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Flectric Railway Review 

FORMERLY THE STREET RAILWAY REVIEW 



VOLUME XVII 

January 1 to June 30, 1907 



I in VVILS( >\ < I IMPAIR 
160 Harriion Steel 
Chii 



"Y c 



n 



GENERAL INDEX 



Abbott. A. L. Gasoline Motor Cars for 

Passenger Service *S39 

Abilene. Tex.. Urack and Roadway . .472, 87S 

Abi;> - Railway, Incorporated 503 

Accident Records. Memphis Street Rail- 
way «290 

Accidents — 

Alliance Against Frauds 234 

Electric Railway 75S 

Handling of. By E. C. Carpenter '123 

Interviewing Witnesses 257 

tropoiitan Street Railway, New York 301 
N< w York Central A.- Hudson River 

Electrified Line at Woodlawn 

+24. 327. 416. 501. 628 

Report on Locomotive by Board of 

Engineers »385 

Prevention of Street Crossing 223 

Protection of Life and Property... 
Report Blank, Nashville Railwav i: 

Light Co «361 

Third Rail in England 184 

Accotnac Traction & Power Co., Track 

and Roadway a: 

Accounting — 

Association — 
Committee on Interurban Accounts.. 134 
Central Electric Accounting Confer- 

4!' 

Comparative Statements. Cincinnati 
I-awrenoeburg & Aurora Electric 

Street Railroad Co '229 

Depreciation tl44, 526. t671 

And Reserves +4S1. 491 

Robert Hammond 710 

Charges, North and West Chicago 
t Railroads and Chicago Con- 
solidated Traction Co t313 

igo Union Traction Co 247 

Comparisons Between Chicago Union 
Traction and Glasgow Corporation 

Tramwavs + 24." 

+313. 319 

;btful Adequacy of Urban. .+671 



r 



Plan for Settle- 






T 



ine Accounts. 

ment 

der System 865 

nance ."13 

itlon. Chicago 

247 

v Inter- 
state Commerce Commission "08 

nut Ion of Stores, 

•294 

Den- <'o *427 

Bteam i: . 146 

•?.*. «40 
' .1842 

204 











•446 




. 440 




■ 














■ 












n . Tr 










" i ■ 



Alberger Pump Co 

Albuquerque (N. M.) Traction Co.. Track 

and Roadway 

Alfi.rata Electric Railway — 

Incorporated 

Track and Roadway 

Algiers (La.) Railway & Lighting Co., 

Track and Roadwav 

Allen. John F.. Orders 

Allentown & Reading Traction Co., Track 

and Roadway 

Alliance, O., Track and Roadwav 

Allls-Chalmeis Co 101. 240, 373. 

410. 508, 570. 604. 635. 700. 798, 837. 
Chrlstensen Portable Air Compressor. 

Direct-Current Motors 

Engine-Type G2ncrators for Direct 

Current 

Exhibit at Chicago Electrical Show... 

Allison, Campion, McClellan Co 

Alton (111.) Granite & St. Louis Traction 
Co.— 

Financial 206. 

Power Plant 

Alton Jacksonville & Peoria Railway — 

Financial 

Track and Roadway 58, 405, 503. 

Altoona & Logan Valley Electric Rail- 
way. Track and Roadway 

Aluminum Company of America 

Amarillo Street Railway — 

Incorporated 

Rolling Stock 

Track and Roadway 

Amhursen Ilvdraulic Construction < 

American Blower Co 

American Bridge Co 

American Car & Foundry Co 

141. 17::. :.. 

Orders 340. 409. 476. :.'■: 

American Car Co.. Orders 

..101. 140, 208. 340. 372. 409. 4" 
American Cities Railway & Light 

Dividends 

Financial 

Machinery Co 

American Conduit Manufacturing Co 

•lean Elevated Railroad. Track and 

II". 

• al Engineering ' 

Derrick Co. . 

of Electrical Rngi- 



rs 

! * Traction Co., Finan- 
cial 



Ami 

Rail Joint Co 





Itol 

■ 



Indianapolis Meeting 
I 

Hallway, Track 

.' :■ 

•rut & Sund.r: 
Aniltvvllle. I,. I . Ti 

: Ming 















1 885 



477 Armature Coil-;. How to Insulate 622 

Arnold, Bion J. — 
693 Progress of Electrical Equipment of 

Steam Roads 49 

236 Statement Regarding Chicago Improve- 

405 ments 452 

Street Railway Problems In Toronto.. 546 
405 Arnold City Southern Railway, Track and 
275 Roadway 96 

Arno 798 

598 Ash-Conveyors. Pneumatic. North Shore 
837 Electric Company »163 

Ash -Handling. Brooklyn Rapid Transit 

s y; CO . . . *261 

•667 Asheville, N. C., Track and Roadway 472 

•210 Asheville & i iville Railroad, 

k and Roadway 536 

840 Asheville Rapid Transit Co. — 

142 Incorporated 25 

603 Asheville Rapid Transit Co., Track and 

Roadway 305. 368. 693 

Ashland. Ky.. Track and Roadway S32 

371 Associations — 

238 Alliance Occident Frauds 234 

American and Kngineerlng Associa- 

307 tions. Committee Meetings 688 

S78 American Railway Engineering and 

Maintenance of Way — 
440 Convention — 

309 i crete Ties 391 

American Forestry. Annual Meeting.. 94 
25 American Street and Interurban Rail- 

603 way— 

204 Committees for 1907 161, 203. 235. 534 

Atlantic City, Conventions. .*483. 659. 816 

New Headquarters 202 

309 American Street and Interurban Rail- 

way Accountants' — 

836 Intorurhnn Accounts 134. 270 

• si tor Information 847 

Question Box to be Continued 269 

540 American Stre-t and Interurban Rail- 

way Engineering — 

Ties 

on Bulletin 676 

Executive Committee Meeting 

23. 133. 45. 161 

t3S 

an 46 

Ann Railway 

444 Mai re' — 

EClei Hon oi I Iffli 23. 688 

94 105 

M Rapid Transit 

Mill" 
171 

Cenl Ic Accounting i !i 

744 

D for Settlement of 1 



Central Electric Rallu 

Annual Meeting ... .1 95, •ll'i 

698 

i ■ ling 

■,-. 593 

5S9 din* Committees for 1907.. 

Ing 

94 
Intersi itc Interui ' 
174 i..u trlcal, Annual m. otlng. 

ban Rail* 

514 

Ann . 6G5 

660 

Bill ctrlc Lighl 
I9t 

141 

810, 6M 

171 

■ 

84X 

■ 



iv 



ELECTRIC RAILWAY REVIEW 



C rete Substructures 73. *82 

l i.i ailing l ie\ ices 7s 

i: 1 • . ... .76. '83, 86 

B Is 79, &'t 

Span and Catenarj ConBtructlon*80 
Standard Rail Sections.... 76, '111. •ill' 

Steel Ties -. *82 

Tli. unit I ding 76. '83 

■ ■ ■ 

Tie Rods 44, 73 

Track i tonstruction in I ■ ■ 

Streets 73 

Young Men's Christian al Rochester.. 89 

Aths Steel Casting Co 604 

Gears, Titan Steel Motor 

Atkinson, C E Slei I Cutter "44 

Atlanta & i 

Roadwa] 140 

Atlanl i Bu 

Tra I. ind Ro idway 53G 

Atlanta Macon ,v i iriffln Eli i trie Rail 

way, Track and Roadwa: !"."• 

Atlanta Stom Mountain .v. Llthonia R 

«in Incorporated 304 

Atlantic City, N. J.— 

Convention Facilities 'SIT 

Am, i lean St reel and Infc I tail- 

waj Associations, Conventions }16 

Master Car Builders' Convention 

Suppl) Men's Exhibits *817 

ai lantic I lit] .v- i ici an Cil Railroad, 

Track and Roadway 698 

Atlantic City ,y- Shore Railroad, Finan- 

■ lal 881 

Atlantic City & Suburban Traction Co., 

Financial 408, 47:,. 606, 663 

Atlantic Northern ,v Southern Railroad 

. ick and Roadwaj 168, 237, 598 

Atlantic Shore Line Railway — 

Car Houses 634 

Financial 371 

Rolling Stock 62, 240, 308 

Substation 631 

rack and Roadway 305. 630 

Ashtabula (O.) Rapid Transit Co., Finan- 
cial 206 

Auburn & Northern Electric Railroad — 

Financial 871 

Track .v.- Roadway 794 

Auburn & Turner Railroad. Financial.... 696 
Auburn & Syracuse Electric Railroad. 

Rolling Stock 240 

Augusta & Columbia Railway — 

Terminals 882 

Track and Roadway 536 

Augusta & Aiken Electric Railway. 

Track and Roadway 96 

Augusta Winthrop & Gardiner Railway — 

Financial 28 

Track and Roadway 305 

Aurora Elgin & Chicago — 

i 'ar Inspection *'»-- 

Dividends vs i 

Financial 28, 171 

Oil Storage House 373 

Rolling Stock 476, 699, 764 

Track and Roadway 96. 36S. 832 

Wage Increase S76 

Austin Eli ctric Railway Co. — 

Power Plant 62 

Rolling Stock 340 

Automatic Electric Signal Co 309 

Automatic Electrical Brake Control Co.. Z40 
natic Trolley Guard Co., Trolley 

Guard *800 

Automatic Ventilator Go 444 

Axle Straighten, r *799 

Axles — 

Kej -Seats 1 ■ ::: ' 

Made from Scrap Iron t670 

B 

Bagg, F. A., Track Construction 73, 74 

Baggage, Handling, Birmingham, Ala.... 389 
Tramway Light .v.- Power Co. — 

incorporated 

Track and Roadway .''" 

Baldwin & Rowland Switch & Signal Co 

374, 508 

Multiple Interlocking Block Signal.... *573 
otive Works — 

Electric Industrial Locomotive *SS4 

i irders 101 634, 699, 836 

Ball Engine Co 476 

on Frederick & Hagerstown Rail- 
way, Track and Roadway 660 

Bangor (Me.) Railway .v.- Electric Co 

Dividends 835 

Financial 206 

Barberton Doylestown & Orrville Rail- 
Track and Roadway... 536, 728, 760 
. Smith Car Co., I Irders. . - . 476, 507 
Barre & Montpeliei Powei & Traction 

Co., Financial 

retl Manufacturine, Co 635, R82 

stow, W. S.. & Co S74 

Bartlesville (I. T.) Interurban Railway. 

Track and Roadwa] 832 

la Medina & ' »ntai io Railway. 

ok and Roadway 237, 405 

Bath Branchport & Hornell Elei 

Railroad. Track and Road-w 536 

l la ton Rouge Electi ic S Gas C ipai 

Financial -74 

Rolling Stock 634 



Ti ai i- and Roadway 140 

I . i les. See Stoi i les. 

oak's F : i-h Co., Wash 

lies 

Baxter, D. i: . & Co SO, 276 

i . M., Trolley Wheels 426 

Baj City, M 630 693 

i [-action & Electric 

Co Powei Plant 538 

Bay Count Blecl 

[05, 630 
Railway & Light Co. — 

Rolling Stock 797 

Trai I. and Roadway 96 

Shoi e Terminal Co , Financial 

l»l 

i :. aumonl Ti x., Track and Roadwa] 
Beaumont Iron Works 836 

■ Co., Track and 

Roadway 

i Mm Mall 'able Iron i 

Cent Fares 120 

Beggs. .loan I. — 
Accountants' Com entlon — 
I tepreciation 

Soul lev si. i ti Traction Co., Roll- 

Stock 603 

Bellebridge Street Railway. Incorporated s:u 
Belleville & Interurban Railway. Incorpo- 
rated " 

Bellingham. Wash Traci and Roadway 

368, 441 

Bel it Electric Railway. Track 

dway 536 

Beloit Traction Company — 

Rolling Stock 240, 275, 507 

Track and Roadwa] 237, 305, 105 

Belt Line Street Railwaj [ncorporal d . 405 
Bolton & Temple Traction Co., Finan- 
cial 696 

Bement, A., Design of Boiler Plants... 92 
Bennington & Hoosiok Valley Railway, 

Track and Roadway 693 

Bennington & North Adams Street Rail- 
way, Financial 99. 663 

Benton Ilarbor-St. Joseph Railway & 
Light Co.. Track and Roadway. .305, 336 

Berger Manufacturing Co 276, 476 

Berkshire (Mass.) Street Ry. — 

Financial 602 

Track and Roadway 878 

Berlin & Waterloo City Railway. Pur- 
chased by City of Berlin 502 

Berlin & Waterloo Street Railway. Fi- 
nancial 61 

Berthold & Jennings 665 

Bidwell Electric Co 604 

Big Valley Street Railway. Incorporated. 236 
Biltmore, N. C. Track and Roadway.... 405 
Birmingham. Ala.. Track and Roadway. . 503 
Birmingham Railway Light & Power I o 

Automobile Emergency Station :'.- x 

Car Houses 62 

Financial 506. 797 

Freight Handling *64s 

Operating Conditions 326 

Power Plant 169. 272, 795 

Rolling Stock 764, 882 

Strike 691, 758 

Suburban Baggage Transfer 389 

Track and Roadway 794. s7s 

Bisbee. Ariz.. Track and Roadway 96 

Bissell. G. W.. Producer Gas Engines... 

t475, »616 

Black Diamond Electric Railway. Track 

and Roadway 96 

Black Hills Traction Co.. Power House.. 505 
Black River Electric Rower Lighting & 

Railway Co., Incorporated 203 

Blake Signal & Manufacturing Co 

508. 541. 469. 6" 

Tithe Flux *-77 

Bliss Electric Car Lighting Co 141 

Blood & Hale 764 

Bloomington & Normal Railway & Light 

< 'o . Rower Plant 370 

Bloomington Pontine & Foliet Electric 

Railway, Mail Service 94 

Blue Valley Railway Co.. Incorporated.. 536 
Blue], rint Frame. Boston Elevated Rail- 
way Co *1S3 

Bluffton Geneva & Celina Traction Co., 

Encorpi iral ed 336 

Boiler Efficiency t31l 

Boiler Plant Design Bi \ Bement.... 92 
Boiler Tubes. Coating with Graphite. .. .7212 

Boilers — 

Effect of Scale + 41 J 

Gauge Glasses or Gaum I'.eks? + S41 

isirg Size tl76 

Stoking t31I 

Tube Cleaner. National «63 

Tubes with Enlarged Hi ids +311 

Steam — 

Future of. By Walter T. Ray 493 

Rues ,,f Evaporation f376 

Boise, id. lie i. Track and Roadway. ... 
Boise & Interurban Railway. Track and 

Roadway 694 

Bolivia Railway, In porated 405 

Bonds — 

i,i- and Return Systems. B 

Henr; I mcker Jackson 

Plastic Rail *«66 

Rail l'.\ H. L. Mack 79, S7 



Rook Reviews — 

American Society for Testing M 

rials. Proceedings 651 

American Street and interurban Rail- 
way Claim As- nts Association, Pro- 
ceedings 651 

Bement, a .. Peabody Atlas of Coal 

Mini llways 651 

Jr., William. Switchboards.... i7:i 
Samuel Wilbur 

.Norton 330 

Christy. William Walla,. Boiler-Wa- 
ters-Scale, Corrosion, Foaming 651 

son, Philip, Engineering and Elec- 
tric Traction Pocketl k 75 4 

Han b S., Index- 1 ilgi st ol 
Inters 651 

l lawkesworth, John, < Irapnici 
1,00k for Reinforced Concrete Design 651 

1 la] - roseph W. • lombustion 
Smokeless Furnaces 651 

N. His. Andrew J„ Street Railroad Ac- 

c id. lit Law 651 

Hutchinson, Jr.. Rollin W., Long-Dis- 

Electric I'-iw.-r Transmission.. 7.",! 
Reagan. II. C. Locomotives. Simple. 

1 and Electric 651 

Roadmasters and Maintenance of Way 

Assoi iation of America, Proceedings. 651 
Rosenberg, E., Electrical Engineering.. 179 
Row.. Samuel w., Handbook of Timber 

Preservation 651 

Suphe. Henry Harrison, and .1. il. 

I'untz. Engineering Index, 1901-1905.. 651 
Swingle. Calvin F.. Encyclopedia of 

ne ring 651 

Vicaray, R. W., Treatment of Storage 

Batteries 179 

Wesley, Robert W., Concrete Factories i'.r,l 
u.i.-t 1 City & Ft. Dodge Inter- 
urban Railway, Track and Roadway.. 878 

Mass. — 

Express Service +414 

Rapid Transit *709 

Subway Projected 16_' 

Sllbwa v. West End 237 

Track and Roadway 5S. 204. 36S. 4"5 

Boston & Eastern Railway. Track and 

Roadway 660 B , - 

Boston ,y- Maine Railroad — 

Acquisition of Electric Roads 56 

S eks to Purchase Control of Conway 

El.-ctric Railway 2S7 

Boston >v- New York Electric Railroad, 

Track and Roadway 97 

Boston & Providence Electric Railway. 

Track and Roadway 26 

Boston & Northern Street Railway — 

Financial 61 

Rolling Stock 275 

Boston ,y- Worcester Street Railway — 

Car House 373 

Divid -nds S81 

Express Service 94, 334 

Track and Roadway 694 

Boston Elevated Railway 794 

Apparatus in Trainmen's School +213 

Blueprint Frame *1S3 

Car House 208 

Dudley Street Terminal ImprovementS*164 
Employes Rewarded for Satisfactory 

Service 134 

Financial 61, 171, 539. 56S. 633. 835 

Liability for Platform Areas +414 

Power Plant 59. 23S. 337. 4»7 

Track and Roadwa] 97, 271, 237 

Transfer of Passengers Between Ele- 
vated and Surface Lines +35 

Bost mi Lowell ,\L- Lawrence Electric Rail- 
road. Track and Roadway 335 

Boston Suburban Electric Companies — 

I livi.lends 797 

Financial 835 

Bowling Green Railway. Track and 
Roadway 58 

Bows.r. S. F.. & CO 141, 476 

Bowery Bay Railroad. Incorporated 16s 

Boyertown & Pottstown Railway. Track 

and Roadway 368 

Braking. Affected by Weight +412 

Braking. Regenerative Control +34. *47 

Brakeshoes, Standardization of *679 

Brakes. Air. Value of B 

Breekenridge. L. P.. Fuel Tests Under 

Steam Boilers »397 

Bridgeport & Danbury Electric Railway. 

Incorporated 72s 

■ 
Brooklyn. N. Y.. Proposed Terminal.... 55 
Double-Lift, Illinois Traction System at 

P -ia. Ill 295 

Passenger Traffic In New York During 

1906 23 

Stat.n Island. N. V 239 

Brighton & Newcastle Railway. Track 

and Roadway 405 

Brill. The J. G.. Co. .374. 444. SOS. 569. 60S, 883 
Closed Cars. Conestcga Traction Co.. *64 

Orders 62. 101, 140, 172. 

275. 276. 308, 340, 372, 409, 476. 507. 
634, 699, 7:::. 764. 831 
Bristol Belt Line Railway Co., Basses 

Discontinued 135 

Bristol .V- Plainville Tramway, Power 

I lint 5H5 

il Co 241 



ELECTRIC RAILWAY REVIEW 



British Columbia Electric Railway— 



Improvements 

Power Plant 

Ro - - -. '-'• 

Track and Roadway 794 

Tunnel 

Transit Railway, 

Financial 

Broa k and Roadway b30 

Brooklvn. N \ Subways 

Brooklyn Bridv. - 1 Terminal 55. S30 

lilroad — 

Bri,: - ins 480 



Transit I 

'620 

261 

Avenue and 80th 

ii 

H - 

696, SSI 

564 

2T. 

650 

■534 

172. 34" 

">P 



- 

t. 56 

v 168. ::".".. 7'.'4 

ntng 

i ii. F H Machlm ry Co 700 

ls....*666 
Track Construct!..,] 

- 

798 
& Smithneld 
- 

.236 

565 
-h Interurban Rail] 

:ri. Rail- 



4"5 

norav, Rotary Converter - 

•'■'-' 

101 

Manufacturing Co. . . 

634 

Terminal 134 

ay — 

19, 603 

IV. rk 

- 

"214 

: 

: 

368 

■ — 

- 

■ 

« ny— 

- 

I. 

■ 



D Drum Carriage *753 

Cable Tracks Rebuilding in San Fran- 

- ■ '704 

Caledonia Street Railway. Incorporated.. J7 
Calgary, Alberta. Track and Roadway.. 

" 306, 4".".. IT. 

Calais Electric Railway. Track and 

Roadway 565 

California Midland Railroad — 

Financial 

Third-Rail Line Pn 

nia Rapid Transit Co., Ineorpo- 

1 304 

California Street Cable Rail 

Francisco. Track and Roadway.. 

Caiman. F.mil. ,* Co 110, 476 

Calumet Electric Railway. Financial 568 

Camden .v- Suburban Railway. Rolling 

S36 

Camden Interstate Railway — 

l ■■ rwer Plant 59 

Rolling Stock :7:.. ;:hs. 47"-.. 

Canada Electric Railway Statistics 468 

lopment Co., Rollins Stock «: 
Canadian Pacific Railway, Track and 

Roadway 405 

Canandaigua Southern Electric Railroad — 

In. Q 

; k and Roadway 59S. S32 

on * Youngstown Railway, 'Track 

,!nl Roadway 106 

Canton Youngstown & Akron Railway. 

Track and Roadway 440. 878 

Cantril S. W., Dispatching Cars by Tele- 
phone. Denver City Tramwai 
Canyon i 'ii | A Roj il trie 

Railway, Incorporated 304 

on City Florence & Royal c.orge 
Electrl. Interurban Railway, Finan- 

61 

Capital circuit Traction Co., Track and 

way 271, S32 

on — 

1 kividends 8S1 

Financial 2o6. 763 

irporated 336 

Powei l'lant 695 

Cleaning, Vacuum System, Portland 

. ilway -"-' 

Radial, Tomlinson Auto- 
matic •"'■" 

House wiring. Sectionaltelng 

Car Houses— 

l: klvn Rapid Transit — 

klvn *37 

Hasp th, N. Y *190 

t«4 

Knoxvllle Railway A Llghl Co., Knox- 

ville. Tonn * • '■"'■ 

Metropolitan Fire in New York 

from 

ilwav ,y- I Ighl Co. '282 

Pit .la.k M6 

Special Sit »» 

I . . \Y 

.n.l c in,. , rjsi - .a Paint. 

By J ■ 't 

l.l. m 219 



mini: M m. n to 

Mak. 

i ' ir Wheels — 

Interurban and Cil - r 

Sklnni '|-; : 

Hogel ■•• 439 

Nol i 

:il 

Pool ' '" 
turing c,,. n 
SI 
■ i 

1 
k and Ro ■■!•■■■ • 
I 

ling ..f A. • Idenl 

nl. lint: ..f 

I -ii 

194 

147, "i • 



1 



:,•;'. 



p 






■i.l- of Repairs flit 

Sand-Supply, Knoxvllle Rallwaj .y 



Seating Capaclt] In Milwaukee 4:'.4 

Side-Entrance, Hudson & Manhattan 

Railway 167 

labs for Chicago & Milwai 

Electric Railway »S28 

i ludson Cos *7>2 

Si p Signal 149, '".44 

Switching, Chicago A Oak Park Ele- 

\ate.l Railroad 22 

Time Required at Stations t480 

Trailer Operation. Advantage • 578 

I'se of Contactors with Platform Cm- 

trol «296 

Wrecking, A Substitute for 

Without Monitors 

I I "US Of 

Ah - ''.20 

. Hosed, i Traction *64 

l lining. Montreux-Bernese Obei 

Elailway ■ .'2:13 

teen-Ton Motor. Denver Citj 

•Tramway 

Interurban for Limited Service... . 
Motor, Metropolitan Side Ele- 
vated Railway 180 

New Type, United Traction Co *223 

Philadelphia & Westchest< r Trai 

Co ■•687 

l-Conwrtihl. . Toledo Railways .y 

Light Co *32 

Si' • - ni; '263 

Work and Wrecking. Cincinnati T- 

tion Co M'.'l 

Cartersville, Ga., 'Track and Roadway.. BOS 

Cassville Mo., Track and Roadway.... S32 

wlssa ,y Numedla Street Railway, 

'Track and Roadway 565 

kill (X. V. 1 Ell ay, Finan- 
cial ;:i 

Cattle Guards, Expanded Metal Climax. •889 
Cedar Rapid- .y low.. Citj Railwaj .y 
11 Co.— 
Exchange ■■! Fteighl with Steam 



Instruction of Motormen 49S 

Power Plant 

Rolling Stock 

Shop Practlci foi Motormi n 495 

Suit t.. Compel Join! Rates with Bteam 

Roads 167 

,i- Ripids & Marion 1 

Financial 

Ro - 

Center A Clearfield Street Ral 

'Track and ROOdWBJ 

c.ntiai California Traction Co. — 

I'm 

'Track and Roadway 

Central inspection Bureau..., 101, 570. 798 
< 'en t ral Interurban Trai Hon 1 '•. 



Track »nd Roadway '• 

on Railway, Electric Loco- 
motives Discarded 39 

..:•! Pennsylvania 'Traction Ci 

dwa] ii" 878 

c Central States Inti I Bway Map 16 
Central Steel Casting Co i"l 

Central T.V.- CO. — 

Incorporated 

ick .iii.i Roadwaj 

1 ' 1 V 1.1. nds 

Centi rporated 

. •. ntrnlls A Sandoval Railroad, i 

Centralization, Nashville Rallwaj .y 
Llghl c, 

:,K ■> SOUtl 

. 1 .■ . 

1 lhai Ii -i..» n a Summervllle Eli 
Rallw 
Powei Plain 

lllg Stock 

Tnu k ..n.l Roadwn: 

I. .Me. X . ' ■ ■ 

S..|. *7.14 

' 

I I nil 
r, Ibutlon ..f St.. i. 

Bto< k 

■ 

■ 

I'OWI 

Rollll 

' 
("hli 

166 



vi 



ELECTRIC RAILWAY REVIEW 



Months, 1907 

Mi i ropolitan West Side Ele\ ated Ra1 

way, Bub-StatloD *69 

Northwestern Elevated Railway, Rav- 

wood Extension *810 

Standard Rail *15T 

Traction Situation 

16, 55, 135, 167, fl76, 268, 302, fS4i 
3S4 

Arbitrators Hold Hearing.., 875 

Chicago City Railway Accepts New 

Ordinances -1U4 

Chicago I !omn epts Ri organ- 
ization Plan 791 

Ordinances t-1, 91, 98 201 

Long Through Routes Offered by 

New Ordinances *430 

Improvements Required Under New 

Ordinances : 1 18 150 

Mueller Certificates Not Legal. tall. 534 
Ordinances Approved by Republican 

Party 

ordinances Passed 11.6. t44x 

ordinances Passed Over Mayor's Ve 

to 1211. 219 

Plan of Consolidation 494 

is for Subways 593 

Progress of Traction Campaign 384 

Purchase of Supplies Authorized in 

i 'hicago S5S 

Reorganization Plans 561. 691 

Chicago & Elgin Electric Railroad, Track 

and Roadway 503 

Chicago & Joliet Electric Railway — 

Dellwood Park *224 

Wage Increase 629 

Chicago & Milwaukee Electric Railroad — 

Annual Report 4S2 

Exchange of Freight with Steam Roads 

669, 687 

Financial 307, 339. 506 

Joint Rates with Steam Roads 355 

Rolling Stock H". 603, 699 

Special i labs for Cars *328 

Supreme Court Decision In Re Par- 
alleling Steam Railways 1413 

Terminal Station 292 

Track and Roadway 271. 536, 729, xTx 

Chicago & Oak Park Eleyated Railroad — 

Financial 206 

Switching Car 22 

Chicago & Southern Traction Co. — 

Financial 568 

Sale of Controlling interest 525 

Chicago & Southwestern Electric Rail- 

\v a y, Incorporated 57 

Chicago & Western Indiana Traction Co. — 

Financial 171 

Track and Roadway 16S. 472, 503, S32 

Chicago & Wisconsin Traction Co., In- 

corpora ted X77 

Chicago City Railroad, Incorporated 96 

Chicago City Railway — 

Annual Report 247 

Car Houses 409, 764 

Dividends 763 

Fender Test 692 

Financial 28, 763, x:;:., 881 

Rolling Stock 62, 476. 507, S82 

Track and Roadway 503, 12 

Types of Track, Proposed 619 

Wage Increase 43'.*. 726 

Chicago Electric Traction Co. — 

Financial 797 

Rolling Stock 275 

Chicago Engineering & Construction Co. 209 

Chicago General Railway, Financial 506 

Chicago Great Western Railway, Track 

and Roadway 694, 760 

Chicago Hammond & Gary Electric 

Railroad. Incorporated 51)3 

Chicago Indianapolis & Terre Haute 

Railroad. Incorporated 564 

Chicago Kenosha Milwaukee & Lake Ge- 
neva Railwav. Track and Roadway 

440, 503 

Chicago Lake Shore & South Bend 

Railway — 

Financial 663 

i Plant 306, 37". 631 

Rolling Stock 275, 540 

Track and Roadway 

86, 58, 204, 237. 271, 305, 106 694, xtx 

Cldeago Milwaukee & St. Paul Railway. 

Rolling Stock 62 

Chicago-New York Electric Air I I 

Railroad 28, 628, 737. 759, 831 

569 

Temporars Receivership 791 

Chicago Ottawa & Peoria Railway — 

Incorporated 564 

Track and Roadway 59S 

Chicago Pneumatic Tool Co 

101, 209, 275, 276, 569, 570 

Chi' ago Railway Equipment ('" 809 

Chicago Sanitary District. Work of. By 

[sham Randolph 873 

Chicago South Rend >V- Northern Indiana 
Railway — 

Financial 171 

l'ow or Plant 205 

Rolling Stock 340, 732 

Terminal Station 798 

Track and Roa dwa v 

368, 106, 4 1". 536, 694, 729, 760 



Wage increase 

i i i. ., ;o Subwaj Co., F lial , .807, 568, i9' 

Chii ago i nlon Ti a> i 

Car House 

I louse Destro Ire 167 

Depreciation Charges ' 

Financial 28, 61 

Maintenance and Depreciation Charges 24, 

Ung Stock 62, 208, 476, 

Track and Roadway 503 

Chicago Waukegan & North Shore Rall- 

Track and Roadway 760 

Chihuahua, Mex., Track and Itoadwax 13, 
Chillicothe, Mo. Track and Roadway... 53u 

Chimneys, Draft. Wastefulness of 715 

Chippewa Vallej Electric Railway — 

Power Plant 834 

I aiding Stock 699 

Station ,:; " 

Choctaw Railway & Lighting Co., Power 

Plant 695 

Cincinnati * Ft. Wayne Traction, Track 

and Roadway 878 

Cm, innati Bluffton & Chicago Traction, 

Track and Roadway 406 

Cincinnati Car Co., Orders 

nil, 140, 20S, 240, 275, 372, 476, 307, 
569, 664, 732, 797 
Cincinnati Georgetown & Portsmouth 
Railroad- 
Car House 569 

Rolling Stock 603 

Track and Roadway • 137 

Cincinnati Iron Store Co 444 

Cincinnati Lawrenceburg & Aurora E 

trie Street Railroad. Comparative 

Statements of Receipts *229 

Cincinnati Milford & Lowland Traction 

Co.. Rolling Stock 140 

Cincinnati Newport & Covington Light 

& Traction, Financial 99. 307, 763 

Cincinnati Northern Traction Co.— 

Financial 

Track and Roadway .. .97. 168, 368, 106, 
Cincinnati Reading & Middletown St.-ct 

Railroad. Track and Roadway 694 

Cincinnati Street Railway. Dividends.... 835 
Cincinnati Toledo & Detroit Short Line 
Railway — 

Financial 2S 

Track and Roadway 368 

Cincinnati Traction Co. — 

Car House 109, 764 

Employes 78 , 

Work and Wrecking Car *191 

Citizens' Railway & Light Co. — 

Rolling Stock 372 

Substation "38 

Citizens' Light & Transit Co., Track 

and Roadway 5S 

Citizens' Railway — 

Incorporated 137 

Rolling Stock 101, 14". 208 

Track and Roadway 97, 537 

Citizens' Traction Co., Dividends 69S 

City Railway (Dayton. O.) — 

Financial 01 

Rolling Stock 476, 50 1 

City Traction Co., Grafton. W. Ya.. 

Track and Roadway 407 

Claims — 

Alliance Against Accident Frauds.... 234 

Handling of. By E. C. Carpenter ♦123 

Interviewing Accident Witnesses 257 

United Railways of Baltimore. Convic- 
tion for False Claim 854 

Claremont (N. H.) Railway .V- Lighting 

Co.. Power Plant 73" 

Clark. C. It.— 

Derailing Devices '8 

Rail Joints 76, 7i 

Track Construction in Paved Streets 

73. 74. 75 

Clark Electric Co 341 

Clark Electric & Manufacturing Co., 

Soldered Rail Bond *32 

Clark's Summit & Lake Winola Street 

Railway. Incorporated 693 

Clarksdale Covington * Collierville In- 
terurban Railway. Incorporated 793 

Cleveland- 
Fare Controversy 1279, f375 

Municipal Traction Co., Earnings 1211 

Track and Roadway 36S 

Traction Situation 11. 55. 

1-66. 93, 135. 166. 2"2. 235. 301. 365, 466 

king of Peace Agreement 557 

Controversy Over Central Avenue 

Franchise 593 

Decision on Csntral Avenue Fran- 

i hise Case . . . .* 691 

Disagreement on Valuation 432 

D cussion of Valuation 466 

Injunction Against Low Far, Com- 
panies 624 

Legality of Property Owners' Con- 
sents 653 

Rejection of Holding Company Plan 499 

Renewal of Controversy 479 

Three-Cent Fare Exp 'rimenl a Fail- 
ure +511 

Ultimatum from Cleveland Electric 

Railway 533 

Cleveland ,V- Indianapolis Interurban 



Railway— 

Incorporated 25 

Track and Roadway 58, 76" 

Cleveland & Southwestern Railway. Fi- 
nancial 28 

Cleveland iv Southwestern Traction Co. — 

Annual Report 131 

Car House 507 

Financial 139. 307 

Cleveland Alliance & Mahoning Valley 

Railway, Track and Roadway 

204. 271, 36S. 503 

Cleveland Ashland & Mansfield Railway, 

Track and Roadway 739 

Cleveland (O.) Electric Railway — 

Dividends 639 

Financial 539 

New Holding Company +66 

Rail Joints 76 

Reduction in Ticket Fare +4 

Track and Roadway 760 

Cleveland Painesville ,t Eastern Rail- 
road. Financial 697 

Cleveland Pneumatic Tool Co 373 

Cleveland Southwestern & Columbus- 
Financial 139, 339. 475, 568. 602. 

Incorporated 336 

Rolling Stock 882 

Track and Roadway 694. 729. 794 

Climax Stock Guard Co. — 

Expanded Metal Cattle Guards *X39 

Farm Crossing Gates ♦242 

Clinton Street Railway, Rolling Stock... 30S 

Clinton Wire Cloth Co 508 

Clubs- 
New England Street Railway 59, 

Annual Meeting 415 

Car Testing. By A. S. Richey 320 

December Meeting 14 

Electric Railway Telephone Service.. 189 
Public Relations and Capital Inter- 
ests 7"x 

New Y'ork Railroad — 
Conducting Electrification Work. By 

Walter C. Kerr 3S4 

Safety of Electric Locomotives. By 

F. J. Sprague 390 

Western Railway 27U 

Club Houses- 
Georgia Railway & Electric Co 16 

Portland Railway 23 

Coal Belt Electric Railway — 

Interurban Passenger Station 540 

Rolling Stock 172 

Coatesville & Kennett Railway, Track 

and Roadway 305 

Cohen-Schwartz Rail & Steel Co 309 

Coldwater & Battle Creek lot rurban 

Railway, Track and Roadway 16S 

Collins. J. C, Electric Railway Shop Ac- 
counting 866 

Collins, W. H., Shop Practice, Central 

New York 855 

Colorado & Southern Railroad. Electrifi- 
cation *221 

Colorado Springs & Interurban Railway— 

I tome-Built Cars : 3 i I 

Rolling Stock 373 

Columbia & Manor Electric Railway. 

Track and Roadway 060 

Columbia & Walla Walla Traction Co.. 

Track and Roadway 66". 760, x::j 

Columbia Brake Shoe & Foundry Co.... 41" 
Columbia Machine Works & Mallei u 
Iron Co. — 
Combination Steel and W T ooden G ai 

Case •310 

Improved Axle Straightener *799 

Columbia Metal Supply Co 733 

Columbia River Outlook & Northwestern 

Railway, Incorporated 336 

Columbus, O. — • 

T-Rail Controversy 14. 2"2 

Track and Roadway 537 

Columbus & Lake Michigan Railroad. 

Track and Roadway I 

Columbus & Northern Traction Co.. 

Tra.k and Roadway 537 

Columbus Delaware & Marion — 

Express Service ._■ • 23 

Financial 274. 539 

Freight Station 20S. 409 

Rolling Stock 340 

Track and Roadway 137 

Columbus Greensburg & Richmond Trac- 
tion Co.. Track and Roadway 97 

Columbus Kenton & Lima Railway. In- 
corporated 629. 694 

Columbus (Miss.) Light & Railway Co.. 

Incorporated 739 

Columbus Magnetic Springs & Northern 
Traction Co. — 

Rolling Stock 340. 372 

Track and Roadway 97. 503 

Columbus Marion & Bucyrus Railroad. 

Track and Roadway 204. 660 

Columbus Marysville & Bellefontaine 

Railway, Incorporated 598 

Columbus Newark & Zanesviile Electric 

Railway. Rolling Stock 340 

Columbus (Ga.) Railroad — 

Rolling Stock 569 

Track and Roa dway 87S 

Columbus (O.) Railway. Dividends. .539, 69S 
Columbus Railway & Light Co. — 



ELECTRIC RAILWAY REVIEW 



vil 



Financial 2S. 408, 

Rolling Stock 409, 569 

Wage Increase 535 

Columbus Und.) Street Railway & Light 
Co- 
Track and Roadway 694. T94 

Columbus Traction Co., Incorporated 25 

Columbus Urbana & Western Electric 
Railway — 

Financial 408 

Track and Roadway 472, 504. 832 

Commissions, Railroad — 
Illinois — 

Electric Railway Report. 1906 350 

Indiana — 

Safety Appliances and Crossings 873 

Tax Assessments 592 

Haas ichusetts — 

Annual Report 146 

Freight Service Hearing 301 

Fares, Ruling On 365 

New York — 

Drawbridge Rules 302 

Ohio- 
Grade Crossings 23 

Steam Road Competition Held Dis- 
crimination 591 

South Dakota — 
Jurisdiction Over Electric Railways. +211 

ington — 
Jurisdiction Over Interurban Lines. . 60 
Wisconsin — 

First Biennial Report 624 

Jurisdiction Over City Lines 24. t33 

Service Investigation 

270, 2S6. 393. 434, 455. »558 

Valuation of Electric Railways 202 

Commutators, Homer 277 

Compressors. Motor. National Brake & 

Electric Co *63 

Conard. Thos. P., & Co 208 

Concrete — 

Power Plant. Potomac Electric Co ...•747 
Power Plant. Seattle Electric Co.. 

;.-etown '844 

Railway Ties. American Engineering 

Association 351 

Shops. Seattle Electric Co *806 

Transmission Towers. West Penn 

Railways 713 

Trolley Arches, Toledo & Indiana 

Railway 

Trolley Poles *589 

Concrete. Reinforced — 

Made with Slag 805 

Poles *639 

Tests of 7:''". 

Condensers. Leblanc '457 

rs. Student Records in Memphi- ' 

-toga Traction Co.. Closed Cars '64 

Brooklyn Railroad, Fl- 
at 443. 539, 633, 7C3 

Conley Frog & Switch Co 798 

Conneaut A: Erie Traction Co., Rolling 

476, 507 

lie, Ind.. Track and Roadway.. 504 
Connecticut. Electric Railway Financing 162 
it Railway & Lighting Co. — 

339. 881 

97 

P.oll- 
240. 30R 

173 



' lulpment Co 700 

led Railway — 

HI 

330 

I 206. 602. 63" 



3to< k 





■ 

■ 

! .11- 

I 

illway. 

■ 

• 
I 
I 
I 

• 



Proposed Roads Near Illinois-Wiscon- 
sin State Line '361 

Seattle Electric Co., Georgetown Power 

Station *S44 

Shops, North Jersev Division, Public 

Service Corporation •344, «380 

Southwestern Traction Co., Extension. *751 

Substation, International Railway *214 

Substation, Metropolitan West Side 

Elevated Railway. Chicago *69 

Substation. Schenectady Railway *809 

Terminal Station. Philadelphia, Pa •$ 

Vallejo Benlcia & Napa Valley Rail- 
road. Extension to St. Helena 390 

Continental Engineering Constructing Co. 508 
Continental Passenger Railway. Divi- 
dends 797 

Control — 

Regenerative. By A. Raworth |34, «47 

Recent Improvements — 

By G. H. Hill '856 

By Clarence Renshaw '859 

Controller Connections. By R. G. Stew- 
art 330 

Controllers, Wrong Motor Connections.. 

587. '71.' 

Conway Electric Railway — 
Boston & Maine Seeks to Purchase 

Control 287 

Financial 697 

Cook's Railway Appliance Co 208 

Cooper Heater Co., Car Heater "542 

Coos Bay Gas & Electric Co. — 

Rolling Stock 444 

Track and Roadway 368. 441 

Copper Production In United States 

During 1906 U45 

Corbin & Nashville Railroad, Track and 

Roadway 537 

Corinth & Shlloh Electric Railway, Track 

and Roadway 630, 694 

Corn Belt Traction Co. — 

Incorporated 137 

Track an. i Roadway 368 

Corning Keuka Lake & Ontario Railroad, 

Track and Roadway 794 

Corpus Chrlsti Street Railway, Incor- 
porated 271 

Corry & Columbus Street Railway, Track 

and Roadway 832 

Corsicana & Palestine Interurban Rail- 
way. Track and Roadway 168 

Cortland & Auburn Railroad, Track and 

Roadway 660. 729.794 

Cortland County Traction Co.— 

Financial 697 

Track and Roadway 894 

Cortrlght Metal Roofing Co 341 

Couplers — 

M. C. B. for Interurban <^irs «64« 

Standardization +842 

Covington, Ky., Improvements 91 

Covington & Southwestern Traction Co. — 

Financial 171 

Track and Roadway 44 1 

g Co 699, 883 

Crafts. P. P., Freight Handling by 

Electric Lines 618 

Crane Co HI 

Cranes, Yard. AJr-O] J .n Fran- 

cises Jlway *761 

■ ■. ill.-. In. I . Trai 

v 508, 66.". 
M.tors for Rolling Mills 

-ings. Right ..f Way +67 

831 
! ,v West, rnpoi I 
Rail* Plant 



• ' .r Trui k Co 

Pi mi 



Flniu 

1 






441 
4(1 



| 









Dayton & Troy Electric Railway, Track 

and Roadway 660 

Dayton Covington & Piqua Traction Co., 

Rolling Stock 30s. 444 

Dean Electric Co 62 

Decatur Sullivan & Mattoon Transit 

Company, Incorporated 236 

Decatur Taylorville & Litchfield Trac- 
tion Co.. Incorporated 96,236 

Defiance, O., Track and Roadway 336 

DeKalb-Sycamore Electric Co., Track 

and Roadway -37 

DeKalb-Svcamore Interurban Traction 

Co.. Financial 239 

Delaware & Hudson Co. — 

Electrification Proposed 166 

Financial 663 

Delta Electric Light Power & Manufac- 
turing Co.. Rolling-Stock 732 

Denton, Tex.. Track and Roadway 504 

Denton Interurban Railway & Power 
Plant Company- 
Incorporated 503 

Track and Roadway 565 

Denver. Colo.. Track and Roadway 537 

Denver & Greeley Railroad- 
Incorporated 

Track and Roadway S78 

Denver & Interurban Railway — 

Denver-Boulder Line 321. +411 

Extensions 221 

Glol.. \ ill. -Semper Line *221 

Rolling Stock 310, 372 

Shops 444 

Track and Roadway 441. 832. 8<8 

Denver & Rio Grande Railroad, Track 

and Roadway 305 

Denver & s..uth Platte Railroad- 
In. . rporated 503 

Track and Roadway 694, 760 

Denver City Tramway Company — 

Artistic Trolley Poles '531 

Car House 3 "3 

Ca' -nal 419. +544 

Cost of Storekeeping +34. *40 

tchlng Cars by Telephone.. 

Extensions *^} 

Financial 2 9 '.?,» 

- 14-Ton '447, M52 

HotOT <"ars. Weight of 482 

Motormen's School ls » 

Motor-Out Indicators *L 

Plow-Car. for Street Surfacing *263 

Power Plants 99. 63S 

Step Signal 449, «44 

Records of Purchasing Department. .. . *4.. 

Track i ml Roadway 26. 368 

Trailer Cars. Description of '578 

Trailer Operation t576, *578 

Trainmen Withdrawing Wages fron 

. Collections 

Tripping F. nders and Sanding Track 

- lUtheastern Railway. Financial 100 
date .v Hershey Street Railway. In 

corporated 660 

, See Accounting. 
I '. railing Devices • "8 

33i' 

Track and K '- 1, 

Franchise 

trie 

Fi. "•■••• •''» 

Ti : '- 

Detroit, Ml ... 

Municipal Ownerehlp «J 

Michigan Supi -.Ion... 697 

„-. 

T. 

runnel BSIeetrl 

■ * M 

I. 60 782 

■ 

II indllni 

.■.. 



viii 



ELECTRIC RAILWAY REVIEW 



hone or Telegraph 

W nl, ih, Ti ,'i, j-702 

Co 798 

Doble. Abner, Co 700 

I "•,!-■ .>. I laj 209, 275, 764, 799 

Doors, Fire 1 ,■■ ■ - Manvllle 

Co »31 

Dossert & Co 101. 373, 444. 508. 699 

Connectors 173 

DonKliis ,v Coos Electric Railroad, [m 

porated 6 7 7 

Douglas Street Railway, Rolling Stock., 540 

I ',., Co 277 

Drummond's Detective Agency 508 

& i 'astern Railway, I porated , 660 

i may, c n.— 
Accountants' Convention — 

Depreciation 527 

Dulutb, Minn., Track and Roadwaj 537 

! lulu! h Street Railway 

Office Building 5«9 

Rolling stock 808 

Track and Roadway 504, 694 

Wage Increase 628 

Dunbar, S. R., Issuing of Supplies *68Z 

Dunkirk, N. Y.. Truck and Roadway. .168, 305 
Dunlap. Orrin !•:.. The Acheson Effect.. 636 
Dunnville Wellandport & Beamsville 

Railway, Track and Roadway 760 

l hi, hi,, in Belleville & St. Louis Electric . 
Railway — 

Financial 602 

Track and Roadway 59S 

Duquoin Rapid Transit Co., ,»■ .m.] 96 



Earll, Charles I.. Orders 341 

Kami 1 1 

Electric Railway toll 

Municipal Traction Co., Cleveland. .. .1211 

Operative, Stone & Webster 178, flOS 

Bast Hampton, Conn., Truck and Road- 
wax 694 

East Reading Passenger Railway, Finan- 

cia 1 100 

East Liverpool Traction & Light Co. — 

Power Plant 238 

Track and Roadway 26 

Eastern Iowa Traction Co., Track and 

Roadway 204 

East London Railway. Electrification 

Considered 185 

East St. Louis & Suburban Railway — 

Conductors, Prosecuting Dishonest 669 

Dividends 539 

Financial 371 

Rolling Stock HO. 208 

Shops 409 

East St. Louis Southeastern Railroad, In- 
corporated 472 

East Shore & Suburban Electric Rail- 
way- 
Rolling Stock 797 

Track and Roadway 537 

Eastern Ohio Traction Co.. Financial 

602, 763. 881 

Eastern Pennsylvania Railway — 

Rolling Stock 476 

Fiack and Roadway 406, 504, 565 

Eastern Wisconsin Railway & Light Co., 

Rolling Stock 141 

Easton. Pa,. Municipal Ownership -j-103 

Easton ip'a.i Transit Co.. Financial 443 

Eau Claire Gilmaiiton & La Crosse Elec- 
tric Railway. Track and Roadway 58 

Eck Dynamo & Motor Works 209 

Economizers. Efficiency. Discussion of . .f768 

Edison Electric Co 30 

Edmonton. .Alberta. Track and Roadway. 694 
Edmonton. Alberta. Municipal Railway, 

Power Plant , , 730 

Edmonton, Alberta, Electric Railway, 

Track and Roadway 729 

Edwards. ]|. M.— 

Accountants' Convention — 

Depreciation 529 

Edwards, O. M., Co 172. 699 

Plant »572 

Elastic Metallic Packing Co 883 

Electric Automatic Railroad Safety Sig- 
nal Co ." 665 

Electric Controller '& Supply Co 837 

Electric Fountain Company of America. . 101 
Electric Locomotives, New York New 

Haven & Hartford Tests 563 

Clctiic Motors Versus Steam Locomo- 
tives. By Lewis B. Stillwell and 

Henry St. Clair Putnam *lf,n. tlTfi, 192 

Electric Properties Co., Financial 633, 835 

Electric Railway Equipment in 1907 t3 

Electric Railway Equipment Ordered in 

1906 t3, 5 

Electric Railway Financing 162 

Electric Railway Improvement Co 508 

Copper Welded Rail Bonds »117 

Welded Rail Bonds «800 

Electric Railways — 

Competition with Steam Roads t842 

Growth in Central States 501 

Relations to Municipalities 94 

Views of Lucius Tuttle 471 

Electric Securities Co.. Incorporated 304 

Electric Service Supplies Co 

30. 373, 634, 699. 733 

Electric Storage Battery Co 

101. 309. 444. 603. 836 



Exhibit at Chicago Electrical Show.... 142 
i i i, ,v llwlianlic C, , Incorporated. . 831 
Electrical Apparatus in 1905, Sale of. ... 707 
Electrical Engineers, American institute 
of— 

Annual Meeting 94 

692 

Ctrlcal Installation Co 275, 276 

Klectrili, ation 
Conducting Work. By W. C. Kerr... 384 
Discussion of Operation. By Frank J. 

Sprague 685 

Dlsi ussion of Paper by J. P. Sprague.. 719 
London Brighton & South Coast Rail- 
way 326 

Long Island Railroad 531 

Cost and Results of Operation -f-GTO 

New York Central & Hudson River. . . 564 

West Shore Railroad *S14 

Elevated Railways — 

Philadelphia Rapid Transit Co.. Market 

Street Line Opened *315 

Rio de Janeiro. Brazil 187 

Elgin & Belvidere Electric Railway — 

Operation and Construction *322 

Proposed Roads Near Illinois-Wisconsin 

Line »361 

Rolling Stock 444. 476 

Track and Roadway 137 

Elizabothtown, Ky., Track and Roadway 

97, 305 

Elk Street Railway, Track and Roadway 137 
Elkins Electric Railway — 

Incorporated 503 

Rolling Stock 836, 882 

Track and Ri ladway 832 

Ellwood City & Hazel-Dell Railway — 

Incorporated 4,2 

Track and Roadway 537 

Elmira Corning & Waverlv Raih , 

Track and Roadway 368, 537 

Elmira Water, Light & Railway Co. — 

Power Plant 272 

Rolling Stock 29. 340 

El Paso. Tex.. Track and Roadway 729 

El Paso Electric Railway. Rolling Stock 

540, 699 

El Paso Suburban Railway. Incorporated. 564 
Eminent Domain — 

Interurbans in Texas 135 

Minnesota 302 

Employes — 

Benefit Associations — 

Ft. Wayne & Wabash Valley S76 

Interborough Rapid Transit Co 134 

Montreal Street Railway 869 

Boiler Room f279 

Benefit Association. Portland. Ore 94 

Car House and Shop 117 

Cincinnati Traction Co 787 

Conductors, Prosecuting Dishonest.... 669 
Defrauding with Duplicate Registers. . 1737 

Efficiency of Labor "767 

Helpers for Conductors, Pittsburg Rail- 
ways Co 135 

Motormen's Schools ,213 

Motormen's School. Denver City Tram- 
way Co *185 

Pay from Daily Collections -554 

Pension System. Washington Railway 

& Electric Co 24 

Personality in Handling 750 

Portland Railway Co., Club House 23 

Premium System. By Ernest Gonzen- 

bach S9 

Prizes for Hours of Service 94 

Rewards for Satisfactory Service 134 

School at Youngstown, 367 

Student Records, Memphis Street Rail- 
way Co *90 

Time Card System, Nashville Railway 

& Light Co *147 

Track Work. Steam Road Foremen for.|C69 
Engineering. School of Railway and Ad- 
ministration. University of Illinois.. 786 
Engineering Societies Building. Dedica- 
tion 404. *45S, 532 

Engines. Choice of f767 

Enid City Railway- 
Incorporated 203 

Track and Roadway 168, 271 

Track and Roadway 794 

Enumclaw, Wash., Track and Roadway.. 537 
Equipment Available for Electric Rail- 
way Service in 1907 t3 

Erie Cambridge Union & Corrv Railway — 

Rolling Stock 340. 507, 540 

Track and Roadway 878 

Erie Railroad — 

Electrification 50, 203 

Ganz Steam Motor Cars »871 

lators, New York & Long Island 

Tunnel 134 

Eugene ,v Eastern Railway — 

Incorporated 660 

Rolling Stock 732 

Track and Roadway 729 

Evans. W. H., Cars for Long Travel 129 

Evansville, Tnrl.. Track and Roadway 537 

Evansville & Eastern Electric Railway — 

Ca r House 798 

Line Opened 792 

Track and Roadway 26, 565 

Evansville & Southern Indiana Traction 

Co.. Financial 2S, 207 

Freight and Passenger Station 373 



Incorporated 25 

PasseiiHct Station 444 

Strikes 691, 727 

Track and Roadway 5S, 441, 598, 729 

Evansville Electric Railway, Power Plant 169 

Evansville Henderson ,\i l.'niontown Trac- 
tion Co.. Track and Roadway 406 

Evansville Princeton ,fc Vincennes Inter- 
urban Railway, Power Plant 505 

Evansville Suburban Ai Newburg Rail- 
way — 

Stations 764 

Track and Roadway 832 

Evansville Railways Co. — 

incorporated 877 

Financial 881 

Evaporation Per Square Foot, Rates of.t376 

Eveleth, G. E.— 

Derailing Devices 79 

Span and Catenary Construction *80 *88 

Emus & Howard Fire Brick Co 836 

Exeter Hampton & Amesbury Street 

Railway, Car House 340 

Exposition of Safety Devices 95 

Express Companies. Contracts with Elec- 
tric Lines 502, 759. |769, 802. 830, 876 

Express Service — 

Boston f 414 

Boston & Worcester 334 

Boston to Springfield. Mass 831 

Columbus Delaware & Marion 23 

Consolidated Railway Co. of New Ha- 
ven 330 

Indiana Union Traction Co 23 

Massachusetts 301 

New York Subway -fl 



Fairbanks. Morse & Co 173. 733 

Gasoline Motor Cars for Passenger 

Service *839 

Fairchance <& Smithfield Traction Co., 

Track and Roadway 694 

Fairchild. C. B., Track Construction in 

Paved Streets 75 

Fairfield. Me.. Track and Roadway 729 

Fairmont & Clarksburg Traction Co., 

Track and Roadway 5S 

Falkenau Construction Co 141 

Track and Roadway 598 

Fare Register, Moore *801 

Fares — 

Altoona & Logan Valley 167 

Brooklyn Rapid Transit Co -34 

Comparative Statements, Cincinnati 
Lawrenceburg & Aurora Electric 

Street Railroad *229 

Coney Island Fare Decision 56 

District of Columbia 95, 268, 269 

Five-Cent. By John A. Beeler 420 

Indiana, Cent-a-Mile Passenger Rate.. 

134. 201 

Jersey City Ordinance Requiring Seats 

For All Passengers 167 

London 843 

Memphis Court Sustains Low-Fare Or- 
dinance 470 

Merchants Cease Refunding 439 

Mileage Books. Indiana Columbus & 

Eastern Railway 404 

Minneapolis. Low-Fare Controversy... 

235, 256 

Municipal Low-Fare Railway in Jersey 

City 93 

Omaha & Council Bluffs Bridge Co 434 

St. Joseph Railway Light Heat & 
Power Co.. Discontinues Four-Cent.. 334 

School Children, Lincoln. Neb 366 

Single, on Connecting Systems 365 

Steam Roads Interchange with Electric 

Lines 94 

Three-Cent in Cleveland a Failure t511 

Two-Cent Fare in Indiana, Interurbans 

Not Affected by 659 

Urban, Doubtful Adequacy of t671 

Fargo. N. D., Track and Roadway 504 

Farmington Street Railway, Rolling 

Stock 240 

Farnbam, Third Rail 771 

Fay. J. A.. & Egan Co 309 

Fayetteville (X. C.) Street Railway & 

Power Co.. Track and Roadway. . . . 599 

Federal Railway & Signal Co 30, S36 

Feeder and Return Circuits. By Henry 

Docker Jackson 188 

Feeder-Handling Derrick at Los Angeles. *S13 

Feedwater Heaters. Two-Stage 330 

Fender Tests. Massachusetts Railroad 

Commission Report 404 

Fenders — 

Chicago City Railway Tests 692 

Tripping Mechanism t480 

Ferranti. S. Z. De. Small Valves *752 

Ferrocarriles del Distrito Federal, Roll- 
ing Stock 140 

Ferrocarril Electrico de Lerdo a Torreon, 

Rolling Stock 340, 836 

Feustel. R. M., Construction of Lafa- 
yette & Logansport Railway *588 

Fiber. Indestructible *574 

Finance, Electric Railways 162 

Findlay-Marion Railway & Light Co., 

Track and Roadway 368, 472, 694 

Finieum & Sharon Hill Railway, Incor- 
porated 58 



ELECTRIC RAILWAY REVIEW 



Fitchburg & Leominster Street Railway, 

r Plant 

Fitzgerald Air Brake k"o lol 

E, Joint Electric ami 

riffs 36 

rs, Wooden, in Wheel Shop *638 

Track and Roadwa) 

410 

A 11 — 

in— 

1 tepp ■ lation 



. 

il 171. 207 

172 

il 

Ing 713 

Southern Rail- 

"", 

'_'; - 

Lll 

634 

Powei Plant ^ 

340 

,••••;■ .-.' 

nd Roadwaj 86. HI- JJj 

[.•, | 508 

Smith (Ark i Light .* Traction Co., 

k ..ml Roadwa: »3. 

p.,ri Wa - ' Railwaj 

887, 271 

Ft Wayne & Springfield Railway— 

1 h - : Iption "' 

,. k and Roadway ... 

I, 566 

Ft. Wayne & Traction Co., 



Ft Wayne ^ Wabash Valley Traction 

Association «* 



UufT- • 






lyette Exl 

602, 32 

. lit Termln - Et. Wayne. .Vjl.O 

tion in Pavi d 
Ft. Wayni *■'•'•"' 

•,:/• .1 .... 402 

3,3 

it *7u 

^.- of Route 

»2- -.*:; 

Turn • on, Spj Run 

tiue, Ft Wayne, irui 

Ft u '■*•'>'• 

k and Roadwa i 
Ft William, Ont, Track and Roadi 

us ,,f 





L- ' y " 

'.7.7.7.'.'.. 



■, 



.Id 







• ii'i-. N. I 

irn. N. V 

■ ! 

■ 

I 



441 

'.iT 



4.;.; 



c:a 

. . 171 
104 






















N 


V 

















Davenport, la 404. S7T 

Dayton, O 

ir, lll 104, 793 

Decorah. la 536 

Defiance, >> 

Demopolls. Ala 204 

Denver, Colo 57 

Denvllle, N. J 25 

1 1. s Moines I 'm R illway 

S79. 291, S14, 3 14 

It, Mich 

Dixon, 111 

Dubuque, la 

Duluth. Minn 96 

Dunkirk, N. Y -' 

East Aurora. N V 367 



St. Louis, 111 303 

Elkins. W. Va 536 

Ely, Nev 

Elyrfa, o 870 

Enid. Okla 

Efasley, Ala 

Evanston, 111 '-'•'•. Si 

th, Minn 439 

Everett, Wash 335 

Fairfield, la 168, SOS, <■ 

Findlay, 25 

Ft Worth, Tex 

Frankfort, tnd 16! 

Freeburg, 111 36 

Fremont 136, 367 

Fn Bno, Cal 564 

Frultvale, Cal 793 

Gainesville, Tex 877 

a, 111 303 

Galena, Kan 636 

Gallon, <> 439 

62 

Glrard, Kan 698 

■ llencoe, m 57 

Id, N. \ 65» 

Goshen, Ind 303 

Grand Rapids, Mich 236 

Granite City, lll 738 

Great Falls. Mont 693 

River, Utah 304 

Greenfield, la 367 

Greenville, s. C 877 

Hamilton, N. Y 489 

Hamilton. '> 536 

Ind " 

Pa 629 

N < - 693 

Hot Springs, Ark 877 

Ind.-x. Wash 502 

Indianapolis, ind 

Ishpelnlim. Mich 793 

Ithaca, N y 

town, N. Y 471 

Janesvllle, Wis 404 

Johnstown, Pa ". 335 

Jollet HI 204 

Kankakee, 111 888 

ty, Mo 96, 104, 471. 502 

.a. Wis 57 

Keokuk, la 67 

Kewanee, ul 471 

Lawton, i ikla 67 

693 

Laurens. B. C. G02 

Lawn nee, Kan 

gton, Ky 386 

Llgonler, Ind 



Lincoln, ill. ... 

Lincoln, Neb.. . 

Lockport N. Y 

lx,s Angeles, Cal 870 

K i i 16 

McAlester, I Ikla W4 

86 

Manltou, Colo 88 

Id, O '"I 

Marion, Ind 
Marllr, 

111.-. I'al 

Menominee i 

Menomoi Win 

Mlrhli Ind 

Ml. I, II. tow i ' • 

.. I. I 10 

,1 Wi-lls, Ti v 
Montn 

III 

Ml I ' 
Ml'. 

' I 

' 



Nor: 

Norwalk, O 270, 

Oakland. Cal 

den, Utah 57, 168, 

Olathe, Kan 

Olympla, Wash 

Oshkosh, Wis 

Owatonna, Minn 204, 

Pana, 111 

Paris, ill 

Peoria, in 

Peru, Ind 

Philadelphia, Pa 

Phlllipsburg \ I 

Phoenixville. Pa 

Pittsburg, Pa 25 136, 

Point lama. Cal 

Port Angelus, Wash 

Port Clinton, 

Port J( n. i --mi, N. \' 

'land. Ore 168, 336, P'-t. 

PrOSSer, Wash 

Puyallup, Wash 

Beading, < > 

Rli hmond i !al 

Richmond, Ind 

Richmond, Ya 

Ri\ • I :;n4, 

Roanoke, Va 

Roi hester, N. Y 

Russellvllle, Ark 

St. Charles, in 

St. Charles, Mo 

si. Louis, Mo 131 171, 

Salalnan.a. N. V 

Salt Lake ''n>. Utah 

San \ ti- lo, I' x 

San 1 ilego, i 'al 

San Francisco, «'al 

San Jose, Cai 

Sin Luis ( iblspo, Cal 

Sandusky, n 

Sapulpa, l. T I3D, 

Schenectady, N. Y 

Schofleld, wis 

Seattle. Wash .'.-.. ;,7. 406, ."a.i. 598, 

Sidney, la 

Silver Creek, N. Y 471. 

Silvia, III 

South Bend, 1ml 96, 136, 139, 

Southporl. N. V 

Spokane, Wash 

Spi h Ba 111 

Springfield, in :•:.. 

Sulphur. I. T 

Summit N. -I 

Syracuse, N. y 

TaCOma, Wash 

Tampa. Fla 

Tecumseh, Mich 

Tentno, Wash 

'1 si re Haute, Imi 7'.'::. 

1 1 Mill. < ' 

Toledo, 'I 



Toronto Railwaj 

Troy, N. V 105, 4in. 

Tulsa. 1. T 



\ .,11. |o ''.I 

Value "i a Shot 1 -Tei m 
.... 

Vina, Cal 

Ind, ,270, 

Virginia, Minn 

w.h ... Tea 

Wallace, Idaho 

Washington, Pa 

Waterloo, Ind 140, 

Watsonvllle, Cal. 
Ti k 

Wa 

Wc athi 1 ford, 1 ex 
Waal Newton, Pa 
Westlli Id, N V 
w hi ellng, W Va 

Whltt I ■■ . ' • 

Wli hita, Kan 

Wilmington, N. C 
Winona, Minn 
wiiii, i>. 1. la 

N Y 

r"ork Pa 
^ oungston n, ' » 
Frankfort Delphi A 

1 

In. -.1 p.. 1 at. .1 

Kill' 

. 
.' k ami I: 

,y Mlddlotown 
Flnnni Uil 
Po 

I 

\ 

1 ',,1,11,0 i« »i 






95 

471 

TL'v 

168 
728 

66 1 

881 
204 

7."- 

4"4 
831 

I 18 
870 
793 

471 

728 

471 
168 

T'Js 
96 

56 1 
598 

.'hi 

96 
106 

629 

7-^ 

V77 

187 

96 

139 

728 

367 

Jul 
788 

139 
66 1 

868 

370 

471 

106 
471 
MO 

881 
629 
171 

106 






100 



ELECTRIC RAILWAY REVIEW 



I Handling — 

Birmingham Railway Lights Power Co.«648 
: By P. P. Crafts 

New Bi dford, Mass '623 

Pen nsylvanla ' ! 

Toledo & Western Railroad 

Freight Sen Ice s7,; 

Boston & \\ fltei Btreet Railway. . 94 

Freight Handling i>y Electric Lines. 

Bj P P Crafts 

New Bedford, Mass '523 

r.'M 1 1 mi, Traction & I .Ight Co 270 

Kr. i i Bell Connecting Ralrn ay, i" 

corporated ,,,s 

Fremont Btreet Rallwaj 

incorporated i;ii " 

Track and Roadvi as ,i: " 

Fremont Tiffin Marlon & Southern Rail- 
road, incorporated 660 

French, M. J. — 

Rail Bonds 7 '' 

Thermit Rail Welding ■'■■ ' x: '' 

Track Construction In Paved Streets.. 
73, 74 . 76 

Fresno, Cal., Track and Roadwas 565 

Fresno Traction Co. — 

Car House 540, ss2 

Track and Roadway 537,832 

Friendship Avenue Street Railway, In- 
corporated »6 

Frontier Electric Railway, Financial 28 

Fuel Economizers t"i Water-Gas Plants. 509 

Fuel Tests Under Steam Boilers. By L. 
p. Breckenridge *' !!l1 

Furnace, Hawley Down-Draft *7S4 

Fuses, 250-Volt Plug * 3 1 



Gainesville (Tex.) Electric Railway & 

Light Co., Financial 633 

Gainesville Whitesboro & Sherman Rail- 
way— _ 

Financial • •_'■' 

Track and Roadway 237, 694, 878 

Galesburg & Kewanee Electric Railway- 
Rolling Stock 2*0, 276 

Track and Roadway ^ 6 

Galion Mt. Gilead & Delaware Electric 
< !o.- 

Financial • }«0 

Track and Roadway 368, 406 

Gallatin, Mo., Track and Roadway 630 

Gall Preston & Hespeler Street Railway, 

Cat I louse ■■ 476 

Track and Roadway 661. 8cS 

Galveston (Tex.) Electric Co.. Financial 539 
Galveston-Houston Electric Co. — 

incorporated 564, 693 

Rolling Stock 882 

Track and Roadway 694 

Power Plant 566 

Ganz Motor Cars '871 

Garford Co 876 

Garner, II. W., Amusements: How Should 
This Feature be Handled by Operat- 
ing Companies? 516 

Garrettford & Delaware County Railway. 

Incorporated 660 

Garvin. I. T.. Track and Roadway 305 

Gas Engines J33 

By G. W. Bissell t475, *616 

Gasoline-Driven Emergency Tower Wa- 
gon. Pacific Electric Railway *689 

Gates— 

Crossing, Climax *242 

Electrically Operated in Great Britain. 184 

Rear Platform to Remain Open 402 

Gear Cases — 

Combination St. el and Wooden *310 

LyOn Sheet Steel * 2 t 2 

Gears, "Titan'- Steel *802 

Geary Street Park & Ocean Railroad, 

Track and Headway 832 

i ieneral Electric Co 

240, 373, 410. 6ii4. 665. 836 

Annual Report 665 

Equipment, West Jersey & Seashore 

Railroad 17:'. 

General Fireproofing Co 373, 635, 666, 837 

General Purchasing Co 341 

Genera! Railway Supply Co 734 

ral Storage Mattery Co.. Storage 

Batteries 477 

General Supply Co 508 

Generators — 

Enginc-Tvpe for Direct Current, Allis- 

Chalmers '840 

Westingnouse Turbines for Brooklyn. .'142 
Geneva Phelps & Newark Railroad, Fi- 
nancial -"" 

Geneva Waterloo Seneca Falls & Cayu- 
ga Lake Traction Co. — 

Financial 61 

Track and Roadway 97 

G en u i n. ate Co 2 , 6 

Georgia Electric Railroad. Incorporated. 4or, 

Georgia Railway & Electric Co 186 

Car House 340 

Dividends 664 

Financial 207, 443 

Power Plant 27. 662 

Rolling Stock 699 

Shops 340. 607 



Substation 681 

Terminal Station 109 

Track and Roadway 336 699, 694 

Transportation Building 167 

Germany, Berlin, Electric Railways •■>, 

Glnsburg, R. i... Son- 1 Co 836 

GIrard i toal Belt Electric Railway, Track 

and Roadway 106, 604, 666 

Glasgow Corporation Tramways,] >epi I- 

ation Charges +2 1.", 

Glass Breakage on cars f280 

Golf's Falls Litchfield & Hudson Elec- 
tric Railway, Track and Roadway.. 58 

Goldfleld, N'ev.. Track and Roadway 406 

Goldschmldt Thermit C 508, 886 

Gould Coupler Co 76 1 

c [ould Storage i lai tery Co 635 

Grade Crossings, Electric Cars Must 

Stop at Steam Crossings 2:1 

Gradenwitz, Alfred, Dining Cars. Mon- 
treux-Bernese Oberland Electric Rail- 

w a v "2.",. r , 

Grafton, W. Va., Track and Roadway... 

97, 868, 694 

Grand Central Traction Co. — 

Incorporated 140 

Track and Roadway 504, 566 

Grand Junction. Colo.. Track and Road- 
way 630 

Grand Rapids. Mich., Track and Roadway ''7 
Grand Rapids & Kalamazoo Valley Trac- 
tion Co., Track and Roadway 336 

Grand Rapids Electric Railway. Track 

and Roadway 630 

Grand Rapids Railway — 

Car House 409 

Dividends 539. 698 

Financial 171, 475 

Rolling Stock 340 

Wage Increase 40.3. 535 

Grand Rapids Grand Haven & Muskegon 
Railway — 

Car House 798 

Financial 7:12 

Freight Depot 7:::: 

Grand Valley Railway, Track and Road- 
way 97. 729. 732 

Graphite — 

Acheson Effect 636 

In Trolley Wheel Bushings t544 

Gray, J. K.. Modern Train Dispatching. .*680 
Gray's Harbor Railway & Light Co.- 

Power Plant 407, 538 

Track 'and Roadway 565 

Gray's Harbor Electric Co.. Rolling Stock 10] 
Great Britain, Electric Railway Affairs., 

39. 184. 326 

Great Falls (Mont.) Street Railway. Fi- 
nancial 239 

Great Northern Railway. Track arid 

Roadway 97 

Great Western Railway of England, Roll- 
ing Stock 39 

Green Bay (Wis.) Traction Co.. Park Pa- 
vilion 94 

Green Engineering Co 276, 540 

Green Fuel Economizer Co 209. 540. 569 

Economizer for Water-Gas Plants *609 

Greenfield. Mass.. Track and Roadway.. 406 
Greenfield Bernardston & Northfield 
Street Railway — 

Incorporated 536 

Track and Roadway 729 

Green River Hydro-Electric Co., Power 

Plant 59 

Greensboro Electric Co. — 

Rolling Stock 308 

Track and Roadway 729 

Greensburg & Western Railway, Incor- 
porated 172 

Greenville & Greenwood Railway, incor- 
porated 203 

Griffin. W. R. — 

Relation of Track to Maintenance of 

Equipment *S5S 

Track Construction in Paved Streets.. 74 

Griffin Wl I Co 241 

Grinding Machines. Roval Manufacturing 

Co *173 

Gulfport and Mississippi Coast Traction 
Co.— 

Power Plant 138 

Rolling Stock 141, 540 



Hagerstown & Northern Railway, Incor- 
porated 236 

Hagerstown (Md.) Electric Railway — 

Financial 100, 171 

Track and Roadway 9, 

Halifax Electric Tramway Co., Car 
Houses 62 

Halifax .V: Suburban Electric Co. — 

Incorporated 58 

Track and Roadway 271 

Hani. W. F.— 

Accountants' Convention — 

1 i.pie, iation 621 

Hamilton, Ont.. Terminal Station 122 

Hamilton Grimsby & Beamville Railway. 

Track and Roadway 368 

Hamilton Radial Electric Co., Track and 

Roadway 137 

Hammond, Robert, Depreciation 716 



Hai n,i i ind i whiting & East Chi- 
cago Elect! Ic Railway] Finance 688 

llamsiead ,y Manchester Railroad, Ti 

and Roadway 794 

Hannaford Valley Railway, Incoi, ted 440 

Hannibal Street Railway & Elect) ii Co 
i Jar i louse 340 

Hanover & JTork Street Railway 

ineoi porat • ,i 

Track and Roadway 599, *7s 

llardwell. H, ('., Bluepfltlt Frame -Is:; 

Harrington Signal Co 883 

Harrison, F. P., Electric & Manufactur- 
ing CO 172 275. 276 

Hartford & Springfli id Itreel Railv 

Financial i • «n 

Rolling Stock 62 

1 i.ek and Id. eh,', , ■ 565 

Hattlesburg Street Railway, Power Plant 272 
Hattlesburg (Miss.) Traction Co. — 

Pow.r Plant 

Track and Roadwaf 80S, 729 

Havana Central Railroad, Financial.,., 634 
Havana (Cuba) ElectflC Railway, Finan- 
cial 339. 443 

Haverhill & Arneshiii-, Street Railway, 

Suhstatn.il 306 

Hawkins. E. E., Rail Bonds «XI> 

Hawley Down-Draft Furnace Co., Fur- 
nace *734 

Hays Brothers Co., Rolling Stock 882 

Hazelton. Hugh. Sto,i Cars, Hudson 

Companies »782 

Headlights, Electric Are. By P. Uncle- 
man 255 

Headlights and Cat Lighting Bj R. 

c. Taylor *12x 

Heating, Cooper Car Heater *542 

Heindle. William A.. Track Construction 

in Paved Streets 75 

Heine Safely Boiler Co 5tls. 671, 604 

Helena & Butte Electric Railway, Track 

and Roadway 271. 729 

Helena Light i- Railway Co.. Track and 

Roadway 537. 729 

Henderson (Ky.) City Railway — 

Financial 274 

Rolling Stock 607 

Henderson (Ky.) Tfmction Co. — 

Financial 835 

Incorpora ted 304 

Power House 370 

Track and Roadway 368.537 

Henry. F. R. — 
Accountants' Convention — 

Depreciation 527 

Heywood Brothers S Wakefield Co 837 

Hickman. Ky.. Track and Roadway 137 

Hicks Locomotive ,v- Car Works, ' trders 

603. 699, 797 

Higgins. Charles M., ft Co 276 

Highland Grove Traction Co., McKees- 

port Pa., Track and Roadway 368 

Hill. G. H., Recent improvements in 

Motors and Control »856 

Himstorff. Special Cabs, Chicago & Mil- 
waukee Cars *32S 

Hisey-Wolf Machine Co 341 

Hoagland, H. C. Single-Phase Lines. 

Illinois Traction System 22S 

Holman, D. F., Railway Tracklayer Co. 665 
Hoi yoke Street Rail w a 

Dividends 881 

Track and Roadway 441 

Wage Increase 166 

Homer Commutator Co...' 277 

Honesdale tVr Hawley Electric Railway, 

Track and Roadway 537 

Hornell Bath & Lake Keuka Railway — 

Incorporated 203 

Track and Roadway 878 

Hot Springs Strict Railroad — 

Financial 881 

Pit Jack »46 

Houghton County Street Railway, Tank 

and Roadway 97 

Houston Electric Co. 

Power Plant 138 

Rolling Stock 664. 798 

Track and Roadway 137,204 

Houston-Galveston Traction Co. — 

Financial 100 

Track and Roadway 26 

Hubbard, E., Solenoid Has Engine Gov- 
ernor *8S6 

Hudson & Manhattan Railroad — 

Electrical Equipment, Progress of 49 

Financial 28, 274 

Hudson River Tunnels 234 

Side-Entrance Cars 167 

Hudson Companies — 

Power Plant at Jersey Citv. N. J 15 

Steel Cars »782 

Hudson (N. H. ) Pelham & Salem Elec- 
tric Railway. Financial 539 

Hudson Valley Railway — 

Financial 732 

Rolling Stock 699 

Power Plant 505 

Humboldt Transit Co., Financial 506 

Hummelstown & Campbellrown Street 

Railway. Track and Roadway 661 

Humphrey Trolley Wheel Co 373 

Hungerford. E. W., Opening of Market 
Street Elevated Line. Philadelphia 
Rapid Transit Co '315 



ELECTRIC RAILWAY REVIEW 



xi 



_ rford, Edward, Rapid Transit in 

Boston and Vicinity *709 

Hunkins-Wilis Linn & Cement Co 

Hunt 

Hunt-Spilhr Manufactui 

Hunti' s ind Road- 

. 441 
Huntsvlli'' Railwa) Light & Power Co.. 

Hun>n & Ontario Railway, Track anil 

36'J 

Hutchinson IntertirlKin Railway. Track 

anil Roadway 

:-. I'azadt-ro Sta- 
I'nrlland Railway Light .v 


I 

Idaho .v Nevada Railroad. Track and 

£36 

,v Northwestern Railway, Incor- 

Qllnois. !■:!•■. trie Railway Operations 

350 

Illinois. University "f — 

KriRii ps 303 

N< m I - mrse 

Ingineerlng ami Ad- 
mini-' . v '. 

Illinois .V- Indiana Traction Co., Track 

Illinois Bolt. N B :; " : ' 

'I..!, I'll 

:■.!" 109 

. . . 171. '.'"7. 568, 835 
mliiKton I. in. .. .in: 1 . 



::i" 

101 I, 634 

k and I: 

1*8, 205, 871, ::».".. 878 
■ I Roadwa ■■ 

861, 729, 760 
Illlnoi- 



.ikii Line 

I P«-orla 9Z6 

94 

Power Plant. Peoria. Ill *261 

■ ■ k .275, 

■ •:;."> i 

227 

tiia 

Illinois Valles I: 

i. 372 

«395 

Track ..I.. I Roadwa) 369 

Imperial I 665 

341, 883 
I • . Varieties of In- 

•".71 

Railroad. Incorporated !"•"• 
Indian 

792 

Prop i 



lion ' '•• Track ami 

I'M, 

Traction 

. . 798 
tlon 603 

t 404 

. . ■.'.■:* 

- 

■ ... 

I'.MllI 

■ 

■ 
I 

IHllK 

.■■« 



> r II 






Indianapolis & Western Traction Co.— 

Interurban Station 764 

Track ana Roadwa] 141, 729 832 

Indianapolis Coal Traction Co. — 

Station 

Track and F 

Indianapolis Columbus a Eastern Trac- 
tion Co., Limited Service 

Indianapolis Columbus .v Southern 
tlon i'.. 

Financial IS! 

Power Plant 237 

Rolling Stock 29 

Interurban Station -'" 

Rolling Stock 275 

Substations S00 

Track ami Roadway 661, 894 

Indianapolis CrawfordsvIHe fi Danville 
Traction Co., Incorporated '-'■'' 

Indianapolis CrawfordsvIHe A- Western 
Traction Co. 

Financial ■" I 

Power Plant 370 

Rolling Sto.k 29 

Track ami Roadway -*■ 106, ^7\ 

Indianapolis Huntington Columbia City 
,y Northwestern Traction Co. — 

Financial 506 

Track an. I Roadwa) .. 9 I'"' B79 

Indianapolis Newcastle & Toledo Elec- 
tric Railway 

Power Plant 

Rolling Stock 99 

Track and Roadwa) B37, 661, 760. 794. n7:i 

Indianapolis Street Railway, Dividends 

inapollB Switch .y Prog Co. , , , 60 I 

Indlanaoplls Traction ,y Terminal Co. — 

Financial 

Standard Brakeshoes for '679 

Track and Roadwaj 

Industrial Engineering .y Supply Co 7:::: 

Inland Eli ctrli Co Incorporated 16 1 660 

Inland Power A Eld trli Co . Track and 

flwas " ,; " 

Inspection. Adjusting Trolley Sprint 

Insulating .Material, Standard Van 

Work 888 

Insulator Tins. Strength of 191 

Insulators — 

Conclusions from Tests 1767 

Tcsi foi an Exceptional Service *779 

Insuranci 
American Railway Insurance Co.. 628 
Electric Rail* Powei Com- 


Interborough Metropolitan i !o 

Dividends 797 

Financial . 19 100, 697 

o Bid on Proposi d Subways, . 

:.;:,. 684 

Ri moval of Unused Tracks 170 

Shops |l " 

Track and Roadwa) 894 

Interborough Rapid Transit <'o. — 

I ilvldends 

Financial 171, 274, I 

Rolling Siock 62 808, I7i; 684 

Signal i Iperatlon I B6 

Wage Increase 16*5 

Interlocking, i I dlroad Commls- 

[ntet national Rallw a) < !o . Buffalo 

.1 • 19 82 360 I"' 1 

i 
i ii, otl Bi •■ h Buffi lo 
a Stock 

Shops 

Substation at Buffalo *214 

Terminal Station 

Trai k i Road 

891 

International Traction Co., Buffalo- 
Annual Report 
Financial "" 

Int. I ' 

Inti i state < "on 

... Mllwauki • Electrli Pi tltlon 

foi Joint Kit. 

..i Fn lul> i with Bti am 
i. 

Division of 
Electric R 

, minting It 
lion "•'• 

hit H Mini 

■ 

t Hani 

Int. i I I.:. I I 

i Imli 



Interurban Rolling Stock. Exhibit at In- 
dianapolis »120 

Invincible Rail Joint Co 144 

tola Electric Railroad, Track and I; 

way 

Iowa ,y- Illinois Railway, Rolling SI 
lowa & Missouri Trai I Ion 8 Poi 

Track and Roadway 68, II 

lowa & Northwestern Railway, Incor- 

ted . 96 

lowa Clt) i.i ,i Roadwa] 106 

i..wa Ctty-1 iavenport Traction I 

and Roadwa y 

Ulssoui i Tra. tlon .y I '■■ ■ 
Track and Roadwa) 
Iowa Rallwa i I ilghl a Powei Co 

pora ted 

Iron and Steel Pi ■ I Ion, 1906 T- 

Italy— 

Blectriflcatl - 148 

High-Speed Llni 165 

Ithaca .y- Se a Palls Eli 

Incorporated ' 

Track and Roadwa) 871, 599 

Itlia.a Street Railway, Financial 
Ithaca-Owego Traction Co., Incorporated 881 



Jackman, S. !■* . Railway, Incorporated.. 728 

Jackson. P. 1> 

. loncrete Subst ructures 78, -v ' 

Steel Tics 7:. '82 

Jackson. Geoi i \'> Ill 

Jackson, Henrj Docket Feedei and Re 

turn Systems ' ss 

Jackson & Corbet! Bridge & Steel Works ill 
Jackson Ann Arboi & Detroit Electric 
Railway 

Financial 

Track and Roadvt a] 

Jackson I Mich I Consolidated Tracl 

Co. 

Financial 

Rolling Stock 

Jackson i. Miss, l Kloctrlr Rallwa) Light 
,y I tower i 'o 

Power riant -'7 

Track and Roadw j> 

I 178, 695, 729 

Jackson ivnii i Rallwa) A Llghl Co, 

Powei riant 89 

Rolling Stock i" 1 

Track and R Iwa) 98 

Jacksonville Electrli Railway, Rolling 

Stock - 172, 608 

Jacksonville (Pis i Terminal Co., Track 

and Ic'.niv : 
Jacques, I W , Car inspection 

Japan Electric Tramways 98 

ison ,y Wilson Street Rallwa) . In 
corporated 
Jefferson City, T.-nii . Track and Road- 
wa] ,; ' ;i 

i :it) (Tenn i Eli eti Ic Railway 
Light .y Power Co, 

In. , ,i pora ted 

Track and Roadwa) 

Jersey City, N J 

\i Ipal Low Fan Rallfl iy., 

i irdlnance R Irlng Seats for All Fas 

is '■ 

.1. wen Car Co 378, 7H7 

, irdi . 19. I 10, 87S 109, 7H7 

.n \\ i \i invllle Co. 

Asbestos Doors 

Combination Meter 

Exhlbll at Chli ago I 10 

nal Steel rul isi ... •«:! 

Pi rolln l lustless Sweeping i ' i nd ■ f98 

.,,,, c s Powei Plant, Illinois 
Trai I Peoria 

Johnson, F w . Interview Ing << ■ Idi nl 
Wltm • • 

Johnson K Iv BI Il Co 

John " k and Ro 

II & No. lie 1 Ii I 

road tlv 

Johnston ni ■ H • Rii 
Dividends 
Rolling sio, k 
Track and Roadwa; 

Jon, 'I 

In, orporati d 
ml 
, ,,,,i Roadws i 
inn. tlon Clt) l K 171- ftrli Railway 

,■ i 

Juniata Valli Btr< • i RhI i h po 



m.i Uull 
< : <■ n i.ik' a North 

a. 



ELECTRIC RAILWAY REVIEW 



Kanauga Traction Co., Track and Road- 
way 128 

Kansas City, Mfl 

Metropolitan Streel Raiway, New Tun- 
nel 

Viaduct "ii Sixth Streel 

Kansas City & Bonner Springs Railway, 

i"" 

Kansas Cltj & Olathe Electric Kail - 
i.l — 

[ncorporated 629 

Power Plant 

Track and Roadway ,;:; " 833 

Kansas Citj >v Westporl Belt Railway 

"230 

Kansas City Railway & Light Co.— 

I >i\i,l, ii, Is ■• 698 

Financial 171, 881 

Kansas City Railway Foundry Co 47''. 

Kansas City St. Joseph .v Excelsior 
Springs Electric Railway, it piling 

«- 

Kansas City St. Joseph * Excelsior 
Springs Kaii« 

Rolling Stock 30R. 

Track and Roadway 26. 58, 59!). 833 

Kansas City Springfield and Southern 
Railway- 
Incorporated «*« 

Track ami K lway 305, 723 

n Railway, Track 

i ihi Roadway 833 

las-Oklahoma [nterurban Rai.way, 

Financial 100 

Kansas Southern Electric Railway. Track 

ami Roadway 695 

Kansas Traction Co. — 

Incorporated 4~2 

Track and Roadway 599. 661 

Kellogg Switchboard & Supply Co.. Con- 
densers *241 

Kclsay. G. H. Cost and Sale of Railway 

l '< »wer 1-6 

Kenansville, X. C, Track and Roadway 168 

Kennett, Del.. Track and Roadway 98 

Kennetl & Coatesville Railway- 
Incorporated 804 

Track and Roadway 369 

Kenosha (Wis.) Electric Ry. — 

Financial 602 

Rolling Stock 372 

Track and Roadway 879 

Kentucky & Ohio River Interurban Rail- 

road. Track and Roadway B79 

Kent Traction Co.. Track and Roadway. 504 
Kentucky, Electric Railway Progress.... 92 
Kentucky Central Traction Co.. Track 

and Railway 271. 406 

Keokuk, la.. Track and Roadway 305 

K, "kuk CIa.1 Electric Railway & Power 

Co.. Power House 834 

Kerr. Walter C., Conducting Electrifica- 
tion "Work 384 

Keuffel & Esser Co 30 

Kevstone Equipment Co 445 

Kilby Frog X- Switch Co 444 

Knox Engineering Co 477 

Knoxvllle Railway * 1 ight Co. — 

Car House and Shops *496 

Demerit System of Discipline *294 

Instruction of Motormen 219 

Sand-Supply Car *292 

Track and Roadway :'".",. 630, 760 

Kobbe Co 62 

Kokomo. Ind. Track and Roadway 630 

Kokonm Marion & Western Traction 
Co.— 

Power Plant 600 

Track and Roadway 271 

Kuhlman. G. c I . Cai Co.— 

i trders 

...208, 24". 275 S08. S40, 572 !09. 51" 569 
Semi-Convertib'i C rs, Toledo Rail- 
ways & Light Co *32 

L 
Labor — 

Conditions in San Francisco -,606 

Ten-Hour Daj Bill in New York 56 

l.nkawanna Steel Co 640 

Laconla Car Co Orders 62. 340, 372 

onia Street Railway. Rolling stock.. 62 
l.a Cross) & Winona Traction '',,.. In- 
corporated 203 

La Crosse (Wis. i City Railway — 

Financial 602 

i riant 699 

Lacroze Tramway Co.. Rolling Stock... 664 
Lafavette & Chicago Railway. Track and 

dway 

rette & Logansport Traction Co. — 

Construction 663 

Rolling Stock 56'i 

Track ami Roadwaj ... -■■'. 336, 565, 833 
Lake Chainplain & r.ake Placid Traction 

i ill 

Lake i ■.instruction Co 508 

Lake Erie .v.- fount I tilroad — 

i:. irporated 472 

Track and Roadway 599, 630, 760 

Lake Erie Bowling Greer & Napoleon 

Railway. Track and Roadway 9S 

Erie Fremont & Southern Railway, 
porated 760 



Lake sic re Electric Rail" 

Annual Report •■ ';;} 

Financial 61, 100, J",. 889 

Run "i Private < !ar «» 

Power Improvements 165 

Rolling Stock 






. . . . 308 



M 

Substation .,-• 

Surprise Tests ■-•■ - 

Track and Roadway 19, 794 

Lake Superior Rallwaj Construction ' 0., 

Track and Roadway 138 

Lake Vow Traction Co. — 

Incorporated ■-■ 6;- 

Track and Roadway 306, 33i, 8« 

Lamps, Arc, for Low C llings *31 

Lancaster & Electric Street Railway, 

Track and Roadway 441.504 

-i. , h'i Traction & Power Co., 

Track and Roadway 98,169 

Lancaster, Pa., Rolling Stock *64 

guth, Arthur, Value of Discuss ns 

Blank Forms *713 

La Porte, Ind., Track and Roadwaj 441 

Lawrence Electric Transportation Co.. 

lih erporated 4,2 

Leavitt, J. C. Car Painting and Other 

of Taint 5S5 

Lebanon Highland * Jit. Olive Railway. 

Track and Roadway f6l 

Lebanon-Thornton Traction Co.. Finan- _ 

cial • "1 

Lebanon Valley Street Railway. 1 rack 

and Roadway '61 

Lederachville & Pennsburg Electric Rail- 
Railway — 

Incorporated 5S 

Track and Roadway 369 

Legal Decisions. Recent Electric Railway, 

Bv J. L. Rosenberger 19. 51, I 

232 266. 299, 333. 363. 401. 437. 46V 

595. 626. 656, 690, 724. 756, 789 

Legal Decisions. See Special Department 

of Index. 
Legislation — 

California 301, 366 

Connecticut 563, 791 

District of Columbia 9o 

Florida 628 

Illinois 334. 366. 43S. 501. 563. 608 

Indiana — 

Cent-a-Mile Passenger Rate. 134. 2M. 438 

Vestibules on Cars 93 

Iowa 366. 403. 43V 470. 501 

Motor Car Schedules on Steam Reads 167 

Kansas -68 

Massachusetts 366. 403. 563. 658 

Boston Subway Bill 162 

Michigan 438, 501, 830, 875 

Minnesota 301, 334. 366, 403, 501, 563 

Electric Railway Building, Bill to 

Promote 203 

Jurisdiction of Commission Over 

Street Railways 134 

Missouri 103, 438, 535, 597, 628 

Municipal Ownership 134 

Montana 501 

Nebraska 268, 33,4. 366, 403, 4i0 

Ownership of Interurban Lines 93 

New Hampshire. Taxation of Electric 

Railways 201 

New Jersey 366 

N ew York 

168 301, 366. 4113,. 43v. 501, 535, 563. 
597, 628, 658. 791 

Bill for Ten-Hour Day 56 

New York Rapid Transit Commis- 
sion. Bill to Abolish 167 

Public Utilities Bill. +448. 461. 691, 

726. f736, 74.',. 768 

North Carolina 438 

Oklahoma 234 

Ontario 366 

Pennsylvania 

234 263. 268. 366. 4"3. 439, 470, 501. 
563. 597. 62S, 658, 75','. 792 

Freight Handling r544 

Rh'.de Island 439 

South Dakota 439 

Tennessee 403. 563 

Texas 26V 301', 334, 366, 103 

Eminent Domain Interurbans 135 

Washington 366 

Wisconsin 470 

Public Utilities Bill 

Lehigh Valley Transit Co.— 

4'Vi 

Track and Roadway 

Leroy & Southern Railroad, Track and 

Roadway ' 

Lewis Motor & Crane Co ••■■ 883 

Lewisberry & Strinestown Streel Rail- 
way, Track and Roadway • -' ' 

Lewiston & Southeastern Electric Rail- 
way, Track and Roadway ..98, 271. 33, 
Lewiston & Youngstown Frontier Rail- 
way, Financial 443. 539 

Lewiston (Me.) Augusta & Waterville 
Street Railroad- 
Financial 60_ 

Track and Roadway 537. 630. 761 

Lewiston Brunswick & Bath Street Ry. — 

Rolling Stock 62 

Track and Roadway 26,369 

Lexington ,v: Interurban Railways — 



Financial 171 

Improvements 

1 tower Plant 50n 

Track and Tea. lway 26. 5S. 7'.'1 

Lexington Railway. Rolling St,- k 444 

Liability, Platform Areas '<n 

Llchatschiff, Dimltri, Rolling St,,ek 7'.'. 

erwood Manufacturing Co 62, 208 

Lighting- 
Car. By K. C. Taylor *128 

Lamps ovr Cai Steps San Francisco 

,ad .<- San Jose t605 

Supplying Power For 126 

Lightning Arrest is + 2 

Shaw •510 

Lima, O., Track and Roadwaj 337, 660 

Lima & Toledo Trai tio 

Recording Car Equipments 369 

Rolling Stock 101, 275 

Station 8*2 

Track and Roadway 4'" 630 

Train Dispatching •" 

Lima Electric Railway & Light Co., 

Financial 171 

Lima Kenton & Marion Traction Co., 

Track and Roadway 26 

Limited ServiCl — 

Indiana Columbus & Eastern Traction 

Co 56 

Interurban Line 1i04 

Lincoln (111.) Street Railway- 
Financial 408 

Incorporated 472 

Lincoln (Neb.) Traction Co.. Financial. 506 
Linden Avenue Street Railway. Incorpor- 
ated 96 

Lisbon Durham & Freeport Street Rail- 
way. Incorporated 58 

Litchfield & Torrington Street Railway, 

Track and Roadway 504. 761 

Little Rock & Hot Springs Electric Rail- 

way, Track and Roadway 

.. .'. 406. 63". 661, S79 

Little Rock Railway & Light Co., Power 

Plant 

Liverpool Corporation Tramways. Finan- 
cial 697 

Locomotives. Electric — 

Brooklyn Rapid Transit Co *297 

Central London Railway Discards 39 

Effect on Curved Track *385 

Exhibit at Indianapolis. Ind *120 

Industrial '884 

Kansas City & Westporl Belt Rail- 

wav •230 

Ordered in 1906 t3, 

Safety of. By F. J. Sprague 390 

Simplon Tunnel 51 

Spokane & Inland Railway 5« 

Switching. Illinois Traction System.. *351 
London, England — 

Electric Power Situation 1">4 

Fares Increased m843 

Municipal Ownership + 576 

Power Scheme 39 

Underground Railways 326. 624 

London Brighton ,: South Coast Rail- 
way- 
Electrification 

Single-phase Equipment 39 

London (Ont.) Street Railway Co.. Fi- 
nancial 602 

Long Acre Electric Light & Lower Co., 

Power Plant 662 

Long Island Railroad — 

Cost and Results of Electrification... .f670 

Electrification 531 

Financial 697 

Rolling Stock 308 

Track and Roadway 26.695 

Long Runs, Cleveland to Indianapolis, 

Private Electric Car 136 

Lorain Steel Co 276 

Lord & Burnham Co 

Lord Electric Co L 

Shaw Lightning Arrester *510 

Los Angeles. Cai.. Feeder- Handling Der- 
rick *813 

Los Angeles & "wens Valley Railroad, 

Track and Roadway 565 

Los Angeles Interurban Railway. Sub- 
station 889 

Los Angeles Switch & Signal Co 883 

Louisville New Albany .v. Southern Trac- 
tion Co.. Track and Roadway S79 

Los Angeles Pacific Co., Track and Road- 
way , • • 237 

Los Angeles Railway — 

Car House 29 

Fiesta Floats *753 

Passenger and Freight Station 569 

Portable Spring Seat *717 

Louisiana Bowling Green & St. Charles 
Interurban Railway, Track and Road- 
way 895 

Louisville, Ky . Track and Roadway.... 46 
Isville ,x- Eastern Railroad — 

Financial 13' 1 

Rolling Stock 308. 603 

Track and Roadway 4 

Terminal Station 141 

Louisville & Northern Railway & Light- 
ing Co. — 

Track and Roadway 504,794 

Wage Increase 535 



ELECTRIC RAILWAY REVIEW 



.1 Indiana Traction 

in 

Tra.k and Roadwa) 

535 

\ rdon Rail- 

369 

• 
Financial ••'■ '«J 

ins Stock 

kc 3bo 

Track and Roadway 'K 

se Increas< 834 

835 

339, 539 

Fitchburg - ilway. Ft- 

nan. i . HI. 20. 

Ludington. Mich., Tuck and Roadway. 'j9o 
Ludington Southern Track and 

Roadwaj °»* 

Itenheimer Co ;0 

Remick *>3o 

tlon A Light l 


, '_• 3. - 

Tra.k an- 1 R - ■ HI 

urst & Sherando Railroad, 1 

236 

- 
'-'<- 

M 

ter. Thomas N., Public Utilities In 

New **>4 

M , 63a 

minings Manufacturing 

9 836 

•. 87 

Mcl.eer Engtl • 569 

M< M "8 ■ 4 -- 

Rall- 
■• — 

29 

503 

Tra.-k a 

Iway I... 
McWhorter, a. I • . • I Shop 

Emi'i .11. 

nd du l- 
Track and Roadwa . 879 

Track 

. 63') 
Mahr.- - ■ - Uwaj A 

En - 367 

61 

505 

Handling 

- 

9f 

- 
of Equlpmi 

.•858 
• Railwa; 

■ i 

I — 

- ting 

- 

■ 

106 

■ 

- 

■ 



Milwaukee Light Heal A Traction Oo., 

Proposed Lines 

Northern Electric Railway 

Philadelphia A Western Railroad . > n 

Plan for 8 - 00 i» Mil- 
waukee 

Pittsburg .* Butlei Street Railway 549 

Rapid Transit In Boston, Location ol 

Proposed Extensl 
Through Routes Propos go 

Ordinances 

\\ . - - Railroad, Electrification... 814 
Marcellus A Otlsco Lake Railway, Roll- 
ing Stock -0 

Marengo A Midland Railway, Track and 

Roadwav 169, 566, 661 

Marlon, O., Track and Roadway 630 

Marion Bluffton A Eastern Traction Co., 

Description - •!'>.: 

Financial *Jj4 

Pa - - ition 664 

Rollins Stock 409 

Marion-Log rraction Co., Track 

and Roadway 599 

Marlboro, Mass.. Track and Roadway. 
Marquette County Gas A Electric Co., 

k and Roadway 

Marshall. R. W., A C 

Marshfleld ick and Roadway... 695 

Maryland Electric Railwi 

Dividends ••■ •'■'; 

Financial 

Rollins Stock »36 

Track and Roadway »99. 630 

Massachusetts 

-i ,.!' Powi i Plant • >p ration 

Merger Suit 

Massachiu nical Company... 141 
sachusetta Railroad Commission, An- 
nual Report H6 

Matthews. I. K.. Track Construction in 

Pav,: ■ - 73. 81 

Matthews. W. N., A Brother, Kearney 

e Clamp •»« 

Mattoon Shelbyvllle I 

Railroad. Track and Roadwaj 161 

Maynard, Mass.. Track and Roadway. . 173 

]. John A.. A Co 693 

die Conneaut Lake A Llnesville 
trie Railway — 

Rollins Stock 

Track and i: • 441 

Memphis SI 

Car - lions.- *H 

Delay Reports JIM 

Employes" Accident Reports •-•'" 

Employes' Ri 

Financial ... 171 -'" 

Low-Fa talned bj 

Memphis Court '.•" 

Powi i House MJ 

Rollli 101. ""■ '■■-■ J09 

Student Records 90 

Track and Roadway ■■'''■' 

Financial — '•ill 

tor Street Railway, lm orporated »» 

Mi redlth Construct Ion 410 

Meredith Light A RalW 

: '"'- °73 

Financial . . ■ 

Rollins S. 

Track and Roadwa) 
Menimac V'a Co Fli 

rraction Co., Track fl- 

Metals, R, covery from s 
Metallni . W ash.. Track ai d Roai 

Combination victor Portafa 
\\ . ston Pot table Multlmi ■*o<4 

Metn 

Ins B( 

Flnancl 

tw. . n K.m-.i- i II Mo 

I 

Tumi. I 

i 
1 



Track and Roadway 

United States Express Co. Business... 
Midd uid Ron.lv 

Mlddleton id, Rolling 

29 

Midva - 101, 

Mileage, Interurban Railwaj In Indiana. 
Milford A L'xbrid • Street Railway. 

Track and Headway 

Mill Driving b> Blectri Ity 186 

Miller Anchor Co 

Milloy Electric Co 

olley Base and Retrli 
Milner, Idaho, Track ind Roadway. .869, 441 
Milwaukee, wis ind Roadway... 26 

Milwaukee A Fox River Valley Railway. 

Tra.k and Ri adwaj 

Milwaukee & Nortl - illway— 

JJj 

Track and Roadwaj *T8 

Kl ctric Railway .• 

redatlon t313. 

Dividends ■ 

Financial 29, 100. 171, 807, 

Power Plant ■■■■ 606 

Proposed Lines *<-"■ s '' 

Rollins Stoi k W0. 840 

Bervli e Investigation ■■... 

13. 434, 466, 
Valuation -"- 

Milwaukee Llglit Heat .v Traction Co.— 

Financial M4, «5« 

Proposed Extensions 870, 871 

Milwaukee Northern Railwaj 
Construction JM 

Financial J0J 

Track and Roadway. 337. 111. 537, BS3, 879 
Ftoslyn A Port Washington Rail- 
road Track and Roadwaj 

Mineral Weils. Tex., Track and Roadway 07i 

Mineral Wells A i.ak.w, Park Street 

Railwaj in o! 

Mineral Wells Electric Ry.— 

Rollins Stock •■•• 

Track and Roadwaj ■'■' 

Minneapolis, Minn. Fan Controversy... 88G 
Minneapolis Kansas City & Gulf Elec- 

trie Railway Ti c ^ ... 

Minneapolis Rochester A Dubuque Trac- 

tion CO.. Shops 

Terminal Stall in ■■• 

Track and Roadwaj 604. 161 

Mine way. I ow-Fare 

Controversj -"' 

Minster l.oian, . A Southern Railway— 

Financial J0J 

Tra.k and Roadwaj 
Mississippi South! n 1 ■■ k anil 

Roadwaj 53 ' 

Mississippi Va rln R illwai 

Ini ' 

1 ']■' 

Track and i: 61 789 

Missoula. Mont '■ iy. ••■ -'' 

Missoula -Hitler Root Ti.n lion I 

Incorpoi ated 

Track and Roadwa 
Miss i A Kansas [nt< I .iiwa\_. 

i. and Roadwa) 

Iway, Trad 

■ 

1 '•■' 

OUri Water Light A Tl 



Mol.il. 1 Co 

i ion 

Powet Plant J" ' 

1 I 1 

M Odi 

Moiin. , in i i a Watertown 

Halle 

Monmouth County Blectrli Railwaj 

Trai i i Ro id » 

Monorail. Proposed In Kew ' 

\l 

Ti , '"•■ 

si, iki 

I Road 
Montli . II 

Stock 

...i 
Moi 

Moo 

.... 



ELECTRIC RAILWAY REVIEW 



• : i s. i \ Ice '889 

Motor i lift, Patten »636 

Motoi 

Advantages of Pooling ••;.:•. 

Economy In T 280 

Motormen. Student Records In Memphis »90 
men's Sol Is 

I>enver City Tramwaj Co »185 

Know ill.- (Tenn i Railway & Light i 

Wort h > in Boston, . 
Motor-Out Indicators *17 

Motl -is 

I ommutai Ing Pole Railway »886 

Commutatlng Poles, Improved 629 

Direct-Current, Allls-Chalmers Co »210 

Pan Alternating Current T.71 

R< eni Improvements — 

Bj G II Mill 

Bj 1 '1. 11, 11 e Renshaw »869 

Wrong Connections 687 *T12 

Ml Deserl Transit Co. 

Incorporated :,\ 

Track and Roadway 879 

.mi 11 1 Etallwaj a Power Co.— 

Power Plant 407, 662 

Rolling Stock 836 

Track and Roadway 406, 699 

Mt. Mansfield Electric Railroad, Finan- 
cial 4?r. 

Mt. McKay .v.- Kakabeka Falls Railway, 

Track ami Koa.hvav 369 

Mt. Vernon, Ind., Track and Roadwas 59 
Mt Vernon, O., Track and Roadway.... 9S 
Mt Vernon (O.) Electric Railway— 

Financial :;7i 

Power Plant 

Mountain Copper Co., Track and Road- 
way 537 

Mudge & Neefus 309 

Municipal I Ownership — 

Address of James Bryce 501 

American Street and Interurban Rail- 
way Association, Report of Commit- 
tee +607. 613 

Berlin, Ont 502 

Chicago, Mueller Certificates Not Le- 
gal +511, 634 

Detroit Mich 365 

Eaaton, Pa + 111.3 

Lansing, Mich 230 

1 tondon +376 

Michigan Supreme Court Decision 597 

Missouri 434 

Philadelphia ('.as Plant ...... .... .'.-fin 

Report. National Civic Federation Com- 
mission 624, 791 

Views of Henry Clews 658 

Views of Henry Loomis Nelson 365 

Municipal Traction Co. ((Cleveland, O.). 

Financial 274 

Municipalities. Relations of Electric Rail- 
ways 94 

Muskogee Electric Traction Co., Parks!! 7X7 

N 
N igasakl, Japan. Track and Roadwa] .... 98 

Napa Vall.-y Electric Railroad. Track 

and Roadway m 

Narragansett Machine Co 4in 

Nashville Interurban Railway — 

Rolling stork ' 603 

Track and Roadway 589, 729, 761 

Nashville Railway & Light Co. — 

Accident Report Blank «361 

Car lions,- and Shops at Nashville .... *282 

Car Repair Records »229 

Employes' Prizes for Hours of Service 94 

Financial H ,,7 

Rolling; Stock lui. 340, 664 

Station 882 

Timekeeping: ... !»147 

Track and Roadway 337. stp 

Transfer Methods »ls7 

Transfer Station 72' "us 

Nashville .v.- Chatta ga Electric Rail- 
way — 

Power Plant 205 

Track and Roadwa] ', 98 

Nashville & Columbia Interurban Rail- 
way. Track and Roadway ::; 369 

Nashville & HuntSVille Railway. Track 

and Roadway ;;,;; 

Nathan Manufacturing Co 71m 

National Brake & Electric Co 541 

Motor Compressors •(;:{ 

Motorman's Valve with Pneumatic 

Track -Sand.-r »;J42 

Portal. le Air Compressor «446 

National City & Otay Railroad, Track 

and Roadway ->7_' 

National Civic Federation — 

Municipal Ownership Report. . . 6"4 7'n 
National Lock Washer Co., Window Fix- 
tures »27,\ 

National Railway Equipment Co 608 

National Railway Signal Manufacturing: 

Co 883 

( rossing Signal «765 

National Trolley Guard Co., Description 

of Guard •667 

Naugatuck Valley Electric Railway, 

Track and Roadwa] S79 

Nauvoo, 111, Track and Roadway... .172 272 
Nazareth. Pa.. Track and Roadway .' 630 



Nega 1 Track and Roadway.. 729 
N.-lson, Henry Loomis, Views on Munici- 
pal Ownership 365 

Nelson, I R., & Co 883 

Nevada Mas y Los Angeles Railway. 

Incorporated 187 

x.w Bedford, Mass.. Electric Freight 

1 [andling »628 

New Bedford & Onset Street Railway. 

-tit and Express Station 410 

New Berlin .v. Winli.-ld Railroad. Rolling 

Stock in 

NeW Castle & X.w Wilmington Street 

Railway, Track and Roadway 630 

N.-w Departure Manufacturing: c 47c.. 5ux 

New England Street Railwa\ Club. See 
Clubs. 

New Era Manufacturing Co 275 

N.w Jersey, Public Utilities Commission 

Report 471 

New Jersey & Pennsylvania Traction 

Co.. Track and Roadway 473, 566 

New London ,y- East Lyme Street Rail- 
way. Financial 171 

New Orleans & Baton Rouge Railroad, 

Track and Roadway 59, 98 

.\,w Orleans Railway .y- Light Co. — 

Annual Report 482 

Dividends 881 

Financial (34 

Track and Roadway 791. 833 

New Roads. La.. Track and Roadway., 473 

x.w York, Public Utilities Bill.. .. 

t448, 461. 691. 726. +736. 745. 75S 

N,w York City- 
Bridge. Passenger Traffic During 1906. 23 

Brooklyn Bridge Loop Terminal 23 

Brooklyn-Manhattan Subway Loop. 166, "221 

East River Tunnel 26. 334 

Franchise Taxes . - 202. 470 

Removal of Unused Tracks .' 470 

Subways.. 26. 269. 301. 366, 402, 43S, 563. 830 

Brooklyn-Manhattan Loop 166. *221 

Lexington Avenue *4si; 

Local and Express Service +1 

Interborough-Metropolitan Co. Re- 
fuses to Bid +57.". 584 

Specifications 166 

Track and Roadway 661. 695. 761 

Traffic Problems to Be Solved +4S0 

New York & Long Island Railroad, Esca- 
lators 134 

New Y'ork & Long Island Traction Co.. 

Track and Roadway 504 

New York .vt Pennsylvania Railroad, 

Track and Roadway 59 

New York & Queens County Railway — 

Rolling Stock 507. 569. 634 

Track and Roadway 879 

N,w York Air Brake Co SS3 

N, w York Auburn & Lansing Railway — 

Rolling Stock 62 

Track and Roadway 98. 272. 337, 794 

N.-w York Central & Hudson River — 
Accident. Electrified Line at Wood- 
lawn +244. 827, «3S5. 416. 501, 628 

Report on Locomotives by Board of 

Engineers »385 

Electric Service Increased 166 

Electrification. Progress of 49.564 

N( w York City Interborough Railway 

Co., Financial '. 634 

New Yoik City Railway — 

Car Barns at Eighty-Sixth Street 

Burned »829 

Car House r,"2. X36 

Financial 274 

Track and Roadway .' 98 

Transfer Rule Upheld by Supreme 

Court 402 

N.-w Y'ork Electric Controller Co 341 

New York Interstate Bridge Commission. 

Staten Island Bridge 239 

N.-w York New Haven & Hartford Rail- 
road — 
Consolidation of Two Subsidiary Mas- 
sachusetts Companies 752 

Electric Locomotive Tests 563 

Electric Railway Investments 24, +S42 

Financial 698, 763 

Track and Roadway '. 26 

N.w Y.uk Northern. Track and Road- 
way 369, 406 

New York Rapid Transit Commission — 

Abolishment of 167 

Governor Hughes Recommends Abol- 
ishment +2, 18 

New York Switch & Crossing Co . 63 

Newark. N. J„ Track and Roadway 369 

Newark Martinsburg & Mt. Vernon Trac- 
tion Co., Track and Roadway 441 

Newcastle & Wilmington Street Rail- 
way. Terminal Station 410 

Newcastle Union Railway. Incorporated. 58 
Newell Street Railway- 
Rolling Stock 240 

Track and Roadway 630 

Newport ,y- Alexandria Traction Co., 

Financial inn 

Newport News & Old Point Railway & 

Electric Co., Rolling Stock 101 

Newton & Northwestern — 

Electrification «672 

Financial 100 

Rolling Stock '.'.'. 836 



Newtown Electric Street Railway, Finan- 
cial 171 

Niagara Gorge Railroad, Rolling Stock.. 

372. (09 

Niagara St. Catharines ,v- Toronto Rail- 
way — 

Car Houses 764 

ng Stock 308 

Track and Roadway 98, 169 587, 761 

Nieboll. H. A., Interurban Limited Car.. n60 

Nlles-Bement-Pond Co 209, 68 I 

Niles Car & Manufacturing Co., Orders. 

--'. 101, 172. 209, 27.",. 308, 840 476. 507 
540. 569. 699. 836 
Nipissing Central Railway. Track and 

Roadway 72'.' 

Noiseless Car Wheel Co 570. «635 

Norfolk (Va.) & Ocean View Rail] 

Financial :;71 

Norfolk & Portsmouth Traction Co. — 

Financial 171. 664 

Improvements 556 

Power Plant 

Rolling Stock 101, 14" 

Track and Roadway us 

Norfolk & Southern Railroad. Rolling 

Stock 308 

Norfolk Railway & Light Co. 

Dividends 732 

Service to Jamestown Exposition 525 

North Alabama Traction Co. — 

Car 1 louse 208 

Financial 41:: 

Park. New Decatur. Ala 202 

North American Co., Financial.... 

North Dakota Railway. Incorporated.... 140 

North Jersey Street Railway. Indicted 

for Inadequate Service 47" 

North Midland Electric Railway. Power 

Plant 27 

North Shore Electric Co. — 

Pneumatic Ash-Conveyor *163 

Rolling Stock 409 

Northern Cambria Street Railway, Track 

and Roadway 833 

Northern Colorado Power Co., Substation 47:; 
Northern Electric Railway — 

Description + 7."A 

Rolling Stock 172. 340. 764 

Track and Roadway. .. .26, 98, 630. 761, 879 
Northern Engineering Works 

444. 6(13. 635. 699. 764. S36. SX3 

Northern Indiana Railway, Financial.... 139 
Northern Ohio Traction & Light Co. — 

Dividends 698 

Financial 100. 139, 602. SM 

Power Plant 173 

Rolling Stock 208.27.". 

Track and Roadway 59, 473. 537. 630 

Northern Texas Traction Co. — 

Substation 631 

Track and Roadway 

59, 169. 205, 272. 473. 761. 79.". 

Northern Traction Co., Track and Road- 
way 4"7. 879 

Northwest Engineering Co 700 

Northwestern Electrical Equipment Co... 309 
Northwestern Elevated Railroad — 

Financial 371. 797 

Ravenswood Extension *810 

Rolling Stock 507 

Track and Roadway 59, 272, 661 

Northwestern Ohio Electric Railway, 

Track and Roadway 537. 699. 695 

Norwich Colchester & Hartford Trac- 
tion Co.. Incorporated S77 

O 
Oakland (Cal.) Traction Co.— 

Financial 308 

Rolling Stock 2ns 

Track and Roadway 369, 504. 507 

Oakland Traction Consolidated Co. — 

Rolling Stock 1111 

Wage Increase 238 

Oakland Transit Co.. Rolling Stock... 444 
Oakwood Street Railway (Dayton. O.l. 

Car House 240 

Ocean Shore Railroad. Track and Road- 
way 237 

Ocean Shore S: Eastern Railway — 

Incorporated 336 

Insulators. Test of. for Exceptional 

Service *779 

Track and Roadway 441 

Ogden Rapid Transit Co. — 

Rolling Stock 764 

Track and Roadway 680 

Wage Increase 33 1 

Ohio & Southern Michigan Interurban 

Railway. Incorported 832 

Ohio & Southern Railroad. Track and 

Roadway 630 

Ohio Brass Co 277. 341. 798 

1 Satalogue «839 

Tomlinson Automatic Car Coupler *541 

Tools for Overhead Construction *668 

Ohio Electric Railway — 

Financial 7.1:; 

Incorporated 728 

Ohio River Electric Railway & Power 

Co., Annual Report 64a 

Ohio Traction Co., Dividends 602 

Ohlen. John, & Sons Manufacturing Co.. 604 

Ohmer Fare Register Co 540 

Oil. Saving of 71.". 



ELECTRIC RAILWAY REVIEW 



Oil & Waste Saving Machine Co.. Centri- 
fugal Oil Filter '509 

Cup, Automatic *71_' 

Fllter. Centrifugal ' 

Electric Railway. Track and 

It;:'. 4>>7. >\<A 

nil City, Okla.. Track and Road- 
way 369 

Oklahoma City Electric Railway Terminal 
in. Incorporated 

Oklahoma City F.l Ri - Uiweateni 

Interurban Railway — 

ited 

Tr'ik and Roadway 7J9 

• ma City Rapid Transit Railway, 

porated 

nma City Railway — 

Development of 293 

. - - 110. 764 

Terminal Station 

Track and Roadway 98. 566 

Railway, incorporated 96 

. Street Railway. Financial 61 

Street Railwav. Track and Road- 

879 
II Bluffs Bridge i '••.. Pare 

ii t 434 

i ,v council Bluffs Street Rallwa 

373. i!34. 733 

Financial U'O. 698 

1 1 >wer Plant 59, 600 

trig Stock 17:. 508, 340. 540 

Shelter Stations 699 

29 

Substation 99 

Track and Roadway 

81, 796, 879 

W . 'Us 

Nebraska Central Railwav. 
k .m. I Roadwa] 

i A Beatrice Railway — 
of Fr.-ight with Steam Roadst212 

Track and Roadwav 188, 272. 537 

665 

Electrification '8141 

Financial 797 

■ I 792 

•a A Mohawk Valley Rail- 

k and Roadway M 

o I.lgi.t ,v Traction Co., Powi i 

73t> 

A Navigation Co., Incor|Mi- 

793 

Opera! 

Announcing I *7"2 

Application of Eight-Hour Day In San 

Fran, lad f606 

tering Indlanaixilis In 1906 96 

City and Interurban Can over city 

ks 556 

Date] r. i».rt-. Memphis Street Rall- 






•189 



nlng In Large cities 

Ejectment from Platform »2 

Helpen for Conductors In Rush Hours IS6 

Hoods for Open Platforms *753 

Indianapolis -Fort Wayne Route, Pro- 

66 

Electric Private Car. 
to Indianapolis. Ml 



7-M 
: h nv.r. »:. 
Rig!. : ilng Point 

Powei for Pumping 

Minn. . 

, . ;, I 

■ riling Aci Idenl 

■ 
nmen Aid In 

- •;•- 27 

I I 

'o. — 

■ 
89, 899 

17.' 

- 

•7n 

in i 

■ 






.•::•■ 

I 



Pacific A Oregon Railwav. Track and 

Roadway 

Pacific Electric Ralta 

bar Axles from Scrap Iron 

Feeder-Handling Derrick '813 

- -line-Driven Emergency Tower 

Wagon 

s 410 

Standard Couplets »646 

Track and Roadwa) 142, 5 i ;•■ 

Waiting Station 7'.'N 

Electric >* Manufa ttui Ing Co., 

Switches. . 'SIO 
Pacific Express Co., Contracts With 

Electric Lines 602 

Pacific Tra. lion . 

Car House 664 

Power Plant 808 

Wescott Tracklayer *MS 

Track and Roadwa) jn.",. 442 

Packings, Leather, Detroit Leather 

Specialty Co 

Padu - ei n Electi I. Railroad- 
Incorporated 804 

Tra.k and Roadwa] 806 

Ki i Traction & Light i 

I Uvtdenda 

Painting. Through Tracks tn Shops .. 
Palestine -i 'orsl. trimn Railway, 

Trai k and Roadw ay 

Palmyra .v.- Campbelltown El. trli Street 
Railway, Incorporated 

illway A Powei 

Incorporated 

Track and Roadway tm 

Pant. is. it.- Oo 608 

Pans ,v Northern Traction Co., Incor- 
porated 7'.':: 

Paris Traction Co 

Financial LOO 

Tra. k and Roadway 869 

Parkersburg Marietta A Interurban Rail- 
way. Track and Roadwav .VI7. 661 

Parks — 
Chicago ,\i joii.t Electric Railway, 

I '• ilu -I »224 

Qreen Baj (Wis.) Traction Co 94 

Intel national Railway Co., Olcotl 

Beach, Buffalo 802 

Muskogee Electric Traction Co 7s7 

North Alabama Traction Co 202 

Phlladi Iphla R ipld Transit Co., Willow 

Clove 

Pittsburg Railways Co., Abandons 23 

Toled,, Railway A Light Co., I ittawa 

Hca.h 166 

Twin City Rapid Transit Co Big 

d 

Parry. R. W.. Boiler Room I: "721 

Ii a. i La I lanyada A Los Ang 
Ry.. Track and Roadwaj . 442 

• i Rallwa » A p o« .1 Co 

II Is for Open Platforms *7.V. 

