Utilities  Commission.  The  peti- 
tion involves  only  trolley  service—not 
bus  service — on  Promenade,  Valley  and 
Rathbun  Streets. 

■f 

Berkeley,  Cal.— The  East  Bay  Street 
Railways,  Ltd.,  and  East  Bay  Motor 
Coach  Lines,  Ltd.,  have  petitioned  the 
Railroad  Commission,  the  one  to 
abandon  a  portion  of  its  railway  service 
on  its  No.  3,  Grove  Street  Line,  in 
Berkeley,  and  the  other  to  operate  a 
motor  coach  line  in  place  of  the  service 
so  abandoned.  Authority  is  asked  to  re- 
move the  track  since  city  officials  are 
about  to  reconstruct  portions  of  the 
streets,  and  have  consented  to  the 
removal. 

■f 

Wheeling,  W.  Va.  — The  Wheeling 
Traction  Company  has  placed  one-man 
cars  in  service  between  Martins  Ferry 
and  Yorkville. 

■f 

Rochester,  N.  Y.  —  Twenty-two  one- 
man  cars  have  been  placed  in  operation 
on  the  Main  Street  East  and  Main 
Street  West  line  and  the  Parsells  Avenue 
and  Genesee  Street  route  of  the  New 
York  State  Railways.  John  F.  Uffert, 
general  manager,  explains  that  the  one- 
man  service  provides  more  frequent 
service  on  the  lines  in  face  of  declining 
revenues.  The  cars  have  been  newly 
decorated  inside  and  out.  The  seats  are 
upholstered  in  red  leather.  With  the  in- 
stallation of  these  new  one-man  cars, 
this  class  of  service  is  being  operated 
on  all  but  four  of  the  city  lines. 
■f 

Portland,  Ore.  —  Drastic  changes  in 
Oregon  Electric  Railway  passenger 
schedules  have  been  announced  by 
R.  H.  Crozier,  general  passenger  agent. 
Between  Albany  and  Corvallis,  buses 
will  be  used  instead  of  the  rail  connec- 
tion from  Gray  to  Corvallis. 


Financial  News 


Brooklyn,  N.  Y. — According  to  the 
IVall  Street  Journal,  the  Brooklyn- 
Manhattan  Transit  Corporation  has  so 
increased  its  holdings  of  Brooklyn  & 
Queens  Transit  Corporation  common 
and  preferred  stocks  that  in  October  the 
holding  company  received  approxi- 
mately 61  per  cent  of  the  surface  line 
operating  company's  net  income,  against 
roughly  58  per  cent  in  the  first  four 
months  of  its  fiscal  year  and  58.3  per 
cent  in  September.  In  September  the 
company  added  to  its  holdings  of  both 
common  and  preferred  stocks  of  Brook- 
lyn &  Queens  Transit.  In  addition,  the 
Brooklyn-Manhattan  Transit's  income 
has  been  increased  by  the  raising  of  the 
Brooklyn  &  Queens  Transit  preferred 
dividend  to  $6  a  share  from  $5.  The  first 
quarterly  payment  at  the  higher  rate 
was  made  Oct.  1. 


(Contitiued  on  Page   714) 


Electric  Railway  Journal — Vol.75,  No.l3 
712 


Reorganization 
Plan  for  Bufifalo 
&  Lackawanna 

The  Public  Service  Commission  has  ap- 
proved the  reorganization  plan  for  the 
Buffalo  &  Lackawanna  Traction  Company, 
and  has  authorized  that  company  to  issue 
common  capital   stock  of  no  par  value. 

The  Buffalo  &  Lackawanna  operates 
from  the  Buffalo  Library  to  a  connection  at 
the  city  line  with  the  Buffalo  &  Lake  Erie 
Traction  Company,  which  controls  the 
Buffalo  &  Lackawanna  through  ownership 
of  stock.  The  Buffalo  &  Lake  Erie  went 
into  receivership  and  the  property  of  the 
Buffalo  &  Lackawanna  reverted  to  its  bond- 
holders. Later  the  property  was  sold  to 
Harry  Evers  as  chairman  on  behalf  of  a 
protective    committee    of   bondholders. 

The  reorganization  plan  proposed  that 
depositing  bondholders  of  the  Buffalo  & 
Lackawanna  form  a  new  corporation  with 
an  authorized  capital  of  15,000  shares  of 
no  par  value  common  stock,  consisting  of 
12,000  shares  of  Class  A  stock  which  would 
be  distributed  to  bondholders  in  the  ratio 
of  ten  shares  for  each  $1,000  principal 
amount  of  bonds,  and  3,000  shares  of  Class 
B  stock  designed  to  secure  competent  man- 
agement. The  purpose  of  the  reorganiza- 
tion plan  was  said  to  be  to  transfer  to  the 
bondholders  their  interest  in  the  property 
purchased  on  their  account  at  the  fore- 
closure sale. 

The  commission  authorized  the  company 
to  issue  11,450  shares  of  Class  A  stock 
without  par  value,  to  be  delivered  to  the 
Marine  Trust  Company,  Buffalo,  as  deposi- 
tary under  the  bondholders'  protective 
agreement  for  delivery  to  depositing  bond- 
holders. The  issuance  of  Class  B  stock 
in  payment  for  services  in  advance  of  their 
being  rendered  was  not  approved.  It  was 
stated  by  the  commission  that  the  purpose 
of  rewarding  management  can  be  accom- 
plished by  assigning  a  proportion  of  the 
net  income  to  management  and  determining 
the  order  of  such  distribution. 


New  York's  Largest  Subway 
Station  Inspected 

The  42d  Street  station  of  the  Eighth 
Avenue  line  of  New  York  City's  new  sub- 
way system  was  inspected  recently  in  its 
partially  completed  state  in  conjunction 
with  the  tour  conducted  by  the  Eighth 
Avenue  Association.  This  is  the  largest 
subway  station  in  this  city.  It  has  a  capac- 
ity of  about  90,000  passengers  an  hour. 
The  station  has  a  total  length  of  1,155  ft. 
When  finished,  it  will  have  fourteen  en- 
trances from  the  street,  two  of  which  will 
be  through  adjacent  buildings  and  one  or 
more  stairways  at  each  of  the  intersecting 
streets  leading  from  the  sidewalk  to  the 
mezzanine  or  control  level  of  the  station. 


Free  Rides  in  Providence 

To  aid  the  Retail  Trade  Board  of  the 
Providence  Chamber  of  Commerce  on 
"Providence  Day,"  Dec.  3,  the  United 
Electric  Railways  will  bring  passengers 
into  the  center  of  Providence,  R.  I.,  free 
of  charge  between  9  and  11  a.m.  Ac- 
cording to  a  petition  filed  with  State 
Public   Utilities    Commission,   the    com- 


pany is  taking  this  step  because  it 
"desires  to  co-operate  by  giving  free 
transportation  in  one  direction  on  said 
day  on  all  lines  running  into  the  traffic 
and  business  center  of  Providence." 

All  lines  will  be  affected  by  the  free- 
ride  ruling  except  the  Olneyville  Square- 
Eddy  Street  and  the  Cranston  Street- 
Branch  Avenue  bus  lines.  On  the  Paw- 
tucket  line  only  persons  who  board  cars 
south  of  the  city  line  will  be  entitled  to 
the  free  transportation.  Persons  leav- 
ing cars  or  buses  before  reaching  the 
center  of  the  city  also  will  be  required 
to  pay  their  fares. 

A  second  petition  filed  by  the  com- 
pany proposes  to  establish  the  same 
plan  for  the  Pawtucket  Chamber  of 
Commerce  on  "Pawtucket  Day,"  the 
date  of  which  has  not  yet  been  set. 

Department  stores  and  other  business 
establishments  will  feature  large  sales 
of  merchandise  at  special  prices  on  Dec.  3 
in  an  effort  to  stimulate  business. 


Curbing  the  Cruising  Cab 
in  Hoosier  City 

The  Indianapolis  city  ordinance  limit- 
ing cruising  by  taxicabs  and  requiring 
all  drivers  to  obtain  licenses  went  into 
effect  on  Nov.  16.  Passed  last  April, 
the  ordinance  has  been  held  in  abeyance 
at  the  behest  of  cab  operators  who  have 
claimed  that  the  ordinance  provisions 
will  seriously  affect  their  business. 
Cruising  for  passengers  is  limited  by  a 
provision  in  the  ordinance  that  all  cabs 
must  proceed  two  blocks  before  turn- 
ing to  repass  a  given  spot.  Other  sec- 
tions of  the  ordinance  provide  that  cab 
stands  may  be  authorized  only  by  the 
Board  of  Public  Safety.  Property 
owners  may  petition  for  the  establish- 
ment of  a  cab  stand,  but  if  the  petition 
is  granted  the  property  owners  will  be  re- 
quired to  pay  a  fee  of  $25  yearly. 


Central  Association 


Activities  Reorganized 


Prompted  by  changed  general  con- 
ditions of  the  electric  railway  industry 
and  the  constantly  increasing  efficiency 
of  its  active  subsidiary  organizations, 
the  Central  Electric  Railway  Associa- 
tion, through  its  Executive  Committee, 
has  effected  a  complete  reorganization 
of    its    activities.      In    two    meetings    at 


The  Value  of  Convention 
Exhibits 

THE  most  important  ideas  that 
we  can  bring  home  from  a  con- 
vention are  new  ideas  on  manufac- 
tured products.  It  is  of  inestimable 
value  to  us,  therefore,  if  we  can  see 
at  the  convention  the  greatest  pos- 
sible display  of  equipment  and  ap- 
pliances, so  that  our  engineers,  our 
sales  managers  and  our  executives 
can  study  the  progress  of  the  art 
since  the  last  year  and  find  out  what 
new  things  there  are  that  we  can 
use  on  our  lines  to  reduce  our  costs, 
and  that  we  can  introduce  to  our 
customers  to  improve  our  load  fac- 
tor and  earnings. 

We  see  things  that  are  not 
brought  to  our  offices  for  us  to 
look  at.  We  see  them  under  con- 
ditions where  we  can  make  com- 
parisons. We  can  look  them  over 
together  and  exchange  opinions  on 
them.  There  is  no  other  such  op- 
portunity. And  if  we  take  an  intelli- 
gent advantage  of  it,  that  alone  is 
worth  many  times  the  cost  of  the 
trip  to  each  one  of  us.  That's  why 
I  say  that  the  exhibit  is  worth  more 
than  the  business  sessions.  It  is 
the  most  valuable  educational  op- 
portunity at  the  convention. — P.  S. 
Arkwright,  past-president  of  the 
N.E.L.A.,  rsn-iting  in  "Electrical 
World." 


Fort  Wayne,  Ind.,  Oct.  IS  and  Nov.  18, 

1931,  authorization  was  given  to  the  Cen- 
tral Electric  Railway  Master  Mechanics' 
Association,  the  Central  Electric  Rail- 
way Accountants'  Association,  and  the 
Central  Electric  Traffic  Association  to 
organize  as  independent  associations 
and   to   become   active   as   such   Jan.    1, 

1932.  Tliese  subsidiary  organizations 
will  assume  the  assets  and  liabilities  of 
the  parent  association  as  of  this  date, 
and  the  Central  Electric  Railway  Asso- 
ciation will  retire  as  of  Dec.  31,  1931. 

The  organization  now  known  as 
the  Central  Electric  Railway  Master 
Mechanics'  Association  will  become  the 
Central  Transportation  Equipment  As- 
sociation on  Jan.  1,  1932.  The  ac- 
countants' and  traffic  associations  will 
continue  under  their  old  names.  It  is 
believed  by  the  officials  of  the  central 
district  railways  that  this  reorganization 
in  no  way  handicaps  the  various  com- 
panies' interests  in  association  affairs, 
but  puts  them  in  a  stronger  position  to 
co-ordinate  their  activities  through  their 
subsidiary  organizations. 

The  Central  Electric  Traffic  Associa- 
tion immediately  went  into  session 
following  the  parent  Executive  Com- 
mittee's action  in  their  behalf,  and 
elected  an  Executive  Committee  for  the 
period  of  one  year.  Those  elected  were 
as  follows: 

G.  W.  Quackenbush,  traffic  manager 
Eastern    Michigan,    Toledo   Railroad. 

O.  H.  Lazelle,  traffic  manager  Lake 
Shore  Electric  Railway. 

Richard  Breckenridge,  vice-president  in 
charge  of  traffic  Cincinnati  &  Lake  Erie 
Railroad. 

O.  H.  Murlin,  general  freight  and  pas- 
senger agent  Dayton  &  Troy  Electric  Rail- 
way. 

W.  L.  Snodgrass,  general  superintendent 
in  charge  of  traffic  Indiana  Railroad 
System. 

H.  W.  Smith,  general  freight  and  pas- 
senger agent  Northern  Indiana  Railway. 

J.  O.  Motto,  traffic  manager  Winont 
Railroad. 

Mr.  Snodgrass  was  elected  president 
of  this  committee  and  Mr.  Lazelle,  vice- 
president. 


Electric    Railway    Journal — December,   1931 
713 


Income  Bond  Interest  Omitted 

The  directors  of  the  United  Railways  & 
Electric  Company,  Baltimore,  Md.,  have 
decided  not  to  pay  interest  due  on  Dec.  1 
on  the  income  bonds.  The  following  reso- 
lution was  passed  at  a  meeting  on  Nov.  24 : 

Resolved  that  upon  consideration  of  the 
report  of  the  auditors  and  treasurer  show- 
ing that  for  the  six-month  period  ending 
Nov.  20,  1931,  there  will  be  no  net  earn- 
ings applicable  to  interest  on  the  income 
bonds,  coupon  No.  65  be  not  paid. 

The  interest  on  these  bonds,  which  were 
originally  issued  in  exchange  for  preferred 
stock  of  the  company,  is  cumulative.  Since 
1910  the  company  had  made  regular  inter- 
est payments.  Prior  to  that  coupons  foi 
the  period  from  1904  to  1910  had  been 
funded  in  a  5  per  cent  issue  due  June  1, 
1936.  The  income  bonds  are  without  defi- 
nite maturity  date  except  that  principal  is 
payable  at  the  option  of  the  company  after 
Marcli  1,  1949. 


Financial  News 


Many  Changes  in  Service 

Changes  in  the  street  car  and  bus  ser- 
vice of  San  Diego  Electric  Railway,  San 
Diego,  Cal.,  have  been  authorized 
by  the  Railroad  Commission.  The 
changes  are  in  substantial  accordance 
with  recommendations  contained  in  an 
investigation  and  report  on  the  street 
transportation  facilities  of  San  Diego 
made  by  the  Railroad  Commission  upon 
the  joint  request  of  the  city  and  the 
railway.  The  commission  said  it  appears 
unreasonable  that  the  company  can  con- 
tinue to  operate  cars  unless  a  need  for 
them,  expressed  in  traffic,  exists.  The 
greater  the  economy  of  operation,  the 
more  assured  is  service.  The  importance 
of  Ocean  Beach,  it  is  believed,  is  fully 
appreciated  by  the  railway,  as  witnessed 
by  the  high  type  of  service  rendered  this 
community.  The  transfer  necessitated 
by  the  proposed  change  will  be  limited 
to  a  few  passengers,  while  it  will  result 
in  a  material  saving  to  the  railway  and 
permit  a  high  standard  of  service. 


A.E.R.A. 

Executive  Committee 

(Continued  from  Page  711) 

is  taking  a  poll  of  the  manufacturers  con- 
cerning the  desirability  of  having  an  ex- 
hibit at  the  1932  A.E.R.A.  convention,  a 
suggestion  was  made  that  no  convention 
at  all  be  held  next  year  and  a  series  of 
regional  meetings  be  substituted  in  its 
place.  Several  of  the  members  present 
expressed  approval  of  this  plan,  but  no 
formal  action  was  taken,  it  being  decided 
to  canvass  the  opinion  of  the  industry  by 
letter  before  making  any  final  decision. 

Brief  reports  were  received  from  various 
of  the  standing  committees.  President 
Heberle  of  the  Accountants'  Association, 
President  Giltner  of  the  Claims  Associa- 
tion and  President  Jones  of  the  Engineer- 
ing Association  told  of  the  plans  of  their 
organizations  for  the  coming  year.  A 
letter  of  appreciation  was  read  from  the 
Canadian  Electric  Railway  Association  for 
the  courtesies  extended  to  its  members 
during  the  recent  A.E.R.A.  convention  at 
Atlantic  City.  It  was  decided  to  hold  the 
next  meeting  of  the  American  Executive 
Committee  on  Jan.  29  at  New  York 


New  York,  N.  Y. — The  city,  acting 
through  the  Transit  Commission,  and 
the  Interborough  Transit  Company  have 
reached  a  settlement  with  the  Depart- 
ment of  Internal  Revenue  under  which 
the  Revenue  Department  has  waived  its 
claim  for  taxes  amounting  to  approxi- 
mately $850,000  on  the  payment  of  ap- 
proximately $6,291,000  by  the  I.R.T.  to 
the  city  for  the  fiscal  year  ended  June, 
1929.  The  payment  was  made  under  an 
agreement  between  the  Interborough  and 
the  city,  settling  differences  over  ac- 
counting and  fund  withdrawals  under 
Contract  3. 

-f 

Johnstown,  Pa. — A  protective  com- 
mittee for  holders  of  Johnstown  Passen- 
ger Railway  30-year  4  per  cent  gold 
bonds,  due  on  Dec.  1,  1931,  has  been 
formed  and  is  asking  deposits  of  bonds. 
The  Johnstown  Traction  Company,  the 
parent  company,  is  now  in  receivership, 
and  has  advised  the  bondholders  of 
the  Passenger  Railway  Company,  with 
which  it  was  merged  in  1913,  that 
it  will  not  meet  the  interest  due  on 
Dec.  1,  on  which  date  the  principal  of 
the  bonds  also  will  mature. 
-♦- 

New  York,  N.  Y.— Holders  of  the 
Dry  Dock,  East  Broadway  &  Battery 
Railway  S  per  cent  general  mortgage 
bonds,  due  on  Dec.  1,  1932,  have  been 
informed  that  funds  are  not  available 
for  the  payment  of  semi-annual  interest. 
A  total  of  $950,000  of  these  bonds  are 
outstanding.  The  Dry  Dock  company 
operates  the  Avenue  B,  the  Williams- 
burgh  Bridge  and  the  Grand  Street 
Crosstown  lines.  Third  Avenue  Rail- 
way, which  controls  the  line,  has  met 
the  deficit  up  to  this  time.  Recently, 
however,  it  was  decided  not  to  advance 
further  funds  to  the  Dry  Dock  company, 
but  it  has  offered  its  services  to  the  Dry 
Dock  bondholders  to  operate  the  lines 
at  least  until  such  time  as  the  bond- 
holders make  other  arrangements.  The 
companies  of  the  Third  Avenue  Rail- 
way system  own  certain  Dry  Dock 
securities. 

-f 
New  York,  N.  Y.— As  part  of  its  pro- 
gram for  independent  operation  of  New 
York  City's  new  subway  system,  the 
Board  of  Transportation  plans  to  sub- 
mit to  the  Board  of  Estimate,  together 
with  a  draft  of  operating  contract,  a 
request  for  immediate  service  upon 
B.-M.  T.  of  intention  to  recapture  the 
7-mile  Culver  Line  to  Coney  Island. 


Providence,  R.  I. — The  New  England 
Power  Association,  through  a  sub- 
sidiary just  formed,  the  Power  Realty 
Company,  is  to  acquire  the  power  plant 
of  the  United  Electric  Railways  here 
for  $2,150,000.  Hereafter,  the  trans- 
portation utility,  which  operates  trolley 
and  bus  lines  throughout  Rhode  Island's 
mainland,  will  purchase  its  power  from 
the  Narragansett  Electric  Company,  an- 
other subsidiary  of  the  New  England 
Power  Association. 


Regulation  and  Legal 


Philadelphia,  Pa.— Right  of  the  State 
Superior  Court  to  decide  whether  the 
Broad  Street  Subway  lease  by  the  city  to 
the  Philadelphia  Rapid  Transit  Company 
is  "improvident  to  the  taxpayers"  was 
asserted  on  Nov.  11  by  Superior  Court 
Judge  Cunningham.  The  ruling  was  made 
in  the  course  of  argument  before  the 
tribunal  on  the  appeal  of  former  Deputy 
Comptroller  Wilson  from  the  Public 
Service  Commission's  approval  of  the 
Broad  Street  Subway  lease  a  year  ago. 
Mr.  Warfield  said :  "I  do  not  ask  that  the 
entire  lease  be  nullified,  but  I  ask  this 
court,  in  view  of  the  fact  that  the  agree- 
ment was  drawn  at  a  time  when  Mitten 
Management,  Inc.,  was  in  control  of  the 
P.R.T.,  to  send  the  lease  back  to  the 
Public  Service  Commission  so  that  proper 
adjustments  may  be  made."  Decision  was 
reserved. 

East  Chicago,  111.— A  new  trial  has 
been  granted  the  Chicago,  South  Shore 
&  South  Bend  Railroad  in  its  legal 
battle  to  move  its  tracks  here  from 
crowded  Chicago  Avenue  in  the  center 
of  the  business  district  to  a  new  loca- 
tion near  the  south  bank  of  the  Little 
Calumet  River.  Circuit  Judge  Norton 
ruled  that  an  act  of  the  recent  Legis- 
lature revoked  the  original  law  which 
gave  the  utility  the  right  to  relocate 
tracks,  and  invested  this  right  in  the 
Public  Service  Commission.  In  the  first 
trial,  Judge  Norton  denied  the  petition 
of  the  company  to  move  its  right-of- 
way.  The  company  then  filed  a  similar 
petition  with  the  Public  Service 
Commission. 


General 


Columbus,  Ohio— Street  railway  and 
interurban  lines  come  fourth  in  the 
amount  of  excise  taxes  paid  the  State 
for  1931.  Steam  railroads  come  first 
with  $2,198,105.  Electric  power  cor- 
porations are  ne.xt  with  $1,088,188.  Tele- 
phone companies  are  next  with  $815,- 
407,  and  street  railway  and  interurban 
lines  fourth  with  $469,551.  Excise  taxes 
paid  by  all  utilities  for  1931  were  $312,- 
364  less  than  for  1930.  This  indicates 
that  all  utilities  combined  have  suffered 
a  comparatively  small  decrease  in  gross 
revenue  as  compared  to  other  businesses 
paying  excise  taxes  to  the  State. 


Seattle,  Wash. — By  a  unanimous  vote 
the  City  Council  has  instructed  the 
Board  of  Public  Works  to  pave  with 
precast  concrete  slabs  the  open  street 
car  tracks  of  the  Municipal  Street  Rail- 
way on  Dexter  Avenue.  The  work  will 
probably  be  underway  by  Dec.  1,  to  pre- 
pare Dexter  to  handle  all  the  traffic  to 
and  from  the  south  end  of  the  new 
George  Washington  Memorial  Bridge 
during  the  first  several  months  after  its 
opening  next  spring.  The  work  will  cost 
$40,000  and  will  involve  reconstruction 
of  the  double-track  street  car  line  in  the 
center  of  the  avenue  before  the  concrete 
surfacing  slabs  can  be  laid.  The  esti- 
mated cost  does  not  include  new  railroad 
ties  and  rails  to  be  used.  The  improve- 
ment will  be  financed  from  money  left 
over  in  the  public  fund  originally  con- 
tributed to  build  the  new  bridge. 


(Continued  07i  Page  716) 


Electric   Railway  Journal — Vcl  75  No  13 
714 


Six-Hour  Day  Plan 
at  Detroit  Rejected 

The  railway  employees'  union  in 
Detroit  has  rejected  the  recent  proposal 
made  by  the  Department  of  Street 
Railways  for  a  six-hour  day  instead  of 
the  present  eight-hour  day.  It  put  for- 
ward a  counter-proposal  for  a  6-day 
work  schedule  instead  of  seven  days. 
The  plan  of  the  department  as  sub- 
mitted to  the  union  was  designed  to 
spread  employment  among  more  of  the 
extra  men.  The  union  proposed  that  all 
extra  work  in  other  departments  be 
given  to  the  platform  men  not  on 
regular  runs,  a  system  tried  out  earlier 
in  the  year  but  abandoned  last  March. 

