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Flectric Railway Review
FORMERLY THE STREET RAILWAY REVIEW
VOLUME XVII
January 1 to June 30, 1907
I in VVILS( >\ < I IMPAIR
160 Harriion Steel
Chii
"Y c
n
GENERAL INDEX
Abbott. A. L. Gasoline Motor Cars for
Passenger Service *S39
Abilene. Tex.. Urack and Roadway . .472, 87S
Abi;> - Railway, Incorporated 503
Accident Records. Memphis Street Rail-
way «290
Accidents —
Alliance Against Frauds 234
Electric Railway 75S
Handling of. By E. C. Carpenter '123
Interviewing Witnesses 257
tropoiitan Street Railway, New York 301
N< w York Central A.- Hudson River
Electrified Line at Woodlawn
+24. 327. 416. 501. 628
Report on Locomotive by Board of
Engineers »385
Prevention of Street Crossing 223
Protection of Life and Property...
Report Blank, Nashville Railwav i:
Light Co «361
Third Rail in England 184
Accotnac Traction & Power Co., Track
and Roadway a:
Accounting —
Association —
Committee on Interurban Accounts.. 134
Central Electric Accounting Confer-
4!'
Comparative Statements. Cincinnati
I-awrenoeburg & Aurora Electric
Street Railroad Co '229
Depreciation tl44, 526. t671
And Reserves +4S1. 491
Robert Hammond 710
Charges, North and West Chicago
t Railroads and Chicago Con-
solidated Traction Co t313
igo Union Traction Co 247
Comparisons Between Chicago Union
Traction and Glasgow Corporation
Tramwavs + 24."
+313. 319
;btful Adequacy of Urban. .+671
r
Plan for Settle-
T
ine Accounts.
ment
der System 865
nance ."13
itlon. Chicago
247
v Inter-
state Commerce Commission "08
nut Ion of Stores,
•294
Den- <'o *427
Bteam i: . 146
•?.*. «40
' .1842
204
•446
. 440
■
■
n . Tr
" i ■
Alberger Pump Co
Albuquerque (N. M.) Traction Co.. Track
and Roadway
Alfi.rata Electric Railway —
Incorporated
Track and Roadway
Algiers (La.) Railway & Lighting Co.,
Track and Roadwav
Allen. John F.. Orders
Allentown & Reading Traction Co., Track
and Roadway
Alliance, O., Track and Roadwav
Allls-Chalmeis Co 101. 240, 373.
410. 508, 570. 604. 635. 700. 798, 837.
Chrlstensen Portable Air Compressor.
Direct-Current Motors
Engine-Type G2ncrators for Direct
Current
Exhibit at Chicago Electrical Show...
Allison, Campion, McClellan Co
Alton (111.) Granite & St. Louis Traction
Co.—
Financial 206.
Power Plant
Alton Jacksonville & Peoria Railway —
Financial
Track and Roadway 58, 405, 503.
Altoona & Logan Valley Electric Rail-
way. Track and Roadway
Aluminum Company of America
Amarillo Street Railway —
Incorporated
Rolling Stock
Track and Roadway
Amhursen Ilvdraulic Construction <
American Blower Co
American Bridge Co
American Car & Foundry Co
141. 17::. :..
Orders 340. 409. 476. :.'■:
American Car Co.. Orders
..101. 140, 208. 340. 372. 409. 4"
American Cities Railway & Light
Dividends
Financial
Machinery Co
American Conduit Manufacturing Co
•lean Elevated Railroad. Track and
II".
• al Engineering '
Derrick Co. .
of Electrical Rngi-
rs
! * Traction Co., Finan-
cial
Ami
Rail Joint Co
Itol
■
Indianapolis Meeting
I
Hallway, Track
.' :■
•rut & Sund.r:
Aniltvvllle. I,. I . Ti
: Ming
1 885
477 Armature Coil-;. How to Insulate 622
Arnold, Bion J. —
693 Progress of Electrical Equipment of
Steam Roads 49
236 Statement Regarding Chicago Improve-
405 ments 452
Street Railway Problems In Toronto.. 546
405 Arnold City Southern Railway, Track and
275 Roadway 96
Arno 798
598 Ash-Conveyors. Pneumatic. North Shore
837 Electric Company »163
Ash -Handling. Brooklyn Rapid Transit
sy; CO . . . *261
•667 Asheville, N. C., Track and Roadway 472
•210 Asheville & i iville Railroad,
k and Roadway 536
840 Asheville Rapid Transit Co. —
142 Incorporated 25
603 Asheville Rapid Transit Co., Track and
Roadway 305. 368. 693
Ashland. Ky.. Track and Roadway S32
371 Associations —
238 Alliance Occident Frauds 234
American and Kngineerlng Associa-
307 tions. Committee Meetings 688
S78 American Railway Engineering and
Maintenance of Way —
440 Convention —
309 i crete Ties 391
American Forestry. Annual Meeting.. 94
25 American Street and Interurban Rail-
603 way—
204 Committees for 1907 161, 203. 235. 534
Atlantic City, Conventions. .*483. 659. 816
New Headquarters 202
309 American Street and Interurban Rail-
way Accountants' —
836 Intorurhnn Accounts 134. 270
• si tor Information 847
Question Box to be Continued 269
540 American Stre-t and Interurban Rail-
way Engineering —
Ties
on Bulletin 676
Executive Committee Meeting
23. 133. 45. 161
t3S
an 46
Ann Railway
444 Mai re' —
EClei Hon oi I Iffli 23. 688
94 105
M Rapid Transit
Mill"
171
Cenl Ic Accounting i !i
744
D for Settlement of 1
Central Electric Rallu
Annual Meeting ... .1 95, •ll'i
698
i ■ ling
■,-. 593
5S9 din* Committees for 1907..
Ing
94
Intersi itc Interui '
174 i..u trlcal, Annual m. otlng.
ban Rail*
514
Ann . 6G5
660
Bill ctrlc Lighl
I9t
141
810, 6M
171
■
84X
■
iv
ELECTRIC RAILWAY REVIEW
C rete Substructures 73. *82
l i.i ailing l ie\ ices 7s
i: 1 • . ... .76. '83, 86
B Is 79, &'t
Span and Catenarj ConBtructlon*80
Standard Rail Sections.... 76, '111. •ill'
Steel Ties -. *82
Tli. unit I ding 76. '83
■ ■ ■
Tie Rods 44, 73
Track i tonstruction in I ■ ■
Streets 73
Young Men's Christian al Rochester.. 89
Aths Steel Casting Co 604
Gears, Titan Steel Motor
Atkinson, C E Slei I Cutter "44
Atlanta & i
Roadwa] 140
Atlanl i Bu
Tra I. ind Ro idway 53G
Atlanta Macon ,v i iriffln Eli i trie Rail
way, Track and Roadwa: !"."•
Atlanta Stom Mountain .v. Llthonia R
«in Incorporated 304
Atlantic City, N. J.—
Convention Facilities 'SIT
Am, i lean St reel and Infc I tail-
waj Associations, Conventions }16
Master Car Builders' Convention
Suppl) Men's Exhibits *817
ai lantic I lit] .v- i ici an Cil Railroad,
Track and Roadway 698
Atlantic City ,y- Shore Railroad, Finan-
■ lal 881
Atlantic City & Suburban Traction Co.,
Financial 408, 47:,. 606, 663
Atlantic Northern ,v Southern Railroad
. ick and Roadwaj 168, 237, 598
Atlantic Shore Line Railway —
Car Houses 634
Financial 371
Rolling Stock 62, 240, 308
Substation 631
rack and Roadway 305. 630
Ashtabula (O.) Rapid Transit Co., Finan-
cial 206
Auburn & Northern Electric Railroad —
Financial 871
Track .v.- Roadway 794
Auburn & Turner Railroad. Financial.... 696
Auburn & Syracuse Electric Railroad.
Rolling Stock 240
Augusta & Columbia Railway —
Terminals 882
Track and Roadway 536
Augusta & Aiken Electric Railway.
Track and Roadway 96
Augusta Winthrop & Gardiner Railway —
Financial 28
Track and Roadway 305
Aurora Elgin & Chicago —
i 'ar Inspection *'»--
Dividends vsi
Financial 28, 171
Oil Storage House 373
Rolling Stock 476, 699, 764
Track and Roadway 96. 36S. 832
Wage Increase S76
Austin Eli ctric Railway Co. —
Power Plant 62
Rolling Stock 340
Automatic Electric Signal Co 309
Automatic Electrical Brake Control Co.. Z40
natic Trolley Guard Co., Trolley
Guard *800
Automatic Ventilator Go 444
Axle Straighten, r *799
Axles —
Kej -Seats 1 ■ :::'
Made from Scrap Iron t670
B
Bagg, F. A., Track Construction 73, 74
Baggage, Handling, Birmingham, Ala.... 389
Tramway Light .v.- Power Co. —
incorporated
Track and Roadway .''"
Baldwin & Rowland Switch & Signal Co
374, 508
Multiple Interlocking Block Signal.... *573
otive Works —
Electric Industrial Locomotive *SS4
i irders 101 634, 699, 836
Ball Engine Co 476
on Frederick & Hagerstown Rail-
way, Track and Roadway 660
Bangor (Me.) Railway .v.- Electric Co
Dividends 835
Financial 206
Barberton Doylestown & Orrville Rail-
Track and Roadway... 536, 728, 760
. Smith Car Co., I Irders. . - . 476, 507
Barre & Montpeliei Powei & Traction
Co., Financial
retl Manufacturine, Co 635, R82
stow, W. S.. & Co S74
Bartlesville (I. T.) Interurban Railway.
Track and Roadwa] 832
la Medina & ' »ntai io Railway.
ok and Roadway 237, 405
Bath Branchport & Hornell Elei
Railroad. Track and Road-w 536
l la ton Rouge Electi ic S Gas C ipai
Financial -74
Rolling Stock 634
Ti ai i- and Roadway 140
I . i les. See Stoi i les.
oak's F : i-h Co., Wash
lies
Baxter, D. i: . & Co SO, 276
i . M., Trolley Wheels 426
Baj City, M 630 693
i [-action & Electric
Co Powei Plant 538
Bay Count Blecl
[05, 630
Railway & Light Co. —
Rolling Stock 797
Trai I. and Roadway 96
Shoi e Terminal Co , Financial
l»l
i :. aumonl Ti x., Track and Roadwa]
Beaumont Iron Works 836
■ Co., Track and
Roadway
i Mm Mall 'able Iron i
Cent Fares 120
Beggs. .loan I. —
Accountants' Com entlon —
I tepreciation
Soul lev si. i ti Traction Co., Roll-
Stock 603
Bellebridge Street Railway. Incorporated s:u
Belleville & Interurban Railway. Incorpo-
rated "
Bellingham. Wash Traci and Roadway
368, 441
Bel it Electric Railway. Track
dway 536
Beloit Traction Company —
Rolling Stock 240, 275, 507
Track and Roadwa] 237, 305, 105
Belt Line Street Railwaj [ncorporal d . 405
Bolton & Temple Traction Co., Finan-
cial 696
Bement, A., Design of Boiler Plants... 92
Bennington & Hoosiok Valley Railway,
Track and Roadway 693
Bennington & North Adams Street Rail-
way, Financial 99. 663
Benton Ilarbor-St. Joseph Railway &
Light Co.. Track and Roadway. .305, 336
Berger Manufacturing Co 276, 476
Berkshire (Mass.) Street Ry. —
Financial 602
Track and Roadway 878
Berlin & Waterloo City Railway. Pur-
chased by City of Berlin 502
Berlin & Waterloo Street Railway. Fi-
nancial 61
Berthold & Jennings 665
Bidwell Electric Co 604
Big Valley Street Railway. Incorporated. 236
Biltmore, N. C. Track and Roadway.... 405
Birmingham. Ala.. Track and Roadway. . 503
Birmingham Railway Light & Power I o
Automobile Emergency Station :'.-x
Car Houses 62
Financial 506. 797
Freight Handling *64s
Operating Conditions 326
Power Plant 169. 272, 795
Rolling Stock 764, 882
Strike 691, 758
Suburban Baggage Transfer 389
Track and Roadway 794. s7s
Bisbee. Ariz.. Track and Roadway 96
Bissell. G. W.. Producer Gas Engines...
t475, »616
Black Diamond Electric Railway. Track
and Roadway 96
Black Hills Traction Co.. Power House.. 505
Black River Electric Rower Lighting &
Railway Co., Incorporated 203
Blake Signal & Manufacturing Co
508. 541. 469. 6"
Tithe Flux *-77
Bliss Electric Car Lighting Co 141
Blood & Hale 764
Bloomington & Normal Railway & Light
< 'o . Rower Plant 370
Bloomington Pontine & Foliet Electric
Railway, Mail Service 94
Blue Valley Railway Co.. Incorporated.. 536
Blue], rint Frame. Boston Elevated Rail-
way Co *1S3
Bluffton Geneva & Celina Traction Co.,
Encorpi iral ed 336
Boiler Efficiency t31l
Boiler Plant Design Bi \ Bement.... 92
Boiler Tubes. Coating with Graphite. .. .7212
Boilers —
Effect of Scale + 41 J
Gauge Glasses or Gaum I'.eks? + S41
isirg Size tl76
Stoking t31I
Tube Cleaner. National «63
Tubes with Enlarged Hi ids +311
Steam —
Future of. By Walter T. Ray 493
Rues ,,f Evaporation f376
Boise, id. lie i. Track and Roadway. ...
Boise & Interurban Railway. Track and
Roadway 694
Bolivia Railway, In porated 405
Bonds —
i,i- and Return Systems. B
Henr; I mcker Jackson
Plastic Rail *«66
Rail l'.\ H. L. Mack 79, S7
Rook Reviews —
American Society for Testing M
rials. Proceedings 651
American Street and interurban Rail-
way Claim As- nts Association, Pro-
ceedings 651
Bement, a .. Peabody Atlas of Coal
Mini llways 651
Jr., William. Switchboards.... i7:i
Samuel Wilbur
.Norton 330
Christy. William Walla,. Boiler-Wa-
ters-Scale, Corrosion, Foaming 651
son, Philip, Engineering and Elec-
tric Traction Pocketl k 75 4
Han b S., Index- 1 ilgi st ol
Inters 651
l lawkesworth, John, < Irapnici
1,00k for Reinforced Concrete Design 651
1 la] - roseph W. • lombustion
Smokeless Furnaces 651
N. His. Andrew J„ Street Railroad Ac-
c id. lit Law 651
Hutchinson, Jr.. Rollin W., Long-Dis-
Electric I'-iw.-r Transmission.. 7.",!
Reagan. II. C. Locomotives. Simple.
1 and Electric 651
Roadmasters and Maintenance of Way
Assoi iation of America, Proceedings. 651
Rosenberg, E., Electrical Engineering.. 179
Row.. Samuel w., Handbook of Timber
Preservation 651
Suphe. Henry Harrison, and .1. il.
I'untz. Engineering Index, 1901-1905.. 651
Swingle. Calvin F.. Encyclopedia of
ne ring 651
Vicaray, R. W., Treatment of Storage
Batteries 179
Wesley, Robert W., Concrete Factories i'.r,l
u.i.-t 1 City & Ft. Dodge Inter-
urban Railway, Track and Roadway.. 878
Mass. —
Express Service +414
Rapid Transit *709
Subway Projected 16_'
Sllbwa v. West End 237
Track and Roadway 5S. 204. 36S. 4"5
Boston & Eastern Railway. Track and
Roadway 660 B , -
Boston ,y- Maine Railroad —
Acquisition of Electric Roads 56
S eks to Purchase Control of Conway
El.-ctric Railway 2S7
Boston >v- New York Electric Railroad,
Track and Roadway 97
Boston & Providence Electric Railway.
Track and Roadway 26
Boston & Northern Street Railway —
Financial 61
Rolling Stock 275
Boston ,y- Worcester Street Railway —
Car House 373
Divid -nds S81
Express Service 94, 334
Track and Roadway 694
Boston Elevated Railway 794
Apparatus in Trainmen's School +213
Blueprint Frame *1S3
Car House 208
Dudley Street Terminal ImprovementS*164
Employes Rewarded for Satisfactory
Service 134
Financial 61, 171, 539. 56S. 633. 835
Liability for Platform Areas +414
Power Plant 59. 23S. 337. 4»7
Track and Roadwa] 97, 271, 237
Transfer of Passengers Between Ele-
vated and Surface Lines +35
Bost mi Lowell ,\L- Lawrence Electric Rail-
road. Track and Roadway 335
Boston Suburban Electric Companies —
I livi.lends 797
Financial 835
Bowling Green Railway. Track and
Roadway 58
Bows.r. S. F.. & CO 141, 476
Bowery Bay Railroad. Incorporated 16s
Boyertown & Pottstown Railway. Track
and Roadway 368
Braking. Affected by Weight +412
Braking. Regenerative Control +34. *47
Brakeshoes, Standardization of *679
Brakes. Air. Value of B
Breekenridge. L. P.. Fuel Tests Under
Steam Boilers »397
Bridgeport & Danbury Electric Railway.
Incorporated 72s
■
Brooklyn. N. Y.. Proposed Terminal.... 55
Double-Lift, Illinois Traction System at
P -ia. Ill 295
Passenger Traffic In New York During
1906 23
Stat.n Island. N. V 239
Brighton & Newcastle Railway. Track
and Roadway 405
Brill. The J. G.. Co. .374. 444. SOS. 569. 60S, 883
Closed Cars. Conestcga Traction Co.. *64
Orders 62. 101, 140, 172.
275. 276. 308, 340, 372, 409, 476. 507.
634, 699, 7:::. 764. 831
Bristol Belt Line Railway Co., Basses
Discontinued 135
Bristol .V- Plainville Tramway, Power
I lint 5H5
il Co 241
ELECTRIC RAILWAY REVIEW
British Columbia Electric Railway—
Improvements
Power Plant
Ro - - -. '-'•
Track and Roadway 794
Tunnel
Transit Railway,
Financial
Broa k and Roadway b30
Brooklvn. N \ Subways
Brooklyn Bridv. - 1 Terminal 55. S30
lilroad —
Bri,: - ins 480
Transit I
'620
261
Avenue and 80th
ii
H -
696, SSI
564
2T.
650
■534
172. 34"
">P
-
t. 56
v 168. ::".".. 7'.'4
ntng
i ii. F H Machlm ry Co 700
ls....*666
Track Construct!..,]
-
798
& Smithneld
-
.236
565
-h Interurban Rail]
:ri. Rail-
4"5
norav, Rotary Converter -
•'■'-'
101
Manufacturing Co. . .
634
Terminal 134
ay —
19, 603
IV. rk
-
"214
:
:
368
■ —
-
■
« ny—
-
I.
■
D Drum Carriage *753
Cable Tracks Rebuilding in San Fran-
- ■ '704
Caledonia Street Railway. Incorporated.. J7
Calgary, Alberta. Track and Roadway..
" 306, 4".".. IT.
Calais Electric Railway. Track and
Roadway 565
California Midland Railroad —
Financial
Third-Rail Line Pn
nia Rapid Transit Co., Ineorpo-
1 304
California Street Cable Rail
Francisco. Track and Roadway..
Caiman. F.mil. ,* Co 110, 476
Calumet Electric Railway. Financial 568
Camden .v- Suburban Railway. Rolling
S36
Camden Interstate Railway —
l ■■ rwer Plant 59
Rolling Stock :7:.. ;:hs. 47"-..
Canada Electric Railway Statistics 468
lopment Co., Rollins Stock «:
Canadian Pacific Railway, Track and
Roadway 405
Canandaigua Southern Electric Railroad —
In. Q
; k and Roadway 59S. S32
on * Youngstown Railway, 'Track
,!nl Roadway 106
Canton Youngstown & Akron Railway.
Track and Roadway 440. 878
Cantril S. W., Dispatching Cars by Tele-
phone. Denver City Tramwai
Canyon i 'ii | A Roj il trie
Railway, Incorporated 304
on City Florence & Royal c.orge
Electrl. Interurban Railway, Finan-
61
Capital circuit Traction Co., Track and
way 271, S32
on —
1 kividends 8S1
Financial 2o6. 763
irporated 336
Powei l'lant 695
Cleaning, Vacuum System, Portland
. ilway -"-'
Radial, Tomlinson Auto-
matic •"'■"
House wiring. Sectionaltelng
Car Houses—
l: klvn Rapid Transit —
klvn *37
Hasp th, N. Y *190
t«4
Knoxvllle Railway A Llghl Co., Knox-
ville. Tonn * • '■"'■
Metropolitan Fire in New York
from
ilwav ,y- I Ighl Co. '282
Pit .la.k M6
Special Sit »»
I . . \Y
.n.l c in,. , rjsi - .a Paint.
By J ■ 't
l.l. m 219
mini: M m. n to
Mak.
i ' ir Wheels —
Interurban and Cil - r
Sklnni '|-;:
Hogel ■•• 439
Nol i
:il
Pool ' '"
turing c,,. n
SI
■ i
1
k and Ro ■■!•■■■ •
I
ling ..f A. • Idenl
nl. lint: ..f
I -ii
194
147, "i •
1
:,•;'.
p
■i.l- of Repairs flit
Sand-Supply, Knoxvllle Rallwaj .y
Seating Capaclt] In Milwaukee 4:'.4
Side-Entrance, Hudson & Manhattan
Railway 167
labs for Chicago & Milwai
Electric Railway »S28
i ludson Cos *7>2
Si p Signal 149, '".44
Switching, Chicago A Oak Park Ele-
\ate.l Railroad 22
Time Required at Stations t480
Trailer Operation. Advantage • 578
I'se of Contactors with Platform Cm-
trol «296
Wrecking, A Substitute for
Without Monitors
I I "US Of
Ah - ''.20
. Hosed, i Traction *64
l lining. Montreux-Bernese Obei
Elailway ■ .'2:13
teen-Ton Motor. Denver Citj
•Tramway
Interurban for Limited Service... .
Motor, Metropolitan Side Ele-
vated Railway 180
New Type, United Traction Co *223
Philadelphia & Westchest< r Trai
Co ■•687
l-Conwrtihl. . Toledo Railways .y
Light Co *32
Si' • - ni; '263
Work and Wrecking. Cincinnati T-
tion Co M'.'l
Cartersville, Ga., 'Track and Roadway.. BOS
Cassville Mo., Track and Roadway.... S32
wlssa ,y Numedla Street Railway,
'Track and Roadway 565
kill (X. V. 1 Ell ay, Finan-
cial ;:i
Cattle Guards, Expanded Metal Climax. •889
Cedar Rapid- .y low.. Citj Railwaj .y
11 Co.—
Exchange ■■! Fteighl with Steam
Instruction of Motormen 49S
Power Plant
Rolling Stock
Shop Practlci foi Motormi n 495
Suit t.. Compel Join! Rates with Bteam
Roads 167
,i- Ripids & Marion 1
Financial
Ro -
Center A Clearfield Street Ral
'Track and ROOdWBJ
c.ntiai California Traction Co. —
I'm
'Track and Roadway
Central inspection Bureau..., 101, 570. 798
< 'en t ral Interurban Trai Hon 1 '•.
Track »nd Roadway '•
on Railway, Electric Loco-
motives Discarded 39
..:•! Pennsylvania 'Traction Ci
dwa] ii" 878
c Central States Inti I Bway Map 16
Central Steel Casting Co i"l
Central T.V.- CO. —
Incorporated
ick .iii.i Roadwaj
1 ' 1 V 1.1. nds
Centi rporated
. •. ntrnlls A Sandoval Railroad, i
Centralization, Nashville Rallwaj .y
Llghl c,
:,K ■> SOUtl
. 1 .■ .
1 lhai Ii -i..» n a Summervllle Eli
Rallw
Powei Plain
lllg Stock
Tnu k ..n.l Roadwn:
I. .Me. X . ' ■ ■
S..|. *7.14
'
I I nil
r, Ibutlon ..f St.. i.
Bto< k
■
■
I'OWI
Rollll
'
("hli
166
vi
ELECTRIC RAILWAY REVIEW
Months, 1907
Mi i ropolitan West Side Ele\ ated Ra1
way, Bub-StatloD *69
Northwestern Elevated Railway, Rav-
wood Extension *810
Standard Rail *15T
Traction Situation
16, 55, 135, 167, fl76, 268, 302, fS4i
3S4
Arbitrators Hold Hearing.., 875
Chicago City Railway Accepts New
Ordinances -1U4
Chicago I !omn epts Ri organ-
ization Plan 791
Ordinances t-1, 91, 98 201
Long Through Routes Offered by
New Ordinances *430
Improvements Required Under New
Ordinances : 1 18 150
Mueller Certificates Not Legal. tall. 534
Ordinances Approved by Republican
Party
ordinances Passed 11.6. t44x
ordinances Passed Over Mayor's Ve
to 1211. 219
Plan of Consolidation 494
is for Subways 593
Progress of Traction Campaign 384
Purchase of Supplies Authorized in
i 'hicago S5S
Reorganization Plans 561. 691
Chicago & Elgin Electric Railroad, Track
and Roadway 503
Chicago & Joliet Electric Railway —
Dellwood Park *224
Wage Increase 629
Chicago & Milwaukee Electric Railroad —
Annual Report 4S2
Exchange of Freight with Steam Roads
669, 687
Financial 307, 339. 506
Joint Rates with Steam Roads 355
Rolling Stock H". 603, 699
Special i labs for Cars *328
Supreme Court Decision In Re Par-
alleling Steam Railways 1413
Terminal Station 292
Track and Roadway 271. 536, 729, xTx
Chicago & Oak Park Eleyated Railroad —
Financial 206
Switching Car 22
Chicago & Southern Traction Co. —
Financial 568
Sale of Controlling interest 525
Chicago & Southwestern Electric Rail-
\v a y, Incorporated 57
Chicago & Western Indiana Traction Co. —
Financial 171
Track and Roadway 16S. 472, 503, S32
Chicago & Wisconsin Traction Co., In-
corpora ted X77
Chicago City Railroad, Incorporated 96
Chicago City Railway —
Annual Report 247
Car Houses 409, 764
Dividends 763
Fender Test 692
Financial 28, 763, x:;:., 881
Rolling Stock 62, 476. 507, S82
Track and Roadway 503, 12
Types of Track, Proposed 619
Wage Increase 43'.*. 726
Chicago Electric Traction Co. —
Financial 797
Rolling Stock 275
Chicago Engineering & Construction Co. 209
Chicago General Railway, Financial 506
Chicago Great Western Railway, Track
and Roadway 694, 760
Chicago Hammond & Gary Electric
Railroad. Incorporated 51)3
Chicago Indianapolis & Terre Haute
Railroad. Incorporated 564
Chicago Kenosha Milwaukee & Lake Ge-
neva Railwav. Track and Roadway
440, 503
Chicago Lake Shore & South Bend
Railway —
Financial 663
i Plant 306, 37". 631
Rolling Stock 275, 540
Track and Roadway
86, 58, 204, 237. 271, 305, 106 694, xtx
Cldeago Milwaukee & St. Paul Railway.
Rolling Stock 62
Chicago-New York Electric Air I I
Railroad 28, 628, 737. 759, 831
569
Temporars Receivership 791
Chicago Ottawa & Peoria Railway —
Incorporated 564
Track and Roadway 59S
Chicago Pneumatic Tool Co
101, 209, 275, 276, 569, 570
Chi' ago Railway Equipment ('" 809
Chicago Sanitary District. Work of. By
[sham Randolph 873
Chicago South Rend >V- Northern Indiana
Railway —
Financial 171
l'ow or Plant 205
Rolling Stock 340, 732
Terminal Station 798
Track and Roa dwa v
368, 106, 4 1". 536, 694, 729, 760
Wage increase
i i i. ., ;o Subwaj Co., F lial , .807, 568, i9'
Chii ago i nlon Ti a> i
Car House
I louse Destro Ire 167
Depreciation Charges '
Financial 28, 61
Maintenance and Depreciation Charges 24,
Ung Stock 62, 208, 476,
Track and Roadway 503
Chicago Waukegan & North Shore Rall-
Track and Roadway 760
Chihuahua, Mex., Track and Itoadwax 13,
Chillicothe, Mo. Track and Roadway... 53u
Chimneys, Draft. Wastefulness of 715
Chippewa Vallej Electric Railway —
Power Plant 834
I aiding Stock 699
Station ,:;"
Choctaw Railway & Lighting Co., Power
Plant 695
Cincinnati * Ft. Wayne Traction, Track
and Roadway 878
Cm, innati Bluffton & Chicago Traction,
Track and Roadway 406
Cincinnati Car Co., Orders
nil, 140, 20S, 240, 275, 372, 476, 307,
569, 664, 732, 797
Cincinnati Georgetown & Portsmouth
Railroad-
Car House 569
Rolling Stock 603
Track and Roadway • 137
Cincinnati Iron Store Co 444
Cincinnati Lawrenceburg & Aurora E
trie Street Railroad. Comparative
Statements of Receipts *229
Cincinnati Milford & Lowland Traction
Co.. Rolling Stock 140
Cincinnati Newport & Covington Light
& Traction, Financial 99. 307, 763
Cincinnati Northern Traction Co.—
Financial
Track and Roadway .. .97. 168, 368, 106,
Cincinnati Reading & Middletown St.-ct
Railroad. Track and Roadway 694
Cincinnati Street Railway. Dividends.... 835
Cincinnati Toledo & Detroit Short Line
Railway —
Financial 2S
Track and Roadway 368
Cincinnati Traction Co. —
Car House 109, 764
Employes 78 ,
Work and Wrecking Car *191
Citizens' Railway & Light Co. —
Rolling Stock 372
Substation "38
Citizens' Light & Transit Co., Track
and Roadway 5S
Citizens' Railway —
Incorporated 137
Rolling Stock 101, 14". 208
Track and Roadway 97, 537
Citizens' Traction Co., Dividends 69S
City Railway (Dayton. O.) —
Financial 01
Rolling Stock 476, 50 1
City Traction Co., Grafton. W. Ya..
Track and Roadway 407
Claims —
Alliance Against Accident Frauds.... 234
Handling of. By E. C. Carpenter ♦123
Interviewing Accident Witnesses 257
United Railways of Baltimore. Convic-
tion for False Claim 854
Claremont (N. H.) Railway .V- Lighting
Co.. Power Plant 73"
Clark. C. It.—
Derailing Devices '8
Rail Joints 76, 7i
Track Construction in Paved Streets
73. 74. 75
Clark Electric Co 341
Clark Electric & Manufacturing Co.,
Soldered Rail Bond *32
Clark's Summit & Lake Winola Street
Railway. Incorporated 693
Clarksdale Covington * Collierville In-
terurban Railway. Incorporated 793
Cleveland-
Fare Controversy 1279, f375
Municipal Traction Co., Earnings 1211
Track and Roadway 36S
Traction Situation 11. 55.
1-66. 93, 135. 166. 2"2. 235. 301. 365, 466
king of Peace Agreement 557
Controversy Over Central Avenue
Franchise 593
Decision on Csntral Avenue Fran-
i hise Case . . . .* 691
Disagreement on Valuation 432
D cussion of Valuation 466
Injunction Against Low Far, Com-
panies 624
Legality of Property Owners' Con-
sents 653
Rejection of Holding Company Plan 499
Renewal of Controversy 479
Three-Cent Fare Exp 'rimenl a Fail-
ure +511
Ultimatum from Cleveland Electric
Railway 533
Cleveland ,V- Indianapolis Interurban
Railway—
Incorporated 25
Track and Roadway 58, 76"
Cleveland & Southwestern Railway. Fi-
nancial 28
Cleveland iv Southwestern Traction Co. —
Annual Report 131
Car House 507
Financial 139. 307
Cleveland Alliance & Mahoning Valley
Railway, Track and Roadway
204. 271, 36S. 503
Cleveland Ashland & Mansfield Railway,
Track and Roadway 739
Cleveland (O.) Electric Railway —
Dividends 639
Financial 539
New Holding Company +66
Rail Joints 76
Reduction in Ticket Fare +4
Track and Roadway 760
Cleveland Painesville ,t Eastern Rail-
road. Financial 697
Cleveland Pneumatic Tool Co 373
Cleveland Southwestern & Columbus-
Financial 139, 339. 475, 568. 602.
Incorporated 336
Rolling Stock 882
Track and Roadway 694. 729. 794
Climax Stock Guard Co. —
Expanded Metal Cattle Guards *X39
Farm Crossing Gates ♦242
Clinton Street Railway, Rolling Stock... 30S
Clinton Wire Cloth Co 508
Clubs-
New England Street Railway 59,
Annual Meeting 415
Car Testing. By A. S. Richey 320
December Meeting 14
Electric Railway Telephone Service.. 189
Public Relations and Capital Inter-
ests 7"x
New Y'ork Railroad —
Conducting Electrification Work. By
Walter C. Kerr 3S4
Safety of Electric Locomotives. By
F. J. Sprague 390
Western Railway 27U
Club Houses-
Georgia Railway & Electric Co 16
Portland Railway 23
Coal Belt Electric Railway —
Interurban Passenger Station 540
Rolling Stock 172
Coatesville & Kennett Railway, Track
and Roadway 305
Cohen-Schwartz Rail & Steel Co 309
Coldwater & Battle Creek lot rurban
Railway, Track and Roadway 16S
Collins. J. C, Electric Railway Shop Ac-
counting 866
Collins, W. H., Shop Practice, Central
New York 855
Colorado & Southern Railroad. Electrifi-
cation *221
Colorado Springs & Interurban Railway—
I tome-Built Cars : 3 i I
Rolling Stock 373
Columbia & Manor Electric Railway.
Track and Roadway 060
Columbia & Walla Walla Traction Co..
Track and Roadway 66". 760, x::j
Columbia Brake Shoe & Foundry Co.... 41"
Columbia Machine Works & Mallei u
Iron Co. —
Combination Steel and WTooden G ai
Case •310
Improved Axle Straightener *799
Columbia Metal Supply Co 733
Columbia River Outlook & Northwestern
Railway, Incorporated 336
Columbus, O. — •
T-Rail Controversy 14. 2"2
Track and Roadway 537
Columbus & Lake Michigan Railroad.
Track and Roadway I
Columbus & Northern Traction Co..
Tra.k and Roadway 537
Columbus Delaware & Marion —
Express Service ._■ • 23
Financial 274. 539
Freight Station 20S. 409
Rolling Stock 340
Track and Roadway 137
Columbus Greensburg & Richmond Trac-
tion Co.. Track and Roadway 97
Columbus Kenton & Lima Railway. In-
corporated 629. 694
Columbus (Miss.) Light & Railway Co..
Incorporated 739
Columbus Magnetic Springs & Northern
Traction Co. —
Rolling Stock 340. 372
Track and Roadway 97. 503
Columbus Marion & Bucyrus Railroad.
Track and Roadway 204. 660
Columbus Marysville & Bellefontaine
Railway, Incorporated 598
Columbus Newark & Zanesviile Electric
Railway. Rolling Stock 340
Columbus (Ga.) Railroad —
Rolling Stock 569
Track and Roa dway 87S
Columbus (O.) Railway. Dividends. .539, 69S
Columbus Railway & Light Co. —
ELECTRIC RAILWAY REVIEW
vil
Financial 2S. 408,
Rolling Stock 409, 569
Wage Increase 535
Columbus Und.) Street Railway & Light
Co-
Track and Roadway 694. T94
Columbus Traction Co., Incorporated 25
Columbus Urbana & Western Electric
Railway —
Financial 408
Track and Roadway 472, 504. 832
Commissions, Railroad —
Illinois —
Electric Railway Report. 1906 350
Indiana —
Safety Appliances and Crossings 873
Tax Assessments 592
Haas ichusetts —
Annual Report 146
Freight Service Hearing 301
Fares, Ruling On 365
New York —
Drawbridge Rules 302
Ohio-
Grade Crossings 23
Steam Road Competition Held Dis-
crimination 591
South Dakota —
Jurisdiction Over Electric Railways. +211
ington —
Jurisdiction Over Interurban Lines. . 60
Wisconsin —
First Biennial Report 624
Jurisdiction Over City Lines 24. t33
Service Investigation
270, 2S6. 393. 434, 455. »558
Valuation of Electric Railways 202
Commutators, Homer 277
Compressors. Motor. National Brake &
Electric Co *63
Conard. Thos. P., & Co 208
Concrete —
Power Plant. Potomac Electric Co ...•747
Power Plant. Seattle Electric Co..
;.-etown '844
Railway Ties. American Engineering
Association 351
Shops. Seattle Electric Co *806
Transmission Towers. West Penn
Railways 713
Trolley Arches, Toledo & Indiana
Railway
Trolley Poles *589
Concrete. Reinforced —
Made with Slag 805
Poles *639
Tests of 7:''".
Condensers. Leblanc '457
rs. Student Records in Memphi- '
-toga Traction Co.. Closed Cars '64
Brooklyn Railroad, Fl-
at 443. 539, 633, 7C3
Conley Frog & Switch Co 798
Conneaut A: Erie Traction Co., Rolling
476, 507
lie, Ind.. Track and Roadway.. 504
Connecticut. Electric Railway Financing 162
it Railway & Lighting Co. —
339. 881
97
P.oll-
240. 30R
173
' lulpment Co 700
led Railway —
HI
330
I 206. 602. 63"
3to< k
■
■
! .11-
I
illway.
■
•
I
I
I
•
Proposed Roads Near Illinois-Wiscon-
sin State Line '361
Seattle Electric Co., Georgetown Power
Station *S44
Shops, North Jersev Division, Public
Service Corporation •344, «380
Southwestern Traction Co., Extension. *751
Substation, International Railway *214
Substation, Metropolitan West Side
Elevated Railway. Chicago *69
Substation. Schenectady Railway *809
Terminal Station. Philadelphia, Pa •$
Vallejo Benlcia & Napa Valley Rail-
road. Extension to St. Helena 390
Continental Engineering Constructing Co. 508
Continental Passenger Railway. Divi-
dends 797
Control —
Regenerative. By A. Raworth |34, «47
Recent Improvements —
By G. H. Hill '856
By Clarence Renshaw '859
Controller Connections. By R. G. Stew-
art 330
Controllers, Wrong Motor Connections..
587. '71.'
Conway Electric Railway —
Boston & Maine Seeks to Purchase
Control 287
Financial 697
Cook's Railway Appliance Co 208
Cooper Heater Co., Car Heater "542
Coos Bay Gas & Electric Co. —
Rolling Stock 444
Track and Roadway 368. 441
Copper Production In United States
During 1906 U45
Corbin & Nashville Railroad, Track and
Roadway 537
Corinth & Shlloh Electric Railway, Track
and Roadway 630, 694
Corn Belt Traction Co. —
Incorporated 137
Track an. i Roadway 368
Corning Keuka Lake & Ontario Railroad,
Track and Roadway 794
Corpus Chrlsti Street Railway, Incor-
porated 271
Corry & Columbus Street Railway, Track
and Roadway 832
Corsicana & Palestine Interurban Rail-
way. Track and Roadway 168
Cortland & Auburn Railroad, Track and
Roadway 660. 729.794
Cortland County Traction Co.—
Financial 697
Track and Roadway 894
Cortrlght Metal Roofing Co 341
Couplers —
M. C. B. for Interurban <^irs «64«
Standardization +842
Covington, Ky., Improvements 91
Covington & Southwestern Traction Co. —
Financial 171
Track and Roadway 44 1
g Co 699, 883
Crafts. P. P., Freight Handling by
Electric Lines 618
Crane Co HI
Cranes, Yard. AJr-O] J.n Fran-
cises Jlway *761
■ ■. ill.-. In. I . Trai
v 508, 66.".
M.tors for Rolling Mills
-ings. Right ..f Way +67
831
! ,v West, rnpoi I
Rail* Plant
• ' .r Trui k Co
Pi mi
Flniu
1
441
4(1
|
Dayton & Troy Electric Railway, Track
and Roadway 660
Dayton Covington & Piqua Traction Co.,
Rolling Stock 30s. 444
Dean Electric Co 62
Decatur Sullivan & Mattoon Transit
Company, Incorporated 236
Decatur Taylorville & Litchfield Trac-
tion Co.. Incorporated 96,236
Defiance, O., Track and Roadway 336
DeKalb-Sycamore Electric Co., Track
and Roadway -37
DeKalb-Svcamore Interurban Traction
Co.. Financial 239
Delaware & Hudson Co. —
Electrification Proposed 166
Financial 663
Delta Electric Light Power & Manufac-
turing Co.. Rolling-Stock 732
Denton, Tex.. Track and Roadway 504
Denton Interurban Railway & Power
Plant Company-
Incorporated 503
Track and Roadway 565
Denver. Colo.. Track and Roadway 537
Denver & Greeley Railroad-
Incorporated
Track and Roadway S78
Denver & Interurban Railway —
Denver-Boulder Line 321. +411
Extensions 221
Glol.. \ ill. -Semper Line *221
Rolling Stock 310, 372
Shops 444
Track and Roadway 441. 832. 8<8
Denver & Rio Grande Railroad, Track
and Roadway 305
Denver & s..uth Platte Railroad-
In. . rporated 503
Track and Roadway 694, 760
Denver City Tramway Company —
Artistic Trolley Poles '531
Car House 3"3
Ca' -nal 419. +544
Cost of Storekeeping +34. *40
tchlng Cars by Telephone..
Extensions *^}
Financial 29'.?,»
- 14-Ton '447, M52
HotOT <"ars. Weight of 482
Motormen's School ls»
Motor-Out Indicators *L
Plow-Car. for Street Surfacing *263
Power Plants 99. 63S
Step Signal 449, «44
Records of Purchasing Department. .. . *4..
Track i ml Roadway 26. 368
Trailer Cars. Description of '578
Trailer Operation t576, *578
Trainmen Withdrawing Wages fron
. Collections
Tripping F. nders and Sanding Track
- lUtheastern Railway. Financial 100
date .v Hershey Street Railway. In
corporated 660
, See Accounting.
I '. railing Devices • "8
33i'
Track and K '-1,
Franchise
trie
Fi. "•■••• •''»
Ti :'-
Detroit, Ml ...
Municipal Ownerehlp «J
Michigan Supi -.Ion... 697
„-.
T.
runnel BSIeetrl
■ *M
I. 60 782
■
II indllni
.■..
viii
ELECTRIC RAILWAY REVIEW
hone or Telegraph
W nl, ih, Ti ,'i, j-702
Co 798
Doble. Abner, Co 700
I "•,!-■ .>. I laj 209, 275, 764, 799
Doors, Fire 1 ,■■ ■ - Manvllle
Co »31
Dossert & Co 101. 373, 444. 508. 699
Connectors 173
DonKliis ,v Coos Electric Railroad, [m
porated 6 7 7
Douglas Street Railway, Rolling Stock., 540
I ',., Co 277
Drummond's Detective Agency 508
& i 'astern Railway, I porated , 660
i may, c n.—
Accountants' Convention —
Depreciation 527
Dulutb, Minn., Track and Roadwaj 537
! lulu! h Street Railway
Office Building 5«9
Rolling stock 808
Track and Roadway 504, 694
Wage Increase 628
Dunbar, S. R., Issuing of Supplies *68Z
Dunkirk, N. Y.. Truck and Roadway. .168, 305
Dunlap. Orrin !•:.. The Acheson Effect.. 636
Dunnville Wellandport & Beamsville
Railway, Track and Roadway 760
l hi, hi,, in Belleville & St. Louis Electric .
Railway —
Financial 602
Track and Roadway 59S
Duquoin Rapid Transit Co., ,»■ .m.] 96
Earll, Charles I.. Orders 341
Kami 1 1
Electric Railway toll
Municipal Traction Co., Cleveland. .. .1211
Operative, Stone & Webster 178, flOS
Bast Hampton, Conn., Truck and Road-
wax 694
East Reading Passenger Railway, Finan-
cia 1 100
East Liverpool Traction & Light Co. —
Power Plant 238
Track and Roadway 26
Eastern Iowa Traction Co., Track and
Roadway 204
East London Railway. Electrification
Considered 185
East St. Louis & Suburban Railway —
Conductors, Prosecuting Dishonest 669
Dividends 539
Financial 371
Rolling Stock HO. 208
Shops 409
East St. Louis Southeastern Railroad, In-
corporated 472
East Shore & Suburban Electric Rail-
way-
Rolling Stock 797
Track and Roadway 537
Eastern Ohio Traction Co.. Financial
602, 763. 881
Eastern Pennsylvania Railway —
Rolling Stock 476
Fiack and Roadway 406, 504, 565
Eastern Wisconsin Railway & Light Co.,
Rolling Stock 141
Easton. Pa,. Municipal Ownership -j-103
Easton ip'a.i Transit Co.. Financial 443
Eau Claire Gilmaiiton & La Crosse Elec-
tric Railway. Track and Roadway 58
Eck Dynamo & Motor Works 209
Economizers. Efficiency. Discussion of . .f768
Edison Electric Co 30
Edmonton. .Alberta. Track and Roadway. 694
Edmonton. Alberta. Municipal Railway,
Power Plant , , 730
Edmonton, Alberta, Electric Railway,
Track and Roadway 729
Edwards. ]|. M.—
Accountants' Convention —
Depreciation 529
Edwards, O. M., Co 172. 699
Plant »572
Elastic Metallic Packing Co 883
Electric Automatic Railroad Safety Sig-
nal Co ." 665
Electric Controller '& Supply Co 837
Electric Fountain Company of America. . 101
Electric Locomotives, New York New
Haven & Hartford Tests 563
Clctiic Motors Versus Steam Locomo-
tives. By Lewis B. Stillwell and
Henry St. Clair Putnam *lf,n. tlTfi, 192
Electric Properties Co., Financial 633, 835
Electric Railway Equipment in 1907 t3
Electric Railway Equipment Ordered in
1906 t3, 5
Electric Railway Financing 162
Electric Railway Improvement Co 508
Copper Welded Rail Bonds »117
Welded Rail Bonds «800
Electric Railways —
Competition with Steam Roads t842
Growth in Central States 501
Relations to Municipalities 94
Views of Lucius Tuttle 471
Electric Securities Co.. Incorporated 304
Electric Service Supplies Co
30. 373, 634, 699. 733
Electric Storage Battery Co
101. 309. 444. 603. 836
Exhibit at Chicago Electrical Show.... 142
i i i, ,v llwlianlic C, , Incorporated. . 831
Electrical Apparatus in 1905, Sale of. ... 707
Electrical Engineers, American institute
of—
Annual Meeting 94
692
Ctrlcal Installation Co 275, 276
Klectrili, ation
Conducting Work. By W. C. Kerr... 384
Discussion of Operation. By Frank J.
Sprague 685
Dlsi ussion of Paper by J. P. Sprague.. 719
London Brighton & South Coast Rail-
way 326
Long Island Railroad 531
Cost and Results of Operation -f-GTO
New York Central & Hudson River. . . 564
West Shore Railroad *S14
Elevated Railways —
Philadelphia Rapid Transit Co.. Market
Street Line Opened *315
Rio de Janeiro. Brazil 187
Elgin & Belvidere Electric Railway —
Operation and Construction *322
Proposed Roads Near Illinois-Wisconsin
Line »361
Rolling Stock 444. 476
Track and Roadway 137
Elizabothtown, Ky., Track and Roadway
97, 305
Elk Street Railway, Track and Roadway 137
Elkins Electric Railway —
Incorporated 503
Rolling Stock 836, 882
Track and Ri ladway 832
Ellwood City & Hazel-Dell Railway —
Incorporated 4,2
Track and Roadway 537
Elmira Corning & Waverlv Raih ,
Track and Roadway 368, 537
Elmira Water, Light & Railway Co. —
Power Plant 272
Rolling Stock 29. 340
El Paso. Tex.. Track and Roadway 729
El Paso Electric Railway. Rolling Stock
540, 699
El Paso Suburban Railway. Incorporated. 564
Eminent Domain —
Interurbans in Texas 135
Minnesota 302
Employes —
Benefit Associations —
Ft. Wayne & Wabash Valley S76
Interborough Rapid Transit Co 134
Montreal Street Railway 869
Boiler Room f279
Benefit Association. Portland. Ore 94
Car House and Shop 117
Cincinnati Traction Co 787
Conductors, Prosecuting Dishonest.... 669
Defrauding with Duplicate Registers. . 1737
Efficiency of Labor "767
Helpers for Conductors, Pittsburg Rail-
ways Co 135
Motormen's Schools ,213
Motormen's School. Denver City Tram-
way Co *185
Pay from Daily Collections -554
Pension System. Washington Railway
& Electric Co 24
Personality in Handling 750
Portland Railway Co., Club House 23
Premium System. By Ernest Gonzen-
bach S9
Prizes for Hours of Service 94
Rewards for Satisfactory Service 134
School at Youngstown, 0 367
Student Records, Memphis Street Rail-
way Co *90
Time Card System, Nashville Railway
& Light Co *147
Track Work. Steam Road Foremen for.|C69
Engineering. School of Railway and Ad-
ministration. University of Illinois.. 786
Engineering Societies Building. Dedica-
tion 404. *45S, 532
Engines. Choice of f767
Enid City Railway-
Incorporated 203
Track and Roadway 168, 271
Track and Roadway 794
Enumclaw, Wash., Track and Roadway.. 537
Equipment Available for Electric Rail-
way Service in 1907 t3
Erie Cambridge Union & Corrv Railway —
Rolling Stock 340. 507, 540
Track and Roadway 878
Erie Railroad —
Electrification 50, 203
Ganz Steam Motor Cars »871
lators, New York & Long Island
Tunnel 134
Eugene ,v Eastern Railway —
Incorporated 660
Rolling Stock 732
Track and Roadway 729
Evans. W. H., Cars for Long Travel 129
Evansville, Tnrl.. Track and Roadway 537
Evansville & Eastern Electric Railway —
Ca r House 798
Line Opened 792
Track and Roadway 26, 565
Evansville & Southern Indiana Traction
Co.. Financial 2S, 207
Freight and Passenger Station 373
Incorporated 25
PasseiiHct Station 444
Strikes 691, 727
Track and Roadway 5S, 441, 598, 729
Evansville Electric Railway, Power Plant 169
Evansville Henderson ,\i l.'niontown Trac-
tion Co.. Track and Roadway 406
Evansville Princeton ,fc Vincennes Inter-
urban Railway, Power Plant 505
Evansville Suburban Ai Newburg Rail-
way—
Stations 764
Track and Roadway 832
Evansville Railways Co. —
incorporated 877
Financial 881
Evaporation Per Square Foot, Rates of.t376
Eveleth, G. E.—
Derailing Devices 79
Span and Catenary Construction *80 *88
Emus & Howard Fire Brick Co 836
Exeter Hampton & Amesbury Street
Railway, Car House 340
Exposition of Safety Devices 95
Express Companies. Contracts with Elec-
tric Lines 502, 759. |769, 802. 830, 876
Express Service —
Boston f 414
Boston & Worcester 334
Boston to Springfield. Mass 831
Columbus Delaware & Marion 23
Consolidated Railway Co. of New Ha-
ven 330
Indiana Union Traction Co 23
Massachusetts 301
New York Subway -fl
Fairbanks. Morse & Co 173. 733
Gasoline Motor Cars for Passenger
Service *839
Fairchance <& Smithfield Traction Co.,
Track and Roadway 694
Fairchild. C. B., Track Construction in
Paved Streets 75
Fairfield. Me.. Track and Roadway 729
Fairmont & Clarksburg Traction Co.,
Track and Roadway 5S
Falkenau Construction Co 141
Track and Roadway 598
Fare Register, Moore *801
Fares —
Altoona & Logan Valley 167
Brooklyn Rapid Transit Co -34
Comparative Statements, Cincinnati
Lawrenceburg & Aurora Electric
Street Railroad *229
Coney Island Fare Decision 56
District of Columbia 95, 268, 269
Five-Cent. By John A. Beeler 420
Indiana, Cent-a-Mile Passenger Rate..
134. 201
Jersey City Ordinance Requiring Seats
For All Passengers 167
London 843
Memphis Court Sustains Low-Fare Or-
dinance 470
Merchants Cease Refunding 439
Mileage Books. Indiana Columbus &
Eastern Railway 404
Minneapolis. Low-Fare Controversy...
235, 256
Municipal Low-Fare Railway in Jersey
City 93
Omaha & Council Bluffs Bridge Co 434
St. Joseph Railway Light Heat &
Power Co.. Discontinues Four-Cent.. 334
School Children, Lincoln. Neb 366
Single, on Connecting Systems 365
Steam Roads Interchange with Electric
Lines 94
Three-Cent in Cleveland a Failure t511
Two-Cent Fare in Indiana, Interurbans
Not Affected by 659
Urban, Doubtful Adequacy of t671
Fargo. N. D., Track and Roadway 504
Farmington Street Railway, Rolling
Stock 240
Farnbam, Third Rail 771
Fay. J. A.. & Egan Co 309
Fayetteville (X. C.) Street Railway &
Power Co.. Track and Roadway. . . . 599
Federal Railway & Signal Co 30, S36
Feeder and Return Circuits. By Henry
Docker Jackson 188
Feeder-Handling Derrick at Los Angeles. *S13
Feedwater Heaters. Two-Stage 330
Fender Tests. Massachusetts Railroad
Commission Report 404
Fenders —
Chicago City Railway Tests 692
Tripping Mechanism t480
Ferranti. S. Z. De. Small Valves *752
Ferrocarriles del Distrito Federal, Roll-
ing Stock 140
Ferrocarril Electrico de Lerdo a Torreon,
Rolling Stock 340, 836
Feustel. R. M., Construction of Lafa-
yette & Logansport Railway *588
Fiber. Indestructible *574
Finance, Electric Railways 162
Findlay-Marion Railway & Light Co.,
Track and Roadway 368, 472, 694
Finieum & Sharon Hill Railway, Incor-
porated 58
ELECTRIC RAILWAY REVIEW
Fitchburg & Leominster Street Railway,
r Plant
Fitzgerald Air Brake k"o lol
E, Joint Electric ami
riffs 36
rs, Wooden, in Wheel Shop *638
Track and Roadwa)
410
A 11 —
in—
1 tepp ■ lation
.
il 171. 207
172
il
Ing 713
Southern Rail-
"",
'_'; -
Lll
634
Powei Plant ^
340
,••••;■ .-.'
nd Roadwaj 86. HI- JJj
[.•, | 508
Smith (Ark i Light .* Traction Co.,
k ..ml Roadwa: »3.
p.,ri Wa - ' Railwaj
887, 271
Ft Wayne & Springfield Railway—
1 h - : Iption "'
,. k and Roadway ...
I, 566
Ft. Wayne & Traction Co.,
Ft Wayne ^ Wabash Valley Traction
Association «*
UufT- •
lyette Exl
602, 32
. lit Termln - Et. Wayne. .Vjl.O
tion in Pavi d
Ft. Wayni *■'•'•"'
•,:/• .1 .... 402
3,3
it *7u
^.- of Route
»2- -.*:;
Turn • on, Spj Run
tiue, Ft Wayne, irui
Ft u '■*•'>'•
k and Roadwa i
Ft William, Ont, Track and Roadi
us ,,f
L- ' y "
'.7.7.7.'.'..
■,
.Id
• ii'i-. N. I
irn. N. V
■ !
■
I
441
'.iT
4.;.;
c:a
. . 171
104
N
V
Davenport, la 404. S7T
Dayton, O
ir, lll 104, 793
Decorah. la 536
Defiance, >>
Demopolls. Ala 204
Denver, Colo 57
Denvllle, N. J 25
1 1. s Moines I 'm R illway
S79. 291, S14, 3 14
It, Mich
Dixon, 111
Dubuque, la
Duluth. Minn 96
Dunkirk, N. Y -'
East Aurora. N V 367
St. Louis, 111 303
Elkins. W. Va 536
Ely, Nev
Elyrfa, o 870
Enid. Okla
Efasley, Ala
Evanston, 111 '-'•'•. Si
th, Minn 439
Everett, Wash 335
Fairfield, la 168, SOS, <■
Findlay, 0 25
Ft Worth, Tex
Frankfort, tnd 16!
Freeburg, 111 36
Fremont 0 136, 367
Fn Bno, Cal 564
Frultvale, Cal 793
Gainesville, Tex 877
a, 111 303
Galena, Kan 636
Gallon, <> 439
62
Glrard, Kan 698
■ llencoe, m 57
Id, N. \ 65»
Goshen, Ind 303
Grand Rapids, Mich 236
Granite City, lll 738
Great Falls. Mont 693
River, Utah 304
Greenfield, la 367
Greenville, s. C 877
Hamilton, N. Y 489
Hamilton. '> 536
Ind "
Pa 629
N <- 693
Hot Springs, Ark 877
Ind.-x. Wash 502
Indianapolis, ind
Ishpelnlim. Mich 793
Ithaca, N y
town, N. Y 471
Janesvllle, Wis 404
Johnstown, Pa ". 335
Jollet HI 204
Kankakee, 111 888
ty, Mo 96, 104, 471. 502
.a. Wis 57
Keokuk, la 67
Kewanee, ul 471
Lawton, i ikla 67
693
Laurens. B. C. G02
Lawn nee, Kan
gton, Ky 386
Llgonler, Ind
0
Lincoln, ill. ...
Lincoln, Neb.. .
Lockport N. Y
lx,s Angeles, Cal 870
K i i 16
McAlester, I Ikla W4
86
Manltou, Colo 88
Id, O '"I
Marion, Ind
Marllr,
111.-. I'al
Menominee i
Menomoi Win
Mlrhli Ind
Ml. I, II. tow i ' •
.. I. I 10
,1 Wi-lls, Ti v
Montn
III
Ml I '
Ml'.
' I
'
Nor:
Norwalk, O 270,
Oakland. Cal
den, Utah 57, 168,
Olathe, Kan
Olympla, Wash
Oshkosh, Wis
Owatonna, Minn 204,
Pana, 111
Paris, ill
Peoria, in
Peru, Ind
Philadelphia, Pa
Phlllipsburg \ I
Phoenixville. Pa
Pittsburg, Pa 25 136,
Point lama. Cal
Port Angelus, Wash
Port Clinton, 0
Port J( n. i --mi, N. \'
'land. Ore 168, 336, P'-t.
PrOSSer, Wash
Puyallup, Wash
Beading, < >
Rli hmond i !al
Richmond, Ind
Richmond, Ya
Ri\ • I :;n4,
Roanoke, Va
Roi hester, N. Y
Russellvllle, Ark
St. Charles, in
St. Charles, Mo
si. Louis, Mo 131 171,
Salalnan.a. N. V
Salt Lake ''n>. Utah
San \ ti- lo, I' x
San 1 ilego, i 'al
San Francisco, «'al
San Jose, Cai
Sin Luis ( iblspo, Cal
Sandusky, n
Sapulpa, l. T I3D,
Schenectady, N. Y
Schofleld, wis
Seattle. Wash .'.-.. ;,7. 406, ."a.i. 598,
Sidney, la
Silver Creek, N. Y 471.
Silvia, III
South Bend, 1ml 96, 136, 139,
Southporl. N. V
Spokane, Wash
Spi h Ba 111
Springfield, in :•:..
Sulphur. I. T
Summit N. -I
Syracuse, N. y
TaCOma, Wash
Tampa. Fla
Tecumseh, Mich
Tentno, Wash
'1 si re Haute, Imi 7'.'::.
1 1 Mill. < '
Toledo, 'I
Toronto Railwaj
Troy, N. V 105, 4in.
Tulsa. 1. T
\ .,11. |o ''.I
Value "i a Shot 1 -Tei m
....
Vina, Cal
Ind, ,270,
Virginia, Minn
w.h ... Tea
Wallace, Idaho
Washington, Pa
Waterloo, Ind 140,
Watsonvllle, Cal.
Ti k
Wa
Wc athi 1 ford, 1 ex
Waal Newton, Pa
Westlli Id, N V
w hi ellng, W Va
Whltt I ■■ . ' •
Wli hita, Kan
Wilmington, N. C
Winona, Minn
wiiii, i>. 1. la
N Y
r"ork Pa
^ oungston n, ' »
Frankfort Delphi A
1
In. -.1 p.. 1 at. .1
Kill'
.
.' k ami I:
,y Mlddlotown
Flnnni Uil
Po
I
\
1 ',,1,11,0 i« »i
95
471
TL'v
168
728
66 1
881
204
7."-
4"4
831
I 18
870
793
471
728
471
168
T'Js
96
56 1
598
.'hi
96
106
629
7-^
V77
187
96
139
728
367
Jul
788
139
66 1
868
370
471
106
471
MO
881
629
171
106
100
ELECTRIC RAILWAY REVIEW
I Handling —
Birmingham Railway Lights Power Co.«648
: By P. P. Crafts
New Bi dford, Mass '623
Pen nsylvanla ' !
Toledo & Western Railroad
Freight Sen Ice s7,;
Boston & \\ fltei Btreet Railway. . 94
Freight Handling i>y Electric Lines.
Bj P P Crafts
New Bedford, Mass '523
r.'M 1 1 mi, Traction & I .Ight Co 270
Kr. i i Bell Connecting Ralrn ay, i"
corporated ,,,s
Fremont Btreet Rallwaj
incorporated i;ii"
Track and Roadvi as ,i:"
Fremont Tiffin Marlon & Southern Rail-
road, incorporated 660
French, M. J. —
Rail Bonds 7''
Thermit Rail Welding ■'■■ 'x:''
Track Construction In Paved Streets..
73, 74 . 76
Fresno, Cal., Track and Roadwas 565
Fresno Traction Co. —
Car House 540, ss2
Track and Roadway 537,832
Friendship Avenue Street Railway, In-
corporated »6
Frontier Electric Railway, Financial 28
Fuel Economizers t"i Water-Gas Plants. 509
Fuel Tests Under Steam Boilers. By L.
p. Breckenridge *'!!l1
Furnace, Hawley Down-Draft *7S4
Fuses, 250-Volt Plug *31
Gainesville (Tex.) Electric Railway &
Light Co., Financial 633
Gainesville Whitesboro & Sherman Rail-
way— _
Financial • •_'■'
Track and Roadway 237, 694, 878
Galesburg & Kewanee Electric Railway-
Rolling Stock 2*0, 276
Track and Roadway ^6
Galion Mt. Gilead & Delaware Electric
< !o.-
Financial • }«0
Track and Roadway 368, 406
Gallatin, Mo., Track and Roadway 630
Gall Preston & Hespeler Street Railway,
Cat I louse ■■ 476
Track and Roadway 661. 8cS
Galveston (Tex.) Electric Co.. Financial 539
Galveston-Houston Electric Co. —
incorporated 564, 693
Rolling Stock 882
Track and Roadway 694
Power Plant 566
Ganz Motor Cars '871
Garford Co 876
Garner, II. W., Amusements: How Should
This Feature be Handled by Operat-
ing Companies? 516
Garrettford & Delaware County Railway.
Incorporated 660
Garvin. I. T.. Track and Roadway 305
Gas Engines J33
By G. W. Bissell t475, *616
Gasoline-Driven Emergency Tower Wa-
gon. Pacific Electric Railway *689
Gates—
Crossing, Climax *242
Electrically Operated in Great Britain. 184
Rear Platform to Remain Open 402
Gear Cases —
Combination St. el and Wooden *310
LyOn Sheet Steel * 2 t 2
Gears, "Titan'- Steel *802
Geary Street Park & Ocean Railroad,
Track and Headway 832
i ieneral Electric Co
240, 373, 410. 6ii4. 665. 836
Annual Report 665
Equipment, West Jersey & Seashore
Railroad 17:'.
General Fireproofing Co 373, 635, 666, 837
General Purchasing Co 341
Genera! Railway Supply Co 734
ral Storage Mattery Co.. Storage
Batteries 477
General Supply Co 508
Generators —
Enginc-Tvpe for Direct Current, Allis-
Chalmers '840
Westingnouse Turbines for Brooklyn. .'142
Geneva Phelps & Newark Railroad, Fi-
nancial -""
Geneva Waterloo Seneca Falls & Cayu-
ga Lake Traction Co. —
Financial 61
Track and Roadway 97
G en u i n. ate Co 2 , 6
Georgia Electric Railroad. Incorporated. 4or,
Georgia Railway & Electric Co 186
Car House 340
Dividends 664
Financial 207, 443
Power Plant 27. 662
Rolling Stock 699
Shops 340. 607
Substation 681
Terminal Station 109
Track and Roadway 336 699, 694
Transportation Building 167
Germany, Berlin, Electric Railways •■>,
Glnsburg, R. i... Son-1 Co 836
GIrard i toal Belt Electric Railway, Track
and Roadway 106, 604, 666
Glasgow Corporation Tramways,] >epi I-
ation Charges +2 1.",
Glass Breakage on cars f280
Golf's Falls Litchfield & Hudson Elec-
tric Railway, Track and Roadway.. 58
Goldfleld, N'ev.. Track and Roadway 406
Goldschmldt Thermit C 508, 886
Gould Coupler Co 76 1
c [ould Storage i lai tery Co 635
Grade Crossings, Electric Cars Must
Stop at Steam Crossings 2:1
Gradenwitz, Alfred, Dining Cars. Mon-
treux-Bernese Oberland Electric Rail-
w a v "2.",.r,
Grafton, W. Va., Track and Roadway...
97, 868, 694
Grand Central Traction Co. —
Incorporated 140
Track and Roadway 504, 566
Grand Junction. Colo.. Track and Road-
way 630
Grand Rapids. Mich., Track and Roadway ''7
Grand Rapids & Kalamazoo Valley Trac-
tion Co., Track and Roadway 336
Grand Rapids Electric Railway. Track
and Roadway 630
Grand Rapids Railway —
Car House 409
Dividends 539. 698
Financial 171, 475
Rolling Stock 340
Wage Increase 40.3. 535
Grand Rapids Grand Haven & Muskegon
Railway —
Car House 798
Financial 7:12
Freight Depot 7::::
Grand Valley Railway, Track and Road-
way 97. 729. 732
Graphite —
Acheson Effect 636
In Trolley Wheel Bushings t544
Gray, J. K.. Modern Train Dispatching. .*680
Gray's Harbor Railway & Light Co.-
Power Plant 407, 538
Track 'and Roadway 565
Gray's Harbor Electric Co.. Rolling Stock 10]
Great Britain, Electric Railway Affairs.,
39. 184. 326
Great Falls (Mont.) Street Railway. Fi-
nancial 239
Great Northern Railway. Track arid
Roadway 97
Great Western Railway of England, Roll-
ing Stock 39
Green Bay (Wis.) Traction Co.. Park Pa-
vilion 94
Green Engineering Co 276, 540
Green Fuel Economizer Co 209. 540. 569
Economizer for Water-Gas Plants *609
Greenfield. Mass.. Track and Roadway.. 406
Greenfield Bernardston & Northfield
Street Railway —
Incorporated 536
Track and Roadway 729
Green River Hydro-Electric Co., Power
Plant 59
Greensboro Electric Co. —
Rolling Stock 308
Track and Roadway 729
Greensburg & Western Railway, Incor-
porated 172
Greenville & Greenwood Railway, incor-
porated 203
Griffin. W. R. —
Relation of Track to Maintenance of
Equipment *S5S
Track Construction in Paved Streets.. 74
Griffin Wl I Co 241
Grinding Machines. Roval Manufacturing
Co *173
Gulfport and Mississippi Coast Traction
Co.—
Power Plant 138
Rolling Stock 141, 540
Hagerstown & Northern Railway, Incor-
porated 236
Hagerstown (Md.) Electric Railway —
Financial 100, 171
Track and Roadway 9,
Halifax Electric Tramway Co., Car
Houses 62
Halifax .V: Suburban Electric Co. —
Incorporated 58
Track and Roadway 271
Hani. W. F.—
Accountants' Convention —
1 i.pie, iation 621
Hamilton, Ont.. Terminal Station 122
Hamilton Grimsby & Beamville Railway.