Pas.... Idaho. Track an.l Roadway. 879 

Pa — 
Bristol Bell Line Rallwa I3G 

Kokom.i Marlon A Western I '. 

tlnues 

Ohio Railroad ilon Ruling 

West Chestei Street Rallwa] Abolli 

P. it IS Foun.li \ 6G I 

Patt.n. Paul R.— 

Motoi i. in ■ 'HI 

Ticket I ,....»478 

Pawoatuck Vallej Street Railway, Pli 

B81 
Pawling A Harnlsi 700 

k-Cleanlng.. 
Peeksklll Lighting ,v Railroad Co., Rolling 
st... k 

Insula Railway, Tra< k and Ro id» i 
Peiin A Franklin Street Railway, Rolling 

Penn poi ated 

Ittai 
Financial 

p. nri-% l\ .ml. i R.illi oad 

lion, Progress of 19 

Rolling St.. : 

Hon In p 

■ 

Ington Rallwa) I 

trl. Co I 

Pel • 

i 
im Ington 

W . 

19 



Perklomen Valley (Fa.) Ti In- 
corporated 

P> '■ > Track and Roadway. . 

Petaluma .v Santa : :■ . ty, Pas- 

ition 

Perolln, Dustless Sweeping Compound.. 4 
Philadelphia- 
Municipal tl.is Plant t::i:; 

Traction Situation 

135, f243, 862, 301, 102, 568 693, 798 

Philadelphia .v Easton Railway, Financial 7n7 
Philadelphia ,v < '..it i et tt'oi .1 Street R 

way, Track and Roadwaj 107 631 

Philadelphia A Westchester Traction Co 

N.w Cars ",'.\7 

Terminal Station »s 

Philadelphia .v.- Western Railroad 

Construction '7711 

Financial 797 

Long Cross-i >\ era 

Rolling Stock 

Terminal Station. Philadelphia »8 

Ti-a.k and Roadway r.:i7. 599 730 

Philadelphia Co 1 Pittsburg 1, Financial 

2ii7. 602 

■ Iphla Rapid Transit 1 to 

Financial 171, 207, 175, 506, 802 

Freight Set vice in\ estlgatlon 166 

.Market street Elevated Rallwa] Opened*31G 
Mai ki t Street Terminal, P la.. *8 

Ni « I Irdlnance 616 768 

Park at Willow Grove 

Pi. in for Xew Franchise 

Power Plant L69 

Rolling Stock 208 ill 

Settlement Plan. Directors Acl on. 1 243, 262 
Street Rallwa] - Plans for 1 111 - 

proving 

Subwa) Exits to Department Stores. 

Track and Roadway ii:ll 

Transfers :..; 

Terminal Station . . . . '8 

Philadelphia Vallej Forge A Suburban 
. 1.1 

Incorporated 698 

Track and Roadway 

Phoenix ,v- Western Development Co., 

Incorporated *77 

Pledmont-i 'arollna Railwav . 1 irporat - 

ed 

I lion with Pub- 
lic Si 1 v Ice < 'orporations 

and Power SI ins 1 1\ 

w 

•21. >.".::. •182. M98, »281. '2iM. »298, 
•::::i •::.._• 100, »435, *467, •662, '694, 

•7vs 

Pittsburg 1 

Incoi porated 

Subwa; . Proposed 

burg .v Biiti.t Stri ■ I Rallwa] 

riptlnn •:. 17 

1 luard Rail 1 instruction 

Shopi 

Track and Roadwa] .. h'7. r.::7. 599 

Pittsburg A Westmoreland Rallwa] 

Rollins Stoi k 569 664, 7^" 

Ti .1, k and Roadway 
Pittsburg Harmony Butler ,v New I 

tie Rallwa) . Rolling Stock. 
Pittsburg Mi Keesport ,v Qreensburg 

Rolling St.., k 109 

1 1 1. k .in. 1 Roadwaj 
Pittsburg 1 

trays 

1 1. in. i fot i ' luctoi L86 

■ 
Roadwa] 

104, 139 

put burg B. rew a Bolt Co 

Steel Co I" ' 

pin- in 1.1 Eli ctrli Streel Rallwa] 
1 in in. iii 

!'"« 'I II .III 169 

Rolling Slock 
Ti k in. 1 Roadwa j 
Plalnfield A sterling Rallwa) Track and 
Roadv .v 

1 III I 'olll lol, I '-... of I 'ollt 1 

1 pot Ittl I 

Manufactui Ing Co 1 1 1 

Point Loin. 1 Electric IC.illv 

rlwa) ... 59 

Pol. 

iii Denvei 

1:. Infon • .1 

I ',.||. |.l. 

Polk, II II Model hlng 

M.i 

• I ■ 

P.K.IIlIC Mot. II- Oil 1I11 

Pooling Repah - on Bmnll Ro Id 
'rtliui Eh ■ til. S' 
1, .m.i 1:., 1 

1 

Pol I 

d ■ 

II II 1 1 



ELECTRIC RAILWAY REVIEW 



Portland & Northern Railroad 

Incorporated 093. 72S 

Track .mil Roadway 796 

Portland (Ore I Eastern Railway, In- 
corporati d 760 

Portland Rallwaj 

ib House 28 

Financial 

Portland Railw ly Li sver Co.— 

Casadi i i S '608 

Dividends 791 

Financial '•"- 

Pas i initial 

Power Plant 



Substation T637, "Ml 

Terminal Station 603, 798 

Track and Roadway 869, 505, 761 

Transmission Line 600 

Union Passenger Terminal, Portland. 

Portsmouth Street Railroad & Light I 

Cat House 29 

financial 172 

Power Plan) -'• 

Track and Roadway 

Postmaster General, Annual Report.... 

Potomac Ele trli I 'ow - i ing- 

ton, L>. C„ Tube-Generating Plant. .*747 

its & Wapplnger Falls 
Electric Railway, Financial 881 

r.>w er — 
Cost md Sale ol By G. ll. Kela ty . - 
Use of Feeder Diagrams +412 

Power Consumption with Trailers f378 

r Distribution lss 

Power Plants — 

Ash i item *163 

Boiler Design. By A. Bement 92 

Boiler Room Employes t279 

Boiler Room Kocords *721 

Coating Boilei Tubes with Graphite.. t212 

Comparison of Curves +7ol 

Condensing Versus Steam-Heating 1*79 

i tosl ot i iperation In Massachusi 

Design, Modern Tendencies flS'i 

Development fl76 

Economizers t768 

Employes, Efflciency of Labor + .6, 

Employment ol Chemist for Boiler 

riant f24 ■'• 

Hudson Companies at Jersey City, 

N. J 15 

Illinois Tra<t ion System. Peoria '251 

Motor-Driven Steam Valves t447 

i A i Noteworthy Saving in ilil 715 

Piping. Inspection of f!75 

Protective Devices t571 

Railway Power for Pumping t803 

Seattl.- Electric Co. at Georgetown.. *844 

Roanoke Railway & Electric Co 896 

Smoke Prevention t769 

Specific Heat of Superheated Steam. . t">"' ; 
Spj Run Generating Station, Ft. Wayne 

& Wabash Valley Traction Co *352 

Standpipes, Freezing Prevented with 

Lamps t280 

Stations for Reducing Cost tS04 

Tests of Turbo-Alternator *623 

I se of Producer Gas. By G. W. Bis- 

sell T475, *616 

Water Supply |144 

Power Specialty Co 765 

Power Stations and Piping Systems. F:y 

W. I. Morris 

♦21. *53. H32. '19 1 -. »231. •264, 'J 

•331, *362, MOO, *4.15. *467. *562, *694, 

•626, •655. '722, *755. »788 

Prairie State Tra. li.it, . 'o.. I] in 

Pratt & Whitnej Co 634 

Presidio & Ferries Railroad. Track and 
Roadway 98 

Pressed Steel Car Co 277, 110, 603 

Orders 44) 

Preston Cat & C ih Co 699 

Pries Publishing Co 241. 

Prosser Ti action < v.. — 

Incorporated 203 

Track tin. 3 Roadwas 169 

Protective Devices in Power Plants... 

Providence & Burrlllvllle Street Railway. 
Track and Roadway OS 

Public Relations and Capital Interests, 

New England Street Railway Club.. 708 

Pubiit S ration of New Jer- 

Powt : 11 i"t 169 

Problems Confronting 484 

Rolling Stock 372 664, 797 

- at Camden *643 

Shops. North Jersey Division *::47. »380 

Track and Roadway 

Public Sen lei < !oi poi ations l fenry J. 

SI OWS Need .if CO 

Public Utilities, New Jerses 471 

By Tie. mas N. Mi Carter 4S4 

Public Utilities Bill of New York 

+ 4J\ 461, 691, 72.;. fi 

Public Utilities. Wisconsin f80.4 

Puel.la Atlixco & Metep I trie Rail- 

way. Track and Headway 761 

Pugel Sound Electric Railway — 

Dividends 797 

Finan. ial '. 539 

Freight \\ 664 

Investment in Timber Lands +575 



Rollins Stock 

Track and Headway 599, 695 

'•Is 

itional Railway & 
Powei Co.— 

Incorporated 

Track and Roadwaj *33 

Sound Skyhomish & Eastern 

Kail.' 
It; 

Track and Roadwaj 

Pullman Co I Men 

Pullman La Cross. & Columbia River 

Railroad, Track and Roadway 833 

Putnam, Henry St Clair, Substitution ..f 

the 1 ' i the Sti am 

I nr in '150, 1-176 192 

Putnam S Rhode isl i Street Railway, 

Incorporated 72* 

Putnam -y Westchester Traction Co., 

i, and Roadway 205 

Puyallup Valley Northern Transit Co., 

Tra.k and llnti.lwav 369, 537 



Radford Water Power Co., Rolling Stock 569 
Rail Bonds — 

Brown Plastic *66S 

Clark Soldered *32 

Welded 

Kail Chair, Gilchrist '838 

Rail Corrugation. American Engineering 

Association 351 

Rail Joint Company of Canada. Limited 341 

Rail Joint Company of New York 141 

Rail Sections, Standard. Fly C. c. Reel 

75. •Ill, "112 

Rails — 

Corrugated fl03 

T-Rail. Columbus Council Prohibits.. 
Railway Commercial Training School.... 62 

Railway Safety Appliance Co 764 

Railway St.-,; Spring Co 873, 410 

Railway Traction Construction Co 603 

Raleigh & Durham Passenger £ Power 

Co.. Track and Roadway 169 

Randolph. Isham. Work of the Sanitary 

District of Chicago B73 

Ranier Electric Co.. Track and Roadwaj 195 
Rapid River Eight .y- Traction Co.. Pow- 
er Plant 27 

Rapid Transit Railway (Dallas, Tex.), 

Financial 61 

Randall Tram-Rail Co 101 

Rates — 

Steam Road Switching. Discrimination 23 
Rates. Freight — 

Joint, with Steam Reads 57. 355, 535 

Suit to Compel 167 

Minnesota Commodity Reductions 

57, 159. 22". 255 

Tariffs, Joint Electric and Steam. By 

Charles E. Flagg 36 

Rates, Passenger, Decision of Ohio Com- 
mission on Rate Discrimination 591 

Rawortli. A.. Regenerative Control ... .+34. *47 
Ray, William T., Future of the Steam 

Boiler 493 

ding Afterthought & Northeastern 

Railway. Incorporated 2.1 

Reading (Pa.) Traction Co., Dividends.. S35 
Reagan H. C, Pittsburg & Butler Street 

Railway, Description *547 

Recording Fare Register Co 699 

Type-G Register *27S 

Recort 

Boiler Room *721 

Equipments, Lima & Toledo Trac- 
tion Co '359 

Form for Recording Pile-Driving Prog- 

;ess »434 

Purchasing Department, Denver City 

Tramway Co 427 

Student Memphis Street Railway *9o 

Red Bank. O., Track and Roadway 59 

i;.il linn ,y- Airvllle Traction Co., Track 

and Roadway 205, 47:: 

Redlands, Cal., Track and Roadway.... 369 
Redlands & Yucaipe Electric Railroad — 

Incorporated 203 

Track and Roadway 306 

Redlands Central Railway — 

Incorporated 59S 

Track and Roadway 695 

Reed, Francis Co., Track Drill *7uo 

Reel. C. G., Standard Rait Sections 

75. '111. »112 

-•.is Recording Fare *27S 

Reliability of St.;tm and Electric S.-rv- 

ice Compared |68 

i, N.V., Track and Roadway 442 

haw, Clarence, Recent Improve- 

ts in M"t"i s ami i 'i.iitrol *S59 

Revolute Machine Co 

Rhode Island Co.— 

Car House 101, 7'I4 

Financial 

Rolling Stock 5«7 

Vestibules on Cars 166 

3 for Extra Employes 93 

Wage Increase 597 

i; II.. Operation and Construction. 

Elkin .v P.. -Hi. lei e Railway »322 

Lake. Wis.. Track and Roadway... 23' 
Richev. A. S., Car Testing 320 



mond. Ir.d . Track ami Roadway. 138, 272 
Richmond ,y Chesapeaki Ba; Railway — 

Terminal Station 172 

• 206, 879 
FUdgway & St Mary's Street Railway, 

k and Roadwa v 

mo .v Engine Co. ,27- 

Right of Way at lie is. . . . +67 

Rio de Janeiro Tramway Light .v Power 
Co.— 

Financial 835 

hug Stock 797 

Away, Trolley Poles in Denver *531 

oka Railway & Electric C 

I hvidends 797 

Power Plant 27. 272, 341, 396 

Rolling Stock 

■id Roadway 26. 306 

Roanoke (Ya.i Traction Co., Incorpo- 
rated 

le.l.i its .y- Abbot) Co.... 30 

Eastern Rapid Railway, 

Financial 14o 

Rochester Corning & Elmtra Traction Co. — 

Financial 602 

Supreme Court Decision in Reparallel- 

ing Steam Railways +412 

Track and Roadway. .369, 142. 537. 631, 661 
Rochester Railway — 

Dividends 634. 881 

Financial 140, 634 

Rolling Slock 

Track and Roadway 407 

Rochester Railway & Light Co. — 

Dividends 

Financial 14o 

Power Station 27 

Rochester Scottsville & Caledonia Elec- 
tric Railroad. Track and Roadway... S79 
Rochester Syracuse & Eastern — 

Financial 172 

Rolling Stock 

Track and Roadway 795 

Rock Island Construction Co., Incorpo- 
rated 236 

Rock Island Southern Railroad — 

Financial 61 

Track and Roadway 

Rock River Traction Co., Financial 29 

Rockford & Interurban Railway — 

Rolling Stock 140 

Track and Roadway S79 

Wage Increase 139 

Rockford Oregon & Southern Railway — 

Incorporated 660 

Track and Roadway 369. ate 

Rockland South Thomaston .y- Owls 

Head Street Railway, Financial 4"S 

Rockland Thomaston £ Camden Street 
Railway — 

Power Plant 762 

Rolling Stock 308. 372 

Rockville & Stafford Springs Street Rail- 
way. Track and Roadway 695 

Rockville Broad Brook .y- East Windsor 

Street Railway. Rolling Stock 240 

Rockwood & Bakersville Railway, Incor- 
porated 

Roller Skates. Ball Bearing »510 

Roiling Stock- 
Orders in 1906 +3 

Wrecking Cars +841, «866 

Rome. Ga., Track and Roadway 

Rome (Ga.) Railway ,y- Light Co.. Finan- 
cial 29 

Rome (X. Y. i City Street Railway, Fi- 
nancial 

Roodhouse-Virden Railway. Track anil 

Roadway 272. 306 

Rosedale Kan.. Track and Roadway.. 306 
Rosenberger J. L., Recent Electric Rail- 
way Legal Decisions 

19. 51, 199, 2::::, 26.;. 299. 3::::. ::.;::. 401, 
4.:7. 468, 595, >■-•'■ 656, 690, 724, 7>: 7-:' 

Rossiter, MacGovern Co 634 

■ Converter Substation. By F. R. 

Schuchardt + 1. 12 

Rotary Converters +1 

Economy in Operation 12 

Synchronizing and Starting 12 

Roundey, E. P. — 

Tie Plates and Rods 44. 73 

Track Construction in Paved Streets 
Routes — 

Announcement of Changes in 

Proposed in Chicago Ordinances »480 

Royal Manufacturing Co.. Grinding Ma- 
chines »173 

Rules. Benefit of Publicity 

. Rumford Falls & Bethel Street Railway, 

Track and Roadway 631 

RushmOre Dynamo Works 883 

Russell Car & Snow-Plow Co g09 

Russell Fork Railway. Track and Road- 
way 661 

Russellville, Ark.. Track and Roadway. 
Rutland (Vt.i Railway Light & Power 

Co.. Financial 

Ryerson, Joseph T., .y- Son (76 

S 
imento Electric Gas .<.- Railway — 

1 'ar House 309 

Rolling Stock 540. 732 

Track and Roadway 306 



ELECTRIC RAILWAY REVIEW 



Wage I: *3!> 

Safer rnational Exposition 95 

Saginaw O E Railway — 

Incorporate* 1 25 

Track and Roadway 369 

St. Hel< ns P ibli • Servi ■ Co Track and 

Roadwav ■ 795 

Valley Railway. 

" 61 

St. Joseph Railway Light Heal ft 1 
Co.— 

Dividends 

Financial 6S8, ■ 3 - 

Four-Cent Fare Discontinued 334 

Track and Roadw., 761 

St. Joseph Savannah ft Northern Interur- 

ban Rv.. Track and Roadway TO 

St Jos. i'h Valley Traction Co. — 

Finan,ial ... - 3 9 

3 06. 6 31 

Mo. — 

lfi 7. - 35 . ;3S 

Tr.-. 396 

St 1. Ileville El' 

.ht with Steam 

•■•••v;*- 12 

St. Louis .\: Suburban Railway. Financial 

St ! -.ampaign Rail- 

69o 

- 

96 

y ■-■ 1 '" ,s 

■ninal Rait 

St I • -hern Railroad. 

■* ; 3 ?i 

W. -t-rn Rail- 

661 
1'rac- 

• rporated 

Paul. Minn.. Sei 366 

a ay— 

* 9 ' 

Wat *>-? 

nd Roadway 

Railway— 

i .rporated 36 » 

y 537 

k 540 
761 
ban Railway. Incorpo- 

• ■ ■ 

San Bernard!: Traction Co.— 

- - -**S£- -il 

Tr - 

San lc Railway — 

764 



MM 

■ 

■ 

500 

Rall- 

'• 

• 50a 
nd & San Jose Rall- 

' 

ps 

•866 

- 
■ 

• ay— 

H • ■ : ■ 

■»n<l '' „. 

■ 



:inah Electric Co.. Rollins B 101 

er-Man Electric Co 444 

J. W.. Proposed D< - 

Track 'TIS 

Schedu 

.1 and Express Service, Xew York 

+ 1 

abilitv of TtoDj 
- .-.1 Limit Washington. L>. C 94 

Financial 

Rollins Stock M 

- 

Track and Roadway 

- 

>ns tli !-' 

Schuylkill Valley Traction Co., Track 

iway m, 337 

ostructlon C 508 

Incorporated 503 

Scioto Valley Traction Co. — 

Financial 

crimination, l ■■ Islon of 

Commission on 

Rolling Stock IT': 

Track and Roadway 

Training of Motor Men .... '■-- 

II W. U - I 'en- 
tity Tramway Co "l^o 

ton Railway — 

Car House 

Power Plant 

Track and Roadway 169. 237 

nser. Boa 

ire Municipal Railroad — 

Incorporated 137. 336 

Track and Roadway 

Portable Spring *717 

Track and Roadway 661 

& Manufacturing Co., Orders 

it:. :i» 

Ue-Ctieian-Spokane Railway. Incor- 

-'1 

Seattli Co. — 

Adjusting Street Grades *aji 

' '•■ - 

wer Plant » 

At Georgetown " v " 

- - 

Track and Roadway 

439 

: Interurban Railway. 

k and Roadway 

Seat' - 603 

Seattle- Tacoma Interurban Railway. 

Tra' k and Roadway 761 

rity Register & Manufacturing 
Seli- Rnll- 

Track and R lw:.v 9x 

Sp1„ - - rban Railroad. 

Track and Roadway 

Stni 

lit Regulation ' I 
lit Ordinances Enjoin i 
How ...T701 
Milwaukee Electrii Investigation 


< Traffic. Interferon- 
Toronto. Dei Islon 

Service in 

Toronto 1: 

Line Railway. IneoT] 
Track and Roadwav 

I 



Strike 



Shannnhan J N 

Hwav Assoctat 









.n Hill ■'- 
Incorporated 
Shawlnlgan Falls Terminal Railway, 
Irig Pt."k 

Financial 

Rolling SI 



rgnnl/ 



go r 



A^.'llr,: 

■ 

tr,.. RbMbl '• ' • I ' • ' : " 

■ 



S — 
Con 
Knoxville Railway & Light Co.. K 

Tenn M'.'S 

Mot ::i5 

Nashville Rail-.- 

ville ' 

Paint. Handl. S ' 

Lamp - 

Camden. N. J 

Nortl on 

United Railro 

Wi - ii a in Wheel Room. 

trie Railway, Track 

5, 600 
port Traction Co. — 

Car nous.- 

pa 

Is — 

National ' 

Int. Rapid Tra 

New York Commission Adopts Draw- 

brldg 

Surprise Tests, I 

Railway 



Block— 

Automatic 

Multiple Interlocking Recording '573 

Sillker Car w.. r ks 101 

Silver Belt Railway, Track and 

Roadway 

Simmons, P., Track Construction In 

Paved sti. • is 75 

Simplon Tunnel. El. 51 

- 

Mil 
- _ 

tern, la H C. Hoagland... 
City ft Ireton Interurban B 

k and Roadway 370 

Sioux '"in Traction • 

Pow< r Plant -38 

T32 

Track and Roadwaj 730 

., F. Us (S D.) Ti 

Track and Roadway 



.S3 

P.. .v Co -76 

Uklnson '14 

ma ft Lake County Railway, Incor- 

ted 565 

Skim f"r Interurban 

and Cltv S 

Smith, li r. in 

Smitl 

and int. rurban I 

Tra. k- 556 

Smith. Peter, I 

Smith Improved I k Nut Co 1.4 

Smok 

ad. Track 

Soldering, Blake Tube !■' la 

Somerset Water, Light ft Ti 

- 

Fin 

98 

•' 
lew of i ', 

' £IUI 



no 



xviii 



ELECTRIC RAILWAY REVIEW 



Track and Roadway 407 

Southern Michigan Railway, Track and 

59 

Southern Pacific Co.— 

Electrification .- 50 

Power Plant 288. 887 

Purchase of Electric Railways '687 

u k and I: 337 

Southern Street Railway, Rolling Stock.. 540 
Southern Wisconsin Light & Traction 

Co., Incorporated 172 

Southwest Missouri Electric Rallwaj 

Car House : ' ;| 

Track and Roadway ... 13S. 237. 600. 631. 79S 

Southwestern Portland Cement Co 881 

Southwestern Traction Co. — 

Abandons Ganz System _S. 

Extension * ■ •' ' 

Financial 29, 

Track and Roadway 98. 695 

Southwestern Wisconsin Railway. Track 

and Roadway 4.3 

Span and Catenary Construction. By G. 

E. Eyeleth *80. *8S 

Sparta -Melrose Electric Railway & Pow- 
er Co. — 

Incorporated 304 

Track and Roadway 337. 442 

Spikes. Railroad. Holding Power 131 

Spokane. Wash.. Track and Roadway. 272. 566 
Spokane & Big Bend Railway. Track 

and Roadway 169. 237, 272 66 

Spokane & Inland Empire Railroad — 

Financial 

Handling Circus Train *S72 

Passenger and Freight Station 66;, 

Passenger Station 836 

Rolling Stock 172. 240, 764, 836 

Track and Roadway 

59. 138. 2:05. 306, 370, 730 

Spokane & Inland Railway — 

Electric Locomotives 50 

Freight House 275 

Rolling Stock 507 

Track and Roadway 99, 566 

Spokane-Pend d'Oreille Rapid. Transit 
Co.— 

Rolling Stock 62 

Track and Roadway 661. 8.9 

Spokane Terminal Co.. Electric Terminal*148 

Spokane Traction Co.. Rolling Stock 101 

Sprague. Frank J. — 

Electric Trunk Line Operation 6S5. 719 

Safety of Electric Locomotives 390 

Springfield. 111., Incorporated 336 

Springfield. O.. Financial 61 

Springfield & Eastern Street Railway, 

Financial 698 

Springfield & Southeastern Traction Co., 

Track and Roadway 26. 9S 

Springfield & Xenia Transit Co.. Finan- 

cial 29 

Springfield Beardstown & Quincy Rail- 
road. Incorporated 760 

Springfield Belt Railway. Track and 

Roadwav 695 

Springfield Clear Lake & Rochester. In- 
terurban Railwav. Track and Head- 
way 370. 505. S79 

Springfield Consolidated Railway — 

Car" House 79S 

Financial 408 

Track and Roadway 631, 730. 834 

Wage Increase 94 

Springfield Railway & Light Co.. Rolling 

Stock 569 

Springfield (Mass.) Street Railway — 

Financial 40S 

I' i' Plant 401 730 

Rolling Stock 275 

Track and Roadwav 538. 695 

Springfield Troy & Piqua Railway — 

Track and Roadway 566 

Wage Increase 170 

Springfield Wilmington & Cincinnati 
Railroad — 

Financial 207 

Track and Roadway 169, 661, 76] 

Sprout. Sidney. Test of Insulators for an 

Fxecptional Service *779 

Squirrel Hill Street Railway. Incorpo- 

d 368 

Stafford Springs Street Railway. Track 

and Roadway 695 

Standard Asphalt & Rubber Co 240 

Standard Coupler Co 62. snr, 

Standard Electric & Plie-nlr-al Co 275 

Standard Motor Truck Co 27<; 

Standard Railway Equipment Co 444 

Standard Underground Cable Co 141 

Standard Varnish Works. Insulating Ma- 

t > ■ 1 i : 1 1 838 

Standardization — 

Brakeshoes *679 

Central Electric Railway Association.. 593 
Renort of — 

Committee •67B 

Biers +S42 

M. C. B. Counlers for Interurhan Cars.«646 

Trunk Lin» Operation *150 

Stanley. A. H.— 

Rail Joints 77 

Track Construction in Paved Streets.. 75 
Stank-., n I.. Electric Manufacturing 

Co 733 



Stark Electric Railroad. Financial. .. .61. 172 
Staten Island Midland Railway. Incorpo- 
rated 18 • 

Stations and Buildings— 

Advertisements on Platforms |803 

Boston Elevated Railway Co.. Dudley 

Street Terminal Improvements *164 

Freight Station. Ft. Wayne & Wabash 

Vallev Traction Co *360 

Liability for Platform Areas "411 

Shelter Sheds. Illinois Valley Railway. .'395 

Spokane Terminal Co *14S 

Stations, Brighton Beach Line, Brook- 
lyn Heights Railroad 420 

Station Designs t412 

Terminal Station. South Bend 72. 

Transfer Station, Nashville Railway & 

Light Co *187 

Union Station at Hamilton. Ont 122 

Washington tD. C.) Terminal, Elec- 
trification of 235 

Statistics — 

Canada, Electric Railways 468 

Copper Production in U. S. During 1906. tl46 
Elevated Railroad Traffic in Chicago. 

1906 165 

Rolling Stock Ordered in 1906 +3. E 

Steam, Specific Heat of Superheated. .. .+576 
Steam and Electric Service Compared.. t68 

Steam-Heating Versus Condensing t*79 

Steam' Motor. Value in Interurban Serv- 
ice. By W. C. Wagenhals 520 

Steam Railways — 

Acquisition of Electric Lines 56 

Competition with Electric Lines t842 

Ownership of Electric t637 

Paralleling by Electric Lines 403. 1412 

Progress of Electrical Equipment. By 

Bion J. Arnold 49 

Stephenson. John. Co.. Orders 101 

Sterling Electric Co - ,,s 

Stcrling-Meaker Co 276 

Stern. M. C. Train Dispatching. Modern 

Methods 684 

Steuben Traction Co.. Incorporated 25 

Steubenville & East Liverpool Railway 
& Light Co- 
Car House 873 

Financial 29 

Steubenville & Ohio Valley Traction Co.. 

Track and Roadway 59 

Steubenville Mingo & Ohio Valley Trac- 
tion Co.. Track and Roadway 761 

Stewart. R. G.. Controller Connections.. 330 
Stillw-ell. Lewis B.. Substitution of the 
Electric Motor for the Steam Loco- 
motive *150. tl76. 192 

Stockton (Cal.) Electric Railway, Power 

Plant 306 

Stone & Webster 275. 569. S3, 

Earnings in 1906 MS 

Operative Earnings t703 

Storage Batteries — 

Booster Versus End-Cell Regulation. . 1 3 1 S 

Prevention of Sulphating 477 

Storekeeping— 

Cost of t34, *40 

How to Prevent Leaks *6S2 

Records for Distribution of Supjplies. 

Chattanooga Railways *294 

Stover Manufacturing Co 240 

Stranger Valley Electric Railway. Track 

and Roadway 138 

Strikes — 

Birmingham Railway Light & Power 

Co „ 691. tt>8 

Butte Street Railway 404 

Detroit United Railway 72, 

Louisville (Kv.l Railwav Co 365 

Evansville & Southern Indiana Trac- 
tion Co 691. 727 

Montgomery Traction Co 4,1 

Michigan United Railways Co 471. 501 

Shamokin & Mt. Carmel Transit Co 75S 

United Railroads of San Francisco 

597, 612, 65S. 758 

Utah Light & Railway Co 597 

Venango Traction & Power Co 72, 

Waterloo Cedar Falls & Northern Rail- 
wav 692 

Stroudsburg & Wind Gap Street Railway. 

Track and Roadway 272. 3," 

Stuart-Howland Co 275. 276. 341 

Students. Experiments as Aids *63S 

Sturtevant. B. P., Co 

30, 276, 410. 477. 569. 635. 798 

Substations — 

Attendants Making Repairs + »>" ■ 

International Railway. Buffalo '214 

Metropolitan West Side Elevated Rail- 
way. Chicago *69 

Portable + ' :i ° 

Portable- Rotary Converter. Illinois 

Traction System t6o 

Portland Railway Light & Power Co.. 

+637. '641 

Rotary Converter ^iolo 

Schenectady Railway S09 

Synchronizing and Starting Rotary 

Converters 1- 

Suburban Transit Co., Track and Road- 
way 59 

Subways — 

Boston. Mass £6" 

Brooklyn. N. Y 758 



Chicago 592 

London 624 

New York 

102, 438. 563, 830 

Brooklyn-Manhattan Loop 166. «221 

Lexington Avenue *486 

Local and Express Service tl 

Interborough-Metropolltan Co. Re- 
fuses to Bid t575, 584 

Specifications 166 

Pittsburg 234, 501 

St. Louis. Mo 167. 235, 23S 

Suitman. Ark.. Track and Roadway 730 

Sunbury & Trevorton Electric Railway. 

Incorporated 304 

Superheaters, Tests of 134 

Susonehanna Railway Light & Power 
Co.— 

Car House *6d 

Financial 3 1 1 

Incorporated 336 

Track and Roadway 879 

in Creek Railway. Incorporated 96 

Swannanoa Valley Railway. Incorporated 794 

Sweeping Compound. Perolin *799 

Switchboard, Maintenance t344 

Switches — . 

High-Tension Transmission Lines *3. 

Time. Anderson *242 

Symington, T. H.. Co.. Gilchrist Rail 

Chair *838 

Synchronizing of Rotary Converters 12 

Synchronizing Without Regard to Phase 

Relation *°38 

Syracuse, N. Y.. Track and Roadway 730 

Syracuse & Chittenango Railway. Incor- 
porated 529 

Syracuse & Milford Railroad. Incorpo- 
rated ...| 336 

Syracuse & South Bay Street Railway- 
Financial 308 

Incorporated 368 

Track and Roadway 695 

Syracuse Lake Shore & Northern Rail- 
road — 

Financial *<- 

Rolling Stock "40 

Syracuse Rapid Transit Co.— 
Dividends 



Extensions 



64 



Financial *98 

Shops 444 



Taeoma, Wash.. Track and Roadway 473 

ma Railway & Power Co. — 

Passenger Station 172 

Private Car 234 

Substation 631 

Track and Roadway. .238, 337. 370, 505. 8i9 

Wage Increase 629 

Tampa & Sulphur Springs Traction Co.. 

Track and Roadway 442, 662 

Tampa & West Coast Railway. Incor- 
porated 536 

Tampa Electric Co. — 

Rolling Stock 603 

Track and Roadway 879 

Tanwax iWash.i & Western Railway. 

1 porated °03 

Taxation — 

Brooklyn Rapid Transit Co 433 

Indiana 561. .>'.'. 

Michigan *144 

New Hampshire 201 

New York Franchise Taxes 202. 470 

Tavlbr, R. C, Car Lighting *128 

Tavlor Electric Truck Co 660 

Tecumseh -Norman Traction Co.. Track 

and Roadway 23s 

Tekoa & St. Mary's River Railway, In- 
corporated 44 " 

Telautograph for Train Dispatching + ."- 

Telephones — 
Car Dispatching, Detroit Jackson & 

Chicago 404 

Condensers. Kellogg Switchboard & 

Supply Co *241 

Dispatching Cars, Denver City Tram- 
way Co *2|S 

Electric Railway Service 189 

Reducing Noise T375 

Temple. Tex.. Track and Roadway 8i9 

Tennessee-Georgia Interurban Railway. 

Track and Roadway 442. SS0 

Terminals. Joint Operation of City and 

Interurban Cars Over City Tracks.. 556 
Terminal Stations. See also Stations 

and Buildings. 
Terminal Stations — 

Freight. Ft. Wavne & Wabash Valley. 

Ft. Wayne. Ind *360 

Hamilton. Ont 122 

International Railway. Buffalo 134 

Milwaukee. Wis 292 

Philadelphia. Pa'. *» 

Portland Railway Light & Power Co... 3i9 

Toledo. 64 

Terminal Tracks. Rental of t212 

Terie Haute. Ind.. Track and Roadway.. 33 1 
Terrc Haute ,\i Merom Traction Co.. In- 
corporated 660 

Terre Haute ,*c Western Railroad — 
Incorporated 58 



ELECTRIC RAILWAY REVIEW 



Ni\ 



Tra. k 

Haute Indianapolis A Eastern 
Traction Co. — 

Financial 

Incorporated 336. 440 

Power Plant 795 

Track and Roadway 

Terre Haute Traction ft Light C 
- 

Rolling Stock MR, no. 372 

Tex.irkana Gas ft Electi : tiling 

Stock . 34 ' 

Traction Co. — 

Equipment 13 

Financial ...... 37.' 

r Plant 27 

- ok 634. 797 

Substation 27 

Track and Roadway 

- - 

Thermit Rail-Welding. By M. J. French 

:•;. »83 

.opolis & Hot Springs Street Car 
Track and Roai 
Third Rail- 
Northern Electric Railway 

Proposed 12'»o-VoIt Lin 
Tii": -in.. Track and Roadway.. 880 

Ticket Destroyer. Patten *47v 

Tl.bw Track and 

way 

IV Hates — 

An.i Tie Rods 44 

Malleable Iron 

Ties- 
Concrete, American 

tlon 

Japanese Oak. for Calif.. rni.i 

ntenance of W ntion 

Steel 

Values of Different 42s 

Timber. Effect Of Fire ..n 4''." 

Timber Treating 



Time Switch, Anderson • t ■■ 

Tlmek n .) Rall- 

•v Light Co *147 

Tincley. C. L. S — 

in — 

•■elation 

trie Traction I 

Track and Roadway 631 

Toted - tj,, n 64 

Chicago Interurban Rain. 

Track and Roadway S9, inv 887, ( .; 

Columbus Railway. Ii 

porat. ! .271 

ce Railway. Incorpo 
& Ft Wayne 

'1 566 

761 

Railway — 

•687 

1 

.... 

'72. 47." 

ndllng 

Rolll! | 

troll Rail.'. 

-toria A 

'■ 

Railway — 

• — 
- 

' II" 









trie 



ll 






' 









■ 






Bj F D Jack- 

7 .:. »82 

Pies 

rete Ties. Maintenance of Way 

Conyention 

structton in Paved S ij l 

E. Matthews ... 

i Rails .'tin:! 

Mechanics 



ibility of Steam Road Forera I 
Welding. By P x wils i 

76, *83, 86 

•ial Requirements for 

i.i Rail Construction, Pittsburg & 

Butler Street Railway 

-i (vera 

New Design in San Francisco +7'U 

Proposed. ... Railways. . . . 

Proposed Designs. By J. w. Schauta.. «7 

Rail Bonds. By Thomas B. McMath.. 42-' 

Rail Corrugation t.". 1 .' 

Rail Joints 7,;. 77. 7$. -S3, S6 

Standard 75. •111. «U2 

structlon In Pan Francisco *704 

Relation to Maintenance of Equipment. 

By W. it Griffin 

Removal of Unused Tracks in Ni v. 

York 470 

Safety of High Speed Trains f"l- 

Spikes, Holding Power 131 

Standard Construction in Paved Streets. 
Ft. Wayne & Wabash Valley Rail- 
way »33S 

Standard Rail for Chicago «457 

T-Rail at Ft Wayne, Ind «396 

T-Rail Controversy in Columbus, 0.14, 202 

T-Rail in Paved Streets »lll 

Tie Plates and Rods. By E. P. 

Roundey 1 44. 73 

Ties of Different Materials, Values of 4J'l 

Ties, Steel 7:;, *g2 

Welding. Electric. Bv P. N. 

7fi. *S3. 86 

Welding, Thermit. By M. J. French 

76, »8J 

Track Construction in Paved St 1 

By I K. Matthews 

Track Prills. Reed »700 

Seattle Electric Co.. Adjusting SI 

' trades *<i74 

Track Rental Charging +212 

Tracklaylng Machine We itl •645 

Mark. Twin CltJ Etapld Tl 

Co 

Traffic— 

Chicago Elevated Roads — 

g May. 1307 7I<: 

In 1906 

us Train. Spokane A Inland Bm- 



Joint Agreement 

On - th Bend .V- Nortl 

Indiana Railway 

Michigan Rallwa 
Wlnons I . 792 

Trai 

Train 1 lispati ning — 
Lin ... Ralln 1 

Mod ids on Eli ctrii Ralta 

By II. II. Polk 521 

Trains. High S 

ling 



Tran 166 

In - 

I 

'ling 



- 
Light Co 

nun.. 1 In N.-w York 

■ l in Two I 

'.■Ii 

I' 

717 

••ill 

11 Hid 



Trol Retriever, Mllloy *70'> 

Troll ling and Locating. .•658 

Trolley Guards — 

Automatic 

National »667 

Trolley Hangers, Cement Insulated 

Trolley Span Construction •80, »88 

Trolley Springs, Adjusting f"35 

Trolley Support or.., 

'687 

Trolley Maintenance, Gasoline Ti 

11 for 

Anchoring at Spans • 1 :<7 

Breakage 

Bj M. Baxter 125 

Flexible »722 

Qraphlte, With Bushings t.'.it 

Troy Rensselaer A Plttsfleld Street Rail- 
Way. Track and Roadway 

Tulsa .1 TO Streel Railway, Track and 

Iway 407. 762 

Tunm 

troll River, Electrical Equipment. 

Bast River, New York 

Minis. .11 A Manhattan Railroad 49 

Hudson River 234 

1. "Salic Street CI strayed.... 314 

Metropolitan street Railway Company 

of Kansas City 886 

New fork Railroad 40 

Pennsylvania Railroad 18 

si Clair, Electrical Equipment 

Slmplon, Electrii Locomotives 51 

Thames River 39 

Turbine Plant. Potomac Electric Po 

Co '717 

Tin Lines — 

Influence of Steam Pressures +413 

Operating Features of Reaction 399 

Turbo-Alternator. Test of a 500-Kilo- 

watl «623 

Tuscarora Valley Traction Co., Track 

96 

Lucius, Vi,-«s on Electric 1: 

171 

Tweedy-Randolph Co 733 

Twin «'i!y A Lake Superior Rallwa] 

Incorporated 

Track and Roadway 662 

Twin City I nslt Co. — 

Big island Park Improvements 94 

Dividends 589, 768 

Financial 289, 871 

Substation 

Trad.. Mark M60 

Wat ' ; '-' v 



U 

rjnderfe .1 Stoker Company of Amerl 

875, 604, 635, 

i'n. I, 1 ground Co., London, Fi- 
ll 

Underground Railways, London 



Rolling Si 

in Sardwan 

Ball-B arlng Rolli 1 

illway, Dli 
n 1: nl... 13 . .1 \. w Yoik City, Finan- 
cial 

J 

1 ilyld.-n.ls 

Rolling Stock 

Track and Roadi 

Union Switch i 
1 rnloi 
Union 1 

i'.. 

Rolling Stock 

I 1.1. II i and 

\ Tran 
1 Phllndelphlfl I, Flnam 1 ,1 
t "tilt. 1 
Dei 

Strike 

I I in Hon 

1 
1 Rallwa; 
Vni 

■ 
< 

■ 
I 
. 



7:::: 

878 

7:; 1 
194 
664 

.'.117 



109 






., 1 . 






ELECTRIC RAILWAY REVIEW 



Inarj Report 7:11 

United States Rubbi c Co 62 

United Traction S Electric Co , Divi- 
dends 7i»7 

United Traction ' '<• 

Car Bouse 341 

Financial LOO, i 10, S72, 568, 698, 83S 

.\. w Type ol Car 

Rollins Stock 836 

Crack and Roadwaj . .69, 99, 

Universal Portland Cement Co 

1 i ' o Bellefontalm .v Noi thei n Rail- 
Bray, i Inanclal 100 

Utah Light .v Railway- 
Car House 101 

Financial 100 

i 'Mi.-. Building 569 

Power Plant 59. 99. 505 

Rolling Stock 372, Wt 

Shops 101 

Strikes 597 

Track and Roadway 26, 238, 107, 47;: 

Utica, N. v.. Track and Roadwaj 138 

Utlca & .Mohawk Valley Railway — 

Express Depot 603 

Financial 698, 881 

Track and Roadway 880 

Southern Railroad — 

Incorporated 5S 

Track and Roadway 300, : : 7 < > . ooo, 702 

Uxliridgo ,x- l:lai-kstono Sti-.-.l Railway. 
Financial 835 

V 

Vallejo .v Northern Railway — 

Incorporated 304 

Track and Roadway 370, 702 

Vallejo Benicia & Napa Valley Railroad — 

Car House 569 

Extension to St. Helena 190 

Japanese Oak Ties -j-375 

Rolling Stock lin 

Valuation. Milwaukee Electric Railway.. 202 
Valves — 

Hopkinson-Ferranti »S52 

Motor-Driven Steam ^147 

Motorman's, With Pneumatic Trac- 

Sander *342 

Van Dorn, W. T.. Wheel Guard t.. Pr< 

vent Derailments on Curves *445 

Varnish. Improperly Mixed 227 

Vannango Traction' & Power Co.. Strikes 727 
Versailles. Ky., Track and Roadway.... 169 
Viaduct Between Kansas City, Mo., and 

Kansas City, Kan 297 

Vicksburg, Miss.. Track and Roadway... 169 
Vicksburg Railway & Right Co.. Track 

and Roadway 13s 

Vineenn.s Washington & Eastern Trac- 
tion Co.. Track and Roa.lway.2or>. 370, 600 
Virden .v.- Taylorville Traction Co.. In- 
corporated 472 

Virginia Passenger .v: Power Co S3.; 

Rolling Stock 29, 004. 7:12 

Vogel, H. F., Contracting & Railway 

Supply Co 275 

Voltmeter, Klectroplaters *477 

Vreeland, H. H.. Personality in Handling 

Employes 750 

Vulcan Iron Works Co 172 

W 

Wal & Wawasee Railway. Incorpo- 
rated 304 

Waco, Tex.. Track and Roadway 138 

Way.nhals. W. G.-, Steam Motor: Its 
Value in Interurban Service 520 

Wagenhorst, J. H.. & Co.r.2. 114. 47i;. 1104. 699 

Wages 

Extra Employes 93 

Increases — 

Aurora Elkin & Chicago 876 

Chicago & Xoliet Electrii 629 

Chicago City Railway 439, 659, 720 

Chicago South Bend .V- Northern 

Indiana 535 

Columbus Railway & Right Co...... 535 

Duluth Street Railway 629 

Grand Rapids Street Railway 403, 535 

Holyoke Street Railwav 166 

Int. Thorough Rapid Transit Co 167 

Int.inational Railway of Buffalo.... 691 
Louisville & Northern Railway & 

Lighting Co .' 535 

Louisville & Southern Indiana Trac- 
tion Co 536 

Louisville Railway 236 

.Municipal Traction Co.. Cleveland 7:. I 

Nashville Railway & Light Co 7H1 

Oakland (Cal.) Traction Consolidated 

Co 23S 

Ogden Rapid Transit 334 

Omaha & Council Bluffs Street Rail- 
way 62s 

Pitt=bure Railways 404, 43ri 

Roekford & Interurban Railway....' 4:1:1 

Rl 1. .dp Island Co 597 

Sacramento Electric Gas & Railway 

Co 439 

St. Thomas COnt.l Street Railway.... 629 

s. attle Electric Co 439 

Springfield Consolidated Railway... in 
Springfield Troy & Piqua 170 



Ta .a Railway & Power Co 626 

Twin i uty Rapid Trail It Co 628 

West IViili Hallways 134 

Worcester Consolidated Street Rail- 
way 793 

Trainmen Withdrawing Paj from Dally 

I loll is T 554 

Universal Increase for Conductors and 

Motormen 57 

Wagner Electric Manufacturing Co 569 

Wagner Lake Shore & Armour Rallwa 

Incorporated 030 

POVi ei riant 880 

Rolling Stock 732 

Track and Roadway .' , 002 

Walla Walla Valley Traction Co.— 

- i Bouse 141 

Tia.k and Roadway 107, 566 

Wallace Supplv Co SS3 

Wallis, R. N.— 
Accountants' Convention- 
Depreciation 526 

Walsenburg & Western Railway, incor- 
porated 405 

W'arr.n Co., Track and Roadway 23s 

Warren Electrical Manufacturing Co. 476, 603 

Warren Street Railway — 

Car House 309, 798 

Track and Roadway 880 

Warsaw Street Railway, Rolling Stock.. 208 

Washington. D. C. — 

Electrification of Terminals 235 

Speed Limit 94 

Washington, N. C, Track and Roadway.. 631 

Washington ,v- Martinsville Traction Co., 

Track and Roadway S34 

Washington Alexandria & Mt. Vernon 

Railway. Financial 207 

Washington Baltimore tX- Annapolis Elec- 
tric Railway — 

Car Repair Shop 341. 373 

Railway Station 603 

Rolling Stock 20S. 340 

Terminal Station 470. 704 

Track and Roadway 40, 

Washington Frederick .V: Gettysburg 
Electric Railway — 

Car House *76 

Track and Roadway 473, 631 

Washington Railway & Electric Co. — 

Dividends 664 

Financial 172, 239. 372 

Pension System 24 

Rolling Stock 664, S36 

Track and Roadway 730 

Washington Railway & Power Co. — 

Incorporated 96 

Track and Roadway 538, 762 

Washington Spa Springs & Gretta Rail- 
road — 

Incorporated -> 3b 

Track and Roadway 566 

Washington Traction Co.. Financial.. 372, 664 

Washington Water Power Co. — 

Financial 40S, ssl 

Power Plant "62 

Rolling Stock ■ ■ ■ 764 

Track and Roadway 40,, bbb 

Wason Manufacturing Co 373, 444 

Orders 240, 275. 340. 372. 476. 634 

Waterbury & Milldale Tramway Co.. In- 
corporated 536 

Waterloo Cedar Falls & Northern Rail- 
way — 

Rolling Stock 540. 836 

Strikes ^ 

Track and Roadway <> dl 

Watertown. N. Y.. Track and Roadway.. 205 

Watson. John B.. Contractor's Equipment 172 

Waumandee Railroad. Incorporated 405 

Waupaca-Green Bay Railway. Incorpo- 
rated • • • ■ 137 

Waupaca Electric Right & Railway Co., 

Rolling Stock 732 

Wausau Street Railway — 

Rolling Stock 275 

Track and Roadway =03 

Waverly Sayre & Athens Traction Co.. 

Financial - ' ' 

Wawasee Ligonier Topeka & Lagrange 
Railway — 

Incorporated jjPj 

Track and Roadway 306 

Waynesburg (Pa.) .v: Monongahela Street 

Railway, Incorporated ,; : ,:: 

Welding, Thermit. By M. J. French.. 76. *83 

Wells Brothers Co 665 

Wellsburg Bethany .X- Washington Rail- 
way. Financial 372 

Wendell & MacDuffie 569 

Wesco Supply Co 20S. 764. 799 

West Chester Street Railway Co. — 

Financial 443 

Rolling Stock 140 

Track and Roadway 538 

West End Street Railway— 

Dividends 881 

Financial 372. 506 

West Jersey & Seashore Railroad — 

Electrification 50 

Financial 664 

Power Plant 631 

Power Plant Equipment 173 

R. .lling Stock 29, 172. 173 



Tra.-k and Koadway 272. 002 

W.sl Iviiu Railways — 

Concrete Towers 71:; 

1 Mvidends 531J 

Financial 30s. 602 

Track and Roadway. ...99, 870, 412. 600, 795 

1 llsclpline, -Methods of 296 

Wage Increase 134 

w. st Philadelphia Passenger Rallwa; 

Dividends S35 

West Point I Va. p Tl action Co.. I, 

porated 304, 630 

West Shore Railroad— 

Electrification 50, *S14 

Track and Roadway 730 

w.st Shore Traction Co. — 

Financial -:::i 

Track and Roadway 

W'.si Virginia Interior Railroad. Track 
and Roadway 695 

W.st.-rn Electric Co 141, 241, 373. 508, 765 

Alternating Current Kan Motor *">71 

Ar.- Lamps for Low Ceilings *31 

Western .Massachusetts Street Railway — 

Financial 634 

Rolling Stock 240 

Track and Roadway 59, 306. 795 

W.steni New v.nk iX- Pennsylvania 

Tl a. tion Co. — 

Financial 29, 100, 835 

Substation 730 

Track and Roadwaj 272, 702. s::4. S80 

W.steni Ohio Railway — 

Financial 172 

.Modern Train Dispatching »6S0 

Rolling Stock 140 

Western Railways & Light Co. — 

Financial 634, 732 

Incorporated 693 

Western Society of Engineers 302 

Annual Meting 36 

Electrical Section 94, 234 

Western Wire Sales Co 444. 883 

Westficld. Mass.. Track and Roadway 169 

Westinghouse Air Brake Co 883 

Westinghouse, Church, Kerr & Co 569 

Westinghouse Companies 373. 570 

Westinghouse Electric & Manufacturing 

Co 172. 309, 144 

El.-.tii. industrial Locomotive *884 

Westinghouse Ramp Co 444 

Westinghouse Machine Co 604 

Generators for Brooklyn *142 

W.-ston Electrical Instrument Co. — 

Electroplaters' Voltmeter *477 

Portable Multimeter *574 

W.tzel & Tyler Railroad. Rolling Stock.. 797 

Whall. C. H., Co 444 

Whatcom County Railway & Light Co. — 

Financial 797 

Rolling Stock 29, 732, 797, S36 

Tra.k and Roadway 662 

Wheel Guard to Prevent Derailment on 

Curves «445 

Wheeler Condenser & Engineering Co. . . . 476 
Wheels — 

Car, Interurban and City Seryice. By 

C. Skinner »423 

Steel. Characteristics -843 

White, J. G.. & Co 410, S36 

White Salmon, Wash., Track and Road- 
way 473 

Wichita Railroad & Light Co., Track & 

Roadway 473. 762 

Wilkesbarre & Wyoming Valley Traction 

Co.. Financial 172 

Wilkinsburg East Pittsburg & Turtle 
Creek Street Railway. Track and 

Roadway 370 

Wilkinson, George, Depreciation and 

Reserves f481. 491 

Willamette Valley Traction Co. — 

Passenger Station 634 

Rolling Stock 62 

Shops 634. 665 

Track and Roadway 306 

Williams. D. T., Valve Co 836 

Williamson Traction Co.. Incorporated.. 236 
Wiliiamsport Passenger Railway — 

Rolling Stock 476, S36 

Track and Roadway 834 

Wilmington & Wittingham Co.. Incorpo- 
rated 204 

Wilmington City Railway. Power Plant. 566 
Wilmington New Castle & Southern Rail- 
way. Financial 732 

Wilson. Charles L.. Track Construction 

in Paved Streets 74 

Wilson. H. L.— 

Accountants' Convention — 

Depreciation 528 

Wilson. P. N. — 

Derailing Devices 79 

Electric Welding 76. »S3. 86 

Rail Bonds 79 

Rail Joints 78 

Wilson T. W.— 

Derailing Devices 78 

Rail Joints 76 

Track Construction in Paved Streets. 74 
Winchester & Washington City Railway. 

Power Plant 370 

Window Fixtures. National *278 

Windsorville ,x- East Hartford Railway, 

Incorporated 728 



ELECTRIC RAILWAY REVIEW 



Windsor Locks & Western Street Rail- 
way, Incorporated 

Winnipeg, Man. Track and Roadway »>» 

kl: 172 - ■•;■'• ■:".) 

I -• It; 

Si ?,* 

Track and Ro ■ •••• 

Wini - - rk & Lake Wii 

k and Roadway ooo 

Railway— 

'"1 "; ': 

'" 

•living Prog- 
*434 





; J*! 

•ompany ol America, 

.rn Minnesota Kail- 

ted 

lilway. Incorpo- 

I ........ ■ "< 

Midland Railway, Incorpo- 
d ........ ■•• '*• 



Wisconsin, University of — 

Reinforced Concrete Tests 126 

ol for Artisans 5t>3 

onsin Valley Electric Railway, In 

irated 

Woebber Brothers Carriage Works, Or- 
ders '!'.' 

Wolff Truck (-•ram. I 666 

Wolff Truck Manufacturing Co '••■'• 

Woodburv & Waterbury Street Railway, 

Track and Roadwaj 99 

Woodman, R., S ~ ipply 

in 

w i. Charles N Co 141 

Worcester. C. H . Co 240 

Worcester (Mass.) Consolidated Street 
Railway 

• House 

Financial luti 

Rolling Stock '.'.'." 140, 840, 276, 7SZ, S36 

Track and Roadway 26 

Wrightsviile & York Stat.- Rallwa] 

Track ami Roadway - :;s 

Wyalusing Valley (Pa I Railway, Track 

and Roadway 

Wyandotte & Lawrence Railroad, Inco 

ted "" 



V 

Yakima Intervalley Traction Co., Track 

and Roadway '-' 

Vale ,y Towne Manufacturing Co 



Yankton Southern Railway, Incorporated 794 

rack ami Roadway 

' 3m, 

Ycllviilo. Ark.. Trai 

York. Pa ted 304 

York COUI Ion Co. — 

Financial 797 

dwaj 99, 169, 588, 196 

York Street Railwaj 

incial 

Rolling Stock 340. 569 

Youm Rlvei B Jlroad, 

Tick and Roadway 566 

Youngstown & Southern Railri 

ami B 

.... | sh iron Railwaj S I 1| hi 
Co., Substal i"us 99 



PERSONAL 



A 

HI 

Acbelpohl. W. J.... 

Ackerman, C. t sw 

I. . 
Adam.-. W W.... 

William J 880 

Akaraman. J. N • . 3,1 
Alderman. C. A 4 1 

William R.... liO 

Altitun-. I 
Anderson. A. A 

''. ■' '."' 

J ^ 4 • i 

!i ., 

MIL'. 4.) 

Jtrong, T. C 807 

Arnold. Bion .J. 338, '618 
Arnold. Frank W 
Arnold. <>. P.. ■'' 

i,. William . 
Atkinson. I M. 
At»'»l. Theron A 
Ault. Marry O.... 

B 

Iph YV. 

I A . . . 

W K 

M...474 

- 

- 

!'.- 

II N 

I' 
I 
..mm s 

•-, I. 

- 

• II 

lohn B 

■ 









I .. 

I 
i II 

II 



Brvant. C. F.632. 730.834 

,. j. w. w... to 

man, F. T.600, 601 
Nell *-■• 
i. Clar- 

4,4 

Budd, B. I 

Theodore l >■ . ■ 50S 
;.. \ George. . 44J 

-• 

Burdreau, Joseph . 

K....696, »762 

Burke, J P 888 

Burnett, Jno. T 99 

A". R 840 

Burw. 11. J H 411 

. II. Fred N. 

i Ick . 17" 



: H 

Calderw I. J. F !•" 

i rldeon N 62 

on, James B.. 

Candee, Leverett ... 142 

G ■•■ ' 

i ■ .1 (64 

17" 

i. i .. Frederick -'7 
auk I. 99 

r, F. W 506 

Chadl i ne, M. O.. . 871 

Chapman, ''■ 731 

Chappelle, C. C.764 

. Prank 1.. , .6 I 

Chllds, S. W 

Chubbuck, 11. E., 

Claflln, John ' •" 

M 

ciark, Charles 



• 'lark. 

low 

<'lark. 
Clark, 



Francis 



II... 
•632, 
Lud- 



174, '■: 



II .1 

William .1 



O I • 

Collins, S J.. 

Collins, W. II 

\\ \ 

i !onn< ' 

ird 'l 

i . 

nk 

■ 

1 1 

i 

II, W II 

I ' 

I 

' ' 



7:;:: 

7'.'s 
ill il 
141 
7::i 









.1 II 

mil' I 

i: 

William il 



. 



I ■ 









Davis, David T 871 

Davis, !■:. F 762 

Davis, E. J 17". 474 

\ "31 

ese i'" : 

Aaron. Jr 80 

Deflnbaugh, C. K... 

Delninger, D. M -7 

r. s 

1 1. i. ,ii. i.l, Clarem ■ E 569 
Delaney, Thomas F 

l lenns . C ;: " l 

W. G 638 

l lewes . Francis 1 1 442 

In. key, M. K 139 

Dickinson, John C 141 

.1 . A 

i ieorge 1 1 

Dolan, w. J 

880 

las, Flndla 
Dowdell, Vi 

, I'. 1 880 

Doyli Frank J.. 474 

Dral e, Frank s 

r, Waltci 
Dunbar, Robert 600 
Dunkerley, William 

II 

Durfee, W. T 

Duval, II. C 338 

E 

Earll, Charles I... 
Early, William . . .60, 567 
Eckels, James II.. 

, on, Frank . 

I i (Jtel 

Edmonston, !•:. D.... v ^ 

,. Frank ' 
Einstein, Arthur " 
Eldredge, Nathan B 
Elliott, J. R 

II. i > 442 

Emmerlck, A. C -'• 

Emmons, CD 

Em us. N II 

F 

■ 

Fltzpnlrlck, " 

i i 

I 
1 

1 1 I 



■ narl.-s L. 
Fin si. Frank A... 



Gadboury, A -■ 

y, Edward - 

Gallagher, J. M 508 

Callaway, J. N 62 

Gannett, George a 

i lardner, A. A s:; * 

Gardiner, Chai li - \ 

i ;. k, Robei l 

I. line . 
I '.aw, Louis RUSSell . 

17 1. '567 

( iettys, William ... 

m, M. I 

, nibi ii. E. R 
Gilli i te, A. 1-. 

Gillette, W 871 

Gilpin, V. C 208 

.11. ,,n. William 

William K 

•I, ,. I. : 

273, 834 

i ; I. . I |. nry W.47 I 

Coslmin. Ilauv It. 

28, 

Gould, William N... ''"I 

U 238 

■ (raves, Jay P.. • - 
Greem . B. L. 142, in 

G r. Dai hi Smith. . 240 

| Hi. st. W. W 

Griffin .... '540 

. ;, Iffln, Thomas F... 2 1 1 

i (rigs i 781 

Groven, Nathan C 
l T. F 

H 

i i.i k< r, Morii 506 

ii ill, w i. S . 762 

J ■ : " 

.1 , 
Harding, II. I 

Harrtgan, .' R 

I. W.l 
Harrison, R L , 139 

Han ' i ' rro vs l 

■ II, .1 w 
i lawli y. O w 
i laydi it ■ !lai em 

. 101 
Hecklei 

II Wall.- 
11.11 

I : 

ii.i/.i i. ii. a 
l|. «■ \ u 

Heywind J I 

Hind i 
Hlpn 

I |.,n . D 

Holt, w w 

II. .1, 

II. .in v 

II I III.. \l 

Hopkln \ 
Hopl 

II, ,,!..,, w H 

I • . Willi. ii. \ 

1 1 uk In '■ i: 



I [ughi B, W. A 

Hunt, E. J 

Hunt. R. E 

I luui. Samuel P, . 

I I ii ii i i P.. 

Hurlburt, W. II... 
Hurley, William S. 
Hutchings, Jan 
Hutching .1. C. 

I 

Fred 

Her, Geo. A 

rsoll, J B 

Irwin, l 'hai i. s k . . 



4 7i'. 

7:;i 

801 
371 
696 

139 



GO 

28 

508 



i a Henrj 

i locker 

Jackson, Jami 

i.ii.. « • 1 1 i 

James, Lemuel T — 
i ...... a \ 

ii \ 

Jayne, W. Q 

Jenkins, J. < ( 

Ins, Roberl : 

win 

Johns. Charles . .442, 

Johnson. E. W 

i :,iu in !■: . . 

Johnson, William s.. 

VII. n 

Jordan, J 

i . I II.... 



K tpi r, 

Kciley, 

Ki Iki i. 



K 



\l I 
Clan in 
M J 
.1 D 
Jr.. R, 

E R 

i: \i 
w \i 



P.... 



■ ' 



Ki nyon, vt 

Kl.l.l., I II 
Kllllngsworth, J \ 

K nil, \ W 

Klcybolte, Leopold 

II M 
K... 1,1. I . C. ..I r II 

Kiot/. W .1 

i 
Kurokl, M 



240 

n:: 
108 

831 

871 

911 

838 

47 4 

601 

108 
880 



99 

60 

60 

288 

i. i 

B34 

884 
B34 

871 
834 



i I 
...in, II 

J 

Lewi 

i ' 

I loin, i 






I 









I II 



ELECTRIC RAILWAY REVIEW 



Long, C. C 600, 603 

Loree. L. F 763. '796 

loy, .1 K 3 '5 

Lowe, Fenwiek B... 27 

Lowry, Joseph W .... 635 

Lowry, Thomas "96 

Lucas, James 661 

Lupfer, Edward P... 635 

j. mi. , c. n -no 

M 

McAssey, F. W 633 

McBride, W. J o40 

Mcl'abe, James . 3" 

Mcl'askev. W. 1 338 

Mcl'ormack, 1. A bOl 

McDonald, John '!," 

McDonald, John B.139, 206 

McDowell, E. R 33b 

Mill.r, William 7Jb 

McGowan, Hugh J... 834 

McGrath. E. V 53b 

McHenry, E. H 834 

Mcllvaln, B. M 410 

Mclver, Alexander .. bog 

McJilton, H. C 56, 

McKay, Charles R... 834 

McKenna, T. F 733 

McKiUip, C. W 371 

McLenegan. Samuel^ sgQ 

MacLeod, George ... 170 

McMahon, \V. D 4,b 

McMonagle, Dewitt 

Q bU L 

McRae,' D.' F 796 

McRoberts, Samuel 

Mackay." Hector W..' 662 

Main, E 633 

Maish, A. G......... 2.3 

Haling. Eugene V... ^3U 

Maloney. P. ■• JfJ 

Maloney, W. E 442 

Mann. H. W. '62 

Marinan, W. N 2Ut> 

Mather, Robert 3,1 

Mathes, L. D *b01 

Matthews, F. B 442 

Mayer, Joseph B 139 

Meares, J. W »34 

Meixell. J. C. ....... £*> 

Mellen. Charles S. 4,4, 834 

Merrill, John H 27 

Miller, John SS0 

Mills. C. R £34 

Mitchell. John ,9b 

Mooney, J. T 442 

Hoore, A. R 79b 

Hoore, Edward W. 

696. *731 

Mordock. C. T....474, 762 

M house. W. S 410 

Morgan. J. M 79b 

Morse, F. L...60. 307, 33S 
Muhlhausen. Gus ... 8S1 

Mullen. W. J S34 

Mullin, William J.... 338 



Mureh. George A 567 

Murdoch, Davies 796 

iv, Arthur C. 

206. 602 

Muse, W. E 508 

N 

Nelson. I. R 474 

Neville, C. W. J 603 

Newhall, Thomas ... 790 
Newton. Arthur D... 444 

Nicholl. H. A •HO 

Nichols, Edward C. 

170, 474 

Nye, Harry 338 

Nye, Winthrop B... 60 

O 

Oakman, Walter G.. 371 

Ober. A. L 371 

O'Brien, Frank 696 

O'Brien. Robert 762 

Olshausen, George . . 603 

Ostrander, Charles C 53S 

Overfield. Ferris A... 200 

Owens, W T . G 273 

Owens, W. H 99 

P 

Padget, William 734 

Page, Henry C...G0, »474 

Pardee. J. H 273 

Parker, J. W 53S 

Parry, R. W 731 

Parsons, William Bar- 
clay 00 

Pattee. Edward S.99, 170 

Paul. G. J. A 60 

Pear, Charles B 476 

Peck, F. C 733 

Peek. G. E S80 

Peoples. Thomas 

Whinston 601 

Pfeiffer, A. J. J 40S 

Phillips. John G 633 

Pierce. Burton B 633 

Pierce, J. A 50b 

Piper, A. R 567 

Piatt, J. G 699 

Plaver, Preston 8S3 

Plume, David 33S 

Polvin, Frederick D. 307 

Poole, E. W 662 

Pope, J. P 27 

Post, I Inward M. . . . 3,:i 

Potter, A. B 474 

Potvin. Fred D 60 

Powers, John 

096. 730, 703 

Prather. H. C 338 

Prendergast, D. L. . . 99 

Preston. George K... 410 

Price. D. D 032 

Punderford, John K. 834 

Purtill, L. F 540 



Quackenbush, James 
L 834 

R 

Ralston. William E.. 633 
Ramsey, A. F. ...443, 567 

Ramsey, Charles 69G 

Rand, R. S 371 

Rattray. James 371 

Rauch, E. J 567 . 

Raver. Edward 662 

Ray, M. Joseph G 60 

Ray, R. R 474 

Read, Walter P 

60, 139, 338 

Reed, F. L 730 

Rees, N. E 731 

Reilly, C. J 567 

Reilly. John C 408 

Reynolds, A. E 567 

Reynolds, Alva 632 

Rhoads, N. B 601 

Rhoades, S. L 27, 273 

Rice, Geo. S '60 

Richards, E. H 8S0 

Richardson, C. F 796 

Richey, A. S 002 

Riddle, Samuel 307 

Robh, J. M 538 

Robb, W. S. V...696, 731 

Robertson, E. W 601 

Robertson, James A.. 338 
Robinson, Henry A. . 834 
Robinson, Thomas.... 307 

Rockwell, C. H 699 

Roome, H. C 338 

Rowe, F. W 883 

Royster, F. B 60 

Rugg. Julius E 507 

Runken. Henry 371 

Rutherford, John F.. 000 
Ryley, T. W 238 

s 

Saemann, J. M 880 

Satterlee, W. A 730 

Sawyer. D. H 567 

Schmock. E. L....273, 730 

Schofield, Ira 27, 139 

Schotte, Armin 410 

Schroeder, A. V 408 

Schwertfager, Wil- 
liam 20b 

Scott, H. F 730 

Scott. J. F 23S 

Seaver. John W 570 

Sells. O. P 880 

Sergeant, Henry 

i 'lark 209 

Sewell, J. E 139 

Shannahan. J. N *730 

Sharp, E. R 731 

Sheldon. George R.... 796 
Shelton, Charles F.27, 139 



Shipe, Frank H 699 

Shonts, Theodore 

Perry 139, 834 

Shorton, Frank 730 

Shunk, William Find- 
lay 881 

Simms, \V. H 763 

Simpson, Thomas H. 798 

Sims, C. S 763 

Skinner, Calvin. . .696, 731 

Slush, Matthew 567 

Smith. A. B 834 

Smith. Arthur B..27, '139 

Smith. F. V. L 635 

Smith, James 60 

Smith, Clement C 567 

Smith, J. W 273 

Smith, L. L 474 

Smith, W. C....307, *443 

Smith, Walter B 474 

Southard. F. C 338 

Sprong, J. White 33S 

Stanlev, Albert H 

60, *273, 408, 443, 
506, 032 

Stanley, John J 28 

Starring, Mason B. ,.*474 
Stearns, Charles K...790 

Stebbins, H. B 240 

Steinhart, Frank 062 

Stevens, Oral A 442 

Stevens, W. N 763 

Stiles, George A 731 

Storrs, L. S 60 

Stout, F. J 796 

Stranahan, O. A 275 

Street, W. W 880 

Strom, Carl A 798 

Strouse, D. J 170 

Surratt, M. W 60 

Swan, D. A 206 

Swank. A. S SS0 

Sweeten, Willis V 733 

Sylvester, Carl Alden 139 
Symington, E. H.... 
099, 733, S3G 

T 

Tatum, T. H 338 

Taylor, Frank H »30 

Taylor, R. C 703, 790 

Thomas, C. M 170, 408 

Thomas, Charles E.. 273 

Thomas, Charles K.. 830 

Thomson, D 307 

Thurston. R. C 506 

Tilton, Benjamin F. . 003 

Titzel. C. Edgar *662 

Towne, Henrv R 101 

Townley, Calvert S31 

Tracy, G. E 27 

Trafcy, William W 696 

Trexler. H. C 690 

Tripp. George R 567 

Trudeau, L 27 

Tucker. Frank M 53S 

Turnbull, Arthur 506 



Valentine, F. D 371 

VandersUce, T. L 170 

Van Vliet, B. E 696 

Vaughan, S. L..474, *53& 

V,. ,n i, Van Vechten 834 

w 

Walden, H. P 665 

Walker. B. E 730, 763 

Walker, John A »733 

Warren, B. W 442 

Wason, Charles W... 

690. 731 

Watson, Zerah E 170 

Watterson, Wade 730 

Webber, H. B 273 

Weist. A. E.. Jr 442 

Welch, Frank M G32 

Wells, Joseph S 338 

Wells, T. K 27 

Wende, Richard 307 

W r entworth, Wesley.. 796 
Weston, Charles V...*C1S 

Weston, George •GIS 

W'etmore, E. P 443 

Whaley, A. R 001, »632 

Wheatly, Walter W.. 273 
Wheeler, Albert G... 796 

Wherland, Harry 139 

AVhite, J. H 632 

Whitehead, Fred J... 27 
White-Spooner, C. N. 

T 170 

Wiekersham, George 

W 834 

Wilcoxen, Edwin J... 

567, *000 

AVili oxon, C. L 206 

Willcox. David 601 

Williams. Parley L. . 99 
Wilson, Bertram E.. 567 

Wilson, T. W »84S 

Winters, E. E 60 

Winters. E. S 206 

Wood, C. V 730 

W T ood, R. E 731 

Wood. Thomas G 880 

Woodward, W. O 27 

Wright, George 880 

Wright. George 

Franklin 2S 

Y 

Teatman, Nathaniel 

Pope 28 

York, J. B 600 

Youmans. G. D 338 

Young, C. S 506 

Young, David C G96 

Young. F. K 731 

Young, H. C 880 

Z 

Zaldo. Carlos 371 

Zimmerman, W. H. . . 33S 



ELECTRIC RAILWAY LEGAL DICISIONS 



Amusement Enterprise, Company Liable 
as Partner in •• • • 

Animals, With Fencing Law Danger to 
Deemed Imaginary 

Appliances— „,„ 

Deterioration of Mechanical 233 

Title to After Grant Ends. ........... • 4b9 

Arrest, Road Officer Causing Wrongful.. 59o 

Assault, Company Entitled to Bill of Par- 

tieulars in Case of Alleged 6. 

Automobiles, Duty of Persons in Charge 



Of at Crossings 



200 



B 



Baggage, Company Not Liable for Loss 

of Hand .••• ••••■•■ ,01 

Bars, Riding on Inside Running Board 
Outside of ■.■,••;;' 

Bill of Particulars, Company Entitled to 
Have 

Boys Not Excused from Looking for Cars 437 

Bridges, Liability Under Ordinance as to 



Building 



Capital Stock. None Issued or Paid for 
Immaterial ii6 



Asking Passengers to Change 

Diversion of to Restore. Schedule 

Drinking Water Not Required on 

Equipment of with Powerful Search- 
light 

Injury to Bystander by Runaway 

Inspection ot by Jury • 

Lack of and Shortening Run of on 
Public Occasions 

Meeting of Where One is Stopped on 
Adjacent Track 



Not to Stop Between Two Steam Roads 232 
Open Trapdoors or Defective Floors in 

. and Inspection Thereof 790 

bDI Ordinances as to Temperature, Sched- 

ules and Overcrowding of 333 

bJ0 Ownership of Immaterial in Injury 

Case 300 

Passengers No Right on Particular.... 267 
Right, to Transfers from Short to Long 

Service 627 

Risks Taken in Operating in Hilly 

Country and Bad Weather 725 

Running of Short-Service 627 

Running on Tracks Close Together 267 

Running-Time Orders and Uniform 

Spacing of 724 

Sufficient Identification of as for Pas- 
sengers 300 

Without Toilet Rooms or Water Tanks 

Not Up to Requirements 300 

Carrier of Freight Not a Street Railway. 690 
Carriers of Passengers, Judicial Notice 
Taken that Street Railway Com- 
panies Are 300 

Charter. Powers After Expiration of 20 

Child. Putting Off Car for W r ant of Fare 657 

Claim Agents, See Inspectors 690 

Common Carriers, What Constitutes 199 

Companies — 
Later Liable for Water Obstruction... 52 

Not Deemed to Represent a Class 333 

Liable as Partner in Amusement En- 

233 terprise 657 

233 Statute Authorizing to Take Roads 20 

595 Compensation for Crossing Other Roads, 

When Payable 200 

595 Condemnation — 

725 None by Another Company 333 

267 Right to Cross Steam Roads W'ithout. . 332 

Rights Acquired in with Filing of In- 

656 strument of Appropriation 789 

Conductors — 
468 Assenting to Changing of Seats 300 



789 



Dragging of One Into Pit at Shop 401 

Duties from Disabilities of Passengers 364 
Duty of to See Where Passengers are 

Before Starting Cars 690 

Duty from Seating of Passengers 19 

Injury to One Putting in Route Sign.. 401 
Not Required to Look After Hand Bag- 
gage 757 

Settled Points as to Duties of 19 

Transfer Statements of 364 

Consolidation, Effect of on Franchises.. 437 
Construction — 
None, Immaterial Between Companies. 333 
That Road Under is Street Railway as 

Authorized Cannot Be Questioned 332 

Contracts — 
Not Broken bv Askinsr Passengers to 

Change Cars 233 

Permission to Cross Steam Road. Con- 
sideration for 200 

Controllers — 

. Injury Caused by Flash from 232 

Inspection of by Jury 207 

Crossing Other Roads, Constitutional 

Right of 200 

Crossings, Duty of Persons in Charge of 

Automobiles or Other Vehicles at... 200 

Crowds, Injury to Passengers by at Sub- 
way Stations 590 

Curves. Throwing of Passengers from 
Car at 233 



Damages — 

For Attempted Ejection 19 

For Expulsion for Refusal to Pay Fare 

Twice 401 

For Refusal of Transfer 75 , 

Rights Acquired in with Filing of In- 
strument of Appropriation 7S9 

Dogs Fighting on Tracks 19'.- 



ELECTRIC RAILWAY REVIEW 



Ejection — 
Damages for Account of Refusal to Pay 

Fare Twice 401 

Damages for Attempted 19 

Of Passenger with Expired Transfer 

Taken on Conductor's Assurance.... 757 
Rule Requiring for Not Paying Fare.. 19 

For Standing on Front Platform 267 

For Poles in Unauthorized Places.... 233 
Electric Railways — 
Care Required Crossing in Country... 437 
Interurban Not Subject to Grade- 
Crossing Aot 723 

Points as to Fares. Transfers and Du- 
ties of Conductors on 19 

Right to Cross Other Roads 200 

Right to Cross Steam Roads 332 

Elevated Railways, Need Not Give 

Transfers tc Leased 469 

Employes — 

Duties of and to Track Repairers and 

Other 789 

Instructions to Ignoring Ordinance 364 

Sufficient Showing as to Being 300 

Evidence — 

Admissible Relative to Fenders 436 

Burden of Proof Where Gate Not Se- 
curely Fastened 401 

Expense of Remedying Defect as 51 

Of Prior Throwing at Cars 299 

Of Right Speed 469 

As to Working of Mechanical Device.. 401 

Excursionists Carried Free. Duty to 199 

Expense of Remedying Defect as Evi- 
dence 51 

Experts. Right Speed Cannot be Shown 

by 469 

Express Company, Rights as to Switch to 

Haul for 596 

Extensions — 

Applicability of Statutes to 266 

Name Does Nol Make 469 



Fares — 
Damages for Expulsion for Refusal to 

401 

Demanding Second Not Gross Negli- 
gence Nor Creative of Excessive 

Charge 757 

Limited by that on Line Built or Pur- 
chased 300 

Need Not Change 110 Bills for 656 

Putting Child Off Car for Want of 

Points Regarding 19 

•nings Not Fixtures 468 

Fellow Sen-ants. Moiormen and Conduc- 
tors on Different Cars 51 

s. Interurban Electric Road Re- 
quires 200 

Fencing Law. Danger to Animals Deemed 

-:nary with 690 

Fenders — 
Choosing or Not Using Under Ordi- 
nance 436 

WD 364 

Number and Kind of 364 

Fire Department, Engines, etc., Right of 266 

Fireworks, InJ :k from 52 

Fixtures. Rail'- t -nlngs Not 468 



'h of July 
Franchises — 

• 



433 

Upheld 291 

Effect of Consolidation on 437 

Kxplrlng with Main Line 437 

Immunity as to Paving Not Transferred 

with 

as to 364 

20 

■f 333 

314 

Street Hallway. 690 



Gate* 

. . 401 

Grn<i 332 

H 
'i Must Know If 

»kn Taken In Operating 
Runaway Collide with 



I 



•Ion" — 

: 

i 

amlnlng \ 



33.1 

Wrongfully 

M 



Hnvlr.e Book of Free •; 



312 



L 
Lights- 
Failure to Turn on Block 51 

Running of Car Without 

Live Stock. Killing of on Unfenced Road 200 
Looking, Boys Not Excused from 437 

M 

Main Line. Meaning of Expression in 

Grants 437 

Motormen — 

Dut3 Of Seeing Person on Trestle.... 469 

Duty to Persons on Tracks 363 

Duty Seeing Dogs on Tracks 199 

Entitled to Rely on Orders from 

Starter 756 

Inference from Occupying Place of 

Greatest Danger 725 

Must Know Whether Headlight Is 

Burning 656 

Need Not Anticipate Runaway Horses 690 

N 
Negligence — 

Crossing Electric Railway in Country.. 437 

Demanding Second Fare Not Gross 757 

Error in Judgment as to Fender Not.. 364 

High Speed with Searchlight as 595 

In Riding on Inside Running Board 

Outside of Bar 790 

No Rule of Putting Track Repairers in 

Class of Their Own 789 

Not Presumed from Injury 299 

Passing Teams Left Unguarded Not. . . 363 

Presumed from Trolley Pole Falling... 19 

Relative to Use of Fenders 436 

Statutory Liability for 437 

When Presumed from Injury 299 

Notice, Judicial, Taken that Street Rail- 
way Company is Carrier of Passenger 300 
Nuisance, Unauthorized Railway In High- 
way as 595 

Numbers of Car. Motorman and Conduc- 
tor, as to Plaintiff Furnishing 626 

O 
Orders — 
Motorman Entitled to Rely on from 

Starter 756 

Running-Time, and Care. 724 

Ordinances — 
As to Ventilation, Temperature, Sched- 
ules and Overcrowding of Cars 333 

Choosing or Not Using Fenders Under 436 
Giving Fire Department and Cars Re- 
spectively Right of Way 266 

Liability Under as to Bridge Building 789 
Not Requiring Stop Between Tracks... 232 
Requiring Permit to Do Work Valid.. 626 
Right Speed Cannot Be Shown By.... 469 
Routing. Not Violated by Transferring 

Passengers 233 

lid as to Railroad Crossing by Cars.. «27 
When Disregarded are Held Valid .... 364 

P 

Hi ling Steam Roads by Bill 

s 108, T412 

Parks, Injury from Fireworks at 62 

Partner, Company Liable as In An 

ment Enterprise 

ngcrs — 

Allegation of Being Enough 300 

Alighting When Car Approaching 468 

As to Seeing Where Xhej In B 

Ung Cars 690 

Can; id Destination Leaping 

from Car 468 

Cai Duty to 

233 

I >iit . as to Assisting to All.-., i 

Dm 

Dm Using In '■ 01 

f Windows... 
nit by Mlsniie Thrown 
Hitting I 
Injn 

tlons 

Injury of on R- light- 

ing ' 299 

Left al Wr..' 'if 

Pillars 300 

■ 

• mn- 

Rlnlnic I' 436 

232 

Thi 23* 
Wl 

in" 

inlrlng '■ 266 



Not Required to Do Before Laying 

Its 

Highest Court on Requirement for.... 4t;s 

Permits May be Required to Do Work.. 636 

Pillars, Need Not Wain Passengers of... 300 

Pit. Conductor Dragged Into at Shop.... 4"l 
Platforms — 

Liability for Areas of 411 

Rules Forbidding Standing on Front.. 267 

Woman Falling Between 52 

Poles- 
Location of in Unauthorized Plaoes.... 23:: 

Need Not Warn PaSSej Of . 800 

■ nger Changing Seats I til bj 

Title to After Grant Ends 469 

Public Occasions, Lack of Cars and 
Shortening Runs on 

R 
Railroad— 

Interurban Electric Railway as 200 

Interurban Road Not Under Grade- 
Crossing Act 725 

Ralls— 

Not Fixtures 46S 

Title to After Grant Ends 469 

Railways- 
No, in Street for Private Parties 690 

Power to Compel Removal of Unau- 
thorised 

Res ipsa Loquitur — 

Applies to Catching Heel on Step 233 

Applies to Collapse of Floor Benciii 

Passenger 790 

Right of Way Across Street, Nature of. . 882 
Roadbed — 

Acts Giving Right to Use Old 333 

Duty to See Has Required Openings. . 62 
Road Officer Causing Wrongful Arrest.. 595 
Rules — 

For Ejection for Not Paying Fare 19 

Forbidding Standing on Platform 267 

Limiting Change Requirements to $5 

Upheld I 

Passengers Must Know Conductors 

Cannot Dispense with 757 

Power to .Make 61 

Settled Regarding Electric Railways... 19 
Running Boards, Riding on Inside of 
Outside of Bar 790 

S 

Safety Tread, Injury from 233 

Searchlight, Equipment of Car with 

Powerful 596 

Signs- 
Duty Created by "Run Slow" 'JO 

Injury to Conductor Putting in Route 401 

.-mock Bystem, Sufficiency of 61 

Snow, Walking on Track to Avid 363 

Speed — 

Care Required When Cars Run at 



ii t R lie of Permissible In Country 437 
Right Cannot be shown by Btxperts or 

nances 169 

. Injury from Fall Due to Ti.n 

.hi Btatlon 

Itotorman I titled H ly on 

Orders from 756 

stale, inquiry by Into SI n 364 

Btai in 

Applicability ol i" Extensions 

Authorising ' iperatlon ol Roads 

i irlnklng water Nol Required by 

t t ■ Under 

Ro " 

,\..i ii bi St 

Need Nol G i ,i , . 469 

Paralleling ol bj I Lli 415 

on !•■ Croi ' for 

200 

• Iross on Btreeta 332 

\ slid " e ■■ to Crossln 

Btl I'M — 

lets 

i • 

Judicial Nnti . Taken of s Can ler of 
i . 

1 Is . 

1 
Streets— 
Inie 

■ 
Road In, ' 
Ni 

Sub* ni y i" p 

Irowds ni 

B wl tel ■ to Haul f oi 



T 
Hon, Immunitj from Nol Ti 

803 

i ',., 

300 
i of 

.789 



ELECTRIC RAILWAY REVIEW 



Tra< h 

g 

ire Use "t Without I 

fere 595 

Big jer 487 

Use Short Distance by Alleged 

169 

Walking "ii to Avoid Snow 

Transf. 

Ki i linn <if P with Kn| 

Taken on ir's Assurance.... 757 

I to Recovei 

: l 1 t > In! R 

Maj Secure I 

of 

Net i liven to Li ased 

Steam Lines 469 



No Rights Given by Intention to I 

Nol One Continuous Trip for 363 

Ordinances \. Instructions as to 364 

i Oi Action of Passengers Given 

Wrong 724 

Right to Nol Limited to < im I ill 

i Short to Long Service 

627 

Rule as to Issuing I for 

kl 402 

tied Poinl ling 19 

I ments of Conductors when Issu- 
ing 364 

I ip. -ii iii Floor of Cars 790 

Trespass, Poles in Unauthoriz . 233 

Trestle, Duty of Motorman Seeing Pi 

oh 469 



363 

Troll.- Pol 

Leaving WJr off Light 52 

i ' i] lug of 19 

Vehlc Dul D ers of at Crossing 200 

is Stand- 
ing in 51 

Water — 

Not I in Cars by £ tatute 595 

uctlng Flow of 52 

Water Tai 300 

Weather, Operating Cars m Bad 7'.'.". 

Windows, i Extending Anns 

r 267 

R Taking Out Permit 

Do 626 



ADVERTISING LITERATURE 



\ orks 309 

, . Material Co 173 

i Machine Co 

102, 241. 

604, <:<■••;. :■;:,. 799. SS6 

American Blower Co 241 

American Carbon .v.- Batter] Co 102 

American Conduit Company 410 

American Engineering Company 837 

Co 445 

American Sheet & Tin Plate Co 837 

American Spiral Pipe Works 837 

Arnold Co 30 211. 700 

iatiori of American Portland Ce- 
ment Manufacturers 445 

Atlas Engine Works 102 

Automatic Oil Cup Co 241 

B 

Babcock .<• Wilcox Co 63 

Baldwin & Rowland Switch & signal 

Co ^77 

Ball Engine Co 173 

Bird, F. W„ & Son 30 

Bowser, S. F.. & Co 

Brill, The J. G., Co 

Browning Engineering Co 

Buckeye Engine Co 

Buda Foundry & Manufacturing Co. 209, 
Buffalo Forge Co 102. 



I 12 



209 
837 

r.7" 
799 
837 
241 



Century Cement Machine Co 

-Shawmut Co 

igo Pneumatic Tool Co 

Cincinnati Rubber Manufacturing Co. 

Columbia Foundry Co 

Concrete- Steel Retaining Wall Co 

(The) Concrete Review 

Cooper-Hewitt Electric Co 

Crandall Packing Co 

Crescent Machine Co 

Crocker- Wheeler Co 

( !rockett, David B.. Co 

I Ii 1 -'--Hinds Co 

Cutler-Hammer Manufacturing Co 



445 
i 65 
799 
102 
541 

MC 
21" 
142 

17:; 

173 
209 

141 

142 
::74 



1> & W Fuse Co 30 

Dayton Manufacturing Co 445 

on Pneumatic Tool Co 30 

trie .Manufacturing Co 374 

Dixon, Joseph, Crucible Co 30, 700 

Dossert .V Co 309 

Drucklieb, C 209 

Drummond's Detective Agency 886 

Dudgeon. Richard 309 



Earll, Charles 1 342 

Electric Service Supplies Co 

341. 765. 799. 837 

ided Metal & Corrugated Bar Co. 445 



Co 666 

Ferro-Conci ete ' instruction Co 445 



1 ; ir.i.-n Citj Sand Co S38 

Gardner Machine Co :: "'-' 

Garvin Machine Co 241 

1 ieneral Electric Co 

142. 374. 445, 57", 700, 837,886 

General Fireprooflng Co 102, 837 

General Storage Battery Co tin 

Genuine Bangor Slate Co 277 

i loheen Manufacturing Co 374 

ii.il.ls.-limi.lt Thermit Co 209. 5"S. 799 

u Fuel Economizer Co 309, 709 

• funn, Richards & Co 765 



H 



Hanna Engineering Works 309 

Hayes Track Appliance Co 173 

Hill Publishing Co 570 

I 

Indestructible Fiber Co 604 

Ingersoll-'Rand Co 63, 209, 241. 374 

International Correspondence Schools.. 374 



Jeffrey Manufacturing Co. 
Johnson, Charles F 



3H9 
21n 



K 



Kinnear Manufacturing Co 341. 410, 50S 

Knecht Bros. Co 799 

Koppel, Arthur Co 445 



Lane & Bodley Co 445 

Leavitt C. W., & Co 570 

Lee. Higginson & Co 765 

Locke Insulator Manufacturing Co 209 

Locknut It Concern 241 

Lumen Bearing Co 209, 837 

Lunkenlieimer Co 837 

M 

McClintock Manufacturing Co 374 

McConwav & Torley Co 63 

Marion Incline Filter & Heater Co 700 

Massachusetts Chemical Co 604 

Matthews. W. X.. & Bro 604 

Milliken Brothers 142 

N 

National Association of Manufacturers 

of the United States of America 341 



lal Cellular Steel Co 2 11 

30 

New Km Manufacturing Co 209 

Newman Clock Co 30 

Newport News & Old Pi & 

i ric Co 765 

Niles-Beroent-Pond Co 445 

P 

■ ncrete Fence Post Co 508 

& Mining Machinery C. 210, 309 

R 

Rail] oad Supply Co 765 

Railwaj St. el-Spring t !o 374, 445 

Ridlon, Frank. Co 666 

Roberts & Abbott Co 63 

Rostand Manufacturing Co 201 

K.i .1 Ventilator & Manufacturing Co. 63 

Ruscoe, John, & Co., Ltd 635 

Russell Car & Snow Plow Co 886 

S 

Samson Cordage Works 445 

Schoonmaker, A. 141 

Shoemaker A.- Casparis 765 

Sprague Electric Co 80, 141, 57" 

Stan. lard Varnish Works 837 

Starrett, L. S.. Co 142 

Start. -vant. B. F.. Co 445, 508 

T 

Templeton. Kenly & Co 765 

Trussed Concrete Steel Co 541 

U 

Underwood, H. B., & Co 63 

Union Electric Co 799 

Uniop Switch & Signal Co 63, 309 

L'nited States Engineering Co 341 

Universal Portland Cement Co 141 

W 

Wagenhorst, J. H.. & Co 30 

Wallace-Coates Engineering Co 173, 477 

Warner, Charles. Co 477 

Watson. John B 410 

Wcllman-Seaver-Morgan Co 430 

Wendell & MeDuffie 210 

Western Electric Co 570. 604. 635 

Western Electrical Instrument Co 341 

Westinghouse Machine Co 309,799 

Weston Electrical Instrument Co 541 

Wickes Brothers 57" 

Woodman, R.. Manufacturing & Supply 

Co 209 

Wright Truck Co 141 

Y 

Y.ii. & TOWne Manufacturing Co 799 



'Articles marked with >•>< asterisk are accompanied by map*, porlraUs or other illvstratwns. 




TV 



vm 




PUBLISHED EVER? SAT! KPAY liY THE WILSON COMPART, CHICAGO 

Chicago: 1600 Honadnook Block New xork: ISO Nassau Street 

SoosoriptioD Pr -' | Single Numbers, lOoents Bnte i I b( the Postoffice, Chicago, HI., a- Second olass Matter 



Vol. XVII, No. 1 



CHICAGO, JANUARY 5, 1907 



Whole No. 193 



TABLE OF CONTENTS 



Editorial— 

" — The Weekly Electric Railway Review 1 

— Vertical Rotary Converters 1 

— Locals and Expresses In New York 1 

— Kinks and Bends 2 

i -iw and the Front Platform 2 

New York Transportation and the New Governor 2 

— Electric Railway Equipment in 1907 3 

—Rolling Stock Ordered in 1906 3 

— Low Street Railway Fares in Cleveland : 4 

Statistics of Electric Railway Equipment Ordered in 1906 5 

Market Street Terminal. Philadelphia. (Illustrated) S 

Recent Developments In the Cleveland Street Railway Con- 
troversy 11 

The Rotary Converter Substation 12 

New England Street Railway Club 14 

Controversy Ovr T-Rails in Columbus 14 

Power House of the Hudson Tunnel System 15 

Equipment of the Texas Traction Company 15 

Int' rurban Map of the Central states. (With Inset) 16 

^-o Traction Situation 16 

Out Indicator. (Illustrated) 17 

High-Voltage Third-Rail line In California 17 

w Governor on the New Xbrk Public Utilities 18 

Airbr 19 



it Electric Railway Legal Decisions 19 

Piping and Power Station Systems — XXV. By w. L. Morris. 

(Illustrated) 21 

Of the Week 23 

— New V..ik New Haven & Hartford Acq 

ways 24 

Construction News — 

— Franchises 26 

— Incorporations 25 

— Track and Roadway 

— Power Houses and Substations 27 

nal Mention 27 

— Obituary 28 

Financial News 28 

Manufacturers and Supplies — 

— Rolling Stock 29 

— Shops and Shop Equipment 29 

-Trade Notes 30 

— Advertising Literature 30 

it. Asbestos Doors. (Illustrated.) 31 

New Arc Lamp for I. ..v. Ceilings. (IIIum 31 

Plug (Illustrated l 31 

Electrical Exhibition ;:i 

New Semi-Convertible cars for Toledo. (Illustrated.)... 
The Clark S.>l.l.-t .-il Kail Bond. (Illustrate, I i 



With this issue the Electric Railway Review becomes a week- 
ly publication. The reasons for the change are not far to 

seek. Firstly, a weekly journal is more in 
The Weekly line with the spirit of the times than a 

Electric Railway monthly and one of the chief excuses that 
Review. we have for existence is that we are, or 

want to be, up to date. Secondly, we have 
heard from a number of subscribers and other patrons, to 
the effect that, while the Review as a monthly was a most 
excellent paper and commanded the highest respect, it would 
be better as a weekly, and would have a much wider influ- 
ence. Thirdly, we have the working organization to produce 
what we believe will be a first class weekly paper. 'i 
graphically It will be unchanged from the monthly. It will 
average about thirty-two pages of reading matter per issue; 
although more than this will be published whenever enter 
gencies call for more. The subscription prioe will be two 
dollars per year and we believe the reader will get full vain, 
for his money. Old subscribers will receive the weeklj to 
the expiration of their Qbscrlptions. 



In a recent discussion of rotary converter substation appa 

at a meeting of the Western Socli rg in 

Chicago, it was i on 

Vertical MCted with 

Rotary that within the nexl t\ months rotary COD 

Converters. • rs of a vertical type will bfl ready for 

opgmtii ' l ' to the limited headroom 
In many of thil company's sub: f of which 

i office buildings., ■ ro 
verter of the vertical type would be very desirable in the 
new deals fl win be large in diami 

thus differing from the ihafl of ■ vertical steam tui 
win be supported from the uppt 

of t) il. much l nhrella Tin 

tnaa nndi n win be or 2,000 Idlowatl 

.-, weighing -."' pei • *1 for machlni 

like capacity, One of tl 

of machine Is that tin- l,ru h ring will stand In I horizontal 
plane and It will Ihun be possible to build a platform around 



it so that all brushes will be equally accessible. The an 
Douncement of such a radical change in the design of the 
rotary converter as is demanded by limited headroom seems to 
emphasize the fact that the possibilities of substation im- 
provement are by no means exhausted. 



The Rapid Transit Railroad Commission of New York has 
given an Illuminating example of what can be done by lay- 
men to confound the operating official, it ap- 
Locals and thai the people who are enjoying the 

Expresses in freedom, fresh air and lower rents above 

New York. One Hundred and Thirty-seventh street did 

noi thins 'hat tins.- blessings compensated 

for the extra tin -d In getting down-town In 

the Bubwaj under the stupidly impartial plan of failing 
in line behind the Intermediate trains on the single down 
tovi n track between t me i iun i gta 

andNlnt] eel It happened thai the city had bull! 

middle track extending from One Hundred and 
Thirty-seventh itreel down pari way towards Nlnty-slxth 

t, which v, lug used for operation, anil I ho minor 

lty of subway travelers living above One Hundred and It 
I the Idea of appealini to thi ooi 

npei the operating dompai I rack for 

down-town In the morning and up town in the 

would ■ sable them to gel ahead ol on 
the cars containing the amiable majority of residents II 
below One Hundred and Thi i and to Insinu- 

Into the Ingle t rack line again at a point 
ther down town Thej would thrj 10b advent 

who have sufflcien 

to I ticket window without troiihlln to I'll in 

oars in line behind would guflei a com 

the notable thlni il the com 

•iot only wini ■ plan but commanded it i" be pul 

in operation, although the o] ed thai n 

wont mother poinl ol danger foi thi 

b al the place where tl turned ti 

-lint WOUld I" 

apprehension In the down grade from thi 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 1. 



si\ih street and the existence of only signal block termina- 
tion between this junction and Ninety-sixth street, where 
the express trains switch again to the regular express tracks. 
Since this plan was put in effect it appears that the operating 
company still persists in being impartial and passengers on 
the express cars complain that they are sometimes stalled 
on the ww third track waiting for a sufficient gap in the pro- 
cession oi plebeian local cars to enable them ti> slip into line 



From time to time papers are presented in engineering so- 
cieties discussing the relative merits of the many devices and 

construction schemes for lessening the ever- 
Kinks troublesome lightning troubles. There is 

and hardly one of these discussions but that 

Bends. emphasizes the well-known fact that in 

order to protect the line from lightning dis- 
charges advantage should be taken of the common charac- 
teristic of such discharges to move in straight paths. Thus 
it is recommended that no kinks or bends should be placed 
in the ground lines from lightning arresters. While these facts 
seem to be generally understood it is nevertheless true that 
many installations for both low and high-tension feeders are 
so arranged that if the kicking coil were ineffective the least 
reactive path from the outside feeder line to the interior of 
the building would be by the way of the wire carrying the 
dynamic current. This ineffective condition is brought 
about by the apparent lack of care in fixing the relative posi- 
tions of the lightning equipment and the switching apparatus. 
Such details can best be taken care of in the preliminary de- 
sign of the station building, and especially if it be for line 
entrances to a substation can the arrangement of the light- 
ning arresters and the switching apparatus best be placed by 
using a wire tower. It is an easy matter to bring the high- 
tension wires into such a tower and across it to connect 
directly with the lightning arresters whose ground wires can 
pass straight down the tower wall to the earth. With an 
arrangement of this sort the connection for the dynamic cur- 
rent can be taken off by a tap making a curve such as will 
afford the sharpest angle in the path of the dynamic current. 
This doubling-back of the current wire calls into play the same 
principles that have been satisfactorily used on some foreign 
high-tension transmission lines, that is, carrying the trans- 
mission lines by the substations without curves in the wires 
to lightning arrester houses and making the taps to the build- 
ing entrances at right or acute angles opposing the flow of 
f he lightning discharge. 



In a recent legal case in Arkansas the supreme court held 
as a correct declaration of law an instruction containing the 

statement, "A regulation forbidding pas- 
Law and sengers to stand upon the front platform 
the Front is a reasonable and proper one. It is the 
Platform. duty of a passenger who is standing on the 

platform to go inside of the car when re- 
quested to do so by a person in charge of the car. if there 
is standing room inside, although there are no vacant seats. 
And if a passenger refuses to comply with such request when 
there is room inside the car which can conveniently be 
reached, the servant of the company may lawfully eject him 
from the car." With regard to thus defining the term 
"ejected from the car" it is interesting to note that there 
were several of this electric railway company's cars standing 
at a station waiting to be loaded with passengers returning 
from a picnic, and while so waiting the plaintiff entered one 
of the cars. He became involved in a controversy with he 
conductor, then, without having paid his fare on the car. vol- 
untarily left it to go upon the street where the conductor was 
standing, in order to maintain his contention. There the 
conductor informed him that he could not ride on his car. 
directing him to take passage on another car. With regard 



to this the court held that the passenger was not denied 
the right to ride upon the defendant's car and was not, there- 
fore, ejected therefrom. The court also said that where there 
is a train of cars for passengers, all of equal and sufficient 
accommodations, a passenger has no right to insist upon 
riding on any particular car. 



NEW YORK TRANSPORTATION AND THE NEW GOVERNOR. 



In his inaugural message to the legislature of the state 
of New York Governor Hughes recommends somewhat rad- 
ical changes in the administration of the state's interests in 
public service corporations, notably in relation to transporta- 
tion matters in greater New York. While the recommenda- 
tion has reference also to the commission on gas and elec- 
tricity, its chief effect if put into the form of a law would 
be upon the transportation interests, since it contemplates the 
abolition of the present board of rapid transit commission- 
ers — which has served the public uncommonly well — and the 
establishment of a single board having jurisdiction over 
both interests. The governor expresses the opinion that 
there is no need of two separate commissions to deal with 
these subjects since similar principles are applicable to the 
decision of questions now within the jurisdiction of the two 
existing commissions and because in some cases the same 
questions are presented for the decision of both, there being 
some corporations subject to co-ordinate jurisdiction. 

It should be noted, also, that the governor recommends 
a similar disposition of the bodies acting in similar capacities 
for the state. These state boards he would also consolidate, 
giving to one board jurisdiction over transportation matters, 
gas and electricity in the state outside of New York City, 
and to another board supervisory control over like matters 
in the city exclusively. 

Whether or not such action at the present time is de- 
sirable is an open question. So far as the state outside of 
greater New York is concerned, the effect of such action 
should not be serious. The main difficulty is suggested in 
the message itself, in which it is recognized that "the prob- 
lem of transportation in Greater New York demands spe- 
cial, prompt and comprehensive treatment." It is question- 
able if this would be secured by dethroning the present board 
of rapid transit commissioners, which, as before intimated, 
has performed its arduous duties with uncommon efficiency 
and zeal, just at the moment when it has outlined a com- 
prehensive system of internal communication and by its 
completed work has given abundant evidence of its desire 
and ability to carry its plans to full fruition. Nor is it quite 
worthy of the great cause involved that the chief executive 
should base his reference to the necessity of means for se- 
curing better service upon existing lines upon, primarily, 
the fact that "in some portions of the city antiquated horse- 
cars may still be seen, giving picturesque emphasis to the 
disregard of the public convenience." It is true that non- 
electric and gasolineless power is employed in a few in- 
stances in hauling cars on crosstown lines on Manhattan 
Island; it is also true, or was two or three years ago, that 
mules were used in shifting cars on certain tracks of the 
Pennsylvania Railroad inside of Broad street station; and 
steam railroading had many years the start of transporta- 
tion by electric power. It is trivial to cite instances in 
which expediency plays so conspicuous a part and in which 
the rights of the public are so little neglected. 

That the operation of all railways within Greater New 
York should be under the supervision of one board will as a 
general proposition be unquestioned. Some difficulty may 
arise at the point where the authority of the proposed state 
and the proposed city boards meet, but doubtless this can be 
suitably regulated, since it is proposed that each board shall 
receive its authority from the state. 

It is apparent that the new executive has prepared trou- 



January 5, 1907. 



ELECTRIC RAILWAY REVIEW 



ble for the membership of the present legislature. He has 
placed dynamite under certain political structures which his 
economic sense points out as sufficiently dilapidated for re- 
moval in view of the more utilitarian structures which he 
desires to rear. The only thing to be feared is as to the 
zeal of the "contractor" to demolish more rapidly than he 
can rebuild in view of possible "labor troubles" among those 
who must do the actual work. 



ELECTRIC RAILWAY EQUIPMENT IN 1907. 



A very brief survey of the equipment available for elec- 
tric railway service at the beginning of another new year 
is sufficient to convince the most skeptical operating man 
that no commercial transportation proposition need go by 
default for the lack of suitable apparatus to handle the busi- 
ness. It is not too much to say that the physical equipment 
necessary to maintain any speed specified up to a maximum 
of 100 miles per hour, can now be produced on contract 
guarantees. The wisdom of such selections of equipment is 
a matter of expert engineering, but the tools are at hand 
for the creation and shaping of every variety of transpor- 
tation equipment from the urban system to the high-speed 
electrified network of steam trunk lines. 

The production of the widest variety of electric railway 
machinery is now largely a matter of dollars and cents, but 
the selection of the most suitable apparatus for a given set 
of conditions is still a problem requiring careful analysis 
and step-by-step reasoning. In the field of power generation 
it is still a mooted point whether the gas engine, the steam 
turbine or the reciprocating engine is best suited for specific 
cases. The choice between the direct-current and the single- 
phase motor for interurban service is by no means settled 
practice as yet. The scientific proportioning of feeders to 
commercial traffic conditions, the design of durable track 
for heavy service, the best methods of fireproofing rolling 
stock and street railway buildings, — these and many other 
engineering problems need to be solved over and over again 
under divers conditions if progress is to continue. 

remarkable how soon the standard equipment Ol 
rallw. rseded by new apparatus, even after 

two full decades of electric traction. Only six or seven rears 
ago railway motors of the direct-current type had apparent- 
ly reached such a high stage of development that little Im- 
provement could be foreseen, but as the lessons of operating 
experience were brought home In the maintenance expenses 
Of rolling stock, more substantial construction was demand- 
ed and some of the best-known motors of that day have been 
set aside for machines of greater durablllt>. Increased arma- 
ture and axle-bearing surface, larger commutators, three- 
point suspension gear cases and oil and wash' lubrii 

in weight lias been merelj nominal. The 
use of oil and waste lubrication In place i has been 

one of n . mportant Improvements In railwaj mo 

in recent years, and l' I ted in a noteworthy Incn 

in mileage with reduced maintenance • ,,,, 

Multiple-unit control methods hare been moon Improved 

illy of late and the Small amount 

quired to operate men - ■ triumph in design The 

from breaking beavj current 
in hand controllers which ma rcuit 

and resull Hi ■ frlghtem igers. 

.Hon i« as tavo 

■ •! on tie right ot 

in the powei plant the gss engine Ik ma i for 

unit 
has "shown it' mettle" on ilmpliclty 

and particularly when using 

the direct-current steam turbine anil bldi tali 
unci of tin i 
the problems ln< Idental to ed 



Although it is difficult to forecast the development of 
equipment to be expected in the next year, it is safe to as- 
sume that reduced cost of operation and maintenance will be 
the chief objects sought by designers. First cost grows less 
and less important as the long-run economy becomes appre- 
ciated. This is particularly true In times as prosperous as 
the present. There is always an object in improving the 
mechanical strength of railway material, exposed as it is 
in so many cases to severe shocks and strains. Long after 
the electrical efficiency of a piece of machinery has been 
ried high up the line towards the practicable limit it remains 
possible to improve the mechanical structure. Increased fa- 
cility of handling, greater ease of inspection and repair, more 
rugged design, less superfluous materials, better regulation 
and larger overload capacity are some of the desirable fea- 
tures In which we ma] expect the equipment of 1907 to 
surpass that of previous years. Along with these Impi 
ments it is to be hoped will go more careful records and 
analyses of repair costs and service performance on the part 
of operating companies. Only on the basis of such m 
can progress be given the most economical direction. 



ROLLING STOCK ORDERED IN 1906. 



Elsewhere In this issue is to be found a detailed state 
ment of the equipment ordered by the electric railwa 
the United States, Canada ami Mexico, which is effective tea 
timony of the importance of electric traction interests as com 
pared with those of the older and more assuming steam rail- 
ways. The figures show that (hiring 1906 contracts were 
placed for 6,104 cars and 2:: electric locomotives, the cars 
including 851 for feight service. The balance Of 5,253 cars 
were for passenger service which compares most favorably 
with the figures taken from The Railway Age Bhowing orders 
placed by the steam roads calling for 3.402 cars for passen- 
ger equipment. In other words the electric railways ordered 
nearly 2,000 cars or 57.3 per cent more for passenger equip- 
ment than the steam lines In view of the fact that the fig- 
ures for the steam roads are probabh even more complete 
than those of the electric railways they are Impressive. 

The cars ordered by the electric roads for passenger 

service include ::.730 cars for city service, 1.204 for Inter 
urban service and 319 to run on elevated lines. The num- 
ber of cars of all kinds ordered to be built In company shops 
is 638 or 10.4 per cent. These figures and those she 
851 cars i. i service or 13.8 per cent are particularly 

lntet' • the extent to which the electric 

are devoting their attention to freight traffic and to 

the manner in which shops are being equipped to make the 

roads entirely Independent of contract builders The Hk 
ures available showing i ; ordered by steam lines in 

dlcate that ol the freight cars ordered to be built In oom 
pan] the approximate total ot all oars ordered toi 

c -miction in company shops, was onlj 9.3 per cent That 

ectric inns are, II anything, bettei equipped to i 
for their wants than the older steam 

i ni. u innately, Bgures showing orders In prevti 

are iii. i available tor < parison. but assuming that th. 

■ 4 American Btreel Railwa] In which show 

i. i.b-. i to equipment of electric railwa] In 1906 to 

Irlj Indicative of the orders placed during thai 

itional Increase in 

equipment bulldlni the electric ! '.in« 

the i authorit] thi ■ a the Uni 

.i the lulled states and Canada ■<' the 

i. ii. hi ,.i ■ 
ut 
\t n 
mileage of electric lines in the United states and i 
. l,10fl and u that thi 

miles win bIvi 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. NO. 1. 



of 1906 of approximately M7.600 miles. The figures of total 
equipment at the close of 1906 showing 8S.577 cars indicate, 
therefore, that there are more than two cars to every mile 
of electrically operated track in the United States and 
Canada. 

The figures tell their own story of the activity of electric 
traction lines during the past year, an activity which it is 
safe to say with respect to electric lines is without a pari 
and which makes a showing that compares most favorably 
with that of the steam lines at the time of their greatest 
growth. How the permanence of the two works will compare 
is yi't to be determined. 



LOW STREET RAILWAY FARES IN CLEVELAND. 



The Cleveland Electric Railway Company, which ope- 
rates 236 miles of surface railways in the urban district of 
Cleveland, has just made a voluntary reduction in the rate 
of ticket fare to 3^ cents. The cash fare will remain at 5 
cents but it is clear that it will seldom be paid except by 
visitors to Cleveland and residents who rarely use the street 
cars and there can be little doubt that from 90 to 95 per 
cent of the travel will be by those who use the seven-for-a- 
quarter tickets. Accompanying the reduction there is an ex- 
tension of transfer privileges on the cross-town lines so that 
there can be no exception to the statement that Cleveland 
now has the lowest street railway fares, where the service 
available is considered, of any city in the world. The rates 
are absolutely lower than in any American city that is as 
large as Cleveland. 

By this reduction the Cleveland Electric Railway puts in 
force as fully as it can without the legislative permission, 
which under the direction of Mayor Johnson, the city coun- 
cil still withholds, the terms of the offer on which the com- 
pany is seeking a renewal of its rights to serve the public 
on the city streets. In other words the company has decided 
to afford its patrons a chance to test the merits of the con- 
sideration which, in addition to the surrender of existing 
rights, that although expiring at different dates from the 
year 1908 to 1929, have still an average life of from seven 
to eight years, it offers in exchange for a blanket grant run- 
ning for twenty years and thus really amounting to a twelve- 
year extension of its rights. It is evidently the theory of 
the company that the users of the street cars will be so 
impressed with the convenience and desirability of the 3%- 
cent tickets and the more liberal transfers that the public 
sentiment created will force Mayor Johnson and his political 
associates to forego their own street railway plans and to 
deal with belated fairness with the old company. To an 
outsider this seems a most desirable result. The settlement 
of the prolonged and spectacular controversy over street 
railway fares and ownership which has long interfered with 
the development of Cleveland's facilities for urban transpor- 
tation seems of the first importance and there is apparently 
no good reason for leaving it unsettled when an agreement 
can be made on the basis of the lowest fares in the world. 

Hitherto Mayor Johnson has stood as a rock against the 
public demand for immediate settlement, but recent develop- 
ments may have had the effect of decreasing his opposition. 
The disclosure of the extent of his financial interest in the 
Forest City Railway Company, the rival line which he pro- 
moted and for which he secured numerous franchise grants, 
has undoubtedly lessened his local prestige. The position 
of the old company has also been vastly strengthened by a 
series of favorable judicial decisions which have not only 
kept its officially favored rival from reaching the coveted 
terminal in the center of the city but have also indicated an 
early judicial determination that all of its alleged franchises 
are void and of no effect on account of Mayor Johnson's 
financial interest in them. It has already been held, in a 
carefully reasoned and thoroughly convincing opinion over- 



ruling a demurrer, that it such a financial interest exists 
it utterly vitiates every franchise procured by the mayor and 
aa Blayor Johnson has publicly admitted the facts necessary 
to establish the existence of such an interest it is merely 
a matter of weeks before the grants are declared invalid. 
Indeed, in evident anticipation of such a determination in 
the courts, the mayor's associates have organized a new cor- 
poration in which it is claimed that he has no interest, but 
as this corporation has very plainly inherited the mayor's 
extreme favor it is hardly likely that it will be judicially re- 
garded as more than a very transparent subterfuge. Prob- 
ably it was only formed in order to avoid a public admission 
of defeat pending negotiations for a settlement with the old 
company. The fact that the mayor's company is operating 
cars over five or six miles of streets at considerable daily- 
loss which will continue at least as long as the legal situ- 
ation remains unchanged is perhaps the strongest indicaton 
that a settlement will not be as obstinately opposed by 
Mayor Johnson as it has been since he was elected in 1901. 

The fact is that there has been no time since the ac- 
cession of the present management to the control of the 
companies consolidated in July, 1903, that lower fares were 
prevented by anything except the will of Mayor Johnson. 
Working in the ostensible interest of municipal ownership 
oi Cleveland's street railways, a thing impossible under the 
laws of Ohio, and using the battle cry of "low fares" with 
3-cent fares as the alleged object in view, Mayor Johnson 
has persistently stood in the way of a reduction by the old 
company, which is the only company that is in a shape to 
render the services wanted by the people of Cleveland, and 
his only real influence upon the situation has been to bring 
about a state of confusion, inconvenience and turmoil. If, 
as some of his critics assert, his real purpose was to harass 
and annoy the old company until he could purchase it for 
himself at a very low figure, he could not have worked more 
injury to the city and its interests. 

The question whether, with American rates of wages 
and under American conditions, a street railway can be ope- 
rated successfully on the basis of 3%-cent fares is one to 
which experience affords no adequate response. On a large 
scale, it has never before been attempted. The task which 
such figures devolve upon operating officers is a heavy one 
and only far-sighted and skilful operating officers can solve 
it— if it can be solved at all. How much help will come 
from the extra stimulation of traffic incident to the low rates 
and how much that stimulation will progress from year to 
year as the low fares affect the distribution of population 
within the urban district are now food for speculation rather 
than calculation. Street railway men will watch with pro- 
found interest the consequences of the low rates just In- 
augurated in Cleveland, if they are continued by the adop- 
tion of a proper agreement with the city, and will learn 
much from the results there. The results will also be 
watched by many who are not street railway men, who will 
want to know the influence of very low street railway 
charges upon the growth of cities and on their social and 
mora: development. 



Seeing San Antonio. 



Visitors to San Antonio will have an opportunity to see 
all the points of interest in that city hereafter at a fair price, 
as the San Antonio Traction Company has solved the prob- 
lem there of sightseeing by putting into service the first 
tourists' observation car which has ever been run in the 
south. The car, which has a seating capacity of 50 passen- 
gers, starts twice a day from the Alamo Plaza, in the center 
of the city, and with a guide to point out and explain all the 
points of interest as they are passed, runs for 35 miles over 
the traction company's lines, making a trip which with two 
short stop-overs, consumes four hours. — Southwestern Elec- 
trician. 



January 5, 1907. ELECTRIC RAILWAY REVIEW 5 

STATISTICS OF ELECTRIC RAILWAY EQUIPMENT ORDERED IN 1906. 



We present herewith a detailed statement of equipment 
ordered by the electric railways of the United States, Canada 
and Mexico during 1906, which we believe is the most com- 
plete list of the sort ever published. The figures are com- 
piled from official sources and from the regular weekly rec- 
ords of the Electric Railway Review, and while necessarily 
incomplete in certain respects, as is the case with any 
lengthy detailed statistical statement, are as nearly accurate 
as it is possible to make them in the time available for their 
compilation. It will be well to bear in miud that the figures 
represent orders placed for equipment during the year just 
d and not equipment delivered by the builders. The 
figures include both equipment built in contract and in 
company sh" 

Unfortunately there are no figures for the previous year 
available, and hence it is impossible to state with any de- 



of certainty, though it is more than possible, that the 
total of orders placed during 1906 was the largest in history. 
but the figures are at least effective testimony of the growth 
and importance of the electric traction field. Fur purposes of 
general interest the total has been divided into five cUi 
for which the figures are as follows: 

for city Bervice 3.730 

tor Interurban 1 204 

for elevated service 319 

Freight cars 

uves 23 

Tot)] 6.127 

Of the total, 63S cars or locomotives, or over 10 per cent, 
were built in company shops — evidence of the manner in 
which the electric railways are equipping their shops so as to 
be independently situated. 



ELECTRIC EQUIPMENT ORDERED IN 1906. 



Purchaser 



N - 



Builders Pure!: 






.36-0 



50-0 

50-0 



.45-3 



Alton Gr. & St. L. 

Trac 6 

Anderson Trac. 

Co 1 

2 Pass. 

American Ry 10 

Anniston Electric ft 

Gas Co 4 Closed 

■pen. . 
Ardmore ft Llan- 

erch St. Ry -1 

Athens Elec. Rv... 2 Open.. 
Augusta ft Aiken 

Elec. Co 6 Pass. 

4 Pass. 
2 Pass. 
Aurora Elgin & Chi- 
cago 9 Pass 54-0 

1 Buffet 54-0 

1 Special 

Benton Harbor St. 

Joe Ry. ft Lt 4 Pass 

Blnghamton Ry 4 j Closed 31-5 

Blrm. Ry. I.t. & 



Length Serv. Trucks 



Builders 



Chattanooga Rail- 
City D. T American Car ways Co 

Chicago & Joliet 

Int. D. T Brill Elec. Ry. 

Int. D. T Brill Chicago & Southern 

D. T Jewett Trac 10 Pass 52-0 

Chicago City Ry... 50 Pass 45-9 



Pass 3S-0 Int. D. T. 



.Southern 1 

.Southern Car Chicago Un 



Int. D. T Brill 

Amerlcai 



Trac. 100 
Chilllcothe Elec. R. 

R. Lt. & Pwr. I 
Choctaw Ry. & Lt. 2 



.50-0 
.45-0 



Int. 
Int 



Brill 

Brill Cinn. Newp. & Cov. 

Brill Lt. ft Trac. Co.. 

Cincinnati Northern 

D. T Nil's Trac 

r Nlles 

Mlddli town 



ritv .S. T American Car Cleveland & Sharon 

City S. T Stephenson Elec. Ry 



Pwr. 



12-0 

9 Trail 42-0 

4 Trail 42-0 

2 Flat 



ntv i>. 



T Co.'s 

T . . . . 

T 



Pass. 
Pass. 



.45-9 
.40-0 



Seml-Conv. 30-1 

Flat 60,000 

Box 50.000 

■ r 



Brill 
Brill 



Int. D. T St. Louis 

City D. T American Car 

CltJ D. T Brill 

City D. T St. Louis 

City S. T Brill 

Inter-State Car 

Inter-State Car 

Co.'s Shops 



31-0 City 



Open . 
dosed 



S. T St. Louis 



Exp. 



Int. 



<".>ml) 
Box . 



Int. 



Boise ft Interurban 
Boston ft Northern 

St. Ry 40 Sr-ml-Coi 

'losed 39-0 

Boston ft Wore - Con 

Boston Elevated Ry. 45 Pass 

Seml-Coni 

4 Fla t 
Bristol ft Plain vi II- 
Tram. Co 1 ■ 



Brltlnh Col. Elec. 



•d 30-0 





Brooklyn Rapid 
Transit 50 

10 p...t 

20 I 
Burlir .- 



Shops 

& So. W. Trac. 



Louis 

I ■. T Co.'s - I Palnes- 

Fltz-Hugh Luther V -tern.. 

Coeur d'Alene & 

Brill Spokane Ry 

Brill 

Brill 

Pressed Steel 

City Brill 

St Louis 

ks L. & C. Wks. _ , . _ , 
Columlnis 

Wason * Marlon ........ 2 Parlor 

Wnson Columbus New Al- 

Co.-s Sine * 

' '".'s Shops 



Cincinnati 

Cincinnati 

nnatl 

Innatl 

. Kulilman 
. Kuhlman 

. Kuhlman 



Pass 45-0 



2 Bag. & Pass.56-0 
2 Parlor 54-0 



Int !• T 

tat D C Nlles 

int J' wetl 

Int. I>. T Brill 

Int. D. T 

Int. 1>. T 

hit D Brill 

ti-Hugh Luthar 

h I. uih. r 

...Fltz-Hugh Luther 



Nlles 



Int. 