Del  A.  Smith,  general  manager  of  the 
D.  S.  R.,  said  that  a  six-day  week 
might  prove  satisfactory  if  the  off-days 
could  be  rotated  and  not  all  taken  on 
Sundays. 

The  problem  of  increasing  shop  hours 
for  D.  S.  R.  men  to  30  hours  a  week  is 
being  considered  by  Joseph  E.  Mills  and 
Judge  Jeffries,  named  several  weeks  ago 
to  settle  the  question  of  shop  hours. 


Special  Cleveland  Pass 
Popular 

A  Sunday-holiday  pass  put  into  effect 
at  Cleveland  on  Nov.  22  by  the  Cleveland 
Railway  sells  for  25  cents  in  competition 
with  the  following  fares  in  different  parts 
of  Greater  Cleveland : 

City  of  Cleveland — 10  cents  cash  and 
four  tickets  30  cents  with  1  cent  transfer. 

East  Cleveland  and  Cleveland  Height.s — 
local  fares  same  as  Cleveland  but  through 
rides  cost  12  cents  cash  or  five  tickets  for 
45    cents. 

Euclid  Village — 5  cents  local  and  18 
cents   through. 

Lakewood — 5  cents  and  eleven  for  50 
cent  ticket  local,  but  with  Cleveland  fares 
for  through  rides* 

The  company  sold  16,130  passes,  which 
were  used  for  134,074  gross  rides.  The 
latter  included  transfers  which  ordinarily 
run  up  to  35  per  cent.  The  revenue  for 
the  day  was  $905  greater  than  for  the 
average  of  the  three  Sundays  preceding, 
viz : 

Nov.    1    $19,375 

Nov.    8    .,$19,764 

Nov.    15    $18,286 

Average    $19,142 

Nov.  22   (pass)    $20,047 

Gain  in  revenue   (per  cent) 4.8 

The  company's  move  to  popularize  serv- 
ice on  the  days  on  which  patronage  has 
declined  most  has  met  with  wide  com- 
mendation. 


Following  a  course  from  the  heart  of 
Hollywood  over  the  westerly  and  southerly 
section  of  the  city,  the  line  passes  through 
a  thickly  populated  district  of  Los  Angeles 
en  route  to  the  harbor.  The  line  to  Long 
Beach  diverges,  one  wing  serving  Torrance 
and  the  other  operating  direct  on  South 
Main  Street  to  Long  Beach. 

The  schedule  calls  for  six  round  trips 
daily  between  Hollywood  and  Long  Beach, 
five  round  trips  to  San  Pedro  and  a  num- 
ber of  trips  to  and  from  steamers  at  the 
docks  sufficient  to  handle  the  business  of- 
fered. The  running  time  is  one  hour  and 
twenty  minutes  for  the  32-mile  journey  to 


Long  Beach,  and  one  hour  and  fifteen  min- 
utes for  tlie  30.5-mile  trip  to  San  Pedro. 

The  round-trip  fare  between  Hollywood 
and  Long  Beach  is  $1.10  and  the  one-way 
fare  60  cents;  between  San  Pedro  and 
Hollywood  55  cents  one  way  and  $1  round- 
trip. 

The  service  saves  time  and  eliminates 
transfer  enroute  between  Hollywood  cars 
and  Pacific  Electric  interurban  trains  in 
Los  Angeles,  previously  the  only  transpor- 
tation medium  to  the  harbor.  The  Los 
Angeles  Motor  Coach  Company  is  owned 
and  operated  jointly  by  the  Pacific  Electric 
Railway  and  Los  Angeles  Railway. 


Costs  Reduced  Sharply, 

Say  Maintenance  Men 

At  well-attended  meeting  of  Middle 
Atlantic  States  Equipment  Association 
many  improved  praaices  are  discussed 


Fast  Bus  Service  to 
Los  Angeles  Harbor 

A  direct  motor  coach  service  is  being 
supplied  by  the  Los  Angeles  Motor  Coach 
Company  between  Hollywood  and  San 
Pedro,  Long  Beach  and  steamers  at  the 
Los  Angeles  Harbor.  The  new  line  is  the 
most  important  new  transportation  link 
added  in  southern  California  in  several 
years,  since  it  provides  through  service 
between  the  Hollywood  and  harbor  points 
and  fulfills  a  travel  need  which  has  been 
growing  constantly.  Permission  to  operate 
the  new  line  was  received  from  the  Rail- 
road Commission  only  after  hearings  last- 
ing several  weeks.  Four  companies  com- 
peted for  the  franchise. 


NEW  cars  and  new  types  of  equip- 
ment require  proper  devices  for 
repair  and  testing  if  satisfactory  results 
are  to  be  obtained  was  the  opinion  of 
those  who  spoke  at  the  fall  meeting  of 
the  Middle  Atlantic  States  Equipment 
Mens'  Association,  held  at  York,  Pa., 
on  Nov.  19  and  20.  The  sessions  were 
presided  over  by  J.  G.  Porter,  Richmond, 
Va.,  president  of  the  association. 

Three  principal  papers  were  presented, 
by  J.  K.  Stotz,  Westinghouse  Electric 
&  Manufacturing  Company,  on  recent 
developments  in  high-speed  railway 
motors;  George  H.  Scragg,  Mack-Inter- 
national Motor  Truck  Company,  on 
schedules;  and  R.  S.  Beers,  General 
Electric  Company,  on  testing  of  railway 
motor  fields.  In  Mr.  Beers'  absence  the 
last  paper  was  read  by  G.  R.  Hill. 

Commutation  and  Modern  Railway 
Motors 

One  of  the  principal  problems  in  the 
modern  railway  motor,  according  to  Mr. 
Stotz,  is  commutation,  which  is  made 
more  difficult  with  higher  accelerating 
rates  and  higher  speeds.  The  penalty  is 
less  life  between  commutator  turnings. 
The  biggest  offender  in  producing  noise 
is  the  gear.  The  new  drives,  both  the 
W-N  type  and  the  worm,  are  quiet,  but 
to  some  extent  are  dependent  on  the 
type  of  truck  with  which  they  are  used. 
Throughout  its  life  the  double-reduction 
gear  has  the  same  efficiency  as  the  single. 

In  the  discussion  it  was  brought  out 
by  several  speakers  that  the  new  types 
of  equipment  have  brought  new  prob- 
lems in  maintenance.  D.  E.  Frame,  Wil- 
mington, Del.,  believes  that  shops  must 
be  fitted  with  the  proper  devices  for  re- 
pairing and  testing.  This  opinion  was 
concurred  in  by  Mr.  Porter,  W.  J.  Hicks, 
Richmond;  Morris  Buck,  New  York, 
and  others. 

Maintenance  costs  have  been  reduced 
S3  per  cent  and  pull-ins  reduced  9i  per 
cent  in  Richmond,  according  to  Mr. 
Galloway.  A  wheel  grinder  and  lathe 
have  been  effective  in  improving  wheel 
maintenance.  Construction  of  a  new 
bus  repair  shop  has  resulted  in  a  reduc- 


tion in  bus  maintenance  costs  of  $18.50 
per  1,000  bus-miles,  and  pull-ins  have 
gone  down  SO  per  cent. 

Considerable  discussion  developed  on 
methods  of  reducing  maintenance  costs 
at  the  present  time.  A.  T.  Clark,  Balti- 
more, stated  that  use  of  new  cars  has 
reduced  maintenance  costs.  The  pur- 
chase of  an  automatic  welder  has  re- 
duced the  car-mile  cost  of  car  wheels. 
Careful  adjustments  have  reduced  brake- 
shoe  costs.  Adoption  of  steel  cars  and 
a  new  technique  have  brought  down  the 
cost  of  repairs  after  damages  in  ac- 
cidents. The  total  of  these  savings  has 
been  nearly  $160,000  in  nine  months. 

H.  A.  Leonhauser,  Baltimore,  told 
how  the  use  of  high-speed  steels  made 
it  possible  to  speed  up  the  machinery. 
A  case-hardening  plant  was  installed, 
and  the  life  of  the  parts  treated  was  in- 
creased four  to  one.  Welding  is  used 
to  reclaim  every  possible  part,  with  a 
considerable  saving. 

E.  L.  Kelly,  Hampton,  pointed  out 
that  the  cost  of  special  shop  equipment 
is  a  real  problem  on  the  small  property, 
and  much  of  it  is  out  of  the  question. 
Fred  T.  Ward.  Third  Avenue  Railway, 
New  York,  told  of  the  efficiency  studies 
made  on  his  property.  By  the  use  of 
improved  methods,  89  men  are  now  able 
to  repair  and  turn  out  si.x  treadle-door 
cars  in  five  days  where  formerly  five 
cars  were  turned  out  in  five  days  with 
100  men.  There  has  been  no  let-down 
in  the  quality  of  the  work.  An  analysis 
tells  in  advance  what  a  job  will  cost, 
and  how  permanent  it  will  be.  The  real 
gain  that  is  being  made  in  maintenance 
by  these  improved  methods,  Mr.  Ward 
said,  is  in  putting  parts  on  the  cars  that 
will   not  wear  out   quickly. 

Friday  morning's  session  was  devoted 
entirely  to  the  discussion  of  prepared 
questions.  W.  C.  Klein,  Allentown, 
stated  that  he  has  been  using  the  trolley 
shoe  exclusively  for  the  past  ten  years 
on  all  high-speed  cars.  It  has  eliminated 
all  wire  troubles  and  broken  car  roofs. 
It  also  is  much  better  in  sleet.  E.  G. 
Deis.    Ohio    Brass    Company,   discussed 


{Continued  on  Page  717) 


Electric    Railway   Journal — December,   1931 
715 


Progressive  Moves 
Made  by  P.R.T.  on 
Improvements 

John  A.  McCarthy,  banker  and  chair- 
man of  the  City-Company  Relationship 
Committee  of  the  Philadelphia  Rapid 
Transit  Company  board,  in  discussing 
a  number  of  important  transit  improve- 
ments projected  by  the  company,  indi- 
cated that  modernization  of  the  1907 
city-P.R.T.  transit  agreement  is  to  be 
sought  by  the  reorganized  P.R.T.  board 
of  directors  in  the  near  future.  Accord- 
ing to  the  Record,  these  improvements 
include: 

1.  Inauguration  of  a  high-speed  transit 
service  between  Philadelphia  and  Cam- 
den via  the  Delaware  River  Bridge. 

2.  Inauguration  of  a  new  bus  line  to 
connect  the  Roxborough-Wissahickon 
section  with  the  central  business  district 
via  the  Henry  Avenue  Bridge. 

The  P.R.T.  board  of  directors  has  also 
named  a  committee  of  four  to  discuss 
with  the  city  the  proposal  that  the 
transit  company  keep  trolley  tracks  off 
Ridge  Avenue,  east  of  Broad  Street. 

The  committee  comprises  Mr.  McCar- 
thy, Dr.  Herbert  V.  Tily,  P.R.T.  direc- 
tor and  president  of  Strawbridge  & 
Clothier;  Ralph  T.  Senter,  president  of 
the  railway,  and  Frederic  L.  Ballard,  its 
general  counsel. 

Mr.  McCarthy  said  it  is  the  intention 
of  the  reorganized  P.R.T.  board  of  di- 
rectors to  take  the  public  into  its  con- 
fidence with  respect  to  the  various 
problems  arising  in  the  conduct  of  its 
transportation  system  and  the  relation- 
ship of  the  city  and  the  P.R.T.  To  this 
end  a  Publicity  and  Public  Relations 
Committee  has  been  named  to  accom- 
plish this  purpose.  The  committee  com- 
prises Dr.  Tily,  Mr.  McCarthy  and 
George  Stuart  Patterson,  three  of  the 
six  men  appointed  last  May  to  the 
P.R.T.  board  by  Judge  McDevitt.  Mr. 
McCarthy  is  quoted  as  follows: 

It  is  the  intention  of  the  P.R.T.  to  ex- 
tend to  the  limit  of  its  ability  the  best 
available  transit  service  to  the  people  of 
Philadelphia. 

In  line  with  this  attitude,  the  company 
has  started  negotiations  with  the  city  to 
establish  a  bus  line  from  the  Wissahickon 
Station  of  the  Reading  Company  out  Ridge 
Avenue  to  City  Line.  The  franchise  cover- 
ing this  route  is  held  by  the  Reading 
Transit  Company,  which  operates  a  trol- 
ley line  out  Ridge  Avenue  to  Norristown. 

We  expect  to  break  even  on  the  opera- 
tion of  this  new  bus  line  for  the  present. 
We  won't  make  a  penny  for  the  next  few 
year."!,  at  least,  in  its  operation.  It  will 
undoubtedly  aid  tremendously  in  the  de- 
velopment of  the  entire  Roxborough  dis- 
trict, and  give  the  section  a  transit  service 
now  lacking  because  of  the  unsatisfactory 
operation  of  the  present  "Toonerville" 
trolley  line. 

Mr.  McCarthy  also  said  the  Delaware 
River  Bridge  transit  line  proposal  will 
be  ready  in  detail  for  submission  to 
the  bridge  commission  by  Dec.   1. 

The  banker  indicated  that  the  East 
Ridge  Avenue  trolley  track  removal  pro- 
po.sal  now  pending  in  Council  will  pre- 
cipitate a  comprehensive  discussion  of 
city-P.R.T.  relations.     He  said: 

The  city  must  take  into  consideration  the 
fact  that  the  P.R.T.  is  now  paying  $184,000 
annual  rental  to  the  Ridge  Avenue  Pas- 
senger Railway,  one  of  the  underliers,  for 
the  Ridge  Avenue  line.  The  line  is  a 
highly  profitable  one. 


The  city  of  Philadelphia  has  since 
agreed  to  permit  the  Philadelphia  Rapid 
Transit  to  relay  its  tracks  on  Ridge 
Avenue  east  of  Broad  Street.  The  step 
marked  abandonment,  for  the  present, 
of  plans  to  make  the  avenue  a  motor 
boulevard  for  traffic  to  and  from  the 
Delaware  River  Bridge.  The  agreement 
was  made  after  P.R.T.  directors  suggested 
the  matter  be  included  as  an  issue  in  a 
future  test  case  to  condemn  the  under- 
liers. This  subject  will  be  taken  up,  it 
was  agreed,  when  P.R.T.  opens  negotia- 
tions early  in  1932  for  operation  of  the 
Ridge  Avenue  subway  and  other  sub- 
way lines   now  under  construction. 


General 


(Continued  from  Page   714) 

Cleveland,  Ohio — N.  R.  Howard,  writ- 
ing to  the  New  York  Times  for  Nov.  22, 
a  long  review  of  local  political  trends, 
said  that  "this  week  saw  petitions  put 
in  circulation  to  enlist  the  candidacy  of 
Peter  Witt,  whose  position  as  an  inde- 
pendent Democrat  is  somewhat  com- 
parable to  Mr.  Kohler's  on  the  Republi- 
can side.  Mr.  Witt,  now  the  transit  con- 
sultant of  the  Van  Sweringen  interests, 
declares  he  will  not  run  for  Mayor,  but 
there  will  be  terrific  pressure  brought  to 
bear  on  him." 

Portland,  Ore. — The  Oregon  Institute 
of  Technology  has  established  a  course 
in  repairing  and  servicing  of  buses  and 
trucks.  According »to  James  B.  Dins- 
dale,  supervisor  of  the  school,  the  course 
has  been  designed  for  mechanics  desir- 
ing to  specialize  in  heavy-duty  equip- 
ment. E.  L.  Skinner,  shop  foreman  of 
the  Pacific  Northwest  Public  Service 
Company,  Portland,  is  instructor. 
Students  spend  a  part  of  their  time  at 
the  Center  Street  shops  of  the  company 
studying  methods  used  for  servicing  the 
buses.  Actual  work  on  buses  and  trucks 
is  done  in  the  local  school. 

Youngstown,  Ohio^The  post  of  City 
Street  Railway  Commissioner  may  be 
eliminated  if  Council  fails  to  include  in 
the  1932  appropriation  provision  for 
$6,900  a  year.  "Council  meeting  recently 
favored  the  move  as  an  economy  measure, 
and  announcement  has  been  made  that 
in  making  up  the  new  annual  budget  this 
salary  item  will  be  eliminated.  No  plan 
has  yet  been  advanced  for  supervision 
of  the  local  railway  system  under  the 
terms  of  the  Youngstown  service-at- 
cost  grant. 

■f 

New  York,  N.  Y. — Up  to  the  present, 
the  war  against  the  subway  smoker  has 
made  only  slight  headway,  but  the  cam- 
paign against  this  particular  form  of 
human  pest  is  on  again  in  earnest  under 
stimulus  of  the  city's  health  department. 
The  railroad  companies,  especially  the 
Brooklyn-Manhattan  Transit  Corpora- 
tion, have  from  time  to  time  prosecuted 
educational  campaigns,  spreading  appeal 
and  warning  through  thousands  of  circu- 
lars and  posters.  The  underground 
smoker,  nevertheless,  appears  to  have 
stood  his  ground,  and  at  the  height  of 
the  latest  campaign  in  May  of  this  year 
eighteen  fires  started  in  the  B.-M.T. 
subway    lines    in    one    24-hour    period 


through  the  throwing  of  lighted 
cigarettes  into  rubbish  cans  and  onto 
the  railroad  ties.  During  the  last  six 
months,  the  B.-M.T.  alone  distributed 
500,000  warnings  to  passengers  observed 
smoking  or  carrying  lighted  butts  on 
stairways,  platforms,  passageways  or 
cars  of  the  line. 

-f 
Toledo,  Ohio. — New  fare  boxes  of  the 
Woods  closed  type  which  takes  in  paper 
tickets,  tokens  and  cash  have  been  in- 
stalled on  the  buses  of  the  Community 
Traction  Company  to  save  the  drivers 
annoyance  in  handling  different  types  of 
collections.  Magazines  retain  all  the  re- 
ceipts, which  are  counted  at  the  car- 
houses. 

-f 
Seattle,  Wash.  —  Publication  of  an 
official  schedule  of  street  car  and  bus 
routes  of  the  Municipal  Railway,  with 
time-tables  and  other  information  of 
value  to  car  riders,  will  be  proposed  to 
A.  E.  Pierce,  acting  superintendent,  as 
a  means  of  raising  revenue  for  the 
system. 

■♦■ 
Birmingham,  Ala.  — •  Following  the 
posting  of  a  notice  to  the  effect  that 
50  motormen  and  conductors,  who  have 
been  working  part  time,  would  be  laid 
off  on  Nov.  23,  representatives  of  the 
union  are  arranging  to  confer  with  of- 
ficials of  the  Birmingham  Electric  Com- 
pany. The  men  involved  in  the  proposed 
lay-off  have  been  working  under  a 
"stagger"  plan,  whereby  regular  opera- 
tors laid  off  two  days  out  of  every  21 
days,  and  extra  men  laid  off  one  day 
each  week.  Under  the  plan  now  pro- 
posed the  payrolls  would  not  be  re- 
duced since  the  working  time  of  em- 
ployees retained  would  be  increased. 

-f 
New  York,  N.  Y.— The  Board  of 
Transportation,  which  is  shortly  to  ad- 
vertise the  form  of  contract  upon  which 
bids  will  be  sought  for  the  operation  of 
the  Eighth  Avenue  subway,  is  expected 
to  insist  that  the  operator  must  be  a 
New  York  corporation  organized  under 
the  railroad  law.  Although  the  city  built 
the  new  lines  and  will  provide  the  neces- 
sary equipment  to  run  them,  the  law 
does  not  release  the  operator  from  the 
obligation  of  providing  at  least  $10,000 
capital  for  every  mile  operated.  The 
new  system,  including  the  4-mile  link  of 
the  B.  M.  T.'s  Culver  line  in  Brooklyn, 
comprises  about  60  route-miles. 

-♦- 
Kansas  City,  Mo. — The  Kansas  City 
Public  Service  Company  opened  for 
business  on  Oct.  26  at  its  new  quarters, 
the  Kansas  City  Public  Service  Build- 
ing, at  Eighth  and  Delaware  Streets. 
The  building  had  been  remodeled. 
Former  quarters  at  Fifteenth  Street  and 
Grand  Avenue  were  condemned  by  the 
city  in  connection  with  the  Fifteenth 
Street  widening  project.  Sixty  thousand 
dollars  was  spent  by  the  company  in 
remodeling  the  present  building,  erected 
in  1887  by  the  Grand  Avenue  Cable 
Company. 

■f 
Mason  City,  Iowa — On  the  occasion 
of  Dollar  Day  here,  the  People's  Gas 
&  Electric  Company  did  its  share  in 
making  the  event  a  success.  Shoppers 
were  permitted  to  ride  free  to  shop- 
ping centers  between  9  and  11  a.m. 
The  offer  of  free  street  car  service  was 
widely  advertised. 


Electric  Railway  Journal — Vol.75, No.l3 
716 


Special  Fire  Prevention  Car 
a  Sensation 

It  is  estimated  that  9,000  to  10,000  people 
were  admitted  to  the  car  fitted  up  by  the 
Harrisburg  Railways,  Harrisburg,  Pa.,  to 
co-operate  with   the  local   fire  department 


I 


of  the  first  mortgage  was  necessary  for 
reorganization  of  the  company,  but  there 
would  be  no  interruption  of  the  company's 
bus  service. 

Under  the  original  reorganization  plans 
of  the  committee,  the  time  limit  for  ac- 
ceptance of  the  company's  debentures  had 
expired,    but   the    Bondholders'    Protective 


y 


KEE     WoyiMa     PlCTUSKS   -fgl^ttC     MAa:.A.RPS    -    HAWRt&BURO    FtHE' 


i 


Story  of  fire  prevention  spread  by  street  car 


in  their  educational  work  during  Fire  Pre- 
vention Week  when  the  car  was  on  ex- 
liibition.  Very  favorable  comments  were 
made  in  the  local  papers.  With  the  as- 
sistance of  the  State  fire  marshall's  de- 
partment the  railway  was  able  to  obtain 
a  moving  picture  machine,  an  operator  and 
several  reels  of  pictures  showing  various 
movies  of  fire  hazards.  This  apparatus 
was  set  up  in  the  car,  and  with  the  use 
of  black  curtain  material  the  interior  of 
the  car  was  darkened  and  service  rendered 
over  the  entire  system  for  the  week,  with 
stops  at  various  locations  at  stated  ad- 
vertised times  for  the  free  display  of  these 
moving  pictures.  At  various  times  the  car 
was  routed  to  several  of  the  high  schools 
in  Harrisburg,  and  with  the  co-operation 
of  the  department  of  education  the  schools, 
by  classes,  were  sent  to  attend  this  moving 
picture   show. 

Railway  Recovers  from 
Careless  Truck  Driver 

According  to  the  Lima  News  a  verdict 
of  $200  has  been  returned  in  favor  of  the 
Western  Ohio  Railway  &  Power  Company, 
by  tlie  jury  hearing  the  case  against  C.  J. 
Newton.  Indiana  truck  driver,  after  2J 
hours  of  deliberation.  A  sum  of  $790.91 
had  been  asked  by  the  plaintiff. 

The  case  was  filed  by  the  railway  as  the 
result  of  a  collision  between  a  car,  oper- 
ated by  the  plaintiff,  and  a  truck,  owned 
by  the  defendant,  in  St.  Marys,  Ohio,  on 
March  29,  1931. 

The  railway  contended  that  the  accident 
was  due  to  negligence  on  the  part  of  the 
truck  driver.  The  allegations  were  denied 
by  the  defendant. 


Receiver  Named  for 
New  Haven  &  Shore  Line 

Frederick  C.  Spencer,  of  Guilford,  was 
appointed  temporary  receiver  of  the  New 
Haven  &  Shore  Line  Railway,  New  Haven, 
Conn.,  on  Nov.  23.  Holders  of  first  mort- 
gage bonds  of  the  company  made  appli- 
cation through  the  Union  &  New  Haven 
Trust  Company,  trustee,  for  his  appoint- 
ment, and  the  application  was  granted  by 
Judge  Patrick  B.  O'Sullivan  of  the  Su- 
perior Court.    Mr.  Spencer  said  foreclosure 


Committee  of  the  company  has  instructed 
the  trust  company  to  accept  debenture 
bonds  of  this  railway  until  further  notice. 
Bonds  thus  far  received  total  $390,700  in 
par  value  out  of  a  total  of  $460,000  origi- 
nally issued.     The  company,   once  a  rail- 


way, now  operates  buses  on  its  shore  line. 
Under  the  leadership  of  Mr.  Spencer  and 
a  new  board  of  directors  the  company  is 
consolidating   and   improving   its    financial 

position. 