Track and Roadway 368
Hamilton Radial Electric Co., Track and
Roadway 137
Hammond, Robert, Depreciation 716
Hai n,i i ind i whiting & East Chi-
cago Elect! Ic Railway] Finance 688
llamsiead ,y Manchester Railroad, Ti
and Roadway 794
Hannaford Valley Railway, Incoi, ted 440
Hannibal Street Railway & Elect) ii Co
i Jar i louse 340
Hanover & JTork Street Railway
ineoi porat • ,i
Track and Roadway 599, *7s
llardwell. H, ('., Bluepfltlt Frame -Is:;
Harrington Signal Co 883
Harrison, F. P., Electric & Manufactur-
ing CO 172 275. 276
Hartford & Springfli id Itreel Railv
Financial i • «n
Rolling Stock 62
1 i.ek and Id. eh,', , ■ 565
Hattlesburg Street Railway, Power Plant 272
Hattlesburg (Miss.) Traction Co. —
Pow.r Plant
Track and Roadwaf 80S, 729
Havana Central Railroad, Financial.,., 634
Havana (Cuba) ElectflC Railway, Finan-
cial 339. 443
Haverhill & Arneshiii-, Street Railway,
Suhstatn.il 306
Hawkins. E. E., Rail Bonds «XI>
Hawley Down-Draft Furnace Co., Fur-
nace *734
Hays Brothers Co., Rolling Stock 882
Hazelton. Hugh. Sto,i Cars, Hudson
Companies »782
Headlights, Electric Are. By P. Uncle-
man 255
Headlights and Cat Lighting Bj R.
c. Taylor *12x
Heating, Cooper Car Heater *542
Heindle. William A.. Track Construction
in Paved Streets 75
Heine Safely Boiler Co 5tls. 671, 604
Helena & Butte Electric Railway, Track
and Roadway 271. 729
Helena Light i- Railway Co.. Track and
Roadway 537. 729
Henderson (Ky.) City Railway —
Financial 274
Rolling Stock 607
Henderson (Ky.) Tfmction Co. —
Financial 835
Incorpora ted 304
Power House 370
Track and Roadway 368.537
Henry. F. R. —
Accountants' Convention —
Depreciation 527
Heywood Brothers S Wakefield Co 837
Hickman. Ky.. Track and Roadway 137
Hicks Locomotive ,v- Car Works, ' trders
603. 699, 797
Higgins. Charles M., ft Co 276
Highland Grove Traction Co., McKees-
port Pa., Track and Roadway 368
Hill. G. H., Recent improvements in
Motors and Control »856
Himstorff. Special Cabs, Chicago & Mil-
waukee Cars *32S
Hisey-Wolf Machine Co 341
Hoagland, H. C. Single-Phase Lines.
Illinois Traction System 22S
Holman, D. F., Railway Tracklayer Co. 665
Hoi yoke Street Rail w a
Dividends 881
Track and Roadway 441
Wage Increase 166
Homer Commutator Co...' 277
Honesdale tVr Hawley Electric Railway,
Track and Roadway 537
Hornell Bath & Lake Keuka Railway —
Incorporated 203
Track and Roadway 878
Hot Springs Strict Railroad —
Financial 881
Pit Jack »46
Houghton County Street Railway, Tank
and Roadway 97
Houston Electric Co.
Power Plant 138
Rolling Stock 664. 798
Track and Roadway 137,204
Houston-Galveston Traction Co. —
Financial 100
Track and Roadway 26
Hubbard, E., Solenoid Has Engine Gov-
ernor *8S6
Hudson & Manhattan Railroad —
Electrical Equipment, Progress of 49
Financial 28, 274
Hudson River Tunnels 234
Side-Entrance Cars 167
Hudson Companies —
Power Plant at Jersey Citv. N. J 15
Steel Cars »782
Hudson (N. H. ) Pelham & Salem Elec-
tric Railway. Financial 539
Hudson Valley Railway —
Financial 732
Rolling Stock 699
Power Plant 505
Humboldt Transit Co., Financial 506
Hummelstown & Campbellrown Street
Railway. Track and Roadway 661
Humphrey Trolley Wheel Co 373
Hungerford. E. W., Opening of Market
Street Elevated Line. Philadelphia
Rapid Transit Co '315
ELECTRIC RAILWAY REVIEW
xi
_ rford, Edward, Rapid Transit in
Boston and Vicinity *709
Hunkins-Wilis Linn & Cement Co
Hunt
Hunt-Spilhr Manufactui
Hunti' s ind Road-
. 441
Huntsvlli'' Railwa) Light & Power Co..
Hun>n & Ontario Railway, Track anil
36'J
Hutchinson IntertirlKin Railway. Track
anil Roadway
:-. I'azadt-ro Sta-
I'nrlland Railway Light .v
I
Idaho .v Nevada Railroad. Track and
£36
,v Northwestern Railway, Incor-
Qllnois. !■:!•■. trie Railway Operations
350
Illinois. University "f —
KriRii ps 303
N< m I - mrse
Ingineerlng ami Ad-
mini-' . v'.
Illinois .V- Indiana Traction Co., Track
Illinois Bolt. N B :;":'
'I..!, I'll
:■.!" 109
. . . 171. '.'"7. 568, 835
mliiKton I. in. .. .in:1.
::i"
101 I, 634
k and I:
1*8, 205, 871, ::».".. 878
■ I Roadwa ■■
861, 729, 760
Illlnoi-
.ikii Line
I P«-orla 9Z6
94
Power Plant. Peoria. Ill *261
■ ■ k .275,
■ •:;."> i
227
tiia
Illinois Valles I:
i. 372
«395
Track ..I.. I Roadwa) 369
Imperial I 665
341, 883
I • . Varieties of In-
•".71
Railroad. Incorporated !"•"•
Indian
792
Prop i
lion ' '•• Track ami
I'M,
Traction
. . 798
tlon 603
t 404
. . ■.'.■:*
-
■ ...
I'.MllI
■
■
I
IHllK
.■■«
> r II
Indianapolis & Western Traction Co.—
Interurban Station 764
Track ana Roadwa] 141, 729 832
Indianapolis Coal Traction Co. —
Station
Track and F
Indianapolis Columbus a Eastern Trac-
tion Co., Limited Service
Indianapolis Columbus .v Southern
tlon i'..
Financial IS!
Power Plant 237
Rolling Stock 29
Interurban Station -'"
Rolling Stock 275
Substations S00
Track ami Roadway 661, 894
Indianapolis CrawfordsvIHe fi Danville
Traction Co., Incorporated '-'■''
Indianapolis CrawfordsvIHe A- Western
Traction Co.
Financial ■" I
Power Plant 370
Rolling Sto.k 29
Track ami Roadway -*■ 106, ^7\
Indianapolis Huntington Columbia City
,y Northwestern Traction Co. —
Financial 506
Track an. I Roadwa) .. 9 I'"' B79
Indianapolis Newcastle & Toledo Elec-
tric Railway
Power Plant
Rolling Stock 99
Track and Roadwa) B37, 661, 760. 794. n7:i
Indianapolis Street Railway, Dividends
inapollB Switch .y Prog Co. , , , 60 I
Indlanaoplls Traction ,y Terminal Co. —
Financial
Standard Brakeshoes for '679
Track and Roadwaj
Industrial Engineering .y Supply Co 7::::
Inland Eli ctrli Co Incorporated 16 1 660
Inland Power A Eld trli Co . Track and
flwas ",;"
Inspection. Adjusting Trolley Sprint
Insulating .Material, Standard Van
Work 888
Insulator Tins. Strength of 191
Insulators —
Conclusions from Tests 1767
Tcsi foi an Exceptional Service *779
Insuranci
American Railway Insurance Co.. 628
Electric Rail* Powei Com-
Interborough Metropolitan i !o
Dividends 797
Financial . 19 100, 697
o Bid on Proposi d Subways, .
:.;:,. 684
Ri moval of Unused Tracks 170
Shops |l"
Track and Roadwa) 894
Interborough Rapid Transit <'o. —
I ilvldends
Financial 171, 274, I
Rolling Siock 62 808, I7i; 684
Signal i Iperatlon I B6
Wage Increase 16*5
Interlocking, i I dlroad Commls-
[ntet national Rallw a) < !o . Buffalo
.1 • 19 82 360 I"' 1
i
i ii, otl Bi •■ h Buffi lo
a Stock
Shops
Substation at Buffalo *214
Terminal Station
Trai k i Road
891
International Traction Co., Buffalo-
Annual Report
Financial ""
Int. I '
Inti i state < "on
... Mllwauki • Electrli Pi tltlon
foi Joint Kit.
..i Fn lul> i with Bti am
i.
Division of
Electric R
, minting It
lion "•'•
hit H Mini
■
t Hani
Int. i I I.:. I I
i Imli
Interurban Rolling Stock. Exhibit at In-
dianapolis »120
Invincible Rail Joint Co 144
tola Electric Railroad, Track and I;
way
Iowa ,y- Illinois Railway, Rolling SI
lowa & Missouri Trai I Ion 8 Poi
Track and Roadway 68, II
lowa & Northwestern Railway, Incor-
ted . 96
lowa Clt) i.i ,i Roadwa] 106
i..wa Ctty-1 iavenport Traction I
and Roadwa y
Ulssoui i Tra. tlon .y I '■■ ■
Track and Roadwa)
Iowa Rallwa i I ilghl a Powei Co
pora ted
Iron and Steel Pi ■ I Ion, 1906 T-
Italy—
Blectriflcatl - 148
High-Speed Llni 165
Ithaca .y- Se a Palls Eli
Incorporated '
Track and Roadwa) 871, 599
Itlia.a Street Railway, Financial
Ithaca-Owego Traction Co., Incorporated 881
Jackman, S. !■* . Railway, Incorporated.. 728
Jackson. P. 1>
. loncrete Subst ructures 78, -v '
Steel Tics 7:. '82
Jackson. Geoi i \'> Ill
Jackson, Henrj Docket Feedei and Re
turn Systems 'ss
Jackson & Corbet! Bridge & Steel Works ill
Jackson Ann Arboi & Detroit Electric
Railway
Financial
Track and Roadvt a]
Jackson I Mich I Consolidated Tracl
Co.
Financial
Rolling Stock
Jackson i. Miss, l Kloctrlr Rallwa) Light
,y I tower i 'o
Power riant -'7
Track and Roadw j>
I 178, 695, 729
Jackson ivnii i Rallwa) A Llghl Co,
Powei riant 89
Rolling Stock i"1
Track and R Iwa) 98
Jacksonville Electrli Railway, Rolling
Stock - 172, 608
Jacksonville (Pis i Terminal Co., Track
and Ic'.niv :
Jacques, I W , Car inspection
Japan Electric Tramways 98
ison ,y Wilson Street Rallwa) . In
corporated
Jefferson City, T.-nii . Track and Road-
wa] ,;';i
i :it) (Tenn i Eli eti Ic Railway
Light .y Power Co,
In. , ,i pora ted
Track and Roadwa)
Jersey City, N J
\i Ipal Low Fan Rallfl iy.,
i irdlnance R Irlng Seats for All Fas
is '■
.1. wen Car Co 378, 7H7
, irdi . 19. I 10, 87S 109, 7H7
.n \\ i \i invllle Co.
Asbestos Doors
Combination Meter
Exhlbll at Chli ago I 10
nal Steel rul isi ... •«:!
Pi rolln l lustless Sweeping i ' i nd ■ f98
.,,,, c s Powei Plant, Illinois
Trai I Peoria
Johnson, F w . Interview Ing << ■ Idi nl
Wltm • •
Johnson K Iv BI Il Co
John " k and Ro
II & No. lie 1 Ii I
road tlv
Johnston ni ■ H • Rii
Dividends
Rolling sio, k
Track and Roadwa;
Jon, 'I
In, orporati d
ml
, ,,,,i Roadws i
inn. tlon Clt) l K 171- ftrli Railway
,■ i
Juniata Valli Btr< • i RhI i h po
m.i Uull
< : <■ n i.ik' a North
a.
ELECTRIC RAILWAY REVIEW
Kanauga Traction Co., Track and Road-
way 128
Kansas City, Mfl
Metropolitan Streel Raiway, New Tun-
nel
Viaduct "ii Sixth Streel
Kansas City & Bonner Springs Railway,
i""
Kansas Cltj & Olathe Electric Kail -
i.l —
[ncorporated 629
Power Plant
Track and Roadway ,;:;" 833
Kansas Citj >v Westporl Belt Railway
"230
Kansas City Railway & Light Co.—
I >i\i,l, ii, Is ■• 698
Financial 171, 881
Kansas City Railway Foundry Co 47''.
Kansas City St. Joseph .v Excelsior
Springs Electric Railway, it piling
«-
Kansas City St. Joseph * Excelsior
Springs Kaii«
Rolling Stock 30R.
Track and Roadway 26. 58, 59!). 833
Kansas City Springfield and Southern
Railway-
Incorporated «*«
Track ami K lway 305, 723
n Railway, Track
i ihi Roadway 833
las-Oklahoma [nterurban Rai.way,
Financial 100
Kansas Southern Electric Railway. Track
ami Roadway 695
Kansas Traction Co. —
Incorporated 4~2
Track and Roadway 599. 661
Kellogg Switchboard & Supply Co.. Con-
densers *241
Kclsay. G. H. Cost and Sale of Railway
l '< »wer 1-6
Kenansville, X. C, Track and Roadway 168
Kennett, Del.. Track and Roadway 98
Kennetl & Coatesville Railway-
Incorporated 804
Track and Roadway 369
Kenosha (Wis.) Electric Ry. —
Financial 602
Rolling Stock 372
Track and Roadway 879
Kentucky & Ohio River Interurban Rail-
road. Track and Roadway B79
Kent Traction Co.. Track and Roadway. 504
Kentucky, Electric Railway Progress.... 92
Kentucky Central Traction Co.. Track
and Railway 271. 406
Keokuk, la.. Track and Roadway 305
K, "kuk CIa.1 Electric Railway & Power
Co.. Power House 834
Kerr. Walter C., Conducting Electrifica-
tion "Work 384
Keuffel & Esser Co 30
Kevstone Equipment Co 445
Kilby Frog X- Switch Co 444
Knox Engineering Co 477
Knoxvllle Railway * 1 ight Co. —
Car House and Shops *496
Demerit System of Discipline *294
Instruction of Motormen 219
Sand-Supply Car *292
Track and Roadway :'".",. 630, 760
Kobbe Co 62
Kokomo. Ind. Track and Roadway 630
Kokonm Marion & Western Traction
Co.—
Power Plant 600
Track and Roadway 271
Kuhlman. G. c I . Cai Co.—
i trders
...208, 24". 275 S08. S40, 572 !09. 51" 569
Semi-Convertib'i C rs, Toledo Rail-
ways & Light Co *32
L
Labor —
Conditions in San Francisco -,606
Ten-Hour Daj Bill in New York 56
l.nkawanna Steel Co 640
Laconla Car Co Orders 62. 340, 372
onia Street Railway. Rolling stock.. 62
l.a Cross) & Winona Traction '',,.. In-
corporated 203
La Crosse (Wis. i City Railway —
Financial 602
i riant 699
Lacroze Tramway Co.. Rolling Stock... 664
Lafavette & Chicago Railway. Track and
dway
rette & Logansport Traction Co. —
Construction 663
Rolling Stock 56'i
Track ami Roadwaj ... -■■'. 336, 565, 833
Lake Chainplain & r.ake Placid Traction
i ill
Lake i ■.instruction Co 508
Lake Erie .v.- fount I tilroad —
i:. irporated 472
Track and Roadway 599, 630, 760
Lake Erie Bowling Greer & Napoleon
Railway. Track and Roadway 9S
Erie Fremont & Southern Railway,
porated 760
Lake sic re Electric Rail"
Annual Report •■ ';;}
Financial 61, 100, J",. 889
Run "i Private < !ar «»
Power Improvements 165
Rolling Stock
. . . . 308
M
Substation .,-•
Surprise Tests ■-•■ -
Track and Roadway 19, 794
Lake Superior Rallwaj Construction ' 0.,
Track and Roadway 138
Lake Vow Traction Co. —
Incorporated ■-■ 6;-
Track and Roadway 306, 33i, 8«
Lamps, Arc, for Low C llings *31
Lancaster & Electric Street Railway,
Track and Roadway 441.504
-i. , h'i Traction & Power Co.,
Track and Roadway 98,169
Lancaster, Pa., Rolling Stock *64
guth, Arthur, Value of Discuss ns
Blank Forms *713
La Porte, Ind., Track and Roadwaj 441
Lawrence Electric Transportation Co..
lih erporated 4,2
Leavitt, J. C. Car Painting and Other
of Taint 5S5
Lebanon Highland * Jit. Olive Railway.
Track and Roadway f6l
Lebanon-Thornton Traction Co.. Finan- _
cial • "1
Lebanon Valley Street Railway. 1 rack
and Roadway '61
Lederachville & Pennsburg Electric Rail-
Railway —
Incorporated 5S
Track and Roadway 369
Legal Decisions. Recent Electric Railway,
Bv J. L. Rosenberger 19. 51, I
232 266. 299, 333. 363. 401. 437. 46V
595. 626. 656, 690, 724. 756, 789
Legal Decisions. See Special Department
of Index.
Legislation —
California 301, 366
Connecticut 563, 791
District of Columbia 9o
Florida 628
Illinois 334. 366. 43S. 501. 563. 608
Indiana —
Cent-a-Mile Passenger Rate. 134. 2M. 438
Vestibules on Cars 93
Iowa 366. 403. 43V 470. 501
Motor Car Schedules on Steam Reads 167
Kansas -68
Massachusetts 366. 403. 563. 658
Boston Subway Bill 162
Michigan 438, 501, 830, 875
Minnesota 301, 334. 366, 403, 501, 563
Electric Railway Building, Bill to
Promote 203
Jurisdiction of Commission Over
Street Railways 134
Missouri 103, 438, 535, 597, 628
Municipal Ownership 134
Montana 501
Nebraska 268, 33,4. 366, 403, 4i0
Ownership of Interurban Lines 93
New Hampshire. Taxation of Electric
Railways 201
New Jersey 366
N ew York
168 301, 366. 4113,. 43v. 501, 535, 563.
597, 628, 658. 791
Bill for Ten-Hour Day 56
New York Rapid Transit Commis-
sion. Bill to Abolish 167
Public Utilities Bill. +448. 461. 691,
726. f736, 74.',. 768
North Carolina 438
Oklahoma 234
Ontario 366
Pennsylvania
234 263. 268. 366. 4"3. 439, 470, 501.
563. 597. 62S, 658, 75','. 792
Freight Handling r544
Rh'.de Island 439
South Dakota 439
Tennessee 403. 563
Texas 26V 301', 334, 366, 103
Eminent Domain Interurbans 135
Washington 366
Wisconsin 470
Public Utilities Bill
Lehigh Valley Transit Co.—
4'Vi
Track and Roadway
Leroy & Southern Railroad, Track and
Roadway '
Lewis Motor & Crane Co ••■■ 883
Lewisberry & Strinestown Streel Rail-
way, Track and Roadway • -' '
Lewiston & Southeastern Electric Rail-
way, Track and Roadway ..98, 271. 33,
Lewiston & Youngstown Frontier Rail-
way, Financial 443. 539
Lewiston (Me.) Augusta & Waterville
Street Railroad-
Financial 60_
Track and Roadway 537. 630. 761
Lewiston Brunswick & Bath Street Ry. —
Rolling Stock 62
Track and Roadway 26,369
Lexington ,v: Interurban Railways —
Financial 171
Improvements
1 tower Plant 50n
Track and Tea. lway 26. 5S. 7'.'1
Lexington Railway. Rolling St,- k 444
Liability, Platform Areas '<n
Llchatschiff, Dimltri, Rolling St,,ek 7'.'.
erwood Manufacturing Co 62, 208
Lighting-
Car. By K. C. Taylor *128
Lamps ovr Cai Steps San Francisco
,ad .<- San Jose t605
Supplying Power For 126
Lightning Arrest is +2
Shaw •510
Lima, O., Track and Roadwaj 337, 660
Lima & Toledo Trai tio
Recording Car Equipments 369
Rolling Stock 101, 275
Station 8*2
Track and Roadway 4'" 630
Train Dispatching •"
Lima Electric Railway & Light Co.,
Financial 171
Lima Kenton & Marion Traction Co.,
Track and Roadway 26
Limited ServiCl —
Indiana Columbus & Eastern Traction
Co 56
Interurban Line 1i04
Lincoln (111.) Street Railway-
Financial 408
Incorporated 472
Lincoln (Neb.) Traction Co.. Financial. 506
Linden Avenue Street Railway. Incorpor-
ated 96
Lisbon Durham & Freeport Street Rail-
way. Incorporated 58
Litchfield & Torrington Street Railway,
Track and Roadway 504. 761
Little Rock & Hot Springs Electric Rail-
way, Track and Roadway
.. .'. 406. 63". 661, S79
Little Rock Railway & Light Co., Power
Plant
Liverpool Corporation Tramways. Finan-
cial 697
Locomotives. Electric —
Brooklyn Rapid Transit Co *297
Central London Railway Discards 39
Effect on Curved Track *385
Exhibit at Indianapolis. Ind *120
Industrial '884
Kansas City & Westporl Belt Rail-
wav •230
Ordered in 1906 t3,
Safety of. By F. J. Sprague 390
Simplon Tunnel 51
Spokane & Inland Railway 5«
Switching. Illinois Traction System.. *351
London, England —
Electric Power Situation 1">4
Fares Increased m843
Municipal Ownership +576
Power Scheme 39
Underground Railways 326. 624
London Brighton ,: South Coast Rail-
way-
Electrification
Single-phase Equipment 39
London (Ont.) Street Railway Co.. Fi-
nancial 602
Long Acre Electric Light & Lower Co.,
Power Plant 662
Long Island Railroad —
Cost and Results of Electrification... .f670
Electrification 531
Financial 697
Rolling Stock 308
Track and Roadway 26.695
Long Runs, Cleveland to Indianapolis,
Private Electric Car 136
Lorain Steel Co 276
Lord & Burnham Co
Lord Electric Co L
Shaw Lightning Arrester *510
Los Angeles. Cai.. Feeder- Handling Der-
rick *813
Los Angeles & "wens Valley Railroad,
Track and Roadway 565
Los Angeles Interurban Railway. Sub-
station 889
Los Angeles Switch & Signal Co 883
Louisville New Albany .v. Southern Trac-
tion Co.. Track and Roadway S79
Los Angeles Pacific Co., Track and Road-
way , • • 237
Los Angeles Railway —
Car House 29
Fiesta Floats *753
Passenger and Freight Station 569
Portable Spring Seat *717
Louisiana Bowling Green & St. Charles
Interurban Railway, Track and Road-
way 895
Louisville, Ky . Track and Roadway.... 46
Isville ,x- Eastern Railroad —
Financial 13'1
Rolling Stock 308. 603
Track and Roadway 4
Terminal Station 141
Louisville & Northern Railway & Light-
ing Co. —
Track and Roadway 504,794
Wage Increase 535
ELECTRIC RAILWAY REVIEW
.1 Indiana Traction
in
Tra.k and Roadwa)
535
\ rdon Rail-
369
•
Financial ••'■ '«J
ins Stock
kc 3bo
Track and Roadway 'K
se Increas< 834
835
339, 539
Fitchburg - ilway. Ft-
nan. i . HI. 20.
Ludington. Mich., Tuck and Roadway. 'j9o
Ludington Southern Track and
Roadwaj °»*
Itenheimer Co ;0
Remick *>3o
tlon A Light l
, '_• 3. -
Tra.k an- 1 R - ■ HI
urst & Sherando Railroad, 1
236
-
'-'<-
M
ter. Thomas N., Public Utilities In
New **>4
M , 63a
minings Manufacturing
9 836
•. 87
Mcl.eer Engtl • 569
M< M "8 ■ 4--
Rall-
■• —
29
503
Tra.-k a
Iway I...
McWhorter, a. I • . • I Shop
Emi'i .11.
nd du l-
Track and Roadwa . 879
Track
. 63')
Mahr.- - ■ - Uwaj A
En - 367
61
505
Handling
-
9f
-
of Equlpmi
.•858
• Railwa;
■ i
I —
- ting
-
■
106
■
-
■
Milwaukee Light Heal A Traction Oo.,
Proposed Lines
Northern Electric Railway
Philadelphia A Western Railroad . >n
Plan for 8 - 00 i» Mil-
waukee
Pittsburg .* Butlei Street Railway 549
Rapid Transit In Boston, Location ol
Proposed Extensl
Through Routes Propos go
Ordinances
\\ . - - Railroad, Electrification... 814
Marcellus A Otlsco Lake Railway, Roll-
ing Stock -0
Marengo A Midland Railway, Track and
Roadwav 169, 566, 661
Marlon, O., Track and Roadway 630
Marion Bluffton A Eastern Traction Co.,
Description - •!'>.:
Financial *Jj4
Pa - - ition 664
Rollins Stock 409
Marion-Log rraction Co., Track
and Roadway 599
Marlboro, Mass.. Track and Roadway.
Marquette County Gas A Electric Co.,
k and Roadway
Marshall. R. W., A C
Marshfleld 0 ick and Roadway... 695
Maryland Electric Railwi
Dividends ••■ •'■';
Financial
Rollins Stock »36
Track and Roadway »99. 630
Massachusetts
-i ,.!' Powi i Plant • >p ration
Merger Suit
Massachiu nical Company... 141
sachusetta Railroad Commission, An-
nual Report H6
Matthews. I. K.. Track Construction in
Pav,: ■ - 73. 81
Matthews. W. N., A Brother, Kearney
e Clamp •»«
Mattoon Shelbyvllle I
Railroad. Track and Roadwaj 161
Maynard, Mass.. Track and Roadway. . 173
]. John A.. A Co 693
die Conneaut Lake A Llnesville
trie Railway —
Rollins Stock
Track and i: • 441
Memphis SI
Car - lions.- *H
Delay Reports JIM
Employes" Accident Reports •-•'"
Employes' Ri
Financial ... 171 -'"
Low-Fa talned bj
Memphis Court '.•"
Powi i House MJ
Rollli 101. ""■ '■■-■ J09
Student Records 90
Track and Roadway ■■'''■'
Financial — '•ill
tor Street Railway, lm orporated »»
Mi redlth Construct Ion 410
Meredith Light A RalW
:'"'- °73
Financial . . ■
Rollins S.
Track and Roadwa)
Menimac V'a Co Fli
rraction Co., Track fl-
Metals, R, covery from s
Metallni . W ash.. Track ai d Roai
Combination victor Portafa
\\ . ston Pot table Multlmi ■*o<4
Metn
Ins B(
Flnancl
tw. . n K.m-.i- i II Mo
I
Tumi. I
i
1
Track and Roadway
United States Express Co. Business...
Midd uid Ron.lv
Mlddleton id, Rolling
29
Midva - 101,
Mileage, Interurban Railwaj In Indiana.
Milford A L'xbrid • Street Railway.
Track and Headway
Mill Driving b> Blectri Ity 186
Miller Anchor Co
Milloy Electric Co
olley Base and Retrli
Milner, Idaho, Track ind Roadway. .869, 441
Milwaukee, wis ind Roadway... 26
Milwaukee A Fox River Valley Railway.
Tra.k and Ri adwaj
Milwaukee & Nortl - illway—
JJj
Track and Roadwaj *T8
Kl ctric Railway .•
redatlon t313.
Dividends ■
Financial 29, 100. 171, 807,
Power Plant ■■■■ 606
Proposed Lines *<-"■ s''
Rollins Stoi k W0. 840
Bervli e Investigation ■■...
13. 434, 466,
Valuation -"-
Milwaukee Llglit Heat .v Traction Co.—
Financial M4,«5«
Proposed Extensions 870, 871
Milwaukee Northern Railwaj
Construction JM
Financial J0J
Track and Roadway. 337. 111. 537, BS3, 879
Ftoslyn A Port Washington Rail-
road Track and Roadwaj
Mineral Weils. Tex., Track and Roadway 07i
Mineral Wells A i.ak.w, Park Street
Railwaj in o!
Mineral Wells Electric Ry.—
Rollins Stock •■••
Track and Roadwaj ■'■'
Minneapolis, Minn. Fan Controversy... 88G
Minneapolis Kansas City & Gulf Elec-
trie Railway Ti c ^ ...
Minneapolis Rochester A Dubuque Trac-
tion CO.. Shops
Terminal Stall in ■■•
Track and Roadwaj 604. 161
Mine way. I ow-Fare
Controversj -"'
Minster l.oian, . A Southern Railway—
Financial J0J
Tra.k and Roadwaj
Mississippi South! n 1 ■■ k anil
Roadwaj 53'
Mississippi Va rln R illwai
Ini '
1 ']■'
Track and i: 61 789
Missoula. Mont '■ iy. ••■ -''
Missoula -Hitler Root Ti.n lion I
Incorpoi ated
Track and Roadwa
Miss i A Kansas [nt< I .iiwa\_.
i. and Roadwa)
Iway, Trad
■
1 '•■'
OUri Water Light A Tl
Mol.il. 1 Co
i ion
Powet Plant J" '
1 I 1
M Odi
Moiin. , in i i a Watertown
Halle
Monmouth County Blectrli Railwaj
Trai i i Ro id »
Monorail. Proposed In Kew '
\l
Ti , '"•■
si, iki
I Road
Montli . II
Stock
...i
Moi
Moo
....
ELECTRIC RAILWAY REVIEW
• : i s. i \ Ice '889
Motor i lift, Patten »636
Motoi
Advantages of Pooling ••;.:•.
Economy In T280
Motormen. Student Records In Memphis »90
men's Sol Is
I>enver City Tramwaj Co »185
Know ill.- (Tenn i Railway & Light i
Wort h > in Boston, .
Motor-Out Indicators *17
Motl -is
I ommutai Ing Pole Railway »886
Commutatlng Poles, Improved 629
Direct-Current, Allls-Chalmers Co »210
Pan Alternating Current T.71
R< eni Improvements —
Bj G II Mill
Bj 1 '1. 11, 11 e Renshaw »869
Wrong Connections 687 *T12
Ml Deserl Transit Co.
Incorporated :,\
Track and Roadway 879
.mi 11 1 Etallwaj a Power Co.—
Power Plant 407, 662
Rolling Stock 836
Track and Roadway 406, 699
Mt. Mansfield Electric Railroad, Finan-
cial 4?r.
Mt. McKay .v.- Kakabeka Falls Railway,
Track ami Koa.hvav 369
Mt. Vernon, Ind., Track and Roadwas 59
Mt Vernon, O., Track and Roadway.... 9S
Mt Vernon (O.) Electric Railway—
Financial :;7i
Power Plant
Mountain Copper Co., Track and Road-
way 537
Mudge & Neefus 309
Municipal I Ownership —
Address of James Bryce 501
American Street and Interurban Rail-
way Association, Report of Commit-
tee +607. 613
Berlin, Ont 502
Chicago, Mueller Certificates Not Le-
gal +511, 634
Detroit Mich 365
Eaaton, Pa + 111.3
Lansing, Mich 230
1 tondon +376
Michigan Supreme Court Decision 597
Missouri 434
Philadelphia ('.as Plant ...... .... .'.-fin
Report. National Civic Federation Com-
mission 624, 791
Views of Henry Clews 658
Views of Henry Loomis Nelson 365
Municipal Traction Co. ((Cleveland, O.).
Financial 274
Municipalities. Relations of Electric Rail-
ways 94
Muskogee Electric Traction Co., Parks!! 7X7
N
N igasakl, Japan. Track and Roadwa] .... 98
Napa Vall.-y Electric Railroad. Track
and Roadway m
Narragansett Machine Co 4in
Nashville Interurban Railway —
Rolling stork ' 603
Track and Roadway 589, 729, 761
Nashville Railway & Light Co. —
Accident Report Blank «361
Car lions,- and Shops at Nashville .... *282
Car Repair Records »229
Employes' Prizes for Hours of Service 94
Financial H,,7
Rolling; Stock lui. 340, 664
Station 882
Timekeeping: ... !»147
Track and Roadway 337. stp
Transfer Methods »ls7
Transfer Station 72' "us
Nashville .v.- Chatta ga Electric Rail-
way—
Power Plant 205
Track and Roadwa] ', 98
Nashville & Columbia Interurban Rail-
way. Track and Roadway ::; 369
Nashville & HuntSVille Railway. Track
and Roadway ;;,;;
Nathan Manufacturing Co 71m
National Brake & Electric Co 541
Motor Compressors •(;:{
Motorman's Valve with Pneumatic
Track -Sand.-r »;J42
Portal. le Air Compressor «446
National City & Otay Railroad, Track
and Roadway ->7_'
National Civic Federation —
Municipal Ownership Report. . . 6"4 7'n
National Lock Washer Co., Window Fix-
tures »27,\
National Railway Equipment Co 608
National Railway Signal Manufacturing:
Co 883
( rossing Signal «765
National Trolley Guard Co., Description
of Guard •667
Naugatuck Valley Electric Railway,
Track and Roadwa] S79
Nauvoo, 111, Track and Roadway... .172 272
Nazareth. Pa.. Track and Roadway .' 630
Nega 1 Track and Roadway.. 729
N.-lson, Henry Loomis, Views on Munici-
pal Ownership 365
Nelson, I R., & Co 883
Nevada Mas y Los Angeles Railway.
Incorporated 187
x.w Bedford, Mass.. Electric Freight
1 [andling »628
New Bedford & Onset Street Railway.
-tit and Express Station 410
New Berlin .v. Winli.-ld Railroad. Rolling
Stock in
NeW Castle & X.w Wilmington Street
Railway, Track and Roadway 630
N.-w Departure Manufacturing: c 47c.. 5ux
New England Street Railwa\ Club. See
Clubs.
New Era Manufacturing Co 275
N.w Jersey, Public Utilities Commission
Report 471
New Jersey & Pennsylvania Traction
Co.. Track and Roadway 473, 566
New London ,y- East Lyme Street Rail-
way. Financial 171
New Orleans & Baton Rouge Railroad,
Track and Roadway 59, 98
.\,w Orleans Railway .y- Light Co. —
Annual Report 482
Dividends 881
Financial (34
Track and Roadway 791. 833
New Roads. La.. Track and Roadway., 473
x.w York, Public Utilities Bill.. ..
t448, 461. 691. 726. +736. 745. 75S
N,w York City-
Bridge. Passenger Traffic During 1906. 23
Brooklyn Bridge Loop Terminal 23
Brooklyn-Manhattan Subway Loop. 166, "221
East River Tunnel 26. 334
Franchise Taxes . - 202. 470
Removal of Unused Tracks .' 470
Subways.. 26. 269. 301. 366, 402, 43S, 563. 830
Brooklyn-Manhattan Loop 166. *221
Lexington Avenue *4si;
Local and Express Service +1
Interborough-Metropolitan Co. Re-
fuses to Bid +57.". 584
Specifications 166
Track and Roadway 661. 695. 761
Traffic Problems to Be Solved +4S0
New York & Long Island Railroad, Esca-
lators 134
New Y'ork & Long Island Traction Co..
Track and Roadway 504
New York .vt Pennsylvania Railroad,
Track and Roadway 59
New York & Queens County Railway —
Rolling Stock 507. 569. 634
Track and Roadway 879
N,w York Air Brake Co SS3
N, w York Auburn & Lansing Railway —
Rolling Stock 62
Track and Roadway 98. 272. 337, 794
N.-w York Central & Hudson River —
Accident. Electrified Line at Wood-
lawn +244. 827, «3S5. 416. 501, 628
Report on Locomotives by Board of
Engineers »385
Electric Service Increased 166
Electrification. Progress of 49.564
N( w York City Interborough Railway
Co., Financial '. 634
New Yoik City Railway —
Car Barns at Eighty-Sixth Street
Burned »829
Car House r,"2. X36
Financial 274
Track and Roadway .' 98
Transfer Rule Upheld by Supreme
Court 402
N.-w Y'ork Electric Controller Co 341
New York Interstate Bridge Commission.
Staten Island Bridge 239
N.-w York New Haven & Hartford Rail-
road—
Consolidation of Two Subsidiary Mas-
sachusetts Companies 752
Electric Locomotive Tests 563
Electric Railway Investments 24, +S42
Financial 698, 763
Track and Roadway '. 26
N.w Y.uk Northern. Track and Road-
way 369, 406
New York Rapid Transit Commission —
Abolishment of 167
Governor Hughes Recommends Abol-
ishment +2, 18
New York Switch & Crossing Co . 63
Newark. N. J„ Track and Roadway 369
Newark Martinsburg & Mt. Vernon Trac-
tion Co., Track and Roadway 441
Newcastle & Wilmington Street Rail-
way. Terminal Station 410
Newcastle Union Railway. Incorporated. 58
Newell Street Railway-
Rolling Stock 240
Track and Roadway 630
Newport ,y- Alexandria Traction Co.,
Financial inn
Newport News & Old Point Railway &
Electric Co., Rolling Stock 101
Newton & Northwestern —
Electrification «672
Financial 100
Rolling Stock '.'.'. 836
Newtown Electric Street Railway, Finan-
cial 171
Niagara Gorge Railroad, Rolling Stock..
372. (09
Niagara St. Catharines ,v- Toronto Rail-
way—
Car Houses 764
ng Stock 308
Track and Roadway 98, 169 587, 761
Nieboll. H. A., Interurban Limited Car.. n60
Nlles-Bement-Pond Co 209, 68 I
Niles Car & Manufacturing Co., Orders.
--'. 101, 172. 209, 27.",. 308, 840 476. 507
540. 569. 699. 836
Nipissing Central Railway. Track and
Roadway 72'.'
Noiseless Car Wheel Co 570. «635
Norfolk (Va.) & Ocean View Rail]
Financial :;71
Norfolk & Portsmouth Traction Co. —
Financial 171. 664
Improvements 556
Power Plant
Rolling Stock 101, 14"
Track and Roadway us
Norfolk & Southern Railroad. Rolling
Stock 308
Norfolk Railway & Light Co.
Dividends 732
Service to Jamestown Exposition 525
North Alabama Traction Co. —
Car 1 louse 208
Financial 41::
Park. New Decatur. Ala 202
North American Co., Financial....
North Dakota Railway. Incorporated.... 140
North Jersey Street Railway. Indicted
for Inadequate Service 47"
North Midland Electric Railway. Power
Plant 27
North Shore Electric Co. —
Pneumatic Ash-Conveyor *163
Rolling Stock 409
Northern Cambria Street Railway, Track
and Roadway 833
Northern Colorado Power Co., Substation 47:;
Northern Electric Railway —
Description + 7."A
Rolling Stock 172. 340. 764
Track and Roadway. .. .26, 98, 630. 761, 879
Northern Engineering Works
444. 6(13. 635. 699. 764. S36. SX3
Northern Indiana Railway, Financial.... 139
Northern Ohio Traction & Light Co. —
Dividends 698
Financial 100. 139, 602. SM
Power Plant 173
Rolling Stock 208.27.".
Track and Roadway 59, 473. 537. 630
Northern Texas Traction Co. —
Substation 631
Track and Roadway
59, 169. 205, 272. 473. 761. 79.".
Northern Traction Co., Track and Road-
way 4"7. 879
Northwest Engineering Co 700
Northwestern Electrical Equipment Co... 309
Northwestern Elevated Railroad —
Financial 371. 797
Ravenswood Extension *810
Rolling Stock 507
Track and Roadway 59, 272, 661
Northwestern Ohio Electric Railway,
Track and Roadway 537. 699. 695
Norwich Colchester & Hartford Trac-
tion Co.. Incorporated S77
O
Oakland (Cal.) Traction Co.—
Financial 308
Rolling Stock 2ns
Track and Roadway 369, 504. 507
Oakland Traction Consolidated Co. —
Rolling Stock 1111
Wage Increase 238
Oakland Transit Co.. Rolling Stock... 444
Oakwood Street Railway (Dayton. O.l.
Car House 240
Ocean Shore Railroad. Track and Road-
way 237
Ocean Shore S: Eastern Railway —
Incorporated 336
Insulators. Test of. for Exceptional
Service *779
Track and Roadway 441
Ogden Rapid Transit Co. —
Rolling Stock 764
Track and Roadway 680
Wage Increase 33 1
Ohio & Southern Michigan Interurban
Railway. Incorported 832
Ohio & Southern Railroad. Track and
Roadway 630
Ohio Brass Co 277. 341. 798
1 Satalogue «839
Tomlinson Automatic Car Coupler *541
Tools for Overhead Construction *668
Ohio Electric Railway —
Financial 7.1:;
Incorporated 728
Ohio River Electric Railway & Power
Co., Annual Report 64a
Ohio Traction Co., Dividends 602
Ohlen. John, & Sons Manufacturing Co.. 604
Ohmer Fare Register Co 540
Oil. Saving of 71.".
ELECTRIC RAILWAY REVIEW
Oil & Waste Saving Machine Co.. Centri-
fugal Oil Filter '509
Cup, Automatic *71_'
Fllter. Centrifugal '
Electric Railway. Track and
It;:'. 4>>7. >\<A
nil City, Okla.. Track and Road-
way 369
Oklahoma City Electric Railway Terminal
in. Incorporated
Oklahoma City F.l Ri - Uiweateni
Interurban Railway —
ited
Tr'ik and Roadway 7J9
• ma City Rapid Transit Railway,
porated
nma City Railway —
Development of 293
. - - 110. 764
Terminal Station
Track and Roadway 98. 566
Railway, incorporated 96
. Street Railway. Financial 61
Street Railwav. Track and Road-
879
II Bluffs Bridge i '••.. Pare
ii t 434
i ,v council Bluffs Street Rallwa
373. i!34. 733
Financial U'O. 698
1 1 >wer Plant 59, 600
trig Stock 17:. 508, 340. 540
Shelter Stations 699
29
Substation 99
Track and Roadway
81, 796, 879
W . 'Us
Nebraska Central Railwav.
k .m. I Roadwa]
i A Beatrice Railway —
of Fr.-ight with Steam Roadst212
Track and Roadwav 188, 272. 537
665
Electrification '8141
Financial 797
■ I 792
•a A Mohawk Valley Rail-
k and Roadway M
o I.lgi.t ,v Traction Co., Powi i
73t>
A Navigation Co., Incor|Mi-
793
Opera!
Announcing I *7"2
Application of Eight-Hour Day In San
Fran, lad f606
tering Indlanaixilis In 1906 96
City and Interurban Can over city
ks 556
Date] r. i».rt-. Memphis Street Rall-
•189
nlng In Large cities
Ejectment from Platform »2
Helpen for Conductors In Rush Hours IS6
Hoods for Open Platforms *753
Indianapolis -Fort Wayne Route, Pro-
66
Electric Private Car.
to Indianapolis. Ml
7-M
: h nv.r. »:.
Rig!. : ilng Point
Powei for Pumping
Minn. .
, . ;, I
■ riling Aci Idenl
■
nmen Aid In
- •;•- 27
I I
'o. —
■
89, 899
17.'
-
•7n
in i
■
.•::•■
I
Pacific A Oregon Railwav. Track and
Roadway
Pacific Electric Ralta
bar Axles from Scrap Iron
Feeder-Handling Derrick '813
- -line-Driven Emergency Tower
Wagon
s 410
Standard Couplets »646
Track and Roadwa) 142, 5 i ;•■
Waiting Station 7'.'N
Electric >* Manufa ttui Ing Co.,
Switches. . 'SIO
Pacific Express Co., Contracts With
Electric Lines 602
Pacific Tra. lion .
Car House 664
Power Plant 808
Wescott Tracklayer *MS
Track and Roadwa) jn.",. 442
Packings, Leather, Detroit Leather
Specialty Co
Padu - ei n Electi I. Railroad-
Incorporated 804
Tra.k and Roadwa] 806
Ki i Traction & Light i
I Uvtdenda
Painting. Through Tracks tn Shops ..
Palestine -i 'orsl. trimn Railway,
Trai k and Roadw ay
Palmyra .v.- Campbelltown El. trli Street
Railway, Incorporated
illway A Powei
Incorporated
Track and Roadway tm
Pant. is. it.- Oo 608
Pans ,v Northern Traction Co., Incor-
porated 7'.'::
Paris Traction Co
Financial LOO
Tra. k and Roadway 869
Parkersburg Marietta A Interurban Rail-
way. Track and Roadwav .VI7. 661
Parks —
Chicago ,\i joii.t Electric Railway,
I '• ilu -I »224
Qreen Baj (Wis.) Traction Co 94
Intel national Railway Co., Olcotl
Beach, Buffalo 802
Muskogee Electric Traction Co 7s7
North Alabama Traction Co 202
Phlladi Iphla R ipld Transit Co., Willow
Clove
Pittsburg Railways Co., Abandons 23
Toled,, Railway A Light Co., I ittawa
Hca.h 166
Twin City Rapid Transit Co Big
d
Parry. R. W.. Boiler Room I: "721
Ii a. i La I lanyada A Los Ang
Ry.. Track and Roadwaj . 442
• i Rallwa » A p o« .1 Co
II Is for Open Platforms *7.V.
Pas.... Idaho. Track an.l Roadway. 879
Pa —
Bristol Bell Line Rallwa I3G
Kokom.i Marlon A Western I '.
tlnues
Ohio Railroad ilon Ruling
West Chestei Street Rallwa] Abolli
P. it IS Foun.li \ 6G I
Patt.n. Paul R.—
Motoi i. in ■ 'HI
Ticket I ,....»478
Pawoatuck Vallej Street Railway, Pli
B81
Pawling A Harnlsi 700
k-Cleanlng..
Peeksklll Lighting ,v Railroad Co., Rolling
st... k
Insula Railway, Tra< k and Ro id» i
Peiin A Franklin Street Railway, Rolling
Penn poi ated
Ittai
Financial
p. nri-% l\ .ml. i R.illi oad
lion, Progress of 19
Rolling St.. :
Hon In p
■
Ington Rallwa) I
trl. Co I
Pel •
i
im Ington
W .
19
Perklomen Valley (Fa.) Ti In-
corporated
P> '■ > Track and Roadway. .
Petaluma .v Santa : :■ . ty, Pas-
ition
Perolln, Dustless Sweeping Compound..4
Philadelphia-
Municipal tl.is Plant t::i:;
Traction Situation
135, f243, 862, 301, 102, 568 693, 798
Philadelphia .v Easton Railway, Financial 7n7
Philadelphia ,v < '..it i et tt'oi .1 Street R
way, Track and Roadwaj 107 631
Philadelphia A Westchester Traction Co
N.w Cars ",'.\7
Terminal Station »s
Philadelphia .v.- Western Railroad
Construction '7711
Financial 797
Long Cross-i >\ era
Rolling Stock
Terminal Station. Philadelphia »8
Ti-a.k and Roadway r.:i7. 599 730
Philadelphia Co 1 Pittsburg 1, Financial
2ii7. 602
■ Iphla Rapid Transit 1 to
Financial 171, 207, 175, 506, 802
Freight Set vice in\ estlgatlon 166
.Market street Elevated Rallwa] Opened*31G
Mai ki t Street Terminal, P la.. *8
Ni « I Irdlnance 616 768
Park at Willow Grove
Pi. in for Xew Franchise
Power Plant L69
Rolling Stock 208 ill
Settlement Plan. Directors Acl on. 1 243, 262
Street Rallwa] - Plans for 1 111 -
proving
Subwa) Exits to Department Stores.
Track and Roadway ii:ll
Transfers :..;
Terminal Station . . . . '8
Philadelphia Vallej Forge A Suburban
. 1.1
Incorporated 698
Track and Roadway
Phoenix ,v- Western Development Co.,
Incorporated *77
Pledmont-i 'arollna Railwav . 1 irporat -
ed
I lion with Pub-
lic Si 1 v Ice < 'orporations
and Power SI ins 1 1\
w
•21. >.".::. •182. M98, »281. '2iM. »298,
•::::i •::.._• 100, »435, *467, •662, '694,
•7vs
Pittsburg 1
Incoi porated
Subwa; . Proposed
burg .v Biiti.t Stri ■ I Rallwa]
riptlnn •:. 17
1 luard Rail 1 instruction
Shopi
Track and Roadwa] .. h'7. r.::7. 599
Pittsburg A Westmoreland Rallwa]
Rollins Stoi k 569 664, 7^"
Ti .1, k and Roadway
Pittsburg Harmony Butler ,v New I
tie Rallwa) . Rolling Stock.
Pittsburg Mi Keesport ,v Qreensburg
Rolling St.., k 109
1 1 1. k .in. 1 Roadwaj
Pittsburg 1
trays
1 1. in. i fot i ' luctoi L86
■
Roadwa]
104, 139
put burg B. rew a Bolt Co
Steel Co I" '
pin- in 1.1 Eli ctrli Streel Rallwa]
1 in in. iii
!'"« 'I II .III 169
Rolling Slock
Ti 0 k in. 1 Roadwa j
Plalnfield A sterling Rallwa) Track and
Roadv .v
1 III I 'olll lol, I '-... of I 'ollt 1
1 pot Ittl I
Manufactui Ing Co 1 1 1
Point Loin. 1 Electric IC.illv
rlwa) ... 59
Pol.
iii Denvei
1:. Infon • .1
I ',.||. |.l.
Polk, II II Model hlng
M.i
• I ■
P.K.IIlIC Mot. II- Oil 1I11
Pooling Repah - on Bmnll Ro Id
'rtliui Eh ■ til. S'
1, .m.i 1:., 1
1
Pol I
d ■
II II 1 1
ELECTRIC RAILWAY REVIEW
Portland & Northern Railroad
Incorporated 093. 72S
Track .mil Roadway 796
Portland (Ore I Eastern Railway, In-
corporati d 760
Portland Rallwaj
ib House 28
Financial
Portland Railw ly Li sver Co.—
Casadi i i S '608
Dividends 791
Financial '•"-
Pas i initial
Power Plant
Substation T637, "Ml
Terminal Station 603, 798
Track and Roadway 869, 505, 761
Transmission Line 600
Union Passenger Terminal, Portland.
Portsmouth Street Railroad & Light I
Cat House 29
financial 172
Power Plan) -'•
Track and Roadway
Postmaster General, Annual Report....
Potomac Ele trli I 'ow - i ing-
ton, L>. C„ Tube-Generating Plant. .*747
its & Wapplnger Falls
Electric Railway, Financial 881
r.>w er —
Cost md Sale ol By G. ll. Kela ty . -
Use of Feeder Diagrams +412
Power Consumption with Trailers f378
r Distribution lss
Power Plants —
Ash i item *163
Boiler Design. By A. Bement 92
Boiler Room Employes t279
Boiler Room Kocords *721
Coating Boilei Tubes with Graphite.. t212
Comparison of Curves +7ol
Condensing Versus Steam-Heating 1*79
i tosl ot i iperation In Massachusi
Design, Modern Tendencies flS'i
Development fl76
Economizers t768
Employes, Efflciency of Labor + .6,
Employment ol Chemist for Boiler
riant f24 ■'•
Hudson Companies at Jersey City,
N. J 15
Illinois Tra<t ion System. Peoria '251
Motor-Driven Steam Valves t447
i A i Noteworthy Saving in ilil 715
Piping. Inspection of f!75
Protective Devices t571
Railway Power for Pumping t803
Seattl.- Electric Co. at Georgetown.. *844
Roanoke Railway & Electric Co 896
Smoke Prevention t769
Specific Heat of Superheated Steam. . t">"';
Spj Run Generating Station, Ft. Wayne
& Wabash Valley Traction Co *352
Standpipes, Freezing Prevented with
Lamps t280
Stations for Reducing Cost tS04
Tests of Turbo-Alternator *623
I se of Producer Gas. By G. W. Bis-
sell T475, *616
Water Supply |144
Power Specialty Co 765
Power Stations and Piping Systems. F:y
W. I. Morris
♦21. *53. H32. '191-. »231. •264, 'J
•331, *362, MOO, *4.15. *467. *562, *694,
•626, •655. '722, *755. »788
Prairie State Tra. li.it, . 'o.. I] in
Pratt & Whitnej Co 634
Presidio & Ferries Railroad. Track and
Roadway 98
Pressed Steel Car Co 277, 110, 603
Orders 44)
Preston Cat & C ih Co 699
Pries Publishing Co 241.
Prosser Ti action < v.. —
Incorporated 203
Track tin. 3 Roadwas 169
Protective Devices in Power Plants...
Providence & Burrlllvllle Street Railway.
Track and Roadway OS
Public Relations and Capital Interests,
New England Street Railway Club.. 708
Pubiit S ration of New Jer-
Powt : 11 i"t 169
Problems Confronting 484
Rolling Stock 372 664, 797
- at Camden *643
Shops. North Jersey Division *::47. »380
Track and Roadway
Public Sen lei < !oi poi ations l fenry J.
SI OWS Need .if CO
Public Utilities, New Jerses 471
By Tie. mas N. Mi Carter 4S4
Public Utilities Bill of New York
+ 4J\ 461, 691, 72.;. fi
Public Utilities. Wisconsin f80.4
Puel.la Atlixco & Metep I trie Rail-
way. Track and Headway 761
Pugel Sound Electric Railway —
Dividends 797
Finan. ial '. 539
Freight \\ 664
Investment in Timber Lands +575
Rollins Stock
Track and Headway 599, 695
'•Is
itional Railway &
Powei Co.—
Incorporated
Track and Roadwaj *33
Sound Skyhomish & Eastern
Kail.'
It;
Track and Roadwaj
Pullman Co I Men
Pullman La Cross. & Columbia River
Railroad, Track and Roadway 833
Putnam, Henry St Clair, Substitution ..f
the 1 ' i the Sti am
I nr in '150, 1-176 192
Putnam S Rhode isl i Street Railway,
Incorporated 72*
Putnam -y Westchester Traction Co.,
i, and Roadway 205
Puyallup Valley Northern Transit Co.,
Tra.k and llnti.lwav 369, 537
Radford Water Power Co., Rolling Stock 569
Rail Bonds —
Brown Plastic *66S
Clark Soldered *32
Welded
Kail Chair, Gilchrist '838
Rail Corrugation. American Engineering
Association 351
Rail Joint Company of Canada. Limited 341
Rail Joint Company of New York 141
Rail Sections, Standard. Fly C. c. Reel
75. •Ill, "112
Rails —
Corrugated fl03
T-Rail. Columbus Council Prohibits..
Railway Commercial Training School.... 62
Railway Safety Appliance Co 764
Railway St.-,; Spring Co 873, 410
Railway Traction Construction Co 603
Raleigh & Durham Passenger £ Power
Co.. Track and Roadway 169
Randolph. Isham. Work of the Sanitary
District of Chicago B73
Ranier Electric Co.. Track and Roadwaj 195
Rapid River Eight .y- Traction Co.. Pow-
er Plant 27
Rapid Transit Railway (Dallas, Tex.),
Financial 61
Randall Tram-Rail Co 101
Rates —
Steam Road Switching. Discrimination 23
Rates. Freight —
Joint, with Steam Reads 57. 355, 535
Suit to Compel 167
Minnesota Commodity Reductions
57, 159. 22". 255
Tariffs, Joint Electric and Steam. By
Charles E. Flagg 36
Rates, Passenger, Decision of Ohio Com-
mission on Rate Discrimination 591
Rawortli. A.. Regenerative Control ... .+34. *47
Ray, William T., Future of the Steam
Boiler 493
ding Afterthought & Northeastern
Railway. Incorporated 2.1
Reading (Pa.) Traction Co., Dividends.. S35
Reagan H. C, Pittsburg & Butler Street
Railway, Description *547
Recording Fare Register Co 699
Type-G Register *27S
Recort
Boiler Room *721
Equipments, Lima & Toledo Trac-
tion Co '359
Form for Recording Pile-Driving Prog-
;ess »434
Purchasing Department, Denver City
Tramway Co 427
Student Memphis Street Railway *9o
Red Bank. O., Track and Roadway 59
i;.il linn ,y- Airvllle Traction Co., Track
and Roadway 205, 47::
Redlands, Cal., Track and Roadway.... 369
Redlands & Yucaipe Electric Railroad —
Incorporated 203
Track and Roadway 306
Redlands Central Railway —
Incorporated 59S
Track and Roadway 695
Reed, Francis Co., Track Drill *7uo
Reel. C. G., Standard Rait Sections
75. '111. »112
-•.is Recording Fare *27S
Reliability of St.;tm and Electric S.-rv-
ice Compared |68
i, N.V., Track and Roadway 442
haw, Clarence, Recent Improve-
ts in M"t"i s ami i 'i.iitrol *S59
Revolute Machine Co
Rhode Island Co.—
Car House 101, 7'I4
Financial
Rolling Stock 5«7
Vestibules on Cars 166
3 for Extra Employes 93
Wage Increase 597
i; II.. Operation and Construction.
Elkin .v P.. -Hi. lei e Railway »322
Lake. Wis.. Track and Roadway... 23'
Richev. A. S., Car Testing 320
mond. Ir.d . Track ami Roadway. 138, 272
Richmond ,y Chesapeaki Ba; Railway —
Terminal Station 172
• 206, 879
FUdgway & St Mary's Street Railway,
k and Roadwa v
mo .v Engine Co. ,27-
Right of Way at lie is. . . . +67
Rio de Janeiro Tramway Light .v Power
Co.—
Financial 835
hug Stock 797
Away, Trolley Poles in Denver *531
oka Railway & Electric C
I hvidends 797
Power Plant 27. 272, 341, 396
Rolling Stock
■id Roadway 26. 306
Roanoke (Ya.i Traction Co., Incorpo-
rated
le.l.i its .y- Abbot) Co.... 30
Eastern Rapid Railway,
Financial 14o
Rochester Corning & Elmtra Traction Co. —
Financial 602
Supreme Court Decision in Reparallel-
ing Steam Railways +412
Track and Roadway. .369, 142. 537. 631, 661
Rochester Railway —
Dividends 634. 881
Financial 140, 634
Rolling Slock
Track and Roadway 407
Rochester Railway & Light Co. —
Dividends
Financial 14o
Power Station 27
Rochester Scottsville & Caledonia Elec-
tric Railroad. Track and Roadway... S79
Rochester Syracuse & Eastern —
Financial 172
Rolling Stock
Track and Roadway 795
Rock Island Construction Co., Incorpo-
rated 236
Rock Island Southern Railroad —
Financial 61
Track and Roadway
Rock River Traction Co., Financial 29
Rockford & Interurban Railway —
Rolling Stock 140
Track and Roadway S79
Wage Increase 139
Rockford Oregon & Southern Railway —
Incorporated 660
Track and Roadway 369. ate
Rockland South Thomaston .y- Owls
Head Street Railway, Financial 4"S
Rockland Thomaston £ Camden Street
Railway —
Power Plant 762
Rolling Stock 308. 372
Rockville & Stafford Springs Street Rail-
way. Track and Roadway 695
Rockville Broad Brook .y- East Windsor
Street Railway. Rolling Stock 240
Rockwood & Bakersville Railway, Incor-
porated
Roller Skates. Ball Bearing »510
Roiling Stock-
Orders in 1906 +3
Wrecking Cars +841, «866
Rome. Ga., Track and Roadway
Rome (Ga.) Railway ,y- Light Co.. Finan-
cial 29
Rome (X. Y. i City Street Railway, Fi-
nancial
Roodhouse-Virden Railway. Track anil
Roadway 272. 306
Rosedale Kan.. Track and Roadway.. 306
Rosenberger J. L., Recent Electric Rail-
way Legal Decisions
19. 51, 199, 2::::, 26.;. 299. 3::::. ::.;::. 401,
4.:7. 468, 595, >■-•'■ 656, 690, 724, 7>: 7-:'
Rossiter, MacGovern Co 634
■ Converter Substation. By F. R.
Schuchardt + 1. 12
Rotary Converters +1
Economy in Operation 12
Synchronizing and Starting 12
Roundey, E. P. —
Tie Plates and Rods 44. 73
Track Construction in Paved Streets
Routes —
Announcement of Changes in
Proposed in Chicago Ordinances »480
Royal Manufacturing Co.. Grinding Ma-
chines »173
Rules. Benefit of Publicity
. Rumford Falls & Bethel Street Railway,
Track and Roadway 631
RushmOre Dynamo Works 883
Russell Car & Snow-Plow Co g09
Russell Fork Railway. Track and Road-
way 661
Russellville, Ark.. Track and Roadway.
Rutland (Vt.i Railway Light & Power
Co.. Financial
Ryerson, Joseph T., .y- Son (76
S
imento Electric Gas .<.- Railway —
1 'ar House 309
Rolling Stock 540. 732
Track and Roadway 306
ELECTRIC RAILWAY REVIEW
Wage I: *3!>
Safer rnational Exposition 95
Saginaw O E Railway —
Incorporate*1 25
Track and Roadway 369
St. Hel< ns P ibli • Servi ■ Co Track and
Roadwav ■ 795
Valley Railway.
"61
St. Joseph Railway Light Heal ft 1
Co.—
Dividends
Financial 6S8, ■ 3-
Four-Cent Fare Discontinued 334
Track and Roadw., 761
St. Joseph Savannah ft Northern Interur-
ban Rv.. Track and Roadway TO
St Jos. i'h Valley Traction Co. —
Finan,ial ... -39
306. 631
Mo. —
lfi7. -35. ;3S
Tr.-. 396
St 1. Ileville El'
.ht with Steam
•■•••v;*-12
St. Louis .\: Suburban Railway. Financial
St ! -.ampaign Rail-
69o
-
96
y ■-■ 1'",s
■ninal Rait
St I • -hern Railroad.
■* ; 3?i
W. -t-rn Rail-
661
1'rac-
• rporated
Paul. Minn.. Sei 366
a ay—
*9'
Wat *>-?
nd Roadway
Railway—
i .rporated 36»
y 537
k 540
761
ban Railway. Incorpo-
• ■ ■
San Bernard!: Traction Co.—
- - -**S£- -il
Tr -
San lc Railway —
764
MM
■
■
500
Rall-
'•
• 50a
nd & San Jose Rall-
'
ps
•866
-
■
• ay—
H • ■ : ■
■»n<l '' „.
■
:inah Electric Co.. Rollins B 101
er-Man Electric Co 444
J. W.. Proposed D< -
Track 'TIS
Schedu
.1 and Express Service, Xew York
+ 1
abilitv of TtoDj
- .-.1 Limit Washington. L>. C 94
Financial
Rollins Stock M
-
Track and Roadway
-
>ns tli !-'
Schuylkill Valley Traction Co., Track
iway m, 337
ostructlon C 508
Incorporated 503
Scioto Valley Traction Co. —
Financial
crimination, l ■■ Islon of 0
Commission on
Rolling Stock IT':
Track and Roadway
Training of Motor Men .... '■--
II W. U - I 'en-
tity Tramway Co "l^o
ton Railway —
Car House
Power Plant
Track and Roadway 169. 237
nser. Boa
ire Municipal Railroad —
Incorporated 137. 336
Track and Roadway
Portable Spring *717
Track and Roadway 661
& Manufacturing Co., Orders
it:. :i»
Ue-Ctieian-Spokane Railway. Incor-
-'1
Seattli Co. —
Adjusting Street Grades *aji
' '•■ -
wer Plant »
At Georgetown "v"
- -
Track and Roadway
439
: Interurban Railway.
k and Roadway
Seat' - 603
Seattle- Tacoma Interurban Railway.
Tra' k and Roadway 761
rity Register & Manufacturing
Seli- Rnll-
Track and R lw:.v 9x
Sp1„ - - rban Railroad.
Track and Roadway
Stni
lit Regulation ' I
lit Ordinances Enjoin i
How ...T701
Milwaukee Electrii Investigation
< Traffic. Interferon-
Toronto. Dei Islon
Service in
Toronto 1:
Line Railway. IneoT]
Track and Roadwav
I
Strike
Shannnhan J N
Hwav Assoctat
.n Hill ■'-
Incorporated
Shawlnlgan Falls Terminal Railway,
Irig Pt."k
Financial
Rolling SI
rgnnl/
go r
A^.'llr,:
■
tr,.. RbMbl '• ' • I ' • ':"
■
S —
Con
Knoxville Railway & Light Co.. K
Tenn M'.'S
Mot ::i5
Nashville Rail-.-
ville '
Paint. Handl. S '
Lamp -
Camden. N. J
Nortl on
United Railro
Wi - ii a in Wheel Room.
trie Railway, Track
5, 600
port Traction Co. —
Car nous.-
pa
Is —
National '
Int. Rapid Tra
New York Commission Adopts Draw-
brldg
Surprise Tests, I
Railway
Block—
Automatic
Multiple Interlocking Recording '573
Sillker Car w..rks 101
Silver Belt Railway, Track and
Roadway
Simmons, P., Track Construction In
Paved sti. • is 75
Simplon Tunnel. El. 51
-
Mil
- _
tern, la H C. Hoagland...
City ft Ireton Interurban B
k and Roadway 370
Sioux '"in Traction •
Pow< r Plant -38
T32
Track and Roadwaj 730
., F. Us (S D.) Ti
Track and Roadway
.S3
P.. .v Co -76
Uklnson '14
ma ft Lake County Railway, Incor-
ted 565
Skim f"r Interurban
and Cltv S
Smith, li r. in
Smitl
and int. rurban I
Tra. k- 556
Smith. Peter, I
Smith Improved I k Nut Co 1.4
Smok
ad. Track
Soldering, Blake Tube !■' la
Somerset Water, Light ft Ti
-
Fin
98
•'
lew of i ',
' £IUI
no
xviii
ELECTRIC RAILWAY REVIEW
Track and Roadway 407
Southern Michigan Railway, Track and
59
Southern Pacific Co.—
Electrification .- 50
Power Plant 288. 887
Purchase of Electric Railways '687
u k and I: 337
Southern Street Railway, Rolling Stock.. 540
Southern Wisconsin Light & Traction
Co., Incorporated 172
Southwest Missouri Electric Rallwaj
Car House :';|
Track and Roadway ... 13S. 237. 600. 631. 79S
Southwestern Portland Cement Co 881
Southwestern Traction Co. —
Abandons Ganz System _S.