Trac. 



Int. 



Co 1 Comb 50-0 

IS .',0-0 

!„„,,.., o.lumt.us Newark 

iicT„ 

McGui, 



Tonestoga Trac. «' 

40-0 






M. J01 



T An 



' 



A 






I 



: 
■ 









' 









L:ht 40-0 

. .34-0 

II 



City 






1 intuit I 
T 



Louis 

. K'llilin.in 
Brill 

I '.Till 

■ 









nun 



.60-0 

I 









nv. 20-0 ' 


















Brill 



Wo. 









52-7U 






1 
1 
1 

1 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 1. 



ELECTRIC EQUIPMENT ORDERED IN 1906.— Continued. 



Purchaser 



No. Class Length Berv. Trucks 



Builders Purchaser 



No. Class Length Serv. 



I CltedRV LOBOX 32-0 int. D . T. . A. .C* K C,, IndPls^CoUimbus ft 

SSSBS iV&ia pS£-.:::\\gi a»b «£« agg^o-M * 

kirk St. Ry. .. P ....31-0 . ..|D. 1 Cincinnati 

East Liverpool Lt 

& Trac i 

10 



Trucks 



Builders 



.50-0 Int. D. T. 



Niles 



Kuhlman 



Bast St. Louis ft 
Suburban 6 

Easton & Washing- 
ton Trac 5 

Easton Transit Co. 7 
6 

Electric Co.. Guad 
alajara 3: 



Kuhlman 

City D. T.... American Car 



Western S Pass. 

2 Exp. 
Indpls. Newcastle & 
Tol 8 Pass. 



Pass. 



.34-0 



Pass 30-5 City S. T. 



Wason 
Brill 



.57-8 
.50 



Int. D. T Jewett 



Int. 



Jewett 



.60-8 Int. 



2 Exp 50-0 Int. 



D. T Jewett 

D. T Jewett 

Indpls. Trac. & Term. _, 

Co 30 Closed 50-0 Cincinnati 

20 Open Cincinnati 

Inland Empire 15 



Int St. Louis 

• d. tV. 5m ™«*«g«* Rapid. i2 43 . cuy D T presged stee , 

M. ..iiiir, -cum-gs Internationa^ Ry... 150 Pass 45-9 City D. T... Kuhlman 



Pass. 



...30-0 
2 Funeral ...16-0 
2iDouble-D 

6 Trail 30-0 



.American Car 



Pass. 



Elgin & Belvidere 

Elec. Co 

Elgin Aurora & So. 
Elmira Water Lt. & 

R. R 2 Pass. 

Erie R. R 4 Pass 

1 Pass. & Bag 
Erie Elec. Motor Co. 13 Pass. 
Evansville & East 



City S. T. w? 

CitV McGulre-Cum'gB Jackson & Sub. St. 

.38-0 City D. T. McGuire-Cum gs j "kio'n ' Eiec ' ' rV 

City D. T. McGu.re-Cum gs Jacks on ^^ . Ss . n)i _ Conv American Car 

^ „ o, ,„„,„ Johnstown Pass. Ry. 6 Closed Kuhlman 

47-1 Int. D. T St. Louis 6 Open Kuhlman 



45-0 



Niles 

x -:,„„ J. .li.t Plainfleld & 
Louis Aurora 



40-0 City D. T. . .Cincinnat 



St 

L Car Kankakee Elec. Ry 



Bodies St. Louis 

2 Comb 49-0 Int. D. T American Car 

4 Trail ..49-0 D. T American Car 

34-0 City S. T St. Louis 



Ks. C. & Westport _ 

Belt ID. C. Loco Am. Loco. Co 

ern Elec 6 Pass American Car Kansas Cy.-West- _ _ , 

1 Kxp American Car e rn Rv. Co 4 52-" Int. 

Kenosha Elec. Rv.. 6 Pass. S. & B.4*-T 

3Pass 46-0 Int. D. T St. Louis 2 Ex] , 46-6 

Int. D. T St. Louis Kev West Elec . Co. 2 Open 31-0 



City 



Evansville & Mt. 
Vernon Elec. Ry. 

1 Bag 44-0 

Evansville Elec. Ry. 10 Closed 31-8 

Evansv. Suburban 

& Newb 2 Pass 46-0 Int. 

IExp 45-0 

Fairmont & Clarks- 
Burg Trac. Co... 



Forest City Ry. 



S. T Cincinnati Knbxville Ry. & Lt. 10 Pa 



D. T. .. .American Car 

Int. D. T St. Louis 

Int. D. T. .McGuire-Cum'gs 
Citv S. T.Stone & Webster 



.32-9 City S. T. 



St. Louis 



.. D. T St. Louis Kokomo, Marion & 

Int. D. T St. Louis West. Trac. Co.. 



3 Pass'. ""^45-2 City D. T Brill 



6 Semi-Conv. 50-0 Int. !D. T Jewett 



2 Open 
2 Open 



....29-9% 



2 Closed 30-8 



Citv D. T Cincinnati 

City S. T Cincinnati 

Citv S. T Cincinnati 



....... City S. T Jewett Lake Erie Bowling 

4 Flat .50000 ... .. '.. Hicks L. & C. Wks Green & Napoleon 2 Pas. B. & S.50-0 Int. D. T Jewett 

24 Brill Lake Shore Elec. Co. 10 Pass 51.0 Int. D. T Niles 

5 Pass. & Bag.51-0 Int. D. T 



.30-0 



Fort Smith Lt. & 

Trac. Co I 

Ft. Wayne & Spring. 

Ry 1 Exp. 

3 Pass. S.&B.53-0 Int. 
Ft. Wayne & Wab. 

Val. Trac 5 Pass 



Citv 3. T American Car Lancaster & East- 
ern St Ry 4 Pass. 

Niks Lewiston Brunswick 



50-0 Int. D. T 

D. T 



Niles 



Frankfort & Ver- 
sailles Trac 7 

Fresno Traction Co. 5 
Galesburg & Kew. . 
Gait Prest. & Hesp. 



Exp. 

Pass. 



B.&S.55-0 Int. 

50-0 

61-6 Int. 



Semi-Conv 

Pass 32-0 City 



D. T Cincinnati 

D. T Cincinnati 

D. T Cincinnati 



& Bath 10 Semi-Conv. 

3 
Lima & Toledo Trac. 
Co 10 



Kuhlman 

D. T.W.H.Holman&Co. Lincoln Trac. Co 

" D T Niles London St. Ry. . . 

1 p as i 51 ° Int - . . OtVawl Lorain St Ry. Co. . 

1 rafeS rtii T rtc A n«r XV R<*d 

4 Closed 



S. T. 



Brill 



Brill 
Brill 



.55-0 



Pass! 62-0 Int. 

Exp 50-0 Int 



Int. D. T Cincinnati 

D. T Cincinnati 

D. T Cincinnati 



Work .. 45-0 Int. D. T Cincinnati 



S Conv. 



.30- 



Galveston Elec. Co. 



Georgia Ry. & Elec. 

Co 25 Pass 31-6 

6 Pass. Open.38-0 

5 Pass 44-6 

10 Pass 44-6 



Citv S. T American Car 

5 Pass. Ottawa 

5 Semi-con. ..48-6 Both D. T Kuhlman 

Ottawa Los Ang. ft Red.... 10 Flat ~.;;; ; ; \\\"":;;"^\ §„„£ 

J fx P . ' gttowa Los Angeles Ry.. ..100 Comb. ' W" ft Louis 

" -T " " ' Vme'rican Car LouisvilTe Ry 30 D. T St Louis 

-EK3S ga? Macon Ry. & L. Co. 6 gggjr. 30-1 gity S^ T^.. ......... ..Brill 



3 Closed 30-0 City 

3:Open 37-S Both D. T. 



Int. 



Pass 



.3S-0 



gig D-. I- V-S& & ^ n C * . SSemi-Conv. 

AV.;. r> T Co 'a Shniw Marion Bluftton & 
r u > Vf' i." E. Trac. Co 1 Work 45-0 



.American Car 



Niles 






Exp.' 40-0 Int. D. T Co.'s Shops 



Laconia 



. . . Niles 
Kuhlman 



1 Exp. & Bag. 45-0 

5 Pass 45-0 Int 

Medical Lake Sub. 

Line 1 Pass 

4 Trail 

20 Semi-Conv 



D. T Niles 

D. T Cincinnati 

D. T Cincinnati 



Memphis St. Ry. . . 
Meridian Lt. ft Ry. 
Metropolitan St. 
Ry. Co 



Brill 

Brill 

Brill 

5 Semi-Conv American Car 

45 Pass 46-5 1 - City D. T St. Louis 

5 Pass 46-5M; City D. T American Car 



j Work 40-0 D. T Co.'s Shops 

2 Work 30-0 S. T Co.'s Shops 

Goffs Falls Litch- 
field & Hud 6 Closed 

Groton & Stoning- 

ton St. R. R. Co. 2 Pass 42-S Int. D. T 

Hamburg Ry 12 Pass 40-0 City D. T 

Hartford & Spring- 
field St. Ry 2 Closed Wason 

Helena Lt. & Ry. „ _ -. .. Metropolitan West ,, 

Co 3 Pass 31-2 BothS. T Jewett side ' Rv 50 Pass Elevated D. T Pullman 

Hoboken Shore Rd. 1 Loco ... Baldwin Mjch r " n ited Ry.. 2 Pass 45-0 Niles 

Houston Elec. Co.. 203emi-Conv ..American Car 12 Open | St. Louis 

Hudson Companies. 40 Pass Am C. & F.t.i 20 Open St. Louis 

lOPass I Pressed Steel 10 Semi-Conv. 31-0 St. Louis 

Hutchinson Int. Ry. m „ Milwaukee Elec. Ry. T 

Co 4 Semi-Conv. 30-0 City S. T American Car & Lt Co 100 Pass St. Louis 

Illinois' Trac Svs... 2D. C. Locos Am. Loco. Co. Milwaukee No. Rv.. S Pass 51-0 Int. D. T Niles 

1 A. C. Locos Am. Loco. Co. S Pass 41-0 City D. T Niles 

■Am. Loco Co. Mo bile Lt. & R. R. 

.St. Louis co 6 Semi-Conv. 30-3 City S. T American Car 



1 Loco. 

5 Open 
5 Fruit 
6!Buffet 

1" 

5,Exp. 

ibI 

22 

3 Locos 

2 Sleepers . . . 
100 Ballast 

1 Special Car 

2 Box 

Ind. Columbus & 

Eastern B Pass 

Ind. Union Trac. Co. 20 Open 

8 Fit. Trail 
2 
Indianapolis & East- 
ern Ry II 

Indianapolis & West 
ern Ry 10 



10,000 



SO-0 Int. 
55-0 



3B-0 City 



Pass. & Rnff.Kl-ii 



Int. 



6 Semi-Conv. 41-2 City D. T. 
..100 Semi-Conv. 

10 Pass 

10 Pass 

50 Pay-as-you-enter 



American Cai 

..Co.'s Shops 

Canada Car 

Pressed Steel 

Ottawa 

T Brill 



D. J 



.St. Louis 

gt. Louis Montreal St. Ry. 

St. Louis 

St. Louis 

...American Car Montreal St. Ry... 

...American Car j^ash Rv. & Lt. Co. 10 Semi-Conv. 42-1 City 

Co.'s Shops N j & Hudson 

Co.'s Shops Riv Rv . & Ferrv S Closed Stephenson 

Co.'s Shops >j o Rv. & Lt Co. 25 Semi-Conv American Car 

Middletown N ew York Cent. & „ T 

Am. C. ft F. Co. Hud R j v 55 Trail 60-0 Sub. D. T St. Louis 

6 B. M. ft Ex.60-0 Sub. D. T St. Louis 

Cincinnati .\>w York Citv Rv. 43 Closed 37-2 City D. T Brill 

Cincinnati No Ala. Trac! Co.. 3 Closed 29-0 City S. T American Car 

Co.'s Shops No Elec. Rv 3 Comb. Pass. 56-0 Int. D. T Niles 

Cincinnati 3 Trail Int. D. T Niles 

2 Comb 56-0 Int. D. T Co.'s Shops 

Cincinnati 4 Trail Int. D. T Co.'s Shops 

2 Loco 30-0 Int. D. T Co.'s Shops 

Cincinnati 2 Exp 50-0 Int. D. T Co.'s Shops 



January 5, 1907. 



ELECTRIC RAILWAY REVIEW 

ELECTRIC EQUIPMENT ORDERED IN 1906.— Continued. 



Purchaser 



N 



Length Sen*. Trucks 



Builders Purchaser 






N 









Int. 



8 Pass 42-0 

1 Frt 34-0 

6 Pass 



r. Exp 

4o Flat 60.000 

80.000 

25 Pass City 

SO Flat 80.000 

26 K"X 80.000 

2G P"X 80,000 

3 a boose 



Trucks 



Builders 



:.vt 80.000 Fitz-Hugh Luther S. W. Mis. R. R... 

80.000 Fitz-Hugh Luther 

50 Hart Rodger Ballast S. W. Traction. Co 

Nor. Ohio Trac. .x Spokane & Inland . . 

Lt- Co 10 Int Cincinnati 

N. W. Elevated 34 .. .Elevated D. T Jewett 

Norwich & Westerly 1 Bag. & Frt Southern Car 

Southern Car 

Ocean Shore Ry 10 Comb 50-0 Int. D. T.W. L. Hoi. & Co. 

60-0 Int. D. T.W. L. Hoi & Co. 

JJLoco 36-0 Int. D. T.W. L. Hoi ft Co. 

Ohio Trac. Co 11" Pass 45-0 Both P. T Cincinnati _ 

Okla. City Ry 40-0 St. Louis Stockton Elec. R.R. is Pass. 

Old Colony St. Ry.. 40 Pass Brill Stroudshurg & Wa 

1 St. Louis ter Gap St. Ry. . . 2 Seml-Conv Int. D. T Brill 

- 41-8 BothD. T Cincinnati 1 Flat Brill 

41-8 Both D. T Brill Syracuse L. Shore 

1 Sm. ft Frt BothD. T Brill & Northern 6 Open 42-0 Int. D. T St. Louis 

1 Work 63-0 Int. D. T 

I Bag. .x Ex.53-0 Int. D. T Nllea 

usi Rapid 

I'. T St. Louis Tran. Ry 10 Pass 45-0 City p. T Kuhlman 

St. I ">■' Ry. « Pwr. 50 Flat & Box Co.s Shops 



D. T Co.'s Shops 

D. T Co.'s Shops 

Ottawa 

Brill 

Brill 

Am. C. & F. Co. 

Am. C. & F. Co. 

St Louis 

Fitz-Hugh Luther 
Fitz-Hugh Luther 
...Seattle Car Co. 

Am. C. ft 



.36-0 City D. T St. Louis 



Olean St. Ry. Co. . 



Omaha & Council 

Bluffs St. Ry . sed 40-0 City D. T American Car 

Omaha Lincoln ,v 

Beatrice 1 Ex .x Pass. 44-'.' 

.. .44-'.. Sub. D. T 

i-Conv. 31-8 Sub. S. T St. Louis 

Oregon Water Pwr. 
A Ry 18 Trail 



Oswego Trac. Co.. 
Ottawa El- 

Otturawa Trac. & 



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Ottawa Ry- & Lt. Co.... 

3 Mail Ottawa —_»»_, 

line Haute Trac. 
ft Lt Co 



1 Pass. 

24 Pass. 
7 Pass 



2 Trail. 

1 Pass. & Bag.. 



I 

8 Closed 



Int. 



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3 Closed 30-0 City S. T American Car 

Owensboro City R. Toledo .t- tads Rv 

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Pacific Elec. Ry. 4S-0 Int. D. T St. Louis ,?" 4 { "}' 

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Elec. I & Lakeside 1 Exp 60-0 Int. 

Term. Ry... .Exp. . . Jewell 2,Comb. Pass.50-0 Int 



.Co.'s Shops 
.Co.'s Shops 
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Jewett 



M'-'luire-Cummlngs 
McGuire-Cummings 



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... Cincinnati 



|' Int. Jewett 

CO.'S Shops 

CO 'S Shops 



T Niles 

T Niles 



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..American Car Toronto Ry. Co 6 Closed 40-0 City D. T. ...... CoVsShopS 



2 Closed 

I lOSemi-Conv. 45-0 City D. T Jeweti 

Phil. A Garrettford 



St. Ry 

Phila. & W. Ches- 
ter Trac 

Phila. A- Western.. 



3 45-3 Int D. T. 



Hrill 



6 Closed 60-0 Int. 

i Exp 45-0 Int. 



48-6 Int. D. 

22 Pass 51-4 Sul 

2 Exp 51-4 Sub D. T St. Louis 



T Jewett 

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1 Supply 8S-0 'it. 

36-< 

oil-enter 
40-0 City D. T Co.'s Shops 



D. T Co.'s Shops 

D. T Co.'s Shops 

D. T Co.'s Shops 

S. T Co.'s Shops 

D. T Co.'s Shops 



..50-0 Sub. D. T St. Louis Tri-Clty Rys 3 Closed ... ^ .42-0 City 1 . T Co's Shops 

Cit S. T Co.'s Shops 



Phila. Rapid Tran- 
sit 

40 

Plttsb. & Butler 

St Ry 1 

Pittsburg A West- 
moreland Ry 4 

Pitts. Rv ,v Lt, CO 

rid Ry 4 

|Tl 

12 P 

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A Wap. F - "- City 



Int 

Int. 



T St. Louis 



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Subway D- T Pressed Steel Twin City Rapid 

Transit Co 60 Pass Co.'s Shops 

Niles Union St. Ry 6 Vestlb 42-0 City D. T J. M. Jones' Sons 

1 Bag ft Ex. .45-0 Int. D. T J. M. Jones' Sons 

.. McGuire-Cummings 1 Bag. .v.- Ex.. 31-0 Int. D. T 

D. T St. Louis 1 Mail 86-0 Inl s. T Co.'s Shops 



Sub. 



...Co.'s Shops Union Ry. Co : 

.. .Co.'s Shops ien . . . 

...Co.'s Shops .11 ... 

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a t 



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unstl 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 1. 



MARKET STREET TERMINAL, PHILADELPHIA. 



In the Street Rallwaj Review ol September 15, 1905, 
brief reference was made to the joint terminal station to be 
locate! at the western terminus of tbe Philadelphia Rapid 
Transit Company's elevated line at Market and Sixty-ninth 
streets and to be used by the elevated lines of the Philadel- 
phia Rapid Transit Company, by the Philadelphia & Westches- 
ter Traction Company and by the Philadelphia & Western 
Railroad. At a point 600 feet west of the western limit of the 
city of Philadelphia at Sixty-third street, the elevated, by an 
easy curve, reaches the private i-iuli t ol way of the company 



Westchester pike along which extends the present line of 
the Philadelphia & Westchester Traction Company, the 
latter ending at Sixty-third street. 

The main portion of the Philadelphia Rapid Transit Com- 
pany's section of the building, which is the southeast corner, 
containing the main waiting room, has a front of 97 feet and 
a depth of 117 feet, with an extension at the rear of this 75 
feet wide and 79 feet long, reaching over one emergency and 
two main passenger tracks and two platforms of the Phila- 
delphia Rapid Transit Company. The platforms for this line 
are 350 feet long. Elevated cars will pass under the rear 
portion of the station from the east and discharge passengers- 




Market Street Terminal, Philadelphia — General Plan Showing Arrangement of Tracks and Buildings. 



and passes on to the new terminal station, three-quarters of a 
mile beyond, as a double-track surface line. 

Arrangement of Buildings and Tracks. 

The station, a building of Flemish bond brick with terra 
cotta trimmings, which is approaching completion, consists 
at present of two parts, one built by the Philadelphia Rapid 
Transit Company and the other built by a subsidiary com- 
pany of the Philadelphia & Westchester Traction Company. 
An addition to the present station with communication to 
the waiting room thereof will be added to the northern end 
of the present building by the Philadelphia & Western Rail- 
road, the tracks of which pass through the Philadelphia 
Rapid Transit Company's terminal property about midway 
between the station building and the new shops. 

The two parts of the present building are practically 
one, but each section was built by the company to occupy it. 
The station building faces the south on the Philadelphia & 



at the north platform, from which they can reach the main 
waiting room exits above by means of a stairway. These 
exits on the west will lead to the Philadelphia & Westches- 
ter Traction Company trains and on the south to the street, 
or passengers arriving on the north platform may transfer 
to the platforms of the Philadelphia & Western Railroad. 
After discharging passengers the trains of the Rapid Transit 
Company proceed around a loop of 150 feet radius west of 
the platforms and return to the south side of the station 
platform to receive eastbound passengers. The main tracks 
continue in a direct line through the center of the loop and 
curve from the point of crossing with the loop tracks, contin- 
uing thence to the shops of the company. The loop track is 
gradually elevated to a sufficient height to avoid a crossing at 
grade at the intersection with the storage yard tracks. The 
loop is partially encircled by a second track leading from the 
storage yard to the station, extending under the station as 



January 5, 1907 



ELECTRIC RAILWAY REVIEW 



an emergency track upon which one or two extra trains ready 
for service will usually stand and from which freight may be 
unloaded at the basement level; and thence continuing as a 
switch track connection with the tracks of the Philadelphia & 
Westchester on the turnpike. It has been arranged that 
cars from the surface lines of the Philadelphia Rapid Transit 
Company shall proceed to the shops of the company over the 
Philadelphia & Westchester track from Sixty-third street and 
theii' 'lis Bwitcb line. Reference to the general plan 



of reinforced concrete consisting of slabs S inches thick 
supported on reinforced concrete girders and posts. The 
posts are 2 feet 6 inches square ;md are spaced 18 feet apart 
transversely and longitudinally. Where the platform passes 
under the building the columns are carried above the plat- 
form as circular reinforced concrete posts 20 inches in diame- 
ter, serving to support the arches over the tracks. The top 
of the arch is 16 feet and the platforms 3>4 feet above the 
rail. The north or unloading platform is 16 feet wide and 




Market Street Terminal, Philadelphia — Artist's Sketch of Building Now Under Construction. 



makes evident the convenience with which cars may be taken 
out or returned to service at this terminal. 
Building Details. 
Kat ranee to the waiting room of the station on the first 
floor is through a handsome vestibule at the south end. The 
waiting room is 84 by 59 feet. Along its east side there are 
some small offices for the use of the personnel and retiring 
rooms for the public on the ground floor, while a balcony on 
the second floor serves another tier of offices on the east and 
south sides. On the west side of the waiting room are exits 
leading to a lobby 40 feet wide, extending the length of the 
room. The waiting room of the Philadelphia Rapid Transit 
Company will be used in common by all passengers. At the 
north end of the Rapid Transit waiting room are three pas- 
sages, one admitting to stairs leading downward over the 



the eastbound or loading platform, which also serves the 
emergency track and receives the stairway from the waiting 
room above, has a total width of 33 feet. 

The Philadelphia & Westchester Traction Company's 
section of the building has a south frontage on the Philadel- 
phia .<• Westchester turnpike of 172 feet and extends 117 feet 
back from the street. A portion of the east end. 54 feet 
wide, is two stories in height, with the upper floors to be de- 
voted to office purposes. 

The arrangement of the tracks in this portion of the sta- 
tion differs from that of the Rapid Transit Company's sec- 
tion, as this is a stub-en. i terminal while that of the Rapid 
Transit Company is a loop terminal. Five parallel tracks 
are provided In the station. These enter the building at ap- 
proximately the waiting room level by means of an inclined 




Market Street Terminal, Philadelphia— Eait Elevation Showing Platform Arrangement for Philadelphia Rapid Tramlt Tralna. 



, the eastbound platform and one giving 

westbound platform ITw third is n eorrldor 

giving access to rooms for I 

BM and also will ■ iih the building to be | 

i'lillad'-lphla A ft» the nab- of 

Li are placed In the waiting room on each abb' of the 

pas*:> and Door 

nion of the building Ih to I. 
room for 

Tho Philadelphia Rapid Trai 



upported b] ■ concrete retaining wall between 
the ; of the Westche tar companj and the trac 

Philadelphia Rapid Transit Company, Tho \v. 
. ompany*! terminal is ladder arrangemanl or 

on the north a pll which oan be 

onvenlenl Inapeotlon of can Tn« loadb 

in- the i - ■ hich 

Ih onlv 1 1 or reinforced com 

tend between the tracks a ft : the 

Down tbi ' the four mid 



10 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 1. 



which are 15 feet 5% inches wide, a fence 
will run the entire length of the trainshed, 
and a similar fence will extend from wall 
to wall along the west side of the 40-foot 
lobby previously mentioned. Double slid 
ing gates will be provided in 
fence at the end of each platform, so thai 
passengers may be excluded from all plat 
form sections excepting that leading to the 
train that they intend to take. The im- 
portant advantages of this arrangement 
are: When the train enters the station the 
center platform fence prevents confusion 
between passengers being discharged and 
those taking a train on the other side of 
the platform. Passengers may be dis- 
charged on one side of a train, the doors 
on the opposite side of the train opened 
and a waiting crowd admitted at once from the other 
form, thus separating the loading from the unloading 
form and effecting an important saving of time and prevent- 
ing confusion. 

The trainshed has a flat reinforced concrete roof with a 
large skylight in the center. The supports for the trainshed 
are round iron columns filled with concrete and resting on 
concrete piers 4 feet 6 inches square placed below the plat- 
forms and spaced from 14 feet 6 inches to 17 feet apart, rows 
19 feet 6 inches apart — the width necessary to accommodate 
a single track between two platforms. The north wall of the 
building is a continuation of the concrete retaining wall. This 
wall is designed to support 20-foot reinforced concrete girders 
2 feet thick and 4 inches in diameter under the inspection 
pit and extending to the columns. 

The lighting and heating of the Rapid Transit Company's 



~Mm//m Spm 



Market Street Terminal, Philadelphia — West Elevation of that Part 
of Terminal to be Used by Philadelphia & Westchester Cars. 

portion of the station will be done from the company's power 
house, which is being built just north of the Philadelphia & 
Western Railroad right of way, and which will supply heat 
and light for the shops also. The heating plant will be built 
after the Warren & Webster vacuum system. 

The station building will be lighted for the most part by 
16-candlepower incandescent lights, chiefly in two-light fix- 
tures, so wired that the switches will control alternate 
lights, giving even distribution of lights when half the lamps 
are in service. The ceiling lamps will be arranged to give as 
nearly as possible the same distribution of light as comes 
through the skylights in the day time. The platforms are to be 
lighted by arc lamps suspended from ornamental posts. These 
lights are spaced about 50 feet apart on the exposed portions 
of the platform, there being five lights along the center line 
of the double platform and five suspended from the wall on 
the single platform. Under the arches lighting will be by 
incandescent lamps. On the double platform these will be 
arranged in three rows of three-light fixtures with the lights 




January 5, 1907. 



ELECTRIC RAILWAY REVIEW 



11 



spaced about IS feet apart longitudinally. On the single plat- 
form there will be two rows similarly spaced. Arc lamps also 
will be used in the men's room on the second floor directly 
behind the main waiting room area. Here six lamps will be 
suspended from the roof trusses. The newel post lights will 
be attractive six-light fixtures or candelabra. The offices in 
the building will be equipped with a generous supply of wall 
sockets for desk lights, electric fans, etc. 

The power station will be 100 feet square and will be 



RECENT DEVELOPMENTS IN THE CLEVELAND STREET 
RAILWAY CONTROVERSY. 



Following the decision of Judge Phillips, as reported 
in the last number of the Review, overruling the demurrer 
of the Municipal Traction Company in the so-called "blanket 
injunction" or "personal interest" case, and sustaining the 
light of the Cleveland Electric Railway Company to attack 
the former's franchises on the ground that Mayor John- 




Market Street Terminal, Philadelphia — General View Showing Construction Work in Progress. 



equipped with four boilers and two direct-connected engines 
driving direct-current generators. An interesting engineering 
feature of this building is the 150-foot circular stack of rein- 
forced concrete. This stack will be 7 feet in diameter with a 
double shell for a height of 50 feet. The outside walls are 6 
inches thick; there is an air space of 4-inches and the single 
shell is 5 inches thick. The stack Is reinforced with steel 
T-bars and Is being built by the Weber Steel-Concrete Chini 
ney Company of Chicago. It is probable that an arrangement 
will be made whereby the station to be built by the Phila- 
delphia \- Western Railroad will be lighted from the power 




Market Street Terminal. Philadelphia— View of Subway to Phila- 
delphia Rapid Transit Shops. 

• -.r Hi.- Philaulclphla Rapid Company, bal the 

Philadelphia a- Westchester Traction Company win Light its 
, ol tii<- building fi "in n own currenl rapply. 



Pittsburg Ral :| the 

expertmenl <>i ma > l ng can toi On thi 

truiiiH t>. Baal Libert) the tralli (that trati 

■ i by a signal reading U the !■> • ■ 

proves ;•. i '>"" the prlrllege 
t><- enjoyed throughout the city 



son was financially interested in the company through 
guaranteeing its obligations, Councilman Hirstius, on De- 
cember 10 introduced into the council a resolution calling 
for a list of the stockholders of the Forest City and Munici- 
pal companies. The resolution was passed by the council, 
but it was announced that both companies had anticipated 
it by filing their lists before the meeting convened. An ex- 
amination of the lists showed that no city councilman or 
prominent city official held any stock directly in either com- 
pany. The Municipal Traction Company's stock is held by 
live men, Do Pont. Howe, Stage, WlebenBOD and Civil 

On December 14 the Low Fare Railway Company, of 
Cleveland, was incorporated at Columbus, with $260,000 cap- 
ital stock, by W. 11. Oliver, Becretary Of the Municipal Trac- 
tion Company, and others, and it was generally believed thai 
Its intention was to take over an] new franchises to be 
granted to the Municipal Traction Companj In ord< 
veni theli being involved in the "personal Interest" llti- 
ii. This belief was confirmed on Decemhei it when thi 
Municipal Traction Companj presented at the council meet- 
ing a communication transferring to the !•"« Pare com 
, in a bid for a franchise around thi 
Erie street cemetery, which was then pending, and w 

thereupon granted to the Low Pare company, another 

franchise was passed granting to w. B. Oolver a fram 

in K;i i Beventy-Fi set, between Woodland avenue s. 

k and Qulnc B B The Low Pare companj 

applied for another franchise for a line connecting with the 

ol Municipal Traction lines. Including ■ loop around 

ld< of the Public Bquai I ol the com 

was explained after the meeting bj V C Howe, a 41 

rector of the Municipal Traction C pany as follow 

. a Fare Rallwaj C pan] la ilmplj an am boi 

io windward for the thr lenl i menl In Cleveland 

«,,,. thi to declare all the franchises or the 

Invalid the oil 
could Immadiatelj grant the Low Pare Rallwaj Com 
franchises over these routes a 
nied wiiii the did no! ipeclfj com enl to thi 

inn io the building ol a 
railroad 1 1 old applj upon aneh exti 

The !•• al lnt< n t" mil of the Clevt land 



12 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 1. 



against the Municipal Traction and the citj WB8 called in 

Judge Phillip's < rt on December 17. but on the motion of 

attorneys tor the former was continued until January 7. 
City Solicitor Baker had previously hied the city's answer, 
in which it was denied that the city had had any knowledge 
of the arrangement by which .Mayor Johnson had guaranteed 
the company's obligations. 

On December 19 the Cleveland Electric heard of a plan 
of the Municipal company to attempt to lay a crossing at 
midnight over the former's tracks at Detroit avenue and 
West Twentj Eighth street and its attorneys immediately 
applied for an injunction. Judge Beacom did not grant the 
injunction, but accepted the promise of the Municipal Trac- 
tion attorneys that no immediate attempt would be made 
to lay the crossing. Instead of laying the crossing the offi- 
cials assembled workmen at midnight to erect poles and 
wires and instal switches in Superior avenue and on De- 
cember 20 began operating cars over the tracks owned by 
the city on the Superior avenue viaduct. One of the com- 
pany's grants had made Superior avenue "free territory," 
to be used jointly by both companies and it was the inten- 
tion to run these cars in to the Public Square, but the Cleve- 
land Electric attorneys, on the ground that the grants were 
invalid, secured from Judge Phillips a temporary restrain- 
ing order. On December 24 Judge Phillips refused to dis- 
solve the temporary injunction and in so doing foreshadowed 
the ultimate decision in the financial interest suit. The Mu- 
nicipal Traction Company's rights in Superior avenue are 
based on ordinances passed in September and October, 1906, 
permitting joint use of the Cleveland Electric tracks and 
fixing the amount of compensation therefor. Judge Phillips 
held that Mayor Johnson had admitted and that testimony 
had shown that he was financially interested in the com- 
pany at the time he approved those ordinances and that it 
would be an abuse of the discretion of the court to refuse a 
temporary restraining order unless there appeared to be a 
probability of the order being refused on final hearing. 

On the same day the Cleveland Press, which had guar- 
anteed some of the Municipal Traction stock jointly with 
Mayor Johnson, announced that a new guarantee contract 
had been drawn relieving the mayor of all responsibility 
and that he was no longer interested in the company. 

On Wednesday night, December 26, the Municipal Trac- 
tion Company made another effort to reach the Public Square. 
The court having enjoined the use of the Cleveland Elec- 
tric tracks it was decided to lay a temporary track on the 
surface of the pavement in Superior avenue. After the 
council meeting Wednesday night a permit was quietly se- 
cured from the board of public service and men and teams 
were suddenly brought forth from various secluded spots 
and put to work laying track and stringing wires on the 
side of the street from the end of the city's tracks on the 
Superior avenue viaduct, to the Public Square. The rails 
were laid on steel ties. As the tops of the rails were 5 inches 
above the pavement the space between the rails was decked 
over with planks, so that teams could use the track. The 
span wires were attached in advance to the poles, which 
were set in barrels filled with slag and cinders. Wagons 
loaded with stone were set alongside the poles and the poles 
were nailed to the sides of the wagons. 

The work was stopped about 3 o'clock in the morning 
by an injunction secured by a property holder, after about 
a block of track had been laid. 

On December 28 the city council granted the company 
a permit to lay the temporary track in Superior avenue, 
which had been stopped, but on Wednesday. January 2, 
Judge Beacom continued the temporary injunction, holding 
that the permits of the city council and the board of public 
service were unlawful. The injunction also requires the 
removal of the track already laid and will hold until the 
decision of the "personal interest" suit. 



On Monday, December 31, the council granted the Low 
Fare company a franchise for a line on Sumner avenue con- 

iting the proposed Superior street line with the Forest 

main line. The next day Judge Ford, of the common 
pleas court, issued an injunction restraining the company 
from doing any work before Friday noon. 

On Monday the Cleveland Electric company began sell- 
ing seven tickets for a quarter with double transfers on 
cross-town lines for the purpose of demonstrating the mean- 
ing of the company's proposition already submitted to the 
city council, which the company stands ready to carry out. 



THE ROTARY CONVERTER SUBSTATION. 



On December 21 Mr. R. F. Schuchardt delivered an ad- 
dress before the Western Society of Engineers, Chicago, 111., 
on "The Rotary Converter Substation." The speaker dis- 
cussed very thoroughly the fundamental theories and con- 
structional details of the rotary converter and its necessary 
auxiliaries as found in railway and lighting substations. 
During the address many lantern slides were exhibited by 
the way of illustration and interior views of substations of 
the Chicago Edison and the Commonwealth Electric com- 
panies, with which the speaker is connected, were presented. 

After this very thorough treatment of the rotary-convert- 
er substation considered electrically, Mr. Ernest F. Smith, 
superintendent of substations for the same companies, was 
called upon. He discussed the mechanical side of substation 
operation and included in his remarks the following: 
Brush Economy. 

The question of brush economy is one of extreme im- 
portance, especially when considered in connection with the 
operation of a large system, such as that of the Chicago Ed- 
ison and Commonwealth Electric companies. In these sys- 
tems there are in operation about 70 rotary converters and 
when we consider that the cost of a complete set of brushes 
for a rotary converter ranges from $40 for a 500-kw. machine 
to $180 for a 2,000-kw. machine, which means that the cost 
of brushes only of the converters in operation in the sys- 
tem mentioned is slightly in excess of $4,000, it will readily 
be seen that brush economy is quite an important subject. 

This matter has been given a good deal of careful study 
and by careful attention to systematic maintenance of 
brushes, commutators, and collector rings, the life of a set 
of direct-current brushes has been increased until it is from 
four to five years at the present time. This figure includes 
wearing out and destruction of brushes from all causes, in- 
cluding the wear on commutator, sanding, cracking due to 
vibrations, explosions due to rapid expansion and burning 
off of pigtails or unsweating of pigtail caps due to poor con- 
tact or defective distribution of load between brushes. 

Considering wear and loss due to sanding only, the life 
of a direct-current brush is equivalent to about eight years, 
and considering wear only the life would be about 10 years 
for an alternating-current copper brush and 20 years for a 
carbon brush. It will thus be seen that, considering 20 years 
as the maximum possible life and four years as the actual 
life obtained in practice, that the percentage of life in the 
Edison and Commonwealth systems is about 25 per cent. 
This is considered to be comparatively high. 

Setting Brushes. 

There are 430 brushes on a 2,000-kw. machine and 112 
on a 500-kw. machine, necessitating constant care and at- 
tention in order to keep them in prime condition. The mat- 
ter of properly setting the brushes is of the utmost impor- 
tance. The brush-holder studs on the direct-current side should 
be accurately and equally spaced all around the commutator 
and a line of brushes of a given polarity across the commu- 
tator should be absolutely parallel with the commutator 
bars. Th positive brushes on the alternate positive studs 
should be staggered with reference to each other, so as to 
cover the entire commutator surface, instead of allowing 
the brushes of a given polarity to track and form grooves. 

Experience indicates that a carbon brush tension of 
about VU pounds per square inch gives most satisfactory 
service and contributes to the life of the brush and commu- 
tator. The copper brushes on the alternating-current side 
give very satisfactory results when the tension is from 1% 
pounds with a 500-kw. to 2 pounds with a 1,000 or 2.000-kw. 
unit. The current density in the contact surface of the ro- 



January 5, 1907. 



ELECTRIC RAILWAY REVIEW 



!3 



tary-converter brushes in use in the system referred to 
ranges from 27.6 amperes per square inch for a 500-kw. ro- 
tary to 33.3 amperes per square inch for 3, -kw. rotary 

on the direct-current end and from 50 to 57 amperes per 
square inch for the laminated copper brushes on the alter- 
nating-current end. 

The equivalent of one complete row of carbon brushes 
is treated with dynamo oil and distributed in the brush hold- 
ers throughout the commutator in such a manner as to 
on the entire commutator surface. This is for the purpose 
of effectively lubricating the commutator, thereby reducing 
friction and noise in operation. The method of treatment 
consists of immersing the carbon brushes in boiling oil for 
a period of about an hour, after which they are removed and 
dried at a temperature of 200 or 300 degrees F. for a period 
of half an hour or more. The commutator surface is fre- 
quently wiped with a clean piece of cheesecloth, ami when 
the machine is about to be shut down and is well heated 
up a piece of cheese-cloth bearing a trace of oil is Wiped 
across the commutator, with a clean, dry piece of cheese- 
cloth bearing upon the commutator surface immediately back 
of the oiled cloth. This method of maintenance will keep 
the commutator and brush surfaces in good condition. 

The alternating-current brushes are staggered on the 
ring, so as to get an even wear and it is found with good 
care that it is not necessary to retrim them or seriously dis- 
turb their adjustment more frequently than about once a year. 
They are then properly trimmed and beveled and replaced 
on the machine. A very light application of vaseline or ma- 
chine oil from time to time, while the machine is in opera- 
tion, will effectively prevent cutting of the ring or excessive 
wear on the copper brushes. This treatment will preserve 
the commutator and collector rings in good condition, requlr- 
ing the turning down of the collectors at intervals of about 
five years, and turning of the direct-current commutators at 
Intervals of from five to ten years. As the cost of turning 
down commutators and collector rings ranges from $58 for a 
500-kw. machine to $140 for a 2,000-kw. machine, it will read- 
ily be seen that there is room for substantial saving by the 
proper care of these parts. 

Oil Economy. 

In connection with oil economy statistics show that the 
average consumption of oil for each machine in the system 
during the past year has been 3.2 gallons. This is equivalent 
to a life of four years for the oil. The temperature of the bear- 
ings is very closely observed with reference to the temper- 
ature of the surrounding air, and in all cases where the rise 
in temperature exceeds 15 degrees C. the oil Is promptly 
filtered and replaced In the bearings. This will usually re- 
sult in lowering the temperature. If the temperature still 
remains high the cause is further investigated and removed. 

The average rise In temperature of all bearings in the 
Edison and Commonwealth systems at Hi it time is 

approximately 14 '. the minimum being about 7 

es ('. A portable ti J t < -r Is used for tin- purpose of filter- 
ing oil and is set. <ne substation to another as re- 
qulr 

Blowers. 

It Is extremely Important that the condition of the blow- 

for the air-blast transformers and regulators 

be properly maintained at all times, as the shutting down of 

the blower would seriously affect the operation of the con- 

■ r units at times of heavy load, and on account of the 

IS overhi nsformers and regulators which 

would follow, It would Boon bOCC to shut down 

units if the air blast were not restored, 

Ir are regularly In- 
spected and v. i' and the rantllal 

ti ■ are thoroughly blon n 
and 

Starting and Synchronizing. 

I n • w It h 1 1 • 

Mr. n. \uy 
In f: 

tion with tbi 
■■t their Biol 

■trail 

in conn< 'tion wltl 
whl< h 

of u should i>' i eii until 

stop* rotating. Thin I 



magnetize the transformer cores ;uul it is partially true 

in connection with diametrically connected units. 

Under certain conditions the converter may stop with 
the direct-current brushes resting on the commutator bars 
which are connected to the same armature conductors to 
which the collector rings are connected, which are in turn 
connected to the terminals of a given transfer I'his 

places this transformer coil in shunt circuit with the arma- 
ture windings of the converter. If this transformer coil 
has previously been demagnetized, its impedance will be 
sufficient, upon throwing the starting current Into the arma- 
ture of the converter, to prevent an undue amount of current 
from passing through the transformer Instead of through 
the armature of the converter, and the machine will start. 
However, it' the transformer had not previously heen de 
magnetised and the field circuit had been opened at a time 
when the magnetization of the transformer coil was at a 
maximum in the same direction as would be caused by the 
passage of the starting current through the transformer coil, 
then there would be practically no impedance and the prac- 
tical equivalent of a short circuit would be connected to 
the direct current brushes of the converter, thus rendering 
it impossible to start the machine. In this case the brushes 
should be lifted from the alternating current rings, and the 
transformer momentarily connected to the high-tension line, 
thus changing its magnetic state to a more favorable condi- 
tion. 

Starting After a Shut-Down. 

In connection with starting up the system after a 
general shutdown, if the shutdown has been of such lung 
duration as to result in fully discharging the storage 

S, thereby leaving many of the substations without an 
adequate source of supply for starting from the direct-cur- 
rent end in the regular way, the procedure employed In some 
of the large systems is to start a large group of converters 
from a turbine or prime mover from rest with low-frequency, 
lOW-VOltage, multi-phase currents. The field circuits and 

ct-current switches of the converters arc lefl open and 
the unit is connected on the alternating-current side only. 
A direct-current voltmeter is connected to the direct current 
terminals of the machine and as soon as the turbine begins 
to rotate slowly, slight vibrations of the TOltmeter needle 
will be observed. This action will continue, gradually in- 
creasing in amplitude until the rotary begins to turn. Af- 
ter the converter has made a few complete revolutions the 
voltmeter needle will have discontinued vibrating, and If the 
field circuit has not been closed at the proper Instant, will 
have taken up a fixed position cither above or below zero, 
indie orreel "r li polarity, The field circuit 

should be closed as the needle 1 is BWlnglng past zero In the 
direction of correct polarity, thus locking the converter Into 
synchronism with the generator and insuring correct polar- 
ity If the operator is Skilful in perform Ltlon. 

The power factor is adjusted to unity bj of the 

field : n . i as soon as the converter potential is equal 

t.i the system potential, the direct current switches of the 
converters an ind other converters are started from 

the diieri current side. then synchronised with the 

low roltage, low-frequency line and other generators are syn- 
chronized under similar conditions at the power house. \n 
other stage of acceleration then takes place and this action 

la repeat,-, | until the entire system load has h. . n 
Ih- normal direct cut r.nt potential. 

In our operating pracl 

c. dure machines of a rated capacity ol 11, > kw. b 

of additional cai 
of 7,600 kw, were Immi d, receiving direct cm 

rent from them, after which the] were synchronised with 
the low-voltage, Ion fi Additional macl 

of 1 1,600 lew. were thro* n onto tie 

10 i,w connected to 

one turbine when the final u'tel 

of II 

thai with a new unl ■ much larger load 

ip from <■ 

Ome of Hi. the lint. in all 

om the time th until 

nvorier had been tarted with direct current 

id cut in with 

■ rable big! 
•line required 
inder regutai condition 

me to aho. ii 1 1 . minutes «rlth i 
not im in. ling line required foi i ■ 

It \» liol oft. II le 

lown, hut in i It should be< 



14 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 1. 



conditions necessitating running from the neutral point, the 
time for a 500-kw. machine would be about 1 minute and 
60 seconds, and for a 1,000-kw. [■(inverter about 'J minutes 
and 27 seconds. 



NEW ENGLAND STREET RAILWAY CLUB. 



December meeting of the New England Street Rail- 
wax Club was held at the American House, Boston, on the 
evening of December 27. President Paul Winsor was in the 
chair and the speaker of the evening was Mr. Jacob B. 
Struble of the Union Switch & Signal Company, Swissvale, 
Pa., his subject being "Railway Signaling." 

Mr. Struble classified all signals as visual or audible, stat- 
ing that form and color are the main division of visual signals 
with respect to their essential characteristics. The sema- 
phore is the type of visual signal in widest use and in prac- 
tically all cases a horizontal inclination of the arm stands for 
the danger position and the downward inclination for safety. 
Recently an upward inclination of the arm has been favored 
somewhat for a clear indication. It has been found difficult to 
secure distinctive colors enough for night indications. The 
well-defined conspicuous form of the semaphore arm is per- 
haps its most striking advantage. Various forms of disc sig- 
nals were also discussed. These were said to be of question- 
able value for very high-speed service on account of their 
possible obscuration by snow and reflected sunlight. The 
latter cause tends to make disc signals better for night than 
for day work. Home and distant signals were then fully ex- 
plained by the speaker. 

A brief reference was made to the staff system and its 
value for single-track service emphasized. The Fontaine sys- 
tem of time spacing was instanced and comment was offered 
upon the fields of the telegraph block and manual lock and 
block systems. The former depends upon the absence of mis- 
takes and is weak in this respect. The track-circuit auto- 
matic block system is probably the best of signaling methods. 
Mr. Struble described the function of the track circuit at some 
length and emphasized its ability to give danger indications 
in case any part of the equipment fails. In all automatic sig- 
nals gravity should be used to return the signal to the danger 
position. 

The automatic signal reduces the cost of operation 
through its lessening of the wages account. Discussing cab 
signals the speaker stated that the future of these is ex- 
tremely difficult to predict, because thus far they do not seem 
to work out well in practice. Even if the mechanical and 
electrical problems of the cab signal could be solved a diffi- 
culty remains on account of the division of the motorman or 
engineer's attention between the cab signal and the track 
ahead. Attention cannot well be divided between the signal 
and the roadbed without neglecting one or the other. Mr. 
Struble pointed out that there is not as yet any system which 
interlocks both train and signal, though on the Boston and 
New York rapid transit systems the trains are automatically 
stopped in case they are run past danger signals. The de- 
rail is too drastic a means of protection except at certain 
crossings. 

A brief description was given of the use of alternating- 
current block signals in track circuits carrying direct-current 
power in the rails. Mr. Struble closed his paper with a short 
discussion of the interurban signaling situation. No entirely 
satisfactory system of interurban signaling has thus far been 
produced, in his opinion. The fact that the rails are often 
covered with dirt on account of highway locations, is trouble- 
some in the operation and maintenance of first-class track 
circuits. On many lines the use of single tracks and sidings 
with cars operating in both directions on close intervals, 
makes it exceedingly difficult to instal a successful automatic 
signal. Signals satisfactory in many particulars can be had, 
but it is difficult to find any single scheme capable of count- 
ing in and out double or triple headers in each direction, 



through a block. The increase of traffic on railways has led 
to the organization of regular signal engineering departments 
on many systems and a more general appreciation of the art 
of signaling is everywhere becoming apparent. 

Following the reading of Mr. Struble's 'paper a general 
discussion of signal work was held. Among the speakers 
were Messrs. H. C. Page of the Springfield (Mass.) system; 
General Superintendent Lee of the Boston & Maine Railroad; 
M. C. Brush of Newton; E. P. Shaw. Jr., of the Boston & Woi 
cester Street Railway; Inspector of Signals Smith of the 
Boston Elevated Railway, and C. E. Potter of New Bedford. 
I lie meeting closed at 9:30 p. m. 



CONTROVERSY OVER TRAILS IN COLUMBUS. 



The question of whether the interurban railway systems 
entering Columbus. O.. will be allowed to lay T-rails in 
the city, or will be compelled to put up with the grooved 
rails will probably now be settled in the courts of the state. 
This is the result of a controversy caused by an attempt on 
the part of the city engineer to compel the Indiana Colum- 
bus & Eastern Traction Company to replace its T-rails on 
McDowell street, an unimproved street, with grooved rails 
so that the city can proceed with a paving contract. 

The matter was threshed out in two open meetings, be- 
fore the board of public service, in which the railway inter- 
ests were represented by several business and improvement 
associations of the city and J. L. Adams, general manager 
of the western division of the Indiana Columbus & Eastern, 
and the advocates of the grooved rail, by City Civil Engin- 
eer Maetzel and Frederick L. Ford, city engineer of Hart- 
ford, Conn., who was brought to Columbus by a Columbus 
newspaper to furnish expert information regarding rails and 
the grooved rail in particular. At the close of the second 
meeting Mr. Adams handed a written statement to the sec- 
retary of the board of public service, which announced that 
his company refused absolutely to replace the T-rail on Mc- 
Dowell street with grooved rails. This means that the whole 
proposition will probably go into the courts for settlement 
and will undoubtedly be carried through to the supreme 
court. 

Motives back of the attempt to force the grooved rail on- 
to the interurban system on streets where it has succeeded 
in getting the T-rails, are said to be political and personal, 
while business men and associations of the city who have 
the best interests of the city at heart are in favor of allow- 
ing the traction company to put in the special T-rail that 
admits of paving up flush with a special paving block. They 
recognize that the future development of the interurban sys- 
tems which have proved of great financial benefit to the 
business interests of the city, depends largely upon the at- 
titude of the city administration on the T-rail proposition. 

Fast limited passenger service from Zanesville to Indi- 
anapolis has been planned by the Indiana Columbus & 
Eastern Traction Company and to make such service safe 
the company will be obliged to put on heavier cars with the 
standard depth of flange on the wheels and these flanges 
can not be operated over grooved rails. Thus the T-rail con- 
troversy is not only an important one to the city of Colum- 
bus, but effects improvements and the character of passen- 
ger and frieght service all over the Schoepf system in In- 
diana and Ohio. 

The company not only agrees to do its part in improv- 
ing and paving the streets and putting in the special paving 
blocks next to the T-rail, but it agrees to put up a million- 
dollar terminal passenger station and make other improve- 
ments in Columbus, if its plans are not blocked by the city 
insisting on the grooved rail. 

Officials of the Indiana Columbus & Eastern believe they 
will win out in the fight should it be taken into the courts, 
because they are already using the T-rail on the street in 
question and the board of public service has given the com- 



January 5, 1907. 



ELECTRIC RAILWAY REVIEW 



15 



pany permission to lay this form of rail on several other 
streets of the city. 



POWER HOUSE OF THE HUDSON TUNNEL SYSTEM. 



Construction work is now in progress on a new power 
house which will generate current for operating the cars 
through the several tunnels of the Hudson Companies under 
the Hudson river between New York and New Jersey, and 
also current for operating passenger elevators and lighting 
the new terminal office building in New York city. This 
tunnel work was described in detail in the Electric Railway 
Review. November, 1906, page 893. The power station will 
be located in Jersey city on a block bounded by Washing- 
ton. Green, Bay and First streets. The building will have a 
length of 230 feet from north to south and a width of 200 
feet. The height from sidewalk to top of monitors will be 
108 feet. 

The interior of the structure comprises a boiler house 
and an operating and electrical room. The latter room 
extends the entire length of the building and will contain. 
on the north side, galleries for controlling the generating 
machinery and the local substation in the power house. The 
electrical generating plant will comprise two 3,000-kw. turbo- 
generators and three 6.000-kw. turbo-generators, a total gen- 
erating capacity of 21.000 kw. or 32.409 hp. The tmmed 
installation will aggregate 18,000-kw. capacity, but the struc- 
ture is designed for an ultimate generating capacity of 36.- 
000 kw 

The building with its facade of selected red brick and 
with doors and window frames of metal, will be as thor- 
oughly fireproof as it Is possible to build. In the windows 
wired glass will be used. A skylight with copper-covered 
metal work will run the entire length of the building. 

Coal will be received at the eastern end of the boiler 
house and elevated from the yards to distributing convey- 
ors which will carry It to several coal bunkers located in the 
top of the building. These bunkers will have a storage 
capacity of 5,000 tons. From here the fuel will be fed by 
gravity and automatic stokers to the furnaces on the ground 
floor. 

The boiler house was designed to accommodate 16 water- 
tube boilers each having 9,000 square feet of effective heat- 

-iirface, or 9,000 hp. as customarily rated. It is thought 
that these boiler units are larger than any heretofore used 
in this country'- The boiler settings will be encased in steel 
and all openings in these casings will be made air-tight 
This type of construction will require details new to Aim r 
lean boiler practice. The boilers will be fitted with super- 

BTt and all piping and valves will be designed for use 
with superheated steam. For each 6,000 kw. of generating 

there win be provided four boilers and for eaci 
of four boileri one chimney; thus the plant will be devel 
oped on a sectional basis. 

The chin ■ steel plates lined with 

nln> Inchea of brick supported In section! so that air. 

tion of the lining enewed hi repaired without dis- 

turbing otin r seetions. The inalde diameter of each chlm 
aiii be i" feel 8 Inchei and it win rise to a point 
abort ti ■ Tin- i.ases of the chimneys 

win be supper ■ ei columns to permll oi added 

in the boibr rooms The turbo-generators win be nf the 
rortli oh the plant win be e qui pped with ap 

paralus annuiing th< maximum reliability and ■•com,!, 
prodn tion. 

tunnel trnins. which win rn 
aid Square, as far east as Aator Place and aa tar west as 
irk. win be operated b) cor real from this new station 

the 
Hudson rlvei will be Mi City 

;»ower he 



The general design of the power plant, including the 
me chanical equipment, has been in charge of Mr. .1. Van 
Vleek. and the electrical equipment has been designed by 
Mr L. B. Stillwell. The power-house superstructure was 
designed by Robins & Oaknian, architects. New York city. 



EQUIPMENT OF THE TEXAS TRACTION COMPANY. 



Contracts have been let by the Texas Traction Company 
tor the equipment of a 65-mdle electric road between Dallas 
and Sherman. Tex. The new line will parallel the Missouri 
Kansas & Texas road between the two cities and will be one 
of the longest electric roads in the state. While the appara- 
tus is standard direct-current throughout, the equipment, in 
some respects, presents features ol Inter* 

The country through which the new line will run is flat 
and rolling, there bi rades exceeding one per cent and 

a maximum curvature of but three degrees \ private right 
ei way has been established by the company. The run be- 
tween Dallas and Sherman will In- made in 2 hours and 30 
minutes. This schedule includes a 15-minute run within the 
city limits of Dallas, where the cars must necessarily be ope- 
rated at lower speeds. While the main traffic will be of an 

ezpreas nature, stops have 1 n provided about every two 

miles to take care of the local travel. 

Fifteen car equipments will be provided for the first 
schedules. These will be of the standard interurban type, 
each 50 feet long, equipped with four GE-73 (75 horsepower) 
standard direct-current motors and the Sprague-Gener.il Blec 
trie type M system of multiple-unit control. Each car will be 
further provided with General Electric airbrakes and com- 
pressors. 

Power for the new road will be generated by steam at 
McKinney. a town located about midway between Dallas and 
Sherman. The main power Btatloo equipment will include 
two 1,000-kilowatt Curtis steam turbo-generators working un- 
der a steam pressure of 150 pounds at the throttle with 125 
es of superheat. The turbines will operate condensing. 
('mi rent will be generated at 1,800 TOlta and 26 cycles and 
stepped up tor transmission to 19,100 raits. Efor exciting the 
fields, two 85 Kilowatt generator sets will be provided. The 
three-phase cnrrenl from each of iiie turbo-generators will he 
transformed In a set of three 330-kllowatt. air-hlasi nans 
formers, with one spare transformer as a reserve, To sup 

ply air for COOllng, duplicate blower sets will be furnished, 

one set being driven h\ an induction motor, (hi' other by a 
direct current motor. Bach blower will have a capacity of 

I" !UMC feel 

Bll substations will be provided, including one at the 

main station ami a portable equipment The portable 

Ion comprises a special car containing a 800-kllowatt i" 
lary converter, air blast transformer and suitable switching 

apparatus for Cutting Into tile transmission system wherever 

i Mary. This equipment renders nnneoessarj the duplies 

tion of rotarj oonvertera at the fixed substations, aa it can bo 

shifted tO various pails of the line and used as an emeic. nc\ 
n Of auxiliary In case of need Dacb Of thi sub 

■ .ns win be equipped with ■ 800-kllowatt, 600-volt ro 

converter with thi rj switchboards, oil tied ti 

f orm e rs , and lightning arresters, Thi ona will bs In 

onnected bj bigh-tenalon transmission lines, operated in 
niiiiiy at 19,100 rol itually, however, a trai 

rolta win probably be used, ami tor this 

purpose taps win be provided for f-ooni Hon of the ti 

wnii the ten sxoeptloni noted the new line r. >i 
lows, in general, the standard direct-current practice "i the 
ral Kic. up Compai 

I f Slilcklio bni of i' 

pany ami v \ i botb ol D 

. ths i. nice ,,t ti,. oompan) are too • 



16 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 1. 



INTERURBAN MAP OF THE CENTRAL STATES. 



(WITH INSET.) 

The map of the Central States, issued as a supplemi 
this number of the Electric Railway Review, when compared 
with a similar one published by the Street Railway Review 
a year ago, affords an interesting basis for studying the prog- 
ress in interurban railway construction in the year 1906. 
During the past year there have been opened to traffic a 
comparatively large number of new interurban roads, but per- 
haps even more mileage has been built as extensions of 
already operating lines. Elsewhere in this issue appear sta- 
Ustics showing the rolling stock purchased during the year 
and used for these new lines and as additions to existing 
equipment. 

This new map, for which we are indebted to The Arnold 
Company, Chicago, is thought to be complete. However, 
should there be errors the Review will be grateful for any 
information that will assist in making its reference files 
iiidii' complete. 



CHICAGO TRACTION SITUATION. 



Although the Chicago traction ordinances are still in the 
hands of the local transportation committee the situation 
has progressed rapidly since the last issue of the Review. 
The Chicago City Railway ordinance is now ready to be re- 
ported to the city council and unless further cause for delay 
arises will be submitted at the next meeting. The ordinance 
for the Chicago Union Traction Company, which is the same 
as the other except in a few details where changes are nec- 
essary on account of the difference in locality and the internal 
financial complications in the company, is now in the hands 
of the committee receiving the finishing touches. 

The principal points of difficulty in the Chicago City 
ordinance, which also applied generally to the Union Trac- 
tion Company, were cleared up at a conference between the 
representatives of the city and the companies on December 
15. It was then agreed that in the event of purchase by the 
city, the valuation of the companies' property, both tangible 
and intangible, shall be $50,000,000, which represents a com- 
promise between the companies' figures of approximately 
$74,000,000, and the city's experts' estimate of about $46,000,- 
000. Of this amount $29,000,000 is apportioned to the Chi- 
cago Union Traction and $21,000,000 to the City Railway. It 
was also agreed that in the division of profits 55 per cent 
of the net receipts shall go to the city and 45 to the com- 
panies. The companies are to be allowed 5 per cent interest 
on the money secured for reconstruction and 5 per cent 
brokerage on this money; also a 10 per cent contractor's 
profit on the work of reconstruction. During the three-year 
rehabilitation period 70 per cent of the gross receipts is to 
he set aside for operating expenses, the remainder of this 
amount, after payment of operating expenses, to be applied 
on renewals. After the rehabilitation period 6 per cent of 
the gross receipts is to be set aside for renewals. It was 
also decided to appoint Bion J. Arnold chief engineer of the 
board of supervising engineers, at a salary of $30,000 a year. 
Although no contract has been signed it is understood that 
he will accept. The selection of Mr. Arnold to supervise the 
work of rehabilitation has met with unanimous approval, on 
account of his familiarity with the situation through his 
services as consulting engineer for the city throughout the 
entire process of the negotiations and because of the uni- 
versal confidence in his integrity and his high professional 
standing. 

The situation in regard to the Union Traction ordinance 
is complicated by the internal financial relations between the 
company and its underlying companies. On December 19 
John M. Harlan, representing Judge Grosscup, the referee 
in the Union Traction litigation, asked the local transporta- 
tion committee to strike out the clause in the Chicago City 



ordinance providing for the extension of that company to the 
north and west sides in the event of failure of the Union 
Traction Company to accept the ordinance, and to delay the 
sell lenient until the internal difficulties of the Union Trac- 
tion could be removed and both ordinances be passed at once. 
Walter L. Fisher, city traction counsel, at once delivered an 
ultimatum that the Union Traction should get its affairs in 
such shape as to come to an immediate settlement or the 
City Railway would be empowered to take over its territory. 
The Union Traction Company replied that it would endeavor 
to come to an agreement at once and in no way delay the 
settlement. 

While the Chicago newspapers and the people were 
congratulating themselves on the prospects of immediate 
settlement and consequent improved service, Mayor Dunne 
suddenly announced that he would insist on the ordinances 
being submitted to a referendum vote of the people at the 
April election before being submitted to the council. He 
stated that during his campaign for the mayoralty last spring 
he had repeatedly promised that all important measures re- 
lating to the traction situation should be submitted to the 
people for a decision, and that the city council had also put 
itself on record to the same effect. This unexpected announce- 
ment by the mayor met with an overwhelming protest from 
all quarters. In order to secure a referendum vote it is first 
necessary to secure a petition signed by a large number of 
names and in case such a petition could not be completed in 
time for the April election the whole matter would have to 
be postponed for another year or two. Civic bodies and mer- 
chants' leagues as well as individuals vied with each other 
in passing resolutions and writing protests to the newspa- 
pers, demanding an immediate settlement of almost any kind 
that would pave the way for a speedy elimination of the 
present intolerable service conditions. The Chicago Tribune 
even instituted a postal card ballot on the referendum ques- 
tion and the incomplete returns have shown a large major- 
ity in favor of immediate passage of the ordinance. A ma- 
jority of the aldermen have also expressed themselves as 
opposed to any delay. 

A meeting between the city's representatives and the 
eastern financiers controlling the Union Traction was held 
at Atlantic City last week and on his return to Chicago- 
Walter L. Fisher announced that the main points had been 
settled. The company guaranteed to acquire a perfect title 
to the north and west side lines, to be delivered to the city in 
event of purchase, and that in the reorganization both 
minority and majority stockholders should be treated alike. 
The company also agreed to a single fare with universal 
transfers to the lines of the Consolidated Traction Com- 
pany and to take care of the operating agreement with that 
company. It also agreed to build new tunnels at Washington 
and La Salle streets and to lower the Van Buren street 
tunnel. The ordinance is to run to the Chicago Railways 
Company, which is to reorganize the Union Traction, with 
Frederick H. Rawson at the head. 

The City Railway ordinance was to have been reported 
on Wednesday night, but as it was being gone over for the 
last time by the committee in the afternoon, Attorney David 
K. Tone, representing the Chicago Federation of Labor and 
the Municipal Ownership League, appeared and attempted to 
show that the ordinance was full of flaws. He claimed that 
the City Railway under its charter could not extend to the 
Union Traction territory and that the charter could not be so 
amended; that the ordinance is practically a perpetual grant; 
that in the event of purchase at the end of 20 years the city 
or another company must pay for the value of the unex- 
pired franchises at present, and that no company would be 
willing to pay such an exorbitant price. These, with vari- 
ous other objections, were all answered by Mr. Fisher and 
the mayor, but it was decided to hold the matter over an- 
other week. 



SUPPLEMENT TO THE ELECTRIC RAILWAY REVIEW, JANUARY 5, 1907. Vol. XVII-No. 1. 



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MAP 

SHOWING 

ELECTRIC INTERURBAN RAILWAYS 

IN THE 

CENTRAL STATES 






\LE OF MILEH 

•0 i» 10 M 40 00 40 70 06 



January 5, 1907. 



ELECTRIC RAILWAY REVIEW 



17 



MOTOR-OUT INDICATORS. 



On a car equipped with four motors it frequently hap- 
pens that from such causes as sticking brushes, broken 
connections in the armature or fields, etc., one of the motors 
gives out. While such failures will incapacitate a par- 
ticular motor, this condition may not actually cripple the 
car, and in frequent cases the other motor of the pair may 
run for some time, perhaps all day, carrying double its reg- 
ular load. In this way the operating motor may receive a 
strain and become damaged more or less in proportion to 
the length of time it is run with an idle mate. To 
provide against this condition and afford a continuous indi- 
cation of the presence of current in motor leads, the "motor- 



coil is connected with the A-. binding post of the controller. 
Similar connections are made for the other coils in the indi- 
cator. 

When the controller handle is moved and current is fed 
to the motors it first enters the solenoid and, the circuit 
being closed through the controller cable and motor, the 
indicator coil is magnetized, lifting the core to the center. 

his core lifts, the pin iu it lifts in turn the Sap al 
thus showing the word "In" which appears under the space 
normally covered by the flap. Thus the motorman knows 
that the particular motor circuit iu series with this coil is in 
operative condition. If from any cause the circuit is open 
the coil will not act and the flap will remain at rest, show- 
ing the word "Out" on its face. The motormen are 



-^-flAAdoiv/v -M> 3/farvff ot/r ac'SO' 




Ccw*rC7WSivett. 



a*jr&£*rs 






*wo Co/tr&c. 



Sketch Showing Detail Design of Motor-Out Indicator. 



out" indicator shown in el-tall by the accompanying illus- 
tration Is used with four-motor 

Tramway Company and Is being placed on all or one 
class of cars owned by this company. 

The encased In a 

neat box of oak. 5*4 by 12 by 4% .utslde di' 

slons. This box has a glass top ami is dl\ 

• tie- Indicating Baps, » 
are simitar '■■ for hous- 

ing the colls and 

Illustrate or solenoids, 

urns 
of N ti a brass tube % loch 

in d! 
with a brass bead and pin wbl< b, wh< 

with 
Its reap* \ l li taken from ■ and 

-eted wit i 
post In the control 

: A-2 In run to coll 2 ai rmlnal of this 



io riM after two or 
trial nr of ne 

v ii<ii in tie' controller box us usual 

motor 

ir .1 io I" 

The "n ■ iieii 

i about Hush with 

tlj under 



High Voltage Third-Rail Line In California. 



I 
Urban Hue from Stockton to l.o.ll Cal., a i 

which win in- operated by i ran) dellvt 

oi onderrnnnlni third tail i 
1 

. i until '' 
line win li.' opei illy with 

oqul] i' iiiifi"> n ••! SI 



18 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 1. 



A NEW GOVERNOR ON NEW YORK PUBLIC UTILITIES. 



in his Inaugural message to the New York legislature 
Governor Hughes devotes considerable space to the matter 
of transportation Interests and public service corporations 
in the stair at large and In Greater New York. The follow- 
ing are extracts from the message: 

Public Service Corporations. 

Proper means lor the regulation of the operations of 
railroad corporations should be supplied. For want of it. 
pernicious favoritism has been practiced. Secret rebates 
have been allowed, and then' have been unjust discrimina- 
tions in rates and in furnishing facilities for transportation. 
Those who have sought to monopolize trade have thus been 
enabled to crush competition and to grow in wealth and 
power by crowding out their rivals who have been deprived 
of access to markets upon equal terms. 

These abuses are not to be tolerated. Congress has 
legislated upon the subject with reference to interstate com- 
merce, where naturally the evil has been most prominent. 
But domestic commerce must be regulated by the state, and 
the state should exercise its power to secure impartial 
treatment to shippers and the maintenance of reasonable 
rates. There is also need of regulation and strict super- 
vision to insure adequate service and due regard for the 
convenience and safety of the public. The most practicable 
way of attaining these ends is for the legislature to confer 
proper power upon a subordinate administrative body. 

We have now a board of railroad commissioners of five 
members. It is charged specifically with important duties. 
The execution of mortgages and the increase or reduction of 
capital stock are subject to its approval, its certificate that 
public convenience and necessity require the construction of 
a projected railroad is required before construction can be 
begun, and it deals with changes in highway grade crossings 
and various other matters in a definite way. 

The law also provides that the board "shall have gen- 
eral supervision of all railroads and shall examine the same 
and keep informed as to their condition and the manner in 
which thev are operated for the security and accommoda- 
tion of the public and their compliance with the provisions 
.of their charters and of law." If in the judgment of the 
board it appears "that any change of the rates of fare for 
transporting freight or passengers or in the mode of operat- 
ing the road or conducting its business is reasonable and ex- 
pedient, in order to promote the security, convenience and 
accommodation of the public," it may after notice and hear- 
ing fix a time within which the changes shall be made. 

But the action of the board in the exercise of this gen- 
eral power of supervision amounts to a recommendation. If 
its direction is not complied with, the law provides that the 
matter shall be presented to the attorney general for his 
consideration and action, and shall be reported to the legis- 
lature. So, if it appears that any railroad corporation has 
violated the law or unjustly discriminates in its charges, and 
the wrongful conduct is continued after notice, the matter is 
to be brought to the attention of the attorney general, "who 
shall take such proceedings thereon as may be necessary for 
the protection of the public interests." 

The present scheme of regulation is inadequate. There 
is a lack of precision in the definition of the powers of the 
board and an absence of suitable means to compel compli- 
ance with its decisions. No penalties are provided for dis- 
obedience to orders of the board made within its proper 
authority. Nor is the board authorized to institute and con- 
duct legal proceedings for the purpose of enforcing its re- 
quirements. 

It is also provided that the expenses of the commission 
shall be borne by the railroad corporations upon the ap- 
portionment of the controller. This plan of reimbursing the 
state is wholly indefensible. The supervision of railroads is 
in the interest of all the people and should be borne by the 
people as any other expense of administration. Such a board 
should be established in public confidence as an independent 
governmental body receiving no support from the railroads 
save as they are duly taxed for the general support of the 
government. 

We have also a commission of gas and electricity with 
broad powers with reference to corporations engaged in sup- 
plying gas and electric current. 

New Railroad Commission with More Power. 

It is my judgment that there is no need of two separate 
commissions to deal with these subjects. There are now 
corporations which are subject to the jurisdiction of both 
.commissions, and in some cases the same questions are pre- 



sented for the decision of both. Similar principles are ap- 
plicable to the decision in many cases within the jurisdic- 
tion of each and harmony of administration would be pro- 
moted by having a single body. It is plainly in the interest 
of economic administration in order to avoid the unneces- 
sary multiplication of officers and clerical force that there 
should be but one commission. In the two boards we have 
now eight commissioners. A board of less than this num- 
ber would answer both purposes. 

I therefore recommend that the present board of rail- 
road commissioners and the commission of gas and electric- 
ity be abolished and that a new commission be constituted, 
with powers of regulation and supervision, within constitu- 
tional limits, of the corporations now subject to the existing 
commissions. The commission should have all the powers 
possessed by the present commissions and such additional 
powers as may be needed to insure proper management and 
operation. Its powers should be clearly defined and should 
embrace the power to act upon its own initiative as well as 
upon complaint; to pass upon the issue of stocks and bonds; 
to examine properties, books, and accounts; to require de- 
tailed reports in prescribed form: to prescribe reasonable 
rates; to require adequate and impartial service; to provide 
for the safety of employes and for the protection of the pub- 
lic, and generally to direct whatever may be necessary or 
proper to safeguard the public interests and to secure the 
fulfilment of the public obligations of the corporations un- 
der its supervision. Provision should be made for suitable 
inspection so that the commission may be advised as to all 
matters within its purview and be In a position to take ac- 
tion on behalf of the people without the formal institution 
of proceedings by complainants. A prescribed quorum should 
be entitled to decide all questions, and any one commis- 
sioner should be empowered to make examinations and in- 
vestigations, and the proceedings and decisions of one, when 
approved by the board, should stand as its proceedings and 
decisions. 

The corporation guilty of disobedience to its orders, and 
all officers and other persons responsible for such disobe- 
dience, should be visited with appropriate penalties. The 
commission should also be entitled to institute legal pro- 
ceedings for the enforcement of its orders, and all such pro- 
ceedings should be expedited by suitable preference in all the 
courts of the state. The legislature should thus provide, 
within its constitutional power, adequate means for the 
entirely just and impartial regulation of these important 
public enterprises. 

Reform in Transit Conditions Here. 

The problem of transportation in the territory of Greater 
New York demands special, prompt, and comprehensive 
treatment. The configuration of Manhattan Island and the 
concentration of business at its lower end, together with the 
rapid growth of population, have produced an extraordinary 
congestion. All the existing lines — surface, elevated, and 
subway — are overburdened, and the people suffer in mind, 
body, and estate. The worst congestion is found at the ' 
Brooklyn bridge, due to the convergence at that point of the 
Brooklyn traffic. The people of Brooklyn who do business in 
Manhattan are subjected morning and night not only to ex- 
asperating inconvenience, but to such maltreatment and in- 
dignities incident to their disgraceful herding that relief in 
the most practicable manner should be afforded them at the 
earliest possible moment 

Not only are new facilities needed, which should be 
planned with reference both to immediate and future needs, 
but there is urgent necessity for more strict supervision to 
secure better service on existing lines. In some portions of 
the city antiquated horse cars may still be seen, giving pic- 
turesque emphasis to the disregard of the public convenience. 
Overcapitalization and the improvident creation of guaran- 
ties and fixed charges to suit the exigencies of successive 
combinations entered into for the purpose of monopolizing 
the traffic have produced their natural results. There are 
such unjust burdens upon earnings and the tendency con- 
stantly to effect economies at the expense of proper service 
is so strong that it is imperative that the people shall have 
vigilant representatives clothed with ample authority to 
compel the corporations to perform their public duty. 

In 1891 the legislature, for the purpose of providing for 
the development of additional transit facilities, passed the so- 
called Rapid Transit act. It constituted a board of rapid 
transit commissioners, who were named in the statute. Nu- 
merous amendments have been made and additional powers 
conferred. The statute contains important provisions with 
reference to construction by the city. Through the accre- 
tions of years it has become cumbersome and extremely 
complicated. It needs revision. Pursuant to the provisions 



January 5, 1907 



ELECTRIC RAILWAY REVIEW 



19 



of this act the present subways have been constructed and 
plans have been made for further construction. By a re- 
cent amendment the board is authorized, with the consent 
of the board of estimate and apportionment of the city, to 
grant rights and franchises and to make contracts with ref- 
erence to the construction and operation of the parts within 
the city of inter-state trunk lines. 

Would Abolish Rapid Transit Board. 

We have thus in the city of N'ew York an anomalous 
condition. Two boards created by the legislature are exer- 
cising powers of the greatest importance with reference to 
transportation. The board of rapid transit commissioners is 
dealing with the question of new facilities and is empow- 
ered to make contracts tor construction and operation. It 
is also dealing with the question of the construction of trunk 
lines into or across the city. The state board of railroad 
com:. - has general jurisdiction over the railroads of 

the state, and has supervisory powers over the surface lines 
and the elevated roads in the city. It does not exercise 
jurisdiction over the subways, as thee re constructed 

under the rapid transit act. But while the powers of 8 
vision are divided, the interests in control of the surface. 
elevated, and subway lines are now united in a single cor- 
poration. 

This situation should be met by a comprehensive plan. 
All the operations of railroad companies in the territory of 
greater N'ew York should be under the supervision of one 
board. And the board that is to have the power to super- 
rally these operations should have the power of 
initiating plans and of making contracts for the construc- 
tion and operation of new lines. Instead of two boards deal- 
ing with different phases of the same problem, there should 
be one board empowered to deal with it in its entirety 
such a board would exercise important state powers of con- 
trol and regulation, it should be a state board, and should be 
composed of men familiar with conditions in the territory 
affected. In my judgment it would not be advisable to put 
all these matters under the control either of the present 
board of railroad commissioners or of the new commission 
which I have proposed to take its place. The urgent need 
of an increase in transportation facilities, and the unique 
conditions existing in Greater New York, justify the crea- 
tion of a separate board to deal with the entire matter of 
transportation in that part of the state. 

I recommend that the board of rapid transit commis- 
sioners be abolished and that a new board be created, to 
have all the powers now exercised by the rapid transit 
board, and also to have powers with reference to operations 
within the territory of greater New York — or if deemed ad- 
visable, within a wider district embracing the adjoining 
counties into which certain lines of the surface railroad 
tend — similar to the powers which I have suggested should 
be conferred upon the new commission for the rest of the 
would thus be included the regulation of gas 
and '■. vporations. Ptovision should bs made for the 

retention by the board of estimate and apportionment of 
the city, of all the powers, including pow e rs of approval, 

h it now enjoys. 

The commission proposed for the state generally should 
have jurisdiction over all traffic between points withii. 
cit> of Nee York and points el- In the state. It is 

believed thai in this manner the whole question of trail- 
tatlon. and of gas and electric service In the territory of 

ilt with in an Intelligent .mil ef- 
flcient manner, and that to the fullest extent possible the 
Just requirements of th. immunity may be 



RECENT ELECTRIC RAILWAY LEGAL DECISIONS. 
BY JT. I.. BOSENBEBUEB, LL, B. 



Airbrakes Versus Handbrakes. 



The aver i :n the cost of operating an electric 

car furnished with handbrakes and one Eq ui pped with air- 
brakes, on roads running through lar. 

stops are necessary, has b< with 

Chrlstensen brake- 10 and I 

cur- 
The saving In current by the use oi 
airbrake In d'. fact that th-- powerful and Instan 

taneous action of the brak' 

brakeshoe clear of the a anil 

allo» in to run In "full 

is occaso' 
handbrake the nhoes must no' onlj 
within city limit* rman must V.. 

ring. In order that tie ma) stop qulcl 
llslons If In «- vl'*- In addlti 

- also s large saving In MM and I 

lnr-|.! 



Presimptmn o> Xni pence from Failing of Trolley Pole 

I'lMx Person Waitinu To Board CAB. 

Cincinnati Traction Co. v. Holzenkamp (Ohio). 7s X E Rep. 
-'. June 26. 1P'»;. 

Proof of the falling of a trolley pole from an electric car. 
when it stopped at a usual Stopping place, upon a person 
standing there for the purpose of setting upon the car. the 
supreme court of Ohio holds raises the presumption of negli 

e on the part of the traction company, and, unless 
butted, the party injured is entitled to recover damn 



Dity of Conductor to See that Pas-- n... a Has Rj lsonablt 
- ir or to Control Ri \m\ oi Cab Accobdu 
Dvni.er to One Inseci-rei.i - 

Van Horn v. St. Louis Transit Co. (Mo.), 9G S. \V. Rep. 326. 
June 19, 1906. 

While the upright stanchion to which the pivot was fas- 
tened upon which the back of a seat in an open summer car 
turned would be on the outside of. and afford protection to, 

issenger occupying an ordinary position on the end of 
the seat, there was evidence in this case that a woman, 
owing to the cramped half-sitting position she occupied from 
the seat not being large enough to accommodate six occu- 
pants or two of them appropriating a larger share of the seat 
than necessary, had not the advantage of the protection af- 
forded by the stanchion, but was compelled to sit with her 
back thereto, with nothing on the outside to protect her or 
prevent her falling off. The supreme court of Missouri, divl 
sion No. 2, says that it was the conductor's duty to see that 
she had a seat reasonably safe and secure, and knowing, 
as he must have known, her position to be unsafe. || was 
his duty to control the running of the car with a degree 
of care proportioned to the danger to which she was exposed 
by reason of her insecure position on the seat. 



Facts ami Riles Deemed Est mi ism p In c.sst \ Wn h 

Operation Of Eiecthi. - ELailwats a- To Fabbb, 

Traxsrbb un> Duma oi Cowpdot ob b— Rpu k 

in.. BxptnaiOH ros Rjoruaax to Pay Fare or Pboddbb 

•k Tnkt r Is Reasonable— Transfer Ticket CoK- 

Ktvn.i Of PaBSKROEB C.ntN Whom. Thkm - 

Damasks Ki.i.wrwuf roa &ttkkptxd EBxfuuhot, 

Norton v. Consolidated Railway Co. (Conn.), 63 Atl. Rep 
1087. June 5. 1906. 

There are certain facts and established rules conrn 
with the operation of electric street railways, which in tl 
days are familiar to . ,on of ordinary Intelligence 

who has occasinti ,,,,| wliirh. n„. supreme 

Of emirs of Con: -ays, are to I" I in 

mining what the real contract of carriage Is In a case 
like the present one — an action to recover *»— pn f,, r tin- 
alleged tort i :lll t i n attemptlni to 

forcibly eject the plaintiff from the ear after he had pro 

: an Improper transfer t Ir-K f :ir ,. 

Amon-.- tie in are. that tin- mere payment of the ordlnarj 
fare In a ■ ,,r itself, as upon a steam rail 

road, Indicate the destination of ti. 

•nit he .1. -siren transportation by another line and upon 
another car; I upon one line d< 

be transf. i,,, tame ■ 

fare OB tl > ; that upon 

irrl.-d. In that car. tfl the point 
• rid line 
must obtain from the OOndoctol Of It a tfl 

ake passage upon a oai 
•hat i>h tO 'I, 
• 



20 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 1 



like all other passengers taking the ear at that point, and 
will not bo permitted to ride unless he either pays his fare 
or presents a proper transfer; that it is the office of the con- 
ductor of the second car to determine the right of the 
passenger to ride upon that car, and that upon the presen- 
tation of a transfer ticket, the ticket itself is the only 
evidence of such righl which the conductor can properly 
accept. 

A rule requiring the expulsion from a car of a passen- 
ger who refuses either to pay his fare or produce a ticket 
showing his right to ride on such car is a reasonable one. 
In ascertaining whether the plaintiff was entitled to ride 
on the second car, it was not the duty of the conductor 
of that car to accept the statement made to him by the plain- 
tiff that the mistake in his transfer was the fault of the con- 
ductor of the first car. As between the second conductor 
and the plaintiff, the transfer ticket was conclusive as to 
the latter's right to be carried as a transferred passenger 
upon his car. 

In the court's opinion, the facts showed that the real 
contract of the defendant was to carry the plaintiff, upon 
the first car, to the proper point of transfer to the second 
line; to furnish him a proper transfer ticket to entitle him 
to a passage on a car of the second line; and to carry him 
upon that line, upon the presentment of such transfer or 
the payment of his fare to the conductor of the second car. 
Throush the carelessness of its servant, in not giving the 
plaintiff the transfer ticket which he asked for, the defendant 
failed to perform its contract. For such breach of contract 
the plaintiff would have been entitled to compensation for 
the loss or injury, had there been any, which necessarily 
followed from the defendant's failure to furnish him a 
proper transfer ticket. His remedy for such breach of con- 
tract was not to refuse to pay his fare, and to forcibly 
resist being expelled from the car. As the transfer ticket 
which he presented did not even purport to authorize him to 
ride on a car of the line he boarded, the conductor of that 
car, notwithstanding his explanation of the mistake, was 
justified in refusing to accept it, and in requiring him to 
pay his fare or leave the car, and after the demands made 
by the conductor, it became the plaintiff's duty to either 
pay his fare or peaceably leave the car. 

The court's conclusion is that the plaintiff, having by 
his own wrongful conduct invited the use of force, could 
not complain of the use by the defendant of reasonable 
force in the attempt to remove him from the car. It was 
error to hold that he was entitled to substantial damages, 
and the case was remanded for the assessment of nominal 
damages. 



Any Traction Company Authorized by Statute to Take 
Any Existing Street Railway With Consent of Own- 
er, Lessee, or Operator, and Operate It Without Re- 
gard To Whether Its Predecessor Was Clothed With 
Powers and Franchises — Powers of Company After Ex- 
piration of Term Limited In Its Charter. 

Mayor, etc., of Jersey City v. North Jersey Street Railway 
Co. (N. J. Sup.), 63 Atl. Rep. 906. June 11, 1906. 

By the first section of the New Jersey act to author- 
ize the formation of traction companies passed in 1893, it is 
enacted that any company incorporated under it "shall have 
power to enter upon any street or highway upon which any 
street railway or other railway operated as a street railway, 
is now or may hereafter be constructed (with the consent 
of the owner or owners, lessee or lessees of such railway, 
or of the person or persons operating the same), and* • • 
maintain and operate such railway." The second section 
declares that every company incorporated under the act 
shall have, in addition to numerous powers, privileges, and 



franchises therein specified, "all other powers necessary 
to the performance of its duties and the exercise of its 
privileges imposed or conferred by this act." 

AVhen it is remembered that the primary object in 
incorporating street railway companies is, not the financial 
benefit to be obtained by their incorporators and their suc- 
cessors from the operation of the railways constructed by 
them, but the furnishing to the public of a cheap and easy 
means of intramural transportation, the purpose of those 
provisions of the act of 1893 which have been referred to, 
the supreme court of New Jersey says, seems apparent; 
and that is to prevent, as far as possible, the people from 
being deprived of the benefit which comes to them from 
the use of these public utilities, by the financial or other 
inability of the owners or operators of them to continue their 
operation. 

The statute, the court continues, does not contemplate 
that the right of a corporation, organized under it, to main- 
tain and operate a street railway shall depend upon the 
existence or nonexistence of such right in its predecessor in 
ownership or possession. It deals not only with railways 
which are owned and operated by corporations de 
jure (of right), having powers and franchises which 
are efficient to enable them to operate their roads, 
but with railways which are owned or operated by 
corporations which never had a de jure existence, 
and by those whose right to the enjoyment of the 
powers and franchises originally bestowed upon them 
has been terminated by efflux of time or otherwise. It 
deals with the railway as an existing thing, rather than with 
the question of the rights and powers of the corporation 
having possession of it. It authorizes a traction company 
organized under it to take possession of any existing street 
railway, or railway operated as a street railway, provided 
it obtains the consent of the party who owns, leases or 
operates it, and it confers upon such traction company all 
the powers and franchises necessary for the proper main- 
tenance and operation of the railway after it has acquired 
its possession, without regard to whether or not its prede- 
cessor was clothed with powers and franchises. In a word 
all that a traction company organized under the act of 
1893 needs to acquire from its predecessor, whether that 
predecessor operates the railway as owner, or as lessee, or 
by bare right of possession, is its consent. Its power to 
maintain and operate the railway is derived, not from its 
its predecessor, but from the statute itself. 

The expiration of the term limited in its charter, the 
court further says, did not absolutely destroy the corporate 
existence of the Jersey City & Bergen Railroad Co. That 
still remained to it by express statutory provision for the 
purpose of enabling it to settle and close its affairs and to 
dispose of and convey its property. At the time when it 
leased its railway to the Consolidated Traction Co., there- 
fore, it had power to consent that the latter company should 
take possession of its railway and maintain and operate 
it. Its assignment to the Consolidated Traction Co. of the 
powers, privileges, and franchises which had been conferred 
upon it by the legislature was not requisite to enable the 
latter company [incorporated under the act of 1893] to main- 
tain and operate the railway; and the fact that the assign- 
ment was fruitless, because such powers, privileges, and 
franchises had already ceased to exist, could not, of course, 
deprive the latter company of its powers, privileges, and 
franchises, conferred upon it by direct legislative grant. 
When the Consolidated Traction Co. acquired possession 
of the railway, therefore, it was clothed with full power to 
maintain and operate it; and when it, in turn, leased the 
railway to the defendant's company, that company, which 
was also incorporated under the traction act of 1893, was 
clothed with like power by direct grant from the legislature. 



January 5. 1907. 



ELECTRIC RAILWAY REVIEW 



•21 



PIPING AND POWER STATION SYSTEMS— XXV. 



BY W. I . MORRIS. M. E. 



Figure 234-(H5-l) shows a very satisfactory construc- 
tion with pipe connections entirely outside of the frame, thus 
in? the possibility of their being strained against the 
frame of the engine. As shown they are also exposed to 
which is advantageous in case of leaks. The water can 
be diverted over the surface of the journal either by means 
of dividing partitions cast in the journal or by a pipe run 
into the journal and forming one of the connections. The 
regulating valve should be on the inlet branch, the out- 
let being free to atmosphere and discharging into a funnel 
that may readily be seen and tested by the operator. To 
allow the greatest possible flexibility the supports for the 
piping should be well away from the journal. The discharge 



ftuma 




Figure 234— (H5-1). 



Figure 235— (H8-1). 



should be carried to a height slightly above the journal, thus 
insuring that the bearing will at all times be full of water. 

It may appear that the funnel, exposed pipe, etc.. as 
shown are crude and unsightly, but it should be remembered 
that the first consideration is utility and the latter, appear- 
ance. That which on its face shows usefulness and conveni- 
ence if neatly constructed has every reason for being left 
exposed. 

Low-Pressure Water to Dry-Vacuum Pump. 

For continuous runninc it is absolute!; necessary to 

coof the~air~ylinde~f" hTHiTy YHi iimi~i>iimp.'" _ Low-pressure 

water Is used for tliis pur po se . The temperature of the air 

pumped is generally about 120 degrees F., anil if no air 

cooler Is used and air Is compressed from about 2 pounds 

absolute to 15 pounds it is thus reduced to about 1-7 of Its 

former volume. The dry-vacuum pump will operate under 

rather hleh temperature*, thus permitting cooling water to 

at a t' I high as 17". degn 

arrangement of pi Doling the journal, as shown 

In Figure 234, is also suitable for cooling an air-pump cylin- 

uslng only the inlet ralTe to control the water and an 

funnel to ob quantity and The 

amount of cooling water neressary to r . tempera* 

iir cylinder of the dry-vacuum pump Is quite 

small, being only about 1 ."■ per cent of for boiler 

feeding. The amount of wai •■•! ibould !»• determined 

by observation of the condition of the pomp at various tern- 

• •oiing water. 

■ if the moat frequi irith air cylinder! Is 

b r o ught aboul by the admitting of a rlinder, which, 

due to the high '• ' Onto 'he air- 

Low Pressure Water to Pump Priming Pipes. 

iw-preamn 

priming fire pumps 

cauxe BOCfa I 

prtmtns, but imp priming plpei ■ with 

■ full Mn lenst 

poii- waving In tit '■ •»»<! 



ordinary service pumps is not as essential as with fire pumps 
they are seldom equipped with priming pipes. The piping 
arrangement shown in Figu: 1-3) will be found sat- 

isfactory for the service pump. A fire pump should hare 
a foot valve, also a priming connection between the suc- 
tion and discharge valves at both ends of the pump and 
should also have priming connections to the suction line. 
By the use of these several details air may be removed from 
tin- pump before it is started. If priming water is not easily 
obtainable from a low-pressure line or from the pump dis- 
charge as shown in Figure 216, then a hose valve should 
be attached to the pump between the suction and discharge 
s at all four ends of a double-acting pump. This de- 
tail can be satisfactorily arranged by connecting the four 
ends with piping and using check valves that open into the 
ends of the cylinders and a stop valve to control the water 
from the hose or pipe line. 

If the fire pump has a foot valve it can easily be primed 
by delivering the priming water into the pump suction. 
This may put a part of the water ends into service and 
leave one or more ends out of service, which difficulty may 
often be observed with pumps that have been in operation 
for some time. The presence of water at the suction valve 
does not aid the end of the pump out of operation in taking 
its water. To enable the inoperative end to take water it 
is necessary to reduce the pressure in this end as far below 
the atmospheric point as the pressure on the water in the 
suction at the suction valve. This can only be accomplished 
by discharging to atmosphere the confined air. since the 
pump is able to discharge only a part of its air into the 
discharge pipe. 

The usual method of freeing a pump of air is to close 
the valves in the discharge and open the vent over the 
discharge pump valve, thus allowing the contents of the 
cylinder to be discharged to atmosphere at a low pressure. 
All the air can in this way be discharged from the pump 
if the priming water is admitted between the suction and 
the discharge valves. Such an arrangement of valves re- 
quires a large air vent, and if a check valve is placed In the 
discharge line from the pump it will pi. pressure 

coming back on the pump valve whenever the air relief Is 

The usual boiler room operator is not sufficiently skilled 
to handle these priming arrangements unless they are quite 
simple. To free a pump of air when it is not fitted with 
priming pipes require more skill. Any operator 

should quickly barn to open the air vent ami admit priming 
r if that is all that Is required. It D inferred 

that priming pipes are mere ooi there are 

many installations In which tiny are absolutely essential 
and with which if priming pipes were n<>t supplied it would 
be necessary when priming to open the pump ami 1111 it with 
water by using a hose, pall or similarly crude method, be 
fore the pump could be put into operation, 

,,f pimm QtrifugaJ pumps 

Is Indispensable, as has been explained ondei I M). 

■ lump hU ■ illatn 

of aboul M thai of the pump 

Low Pressure Water to Hose Connections. 

Tie ; r,ir ■ 

i owi |s made 

tor anothi prink 

ling and the regular Ion r ' r " r "• ' 

ting dOV, !'"i the I 

in. Hi. i 
divided Into two ■ irith atfi 

without ■ ut difficult 

higt dlnarily 

,n the hi Phe other ijri ■' b» 

without 
.i.iii. i in- put "i> it Thi 



22 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 1. 



should take their supply from the low -pressure system 
should be those for wetting down ashes. This class of 
work is better served by using water under low head, thus 
avoiding the dust and spattering that would be caused by 
water of high velocity striking the ashes. As this advantage 
is too slight to call for a separate pipe line for wetting down 
ashes it will be advisable, if the fire line passes near the 
boiler front, to connect with it the hose for this service, con- 
trolling the pressure by valves at the hose connections. 

If the low-pressure system is supplied from a tank there 
should be only such connections taken off this system as 
would be injured by high pressure, but to avoid running 
special lines and thus complicating the station pipe work 
it may be found advisable to make occasional hose con- 
nections with the high-pressure line. This method is par- 
ticularly advantageous if these connections can be left un- 
used during such times as the tank supply is limited, which 
would be occasioned when the pumps were temporarily used 
for some other service. Hose connections for floor washing 
would form one of these exceptions, but such work can be 
postponed until water is available. 

A simple arrangement for floor washing is to use a small 
hose with a large coupling at the end for attaching to the 
fire connection. To avoid cutting the regular fire-service 
valves it is quite necessary that a separate valve for con- 
trolling the water should be attached to the regular hose 
valve. If a hose coupling of large size can be tapped out of 
the fire line and a nipple attached as shown by, a, in 
Figure 235-(H8-l) a very' convenient connection is had. An 
alternate method would be had by screwing a small valve 
onto the larger valve and connecting the hose with the coup- 
ling, b. 

Low-Pressure Water to Oil Filter and Tanks. 
Low-pressure water service for washing purposes sup- 
plied with hand control is usually provided for the oil filter 
and tanks. A very satisfactory piping arrangement is had 
by running steam and low-pressure water pipes to an 
"ejector-T," having a valve in each line and a means for 
connecting the hose to the T. With such connections water 
can be supplied either hot for cleaning tanks or cold, as 
may be desired for general use. If water is required in any 
tank it can be supplied by hose or, in the case of precipitat- 
ing gravity tanks, it may be admitted through pipe connec- 
tions. Ordinarily the water required for this service does 
not exceed that which may be delivered through a %-inch 
pipe. 

Low-Pressure Water to Grease Extractor. 

Only a small amount of water is required for grease 
extractors, the quantity being just sufficient to keep the 
baffle plate wet and amounting to about 5 per cent of the 
steam passing through the extractor. A water connection 
is essential for the successful operation of even the most 
efficient grease extractors. The water admitted to the sep- 
arator is discharged together with the condensation, grease, 
etc., to an entrainer. This entrainer, for a vacuum separator, 
is designed to receive first, drips under vacuum, then, by a 
tilting mechanism to close the drip opening and open a 
steam connection so that the accumulated drips are blown 
out; it then closes the steam and opens the drip connections 
in turn, working in a manner somewhat similar to the action 
of a steam trap. 

If the grease extractor is in series with the vacuum line 
to the condenser the spray water, even though lifting is 
necessary, may be taken from the condenser circulating 
water. This supply will be found somewhat more reliable 
than the low-pressure main and no pumping machinery will 
be required to insure its continuous operation. If the grease 
extractor forms a part of an atmospheric exhaust line it 
will be necessary to supply the spray water under a head 
greater than the exhaust pressure. In this case the drips 



would be discharged through a steam trap or a U-shaped 
drip loop. 

Low-Pressure Water to Cooling Boxes at Furnaces. 

There are some makes of furnaces that require water 
cooling to prevent them from being burned. Such devices 
waste the heat taken up by the water, when it is discharged 
to the sewer, and they are a source of constant trouble. The 
manufacturers of station equipments call into use many 
methods for eliminating this troublesome detail. The reason 
for this choice is not that they can secure better results, but 
with a view to avoiding the serious loss and any interruption 
of operation that would be caused by a failure of the water 
supply. The customary method of regulating the supply to 
such devices is by maintaining full water pressure on the 
parts to be cooled and controlling the water with a dis- 
charge valve. If the heat in the furnace increases it is pos- 
sible to generate steam and drive the water out of the water 
box unless the discharge opening be increased before the 
temperature is raised to the steaming point. Thus in the 
operation of such cooling systems the water must be wasted 
or a risk run of damaging the water box. By admitting water 
into a box which has attained a high temperature and driven 
out the water or in some other manner been without water 
for a short time, there is not only the danger of burning 
the water box, but a still greater one of cracking It. As a 
proof that much greater damage is caused by cracking than 
by burning many of the builders of this class of apparatus- 
are now making water boxes of riveted boiler plate. 

If a considerable supply of water is connected to a 
water box so arranged that the water can circulate in it 
relief will be had from much of the danger occasioned by in- 
terrupted water supply. The water in the tank, in case of 
approaching trouble, would become overheated and give a 
warning. A tank for this purpose, to permit of circulating 
water being at not less than 210 degrees in temperature, 
should be placed as high as possible. When the heater 
used is of the open type and the tank is placed at a high 
level the overflow may be discharged to the heater. 
(To be continued.) 



Chicago & Oak Park Elevated Switching Car. 



Mr. Amos Sillers, master mechanic of the Chicago &' 
Oak Park Elevated Railroad, has recently had built in the 
company's repair shops at Fortieth and Lake streets, Chi- 
cago, a very simple and efficient switching car, which in 
addition to performing a general switching service on the 
elevated lines and around the yards and shops is occasionally 
used as a work car. It consists of an ordinary 46-foot flat 
car body mounted on two Baldwin trucks of the type used on 
the company's passenger equipment, and reinforced with steel 
rails laid lengthwise and bolted to the floor sills. 

At the rear end of the car is a motorman's cab occupy- 
ing a floor space about 8 feet square and 8 feet 3 inches high. 
The cab has windows on all four sides, giving the motorman 
a clear view in all direction, and contains two controllers, 
one on each side. The rear truck is equipped with two 
G.E.-85 motors of 160-horsepower capacity each. The car is 
equipped with airbrakes and with both third-rail shoes and 
trolley, as the road has several miles of surface lines ope- 
rated by trolley. 



The Street Railway Young Men's Christian Association 
of Memphis, Tenn., has been in existence about a year and 
now has a membership of 386, equally divided between mo- 
tormen and conductors. The average daily attendance at 
the well-equipped rooms in the car barns is 280. The asso- 
ciation is contemplating fitting up a restaurant for the use 
of its members. One of the interesting features of the year, 
which drew an attendance of 600, was a home-talent enter 
tainment at one of the railway company's park theaters. 



January 5. 1907. 



ELECTRIC RAILWAY REVIEW 






News of the Week 



Kokomo Marion & Western Discontinues Passes.- T. C. Mc- 
Reyn tokomo Marlon A Western Trac- 

that after January 1 tree trans 
a will be issued only to emploj 

American Street A. Interurban Railway Association Proceed- 
ings. -So. r. tary B V SwenaoD has announced that it is exp 
to have the annual proceeding! of the association printed and 
for distribution some tine in January. 

Interurban Station at Columbus. — The Indiana Columbus ,v- 

y has purchased properl Rich 

street in Columbus, o. which is to be ultimately used for the 

■ an interurban station. The plans have not yet 
comr- ■ 

West Chester Street Railway Abolishes Passes.— The West 
iny, of \\ ■ lias an- 

nounced that In-pinning with the n< more 

free transportation. son that the pass system is a 

burden on the company. 

Executive Meeting Engineering Association. — President H. H. 
ami Interurban Railway Bngll 
tng Association has c ling of the executive committee 

Manhattan Hotel, New fork, 7, to 

work >'f I 

Columbus Delaware &. Marion Railway to Handle Express. — 
The Columbus Delaware & Marion Railway, which operates an 
interurban line from Columbus to Marion. O., has made a contract 
with the Wells-Fargo Express Company to handle Its e\; 
busir points. The express will in- carried on 

combination cars during the day and a special express car will 
be run during the evening. 

Quarterly Meeting New York Association. — The regular quar- 
terly meeting of the Btreel Railway Association of the State of 
New York will be held at the Iroquois hotel, Buffalo. N. Y., at 
10 a. m., on January 11. The subject of the meeting will be 
"Track and Roadway." and It is anticipated that Beveral interest- 
ing papers will be read. Further notice of the meeting, giving 
the subjects of the papers, will be sent out later by the secretary, 
j. ii Canandaigua, N. v. 

American Society of Mechanical Engineers At the annual 

the American Boclety ■•< Mechanical Bnglneers, held 
In New York last month, the following officers were elected for 
the ensuing y.ar: President, K. R HuttOTJ, "f New York; vlce- 
lents, P. \V. Gates, Chicago; Alexander Dow, Detroit; Walter 
at KoFartand, Washington. D. C; Walter Loldlaw, Cinolnnatl; 
Frank G. Tallman. Cleveland; Frederick M Prescott, Milwaukee; 
treasurer. W. II Wiley, New York city 

Ohio Commission Rules Against Passes. — The Ohio railroad 
'i has Issued a ruling In regard to free transportation, 
which a|| 'th steam and electric iut.inil.au rail' 

The ruling is that free passes or te entirely 

within the state ran lawfully ns as 
minis' narlt- 
able Institution ivellng on business, destitute ami home- 
less i dlroad oil nts in 
shipping live ito maximum violation is {10,000. 

Express Service In Indiana. -The Indiana Union Traction Com- 

ill be 
i the 
loptlng a 

'1 will 

Pittsburg Railways Company Abandons Park Business.— 

' 

all experienced pari- 
•ani ago 

will r,. added 

Bridge Loop Terminal at End of Brooklyn Bridge. - 

I 
■taati 

■ 



loop in some fashion to ease the crush during rush hours. Work 
begin in about tin days. 

Clubhouses for Portland Street-Car Men. — The Portland 
Railway Company has announced that it will build four club- 
houses for the use of n \t year, each building to 
ami each one i ar a ear barn. 

Manufacturers' Associaticn Elects Officers. — Mr. James H. Mc- 
Qraw was re-elected president •■! the American Street ,y- inter- 
urban Railway Manufacturers' Association at a meeting of the 
ii\e committee held in New York on Friday 
■ ommlttei follows; 

F c. Randall of the Ailis-Chalmers Company; treasurer. Joseph 
i; Elllcott of the Westlnghouse Traction Br I 
tary, Mr. George Keegan of th,. [nterborough Rapid Transit I 
pony. Mr. Charles I ral Electric Companj 

unanimously chosen chairman o: tie- entertainment eommltti 
th.' next convention. 

Electric Cars Must Stop at Steam Road Grade Crossings. — i 

Tie- Ohio railway a has ruled that tin duly ol 

Ines is to BtOP th-' ears at all Steam railroad CTOB1 

than ten feet nor more than liny feet from tie- crossing and must 

remain at a standstill until an officer of the ear be itlrely 

im railroad tracks to ascertain whether there Is 

any danger. The car is not permitted to start until signaled to 

bj the officer of the company. The managers of thi 
trli' lines have been Instructed to post this Information in a 
. in the cars of the company and in the shops 

Of He 

Interurbans Claim Discrimination by Steam Road. Several of 
the Interurban roads entering Toledo 

discrimination in the matter of switching chai the Toledo 

Railway & Terminal Company, a steam road, and it is probable 

that the Ohio railroad commission will be asked to Investigate 

matter. The tariff si rmlnal company shows that the 

switching of Interurban ears . ged at tie rate of j:; per cat 

whil. i roads are Charged only \s every In- 

terurban road entering Ti - tin- tracks of 

the Terminal and as nearly all are engaged in the handling of 
freight they must depend on the Terminal for the transfer of 
freight cars from one road to the other, and the extra charge Often 

amounts to a considerable sum. 

Oklahoma Electric Railway & Gas Association.— A large num- 
ber oi representatives of the electrical ami sas industrii 
Oklahoma met in the chamber of commerce, Oklahoma City, on 
mber 13 and organized the Oklahoma Electric Railway ,'. 

latlon. A Constitution and by-laws were adopted and a 

large number of members was enrolled. Officers wera 

folio* !•'. II. Tidinan. manager Oklahoma <;. 

Electric Company. Oklahoma City; Ural n nt, i' P. 

OB, Shawnee, okla.; see I vice-president. 11. C Slot I inund. 

president Stettmund ompany, Chandler, Okla.; third 

dent, i:. M Cooper, Dogmas at Co., Wllburton, i T 
Charles w. Ford, general superintendent Oklahoma Cltj Railway; 

int. John II Merrill, manager CI law Railway ,v Lighting 

i' any. South .Me Ulster, 1 T. 

Bridge Loop Commission Proposed for New York Mr Kdwaid 
C Dowllng, of Brooklyn will Introduce mi', the New v 

Mil which, If passed, will til. 

of th' New Tork Cits 

■I 11 V ill legal,! 

tween tie- Brooklyn ami Williamsburg bi ■ bill provides 

for the appointment by the mayor of n Whom 

shall civil engineer, to be known as tie ' b 

loop . i.ii i his , omm hot Ised to 

Hi,- const! i railroad 

In Center street thi and Delanc oonnectlni 

Wllllan Tin' hill 

I o ti d 

rating 

.,11 ell N' W V"| U, fOT tie Use ol th. 

Annual Count of Brooklyn and Williamsburg Bridge Passen- 
gers. - 
burg 

■ ny bj th.- Brookl} n 

■kly a 
until midnight 
idltloni on thai da\ wiii Inch ' 

I will in advam 

i • ,n I., i i ■ 

in He . 

i from i> 

Wllllamsb 

irrli ■ 



24 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 1. 



tracks, bul m> include all the lines of the Brooklyn Rapid 1 
nd & Brooklyn sj tem 

Jurisdiction of State Commission Over City Lines. — Governor 
eported to In his forthcom- 

ing message to the legislature a demand for the enactment of a 
law providing for the regulation of street an'd Interurban tra/ 

existing state railroad ra1 mission. 

The commission i bel asi which involve the 

question of its authority In t] I nines authority 

when afl mplained of extends beyond the corporate 

limits of a municipality, bul i 

i ■■ the 1 iei il purely ur- 

Che most u 
lar demand for - from Milwaukee, 

mding a reduction of fare from the customary 
i privileges and : '" I ■ pri en1 Ion of 
ollectlon of two fan rides outsi'de 01 hi 

city 111 

Pension System for Employes In Washington. — A pension sys- 
effect on January 1, has been established 1>. 

Electric fjompany and allied companies 
for the purpose of pensioning employes Who have attained the age 

of 70 years, those who for 20 years or more have I n continuously 

in the service of the company, and those who become physically 
disqualified by reason of injuries received in the line of duty. 
The company has appropriated $5,000 per annum to defray the 
expense of the system. A pension hoard will be created for the 
purpose of considering and passing upon all matters in connection 
with the system. The board will consist of not less than five nor 
more than seven members, who will bo appointed by the president 
of the company, and will serve during his pleasure. Forty per cent 
per annum of the average annual wages for the ten years previous 
to retirement will be paid in monthly instalments to those who 
have served the company continuously for 35 years or more; 30 
per cent for 30 to 35 years' service; 25 per cent for 25 to 30 years; 
and 20 per cent for 20 to 25 years. To be eligible for pensions 
employes must be members of the Washington Railway Relief 
Association. 

Annual Meeting Central Electric Railway Association. — The 
annual meeting and election of officers, together with the first an- 
nual dinner, of the Central Electric Railway Association will be 
held Thursday. January 24, 1907, at the Claypool hotel, Indianapo- 
lis, In'd. The business meeting and election of officers of the asso- 
ciation will take place at the morning session at 10:30 o'clock. At 
the afternoon session the following subjects will be discussed: 1. 
Cost of power for rental purposes. 2. Developing a demand for 
renting power; does it pay? 3. The model car for long travel. 4. 
Car lighting. 5. Handling of accidents and claims. Elaborate 
arrangements are being made by the railroad officials of Indianap- 
olis to make this a red-letter day and one of great importance to 
the entire railway fraternity of the middle west. One of the fea- 
tures will be the massing at Indianapolis for exhibition the various 
types of interurban cars now in service; it is also desired that all 
private cars in the middle west be centered at Indianapolis for this 
date. Ample arrangements have been made by the Indianapolis 
Traction & Terminal Company under the supervision of Mr. J. J. 
Mahoney, superintendent of the company, to have all the cars 
massed in the center of the city on one of the side streets opposite 
the Claypool hotel. Many prominent electric railway men from all 
parts of the country have been invited to be present, an'd under 
the direction of Mr. Charles L. Henry as toastmaster the after- 
ainner program will be elaborate. 

Metropolitan System to Discontinue Street Transfer Agents. — 
The Metropolitan Street Railway of New York City discontinued 
on January 1 the employment of street transfer agents, 
which have been stationed at important traffic corners. The 
change is also intended to prevent the issuing of two trans- 
fers, one on the car and another at a transfer point, and to 
simplify a system which is confusing to people not familiar with 
it. Mr. Oren Root, Jr., the general manager, is quoted as fol- 
lows: "Although we have as many men stationed at the transfer 
points as is practicable they are not able to handle the crowds 
in the rush hours and while one carload of people is transferring 
the cars behind continue to back up and cause a very bad con- 
gestion. Take the transfer station at Astor place and Broadway. 
We have three men there, the largest number possible without 
running the risk of issuing transfers several times to the same 
person. They are not able to pass the crowd fast enough and 
as many as ten ears sometimes are waiting to get to the transfer 
corner. We have had police stationed there to handle the crowd, 
but It Is not possible for them to do so. If the conductors issue 
the transfers we belieVe that the cars will not be stalled in this 
manner and that traffic will go on uninterrupted. Transfer agents 
are also continually engaged in disputes with persons who say 
they have just alighted from a car. when they have actually 
walked in back of it at the transfer point and mingled with the 
passengers. The agents are put in the best possible position for 
seeing all those who alight, but although they are many times 
sure that certain persons have not come from the cars they are 
not able to prove it and trouble ensues. Also, many persons who 
ride on the principal lines of the city get two transfers, one on 
the car and another at a transfer point. We have calculated that 
at a minimum 2. "00 cases such as this occur daily. On the Broad- 
way downtown line a man may get a transfer for Fourteenth 
street on the car and at Twenty-third street get off and get a 
transfer from tin agent. This transfer he will trade for a news- 
paper or something of Hit sort and then continue his trip in 
Fourteenth street. in the course of a year this loss alone 



my thousands of dollars. In addition to all this 
th< double system is undesirable and causes confusion, 

illj In ii" '.i i ol i' 1 ' who are not familiar with the city. 

Many oases of this kin, I have come i" our attention lately." 



New York New Haven & Hartford Acquires Electric Railways. 

n mal announcement was r! nlier 20 of the com- 

pli ii hi of the purchase by the Now York New Haven & Hartford 
i of the Rhode Island Securities Company and the Rhode 
Island Company, both Of Providence. R. I. The Rhode Island 
Securities Company owns the stock of the Rhode Island Company 
which controls practically all of the electric railways of the state. 
Both were controlled by the United Gas Improvement Company 
of Philadelphia. At the same time the leasing of the Connecticut 
Railway & Lighting Company and the purchase ol various other 
electric railway and powc a lea of the state was announced. 

The official statement, as given out from the office of President 
C. S. Mellen, follows: "The New Haven road has purchased the 
• apital stock and all of the indebtedness of the Rhode Island Secu- 
rities Company, paying therefor in debentures of the Providence 
Securities Company (a Connecticut corporation), bearing interest 
at 4 per cent and indorsed as to principal and Interest by the 
New Haven road at par for said stock and indebtedness as of 
August 1. 190G, upon the payment by present holders of Rhode 
Island Securities Company stock of an assessment of $10 In cash 
a share. 

"Upon the completion of this purchase today the directorate 
of the Rhode Island Company and the Rhode Island Securities 
Company has been changed by a majority of said directors resign- 
ing and representatives of the New Haven road being temporarily 
elected in their places pending the permanent reorganization of the 
directorate. 

"In pursuance of the above. Mr. Mellen of the New Haven 
road has been elected president of the Rhode Island Company and 
the Rhode Island Securities Company. A. S. May has been elected 
treasurer and J. G. Parker secretary of both companies, these 
men occupying relatively the same positions with the New Haven 
company. 

"At the same time a lease has been taken, practically In per- 
petuity, of the properties of the Connecticut Railway & Lighting 
Company in Connecticut, and possession has been given to the 
Consolidated Railway Company, the corporation which has been 
formed to handle the electric properties of the New Haven road. 

"A purchase has also been made of the United Gas Improve- 
ment Company interests of all the capital stock of the Meriden 
Southington & Compounce Tramway Company, of the New Milford 
Power Company, and the Housatonic Fower Company, and changes 
in the organizations of those companies have been perfected where- 
by the officers of the Consolidated Railway Company have been 
elected and the directorate of the companies changed so that a 
majority of the directors are now held in the interest of the 
Consolidated Railway Company. 

"No immediate change is contemplated in the management of 
the properties or in the subordinate officers, everything will con- 
tinue as before until the new owners become familiar with the 
property. The hope of the new holders is that by the expansion 
of the properties and development of facilities the same will become 
more valuable and justify the prices paid for their control. 

"In connection with the Rhode Island purchase, Edward G. 
Buckland, the attorney, of New Haven, has been elected a vice- 
president of the New Haven road, with offices at Providence, and 
will more particularly represent the interests of the company In 
all its departments in that locality hereafter." 

Announcement had previously been made of the purchase of 
the Ray system of lines in Rhode Island and Massachusetts, includ- 
ing the Woonsocket Street Railway, the Providence & Burrillville 
Street Railway, the Milford Attleboro & Woonsocket Street Railway 
and the Columbian Street Railway. The purchase of the Rhode 
Island' Company, with its lines in Providence, Pawtucket and 
vicinity completes monopoly of the electric railway business of 
the state. The Rhode Island Company at its last report was 
capitalized at $20,000,000 and represents about 300 miles of track. 
The entire system in Massachusetts. Rhode Island and Connecticut 
now comprises some 1,350 miles of single track, with estimated 
gross earnings of approximately $15,000,000 a year, and with an 
estimated market. value of stocks and bonds of about $125,000,000. 

This great system, with the exception of 50 or 60 miles, has 
been acquired during the past three years since Mr. Mellen became 
president of the road, and its further expansion to any great 
extent is precluded by geographical considerations. With the excep- 
tion of a few small roads in Massachusetts there are no more 
electric roads which the New Haven would reasonably care to 
acquire and it now enjoys a complete electric monopoly in its 
territory. 

According to a statement bv Vice-president E. G. Buckland, 
Mr. A. T. Potter will retain his position as vice-president of the 
Rhode Island Compay. Mr. A. E. Potter, general manager, will 
also be retained, with jurisdiction over the electric lines of the 
entire state. Marsden J. Perry, president of the Rhode Island 
Company, who is recognized as the foremost electric railway builder 
of the state, will no longer be identified with the company except 
as a director. 

One of the most important features of the deal, which, as an- 
nounced by Mr. Buckland, will be developed as soon as practicable, 
is that the New Haven road is now in an excellent position to 
carry out its long-cherished plan of freight distribution, by which 
freight cars may be switched onto the city streets at night and 
their contents delivered to business concerns at their doors. The 
plan also contemplates a similar service for passengers in the 
event of electrification on the main line. 



January 5, 1907. 



ELECTRIC RAILWAY REVIEW 



25 



Construction News 



INCORPORATIONS. 



FRANCHISES. 



Albany. N. Y.— The New York railroad commission has denied 
the application of the Rochester Corning & Elmira Traction Com- 
pany for a certificate of necessity to construct an electric line 
from Rochester to Elmira. N. V. In denying the application the 
board points out that the territory proposed to be benefited by 
the proposed electric line is already served by one or more steam 
roads, one of which (the Erie) Is electrifying its system between 
Rochester and Elmira. and that under these circumstances it was 
unable to say that public convenience and necessity required the 
construction of the railroad. • 

Albany, N. Y. — The state railroad commission h 1 a 

certificate of necessity to the Malone Fort Covington ft Hopkins 
Point Railway for a road from Malone to Hopkins Point, in Frank- 
mty, N. Y., 16 miles. The road is to be continued to Dun- 
dee, Quebec. 

Chicago. III. — The city council has authorized the Chicago 
Company to double track its line on Fortieth ave- 
nue between Taylor Madison streets. The company will 
at once In: irary track to care for the winter traffic and 
will r.-build it before August 1. 1907. It was agreed that this 
shall not be considered as a franchise extension. 

Defiance, O. — Permission has been granted the Indiana Colum- 
bus ft Eastern Traction Company to cross the Second street bridge 
over the Auglaize river, in order to extend the Columbus & Lake 
Michigan steam road, which is to be electrified into Defiance. 
A franchise in Defiance has already been granted. 

Denville, N. J.— The Morris County Traction Company has been 
granted a 40-year franchise for a connecting line between Den- 
md Boontoii. N J. F. H. Alleman, of Morristown. K. J., 
Is general manager. 

Dunkirk, N. Y.— The New York railroad commission has 
granted a ilty to the Dunkirk Street Railway 

for a 3'.i-mlle belt line in the city of Dunkirk, and to the Buffalo 
& Lackawanna Traction Company for a proposed line from Ham- 
burg turnpike to Lafayette square In Buffalo. Both companies 
are a part of the Buffalo & Lake Erie Trac"4on Company which 
will connect Buffalo. N. Y.. with Erie, Pa. 

Evanston. III. — The Chicago Bvanston i- North Shore Railway 
Is applying for a 50-year franchise for a lino through the town, 
agreeing to pay $66,250 in annual instalments, beginning with $250 
a year and increasing at stated periods. 

Flndlay, O.— The Flndlay-Mari..n ft Light Company 

has been granted a franchise over the county roads from Marion 
to Delaware, O. 

Freeburg, III.— A 20-year franchise has been granted to the 
B- llevllle & Plnckneyvllle Traction Company, which proposes to 
build from Belleville to Plnckneyvllle, 111., via Freeburg. 

Lima, O. — The temporary Injunction against the franchise re- 
cently granted by the city council to the Schoepf syndicate has 
by the court, after a long controversy. The fran- 
whlch Is for ! Ilii" from Lima to Belle- 

nd it Is stated that work will be commenced at 01 
Lima. This Us - Lima ft 

IS now In operation as i 
.1th lines owned by the ;■ 
eats extending to Sprlm. DaytO 

Macon, Ga. A 10-year franchise has I • i 
tIcub & a Railway, entei Ity at the 

\V..rk 
In ti '"-• run to i-'i 

within two 

Milwaukee Electric Railway A Light Company, Milwaukee, 
Wis 

lot 

Pltttburg. Pa .ngahela Bl 

for . 

tow • 

Puyallup, Wan 

at ' 

Seattle. Wash. 

Sidney, la 

'"d *" 

.1 ■ ■ ;' • 1 






Alabama Railway & Power Company. I 1 in Alabama 

to build either a st way from Chattan 

Tenn , to Birmingham. Ala. Capital si 

H. T. Hei nurango. Cal.: C. L. Young. J M 

.1 11 Hill. Ft. Payne, Ala.: and J. F. Montgomery, of Ashevllle! 
Ala. 

Amarillo Street Railway. — This company has applied for a 
charter in Texas to build 8 miles of street railway. Capital stock 
B0. Incorporators: John L. Brock and C. C. Harris, of De- 
catur. Ala.: J. C. Paul. 11. A. Noble, J. W. Crudgington. S. D. 
Wharton, W. E. Kirk. C. B. Fash and John K. Shlreman, of 
Amarillo. 