• 

Electric  and  Bus  Lines 
for  Short  Trips 

In  order  to  permit  government  offi- 
cials and  federal  employees  to  use  inter- 
urban  electric  railway  lines  and  bus  lines 
for  short  trips  without  going  through 
the  regular  procedure  involved  in  procur- 
ing transportation  vouchers,  the  comp- 
troller general  has  decided  that  standard 
regulations  may  be  modified  in  such 
cases.  Under  the  regular  procedure  gov- 
ernment employees  traveling  on  official 
business  are  required  to  obtain  trans- 
portation requests  which  they  exchange 
at  ticket  offices  or  travel  bureaus  for 
tickets.  The  comptroller  general  con- 
cedes, however,  that  for  short  trips  over 
interurban  lines  or  bus  lines  where  the 
car  or  bus  is  boarded  at  points  remote 
from  ticket  offices,  it  would  be  incon- 
venient for  government  people  to  com- 
ply with  the  rules.  Henceforth,  in  such 
cases  the  payment  of  cash  fares  will  be 
classified   as   emergency   expenditures. 


Maintenance  Costs  Reduced 

(.Continued  from  Page  715) 


methods  of  lubricating  the  wire.  C.  O. 
Guernsey,  J.  G.  Brill  Company,  stated 
that  radio  interference  is  less  with  trolley 
shoes,  particularly  on  trolley  bus  lines. 
On  the  subject  of  car  lamps,  Mr.  Ward 
stated  that  the  Third  Avenue  Railway 
has  wired  103  cars  for  twenty  lamps  in 
series  at  a  cost  of  $42  per  car.  The 
system  is  so  superior  that  he  believes  it 
should  be  installed  on  all  new  cars. 


The  Trend  in  Travelling  is 
Towards  the  Trusty  Tram 

MANUFACTURERS  of  ciga- 
rettes are  perturbed  by  the 
alarming  increase  in  the  habit  of 
"rolling  your  own."  The  trend  in 
coffin  nails,  in  other  words,  is 
toward  the  bent  and  rusty  variety. 
Instead  of  four  trillion  ready-made 
cigarettes  being  made  in  the  year 
or  the  month,  whatever  is  right, 
there  are  probably  not  more  than 
three  trillion  nine  hundred  and 
ninety-nine  billion. 

All  this  points  to  the  fact  that  it 
has  become  smart  to  be  thrifty. 
The  fellow  who  thought  it  infra 
dig.  to  mow  his  own  front  pasture, 
cheerfully  gets  up  on  Sunday  morn- 
ing before  his  golf  game  to  do  it. 

In  the  same  way,  it  is  fashionable 
to  travel  by  street  car  rather  than 
"roll  your  own."  Lots  of  the  best 
people  will  be  seen  in  the  street 
cars  every  day.  They  are  not 
ashamed  to  admit  that  it  is  a  great 
deal  cheaper  and  they  have  a  use 
for  the  money  they  save. — "The 
Buzser"  of  the  British  Columbia 
Electric  Railway. 


A  spirited  discussion  took  place  on  the 
subject  of  methods  that  can  be  adopted 
by  the  equipment  department  to  increase 
riding,  other  than  the  routine  work.  Mr. 
Clark  held  that  the  major  thing  that  can 
be  done  is  to  speed  up  the  cars.  From 
an  entirely  different  angle,  W.  H.  Mc- 
Carty,  Washington,  believed  that  the 
men  in  the  equipment  department  can 
make  friends  by  getting  them  to  join 
outside  clubs  and  engage  in  civic  activi- 
ties. J.  F.  Craig,  Westinghouse  Electric 
&  Manufacturing  Company,  thinks  that 
all  employees  should  ride  the  street  cars 
and  become  familiar  with  the  results  of 
their  work. 

Mr.  McCarty  pointed  out,  on  the  sub- 
ject of  noise  suppression,  that  the  air 
compressor  is  a  particularly  bad 
offender,  and  that  steps  should  be  taken 
to  quiet  it.  This  can  be  done  by  placing 
it  on  a  support  of  rubber.  Wood  blocks 
bolted  to  the  wheels  will  quiet  them  to 
a  marked  degree.  Trolley  bases  can  be 
insulated  with  rubber,  and  rings  can  be 
welded  on  gears. 

It  was  the  opinion  of  the  members 
that  spun-steel  wheels  have  given  good 
results,  and  that  they  wear  slightly  less 
rapidly  than  rolled-steel  wheels. 

President  Porter  appointed  a  nominat- 
ing committee  composed  of  Messrs. 
McCarty,  Kelly  and  Klein.  They  will 
report  at  the  spring  meeting.  C.  E. 
Keefer,  superintendent  of  overhead  and 
equipment  Reading  Traction  Company, 
proposed  Reading  for  the  next  meeting 
place.  His  offer  was  accepted,  and  the 
meeting  dates  were  set  for  May  19 
and  20. 

In  the  afternoon  the  members  were 
the  guests  of  the  York  Railways.  With 
E.  L.  Greene  as  host,  they  were  taken 
in  buses  on  an  inspection  trip  to  the 
repair  shops. 


Electric    Railway    Journal — December,   1931 
7\7 


FOREIGN  NEWS 


Consideration  of 
London  Transport 
Bill  Postponed 

By  a  special  resolution  agreed  to  by  both 
Houses  of  Parliament,  just  before  the  dis- 
solution early  in  October,  the  London 
Passenger  Transport  Bill  was  carried  over 
to  the  new  Parliament,  to  be  taken  up 
again  at  the  point  which  it  had  reached  in 
its  Parliamentary  career.  Without  such 
a  resolution  the  bill  would  have  died  and 
the  i40,000  spent  by  the  Government  in 
connection  with  its  promotion  would  have 
been  wasted.  If  the  bill  fails  to  pass  into 
law,  that  charge  will  fall  on  the  State,  but 
if  the  bill  passes,  the  transport  board  con- 
stituted by  the  bill  will  have  to  take  on  the 
liability. 

Co-MtDINATION   WaS   PROPOSED 

It  may  be  recalled  that  early  in  the  year 
the  Labor  Government  introduced  the  bill, 
the  main  object  of  which  is  to  consolidate 
and  co-ordinate  all  forms  of  passenger 
transport  within  the  London  traffic  area 
by  means  of  a  transport  board  which  is  to 
acquire  and  carry  on  all  the  local  railway, 
tramway,  and  bus  undertakings,  with  the 
exception  of  the  suburban  lines  of  the 
main  line  railways.-  The  bill  was  referred 
to  a  joint  committee  of  both  Houses  of 
Parliament,  and  that  body  decided  the  bill 
should  be  allowed  to  proceed.  During 
those  hearings,  agreements  were  reached 
with  the  most  important  of  the  parties  con- 
cerned. The  one  exception  was  the  Lon- 
don County  Council.  The  Council  was 
finally  satisfied  as  to  the  financial  terms  on 
which  its  tramway  undertakings  were  to  be 
taken  over  by  the  Transport  Board,  but  it 
remained  dissatisfied  with  the  proposed 
constitution  of  that  board.  It  regarded 
that  body  as  not  sufficiently  amendable  to 
public  interest  and  too  much  a  creature  of 
the  Ministry  of  Transport.  Hence,  on 
behalf  of  the  London  Countv  Council, 
notice  was  given  of  amendments,  to  be 
moved  when  the  bill  came  to  the  full  com- 
mittee stage  in  the  House  of  Commons,  to 
alter  fundamentally  the  proposed  constitu- 
tion of  the  transport  board  bv  giving  mu- 
nicipal interests  a  large  representation 
on  It. 

Labor  Government  Replaced 

Before  it  found  time  to  proceed  with 
the  bill,  the  Labor  Government  was  super- 
seded and  a  National  Government,  com- 
posed of  representatives  of  the  three 
political  parties,  came  into  power  with  the 
sole  object  of  meeting  the  national  finan- 
cial crisis  then  existing.  Emergencv  legis- 
lation having  been  speedily  passed,  the 
National  Government  dissolved  Parliament, 
and  the  general  election  in  October  fol- 
lowed. At  the  time  of  the  meeting  of  the 
new  Parliament  in  November,  the  London 
Passenger  Transport  Bill  remained  still 
to  be  dealt  with. 

In  view  of  the  overwhelming  majority 
obtained  by  the  National  Government  in 
the  end  of  October,  it  is  difficult  to  pre- 
dict what  disposition  will  be  made  of  the 
London  Transport  Bill.     The  Prime  Min- 


ister seems  to  be  favorably  inclined  towards 
it.  On  the  other  hand,  it  is  a  bill  brought 
forward  by  the  late  Labor  Government, 
and  its  chief  sponsor,  Mr.  Morrison,  then 
Minister  of  Transport,  was  defeated  at  the 
general  election.  So  were  nearly  all  Min- 
isterial colleagues,  and  the  great  majority 
of  the  members  of  the  new  House  of 
Commons,  which  is  to  begin  its  work  on 
Nov.  10,  are  Conservatives. 


Germ-Killer  on  English 
Street  Car 

Street  car  passengers  in  South  Shields, 
England,  this  winter  will  have  a  better 
chance  of  fighting  off  colds  and  more  seri- 
ous winter  ailments,  if  the  new  germ- 
destroying  chemicals  carried  by  a  recently 
reconditioned  car  proves  effective.  Ac- 
cording to  a  report  from  Consul  William 
F.  Doty,  Newcastle-on-Tyne,  made  public 
by  the  Department  of  Commerce,  an  old 
car  has  been  rebuilt  and  modernized  with 
an  installation  of  ventilators  which  change 
the  air  inside  at  three  minute  intervals. 
Since  South  Shields  street  cars  are  given 
names,  the  car  replaced  in  service  has  been 
named  "Monarch  of  Bermuda,"  no  doubt 
as  a  compliment  to  the  new  luxury  liner 
intended  for  use  in  the  Furness  Withy 
Service  from  New  York  to  Bermuda. 


Buses  Superseding  Tramcars 

Announcements  continue  to  be  made  in 
various  places  in  England  of  the  substitu- 
tion of  service  by  bus  for  tram  service. 
The  movement  was  at  first  confined  to 
small  tramway  undertakings — some  com- 
pany-owned but  many  municipal — unable  to 
maintain  and  renew  tracks  at  costs  greatly 
increased  since  the  War.  More  recently 
the  disposition  toward  substitution  has  be- 
come increasingly  evident.  In  some  cases 
large  bus  companies  covering  extensive 
areas  have  entered  into  running  agreements 
with  town  councils  under  which  the  bus 
companies  have  taken  over  tlie  service 
obligation  of  the  tramways.  In  the  great 
cities  where  tramway  traffic  is  heavy  and 
where  track  has  been  well  maintained,  the 
disposition  toward  substitution  is  not  pro- 
nounced, but  even  there  the  bus  is  steadily 
growing  in  favor  as  an  auxiliary  to  the 
tramways,  buses  being  run  on  routes  of 
light  traffic,  and  also  as  extensions  beyond 
suburban  tramway  terminals. 


New  Subway  For  Rome 

Not  long  ago  an  edict  was  issued  ex- 
cluding street  cars  from  the  narrow  and 
congested  central  area  at  Rome.  Since 
that  time,  service  between  street  cars  on 
the  outer  circle  and  the  center  of  the  city 
has  been  maintained  by  single-deck  buses. 
Now  announcement  is  made  that  the  tech- 
nical committee  of  the  Rome  Metropolitan 
Railways  will  invite  tenders  for  the  con- 
struction of  an  underground  railway  to 
afford  transport  facilities  for  an  anticipated 
city  population  of  2,000,000. 

The  present  central  station  is  to  be  de- 
molished and  rebuih  underground.  Two 
additional  underground  stations  are  to  be 
provided,    the    three    being    connected    by 


underground  electric  service.  The  scheme 
allows  for  the  construction  of  six  lines 
radiating  from  the  central  station  and  cov- 
ering in  all  35  miles.  Three  lines  totaling 
15  miles  in  length  will  be  provided  in  the 
future ;  the  others  will  be  commenced 
forthwith,  and  of  these  the  first  will  be 
6i  miles  in  length  and  will  cost  approxi- 
mately $15,000,000.  The  entire  project  will 
require    from    twelve    to    fifteen   years    to 

complete. 

• 

London  Subway  Extension 
Makes  Rapid  Progress 

Amazingly  rapid  progress  has  been  made 
with  the  extension  northwards  of  the 
Piccadilly  Railway,  one  of  the  most  im- 
portant lines  of  the  London  Underground 
Railway  system.  The  full  length  of  the 
extension  from  Finsbury  Park  to  Cock- 
fosters  is  7i  miles,  and  it  is  probable  that 
the  first  part,  from  Finsbury  Park  to 
Arnos  Grove,  will  be  opened  by  Whitsun- 
tide next  year.  The  remainder,  from 
Arnos  Grove  through  Enfield  West  to 
Cockfosters,  will  be  opened  a  few  months 
later.  For  the  first  4  miles  the  subway 
is  built  at  deep  level  in  twin  tunnels.  Work 
on  this  section  was  started  about  twelve 
months  ago.  A  few  years  ago  three  years 
would  have  been  regarded  as  a  reasonable 
time  for  the  tunneling  already  done,  but 
operating  from  nine  working  sites,  placed 
at  intervals  approximately  one-half  mile 
apart,  Greathead  shields  have  been  boring 
steadily  through  the  blue  clay  lying  under 
London.  From  10.30  Sunday  night  until 
2.30  Saturday  afternoon  the  work  has 
proceeded  continuously  week  after  week. 
The  heavy  blue  clay  through  which  the 
tunnels  have  been  bored  has  kept  the 
shields  to  a  steady  pace,  and  the  rate  of 
progress,  which  has  been  more  than  1 
mile  for  several  of  the  months,  is  claimed 
to  have  been  the  highest  ever  made  in 
Europe. 

♦ 

Riga,  Latvia — Following  the  unsuc- 
cessful efforts  of  the  Belgium  Conces- 
sionaires to  renew  a  contract  for  the 
operation  of  the  street  railway  lines 
here,  the  city  government  may  take 
over  the  lines.  Those  in  touch  with  the 
situation  are  led  to  believe  that  the  city 
desires  to  purchase  American  equipment 
and  to  adopt  certain  American  operating 
methods. 

Paris,  France — Plans  were  made  some 
time  ago  to  electrify  the  Paris-Lyons- 
Mediterranean  Railroad,  but  the  pro- 
gram must  be  carried  out  gradually 
owing  to  the  cost.  Shortly,  however, 
the  84  miles  between  Culoz  and  Modane 
will  be  electrified.  Power  will  be  fur- 
nished by  seven  power  stations  driven 
by  the  Arly,  the  Doron,  and  the  Beau- 
fort Rivers.  It  is  hoped  gradually  to 
electrify  a  number  of  lines  in  the  south- 
east of  France  served  by  the  P.L.M. 
The  electrification  of  the  Riviera  line, 
with  its  many  tunnels,  will  be  especially 
welcome. 

Hamilton,  Bermuda — The  new  rail- 
way line  from  Hamilton  to  Somerset, 
about  9  miles,  recently  was  placed  in 
operation,  and  with  the  construction 
work  on  the  remaining  section  of  12 
miles  to  St.  George  well  in  hand,  the 
completion  of  the  work  is  assured  within 
the   period   allowed    by   the   authorizing 


Electric  Railway  Journal — Vol.75, No.l3 
71S 


act.  The  railway  will  traverse  the  length 
of  the  island,  and  the  system  will  be 
operated  by  petrol-driven  rolling  stock. 
The  cars  follow  the  European  custom 
of  dividing  the  travel  coaches  into  first 
and  second-class  compartments.  Since 
its  discovery  in  the  sixteenth  century, 
Bermuda  has  been  dependent  almost  en- 
tirely upon  horse-drawn  vehicles,  aug- 
mented in  later  years  by  the  bicycle  as 
a  means  of  transportation. 
-f 
Warsaw,  Poland — A  scheme  drawn  up 
by  M,  Joseph  Lenartowicz,  the  chief  en- 
gineer of  the  municipal  tramways  here, 
tor  the  construction  of  a  system  of  un- 
derground and  overhead  electric  rail- 
vvasy  is  at  present  under  consideration 
by  the  Municipal  Council.  The  projected 
lines  would  embrace  16i  miles  of  under- 
groimd  and  12^  miles  of  overhead  lines. 
-f 
Kirkcaldy,  Scotland.— The  Town  Coun- 
cil has  operated  the  tramways  in  the 
burgh  for  many  years,  but  not  with  much 
financial  success.  Now  it  has  accepted 
an  offer  from  a  bus  company  for  a 
monopoly  of  passenger  transport  rights 
in  the  town.  The  company  will  make  a 
cash  payment  of  £27,000  and  an  annual 
payment  of  £2,000  during  a  21 -year  lease. 
The  tramways  will  be  discontinued. 

Kiev,  Russia  —  The  foundation  was 
laid  recently  for  a  new  surface  car 
iiuilding  plant  near  the  Dombal  shop  in 
Kiev.  The  new  plant  will  be  equipped 
with  machinery  of  the  most  modern 
type.  Its  daily  capacity  will  be  six  cars. 
-♦• 

Derby,  England — In  connection  with 
the  proposed  conversion  of  the  Derby 
tramways  to  the  trolley  bus  system,  the 
Tramways  Committee  has  decided  that 
the  new  vehicles  shall  be  fitted  through- 
out with  safety  glass  at  an  extra  cost 
of  £40  per  vehicle. 

-f 

Rosario,  Argentine — This  city  reports 
an  arrangement  between  its  street  rail- 
way company  and  provincial  authorities 
whereby  service  will  not  be  suspended 
as  threatened.  The  province  has  agreed 
to  abolish  all  bus  service  on  routes  over 
which  street  cars  are  run,  and  to  permit 
an  increase  in  fare  from  10  to  IS  cents 
on  Sundavs. 

-f 

Huddersfield,  England — The  develop- 
ment of  the  tram  car  in  England,  from 
the  point  of  view  of  the  passenger,  pro- 
ceeds apace.  A  prominent  example  is 
afforded  by  the  Huddersfield  Corpora- 
tion, which  has  built  six  double-deck 
cars  at  a  cost  of  £2,486  each.  Fitted 
with  50-hp.  motors,  the  cars  are  capable 
of  a  speed  of  40  m.p.h.  The  cars  have 
luxuriously  upholstered  seats.  Con- 
cealed electric  lamps  give  a  soft  light. 
-f 

London,  England — A  bill  jointly  pro- 
moted by  the  London  Electric,  the 
Metropolitan  District,  and  the  Central 
London  Railways  has  been  passed  by 
Parliament,  one  of  the  objects  of  which 
is  to  extend  the  Baker  Street  &  Water- 
loo Railway  for  If  miles  to  a  point  in 
South  London  called  Camberwell  Green. 
Other  objects  are  to  reconstruct  and  im- 
prove a  number  of  existing  stations  on 
the  railways.  Part  of  the  cost  is  to  be 
met  out  of  capital  authorized  in  1930, 
but    is   proposed   to   raise   £1,500,000. 


Leningrad,  Russia — -Ihe  Soviet  engi- 
neer, F.  P.  Kazantsev,  has  turned  over 
gratis  to  the  Transport  Institute  for  In- 
ventions and  Improvements  his  inven- 
tion of  an  electro-pneumatic  brake.  It 
is  claimed  that  this  brake  assures  com- 
plete safety  of  passenger  trains,  regard- 
less of  the  speed  at  which  they  are 
running. 

♦ 

BOOK  REVIEWS 


Crowded  Years 

"The  Reminiscences  of  William  G. 
McAdoo,"  published  by  Houghton,  Mifflin 
Company,  Boston,  Mass. ;  542  pages.    Price 

$5. 

"Crowded  Years"  is  an  arresting  title. 
So  is  the  book.  Naturally  the  chief  appeal 
of  these  reminiscenses  among  men  in  the 
utility  field  may  be  expected  to  be  Mr. 
McAdoo's  early  work  in  the  electrification 
of  the  street  railway  lines  in  Knoxville, 
his  part  in  promoting  and  operating  the 
tunnels  of  the  Hudson  &  Manhattan  Rail- 
road under  the  Hudson  River  and  his 
treatment  of  the  administration  of  the  rail- 
roads under  government  auspices ;  but  the 
book  is  the  story  of  the  work  of  a  great 
executive  in  many  lines  of  endeavor  carried 
out  under  the  most  trying  circumstances. 

To  attempt  to  review  the  contents  of 
"Crowded  Years"  is  out  of  the  question  in 
a  summary  such  as  this.  Only  a  hint  can 
be  given  here  and  there.  For  instance  in 
the  chapter  "An  Adventure  in  Electricty," 
Mr.  McAdoc,  in  discussing  the  pioneer 
work  in  electrifying  the  railway  at  Knox- 
ville, says  that  his  preference  for  tangibles 
had  its  drawbacks,  for  tangible  realities 
sometimes  possess  the  characteristics  of 
enraged  bulls.  "Once  brought  into  being," 
he  says,  "they  often  have  such  a  ferocious 
aspect  that  one  can  only  cling  to  the  tail 
and  pray  for  help."  This,  indeed,  is  a 
chapter  that  the  older  men  in  this  industry 
will  appreciate,  while  to  the  younger  men 
it  will  unfold  the  drama  of  the  adven- 
turers who  made  possible  the  industry  of 
which  they  are  now  a  part. 

Similarly  the  chapter  "Burrowing  Under 
the  Hudson  River"  is  the  story  of  an 
obsession  that  would  not  be  denied.  For 
eleven  years,  Mr.  McAdoo  was  president 
of  the  tunnel  companies.  He  says  that 
the  millions  he  was  supposed  to  have  made 
out  of  this  enterprise  are  mythical  millions. 
He  does  not  set  down  the  facts  by  way  of 
complaint,  but  merely  as  items  of  history. 
And  what  items  they  are !  As  Mr.  Mc- 
Adoo so  aptly  says :  "Business  sense  is 
the  capacity  to  manage  a  business  in  an 
orderly  and  profitable  manner,  while  money- 
making  is  the  expression  of  the  acquisitive 
sense."  And  Mr.  McAdoo  left  this  indus- 
try a  rich  legacy  in  his  policy  "The  Public 
Be  Pleased."  He  was  one  of  the  first  and 
one  of  the  best  public  relations  men  the 
industry  has  ever  had. 

Again  in  the  chapters  "The  Plight  of  the 
Railroads,"  "Director-General  of  Rail- 
roads" and  "Raising  Wages  on  the  Rail- 
roads," Mr.  McAdoo  has  set  down  facts 
that  needed  to  be  set  down. 

It  would,  indeed,  be  surprising  if  a  man 
with  the  wealth  of  contacts  the  author  had 
and  the  myriad  of  experiences  did  not  gen- 
eralize now  and  then.  Mr.  McAdoo  does. 
For  instance,  in  "Ideas  That  Became 
Realities,"  he  says : 

A  small-minded,  carping  executive  who 
goes    about    rasping   and    fault-finding    over 


trifles  inevitably  destroys  eflicienoy.  Sub- 
ordinates who  have  ideas  in  their  heads 
shut  up  like  clams,  they  lose  initiative  and 
vigor,  and  if  such  a  policy  is  continued, 
many  of  them  become  fawning,  bootlick- 
ing toadies  and  hypocrites. 

The  way  to  get  loyalty  and  service  is 
to  piclc  men  with  great  care.  Have  all 
your  doubts  and  misgivings  before  and  not 
after  you  give  them  responsible  posts. 
If  you  cannot  erase  your  doubts,  then  it  is 
unwise  to  take  that  particular  man,  but 
once  the  man  is  selected,  tell  him  what 
you  want  clearly  and  frankly.  Keep 
nothing  in  reserve.  Let  him  have  your 
whole  mind.  Then  give  him  enough  rope 
to  do  the  Job. 