Extension * ■ •' '
Financial 29,
Track and Roadway 98. 695
Southwestern Wisconsin Railway. Track
and Roadway 4.3
Span and Catenary Construction. By G.
E. Eyeleth *80. *8S
Sparta -Melrose Electric Railway & Pow-
er Co. —
Incorporated 304
Track and Roadway 337. 442
Spikes. Railroad. Holding Power 131
Spokane. Wash.. Track and Roadway. 272. 566
Spokane & Big Bend Railway. Track
and Roadway 169. 237, 272 66
Spokane & Inland Empire Railroad —
Financial
Handling Circus Train *S72
Passenger and Freight Station 66;,
Passenger Station 836
Rolling Stock 172. 240, 764, 836
Track and Roadway
59. 138. 2:05. 306, 370, 730
Spokane & Inland Railway —
Electric Locomotives 50
Freight House 275
Rolling Stock 507
Track and Roadway 99, 566
Spokane-Pend d'Oreille Rapid. Transit
Co.—
Rolling Stock 62
Track and Roadway 661. 8.9
Spokane Terminal Co.. Electric Terminal*148
Spokane Traction Co.. Rolling Stock 101
Sprague. Frank J. —
Electric Trunk Line Operation 6S5. 719
Safety of Electric Locomotives 390
Springfield. 111., Incorporated 336
Springfield. O.. Financial 61
Springfield & Eastern Street Railway,
Financial 698
Springfield & Southeastern Traction Co.,
Track and Roadway 26. 9S
Springfield & Xenia Transit Co.. Finan-
cial 29
Springfield Beardstown & Quincy Rail-
road. Incorporated 760
Springfield Belt Railway. Track and
Roadwav 695
Springfield Clear Lake & Rochester. In-
terurban Railwav. Track and Head-
way 370. 505. S79
Springfield Consolidated Railway —
Car" House 79S
Financial 408
Track and Roadway 631, 730. 834
Wage Increase 94
Springfield Railway & Light Co.. Rolling
Stock 569
Springfield (Mass.) Street Railway —
Financial 40S
I' i' Plant 401 730
Rolling Stock 275
Track and Roadwav 538. 695
Springfield Troy & Piqua Railway —
Track and Roadway 566
Wage Increase 170
Springfield Wilmington & Cincinnati
Railroad —
Financial 207
Track and Roadway 169, 661, 76]
Sprout. Sidney. Test of Insulators for an
Fxecptional Service *779
Squirrel Hill Street Railway. Incorpo-
d 368
Stafford Springs Street Railway. Track
and Roadway 695
Standard Asphalt & Rubber Co 240
Standard Coupler Co 62. snr,
Standard Electric & Plie-nlr-al Co 275
Standard Motor Truck Co 27<;
Standard Railway Equipment Co 444
Standard Underground Cable Co 141
Standard Varnish Works. Insulating Ma-
t > ■ 1 i : 1 1 838
Standardization —
Brakeshoes *679
Central Electric Railway Association.. 593
Renort of —
Committee •67B
Biers +S42
M. C. B. Counlers for Interurhan Cars.«646
Trunk Lin» Operation *150
Stanley. A. H.—
Rail Joints 77
Track Construction in Paved Streets.. 75
Stank-., n I.. Electric Manufacturing
Co 733
Stark Electric Railroad. Financial. .. .61. 172
Staten Island Midland Railway. Incorpo-
rated 18 •
Stations and Buildings—
Advertisements on Platforms |803
Boston Elevated Railway Co.. Dudley
Street Terminal Improvements *164
Freight Station. Ft. Wayne & Wabash
Vallev Traction Co *360
Liability for Platform Areas "411
Shelter Sheds. Illinois Valley Railway. .'395
Spokane Terminal Co *14S
Stations, Brighton Beach Line, Brook-
lyn Heights Railroad 420
Station Designs t412
Terminal Station. South Bend 72.
Transfer Station, Nashville Railway &
Light Co *187
Union Station at Hamilton. Ont 122
Washington tD. C.) Terminal, Elec-
trification of 235
Statistics —
Canada, Electric Railways 468
Copper Production in U. S. During 1906. tl46
Elevated Railroad Traffic in Chicago.
1906 165
Rolling Stock Ordered in 1906 +3. E
Steam, Specific Heat of Superheated. .. .+576
Steam and Electric Service Compared.. t68
Steam-Heating Versus Condensing t*79
Steam' Motor. Value in Interurban Serv-
ice. By W. C. Wagenhals 520
Steam Railways —
Acquisition of Electric Lines 56
Competition with Electric Lines t842
Ownership of Electric t637
Paralleling by Electric Lines 403. 1412
Progress of Electrical Equipment. By
Bion J. Arnold 49
Stephenson. John. Co.. Orders 101
Sterling Electric Co -,,s
Stcrling-Meaker Co 276
Stern. M. C. Train Dispatching. Modern
Methods 684
Steuben Traction Co.. Incorporated 25
Steubenville & East Liverpool Railway
& Light Co-
Car House 873
Financial 29
Steubenville & Ohio Valley Traction Co..
Track and Roadway 59
Steubenville Mingo & Ohio Valley Trac-
tion Co.. Track and Roadway 761
Stewart. R. G.. Controller Connections.. 330
Stillw-ell. Lewis B.. Substitution of the
Electric Motor for the Steam Loco-
motive *150. tl76. 192
Stockton (Cal.) Electric Railway, Power
Plant 306
Stone & Webster 275. 569. S3,
Earnings in 1906 MS
Operative Earnings t703
Storage Batteries —
Booster Versus End-Cell Regulation. . 1 3 1 S
Prevention of Sulphating 477
Storekeeping—
Cost of t34, *40
How to Prevent Leaks *6S2
Records for Distribution of Supjplies.
Chattanooga Railways *294
Stover Manufacturing Co 240
Stranger Valley Electric Railway. Track
and Roadway 138
Strikes —
Birmingham Railway Light & Power
Co „ 691. tt>8
Butte Street Railway 404
Detroit United Railway 72,
Louisville (Kv.l Railwav Co 365
Evansville & Southern Indiana Trac-
tion Co 691. 727
Montgomery Traction Co 4,1
Michigan United Railways Co 471. 501
Shamokin & Mt. Carmel Transit Co 75S
United Railroads of San Francisco
597, 612, 65S. 758
Utah Light & Railway Co 597
Venango Traction & Power Co 72,
Waterloo Cedar Falls & Northern Rail-
wav 692
Stroudsburg & Wind Gap Street Railway.
Track and Roadway 272. 3,"
Stuart-Howland Co 275. 276. 341
Students. Experiments as Aids *63S
Sturtevant. B. P., Co
30, 276, 410. 477. 569. 635. 798
Substations —
Attendants Making Repairs +»>" ■
International Railway. Buffalo '214
Metropolitan West Side Elevated Rail-
way. Chicago *69
Portable + ' :i°
Portable- Rotary Converter. Illinois
Traction System t6o
Portland Railway Light & Power Co..
+637. '641
Rotary Converter ^iolo
Schenectady Railway S09
Synchronizing and Starting Rotary
Converters 1-
Suburban Transit Co., Track and Road-
way 59
Subways —
Boston. Mass £6"
Brooklyn. N. Y 758
Chicago 592
London 624
New York
102, 438. 563, 830
Brooklyn-Manhattan Loop 166. «221
Lexington Avenue *486
Local and Express Service tl
Interborough-Metropolltan Co. Re-
fuses to Bid t575, 584
Specifications 166
Pittsburg 234, 501
St. Louis. Mo 167. 235, 23S
Suitman. Ark.. Track and Roadway 730
Sunbury & Trevorton Electric Railway.
Incorporated 304
Superheaters, Tests of 134
Susonehanna Railway Light & Power
Co.—
Car House *6d
Financial 3 1 1
Incorporated 336
Track and Roadway 879
in Creek Railway. Incorporated 96
Swannanoa Valley Railway. Incorporated 794
Sweeping Compound. Perolin *799
Switchboard, Maintenance t344
Switches — .
High-Tension Transmission Lines *3.
Time. Anderson *242
Symington, T. H.. Co.. Gilchrist Rail
Chair *838
Synchronizing of Rotary Converters 12
Synchronizing Without Regard to Phase
Relation *°38
Syracuse, N. Y.. Track and Roadway 730
Syracuse & Chittenango Railway. Incor-
porated 529
Syracuse & Milford Railroad. Incorpo-
rated ...| 336
Syracuse & South Bay Street Railway-
Financial 308
Incorporated 368
Track and Roadway 695
Syracuse Lake Shore & Northern Rail-
road—
Financial *<-
Rolling Stock "40
Syracuse Rapid Transit Co.—
Dividends
Extensions
64
Financial *98
Shops 444
Taeoma, Wash.. Track and Roadway 473
ma Railway & Power Co. —
Passenger Station 172
Private Car 234
Substation 631
Track and Roadway. .238, 337. 370, 505. 8i9
Wage Increase 629
Tampa & Sulphur Springs Traction Co..
Track and Roadway 442, 662
Tampa & West Coast Railway. Incor-
porated 536
Tampa Electric Co. —
Rolling Stock 603
Track and Roadway 879
Tanwax iWash.i & Western Railway.
1 porated °03
Taxation —
Brooklyn Rapid Transit Co 433
Indiana 561. .>'.'.
Michigan *144
New Hampshire 201
New York Franchise Taxes 202. 470
Tavlbr, R. C, Car Lighting *128
Tavlor Electric Truck Co 660
Tecumseh -Norman Traction Co.. Track
and Roadway 23s
Tekoa & St. Mary's River Railway, In-
corporated 44"
Telautograph for Train Dispatching + ."-
Telephones —
Car Dispatching, Detroit Jackson &
Chicago 404
Condensers. Kellogg Switchboard &
Supply Co *241
Dispatching Cars, Denver City Tram-
way Co *2|S
Electric Railway Service 189
Reducing Noise T375
Temple. Tex.. Track and Roadway 8i9
Tennessee-Georgia Interurban Railway.
Track and Roadway 442. SS0
Terminals. Joint Operation of City and
Interurban Cars Over City Tracks.. 556
Terminal Stations. See also Stations
and Buildings.
Terminal Stations —
Freight. Ft. Wavne & Wabash Valley.
Ft. Wayne. Ind *360
Hamilton. Ont 122
International Railway. Buffalo 134
Milwaukee. Wis 292
Philadelphia. Pa'. *»
Portland Railway Light & Power Co... 3i9
Toledo. 0 64
Terminal Tracks. Rental of t212
Terie Haute. Ind.. Track and Roadway.. 33 1
Terrc Haute ,\i Merom Traction Co.. In-
corporated 660
Terre Haute ,*c Western Railroad —
Incorporated 58
ELECTRIC RAILWAY REVIEW
Ni\
Tra. k
Haute Indianapolis A Eastern
Traction Co. —
Financial
Incorporated 336. 440
Power Plant 795
Track and Roadway
Terre Haute Traction ft Light C
-
Rolling Stock MR, no. 372
Tex.irkana Gas ft Electi : tiling
Stock . 34 '
Traction Co. —
Equipment 13
Financial ...... 37.'
r Plant 27
- ok 634. 797
Substation 27
Track and Roadway
- -
Thermit Rail-Welding. By M. J. French
:•;. »83
.opolis & Hot Springs Street Car
Track and Roai
Third Rail-
Northern Electric Railway
Proposed 12'»o-VoIt Lin
Tii": -in.. Track and Roadway.. 880
Ticket Destroyer. Patten *47v
Tl.bw Track and
way
IV Hates —
An.i Tie Rods 44
Malleable Iron
Ties-
Concrete, American
tlon
Japanese Oak. for Calif.. rni.i
ntenance of W ntion
Steel
Values of Different 42s
Timber. Effect Of Fire ..n 4''."
Timber Treating
Time Switch, Anderson • t ■■
Tlmek n.) Rall-
•v Light Co *147
Tincley. C. L. S —
in —
•■elation
trie Traction I
Track and Roadway 631
Toted - tj,,n 64
Chicago Interurban Rain.
Track and Roadway S9, inv 887, ( .;
Columbus Railway. Ii
porat. ! .271
ce Railway. Incorpo
& Ft Wayne
'1 566
761
Railway —
•687
1
....
'72. 47."
ndllng
Rolll! |
troll Rail.'.
-toria A
'■
Railway —
• —
-
' II"
trie
ll
'
■
Bj F D Jack-
7 .:. »82
Pies
rete Ties. Maintenance of Way
Conyention
structton in Paved S ij l
E. Matthews ...
i Rails .'tin:!
Mechanics
ibility of Steam Road Forera I
Welding. By P x wils i
76, *83, 86
•ial Requirements for
i.i Rail Construction, Pittsburg &
Butler Street Railway
-i (vera
New Design in San Francisco +7'U
Proposed. ... Railways. . . .
Proposed Designs. By J. w. Schauta.. «7
Rail Bonds. By Thomas B. McMath.. 42-'
Rail Corrugation t.". 1 .'
Rail Joints 7,;. 77. 7$. -S3, S6
Standard 75. •111. «U2
structlon In Pan Francisco *704
Relation to Maintenance of Equipment.
By W. it Griffin
Removal of Unused Tracks in Ni v.
York 470
Safety of High Speed Trains f"l-
Spikes, Holding Power 131
Standard Construction in Paved Streets.
Ft. Wayne & Wabash Valley Rail-
way »33S
Standard Rail for Chicago «457
T-Rail at Ft Wayne, Ind «396
T-Rail Controversy in Columbus, 0.14, 202
T-Rail in Paved Streets »lll
Tie Plates and Rods. By E. P.
Roundey 1 44. 73
Ties of Different Materials, Values of 4J'l
Ties, Steel 7:;, *g2
Welding. Electric. Bv P. N.
7fi. *S3. 86
Welding, Thermit. By M. J. French
76, »8J
Track Construction in Paved St 1
By I K. Matthews
Track Prills. Reed »700
Seattle Electric Co.. Adjusting SI
' trades *<i74
Track Rental Charging +212
Tracklaylng Machine We itl •645
Mark. Twin CltJ Etapld Tl
Co
Traffic—
Chicago Elevated Roads —
g May. 1307 7I<:
In 1906
us Train. Spokane A Inland Bm-
Joint Agreement
On - th Bend .V- Nortl
Indiana Railway
Michigan Rallwa
Wlnons I . 792
Trai
Train 1 lispati ning —
Lin ... Ralln 1
Mod ids on Eli ctrii Ralta
By II. II. Polk 521
Trains. High S
ling
Tran 166
In -
I
'ling
-
Light Co
nun.. 1 In N.-w York
■ l in Two I
'.■Ii
I'
717
••ill
11 Hid
Trol Retriever, Mllloy *70'>
Troll ling and Locating. .•658
Trolley Guards —
Automatic
National »667
Trolley Hangers, Cement Insulated
Trolley Span Construction •80, »88
Trolley Springs, Adjusting f"35
Trolley Support or..,
'687
Trolley Maintenance, Gasoline Ti
11 for
Anchoring at Spans • 1 :<7
Breakage
Bj M. Baxter 125
Flexible »722
Qraphlte, With Bushings t.'.it
Troy Rensselaer A Plttsfleld Street Rail-
Way. Track and Roadway
Tulsa .1 TO Streel Railway, Track and
Iway 407. 762
Tunm
troll River, Electrical Equipment.
Bast River, New York
Minis. .11 A Manhattan Railroad 49
Hudson River 234
1. "Salic Street CI strayed.... 314
Metropolitan street Railway Company
of Kansas City 886
New fork Railroad 40
Pennsylvania Railroad 18
si Clair, Electrical Equipment
Slmplon, Electrii Locomotives 51
Thames River 39
Turbine Plant. Potomac Electric Po
Co '717
Tin Lines —
Influence of Steam Pressures +413
Operating Features of Reaction 399
Turbo-Alternator. Test of a 500-Kilo-
watl «623
Tuscarora Valley Traction Co., Track
96
Lucius, Vi,-«s on Electric 1:
171
Tweedy-Randolph Co 733
Twin «'i!y A Lake Superior Rallwa]
Incorporated
Track and Roadway 662
Twin City I nslt Co. —
Big island Park Improvements 94
Dividends 589, 768
Financial 289, 871
Substation
Trad.. Mark M60
Wat ';'-'v
U
rjnderfe .1 Stoker Company of Amerl
875, 604, 635,
i'n. I, 1 ground Co., London, Fi-
ll
Underground Railways, London
Rolling Si
in Sardwan
Ball-B arlng Rolli 1
illway, Dli
n 1: nl... 13 . .1 \. w Yoik City, Finan-
cial
J
1 ilyld.-n.ls
Rolling Stock
Track and Roadi
Union Switch i
1 rnloi
Union 1
i'..
Rolling Stock
I 1.1. II i and
\ Tran
1 Phllndelphlfl I, Flnam 1 ,1
t "tilt. 1
Dei
Strike
I I in Hon
1
1 Rallwa;
Vni
■
<
■
I
.
7::::
878
7:; 1
194
664
.'.117
109
., 1 .
ELECTRIC RAILWAY REVIEW
Inarj Report 7:11
United States Rubbi c Co 62
United Traction S Electric Co , Divi-
dends 7i»7
United Traction ' '<•
Car Bouse 341
Financial LOO, i 10, S72, 568, 698, 83S
.\. w Type ol Car
Rollins Stock 836
Crack and Roadwaj . .69, 99,
Universal Portland Cement Co
1 i ' o Bellefontalm .v Noi thei n Rail-
Bray, i Inanclal 100
Utah Light .v Railway-
Car House 101
Financial 100
i 'Mi.-. Building 569
Power Plant 59. 99. 505
Rolling Stock 372, Wt
Shops 101
Strikes 597
Track and Roadway 26, 238, 107, 47;:
Utica, N. v.. Track and Roadwaj 138
Utlca & .Mohawk Valley Railway —
Express Depot 603
Financial 698, 881
Track and Roadway 880
Southern Railroad —
Incorporated 5S
Track and Roadway 300, : : 7 < > . ooo, 702
Uxliridgo ,x- l:lai-kstono Sti-.-.l Railway.
Financial 835
V
Vallejo .v Northern Railway —
Incorporated 304
Track and Roadway 370, 702
Vallejo Benicia & Napa Valley Railroad —
Car House 569
Extension to St. Helena 190
Japanese Oak Ties -j-375
Rolling Stock lin
Valuation. Milwaukee Electric Railway.. 202
Valves —
Hopkinson-Ferranti »S52
Motor-Driven Steam ^147
Motorman's, With Pneumatic Trac-
Sander *342
Van Dorn, W. T.. Wheel Guard t.. Pr<
vent Derailments on Curves *445
Varnish. Improperly Mixed 227
Vannango Traction' & Power Co.. Strikes 727
Versailles. Ky., Track and Roadway.... 169
Viaduct Between Kansas City, Mo., and
Kansas City, Kan 297
Vicksburg, Miss.. Track and Roadway... 169
Vicksburg Railway & Right Co.. Track
and Roadway 13s
Vineenn.s Washington & Eastern Trac-
tion Co.. Track and Roa.lway.2or>. 370, 600
Virden .v.- Taylorville Traction Co.. In-
corporated 472
Virginia Passenger .v: Power Co S3.;
Rolling Stock 29, 004. 7:12
Vogel, H. F., Contracting & Railway
Supply Co 275
Voltmeter, Klectroplaters *477
Vreeland, H. H.. Personality in Handling
Employes 750
Vulcan Iron Works Co 172
W
Wal & Wawasee Railway. Incorpo-
rated 304
Waco, Tex.. Track and Roadway 138
Way.nhals. W. G.-, Steam Motor: Its
Value in Interurban Service 520
Wagenhorst, J. H.. & Co.r.2. 114. 47i;. 1104. 699
Wages
Extra Employes 93
Increases —
Aurora Elkin & Chicago 876
Chicago & Xoliet Electrii 629
Chicago City Railway 439, 659, 720
Chicago South Bend .V- Northern
Indiana 535
Columbus Railway & Right Co...... 535
Duluth Street Railway 629
Grand Rapids Street Railway 403, 535
Holyoke Street Railwav 166
Int. Thorough Rapid Transit Co 167
Int.inational Railway of Buffalo.... 691
Louisville & Northern Railway &
Lighting Co .' 535
Louisville & Southern Indiana Trac-
tion Co 536
Louisville Railway 236
.Municipal Traction Co.. Cleveland 0 7:. I
Nashville Railway & Light Co 7H1
Oakland (Cal.) Traction Consolidated
Co 23S
Ogden Rapid Transit 334
Omaha & Council Bluffs Street Rail-
way 62s
Pitt=bure Railways 404, 43ri
Roekford & Interurban Railway....' 4:1:1
Rl 1. .dp Island Co 597
Sacramento Electric Gas & Railway
Co 439
St. Thomas COnt.l Street Railway.... 629
s. attle Electric Co 439
Springfield Consolidated Railway... in
Springfield Troy & Piqua 170
Ta .a Railway & Power Co 626
Twin i uty Rapid Trail It Co 628
West IViili Hallways 134
Worcester Consolidated Street Rail-
way 793
Trainmen Withdrawing Paj from Dally
I loll is T554
Universal Increase for Conductors and
Motormen 57
Wagner Electric Manufacturing Co 569
Wagner Lake Shore & Armour Rallwa
Incorporated 030
POVi ei riant 880
Rolling Stock 732
Track and Roadway .' , 002
Walla Walla Valley Traction Co.—
- i Bouse 141
Tia.k and Roadway 107, 566
Wallace Supplv Co SS3
Wallis, R. N.—
Accountants' Convention-
Depreciation 526
Walsenburg & Western Railway, incor-
porated 405
W'arr.n Co., Track and Roadway 23s
Warren Electrical Manufacturing Co. 476, 603
Warren Street Railway —
Car House 309, 798
Track and Roadway 880
Warsaw Street Railway, Rolling Stock.. 208
Washington. D. C. —
Electrification of Terminals 235
Speed Limit 94
Washington, N. C, Track and Roadway.. 631
Washington ,v- Martinsville Traction Co.,
Track and Roadway S34
Washington Alexandria & Mt. Vernon
Railway. Financial 207
Washington Baltimore tX- Annapolis Elec-
tric Railway —
Car Repair Shop 341. 373
Railway Station 603
Rolling Stock 20S. 340
Terminal Station 470. 704
Track and Roadway 40,
Washington Frederick .V: Gettysburg
Electric Railway —
Car House *76
Track and Roadway 473, 631
Washington Railway & Electric Co. —
Dividends 664
Financial 172, 239. 372
Pension System 24
Rolling Stock 664, S36
Track and Roadway 730
Washington Railway & Power Co. —
Incorporated 96
Track and Roadway 538, 762
Washington Spa Springs & Gretta Rail-
road—
Incorporated ->3b
Track and Roadway 566
Washington Traction Co.. Financial.. 372, 664
Washington Water Power Co. —
Financial 40S, ssl
Power Plant "62
Rolling Stock ■ ■ ■ 764
Track and Roadway 40,, bbb
Wason Manufacturing Co 373, 444
Orders 240, 275. 340. 372. 476. 634
Waterbury & Milldale Tramway Co.. In-
corporated 536
Waterloo Cedar Falls & Northern Rail-
way—
Rolling Stock 540. 836
Strikes ^
Track and Roadway <>dl
Watertown. N. Y.. Track and Roadway.. 205
Watson. John B.. Contractor's Equipment 172
Waumandee Railroad. Incorporated 405
Waupaca-Green Bay Railway. Incorpo-
rated • • • ■ 137
Waupaca Electric Right & Railway Co.,
Rolling Stock 732
Wausau Street Railway —
Rolling Stock 275
Track and Roadway =03
Waverly Sayre & Athens Traction Co..
Financial - ' '
Wawasee Ligonier Topeka & Lagrange
Railway —
Incorporated jjPj
Track and Roadway 306
Waynesburg (Pa.) .v: Monongahela Street
Railway, Incorporated ,;:,::
Welding, Thermit. By M. J. French.. 76. *83
Wells Brothers Co 665
Wellsburg Bethany .X- Washington Rail-
way. Financial 372
Wendell & MacDuffie 569
Wesco Supply Co 20S. 764. 799
West Chester Street Railway Co. —
Financial 443
Rolling Stock 140
Track and Roadway 538
West End Street Railway—
Dividends 881
Financial 372. 506
West Jersey & Seashore Railroad —
Electrification 50
Financial 664
Power Plant 631
Power Plant Equipment 173
R. .lling Stock 29, 172. 173
Tra.-k and Koadway 272. 002
W.sl Iviiu Railways —
Concrete Towers 71:;
1 Mvidends 531J
Financial 30s. 602
Track and Roadway. ...99, 870, 412. 600, 795
1 llsclpline, -Methods of 296
Wage Increase 134
w. st Philadelphia Passenger Rallwa;
Dividends S35
West Point I Va. p Tl action Co.. I,
porated 304, 630
West Shore Railroad—
Electrification 50, *S14
Track and Roadway 730
w.st Shore Traction Co. —
Financial -:::i
Track and Roadway
W'.si Virginia Interior Railroad. Track
and Roadway 695
W.st.-rn Electric Co 141, 241, 373. 508, 765
Alternating Current Kan Motor *">71
Ar.- Lamps for Low Ceilings *31
Western .Massachusetts Street Railway —
Financial 634
Rolling Stock 240
Track and Roadway 59, 306. 795
W.steni New v.nk iX- Pennsylvania
Tl a. tion Co. —
Financial 29, 100, 835
Substation 730
Track and Roadwaj 272, 702. s::4. S80
W.steni Ohio Railway —
Financial 172
.Modern Train Dispatching »6S0
Rolling Stock 140
Western Railways & Light Co. —
Financial 634, 732
Incorporated 693
Western Society of Engineers 302
Annual Meting 36
Electrical Section 94, 234
Western Wire Sales Co 444. 883
Westficld. Mass.. Track and Roadway 169
Westinghouse Air Brake Co 883
Westinghouse, Church, Kerr & Co 569
Westinghouse Companies 373. 570
Westinghouse Electric & Manufacturing
Co 172. 309, 144
El.-.tii. industrial Locomotive *884
Westinghouse Ramp Co 444
Westinghouse Machine Co 604
Generators for Brooklyn *142
W.-ston Electrical Instrument Co. —
Electroplaters' Voltmeter *477
Portable Multimeter *574
W.tzel & Tyler Railroad. Rolling Stock.. 797
Whall. C. H., Co 444
Whatcom County Railway & Light Co. —
Financial 797
Rolling Stock 29, 732, 797, S36
Tra.k and Roadway 662
Wheel Guard to Prevent Derailment on
Curves «445
Wheeler Condenser & Engineering Co. . . . 476
Wheels —
Car, Interurban and City Seryice. By
C. Skinner »423
Steel. Characteristics -843
White, J. G.. & Co 410, S36
White Salmon, Wash., Track and Road-
way 473
Wichita Railroad & Light Co., Track &
Roadway 473. 762
Wilkesbarre & Wyoming Valley Traction
Co.. Financial 172
Wilkinsburg East Pittsburg & Turtle
Creek Street Railway. Track and
Roadway 370
Wilkinson, George, Depreciation and
Reserves f481. 491
Willamette Valley Traction Co. —
Passenger Station 634
Rolling Stock 62
Shops 634. 665
Track and Roadway 306
Williams. D. T., Valve Co 836
Williamson Traction Co.. Incorporated.. 236
Wiliiamsport Passenger Railway —
Rolling Stock 476, S36
Track and Roadway 834
Wilmington & Wittingham Co.. Incorpo-
rated 204
Wilmington City Railway. Power Plant. 566
Wilmington New Castle & Southern Rail-
way. Financial 732
Wilson. Charles L.. Track Construction
in Paved Streets 74
Wilson. H. L.—
Accountants' Convention —
Depreciation 528
Wilson. P. N. —
Derailing Devices 79
Electric Welding 76. »S3. 86
Rail Bonds 79
Rail Joints 78
Wilson T. W.—
Derailing Devices 78
Rail Joints 76
Track Construction in Paved Streets. 74
Winchester & Washington City Railway.
Power Plant 370
Window Fixtures. National *278
Windsorville ,x- East Hartford Railway,
Incorporated 728
ELECTRIC RAILWAY REVIEW
Windsor Locks & Western Street Rail-
way, Incorporated
Winnipeg, Man. Track and Roadway »>»
kl: 172- ■•;■'• ■:".)
I -• It;
Si ?,*
Track and Ro ■ ••••
Wini - - rk & Lake Wii
k and Roadway ooo
Railway—
'"1 "; ':
'"
•living Prog-
*434
; J*!
•ompany ol America,
.rn Minnesota Kail-
ted
lilway. Incorpo-
I ........ ■ "<
Midland Railway, Incorpo-
d ........ ■•• '*•
Wisconsin, University of —
Reinforced Concrete Tests 126
ol for Artisans 5t>3
onsin Valley Electric Railway, In
irated
Woebber Brothers Carriage Works, Or-
ders '!'.'
Wolff Truck (-•ram. I 666
Wolff Truck Manufacturing Co '••■'•
Woodburv & Waterbury Street Railway,
Track and Roadwaj 99
Woodman, R., S ~ ipply
in
w i. Charles N Co 141
Worcester. C. H . Co 240
Worcester (Mass.) Consolidated Street
Railway
• House
Financial luti
Rolling Stock '.'.'." 140, 840, 276, 7SZ, S36
Track and Roadway 26
Wrightsviile & York Stat.- Rallwa]
Track ami Roadway -:;s
Wyalusing Valley (Pa I Railway, Track
and Roadway
Wyandotte & Lawrence Railroad, Inco
ted ""
V
Yakima Intervalley Traction Co., Track
and Roadway '-'
Vale ,y Towne Manufacturing Co
Yankton Southern Railway, Incorporated 794
rack ami Roadway
' 3m,
Ycllviilo. Ark.. Trai
York. Pa ted 304
York COUI Ion Co. —
Financial 797
dwaj 99, 169, 588, 196
York Street Railwaj
incial
Rolling Stock 340. 569
Youm Rlvei B Jlroad,
Tick and Roadway 566
Youngstown & Southern Railri
ami B
.... | sh iron Railwaj S I 1| hi
Co., Substal i"us 99
PERSONAL
A
HI
Acbelpohl. W. J....
Ackerman, C. t sw
I. .
Adam.-. W W....
William J 880
Akaraman. J. N • . 3,1
Alderman. C. A 4 1
William R.... liO
Altitun-. I
Anderson. A. A
''. ■' '."'
J ^ 4 • i
!i .,
MIL'. 4.)
Jtrong, T. C 807
Arnold. Bion .J. 338, '618
Arnold. Frank W
Arnold. <>. P.. ■''
i,. William .
Atkinson. I M.
At»'»l. Theron A
Ault. Marry O....
B
Iph YV.
I A . . .
W K
M...474
-
-
!'.-
II N
I'
I
..mm s
•-, I.
-
• II
lohn B
■
I ..
I
i II
II
Brvant. C. F.632. 730.834
,. j. w. w... to
man, F. T.600, 601
Nell *-■•
i. Clar-
4,4
Budd, B. I
Theodore l >■ . ■ 50S
;.. \ George. . 44J
-•
Burdreau, Joseph .
K....696, »762
Burke, J P 888
Burnett, Jno. T 99
A". R 840
Burw. 11. J H 411
. II. Fred N.
i Ick . 17"
: H
Calderw I. J. F !•"
i rldeon N 62
on, James B..
Candee, Leverett ... 142
G ■•■ '
i ■ .1 (64
17"
i. i .. Frederick -'7
auk I. 99
r, F. W 506
Chadl i ne, M. O.. . 871
Chapman, ''■ 731
Chappelle, C. C.764
. Prank 1.. , .6 I
Chllds, S. W
Chubbuck, 11. E.,
Claflln, John ' •"
M
ciark, Charles
• 'lark.
low
<'lark.
Clark,
Francis
II...
•632,
Lud-
174, '■:
II .1
William .1
O I •
Collins, S J..
Collins, W. II
\\ \
i !onn< '
ird 'l
i .
nk
■
1 1
i
II, W II
I '
I
' '
7:;::
7'.'s
ill il
141
7::i
.1 II
mil' I
i:
William il
.
I ■
Davis, David T 871
Davis, !■:. F 762
Davis, E. J 17". 474
\ "31
ese i'":
Aaron. Jr 80
Deflnbaugh, C. K...
Delninger, D. M -7
r. s
1 1. i. ,ii. i.l, Clarem ■ E 569
Delaney, Thomas F
l lenns . C ;:" l
W. G 638
l lewes . Francis 1 1 442
In. key, M. K 139
Dickinson, John C 141
.1 . A
i ieorge 1 1
Dolan, w. J
880
las, Flndla
Dowdell, Vi
, I'. 1 880
Doyli Frank J.. 474
Dral e, Frank s
r, Waltci
Dunbar, Robert 600
Dunkerley, William
II
Durfee, W. T
Duval, II. C 338
E
Earll, Charles I...
Early, William . . .60, 567
Eckels, James II..
, on, Frank .
I i (Jtel
Edmonston, !•:. D.... v^
,. Frank '
Einstein, Arthur "
Eldredge, Nathan B
Elliott, J. R
II. i > 442
Emmerlck, A. C -'•
Emmons, CD
Em us. N II
F
■
Fltzpnlrlck, "
i i
I
1
1 1 I
■ narl.-s L.
Fin si. Frank A...
Gadboury, A -■
y, Edward -
Gallagher, J. M 508
Callaway, J. N 62
Gannett, George a
i lardner, A. A s:;*
Gardiner, Chai li - \
i ;. k, Robei l
I. line .
I '.aw, Louis RUSSell .
17 1. '567
( iettys, William ...
m, M. I
, nibi ii. E. R
Gilli i te, A. 1-.
Gillette, W 871
Gilpin, V. C 208
.11. ,,n. William
William K
•I, ,. I. :
273, 834
i ; I. . I |. nry W.47 I
Coslmin. Ilauv It.
28,
Gould, William N... ''"I
U 238
■ (raves, Jay P.. • -
Greem . B. L. 142, in
G r. Dai hi Smith. . 240
| Hi. st. W. W
Griffin .... '540
. ;, Iffln, Thomas F... 2 1 1
i (rigs i 781
Groven, Nathan C
l T. F
H
i i.i k< r, Morii 506
ii ill, w i. S . 762
J ■ :"
.1 ,
Harding, II. I
Harrtgan, .' R
I. W.l
Harrison, R L , 139
Han ' i ' rro vsl
■ II, .1 w
i lawli y. O w
i laydi it ■ !lai em
. 101
Hecklei
II Wall.-
11.11
I :
ii.i/.i i. ii. a
l|. «■ \ u
Heywind J I
Hind i
Hlpn
I |.,n . D
Holt, w w
II. .1,
II. .in v
II I III.. \l
Hopkln \
Hopl
II, ,,!..,, w H
I • . Willi. ii. \
1 1 uk In '■ i:
I [ughi B, W. A
Hunt, E. J
Hunt. R. E
I luui. Samuel P, .
I I ii ii i i P..
Hurlburt, W. II...
Hurley, William S.
Hutchings, Jan
Hutching .1. C.
I
Fred
Her, Geo. A
rsoll, J B
Irwin, l 'hai i. s k . .
4 7i'.
7:;i
801
371
696
139
GO
28
508
i a Henrj
i locker
Jackson, Jami
i.ii.. « • 1 1 i
James, Lemuel T —
i ...... a \
ii \
Jayne, W. Q
Jenkins, J. < (
Ins, Roberl :
win
Johns. Charles . .442,
Johnson. E. W
i :,iu in !■: . .
Johnson, William s..
VII. n
Jordan, J
i . I II....
K tpi r,
Kciley,
Ki Iki i.
K
\l I
Clan in
M J
.1 D
Jr.. R,
E R
i: \i
w \i
P....
■ '
Ki nyon, vt
Kl.l.l., I II
Kllllngsworth, J \
K nil, \ W
Klcybolte, Leopold
II M
K... 1,1. I . C. ..I r II
Kiot/. W .1
i
Kurokl, M
240
n::
108
831
871
911
838
47 4
601
108
880
99
60
60
288
i. i
B34
884
B34
871
834
i I
...in, II
J
Lewi
i '
I loin, i
I
I II
ELECTRIC RAILWAY REVIEW
Long, C. C 600, 603
Loree. L. F 763. '796
loy, .1 K 3'5
Lowe, Fenwiek B... 27
Lowry, Joseph W .... 635
Lowry, Thomas "96
Lucas, James 661
Lupfer, Edward P... 635
j. mi. , c. n -no
M
McAssey, F. W 633
McBride, W. J o40
Mcl'abe, James . 3"
Mcl'askev. W. 1 338
Mcl'ormack, 1. A bOl
McDonald, John '!,"
McDonald, John B.139, 206
McDowell, E. R 33b
Mill.r, William 7Jb
McGowan, Hugh J... 834
McGrath. E. V 53b
McHenry, E. H 834
Mcllvaln, B. M 410
Mclver, Alexander .. bog
McJilton, H. C 56,
McKay, Charles R... 834
McKenna, T. F 733
McKiUip, C. W 371
McLenegan. Samuel^ sgQ
MacLeod, George ... 170
McMahon, \V. D 4,b
McMonagle, Dewitt
Q bU L
McRae,' D.' F 796
McRoberts, Samuel
Mackay." Hector W..' 662
Main, E 633
Maish, A. G......... 2.3
Haling. Eugene V... ^3U
Maloney. P. ■• JfJ
Maloney, W. E 442
Mann. H. W. '62
Marinan, W. N 2Ut>
Mather, Robert 3,1
Mathes, L. D *b01
Matthews, F. B 442
Mayer, Joseph B 139
Meares, J. W »34
Meixell. J. C. ....... £*>
Mellen. Charles S. 4,4, 834
Merrill, John H 27
Miller, John SS0
Mills. C. R £34
Mitchell. John ,9b
Mooney, J. T 442
Hoore, A. R 79b
Hoore, Edward W.
696. *731
Mordock. C. T....474, 762
M house. W. S 410
Morgan. J. M 79b
Morse, F. L...60. 307, 33S
Muhlhausen. Gus ... 8S1
Mullen. W. J S34
Mullin, William J.... 338
Mureh. George A 567
Murdoch, Davies 796
iv, Arthur C.
206. 602
Muse, W. E 508
N
Nelson. I. R 474
Neville, C. W. J 603
Newhall, Thomas ... 790
Newton. Arthur D... 444
Nicholl. H. A •HO
Nichols, Edward C.
170, 474
Nye, Harry 338
Nye, Winthrop B... 60
O
Oakman, Walter G.. 371
Ober. A. L 371
O'Brien, Frank 696
O'Brien. Robert 762
Olshausen, George . . 603
Ostrander, Charles C 53S
Overfield. Ferris A... 200
Owens, WT. G 273
Owens, W. H 99
P
Padget, William 734
Page, Henry C...G0, »474
Pardee. J. H 273
Parker, J. W 53S
Parry, R. W 731
Parsons, William Bar-
clay 00
Pattee. Edward S.99, 170
Paul. G. J. A 60
Pear, Charles B 476
Peck, F. C 733
Peek. G. E S80
Peoples. Thomas
Whinston 601
Pfeiffer, A. J. J 40S
Phillips. John G 633
Pierce. Burton B 633
Pierce, J. A 50b
Piper, A. R 567
Piatt, J. G 699
Plaver, Preston 8S3
Plume, David 33S
Polvin, Frederick D. 307
Poole, E. W 662
Pope, J. P 27
Post, I Inward M. . . . 3,:i
Potter, A. B 474
Potvin. Fred D 60
Powers, John
096. 730, 703
Prather. H. C 338
Prendergast, D. L. . . 99
Preston. George K... 410
Price. D. D 032
Punderford, John K. 834
Purtill, L. F 540
Quackenbush, James
L 834
R
Ralston. William E.. 633
Ramsey, A. F. ...443, 567
Ramsey, Charles 69G
Rand, R. S 371
Rattray. James 371
Rauch, E. J 567 .
Raver. Edward 662
Ray, M. Joseph G 60
Ray, R. R 474
Read, Walter P
60, 139, 338
Reed, F. L 730
Rees, N. E 731
Reilly, C. J 567
Reilly. John C 408
Reynolds, A. E 567
Reynolds, Alva 632
Rhoads, N. B 601
Rhoades, S. L 27, 273
Rice, Geo. S '60
Richards, E. H 8S0
Richardson, C. F 796
Richey, A. S 002
Riddle, Samuel 307
Robh, J. M 538
Robb, W. S. V...696, 731
Robertson, E. W 601
Robertson, James A.. 338
Robinson, Henry A. . 834
Robinson, Thomas.... 307
Rockwell, C. H 699
Roome, H. C 338
Rowe, F. W 883
Royster, F. B 60
Rugg. Julius E 507
Runken. Henry 371
Rutherford, John F.. 000
Ryley, T. W 238
s
Saemann, J. M 880
Satterlee, W. A 730
Sawyer. D. H 567
Schmock. E. L....273, 730
Schofield, Ira 27, 139
Schotte, Armin 410
Schroeder, A. V 408
Schwertfager, Wil-
liam 20b
Scott, H. F 730
Scott. J. F 23S
Seaver. John W 570
Sells. O. P 880
Sergeant, Henry
i 'lark 209
Sewell, J. E 139
Shannahan. J. N *730
Sharp, E. R 731
Sheldon. George R.... 796
Shelton, Charles F.27, 139
Shipe, Frank H 699
Shonts, Theodore
Perry 139, 834
Shorton, Frank 730
Shunk, William Find-
lay 881
Simms, \V. H 763
Simpson, Thomas H. 798
Sims, C. S 763
Skinner, Calvin. . .696, 731
Slush, Matthew 567
Smith. A. B 834
Smith. Arthur B..27, '139
Smith. F. V. L 635
Smith, James 60
Smith, Clement C 567
Smith, J. W 273
Smith, L. L 474
Smith, W. C....307, *443
Smith, Walter B 474
Southard. F. C 338
Sprong, J. White 33S
Stanlev, Albert H
60, *273, 408, 443,
506, 032
Stanley, John J 28
Starring, Mason B. ,.*474
Stearns, Charles K...790
Stebbins, H. B 240
Steinhart, Frank 062
Stevens, Oral A 442
Stevens, W. N 763
Stiles, George A 731
Storrs, L. S 60
Stout, F. J 796
Stranahan, O. A 275
Street, W. W 880
Strom, Carl A 798
Strouse, D. J 170
Surratt, M. W 60
Swan, D. A 206
Swank. A. S SS0
Sweeten, Willis V 733
Sylvester, Carl Alden 139
Symington, E. H....
099, 733, S3G
T
Tatum, T. H 338
Taylor, Frank H »30
Taylor, R. C 703, 790
Thomas, C. M 170, 408
Thomas, Charles E.. 273
Thomas, Charles K.. 830
Thomson, D 307
Thurston. R. C 506
Tilton, Benjamin F. . 003
Titzel. C. Edgar *662
Towne, Henrv R 101
Townley, Calvert S31
Tracy, G. E 27
Trafcy, William W 696
Trexler. H. C 690
Tripp. George R 567
Trudeau, L 27
Tucker. Frank M 53S
Turnbull, Arthur 506
Valentine, F. D 371
VandersUce, T. L 170
Van Vliet, B. E 696
Vaughan, S. L..474, *53&
V,. ,n i, Van Vechten 834
w
Walden, H. P 665
Walker. B. E 730, 763
Walker, John A »733
Warren, B. W 442
Wason, Charles W...
690. 731
Watson, Zerah E 170
Watterson, Wade 730
Webber, H. B 273
Weist. A. E.. Jr 442
Welch, Frank M G32
Wells, Joseph S 338
Wells, T. K 27
Wende, Richard 307
Wrentworth, Wesley.. 796
Weston, Charles V...*C1S
Weston, George •GIS
W'etmore, E. P 443
Whaley, A. R 001, »632
Wheatly, Walter W.. 273
Wheeler, Albert G... 796
Wherland, Harry 139
AVhite, J. H 632
Whitehead, Fred J... 27
White-Spooner, C. N.
T 170
Wiekersham, George
W 834
Wilcoxen, Edwin J...
567, *000
AVili oxon, C. L 206
Willcox. David 601
Williams. Parley L. . 99
Wilson, Bertram E.. 567
Wilson, T. W »84S
Winters, E. E 60
Winters. E. S 206
Wood, C. V 730
WTood, R. E 731
Wood. Thomas G 880
Woodward, W. O 27
Wright, George 880
Wright. George
Franklin 2S
Y
Teatman, Nathaniel
Pope 28
York, J. B 600
Youmans. G. D 338
Young, C. S 506
Young, David C G96
Young. F. K 731
Young, H. C 880
Z
Zaldo. Carlos 371
Zimmerman, W. H. . . 33S
ELECTRIC RAILWAY LEGAL DICISIONS
Amusement Enterprise, Company Liable
as Partner in •• • •
Animals, With Fencing Law Danger to
Deemed Imaginary
Appliances— „,„
Deterioration of Mechanical 233
Title to After Grant Ends. ........... • 4b9
Arrest, Road Officer Causing Wrongful.. 59o
Assault, Company Entitled to Bill of Par-
tieulars in Case of Alleged 6.
Automobiles, Duty of Persons in Charge
Of at Crossings
200
B
Baggage, Company Not Liable for Loss
of Hand .••• ••••■•■ ,01
Bars, Riding on Inside Running Board
Outside of ■.■,••;;'
Bill of Particulars, Company Entitled to
Have
Boys Not Excused from Looking for Cars 437
Bridges, Liability Under Ordinance as to
Building
Capital Stock. None Issued or Paid for
Immaterial ii6
Asking Passengers to Change
Diversion of to Restore. Schedule
Drinking Water Not Required on
Equipment of with Powerful Search-
light
Injury to Bystander by Runaway
Inspection ot by Jury •
Lack of and Shortening Run of on
Public Occasions
Meeting of Where One is Stopped on
Adjacent Track
Not to Stop Between Two Steam Roads 232
Open Trapdoors or Defective Floors in
. and Inspection Thereof 790
bDI Ordinances as to Temperature, Sched-
ules and Overcrowding of 333
bJ0 Ownership of Immaterial in Injury
Case 300
Passengers No Right on Particular.... 267
Right, to Transfers from Short to Long
Service 627
Risks Taken in Operating in Hilly
Country and Bad Weather 725
Running of Short-Service 627
Running on Tracks Close Together 267
Running-Time Orders and Uniform
Spacing of 724
Sufficient Identification of as for Pas-
sengers 300
Without Toilet Rooms or Water Tanks
Not Up to Requirements 300
Carrier of Freight Not a Street Railway. 690
Carriers of Passengers, Judicial Notice
Taken that Street Railway Com-
panies Are 300
Charter. Powers After Expiration of 20
Child. Putting Off Car for Wrant of Fare 657
Claim Agents, See Inspectors 690
Common Carriers, What Constitutes 199
Companies —
Later Liable for Water Obstruction... 52
Not Deemed to Represent a Class 333
Liable as Partner in Amusement En-
233 terprise 657
233 Statute Authorizing to Take Roads 20
595 Compensation for Crossing Other Roads,
When Payable 200
595 Condemnation —
725 None by Another Company 333
267 Right to Cross Steam Roads W'ithout. . 332
Rights Acquired in with Filing of In-
656 strument of Appropriation 789
Conductors —
468 Assenting to Changing of Seats 300
789
Dragging of One Into Pit at Shop 401
Duties from Disabilities of Passengers 364
Duty of to See Where Passengers are
Before Starting Cars 690
Duty from Seating of Passengers 19
Injury to One Putting in Route Sign.. 401
Not Required to Look After Hand Bag-
gage 757
Settled Points as to Duties of 19
Transfer Statements of 364
Consolidation, Effect of on Franchises.. 437
Construction —
None, Immaterial Between Companies. 333
That Road Under is Street Railway as
Authorized Cannot Be Questioned 332
Contracts —
Not Broken bv Askinsr Passengers to
Change Cars 233
Permission to Cross Steam Road. Con-
sideration for 200
Controllers —
. Injury Caused by Flash from 232
Inspection of by Jury 207
Crossing Other Roads, Constitutional
Right of 200
Crossings, Duty of Persons in Charge of
Automobiles or Other Vehicles at... 200
Crowds, Injury to Passengers by at Sub-
way Stations 590
Curves. Throwing of Passengers from
Car at 233
Damages —
For Attempted Ejection 19
For Expulsion for Refusal to Pay Fare
Twice 401
For Refusal of Transfer 75 ,
Rights Acquired in with Filing of In-
strument of Appropriation 7S9
Dogs Fighting on Tracks 19'.-
ELECTRIC RAILWAY REVIEW
Ejection —
Damages for Account of Refusal to Pay
Fare Twice 401
Damages for Attempted 19
Of Passenger with Expired Transfer
Taken on Conductor's Assurance.... 757
Rule Requiring for Not Paying Fare.. 19
For Standing on Front Platform 267
For Poles in Unauthorized Places.... 233
Electric Railways —
Care Required Crossing in Country... 437
Interurban Not Subject to Grade-
Crossing Aot 723
Points as to Fares. Transfers and Du-
ties of Conductors on 19
Right to Cross Other Roads 200
Right to Cross Steam Roads 332
Elevated Railways, Need Not Give
Transfers tc Leased 469
Employes —
Duties of and to Track Repairers and
Other 789
Instructions to Ignoring Ordinance 364
Sufficient Showing as to Being 300
Evidence —
Admissible Relative to Fenders 436
Burden of Proof Where Gate Not Se-
curely Fastened 401
Expense of Remedying Defect as 51
Of Prior Throwing at Cars 299
Of Right Speed 469
As to Working of Mechanical Device.. 401
Excursionists Carried Free. Duty to 199
Expense of Remedying Defect as Evi-
dence 51
Experts. Right Speed Cannot be Shown
by 469
Express Company, Rights as to Switch to
Haul for 596
Extensions —
Applicability of Statutes to 266
Name Does Nol Make 469
Fares —
Damages for Expulsion for Refusal to
401
Demanding Second Not Gross Negli-
gence Nor Creative of Excessive
Charge 757
Limited by that on Line Built or Pur-
chased 300
Need Not Change 110 Bills for 656
Putting Child Off Car for Want of
Points Regarding 19
•nings Not Fixtures 468
Fellow Sen-ants. Moiormen and Conduc-
tors on Different Cars 51
s. Interurban Electric Road Re-
quires 200
Fencing Law. Danger to Animals Deemed
-:nary with 690
Fenders —
Choosing or Not Using Under Ordi-
nance 436
WD 364
Number and Kind of 364
Fire Department, Engines, etc., Right of 266
Fireworks, InJ :k from 52
Fixtures. Rail'- t -nlngs Not 468
'h of July
Franchises —
•
433
Upheld 291
Effect of Consolidation on 437
Kxplrlng with Main Line 437
Immunity as to Paving Not Transferred
with
as to 364
20
■f 333
314
Street Hallway. 690
Gate*
. . 401
Grn<i 332
H
'i Must Know If
»kn Taken In Operating
Runaway Collide with
I
•Ion" —
:
i
amlnlng \
33.1
Wrongfully
M
Hnvlr.e Book of Free •;
312
L
Lights-
Failure to Turn on Block 51
Running of Car Without
Live Stock. Killing of on Unfenced Road 200
Looking, Boys Not Excused from 437
M
Main Line. Meaning of Expression in
Grants 437
Motormen —
Dut3 Of Seeing Person on Trestle.... 469
Duty to Persons on Tracks 363
Duty Seeing Dogs on Tracks 199
Entitled to Rely on Orders from
Starter 756
Inference from Occupying Place of
Greatest Danger 725
Must Know Whether Headlight Is
Burning 656
Need Not Anticipate Runaway Horses 690
N
Negligence —
Crossing Electric Railway in Country.. 437
Demanding Second Fare Not Gross 757
Error in Judgment as to Fender Not.. 364
High Speed with Searchlight as 595
In Riding on Inside Running Board
Outside of Bar 790
No Rule of Putting Track Repairers in
Class of Their Own 789
Not Presumed from Injury 299
Passing Teams Left Unguarded Not. . . 363
Presumed from Trolley Pole Falling... 19
Relative to Use of Fenders 436
Statutory Liability for 437
When Presumed from Injury 299
Notice, Judicial, Taken that Street Rail-
way Company is Carrier of Passenger 300
Nuisance, Unauthorized Railway In High-
way as 595
Numbers of Car. Motorman and Conduc-
tor, as to Plaintiff Furnishing 626
O
Orders —
Motorman Entitled to Rely on from
Starter 756
Running-Time, and Care. 724
Ordinances —
As to Ventilation, Temperature, Sched-
ules and Overcrowding of Cars 333
Choosing or Not Using Fenders Under 436
Giving Fire Department and Cars Re-
spectively Right of Way 266
Liability Under as to Bridge Building 789
Not Requiring Stop Between Tracks... 232
Requiring Permit to Do Work Valid.. 626
Right Speed Cannot Be Shown By.... 469
Routing. Not Violated by Transferring
Passengers 233
lid as to Railroad Crossing by Cars.. «27
When Disregarded are Held Valid .... 364
P
Hi ling Steam Roads by Bill
s 108, T412
Parks, Injury from Fireworks at 62
Partner, Company Liable as In An
ment Enterprise
ngcrs —
Allegation of Being Enough 300
Alighting When Car Approaching 468
As to Seeing Where Xhej In B
Ung Cars 690
Can; id Destination Leaping
from Car 468
Cai Duty to
233
I >iit . as to Assisting to All.-., i
Dm
Dm Using In '■ 01
f Windows...
nit by Mlsniie Thrown
Hitting I
Injn
tlons
Injury of on R- light-
ing ' 299
Left al Wr..' 'if
Pillars 300
■
• mn-
Rlnlnic I' 436
232
Thi 23*
Wl
in"
inlrlng '■ 266
Not Required to Do Before Laying
Its
Highest Court on Requirement for.... 4t;s
Permits May be Required to Do Work.. 636
Pillars, Need Not Wain Passengers of... 300
Pit. Conductor Dragged Into at Shop.... 4"l
Platforms —
Liability for Areas of 411
Rules Forbidding Standing on Front.. 267
Woman Falling Between 52
Poles-
Location of in Unauthorized Plaoes.... 23::
Need Not Warn PaSSej Of . 800
■ nger Changing Seats I til bj
Title to After Grant Ends 469
Public Occasions, Lack of Cars and
Shortening Runs on
R
Railroad—
Interurban Electric Railway as 200
Interurban Road Not Under Grade-
Crossing Act 725
Ralls—
Not Fixtures 46S
Title to After Grant Ends 469
Railways-
No, in Street for Private Parties 690
Power to Compel Removal of Unau-
thorised
Res ipsa Loquitur —
Applies to Catching Heel on Step 233
Applies to Collapse of Floor Benciii
Passenger 790
Right of Way Across Street, Nature of. . 882
Roadbed —
Acts Giving Right to Use Old 333
Duty to See Has Required Openings. . 62
Road Officer Causing Wrongful Arrest.. 595
Rules —
For Ejection for Not Paying Fare 19
Forbidding Standing on Platform 267
Limiting Change Requirements to $5
Upheld I
Passengers Must Know Conductors
Cannot Dispense with 757
Power to .Make 61
Settled Regarding Electric Railways... 19
Running Boards, Riding on Inside of
Outside of Bar 790
S
Safety Tread, Injury from 233
Searchlight, Equipment of Car with
Powerful 596
Signs-
Duty Created by "Run Slow" 'JO
Injury to Conductor Putting in Route 401
.-mock Bystem, Sufficiency of 61
Snow, Walking on Track to Avid 363
Speed —
Care Required When Cars Run at
ii t R lie of Permissible In Country 437
Right Cannot be shown by Btxperts or
nances 169
. Injury from Fall Due to Ti.n
.hi Btatlon
Itotorman I titled H ly on
Orders from 756
stale, inquiry by Into SI n 364
Btai in
Applicability ol i" Extensions
Authorising ' iperatlon ol Roads
i irlnklng water Nol Required by
t t ■ Under
Ro "
,\..i ii bi St
Need Nol G i ,i , . 469
Paralleling ol bj I Lli 415
on !•■ Croi ' for
200
• Iross on Btreeta 332
\ slid " e ■■ to Crossln
Btl I'M —
lets
i •
Judicial Nnti . Taken of s Can ler of
i .
1 Is .
1
Streets—
Inie
■
Road In, '
Ni
Sub* ni y i" p
Irowds ni
B wl tel ■ to Haul f oi
T
Hon, Immunitj from Nol Ti
803
i ',.,
300
i of
.789
ELECTRIC RAILWAY REVIEW
Tra< h
g
ire Use "t Without I
fere 595
Big jer 487
Use Short Distance by Alleged
169
Walking "ii to Avoid Snow
Transf.
Ki i linn <if P with Kn|
Taken on ir's Assurance.... 757
I to Recovei
: l 1 t > In! R
Maj Secure I
of
Net i liven to Li ased
Steam Lines 469
No Rights Given by Intention to I
Nol One Continuous Trip for 363
Ordinances \. Instructions as to 364
i Oi Action of Passengers Given
Wrong 724
Right to Nol Limited to < im I ill
i Short to Long Service
627
Rule as to Issuing I for
kl 402
tied Poinl ling 19
I ments of Conductors when Issu-
ing 364
I ip. -ii iii Floor of Cars 790
Trespass, Poles in Unauthoriz . 233
Trestle, Duty of Motorman Seeing Pi
oh 469
363
Troll.- Pol
Leaving WJr off Light 52
i ' i] lug of 19
Vehlc Dul D ers of at Crossing 200
is Stand-
ing in 51
Water —
Not I in Cars by £ tatute 595
uctlng Flow of 52
Water Tai 300
Weather, Operating Cars m Bad 7'.'.".
Windows, i Extending Anns
r 267
R Taking Out Permit
Do 626
ADVERTISING LITERATURE
\ orks 309
, . Material Co 173
i Machine Co
102, 241.
604, <:<■••;. :■;:,. 799. SS6
American Blower Co 241
American Carbon .v.- Batter] Co 102
American Conduit Company 410
American Engineering Company 837
Co 445
American Sheet & Tin Plate Co 837
American Spiral Pipe Works 837
Arnold Co 30 211. 700
iatiori of American Portland Ce-
ment Manufacturers 445
Atlas Engine Works 102
Automatic Oil Cup Co 241
B
Babcock .<• Wilcox Co 63
Baldwin & Rowland Switch & signal
Co ^77
Ball Engine Co 173
Bird, F. W„ & Son 30
Bowser, S. F.. & Co
Brill, The J. G., Co
Browning Engineering Co
Buckeye Engine Co
Buda Foundry & Manufacturing Co. 209,
Buffalo Forge Co 102.
I 12
209
837
r.7"
799
837
241
Century Cement Machine Co
-Shawmut Co
igo Pneumatic Tool Co
Cincinnati Rubber Manufacturing Co.
Columbia Foundry Co
Concrete- Steel Retaining Wall Co
(The) Concrete Review
Cooper-Hewitt Electric Co
Crandall Packing Co
Crescent Machine Co
Crocker- Wheeler Co
( !rockett, David B.. Co
I Ii 1 -'--Hinds Co
Cutler-Hammer Manufacturing Co
445
i 65
799
102
541
MC
21"
142
17:;
173
209
141
142
::74
1> & W Fuse Co 30
Dayton Manufacturing Co 445
on Pneumatic Tool Co 30
trie .Manufacturing Co 374
Dixon, Joseph, Crucible Co 30, 700
Dossert .V Co 309
Drucklieb, C 209
Drummond's Detective Agency 886
Dudgeon. Richard 309
Earll, Charles 1 342
Electric Service Supplies Co
341. 765. 799. 837
ided Metal & Corrugated Bar Co. 445
Co 666
Ferro-Conci ete ' instruction Co 445
1 ; ir.i.-n Citj Sand Co S38
Gardner Machine Co ::"'-'
Garvin Machine Co 241
1 ieneral Electric Co
142. 374. 445, 57", 700, 837,886
General Fireprooflng Co 102, 837
General Storage Battery Co tin
Genuine Bangor Slate Co 277
i loheen Manufacturing Co 374
ii.il.ls.-limi.lt Thermit Co 209. 5"S. 799
u Fuel Economizer Co 309, 709
• funn, Richards & Co 765
H
Hanna Engineering Works 309
Hayes Track Appliance Co 173
Hill Publishing Co 570
I
Indestructible Fiber Co 604
Ingersoll-'Rand Co 63, 209, 241. 374
International Correspondence Schools.. 374
Jeffrey Manufacturing Co.
Johnson, Charles F
3H9
21n
K
Kinnear Manufacturing Co 341. 410, 50S
Knecht Bros. Co 799
Koppel, Arthur Co 445
Lane & Bodley Co 445
Leavitt C. W., & Co 570
Lee. Higginson & Co 765
Locke Insulator Manufacturing Co 209
Locknut It Concern 241
Lumen Bearing Co 209, 837
Lunkenlieimer Co 837
M
McClintock Manufacturing Co 374
McConwav & Torley Co 63
Marion Incline Filter & Heater Co 700
Massachusetts Chemical Co 604
Matthews. W. X.. & Bro 604
Milliken Brothers 142
N
National Association of Manufacturers
of the United States of America 341
lal Cellular Steel Co 2 11
0 30
New Km Manufacturing Co 209
Newman Clock Co 30
Newport News & Old Pi &
i ric Co 765
Niles-Beroent-Pond Co 445
P
■ ncrete Fence Post Co 508
& Mining Machinery C. 210, 309
R
Rail] oad Supply Co 765
Railwaj St. el-Spring t !o 374, 445
Ridlon, Frank. Co 666
Roberts & Abbott Co 63
Rostand Manufacturing Co 201
K.i .1 Ventilator & Manufacturing Co. 63
Ruscoe, John, & Co., Ltd 635
Russell Car & Snow Plow Co 886
S
Samson Cordage Works 445
Schoonmaker, A. 0 141
Shoemaker A.- Casparis 765
Sprague Electric Co 80, 141, 57"
Stan. lard Varnish Works 837
Starrett, L. S.. Co 142
Start. -vant. B. F.. Co 445, 508
T
Templeton. Kenly & Co 765
Trussed Concrete Steel Co 541
U
Underwood, H. B., & Co 63
Union Electric Co 799
Uniop Switch & Signal Co 63, 309
L'nited States Engineering Co 341
Universal Portland Cement Co 141
W
Wagenhorst, J. H.. & Co 30
Wallace-Coates Engineering Co 173, 477
Warner, Charles. Co 477
Watson. John B 410
Wcllman-Seaver-Morgan Co 430
Wendell & MeDuffie 210
Western Electric Co 570. 604. 635
Western Electrical Instrument Co 341
Westinghouse Machine Co 309,799
Weston Electrical Instrument Co 541
Wickes Brothers 57"
Woodman, R.. Manufacturing & Supply
Co 209
Wright Truck Co 141
Y
Y.ii. & TOWne Manufacturing Co 799
'Articles marked with >•>< asterisk are accompanied by map*, porlraUs or other illvstratwns.
TV
vm
PUBLISHED EVER? SAT! KPAY liY THE WILSON COMPART, CHICAGO
Chicago: 1600 Honadnook Block New xork: ISO Nassau Street
SoosoriptioD Pr -' | Single Numbers, lOoents Bnte i I b( the Postoffice, Chicago, HI., a- Second olass Matter
Vol. XVII, No. 1
CHICAGO, JANUARY 5, 1907
Whole No. 193
TABLE OF CONTENTS
Editorial—
" — The Weekly Electric Railway Review 1
— Vertical Rotary Converters 1
— Locals and Expresses In New York 1
— Kinks and Bends 2
i -iw and the Front Platform 2
New York Transportation and the New Governor 2
— Electric Railway Equipment in 1907 3
—Rolling Stock Ordered in 1906 3
— Low Street Railway Fares in Cleveland : 4
Statistics of Electric Railway Equipment Ordered in 1906 5
Market Street Terminal. Philadelphia. (Illustrated) S
Recent Developments In the Cleveland Street Railway Con-
troversy 11
The Rotary Converter Substation 12
New England Street Railway Club 14
Controversy Ovr T-Rails in Columbus 14
Power House of the Hudson Tunnel System 15
Equipment of the Texas Traction Company 15
Int' rurban Map of the Central states. (With Inset) 16
^-o Traction Situation 16
Out Indicator. (Illustrated) 17
High-Voltage Third-Rail line In California 17
w Governor on the New Xbrk Public Utilities 18
Airbr 19
it Electric Railway Legal Decisions 19
Piping and Power Station Systems — XXV. By w. L. Morris.
(Illustrated) 21
Of the Week 23
— New V..ik New Haven & Hartford Acq
ways 24
Construction News —
— Franchises 26
— Incorporations 25
— Track and Roadway
— Power Houses and Substations 27
nal Mention 27
— Obituary 28
Financial News 28
Manufacturers and Supplies —
— Rolling Stock 29
— Shops and Shop Equipment 29
-Trade Notes 30
— Advertising Literature 30
it. Asbestos Doors. (Illustrated.) 31
New Arc Lamp for I. ..v. Ceilings. (IIIum 31
Plug (Illustrated l 31
Electrical Exhibition ;:i
New Semi-Convertible cars for Toledo. (Illustrated.)...
The Clark S.>l.l.-t .-il Kail Bond. (Illustrate, I i
With this issue the Electric Railway Review becomes a week-
ly publication. The reasons for the change are not far to
seek. Firstly, a weekly journal is more in
The Weekly line with the spirit of the times than a
Electric Railway monthly and one of the chief excuses that
Review. we have for existence is that we are, or
want to be, up to date. Secondly, we have
heard from a number of subscribers and other patrons, to
the effect that, while the Review as a monthly was a most
excellent paper and commanded the highest respect, it would
be better as a weekly, and would have a much wider influ-
ence. Thirdly, we have the working organization to produce
what we believe will be a first class weekly paper. 'i
graphically It will be unchanged from the monthly. It will
average about thirty-two pages of reading matter per issue;
although more than this will be published whenever enter
gencies call for more. The subscription prioe will be two
dollars per year and we believe the reader will get full vain,
for his money. Old subscribers will receive the weeklj to
the expiration of their Qbscrlptions.
In a recent discussion of rotary converter substation appa
at a meeting of the Western Socli rg in
Chicago, it was i on
Vertical MCted with
Rotary that within the nexl t\ months rotary COD
Converters. • rs of a vertical type will bfl ready for
opgmtii ' l ' to the limited headroom
In many of thil company's sub: f of which
i office buildings., ■ ro
verter of the vertical type would be very desirable in the
new deals fl win be large in diami
thus differing from the ihafl of ■ vertical steam tui
win be supported from the uppt
of t) il. much l nhrella Tin
tnaa nndi n win be or 2,000 Idlowatl
.-, weighing -."' pei • *1 for machlni
like capacity, One of tl
of machine Is that tin- l,ru h ring will stand In I horizontal
plane and It will Ihun be possible to build a platform around
it so that all brushes will be equally accessible. The an
Douncement of such a radical change in the design of the
rotary converter as is demanded by limited headroom seems to
emphasize the fact that the possibilities of substation im-
provement are by no means exhausted.