Ashevllle Rapid Transit Company. — Incorporated in North 
Carolina with power to build an electric railway to any point 
within 23 miles of Ashevllle. The immediate intention, however, 
is only to build to Overlook Park on Sunset ) and 

The company has acquired the Ov. k ft 

Loop Line Railway and will rebuild its line to the mountain. 
Capital stock. $500,000. Incorporators: Charli n Bibber. 

of Holden, Mass.; Thomas s Rolll '' Irthur, of 

Ashevllle. 

Cleveland & Indianapolis Interurban Railway.— In d In 

Ohio to build an electric line from Norwalk. O.. to Bluffton. 

Tiffin, Findlay. Ottawa and Van Wert, and 

ad BlufTton, Ind. The road will Norwalk 

with the Lake Shore Electric and the Ci ithwestern 

for Cleveland and at Bluffton with the lines of the Indiana rnlon 

Traction Company for Indianapolis. It is stated that financial 

arrangements have been made for the preliminary work and that 

Rlggs & Sherman of Toledo have commenced surveys lncor- 

rs: C. F. Jackson. S. W. Owen and K. I.. Young;, of Norwalk: 

Poole. John P. Montgomery and \v. B. Parker of Flndlay. 

Columbus Traction Company -In O.. 

with a capitalization of $1,000,000 for the purpose of taking over 
the Central Market Street Rallwaj of Columbus, under 

tly agreed upon .iili.-ials of the Columbus 

Railway ft Light Company and A. I ' has 

been holding the property tor the Schoepf syndicati an- 

nual meeting of the Columbus Railway >\i Light Company on 
January 29. the stockholders will be asked !■■ iopo- 

sltion of i '.minis Tl 

for operation on the same terms that it bold the 

Columbus Railway Company and the Columbus Edison 
The officers of the Columbus Traction Companj wei 
last week as follows: President, Butler Sheldon; first vice-presi- 
dent ». art-tan Stewart, and second 
vie.-: Hard] With William K. I.anman 
and Hartford St. wan. -titute the hoard of directors. 

Hanover & York Street Railway.— Ii d In Pennsyl- 

for the purpose of building a trolley road beginning at 
the junctn est King street and Highland avenue, 

York and continuing on through Weal iwnshlp to 

id Boring Drove, i "i»<r- 

I 97. l'. Bay so a " ' fhiia- 

delphla; 3rler Hersh. York. George S. Schmidt, York, a ii Hay- 
ward, York; David Young. Newark. N. J., and 1 BWaU, 
Philadelphia. 

Evansvllle & Southern Indiana Traction Company.— In- 
rated In Indiana with $4,500.00" OCk. The ll •' »e 

ough It Is 
Mil,.. In.! : to Loulsvlll.. Ky 

,ck an. i lb no Mai ""' m '; 

ford City, ind.; l. Q W. i Durbln and 

T, S Kurtz and •' ^ \ M i • 
Indianapolis Crawfordtvllle & Danville Traction Comp 
rporated In Indiana to build an electric 

tl .n Willi ' 

1,,.,,, 1,1.1 

Saginaw Owot.o A. Lantlng Railway I 

San Bernardino Urban Railway.— Ii 
build 

Steuben Traction Company i 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 1. 



TRACK AND ROADWAY. 



Evansvllle & Eastern Electric Railway. -It is re] id that 

this line from Evansvllle to Rockport, Intl.. 21 miles, is nearly 
ready for operation its entire distance. Track is laid practi- 
cally into Rockport and the grading within the Citj is being 
completed. W. H. McCurdy, Evansvllle. Ind.. president. 

Ft. Wayne & Springfield Railway.- It is stated thai it Is 

hoped to have this mad In operation ■ " Springfield and 

Decatur this week. The power house at Decatur Is ready for 

op.- ii ii rhead wins have been tightened, and the 

roadbed is said to be in good condition. W. H. Fledderjohann, 
of Decatur, fad., is president and general manager. 

Kansas City St. Joseph & Excelsior Springs Electric Rail- 
way.- Work lias been started on the construction of this com- 
pany's $2,000,000 bridge over the Missouri river near Kansas City. 
'I'h. line is to connect Kansas City and St. Joseph. Mo.. 52 miles. 

Lexington & Interurban Railway.— This company, which re- 
cently took over the property of the Winchester Railway Light & 
Ice Company, of Winchester. Ky.. is rebuilding the track and 
roadway of Hie now acquisition and making many other improve- 
in the system. During the period of rebuilding the line no 

ears have I n run. though it has been announced that a regular 

schedule would be resumed on January 1. The tracks are being 
laid witli now 70-pound T-rails in crushed stone ballast. It is ex- 
pected that the Winchester property will later serve as the east- 
ern terminus of the interurban line that the company proposes to 
build between Lexington and Winchester. 

Milwaukee, Wis.— Mayor Thomas L. Johnson of Cleveland, 
G. J. Kobuseh of the St. Louis Car Company and Joseph Heim, a 
Kansas Citv brewer, are said to be planning to build a street car 
line in Milwaukee 60 miles long. Their plan is reported to be to 
connect all City parks, railroad stations and other places of im- 
portance with a system which will charge a fare of but 3 cents. 
Milwaukee capitalists are alleged to be ready to invest several 
hundred thousand dollars to assist the outsiders. A map has been 
prepared, showing that the routes contemplated will parallel 
many tracks of the Milwaukee Electric Railway & Light Company 
at distances of one to four blocks. 

New York New Haven & Hartford Railroad.— Vice-president 
E. G. Buckland has given out a statement that it is the intention 
to operate fast electric trains between Providence and Boston as 
soon as the tunnel in Providence is completed, provided the elec- 
trification of the line between Stamford. Conn., and New York 
proves a success. 

Northern Electric Company.— This company, which is build- 
ing a line from Chico to Sacramento, Cal.. 150 miles, and which 
has a line in operation as far as Oroville, 10 miles, will begin 
work some time in January on a line from Chico to Red Bluff, 
for which a location survey has been made. Work will begin 
at Red Bluff on account of the right of way situation. A. T>. 
Schindler, general manager, Chico, Cal. 

Springfield & Southeastern Traction Company.— Work on this 
line between Springfield and Pana. 111., is to be started early in 
the spring at a point between Taylorville and Pana. The con- 
tract has been awarded to the G. R. Turner Construction Com- 
pany, of New Orleans. Chief Engineer C. F. Terhune. of Tay- 
lorville. has completed surveys and all the franchises have been 
secured, including an independent entrance to Springfield. The 
capital stock is $250,000. which is to be increased to $2,250,000 at 
the next meeting of the directors. J. J. Finn, of Decatur, presi- 
dent; M. P. Vale, of Chicago, secretary. 

Boston & Providence Electric Railway.— The Stone & Webster 
Engineering Corporation, of Boston. Mass., announces its inten- 
tion of organizing a company under the above name to build an 
electric railway from Forest Hills to Seekonk, Mass., on the Massa- 
chusetts-Rhode Island state line, passing through Hyde Park, Ded- 
ham, Westwood, Norwood, Canton. Sharon, Foxborough, Mans- 
field, and Attleboro. Capital stock $5,000,000. Directors: Russell 
Cobb, Concord. Mass.; H. Heustis Newton. Everett, Mass.; Fred- 
erick E. Snow. Boston; Frederick S. Pratt, Newton; James L. 
Richards. Newton. 

Chicago Lake Shore & South Bend Railway — J. B. Hanna, 
president, South Bend, Ind.. writes that this road will extend from 
a connection with the Illinois Central Railroad at Kensington, 111., 
through Hammond, Indiana Harbor. East Chicago, Gary. Michigan 
City and New Carlisle to South Bend, Ind.. 78 miles. Franchises 
have been secured in all the towns and the entire right of way 
has been purchased. Surveys have been made for the entire dis- 
tance and 15 miles, from South Bend to New Carlisle, has been 
graded. Grading is now in progress between New Carlisle and 
East Chicago and will continue throughout the winter, as will the 
tracklaying. About 2 miles of track have been laid. The United 
States Steel Corporation has the contract for the rails. 70-pound. 
and 10% miles of steel and 30.000 ties have been distributed along 
the right of way. The Cleveland Construction Company has the 
contract for the grading, the power house, which is to be located 
at Michigan City, the substations and pole lines. The site for the 
power house has been purchased. Single-phase current will be 
used. The equipment for the power house and substations will be 
contracted for in January. The overhead construction will be of 
the single caternary type, suspended from center poles set in con- 
crete. The sliding contact will be used instead of a trolley wheel. 
It is probable that the car house and shops may be located at 
Michigan City. John W. S. Reigle. of South Bend, is the chief 
engineer. 



Denver City Tramway.— President William G. Evans has an- 
nounced that this company has made a traffic agreement with 
the Colorado & Southern Railroad, which is electrifying its line 
between Boulder and Denver, Colo., whereby the latter will carry 
its passengers Into the heart "f Denver over the Tramway system. 
Mr. Evans also stated that plans are being made for 42 miles of 
extensions, including Beveral lines and loops within the city, and 
linos to Globeville, Ft. Logan and Valverde, at a cost of about 
$3,500,000. 

East Liverpool Traction & Light Company.— This company has 
disposed of $2,750,000 of its bonds for the construction of several 
extensions and over 2.000 men are to be set at work at once on 
the new line from Wellsville to Empire, O.. 10 miles. The Ohio 
River Railways Company, a subsidiary property chartered under 
the laws of Pennsylvania, will build an extension to connect the 
Ohio lines of the East Liverpool Traction & Light Company with 
those of the Beaver Valley Traction Company at Vanport, Pa. 
J. C. Rothery, general manager, East Liverpool. 

East River Tunnel, New York. — The shields in the north bore 
of the East River tunnel met on December 15 under the middle of 
the river and the engineers report that the two sections joined 
perfectly. This is the extension of the present Rapid Transit 
subway from the Battery to Joralemon street, Brooklyn, and which 
is being built by the New York Tunnel Company for the Rapid 
Transit Subway Construction Company, to which the city awarded 
tin contract for the Brooklyn extension of the subway. 

Ft. Dodge Des Moines & Southern Electric Railway. — Con- 
struction work on this line from Fort Dodge to Des Moines, la., 
has been discontinued until spring. 

Galesburg & Kewanee Electric Railway. — The nine-mile inter- 
urban line connecting Kewanee and Galva. III., was recently opened 
for operation. W. H. Lyman, president, Kewanee, 111. 

Houston-Galveston Traction Company. — It is reported that the 
final route of this line which the Stone & Webster Engineering 
Corporation, of Boston, proposes to build between Houston and 
Galveston. Tex., has been located along the Harrisburg road from 
Houston to Harrisburg and parallel to the Galveston Houston & 
Henderson to Galveston. 

Illinois Traction Company. — The first car was operated over 
the new Springfield-Lincoln division on December 15 and regu- 
lar operation was begun on December 16. 

Indianapolis Crawfordsville & Western Traction Company. — 
It is announced that it is hoped to run cars soon after the first 
of the year on this new line from Indianapolis to Crawfordsville, 
Ind., which is nearing completion. A large force of laborers is 
now at work and the track is laid from Indianapolis nearly to 
Crawfordsville. The poles have been set and wires are being 
strung. A. E. Reynolds, general manager, Indianapolis. 

Lewiston Brunswick & Bath Street Railway. — It is reported 
that surveys have been made and plans nearly completed for an 
extension of the Sabattus branch of this road from Sabattus 
through Litchfield Corner to Gardiner, Me., there to connect with 
the line from Gardiner to Augusta. E. D. Reid, chief engineer. 
Lewiston, Me. 

Lima Kenton & Marion Traction Company. — A contract has 
been let to the Lackawanna Steel Company, of Buffalo, N. Y., for 
51 miles of steel rails for the proposed line from Lima to Marion, 
O. The company has secured options on the resort property at 
Magnetic Springs. Joseph A. Vandergrift, of New York, presi- 
dent. 

Long Island Railroad. — Plans have been prepared for a new 
model station at Jamaica. L. I., and for the elimination of all grade 
crossings in and near the town. Twelve tracks will enter the sta- 
tion, eight tracks for through trains and four for suburban trains 
from New York. A thoroughfare running directly under the 
station platforms will be built and every platform will be reached 
by steps from below. 

New York Subway The New York rapid transit commission 

has instructed Chief Engineer Rice to prepare plans for a double- 
deck subway, with the two lower tracks for express train service 
and the two upper tracks for local service, for the Lexington ave- 
nue subway route, one of the seven routes for which bids will be 
advertised some time in January. The route extends from the 
Bronx to Thirty-sixth street on Lexington avenue and on Thirty- 
sixth street west to Broadway. On Broadway from Thirty-sixth 
street to the Battery the' four tracks will all be on the same level 
The lower tracks are to be 35 feet belo.w the surface. Mr. Rice 
says he will have the plans ready in three weeks. 

Roanoke Railway <£. Electric Company. — The directors have 
authorized an expenditure of $108,000 for various improvements, in- 
cluding considerable double tracking and paving, new cars, addi- 
tional power equipment, and the' first section of a new car house. 
R. D. Apperson, president, Lynchburg, Va. 

Utah Light & Railway Company. — General Manager Joseph E. 
Wells has submitted plans for improvements during the coming 
year involving an expenditure of $3,250,000, including reconstruc- 
tion of tracks and extensions, power house with two 5,000-k.w. 
units and provision for a third similar unit, the placing of the 
wires underground in the paved district, material yards, trolley 
and feed wire reconstruction, 1,500-kw. motor generator, additional 
transformers, and 50 new cars. 

Worcester Consolidated Street Railway. — This company's air 
line from Worcester to Leominster was opened for traffic on De- 
cember 18. 



January 5, 1907. 



ELECTRIC RAILWAY REVIEW 



27 



POWER HOUSES AND SUBSTATIONS. 



Brooklyn Rapid Transit Company. — This company Is reported 
to have ordered from the Westlnghouse Machine Company Ave 
ns steam turbines of 10.000 kw. capacity each, 
and an equal number of electric g nerators from the Westinghouse 
Eleetri A M 'nufacturlng Company, to lie installed In the Kent 
avenue power house. The company has already contracted with 
the Westlnghouse company for four 7,500-kw. turbines, of which 
two have been installed and an Allis-Chalmers 5.500-k\v. turbine 
has also been installed. 

Charleston &. Summerville Electric Railway. — As announced the 
track and roadway work of this 27-mlle line from Charleston to 
Summerville. S. <".. is progressing rapidly. The power house near 
Charleston will be equipped with Snow gas engines and 6.600- 
volt single-phase electrical apparatus will be used. D. E. Baxter 
St Company. Incorporated. 27 William Btreet, New York, has the 
complete contract covering the construction and equipment o 
road ready for operation. 

Chattanooga Railways. — The Ridgedale power house at Chat- 
tanooga. Tenn.. is being remodeled and Its capacity largely In- 
creased. Large new watertttbe boilers are being Installed and a 
new 800-kw. generator has just arrived Several carloads of ma- 
chinery are to be shipped. D. J. Duncan, general manager. Phila- 
delphia, Pa. 

Ft. Wayne &. Wabash Valley Traction Company.- This com- 
pany, it is reported, will expend $"■ In the enlargement of 

iwer plant at Lafayette. Ind. An addition will be made to the 
building and enough new machinery will be installed to gi\ 
plant 2.200 horsepower. Work is to begin in a short time and 
the enlargement of the plant will be completed by the time that 
the Lafayette & Logansporl traction line is ready for operation 
The work on the grade for the line Is progressing nicely at the 
Lafayette end of the road. 

Georgia Railway & Electric Company. — This company has or- 
wlll shortly receive a Snow gas engine and dynamo of 
3.000 horsepower capacity, which will be Installed in the Devls 
street power house, Atlanta. Ga., as an auxiliary unit. To accom- 
moda' glno the building has been enlarged by an exten- 

sion 50 by 15ii feet. 

Jackson Electric Railway Light & Power Company. — This com- 
pany's new power plant at Jackson. Miss . which has just been 
completed at a cost of $125,000, was put In operation for the first 
time on December 16. 

Lake Shore Electric Railway. — This company is building a new 
substation a short distance west of Cleveland. 

North Midland Electric Railway. — It Is reported that this com- 
pany will enlarge Its power plant at Stratford, Ont., at a cost oi 
SMC.C 

Orange County Traction Company. — This company lias pur- 
chased a tract of land in Newbury;, N. v.. on which It will erect a 
large brick car barn and machine shops, which will accommodate 
all the company's rolling stock. Office. Newburg. N. V. 

Portsmouth (O.) Street Railroad <&. Light Company. — This 
company is preparing to lnstal a 500-kw. Curtis steam turbine 
In Its power house at New Boston, O. The Increased power is 
furnish current for the •4'i-mile extension which Is 
being mad lines. An additional turbine unit of 

Ity will be Installed this voar to care for the 
-itig demand made by manufacturers of the city for addi- 
tional power. 

Rapid River Light &. Traction Company. — This company pro- 
power plan! on Rapid creek, at a cost of $260.- 
I hart of Rapid city, S. D.. Is Into,. 

Roanoke Railway A. Electric Company. — Tli 

In its power hoi . ,,t i:.. '-kw. 

■ I to a Corliss 
englt • 

compound 

I. A Will ■ I.'. Her Is now 

'.000 h p. 

units will I kw. 

Rochester Railway & Light Company. — Thl 
plana for Ravine 

Scranton (Pa.) Railway Ions 

I 

■ for .loot, I. tr ,. king and Inn 
IS to Ita Hi 

Texaa Traction Company. has 

Ippod 

' will 
■ 
for In 
Mta will ' 

and 



Personal Mention 



Mr. E. K Franklin, of Portland. Ore., has been appointed 
master mechanic of the Utah Light A Railway Coi I Salt 

Lake (.'ity. 1'lah. 

Mr. Ira SchoOeld, heretofore master mechanic of the Toledo & 
\\ est) m Railway, at Sylvanla. O., has been appointed superintend- 
ent of motive power. 

Mr. C. W. chase has resigned as secretary of the Mobile 
Light & Railroad Company, Mobile. Ala., to engage in other busi- 
ness in Leavenworth, Kan. 

Mr. A. I.. Lindner has resigned as general manager of the 
Citizens' Railway A Light Company, of Muscatine, la., which posi- 
tion he has held for three years. 

Mr. D. m ii iningcr. of Omaha, Neb., has been 
auditor of the International R impany, of Buffalo \ \ 

succeeding Mr. a. C. Bmmertck, resigned on .. 

Mr, r c, Benson has been appointed general manager of the 
San Jose & Santa Clara Railway and the Santa Clara Interur- 
liau Railroad at San Jose, i'al . succeeding Richard Emory. .1. 
ceased. 

Mr. C. .i. Franklin, who recently resigned as superintendent 
of the Tacoma Railway A Power Company, has been appointed 
general superintendent of the Portland (Ore.) Railway & Light 
i 'oiupany. 

Mr. 'r. K Wells has resigned as superintendent of transpor- 
tation of the Manila Electric Railway Company on account of 
ill health. Mr. Weils was formerly transportation manager of the 
Syracuse Rapid Transit Company. 

.Mr. Fenwlck E. Lowe has hen appointed sup- tint. nd< 
si Paul division of the Twin Citj Rapid Transit Company, SU( 

ing Mr. c. C. Burdlck, resigned I tei tofon Mi I ■ 

chief clerk to the general manager. 

Mr. G. k I rly master mechanic of the East St. 

Louis A Suburban Railway, has been appointed to a similar posi- 
tion with the i 'lev land & Southwestern Traction Company, In 
charge of the shops now tlon at ESyrla, O. 

Mr. W. ii Woodward, formerly general pal ol Of 

the Indianapolis ,t Eastern Traction Company, has been appointed 
ral passenger afl the lines of the Indiana Columbua 

A Eastern Traction Company between Richmond, Ind., and Colum- 
bus, o. 

Mr D, Frederick Carver b i as general superintendent 

of the Rochester Railway Company ter, N. v . and has 

been appointed assistant ge-net r Of tin- Aurora Elgin A 

Chicago Railroad, with office at Wheaton, III . effective on Jan- 
uary 1 

Mr. Charles !•' Bbelton has resigned as superintendent of the 
Ft. Wayne .\ Wabash Valley Traction Company, with office at 

Ind It Is slated that no <u BSOT will ho appointed 

but that Mr Bhelton's duties will bo assumed by Mi. c D, Em- 
mons, general manager. 

Mr. J. R. Harrlgan, until r intly gi neral manager of the 

it-Akron Railway at canton, ii., has been appointed gen- 
eral ncnager of the Buffalo A Lake ] ny, of 
Buffalo. N, I Ion of the Bheehan-Mayer lines be- 

lUffalO, N. V.. and lii. I 

Mr. John II. Merrill, who resigned recently as secretary of 
Railway on to become manager of 

sj Reilwa I Ing ' lompan] . ol South m. I II 

I. T.. has been elected treasurer of the ma 

trie Rallwas ind l la Association. 

Mi .i r i ippotnted chief eleotrloal and me- 

1 [nterut ban i: din aj with 

I .. xingloi. I. \li • foi no ilv conn. .1. d 

with • I. ■ trie railways In Vlrgl I Ea 

• nil. it 15. 

Mr Arthur B. Bmlth, assistant i ol tha 

Notth'in i'a. in. Railway, with office at Bl Paul, Mian 

appointed • ted Kail" '. . of 

on . which 

\. w Haven A i lai tford I 

Mi .i.in. iah- 

. Company, to bei 

i i of the St. eel R I Ing < ' 

i Whlteh. 

IcI to .u. coed Mi. 

Ml Of the 

Mont. Mont. . .1 Pat k .v i aray 

lonti ind th< Sui. mi I. m Tram*. 

m i hi 

' ■ lit 

■• L. Rhoa 

i . slgni .i ' 

IV I OI,||.i,l|i. of \ ... 



2S 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 1. 



Claim Agents' Association since its organization In 1905. Mr. 
Harry K. Goshorn. assi m agent, has been appointed 

chief claim agent to succeed Mr. Rhoades. 

Mr. J. B. Ingersoli hi re assistant general manager and 

chief electrical engineer of Hie Spokane & Inland Railway and the 
Spokane Terminal Company, with office at Spokane, Wash., has 
been appointed genera] manager and chief electrical engineer. He 
succeeds Mr. F. A. BlackweU manager. Mr. Blackwell 

will remain as chairman of the board of the Spokane & Inland 
Empire Railroad sysi 

C. Loomls Allen, general manager of the Utica & Mohawk 
Valley Railway, the Rome City Street Railway and the Oneida 
Railway, has been elected vice-president and general manager 
of the Utli I hawk Valley Railway, the Rome City Street 

Railway, the Oneida Railway and the Syracuse Rapid Transit 
Railway, with office at Utica. X. Y., succeeding Mr. John J. 
Stanley, who has held that title since Mr. E. G. Connette resigned 
to go to Worcester. These appointments were made December 6 
by the four companies Interested. This places Mr. Allen In charge 
of the electric railway properties from Syracuse on the west to 
Little Falls on the east, including the electrification of the West 
Shore Railroad between Syracuse and Utica. Mr. Allen is a native 
lacuse and was educated at Alfred and Syracuse universities. 
He adopted civil engineering as a profession and was first employed 
with the Norfolk & Western Railway Company. In 1892 he went 
to Syracuse to engage in private practice as a civil engineer, 
being a member of the firm of Mather & Allen. In the spring of 
1S95 he was appointed civil engineer of the Syracuse system and 
had charge of the reconstruction of the track and overhead line 
on some 64 miles of road. Three years later he became assistant 
general manager and in February, 1S99, he became general manager 
of this company. He left Syracuse on December 31. 1S99. 
to accept the position of general manager of the Lorain Street 
Railway in Lorain, O.. where he remained a year and a half. 
When the Andrews-Stanley interests acquired the property of 
the Utica & Mohawk Valley Railway Mr. Allen was offered and 
accepted the position of assistant general manager of that com- 
pany with Mr. Stanley, and when Mr. Stanley, in May, 1902, 
returned to Cleveland Mr. Allen was made general manager of 
the Utica & Mohawk Valley Railroad and the Rome and Oneida 
properties. In 1904 Mr. Allen was president of the Street Railway 
Association of the state of New York. 

Obituary. 

J. W. Hartzell, promoter of the San Francisco Vallejo & Napa 
Valley Railroad, and who haa long been identified with electric 
railway construction in California, died at Vallejo, Cal., on Decem- 
ber 8, aged 67 year?. 

Nathaniel Pope Yeatman. secretary and treasurer of the 
Nashville Railway & Light Company since its reorganization in 
1895 and prior to that time secretary and treasurer of the Nash- 
ville Street Railway and the Cumberland Electric Light & Power 
Company, died at his home in Nashville, Tenn., on December 19, 
aged 54 years. 

George Franklin Wright, of the law firm of Wright & Baldwin, 
of Council Bluffs, la., and vice-president of the Omaha & Council 
Bluffs Railway & Bridge Company, died at his home in Council 
Bluffs on December 13, at the age of 73. Besides being prominent 
in his profession Mr. Wright had for many years been identified 
with various street railway enterprises. In 1868 with his asso- 
ciates, he organized and built the first street railway line in 
Council Bluffs, and was for a time president of the company. In 
1886 with the same associates he organized the Omaha & Council 
Bluffs Railway & Bridge Company, operating the first electric rail- 
way in Iowa and Nebraska, now leased to the Omaha & Council 
Bluffs Street Railway, and in 1S89 he was one of the organizers of 
the street railways of Ottawa, 111. 

Samuel Little, formerly president of the West End Street 
Railway, of Boston. Mass., died in Boston on December 21. Mr. 
Little was born at Hingham, Mass., on August 15, 1S27. and com- 
pleted his education at Hingham. He first became interested in 
street railways in 1872. when he aided in the organization and 
became treasurer of the Highland Street Railway, of Boston. 
when that road was later consolidated with the Middlesex Street 
Railway as the West End Street Railway. Mr. Little became a 
director of the consolidated company and in 1893 was made presi- 
dent, which position he held until his retirement from active 
business in 1900. The West End company is now leased to the 
Boston Elevated Railway Company. Mr. Little was well known as 
a business man and took an active part in public affairs. 

General John M. Hood, formerly president and general man- 
ager of the Western Maryland, and since February, 1902. presi- 
dent of the United Railways & Electric Company of Baltimore. 
Md., died at his home in Baltimore on December 17 at the age of 
63 years. He was born at Sykesville. Md., on April 5, 1S43. and 
entered railway service in July, 1859, from which date to August, 
1861, he was assistant engineer of the Delaware Railroad and the 
Eastern Shore Railroad. He was then for four years chief engi- 
neer of the Port Deposit Branch of the Philadelphia & Baltimore 
Central, and for one year engineer and superintendent of the last- 
named road. In April, 1S70, he was appointed general superin- 
tendent of the Florida Railway, and from November, 1871, to April, 
1873, was chief engineer of the Peach Bottom Railway. He then 
went to the Baltimore Philadelphia & New York as chief engineer, 
which position he held until he became vice-president and gen- 
eral superintendent of the Western Maryland on January 14, 1874. 
On March 24. 1S74. he was made president and general manager of 
the latter road, which office he held until July s. 1902. 



Financial News 



Augusta Winthrop & Gardiner Railway. — It Is reported that an 
arrangement has been made by which this road is to be pur- 

< d by the syndicate headed by John R. Graham, of Bangor, 
Me., which owns the Lewiston Brunswick & Bath Street Railway 
and the Bangor Railway & Electric Company. Thomas J. Lynch 
is president. It is stated that if the deal Is accomplished the 
syndicate has plans for the construction of 50 miles of new road 
next year, including a line from Augusta to Winslow. and one 
connecting with the Lewiston Brunswick & Bath at Sabattus. 

Aurora Elgin & Chicago Railway. — The gross earnings for the 
month of November were $96,722, compared with $89,415 in 1905. 
Net earnings for the month were $39,904 and surplus $13,745, 
against $37,835 and $13,3S5 for November, 1905. 

Buffalo & Lake Erie Traction Company. — This company, a con- 
solidation of the Sheehan-Mayer roads between Buffalo and Erie, 
the Buffalo Dunkirk & Western Railroad, the Dunkirk & Fredonia 
Railroad and the Lake Erie Traction Company, has filed a mort- 
gage for $12,000,000 to the New York Trust Company. 

Chicago, III. — The case of Lobdell against the city of Chicago, 
in which the plaintiff, said to represent the Chicago traction In- 
terests, questions the constitutionality of the Mueller law, pro- 
viding for an issue of $75,000,000 of certificates to enable the city 
to purchase the street railway system of the city, was submitted 
before the supreme court of Illinois at Springfield on December 
22 and taken under advisement by the court. Harry P. Weber, 
who appeared for the plaintiff, argued that the ownership of street 
railways was not a municipal purpose; that the Mueller law was 
a local or special law; and that the certificates would constitute a 
debt of the city beyond the constitutional limit. Walter L. Fisher 
appeared for the city to defend the law. 

Chicago-New York Electric Air Line Railroad (Portland, Me.). — 
This company, which is promoting an electric railway from Chi- 
cago to New York, has filed notice of an increase of its capital 
stock to $5,000,000 to $25,000,000. 

Cincinnati Toledo & Detroit Short Line Railway. — The applica- 
tion of Ella Buxton, a stockholder, for the appointment of a re- 
ceiver has been denied by Judge Kincaide, of the common pleas 
court at Toledo. The court found nothing in the evidence to sus- 
tain the charges of mismanagement. 

Cleveland & Southwestern Railway. — The reorganization com- 
mittee of the Cleveland & Southwestern Traction Company has 
decided upon a comprehensive merger of the three interurban 
properties controlled by the Pomeroy and Mandelbaum interests 
in northern Ohio and the plans have been approved by the direc- 
tors. The merger will include 210 miles of single track and will 
bring lines reaching from Cleveland to Norwalk, Wooster, Welling- 
ton, Ashland, Mansfield, Galion and Bucyrus and including inter- 
mediate towns such as Elyria and Oberlin, into one large system. 
The roads involved are the Cleveland & Southwestern Traction 
Company, 135 miles; the Cleveland Ashland & Mansfield Traction 
Company, 43 miles now building, and the Ohio Central Traction 
Company, 29 miles. The new company will take the name of the 
Cleveland & Southwestern Railway Company. It will have $10,- 
000,000 capital stock, of which $2,500,000 will be 5 per cent cumula- 
tive preferred and $7,500,000 common. The authorized bond issue 
will be $10,000,000. Of the above capital $5,000,000 in bonds will be 
issued, together with $2,400,000 in preferred and $4,700,000 common 
stock, to take care of the exchange of securities in the present 
companies, and the balance of $5,000,000 in bonds, $100,000 in pre- 
ferred and $2,800,000 common stock will remain in the treasury 
for the purpose of acquiring new lines and improvements to the 
property. 

Columbus Railway & Light Company. — It is expected that the 
annual report to be submitted at the annual meeting of the stock- 
holders of the Columbus Railway & Light Company January 29 
will show that the receipts of the Columbus Railway Company 
for the year have reached $1,750,000. If the final results bear out 
the expectations, this will mean that the company will have to 
sell eight tickets for 25 cents instead of seven. There is a pro- 
vision in the blanket franchise granted the company several 
years ago that when the receipts of the railway company in any 
one year have reached $1,750,000 it shall sell eight tickets for 
25 cents. The annual meeting of the Columbus Railway Com- 
pany will be held on January 10, but all matters of importance 
will be referred to the meeting of the Columbus Railway & Light 
Company on January 29. 

Evansville & Southern Indiana Traction Company, — This com- 
pany, which has taken over the Evansville Princeton & Vincennes 
Interurban Railway, has elected the following officers: President, 
James Murdock. of Lafayette, Ind.; vice-president, Henry Smith. 
Hartford City, Ind.; secretary and treasurer, Charles Murdock, 
Lafayette; general manager, R. R. Smith. 

Frontier Electric Railway. — The New York railroad commis- 
sion has granted this company, which proposes to build an electric 
railway from Buffalo to Niagara Falls, N. Y., for the Interna- 
tional Railway, of Buffalo, permission to increase its capital stock 
from $300,000 to $1,500,000, and to issue a mortgage of $2,000,000. 

Hudson & Manhattan Railroad. — This company has been formed 
as a consolidation of three companies which are building tunnels 
under the Hudson river between New York and Jersey City — the 
New Y'ork & Jersey Railroad Company, the Hudson & Manhattan 
Railroad Company and the Hoboken & Manhattan Railroad Com- 



January 5. 1907. 



ELECTRIC RAILWAY REVIEW 



29 



pany. The Hudson .v Manhattan Railroad and the Hobok 
Manhattan Railroad were consolidated last week under the I 
of the Hoboken & Manhattan Company with a capital stock of 
It is now stated that this merger was only a pre- 
liminary step in the formation of the larger company. The Hud- 
son A Manhattan Railroad Company will have a capital stock of 

! ich 110.000. ODD will he live per cent non-cumul 
preferred stock. The officers are Yv"m. G. McAdoo. president. Fred- 
erick B. Jennin lent and C. W King, secretary and 
treasurer, w In both New York and Jersey City. 

Interborough-Metropolitan Company. — D. W. Burrows, of Chi- 
cago, has brought suit in the I'nited States circuit court at New 
York asking to have declared void the formation of the Inter- 
borough-Metropolitan Company last January by the merger of 
the Interborough Rapid Transit Company, the Metropolitan Street 
Railway Company and the Metropolitan Securities Company. The 
plaintiff alleges that as a result of the consolidation his 1.400 
■bares of st."k of the Metropolitan Securities Company became 

Macon Americus & Albany Electric Railway. — The Interurban 
Construction Company and the Macon & Albany Securities Com- 
pany have been organized and chosen headquarters in the Grand 
building. Macon. Ga. The Interurban Construction Company Is 
headed by W. Jordan Massee. president. This company will have 
charge of the engineering for the proposed line between Macon. 
Americus and Albany. The Macon & Albany Securities Company, 
which will handle the finances, is headed by Nlcho a J. Cruger. 
Albany. Ga., president. 

Milwaukee Electric Railway & Light Company. — President 
John I. Beggs has given a sworn statement that the gross earn- 
ings for the 12 months ended on November 30, 1906, were $3,494,838, 
of which $546,722 was derived from the lighting business. The 
gross receipts of the subsidiary suburban company, the Milwaukee 
Light Heat & Traction Company, were $694,180. The mileage of 
the Railway & Light company in Milwaukee. East Milwaukee. 
Whlteflsh Bay and Wauwatosa Is given as 116.22 miles. The 
Traction company has 142 miles. The taxes on the two com- 
panies. 5 per cent of the gross receipts, were JIT 1.742 and $34,709. 

Pennsylvania & Maryland Street Railway. Th Somerset 
County Street Railway and the Pennsylvania A Maryland Street 
Railway, which was Incorporated in July to build 30 miles of elec- 
tric railway In Somerset county. Pa., have been consolidated un- 
der the name of the latter. Capital stock $410,000. 

Peoria Bloomlngton & Champaign Railway. — This company, a 
part of the Illinois Traction System, has filed a mortgage to the 
Central Trust Company, of Chicago, to secure an issue of $3,000,000 
80-year 5-per cent bonds, of Chicago, to secure an issue of $3,000,000 
line between Peoria and Champaign, III. 

Rock River Traction Company. — The stockholders have author- 
ised an Issue of $2,000,000 of bonds for the purpose of construct- 
ing a: :me from Sterling to Rock Island, III ; from Rock 
Island to Oeneseo and Princeton; and from Sterling to Morrison, 
a total distance of 125 miles F i: And] ident. 
Sterling. 111. 

Rome (Ga.) Railway & Light Company. The directors of this 
a reorganization of the Rome Traction Company, have 
an Issue of $500,000 30-year 5 per cent bonds, of which 
i to retire bonds of the old company and the 
for Improvemei tensions, Including a line from 

• vllle. S. B. I ra] mana- 

ger. 

Southwestern Traction Company. — It Is rumored that the De- 
troit United Railway will absorb this company, which operates 
a line from London to St. Thomas, tint., and Is constructing ex- 
tension K. <; Rumball. London, Ont.. is president. 

Springfield & Xenla Transit Company. Th( lp • •( 

this ' - when the coir 

pleas court at Springfield. O., affirmed the report of thl 
Fred J. Creen. The property was purchased 
committee of the bondholder*, it is stated that a new company 
will be Incorporated 

Steubenville S. East Liverpool Traction & Light Company.— 
This company has Increased Its capital stock from $5,000 to 
$3*00.000. 

Toledo A. Western Railway. — Judge R. W. Taylor, of the 

of the ToI< '. «< 

• land for $344,759. 

United Railways of St. Louis 

way 

Rallw lines. 

Jr 

■ 

■ 
- 

Western New York A Pennsylvania Traction Comp.n 
■ 
ported |n 



Manufactures and Supplies 



ROLLING STOCK. 



Marcellus & Otisco Lake Railway. Marcellus. N \ Is In the 
market for a passenger ei 

Pennsylvania Railroad is reported in the market 
cars for U! 

American Railway. Philadelphia, has ordered ten double-truck 

rom the Jewett Car Company. 

Virginia Passenger & Power Company, Richmond, Va.. Is re- 
ceiving the first of an order of 20 semi-convertible 

Middletown & Cecilton Railroad Company, Mlddli 
orders for new equipment In February, 

Toronto Railway, Toronto. Can., is reported to have ordered 
15 new cars and to be in the market for 40 additional. 

Toronto & York Radial Railway. Toronto. Ont.. is having a 
number of cars built at the shops of the Toronto Railway 
pany. 

Indianapolis & Louisville Traction Company, It is reported, 
will order three cars at an early date. John E Greely, Jefferson- 
ville, Ind.. Is interested. 

Whatcom County Railway & Light Company, Belln _ 

Wash., is in the market for two closed single truck cars ill 
over ail for city sen 

Elmlra Water Light & Railway Company will probably place 
orders for two 15-bench open cars for spring delivery and is re- 
building a number of Its cars. 

Inter-Urban Railway &. Power Company, ll.it Springs, Ark., 
expects to purchase during 1907 eight combination can 
feet over all for Interurban Bel 

Indianapolis Columbus & Southern Traction Company, Colum- 
bus, Ind., has ordered 3 combination cars 50 feet long over all 
from the Nlles Car & .Manufacturing Company. 

Winnipeg Electric Railway, Winnipeg Car... has 25 new ears 
under construction. Ten of these are under ..instruction at the 
company's shops and the balance In contract simps. 

Owosso & Corunna Electric Company, Owosso. Mich., has 
been reported to be considering additional car equipment We 
are advis.d that an order may be ; i In 1907. 

Savannah Electric Company, s will build four 

open trailers, 40 feet long over all. for \ ice In Its 

shops. The cars are to be equipped with two <!. E. 67 motors 
each. 

Indianapolis Newcastle & Toledo Electric Railway, Newcastle. 
Ind.. has o r d ere d S Interurban coaches and 2 express cars from 
the ' npany Electrical Installation Company. Mo- 

nadnock block, ChU ..( construction. 

Indianapolis Crawfordsville & Western Traction Company, 
oils, End , 1 ible truck passengei 

t 8 Inches over all for high-speed Interurban service and also 

ire i.. be equipped with Bald- 
win trucks 

Lake Shore Electric Company, Cleveland. O., has 16 cars under 
i with the A Mannfa. 'tmlng Company for February 

and March delivery Tan of these win be .">l-foot conches with 
doubt. 1 1 - 1 live combination passenger and baggage 

Of the s.in ions. 



SHOPS AND SHOP EQUIPMENT. 









British Columbia Electric Railway. — A contract las I 
for the construction of additional . ar barns B. C. 

Indiana Union Traction Company. — A ger i act for the 

new car barns and shops at In. I hi I t.. 

Sheperdson & Hawkins, of Anderson. The buildings are i" be 
com] inly 1. 1907, at an estimated cost of $160,000. 

International Railway Company (Buffalo, N. Y 1 

near 
The building will be ..f brick, 5(0 

tpai It y f..i 
ken In the spin 

Los Angeles Railway.— This company Im now bulldil 

The building is of r. . t 

With 
In line Of I II. 

E Huntington, 

Omaha A. Council Bluffs Street Railway 

I II will build II. I. in: 
• hops. In-' 

Portsmouth (O.) Street Railroad A Light Company. 

I 

Ingi will ■ 



30 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 1. 



TRADE NOTES. 



Edward Morris Lara, who was until recently associate editor 
of the Electric Railway Review, has taken a i«.sition with K 
& Esser Company, New York. In tl ■ partment. 

Missouri Central Railroad. New Florence, ,M the mar- 

[or Immediate purchasi ol i b illroad of about 

seven or eight miles in length together with rails, ties and rolling 

stork. The company Is also desirous ol obti m al once a dui 

Oline engine capable of handling two or three cars of stand- 
ard gauge. 

Lunkenhelmer Company of Cincinnati, Ohio, has purchased for 
its works there seven 60-cycle Induction motors ranging In size 
from 7'_. to 15 horsepower to be used In drlvini ry for the 

manufacture of valves and other high grade engineering special- 
ties. These motors will be built by Allis-Chalmers Company at its 
Cincinnati works. 

Aaron Dean, Jr., heretofore resident manager of the western 
district of the Federal Railway Signal Companj with headquar- 
has been made chief engineer oi the Federal Rail- 
i Company with headquarters al its works. Troy. N. Y.. 
in place of P. G. Ten Eyck, who was recently appointed general 
manager Of the company at Troy. \Y. \V. Lavarack, assistant to 
tli. president, will succeed Mr. Dean with headquarters at Chi- 
cago In charge of the Western district of the company. 

Frank H. Taylor, who has been elected a director and vice- 
president of the Tale & Towne Manufacturing Company, was born 
in Cincinnati. O.. and was graduated from Haverford college. He 
later entered Harvard 
University from which 
he was also graduated, 
receiving the degree of 
A. B. with the class of 
1877. In 1SS2 Mr. Taylor 
moved to Philadelphia 
where he assisted in the 
organization and became 
treasurer of the Belmont 
Iron Company of which 
he ultimately became 
president. In 1S90 he 
accepted the position of 
manager of the Phila- 
delphia branch of the 
Yale & Towne Manufac- 
turing Company which 
position he retained for 
seven years. In 1897 he 

appointed sales man- 
ager of the Westinghouse 
Electric & Manufactur- 
ing Company, serving in 
that position for three 
years, following which he 
was elected second vice- 
president of the company, 
resigning the position in 

April, 1906. As vice-president of the Yale & Towne Manufacturing 
Company Mr. Taylor's duties will relate to the manufacturing and 
sales departments of the business and will ultimately include many 
of the matters which have heretofore been handled by the presi- 
dent. The present official organization of the Yale & Towne Manu- 
facturing Company, is as follows: President. Henry R. Towne; 
vice-presidents. Schuyler Merritt. Frank H. Taylor; treasurer, A. 
R. Erskine; general manager, Kirk Brown; general superintendent. 
Walter C. Allen. 

J. W. Duntley, president of the Chicago Pneumatic Tool Com- 
pany. Chicago, noted in the columns of this paper some time ago 
as sailing for Europe in behalf of the company, lias just returned 
from a six-weeks' tour in that country. Mr. Duntley reports that 
the pneumatic tool business abroad has shown an increase during 
the past year of between 25 and 30 per cent over any previous 
year. The products of this company have been installed in the 
shops of practically all foreign railways as well as larger indus- 
trial institutions and government ship yards, enjoying a large 
per cent of the pneumatic tool business in foreign countries. 

Edison Electric Company of Los Angeles, Cal.. has ordered for 
its hydro-electric plant on tho Kern river, at Edison, Cal.. eight 

Allis-Chalmers direct-current motors with <: trollers and gearing 

equipments, to be used for operating 2S-inch gat. valves. The 

is will be 120 volts, series wound, machines of the vertical 

shaft type, fully enclosed, and especially adapted to the service 

required. This company has installed on the Kern river at Caliente 

kilowatt Allis-Chalmers alternating current generators 

direct fl to Allis-Chalmers hydraulic turbines, forming one 

rgest long distance transmission plants on the Coast. 

Electric Service Supplies Company announces that it has se- 
cured in addition to its former territory, the states of Michigan, 
and Indiana for the complete line of Locke insulators man- 
ufactured by the Locke Insulator Manufacturing Company, of 
Victor, N. Y. This company has experimented with insulators 
under all conditions until it now believes that both the electrical 
and ceramic qualities of its produi I a perfection as 

possible. Particular attention has been given to the effect of at- 
mospheric moisture and temperature on the efficiency of insulation 
at high voltages; to the development of neutral colored glazes as 
the least conspicuous for insulators, and In the matter of provid- 




Frank H. Taylor. 



I«i.' oi safety In designing supports and insulation for 

transmission lines. 

D. E. Baxter & Co., Incorporated, 27 William street. New York, 

laced an order with S. L. Benz, of Pittsburg. Pa., for 76,000 

cross-ties to be 7 by 8 inches by 8 feet long and for 900 poles 30 

feet In length and having a diameter of 7V4 inches at the small 

end, for Immediate delivery at Charleston, S. C. 

Chase-Shawmut Company, Newburyport, Mass.. reports an 
order from the Northern Electric Company, of Chlco, Cal.. for 
138.855 of Its Bhawmut soldered rail bonds, which in conn. 
with two previous orders makes the total number of bonds ordered 
is company 243.355. The type of bonds used are a 400.000 
lar mils Type A for the third rail and a 200.000 circular mils 
Type B B bond for the track. The installation of these bonds 
is being superintended by the Chase-Shawmut Company. 

B. F. Sturtevant Company. Boston. Mass.. reports rapidly In- 
creasing sales of enclosed forced lubrication engines Among 
these mentioned C. H. Means & Co., Chicago. 111.; Old 

Dominion S. S. Company. Norfolk, Va.: Swedish Hospital & 
Nurses' Institute, Minneapolis, Minn.; Belmare Manufacturing Com- 
pany Canton, Pa.; Phoenix Woolen Company. Stafford, Conn.; 
Hoopes & Townsend Company, Hoopeston, Pa.; Manufacturers' 
Furniture Exchange, Chicago. HI.; Silver Brothers Iron Works 
Company. Salt Lake City. Utah; Burgess Mills, Pawtucket, R. I.; 
Narragansett Mills, Fall River, Mass.; U. S. Navy Yard, Washing- 
ton, T). C; Henry Steers. Inc.. New York City; and G. H. Brey- 
mann & Bros., Boston. Mass. 

Roberts & Abbott Company, engineers. Cleveland. O., has found 
it advisable, due to its increasing work in the west, to provide 
facilities for handling the work to better advantage by establish- 
ing an office at Chicago, and W. D. Ball. E. E.. has been placed in 
Of the work there with headquarters in the First National 
Bank building. Mr. Ball has been connected with a great deal of 
electrical and civil engineering work . principally for trolley rail- 
ways and hydraulic plants and was one of the United States gov- 
ernment's representatives at the Paris Exposition in 1900. The 
efforts of the Chicago office will be a\ong the same lines on 
which the Roberts & Abbott Company has specialized, namely, 
interurban railways and hydraulic plants. 

ADVERTISING LITERATURE. 



The Arnold Company. 181 La Salle Street. Chicago, III.— Bulle- 
tin No. 16, descriptive of the Sedalia shops of the Missouri Pacific 
has recently been issued by this company. 

J. H. Wagenhorst & Co., Youngstown, O. — An illustrated folder 
calls attention to electric blue printing machines manufactured by 
this company and presents a list of the more prominent users' of 
the machines. 

Nernst Lamp Company, Pittsburg, Pa.— An attractive little 
pamphlet describes the architecture of the New York terminal of 
the Pennsylvania and calls attention to the manner in which it 
is to be lighted. 

Dayton Pneumatic Tool Company, Dayton. O. — A fiat vest 
pocket lead pencil encased in celluloid with gold tipped ends and 
an eraser calls attention to the pneumatic hammers manufactured 
by this company. 

Allis-Chalmers Company, Milwaukee, Wis. — Bulletin No. 1503 
describes Allis-Chalmers direct-connected Reynolds-Corliss engines 
with a number of engravings from photographs showing complete 
engines and various parts. 

Sprague Electric Company, New York. — Electric hoists and 
cranes are described in a 14-page leaflet with illustrations showing 
many combinations of its hoists, carriages and cranes. The pamph- 
let calls attention to Hoist Catalogue No. 220, which is a complete 
catalogue of the company's manufactures. 

F. W. Bird & Son, East Walpole, Mass. — "First Expedition to 
Cuba" is the subject of a blotter in two colors which refers to a 
large order for Paroid roofing which has been received by the 
company to cover buildings at Newport News, Va.. from which 
point the first expedition to Cuba recently started. 

Newman Clock Company, Chicago. — As a souvenir of the re- 
cent street and interurban conventions at Columbus, this com- 
pany is mailing a handsome halftone panorama view of the Ohio 
state fair buildings suitable for framing, accompanied by another 
engraving showing the company's booth at the conventions. 

Joseph Dixon Crucible Company, Jersey City, N. J. — "Air 
Compressor Lubrication" is the subject of a 24-page pamphlet 
issued by this company. It calls attention to the necessities of 
proper lubrication for air compressors, quoting a number of au- 
thorities, and then describes various methods of successful lubri- 
cation. 

D & W Fuse Company, Providence, R. I. — Catalogue No. 12 of 
this company is a complete compendium of fuse material with all 
necessary information on cartridge fuses and safety devices for 
lighting, heating, power, railway, signal, telephone and telegraph 
circuits. It is a 90-page publication fully illustrated with engrav- 
ings and complete with various tables. 

Wellman-Seaver-Morgan Company, Cleveland, O. — This com- 
pany is' a stock company incorporated under the laws of Ohio for 
the purpose of transacting a general engineering and manufactur- 
ing business. A pamphlet issued by it calls attention to the gen- 
eral classes of work to which the company devotes attention and 
shows a number of interesting views of machinery and plants 
which have been designed and installed by it. 



January 5, 1907. 



ELECTRIC RAILWAY REVIEW 



31 



TRANSITE" ASBESTOS DOORS. 



The great danger attending the handling of high-tension cur- 
aome suitable provision for pr<-\ 
■ ming into contact w,t i the apparatus, as well as for 
protecting the latter from a 
circu; 
In modern transformer stations a 

efficient and satisfy 
method of protecting his 
transformers and - s to 

surround them with brick walk 
front of whirh mow 
of 'Transite" asbestos On 
lumber ari is here si 

-•:• doors are absolutely tire- 
proof and will 
both ind property 

"Transite." wl nufac- 

tured ins-Man- 

ville Company, of New fork 
fireproof sheathing 
whie;- ber. it Is 

ically much stronger than nr- 
dinari uid has a 

density which makes the (im- 
material practically non-absorbent 
highest heat-resisiir.g pi 
usage than slate, being hard- I not so brittle. 

This material Is exl In various ways about electric 

light and power plants, owing to its high efficiency, durabilit- 
the fact that It irorked; being cut. tin rewed. 

very' much th( ordinary lumber. 




Asbestos Door. 

and I of the very- 

It will stand much rougher 



NEW ARC LAMP FOR LOW CEILINGS. 



anylng Illustration is a view of a newly designed 

urrent, which 
ses B ccellence in design, material and 

lamp 

-vm- 





of the use of indestructible windings and specially designed resist- 
- s of very small dimensions and quit- symmetrica] in 

design. 

il attention has been paid in the construction of this lamp 
: it.- ventilation, whl -ting 

the regulal - lanlum from harmful accumnlat lust. 

Such lamps are often placed in basements and 1 such 

as boiler and engine rooms, where the heat is often and 

their design has been with special reference to such BSrvlce, In 
the choice of materials fur the different parts, only those that 
have been found best adapted for the pui 

of, regardless of cost, and this fact, the manufacturers claim, com- 
bined with excellence of workmanship and care as to the accuracy 
of detail parts, has produced a lamp which can be relied upon fur 
years of service with but little • maintena 

It is found quite difficult In practice !■• apply any effective 
- lards against injury to lamps of this type as ordlnaril] 

.1 by the use of fuses, and it has frequently been found 
that lamps which were thought to be well protected have 
practically destroyed by excess currents. In the new lamp 

. is made to preserve the lamp absolutely from injury, even 

where fuses are entirely omitted, and the lamp may stand with 

the a- n hours without material injury and will 

be found ready for normal operation the moment ondi- 

- 



250-VOLT INDICATING PLUG FUSE. 



The D & W Fuse Company. Providence, It 1 . has introduced 
-volt plug cut-out fuse of the Bdit 
the merits of its cartrl 
type fuses, including 
bullsey. Indicator. Hereto- 

- 
plug fuse has been such 
that It was Impost 

■ mine whether the fuse 
had been blown without 
uits. but with 
the i blown fuse 

is di glance by 

ills- 
eye on the ; 

Figure 1 gives a full - - 
of the fu 

u- shew- 
ing I 




Figure 1. 





Figure 2. 



Figure 3. 



The f .iiiiiik in tin- i | 

ap p ro v ed by t! ■ i of Underwrito 



CHICAGO ELECTRICAL EXHIBITION. 



The 

position will in 

■I Will !••• | 
It IS ' 

■in In 
tin- number of 

follow- 









Arc Lamp for Low Celling!. 






- 



',.-. 






























32 



ELECTRIC RAILWAY REVIEW 



Vol. xvn. No. 1. 



' "ii the main floor of 
the Coliseum. Encouraged bj trade and the 

public took in last year's show the exhibitors are planning to put 
more money and effort into their displays. The list of exhibitors 
numbers nearly 

The Electric Railway Review will be represented at Space 6, 
Section D, and will be pleased to receive calls from any of its 

friends wn landing the exhibition. The more interesting 

exhibits include the follow 

The Klcctric Service Supplies Company, Space No. 13. will 
exhibit Hi neer and other patented devices together with 

lighting and railway mati lupplles. 

The Ohio Brass C pany, Space No. 7. Section D, will exhibit 



NEW SEMI-CONVERTIBLE CARS FOR TOLEDO. 



The Illustration shows one of 20 cars which were recently de- 
d by the G. C. Kuhlman Car Company to the Toledo Rail- 
ways St Light Company. The new cars' are generally similar to 
the advance lot of 10 cars for this company shipped by the same 
builders at the beginning of last year. Their construction in- 
cludes the Brill grooveless-post semi-convertible window system 
as well as other specialties. As will be noted from the two types 
of platforms these cars are for operation in one direction only. 
The fronl platform contains the motorman's compartment, which 
is forme 1 by the conjunction of two hinged doors extending diag- 
onally across'the car The entrance from the platform to the 




Type of Semi-Convertible Car for Toledo. 



overhead electric railway supplies, and a full line of rail bonds and 
third-rail insulators. 

The Joseph Dixon Crucible Company, Space No. 4, Section A, 
will exhibit a full line of the Dixon graphite products and will 
entertain its visitors in the "laughing gallery," which was a 
feature of the exhibit at the Columbus convention of the American 
Street and Interurban Railway Association. 

The Western Electric Company will show a very large and 
handsome watercolor view of its new 110-acre plant at Haw- 
thorne, 111. The exhibit will include American trasformers, Thomas 
high-tension insulators, electroc insulating material, arc lamps and 
direct-current motors, -with a series of alternating equipment in 
full operation. 

At the exhibit of W. N. Matthews & Brother may be seen the 
Lima jack box. The boxes are to be installed on poles along the 
line of the railway and connected with the regular telephone wires. 
Each train crew is provided with a portable telephone and a plug 
which makes connection with the box 
so that the dispatcher may be reached 
quickly. % 

The engineering department of the fc 

National Electric Lamp Association fc • 

will have an interesting exhibit of * * ^ » 

the latest achievements of electric * * , » ■ 

lamp makers, including "Tantalum." 3» » . » • 

"Tungsten." metallized and ordinary 
carbon filament lamps. 

The Ft. Wayne Electric Company 
has installed a generating set of 150 
kilowatt capacity to furnish all tiie 
electrical energy for exhibitors. The 
company's regular exhibit in Space 
No. 13 is a complete working demon- 
stration of the series alternating-cur- 
rent arc-lighting system o f 25-light 
capacity; also the company's standard 
line of wattmeters and prepayment 
devices. 

The display of the Vulcan Elec- 
tric Heating Company will include 

various small electric heating devices such as soldering tools, 
branding appliances and electric household appliances. 

The Bishop Gutta Percha Company, New York, will show the 
same exhibit which received a gold medal at the Centennial Exposi- 
tion in Philadelphia, in 1S76, as well as several interesting electric 
devices for household purposes. 

Central station men and owners of buildings requiring elevator 
service will be interested in the working single-phase electric 
motor shown by the Wagner Electric Manufacturing Company in 
Space 10, Section D. This company is also showing a novel little 
instrument which indicates the cost of operation of electric lamps, 
curling irons, chafing dishes, etc. 



passenger compartment is through a door of the Brill "semi- 
accelerator" pattern; its location at the side rather than in the 
center of the bulkhead makes access to the car more convenient 
for passengers. The platform is of the familiar "Detroit" type. 
The interior finish is cherry. The dimensions are: Length over 
end panels, 30 feet 8 inches; over vestibules, 40 feet 8 inches; 
width over sills including sheathing, 7 feet 11% inches; over 
posts at belt, 8 feet 2 inches; height from floor to ceiling, 8 feet 
4% inches; from track to under side of sills, 2 feet 8% inches; 
size of side sills, 4 inches by 7% inches; end sills. 5*4 inches by 
6% inches. The car bodies are mounted on the Brill No. 27-F1 
truck with a wheel-base of 4 feet 8 inches. 



THE CLARK SOLDERED RAIL BOND. 



The illustration shows a new soldered rail bond patented by 
Mr. Walter G. Clark, of the Clark Electric & Manufacturing 




■ . 






' 



H. F. Vogel Contracting & Railway Supply Company has been 
Incorporated in Missouri with a capital of $5,000. The officers of 
the company are H. F. Vogel, president; Nic Le Grand, secretary 
and treasurer. The new organization succeeds H. F. Vogel & Co.. 
whose offices are at 420 Rialto building. St. Louis 



The Clark Soldered Rail Bond. 

Company. Although the desirability of using soldered rail bonds 
has long been recognized, serious difficulty has been met in sol- 
dering the bond properly to the rail and in the tendency of the 
bond to peel off, caused by the difference in the coefficients of 
expansion of the steel and copper. . Mr. Clark, after many experi- 
ments, found that if the terminals were made sufficiently thin 
the copper would expand and contract without this tendency to 
peel. He also found that if the bond terminal were provided 
with openings for the admission of solder and the escape of gas, 
the solder would flow well between the rail and the bond terminal 
and unite the rail and the bond perfectly. As shown in the illus- 
tration Mr. Clark's bond is made with perforated terminals to 
permit the gases from the flux or soldering salts to escape and 
enable the solder to flow well under the bond. The terminals 
are also Increased in area and reduced in thickness to a point 
where the expansion and contraction do not loosen them from 
the rail. This bond is manufactured by the Clark Electric & 
Manufacturing Company. 135 Broadway, New York. 



PUBLISHED EVEBi SATURDAY HV THE WILSON COMPANY, CHICAGO 
Chicago : ISO Harrison Si-. Nh» Yoi.k: 150 Nassau Stn 

Subscription Price, 5.'; Foreign, $5; Simile Numbers. 10 cents Entered at the Postoffice, Chicago, [11., as Second-class Matter 



Vol. XVII, No. 2 



CHICAGO, JANUARY 12, 1907 



Whole No. 194 



TABLE OF CONTENTS. 



Editorial— 

— New Offices for the Review 33 

—Stat.- Control Of City Lines 33 

nmittee 33 

— Forth* ration of Gas Engines 33 

ts for a Ten-Cent Rido 34 

— Advantages of Regenerative Control 34 

— Outdoor or Indoor Car Storage 34 

— The Cost of Good Storekeeping 34 

— Block Signals on City Lines 35 

— A Significant Transfer Decision in Boston 35 

—The Under Side of the Car 36 

Communication— 

— Joint Electric and Steam Line Tariffs 36 

Annual Meeting. Western Society of Engineers 36 

Ninth Avenue Barns of the Brooklyn Rapid Transit Company. 

(Illustrated) 37 

British Electric Railway Affairs 3» 

Records of the Storekeeping Department of the Denver City 

Tramway Company. (Illustrated) 40 

A Simple Sleet Cutter. (Illustrated) 44 

Tie Plates. Braced Tie Plates and Tie Rods. By E. P. Roundey.44 

Engineering Association Executive Committee Meeting 45 

Quarterly Meeting. New T'>rk State Association 46 

New Lines Near Louisville 46 

A Simple Pit Jack. (Illustrated) 46 

Regenerative Control. By A. Raworth. (Illustrated) 47 



>i Electrical Equipment of Steam Roads. By Bion J. 

Arnold 4'.' 

i Electrical Railway Legal Decisions 51 

Piping and Powei Station Svstems— XXVI. By W. L. Morris. 

(Illustrated) 53 

News of tii' Week 55 

— Chicago Traction Situation 65 

— Plans to Relieve Brooklyn Bridge Congestion 55 

— Ten-Cent Faro Contention Sustained 66 

— Cleveland Traction I '• \ i iopments 65 

Construction Nows — 

— Franchises 67 

— Incorporations 57 

— Track and Roadway 58 

— Power Houses and Substations 59 

Personal Mention 60 

— Obituary 60 

Financial News 61 

Manufactures and Supplies 62 

—Rolling Stock 62 

— sia'i's and Buildings 62 

— Trade Notes 62 

— Advertising Literature 63 

New National Motor ' '<>mpressor3. (Illustrated) 63 

The National Holler-Tube Cleaner. (Illustrated i 63 

Rolling Stock for Lancaster, Pa. (Illustrated) 64 

To Build Interurban Station at Toledo 64 



Last week we announced that the Electric Railway Review 
had become a weekly publication. This week we are pleased 

to announce a change of address. The 
New Offices general offices of the Electric Railway Re- 

for the view will be moved this week to the elev- 

Review. enth floor of the new Patten building, 160 

Harrison street, Chicago, where we shall 
have most commodious offices In which we shall always be 
glad to receive our friends. 



ficiently attracted to the inconsistency of the present situa- 
tion to effect the required changes. 



The Wisconsin railroad commission Is In a Quandary as to 
how to deal with the electric railways. Under the Wisconsin 
law, as construed by the attorney general 
State Control and by the commissioners, they have the 
of power to regulate any street railway com- 

City Lines. pany whoso linos pass beyond the limits 

of the city In which It la operating. This 
right of regulation extends to the urban business of the 
company as well as to Its business outside of the city limits. 
As a result, the commission appears to have a right to regu- 
the entire business of a street railway where any of 
Its lines extend beyond the city limits, but It has no control 
■ mpany whose lines are entirely within the limits 
In which It Is operating. In Its last annual report 
to the governor the commission recommended that Iti juris- 
diction be either Increased or diminished so that It shall 
■ 

itlng In the state or that rach power shall not i 
any of thi (acini th< 

similar problems, in Ohio the commission Is in some doubl 
as t<. .,,1 , lV < r city Hit' Locordlng to the Ian 

atlng the commlst 

In the transportation' or i within the II 

of dl vitiiout its Jurisdiction, a universal principle 

Is at ■ of the whole matt always a 

ll'tlo behind the lino BW at the rate at Which th. - 

trie railways ar» forcl] to Ho front It bould 

f>"' •■ entlon of the law-makers Ih suf- 



A Working 

Executive 

Committee. 



A good method of handling what is frequently one of the 
most difficult features of association work destined to be 
performed by committees was pursued at a 
recent meeting of the executive committee 
of one of the railway associations. It was 
taken up in pursuance of a design to make 
some one definitely responsible for certain 
work. The plan consists simply in assigning to each membei 
of an executive committee a certain portion of the 
which it is expected will be performed by other individual; 
or committees outside the executive committee. In other 
words, a subject for a paper or a report is assigned to each 
member or the executive c Ittee n is his work to get 

the proper person or pi produce the actual result. 

Iii case Of io .I- failure he \>. placed in the unfOT 

tunate position "f being obliged to explain his delinquency 
ami this reflects upon his capacity aa an executive offli 
This b a i"- a much hotter plan than thai of uslr 

executlvi committee solely for the purpose ol unthlnku 
ratifying the wort "i ., president and secretary. 



The papei on <;.i Engines" presented at the i. 

the \ in* i ii .in Street and [ntorurban Railway Qnglneei 

r. mi win hi of the Boa 
Further Con- ton Elevated Kali so valuable a 

slderatlon of trlbutlOD to Hie somewhat meager II 

Gas Engines. ature of this subject, thai those baton 

in thi form ot prime mover will he glad 

in KOyOW that Mi WInSOl Will follow at the OeXl annual I ■! 

mm .in account of the operation ■ 

lod or ii . M win be partlcularlj valuable In 

the direction of accurati Inoe sir Win bi 

on account "i the brief time for prepare! 

• |.t into In • will. bO 

acted in thi pi In ted pi of the n 1 1 

i com umptlon i said to bava been mad.- t.. 



34 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 2. 



i too i:ivorabIe to 1 ' '"1 as this is one of 

the chief points of interest in the whole consideration the 
cUod will be valuable as placing the facts on a basis of 
racy, a full year's experience, also, upon which Mr. 
Winsor will base his second paper, should furnish data upon 
which far more reliable conclusions may be predicated than 
was possible upon a limited experience of tour weeks. 



In the Electric Railway Review for August, 1905, some 
editorial consideration was ^iup to the tenacity with which 
the "one-ride, one-fare" idea holds its place 
Ten Cents in the public mind with relation to electric 

for a railways. The case in point was the con- 

Ten-Cent Ride. tention of citizens of the borough of Brook- 
lyn that because a single system of railways 
ba i superseded the several lines formerly connecting Brook- 
lyn and Coney Island, passengers should be carried by the 
Brooklyn Rapid Transit Company, the existing company, be- 
tween these points for a single five-cent fare. In an attempt 
to enforce this demand, rioting occurred, hundreds of persons 
were injured and at least one life was lost as an indirect 
result of the disturbance. The contention has now been set- 
tled in the courts with such unanimity and definiteness that 
the incident may be considered closed and the citizens of 
Brooklyn will continue as before, but without rebate certifi- 
cates, to pay for services rendered. But probably the most 
wholesome lesson that can be drawn from the whole circum- 
stance is the folly of accepting as a finality upon which physi- 
cal violence is justifiable the opinion of a petty judi- 
cial officer upon an incomplete statement of facts, which 
opinion could at best be classed only among obiter dicta — the 
whole trouble having arisen from a statement of Justice Gay- 
nor that the Brooklyn Rapid Transit Company had no legal 
right to exact more than one five-cent fare for a ride to Coney 
Island and that persons resisting its collection would not be 
liable to arrest. The attitude of the railway company has 
been distinctly tolerant and was based upon a firm convic- 
tion of its moral and legal rights. Pending the decision of 
the case certificates have been issued to payers of the ten- 
cent fare which, in case of a decision against the company, 
would have been honored as rebates. These are now valu- 
able only as waste paper unless they are preserved as memen- 
tos of one or two lessons such as have here been pointed out. 



The valuable claims made for regenerative braking include 
the assertion that under no circumstances will it lock the cat- 
wheels; if the connections are out of order 
Advantages of it cannot be moved; it is not dependent 
Regenerative upon the continuity of the supply circuit 

Control and the more the regenerative feature is 

called into play the less will be the propor- 
tionate amount of current required for operation. Some offi- 
cial tests made last year showed that similar two-motor 
cars, one equipped with regenerative motors and one with 
series motors, each traveling 44. IS miles, showed a saving of 
24 per cent in favor of the regenerative car. Other compara- 
tive tests showed percentages of 26.7 and 28.7, with exactly 
similar cars in actual service. In discussing this paper as 
read several operators using the regenerative system intro- 
duced points of interest. The fact that a car did not accel- 
erate when it got over the brow of a hill was thought to be a 
strong point as regards safety, and when descending very 
steep hills the regenerative effect gave the motorman every 
confidence, as on descending the controller was not switched 
off, but kept on the running notches according to the speed 
required. The motors were found to have a slightly higher 
heating than the ordinary series parallel type. One road oper- 
ating a considerable number of cars had not experienced any 
serious armature troubles and never a burnout. The adjust- 



ment of brakes on the ordinary car had to be carried out on 
an average of once every day, but on the cars fitted with re- 
generative control, while they were examined every day, ad- 
justments were necessary but about once a week. Consider- 
abh economy was shown in the matter of brakeshoes. The 
extra cost for a regenerative equipment over a standard type 
on a two-motor city car was stated as approximately $200. 
While these advantages are striking ones it must yet be re- 
membered that a motor for regenerative control has not gone 
through a serious process of design. All the motors consid- 
ered by the author in obtaining the results described were 
sf ties motors with the series coils changed for shunt coils. 



An important topic to be presented for consideration at 
the next annual convention of the American Street and Inter- 
urban Railway Engineering Association, as 
Outdoor or determined upon at the meeting of the exec- 

Indoor utive committee held in New York on Jan- 

Car Storage. uary 7. is that of "Open versus Closed Ter- 

minals with Reference to Effect Upon Roll- 
ing Stock." In the course of the informal discussion leading 
up to its definite assignment as a subject, it appeared that 
there is a well-founded belief that the amount of injury to 
rolling stock from exposure is more than enough to counter- 
balance a considerable investment in car barns; but there 
appear to be no definite data available. It is significant, 
however, that several companies which have heretofore stored 
equipment out of doors are now either building or preparing 
to build extensive- barns, and the initial expense is undoubted- 
ly warranted if the statement sometimes made that expenses 
of maintenance are doubled by outdoor storage has any foun- 
dation in fact. Another point worth considering in cold cli- 
mates is the extra expense of bringing a "cold-storage" car 
up to a habitable temperattue. Though figures on this are 
not available there must be a considerable extra expense 
from this cause alone which should influence in favor of 
ample car barn capacity. 



When reading the description of the storekeeping methods 
of the Denver City Tramway Company, as presented in this 

issue, the question is brought to mind as 
The Cost to whether this system of accounting for 

of Good stores is not too expensive. The advan- 

Storekeeping. tages of such a complete system of keeping 

account of materials will not be denied, 
neither will the fact that one of the most essential require- 
ments of any accounting system is to keep the condition of 
credits and debits well in hand. The system, as used in 
Denver, presents a very thorough method for obtaining such 
results. As regards the expense of maintaining a storekeep- 
ing d< partment it is interesting to note that the cost of office 
work and handling and care of materials for the work de- 
scribed, has averaged but $450 a month during the past ten 
months. This does not include the expense of the purchasing 
agent's department nor take into account the delivery of 
track materials on the work, but it does include the expense 
of weekly deliveries of stores to outlying barns and shops. 
For the same ten months the amount of materials purchased 
totaled $150,000. It will thus be seen that the expense for 
handling the materials, together with the other desirable re- 
sults as obtained in Denver, was but one per cent of the total 
amount of business handled by the department. As to the 
accuracy and completeness of this method of accounting for 
materials and stores it is said that during the past eight 
years the semi-annual inventories have each balanced within 
$200 of the correct amounts, as shown on the auditor's books, 
and three such inventories had such a slight variation that 
they practically balanced and no adjustment was necessarjr 
in the auditor's office. 



January 12. 1907. 



ELECTRIC RAILWAY REVIEW 



35 



BLOCK SIGNALS ON CITY LINES. 



The use of automatic block signals on electric railways 
has thus far been confined chiefly to single-track suburban 
or interurban lines, but there are cases where such signals 
are becoming valuable even for urban service. Of course, 
where the traffic is heavy and schedule speeds low. as in 
tht- immediate business districts of large cities, there is lit- 
tle advantage in the installation of block signals for the 
reason that cars follow one another so closely that the con- 
dition of the track ahead as far as it is clear, is easily seen 
by inspection. At no time is it desirable that the speed of 
cars in crowded streets should be so great that a stop can- 
not be made within a few car lengths at the outside. Dou- 
ble tracks are well-nigh universal In such localities and any 
attempt to divide the track into blocks would almost cer- 
tainly result in paralysis of traffic. 

Outside the business district, however, the conditions of 
operation are much different and a study of the residential 
and semi-residential routes often reveals an astonishing num- 
ber of single-track spurs tapping thickly populated territory. 
Frequently these lines are .run in streets too narrow tor 
double tracks and the number of cars may be too small in 
the normal hours of the day to justify the double track even 
if the street be wide enough for it. In the rush hours the 
way shortens to a point where careful operation is nec- 
•■ to avoid collisions and if the topography of the route 
is unfavorable it may be well worth while to consider the 
use of automatic signals. A recent case of this kind occurred 
on a large city system where the headway on a residential 
spur track is 15 minutes throughout the day. except in the 
rush hours when it shortens to five minutes. Near the end 
of the route the track loops around a block joining the spur 
again about 500 feet from the last turnout on the line. Out- 
ward bound cars pass the junction of the loop and the spur 
• • arriving at the end of the route via one side of the 
loop, and Inward bound cars pass back to the line via the 
side. Between the turnout and the junction, which is 
ie thing as between two adjacent tun 

i crooked and hilly that 
It is Imp' sec far ahead of a car; and to increase 

ducin to the occupancy of the 

Dal was Installed near each end of the 

■-; points. 

Thi.- ilpment i I by the trolley as 

-si's under ■ spec turn- 

nd it indli i light thai the bin npled 

inward traffic, as 
while a green bullseye Indicates to the 

running in tl ame direction. When the block is 

The i' only abou 

tlon of the condl 

• 

ase like ■ 
applied i 

on In 

division 

: the 
lllble 



human nature to enter into disaster, so that B careful an- 
alysis must be made before it is decided essential to install 
signals of this kind. 

It would seem important to include small semaphore 
indications .with the bullseye Signals, for the reason that it 
is difficult to identify the lamp signal in broad daylight, 
especially if the sun is shining full upon the lenses. After 
all, the cost of the protection is a small matter; the issue 
lies between increased safety with increased complication 
balanced against a very unfavorable track layout and increased 
dang* ise of irregular topography. Rules permitting 

cars to pass through its block two or more at a time, or after 
due waiting to proceed slowly in the lace of a disarranged 
signal, should be most rigidly drawn and enfo 



A SIGNIFICANT TRANSFER DECISION IN BOSTON. 



In connection with the transferring of passengers be- 
tween elevated trains and surface cars in Boston at the Dud- 
ley street and Sullivan square terminal stations, an interest- 
ing point was recently brought before the Massachusetts 
railroad commission. Merchants owning stores in the im- 
mediate vicinity of these stations enjoyed a considerable 
transient business in the earlier days of the operation of the 
elevated lines, from the tact that passengers on certain lines 
entering or leaving the terminal, transferred between the 
elevated trains and the surface cars by means of checks, 
which permitted them to spend a short time on the street 
before resuming their journeys. Some months ago the check 
system was abolished by the railway company in favor of 
free bodily tri tween the lines of cars entering the 

terminals at the street level and the elevated trains, so that 
t'ow if a passenger leaves the terrain on foot he 

cannot continue bis trip without the payment of an extra 
fare. 

The withdrawal of this transient trade and the failure 
of the privilege, or rather the difficulty of doing small errands 
between cars, led to a request on the part of representative 
merchants and citizens that the Old arrangements be re- 
stored. After Living the matter a public hearing the commis- 
sion decided In favor of the company, bringing out the point 
while the petitioners appear to bold r thai the 

• BO transfer passes 
that they may attend to business while waiting to take COD 

d to 
give stopover privileges, bul d Bolely tor the pui 

to make a Blngle between 

two points as nearly continue : able for one , 

The board stat d In II - decision thai the pi 
naenl tor transferrii i better way than thai 

■ rly In rai b ol the railway 

Such Incidi may 

other than , nn the aban 

donmenl of ti declared not 

or which the board can proi 

at th< to continue their Journej 

afforded do 

one, for II i 
the f indamenl beadi off 

an) the privilege at thi on The 

■ 

s while v tlon bul 

wttbii ilratlon Hi 

ould be tl 

by u 



36 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 2. 



transfer is a matter of identification rather than a stopover 
privilege. The ahuse of transfers will probably continue as 
hum as transfers are used, but every decision which broadly 
defines their scope is a welcome addition to reviewing prece- 
dents. 



THE UNDER SIDE OF THE CAR. 



An inspection of the under side of a modern high-powered 
car equipped with multiple-unit control, airbrakes, pneumatic 
doors and fireproof wiring and floor, leads one to the inevit- 
able query whether we are not going too far away from the 
ideals of simplicity with respect to maintenance and repairs 
in our efforts to secure perfectly fireproof rolling stock. It 
is certainly a far cry from the days of the flexible cable 
wiring and self-contained platform controller to the present 
method of running leads in heavily armored pipes, packing 
contact switches, rheostats and pneumatic accessories into 
the limited space available beneath the car floor until it is 
exceedingly difficult to make rapid repairs on such a car, 
even over a pit. 

The fitting together of the parts of a modern car is no 
small piece of work, and when this is complicated by a large 
amount of hand and machine tool work before the equip- 
ment can be installed, the cost of putting the car on the 
road becomes a matter of some concern. Certainly a modern 
fireproof car equipped for heavy rapid transit service comes 
pretty close to being a more intricate affair than a steam 
locomotive costing perhaps twice as much. In its erection 
hundreds of holes must be drilled and many hours of labor 
paid for in fishing wires through difficult passages and fitting 
armored conduit and piping into place. 

The value of multiple-unit control, even for suburban 
work is not open to question. The increased platform space 
and consequent convenience of the cab, joined with the re- 
moval of large current-breaking arcs from the close prox- 
imity of the passengers and the possibility of train opera- 
tion when traffic conditions require it, are advantages too 
great to be waived for a moment. We cannot possibly get 
along without the airbrake, and the electro-pneumatic brake 
promises results which are well-nigh perfection in rapid 
transit control. Pneumatically operated doors and steps are 
also likely to remain with us for a good while to come. 
Automatic acceleration is more and more in demand, and it 
is hard to see wherein any reduction can be made in the 
actual equipment of the modern car fitted with anything 
above 150 motor-horsepower. Whatever is done must be in 
the direction of finding other locations for the crowded 
machinery. 

The moving of practically all the active equipment be- 
neath the car floor is. of course, done for fire protection, and 
in the last analysis this is why the under side of the car is 
more crowded with apparatus than a modern battleship. 
Fireproof construction is vitally important, but it is a ques- 
tion if some of the relays, reversing switches, air valves and 
the like cannot he placed beneath the seats without extra 
hazard, if the heating equipment can go there. There is 
nothing sacred about the roof of a car as long as four or 
five feet of clear space exists between its top and the trol- 
ley wire. It is coming to be frequent practice to instal a 
main copper fuse on a panel upon the roof, and in some of 
the later equipments a control circuit switch is also placed 
on the roof for the purpose of cutting off current if the 
second trolley pole is not in its proper place. 

Due regard must be given appearance in placing any 
equipment on or near the roof, but lightning arresters and 
choke coils are now being placed beside the monitors near 
the hoods without the least objection from the aesthetic 
standpoint. No one can look into the practical side of modern 
car design without realizing that the builder is "up against" 



a hard proposition in fitting his equipment to the demands of 

the day ami perhaps it will work out in the long run that 
vcr> little simplification of the car bottom can be effected. 
The matter is well worth studying, however, for ease of 
inspection and accessibility are almost fundamental necessi- 
ties of economical operation. It would seem that the brushes 
and commutators of the motors ought to be accessible 
through a fireproof trap door without hauling the car over a 
pit. though it is admittedly difficult to design such a door. 
Cars for elevated and tunnel service need to be designed 
with much greater regard to their fireproof qualities than 
those for use in the open air on the streets. The location 
of wires in armored conduits has doubtless come to stay, 
and it is certainly a wise step, but it is taken at the cost of 
flexibility. Just how far rigid construction is desirable must 
be determined by experience alone. 



COMMUNICATIONS. 



Joint Electric and Steam Line Tariffs. 



To the Editors: 

I have just read the interesting item on "Joint Electric 
and Steam Line Tariff" in your November issue. Although 
this is doubtless the first joint tariff entered into in the 
central states, it may interest you to know that a similar 
arrangement has been entered into here in the northwest. A 
contract was made more than a year ago between the Coeur 
d'Alene & Spokane Electric Railway and the Spokane Inter- 
national Railway for interchange of both freight and passen- 
ger business, to take effect upon the completion of the latter 
road. The Spokane International was opened for traffic on 
November 1, 1906, but through a misunderstanding with east- 
ern connections, the tariff was not made effective until No- 
vember 20. The Spokane International Railway is a steam 
road 140 miles in length and gives the Canadian Pacific and 
the Soo Line an entrance into Spokane. The Coeur d'Alene 
& Spokane Electric Railway is part of the Inland Empire 
system, centering at Spokane. 

The joint rates of the Coeur d'Alene & Spokane Rail- 
way give the merchants an additional line for shipments 
from eastern territory, and furnish another outlet for lum- 
ber to North Dakota and South Dakota, as well as other 
states east of the Missouri river. Low rates are made on 
lumber to Soo Line points in North Dakota in place of the 
sums of local rates to and from junctions of the Great North- 
ern and Northern Pacific that have hitherto obtained. Addi- 
tional contracts will be made with other transcontinental 
lines that now clearly see that electric railroads settle up 
sparsely settled sections of the country, and become the 
natural feeders rather than the competitors of the steam 
lines. CHARLES E. FLAGG, 

Spokane & Inland Empire R. R. 

Spokane, Wash. 



Annual Meeting. Western Society of Engineers. 



The annual meeting and banquet of the Western Society 
of Engineers was held at the Mid-Day Club, Chicago, on 
January 8. At this meeting the following officers were 
elected; President, William L. Abbott; vice-presidents, An- 
drews Allen, E. N. Layfield and A. M. Talbot; treasurer, Al- 
bert Reichmann; trustee for three years, Willard A. Smith. 

The report of the secretary showed that the organization 
now has a membership of 925, this being an increase of 96 
during the past year. 

The speaker of the evening was Mr. Bion J. Arnold, the 
retiring president of this society, who discussed the progress 
of electrifying steam roads in 1906. Mr. Arnold has been 
in close touch with many of the larger electrification pro- 
jects. His address will be found on page 49 of this issue. 



January 12, 1907 



ELECTRIC RAILWAY REVIEW 



37 



NEW CAR BARNS OF THE BROOKLYN RAPID TRANSIT 
COMPANY. 



The Brooklyn Rapid Transit Company is completing new 
car barns at Ninth avenue and Twentieth street, Brooklyn, 
which will cost nearly $800,000. As in the case of all the 
improvements which this company has under way, the ques- 



entrance from Tenth avenue. The space between the two 
buildings is 50 feet wide, and the tracks from the Tenth 
avenue building are continued through two track openings 
into the basement of the Ninth avenue barns. These track 
openings are protected by steel doors, which remain closed, 
except when the tracks are in use. 

The existence of the slope from Nineteenth to Twen- 




Brooklyn Rapid Transit Company — Interior of Repair Shops _ 
Showing Inspection Pits. 

tion of fire risk has been given prominent attention, and for 
the purpose of greater safety, it was decided to build two 
separate structures instead of one. 

The site selected for these barns sloped from the corner 
of Ninth avenue and Nineteenth street so that there was 



Brooklyn Rapid Transit Company — Ninth Avenue Barns under 
Construction. 

tieth streets made it advisable to build the lower floor of 
the barns in terraces, each terrace giving space for four 
tracks. The last terrace, on the Twentieth street side of the 
Ninth avenue building, will be utilized for shops and in- 
spection purposes, each of the four tracks to be equipped 




Brooklyn Rapid Tranalt Company— Floor Plan of Barm and Offlcea, Ninth and Tenth Avenues. 



oth trans Ntotl 

II WM 

Mil ih a vi 

1/lllMl 

•'I fl'H.r I 

lure with 



with .in • pit in ipectlon pita will bulll 

under thi tela in the Tenth tvei build 

I I km pit tracks In both bull '1 *>■■ 

■ .| in Hi. i the 



38 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. NO. 2. 







feet, the Ninth avenue building being 359 feet long, and 
occupying a space between Nineteenth and Twentieth streets 
of about 200 feet. The lower deck of the Ninth avenue 
building has 16 parallel tracks, as has also the Tenth ave- 
nue building, and the upper deck of the Ninth avenue build- 
ing has 12 tracks, giving space in the two buildings for 288 
of the company's largest surface cars, as follows: Double- 
decl building; at the Ninth avenue level 94 cars, at the 
Tenth avenue level 94 cars, in the shop at the Tenth ave- 
nue level 20 cars; Tenth avenue building, at the Tenth ave- 
nue level, 60 cars; over the inspection pits, Tenth avenue 
level, 20 cars. This capacity is estimated for cars 42 feet 
6 inches long. 

As means of fire protection solid fire walls faced by tile 
and extending through the roof are being built lengthwise 
through both buildings between each pair of parallel tracks. 
As will be noted from the accompanying engravings, con- 
crete has been employed for foundation walls, piers, inspec- 
tion pits, floors and roof. In the Ninth avenue building the 
tracks on the second floor are laid on longitudinal girders in 
the reinforced concrete floor beam and supported by trans- 
verse steel girders. Vault lights are provided in the floor 
between each pair of tracks. The fire walls rest on con- 
crete foundations or terrace walls, as the case may be, and 
consist of an 8-inch hollow tile wall and 12xl2-inch hollow 
tile piers. They are fitted with standard National fire doors. 
The roof of the Ninth avenue barn and also of the machine 
shop, which is one story, is a reinforced concrete slab, with 
tar and slag finish. Skylights over each of the inclosed 
sections are provided, spaced 20 feet apart longitudinally. 
These skylights are protected by reinforced concrete comb- 
ing S inches high at the high point of the roof. The 12-inch 
brick parapet walls are capped by blue-stone coping. 

In finishing the interior all ceilings and walls will be 
painted with two coats of cold-water paint, and the walls 
will be finished with a dark wainscoting 4 feet high. 

Each pair of tracks in the machine shop is provided with 
an overhead electric traveling crane running the entire length 
of the room, for the handling of car bodies and trucks. 

The machine shop is equipped with a full complement 
of machinery and tools, and all drills, lathes and planes are 
independently driven by individual motors. At the west 
end of the shop a mezzanine gallery has been hung, in which 
are the office and locker rooms of the shop force and the 
branch offices of the mechanical department of the Brooklyn 
Rapid Transit Company. Occupying a part of the mezzanine 
and more of the ground floor of the southwest corner of the 
building are the quarters of the operating department of the 
division. The two departments are, however, entirely iso- 
lated in the structure, the shop men and the car crews only 
coming together in the club rooms, which are on the ground 
floor, along the Twentieth street side, immediately in the 
rear of the depot master's offices. The club is similar to the 
institution maintained by the company at East New York, 
and contains a large room devoted to pool and billiards, a 
bowling alley and lunch room. Heat is supplied by a steam 
plant in the building. 



J^3J#-LS U102 



At the Columbus shops of the Indiana Columbus & East- 
ern Traction Company journal bearings are dressed by the use 
of a boring-bar rather than a lathe tool. The bar fits into 
the shop lathe centers and is provided with three adjustable 
cutting points. When a bearing is to be machined it is held 
in a pedestal resting on the bed of the lathe. The pedestal 
clamps the two parts of the bearing so that they are held 
together firmly and at the desired height. The boring-bar 
is then passed through the opening in the bearing and the 
chisels adjusted to take the proper cut. There are three 
chisels on the bar, the center one of which is used to dress 
the inside, and the other two for the ends of the bearing. 
By the use of this boring-bar it is possible to prepare bearings 
with much more accurate and uniform results than by the 
use of a lathe tool. 



January 12, 1907. 



ELECTRIC RAILWAY REVIEW 



39 



BRITISH ELECTRIC RAILWAY AFFAIRS. 



(FROM OUR LONDON* CORRESPONDENT.) 

An ambitious scheme for controlling the electric supply 
of London is as vast in area as was covered by the recently 
withdrawn administrative county of London scheme. In the 
proposed bill to be introduced in the session of 1907 the 
power is sought to amalgamate 13 private companies operat- 
ing in and about London. The amalgamation would be ac- 
complished by means of a joint committee representing the 
companies. The committee would be endowed with all the 
powers of a business corporation. The area over which the 
"committee" seeks to operate in the supply of energy in bulk 
to companies or local authorities covers the county of Lon- 
don and numerous boroughs in Essex. Surrey. Kent and Mid- 
dlesex. The committee also asks to be enabled to enter into 
agreement with the North Metropolitan Electric Supply Com- 
pany, the Kent Electric Power Company, or any other body, 
for "mutual assistance or for combination." Provision is 
made for ultimate purchase by the London County Council 
or other authorized authority. 

» • * 

As one of the pioneer electric lines, the Central London 
Railway has had to pay rather heavily for some of its ex- 
perience. The generating equipment, for instance, as in- 
stalled at the Shepherd's Bush power station, is very much 
out of date in these days of universal adoption of the steam 
turbine for large electric power installations, although in this 
respect the London County Council is in a worse case, as 
there existed no justification for the use of reciprocating units 
at its Greenwich power house. The Central London's most 
costly experiment has, however, been in connection with its 
locomotives. When the line was first opened heavy electric 
locomotives were used to haul the trains, and these had to be 
abandoned within a short time, chiefly owing to the Vibra 
In the neighborhood of the line, which threatened to lead to 
extensive litigation on the part of property owners and resi- 
dents. In addition to the loss caused by so much valuable 
equipment being thus rendered useless, the company was 
obliged to go to the expense of equipping its cars with 
trie motors and control apparatus. A market has now been 
found for the discarded locomotives, two of which have 
sold to the Metropolitan railway, which has been experiment- 
lag with them on the St. John's Wood line. The arrangement 
should be mutually satisfactory, since the Metropolitan will 
require a large number of electric locomotives on the final 
withdrawal of steam traction and will, presumably, obtain 
them at a lower price than would have to !"■ paid for new 
stock. 

Another economy affecting both the Oreat Western and 
Metropolitan companies will Immediately result from the in- 
troduction of electric traction between Aldgate and Rami 

' which has partially commenced. This service is main- 
tained o-.ir a line partly belonging to the Metropolitan, partly 
to the r,r. at Western and partly to the Hammersmith & i 
The : ling concern owning DO rolling sb 

ha* hlthe worked ' tWO companies, each pro 

vlding its own locomotives and trains. Dual servlci 
nature are naturally expensive to work, and It was very wl 

narate eli . but to ran Joint 

roiling stock instead, thereby diminishing both capiti 

en. a further saving In this service win 
be • '■' the complete withdrawal of steam trains, which 

■, aiding t! the lournoj o, i,.- shortened win re- 

tail in ■ smaller onmber of • og required, in passing 

Honed thai 'his is probably thi 

■ ord of joint rolllti 

railway. The iould 

loptlon 

• • • 

■.ndltlon or tl .1 matiul 

Ing In itry hait II 



who may prematurely Indulge In self-gratulation when observ- 
ing the effect of competition upon price. That year after 
year with monotonous regularity there should be business 
carried out running into millions sterling without a penny of 
net profit must tend to increase the manufacturers' tempta- 
tions to reduce costs at the expense of efficiency, and it is 
unquestionable that there are many generators and motors 
regularly sold Which are falsely rated; that is to say. the> do 
not contain sufficient materials to perform their nominal and 
specified duties. There appear to be two main types of cus- 
tomers for electrical apparatus: those who habitually order 
a 10-horsepower machine for work calculated to represent 7 
or S horsepower, and those who order a similar machine and 
ct it to sustain a heavy overload. The former class un- 
fairly favor the less scrupulous manufacturer, while the other 
class works equally obvious mischief, if practicable, it would 
be of great value to the whole industry to have some system 
of inspection equivalent to the practice In regard to weights 
and measures, with penalties for shortage in horsepower. 
For the commercial depression In ibis branch of manufac- 
ture, which is another question, there are only two possible 
Kither we must witness the complete or partial 
closing of some of the larger works, or there must be formed 

an association for the avoidance of desperate competition. 

* • « 

The London Brighton & South Coast Railway Company 
announced some time ago that it intended to experiment with 
single-phase electric traction on the Peckham Rye to Batter- 
sea Park section of its system. The work is now nearly com- 
pleted and will shortly be ready for trial. So far the an- 
nouncement has made little or no impression on the public. 
Nevertheless, it is probable, bn s high degree, that this ex- 
periment will open an epoch which will have a radical in- 
fluence on the railway investments in which many Of the pub- 
lic are interested. The disproportion between the real Im- 
portance of this experiment and the interest taken in it by 
the railway investor is readily explained by the fact that 

: ical technicalities are not within I prehension 

of the average man. Even a Judge may be forgiven for 
Ignorance of the m of the "single phase system." Vet 

it is quite possible to explain the commercial advantages of 
the new system of electric traction without appealing to the 
mysteries of electricity. So far our electrified railways, from 
the Nortl a to the District, have followed the 

old familiar tramway model. They are "glorified tramways," 
the main difference being that, instead of the overhead trol- 
ley wire, they have hail to us.' a much larger conduct..!'. 

placed as "third rail." to carry the heavy currents required 
to move heavy trains. For tramways and suburban railways 

this system. In which continuous Currents are used, lias been 

wonderful] but as a bu Itlon it is 

not as suitable for long-distance railway work, what tells 
'in' complication and cost of the power ti 

mission at ran 

• • • 

An Important new | contained in the prop.. 

unnel under the Thame, between Qreenhlthe 
and Purfieet, for which I'ov. hi in the 

new tunnel Is to I quipped for 

electric i: tlmated to cost about Ten, ir 

ling. Including .ml ami the Ql 

connecting rallwa; The line win he four 

and a half mile-, . ills the UbStanCS thn 

which the tunnel would have to in- pierced It is not anticipated 
would i" hi the 

support of the principal railway c ps 



The • • ompanj i now bulldtn 

new siutioitH .. • ii will he 

placed along 'he Kaul Interurban Urn 

1. 1. el U I' Ol of | i i|| II 

ion, but on ;i mlolatun will 

hold idx a time 



40 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 2. 



RECORDS OF THE STOREKEEPING DEPARTMENT, 
DENVER CITY TRAMWAY COMPANY. 



The Denver City Tramway Company operates about 275 
cars. There are five car houses and shops located at various 
points throughout the city of Denver which, together with the 
power houses and track-construction work, are supplied with 
stores from one stock room and yard located at the Broadway 
shops. Each of the car houses carries a small stock of mate- 
rial amounting to about five hundred dollars' worth of sup- 



by the use of carbon two duplicates and an original may be 
had, the storekeeper's office retaining one copy, a second copy 
being given to the delivery man and the third copy kept in 
the book as a stub for reference. When shipments are re- 
ceived by railroad freight another form of receipt is used, 
which is 3% by 6% inches, and is ruled for the following In- 
formation: Location, where material is unloaded, car num- 
ber, initial, dates when car is placed and unloaded, quantity, 
description, remarks, signature of yard foreman. 

A record of all materials received is kept in a "materials 



PUflCMAB'Nij AGENT 0«" 

THE DENVER CITY TRAMWAY COMPANY. 

The following supplies are needed in tin 


• r- room ■ 


Denver, Colo.. 






ivn Pfqufeltfcffl Nn. 






Ou»tnrrr 
REQUIRED 


DESCRIPTION 


QUAHIIM 
ON 
HtNO 




0UOIA 


ION MADE «I 


ORDERED FROM 


HOW 

0»DEHf 


0R0ER No. 