In  conclusion  Mr.  McAdoo  says : 
Defeat,  when  it  has  come  my  way,  has 
never  left  me  sour  or  disappointed ;  and 
I  can  say  with  sincerity  that  through  good 
luck  or  bad,  fair  weather  or  foul,  success 
or  failure,  cynicism  has  not  conquered  me 
nor  has  my  faith  in  humanity  been  im- 
paired. My  life  has  covered  a  wide  range 
and  it  has  been  full  of  interesting  and 
unexpected  adventure.  I  have  no  quarrel 
with  Pate,  no  matter  in  what  moods  I 
have  found  her,  and  no  matter  what  her 
decrees  have  been.  I  have  had  a  glorious 
time. 

All  of  which  is  a  conclusion  inescapable 
to  the  reader  of  "Crowded  Years." 


For  Corporate  Workers 

"Formal  Corporate  Practice,  Working 
Alethods  and  Systems,"  by  William  H. 
Crow,  A.  B.,  LL.B.  Published  by  Burrell- 
Snow,  Inc.,  New  York;  1,530  pages.  Price, 
$10. 

Corporation  officials  everywhere  should 
welcome  this  work  by  Mr.  Crow.  It  is 
not  enough  that  it  should  find  a  place 
in  the  library  of  corporations  for  ready 
reference,  but  the  executive  everywhere 
down  the  line  concerned  with  corporate 
procedure  should  have  it  as  part  of  his 
own  personal  equipment,  no  matter  how 
well  schooled  he  may  be.  Designed  to 
be  a  working  tool  and  guide  for  all  per- 
sons concerned  with,  or  called  upon  to 
participate  in,  the  formal  activities  of  the 
corporation,  it  relates  to  those  affairs  of 
the  corporation  that  are  shaped  and 
influenced  by  its  character  as  a  creature 
of  the  law.  The  text  largely  excludes 
those  divisions  of  corporate  activities 
relating  to  corporation  accounting  and 
corporation  finance,  as  each  of  these 
branches  requires  a  comprehensive  treat- 
ment in  itself. 

Reviewers  take  publishers  pronounce- 
ments cum  grano  salts.  Not  that  pub- 
lishers are  not  sincere  about  what  they 
believe  about  the  works  for  which  they 
stand  sponsor,  but  reviewers  come  to 
know  that  often  there  is  a  wide  gulf  be- 
tween promise  and  performance.  In 
Mr.  Crow's  work  promise  and  perform- 
ance do  not  part  company.  The  pub- 
lisher states  the  matter  concisely  and 
correctly  when  he  says  that  the  treatise 
describes  the  work  of  each  of  the  cor- 
porate officers,  shows  the  interrelation 
of  offices,  and  reveals  how  chief  execu- 
tives of  national  reputation  maintain  con- 
trol over  the  work  of  their  subordinates. 
On  the  other  hand,  the  author  is  fully 
justified  in  saying  that  although  the  book 
was  constructed  to  fill  the  function  of  a 
reference  book,  wherefrom  experienced 
officers  or  attorneys  could  quickly  refer 
to  a  discussion  or  precedent  bearing 
upon  the  problem  of  the  instant,  the 
effort  was  to  develop  the  progressive 
topics  in  as  plain  and  untechnical  a 
manner  as  possible.  In  short,  the  work 
affords  a  medium,  hitherto  unavailable 
in  the  field,  in  anything  like  comparable 
form,  for  the  education  of  aspirants  to 
corporate  offices. 


Electric    Railway   Journal — December,    1931 
719 


PERSONAL  MENTION 


Senator's  Son  Heads 
Detroit  Council 

A  new  political  star  is  being  hailed  in 
Detroit  as  a  result  of  the  election  of 
29-year-old  Frank  Couzens,  son  of 
Senator  James  Couzens,  as  president  of 
the   City  Council. 

The  huge  vote  which  young  Couzens 
piled  up  at  the  election  on  Nov.  3  to 
outdistance  all  his  rivals  for  a  seat  in 
the  nine-man  Council  overshadowed 
even  the  re-election  of  Mayor  Frank 
Murphy,  who  easily  defeated  Harold  H. 
Emmons.  By  the  provisions  of  the  city 
charter,  the  high  man  becomes  president 
of  the   Council. 

Frank  Couzens  has  served  as  mem- 
ber of  the  Planning  Commission  and  the 
Street  Railway  Commission.  On  Nov.  3 
he  sought  his  first  elective  office.  As 
the  Consolidated  Press  sees  it,  the  election 
of  Mr.  Couzens  and  Mr.  Murphy  on 
the  same  day  gives  to  the  Detroit  politi- 
cal picture  a  May-time  tone.  Mr.  Mur- 
phy is  still  in  this  thirties,  Mr.  Couzens 
in  his  twenties.  Mr.  Couzens,  as  presi- 
dent of  the  Council,  will  be  acting  Mayor 
during  Mr.  Murphy's  absence,  although 
he  is  under  the  age  requirement  for 
Mayor. 

As  noted  in  Electric  Railw.w  Journal 
News  for  Nov.  7,  page  222,  the  amend- 
ment to  the  Detroit  city  charter  pro- 
viding that  the  proceeds  from  the  sale 
of  public  utility  bonds  can  be  used  for 
the  improvement,  extension,  reconstruc- 
tion and  replacement,  or  the  preserva- 
tion of  the  Detroit  Municipal  Railway 
was  carried  at  the  election  on  Nov.  3. 


O.  H.  Hansen  in  Accounting 
Post  With  Indiana  Railroad 

O.  H.  Hansen,  auditor  of  passenger 
revenue  for  the  Chicago,  South  Shore  & 
South  Bend  Railroad,  has  been  made  audi- 
tor of  passenger  revenue  for  the  Indiana 
Railroad,  with  his  offices   in   Indianapolis. 

Mr.  Hansen  will  be  succeeded  in  the 
Michigan  City  offices  of  the  South  Shore 
line  by  Eric  M.  Dickson,  who  came  to  the 
South  Shore  line  from  Chicago  last 
August.  Mr.  Dickson  was  previously  con- 
nected with  the  Metropolitan  Motor  Coach 
Company. 

In  his  new  position  Mr.  Hansen  will 
supervise  passenger  accounts  for  the  Indi- 
ana Railroad,  an  extensive  system  which 
operates  throughout  the  central  and  south- 
ern part  of  the  State.  He  has  just  com- 
pleted 21  years  of  service  with  the  South 
Shore  line.  He  was  successively  cashier, 
paymaster  and  supervisor  of  passenger 
revenues  during  his  connection  with  the 
railroad. 


Westinghouse  Advertising 
Manager 

Ralph  Leavenworth  has  been  appointed 
general  advertising  manager  of  the  West- 
inghouse Electric  &  Manufacturing  Com- 
pany. He  will  have  charge  of  all  adver- 
tising    and     publicity     activities     of     the 


company  including  the  advertising  division 
of  the  merchandising  department,  now 
centered  in  Mansfield,  Ohio. 

Graduating  from  Hamilton  College, 
Clinton,  N.  Y.,  in  1914,  he  served  with 
the  Y.M.C.A.,  at  Cleveland  for  four  years. 
After  the  War  he  joined  the  Standard 
Parts  Company,  also  located  in  Cleveland, 
and  except  for  a  short  period,  during  which 
he  served  as  personnel  director  for  a 
publishing  firm,  he  was  advertising  man- 
ager of  this  concern,  until  1923.  In  that 
year  he  became  an  account  executive  for 
Paul  Teas,  Inc.,  an  industrial  advertising 
agency.  He  remained  with  this  firm  six 
years,  becoming  part  owner  of  the 
company. 

On  Jan.  1,  1930,  he  joined  the  Austin 
Company,  Cleveland,  construction  engi- 
neers, as  assistant  general  sales  manager, 
serving  in  an  executive  capacity  on  sales, 
administrative  and  advertising  work  con- 
cerned with  this  international  organization. 


J.  C.  McKeen  Heads 
Nova  Scotia  Company 

John  C.  MacKeen  has  been  elected 
president  of  the  Nova  Scotia  Light  & 
Power  Company,  operating  the  electric 
railway  in  Halifax.  He  is  only  33  years 
old,  being  the  youngest  son  of  the  late 
David  MacKeen,  president  from  1895 
to  1912  of  the  Halifax  Electric  Tram- 
ways, predecessor  of  the  Nova  Scotia 
Light    &    Power   Company. 

J.  C.  MacKeen  was  educated  at  Hali- 
fax and  at  the  Royal  Military  College, 
Kingston,  Ont.  In  1926  he  became  a 
director  of  the  Nova  Scotia  Light  & 
Power  Company.  As  president,  he  suc- 
ceeds W.  H.  Covert,  recently  sworn  in 
as  Lieutenant  Governor  of  Nova  Scotia. 
Mr.  Covert  succeeded  as  Lieutenant 
Governor  Frank  Stanfield,  who  died  re- 
cently. Succeeding  Mr.  Stanfield  as  a 
director  of  the  power  company  is  R.  J. 
Macadam,  Halifax.  Following  Mr.  Mac- 
Keen  as  vice-president  of  the  company 
is  J.  McG.  Stewart,  Halifax,  who  has 
been   a  director  since   1926. 

Mr.  MacKeen  is  vice-president  of  the 
Royal  Securities  Corporation,  and  has 
been  manager  of  the  Halifax  branch  of 
that  firm  since  192S.  The  case  of  the 
Messrs.  MacKeens,  father  and  son,  i-; 
believed  to  be  the  only  instance  in  which 
father  and  son  have  served  in  the  presi- 
dency of  any  Canadian  electric  railway. 


Lord  Ashfield  Named 
to  Canadian  Board 

Lord  Ashfield  has  accepted  Premier 
Bennett's  invitation  to  head  the  com- 
mission which  is  to  investigate  trans- 
portation conditions  in  Canada.  Heavy 
deficits  on  the  Canadian  National  and 
serious  declines  in  Canadian  Pacific 
revenues  have  prompted  the  inquiry, 
which,  it  is  hoped,  will  solve  Canada's 
transportation  difficulties.  Since  1928 
the  railways'  position  has  depreciated, 
partly  from  freight  -  rate  reductions, 
partly  from  motor  car  and  bus  com- 
petition, but  mostly  from  the  depression. 


The  appointment  has  met  with  general 
public  accord  in  Canada,  but,  as  the 
Montreal  Gasctte  sees  it,  further  discus- 
sion of  the  commission's  task  must  be 
more  or  less  speculative  until  the  com- 
mission itself  has  been  formally  consti- 
tuted and  the  scope  of  the  inquiry 
defined. 

The  choice  of  Lord  Ashfield  is  ac- 
cepted as  particularly  commendable  in 
view  of  the  outstanding  position  which 
Lord  Ashfield,  a  former  president  of  the 
Board  of  Trade,  occupies  in  the  British 
transportation  field,  and  of  the  very  wide 
experience  which  he  has  had.  He  is 
chairman  of  the  London  Underground 
Railways  and  has  directed  the  operation 
of  other  electrical  services,  including 
surface  lines,  notably  in  the  United 
States. 

In  Great  Britain  Lord  Ashfield,  or 
Albert  H.  Stanley,  as  he  was  known 
when  he  served  in  the  United  States, 
has  been  connected  actively  with  the 
administration  of  surface  and  under- 
ground transportation  for  many  years, 
and  he  has  extensive  interests  in  motor 
transport  and  bus  services.  His  practi- 
cal knowledge,  therefore,  has  been  gained 
on  both  sides  of  the  Atlantic,  and  in  di- 
visions of  the  transportation  field  which, 
as  the  Gazette  said,  are  certain  to  engage 
much  study  on  the  part  of  the  commis- 
sion over  whose  inquiries  he  will  preside. 


F.  P.  Gruenberg  on 
Pennsylvania  Commission 

A  vacancy  in  the  membership  of  the 
State  Public  Service  Commission  of 
Pennsylvania  has  been  filled  by  Gov- 
ernor Pinchot  in  the  appointment  of 
Frederick  P.  Gruenberg,  of  Philadelphia. 

Mr.  Gruenberg  was  at  one  time  a  de- 
partment head  in  the  long-established 
banking  firm  of  Brown  Brothers  &  Com- 
pany, and  latterly  was  treasurer  of  the 
Bankers  Securities  Corporation  of  Phila- 
delphia. 

For  years  he  was  director  of  the 
Bureau  of  Municipal  Research,  Philadel- 
phia. At  one  time  he  was  chairman  of 
the  Governmental  Research  Conference, 
United  States  and  Canada.  He  was 
formerly  a  member  of  the  council  of 
American  Political  Science  Association 
and  has  written  and  lectured  widely  on 
civic  and  economic  subjects. 

During  the  legislative  sessions  of  1917 
and  1919  Mr.  Gruenberg  served  on  the 
Citizens'  Committee  which  secured  the 
new  charter  for  Philadelphia.  He  was 
secretary  of  the  committee  during  the 
1917   session. 

When  Governor  Sproul  appointed  a 
commission  to  consider  a  new  Consti- 
tution in  1920,  Mr.  Gruenberg  worked 
with  a  number  of  the  subcommittees  in 
drafting  measures  and  in  technical 
studies  on  various  aspects  of  their  work, 
particularly  affecting  public  finance  and 
administration. 


Edward  de  Harne,  superintendent  of 
way  and  structures  of  the  Honolulu 
Rapid  Transit  Company,  returned  to 
the  Hawaiian  Islands  on  Nov.  1  after 
a  two-month  tour  of  the  United  States 
in  the  interests  of  his  company.  Mr. 
de  Harne  visited  all  of  the  major  elec- 
tric   railway   properties   in   the    country.. 


Electric  Railway  Journal — Vol.75, No.l3 
720 


E.  O.  Howard,  president  of  the 
Walker  Bank  &  Trust  Company  and 
president  of  the  Utah  Light  &  Traction 
Company,  Salt  Lake  City,  has  been  ap- 
pointed chairman  of  the  Salt  Lake  City 
unit  of  the  National  Credit  Corporation, 
President  Hoover's  $500,000,000  credit 
bank.  Mr.  Howard  will  have  charge  of 
Utah,  southern  Idaho  and  eastern 
Nevada.  He  is  well  known  in  Western 
financial  circles,  having  been  connected 
with  the  Walker  Bank  &  Trust  Com- 
pany for  many  years.  In  addition  to 
being  head  of  that  organization  and 
president  of  the  Utah  Light  &  Traction 
Company,  he  is  a  member  of  the  board 
of  directors  of  the  Salt  Lake  branch  of 
the  Federal  Reserve  Bank  of  San  Fran- 
cisco, a  director  of  the  Home  Fire  In- 
surance Company,  the  Utah-Idaho  Sugar 
Company,  American  Packing  Company, 
M.  H.  Walker  Realty  Company,  and  the 
Strevell-Paterson   Hardware   Company. 

■f 
William  W.  Cloud,  president  and  gen- 
eral manager  of  the  Yellow  Cab  Com- 
pany, Baltimore,  Md.,  and  president  of 
the  National  Association  of  Taxicab 
Owners,  has  been  appointed  chairman 
of  the  Committee  on  Administration  of 
the  Convention  and  Visitors  Bureau  of 
the  Baltimore  Association  of  Commerce 
Mr.  Cloud  has  been  prominently  identi- 
fied with  the  work  of  the  association  for 
a  number  of  years. 

■f 
Walter  J.  Cummings  has  accepted  an 
appointment  to  the  administrative  coun- 
cil of  Loyola  University.  Mr.  Cummings 
is  president  of  the  Chicago  &  West 
Towns  Railway,  the  Calumet  &  Chi- 
cago District  Transit  Company,  the 
Cummings  Car  &  Coach  Company, 
chairman  of  the  board  of  the  Des 
Moines  Railway  and  director  and  vice- 
president  of  the  J.  G.  Brill  Company. 
Members  of  the  administrative  council 
of  the  University  include  Samuel  In- 
sull,  Jr.,  Edward  A.  Cudahy,  Jr., 
Charles  F.  Clarke,  Mathew  J.  Hickey, 
Edward  J.  Mehren,  Stuyvesant  Peabody, 
Martin  J.  Quigley.  David  F.  Bremner, 
Lawrence  A.  Downs  and  Mr.  Cum- 
mings. 

■f 

G.  H.  Harries,  major-general  U.S.A. 
(retired),  formerly  vice-president  for 
H.  M.  Byllesby  &  Company,  Chicago, 
III.,  and  for  nearly  40  years  representa- 
tive of  investors,  operators,  estimators 
and  consumers  of  electric  energy 
throughout  the  country,  has  retired 
from  the  active  engineering  field.  At 
various  consecutive  periods.  General 
Harries  has  been  treasurer  of  the 
National  Electric  Light  Association. 
and  president  of  the  Association  of 
Edison  Illuminating  Companies,  the 
American  Electric  Railway  Association 
and  the  Illumination  Engineering  Asso- 
ciation.  He  will  live  at  Los  Angeles,  Cal. 

A.  C.  Spurr,  former  general  manager 
of  the  Wheeling  Traction  Company, 
Wheeling,  W.  Va.,  who  has  assumed 
new  duties  in  the  general  offices  of  the 
Monongahela-West  Penn  Public  Service 
Company  at  Pittsburgh,  was  surprised 
in  the  Chamber  of  Commerce  Assembl)' 
room  of  the  Market  .Auditorium  recently. 
Employees    of    the    Wheeling    Traction 


Company  and  their  families  were  joint 
sponsors  of  the  testimonial  party  for 
their  former  chief,  and  as  a  token  of 
their  esteem  presented  him  a  gold  watch, 
chain  and  penknife  set. 


Dr.  H.  C.  Parmelee 
Vice-President  of 

McGraw-Hill 

Dr.  H.  C.  Parmelee  has  been  elected  a 
vice-president  of  the  McGraw-Hill  Pub- 
lishing Company,  Inc.,  publisher  of  Elec- 
tric R.\iLWAY  JouRN.'^L,  as  a  natural 
sequence  to  the  splendid  work  that  he 
has  done  since  his  appointment  as  editorial 
director  in  1929. 


Blunk   &   SMlfT 

Dr.    H.    C.    Parmelee 


Dr.  Parmelee  has  a  background  that 
cov-ers  the  presidency  of  the  Colorado 
School  of  Mines  and  some  twenty  years' 
experience  in  important  editorial  capac- 
ities in  the  McGraw-Hill  Publishing  Com- 
pany. Through  his  able  editorship  of 
Chemical  and  Mciallugical  Enyincerimj, 
and  as  editorial  director  of  the  company, 
Dr.  Parmelee  has  demonstrated  amply  his 
ability  to  be  the  guiding  head  of  the  com- 
pany's editorial  activities. 

Dr.  Parmelee  was  born  in  Omaha,  Neb., 
on  Dec.  4,  1874.  He  was  educated  in 
Omaha  public  schools  and  later  in  the 
University  of  Nebraska.  At  the  latter 
institution  he  pursued  the  chemical- 
physical  group  of  studies,  receiving  the 
degree  of  B.S.  in  1897,  and  A.M.  in  1899. 
He  was  undergraduate  assistant  in  chem- 
istry at  the  university  for  one  year  and 
graduate  instructor  for  two  years. 

Several  years  of  commercial  laboratory 
work  followed  his  service  as  teacher,  first 
as  assistant  chemist  for  the  Union  Pacific 
Railroad,  and  later  as  chief  chemist  for 
the  Globe  plant  of  the  American  Smelting 
&  Refining  Company.  Three  years  were 
spent  as  a  consulting  chemist  in  Denver 
after  which  he  entered  editorial  work,  first 
as  editor  of  Mining  Reporter,  Denver,  and 
successively  as  editor  of  the  Western 
Chemist  and  Metallurgist,  Western  editor 
of  Chemical  and  Metallurgical  Engineer- 
ing and  finally  editor  of   that  publication. 

The  years  spent  in  editorial  work  were 
consecutive  except  for  an  interim  of  one 
year,  1916-1917  during  which  he  was  pres- 


ident of  the  Colorado  School  of  Mines. 
For  several  years  prior  to  that  he  had 
been  a  trustee  of  the  Colorado  School  of 
Mines.  At  the  close  of  his  presidency 
the  honorary  degree  of  D.S.  of  Colorado 
College,  Colorado  Springs,  was  conferred 
upon  him. 

Dr.  Parmelee  is  a  member  of  the  fol- 
lowing scientific  and  engineering  societies : 
American  Chemical  Society,  American 
Electrochemical  Society,  Societe  de  Chimie 
Industrielle,  American  Institute  of  Chem- 
ical Engineers,  Teknik  Club,  Denver.  He 
is  also  a  member  of  the  Chemists'  Club 
and  Engineers'  Club,  New  York. 


Ernest  M.  Massey,  since  March  25, 
1921,  assistant  secretary  of  the  Market 
Street  Railway,  San  Francisco,  Cal.,  has 
been  elected  secretary  of  the  company 
to  fill  the  vacancy  left  by  the  late 
George  B.  Willcutt,  vice-president  and 
secretary,  who  died  on  Sept.  17.  Mr. 
Massey  entered  the  employ  of  the  United 
Railroads,  the  predecessor  of  the  Market 
Street  Railway,  on  April  1,  1913,  as  a 
clerk  in  the  secretary's  office.  He  held 
that  position  until  he  was  made  assist- 
ant secretary  in  1921. 


Miss  Mary  McDonough,  employed  in 
the  street  railway  system  at  Seattle, 
Wash.,  under  private  management  under 
the  Puget  Sound  Light  &  Power  Com- 
pany and  its  predecessors,  including  the 
Seattle  Electric  Company,  and  under 
public  ownership,  for  more  than  twenty 
years,  has  been  appointed  secretary- 
stenographer  to  the  Street  Railway 
Commission  in  that  city. 


George  H.  Engels,  since  1921  chief 
accountant  for  the  Market  Street  Rail- 
way, San  Francisco,  Cal.,  has  been  ap- 
pointed general  auditor  of  that  com- 
pany. The  appointment  became  effec- 
tive on  Nov.  10. 

T.  J.  Day,  freight  traffic  manager  of 
the  Pacific  Electric  Railway  in  Southern 
California,  has  been  elected  president  of 
the  Los  Angeles  Transporation  Club 
for  the  ensuing  year.  He  succeeds  S.  J. 
Carter  of  the  Pennzoil  Company.  With 
his  broad  experience  in  railroad  work 
Mr.  Day  is  ideally  fitted  to  carry  on  the 
comprehensive  program  planned  by  the 
Transportation  Club,  the  membership  of 
which  is  made  up  of  persons  engaged  in 
electric  railway,  steam  railroad  and 
steamship  work.  D.  W.  Pontius,  presi- 
dent of  the  Pacific  Electric  Railway, 
acted  as  master  of  ceremonies  on  the  oc- 
casion of  the  club's  annual  dinner  dance 
on  Nov.  13  at  which  Mr.  Day  was 
installed. 

-f 

Aldon  J.  Anderson,  traffic  manager  of 
the  Salt  Lake  &  Utah  Railroad,  Salt 
Lake  City,  Utah,  has  been-  elected  as  a 
member  of  the  executive  board  of  the 
American  Short  Line  Railroad  Associa- 
tion for  the  Pacific  region.  The  election 
was  held  at  a  recent  meeting  of  the  as- 
sociation in  Louisville.  The  association 
is  composed  of  395  member  lines  in  the 
United  States.  The  Pacific  region  em- 
braces Utah,  Montana,  Wyoming, 
Colorado,  Arizona,  Nevada,  Washing- 
ton, Oregon  and  California. 


Electric    Railway   Journal — December,   1931 
721 


OBITUARY 


Edward  E.  Gold 

Edward  E.  Gold,  inventor  of  the  car 
heating  system  now  in  use  on  many  rail- 
roads in  the  United  States,  Canada  and 
Europe,  died  on  Oct.  29  of  a  heart  attack. 
He  had  been  ill  only  24  hours,  and  three 
days  before  had  visited  the  offices  of  the 
Gold  Car  Heating  &  Lighting  Company, 
Brooklyn,  of  which  he  was  chairman  of 
the  board.    His  age  was  84. 