The Rapid Transit Railroad Commission of New York has
given an Illuminating example of what can be done by lay-
men to confound the operating official, it ap-
Locals and thai the people who are enjoying the
Expresses in freedom, fresh air and lower rents above
New York. One Hundred and Thirty-seventh street did
noi thins 'hat tins.- blessings compensated
for the extra tin -d In getting down-town In
the Bubwaj under the stupidly impartial plan of failing
in line behind the Intermediate trains on the single down
tovi n track between t me i iun i gta
andNlnt] eel It happened thai the city had bull!
middle track extending from One Hundred and
Thirty-seventh itreel down pari way towards Nlnty-slxth
t, which v, lug used for operation, anil I ho minor
lty of subway travelers living above One Hundred and It
I the Idea of appealini to thi ooi
npei the operating dompai I rack for
down-town In the morning and up town in the
would ■ sable them to gel ahead ol on
the cars containing the amiable majority of residents II
below One Hundred and Thi i and to Insinu-
Into the Ingle t rack line again at a point
ther down town Thej would thrj 10b advent
who have sufflcien
to I ticket window without troiihlln to I'll in
oars in line behind would guflei a com
the notable thlni il the com
•iot only wini ■ plan but commanded it i" be pul
in operation, although the o] ed thai n
wont mother poinl ol danger foi thi
b al the place where tl turned ti
-lint WOUld I"
apprehension In the down grade from thi
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 1.
si\ih street and the existence of only signal block termina-
tion between this junction and Ninety-sixth street, where
the express trains switch again to the regular express tracks.
Since this plan was put in effect it appears that the operating
company still persists in being impartial and passengers on
the express cars complain that they are sometimes stalled
on the ww third track waiting for a sufficient gap in the pro-
cession oi plebeian local cars to enable them ti> slip into line
From time to time papers are presented in engineering so-
cieties discussing the relative merits of the many devices and
construction schemes for lessening the ever-
Kinks troublesome lightning troubles. There is
and hardly one of these discussions but that
Bends. emphasizes the well-known fact that in
order to protect the line from lightning dis-
charges advantage should be taken of the common charac-
teristic of such discharges to move in straight paths. Thus
it is recommended that no kinks or bends should be placed
in the ground lines from lightning arresters. While these facts
seem to be generally understood it is nevertheless true that
many installations for both low and high-tension feeders are
so arranged that if the kicking coil were ineffective the least
reactive path from the outside feeder line to the interior of
the building would be by the way of the wire carrying the
dynamic current. This ineffective condition is brought
about by the apparent lack of care in fixing the relative posi-
tions of the lightning equipment and the switching apparatus.
Such details can best be taken care of in the preliminary de-
sign of the station building, and especially if it be for line
entrances to a substation can the arrangement of the light-
ning arresters and the switching apparatus best be placed by
using a wire tower. It is an easy matter to bring the high-
tension wires into such a tower and across it to connect
directly with the lightning arresters whose ground wires can
pass straight down the tower wall to the earth. With an
arrangement of this sort the connection for the dynamic cur-
rent can be taken off by a tap making a curve such as will
afford the sharpest angle in the path of the dynamic current.
This doubling-back of the current wire calls into play the same
principles that have been satisfactorily used on some foreign
high-tension transmission lines, that is, carrying the trans-
mission lines by the substations without curves in the wires
to lightning arrester houses and making the taps to the build-
ing entrances at right or acute angles opposing the flow of
fhe lightning discharge.
In a recent legal case in Arkansas the supreme court held
as a correct declaration of law an instruction containing the
statement, "A regulation forbidding pas-
Law and sengers to stand upon the front platform
the Front is a reasonable and proper one. It is the
Platform. duty of a passenger who is standing on the
platform to go inside of the car when re-
quested to do so by a person in charge of the car. if there
is standing room inside, although there are no vacant seats.
And if a passenger refuses to comply with such request when
there is room inside the car which can conveniently be
reached, the servant of the company may lawfully eject him
from the car." With regard to thus defining the term
"ejected from the car" it is interesting to note that there
were several of this electric railway company's cars standing
at a station waiting to be loaded with passengers returning
from a picnic, and while so waiting the plaintiff entered one
of the cars. He became involved in a controversy with he
conductor, then, without having paid his fare on the car. vol-
untarily left it to go upon the street where the conductor was
standing, in order to maintain his contention. There the
conductor informed him that he could not ride on his car.
directing him to take passage on another car. With regard
to this the court held that the passenger was not denied
the right to ride upon the defendant's car and was not, there-
fore, ejected therefrom. The court also said that where there
is a train of cars for passengers, all of equal and sufficient
accommodations, a passenger has no right to insist upon
riding on any particular car.
NEW YORK TRANSPORTATION AND THE NEW GOVERNOR.
In his inaugural message to the legislature of the state
of New York Governor Hughes recommends somewhat rad-
ical changes in the administration of the state's interests in
public service corporations, notably in relation to transporta-
tion matters in greater New York. While the recommenda-
tion has reference also to the commission on gas and elec-
tricity, its chief effect if put into the form of a law would
be upon the transportation interests, since it contemplates the
abolition of the present board of rapid transit commission-
ers— which has served the public uncommonly well — and the
establishment of a single board having jurisdiction over
both interests. The governor expresses the opinion that
there is no need of two separate commissions to deal with
these subjects since similar principles are applicable to the
decision of questions now within the jurisdiction of the two
existing commissions and because in some cases the same
questions are presented for the decision of both, there being
some corporations subject to co-ordinate jurisdiction.
It should be noted, also, that the governor recommends
a similar disposition of the bodies acting in similar capacities
for the state. These state boards he would also consolidate,
giving to one board jurisdiction over transportation matters,
gas and electricity in the state outside of New York City,
and to another board supervisory control over like matters
in the city exclusively.
Whether or not such action at the present time is de-
sirable is an open question. So far as the state outside of
greater New York is concerned, the effect of such action
should not be serious. The main difficulty is suggested in
the message itself, in which it is recognized that "the prob-
lem of transportation in Greater New York demands spe-
cial, prompt and comprehensive treatment." It is question-
able if this would be secured by dethroning the present board
of rapid transit commissioners, which, as before intimated,
has performed its arduous duties with uncommon efficiency
and zeal, just at the moment when it has outlined a com-
prehensive system of internal communication and by its
completed work has given abundant evidence of its desire
and ability to carry its plans to full fruition. Nor is it quite
worthy of the great cause involved that the chief executive
should base his reference to the necessity of means for se-
curing better service upon existing lines upon, primarily,
the fact that "in some portions of the city antiquated horse-
cars may still be seen, giving picturesque emphasis to the
disregard of the public convenience." It is true that non-
electric and gasolineless power is employed in a few in-
stances in hauling cars on crosstown lines on Manhattan
Island; it is also true, or was two or three years ago, that
mules were used in shifting cars on certain tracks of the
Pennsylvania Railroad inside of Broad street station; and
steam railroading had many years the start of transporta-
tion by electric power. It is trivial to cite instances in
which expediency plays so conspicuous a part and in which
the rights of the public are so little neglected.
That the operation of all railways within Greater New
York should be under the supervision of one board will as a
general proposition be unquestioned. Some difficulty may
arise at the point where the authority of the proposed state
and the proposed city boards meet, but doubtless this can be
suitably regulated, since it is proposed that each board shall
receive its authority from the state.
It is apparent that the new executive has prepared trou-
January 5, 1907.
ELECTRIC RAILWAY REVIEW
ble for the membership of the present legislature. He has
placed dynamite under certain political structures which his
economic sense points out as sufficiently dilapidated for re-
moval in view of the more utilitarian structures which he
desires to rear. The only thing to be feared is as to the
zeal of the "contractor" to demolish more rapidly than he
can rebuild in view of possible "labor troubles" among those
who must do the actual work.
ELECTRIC RAILWAY EQUIPMENT IN 1907.
A very brief survey of the equipment available for elec-
tric railway service at the beginning of another new year
is sufficient to convince the most skeptical operating man
that no commercial transportation proposition need go by
default for the lack of suitable apparatus to handle the busi-
ness. It is not too much to say that the physical equipment
necessary to maintain any speed specified up to a maximum
of 100 miles per hour, can now be produced on contract
guarantees. The wisdom of such selections of equipment is
a matter of expert engineering, but the tools are at hand
for the creation and shaping of every variety of transpor-
tation equipment from the urban system to the high-speed
electrified network of steam trunk lines.
The production of the widest variety of electric railway
machinery is now largely a matter of dollars and cents, but
the selection of the most suitable apparatus for a given set
of conditions is still a problem requiring careful analysis
and step-by-step reasoning. In the field of power generation
it is still a mooted point whether the gas engine, the steam
turbine or the reciprocating engine is best suited for specific
cases. The choice between the direct-current and the single-
phase motor for interurban service is by no means settled
practice as yet. The scientific proportioning of feeders to
commercial traffic conditions, the design of durable track
for heavy service, the best methods of fireproofing rolling
stock and street railway buildings, — these and many other
engineering problems need to be solved over and over again
under divers conditions if progress is to continue.
remarkable how soon the standard equipment Ol
rallw. rseded by new apparatus, even after
two full decades of electric traction. Only six or seven rears
ago railway motors of the direct-current type had apparent-
ly reached such a high stage of development that little Im-
provement could be foreseen, but as the lessons of operating
experience were brought home In the maintenance expenses
Of rolling stock, more substantial construction was demand-
ed and some of the best-known motors of that day have been
set aside for machines of greater durablllt>. Increased arma-
ture and axle-bearing surface, larger commutators, three-
point suspension gear cases and oil and wash' lubrii
in weight lias been merelj nominal. The
use of oil and waste lubrication In place i has been
one of n . mportant Improvements In railwaj mo
in recent years, and l' I ted in a noteworthy Incn
in mileage with reduced maintenance • ,,,,
Multiple-unit control methods hare been moon Improved
illy of late and the Small amount
quired to operate men - ■ triumph in design The
from breaking beavj current
in hand controllers which ma rcuit
and resull Hi ■ frlghtem igers.
.Hon i« as tavo
■ •! on tie right ot
in the powei plant the gss engine Ik ma i for
unit
has "shown it' mettle" on ilmpliclty
and particularly when using
the direct-current steam turbine anil bldi tali
unci of tin i
the problems ln< Idental to ed
Although it is difficult to forecast the development of
equipment to be expected in the next year, it is safe to as-
sume that reduced cost of operation and maintenance will be
the chief objects sought by designers. First cost grows less
and less important as the long-run economy becomes appre-
ciated. This is particularly true In times as prosperous as
the present. There is always an object in improving the
mechanical strength of railway material, exposed as it is
in so many cases to severe shocks and strains. Long after
the electrical efficiency of a piece of machinery has been
ried high up the line towards the practicable limit it remains
possible to improve the mechanical structure. Increased fa-
cility of handling, greater ease of inspection and repair, more
rugged design, less superfluous materials, better regulation
and larger overload capacity are some of the desirable fea-
tures In which we ma] expect the equipment of 1907 to
surpass that of previous years. Along with these Impi
ments it is to be hoped will go more careful records and
analyses of repair costs and service performance on the part
of operating companies. Only on the basis of such m
can progress be given the most economical direction.
ROLLING STOCK ORDERED IN 1906.
Elsewhere In this issue is to be found a detailed state
ment of the equipment ordered by the electric railwa
the United States, Canada ami Mexico, which is effective tea
timony of the importance of electric traction interests as com
pared with those of the older and more assuming steam rail-
ways. The figures show that (hiring 1906 contracts were
placed for 6,104 cars and 2:: electric locomotives, the cars
including 851 for feight service. The balance Of 5,253 cars
were for passenger service which compares most favorably
with the figures taken from The Railway Age Bhowing orders
placed by the steam roads calling for 3.402 cars for passen-
ger equipment. In other words the electric railways ordered
nearly 2,000 cars or 57.3 per cent more for passenger equip-
ment than the steam lines In view of the fact that the fig-
ures for the steam roads are probabh even more complete
than those of the electric railways they are Impressive.
The cars ordered by the electric roads for passenger
service include ::.730 cars for city service, 1.204 for Inter
urban service and 319 to run on elevated lines. The num-
ber of cars of all kinds ordered to be built In company shops
is 638 or 10.4 per cent. These figures and those she
851 cars i. i service or 13.8 per cent are particularly
lntet' • the extent to which the electric
are devoting their attention to freight traffic and to
the manner in which shops are being equipped to make the
roads entirely Independent of contract builders The Hk
ures available showing i ; ordered by steam lines in
dlcate that ol the freight cars ordered to be built In oom
pan] the approximate total ot all oars ordered toi
c -miction in company shops, was onlj 9.3 per cent That
ectric inns are, II anything, bettei equipped to i
for their wants than the older steam
i ni. u innately, Bgures showing orders In prevti
are iii. i available tor < parison. but assuming that th.
■ 4 American Btreel Railwa] In which show
i. i.b-. i to equipment of electric railwa] In 1906 to
Irlj Indicative of the orders placed during thai
itional Increase in
equipment bulldlni the electric ! '.in«
the i authorit] thi ■ a the Uni
.i the lulled states and Canada ■<' the
i. ii. hi ,.i ■
ut
\t n
mileage of electric lines in the United states and i
. l,10fl and u that thi
miles win bIvi
ELECTRIC RAILWAY REVIEW
Vol. XVII. NO. 1.
of 1906 of approximately M7.600 miles. The figures of total
equipment at the close of 1906 showing 8S.577 cars indicate,
therefore, that there are more than two cars to every mile
of electrically operated track in the United States and
Canada.
The figures tell their own story of the activity of electric
traction lines during the past year, an activity which it is
safe to say with respect to electric lines is without a pari
and which makes a showing that compares most favorably
with that of the steam lines at the time of their greatest
growth. How the permanence of the two works will compare
is yi't to be determined.
LOW STREET RAILWAY FARES IN CLEVELAND.
The Cleveland Electric Railway Company, which ope-
rates 236 miles of surface railways in the urban district of
Cleveland, has just made a voluntary reduction in the rate
of ticket fare to 3^ cents. The cash fare will remain at 5
cents but it is clear that it will seldom be paid except by
visitors to Cleveland and residents who rarely use the street
cars and there can be little doubt that from 90 to 95 per
cent of the travel will be by those who use the seven-for-a-
quarter tickets. Accompanying the reduction there is an ex-
tension of transfer privileges on the cross-town lines so that
there can be no exception to the statement that Cleveland
now has the lowest street railway fares, where the service
available is considered, of any city in the world. The rates
are absolutely lower than in any American city that is as
large as Cleveland.
By this reduction the Cleveland Electric Railway puts in
force as fully as it can without the legislative permission,
which under the direction of Mayor Johnson, the city coun-
cil still withholds, the terms of the offer on which the com-
pany is seeking a renewal of its rights to serve the public
on the city streets. In other words the company has decided
to afford its patrons a chance to test the merits of the con-
sideration which, in addition to the surrender of existing
rights, that although expiring at different dates from the
year 1908 to 1929, have still an average life of from seven
to eight years, it offers in exchange for a blanket grant run-
ning for twenty years and thus really amounting to a twelve-
year extension of its rights. It is evidently the theory of
the company that the users of the street cars will be so
impressed with the convenience and desirability of the 3%-
cent tickets and the more liberal transfers that the public
sentiment created will force Mayor Johnson and his political
associates to forego their own street railway plans and to
deal with belated fairness with the old company. To an
outsider this seems a most desirable result. The settlement
of the prolonged and spectacular controversy over street
railway fares and ownership which has long interfered with
the development of Cleveland's facilities for urban transpor-
tation seems of the first importance and there is apparently
no good reason for leaving it unsettled when an agreement
can be made on the basis of the lowest fares in the world.
Hitherto Mayor Johnson has stood as a rock against the
public demand for immediate settlement, but recent develop-
ments may have had the effect of decreasing his opposition.
The disclosure of the extent of his financial interest in the
Forest City Railway Company, the rival line which he pro-
moted and for which he secured numerous franchise grants,
has undoubtedly lessened his local prestige. The position
of the old company has also been vastly strengthened by a
series of favorable judicial decisions which have not only
kept its officially favored rival from reaching the coveted
terminal in the center of the city but have also indicated an
early judicial determination that all of its alleged franchises
are void and of no effect on account of Mayor Johnson's
financial interest in them. It has already been held, in a
carefully reasoned and thoroughly convincing opinion over-
ruling a demurrer, that it such a financial interest exists
it utterly vitiates every franchise procured by the mayor and
aa Blayor Johnson has publicly admitted the facts necessary
to establish the existence of such an interest it is merely
a matter of weeks before the grants are declared invalid.
Indeed, in evident anticipation of such a determination in
the courts, the mayor's associates have organized a new cor-
poration in which it is claimed that he has no interest, but
as this corporation has very plainly inherited the mayor's
extreme favor it is hardly likely that it will be judicially re-
garded as more than a very transparent subterfuge. Prob-
ably it was only formed in order to avoid a public admission
of defeat pending negotiations for a settlement with the old
company. The fact that the mayor's company is operating
cars over five or six miles of streets at considerable daily-
loss which will continue at least as long as the legal situ-
ation remains unchanged is perhaps the strongest indicaton
that a settlement will not be as obstinately opposed by
Mayor Johnson as it has been since he was elected in 1901.
The fact is that there has been no time since the ac-
cession of the present management to the control of the
companies consolidated in July, 1903, that lower fares were
prevented by anything except the will of Mayor Johnson.
Working in the ostensible interest of municipal ownership
oi Cleveland's street railways, a thing impossible under the
laws of Ohio, and using the battle cry of "low fares" with
3-cent fares as the alleged object in view, Mayor Johnson
has persistently stood in the way of a reduction by the old
company, which is the only company that is in a shape to
render the services wanted by the people of Cleveland, and
his only real influence upon the situation has been to bring
about a state of confusion, inconvenience and turmoil. If,
as some of his critics assert, his real purpose was to harass
and annoy the old company until he could purchase it for
himself at a very low figure, he could not have worked more
injury to the city and its interests.
The question whether, with American rates of wages
and under American conditions, a street railway can be ope-
rated successfully on the basis of 3%-cent fares is one to
which experience affords no adequate response. On a large
scale, it has never before been attempted. The task which
such figures devolve upon operating officers is a heavy one
and only far-sighted and skilful operating officers can solve
it— if it can be solved at all. How much help will come
from the extra stimulation of traffic incident to the low rates
and how much that stimulation will progress from year to
year as the low fares affect the distribution of population
within the urban district are now food for speculation rather
than calculation. Street railway men will watch with pro-
found interest the consequences of the low rates just In-
augurated in Cleveland, if they are continued by the adop-
tion of a proper agreement with the city, and will learn
much from the results there. The results will also be
watched by many who are not street railway men, who will
want to know the influence of very low street railway
charges upon the growth of cities and on their social and
mora: development.
Seeing San Antonio.
Visitors to San Antonio will have an opportunity to see
all the points of interest in that city hereafter at a fair price,
as the San Antonio Traction Company has solved the prob-
lem there of sightseeing by putting into service the first
tourists' observation car which has ever been run in the
south. The car, which has a seating capacity of 50 passen-
gers, starts twice a day from the Alamo Plaza, in the center
of the city, and with a guide to point out and explain all the
points of interest as they are passed, runs for 35 miles over
the traction company's lines, making a trip which with two
short stop-overs, consumes four hours. — Southwestern Elec-
trician.
January 5, 1907. ELECTRIC RAILWAY REVIEW 5
STATISTICS OF ELECTRIC RAILWAY EQUIPMENT ORDERED IN 1906.
We present herewith a detailed statement of equipment
ordered by the electric railways of the United States, Canada
and Mexico during 1906, which we believe is the most com-
plete list of the sort ever published. The figures are com-
piled from official sources and from the regular weekly rec-
ords of the Electric Railway Review, and while necessarily
incomplete in certain respects, as is the case with any
lengthy detailed statistical statement, are as nearly accurate
as it is possible to make them in the time available for their
compilation. It will be well to bear in miud that the figures
represent orders placed for equipment during the year just
d and not equipment delivered by the builders. The
figures include both equipment built in contract and in
company sh"
Unfortunately there are no figures for the previous year
available, and hence it is impossible to state with any de-
of certainty, though it is more than possible, that the
total of orders placed during 1906 was the largest in history.
but the figures are at least effective testimony of the growth
and importance of the electric traction field. Fur purposes of
general interest the total has been divided into five cUi
for which the figures are as follows:
for city Bervice 3.730
tor Interurban 1 204
for elevated service 319
Freight cars
uves 23
Tot)] 6.127
Of the total, 63S cars or locomotives, or over 10 per cent,
were built in company shops — evidence of the manner in
which the electric railways are equipping their shops so as to
be independently situated.
ELECTRIC EQUIPMENT ORDERED IN 1906.
Purchaser
N -
Builders Pure!:
.36-0
50-0
50-0
.45-3
Alton Gr. & St. L.
Trac 6
Anderson Trac.
Co 1
2 Pass.
American Ry 10
Anniston Electric ft
Gas Co 4 Closed
■pen. .
Ardmore ft Llan-
erch St. Ry -1
Athens Elec. Rv... 2 Open..
Augusta ft Aiken
Elec. Co 6 Pass.
4 Pass.
2 Pass.
Aurora Elgin & Chi-
cago 9 Pass 54-0
1 Buffet 54-0
1 Special
Benton Harbor St.
Joe Ry. ft Lt 4 Pass
Blnghamton Ry 4 j Closed 31-5
Blrm. Ry. I.t. &
Length Serv. Trucks
Builders
Chattanooga Rail-
City D. T American Car ways Co
Chicago & Joliet
Int. D. T Brill Elec. Ry.
Int. D. T Brill Chicago & Southern
D. T Jewett Trac 10 Pass 52-0
Chicago City Ry... 50 Pass 45-9
Pass 3S-0 Int. D. T.
.Southern 1
.Southern Car Chicago Un
Int. D. T Brill
Amerlcai
Trac. 100
Chilllcothe Elec. R.
R. Lt. & Pwr. I
Choctaw Ry. & Lt. 2
.50-0
.45-0
Int.
Int
Brill
Brill Cinn. Newp. & Cov.
Brill Lt. ft Trac. Co..
Cincinnati Northern
D. T Nil's Trac
r Nlles
Mlddli town
ritv .S. T American Car Cleveland & Sharon
City S. T Stephenson Elec. Ry
Pwr.
12-0
9 Trail 42-0
4 Trail 42-0
2 Flat
ntv i>.
T Co.'s
T . . . .
T
Pass.
Pass.
.45-9
.40-0
Seml-Conv. 30-1
Flat 60,000
Box 50.000
■ r
Brill
Brill
Int. D. T St. Louis
City D. T American Car
CltJ D. T Brill
City D. T St. Louis
City S. T Brill
Inter-State Car
Inter-State Car
Co.'s Shops
31-0 City
Open .
dosed
S. T St. Louis
Exp.
Int.
<".>ml)
Box .
Int.
Boise ft Interurban
Boston ft Northern
St. Ry 40 Sr-ml-Coi
'losed 39-0
Boston ft Wore - Con
Boston Elevated Ry. 45 Pass
Seml-Coni
4 Fla t
Bristol ft Plain vi II-
Tram. Co 1 ■
Brltlnh Col. Elec.
•d 30-0
Brooklyn Rapid
Transit 50
10 p...t
20 I
Burlir .-
Shops
& So. W. Trac.
Louis
I ■. T Co.'s - I Palnes-
Fltz-Hugh Luther V -tern..
Coeur d'Alene &
Brill Spokane Ry
Brill
Brill
Pressed Steel
City Brill
St Louis
ks L. & C. Wks. _ , . _ ,
Columlnis
Wason * Marlon ........ 2 Parlor
Wnson Columbus New Al-
Co.-s Sine *
' '".'s Shops
Cincinnati
Cincinnati
nnatl
Innatl
. Kulilman
. Kuhlman
. Kuhlman
Pass 45-0
2 Bag. & Pass.56-0
2 Parlor 54-0
Int !• T
tat D C Nlles
int J' wetl
Int. I>. T Brill
Int. D. T
Int. 1>. T
hit D Brill
ti-Hugh Luthar
h I. uih. r
...Fltz-Hugh Luther
Nlles
Int.
Trac.
Int.
Co 1 Comb 50-0
IS .',0-0
!„„,,.., o.lumt.us Newark
iicT„
McGui,
Tonestoga Trac. «'
40-0
M. J01
T An
'
A
I
:
■
'
L:ht 40-0
. .34-0
II 0
City
1 intuit I
T
Louis
. K'llilin.in
Brill
I '.Till
■
nun
.60-0
I
nv. 20-0 '
Brill
Wo.
52-7U
1
1
1
1
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 1.
ELECTRIC EQUIPMENT ORDERED IN 1906.— Continued.
Purchaser
No. Class Length Berv. Trucks
Builders Purchaser
No. Class Length Serv.
I CltedRV LOBOX 32-0 int. D . T. . A. .C* K C,, IndPls^CoUimbus ft
SSSBS iV&ia pS£-.:::\\gi a»b «£« agg^o-M *
kirk St. Ry. .. P ....31-0 . ..|D. 1 Cincinnati
East Liverpool Lt
& Trac i
10
Trucks
Builders
.50-0 Int. D. T.
Niles
Kuhlman
Bast St. Louis ft
Suburban 6
Easton & Washing-
ton Trac 5
Easton Transit Co. 7
6
Electric Co.. Guad
alajara 3:
Kuhlman
City D. T.... American Car
Western S Pass.
2 Exp.
Indpls. Newcastle &
Tol 8 Pass.
Pass.
.34-0
Pass 30-5 City S. T.
Wason
Brill
.57-8
.50
Int. D. T Jewett
Int.
Jewett
.60-8 Int.
2 Exp 50-0 Int.
D. T Jewett
D. T Jewett
Indpls. Trac. & Term. _,
Co 30 Closed 50-0 Cincinnati
20 Open Cincinnati
Inland Empire 15
Int St. Louis
• d. tV. 5m ™«*«g«* Rapid. i2 43 . cuy D T presged stee,
M. ..iiiir, -cum-gs Internationa^ Ry... 150 Pass 45-9 City D. T... Kuhlman
Pass.
...30-0
2 Funeral ...16-0
2iDouble-D
6 Trail 30-0
.American Car
Pass.
Elgin & Belvidere
Elec. Co
Elgin Aurora & So.
Elmira Water Lt. &
R. R 2 Pass.
Erie R. R 4 Pass
1 Pass. & Bag
Erie Elec. Motor Co. 13 Pass.
Evansville & East
City S. T. w?
CitV McGulre-Cum'gB Jackson & Sub. St.
.38-0 City D. T. McGuire-Cum gs j "kio'n ' Eiec ' ' rV
City D. T. McGu.re-Cum gs Jacks on ^^ . Ss.n)i_Conv American Car
^ „ o, ,„„,„ Johnstown Pass. Ry. 6 Closed Kuhlman
47-1 Int. D. T St. Louis 6 Open Kuhlman
45-0
Niles
x-:,„„ J. .li.t Plainfleld &
Louis Aurora
40-0 City D. T. . .Cincinnat
St
LCar Kankakee Elec. Ry
Bodies St. Louis
2 Comb 49-0 Int. D. T American Car
4 Trail ..49-0 D. T American Car
34-0 City S. T St. Louis
Ks. C. & Westport _
Belt ID. C. Loco Am. Loco. Co
ern Elec 6 Pass American Car Kansas Cy.-West- _ _ ,
1 Kxp American Car ern Rv. Co 4 52-" Int.
Kenosha Elec. Rv.. 6 Pass. S. & B.4*-T
3Pass 46-0 Int. D. T St. Louis 2 Ex], 46-6
Int. D. T St. Louis Kev West Elec. Co. 2 Open 31-0
City
Evansville & Mt.
Vernon Elec. Ry.
1 Bag 44-0
Evansville Elec. Ry. 10 Closed 31-8
Evansv. Suburban
& Newb 2 Pass 46-0 Int.
IExp 45-0
Fairmont & Clarks-
Burg Trac. Co...
Forest City Ry.
S. T Cincinnati Knbxville Ry. & Lt. 10 Pa
D. T. .. .American Car
Int. D. T St. Louis
Int. D. T. .McGuire-Cum'gs
Citv S. T.Stone & Webster
.32-9 City S. T.
St. Louis
.. D. T St. Louis Kokomo, Marion &
Int. D. T St. Louis West. Trac. Co..
3 Pass'. ""^45-2 City D. T Brill
6 Semi-Conv. 50-0 Int. !D. T Jewett
2 Open
2 Open
....29-9%
2 Closed 30-8
Citv D. T Cincinnati
City S. T Cincinnati
Citv S. T Cincinnati
....... City S. T Jewett Lake Erie Bowling
4 Flat .50000 ... .. '.. Hicks L. & C. Wks Green & Napoleon 2 Pas. B. & S.50-0 Int. D. T Jewett
24 Brill Lake Shore Elec. Co. 10 Pass 51.0 Int. D. T Niles
5 Pass. & Bag.51-0 Int. D. T
.30-0
Fort Smith Lt. &
Trac. Co I
Ft. Wayne & Spring.
Ry 1 Exp.
3 Pass. S.&B.53-0 Int.
Ft. Wayne & Wab.
Val. Trac 5 Pass
Citv 3. T American Car Lancaster & East-
ern St Ry 4 Pass.
Niks Lewiston Brunswick
50-0 Int. D. T
D. T
Niles
Frankfort & Ver-
sailles Trac 7
Fresno Traction Co. 5
Galesburg & Kew. .
Gait Prest. & Hesp.
Exp.
Pass.
B.&S.55-0 Int.
50-0
61-6 Int.
Semi-Conv
Pass 32-0 City
D. T Cincinnati
D. T Cincinnati
D. T Cincinnati
& Bath 10 Semi-Conv.
3
Lima & Toledo Trac.
Co 10
Kuhlman
D. T.W.H.Holman&Co. Lincoln Trac. Co
" D T Niles London St. Ry. . .
1 pasi 51 ° Int- . . OtVawl Lorain St Ry. Co. .
1 rafeS rtii T rtc A n«r XV R<*d
4 Closed
S. T.
Brill
Brill
Brill
.55-0
Pass! 62-0 Int.
Exp 50-0 Int
Int. D. T Cincinnati
D. T Cincinnati
D. T Cincinnati
Work .. 45-0 Int. D. T Cincinnati
S Conv.
.30-
Galveston Elec. Co.
Georgia Ry. & Elec.
Co 25 Pass 31-6
6 Pass. Open.38-0
5 Pass 44-6
10 Pass 44-6
Citv S. T American Car
5 Pass. Ottawa
5 Semi-con. ..48-6 Both D. T Kuhlman
Ottawa Los Ang. ft Red.... 10 Flat ~.;;; ; ; \\\"":;;"^\ §„„£
J fxP. ' gttowa Los Angeles Ry.. ..100 Comb. ' W" ft Louis
" -T " " ' Vme'rican Car LouisvilTe Ry 30 D. T St Louis
-EK3S ga? Macon Ry. & L. Co. 6 gggjr. 30-1 gity S^ T^.. ......... ..Brill
3 Closed 30-0 City
3:Open 37-S Both D. T.
Int.
Pass
.3S-0
gig D-. I- V-S& & ^nC0* . SSemi-Conv.
AV.;. r> T Co 'a Shniw Marion Bluftton &
ru> Vf' i." E. Trac. Co 1 Work 45-0
.American Car
Niles
Exp.' 40-0 Int. D. T Co.'s Shops
Laconia
. . . Niles
Kuhlman
1 Exp. & Bag. 45-0
5 Pass 45-0 Int
Medical Lake Sub.
Line 1 Pass
4 Trail
20 Semi-Conv
D. T Niles
D. T Cincinnati
D. T Cincinnati
Memphis St. Ry. . .
Meridian Lt. ft Ry.
Metropolitan St.
Ry. Co
Brill
Brill
Brill
5 Semi-Conv American Car
45 Pass 46-51- City D. T St. Louis
5 Pass 46-5M; City D. T American Car
j Work 40-0 D. T Co.'s Shops
2 Work 30-0 S. T Co.'s Shops
Goffs Falls Litch-
field & Hud 6 Closed
Groton & Stoning-
ton St. R. R. Co. 2 Pass 42-S Int. D. T
Hamburg Ry 12 Pass 40-0 City D. T
Hartford & Spring-
field St. Ry 2 Closed Wason
Helena Lt. & Ry. „ _ -. .. Metropolitan West ,,
Co 3 Pass 31-2 BothS. T Jewett side' Rv 50 Pass Elevated D. T Pullman
Hoboken Shore Rd. 1 Loco ... Baldwin Mjch r"nited Ry.. 2 Pass 45-0 Niles
Houston Elec. Co.. 203emi-Conv ..American Car 12 Open | St. Louis
Hudson Companies. 40 Pass Am C. & F.t.i 20 Open St. Louis
lOPass I Pressed Steel 10 Semi-Conv. 31-0 St. Louis
Hutchinson Int. Ry. m „ Milwaukee Elec. Ry. T
Co 4 Semi-Conv. 30-0 City S. T American Car & Lt Co 100 Pass St. Louis
Illinois' Trac Svs... 2D. C. Locos Am. Loco. Co. Milwaukee No. Rv.. S Pass 51-0 Int. D. T Niles
1 A. C. Locos Am. Loco. Co. S Pass 41-0 City D. T Niles
■Am. Loco Co. Mobile Lt. & R. R.
.St. Louis co 6 Semi-Conv. 30-3 City S. T American Car
1 Loco.
5 Open
5 Fruit
6!Buffet
1"
5,Exp.
ibI
22
3 Locos
2 Sleepers . . .
100 Ballast
1 Special Car
2 Box
Ind. Columbus &
Eastern B Pass
Ind. Union Trac. Co. 20 Open
8 Fit. Trail
2
Indianapolis & East-
ern Ry II
Indianapolis & West
ern Ry 10
10,000
SO-0 Int.
55-0
3B-0 City
Pass. & Rnff.Kl-ii
Int.
6 Semi-Conv. 41-2 City D. T.
..100 Semi-Conv.
10 Pass
10 Pass
50 Pay-as-you-enter
American Cai
..Co.'s Shops
Canada Car
Pressed Steel
Ottawa
T Brill
D. J
.St. Louis
gt. Louis Montreal St. Ry.
St. Louis
St. Louis
...American Car Montreal St. Ry...
...American Car j^ash Rv. & Lt. Co. 10 Semi-Conv. 42-1 City
Co.'s Shops N j & Hudson
Co.'s Shops Riv Rv. & Ferrv S Closed Stephenson
Co.'s Shops >j o Rv. & Lt Co. 25 Semi-Conv American Car
Middletown New York Cent. & „ T
Am. C. ft F. Co. Hud Rjv 55 Trail 60-0 Sub. D. T St. Louis
6 B. M. ft Ex.60-0 Sub. D. T St. Louis
Cincinnati .\>w York Citv Rv. 43 Closed 37-2 City D. T Brill
Cincinnati No Ala. Trac! Co.. 3 Closed 29-0 City S. T American Car
Co.'s Shops No Elec. Rv 3 Comb. Pass. 56-0 Int. D. T Niles
Cincinnati 3 Trail Int. D. T Niles
2 Comb 56-0 Int. D. T Co.'s Shops
Cincinnati 4 Trail Int. D. T Co.'s Shops
2 Loco 30-0 Int. D. T Co.'s Shops
Cincinnati 2 Exp 50-0 Int. D. T Co.'s Shops
January 5, 1907.
ELECTRIC RAILWAY REVIEW
ELECTRIC EQUIPMENT ORDERED IN 1906.— Continued.
Purchaser
N
Length Sen*. Trucks
Builders Purchaser
N
Int.
8 Pass 42-0
1 Frt 34-0
6 Pass
r. Exp
4o Flat 60.000
80.000
25 Pass City
SO Flat 80.000
26 K"X 80.000
2G P"X 80,000
3 a boose
Trucks
Builders
:.vt 80.000 Fitz-Hugh Luther S. W. Mis. R. R...
80.000 Fitz-Hugh Luther
50 Hart Rodger Ballast S. W. Traction. Co
Nor. Ohio Trac. .x Spokane & Inland . .
Lt- Co 10 Int Cincinnati
N. W. Elevated 34 .. .Elevated D. T Jewett
Norwich & Westerly 1 Bag. & Frt Southern Car
Southern Car
Ocean Shore Ry 10 Comb 50-0 Int. D. T.W. L. Hoi. & Co.
60-0 Int. D. T.W. L. Hoi & Co.
JJLoco 36-0 Int. D. T.W. L. Hoi ft Co.
Ohio Trac. Co 11" Pass 45-0 Both P. T Cincinnati _
Okla. City Ry 40-0 St. Louis Stockton Elec. R.R. is Pass.
Old Colony St. Ry.. 40 Pass Brill Stroudshurg & Wa
1 St. Louis ter Gap St. Ry. . . 2 Seml-Conv Int. D. T Brill
- 41-8 BothD. T Cincinnati 1 Flat Brill
41-8 Both D. T Brill Syracuse L. Shore
1 Sm. ft Frt BothD. T Brill & Northern 6 Open 42-0 Int. D. T St. Louis
1 Work 63-0 Int. D. T
I Bag. .x Ex.53-0 Int. D. T Nllea
usi Rapid
I'. T St. Louis Tran. Ry 10 Pass 45-0 City p. T Kuhlman
St. I ">■' Ry. « Pwr. 50 Flat & Box Co.s Shops
D. T Co.'s Shops
D. T Co.'s Shops
Ottawa
Brill
Brill
Am. C. & F. Co.
Am. C. & F. Co.
St Louis
Fitz-Hugh Luther
Fitz-Hugh Luther
...Seattle Car Co.
Am. C. ft
.36-0 City D. T St. Louis
Olean St. Ry. Co. .
Omaha & Council
Bluffs St. Ry . sed 40-0 City D. T American Car
Omaha Lincoln ,v
Beatrice 1 Ex .x Pass. 44-'.'
.. .44-'.. Sub. D. T
i-Conv. 31-8 Sub. S. T St. Louis
Oregon Water Pwr.
A Ry 18 Trail
Oswego Trac. Co..
Ottawa El-
Otturawa Trac. &
Co.'s Si
D. T Co.'s Shops .,. .«.,_.
2 Pass 30-0 City S. T Brill la"la _& TT°1- Elec.
Ottawa Ry- & Lt. Co....
3 Mail Ottawa —_»»_,
line Haute Trac.
ft Lt Co
1 Pass.
24 Pass.
7 Pass
2 Trail.
1 Pass. & Bag..
I
8 Closed
Int.
Lt. Co 5 Op'-n 30-0 City S. T American Car
3 Closed 30-0 City S. T American Car
Owensboro City R. Toledo .t- tads Rv
o .. ght ...15-0 S. T Co.'s Shops ™-«» * n>0»- BJ
Pacific Elec. Ry. 4S-0 Int. D. T St. Louis ,?" 4 { "}'
Paducah Trac. Co.. - >nv. 38-0 City L>. T American Car Toledo Port Clinton
Elec. I & Lakeside 1 Exp 60-0 Int.
Term. Ry... .Exp. . . Jewell 2,Comb. Pass.50-0 Int
.Co.'s Shops
.Co.'s Shops
...St. Louis
Jewett
M'-'luire-Cummlngs
McGuire-Cummings
American Car
... Cincinnati
|' Int. Jewett
CO.'S Shops
CO 'S Shops
T Niles
T Niles
, ■••"■ Jew°" Topeka Ry. Co 4 Closed 31-6 City s.' T.'. American « A, r
..American Car Toronto Ry. Co 6 Closed 40-0 City D. T. ...... CoVsShopS
2 Closed
I lOSemi-Conv. 45-0 City D. T Jeweti
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ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 1.
MARKET STREET TERMINAL, PHILADELPHIA.
In the Street Rallwaj Review ol September 15, 1905,
brief reference was made to the joint terminal station to be
locate! at the western terminus of tbe Philadelphia Rapid
Transit Company's elevated line at Market and Sixty-ninth
streets and to be used by the elevated lines of the Philadel-
phia Rapid Transit Company, by the Philadelphia & Westches-
ter Traction Company and by the Philadelphia & Western
Railroad. At a point 600 feet west of the western limit of the
city of Philadelphia at Sixty-third street, the elevated, by an
easy curve, reaches the private i-iuli t ol way of the company
Westchester pike along which extends the present line of
the Philadelphia & Westchester Traction Company, the
latter ending at Sixty-third street.
The main portion of the Philadelphia Rapid Transit Com-
pany's section of the building, which is the southeast corner,
containing the main waiting room, has a front of 97 feet and
a depth of 117 feet, with an extension at the rear of this 75
feet wide and 79 feet long, reaching over one emergency and
two main passenger tracks and two platforms of the Phila-
delphia Rapid Transit Company. The platforms for this line
are 350 feet long. Elevated cars will pass under the rear
portion of the station from the east and discharge passengers-
Market Street Terminal, Philadelphia — General Plan Showing Arrangement of Tracks and Buildings.
and passes on to the new terminal station, three-quarters of a
mile beyond, as a double-track surface line.
Arrangement of Buildings and Tracks.
The station, a building of Flemish bond brick with terra
cotta trimmings, which is approaching completion, consists
at present of two parts, one built by the Philadelphia Rapid
Transit Company and the other built by a subsidiary com-
pany of the Philadelphia & Westchester Traction Company.
An addition to the present station with communication to
the waiting room thereof will be added to the northern end
of the present building by the Philadelphia & Western Rail-
road, the tracks of which pass through the Philadelphia
Rapid Transit Company's terminal property about midway
between the station building and the new shops.
The two parts of the present building are practically
one, but each section was built by the company to occupy it.
The station building faces the south on the Philadelphia &
at the north platform, from which they can reach the main
waiting room exits above by means of a stairway. These
exits on the west will lead to the Philadelphia & Westches-
ter Traction Company trains and on the south to the street,
or passengers arriving on the north platform may transfer
to the platforms of the Philadelphia & Western Railroad.
After discharging passengers the trains of the Rapid Transit
Company proceed around a loop of 150 feet radius west of
the platforms and return to the south side of the station
platform to receive eastbound passengers. The main tracks
continue in a direct line through the center of the loop and
curve from the point of crossing with the loop tracks, contin-
uing thence to the shops of the company. The loop track is
gradually elevated to a sufficient height to avoid a crossing at
grade at the intersection with the storage yard tracks. The
loop is partially encircled by a second track leading from the
storage yard to the station, extending under the station as
January 5, 1907
ELECTRIC RAILWAY REVIEW
an emergency track upon which one or two extra trains ready
for service will usually stand and from which freight may be
unloaded at the basement level; and thence continuing as a
switch track connection with the tracks of the Philadelphia &
Westchester on the turnpike. It has been arranged that
cars from the surface lines of the Philadelphia Rapid Transit
Company shall proceed to the shops of the company over the
Philadelphia & Westchester track from Sixty-third street and
theii' 'lis Bwitcb line. Reference to the general plan
of reinforced concrete consisting of slabs S inches thick
supported on reinforced concrete girders and posts. The
posts are 2 feet 6 inches square ;md are spaced 18 feet apart
transversely and longitudinally. Where the platform passes
under the building the columns are carried above the plat-
form as circular reinforced concrete posts 20 inches in diame-
ter, serving to support the arches over the tracks. The top
of the arch is 16 feet and the platforms 3>4 feet above the
rail. The north or unloading platform is 16 feet wide and
Market Street Terminal, Philadelphia — Artist's Sketch of Building Now Under Construction.
makes evident the convenience with which cars may be taken
out or returned to service at this terminal.
Building Details.
Kat ranee to the waiting room of the station on the first
floor is through a handsome vestibule at the south end. The
waiting room is 84 by 59 feet. Along its east side there are
some small offices for the use of the personnel and retiring
rooms for the public on the ground floor, while a balcony on
the second floor serves another tier of offices on the east and
south sides. On the west side of the waiting room are exits
leading to a lobby 40 feet wide, extending the length of the
room. The waiting room of the Philadelphia Rapid Transit
Company will be used in common by all passengers. At the
north end of the Rapid Transit waiting room are three pas-
sages, one admitting to stairs leading downward over the
the eastbound or loading platform, which also serves the
emergency track and receives the stairway from the waiting
room above, has a total width of 33 feet.
The Philadelphia & Westchester Traction Company's
section of the building has a south frontage on the Philadel-
phia .<• Westchester turnpike of 172 feet and extends 117 feet
back from the street. A portion of the east end. 54 feet
wide, is two stories in height, with the upper floors to be de-
voted to office purposes.
The arrangement of the tracks in this portion of the sta-
tion differs from that of the Rapid Transit Company's sec-
tion, as this is a stub-en. i terminal while that of the Rapid
Transit Company is a loop terminal. Five parallel tracks
are provided In the station. These enter the building at ap-
proximately the waiting room level by means of an inclined
Market Street Terminal, Philadelphia— Eait Elevation Showing Platform Arrangement for Philadelphia Rapid Tramlt Tralna.
, the eastbound platform and one giving
westbound platform ITw third is n eorrldor
giving access to rooms for I
BM and also will ■ iih the building to be |
i'lillad'-lphla A ft» the nab- of
Li are placed In the waiting room on each abb' of the
pas*:> and Door
nion of the building Ih to I.
room for
Tho Philadelphia Rapid Trai
upported b] ■ concrete retaining wall between
the ; of the Westche tar companj and the trac
Philadelphia Rapid Transit Company, Tho \v.
. ompany*! terminal is ladder arrangemanl or
on the north a pll which oan be
onvenlenl Inapeotlon of can Tn« loadb
in- the i - ■ hich
Ih onlv 1 1 or reinforced com
tend between the tracks a ft : the
Down tbi ' the four mid
10
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 1.
which are 15 feet 5% inches wide, a fence
will run the entire length of the trainshed,
and a similar fence will extend from wall
to wall along the west side of the 40-foot
lobby previously mentioned. Double slid
ing gates will be provided in
fence at the end of each platform, so thai
passengers may be excluded from all plat
form sections excepting that leading to the
train that they intend to take. The im-
portant advantages of this arrangement
are: When the train enters the station the
center platform fence prevents confusion
between passengers being discharged and
those taking a train on the other side of
the platform. Passengers may be dis-
charged on one side of a train, the doors
on the opposite side of the train opened
and a waiting crowd admitted at once from the other
form, thus separating the loading from the unloading
form and effecting an important saving of time and prevent-
ing confusion.
The trainshed has a flat reinforced concrete roof with a
large skylight in the center. The supports for the trainshed
are round iron columns filled with concrete and resting on
concrete piers 4 feet 6 inches square placed below the plat-
forms and spaced from 14 feet 6 inches to 17 feet apart, rows
19 feet 6 inches apart — the width necessary to accommodate
a single track between two platforms. The north wall of the
building is a continuation of the concrete retaining wall. This
wall is designed to support 20-foot reinforced concrete girders
2 feet thick and 4 inches in diameter under the inspection
pit and extending to the columns.
The lighting and heating of the Rapid Transit Company's
~Mm//m Spm
Market Street Terminal, Philadelphia — West Elevation of that Part
of Terminal to be Used by Philadelphia & Westchester Cars.
portion of the station will be done from the company's power
house, which is being built just north of the Philadelphia &
Western Railroad right of way, and which will supply heat
and light for the shops also. The heating plant will be built
after the Warren & Webster vacuum system.
The station building will be lighted for the most part by
16-candlepower incandescent lights, chiefly in two-light fix-
tures, so wired that the switches will control alternate
lights, giving even distribution of lights when half the lamps
are in service. The ceiling lamps will be arranged to give as
nearly as possible the same distribution of light as comes
through the skylights in the day time. The platforms are to be
lighted by arc lamps suspended from ornamental posts. These
lights are spaced about 50 feet apart on the exposed portions
of the platform, there being five lights along the center line
of the double platform and five suspended from the wall on
the single platform. Under the arches lighting will be by
incandescent lamps. On the double platform these will be
arranged in three rows of three-light fixtures with the lights
January 5, 1907.
ELECTRIC RAILWAY REVIEW
11
spaced about IS feet apart longitudinally. On the single plat-
form there will be two rows similarly spaced. Arc lamps also
will be used in the men's room on the second floor directly
behind the main waiting room area. Here six lamps will be
suspended from the roof trusses. The newel post lights will
be attractive six-light fixtures or candelabra. The offices in
the building will be equipped with a generous supply of wall
sockets for desk lights, electric fans, etc.
The power station will be 100 feet square and will be
RECENT DEVELOPMENTS IN THE CLEVELAND STREET
RAILWAY CONTROVERSY.
Following the decision of Judge Phillips, as reported
in the last number of the Review, overruling the demurrer
of the Municipal Traction Company in the so-called "blanket
injunction" or "personal interest" case, and sustaining the
light of the Cleveland Electric Railway Company to attack
the former's franchises on the ground that Mayor John-
Market Street Terminal, Philadelphia — General View Showing Construction Work in Progress.
equipped with four boilers and two direct-connected engines
driving direct-current generators. An interesting engineering
feature of this building is the 150-foot circular stack of rein-
forced concrete. This stack will be 7 feet in diameter with a
double shell for a height of 50 feet. The outside walls are 6
inches thick; there is an air space of 4-inches and the single
shell is 5 inches thick. The stack Is reinforced with steel
T-bars and Is being built by the Weber Steel-Concrete Chini
ney Company of Chicago. It is probable that an arrangement
will be made whereby the station to be built by the Phila-
delphia \- Western Railroad will be lighted from the power
Market Street Terminal. Philadelphia— View of Subway to Phila-
delphia Rapid Transit Shops.
• -.r Hi.- Philaulclphla Rapid Company, bal the
Philadelphia a- Westchester Traction Company win Light its
, ol tii<- building fi "in n own currenl rapply.
Pittsburg Ral :| the
expertmenl <>i ma >lng can toi On thi
truiiiH t>. Baal Libert) the tralli (that trati
■ i by a signal reading U the !■> • ■
proves ;•. i '>"" the prlrllege
t><- enjoyed throughout the city
son was financially interested in the company through
guaranteeing its obligations, Councilman Hirstius, on De-
cember 10 introduced into the council a resolution calling
for a list of the stockholders of the Forest City and Munici-
pal companies. The resolution was passed by the council,
but it was announced that both companies had anticipated
it by filing their lists before the meeting convened. An ex-
amination of the lists showed that no city councilman or
prominent city official held any stock directly in either com-
pany. The Municipal Traction Company's stock is held by
live men, Do Pont. Howe, Stage, WlebenBOD and Civil
On December 14 the Low Fare Railway Company, of
Cleveland, was incorporated at Columbus, with $260,000 cap-
ital stock, by W. 11. Oliver, Becretary Of the Municipal Trac-
tion Company, and others, and it was generally believed thai
Its intention was to take over an] new franchises to be
granted to the Municipal Traction Companj In ord<
veni theli being involved in the "personal Interest" llti-
ii. This belief was confirmed on Decemhei it when thi
Municipal Traction Companj presented at the council meet-
ing a communication transferring to the !•"« Pare com
, in a bid for a franchise around thi
Erie street cemetery, which was then pending, and w
thereupon granted to the Low Pare company, another
franchise was passed granting to w. B. Oolver a fram
in K;i i Beventy-Fi set, between Woodland avenue s.
k and Qulnc B B The Low Pare companj
applied for another franchise for a line connecting with the
ol Municipal Traction lines. Including ■ loop around
ld< of the Public Bquai I ol the com
was explained after the meeting bj V C Howe, a 41
rector of the Municipal Traction C pany as follow
. a Fare Rallwaj C pan] la ilmplj an am boi
io windward for the thr lenl i menl In Cleveland
«,,,. thi to declare all the franchises or the
Invalid the oil
could Immadiatelj grant the Low Pare Rallwaj Com
franchises over these routes a
nied wiiii the did no! ipeclfj com enl to thi
inn io the building ol a
railroad 1 1 old applj upon aneh exti
The !•• al lnt< n t" mil of the Clevt land
12
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 1.
against the Municipal Traction and the citj WB8 called in
Judge Phillip's < rt on December 17. but on the motion of
attorneys tor the former was continued until January 7.
City Solicitor Baker had previously hied the city's answer,
in which it was denied that the city had had any knowledge
of the arrangement by which .Mayor Johnson had guaranteed
the company's obligations.
On December 19 the Cleveland Electric heard of a plan
of the Municipal company to attempt to lay a crossing at
midnight over the former's tracks at Detroit avenue and
West Twentj Eighth street and its attorneys immediately
applied for an injunction. Judge Beacom did not grant the
injunction, but accepted the promise of the Municipal Trac-
tion attorneys that no immediate attempt would be made
to lay the crossing. Instead of laying the crossing the offi-
cials assembled workmen at midnight to erect poles and
wires and instal switches in Superior avenue and on De-
cember 20 began operating cars over the tracks owned by
the city on the Superior avenue viaduct. One of the com-
pany's grants had made Superior avenue "free territory,"
to be used jointly by both companies and it was the inten-
tion to run these cars in to the Public Square, but the Cleve-
land Electric attorneys, on the ground that the grants were
invalid, secured from Judge Phillips a temporary restrain-
ing order. On December 24 Judge Phillips refused to dis-
solve the temporary injunction and in so doing foreshadowed
the ultimate decision in the financial interest suit. The Mu-
nicipal Traction Company's rights in Superior avenue are
based on ordinances passed in September and October, 1906,
permitting joint use of the Cleveland Electric tracks and
fixing the amount of compensation therefor. Judge Phillips
held that Mayor Johnson had admitted and that testimony
had shown that he was financially interested in the com-
pany at the time he approved those ordinances and that it
would be an abuse of the discretion of the court to refuse a
temporary restraining order unless there appeared to be a
probability of the order being refused on final hearing.
On the same day the Cleveland Press, which had guar-
anteed some of the Municipal Traction stock jointly with
Mayor Johnson, announced that a new guarantee contract
had been drawn relieving the mayor of all responsibility
and that he was no longer interested in the company.
On Wednesday night, December 26, the Municipal Trac-
tion Company made another effort to reach the Public Square.
The court having enjoined the use of the Cleveland Elec-
tric tracks it was decided to lay a temporary track on the
surface of the pavement in Superior avenue. After the
council meeting Wednesday night a permit was quietly se-
cured from the board of public service and men and teams
were suddenly brought forth from various secluded spots
and put to work laying track and stringing wires on the
side of the street from the end of the city's tracks on the
Superior avenue viaduct, to the Public Square. The rails
were laid on steel ties. As the tops of the rails were 5 inches
above the pavement the space between the rails was decked
over with planks, so that teams could use the track. The
span wires were attached in advance to the poles, which
were set in barrels filled with slag and cinders. Wagons
loaded with stone were set alongside the poles and the poles
were nailed to the sides of the wagons.
The work was stopped about 3 o'clock in the morning
by an injunction secured by a property holder, after about
a block of track had been laid.
On December 28 the city council granted the company
a permit to lay the temporary track in Superior avenue,
which had been stopped, but on Wednesday. January 2,
Judge Beacom continued the temporary injunction, holding
that the permits of the city council and the board of public
service were unlawful. The injunction also requires the
removal of the track already laid and will hold until the
decision of the "personal interest" suit.
On Monday, December 31, the council granted the Low
Fare company a franchise for a line on Sumner avenue con-
iting the proposed Superior street line with the Forest
main line. The next day Judge Ford, of the common
pleas court, issued an injunction restraining the company
from doing any work before Friday noon.
On Monday the Cleveland Electric company began sell-
ing seven tickets for a quarter with double transfers on
cross-town lines for the purpose of demonstrating the mean-
ing of the company's proposition already submitted to the
city council, which the company stands ready to carry out.
THE ROTARY CONVERTER SUBSTATION.
On December 21 Mr. R. F. Schuchardt delivered an ad-
dress before the Western Society of Engineers, Chicago, 111.,
on "The Rotary Converter Substation." The speaker dis-
cussed very thoroughly the fundamental theories and con-
structional details of the rotary converter and its necessary
auxiliaries as found in railway and lighting substations.
During the address many lantern slides were exhibited by
the way of illustration and interior views of substations of
the Chicago Edison and the Commonwealth Electric com-
panies, with which the speaker is connected, were presented.
After this very thorough treatment of the rotary-convert-
er substation considered electrically, Mr. Ernest F. Smith,
superintendent of substations for the same companies, was
called upon. He discussed the mechanical side of substation
operation and included in his remarks the following:
Brush Economy.
The question of brush economy is one of extreme im-
portance, especially when considered in connection with the
operation of a large system, such as that of the Chicago Ed-
ison and Commonwealth Electric companies. In these sys-
tems there are in operation about 70 rotary converters and
when we consider that the cost of a complete set of brushes
for a rotary converter ranges from $40 for a 500-kw. machine
to $180 for a 2,000-kw. machine, which means that the cost
of brushes only of the converters in operation in the sys-
tem mentioned is slightly in excess of $4,000, it will readily
be seen that brush economy is quite an important subject.
This matter has been given a good deal of careful study
and by careful attention to systematic maintenance of
brushes, commutators, and collector rings, the life of a set
of direct-current brushes has been increased until it is from
four to five years at the present time. This figure includes
wearing out and destruction of brushes from all causes, in-
cluding the wear on commutator, sanding, cracking due to
vibrations, explosions due to rapid expansion and burning
off of pigtails or unsweating of pigtail caps due to poor con-
tact or defective distribution of load between brushes.
Considering wear and loss due to sanding only, the life
of a direct-current brush is equivalent to about eight years,
and considering wear only the life would be about 10 years
for an alternating-current copper brush and 20 years for a
carbon brush. It will thus be seen that, considering 20 years
as the maximum possible life and four years as the actual
life obtained in practice, that the percentage of life in the
Edison and Commonwealth systems is about 25 per cent.
This is considered to be comparatively high.
Setting Brushes.
There are 430 brushes on a 2,000-kw. machine and 112
on a 500-kw. machine, necessitating constant care and at-
tention in order to keep them in prime condition. The mat-
ter of properly setting the brushes is of the utmost impor-
tance. The brush-holder studs on the direct-current side should
be accurately and equally spaced all around the commutator
and a line of brushes of a given polarity across the commu-
tator should be absolutely parallel with the commutator
bars. Th positive brushes on the alternate positive studs
should be staggered with reference to each other, so as to
cover the entire commutator surface, instead of allowing
the brushes of a given polarity to track and form grooves.
Experience indicates that a carbon brush tension of
about VU pounds per square inch gives most satisfactory
service and contributes to the life of the brush and commu-
tator. The copper brushes on the alternating-current side
give very satisfactory results when the tension is from 1%
pounds with a 500-kw. to 2 pounds with a 1,000 or 2.000-kw.
unit. The current density in the contact surface of the ro-
January 5, 1907.
ELECTRIC RAILWAY REVIEW
!3
tary-converter brushes in use in the system referred to
ranges from 27.6 amperes per square inch for a 500-kw. ro-
tary to 33.3 amperes per square inch for 3, -kw. rotary
on the direct-current end and from 50 to 57 amperes per
square inch for the laminated copper brushes on the alter-
nating-current end.
The equivalent of one complete row of carbon brushes
is treated with dynamo oil and distributed in the brush hold-
ers throughout the commutator in such a manner as to
on the entire commutator surface. This is for the purpose
of effectively lubricating the commutator, thereby reducing
friction and noise in operation. The method of treatment
consists of immersing the carbon brushes in boiling oil for
a period of about an hour, after which they are removed and
dried at a temperature of 200 or 300 degrees F. for a period
of half an hour or more. The commutator surface is fre-
quently wiped with a clean piece of cheesecloth, ami when
the machine is about to be shut down and is well heated
up a piece of cheese-cloth bearing a trace of oil is Wiped
across the commutator, with a clean, dry piece of cheese-
cloth bearing upon the commutator surface immediately back
of the oiled cloth. This method of maintenance will keep
the commutator and brush surfaces in good condition.
The alternating-current brushes are staggered on the
ring, so as to get an even wear and it is found with good
care that it is not necessary to retrim them or seriously dis-
turb their adjustment more frequently than about once a year.
They are then properly trimmed and beveled and replaced
on the machine. A very light application of vaseline or ma-
chine oil from time to time, while the machine is in opera-
tion, will effectively prevent cutting of the ring or excessive
wear on the copper brushes. This treatment will preserve
the commutator and collector rings in good condition, requlr-
ing the turning down of the collectors at intervals of about
five years, and turning of the direct-current commutators at
Intervals of from five to ten years. As the cost of turning
down commutators and collector rings ranges from $58 for a
500-kw. machine to $140 for a 2,000-kw. machine, it will read-
ily be seen that there is room for substantial saving by the
proper care of these parts.
Oil Economy.
In connection with oil economy statistics show that the
average consumption of oil for each machine in the system
during the past year has been 3.2 gallons. This is equivalent
to a life of four years for the oil. The temperature of the bear-
ings is very closely observed with reference to the temper-
ature of the surrounding air, and in all cases where the rise
in temperature exceeds 15 degrees C. the oil Is promptly
filtered and replaced In the bearings. This will usually re-
sult in lowering the temperature. If the temperature still
remains high the cause is further investigated and removed.
The average rise In temperature of all bearings in the
Edison and Commonwealth systems at Hi it time is
approximately 14 '. the minimum being about 7
es ('. A portable ti J t < -r Is used for tin- purpose of filter-
ing oil and is set. <ne substation to another as re-
qulr
Blowers.
It Is extremely Important that the condition of the blow-
for the air-blast transformers and regulators
be properly maintained at all times, as the shutting down of
the blower would seriously affect the operation of the con-
■ r units at times of heavy load, and on account of the
IS overhi nsformers and regulators which
would follow, It would Boon bOCC to shut down
units if the air blast were not restored,
Ir are regularly In-
spected and v. i' and the rantllal
ti ■ are thoroughly blon n
and
Starting and Synchronizing.
I n • w It h 1 1 •
Mr. n. \uy
In f:
tion with tbi
■■t their Biol
■trail
in conn< 'tion wltl
whl< h
of u should i>' i eii until
stop* rotating. Thin I
magnetize the transformer cores ;uul it is partially true
in connection with diametrically connected units.
Under certain conditions the converter may stop with
the direct-current brushes resting on the commutator bars
which are connected to the same armature conductors to
which the collector rings are connected, which are in turn
connected to the terminals of a given transfer I'his
places this transformer coil in shunt circuit with the arma-
ture windings of the converter. If this transformer coil
has previously been demagnetized, its impedance will be
sufficient, upon throwing the starting current Into the arma-
ture of the converter, to prevent an undue amount of current
from passing through the transformer Instead of through
the armature of the converter, and the machine will start.
However, it' the transformer had not previously heen de
magnetised and the field circuit had been opened at a time
when the magnetization of the transformer coil was at a
maximum in the same direction as would be caused by the
passage of the starting current through the transformer coil,
then there would be practically no impedance and the prac-
tical equivalent of a short circuit would be connected to
the direct current brushes of the converter, thus rendering
it impossible to start the machine. In this case the brushes
should be lifted from the alternating current rings, and the
transformer momentarily connected to the high-tension line,
thus changing its magnetic state to a more favorable condi-
tion.
Starting After a Shut-Down.
In connection with starting up the system after a
general shutdown, if the shutdown has been of such lung
duration as to result in fully discharging the storage
S, thereby leaving many of the substations without an
adequate source of supply for starting from the direct-cur-
rent end in the regular way, the procedure employed In some
of the large systems is to start a large group of converters
from a turbine or prime mover from rest with low-frequency,
lOW-VOltage, multi-phase currents. The field circuits and
ct-current switches of the converters arc lefl open and
the unit is connected on the alternating-current side only.
A direct-current voltmeter is connected to the direct current
terminals of the machine and as soon as the turbine begins
to rotate slowly, slight vibrations of the TOltmeter needle
will be observed. This action will continue, gradually in-
creasing in amplitude until the rotary begins to turn. Af-
ter the converter has made a few complete revolutions the
voltmeter needle will have discontinued vibrating, and If the
field circuit has not been closed at the proper Instant, will
have taken up a fixed position cither above or below zero,
indie orreel "r li polarity, The field circuit
should be closed as the needle1 is BWlnglng past zero In the
direction of correct polarity, thus locking the converter Into
synchronism with the generator and insuring correct polar-
ity If the operator is Skilful in perform Ltlon.
The power factor is adjusted to unity bj of the
field : n . i as soon as the converter potential is equal
t.i the system potential, the direct current switches of the
converters an ind other converters are started from
the diieri current side. then synchronised with the
low roltage, low-frequency line and other generators are syn-
chronized under similar conditions at the power house. \n
other stage of acceleration then takes place and this action
la repeat,-, | until the entire system load has h. . n
Ih- normal direct cut r.nt potential.
In our operating pracl
c. dure machines of a rated capacity ol 11, > kw. b
of additional cai
of 7,600 kw, were Immi d, receiving direct cm
rent from them, after which the] were synchronised with
the low-voltage, Ion fi Additional macl
of 1 1,600 lew. were thro* n onto tie
10 i,w connected to
one turbine when the final u'tel
of II
thai with a new unl ■ much larger load
ip from <■
Ome of Hi. the lint. in all
om the time th until
nvorier had been tarted with direct current
id cut in with
■ rable big!
•line required
inder regutai condition
me to aho. ii 1 1 . minutes «rlth i
not im in. ling line required foi i ■
It \» liol oft. II le
lown, hut in i It should be<
14
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 1.
conditions necessitating running from the neutral point, the
time for a 500-kw. machine would be about 1 minute and
60 seconds, and for a 1,000-kw. [■(inverter about 'J minutes
and 27 seconds.
NEW ENGLAND STREET RAILWAY CLUB.
December meeting of the New England Street Rail-
wax Club was held at the American House, Boston, on the
evening of December 27. President Paul Winsor was in the
chair and the speaker of the evening was Mr. Jacob B.
Struble of the Union Switch & Signal Company, Swissvale,
Pa., his subject being "Railway Signaling."
Mr. Struble classified all signals as visual or audible, stat-
ing that form and color are the main division of visual signals
with respect to their essential characteristics. The sema-
phore is the type of visual signal in widest use and in prac-
tically all cases a horizontal inclination of the arm stands for
the danger position and the downward inclination for safety.
Recently an upward inclination of the arm has been favored
somewhat for a clear indication. It has been found difficult to
secure distinctive colors enough for night indications. The
well-defined conspicuous form of the semaphore arm is per-
haps its most striking advantage. Various forms of disc sig-
nals were also discussed. These were said to be of question-
able value for very high-speed service on account of their
possible obscuration by snow and reflected sunlight. The
latter cause tends to make disc signals better for night than
for day work. Home and distant signals were then fully ex-
plained by the speaker.