0f£ 






































































































~~~ 




1 
approved fur 


I'itrchusr . 










1 




1 


, <iton*rt 


f.,r 



























Storekeeping in Denver — Requisition on Purchasing Agent. 



plies. On Monday of each week requisitions are made on the 
general storeroom for supplies withdrawn from the local 
stocks during the previous week. These requisitions are filled 
and the supplies delivered on Thursday of the same week. 
Delivery is made by transporting the goods on flat cars pulled 
by motor work-cars. For this purpose the company has avail- 
able 20 flat cars and 6 motor work-cars. These cars are also 
used for handling track construction and repair materials. 

The supplies needed for special work and for keeping 
complete the stock in the central storeroom are ordered of the 
purchasing agent by means of a blank form ruled with col- 
umns for the following information: Quantity required, de- 
scription, quantity on hand, quotation made by, (seven col- 
umns) ordered from, how ordered, order number, date. From 
time to time as the supplies are needed by the storekeeping 
department, these requisitions are made out by the depart- 



reciived" book. The pages of this book are 22% by 18 inches 
and are ruled for the following information: Date, bill num- 
ber, from whom, articles, invoice total, freight, labor, total 
and columns for distributing the supplies received under 79 
standard classifications. In order to have available this num- 
ber of columns it is necessary to insert two short leaves with 
each long leaf in this material and stores book, all the leaves 
of which are bound according to the loose-leaf system. On 
one full-sheet and two short sheets of this book appears a 
record of all material debited to the "material and stores" 
account for each month. As the bills are received from the 
purchasing agents they are given a number and the amount 
checked; then the costs for the various articles are distrib- 
uted through the 79 standard classification columns. 

A record of the invoices received for one month is kept 
by numbering and recording them on a blank 8% by 13% 



1 

Denver City Tramway Co. Material and Stores. 


■— 


m 


FROM WHOM 


\KI ICLI -: 


Frviglit 


Lni»r 


™ 




link, 




"■-r 1 1 „_.." 


Dim* 


i 
Matamil 


Dm* 


■"ST* 












































































































































































































































































































































































































































































































































































































: 






























































: 






























































































, 












— | 


- 
















-^-~ 








- , .J 










H 






: 



Storekeeping in Denver — Part of Materials-Received Page. 



ment, signed by the storekeeper, approved by the general 
manager and forwarded to the purchasing agent. These forms 
are 12 by 7 inches and printed in purple copying ink. 

Shipments of supplies when received are either accom- 
panied by a delivery slip of the company of which the goods 
have been purchased, which is receipted for by the store- 
keeper, or a special "goods received" slip made out in trip- 
licate is used. This latter slip is 7% by 5% inches in size 
and is ruled for the following information: Name of company 
delivering, number of packages, weight, quantity, articles, sig- 
nature of recipient. Such sWps are made up in pads so that 



inches, ruled off for exhibiting the following information: 
Month and year, name of supply firm, number and amount of 
invoice. 

Before the bills for materials received are returned to the 
auditing department the prices are figured and recorded in 
the loose-leaf price book with pages 11% by 11% inches. This 
book forms a complete record and description of all goods 
received, together with prices and manufacturers' numbers, 
and by the use of this book a permanent record is obtained 
for estimating and comparing costs for materials to be bought 
The pages of the price book are ruled for classification as to 



January 12, 1907. 



ELECTRIC RAILWAY REVIEW 



41 



the standard material accounts and each has columns for the 
manufacturer's catalogue number and initial of the article 
bought, its name and the price paid. Before the bills leave 
the storekeeper's hands a record of the freight charges is 
made in a freight record book, which has pages 10 by 10% 
inches ruled for the following information: Date, number of 
package, description, gross weight, from. via. charges. When 
this information has been recorded the storekeeper signs the 
bills and forwards them to the auditing department. 

Whenever any material is returned to the storekeeping 



distributed as debits to the material and stores accounts al- 
ready recorded under the 79 headings as earlier described. 
The freight and labor charges are also entered and distrib- 
uted in the material and stores accounts, according to classi- 
fication. With this information totals and balances may be 
taken for each account at the bottom of the page. 

Requisitions on the storekeeper for materials are signed 
by the shop foremen and made on two standard forms. These 
forms are alike as to wording, but one is printed on white 
paper indicating fluit the material desired is for repair pur- 



- ■ 

The Denver City Tramway Company. 

As/*? 190 
Memo, of second-hand Supplies and Scrap Metal received at Store Room this date. 


* T U\ 


D ~" P "°" 


Condition 


Where t-rom 


Price 


CBEniT ACGOSBrl 


Mi ra ■.■<- • 






fcmooni | Number 










































_ 





















f 


-■ 




































Signed: 







Storekeeping In Denvei — Daily Record of Second-hand Materials Received. 



department either as scrap or second-hand supplies, complete 
information regarding it is entered on a credit slip 9% by C 
inches printed in red ink, which is ruled for the following 
information: Date, quantity, (number and pounds) descrip- 
tion, condition, where from, price, credit account, (amount 
and number) signature. As such materials are turned in 
they are received at a slightly lower price than that for which 
they can be sold. At the end of each month a summary of 
the information on all these credit slips is made. 

This record not only shows the total amount for each 
day, but this total Is also distributed to the expense and spe- 
cial accounts so that the price of the material may be cred- 
ited to the original "material and supplies" accounts against 
which it was charged when bought. The monthly summary 
sheet of material and scrap returned to the stock room and 



poses, while the other is printed on yellow paper indicating 
that the material required is to be used in manufacturing 
shop goods. These requisitions are S'4 by 12% inches and 
ruled for the following information: Number of requisition, 
division or department, date, quantity required, article, for 
use on, car number. A space is set apart at the right-hand 
side of the requisition and reserved for the storekeeper to 
enter on the requisition the price, amount and account num- 
ber. Requisitions are signed by the shop foreman and ap- 
proved by the superintendent of rolling stock. At the end 
bf each day the clerks In the storeroom deliver the filled 
requisitions to the storekeeper, where each article on the 
requisition is priced from the price book as earlier desci i 

A blank form Is provided for notifying the shop foreman 
of a shop order. This blank Is 4% by 8 Inches and Is ruled 



Summ.-iry Shea oi MATERIAL and SCRAP Ri Storeroom and \ 




,.,-._. .v. .- c . .. - , - 


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Storekeeping In Denver— Monthly Summary of Materials and Scrap Returned to Storeroom and Yarda. 



yards In 18% by 11V4 Inches ami rated for exhibiting tie 
value of materia] returned and this amount distributed as 

'i .11 column 

;i nui nf the 
Man'! oto. 'lie 

from ! to ?A down tie I Bflh line will In. 

ord tot "Hi- <i;iv '.r the month and at lie- bottom will sp 
ppar totals for the rartot • 'i as dlHti 

total for ' 'iel of earl, DBODtl lUnte 

for the ration soootmts on ihiH sum' 



tor tin- following Information: Date, number or simp order 
to which all lnbor and material «iii in- charged, signature of 

lotions as in what 
be in had and t in- number "i 

tied by thi 

[Tor "I "H an 

port Man] Is Itepl which exhibit 

lowing Information regarding oil ami delivered 

He oil ii Date of i m "id barrel 

Iptlon, for wti.it 0, i.i- need on i 



42 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 2. 



total amount, signature. By means of data recorded on a 
sheet 14% by 1"> inches a monthly inventory and statement 
of the painting material on hand, purchased and used is made 
availahle. Instead of charging off small amounts of painting 
materials and handling this department the sanie as the gen- 
eral stores, a record is kept and the materials charged off 
in bulk as cars are finished. 

By means of these detail Information blanks it is 



alphabetically, rending across the page from left to right. 
By means of this sheet the information on the daily requisi- 
tions is assembled under the standard classification headings 
and at thia time the classification is also noted on the requi- 
sition. The totals under the various classifications as shown 
on the assembly sheet are entered on a "daily summary of 
material and stores disbursed." This sheet is 23 by 17 inches 
and is ruled to exhibit the following information for each of 



"•■ ' 










THE DENVER CITY TRAMWAY COMPANY 

MONTHLY STATEMENT OF PAINTING MATERIAL 


















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Storekeeping in Denver — Monthly Statement of Painting Materials. 



Form 53 -1000 

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Storekeeping in Denver — Summary of Stores Disbursed Daily. 



possible to fulfill the purpose of this department and render 
a daily statement of all the materials and stores disbursed. 
Such statements are furnished the auditing department, en- 
gineering department and kept in the storekeeping depart- 
ment. To collect the information for this daily statement an 
assembly or memorandum sheet 12 by 14 inches laid off in 
1%-inch squares is used. In each of these squares is printed 
a heading for one of the standard material and stores classi- 
fications. These classifications on this sheet are arranged 



the standard material headings: Total and disbursed amounts 
for 32 standard expense accounts, total and disbursed amounts 
for special accounts; at the bottom, totals for each expense 
and special account and net amount. Credits are made in red 
ink for the material returned during the day. 

A monthly record of the daily disbursements is kept 
posted in a book with pages 20 by 20 inches. These pages are 
ruled to receive on one line the information exhibited on the 
daily disbursement sheet; the rulings provide for the follow- 



January 12. 1907 



ELECTRIC RAILWAY REVIEW 



43 



Ing Information, both (or regular expense accounts and spe- ited a trial balance may be taken showing the amount of sto 

cial accounts for each day of the month: Requisition nuni- on hand for each classification. 

ber. total amount and amount distributed among the 70 or All sales to other companies are billed on a standard 





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195 THE DENVER CITY TRAMWAY COMPANY 196 

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more itaodard cut »'■■ I tomi and madi ■• thai Imi maj ba 

f„ r and of the month I bald and the audi I tmenl i"- Blven the bill. V 

■neb lalea are made, ir tha mat. i 



44 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 2. 



proper credit is given to the material and stores account and 
the bill is given a number and entered in a sales book, which 
carries the totals through to the end of the month. The 
pages of the sales book are 10% by 16 inches and are ruled 
to receive the following data: Bill number, to whom sold, 
iption of material, price, amount, total amount and the 
accounts to which credit should be given. 

Bach month a statement of all the business done by the 
storekeeping department tor the past month is rendered to 
the auditor. This statement makes available the stores ac- 
counts distributed as to operating expense, construction ex- 
pense, balance on hand, etc. When the information on this 
report has been checked by the auditor the storekeeping de- 
partment balances its ledger. In this ledger all materials re- 
ceived are debited to the material and stores accounts and all 
disbursements are credited to the same account: thus the 
balance shows the stock on hand. 

A special book is kept for recording the material used 
and the costs of articles manufactured in the company's 
shops. On the pages of this book are itemized the supplies 
drawn from the storekeeping department by the special 
requisition for shop jobs; the record for such jobs is kept 
on these pages until the job is completed, and then a special 
shop order exhibiting the number of the job is returned and 
the labor is added to the amount of the material used. It is 
thus possible to get net costs for the finished goods returned 
to the storeroom. 

In order to have the material accounts exhibited in a 
simple form a journal or memorandum book is kept and 
cross entries made charging the accounts benefited by mate- 
rial unused and crediting the accounts from which the orig- 
inal material was drawn. 



TIE PLATES. BRACED TIE PLATES AND TIE RODS.* 



Bl I. r. BOl Mil V. I. M. INKER MAINTENANCE OF WAY, SYBACUSE 
BAFIn TRANSIT BATLWAY COMPANY. 



A SIMPLE SLEET CUTTER. 



The accompanying illustration shows a sleet cutter de- 
signed by Mr. C. E. Atkinson, master mechanic of the Rich- 
mond, Ind., shops of the Indiana Columbus & Eastern Trac- 
tion Company. This type of sleet cutter has been used for a 
year and is said to have _ 
worked very satisfac- 
torily. 

It will be noted that 
the device consists of 
a semi-circular brass 
shell with a remova- 
ble and reversible cop- 
per lug. This lug has 
its flat sides tapered 
so they fit into a slot 
cut transversely in the 
center of the shell. 
When in use the shell 
fits into the groove 
around the trolley 
wheel and as so 
placed the lug is held 
firmly in its position. 
At one end of the 
shell, which is Of cast sieet Cutter with Removable Wearing 
brass, is a small pro- Surface, 

jection designed to fit 

into a %-inch hole in the trolley harp; the other end is pro 
vided with a hook around which the trolley rope may be 
looped, thus holding the shell and in turn the lug firmly in 
the groove of the trolley wheel and assuring that the hard 
copper lug will bear against the trolley wire. Other than its 
low cost, this form of sleet cutter has the advantage that it 
may quickly be attached to a trolley pole, and also that a 
supply of copper lugs may be carried by the car crew and on 
long runs inserted when necessary. Consisting as it does of 
only two parts, the first cost of the device is quite low. 




Our attention was first called to the inefficiency of braced 
tie plates as a means of holding girder rails to gauge, when 
the cars on several of the lines in Syracuse began to leave 
the tracks; and in every case we found the track in the 
neighborhood of the place of derailment to be from one-half 
to one inch wide gauge. 

The track construction on these lines is as follows: 
Nine-inch half-groove rail. Lorain section 90-317, oak ties, 
6 by 8 inches by 8 feet, six inches of coarse gravel ballast, 
and malleable iron brace plates every six feet. The concrete 
for the paving, which is both brick and asphalt, extends from 
the bottom of the tie to about four inches above it. The 
track has been down about ten years. 

The derailments became so numerous a short time after 
putting some new heavy cars on the lines, that we decided 
to place tie rods in all of our tracks having the half-inch 
groove rail and brace plates. 

When the track was opened for the tie rods we found 
the ties in fair condition, but many of the brace plates were 
bent backwards and others twisted away from the head of 
the rail, being practically of no use for holding the rails to 
gauge. The track had been gradually widening out under 
the small cars and when the large heavy cars were run, it 
took only a short time to widen the gauge until the track 
was unsafe. 

Tie rods have now been placed in most of this track and 
we have had no more trouble with derailments. The great 
objection to brace plates, judging from our experience, is 
due to their being spiked to wooden ties. They are depen- 
dent for their efficiency on the holding power of the spike, 
and as the ties get old the continual tipping of the side-bear- 
ing rail loosens the spikes, and allows the brace plates to 
twist and become loose; they also cut into the ties as the 
ties decay, thus allowing the rail to tip outward. A great 
deal of care should be taken when putting on brace plates, 
as the spikers will often twist them when spiking and get a 
poor bearing under the head of the rail; crooked or uneven 
ties will also make trouble in getting a good job. 

We have some steel brace plates on a piece of track 
which has been down for about three years and have had no 
trouble as yet, but the cars are small and 10 minutes apart. 

When this track is to be paved we shall place the tie 
rods six feet apart in addition to the present brace plates. 
The use of brace plates would be advisable in laying track 
in an unpaved street, which would be paved in a few years, 
as a strong steel brace should hold the track when the 
ties are in good condition ,and when the street is paved we 
shall put in the tie rods. 

The objection to tie rods in an unpaved street is that, 
as the filling between the rails settles, the rods are ex- 
posed to wagon traffic and bent or broken. The theoretical 
objections to brace plates as compared with the tie rods are 
as follows: The brace plate depends for its efficiency on 
the condition of the tie, and braces each rail independently; 
if the braces on one side fail the gauge will widen : with the 
tie rod, if the rails get out of line, they will move together 
and maintain the gauge. On ordinary girder-rail track a 
half-inch or so wide gauge will not cause derailment of cars, 
but with the half-groove type, especially Lorain section 
90-317. half-inch wide gauge trouble will occur much more 
frequently. 

The lip on this rail is thin and narrow, and flattens dow r n 
under wagon traffic, often breaking off in places. When a car 
comes to a place where the track is a half-inch or more 
wide gauge, the flanges of the wheels on one side get inside 
of the lip of the rail and when the track comes to gauge 
again the opposite wheels are forced over the head of the 
rail, causing derailment of the car. 

With this type of rail to contend with, necessitating 
tight gauge for safety, tie rods are the best fastening. If 
a strong steel brace were used in connection with a steel tie, 
it should make an efficient device for holding the rails to 
gauge. 

There is not much to be said in favor of the use of or- 
dinary tie plates on rails in a paved street, as the concrete 
between the ties will support the rail, and keep it from cut- 
ting into the ties to any appreciable amount. However, the 
concrete in the older tracks in Syracuse does not seem to be 
of any use for holding the rails to gauge as spreading has 
occurred as stated. 

•Presented before the Street Railway Association of the State 
of New York January 11. 1907. Buffalo. N. Y. 



January 12, 1907. 



ELECTRIC RAILWAY REVIEW 



45 



ENGINEERING ASSOCIATION EXECUTIVE COMMITTEE 
MEETING. 



A meeting of the executive committee of the American 
Street and Interurban Railway Engineering Association was 
held at the rooms of the Transportation Club, New York, on 
January 7. There were present, President H. H. Adams, 
superintendent of shops, the United Railway & Electric Com- 
pany. Baltimore. Mi!.: Vice-President Fred G. Simmons, su- 
perintendent construction and maintenance of way, Milwau- 
kee Electric Railway & Light Company, Milwaukee. Wis.; 
Secretary and Treasurer S. Walter Mower, general man 
Southwestern Traction Company. London, Can.; F. H. Lin- 
coln, assistant general manager, Philadelphia Rapid Transit 
Company, Philadelphia. Pa.; Fred N. Bushnell. chief engi- 
neer. Rhode Island Company, Providence, R. I.: W. T. Dou- 
gan, engineer maintenance of way. New York City Railway. 
New York; P. V. Swenson. secretary. American Street and 
Interurban Railway Association: H. W. Blake. Street Railway 
Journal; C. B. Fairchild, Jr.. Electric Traction Weekly; and 
F. W. Lane. Electric Railway Review. 

The report of the secretary and treasurer showed a bal- 
ance of $266 on hand. In relation to finances Secretary Swen- 
son expressed the belief that the financial condition of the 
principal association would be such as to enable all work 
••d to be done by the affiliated associations to be carried 
out satisfactorily. In reference to committee work Mr. Sim- 
mons expressed the view that the work would be done better 
and more willingly if it were understood that the committee's 
expenses would be taken care of by the association. 

In the consideration of subjects for papers for the next 
convention there was some discussion of the desirability of 
joint action between the Engineering and the Claim Agents' 
associations as to vital points in rolling stock design and con- 
struction that might have a bearing upon work of the claim 
agents. This was in line with the address of S. L. Rhoades 
of the Claim Agents' association at the Columbus convention. 
Se%-eral points were suggested to which the consideration of 
the two associations might advantageousl u jointly. 

such as with reference to car steps, folding running boards, 
gates, etc. PresHent Adams suggested that the claim agents 
be asked to prepare a statement of points in which they 
would be particularly interested. Mr. Lincoln stated it was 
the practice; of the claim department upon the road with 
which he is connected to send to him each month a list of 
such claims as had come up during the month and which 
were based upon mechanical d ifects. This statement gave 
the amount claimed anil the particular cause and It was stat- 
ed that these data were sufficient to enable each case to be 
followed up Individually until the blame was located exactly 
where It belonged. The practice had resulted In a reduction 
of claims of nearly 7" per cent by :> upon 

which the claim was based. The matter was summed up In 
resolution which was presented by Mr. Sim- 
mons and which was ;> 

mm, Thr-re are many mechat -t In connection 

with ti and <•; ftjrs which 

art nt ut. tn nic<-nt» of th< various 

panles and regarding which they may d'etre to suggest altera- 
tions and Impr 

Engl i 

i matter be gl "i "t 






suggestions made and iu< 



that In the opinion "f • 
ring Association thin mall 
come up f at a joint meting 

association* during the II 

Th<- "Ml. • which wjh I- ft In .in 

unflnl*h<-d state n> tton was not den" 

i," upon which a vaiuaM.. paper was 
at tho la • I Wlnaor, w,v 

the ; ear. with u I 



the operation of the plant described by Mr. Winsor brought 
up to date. It was also decided to invite Mr. W. W. Cole, 
general manager of the Elmira Light & Water Power Com- 
pany. Elmira. N. Y., to furnish a paper covering his experi- 
ence with gas engines. 

Upon the subject oi "Steam Turbines" Mr. Lincoln was 
instructed to hold himself responsible for the preparation of 
a paper, and it was also suggested that it might be possible 
to secure a paper treating this subject from a historical point 
of view from Professor Storm Bull of the University of Wis- 
consin. 

The method followed in the consideration of these sub- 
was that of holding a member of the executive commit- 
tee responsible for the preparation of certain papers, whether 
prepared by himself or someone else at his request. 

The committee on "Standardization" was continued from 
last year. Some changes were laade in the composition of the 
committee, H. W. Blake and C. B. Fairchild. Jr., being ap- 
pointed in place of Paul Winsor and F. H. Lincoln. As chair- 
man of the committee on "Maintenance of Way" Mr. Sim- 
mons suggested the desirability of a paper on "Care of Road- 
bed and Right of Way on Interurban and Urban Lines," this 
to cover such subjects as oiling and sprinkling the roadbed, 
keeping poles and grounds in presentable condition, etc. It 
was also suggested that this topic be assigned to a sub-com- 
mittee, which should endeavor to get in touch with all main- 
tenance of way officials and obtain data in a form to be turned 
over to the "Standardization" committee. The "Maintenance 
of Way" committee is now composed of F. G. Simmons, chair- 
man, Thomas K. Hell. Interstate Railways Company. Phila- 
delphia, and C. A. Alderman, Cincinnati Traction Company. 

"The Wear of Rails and Joints in New York City" was 
assigned to W. T. Dougan. engineer maintenance of way, New 
York City Railway. New York. In discussing this subject the 
matter of corrugation of rails was brought up and Secretary 
Swenson was requested to secure data from members of the 
association and others for publication in the proceedings. 

"Concrete Ties" was also suggested as a subject and an 
endeavor will be made by the committee on "Maintenance of 
Way" to secure data. 

"Control Apparatus," a subject carried over from last 
year, was assigned to a committee as follows: Chairman, 
J. S. Doyli In b Rapid Transit Company, New I 

George J. Smith, Kansa way & Light Company, I' 1 

Callaghan, Pittsburg Railw: my. 

".Maintenance and "ti of BHi Equipment" 

assigned to a committee consisting of John l.indall, Bos- 
ton Elevated, W. D. Wright, Rhode Island Company, Provl- 
dence, R. [., B. T. I Metropolitan West Sldfl Klovated, 

Chicago, l l. Smith. Schenectady Railway Company, Schen 
ectady, N. Y. 

■ I. in idama express* i the view thai the last-named 
i. mi. i in- bandied with special reference '" in 

linn oa ill.- D 

R. B. Stearns, Chicago & Miiw lectrlc Railroad, 

appointed re] ition 

on thl 

■nil ..i \ i. m ," was 

- n It was thought to be a 
• Bring subject ami It 

n in the commll I the 
\m.-i lean association. 

■ rarstu • milnalR, with I to Bffecl 
on Rolling Stock," commit! nnlxtlng Of 

B. v a Ldghl Comi 

Martin Srhn-iver. Publli Corporation of Men F< 

-.tin iiimf international Company Buffalo 

Houses for Both ' • and StOI 

was asHlgiied in ,i commit ti 

Rhode Ulaad Company, Prorldenci i; i R I indi 

• .II i miipany. Indei son in. i and I 



46 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 2. 



Graburn, Montreal Street Railway Company. It was decided 
wiiii reference to this subject thai the committee should not 
attempt to make recommendations hut endeavor to secure as 
large a numbi r as possible of typical plans of >■:" bouses and 
assemble them tor convenient reference. 

it was voted as the sense oi the executive committee that 
at the annual convention the session should not be opened 
on Monday morning but that the first session should he at 
two o'clock p. m. on Monda; . 



QUARTERLY MEETING OF THE NEW YORK STATE 
ASSOCIATION. 



The Street Railway Association of the State of New York 
held a quarterly meeting at the Iroquois Hotel, Buffalo, on 
January 11, 1907, convening at 10 a. m. There were about 
50 members and guests present. Especially valuable papers 
were read treating the subject of "Track and Roadway." 

In the discussion Mr. I. E. Matthews, chief engineer of 
track Rochester Railway Company, favored the use of nine- 
inch grooved rails laid on oak ties supported by concrete. 
He thought this type of structure was most satisfactory for 
the streets with heavy traffic, and that where traffic was 
light it might he well to use T-rail with a flange-way in the 
pavement adjacent to the rails. Mr. F. D. Jackson, roadmas- 
ter International Railway Company, favored the use of Car- 
negie steel ties embedded in concrete and supporting nine- 
inch girder rails. 

Mr. E. P. Roundey. engineer of maintenance of way 
Syracuse Rapid Transit Railway Company, presented a paper 
on "Tie Plates, Braced Tie Plates and Tie Rods." This paper 
will be found on page 44 of this issue. 

In discussing track substructures Mr. A. H. Stanley, 
Public Service Corporation of New Jersey, stated that in 
some instances concrete had failed and for this reason broken 
stone was favored. Other speakers favored the use of con- 
crete with gravel instead of broken stone. 

Mr. C. G. Reel, Kingston Consolidated Railroad Com- 
pany, read a paper in which he presented strong arguments 
favoring T-rails. In the discussion of this paper many good 
reasons were advanced showing why T-rail is preferable to 
girder rail. Mr. T. W. Wilson, International Railway Com- 
pany, Buffalo, did not favor the use of T-rail in streets where 
the traffic was especially heavy. 

Papers were presented on various methods of making 
rail joints. Mr. P. N. Wilson, Rochester, presented a paper 
on "Electric Welding." In the discussion several opinions 
were favorable to the "thermit" process. 

The members of the associations and guests were enter- 
tained at lunch by Messrs. H. J. Pierce and T. W. Wilson, of 
the International Railway Company. 



NEW LINES NEAR LOUISVILLE. 



The Louisville & Eastern Railroad Company, of Louis- 
ville, Ky., has recently completed the nine-mile extension 
of its lines from Beards to La Grange, Ky., and is now ope- 
rating its cars through from Louisville, a distance of 27 
miles, on one-hour headway. 

A substation at Buckners and an addition 50 by 55 feet 
in floor area, to the power plant at Marcia have recently 
been built. The new installation at the power plant in- 
cludes: Two 250-kw. direct current Westinghouse generat- 
ors and one 300-kw. alternating-current generator, 200-kw. 
rotary converter. 450-hp. Buckeye eifgine and a 250-hp. Vogt 
Machine Company boiler. A 6,600-volt transmission line has 
been built between the power house and substation. 

In view of proposed extensions of the railway the power 
house improvements are of a temporary nature. Before the 
Shelbyville division is completed, the contract for the grad- 
ing of which has already been let. a new power plant will be 



erected at a point more centrally located and where a better 
w ater supply may be had. 

i in Shelbyville division is a branch leaving the present 
line near Louisville and following the Shelbyville pike for 
a distance of -7 miles, passing through Middletown and Simp- 
sonvllle. The route selected for the line is thickly settled, 
n is planned to use either the single-phase alternating cur- 
rent or the 1,200-volt direct-current system for operating this 
line 



A SIMPLE PIT JACK. 



The pit jack shown in the accompanying illustration is 
probably about as simple a device as could be built for 
raising and lowering wheels under cars. This device, as 
used in the repair shop of the Hot Springs (Ark.) Street 
Railroad Company, consists of two track jacks bolted to 
parallel timbers resting on the axles of two pairs of small 
flanged wheels. The entire truck may easily be moved along 
a narrow-gauge track laid in a cross pit. Thus the jack 




A Simple Pit Jack. 

serves all the repair pits of the shop. The Barrett jacks as 
used have 47-inch rams so that there is considerable vertical 
movement possible. 

When wheels are to be lowered the car is placed in posi- 
tion over a removable section of the repair-pit track. The 
axle is then made clear of the journal and motor bearings 
and the jacks raised until the wheel flanges are clear of 
the track rails. The removable sections of the pit-track 
rails are then shifted so that the jacks carrying the car 
wheels may be lowered until the wheels will clear the pit 
tracks. It is then a simple process to roll the truck carry- 
ing the wheels, along its own track until such a position is 
reached where the wheels may be lifted by an overhead 
crane or set upon planks across the pit and rolled onto the 
shop floor. 



January 12. 1907. 



ELECTRIC RAILWAY REVIEW 



17 



REGENERATIVE CONTROL.* 



1!V A. RAWOETH. 



In using shunt motors for electric traction certain dif- 
ficulties are encountered. Thus there is the difficulty ol 
changing from series to parallel, or vice versa, which consists 
principally in the fact that the speed of the armature varies 
inversely as the strength of the field and directly as the 
voltage across the brushes. It is obvious, therefore, that 
in changing from series to parallel the field strength must 
be practically doubled, otherwise the moment the armature 
circuit is closed across 500 volts a violent attempt will be 
made by the motors to accelerate the car. 

The operation of strengthening the field can be carried 
out fairly quickly, but not quite quickly enough, consequent ly 
it is necessary to insert some resistance in series with the 
armatures to check momentarily the rush of current due 
to the inexactitude of the field strength. This will be re- 
ferred to later. 

It is also necessary to insert some series field winding 
in series with each armature, for without this precaution 
the motors would not work in parallel. 

It is also an essential condition that in breaking the 
current either when going out of series or when coming out 



I a 




Earth 
Regenerative Control — Figure 1. 

ere should be no n d circuit, otherwise 

will i><- heavy Rashes In the controller. In this re 

motors differ entirely from series motors, In combl- 

:i with which latter resistances are necessary when 

■ g the cli • 

Tin- method by which the resistances are put In circuit 

betoi t in- armature circuit and taken out again 

before breaktaj cnil will be described later on. Apart 

from this little difficulty, the operation of this controller is 

'•■rations Is shown in Kin. I, 

win' : m showing the connections on each notch 

Her arranged fur working 
Referring to this diagram, H win be seen thai the 
then "n the Ural notch the 

then cut out In ad on notch No. I the 

the full hum 

being fully excited. This notch gh- from 

it Is an advantage to have the minimum 

both for the sake "f . In current 

doe ■■! ol th"' rheo lod and b 

. mlnlmm it which the ill return cur 

to the line On not • rted 

In the yhunl ill with ' 

..r I mil) 






hour faster than the minimum reactive speed. On notches 
7. 8 and ;), when the controller handle is being turned in a 
clockwise direction, the connections are exactly the same as 
on notch li. Thus, when the circuit is opened preparatory 
to going into parallel, there is no resistance in the armature 
circuit. On n ill the resistance in series with the 

shunt fields Is cut out, thus giving the maximum held 
strength, the armatures are connected in parallel, each In 
series with its series field winding and resistance is inserted 
in the main circuit. A resistance is put in parallel with 
the series windings in order to shunt a portion Of the cur- 
rent, therefore only so much current as will balance the load 
between the two armatures is allowed to pass through the 
series winding. On notches 11 and 12 the resistance in tin- 
main circuit is cut out In steps, and on notch 13 the arma- 
tures are in parallel across the full voltage, the field strength 
being at the maximum. On notches 11 and 16 resistance Is 
inserted in steps in the shunt field circuit to attain the top 
speeds. 

When the controller handle Is turned In a counter- 
clockwise direction, the same combinations as when ai 
rating are made as far as notch 13, and the speed reduced 
from the maximum down to a speed which is only slightly 
more than double the maximum regenerating speed In series. 
But on notches u>. li and 10 the connections are exactly the 
same as on notch 13, and when the circuit is opened pre- 
paratory to going into series there is thus no resistance In 
series with the armatures. On notch 9 resistance is con 
nected in series with the shunt field windings and the arma- 
tures are connected in series. In scries with resistance. On 
notches S and 7 this resistance is cut out in steps until on 
not eh 6 the armatures in series, are connected across the 
full voltage. On not eh 5 the resistance in series with the 
shunt fields is reduced, and on notch 4 it is cut out alto- 
gether. At this point the speed of the car has been reduced 
to the minimum regenerating speed. The handle is then 
shut off in the usual manner and the hand brake applied. 
But when moving the handle from notch 4 to the off posi- 
tion, the resistance which was inserted on notches 1. 2 and 
3. when moving in a clockwise direction, is kept short- 
circuited, thus again providing tor the opening of the cir- 
cuit with the armatures connected across the full voltage 
The rheostatlc brake notches I. 2 and M make connections 
similar to those used for the same purpose in ordinary eon 
trollers. But these notches In the controller coincide with 
the power notches 15, 14 and 13. This is effected as follows: 

Notches 1, 2, 3, 10, 11 and 12 make connections as shown 
on the diagram when the controller handle is moving in a 
clockwise direction, but when the handle is turning in tin- 
opposite direction the resistance In series with the arma- 
tures is kept short-circuited. 

The notches t, s and 9 give connections as shown in 

the diagram when the handle is moving in a nerelook- 

wise direction, but the resistance in series with the ainia 

tup-s is kept short-circuited when the bandle is moving In 
a clockwise direct ii 

rring to Pig i, which is a development of the con 
trailer laid out In the usual way: linger 22 is connected 
direct to the trolley, and the six Dngers Immediately below 
it me connected to the resistance used in the ormatun 
cult, when the controller oyllnder connects the trolley 
32 t" one of these resistance Dngers, the current 

Mows through the real tance ooi cted between that I 

ami the bottom oni R 8 and then through the arms 
For on notch i anger 23 is connected to finger it 3, 

the resistance In circuit Is therefore it. 2 On notch 

5 tin connected to linger it, b, the resistance is 

therefore CUl ted Now contact ling X. Is loose on 

the main cylinder, and is driven bj B pin winking in a slot. 

which enables the loose ring to lag between the main barrel 
by ti covered by three notches, when the eon' 

i clockwise direction, the po Won "t this slip- 
ring own on the diagram, but it the oontrolli 
movei o notch 6 and thi to the oir position, 

the slip contact h three notches behind 111. 

ol the main cylinder and takes up the position shown In 

dolled lines. It will tbui I"- seen that tin . .• In 

10 ii ami 12 is short circuited 

when the controller handle Is being turned In a coupler 

in i be .Hue manner the resistance In 
It on notches 7, 8 j borl circuited onlj when the 

direction, Now notch 
.viien the 
tune The Dn 

the trolle) and connected to 

i oyllnder on the left of the 

nI on He Ill a QOtl 

on ti on. i notch, it i i; 8 and on the 



48 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 2. 



notch all resistance is short-circuited by contact X., which 
will be in the position indicated by dotted lines. 

The present form of controller has only been in exist- 
ence 12 months, but about 100 of them are working suc- 
cessfully. When the first experiments were made in 1903 
the motors were connected permanently in series, the speed 
being regulated by the shunt field. This worked well on the 
level, but great difficulty was experienced in preventing 
drivers from climbing steep gradients with a weak field, which 
caused heavy flashing at the commutators. It was then 
recognized that the introduction of the series parallel system 
of control was necessary to make the regenerative system 
suitable to ail conditions. The first scheme was to weaken 
the field until the armatures had attained a speed in series 
double the minimum reactive speed, then to open the arma- 
ture circuit, double the shunt field strength, close the arma- 
ture circuit again with the armatures in parallel, and then 
again weaken the shunt field to attain the necessary speed. 
For these experiments a box full of open switches was used. 
It was found that the armatures could be put into parallel 
only by making a considerable pause to allow the field to 



braking. If a car were descending a grade, and from any 
cause were cut off from the source of supply, the braking 
effect would be immediately lost, also the driver in shutting 
off his controller might produce momentarily the combina- 
tion of a strong field and a high speed, thus allowing the 
motors to generate a voltage which has destroyed a consid- 
erable number of lamps and not a few station voltmeters. 

Both these troubles have, however, been cured, or rather 
prevented, by the device shown diagrammatically in Fig. 3. 
Suppose a car to be descending a gradient at, say, six miles 
an hour, and suppose also that while so doing the trolley 
comes off the wire, there is a tendency for the voltage across 
the motors to increase; directly this happens, the current 
in the coil A increases and trips the switch X, so estab- 
lishing a circuit from contact E to F, and then the resistance 
C to earth. 

In actual practice it is found that should the supply be 
interrupted as explained above, a car can be brought to a 
speed as low as two miles an hour by the ordinary move- 
ment of the controller handle, the regenerated current pass- 
ing through the resistance C, instead of along the trolley 



Reversing Bairel 
Reverse Forward 



Brake Runnin; 
Brake Barrel 




Line 



111 



Cable Bundle to _ 
other Controller 



Overload 
Circuit Breaker 






O 



Armature 



Regenerative Control- 



Y 

Eartii 

-Figures 2 and 3. 



t 
Earth 



increase, and then only on the level. To cure this the con- 
troller was arranged to insert a small resistance in the main 
circuit in order to give the shunt fields more time to in- 
crease. This arrangement worked well, and the motors 
could be switched into parallel on an 8 per cent gradient. 
It was then found that getting the armatures back into series 
was even more difficult than getting them into parallel, it 
being necessary to use more resistance in the armature 
circuit. This difficulty was, however, overcome in the first 
series parallel controller that was made on the circular 
plan. Many motors, however, will not work sparklessly in 
series with the field weakened sufficiently to produce double 
the minimum speed, and the controller has therefore been 
redesigned with three resistance notches for making the 
series parallel changes. Twelve months after the commence- 
ment of the experiments with series parallel working there 
were 14 cars running with series parallel control on the 
Yorkshire Woollen District Tramways, an^i they have never 
given any trouble. 

It can tip taken as a fact that any motor which is good 
when series wound is good also as a regenerative motor. 

Safety and Economy. 

One of the advantages of this system is that any notch 
corresponds to a definite speed, and that a car cannot accel- 
erate beyond this and get out of hand. Until lately, how- 
ever, there was one objection to the regenerative method of 



wire. Thus the regenerative brake is not dependent for its 
action upon the continuity of the supply circuit. 

There are four claims for the regenerative brake: 

1. It cannot, under any circumstances whatever, or with 
any condition of the rails, lock the car wheels. 

2. If it is out of order the car cannot be moved. 

3. It is not dependent on the continuity of the supply 
circuit. 

4. The more you use it the less it costs; in fact, it pays 
you to use it. 

The saving in current varies according to the contour 
of the -route, conditions of traffic, etc. On level lines it is 
small, but on hilly lines may be as much as 30 per cent. 
Copies of comparative current-consumption tests on cars on 
the lines of the Bristol Tramway & Carriage Company over 
about 44 miles, the South Metropolitan Tramways Company 
and the Devonport & District Tramways Company are given 
in the paper. In these three cases savings of 24, 26.7 and 
28.7 per cent respectively are obtained. At Bristol and on 
the South Metropolitan company's lines at Penge the tests 
were made with special cars unloaded, but at Devonport the 
meter was fixed on cars running in service, the tests ex- 
tending over about 54 miles. 

A special point of interest in the Penge test is that the 
total current taken by the regenerative car, before deducting 
the regeneration, is 6.5 per cent less than the current taken 
by the aeries Motor car. 



January 12, 1907. 



ELECTRIC RAILWAY REVIEW 



4<> 



THE PROGRESS OF ELECTRICAL EQUIPMENT OF STEAM 
ROADS." 



BY BION J. Ai;\o| 0. 



Oil a former occasion, in September, 1904. I said: "That 
electricity will be generally used on our main railway ter- 
minals, and ultimately on our main through lines for pas- 
senger and freight service, I am convinced, but I do not an- 
ticipate that it will always be adopted on the ground of 
economy in operation, neither do I anticipate that it will 
come rapidly, or through the voluntary acts of the owners of 

m railroads, except in special instani 

Confirming the prediction which I then made, to the 
effect that the steam railroads would acquire the electric 
roads paralleling them, I call attention to the fact that ac- 
cording to published reports the New York Central & Hudson 
River Railroad Company has since then, in addition to prac- 
tically completing its great electric terminal in New York 
City, either purchased outright or acquired indirectly the 
controlling interest in most of the interurban roads parallel- 
ing its lines between Albany and Buffalo, and the New York 
New Haven & Hartford Railroad has recently acquired 
practically all the interurban roads which compete with it 
in its territory. 

Projects Under Way. 

The Krie Railroad is, in addition to its preparation for 
the electrification of its terminals in the vicinity of Jersey 
City, now equipping 34 miles of track extending southeast of 
Buffalo, thus retaining traffic which might have been taken 
from it by the construction of competing interurban lines. 
In like manner the Pennsylvania Railroad system, in addition 
to the electrification of its great terminal system In the 
vicinity of New York, is gradually electrifying the Long 
Island Railroad system. The New York New Haven & 
Hartford Railroad Company is also going to great expense 
In the electrification of its line from New York City to Stam- 
ford. Conn., a distance of 31 miles, with reasonable probabil- 
ity of gradual extension of electric traction over its system. 

Those few examples, together with the electrical opera- 
tion of the great Simplon tunnel, by means of which the 
traveler will be carried from Switzerland into Italy without 
the annoyance due to obnoxious gases emitted from the 
steam locomotive, I believe are sufficiently impressive to em- 
phasize the correctness of the lines of development outlined 
by me in 1901, involving, as they do. an expenditure of ap- 
proximately $100,000,000 for electrical equipment, and a col- 
lateral Investment of some $300,000,000 more. 

In addition to these general types there are now under 
ruction, or contemplated construi I in- 

stallations adopted for various reasons, such, for instance, as 
the St. cialr tunnel of the Grand Trunk Railway system, 
ling from Port Huron, Michigan, to Sarnia, Ontario, 
wherein steam locomotives will soon be abandoned and 
trains operated electrically. The equipment of the Cascade 
division of the Great Northern Railway, over the Cascade 
mountains, a distance of about 100 miles, although not yet 
definitely decided, Is another notable example of the contem- 
I application of electricity to steam roads. Its equip- 
ment would eliminate the use of steam locomotives now 
operating over a tortuous piece of road, and through a long 
and difficult tunne] Klectriflcatlon Is also contemplated up- 
on a division of the Southern Pacific Railway, through the 
Sierra Nevada mountains, for the purpose of eliminating the 
difficulties due tu tunnel operation and of Increasing the 
I the road, which is now limited by the ilse of the 
earn locomotl 

New York Central A. Hudson River Railroad Company. 

The \,.w York Central Railroad Compan ntiy 

operation, for price, Interurban trains 

rnnnli • w York City and Yonkera, a dl 

H tin now Introducing electric locomotive* Into the 

-n of It k through trains, be! 
the G Tal terminal and i nd North 

Whit* Plaint, on the Harlem division, 29 miles, from New 
York 

Installation win. when completed, con i t of two 
power stations of - ions 

which win supply and dlstributi bout 

400 miles of track within a rndlus of 40 mil-- from the I ItJ of 
New York. The type Of I'H'omotive fOT through train service 
has, by a long series of experiments, i 
doing the work for which It Is Intended Thirty-five of these 



IhleagOi 

in . 



machines are now read; tor operation, and will be intro- 

d as rapidly as men can be trained to i them. 

Bach locomotive weighs too tons, has a normal capacity of 

2,200 hp. and a maximum capacity of 3,000 hp. and will run 

peeds varying from 10 to 80 miles per hour, depending 

upon the weight of the trains, which Will vary from 250 to 

900 tons. Two or more locomotives can be coupled together 

for heavy train service, and operated upon the multiple-unit 

in iu the same manner as the cars. 

Two hundred steel motor cars will soon be placed in ser- 
vice, each equipped with 400 hp. of motor capacity, and so 
arranged thai they can be run singly or In multiple, at will, 
although some are now used as trailers without motor equip- 
ments Each motor car is 60 feet long over all. weigh 
tons, seats t'.il passengers, and is designed to run 
imum speed of '>2 miles per hour. 

One power house, in which has been installed 20,000 kw. 
capacity in turbo-generators and the necessary auxiliaries, 
is now- In service, and the energy is distributed trains 

by means of four substations, in which are placed storage 
battery auxiliaries for the purpose of regulating the load 
upon the power stations, and for reserve capacity in ease of 
accident to any substation or power station. From the sub- 
stations the energy is distributed to the trains by means of 

adarj copper feeders and the inverted, or under-contact, 
type of third rail. 

Pennsylvania Railroad Company Tunnels. 

Beginning at Bergen Hill in New Jersey, about 2.7 miles 
from the proposed New York City station, and almost d 
ly in line with Thirty-third i Manhattan Island, the 

plans of the Pennsylvania Railroad contemplate the construc- 
tion of two tunnels, each 19 feel in dlami allel with 
each other, from Bergen Hill, through the Palisades, and un- 
der the Hudson river, thence under a portion of Manhattan Is- 
land to the terminal station located between Thirty-second 
and Thirty-fourth Streets, and Seventh and Eighth avenues in 
New York City. From this terminal station eastward there 
will be four tunnels, each 23 feet in diameter, extending 
across the island under the East river to the terminal in 
Long Island City, where the tracks will come to the surface, 
and connect with the extensive yard contemplated by the 
Pennsylvania system at that point. Through these tun 
which are about 14,000 feet in length, will be Qperatd, by 
electric lot all passenger service entering New | 

of the Pennsylvania Railroad, and probably a large 
amount of freight for the distribution yard at Long Island 
City. The suburban trains for interurban service passing 
through these tunnels will be operated On the multiple-unit 

m, and the electric locomotives will be, as in the case 
of the New York Central, similarly operated, when it i 
sired to couple them together. 

Hudson & Manhattan Tunnels. 

For the purpose of enabling the interurban and other 
n roads entering Ji . to enter the city of New 

there are now being constructed tw her systems 

oi tunnels, one under the name of the Hudson & Manhattan 
Railroad, and the other under the name of the New York & 
Jersey Railroad. The interests of both companies have re- 
centl) bees consolidated and now operate under the name of 
former. 

The two tunnels of the Hudson & Manhattan company 

1 I hange Place |] I ity to a 

terminal at Church and Full- In the Island of Man 

Of about B, tee) The tunnels of the 

New York & Jem y Railroad company will extend from 

the foot ol I'm In Jersey City to Morton it 

mi Manhattan i land, i distant I about 6,000 ft. 

It will be noticed that the tunnels of both of these com- 
nre considerably smaller than those of the i 

ranla company, 'i ructed tor the purpose of 

feedlni the pn bway of the tnterborougfa company, 

quently all can entering these tunnels will have to be 

of the speelal small and lov by the lllter- 

boroi. my, m misfortune which it .ible 

now to overcome, as it win effectually prevent any of the 

through trains of the Steam road, which now terminate at 

nterlng Manhi md unlets thi 

.'. h tunnels or their own to bo hereafter constructed 
in addition to the subways heretofore mentioned, to bo 
used for tho a< 'Hon of steam railway trafflo, there 

four additional tuns ructed under the Bast 

riM-r. two Up 'he New York a Lone [aland Railroad C 

md two under the direction of the 

omnalssion, from the present terminal or the 

orough subway al the Battery to Joralemon street in 

•.n. connecting with the noway under construetlon 



50 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 2. 



tn the Flatbusb terminal of the Long island Railroad Com- 
pany. 

It will thus be seen thai when (lie tunnels which 
are now under construction arc completed there will lie six 
under the Hudson river, ami eight under the East river, or 
fourteen in all. 

Operation Details. 

While certain experimental electric locomotives have 
iniilt tor operation in the Pennsylvania tunnel, and it is 
probahlc that the third-rail, direct-current method of propul- 
sion will he used, 1 do net understand that the type of loco- 
motive or system of propulsion has been absolutely decided 
upon. 

All ears which will operate through the tunnels of the 
Hudson it .Manhattan company, and the Xew York & Jersey 
company will necessarily have to be of the type which will 
opet ate upon the direct-current third rail, such as is used in 
the operation of the Interhorough company's subway. 

The Xew York Xew Haven & Hartford has adopted the 
single-phase overhead-contact method of train propulsion, and 
is now engaged in installing and getting ready for operation 
the most extensive and elaborate single-phase system yet 
attempted, the outcome of which is being watched with great 
interest by railroad men. 

This company is at present installing electric traction 
on its system between Woodlawn, where its tracks join those 
of the New York Central, and Stamford, Conn.. 33 miles from 
New York. Between Woodlawn and Stamford the road will 
be equipped with overhead working conductor, operating 
with single-phase, 25-cycle current at 11,000 volts. From this 
conductor the current will be collected by means of under- 
contact sliding shoes, transformed to a pressure of about 450 
volts by the transformers carried upon the locomotives, and 
used in the motors as alternating current. Each locomo- 
tive is designed to weigh 72 tons, has a nominal capaci- 
ty of 1,000 hp. and is designed to make 26 to 45 miles per 
hour, with trains varying from 200 to 250 tons. Several 
of these locomotives have been delivered and are now being 
tried out upon the experimental tracks of the company, and 
it is expected that they will go into practical service as soon 
as the overhead work and power station equipment can be 
completed. The company will not at present use the 
multiple-unit system, but will operate .its suburban trains by- 
means of these electric locomotives, 30 of which have been 
ordered for this service. The overhead construction is di- 
vided in sections with suitable circuit breakers at the end 
of each section which will open automatically in case of a 
short circuit, or can be manually controlled by the towermen. 

St. Clair Tunnel. 

In order to eliminate the present objections regarding 
the use of steam locomotives in the St. Clair tunnel of the 
Grand Trunk Railway system, extending between Port 
Huron, Mich., and Sarnia. Ont„ the officials of that company 
decided a little over a year ago to adopt the single- 
phase method of propulsion. The equipment will consist of 
six electric locomotives, weighing 120 tons each, having a 
normal capacity of 1,500 hp., capable of exerting a drawbar 
pull of 25,000 pounds, at a speed of 10 miles per hour, and a 
maximum speed for passenger train service of 35 miles per 
hour. 

The power station, which is now well under construc- 
tion, will contain two 1,250-kw. turbo-generators, either one 
of which will be capable of operating the tunnel up to its 
full capacity, the other being held in reserve. 

Erie Railroad. 

The Erie Railroad Company has a commission organized 
for the purpose of electrically equipping its lines, now run- 
ning out of Jersey City, a total of about 250 miles, although 
it is contemplated that but 35 miles will be immediately 
equipped, viz.: the division extending from Jersey City to 
Greenwood Lake. In addition to its suburban lines in the 
vicinity of Jersey City and its terminal, the road now has 
under construction 34 miles of single track, known as the 
Rochester division. This division lies between Rochester, 
X. Y. and Avon, with a branch between Avon and Mt. Morris. 
The single-phase alternating-current system will be used, 
having a working pressure of 11.000 volts on the overhead 
conductor. The energy will be secured from Niagara Falls 
at a pressure of 60,000 volts. Six passenger coaches, 54 feet 
long, and seating 56 people, will be placed in service, each 
car weighing about 50 tons, and equipped with four 100-hp. 
motors. These cars will be capable of a maximum speed 
of from 45 to 50 miles per hour, and of hauling one trailer. 
While this extension of the Erie system is short, the com- 
pany has under contemplation the electrical equipment of its 
entire suburban service surrounding Jersey City, which will 



involve an expenditure of some $15,000,000. Plans are now 
being formulated for this expenditure. 

West Jersey & Seashore Road. 

This is a recently electrified branch of the Pennsylvania 
from Camden, X. .).. to Atlantic City, 65 miles. The equip- 
ment consists cit a power house, 8 substations, and 71 miles 
of duplicate high-tension line. The service is ultimately tto 
consist of three-car express trains running 60 miles per hour 
on a LS-minute headway, and local service at lu-minute inter- 
vals. 

The equipment of this line was done in record-breaking 
time, the site for the power house having been chosen Jan- 
uary 17, 1906, and on July 1st two boilers were under steam 
with a turbine and auxiliaries running, and car service on 
the line. 

In the substations the line voltage is reduced and trans- 
formed from 33,000 volts three-phase, to 650 volts direct-cur- 
rent. Third-rail equipment was used, of Pennsylvania Rail- 
road standard dimensions. These dimensions will satisfactor- 
ily operate with equipment of the Long Island Railroad and 
the Interhorough system of Manhattan Island. 

The rail is protected at stations and in yards. The cars 
for service on this line have a seating capacity of 58, are 
double vestibuled, and are well protected from fire risk. The 
cars are 55 feet 5% inches long, and weigh, when fully 
equipped, 89,000 pounds, being heated and lighted electrical- 
ly, and equipped with hand brakes and quick-service air 
brakes. 

Southern Pacific Railway, San Francisco. 

The Southern Pacific Railway system is making active 
preparations to change about 20 miles of local steam line for 
electric traction service. The line extends from the ferry 
terminal to Alameda and Oakland. Generator station is at 
Alameda point. The electrical equipment is built for 500 
volts direct-current, with overhead trolley and utilizing pres- 
ent tracks. A year has been allowed for this work to be 
completed, after which time the electrification of the lines 
may possibly be extended. It is not the intention at present 
to do away with the steam locomotives, but these will be 
used to aid the electric service during the rush hours. It 
is stated that an appropriation of about $1,250,000 has been 
made for this work. 

West Shore Railroad. 

An important piece of equipment for electrical operation 
is now under construction by the West Shore Railroad sys- 
tem between Utica and Syracuse, N. Y. The work in hand 
covers a distance of 44 miles, and the passenger schedule 
provides for limited trains in each direction, making the dis- 
tance from terminal to terminal in 1 hour and 22 minutes. 

Electric power will be furnished by the Hudson River 
Electric Power Company, which will deliver three-phase 60,- 
000-voIt current at the railway company's substation 7 miles 
west of Utica. There will be four substations located about 
10Y 2 miles apart. These will be identical in construction 
and each will be equipped with two 300-kw. rotaries and nec- 
essary apparatus for transforming 60,000 volt three-phase cur- 
rent to direct current for distribution to the rails at 600 volts. 
The transmission line towers will be of steel. There will 
be 391 of these towers with normal spacing of 4S0 feet. Most 
of the towers are 39 feet high, the highest being 63 feet. 
The line conductors will be located at the vertices of an 
equilateral triangle 7 ft. on a side. The third rail construc- 
tion is the Wilgus under-running protected type. The com- 
pany will operate 15 closed cars, 49 feet over the bumpers, 
each equipped with four 75-hp. motors per car, and multiple- 
unit control. 

Spokane & Inland Railway Company. 

This is a single-phase line between Spokane. Washing- 
ton and neighboring cities, having a total mileage of 114. 
The capital invested in the project is approximately $3,500.- 
000. The service includes passenger, mail, express and car- 
load freight. The power is purchased from the Washington 
Water Power Company and is delivered to the railway com- 
pany as three-phase 60-cycle current at a frequency-changing 
station 10 miles south of Spokane. This station has four 
frequency changers each of nominal 1,000 hp. capacity which 
convert the current to 25-cycle 2.200-volt single-phase cur- 
rent. For transmission to the substations this 2,200-volt cur- 
rent is stepped up to 45.000 volts and transmitted to 15 sub- 
stations where it is stepped down to 6,600 volts for direct 
connection to the trolley circuits. The cars and locomotives 
operate on three different voltages at different parts of the 
line. 

The cars are equipped with four 100-hp. alternating- 
current motors. The locomotives use the same type of 



January 12. 1907. 



ELECTRIC RAILWAY REVIEW 



51 



motors but have a capacity of 150 hp. each. Both the loco- 
motives and coaches may be operated on the multiple-unit 
m. The locomotives are capable of handling seven stan- 
dard freight cars, fully loaded, at 30 miles per hour, on level 
track. The locomotives weigh 4H tons each and have a length 
over the bumpers of .:> feet 

European Work. 

Some recent installations may be of interest. Pr> 
is being made on the tunnel work under the Seine for addi- 
tional lines to the Paris Metropolitan Railway. 

The project for the tunnel under the English channel 
between Calais and Dover has acquired a new interest and 
is a subject under much discussion. The proposed tunnel 
would be 18 feet in diameter, the submarine portion being Jl 
miles in length with approaches 6 miles in length and ol 
course would be operated electrically. This tunnel is de- 
signed to carry the rolling stock of the principal European 
railroad companies. 

The Simplon Tunnel Locomotive. 

The locomotives are designed to allow two normal run- 
ning speeds which are obtained by the proper switching of 
the circuit. Power used is from 3.000-volt three-phase 15-cycle 
circuits and provides the two standard speeds of 25 and 40 
miles per hour. They are designed to pull a total load of 
4 4" tons including the locomotive, this condition to hold 
good even with reduction of line pressure as low as 2,700 
volts. 

A trolley is mounted on the roof at each end of the loco- 
motive and works against the overhead wire, the design of 
this trolley being a special feature of this locomotive. The 
lower parts have the form of a parallelogram which can be 
raised, or lowered by air pressure. The upper arm which 
carries the trolley contact is made very short and light and 
has a limited motion to either side. 

Conclusions. 

From what has been said it can be seen that rapid pro- 
is being made in the application of electricity to steam 
tailroads. Some installations have been made on account of 
the economy in operation to be effected, and the increased 
earning capacity to be gained, while others have been made 
under public pressure. 

With the completion of the work now under construction 
by the New York Central and the New York New Haven & 
Hartford Railroad companies the steam locomotive will dis- 
appear forever from the island of Manhattan, and Its sur- 
rounding territory. 

Prom an examination of the map of the business district 
of Chicago, bounded by Sixteenth street, Hnlsted, Chicago 
avenue and 'he lake, It will be seen that 23 per cent of this 
la occupied by the tracks of steam railway companies In 
view of the | ,te of the art of electric railroading 

the right tl vitiate the air of our congested districts by 
mission Of large quantities of carbon dioxide from the 
stacks of numerous locomotives is as questionable as the 
to foul Hie air by the stenches from our stockyards. 
possibility of the removal of these yards 
our midst, is it unreasonable to hope 'hat all of 
railroad companies, through the wise foresight of their 
*, may help to purify and beautify the city, 
ing tl ot now under way by our pro 

civic this purpose? In my Judgment 

and probably three of the companies now operating In the 
afford tr, and would profit by the electri- 
itlon of their ^ni> .us. 



RECENT ELECTRIC RAILWAY LEGAL DECISIONS. 
BY J. L. BOS KB, LL. B. 



Women Street Car Conductors. 



feature <~\ the Valpara 
car system is I'k conductors; they are women, wrll 

nndent of the I 

•I In like in Santiago and all the Other • 

r stectrii 
an Into being at the time of the revolution of 1891, when 
men and plentiful H.< 

• iring the 
Intervening years stin retained, To a 

If la an inten 

ik<- way In whirl, 

left |, 

Inic ': 



Little Rock Railway ft Electric Co. v. Goerner (Ark.), 95 

S. W. Rep. 1007. July 23 1906. 

A street railway, the supreme court of Arkansas says, 
may make and enforce reasonable rules to facilitate its busi- 
ness, and to protect itself from fraud and imposition. So 
long as these rules are not inconsistent with the rights of 
the public to transportation over the company's road, and do 
not impose unnecessary and unreasonable burdens upon them, 
th.y will be enforced. 



Expense OF Rniiwn,, DETECT COMPETENT Kmukm t RELATIVE 

i" Wam or Came. 
Haskell v. Manchester Street Railway i N. H.). 64 Atl. Rep. 

186. June 5, 1906. 

The amount of expenditure required to have remedied 
the defect from which the plaintiff received her injury, the 
supreme court of New Hampshire says, had some tendency 
to show whether the defendant was guilty of a want of care 
in not making repairs before the accident. The evidence 
was competent. 



Duty to Tobacco Uses Sum, in,, in Vestibule as Reqiired. 
Goodloe v. Metropolitan Street Railway Co. (Ma 

S. W Rep. 182. July 2. 1906. Rehearing denied 

1906. 

The Kansas City court of appeals says that counsel for 
the defendant appeared to think that the plaintiff was at fault 
in choosing to stand in the vestibule instead of seating him- 
self in the car. The defendant did not raise the issue of con- 
tributory negligence In its answer, and therefore that 
was not in the case. But had it been presented, the fact 
suggested would not have sufficed to make the plaintiffs con- 
duct an issue for the consideration of the jury. The plaintiff 
had the right to indulge in the use of tobacco during the 
transportation, and was riding in the part of the car pro- 
vided by the defendant for such passengers. The defendant 
impliedly invited him to be there if he chose, and in no man 
ner was relieved from the performance of the duty it owed 
him as a passenger by his acceptance of the invitation. 

Mm., i:\ian am, COW i OS Oltl I'm: 1-'. now SeSTAJ 

THOS] OK IXOTHEB C \H Fmiin,. ,,, Tl UN on BlOCE 

Ljohtb — Bupncitnci oi Birou-Bloce Bts 

Berg v. Seattle, Renton & Southern Rail 

87 Pac. Rep. 34. Sept _ i : 

On a portion of a single lilway 

between two streets 1,866 feel apart when re sidings 

and none between, a single-block block-llghl system 
structed. consisting of five poll m equal ill- 

apart, on each ,,r which re two red incandescent elec 

trie light- m the north side, ,,f the pol< 

on b or lever st the south end, while those <m the 

south sides would be turned on at the north end of the 
block, the llgn 

the motormen on all cars being required to 

turn the lights on wli.i the MOCS and tli. 

squired to turn the lights .,rr. it being the duty 
of the oondoetc that the motormen turned the II 

f Tin- tilngton holds that 

the motormen and conductor oi ring the b 

frotn i,,. in,, I,, i man and 

the other sod, s<> that the i would not be liable to 

tin- ,,f the 

tO t'lt'tl the II. 

i.r the 

tn bound i 



52 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 2. 



accident could noi have occurred, because in that event the 
witness would have seen the lights and remained at the end 
of the block or returned to that point, the court holds that 
this indicated that the system was sufficient for the pur- 
poses for which it was Intended, and was reasonably safe, 
which was all that was required. 



as were already there were not allowed to become filled up 
and obstructed, so that the water could not pass through. 
If it failed to exercise due diligence in this respect it was 
guilty of negligence, and must pay the damages caused by 
such negligence. 



Running 01 Cab v7i Ljghi fbow Tboixe* Pole Having 

Left Wire. 
Higgins v. St. Louis & Suburban Railway Co. (Mo.), 95 S. W, 

Rep. 863. June 19, 1006. 

\n electric car collided with a wagon after dark of a 
November evening. The evidence showed that, the light upon 
the car went out at a point about 250 feet back, by the trolley 
iug the trolley wire, by which the car was divested 
both of light and motive power. How this happened to be 
done was not explained by the evidence. Whether this fail- 
ure to have the light was the negligence of the defendant's 
agents whilst running, conducting, or managing the car, or of 
some independent cause was not made to appear from the 
evidence. All that did appear was that the trolley pole left 
the wire, and that the conductor immediately tried to re- 
place it. Under these circumstances the supreme court of 
Missouri, division No. t, concludes that there was not suffi- 
cient evidence to sustain the ground of alleged negligence of 
failure to have a light upon the car. Moreover, the court 
says that it cannot conclude that because the streets and 
crossing mentioned were within the corporate limits of a • 
large city that they were such as would require a reduced 
rate of speed in approaching them even without lights upon a 
car. 



Liability for Obstructing Flow of Water of Company 
Building Road and Its Successor — Duty of Latter to 
Examine Roadbed and Track to See That There Are 
the Required Openings. 
Ft. Smith Light & Traction Co. v. Soard (Ark.), 96 S. W. 
Rep. 121. June 18, 1906. 

A company which was this traction company's prede- 
cessor, and required by city ordinance to construct its tracks 
with suitable bridges, drains, or pipes at all gutters, so as 
to permit the flow of water under the same, built its roadbed 
across a depression or drain which crossed the street, with- 
out putting in a culvert or drain for the water to pass 
through, thus forcing more water to pass under a nearby 
existing bridge over a creek, where it also partially ob- 
structed the creek by placing a bent under the bridge, with 
the supports resting in the bed of the creek. Having al- 
tered the flow of water in that way, it became the duty of 
such first company, the supreme court of Arkansas says, to 
see that this creek should not become further obstructed, 
and the contention that it was guilty of no wrong in this 
respect could not be sustained. 

The contention that this traction company could not be 
held responsible for the injury from thus obstructing the 
flow of water and causing it te back up and enter a store, in 
the absence of notice that the solid roadbed and the bent 
under the bridge obstructed the water and were nuisances, 
because this traction company did not construct the roadbed 
or erect the posts and bent under the bridge, the court also 
does not consider sound, the ordinance under which the road 
was constructed requiring of the company constructing it, 
"its successors and assigns," that the roadbed should be 
constructed and maintained with suitable bridges, drains and 
pipes to permit the flow of water under the same. When it 
purchased this railway and took charge of it, this traction 
company, the court says, assumed the burden of complying 
with this ordinance. It could not escape by sayffcg that it 
had no notice. It was its duty to exercise ordinary care 
in examining its roadbed and track, and in seeing that it 
had the required openings, and (hat such openings or drains 



No Liability for Negligence of Volunteer Assisting Em- 
plots of an Independent Contbactob fob Fireworks at 

Ami si mi;nt Park. 
Noggle et al. v. Carlisle & Mt. Holly Railway Co. (Pa.). 64 

Atl. Rep. 547. May 14, 1906. 

The defendant company contracted with a dealer for 
an exhibition of fireworks in a park on the line of its rail- 
way. By the terms of. its agreement the dealer was to select 
the fireworks from his stock, to have them exploded, and to 
make the best display that could be made for the price 
agreed upon. The company procured extra policemen for 
the occasion to preserve order in the park, but it did not 
reserve nor exercise any supervision or control of the ex- 
hibition, which was placed by the dealer in the exclusive 
charge of a competent employe. During the course of the 
exhibition a piece known as a "flowerpot" failed to explode, 
and the father of the man in charge, who was assisting him 
merely as a volunteer, handed it to a boy 12 years old and 
told him to take it away and have a good time with it. He 
took it some distance from the crowd, touched a lighted 
match to it, and was injured by its explosion. A verdict 
was directed for the defendant. The supreme court of Penn- 
sylvania affirms the judgment in the company's favor. It 
says that the company properly policed the park, provided a 
suitable place for the exhibition, and placed it in charge of a 
competent person. The negligence that caused the injury 
was that of a volunteer assisting the employe of an inde- 
pendent contractor. For this the company was not an- 
swerable. 



No Liability for Injury to Inexperienced Woman With In- 
fant in Arms Falling Between Platforms of Cars on 
Elevated Road — Request to "Move Quickly" Not Un- 
reasonable — No Duty to Warn or Assist Such a One — 
Care Required of Her. 
Hawes v. Boston Elevated Railway Co. (Mass.), 78 N. E. 
Rep. 480. June 20, 1906. 

The plaintiff, with an infant in her arms, had got on 
the platform of a car of one of the trains of the elevated 
railway, and was in the act of entering the door when the 
brakeman spoke up sharply and said: "Smoking car, 
madam; you can't go in there; cross over into the front 
car, and move quickly." In attempting to obey him she fell 
between the platforms of the cars and was injured. The 
space between the two platforms at its narrowest part was 
7 inches and 11 inches wide in its widest part, the ends of 
the platforms being so constructed that both curved away 
from each other. The supreme judicial court of Massachu- 
setts sees no evidence of negligence on the part of the defen- 
dant. It says that there was nothing to show that the space 
between the cars could have been made any less or that 
the ends of the platforms could have been made any differ- 
ent. The defendant was not bound to warn the plaintiff of 
the space between the cars, or to assist her in crossing from 
one to the other and the brakeman's request to move quickly 
was not, in view of the nature of the defendant's business, 
an unreasonable one. Whether the plaintiff was in the ex- 
ercise of due care need not be decided. But it would seem 
that for her to step from one car to the other without look- 
ing down was hardly consistent with the exercise of due 
care on her part. The infant in her aoms and her own in- 
experience and weakness would seem to have called for the 
exercise of more care, instead of serving as an eacuse for 
the exercise of less care. 



January 12, 1907. 



ELECTRIC RAILWAY REVIEW 



53 



PIPING & POWER STATION SYSTEMS.— XXVI. 



UV W. I.. MORRIS, M. I 



The arrangement as shown in Figure 236-(Hll-l) has 
an outside water-circulating tank and an admission val\ 
discharging water through a syphon-T, thus bringing about 
a forced circulation when the valve is open. It is desirable 
to place the storage tank as high as possible, thus increas- 
ing the velocity for circulation and raising the overnow. b. 
to a height sufficient for discharging into the open heater. 
To insure the water passing over the entire surface of the 
water box the tube. c. is attached to the end of the inlet 




" ,i '"""""" 



Figure 236— (H11-1). 

pipe. To permit of free circulation the connections from the 
tank to the water box should be of large size and arranged 
in as direct a line as possible. To prevent the possibility 
of water wasting away through the supply pipe, if for any 
reason the pressure on it should drop below that at the 
inlet pipe, a check valve, d, should be placed in the inlet 
pipe. With connections as shown when the water becomes 
very hot it will boil in the tank and give sufficient warning 
to the operator so that he may know when to alter the set 
of the valve, a. and prevent any damage. To allow for the 
boiling away of part of the water without lowering its upper 
surface below the inlet, the connection, e, should be made 
lower than the outlet, b. Unless this precaution Is taken 
when the water level is lowered below e, circulation through 

water box will be entirely stopped. 

It may be advisable to consider the merits of some of 

icvlces using fire tile In place of water-cooled boxes and 
designed to do the same work. Tin- water-COOled parts are 
used to save the expense of fire tile destroyed by the high 
temperatures to which they are subjected. In many cases 

Mta more to maintain the water cooled part than to 
replace the tile, but as a means of comparison note may 
Lken of the heat wasted with the irater box. (This is 
i method of comparison.) 

For n water box in a lmiior, lying close 

to th< away from the direct Same, taking 

at about 50 di using al 100 i about 

two gallons of water per mlnnte are required. This change 
in te mp er a ture requirea an expenditure i L n per 

minuti- and assuming thai the boiler Is In service 80 pet 
me, the total for I would be iit. 

• B L 11 per hour this win be 

per boiler hoi iinm thl would repn 

i.oni |16 The tile 1 • <t*« i f '• 
would ordinarily cost about three dollars, and 

. in.- 

1 year wliho.r 

men! does not 
of pumping 

n follll-l " 



expensive than the cost for the repairs themselves. This 
has been found to be the case with supported flat arches 
made of tile and designed with ventilation space to prevent 
the support from being burned. 

It has been found by experience thai it is economical to 
have a self-supporting ignitins arch in a boiler furnace. 
Such arches are free from metal supports and their tem- 
perature may become very high, in fact much higher than 
the melting point of iron. These arches bring about such 
a saving of fuel as to economically permit of the renew al 
of the arch every six months and then save money when 
compared with the ventilating type of construction. 

Small losses in a power plant are not easily noticeable, 
and in fact are quite difficult to measure. If only 1 10 of a 
pound of the steam generated by each pound of coal is 
sacrificed this loss will amount to about 1.5 per cent. With 
I horsepower boiler, which would burn about 7,500 tons 
of coal per year, this percentage of loss would approximate 
with coal at $2 per ton. $22". per year per boiler. A great 
difficulty in station operation is the fact that everybody can 
see when a dollar is spent, but nobody can see the effect of 
saving ten times this- amount by careful operation. Money 
spent for coal is looked upon as a necessary expenditure, 
but that spent, for renewals and repairs is usually viewed as 
an unnecessary charge brought about by careless manage- 
ment or defective apparatus. 

Low-Pressure Water from Economizer to Heating System. 

In many power plants hot water serves best for heating 
service. If there is available an abundance of exhaust steam 
ir will probably be good practice to use it for heating the 
water in a large heater. For a condensing plant the heating 
problem becomes somewhat more difficult. A heating sys- 
should be under low pressure. This precludes the use 
of water taken direct from the boiler. 

The higher the pressure carried by a condensing plant 
the more suitable would be the use of low-pressure econo- 
mizers; with the lower pressures the strains In the econo- 
mizers would be comparatively small and a supply of water 
suitable for heating would be available. 

In Figure 237-(H12-l) is shown an economizer arranged 
tor operation at low pressure, with this arrangement pump 

No I serves to Keep the economizer under pressure and dls 

.,! watei either to feed pump .\'i>. 2 or circulating 
pump \o. '■'■■ By closing valves a and b, Hie heating b; 

tttirelj shut off from the economizer. 

If the quantity of water ..assin:; through an economizer 




Fljure 237— <H12-1>. 

Ii rable th< " ol the Hue i the 

will be lower.. i in ordinary practice an eeonomlser 
dallvi brough it about i 8 u man] 

units as the boilers, or, In other words, u has about 1 B 

the 1 '"■"' Bj Increasing the 

quantity or a Ing through tl conon tem 

ore or the gases Is lowered, thus increasing thi • 
..r the eeonomlser to posslblj 1 1 that ol the boiler plant In 
mi/. 1 equipment (or 1 1 ' 

l.oll. 1 



o4 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 2. 



a temperature approximating that which would !»■ done with 
260 horsepower capacity of Independent hot-water heaters. 

It will not be found advisable to use over 10 per cent 
of the total capacity of the boilers for beating purposes, as 
there will be times when only part of the boilers are in 
operation, and by using water from the economizer for 
boiler feeding the supply capacity for the heating system will 
also be decreased. With large power plants, say of 5,000 
boiler-horsepower capacity, only about 3 per cent of the out- 
put will be required for heating, possibly 150 horsepower, and 
this duty can readily be performed by the economizer with 
no perceptible change in water or flue-gas temperatures. 
The efficiency of a heating system so arranged would even 
be higher than that of a steam plant not having a heating 
system in connection with its economizers, since the ar- 
rangement as suggested would utilize heat that otherwise 
would be wasted. 

Low-Pressure Water to Plumbing Fixtures. 

In nearly all power plants both hot and cold water are 
required for the plumbing fixtures and, therefore, a low- 
pressure supply is necessary for this service. The light 
float valves furnished with water closets, basin cocks, etc., 
are only suitable for low pressures of about 20 pounds. These 
valves operate well on much lower pressures, but under 
such conditions for pressures of about five pounds, require 
somewhat larger lines. 

If a low-pressure water tank forms a part of the power 
plant piping system the cold-water service should be taken 
from this supply. Water would then be available for clos- 
ets and washbowls, even though the pumps were in use for 
other service. If only a small quantity -of low-pressure water 
is required, say 500 gallons per day, it may be advisable to 
use city water if it is available. It must also be remembered 
that as the quantity of water required is reduced the size 
and cost of the necessary storage tank and its supports are 
also reduced in direct proportion. For supplying such small 
tanks the feed pump may be shut off from the boilers long 
enough to allow the tank to be filled once a day. 

To determine whether a tank or city main supply should 
be used it is necessary to estimate the yearly cost of city 
water as compared with the cost of raising water to a sup- 
ply tank, taking into account interest and depreciation and 
noting what saving there is with one system as against the 
other. If the saving is small it is always better practice to 
eliminate any equipment that requires attendance, repairs, 
etc. This may lead to a decision in favor of city water. It 
should be. remembered in estimating the quantity of water 
used that one is apt to disregard waste caused by apparatus 
out of order. 

The supply of hot water to plumbing fixtures is usually 
a difficult detail to arrange. This subject is discussed under 
Glass D10, "Branches to Hot-Water Plumbing Fixtures," and 
in Class A31, "Steam for Heating Purposes." 

Generally speaking, there are available three systems 
for supplying hot water to plumbing fixtures. The first uses 
feedwater of high pressure and temperature, requiring high- 
pressure valves and fittings. The second uses hot feedwater 
with a reducing valve and standard low-pressure plumbing 
fixtures. The third employs a steam water-heater using 
water from a low-pressure main with standard low-pressure 
plumbing fixtures. 

If the plumbing contract is let before this subject has 
been given sufficient consideration the fittings supplied will 
undoubtedly be of the low-pressure type and, therefore, the 
hot-water supply must be under low pressure. Many mis- 
fits in power station piping systems are brought about from 
this cause of ordering parts which in themselves may have 
commendable qualities, but which fail to conform to the 
requirements of the other parts of the general station sys- 
tem. 



In the ordinary power plant there are only a few hot- 
water taps required, and for this reason it is better to take 
the trouble at the time of building to secure high-pressure 
valves than to afterward be burdened with the care of auto- 
matlC devices required by low-pressure hot-water systems. 
Low-Pressure Water to Separate Buildings. 

If the location of the power plant under consideration 
is such that it is advisable to furnish warm water to car 
shops, offices or similar nearby buildings, it will be found 
quite objectionable to take this supply from the feed mains 
since they should be left for boiler feeding with the least 
possible number of unnecessary connections. If a compara- 
tively large quantity of water is required for outside feeding 
another supply should be arranged, designed for low pres- 
sure. If there is an abundance of exhaust steam the sim- 
plest way would be to take low-pressure cold water from the 
regular low-pressure system and allow it to pass through a 
small exhaust heater used especially for this purpose. If the 
exhaust steam is less than that condensed by the boiler 
feedwater heater then this independent heater should be 
placed ahead of the feedwater heater, thus first raising the 
temperature of the water in it to about 210 degrees, even 
though the feedwater heater may not raise the temperature 
of its water above 150 degrees or less. If all the exhaust 
steam is condensed in heating the feedwater then the live 
steam heater shown in Figure 132-(A32-2) is quite as eco- 
nomical as an exhaust heater. 

If it is necessary to pipe both live steam and low-pres- 
sure cold water for a considerable distance to the outside 

buildings where hot wa- 
-^ ter is also required, 

^ and if the steam is al- 



r 



Sr wfj 



hr* 



H?* 






Figure 238— (H14-1). 



ways turned on and 
the exhaust is con- 
densed for feedwater, 
then the use of a live 
steam water-heater 
would be the more eco- 
nomical method of fur- 
nishing hot water. Thus 
less water would be 
wasted by running off 
the cold water in the pipes when it is desired to get the warm 
water. The live steam heater has another advantage in that 
the temperature can be regulated and that all the condensa- 
tion may be delivered to the water-heater by taking steam 
from the bottom of a drip pocket. This practice will save 
drips which otherwise might be wasted to the sewer. 

If the plant is operated with the engines exhausting to 
atmosphere then all these small savings gained by using a 
live steam heater are of no consequence because such heat 
secured from the exhaust is obtained without any expen- 
diture for fuel. 

If it is necessary to place the steam water-heater in an 
outlying building it may be found advisable to lay out the 
hot-water piping on the loop system. This will keep the 
water in circulation so that it will be warm throughout all 
the piping. Figure 23S-(H14-1) shows such an arrangement 
of piping from which hot water may be instantly drawn 
without drawing off the water in the main. 
(To be continued.) 



A meeting of the general committee in charge of ar- 
rangements for the great electrical exposition which is to 
be held at Niagara Falls in 1908 was recently held in that 
city and the general opinion expressed by members of the 
committee was that the success of the project was assured. 
An important step was taken in the appointment of sub- 
committees to arrange details. These committees will meet 
in the near future for the purpose of forming a permanent 
organization. 



January 12. 1907. 



ELECTRIC RAILWAY REVIEW 






News of the Week 



Plans to Relieve Brooklyn Bridge Congestion. 

Br: - in January 4 submitted to the 

board of estimate the report of the special commission of engi- 

relievlng the Brooklyn bridge 

crush in the si. time. The commission consisted of 

Prof William H. Burr. William Barclay Parsons and Ira A. Mc- 

impanied by a letter from Mr. Stev- 
roving the report and asking the board to authorize the 
■0 of corjn ty for the purpose of 

carrying out the plans. 

The outline of the report, as given in Mr. Stevenson's letter 
is as 

"1 submit herewith a plan si struction 

t of the present Manhattan terminal of the Brook- 
lyn bridge, and also a plan for carrying trolley cars over Sands 
on the Brooklyn side of the bridge. The general scheme is 
to transfer the present trolley car stands on the bridge by means 
to sub-surface stands west of Park Row 
on pi ently acquired by the city, thus making it possible 

■ pockets in the space occupied by the present ter- 
minal building, for the seven lines of elevated trains new 
the bridge For quick relief it is proposed to extend the stm 

-: Row, which can be built in six months from the time 
of letting ■ t. This temporary structure must of m 

sity be removed before the permanent plan is carried to comple- 
tion. The operating company that this will permit it 
ir elevated trains without change at Brooklyn. 
station as proposed is completed It will be possible to 
run trains vidgc at the rate of 15 miles an hour on a 
headway of 45 seconds, thus increasing the capacity of the bridge 
In the rush hours about I at The plans submitted pro- 
-ible connection between the bridges by subway or 
elevated loop." 

The hoar.i i consideration of the report for a week. 

The rapid transit commission after its meeting on January 
tter to the board of estimate recommending the build- 
up, connecting the Williamsburg and Manhat- 
tan bridges, running down I < eet to a point near the 
Brooklyn bridge and thence down William street to the financial 
district. The route Is almost like the proposed McDonald plan. 
tted on December 27, The commission believes that this 

n be built for $12,500, exclusive of the cost of real 

. and that It can be completed by the time the Manhattan 
ration, in 1909. The further important suggestion 
it the lin-- built over this route would be very attrac- 
tive to a lessee and that It could profitably carry passengers for 

a thre. rit taie. If the board of estimate concurs In this recom- 

m.n 1 for tie- system will he hurried forward, so 

rork can be got under way at an early day. Chief 

.nn .,n tie- plans. The commission 

took no a.tion with ref- 'lie proposed elevated loop bc- 

the bridges. 

Cleveland Traction Developments. 
Ti.- United states supreme court 

In thi l handed down 

on M R W. Peckham. The court 

• .i EOecti Ic Railway > ' pani 's frai 

- B . ami East Ninth 
1906, and thai the i 

In 1904 

un id company, was invalid. 

which ii was hoped would deal up irtant 

rver the right to fu 
Hon facilities to the peopli of Cievi the slt- 

e bad been api 

■ of llhio. 

In 111 

< 

,1 , .,iil|..in 

ipplng 

■ 

I 
r.ndiK 



neither the Forest City company nor the city has rights in the 
property of the Cleveland 

The Cleveland Electric company is still operating cars •■ 
the streets In question, which are among the most important 
in the city, and Immediately upon r port of the sent 

a communication to the city council ■ . Intention of bidding 

for new franchises. In July. 1906, the company agreed to reim- 
burse the city In case it was finally decided it had no rights in the 
streets. 

At a meeting of the city council on January i» the Cleveland 
Electric company presented an offer to continue to operate 
lines on which its franchises had expired on a three-cent tare 

from now until the advertisement and sale of new tram 
over I is n the receipts of the company for thOBi 

show any surplus the excess Is to go to the city. The company 

has also shown a readiness 1.. come t,, an agreement at once in 

d to the compensation to be paid for the use Ol I 
since the franchises expired. 

Chicago Tracticn Situation. 

Although the demand on all sides for an Immediate settlement 
of the traction controversy ba stent each 

..■ti. individuals ami civic organizations, the ordinances 
not j reported to thi ouncll. a new ordinance, 

under tin- name of the Chicago Railways Company, which 
is n. take over the lines controlled bj thi Chicago Union Ti 
Company, has been submitted. This draft guarantees to furnish 
a perfect title to the property in case oi purchase by the cltj and 
contains tin other agreements mail, between Mr. Walter i,. 
Fisher, city traction counsel, and the company's representatives 
■reeks ago. 
Ha i is still persistently holding out tor a referendum 

vote before the ordin finally passed, and on Monday. Jan- 

uary 7. sent a to the eitj council asking it to re-adopt 

the Foreman resolution of October in. 190.6, which declared It to 
be the sense of the council thai thi in dealing with any 

ordinance for the settlement of the fin. ago street railway question 
should provide for a referendum. Alter an exhaustive discussion 
by the council a motion to adopt the resolution under suspension 
of rules was lost by a vote of 40 to 26, many aldermen who had 
been considered among the mayor's following on the traction 
n voting against it. 
On the day following this defeat of his plans at the hands 
of the city council the mayor had published m Beveral newspapers 
an open letter addressed to the cttisens of Chicago asking thi 

with him in a referendum petition, which 

requires tin- signature! of -•'. pet cut of tin- registered voters, or 
86.000 names, before February 1. He said that if private citizens. 
organizations or newspapers would not do so. he would personally 

circulate a petition B King th.' election COmi 

si. .in is to place upon the ballots the question as to whether the 

ordinances should be passed. 

On January 7 the Chicago >'ii\ Railroad Companj was incor- 
porated i.y t. ES. Mitten, John P. Wilson and ECdwara Morris, with 
$100,000 capiiai stock. Mr. Mitten, who is president of the Chi- 

Railway Company, is named as president. ObJ 
been made thai the ordinance provides for the extension of the 
Chicago City Railway to the north ami west sides in even! of 
failure of the- Union Traction Company to accepl bit ordh 
although the South side company's .baiter elms not provide for 

such an extension. The new Incorporation give s th moan; 

right to oi pari of ti 

objection. Mr. Fisher has drafted I ocra section of tl rdinenoe, 

providing for the- manner of ti xtenslon to tin- north and west 

E such a pri lin- should be- necessary, 

-I kepi by the Chi- 
cago Union Traction ami Chicago ''in Rallwaj com] how 

from Un mi i I 

he plan provided for ill lb' Ori making thi 

a partner in the bu provided in the ordinances, ->■• per 

..nt of thi .dugs bave been credited to the city and 45 

to the companii 

even days of the j ear amo 
to j> m the ''hi' 

from the Chicago Union Traction Compa il ii of 126,616, or 

i H wi.ui.i mean 

(1,820,416 im in the city Op| is of tin proposed ordl 

intended thai under the plan "f dividing nel n 
would in nothing ntK 

Ing of the I ■ ■ Ion ...111111111 •■ on Januat \ 

rm by Mi 
which had been 

ble, pi oil.- 

1 1 1. but Should im! b' •• 1. .1 upon until 

1 Tlus plan would allow tin required lime for getting 

UP I 1 I I" nil' Hi and would InVOl 

lltloll el mi a Vole ll: 

Mr Flshi 

I w . . 1 . I i . 

■ 



56 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 2. 



under authority subsequently acquired; all rights of the com- 
cease when the city or its licensee purchases and the 
licensee acquires only the rights the council may Brant at 
time; all mortgages on lie property must nave the consent of the 
city; either the city or the companies may apply to the courts 
for Hi- removal at anj engineer on the supervising commission 
for fraud, corruption, or Incompetence; in the evenl of a failure 
on the part of the Union Traction Interests to accept their ordi- 
nance the city Railway will extend its lines to the wesl Bldi 
to the north side undei thi authorltj of tb Cltj Railroad Corn- 
Ten -Cent Fare Contention Sustained. 

In a decision handed do anuary ~> the courl of appeals 

of the state "i" New Fork confirms tie- righl of the Brooklyn Rapid 
Transit Company to charge 10 cents tare on its Coney Island 
The troubles leading up to the submission of the case to the 
were set forth In the Electric Railway Review for August. 
together with a statement from Presidenl Winter giving th< 
railroad company's side of the case. The decision of the court "as 
unanimous and on account of the importance of the principle in- 
volved considerable extracts from it are given as follows: 

"II is true that the defendant was Incorporated as a street 
surface railroad; that it has constructed, owns and operates a 
street surface road within the city of Brooklyn, and in case it 
leases, operates any other street surface railroad within that city 
it must furnish transportation over such leased connecting road 
for one fare, but such is not the case we have under considera- 
tion. 

"The roads which it has leased and is operating which are in- 
volved in this case- are not st . ••• t surface railroads but are elevated 
and steam surface roads. The contention on the part of the state 
is that the defendant's powers were limited to the operation of 
street surface roads, and that when it undertook to lease and op- 
erate elevated and steam surface roads they were brought 
within the provisions of sections 101 and 104 (street sur- 
face railroad provision), and that those sections should be con- 
strued as applicable thereto. We are of the opinion that this con- 
tention cannot be adopted. 

"While the defendant was organized as a street surface rail- 
road and was incorporated as stated, the general railroad law 
has authorized and empowered it to lease the elevated and steam 
surface railroads in question. 

"We think it apparent, therefore, that when the legislature 
authorized the defendant to lease and operate the elevated and 
steam surface roads in question it not only became empowered 
and authorized, but it was also its duty to operate such roads in 
accordance with the requirements -of their respective charters. 

"Having had cast upon it the duty and obligation to operate 
such roads in accordance with the requirements of their charters 
and the statute applicable thereto, as such lessee, it became en- 
titled to all of the privileges and benefits authorized by their char- 
ters and the statute, unless such roads are brought within the 
meaning of the sections referred to in Article IV, in which the 
defendant is limited to the charge of but one fare. We think that 
they are not. As we construe those sections they have reference 
to street surface railroads and no others. 

"A corporation operating a street surface railroad is prohibited 
from charging more than fare 'for one continuous ride from any 
point on its road, or on any road, line or branch operated by it 
or under its contract, to any other point thereof or any connecting 
branch thereof, within the limits of any incorporated city or vil- 
lage, if the right to construct such branch or extension shall have 
been acquired under the provision of such chapter or of this 
article. 

"This provision has reference to street surface railroads, rail- 
roads which were constructed under the provisions 'of such chap- 
ter or of this article.' distinctly referring to those roads which 
were constructed under the provisions of the statute pertaining 
to street surface railroads. Nor do we think that the defendant 
in dispensing with steam as a motive power and substituting elec- 
tricity affected the situation or changed its right so far as the 
question of fares are concerned. Such change has been authorized 
under general laws, and by complying with the requirements of the 
statute with reference thereto it may be lawfully made. 

"The reasons that control the legislative mind in adopting this 
statute may not be important. It is quite possible, however, that 
the fact that the cost of the construction of elevated roads being 
many times greater than of street surface railroads was one of 
the reasons why it did not see fit to place them upon the same 
footing as to fares. Whether the elevated and steam surface roads 
in a city should be placed upon the same basis with street surface 
railroads with reference to fares and the transfer of passengers, 
is a question for the determination of the legislature and not for 
the courts." 



Officers' Pension Fund — The Montreal Street Railway Com- 
pany is studying the subject of pension funds with a view to estab- 
lishing such a fund for officers. 

Increased Transfer Privileges in Philadelphia.— The Philadelphia 
Rapid Transit Company, in response to a request of the Northwest 
Business Men's Association, recently announced that it has de- 
cided to establish 12 new transfer points in the northwestern part 
of the city and that the new plan would be put into operation as 
soon as the transfers could be printed. 

Proposed Change in Indianapolis-Ft. Wayne Route.— It is an- 
nounced that a change will soon be made in the routing of the 
through limited cars from Indianapolis to Ft. Wayne over the In- 
diana Union Traction Company's lines and those of the Ft. Wayne 
«fc Waltfish Valley. At present the route is via the Ft. Wayne 



,y- Wabash Valley from Peru to Ft, Wayne. Under the new plan 
the cars Will use the Indiana Union tracks from Indianapolis to 
Bluffton via Anderson and Muni., and the Ft. Wayne >v Wabash 
Valley from Bluffton to Ft Wayne. The new route would reduce 
the mileage from L8S to 1-- miles. 

Bill for Ten-Hour Day. \i the instance of the Albany Street 
Railway Employes' Association a bill Is to be introduced into the 
.New York i th< aeJEl s.ssion which will provide for a 

maximum working day of 10 hours, and a five-minute layover at 
tie end of each run There Is already a law restricting the length 
of the working day to ten hours in cities of over 100.000 population. 

Limited Service Between Dayton and Indianapolis. -< >n Jan- 
uary l the Indiana Columbus & Eastern Traction Company insti- 
tuted new limited service between Indianapolis, Ind., and Dayton. 
O., by way of Richmond. Ind. Limited cars leave Dayton at 
9 a. m. and 2 p. in., arriving at Indianapolis at 1 p. m. and C 
p. m. Cars leave- Indianapodls at 8:55 a. in. and 3:55 p. m.. arriv- 
ing in Dayton at 12:55 and 7:55 p. m. In addition to these through 
limited oars, the car leaving Dayton at 7 p. m. will connect at 
Richmond with an Indianapolis car. making the distance in the 
same time and arriving at Indianapolis at 11 p. m. 

Report of Low- Fare Project for Milwaukee Denied The report 

that Mayor Johnson of Cleveland, George K. Kobusch of the St. 
Louis Car Company, and Joseph Hein of Kansas City are inter- 
ested in a project to build a low-fare street railway system in 
Milwaukee, which was published in the Review last week, has 
been denied by the persons interested. Mayor Becker, of Milwau- 
kee, who has been carrying on a campaign against the public 
vice corporations in that city, in denying any knowledge of BUCh 
a project, makes the following statement: "Any one, or any com- 
pany, wishing to come to Milwaukee to build and operate a street 
car line, I do not care who or where they come from, can come 
here as far as I am concerned, providing they have the proper 
financial backing and support; and I will welcome any or all of 
them, particularly any one who will give Milwaukee a three-cent 
fare service." 

Conductor Convicted for Transfer Fraud. — The discovery of an 
attempt to defraud the Brooklyn Rapid Transit Company of a 
portion of its daily cash fares has resulted in the arrest and con- 
viction of one conductor, with a six-months sentence in the pen- 
itentiary, and evidence which it is claimed implicates three other 
conductors and an outside confederate. The plan followed was 
that of exchanging transfer tickets and passing them in in place 
of cash fares received. The scheme was made practicable, it is 
alleged, by the aid of a 12-year-old boy who carried the tickets 
back and forth between the conductors, who were in the deal, and 
who received as his portion of the proceeds one cent for each 
transfer carried. It is claimed that each conductor could make 
$2.00 or more a day by this method. An employe of the company 
who had been invited to join the combination reported the inci- 
dent and led to the discovery of the practice. 

Chicago "Public Comfort" Ordinance Declared Void. — Judge 
George A. Carpenter, of the circuit court, on January 5 declared 
void the Chicago ordinance prohibiting the overcrowding of street 
cars. The city had brought a large number of suits against the 
street railway companies under this ordinance, but was restrained 
from continuing prosecution about a year ago by Judge Mack. 
The Illinois supreme court recently dissolved the injunction and 
ordered a rehearing of the cases. The companies filed demurrers 
and it was in sustaining these demurrers that the court declared 
the ordinance void, on the ground that it does not define with cer- 
tainty the offense it condemns. The ordinance provides that pas- 
sengers must be carried comfortably and without overcrowding. 
The court held that there is no exact definition of the words 
"comfort" and "overcrowding," and that the companies conse- 
quently could not know the exact conditions to be complied with. 

Northwestern Electrical Association. — Secretary B. C. Adams. 
Lincoln. Neb., has announced the programme of the annual meet- 
ing, which will be held at the Coliseum. Chicago, in connection 
with the electrical show on January 16. 17 and IS. The following 
papers are to be read: "Enthusiasm," by Geo. E. Legler; "Profit- 
able Co-operation." J. Robert Crouse; "Premiums to Employes. " 
Ernest Gonzenbach; "Some Characteristics of Alternating-Current 
Motors in which the Central Station Man is Vitally Interested." 
C. W. Bergenthal; "Producer Gas Power." Professor Richter; "Out- 
line Lighting." Homer Honeywell; "Some Phases of Smaller Cen- 
tral Station Management," H. H. Scott; "Uniform System of Ac- 
counting for Small Companies," Fred W. Insull; "Some Points on 
Illuminating Engineering for the Small Central Station." J. R. 
Cravath; "The Trend of Improvement in the Design and Operation 
of Boiler Plants." A. Bement; "Warrantable Expense for Meter 
Testing," O. J. Bushnell; "Premiums to Employes," Ernest Gon- 
zenbach. This programme is subject to revision. 

Does Not Want Trolley Lines. — The attitude of the Boston & 
Maine Railroad concerning the acquisition of electric roads was 
defined recently by President Tuttle in denying a report that the 
company was seeking control of the Massachusetts Electric Com- 
panies. He said: "Whatever may be the policy of the New Haven 
road, that of the Boston & Maine is strongly opposed to the whole- 
sale absorption of trolley lines. I have found that when you pro- 
vide a market for electric lines they are built almost as fast as 
the public highways will accommodate them. The Boston & Maine 
does not intend to coustitute itself a market to which trolley pro- 
moters may take their securities. So far as any interest in the 
Massachusetts Electric Companies is concerned, the Boston & Maine 
has never owned, directly or indirectly, a share in the stock of this 
corporation, and has no disposition to obtain any interest in it what- 
soever. If the New Haven road wants the Massachusetts Electric 



January 12, 1907. 



ELECTRIC RAILWAY REVIEW 



• >• 



Companies, either in whole or in part, it is welcome to buy it 
and such purchase will encounter no opposition from the Boston 
,v Maine. Where the trolley can be made a feeder to the steam 
the latter may here and there And it to Its interest to own 
the electric line, but the Boston & Maine is not seeking to buy up 
competing or parallel roads. 

Increases in Wages for Conductors and Motormen. — The be- 
ginning of the new year witnessed r.n increase of the wages of the 
conductors and motormen on electric railways in all parts of the 
country'- Some of the companies who announced increases at that 
time are at Indiana Columbus & Eastern Traction Com- 

pany, increase of from 1 to 2 cents an hour according to length 
of service; Northern Ohio Traction & Light Company, increase of 
10 per cent on the southern division, thus putting the men on that 
n on the same schedule as those on the northern division; 

.apolis Traction & Terminal Company, increase of 1 cent an 
hour; Ft Wayne .v Wabash Valley Traction Company city lines. 

tse of 1 cent an hour; Illinois Traction Company, increase of 

ats a day to all employes receiving less than Si. 50 per day: 
Cedar Rapid & Iowa City Railway & Light Company, increase of 

r cent: Topeka City Railway, increase of about 9 per cent. 
The Public Service Corporation of New Jersey on January 1 put 
into effect a new schedule for motormen and conductors of from 
20 to 23 cents per hour. Increasing one cent an hour for each five 
years of continuous service. The Concord Maynard & Hudson 
Railway announced a schedule of 20 cents an hour for the 
first year of service. 21 for the second, 22 for the third and fourth. 
23 for the fifth and sixth. 24 for the seventh and eighth, and 25 
after the eighth yea 

Interurban Road Petitions for Joint Rates with Steam Road. — 
The Cedar Rapids & i S Light Company of Cedar 

Rapids. la., hat state commerce commission to 

• lint throw- : ing the shipment of livestock 

and i ■ points on Its lines and points on the Chicago 

A: Northwestern Railway. The complainant sets forth that it 
operates an Interurban electric line from Cedar Rapids through 
Swisher. North Liberty and Coralville to Iowa City, and is capable 
:.dllng trains of regular freight cars, and that its road Is con- 
:. the Northwestern at Cedar Rapids. No other roads 
pass through North Liberty and Swisher and various industries 
which do a large amount of shipping are located on the complain- 
ant's lin.- and have no access to outside points except over its lines 
and the Northwestern. Several of these Industries had asked for 
Joint through rates but when the electric road requested the steam 
road for such rates the latter had refused. The commission is 
also asked to prescribe a division of the rate. The Cedar Rapids 
ft Iowa City Is interested In a proposed line from Iowa City to 
itlne and If it Is secured the Joint rates asked for the financ- 
ing of the project would be greatly facilitated. 

Tl • . In its answer to the complaint, states that 

the electric road Is not engaged in interstate commerce nor sub- 
ject to the provisions of Interstate commerce laws, ami that it 
has no facilities or equipment for the handling of freight; that it 
has at various I t for shipment from points on 

the electric road and that it has In every case been obliged to 
furnish the necessary equipment: that the complainant has never 
to deliver to it cars loaded with grain, live- 
stock or other freight. The answer further states that the com- 
pany's rat' en reasonable and Just and that the volume of 
the business originating on the electric road Is not sufficient to 
warrant Joint through r 

American Railway Insurance Company Organized. — Representa- 

i"S met at 

I the organization of 

the Amen ly Insuram lect of which, as 

is times In the Ri '■ lew, is to 

raiding the 
neces old-line insur- 

Uy by Mr. 
I In the i 

way As*' 

In New > • '^k > r 7. Thl* 

itnal Ins.nr 

■ 

■I. II I. • 
II \ I 

vs ft 
way. 



Construction News 



FRANCHISES. 



Denver, Colo. — A franchise has been granted for an electric 
line from Orchard Place to Cherelyn. Petersburg. Ft. Logan. Little- 
ton and back to Cherelyn. This will do away with the old horsecar 
line from Orchard Place to Cherelyn. 

Glencoe. III. — A perpetual franchise has been granted to the 
Chicago A: Milwaukee Electric Railway for right of way through the 
town, embodying the following provisions: All curves in the tracks 
may be straightened: there may be four tracks through the town 
when deemed advisable; dangei le crossings shall be elim- 

inated; the company shall construct a macadam street parallel to 
its entire right of way through the town; 5.000 feet of railroad 
track shall be removed from the public street. 

Kenosha, Wis.— The Chicago ,v- Milwaukee Electric Railroad has 
granted right of way over the only two remaining north and 
south streets of the city. The Chicago Kenosha Milwaukee & Lake 
a line which was planning to parallel the line of the former 
company has been refused entrance to the city. It is stated that 
the C Milwaukee Is planning to build a road west from 

sha to Lake Geneva to be connected with the Milwaukee divi- 
sion. 

Keokuk, la.— L. Behr & Co. has been granted a fraud 
an electric line from Burlington to Keokuk, la 

Lawton. Okla. — A 50-year franchise has been granted to the 
Lawton Rapid Transit Railway for an el. from Lawton to 

a summer resort to be established by the company In the Wichita 
mountains, the road to run by way of Fort Sill. 

Mt. Pleasant. Pa. — A franchise has been granted to the PlttS- 
burg McKeesport & Ore. tisburg Railway over the principal streets 
of the city. The compan i extend Its line from Hunker 

to Mt. Pleasant early In the summer. 

Ogden. Utah. — The Ogden Rapid Transit Company has peti- 
tioned the city council for a 50-year extension of the present 
franchise, which has 1", years yet to run. The company 
to electrify thi Northwestern Railroad and to extend 

the line to Utah Hot Springs within two ;. ears. 

San Francisco, Cal.- The Parkslde Realty Company has applied 
for a treel railway in lower Sunset and Lake 

Merced districts, to open up the district now being developed by 
the company. The United Railways Company is said to be behind 
an application for a tram r Sixteenth street form Kansas 

eastward to the Intersection ol Seventh and S ■■ is. 

Seattle. Wash. Fiaiu hises for a street railway have been 
granted to the Seattle BSectrlo Company on Summit. Thirty-first 
and Nineteenth avenues, Ewlng street and WaDingford avi 

Application for a franchise on Third avenue from the •■ I 

of Third avenue south and Main street to Third and Jackson, has 

been referred to the corporations commit! 

Wallace. Idaho. — W J Hill I 
chlse to construct and orx Una In tin 

Wilmington, n. c. — The consolidated Railway Light .v Power 

Company I .1 ■ franchise to double track much of lis 

lines in tl i to build (tensions, Including a line 

to Carolin. v B Skeldlng, manager, Wilmtngto 



INCORPORATIONS. 



Brunswick ft Mlddletown Electric Railway ted In 

■ ick to M 

In- 

\ .; 
Buffalo Construction Company. — In In West Vli 

\lllbr 
Chicago ft Southwestern Electric Railway. - 

iiiufr* in 

: ■ ■ ., In 

: 

I .; 

■ 
Caledonia Street Railway. I 

I 
Central Tsxaa Traction Company. I 



58 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 2 



(Tex.) Capita] stork. (50.000. Incorporators: J. v. Watklns, Wil- 
liam M. Moser, W. 'J'. Medders and B. A. Firman, all of Dallas. 

Finlcum & Sharon Hill Railway. — Incorporated in Pennsylvania 
if build .! i mil' electric railway In Delaware county. Capital 
stock $26 000 W \ Rlgg, Reading, Pa., president. 

Frankfort Delphi & Northern Traction Company. — Incorporated 
in In. liana to construct and operate internrban lines. Capital stock, 
$100,000; principal office Frankfort, tad. Incorporators, A. S. 
iss, W. M Cohee and William H, Cohee. 

Halifax Suburban Electric Company. — Organized tor building an 
ric railway from Halifax, x. s., througb Rockingham, Bedford 
and SackviUe t" Waverley. it Is stated thai construction will be- 
gin about April 1. Harvey E. Harding of Bradstreet ,v- Harding, 
New York City, is Interested in the project. Directors, George E. 
Boak, Hon. Win. Chisholrn and others. 

Iowa Railway Light & Power Company. — Incorporated in Iowa 
to take over the Marshall town Light Power & Railway Company 
and build the proposed Boone street loop, the fair-ground ex- 
tension and a line to Mllbourne and Riverview park. Capital 
stock $10,000. President, Hamilton Browne. Geneva, III.; vice- 
president, S W. C. Jones. South Orange. N. J.; secretary and 
treasurer, Arthur T. Browne, of Geneva. 111. 

Jefferson & Wilson Street Railway. — Incorporated in Pennsyl- 
vania to build one and a third miles of electric road in Allegheny 
county. Capital, $8,000. President, Hugh Miller. Dravosburg, Pa. 

Lederachville <£. Pennsburg Electric Railway. — Chartered in 
Pennsylvania to build a trolley line between Lederachville and 
Pennsburg. President, George Hoeger, Norristown; directors, Wil- 
liam S. Lambert. Reading; William C. Riffert, Dauphin: Michael A. 
Kelley, Pittston, and John P. Lederach, Lederachville, Pa. 

Lisbon Durham & Freeport Street Railway. — Articles of asso- 
ciation for this company have been approved by the Maine railroad 
commissioners. The proposed line will run from Lisbon through 
Durham to Freeport. Me., nine miles. Cyrus W. Davis of Water- 
ville. Me., Edwin J. Lawrence. S. A. Nye, A. B. Page and Amos 
F. Gerald of Fairfield. Me., are directors. 

Mt. Desert Transit Company. — Articles of association have been 
approved by the railroad commissioners for a line 40 miles long to 
run from Ellsworth through Trenton, Eden, Mt. Desert and Tremont 
to Southwest Harbor, Me. Capital stock, $160,000. Directors, Cle- 
ment Newbold, Philadelphia; John J. Kennedy. New York; George 
B. Dorr. Robert Amory and Fred C. Lyman of Eden, Me. 

Newcastle Union Railway. — Incorporated in Indiana to build 
an electric railway through Newcastle. Sulphur Springs, Middle- 
town and Honey Creek. Capital stock, $50,000. Incorporators: 
Thomas B. Millikan, Charles S. Hernly, Charles W. Mouch, Myer 
Heller, Harry E. Jennings and Albert D. Ogborn. Headquarters, 
Newcastle, Ind. 

Terre Haute & Western Railroad. — Incorporated in Illinois, with 
a capital stock of $100,000. Directors. Frank T. O'Hara and James 
Stewart, Paris, 111.; William B. Trogdon. Vermilion. 111.; Charles T. 
Mordock and John E. Lamb, Terre Haute, Ind. 

Transcontinental Electric Railway. — Organized at Portland. Me., 
for the purpose of building electric railways anywhere in the 
United States. Capitalized at $50,000,000. 

Utica Southern Railroad. — Incorporated in New York to build 
and operate an electric road 26 miles long in Oneida and Madison 
counties. Capital stock. $600,000. Directors. W. M. West, Hamilton; 
M. W. Terry. Waterville. and F. K. Baxter, Utica. 



TRACK AND ROADWAY. 



Alton Jacksonville & Peoria Railway. — It is announced that 
work on an extension of this company's line from Alton to God- 
frey. 111., will be started immediately. The line is now being built 
from Third and Belle streets in Alton to the city limits on Belle 
street. 

Boston, Mass. — The Stone & Webster Engineering Corporation. 
of Boston, has filed with the Massachusetts railroad commission, 
detailed plans for an electric road from Boston to Providence, ask- 
ing for a certificate of public necessity. 

Bowling Green Railway. — This company announces that it will 
extend its lines about two miles on the principal streets of Bowling 
Green. Ky., during the present year. It is expected to abandon 
the present power station and rent power from the Green River 
Hydro-Electric Company is soon as that company completes its 
plant on Green River. 

Chicago Lake Shore & South Bend Electric Railway. — Grading 
has been completed and eight miles of track laid on this com- 
pany's line between South Bend and New Carlisle, Ind. The 
Cleveland Construction Company has the contract for grading the 
entire line from South Bend to Kensington, 111. J. B. Hanna. 
Cleveland, O., president 

Citizens' Light & Transit Company. — Rails have arrived for 
this company's extension in Pine Bluff. Ark., out East Sixth ave- 
nue from Main to Ohio street. 1 mile. F. E. Cherot, manager. 
Pine Bluff. 

Cleveland & Indianapolis Interurban Railway. — Riggs & Sher- 
man, of Toledo, have completed surveys for this line between Otta- 
wa and Norwalk. O.. and a 40-foot right of way is now being 
secured between those points. Options are also being taken on an 
additional 10 feet for use in case it Is decided to use double track. 
The route is practically an air line. 



Eau Claire Gilmanton <£. La Crosse Electric Railway. — It is 
reported that La Crosse. Wis., capital has become interested in 
this project for an electric line to Eau Claire. Surveys have 
been made from La Crosse as far as White I I'll anil estimates 
are to be presented to the promoters in a few weeks. 

Evansville & Southern Indiana Traction Company.- The de- 
clared object of this company, recently Incorporated in Indiana with 
$4,500,000 capital stock, is to construct, purchase and operate lines 
and systems of street and Interurban railroads in. to. through and 
between the following towns and cities: Evansville. Haubstadt. 
Fort Branch. Princeton, Patoka, Hazleton. Decker, Purcell, Vin- 
cennes. Oaktown, Sullivan, East Mount Carmel .and westward to 
and through Smithe. Stevenson, Chandler, Deforest. Booneville, 
Edgewater, Oakland City, Petersburg. Washington, Bloomfleld and 
Bloomington. The company also proposes to engage in supplying 
electricity for light, heat and power to the cities and people along 
the entire line. The Evansville Princeton & Vincennes Interurban 
Railway, which is in operation from Evansville to Princeton, and 
tinder construction from Princeton to Vincennes, has already been 
acquired. James Murdock. Lafayette, president. 

Fairmont & Clarksburg Traction Company. — This road be- 
tween Fairmont and Clarksburg has recently been opened for 
operation. A. J. Purinton, general manager. Clarksburg. W. Va. 

Ft. Wayne & Springfield Railway. — The first car over this new 
line from Ft. W r ayne to Decatur. Ind.. was operated on January 2, 
but after the first seven miles was pushed by a steam locomotive, 
as the overhead was not entirely completed. It was expected that 
regular service would be started this week, W. H. Fledderjohann. 
president and general manager, Decatur, Ind. 

Goff's Falls Litchfield & Hudson Electric Railway. — This com- 
pany, controlled by the Manchester (N. H.) Traction Light & 
Power Company, has recently completed a line from Manchester 
to Nashau, N. H., via Goff's Falls and Litchfield, which is the last 
gap in the connection between Boston, Mass., and Concord, N. H. 

Illinois Traction Company. — A party of the officers and directors 
of the Illinois Traction System, including some of the Montreal 
capitalists interested in the company, last week made a tour of 
inspection of the entire property, for the purpose of considering 
several contemplated extensions to be made this year, as well as 
to review the work of the past year. It was announced that a 
line will probably be built from Eureka to Peoria via Washington, 
that the line from Srpingfield to Lincoln will be extended either 
to Mackinaw or to Bloomington, if sufficient interest is taken by the 
property owners alona' the line; that the line from Bloomington to 
Champaign will probably be built, and that there is a possibility 
of extending north from Bloomington to Joliet at some future time, 
acquiring the line now under construction from Pontiac north. 
Ralph Modjeska, consuming engineer, of New York, has been en- 
gaged to make an investigation and report on the feasibility of 
constructing a bridge across the Mississippi river at Venice, to carry 
the company's cars to Nort St. Louis. It was stated that if the 
engineer's report on the bridge is favorable, if satisfactory fran- 
chises can be secured in St. Louis, and if the necessary charter can 
be secured from the government the project will be realized. Reg- 
ular service was opened on January 6 between Bloomington and 
Danvers, the first section of the Bloomington-Peoria line. 

Indianapolis & Louisville Traction Company. — J. E Greeley, 
of Jeffersonville. Ind.. superintendent of construction, announces 
that cars will be running between Sellersburg and Scottsburg, 
Ind., by April 1. 

Iowa & Missouri Traction & Power Company. — This company 
will let contracts at an early date for constructing its line from 
Fairfield. la., to Memphis. Mo., 52 miles. J. W. Andrews. Keosau- 
qua, la., is chief engineer. 

Kalamazoo Lake Shore & Chicago Traction Company. — S. J. 
Dunkley. president. Kalamazoo, Mich., is reported as saying that 
financial arrangements have been made for completing this line 
from Kalamazoo to South Haven. Mich. The section from Kala- 
mazoo to Paw Paw is already in operation. 

Kansas City St. Joseph & Excelsior Springs Electric Railway. 
— Work has been started on the bridge across the Missouri river 
at Kansas City for the line from Kansas City to St. Joseph, Mo. 
The bridge is to cost about $1,190,000. The contract for the 
four piers has been let to the Kansas City Construction Company; 
the contract for the steel work is still to be let. The entire line to 
St. Joseph is to be double track. Entrance to Kansas City will be 
made over the tracks of the Metropolitan Street Railway. Ira 
Hedrick. consulting engineer. Kansas City. 

Lexington & Interurban Railways. — Grading has been completed 
for a line from Lexington to Frankfort, Ky., 30 miles, and it is 
expected that the road will be in operation during the coming 
summer. The right of way for a line to Winchester, 16 miles, has 
been secured, and it is expected that construction will begin during 
the year. The company also has plans under consideration for ex- 
tensions to Richmond and Nicholasville, located to the southeast 
and southwest, respectively, of Lexington. 

Macon Americus & Albany Electric Railway. — Surveys are be- 
ing made on this line between Macon and Albany. Ga., and as soon 
as they are completed the work of building the road will be started. 
W. Jordan Massee is president of the Interurban Construction Com- 
pany. Macon, Ga., which has the engineering work in charge. 

Mankato Electric Traction Company. — This company will soon 
be organized and incorporated under the laws of New Jersey with 
$175,000 capital stock to build 6 or 7 miles of road within the city 
limits of Mankato and North Mankato. Minn., and possibly a line 



January 12. 1907. 



ELECTRIC RAILWAY REVIEW 



OH 



immerolal club Is - 

Mans'ield. O.— The Roberts & Abbott Company, of Cleveland, 
trie railway from Mansfield to lit. 

\ 

Michigan United Railways.- E lent J. M. 

Bramlette. of I-insi: - that extensive im- 

Ity lines this spring, 
including some double tracking lal work. 

Monmouth County Electric Railway.— This company, which 
connects Red B a, N. J., has completed an cx- 

n from Red Bank to Fair Haven and cars were operated 
the line on January 2. W. F. Hogan, of New fork, presi- 
dent. 

Mt. Vernon. Ind. <",. K. Martin, of Albion, 111., is interested 

in a pr I to bull llway from Mt. Vernon, 111., to 

Mt \'. ■:•!.■ n, ind . a id H Is stated that surveys are being made. 

New Orleans Railway & Light Company. It is stated that many 
S line at Wl St End will be made as 
new ordinance drawn lies as that In 

ad now b< ered by the council, has been i 

New York & Pennsylvania Railroad.— It is reported that esti- 
. hanging this 
from 6 eo, X Y from a steam to an 

G. W. PI i N. Y . is chief engl 

Northern Ohio Traction & Light Company. — and Con- 

iiiat it will begin work In the 
sprh - to Seville, O. Only two 

laid on the line between Barberton 

it will be in operation in 
Akron, O. 

Northwestern Elevated Railroad. —Rapid progress is being made 

it.. I road in Chicago. The 

i l-:i miles in a northwesterly direction from 

Belmont avenue, to Kimball avenue. 

nortl. laid as far as the Irving 

far as the Berteau 
- were [aid in November, 1905. 

Northern Texas Traction Company. — This company now has 

Improvement v< . way on Iti - In Ft, Worth, Tex., 

• ut 6 miles. 11 If. Flanders, chief engineer. 

Oregon Electric Railway. — This company. l,a. ked by Moffatt & 
New fork, Is build! from Portland to Salem, 

Ore., with nun lers. W s BarstOW & Co.. of Port- 

land nirk. la ti ■ tor. The main line is i'Jhi miles 

long and ; -ost about $2,000,000. A bridge S00 feet 

now an.ier construc- 
>t WllsonvUle, Willamette river. The road is 

completed from Balem i" Lake Labli 

Itruction Is to begin at the 
Porti intn. There are now (,000 tons 

of rail" on the ground have been ordered. 

Peoria Railway. — This -he 

nexl few months. New equip- 

nstalied at 

% . ill i"- built at Qlen Oak Park. B. i. 

in. 

Point Loma Electric Railway. Organised al San Dli 

- ego to 

win 
soon ollii r, Q M Hawley, S. F. 

Smlt< , O. D. 1 old. 

Red Bank. O. — Captain Pel 

lion of ■ ack line fi 

k Creek Wlnton I 

Shelburne Falls S. Coleraln Street Railway. H I reported that 

and Colernln, M 

i. land. 

Somerset (Ky,| Railway 4 Light Company. 

cam •■■ nrwi tin.. 

Sout' tan Railway. It Is 

I 
I 

Spokane 4L Inland Empire Railroad. — l'i 
iuni II of B 



- not to • width and the crown of the roof 

Is t" be not less than four feet below the surface. The put 
of the tunnel is to save time for trains in the city and to avoid 
dangerous crossings, and it will be used as an entrance to the 
tirminals of the various interurban lines of the company includ- 
ing the S ,v Inland Railway, the Coeur d'Alene A: Spokane 
Railway and a line which is to be built down the Spokane >•' ,vr 
to Nine Mile bridge [I ted that this tunne' will 
be used by an electric railway which is to be built Into tlj Big 
Bend country. The required property 1 The 

of construction is estimated at abo t including 

the Improvements at the terminal stations, which would 
$100,000 more, and it is estimated that the subwaj can be built 
in two years. 

Steubenville & Ohio Valley Traction Company. — This company 
recently begun operating from Steubei ville to Mingo. O.. 
over the county roads. The running tin. thi two 

points is 15 minutes. 

Suburban Transit Company- It is rep 
has been secured foi ipany's lines fron I 

nlal I [eights, s. C.. IVi miles. ( I « Ithin 80 

Julius II. Walker. I 8. C, Is president. 

Toledo & Chicago Interurban Railway. This eon bi 

gun condemnation proceed!] gs Si 

sion from Wat atlon 

from Ft. Wayne to Butler, Ind. F. B I 
ECendallvllle, Ind. 

United Cities Traction Company. T tly in- 

rated to build a street railway in Ft. Smith, Ark., lias 
work. The Ft. Smith Construction Company is doing the grading. 

: Ft. Smith, is inter 

United Railways (Portland. Ore.)- li I that rails have 

been ordered for the city II irtland, for which franchisi 

held LOSS, and it is stated that Woi k is to I.e BI 

in a short time. The compai. ral finan- 

cial difficulties hut Mr. Loss lias d< posited a bond to 
franchises and ' the project will he rallied out. A line 

from Portland to Foresl On itemplated. 

United Traction Company ral manager 

of this line and Its new subsidiary company, the Hudson \ 
Kailv. ler v. nil several oth.r officials of these companies, 

has Ji •' :m " 

nounces I nts on the Hudson 

being m.n will Include t orders 

for new equipment and the eventual double-tracking ol its 
length. Twenty-five news eats hav< irdered by the United 

...ti Company, I which embodying man] new features. 

has arrived and will Bhortly be given a trial trip 

Western Massachusetts Street Railway. It is reported that this 
company will build an extension from Chestei to Lee, Mas-., this 
summ.r. to tter point with the Berks 

Railway, li. I neral manager, Springfield, Mas-. 



POWER HOUSES AND SUBSTATIONS. 



Boston Elevated Railway. The anneal report of tins company, 
Which has just 

menta to i power supply by thi if 'wo 

i plying i .. Ilatlon of a 

turbli I I, kilowatts, and by tin- i 

iwatts, making a total of upward of 7.S7! kilo* 
which I 

Camden Interstate Railway Company (Huntington. W. Va.). 
This com] new power house 'i [ronton, < < . 

Ohli rallwaj The 

In iis Ashland, Ky., powei house will 
itructure 
. i ) int Idle sines the new 

pleted mole 1 1 

Cumberland A Westernport Electric Railway It I 

In. I 
Green River Hydro-Electric Company 

10 Will begin thi 
'. I ■ I ! I ■ 

libit 

.: i ■ 

Omaha A Council Bluffs Street Railway. \ 
i with ihi 

ad In sis months, 

Utah Light A Railway Company. - 



60 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 2. 



Personal Mention 



Mr. E, K. Winters has resigned as assistant to tlic president 
of the Chicago & Milwaukee Electric Railroad. 

Mr. Frank S. Drake lias resigned as superintendent of main- 
tenance of way of the Portland (Ore.) Railway & Light Company. 

Mr. \v. II IN. i i.iii has been appointed assistant superintendent 
Of the Rutland (Vt.) Railway Light & Power Company, succeeding 
Mr. Nathan S. Eldredge. resigned. 

Charles L. Furbay, general superintendent of the Augusta 
Railway & Electrii Company, Augusta, Ga., has resigned after 
five years' service with the company. 

Mr. J. A. Barry, of Buffalo, N. Y.. has been elected president of 
the Jamestown Chautauqua & Lake Erie Railroad succeeding Mr. 
F. L. Chase, of Jamestown. N. Y.. resigned. 

Mr. Fred D, Potvin, of Grand Rapids, Mich., has been ap- 
pointed manager of the Citizens' Railway & Light Company, of 
Muscatine, la., succeeding Mr. A. L. Lindner, resigned. 

George S. Rice, chief engineer New York Rapid Transit Com- 
mission, who has charge of engineering work on the tunnels being 
built under the East river from the Battery to Brooklyn, the head- 
ings in one tube of which met recently was born on February 28, 
1849, at Boston, Mass. 
He was educated at Har- 
vard University, class of 
1870, graduating with the 
degree of S. B. A. Mr. 
Rice has had a long and 
varied engineering expe- 
rience. The year before 
his graduation he was 
employed in the engineer- 
ing department of the 
Boston water works and 
assisted in the construc- 
tion of the Chestnut Hill 
reservoir. Upon leaving 
the university he became 
assistant engineer of wa- 
ter works at Lowell, 
Mass., and in 1871 divi- 
sion engineer of the Bos- 
ton water works. This 
position he held until 
1877. He was then made 
principal assistant engi- 
neer in charge of the 
Boston main drainage 
works, which position he 
held for three years. In 
1880 he engaged in min- 
ing work in Arizona and Colorado and after seven years' expe- 
rience in mining engineering went to New York City as deputy chief 
engineer of the Aqueduct Commission which had charge of the 
New Groton aqueduct. He worked vigorously for four years in 
revising the methods of construction which had been adopted for 
this work, and in 1891 resigned to become chief engineer of the 
Rapid Transit Commission of Boston. From 1892 to 1900 he en- 
gaged in engineering in private practice, serving from 1893 to 1900 
as instructor of water supply and sanitary engineering at Harvard 
University. In 1900 he was appointed deputy chief engineer of 
the Rapid Transit Commission of New York, and in 1905, at the 
resignation of William Barclay Parsons, was made chief engineer 
of that commission. Mr. Rice is a member of the American 
Society of Civil Engineers, the Boston Society of Civil Engineers, 
the New England Water Works Association and the American 
Institute of Mining Engineers and of various clubs in New York 
City and Boston. 

Mr. M. J. Kehoe. who has been for several years chief engineer 
of power plants of the Ft. Wayne & Wabash Valley Traction Com- 
pany, has had his title changed to superintendent of power. 

Mr. F. B. Royster. formerly master mechanic of the Virginia 
Passenger & Power Company, of Richmond. Va„ has been ap- 
pointed supeiintendent of the Montgomery (Ala.) Traction Com- 
pany. 

Mr. H. C. Page, general manager of the Springfield Street 
Railway, of Springfield, Mass.. has had his jurisdiction extended 
over the Woronoco Street Railway and the Western Massachusetts 
Street Railway. 

Mr. Clarence Keever has been appointed local superintendent 
of the Indiana Union Traction Company at Muneie. Ind.. succeed- 
ing Mr. William Emmons, resigned to take service with ;i 
road in Kansas. 

Mr. TT. G. Fitzpatrick has been a] ted superintendent of 

the city lines of the Cincinnati Dayton & Toledo Traction Com- 
pany at Hamilton. O. Mr. Fitzpatrick was formerly chief operator 
for the company at Trenton. 

Mr. William A. House, se i.l vice-president and general 

manager of the United Railways & Electric Company, of Balti- 
more. Md.. has 1 n appointed acting president, succeeding the 

late Genera] John M, Hood. Mr. House has i n connected with 

the company for 2fi years, having started as a conductor. Mr. 




George S. Rice. 



William Early. General II I private secretary, has been elected 

assistant secretary. 

Mr. M. W. Surratt has been appointed superintendent of the 
local lines of the Indiana Union Traction Company at Tipton, Ind. 

Mr, W. P. Read, for the past 17 years superintendent of rail- 
way service for the Utah Light & Railway Company, Salt Lake 
City, Utah, has resigned. The duties of the office have been 
assumed by Mr. F. L. Morse, general superintendent, and Mr. O. P. 
Arnold, Jr., assistant superintendent. 

Mr. G. J. A. Paul, general superintendent of the Youngstown- 
Sharon Railway & Light Company, has been appointed general 
superintendent of the lines of the Mahoning & Shenango Valley 
Traction Company, which include the Youngstown-Sharon. Mr. 
Paul will retain his headquarters at Youngstown, O. 

Mr. Winthrop B. Nye. general superintendent of the Ray sys- 
tem of electric railways in Rhode Island and Massachusetts, which 
has been acquired by the New York New Haven & Hartford Rail- 
road, has resigned and will act as private secretary to M. Joseph 
G. Ray, former general manager of the Ray system. 

Mr. L. S. Storrs has been appointed vice-president of the Con- 
solidated Railway Company with headquarters at Boston. Mr. 
Storrs was formerly geologist of the Northern Pacific Railway and 
later expert and engineer of tests of the New York New Haven & 
Hartford, which position he has held until his recent appointment. 

Mr. Edgar S. Fassett. general manager of the United Traction 
Company, Albany, N. Y., has been appointed manager of the 
Hudson Valley Railway, Glens Falls, N. Y.. control of which has 
been secured by the Delaware & Hudson Company interests. The 
Hudson Valley has been practically merged with the United Trac- 
tion. 

Mr. Albert H. Stanley, general superintendent of the northern 
and central New Jersey divisions of the Public Service Corporation 
of New Jersey, has been given entire charge of the street railway 
department for the state, including South Jersey. Mr. Stanley 
was formerly general superintendent of the Detroit United Rail- 
way system. 

Mr. George A. Her. formerly connected with the Western Mary- 
land Railroad as electrical engineer and superintendent of motive 
power and machinery for all its mines, has resigned to become 
electrical engineer and superintendent of the Las Vegas (N. M. ) 