Mr.  Gold  was  born  in  Waverly,  111. 
As  a  boy  he  attended  The  Gunnery,  a  pri- 
vate school  in  Washington,  Conn.  At  the 
age  of  eighteen,  he  went  to  New  York  and 
entered  the  employ  of  the  Scoville  Manu- 
facturing Company. 

In  1882  he  invented  a  system  for  heat- 
ing railroad  cars  with  steam  from  the 
locomotive  by  means  of  a  steam  hose 
coupler.  It  did  away  with  coal  stoves, 
practically  eliminating  the  danger  of  fire 
in  the  event  of  a  train  wreck.  Mr.  Gold 
obtained  more  than  100  American  and  for- 
eign patents.  He  also  developed  an  elec- 
tric heater  for  railroad  use. 

Soon  after  inventing  his  steam  heating 
system,  Mr.  Gold  organized  the  Gold  Ca- 
Heating  Company.  The  rapidity  with 
which  the  business  grew  caused  a  reor- 
ganization in  1903  as  the  Gold  Car  Heat 
ing  &  Lighting  Company.  Mr.  Gold  was 
president  until  three  years  ago,  when  he 
resigned  to  become  chairman  of  the  board 
Despite  his  advanced  years,  he  maintained 
an  active  interest  in  the  business  until  his 
death. 


E.  P.  Sommers 

Edgar  P.  Sommers,  former  secretary- 
treasurer  of  the  St.  Louis  &  Suburban 
Railway,  now  included  in  the  system  of  the 
St.  Louis  Public  Service  Company,  St. 
Louis,  Mo.,  died  there  recently.  Mr.  Som- 
mers was  born  in  St.  Louis  on  Jan.  21, 
1870.  He  was  educated  in  the  public 
schools  of  Kirkwood,  Mo.,  and  at  Kno.x 
College,  Galesburg,  111.  He  began  his 
business  career  as  a  clerk  in  a  mercantile 
establishment  and  later  became  auditor  for 
the  National  Candy  Company.  His  serv- 
ice with  the  St.  Louis  &  Suburban  Railway 
began  in  1899.  He  was  made  secretary- 
treasurer  in  October,  1902.  In  the  Spanish- 
.A.mencan  War  he  served  as  a  second 
lieutenant  for  Company  D,  First  Regiment 
for  Volunteer  Infantry,  later  being  made 
captain.  He  was  a  member  of  the  Mili- 
tary Order  of  Foreign  Wars,  the  Military 
and  Naval  Order  of  the  Spanish-American 
v\ar  and  the  United  Spanish  War  Vet- 
erans. 


H.  A.  Carson 

Howard  A.  Carson,  famous  subway  engi- 
neer and  chief  engineer  of  the  Boston 
Transit  Commission  for  many  years  died 
on  Oct.  26  at  his  home  in  Maiden,  Mass., 
aged  88.  He  was  graduated  from  the 
Massachusetts  Institute  of  Technology  in 
1869.  After  serving  as  assistant  engineer 
of  the  water  works  at  Providence,  R.  I., 
Mr.  Carson  became  superintendent  of  con- 
struction of  the  Boston  Transit  System  in 
1878.     He   was   named   chief   engineer   in 


1894,  and  continued  there  until  1909.  Dur- 
ing that  time  he  supervised  the  construc- 
tion of  the  Boston  subway,  the  East  Bos- 
ton and  the  Washington  Street  tunnels. 
His  excellent  record  in  this  line  of  under- 
ground construction  caused  him  to  be  con- 
sulted in  the  building  of  the  New  York 
subway  and  the  two-track  tunnel  under  the 
Detroit  River  at   Detroit,   Mich. 


H.  B.  Flowers 

Herbert  Baker  Flowers,  former  presi- 
dent of  the  N^ew  Orleans  Public  Service, 
Inc.,  and  previously  vice-president  and  gen- 
eral manager  of  the  United  Railways  & 
Electric  Company,  Baltimore,  Md.,  died  in 
Baltimore  on  Nov.  24  from  pistol  wounds 
self  inflicted.  Friends  and  associates  were 
unable  to  ascribe  a  tangible  reason  for 
Mr.  Flowers'  act,  other  than  that  he  had 
brooded  over  the  death  of  a  friend,  al- 
though there  had  been  no  outward  indi- 
cation that  this  bereavement  and  tlie  further 


©ItnchiMlt 


H.  B.  Flowers 


one  of  the  death  some  time  ago  of  Mrs. 
Flowers  had  served  to  depress  him  to  the 
point  of  despondency. 

Mr.  Flowers  become  general  manager  of 
the  company  in  Baltimore  in  1919,  when 
he  was  promoted  from  assistant  general 
manager  to  succeed  James  R.  Pratt,  who 
was  made  vice-president  and  placed  at  the 
head  of  the  claims  department. 

He  was  graduated  from  the  law  school 
of  the  University  of  Michigan  in  1903  and 
from  the  engineering  school  of  that  uni- 
versity in  1905.  He  went  into  the  operat- 
ing department  of  the  Detroit  United  Rail- 
way, taking  a  position  in  the  office  of  Lord 
Stanley,  the  general  superintendent,  now 
head  of  the  London  Underground  Railways. 

Eighteen  years  ago  Mr.  Flowers  went 
to  Baltimore  to  take  a  position  with  the 
United  as  assistant  superintendent  of  trans- 
portation. In  1917  he  became  assistant 
general  manager. 

He  went  to  New  Orleans  early  in  1923, 
then  to  take  charge  of  the  local  company, 
then  it  is  formative  stages  under  new 
ownership.  In  that  city  he  carried  on  in- 
tensively as  executive  head  of  a  property 
which  included  not  only  the  transportation 
service,  but  light  and  power  and  gas  as 
well.  He  retired  from  the  company  at 
New  Orleans  more  than  a  year  ago,  but 


not  until  the  matters  of  supplying  New 
Orleans  with  natural  gas  and  the  issues 
growing  out  of  the  precipitate  strike  of 
the  transportation  employees  there  had 
been  met  and  solved.  His  unusual  school- 
ing in  both  the  law  and  in  engineering 
enabled  him  to  bring  this  combination  of 
knowledge  to  bear  on  the  problems  before 
him  not  only  in  his  corporate  work  but  in 
the  wider  field  of  activities  of  the  national 
associations,  notably  in  American  Electric 
Railway  Association  affairs  having  to  do 
with  the  one-man  car,  traffic  signals  and 
trackless  transportation. 


Seymour  Mandelbaum,  81  years  of  age, 
for  many  years  one  of  the  leading  busi- 
ness men  of  Baltimore  and  a  director  of 
the  United  Railways  &  Electric  Com- 
pany, Baltimore,  died  at  his  suite  in  the 
Belvedere   Hotel  on  Nov.   1. 

Nathaniel  Curry,  Amherst,  N.  S.,  first 
president  of  the  Canadian  Car  Company, 
and  a  director  of  the  Montreal  Tram- 
ways, died  at  Tidnish,  N.  S.,  following 
a  heart  attack.  Since  1912  he  had  been 
a  member  of  the  Canadian  Senate.  He 
was  made  president  of  the  Canadian 
Car  Company  in  1909,  but  more  recently 
had  been  chairman  of  the  board.  He 
was  80  years  old. 

■f 

Frank  Stanfield,  aged  60,  lieutenant 
governor  of  Nova  Scotia,  and  thrice 
elected  to  the  Nova  Scotia  Legislature, 
is  dead.  Mr.  Stanfield  was  a  director 
of  the  Nova  Scotia  Light  &  Power  Com- 
pany, operating  the  electric  railway  in 
Halifax. 

■f 

Robert  Lund  Horsfield,  general  man- 
ager and  engineer  of  Leeds  (England) 
Corporation  Tramways  and  Motors,  is 
dead.  He  had  been  manager  since  1928. 
He  had  a  varied  career  in  tramway  work, 
both  with  companies  and  with  munici- 
palities. As  an  expert  he  was  often 
called  on  for  advice,  and  for  many  years 
he  was  a  member  of  the  executive  coun- 
cil of  the  Municipal  Tramways  &  Trans- 
port Association.  Of  that  body  he  was 
president  in  1926-7. 

Patrick  O'Marie,  a  division  superin- 
tendent of  the  Market  Street  Railway, 
San  Francisco,  Cal.,  by  which  he  had 
been  employed  33  years,  is  dead,  follow- 
ing injuries  received  in  an  accident  in 
his  own  home  when  he  tripped  and  fell 
downstairs. 

■f 

Henry  V.  Neal,  83  years  old,  died  at 
his  home  in  Everett,  Mass.,  recently. 
For  many  years  he  was  with  the  Boston 
Elevated  Railway.  He  is  survived  by  a 
son,  J.  Henry  Neal,  also  long  an  officer 
of   the   railway. 

■f 

Prof.  Henry  M.  Tyler,  professor 
emeritus  of  Greek  at  Smith  College  and 
for  many  years  president  of  the  North- 
hampton Street  Railway,  Northampton, 
Mass.,  died  at  his  home  in  Northampton 
on  Nov.  3,  at  the  age  of  88  years. 
■f 

Edward  A.  Youne;,  treasurer  of  the 
Clinton  Street  Railway,  Clinton,  Iowa, 
died  on  Nov.  12  after  an  illness  of  nearly 
a  year.  Mr.  Young  was  prominent  as 
an  executive  in  banking,  newspaper  and 
lumber  industries,  and  was  well  known 
in  fraternal  and   club  activities. 


Electric  Railway  Journal — Vol.75, No.l3 
722 


Industry  Market  and  Trade  News 


Capital  Traction  Company  to 
Buy  35  New  Cars 

An  expenditure  of  nearly  $700,000  by 
the  Capital  Traction  Company  to  purchase 
35  new  cars  is  involved  in  the  negotiations 
which  that  company  announced  recently. 
Purchase  of  the  35  cars  to  replace  old 
equipment  was  authorized  by  the  board  of 
directors  at  its  meeting  last  May.  The 
company  is  now  in  a  position,  it  was  said, 
to  sign  contracts  for  this  new  equipment 
within  a  short  time.  Delivery  is  to  be 
made  as  soon  as  possible  and  the  appear- 
ance of  the  cars  on  Washington  streets 
is  expected  probably  in  February. 

The  new  cars,  fully  equipped,  will  cost 
about  $700,000  and  company  officials  indi- 
cated that  if  they  prove  attractive  to  the 
riding  public  further  plans  for  the  re- 
placement of  its  old  cars  with  new  ones 
will  be  carried  out  in  the  next  few  years. 

The  35  new  cars  will  have  four  motors 
each,  will  weigh  about  31,000  lb.,  or  10,- 
000  lb.  less  than  the  old  cars. 


others  two  salesmen  and  three  experi- 
enced shop  men.  In  addition  to  the 
Cleveland  Pneumatic  Tool  Company, 
Mr.  Harris  represents  thirteen  other  con- 
cerns providing  automotive  equipment. 


Electro-Pneumatic  Control 
Subway  Cars 

Electro-pneumatic  control  equipment 
costing  $1,230,000  has  been  ordered  by  the 
Board  of  Transportation  of  New  York 
City  from  the  Westinghouse  Electric  & 
Manufacturing  Company.  This  control 
apparatus  will  be  used  on  the  500  new  sub- 
way cars  for  the  city's  rapid  transit  system. 

The  electro-pneumatic  control  permits 
the  operation  of  trains  made  up  of  eleven 
subway  cars.  It  provides  full  automatic 
acceleration  and  maintains  the  same  ac- 
celerating and  braking  rates  regardless  of 
the  loading  of  the  car.  The  control  equip- 
ments for  the  500  cars  just  ordered  are 
duplicates  of  those  on  the  300  cars  that 
were  purchased  two  years  ago  by  New 
York  City  for  its  Eighth  Avenue  Subway. 


No  Change  in  Tire  Prices 

Leading  tire  manufacturers  are  entering 
the  spring-dating  period  for  tire  sales  with 
no  change  in  prices  on  any  of  the  various 
lines  manufactured.  Companies  which 
have  made  no  changes  include  the  Good- 
year Tire  &  Rubber  Company,  Firestone 
Tire  &  Rubber  Company,  the  B.  F.  Good- 
rich Company,  and  General  Tire  &  Rub- 
ber Company. 

The  spring-dating  period  extends  from 
Nov.  15  to  May  15,  and  is  the  period  within 
which  dealers  lay  in  stocks  for  spring  busi- 
ness. The  prices  made  at  the  beginning 
of  that  period  are  guaranteed  to  dealers 
against  decline,  meaning  that  if  lower 
prices  are  later  affected  in  the  period  deal- 
ers are  rebated  on  tires  bought  at  previous 
price. 


New  Southern  Representative 
for  Cleveland  Pneumatic  Tool 

F.  H.  Burr,  director  of  the  automotive 
division  of  the  Cleveland  Pneumatic 
Tool  Company,  manufacturers  of  Cleco 
Air  Springs  for  trucks  and  buses,  and 
all  kinds  of  air-operated  tools,  appli- 
ances and  accessories,  has  announced 
the  appointment  of  the  Harris  Rim  & 
VVheel  Company,  of  Atlanta,  Ga.,  as  dis- 
tributor for  air  springs  in  that  State. 

John  A.  Harris,  head  of  the  company, 
has  been  in  the  rim  and  wheel  busi- 
ness since  1918.  Until  1928  his  works 
were  in  Philadelphia.  He  then  opened 
a  shop  in  Atlanta  as  direct  factory  rep- 
resentative for  various  rim  and  wheel 
manufacturers. 

Along  with  merchandising  through 
delaers  and  jobbers  in  Georgia  and  parts 
of  five  other  States,  the  Harris  Rim  & 
Wheel  Company  maintains  complete 
shop  service.  It  has  close  contact  with 
bus  and  truck  operators.  In  addition  to 
-Mr.    Harris,    his    force    includes    among 


Bus  Deliveries 

Alexandria,  Barcroft  &  Washington 
Rapid  Transit  Company,  Alexandria, 
Va.,  two  Yellow  Coach,  29-passenger, 
city  type. 

Baltimore  Coach  Company,  Baltimore, 
Md.,  22  Mack,  33-passenger,  Model  BK. 

Boston  Elevated  Railway,  Boston, 
Mass.,  one  Mack,  44-passenger,  Model 
BT;  and  five  A.C.F.,  metropolitan  type. 

Brooklyn  Bus  Corporation,  Brooklyn, 
N.  v.,  one  Mack,  44-passenger,  Model 
BT;  and  24  Twin   Coach,  Model  30. 

Department  of  Street  Railways,  City 
of  Detroit,  Mich.,  five  A.C.F.,  33-passen- 
ger, street  car  type. 

Duluth  Street  Railway,  Duluth,  Minn., 

two  Twin  Coach,  Model  20. 

Duluth  Superior  Coach  Company,  Su- 
perior, Wis.,  one  Yellow  Coach,  21 -pas- 
senger,   city   type. 

Key  System  Transit  Company,  Oak- 
land, Cal.,  one  Twin  Coach,  Model   IS. 

Lehigh  Valley  Transit  Company,  Al- 
lentown.  Pa.,  three  Mack,  37-passenger 
Model  BK.  h  k     , 

Middlesex  &  Boston  Street  Railway 
Newtonville,  Mass.,  one  White  Model 
65A. 

Springfield  Street  Railway,  Spring- 
field, Mass.,  four  Yellow  Coach,  38- 
passenger,  city  type. 

Syracuse  &  Eastern  Railroad,  Syra- 
cuse, N.  Y.,  five  White,  Model  65A. 

Third    Avenue    Railway,    New    York 

N.  Y.,  one  White,   Model  54A. 

Virginia  Electric  &  Power  Company 
Norfolk,  Va.,  four  Mack,  22-passenger, 
Model   BG. 

West  Ridge  Transportation  Company 
Girard,  Pa.,  two  Yellow  Coach,  21 -pas- 
senger, city  type. 


F.  J.  &  G.  Orders  Five 
High-Speed  Interurban  Cars 

Five  streamlined  cars,  similar  to  the  cars 
recently  placed  in  service  by  the  Phila- 
delphia &  Western  Railway,  have  been  or- 
dered by  the  Fonda,  Johnstown  &  Glovers- 
ville  Railroad  from  the  J.  G.  Brill  Company 
for  delivery  in  the  latter  part  of  December 
Ihese  cars  will  be  used  on  the  double- 
track  interurban  line  between  Gloversville 
and  Schenectady,  N.  Y.  The  new  cars 
will  be  single-end  double-truck,  one-man 
operated  and  will  seat  48  passengers. 

The  Interstate  Commerce  Commission 
has  been  asked  to  approve  issuance  of  notes 
aggregating  $75,000  to  be  secured  by  an 
equipment  lease  warrant  on  the  cars.  The 
company  will  pay  $25,000  out  of  cash. 

Detailed  specifications  of  the  cars  follow : 

Type  of  unit.One-man,  motor,  passenger,  interurban 

Wights:  Car  body ^"^'':':'°1f^>^ 

Total    I4,2001b. 

Bolster  cente™'. ! ! ! ! ! '*'•*'"'  'b-:  • 

Length  over  all iiV.'  1 1  • 

Truck  wheelbase... .  'I'R' 

Widthoverall q ,,   ,?."• 

Height,  rail  to  troUey  base.". .'  .".■.■::.'.' in  ft  91  in 

Window  post  spacing '""•?»!•>• 

Bodv  '"'■••••••••••..  jj In, 

Roof .'.'.'.'.'.'. '. Aluminum 


Doors. 


.Arch 


Air  brake's'. '. .'.'.'.'.'. 'r„n?°?m''*i°^ 

Armature  bearings     .'.'. ^^''"*'  ^'i'^'™ 

\xles  ; Plain 

CoSkur.     °'"'™'  Electric.  £p- 1 27B 

s;;jjzss:::--::--------Adan,s^i5.^ 

Destination  signs •'Eiec'.'Se.^Ji'ce'SuppU^To" 

g?^^r":v.'.';;:::;:^S-feg 

S^'brakes'.'.::'.^".".-^""-'""''' %;0,-ns  /o'! 

Hand  ntmnn  i.1 '  ■■  'T^^t^ook  Stafflcss 

Htatin'surting'm'at'erial'..'.'.'.'.'.'.^'""'""'^'-' *""'"« 
Heaters  Compressed  cork.  Armstrong  r  o'r'k' Co. 

SlldJ^ii'ts' Consolidated  Car  Heating  Co. 

Sl^i^inl: : ^'«=-  S""™  Supplies  Co. 

Interior  trim. . .  .'f ri,;„~-     """."P"! 

.Journal  bearings , Chromium  plated 

.lournal  boxes ; ; ; .Semi^s't^el, ' j  ' G   Brill 

Roof  material. ^°"  *^^^'"'  "S'^^  hung 

^l^^^'"^-  ■  ■  ■  -s;  •••  •;■  ■  •'  V""'^'  ™-  -tr'ol 

Seats  Stainless  steel,  O.  M.  Edwards 

ilat'spacing'.  '.'.■.:■.■.:: ■'•  «•  »""■  No.  3.06 

Seating  material t..*!,'.' 

^l^Z  btr™" v.' ■.'.'.'.'.^."^tlsrcyj^ 

wuators:;.'.'. J  G' Br?ii  ^"'"J!,"^;! 

Wheels .'.•:.' .'.'.•.Roiled  s'jeJ'.llkS 21^' 


Seven  Trolley  Buses  for 
Fitchburg 

The  Fitchburg  &  Leominster  Street 
Railway,  Fitchburg,  Mass.,  has  ordered 
seven  buses,  each  seating  40  passengers, 
from  the  J.  G.  Brill  Company  for  delivery 
shortly  after  Jan.  1.  The  trolley  buses 
will  be  substituted  for  all  the  electric  car 
operation,  amounting  to  12  miles  of  double 
line.  The  General  Electric  Company  will 
supply  the  motors  and  control  for  the 
vehicles.  The  overhead  material  will  be 
purchased  from  the  Ohio  Brass  Company 
at  a  cost  of  $35,000. 


Electric    Railway   ]ovrn.kl— December    1931 
721 


Trade  Notes 

National     Pneumatic     Company     was 

awarded  the  order  for  pneumatically 
operated  folding  doors  for  the  22  trol- 
lej-  buses  to  be  built  for  Kenosha,  Wis., 
by  General  Motors  and  the  St.  Louis 
Car  Company. 

J.  G.  Brill  Company  has  received  an 
order  for  four  30-passenger  trolley  buses 
from  the  Kansas  Power  &  Light  Com- 
pany, Topeka,  Kan. 

A.  M.  Byers  Company  announces  the 
appointment  of  W.  J.  Wignall,  formerly 
vice-president  of  the  Locomotive  Ter- 
minal Improvement  Company,  as  direc- 
tor of  railroad  sales  with  headquarters 
in  Pittsburgh. 

Ohmer  Register  Company,  a  wholly 
owned  subsidiary  of  the  Ohmer  Fare 
Register  Company,  was  incorporated 
under  the  laws  of  the  State  of  Ohio  on 
Oct.  24,  1931.  The  Ohmer  Register 
Company  will  act  as  the  sales  agent  for 
the  products  manufactured  by  the  parent 
Company. 

H.  W.  Kilkenny  has  resigned  as  St. 
Louis  branch  office  manager  of  the  Ohio 
Brass  Company.  Mr.  Kilkenny,  who 
has  been  actively  identified  with  the  elec- 
trical industry  since  1907,  is  financially 
interested  in  his  brother's  company,  the 
J.  G.  Kilkenny  Company,  manufacturers' 
agents,   of   Cleveland,    Ohio. 


F.  A.  Keihn  has  been  appointed  sales 
engineer  of  the  J.  G.  Brill  Company, 
Philadelphia,  Pa.  While  Mr.  Keihn  has 
been  sales  engineer  of  the  automotive 
car  division,  since  1924,  he  will  now  be 
in  charge  of  all  sales  engineering  mat- 
ters, reporting  to  Charles  O.  Guernsey, 
whose  appointment  as  chief  engineer  in 
charge  of  all  Brill  engineering  activities 
was  announced  in  Electric  Railway 
Journal  for  October. 


General  Car  &  Coach 
to  Dissolve 

Edward  J.  Trimbey  has  been  appointed 
temporary  receiver  of  all  the  property 
of  the  General  Car  &  Coach  Company 
by  Justice  Rogers  of  the  Supreme  Court 
to  administer  the  affairs  of  the  company. 
Creditors  are  restrained  from  beginning 
any  action  against  the  company  for  re- 
covery. The  proceeding  is  entitled  "in 
the  matter  of  the  application  of  a  ma- 
jority of  the  directors  of  the  General 
Car  &  Coach  Company  for  voluntary- 
dissolution."  The  court  has  ordered  all 
persons  interested  to  show  cause  before 
J.  Edward  Singleton,  appointed  referee 
for  the  purpose,  why  the  corporation 
should  not  be  dissolved.  The  hearing 
date  has  been  set  for  Dec.  21  at  the 
office  of  the  referee  in  Glens  Falls,  N.  Y. 


Conspeaus  of  Indexes  for  November,  1931 

Compiled  for  Publication  In  Electric  Railway  Journal  by 

ALBERT    S.    BICHET 

Electric  Railway   Engineer,   Worcester.    Mass. 