A brief reference was made to the staff system and its
value for single-track service emphasized. The Fontaine sys-
tem of time spacing was instanced and comment was offered
upon the fields of the telegraph block and manual lock and
block systems. The former depends upon the absence of mis-
takes and is weak in this respect. The track-circuit auto-
matic block system is probably the best of signaling methods.
Mr. Struble described the function of the track circuit at some
length and emphasized its ability to give danger indications
in case any part of the equipment fails. In all automatic sig-
nals gravity should be used to return the signal to the danger
position.
The automatic signal reduces the cost of operation
through its lessening of the wages account. Discussing cab
signals the speaker stated that the future of these is ex-
tremely difficult to predict, because thus far they do not seem
to work out well in practice. Even if the mechanical and
electrical problems of the cab signal could be solved a diffi-
culty remains on account of the division of the motorman or
engineer's attention between the cab signal and the track
ahead. Attention cannot well be divided between the signal
and the roadbed without neglecting one or the other. Mr.
Struble pointed out that there is not as yet any system which
interlocks both train and signal, though on the Boston and
New York rapid transit systems the trains are automatically
stopped in case they are run past danger signals. The de-
rail is too drastic a means of protection except at certain
crossings.
A brief description was given of the use of alternating-
current block signals in track circuits carrying direct-current
power in the rails. Mr. Struble closed his paper with a short
discussion of the interurban signaling situation. No entirely
satisfactory system of interurban signaling has thus far been
produced, in his opinion. The fact that the rails are often
covered with dirt on account of highway locations, is trouble-
some in the operation and maintenance of first-class track
circuits. On many lines the use of single tracks and sidings
with cars operating in both directions on close intervals,
makes it exceedingly difficult to instal a successful automatic
signal. Signals satisfactory in many particulars can be had,
but it is difficult to find any single scheme capable of count-
ing in and out double or triple headers in each direction,
through a block. The increase of traffic on railways has led
to the organization of regular signal engineering departments
on many systems and a more general appreciation of the art
of signaling is everywhere becoming apparent.
Following the reading of Mr. Struble's 'paper a general
discussion of signal work was held. Among the speakers
were Messrs. H. C. Page of the Springfield (Mass.) system;
General Superintendent Lee of the Boston & Maine Railroad;
M. C. Brush of Newton; E. P. Shaw. Jr., of the Boston & Woi
cester Street Railway; Inspector of Signals Smith of the
Boston Elevated Railway, and C. E. Potter of New Bedford.
I lie meeting closed at 9:30 p. m.
CONTROVERSY OVER TRAILS IN COLUMBUS.
The question of whether the interurban railway systems
entering Columbus. O.. will be allowed to lay T-rails in
the city, or will be compelled to put up with the grooved
rails will probably now be settled in the courts of the state.
This is the result of a controversy caused by an attempt on
the part of the city engineer to compel the Indiana Colum-
bus & Eastern Traction Company to replace its T-rails on
McDowell street, an unimproved street, with grooved rails
so that the city can proceed with a paving contract.
The matter was threshed out in two open meetings, be-
fore the board of public service, in which the railway inter-
ests were represented by several business and improvement
associations of the city and J. L. Adams, general manager
of the western division of the Indiana Columbus & Eastern,
and the advocates of the grooved rail, by City Civil Engin-
eer Maetzel and Frederick L. Ford, city engineer of Hart-
ford, Conn., who was brought to Columbus by a Columbus
newspaper to furnish expert information regarding rails and
the grooved rail in particular. At the close of the second
meeting Mr. Adams handed a written statement to the sec-
retary of the board of public service, which announced that
his company refused absolutely to replace the T-rail on Mc-
Dowell street with grooved rails. This means that the whole
proposition will probably go into the courts for settlement
and will undoubtedly be carried through to the supreme
court.
Motives back of the attempt to force the grooved rail on-
to the interurban system on streets where it has succeeded
in getting the T-rails, are said to be political and personal,
while business men and associations of the city who have
the best interests of the city at heart are in favor of allow-
ing the traction company to put in the special T-rail that
admits of paving up flush with a special paving block. They
recognize that the future development of the interurban sys-
tems which have proved of great financial benefit to the
business interests of the city, depends largely upon the at-
titude of the city administration on the T-rail proposition.
Fast limited passenger service from Zanesville to Indi-
anapolis has been planned by the Indiana Columbus &
Eastern Traction Company and to make such service safe
the company will be obliged to put on heavier cars with the
standard depth of flange on the wheels and these flanges
can not be operated over grooved rails. Thus the T-rail con-
troversy is not only an important one to the city of Colum-
bus, but effects improvements and the character of passen-
ger and frieght service all over the Schoepf system in In-
diana and Ohio.
The company not only agrees to do its part in improv-
ing and paving the streets and putting in the special paving
blocks next to the T-rail, but it agrees to put up a million-
dollar terminal passenger station and make other improve-
ments in Columbus, if its plans are not blocked by the city
insisting on the grooved rail.
Officials of the Indiana Columbus & Eastern believe they
will win out in the fight should it be taken into the courts,
because they are already using the T-rail on the street in
question and the board of public service has given the com-
January 5, 1907.
ELECTRIC RAILWAY REVIEW
15
pany permission to lay this form of rail on several other
streets of the city.
POWER HOUSE OF THE HUDSON TUNNEL SYSTEM.
Construction work is now in progress on a new power
house which will generate current for operating the cars
through the several tunnels of the Hudson Companies under
the Hudson river between New York and New Jersey, and
also current for operating passenger elevators and lighting
the new terminal office building in New York city. This
tunnel work was described in detail in the Electric Railway
Review. November, 1906, page 893. The power station will
be located in Jersey city on a block bounded by Washing-
ton. Green, Bay and First streets. The building will have a
length of 230 feet from north to south and a width of 200
feet. The height from sidewalk to top of monitors will be
108 feet.
The interior of the structure comprises a boiler house
and an operating and electrical room. The latter room
extends the entire length of the building and will contain.
on the north side, galleries for controlling the generating
machinery and the local substation in the power house. The
electrical generating plant will comprise two 3,000-kw. turbo-
generators and three 6.000-kw. turbo-generators, a total gen-
erating capacity of 21.000 kw. or 32.409 hp. The tmmed
installation will aggregate 18,000-kw. capacity, but the struc-
ture is designed for an ultimate generating capacity of 36.-
000 kw
The building with its facade of selected red brick and
with doors and window frames of metal, will be as thor-
oughly fireproof as it Is possible to build. In the windows
wired glass will be used. A skylight with copper-covered
metal work will run the entire length of the building.
Coal will be received at the eastern end of the boiler
house and elevated from the yards to distributing convey-
ors which will carry It to several coal bunkers located in the
top of the building. These bunkers will have a storage
capacity of 5,000 tons. From here the fuel will be fed by
gravity and automatic stokers to the furnaces on the ground
floor.
The boiler house was designed to accommodate 16 water-
tube boilers each having 9,000 square feet of effective heat-
-iirface, or 9,000 hp. as customarily rated. It is thought
that these boiler units are larger than any heretofore used
in this country'- The boiler settings will be encased in steel
and all openings in these casings will be made air-tight
This type of construction will require details new to Aim r
lean boiler practice. The boilers will be fitted with super-
BTt and all piping and valves will be designed for use
with superheated steam. For each 6,000 kw. of generating
there win be provided four boilers and for eaci
of four boileri one chimney; thus the plant will be devel
oped on a sectional basis.
The chin ■ steel plates lined with
nln> Inchea of brick supported In section! so that air.
tion of the lining enewed hi repaired without dis-
turbing otin r seetions. The inalde diameter of each chlm
aiii be i" feel 8 Inchei and it win rise to a point
abort ti ■ Tin- i.ases of the chimneys
win be supper ■ ei columns to permll oi added
in the boibr rooms The turbo-generators win be nf the
rortli oh the plant win be equipped with ap
paralus annuiing th< maximum reliability and ■•com,!,
prodn tion.
tunnel trnins. which win rn
aid Square, as far east as Aator Place and aa tar west as
irk. win be operated b) correal from this new station
the
Hudson rlvei will be Mi City
;»ower he
The general design of the power plant, including the
mechanical equipment, has been in charge of Mr. .1. Van
Vleek. and the electrical equipment has been designed by
Mr L. B. Stillwell. The power-house superstructure was
designed by Robins & Oaknian, architects. New York city.
EQUIPMENT OF THE TEXAS TRACTION COMPANY.
Contracts have been let by the Texas Traction Company
tor the equipment of a 65-mdle electric road between Dallas
and Sherman. Tex. The new line will parallel the Missouri
Kansas & Texas road between the two cities and will be one
of the longest electric roads in the state. While the appara-
tus is standard direct-current throughout, the equipment, in
some respects, presents features ol Inter*
The country through which the new line will run is flat
and rolling, there bi rades exceeding one per cent and
a maximum curvature of but three degrees \ private right
ei way has been established by the company. The run be-
tween Dallas and Sherman will In- made in 2 hours and 30
minutes. This schedule includes a 15-minute run within the
city limits of Dallas, where the cars must necessarily be ope-
rated at lower speeds. While the main traffic will be of an
ezpreas nature, stops have 1 n provided about every two
miles to take care of the local travel.
Fifteen car equipments will be provided for the first
schedules. These will be of the standard interurban type,
each 50 feet long, equipped with four GE-73 (75 horsepower)
standard direct-current motors and the Sprague-Gener.il Blec
trie type M system of multiple-unit control. Each car will be
further provided with General Electric airbrakes and com-
pressors.
Power for the new road will be generated by steam at
McKinney. a town located about midway between Dallas and
Sherman. The main power Btatloo equipment will include
two 1,000-kilowatt Curtis steam turbo-generators working un-
der a steam pressure of 150 pounds at the throttle with 125
es of superheat. The turbines will operate condensing.
('mi rent will be generated at 1,800 TOlta and 26 cycles and
stepped up tor transmission to 19,100 raits. Efor exciting the
fields, two 85 Kilowatt generator sets will be provided. The
three-phase cnrrenl from each of iiie turbo-generators will he
transformed In a set of three 330-kllowatt. air-hlasi nans
formers, with one spare transformer as a reserve, To sup
ply air for COOllng, duplicate blower sets will be furnished,
one set being driven h\ an induction motor, (hi' other by a
direct current motor. Bach blower will have a capacity of
I" !UMC feel
Bll substations will be provided, including one at the
main station ami a portable equipment The portable
Ion comprises a special car containing a 800-kllowatt i"
lary converter, air blast transformer and suitable switching
apparatus for Cutting Into tile transmission system wherever
i Mary. This equipment renders nnneoessarj the duplies
tion of rotarj oonvertera at the fixed substations, aa it can bo
shifted tO various pails of the line and used as an emeic. nc\
n Of auxiliary In case of need Dacb Of thi sub
■ .ns win be equipped with ■ 800-kllowatt, 600-volt ro
converter with thi rj switchboards, oil tied ti
formers, and lightning arresters, Thi ona will bs In
onnected bj bigh-tenalon transmission lines, operated in
niiiiiy at 19,100 rol itually, however, a trai
rolta win probably be used, ami tor this
purpose taps win be provided for f-ooni Hon of the ti
wnii the ten sxoeptloni noted the new line r. >i
lows, in general, the standard direct-current practice "i the
ral Kic. up Compai
I f Slilcklio bni of i'
pany ami v \ i botb ol D
. ths i. nice ,,t ti,. oompan) are too •
16
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 1.
INTERURBAN MAP OF THE CENTRAL STATES.
(WITH INSET.)
The map of the Central States, issued as a supplemi
this number of the Electric Railway Review, when compared
with a similar one published by the Street Railway Review
a year ago, affords an interesting basis for studying the prog-
ress in interurban railway construction in the year 1906.
During the past year there have been opened to traffic a
comparatively large number of new interurban roads, but per-
haps even more mileage has been built as extensions of
already operating lines. Elsewhere in this issue appear sta-
Ustics showing the rolling stock purchased during the year
and used for these new lines and as additions to existing
equipment.
This new map, for which we are indebted to The Arnold
Company, Chicago, is thought to be complete. However,
should there be errors the Review will be grateful for any
information that will assist in making its reference files
iiidii' complete.
CHICAGO TRACTION SITUATION.
Although the Chicago traction ordinances are still in the
hands of the local transportation committee the situation
has progressed rapidly since the last issue of the Review.
The Chicago City Railway ordinance is now ready to be re-
ported to the city council and unless further cause for delay
arises will be submitted at the next meeting. The ordinance
for the Chicago Union Traction Company, which is the same
as the other except in a few details where changes are nec-
essary on account of the difference in locality and the internal
financial complications in the company, is now in the hands
of the committee receiving the finishing touches.
The principal points of difficulty in the Chicago City
ordinance, which also applied generally to the Union Trac-
tion Company, were cleared up at a conference between the
representatives of the city and the companies on December
15. It was then agreed that in the event of purchase by the
city, the valuation of the companies' property, both tangible
and intangible, shall be $50,000,000, which represents a com-
promise between the companies' figures of approximately
$74,000,000, and the city's experts' estimate of about $46,000,-
000. Of this amount $29,000,000 is apportioned to the Chi-
cago Union Traction and $21,000,000 to the City Railway. It
was also agreed that in the division of profits 55 per cent
of the net receipts shall go to the city and 45 to the com-
panies. The companies are to be allowed 5 per cent interest
on the money secured for reconstruction and 5 per cent
brokerage on this money; also a 10 per cent contractor's
profit on the work of reconstruction. During the three-year
rehabilitation period 70 per cent of the gross receipts is to
he set aside for operating expenses, the remainder of this
amount, after payment of operating expenses, to be applied
on renewals. After the rehabilitation period 6 per cent of
the gross receipts is to be set aside for renewals. It was
also decided to appoint Bion J. Arnold chief engineer of the
board of supervising engineers, at a salary of $30,000 a year.
Although no contract has been signed it is understood that
he will accept. The selection of Mr. Arnold to supervise the
work of rehabilitation has met with unanimous approval, on
account of his familiarity with the situation through his
services as consulting engineer for the city throughout the
entire process of the negotiations and because of the uni-
versal confidence in his integrity and his high professional
standing.
The situation in regard to the Union Traction ordinance
is complicated by the internal financial relations between the
company and its underlying companies. On December 19
John M. Harlan, representing Judge Grosscup, the referee
in the Union Traction litigation, asked the local transporta-
tion committee to strike out the clause in the Chicago City
ordinance providing for the extension of that company to the
north and west sides in the event of failure of the Union
Traction Company to accept the ordinance, and to delay the
sell lenient until the internal difficulties of the Union Trac-
tion could be removed and both ordinances be passed at once.
Walter L. Fisher, city traction counsel, at once delivered an
ultimatum that the Union Traction should get its affairs in
such shape as to come to an immediate settlement or the
City Railway would be empowered to take over its territory.
The Union Traction Company replied that it would endeavor
to come to an agreement at once and in no way delay the
settlement.
While the Chicago newspapers and the people were
congratulating themselves on the prospects of immediate
settlement and consequent improved service, Mayor Dunne
suddenly announced that he would insist on the ordinances
being submitted to a referendum vote of the people at the
April election before being submitted to the council. He
stated that during his campaign for the mayoralty last spring
he had repeatedly promised that all important measures re-
lating to the traction situation should be submitted to the
people for a decision, and that the city council had also put
itself on record to the same effect. This unexpected announce-
ment by the mayor met with an overwhelming protest from
all quarters. In order to secure a referendum vote it is first
necessary to secure a petition signed by a large number of
names and in case such a petition could not be completed in
time for the April election the whole matter would have to
be postponed for another year or two. Civic bodies and mer-
chants' leagues as well as individuals vied with each other
in passing resolutions and writing protests to the newspa-
pers, demanding an immediate settlement of almost any kind
that would pave the way for a speedy elimination of the
present intolerable service conditions. The Chicago Tribune
even instituted a postal card ballot on the referendum ques-
tion and the incomplete returns have shown a large major-
ity in favor of immediate passage of the ordinance. A ma-
jority of the aldermen have also expressed themselves as
opposed to any delay.
A meeting between the city's representatives and the
eastern financiers controlling the Union Traction was held
at Atlantic City last week and on his return to Chicago-
Walter L. Fisher announced that the main points had been
settled. The company guaranteed to acquire a perfect title
to the north and west side lines, to be delivered to the city in
event of purchase, and that in the reorganization both
minority and majority stockholders should be treated alike.
The company also agreed to a single fare with universal
transfers to the lines of the Consolidated Traction Com-
pany and to take care of the operating agreement with that
company. It also agreed to build new tunnels at Washington
and La Salle streets and to lower the Van Buren street
tunnel. The ordinance is to run to the Chicago Railways
Company, which is to reorganize the Union Traction, with
Frederick H. Rawson at the head.
The City Railway ordinance was to have been reported
on Wednesday night, but as it was being gone over for the
last time by the committee in the afternoon, Attorney David
K. Tone, representing the Chicago Federation of Labor and
the Municipal Ownership League, appeared and attempted to
show that the ordinance was full of flaws. He claimed that
the City Railway under its charter could not extend to the
Union Traction territory and that the charter could not be so
amended; that the ordinance is practically a perpetual grant;
that in the event of purchase at the end of 20 years the city
or another company must pay for the value of the unex-
pired franchises at present, and that no company would be
willing to pay such an exorbitant price. These, with vari-
ous other objections, were all answered by Mr. Fisher and
the mayor, but it was decided to hold the matter over an-
other week.
SUPPLEMENT TO THE ELECTRIC RAILWAY REVIEW, JANUARY 5, 1907. Vol. XVII-No. 1.
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►K0P0810
MAP
SHOWING
ELECTRIC INTERURBAN RAILWAYS
IN THE
CENTRAL STATES
\LE OF MILEH
•0 0 i» 10 M 40 00 40 70 06
January 5, 1907.
ELECTRIC RAILWAY REVIEW
17
MOTOR-OUT INDICATORS.
On a car equipped with four motors it frequently hap-
pens that from such causes as sticking brushes, broken
connections in the armature or fields, etc., one of the motors
gives out. While such failures will incapacitate a par-
ticular motor, this condition may not actually cripple the
car, and in frequent cases the other motor of the pair may
run for some time, perhaps all day, carrying double its reg-
ular load. In this way the operating motor may receive a
strain and become damaged more or less in proportion to
the length of time it is run with an idle mate. To
provide against this condition and afford a continuous indi-
cation of the presence of current in motor leads, the "motor-
coil is connected with the A-. binding post of the controller.
Similar connections are made for the other coils in the indi-
cator.
When the controller handle is moved and current is fed
to the motors it first enters the solenoid and, the circuit
being closed through the controller cable and motor, the
indicator coil is magnetized, lifting the core to the center.
his core lifts, the pin iu it lifts in turn the Sap al
thus showing the word "In" which appears under the space
normally covered by the flap. Thus the motorman knows
that the particular motor circuit iu series with this coil is in
operative condition. If from any cause the circuit is open
the coil will not act and the flap will remain at rest, show-
ing the word "Out" on its face. The motormen are
-^-flAAdoiv/v -M> 3/farvff ot/r ac'SO'
Ccw*rC7WSivett.
a*jr&£*rs
*wo Co/tr&c.
Sketch Showing Detail Design of Motor-Out Indicator.
out" indicator shown in el-tall by the accompanying illus-
tration Is used with four-motor
Tramway Company and Is being placed on all or one
class of cars owned by this company.
The encased In a
neat box of oak. 5*4 by 12 by 4% .utslde di'
slons. This box has a glass top ami is dl\
• tie- Indicating Baps, »
are simitar '■■ for hous-
ing the colls and
Illustrate or solenoids,
urns
of N ti a brass tube % loch
in d!
with a brass bead and pin wbl< b, wh<
with
Its reap* \ l li taken from ■ and
-eted wit i
post In the control
: A-2 In run to coll 2 ai rmlnal of this
io riM after two or
trial nr of ne
v ii<ii in tie' controller box us usual
motor
ir .1 io I"
The "n ■ iieii
i about Hush with
tlj under
High Voltage Third-Rail Line In California.
I
Urban Hue from Stockton to l.o.ll Cal., a i
which win in- operated by i ran) dellvt
oi onderrnnnlni third tail i
1
. i until ''
line win li.' opei illy with
oqul] i' iiiifi"> n ••! SI
18
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 1.
A NEW GOVERNOR ON NEW YORK PUBLIC UTILITIES.
in his Inaugural message to the New York legislature
Governor Hughes devotes considerable space to the matter
of transportation Interests and public service corporations
in the stair at large and In Greater New York. The follow-
ing are extracts from the message:
Public Service Corporations.
Proper means lor the regulation of the operations of
railroad corporations should be supplied. For want of it.
pernicious favoritism has been practiced. Secret rebates
have been allowed, and then' have been unjust discrimina-
tions in rates and in furnishing facilities for transportation.
Those who have sought to monopolize trade have thus been
enabled to crush competition and to grow in wealth and
power by crowding out their rivals who have been deprived
of access to markets upon equal terms.
These abuses are not to be tolerated. Congress has
legislated upon the subject with reference to interstate com-
merce, where naturally the evil has been most prominent.
But domestic commerce must be regulated by the state, and
the state should exercise its power to secure impartial
treatment to shippers and the maintenance of reasonable
rates. There is also need of regulation and strict super-
vision to insure adequate service and due regard for the
convenience and safety of the public. The most practicable
way of attaining these ends is for the legislature to confer
proper power upon a subordinate administrative body.
We have now a board of railroad commissioners of five
members. It is charged specifically with important duties.
The execution of mortgages and the increase or reduction of
capital stock are subject to its approval, its certificate that
public convenience and necessity require the construction of
a projected railroad is required before construction can be
begun, and it deals with changes in highway grade crossings
and various other matters in a definite way.
The law also provides that the board "shall have gen-
eral supervision of all railroads and shall examine the same
and keep informed as to their condition and the manner in
which thev are operated for the security and accommoda-
tion of the public and their compliance with the provisions
.of their charters and of law." If in the judgment of the
board it appears "that any change of the rates of fare for
transporting freight or passengers or in the mode of operat-
ing the road or conducting its business is reasonable and ex-
pedient, in order to promote the security, convenience and
accommodation of the public," it may after notice and hear-
ing fix a time within which the changes shall be made.
But the action of the board in the exercise of this gen-
eral power of supervision amounts to a recommendation. If
its direction is not complied with, the law provides that the
matter shall be presented to the attorney general for his
consideration and action, and shall be reported to the legis-
lature. So, if it appears that any railroad corporation has
violated the law or unjustly discriminates in its charges, and
the wrongful conduct is continued after notice, the matter is
to be brought to the attention of the attorney general, "who
shall take such proceedings thereon as may be necessary for
the protection of the public interests."
The present scheme of regulation is inadequate. There
is a lack of precision in the definition of the powers of the
board and an absence of suitable means to compel compli-
ance with its decisions. No penalties are provided for dis-
obedience to orders of the board made within its proper
authority. Nor is the board authorized to institute and con-
duct legal proceedings for the purpose of enforcing its re-
quirements.
It is also provided that the expenses of the commission
shall be borne by the railroad corporations upon the ap-
portionment of the controller. This plan of reimbursing the
state is wholly indefensible. The supervision of railroads is
in the interest of all the people and should be borne by the
people as any other expense of administration. Such a board
should be established in public confidence as an independent
governmental body receiving no support from the railroads
save as they are duly taxed for the general support of the
government.
We have also a commission of gas and electricity with
broad powers with reference to corporations engaged in sup-
plying gas and electric current.
New Railroad Commission with More Power.
It is my judgment that there is no need of two separate
commissions to deal with these subjects. There are now
corporations which are subject to the jurisdiction of both
.commissions, and in some cases the same questions are pre-
sented for the decision of both. Similar principles are ap-
plicable to the decision in many cases within the jurisdic-
tion of each and harmony of administration would be pro-
moted by having a single body. It is plainly in the interest
of economic administration in order to avoid the unneces-
sary multiplication of officers and clerical force that there
should be but one commission. In the two boards we have
now eight commissioners. A board of less than this num-
ber would answer both purposes.
I therefore recommend that the present board of rail-
road commissioners and the commission of gas and electric-
ity be abolished and that a new commission be constituted,
with powers of regulation and supervision, within constitu-
tional limits, of the corporations now subject to the existing
commissions. The commission should have all the powers
possessed by the present commissions and such additional
powers as may be needed to insure proper management and
operation. Its powers should be clearly defined and should
embrace the power to act upon its own initiative as well as
upon complaint; to pass upon the issue of stocks and bonds;
to examine properties, books, and accounts; to require de-
tailed reports in prescribed form: to prescribe reasonable
rates; to require adequate and impartial service; to provide
for the safety of employes and for the protection of the pub-
lic, and generally to direct whatever may be necessary or
proper to safeguard the public interests and to secure the
fulfilment of the public obligations of the corporations un-
der its supervision. Provision should be made for suitable
inspection so that the commission may be advised as to all
matters within its purview and be In a position to take ac-
tion on behalf of the people without the formal institution
of proceedings by complainants. A prescribed quorum should
be entitled to decide all questions, and any one commis-
sioner should be empowered to make examinations and in-
vestigations, and the proceedings and decisions of one, when
approved by the board, should stand as its proceedings and
decisions.
The corporation guilty of disobedience to its orders, and
all officers and other persons responsible for such disobe-
dience, should be visited with appropriate penalties. The
commission should also be entitled to institute legal pro-
ceedings for the enforcement of its orders, and all such pro-
ceedings should be expedited by suitable preference in all the
courts of the state. The legislature should thus provide,
within its constitutional power, adequate means for the
entirely just and impartial regulation of these important
public enterprises.
Reform in Transit Conditions Here.
The problem of transportation in the territory of Greater
New York demands special, prompt, and comprehensive
treatment. The configuration of Manhattan Island and the
concentration of business at its lower end, together with the
rapid growth of population, have produced an extraordinary
congestion. All the existing lines — surface, elevated, and
subway — are overburdened, and the people suffer in mind,
body, and estate. The worst congestion is found at the '
Brooklyn bridge, due to the convergence at that point of the
Brooklyn traffic. The people of Brooklyn who do business in
Manhattan are subjected morning and night not only to ex-
asperating inconvenience, but to such maltreatment and in-
dignities incident to their disgraceful herding that relief in
the most practicable manner should be afforded them at the
earliest possible moment
Not only are new facilities needed, which should be
planned with reference both to immediate and future needs,
but there is urgent necessity for more strict supervision to
secure better service on existing lines. In some portions of
the city antiquated horse cars may still be seen, giving pic-
turesque emphasis to the disregard of the public convenience.
Overcapitalization and the improvident creation of guaran-
ties and fixed charges to suit the exigencies of successive
combinations entered into for the purpose of monopolizing
the traffic have produced their natural results. There are
such unjust burdens upon earnings and the tendency con-
stantly to effect economies at the expense of proper service
is so strong that it is imperative that the people shall have
vigilant representatives clothed with ample authority to
compel the corporations to perform their public duty.
In 1891 the legislature, for the purpose of providing for
the development of additional transit facilities, passed the so-
called Rapid Transit act. It constituted a board of rapid
transit commissioners, who were named in the statute. Nu-
merous amendments have been made and additional powers
conferred. The statute contains important provisions with
reference to construction by the city. Through the accre-
tions of years it has become cumbersome and extremely
complicated. It needs revision. Pursuant to the provisions
January 5, 1907
ELECTRIC RAILWAY REVIEW
19
of this act the present subways have been constructed and
plans have been made for further construction. By a re-
cent amendment the board is authorized, with the consent
of the board of estimate and apportionment of the city, to
grant rights and franchises and to make contracts with ref-
erence to the construction and operation of the parts within
the city of inter-state trunk lines.
Would Abolish Rapid Transit Board.
We have thus in the city of N'ew York an anomalous
condition. Two boards created by the legislature are exer-
cising powers of the greatest importance with reference to
transportation. The board of rapid transit commissioners is
dealing with the question of new facilities and is empow-
ered to make contracts tor construction and operation. It
is also dealing with the question of the construction of trunk
lines into or across the city. The state board of railroad
com:. - has general jurisdiction over the railroads of
the state, and has supervisory powers over the surface lines
and the elevated roads in the city. It does not exercise
jurisdiction over the subways, as thee re constructed
under the rapid transit act. But while the powers of 8
vision are divided, the interests in control of the surface.
elevated, and subway lines are now united in a single cor-
poration.
This situation should be met by a comprehensive plan.
All the operations of railroad companies in the territory of
greater N'ew York should be under the supervision of one
board. And the board that is to have the power to super-
rally these operations should have the power of
initiating plans and of making contracts for the construc-
tion and operation of new lines. Instead of two boards deal-
ing with different phases of the same problem, there should
be one board empowered to deal with it in its entirety
such a board would exercise important state powers of con-
trol and regulation, it should be a state board, and should be
composed of men familiar with conditions in the territory
affected. In my judgment it would not be advisable to put
all these matters under the control either of the present
board of railroad commissioners or of the new commission
which I have proposed to take its place. The urgent need
of an increase in transportation facilities, and the unique
conditions existing in Greater New York, justify the crea-
tion of a separate board to deal with the entire matter of
transportation in that part of the state.
I recommend that the board of rapid transit commis-
sioners be abolished and that a new board be created, to
have all the powers now exercised by the rapid transit
board, and also to have powers with reference to operations
within the territory of greater New York — or if deemed ad-
visable, within a wider district embracing the adjoining
counties into which certain lines of the surface railroad
tend — similar to the powers which I have suggested should
be conferred upon the new commission for the rest of the
would thus be included the regulation of gas
and '■. vporations. Ptovision should bs made for the
retention by the board of estimate and apportionment of
the city, of all the powers, including powers of approval,
h it now enjoys.
The commission proposed for the state generally should
have jurisdiction over all traffic between points withii.
cit> of Nee York and points el- In the state. It is
believed thai in this manner the whole question of trail-
tatlon. and of gas and electric service In the territory of
ilt with in an Intelligent .mil ef-
flcient manner, and that to the fullest extent possible the
Just requirements of th. immunity may be
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
BY JT. I.. BOSENBEBUEB, LL, B.
Airbrakes Versus Handbrakes.
The aver i :n the cost of operating an electric
car furnished with handbrakes and one Equipped with air-
brakes, on roads running through lar.
stops are necessary, has b< with
Chrlstensen brake- 10 and I
cur-
The saving In current by the use oi
airbrake In d'. fact that th-- powerful and Instan
taneous action of the brak'
brakeshoe clear of the a anil
allo» in to run In "full
is occaso'
handbrake the nhoes must no' onlj
within city limit* rman must V..
ring. In order that tie ma) stop qulcl
llslons If In «- vl'*- In addlti
- also s large saving In MM and I
lnr-|.!
Presimptmn o> Xni pence from Failing of Trolley Pole
I'lMx Person Waitinu To Board CAB.
Cincinnati Traction Co. v. Holzenkamp (Ohio). 7s X E Rep.
-'. June 26. 1P'»;.
Proof of the falling of a trolley pole from an electric car.
when it stopped at a usual Stopping place, upon a person
standing there for the purpose of setting upon the car. the
supreme court of Ohio holds raises the presumption of negli
e on the part of the traction company, and, unless
butted, the party injured is entitled to recover damn
Dity of Conductor to See that Pas-- n... a Has Rj lsonablt
- ir or to Control Ri \m\ oi Cab Accobdu
Dvni.er to One Inseci-rei.i -
Van Horn v. St. Louis Transit Co. (Mo.), 9G S. \V. Rep. 326.
June 19, 1906.
While the upright stanchion to which the pivot was fas-
tened upon which the back of a seat in an open summer car
turned would be on the outside of. and afford protection to,
issenger occupying an ordinary position on the end of
the seat, there was evidence in this case that a woman,
owing to the cramped half-sitting position she occupied from
the seat not being large enough to accommodate six occu-
pants or two of them appropriating a larger share of the seat
than necessary, had not the advantage of the protection af-
forded by the stanchion, but was compelled to sit with her
back thereto, with nothing on the outside to protect her or
prevent her falling off. The supreme court of Missouri, divl
sion No. 2, says that it was the conductor's duty to see that
she had a seat reasonably safe and secure, and knowing,
as he must have known, her position to be unsafe. || was
his duty to control the running of the car with a degree
of care proportioned to the danger to which she was exposed
by reason of her insecure position on the seat.
Facts ami Riles Deemed Est mi ism p In c.sst \ Wn h
Operation Of Eiecthi. - ELailwats a- To Fabbb,
Traxsrbb un> Duma oi Cowpdotobb— Rpu k
in.. BxptnaiOH ros Rjoruaax to Pay Fare or Pboddbb
•k Tnkt r Is Reasonable— Transfer Ticket CoK-
Ktvn.i Of PaBSKROEB C.ntN Whom. Thkm -
Damasks Ki.i.wrwuf roa &ttkkptxd EBxfuuhot,
Norton v. Consolidated Railway Co. (Conn.), 63 Atl. Rep
1087. June 5. 1906.
There are certain facts and established rules conrn
with the operation of electric street railways, which in tl
days are familiar to . ,on of ordinary Intelligence
who has occasinti ,,,,| wliirh. n„. supreme
Of emirs of Con: -ays, are to I" I in
mining what the real contract of carriage Is In a case
like the present one — an action to recover *»— pn f,,r tin-
alleged tort i :lllt in attemptlni to
forcibly eject the plaintiff from the ear after he had pro
: an Improper transfer t Ir-K f:ir,.
Amon-.- tie in are. that tin- mere payment of the ordlnarj
fare In a ■ ,,r itself, as upon a steam rail
road, Indicate the destination of ti.
•nit he .1. -siren transportation by another line and upon
another car; I upon one line d<
be transf. i,,, tame ■
fare OB tl > ; that upon
irrl.-d. In that car. tfl the point
• rid line
must obtain from the OOndoctol Of It a tfl
ake passage upon a oai
•hat i>h tO 'I,
•
20
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 1
like all other passengers taking the ear at that point, and
will not bo permitted to ride unless he either pays his fare
or presents a proper transfer; that it is the office of the con-
ductor of the second car to determine the right of the
passenger to ride upon that car, and that upon the presen-
tation of a transfer ticket, the ticket itself is the only
evidence of such righl which the conductor can properly
accept.
A rule requiring the expulsion from a car of a passen-
ger who refuses either to pay his fare or produce a ticket
showing his right to ride on such car is a reasonable one.
In ascertaining whether the plaintiff was entitled to ride
on the second car, it was not the duty of the conductor
of that car to accept the statement made to him by the plain-
tiff that the mistake in his transfer was the fault of the con-
ductor of the first car. As between the second conductor
and the plaintiff, the transfer ticket was conclusive as to
the latter's right to be carried as a transferred passenger
upon his car.
In the court's opinion, the facts showed that the real
contract of the defendant was to carry the plaintiff, upon
the first car, to the proper point of transfer to the second
line; to furnish him a proper transfer ticket to entitle him
to a passage on a car of the second line; and to carry him
upon that line, upon the presentment of such transfer or
the payment of his fare to the conductor of the second car.
Throush the carelessness of its servant, in not giving the
plaintiff the transfer ticket which he asked for, the defendant
failed to perform its contract. For such breach of contract
the plaintiff would have been entitled to compensation for
the loss or injury, had there been any, which necessarily
followed from the defendant's failure to furnish him a
proper transfer ticket. His remedy for such breach of con-
tract was not to refuse to pay his fare, and to forcibly
resist being expelled from the car. As the transfer ticket
which he presented did not even purport to authorize him to
ride on a car of the line he boarded, the conductor of that
car, notwithstanding his explanation of the mistake, was
justified in refusing to accept it, and in requiring him to
pay his fare or leave the car, and after the demands made
by the conductor, it became the plaintiff's duty to either
pay his fare or peaceably leave the car.
The court's conclusion is that the plaintiff, having by
his own wrongful conduct invited the use of force, could
not complain of the use by the defendant of reasonable
force in the attempt to remove him from the car. It was
error to hold that he was entitled to substantial damages,
and the case was remanded for the assessment of nominal
damages.
Any Traction Company Authorized by Statute to Take
Any Existing Street Railway With Consent of Own-
er, Lessee, or Operator, and Operate It Without Re-
gard To Whether Its Predecessor Was Clothed With
Powers and Franchises — Powers of Company After Ex-
piration of Term Limited In Its Charter.
Mayor, etc., of Jersey City v. North Jersey Street Railway
Co. (N. J. Sup.), 63 Atl. Rep. 906. June 11, 1906.
By the first section of the New Jersey act to author-
ize the formation of traction companies passed in 1893, it is
enacted that any company incorporated under it "shall have
power to enter upon any street or highway upon which any
street railway or other railway operated as a street railway,
is now or may hereafter be constructed (with the consent
of the owner or owners, lessee or lessees of such railway,
or of the person or persons operating the same), and* • •
maintain and operate such railway." The second section
declares that every company incorporated under the act
shall have, in addition to numerous powers, privileges, and
franchises therein specified, "all other powers necessary
to the performance of its duties and the exercise of its
privileges imposed or conferred by this act."
AVhen it is remembered that the primary object in
incorporating street railway companies is, not the financial
benefit to be obtained by their incorporators and their suc-
cessors from the operation of the railways constructed by
them, but the furnishing to the public of a cheap and easy
means of intramural transportation, the purpose of those
provisions of the act of 1893 which have been referred to,
the supreme court of New Jersey says, seems apparent;
and that is to prevent, as far as possible, the people from
being deprived of the benefit which comes to them from
the use of these public utilities, by the financial or other
inability of the owners or operators of them to continue their
operation.
The statute, the court continues, does not contemplate
that the right of a corporation, organized under it, to main-
tain and operate a street railway shall depend upon the
existence or nonexistence of such right in its predecessor in
ownership or possession. It deals not only with railways
which are owned and operated by corporations de
jure (of right), having powers and franchises which
are efficient to enable them to operate their roads,
but with railways which are owned or operated by
corporations which never had a de jure existence,
and by those whose right to the enjoyment of the
powers and franchises originally bestowed upon them
has been terminated by efflux of time or otherwise. It
deals with the railway as an existing thing, rather than with
the question of the rights and powers of the corporation
having possession of it. It authorizes a traction company
organized under it to take possession of any existing street
railway, or railway operated as a street railway, provided
it obtains the consent of the party who owns, leases or
operates it, and it confers upon such traction company all
the powers and franchises necessary for the proper main-
tenance and operation of the railway after it has acquired
its possession, without regard to whether or not its prede-
cessor was clothed with powers and franchises. In a word
all that a traction company organized under the act of
1893 needs to acquire from its predecessor, whether that
predecessor operates the railway as owner, or as lessee, or
by bare right of possession, is its consent. Its power to
maintain and operate the railway is derived, not from its
its predecessor, but from the statute itself.
The expiration of the term limited in its charter, the
court further says, did not absolutely destroy the corporate
existence of the Jersey City & Bergen Railroad Co. That
still remained to it by express statutory provision for the
purpose of enabling it to settle and close its affairs and to
dispose of and convey its property. At the time when it
leased its railway to the Consolidated Traction Co., there-
fore, it had power to consent that the latter company should
take possession of its railway and maintain and operate
it. Its assignment to the Consolidated Traction Co. of the
powers, privileges, and franchises which had been conferred
upon it by the legislature was not requisite to enable the
latter company [incorporated under the act of 1893] to main-
tain and operate the railway; and the fact that the assign-
ment was fruitless, because such powers, privileges, and
franchises had already ceased to exist, could not, of course,
deprive the latter company of its powers, privileges, and
franchises, conferred upon it by direct legislative grant.
When the Consolidated Traction Co. acquired possession
of the railway, therefore, it was clothed with full power to
maintain and operate it; and when it, in turn, leased the
railway to the defendant's company, that company, which
was also incorporated under the traction act of 1893, was
clothed with like power by direct grant from the legislature.
January 5. 1907.
ELECTRIC RAILWAY REVIEW
•21
PIPING AND POWER STATION SYSTEMS— XXV.
BY W. I . MORRIS. M. E.
Figure 234-(H5-l) shows a very satisfactory construc-
tion with pipe connections entirely outside of the frame, thus
in? the possibility of their being strained against the
frame of the engine. As shown they are also exposed to
which is advantageous in case of leaks. The water can
be diverted over the surface of the journal either by means
of dividing partitions cast in the journal or by a pipe run
into the journal and forming one of the connections. The
regulating valve should be on the inlet branch, the out-
let being free to atmosphere and discharging into a funnel
that may readily be seen and tested by the operator. To
allow the greatest possible flexibility the supports for the
piping should be well away from the journal. The discharge
ftuma
Figure 234— (H5-1).
Figure 235— (H8-1).
should be carried to a height slightly above the journal, thus
insuring that the bearing will at all times be full of water.
It may appear that the funnel, exposed pipe, etc.. as
shown are crude and unsightly, but it should be remembered
that the first consideration is utility and the latter, appear-
ance. That which on its face shows usefulness and conveni-
ence if neatly constructed has every reason for being left
exposed.
Low-Pressure Water to Dry-Vacuum Pump.
For continuous runninc it is absolute!; necessary to
coof the~air~ylinde~f" hTHiTy YHi iimi~i>iimp.'"_ Low-pressure
water Is used for tliis purpose. The temperature of the air
pumped is generally about 120 degrees F., anil if no air
cooler Is used and air Is compressed from about 2 pounds
absolute to 15 pounds it is thus reduced to about 1-7 of Its
former volume. The dry-vacuum pump will operate under
rather hleh temperature*, thus permitting cooling water to
at a t' I high as 17". degn
arrangement of pi Doling the journal, as shown
In Figure 234, is also suitable for cooling an air-pump cylin-
uslng only the inlet ralTe to control the water and an
funnel to ob quantity and The
amount of cooling water neressary to r. tempera*
iir cylinder of the dry-vacuum pump Is quite
small, being only about 1 ."■ per cent of for boiler
feeding. The amount of wai •■•! ibould !»• determined
by observation of the condition of the pomp at various tern-
• •oiing water.
■ if the moat frequi irith air cylinder! Is
brought aboul by the admitting of a rlinder, which,
due to the high '• ' Onto 'he air-
Low Pressure Water to Pump Priming Pipes.
iw-preamn
priming fire pumps
cauxe BOCfa I
prtmtns, but imp priming plpei ■ with
■ full Mn lenst
poii- waving In tit '■ •»»<!
ordinary service pumps is not as essential as with fire pumps
they are seldom equipped with priming pipes. The piping
arrangement shown in Figu: 1-3) will be found sat-
isfactory for the service pump. A fire pump should hare
a foot valve, also a priming connection between the suc-
tion and discharge valves at both ends of the pump and
should also have priming connections to the suction line.
By the use of these several details air may be removed from
tin- pump before it is started. If priming water is not easily
obtainable from a low-pressure line or from the pump dis-
charge as shown in Figure 216, then a hose valve should
be attached to the pump between the suction and discharge
s at all four ends of a double-acting pump. This de-
tail can be satisfactorily arranged by connecting the four
ends with piping and using check valves that open into the
ends of the cylinders and a stop valve to control the water
from the hose or pipe line.
If the fire pump has a foot valve it can easily be primed
by delivering the priming water into the pump suction.
This may put a part of the water ends into service and
leave one or more ends out of service, which difficulty may
often be observed with pumps that have been in operation
for some time. The presence of water at the suction valve
does not aid the end of the pump out of operation in taking
its water. To enable the inoperative end to take water it
is necessary to reduce the pressure in this end as far below
the atmospheric point as the pressure on the water in the
suction at the suction valve. This can only be accomplished
by discharging to atmosphere the confined air. since the
pump is able to discharge only a part of its air into the
discharge pipe.
The usual method of freeing a pump of air is to close
the valves in the discharge and open the vent over the
discharge pump valve, thus allowing the contents of the
cylinder to be discharged to atmosphere at a low pressure.
All the air can in this way be discharged from the pump
if the priming water is admitted between the suction and
the discharge valves. Such an arrangement of valves re-
quires a large air vent, and if a check valve is placed In the
discharge line from the pump it will pi. pressure
coming back on the pump valve whenever the air relief Is
The usual boiler room operator is not sufficiently skilled
to handle these priming arrangements unless they are quite
simple. To free a pump of air when it is not fitted with
priming pipes require more skill. Any operator
should quickly barn to open the air vent ami admit priming
r if that is all that Is required. It D inferred
that priming pipes are mere ooi there are
many installations In which tiny are absolutely essential
and with which if priming pipes were n<>t supplied it would
be necessary when priming to open the pump ami 1111 it with
water by using a hose, pall or similarly crude method, be
fore the pump could be put into operation,
,,f pimm QtrifugaJ pumps
Is Indispensable, as has been explained ondei I M).
■ lump hU ■ illatn
of aboul M thai of the pump
Low Pressure Water to Hose Connections.
Tie ; r,ir ■
i owi |s made
tor anothi prink
ling and the regular Ion r ' r"r "• '
ting dOV, !'"i the I
in. Hi. i
divided Into two ■ irith atfi
without ■ ut difficult
higt dlnarily
,n the hi Phe other ijri ■' b»
without
.i.iii. i in- put "i> it Thi
22
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 1.
should take their supply from the low -pressure system
should be those for wetting down ashes. This class of
work is better served by using water under low head, thus
avoiding the dust and spattering that would be caused by
water of high velocity striking the ashes. As this advantage
is too slight to call for a separate pipe line for wetting down
ashes it will be advisable, if the fire line passes near the
boiler front, to connect with it the hose for this service, con-
trolling the pressure by valves at the hose connections.
If the low-pressure system is supplied from a tank there
should be only such connections taken off this system as
would be injured by high pressure, but to avoid running
special lines and thus complicating the station pipe work
it may be found advisable to make occasional hose con-
nections with the high-pressure line. This method is par-
ticularly advantageous if these connections can be left un-
used during such times as the tank supply is limited, which
would be occasioned when the pumps were temporarily used
for some other service. Hose connections for floor washing
would form one of these exceptions, but such work can be
postponed until water is available.
A simple arrangement for floor washing is to use a small
hose with a large coupling at the end for attaching to the
fire connection. To avoid cutting the regular fire-service
valves it is quite necessary that a separate valve for con-
trolling the water should be attached to the regular hose
valve. If a hose coupling of large size can be tapped out of
the fire line and a nipple attached as shown by, a, in
Figure 235-(H8-l) a very' convenient connection is had. An
alternate method would be had by screwing a small valve
onto the larger valve and connecting the hose with the coup-
ling, b.
Low-Pressure Water to Oil Filter and Tanks.
Low-pressure water service for washing purposes sup-
plied with hand control is usually provided for the oil filter
and tanks. A very satisfactory piping arrangement is had
by running steam and low-pressure water pipes to an
"ejector-T," having a valve in each line and a means for
connecting the hose to the T. With such connections water
can be supplied either hot for cleaning tanks or cold, as
may be desired for general use. If water is required in any
tank it can be supplied by hose or, in the case of precipitat-
ing gravity tanks, it may be admitted through pipe connec-
tions. Ordinarily the water required for this service does
not exceed that which may be delivered through a %-inch
pipe.
Low-Pressure Water to Grease Extractor.
Only a small amount of water is required for grease
extractors, the quantity being just sufficient to keep the
baffle plate wet and amounting to about 5 per cent of the
steam passing through the extractor. A water connection
is essential for the successful operation of even the most
efficient grease extractors. The water admitted to the sep-
arator is discharged together with the condensation, grease,
etc., to an entrainer. This entrainer, for a vacuum separator,
is designed to receive first, drips under vacuum, then, by a
tilting mechanism to close the drip opening and open a
steam connection so that the accumulated drips are blown
out; it then closes the steam and opens the drip connections
in turn, working in a manner somewhat similar to the action
of a steam trap.
If the grease extractor is in series with the vacuum line
to the condenser the spray water, even though lifting is
necessary, may be taken from the condenser circulating
water. This supply will be found somewhat more reliable
than the low-pressure main and no pumping machinery will
be required to insure its continuous operation. If the grease
extractor forms a part of an atmospheric exhaust line it
will be necessary to supply the spray water under a head
greater than the exhaust pressure. In this case the drips
would be discharged through a steam trap or a U-shaped
drip loop.
Low-Pressure Water to Cooling Boxes at Furnaces.
There are some makes of furnaces that require water
cooling to prevent them from being burned. Such devices
waste the heat taken up by the water, when it is discharged
to the sewer, and they are a source of constant trouble. The
manufacturers of station equipments call into use many
methods for eliminating this troublesome detail. The reason
for this choice is not that they can secure better results, but
with a view to avoiding the serious loss and any interruption
of operation that would be caused by a failure of the water
supply. The customary method of regulating the supply to
such devices is by maintaining full water pressure on the
parts to be cooled and controlling the water with a dis-
charge valve. If the heat in the furnace increases it is pos-
sible to generate steam and drive the water out of the water
box unless the discharge opening be increased before the
temperature is raised to the steaming point. Thus in the
operation of such cooling systems the water must be wasted
or a risk run of damaging the water box. By admitting water
into a box which has attained a high temperature and driven
out the water or in some other manner been without water
for a short time, there is not only the danger of burning
the water box, but a still greater one of cracking It. As a
proof that much greater damage is caused by cracking than
by burning many of the builders of this class of apparatus-
are now making water boxes of riveted boiler plate.
If a considerable supply of water is connected to a
water box so arranged that the water can circulate in it
relief will be had from much of the danger occasioned by in-
terrupted water supply. The water in the tank, in case of
approaching trouble, would become overheated and give a
warning. A tank for this purpose, to permit of circulating
water being at not less than 210 degrees in temperature,
should be placed as high as possible. When the heater
used is of the open type and the tank is placed at a high
level the overflow may be discharged to the heater.
(To be continued.)
Chicago & Oak Park Elevated Switching Car.
Mr. Amos Sillers, master mechanic of the Chicago &'
Oak Park Elevated Railroad, has recently had built in the
company's repair shops at Fortieth and Lake streets, Chi-
cago, a very simple and efficient switching car, which in
addition to performing a general switching service on the
elevated lines and around the yards and shops is occasionally
used as a work car. It consists of an ordinary 46-foot flat
car body mounted on two Baldwin trucks of the type used on
the company's passenger equipment, and reinforced with steel
rails laid lengthwise and bolted to the floor sills.
At the rear end of the car is a motorman's cab occupy-
ing a floor space about 8 feet square and 8 feet 3 inches high.
The cab has windows on all four sides, giving the motorman
a clear view in all direction, and contains two controllers,
one on each side. The rear truck is equipped with two
G.E.-85 motors of 160-horsepower capacity each. The car is
equipped with airbrakes and with both third-rail shoes and
trolley, as the road has several miles of surface lines ope-
rated by trolley.
The Street Railway Young Men's Christian Association
of Memphis, Tenn., has been in existence about a year and
now has a membership of 386, equally divided between mo-
tormen and conductors. The average daily attendance at
the well-equipped rooms in the car barns is 280. The asso-
ciation is contemplating fitting up a restaurant for the use
of its members. One of the interesting features of the year,
which drew an attendance of 600, was a home-talent enter
tainment at one of the railway company's park theaters.
January 5. 1907.
ELECTRIC RAILWAY REVIEW
News of the Week
Kokomo Marion & Western Discontinues Passes.- T. C. Mc-
Reyn tokomo Marlon A Western Trac-
that after January 1 tree trans
a will be issued only to emploj
American Street A. Interurban Railway Association Proceed-
ings. -So. r. tary B V SwenaoD has announced that it is exp
to have the annual proceeding! of the association printed and
for distribution some tine in January.
Interurban Station at Columbus. — The Indiana Columbus ,v-
y has purchased properl Rich
street in Columbus, o. which is to be ultimately used for the
■ an interurban station. The plans have not yet
comr- ■
West Chester Street Railway Abolishes Passes.— The West
iny, of \\ ■ lias an-
nounced that In-pinning with the n< more
free transportation. son that the pass system is a
burden on the company.
Executive Meeting Engineering Association. — President H. H.
ami Interurban Railway Bngll
tng Association has c ling of the executive committee
Manhattan Hotel, New fork, 7, to
work >'f I
Columbus Delaware &. Marion Railway to Handle Express. —
The Columbus Delaware & Marion Railway, which operates an
interurban line from Columbus to Marion. O., has made a contract
with the Wells-Fargo Express Company to handle Its e\;
busir points. The express will in- carried on
combination cars during the day and a special express car will
be run during the evening.
Quarterly Meeting New York Association. — The regular quar-
terly meeting of the Btreel Railway Association of the State of
New York will be held at the Iroquois hotel, Buffalo. N. Y., at
10 a. m., on January 11. The subject of the meeting will be
"Track and Roadway." and It is anticipated that Beveral interest-
ing papers will be read. Further notice of the meeting, giving
the subjects of the papers, will be sent out later by the secretary,
j. ii Canandaigua, N. v.
American Society of Mechanical Engineers At the annual
the American Boclety ■•< Mechanical Bnglneers, held
In New York last month, the following officers were elected for
the ensuing y.ar: President, K. R HuttOTJ, "f New York; vlce-
lents, P. \V. Gates, Chicago; Alexander Dow, Detroit; Walter
at KoFartand, Washington. D. C; Walter Loldlaw, Cinolnnatl;
Frank G. Tallman. Cleveland; Frederick M Prescott, Milwaukee;
treasurer. W. II Wiley, New York city
Ohio Commission Rules Against Passes. — The Ohio railroad
'i has Issued a ruling In regard to free transportation,
which a|| 'th steam and electric iut.inil.au rail'
The ruling is that free passes or te entirely
within the state ran lawfully ns as
minis' narlt-
able Institution ivellng on business, destitute ami home-
less i dlroad oil nts in
shipping live ito maximum violation is {10,000.
Express Service In Indiana. -The Indiana Union Traction Com-
ill be
i the
loptlng a
'1 will
Pittsburg Railways Company Abandons Park Business.—
'
all experienced pari-
•ani ago
will r,. added
Bridge Loop Terminal at End of Brooklyn Bridge. -
I
■taati
■
loop in some fashion to ease the crush during rush hours. Work
begin in about tin days.
Clubhouses for Portland Street-Car Men. — The Portland
Railway Company has announced that it will build four club-
houses for the use of n \t year, each building to
ami each one i ar a ear barn.
Manufacturers' Associaticn Elects Officers. — Mr. James H. Mc-
Qraw was re-elected president •■! the American Street ,y- inter-
urban Railway Manufacturers' Association at a meeting of the
ii\e committee held in New York on Friday
■ ommlttei follows;
F c. Randall of the Ailis-Chalmers Company; treasurer. Joseph
i; Elllcott of the Westlnghouse Traction Br I
tary, Mr. George Keegan of th,. [nterborough Rapid Transit I
pony. Mr. Charles I ral Electric Companj
unanimously chosen chairman o: tie- entertainment eommltti
th.' next convention.
Electric Cars Must Stop at Steam Road Grade Crossings. — i
Tie- Ohio railway a has ruled that tin duly ol
Ines is to BtOP th-' ears at all Steam railroad CTOB1
than ten feet nor more than liny feet from tie- crossing and must
remain at a standstill until an officer of the ear be itlrely
im railroad tracks to ascertain whether there Is
any danger. The car is not permitted to start until signaled to
bj the officer of the company. The managers of thi
trli' lines have been Instructed to post this Information in a
. in the cars of the company and in the shops
Of He
Interurbans Claim Discrimination by Steam Road. Several of
the Interurban roads entering Toledo
discrimination in the matter of switching chai the Toledo
Railway & Terminal Company, a steam road, and it is probable
that the Ohio railroad commission will be asked to Investigate
matter. The tariff si rmlnal company shows that the
switching of Interurban ears . ged at tie rate of j:; per cat
whil. i roads are Charged only \s every In-
terurban road entering Ti - tin- tracks of
the Terminal and as nearly all are engaged in the handling of
freight they must depend on the Terminal for the transfer of
freight cars from one road to the other, and the extra charge Often
amounts to a considerable sum.
Oklahoma Electric Railway & Gas Association.— A large num-
ber oi representatives of the electrical ami sas industrii
Oklahoma met in the chamber of commerce, Oklahoma City, on
mber 13 and organized the Oklahoma Electric Railway ,'.
latlon. A Constitution and by-laws were adopted and a
large number of members was enrolled. Officers wera
folio* !•'. II. Tidinan. manager Oklahoma <;.
Electric Company. Oklahoma City; Ural n nt, i' P.
OB, Shawnee, okla.; see I vice-president. 11. C Slot I inund.
president Stettmund ompany, Chandler, Okla.; third
dent, i:. M Cooper, Dogmas at Co., Wllburton, i T
Charles w. Ford, general superintendent Oklahoma Cltj Railway;
int. John II Merrill, manager CI law Railway ,v Lighting
i' any. South .Me Ulster, 1 T.
Bridge Loop Commission Proposed for New York Mr Kdwaid
C Dowllng, of Brooklyn will Introduce mi', the New v
Mil which, If passed, will til.
of th' New Tork Cits
■I 11 V ill legal,!
tween tie- Brooklyn ami Williamsburg bi ■ bill provides
for the appointment by the mayor of n Whom
shall civil engineer, to be known as tie ' b
loop . i.ii i his , omm hot Ised to
Hi,- const! i railroad
In Center street thi and Delanc oonnectlni
Wllllan Tin' hill
I o ti d
rating
.,11 ell N' W V"| U, fOT tie Use ol th.
Annual Count of Brooklyn and Williamsburg Bridge Passen-
gers.-
burg
■ ny bj th.- Brookl} n
■kly a
until midnight
idltloni on thai da\ wiii Inch '
I will in advam
i • ,n I., i i ■
in He .
i from i>
Wllllamsb
irrli ■
24
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 1.
tracks, bul m> include all the lines of the Brooklyn Rapid 1
nd & Brooklyn sj tem
Jurisdiction of State Commission Over City Lines. — Governor
eported to In his forthcom-
ing message to the legislature a demand for the enactment of a
law providing for the regulation of street an'd Interurban tra/
existing state railroad ra1 mission.
The commission i bel asi which involve the
question of its authority In t] I nines authority
when afl mplained of extends beyond the corporate
limits of a municipality, bul i
i ■■ the 1 iei il purely ur-
Che most u
lar demand for - from Milwaukee,
mding a reduction of fare from the customary
i privileges and :'" I ■ pri en1 Ion of
ollectlon of two fan rides outsi'de 01 hi
city 111
Pension System for Employes In Washington. — A pension sys-
effect on January 1, has been established 1>.
Electric fjompany and allied companies
for the purpose of pensioning employes Who have attained the age
of 70 years, those who for 20 years or more have I n continuously
in the service of the company, and those who become physically
disqualified by reason of injuries received in the line of duty.
The company has appropriated $5,000 per annum to defray the
expense of the system. A pension hoard will be created for the
purpose of considering and passing upon all matters in connection
with the system. The board will consist of not less than five nor
more than seven members, who will bo appointed by the president
of the company, and will serve during his pleasure. Forty per cent
per annum of the average annual wages for the ten years previous
to retirement will be paid in monthly instalments to those who
have served the company continuously for 35 years or more; 30
per cent for 30 to 35 years' service; 25 per cent for 25 to 30 years;
and 20 per cent for 20 to 25 years. To be eligible for pensions
employes must be members of the Washington Railway Relief
Association.
Annual Meeting Central Electric Railway Association. — The
annual meeting and election of officers, together with the first an-
nual dinner, of the Central Electric Railway Association will be
held Thursday. January 24, 1907, at the Claypool hotel, Indianapo-
lis, In'd. The business meeting and election of officers of the asso-
ciation will take place at the morning session at 10:30 o'clock. At
the afternoon session the following subjects will be discussed: 1.
Cost of power for rental purposes. 2. Developing a demand for
renting power; does it pay? 3. The model car for long travel. 4.
Car lighting. 5. Handling of accidents and claims. Elaborate
arrangements are being made by the railroad officials of Indianap-
olis to make this a red-letter day and one of great importance to
the entire railway fraternity of the middle west. One of the fea-
tures will be the massing at Indianapolis for exhibition the various
types of interurban cars now in service; it is also desired that all
private cars in the middle west be centered at Indianapolis for this
date. Ample arrangements have been made by the Indianapolis
Traction & Terminal Company under the supervision of Mr. J. J.
Mahoney, superintendent of the company, to have all the cars
massed in the center of the city on one of the side streets opposite
the Claypool hotel. Many prominent electric railway men from all
parts of the country have been invited to be present, an'd under
the direction of Mr. Charles L. Henry as toastmaster the after-
ainner program will be elaborate.
Metropolitan System to Discontinue Street Transfer Agents. —
The Metropolitan Street Railway of New York City discontinued
on January 1 the employment of street transfer agents,
which have been stationed at important traffic corners. The
change is also intended to prevent the issuing of two trans-
fers, one on the car and another at a transfer point, and to
simplify a system which is confusing to people not familiar with
it. Mr. Oren Root, Jr., the general manager, is quoted as fol-
lows: "Although we have as many men stationed at the transfer
points as is practicable they are not able to handle the crowds
in the rush hours and while one carload of people is transferring
the cars behind continue to back up and cause a very bad con-
gestion. Take the transfer station at Astor place and Broadway.
We have three men there, the largest number possible without
running the risk of issuing transfers several times to the same
person. They are not able to pass the crowd fast enough and
as many as ten ears sometimes are waiting to get to the transfer
corner. We have had police stationed there to handle the crowd,
but It Is not possible for them to do so. If the conductors issue
the transfers we belieVe that the cars will not be stalled in this
manner and that traffic will go on uninterrupted. Transfer agents
are also continually engaged in disputes with persons who say
they have just alighted from a car. when they have actually
walked in back of it at the transfer point and mingled with the
passengers. The agents are put in the best possible position for
seeing all those who alight, but although they are many times
sure that certain persons have not come from the cars they are
not able to prove it and trouble ensues. Also, many persons who
ride on the principal lines of the city get two transfers, one on
the car and another at a transfer point. We have calculated that
at a minimum 2. "00 cases such as this occur daily. On the Broad-
way downtown line a man may get a transfer for Fourteenth
street on the car and at Twenty-third street get off and get a
transfer from tin agent. This transfer he will trade for a news-
paper or something of Hit sort and then continue his trip in
Fourteenth street. in the course of a year this loss alone
my thousands of dollars. In addition to all this
th< double system is undesirable and causes confusion,
illj In ii" '.i i ol i'1' who are not familiar with the city.
Many oases of this kin, I have come i" our attention lately."
New York New Haven & Hartford Acquires Electric Railways.
n mal announcement was r! nlier 20 of the com-
pli ii hi of the purchase by the Now York New Haven & Hartford
i of the Rhode Island Securities Company and the Rhode
Island Company, both Of Providence. R. I. The Rhode Island
Securities Company owns the stock of the Rhode Island Company
which controls practically all of the electric railways of the state.
Both were controlled by the United Gas Improvement Company
of Philadelphia. At the same time the leasing of the Connecticut
Railway & Lighting Company and the purchase ol various other
electric railway and powc a lea of the state was announced.
The official statement, as given out from the office of President
C. S. Mellen, follows: "The New Haven road has purchased the
• apital stock and all of the indebtedness of the Rhode Island Secu-
rities Company, paying therefor in debentures of the Providence
Securities Company (a Connecticut corporation), bearing interest
at 4 per cent and indorsed as to principal and Interest by the
New Haven road at par for said stock and indebtedness as of
August 1. 190G, upon the payment by present holders of Rhode
Island Securities Company stock of an assessment of $10 In cash
a share.
"Upon the completion of this purchase today the directorate
of the Rhode Island Company and the Rhode Island Securities
Company has been changed by a majority of said directors resign-
ing and representatives of the New Haven road being temporarily
elected in their places pending the permanent reorganization of the
directorate.
"In pursuance of the above. Mr. Mellen of the New Haven
road has been elected president of the Rhode Island Company and
the Rhode Island Securities Company. A. S. May has been elected
treasurer and J. G. Parker secretary of both companies, these
men occupying relatively the same positions with the New Haven
company.
"At the same time a lease has been taken, practically In per-
petuity, of the properties of the Connecticut Railway & Lighting
Company in Connecticut, and possession has been given to the
Consolidated Railway Company, the corporation which has been
formed to handle the electric properties of the New Haven road.
"A purchase has also been made of the United Gas Improve-
ment Company interests of all the capital stock of the Meriden
Southington & Compounce Tramway Company, of the New Milford
Power Company, and the Housatonic Fower Company, and changes
in the organizations of those companies have been perfected where-
by the officers of the Consolidated Railway Company have been
elected and the directorate of the companies changed so that a
majority of the directors are now held in the interest of the
Consolidated Railway Company.
"No immediate change is contemplated in the management of
the properties or in the subordinate officers, everything will con-
tinue as before until the new owners become familiar with the
property. The hope of the new holders is that by the expansion
of the properties and development of facilities the same will become
more valuable and justify the prices paid for their control.
"In connection with the Rhode Island purchase, Edward G.
Buckland, the attorney, of New Haven, has been elected a vice-
president of the New Haven road, with offices at Providence, and
will more particularly represent the interests of the company In
all its departments in that locality hereafter."
Announcement had previously been made of the purchase of
the Ray system of lines in Rhode Island and Massachusetts, includ-
ing the Woonsocket Street Railway, the Providence & Burrillville
Street Railway, the Milford Attleboro & Woonsocket Street Railway
and the Columbian Street Railway. The purchase of the Rhode
Island' Company, with its lines in Providence, Pawtucket and
vicinity completes monopoly of the electric railway business of
the state. The Rhode Island Company at its last report was
capitalized at $20,000,000 and represents about 300 miles of track.
The entire system in Massachusetts. Rhode Island and Connecticut
now comprises some 1,350 miles of single track, with estimated
gross earnings of approximately $15,000,000 a year, and with an
estimated market. value of stocks and bonds of about $125,000,000.
This great system, with the exception of 50 or 60 miles, has
been acquired during the past three years since Mr. Mellen became
president of the road, and its further expansion to any great
extent is precluded by geographical considerations. With the excep-
tion of a few small roads in Massachusetts there are no more
electric roads which the New Haven would reasonably care to
acquire and it now enjoys a complete electric monopoly in its
territory.
According to a statement bv Vice-president E. G. Buckland,
Mr. A. T. Potter will retain his position as vice-president of the
Rhode Island Compay. Mr. A. E. Potter, general manager, will
also be retained, with jurisdiction over the electric lines of the
entire state. Marsden J. Perry, president of the Rhode Island
Company, who is recognized as the foremost electric railway builder
of the state, will no longer be identified with the company except
as a director.
One of the most important features of the deal, which, as an-
nounced by Mr. Buckland, will be developed as soon as practicable,
is that the New Haven road is now in an excellent position to
carry out its long-cherished plan of freight distribution, by which
freight cars may be switched onto the city streets at night and
their contents delivered to business concerns at their doors. The
plan also contemplates a similar service for passengers in the
event of electrification on the main line.
January 5, 1907.