Railway & Power Company with headquarters at Las Vegas. Mr. 
Her was formerly chief electrician in the United States Navy. 

Obituary. 

J. W. W. Bryant, division superintendent of the Nashville 
Railway & Light Company and ex-member of the county court, 
died on December 27, at his home in West Nashville of spinal 
meningitis, aged 38 years. Mr. Bryant had been identified with 
the street railway company for 14 years and had risen from the 
position of motorman and conductor to that of division superin- 
tendent of the lines in North and West Nashville. 

James Smith, who, until seven years ago, was superintendent 
of all track work carried on by the Toronto Railway Company, died 
at his residence in Toronto on December 18. Mr. Smith was 81 
years of age, and had been engaged in railway work all his life. 
In 1S69, when the Toronto Street Railway was purchased by Kiely 
Brothers, Mr. Smith was placed in charge of the mechanical depart- 
ment of the system. When the present company was formed he 
was promoted to the position of superintendent of construction, 
from which he retired seven years ago. 



Railroad Commissions Ask Jurisdiction Over Interurbans. 



The Washington railroad commission in its report to the gover- 
nor recommends that the section of the present law which exempts 
interurban lines from the operation of the act be repealed, inas- 
much as it creates a doubt as to the validity of the law, and 
also because electric lines are coming more and more into compe- 
tition with the steam roads. The commission says: "A doubt 
exists in the minds of some as to the constitutionality of the provi- 
sion of the law conferring the power on the railroad commission to 
fix reasonable rates to take the place of rates found by the com- 
mission to be unreasonable, by virtue of the exemption of interur- 
ban lines from the operation of the act. as found in Section 22 
thereof. Since the passage of the commission act tw-o years ago, 
interurban lines have assumed an importance in the transpor- 
tation of freight in direct competition with the steam railroads in 
eastern Washington, and many important lines and extensions are 
projected in western Washington. While these competing lines 
are probably under the jurisdiction of the commission and sub- 
ject to its control, no uncertainty should exist upon a subject 
assuming such importance as this. The commission feel that 
the law should be amended so as to include electric interurban 
lines and thus settle and remove any existing doubt. The exemp- 
tion found in Section 22 should be eliminated." — The report of 
the Indiana railroad commission to be issued soon will recom- 
mend to the legislature that interurban lines of the state be put 
under the jurisdiction of the commission on the same basis as 
steam railroads. The constitutionality of the act creating the 
commission has been questioned by the steam roads, on the 
claim of class legislation, because the interurban electric sys- 
tems were left out in the construction of the bill. The report also 
will recommend the prohibition of all passes ort railroads in the 
state, steam and electric. 



January 12. 1907. 



ELECTRIC RAILWAY REVIEW 



61 



Financial News 






Alabama City Gadsden & Attalla Street Railway.— This com- 
pany has Bled .t mortgage to the Trust Company of 
a Ycik. tor the purpose of making Improvements 
and • Including plant. John D. Gaboury. 
general manaf \'a. 

Arbutus Park Street Railway. Owing to the mayor's veto of 
the ordinance n by the council on account of its pro- 

vision for a perpetual free franchise, this company has announced 
that it will offer for sale by puhlii ment its charter and 

rights of way over all private property fite from any charg 
any person or persons who will gv i'Uild the line within 

a reasonable time. In the event of failure to receive a favorable 
proposal within 30 days announcement Is made that its charter will 
be ■urrendi tandoned. 

Berlin &. Waterloo Street Railway. — The town of Berlin. Ont.. 
Is n- - 5e of this company, which operates 

about lin ami vicinity, the franchise for 

which ezpil - oer. A board of arbitration has valued 

the property at JTD 

Boston & Northern Street Railway. — The Massachusetts railroad 
comn - authorized this company to issue $300,000 addi- 

tional capital .-i 

Boston Elevated Railway. — The annual report for the year ended 
on J ill La just been made public. The statement of 

earnings and expenses for the year, as compared with the two 
previous years is as follows: 

1906 1905 1904 

$13,527,186 J12.689.676 $12,391,353 

Expenses 9,306,950 8.617,653 8,631,553 

Net $4,220,235 $4,072,023 $3,759,800 

Other income 107.426 51,893 45,240 

Total income $4,327,661 $4,123,916 $3,805,040 

Charges 3.475.882 3,288,831 75.268 

Surplus $851,779 $835,085 $829,772 

Dividend 6 per cent 798,000 798,000 798.000 

Surplus $53,779 $37,085 $31,772 

The company controls 414.4 miles of surface track, an Increase 
of 5 4 miles for the year, and owns 16 miles of elevated road, mak- 
ing a total of 457.4 miles of track. For the fiscal year 1906. the 
company carried 262.267.240 passengers: In 1905 the total was 246.- 
941.776. while in 1904 It was 241.681.945. 

Forty-five "easy access" elevated cars, and 150 "easy access" 

semi-convertible surface cars, seating 52 persons each, have been 

bought. There was spent $737,354 In renewals and repairs of sur- 

i racks, exceeding the amount spent the previous year by 

4. and the year before that by $283,683. 

Buffalo 4 Lake Erie Traction Company. — The governor of 
Pennsylvania has approved the merger of this company and the 
Lake Erie Traction Company, under the name of the former, with 
'000 capital stO"k. 

Canyon City Florence A. Royal Gorge Electric Interurban Rail- 
way Iv. of Colorado, has been appointed 
•t for this eon the application of C. C. Durkee, a 
creditor The road was projected by F. 8. Granger, of Florence, 
innect Florence with surrounding towns, with a line to 
the top of the Royal Gorge. A controlling Interest in the com- 
pany was recently purchased by F. <"; BlMth. of Florence, and the 
receivership is on account of complications arising from this pur- 
ehaaa. 

Chicago Union Traction Company. — The annual meetings of the 
n of the three underlying companies, the Norl 

Railroad and the CI 
West Division Street Railway, were held on January 8 an>! 
■11 re-elected. 

Dallas Consolidated Eltctric Street Railway— The officers of 
the street railway* In Dallas will apply to the legislature for a 

nsolldated 
Railway, the Rapid Transit Railway and the 
which w;i 

. rop^rty. right* ■ "r two and 

k or 

proceeds of such Increase shall I faith for such 

; •■ within 24 month' 

Geneva Waterloo Seneca Falls S. Cayuga Lake Traction Com- 
pany Tie N'-w York re amission hat consented to the 
Issuance of a first m 

mpany's capital stock from li 

Lake Shore Electric Rsllwa/ 
1440. ooo of three-year 6 per cent 

- ige bond' 
cssds are I 

• ment* ii' 

pest year 

■ 

"irlng th» | 
kw. haa li 



the same sized addition will Vie added to the plant at Fremont. 
the additional power at Fremont being largely necessary to operate 
the Sandusky Fremont & Southern, which is now being built at a 
rapid 

Kalamazoo Gull Lake & Northern Railway. — This company. 

proposes t" bull i Mich'.! 

via R i).,.,! by .' fol- 

■ .1. T. Upjohn, of Kalan -urer. 

Martin P. Huyk. of I , ry and vie !dward 

1 ■ Hosmi r, of nents 

been mad ral franchises have 

Mahoning &. Shenango Railway &. Light Company. — It is re- 
• l that this compani ilred all the outstai i 

of the Toungstown lark ,v F - Railway, 

merger of the street railway property ii 

ran Newcastle, O., and Sharon, Pa E N S "lent. 

New York. 

Mansfield Railway Light & Power Company.— Rudolph Kl. y- 
bolte & Co.. of Cincinnati, has ed its controlling interest 

in this company to Thomas Latham, and ass Cleveland. 

O. The consideration is not announced. 

Old Colony Street Railway.— The Massachusetts railroad com- 
mission has authorized this company to issue additional stock to 
the amount of $200, 

Rapid Transit Railway (Dallas. Tex.)— The stockholders met 
try and authorised the proposed merging of the property 
with the Dallas Consolidated Electric Street Railway and the 
Metropolitan Street Railway. The directors were re-elected. 
President C. F. Freeman, vice-president C. E. Bird, and treasurer 
B. E. Van VUet were re-elected. \Y. W. Loomis was elected 
secretary in place of S. E. Williams. 

Rock Island Southern — This company, incorporated in 1905 to 
build a railroad equipped with steam and electric power, connect- 
ing the cities of Rock Island, Mollne, Davenport. Monmouth and 
Galesburg, 111., Is offering $400,000 of first mortgage 5 per cent gold 
bonds at 9S and Interest. The line is completed from Monmouth 
to Galesburg and will be completed to Rock Island and in opera- 
tion during 1907. The trust deed provides that additional bonds 
may be Issued only for 60 per cent of the cost of the property 
during construction and 25 per cent more when the net earnings 
from operation equal IK times the interest charges on the bonds 
Issued. 

Springfield, O.— It Is reported that a New York syndicate Is 
negotiating for the merger of the Springfield Troy & Flqua Rail- 
way, the Springfield & Xenia Railway, the Washington Traction 
Company, the Home Light Heat & Power Company, and the Peo- 
ple's Light Heat & Power Company. 

Stark Electric Railroad.— At a recent meeting at the general 
offices of the company at Alliance, O.. the following officers were 
elected: President. C. R. Morley; vice-president. D. Morlson; sec- 
retary, E. S. Cook; treasurer. E. Wlebenson. In addition to the 
above the directors are William Grief. R. H. Brown and Frank 
Straus. All the officers are from Cleveland. 

The City Railway (Dayton, O.) — This company has announced 
an issue of 1,000 shares of additional common stock at par, to be 
allotted to present stockholders pro rata of their holdings. The 
company has also announced a s] lal dividend of :, per cent. 

Toledo Railways & Light Company.— The annual meeting of the 
stockholders will he held In Toledo on January 17. At this m 
Ing the matter of leasing the street railroads owned and controlled 
by the Toledo Ottawa Beach & Northern Railway Company s. 
voted upon. The Toledo Ottawa Beach & Northern Railway Com- 
pany Is a consolidation of the Toledo & Point Place Railway and 
the Ti Ottawa Beach Rallw stock of these com- 

i to the Ti 
■any will . 
ledo Ottas am. 

United Railroads of San Francisco.— Conclush of 

100, Is furnished In the 
■mlngs of the United Ralls 
mpany, the holding company of the United I 
roads oo. whl< I the four 

Ion lines In that city. This report, win 

1 1,116,000 

I'ran- 



62 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 2. 



Manufactures and Supplies 



cost about $23,000. The building will be of brick, steel and rein- 
forced concrete, 120 by 160 feet in area. 



TRADE NOTES. 



ROLLING STOCK. 



Peoria Railway Company, Peoria. 111., is in the market for 15 
new i 

Chicago Milwaukee & St. Paul Railway Is in the market for 
ten motor cars. 

Chicago City Railway Company will soon be in the market for 
300 cars for eit> 

United Railways Company of St. Louis, Mo., is building a 
sample car at its own shops. 

Brooklyn Heights Railroad Company, Brooklyn, N. Y., is pre- 
paring specifications for LOO cars for surface use. 

Michigan United Railways. Lansing, Mich., is reported in the 
market for a considerable amount of rolling stock. 

Laconia Street Railway. Laconia, X. H.. ordered in 190i: 

closed double truck ear from the Laeonia Car Company- 
Hartford & Springfield Street Railway, Hartford. Conn., placed 

orders during 1900 for four 16-bench open double truck ears for city 

service. 

Louisville Railway Company. Louisville. Ky.. has contracted 

with the St. Louis Car Company for 50 cars for delivery in the 

spring of 1907. 

Lewiston Brunswick & Bath Street Railway, Lewiston, Me., 
ed during 1906 one 35-foot double truck Interurban ear from 

the Laconia Car Company. 

New York Auburn & Lansing Railway, New York. X. Y., has 
ordi red through A. H. Flint. 15 Broad street, Xew York, ten cars 
from the Jewett Car, Company. 

Atlantic Shore Line Railway. Kennebunkport. Me., ordered in 
1906 four 36-foot box trailers and three 30-foot electric locomotives 
from the Laeonia Car Company. 

Willamette Valley Traction Company, Portland. Ore., has or- 
dered through W. S. Barstow, 56 Pine street. New York, eight 
ears from the Jewett Car Company. 

Chicago Union Traction Company's receivers have been granted 
authority by Judge Peter S. Grosscup of the L'nited States Circuit 
Court of the seventh district to purchase 149 ears. 

Kansas City St. Joseph & Excelsior Springs Electric Railway, 
Kansas City. Mo., is considering bids for new equipment including 
nger, express and parlor cars. Ira G. Hedrick. consulting en- 
gineer, Kansas City. Mo. 

International Railway Company, Buffalo. X. Y*.. has just placed 
an order for 75 new ears with the J. G. Brill Company for Septem- 
ber delivery. The cars will be 46 feet in length with a seating 
capacity of 44 persons, will have end ventilators and be equipped 
with air brakes. This company is also reported in the market for 
a number of cars for interurban service. 

Spokane-Pend d'Oreille Rapid Transit Company, Limited. 
Spokane. Wash., advises that it will adopt first-class passenger 
equipment as follows: six motor cars with closed motorman's cab, 
10-foot baggage compartment. 12-foot smoking compartment and 
artment to seat 72 persons, length over all being 
GO feet, width S feet 3 inches and fitted with Walkover rattan seats. 
Ten trailers without compartments, of the same dimensions as the 
motor ears, upholstered in plush: two express motor cars similar 
to those furnished by the J. G. Brill Company for the Washington 
Water Power Company of Spokane. Wash., to have a length over 
all of 39 feet 4 inches, height from top of rail to trolley base, 11 
feet 11 inches, arched roof and hood covered with canvas and en- 
for motormen. The company advises that it will 
also order 20 box and 40 flat cars of standard freight construction 
and air brakes. 



SHOPS AND BUILDINGS. 



Birmingham Railway Light & Power Company. — This corn- 
is considering plans for an addition to its present car barns 
to cost $75,000. consisting of a new shod similar to the present 
one. covering half the block bounded by Third and Fourth avenues 
and Tenth and Elev nth stn ets, Birmingham. Ala. w. A. Mc- 
Whorter, master mechanic. 

Halifax Electric Tramway Company. — This company is build- 
ing a new car barn on Lower Water street. Halifax. N. S., which 
will be 100 by 135 feet, of brick, with CO Mor and folding 

steel doors. It is expected to be ready for occupancy by De- 
cember 31. 

International Railway (Buffalo, N. Y.). — Work has been com- 
pleted on the new Cold Springs - nd car house at Buffalo. 
at a cost of about $350,000. The old car house has been remodeled 
and converted to a truck and carpenter shop. The completion of 
the new building, which is 560 by 620 feet, gives the company 
accommodations for 200 cars. T. W. Wilson, general manager. 

Shreveport (La.) Traction Company. — This company lias eli 
a contract for the erection of a new car shed and shop building, to 



Kobbe Company, designer of technical advertising, making a 
Jty of "follow-up" business-getting systems and publisher 

of Compressed Air, has removed its office from 90 West Broadway 
to 108 Fulton street. New York. 

George F. Hichborn assumed the duties of general traffic 
manager of the United Btal s Rubber Company. 42 Broadway, 
Xew York, effective January 1. 1907. filling the vacancy created 
by the resignation of J. X. Gallaway. 

Dean Electric Company, F.lyria. O.. is having plans prepared 
by the Osborn Engineering Company for a $100,000 addition to its 
plant. Work will be commenced in the spring and considerable 
new machinery including a 500-horsepower engine, boilers and gen- 
erators will be purchased. 

Standard Coupler Company, 160 Broadway. New York, has ap- 
pointed George A. Post. Jr.. engineer representative of the com- 
pany. Mr. Post. Jr.. graduated from the Cornell University in 
1905 with the degree of M. E., and was formerly a sales engineer 
with the Westinghouse Machine Company. 

Gideon N. Caleb, vice-president of the Bettendorf Axle Com- 
pany, has b. en confined to his apartments for the past eight 
Bronchial asthma developed into pleurisy and this into 
pneumonia and his condition has been critical. The crisis, how- 
ever, lias passed, and it is believed he will soon be able to get 
around again. 

R. W. Marshall & Co., 95 Liberty street. X'ew York City, dealer 
in electric railway material, both new and second hand, reports 
the following sales: 4 interurban cars, 55 feet long fully equipped, 
1 freight car and 2 combination baggage and passenger cars to 
the Meyersdale & Salisbury Street Railway, Pittsburg. Pa. Also 
4 single-truck cars fully equipped to the Pittsburg & West Moore- 
land Railway. Irwin, Pa. 

Railway Commercial Training School, 117 Main street, Elmira. 
X. Y" . is now under the general management of E. E. Tingley. 
W. ''•■ Moore, previously manager, is now assistant secretary of 
the General Engine Company. 640 Ellicott square. Buffalo. N. T. 
The Railway Commercial Training School provides training for 
young men in railroad work, offering courses in telegraphy, freight 
traffic, passenger traffic, baggage and express work. 

J. H. Wagenhorst & Company, of Youngstown, Ohio, reports 
among its sales of electric blue printing machines the following: 
Oklahoma City Railway Company, Oklahoma: Ohio State Uni- 
versity, Columbus. O. : G. D. Peters & Co.. Moorgate works. Lon- 
don. Eng. : Griffin Wheel Company, Chicago. 111.: Alvey-Fergu- 
son Company. Louisville. Ky; Xew England Structural Company. 
Boston. Mass.: Eugene Dietzgen Company. Chicago, ill.; American 
Steam Pump Company, Battle Creek. Mich. 

Lidgerwood Manufacturing Company Xew York, has ap- 
pointed Francis F. Coleman publicity manager of that company. 
Mr. Coleman was formerly connected, with the Westinghouse and 
Allis-Chalmers companies and recently with the Taylor Engineer- 
ing Company. He was at one time editor of the Electrical Age 
and during the Louisiana Purchase Exposition at St. Louis had 
charge of three large exhibits there, being the organizer and first 
president of the Machinery Club, and was active in bringing 
about the organization of the United Exhibitors' Association at 
the fair. Mr. Coleman is a member of the Technical Publicity 
Association. 

A. O. Backert, for a number of years in charge of the Pitts- 
burg office of the Iron Trade Review, and for the past two years 
associate editor of the Iron Age. with headquarters at Chicago, has 
accepted the position as editor of Foundry and associate editor 
of the Iron Trade Review, effective January 17. T. J. Wright has 
been appointed successor to Mr. Backer! rn editor of the 

\ue. with headquarters tfr. Wright was formerly 

connected as salesman with Joseph T. Ryerson & Son. Chi 
and with the Western Iron & Steel Company, of St. Louis, and 
later with the Hartford Steam Boiler Inspection & Insurance Com- 
pany as special agent, during which time lie contributed several 
articles on steam boiler practice to the technical press. 

Peter Smith Heater Company, Detroit. Mich., manufacturer of 
the "Smith" type of hot-water heater, announces that arrange- 
ments have been made with the Electric Service Supplies Com- 
pany of Philadelphia and Chicago to sell its products during the 
coming year. This change has been made due to the increasing 
business and in anticipation of a still greater increase the corn- 
will erect a two-story addition 100 by 120 feet. This will 
equipped with all the modern devices necessary for increasing 
u,i to about four times its present capacity. The "Smith" 
is are used on more than 175 different railwa; ies in 

the country. Among these is the Public Service Corporation of 
Xew Jersey, which has installed 100 of the new magazine type of 
heater. 

William J. Clark, of Xew l'ork. has been appointed by Gover- 
iiaiies E. Hughes as a delegate from that state to the national 
ition for the extension of foreign commerce of the United 
which will be held at Washington. D. C, beginning Mon- 
day. January 14. 1907. Mr. Clark is general manager of the foreign 
iment of the General Electric Company. He has been inter- 
ested in and studied for many years the conditions of foreign com- 
and there are few men in the United States who under- 



January 12, 1907. 



ELECTRIC RAILWAY REVIEW 



63 



stand the commercial conditions better. His book, "Comm 
Cuba," is rec.'r . itliority on the subject. He lias 

been a delegate to many important commercial conventions and in 
iber of the L'i - D at the Inter- 

national R I at Washington, D. C 

New York Switch & Crossing Company, Hoboken, X. J., has 
purchased a rail bender, eld saw, planer for crossing work and 
other machin ry for use In its manufacturing plant. The com- 
pany reports ■ very good business It manufactures a full line of 

electric switches and is mak- 
ing a pecialty of hard-steel centers. The anti-stradd 
switch is the company and is - with 

great sue. 



THE NATIONAL BOILER TUBE CLEANER. 



ADVERTISING LITERATURE. 



H. B. Underwood & Co., Philadelphia. Pa. — A neat blotting 
pad has been issued to call attention to the portable railway repair 
shop tools which this company makts, a novel idea being intro- 

: by the use of portraits suggestive of the different we 
soliciting orders. 

Royal Ventilator & Manufacturing Company, Philadelphia. — 
The J stem of ventilation is described and illustrated In 

a booklet, issued by this company, which contains sizes and prices; 
also, illustrations of the application of the ventilator to various 
situations — in factories, engines and boiler rooms, train sheds, 
barns, etc. • 

McConway & Torley Company, Pittsburg. Pa. — A 152-page 
catalogue substantially bound and handsomely illustrated has been 
Issued by this company. It contains Illustrations and lists of 
parts of the various forms of coupler equipments manufactured by 
It for passenger cars, freight cars and locomotives. The changes 
In railway principals and service requirements have demanded 
changes In coupler equipments, and the catalogue shows a num- 
ber of new Ideas and Improvements In this direction. Develop- 
ments In automatic coupler appliances as well as earlier combi- 
nations are shown. 

Union Switch and Signal Company, Pittsburg, Pa. — "Weol 
house Automatic Kl- - on the E: 

Is the sub- 
limed 
26 deals 
with • Bwltch and Sig- 

ptlon and there 
Tie interlocking 
some three 
■ 

Babcock A. Wilcox Company, New fork I from 

■ '.. lis 

rty and interests in. hiding all accounts and bills 

and has assumed Its obligations. The purchased plant 

. in the future by ti A Wilcox Company 

i k A Wilcox Con 

• nsolldated 
asso- 
m similar 

will man- 
tube 
■ie Stirling 
■ 

Ingertoll-Rand Company, 11 Broadway, New York City. — "In- 
gersoll-P'TKeant Air and Gas Compressors." a publication of 184 
pages, covers the complete line of compressors built by the Inger- 
iny. A bi h of the nine classes 

Is k red by tables of sizes and 111 'if typical 

nes and I lints. A large number of lllustra- 

ry line of Industrial activity Is a particu- 
lar ' Two articles are also presented. 
Some Imp tny In the 

sors" 
." which > 
stlvely Inl .lis of the subject. The Ingersoll-Rand 

my states that It has made every sSorl the publl- 

ie of their > ornpressors, but a taxi 
Leaflet ("A in ■: 
k drills of which the con 
' It has built over 80,000. 

Roberts & Abbott Company, Schofield Building, Cleveland, O. 

.' 

and i 

has a Ian 






The National steel tube cleaner, illustrated in the accompany- 
ing engraving, is a device for cleaning boiler tubes, which is manu- 
factured by the H. W. Johns-Manville Company, of New York. 




The National Steel Tube Cleaner. 



The salient feature of the National steel tube cleaner is that 
each blade acts independently of the others and is so spring-like 
in nature that it conforms very s which is 

to be cleaned. It can be forced through the tube with very little 
effort and each plate removes the particles of sediment or scale 
within the pipe. Another advantage of this cleaner is that It can 
be adjusted to fit various sizes of pipe, and if one or more of Its 
blades become broken by rough usage or wear, they can be readily 
repaired at nominal expense. 

The manufacturer states that It Is meeting with great success 
in the sale of this device. 



THE NEW NATIONAL MOTOR COMPRESSORS. 



In v.ry recent m inths the National Brak- npany, 

ol Milwaukee, ped :.t:.l Is not manufacturing in 

numbers its new types of motor compr* - which the most 

frequently used for street rai v A-4 and BB-2 

- nt many advanced ideas 
in design an. I construction, and are i ■> the 

suggestion ■! the fo: 




National Motor Compressor — Figure 1. 

tlon ol 

it In 













' 






64 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. Xo. 2. 



where the car Is running the greater part of the day, the 
new National motor-compressors are enclosed and made abso- 
lutely dust and water proof. Thus thi con- 
stantly exposed to the ate Inatlng tin dear price of 
about 25 per cent reduction in efficiency in a box-enclosed type 




National Motor Compressor — Figure 2. 

compressor which for the sake of cleanliness may be gained i» a 
few minutes with a jet of water with the enclosed type. 

The simplicity of design and construction of the compressor 
is splendidly shown in the phantom view, Figure 2. Referring 
to this figure, the crank shaft is fitted with a third bearing (2) 
in its center, which in addition to supporting and strengthening 



The valves are of the solid cold-drawn tubular steel type and are 
interchangeable. They are seated by gravity aided by air pres- 
sure, no spring or auxiliary device being required. The discharge 
pipe runs straight out of the valve head to the main reservoir, 
thus disposing with the necessity of attaching unsightly elbows and 
goose necks. Both gear and pinion are a standard herringbone 
pattern and are cut with the greatest accuracy on gear cutting 
ines. 
The motor of the compressor outfit Is a standard 4-pole en- 
tirely enclosed eype, designed with an unusually liberal rating 
and with a view to complete accessibility. One of the many dis- 
tinctive features of the motor is the heavy insulation employed 
in the brush gear. The brush gear on compressors Is often a 
weak part, due to the fact that only about % to 14 inch external 
leakage surface in insulation is provided and the accumulation of 
oil and dust frequently results in complete breakdowns by the 
current eating through the bushing or creeping over the small 
oil-covered surface. The thickness of the insulation used on 
National motor compressor brush gear is 1'4 inches, which gives 
assurance that no such contingencies will occur. 



ROLLING STOCK FOR LANCASTER, PA. 



The Conestoga Traction Company, of Lancaster. Pa., operates 
two types of closed cars, the one shown in the illustration, which 
is one of a number of new cars built by the J. G. Brill Company; 
the other, the Brill grooveless-post semi-convertible type. The 
first named type has been adopted for general use in the city and 
additional orders are pending. Last year nine cars of the latter 
type were purchased and additional orders for this type also will 
soon be placed. Forty-seven miles of new track have recently 
been laid, making the aggregate length of the lines 147 miles; this 
added mileage will make the Conestoga Traction Company rank 
as one of the largest trolley companies in Pennsylvania outside 
of the few largest cities. 

The new cars do not differ materially from standard Brill cars 
of the closed type; the upper sash are stationary; the lower sash 
drops in the ordinary manner. The chief dimensions are: Length 
over end panels, 20 feet 8 inches, and over vestibules, 30 feet 1 
inch; width over sills including sheathing, 7 feet 4 inches, and over 
posts at belt, S feet 2 inches. The car bodies are mounted on 
the Brill No. 21-E single truck with a wheelbase of 7 feet. 

The interiors have a finish of cherry; ceilings are of birch. 
The builders furnished their own make of specialties throughout 




Closed Car for Conestoga Traction Company. 



it at the weakest point, eliminates all tendency of the shaft to 
fracture at the center. This third bearing also makes the opera- 
tion of the compressor much quieter and gives greater freedom 
from vibration than is the case with two bearing compressors. 
Thus the life of the pump and gearing and their efficiency is 
greatly increased. 

Removal of crank shaft and gear is accomplished by lifting 
them straight out of the crank chamber. The removal of the 
gear from the shaft, which must be done on most compressors 
before the crank shaft can be dismantled is entirely unnecessary; 
thus greater accessibility to the pump is gained and the minimum 
time consumed in dismantling and reassembling the parts. The 
splasii system of oiling is used, the gear and crank running con- 
stantly in a bath of oil which is splashed over all the operating 
parts of the compressor. It will be noticed that the gear case (1) 
is constructed as an integral part of the crank case instead of 
being cast separately. Such construction makes a highly rigid 
pump base, reduces the number of loose parts and unsightly bolts 
and does not necessitate draining the oil from the gear case and 
crank chamber for inspection of these parts. 

The valve head is constructed with discharge valves towards 
the center and the suction valves towards the outside of the head. 



the cars, such as: "Dumpit" sand boxes, angle-iron bumpers, radial 
drawers, and spring cane seats. 



To Build Interurban Station at Toledo. 



The Interurban Station Company, of Toledo, has been incor- 
porated at Columbus by John C. Reid, Joseph S. Toung, William R. 
Hodge, William H. McClellan and William F. Nutt. The initial 
capital of the company is $10,000. The object is to build and 
control the proposed interurban unien passenger station on the 
ground bounded by Superior, Huron, Beach and Jockson streets. 
The project has been held up many months by the board of 
public service, which refused to give the necessary permit to 
construct turnouts on Superior street. This question is now in 
the hands of council committee on railways and telegraph, and 
as the granting of the permit is being urged by the chamber 
of commerce and by many prominent business men. it is believed 
that in a short time council will act accordingly. If this con- 
troversy is settled in the near future, it is probable the new 
station, costing over $200,000, will be built before the close of the 
year. 



K 



KM 




PUBLISHED EVERY SATURDAT IiY THE WILSON COMPANY, iHlCAGO 

Cfl Harrison Street Haw Yi>i:k : ISO Nassau Street 

Subscription Price, $2 ; Foreign, $5 ; Single Number;, 10 cent; Kutered at the Postoffioe, Chicago, 111., as Second-class Matter 



Vol. XVII. No. 3 



CHICAGO, JANUARY 19, 1907 



Whole No. 195 



TABLE OF CONTENTS. 



Editoial— 

—Electric Railway Mail Service 65 

—Rates for Handling United States Mail 65 

— Starting with Portable Substations 65 

— A Holding Company in Cleveland 66 

— Right of Way at Intersecting Points 67 

— New York Slate Association Meeting 67 

— The Reliability of Trolley Service 68 

Substations of the Metropolitan West Side Elevated Rail- 
way. ( Illustrated i 69 

dilation at Nashville 72 

Delation 73 

Track Construction in Paved Streets. By I. E. Matthews 81 

Concrete Stringers. Concrete Stringers with Ties, and Steel 

Tiee. By F. D. Jackson. (Illustrated) 82 

Thermit Rail Welding By W. J French. (Illustrated 1 83 

rlc Welding. By P. Ney Wilson 86 

Operation on the Interborough Rapid Transit S6 

Rail Bonds. By H. L. Mack 87 

Span and Catenary Construction. By G. E. Eveleth. (Illus- 
trated 88 



Northwestern Electrical Association 89 

Student Records in Memphis. (Illustrated) 90 

Chicago Traction Ordinances 90 

Improvements at Covington. Ky 91 

Tendency in Design of Boiler Plants. By A. Bement. M. E 

Electric Railway Progress in Kentucky 92 

News of the Week 93 

Construction News — 

— Franchises 95 

— Incorporations 96 

— Track and Roadway 

— Power Houses and Substations 99 

Personal Mention 99 

Financial News 99 

Manufactures and Supplies — 

—Rolling Stock 101 

— Shops and Buildings 101 

— Trade Notes 101 

— Advertising Literature 102 

Motors for Rolling Mills 102 

Exhibit of the Johns-Manville Company 102 



The growing use of the electric and cable car in the car- 
riage of malls Is indicated by a few figures given in the 
annual report of the postmaster general for 
Electric the year ended on June 30 last. The num- 

Railway ber of electric and cable car routes in opera- 

Mail Service. tion on June 30, 1906, was 460, with a total 

length of 6,014.74 miles, and an annual 
travel of 11,114,183.98 miles, costing 1572,495.89. This is an 
Increase of 20 routes, of 369 miles in length, of 572,496.55 
miles of travel, and of $29,540.51 in annual cost. The report 
does not state how much of this business was handled by 
cable cars, but as there are now very few cable roads in 
existence the significance of the figures is not affected greatly. 
Although the increasing importance of electric railways as 
an indispensable factor In the transportation world has long 
been r'-cognized, this particular branch of their usefulness 
has attracted little notice. And while they have been rapidly 
their fields of endeavor, both in competition with 
and as n tary to the steam railroads, by taking up 

the handling of express and freight, little has been said of 
their value as carriers of mall. This Is a field for which the 
electric railway Is especially fitted, both In large cities and 
between small communities which are without the advan- 
tages of a frequent steam railway service, and there Is little 
doubt that the large lucre*** in this department for the 
past year will be followed by a still larger one In the - 
year. 



That the rate of compensation for el«-. mall 

IS been Increased during the paHt year should D 
the business more attr 
Rates for paalea The last report of the 1 

Handling :al asked congress for authority t<. in 

u. 8. Mali. ipplicabls 

■ car service from mile 

tra*< : poach lerrloe to not 1 

n rases when- exceptional 
to weight Of mall and number of ottOM til It til, ■ad from 

thre* fourth* of a rent per linear foot per mllo traveled for 



apartment and full car service to not exceeding 1 cent per 
linear foot per mile traveled in exceptional cases. Congress 
authorized this increase, with the proviso that on routes 
over 20 miles In length, outside of cities, the rates shall not 
exceed those paid for steam railroad service. Under this 
legislation, effective on July 1, 1906. compensation has been re- 
stated, on certain routes where the conditions referred to 
have prevailed, at the rate allowable for railroad service. 
In a number of the larger cities service has been restated 
at the rate of 1 cent ner lineal foot. A few of the elec- 
tric and cable car companies are still demanding higher 
rates for service than are deemed necessary by the postofflce 
department, but the efforts to secure service under the 
amended law have been reasonably satisfactory, and the 
postmaster general recommends no further legislation at this 
time. 



The Illinois Traction System, which has under active con- 
ral connecting lines of 40 or more miles in 
length has found that portable rotary con- 
Starting verier substations are quite useful at the 
with Portable time of first opening new lines. This corn- 
Substations. I'-my has five such substations, each con- 

f a substantially -built box car 
carrying one 800-Ukra rj oonverl tier with 

transformers and switching apparatus. When a new line is 
to be opened, one of these substations is set off on a torn- 

Mt pole, with Btandard big]) 
slon 1 nlators, Is erected close to the >-nd of 

thecal in this wa> the three-po mission i. 

> to the I 'n: twitches in the 

! ire also useful In assisting 1 

■ a 1 the timo of concent 

One of the reasons why the Illinois Traction Bj 

finds <o be of value Is that It 

templates using sh ■• enrrenl for operating all 

pari of lis system north of Springfield .and DecatUT, hut at 

the present time, while of this b ready 

for ' I Ion, the single phi 



66 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 3. 



ments are not yet at hand. Thus with portable substations 
available it is possible to locate them so that they may feed 
direct current to the catenary construction and the usual 
type of direct-current interurban car equipments be used until 
the delivery of the single-phase transforming and motor equip- 
ment. 



A HOLDING COMPANY IN CLEVELAND. 



The decision of the United States supreme court to the 
effect that the franchises of the Cleveland Electric Railway 
Company on Quincy street and Central avenue expired in 
1905, although leaving that company with valid franchises 
for all the rest of its great system, seems to have brought 
about a condition in which its shareholders are willing to 
consider the "holding company" plan long advocated by Mayor 
Johnson. For this reason it is worth while to consider that 
plan, not from the point of view of the owners of the street 
railway property, but from that of the municipality and the 
users of the street railways whose control would be trans- 
ferred. 

Mayor Johnson's plan for Cleveland is in every substan- 
tial element the same as that which he advocated in Detroit 
in 1899 when, as a street railway owner, he was seeking to 
sell the lines in that city to its people. It is, in short, that a 
leasing corporation of public-spirited citizens be formed to 
take over the street railway property and operate it for the 
benefit of the community without hope of or effort for pri- 
vate pecuniary gain beyond the standard rate of interest 
upon an agreed valuation. Of course this interest must be 
paid to the real owners of the property and, therefore, the 
men charged with the operation of the leased street railways 
can have no pecuniary reward beyond the moderate salaries 
which they can properly vote to themselves. Under such 
circumstances it is obvious that there can be no desire to 
invest money in securities of the leasing corporation and that 
its capital resources, compared with the obligations for rent- 
als, renewals and repairs which it must assume under any 
lease which at all adequately protects the owners of the 
property, must necessarily be insignificant. In fact such a 
corporate group could not qualify as lessors, especially when 
they make a drastic and wholly experimental reduction in 
rates the chief part of their programme, and no owners of 
street railway property would deal with them on that basis. 
Therefore, Mayor Johnson, first in Detroit and now in Cleve- 
land, was obliged to devise some way by which a city which 
has no legal right to own or operate street railways or to go 
into the street railway business as a partner with any cor- 
poration or in any other way, could come to the support of 
the lessors and equip them with a fraction of its own credit 
and responsibility. The device adopted is that of a so-called 
"security franchise." It is unquestionably adroit but ques- 
tionably legal. That, however, is another story, and one that 
Cleveland and Ohio will take care of in due course. 

By a "security franchise" Mayor Johnson means one 
nominally issued to the owning company but so restricted 
that it. shall not go into effect or become operative unless and 
until the holding corporation defaults in some of its obliga- 
tions under the lease. In order to satisfy the most reluctant 
shareholder, who might otherwise block his enterprise, Mayor 
Johnson has particularly specified that the privileges under 
this "security franchise" shall be broader and more liberal 
than the city would directly grant to any corporation. In 
other words and adapting the statement to the concrete con- 
ditions of the Cleveland situation, the city of Cleveland is 
asked, by its mayor, to bet a more liberal franchise than its 
citizens would approve as a separate proposition, against 
nothing whatever, that a group of estimable gentlemen with 
little experience in the street railway business and no direct 
financial interest in the success or failure of their undertak- 
ing can and will successfully and profitably operate the great 



local system upon lower rates of fare than the owners of that 
system believe to be possible. And it is to be observed that 
this "holding company" plan cannot go into effect until the 
present owners have testified to their conviction that three- 
cent fares cannot be made profitable, in the strongest possi- 
ble manner, by parting with the control of their property in 
preference to undertaking that task . If their judgment is not 
radically wrong it is plain that the security franchise must 
soon fall into their hands and thus prove the folly of not 
dealing with them directly and at once. 

Assuming, however, that the holding company plan will 
continue for a number of years it is certainly questionable 
whether it can be regarded as a good one for the city of 
Cleveland. A growing city demands a growing street railway 
system. The holding company, having no capital of its own, 
or practically none, cannot build new lines and extensions; 
at three-cent fares it certainly will not be able to build them 
out of earnings. Having nothing to pledge it can not borrow 
capital. There remains the question whether private capital 
will, under such conditions, come to the rescue. With the 
spectacle of one company practically expropriated in favor of 
the mayor's holding company it is plain that private capital 
will not rush into this void. If it comes at all it will undoubt- 
edly demand a new "security franchise" and thus neither 
horn of the dilemma affords much comfort to the citizens. 
The same conditions which control extensions are certain to 
control and to prevent proper improvements. Cleveland's 
street car service is even now hampered by the fact that 
proper rapid transit facilities, commensurate with the size 
and rapid growth of the city, do not exist in its business cen- 
ter. Nothing but such a perennial controversy as has been 
in progress throughout the w 7 hole of Mayor Johnson's admin- 
istration could have prevented the normal development which 
would have given the city a complete system of subway tran- 
sit of modern character long before this. Such a system is. 
in the judgment of experts on municipal transportation, 
much more needed than lower fares, but it will be long de- 
ferred if the "holding company" plan is adopted. 

It is not necessary to go into the question of the quality 
of service likely to be rendered under the proposed condi- 
tions. The peculiar combination of inexperienced operating 
officers, extraordinarily low fares, a system inadequate to the 
city's needs, pressing demands to meet the conditions of a 
lease requiring regular payments of rent and recurrent ex- 
penditures for repairs and renewals, with probable political 
interference at nearly every step, is, of itself, sufficiently 
suggestive in that direction. 

Of the many remaining objections to Mayor Johnson's 
plan the political one is easiest comprehended. This is per- 
haps enhanced by the peculiar conditions prevailing in Cleve- 
land where the very mayor who has produced the un- 
paralleled street railway situation has already announced his 
candidacy for the governorship of Ohio and is a recognized 
aspirant for the presidency of the United States. Such a can- 
didate for high political honors, whose peculiar methods are 
illustrated by a recent convention to which he sent a majority 
of delegates who were on the payroll of the city which he 
controls, is not likely to overlook the advantages to be gained 
by complete domination of the political action' of the two 
thousand voters in the employ of the local street railway sys 
tern. That there can be a holding company which he does 
not completely dominate no one in Cleveland for a moment 
believes. 

"Will the holding company plan be accepted by the people 
of Cleveland? It will be remembered that when Mayor John- 
son tried to get the same plan accepted in Detroit the popular 
sentiment against it was so strong that it compelled a city 
council which had voted in his favor to rescind its action 
within three weeks. And in Detroit both the power of Gov- 
ernor Pingree and the influence of the street railway com- 
pany were united in favor of the "holding company" plan 



January 19. 1907. 



ELECTRIC RAILWAY REVIEW 



67 



Perhaps the latent opposition to such a plan as that advocated 
by Mayor Johnson has in Cleveland remained dormant on 
account of the public opposition to the plan on the part of 
the street railway company, it is not impossible that, it" it 
had been less reluctant to submit to expropriation, the public 
would have been less blind to the evils inherent in the plan 
proposed or would have been more conscious of the need of 
acting in its own protection. If it should now appear that th< 
corporation has been won over tq the "holding company'' plan 
that fact may be the signal for an awakening of public senti- 
ment that will put an end to the scheme at the very moment 
when it appears about to realize victory. 



THE NEW YORK STATE ASSOCIATION MEETING 



RIGHT OF WAY AT INTERSECTING POINTS 



Intersection points on important routes are always dan- 
ger spots in the operation of cars and the prevention of col- 
lisions at crossings and junctions is one of the constant 
anxieties of a division superintendent. Failure of brakes, 
over-speeding, slippery rails, bad weather and other causes 
are often contributory to major or minor collisions, but un- 
certainty as to the right of way is. perhaps, the most im- 
portant of all operating defects bearing upon the danger of 
such accidents. 

ating rules frequently require that cars shall comi 
to a full stop before crossing another line at grade, and a 
red band painted upon the traditional white post in such 

- announc-s to the motorman his arrival within tin- 
danger zone. It seldom makes any serious difference to the 
public upon which side of an intersection a car stops, pro- 

d printed notices of th>- stopping points of Inward 

i ard bound travel are conspicuously displayed. The full- 
rule is doubtless a step in the right direction, though it 
delays traffic somewhat in instances where the tracks can be 
in all directions for several hundred feet on each side of 
the intersection. 

There must be no uncertainty about the right ol way, 
whether the cars stop before 'he intersection or pass over 
it at greatly reduced speed. The exact right of way to be 
given depends upon the practice of the operating company; 
but In general, United States mail cars should take prece- 
: all other rolling stock, and traffic bound inward 
toward tbi should be regarded superior to 

outward travel. A foreign car operating upon a local system 
as part of a through interurban route should be given a clear 
headway whenever possible, for then- is nothing more an- 
noyir through passenger than to finish the last guar 

journey by traveling at B snail's pace behind 
low-i obstructive car of the local lines; In fait, ii 

is a question If a through car should be obliged to stop and 

ir the end ol 'he run if It has a 
followed 

The approach of tl Junction point I" 

which both take a common route must result in an arbiti 

f the right of w most <! 

but in certain cases arhi 

hard and will ha laid down f..- 

parti' point The main 

' ■ I 

hi of the 

a .ii' ' n. ■•• 
nali »ol\e 

and ' 



It is seldom that a technical publication has the oppor 
tunity to furnish a report of the proceedings of so satis 
factory a meeting as that which occupies so large a portion 
of the present issue. The quarterly conference, as the presi- 
dent named it. of the Street Railway Association of the Stat. 
Of Xew York was distinctly a satisfactory and InstrUi 
one. 

The order of the day was business from the start and the 
president, almost in the same breath in which he announced 
the meeting open, also announced the first subject under dis 
cussion. From this point the discussion proceeded without 
a break through two extended sessions. The general subject 
for consideration at the meeting was "Track and Roadway. " 
and a part of the successful result reached by the discussion 
was due to the logical arrangement under which the general 
subject was subdivided, and to the care with which each of 
the several papers had been prepared. As a whole the pro 
ceedings form rather complete specifications for the cons 
lion of electric railway roadway and track, especially in 
paved streets, and In addition some valuable information was 
given as to line construction. 

Under the first subhead. "Track Construction in Paved 
three papers were presented. The first re 
more especially to the track foundation, the second to 
and rail supports and the third to methods of connection be- 
tween ties and between ties and rails. In this connection 
it was especially Interesting to note the conspicuous pari 
which concrete is beginning to play in the construction of 
I railway foundations. Though the subject was dis- 
cussed by a number of members, there was but one dis 
Ing voice to the proposition thai the besl foundation for I 

in paved streets is a layer Of from ten to twelve inches ol 
concrete under the base of the rail, in which the ties, whi 
of steel or wood, were fully embedded. Decided preference 
ed to be given to the use of Bteel ties: in facl the authors 
of two of the papers defined the best track construction for 
paved st t ■ i ties embedded in and with 

from four to six inches of concn te undi r the ties and filling 
the spates between the ties up to the level of the base of the 

rail. The diBCUSSlOD Of litis Subject was sufficient!} full and 

general to make the results of decided value to tl le 

railway engineer under the varying conditions met In dl 
ent sections. 

worthy of note thai the advantages ol a well-tied 

in distinction from one in which the rails rate 

ly braced, was well brought out, and tins feature apparently 

ounl of which the 
meeting With so much favor. 
Probably the most generally Interesting feature ,,r the 
proceedin on Standard Rail Bectlon 

m connection with the dlscu 

which it called forth. The author of this paper had D 

i' the pi i opinions pn 

ing In many places and the unanimity with which the 

ed In comparison with the girder rail for pa 

of the municipal authority b, wl 

the , the papt 

all Hi. mo 

ibat he wai confronted with the 

• of putting in a - imii be wai eon 

lUld be III 

Of lb- municipal .| opinion In 

out to the 
with 

• lie III I' 



68 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 3. 



objection apparently narrowed itself down to a question of 
proper paving in connection with whatever rail was used, 
the objection to the Trail b> ilng that the paving stone was 
liable to be irregularly worn next the gauge-line of the rail, 
making necessary frequent repairs to the pavement. The 
principal arguments in favor of the T-rail were well sum- 
marized in the report referred to, and may be briefly men- 
tioned as follows: That with the T-rail the load is taken 
over the center; that with proper paving there is unlimited 
flange-way; the section permits of the use of a long angle 
bar, requiring less repair at joints; the rails are less noisy 
and stay where they are put; they are more substantial in 
every way and the cost is less, an equality of cost being 
established between a 90-pound T-rail and a 70-pound girder. 

The discussion upon rail joints established the fact that 
there were advocates of various methods of welding and of 
the mechanical joint. A new form of joint, which is a com- 
bination of the mechanical and welded, was described, which 
seemed likely to meet with considerable favor. One paper 
described in detail the process of thermit welding and an- 
other gave an interesting tabulation of costs of electric weld- 
ing. Some minor objections were stated with reference to 
each of these two methods of forming a joint. A new form 
of joint described as in recent use in Cleveland, is a combi- 
nation of an angle-bar connection, forming the joint mechan- 
ically, and a welded section upon the base of the rail to form 
the electrical connection. The description of the operation 
of forming this joint and a statement of the items of cost 
were listened to with interested attention and various ex- 
pressions of approval were given. 

A discussion upon "Derailing Devices" gave emphasis to 
a thought which was brought out in connection with the pre- 
ceding quarterly meeting of this same association, namely, 
the desirability of close co-operation between the railway as- 
sociation and the Board of Railroad Commissioners of the 
state. At the preceding meeting two questions which were 
debated by the New York State association were taken up 
at the request of the railroad commissioners. The matter of 
derailing devices was considered at this meeting at the re- 
quest of the same authority and while the discussion did not 
go far toward the establishment of any new practice or deter- 
mination of the efficiency of previous practice, yet one new 
plan of derailing switch and method of operation was brought 
forward for consideration. 

Under the head of "Rail Bonds," a brief discussion took 
place as to the relative merits of the various types of bond 
upon the market, but this seemed to resolve itself into a 
matter of personal preference, and little data of determina- 
tive value was produced. 

The only part of the programme relating to other parts 
of railway plant than that of roadway and track was com- 
prised under the general head of "Overhead Lines." One 
member who was expected to produce a paper on "Center- 
Pole Construction," explained his delinquency from, the fact 
that in going thoughtfully into the subject he had been un- 
able to find any arguments in favor of that type of construc- 
tion, but much in favor of span construction. His chief ob- 
jections to center-pole construction were in the matter of 
supporting the trolley wire with a bracket arm, which made 
one point of the trolley wire fixed in comparison with the 
flexibility of the rest of the wire. This was said to be a 
frequent cause of the -jumping of the trolley wheel. The use 
of center-pole requires a greater distance from center to cen- 
ter of tracks, causing an added expense in ballasting and 
maintenance. While span construction costs more per mile 
than center-pole work, it was argued that taking into con- 
sideration grading and ballasting, the balance would be in 
favor of span construction. 

The growing use of the catenary form of construction 
gives great interest to the paper upon this subject, in which 
a large number of forms of suspension were described in de- 



tail. While this method of suspending the trolley wire has 
been considered especially adapted to the center-pole con- 
struction, there appears to be no reason why it cannot be 
used equally well with span construction; in fact the author 
of the paper pointed out that the only feature to which it 
would be necessary to give attention was the fact that owing 
to the additional weight of the messenger wire to be carried 
it was advisable to allow a little more dip between the point 
of support on the cross suspension and the connection be- 
tween the messenger wire, than in the ordinary form of cross 
suspension. This construction is in use, and it is authori- 
tatively stated that the results are entirely saisfactory. 

As before stated, the two sessions were devoted entirely 
to the discussion of the subjects mentioned. One of the ad- 
vantages of a small association was thus indirectly called 
to mind. The small association is able to perform its func- 
tions with less machinery than seems essential to the opera- 
tion of a much larger body. The Street Railway Association 
of the State of New York is an excellent example of the 
amount of work that may be accomplished in a single day, 
if no time is lost in getting about it. 



THE RELIABILITY OF TROLLEY SERVICE. 



No better demonstration of the reliability of electric 
railway service is needed than that given during the past 
few weeks by the lines in the vicinity of Boston as contrasted 
with the service of the competitive steam railroads in the 
same territory. It has for some time been apparent that 
the schedules of both local and through trains entering the 
great terminal stations of Boston have become far too un- 
certain for the satisfaction of the general traveling public. 
Delays ranging from only a few minutes in the case of local 
trains with short runs, to several hours in the case of many 
through expresses have become so frequent that the Massa- 
chusetts railroad commission has issued an order requiring 
all delays above 10 minutes in the case of through trains to 
be reported for subsequent explanation throughout a period 
of 30 days. 

Whatever may be the causes of these lapses from sched- 
ule, carrying with them as they do enormous waste of pro- 
ductive time, it is most gratifying to the electric railway 
operator that few complaints of the lack of punctuality of 
trolley lines in the territory have been voiced by the public. 
Suburban residents boarding outward-bound cars have been 
sure of getting home at the usual hour, and inward-bound 
passengers have not been obliged to figure from 50 to 150 
per cent extra running time in making business engagements. 
On some lines there have been annoying equipment break- 
downs in the rush hours, but in proportion to the traffic han- 
dled there has been little trouble. 

The modern large steam railroad terminal with its half- 
dozen or so miles of track under a single roof and its intri- 
cate interlocking slip switches, becomes an easy prey to a 
snowstorm which would be regarded as far from serious by 
a trolley manager. The upsetting of a few train schedules 
in the busy hours is liable to paralyze the entire traffic of 
a terminal costing a score of million dollars. Highly organ- 
ized as such a machine is, it is extremely sensitive to de- 
rangement and it often happens that a freight wreck in 
Michigan or Indiana cumulatively delays the movement of 
suburban trains at Boston 24 hours later by causing some 
fast through express to fall far behind its timetable at its 
destination. The smoke and steam emitted by the present 
type of locomotive, difficulties in firing boilers in zero 
weather, unprecedented volumes of traffic and other causes 
contribute to the steam railroad situation, but whether the 
ensuing delays are justified or not, the fact remains that 
the electric lines are reaping the benefit of their greater relia- 
bility and are making the most of a welcome class of 
business. 



January 19, 1907. 



ELECTRIC RAILWAY REVIEW 



B9 



NEW 



SUBSTATIONS OF THE METROPOLITAN 
SIDE ELEVATED RAILWAY COMPANY. 



WEST 



The Metropolitan West Si.le Elevated Railway Company 
of Chicago has -recently put into operation two rotary- 
converter substations of interesting design. This company 



IF 



«d 



m 



- 









8 




■ ■ 




■ 




1 






































* 


























1 



Metropolitan Elevated 



Railway — Floor 
Substation 



Plan Forty-Sixth Avenue 



52 miles of elevated track consisting of a four-track 

ture from the connection with the Onion elevated loop 

in the business district to Marshficld avenue, at which point 

- Into three double-track 111 eling 



supplied as direct current through the third rail and auxiliary 
feeders from a generating station between Loomis street and 
Throop street. This power house is located well downtown and 
as the lines have been built toward the west the feeders have 
been extended and enlarged until they have about reached 
the economical point for distribution with liOO-volt current. 
While it might have been possible to increase the capacity 
of the generating station by the addition of a turbo-driven 
alternator, the physical conditions, with the power plant lo- 
cated as it is between two double-track elevated structures in 
s thickly built district, combined with the limited floor space 




Metropolitan Elevated Railway Map Showing Location of 
Generating Stations and Substations. 

and the difficulties incident to condensation and fuel supply, 
seemed to make it more advisable to obtain additional power 
from another source. When the amount of capital necessary 
to increase the capacity of this station, and its limiting fea- 
tures was compared with the cost of building rotary-con v 
substations and purchasing power, it was found that the sub- 
stations had a favorable balance. By locating such sub- 
stations at outlying points the investment for cables to carry 
both alternating and direct current, which would have been 
necessary with an Increi paclty in this company's gen- 

erating station, was not required. The present condll 
warranted the building and equipping of two rotary-converter 
substations, one on the Garfield Park branch at Forty-Sixth 
avenue and the oilier near Robey street at the junction of 
the Humboldt Park and Logan Square branches, both sub 
stations to be operated with purchased power, \t each of 









■ 

— -j ! L— 



















1 








' - - - 




Metropolitan Elevated Railway— Floor Plan Robey Street Subttatlon. 



■ 

hi be 
been 



70 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 3. 



ited the structures so that they are Interesting In detail and 
will be described separately. 

Robey Street Building. 

The floor plan of the Robe; street rotary-converter and 
battery station is shown in one of the accompanying illustra- 
tions. As the storage battery building and its equipment 
were already in operation at the time of planning for the 
rotary-converter equipment it was advisable to utilize for the 
substation the limited available real estate adjoining the bat- 
tery room. The problem before the designers consisted of 
getting into this restricted space the largest capacity of ap- 
paratus possible. It should also be noted that this substation 
is directly under the elevated track-structure, making avail- 
able a head room of only 12 feet. How well this problem has 
been solved is answered by the statement that this substation 
with a normal machine capacity of 4,500 kw. occupies a floor 
space of but 2,032 square feet, this area including a boiler 
room, coal bunker and toilet rooms. The unit capacity is 
2.21 kw. per square foot of floor area. 

This substation building at Robey street is of fireproof 



nue substation there is floor space available for the addition 
of another unit with its transformers and switch apparatus. 
The rotary converters are wound for 25-cycle, 380-volt alter- 
nating current and 600-volt direct current, and operate at 
250 revolutions per minute. The limited head room of 12 
feet at the Robey street substation necessitated placing the 
rotary converters with their bed plates depressed so the top 
is only two inches above the floor level. 

Each rotary converter is supplied with alternating cur- 
rent from three 550-kw., oil-insulated self-cooling trans- 
formers which have a ratio of 9,000 to 380 volts. The trans- 
formers are supported on I-beams so that there is a free cir- 
culation of air on all six sides of the cases. At the Robey 
street substation it was necessary to place the transformers 
at a lower level than the machine floor in order to provide 
head room for removing the cores, but at the Forty-sixth ave- 
nue substation the transformer cases rest on beams inter- 
connected with the machine-floor structure. Here the high- 
tension gallery is directly above the transformers with a floor 
having heavy I-beams so placed as to make them available 




Metropolitan Elevated Railway — Interior Forty-Sixth Avenue Substation. 



construction with concrete foundations and roof, brick walls 
and steel window frames with wired glass. 
Forty-Sixth Avenue Building. 

Like the situation at the Robey street station the ground 
area at the Forty-sixth avenue location was also limited. The 
size of this building was determined by a battery house on 
one side, a car storage yard on another, the Garfield Park 
main-line elevated structure on the third side and the street 
line on the fourth. As will be noted from the illustrations, 
the arrangement of this substation conforms more to stand- 
ard practice than that of the Robey street station. 

The Forty-sixth avenue substation building is 39 feet 
wide by 66 feet long and of rectangular shape joining at one 
end with the storage battery room. The building is of neat 
design and of the fireproof type with concrete floors, brick 
walls and cement tile roof supported by steel trusses. 
Rotary and Transformer Equipment. 

Each substation has two 1.500-kw. capacity compound- 
wound Westinghouse rotary converters with mechanical os- 
cillators and speed-limiting devices. In the Forty-sixth ave- 



for supporting the tackle used when cores are to be lifted. 
It will be noted that at this station the switchboard is set at 
a sufficient distance from the transformers to allow cores to 
be handled between it and the transformer cases. 

Storage Battery Equipment. 

The storage battery equipment at the Robey street sub- 
station comprises 295 cells with 49 type-R elements each. 
This battery has a one-hour rate of 2,880 amperes. 

The battery at the Forty-sixth avenue station consists of 
296 cells of 49 type-G elements each and has a one-hour dis- 
charge rate of 1,920 amperes. Both batteries were furnished 
some few years ago by the Electric Storage Battery Company 
of Philadelphia. 

Switchboards. 

The switchboards for the two stations are alike except 

that one is assembled righthand and the other lefthand. Each 

board comprises the following panels with their complements 

of instruments: 

Two high-tension panels with oil-switch levers, and three- 
phase integrating; wattmeter on entering lines. 

Two alternating-current rotary-converter panels, each having 



January 19. 1907 



ELECTRIC RAILWAY REVIEW 



71 



three single-pole switches, one for each phase, one three-pole 
single-throw starting-motor switch, one two-pole single-throw 
synchroniing-rheostat switch, an alternating-current animete- 

for measuring the input to each rotary and a power-factor meter. 
Two direct-current rotary-converter panels each with a pos- 
itive and a negative main switch, integrating direct-current watt- 



0000 conductors insulated with paper. It is interesting to 
note that the two cables to each substation are laid in sep- 
arate duct systems following different routes between the 
power house and substation so far as was practicable. 




Metropolitan Elevated Railway— Exterior Robey Street Substation Showing Elevated Structure Above. 



.in amemter. 3.000-ampere circuit-breaker, rheostat ban- 
voltmeter plug. 
Battery regulating panel with a carbon regulator oi 
fr'jm the main bus. 

standard feeder panels, each with a circuit-breaker, am- 
-throw switch. 
Three .r controlling the battery booster, motor and 

: sets. 

Arrangement of Circuits. 

Each station is supplier] with 9. -volt. L'.Veyclp alt. -mat- 



As the cables enter the substation they end in terminal 
bells and each conductor has a disconnecting knife switch 
From the knife switches the conductors are led to non- 
automatic oil switches in series with automatic overload-trip 
oil switches. Between these two oil switches, which aj 
flexibility of operation in case of feeder cable troubles, there 
is a set of disconnecting knife switches. From the auto- 




Metropolitan Elevated Ft < 

h two Inderx ndenl nigh I : rom 

-non of Hi.- Commonwealth I 

n lie- oil,. ml i 

■ if the ll 



in. .He oil switch ih' high-tension con 

io the pi iiii.ii v i.-i in in. i 

i hi eni of the automatic md 

vuii i ductoi ■ Is such thai bol 



72 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 3. 



either one of the rotaries may be operated from either in- 
coming high-tension line. Under normal operating conditions 
one rotary is operated from each line with the tie switches 
open so that if the high-tension supply is interrupted on 
either line but one rotary will be affected. 

From the low-tension side of the transformers the alter- 
nating current is taken direct to the rotary -converter panels 
on the switchboard so that each phase may be connected 
through the medium of the single-pole switches to the three- 
slip rings of the rotaries. 

The rotary converters are started by separate motors 
mounted on the same shaft as the rotary converter arma- 
tures. The current supply for these motors is taken from 
the low-tension side of the transformers at the machine pan- 
els of the switchboard. 

From the brushes on the direct-current side of the rotary 
both the positive and negative conductors are taken to the 
switchboard through the switches and direct-current instru- 
ments to the buses from which the feeders leading to the 
third rail through the feeder panels and ground return cables 
are connected. 

Results of Operation. 

With the combination of instruments as used in these 
substations the total alternating-current input and the total 
direct-current output are measured direct, their ratio giving 
the station efficiency. By comparison with the measure- 
ments taken at the generating station it is possible to get a 
definite idea as to the line loss. 

The contract under which the Metropolitan company 
buys its current at present, provides for a maximum of 4,000 
kw. and as the railway company can utilize the total output 
of the substations to a good advantage it is interesting to 
note how high the load factor has been maintained. During 
the first month of operation this factor was 76 per cent and 
for the month of December, the second month of operation, 
the load factor was increased to S5 per cent and it is antici- 
pated that this figure can be maintained. This unusually 
high load factor is made possible by the use of the storage 
batteries which are charged during the light midday loads 
and at night, and discharged at periods of heavy load to cuts 
down the peaks. 

Since the new substations have been in operation it has 
also frequently been found possible to operate the entire 
elevated system of the Metropolitan company from 9 p. m. to 
5 a. m. from the substations permitting the power house to 
shut down for convenience in making repairs, and overhaul- 
ing equipment. 

The construction of these interesting substations and the 
operation and maintenance of the motive power and way of 
the Metropolitan West Side Elevated Railway Company are 
in charge of Mr. B. H. Glover to whom thanks are due for 
the information contained in this description. Acknowledge- 
ment is also made to the Commonwealth Electric Company 
for interior views of the substations. 



CENTRALIZATION AT NASHVILLE. 



The production of pig iron and steel throughout the 
world last year is estimated at 60,524,505 tons, as compared 
with 40,543,000 tons in 1900, showing a probable increase in 
five years of no less than 19,981,505 tons. The output 
in the United States is set down at 25,602,000 tons; that 
of Germany, at 12,273,935 tons; that of the United King- 
dom at 10,105,000 tons; that of France, at 3,873,504 tons; 
that of Russia, at 3,000,000 tons; that of Austria and Hun- 
gary, at 2,000,000 tons, and that of Belgium at 1,44S,065 
tons. The figures are necessarily only approximate; but they 
exhibit an astonishing advance in production during the 
last six years, the increase of the seven principal metal- 
lurgical countries being as follows: — United States, 11.813,000 
tons; Germany, 3,778,936 tons; United Kingdom, 1,197,000 
tons; France, 1,174,504 tons; Russia, 125,000 tons; Austria 
and Hungary, 460,000 tons, and Belgium, 430,065 tons. 



It has long been agreed that an ideal condition for city 
street railway operation would obtain were it possible to 
locate the power house and car barns at a point not far 
distant from the traffic center, and yet few instances can 
be cited where this has actually been accomplished. The 
traffic center is usually near the heart of a city where the 
property has a value for commercial purposes that makes it 
almost prohibitive for street railway buildings. There usually 
is also a public sentiment that prevents the locating of car 
houses, shops and power plants in or near shopping and the 
business districts. 

One of the exceptions that can be cited is Nashville, 
Tenn., where the Nashville Railway & Light Company has 
approached the ideal condition to a remarkable degree. This 
company's transfer station, from which all cars are started 
on their runs and at which point about 99 per cent of all 
transfers of passengers are made is located near Deadrick 
street and occupies the entire block between Third and 
Fourth avenues — less than two squares from the business 
district and just opposite the public square. One square to 
the north of the station are the car houses and shops, and 
two squares to the east is the power house. 

The money saved annually by this comparatively unique 
situation cannot readily be estimated in dollars and cents, 
but from the fact that cars are never required to dead-head 
more than one square before taking their regular schedule, 
it will be seen that the dead mileage, and the cost of getting 
the car from the barn to the center of traffic is reduced to a 
minimum. The advantages of having the power house located 
at the point from which the peak load is drawn is also 
apparent. 

During the past year the Nashville Railway & Light 
Company has expended nearly $2,000,000 in new work. This 
includes the construction of a new car house, repair, paint 
and carpenter shops — at a cost of about $250,000 — the re- 
modeling and enlarging of the power station and rebuilding 
the tracks outside of the paved district of the city. During 
the present year the tracks in the down-town district will 
be relaid with 7 or 9-inch rail. 

The Nashville Railway & Light Company is one of the 
properties of Isadore Newman & Son's of New York, and 
though it is operated entirely distinct from the affiliated 
companies it is closely allied with them. 

The affiliated companies are the Knoxville Railway & 
Light Company, Birmingham Railway Light & Power Com- 
pany, Little Rock Railway & Electric Company, Memphis 
Street Railway Company and the Houston Electric Light & 
Power Company. The financial interests of these companies 
maintain a consulting, auditing and operating department 
for railways, the duties of the superintendents of which 
are to visit the various properties and by co-operation with 
the heads of the local departments aid in solving the intri- 
cate problems with a view toward the possible reduction 
of maintenance and operation ■ expense, increasing of the 
revenues and providing better service for the public. Mr. 
Hugh M. Beugler, formerly associated with the Elmira (N. 
Y.) Water Light & Railroad Company, is advisory super- 
intendent of the railway operating department of the New- 
man interests; Messrs. Ford. Bacon & Davis are the com- 
pany's engineers and have charge of all improvements. 

The officials of the Nashville Railway & Light Company 
are: Percy Warner, president; J. H. Fall, vice-president; 
H. C. Walters, secretary and treasurer; H. A. Davis, super- 
intendent of railway, and J. P. W. Brown, superintendent 
of lighting. 



On account of the shortage of fuel in the northwest, 
Manager W. S. Dimmock of the Tacoma Railway & Power 
Company has given orders to the trainmen that all construc- 
tion, freight and passenger business for a limited time be 
made secondary to the handling of cars carrying fire-wood. 



January 19, 1907. 



ELECTRIC RAILWAY REVIEW 



73 



NEW YORK STREET RAILWAY ASSOCIATION. 



The quarterly meeting of the Street Railway Association 
of the State of New York was held on January 11 at the Hotel 
Iroquois, Buffalo. The register, which was circulated in lieu 
of roll-call, showed 51 in attendance as follows: 

Those Present. 

LeGrand Brown, consulting engineer, Rochester. 

W U. \Y. Griffin, superintendent, Rochester & Eastern Rapid 
Railway. Canandaigua. 

R. P. Stevens, general superintendent. Auburn & Syracuse 
Electric Railway. Auburn. 

I. E. Matthews, chief engineer. Rochester Railway Company. 
Rochester. 

'' B. Fairchild. Jr., Electric Traction Weekly. Cleveland. O. 

E. P. Roundey, engineer maintenance of way. Syracuse Rapid 
Transit Company. Syracuse. 

Charles H. Clark, enginer maintenance "f way. Cleveland 
Electric Railway Company, Cleveland, O. 

M. J. French, engineer maintenance of way. n iwk 

Valley Railway Company, 1'iica. 

F. A. Bagg. chief engineer. Fonda Johnstown & Glovers-viHe 
Railroad Company. Gloversvllle. 

Francis W. Lane, E Uway Review, New York City. 

T. \V. WilS'.: manager. International Railway Com- 

pany. Buffalo. 

il. Stanley, general manager, Public Service Corpora- 
tion of New Jersey. Newark, N. J 

Charles L. Wilson, traffic manager, Toronto & York Radial 
Railway Company. Toronto, Canada. 

J S. McKechnie. chief engineer. Toronto & York Radial Rail- 
way Company. Toronto, Cani 

John E. Duffy. Buperintendi use Rapid Transit B 

way Company. Syracuse. 

E. T. Peck, general manager. Schenectady Railway Company. 
8cbenectady. 

Andrew J. Farrell. claim agent. International Railway Com- 
pany. Buffalo. 

F. E. Hawkins, president and treasurer. Ogdensburg Street 
Railway, Ogdensburg. 

A. R. Meyers, electrical engineer. Buffalo & Lake Erie Trac- 
tion Company, Buffalo. 

F. D. Jackson, superintendent of track. International Railway 
Company. Buffalo. 

H. I.. Mack, superintendent of line. International Railway 
Company, Buffalo. 

•rge C. Graham, sup irintendent of car equipment. Inter- 
national Railway Company, Buffalo 

W. W Myers, paving Inspector. International Railway Com- 
pany. Buffalo. 

F Symons. Peekskill Lighting & Railroad Company. Peeks- 
kill. 

St'j r, vice-president and general manager. Peekskill 

Lighting A- Railroad Company. Peekskill. 

J. I. Holmes, roe Rochester & Eastern Rapid i: 

way ' :i<l;iigua. 

W. y. liurk't superintendent of line. Rochester & Eastern 
Rapid Railway Com pan] Llgna. 

B. V Bn iy and treasurer. American Street & 
Intern • 

B. Wilbur, i Syracuse Rapid Transit Company. 

Syracuse 

K Watklns. D Lima & Honcoye Falls Railroad 

■iy. Lima 
B I. Co division superintendent. International Railv. 
Corr, ; 

i of transportation. International 
Rai; Buffalo. 

Wn , Co., 

New '> 

Co., 

■ .nil Railway Com- 
pany. Bufl 

'if. master 
1 

I ■ 
Rallw 

I Ni ••% I 
K 
my. Kingston. 

way ■ 

■ 

■ .1 . 
Illi 
II i pi,l 









I". N 
pony 

i: ii 



R. J. Garvin, superintendent of buildings, International Rail- 
way Company, Buffalo. 

George Chambers, tax agent. International Railway Company, 
BufTalo. 

H. J. Pierce, president. International Railway Company, Buf- 
falo. 

President J. X. Shannahan. of Gloversvllle, called the 
meeting to order and announced that at this quarterly con- 
ference, the executive committee had determined to devote 
the entire meeting to a discussion of "Track, Koadway and 
Overhead Lines," and the meeting proceeded immediately to 
tho reading of the papers and their discussion. 

Track Construction in Paved Streets. 

The first paper was on "Track Construction in Paved 
Streets," by I. E. Matthews, chid' engineer maintenance of 
way. Rochester Railway Company, which appears else- 
where. 

In connection with this paper was taken up that by F. 
D. Jackson, superintendent of track, International Traction 
Company, Buffalo, on "Concrete Stringers and Concrete 
Stringers with Ties and Steel Ties" and also one entitled 
"Tie Plates, Braced Tie Plates and Tie Rods." by E. P. 
Roundey, superintendent of tracks, Syracuse Rapid Transit 
Company. (The latter paper was published in the Electric 
Railway Review of January 12 and the former appears 
elsewhere.) 

Mr. P. A. Bagg (Fonda, Johnstown & Gloversville) asked 
Mr. Matthews If his estimate of cost included the cos! of the 

paving, to which Mr. Matthews replied that in each case nil 
the figures he gave included not only the cost of the track, 
but the cost of the paving itself. In Rochester roads are 
required to maintain the pavement between the tracks and 
two feet outside of the track. About $2.75 or $2.80 was 
paid for block stone. 

Mr. LeGrand Brown i Rochester) asked Mr. Matthews if 
on the track laid where every third steel tie was carried 
across, it helped to maintain the hack. At that time the 
track was laid with llA-inch, old Johnson section-B rail, in- 
verted and clasped with clips, every third one running across. 
Mr. Matthews said that that track was ;. tactically as 
good today as when it was laid, that is, in brick pavement. 
The track deteriorated next to the rail to some extent, due 
in heavj wagon traffic, bul the track Itself is in perfect 
condition. 

Mr. M. J. French (Utica & Mohawk Valley) asked both 
Mr. Matthews and Mr. Jackson their opinion as to the relative 
noisiness of the concrete construction and the old construc- 
ts which the broken stone was used underneath and the 
r paving ahove that, as compared with the construction 
in which the steel ties and entire concrete construction Is 
used, lie found thai was a great argument agalnsi the con 
crete construction. Mr. Matthews thought there would be 
possibly a little more rumbiiim. but did no! think the con- 
crete construction with Bteel ties vei lonable on ac- 
count ni the noise. 

Mi i: P. Roundey (Syracuse Rapid Transit) asked Mr. 
Matthewi what was the object ol ooved 

rail in paved I da replied that the 

authorities in Rochester would not sjlon the at I ■ n 

Inlet rati, •. .melt girder rail He thought the 

full grooved rail made a better looking pavement, and 

siiiiy a betted track In semi- n m groovei would 

in account of filling up with dirt in 

n Intel and rlth Ice and anon The Trilbj 

action la objectionable In thai respect, bul 
new made which have a wider i ra and which seem i" 

inry. 
Mr diaries ii ciark (Cleveland Blectrti 
< inbls with Kiiiiui ban i 
ni. \ii Matthewi replied thai bli auburban • u did 
mil bave Ud not b i 

trouble Mr Clark explained thai In Cleveland, on I 



74 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 3. 



avenue, where the Lake Shore electric conies in, they had 
ihf Trilby rail and had had a great deal of complaint from 
the Lake Shore people on account of flanges breaking, the 
inside of the flange of the wheels rubbing against the in- 
side of the flange of t lie Trilby rail and this, of course, had a 
tendency to press the wheels outward on the bottom, break- 
ing the flanges. They wanted all the rails ground, so as to 
reduce the flange, but it was concluded to widen the gauge 
on account of their heavy flanges. 

Mr. \V. R. W. Griffin I Rochester & Eastern) said that 
the Rochester & Eastern came in over the Rochester Rail- 
way track, and a portion of the Trilby rails happened to be 
very narrow, made for a %-inch flange, and the trouble 
found was with the inside gauge. They had to set out the 
wheels somewhat more than % inch and regauge the track 
to overcome the difficulty. The first cars which came in on 
these tracks used cast wheels, and the tracks broke the 
flanges very badly, but alter it was recognized that the in- 
side gauge had to be widened out. and after steel wheels 
were put on there was no trouble. 

Referring to the matter of noise Mr. F. D. Jackson (In- 
ternational Railway) said that there might be more 
noise on solid concrete construction, because it is more 
rigid, but it would depend on conditions. For instance, on 
a wet day. or on a day when the rail was perfectly clean, the 
rumbling noise was not any more than with the other style 
of construction, but that on a dry day, when sand gets on 
the rail, it would naturally make more rumbling because 
is less yield to the substructure. 

Mr. Charles L. Wilson (Toronto & York Radial) asked 
if any of the members had any experience in using sand 
or coarse gravel in making up the mixture for concrete, in- 
stead of broken stone. Broken stone was becoming more 
and more difficult to get. He had had several pieces of 
track put down in which coarse gravel was used in place 
of broken stone, and had had very good results. Mr. C. H. 
Clark referred to the Herkimer bridge, at Utica, and said 
the concrete mixture used in that construction was made 

ravel, no broken stone being used. Mr. LeGrand Brown 
had put in a large quantity of gravel in some paving work 
which he did in Canada, and his opinion was that it made 
better concrete than the ordinary broken stone. Mr. Clark 
added that it was important that concrete should be mixed 
accurately. He used a 3-foot cubical box and filled it level 
full with gravel. Water was ;>oured into it until the box 
was filled with the water and gravel. The amount of water 
placed in the box gave the amount of the voids in the 
gravel. In that way the quality of the concrete could be de- 
termined exactly. He believed the best concrete was ob- 
tained by making it out of gravel, but there must be no 

-work in the mixing of the concrete. On the Herkimer 
bridge the proportions were 1 — 2M> — 5%. 

Mr. Roundey said he took gravel just as it came from 

the bed, and considered that he got a better job of con- 

than city contractors who use crushed stone and sand. 

The proportions were about 1 — 3 — 7, mixed in a box without a 

bottom. 

Mr. M. J. French said that in 1S94 he laid some gravel 
concrete, mixing it in proportion of 1 of cement to 10 of 
gravel. A raving contractor had occasion afterward to 
dig across one of the trenches in which the concrete had 
been used, and he said it was the toughest concrete he ever 
struck. There was no doubt in his mind but that the ideal 
concrete material is composed of all sizes of stone, the 
smaller sizes of stone filling the voids of the other, and in 
using gravel one was more likely to get the voids filled. The 
concrete composed simply of sand and 2-inch stone was apt 
to be a rather poor concrete. 

Mr. B. Penoyer (Schenectady Railway) said he used 
crushed stone, measured the proportions in a box and used 
1 — 2 — G. He said concrete stood much better than the con- 



crete as put in by the city, in the paving alongside the track. 

Mr. F. A. Bagg (Fonda Johnstown & Gloversville i re- 
telling to Mr. Jackson's paper said it seemed to him 
thai the s.teel ties placed 10 feet apart had not a 
very important part to play in the track construction after 
the concrete had set and asked if an ordinary yel- 
low pin., tie would not answer just as well as a steel tie. As- 
suming that the concrete was set and the work all 
done, if the steel ti, were eliminated, he asked if the 
track would not stand almost as well. To which Mr. 
Jackson replied that it might stand almost as well, but the 
tie plays the part of holding the gauge while the construc- 
tion is going on, and also after. The concrete is brought 
only up to the tread. If the concrete should break, on ac- 
count of the pounding of the cars over it. the tie acted to 
hold the track in place. With a Carnegie steel tie he 
thought there was better holding power, because of the hold- 
ing power of the cement against the web and also under- 
neath the top flange. If the concrete should settle, or the 
bottom should settle underneath the concrete, between the 
;ies. then the ties would act as a support in that particular 
case. 

.Mr. T. W. Wilson (International Railway) said that 
there was one point which Mr. Jackson did not bring out 
clearly, and that was that the concrete extends under the 
steel tie. so that the tie itself is supported by 6 inches of 
concrete. As for the use of wooden ties, the life of wooden 
ties is from 8 to 10 years, or possibly 12 years, and it is 
figured that the tracks should last at least 15 years, 
and it seemed to be poor economy to put a wooden tie in 
permanent construction of that sort. He believed tracks 
could be relaid after the rail is worn out. simply by taking 
out the stone, removing the rail, and replacing a new rail 
on the steel ties, without removing the base of the track. 

Mr. C. H. Clark said he was using Carnegie steel ties 
in Cleveland, laid on 5-foot centers. He put 6 inches of con- 
crete between the^ tracks and 4 inches under the Carnegie 
steel tie. which gave 10 inches of concrete and tie-rods 
every 5 feet. 

Mr. French asked .Mr. Jackson whether they had any 
occasion to take up any of the rails over the steel ties, and 
whether there was difficulty in replacing any given portion 
of the track, as far as gauge is concerned, i. e., the clips 
holding it to gauge: whether there was any wear that would 
make a loose gauge. Mr. Jackson said he had only just 
started the construction this year, but saw no reason why 
there should be any trouble at all. because it would only 
require a bolt to be used or different clips to be used in 
special places. 

Mr. M. J. French, in answer to Mr. Bagg's question, 
stated that in Utica he had used a few Carnegie steel ties 
during the past year, and instead of stopping the concrete 
at the bottom of the rail, had brought it up 2 inches over 
the base of the rail, and in that way they got the whole 
steel structure bound into the concrete, so that there was 
no liability of a movement of the rail. They had to be care- 
ful in tamping the concrete thoroughly under the rail on 
account of the natural shrinkage of the concrete as it dried 
out. 

Mr. Clark said that could not be done with block stone 
pavement : it might be done with brick pavement, or with 
7-inch block, no cushion. Mr. Roundey said that in Syra- 
cuse, where the concrete came 4 inches above the top of 
the tie, it would not hold the rails to gauge. It might be 
due to the concrete. He knew the concrete was not good; 
it was put in ten years ago; and he thought it was natural 
cement. He did not think concrete was of much use in 
holding a track to gauge; it might support it. Mr. French's 
idea was not to use the concrete to hold the track to gauge, 
but to prevent vertical motion. He would not lay a track 
without tie-rods in it. with the present type of car. Mr. T. 



January 19, 1907. 



ELECTRIC RAILWAY REVIEW 



W. Wilson said in connection With Mr. Clark's statement, 

that was one of the criticisms which has been made on 

tracks in Buffalo, and it was a question in his mind whether 

they should not increase the number of steel ties and put 

them ."> feet apart instead of 10 feet, and also put the tie-rods 

• i apart. On the steel tie question he expressed the 

■ •pinion that a steei tie 4 inches deep was sufficient for street 

railway work, this year the Carnegie Steel Company, at his 

•stion, rolled a steel tie 4 inches deep, and 41 cents 

cheaper than the 6-inch. As to concrete, either gravel or 

was all right. There were two thinus to be 

considered in connection with concrete: first, the cement, and 

second, the method of mixing. The cement should be good 

standard Portland cement. 

Mr LeGrand Brown said thai the track put down in 
in Rochester, was all 4%-inch steel ties made of old 
rail. 

Mr. 1. E. Matthews (Rochester) asked Mr. Jackeon, in 
ise of the steel tie. where the street has been torn up. 
whether they used a long tic to connect the two tracks to- 
er. 

Mr. Jackson said they used tic-rods and made each track 
Independent of the other. They used pound T rails 

and also 60-fool 100-pound Trails. He said there wa 
trouble from getting out of line anil there were only half 
umber of joints, ami half the number of bonds 
Mr. A. H. Stanley (Public Service Corporation of X. .1.1 
1 if any one knew of a failure through the use of concrete 
in track construction. He knew of a large city, where they 
had used a good deal of concrete in their track construction, 
and every mile of track they laid, using the concrete under 
r metal ties or wooden ties, had in be rebuilt, 
of It lasted ten years. That track Construction pro- 
vided for •'. inches of concrete underneath the tie. and later 
that was increased to 13 inches. There could bi 
cism about the method adopted in the construction of 
that track It was, he said, built in the best possible manner, 
t kinds of material, employing either brace 
•s or tie-roils, both 9-inch and 7-inch rail. The tracks 
in question were single-track roads, light traflic street- with 
traffic, with the interarban cars weighing not ti 
00 pounds. That experience had been of value to 
him in thi ruction oi the tracks in properties in New 

n which tl building a meat man] miles of 

h year, and practically .-ill of it on publli 

Ther. I Qtlrely . t here was no con 

i underneath the ties The onlj place com 
was lined wa- tor supporting the pa 

The subgrade was rolled before am -tone was put on it. 

with a 15-tOD roller. M .ere found and in • 

able ro | ml ilown the grade at 

■ ■ of the roller; in some place- :; |ni 

od on tie rolled, and the 

continued until there was 6 Incl oundatlon. 

laid and tie- endl tamped, and thi lit on 

.1- soon d, tin- idea being ti 

a* m le on the 

The * hen put between tie- I ■ 

■ pth. depending on the pavemei 

■ n laid tor tin ■ and thei i 

filled with cemen 

i.le. and then i iii the 

the rail I the 

nnei in which 
failed, Mi lied that 

il e through 'le ' Immedl 

• ml threw tie 

t In 



other cases ■"' feet, ■'• test and -'■_. feet, and all sorts of moth 
ods were used to keep the track up. 

Mr. K. Simmons i Peekskill Lighting A Railroad i asked it 
it was the practice to continue to operate the cars Over the 
road during thi' senilis of the concrete. Mr. Stanley replied 
that where the concrete was used the track was idle for seven 
days, and in most instances tor fourteen days. 

Mr. M. J. French thought Mr Stanley's objection to the 
concrete must be from the tact that it was poor com 
and nothing else, if it would not stand as well as loose 

broken stone under the car. Tin ncrete had the stone 

and the cement in it. whereas Mr. Stanley simply had the 
loose stone in the present work he is doing 

Mr. Matthews described an experience of a couple ol 
years ago in the case of concrete construction, where a 

i.e underneath the pavement and washed out 

a large hole under the concrete 3 feet in depth, and the track 
ih. ii washout for some time before it was 
discovered. The concrete did not give way. 

Ml. C. H. Clark had tic same experience in Cleveland 
Poi six months a depression was noticed. The city sent its 
nun to the place and Started to repair the pavement, and 
they found there was a hole under the track probably six 

wide caused by a broken walorpipe and 

water flowed into tin sewer, under the -oil, i concrete track 
I ruction. 

Mr. I'. 1'.. Fairchilil. ,li related an instance where th. \ 

did a meat deal oi concrete work. The.,' was the same trou 

hie Mr. Stanley spoke of. and after a long -.lie- oi 61 
ments tip. depth oi < rete was increased to is inches. 

and there was no farther trouble. 

Mr. Stanley said the point he wanted to make was the 

advantage oi using concrete over the broken stone, it broken 

-tone is i Mi !•'. II. Jackson asked, if with the use 

of broken stone, the pavement would stand B] 

rail as well as if concn I and il In ti the rail 

and ties would not work and allow moistun down 

underneath the stone, and the pavement settle from the 

rail. Mi. Stanlev replied that in his territory there "as as 

heavj teaming as exists anywhere in the United states. 

The track had onh been down t 111 ■ ■ lUt then 

not the slightest break in the Hack, nor the slightest de 

pression. 

Mr Willi. on \ Heindle (J O, white Co.) Bti i that be 

ei om< n track laying, principal]] In the 

English t] pe oi consti action, entirel] ol 

ties or sleepers whatever. His c pan] had laid B great deal 

Of the solid mattreSS type Ol track construction in COl 

tion with Its foreign contracts, bedding the rails entirel 
the concrete and on stringers alone, bavin inder 

each rail Iioim 9 in I _' Inches deep and Is inches wide Tile 

whole ecrel ol that t; etlon was the foundation 
and • i been i id In the English 

, or in am t ( pe Ol con 

• •ion. if there was a bid foundation or an • 

ii anythlni ol that kind, the rail would 

in to pin ip and down, and follow lb. 

motion oi the car I until the con. 

Immediate!] under the the rail wi sd up Into 

lei ii ncrete In nine would Bow away and 

til Traffic hi i ■ 
than the] bad in England, but thi 
, Bni i enl 

• | all, and i 

but lie illation M 

Idenl ann bat there bad been an Invl 

• i tn the hi. mil. i in attendance at the 
ih.- c lent i ai Rallwaj Club to atten 
i banqui i Id in the hotel thai 

Standard Rail Section!. 
Mr i • i lorden If. ■ 



76 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 3. 



dated Railway, presented a paper on "Standard Rail Sections 
for Paved Streets." 

(On account of the illustrations forming a part of Mr. 
Reel's paper which could not be prepared in time for pub- 
lication this week, the discussion upon the paper is also 
omitted, and will be published with the paper next week.) 
Rail Joints. 
The first paper on the subject, "Rail Joints," was on 
"Thermit Welding," by Mr. M. J. French, engineer mainten- 
ance of way, Utica & Mohawk Valley Railway Company. 

Mr. French read the paper as published elsewhere, and 
Mr. P. N. Wilson, roadmaster, Rochester Railway Company, 
presented the paper on "Electric Welding," which is given 
in another column. 

Mr. Wilson concluded by asking a question. "The cost 
of putting on step joints, or bonds, labor and material is 
more by about one dollar than welding all the joints. The 
cost of putting on a 9-inch improved mechanical joint is 
about the same as the welding cost. Why does the general 
manager not weld?" 

Mr. T. W. Wilson (International Railway Co.) answered 
that he was one of the general managers who does weld, and 
believes he had more welded track than any city in the coun- 
try. But he was obliged to say that lately he had been getting 
away from the electrically welded joint. In the first place, it 
was hard to weld the joints in the beginning. A certain 
number of joints must be guaranteed daily — four joints an 
hour. If anything went wrong the company was under pen- 
alty to pay for the hours that the welder remained idle. He 
added that they had breakages every year on track that was 
welded in 1899. There were breakages last year. The first 
year after welding there was a number of breakages. They 
always occurred in the winter, and it was quite an item of 
cost to cut out the broken joints and replace them. They 
cannot be welded because there is no welder at hand. Con- 
tinuity was broken until the welder was on hand again. Of 
late years he had been getting away from the electrically 
welded joints. It was an admirable joint, he said, after it 
was welded — the Main street track in Buffalo is all elec- 
trically welded — but the question of repairs made it a ques- 
tion in his mind whether it was economical to weld joints. 

As to the thermit weld, he had been looking with inter- 
est on its record. He thought that there was a great deal 
in the future for the thermit weld. The reason was that it 
did not require any large mechanism or a train of cars to 
apply it. The electric weld would be a better joint if it 
could be put on with a brush and pot, but the trouble was 
it was necessary to have a machine and it was impossible, 
except by owning one of the machines, to keep up the track. 
On some new track work to be done this year he was seri- 
ously considering going to the Nichols riveted joint, such as 
used almost exclusively in Philadelphia. He said this had 
been used by the Philadelphia Rapid Transit Company for 
their standard since March, 1901, and since that time they had 
laid over 135 miles of track in which this joint had been 
used. It is a riveted joint, riveted to the web of the rail, 
and the return is obtained by means of spelter, both in the 
base and the head. The question of electrical return is one 
point about the joint he was not entirely satisfied with. As 
a mechanical joint Mr. Wilson was of the opinion that it 
was the best mechanical joint on the market. He then 
asked Mr. Clark for a description of the joint that was in 
use in Cleveland; a combination of a riveted joint, and on 
the base of the rail, in order to make the conductivity, a 
small thermit weld. 

Mr. C. H. Clark (Cleveland Electric Railway) said that 
in Cleveland they, perhaps, had had more experience with 
joints than in any city of the United States. They had the 
old electric weld, the chuck weld, the cast weld, the new 
electric weld, the thermit weld, continuous joint plates, the 
Weber joint plates, Atlas joint plates, the common joint 



plates, and the Clark joint. During the year 1905, they placed 
about 3,500 thermit welds and in the year 1906, concluded 
they would not use the thermit weld. He had this to contend 
with in Cleveland — in case of a broken joint it was neces- 
sary to get a permit and state the exact time of making the 
opening, and pay a city inspector 46 cents an hour to watch 
the work. If there was only one joint broken, it would take 
five hours from the time of making the opening to get the 
weld on and get it paved up, even if the pavers came right 
to the spot and attended to the job as soon as the repairs 
had been made. One could consider that he had spent $2.30 
for politics. He concluded he would try the combination 
between a common joint and a thermit. The rail was drilled 
for the common wrought splice bar, such as the Lorain 
Steel Company and the Pennsylvania Steel Company furnish. 
The holes in the rail are drilled 1 1-16 inch, and the holes 
in the plates are round holes 11-16 inch. He rigged up a car 
with two Christensen air pumps, No. 2, having a bank of 
tanks, and used an air reamer. The holes were reamed to 1% 
inch and a 1%-inch machine bolt for hexagonal nuts and 
hexagonal heads was used to make a dry fitting bolt. In laying 
the rail, two holes were reamed by hand and the workman ap- 
plied two bolts in these holes and screwed them up as tight 
as he could get them. Then the car came along, carrying 
the bolts for the rest of the joints so that the bolts were not 
lying on the ground and getting rusty. The man in charge 
of the car reamed the holes and placed the bolts in and the 
workmen followed along and tightened them up. As a gen- 
eral rule there were five or six jobs going on at the same 
time, and the men could run from one job to another. Then 
the thermit car came. The weld which was placed on the 
base of the rail was the same size as the regular thermit 
weld, only it was placed across the base of the rail. At first 
this weld was %-inch thick at the edge of the base of the 
rail, and %-inch thick at the center. Sawing the joints in 
two, to see how much of the joint was welded, it was found 
that the center of the rail was not welded, and It was 
concluded that the steel was settling in the bottom of the 
mold and by the time it got to the rail it had cooled suf- 
ficiently so that it would not weld. After that, instead of 
making the weld %-inch thick in the web of the rail, it was 
made 1%-inch thick. This caused the hot steel to flow 
from one side to the other continuously, and in this way 
he succeeded in welding the base of the rail thoroughly, 
and up into the web. Joints sawed in two showed a perfect 
weld, and the strength of the joint was greatly increased. 
There was about 6 inches of solid welded metal, the size of 
the weld and the base of the rail together making about 

6 inches of metal. If that is figured at 40,000 pounds for 
tensile strength, It would give 120 tons pull at this point. 
He considered that the six bolts on each side of the joint 
will stand a safe shear, being a double shear of 90 tons, so 
that he did not believe that the rail would ever break at 
the joint. Wlien concreting, a hole was left at the joint. The 
welder came along after the concreting had been done, and 
then the hole was filled up with concrete. He said he had 
placed about 3.000 of them and had not found a broken joint. 
The electricians tested out one rail on Jennings avenue, 85 
rails laid continuously in the street, and not one of them 
showed a leak. They all tested 3 feet. Mr. Clark stated 
that the cost of the joint was $1.75 for the thermit, using 

7 pounds of pure thermit, and about y 2 pound of steel. The 
joint plates cost, when bought with the rail, $37.50 a ton. 
The reamer could do seven joints an hour, two men placing 
the joints in the street. Sixteen cents would place the bolts 
in the joint. Welding was done by a crew of five men, 
four men at $1.80 and $3.00 for the foreman, making a total 
of $10.20 a day. They could do 75 joints a day easily. The 
w-elding cost about 25 cents, making the total cost of the 
joint $4.24, or at most under $4.50. He believed he had an 
absolutely perfect joint so far. The rails had been tested 



January 19, 1907. 



ELECTRIC RAILWAY REVIEW 



77 



after cold weather — So of the rails. 62 feet long — but it 
had been impossible to find a break. There is the further 
feature that if breaks occur, it is not known, because the 
joint plates there hold the rails at all times. It is the policy 
to keep a couple of men going over the track testing for 
breaks in the joints. If a break is found, they use a rail-pin 
that will braze on the side of the rail, but they had not had 
occasion to put a pin on any of the joints which were laid 
last summer. 

Mr. T. W. Wilson asked if riveting the joint would not 
improve it. Mr. Clark said the reason he did not rivet the 
joints was that this year he was experimenting, and that 
during the coming year he would probably rivet. 

The president announced that Mr. Pierce, president of 
the International Railway Company, and Mr. T. \Y. Wilson, 
general manager of the comrany, had Invited the members 
in attendance, and the representatives of supply houses 
present, to luncheon. He also read a letter from Mr. W. 
Caryl Ely, the former president of the Vmerican Street and 
Interurban Railway Association, in which he regretted his 
inability to be present at the me< 

Prof. Swenson was called upon to say a few words about 
the work of the American Association. 

Remarks of Prof. Swenson. 

Prof. B. V. Swenson — Mr. Brockway, the president of our 
Accountants' association, said at the convention which we 
had at Columbus, when he attended the meeting of the En- 
gineering association, and was called upon unexpectedly to 
make some remarks, that he came to "Stop, Look and Listen.'' 
That is exactly my purpose here. I came not to say any- 
thing before this meeting, but to get some new ideas, get 
more thoroughly In touch with your work, and get more 
acquainted with the people of the State association. I at- 
tended the quarterly meetings at Elmira and Schenectady 
last year, and also the annual meeting at Saratoga. I was 
particularly impressed last year, and I am again today, with 
the great importance of these quarterly meetings which you 
began a year ago at Schenectady. It seems to me a great 
deal more good, solid work can be obtained through these 
meetings where you gather around in a small room, where 
everybody gives free expression of his opinion, but I am 
sorry that we cannot have just such meetings in our Na 
tional organization. That, of course, is quite out of the 
we cannot have more than one meeting 
a year and that must be a large convention. But to get to- 
r and fake op topics such as you have been doing today 
and at the other quarterly meetings, and discuss them in a 
sort of heart to-heart way. it seems to me would bring out 
man- luable from the stand- 

irious people present. These 

eannot help but be a vi >d, not only to 

your association, but also to all the Street railway people in 

. 
• say tha 
Mr. i long distance phone from New York to 

Buffalo, and we have talked about this meeting, and he fully 
to be here — In fart, up lay, when he 

d with me again ami said It was quite out of 
tlon. 

nization Is concerned, I want 
to »:> ad things 

are i- it just a 

for dues, and we hat 
■J a large nur\ of annual dues, which 

rts thlH vi ar will 
four asaoi them 

v ear has ■ They 'will average at l< 

-■vlll make a I 

bleb will 

•nil Claim 
reason wo do It that way I 
ants' an . 

In thai 

!lg» Will 

than In ih<- pa .,r thorn 



I cannot help but take this opportunity to say a word 
or two about associate membership in the American associa- 
tion. Of course you know, we desire to have everybody 
understand that all of the engineers and officials connected 
with member companies really belong to the association, 
without any regard as to whether or not they may or may 
not be associate members, but associate membership, which 
only costs $5 a year, is a purely individual membership and 
keeps every man in touch with the work, whether or not he 
belongs to a member company, or whether or not he mi^ht 
sever his connection with that company. I always enjoy 
very much being with the New York State Association. As 
I told your president this morning, when he spoke to me, 
and said he thought I was too busy to come, I hope the time 
will never come when I will be too busy to go to the State 
association meeting. 

The meeting then adjourned until 2 o'clock. 

Afternoon Session. 

President Shannahan called the meeting to order at 2:30 
o'clock, and the discussion on joints was resumed. Mr. A 
H. Stanley (Public Service Corporation of New Jersey) be- 
ing called upon, said he knew very little about joints, but 
wanted to know something about them. He said his com- 
pany was building a great deal of track and the joints used 
were the Continuous rail joint on the Trilby 96-pound rails. 
That was used because they did not know of any other joint 
outside of the mechanical joint that they felt justified in 
using. Careful investigation had been made about the ther 
nilt joint, which li in a number ol places, the 

electric welded joint and the cast-welded joint. Many hun- 
dreds of miles of track in New Jersey were laid with the 
cast-welded joint, and in almost every instance, he said. 
that joint has proved a failure, the effect of change of 
temperature of the rail and there were hollow spots in it. 
and after two or three years of life on brand new rail it 
had pounded very badly They were having to replace prac- 
tically every mile of track that was laid with the cast weld. 
He had seen many miles of track laid with the electric 

weld, and the managers and maintenan i way men were 

very enthusiastic about it, but after a year or two there was 
much less enthusiasm and the same thing seemed to be true 
with the thermit weld. He preferred at this time to use 
some mechanical joint which he knew would answer the pur- 
pose for a reasonable period and hoped, when it became 
necessary to remove that joint, that experience would have 
demonstrated which was the most advantageous joint to use. 
a welded joint or not a welded joint. Mr. Clark's join 
pealed to him more than anything he had seen 

Mr. C. II. Cli red to whal Mr. Wilson said of 

welded joints, and laid be had 
i joints welded electrically In 1904. There was a num- 
ber of breaks. The practice in repair was to cut Into the rail 
and weld the break, By making an extra large mold. I man 
with a mile mechanical genius could <iik r the mold oul to 
fit tb with tin 

ihi be wi 
with freedom and 

Mr. i to the welded Joinl 

i in bow work be planm d 

head ot the rail 
from d bolt hole The I 

from iin and ol the rail, 
he put thin thermit Joint In 

".- to it while the 

was being made, ami I one who had bail 

long tb Welded Joints would say whi 

Hi '■ : : ' 

in the country, bul did i 

on which they were put In ind did 

-it in Ave "i 
don ti '< ' ly ow lug 



78 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 3. 



to bad construction. He would like some information on long 
time welded joints, either casl welded el ctncally-welded, or 
thermit-welded. 

Mr. chirk did nol think the bead of the rail was injured 
by the thermit process The kind of bonds was an import- 
ant question. He put in plug bonds, solid terminal. He had 
urn used soldered bonds, because be did not believe in them. 
Mr had not been able to got a bond but what, tested at the 
end oi the year, would be shown to be oxidized and leaking. 
He said he was now brazing the bond on the head of the 
rail, going through the whole system, and everywhere a 
leak appeared with a Conant tester, that bond was brazed 
to the head of the rail. 

Mr. French, in answer to Mr. Heel as to the wear of 

rail head, said that there apparently was not more wear 
at the weld than in the center oi the rail, and if he remem- 
bered rightly, the thermit people guaranteed that the weld 
would not injure the rail in that respect. 

Mr. P. X. Wilson (Rochester Ry. Co.) explained in rela- 
tion to the electrical welds, that they were placed about 18 
months ago, and he noticed no had effects from the heat. 
The heat was so concentrated and applied in such a way 
that he did not think it affected the head of the rail at 
all; at least there was no appearance of it affecting the 
head of the rail. In connection with Mr. T. W. Wilson's 
statement, in relation to the Philadelphia joint, he thought 
that in placing the zinc joint, there was as much machinery 
necessary as in an electric weld. It required a riveting ma- 
chine, a machine which applied the zinc, a sand blast, and 
quite a number of other machines which were rather ex- 
pensive. He could not see that any mechanical joint was as 
good as a welded joint. Any mechanical joint would un- 
questionably become loose in time, and the bond feature was 
a very important thing. One could not consider the joint 
without considering the bond. With a weld, there was un- 
questionably bonded track. 

In answer to a question as to what he thought of a ther- 
mit weld in unpaved streets, Mr. French said he did not 
see any objection as long as the rail was kept covered so 
that the temperature could not affect it or cause breakage 
through contraction of the rail. Mr. Clark related that when 
the city of Cleveland got a little hotheaded and tore up 
tracks on Holton Road in Cleveland, the tracks were all elec- 
trically welded. 6-inch rail. They broke the rails in two on 
over 400 or 500 feet of track, and threw them in the gutter. 
and it was impossible to relay them. When an injunction 
had been obtained against the city and made permanent 
new rail was laid. Tom L. Johnson came to Mr. Clark and 
said: "There is one thing about it. you cannot weld that 
track." Mr. Clark replied that perhaps he had not seen the 
thermit weld. He said: "Even if you weld it, how will you 
keep it in line?" Mr. Clark welded the tracks and they lay 
out in the sun for about three or four weeks, in August 
They were simply hanked tip with dirt and there was no 
trouble in keeping them in line. The hat he was wearing 
was paid for by Mr. Johnson. 

Mr. Reel inquired whether, in the event of welded joints 
being put in an unpaved street, and later on in the course 
of time the street was paved, it would be safe to open up 
100. 200 or 300 feet of the welded track without getting any 
buckling effect in the summer time. If the track should 
buckle, it would be a serious thing to get it back. 

Mr. French suggested if anyone contemplated anything 
of that kind, he should make a record of the temperature 
when the rails were laid originally, and do the paving at 
the same temperature, or just a little below. A certain sec- 
tion at a time, not over 200 feet, could be uncovered and con- 
creted and paved. 

Mr. Jackson remembered one instance where he opened 
up at least 1.000 feet. It got out of line somewhat before it 
was closed in. but there was no great difficulty in getting it 



hack again. He thought to uncover a stretch oi track 500 

feet would he all right if it was held sidewise, by bracing 

it against the end of the ties that would hold the rail in 

line. Mr. LeGrand Brown know of one case where 400 or 

:.mii feet of electrically welded track in Rochestei was laid in 

the cold weather, and the next morning there wore four or 

five joints broken back of the welded joint 

Mr. P. X. Wilson described a case of about 1,200 feet 

uncovered, but connected at both ends, in Philadelphia. It 

buckled very badly, the result being that the man in cha 

of the work covered it with canvas and sprinkled the canvas 

with water and the track came back to its original position. 

Mi. Brown had had a case similar to that. Mr. Clark had had 

that experience on a drawbridge. The viaduct was 2.800 

feet, with T-iails laid on planks and the rail curled on the 

planks. The sprinkler was put on it and the rail came 

back. 

Derailing Devices. 

Derailing Devices" was a general discussion without 
paper. This was included at the suggestion of Mr. Barnes, 
of the state railroad commission. Neither Mr. Barnes nor 
Mr. Baker w^ere able to be present. 

Mr. Stanley, in opening the discussion, said that except 
in one or two instances, he only had the ordinary hand- 
derail. The main line was opened, the conductor went ahead 
with the flag, and opened the switch by pulling the lever. 

.Mr. T. W. Wilson said he had a few places where the 
derail was interlocked with home and distance signals, op- 
erated in a tower on interurban lines. The main thing with 
reference to derailing switches was to have the apparatus 
thoroughly drained. He had any amount of derailing switches 
in use, but as a rule there had been no effort to drain the 
pipes through which the levers run and consequently the 
first tiling in winter the trainmen disconnected and plugged 
them. He thought a derailing switch operated by the con- 
ductor was a very good thing, and a preventive of acci- 
dents in many cases. The derailing switch should be back 
a sufficient distance, so that if a car ran off the track it 
would not run into another car or into a steam railroad 
train. Mr. C. A. Coons (Int. Ry.) said most of their derails 
were 25 or 30 feet away from the steam railroad track. His 
idea of a derail was that it should be located 100 feet from 
the first rail, back far enough so that when the car left the 
track it would be impossible for it to reach the steam rail- 
road track. 

Mr Clark said that the state of Ohio had a law that the 
derailing switch must not be further than 70 feet from the 
track nor closer than 40 feet. If the derailer was too far 
away, it caused a great deal of trouble. In connection with 
that, he had been contemplating trying a new derailer. With 
the Porter derailer, or any derailer. the conductor had to 
go over to the track, cross the track and pull the derailer. 
Sometimes he would be behind a string of cars, or behind 
a fence and he could not see. He said he had been contem- 
plating putting a Cheatham electric switch in the track at the 
derailing point. The connections were such that whether 
the motorman had the power on or off. this switch would open 
up as he came to it. It did not make any difference whether 
he kept his power on or off, that switch was bound to open 
up by putting both terminals on the same point. Then he 
would make an order that the conductor must go ahead and 
stand on the track, not go across the track and get behind 
a string of cars, but stand on the track, and if a train 
was coming, just wait. In the meantime the motorman must 
get off the car and take a switchiron and throw the switch 
back before he could go ahead. That was suggested to him 
by one of his conductors. 

The president said that offhand that was a great im- 
provement over anything he had known of. The reason that 
the Board of Railroad Commissioners hoped this question 
would be taken up was that they had had a number of acci- 



January 19, 1907. 



ELECTRIC RAILWAY REVIEW 



7!' 



dents on railroad crossings, and in a number of instances on 
crossings supposed to be protected by some form of 
iins device. These devices had been put in at the 
suggestion of the electrical expert of the board, and it 
was a great surprise, the commission admitted, that the ac- 
cidents continued to occur at these very crossings. In the 
investigation it was found that the derailers had been frozen 
tight, or for other reasons had been disconnected and were 
•i order. It really seemed to the commission as though 
they might be a source of danger rather than a source of 
It would seem to him that the device which Mr. 
Clark described would obviate the danger to great extent. 
Mr. Clark said its use put the conductor in a position where 
he had got to be hit by the train. He did not run across 
the track and get behind a string of cars, nor do anything 
mechanically. He had thirty of the devices and said they 
gave very little trouble. If the conductor should not go 
ahead and perform his duty, it did not take long to catch 
him 

Mr. P. X. Wilson thought the conductor would go ahead 
and pull the switch, but not look at the track. He would step 
down and pull up the switch, and there would be a mechani- 
cal operation; he might not go ahead of the car and look 
for the train. If the conductor went ahead and signaled 
for the motorman to go ahead, he would go, of course. It 
depended on the conductor looking for the train coming. 
The thine was to have some one go to the track and look 
for an approaching train, and some device to make him go 
there and look, but it appeared to him necessary to depend on 
a man in any event. 

The president asked if it would not be possible to locate 
the switch so that the conductor would be obliged to throw 
it rather than the motorman. Mr. Clark replied that if that 
was done the conductor was made to do something more 
which was mechanical. The motorman was the man who 
would get hurt in the case of a collision. If the motorman 
got out of the vestibule, the car would be at a dead stand- 
and he would see the train as well as the conductor. 
That placed the responsibility on two men. It occurred to 
Mr. W. J. Harvie i Ctlca & Mohawk Valley) that there might 
not be any objection to placing the lever on the detailing 
h somewhat in the position of a dwarf signal which 
would either be between the tracks or close to the track 
that the conductor would have to know that the trad; 
clear 

Mr Q K Bvetoth 'General Electric Co.) asked if It would 

Ically controlled switch and 
ten co ntr ol between the tracks so very i 
• am tracks that it would be • . with the de- 

rail closed, for the conductor to hold the control switch, so 
bold the der until the car pa.--s.Ml the derail 

That was a B'j .f carrying oat the Idea of patting a 

in a dangerous place and keeping bin Mr. Clark 

ahead of the car. The or- 

the railroad crossing] as quickly as 

It was a I that thi mi clear 

If thi- c. induct, ,r was sent ahead and lie ha. I | land 

pull lome .levic.- it might not be poaalble for htm 

■ <>f the waj it he bad nothing to do bnt look up 

could taki 

a* It rani- 1 ha. I CP I six 

track ing. If th( 

h.-ul 
was aw a 

•11 H v. deraller with a handle I 

I ■ I 

with the chain. 
Mr V N Wilson 



ing the car ahead was that while the conductor was on the 
track, the car would be stopped and some one might try- 
to get out. At that moment the conductor might signal to 
go ahead, and the motorman might not see the pass 
That was one bad feature. Mr. Clark said that all of the 
agreements with the steam railroads in Cleveland expr 
stated that the conductor must go ahead of the car and 
signal to the motorman to advance. There were practically 
no accidents in the shape of people getting off the car at 
the moment of starting, because II was second nature for 
the motorman before he started to turn and look and see if 
any one was getting off. As a general rule, few peopl. 
off the car at steam railroad crossings. Mr. P. X. Wilson 
said he had had several rather serious accidents because 
the railroad crossing was situated at a station. There would 
be some passengers on the car who wanted to catch a train. 
and as soon as the car stopped they immediately jumped off, 
and in that connection there was considerable difficulty. 
Rail Bonds. 

A paper on "Rail Bonds." by Mr. H. L. Mack, superin- 
tendent of line. International Traction Company, was pre- 

■ d. It is given elsewhere. 

Mr. Clark said he was discarding the use of bonds. His 
electrical engineer had recommended that all repair joints 
on lines that are carrying heavy current back to the power 
house should be repaired with the thermit weld on the bot- 
tom of the rail. In the last year all bonds and the rail have 
been coated with amalgam to keep the air out. He bad 
eluded that was the best he could do with the terminal bond. 
He used the Brown bond, because most of the bonding was 
simply around the special work where the compressor could 
not be used. 

Mr. Brawn asked Mr. Matthews where they had the Brown 
plastic bond, whether they put them back again into the 
new joints Mr. Matthews said the Rrown plastic bonds men- 
tioned were put on in 1896, and in 1903 he had occasion to 
move the track in order to widen the devil-strip. At that 
time he tested the joints and found there was no deteriora- 
tion, except where the bolts became loose, the joints were 
loose and the plastic material had come out. The track 
was moved over and paved up again, and after it was paved 
up it was practically the same as before. 

Mr. P. N. Wilson said he had used a special bond for 
the last fiv.- rears He took a copper plate 2% inches square 
and about '/fc-'nch thick, with two grooves on one side and a 
smooth face on the other. There was a one-inch hole in the 
center of the plate. This plate was treated with flexible 
solder and alloy, and the « 

Two NO Copper « ■ titled into thi ami 

an iron plate similar in size and api .pper 

plate was bolted through the rail, clamped on to the two 

r wires .mil made a bomi completely around the p 

■in.- places where he could Connect the wires under the 
plate h' pa) them under the plate, I' eost $1 r.ii a joint, put 
on. for labor ami material. A test made after 11 

! that thi 
Hon 

Mr. M .1. French bad 

in 190 mall portion of the Weal shore Railroad 

function and Herkimer Junction 

I on his . i .re used 

lie used .i bond ol ind the bond 

was ma.h ■ 

'i.-r It ■' rlC Comp of bond 

II d< 

.mil I 

ind He' bonds worl i 

10 inch compri 

•hi if the bond In tl 

• i ii, led with i 



80 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 3. 



it vertically, instead of horizontally, and perhaps a wire 
connection between the terminals, instead of the ribbons, 
they would have held a great deal better and perhaps have 
held perfectly. He had also used recently the American 
Steel & Wire Company's twin terminal bond, which appealed 
to him more strongly than the old fashioned compression 
bond. In applying two half-inch holes were drilled into the 
back side of the ball of the rail, and a reamer inserted in the 
hole that made a slight channel near the entrance to the 
hole. The terminal of the bond was inserted into the hole 
and driven up with a hammer until it struck the end of the 
hole drilled, and compressed and filled out the little channel, 
and in that way the bond was thoroughly anchored in the 
hole. In a test it showed a conductivity equal to that of a 
soldered bond of the same capacity. He thought this bond 
really beat the compression bond, except for the fact that 
it must be placed on the outside of the rail. 

Mr. E. E. Hawkins (Ogdensburg Street Railway) said 
that in open track work the bonds were frequently stolen. 
In open track work he used an open copper wire bond, placed 
outside of the fishplate. Mr. Charles H. Wilson (Toronto & 
York Radial Railway Co.) said that in Toronto, on the sub- 
urban line, they used twin terminal bonds similar to the one 
Mr. French spoke of, and to do away with the chances of the 
bonds being stolen, they made a mixture of oil and lamp 
black, with shellac in it, and gave them a coat of this mix- 
ture as soon as finished. He had about thirty miles of road 
with that bond, and had not yet had any stolen. Junkmen, 
traveling continually up and down the line stole the trolley 
wire, but not the bond wire. 

Overhead Lines. 

Mr. G. E. Eveleth (General Electric Company), next read 
a paper on "Span and Catenary Construction," which will be 
found on another page of this issue. 

The last paper on the programme, "Center Pole Construc- 
tion," was to have been presented by Mr. F. A. Bagg (Fonda 
Jonstown & Gloversville) , but Mr. Bagg said that after he 
had prepared a paper he found it was more of an argument 
in favor of span construction than center pole construction, 
and as there was a paper on span construction he thought 
it would be useless to give his paper. His principal objection 
to center pole construction was in the matter of supporting 
the trolley wire with the bracket arm. It was not as flexible 
as the rest of the trolley wire, and especially on high-speed 
service there was a jumping of the wheel which might derail 
the wheel, and besides there was always sparking at the ear. 
That would hit the wire, and in time cause a failure. He ob- 
jected to seeing poles in the devil-strip between the tracks; 
it always appeared dangerous. Though generally considered 
that center pole construction presents a fine appearance, he 
would rather have the poles out of the way. There was a 
saving in the grading and in the ballasting in span construc- 
tion over the center pole construction, because the roadbed 
could be narrowed about two feet; in other words, with cen- 
ter pole construction the tracks were placed about 15 feet, 
center to center. With span construction the tracks could 
be 11 feet center to center. In the maintenance of way, that 
was quite a consideration. He said there was also less labor 
required to maintain the roadbed, keeping it clean and dress- 
ing it up; it had better drainage. That would show in a bet- 
ter track surface, less labor required to maintain the track in 
a given line of surface. He thought the span construction 
will cost more per mile than center pole work, but consider- 
ing also the grading and the ballasting, the figures would 
be in favor of span construction. He did not consider at 
all the catenary work that had just been explained. That, 
of course, imposed another consideration, and might be con- 
trolling, but his observation was that both span and center 
pole construction were used indiscriminately in the same 
territory, and even on lines of the same company. It seemed 
as though there were no particular advantage in one system 



over another; that is, it apparently was not known there 
was any particular advantage, but he believed there was. He 
thought time and experience would prove that one was bet- 
ter than the other, and one system would become obsolete. 
He believed the span construction would survive. 

Mr. A. B. Meyers asked Mr. Eveleth if he considered 15 
feet the minimum distance between hangers on the catenary 
construction for the use of the wheel. Mr. Eveleth replied 
that there was nothing to limit the distance between the 
points. On the road from Atlantic City to Somers Point, 
they had been running with a distance of SO feet between 
points, and the assumption was at the present time that a 
distance of 50 feet between points would be close enough 
for wheel collector work. It was possible to get the distance 
between stations even less than 50 feet for the wheel. Less 
than 15 feet would make the whole system rather more 
rigid and would be getting to a point where very little value 
would be obtained for the additional expense. Mr. Reel 
asked if it would not be feasible and desirable to apply the 
catenary system to span construction; instead of carrying the 
catenary on center poles, which has certain disadvantages, 
as Mr. Bagg pointed out, to carry the catenary on span con- 
struction and save the width in the roadbed and get all 
the advantages of the catenary construction, which were so- 
self-evident. 

Mr. Eveleth said that a number of roads operated in that 
way, and the only requirement different from ordinary caten- 
ary construction, or cross suspension, was the additional 
weight of the messenger wire to be carried, and it was ad- 
visable to allow a little more dip between the point of sup- 
port on cross suspension and the connection between the 
messenger wire, than in ordinary cross suspension. The thing 
as entirely possible. The operation of such a condition 
he had watched on one line in particular had been very 
satisfactory. That line was operated with the wheel trolley, 
and he never saw the wheel go off the wire, and from what 
he could obtain from the various operators, they had never 
seen the wheel leave the wire on a tangent track. 

Mr. J. H. Pardee (Canandaigua) said there was one 
question he would like to bring up for information. He used 
No. 0000 trolley wire, and was having a number of breaks 
on that trolley wire about one inch inside the end of the 
splicing sleeve. There had been five or six breaks in the 
last few months, and every time the wire was broken it 
was about one inch inside the sleeve. The sleeve was sol- 
dered. Mr. Clark said the damage was done in soldering 
the sleeve; he should use a mechanical sleeve. Mr. Hack 
thought it was probably due to overheating the wire. 

Mr. W. R. W. Griffin (Canandaigua) exhibited a sample 
trolley wheel, in which most of the copper, which should be 

on the trolley wire, was on the 
wheel. The wheel was a 7-inch 
wheel with a collector contact 
of 2% inches. The ordinary 
Kalamazoo wheel is 1% inches. 
He had increased the size to- 
get a good contact for current 
collection. That wheel was put 
on a two-car train, with a bus- 
bar, carrying eight motors. The 
other wheels bored at the same 
time were placed on single cars 
of four motors, 75 hp. and all 
the wheels were worn out and 
made from 5.000 to 6.000 miles. That wheel had increased in 
size over 5-16 inch all the way around in 1.725 miles. The 
schedule speed was 24 miles per hour. Mr. Sheehan said 
there was only one remedy he knew of, to run cars faster. 
He had the trouble with the slow-running, it collected copper 
on the trolley wheel. He thought it was due to the amper- 
age and the running slow. 




Section of Trolley Wheel 
with Deposit of Copper. 



January 19. 1907. 



ELECTRIC RAILWAY REVIEW 



81 



This concluded the discussion. 

The president announced that Mr. Charles R. Barnes, of 
the railroad commission, had sent a telegram that Commis- 
sioner Baker was at home ill and sent his regrets. 

.Mr. Wilson, on behalf of the International Railway Com- 
pany, extended an invitation to all the members who de- 
sired to inspect their shops. 

Mr. F. A. Bagg moved that a hearty vote of thanks be 
extended to Mr. H. J. Pierce, Mr. T. \Y. Wilson, and the other 
officers of the International Railway Company for the courte- 
sies extended at the meeting. 

The meeting then adjourned. 



TRACK CONSTRUCTION IN PAVED STREETS.* 



BY I. K. MATTHEWS, ROCHESTER RAILWAY COMTAXY. 



An absolutely "permanent way" is a dream which will 
never be realized, but is the ideal condition toward which we 
aim. The increasing weight of rolling stock has been met by 
altering the sections of the rail from the flat-strap to the 
girder and gradually increasing the weight and depth of the 
rail; thus affecting the depth of foundations and increasing 
the cost. 

Joints are one of the greatest sources of trouble to the 
maintenance of way engineer. Owing to the difficulty of re- 
moving the paving, many slight defects in joints are neglected 
until it is absolutely necessary to make repairs, and then the 
cost is much greater than it would have been if repairs had 
been made at the first indication of trouble. This condition 
of affairs leads to a considerable amount of rough track, not 
quite bad enough to warrant ripping up the pavement, and 
yet by no means a track in first-class condition. It is. there- 
fore. Imperative that the Joints be as substantial and durable 
as the rail itself. In order to eliminate joints, it is now cus- 
tomary to use rails 60 feet In length, and if the idea be 
Indefinitely extended we obtain a continuous rail. This is 
accomplished to some extent by the electric or cast-welding 
of the rail ends; but as this is the subject of another paper 
I will not consider this matter further at this time. The 
question of joints, tie-plates and bonds have also been made 
subjects for special papers. 

Smooth track to true gauge is an essential feature to 
electric roads. Wooden ties spaced 24 to 30 inches, center 
to center, and laid in or on concrete foundations probably 
give the best support to track. It has generally been advo- 
cated that the rail should have an elastic support, such as 
the wooden tie affords, but more recent practice would seem 
to indicate that the metal tie thoroughly embedded in con- 
crete would be an Improvement on the older method. In 
keeping the track to gauge the braced tie-plate is preferable 
to the tie-rod. 

Passing from these general remarks, we m;r 
some of the variations in construction. Obvloi: 
tlon of the proper track CO in for any given street 

will depend, as Ind. :uent itself, on the class 

of traffic- which will use It For ■ strt -y traffic, one 

il with a 
line heavy track construction Where traffic is 
lleht. brick or asphalt might be selected as paving and a 
lighter track construction would be used tr elthi r ca 

oundatlon at least six inches In thickness under the 
istly, Iiui 
action. Where the [oundatlon le 
■olid and baa nevt pipe 

r other excavath i ndltlon ra 

ind in our modern cities — tbJj concrete foundation 
mlgfi' y broken stonp or gravel with fairly 

dta. 

■ ercte foundations and 
*fde i id be laid a three Inch 

farm-tile drain In coarse gravel with J< red with 

illel with th of 

rig with turf* it 

18t two fl et h|x lie 

• d with coarst r a width 

ition 
ide should be crowned ho as 

to r< drain more effect i 

Track Construction In Rochester, N. Y. 
ictloo best adapted 
traffic Ik the nine inch full | \il, well tied with Q 

- . 1 1 1 - 

if Now V 



gia pine ties spaced 24 to 30 inches center to center and laid 
on a six-inch concrete base. The concrete should be mixed — 
Portland cement one part, sand three parts, and broken stone 
which will pass through a two-inch diameter ring, six parts. 
This concrete should be laid at the same time as that for the 
foundation of the adjoining pavement and should be care- 
fully tamped under the ties and rails. A line concrete or 
grout of one part of Portland cement to two parts sand should 
be poured around and under the rail in order to give a firm 
and uniform bearing to the rail. The space between the 
flange and head of the rail should be filled with a Portland 
cement mortar in the proportion of one to three. The storie 
blocks resting on six inches of concrete and with joints thor- 
oughly grouted, complete this construction. It is the type 
used by the Rochester Railway Company on streets of hi 
traffic, the paving blocks being of Medina sandstone. The 
cost of the construction has averaged $5. SO per lineal foot 
of track. Using the same track construction, but with brick 
paving, the cost has been $5.00 per lineal foot of tr; 

In recently rebuilding the University avenue line of the 
Rochester Railway Company, we adopted a concrete ' 
construction under the rails. The beam is 12 Inches In depth 
below the base of rail and is IS inches wide under the outside 
rails, and 14 inches wide under the center rails. Wooden 
ties are 1 spaced five feet center to center; the beam beiiu 
ried to a depth of eight inches under the ties. Ninety-four- 
pound nine-inch girder rails held to gauge by braced tie-plates 
at each tie rest solidly on the continuous concrete beams 
The pavement between the tracks and two feet outside is of 
Medina block, the paving in the street beyond being asphalt. 
This construction costs $5.06 per lineal foot of track. Uni- 
versity avenue is an outside street and would not be classi- 
fied as one with heavy traffic: however, by using the con- 
crete beam we were able to obtain a stone block pavement 
at about the same cost as the brick pavement with solid con- 
crete foundation. One point should be emphasized — to ren- 
der the continuous concrete-beam construction satisfactory. 
the concrete foundations of the track and pavement should 
be thoroughly bonded together. If the subgrade has 
disturbed and there is any possibility of future settlement 
taking place, I should hesitate to use the concrete beams. 

Use of T-Rail. 

I am of the opinion that a material reduction In the cost 
without lowering the standard of construction from thai 
given above, can be effected by the use of the high T-rall 
In paved streets. 

The municipal authorities to a large extent seem to be 
opposed to the growing use of T-rail in paved Btret ts, Inn 
there are now upon the market paving bricks of such shape 
that the paving around the rail gives practically the 

effect as the groove in the girder rail and in many western 

this type has heroine the standard. It is claimed that 
the groove or flange-way so formed is superior to the grooved 
girder rail. In streets of heavy vehicle traffic the cost of 
maintenance of the paving might become excessive with 
T-rail. but on all other am of the opinion thai the 

Trail would in e to the grooved rail, both because it 

is cheaper In first cost anil hec.i res the 1" 