Street  Railway  Fares* 

1913 


4.84 


Electric  Railway  Materials* 

1913   =      100 


Electric  Railway  Wages* 

1913   =      100 


ElectricRy .  Construction  Cost  * 

Am.  Elec.  Ry.  Amn.      1913   =      100 


General  Construction  Cost 

Eng'g  NewB-Record     1913   -      100 


Wholesale  Commodities 

U.  S.  Bur.  Lab.  Stat.     1926  •=      100 


Wholesale  Commodities 

Bradstreet  1913   -   9.21 


Retail  Food 

U.  S.  Bur.  Lab.  Stet.     1913  =      100 


Cost  of  Living 

Nat.  Ind.  Conf .  Bd.       1923 


100 


General  Business 

The  BuaineM  Week  Normal  -      100 


Industrial  Activity 

Eleo.  World,  kw.-lir.  used  1923-25  -  100 


Bank  Clearings 

Outside  N.  Y.  Gty 


1926   -      100 


Latest 


Nov.,  1931 
7.85 


Nov.,  1931 

116 


Nov.,  1931 
231.9 


Nov..  1931 
164 


Nov.,  1931 
169.3 


Oct.,  1931 
68.4 


Nov.,  1931 
8.09 


Oct.,  1931 

119.1 


Sept.,  1931 

85.6 


Nov.  7,  I93i 
67.8 


Oct.,  1931 
97.1 


Oct.,  1931 
57.9 


Month 
Ago 


Oct.,  1931 
7.85 


Oct.,  1931 
116 


Oct.,  1931 
231.9 


Oct.,  1931 
165 


Oct.,  1931 
169.8 


Sept.,  1931 
69.1 


Oct.,  1931 
8.30 


Sept.,  1931 
119.4 


Aug.,  1931 
85.9 


Oct.  10,  1931 
72.5 


Sept.,  1931 
100.4 


Sept.,  1931 
63.4 


Year 
Ago 


Nov.,  1930 
7.76 


Nov.,  1930 

131 


Nov.,  1930 
231.8 


Nov.,  1930 
194 


Nov.,  1930 
198.5 


Oct.,  1930 
82.6 


Nov.,  1930 
10.06 


Oct.,  1930 
144.4 


Sept.,  1930 
95.4 


Nov.  8,  1930 
80.1 


Oct.,  1930 
103.2 


Oct.,  1930 
81.5 


Last  Five  Years 


High 


Nov.,  1931 
7.85 


Dec,  1926 
159 


April,  1931 

233.2 


Nov.,  1928 
206 


Jan.,  1927 
211.5 


Sept.,  1928 
100.1 


Jan.,  1928 
13.57 


Dec.,  1926 
161.8 


Nov..  1926 
104.0 


Oct.  6,   1928 
117.6 


Feb.,  1929 
140.4 


Oct.,  1929 
111.8 


Low 


Jan.,  1927 
7.38 


Aug.,  1931 
113 


Dec.,  1926 
226.3 


Nov.,  1931 
164 


Nov.,  1931 
169.3 


Oct.,  1931 
68.4 


Nov.,  1931 
8.09 


June,  1931 
118.3 


Sept.,  1931 
85.6 


Oct.  31,  1931 
67.8 


Oct.,  1931 
97.1 


Oct.,  1931 
57.9 


•The  four  index  numbers  marked  with  an 
asterisk  are  computed  by  Mr.  Eichey.  Fares 
index  is  average  street  railway  tare  in  all  United 
States  cities  with  a  population  of  60  000  or 
over  except  New  York  City,  and  weighted  ac- 
cording to  population.  Street' Railway  Materials 
index  is  relative  average  price  of  materials  (in- 
cluding  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  115  of  the  largest 
street  and  interurban  railways  operated  in  the 
United  States,  weighted  according  to  tlje  number 
of  such  men  employed  on  these  roads. 
tRevised. 


Material  Prices 

Novembr  25,  1931 


Metals — New  York 

Copper,  electrolytic,  delivered,  cents  per  lb. .  $6. 50 

Lead 3.85 

Nickel,  ingot 35.00 

Zinc 3.50 

Tin,  Straite 23.00 

Aluminum,  98  to  99  per  cent 22.90 

Babbitt  metal,  warehouBe 

Commercial  grade 34. 25 

General  service 28 .  50 


Track   Materials — Pittsburgh 

Standard  steel  rails,  gross  ton $43 .  00 


Track  spikes,  Vs-in.  and  larger,  per  100  lb. 
Tie  plates,  steel,  cents  per  100  lb. 

Angle  bars,  cents  per  100  lb 

Track  bolts,  per  100  lb 

Ties.  6ra.x8m.x8  ft. 

White  Oak,  Chicago 

Long  leaf  pine,  New  York 


Waste— New  York 


2.70 
1.65 
2.75 
3.90 

1.05 
1.00 


10.00 


Waste,  wool,  cents  per  lb , 

Waste,  cotton  (100  lb.  bale),  cents  per  lb.: 

White 6.00-8.00 

Colored 5.00-7.00 


Wire— New    York 

Bare  copper  wire,  cents  per  lb 8. 50 

Rubber-covered  wire.  No.  14,  per  1,000  ft. . .  $3.75 

Weatherproof  wire  base,  cents  per  lb 10. 50 

Paint  Materials — New  York 

Linseed  oil  (5  bbl.  lots),  cents  per  lb 8.40 

White  lead  in  oil  (100  lb.  keg),  cents  per  lb...  13.25 

Red  lead  in  oil 14.75 

Turpentine  (bbl.  lots),  cents  per  gal 46. 25 

Putty  in  linseed  oil,  1 00  lb.  tubs,  cents  per  lb.  5 .  50 


Hartware — Pittsburgh 

Wire  nails,  per  keg $  1 .  90 

Sheet  iron  (24  gage),  cents  per  lb 2.40 

Sheet  iron,  galvanised  (24  gace),  cents  per  lb.  2. 90 

Auto  body  sheets  (20  gage),  cents  per  lb 3. 10 

Fender  stock  (20  gage),  cents  per  lb 3. 15 


Bituminous   Coal 

Pittsburgh  mine  run,  net  ton $  1 ,  25- 1 .  35 

Central  III.  screenings 0.50-1.00 

Kansas  screenings,  Kansas  City 1 .  25 

Big  seam,  Ala.,  slack 0.60-1 .25 

Smokeless  mine  run,  Chicago 1 .50-2.00 


Paving  Materials 


Paving  stone,  granite,  5  in.,  f.o.b.: 

New  York  —  Grade  1,  per  thousand $120.00 

Wood  block  paving  3 J  in.   16  lb.  treatment, 

N.  Y.,  per  sq.yd..  f.o.b 2.00 

Paving  brick,  3Jx8ix4,  N.  Y.,  per   1,000  in. 

carload  lots,  f.o.b 50.00 

Paving  brick,   3x8^x4,   N.  Y.,  per    1,000  in. 

carload  lots,  f.o.b 45.00 

Crushed  stone,  J-in.,  N.  Y.  wholesale,  f.o.b. 

per  cu.yd 

Cement,    Chicago,   in   carload  lots,   without 

bags,  delivered 

Gravel,  J-in.,  N.  Y.  cu.yd.,  wholesale,  f.o.b... 

Sand,  cu.^d.,  wholesale,  f.o.b 1 .  00 

Asphalt,  in  pkg.  N.  Y.,  f.o.b.  ref.,  per  ton. . .      16.00 


1.85 


1.95 
1.60 


Scrap — New  York 

Heavy  copper,  cents  per  lb 4, 35 

Light  copper 3. 60 

Heavy  brass 2.  15 

Zinc 1.50 

Lead,  heavy 2. 50 

Mixed  babbitt 3.00 

Battery  lead  plates 0. 85 

Cast  aluminum 4.75 

Sheet  aluminum 8. 25 

Auto  radiators 2. 35 

Tires,  standard,  mixed,  per  ton $3.00 

Inner  tubes,  mixed,  per  cwt $  1 .  20 


Old   Material — Chicago 

steel  car  axles,  net  ton $10.75 

Cast  iron  car  wheels,  gross  ton 8. 75 

Steel  car  wheels,  gross  ton 8. 75 

Leaf  springs,  gross  ton 9. 75 

Angle  bars,  gross  ton .  8. 50 

Brake  shoes,  net  ton 6.00 

Steel  rails  (short),  gross  ton 10.25 

Reaving  rails,  grow  ton  (65  lb.  and  heavier)  24.05 

Machine  shop  turnings,  gross  ton 4.25 

Coil  springs,  gross  ton 9.75 

Frogs,  switches  and  guards,  gross  ton 8.00 


Electric   Railway  Journal — Vol.75,  No.lS 
724 


December,  1931  ELECTRIC  RAILWAY  JOURNAL  H 

DO  YOlJ  BELIEVE  IX 

DEATH    CONTROL? 


PEACOCK    STAFFLESS   BRAKES 

Helped   Reduce   The  Death  Rate 

/iV  1930-31  TO  ONE  IN  600^000^000 

PASSENGERS  CARRIED! 

THEY  ARE  THE  OXE  BEST  BET 
IX  AIVY  EMERGENCY! 


PEACOCK  STAFFLESS  BRAKES— FAST- 
POWERFUL — SAFE — WEAR^OMPEISSATING 

National  Brake  Compabty,  Mac. 

890  EUicott  Square,  Buffalo,  N.  Y. 

Canada: — Lyman  Tube  &  Supply  Co.,  Ltd.,  Montreal 
The  EUcon  Co.,  General  Sales  Representative,  50  Church  Street,  New  York  City 


12 


ELECTRiC  RAILWAY  JOURNAL 


December,  1931 


Mx  THE  LEAD 

THROlCiHOIJT    THR    WORLD    THERE    ARE    i:¥    SERVICE    1¥EARL,V     1.70,000 

JOrRXAL  BEARIXGS 


WHERE  PERFORMAIVCE  TAKES  PREFERENCE  OVER  PRICE 


You  may  buy  a  bearing 
as  a  bargain  but  try  and 
gel  a  bargain  out  of  using 
it,  for  nothing  is  apt  to 
cost  so  much  as  a  bear- 
ing that  cost  to  little. 


Mile  a  minute  speeds  are  quite  common 
on  the  fifteen  inter-urban  cars  of  the 
Pittsburgh  Street  Railways  Co.  and  all  of 
them  are  SiCS[F°  equipped  ...  a  total  of 
120  Journal  Bearings.  The  cars  weigh 
49,500  pounds  each,  seat  52  pas- 
sengers and  operate  on  a  3  2 -mile 
line,  making  the  run  including 
stops  in  one  hour  and  twenty 
minutes.  In  this  modernization 
program  there  w^as  no  question 
of   what    bearing    to    buy    .  . . 


SiCSfF   Performance  Takes   Preference 

Over  Price. 

Throughout  the  world  there  is  this 

same   preference   to   the  tune   of   over 

5  0,000  SCSSF's  on  street  railways.  There 
are  also  approximately  100,000 
^[SIF  Journal  Bearings  on  steam 
railroads  of  the  leading  countries. 
Such  universal  acceptance  is  con- 
clusive evidence  that  "A  Promise 
is  only  a  Promise  but  SCSiF 
Performance  is  History." 


SKR  INDUSTRIES,  INC.  40  EAST  34th  STREET,  NEW  YORK,  N.  Y. 

SKF" 

Rail   and   Roller  Hearings 


2814 


December,  1931 


ELECTRIC  RAILWAY  JOURNAL 


13 


the  Rims  designed  to 

meet  modern  trucic 

tire  conditions 

Now  that  pneumatic  tires  are  the 
most  successful  tires  for  trucks  — 
you  need  rims  that  make  tire 
changing  easy. 

You  get  those  rims  in  the  Good- 
year Type  K. 

Split  base  —  to  take  all  the  fight 
out  of  changing  tires. 

Continuous,  locked-on  ring  for 
safety. 

Open-end  valve  slot  for  speed  in 
handling  the   tube. 

A  rim  that  works  as  well  on  a 
tire    for   a   one-ton    truck  — 
five-ton.. 

Find  out  how  these  rims  can  save 
time  and  money  on  your  wheels. 
Write  to  Rim  Department,  The 
Goodyear  Tire  &  Rubber  Company, 
Inc.,  Akron,  Ohio. 


K-28 


lor  28°  bevel  mountings 

Sizes:  5",  6",  7 ',8' 

and  9-10' 


'THE     MAN     WHO     CHANGES     THE     TIRES 


LIKES     K     RIMS" 


K-28 


RIMS 


K-18 


14 


ELECTRIC  RAILWAY  JOURNAL 


December,  1931 


.  .  .YOUR 
POWER 
DOLLAR 

. . .  HOW 
MUCH  OF  IT 
IS  LOST  EACH 
WINTER? . . . 

Power  costs  per  car>mile  are 
higher  during  the  winter 
months.  Added  frictional  re- 
sistance  in  the  journal  bear- 
ings accounts  for  a  substantial 
part  of  this  extra  cost.  High 
viscosity  oils  absorb  power 
unnecessarily.  That  is  one 
penalty  imposed  by  cold 
weather ! 

But  this  annual  loss  is  now 
avoidable.  The  new  Texaco 
System  of  Lubrication  entire- 
ly overcomes  this  excessive 
winter  expense. 

The  new  Texaco  System  of 
Car  Journal  Lubrication  with 
Texaco  Lovis  Oil  is  saving 
the  electric  railway  industry 


thousands  of  dollars  annually 
in  this  one  item  alone.  In 
addition,  it  reduces  oil-house 
labor  costs,  makes  the  use  of 
heated  waste  soaking  tanks 
unnecessary  and  eliminates 
completely  the  need  for  sea- 
sonal oil  changes! 

The  combined  savings  are 
important.  Operating  execu- 
tives who  have  put  the  new 


Texaco  System  into  effect  have 
demonstrated  actual  econ- 
omies that  are  far-reaching. 
The  Texas  Company  will 
be  glad  to  present  the  facts  to 
any  interested  executive — or 
arrange  for  conclusive  tests. 
Many  of  the  country's  leading 
roads  have  adopted  theTexaco 
System  for  all  cars.  Write 
The  Texas  Company, 


THE  TEXAS  COMPANY,  135  East  42nd  Street.  New  York  City 


TEXACO     LUBRICANTS 


December.  1931  ELECTRIC  RAILWAY  JOURNAL  15 

^^  A^nnouncement 


JL/FFECTIVE  January   1,   1932,   Electric  Railway   Journal   will   become 
TRANSIT  JOURNAL. 

For  48  years  Electric  Railway  Journal  (and  its  predecessor,  Street 
Railway  Journal)  has  pioneered  in  the  advancement  of  public  transpor- 
tation.   It  started  with  the  horse  car  era.    It  helped  make  cable  car  history. 

With  the  development  of  the  elearic  motor,  the  paper  foresaw  the 
great  possibilities  of  the  elearic  rail  car  and  the  name  of  the  Street  Railway 
Journal  was  subsequently  changed  to  Electric  Railway  Journal. 

For  a  generation  the  electric  street. car  remained  almost  the  sole 
method  of  public  transit.  Then  transportation  methods  again  began  to 
change.  Today  the  elearic  street  railway  is  still  a  vital  phase  in  community 
transit  but  it  is  not  the  only  element.  It  has  been  supplemented  by  rapid 
transit  lines,  motor  buses,  trolley  buses  and  taxicabs.  A  great  many  electric 
railways  have  adopted  one  or  more  of  the  newer  forms  of  transportation. 

It  has  been  a  long  step  from  the  simple  equipment  of  the  horse  car 
era  of  the  '80's  to  the  wide  range  of  transportation  tools  used  in  modern 
city  transit.  The  elearic  railway  operator  of  yesterday  is  a  transit  merchant 
today,  operating  or  interested  in  all  methods  of  transportation,  recognizing 
that  each  has  its  economic  place  in  the  general  scheme  of  rendering  service 
to  the  riding  public. 

By  adopting  a  broader  name — one  which  more  accurately  refletts 
its  actual  field  of  interest — the  Journal  will  be  better  able  to  serve  this 
tremendously  important  community  transit  industry.  For  that  reason  the 
name  will  be  changed  January  1,  1932,  to 


T 


RANSIT 

JOURNAL 

Public  Transportation — City,  Suburban,  Interurban 


16 


ELECTRIC  RAILWAY  JOURNAL 


December,  1931 


Kccil>iucatiiif;    TiacU    Ijrimler 


Vulcan    Kail    l.ijiiili' 


Kureka   Kiulial    Rail    (ii-iiider 


The  road  to 
recovery  -  -  - 


WHETHER  clearly 
visible  or  not,  whether 
or  not  it  dips  out  of  sight 
into  valleys,  one  thing  is 
certain : 

Only  well  maintained  track 
will  get  and  hold  traffic. 
For  economical  track  main- 
tenance, nothing  equals 
electric  arc  rail  welding  and 
rail  grinding.  The  equip- 
ment is  available.  It  costs 
less  to  buy  it  and  use  it  now 
than  to  postpone  the  pur- 
chase. 


3132-48  East  Thompson  Street,  Philadelphia 

AGENTS 
Chester  F.  Gailor,  50  Church  St.,  New  York 
Chas.  N.  Wood  Co..  Boston 
H.  F.  McDermott,  208  S.  La  Salle  St..  Chicago 
F.  F.  Bodler.  San  Francisco.  Cal. 
H.  E.  Burns  Co..  Pittsburgh.  Pa. 
Equipment  &  Engineering  Co.,  London 
Railway  &  Welding  Supply  Company,  Toronto,  Ontario 


.\jux    KIe<-trie  .\rc   \^'el(Ier 


December,  1931 


ELECTRIC  RAILWAY  JOURNAL 


17 


There  is  and  always  will  be  definite  need  for  the 

products  of  fine  mechanical  equipment  backed  by 

a  will  to  create  only  "the  best" 


WORM 


DRIVE 


FOR     QUIET      CARS,     TROLLEY-BUSES,      COACHES 


THE     T  I  M  K  E  N-D  ET  R  O  I  T     AXLE     COMPANY,    DETROIT,    M  I  C  H.,  U.   S.   A. 


18 


ELECTRIC  RAILWAY  JOURNAL 


December,  1931 


3,000,000 


MILES 


_WENTY- FOUR  buses,  operating 
one  million  miles  per  year.  In  the  three  years  they  have 
used  Firestone  Tires  and  service,  the  Hudson  Trans- 
portation Company,  Glens  Falls,  New  York,  reports 
"practically  no  road  delays  due  to  tire  troubles,  during 
the  past  three  years,  the  total  number  being  eleven 
during  the  entire  period." 

Every  night  the  entire  fleet  is  checked  for  air  pres- 
sure, cuts,  bruises,  etc. — part  of  the  Firestone  service. 
As  the  Hudson  people  say : 

"The  Firestone  Company  is  ever  ready  to  cooperate 
to  the  fullest  extent  with  our  Operation  Department 
.  .  .  and  to  this  service  is  due  in  no  small  measure  the 
success  of  Firestone  Tires." 

Firestone  service,  like  Firestone  Truck  and  Bus 
Tires,  represents  the  development  of  many  years  of 
close  daily  contact  with  fleet  operators  in  all  sections 
of  the  country.  It  can  cut  YOUR  operating  costs,  too. 
Find  out.  Ask  your  nearest  Firestone  dealer  how. 
You'll  be  glad  you  investigated  Firestone  Tires  and 
Firestone  Service. 


BUS  BALLOON 


LISTEN  TO 

The  Voice  of  Firvatone 

EVERY  MO.NDAY  NIGHT 
OVER  N.  B.  C.  NATIONWIDE  NETWORK 


COMPLETE    SERVICE 

TIRES  •TUBES*  BATTERIES  •RIMS  •BRAKE  LINING  •SPARK  PLUGS  •ACCESSORIES 

Copyright,  1931,  The  Firestone  Tire  &  Rubber  Co. 


December.  1931 


ELECTRIC  RAILWAY   JOURNAL 


19 


20 


ELECTRIC  RAILWAY  JOURNAL 


December,  1931 


Better  Pole  Lines  are  Being 
Built  with 

MONOTUBE  Poles 

Electric  railway  officials  were  among  the  first  to 
use  Union  Metal  Poles  when  they  were  introduced  some  years 
ago.  Today  Fluted  Steel  and  Monotube  Poles  are  being  used  in 
many  of  our  largest  cities.  They  are  supporting  span  wires  and 
feeder  lines  and,  in  joint  service  with  other  utilities,  they  are 
carrying  distribution  lines,  street  lighting  units  and  traffic  sig- 
nals.   Wherever   they  are   used   they  are   doing   a    better  job. 

Union  Metal  Poles  are  made  in  one  piece  from  high  grade  steel, 
with  an  electric  welded  vertical  seam  and  then  cold  rolled.  The 
poles  possess  unusual  strength;  they  have  no  horizontal  joints; 
they  are  attractive;  they  will  take  an  abnormal  load  without 
a  permanent  set  — factors  which  provide  simple,  economical  in- 
stallation and  maintenance  and  long  efficient  service. 

And  so  we  say,  better  pole  lines  are  being  built  with  Union 

Metal  Poles.   If  you  would  like  to  see  for  yourself,  we  would  be 

glad  to  refer  you  to  an  installation  of  Fluted  Steel  or  Monotube 

Poles  in  your  locality. 

<¥- 

THE  UNION  METAL  MANUFACTURING  COMPANY 


GENERAL     OFFICES     AND     FACTORY        . 

SALES     OFFICES    .     New  York     .    Chicago 
Lot  Angeles     .     San  Francisco     .     Dallas 


CANTON,     OHIO 

Boston 
Atlanta 


DISTRIBUTORS 

General  Electric  Merchandise  Distributors        Graybar  Electric  Company,  Inc. 

Offices  in  all  principal  cities 


#  Monotube  Poles  installed  in 
Denver,  Colorado 


UNION  METAL  MONOTUBE  POLES 


Is  thi 


IS 


yourproDiem 


hle^^ 


Must  operating  costs 

be  balanced 
to  meet  thin  revenues? 


Is  this  your  prohlern? 

Is  traffic  light? 

Are  operating  costs  out  of  linei^ 

Will  riding  on  that  planned  ex- 
tension be  heavy  enough  to  ineet^ 
expenses?         W^j^sm- 

Is  this  your  problem? 

Then   these  verified  records    of 


"15.39  cents  a  mile"  operating 
costs  should  interest  you. 

What  ten  widely  operated  small 
city  operators  arc  averaging — 
you  can  average. 


ating  costs   like   theirs   with  any 
ordinary  vehicle 


Popu- 
lation 

Cost  Per 

Mile 
(Cents) 

Company  A 

21,790 

15.22 

Company  B 

129,710 

14.84 

Company  C 

13,780 

15.13 

Company  D 

76,660 

14.58 

Company  E 
Company  F 
Company  G 
Company  H 

76,900 

39,610 

31,080 

5,660 

15.30 
16  20 

COMPANY  D 

15.01 

Expenses 

Avg.  Per 

Coacb 

Mile 

(cents) 

15.35 

Drivers 

1.88 

Company  I 

45,740 

16.80 

Gas  &  Oil 
Tires 

2.27 
0.87 

Company  J 

16,690 

15.49 

Mainteniince 
Taxes 

2.61 
0.50 

Average 

15.39 

Insurance 

General 

Depreciation 

1.11 
3.59 

1.75 

1 

Tocal  14.58 

The  details  of  these  and  other  operating 
statemetits  of  users  will  be  supplied  to 
interested  operators  upon  request. 


COMPANY  H 


Expenses 

Avg.Pef 

Owrfi 

Mile 

(cents) 

Wages                            7.09   1 
Gasoline  &  Labricadon  1.97   | 

Parts  and  Supplies 
Tires  and  Tabes 

0.45    1 
0.78   1 

Garage  Expense              0.15 
Advertising  and  MisceL  0.70 
Insurance                         1.09 

Taxes  and  Licenses 

0.12 

Depreciation 

3.00 

Total  15.35    1 

15- 


39 


average 


cost 


Nation-wide  records 
prove  the  low  cost  of  operating 
Yellow  21-passenger  Coaches 


From  all  parts  of  the  country  evidence  has 
been  growing  and  accumulating  in  regard 
to  the  extraordinary  low  operating  cost,  satis- 
factory performance  and  long  life  of  Yellow 
21-passenger  coaches — Type  W  and  Type  U 
— two  coaches  of  basically  similar  design. 


Over  two  years  ago.  General  Motors  Truck 
foresaw  the  industry  need  of  a  coach  of  21- 
passenger  capacity  that  would  be  attractive, 
safe  and  comfortable,  and  that  in  addition 
would  have  exceptionally  low  operating  cost 
and  long  service  life. 


YELLOW 

type 

U&W 


91  PASSENGER 
Parlor  Coaeh 


Experienced  operators  aided  in  the  develop- 
ment of  the  design.  General  Motors  engi- 
neers, backed  by  vast  research  laboratories 
and  testing  facilities  aimed  for  lasting  excel- 
lence, regardless  of  first  price,  to  insure  a 
true  low  cost  per  mile  of  operation  and  a  low 
depreciation  rate. 