ELECTRIC RAILWAY REVIEW
25
Construction News
INCORPORATIONS.
FRANCHISES.
Albany. N. Y.— The New York railroad commission has denied
the application of the Rochester Corning & Elmira Traction Com-
pany for a certificate of necessity to construct an electric line
from Rochester to Elmira. N. V. In denying the application the
board points out that the territory proposed to be benefited by
the proposed electric line is already served by one or more steam
roads, one of which (the Erie) Is electrifying its system between
Rochester and Elmira. and that under these circumstances it was
unable to say that public convenience and necessity required the
construction of the railroad. •
Albany, N. Y. — The state railroad commission h 1 a
certificate of necessity to the Malone Fort Covington ft Hopkins
Point Railway for a road from Malone to Hopkins Point, in Frank-
mty, N. Y., 16 miles. The road is to be continued to Dun-
dee, Quebec.
Chicago. III. — The city council has authorized the Chicago
Company to double track its line on Fortieth ave-
nue between Taylor Madison streets. The company will
at once In: irary track to care for the winter traffic and
will r.-build it before August 1. 1907. It was agreed that this
shall not be considered as a franchise extension.
Defiance, O. — Permission has been granted the Indiana Colum-
bus ft Eastern Traction Company to cross the Second street bridge
over the Auglaize river, in order to extend the Columbus & Lake
Michigan steam road, which is to be electrified into Defiance.
A franchise in Defiance has already been granted.
Denville, N. J.— The Morris County Traction Company has been
granted a 40-year franchise for a connecting line between Den-
md Boontoii. N J. F. H. Alleman, of Morristown. K. J.,
Is general manager.
Dunkirk, N. Y.— The New York railroad commission has
granted a ilty to the Dunkirk Street Railway
for a 3'.i-mlle belt line in the city of Dunkirk, and to the Buffalo
& Lackawanna Traction Company for a proposed line from Ham-
burg turnpike to Lafayette square In Buffalo. Both companies
are a part of the Buffalo & Lake Erie Trac"4on Company which
will connect Buffalo. N. Y.. with Erie, Pa.
Evanston. III. — The Chicago Bvanston i- North Shore Railway
Is applying for a 50-year franchise for a lino through the town,
agreeing to pay $66,250 in annual instalments, beginning with $250
a year and increasing at stated periods.
Flndlay, O.— The Flndlay-Mari..n ft Light Company
has been granted a franchise over the county roads from Marion
to Delaware, O.
Freeburg, III.— A 20-year franchise has been granted to the
B- llevllle & Plnckneyvllle Traction Company, which proposes to
build from Belleville to Plnckneyvllle, 111., via Freeburg.
Lima, O. — The temporary Injunction against the franchise re-
cently granted by the city council to the Schoepf syndicate has
by the court, after a long controversy. The fran-
whlch Is for ! Ilii" from Lima to Belle-
nd it Is stated that work will be commenced at 01
Lima. This Us - Lima ft
IS now In operation as i
.1th lines owned by the ;■
eats extending to Sprlm. DaytO
Macon, Ga. A 10-year franchise has I • i
tIcub & a Railway, entei Ity at the
\V..rk
In ti '"-• run to i-'i
within two
Milwaukee Electric Railway A Light Company, Milwaukee,
Wis
lot
Pltttburg. Pa .ngahela Bl
for .
tow •
Puyallup, Wan
at '
Seattle. Wash.
Sidney, la
'"d *"
.1 ■ ■ ;' • 1
Alabama Railway & Power Company. I 1 in Alabama
to build either a st way from Chattan
Tenn , to Birmingham. Ala. Capital si
H. T. Hei nurango. Cal.: C. L. Young. J M
.1 11 Hill. Ft. Payne, Ala.: and J. F. Montgomery, of Ashevllle!
Ala.
Amarillo Street Railway. — This company has applied for a
charter in Texas to build 8 miles of street railway. Capital stock
B0. Incorporators: John L. Brock and C. C. Harris, of De-
catur. Ala.: J. C. Paul. 11. A. Noble, J. W. Crudgington. S. D.
Wharton, W. E. Kirk. C. B. Fash and John K. Shlreman, of
Amarillo.
Ashevllle Rapid Transit Company. — Incorporated in North
Carolina with power to build an electric railway to any point
within 23 miles of Ashevllle. The immediate intention, however,
is only to build to Overlook Park on Sunset ) and
The company has acquired the Ov. k ft
Loop Line Railway and will rebuild its line to the mountain.
Capital stock. $500,000. Incorporators: Charli n Bibber.
of Holden, Mass.; Thomas s Rolll '' Irthur, of
Ashevllle.
Cleveland & Indianapolis Interurban Railway.— In d In
Ohio to build an electric line from Norwalk. O.. to Bluffton.
Tiffin, Findlay. Ottawa and Van Wert, 0 and
ad BlufTton, Ind. The road will Norwalk
with the Lake Shore Electric and the Ci ithwestern
for Cleveland and at Bluffton with the lines of the Indiana rnlon
Traction Company for Indianapolis. It is stated that financial
arrangements have been made for the preliminary work and that
Rlggs & Sherman of Toledo have commenced surveys lncor-
rs: C. F. Jackson. S. W. Owen and K. I.. Young;, of Norwalk:
Poole. John P. Montgomery and \v. B. Parker of Flndlay.
Columbus Traction Company -In O..
with a capitalization of $1,000,000 for the purpose of taking over
the Central Market Street Rallwaj of Columbus, under
tly agreed upon .iili.-ials of the Columbus
Railway ft Light Company and A. I ' has
been holding the property tor the Schoepf syndicati an-
nual meeting of the Columbus Railway >\i Light Company on
January 29. the stockholders will be asked !■■ iopo-
sltion of i '.minis Tl
for operation on the same terms that it bold the
Columbus Railway Company and the Columbus Edison
The officers of the Columbus Traction Companj wei
last week as follows: President, Butler Sheldon; first vice-presi-
dent ». art-tan Stewart, and second
vie.-: Hard] With William K. I.anman
and Hartford St. wan. -titute the hoard of directors.
Hanover & York Street Railway.— Ii d In Pennsyl-
for the purpose of building a trolley road beginning at
the junctn est King street and Highland avenue,
York and continuing on through Weal iwnshlp to
id Boring Drove, i "i»<r-
I 97. l'. Bay so a " ' fhiia-
delphla; 3rler Hersh. York. George S. Schmidt, York, a ii Hay-
ward, York; David Young. Newark. N. J., and 1 BWaU,
Philadelphia.
Evansvllle & Southern Indiana Traction Company.— In-
rated In Indiana with $4,500.00" OCk. The ll •' »e
ough It Is
Mil,.. In.! : to Loulsvlll.. Ky
,ck an. i lb no Mai ""'m';
ford City, ind.; l. Q W. i Durbln and
T, S Kurtz and •' ^ \ M i •
Indianapolis Crawfordtvllle & Danville Traction Comp
rporated In Indiana to build an electric
tl .n Willi '
1,,.,,, 1,1.1
Saginaw Owot.o A. Lantlng Railway I
San Bernardino Urban Railway.— Ii
build
Steuben Traction Company i
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 1.
TRACK AND ROADWAY.
Evansvllle & Eastern Electric Railway. -It is re] id that
this line from Evansvllle to Rockport, Intl.. 21 miles, is nearly
ready for operation its entire distance. Track is laid practi-
cally into Rockport and the grading within the Citj is being
completed. W. H. McCurdy, Evansvllle. Ind.. president.
Ft. Wayne & Springfield Railway.- It is stated thai it Is
hoped to have this mad In operation ■ " Springfield and
Decatur this week. The power house at Decatur Is ready for
op.- ii ii rhead wins have been tightened, and the
roadbed is said to be in good condition. W. H. Fledderjohann,
of Decatur, fad., is president and general manager.
Kansas City St. Joseph & Excelsior Springs Electric Rail-
way.- Work lias been started on the construction of this com-
pany's $2,000,000 bridge over the Missouri river near Kansas City.
'I'h. line is to connect Kansas City and St. Joseph. Mo.. 52 miles.
Lexington & Interurban Railway.— This company, which re-
cently took over the property of the Winchester Railway Light &
Ice Company, of Winchester. Ky.. is rebuilding the track and
roadway of Hie now acquisition and making many other improve-
in the system. During the period of rebuilding the line no
ears have I n run. though it has been announced that a regular
schedule would be resumed on January 1. The tracks are being
laid witli now 70-pound T-rails in crushed stone ballast. It is ex-
pected that the Winchester property will later serve as the east-
ern terminus of the interurban line that the company proposes to
build between Lexington and Winchester.
Milwaukee, Wis.— Mayor Thomas L. Johnson of Cleveland,
G. J. Kobuseh of the St. Louis Car Company and Joseph Heim, a
Kansas Citv brewer, are said to be planning to build a street car
line in Milwaukee 60 miles long. Their plan is reported to be to
connect all City parks, railroad stations and other places of im-
portance with a system which will charge a fare of but 3 cents.
Milwaukee capitalists are alleged to be ready to invest several
hundred thousand dollars to assist the outsiders. A map has been
prepared, showing that the routes contemplated will parallel
many tracks of the Milwaukee Electric Railway & Light Company
at distances of one to four blocks.
New York New Haven & Hartford Railroad.— Vice-president
E. G. Buckland has given out a statement that it is the intention
to operate fast electric trains between Providence and Boston as
soon as the tunnel in Providence is completed, provided the elec-
trification of the line between Stamford. Conn., and New York
proves a success.
Northern Electric Company.— This company, which is build-
ing a line from Chico to Sacramento, Cal.. 150 miles, and which
has a line in operation as far as Oroville, 10 miles, will begin
work some time in January on a line from Chico to Red Bluff,
for which a location survey has been made. Work will begin
at Red Bluff on account of the right of way situation. A. T>.
Schindler, general manager, Chico, Cal.
Springfield & Southeastern Traction Company.— Work on this
line between Springfield and Pana. 111., is to be started early in
the spring at a point between Taylorville and Pana. The con-
tract has been awarded to the G. R. Turner Construction Com-
pany, of New Orleans. Chief Engineer C. F. Terhune. of Tay-
lorville. has completed surveys and all the franchises have been
secured, including an independent entrance to Springfield. The
capital stock is $250,000. which is to be increased to $2,250,000 at
the next meeting of the directors. J. J. Finn, of Decatur, presi-
dent; M. P. Vale, of Chicago, secretary.
Boston & Providence Electric Railway.— The Stone & Webster
Engineering Corporation, of Boston. Mass., announces its inten-
tion of organizing a company under the above name to build an
electric railway from Forest Hills to Seekonk, Mass., on the Massa-
chusetts-Rhode Island state line, passing through Hyde Park, Ded-
ham, Westwood, Norwood, Canton. Sharon, Foxborough, Mans-
field, and Attleboro. Capital stock $5,000,000. Directors: Russell
Cobb, Concord. Mass.; H. Heustis Newton. Everett, Mass.; Fred-
erick E. Snow. Boston; Frederick S. Pratt, Newton; James L.
Richards. Newton.
Chicago Lake Shore & South Bend Railway — J. B. Hanna,
president, South Bend, Ind.. writes that this road will extend from
a connection with the Illinois Central Railroad at Kensington, 111.,
through Hammond, Indiana Harbor. East Chicago, Gary. Michigan
City and New Carlisle to South Bend, Ind.. 78 miles. Franchises
have been secured in all the towns and the entire right of way
has been purchased. Surveys have been made for the entire dis-
tance and 15 miles, from South Bend to New Carlisle, has been
graded. Grading is now in progress between New Carlisle and
East Chicago and will continue throughout the winter, as will the
tracklaying. About 2 miles of track have been laid. The United
States Steel Corporation has the contract for the rails. 70-pound.
and 10% miles of steel and 30.000 ties have been distributed along
the right of way. The Cleveland Construction Company has the
contract for the grading, the power house, which is to be located
at Michigan City, the substations and pole lines. The site for the
power house has been purchased. Single-phase current will be
used. The equipment for the power house and substations will be
contracted for in January. The overhead construction will be of
the single caternary type, suspended from center poles set in con-
crete. The sliding contact will be used instead of a trolley wheel.
It is probable that the car house and shops may be located at
Michigan City. John W. S. Reigle. of South Bend, is the chief
engineer.
Denver City Tramway.— President William G. Evans has an-
nounced that this company has made a traffic agreement with
the Colorado & Southern Railroad, which is electrifying its line
between Boulder and Denver, Colo., whereby the latter will carry
its passengers Into the heart "f Denver over the Tramway system.
Mr. Evans also stated that plans are being made for 42 miles of
extensions, including Beveral lines and loops within the city, and
linos to Globeville, Ft. Logan and Valverde, at a cost of about
$3,500,000.
East Liverpool Traction & Light Company.— This company has
disposed of $2,750,000 of its bonds for the construction of several
extensions and over 2.000 men are to be set at work at once on
the new line from Wellsville to Empire, O.. 10 miles. The Ohio
River Railways Company, a subsidiary property chartered under
the laws of Pennsylvania, will build an extension to connect the
Ohio lines of the East Liverpool Traction & Light Company with
those of the Beaver Valley Traction Company at Vanport, Pa.
J. C. Rothery, general manager, East Liverpool.
East River Tunnel, New York. — The shields in the north bore
of the East River tunnel met on December 15 under the middle of
the river and the engineers report that the two sections joined
perfectly. This is the extension of the present Rapid Transit
subway from the Battery to Joralemon street, Brooklyn, and which
is being built by the New York Tunnel Company for the Rapid
Transit Subway Construction Company, to which the city awarded
tin contract for the Brooklyn extension of the subway.
Ft. Dodge Des Moines & Southern Electric Railway. — Con-
struction work on this line from Fort Dodge to Des Moines, la.,
has been discontinued until spring.
Galesburg & Kewanee Electric Railway. — The nine-mile inter-
urban line connecting Kewanee and Galva. III., was recently opened
for operation. W. H. Lyman, president, Kewanee, 111.
Houston-Galveston Traction Company. — It is reported that the
final route of this line which the Stone & Webster Engineering
Corporation, of Boston, proposes to build between Houston and
Galveston. Tex., has been located along the Harrisburg road from
Houston to Harrisburg and parallel to the Galveston Houston &
Henderson to Galveston.
Illinois Traction Company. — The first car was operated over
the new Springfield-Lincoln division on December 15 and regu-
lar operation was begun on December 16.
Indianapolis Crawfordsville & Western Traction Company. —
It is announced that it is hoped to run cars soon after the first
of the year on this new line from Indianapolis to Crawfordsville,
Ind., which is nearing completion. A large force of laborers is
now at work and the track is laid from Indianapolis nearly to
Crawfordsville. The poles have been set and wires are being
strung. A. E. Reynolds, general manager, Indianapolis.
Lewiston Brunswick & Bath Street Railway. — It is reported
that surveys have been made and plans nearly completed for an
extension of the Sabattus branch of this road from Sabattus
through Litchfield Corner to Gardiner, Me., there to connect with
the line from Gardiner to Augusta. E. D. Reid, chief engineer.
Lewiston, Me.
Lima Kenton & Marion Traction Company. — A contract has
been let to the Lackawanna Steel Company, of Buffalo, N. Y., for
51 miles of steel rails for the proposed line from Lima to Marion,
O. The company has secured options on the resort property at
Magnetic Springs. Joseph A. Vandergrift, of New York, presi-
dent.
Long Island Railroad. — Plans have been prepared for a new
model station at Jamaica. L. I., and for the elimination of all grade
crossings in and near the town. Twelve tracks will enter the sta-
tion, eight tracks for through trains and four for suburban trains
from New York. A thoroughfare running directly under the
station platforms will be built and every platform will be reached
by steps from below.
New York Subway The New York rapid transit commission
has instructed Chief Engineer Rice to prepare plans for a double-
deck subway, with the two lower tracks for express train service
and the two upper tracks for local service, for the Lexington ave-
nue subway route, one of the seven routes for which bids will be
advertised some time in January. The route extends from the
Bronx to Thirty-sixth street on Lexington avenue and on Thirty-
sixth street west to Broadway. On Broadway from Thirty-sixth
street to the Battery the' four tracks will all be on the same level
The lower tracks are to be 35 feet belo.w the surface. Mr. Rice
says he will have the plans ready in three weeks.
Roanoke Railway <£. Electric Company. — The directors have
authorized an expenditure of $108,000 for various improvements, in-
cluding considerable double tracking and paving, new cars, addi-
tional power equipment, and the' first section of a new car house.
R. D. Apperson, president, Lynchburg, Va.
Utah Light & Railway Company. — General Manager Joseph E.
Wells has submitted plans for improvements during the coming
year involving an expenditure of $3,250,000, including reconstruc-
tion of tracks and extensions, power house with two 5,000-k.w.
units and provision for a third similar unit, the placing of the
wires underground in the paved district, material yards, trolley
and feed wire reconstruction, 1,500-kw. motor generator, additional
transformers, and 50 new cars.
Worcester Consolidated Street Railway. — This company's air
line from Worcester to Leominster was opened for traffic on De-
cember 18.
January 5, 1907.
ELECTRIC RAILWAY REVIEW
27
POWER HOUSES AND SUBSTATIONS.
Brooklyn Rapid Transit Company. — This company Is reported
to have ordered from the Westlnghouse Machine Company Ave
ns steam turbines of 10.000 kw. capacity each,
and an equal number of electric g nerators from the Westinghouse
Eleetri A M 'nufacturlng Company, to lie installed In the Kent
avenue power house. The company has already contracted with
the Westlnghouse company for four 7,500-kw. turbines, of which
two have been installed and an Allis-Chalmers 5.500-k\v. turbine
has also been installed.
Charleston &. Summerville Electric Railway. — As announced the
track and roadway work of this 27-mlle line from Charleston to
Summerville. S. <".. is progressing rapidly. The power house near
Charleston will be equipped with Snow gas engines and 6.600-
volt single-phase electrical apparatus will be used. D. E. Baxter
St Company. Incorporated. 27 William Btreet, New York, has the
complete contract covering the construction and equipment o
road ready for operation.
Chattanooga Railways. — The Ridgedale power house at Chat-
tanooga. Tenn.. is being remodeled and Its capacity largely In-
creased. Large new watertttbe boilers are being Installed and a
new 800-kw. generator has just arrived Several carloads of ma-
chinery are to be shipped. D. J. Duncan, general manager. Phila-
delphia, Pa.
Ft. Wayne &. Wabash Valley Traction Company.- This com-
pany, it is reported, will expend $"■ In the enlargement of
iwer plant at Lafayette. Ind. An addition will be made to the
building and enough new machinery will be installed to gi\
plant 2.200 horsepower. Work is to begin in a short time and
the enlargement of the plant will be completed by the time that
the Lafayette & Logansporl traction line is ready for operation
The work on the grade for the line Is progressing nicely at the
Lafayette end of the road.
Georgia Railway & Electric Company. — This company has or-
wlll shortly receive a Snow gas engine and dynamo of
3.000 horsepower capacity, which will be Installed in the Devls
street power house, Atlanta. Ga., as an auxiliary unit. To accom-
moda' glno the building has been enlarged by an exten-
sion 50 by 15ii feet.
Jackson Electric Railway Light & Power Company. — This com-
pany's new power plant at Jackson. Miss . which has just been
completed at a cost of $125,000, was put In operation for the first
time on December 16.
Lake Shore Electric Railway. — This company is building a new
substation a short distance west of Cleveland.
North Midland Electric Railway. — It Is reported that this com-
pany will enlarge Its power plant at Stratford, Ont., at a cost oi
SMC.C
Orange County Traction Company. — This company lias pur-
chased a tract of land in Newbury;, N. v.. on which It will erect a
large brick car barn and machine shops, which will accommodate
all the company's rolling stock. Office. Newburg. N. V.
Portsmouth (O.) Street Railroad <&. Light Company. — This
company is preparing to lnstal a 500-kw. Curtis steam turbine
In Its power house at New Boston, O. The Increased power is
furnish current for the •4'i-mile extension which Is
being mad lines. An additional turbine unit of
Ity will be Installed this voar to care for the
-itig demand made by manufacturers of the city for addi-
tional power.
Rapid River Light &. Traction Company. — This company pro-
power plan! on Rapid creek, at a cost of $260.-
I hart of Rapid city, S. D.. Is Into,.
Roanoke Railway A. Electric Company. — Tli
In its power hoi . ,,t i:.. '-kw.
■ I to a Corliss
englt •
compound
I. A Will ■ I.'. Her Is now
'.000 h p.
units will I kw.
Rochester Railway & Light Company. — Thl
plana for Ravine
Scranton (Pa.) Railway Ions
I
■ for .loot, I. tr ,. king and Inn
IS to Ita Hi
Texaa Traction Company. has
Ippod
' will
■
for In
Mta will '
and
Personal Mention
Mr. E. K Franklin, of Portland. Ore., has been appointed
master mechanic of the Utah Light A Railway Coi I Salt
Lake (.'ity. 1'lah.
Mr. Ira SchoOeld, heretofore master mechanic of the Toledo &
\\ est) m Railway, at Sylvanla. O., has been appointed superintend-
ent of motive power.
Mr. C. W. chase has resigned as secretary of the Mobile
Light & Railroad Company, Mobile. Ala., to engage in other busi-
ness in Leavenworth, Kan.
Mr. A. I.. Lindner has resigned as general manager of the
Citizens' Railway A Light Company, of Muscatine, la., which posi-
tion he has held for three years.
Mr. D. m ii iningcr. of Omaha, Neb., has been
auditor of the International R impany, of Buffalo \ \
succeeding Mr. a. C. Bmmertck, resigned on ..
Mr, r c, Benson has been appointed general manager of the
San Jose & Santa Clara Railway and the Santa Clara Interur-
liau Railroad at San Jose, i'al . succeeding Richard Emory. .1.
ceased.
Mr. C. .i. Franklin, who recently resigned as superintendent
of the Tacoma Railway A Power Company, has been appointed
general superintendent of the Portland (Ore.) Railway & Light
i 'oiupany.
Mr. 'r. K Wells has resigned as superintendent of transpor-
tation of the Manila Electric Railway Company on account of
ill health. Mr. Weils was formerly transportation manager of the
Syracuse Rapid Transit Company.
.Mr. Fenwlck E. Lowe has hen appointed sup- tint. nd<
si Paul division of the Twin Citj Rapid Transit Company, SU(
ing Mr. c. C. Burdlck, resigned I tei tofon Mi I ■
chief clerk to the general manager.
Mr. G. k I rly master mechanic of the East St.
Louis A Suburban Railway, has been appointed to a similar posi-
tion with the i 'lev land & Southwestern Traction Company, In
charge of the shops now tlon at ESyrla, O.
Mr. W. ii Woodward, formerly general pal ol Of
the Indianapolis ,t Eastern Traction Company, has been appointed
ral passenger afl the lines of the Indiana Columbua
A Eastern Traction Company between Richmond, Ind., and Colum-
bus, o.
Mr D, Frederick Carver b i as general superintendent
of the Rochester Railway Company ter, N. v . and has
been appointed assistant ge-net r Of tin- Aurora Elgin A
Chicago Railroad, with office at Wheaton, III . effective on Jan-
uary 1
Mr. Charles !•' Bbelton has resigned as superintendent of the
Ft. Wayne .\ Wabash Valley Traction Company, with office at
Ind It Is slated that no <u BSOT will ho appointed
but that Mr Bhelton's duties will bo assumed by Mi. c D, Em-
mons, general manager.
Mr. J. R. Harrlgan, until r intly gi neral manager of the
it-Akron Railway at canton, ii., has been appointed gen-
eral ncnager of the Buffalo A Lake ] ny, of
Buffalo. N, I Ion of the Bheehan-Mayer lines be-
lUffalO, N. V.. and lii. I
Mr. John II. Merrill, who resigned recently as secretary of
Railway on to become manager of
sj Reilwa I Ing ' lompan] . ol South m. I II
I. T.. has been elected treasurer of the ma
trie Rallwas ind l la Association.
Mi .i r i ippotnted chief eleotrloal and me-
1 [nterut ban i: din aj with
I .. xingloi. I. \li • foi no ilv conn. .1. d
with • I. ■ trie railways In Vlrgl I Ea
• nil. it 15.
Mr Arthur B. Bmlth, assistant i ol tha
Notth'in i'a. in. Railway, with office at Bl Paul, Mian
appointed • ted Kail" '. . of
on . which
\. w Haven A i lai tford I
Mi .i.in. iah-
. Company, to bei
i i of the St. eel R I Ing < '
i Whlteh.
IcI to .u. coed Mi.
Ml Of the
Mont. Mont. . .1 Pat k .v i aray
lonti ind th< Sui. mi I. m Tram*.
m i hi
' ■ lit
■• L. Rhoa
i . slgni .i '
IV I OI,||.i,l|i. of \ ...
2S
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 1.
Claim Agents' Association since its organization In 1905. Mr.
Harry K. Goshorn. assi m agent, has been appointed
chief claim agent to succeed Mr. Rhoades.
Mr. J. B. Ingersoli hi re assistant general manager and
chief electrical engineer of Hie Spokane & Inland Railway and the
Spokane Terminal Company, with office at Spokane, Wash., has
been appointed genera] manager and chief electrical engineer. He
succeeds Mr. F. A. BlackweU manager. Mr. Blackwell
will remain as chairman of the board of the Spokane & Inland
Empire Railroad sysi
C. Loomls Allen, general manager of the Utica & Mohawk
Valley Railway, the Rome City Street Railway and the Oneida
Railway, has been elected vice-president and general manager
of the Utli I hawk Valley Railway, the Rome City Street
Railway, the Oneida Railway and the Syracuse Rapid Transit
Railway, with office at Utica. X. Y., succeeding Mr. John J.
Stanley, who has held that title since Mr. E. G. Connette resigned
to go to Worcester. These appointments were made December 6
by the four companies Interested. This places Mr. Allen In charge
of the electric railway properties from Syracuse on the west to
Little Falls on the east, including the electrification of the West
Shore Railroad between Syracuse and Utica. Mr. Allen is a native
lacuse and was educated at Alfred and Syracuse universities.
He adopted civil engineering as a profession and was first employed
with the Norfolk & Western Railway Company. In 1892 he went
to Syracuse to engage in private practice as a civil engineer,
being a member of the firm of Mather & Allen. In the spring of
1S95 he was appointed civil engineer of the Syracuse system and
had charge of the reconstruction of the track and overhead line
on some 64 miles of road. Three years later he became assistant
general manager and in February, 1S99, he became general manager
of this company. He left Syracuse on December 31. 1S99.
to accept the position of general manager of the Lorain Street
Railway in Lorain, O.. where he remained a year and a half.
When the Andrews-Stanley interests acquired the property of
the Utica & Mohawk Valley Railway Mr. Allen was offered and
accepted the position of assistant general manager of that com-
pany with Mr. Stanley, and when Mr. Stanley, in May, 1902,
returned to Cleveland Mr. Allen was made general manager of
the Utica & Mohawk Valley Railroad and the Rome and Oneida
properties. In 1904 Mr. Allen was president of the Street Railway
Association of the state of New York.
Obituary.
J. W. Hartzell, promoter of the San Francisco Vallejo & Napa
Valley Railroad, and who haa long been identified with electric
railway construction in California, died at Vallejo, Cal., on Decem-
ber 8, aged 67 year?.
Nathaniel Pope Yeatman. secretary and treasurer of the
Nashville Railway & Light Company since its reorganization in
1895 and prior to that time secretary and treasurer of the Nash-
ville Street Railway and the Cumberland Electric Light & Power
Company, died at his home in Nashville, Tenn., on December 19,
aged 54 years.
George Franklin Wright, of the law firm of Wright & Baldwin,
of Council Bluffs, la., and vice-president of the Omaha & Council
Bluffs Railway & Bridge Company, died at his home in Council
Bluffs on December 13, at the age of 73. Besides being prominent
in his profession Mr. Wright had for many years been identified
with various street railway enterprises. In 1868 with his asso-
ciates, he organized and built the first street railway line in
Council Bluffs, and was for a time president of the company. In
1886 with the same associates he organized the Omaha & Council
Bluffs Railway & Bridge Company, operating the first electric rail-
way in Iowa and Nebraska, now leased to the Omaha & Council
Bluffs Street Railway, and in 1S89 he was one of the organizers of
the street railways of Ottawa, 111.
Samuel Little, formerly president of the West End Street
Railway, of Boston. Mass., died in Boston on December 21. Mr.
Little was born at Hingham, Mass., on August 15, 1S27. and com-
pleted his education at Hingham. He first became interested in
street railways in 1872. when he aided in the organization and
became treasurer of the Highland Street Railway, of Boston.
when that road was later consolidated with the Middlesex Street
Railway as the West End Street Railway. Mr. Little became a
director of the consolidated company and in 1893 was made presi-
dent, which position he held until his retirement from active
business in 1900. The West End company is now leased to the
Boston Elevated Railway Company. Mr. Little was well known as
a business man and took an active part in public affairs.
General John M. Hood, formerly president and general man-
ager of the Western Maryland, and since February, 1902. presi-
dent of the United Railways & Electric Company of Baltimore.
Md., died at his home in Baltimore on December 17 at the age of
63 years. He was born at Sykesville. Md., on April 5, 1S43. and
entered railway service in July, 1859, from which date to August,
1861, he was assistant engineer of the Delaware Railroad and the
Eastern Shore Railroad. He was then for four years chief engi-
neer of the Port Deposit Branch of the Philadelphia & Baltimore
Central, and for one year engineer and superintendent of the last-
named road. In April, 1S70, he was appointed general superin-
tendent of the Florida Railway, and from November, 1871, to April,
1873, was chief engineer of the Peach Bottom Railway. He then
went to the Baltimore Philadelphia & New York as chief engineer,
which position he held until he became vice-president and gen-
eral superintendent of the Western Maryland on January 14, 1874.
On March 24. 1S74. he was made president and general manager of
the latter road, which office he held until July s. 1902.
Financial News
Augusta Winthrop & Gardiner Railway. — It Is reported that an
arrangement has been made by which this road is to be pur-
< d by the syndicate headed by John R. Graham, of Bangor,
Me., which owns the Lewiston Brunswick & Bath Street Railway
and the Bangor Railway & Electric Company. Thomas J. Lynch
is president. It is stated that if the deal Is accomplished the
syndicate has plans for the construction of 50 miles of new road
next year, including a line from Augusta to Winslow. and one
connecting with the Lewiston Brunswick & Bath at Sabattus.
Aurora Elgin & Chicago Railway. — The gross earnings for the
month of November were $96,722, compared with $89,415 in 1905.
Net earnings for the month were $39,904 and surplus $13,745,
against $37,835 and $13,3S5 for November, 1905.
Buffalo & Lake Erie Traction Company. — This company, a con-
solidation of the Sheehan-Mayer roads between Buffalo and Erie,
the Buffalo Dunkirk & Western Railroad, the Dunkirk & Fredonia
Railroad and the Lake Erie Traction Company, has filed a mort-
gage for $12,000,000 to the New York Trust Company.
Chicago, III. — The case of Lobdell against the city of Chicago,
in which the plaintiff, said to represent the Chicago traction In-
terests, questions the constitutionality of the Mueller law, pro-
viding for an issue of $75,000,000 of certificates to enable the city
to purchase the street railway system of the city, was submitted
before the supreme court of Illinois at Springfield on December
22 and taken under advisement by the court. Harry P. Weber,
who appeared for the plaintiff, argued that the ownership of street
railways was not a municipal purpose; that the Mueller law was
a local or special law; and that the certificates would constitute a
debt of the city beyond the constitutional limit. Walter L. Fisher
appeared for the city to defend the law.
Chicago-New York Electric Air Line Railroad (Portland, Me.). —
This company, which is promoting an electric railway from Chi-
cago to New York, has filed notice of an increase of its capital
stock to $5,000,000 to $25,000,000.
Cincinnati Toledo & Detroit Short Line Railway. — The applica-
tion of Ella Buxton, a stockholder, for the appointment of a re-
ceiver has been denied by Judge Kincaide, of the common pleas
court at Toledo. The court found nothing in the evidence to sus-
tain the charges of mismanagement.
Cleveland & Southwestern Railway. — The reorganization com-
mittee of the Cleveland & Southwestern Traction Company has
decided upon a comprehensive merger of the three interurban
properties controlled by the Pomeroy and Mandelbaum interests
in northern Ohio and the plans have been approved by the direc-
tors. The merger will include 210 miles of single track and will
bring lines reaching from Cleveland to Norwalk, Wooster, Welling-
ton, Ashland, Mansfield, Galion and Bucyrus and including inter-
mediate towns such as Elyria and Oberlin, into one large system.
The roads involved are the Cleveland & Southwestern Traction
Company, 135 miles; the Cleveland Ashland & Mansfield Traction
Company, 43 miles now building, and the Ohio Central Traction
Company, 29 miles. The new company will take the name of the
Cleveland & Southwestern Railway Company. It will have $10,-
000,000 capital stock, of which $2,500,000 will be 5 per cent cumula-
tive preferred and $7,500,000 common. The authorized bond issue
will be $10,000,000. Of the above capital $5,000,000 in bonds will be
issued, together with $2,400,000 in preferred and $4,700,000 common
stock, to take care of the exchange of securities in the present
companies, and the balance of $5,000,000 in bonds, $100,000 in pre-
ferred and $2,800,000 common stock will remain in the treasury
for the purpose of acquiring new lines and improvements to the
property.
Columbus Railway & Light Company. — It is expected that the
annual report to be submitted at the annual meeting of the stock-
holders of the Columbus Railway & Light Company January 29
will show that the receipts of the Columbus Railway Company
for the year have reached $1,750,000. If the final results bear out
the expectations, this will mean that the company will have to
sell eight tickets for 25 cents instead of seven. There is a pro-
vision in the blanket franchise granted the company several
years ago that when the receipts of the railway company in any
one year have reached $1,750,000 it shall sell eight tickets for
25 cents. The annual meeting of the Columbus Railway Com-
pany will be held on January 10, but all matters of importance
will be referred to the meeting of the Columbus Railway & Light
Company on January 29.
Evansville & Southern Indiana Traction Company, — This com-
pany, which has taken over the Evansville Princeton & Vincennes
Interurban Railway, has elected the following officers: President,
James Murdock. of Lafayette, Ind.; vice-president, Henry Smith.
Hartford City, Ind.; secretary and treasurer, Charles Murdock,
Lafayette; general manager, R. R. Smith.
Frontier Electric Railway. — The New York railroad commis-
sion has granted this company, which proposes to build an electric
railway from Buffalo to Niagara Falls, N. Y., for the Interna-
tional Railway, of Buffalo, permission to increase its capital stock
from $300,000 to $1,500,000, and to issue a mortgage of $2,000,000.
Hudson & Manhattan Railroad. — This company has been formed
as a consolidation of three companies which are building tunnels
under the Hudson river between New York and Jersey City — the
New Y'ork & Jersey Railroad Company, the Hudson & Manhattan
Railroad Company and the Hoboken & Manhattan Railroad Com-
January 5. 1907.
ELECTRIC RAILWAY REVIEW
29
pany. The Hudson .v Manhattan Railroad and the Hobok
Manhattan Railroad were consolidated last week under the I
of the Hoboken & Manhattan Company with a capital stock of
It is now stated that this merger was only a pre-
liminary step in the formation of the larger company. The Hud-
son A Manhattan Railroad Company will have a capital stock of
! ich 110.000. ODD will he live per cent non-cumul
preferred stock. The officers are Yv"m. G. McAdoo. president. Fred-
erick B. Jennin lent and C. W King, secretary and
treasurer, w In both New York and Jersey City.
Interborough-Metropolitan Company. — D. W. Burrows, of Chi-
cago, has brought suit in the I'nited States circuit court at New
York asking to have declared void the formation of the Inter-
borough-Metropolitan Company last January by the merger of
the Interborough Rapid Transit Company, the Metropolitan Street
Railway Company and the Metropolitan Securities Company. The
plaintiff alleges that as a result of the consolidation his 1.400
■bares of st."k of the Metropolitan Securities Company became
Macon Americus & Albany Electric Railway. — The Interurban
Construction Company and the Macon & Albany Securities Com-
pany have been organized and chosen headquarters in the Grand
building. Macon. Ga. The Interurban Construction Company Is
headed by W. Jordan Massee. president. This company will have
charge of the engineering for the proposed line between Macon.
Americus and Albany. The Macon & Albany Securities Company,
which will handle the finances, is headed by Nlcho a J. Cruger.
Albany. Ga., president.
Milwaukee Electric Railway & Light Company. — President
John I. Beggs has given a sworn statement that the gross earn-
ings for the 12 months ended on November 30, 1906, were $3,494,838,
of which $546,722 was derived from the lighting business. The
gross receipts of the subsidiary suburban company, the Milwaukee
Light Heat & Traction Company, were $694,180. The mileage of
the Railway & Light company in Milwaukee. East Milwaukee.
Whlteflsh Bay and Wauwatosa Is given as 116.22 miles. The
Traction company has 142 miles. The taxes on the two com-
panies. 5 per cent of the gross receipts, were JIT 1.742 and $34,709.
Pennsylvania & Maryland Street Railway. Th Somerset
County Street Railway and the Pennsylvania A Maryland Street
Railway, which was Incorporated in July to build 30 miles of elec-
tric railway In Somerset county. Pa., have been consolidated un-
der the name of the latter. Capital stock $410,000.
Peoria Bloomlngton & Champaign Railway. — This company, a
part of the Illinois Traction System, has filed a mortgage to the
Central Trust Company, of Chicago, to secure an issue of $3,000,000
80-year 5-per cent bonds, of Chicago, to secure an issue of $3,000,000
line between Peoria and Champaign, III.
Rock River Traction Company. — The stockholders have author-
ised an Issue of $2,000,000 of bonds for the purpose of construct-
ing a: :me from Sterling to Rock Island, III ; from Rock
Island to Oeneseo and Princeton; and from Sterling to Morrison,
a total distance of 125 miles F i: And] ident.
Sterling. 111.
Rome (Ga.) Railway & Light Company. The directors of this
a reorganization of the Rome Traction Company, have
an Issue of $500,000 30-year 5 per cent bonds, of which
i to retire bonds of the old company and the
for Improvemei tensions, Including a line from
• vllle. S. B. I ra] mana-
ger.
Southwestern Traction Company. — It Is rumored that the De-
troit United Railway will absorb this company, which operates
a line from London to St. Thomas, tint., and Is constructing ex-
tension K. <; Rumball. London, Ont.. is president.
Springfield & Xenla Transit Company. Th( lp • •(
this ' - when the coir
pleas court at Springfield. O., affirmed the report of thl
Fred J. Creen. The property was purchased
committee of the bondholder*, it is stated that a new company
will be Incorporated
Steubenville S. East Liverpool Traction & Light Company.—
This company has Increased Its capital stock from $5,000 to
$3*00.000.
Toledo A. Western Railway. — Judge R. W. Taylor, of the
of the ToI< '. «<
• land for $344,759.
United Railways of St. Louis
way
Rallw lines.
Jr
■
■
-
Western New York A Pennsylvania Traction Comp.n
■
ported |n
Manufactures and Supplies
ROLLING STOCK.
Marcellus & Otisco Lake Railway. Marcellus. N \ Is In the
market for a passenger ei
Pennsylvania Railroad is reported in the market
cars for U!
American Railway. Philadelphia, has ordered ten double-truck
rom the Jewett Car Company.
Virginia Passenger & Power Company, Richmond, Va.. Is re-
ceiving the first of an order of 20 semi-convertible
Middletown & Cecilton Railroad Company, Mlddli
orders for new equipment In February,
Toronto Railway, Toronto. Can., is reported to have ordered
15 new cars and to be in the market for 40 additional.
Toronto & York Radial Railway. Toronto. Ont.. is having a
number of cars built at the shops of the Toronto Railway
pany.
Indianapolis & Louisville Traction Company, It is reported,
will order three cars at an early date. John E Greely, Jefferson-
ville, Ind.. Is interested.
Whatcom County Railway & Light Company, Belln _
Wash., is in the market for two closed single truck cars ill
over ail for city sen
Elmlra Water Light & Railway Company will probably place
orders for two 15-bench open cars for spring delivery and is re-
building a number of Its cars.
Inter-Urban Railway &. Power Company, ll.it Springs, Ark.,
expects to purchase during 1907 eight combination can
feet over all for Interurban Bel
Indianapolis Columbus & Southern Traction Company, Colum-
bus, Ind., has ordered 3 combination cars 50 feet long over all
from the Nlles Car & .Manufacturing Company.
Winnipeg Electric Railway, Winnipeg Car... has 25 new ears
under construction. Ten of these are under ..instruction at the
company's shops and the balance In contract simps.
Owosso & Corunna Electric Company, Owosso. Mich., has
been reported to be considering additional car equipment We
are advis.d that an order may be ; i In 1907.
Savannah Electric Company, s will build four
open trailers, 40 feet long over all. for \ ice In Its
shops. The cars are to be equipped with two <!. E. 67 motors
each.
Indianapolis Newcastle & Toledo Electric Railway, Newcastle.
Ind.. has ordered S Interurban coaches and 2 express cars from
the ' npany Electrical Installation Company. Mo-
nadnock block, ChU ..( construction.
Indianapolis Crawfordsville & Western Traction Company,
oils, End , 1 ible truck passengei
t 8 Inches over all for high-speed Interurban service and also
ire i.. be equipped with Bald-
win trucks
Lake Shore Electric Company, Cleveland. O., has 16 cars under
i with the A Mannfa. 'tmlng Company for February
and March delivery Tan of these win be .">l-foot conches with
doubt. 1 1 - 1 live combination passenger and baggage
Of the s.in ions.
SHOPS AND SHOP EQUIPMENT.
British Columbia Electric Railway. — A contract las I
for the construction of additional . ar barns B. C.
Indiana Union Traction Company. — A ger i act for the
new car barns and shops at In. I hi I t..
Sheperdson & Hawkins, of Anderson. The buildings are i" be
com] inly 1. 1907, at an estimated cost of $160,000.
International Railway Company (Buffalo, N. Y 1
near
The building will be ..f brick, 5(0
tpai It y f..i
ken In the spin
Los Angeles Railway.— This company Im now bulldil
The building is of r. . t
With
In line Of I II.
E Huntington,
Omaha A. Council Bluffs Street Railway
I II will build II. I. in:
• hops. In-'
Portsmouth (O.) Street Railroad A Light Company.
I
Ingi will ■
30
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 1.
TRADE NOTES.
Edward Morris Lara, who was until recently associate editor
of the Electric Railway Review, has taken a i«.sition with K
& Esser Company, New York. In tl ■ partment.
Missouri Central Railroad. New Florence, ,M the mar-
[or Immediate purchasi ol i b illroad of about
seven or eight miles in length together with rails, ties and rolling
stork. The company Is also desirous ol obti m al once a dui
Oline engine capable of handling two or three cars of stand-
ard gauge.
Lunkenhelmer Company of Cincinnati, Ohio, has purchased for
its works there seven 60-cycle Induction motors ranging In size
from 7'_. to 15 horsepower to be used In drlvini ry for the
manufacture of valves and other high grade engineering special-
ties. These motors will be built by Allis-Chalmers Company at its
Cincinnati works.
Aaron Dean, Jr., heretofore resident manager of the western
district of the Federal Railway Signal Companj with headquar-
has been made chief engineer oi the Federal Rail-
i Company with headquarters al its works. Troy. N. Y..
in place of P. G. Ten Eyck, who was recently appointed general
manager Of the company at Troy. \Y. \V. Lavarack, assistant to
tli. president, will succeed Mr. Dean with headquarters at Chi-
cago In charge of the Western district of the company.
Frank H. Taylor, who has been elected a director and vice-
president of the Tale & Towne Manufacturing Company, was born
in Cincinnati. O.. and was graduated from Haverford college. He
later entered Harvard
University from which
he was also graduated,
receiving the degree of
A. B. with the class of
1877. In 1SS2 Mr. Taylor
moved to Philadelphia
where he assisted in the
organization and became
treasurer of the Belmont
Iron Company of which
he ultimately became
president. In 1S90 he
accepted the position of
manager of the Phila-
delphia branch of the
Yale & Towne Manufac-
turing Company which
position he retained for
seven years. In 1897 he
appointed sales man-
ager of the Westinghouse
Electric & Manufactur-
ing Company, serving in
that position for three
years, following which he
was elected second vice-
president of the company,
resigning the position in
April, 1906. As vice-president of the Yale & Towne Manufacturing
Company Mr. Taylor's duties will relate to the manufacturing and
sales departments of the business and will ultimately include many
of the matters which have heretofore been handled by the presi-
dent. The present official organization of the Yale & Towne Manu-
facturing Company, is as follows: President. Henry R. Towne;
vice-presidents. Schuyler Merritt. Frank H. Taylor; treasurer, A.
R. Erskine; general manager, Kirk Brown; general superintendent.
Walter C. Allen.
J. W. Duntley, president of the Chicago Pneumatic Tool Com-
pany. Chicago, noted in the columns of this paper some time ago
as sailing for Europe in behalf of the company, lias just returned
from a six-weeks' tour in that country. Mr. Duntley reports that
the pneumatic tool business abroad has shown an increase during
the past year of between 25 and 30 per cent over any previous
year. The products of this company have been installed in the
shops of practically all foreign railways as well as larger indus-
trial institutions and government ship yards, enjoying a large
per cent of the pneumatic tool business in foreign countries.
Edison Electric Company of Los Angeles, Cal.. has ordered for
its hydro-electric plant on tho Kern river, at Edison, Cal.. eight
Allis-Chalmers direct-current motors with <: trollers and gearing
equipments, to be used for operating 2S-inch gat. valves. The
is will be 120 volts, series wound, machines of the vertical
shaft type, fully enclosed, and especially adapted to the service
required. This company has installed on the Kern river at Caliente
kilowatt Allis-Chalmers alternating current generators
direct fl to Allis-Chalmers hydraulic turbines, forming one
rgest long distance transmission plants on the Coast.
Electric Service Supplies Company announces that it has se-
cured in addition to its former territory, the states of Michigan,
and Indiana for the complete line of Locke insulators man-
ufactured by the Locke Insulator Manufacturing Company, of
Victor, N. Y. This company has experimented with insulators
under all conditions until it now believes that both the electrical
and ceramic qualities of its produi I a perfection as
possible. Particular attention has been given to the effect of at-
mospheric moisture and temperature on the efficiency of insulation
at high voltages; to the development of neutral colored glazes as
the least conspicuous for insulators, and In the matter of provid-
Frank H. Taylor.
I«i.' oi safety In designing supports and insulation for
transmission lines.
D. E. Baxter & Co., Incorporated, 27 William street. New York,
laced an order with S. L. Benz, of Pittsburg. Pa., for 76,000
cross-ties to be 7 by 8 inches by 8 feet long and for 900 poles 30
feet In length and having a diameter of 7V4 inches at the small
end, for Immediate delivery at Charleston, S. C.
Chase-Shawmut Company, Newburyport, Mass.. reports an
order from the Northern Electric Company, of Chlco, Cal.. for
138.855 of Its Bhawmut soldered rail bonds, which in conn.
with two previous orders makes the total number of bonds ordered
is company 243.355. The type of bonds used are a 400.000
lar mils Type A for the third rail and a 200.000 circular mils
Type B B bond for the track. The installation of these bonds
is being superintended by the Chase-Shawmut Company.
B. F. Sturtevant Company. Boston. Mass.. reports rapidly In-
creasing sales of enclosed forced lubrication engines Among
these mentioned C. H. Means & Co., Chicago. 111.; Old
Dominion S. S. Company. Norfolk, Va.: Swedish Hospital &
Nurses' Institute, Minneapolis, Minn.; Belmare Manufacturing Com-
pany Canton, Pa.; Phoenix Woolen Company. Stafford, Conn.;
Hoopes & Townsend Company, Hoopeston, Pa.; Manufacturers'
Furniture Exchange, Chicago. HI.; Silver Brothers Iron Works
Company. Salt Lake City. Utah; Burgess Mills, Pawtucket, R. I.;
Narragansett Mills, Fall River, Mass.; U. S. Navy Yard, Washing-
ton, T). C; Henry Steers. Inc.. New York City; and G. H. Brey-
mann & Bros., Boston. Mass.
Roberts & Abbott Company, engineers. Cleveland. O., has found
it advisable, due to its increasing work in the west, to provide
facilities for handling the work to better advantage by establish-
ing an office at Chicago, and W. D. Ball. E. E.. has been placed in
Of the work there with headquarters in the First National
Bank building. Mr. Ball has been connected with a great deal of
electrical and civil engineering work . principally for trolley rail-
ways and hydraulic plants and was one of the United States gov-
ernment's representatives at the Paris Exposition in 1900. The
efforts of the Chicago office will be a\ong the same lines on
which the Roberts & Abbott Company has specialized, namely,
interurban railways and hydraulic plants.
ADVERTISING LITERATURE.
The Arnold Company. 181 La Salle Street. Chicago, III.— Bulle-
tin No. 16, descriptive of the Sedalia shops of the Missouri Pacific
has recently been issued by this company.
J. H. Wagenhorst & Co., Youngstown, O. — An illustrated folder
calls attention to electric blue printing machines manufactured by
this company and presents a list of the more prominent users' of
the machines.
Nernst Lamp Company, Pittsburg, Pa.— An attractive little
pamphlet describes the architecture of the New York terminal of
the Pennsylvania and calls attention to the manner in which it
is to be lighted.
Dayton Pneumatic Tool Company, Dayton. O. — A fiat vest
pocket lead pencil encased in celluloid with gold tipped ends and
an eraser calls attention to the pneumatic hammers manufactured
by this company.
Allis-Chalmers Company, Milwaukee, Wis. — Bulletin No. 1503
describes Allis-Chalmers direct-connected Reynolds-Corliss engines
with a number of engravings from photographs showing complete
engines and various parts.
Sprague Electric Company, New York. — Electric hoists and
cranes are described in a 14-page leaflet with illustrations showing
many combinations of its hoists, carriages and cranes. The pamph-
let calls attention to Hoist Catalogue No. 220, which is a complete
catalogue of the company's manufactures.
F. W. Bird & Son, East Walpole, Mass. — "First Expedition to
Cuba" is the subject of a blotter in two colors which refers to a
large order for Paroid roofing which has been received by the
company to cover buildings at Newport News, Va.. from which
point the first expedition to Cuba recently started.
Newman Clock Company, Chicago. — As a souvenir of the re-
cent street and interurban conventions at Columbus, this com-
pany is mailing a handsome halftone panorama view of the Ohio
state fair buildings suitable for framing, accompanied by another
engraving showing the company's booth at the conventions.
Joseph Dixon Crucible Company, Jersey City, N. J. — "Air
Compressor Lubrication" is the subject of a 24-page pamphlet
issued by this company. It calls attention to the necessities of
proper lubrication for air compressors, quoting a number of au-
thorities, and then describes various methods of successful lubri-
cation.
D & W Fuse Company, Providence, R. I. — Catalogue No. 12 of
this company is a complete compendium of fuse material with all
necessary information on cartridge fuses and safety devices for
lighting, heating, power, railway, signal, telephone and telegraph
circuits. It is a 90-page publication fully illustrated with engrav-
ings and complete with various tables.
Wellman-Seaver-Morgan Company, Cleveland, O. — This com-
pany is' a stock company incorporated under the laws of Ohio for
the purpose of transacting a general engineering and manufactur-
ing business. A pamphlet issued by it calls attention to the gen-
eral classes of work to which the company devotes attention and
shows a number of interesting views of machinery and plants
which have been designed and installed by it.
January 5, 1907.
ELECTRIC RAILWAY REVIEW
31
TRANSITE" ASBESTOS DOORS.
The great danger attending the handling of high-tension cur-
aome suitable provision for pr<-\
■ ming into contact w,t i the apparatus, as well as for
protecting the latter from a
circu;
In modern transformer stations a
efficient and satisfy
method of protecting his
transformers and - s to
surround them with brick walk
front of whirh mow
of 'Transite" asbestos On
lumber ari is here si
-•:• doors are absolutely tire-
proof and will
both ind property
"Transite." wl nufac-
tured ins-Man-
ville Company, of New fork
fireproof sheathing
whie;- ber. it Is
ically much stronger than nr-
dinari uid has a
density which makes the (im-
material practically non-absorbent
highest heat-resisiir.g pi
usage than slate, being hard- I not so brittle.
This material Is exl In various ways about electric
light and power plants, owing to its high efficiency, durabilit-
the fact that It irorked; being cut. tin rewed.
very' much th( ordinary lumber.
Asbestos Door.
and I of the very-
It will stand much rougher
NEW ARC LAMP FOR LOW CEILINGS.
anylng Illustration is a view of a newly designed
urrent, which
ses B ccellence in design, material and
lamp
-vm-
of the use of indestructible windings and specially designed resist-
- s of very small dimensions and quit- symmetrica] in
design.
il attention has been paid in the construction of this lamp
: it.- ventilation, whl -ting
the regulal - lanlum from harmful accumnlat lust.
Such lamps are often placed in basements and 1 such
as boiler and engine rooms, where the heat is often and
their design has been with special reference to such BSrvlce, In
the choice of materials fur the different parts, only those that
have been found best adapted for the pui
of, regardless of cost, and this fact, the manufacturers claim, com-
bined with excellence of workmanship and care as to the accuracy
of detail parts, has produced a lamp which can be relied upon fur
years of service with but little • maintena
It is found quite difficult In practice !■• apply any effective
- lards against injury to lamps of this type as ordlnaril]
.1 by the use of fuses, and it has frequently been found
that lamps which were thought to be well protected have
practically destroyed by excess currents. In the new lamp
. is made to preserve the lamp absolutely from injury, even
where fuses are entirely omitted, and the lamp may stand with
the a- n hours without material injury and will
be found ready for normal operation the moment ondi-
-
250-VOLT INDICATING PLUG FUSE.
The D & W Fuse Company. Providence, It 1 . has introduced
-volt plug cut-out fuse of the Bdit
the merits of its cartrl
type fuses, including
bullsey. Indicator. Hereto-
-
plug fuse has been such
that It was Impost
■ mine whether the fuse
had been blown without
uits. but with
the i blown fuse
is di glance by
ills-
eye on the ;
Figure 1 gives a full - -
of the fu
u- shew-
ing I
Figure 1.
Figure 2.
Figure 3.
The f .iiiiiik in tin- i |
approved by t! ■ i of Underwrito
CHICAGO ELECTRICAL EXHIBITION.
The
position will in
■I Will !••• |
It IS '
■in In
tin- number of
follow-
Arc Lamp for Low Celling!.
-
',.-.
32
ELECTRIC RAILWAY REVIEW
Vol. xvn. No. 1.
' "ii the main floor of
the Coliseum. Encouraged bj trade and the
public took in last year's show the exhibitors are planning to put
more money and effort into their displays. The list of exhibitors
numbers nearly
The Electric Railway Review will be represented at Space 6,
Section D, and will be pleased to receive calls from any of its
friends wn landing the exhibition. The more interesting
exhibits include the follow
The Klcctric Service Supplies Company, Space No. 13. will
exhibit Hi neer and other patented devices together with
lighting and railway mati lupplles.
The Ohio Brass C pany, Space No. 7. Section D, will exhibit
NEW SEMI-CONVERTIBLE CARS FOR TOLEDO.
The Illustration shows one of 20 cars which were recently de-
d by the G. C. Kuhlman Car Company to the Toledo Rail-
ways St Light Company. The new cars' are generally similar to
the advance lot of 10 cars for this company shipped by the same
builders at the beginning of last year. Their construction in-
cludes the Brill grooveless-post semi-convertible window system
as well as other specialties. As will be noted from the two types
of platforms these cars are for operation in one direction only.
The fronl platform contains the motorman's compartment, which
is forme 1 by the conjunction of two hinged doors extending diag-
onally across'the car The entrance from the platform to the
Type of Semi-Convertible Car for Toledo.
overhead electric railway supplies, and a full line of rail bonds and
third-rail insulators.
The Joseph Dixon Crucible Company, Space No. 4, Section A,
will exhibit a full line of the Dixon graphite products and will
entertain its visitors in the "laughing gallery," which was a
feature of the exhibit at the Columbus convention of the American
Street and Interurban Railway Association.
The Western Electric Company will show a very large and
handsome watercolor view of its new 110-acre plant at Haw-
thorne, 111. The exhibit will include American trasformers, Thomas
high-tension insulators, electroc insulating material, arc lamps and
direct-current motors, -with a series of alternating equipment in
full operation.
At the exhibit of W. N. Matthews & Brother may be seen the
Lima jack box. The boxes are to be installed on poles along the
line of the railway and connected with the regular telephone wires.
Each train crew is provided with a portable telephone and a plug
which makes connection with the box
so that the dispatcher may be reached
quickly. %
The engineering department of the fc
National Electric Lamp Association fc •
will have an interesting exhibit of * * ^ »
the latest achievements of electric * * , » ■
lamp makers, including "Tantalum." 3» » . » •
"Tungsten." metallized and ordinary
carbon filament lamps.
The Ft. Wayne Electric Company
has installed a generating set of 150
kilowatt capacity to furnish all tiie
electrical energy for exhibitors. The
company's regular exhibit in Space
No. 13 is a complete working demon-
stration of the series alternating-cur-
rent arc-lighting system o f 25-light
capacity; also the company's standard
line of wattmeters and prepayment
devices.
The display of the Vulcan Elec-
tric Heating Company will include
various small electric heating devices such as soldering tools,
branding appliances and electric household appliances.
The Bishop Gutta Percha Company, New York, will show the
same exhibit which received a gold medal at the Centennial Exposi-
tion in Philadelphia, in 1S76, as well as several interesting electric
devices for household purposes.
Central station men and owners of buildings requiring elevator
service will be interested in the working single-phase electric
motor shown by the Wagner Electric Manufacturing Company in
Space 10, Section D. This company is also showing a novel little
instrument which indicates the cost of operation of electric lamps,
curling irons, chafing dishes, etc.
passenger compartment is through a door of the Brill "semi-
accelerator" pattern; its location at the side rather than in the
center of the bulkhead makes access to the car more convenient
for passengers. The platform is of the familiar "Detroit" type.
The interior finish is cherry. The dimensions are: Length over
end panels, 30 feet 8 inches; over vestibules, 40 feet 8 inches;
width over sills including sheathing, 7 feet 11% inches; over
posts at belt, 8 feet 2 inches; height from floor to ceiling, 8 feet
4% inches; from track to under side of sills, 2 feet 8% inches;
size of side sills, 4 inches by 7% inches; end sills. 5*4 inches by
6% inches. The car bodies are mounted on the Brill No. 27-F1
truck with a wheel-base of 4 feet 8 inches.
THE CLARK SOLDERED RAIL BOND.
The illustration shows a new soldered rail bond patented by
Mr. Walter G. Clark, of the Clark Electric & Manufacturing
■ .
'
H. F. Vogel Contracting & Railway Supply Company has been
Incorporated in Missouri with a capital of $5,000. The officers of
the company are H. F. Vogel, president; Nic Le Grand, secretary
and treasurer. The new organization succeeds H. F. Vogel & Co..
whose offices are at 420 Rialto building. St. Louis
The Clark Soldered Rail Bond.
Company. Although the desirability of using soldered rail bonds
has long been recognized, serious difficulty has been met in sol-
dering the bond properly to the rail and in the tendency of the
bond to peel off, caused by the difference in the coefficients of
expansion of the steel and copper. . Mr. Clark, after many experi-
ments, found that if the terminals were made sufficiently thin
the copper would expand and contract without this tendency to
peel. He also found that if the bond terminal were provided
with openings for the admission of solder and the escape of gas,
the solder would flow well between the rail and the bond terminal
and unite the rail and the bond perfectly. As shown in the illus-
tration Mr. Clark's bond is made with perforated terminals to
permit the gases from the flux or soldering salts to escape and
enable the solder to flow well under the bond. The terminals
are also Increased in area and reduced in thickness to a point
where the expansion and contraction do not loosen them from
the rail. This bond is manufactured by the Clark Electric &
Manufacturing Company. 135 Broadway, New York.
PUBLISHED EVEBi SATURDAY HV THE WILSON COMPANY, CHICAGO
Chicago : ISO Harrison Si-. Nh» Yoi.k: 150 Nassau Stn
Subscription Price, 5.'; Foreign, $5; Simile Numbers. 10 cents Entered at the Postoffice, Chicago, [11., as Second-class Matter
Vol. XVII, No. 2
CHICAGO, JANUARY 12, 1907
Whole No. 194
TABLE OF CONTENTS.
Editorial—
— New Offices for the Review 33
—Stat.- Control Of City Lines 33
nmittee 33
— Forth* ration of Gas Engines 33
ts for a Ten-Cent Rido 34
— Advantages of Regenerative Control 34
— Outdoor or Indoor Car Storage 34
— The Cost of Good Storekeeping 34
— Block Signals on City Lines 35
— A Significant Transfer Decision in Boston 35
—The Under Side of the Car 36
Communication—
— Joint Electric and Steam Line Tariffs 36
Annual Meeting. Western Society of Engineers 36
Ninth Avenue Barns of the Brooklyn Rapid Transit Company.
(Illustrated) 37
British Electric Railway Affairs 3»
Records of the Storekeeping Department of the Denver City
Tramway Company. (Illustrated) 40
A Simple Sleet Cutter. (Illustrated) 44
Tie Plates. Braced Tie Plates and Tie Rods. By E. P. Roundey.44
Engineering Association Executive Committee Meeting 45
Quarterly Meeting. New T'>rk State Association 46
New Lines Near Louisville 46
A Simple Pit Jack. (Illustrated) 46
Regenerative Control. By A. Raworth. (Illustrated) 47
>i Electrical Equipment of Steam Roads. By Bion J.
Arnold 4'.'
i Electrical Railway Legal Decisions 51
Piping and Powei Station Svstems— XXVI. By W. L. Morris.
(Illustrated) 53
News of tii' Week 55
— Chicago Traction Situation 65
— Plans to Relieve Brooklyn Bridge Congestion 55
— Ten-Cent Faro Contention Sustained 66
— Cleveland Traction I '• \ i iopments 65
Construction Nows —
— Franchises 67
— Incorporations 57
— Track and Roadway 58
— Power Houses and Substations 59
Personal Mention 60
— Obituary 60
Financial News 61
Manufactures and Supplies 62
—Rolling Stock 62
— sia'i's and Buildings 62
— Trade Notes 62
— Advertising Literature 63
New National Motor ' '<>mpressor3. (Illustrated) 63
The National Holler-Tube Cleaner. (Illustrated i 63
Rolling Stock for Lancaster, Pa. (Illustrated) 64
To Build Interurban Station at Toledo 64
Last week we announced that the Electric Railway Review
had become a weekly publication. This week we are pleased
to announce a change of address. The
New Offices general offices of the Electric Railway Re-
for the view will be moved this week to the elev-
Review. enth floor of the new Patten building, 160
Harrison street, Chicago, where we shall
have most commodious offices In which we shall always be
glad to receive our friends.
ficiently attracted to the inconsistency of the present situa-
tion to effect the required changes.
The Wisconsin railroad commission Is In a Quandary as to
how to deal with the electric railways. Under the Wisconsin
law, as construed by the attorney general
State Control and by the commissioners, they have the
of power to regulate any street railway com-
City Lines. pany whoso linos pass beyond the limits
of the city In which It la operating. This
right of regulation extends to the urban business of the
company as well as to Its business outside of the city limits.
As a result, the commission appears to have a right to regu-
the entire business of a street railway where any of
Its lines extend beyond the city limits, but It has no control
■ mpany whose lines are entirely within the limits
In which It Is operating. In Its last annual report
to the governor the commission recommended that Iti juris-
diction be either Increased or diminished so that It shall
■
itlng In the state or that rach power shall not i
any of thi (acini th<
similar problems, in Ohio the commission Is in some doubl
as t<. .,,1 ,lV< r city Hit' Locordlng to the Ian
atlng the commlst
In the transportation' or i within the II
of dl vitiiout its Jurisdiction, a universal principle
Is at ■ of the whole matt always a
ll'tlo behind the lino BW at the rate at Which th. -
trie railways ar» forcl] to Ho front It bould
f>"' •■ entlon of the law-makers Ih suf-
A Working
Executive
Committee.
A good method of handling what is frequently one of the
most difficult features of association work destined to be
performed by committees was pursued at a
recent meeting of the executive committee
of one of the railway associations. It was
taken up in pursuance of a design to make
some one definitely responsible for certain
work. The plan consists simply in assigning to each membei
of an executive committee a certain portion of the
which it is expected will be performed by other individual;
or committees outside the executive committee. In other
words, a subject for a paper or a report is assigned to each
member or the executive c Ittee n is his work to get
the proper person or pi produce the actual result.
Iii case Of io .I- failure he \>. placed in the unfOT
tunate position "f being obliged to explain his delinquency
ami this reflects upon his capacity aa an executive offli
This b a i"- a much hotter plan than thai of uslr
executlvi committee solely for the purpose ol unthlnku
ratifying the wort "i ., president and secretary.
The papei on <;.i Engines" presented at the i.
the \ in* i ii .in Street and [ntorurban Railway Qnglneei
r. mi win hi of the Boa
Further Con- ton Elevated Kali so valuable a
slderatlon of trlbutlOD to Hie somewhat meager II
Gas Engines. ature of this subject, thai those baton
in thi form ot prime mover will he glad
in KOyOW that Mi WInSOl Will follow at the OeXl annual I ■!
mm .in account of the operation ■
lod or ii . M win be partlcularlj valuable In
the direction of accurati Inoe sir Win bi
on account "i the brief time for prepare!
• |.t into In • will. bO
acted in thi pi In ted pi of the n 1 1
i com umptlon i said to bava been mad.- t..
34
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 2.
i too i:ivorabIe to 1 ' '"1 as this is one of
the chief points of interest in the whole consideration the
cUod will be valuable as placing the facts on a basis of
racy, a full year's experience, also, upon which Mr.
Winsor will base his second paper, should furnish data upon
which far more reliable conclusions may be predicated than
was possible upon a limited experience of tour weeks.
In the Electric Railway Review for August, 1905, some
editorial consideration was ^iup to the tenacity with which
the "one-ride, one-fare" idea holds its place
Ten Cents in the public mind with relation to electric
for a railways. The case in point was the con-
Ten-Cent Ride. tention of citizens of the borough of Brook-
lyn that because a single system of railways
ba i superseded the several lines formerly connecting Brook-
lyn and Coney Island, passengers should be carried by the
Brooklyn Rapid Transit Company, the existing company, be-
tween these points for a single five-cent fare. In an attempt
to enforce this demand, rioting occurred, hundreds of persons
were injured and at least one life was lost as an indirect
result of the disturbance. The contention has now been set-
tled in the courts with such unanimity and definiteness that
the incident may be considered closed and the citizens of
Brooklyn will continue as before, but without rebate certifi-
cates, to pay for services rendered. But probably the most
wholesome lesson that can be drawn from the whole circum-
stance is the folly of accepting as a finality upon which physi-
cal violence is justifiable the opinion of a petty judi-
cial officer upon an incomplete statement of facts, which
opinion could at best be classed only among obiter dicta — the
whole trouble having arisen from a statement of Justice Gay-
nor that the Brooklyn Rapid Transit Company had no legal
right to exact more than one five-cent fare for a ride to Coney
Island and that persons resisting its collection would not be
liable to arrest. The attitude of the railway company has
been distinctly tolerant and was based upon a firm convic-
tion of its moral and legal rights. Pending the decision of
the case certificates have been issued to payers of the ten-
cent fare which, in case of a decision against the company,
would have been honored as rebates. These are now valu-
able only as waste paper unless they are preserved as memen-
tos of one or two lessons such as have here been pointed out.