the wheel squarely over the center of the base The base 

wide, there la no tendency to overturn and the fla 
way formed by the special paving blocks gives a groove which 
is as self-cleaning as that of the grooved rail, another 

Ltlon which Should Is the Increasing 

number of Interurban ears which are entering our cities with 
depth of wheel Bange Very little i 

take place on the ordln i girder rail before the 

ire running on the Wheel Banges With the Tr.nl. how 
•mount of wear that can take plat 'he track 

Is entirely worn out is Independei (rheel Bai 

■ Railway Journal of Jui 

Itorially, I with which I ' lain 

muni' to the Idea that the - J] I the 

only suitable rail t< ind then advanced the 

■ nu Cleveland whi 
irred due to th dla not b 

igh to admit ' | be Interurban trhei 

Whi ■ ii in pai ■ 

fair trial II J, I believe the p. 

of the llrst use of T rail In paved 

Colo Th- nd i: inch Shanghai T ran 

in tween aith 

! innd 

tiioin led before placing the balla it < M i • 

In which Trail Construction lii paved Streets lia 

[ndlanapoll i, Ifllwa 
and st. Paul the two latter citlea being 



82 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, Xo. 3. 



ii was there that T-rall was first used in streets paved with 
asphalt, where girder rail had been the rule before. The rail 
used is an eight-inch shanghai T, weighing 79 pounds to the 
yard. A concrete beam supports each rail and is 22 to 24 
inches wide and 12 inches deep under the rail. Around and 
above the base of the rail is placed three inches of natural 
cement, if the paving is of brick, and less if the paving is of 

lite. 

The most notable instance of recent adoption of T-rail 
construction in the east was in Boston some two years ago 
when they installed about 25 miles, following closely the 
practice Of .Minneapolis. As the writer has not built un.\ 
T-rail track In paved streets, he is not in position to present 
any figures as to actual costs. Mr. John A. Beeler, who, I 
believe, designed the first shanghai rails, made some esti- 
mates of track construction which are given in "Herricks' 
Electric Railway Hand-Book." in which lie states that stone 
block paving on concrete base with 70-pound Trail, track 
on wooden ties 21 inches between centers and ballasted with 
grave] costs $4.43 per lineal foot of track. Using the same 
track construction and paving, but with a six-inch concrete 
foundation, the cost is stated at $4.90 per lineal foot of track. 
This is 90 cents per foot of track less than the cost of the 
same type with girder rails in the city of Rochester. The 
difference between track on gravel ballast and concrete base 
as shown above is only 47 cents per lineal foot of track. 
This additional 10 per cent of cost would insure a more ser- 
viceable and durable construction and in the end give the best 
satisfaction. 

In conclusion, I would suggest the high T-rail with 
wooden ties on a concrete base, or steel ties on the concrete 
stringers as the ideal track construction in paved streets; ex- 
cepting, however, in streets of heavy traffic where the grooved 
girder rail would be superior on account of the better protec- 
tion afforded to the pavement adjacent to the rail. 



CONCRETE STRINGERS. CONCRETE STRINGERS WITH 
TIES, AND STEEL TIES.* 



BY F. 11. JACKSON, ENGINEER OF WAY, INTERNATIONAL RAILWAY 
COMPANY', BUFFALO. 



In two very able articles of Mr. T. W. Wilson appearing 
in the Street Railway Review, issues of March and August, 
also in the Street Railway Journal of October, 1903, "Stand- 
ard Practice in City Track Construction" and "Track Con- 
struction and Maintenance in Buffalo," a very complete de- 
scription was given of the Buffalo track system. 

The present article is to treat, not of the various styles 
of construction, but of two distinct types, i. e., concrete 
stringers with and without ties, and solid concrete in the 
track. 

Realizing, as we do, the necessity for providing a suit- 
able and substantial substructure for roadbeds in electric 
railway work in order to take care of the increasing weights 
of cars, which to date are 30-ton, work today is in the direc- 
tion of providing a foundation for the rails which shall be 
as nearly rigid as possible. Many engineers question the 
advisability of so rigid a construction, claiming undue wear 
to the rails, due to the inelasticity of the roadbed. Meas- 
urements of rails on a one-half minute line do not bear out 
this statement. We find that the head of the rail has worn 
i/s-inch in about 4% years, which would give the rail a life, 
under this very frequent service, of more than 16 years, be- 
fore the %-inch flanges would commence to touch the bot- 
tom of the groove. 

There is also a very important thing to consider, namely, 
the life of the pavement adjoining rails in city streets which 
is prolonged by rigid track construction, as is maintenance 
very considerably cut down. It is true that the elasticity of 
roadbed favors the life of rail and the desirability of either 
construction will be eventually determined by the compara- 
tive cost of renewing rails more frequently, the pavements 
remaining in good condition, or paving oftener during a 
longer life of the rails. 

Concrete Substructure. 

Buffalo has carried the concrete stringer idea further 
than most roads, by making one solid bed of concrete the 
entire width of roadbed 6 inches deep and G inches under 
the ties, instead of a concrete beam under each rail. This 
style of construction is used in stone-paved track. On the 
other hand in asphalt-paved track, we have gone to the other 
extreme and placed a concrete beam 12 inches wide by S 
inches deep under each rail and not bonded to the concrete 

•Paper presented at the quarterly meeting of the Street Rail- 
nav Association of the state of New York, at Buffalo, January, 
11. 1907 



which forms the paving foundation. Thus the track is sun 
ported by no concrete except that under each rail. 

The solid concrete construction with stone paving has 
been adopted as our best style of work, and the following 
data will show to what extent it has been used: 

Of the 194 miles of city tracks. 62 miles are of the con- 
crete-beam construction, and S7 miles of the solid-concrete 
construction, the remaining 45 miles being old-style work and 
mostly on lightly traveled lines, where sand, gravel or stone 
are used for ballast. 

Two streets have concrete-beam construction without 
ties, Clinton. Bailey avenue to city lines, 5,300 feet, double- 
track, and Jefferson street. Dexter to Main, 2,998 feet double- 
track. In each case the rail is 9 inches 94-204: standard 12- 
bolt joint; tie-rods at 8-foot and 5-foot centers; toothing 
and asphalt; built in 1897. Today these two pieces of track 
are in fair condition. On Clinton street 16-foot single-truck 
cars are run on 10-minute headway. No repairs have been 
made to the track. On Jefferson street double-truck cars are 
run on 5-minute headway. Repairs on portions of this track 
have been made. 

One reason why this style of track has held so well is 
due to the rails being suspended, put in good surface and 
line, then concrete tamped well up against their bases. The 
remaining 59 miles of concrete-beam is with tie construction, 
with both 9-inch and 6%-inch girder rail; steel chan- 
nels 7 inches by 5 feet 9 inches and yellow pine ties 5 inches 
by 7 inches by 7 feet at 10-foot centers. With the steel 
channels no tie-rods were used, and with wooden ties, tie- 
rods were placed at 10-foot centers and brace tie-plates were 
used. Most of the track was built in 1899. With this style 
of construction the rail gets out of surface and line, affecting 
both pavement and rolling stock. 

Of the 87 miles of solid concrete construction there are 
several notable features. Nearly all this rail is 9-inch 
girder mostly welded, and some standard 12-bolt joints. 
There are only 2.2 miles of 6^4-inch rail. Most of the weld- 
ing was done in 1899 and 1900. Yellow pine 5 inches by 7- 
inch by 7-foot ties at 5-foot and 10-foot centers; tie rods at 
10-foot centers and in a few cases brace tie-plates at 6-foot 
centers; various kinds of paving, as common stone, a little 
brick: but mostly No. 1 block stone. Some of this track 
was laid in 1893. The average shows that the track was 
laid in 1900. 

Track Laying with Steel Ties. 

The construction we consider most up to date is solid 
concrete with Carnegie steel ties, and tie-rods at 5-foot cen- 




Track Construction with Nine-Inch Rails, Carnegie Steel Ties and 
Tie-Rods at Five-Foot Centers. 

ters. This style of construction was put in this past year on 
Fillmore avenue, 5 miles of double track, and on Sycamore 
Street, 1.1 miles of double track. A trench was dug 15 
inches below the surface of the street and 18 feet wide. 
Nine-inch rail was laid and bolted with four bolts and clips. 
to Carnegie steel ties spaced on 10-foot centers. These ties 
are of I-beam section, top flange. 4V 2 inches; bottom flange. 
S inches; depth, 5% inches: 6 feet long and weighing 19.7 



January 19. I 



ELECTRIC RAILWAY REVIEW 



B3 



pounds per foot. The track was then surfaced and lined by 
blocking up under the ends of ties and Vineh tie-rods 
spaced at 5-foot centers were put in. A 6-inch trench was 
<lu-r under each tie. Concrete, proportioned 1 part of Lehigh 
Portland cemem. 3 parts of clean, sharp sand and G parts of 
; l --inch stone, was then put in by a Foote continuous con- 
niixer. This mixer was of traction type, one pair of 
els running on the outside asphalt, the other pair of 



THERMIT RAIL-WELDING. 



BY M. J. FRENCH, I' I'll A ,\ MOHAWK PALLET RAILWAY COMPANY, 




Track Construction with Nine-Inch Rails. Carnegie Steel Ties and 
Tie- Rods at Five-Foot Centers. 

i, 5-fooi planks properly blocked up bo that no 
hi was brought upon the track The concrete was shov- 
eled Into the trench to a depth of 6 Inches, well tamped under 
ail and thoroughly pounded after being leveled to the 
Three tics were kept tamped 
mixer to insure thorough work at tin- ties. Finn- hundred 
Ingle track were concreted per day of id hours, 
which includes besides iii tin- track, - feet on tin- outside 

and L' feel in the devil strip. B] 'lie use ol He' continuous 

mixer a uniform mix was made on the entire lob 
with a saving of about in per cent <• The i> 

followed behind thi e ':;m^. using "■ in- coarse 

I for a cushion and on that the No, I Medina 

• j,.i\ Ing was ween the 

rails and in the devil snip, and toothing along 'be outside 
of trad: (to receive the asphalt) ami nj it. This 

then pounded and slushed with 

composed of a mixture of l part Portland cement to 2 parts 

uid. which completely filled np the tween the 

eel bond. Tills style of construction 

about $5.00 a running foot ol single track as against 

$4.60 where wooden tics and tie-rods at In foot C6H I 
I'art of this increase In CO ' I due not onl 
of the stec] tie over wood, and to an extra tie rod, but 
• higher price of labor and material. 

Where if is I,. <■ keep ear- mo a stretch, 

where track la being reconstructed, portable • are 

m work for at least 7J I 

to allow • Special care should bi 

thai concn irougbly tamped undei and around the 

and under thfl rails, following this up by thOTO 

unic. 

fart that we > Wltll lb'' eon 

rail laid and more .if the 

■ ■ laid at a later date, ha :-i\. D 

lust comparison between the two 
on Tb.it we have so much wild con 

roof of which style of i I ad the tx 

In I .■ 
of 100 pound a con 

■ 

w Ith 2 Inch Inch 

■ pound nonda 



In all branches of electric railway work there are 
knotty problems to be solved, and in the track construction 
department surely no subject has called for more careful 
study and received more serious consideration than that of 
the maintenance of rail joints. Manufacturers and track 
engineers alike have put forth their best efforts In the en 
deavor to solve this problem. 

The hardest proposition with which manufacturers o 
proved rail joint fastenings have to contend is to secure fair 
play for their devices. Man} Fastenings have Features thai 
mark a material advance over the old style of joint plates 
but their application requires such care thai its neglect 
would make the joints appear less desirable than the- 

specially when the extra cost and consequent 

additional loss through failure is given due Weight. Ml 
Hack engineers and superintendents concede the great ad 
rentage Of a continuous rail, hut the attempts to secure it 
have In some cases been so expensive and unsatisfactory 
thai others have hesitated to recommend to their superiors 
the latest and most scientific appliance) 

Thermit, electric and cast-welded joints all have their 
partisans anions track engineers, who have given study and 

cia] care in the application of one particular type ol 
weld. No one disputes the statement that all three methods 
have been successfully employed, but it likewise must be 
admitted that there have been some failures, and in some 
Instances thai money loss has resulted in the abandonment 
lather than in a more careful mechanical application of the 
process. 

On the I'tiea A Mohawk Valley Railway Company's sys- 
tem we have used only the thermit process of welding, but 
know that others have had such marked success with electric 
and cast welding that we cannot take exception to their 
practice. Granted thai we have bad Failures, we must also 
admit that, save in one particular, the fault is aitribu 
either to carelessness in application or to lack of knowledge 
of requirements. This is proven by results obtained this 
year in applying the Knowledge gained through Failure last 
year. 

Details of the Thermit Process. 

Although the details ol the thermit welding process are 
familiar to track engineers generally, a brief description 
ma; help others to appreciate its advantages more full] 

process consists in i ring molten Iron, or i lorrectlj 

mild steel, From a crucible into sand ami flour molds placed 
around the rails at the joint. The rails having Oral been 
lined ami surfaced, the joint is thoroughl] cleaned with a 
sand blast or wire brush. Then the rails are heated by gas 

"line oi- oil blOW-torch to expel all moisture, and by le 

the rails to a dull red heller results are insured, as the t, in 

perature of the molten Bteel is not reduced as much when 

in- into contact with the rails 

\ pah ol mold! made ol an equal mixture ol common 

clay and sand, or more |n> .mil ami m pet cent 

ot' eh. ap t ye Bom i lamped flrmlj to i be rails The 

is in id bj » rough! Iron Framework 

ded with hand lei ti Ing, The rail bead 

painted with a water; solution ol common red claj 

b the healed rail inn Mutely dries Up to I thin coining. 

prevent the molten sla I ft om uniting w lib 

or burning the rail-head Mter thoroughl] lutlni all |olnta 

oi the molds wiih clay ol the conslstenc] ol putty, common 

Is packed around the outside ol the moldi The molds 

and I then given a linal warming Willi the l,!,,w 

torch, tin' flame being directed Inside the mold I any 

remaining moisture The crucible on its tripod is placed with 
pouring bole direct!} ovei ami about two inchei above the 

hi iii,- mold, uter p] pi,,, iron disc. 

■i.i in the bottom or the em 

elide I,, ... iiog ioi thi the thei mil compound 

In and In the e. nte, ,,t the top i plat Bd ■ '! t One 

third ,,i a teaspoon of ignition powder \ torm match 
the chemical process, 

lb.- chemical reaction I be curious 

IDd • 01 'in. in mi id all ol Ins tune 

rerlng q itloni The thermit com] ml Is compi 

oi aluminum and iron oxide, both in •.,, m. 

the ignition powder is con aluminum ami barium 

oh- in much iiu. i i,. i m When Hi. match 

II lo til, 

slun i iy quick] iie.n produced I 






• 



SI 



ELECTRIC RAILWAY REVIEW 



Vol. XVIl, No. 3. 



tense that it causes the iron oxide to release its oxy- 
gen, which in turn is seized by the aluminum and 
almost Instantly the entire contents of the crucible are a 
boiling and seething mass. By this reaction the pure steel 
is liberated and settles immediately to the bottom of the 
crucible. This wonderful chemical action is concluded with- 
in 30 seconds, the crucible is tapped by striking the tap- 
ping pin with a special iron spade, and the incandescent 
steel runs smoothly into the mold, the aluminum oxide or 
corundum slag following. In five minutes the mold can be 
removal tor Hie passage of cars. 

Some Improvements. 

To go back to the beginning of the operations, our at- 
tempts to make molds of half proportions of clay and sand 




Thermit Rail Welding — Welded Compromise Joint. 

resulted unsatisfactorily in that they shrunk and checked 
badly in baking and required a great amount of careful luting 
to fill all irregularities at the joints. Also the clay was 
baked like a brick from the great heat of the welded joint 
and was quite hard to remove, adding somewhat to the ex- 
pense. 

An old foundryman suggested to our foreman that he 
should try a mixture of clean, sharp sand with 10 per cent 
of coarse rye flour, moistening the mixture sufficiently to 
retain its form when pressed in the hand. This mixture came 
away from the model without adhering, baked without 
shrinking a particle, and was hard enough to stand ordi- 
nary handling. I believe we were the first users of thermit 
to employ this mixture that has now become general. For 
baking the molds we have found that a moderate heat of 
about the temperature required in baking bread proved 
most satisfactory, as a higher temperature burned the rye 
flour and destroyed its cementing property. 

By adding a teaspoon of turpentine for each pair of 
molds the material was made as hard as concrete — unneces- 
sarily hard for ordinary use but most desirable for special 
molds for broken or combination joints. These special molds 
we make solid and then with cold chisel and file hollow 
out the space to form a welt of iron. 

We first tried baking the molds in a furnace with banked 
fire under a boiler, but the heat could not be regulated suffi- 
ciently and we lost many molds through burning. Our fore- 
man then built an oven out at our Utica Park storeyard, 
using old bricks and building in a flat plate of iron above 
the firebox to baffle the heat. Above that two racks were 
placed to hold the molds. This oven has a capacity of 12 
sets of molds, one man receiving 15 cents an hour making 
and baking 12 sets in five hours. Thus we have a capacity 
of 24 sets per day at a cost of GVt cents a set for labor. 
Our molds actually cost about 10 cents a set, as the work- 
man was not constantly employed and we did not require 
the full output each day. 

Our oven is constructed with but one door for the molds 
and fuel, but it is more desirable to have a separate door 
on the side of the baking chamber, as the oven is not then 
cooled off when fuel is placed in the firebox. We use old 
ties for fuel. 

We have made our crucibles since using up the first six 
furnished by the Goldschmidt Thermit Company. We buy 
the magnesia tar and mix with it 25 per cent of old crucible 



material finely powdered. These crucibles are very dur- 
able and last on an average for about 30 joints. We bake 
these in our oven with a higher temperature than that re- 
quired for the molds. 

Results with Welding. 

We have welded about 900 joints during the years 1905 
and 1906. Of these 600 were made in 1905 on Lorain 95- 
pound, 297 9-inch tram-head rail. This work was subsequently 
paved in with vitrified blocks on concrete extending from 
the bottom of ties. The ties were 6 by 8-inch hewed South- 
ern pine, 8 feet long, spaced 24 inches center to center on 
8 inches of crushed stone. Ten of these joints proved faulty 
during the year, the break being generally elliptical in shape 
and extending from the end of the rail just underneath the 
head and above the weld, to the upper bolt hole; thence to 
the lower bolt hole and back to the base of rail near its end. 
This break is supposed to follow closely the line defining 
the extreme limit of recrystallization of the rail that is 
produced as a result of the heat radiated from the weld 
itself. These rails had been drilled with 1%-inch holes, 
spaced 2% inches — 6 inches — 6 inches in upper row and 3% 
inches — 6 inches — 6 inches in lower row, for regular ribbed- 
girder joint-plates, and the line of recrystallization passed 
through the first holes in most instances. I understand that 
this recrystallization is the cause of most of the breaks in 
both cast and electrically-welded rails. Nearly all of these 
joints that failed broke through contraction of the rails due 
to failure to protect them properly after welding continuously 
500 to 600 feet of rail. Later we omitted the weld at every 
sixth joint until after the paving was finished on all joints 
but those left for contraction, when the latter were welded 
and the concreting and paving around them was finished. 
Thin sections sawed from the upper half of a rail were 
placed in the openings before welding. 

Another kind of joint failure developed in the form of a 
slip joint, due to the iron of the weld failing to unite prop- 
erly with the rail itself. We had about four of these slip 
joints during 1905. Later on we tested all welds immedi- 
ately after cooling by striking them on both sides of the rail 
with a heavy spike maul, the laborer being instructed to 
break off the weld if possible. These defective joints were 
all repaired by making a special mold to enclose the old 
weld and by running another weld close against and at one 
side of the old one, over the break in the rail. This year 
we have had seven breaks in this total of 600 joints, all of 
them breaking through the bolt holes. 

During 1906 we welded 200 joints on the same section of 
rail laid in 1902, where the 12-bolt, ribbed plates had be- 
gun to show failure through working loose or the rail head 
had mashed down at the receiving end. In the latter case 
the receiving rail was shimmed up and after welding the 
head was ground true to a straight edge by means of a hand- 
power emery wheel grinder. Thus far but one of these 
joints has proven defective, as there was no expansion' or 




Thermit Rail Welding— Joint Weld with Cable Bond. 

s 

contraction noticeable, the pavement being removed only at 
the joints. 

We have also welded during 1906 about 100 joints on 
Pennsylvania Steel Company's section 95-272, a Trail 
7 inches high with 6-inch base and head 3 inches wide. 
We ordered this rail with the first bolt hole omitted. Thus 
the distance from end of rail to nearest bolt hole is 6 inches, 
and as the line change of crystallization fell several inches 
short of the holes we have experienced no trouble from the 
breaks except in two instances where long sections were 
left uncovered along the outside rail, awaiting paving. After 



January 19 



ELECTRIC RAILWAY REVIEW 



B5 



this we banked earth against the rail on long sections with- 
out expansion joints. 

Some Precautions. 

When we began welding this 7-inch rail we found that 
we could sledge off the welds and that the iron from the 
thermit compound had not united with the rail; also that the 
iron came up to the top of the rail head. We subsequently 
found that the mold models had become mixed, and we had 
used one of two small horizontal cross-section, and conse- 
quently the rail chilled the small volume of molten iron 
coming in contact with it. Upon enlarging the mold model 
so that the thermit portion furnished only enough iron to 
come up under the rail head, we obtained welds that resisted 
the most vigorous sledging that could be given with a 10- 
pound hammer. We were able to batter the weld out of 
shape, but could not separate it from the rail. This sledging 
test is now applied to all welds. 

We found when welding in the morning with rising tem- 
perature that tightly-closed joints often bumped up when 
welded. This proved to be due to the latent compression 
in the rails that did not manifest itself until the rail ends 
became soft. These humped joints were ground down with 
an emery wheel grinder. We had only a few of these joints 
when we realized the cause, and readily prevented such 
action by welding on cooler days or when the temperature 
falling. We obtained the best results with joints open 
about one-sixteenth to one-thirty-second inch, the expansion 
in welding closing tightly such an opening We have made 
excellent combination welds betwt en ^" -pound T-rail. 7-inch 
ind and 9r, -pound T-rails and 9-inch girder rails. In 
making combination welds we found that it was essential to 
get a good body of metal between the upper side of the hase 
of the deeper rail and the under side of the shallower section 
in order to secure the strongest type of weld. 

Thus far there has been no appreciable excess wear in 
the head of the rails at the welds and the heated portion 
seems to take the original temper, as it cools down slowly 
in about the same way as when coming from the rolls. 

A few portions of thermit, not over six. have been lost 
through failure of the workman to tap the crucible properly, 
or lack of luting around the joints of the molds. We have 
had but one explosion during our entire experience. That 
occurred after using the process 18 months, and was caused 
through careli d welding on a rainy day and in not 

thoroughly luting the molds near the top. The slag came 
in contact with the wet earth around the mold, but aside 
from the scare occasioned by the report and a slight burn 
on the foreman's arm from flying slag no harm was done, 
and the weld turned out to be a good one. 

Cost of Thermit Joints. 

The per joint to weld the fi-inch girder rail on 

including all labor, materials, tools 

and patterns Incident to the work, experimenting with mold 





Welding — View of Completed Joint 






o waa 15 sfi The 

i I pi r i 



ol 

t of weldli 

Ml Of Hi: 

lay a! 



would have been the case under continuous operation. We 
have never exceeded 2" welds in any one day. 

We tried welding at night for a short time, but on ac- 
count of increased expense and liability of accident gave it 
up. as there was no real necessity for doing it at night so 
far as the operation of cars was concerned. The compara- 
tive simplicity and small cost of the outfit required, the 
facility of manipulation and the flexibleness of the process 
in its application to various sections of rails and to other 
welding purposes serves in our opinion to make it altogether 
desirable. 

Welding Truck Frames and Cross Bonds. 

Besides the regular rail welding we have successfully 
welded a broken side frame of a Brill 27-F truck at a cost 




Thermit Rail Welding — Tapping a Cupola.- 

of $6.85. This new pan would have cost $30, and the mas- 
ter mechanic considers the frame as serviceable as a new 
one. As tin- track was not taken apart to do the welding. 
the advantages and economy of the thermit for this kind of 
work must appeal strongly to the economical mechanical 
engineer. 

We have made a practice of welding in 500,000-circular 
ml] copper cable cross-bonds spaced about 1,000 feet apart. 
and have mel with signal success. As a matter of economy 
we have used a joint weld at one end of the cross-bond by 
boring a hole through the mold and Inserting the cable 
opened to receive the projection ol the rail base. The other 
welded opposite the k>lnt by using a 
regular mold and one-fifth of a portion of thermit at a cost 
of about $1.25. 

We feel thai our experience and the signal Improvi 
of 1906 over the welding done In 1908 warrants us In 
tinning the use of the process, if our brea not 

i 2 per • mlng the life ol the rail to 

hall have expended about I lolnt 

in pared In maintaining perfect stablHtj and 

tlcally full electrical conductivity ol 
we have evei "ill ma- 

bould show them 
thin the 

•ions 
• i by 
our i 



nded for the Ini 

for tin ii ■ 

Mi Hor.ik and i 
i rneubnrg, mar Vienna The pro 

. Bald i" i 
In under I me Bald I 

tl . hi. i when tin 

nd turned 

furt I • 

of the pi 



86 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No '•- 



ELECTRIC WELDING. 



i:\ r. NET WILSON, ROCHESTEB RAH.WAT COMPANY. 



I am in a rather peculiar position, having been with the 
■ ster Railway Company only about one week, and there- 
not familiar with the performance of the electric welded 
joints in that city. 

I shall not go into the subject of the details of electric 
welding so far as the equipment is concerned. This matter 
has been covered, I understand, very thoroughly in past meet- 
ings of this organization. Joints are unquestionably the most 
itant detail in the permanent-way department. It is 
my opinion that no mechanical joint is equal to a good weld. 
Viewing this from the financial standpoint, or from the stand- 
point of the purely practical track foreman, the weld is the 
thing. We know that we can make a good roadbed if suffi- 
cient funds are available. Unless the joints are welded, we 
cannot by any means be positive that we can hold our joints. 

Cost of Electric Welding. 
I shall read a detailed statement of cost of welding 3,087 
joints in Camden. X. ,T.. which is the South Jersey division 

of the Public Service Corporation. 

Summary of Costs of Electrically Welding 3.087 Joints, on Had- 
donfield Pike. Moorestown Pike, Kaighn Avenue. Broadway, 
State Street and River Road. Camden. New Jersey. 

of labor $7,031.24 

of material 5S1 On 

$7 612 .33 

Credit from sale of old fish plates and 

bonds 2. $16.59 

$4.7'J.7.74 

Cos! of welding 3,03? joints @ J5.2 16.206.7S 

of replacing 6 yds. @ $2.53: 117 
yds. 2.569.65 

Total cost of operation $23,572.14 

First cost per joint, labor 2.277 

First cost per joint, material .188 

First cost per joint, labor and material 2.465 

Cost per joint, labor and material, after credit is deducted 1.553 

Final cost per joint, all labor, material, welding and 

asphalt charges 

per mile, under similar conditions, 30-ft. lengths.. 2,62 

per mile, under similar conditions. 60-ft. lengths.. 1.343.76 

Cost Per Joint, Paving and Rail Section on Above Streets. 
Fladdonfield pike. 7-inch girder (P. S. Co. Sect. No. 23S 

and Cambria Xo. S24 > rubble stone on sand. 9S9 joints.. $ 6.6S-1 
Moorestown pike. 9-inch girder and 7-inch girder (P. S. Co. 

S ts. 238 and 200) rubble stone on sand. 1.12S joints... 6.704 
way. 7-inch girder (P. S. Co. Sect No. 238) asphalt 
tween rails and part of shoulder, Belgian block along 

11, on 6-inch increte 

K tigl i i tie, 7-inch girder (P. S. Co. Sect. No. 238) 

bra ween rails and shoulder, on 6-inch concrete, 

77!' joints 10.43S 

street and River road. 7-inch girder (.Cambria Sect. 
334> rubble stone on sand. 191 joints 6.632 



Total. 3.0S7 joints, average cost S 7.033 

You will note that the credit for sale of old fish-plates 
and copper bonds represents rather a large figure. I admit 
that I was somewhat surprised at this figure myself, but it is 
based upon actual cash received from a local scrap dealer in 
making sale of the old material. I might add that the sale of 
'onds figured very materially in making this figure so 
high. We used a bond devised by ourselves, which cost in 
material alone $1.25 per joint. The material being almost 
entirely composed of copper naturally gave us a very good 
return in the way of credit. 

Breakage. 

Regarding expansion and contraction: We paid little or 
no attention to this matter, as I am strongly of the opinion 
that in the improved paving, there being little change in the 
temperature of the earth, there is correspondingly very slight 
expansion and contraction. In the total of 3.087 joints in 
one year, we had 32 breaks, or about one per cent. On Broad- 
way and on Kaighn avenue we had a total of 779 welded 
joints, and none broken. These two streets were paved 
with asphalt on concrete. The entire number of broken joints 
occurred on Haddonfield Pike and Moorestown Pike where 
the track was laid on sand and paved roughly with rubble- 
stone. The condition of the paving was such that in the win- 
ter months the snow and ice had an opportunity to get in 
around the rail, and this condition I regard as the cause of 
the broken joints, as the same section of rail was welded 
in each instance. 

Cost and Value. 

The bonding of joints is so closely identified with the 
joint itself that one should be considered with the other. 

•Paper presented at the quarterly meeting of the Street Rail- 
way Association of the State of New York. Buffalo. January 11. 
1907. 



This feature should he given consideration as a very import- 
ant matter, as the question of installing a rail bond is, to 
my mind, simply a choice of evils; with the weld we know 
we must have a perfect bond. From the general manager's 
standpoint I think the matter should be approached in this 
way: In the case of old track with more or less battered 
joints, prices should be obtained upon a step-joint for raising 
the receiving rail sufficiently to surface the lowest spot in 
the dish with the abutting rail. To this figure should be 
added the cost of the bonds i loose and battered joints are 
usually accompanied with bad bonding) : then add labor cost 
and incidental material and make a total. This total should 
be compared with the cost of welding. 

In the case of the work in Camden I found that the 
cost of electric welding was less than the estimated cost of 
placing step-joints. I found by making tests of electrically 
welded joints the conductivity was equal to or greater than 
that of the solid rail section, using the Conant T-pole bond- 
testing machine. 

I have heard the opinion expressed by several managers 
that they would not weld new track, but that welding was 
all right in the case of battered joints. Personally, this ap- 
pears to me as a discrimination without a difference. 

I learn from Mr. Kleinschmidt that the Lorain Steel 
Company has recently succe-ssfully applied the process to 
Trail track on interurban lines, having welded a stretch of 
about six miles from Providence. R. I., to River Point. In 
this track they used expansion joints every 1,000 feet. They 
also welded the third rail on some two miles of elevated 
track in Brooklyn. Another interesting piece of welding was 
the new Trail tracks on the Brooklyn bridge. As this rail 
is laid directly on the plank, it is evident that the electric 
weld was the only form of welded joint that could be used. 
There are, I believe, five expansion joints on each rail and 
no reports have been made to date. 

In August. 1905. 1.770 joints were welded in Rochester. 
The cost of welding was $5.00 per joint. Total cost, includ- 
ing welding and replacing pavement, etc.. was $11.25 per 
joint. Up to January 29. 1906. there had been 114 breaks, or 
about G 1 ^ per cent. 

On Monroe avenue. Rochester, out of a total of 303 joints 
there were IS breaks, or 15 per cent. This was a Trilby 
rail and I believe Mr. Matthews attributes these failures 
to the type of rail, especially on account of the weak web. 
The fact that 415 joints were welded on Park avenue and 
Mt. Hope avenue and Main street, and none broken, seems to 
prove the above statement. 

I would like to conclude by asking a question: The cost 
of placing a step-joint with bonds on old and battered joints 
is about one dollar more than welding. The cost of placing 
an improved mechanical joint is about the same as a weld. 
Why don't the general managers weld" 



Signal Operation on Interborough Rapid Transit. 



The report of the signal engineer of the Interborough 

Rapid Transit Company for the month of October, 1906, shows 

"failures" as follows: 

Cause of Failure Total No. Failures Total No. Delays 

Signals: 

Broken wire 

Broken track wire 2 2 

Direct current relay 1 1 

Fuse 1 1 

Insulated joint 4 

Trackman 1 

Piece of umbrella bridging joint 1 2 

Dirt in valve 1 1 

Total 14 21 

Switches: * 

Indication spring 1 2 

Out of adjustment 1 1 

Ran by signal 1 

Rail running ahead 2 

Changing spring comb 2 1 

Thrown under train 1 3 

Total 8 15 

During the month of October the number of signal and 
stop failures was 14. The number of signal movements was 
6,718,346, making one failure to 479,881 movements. The in- 
terlocking and block signal system is operated electro-pneu- 
matically with alternating current track circuit control, and 
was installed by the Union Switch & Signal Company. 

It is to be remembered that the so called failure with this 
apparatus means that the signal from some cause indicates 
danger when the track is in fact clear, and not that it indi- 
cates clear when the track is not clear. 



January 19, 



ELECTRIC RAILWAY REVIEW 



81 



RAIL BONDS. 



l.V II. L. MACK, I.NTHRNATloN VI HIAillox COMPANY. 



The object of rail bonding is to join the ends ol rails 
- to afford an unbroken circuit through them for the re- 
turn current. The carrying capacity of the bonds can be 
determined in the same manner as ih.- carrying capacity of 
the feed wires. When the tracks or rails of one line are 
to carry return current from two or more lines, the carrying 
capacity of the bonds can then be determined on the carrying 
capacity of the feeder, on the two or more intersecting lines 
Where numerous lines intersect and the return current is to 
iiile line, ami in ease the Bow of current is 
ter than the carrying capacity of the rails there may he 
a supplementary cable or cables with a carrying capacity 
to off-set the overload of current passing through the rails. 
This cable can be run along the rails or through conduit or 
on poles; but in any case the best results may be obtained 
by frequent connections to the rails. Where trolley tracks 
cross steam railroad tracks at grade, supplementary wires 
can be used with good results. These wires an of no value 
around curves or special work, but only at such places where 
the uniform bond cannot be applied. Grounding the rails to 
water or gas pipes is of no value. As to increasing the capac- 
ity of the return circuit, damaging results often occur through 
such pra< I 

Installing Bonds. 

The question is often asked — What is the best bond? The 
iond is that in which the greatest care is exercised In its 
application, as the workman can make the bond an effe. 

n, or so much junk. Too much care cannot be taken 
in such application, which should not be made until the hole 
In the rail is perfectly bright and free from rust, dirt or moist- 
ure. The terminal on the bond should also be bright and 
free from moisture before being put in. Bonds should not be 
applied in damp or wet weather, as moisture will start corro- 
sion and greatly reduce their efficiency. In drilling rails for 
bonds th. suits may he obtained by drilling dry and 

in no case should there be any oil used on the drill, as oil 
forms a coating at the point of contact and greatly Increases 
the - of the bond. 

Where holes for bonds are drilled in the rails al the mills 

should be drilled 1 .'J2 inch smaller than the diameter of 

rial of the bond, as the rails often become rusty 

• d, and if the hides should be drilled large 

-ii a) the mills, they would be loo large alter reaming 
The hole should in- reamed out to exactly the dlam 
of the terminal. No type of bond should be installed by 
lied labor if are expected One man 

should have charge of. and be responsible for. th. 

of all bonds and keep as nearly as possible a complete 
rd. 

Test Results in Buffalo. 

onal Railway Company has used nearly all 
which it was thought would id results. 

■ ful study of different • 
a standard the compressed-terminal bond 
• used for several year- with viy good r< 

miner of had ll utile sv stem 

II. rrlck autographic ■• to de 

■ ondition of tl 

mil- In the citv of Buffalo ' 
• .illy welded 1 1 ack . thi 
iductor the entire long! i 
■ r it do Ii 
nee than anj othi 
..ll 

CompretiedTerminal Bonds. 

■! bond which 

bond 

In l*ri7 and ISIiV. and | 
show 

ill, which I think I 

bond or a com pi i 



turn circuit was not considered as serious at that time as at 
the present. 

Crown-Pin Bonds. 

In 1900 we laid about 12 miles of track which was 

bonded with 10 by 12 inch No. 1, crown. pin ligure-S bond, 

34-lnch terminal, two bonds in each join i put in under splice 
bars. A recent test made did not show these bonds to ! 
efficient as the compressed terminal bond. As the 

sed terminal bond had been Installed nine d the 

u-pin bond bin five years, this would show a marked 

difference in the efficiency, but in justice to the crown pin 

1 may stale that owing to the work being rushed and 

not enough time taken to afford careful installation, U 

was urn the care exercised in applying these bonds that there 
should have been to give the best results. The bond has 
some advantages over any other type of bond when rebi 
ing is necessary and trains or cars run at frequent intervals, 
and at high speed, and when it is not desirable to interfere 
with the service, lis application is verj simple as it is only 
necessary to drive in a pin; the drilling and bondil 
clone without placing any obstacle on the rail, such 

a compressor, to cause any fear of derailment. This 
would apply mostly to high speed Interurban lines, or to steam 
roads undergoing electrification. 

Soldered Bonds. 

I believe we wsre one of the earliest users of the soldered 
bond, which we started to use in 1893 \ti. r a numb. 
tests, both electrical and mechanical, we thought we bad 
solved the bonding problem; we not onlj used the bonds on 
till new track and track relald, but we went in very .-Men 

Slvelj to ieh.in.iiir' In about three years we had occasion 
to Change some special work. Where these bonds were used. 
and to our surprise we found some ol them practically of DO 
use at all. as the tinning between the bond terminal and thi 
tail had very nearly all disappeared and rust taken its place 
It is needless to state thai we discontinued for the tine 
use of soldered bonds. The bond which we used was a 
In our shops; the terminal was about 2% inch, s in dianieier. 
fully planed off; the rail was also Carefully clean., I oil 
With 8 special tool mad.' for the purpose; the bond terminal 
and rail were both tinned before installing the bond so il is 
unite evident thai our experience with Boldered bonds has 
not been very satisfactory, \hout one year ago we bad In 

stalled by one of the leading makers al t 500 soldered 

bonds and I have just recently made a u-~l of 8 number of 
these bonds and n:;i phased to slat, the results were vor.v 

satisfactory i do not believe enough is known ot soldered 
bonds to determine their exact location in the Bcale I 
would like to see a soldered bond nol onlj stand as a com 

,,e i ,,i bonds inn to rank Bret In the list, 
i believe ii is the mot I nract leal ol Ilea a 

the ' |i ,il lesi when lirsl applied. What remains 

to be d< ti rmined is the life of the bond 



Southwestern Traction Company to Abandon Ganz System. 



way a« 
11. 1M7. 






The stockholders of the Southwestern Traction Companj 

Of London, nut., have approved the plans of the board of dl 

rector liscardlng the Qani two-trolley three phase svs 

tem now in use. which has proved unsatisfactory during the 

past Beason, ami substituting the direct-current Bystem. The 

i in lent is now gem rated al a power house located 

Oreen al B pr< 10,000 VOltS. Transmission line 

iv the current at this voltage to Iran 

along the line, whi n topped down to 1,000 volts, three 

d to the double trolley wires. Tl onstl 

tllle the third conduit lilt [t I ' d tO 

the ne". tolled and in working ordi 

i. wiiho' rupttng traffic. The contract for the 

leal equlpmen 

1. 1 t.i the ■ '..nadian Weatlngbou a I Ion . 

Hamilton, lint V 

hicb run I of about I 

ami stop onlj Three combination pa 

and expi HO btly lOWl 

d for tbi n Ice \n hi 

.111, ,| I ..ll |dl lal'le new lollll. 

ordered from the I knnpanj i « m 

length, with 

and provided with iipai I nn-ir 

.,\ hie i..i the erection 
Hal brick depot a' the London terminal, wiU 

beih atlal building to bi 

from London to Ft Thoi 



s^ 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 3. 



SPAN AND CATENARY CONSTRUCTION.* 



BY G. E. EVELETH. 



The primary cause for the change from brackel and span 
construction, as ordinarily used for direct current, to cate- 
nary construction was the difficulty in obtaining suitable 
insulation with higher voltages. With the trolley wire sup- 
ported by a messenger wire, which in turn can be directly 
supported on porcelain insulators, there is no difficulty in 
obtaining sufficient insulation for almost any voltage. This 
type of construction results in a more flexible trolley wire 
and one which a wheel follows with much less jumping. By 
providing additional points of support the deflections of the 
trolley between supports may be decreased as much as de- 
sired. Another advantage of the catenary is that when used 
with trolley-wheel collectors there is little chance of the over- 
head work being pulled down by catching of the wheel on 
the supporting wires when the wheel comes off the trolley 
wire. It is only at curves that there is anything which could 
give trouble from this source as the tangents are entirely 
clear even at anchors. 

With catenary construction it has been found feasible to 
increase the distance between poles up to what is now con- 
sidered a standard distance of 150 feet on tangents with 
shorter distances on curves. The poles are set about 6 feet 
to 6 feet 6 inches in the ground. 'With bracket catenary con- 
struction the poles are given an outward rake at the top of 
about one foot. Guys are needed only on curves or where 
the ground has poor holding qualities, since with bracket 
supported trolleys the strains tending to bend or displace are 
only from one-fifth to one-tenth as great as those existing 



materially in preventing breakage from missiles. It will be 
seen that any friction due to movement of the messenger 
wire on the insulators will create a force tending to twist 
the insulator around the bracket. This is prevented by the 
pin stud passing between the two angle irons. 

If rigid economy requires a lower cost bracket than the 
angle iron. One made of T-iron would be the next choice, as 
this possesses a shape to which the insulator pin may be 
readily attached without danger of twisting around the arm, 
though this latter bracket is undesirable from the construc- 
tion standpoint as it has no stiffness in the horizontal plane. 

For single-track work it is well to raise the outer end of 
the bracket two or three inches so that when loaded with a 
messenger wire and trolley the pole deflection will make the 
bracket level. 

When the poles and brackets have been put in position 
and the insulators installed the line is ready for the messen- 
ger wire, which for trolley wire up to No. 0000 capacity usu- 
ally consists of a 5-16-inch second grade or high strength 
7-strand, double-galvanized steel cable having an ultimate 
strength of about 8,100 pounds, or a %-inch Siemens-Martin 
7-strand, double-galvanized steel cable, having an ultimate 
strength of about 6,800 pounds. The grade first mentioned 
requires the use of mechanical clamps at the splices, while 
the softer steel can be made up into the usual cable joint, 
one or two miles of this messenger wire are usually run out 
and pulled up to give the required uniform deflection before 
loading with the trolley wire and fittings. For a 150-foot 
span at about 50 to 75 degrees F. the initial deflection of the 
wire should be about 16 inches. With the messenger wire 
in place the trolley is run out, pulled tight and clipped in at 
the center points of the spans. This will change the span 




Typical Form of Catenary Suspension. 



with span construction. The question of doping the poles 
with tar or protecting them at the ground surface with 
cement and asphalt is largely a matter of individual taste. 

A new element is introduced in the requirements for a 
bracket with the catenary construction. When the trolley is 
installed the maintenance will depend largely upon the exact 
balance of forces on the messenger wire, which means that 
the deflection for the individual spans should be the same. 
It is desirable then to have a certain amount of rigidity in 
the horizontal direction so that the initial dip of the messen- 
ger wire may be adjusted to the desired amount. To obtain 
this stiffness an angle iron bracket has been designed, con- 
sisting of 2 by 2% by ^i-inch angles fastened together with 
suitable spacing blocks at the end over the track at a point 
18 inches nearer the pole. Through this latter block is passed 
the stay bolt supporting the bracket from the pole top. The 
angle brackets are shipped unbent, as they are flexible enough 
to spring out sufficiently to take the pole. 

For double track work longer angle irons are used, which 
are riveted together with suitable spacing blocks at each end. 
These may be sprung open and slid down over the top of the 
pole. Where this is impossible, due to wires or other con- 
ditions, one end of the bracket is usually bolted. The dis- 
tance mentioned between the spacing blocks on the bracket 
is provided to allow an adjustment of the insulator position 
to accommodate alignment of the trolley and provide means 
to obtain staggering when the bow or pantagraph collector is 
used. 

The short iron pin designed with a special base and hav- 
ing a bolt passing up between the two angle irons is used to 
support a standard type of insulator, which is preferably 
made in two pieces cemented together. The insulators are 
cemented to the pins. Cementing is preferred to threading, 
as it gives the porcelain a more rigid backing and so aids 

•Paper presented at the quarterly meeting of the Street Rail- 
way Association of. the Stat.- of New York, Buffalo, Jan. 11. 1907. 



deflection at the center from 16 to 24 inches. The deflection 
will be about 28 inches when the rest of the hangers have 
been installed with three or more points of suspension. It is 
well to anchor the trolley while clipped in at the center 
points only so that any change in the relative position of 
trolley and messenger wire will not necessitate adjusting the 
additional suspensions. Both the trolley and messenger wires 
should be anchored at each end of every curve. The messen- 
ger wire deflection as given seems to be about the most satis- 
factory for 150-foot spaus, as less deflection will cause much 
more variation in height of the trolley wire due to tempera- 
ture changes and make the system rigid, while more deflec- 
tion makes the whole system too flexible in the horizontal 
plane. 

For years the spacing between trolley supports has been 
in the neighborhood of 100 feet. Many roads are now run- 
ning quite satisfactorily with wheel trolleys with this spac- 
ing up to speeds of 60 miles per hour. It is probable, there- 
fore, that with the direct-current trolley-wheel collectors and 
three-point suspension, bringing the distance between points 
down to 50 feet, will be entirely satisfactory for any reason- 
able speed. With sliding contacts of either the bow or pan- 
tograph type, having much more inertia than the wheel col- 
lectors, a closer spacing of supports is doubtless of advan- 
tage, as this makes the difference in level between the sup- 
ports and center points of spans sufficiently less to enable 
the heavier collecting device to follow the wire and also les- 
sens the blow at each support. There is nothing to decide 
•just the number of points to give the best results, but it ap- 
pears that the stiffness of a No. 0000 trolley is such that the 
system seems to pass the point of maximum flexibility when 
the supports are about 15 or 16 feet apart. If they are closer 
than this a contact passing under a support not only raises 
that support but the two adjacent ones, while at this spac- 
ing the trolley wire will bend and lift only the support under 
which the collector is passing. If more than three points of 



January 19. 



ELECTRIC RAILWAY REVIEW 



69 



suspension are used the weight of trolley carried by the 
center point is not very great, and an initial twist in the 
trolley conductor is liable to cant the center point ear suf- 
ficiently to cause it to hit on the moving collector. It is. 
therefore, desirable to allow a greater distance between the 
lowest point of the messenger wire and the trolley so that 
the weight of the latter will be sufficient to prevent an initial 
twist canting the center point hangers. 

Inertia tests on the pantograph collectors indicate that 
with a properly installed trolley supported every 20 or 25 
feet, there is sufficient activity of the collector to follow up 
the deflections In the trolley wire, even supposing that these 
deflections were not actually reduced by the pressure of the 
collector on the wire at intermediate points between suspen- 
sions. 

A number of styles of connection have been developed to 
support the trolley wire from the messenger, but the one 
which is recommended most strongly at the present time 
consists of a sister hook of malleable iron grasping the mes- 
senger wire, having a flat strip of steel % by % inch, con- 
necting this sister hook with the clamping ear. This ear 
has been made up in a variety of forms and the selection of 
the type is largely a matter of personal choice, as a number 
of mechanical and screw clamp ears have been developed for 
this purpose. 

With the pantograph collectors a clearance of about 6 
inches vertically. 3 feet away from the trolley wire is re- 
quired for clearance on curves where the outer rail is ele- 
vated, throwing the collector contact surface at an angle with 
the horizontal. Since the pull-offs must be on the outside 
of the curves where the clearance space is necessary a bridle 
arrangement has been adopted, which consists of %-inch 
seven-strand cable attached to a special clamping oar with 
eye on the trolley wire and a special sister-hook with an 
eye on the messenger cable. A rod forms a rigid connection 
between sister-hook and ear. The strain insulator is inserted 
in the apex of the triangle formed by this bridle. With 
curves of large radius, a device known as the "steady brace" 
is used to push off the trolley wire at a point directly below 
the bracket. This push-off brace consists of a screw-clamp 
ear. to which is attached a gooseneck piece of %-ineh 
threaded steel rod, which in turn is attached to the end '>f a 
wooden stick about two inches in diameter. The other end 
of this stick is fitted into a socket carried, in the case of 
high voltage work, by a special porcelain insulator, which 
Is so pivoted at the pole as to allow the motion in a hori- 
zontal plane that is required by movements of the trolley 
wire. In double-track work the principle of the bridle pull- 
off is used just as the double-curve hanger for direct current 
work. 

It is well to anchor the trolley about four times to the 
mile. The anchor is attached to the trolley about 27, feet 

■ r side of the pole anchor bracket, which in turn is an- 

■ d to adjacent poles. The change from the center point 
of span, where the anchor cable would be nearly parallel to 

trolley wire, to this location nearer to the bracket is 
■ >l by the danger of a i nor cable catching 

In ■ slid:' . With this type of anchor and a wheel- 

he angle between the anchor guy and th-- trolley is 
so small that it is not possible to catch a wheel between 
them. 

All of tic 

for wheel or Now collectors, with t r i « - exception "f the frogs 
which must be special lor each condition. 

In insulator required for this high voltage work 
has ■ of the most difficult problei olve, but a 

ion has i "'" In B special type of 

lain, weighing io_. pound! and capable 
landing 12 ill. or In other words 

pull ti In this sort of const ruction. 



NORTHWESTERN ELECTRICAL ASSOCIATION. 



It seems difficult of belief that publii 
carry far more passengers than In London. Bach, hows 

and 
d in Londi 

I an 
York thi 
i for 1904, s tain ol I 6 per 

Ion 



Young 

payn 

taaea In 



The fifteenth annual convention of the Northwestern 
Electrical Association was held at the Coliseum building, Chi- 
cago, on January 1C, 17 and IS, in connection with the elec- 
trical show of the Chicago Electrical Trades Exposition Com- 
pany. Both morning and afternoon sessions were held. Pres- 
ident Harold Almert occupied the chair. Thursday evening, 
January 17. a meeting was held in connection with that of the 
Illuminating Engineers' Society. A large number of interest- 
ing papers was read, as follows: 

"Warrantable Expense for Meter Testing." by O. J. Bush 

nell. 
"Profitable Co-operation," by J. Robert Crouso 
Water Powers of Wisconsin," by Ernest Gonzenbach, 
"Some Characteristics of Alternating Current Motors in 
which the Central Station Man is Vitally Intere 
by C. W. Bergenthal. 
"Producer Gas Power." General discussion. 
"Outline Lighting," by Homer Honeywell. 
"Some Phases of Smaller Centra] Station ment," 

by H. H. Scott. 
"Uniform System of Accounting for Small Compai 

by Fred W. Insnll. 
"Some Points in Illuminating Engineering for the Small 

Central Station." by .1. K. Cravath. 
"The Trend of Improvement in the Design and Opi 

of Boiler Plants," by a. Bement. 
"Premiums to Employes," by Ernest Gonzenbach. 
ILLUMINATING ENGINEERS' SOCIETY. 

"Large Versus Small Units in Sir Lighting." 

"Globes and Reflectors for Street I. amps." 
"New Street Lights." 

At the Friday morning session Mr. Ernest Gonzenbach, 
general manager of the Sheboygan (Wis.) Light, Power £• 
Railway Company, addressed the meeting on the subject of 
"Premiums to Employes," giving an Interesting explanation 
of the premium system as applied by his company. Ho said 
that he had wanted to reduce the cost of power production by 
awakening an interest in the employes, but without scattering 
broadcast among the public the cost of producing electricity, 
Therefore, about a year ago, after calculating the cost of coal, 
oil. repairs, etc., for a year he told the men that a certain per 
cent of the saving over that amount should be divided up each 
month among the employes accotding to the rank ol the men. 
the engineers receiving the largi at. The men were 

not told the exact per cent of the saving. This system had 
proved very satisfactory and had produced a spirit of rivalry 
and interest among the men which was very advantageous to 
the company. The firemen watch th< thai 

they do not waste the power ami the engineers watch the 

firemen to guard against the use of too eh coal Hi 

the highest compliment I., tins d i n pal 

a coal company, which objected because the employea were 
too scrupulous In In ' tten 

the careli - eni bad wiped oul ii mire 

b's premium in cost of I had i d unnecessary 

to ask the man to resign bet men made ii go uncom 

i bio for him. 

;. in bad also been applied to tin 

the lighting bus! Jiany solicitors had gone away from the 

town d With their lack Ol 

nisi public orpo 

ratloi ■''■ exceed 

Ingly difficult 

I n s ho ret Ided In the town 
and understood the peculiarities of the people, \n emp 
mio bail to deal with the public weri ad Into ■ 

ni which met even Monday night and held rei 
■ ii own ofl 
which produi 
month 10 

department over tl 

i en in foi ■ 
• i month over th< month i 



w 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 3. 



vioiis year had averaged over 16 per cent. The premium 
system was an incentive to each man to treat the public with 
increased interest and courtesy. 

In the discussion which followed, the opinion was 
expressed thai under the premium system as applied to the 
power house there would be a tendency to keep 
the amount of repairs as low as possible for several months 
in order that the premiums might not be affected 
and to bunch the repairs into one month. Mr. Gozen- 
bach said that large repairs, such as alterations, were not 
included in calculating the premiums, and there has been no 
tendency to hold off the smaller repairs in order to keep the 
premium up. 

Mr. A. Bement, then read a paper on "The Trend of Im- 
provement in the Design and Operation of Boiler Plants." 
which will be found elsewhere in this issue. 

The following officers were elected for the ensuing year: 

President, Edward Daniels. Menominee, Wis. 

First vice-president, B. C. Adams, Lincoln, Neb. 

Second vice-president, H. F. Pierce, Negaunee. Mich. 

Secretary-treasurer, R. N. Kimball, Kenosha, Wis. 

Directors: J. S. Allen. Lake Geneva, Wis.; W. R. Put- 
nam. Red Wing. Minn., and Geo. H. Lukes, Evanston. 111. 

The next meeting of the association will be held at Mil- 
waukee, Wis., January, 190S. 



THE CHICAGO TRACTION ORDINANCES. 



STUDENT RECORDS IN MEMPHIS. 



In order that a complete record may be kept of the 
student work of all new conductors and motormen, the Mem- 
phis Street Railway Company uses instruction order-blanks 



THE MEMPHIS STREET RAILWAY COMPANY 



INSTRUCTION ORDER student badge 

Memphis, Tenn 



Issued -TO ..'■:,".' Badge No 

Ob entering the Mrici Student, mil he given !hi> bl.nk. Student, will be oxigncl to the dilleceut line., .me ,1 • lime, unnl h. lie, 

TheMolo.m.n bi , I,,u... n n*bou efcunn tbl Hiudct.i i. placed l„. in . r.u.t >„u. will O.K Hie Sloilcoi In the roam p. 1 ■ ,|,.- 

he it competent to pc.lacoi tlicdutle. .euoiredol bun on ib.t pitllcaUt line, end noi umil he ,, competent 

- n.lltbel.ne,, henill report to. e,.mlnitio„ 



selenl to pe.fomi the dutle. ceuoiced ol boo 
'i the Student hi. completed bl, counc ol in 

llolHe -I.. 



H„,i, „o Raw „tl 

O k 



AMiencd to II. dec No 

-I" ....... ILt. 

Ir HourotF Dnte V- 

.. h 

W "K" P « '° untile M, 



H g Hoi" iff 

0. 1 


D-lr 


■„, 


Hour oo Hoi » 


'"" 


IH 






. B .Ik- No 

. . 1H 
















. t'.lr 






- \»..„ 




SUMlscd .ndfonodO It 




,,,. 


■ . . . 11 . !,■, 




.. in 













Student's Instruction Record as used at Memphis. 
by 10 inches.) 



(Original 83.. 



for each "student." These blanks present spaces for each 
of the 14 lines operated by the company. When the student 
is assigned to one line he remains there until his instructor, 
either conductor or motorman as the case may be, is satis- 
fied that he is competent to perform the duties required of 
him. The instructor then fills out and O. K.'s the blank 
for his line, and passes the new man to the foreman in- 
structor for assignment to another line. 

It is required that the student learn the peculiarities of 
each of the 14 lines before he will be given charge of a car. 
When the instruction order-blank has been properly filled 
out it is filed in an envelope with the student's application 
for employment, his recommendations and other records that 
have been gathered of him. 

Men who have not qualified for the operation of a car 
over all the lines are furnished with badges reading "Student 
Motorman" or "Student Conductor." As soon as their courses 
of instruction are completed the "student" badges are taken 
up and the standard badge issued in its stead. 



We present herewith a brief abstract of the principal 
features of the two ordinances reported to the Chicago city 
council by the local transportation committee on January 15 
as the basis of a settlement of the long pending street rail- 
way controversy. The committee has been working out the 
terms of the settlement ever since the United State supreme 
court in the famous "99-year case" last spring declared that 
the greater part of the franchises of the Chicago City Railway 
and Chicago Union Traction companies had expired. Since 
the decision of the court the companies have been operating 
under a temporary license from the city. The ordinances 
now in the hands of the council give the Chicago City Rail- 
way Company and the Chicago Railways Company, which is 
to reorganize the Chicago Union Traction Company, a license 
to operate a street railway system in designated streets from 
February 1, 1907, to February 1, 1927, or until the city or a 
company licensed by the city shall purchase the properties 
with a view to eventual municipal operation. 

They have been agreed upon, after numerous and ex- 
haustive conferences in the committee, by the city authori- 
ties and the financial interests controlling the companies, and 
represent compromises on many important points, particular- 
ly in regard to the value of the properties. The valuation 
decided upon, $21,000,000 for the Chicago City Railway and 
$29,000,000 for the Union Traction Company, was fixed after 
thorough inventories had been made both by the companies, 
who called their property worth $74,000,000, and by a com- 
mission appointed by the city, who estimated the property 
at approximately $46,000,000. The ordinances differ material- 
ly from a franchise contract and contain several unusual fea- 
tures. In effect, they constitute a partnership contract be- 
tween the city and the companies until the city is in a posi- 
tion to adopt municipal ownership. In the provisions for the 
operation of the roads under this partnership, the reconstruc- 
tion of the property and the terms of municipal purchase, the 
two ordinances are identical. The Union Traction ordinance 
differs from that for the City Railway only in the provisions 
for reorganization, for the perfection of its title to the north 
and west side lines, for the relations with the Consolidated 
Traction Company, which is controlled by the Union Trac- 
tion Company, but which still holds its franchises, and for 
the construction of new river tunnels to connect with the 
future subway system. 

Under the terms of the Foreman resolution, passed by 
the council, a petition asking for a referendum vote on the 
ordinances at the April election is to be circulated. If 86,000 
voters sign the petition before February 2 the council may 
pass the ordinances subject to the referendum vote. If the 
petition does not receive the required number of names it 
will be taken for granted that the people approve the ordi- 
nances and the council may pass them at once, the work of 
rehabilitation to begin immediately thereafter. The most 
important features of the two ordinances, which it is believed 
will be passed in substantially their present form, are as fol- 
lows: 

Reconstruction. 

Both ordinances provide that the work of reconstructing the 
street railwa> properties ami of bringing the service up to the 
highest attainable standard shall begin at once under the super- 
vision of a board of supervising engineers selected by the city and 
companies. The cost of the rehabilitation is to be borne and paid 
by the companies, it being provided that no contract or subcon- 
tract (except in the case of tunnel construction) shall be let by 
the companies without the approval of the board of engineers, and 
no bills for material and labor paid without similar approval. To 
the actual cost of the work 10 per cent will be added as con- 
tractor's profit and 5 per cent as brokerage in the procuring of 
funds. The board of engineers will report monthly to the city 
comptroller the amounts expended for rehabilitation and extension. 
In the case of the Union Traction Company it is provided that the 
reconstruction cost may be represented by bonds bearing 5 per 
cent interest and maturing not earlier than 20 years hence. 

Cars. 
Within three years the City Railway shall have 800 and Union 
Traction 1,200 new and thoroughly up-to-date cars in operation. 



January 19. 1907. 



ELECTRIC RAILWAY REVIEW 



yi 



B a certain number of cars now In service which they will be 
-.1 to retain. The cars must be kept clean and well venti- 
ind not below 50 degrees in temperature. Single cars only 
are to be operated after one year from the passage of the ordi- 
nances. The companies also bind themselves to abide by any rea- 
sonable service regulations imposed by the council, the board of 
engineers to be a judge of the reasonableness thei 
Motive Power. 
The motive power shall be electricity, and after the ezplra- 
.irs tlu companies may be required to install the 
underground trolley system. 

Subways. 

The city has the option of building .i subway through which 

the companies will he required to opi oi sxai ting a 

Ibution of not more than $5,000.00t> from the companies to 

-t. The title of the subway is to be held by the 

city in any 'Vent, but only the grantee companies may use the 

m for street railway purposes during the life of the ordi- 

ifths of the amount advanced toward Hi.- cost shall 

■ I by the Union Traction and two-fifths by the City Kailwax 

The location and extent of the system Is to be specified by the 

council and the plans approved by the board of engineers. After 

\piration of live years the companies may be required to 

join the city in building subway extensions. At the same time 

ompanies may be required t<> irs on the surfs 

such streets as they occupy undergroundi and if the capacity of 
ibway permits the city may require and authorize elevated 
to operate underground on payment of a rental. 
Board of Engineers. 

Within 30 days from the acceptance of the ordinance each 

my will select an engineer and the city an engineer to sit on 

ipervlslng board. The third engineer is to be Blon J. Arnold, 

in full charge of the rehabilitation work. The city, or the com- 

- may remove its engineer at any time, and the third engl- 

• between the . ity and com- 

■ - in ca< greement the Judges of the Brsl district 

appellate court may appoint and remove the third engineer, and 

f tie (allure of these judges t.> act either part] may 

to the circuit court for redress. The courts may be asked 

•Move any of the engineers on charges of fraud or corruption. 

City's and the companies' engineers are to receive not less 

than S3. 600 nor more than $10,000 a year, and the third engineer 

Is to receive flS.000 a year, and $15,000 a year additional during 

•hree years of rehabilitation. 

Through Routing. 

Throe, will be established jointly bj thi comp 

neing specified in the ordinances, running from 
orthern and western limits "f the 
■ ites may be added from time t" time by the' 
nil the approval of the board of en 

Fares. 

With the at G cents for a continuous ride-, 

■ rig -i> evei vw here i 

distre t. hounded by Twelfth river, 

district ti -ill he Interchangeab) 

o i d Chicago Gei 

last-named operating iii Twi 
ire to be good till I ter the 

the transfer point. No p 
■iiploycs of the company, city pollce- 
i uniform may Mai) C8 1 

; ■Mem shall relmbui -• He 
-is .d th.- number of carriers and the amount 

Division of Receipts. 

hi annual accounting and division <•< net re- 
lie city and the companies pn April 16 ol 

receipts win be deducted all operating ex 

nd i en. v. i tages 

... and p. 
M,t Of tic 

.1- 

p fund to protei t I 

main 

Purchase by the City. 

■ III I" Hie 

• 

Ini ompli >' 
t funds lo 
k ■ n fulfllli 

win i Intending 

■ 

PurchiM by a Licensee. 



price and a 20 per cent bonus. The licensee will not he required 
to pay the bonus provided that it has entered into a valid eon 
tract with the city to operate the properties for only a 5 per cent 
profit on the investment. 95 per cent of the profits going to the 
city. If the city or its licensee purchase during the three yeai 
construction period it is provided that the City Railway shall be 
permitted to finish the work under way and planned. The city 
must then deposit in trust sufficient funds to cover the cost of 
this work, including the 10 per cent contractor's profit and the 5 
per cent brokerage, to be paid out by the depositary at the order 
of the engineers. In the case of Union Traction the city has the 
option of allowing the company to complete the work or it tna\ 
pay only the purchase price and assume the property subject to 
the construction bond liens. If the city does net purchase be- 
fore February 1. 1:127. it may designate some person or corpora 
tion to purchase as its licensee on the same terms as the eltj might 

purchase. If tl ii\ does net exercise this right it may grant 

the right to operate in the streets to another company, which 
shall purchase on the same terms as the eil> 

Chicago Railways Company. 

The Chieag.i liailways Company. agrc> .il Hie prop 

erty and rights of the Union Traction Company within 130 days 
alter the passage of the ordinance provided a clear title can h. 
Obtained on the Bame terms as the city's purchase price, which at 
this time is 129,000,000. In case such a clear title cannot be thus 
obtained the company has 30 days more in which to promulgate 
a plan of reorganization of Union Traction which shall be ap- 
proved by Judge Crosscup or Judge Seaman. It is stipulated that 
this plan must recognize fully the rights of all securities Involved 
Not later than January 20, 1908, the company must proceed t 
perfect its title, the city using its powers to assist and the com 
pany agreeing to indemnify the city for all expenses so incurred. 
By the end of three years from the passage of the ordinance th. 
title must be p. lie. I an.! the compan>' have deposited in trust a 
ma i. nan of the steel; of the North and West Chicago Sue, i 
Railroad companies and two-thirds of the stock of the North and 

West Chicago Street liailway ompanies and the 1'uion Traction 
Company If the company afterward falls to COmpl} with the 
terms of the ordinances these stocks are to he held subject to tl 

control of the city in perfecting the title. Th npan] is to 

have no right to accept the ordinance unless it is in I. 

sion of the properties ami in a position t" c ply with the terms 

New Company's Guarantee. 

The ii.w .■ pam guarantees t.. give the publii through rentes 

nne fare, ami universal transfers over the Consolidated Ti ■ 

lines, and i.i proteel the olty against any dm il 

by vlrttie oi Iti opi ratlni n il with the aubsldlarj ai 

This operation agreement is to be canceled bj the comp 

the city purchases it n it\ bo requires tl I mpans defaults 

uy of the terrai covering thi Consolidated Bltuation, tie 
lake over the properties and operate them, payini 
pany 5 per cent on th.- purcha i prlci it thai tlmi lei retaining 
all tic remaining nel receipts in case the ' nloil Traction 

pany fails to accept Its ordini the Cits Rallwas is aul 

used t" extend its lines t.. the north and west sides through the 

Me illlllll Of He I 'hi. -age City lelill I ' !< II | i I I 

way fails i.i accept Iti milium. i ii.. i rrnctlor Company is 

- i/.e.i I., extend to the soul h side. 



Improvements at Covington, Ky. 



Extensive Improvements are bring made to tin powei 
lam e am! tracks "t tin- Smith Covington .v Newport St 

Railway Compan oi Covington Ky. This c pany's lines 

connect Covington with Cincinnati, 0., ami with Newport, Ky 

I hll |ng I lie past sea sun Ille emu >„ ll.leil Up 

waul nl |200,000 in laying new rails and repairing Its ti 

ami n is announced will spend an additional 1160,1 during 

I'm; Especial attention Is being given to the relayin 
lal track work. Where new steel is necessary 96-pound 

rails HI 60-fOOl lengths ale Used. The traCh iS laid III coll 

. -I with brick be) ween < hi ills. 
The improvement ol the Newport power house and 11 
equipment includes the Installation "i ■ < Curtl turbine unH 
of 2,260 k* capacity, two I horsepowei Stirling, boilers with 

up. | a hi levant eeiiniunl/.ei , JoneS undei I. I d tot 

Wheelei J-trlplex motoi driven Wheeler 

Muii. in drj vacuum pump, and a watei softener ami purl 

Additions 18 in BO (eel ami :::. bj 60 (eel reai lively, 

been bum in the engine i t" aocomi late ■> now 

■hi I and Ho tin bine unit Provision I mad. im the 

Installation of a second turbine al some futu - 



China now hS a inllwa\ i OUl 9,000 miles 

or ti miles are in >■■■ tnd tie re I undi i i on 

. 10 mill "in ai.. -ii.. | the 

Chinese Imperial Rallwi 
capital 'on 



92 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 3. 



TENDENCY IN DESIGN OF BOILER PLANTS.* 



ELECTRIC RAILWAY PROGRESS IN KENTUCKY. 



i:v A. i:i:\!i \ i. M. K. 



The most useful suggestions that the author feels he can 
offer concern sonic features of boiler and furnace design. 

The usual boiler does the largest portion of its work 
with the smaller portion of its surface; the horizontal water- 
tube type provided with two flame plates, ensuring three 
passes of the gases across the tubes, does from 70 to 90 per 
cent of the work in the first pass, or in other words, with 
one-third of the boiler surface, while the other two-thirds, or 
66 per cent, performs only from 10 to 30 per cent, and this 
performance applies to other types in corresponding measure. 
Thus the larger proportion of the investment is in that part 
of the apparatus which renders but little service. One of the 
reasons why the boiler surface is not brought into more act- 
ive service, is that the proportions of the gas passages are 
such that the natural volume of the gases can not fill them, 
therefore many corners and portions of the passes are not 
filled with hot gas, because the pass is larger than the mass 
of gas flowing through. Thus the work is performed along an 
exactly defined path over which the gas naturally flows, the 
most direct one from the furnace to the chimney. 

For this reason it does not pay to use a large boiler as 
compared to a small one, unless with the larger, provision is 
made for as good utilization of the surface as secured with 
the smaller one. For example, one of the Heine type of 11 
tubes high is approximately of the same capacity as one of 
17 tubes high when equipped with the same sized grate, be- 
cause the magnitude of the gas volume is the same from 
each, and it will be only that portion of the surface over 
which this gas flows that will absorb heat, and the distance 
from the entrance to the exit of the tube surface is approxi- 
mately the same for each. Or with the Babcock & Wilcox 
type, as much work could be obtained with a boiler 16 feet 
long as now baffled, as in one of IS feet, with the result of 
saving not only a small amount of investment required for 
boiler, but a large amount in land and buildings. 

The truth of the foregoing has begun to be realized, and 
the tendency is for better proportioning of gas passes, so 
arranged as to ensure the use of a larger portion of the boiler 
surface than under present practice. For illustration, the 
performance of three boilers of the Heine type will explain 
the matter. One of these boilers was equipped in the usual 
manner, allowing the gas to flow diagonally across the tubes 
directly to the exit, while with the others, by means of addi- 
tional baffles, the gas flowed twice the length of the tube sur- 
face in one case, and three times in the other, all three boil- 
ers having the same size and kind of grate. The relative 
performance was as follows: 

Relative work performed 
— by boilers — 

Amount of 
Heine steam per 

Type of Boilers Capacity pound of coal 

With single flow of gas 1.00 1.00 

With double flow of gas 1.04 1.10 

With triple flow of gas 1.04 1.20 

This emphasizes the importance of utilizing as much of 
the boiler surface as possible. 

Up to a certain point the application of additional baffling 
will increase the capacity, owing to the fact that the amount 
of heat absorbed will be greater, but beyond this the reduc- 
tion of draft due to the more restricted passages, will be 
sufficient to result in a decrease in capacity. To overcome 
this, special means for draft production are justified, and it 
has been considered possible, by means of proper baffling and 
a combination of forced and induced draft, to get twice the 
capacity from the same sized boiler as now obtained, and do 
so with no loss in efficiency, which would mean a saving in 
investment cost of one-half the boiler plant, land and build- 
ing, at an added expense only of draft producing apparatus. 

The setting for boilers is something which is now having 
special attention, as it it found that even the very best brick 
setting is very leaky, allowing the entrance of much cold air. 
As a remedy, steel jackets and reinforced concrete have been 
used, also brick settings have been sealed by applying a tight 
cement covering, over which canvas has been pasted and then 
painted. 

Requirements for good furnace performance are, that 
there should be an ample combustion chamber located be- 
tween the grate and boiler, in which combustion shall be 
enabled to continue until completed. Also, that the feed of 
the coal shall proceed at as nearly a uniform rate as possible, 
and that the removal of ash be accomplished with a minimum 
disturbance of the fire. 

♦Read before the Northwestern Electrical Association, Chi- 
cago. January IS, 1007. 



Although the state of Kentucky has not as yet been es- 
pecially active in the initiation of electric railway projects, 
in the central and northern part of the state the electric 
railway interests are now awakening to the new oppor- 
tunities in this field and are planning many improvements, 
to keep up with the rapid advances along industrial and com- 
mercial lines. 

Many of the street railways of Kentucky were built 
when power house, track and roadway and trolley construc- 
tion had not attained their present state of perfection and 
since their inception but little new work has been done on 
them. As a result of this inaction, since Kentucky has 
emerged from its almot lethargic condition the railways 
have proved inadequate to care for the new travel. The 
operating companies have found it necessary practically to 
rebuild their city lines and to plan interurban railways to 
accommodate the demands made by the residents of the 
rural districts. 

This is especially true at Lexington, Louisville and 
Covington, the three leading cities of the state. At Lex- 
ington, which is located in the center of the productive Blue 
Grass territory, a system of interurban railways is being 
built that bids fair to compare favorably with that radiating 
from any other city of the middle west. The Lexington & 
Interurban Railways Company, which owns or controls the 
city railways at Lexington, Frankfort and Winchester, has 
three interurban railways operating out of Lexington and 
is contemplating the construction of new ones that will be 
operated in conjunction with the existing lines. The operat- 
ing lines serve the cities of Paris, located 19 miles to the 
northeast, Georgetown, located 14 miles to the northwest, 
and Versailles, located 12 miles to the west of Lexington. 

By referring to a map of Kentucky it will be noted that 
exceptional opportunities are presented by the cities located 
within a radius of 30 miles from Lexington for the develop- 
ment of a compact system of interurban railways. Grading 
for a line to Frankfort, the state capital, has practically 
been completed. This line, which will be about 30 miles long, 
will be in operation during the coming summer. The right 
of way for a Hue to Winchester, a distance of 16 miles 
to the east, has been secured and it is expected that its con- 
struction will begin during the year. Other interurban 
projects under consideration by the company are lines to 
Richmond and Nicholasville, which are located to the south- 
east and southwest, respectively, from Lexington. 

Heretofore the Lexington & Interurban Railways Com- 
pany has not paid especial attention to the development of 
its power stations and car houses nor to the remodeling of 
its city tracks but it is announced that these are to be 
rebuilt at an early date. 

At Louisville and Covington the operating companies 
are making many improvements in city and interurban prop- 
erties which will better enable them to care for the in- 
creasing traffic. At Somerset a new street railway has 
been constructed by the Somerset Railway & Light Com- 
pany. Cars began operating on this line on January 1. At 
Bowling Green a new power house is to be built for railway 
and lighting purposes, the city tracks are to be repaired and 
extended and it is projected to build an interurban railway 
to several of the nearby towns. 



The Boston & Montana Mining Company, of Butte, Mont., 
has contracted for five electric locomotives and a complete 
underground haulage system. The engines will cost about 
$2,000 each and are to be delivered in ninety days. They 
will be of the Baldwin pattern with Westinghouse equip- 
ment. The installation of these engines and proper electrical 
appliances to operate them will do away with the present 
system of tramming. When the Boston & Montana began 
operations men were employed to do the tramming, but 
eventually horses were substituted and are now in use 



January 19, 1907. 



ELECTRIC RAILWAY REVIEW 



S>3 



News of the Week 



Chicago Traction Situation. 
The Chicago traction ordinances were reported to the city 
council by the local transportation committee at the meeting on 
January 13. and according to the Foreman resolution adopted at 
that meeting, they cannot be passed until after February -. The 
city officials are to circulate a petition asking the board of elec- 
tion commissioners to place upon the ballots at the April election 
the question of public policy as to whether the pending ordinances 
granting an indeterminate license to the Chicago City Railway 
Company and the Chicago Union Traction Company shall be 
passed. If tli'- petition does not receive the signature of one- 
fourth of the registered voters of the city, or S6.000 names, before 
February 2. it will be taken for granted that the people approve 
the measures. If the required number of signatures to the peti- 
tion is secured the plan is to pass the ordinances at once, with 
a provision making their validity conditional on the approval of 
the voters as Indicated by the referendum vote. 

At a meeting of the committee on January 11 the mayor de- 
manded that the amount to be expended by the companies for 
bllitation be limited so as to bring the total value of the 
including the cost of reconstruction, below $75,000,000, 
the amount the city Is empowered to expend to secure municipal 
ship. 
As the value of the properties has been fixed at J50. 000.000 
and the cost of reconstruction is estimated at from J40.000.000 
to 150,000.000 the mayor thought that the possibilities of munici- 
pal ownership were fading into the dim distance. He also desired 
a provision guarant* eing that the city's percentage of the net 
ts should amount to a certain | if the gross earnings. 

Both plans were voted down by the committee. 

The Referendum League In connection with other civic and 
municipal ownership organization on January 11 began circulat- 
ing a referendum petition which combined the question of repealing 
the Sunday closing laws with the traction question on the same 
ballot. The mayor stated that while he did not approve of this 
confusion of issues, he would be guided by the result of the vote if 
sufficient names were secured. 

At the meeting of the committee on January n it was de- 
cided to report the ordinances, an abstract of which appears on 
another page of this Issue. Attorney Fisher announced the names 
of the five trustees who are to reorganize the Union Traction 
and its subsidiary companies under the name of the Chicago 
Railways Company, as follows: Charles G Dawes. A. A. Sprague. 
Chauncey Keep, Charles H. Hubbard and A. C. Bartlett Mayor 
Dunne off- solution providing for a referendum petition 

and providing that if the required number signed the petition no 
action should be taken on the ordinances until after the election. 
The resolution was voted down. Alderman Foreman then Intro- 
'utlon before mentioned. At the meeting of the 
•wing night the ordinances were introduced. The 
Foreman resolution was adopted after a sharp debate by a vote 
of 55 to 12. which Indicates sufficient strength In the council to 
pass the ordinances over the mayor's veto if necessary. One hun- 
dred thousand copies of the petition were ordered printed and 
circulated. 

The matter will therefore He In abeyance until the result of 
the petition Is ascertained, although the radical element will prob- 
ably carry on an active campaign for the adoption of various 
amendments by the council before the measures are finally pa 
Mayor Dunne on January 17 came out with an announcement of 

ndldacy for re-election with the traction Issue as his 
form, advocating amendmentl authorizing the issue of at least 
Mueller certificates; guaranteeing that the 
profits shall not fall t ». i ,in per cent of the gross 

ts; giving the right t'j t&ki 

hmlnatliik' 'fit when 

Cleveland Traction Developments. 

• i -in Jan i 
7. ho. ave- 

Itall- 

negot. the 

ir Johnaoi 
leaae l 

tral a 

' 

pany 

Pany inme 

i.iy, I. r , 
paying 
value of I 

••i President A 
vnlunt :i t r „l 

av*nue and 

property 
or bn .i right al 

parties coi 

■.rnlrig Jnnuin of the 



Cleveland Electric and President Du Pont of the Municipal com- 
pany met ard agreed upon a thirty-day armistice, during 
neither side should take any action on the offensive; the injunc- 
tions restraining the operation of Forest City cars should be lifted' 
proceedings in various suits brought by the Cleveland Electric' 
particularly the "financial Int. -Mould be postponed 

a "d ' should do no construction work. i 

ment was ratified at an informal meeting of the coimcil that after- 
noon, as was the Cleveland Electric's pi 

tral and Quincy lines. A resolution was al- roving 

the proposition of the Clei land Electric company to submit to 
the determination of A. B. Du Tont and D. J. Davie- 
of the Cleveland Electric company, the question of the compen- 
sation to be paid to the city by the company for its occupancy 
of Quincy avenue and Central Btreets since March, 1905. The 

rman of the street ra , , s authorised to in- 

troduce such a resolution into the council for its official action 
Another resolution was adopted stating that it was the sen-,- of 
the meeting that an Immediate settlement of the whole 
railway situation would give to all the people of Cleveland the 
benefits of low fare, and recommending to the Cleveland Electric 
company. |s of such a settlement, the immediate consid- 

erfUl " ' leasing proposition of the Municipal company as 

embodying the thus f ar mail ,, for li( . ;llin6 . n „. 

hensiv.ly with the entire question. The company was requested 
to inform the council at its next meeting Of its attitude to the 
suggestion or of any other plan it mlghl to submit 

On the morning of January U. tl„ For. 
the Public Sq a ,„i the Cleveland I 

trie cars m Quincy td Central stre t were also opi 

at a three 

At the council meeting on Monday. January 14 the resolu- 
tions approving the plan for determlnlni ipensatlon 
paid to the city by n |, :.n.l recommending the hold- 
ing company plan, were formally adopt 

A communication was received from the Cleveland Electric 
company stating Its willingness to consider the leasing proposi- 
After stating that the offer of the company to acce 
lose on the basis of seven tickets for a quarter and a 

nansfers is still open, the letter says that in the judgment 
of the compam tem cannot be operated at a less rate of 

fare with transfers, properly maintaining the property and giving 
service as the public has a right to demand. The compans 
also says it would be glad to I imposition ,i to a 

vote of the people. In regard to the holding plan 

"The company, however, realises tin- existence of a general 
public sentiment in favor of tin settlement ,,, the long drawn out 
controversy on tie subject of I v8 , n 

nd If. in your judgment, it Is n.'i h public Int. 

to se " e ' ttog to this 

upon the lines aboi d ,,,. we ai urse wlllin 

consi.i Itlons or si 

w< understand the action of your body lasl I 

wish that we do so. this company will a. con . 

sideration t.. a pr sin,,,, f"i a lease "f it and fran- 

chises to some ' i any. tog. . 

to purchase, and to this end our president will be glad 
with Mr. Du Pont." 

The communication i red to thi llwaj com 

in its offer t" eland Electric property the Mtunlo- 

161 as 

"»' -'1'i'f d The full .1. . 

..plained I. 
lng company shall consist of pub) u |„, Bha j| 

represent the Interests ol 
who Bl nterest In the . 

to re- of ti„. Cleveland Electric bo tl 

tual valui 

"i, that amount plus one-ninth, win, ..„ f ,„. „,,,. 

i lie. n 

ding ,'",,,;. 

Tl l.i '•',„,, la . 

under whl .,,.,, in 

of default by tie- leasing oomp 

Hill to Permit City R.nlway Companies to Own Interurban.. 

of th. Nebraska lea 

Ibtted. 
Bill to Provide Veitlbulm. A It Parker, of !■', ln(1 

,,a " " ■ Mil I. 

..f theh oars win, 

It, I" tW.et, April S 
I ... 1U 

Wa fl e. for I ployM. Tl" I: . „ f 

-'■I , 

WW ■■■••••Ivo full 

Mayor A.kt for Municipal Low-Fare Railway i 

' i» "hi. b i amended 

in. I. r II,' 

Hon ..f n.-m .1., . | ,.. op , ,.,,,. ..,,„, 



94 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 3. 



every passengei may be provided with a seat and that passengers 
,1. -siring transportation shall not have to wait more than Ave 
minutes for a cai 

Interurban to Carry Mail.— The Eloomington Pontiac & Joliet 
Electric Railway has been awarded a contract for the carrying of 
United States mail on its line between Dwight and Odell. Ill 
Under the new arrangement It is said that Chicago mail will 
arrive at Odell at 7 a. m.. instead of at noon as at present. 

Central Passenger Association Lines May Interchange with 
Electrics.— Th.- members of the Central Passenger Association at 
a recent meeting agreed to withdraw the understanding which has 
prevailed for some time; that the steam roads were not to make 
prorating arrangements with the electrics. This leaves each 
steam line free to make such arrangements as It may desire. 

Development of the Chicago Edison & Commonwealth Electric 
Systems. — At the annual meeting of the electrical section of the 
Western Society of Engineers held on January 11, Mr. Ernest F. 
Smith, superintendent of substations for these companies, delivered 
an interesting address on the development and operation of the 
large transmission and eonversion system of the Chicago Edison 
and Commonwealth Electric companies. 

International Tramway Union.— Mr. P. Serstevens. secretary 
general of the Union Internationale de Tramways et de Chemins 
de Fer d'lnteret Loeal. announces that the International Tram- 
way Union will publish early in February a detailed account of 
the proceedings of the congress of the Union held at Milan in 
September last. This publication will appear in French and Ger- 
man and will comprise about 400 pages, folio. The report will 
be sent to all members of the association. 

Electric Railways and Municipalities. — The address of Hon. 
Henry J. Booth, Columbus, O.. on "The Electric Railway and the 
Municipality," which was delivered at the annual banquet of the 
American Street and Interurban Railway Association on the 
occasion of the Columbus convention, has been reprinted in 
pamphlet form and is being distributed by Secretary Bernard V. 
Swenson. The address was published in the daily edition of the 
Electric Railway Review on October 20, 1906. 

Springfield Consolidated Railway Increases Wages.— The Spring- 
field Consolidated Railway Company, of Springfield, 111., recently 
announced an increase of wages for its motormen and conductors 
who have been in the company's service for two years from IS to 
19 cents an hour. The company had previously adopted the plan 
of giving a uniform free every year to each man who has been 
in its employ for five years, and a uniform and an overcoat to each 
man who has been with the company for ten years. 

Increased Service on the Illinois Traction System.— The Illinois 
Traction Company will put into effect on February 1 a new sched- 
ule between Springfield and East St. Louis, adding four limited 
cars. Limited cars will leave each terminal every two hours, from 
6 a. m. to S p. m. The cars leaving Springfield at 6 a. m., 10 a. m.. 
2 p. m., and 6 p. m., are the regular "Corn Belt Limited" cars, 
with buffet service. The time consumed between Springfield and 
East St. 'Louis, near the Eads bridge, is 3 hours and 30 minutes. 
The new schedule is made necessary by the constantly increasing 
traffic. 

Interstate Interurban Association. — The annual meeting of the 
Interstate Interurban Association, composed of representatives of 
the electric railways in Illinois and Wisconsin, was held on Jan- 
uary 7 at Wheaton. 111., where the members were the guests of 
the" Aurora Elgin & Chicago Railway Company. L. E. Fisher, 
general manager Illinois Traction Company, Danville, HI., was 
elected president of the association, and C. E. Flenner, auditor 
Aurora Elgin & Chicago Railway, Wheaton, III, was chosen sec- 
retary. 

Portland Mutual Benefit Association — The employes of the Port- 
land (Ore.) Railway Light & Power Company recently organized a 
mutual benefit association, with about 400 members, under the 
name of the Brotherhood of Electric Railway Employes of the Port- 
land Railway Light & Power Company. The constitution provides 
for sick and death benefits. The company will soon begin the con- 
struction of four clubhouses in various parts of the city, which will 
be used as meeting places fcr the association. General Manager 
F. I. Fuller, of the company, is ex-officio president of the organiza- 
tion and Treasurer S. G. Reed is treasurer. 

Boston & Worcester Asks Freight Rights.— Having secured 
local permits to do a freight and baggage business over its lines 
in Newton, Marlboro, Wellesley. Natick, Framingham. Westboro, 
Shrewsbury, Northboro, Southboro and Hudson, Mass.. the Boston 
& Worcester Street Railway has petitioned the state railroad com- 
missioners for approval. The company has several freight cars 
ready for operation, and it wishes to carry newspapers, agricul- 
tural products, baggage and all the usual classes of light freight 
and express matter, excepting explosives. It agrees not to let 
the freight business interfere with its passenger service. 

Meeting of American Institute of Electrical Engineers. — The 
annual meeting of the American Institute of Electrical Engi- 
neers will be held in the auditorium of the Engineers' build- 
ing. 33 West Thirty-ninth street. New York, on Friday, Janu- 
ary 25, 1H07, beginning at 8:15 p. m. Messrs. Lewis B. Stillwell and 
Henry St. Clair Putnam, consulting engineers, of New York, will 
-i on "Substitution of the Electric Motor for the 
Steam Locomotive." The paper will include: 1. Presentation of 
certain facts established by experience in the operation of elevated, 
subway and interurban lines by electricity. 2. Discussion of com- 
parative cost of operation by steam and electricity applied to rail- 
ways in operation, and including both passenger ami freight service. 



::. The Importance of standardizing electric railway practice. 4. 
The question of frequency in the operation of railways by alter- 
nating current. Members of the American Society of Civil Engi- 
neers, the American Institute of Mining Engineers, the American 
Society of Mechanical Engineers, the New York Railroad Club and 
the Transportation Club have been invited to attend. 

Want Speed Limit Raised.— President George T. Dunlop of the 
Capital Traction Company and Vice-President George H. Harries, 
of the Washington Railway >t Electric Company. Washington, ] ■ 
have jointly sent a letter to the commissioners of the District of 
Columbia asking that the police regulations be amended to allow 
street cars to be operated at the rate of 15 miles an hour within 
the city limits and 20 miles outside of the city. The law now re- 
stricts the speed to 12 and 15 miles an hour. The request states 
that it is not desired to increase the running time between terminals 
but to prevent the arrest of motormen for occasional burst- ol 
speed. 

Green Bay Traction Company Building New Pavilion. — The 
Green Bay (Wis.) Traction Company has nearly all of the mate- 
rial on the ground for a mammoth new pavilion to be erected at 
its amusement resort at Ridge Point, Wis. The piling has already 
been driven at the river bank and active building operations will 
be started as early as possible in the spring so that the structure 
will be in readiness for the pleasure seekers early in the season. 
The new building will be 75 feet wide and 124 feet long, includ- 
ing porches, and will contain a dance floor 50 by 100 feet, as well 
as a stage. The old pavilion will be allowed to stand and will 
be used for private parties and various entertainments. 

Prizes for Employes' Hours of Service. — Pursuant to a cus- 
tom inaugurated several years ago, the Nashville Railway & Light 
Company has awarded cash prizes to its motormen and conductors 
whose names have been placed on the "honor roll" of the com- 
pany, which is based upon the number of hours the men have 
worked during the year. The prizes range in amounts from $5.0u 
to $50. The winner of the first prize for motormen, $50. had 
worked 5.502 hours. The second and third prizes were $4" and 
$25. respectively. Ten-dollar prizes were also awarded to all 
motormen who had made an average of 10 hours a day or over 
and five-dollar prizes to those making an average of nine hours 
and over. Similar prizes were awarded to the conductors on the 
same basis. Of the conductors the winner of the first prize had 
worked 5.260 hours. 

Indiana Engineering Society. — The twenty-seventh convention 
of the Indiana Engineering Society was held at the Commercial 
Club. Indianapolis, on January 17. 18 and 19. The program in- 
cluded several papers discussing railway subjects, among which 
were the following: 

Engineering of Interurban Railway Construction. Robert P. 
Woods, Indianapolis, Ind. 

Report of Committee on Electric Railways. J. P. Moore. In- 
dianapolis. Ind. 

Paving Between Street Car Tracks and Rails. B. J. T. Jeup, 
Indianapolis. Ind. 

The Work of the State Railroad Commission. Union B. Hunt. 

Advantages of Electric Inspection. F. R. Daniel, Indianap- 
olis, Ind. 

Electric Car Braking. Prof. H. T. Plumb, Lafayette, Ind. 

Improvement of Big Island Park by the Twin City Rapid Tran- 
sit Company. — The Twin City Rapid Transit Company, of Minne- 
apolis, has announced elaborate plans for the improvement of Big 
Island Park, on Lake Minnetonka, which it is expected will be 
ready for formal opening on Decoration Day. Big Island Park 
contains 65 acres, which will be converted by landscape artists 
into a beautiful picnic ground and amusement resort. Besides the 
usual amusement features, such as a roller coaster, merry-go- 
round, etc., a large casino seating 1,500 persons will be erected, 
and excellent band concerts are to be offered. A large dancing pa- 
vilion, an electrically-lighted tower 200 feet high, and four kitchens 
with fires maintained by the company for picnic purposes are also 
included. The architecture of the buildings is to be of the Spanish 
mission style. A large force of workmen is now engaged on the 
improvements. Three large ferry boats, with a capacity for 1,000 
passengers each, will be operated on Lake Minnetonka, with three 
excursion boats and six express boats to accommodate the cot- 
tage resorts on the lake. 

Annual Meeting of American Forestry Association. — The 

American Forestry Association held its annual meeting at Wash- 
ington. D. C, on January 9. The report of the board of dir 
described the progress of forestry — national, state, and private — 
during the preceding year, and recorded the growth made by the 
association. It was brought out that in the entire history of 
the forest movement the year 1906 has been the most notable, 
especially in the very rapid expansion of national forest work, 
in the increased activity of states in forestry, in advantageous 
forest legislation, in the strengthening of forest education, and 
in the increase, both of membership and in activity, of the Ameri- 
can Forestry Association. During the year the association had 
again given special attention to the promotion of legislation, look- 
ing to the establishment of national forest reserves in the White 
Mountains and the Southern Appalachians. The promotion of 
legislation for the establishment of a wood-testing laboratory in 
connection with the Forest Service was also strongly recom- 
mended in the report. Interesting addresses were given by Dr 
Edward Everett Hale on the need of forest preservation; by J 
B. Blades, of New Bern, N. C, voicing the strong desire of thi 
people of his section for the Southern Appalachian Forest Reserve; 



January IS 



ELECTRIC RAILWAY REVIEW 



51.) 



by Pof. Henry S. Graves, director Of the Yale For-stry School, on 
the progress of forest education; by Enos A Mill* of Colorado, 
on the marked change in sentiment in favor of the forest reserves 
by the people of the west upon a better acquaintance with their 
purposes and administration, and by George K. Smith, secretary 
of the National Lumber Manufacturers' Association, on the co- 
operation in forest work by the lumber associations. 

International Exposition of Safety Devices. — Space is now 
being assigned for the exhibits of the first International Exposition 
of Safety Devices, to be held at the American Museum of Natural 
History New York City, beginning January 29. 1907. and contin- 
uing two weeks. The exhibits will include safety devices for wood 
and metal-working machinery; ^tamping, grinding and polishing 
machines: safeguards for boilers, elevators, windlasses, cranes and 
hoisting machinery: textiles and building trades: safety lamps and 
explosives; quarrying and agriculture; chemical industries, safety 
from Are; railway and trolley safety. It is earnestly desired that 
all those wishing to exhibit safety devices in any of the above 
classes should apply at once to W. H. Tolman. director. 2s7 Fourth 
avenue. New York, for space. The object of this exposition is to 
awaken the American public to the necessity of doing something 
to lessen the causes of accidents to American life and labor by 
means of a permanent Museum of Safety Devices, where all 
problems of safeguarding life and limb can be studied in their 
working details. There will be no charge for space. 

Bill to Reoulate Street Railways in District of Columbia — 
Representative William B. Madden, of Illinois, has 
Introduced In Congress a hill providing that every street railroad 
operating in the District of Columbia shall give free continuous 
transfers good on all intersecting lines to all points within the 
District; shall • ceta for a dollar good for a ride to any 

point In the District, and shall run cars at least every five min- 
utes between •'. a. m. and 1 a. m.. and every thirty minutes be- 
between 1 a. m. and 6 a. m.. on all lines within the District. The 
question of universal transfers ws d by officers of the 

Capital Traction Company and the Washington Railway & Elec- 
■ 'ompany at a hearing before the District Commissioners on 
January' 11. Vlce-Pfesident George 11. Harries, of the latter com- 
pany, said that in no city in the United States Is there a unl- 
m that enables passengers to use the lines 
of two distinct companies on a transfer issued by either company. 
President George T. Dunlop. of the Capital Traction Company, 
'he plan would open the way to great abuse of the transfer 
lege and that the stockholders would suffer thereby. 

Number of Cars Entering Indianapolis In 1906.— The Indianap- 
mpany made its annual settlement 
with the city of Indianapolis on J for the use of the 

Interurban trai ks The com- 

: cents for each round trip made by an lnter- 
car. The rep" ■und trips 
I iQt made by the various com 
ion Traction ■ 

Monde dh udon - 

it .livlslon 7.894 



An 

■ incinnati Traction Company — 

i 

:.:iog% 
v406 



I.us & Southern ' :i89>4 



i 

87.730% 

■ napoll* a 

1 1 trips in 
was ■ 

'531.- 
WM>. 

Annual Meeting Central Electric Railway Association 

will 
\ list 

W ii Evan .lis. 

•-rram will 



Construction News 



FRANCHISES. 






werr:' 
Ing » 



Annapolis, Md. — Franchises to build an electric railway in An- 
napolis have been granted to the Washington Baltimore A Annap- 
ilway. the Maryland Electric Railroad and the Annap- 
olis Short Line, which embody the following provisions: The 
pany shall be required to pay a tax of 35 cents per foot of I 
ears shall be limited to 40 feet in length, run at intervals of 16 
minutes and at a speed of not over 10 miles an hour, and the 
road shall be in operation by July 1. 1908. 

Chattanooga, Tenn.— S. W. Devine has been granted a fran- 
chise for an Interurban electric road which he proposes to build 
from this city to Chickamauga. Catoosa Springs. Crawfish Springs. 
Lafayette. Spring Place and other points In Georgia It is stated 
that he is backed by eastern capitalists and that work will he 
started in the near future. 

Columbia, Tenn. — Horace Rainey, of Columbia, representing a 
company of Maury county capitalists, has applied for a fran- 
chise for an electric railway from Columbia to Mt. Pleasant. 

Darlington, Wis.- -The Dubuque-Madison Electric Raih 
which will serve the lead and zinc mining districts of Wisconsin 
lias applied for a franchise in this city. A. I.. Dewar. Chicago, 
president; J. C Winship. Chicago, first vice-president; C. W. Tos- 
tevin. secretary and treasurer; W. H. Winter, general manager; 
P. II. Conley, general counsel. William C. Newberry, Winnetka, 
111.. Is also interested. 

Dayton. O. — The city council has granted The City Rail.' 
a franchise for extensions on various streets of the city. T. E. 
Howell, superintendent. 

Duluth. Minn. -The Northern Traction Company has asked 
for a franchise to build and operate an electric railway on certain 
county highways on the Mesaba range. President R. F. B' 
rlibbing, Minn, states that grading idy been start 

e from Bibbing to Virginia. Minn. 

Enid. Okla.— C. H. Bosler. Dayton. O.. has been granted a 
franchise to build an electric railway In Enid. By the provisions 
of the franchise work is to he started in 10 days and four miles 

ack shall be completed In six montl ma- 

terial on hand at Tulsa. I. '1'.. where Mr Bo 
an electric line, it Is stated, will he shipped to Enid. A • 
for J20.000 has been deposited as a guarantee that th 
will be built. 

Hammond, Ind. — It Is stated that the Calumet i 

la about to apply to the city council for a i; 
ad its line from a point Just west of Robe] to Hammond. 

Kansas City. Mo. — A franchise has been granted to !!.• 
n Street Railway for a line on Twenty-fourth 
to 

Lincoln, Neb.— Th- Hallway has 1.. 

chise for extending Its lines into the north 

Ity. 

Manitou. Colo.— Franclo (or a strc' In Manl- 

tou. I to Crystal I'ark. have been granted to W 

d vndi- 

. ing the project The ro 

BUSl he COmpIl I put 111 opei 

withi: ■ life or 

win utl- 

m line 

summit 

I from the I i I Com- 

Norman, Okla 

Eta a ay. 
North Birmingham. Ala. — T 

if Twenty-ninth and 
North Yakima, Wash. 

Oakland, Cal. — Tl 
Richmond, Cal. — \ 
Rochester, in 

St. Charlet, III.— 



96 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 3. 



Fifth street viaduct, the Chicago Great Western Railway to pay 
the other two-thirds. 

San Diego, Cal.— The East Side Railway has applied for a 
on iil Cajon avenue or University boulevard from 
Thirtieth street to the east line of the city limits. 

San Luis Obispo, Cal. — The board of supervisors has granted 
a franchise to J. L. Beckett to construct an electric railway in 
San Luis Obispo county. 

Schenectady, N. Y. — A special committee of the city council 

mi]. roved eight of the twelve franchise grants' applied for by 

the Scherj otadj Railway last October. Several restrictions in the 

r reduced fares and improvements to streets are included in 

the report. 

South Bend, Ind. — A franchise has been granted to the Goshen 
South Bend & Chicago Railroad for a line through St. Joseph 
county. 

Springfield, III.— The Coal Belt Electric Railroad Company has 
been granted by the state board of railroad and warehouse com- 
missioners permission to construct a grade crossing with the 1111- 
l v-ntral line at Herrin. 111., to be protected by interlocking 
switch. 

Toronto Railway. — Manager J. R. Fleming is quoted as saying 
tliat the company will apply to the city council before the end of 
January for permission to construct a line of railway up Bay and 
Teraulay streets to College street; also for a line up York street 
to University avenue, past the Parliament buildings and through 
Queen's Park to Avenue road. 

Tulsa. I. T. — It is stated that a franchise will soon be applied 
for by Tulsa capitalists to build a line connecting this city with 
the Glenn oil pool. The plan includes the use of the Midland 
Valley tracks to Jenks and from there to the pool, a distance of 
four miles, independent tracks are to be built. Switches for 
facilitating the transportation of supplies will be built over the 
pool and it is said that cars will be run every hour. 

Tuscaloosa, Ala. — The Tidewater Development Company has 
been granted a franchise for the construction of a passenger and 
freight line in this city. The main freight line will enter the city 
and pass over Third street to the intersection of Queen City ave- 
nue where it will branch off in another direction. The passenger 
line is to be built on Queen City avenue to Sixth, down Sixth to 
Twenty-eighth avenue and up Twenty-eighth to the main line 
again. One year in which to begin the work and three years for 
its completion are allowed by the terms of the franchise. J. M. 
Dewberry, Birmingham, Ala., is president. 

INCORPORATIONS. 



Canandaigua Southern Electric Railroad. — Incorporated to build 
an electric road 33 1/3 miles long from Canandaigua to Atlanta. 
Ontario county, N. Y. Capital, $1,000,000. Directors: E. G. 
Hayes, Alexander Davidson. George W. Hamlin, Canandaigua. and 
H. C. Hatch, Atlanta, N. Y. 

Chicago City Railroad Company. — Incorporated at Springfield. 
HI., to purchase, lease, construct, maintain and operate street 
railways in Cook county. Capital stock, $100,000. Directors: Ed- 
ward Morris. T. E. Mitten and J. P. Wilson. Mr. Wilson owns 
$30,000 and his associates $35,000 each of the capital stock, half 
of which is paid in. The license to incorporate was issued to 
R. B. Hamilton. John R. Davies and Robert N. Seney. 

Decatur Taylorville & Litchfield Traction Company. — Incor- 
porated to build an electric line from Decatur to Litchfield; prin- 
cipal office, Chicago. Capital stock. $5,000. Incorporators: Dud- 
ley Taylor, Frederick W. Job. Thomas B. O'Connell, Alma L. 
Dorothy and W. W. Taylor. 

Duquoin Rapid Transit Company. — This company has filed 
articles for an amended charter to change its name to the Duquoin 
Belleville & St. Louis Electric Railway Company. 

Friendship Avenue Street Railway. — Incorporated at Harris- 
burg, Pa., to build 4.5 miles of street railways in Pittsburg be- 
ginning at Liberty avenue and Denny street, Denny to Mifflin, to 
Fortieth, to Main, to Mifflin, to Carrol, to Edmonds, to Friendship 
to St. Clair, to Baum and return by the same route. This line 
will be a feeder for the elevated lines which the M. J. Hosack 
interests are promoting. Capital stock, $27,000. M. J. Hosack. 
Roger Knox. James M. Magee, Charles K. Robinson and W. D. 
McBryar are the directors. 

Iowa & Northwestern Railway. — Incorporated in Iowa to con- 
struct, lease, purchase, equip, maintain, operate and sell railway 
lines in the United States, either steam, electric or other motive 
power, but especially to construct an electric line from Waterloo, 
la., to points on the Mississippi river to be determined later. 
Capital stock. $100,000. Stephen B. Howard, president; Edward M. 
Rice, first-president; Edward C. Luther, secretary and treasurer. 

Linden Avenue Street Railway Company. — Incorporated in 
Harrisburg, Pa., to build 2.5 miles of street railways in Pittsburg 
from Neville and Bayard streets, out Bayard to Amberson, to 
Westminster, to Pitcairn, to Fifth avenue and across to Wilkins 
avenue, to Beechwood boulevard, to Linden, to Thomas, to Brad- 
dock, to Susquehanna, to Pitt or Dunbar street and return by the 
same route. This will be a feeder to the proposed elevated lines 
of the M. J. Hosack interests, whose applications for charters 
will be renewed shortly. Capital stock, $15,000. Directors. M. J. 
Hosack, Roger Knox, James M. Magee, Charles K. Robinson and 
W. D. McBryar. 

Montgomery Fresno & Eastern Railway. — Incorporated in Cali- 



fornia lo build an electric railway from Monterey to Fresno, a dis- 
tance oi ii hi 140 miles. Capital stock, $15,000. Incorporators: 
Alfred D. Bowen, G. W. Purcell and H. L. Sanborn, all of San 

Francisco, and others. 

Oklahoma Railway. — Incorporated in Oklahoma to build elec- 
tric interurban railways from Shawnee to El Reno and Ft. Reno, 
from Shawnee to Tecumseh, from Guthrie to Purcell, and from 
Yukon southwest to Chickasha, a total of 170 miles. Capital stock, 
$5,000,000. Incorporators: Frank Wells, O. R. Rittenhouse, G. G. 
Barnes, J. J. Johnson, Carlos Combs, Fred S. Combs and Edward 
L. Lawson, all of Oklahoma City. 

St. Louis Electric Bridge Company. — Incorporated in Illinois to 
build a bridge across the Mississippi river at Venice, to give the 
Illinois Traction Company an entrance to St. Louis. Plans for the 
bridge have been completed and it is said that application for 
permission to build it will soon be made to the war department. 
Capital stock. $2,500. Incorporators: W. H. Burke, G. A. Wright 
and George M. Mattis, all associated with the Illinois Traction 
Company. 

Shannopin Street Railway. — Incorporated in Pennsylvania to 
construct six miles of road in Allegheny county. Capital, $72,000. 
President, S. J. Dugan. Coraopolis, Pa. 

Sharon Hill & Upper Darby Railway. — Incorporated in Penn- 
sylvania to build a 7-mile electric railway in Delaware county. 
Capital stock, $50,000. W. A. Rigg, of Reading, president. 

Shenango Street Railway. — Incorporated to build a street rail- 
way system in Greenville, Pa. Capital stock. $12,000. Incorpora- 
tors: Edwin Ripley, E. C. Emery, W. H. Waugh, E. A. Henry 
and others, of Greenville. 

Swan Creek Railway. — Incorporated in Tennessee to build an 
electric railway from Mt. Pleasant through Maury and Lewis 
counties, Tenn., to Weatherly, 17 miles. Capital stock, $50,000. 
Incorporators: G. T. Hughes, J. W. Fry, J. A. Smizer, W. W. 
Dyer and G. W. Killibrew. 

Washington Railway & Power Company. — This company has 
recently been incorporated under the laws of Washington. Its 
principal office will, early in the summer, be established at Van- 
couver, Wash., with a branch office in Portland, Ore. Valuable 
franchises to construct and operate a system of electric cars in 
Vancouver have been acquired, and in all probability lines will 
be extended into the country during the year 1907. Vancouver 
is older than the city of Portland, 12 miles distant by water, 
yet this electric system will be the pioneer electric railway in 
Clarke county, Washington. Walter H. Moore, president of the 
Oregon Trust & Savings Bank, of Portland, is president of the 
railway company; L. B. French, vice-president; Arthur Lang- 
guth, Portland, secretary, and H. C. Phillips, of Vancouver, Wash., 
treasurer. The construction and equipment are to be up to date, 
and work on the power plant and track building is to begin 
about April 1st. 



TRACK AND ROADWAY. 



Addison, N. Y. — The Tuscarora Valley Traction Company has 
been granted a certificate of necessity to construct a line from 
Addison to Woodhull and Jasper, N. Y., 19 miles. C. A. Brewster 
is interested. 

Arnold City Southern Railway. — This company has been 
organized by Pittsburg capitalists, believed to represent the West 
Penn Railways Company, of Pittsburg, to build a line from the 
present terminus of the Monessen trolley line to Connellsville, 
touching Perryopolis, Star Junction, Flatwoods and Vanderbilt en 
route. It is said that the company has purchased a right of way 
from one end of the proposed road to the other. Edmond Englert, 
Pittsburg, Pa., president. 

Augusta & Aiken Electric Railway. — J. A. Wills, chief engineer, 
Augusta, Ga., writes that this company, which operates a line be- 
tween Augusta, Ga.. and Aiken, S. C., will build an extension, 
under the name of the Augusta & Columbia Railway, from Aiken 
to Columbia, S. C, 59 miles, making a total of 86 miles, via Tren- 
ton. Batesburg, Leesville and Lexington. Surveys have been com- 
pleted and right of way has been secured. Grading is to begin in 
a few months. The overhead construction will be of the catenary 
type. A 10.000-hp. water power will be developed near Lexington, 
S. C, and current will be transmitted to Augusta and other points 
on the line, probably at 50,000 volts. The road from Augusta to 
Aiken is being straightened and relocated so that no grade will be 
greater than 1% per cent, in order to enable a higher speed. It is 
intended to handle both freight and passenger traffic. William T. 
Van Brunt, 120 Broadway, New York, is president. 

Aurora Elgin & Chicago Railway — It is reported that this 

company is contemplating building an extension north from the 

Carpentersville line to Nunda, Woodstock and other points in 
McHenry county. 

Bayou Teche Railway & Light Company. — President P. M. 
Schneidau, of New Orleans, La., states that active construction 
will begin at an early date, as the building materials, which have 
been delayed, are expected shortly. The road is to connect New 
Iberia. Franklin. Lafayette, Abbeville and St. Martinsville, La. 
Surveys have been made. 

Bisbee, Ariz. — The Warren Company is asking bids until Feb- 
ruary 4 for the grading on about five miles of electric line between 
Bisbee and Warren, Ariz. C. W. Van Dyke, manager, Bisbee. 

Black Diamond Electric Railway. — John Schrader, of Chester. 
W. Va., A. H. Boone, Zanesville, O., and John Bane, Parkersburg, 



January 19, 1907. 



ELECTRIC RAILWAY REVIEW 



97 



W. Va.. are reported to be back of a plan to revive this project 
for electric lines in Wheeling, YV. Va., Marietta, O . and Parkers- 
burg. W. Va. 

Boston Elevated Railway. — This company is acquiring land 

for the purpose of connecting the southerly end of the now Wash- 

inel and the elevated structure in upper Washing- 

1 now taken, the company intends to 

I structure, carrying its tracks on an easy gradient 

from the pi they will emerge from the tunnel, at surface 

surface. Pine street. 

intervening private land; and over the steam 

id cut in which run the tracks of the Boston & Albany and 

Hartford railroads, to a connection with 

the pres4 nt elevated structure at the junction of Motte and 

ington street. 

Boston A. New York Electric Railroad. — This company, whose 
- for an electric road from Boston to Providence. R. I., were 
go by the Massachusetts railroad commission 
complete, has filed a new set of plans show- 
ing with minul oposed route from Boston to the 

Li Clancy, of Bos- 
ton, are u I 

Brownsville Masontown A Smlthfield Street Railway. — l'luns 
and pp. lib - miles of this road, which 

as projected will be 13 miles long, through Masontown. West 
Masontown, Lamber em, Smitluield and New Geneva. 

Pa. W. J. Sheldon. McKeesport. Pa sted. 

Buffalo A Lake Erie Traction Company. --Tin- work of sur\ 
ing tliis Ui u Buffalo and Dunkirk i- og rapidly. 

The U : out n arty to Silver Creek ter portion 

through private right of 

Buffalo A Rochester Traction Company.— This company has 

t an electric railway connect- 
ing Buffalo, Batavla and R N. Y. The proposed line will 

; of Buffalo and run 

in an east Wende, 

broke. Ba- - (ford, Le Roy, Lime Rock 

ri this point It will turn north and pass through 

Chill and several smaller towns to Its terminal in Gen- 

From there It is stated that It will use the tracks 

ny to enter the city. 

Butte. Mont— - ind assoclal 

build an electric railway from Butte- to Anaconda, Mont., 

Charleston A Summerville Electric Railway. — D. K. Baxter Ac 

Bet, New York, winch has the entire con* 

fur building this 1 irge construction gangs 

ompleted grading for about five 

: will soon track-laying cm the finished por- 

of the gr - of construction 

• r prompt delivery of en- 

. anufactur- 

ln delivery. This machinery 

roof building of the most mod- 

!■• a first-class 

passu .. freight service. The road throughout will 

with sidings and branch 

i.l thus making direct com- 

muni. nt olliclals 

Is line will be ready for opera- 

Cincinnati Northern Traction Company. It Is reported that 

Hamilton 
will build a 7.'.'i-fo 
t south of Ml> V. J. J Bloal 

■ ■ 

Chilians' Railway. This compan enttj amended 

k to }1.'" 
ions In I. 1906 the com- 

islons 

Cha 

Columbus Greensburg A Richmond Traction Company. Walter 

IimI . ^ i 
t M Kuhl 

Columbus Magnetic Springs A Northern Traction Company. 

Ill he 

Right ot 

■ ' 

Connecticut Railway A Lighting Company 



will be spent in improvements on the Waterbury trolley lines. 
Among these are Included the double-tracking of all the lines In 
Waterbury, new car barns and possibly a new -Jiting 

plant for the Bulls Bridge station; also the building of I tunnel 
under the Highland division of the trolley Hue to iUI on 

Main strct. instead of double-tracking the surface line by wa> ol 
Map Prom there a track will be laid In Tbomaston 

line to connect with the present truck near the Waterville 

Dalton (Pa.) Street Railway.— It is offlclallj i that 

this road will be opened for traffic by March 1. The track has 
In in laid the entire distance from North Scranton to Glenburn, 
Pa., and the rails and tits are on the ground from Glenburn to 
La Plume. The poles have been set along the entire route. The 
• ar barn and power house at Dalton are almost completed. 

Des Moines Wlnterset A Creston Electric Railway. B. Schrer- 
bief engineer, Des Moines, la . reports that the largest part 
of the right of way has been secured for this Den 
Moines to Winterset and Creston. la. Financial arrangements 
arc now being made and It Is the intention to begin constrti 
by May 1. 

Elizabethtown, Ky.-It is reported that G. J. LamptOn, of 
Louisville, Ky.. is interested in a project to build an electric line 
from Cecilian to Elizabethtown. 26 miles. 

Ft. Wayne & Springfield Railway. — At the local elections on 
January 10 the towns of Washington. Monroe, and Wabash voted 
against granting subsidies for the construction of an extei 
of this road from Decatur to Portland. M I. The road is now In 
tion between Ft Wayne and Decatur, \v. n. Fledderjohenn, 
president. Decatur, lnd. 

Ft. William, Ont. — This town will soon call for bids for con- 
struction and supplies for an extension of seven miles to u> 
municipal street railway system, to cost about JS3.0U0. A M. 
Naughton, clerk. 

Geneva Waterloo Seneca Falls A Cayuga Lake Traction Com- 
pany. — An official of this company states that the purpose of the 
recent decision to increase the capital stock from $150,000 to J l 

000 and to Issue a i s to extend the road 

from Seneca Falls to Auburn. N. Y. The road now COB 

a and Seneca Falls. The surveys between Seneca Falls 
and Auburn were completed from three to five years ago, by 
Westlnghouse, Church, Kerr & Co., and the company, with the is- 
suance of the new securities will be read] to begin the extension 

work without delay. One of the engine ring features will be the 
construction of a bridge a mile In length, across Cayuga like a 
short distance south of the present Mew fork Central bridge, w. 
iy, general manager, Seneca Fails. n v 

Grafton (W. Va.) Electric Railway.— Contracts i instruct- 
ing a 2V4 mile extension will be let about March 1. 

Grand Rapids, Mich. The W. a Cullen Construction Com- 
pany, EG Hn.a.i street. New York, has been awarded a contract 
for the construction of four new lines in southern Michigan, as 
follows: Grand Rapids & Ionia Railway, connecting Grand Rap- 
ids, Cascade, Low ell, Saranac and tonla, 83 miles; the Grand 
Rapids Beiding & Greenville. 20 miles; the Ionia & Owosso Rail- 
way, connecting Ionia, Lyons. Mulr, Pewamo, Fowler, Bt John 
o, is miles; the .\ Pontiac Railway, .'•" miles. 

A surely bond of $100,000 has been Hied to assure tin- comp 
of the contract, which provides that the four lines must be fully 
equipped for service by November 1, 1008. E. M. Hopkins, ol 
it. Ml. h . is president of the a tnd Robert B, Kline, 

i '.i;. ton, O in chief. 

Grand Valley Railway (Brantford, Ont.) This company, now 
in operation between Brantford and Qatf, Ont., and which holds 

a charter for -ion from Brantford 1" w Istock, will 

a]. pl> for a line from W Isio, k to London. It la 

i that th. on will be built this year, A i 

intford, general mat 

Great Northern Railway. James J Hill, president, Is quoted 

1 1 it \ mg i tunnel. In the 

iiii.uiis, to realisation! and thai two large 

in the tunnel. 
i'h I...!.- of the tunnel li i long and it la expei ted that 

the u eliminating smoke and gases, will pel 

lug run through it more frequently. 

Hagerstown (Md.) Railway, it la reported ih.it ibis company 
ibtalned an option on the Potomac River bridge- on the Moi 
folk A w Ihepherdatown, b I In build- 

Washington nty, to 

■ I vntll I im battle 
W ' ' I I. pp. • 

1 Ml 

Houghton County Street Railway I ted thai thl 

rlancoc! and Lake Linden, v 

Ion ol Its Wolverine line 
i. w ii m.i Irath, 

Illinois Traction Company. Ail.i i monthly meeting 

of thi spiingiiei.i. ii inoed 

work woui.i i.e .Lute, i on th. oonatruotlon of the line from 

Hprlni will 

nt 111.., Ill 

Indiana Columbus A Eastern Traction Company 

■ lolumbus, O ted thl ible 

r..i 



ifc 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 3. 



paving the street In the spring and wishes the double track before 
paving is commenced. 

Jackson (Tenn.) Railway & Light Company. — This company is 
extending its track across Deer river to Bemis, a distance of 3 
miles, and is building another extension to Bast Jackson. 1>4 miles. 
The company recently completed a 1%-mile extension to North 
1 and a %-mile extension of the Harlem avenue line to Hicks- 
ville. S. S. Bush, Louisville, Ky., vice-president and general 
manager. 

Kalamazoo Elkhart & South Bend Railroad. — The Westinghouse 
Electric & Manufacturing Company Is preparing plans, specifica- 
tions and estimates on contracts for the complete electrical equip- 
ment and construction of the Kalamazoo Elkhart & South Bend 
Railroad Company for submission to promoters and capitalists in- 
terested in the enterprise. No details of the plans nor the figures 
of the estimates are disclosed nor will be until contracts are ap- 
proved and executed. It is stated that arrangements for financing 
the road by Cleveland and New York capitalists are nearly com- 
pleted. A. D. Harris. South Bend, Ind.. president. 

Kalamazoo Lake Shore & Chicago Traction Company. — James 
Grant secretary and manager, Kalamazoo, Mich., writes that 22 
miles of track were laid last year on the proposed line from 
Kalamazoo to South Haven. Mich.. 54 miles. This portion is being 
operated by steam temporarily. TVs miles have been graded, from 
South Haven to Packard. S. J. Dunkley. of Kalamazoo, is presi- 
dent; J. T. Lockwood, of Toledo, O., is chief engineer. 

Kennett, Del. — George D. Dodge is soon to begin surveys for 
an electric line between Kennett and Coatesville, which will be a 
connecting link in the line between Wilmington and Lancaster. 

Lafayette & Hoopeston Interurban Railway. — Surveys have 
been completed and right of way secured for this proposed line 
from Lafayette to Hoopeston, Ind., 40 miles. I. E. Switzer, Ot- 
terbein. Ind.. is president. 

Lake Erie Bowling Green & Napoleon Railway. — At a recent 
meeting of the stockholders plans were discussed for the extension 
of this road, which now connects Bowling Green and Woodville, 
O., west through Wood county and either Henry or Defiance 
county. D. B. Whipple, of Bowling Green, is president. 

Lake Shore Electric Railway. — President E. W. Moore. Cleve- 
land, O.. has announced that the line from Fremont to Fostoria, 
O., which will connect the Lake Shore and Western Ohio systems, 
and considerably shorten the distance between Cleveland and Day- 
ton, will be built this year. 

Lancaster (O.) Traction <SL Power Company. — At the recent 
annual meeting of this company, a consolidation of the Lancaster 
Traction Company and the Fairfield Traction Company, plans were 
considered for building a line to Buckeye Lake, 8 miles, and 
also a line to Logan. The company is closely associated with the 
Columbus Railway & Light Company. The following officers were 
elected: President, Henry B. Peters; vice-president, Andrew Bau- 
man; secretary-treasurer, Philip R. Peters, all of Lancaster, O. 

Lewiston & Southeastern Electric Railway. — It is stated that as 
soon as the weather will permit active work will be resumed on 
the construction of this road from Lewiston to Grangeville, Idaho. 
From Lewiston the road will follow the Snake river to a point 
about opposite Asotin. From there it will climb to the prairie and 
cross the country into Grangeville, tapping several small towns 
en route. A branch line is to be run to Nez Perce. Considerable 
grading and heavy cut work was done last summer and fall, 
when inclement weather put a stop to operations. Since then 
it is reported that the road has been completely financed. The 
permanent survey of the route has been practically completed. 
Judson Spofford, general manager, Lewiston, Idaho. 

Louisville & Eastern Railroad. — President Percival Moore, 
Louisville, Ky., has announced that the contract for the construc- 
tion of the extension from Beeehwood, 8 miles east of Louisville, 
to Shelbyville. Ky., 23 miles, has been let to W. L. Love, of Indi- 
anapolis. The cost is estimated at $500,000 and the contract is to 
be completed by October, 1907. 

Louisville Railway. — It is stated that this road will extend 
its West End Broadway line from Shawnee Park to Riverview, Ky., 
one-half mile, which will make a through line to the "White City." 
a new pleasure resort. 

Metropolitan Street Railway (Kansas City, Mo.) — This com- 
pany has made a proposition to the city of Kansas City to build 
a combined tunnel and viaduct connecting Kansas City, Mo., and 
Kansas City, Kan., in return for an extension of its franchise, 
or it will join with the city in paying for a tunnel and viaduct 
of a width to accommodate wagons. 

Mt. Vernon, O. — Dr. Schrontz, of Martinsburg and Ed. Dever, 
of Mt. Vernon, O., report success in securing right of way for the 
proposed electric line from Loudonville to Newark, via Mt. Vernon. 

Nashville & Chattanooga Electric Railway. — This company is 
making surveys for an electric railway line from Nashville to 
Chattanooga, Tenn. C. H. Fisk, of Detroit, Mich., is at the 
head of a syndicate which is backing the project. 

New Orleans & Baton Rouge Railroad. — H. V. Meily, right of 
way agent for this company, which proposes to build an electric 
railway from New Orleans to Baton Rouge, La., states that con- 
struction work will begin during the month of February, if there 
is no further delay in securing the rails. Eighty-pound rails are to 
be used. Edward Godschaux, of New Orleans, president. 

New York Auburn & Lansing Railroad. — H. A. Clark, chief 
engineer, Auburn, N. Y.. writes that 20 miles of track were laid 



Inst v. ar, from Auburn to Genoa, N. Y., and that an exten- 
sion from Genoa to Ithaca, 20 miles, Is in progress. The road Is 
now being operated for freight service by steam, but when com- 
pleted next summer will be operated by third rail. 

New York City Railway— President H. H. Vreeland has an- 
i :i letter to the rapid transit commission that the com- 
pany has decided to do away with the horse cars now operating 
in several parts of the borough of Manhattan and to substituti 
the underground trolley system. Work is to be started as soon 
as the frost is out of the ground. 

Niagara St. Catharines & Toronto Railway. — This company, 
Which last (rear extended its road to Fonthill. Ont.. has awarded 
a contract to Joseph Battle, of Thorold, Ont., for extending the 
line from Fonthill to Welland. five miles. Surveys are also be- 
ing made for a line from St. Catharines. Ont.. to Niagara-on-the- 
Lake, 12 miles. E. F. Seixas, general manager, St. Catharines. 

Nagasaki, Japan. — The early construction of three electric 
tramways in the northern portion of the Japanese Island of Kyu- 
shu is under contemplation. The first, from Moji to Kokura, 8 
miles: estimated cost $350,000; the second, from Moji to Yawata 
12 miles; cost $500,000; the third, one of 23 mill a the 

important towns of Fukuoka and Kokura; estimated cost $1,250.- 
000 gold. 

Norfolk & Portsmouth Traction Company. — The directors have 
approved the plans of General Manager Hathaway for extensive 
track improvements on terminal facilities at the Jamestown expo- 
sition grounds. The changes, however, are subject to the appi 
of the exposition authorities. 

Northern Electric Company. — This company, which is building 
a system of electric roads in Central California, has commenced 
grading operations at Meridian, on the Marysville-Colusa division 
This line will connect at Colusa with another running north to 
Hamilton City and Red Bluff. Grading has also been started on 
the Chico-Red Bluff division. A. D. Schindler. general manager. 
Chico, Cal. 

Oklahoma City Railway. — Vice-president J. W. Shartel has 
announced that during the year 5 miles of extensions to the city 
lines will be built and a large part of the system will be double- 
tracked. During 1906 the mileage has been increased from 16.1 
to 22.5 miles, with 10.5 miles under construction. It is planned 
to build a line about 10 miles long toward Shawnee. 

Omaha & Council Bluffs Street Railway Company. — It is an- 
nounced that this company contemplates an extension to its 
present line by which Omaha and Plattsmouth, Neb., will be 
connected. The line will be 25 miles long. 15 miles of which 
are already built to Ft. Crook. A bridge over the Piatt river 
will be a feature of the new line. 

Omaha & Nebraska Central Railway. — The Westinghouse Elec- 
trical & Manufacturing Company is preparing plans and estimates 
for the complete electrical construction and equipment of this pro- 
posed line from Omaha to Hastings, Xeb. J. C. Kinsler, of Omaha, 
is one of the promoters. 

Pittsburg McKeesport & Greensburg Electric Railway. — We are 
advised by P. A. Meyer, chief engineer, Greensburg, Pa., that this 
company will build an extension from Hunker to Scottsdale, Pa.. 
10% miles. 

Portland & Brunswick Street Railway. — Superintendent A. F. 
Gerald, of Fairfield, Me., has announced that this company will 
soon commence building an extension from Lisbon Falls via Dur- 
ham to Freeport. Me. 

Portsmouth (O.) Street Railroad & Light Company. — This 
company has about completed laying steel for a 4%-mile loop ex- 
tension to its lines. Seventy-pound 7-inch rails are being laid. 

Povidence & Burrillville Street Railway. — It is stated that the 
New York New Haven & Hartford Railroad, which recently ac- 
quired this property, will expend about $75,000 in completing the 
double -tracking between Providence and Woonsocket. R. I. Wil- 
lard Kent, chief engineer, Woonsocket. 

Presidio & Ferries Failroad. — President George A. Newhall. of 
San Francisco, Cal., has announced that the portion of the road 
between Steiner and Polk streets, San Francisco, would be in 
operation inside of two weeks, and that the road would be in 
operation from Polk street to the ferry in three months. 

Ridgway & St. Mary's Street Railway. — W. H. Teas, secretary. 
St. Mary's. Pa., writes that grading is to begin in April on this 
proposed road from Ridgway to St. Mary's, Pa.. 17 miles, via 
Centt iville and Dagus Mines Gas-engine motor cars are to be 
used. W. T. Hoblitzell, president. Meyersdale. Pa.; J. J. Hoblit- 
zell, Jr., chief engineer, Meyersdale, Pa. 

Selinsgrove & Freeburg Electric Railway. — Secretary George W. 
Wagenseller, Middleburg, Pa., writes that this road will extend 
from Selinsgrove to Freeburg, Pa., 5 miles, via Kantz. E. M. 
Leader. Shamokin. Pa., president. 

South Dakota Central Railway. — Surveys will be commenced 
at once for this proposed line from Rutland, N. D.. to Brookings. 
S. D. W. J. Wagner, of Sioux Falls, S. D., is chief engineer. 

Southwestern Traction Company. — This company has let a 
contract to the Canadian Westinghouse Company for replac- 
ing the present Ganz three-phase alternating-current system by 
the direct-current system. The road connects London and St. 
Thomas, Ont., and is extending to Port Stanley. S. Walter Mower. 
London, Ont., general manager. 

Springfield & Southeastern Traction Company. — A contract for 



January 19, 1907. 



ELECTRIC RAILWAY REVIEW 



99 



the construction of this line from Springfield to Pana, 111 . has been 
let to the New Orleans Construction Company, of which J. J 
Finn, of Decatur, 111., is president. 

Spokane <£. Inland Railway. — The contract for the extension 
of this line from Palouse. Wash., to Moscow. Idaho, has been 
awarded to Grant. Smith & Co.. of Spokane. Wash., who also 
had the contract for the work between Spokane and Palouse. 

Thermopolls &. Hot Springs Street Car Company.— Tin 
pany. it Is reported, has been organized in Thcrmopolis. Wyo 
with 150.000 capital stock and has secured a franchise for a Bl 
railway line In Thermopolls and to the hot springs near the city. 

Toledo & Indiana Railway. — This company has completed ar- 
rangements for the extension of Its line westward from Bryan, 
O . to Waterloo. Ind.. where It will connect with the Toledo & 
Chicago Interurban Railway running to Fort Wayne and Ken- 
dallville. E. E. Darrow. general manager. Toledo. O. 

United Railways & Electric Company. — This company is mak- 
ing surveys for a new line on the York road from Towson to 
Cockeysville. Md , via Lutherville. 

Union Traction Company of Kansas.— D. H. Slggins. president. 
Independence. Kan . announces that work is to begin In April on 
the line from Independence to Cherry-vale and Parsons, and that 
the line from Coffeyvllle to Independence, which is now nearlng 