Cost  records,  based  on  millions  of  miles  of 
actual  service,  now  verify  the  soundness  of 
the  judgment  which  diaated  this  original 
design  and  f oresighted  manufacturing  policy. 

Now,  from  points  all  over  the  country, 
operators  are  enthusiastically  reporting  re- 
sults as  proven  by  their  cost  records. 

Many  are  reporting  7  and  8  miles  to  the  gal- 
lon in  city  service,  less  than  2  cents  a  mile 
for  maintenance,  better  than  40,000  miles  on 


tires,  better  than  50,000  miles  with  brake  lin- 
ing, better  than  100,000  miles  without  engine 
tear-down  or  rebore. 

And  they  back  up  these  amazing  statements 
with  detail  operating  figures  that  show  total 
operating  costs  of  less  than  15  cents  a  mile. 
Even  under  widely  different  operating  con- 
ditions, difference  in  persotmel,  experience, 
and  wages  paid,  the  summary  of  ten  different 
companies  listed,  shows  an  average  total  cost 
of  only  15.39  cents  a  mile. 

Regardless  of  varying  conditions,  we  know 
now  that  almost  any  operator  can  approxi- 
mate the  low  operating  costs  being  obtained 
by  so  many  users  of  this  type  of  equipment. 
Interested  operators  are  invited  to  inquire 
for  further  detailed  evidence. 


GENERAL  MOTORS  TRUCK  CO.,  Subsidiary  of  Yellow  Truck  &  Coach  Mfg.  Co.,  Pontiac,  Michigan 


It  can  be  done  -  with 


m 


% 


Hit 


December,  1931 


ELECTRIC  RAILWAY  JOURNAL 


25 


i^ 


R  O  E  B  L 

When  you  need  signal  wires  and  cables — or  any  other  types 
of  wires  and  cables  for  electric  railway  use — remember  that 
Roebling  makes  all.  In  fact,  the  Roebling  Line  ranges  from 
magnet  wire  for  winding  coils  to  heavy  High  Tension  Lead 
Sheathed  Power  Cables. 

Roebling  is  equipped  to  give  you  prompt  service,  too.  Quick 
shipment  of  standard  types  of  wires  and  cables  can  be  made 
from  all  warehouse  points  below. 

We  would  be  glad  to  have  an  opportunity  to  furnish  infor- 
mation and  prices  regarding  any  of  the  Roebling  Wires  and 
Cables  listed. 

JOHN  A.  ROEBLING'S  SONS  COMPANY,  TRENTON,  N.  J. 

Atlanta  Boston  Chicago  Cleveland  Los  Angeles  New  York 

Philadelphia      Portland,  Ore.      San  Francisco      Seattle  Export  Dept.—New  York,  N.  Y. 


Railway  Signal  Wires  and  Cables  » 
Parkway  Cables  »  Po-wer  Cables;  Paper, 
Cambric,  Rubber;  Braided  or  Leaded  » 
Car  Wire  »  Locomotive  Wire  »  Bronze 
Trolley  and  Contact  Wire  »  Copper 
Trolley  and  Contact  Wire  »  Copper 
Transmission  Strand  »  Guy  Wire  and 
Strand  »  Bond  Wires  »  Ground 
Wires  »  Welding  Cable;  Trailing  and 
Electrode  Holder  »  And  a  wide  variety 
of  other  Wires  and  Cables, 


ELECTRICAL     WIRES     AND     CABLES 


26 


ELECTRIC  RAILWAY  JOURNAL 


December.  193  J 


Helps  Will 
another  Coffin  Aii^ard 


HE  MOwaukee  Electric  Railway 
and  Light  Company  has  won  the  Coffin 
Award  for  1931  by  "continuity  in  prog- 
ress" .  .  .  Many  factors  have  contributed 
to  this  achievement — for  example,  the 
Safety  Car  Control  Equipment,  with  latest 
improvements,  has  assured  safer,  more  eco- 
nomical, and  faster  car  operation  .  .  . 
Practically  every  other  winner  of  the  Coffin 
Award  has  been  a  user  of  this  equipment. 

Safety  Car  Devices  Co. 

OF  St.  LOUIS,  MO. 

Postal  and  Telegraphic  Address: 

WILMERDING,  PA. 


CHICAGO  SAX  FRANCISCO  >"KW   YORK 

WASHINGTON  PITTSBURGH 


December,  1931 


ELECTRIC  RAILWAY  JOURNAL 


27 


DOWN  TO  SEE   SOME   SHIP   BOLTS 


eOURKE-WHITE  PHOTO 


WENT  A  GROUP 
OF  ENGINEERS 


Galvanized  bolting  material  has 
its  own  fit  and  finish  require- 
ments . . .  an  R  B  &  W  case  history 


A  pickling  room  operation  in  an  R  B  &  W  plant,  in  which  scale  and  dirt  are 
removed  from  raw  materials. 


A  LARGE  American  republic  had 
placed  orders  for  construction  of 
naval  destroyers  and  scout  cruisers. 
The  ship  building  company  which 
received  the  contracts  ordered  gal- 
vanized bolts  from  R  B  &  W,  to  be 
made  in  accordance  with  the  speci- 
fications furnished  by  the  navy  de- 
partment of  the  government  that 
had  ordered  the  vessels. 

But  the  specifications  required  a 
fit  of  bolt  and  nut  which  is  not 
necessary  in  marine  work,  and  which, 
in  galvanized  material,  required  re- 
ducing the  thickness  of  the  gal- 
vanized coating,  with  a  consequent 
weakening  of  protective  resistance 
to  the  ravages  of  the  elements.  The 


R  B  &  W  order  department  sent 
the  order  to  our  Engineering  Serv- 
ice department  for  instructions.  (Of 
course,  it  would  have  been  a  simple 
matter  to  overlook  the  faulty  speci- 
fications and  ship  the  order  as  re- 
quested.) 

After    considerable    correspond- 
ence and  other  negotiation,  the 
R  B  &  W  Engineering  Serv- 
ice arranged  to  call  on  the 
navy's    construction    engi- 
neers and  specification 


writers  with  a  representative  of  the 
ship  builders.  A  brief  demonstra- 
tion and  explanation  with  specimen 
galvanized  bolts  resulted  in  a  con- 
sent to  revise  the  specifications  and 
a  ruling  that  bolt  and  nut  fits  as 
furnished  by  R  B  &  W  would  be 
approved  by  the  inspectors. 

When  you  have  a  problem  in  the 
correct  specification  and 
.«>g~.^\^       use  of  bolting  material,  put 
3011        it  up  to  the  R  B  &  W  En- 
gineering Service. 


RUSSELL,  BURDSALL  &  WARD  BOLT  &  NUT  CO. 

ROCK  FALLS,  ILL.  PORT  CHESTER,  N.  Y.  coraopolis,  pa. 

Sales  Offices  at  Phila.,  Detroit,  Chicago,  San  Francisco, Los  Angeles,  Seattle,  Portland,  Ore. 


If 


28 


ELECTRIC  RAILWAY  JOURNAL 


December,  1931 


The  new  year  is  almost  here.  What 
kind  of  a  year  it  will  be  we  don't  know. 
But —  we  do  know  that  many  transpor- 
tation companies  will  enjoy  increased 
revenue  through  the  active  selling  of 
their  service  to  the  public. 

In  some  cases,  this  will  mean  revision  of 
transfer  design  to  offer  additional  trans- 
fer  privileges  or  to  prevent  transfer 
abuse. 

Other  properties  undoubtedly  will  adopt 
various  forms  of  Globe  "Bargain  Fare'' 
Passes  to  sell  offpeak  riding  and  to 
obtain  cash  in  advance. 

Still  others  will  adopt  the  new  Bell 
Punch  Ticket  System  for  absolute  safety 
in  ticket  sale  and  use,  on  suburban  lines. 
The  automatic  Hyman  Register  will  help 
others  solve  their  cash  and  token 
problems. 

Whatever  the  conditions.  Globe  Ticket 
Specialists  are  particularly  capable  of 
helping  you  modernize  your  fare 
system. 

Consult  them. 


GLOBE 


TICKET  COMPAKTY 


PHILADELPHIA 


FACTORIES: 
Philadeliihia        Los  AnKtIeH 
New  Vork 
Atlanta 


Boston 


SALES  OFFICES: 

Cincinnati  Pittsburgh 

Baltimore  Cleveland 

St.  Louiii  Des  Moines 


Now  is 
the  time  to 
make  sure 
that  your 
fare  system^  is 
geared  up  for 
1932 

operation 


LET 

OUR  EXPERIENCE 

HELP  YOU! 


ui>imwi>f,  11^31 


A?CC^^^^^^i^^^^T^^^^^^^^^^^^^^ 


/y 


MuHiple  Unit 
Clasp  Brakes 

speed  is  today's  byword.  Greater  Speed,  faster 
service,  better  schedules — these  are  the  demands 
on  practically  every  transportation  organization 
today. 

Without  a  doubt  deceleration  is  as  important  a 
factor  in  maintaining  schedules  as  acceleration  or 
running  speed.  It's  the  most  important  factor 
where  speed  with  safety  is  concerned. 

Simplex  Multiple  Unit  Clasp  Brakes  offer  today's 
method  of  braking  to  meet  today's  demands  in 
speed.  Two  brake  shoes  per  wheel  double  the 
braking  area  and  halve  the  wear  on  braking 
equipment. 

Balanced  braking  has  many  advantages.  Study 
the  features  outlined  here.  Details  and  blue- 
prints will  be  sent  at  your  request. 


American  Steel  Foundries 


NEW  YORK 


CHICAGO 


ST.LOUIS 


30 


ELECTRIC  RAILWAY  JOURNAL 


December,  1931 


II 


STANDARD"  STEEL 


STANDARD 
PRODUCTS 

Steel 
Axles 

Steel 
Springs 

Armature 
Shafts 

Rolled 

Steel 

Wheels 


W, 


E  leave  no  stone  unturned  to  assure  the 
longer  life,  greater  dependability  and  lower 
maintenance  cost  of  wheels,  armature  shafts 
and  axles  made  of  "Standard"  steel.  We  con- 
trol in  our  own  plant  all  the  operations  and 

processes  of  manufacture  from  raw  material 
to  the  completed  product.     This  includes  the 

making  of  the  steel,  the  cooling  and  solidifica- 
tion of  the  billet,  the  forging  of  the  billet,  and 
the  reforging,  heat  treatment  and  final  exact 
machining  and  testing.  Only  in  this  way  can 
we  be  sure  that  all  "Standard"  parts  are  worthy 
of  the  name  and  the  confidence  they  enjoy  with 
their  many  eminent  and  satisfied  users. 


STANDARD  STEEL  WORKS  COMPANY 

GENERAL  OFFICES  &  WORKS:  BURNHAM,  PA. 


NEW  YORK  CHICAGO 

PHILADELPHIA 


ST.  LOUIS 


PORTLAND  AKRON 

SAN  FRANCISCO 


December,  1931 


ELECTRIC  RAILWAY  JOURNAL 


31 


The  firat  shipment  of 
an  Allis  -  Chalmers 
Mercury  Arc  Power 
Rectifier  consisted  of  a 
.1,000  kw.  unit  and 
was  made  in  Bi 
months  after  the  recti- 
fier business  was  ac- 
quired. Six  other 
i,000  kw.  rectifier 
plants  are  nearinij 
completion. 


The  Mercury  Arc  Power 

JVeCliner  business,  -which  was  taken 
over  when  Allls-Chalmers  purchased  the  prin- 
cipal assets  of  the  American  Brown  Boverl  Co., 
Inc.,  of  Camden,  N.  J.,  has  been  readily  ab- 
sorbed Into  the  Allls-Chalmers  shops  at 
Milwaukee.  The  key  men  of  the  engineering 
and  shop  organization  from  Camden  are  now 
fully  established  at  the  Milwaukee  plant,  and 
the  manufacture  of  Rectifier  plants  for  cur- 
rent orders  Is  In  full  swing. 

Allls-Chalmers  Mercury  Arc  Power  Recti- 
fiers are  built  according  to  the  designs  and 
experience  of  Brown  Boverl  &  Co.,  Ltd.,  and 
are  backed  by  the  organization  and  resources 
of  Allls-Chalmers. 


/ILLIS-CHflLMERS 


CLEAN  AND  STRAIGHT  IN  THE  TREE 
Clean  and  Straight  in  the  Stick 


Dixie  Poles  are  cut  from  Dixie's  own 
timber — clean  bodied  Long  Leaf  Yellow 
Pine  grown  on  our  own  holdings  and 
graded  uniformly  in  our  big  sorting 


yard  by  our  own  inspector.  Look  for 
the  Dixie  Trade  Mark  on  every  stick. 
It  guarantees  100  per  cent  Long  Leaf 
Yellow  Pine^ — and   enduring   service. 


KSON    LUMBER   COMPANY 

Manufacturers 


Sell;/iy^en(5         „,. 


Alabama 


GEORGE  G.  LEAVEHE 
Room  41 6,  25  Broadway,   New  York  City 

W    A    T    Z    E    K 


GATES  INDUSTRY 

SI""'" iiiiiniiiiiiiiiiiiniiii I iiiiiiij riiiNi uiiiim ii ii iiiiiiiiiu;iijiiiiilll iiii'iiiiiii'^      jriii iiillilliu iiiiiiii iiif iiiiiiiiiiiiiiii jiiillllllliminiiliiuiiinililllll iiiiiiilllliJLimililimi'^ 


Gar 
Heaters 
fitted  with 


ENCLOSED  HEATING  elements  carry 
the  Underwriters'  Laboratories  Label.  They 
give  100%  energy  output  for  what  you  put  in. 


CHROMAI.OX  STFIP 


UTILITY  HEAT 
REGULATORS  econo- 
mize in  current  consump- 
tion. 


Stucki  Side  Bearings 


SPECIAL  CARBON  STEEL 
HEAT  TREATED 


UTILITY 

HONEY- 
I     COMB  VENTILATORS  keep  the 
I      air  pure  and  wholesome. 

I       RAILWAY  UTILITY 
}  COMPANY 

i        2241-47  Indiana  Ave.,  Chicago 

i     J.  H.  DENTON,  Eastern  Mgr. 

I  1328   Broadway,   New   York 

anuuiuuwuniiiinmiwuirimiiiiiuuumiiiniiuimiiiiiiiiiiiiiiuimiiiiimiimuiiiiiiiiiuiiuiiiimiiiiiuuiiiiuuumumHiiuui^     niiiuiiiiiiuiiiiiiiiiiiiiiliiiiiiiiuimiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiimiiiiiiiuiiiiiiiiiiiiiiiiniiiijmii:i> iiuiiiiji iiiiiiinir 


Car/- 

Utiiitr 


LARGE  WEAR  SURFACES 

FREE  ROLLER 

ONLY  TWO  PARTS 


A.  STUCKI  CO. 

OLIVER  BLDG.,  PITTSBURGH,  PA. 

Canadian  Representative 
The  Ilolden  Co..  Ltd..  Montreal,  Canada 


DEPENDABILITY 


Isn't  it  a  satisfaction  to 
know  that  year  in  and 
year  out,  the  products 
you  are  using  will  serve 
economically,  and  never 
disappoint  you? 

That  is  why  so  many  of 
the  Electric  Railway 
Systems  here  and  abroad 
have  standardized  on — 

"ARMATURE" 
BABBITT  METAL 


WHEN    you   THINK   OF   RELINING 

ARMATURE  BEARINGS  — THINK  OF 

"ARMATURE"  BABBIH  METAL 


NATIONAL  BEARING  METALS  CORP. 
St.  Louis,  Mo. 

New  York,  N.  Y.  Jersey  City,  N.  J.         Pittsbursh,  Pa. 

Meadville,  Pa.  Portsmouth,  Va.  St.  Paul,  Minn. 


FREE 

Holiday  Stamping  Offer 

Until  January  1st,  1932,  we  will  stamp  your  name, 
or  a  friend's  name,  in  gold  on  the  front  cover  of 
this  book.  Orders  for  stamped  copies  should  be 
accompanied  by  price  and,  of  course,  stamped  books 
are  not  returnable.    Offer  expires  January  1st,  1932. 


Richey's 

Electric  Railway  Handbook 

Electric  railway  executives,  engineers,  and  operating 
men  have  long  respected  Richey's  ELECTRIC  RAIL- 
WAY HANDBOOK  as  the  one  great 
pocketbook  of  practice  data,  formulas 
and  tables  in  the  electric  railway 
field.  It  cover  every  phase  of 
electric  railway  work  from 
Roadbed  and  Track  to 
Signals  and  Commu- 
nication. 


Spfonil  Kdition.  ~98 
pageH.  flpxible.  pocket 
size,  fully  illustrated. 
94.00  net,  postpaid. 


^HIS  widely  known  handbook  is  virtually 
an  encyclopedia  on  modern  electric  rail- 
way   organization,    administration    and    op- 
eration. 

It  presents 

(1)  Data  on  subjects  which  come  up  in  everyday  electric 
railway  practice  for  constant  use  by  the  operating,  con- 
structing and  designing  engineer. 

(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  fields. 

Information  every  electric  railway  man  needs — the  latest 
and  best  methods — changes  in  practice  and  theory — that's  the 
New  Richey. 


McGRAW-HILL 
FREE  STAMPING  OFFER  COUPON 

JIcGruw-Hill  Boolt  Company,  Inc.,  330  West  *»d  Street,  New  Yorlt. 

Send    me   RICHEY'S    EIJICTBIC    RAILWAY    HANDBOOK,    J4.00.    with    name 
stamped    in    gold   on    front   cover.      I    enclose   proper   remittance    and   understand 
that  stamped  books  are  not  returnable.      (This  offer  expires  Jan.   1.    193!.) 

Name  to  be  stamped 

(Please  print! 
Signed     

E.  12.11 

34 


ELECTRIC  RAILWAY  JOURNAL 


December,  1931 


THIS  IS  THE  TIME 
FOR  SPECIAL  EFFORT 
AND  FOR  SPECIALISTS 

RAILWAYS  today  are  making  special 
eFforts  to  increase  the  number  of  riders 
and  reduce  their  operating  costs,  and  For 
these  purposes  are  largely  relying  on  the 
aid  of  specialists. 

Specialists  in  public  relations  suggest 
various  ways  and  means  by  which  to  at- 
tract more  riders. 

Specialists  in  the  manufacture  of  motors 
suggest  improved  types  of  motor  equip- 
ment which  make  it  possible  to  save 
power  and  money. 

Specialists  are  also  utilized  in  saving 
money  in  the  stopping  of  cars  and  trains. 

The  leadership  of  American  Brake  Shoe 
and  Foundry  Co.  in  the  field  has  been 
recognized  for  many  years  by  operating 
officials  generally.  Many  of  the  most 
important  transportation  systems  have 
learned  the  true  meaning  of  economy  and 
efficiency  in  braking  through  the  use  of 
Diamond  S  brake  shoes — the  product  of 
thousands  of  laboratory  and  service  tests. 

The  American  Brake  Shoe 
and  Foundry  Company 

230  Park  Ave,  New  York 
332  So.  Michigan  Ave.,  Chicago 


2lHliiiiniiniMj[[tiiniiHiiiiiltllliiiliiiimn iiiiiMiiiiiiHiiMiiMiiiiinHmiiHHiiiHtiiitiHmimimimiiniitHniMitiiuiiiHiiMja 


Long  Wearing 

Even  the  rough  brogans  of  stamping 
workmen  do  not  injure  the  hard,  tough 
surface  of  Tucolith  floors. 

5  KEASONS  WHY 

Tucolith  is  the  popular  flooring  mate- 
rial for  cars  and  busses. 


1.  Long:  Life 

2.  Attractive 

3.  Non-Slip  Surface 


4.  Fireproof 

5.  Sound    Deadenoe 

6.  Sanitary 


TUCO  PRODUCTS  CORP. 

30  CHURCH  ST..  XEW  YORK 

PEOPLES  OAS  BLDG. 

ISa  S.   MICHIGAN  AVE.,  CHICAGO 


rnmimmmnriiTOni 


[nirtiiiiiiiiiiii 


immnninnilriitiiii  luiiiiiiinir 


£■  imimiiiiiiiiiiiiim riiiiiiiiiiiiiiniiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiimiiiiiiiiii iiimi!,- 

j  Now  Ready! 

I         YOUR 
I    FREE  COPY 

I  of  the 

I      New  1931 

I     Catalogue  of  | 

I  McGRAW-HILL  BOOKS  | 

I               on  Engineering  and  Business  I 

i     tJERE    Is   the    key   to   the    latest,    most    authoritative    and  = 

i     I  J.  practical    information    tor   reference   and    study   in   your  = 

i    field.     In  the  more  than  1,500  books  described  in  this  cata-  = 

=    logue  will  be  found  the  latest  advances,  vital  new  data,  meth-  i 

I    ods  of  leading  concerns  in  all  lines,  the  cream  of  experience,  i 

=    the    knowledge    of    experts — the    information    that    leads    to  = 

I    success   today.      Furthermore    it    shows    how   to    place    your  = 

I    book-buying  on  an  easy  budget  basis.     Get  the  books  as  you  i 

I    need  them — pay  for  them  by  the  month  as  you  use  them.  | 

S                                           Send  for  your  free   copy  today  f  s 

I     McGraw-Hill  Book  Co.,  Inc..  .'{.'tO  West  43d  Street,  New  York  City  | 

i      Send    me    the    new    1931     McOa.\W-HILL    CATALOGUE    of    Engineering    ani]  i 

=     Business  Books.     This  catalogue  Is  to  be  sent  entirely  without  cost.  = 

i     .\arae    = 

I     Address     1 

I     City   and   Stale E.R.J.  12-31  I 

jiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiuiiiiiiiiiiiiiiNiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiMi iiitiiiiiiiiiiiiiiiiiiiiiniiiiiiiiB 


December,  1931 


ELECTRIC  RAILWAY  JOURNAL 


35 


It  Costs  I.ess  TO  BOND 
than  NOT  TO  BOND 

And  now  that  the  budgeting  of  1932  expenditures  is  here, 
make  sure  that  bonding  is  given  full  consideration.  Each 
added  foot  of  joint  resistance  caused  by  inefficient  bonding  is 
directly  responsible  for  an  increase  in  power  costs.  The 
power  losses  chargeable  to  a  joint  testing  only  two  feet  more 
than  standard  are  sufficient  to  pay  the  cost  of  installing  a  new 
bond  in  less  than  a  year. 

Bad  joints  have  a  habit  of  growing  worse  instead  of  better — 
losses  increase  steadily.  Eliminate  this  unnecessary  item  of 
expense  by  including  Erico  bonds  in  your  1932  budget. 

Electric  Rail^ray  Improvemeiit  Co. 

2070  East  61st  Place,  Cleveland,  Ohio 


jiiiirniHiiiniiiiiiuiiiniininiiHiiiiiiiuiiniiniitiiiHiiHiiiniiiiiiiiiniiniiiiiiiniiiimiiiiiiHiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiMiiiiiiHiii*     iiniiiMHMiniHiiiiiiiniiiiiMiiiiiiitiiiiiiiitnrriiiitittiiiiitiiiiiiiiiriirriiiriiiiMiiiiiiiiiiiiiiiiiiiiiiiMiiMiriiiiiiiriiiiiniiiiiiiiuintiniiiiitii; 


CHOSEN  for 
PERFORMANCE 

XROLLEY  wheels  are  never  chosen 
for  looks,  never  selected  because  one 
kind  costs  a  little  more  or  less  than 
another.  They're  chosen  for  performance. 
That's  why 

KALAMAZOO 


I  trolley  wheels  and  harps  are  the  stand-  | 

I  ard  of  comparison  today.     That's  why  | 

I  many   properties   use   them   exclusively.  | 

I  There's  a  difference  in   trolley  wheels.  | 

I  May  we  tell  you  about  it?  | 

I  THE  STAR  BRASS  WORKS  | 

I                     KALAMAZOO,  MICHIGAN  I 

I  i 

iliiiimiiimmiiMlllHllllilimiiniiiiiililillilHiilillliiiitllluiiitllitilHlinilittiliiiHiiiitiiiiiiiiiiiniiii iiiniiiiiiiniiiiiiiiiiiiiiiiiiir 


■  iMiiiiMiiiiiiiiiiiiMiiiiiiiiiiMiiiMiMiumniMiHiiniiHMniiiniiiiiiniiniiniiiiiiiiiiuiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiitiiittriitiiiiiiiiuiiituir 


ENGINEERS  a«./  CONSULTANTSl 


ALBERT  S.  RICHEY 

ELECTRIC    RAILWAY    ENGINEER 
WORCESTER.   MASSACHUSETTS 

EXAMINATIONS 

REPORTS-APPRAISALS-RATES 

OPERATION-SERV  ICE 


WALTER  JACKSON 

Consultant  on  Fares 
and  Motor  Buses 

The  Weekly  and  Sunday  Pass 
Differential  Fares — Ride  Selling 

Suite  6-A 
61  (  E.  Lincoln  Ave.,  Mt  Vernon,  N.  Y. 