The valuable claims made for regenerative braking include
the assertion that under no circumstances will it lock the cat-
wheels; if the connections are out of order
Advantages of it cannot be moved; it is not dependent
Regenerative upon the continuity of the supply circuit
Control and the more the regenerative feature is
called into play the less will be the propor-
tionate amount of current required for operation. Some offi-
cial tests made last year showed that similar two-motor
cars, one equipped with regenerative motors and one with
series motors, each traveling 44. IS miles, showed a saving of
24 per cent in favor of the regenerative car. Other compara-
tive tests showed percentages of 26.7 and 28.7, with exactly
similar cars in actual service. In discussing this paper as
read several operators using the regenerative system intro-
duced points of interest. The fact that a car did not accel-
erate when it got over the brow of a hill was thought to be a
strong point as regards safety, and when descending very
steep hills the regenerative effect gave the motorman every
confidence, as on descending the controller was not switched
off, but kept on the running notches according to the speed
required. The motors were found to have a slightly higher
heating than the ordinary series parallel type. One road oper-
ating a considerable number of cars had not experienced any
serious armature troubles and never a burnout. The adjust-
ment of brakes on the ordinary car had to be carried out on
an average of once every day, but on the cars fitted with re-
generative control, while they were examined every day, ad-
justments were necessary but about once a week. Consider-
abh economy was shown in the matter of brakeshoes. The
extra cost for a regenerative equipment over a standard type
on a two-motor city car was stated as approximately $200.
While these advantages are striking ones it must yet be re-
membered that a motor for regenerative control has not gone
through a serious process of design. All the motors consid-
ered by the author in obtaining the results described were
sf ties motors with the series coils changed for shunt coils.
An important topic to be presented for consideration at
the next annual convention of the American Street and Inter-
urban Railway Engineering Association, as
Outdoor or determined upon at the meeting of the exec-
Indoor utive committee held in New York on Jan-
Car Storage. uary 7. is that of "Open versus Closed Ter-
minals with Reference to Effect Upon Roll-
ing Stock." In the course of the informal discussion leading
up to its definite assignment as a subject, it appeared that
there is a well-founded belief that the amount of injury to
rolling stock from exposure is more than enough to counter-
balance a considerable investment in car barns; but there
appear to be no definite data available. It is significant,
however, that several companies which have heretofore stored
equipment out of doors are now either building or preparing
to build extensive- barns, and the initial expense is undoubted-
ly warranted if the statement sometimes made that expenses
of maintenance are doubled by outdoor storage has any foun-
dation in fact. Another point worth considering in cold cli-
mates is the extra expense of bringing a "cold-storage" car
up to a habitable temperattue. Though figures on this are
not available there must be a considerable extra expense
from this cause alone which should influence in favor of
ample car barn capacity.
When reading the description of the storekeeping methods
of the Denver City Tramway Company, as presented in this
issue, the question is brought to mind as
The Cost to whether this system of accounting for
of Good stores is not too expensive. The advan-
Storekeeping. tages of such a complete system of keeping
account of materials will not be denied,
neither will the fact that one of the most essential require-
ments of any accounting system is to keep the condition of
credits and debits well in hand. The system, as used in
Denver, presents a very thorough method for obtaining such
results. As regards the expense of maintaining a storekeep-
ing d< partment it is interesting to note that the cost of office
work and handling and care of materials for the work de-
scribed, has averaged but $450 a month during the past ten
months. This does not include the expense of the purchasing
agent's department nor take into account the delivery of
track materials on the work, but it does include the expense
of weekly deliveries of stores to outlying barns and shops.
For the same ten months the amount of materials purchased
totaled $150,000. It will thus be seen that the expense for
handling the materials, together with the other desirable re-
sults as obtained in Denver, was but one per cent of the total
amount of business handled by the department. As to the
accuracy and completeness of this method of accounting for
materials and stores it is said that during the past eight
years the semi-annual inventories have each balanced within
$200 of the correct amounts, as shown on the auditor's books,
and three such inventories had such a slight variation that
they practically balanced and no adjustment was necessarjr
in the auditor's office.
January 12. 1907.
ELECTRIC RAILWAY REVIEW
35
BLOCK SIGNALS ON CITY LINES.
The use of automatic block signals on electric railways
has thus far been confined chiefly to single-track suburban
or interurban lines, but there are cases where such signals
are becoming valuable even for urban service. Of course,
where the traffic is heavy and schedule speeds low. as in
tht- immediate business districts of large cities, there is lit-
tle advantage in the installation of block signals for the
reason that cars follow one another so closely that the con-
dition of the track ahead as far as it is clear, is easily seen
by inspection. At no time is it desirable that the speed of
cars in crowded streets should be so great that a stop can-
not be made within a few car lengths at the outside. Dou-
ble tracks are well-nigh universal In such localities and any
attempt to divide the track into blocks would almost cer-
tainly result in paralysis of traffic.
Outside the business district, however, the conditions of
operation are much different and a study of the residential
and semi-residential routes often reveals an astonishing num-
ber of single-track spurs tapping thickly populated territory.
Frequently these lines are .run in streets too narrow tor
double tracks and the number of cars may be too small in
the normal hours of the day to justify the double track even
if the street be wide enough for it. In the rush hours the
way shortens to a point where careful operation is nec-
•■ to avoid collisions and if the topography of the route
is unfavorable it may be well worth while to consider the
use of automatic signals. A recent case of this kind occurred
on a large city system where the headway on a residential
spur track is 15 minutes throughout the day. except in the
rush hours when it shortens to five minutes. Near the end
of the route the track loops around a block joining the spur
again about 500 feet from the last turnout on the line. Out-
ward bound cars pass the junction of the loop and the spur
• • arriving at the end of the route via one side of the
loop, and Inward bound cars pass back to the line via the
side. Between the turnout and the junction, which is
ie thing as between two adjacent tun
i crooked and hilly that
It is Imp' sec far ahead of a car; and to increase
ducin to the occupancy of the
Dal was Installed near each end of the
■-; points.
Thi.- ilpment i I by the trolley as
-si's under ■ spec turn-
nd it indli i light thai the bin npled
inward traffic, as
while a green bullseye Indicates to the
running in tl ame direction. When the block is
The i' only abou
tlon of the condl
•
ase like ■
applied i
on In
division
: the
lllble
human nature to enter into disaster, so that B careful an-
alysis must be made before it is decided essential to install
signals of this kind.
It would seem important to include small semaphore
indications .with the bullseye Signals, for the reason that it
is difficult to identify the lamp signal in broad daylight,
especially if the sun is shining full upon the lenses. After
all, the cost of the protection is a small matter; the issue
lies between increased safety with increased complication
balanced against a very unfavorable track layout and increased
dang* ise of irregular topography. Rules permitting
cars to pass through its block two or more at a time, or after
due waiting to proceed slowly in the lace of a disarranged
signal, should be most rigidly drawn and enfo
A SIGNIFICANT TRANSFER DECISION IN BOSTON.
In connection with the transferring of passengers be-
tween elevated trains and surface cars in Boston at the Dud-
ley street and Sullivan square terminal stations, an interest-
ing point was recently brought before the Massachusetts
railroad commission. Merchants owning stores in the im-
mediate vicinity of these stations enjoyed a considerable
transient business in the earlier days of the operation of the
elevated lines, from the tact that passengers on certain lines
entering or leaving the terminal, transferred between the
elevated trains and the surface cars by means of checks,
which permitted them to spend a short time on the street
before resuming their journeys. Some months ago the check
system was abolished by the railway company in favor of
free bodily tri tween the lines of cars entering the
terminals at the street level and the elevated trains, so that
t'ow if a passenger leaves the terrain on foot he
cannot continue bis trip without the payment of an extra
fare.
The withdrawal of this transient trade and the failure
of the privilege, or rather the difficulty of doing small errands
between cars, led to a request on the part of representative
merchants and citizens that the Old arrangements be re-
stored. After Living the matter a public hearing the commis-
sion decided In favor of the company, bringing out the point
while the petitioners appear to bold r thai the
• BO transfer passes
that they may attend to business while waiting to take COD
d to
give stopover privileges, bul d Bolely tor the pui
to make a Blngle between
two points as nearly continue : able for one ,
The board stat d In II - decision thai the pi
naenl tor transferrii i better way than thai
■ rly In rai b ol the railway
Such Incidi may
other than , nn the aban
donmenl of ti declared not
or which the board can proi
at th< to continue their Journej
afforded do
one, for II i
the f indamenl beadi off
an) the privilege at thi on The
■
s while v tlon bul
wttbii ilratlon Hi
ould be tl
by u
36
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 2.
transfer is a matter of identification rather than a stopover
privilege. The ahuse of transfers will probably continue as
hum as transfers are used, but every decision which broadly
defines their scope is a welcome addition to reviewing prece-
dents.
THE UNDER SIDE OF THE CAR.
An inspection of the under side of a modern high-powered
car equipped with multiple-unit control, airbrakes, pneumatic
doors and fireproof wiring and floor, leads one to the inevit-
able query whether we are not going too far away from the
ideals of simplicity with respect to maintenance and repairs
in our efforts to secure perfectly fireproof rolling stock. It
is certainly a far cry from the days of the flexible cable
wiring and self-contained platform controller to the present
method of running leads in heavily armored pipes, packing
contact switches, rheostats and pneumatic accessories into
the limited space available beneath the car floor until it is
exceedingly difficult to make rapid repairs on such a car,
even over a pit.
The fitting together of the parts of a modern car is no
small piece of work, and when this is complicated by a large
amount of hand and machine tool work before the equip-
ment can be installed, the cost of putting the car on the
road becomes a matter of some concern. Certainly a modern
fireproof car equipped for heavy rapid transit service comes
pretty close to being a more intricate affair than a steam
locomotive costing perhaps twice as much. In its erection
hundreds of holes must be drilled and many hours of labor
paid for in fishing wires through difficult passages and fitting
armored conduit and piping into place.
The value of multiple-unit control, even for suburban
work is not open to question. The increased platform space
and consequent convenience of the cab, joined with the re-
moval of large current-breaking arcs from the close prox-
imity of the passengers and the possibility of train opera-
tion when traffic conditions require it, are advantages too
great to be waived for a moment. We cannot possibly get
along without the airbrake, and the electro-pneumatic brake
promises results which are well-nigh perfection in rapid
transit control. Pneumatically operated doors and steps are
also likely to remain with us for a good while to come.
Automatic acceleration is more and more in demand, and it
is hard to see wherein any reduction can be made in the
actual equipment of the modern car fitted with anything
above 150 motor-horsepower. Whatever is done must be in
the direction of finding other locations for the crowded
machinery.
The moving of practically all the active equipment be-
neath the car floor is. of course, done for fire protection, and
in the last analysis this is why the under side of the car is
more crowded with apparatus than a modern battleship.
Fireproof construction is vitally important, but it is a ques-
tion if some of the relays, reversing switches, air valves and
the like cannot he placed beneath the seats without extra
hazard, if the heating equipment can go there. There is
nothing sacred about the roof of a car as long as four or
five feet of clear space exists between its top and the trol-
ley wire. It is coming to be frequent practice to instal a
main copper fuse on a panel upon the roof, and in some of
the later equipments a control circuit switch is also placed
on the roof for the purpose of cutting off current if the
second trolley pole is not in its proper place.
Due regard must be given appearance in placing any
equipment on or near the roof, but lightning arresters and
choke coils are now being placed beside the monitors near
the hoods without the least objection from the aesthetic
standpoint. No one can look into the practical side of modern
car design without realizing that the builder is "up against"
a hard proposition in fitting his equipment to the demands of
the day ami perhaps it will work out in the long run that
vcr> little simplification of the car bottom can be effected.
The matter is well worth studying, however, for ease of
inspection and accessibility are almost fundamental necessi-
ties of economical operation. It would seem that the brushes
and commutators of the motors ought to be accessible
through a fireproof trap door without hauling the car over a
pit. though it is admittedly difficult to design such a door.
Cars for elevated and tunnel service need to be designed
with much greater regard to their fireproof qualities than
those for use in the open air on the streets. The location
of wires in armored conduits has doubtless come to stay,
and it is certainly a wise step, but it is taken at the cost of
flexibility. Just how far rigid construction is desirable must
be determined by experience alone.
COMMUNICATIONS.
Joint Electric and Steam Line Tariffs.
To the Editors:
I have just read the interesting item on "Joint Electric
and Steam Line Tariff" in your November issue. Although
this is doubtless the first joint tariff entered into in the
central states, it may interest you to know that a similar
arrangement has been entered into here in the northwest. A
contract was made more than a year ago between the Coeur
d'Alene & Spokane Electric Railway and the Spokane Inter-
national Railway for interchange of both freight and passen-
ger business, to take effect upon the completion of the latter
road. The Spokane International was opened for traffic on
November 1, 1906, but through a misunderstanding with east-
ern connections, the tariff was not made effective until No-
vember 20. The Spokane International Railway is a steam
road 140 miles in length and gives the Canadian Pacific and
the Soo Line an entrance into Spokane. The Coeur d'Alene
& Spokane Electric Railway is part of the Inland Empire
system, centering at Spokane.
The joint rates of the Coeur d'Alene & Spokane Rail-
way give the merchants an additional line for shipments
from eastern territory, and furnish another outlet for lum-
ber to North Dakota and South Dakota, as well as other
states east of the Missouri river. Low rates are made on
lumber to Soo Line points in North Dakota in place of the
sums of local rates to and from junctions of the Great North-
ern and Northern Pacific that have hitherto obtained. Addi-
tional contracts will be made with other transcontinental
lines that now clearly see that electric railroads settle up
sparsely settled sections of the country, and become the
natural feeders rather than the competitors of the steam
lines. CHARLES E. FLAGG,
Spokane & Inland Empire R. R.
Spokane, Wash.
Annual Meeting. Western Society of Engineers.
The annual meeting and banquet of the Western Society
of Engineers was held at the Mid-Day Club, Chicago, on
January 8. At this meeting the following officers were
elected; President, William L. Abbott; vice-presidents, An-
drews Allen, E. N. Layfield and A. M. Talbot; treasurer, Al-
bert Reichmann; trustee for three years, Willard A. Smith.
The report of the secretary showed that the organization
now has a membership of 925, this being an increase of 96
during the past year.
The speaker of the evening was Mr. Bion J. Arnold, the
retiring president of this society, who discussed the progress
of electrifying steam roads in 1906. Mr. Arnold has been
in close touch with many of the larger electrification pro-
jects. His address will be found on page 49 of this issue.
January 12, 1907
ELECTRIC RAILWAY REVIEW
37
NEW CAR BARNS OF THE BROOKLYN RAPID TRANSIT
COMPANY.
The Brooklyn Rapid Transit Company is completing new
car barns at Ninth avenue and Twentieth street, Brooklyn,
which will cost nearly $800,000. As in the case of all the
improvements which this company has under way, the ques-
entrance from Tenth avenue. The space between the two
buildings is 50 feet wide, and the tracks from the Tenth
avenue building are continued through two track openings
into the basement of the Ninth avenue barns. These track
openings are protected by steel doors, which remain closed,
except when the tracks are in use.
The existence of the slope from Nineteenth to Twen-
Brooklyn Rapid Transit Company — Interior of Repair Shops _
Showing Inspection Pits.
tion of fire risk has been given prominent attention, and for
the purpose of greater safety, it was decided to build two
separate structures instead of one.
The site selected for these barns sloped from the corner
of Ninth avenue and Nineteenth street so that there was
Brooklyn Rapid Transit Company — Ninth Avenue Barns under
Construction.
tieth streets made it advisable to build the lower floor of
the barns in terraces, each terrace giving space for four
tracks. The last terrace, on the Twentieth street side of the
Ninth avenue building, will be utilized for shops and in-
spection purposes, each of the four tracks to be equipped
Brooklyn Rapid Tranalt Company— Floor Plan of Barm and Offlcea, Ninth and Tenth Avenues.
oth trans Ntotl
II WM
Mil ih a vi
1/lllMl
•'I fl'H.r I
lure with
with .in • pit in ipectlon pita will bulll
under thi tela in the Tenth tvei build
I I km pit tracks In both bull '1 *>■■
■ .| in Hi. i the
38
ELECTRIC RAILWAY REVIEW
Vol. XVII. NO. 2.
feet, the Ninth avenue building being 359 feet long, and
occupying a space between Nineteenth and Twentieth streets
of about 200 feet. The lower deck of the Ninth avenue
building has 16 parallel tracks, as has also the Tenth ave-
nue building, and the upper deck of the Ninth avenue build-
ing has 12 tracks, giving space in the two buildings for 288
of the company's largest surface cars, as follows: Double-
decl building; at the Ninth avenue level 94 cars, at the
Tenth avenue level 94 cars, in the shop at the Tenth ave-
nue level 20 cars; Tenth avenue building, at the Tenth ave-
nue level, 60 cars; over the inspection pits, Tenth avenue
level, 20 cars. This capacity is estimated for cars 42 feet
6 inches long.
As means of fire protection solid fire walls faced by tile
and extending through the roof are being built lengthwise
through both buildings between each pair of parallel tracks.
As will be noted from the accompanying engravings, con-
crete has been employed for foundation walls, piers, inspec-
tion pits, floors and roof. In the Ninth avenue building the
tracks on the second floor are laid on longitudinal girders in
the reinforced concrete floor beam and supported by trans-
verse steel girders. Vault lights are provided in the floor
between each pair of tracks. The fire walls rest on con-
crete foundations or terrace walls, as the case may be, and
consist of an 8-inch hollow tile wall and 12xl2-inch hollow
tile piers. They are fitted with standard National fire doors.
The roof of the Ninth avenue barn and also of the machine
shop, which is one story, is a reinforced concrete slab, with
tar and slag finish. Skylights over each of the inclosed
sections are provided, spaced 20 feet apart longitudinally.
These skylights are protected by reinforced concrete comb-
ing S inches high at the high point of the roof. The 12-inch
brick parapet walls are capped by blue-stone coping.
In finishing the interior all ceilings and walls will be
painted with two coats of cold-water paint, and the walls
will be finished with a dark wainscoting 4 feet high.
Each pair of tracks in the machine shop is provided with
an overhead electric traveling crane running the entire length
of the room, for the handling of car bodies and trucks.
The machine shop is equipped with a full complement
of machinery and tools, and all drills, lathes and planes are
independently driven by individual motors. At the west
end of the shop a mezzanine gallery has been hung, in which
are the office and locker rooms of the shop force and the
branch offices of the mechanical department of the Brooklyn
Rapid Transit Company. Occupying a part of the mezzanine
and more of the ground floor of the southwest corner of the
building are the quarters of the operating department of the
division. The two departments are, however, entirely iso-
lated in the structure, the shop men and the car crews only
coming together in the club rooms, which are on the ground
floor, along the Twentieth street side, immediately in the
rear of the depot master's offices. The club is similar to the
institution maintained by the company at East New York,
and contains a large room devoted to pool and billiards, a
bowling alley and lunch room. Heat is supplied by a steam
plant in the building.
J^3J#-LS U102
At the Columbus shops of the Indiana Columbus & East-
ern Traction Company journal bearings are dressed by the use
of a boring-bar rather than a lathe tool. The bar fits into
the shop lathe centers and is provided with three adjustable
cutting points. When a bearing is to be machined it is held
in a pedestal resting on the bed of the lathe. The pedestal
clamps the two parts of the bearing so that they are held
together firmly and at the desired height. The boring-bar
is then passed through the opening in the bearing and the
chisels adjusted to take the proper cut. There are three
chisels on the bar, the center one of which is used to dress
the inside, and the other two for the ends of the bearing.
By the use of this boring-bar it is possible to prepare bearings
with much more accurate and uniform results than by the
use of a lathe tool.
January 12, 1907.
ELECTRIC RAILWAY REVIEW
39
BRITISH ELECTRIC RAILWAY AFFAIRS.
(FROM OUR LONDON* CORRESPONDENT.)
An ambitious scheme for controlling the electric supply
of London is as vast in area as was covered by the recently
withdrawn administrative county of London scheme. In the
proposed bill to be introduced in the session of 1907 the
power is sought to amalgamate 13 private companies operat-
ing in and about London. The amalgamation would be ac-
complished by means of a joint committee representing the
companies. The committee would be endowed with all the
powers of a business corporation. The area over which the
"committee" seeks to operate in the supply of energy in bulk
to companies or local authorities covers the county of Lon-
don and numerous boroughs in Essex. Surrey. Kent and Mid-
dlesex. The committee also asks to be enabled to enter into
agreement with the North Metropolitan Electric Supply Com-
pany, the Kent Electric Power Company, or any other body,
for "mutual assistance or for combination." Provision is
made for ultimate purchase by the London County Council
or other authorized authority.
» • *
As one of the pioneer electric lines, the Central London
Railway has had to pay rather heavily for some of its ex-
perience. The generating equipment, for instance, as in-
stalled at the Shepherd's Bush power station, is very much
out of date in these days of universal adoption of the steam
turbine for large electric power installations, although in this
respect the London County Council is in a worse case, as
there existed no justification for the use of reciprocating units
at its Greenwich power house. The Central London's most
costly experiment has, however, been in connection with its
locomotives. When the line was first opened heavy electric
locomotives were used to haul the trains, and these had to be
abandoned within a short time, chiefly owing to the Vibra
In the neighborhood of the line, which threatened to lead to
extensive litigation on the part of property owners and resi-
dents. In addition to the loss caused by so much valuable
equipment being thus rendered useless, the company was
obliged to go to the expense of equipping its cars with
trie motors and control apparatus. A market has now been
found for the discarded locomotives, two of which have
sold to the Metropolitan railway, which has been experiment-
lag with them on the St. John's Wood line. The arrangement
should be mutually satisfactory, since the Metropolitan will
require a large number of electric locomotives on the final
withdrawal of steam traction and will, presumably, obtain
them at a lower price than would have to !"■ paid for new
stock.
Another economy affecting both the Oreat Western and
Metropolitan companies will Immediately result from the in-
troduction of electric traction between Aldgate and Rami
' which has partially commenced. This service is main-
tained o-.ir a line partly belonging to the Metropolitan, partly
to the r,r. at Western and partly to the Hammersmith & i
The : ling concern owning DO rolling sb
ha* hlthe worked ' tWO companies, each pro
vlding its own locomotives and trains. Dual servlci
nature are naturally expensive to work, and It was very wl
narate eli . but to ran Joint
roiling stock instead, thereby diminishing both capiti
en. a further saving In this service win
be • '■' the complete withdrawal of steam trains, which
■, aiding t! the lournoj o, i,.- shortened win re-
tail in ■ smaller onmber of • og required, in passing
Honed thai 'his is probably thi
■ ord of joint rolllti
railway. The iould
loptlon
• • •
■.ndltlon or tl .1 matiul
Ing In itry hait II
who may prematurely Indulge In self-gratulation when observ-
ing the effect of competition upon price. That year after
year with monotonous regularity there should be business
carried out running into millions sterling without a penny of
net profit must tend to increase the manufacturers' tempta-
tions to reduce costs at the expense of efficiency, and it is
unquestionable that there are many generators and motors
regularly sold Which are falsely rated; that is to say. the> do
not contain sufficient materials to perform their nominal and
specified duties. There appear to be two main types of cus-
tomers for electrical apparatus: those who habitually order
a 10-horsepower machine for work calculated to represent 7
or S horsepower, and those who order a similar machine and
ct it to sustain a heavy overload. The former class un-
fairly favor the less scrupulous manufacturer, while the other
class works equally obvious mischief, if practicable, it would
be of great value to the whole industry to have some system
of inspection equivalent to the practice In regard to weights
and measures, with penalties for shortage in horsepower.
For the commercial depression In ibis branch of manufac-
ture, which is another question, there are only two possible
Kither we must witness the complete or partial
closing of some of the larger works, or there must be formed
an association for the avoidance of desperate competition.
* • «
The London Brighton & South Coast Railway Company
announced some time ago that it intended to experiment with
single-phase electric traction on the Peckham Rye to Batter-
sea Park section of its system. The work is now nearly com-
pleted and will shortly be ready for trial. So far the an-
nouncement has made little or no impression on the public.
Nevertheless, it is probable, bn s high degree, that this ex-
periment will open an epoch which will have a radical in-
fluence on the railway investments in which many Of the pub-
lic are interested. The disproportion between the real Im-
portance of this experiment and the interest taken in it by
the railway investor is readily explained by the fact that
: ical technicalities are not within I prehension
of the average man. Even a Judge may be forgiven for
Ignorance of the m of the "single phase system." Vet
it is quite possible to explain the commercial advantages of
the new system of electric traction without appealing to the
mysteries of electricity. So far our electrified railways, from
the Nortl a to the District, have followed the
old familiar tramway model. They are "glorified tramways,"
the main difference being that, instead of the overhead trol-
ley wire, they have hail to us.' a much larger conduct..!'.
placed as "third rail." to carry the heavy currents required
to move heavy trains. For tramways and suburban railways
this system. In which continuous Currents are used, lias been
wonderful] but as a bu Itlon it is
not as suitable for long-distance railway work, what tells
'in' complication and cost of the power ti
mission at ran
• • •
An Important new | contained in the prop..
unnel under the Thame, between Qreenhlthe
and Purfieet, for which I'ov. hi in the
new tunnel Is to I quipped for
electric i: tlmated to cost about Ten, ir
ling. Including .ml ami the Ql
connecting rallwa; The line win he four
and a half mile-, . ills the UbStanCS thn
which the tunnel would have to in- pierced It is not anticipated
would i" hi the
support of the principal railway c ps
The • • ompanj i now bulldtn
new siutioitH .. • ii will he
placed along 'he Kaul Interurban Urn
1. 1. el U I' Ol of | i i|| II
ion, but on ;i mlolatun will
hold idx 0 a time
40
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 2.
RECORDS OF THE STOREKEEPING DEPARTMENT,
DENVER CITY TRAMWAY COMPANY.
The Denver City Tramway Company operates about 275
cars. There are five car houses and shops located at various
points throughout the city of Denver which, together with the
power houses and track-construction work, are supplied with
stores from one stock room and yard located at the Broadway
shops. Each of the car houses carries a small stock of mate-
rial amounting to about five hundred dollars' worth of sup-
by the use of carbon two duplicates and an original may be
had, the storekeeper's office retaining one copy, a second copy
being given to the delivery man and the third copy kept in
the book as a stub for reference. When shipments are re-
ceived by railroad freight another form of receipt is used,
which is 3% by 6% inches, and is ruled for the following In-
formation: Location, where material is unloaded, car num-
ber, initial, dates when car is placed and unloaded, quantity,
description, remarks, signature of yard foreman.
A record of all materials received is kept in a "materials
PUflCMAB'Nij AGENT 0«"
THE DENVER CITY TRAMWAY COMPANY.
The following supplies are needed in tin
• r- room ■
Denver, Colo..
ivn Pfqufeltfcffl Nn.
Ou»tnrrr
REQUIRED
DESCRIPTION
QUAHIIM
ON
HtNO
0UOIA
ION MADE «I
ORDERED FROM
HOW
0»DEHf 0
0R0ER No.
0f£
~~~
1
approved fur
I'itrchusr .
1
1
, <iton*rt
f.,r
Storekeeping in Denver — Requisition on Purchasing Agent.
plies. On Monday of each week requisitions are made on the
general storeroom for supplies withdrawn from the local
stocks during the previous week. These requisitions are filled
and the supplies delivered on Thursday of the same week.
Delivery is made by transporting the goods on flat cars pulled
by motor work-cars. For this purpose the company has avail-
able 20 flat cars and 6 motor work-cars. These cars are also
used for handling track construction and repair materials.
The supplies needed for special work and for keeping
complete the stock in the central storeroom are ordered of the
purchasing agent by means of a blank form ruled with col-
umns for the following information: Quantity required, de-
scription, quantity on hand, quotation made by, (seven col-
umns) ordered from, how ordered, order number, date. From
time to time as the supplies are needed by the storekeeping
department, these requisitions are made out by the depart-
reciived" book. The pages of this book are 22% by 18 inches
and are ruled for the following information: Date, bill num-
ber, from whom, articles, invoice total, freight, labor, total
and columns for distributing the supplies received under 79
standard classifications. In order to have available this num-
ber of columns it is necessary to insert two short leaves with
each long leaf in this material and stores book, all the leaves
of which are bound according to the loose-leaf system. On
one full-sheet and two short sheets of this book appears a
record of all material debited to the "material and stores"
account for each month. As the bills are received from the
purchasing agents they are given a number and the amount
checked; then the costs for the various articles are distrib-
uted through the 79 standard classification columns.
A record of the invoices received for one month is kept
by numbering and recording them on a blank 8% by 13%
1
Denver City Tramway Co. Material and Stores.
■—
m
FROM WHOM
\KI ICLI -:
Frviglit
Lni»r
™
link,
"■-r1 1 „_.."
Dim*
i
Matamil
Dm*
■"ST*
:
:
,
— |
-
-^-~
- , .J
H
:
Storekeeping in Denver — Part of Materials-Received Page.
ment, signed by the storekeeper, approved by the general
manager and forwarded to the purchasing agent. These forms
are 12 by 7 inches and printed in purple copying ink.
Shipments of supplies when received are either accom-
panied by a delivery slip of the company of which the goods
have been purchased, which is receipted for by the store-
keeper, or a special "goods received" slip made out in trip-
licate is used. This latter slip is 7% by 5% inches in size
and is ruled for the following information: Name of company
delivering, number of packages, weight, quantity, articles, sig-
nature of recipient. Such sWps are made up in pads so that
inches, ruled off for exhibiting the following information:
Month and year, name of supply firm, number and amount of
invoice.
Before the bills for materials received are returned to the
auditing department the prices are figured and recorded in
the loose-leaf price book with pages 11% by 11% inches. This
book forms a complete record and description of all goods
received, together with prices and manufacturers' numbers,
and by the use of this book a permanent record is obtained
for estimating and comparing costs for materials to be bought
The pages of the price book are ruled for classification as to
January 12, 1907.
ELECTRIC RAILWAY REVIEW
41
the standard material accounts and each has columns for the
manufacturer's catalogue number and initial of the article
bought, its name and the price paid. Before the bills leave
the storekeeper's hands a record of the freight charges is
made in a freight record book, which has pages 10 by 10%
inches ruled for the following information: Date, number of
package, description, gross weight, from. via. charges. When
this information has been recorded the storekeeper signs the
bills and forwards them to the auditing department.
Whenever any material is returned to the storekeeping
distributed as debits to the material and stores accounts al-
ready recorded under the 79 headings as earlier described.
The freight and labor charges are also entered and distrib-
uted in the material and stores accounts, according to classi-
fication. With this information totals and balances may be
taken for each account at the bottom of the page.
Requisitions on the storekeeper for materials are signed
by the shop foremen and made on two standard forms. These
forms are alike as to wording, but one is printed on white
paper indicating fluit the material desired is for repair pur-
- ■
The Denver City Tramway Company.
As/*? 190
Memo, of second-hand Supplies and Scrap Metal received at Store Room this date.
* T U\
D~"P"°"
Condition
Where t-rom
Price
CBEniT ACGOSBrl
Mi ra ■.■<- •
fcmooni | Number
_
f
-■
Signed:
Storekeeping In Denvei — Daily Record of Second-hand Materials Received.
department either as scrap or second-hand supplies, complete
information regarding it is entered on a credit slip 9% by C
inches printed in red ink, which is ruled for the following
information: Date, quantity, (number and pounds) descrip-
tion, condition, where from, price, credit account, (amount
and number) signature. As such materials are turned in
they are received at a slightly lower price than that for which
they can be sold. At the end of each month a summary of
the information on all these credit slips is made.
This record not only shows the total amount for each
day, but this total Is also distributed to the expense and spe-
cial accounts so that the price of the material may be cred-
ited to the original "material and supplies" accounts against
which it was charged when bought. The monthly summary
sheet of material and scrap returned to the stock room and
poses, while the other is printed on yellow paper indicating
that the material required is to be used in manufacturing
shop goods. These requisitions are S'4 by 12% inches and
ruled for the following information: Number of requisition,
division or department, date, quantity required, article, for
use on, car number. A space is set apart at the right-hand
side of the requisition and reserved for the storekeeper to
enter on the requisition the price, amount and account num-
ber. Requisitions are signed by the shop foreman and ap-
proved by the superintendent of rolling stock. At the end
bf each day the clerks In the storeroom deliver the filled
requisitions to the storekeeper, where each article on the
requisition is priced from the price book as earlier desci i
A blank form Is provided for notifying the shop foreman
of a shop order. This blank Is 4% by 8 Inches and Is ruled
Summ.-iry Shea oi MATERIAL and SCRAP Ri Storeroom and \
,.,-._. .v. .-c. .. - , -
< -. i «
r
•
•
i
•
— i-
:
•
=F
:
• •-. gsasj
Storekeeping In Denver— Monthly Summary of Materials and Scrap Returned to Storeroom and Yarda.
yards In 18% by 11V4 Inches ami rated for exhibiting tie
value of materia] returned and this amount distributed as
'i .11 column
;i nui nf the
Man'! oto. 'lie
from ! to ?A down tie I Bflh line will In.
ord tot "Hi- <i;iv '.r the month and at lie- bottom will sp
ppar totals for the rartot • 'i as dlHti
total for ' 'iel of earl, DBODtl lUnte
for the ration soootmts on ihiH sum'
tor tin- following Information: Date, number or simp order
to which all lnbor and material «iii in- charged, signature of
lotions as in what
be in had and t in- number "i
tied by thi
[Tor "I "H an
port Man] Is Itepl which exhibit
lowing Information regarding oil ami delivered
He oil ii Date of i m "id barrel
Iptlon, for wti.it 0, i.i- need on i
42
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 2.
total amount, signature. By means of data recorded on a
sheet 14% by 1"> inches a monthly inventory and statement
of the painting material on hand, purchased and used is made
availahle. Instead of charging off small amounts of painting
materials and handling this department the sanie as the gen-
eral stores, a record is kept and the materials charged off
in bulk as cars are finished.
By means of these detail Information blanks it is
alphabetically, rending across the page from left to right.
By means of this sheet the information on the daily requisi-
tions is assembled under the standard classification headings
and at thia time the classification is also noted on the requi-
sition. The totals under the various classifications as shown
on the assembly sheet are entered on a "daily summary of
material and stores disbursed." This sheet is 23 by 17 inches
and is ruled to exhibit the following information for each of
"•■ '
THE DENVER CITY TRAMWAY COMPANY
MONTHLY STATEMENT OF PAINTING MATERIAL
Ou Hind
PuitfaHM
Mil
Uttil
M 71. It PlIC*
A.„oUnl
On H.u.l
Purest!**
Total
Onltaod
Used
ARTICLE
H —
cm- IHntihlni Vnrnun
It I.I Pi <■■ ii r . ■
-
Pom
Ii Pumlea Stow, Powd ,
1
l.umr
1
-_
=
l
■ .-„..,.
• ■
Iirj Orson.
1
1
Oraan in Unnii
1
rz
CARS Piiruto
CARS VARNISHEO
Storekeeping in Denver — Monthly Statement of Painting Materials.
Form 53 -1000
Memorandum Sheet. DATE, 190 —
BIABIMOI
■
■■■ * ;-"<""**
L-01t»UTAT0lt9AK» PARTS
.
C.HIIOV t^rsi,.-
C.IAIN
CKWRKT »>» ni.r. ius
BOTTI XS.NA.IS AND RIVETS
Storekeeping in Denver — Assembly Sheet for Obtaining Totals.
mnnth 19(1
■"*"7 M '""I vt
IM.ENS6 .,CO«VT,
s«ci«t ucooim
HATKmLlEADH.0.
,..,.
'
1
jG
-
-
"
.
'
■■•
»
'
1
T..TAL
unl B,
■
t "
■Ml ',", 4 !■.„.
....
^^._-'-"rn
j»u.
■ — '
-
-
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,..,...
Ill
""
l
i,1
\
^
JC
l I
. 1 II II
1
a -' '•'' ■ ■' '■'
3 i
Storekeeping in Denver — Summary of Stores Disbursed Daily.
possible to fulfill the purpose of this department and render
a daily statement of all the materials and stores disbursed.
Such statements are furnished the auditing department, en-
gineering department and kept in the storekeeping depart-
ment. To collect the information for this daily statement an
assembly or memorandum sheet 12 by 14 inches laid off in
1%-inch squares is used. In each of these squares is printed
a heading for one of the standard material and stores classi-
fications. These classifications on this sheet are arranged
the standard material headings: Total and disbursed amounts
for 32 standard expense accounts, total and disbursed amounts
for special accounts; at the bottom, totals for each expense
and special account and net amount. Credits are made in red
ink for the material returned during the day.
A monthly record of the daily disbursements is kept
posted in a book with pages 20 by 20 inches. These pages are
ruled to receive on one line the information exhibited on the
daily disbursement sheet; the rulings provide for the follow-
January 12. 1907
ELECTRIC RAILWAY REVIEW
43
Ing Information, both (or regular expense accounts and spe- ited a trial balance may be taken showing the amount of sto
cial accounts for each day of the month: Requisition nuni- on hand for each classification.
ber. total amount and amount distributed among the 70 or All sales to other companies are billed on a standard
ottco Material and Stores, Disbursements expense accounts.
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Storekeeping in Denver — Monthly Record of Stores Disbursed.
195 THE DENVER CITY TRAMWAY COMPANY 196
RECORD Of MANUFACTURED ARTICLES
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more itaodard cut »'■■ I tomi and madi ■• thai Imi maj ba
f„r and of the month I bald and the audi I tmenl i"- Blven the bill. V
■neb lalea are made, ir tha mat. i
44
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 2.
proper credit is given to the material and stores account and
the bill is given a number and entered in a sales book, which
carries the totals through to the end of the month. The
pages of the sales book are 10% by 16 inches and are ruled
to receive the following data: Bill number, to whom sold,
iption of material, price, amount, total amount and the
accounts to which credit should be given.
Bach month a statement of all the business done by the
storekeeping department tor the past month is rendered to
the auditor. This statement makes available the stores ac-
counts distributed as to operating expense, construction ex-
pense, balance on hand, etc. When the information on this
report has been checked by the auditor the storekeeping de-
partment balances its ledger. In this ledger all materials re-
ceived are debited to the material and stores accounts and all
disbursements are credited to the same account: thus the
balance shows the stock on hand.
A special book is kept for recording the material used
and the costs of articles manufactured in the company's
shops. On the pages of this book are itemized the supplies
drawn from the storekeeping department by the special
requisition for shop jobs; the record for such jobs is kept
on these pages until the job is completed, and then a special
shop order exhibiting the number of the job is returned and
the labor is added to the amount of the material used. It is
thus possible to get net costs for the finished goods returned
to the storeroom.
In order to have the material accounts exhibited in a
simple form a journal or memorandum book is kept and
cross entries made charging the accounts benefited by mate-
rial unused and crediting the accounts from which the orig-
inal material was drawn.
TIE PLATES. BRACED TIE PLATES AND TIE RODS.*
Bl I. r. BOl Mil V. I. M. INKER MAINTENANCE OF WAY, SYBACUSE
BAFIn TRANSIT BATLWAY COMPANY.
A SIMPLE SLEET CUTTER.
The accompanying illustration shows a sleet cutter de-
signed by Mr. C. E. Atkinson, master mechanic of the Rich-
mond, Ind., shops of the Indiana Columbus & Eastern Trac-
tion Company. This type of sleet cutter has been used for a
year and is said to have _
worked very satisfac-
torily.
It will be noted that
the device consists of
a semi-circular brass
shell with a remova-
ble and reversible cop-
per lug. This lug has
its flat sides tapered
so they fit into a slot
cut transversely in the
center of the shell.
When in use the shell
fits into the groove
around the trolley
wheel and as so
placed the lug is held
firmly in its position.
At one end of the
shell, which is Of cast sieet Cutter with Removable Wearing
brass, is a small pro- Surface,
jection designed to fit
into a %-inch hole in the trolley harp; the other end is pro
vided with a hook around which the trolley rope may be
looped, thus holding the shell and in turn the lug firmly in
the groove of the trolley wheel and assuring that the hard
copper lug will bear against the trolley wire. Other than its
low cost, this form of sleet cutter has the advantage that it
may quickly be attached to a trolley pole, and also that a
supply of copper lugs may be carried by the car crew and on
long runs inserted when necessary. Consisting as it does of
only two parts, the first cost of the device is quite low.
Our attention was first called to the inefficiency of braced
tie plates as a means of holding girder rails to gauge, when
the cars on several of the lines in Syracuse began to leave
the tracks; and in every case we found the track in the
neighborhood of the place of derailment to be from one-half
to one inch wide gauge.
The track construction on these lines is as follows:
Nine-inch half-groove rail. Lorain section 90-317, oak ties,
6 by 8 inches by 8 feet, six inches of coarse gravel ballast,
and malleable iron brace plates every six feet. The concrete
for the paving, which is both brick and asphalt, extends from
the bottom of the tie to about four inches above it. The
track has been down about ten years.
The derailments became so numerous a short time after
putting some new heavy cars on the lines, that we decided
to place tie rods in all of our tracks having the half-inch
groove rail and brace plates.
When the track was opened for the tie rods we found
the ties in fair condition, but many of the brace plates were
bent backwards and others twisted away from the head of
the rail, being practically of no use for holding the rails to
gauge. The track had been gradually widening out under
the small cars and when the large heavy cars were run, it
took only a short time to widen the gauge until the track
was unsafe.
Tie rods have now been placed in most of this track and
we have had no more trouble with derailments. The great
objection to brace plates, judging from our experience, is
due to their being spiked to wooden ties. They are depen-
dent for their efficiency on the holding power of the spike,
and as the ties get old the continual tipping of the side-bear-
ing rail loosens the spikes, and allows the brace plates to
twist and become loose; they also cut into the ties as the
ties decay, thus allowing the rail to tip outward. A great
deal of care should be taken when putting on brace plates,
as the spikers will often twist them when spiking and get a
poor bearing under the head of the rail; crooked or uneven
ties will also make trouble in getting a good job.
We have some steel brace plates on a piece of track
which has been down for about three years and have had no
trouble as yet, but the cars are small and 10 minutes apart.
When this track is to be paved we shall place the tie
rods six feet apart in addition to the present brace plates.
The use of brace plates would be advisable in laying track
in an unpaved street, which would be paved in a few years,
as a strong steel brace should hold the track when the
ties are in good condition ,and when the street is paved we
shall put in the tie rods.
The objection to tie rods in an unpaved street is that,
as the filling between the rails settles, the rods are ex-
posed to wagon traffic and bent or broken. The theoretical
objections to brace plates as compared with the tie rods are
as follows: The brace plate depends for its efficiency on
the condition of the tie, and braces each rail independently;
if the braces on one side fail the gauge will widen : with the
tie rod, if the rails get out of line, they will move together
and maintain the gauge. On ordinary girder-rail track a
half-inch or so wide gauge will not cause derailment of cars,
but with the half-groove type, especially Lorain section
90-317. half-inch wide gauge trouble will occur much more
frequently.
The lip on this rail is thin and narrow, and flattens dowrn
under wagon traffic, often breaking off in places. When a car
comes to a place where the track is a half-inch or more
wide gauge, the flanges of the wheels on one side get inside
of the lip of the rail and when the track comes to gauge
again the opposite wheels are forced over the head of the
rail, causing derailment of the car.
With this type of rail to contend with, necessitating
tight gauge for safety, tie rods are the best fastening. If
a strong steel brace were used in connection with a steel tie,
it should make an efficient device for holding the rails to
gauge.
There is not much to be said in favor of the use of or-
dinary tie plates on rails in a paved street, as the concrete
between the ties will support the rail, and keep it from cut-
ting into the ties to any appreciable amount. However, the
concrete in the older tracks in Syracuse does not seem to be
of any use for holding the rails to gauge as spreading has
occurred as stated.
•Presented before the Street Railway Association of the State
of New York January 11. 1907. Buffalo. N. Y.
January 12, 1907.
ELECTRIC RAILWAY REVIEW
45
ENGINEERING ASSOCIATION EXECUTIVE COMMITTEE
MEETING.
A meeting of the executive committee of the American
Street and Interurban Railway Engineering Association was
held at the rooms of the Transportation Club, New York, on
January 7. There were present, President H. H. Adams,
superintendent of shops, the United Railway & Electric Com-
pany. Baltimore. Mi!.: Vice-President Fred G. Simmons, su-
perintendent construction and maintenance of way, Milwau-
kee Electric Railway & Light Company, Milwaukee. Wis.;
Secretary and Treasurer S. Walter Mower, general man
Southwestern Traction Company. London, Can.; F. H. Lin-
coln, assistant general manager, Philadelphia Rapid Transit
Company, Philadelphia. Pa.; Fred N. Bushnell. chief engi-
neer. Rhode Island Company, Providence, R. I.: W. T. Dou-
gan, engineer maintenance of way. New York City Railway.
New York; P. V. Swenson. secretary. American Street and
Interurban Railway Association: H. W. Blake. Street Railway
Journal; C. B. Fairchild, Jr.. Electric Traction Weekly; and
F. W. Lane. Electric Railway Review.
The report of the secretary and treasurer showed a bal-
ance of $266 on hand. In relation to finances Secretary Swen-
son expressed the belief that the financial condition of the
principal association would be such as to enable all work
••d to be done by the affiliated associations to be carried
out satisfactorily. In reference to committee work Mr. Sim-
mons expressed the view that the work would be done better
and more willingly if it were understood that the committee's
expenses would be taken care of by the association.
In the consideration of subjects for papers for the next
convention there was some discussion of the desirability of
joint action between the Engineering and the Claim Agents'
associations as to vital points in rolling stock design and con-
struction that might have a bearing upon work of the claim
agents. This was in line with the address of S. L. Rhoades
of the Claim Agents' association at the Columbus convention.
Se%-eral points were suggested to which the consideration of
the two associations might advantageousl u jointly.
such as with reference to car steps, folding running boards,
gates, etc. PresHent Adams suggested that the claim agents
be asked to prepare a statement of points in which they
would be particularly interested. Mr. Lincoln stated it was
the practice; of the claim department upon the road with
which he is connected to send to him each month a list of
such claims as had come up during the month and which
were based upon mechanical d ifects. This statement gave
the amount claimed anil the particular cause and It was stat-
ed that these data were sufficient to enable each case to be
followed up Individually until the blame was located exactly
where It belonged. The practice had resulted In a reduction
of claims of nearly 7" per cent by :> upon
which the claim was based. The matter was summed up In
resolution which was presented by Mr. Sim-
mons and which was ;>
mm, Thr-re are many mechat -t In connection
with ti and <•; ftjrs which
art nt ut. tn nic<-nt» of th< various
panles and regarding which they may d'etre to suggest altera-
tions and Impr
Engl i
i matter be gl "i "t
suggestions made and iu<
that In the opinion "f •
ring Association thin mall
come up f at a joint meting
association* during the II
Th<- "Ml. • which wjh I- ft In .in
unflnl*h<-d state n> tton was not den"
i," upon which a vaiuaM.. paper was
at tho la • I Wlnaor, w,v
the ; ear. with u I
the operation of the plant described by Mr. Winsor brought
up to date. It was also decided to invite Mr. W. W. Cole,
general manager of the Elmira Light & Water Power Com-
pany. Elmira. N. Y., to furnish a paper covering his experi-
ence with gas engines.
Upon the subject oi "Steam Turbines" Mr. Lincoln was
instructed to hold himself responsible for the preparation of
a paper, and it was also suggested that it might be possible
to secure a paper treating this subject from a historical point
of view from Professor Storm Bull of the University of Wis-
consin.
The method followed in the consideration of these sub-
was that of holding a member of the executive commit-
tee responsible for the preparation of certain papers, whether
prepared by himself or someone else at his request.
The committee on "Standardization" was continued from
last year. Some changes were laade in the composition of the
committee, H. W. Blake and C. B. Fairchild. Jr., being ap-
pointed in place of Paul Winsor and F. H. Lincoln. As chair-
man of the committee on "Maintenance of Way" Mr. Sim-
mons suggested the desirability of a paper on "Care of Road-
bed and Right of Way on Interurban and Urban Lines," this
to cover such subjects as oiling and sprinkling the roadbed,
keeping poles and grounds in presentable condition, etc. It
was also suggested that this topic be assigned to a sub-com-
mittee, which should endeavor to get in touch with all main-
tenance of way officials and obtain data in a form to be turned
over to the "Standardization" committee. The "Maintenance
of Way" committee is now composed of F. G. Simmons, chair-
man, Thomas K. Hell. Interstate Railways Company. Phila-
delphia, and C. A. Alderman, Cincinnati Traction Company.
"The Wear of Rails and Joints in New York City" was
assigned to W. T. Dougan. engineer maintenance of way, New
York City Railway. New York. In discussing this subject the
matter of corrugation of rails was brought up and Secretary
Swenson was requested to secure data from members of the
association and others for publication in the proceedings.
"Concrete Ties" was also suggested as a subject and an
endeavor will be made by the committee on "Maintenance of
Way" to secure data.
"Control Apparatus," a subject carried over from last
year, was assigned to a committee as follows: Chairman,
J. S. Doyli In b Rapid Transit Company, New I
George J. Smith, Kansa way & Light Company, I' 1
Callaghan, Pittsburg Railw: my.
".Maintenance and "ti of BHi Equipment"
assigned to a committee consisting of John l.indall, Bos-
ton Elevated, W. D. Wright, Rhode Island Company, Provl-
dence, R. [., B. T. I Metropolitan West Sldfl Klovated,
Chicago, l l. Smith. Schenectady Railway Company, Schen
ectady, N. Y.
■ I. in idama express* i the view thai the last-named
i. mi. i in- bandied with special reference '" in
linn oa ill.- D
R. B. Stearns, Chicago & Miiw lectrlc Railroad,
appointed re] ition
on thl
■nil ..i \ i. m ," was
- n It was thought to be a
• Bring subject ami It
n in the commll I the
\m.-i lean association.
■ rarstu • milnalR, with I to Bffecl
on Rolling Stock," commit! nnlxtlng Of
B. v a Ldghl Comi
Martin Srhn-iver. Publli Corporation of Men F<
-.tin iiimf international Company Buffalo
Houses for Both ' • and StOI
was asHlgiied in ,i commit ti
Rhode Ulaad Company, Prorldenci i; i R I indi
• .II i miipany. Indei son in. i and I
46
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 2.
Graburn, Montreal Street Railway Company. It was decided
wiiii reference to this subject thai the committee should not
attempt to make recommendations hut endeavor to secure as
large a numbi r as possible of typical plans of >■:" bouses and
assemble them tor convenient reference.
it was voted as the sense oi the executive committee that
at the annual convention the session should not be opened
on Monday morning but that the first session should he at
two o'clock p. m. on Monda; .
QUARTERLY MEETING OF THE NEW YORK STATE
ASSOCIATION.
The Street Railway Association of the State of New York
held a quarterly meeting at the Iroquois Hotel, Buffalo, on
January 11, 1907, convening at 10 a. m. There were about
50 members and guests present. Especially valuable papers
were read treating the subject of "Track and Roadway."
In the discussion Mr. I. E. Matthews, chief engineer of
track Rochester Railway Company, favored the use of nine-
inch grooved rails laid on oak ties supported by concrete.
He thought this type of structure was most satisfactory for
the streets with heavy traffic, and that where traffic was
light it might he well to use T-rail with a flange-way in the
pavement adjacent to the rails. Mr. F. D. Jackson, roadmas-
ter International Railway Company, favored the use of Car-
negie steel ties embedded in concrete and supporting nine-
inch girder rails.
Mr. E. P. Roundey. engineer of maintenance of way
Syracuse Rapid Transit Railway Company, presented a paper
on "Tie Plates, Braced Tie Plates and Tie Rods." This paper
will be found on page 44 of this issue.
In discussing track substructures Mr. A. H. Stanley,
Public Service Corporation of New Jersey, stated that in
some instances concrete had failed and for this reason broken
stone was favored. Other speakers favored the use of con-
crete with gravel instead of broken stone.
Mr. C. G. Reel, Kingston Consolidated Railroad Com-
pany, read a paper in which he presented strong arguments
favoring T-rails. In the discussion of this paper many good
reasons were advanced showing why T-rail is preferable to
girder rail. Mr. T. W. Wilson, International Railway Com-
pany, Buffalo, did not favor the use of T-rail in streets where
the traffic was especially heavy.
Papers were presented on various methods of making
rail joints. Mr. P. N. Wilson, Rochester, presented a paper
on "Electric Welding." In the discussion several opinions
were favorable to the "thermit" process.
The members of the associations and guests were enter-
tained at lunch by Messrs. H. J. Pierce and T. W. Wilson, of
the International Railway Company.
NEW LINES NEAR LOUISVILLE.
The Louisville & Eastern Railroad Company, of Louis-
ville, Ky., has recently completed the nine-mile extension
of its lines from Beards to La Grange, Ky., and is now ope-
rating its cars through from Louisville, a distance of 27
miles, on one-hour headway.
A substation at Buckners and an addition 50 by 55 feet
in floor area, to the power plant at Marcia have recently
been built. The new installation at the power plant in-
cludes: Two 250-kw. direct current Westinghouse generat-
ors and one 300-kw. alternating-current generator, 200-kw.
rotary converter. 450-hp. Buckeye eifgine and a 250-hp. Vogt
Machine Company boiler. A 6,600-volt transmission line has
been built between the power house and substation.
In view of proposed extensions of the railway the power
house improvements are of a temporary nature. Before the
Shelbyville division is completed, the contract for the grad-
ing of which has already been let. a new power plant will be
erected at a point more centrally located and where a better
w ater supply may be had.
i in Shelbyville division is a branch leaving the present
line near Louisville and following the Shelbyville pike for
a distance of -7 miles, passing through Middletown and Simp-
sonvllle. The route selected for the line is thickly settled,
n is planned to use either the single-phase alternating cur-
rent or the 1,200-volt direct-current system for operating this
line
A SIMPLE PIT JACK.
The pit jack shown in the accompanying illustration is
probably about as simple a device as could be built for
raising and lowering wheels under cars. This device, as
used in the repair shop of the Hot Springs (Ark.) Street
Railroad Company, consists of two track jacks bolted to
parallel timbers resting on the axles of two pairs of small
flanged wheels. The entire truck may easily be moved along
a narrow-gauge track laid in a cross pit. Thus the jack
A Simple Pit Jack.
serves all the repair pits of the shop. The Barrett jacks as
used have 47-inch rams so that there is considerable vertical
movement possible.
When wheels are to be lowered the car is placed in posi-
tion over a removable section of the repair-pit track. The
axle is then made clear of the journal and motor bearings
and the jacks raised until the wheel flanges are clear of
the track rails. The removable sections of the pit-track
rails are then shifted so that the jacks carrying the car
wheels may be lowered until the wheels will clear the pit
tracks. It is then a simple process to roll the truck carry-
ing the wheels, along its own track until such a position is
reached where the wheels may be lifted by an overhead
crane or set upon planks across the pit and rolled onto the
shop floor.
January 12. 1907.
ELECTRIC RAILWAY REVIEW
17
REGENERATIVE CONTROL.*
1!V A. RAWOETH.
In using shunt motors for electric traction certain dif-
ficulties are encountered. Thus there is the difficulty ol
changing from series to parallel, or vice versa, which consists
principally in the fact that the speed of the armature varies
inversely as the strength of the field and directly as the
voltage across the brushes. It is obvious, therefore, that
in changing from series to parallel the field strength must
be practically doubled, otherwise the moment the armature
circuit is closed across 500 volts a violent attempt will be
made by the motors to accelerate the car.
The operation of strengthening the field can be carried
out fairly quickly, but not quite quickly enough, consequent ly
it is necessary to insert some resistance in series with the
armatures to check momentarily the rush of current due
to the inexactitude of the field strength. This will be re-
ferred to later.
It is also necessary to insert some series field winding
in series with each armature, for without this precaution
the motors would not work in parallel.
It is also an essential condition that in breaking the
current either when going out of series or when coming out
I a
Earth
Regenerative Control — Figure 1.
ere should be no n d circuit, otherwise
will i><- heavy Rashes In the controller. In this re
motors differ entirely from series motors, In combl-
:i with which latter resistances are necessary when
■ g the cli •
Tin- method by which the resistances are put In circuit
betoi t in- armature circuit and taken out again
before breaktaj cnil will be described later on. Apart
from this little difficulty, the operation of this controller is
'•■rations Is shown in Kin. I,
win' : m showing the connections on each notch
Her arranged fur working
Referring to this diagram, H win be seen thai the
then "n the Ural notch the
then cut out In ad on notch No. I the
the full hum
being fully excited. This notch gh- from
it Is an advantage to have the minimum
both for the sake "f . In current
doe ■■! ol th"' rheo lod and b
. mlnlmm it which the ill return cur
to the line On not • rted
In the yhunl ill with '
..r I mil)
hour faster than the minimum reactive speed. On notches
7. 8 and ;), when the controller handle is being turned in a
clockwise direction, the connections are exactly the same as
on notch li. Thus, when the circuit is opened preparatory
to going into parallel, there is no resistance in the armature
circuit. On n ill the resistance in series with the
shunt fields Is cut out, thus giving the maximum held
strength, the armatures are connected in parallel, each In
series with its series field winding and resistance is inserted
in the main circuit. A resistance is put in parallel with
the series windings in order to shunt a portion Of the cur-
rent, therefore only so much current as will balance the load
between the two armatures is allowed to pass through the
series winding. On notches 11 and 12 the resistance in tin-
main circuit is cut out In steps, and on notch 13 the arma-
tures are in parallel across the full voltage, the field strength
being at the maximum. On notches 11 and 16 resistance Is
inserted in steps in the shunt field circuit to attain the top
speeds.
When the controller handle Is turned In a counter-
clockwise direction, the same combinations as when ai
rating are made as far as notch 13, and the speed reduced
from the maximum down to a speed which is only slightly
more than double the maximum regenerating speed In series.
But on notches u>. li and 10 the connections are exactly the
same as on notch 13, and when the circuit is opened pre-
paratory to going into series there is thus no resistance In
series with the armatures. On notch 9 resistance is con
nected in series with the shunt field windings and the arma-
tures are connected in series. In scries with resistance. On
notches S and 7 this resistance is cut out in steps until on
not eh 6 the armatures in series, are connected across the
full voltage. On not eh 5 the resistance in series with the
shunt fields is reduced, and on notch 4 it is cut out alto-
gether. At this point the speed of the car has been reduced
to the minimum regenerating speed. The handle is then
shut off in the usual manner and the hand brake applied.
But when moving the handle from notch 4 to the off posi-
tion, the resistance which was inserted on notches 1. 2 and
3. when moving in a clockwise direction, is kept short-
circuited, thus again providing tor the opening of the cir-
cuit with the armatures connected across the full voltage
The rheostatlc brake notches I. 2 and M make connections
similar to those used for the same purpose in ordinary eon
trollers. But these notches In the controller coincide with
the power notches 15, 14 and 13. This is effected as follows:
Notches 1, 2, 3, 10, 11 and 12 make connections as shown
on the diagram when the controller handle is moving in a
clockwise direction, but when the handle is turning in tin-
opposite direction the resistance In series with the arma-
tures is kept short-circuited.
The notches t, s and 9 give connections as shown in
the diagram when the handle is moving in a nerelook-
wise direction, but the resistance in series with the ainia
tup-s is kept short-circuited when the bandle is moving In
a clockwise direct ii
rring to Pig i, which is a development of the con
trailer laid out In the usual way: linger 22 is connected
direct to the trolley, and the six Dngers Immediately below
it me connected to the resistance used in the ormatun
cult, when the controller oyllnder connects the trolley
32 t" one of these resistance Dngers, the current
Mows through the real tance ooi cted between that I
ami the bottom oni R 8 and then through the arms
For on notch i anger 23 is connected to finger it 3,
the resistance In circuit Is therefore it. 2 On notch
5 tin connected to linger it, b, the resistance is
therefore CUl ted Now contact ling X. Is loose on
the main cylinder, and is driven bj B pin winking in a slot.
which enables the loose ring to lag between the main barrel
by ti covered by three notches, when the eon'
i clockwise direction, the po Won "t this slip-
ring own on the diagram, but it the oontrolli
movei o notch 6 and thi to the oir position,
the slip contact h three notches behind 111.
ol the main cylinder and takes up the position shown In
dolled lines. It will tbui I"- seen that tin . .• In
10 ii ami 12 is short circuited
when the controller handle Is being turned In a coupler
in i be .Hue manner the resistance In
It on notches 7, 8 j borl circuited onlj when the
direction, Now notch
.viien the
tune The Dn
the trolle) and connected to
i oyllnder on the left of the
nI on He Ill a QOtl
on ti on. i notch, it i i; 8 and on the
48
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 2.
notch all resistance is short-circuited by contact X., which
will be in the position indicated by dotted lines.
The present form of controller has only been in exist-
ence 12 months, but about 100 of them are working suc-
cessfully. When the first experiments were made in 1903
the motors were connected permanently in series, the speed
being regulated by the shunt field. This worked well on the
level, but great difficulty was experienced in preventing
drivers from climbing steep gradients with a weak field, which
caused heavy flashing at the commutators. It was then
recognized that the introduction of the series parallel system
of control was necessary to make the regenerative system
suitable to ail conditions. The first scheme was to weaken
the field until the armatures had attained a speed in series
double the minimum reactive speed, then to open the arma-
ture circuit, double the shunt field strength, close the arma-
ture circuit again with the armatures in parallel, and then
again weaken the shunt field to attain the necessary speed.
For these experiments a box full of open switches was used.
It was found that the armatures could be put into parallel
only by making a considerable pause to allow the field to
braking. If a car were descending a grade, and from any
cause were cut off from the source of supply, the braking
effect would be immediately lost, also the driver in shutting
off his controller might produce momentarily the combina-
tion of a strong field and a high speed, thus allowing the
motors to generate a voltage which has destroyed a consid-
erable number of lamps and not a few station voltmeters.
Both these troubles have, however, been cured, or rather
prevented, by the device shown diagrammatically in Fig. 3.
Suppose a car to be descending a gradient at, say, six miles
an hour, and suppose also that while so doing the trolley
comes off the wire, there is a tendency for the voltage across
the motors to increase; directly this happens, the current
in the coil A increases and trips the switch X, so estab-
lishing a circuit from contact E to F, and then the resistance
C to earth.
In actual practice it is found that should the supply be
interrupted as explained above, a car can be brought to a
speed as low as two miles an hour by the ordinary move-
ment of the controller handle, the regenerated current pass-
ing through the resistance C, instead of along the trolley
Reversing Bairel
Reverse Forward
Brake Runnin;
Brake Barrel
Line
111
Cable Bundle to _
other Controller
Overload
Circuit Breaker
O
Armature
Regenerative Control-
Y
Eartii
-Figures 2 and 3.
t
Earth
increase, and then only on the level. To cure this the con-
troller was arranged to insert a small resistance in the main
circuit in order to give the shunt fields more time to in-
crease. This arrangement worked well, and the motors
could be switched into parallel on an 8 per cent gradient.
It was then found that getting the armatures back into series
was even more difficult than getting them into parallel, it
being necessary to use more resistance in the armature
circuit. This difficulty was, however, overcome in the first
series parallel controller that was made on the circular
plan. Many motors, however, will not work sparklessly in
series with the field weakened sufficiently to produce double
the minimum speed, and the controller has therefore been
redesigned with three resistance notches for making the
series parallel changes. Twelve months after the commence-
ment of the experiments with series parallel working there
were 14 cars running with series parallel control on the
Yorkshire Woollen District Tramways, an^i they have never
given any trouble.
It can tip taken as a fact that any motor which is good
when series wound is good also as a regenerative motor.
Safety and Economy.
One of the advantages of this system is that any notch
corresponds to a definite speed, and that a car cannot accel-
erate beyond this and get out of hand. Until lately, how-
ever, there was one objection to the regenerative method of
wire. Thus the regenerative brake is not dependent for its
action upon the continuity of the supply circuit.
There are four claims for the regenerative brake:
1. It cannot, under any circumstances whatever, or with
any condition of the rails, lock the car wheels.
2. If it is out of order the car cannot be moved.
3. It is not dependent on the continuity of the supply
circuit.
4. The more you use it the less it costs; in fact, it pays
you to use it.
The saving in current varies according to the contour
of the -route, conditions of traffic, etc. On level lines it is
small, but on hilly lines may be as much as 30 per cent.
Copies of comparative current-consumption tests on cars on
the lines of the Bristol Tramway & Carriage Company over
about 44 miles, the South Metropolitan Tramways Company
and the Devonport & District Tramways Company are given
in the paper. In these three cases savings of 24, 26.7 and
28.7 per cent respectively are obtained. At Bristol and on
the South Metropolitan company's lines at Penge the tests
were made with special cars unloaded, but at Devonport the
meter was fixed on cars running in service, the tests ex-
tending over about 54 miles.
A special point of interest in the Penge test is that the
total current taken by the regenerative car, before deducting
the regeneration, is 6.5 per cent less than the current taken
by the aeries Motor car.
January 12, 1907.
ELECTRIC RAILWAY REVIEW
4<>
THE PROGRESS OF ELECTRICAL EQUIPMENT OF STEAM
ROADS."
BY BION J. Ai;\o| 0.
Oil a former occasion, in September, 1904. I said: "That
electricity will be generally used on our main railway ter-
minals, and ultimately on our main through lines for pas-
senger and freight service, I am convinced, but I do not an-
ticipate that it will always be adopted on the ground of
economy in operation, neither do I anticipate that it will
come rapidly, or through the voluntary acts of the owners of
m railroads, except in special instani
Confirming the prediction which I then made, to the
effect that the steam railroads would acquire the electric
roads paralleling them, I call attention to the fact that ac-
cording to published reports the New York Central & Hudson
River Railroad Company has since then, in addition to prac-
tically completing its great electric terminal in New York
City, either purchased outright or acquired indirectly the
controlling interest in most of the interurban roads parallel-
ing its lines between Albany and Buffalo, and the New York
New Haven & Hartford Railroad has recently acquired
practically all the interurban roads which compete with it
in its territory.
Projects Under Way.