completion, should be in operation by May 1. A city line is also 
to be built In Coffeyvill<\ The power house at Independence is 
nearing completion. 

United Traction Company.— General Manager E. S Fassett. of 
Albany. X Y has announced that this company will build a line 
from Troy to Rennselaer. N. Y., connecting with the present sys- 
tems In those two cities, and establish a belt line between Troy 
and Albany. 

West Penn Railways Company. — This company will build an 
extension from Footedale to Brownsville. Pa.. 9H miles. 
John Duggan. of New Haven, has the contract for the first 3 miles 
from Footedale to Orient. The line from Leckrone to Masontown 
will be computed by February 1. It Is stated. F. H. Gleason. of 
McKeesport, Pa. .receiver for the Bessemer Contracting & Ballast 
ny, which had the contract, is finishing the work. 

Winona Interurban Railway. — It Is reported that this company 
will begin the Immediate construction of Its proposed line from 
Warsaw to Valparaiso. Ind. S. C. Dickey, general manager, Wi- 
nona Lake. Ind. 

Woodbury & Waterbury Street Railway. — This company has 
awar-1 infract to trolley line from the W 

bury town boundary through afiddlebury to Woodbury. Conn. The 
contractor^ will w..rk as possible 'luring tin 

winter, and In the spring a large force will be employed to push 
the ' .n. At the Waterbury end the line will 

t with the Cor Hallway & Lighting Company. 

York County Traction Company. — This company has 

f"r its line from York to Hanover. Pa., 20 miles, 
and has flled a plan with the secretary of state showing the ro 
Pavld Young. Jr.. general manager. York. Pa. 



Personal Mention 



POWER HOUSES AND SUBSTATIONS. 



Denver City Tramway. — This company has contracted with the 

Allls-' Company for a 4.000-hp. steam turbine to be In- 

street pow f about $75,000. 

According to U i the turbi •! In 

The new turbine will add 35 per cent to the 

if the company, nnd Is required for the 

extension mce under 

t Mav. John A. Beoler 

Jackson (Tenn.) Railway & Light Company. — This company 

IS the city 
.ting units are to i- 

■ and 
B S. Bush. 
' 

Omaha A. Council Bluffs Street Railway.— Tills company will 
b»gtn work this spring on I 
■ 

i. to supply tli' ' 
line ifll <: Of. W ■ 

Utah Light A Railway Company 



work Will 

■ 









■ 









Voungttown*8haron Rail 



Mr. D. L. Prendergast has been appointed acting secret 
the Boston Elevated Railway, in place of Mr. John T. Burnett. 
resigned. 

Mr Frank L. Casey has been appointed assistant superinten- 
dent of the traffic department of the Elmlra Water Light & Rail- 
road Company, of Elmlra. N. Y.. to succeed Mr. Edwin S. B. 
resigned. 

Mr. E. S. Pattee, secretary and auditor of the Twin City 
Sapid Transit Company, of Minneapolis. Minn., has been appointed 
secretary and comptroller of the company. Mr. D. J. Shouse. 
heretofore assistant auditor, has been appointed auditor. 

Mr. M. E. Kaper has been appointed division passenger and 
freight agent of the Indianapolis & Eastern Railway and the 
lapolls .V Martinsville Rapid Transit Company, with head- 
quarters at Greenfield. Ind.. succeeding Mr. J. F. Fletcher, re- 
signed. 

Mr Parley L. Williams has been appointed general counsel of 
the Utah Light & Railway Company, of Salt Lake City. Utah, suc- 
ceding Judge Le Grand Young, resigned. Mr. E. M. Bagley lias 
pp. lint.. 1 claims attorney. 

Mr. W. H. Owens, heretofore superintendent of the Madison 
County Light & Power Company, has been appointed assistant 
general superintendent of the Decatur Railway & Light Company, 
a part of the Illinois Traction System, with headquarters at De- 
catur. 111. 

Mr. W G. Jayne, for the past three and a half years super 
intendent of the Columbus Urbana & Western Traction Company, 
has resigned to take a similar position with the Schoepf syndi- 
cate at Dayton. O.. effective on January 1T>. Mr. Jayne's Bin 
sor has not yet been appointed. 

Mr. C. S. Bidwell. for the past three years purchasing 
for the Indiana Columbus & Eastern Traction Company, with 
marters at Columbus, O, has been appointed chief clerk 
t.. Mr. J. L. Adams, general manager of the western division of 
the system, with headquarters at Dayton, effective on February 
I. In future all purchases will be made from the Cincinnati offli 
purchasing department at Columbus will be abolished. 

Charles A. Floyd, sin neral passengei and freight 

i ..f the Qrand Rapids Holland & Chicago Hallway, with ..til.-. 

Rapids. Mich., has been appoint..! manager "f the 

Michigan State Pair Association, and will devote ■< third of his 

time to his new position, with headquarters al Detroit, retaining 

on witii the railway. Mi Floyd has been connected 

with the Grand Rapids Holland & Chlcagi ' years, having 

entered its service as a bookkeeper. 



Financial News 






ailway A Light Company 

I 



Bennington & North Adams Street Railway —This company 
which Is owned by the Consolidated Railway, of New I 

... and which is constructing an electric railway from North 

ms. Mass.. to Bennington. Vt.. has acquired by exchange ..I 

nington & Hoosleh Valley Railway, which connects 

, and Hooalck Falls. N. Y.. and has franchises for sev 

Including one to Troy. The Bennington A North 

iiipany Is capitalized at J650.0O0. The Officers ..f thi 

President, Charles S. Uellen, of New Haven: vice 
dent, Calvert To* nli \ . Nem B O. M Barber, 

ston. 
Broad Street Rapid Transit Railway— The court of common 
in Philadelphia has do 'i Street I 

mpany, which a inder the 

Of a surface i.itlw.iv 

I right conferred by I be " I 01 

. ML Ill Ml 

i he deti m i ourt hold 

for the unprovemi nl ! which dli 

■ I ..f all railway ti I fort idi i he ■ Itj from an] 

In the future gram 

i i. full form and affect, 
i by Implication or othw ■• 

Central California Traction Company. An agreement ha 

motera of the ' 

1 ' ■•• ' !■ ' I I I'' I'M. t 

mpany win 

former's tracks from Brighton to Bacramento 

on company in thai i Ity, whli h 

w m betwi • ii -i and U 

•I Will follow the hanks of tie \im 

i it win connect with the 

Stockton through 1 •'•II 
llllburn. ..f St. ..'lit. .n. fill . Ih gen- 

Clnclnnatl Newport A Covington Light A Traction Company. 

dlvldi ii. I of It 

Oenvar City Tramway Company. ih_ Of 

jhl by the dlstrlol 



100 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 3 



to test the legality of the franchises voted to the company last 
May. has been decided In favor of the company. 

Denver Southeastern Railway. — This company, which proposes 
tn huild an electric railway connecting Denver, Englewood, Little- 
ton and Ft. Logan, Colo., has elected the following officers: Presi- 
dent. George I. Cole; vice-president. C. H. Chase; secretary. I. C. 
Coekey; treasurer, S. B. Thomas; all of Denver, Colo. 

Des Moines Wlnterset & Creston Electric Railway. — At the re- 
cent annual meeting the officers were re-elected as follows; W, l>. 
Skinner, president, Dos Moines; J. H. Mack, vice-president. Macks- 
burg; W. B. Steere. vice-president, Des Moines; S. D. Alexander, 
treasurer, Wlnterset; Milo Ward, secretary. Des Moines: A. E. 
Park, general manager. Des Moines. The company has secured 
about half of the right of way for Its proposed line from Des 
Moines to Wlnterset. via Creston and Macksburg. la., 60 miles. 
and surveys have been made. B. Schreiner, of Des Moines, is 
chief engineer. 

East Reading Passenger Railway. — At the recent annual elec- 
tion of this company, which is controlled by the United Traction 
Company, of Reading, Pa., the following directors were chosen 
for the ensuing year: A. J. Brumbach, Jonathan G. Leinbach, 
William R. Mcllvain. George W. Bard, J. A. Strohecker, Frank 
P. Esterly and Wm. Mcllvain. The board elected the following 
officers: President. A. J. Brumbach; vice-president. J. G. Lein- 
bach; secretary, William Mcllvain; treasurer. A. Raymond Bard. 

Frederick & Mlddletown Railroad. — At the annual meeting on 
January 8. the following officers were elected: President. James 
E. Ingram. Jr.. of Baltimore, Md. ; vice-president. Emory L. 
Coblentz, of Middletown, Md.; secretary, Edgar W. Hartlove. of 
Baltimore; treasurer, Thomas H. Haller. of Frederick. 

Gallon Mt. Gilead & Delaware Electric Railway — This company 
which proposes to build an electric line connecting the towns 
named, has organized by electing the following officers: President, 
S P. Gage. Mt. Gilead, O. ; first vice-president. John A. Shumaker. 
Delaware, O.; second vice-president, W. P. Vaughn, Cardington. 
O. : secretary, O. A. White. Mt. Gilead. 

Hagerstown (Md.) Electric Railway.. — It is stated that a meet- 
ing of the stockholders will be called at an early date to authorize 
an increase in the capital stock from $200,000 to $1,000,000 for the 
purpose of securing funds for proposed extensions. 

Hartford & Springfield Street Railway. — This company has ap- 
plied to the secretary of state of Massachusetts for an amended 
charter authorizing It to exercise all the rights and franchises of 
the East Windsor Street Railway, the Somers & Enfield Electric 
Railway, the Windsor Locks Traction Company and the Rockville 
Broad Brook & East Windsor Street Railway, to build a railway in 
Somers and Stafford. Conn., and to increase its capital stock. 
W. A. Tucker, Boston, Mass., is president. 

Houston-Galveston Traction Company. — A bill has been intro- 
duced in the Texas legislature w r hich carries a clause to enable 
the Stone & Webster Engineering Corporation, of Boston. Mass.. 
to build its proposed line from Galveston to Houston. Tex. It 
Is considered that such an enabling act is necessary because it 
Is proposed to cross from Galveston to the mainland over a cause- 
way to be constructed. Surveys have been made for the road and 
the project has been financed on condition the enabling act is 
passed. 

Interborough- Metropolitan Company. — The stockholders held 
the annual meeting at New York on January 15 and re-elected the 
following seven directors, whose terms of office had expired: 
August Belmont. Andrew Freedman, Cornelius Vanderbilt. Paul 
D. Cravath. Edward J. Berwind. P. A. B. Widener and Walter 
G. Oakman. The board Is composed of twenty-one members, 
divided into three classes seven of whom are elected each year. 

Kansas City & Bonner Springs Railway. — It is reported that 
Samuel Brown, of Philadelphia, has purchased the rights and 
property of this company, which has the right of way and has done 
some construction work between Kansas City, Mo., and Bonner 
Springs. Kan., for $200,000. John W. McDaniel, president. Bon- 
ner Springs, Kan. 

Kansas-Oklahoma Interurban Railway. — This company, which 
proposes to build an electric railway connecting Winfield, Arkansas 
<~"ity. Geuda Springs, Ark., and the Chilocco Indian School, has or- 
ganized by electing the following directors: W. C. Robinson, W. H. 
Somermier, of Winfield; C. A. Scruton, S. P. Gould. L. H. P. North- 
rup, A. J. Hunt and C. L. Brown, of Arkansas City. The directors 
elected the following officers: W. C. Robinson, president; L. H. P. 
Northrup, vice-president and general manager; C. A. Scruton, secre- 
tary and treasurer; S. P. Gould, auditor. 

Lake Shore Electric Railway. — At the annual meeting in Cleve- 
land on January 15 the directors were all re-elected. The direc- 
tors then re-elected the following officers: President, Edward 
W. Moore; vice-presidents. W. H. Price and J. Cooke; secretary 
and treasurer, F. W. Coen, all of Cleveland. In President Moore's 
annual report it was shown that the double-tracking of the line 
between Cleveland and Lorain has been completed. There was 
also built during the year an extension to the Beech Park power- 
house, while a substation was installed with good results at 
Dover Bay. In addition the company has done a good deal of 
work along the line and in rebuilding the tracks in Sandusky. 
In the matter of new equipment the company purchased and put 
in operation ten new cars, which are showing good results in the 
way of increased earnings. During the year. also, the construc- 
tion of the line between Sandusky and Fremont was started, and 
so much progress has been made that the line will be completed 
and in operation by the first or middle of May. As far as im- 
provements for the current year are concerned the company has 



under contemplation an Increase In power house facilities at Fre- 
mont. The company also has under order 12 new cars that will 
be delivered early this spring. The flnarn i.il statement for the 
year compares as follows: 

1906. 1905. 

Gross receipts $866.1' 268.47 

Operating and taxes 476.-" 428.588.23 

Net earnings 390,712.31 'SO. 24 

Interest charges 254,198.37 244> 

Net surplus 136.51::'.: 114,831 

Milwaukee Electric Railway & Light Company.— The annual 
meeting will be held In Milwaukee on January 21. Arrange- 
ments will be made to provide additional capital for the extension 

of the lines within the city; for the construction of new power 
generating stations or adding to the capacity of the present on s; 
for the construction of car houses and machine shops, and for 
other purposes necessary to meet the increasing demands which 
are being made upon the company. It Is proposed not only to pro- 
vide for the immediate wants of the company hut to make pro- 
vision for future requirements. It is also proposed to refund the 
extension mortgage bonds by a new issue of common stock. The 
meeting of the subsidiary company, the Milwaukee Light. Heat 
& Traction Company, will be held at the same time and it is 
proposed to issue additional stock to provide for several extensions. 
John I. Beggs, of Milwaukee, is president of both companies. 

Newport & Alexandria Traction Company. — At the annual 
meeting of '.Ms company held in Alexandria on January 7. the 
following officers were elected: A. S. Berry, president; Andrew 
Turner, vice-president; Joseph Wright, treasurer; W. H. Wagoner. 
secretary. The directors are, Henry Fahrenholtz, Frank Thatcher. 
John Todd and M Kintsler. The route for this proposed line has 
been surveyed and it is stated will be built in the near future. 

Newton & Northwestern Railroad. — The minority stockhold- 
ers of this company has applied for an injunction restraining the 
majority from leasing 44 miles of the road to the Ft. Dodge Des 
Moines & Southern Electric Railway, claiming that the leased 
part of the road would destroy the value of the remainder. The 
Ft. Dodge Des Moines & Southern, which is composed of many 
of the same stockholders as the Newton & Northwestern, is pre- 
paring to electrify the latter road and use it as part of an elec- 
tric railway system from Ft. Dodge to Des Moines. 

Northern Ohio Traction & Light Company. — The city of Akron. 
O.. has brought suit against this company to recover $27,732. half 
of the city's share of the cost of the Mill street viaduct. The 
city paid for half of the viaduct and the other half was paid by 
steam railroads. The city now seeks to compel the traction com- 
pany, which uses the viaduct, to pay half of its share, as pro- 
vided by an ordinance of April 4. 1904. 

Omaha & Council Bluffs Street Railway. — The annual meet- 
ing of the stockholders and directors was held on January 14 and 
the officers and directors were all re-elected. The officers are: 
President. Guy C. Barton; vice-president. G. W. Wattles; second 
vice-president. M. S. Hopkins; treasurer. W. A. Smith; secretary. 
R. A. Leussler. 

Paris Traction Company. — This company, which is building a 
line 3*4 miles long in Paris. 111., has certified to an increase of 
capital stock from $5,000 to $50,00. 

United Traction Company. — The board of railroad commission 
ers of New York state has granted the application of the United 
Traction Company, of Albany. N. Y.. for permission to increase 
its capital stock from $5,000,000 to $13,500,000. The new Issue 
will be used to take up the outstanding securities of the Hudson 
Valley Railway, which are owned by the United Traction Com- 
pany-. Steps toward the consolidation of the two companies were 
taken at a meeting of the United company several weeks ago, and 
the merger was made effective about two weeks ago when General 
Manager E. S. Fassett. of the United Traction Company, had his 
jurisdiction extended over the Hudson Valley company. The Hud- 
son Valley company was formed in 1901. and operates in the ter- 
ritory from Troy to Saratoga and north to Caldwell and Warrens- 
linrg. on Lake George. The capital stock is $3,000,000. and the 
original bond issue amounted to $4,000,000. There has since been 
a debenture issue to meet the requirements of the company. 

Urbana Bellefontaine & Northern Railway. — The court has con- 
firmed the report of the receivers, J. G. Schmidlapp and Mvron H. 
Wilson, and the receivership has been closed. The road is one 
of the old Appleyard lines, and was purchased last spring by the 
Schoepf syndicate. 

Utah Light & Railway Company. — The executive committee 
has decided to call in on August 1 an issue of $500,000 6 per cent 
second mortgage bonds, issued in February, 1901. 

Western New York & Pennsylvania Traction Company. — The 
New York railroad commission has granted this company permis- 
sion to issue a first refunding mortgage for $5,000,000, only half 
that amount of bonds, however, to be issued under this consent 

Worcester Consolidated Street Railway. — At the recent meeting 
of the directors President Francis H. Dewey and the other officers 
were re-elected. 

York (Pa.) Street Railway. — This company has purchased the 
property, charters and franchises of the Colonial Street Railway, 
the Penn Park Street Railway, the York Intramural Street Rail- 
way, the York Railway & Electric Company, the York & Hanover 
Western Railway and the York & Susquehanna Railway, all of 
York, Pa. The company has applied to the city council for the 
right to build these lines, with several changes in routes and 
other changes made necessary by the new arrangement, agreeing 
to pay the city 3 per cent of the gross earnings. These extensions 
include various loop lines in the city and lines to the suburbs. 



January 19. 1907. 



ELECTRIC RAILWAY REVIEW 



101 



Manufactures and Supplies 



ROLLING STOCK. 



Citizens Railway, Lincoln. Neb., is reported about to order 6 
additional cars. 

Gray's Harbor Electric Company, Aberdeen. Wash has or- 
dered one car of the J G. Brill Company. 

United Railways & Electric Company. Baltimore. Md . has or- 
■ m the John Stephenson Company, 

Newport News 4 Old Point Railway & Electric Company, 
Newport, K I. is asking prices on new equipment for eight 

Vallejo Benicla A. Napa Valley Railway, Napa. Cal.. is report. 1 
to have ordered S new oars from the Nilea Ca lufacturing 

Company. 

Norfolk & Portsmouth Traction Company, Norfolk. Va.. has 
an order on file with the J. G. Brill Company for 41 motor and 2S 
trailer cars. 

Spokane Traction Company, Spokane. Wash., Is reported to 
placed an order for ten new cars of the Detroit typo for de 
in March. 

Lima & Toledo Traction Company, Lima. O.. has ordered five 
eg. r cars from the Cincinnati Car Company for delivery 
early In the summer. 

Terre Haute Traction &. Light Company. Terra Haute. Ind.. 
has ordered 16 new trucks from the Baldwin Locomotive Works 
for use under new cars. 

Oakland Traction Consolidated, Oakland. Cal., it is reported to 
he building 2a new 50-foot cars and will soon conn irk on 

2" new 55-foot steel frame cars 

Savannah Electric Company, Savannah. Ga.. will order 12 i 
cars. Prices are being asked on equipment for 10 motor and 4 
trailer cars and the company expects to order 50 new equipments 
in the near future. 

Memphis Street Railway Company, Memphis. Tenn., will place 
an order during this month for 25 double-truck full-vestibule cars 
a length. No details of the specifications for the 
cars I; anoui 1 

Jackson Railway &. Llqht Company. Jackson, Tenn , is 6001 
• ■ from the Ameri, Company Blx 20 

vertible single truek can t" he mounted on Brill 21-19 trucks ami 

equipped with Westlnghouse 28-A motors, two to each 
Consolidated Car Compaq i and Ohmer registers. The 

company is also rebuilding In Its own shops 6 old cars 

Nashville Railway & Light Company, Nashville. Tenn. will 

double-truck cars in the spring d for which 

"W In the hands of the engineers of the company, This con 
averting eight 42-foot trailers into motor cars al 
new shops of the company. Three of the cars have alr< 

■onverted and work on the other three will be commeni 
■ rly date. 



SHOPS AND BUILDINGS. 



Illinois Traction Company. — The present power house of the 

■nut and Walnut streel Peoria, is 

■ station and freight house 

for thi omragton A Champaign Railway division, and 

r will be taken from the new powi now being 

Interborough-Metropolltan Company. This company h 

authority Two linn 

New York and also levi 

•■>■ has ah 
Rhode Island Company. It Is stated >' 

b ; . i feel 

1 1 I A f-7 I'ruvbli re e, i: I 

Utah Light & Railway Company. This company nai pun 

n'd sixth 

A BlXth ate! 

hops tn ae< omi i il 

I 'hi I ind ChOSI ii I" •'• nl I ill) lOI tl ■! ami 



TRADE NOTES. 



Sinker Car Works, Limited Hallfl 

' 

Central Steel Castlngt Company, 

I I'. Ill: I 

I 

Bu'.hananFotter Company, I 

Hull. tier 



and South lVnn Square. The company make i special brand ol 
rooting known as the "Congo" which is readily applied to all 
s of buildings. 

Central Inspection Bureau, 17 State street, New fork, lias re 
celved an order from the American Railways Company, Philadel- 
phia, for the inspection of ten double-truck cars to he built In 
the Jewett Car Conn 

Buffalo Forge Company. Buffalo, N. V .. reports s long lisl 

products, Including mechanical draft appa 
ratus, heating equips trlfugal pumps, air pumps, Jei ■ ■■ 

■ ii users and pressure pumps. 

Dossert & Company, 242 244 West Forty-first street, New Ymk 
manufacturers of Dosserl eolderless connectors and terminal 
wires and cables, has an exhibit al the electrical trades ex- 
position in Chicago, its booth is located In section v. spaa 

Allis-Chalmers Company, Milwaukee, lias 
from the Seamless Tube Company ol Imerica for four 
power Alii rs compound wound, non-reversible dlrecl 

current motors for use in the manufacturing plant of this coin, 
situated at Honessen, Pa. 

Elroy N. Heath, the New England manager for ll B Smith 
Machine Company, has established In thi Olivet building, Boston 

a machinery exchange, occupying about third ol i street 

floor. The Ides of this exchange is to bring together concerns In 
mechanical lines In one home. 

Fitzgerald Air Brake Company, of Chicago, lias removed Its 
offices from the Etallwa) Exchange building t" 1821 Pirsl National 

Hank building. The new quarters ' 03 thi company will 

give It conslderabli more space and s very deslrabli location from 
which to carry on Its business. 

Electric Fountain Company of America. Philadelphia, P« re 
cently made a shipment of Its portable fountains to Valparaiso, 
Chili. This company makes electric fountains suitable toi elec 
trie railway parks, main of which Including Willow Grove Park 

• .f the Philadelphia Rapid TVan II Company, u.,\ in supplied 

during the past few years. Thi electrli Fountain al Willow Grove 
Park is apparently as popular an attraction todaj as it was when 

lirst installed several years ago. 

Mldvale Steel Company, of Philadelphia, has ordered I 

Allis-Chalmers i ■ duty cross compound engine 

with cylinders 30 and 16 bj 18 Inches, for direct connection to an 
electrie generator, to he installed In its plant al Nicetown Pa 

unit v. ill bs -iii. i ' 'during It 
dinar] operation, thi required to be very strongly built 
i |ne is to be opei ati d nor condensing and the not mal 
nil w ill be 1,000 kw. 

Henry R. Towne. presld I the ifali 8 Towni Manufactui 

Ing c pan] ol Stamford Conn., al a meeting of its b rln 

nl--- and foremen held r mtly, made an annoi iment of an 

Increase of wages and piece rates of its ". mpioyes i hi com 

panj proposes by this change to distribute annually $120,000 addl 
tional I- 11 employe believing that Its liberal policy In 

1 will result in Inci ea ed 1 Bi leni 1 and 

iy. This action is entirely voluntai 

the pa 1 1 ol tht oompany. 

Beaudry &. Co., manul of Champion powet 

Duplex forging 1 ' n Incorporated under thi 

1 mi la? ol M tt rhi grow 1 h ot the 1 hi 

past few y< I nd permits ' itto Al 

who h'- been In charge of the sales depart to 

memb an Mi Ibrahamsen will ha> e the tKli 

vioe-presldent and g< is lagei still continuing In chat 

Tl 1 "ii tl ipan] 1 in tie 1 lUver building M lit 

in. 1 Olivet 1 1 1 1 1 

urer. 

Electric Storage Battery Company, of Philadelphia, m 
1 in, 1 ..ii irid 11 ' umulator, has In I led rout ■■■ 1 eight 

in, a, bat let racted for by t ' lent > al S 

Hudson Rivet Railroad Companj 1 nectlon wltlt Ihi 

electt lie atlon of the New v. . 1 PI now In 

1 ion an 1 1 it Bronx Park, Kin 

M.,11 Haven and Fiftieth street The eight batteiiei will 

a total 1 ipai ll bp 1 ln« of thi two 1 

tailed at 
Port Mot 

Randall Tram-Rail Company, 1 ived It 

,m u.iii 1 in., ireet to tnd Frank 

f,.,t tnej will ocoupj the wholi 

building. The c idded new machlnei the 

nd up to ii'ii 11 << thi 

win 1 nufai inn 

-i.i i\ conduct) ■! R T 

1. nl has now b sn madt 1 dl tlnol • 

Mbi 11 \\ 11 known In thi llni 

Chicago Pneumatic Tool Company. In 



bing "'I line ot 1 !hli ago m. mi 1 

ttentlon to roi fai toi In the pi 

mill. te the Ha 

drill wan Introduced it 

Him < thai time it i" admitted that 

,n Important fai lot In thi It <lu I 

ink' tl" In 



102 



ELECTRIC RAILWAY REVIEW 



vol. xvn, No. 3. 



and other minerals which have to he mined, and of quarrying rock 
needed for a multitude of purposes appertaining to manufacture 
and transportation. 

Qulncy Manchester Sargent Company, Chicago and New York, 
has appointed Howard m. Poet advertising manager of the corn- 
Mr. PobI originally fitted himself for a telephone engineer 
and for three years held a position as switchboard Installer for 
the Western Electric Company. Later he accepted a position as 
telephone engineer of the Kellogg Switchboard & Supply Com- 
pany, and during a period of five years took out several tele- 
patents. His thorough knowledge of the telephone busi- 
led the company to offer him the position of advertising 
manager, which he accepted and handled very successfully. 

Pittsburgh Steel Company, as announced from Monessen, Pa., 
will build a S7.nnn.nnn addition to its plant at that point to include 
two blast furnaces, a blooming mill and open hearth furnaces. In 
the past few months the steel company has purchased a tract of 
land from the Monessen Foundry & Machine Company and consid- 
erable land on which the village of Wireton stands from the Stand- 
ard Land Improvement Company, giving It a total river frontage 
of from one to one and a half miles. The new furnaces will be 
erected between the Pittsburg & Lake Erie Railroad and the 
Monongahela river, taking up a large amount of river frontage. 



ADVERTISING LITERATURE. 



General Flreproofing Company, Youngstown, O. — This com- 
pany is mailing samples of "Trussit" metal for reinforcing pur- 
poses. 

Buffalo Forge Company, Buffalo, N. Y. — Catalogue No. 77 in- 
troduces, in addition to the regular line of tools which has been 
upon the market under the name of the Buffalo Forge Company 
for several years, a number of entirely new machines, as well as 
changes and improvements in older designs. Among the new 



which Is manufactured for a great varlet] "f industrial purposes. 
The company slates that these motors are being installed to ope- 
rate machinery for which motor drive has heretofore been con- 
sidered either undesirable or impracticable and believes, there- 
tha.1 this bulletin will be of particular interest to the owners 
of plants of various kinds throughout the country. 



MOTORS FOR ROLLING MILLS. 



The direct-current electric motor herewith Illustrated Is being 
Introduced by the Crocker-Wheeler Company, Ampere. N. J., to 
meet the demands of rolling-mill service which requires a com- 
pletely enclosed motor for Intermittent but heavy work. It is 
known as the "W" motor and Is built for 25, 50, 75 and 100 horse- 
power. 

The parts are very heavy, corresponding approximately to the 
parts of ordinary motors of about twice the rated capacity. In- 
closing has been carried to the extent that the ends of the bear- 
ings are sealed so that dust cannot enter. The motors will 
operate in either direction under ordinary overloads without spark- 
ing. The field frame is of steel and is divided horizontally so 
that the upper half can be readily removed. The shafts are of 
forged steel and much larger than for other types of motors for 
a similar output, and as the commutator is keyed to a sleeve 
extension of the flange forming one end of the armature core 
it can be readily removed without disconnecting the windings 
The air gap is made large to minimize the trouble due to wear 
of bearings and displacement of the armature. The bearings are 
of heavy cast iron cylinders split horizontally and lined with bab- 
bit. They are of the ring-oiling type and have diagonal grooves 
for distributing the oil over the area of the bearings. Asbestos 
Is used liberally In the windings in the place of vegetable sub- 
stances on account of the heat of the atmosphere in which they 
are expected to work. 

We are informed that these motors are in use by the follow- 





Motor for Rolling Mills. 



machines are two ball-bearing forges, a hand blower with high- 
speed gear running underneath the surface of an oil bath and a 
direct-drive blower. 

American Carbon & Battery Company, East St. Louis, III. — 
This company has issued a new list of prices of stationary .motor 
and generator carbon brushes, effective January 1. 1907. The cata- 
logue lists and shows illustrations of a new form of motor brush 
which it has made to meet the special requirements of street rail- 
way use and a new form of pig tail, with which connection it is 
stated, it is possible to save from 10 to 20 per cent on pig tails 
used on small machines. 

Atlas Engine Works, Indianapolis, Ind. — General bulletin No. 
134 briefly lists, with illustrations and specifications, the complete 
line of this company, which, it is believed, is the largest exclusive 
builder of steam engines and boilers in the world. The company 
manufactures a very complete line of engines and boilers of vari- 
ous types and maintains branch offices and warehouses in all 
parts of the United States in order to be able to promptly fill 
rush orders for equipment of the sort manufactured by it. 

Cincinnati Rubber Manufacturing Company, Cincinnati, O. — 
The Cincinnati Rubber Manufacturing Company was incorporated 
under the laws of the state of Ohio to purchase the extensive 
rubber business formerly owned by the Whitman & Barnes Man- 
ufacturing Company, of Akron, O., and retains the same manage- 
ment, superintendent, foremen and other employes, with such ad- 
ditions as have been made necessary by increased business. The 
lines of manufacture of the company include belting of all kinds 
and for all purposes, hose for all classes of service, packings and 
other rubber specialties which are described in a substantial 100- 
page catalogue containing various useful formulae. 

Allis-Chalmers Company, Milwaukee, Wis. — This company is 
about to distribute a revised edition of Bulletin No. 1045. which is 
descriptive of Allis-Chalmers rotary converters. The publication 
includes 16 pages with numerous illustrations and describes the 
characteristic features of converters of various capacities. Bul- 
letin No. 1040 describes the line of polyphase induction motors. 



Ing companies: Bethlehem Steel. Carnegie Steel. Illinois Steel. 
Lorain Steel, National Tube. Pennsylvania Steel. Shelby Steel 
Tube and Youngstown Sheet & Tube. 



Exhibit of the H. W. Johns-Manvllle Company at Chicago's Second 
Annual Electrical Show. 



At the second annual electrical show in progress at the Chi- 
cago Coliseum, the H. W. Johns-Manville Company, whose head- 
quarters are in New York, has an extensive exhibit. Among its 
numerous electrical specialties a line of Victor direct-reading in- 
struments is shown. These include Victor direct-current volt and 
ammeters. Victor oombination meters of both the switchboard and 
portable types, as well as a special Victor combination meter for 
automobile use. 

The manufacturer states that the Victor combination meter 
is the only direct-reading electrical instrument of its kind on the 
market giving a simultaneous reading of volts, amperes, watts 
and horsepower on one dial. It consists of a volt-meter and am- 
meter and is therefore practically two separate and complete 
instruments, which are combined in one case and so arranged that 
tlie indicators cross each other, each acting independently of the 
other as far as volt and ampere readings are concerned. The 
readings in watts and horsepower are obtained from the point 
of intersection of the two indicators. The Victor has a wide 
range of uses. As it is probably the only practical switchboard 
instrument giving a reading in watts and horsepower it adapts 
its If to use on the smallest switchboard panels. 

Among the other materials exhibited is J-M friction tape, the 
friction material being well worked into the fabric and running 
true to gauge throughout the entire roll. The tape is made for 
extremely long service under all conditions. 

Noark subway and service boxes are shown of one, two and 
three-pole construction and 250, 600 and 2.500-volt capacity. These 
boxes are water-tight, being designed and tested to withstand a 
pressure of 25 pounds ' per square inch without leaking, and ac- 
cordingly suitable for most severe conditions. Other lines shown 
are the Noark national standard fuses, blocks and accessories and 
J-M overhead line material. 



PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO 
Chicago: 160 Harrison Street New Yokk : 130 Nassau Street 

ription Price, $2; Foreign, $5; Single Numbers, 10 cents Entered at the Postoffice, Clii.uo'. 111., as Second-class Matter 



Vol. XVII. No. 4 



CHICAGO, JANUARY 26, 1907 



Whole No. 196 



TABLE OF CONTENTS. 



i.ll— 

— An Example of Municipal Ownership 103 

rugated Rail and Plenty of Tie Rods 103 

1 lies and Rail Corrugations 103 

— Limited Interurban Service 104 

— Transformer Tests on Electri- Railways 105 

it of Treasurer of American Street and Interurban Rail- 

! inufacturers' Association 105 

Practice at Memphis. (Illustrated) 106 

iard Rail Sections for Paved Streets B] C. Gordon 

i Illustrated) Ill 

et Railway Association. (Illustrated) 11-' 

Electrification of the Baden State Railways 116 

and Shop Employes. By A. D. McWhorter 117 

Rail Bonds (Illustrated) 117 

Annual Meeting. Ct-ntral Electric Railway Association. (Illus- 
trated i 119 

'ic Railway Union Station for Hamilton. Ont 122 

ding of Accidents and Claims. By E. C. Carpenter. (II- 

lustr 123 

The Cost and Sale of Railway Power. By G. II. K.-lsay... 

Car Lighting- By R. C. Taylor. (Illustrated) 12S 

\ Model Car for Long Travel. By W. II Evans 123 



Lake Shore Electric Railway Annual Report 131 

Holding Power of Railroad Spikes 131 

Annual Report of the Cleveland & Southwestern Traction Com- 
pany 131 

Piping and Power Station Systems.— XXVII. By W. L. Morris 

i Illustrated) 

Electrification Of Railways in [talj 

News of the Week 

Construction News — 

— Franchises 13G 

— Incorporations 

— Track and Roadwaj 

— Power Houses and Substations 

tion 

Financial News inn 

Manufactures and Supplies — 

— Rolling Stock no 

— Shops and Buildings ui 

—Trade Notes 141 

— Advertising Literature ill 

Westinghousa Turbo Units for Brooklyn. (Illustrated) 142 

A Display of Storage Batteries at the Chicago Electrical Show. 112 
Allis-Chalmers Company's Exhibit at the Electrical Show 142 



The people of Easton, Pa., know a good deal more about 
municipal ownership than they did when they joyfully cele- 
brated the inauguration of municipal elec- 
An Example of trie lighting a few years ago. The knowl- 
Municipal edge gained by experience has cost some- 

Ownership, thing between J4.000 and $5,000 per year 

paid out of taxes for deficits in operation — 
but the lesson has been thoroughly learned. Incidentally 
the outages have grown so frequent that the "lighting" has 
been recently little if any superior to total and unmitigated 
darkness, so that women and children have been warned 
not to go about after dark. Now the leading business men 
have petitioned the city council to dispose of the plant to a 
private < nrporation and pending arrangements for that pur- 
pose to let It be operated by contract with some private indi- 
vidual or corporation Thus does another municipal enter- 
pass to Its Inevitable and Inglorious end 



of ill-- executive committee ol the 
street and Interurban Railway Engineering, Asso- 
ciation the question of rail corrugation wa 
Corrugated Rail brought up an.i disposed of by reference 
and Plenty of to the ..f the American Btreel and 

Tie Rod*. Interurban Railway Association, who volun- 

tas ii' cl data relating ti> the 

of Hi" Blectrtcal Age, Mr. n it Nidi 
Philadelphia Rapid Tran 

mi of rail corrugation. Pour different ca 
soggi .i bending of the web ol the 

rail II ipon tbeii 

i foundations; the vibration or movement 
■nidation um under II. ■ 

able of bi nived Into one 

lorn or the rail to 
its in a I.. ctlon, which freedom would exist In a 

h id.- four conditlona named 
. stated for the formation oi 
Ma o .ir Nichols' experiments in which the 

vibration ease and the 

ippilmtion of a 80-foot flab-plate 



bolted to the outside of the rail. As stated in the account 
referred to, this method of correction would be expensive* and 
therefore impracticable. The facts, however, suggest a 
remedy that should be at least partially effective. It appears 
from the papers presented at the recent meeting of the Street 
Railway Association of the State of New York, and frequently 
in the discussion thereupon, that a liberal use of tie-rods and 
steel ties is requisite to a smooth-riding and easily main- 
tained track. Though the matter of corrugation was not 
brought up. there is little question but, if Mr. Nichols' theory 
is cornci. ih" same cause thai contributes to corrugation 
would also contribute to a general unsatisfactory condition 
Involving unnecessary expense of maintenance, n is there- 
fore Buggeated that corrugations as well as many of the other 

ills to which track is subject may lie cured or relieved by 

the liberal use of tie-rods, for the reason, if for no other, that 
the forces supposed to contribute to vibration act upon oppo- 
site rails In opposite directions at any given time. 



in its i.i.ai form, whatever that ma} be, the steel tie should 

assisi to ■ rve the ame purpose The proper use of a propei 

form of Bteel tie should oovei the second 

Steel Ties ami third causea of corrugation u named 

and Rail bj Mi Nichols, viz.: — the 1 meal "I t to • 

Corrugations. upon their supports and Hie loo 

oi the Use upon their foundations The 

fonrtl itlo movement of the foundation 

i in in- idei the t ma In the te days of 

in to iL'-in.'h solid concrete foundations too remote to war 
rant extended itlon. But the loo enea "i rails upon 

their supports w lien tin w I. n tic and the method 

of fastening is the ordii ther antvei 

latlng condition. To obviate It requires conatant attention and 

on the part ol the maintenance of waj department 
the other band, if there in anj one featui i tie 

which should commend it primarily, it is that the 
betwi ill and the Mi Baa be mads absolul 

o with a fraction of the iain.r required with the wo 
tie and the spike I Second only to the aecui 

the connection between the tie and the mil. is. 

to Mr Nli hoe the It] Witt) which the t|.- || hi 



101 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 4. 



foundation. Whether the latter is gravel, broken stone or 
concrete, it appears beyond discussion that a steel tie is bet- 
ter adapted to be made of a section that can be held in place 
so long as the foundation maintains its integrity, than is the 
wooden tie of ordinary section. In fact, there is a serious 
question as to the propriety of embedding a wooden tie at all, 
especially in concrete, on account of the possibility of a dry 
rot which would afford an additional element of risk against 
the holding power of the spike. It goes without saying that 
all methods of avoiding corrugations in the rails will fail if 
the web of the rail is inadequate to the support of its load. 
Buckling of the web of the high girder rail was referred to at 
the meeting of the New York association as one of the rea- 
sons for expressing a preference for the T-rail. Corrugations 
due to this cause air. according to Mr. Nichols, difficult to 
remedy without considerable expense, but may be avoided in 
the beginning by the use of a thicker web. The data which 
Secretary Swenson has undertaken to collect should be of 
much interest in the way of throwing light on a matter about 
which little is actually known and in which every operating 
and maintenance officer is concerned. It may well be that in 
removing the causes of rail corrugation the entire track 
structure will undergo an improvement. 



LIMITED INTERURBAN SERVICE. 



By the institution of limited service an interurban line 
attains a standing which no merely local system can ever 
enjoy. Provision for fast through travel is one of the most 
prominent tendencies of the times in electric railway prac- 
tice,. and in some parts of this country, notably in the cen- 
tral states, the development of limited car or train service 
has reached a remarkable stage of efficiency. The running 
of such cars as those between Dayton and Toledo, where 
through cars cover 160 miles in six hours, making but 14 
regular stops en route, or from Cleveland to Toledo, where 
120 miles are covered in four and one-half hours, with 12 
regular stops, involves a very high degree of operating re- 
sponsibility, since the maximum speeds must fall close to a 
mile a minute on clear stretches of track. 

It is a little singular that this class of service has thus 
far not been generally attempted on many of the interurban 
lines in other parts of the country, considering the success 
which it has attained in Ohio, Indiana and other states in 
their vicinity. Doubtless, the fact that even the limited 
service of the central west has not been thoroughly stand- 
ardized in detail has been influential in retarding the de- 
velopment of express passenger service in other sections; 
but no one can analyze the tendencies of interurban practice 
at the beginning of this new year without feeling that the 
time is not far distant when limited cars will be demanded 
by the long-distance traveling public, regardless of the sec- 
tion in which the roads in line for such service are operated. 

Comparatively few interurban roads are as yet double- 
tracked throughout their entire length, and the excellent 
records thus far made with limited cars have almost ex- 
clusively been accomplished under the difficulties of single- 
track operation. On many lines having limited cars in regu- 
lar service the fast movements are alternated with the locals, 
giving an hourly headway in each direction. In other cases 
the limiteds are sandwiched in between the regular hourly 
locals. With half-hourly headway on single tracks cars pass 
one another every 15 minutes, so that extraordinary care is 
necessary for safe operation, and only the most rigid rules 
followed with intelligent appreciation of their applicability 
to all emergencies, insure the safe movement of limited cars 
among the large number of locals always present on the 
system. Just when it is best to double-track an interurban 
line is a matter about which there is no little difference of 
opinion at this time. If limited cars are to be operate! at 
very hi?h speeds on roads sending cars over the line on 



3u-minute intervals in each direction, the advisability of 
double-tracking is to be seriously considered, just as it is 
high time to think of getting away from single-track lim- 
itations when it becomes necessary to run cars on 15-minute 
intervals in each direction. 

Among eastern interurban lines the population density 
tends to warrant double-tracking at a comparatively early 
period, so that it is almost certain that limited service would 
be both profitable and safe if inaugurated on broad-gauged 
lines. It would seem that a line like the Boston & Worcester, 
which is now being double-tracked in the last five miles of 
its entire length, ought to offer a most attractive field for the 
limited car. The local running time between these two cities, 
49 miles apart, is 2 hours and 15 minutes against one hour by 
the parallel steam line's express. The fares in the electric 
service are practically half those of the steam line, the latter 
having lately reduced its passenger tariff to 90 cents each 
way after many years of operation at $1. The institution of 
limited service on the completed double-track line, which has 
something like 30 miles of private or reserved right of way. 
ought to result in securing a large share of the business 
traffic which at present patronizes the Boston & Albany 
steam service, on account of its fast express service. Judg- 
ing from what has been accomplished in other sections it 
would seem that a limited schedule of possibly one and one- 
half hours at certain times of the day might be well worth 
attempting in the case cited as illustrative. 

Many of the interurban lines of the east are operated 
upon the public highways with relatively short distances be- 
tween adjacent cities. Speeds are therefore limited to a 
maximum of from 30 to 40 miles per hour at the outside, and 
with the absence of long, clear stretches of interurban track 
through sparsely settled territory, it is difficult to inaugu- 
rate a service with few stops. With the frequent headway 
maintained in these populous communities it is, of course, 
a question how far limited service would be desirable. As 
far as the provision of through cars of superior design, com- 
fort and equipment goes, the various foreign cars entering 
Boston, Salem-, Lexington, Lynn and other points partake 
of the nature of limited service, and for such populous com- 
munities perhaps this is the nearest approach to it that is 
possible. But one might as well lace the fact that for runs 
of from 20 miles and upward steam competition for the 
money of those whose time is most valuable cannot be met 
without genuine high-speed service, not necessarily record- 
breaking maximum spurts, but giving high average schedule 
speeds through the elimination of all but the most important 
local stops. 

The question of fares on limited cars is one of no little 
difficulty, but if the service is distinctly superior to that of 
the locals, if more expensive equipment and more luxurious 
fittings are used, there is certainly reason for at least a 
slight additional charge. Stiffening the rates somewhat for 
through business tends to discourage short-distance riding 
from town to town and thus helps in the maintenance of fast 
schedules. Under eastern conditions, however, it is doubtful 
if excess fares for express service would be generally ac- 
ceptable to the public, which has been educated to standards 
of car frequency and fixedness of fares only possible in the 
most thickly settled districts. Experience alone in the dif- 
ferent parts of the country is capable of determining the 
ultimately best policy in regard to limited rates. It goes 
without saying that the fares must be enough to pay for the 
service given, and in a rough sort of way this means an 
earning of from 30 cents per car-mile upward. Forty or 50 
cents per car-mile is much nearer the line of assured profit 
when one attempts to estimate the increased fixed charges 
accruing upon limited cars on account of their high standard 
of attractiveness, the extra cost of motive power capable of 
running the car at 60 miles per hour maximum speed, the 
cost in some cases of additional power station and distrib- 



January 26. 1907. 



ELECTRIC RAILWAY REVIEW 



l(»6 



uting facilities, improvement in roadbed and possible delays 
to local traffic by limited cars when off schedule. 



TRANSFORMER TESTS ON ELECTRIC RAILWAYS 



Tlii- listing of power plant and substation equipment on 
an electric railway is necessary for two principal reasons: 
to make a in that contract requirements are met by the 
manufacturers and to locate any unusual losses which may 
be seriously impairing the efficiency of the mechanical and 
electrical system. In many eases it is suffi< ient to send a 
representative of the road to the factory to carefully observe 
the tests of the manufacturer's engineers and to deduce from 
tin- B( -rained the degree with which the specification; 

a followed. Other instances arise in which the best 
policy is to defer final acceptance until tests have been made 
upon the equipment under act.ial service conditions 

The imiortance of the transformer In electric railway 
is so great at the present time that detailed know] 
edge of its behavior when set up under service conditions 
is well worth securing on any system which aims to reduce 
its power cost to the minimum. On account of the somewhat 
involved relations existing between the transformer, primaries 
and secondaries, fewer tests have been made on this equip- 
ment by operating engineers than upon steam engines, tur- 

s, gas engines and generators. The modern large-capacltj 
transformer is a remarkably efficient device operating close to 
98 per cent at full load and there is obviously little hope of 
Improving its economy further. It is none the less desirable, 
however, to find out exactly what the efficiency is in a given 
transformer; to measure the temperature rise under various 
conditions of loading; to test the insulation of the windings, 
the potential ratios of windings and taps, thi- polarity and the 
regulation in voltage under various loads. These are tin- 
essential daia which it is desirable for an operating company 
to ha\i- but if more detailed analyses are desired tests may 
be made of core loss, copper loss, impedance and circulating 
current on transformers which are Intended lor parallel 
operation 

Probably the simplest and best way for an electric rail- 
way company to test its transformers is to actually place 
them under full-load nr partial-load conditions with water 
rheostat* as energy absorbers. From the standpoint of power 
cost It Is, of course, more expensive to dissipate energy in 
thi.* way than to adopt tin- so-called 'pumplng-back" methods 
of the manufacturers' tasting departments which consume 
only tin- energy required to make up the core' and copper 
losses. 

Thi- actual loading method carries the merit of extreme 

simplicity, it avoids complicated connections, obviates the 

sity of bearing in mind a rather difficult coin.. ..i res 

sorting during the tests and calls for no intricate adjustment 

of the ratln-r limited supply of Instruments available on the 

■ ric railway By stem. With an engineering department 
sufficiently skilled In making electrical testa it tii.i . work 
out In Bonn- rases that the best plan Is to carry out pun 

back" tests, but under average condlttona the simple expattt- 

!••[■ and measuring the quant 
wanted is certainly the straightforward olve the 

The larger thi it hit tin- DSOI ■•■ It 

.poii It at full load ami tin- DON 

■ the engl taff win have the time 

and skli "pumpln 

obtained bj dividing 
intput in winding by the input of 

by wan 1 1 
Voltmeti i .num. i. i and i 

how thai the condition mal 

...n- i- bj calcul 



from the rise in resistance. Resistance measurements should 
be made at least every hour tor this purpose on both primary 
and secondary windings, cutting the transformers out of cir- 
cuit as short a time as is possible 

Regulation is easily determined by comparing secondary 
voltage readings with varying loads. In the absence of a spe- 
cial insulation testing Bet, twd other transformers, carefully 
insulated. may be disconnected from the line and placed with 
their primaries in series and secondaries in parallel, the latter 
being excited either from a third transformer secondary or 
from some other source. Double normal voltage may thus be 
appiii .1 between the primary winding and core or frame, or 
between 1 1n- primary and secondary windings. In the "pump 
in-- back' method of testing the heating due to the core loss 
may be determined by open-circuiting the primary and apply 
ing normal voltage to the secondary, and the heating due to 
opper loss is obtained by short-circuiting the primary and 
applying just enough voltage to the secondary to overcome 
the impedance and cause full-load current to flow in both 
windings. With air-blast transformers separate open-circuit 
and short-circuit heat runs give almost the same temperature 
rise for core and copper respectively, as when the two tests 
are applied together. Oil transformers do not give as con- 
nt readings in this respect, hence the full-load test is 
preferable. In testing air-blast transformers the speed of tin 
blower motor and air velocity should, of course, be recorded 
at frequent intervals, as well as the weather conditions. 



Report of Treasurer of American Street and Interurban Rail- 
way Manufacturers' Association. 

rii. Edwin H. Baker, treasurer ol the Ameri- 

can St I Interurban Railway Manufacturers' Association 

for the period from February 9, 1906, to December 88, 1906, has 
just been published. It shows receipts and disbursements as 
follows 

RECEIPTS. 

By be im 1905 J 350.26 

nentl at 135 0.590.00 

Sale of extra space at ■ sq. ft... 2.558.60 

Bale of extra badges -.i ta each l.llO.OO 

■ i from other - 54.64 

113.663.50 

DISBURSEMEN is 
I no -.'tor of exhibit.*: 

Expenses for preparing buildings anil 
grounds for convention — 

Labor and unit, rial (1,420.11 

Incidentals U 

"iiinnll . 

Expenses r.-i preparing convention hall — 
Removing and replacing booths, electric 

lighting, labor and material 1.240.78 

Entertainment commit 

Badges 600.00 

Printing bulletin 338.50 

IS, 1906 363.00 

Bhubert and Great Bouthern theaters. f> 

2, "00.00 

Arlington Country Club, Oct 
- 
v.. :.'I6. . . 6M 

Printing commit I 

■ ' 
and ro 1 1 

Admit 

1,000.00 
:: 6 
Pri i postage 1 1 

i . \i 

i ■ ,i .... 

Attached in the report 

iietiniH. certified public 

• count ot the 
.Hid •; ordance « Ith hi- i ecord and 

plop. Dl VOU( hi ' I ha' •■ I II | blee.l tC U 

ail dl hat Lbs balance ol ca ih on hand 

■ s K lib the i.i life 



10(5 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 4. 



SHOP PRACTICE AT MEMPHIS. 



The extensive Improvements that are being made by this 
company include additions to the power house and car barns. 
a new car storage house and rearranging the tracks and spe- 
cial work leading into these buildings. The building now oc- 
cupied by the offices, shops and. car houses is 375 by 320 feet 




sides of the property This wall, which is shown in one of the 
engravings, is built of concrete mixed to the proportions of 
1-3-5. It is 4% feet thick at the bottom, and is battered to a 
thickness of 2 feet at the top. A pipe railing surmounts 
this wall. The new building is 205 by 372 feet in floor dimen- 
sions and has side walls 18 feet high. The materials of con- 
struction consist of concrete for foundations, brick for the 















jj^r 





Shop Practice at Memphis — Wheel with Form for Winding Coils. 
Also Wire-Cleaning Press. 



Shop Practice at Memphis — Method of Storing Field Coils and 
Armatures. 



in floor area. This structure, erected several years ago, has, 
as a result of the rapid growth of the system, become too 
small to accommodate the large amount of rolling stock which 
has since been acquired. In view of this condition it has been 
found necessary to make the changes and additions as de- 
scribed herewith. 

New Car Storage House. 
The new car storage house now under construction is 



superstructure, steel trusses and tile roofing. The foundations 
have been sunk deep enough to allow pits to be excavated un- 
der the tracks, should it be necessary to do so. 

The building is divided into three equal-sized bays, by two 
brick partitions. The roof of each bay is independent of the 
adjoining roofs. In the east wall at a height sufficient to allow 
the free pasasge of cars under it a box girder has been in- 




Shop Practice at Memphis — Pendulum Pile-Driver. 

located immediately south of. and across the street from, the 
present building. The ground on which this building stands is 
about 11 feet above the streets to the south and west. This 
necessitated the building of a retaining wall along the two 



Shop Practice at Memphis — View in Pit Showing Car Body and 
Pit Hoists in Use. 

serted in the brick wall so that if necessary entrance curves 
can be put in at this end. 

A general ground plan shows the relative location of the 



Jauuary 26. 1907. 



ELECTRIC RAILWAY REVIEW 



107 



shop and storage buildings. With the completion of the new 
buildings the tracks nearby will be relaid so as to provide 
double-end entrances to the shops. This work presents au in- 
teresting arrangemect of curves and special track work. The 
tracks now occupying Spring street, just south of the shops. 
are to be taken up and thrown back of the south property line 
of the street and a third track is to be laid from which will 



valves aud unions so that they can readily be disconnected and 
repaired in case of leakage. 

The car-body and armature hoists are shown in detail in 
the accompanying illustrations. The main cylinder of each 
type of hoist Is 10 inches in diameter. Inside the cylinders of 
the car hoists are plungers 4 feet long, made of 6-inch pipe 
filled with hard wood to a point IS inches from the top. At the 




Sccr/c/y THROUGH C£A rzR 



Shop Practice at Memphis — Section Through Lower Front of Car Showing Automatic Fender and Trip in Normal and 

Lowered Positions. 



lead all switches to the shops and barns. This layout is in- 
tended to facilitate the switching of cars without interfering 
with traffic on the street. In developing the double entrance 
to the main building it was necessary to tear out the south 
wall and leave open this entire end of the building. 
Shop Methods — Air Hoists. 
The shops and pits throughout the old buildings are pro- 
vided with air hoists. The air supply is furnished by a Na- 
tional Electric compressor of 200 cubic feet of air per minute 
capacity. It is connected direct to a 5 by 18-foot reservoir 



in of each plunger is a leather gasket locked with a 
iron washer. A square head, bolted to a 5-inch pipe which 
Mis in the 6-inch pipe and rests on the block filling, serves as 
a cap to the plunger. This cap may be removed when the Imisi 
is not in use. Air Is admitted at the bottom of the cylinders 
by a %-inch connection. Four such hoists, constituting a 
are placed at such points in the shops where heavy repair 
work is done. 

As will be noted from the illustrations the armature hoists 

arc very similar in design to the car -body hoists. They ha\e 




Shop Practlc* at Memphia — Front of Car Showing Radial Draft Rigging and Automatic Drop Fender. 



on whlrh ii nnlforn ■•' :iM 

anton 

-hop nlr tojpplv in On leading from 1 1 1 « - re s erYOll 

inches in dtanMter. ThU Hi rough the machine 

and I ancfa ii'" with tllS main and 

fiimlRh air for Operating the air lift* • I ths 

armature fscki in main and branch Ii 



10-Inch cylinders, '■inch plungen and have ■ Ufl 

BbOUl tWO feel. 'I I 

i mi ti 'id the i' 

Armature and Field Coils. 
The winding-room of unusual Inten 

much as Hi" • ■ malntali 

low \n arn 



108 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 4. 



pany's equipment of about 300 cars are wound and kept in 
running order by three men. The conditions that make this 
possible are due not entirely to the efficiency of the work 
turned out in this department but particularly to the thor- 
ough method of motor inspection that is in vogue on this 
property. On page 117 of this issue will be found an inter 



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Shop Practice at Memphis — Working Drawing of Air Hoist for 
Lifting Car Bodies. 



esting description of the inspection methods as used at these 
shops. 

The motors used include 260 G. E.-S00. 18 G. E.-1.000, 96 
G. E.-80. 144 G. E.-67 and 156 G. E.-57. About one-half of these 
motors are in daily use. Notwithstanding this fact the shop 
records show that from August 1. 1905, to January 15, 1907, 
only 86 armatures were rewound. These were divided as fol- 
lows: Three of type-67, six of type-57, seven of type-1.000. and 
seventy of type-800. These figures do not include the arma- 
tures that were repaired by patching or by the use of jump- 
ers, but only those that it was necessary to break down and 
wind with new coils. 

Armature Repairs. 

The foreman of the winding room keeps a book record 
of all work done in his department. This enables him to 
make a detailed monthly report to the master mechanic. 

When an armature is sent to the winding room for re- 
pairs it is classed under the head of mechanical, electrical 
or inspection troubles, according to the nature of the defects. 
The mechanical and inspection heads are closely allied, but 
are segregated merely to designate the armatures that have 
mechanical defects from those demanding nothing more than 
a cleaning or a coat of paint. 

The report -for the month of December. 1906. which can 



In taken as a fair illustration of the work done each month 

in this department, follows: 

Report of Winding Room. 

bei of men, 3. 

Month of December 
G.E. G.E. G.E. G.E. G.E. AA-1 AA-4 To- 

800 1.000 SO 67 57. Com. Com. tal 
Armatures brought into 

winding room .... 104 7 57 3 171 
Armatures for mechani- 
cal trouble 74 7 56 3 140 

Armatures for electrical 

trouble 7 1 8 

Armatures for Inspei tion 2:: 23 

Armatures wound 3000000 3 

Armatures O. K. in stock IS 4 4 3 11 31 

Commutators renewed. .6 000 6 

Commutators turned S3 8 24 2 117 

Armatures to wind 000000" 

Field coils O K. in stock 101 14 71 4 190 

Field coils wound 00 00:' 2 

Field coils repaired 1" " 2 12 

FieM coils used 46 46 

Controller magnets repaired " 12 

Controller magnets wound 3 

Field Coils. 

In western Tennessee February is considered as one of 

the most severe months for motors, but it is an interesting 

fact that since August, 1905. only 67 field coils have been lost 

on the Memphis lines. However, in anticipation of trouble. 

the company plans to have in stock a large number of field 

coils that can be pressed into immediate service. These are 

made at times when other work in the winding room is light. 




Shop Practice at Memphis — Firing Eno of Sand-Drisr. 

On January 15, 1907. the company had in its winding room 
SS field coils for type-SOO motors, 71 for type-67 motors. 12 
for type-57 motors and 14 for type-1.000 motors. 

The method of winding field coils is unique in many re- 
spects. Between the layers of wire forming a coil. Standard 
varnish is applied with a brush and sheet asbestos is used 
in filling. After the winding has been completed the termi- 
nal plates are soldered on and insulated, and the coil is 



January 26, 1907. 



ELECTRIC RAILWAY REVIEW 



109 



thrown into a pan ot Standard varnish where it is allowed 
to soak until the insulation is thoroughly saturated. The 
coil is then placed in the bake-oven and subjected to a tem- 
perature of 195 degrees F. during the night. The following 
day the coil is again dipped in varnish and allowed to air- 
dry. The webbing is then applied, the terminal plates cov- 
ered with asbestos tape and the coil dipped in a vat of Ster- 
ling black, air-drying varnish where it is left until bubbles 
cease to appear. It is next hung near some hot water heating 
pipes and allowed to dry. Later, it is again dipped in the 
air-drying varnish and air-dried after which it is ready for 
service. 

All armature coils are wound with double cotton-cot 
wire. In winding coils for armatures of motors types '57. r>7 
and 80, each coil is insulated separately by an application of 
insulating varnish and a layer of fish paper. The forms for 
types are worked on the face-plate of the field-winding 
lathe. 

The forms for winding the coils for the armatures of 
motors typee-800 and 1,000 are used at the work-bench, which 
is located along one side of the shop. After coils of these 

9 are wound dips are applied to hold them rigidly. The 
part of the coil that fits in the armature slots is then dipped 
in a pan of varnish, after which it is baked for four hours 
under a temperature of 195 degrees. When taken from the 
bake-oven the clips are removed, the coil is placed in a 
shaper and given the required form. This shaper is made 
of wood and is composed of two parts, male and female, 
shaped properly to form these types of coils. It is worked 
by foot lever. Aftrr coming from the shaper the coil is 
wrapped in oiled linen and is taped. It is then passed to a 
lead-shaping machine composed of two adjustable rollers and 
thence to the table where the leads are tinned. The coil U 
then dipped in a vat of If. I. C. compound No. 3, after which 
air-dried. After passing through a hand-press shape. 
and being again dipped in paraffine it is ready for use. 

In making mils for type-1,000 armatures the pracl 



-'""IS 






. 



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Shop Practice at Memphis— Working Drawing of Air Lift with 
Truck for U«e In PIU. 

:■! come 'nit from the center 'if Uu 
been i ued and .t la now bronghl on) at Um side in a 

manner almilaf '<• thai of ■ HiIm practice 

It has hi • .,( |;ili>ir p« roll can be re- 

m< <i better results obtained 

the newly wound armatnrea 
■ re n- i.b. mneb 

l» taken in se asoning the at mature colli m 



it is not considered necessary to subject them to heat after 
they have been assembled in the armature laminations. In 
winding the 800 and 1,000-type armatures mica strips are 
used at the c uners where the coils break over the frame. 
Otherwise the usual methods of winding are followed. In 
capping the rear end of the armature live layers of paraffine 
paper and four of mica are inserted under the shield At the 




Shop Practice at Memphis — Layout of Offices, Shop and Car 
Houses at Walnut Street and Oubose Avenue. 

mutator end of the armature, tape is applied to the sharp 
corners of the laminations and a good grade of drilling used 
as a wrapper. The bands are then wound on over strips of 
mica and after the a mature is painted it is ready for service. 

The armature banding is done in a small lathe. An In- 
genious tension roller has been devised to facilitate the band- 
ing work. This tension device consists of a easting about 5 
bj 10 inches, on which 8 rollers 1 inch in diameter arc bo 

Into two parallel rows. The roller frame is designed t" be 
aed to the bed ol the winding lathe, When the band 

ing work Is begun the band wire is led from the roll to the 
tension roller and wound around as many "i them as ii. 
Bary to furnish the desired tension to the band 

Sand Drier. 

\ rerj aatlafactor) sand drier, as Ulu in use at 

the Mempl im occupies a bulldli 

• i. that is separate from the other buildings and i 
the main the shop The Breboi ol the 

drier Ii a U-foot length ol S0-lncb cast-iron water ripe which 

hi a foundation of luii-K \t tin- rear and "f the pipe Is 

n brick chimnej which from the ground to a point 

a rew feet above the root I and hopper made "f I 

and having a of al i als cubic yards of sand 

lands on top o4 the Breboa Thj the hopper extend 

below the cent i of and al t '_• inch from the outside sur- 

•t the pit r Brebos \ window in the Is of 

the building admits or sand being shoveled from 

r. din etiy Into the hop] 

uiun the drier wiih tirst imiit no provision ws mads tor 
distributing the bent in the Breboi and II was dlfflcull to 

the Barnes from going op the chimnej Blnci thai time, 
howevei two baffle piati 



110 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 4. 



of the tubular firebox. These give the fire a down draft and 
materially aid in getting the largest amount of available heat 
from the fire. As sand dries it sifts down from the hopper 
into the sand room through the U-inch space between the 
sides of the hopper and the pipe. The sand used is obtained 
from the bed of the Mississippi river. 

In addition to the regular track-sanders with which each 
car is equipped, a sand car is operated. This car distributes 



sides of the vestibule, thus giving the bar a lateral motion 
the width of the car. Under the carrier is a safety guard 
which prevents the drawbar from being forced down suffi- 
ciently to injure the springs which hold it in position. It 
requires a weight greater than 200 pounds to compress the 
springs. 

When the drawbar is in normal position, the carrier re- 
lieves the coupling links of the weight of the drawhead and 



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Shop Practice at Memphis — Coil-Winding Bench with Storage 

Above. 



Shop Practice at Memphis — Arrangement of Dripping Vats and 
Drying Coils. 



sand as it is taken from the river to those tracks laid on 
grades. The car leaves the barn at 3 a. m. daily and is kept 
busy during the early hours. The sand is shoveled by hand 
into the hoppers which lead to the rails. 
Automatic Drop Fender. 

An automatic fender which, when in action, trips and 
drops to the rails, is shown among the illustrations. This 
fender is a product of the Memphis shops. 

A radial drawbar carrier has been adopted for use in 
arranging the draft rigging of all of the double-track motor 
and trailer cars in use on the system. The device was made 
in the shops of the company. The essential parts of the ear- 



always gives the heads a square bearing with each other 
thus preventing the uneven wearing away of any of the parts. 
In handling heavy trailer cars this rigging has proven very 
efficient. Van Dorn drawbars, No. 5, are used by this com- 
pany. 

The Memphis Street Railway Company has a number of 
pile trestles to maintain on some of its lines, and has for use 
in this work a "pendulum" pile driver, built in the company's 
shops; with this type of driver piles can be driven with a 
batter, which is desirable in this class of bridge work. The 
driver is mounted on a 32-foot flat car in such a way that 
the leads and lead-supports can be lowered to the deck with- 
out trouble. The main leads are made of 4 by 4-inch timbers, 
22 feet long, and are faced with 2-inch oak strips which serve 




Shop Practice at Memphis — Shop Air-Compressor with Regulator. 

rier consist of two hollow cast-iron carrier castings (6 Ms 
inches long, 3% inches high and made of Y 2 by 2-inch cast 
rion), inside of which are located two 2-inih coil springs, made 
of No. 3 gauge wire, and a drawbar yoke with sets on the 
springs. The yoke is given an up and down motion of about 
three inches. The draw-bar rigging passes through this yoke 
and is bolted by a tail-bob pin to the draught timbers. The 
two carrier castings are bolted together with the upper side 
loosely clamped to a radial I-beam track that extends to the 



Shop Practice at Memphis — New Car Storage House with Retaining 

Walls. 

as guides for the hammer to travel in. The hammer weighs 
2,000 pounds. This is raised in the guides by means of manila 
ropes attached to the drum of a 5% by 8-inch hoisting engine, 
made by the American Derrick & Hoist Company. The "A'' 
brace shown in the illustration is made of 4 by 5-inch timbers. 
A snake rope is provided for lifting the pile into position for 
driving. When the driver is not in use or when it is being 
shifted from one point to another the derrick is lowered onto 



Januar> 26. 1907. 



ELECTRIC RAILWAY REVIEW 



111 



the car. The car is hauled as a trailer by one of the four- 
motor cars. On the Raleigh Springs line the company has a 
trestle over the Wolf river, 1,300 feet long which it is often 
necessary to repair The driver has proven Invaluable in 
doing the work. 

The Memphis (Tenn.) Street Railway Company is con- 
trolled by Isadore Newman & Sons, but it is operated inde- 
pendently of its affiliated properties also controlled by the 
same bankers. The officers of the Memphis Street Railway 
Company are: J. H. Tutwiler, president; J. H. Watklns, 
vice-president; W. H. Burroughs, secretary and treasurer; E. 
W. Ford, general superintendent, and Ford Bacon & Davis. 
engineers. 



STANDARD RAIL SECTIONS FOR PAVED STREETS. 



BY C. GORDON - REET., GENERAL MANAGER, KINGSTON ( <>\ Si >1 IIlATEn 
BAII.WAY. 



Before enumerating the many advantages of standard 
rail sections for paved city streets it will be instructive to 
consider for a moment the history of the so-called girder 
rail which, by the way, is now happily obsoles. 

In the horse-car days strap rails were used which were 
spiked directly to wooden stringers, these In turn being car- 
ried on crosstiss. The shape of the strap rail then used was 
very similar to the top of the girder rail, and inasmuch as 
this strap was supported throughout its entire width the 
design did not violate any fundamental principle of mechan- 
ics. These principles were immediately violated, however. 
when the web and base were added to the strap rail, thus 
producing the girder rail, because the web was placed be- 
neath the middle of the top which brought it directly under 
the gauge line. The general result is that these rails have 
the following bad features: 

1. By reason of the unscientific arrangement of the metal in 
th' rail section the head Is shallow, resulting in short life, and 
the i' :ilv shallow, which i onable 

as regards the operation of interurban cars; furthermore, the pro- 
jecting vtatnn tread mak s the rail dlfhVult tn spike It is safe 
to assume that fully 50 per cent more metal is required in such 
a section than Is required in a standard section for a rail of 
equal carrying jiower and life. 

helng over on one side of the head the weight is 

carried on a s.irt of projecting cantilever which results In an 

absolute Inability to maintain Joints. There Is not a railroad man 

who does not know that It is Impossible to hold girder rail 

heavy the rails may be. or however elaborate the 

system of splice-bars and bolts. Every large city system which 

has used heavy girder rail has demonstrated this fact beyond 

I radii Hon. 

I load being carried over to one side of the web 

causes the rail to tend to move out from the center of the track 

the load Is on It. The only way this tendency can be over- 

i lius hold tli- r.iil I 
from moving sideways. Con leering would 

'i with no such movement The erfi 

this lateral movement Is that the tracks get wide ganr 
• Is looser. ■ Ily. 

t When a heavy wheat-load is Impressed upon the head of a 
girder rail I ruling moment which must be 

of the web. No amount of tli 
* stress In the web and In fact tl 

where n 
truck win 

■ : the web. 
Advantages of T Rail Sections. 

I <d th'- difficulties evaporate Into thin air 

ntroductlon of 'I rail section The adva 
using T-rallH are without number. It Is limply the BUbstlttl 
tion of a ■ ign for an Incorrect design, an intelll 

ri for a Hum • which can only carry pr< 

nil run up to LEO 

i ! equip 
. n> . ,-irrii d mi standard rail tectloni weighing 

■I \ lew nf iln- principal ad 
vantage*, of the Trail might lie nuns 
1 

I Un- 
til. 

lions Is pi 

; 

*• 



track- wide, gauge or to move around in the street, and 

therefore no tendency for the pavement to become loose along 
the tracks. It is clear that the construction which requir< 
repairs is best for the company as well as the community which 
It serves 

4. The flangeway being gritty a vehicle turns out of the tracks 
with the greatest ease. 

5. T-rail trad " 
have insisted on T-rail for this reason. 

From the foregoing it is evident that there can be no 
question as to the great advantage of Trails over girder 
rails. 

We will now consider tor a moment the still further ad 
vantages which the standard raj] sections possess ovei the 
high T-sections: 

1. The standard sections are more substantial in every way. 
They have a larger head, a thicker web and a wider base; and 

as been demonstrated by years of service, thej realize the 
maximum efficiency in rail design. 

2. The all-Important question of Joints, for. after all. the 
life of any construction in a street is measured by the 

Joints .1 to the best advantage with the standard sections. 

3. Some city engineers, while approving of the high T-sections, 
have objected to the standard sections on Hi 

latter are not sufficiently deep for paying, but, as we all know 
there is nothing in this objection because there is ao reason why 
the pavement cannot extend below the base of the rail. \v 
all familiar with such construction — it is standard in m 
where deep block pavement Is used. With brick or asphalt ■ 

of course, the objections of Insufficient height cannot be 
raised. 

4. The standard sections not being so slim and topheavy 
have a way of staying where they are put to a much gn 

extent than the high T's. 

5. From a standpoint of economy — since the mills are ablr 
to proiluc, standard T-sectlona at a considerably less cost per 
ton than the high T-sc.-ti.ins in a ratio of 28 to 36, we are en 

to buy a 90-pound standard Bection for the same price as a 70- 
pound high T-section, and by using the standard section get a 
track which will outlive the high T twice over. It we now assume 
that a 90-pound T-rail Is equivalent to a girder rail of 50 per 
more weight (which assumption is by no means extravagant 
we consider the question of eccentric loading as compared with 
symmetrical loading, and the Impossibility of maintaining the 
: i i rails as compared with t': illy perfect 

joint of the standard rail > and then apph at per ton 

nil that a nit is obtained with a standard section 

than with a giidei omethlng like 9S per cent 

than the standard. This money might bettei 
i, tier way than literati] Bunk In the ground. 

When a company prop ises to lay Trail to replace girder 
it is apt to meet with some opposition on the theory thai 
ruts will wear along 'he rails. This objection seems reason 
able on the face of it. but the tact is that in spite of till 
predictions of ruts they fail to appear. There svenis to 
no greater tendency tor a nil i" tonn along a ["-rail than 
along the outside . girder rail, 

The best argument in favor of T-rail construction is thai 
there is not a stance on record, where it has bet D 

properly laid, thai it. hasn't proven satisfactory to the city 
authorities. <>n the contrary, wherever tried 11 lias been 
adopted, as the accompanying information from engineers of 
■ in i be i ountry proi 

Data on the Use of T-Rail. 

Amsterdam, x I D-lb. 1 

with i ervlce, no 

N. limit Cll I 7-ln. 1 

Id bi 
Brooklyn, M. T. — J. H. i 
i •.. i i.i no T rail • T rail bi Intaln. Hi 

of gang.- I hl| I ■ 

with Belgian block would use T-rall 
a id.-, it in deep, tie rtrapa r> ft. ape 

T w. Wilson, Interna tl • tion i !o. 

. 
Mllwa 

Cincinnati ■ < t and . ting on sawi d 

win iin ii i block pa\ mi!. 

Cincinnati Northern Ti Ick 

I 
id rm all 

rt, i.i si i .'. .1 

Del IS DIM .ri 1 lii bl 

nil. i In |i i 

II A, Bi I — t 

a in 

Pa i-i i 



112 



ELECTRIC RAILWAY REVIEW 



Vol. XVII. No. 4. 



Glens Falls, N. Y — D B. Van West. Huds.ui Yal.y Ry. Co.— 

i .".-in. T-rall 3 years with special block; very satisfactory. 

Hamilton, O.— E. H. Berry. Eng. Roadways.— Several miles 
T -rails in Hamilton; good results. 

Indianapolis, Ind.— Blaine H. Miller, City Eng Uses 90-lb. 
T-rails in Improved streets; saving in repairs vast Improvement 
over old girder and grooved rails. 

Kansas City. Mo. — Street Railwaj Journal; Kansas city Ry. 
& I.t. Co.— Adopted 80-lb. T-rall for brick-paved sir ets. No 
more girder, special flange-brick. 

Kingston. N. Y.— E. B. Codwise. City Eng.— If T-rall is high, 
no gTeat objection, can be paved against, objects to low T-rall. 

Mauch Chunk. Pa.— Franz Mackl. City Eng.— Uses 70-lb. T-rall, 
special bricks inside; outside bitulithtc blocks. 

Memphis, Tenn.— J. A. Omberg, City Eng.— Favors 90-lb. 
T-rail, special blocks. 

Mllwauke , Wis. C. J. Poetsch, city Eng — "We use T-rail 
on all streets." 

Minneapolis. Minn. — Andrew Rinker, City Eng.— Street rail- 
ways now use T-rail exclusively: public interests best subserved, 
latest type is SO-lb. T-rail, wooden ties bedd:d in concrete; sat- 
isfactory. 

Montreal. Can. — John R. Barlow. City Surveyor. — T-rail reduces 
vibration; uses 86%-lb. T-rail 5H in. high on concrete, no ties. 

New Haven, Conn. — Calvert Townley. Elec. Expert, New 
Haven System. — T-rail used on greater portion of tracks and 
used exclusively on all new work in Connecticut except in Hart- 
ford. State commission endorses T-rail. 

Ottawa. Can.— Newton J. Ker, City Eng.— T-in. SO-lb. T-rail, 
ties with S-ft. centers, no tie rods; sandstone blocks for paving. 
5 in. deep on a 6-in. bed of concrete with 1-in. sand cushion be- 
tween. Later use 90-lb. 62 and 64-ft. T-rail. Blocks cut to fit 
under head. 

Rochester. X. Y. — Richard E. Danforth, Rochester Ry. Co. — 
Uses standard 70-lb. T-rail in Sandusky. O.. which is now in per- 



NEW YORK STREET RAILWAY ASSOCIATION. 




I i 0X1 l\l KP KKOM PACK 81.) 

Ill introducing the paper on Standard Rail Sections for 
Paved Streets," Mr. C. Gordon Reel, general manager. Kings- 
ton Consolidated Railway, said that it had been proposed to 
lay the Trail in Kingston in the belief that it was the best 




Transverse Section 



Standard Rail Sections — Section of Special Filler and Stretcher 

Brick for 80-Pound Rail and Fcur-lnch Paving. Cincinnati 

Northern Traction Company. 

construction that could be put in the street. The usual op- 
position on the part of the civil authorities was met. During 
the last year data had been collected to prove the company's 
position. When the construction was proposed it was thought 
the company had a good case, and on looking into it further, 
it was believed there could be no opposition in the face of 




— - — — — < 

± VII.' 



. ■, . -., 



Standard Rail Sections — Sections of T-Rail Construction with 
Special Paving Brick in Union Avenue, Schenectady, N. Y. 

feet condition. Girder rails not allowed by the city; 5-in. rail is 
satisfactory with standard vitrified brick pavement with a %-in. 
cushion. 

Schenectady, N. Y. — J. Leland Fitzgerald. City Eng. — Paving 
against T-rail with molded brick makes a solid construction; no 
excessive wear on brick at point of contact. Schenectady Rail- 
way has about 500 ft. of experimental track laid with 85-lb. 
T-rail. 

Scranton. Pa. — Henry Jifkins. City Eng. — Considers T-rail the 
best for paved city streets. Has about 2 miles of 5-in. 56-lb. and 
5 or 6 miles of 6-in. 65-lb. T-rail laid in concret . 

St. Paul, Minn.— L. W. Rundlett. Eng. Public Works.— T-rail 
used exclusively on paved streets; special-cut block with a groove 
for the flange bedded in concrete; very satisfactory. 

Tacoma. Wash— Frank L. Davis, City Eng. — No girder, uses 
6-in T-rail on all paved streets, 60-ft. length; satisfactory. 

Toledo, O. — F. J. Consaul. City Eng. — Heavy T-rail construc- 
tion with special rail blocks properly fitted, superior to girder 
rails, because rigid and causes less frequent disturbing of pave- 
ment for repairs. 

Worcester. Mass. — E. A. Engler, Worcester Polytechnic Insti- 
tute. — T-rail is preferable to girder rail, because the metal in it 
is better distributed in the cross-section and weight of car is 
almost directly over the web. E. G. Connette. Consolidated Ry. 
Co. — 90-lb. T-rail with vitrified paving blocks best, because con- 
tinuity of rails is less easily disturbed at joints; lessens wear and 
tear to streets. 

New York, N. Y. — Street Railway Journal. — Paving can be 
maintained better with T-rail; wear on paving is reduced; lessens 
number of collisions; reduction in broken wheels and axles on 
vehicles; stronger structure with less metal; reduction in joint 
troubles; easier riding track; less noise; less trouble caused by 
snow, ice and dirt; benefits villages and cities, because interurban 
cars can enter; refusal to permit T-rails on streets direct obstacle 
to the progress of a community. Milwaukee. Minneapolis. Den- 
ver. Indianapolis. Cincinnati, Dubuque, la., Battle Creek, Kalama- 
zoo, New Haven and Montreal (Can.), are examples of satisfac- 
tory results obtained by the use of T-rail. 




Standard 



Sections 



mis- 
construction In 



Montreal. 



the data secured. He said he had written to nearly every 
large city in the country, and found this construction used 
exclusively in some of the most progressive and largest 
cities. If he should attempt to produce what he could in the 
way of evidence that would bear on the desirability of the 



January 26. 1907. 



ELECTRIC RAILWAY REVIEW 



113 



Trail, there would BOI be an oppor- 
tunity to do much else during th. 31 - 
sion. 

i Vice-President Wilson in the 
chair I 

Mr. Reel presented his paper, as 
appears elsewhere, and at its conclu- 
sion explained several blue prints. 
which are reproduced herewith. 

One engraving showed what it was 
proposed to use in Kingston, what 
had been used to some extent, and 
what had been arranged with the cltj 
authorities to go ahead with in the 
spring. Where they were going to 
put in Trail in the present tracks. 
before the city objected, they pro- 
posed a style of construction using the 
present shallow block paving, as 
shown, and using a longitudinal brick 
along the rail. That kind of construc- 
tion was not desirable. Any proper 
ruction had the brick coming un- 
he head of the rail up to the web. 
That was to be used until such time 
as the city will permit the use of the 
other paving. It now had macadam 
outside, and that would give a straight 
to pave against. He also stated 
that the city engineer said he would 
not stand for that kind of a rail, be- 
cause in the future, while the city 
used brick at present, they wanted 
-.■ deep stone paving and they 
could not do it if that kind of rail 
used. The sketch was made to 
Efaow how it was perfectly feasible to 
carry thit rail on any depth of pave- 
ment. It would be reinforced con- 
but the reinforced concrete 
OMdd be put into any depth, and the 
blocks go down as deep as desired 
ner view was described as show- 
ing the construction that would be 
used when the city paved permanent- 
ly, reinforced concrete beam and occa- 
sional steel rivets in the bed of con- 

with tie rods down low on- 
the way and a form of brick which always come up t" the web 
of the rail. 

!je r view shows a const ruction used bj the Clndn 
nati Northern in Cincinnati. Mr. Keel thought for a perma 

i'. ii that wai ool tha proper way to pave. ' 

used two pieces, tad In did not think that desirable. The 

h of the construction used in Montreal, wh nave 

l rail In all streets, sIiowh tie what 

■all scoria block, which he thought a splendid block fol 

•■He. 

' ii from Cincinnati was brought to show how 
ng would go down below th< 
Mock, and Uti 
', belOw the base of the rail. 
In connection with the papa Ml Reel read letters from 
in Montreal, Bcranton, Schenectady and o 

fttlee, which are rvpTOdU 

Ideal WINon i in toe I h I that Mr Hi I 

had tackled thi with mo ■ than ale 

up before Mr w 

«•«) In ■ few wordM his criticism of the 

'Ion Ah far odatlon of tin- Ctn went. II 

waa all right, hut the fatal point in Trail construction WSJ 

mine Home track In 




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3 



2 a 

If 



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Ill 



ELECTRIC RAILWAY REVIEW 



Vol. xvii No. l. 



Chicago mi Archer avenue, about a mile of double track. One 
n n k was laid with the Trilby-rail section and the other was 
laid With a T-rail. He believed at the time he examined the 
it was about oue and a half years old. The portion of the 
track that had been built with Trail had the paving stone 
worn down next the gauge-line of the rail, and it was not 
worn down evenly, but in ruts, and in his opinion that paving 
would have to be reconstructed very shortly. That was his 
objection to the Trail construction, especially in cities that 
have a large amount of team travel, heavy drays, etc. 

In -Buffalo there was an illustration of that same kind. 
On North Main street, above Cold Spring, the paving stone 
was the best there was in these parts — Medina sandstone. 
The paving was worn down to the lip of the rail. It did not 
wear any further, because the lip of the rail caught it at that 
point. Down in South Park avenue, where they did not lay 
a new rail and the old rail was considerably worn, he said 
the paving stone next the gauge line was all worn out, be- 



in the two streets in Buffalo was heavy, the rail sections 
comparatively light. The sandstone was soft stone. The use 
of granite, he said, did away with a great deal of the wear 
on an ordinary city street. He thought Mr. Reel right in 
saying that Trail was best for the average street in the 
average city, Properly laid, it was cheaper for the railway, 
because it offered less obstruction to ordinary vehicles and 
was less unsightly. Improperly laid, it was worse than any 
section of girder rail ever laid. 

Mr. F. A. Bagg followed up what Mr. Danforth said by 
stating that in Johnstown. Gloversville and Amsterdam he 
used the Trail. The first section laid was G inches and later 
some 8-iuch and also some 7-inch rail was laid. The pave- 
ment was brick, asphalt block and bitulithic pavement, with 
Medina standstone laid inside and outside the rail. These 
were cities of 15.000 to 25,000 inhabitants, and the team 
traffic was not heavy. This form of construction was satis- 
factory. There was not much wear along the head of the 







Sheet Asphalt 

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~" — .;■■■■■ . % ■ ■■ ■' ■ ■'■ ; ^ Longitudinal Section 

Side Elevation 

Standard Rail Sections — T-Rail Construction for Paved Streets in Scranton, 






o 




Pa. 



cause the lip of the rail was not sufficiently heavy to protect 
it. Not only that, but the lip of the rail itself was worn 
down. He thought that was the idea that all the large cities 
had in mind in designing and designating" heavy girder sec- 
tions. In the case of the 11-pound rail which is used in 
Philadelphia, for the last six years they have been gradually 
getting the rail heavier in the lip, to take care of the team 
travel. In the new section designed for Chicago, practically 
the same section as is used in Philadelphia, except that it 
weighs 129 pounds to the yard, the groove is not quite so 
heavy. It seemed to him that the fatal objection in large 
cities, at least in the congested portions of large cities, was 
the wearing of the paving. 

Mr. R. E. Danforth (Rochester Railway) thought Mr. 
Wilson had covered the large city end of the argument in 
very good shape. The roads in the Middle West found that 
the T-rail laid in stone-paved streets was satisfactory, ex- 
cept the streets where there was very heavy vehicle travel, 
and they preferred it even there to the use of girder rails im- 
properly designed to carry the load. The traffic mentioned 



rail, inside nor outside. They formerly used a special brick 
for the flange-way inside. This was unsatisfactory: the cor- 
ner of the brick broke off and crumbled. It might have been 
due to poor brick. Lately the ordinary brick was used, start- 
ing the brick under the head of the rail, and curving it up 
and over to the under side of the head of the other rail. 

Mr. Clark said he had the same ideas as Mr. Wilson, un- 
til he visited Milwaukee, St. Paul and Minneapolis. Their 
standard construction is high Trail. Milwaukee used a 90- 
pound T-rail with 3-inch head. He bad failed to see any of 
the difficulties that Mr. Wilson spoke of. He said that in 
Minneapolis they used sandstone block, which they got in the 
west, and they chipped this block off to make the groove. 
They did not have a standard brick for putting under the 
rail. They chipped it off and had no trouble at all with the 
pavement, although he thought they would have that trouble 
in Cleveland. In Minneapolis they had taught the drivers 
of vehicles to keep out of the car tracks. 

Mr. Reel, in connection with Mr. Bagg's remark, read a 
letter from Mr. F. E. Crane, city engineer of Amsterdam, to 



January 26, 1907. 



ELECTRIC RAILWAY REVIEW 



115 



show what Tie had to say about these roads. Amsterdam had 
the oldest piece of Trail construction in the state of New 
York; it had been in seven years. 

Mr. Bagg said that in Gloversville there was some that 
had been in ten years. 



secured for putting double tracks in the street, whereas the 
Trail was in such condition that it would last four or five 
rears to come. This work was paved in with good old fash- 
ioned cobble pavement.' Of course, this was a type of paving 
that heavy teams would naturally keep away from, so that 



Mr. \V. R W. Griffin (Rochester & Eastern) related that perhaps the team argument would not apply in this case. 




- - 



.. 



Standard Rail Sections — Section Showing T-Rail and Scoria Block Construction in Montreal. 



In 1901, in Bellevue. O., a town of 5,000 inhabitants, they 
laid the 70-pound T-rail. and the pavement was put in at that 
time. There was no concrete used, nothing but a sub-grade, 
and a buffer of sand rolled down. They used nose brick that 
went underneath the rail. Last summer he examined it and 
could not see where the pavement had rutted — could not see 
but that the brick anywhere near the rail was in as good 
shape as any other part of the street. The town did not have 
any extraordinary heavy teaming; but the pavement was 
light because of that fact. 

Mr. M. .1. French stated that there was some 70-pound T- 
rail In I'tica that was laid in 1894. and previously, and also 



Last year there was laid on a portion of Genessee street 
about 1,800 feet of double-track T-rail construction, using a 
7-inch Trail weighing 95 pounds to the yard, and the Arthur 
hump block, made by the Metropolitan Brick Company. This 
rail had a 3-inch head. It was laid with the permission of 
the city engineer, and with the idea of making an argument 
to the city to allow the use of the high type of T-rail in all 
city work in the future. 

Mr. Stuart Wilder ( Peekskill Light & Railroad Co.) 
stated that in Peekskill there was some 7-inch high Trail, 
the Johnson section and the Trilby section. There were some 
very good hills thete, and it was found that the cars could be 







u 





Mrlll.d ' Urwk 



ID 












Standard Rail Section.— Track Construction with 90-Pound A. S. C. E. Rail. Kingston. N. V.. and Present Paving Block, with 

10'j-lnch Paving Block and with Vitrified Brick. 



Mncb tram-head raid weighing DO i nd to the 

had In-. rendition 

• raff' n iiiin street win- the i •■ 

and had been operating fur tour or By« 
Irder rail 
■ oadirJon thai II shook] 

and would ha If a frat.- 



held much bettei on tin tnd on the Johnson rail than 

<ui the Trilby rail. 
Mr. I"' • I'M I' 

djtlons in u bad eo 

i 7 Inch T rail. In in.nr. imall to 
ipon thai ihe girder rail should ' 

hi r tn« ii bad rail, 

in man] ol tl 



in. 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 4. 



and got them to change over to a T-rail. To make a T-rail 
satisfactory, he said, the paving that goes against it should 
In- of the very best material and construction possible. 

Mr. Reel asked Mr. Evans why he preferred a 7-inch high 
T-rail to a 5%-inch or a 6-inch heavy standard section? 

Mr. Evans replied thai he liked to get the paving where 
it would not be interfered with by the lies. It could be laid 
better and che&per, and he thought it was a better job. 

Mr. Brown said he had been advocating using a 5%-inch 
90-pound Trail, and using a beveled brick so as to bring it 
under the bead of the rail. He found from experience with 
the beveled brick that there seemed to be less wear than 
with the compressed curved brick, and the vehicles were en- 
abled to turn out of the track much easier. 

Mr. <"'. H. Clark questioned in running city cars with 2%- 
inch tread, and every half hour a half dozen lines of subur- 
ban cars on the same route with :;-inch tread, whether the 
wide head rail was tbe proper thing, or should the rail have a 
sloping back? 

Mr, T. W. Wilson said he was just considering the ad- 
visability of changing the standard rail. Up to this year he 
had used a 94-pound grooved girder, Lorain section. 94-313. 
That is the rail section in Buffalo. The head is 2Vi inches, 
and he thought it too narrow to take care of interurban cars, 
and also to take care of any prospective tread that might be 
figured on using in the future. A new section, just designed 
for use in Chicago in the reconstruction, weighs 129 pounds 
per yard. It has a 3y t -inch head, the last % inch of which 
is beveled. Then there was a new section of rail which had 
been designed for San Francisco, as they were going to re- 
construct all the lines in San Francisco. That rail appealed 
to him very much, with one exception; the lip seemed to be 
too light for team travel. He had drawn in on the rail a 
standard % inch interurban flange, and also a standard M. C. 
B. wheel and they were accommodated very nicely. He 
thought the base of the rail, instead of being 6% inches, could 
be made 6 inches and the extra metal taken from the base 
could be put in the lip. He was just having a design made 
for that. The lip seemed to be too light. He showed a dia- 
gram of the standard rail used in Philadelphia and also of 
one adopted in Albany for all reconstruction. It was sup- 
posed to accommodate an M. C. B. wheel, but when he applied 
a template of the M. C. B. wheel to the rail, it showed that 
when the tread of the wheel was riding on the head of the 
rail the flange was riding on the lip. It weighed 141 pounds 
to the yard, and he did not see why they would introduce 
such a heavy rail unless they were figuring on carrying 
freight in the future. He said it was a grave question as 
to what section of rail should be adopted as a standard. In 
nearly all cities it was necessary to cut out the Trail, as 
it was against the city ordinance. 

Mr. Wilson thought he had been misunderstood in some 
of his remarks. He said he was not against the Trail, but 
believed in it for certain sections and cities. He used it in 
Lockport. 100-pound rail, but there was no team travel. The 
same construction would be out of place in Main street, Buf- 
falo, or Niagara street, and probably in streets of Cleveland, 
Philadelphia and New York City. It seemed to him very 
largely a question of the locality in which the rail was to be 
laid. 

Mr. Bagg asked if that was solid concrete construction 
with 100-pound T-rail. 

Mr. Wilson replied in the affirmative and said wooden 
ties were put in that street, with 3-foot centers, with 6 inches 
of concrete between the ties and under the ties. Mr. Bagg 
asked if he had any objection to steel ties, to which Mr. 
Wilson replied that when that track was laid steel-tie con- 
struction had not been altogether satisfactory, and had been 
but very little used. As to the paving, he thought Mr. Reel 
was entirely right about paving brick. To have a good job 



it must go in against the web of the rail. Instead of having 
a corner on the brick, he would have a slant. 

Mr Reel admitted there was a chance for an argument 
between standard sections and high T-sections, and while he 
believed that standard sections in a few years would be 
used exclusively on street railroads, as on steam railroads, he 
could sec there was a chance for an argument on the paving 
feature. 'When it came to the question of T-rail against 
girder rail, from the fact that the T-rails had been adopted ex- 
clusively in big cities like Denver, Milwaukee, St. Paul. Minne- 
apolis, Montreal, Indianapolis and dozens more, he did not 
see, if the rail was properly paved against with a granite 
block, as in St. Paul and" Minneapolis, why the rail would not 
give satisfactory results in a city like Buffalo. The differ- 
erence between Minneapolis. Milwaukee, St. Paul and Indian- 
apolis was not very great. Where they get such satisfactory 
results from the construction indicated, Buffalo with the same 
construction should also give satisfactory results. Any man- 
ager who would use a girder section willingly, unless he was 
sure that the T-rail would positively not answer, in his opin- 
ion, was not not doing the best he could for the public and 
for his company. Girder joints could not be made to hold, 
and because of the necessity for tearing up the streets, the 
public lost along with the company in the fact that the street 
could not be restored to its original condition. The life of 
the T-rail is the principal argument in its favor. 

Mr. E. P. Roundey (Syracuse Rapid Transit) asked Mr. 
Reel if he could hold the joints of a T-rail better than the 
joints of a girder rail. He said steam roads could not hold 
their joints together any better than street railways. Mr. 
Reel thought steam railroad joints were not battered down 
like street railroad joints. The heavy rails in New York were 
distorted at the joints, battered down, and could not be re- 
stored. They did not batter down on the tracks of the New 
York Central Railroad two or three inches, as the girder rail 
did. 

Mr. Wilson answered Mr. Danforth's remarks about 
Medina sandstone pavement, saying it was a great question 
which wears longer, sandstone pavement or granite. The 
track in Chicago which he examined was granite paving, and 
showed considerable wear. The city engineer of Buffalo and 
a number of his assistant engineers believed that on account 
of the brittleness of granite, sandstone would wear longer. 
There were streets in Buffalo which had been down for thirty 
years in sandstone pavement and they were in good condi- 
tion. 



Proposed Electrification of Baden State Railways. 



According to a notice in the German technical press, 
tests are being made on a large scale with a view to electri- 
fying the Baden state railways. Current is to be supplied 
from a power station under construction at Wyhlen-Augst. 
where a turbine with an output of 1,500 horsepower is to be 
rented. It is calculated that an aggregate of 2,400,000 kilo- 
watt-hours will be required to supply the energy necessary for 
the electric operation. Three schemes have been suggested. 
That of the Siemens-Schuckert Works provides continuous 
current operation at 3,000 volts, with 40-ton, four-axle loco- 
motives driven by 150-hp. motors at two main speeds. The 
scheme of the Allgemeine Elektrizitats-Gesellschaft pro- 
vides single-phase current with three-axle locomotives at 
only one main speed. The former company estimates 
the cost of installation at 2,720,000 marks (about $680,000) 
and the working expenses at 331,087 marks (about $83,000). 
while the corresponding figures given by the Allgemeine 
Elektrizitats-Gesellschaft are 2,281,000 and 349,700 marks 
(about $570,000 and $87,000) respectively. It may be said 
that the present cost of steam operation is 363,522 marks 
(over $93,000). It is expected that electric service will com- 
mence at the end of 1909. — Scientific American. 



January 26, lftuT. 



ELECTRIC RAILWAY REVIEW 



111 



CAR HOUSE AND SHOP EMPLOYES.' 



BY A. li. M WHoim.K. HASTBI MUHAMi. MEMPHIS STBEKI R.U1- 

w A 1 



An economical and efficient force for car barn and shop 
work should be thoroughl aized in every respect. 

and separated into departments that are also systematized 
in every detail of their work. 

The Night Foreman. 

The most important department for the good of the 
operation of a street railwa.. company is the night force, 
when the inspection is done at night; and this is the 
with most street railway properties. The night force should 
be under the supervision of a thoroughly competent and 
broad minded man. To be a competent night foreman a man 
should be educated for this position by practical experience 
while taking care of each class of work that is done at night. 
With this experience he will be able to judge the amount of 
work that should be done by each man under him. 

To get the best results the night foreman should rate the 
positions in the shop according to their importance, and he 
should instill into each man the importance of the position he 
holds and the responsibility that rests on him. Also that it is 
in his power, to an extent, to make the operation or thi 
a success. This thought should be carried down the line from 
the best position to the one of the least Importance. Any 

comings of the workmen should be brought to their at- 
tention at once. The night foreman should get a report each 
night of the trouble that has shown up during the day on 
the cars for which sponsible. Kach man should know 

that he Is performing the pari for which he is held responsi- 
ble, and that upon th ■ efficiency of his work depends tin- 
successful operation of that part. 

Breaking-in New Men. 

In employing new men for shop work they should be 
thoroughly Instructed ai to what they are to do. It should 
be explained to them that they ..ill have to start at the bot- 
tom, in case they are inexperienced, and that they will grad- 
ually be promoted to better positions and better pay as they 
become familiar with the work and that the rate of promo- 
tion will be governed by their interest and good work. 

If a foreman adopts this system and puts all of his new 
men through the different classes of work that are done at 
night, he will gradually be surrounded by a class of men 
who are termed as "all around" street car nun This will 
enable the foreman to be more independent than if he should 
keen one man on one job indefinitely. The writer has known 
of cases of this kind, where a shop was operated by a, so- 
called, good lot of men. but there were DO two men in tin- 
shop who could exchange places and give any degree of sat- 
isfaction until each had become familiar with the work of 
This, a readily Been, places the foreman 

In an embarrassing position if he should lack a man, or a 
number of men, and be obliged to arrange the force to anil 
The particular job to be filled would noi 

■ <• tin- proper attention in ace of the regular 

man. even if it were possible to fill the vacant 

To the writer's mind th< ;. tallied by 

Ifylng the m -n and encouraging them to take all th- 
in the work and letting them know thai 

will lie |,r -ion, an, I better pay With 

condition- the mosl reliable men can l,- I for 

If the men an- thoroughly familiar with all 

classes oi work, and bare had practical experience in each 
■ 'if im iluabh to a ti'-v. 

md comps 

In t) mind It iry to ha 

t, nleht foreman tl i competi 

man. If I,- 

ratlon of 

I 

Handling Inspection and Repairs. 

lid lie p||| 

.nd thorn . -light i .11 

certain pits to work In 

same cnr* each night II,. for 

work In ii possible to tell 

whk i. piag hiH work up to the standard 

pit room hold He 

f»rs I iiMld'-rahle length of time. 

•■ tiling In off their t hi, In < a ■ BO 

laired than can aulckl) be disposed '" nlfl 

foi 



such work as is necessary after the rush is over, or it may 
be necessary to hold the work for the day force. 

The writer has tinder his supervision the can- of 45 
double-truck quadruple equipments and 109 double equip- 
ments handled and inspected in the above manner in one 
car barn, having eight pits 200 feet long. The inspecting and 
cleaning are done by 33 men. 

The average number of cars in the shop for repairs dur- 
ing the day does not exceed 5 per cent of the operating 
equipment. It may be added that a record of the inspection 
of each part of each car is made by the several Inspi 
and filed in the master mechanic's office. 

The method of educating and handling night men holds 
good for the day force in the same manner as it does for the 
night men. The day force should be divided into depart- 
ments, according to the number of cars operated. The ma- 
chine shop and car bam tones also should be divided into 
departments, having a competent, economical and broad 
minded ton man tor each department who should repoi 
the general foreman. 

There should be foremen for the carpenter shop and 
paint shop who should report directly to the master me- 
chanic. The number and class of men in these departments 
should be governed by the class and amount of work that is 
being done. 

This system in a tar shop, together with a wide-awake 

nan in each department md a master mechanic who 
nevi iving to bring his men up to a higher'standard 

will produce excellent results, hut it cannot he what it should 
if the master mechanic spends only his office hours with 
his men. 



COPPER-WELDED RAIL BONDS. 



Two methods that present Interesting solutions of the 
bonding problem have recently been perfected by the Elec- 
tric Railway improvement Company of Cleveland, 0. These 

methods, known as the "welding" process and tin 1 'brazing'' 
process, employ the usual types of ribbon bonds and vary 
only in the method by which they an- attache, I to tin- rail. 




Copper-Welded Rail Bonds — Joint with Two No. 0000 Electrically- 
Brazed Bonds. 

By either process the copper ol the bond Is closely united 
with the Bteel of the rail and the bond Itsell ma\ h.- placed 

on the ball of the rail, the web or t! • i 

Electric Welding. 
Tin- electric welding or bracing ol th.- bonda ii dons bj 

the Thompson method \ll rights i tnplovlng I 

methods In connection with the bond ick work nave 

been 'tic Railwa] Improvement Comp 

• mpaiiying illustration 
equipped for doing both da mdlng irorl Powei toi 

iperation of ti ■ apparatus la taken from the 

• i f.-ii tn ,i I5>kw. rotarj iverter mounted on 

thS car n- into 

alternatln ible for , mi lecti i. «. 

v u mounted on the 

iie-ii end ,,( tin i ;ir It takei the current lor lis prin 

..i lie rotarj convertei and 
liver current to the pop or w.-i.i 

from t ) I to 1 am pi 

led from th, ,,i the tl 

• ■■ Hug with bondln 

u hi, i 

lj Joined so in it « in n .i i i i to 

to Hi. mil II |h held III mlv iii plan * ml ■ 



118 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. i. 



being raised by the flow of heavy current After clamping 
the bond, either on the li« ad or the web of the rail, the cur- 
rent is fed to the transformer and being regulated by resist- 
in series with the primary a proper degree of heat is 
obtained to raise the temperature of the copper bond and 
the brass cap with which it is provided to such a point that 
the copper ribbons will unite with the steel of the rail, as 
in the more usual forms of brazing. 

It has been found that bonds placed in this way are so 




Copper- Welded Rail Bonds — Clay Molds in Position for Cast 
Welding. 

firmly attached to the rail that it is impossible to remove 
them except by labcrious chipping and then one must muti- 
late the rail or the bond before they will separate. 

It is interesting to note the records of low cost that have 
been made in Cleveland under varying conditions of weather, 
labor and schedule of cars on tracks being bonded. 

With the Railway Employes. 

Car No. 1 operated by employes of the Cleveland Elec- 
tric Railway on December 17, 1906. between 12:30 p. m. and 
3:30 p. m. in freezing weather with regular 2 M>-minute ser- 
vice operated over the track bonded, completed placing 28 
No. 0000 bonds (14 joints) which were electrically brazed to 
the ball of the rail. The street in which this track is laid is 
paved with block-stone. The bonding gang comprised three 
men who opened and closed the pavement and cleaned the 
rail ready for the bonds and three men who operated the 
bonding car. It was necessary to remove the bonding car 
from the track 11 times during the three hours required for 
placing the 28 bonds. The actual cost of labor for placing 
these bonds was reported as $3.30. 

On another occasion the same car, with a night crew of 
the same number and with regular cars passing on half-hour 
schedule, placed on 29 joints, 58 No. 0000 bonds, applied as 
in the other case, at an actual cost for labor of $5.50. This 
work was done in freezing weather December 18, 1906, from 
midnight to 5 a. m. 

With Improvement Company Employes. 

In the summer of 1906 a night crew of the Electric Rail- 
way Improvement Company comprising four men and work- 




Copper-Welded Rail Bonds — Clay Mold Removed Showing Extra 
Copper Ready for Trimming. 

ing from 7 p. m. to midnight while cars passed on five-minute 
intervals and from midnight to 5 a. m. while cars passed on 
one-hour intervals, electrically brazed to the ball of the rail 
in block-stont pavement 105 No. 0000 bonds in the same num- 
ber of joints. In doing this work it was necessary to remove 
the bonding car from the track 50 times. The cost for labor, 
however, was only $S.OO for opening, bonding and complet- 
ing the pavement at 105 joints. 

Copper Welded Rail Bonds. 
The second bonding process perfected by this company 



consists of joining to the tail the usual types of ribbon bonds, 
by means of cast welding. The outfit necessary for carrying 
on this work comprises a car much the same as that shown 
in the illustration except that in place of the rotary converter 
there is a Marine type gas engine. This offers the advan- 
tage that it makes the outfit available for use on roads under 
process of construction and not yet provided with a working 
trolley. As in the case of the electric welding outfit the en- 
gine is geared to the axles of the car through a chain and 
friction clutch so that the unit is self-propelled. Such cars 
have six coke furnaces, each capable of melting one crucible 
of copper. Blast for the furnaces is furnished by a blower- 
fan driven by the gas engine. 

When bonding the rail is first ground smooth and bright 
at the points of application of the bond terminals. Graphite- 
molds which hold the bond as shown in one of the accom- 
panying illustrations, next are clamped to the rail. These 
molds have their inner aperture recessed to such shape that 
a much larger amount of white-hot copper can be poured 
into them than is necessary to catt-weld the ribbons of the 
bond to the steel of the rail. In this way with the large mass 




Copper-Welded Rail Bonds — Self-Propelled Car Equipped for 
Copper Cast Welding and Brazing. 

of metal the temperatures can be better gauged. After the 
molds have been removed the extra copper which does not 
come in contact with the steel is chiseled off, leaving the 
terminal strands of the bonds welded to the rail. 

The cost of welding with this process is said to vary- 
not greatly from that of the brazing method as earlier de- 
scribed. It has the apparent advantages that the bonding 
work may be carried on before the overhead construction 
is in working order and that the work is flexible and may be 
applied for connecting feeder cables, cross-bonds and third- 
rail terminal bonds, as well as bonding running rail and third- 
rail joints. 

An interesting feature in the construction of the cars 
used for this work is the inverted jack placed under the 
center of the car floor and having for its bearing surface a 
round steel plate. This jack may be raised and lowered by 
means of cranks extending under the car floor and outside 
of the track. When it is desired to remove the car from 
the rails these cranks are turned in the proper direction until 
the jack resting on the plate has raised the entire car so 
that the wheels are free from the track rails. Then the car 
can be swung to a position at right angles with the track 
and either rolled off on to the pavement in cities or on tem- 
porary wooden strips when on private right of way. 



January 21 



ELECTRIC RAILWAY REVIEW 



119 



ANNUAL MEETING, CENTRAL ELECTRIC RAILWAY AS- 
SOCIATION. 



The first annual meeting of the Central Electric Railway 
ciation was held at the Claypool Hotel, Indianapolis. Ind .. 
on January 24. This gathering, which marked the end of the 
first year since the consolidation of the Ohio Interurban Rail- 
way and the Indiana Electric Railway associations, was a 
successful one. The programme for the day included a busi- 
ness meeting, several interesting papers, annual election of 
officers and the annual dinner. 

The association was called to order at 11 a. m. by Presi- 
dent E. C. Spring. After the routine business had been com- 
pleted G. H. Kelsay, superintendent of power, Indiana Onion 
Traction Company, presented a paper on "The Cost of Power 
for Rental Purposes. Developing a Demand for Renting Pow- 
er. Does it Pay?" Mr. Kelsay's paper will be found on 
another page of this issue. 
At the close of the paper 
the author stated in reply to 
i question that the figures 
presented in his argument 
had been taken from actual 
problems on operating roads, 
but that it should be noted 
that in each instance the per- 
centages of Interest and de- 
preciation had arbitrarily 
been given him. 

T. C. McReynolds I Koko- 
mo Marion & Western) stat- 
ed that his company is now 
supplying current for light- 
ing purposes to the towns of 
Swazy and Greentown. The 
transmission line carries 60- 
cycle current at 10.000 volts 
potential. At Greentown, cur- 
rent at this potential is 
stepped down for light inn 
use to 208 volts by a trans- 
former mounted on a line 
pole. This method of sup- 
porting the transformer, how- 
ls not to be recommend- 
ed. At Swazy the company 
has a rotary-converter sub- 
■tation in which is a I 
termer of the type !ii<-n 
I. supplying current for 
16 arc lights and ■ cor 
clal circuit The arc lamps 

rnished undi n 
contract. The speaker did 

ler this b i tble He sd thai 

■ if currant tor rental purposes there 
should be added the Item ol retailing expi Intenance 

of secondary distribution ll n- i maintenance 

of th>- i.nnps and their While bla experleno 

been limited it era i th.it within a year a good load 

might be built up 

AdJ' Cor 1'inr I i 

Afternoon Session. 
Th<- Bra) papi i ol tbe afti i • Kill* 

■it, Indiana Union Traction Comp 
Handling of Occidents and Claim Thl | 
In this li 
In reply I thai thl 

Id in tbe 
• lion Company for 

nllirhtly n 




the more common forms of accidents, personal injury, prop- 
erly loss, lost baggage, attorneys' fees, surgeons' fees 
tainers for company doctors, but not the loss to the com- 
pany from damage to rolling stock or other property. 

President Spring announced that the proceedings and 
papers o fthe meeting would in the near future be printed in. 
pamphlet form and distributed to the ineml 

\V. H. Evans, master mechanic, Indianapolis Traction & 
Terminal Company, next read a paper on "The Model Car for 
Long Travel." He exhibited blueprints showing sections and 
floor plans of types of cars suitable for Interurban ser 
The paper appears elsewhere In this issue. 

The author in reply to a question by Mr. Henry stated 
that a car 60 feet long is generally required on lines operating 
hourly schedules. Such a length is also required to provide 
for the baggage compartment He saw a disadvantage In 
having doors on one side only and. in fact, recalled some cars 

thus built which had had a 
second door cut in the bag- 
gage compartment. Some day 
the lines may be so double- 
tracked that single-sided cars 
can be operated. 

Arthur YV. lirady (In 
diana Union Traction) In- 
quired as to a suitable 
method of ventilating ears 
This. Mr. Evans said, was an 
important point that had' 
been overlooked In the pa- 
per. As yet dependence 
must be placed on a deck 
sash, but auxiliary ventila- 
tion should be used, h 
vored the ejector type, as it 
created much less draft. II. 
stated that the Indianapolis 
A Northwestern ear, a 
biblted at Columbus, weighed 
75, pounds, 

cai.> dough i Street Rail 
way Joui nal i described the 
new ventilator system being 
Installed by the Chicago city 
Railway Such ventil 
consisted of deflectors 18 

inches by III inches placi 
the front of th<' deck and 
slanted to force the air to 
tbe ceiling, Theli capacity 
was in cubic feel per second 
which kept the air In a car 
i tying 100 people as pore 

thai of the ordinary 
schoolroom R c. Taylor (Indiana Union Traction) 

i that the deadweight ol ■ car per pa lenger should 
be i"s <ui bii request ■ motion that ■ commit 

I four be appointed bj the chair to report at to i 
■ lighter standard • 

i; c Taylor, superintendent of motive power, Indiana 
i olon Traction Company, next read ■ paper entitled 

Lighting," which will he found etMWheN In HiIh Issue In 

'i "T tiii paper the author stated thai the novel 

method proposed for maintaining an even voltage on the car 

•ban $iimi per oar, and that a si 
of $c would be iiiii'd. 

Mlllholland ti tad four applications for 

membership, which won i i upon favorably Chali 

iniiiiiii.it inr committee, reported tbe follov 

as Domln itlon foi offli at tor 

and n iiiiiiiiIiiioum ballot P for them 



H. A. Nlcholl, President-elect. 



120 



ELECTRIC RAILWAY REVIEW 



Vi I, XVII No. 4. 



President, H. A. Nlcholl, general manager [ndlana Union Trai 
ii. hi Company. 

First vice-president, Frank D. Carp nter, general manager 
Western Ohio Railway Company. 

Second vice-president, i; l Ti.d.i. vi.-i in ideni I general 

. Indianapolis Traction & Terminal Company, 



y [p. Norvell, general rreight and pass nger agent Indiana 
Bj ndicate I Ines. j 

A. A. Anderson, general manager Indianapolis Columbus & 
Southern Traction Companj 

Charles Murdock, vice-president Ft, Wayne & Wabash Valley 
Traction ' ' ■ npany. 




Interurban Rolling Stock Exhibited at Indianapolis Meeting. 



Treasurer. W. F. Millholland, treasurer Indianapolis Traction 
& Terminal Company. 

Executive Board. 

Harrie P. Clegg, president Dayton & Troy Electric Railway 
Company. 

F. J. J. Sloat, general manager Cincinnati Northern Traction 
Company. 



C. D. Emmons, general manager Ft. Wayne & Wabash Val- 
ley Traction Company. 

C. C. Reynolds, general manager Indianapolis & Northwestern 
Railway Company. Indianapolis & Eastern Railway Company. 
Richmond Street & Interurban Railway Company. Indianapolis & 
Martinsville Rapid Transit Company. Indianapolis Coal Traction 
Company. Indianapolis & Western Railway Company. 




Interurban Rolling Stock Exhibited at Indianapolis Meeting. 

L. C. Bradley. ge...,ai superintendent Scioto Valley Traction President Spring read a letter of regret from President- 

Compa elect Nicholl, who was unable to attend the meeting on ac- 

E. C. Spring, general superintendent Dayton Covington .V; 

Piqua Traction Company. count of illness. 

C. N. Wilcoxon. general manager Cleveland & Southwestern Se veral members of the association, including Charles 
Traction Company. 



January 28. 1907. 



ELECTRIC RAILWAY REVIEW 



J 21 



L. Henry, E. C. Carpenter and Arthur W. Brady, next dis- 
cussed the advisability of broadening the field (or Interurban 

ax\ resa It was stated that several old-line express companies 
were desirous ol entering into contracts with interurban rail- 



Annual Dinner. 
About 17.". members and guests attended the annual din- 
ner held at the Claypoo] Hotel. The association was we] 
cornel by Mayor Bookwalter, of Indianapolis, who. in the 




Interurban Rolling Stock Exhibited at Indianapolis Meeting. 

ways. The Centra] Passenger taaocatlon has decided to course of lis Interesting speech, Felicitated the interurban 

countermand its rule regarding the exchange of tickets so managers mi the rapid progress thai bad been made in their 

that from now on electric interurban and steam roads may field, 
be more closely associated in handling passengers. President Spring then presented his annual address, 

Then followed a discussion of the advantages and dlsad- President's Annual Address. 

\antages of forming a niutua company, which would President Spring in his address flrsl reviewed the rea 




Interurban Rolling Stock Exhibited at Indianapolis Meet'" i 

i the intei in ban II roi ths organisation ol Lh« i«" tab ■ 

i wiiii He- present companies operatini on Um ( Ohio and that or Indiana, and tha consideration th 

it wn« \- ; . i ,• >i ii i • ■• i i" the consolidation which wai effected 

m more thi ighl) rnnntlni on ths «"ii ol thi ai Mi Bpi 



122 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, Xo. 4. 



The establishment of the permanent secretary's head- 
quarters with a permanent secretary was an innovation 
among similar associations, but the experiment has proved 
itself one worthy of our efforts. It is almost impossible ade- 
quately to state the exact accomplishments which the per- 
manent secretary's office has accomplished during the year, 
as the work required has been of such a nature, that not only 
one interest has been served, but many. The office has been 
the headquarters not only of railway officials, but of the sup- 
ply men when in Indiana. The office has been a complete 
bureau of information, not only for members of our associa- 
tion, but for interests outside. The loyalty, interest and en- 
thusiasm regarding the secretary's office are shown by re- 
sponses to letters sent out from the secretary's office on De- 
cember 1, 1906. Thirty-five circular letters, requesting in- 
formation as to the manner of heating interurban cars were 
mailed. Twenty-nine responses have been received and, on 
the bottom of one of these responses was a notation made 
by the manager of the road, which read: "Give me this in- 
formation quick and forward to the head of this particular 
department for the information desired." Another demon- 
si ration, made recently, was a request upon the companies, 
members of the Interchangeable Coupon agreement, for in- 
formation regarding the issuing of a new bulletin. Every 
road responded readily. Requests have come from the vari- 
ous adjoining states and from Canada for information on 
different subjects, which have been discussed at our meet- 
ing. During the last year, upwards of 6,500 letters, answers 
to inquiries, etc., have been sent out from the office, also over 
8,000 legislative circulars. The giving of information of vari- 
ous character, the sending of circular letters for different 
companies, the asking for information upon various subjects, 
and the answering of inquiries from all over United States 
and Canada, are some of the few matters that have been 
handled by the secretary's office. 

The office has brought about a great fraternal feeling 
between the companies, which could not have been done 
through any other medium. The tabulating of the inter- 
changeable coupon tickets has been of great interest to the 
various companies: the tabulation shows an average of $7,500 
a month collected through the interchangeable coupons. 

The recognition which our association received during 
the annual meeting of the national association was very 
marked. Our secretary at that time was enabled to give 
great assistance to the secretary of the national association. 
I might go on and name many other instances, which would 
tend to prove the benefits derived from the permanent sec- 
retary's office, but time will not permit. 

At the last of the year our secretary was attracted to 
other fields of work and resigned his position. The rest of 
the year, the office has been under the charge of Mr. Mil- 
holland, our treasurer, and, I take the opportunity at this 
time to publicly thank and compliment Mr. Merrill, our past 
secretary, for the work which he did in instituting this new 
office. I also wish to publicly thank and compliment Mr. 
Milholland upon the magnificent support which he has given 
the association and for his untiring energy in looking after 
its affairs. The members of the executive board I wish at 
this time to thank for their personal interest in the affairs of 
the association and for their help and their counsel in admin- 
istering its affairs during the past year. 

We have reason to congratulate ourselves and feel proud 
of the record made by this association. The association 
stands today pre-eminent, head and shouldeis above any other 
organization, outside of the national association. Its acts and 
its works are being watched closely and copied by various 
associations. Other states are being stimulated into activity 
by the work of our association, realizing that in an associa- 
tion of this kind, a closer relationship can be had between 
the various properties. With the consolidation of interurban 
roads into great systems, as has been done during the past 
year, making it possible to ride in electric cars for distances 
of three and four hundred miles, has been brought about a 
large development of through passenger traffic over these 
interurban lines, which has made the daily operation doubly 
remunerative. Doubly remunerative because the present 
local traffic is already highly profitable, and because this addi- 
tional through traffic, while swelling the gross earnings, will 
add but little to the cost of operation. The interchanging of 
one line with another, both in passenger and freight traffic, 
has been more successfully carried out, and the obstacles 
met with more pleasantly adjusted, through the working of 
our association, and I consider that this has been the grand- 
est work as well as the most beneficial that the association 
has done. 

In concluding Mr. Spring congratulated the association 
upon the selection of officers for the ensuing year and urged 



that each member bear in mind the need of enthusiasm in 
attaining a high ideal. 

President Spring next introduced Charles L. Henry, presi- 
denl and general manager, Indianapolis & Cincinnati Traction 
Company, who acted as toastmaster. During the course of 
the evening the following gentlemen addressed the associa- 
tion and complimented it highly: Joseph A. McGowan, In- 
dianapolis Traction & Terminal Company, Indianapolis; John 
F. Ohmer, Ohmer Fare Register Company, Dayton, O.; 
Charles W. Miller, ex-attorney-general of Indiana; Matthew 
Slush, Detroit, Mich.; D. J. Evans, Rail-Joint Company, Chi- 
cago; A. W. Brady, president. Indiana Union Traction Com- 
pany, Anderson, Ind.; Colonel W. T. Durbin, ex-governor of 
the state of Indiana; C. X. Wilcoxon, general manager, Cleve- 
land & Southwestern Traction Company, Kamms, O.; Rear 
.Admiral George Brown, U. S. X., retired, Indianapolis; E. W. 
Olds, superintendent of rolling stock, The Milwaukee Electric 
Railway & Light Company, Milwaukee. Wis.; D. M. Parry, In- 
dianapolis, Ind. 

Entertainment Features. 

Through the courtesy of the Indianapolis & Cincinnati 
Traction Company a number of attendants at the convention 
enjoyed a trip to the Rushville power house of this single- 
phase electric road. 

The accompanying illustrations are views of the exhibit 
of interurban rolling stock equipment that was shown during 
the day on Kentucky avenue near the headquarters. This 
was probably the most complete exhibition of the various 
types of interurban cars and locomotives that has ever been 
seen in this country. 



ELECTRIC RAILWAY UNION STATION FOR HAMILTON, 

ONT. 



A contract has been let by the Hamilton Cataract Power 
Light & Traction Company, for the erection of a building 
on the southeast corner of King and Catharine streets, Ham- 
ilton, Ont., for a terminal station for electrical railways. 
The station proper will be 112 feet long by 72 feet deep. 
The building will be placed 12 feet east of Catharine street, 
and on this 12-foot strip will be erected a covered shelter 
leading from King street back to a large theater which is 
to be built at the rear end of the lot at some future time. 
This shelter will also serve as an exit for passengers from 
the trains. The office building will be four stories high, 
with a basement, and will be erected of Indiana limestone 
for the first two stories, while buff terra cotta fireclay brick 
will be used for the upper stories, finished off with terra 
cotta balusters. The building will be thoroughly fireproof, 
and will be built of reinforced concrete for columns, beams 
and floors. 

The ground floor will be laid out for station purposes, 
the ceiling being 20 feet in height, and the floor covered 
with mosaic and the walls lined up 8 feet high with Italian 
marble. The accommodation includes a main lobby in the 
center, entered from the street through large double doors. 
To the right is a marble staircase to the upper floors and 
the elevator. The main lobby leads to the ticket wickets, be- 
hind which is the vault, etc. On the right is the ladies* 
waiting-room, and on the left the general waiting-room. In 
the rear of the general waiting-room is the conductors' room. 
The second floor will be occupied as offices by the Hamilton 
Cataract Power Light & Traction Company, and the third 
and fourth floors are to be divided into offices. The com- 
pany's stores department will be located in the basement. 

The Hamilton Radial Railway, the Hamilton & Dundas 
Electric Railway, the Brantford & Hamilton Railway, the 
Hamilton Grimsby & Beamsville Electric Railway, and the 
Hamilton Guelph & Waterloo Railway, will have their ter- 
minals in the building. The architect is C. Mills, Hamilton, 
and the contractor is the Canadian White Company, Mon- 
treal. The contract calls for the completion of the building 
ready for occupancy by August 1, 1907. — Railway & Marine 
World. 



January 116, 190". 



ELECTRIC RAILWAY REVIEW 



123 



HANDLING OF ACCIDENTS AND CLAIMS.' 



BV E. C. CARPENTER, INDIANA I SflOH il:n rIOS OOMPANT, 



There are about as many ways of handling accidents and 
claims as there are claim adjusters and general managers; 
very few operating along the BUDe lines: each working along 
whatever line he has found practical for his company and 
the conditions under which it is operating. 

The best way to handle accidents is to prevent them, 
and it is wise — and dollars are saved — to employ the best 
and most intelligent men to be had in the various depart- 
ments of the service, thus securing the best results from 
every standpoint, bin. as accidents will happen, we shall treat 
the subject somewhat as the auctioneer who still had "one 
more left." 

In a general way. accidents should be handled according 
to the policy of the company. Should there be no policy in 
these matters, then the adjuster should work along fairly 
liberal lines and determine what is best for his company, and 
gradually establish his reputation in the communities with 
which he conies in contact. 

In the handling of accidents, every claim department 
should have a system of blank reports concerning the various 
classes and kinds of accidents that will be suited to 
the peculiar conditions of the individual company. For in- 
stance, where a company is operating interurban as well as 
city lines, the general forms of report should be prepared 
to cover all such conditions as nearly as possible. Then there 
is the "trouble-report" blank for troubles occurring on cars, 
such as ejectments, controversy over fares, or assaults by 
either passengers or trainmen: blanks for securing names 
and addresses of witnesses; an employe's blank for accidents 
to employes in shops, substations, machine shops, track con- 
struction, etc.; stock reports for stock killed or injured; tele- 
phone reports I the dispatcher in case of serious or 
fatal accidents, in securing short and concise Information 
when accident is first reported; delayed-baggage report blanks 
for agents' used in securing immediate report where baggage 
Is delayed in transit: the usual release blanks covering the 
various kinds of claims on the part of employes, passengers, 
other persons, or property, that may be made under the 
laws of the state in which you are operating; indices for 
iccnrate record of accidents, both daily and alpha- 
betically, etc. Thus equipped, the claim department is ready 
for active work. 

The prompt reporting of all accidents, bad. slight, trivial. 
and tl Beemingly no importance, and the securing of 

accurate information regarding them, is of the utmost Im- 
portance in the proper handling of those matters; and right 
[■'•nation department, as well as the 
others, should the utmost care, and adopt Vigo 

mea- ■ •■ that employes shall make immediate reports 

of all accidents, and see that such reports are promptly for- 
warded to the claim department, and proper discipline should 
be admiii to obey; and, further, thai Infor- 

mation concerning accident ot be given to any one 

except the proper officials ot the camp 

The growing tendency upon the part of Injured parties 
to rush off to attorneys ami sue tie- company tor real or 

Imaginary Injury, I .at Importance tfl have all 

in detail most promptly. This will give 

tie- i opportnnlt] tor prompt action In 

may be Is 'If blind or 

es, or th< I .hich. in the opinion o 

torn! to anything sad arc too trivial 

the trouble oi taking witnesses, that give 

ible. Kaki OOth <-noiigh t0 

ami have this kind of a story, then 

pear with more witnesses than the company, with 
Ither compron 
liberal rerdlci found foi the plaintiff, where, bad the 

ind promptly repot t< d Hi . 
woold 

ami which i 
rim- for til 

' Imperfi 

! to it . 'I he ■ 
department, under existing 

aid on tl 

! ulib Ue- 



agents, and as soon as a person presents a baggage check 
and it is ascertained that the baggage is lost or delayed, the 
blank is filled out, giving the name and address of the person 
holding the check, the firm and address represented, check 
number, where checked, destination, via what route, and 
value, including contents; this constituting the first part of 
the report. Suppose baggage is delayed for two or three days 
— finally reaching destination — the party holding the check 
calls for baggage, the agent, who still has the report, fills out 
a receipt, which is the second part of the report, showing con- 
dition in which baggage is delivered, date and hour of deliv- 
ery, and secures the signature of the owner. This determines 
accurately the condition and time of delay, and reduces tl 
port unity for making a claim to the shortest possible length of 
time, as well as showing, under signature of the owner, tl 
act condition of baggage. After this is done, the agent tills out 
the third part of the report which gives the agent's report as 



INDIANA UNION TRACTION COMPANY- 

DELAYED BAGGAGE. 



Rtprticatiag 
Kiod of b*gxmfr 
Shipped fro as 



AdUmsj 

l Mrr . . _ 



i*. Ww —. . -. , 






t'aJtfr. lachidiBf coatemt* S- 



Keca- "\//'4\» ./f ,.( ikt i&ctT *«r.W t* aV r jix' . 

teat* ia Mfl*r eoedttma as nlxn dehrered tu %atd Compear, except m» bemnitter <titn/ 



A U 

■ 



AGENrS REPORT. 



Cmu$e Ot .lilmr 



!/daoM*Td. 0V*wi6r (.mM.'. 



,.a> IV;.,liw.t 



i • lium Itrp^nmtat 



A U 

r v/ 









New Delayed Baggao* Report Blank. 

to tii oi the d< taj and i 

. upon the condition ol be time ol 

warding to the claim department and signs H and ends it In. 

In tb> II ed from i i ■ 

under tin- mi 
Reports of accidents sen! to the claim department u mall; 
do i ill the Information needed, b the 

or foundation (or the In Ion w hit ' 

toiiou, ami this should bs done as quickly as t 

will permit. 

We have found, iii the investigation of acclden 
. oi i tear llabllti ■ ui b ■ coUU Ic 

i splendid i ale to follov 
full inf., ■ from the train 

employes In cl 

nl ol He- Injured i 
on or the matt 
.■mi noting whal will b 



124 



ELECTRIC RAILWAY REVIEW 



Vol. XVII, No. 4. 



disinterested evidence when the signed statements ol the dis- 
interested witnesses arc procured, in this way, you can gather 

the fans in b ia tgible manner, so the merits of a chum can 
be determined with reasonable certainty. A shrewd investi- 
gator can inquire regarding the vital matters of an accident 

and quickly develop all the witness knows, and, in reducing 
the subject-matter to writing, if he will carefully follow the 
line of the conversation and use the peculiar expressions and 
language of the witness as far as possible, omitting imma- 
terial matters, it is seldom indeed that a witness will refuse 
to sign a statement. Afterward, should the witness testify 
in court to a state of facts materially different from the 
statement, he can lie confronted with the signed statement 
and his testimony discredited. 

In the Investigation of accidents, it is absolutely essen 
tial for the investigator to have a sufficient knowledge of 
the law to know what constitutes negligence, not only of an 
injured person, but the company as well. He should also 
have a general knowledge of every department of the service, 
for the reason that the rules of negligence differ in cases of 
employes, passengers, or a person who is neither an employe 
nor passenger. He should be sufficiently competent to so 
frame his sentences as to state facts clearly and concisely, 
and avoid the use of statements that are not clear or are mis- 
leading. When one has a witness who knows the facts about 
an accident, put these facts in such a way that there can 
be no misunderstanding, and such a statement will be doubly 
strong in refreshing the recollection of a favorable witness, 
or of contradicting an unfavorable one. in court. These points, 
we believe, demonstrate the advisability of employing men 
of sufficient capacity to grasp the situation under investiga- 
tion. 

We have thus indicated a general plan pertaining to the 
investigation of accidents, but there is one class of accidents 
— those resulting in death — where a different line of investi- 
gation should be followed: In this class of cases, the com- 
pany's employes should be required to report at the office 
of the claim department immediately after such accidents, and 
before inform