R.    F.    KELKER,    Jr. 

ENGINEER 

20  NORTH  WACKER  DRIVE 
CHICAGO 


TRANSIT  DEVELOPMENT 

OPERATING  PROBLEMS 

TRAFFIC  SURVEYS 

VALUATIONS 


Byllesby  Engineering 

and  Management 

Corporation 


231  S.  La  Salle  Street,  Chicago 
New  York    Pittsburgh    San  Franoitoo 


C.  B.   BDCBANAN,  FrnldcDl 

W.  H.  PBICE,  IR.,  Bee'7-Treu. 

JOHN  F.  LATNO,   Tlee-PrMldeat 

Buchanan  &  Layng 
Corporation 

Emgineerimg  and  Management, 

Construction,  Financial  Reports. 
Traffic  Surveys  and 

Equipment  Maintenance 


BALTIMORE 

1M4   First   National 

Bank  Bids. 

Phone:  Hanorer:  2148 


NEW  TOBK 
49  Wall  Street 


JANUARY  ANNUAL 
STATISTICAL  AND 
PROGRESS  NUMBER 

Closes  December  23rd 

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    JOURNAL 


THE  BEELER 
ORGANIZATION 

Engineers  and  Accountants 

JOHN  A.  BEELER,   DIRECTOR 

Traffic  —  Traction 

Bus- Equipment 

Power-  Management 

Appraisals    Operating  and 

Financial  Reports 

Current  Issue  LATE  NEWS  and  FACTS 
free  on  request 

52  Vanderbllt  Avenue,  New  York 


J.  ROWLAND  BIBBINS 

CONSULTING  ENGINEER 
TRANSPORTATION 

UTiLrriES 

Transit-Traffic  Development  Surveyj 
Street  Plans,  Controls,  Speed  Signali 
Economic  Operation,  Schedule  Analy 
ses.  Bus  Co-ordination,  Rerouting 
Budgets,  Valuation,  Rate  Cases  and 
Ordinances. 

BZFBRIENCB  IN  26  CITIX8 

2301  Connecticut  Avenue 
Washington,  D.  C. 


The  Pe  Edward 
Wish  Service 

50  Church  St.,  NEW  YORK 

Street  Railway  Inspection 
DETECTIVES 

131  State  St.,  BOSTON 


MitiiiiiiiiiiiiiiniiniiniiiiiiiiiiiiiHiiiimiiMiiniiMinMiMiniitiiniiniiniMiiitiiMiiiMtiiiirMiiiniiiiiiniiniiiiiiuiiiiniiininMniiiriiiiinMninMiMiniiiiiiniHiiiuiniiniiiMniiuriiiiin 


1/^ 


A 

Personal 
Want— 


can  tnTariably 
be  Elled  by 
a  friend. 


1^ 


The  Searchlight  Section  |_ 

of  this  issue  covers  the  current 
business  wants  of  the  industries 
in  which  this  paper  is  read. 


it 


For  Every  Business  Want 

Think  SEARCHLIGHT  First 


ff 


A 

Business 
Want— 


mutt  be  satisfied 
by  someone  in 
your  industry. 

0134 


aiiiuiiiiimHiiiiiiiiiiM*iitiiiiiiiiiiiiiiitiiiiiiiiti 


iiiniiimiiiiiiiiimiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiniiiHiuniiiiiiiiiiiiiiii»iiiiiiiiiiiiiiiMiiiiimiiiiimiiiiiiiMii»iiiiiUiitiiiiiiiniimiiiiiiuiiiiiiiiiniiiiiiiiiiiiiiiiiiiu 


December,  1931 


ELECTRIC  RAILWAY  JOURNAL 


37 


COMMONWEALTH 

TRUCKS 


CAST  STEEL  FRAME 
INCLUDING 


CROSS  TRANSOMS 
AND  PEDESTALS 


ONE 


STRONG     UNIT 


E  Q  UALIZ  ED 

"SWING  MOTION  TYPE" 

They  contribute  to 
operating  economy 

Where  operating  conditions  are  severe, 
Commonwealth  Trucks  are  fully  de- 
monstrating their  real  worth.  Struc- 
tural simplicity  and  strengh  combine  to 
make  these  trucks  highly  economical 
over  long  periods  of  time.  Common- 
wealth Trucks  are  designed  for  both 
street  car  and  interurban  service.  We 
will  be  glad  to  send  you  complete  details 
and  we  offer  you  our  full  cooperation. 

GENERAL  STEEL 
CASTINGS  CORPORATION 

Eddystone  Granite  City 

Penna.  Illinois 


uHiiilitiiiHiiMMiNiiiiiiiiiiiiiiiiMniiiiiiiiiiiiiiniiitiHrilimiiiiiniiiiiiiiiiiiiiiillllllllltllllllllllimilllillllllliuiiitlimlllliiiimiilllllM'     i)llliiiiiiiiiiiitiiiitiittinriiiiiiirMirrnii)itiiiiiiiiiiii[iiniiiriiiiiiiriiiriHtiiiriiiiiinitiMiiiiiiiii 


iniiirMiiiiiiriiiiiiiiMliriiniiiiiiiiilli(L 


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 


Samplet  and  full 
information  gladly 
furnished. 


The  PANTASOTE  COMPANY,  Inc. 

250  Park  Avenue  NEW  YORK 


s^J>RODU<TS 


<TRk^<AR-HEATERS 

HERMOITATK  COhlTROL 

STEAM  HEATfeRS  FOR  BUSES         _ 

OMPLETE  PNEUM)i^'l<  DOOR  &    | 
1  /  ST^P  OPERATING  EQUIPMENT      = 

ll«H  AND  LOW  VOlVa«E 
BUZZERS  AND  BELLS 

SAFETY  SWITCHES 

SAFETY  SWITCH  PANELS 


CONSOLIDATED 

<AR-HEATIN6  CO.,  INC. 


NEW  YORK 


ALBANY 


CHKAtfO 


Miiniiii>iiiriiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiitiiiniiiiiiiiiiiiiii>rriiitiiiiiiiiiiniiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii)Hiiiiiiiiiiuiiitmi7      iliiitiiiiiiiiiiiiiiiiiiiniiiiiiiiiMiiiiiiiiiitiiiiiiiiriiiiiniiniiiiiiiiiiiiHriiiiiiiiiiuiiniuiiiiniiniiMtiiiiiiiiiiiitiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiir 


38 


ELECTRIC  RAILWAY  JOURNAL 


December,  1931 


SAVE 

money  •  •  •  get 
better  results 
Mrashing  floors,  paint 
stripping,  or  cleaning 
parts  with  OAKITE 

FOR  every  bus  shop  cleaning  job  there  is  an 
Oakite  material  that  will  do  the  work  speedily 
.  .  .  safely  ...  at  low  cost! 

Floors,  for  instance!  Muck  and  grease  covered 
floors  are  quickly  cleaned  to  the  concrete  with 
minimum  effort.  Fire  and  explosion  hazards  are 
eliminated.  Scraping  and  scrubbing  are  required 
only  on  the  most  difficult  jobs. 

And  paint  stripping!  Quick-acting  materials 
remove  the  old  paint  in  jig  time.  Bus  and  car 
bodies  stripped  the  Oakite  way  are  easily  and 
completely  rinsed  off,  assuring  an  even,  perma- 
nently adhering  refinished  job. 

Repair  parts,  too!  The  Oakite  method  of  clean- 
ing motors,  transmissions,  rear  ends  and  other 
parts  does  away  with  the  use  of  such  dangerous 
materials  as  gasoline,  benzine,  etc.  You  make 
substantial  savings  in  money,  time  and  effort. 

Profit  by  the  23  years'  experience  of  our  Nation- 
Wide  service  organization  in  connection  with  any 
cleaning  job  your  shop  presents.  Let  our  nearby 
Service  Man  give  you  specific  recommendations 
on  your  work.  Write  today  .  .  .  simply  tell  us 
your  problem  or  ask  questions  .  .  .  then  leave 
the  rest  to  us.    No  obligation,  of  course. 

Oakite  Service  Men,  cleaning  specialiits,  are  located  in 
the  leading   industrial  centers   of  the   U.  S.  and  Canada 

Manufactured   only   by 
OAKITE  PRODUCTS,  INC.,  28B  Thames  Street,  NEW  YORK,  N.  Y. 

OAKITE 

mdustned  Oeaning  Materials  miMetbod^ 


ALPHABETICAL   INDEX 

This  index  ig  published  as  a  convenience  to  the  reader.  Every 
care  is  taken  to  maice  it  accurate,  but  Electric  Raitwav 
Journal   assumes   no   responsibility    for  errors  or  omissions. 


Page 

Allis-Chalmers    Co 31 

American   Brake   Shoe   &   Foundry   Co 34 

American   Car  Co Third   Cover 

American    Steel   Foundries    29 

Beeler   Organization    36 

Bibbins,   J.   Roland    36 

Brill  Co.,  The  J.   G Third  Cover 

Buchanan   &   Laying   Corp 36 

Byllesby   Eng.   Manag.   Corp 36 

Collier,    Inc.,    Barron    G 19 

Consolidated  Car  Heating  Co 37 

Electric   Railway   Improvement   Co 35 

Electric    Service    Supplies    Co 7 

Firestone  Tire  &  Rubber  Co.,  The   18 

General   Electric  Co 10 

General   Motors  Truck  Co Insert  21-24 

General  Steol  Castings  Co 37 

Globe  Ticket   Co 28 

Goodyear  Tire  &  Rubber  Co 13 

Jackson  Lumber  Co 32 

Jackson,    Walter    36 

Kelker,   Jr.,   R.   F 36 

Kuhlman  Car  Co Third  Cover 

Mack  Trucks,   Inc Back  Cover 

McGraw-Hill  Book  Co.,  Inc 33 

Metal   &   Thermit   Corp 8-9 

Nachod  and  U.  S.  Signal  Co 35 

National   Bearing  Metals  Corp 33 

National  Brake  Co.,  Inc 11 

National    Pneumatic    Co 5 

I  Ohio   Brass   Co 6 

I  Oakite  Products,   Inc •.  .      38 

Pantasote  Co.,   Inc.,   The    37 

Paraffine    Companies,    Inc.,    The 40 

Railway   Track-work    Co 16 

Railway    Utility    Co 32 

Roebling's  Sons  Company,   John  A 25 

Russell,  Burdsall  &  Ward  Bolt  &  Nut  Co 27 

Safety  Car  Devices  Co 26 

Searchlight    Section     39 

SKF    Industries,    Inc 12 

Standard   Steel   Works   Co 30 

Star   Brass   Works,    The    35 

Stuckl    Co.,    A 32 

Texas  Co.,  The   14 

Timken    Detroit   Axle   Co 17 

Timken    Roller   Bearing    Co.,    Tlie Front    Cover 

Tuco   Products   Corp 34 


Union  Metal  Mfg.  Co.,  The . 


20 


Wason   Mfg.   Corp Third   Cover 

Westinghouse   Elec.  &  Mfg.   Co Second  Cover 

Westinghouse   Traction   Brake   Co 4 

Wish   Service,   The   P.    Edw 36 

Yellow  Coach    Insert   21-24 


Searchlight  Section — Classified  Advertising 

EMPLOYME.NT    39 

EQUIPMENT    (Used,    etc.) 

Gordon  &  Gerber    39 

Perry,   Buxton,   Doane   Co 39 


December,  1931 


ELECTRIC  RAILWAY  JOURNAL 


39 


+- 


EABCMOGHT 


EMPLOYMENT  :  BUSINESS  :    OPPORTUNITIES    : 

UNDISPLAYED — RATE  PER  WORD: 


Positions  Wanted.  5  cents  a  word,  minimum 

$1.00  an  insertion,  payable  in  advance. 
Positions    Vacant   and   all   other   classiflca- 

tions.   excepting-  Equipment.    10  cents   a 

word,  minimum  charge  $2.00. 
Proposals.  40  cents  a  line  an  insertion. 

COPY  FOB  NEW  ADVERTISEMENTS  ACCEPTED  UNTIL   3    P.    M.    ON  THE    20TH   FOR  THE  ISSUE 


INFORMATION: 

Box  Numbers  in  care  of  our  New  York. 
Chicagro  or  San  Francisco  ofBces  count 
10   words   additional  in  undisplayed  ads. 

Discount  of  10%  if  full  payment  is  made  in 
advance  foD  four  consecutive  inserfcions  of 
undisplayed  ads  (not  including-  proposals 


ECHON 

EQU I PM  ENT—  USED  or  SPECIAL 

DISPLAYED — RATE  PER  INCH: 

1   inch     $6.00 

a  to  3  inches 5.75  an  inch 

4  to  7  inches 6.50  an  inch 

Other  spaces  and  contract  rates  on  request. 

An  advertising  inch  is  measured  vertically 

on  one  column.  3  columns — 30  inches — 

to  a  page.  R-J- 

OUT  THE  FIRST   OF  THE  FOLLOWINQ   MONTH 


IIIIIIMI IHIIMIMU 


DISMANTLING? 

Let  us  handle  this  for  you.  We  specialize  in  buying  and 
dismantling  entire  railroads,  street  railways,  industrial 
and  public  service  properties  which  have  ceased  operation. 
We  furnish  expert  appraisals  on  all  such  properties. 

Consult  us  also  about  New  and  Relaying  Rails — all 
weights  and  sections.    You  will  like  our  service. 

The  Perry,  Buxton,  Doane  Company 

(Capital  Sl.oog.000.00) 

Boston  Office,  P.  O.  Box  5253,  Boston,  Mass. 
Pacific  Sales   Office — Failins   Building,   Portland,   Ore(on 


^■iiiiinitiiiiiii 


FOR  SALE 

13 — High  speed  Interarban  Pa«>8eng:er  Cars,  light  weight,  complete,  approximately  38,000 
lbs.,  equipped  with  four  General  Electric  347  Motors.  K  control,  full  safety  features, 
single  end  operation  and  including  magnetic  brakes.  Cars  are  three  years  old, 
equipped  with  new  Cincinnati  type  trucks.  38-in.  wheels.  Free  running  speed  approx- 
imately 52  miles  per  hour,  on  650  volts.  By  changing  gear  ratio,  could  be  admirably 
adapted  for  city  service. 

4 — 1-motor  Freigrht  Cars,   each  equipped  with  Westing-house   557.    150-hp.  Motors.   HL 

control,  automatic  air  brakes. 


5 — 300    kw..    33.000/445    volt, 
Sub8t»ti<Hi. 


2 — 500    kw..    33,000/445    volt, 
Substations. 


60    cycle,    600    volt.    D.C.,    Westbig:hou»e    Automatic 
60    cycle,    600    volt,    D.C..    W'estinghouse    Automatic 


1 — 500  kw.,  33.000/445  volt,  60  cycle.  600  volt,  D.  C.  Westinghouse  Portable  Automatic 
Substations. 


10 — Standard  Interurban  Box  Cars. 
10 — Interurban  Stock  Cars. 


5 — Flat  Cars. 
6 — Buda  Section'motor  Cars. 


3 — ^Bada  Speeders. 


Miscellaneous    lot    of    Repair    Parts,    Track    and    Shop    Material, 
Standard  Hardware,  etc. 


Electrical    Equipment. 


Terms  can  he  arranged. 
FS-258.  Electric  Railway  Journal.  520  No.  Michigan  Ave.,  Chicago,  111. 


"Searchlight^^ 

Opportunity  Advertising 

-t()  help  you  get  — to  help  you  sell 

what  you  want.  what  you  no  longer  need. 

Take  advantage  of  it — For  Every  Business  Want 

"Think  SEARCHLIGHT  First" 


Your  OLD   railway 

equipment  means 

NEW  business  for  us 

WE  WANT  IT 

We're  ready  with  cold  cash  to  relieve 
you  of  any  serviceable  electric  railway 
equipment  you  are  not  using. 
We  turn  your  idle  or  surplus  cars, 
poles,  trackage,  power  house  appa- 
ratus, etc.,  into  useful  equipment  for 
others. 

Send  us  a  list  of  any  equipment  you 
wish  to  liquidate,  and  we'll  make  you 
an  attractive  offer. 

Are  you  in  the  market  for  relaying-  rail? 
We   can   supply   you — at   the  rig-ht  price — 

GORDON    &   GERBER 

.— '    330  THIRD  STREET    -^ 
CHELSEA,    MASS. 


POSITIONS  WANTED 


SUPERINTENDENT  transportation:  Broad  ex- 
perience, successful  record,  covering  every 
phase  of  transportation.  At  present  eng-ag-ed. 
Salary,  location  secondary  importance,  available 
short  notice,  fine  references,  correspondence 
inviated.       PW-361,    Electric    Railway    Journal, 

330  W.  42nd  St..   New  York. ^ 

YOUNG  MAN  desires  position  as  assistant 
engineer  lor  electric  traction.  Eight  years  in 
shops  and  graduate  in  electrical  engineering. 
PW-360,  Electric  Railway  Journal,  330  W. 
42nd   St.,  New  York. 


WANTED 


ANYTHING  within  reason  that  is  wanted  in  the 
field  served  by  Electric  Railway  Journal  can  be 
luickly  located  through  bringing  it  to  the 
attention  of  thousands  of  men  whose  interest 
is  assured  because  this  is  the  business  paper 
■hey  read. 

3iiiliHIIHtlill(lttllll,lltl)i«t)l>lllltlii,llllll»lllll,llllllHIIIIIIIMill,iM,llll,HMHtnin,IIIII* 


Circular  Matter 
Cannot  Be  Forwarded 


Replies  to  box  number  advertis©- 
menta  in  the  Searchlight  Section 
are  not  called  for  at  our  offices. 
but  must  be  remailed  in  new 
envelopes  and  under  new  postage 
at  our  expense. 

Under  the  circumstancea.  we  re- 
serre  the  right  to  examine.  Ques- 
tion, and  withhold  any  replies 
not  offering-  the  results  sought 
in   the  advertisements. 


Advertisers  Want  I 

Bona-fide    Returns  i 

G-15    i 


40 


ELECTRIC  RAILWAY  JOURNAL 


December,  1931 


HOW  MASTIPAVE  floors 

REDUCE  car  building  and  maintenance  COSTS 


This  ends  it!  No  hard- 
wood strips  needed  to 
take  the  wear  of  tramp- 
ing, scuffing  feet.  MAS- 
TIPAVE does  the  whole 
job  at  far  less  first  cost 
for  labor  and  material. 


MASTIPAVE  treads 
are  far  cheaper  and 
much  more  durable 
than  steel  —  and 
MASTIPAVE  Floor- 
ing is  NON-SLIP 
even  when  wet. 

5.  MAINTENANCE?      ZERO! 

No  waxing.    Simply    mop   off  the   dirt.     MASTIPAVE   Floors   resist 
tramping,  scuffing  feet,  dirt  and  grit,  cigarette  butts,  any  wear. 


6.L0WEST    COST    PER    YEAR    OF    SERVICE 

One  company  operating   745  cars  started  using   MASTIPAVE  In  a 

skeptical  way  six  years  ago.  Now 
every  car  is  floored  with  MASTI- 
PAVE. Lowest  first  cost.  Lowest  cost 
per  year  of  service. 

Offices  in  the  Principal  Cities  ^VT^tfTi^F         f^^      lOW-COST, 

Manufacturer!  of  Pabco  Multi-Service  Paints,  Varnishes,  Lacquers  and  Enamels,  Pabco  Waterproofing     ^(QgOB^F  LONG-LIPE 


V/RITE  FOR  FREE  ---..-ET 


THE  PARAFFINE  COMPANIES,  INC. 
475  Brannan  St.,  San  Francisco 


THE  COn-A-LAP  COMPANY 
Somerville,  N.  J. 


©1931 


Paints  and  Compounds,  Pabco  Flemlte,  Mastipave,  Pabcobond  and  Other  Products 


ny  operating   745   c 

6 


FLOOR     COVERING    |5( 


•PABCO  MASTIPAVE- 


December,  1931 


ELECTRIC  RAILWAY  JOURNAL 


^PEED 

ERVICE 

ATISFACTION 


ED»BRILL 

Light-weight 
Hi-speed  Cars 

A  still  more  attractive  service  is  the 
goal  of  the  Philadelphia  &  Western 
Railway  in  placing  in  service  ten  new 
Brill  streamlined  hi-speed  cars. 

Reduction  of  wind  resistance  by  stream- 
lined design  and  light-weight  by  the  use 
of  aluminum  alloys  throughout  the 
construction  combined  with  quadruple 
100  H.P.  motor  equipment  to  increase 
schedule  speeds  appeal  to  the  traveling 
public.  A  more  pleasurable  service  is 
also  obtained  by  a  bright  and  cheerful 
interior  decoration  and  comfortable 
Brill  No.  202-F  reversible  seats. 


L 


C;ilieA<.;<>    OKFICK  -  kamkim  raiwr   in.iu»i»M: 
SAM  FR  A  .NC*IHCX>  MFFICK  -  wAi-m  hviumnu 


TIIK  J.G.  »R11,I>CX>MPANV  ofuhio- 
THK  J.  G,  BHJI.1.  COMPANY  or  »a*-u 


HOUSTOFM   PUBLIC   LIBRARY  i 

HOUSTON 

TEXAS 


ELECTRIC  RAILWAY  JOURNAL 


MACK  BUSES 


B.  M.  T. 


The  Mack  Model  BT  transit  type  bus.  One  of  fifty  ordered  by  the  Brooklyn  Bus  Corporation, — 
subsidiary  of  Brooklyn  Manhattan   Transit   Corporation 


The  Brooklyn  Bus  Corporation  chooses  the 
Mack  Model  BT  for  operation  on  its  congested 
Brooklyn  routes. 

The  Model  BT  is  completely  Mack-designed  and 
Mack-built . . .  body  and  chassis  ...  to  standards 
which  have  established  the  Mack  tradition  for 
quality  construction.  In  addition  there  are  these 
exclusive  Mack-engineered  features  which  make 
it  the  ideal  unit  for  urban  mass  transportation: 

Extra  Wide  Ejttrnnce,  Aisle,  and  Center  Exit: 

Speeds  up  the  movement  of  passengers;  cuts 
stopping  time. 

Power  Steering:  Engine  power  makes  it  possi- 
ble for  the  driver  to  steer  the  bus  with  one  hand, 
even  at  a  standstill.  This  means  shorter  time  to 


swing  into  and  away  from  the  curb,  and  lessens 
driver  fatigue. 

Inverted  Dual  Rrdiirlion  Drire  Shaft:  Xhis 
arrangement  permits  the  drive  shaft  to  be  slung 
below  the  level  of  the  axles,  thus  materially 
lowering  the  height  of  the  floor  over  the  rear 
axle.  Full  floating  rear  axle. 

In  fide  Engine  Mounting  at  the  Front:  Utilizes 
space  normally  not  used;  keeps  passengers  from 
crowding  near  the  driver;  does  not  interfere  with 
seating.  An  insulated  covering  keeps  engine 
odors  and  noise  out  of  the  bus. 

The  Mack  Model  BT  is  a  bus  that  should  not 
be  overlooked  in  buying  equipment  for  city  serv- 
ice. May  we  send  you  a  more  comprehensive 
description? 


MACK    TRUCKS,    INC.,    25     BROADWAY,    NEW    YORK,    N.Y. 


i 


w 


t^:^t?jfe:S--/  •■■■  ■'■"■ 


rte^i^^j-n. 


>,>;^ 


*    '•  .V.  1 


••if,--'  "