The Krie Railroad is, in addition to its preparation for
the electrification of its terminals in the vicinity of Jersey
City, now equipping 34 miles of track extending southeast of
Buffalo, thus retaining traffic which might have been taken
from it by the construction of competing interurban lines.
In like manner the Pennsylvania Railroad system, in addition
to the electrification of its great terminal system In the
vicinity of New York, is gradually electrifying the Long
Island Railroad system. The New York New Haven &
Hartford Railroad Company is also going to great expense
In the electrification of its line from New York City to Stam-
ford. Conn., a distance of 31 miles, with reasonable probabil-
ity of gradual extension of electric traction over its system.
Those few examples, together with the electrical opera-
tion of the great Simplon tunnel, by means of which the
traveler will be carried from Switzerland into Italy without
the annoyance due to obnoxious gases emitted from the
steam locomotive, I believe are sufficiently impressive to em-
phasize the correctness of the lines of development outlined
by me in 1901, involving, as they do. an expenditure of ap-
proximately $100,000,000 for electrical equipment, and a col-
lateral Investment of some $300,000,000 more.
In addition to these general types there are now under
ruction, or contemplated construi I in-
stallations adopted for various reasons, such, for instance, as
the St. cialr tunnel of the Grand Trunk Railway system,
ling from Port Huron, Michigan, to Sarnia, Ontario,
wherein steam locomotives will soon be abandoned and
trains operated electrically. The equipment of the Cascade
division of the Great Northern Railway, over the Cascade
mountains, a distance of about 100 miles, although not yet
definitely decided, Is another notable example of the contem-
I application of electricity to steam roads. Its equip-
ment would eliminate the use of steam locomotives now
operating over a tortuous piece of road, and through a long
and difficult tunne] Klectriflcatlon Is also contemplated up-
on a division of the Southern Pacific Railway, through the
Sierra Nevada mountains, for the purpose of eliminating the
difficulties due tu tunnel operation and of Increasing the
I the road, which is now limited by the ilse of the
earn locomotl
New York Central A. Hudson River Railroad Company.
The \,.w York Central Railroad Compan ntiy
operation, for price, Interurban trains
rnnnli • w York City and Yonkera, a dl
H tin now Introducing electric locomotive* Into the
-n of It k through trains, be!
the G Tal terminal and i nd North
Whit* Plaint, on the Harlem division, 29 miles, from New
York
Installation win. when completed, con i t of two
power stations of - ions
which win supply and dlstributi bout
400 miles of track within a rndlus of 40 mil-- from the I ItJ of
New York. The type Of I'H'omotive fOT through train service
has, by a long series of experiments, i
doing the work for which It Is Intended Thirty-five of these
IhleagOi
in .
machines are now read; tor operation, and will be intro-
d as rapidly as men can be trained to i them.
Bach locomotive weighs too tons, has a normal capacity of
2,200 hp. and a maximum capacity of 3,000 hp. and will run
peeds varying from 10 to 80 miles per hour, depending
upon the weight of the trains, which Will vary from 250 to
900 tons. Two or more locomotives can be coupled together
for heavy train service, and operated upon the multiple-unit
in iu the same manner as the cars.
Two hundred steel motor cars will soon be placed in ser-
vice, each equipped with 400 hp. of motor capacity, and so
arranged thai they can be run singly or In multiple, at will,
although some are now used as trailers without motor equip-
ments Each motor car is 60 feet long over all. weigh
tons, seats t'.il passengers, and is designed to run
imum speed of '>2 miles per hour.
One power house, in which has been installed 20,000 kw.
capacity in turbo-generators and the necessary auxiliaries,
is now- In service, and the energy is distributed trains
by means of four substations, in which are placed storage
battery auxiliaries for the purpose of regulating the load
upon the power stations, and for reserve capacity in ease of
accident to any substation or power station. From the sub-
stations the energy is distributed to the trains by means of
adarj copper feeders and the inverted, or under-contact,
type of third rail.
Pennsylvania Railroad Company Tunnels.
Beginning at Bergen Hill in New Jersey, about 2.7 miles
from the proposed New York City station, and almost d
ly in line with Thirty-third i Manhattan Island, the
plans of the Pennsylvania Railroad contemplate the construc-
tion of two tunnels, each 19 feel in dlami allel with
each other, from Bergen Hill, through the Palisades, and un-
der the Hudson river, thence under a portion of Manhattan Is-
land to the terminal station located between Thirty-second
and Thirty-fourth Streets, and Seventh and Eighth avenues in
New York City. From this terminal station eastward there
will be four tunnels, each 23 feet in diameter, extending
across the island under the East river to the terminal in
Long Island City, where the tracks will come to the surface,
and connect with the extensive yard contemplated by the
Pennsylvania system at that point. Through these tun
which are about 14,000 feet in length, will be Qperatd, by
electric lot all passenger service entering New |
of the Pennsylvania Railroad, and probably a large
amount of freight for the distribution yard at Long Island
City. The suburban trains for interurban service passing
through these tunnels will be operated On the multiple-unit
m, and the electric locomotives will be, as in the case
of the New York Central, similarly operated, when it i
sired to couple them together.
Hudson & Manhattan Tunnels.
For the purpose of enabling the interurban and other
n roads entering Ji . to enter the city of New
there are now being constructed tw her systems
oi tunnels, one under the name of the Hudson & Manhattan
Railroad, and the other under the name of the New York &
Jersey Railroad. The interests of both companies have re-
centl) bees consolidated and now operate under the name of
former.
The two tunnels of the Hudson & Manhattan company
1 I hange Place |] I ity to a
terminal at Church and Full- In the Island of Man
Of about B, tee) The tunnels of the
New York & Jem y Railroad company will extend from
the foot ol I'm In Jersey City to Morton it
mi Manhattan i land, i distant I about 6,000 ft.
It will be noticed that the tunnels of both of these com-
nre considerably smaller than those of the i
ranla company, 'i ructed tor the purpose of
feedlni the pn bway of the tnterborougfa company,
quently all can entering these tunnels will have to be
of the speelal small and lov by the lllter-
boroi. my, m misfortune which it .ible
now to overcome, as it win effectually prevent any of the
through trains of the Steam road, which now terminate at
nterlng Manhi md unlets thi
.'. h tunnels or their own to bo hereafter constructed
in addition to the subways heretofore mentioned, to bo
used for tho a< 'Hon of steam railway trafflo, there
four additional tuns ructed under the Bast
riM-r. two Up 'he New York a Lone [aland Railroad C
md two under the direction of the
omnalssion, from the present terminal or the
orough subway al the Battery to Joralemon street in
•.n. connecting with the noway under construetlon
50
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 2.
tn the Flatbusb terminal of the Long island Railroad Com-
pany.
It will thus be seen thai when (lie tunnels which
are now under construction arc completed there will lie six
under the Hudson river, ami eight under the East river, or
fourteen in all.
Operation Details.
While certain experimental electric locomotives have
iniilt tor operation in the Pennsylvania tunnel, and it is
probahlc that the third-rail, direct-current method of propul-
sion will he used, 1 do net understand that the type of loco-
motive or system of propulsion has been absolutely decided
upon.
All ears which will operate through the tunnels of the
Hudson it .Manhattan company, and the Xew York & Jersey
company will necessarily have to be of the type which will
opet ate upon the direct-current third rail, such as is used in
the operation of the Interhorough company's subway.
The Xew York Xew Haven & Hartford has adopted the
single-phase overhead-contact method of train propulsion, and
is now engaged in installing and getting ready for operation
the most extensive and elaborate single-phase system yet
attempted, the outcome of which is being watched with great
interest by railroad men.
This company is at present installing electric traction
on its system between Woodlawn, where its tracks join those
of the New York Central, and Stamford, Conn.. 33 miles from
New York. Between Woodlawn and Stamford the road will
be equipped with overhead working conductor, operating
with single-phase, 25-cycle current at 11,000 volts. From this
conductor the current will be collected by means of under-
contact sliding shoes, transformed to a pressure of about 450
volts by the transformers carried upon the locomotives, and
used in the motors as alternating current. Each locomo-
tive is designed to weigh 72 tons, has a nominal capaci-
ty of 1,000 hp. and is designed to make 26 to 45 miles per
hour, with trains varying from 200 to 250 tons. Several
of these locomotives have been delivered and are now being
tried out upon the experimental tracks of the company, and
it is expected that they will go into practical service as soon
as the overhead work and power station equipment can be
completed. The company will not at present use the
multiple-unit system, but will operate .its suburban trains by-
means of these electric locomotives, 30 of which have been
ordered for this service. The overhead construction is di-
vided in sections with suitable circuit breakers at the end
of each section which will open automatically in case of a
short circuit, or can be manually controlled by the towermen.
St. Clair Tunnel.
In order to eliminate the present objections regarding
the use of steam locomotives in the St. Clair tunnel of the
Grand Trunk Railway system, extending between Port
Huron, Mich., and Sarnia. Ont„ the officials of that company
decided a little over a year ago to adopt the single-
phase method of propulsion. The equipment will consist of
six electric locomotives, weighing 120 tons each, having a
normal capacity of 1,500 hp., capable of exerting a drawbar
pull of 25,000 pounds, at a speed of 10 miles per hour, and a
maximum speed for passenger train service of 35 miles per
hour.
The power station, which is now well under construc-
tion, will contain two 1,250-kw. turbo-generators, either one
of which will be capable of operating the tunnel up to its
full capacity, the other being held in reserve.
Erie Railroad.
The Erie Railroad Company has a commission organized
for the purpose of electrically equipping its lines, now run-
ning out of Jersey City, a total of about 250 miles, although
it is contemplated that but 35 miles will be immediately
equipped, viz.: the division extending from Jersey City to
Greenwood Lake. In addition to its suburban lines in the
vicinity of Jersey City and its terminal, the road now has
under construction 34 miles of single track, known as the
Rochester division. This division lies between Rochester,
X. Y. and Avon, with a branch between Avon and Mt. Morris.
The single-phase alternating-current system will be used,
having a working pressure of 11.000 volts on the overhead
conductor. The energy will be secured from Niagara Falls
at a pressure of 60,000 volts. Six passenger coaches, 54 feet
long, and seating 56 people, will be placed in service, each
car weighing about 50 tons, and equipped with four 100-hp.
motors. These cars will be capable of a maximum speed
of from 45 to 50 miles per hour, and of hauling one trailer.
While this extension of the Erie system is short, the com-
pany has under contemplation the electrical equipment of its
entire suburban service surrounding Jersey City, which will
involve an expenditure of some $15,000,000. Plans are now
being formulated for this expenditure.
West Jersey & Seashore Road.
This is a recently electrified branch of the Pennsylvania
from Camden, X. .).. to Atlantic City, 65 miles. The equip-
ment consists cit a power house, 8 substations, and 71 miles
of duplicate high-tension line. The service is ultimately tto
consist of three-car express trains running 60 miles per hour
on a LS-minute headway, and local service at lu-minute inter-
vals.
The equipment of this line was done in record-breaking
time, the site for the power house having been chosen Jan-
uary 17, 1906, and on July 1st two boilers were under steam
with a turbine and auxiliaries running, and car service on
the line.
In the substations the line voltage is reduced and trans-
formed from 33,000 volts three-phase, to 650 volts direct-cur-
rent. Third-rail equipment was used, of Pennsylvania Rail-
road standard dimensions. These dimensions will satisfactor-
ily operate with equipment of the Long Island Railroad and
the Interhorough system of Manhattan Island.
The rail is protected at stations and in yards. The cars
for service on this line have a seating capacity of 58, are
double vestibuled, and are well protected from fire risk. The
cars are 55 feet 5% inches long, and weigh, when fully
equipped, 89,000 pounds, being heated and lighted electrical-
ly, and equipped with hand brakes and quick-service air
brakes.
Southern Pacific Railway, San Francisco.
The Southern Pacific Railway system is making active
preparations to change about 20 miles of local steam line for
electric traction service. The line extends from the ferry
terminal to Alameda and Oakland. Generator station is at
Alameda point. The electrical equipment is built for 500
volts direct-current, with overhead trolley and utilizing pres-
ent tracks. A year has been allowed for this work to be
completed, after which time the electrification of the lines
may possibly be extended. It is not the intention at present
to do away with the steam locomotives, but these will be
used to aid the electric service during the rush hours. It
is stated that an appropriation of about $1,250,000 has been
made for this work.
West Shore Railroad.
An important piece of equipment for electrical operation
is now under construction by the West Shore Railroad sys-
tem between Utica and Syracuse, N. Y. The work in hand
covers a distance of 44 miles, and the passenger schedule
provides for limited trains in each direction, making the dis-
tance from terminal to terminal in 1 hour and 22 minutes.
Electric power will be furnished by the Hudson River
Electric Power Company, which will deliver three-phase 60,-
000-voIt current at the railway company's substation 7 miles
west of Utica. There will be four substations located about
10Y2 miles apart. These will be identical in construction
and each will be equipped with two 300-kw. rotaries and nec-
essary apparatus for transforming 60,000 volt three-phase cur-
rent to direct current for distribution to the rails at 600 volts.
The transmission line towers will be of steel. There will
be 391 of these towers with normal spacing of 4S0 feet. Most
of the towers are 39 feet high, the highest being 63 feet.
The line conductors will be located at the vertices of an
equilateral triangle 7 ft. on a side. The third rail construc-
tion is the Wilgus under-running protected type. The com-
pany will operate 15 closed cars, 49 feet over the bumpers,
each equipped with four 75-hp. motors per car, and multiple-
unit control.
Spokane & Inland Railway Company.
This is a single-phase line between Spokane. Washing-
ton and neighboring cities, having a total mileage of 114.
The capital invested in the project is approximately $3,500.-
000. The service includes passenger, mail, express and car-
load freight. The power is purchased from the Washington
Water Power Company and is delivered to the railway com-
pany as three-phase 60-cycle current at a frequency-changing
station 10 miles south of Spokane. This station has four
frequency changers each of nominal 1,000 hp. capacity which
convert the current to 25-cycle 2.200-volt single-phase cur-
rent. For transmission to the substations this 2,200-volt cur-
rent is stepped up to 45.000 volts and transmitted to 15 sub-
stations where it is stepped down to 6,600 volts for direct
connection to the trolley circuits. The cars and locomotives
operate on three different voltages at different parts of the
line.
The cars are equipped with four 100-hp. alternating-
current motors. The locomotives use the same type of
January 12. 1907.
ELECTRIC RAILWAY REVIEW
51
motors but have a capacity of 150 hp. each. Both the loco-
motives and coaches may be operated on the multiple-unit
m. The locomotives are capable of handling seven stan-
dard freight cars, fully loaded, at 30 miles per hour, on level
track. The locomotives weigh 4H tons each and have a length
over the bumpers of .:> feet
European Work.
Some recent installations may be of interest. Pr>
is being made on the tunnel work under the Seine for addi-
tional lines to the Paris Metropolitan Railway.
The project for the tunnel under the English channel
between Calais and Dover has acquired a new interest and
is a subject under much discussion. The proposed tunnel
would be 18 feet in diameter, the submarine portion being Jl
miles in length with approaches 6 miles in length and ol
course would be operated electrically. This tunnel is de-
signed to carry the rolling stock of the principal European
railroad companies.
The Simplon Tunnel Locomotive.
The locomotives are designed to allow two normal run-
ning speeds which are obtained by the proper switching of
the circuit. Power used is from 3.000-volt three-phase 15-cycle
circuits and provides the two standard speeds of 25 and 40
miles per hour. They are designed to pull a total load of
4 4" tons including the locomotive, this condition to hold
good even with reduction of line pressure as low as 2,700
volts.
A trolley is mounted on the roof at each end of the loco-
motive and works against the overhead wire, the design of
this trolley being a special feature of this locomotive. The
lower parts have the form of a parallelogram which can be
raised, or lowered by air pressure. The upper arm which
carries the trolley contact is made very short and light and
has a limited motion to either side.
Conclusions.
From what has been said it can be seen that rapid pro-
is being made in the application of electricity to steam
tailroads. Some installations have been made on account of
the economy in operation to be effected, and the increased
earning capacity to be gained, while others have been made
under public pressure.
With the completion of the work now under construction
by the New York Central and the New York New Haven &
Hartford Railroad companies the steam locomotive will dis-
appear forever from the island of Manhattan, and Its sur-
rounding territory.
Prom an examination of the map of the business district
of Chicago, bounded by Sixteenth street, Hnlsted, Chicago
avenue and 'he lake, It will be seen that 23 per cent of this
la occupied by the tracks of steam railway companies In
view of the | ,te of the art of electric railroading
the right tl vitiate the air of our congested districts by
mission Of large quantities of carbon dioxide from the
stacks of numerous locomotives is as questionable as the
to foul Hie air by the stenches from our stockyards.
possibility of the removal of these yards
our midst, is it unreasonable to hope 'hat all of
railroad companies, through the wise foresight of their
*, may help to purify and beautify the city,
ing tl ot now under way by our pro
civic this purpose? In my Judgment
and probably three of the companies now operating In the
afford tr, and would profit by the electri-
itlon of their ^ni> .us.
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
BY J. L. BOS KB, LL. B.
Women Street Car Conductors.
feature <~\ the Valpara
car system is I'k conductors; they are women, wrll
nndent of the I
•I In like in Santiago and all the Other •
r stectrii
an Into being at the time of the revolution of 1891, when
men and plentiful H.<
• iring the
Intervening years stin retained, To a
If la an inten
ik<- way In whirl,
left |,
Inic ':
Little Rock Railway ft Electric Co. v. Goerner (Ark.), 95
S. W. Rep. 1007. July 23 1906.
A street railway, the supreme court of Arkansas says,
may make and enforce reasonable rules to facilitate its busi-
ness, and to protect itself from fraud and imposition. So
long as these rules are not inconsistent with the rights of
the public to transportation over the company's road, and do
not impose unnecessary and unreasonable burdens upon them,
th.y will be enforced.
Expense OF Rniiwn,, DETECT COMPETENT Kmukm t RELATIVE
i" Wam or Came.
Haskell v. Manchester Street Railway i N. H.). 64 Atl. Rep.
186. June 5, 1906.
The amount of expenditure required to have remedied
the defect from which the plaintiff received her injury, the
supreme court of New Hampshire says, had some tendency
to show whether the defendant was guilty of a want of care
in not making repairs before the accident. The evidence
was competent.
Duty to Tobacco Uses Sum, in,, in Vestibule as Reqiired.
Goodloe v. Metropolitan Street Railway Co. (Ma
S. W Rep. 182. July 2. 1906. Rehearing denied 0
1906.
The Kansas City court of appeals says that counsel for
the defendant appeared to think that the plaintiff was at fault
in choosing to stand in the vestibule instead of seating him-
self in the car. The defendant did not raise the issue of con-
tributory negligence In its answer, and therefore that
was not in the case. But had it been presented, the fact
suggested would not have sufficed to make the plaintiffs con-
duct an issue for the consideration of the jury. The plaintiff
had the right to indulge in the use of tobacco during the
transportation, and was riding in the part of the car pro-
vided by the defendant for such passengers. The defendant
impliedly invited him to be there if he chose, and in no man
ner was relieved from the performance of the duty it owed
him as a passenger by his acceptance of the invitation.
Mm., i:\ian am, COW i OS Oltl I'm: 1-'. now SeSTAJ
THOS] OK IXOTHEB C \H Fmiin,. ,,, Tl UN on BlOCE
Ljohtb — Bupncitnci oi Birou-Bloce Bts
Berg v. Seattle, Renton & Southern Rail
87 Pac. Rep. 34. Sept _ i :
On a portion of a single lilway
between two streets 1,866 feel apart when re sidings
and none between, a single-block block-llghl system
structed. consisting of five poll m equal ill-
apart, on each ,,r which re two red incandescent elec
trie light- m the north side, ,,f the pol<
on b or lever st the south end, while those <m the
south sides would be turned on at the north end of the
block, the llgn
the motormen on all cars being required to
turn the lights on wli.i the MOCS and tli.
squired to turn the lights .,rr. it being the duty
of the oondoetc that the motormen turned the II
f Tin- tilngton holds that
the motormen and conductor oi ring the b
frotn i,,. in,, I,, i man and
the other sod, s<> that the i would not be liable to
tin- ,,f the
tO t'lt'tl the II.
i.r the
tn bound i
52
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 2.
accident could noi have occurred, because in that event the
witness would have seen the lights and remained at the end
of the block or returned to that point, the court holds that
this indicated that the system was sufficient for the pur-
poses for which it was Intended, and was reasonably safe,
which was all that was required.
as were already there were not allowed to become filled up
and obstructed, so that the water could not pass through.
If it failed to exercise due diligence in this respect it was
guilty of negligence, and must pay the damages caused by
such negligence.
Running 01 Cab v7i Ljghi fbow Tboixe* Pole Having
Left Wire.
Higgins v. St. Louis & Suburban Railway Co. (Mo.), 95 S. W,
Rep. 863. June 19, 1006.
\n electric car collided with a wagon after dark of a
November evening. The evidence showed that, the light upon
the car went out at a point about 250 feet back, by the trolley
iug the trolley wire, by which the car was divested
both of light and motive power. How this happened to be
done was not explained by the evidence. Whether this fail-
ure to have the light was the negligence of the defendant's
agents whilst running, conducting, or managing the car, or of
some independent cause was not made to appear from the
evidence. All that did appear was that the trolley pole left
the wire, and that the conductor immediately tried to re-
place it. Under these circumstances the supreme court of
Missouri, division No. t, concludes that there was not suffi-
cient evidence to sustain the ground of alleged negligence of
failure to have a light upon the car. Moreover, the court
says that it cannot conclude that because the streets and
crossing mentioned were within the corporate limits of a •
large city that they were such as would require a reduced
rate of speed in approaching them even without lights upon a
car.
Liability for Obstructing Flow of Water of Company
Building Road and Its Successor — Duty of Latter to
Examine Roadbed and Track to See That There Are
the Required Openings.
Ft. Smith Light & Traction Co. v. Soard (Ark.), 96 S. W.
Rep. 121. June 18, 1906.
A company which was this traction company's prede-
cessor, and required by city ordinance to construct its tracks
with suitable bridges, drains, or pipes at all gutters, so as
to permit the flow of water under the same, built its roadbed
across a depression or drain which crossed the street, with-
out putting in a culvert or drain for the water to pass
through, thus forcing more water to pass under a nearby
existing bridge over a creek, where it also partially ob-
structed the creek by placing a bent under the bridge, with
the supports resting in the bed of the creek. Having al-
tered the flow of water in that way, it became the duty of
such first company, the supreme court of Arkansas says, to
see that this creek should not become further obstructed,
and the contention that it was guilty of no wrong in this
respect could not be sustained.
The contention that this traction company could not be
held responsible for the injury from thus obstructing the
flow of water and causing it te back up and enter a store, in
the absence of notice that the solid roadbed and the bent
under the bridge obstructed the water and were nuisances,
because this traction company did not construct the roadbed
or erect the posts and bent under the bridge, the court also
does not consider sound, the ordinance under which the road
was constructed requiring of the company constructing it,
"its successors and assigns," that the roadbed should be
constructed and maintained with suitable bridges, drains and
pipes to permit the flow of water under the same. When it
purchased this railway and took charge of it, this traction
company, the court says, assumed the burden of complying
with this ordinance. It could not escape by sayffcg that it
had no notice. It was its duty to exercise ordinary care
in examining its roadbed and track, and in seeing that it
had the required openings, and (hat such openings or drains
No Liability for Negligence of Volunteer Assisting Em-
plots of an Independent Contbactob fob Fireworks at
Ami si mi;nt Park.
Noggle et al. v. Carlisle & Mt. Holly Railway Co. (Pa.). 64
Atl. Rep. 547. May 14, 1906.
The defendant company contracted with a dealer for
an exhibition of fireworks in a park on the line of its rail-
way. By the terms of. its agreement the dealer was to select
the fireworks from his stock, to have them exploded, and to
make the best display that could be made for the price
agreed upon. The company procured extra policemen for
the occasion to preserve order in the park, but it did not
reserve nor exercise any supervision or control of the ex-
hibition, which was placed by the dealer in the exclusive
charge of a competent employe. During the course of the
exhibition a piece known as a "flowerpot" failed to explode,
and the father of the man in charge, who was assisting him
merely as a volunteer, handed it to a boy 12 years old and
told him to take it away and have a good time with it. He
took it some distance from the crowd, touched a lighted
match to it, and was injured by its explosion. A verdict
was directed for the defendant. The supreme court of Penn-
sylvania affirms the judgment in the company's favor. It
says that the company properly policed the park, provided a
suitable place for the exhibition, and placed it in charge of a
competent person. The negligence that caused the injury
was that of a volunteer assisting the employe of an inde-
pendent contractor. For this the company was not an-
swerable.
No Liability for Injury to Inexperienced Woman With In-
fant in Arms Falling Between Platforms of Cars on
Elevated Road — Request to "Move Quickly" Not Un-
reasonable— No Duty to Warn or Assist Such a One —
Care Required of Her.
Hawes v. Boston Elevated Railway Co. (Mass.), 78 N. E.
Rep. 480. June 20, 1906.
The plaintiff, with an infant in her arms, had got on
the platform of a car of one of the trains of the elevated
railway, and was in the act of entering the door when the
brakeman spoke up sharply and said: "Smoking car,
madam; you can't go in there; cross over into the front
car, and move quickly." In attempting to obey him she fell
between the platforms of the cars and was injured. The
space between the two platforms at its narrowest part was
7 inches and 11 inches wide in its widest part, the ends of
the platforms being so constructed that both curved away
from each other. The supreme judicial court of Massachu-
setts sees no evidence of negligence on the part of the defen-
dant. It says that there was nothing to show that the space
between the cars could have been made any less or that
the ends of the platforms could have been made any differ-
ent. The defendant was not bound to warn the plaintiff of
the space between the cars, or to assist her in crossing from
one to the other and the brakeman's request to move quickly
was not, in view of the nature of the defendant's business,
an unreasonable one. Whether the plaintiff was in the ex-
ercise of due care need not be decided. But it would seem
that for her to step from one car to the other without look-
ing down was hardly consistent with the exercise of due
care on her part. The infant in her aoms and her own in-
experience and weakness would seem to have called for the
exercise of more care, instead of serving as an eacuse for
the exercise of less care.
January 12, 1907.
ELECTRIC RAILWAY REVIEW
53
PIPING & POWER STATION SYSTEMS.— XXVI.
UV W. I.. MORRIS, M. I
The arrangement as shown in Figure 236-(Hll-l) has
an outside water-circulating tank and an admission val\
discharging water through a syphon-T, thus bringing about
a forced circulation when the valve is open. It is desirable
to place the storage tank as high as possible, thus increas-
ing the velocity for circulation and raising the overnow. b.
to a height sufficient for discharging into the open heater.
To insure the water passing over the entire surface of the
water box the tube. c. is attached to the end of the inlet
",i'""""""
Figure 236— (H11-1).
pipe. To permit of free circulation the connections from the
tank to the water box should be of large size and arranged
in as direct a line as possible. To prevent the possibility
of water wasting away through the supply pipe, if for any
reason the pressure on it should drop below that at the
inlet pipe, a check valve, d, should be placed in the inlet
pipe. With connections as shown when the water becomes
very hot it will boil in the tank and give sufficient warning
to the operator so that he may know when to alter the set
of the valve, a. and prevent any damage. To allow for the
boiling away of part of the water without lowering its upper
surface below the inlet, the connection, e, should be made
lower than the outlet, b. Unless this precaution Is taken
when the water level is lowered below e, circulation through
water box will be entirely stopped.
It may be advisable to consider the merits of some of
icvlces using fire tile In place of water-cooled boxes and
designed to do the same work. Tin- water-COOled parts are
used to save the expense of fire tile destroyed by the high
temperatures to which they are subjected. In many cases
Mta more to maintain the water cooled part than to
replace the tile, but as a means of comparison note may
Lken of the heat wasted with the irater box. (This is
i method of comparison.)
For n water box in a lmiior, lying close
to th< away from the direct Same, taking
at about 50 di using al 100 i about
two gallons of water per mlnnte are required. This change
in temperature requirea an expenditure i L n per
minuti- and assuming thai the boiler Is In service 80 pet
me, the total for I would be iit.
0 • B L 11 per hour this win be
per boiler hoi iinm thl would repn
i.oni |16 The tile 1 • <t*« i f '•
would ordinarily cost about three dollars, and
. in.-
1 year wliho.r
men! does not
of pumping
n follll-l "
expensive than the cost for the repairs themselves. This
has been found to be the case with supported flat arches
made of tile and designed with ventilation space to prevent
the support from being burned.
It has been found by experience thai it is economical to
have a self-supporting ignitins arch in a boiler furnace.
Such arches are free from metal supports and their tem-
perature may become very high, in fact much higher than
the melting point of iron. These arches bring about such
a saving of fuel as to economically permit of the renew al
of the arch every six months and then save money when
compared with the ventilating type of construction.
Small losses in a power plant are not easily noticeable,
and in fact are quite difficult to measure. If only 1 10 of a
pound of the steam generated by each pound of coal is
sacrificed this loss will amount to about 1.5 per cent. With
I horsepower boiler, which would burn about 7,500 tons
of coal per year, this percentage of loss would approximate
with coal at $2 per ton. $22". per year per boiler. A great
difficulty in station operation is the fact that everybody can
see when a dollar is spent, but nobody can see the effect of
saving ten times this- amount by careful operation. Money
spent for coal is looked upon as a necessary expenditure,
but that spent, for renewals and repairs is usually viewed as
an unnecessary charge brought about by careless manage-
ment or defective apparatus.
Low-Pressure Water from Economizer to Heating System.
In many power plants hot water serves best for heating
service. If there is available an abundance of exhaust steam
ir will probably be good practice to use it for heating the
water in a large heater. For a condensing plant the heating
problem becomes somewhat more difficult. A heating sys-
should be under low pressure. This precludes the use
of water taken direct from the boiler.
The higher the pressure carried by a condensing plant
the more suitable would be the use of low-pressure econo-
mizers; with the lower pressures the strains In the econo-
mizers would be comparatively small and a supply of water
suitable for heating would be available.
In Figure 237-(H12-l) is shown an economizer arranged
tor operation at low pressure, with this arrangement pump
No I serves to Keep the economizer under pressure and dls
.,! watei either to feed pump .\'i>. 2 or circulating
pump \o. '■'■■ By closing valves a and b, Hie heating b;
tttirelj shut off from the economizer.
If the quantity of water ..assin:; through an economizer
Fljure 237— <H12-1>.
Ii rable th< " ol the Hue i the
will be lower.. i in ordinary practice an eeonomlser
dallvi brough it about i 8 u man]
units as the boilers, or, In other words, u has about 1 B
the 1 '"■"' Bj Increasing the
quantity or a Ing through tl conon tem
ore or the gases Is lowered, thus increasing thi •
..r the eeonomlser to posslblj 1 1 that ol the boiler plant In
mi/. 1 equipment (or 1 1 '
l.oll. 1
o4
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 2.
a temperature approximating that which would !»■ done with
260 horsepower capacity of Independent hot-water heaters.
It will not be found advisable to use over 10 per cent
of the total capacity of the boilers for beating purposes, as
there will be times when only part of the boilers are in
operation, and by using water from the economizer for
boiler feeding the supply capacity for the heating system will
also be decreased. With large power plants, say of 5,000
boiler-horsepower capacity, only about 3 per cent of the out-
put will be required for heating, possibly 150 horsepower, and
this duty can readily be performed by the economizer with
no perceptible change in water or flue-gas temperatures.
The efficiency of a heating system so arranged would even
be higher than that of a steam plant not having a heating
system in connection with its economizers, since the ar-
rangement as suggested would utilize heat that otherwise
would be wasted.
Low-Pressure Water to Plumbing Fixtures.
In nearly all power plants both hot and cold water are
required for the plumbing fixtures and, therefore, a low-
pressure supply is necessary for this service. The light
float valves furnished with water closets, basin cocks, etc.,
are only suitable for low pressures of about 20 pounds. These
valves operate well on much lower pressures, but under
such conditions for pressures of about five pounds, require
somewhat larger lines.
If a low-pressure water tank forms a part of the power
plant piping system the cold-water service should be taken
from this supply. Water would then be available for clos-
ets and washbowls, even though the pumps were in use for
other service. If only a small quantity -of low-pressure water
is required, say 500 gallons per day, it may be advisable to
use city water if it is available. It must also be remembered
that as the quantity of water required is reduced the size
and cost of the necessary storage tank and its supports are
also reduced in direct proportion. For supplying such small
tanks the feed pump may be shut off from the boilers long
enough to allow the tank to be filled once a day.
To determine whether a tank or city main supply should
be used it is necessary to estimate the yearly cost of city
water as compared with the cost of raising water to a sup-
ply tank, taking into account interest and depreciation and
noting what saving there is with one system as against the
other. If the saving is small it is always better practice to
eliminate any equipment that requires attendance, repairs,
etc. This may lead to a decision in favor of city water. It
should be. remembered in estimating the quantity of water
used that one is apt to disregard waste caused by apparatus
out of order.
The supply of hot water to plumbing fixtures is usually
a difficult detail to arrange. This subject is discussed under
Glass D10, "Branches to Hot-Water Plumbing Fixtures," and
in Class A31, "Steam for Heating Purposes."
Generally speaking, there are available three systems
for supplying hot water to plumbing fixtures. The first uses
feedwater of high pressure and temperature, requiring high-
pressure valves and fittings. The second uses hot feedwater
with a reducing valve and standard low-pressure plumbing
fixtures. The third employs a steam water-heater using
water from a low-pressure main with standard low-pressure
plumbing fixtures.
If the plumbing contract is let before this subject has
been given sufficient consideration the fittings supplied will
undoubtedly be of the low-pressure type and, therefore, the
hot-water supply must be under low pressure. Many mis-
fits in power station piping systems are brought about from
this cause of ordering parts which in themselves may have
commendable qualities, but which fail to conform to the
requirements of the other parts of the general station sys-
tem.
In the ordinary power plant there are only a few hot-
water taps required, and for this reason it is better to take
the trouble at the time of building to secure high-pressure
valves than to afterward be burdened with the care of auto-
matlC devices required by low-pressure hot-water systems.
Low-Pressure Water to Separate Buildings.
If the location of the power plant under consideration
is such that it is advisable to furnish warm water to car
shops, offices or similar nearby buildings, it will be found
quite objectionable to take this supply from the feed mains
since they should be left for boiler feeding with the least
possible number of unnecessary connections. If a compara-
tively large quantity of water is required for outside feeding
another supply should be arranged, designed for low pres-
sure. If there is an abundance of exhaust steam the sim-
plest way would be to take low-pressure cold water from the
regular low-pressure system and allow it to pass through a
small exhaust heater used especially for this purpose. If the
exhaust steam is less than that condensed by the boiler
feedwater heater then this independent heater should be
placed ahead of the feedwater heater, thus first raising the
temperature of the water in it to about 210 degrees, even
though the feedwater heater may not raise the temperature
of its water above 150 degrees or less. If all the exhaust
steam is condensed in heating the feedwater then the live
steam heater shown in Figure 132-(A32-2) is quite as eco-
nomical as an exhaust heater.
If it is necessary to pipe both live steam and low-pres-
sure cold water for a considerable distance to the outside
buildings where hot wa-
-^ ter is also required,
^ and if the steam is al-
r
Srwfj
hr*
H?*
Figure 238— (H14-1).
ways turned on and
the exhaust is con-
densed for feedwater,
then the use of a live
steam water-heater
would be the more eco-
nomical method of fur-
nishing hot water. Thus
less water would be
wasted by running off
the cold water in the pipes when it is desired to get the warm
water. The live steam heater has another advantage in that
the temperature can be regulated and that all the condensa-
tion may be delivered to the water-heater by taking steam
from the bottom of a drip pocket. This practice will save
drips which otherwise might be wasted to the sewer.
If the plant is operated with the engines exhausting to
atmosphere then all these small savings gained by using a
live steam heater are of no consequence because such heat
secured from the exhaust is obtained without any expen-
diture for fuel.
If it is necessary to place the steam water-heater in an
outlying building it may be found advisable to lay out the
hot-water piping on the loop system. This will keep the
water in circulation so that it will be warm throughout all
the piping. Figure 23S-(H14-1) shows such an arrangement
of piping from which hot water may be instantly drawn
without drawing off the water in the main.
(To be continued.)
A meeting of the general committee in charge of ar-
rangements for the great electrical exposition which is to
be held at Niagara Falls in 1908 was recently held in that
city and the general opinion expressed by members of the
committee was that the success of the project was assured.
An important step was taken in the appointment of sub-
committees to arrange details. These committees will meet
in the near future for the purpose of forming a permanent
organization.
January 12. 1907.
ELECTRIC RAILWAY REVIEW
News of the Week
Plans to Relieve Brooklyn Bridge Congestion.
Br: - in January 4 submitted to the
board of estimate the report of the special commission of engi-
relievlng the Brooklyn bridge
crush in the si. time. The commission consisted of
Prof William H. Burr. William Barclay Parsons and Ira A. Mc-
impanied by a letter from Mr. Stev-
roving the report and asking the board to authorize the
■0 of corjn ty for the purpose of
carrying out the plans.
The outline of the report, as given in Mr. Stevenson's letter
is as
"1 submit herewith a plan si struction
t of the present Manhattan terminal of the Brook-
lyn bridge, and also a plan for carrying trolley cars over Sands
on the Brooklyn side of the bridge. The general scheme is
to transfer the present trolley car stands on the bridge by means
to sub-surface stands west of Park Row
on pi ently acquired by the city, thus making it possible
■ pockets in the space occupied by the present ter-
minal building, for the seven lines of elevated trains new
the bridge For quick relief it is proposed to extend the stm
-: Row, which can be built in six months from the time
of letting ■ t. This temporary structure must of m
sity be removed before the permanent plan is carried to comple-
tion. The operating company that this will permit it
ir elevated trains without change at Brooklyn.
station as proposed is completed It will be possible to
run trains vidgc at the rate of 15 miles an hour on a
headway of 45 seconds, thus increasing the capacity of the bridge
In the rush hours about I at The plans submitted pro-
-ible connection between the bridges by subway or
elevated loop."
The hoar.i i consideration of the report for a week.
The rapid transit commission after its meeting on January
tter to the board of estimate recommending the build-
up, connecting the Williamsburg and Manhat-
tan bridges, running down I < eet to a point near the
Brooklyn bridge and thence down William street to the financial
district. The route Is almost like the proposed McDonald plan.
tted on December 27, The commission believes that this
n be built for $12,500, exclusive of the cost of real
. and that It can be completed by the time the Manhattan
ration, in 1909. The further important suggestion
it the lin-- built over this route would be very attrac-
tive to a lessee and that It could profitably carry passengers for
a thre. rit taie. If the board of estimate concurs In this recom-
m.n 1 for tie- system will he hurried forward, so
rork can be got under way at an early day. Chief
.nn .,n tie- plans. The commission
took no a.tion with ref- 'lie proposed elevated loop bc-
the bridges.
Cleveland Traction Developments.
Ti.- United states supreme court
In thi l handed down
on M R W. Peckham. The court
• .i EOecti Ic Railway > ' pani 's frai
- B . ami East Ninth
1906, and thai the i
In 1904
un id company, was invalid.
which ii was hoped would deal up irtant
rver the right to fu
Hon facilities to the peopli of Cievi the slt-
e bad been api
■ of llhio.
In 111
<
,1 , .,iil|..in
ipplng
■
I
r.ndiK
neither the Forest City company nor the city has rights in the
property of the Cleveland
The Cleveland Electric company is still operating cars •■
the streets In question, which are among the most important
in the city, and Immediately upon r port of the sent
a communication to the city council ■ . Intention of bidding
for new franchises. In July. 1906, the company agreed to reim-
burse the city In case it was finally decided it had no rights in the
streets.
At a meeting of the city council on January i» the Cleveland
Electric company presented an offer to continue to operate
lines on which its franchises had expired on a three-cent tare
from now until the advertisement and sale of new tram
over I is n the receipts of the company for thOBi
show any surplus the excess Is to go to the city. The company
has also shown a readiness 1.. come t,, an agreement at once in
d to the compensation to be paid for the use Ol I
since the franchises expired.
Chicago Tracticn Situation.
Although the demand on all sides for an Immediate settlement
of the traction controversy ba stent each
..■ti. individuals ami civic organizations, the ordinances
not j reported to thi ouncll. a new ordinance,
under tin- name of the Chicago Railways Company, which
is n. take over the lines controlled bj thi Chicago Union Ti
Company, has been submitted. This draft guarantees to furnish
a perfect title to the property in case oi purchase by the cltj and
contains tin other agreements mail, between Mr. Walter i,.
Fisher, city traction counsel, and the company's representatives
■reeks ago.
Ha i is still persistently holding out tor a referendum
vote before the ordin finally passed, and on Monday. Jan-
uary 7. sent a to the eitj council asking it to re-adopt
the Foreman resolution of October in. 190.6, which declared It to
be the sense of the council thai thi in dealing with any
ordinance for the settlement of the fin. ago street railway question
should provide for a referendum. Alter an exhaustive discussion
by the council a motion to adopt the resolution under suspension
of rules was lost by a vote of 40 to 26, many aldermen who had
been considered among the mayor's following on the traction
n voting against it.
On the day following this defeat of his plans at the hands
of the city council the mayor had published m Beveral newspapers
an open letter addressed to the cttisens of Chicago asking thi
with him in a referendum petition, which
requires tin- signature! of -•'. pet cut of tin- registered voters, or
86.000 names, before February 1. He said that if private citizens.
organizations or newspapers would not do so. he would personally
circulate a petition B King th.' election COmi
si. .in is to place upon the ballots the question as to whether the
ordinances should be passed.
On January 7 the Chicago >'ii\ Railroad Companj was incor-
porated i.y t. ES. Mitten, John P. Wilson and ECdwara Morris, with
$100,000 capiiai stock. Mr. Mitten, who is president of the Chi-
Railway Company, is named as president. ObJ
been made thai the ordinance provides for the extension of the
Chicago City Railway to the north ami west sides in even! of
failure of the- Union Traction Company to accepl bit ordh
although the South side company's .baiter elms not provide for
such an extension. The new Incorporation give s th moan;
right to oi pari of ti
objection. Mr. Fisher has drafted I ocra section of tl rdinenoe,
providing for the- manner of ti xtenslon to tin- north and west
E such a pri lin- should be- necessary,
-I kepi by the Chi-
cago Union Traction ami Chicago ''in Rallwaj com] how
from Un mi i I
he plan provided for ill lb' Ori making thi
a partner in the bu provided in the ordinances, ->■• per
..nt of thi .dugs bave been credited to the city and 45
to the companii
even days of the j ear amo
to j> m the ''hi'
from the Chicago Union Traction Compa il ii of 126,616, or
i H wi.ui.i mean
(1,820,416 im in the city Op| is of tin proposed ordl
intended thai under the plan "f dividing nel n
would in nothing ntK
Ing of the I ■ ■ Ion ...111111111 •■ on Januat \
rm by Mi
which had been
ble, pi oil.-
1 1 1. but Should im! b' •• 1. .1 upon until
1 Tlus plan would allow tin required lime for getting
UP I1 I I" nil' Hi and would InVOl
lltloll el mi a Vole ll:
Mr Flshi
I w . . 1 . I i .
■
56
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 2.
under authority subsequently acquired; all rights of the com-
cease when the city or its licensee purchases and the
licensee acquires only the rights the council may Brant at
time; all mortgages on lie property must nave the consent of the
city; either the city or the companies may apply to the courts
for Hi- removal at anj engineer on the supervising commission
for fraud, corruption, or Incompetence; in the evenl of a failure
on the part of the Union Traction Interests to accept their ordi-
nance the city Railway will extend its lines to the wesl Bldi
to the north side undei thi authorltj of tb Cltj Railroad Corn-
Ten -Cent Fare Contention Sustained.
In a decision handed do anuary ~> the courl of appeals
of the state "i" New Fork confirms tie- righl of the Brooklyn Rapid
Transit Company to charge 10 cents tare on its Coney Island
The troubles leading up to the submission of the case to the
were set forth In the Electric Railway Review for August.
together with a statement from Presidenl Winter giving th<
railroad company's side of the case. The decision of the court "as
unanimous and on account of the importance of the principle in-
volved considerable extracts from it are given as follows:
"II is true that the defendant was Incorporated as a street
surface railroad; that it has constructed, owns and operates a
street surface road within the city of Brooklyn, and in case it
leases, operates any other street surface railroad within that city
it must furnish transportation over such leased connecting road
for one fare, but such is not the case we have under considera-
tion.
"The roads which it has leased and is operating which are in-
volved in this case- are not st . ••• t surface railroads but are elevated
and steam surface roads. The contention on the part of the state
is that the defendant's powers were limited to the operation of
street surface roads, and that when it undertook to lease and op-
erate elevated and steam surface roads they were brought
within the provisions of sections 101 and 104 (street sur-
face railroad provision), and that those sections should be con-
strued as applicable thereto. We are of the opinion that this con-
tention cannot be adopted.
"While the defendant was organized as a street surface rail-
road and was incorporated as stated, the general railroad law
has authorized and empowered it to lease the elevated and steam
surface railroads in question.
"We think it apparent, therefore, that when the legislature
authorized the defendant to lease and operate the elevated and
steam surface roads in question it not only became empowered
and authorized, but it was also its duty to operate such roads in
accordance with the requirements -of their respective charters.
"Having had cast upon it the duty and obligation to operate
such roads in accordance with the requirements of their charters
and the statute applicable thereto, as such lessee, it became en-
titled to all of the privileges and benefits authorized by their char-
ters and the statute, unless such roads are brought within the
meaning of the sections referred to in Article IV, in which the
defendant is limited to the charge of but one fare. We think that
they are not. As we construe those sections they have reference
to street surface railroads and no others.
"A corporation operating a street surface railroad is prohibited
from charging more than fare 'for one continuous ride from any
point on its road, or on any road, line or branch operated by it
or under its contract, to any other point thereof or any connecting
branch thereof, within the limits of any incorporated city or vil-
lage, if the right to construct such branch or extension shall have
been acquired under the provision of such chapter or of this
article.
"This provision has reference to street surface railroads, rail-
roads which were constructed under the provisions 'of such chap-
ter or of this article.' distinctly referring to those roads which
were constructed under the provisions of the statute pertaining
to street surface railroads. Nor do we think that the defendant
in dispensing with steam as a motive power and substituting elec-
tricity affected the situation or changed its right so far as the
question of fares are concerned. Such change has been authorized
under general laws, and by complying with the requirements of the
statute with reference thereto it may be lawfully made.
"The reasons that control the legislative mind in adopting this
statute may not be important. It is quite possible, however, that
the fact that the cost of the construction of elevated roads being
many times greater than of street surface railroads was one of
the reasons why it did not see fit to place them upon the same
footing as to fares. Whether the elevated and steam surface roads
in a city should be placed upon the same basis with street surface
railroads with reference to fares and the transfer of passengers,
is a question for the determination of the legislature and not for
the courts."
Officers' Pension Fund — The Montreal Street Railway Com-
pany is studying the subject of pension funds with a view to estab-
lishing such a fund for officers.
Increased Transfer Privileges in Philadelphia.— The Philadelphia
Rapid Transit Company, in response to a request of the Northwest
Business Men's Association, recently announced that it has de-
cided to establish 12 new transfer points in the northwestern part
of the city and that the new plan would be put into operation as
soon as the transfers could be printed.
Proposed Change in Indianapolis-Ft. Wayne Route.— It is an-
nounced that a change will soon be made in the routing of the
through limited cars from Indianapolis to Ft. Wayne over the In-
diana Union Traction Company's lines and those of the Ft. Wayne
«fc Waltfish Valley. At present the route is via the Ft. Wayne
,y- Wabash Valley from Peru to Ft, Wayne. Under the new plan
the cars Will use the Indiana Union tracks from Indianapolis to
Bluffton via Anderson and Muni., and the Ft. Wayne >v Wabash
Valley from Bluffton to Ft Wayne. The new route would reduce
the mileage from L8S to 1-- miles.
Bill for Ten-Hour Day. \i the instance of the Albany Street
Railway Employes' Association a bill Is to be introduced into the
.New York i th< aeJEl s.ssion which will provide for a
maximum working day of 10 hours, and a five-minute layover at
tie end of each run There Is already a law restricting the length
of the working day to ten hours in cities of over 100.000 population.
Limited Service Between Dayton and Indianapolis. -< >n Jan-
uary l the Indiana Columbus & Eastern Traction Company insti-
tuted new limited service between Indianapolis, Ind., and Dayton.
O., by way of Richmond. Ind. Limited cars leave Dayton at
9 a. m. and 2 p. in., arriving at Indianapolis at 1 p. m. and C
p. m. Cars leave- Indianapodls at 8:55 a. in. and 3:55 p. m.. arriv-
ing in Dayton at 12:55 and 7:55 p. m. In addition to these through
limited oars, the car leaving Dayton at 7 p. m. will connect at
Richmond with an Indianapolis car. making the distance in the
same time and arriving at Indianapolis at 11 p. m.
Report of Low- Fare Project for Milwaukee Denied The report
that Mayor Johnson of Cleveland, George K. Kobusch of the St.
Louis Car Company, and Joseph Hein of Kansas City are inter-
ested in a project to build a low-fare street railway system in
Milwaukee, which was published in the Review last week, has
been denied by the persons interested. Mayor Becker, of Milwau-
kee, who has been carrying on a campaign against the public
vice corporations in that city, in denying any knowledge of BUCh
a project, makes the following statement: "Any one, or any com-
pany, wishing to come to Milwaukee to build and operate a street
car line, I do not care who or where they come from, can come
here as far as I am concerned, providing they have the proper
financial backing and support; and I will welcome any or all of
them, particularly any one who will give Milwaukee a three-cent
fare service."
Conductor Convicted for Transfer Fraud. — The discovery of an
attempt to defraud the Brooklyn Rapid Transit Company of a
portion of its daily cash fares has resulted in the arrest and con-
viction of one conductor, with a six-months sentence in the pen-
itentiary, and evidence which it is claimed implicates three other
conductors and an outside confederate. The plan followed was
that of exchanging transfer tickets and passing them in in place
of cash fares received. The scheme was made practicable, it is
alleged, by the aid of a 12-year-old boy who carried the tickets
back and forth between the conductors, who were in the deal, and
who received as his portion of the proceeds one cent for each
transfer carried. It is claimed that each conductor could make
$2.00 or more a day by this method. An employe of the company
who had been invited to join the combination reported the inci-
dent and led to the discovery of the practice.
Chicago "Public Comfort" Ordinance Declared Void. — Judge
George A. Carpenter, of the circuit court, on January 5 declared
void the Chicago ordinance prohibiting the overcrowding of street
cars. The city had brought a large number of suits against the
street railway companies under this ordinance, but was restrained
from continuing prosecution about a year ago by Judge Mack.
The Illinois supreme court recently dissolved the injunction and
ordered a rehearing of the cases. The companies filed demurrers
and it was in sustaining these demurrers that the court declared
the ordinance void, on the ground that it does not define with cer-
tainty the offense it condemns. The ordinance provides that pas-
sengers must be carried comfortably and without overcrowding.
The court held that there is no exact definition of the words
"comfort" and "overcrowding," and that the companies conse-
quently could not know the exact conditions to be complied with.
Northwestern Electrical Association. — Secretary B. C. Adams.
Lincoln. Neb., has announced the programme of the annual meet-
ing, which will be held at the Coliseum. Chicago, in connection
with the electrical show on January 16. 17 and IS. The following
papers are to be read: "Enthusiasm," by Geo. E. Legler; "Profit-
able Co-operation." J. Robert Crouse; "Premiums to Employes. "
Ernest Gonzenbach; "Some Characteristics of Alternating-Current
Motors in which the Central Station Man is Vitally Interested."
C. W. Bergenthal; "Producer Gas Power." Professor Richter; "Out-
line Lighting." Homer Honeywell; "Some Phases of Smaller Cen-
tral Station Management," H. H. Scott; "Uniform System of Ac-
counting for Small Companies," Fred W. Insull; "Some Points on
Illuminating Engineering for the Small Central Station." J. R.
Cravath; "The Trend of Improvement in the Design and Operation
of Boiler Plants." A. Bement; "Warrantable Expense for Meter
Testing," O. J. Bushnell; "Premiums to Employes," Ernest Gon-
zenbach. This programme is subject to revision.
Does Not Want Trolley Lines. — The attitude of the Boston &
Maine Railroad concerning the acquisition of electric roads was
defined recently by President Tuttle in denying a report that the
company was seeking control of the Massachusetts Electric Com-
panies. He said: "Whatever may be the policy of the New Haven
road, that of the Boston & Maine is strongly opposed to the whole-
sale absorption of trolley lines. I have found that when you pro-
vide a market for electric lines they are built almost as fast as
the public highways will accommodate them. The Boston & Maine
does not intend to coustitute itself a market to which trolley pro-
moters may take their securities. So far as any interest in the
Massachusetts Electric Companies is concerned, the Boston & Maine
has never owned, directly or indirectly, a share in the stock of this
corporation, and has no disposition to obtain any interest in it what-
soever. If the New Haven road wants the Massachusetts Electric
January 12, 1907.
ELECTRIC RAILWAY REVIEW
• >•
Companies, either in whole or in part, it is welcome to buy it
and such purchase will encounter no opposition from the Boston
,v Maine. Where the trolley can be made a feeder to the steam
the latter may here and there And it to Its interest to own
the electric line, but the Boston & Maine is not seeking to buy up
competing or parallel roads.
Increases in Wages for Conductors and Motormen. — The be-
ginning of the new year witnessed r.n increase of the wages of the
conductors and motormen on electric railways in all parts of the
country'- Some of the companies who announced increases at that
time are at Indiana Columbus & Eastern Traction Com-
pany, increase of from 1 to 2 cents an hour according to length
of service; Northern Ohio Traction & Light Company, increase of
10 per cent on the southern division, thus putting the men on that
n on the same schedule as those on the northern division;
.apolis Traction & Terminal Company, increase of 1 cent an
hour; Ft Wayne .v Wabash Valley Traction Company city lines.
tse of 1 cent an hour; Illinois Traction Company, increase of
ats a day to all employes receiving less than Si. 50 per day:
Cedar Rapid & Iowa City Railway & Light Company, increase of
r cent: Topeka City Railway, increase of about 9 per cent.
The Public Service Corporation of New Jersey on January 1 put
into effect a new schedule for motormen and conductors of from
20 to 23 cents per hour. Increasing one cent an hour for each five
years of continuous service. The Concord Maynard & Hudson
Railway announced a schedule of 20 cents an hour for the
first year of service. 21 for the second, 22 for the third and fourth.
23 for the fifth and sixth. 24 for the seventh and eighth, and 25
after the eighth yea
Interurban Road Petitions for Joint Rates with Steam Road. —
The Cedar Rapids & i S Light Company of Cedar
Rapids. la., hat state commerce commission to
• lint throw- : ing the shipment of livestock
and i ■ points on Its lines and points on the Chicago
A: Northwestern Railway. The complainant sets forth that it
operates an Interurban electric line from Cedar Rapids through
Swisher. North Liberty and Coralville to Iowa City, and is capable
:.dllng trains of regular freight cars, and that its road Is con-
:. the Northwestern at Cedar Rapids. No other roads
pass through North Liberty and Swisher and various industries
which do a large amount of shipping are located on the complain-
ant's lin.- and have no access to outside points except over its lines
and the Northwestern. Several of these Industries had asked for
Joint through rates but when the electric road requested the steam
road for such rates the latter had refused. The commission is
also asked to prescribe a division of the rate. The Cedar Rapids
ft Iowa City Is interested In a proposed line from Iowa City to
itlne and If it Is secured the Joint rates asked for the financ-
ing of the project would be greatly facilitated.
Tl • . In its answer to the complaint, states that
the electric road Is not engaged in interstate commerce nor sub-
ject to the provisions of Interstate commerce laws, ami that it
has no facilities or equipment for the handling of freight; that it
has at various I t for shipment from points on
the electric road and that it has In every case been obliged to
furnish the necessary equipment: that the complainant has never
to deliver to it cars loaded with grain, live-
stock or other freight. The answer further states that the com-
pany's rat' en reasonable and Just and that the volume of
the business originating on the electric road Is not sufficient to
warrant Joint through r
American Railway Insurance Company Organized. — Representa-
i"S met at
I the organization of
the Amen ly Insuram lect of which, as
is times In the Ri '■ lew, is to
raiding the
neces old-line insur-
Uy by Mr.
I In the i
way As*'
In New > • '^k > r 7. Thl*
itnal Ins.nr
■
■I. II I. •
II \ I
vs ft
way.
Construction News
FRANCHISES.
Denver, Colo. — A franchise has been granted for an electric
line from Orchard Place to Cherelyn. Petersburg. Ft. Logan. Little-
ton and back to Cherelyn. This will do away with the old horsecar
line from Orchard Place to Cherelyn.
Glencoe. III. — A perpetual franchise has been granted to the
Chicago A: Milwaukee Electric Railway for right of way through the
town, embodying the following provisions: All curves in the tracks
may be straightened: there may be four tracks through the town
when deemed advisable; dangei le crossings shall be elim-
inated; the company shall construct a macadam street parallel to
its entire right of way through the town; 5.000 feet of railroad
track shall be removed from the public street.
Kenosha, Wis.— The Chicago ,v- Milwaukee Electric Railroad has
granted right of way over the only two remaining north and
south streets of the city. The Chicago Kenosha Milwaukee & Lake
a line which was planning to parallel the line of the former
company has been refused entrance to the city. It is stated that
the C Milwaukee Is planning to build a road west from
sha to Lake Geneva to be connected with the Milwaukee divi-
sion.
Keokuk, la.— L. Behr & Co. has been granted a fraud
an electric line from Burlington to Keokuk, la
Lawton. Okla. — A 50-year franchise has been granted to the
Lawton Rapid Transit Railway for an el. from Lawton to
a summer resort to be established by the company In the Wichita
mountains, the road to run by way of Fort Sill.
Mt. Pleasant. Pa. — A franchise has been granted to the PlttS-
burg McKeesport & Ore. tisburg Railway over the principal streets
of the city. The compan i extend Its line from Hunker
to Mt. Pleasant early In the summer.
Ogden. Utah. — The Ogden Rapid Transit Company has peti-
tioned the city council for a 50-year extension of the present
franchise, which has 1", years yet to run. The company 0
to electrify thi Northwestern Railroad and to extend
the line to Utah Hot Springs within two ;. ears.
San Francisco, Cal.- The Parkslde Realty Company has applied
for a treel railway in lower Sunset and Lake
Merced districts, to open up the district now being developed by
the company. The United Railways Company is said to be behind
an application for a tram r Sixteenth street form Kansas
eastward to the Intersection ol Seventh and S ■■ is.
Seattle. Wash. Fiaiu hises for a street railway have been
granted to the Seattle BSectrlo Company on Summit. Thirty-first
and Nineteenth avenues, Ewlng street and WaDingford avi
Application for a franchise on Third avenue from the •■ I
of Third avenue south and Main street to Third and Jackson, has
been referred to the corporations commit!
Wallace. Idaho. — W J Hill I
chlse to construct and orx Una In tin
Wilmington, n. c. — The consolidated Railway Light .v Power
Company I .1 ■ franchise to double track much of lis
lines in tl i to build (tensions, Including a line
to Carolin. v B Skeldlng, manager, Wilmtngto
INCORPORATIONS.
Brunswick ft Mlddletown Electric Railway ted In
■ ick to M
In-
\ .;
Buffalo Construction Company. — In In West Vli
\lllbr
Chicago ft Southwestern Electric Railway. -
iiiufr* in
: ■ ■ ., In
:
I .;
■
Caledonia Street Railway. I
I
Central Tsxaa Traction Company. I
58
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 2
(Tex.) Capita] stork. (50.000. Incorporators: J. v. Watklns, Wil-
liam M. Moser, W. 'J'. Medders and B. A. Firman, all of Dallas.
Finlcum & Sharon Hill Railway. — Incorporated in Pennsylvania
if build .! i mil' electric railway In Delaware county. Capital
stock $26 000 W \ Rlgg, Reading, Pa., president.
Frankfort Delphi & Northern Traction Company. — Incorporated
in In. liana to construct and operate internrban lines. Capital stock,
$100,000; principal office Frankfort, tad. Incorporators, A. S.
iss, W. M Cohee and William H, Cohee.
Halifax Suburban Electric Company. — Organized tor building an
ric railway from Halifax, x. s., througb Rockingham, Bedford
and SackviUe t" Waverley. it Is stated thai construction will be-
gin about April 1. Harvey E. Harding of Bradstreet ,v- Harding,
New York City, is Interested in the project. Directors, George E.
Boak, Hon. Win. Chisholrn and others.
Iowa Railway Light & Power Company. — Incorporated in Iowa
to take over the Marshall town Light Power & Railway Company
and build the proposed Boone street loop, the fair-ground ex-
tension and a line to Mllbourne and Riverview park. Capital
stock $10,000. President, Hamilton Browne. Geneva, III.; vice-
president, S W. C. Jones. South Orange. N. J.; secretary and
treasurer, Arthur T. Browne, of Geneva. 111.
Jefferson & Wilson Street Railway. — Incorporated in Pennsyl-
vania to build one and a third miles of electric road in Allegheny
county. Capital, $8,000. President, Hugh Miller. Dravosburg, Pa.
Lederachville <£. Pennsburg Electric Railway. — Chartered in
Pennsylvania to build a trolley line between Lederachville and
Pennsburg. President, George Hoeger, Norristown; directors, Wil-
liam S. Lambert. Reading; William C. Riffert, Dauphin: Michael A.
Kelley, Pittston, and John P. Lederach, Lederachville, Pa.
Lisbon Durham & Freeport Street Railway. — Articles of asso-
ciation for this company have been approved by the Maine railroad
commissioners. The proposed line will run from Lisbon through
Durham to Freeport. Me., nine miles. Cyrus W. Davis of Water-
ville. Me., Edwin J. Lawrence. S. A. Nye, A. B. Page and Amos
F. Gerald of Fairfield. Me., are directors.
Mt. Desert Transit Company. — Articles of association have been
approved by the railroad commissioners for a line 40 miles long to
run from Ellsworth through Trenton, Eden, Mt. Desert and Tremont
to Southwest Harbor, Me. Capital stock, $160,000. Directors, Cle-
ment Newbold, Philadelphia; John J. Kennedy. New York; George
B. Dorr. Robert Amory and Fred C. Lyman of Eden, Me.
Newcastle Union Railway. — Incorporated in Indiana to build
an electric railway through Newcastle. Sulphur Springs, Middle-
town and Honey Creek. Capital stock, $50,000. Incorporators:
Thomas B. Millikan, Charles S. Hernly, Charles W. Mouch, Myer
Heller, Harry E. Jennings and Albert D. Ogborn. Headquarters,
Newcastle, Ind.
Terre Haute & Western Railroad. — Incorporated in Illinois, with
a capital stock of $100,000. Directors. Frank T. O'Hara and James
Stewart, Paris, 111.; William B. Trogdon. Vermilion. 111.; Charles T.
Mordock and John E. Lamb, Terre Haute, Ind.
Transcontinental Electric Railway. — Organized at Portland. Me.,
for the purpose of building electric railways anywhere in the
United States. Capitalized at $50,000,000.
Utica Southern Railroad. — Incorporated in New York to build
and operate an electric road 26 miles long in Oneida and Madison
counties. Capital stock. $600,000. Directors. W. M. West, Hamilton;
M. W. Terry. Waterville. and F. K. Baxter, Utica.
TRACK AND ROADWAY.
Alton Jacksonville & Peoria Railway. — It is announced that
work on an extension of this company's line from Alton to God-
frey. 111., will be started immediately. The line is now being built
from Third and Belle streets in Alton to the city limits on Belle
street.
Boston, Mass. — The Stone & Webster Engineering Corporation.
of Boston, has filed with the Massachusetts railroad commission,
detailed plans for an electric road from Boston to Providence, ask-
ing for a certificate of public necessity.
Bowling Green Railway. — This company announces that it will
extend its lines about two miles on the principal streets of Bowling
Green. Ky., during the present year. It is expected to abandon
the present power station and rent power from the Green River
Hydro-Electric Company is soon as that company completes its
plant on Green River.
Chicago Lake Shore & South Bend Electric Railway. — Grading
has been completed and eight miles of track laid on this com-
pany's line between South Bend and New Carlisle, Ind. The
Cleveland Construction Company has the contract for grading the
entire line from South Bend to Kensington, 111. J. B. Hanna.
Cleveland, O., president
Citizens' Light & Transit Company. — Rails have arrived for
this company's extension in Pine Bluff. Ark., out East Sixth ave-
nue from Main to Ohio street. 1 mile. F. E. Cherot, manager.
Pine Bluff.
Cleveland & Indianapolis Interurban Railway. — Riggs & Sher-
man, of Toledo, have completed surveys for this line between Otta-
wa and Norwalk. O.. and a 40-foot right of way is now being
secured between those points. Options are also being taken on an
additional 10 feet for use in case it Is decided to use double track.
The route is practically an air line.
Eau Claire Gilmanton <£. La Crosse Electric Railway. — It is
reported that La Crosse. Wis., capital has become interested in
this project for an electric line to Eau Claire. Surveys have
been made from La Crosse as far as White I I'll anil estimates
are to be presented to the promoters in a few weeks.
Evansville & Southern Indiana Traction Company.- The de-
clared object of this company, recently Incorporated in Indiana with
$4,500,000 capital stock, is to construct, purchase and operate lines
and systems of street and Interurban railroads in. to. through and
between the following towns and cities: Evansville. Haubstadt.
Fort Branch. Princeton, Patoka, Hazleton. Decker, Purcell, Vin-
cennes. Oaktown, Sullivan, East Mount Carmel .and westward to
and through Smithe. Stevenson, Chandler, Deforest. Booneville,
Edgewater, Oakland City, Petersburg. Washington, Bloomfleld and
Bloomington. The company also proposes to engage in supplying
electricity for light, heat and power to the cities and people along
the entire line. The Evansville Princeton & Vincennes Interurban
Railway, which is in operation from Evansville to Princeton, and
tinder construction from Princeton to Vincennes, has already been
acquired. James Murdock. Lafayette, president.
Fairmont & Clarksburg Traction Company. — This road be-
tween Fairmont and Clarksburg has recently been opened for
operation. A. J. Purinton, general manager. Clarksburg. W. Va.
Ft. Wayne & Springfield Railway. — The first car over this new
line from Ft. Wrayne to Decatur. Ind.. was operated on January 2,
but after the first seven miles was pushed by a steam locomotive,
as the overhead was not entirely completed. It was expected that
regular service would be started this week, W. H. Fledderjohann.
president and general manager, Decatur, Ind.
Goff's Falls Litchfield & Hudson Electric Railway. — This com-
pany, controlled by the Manchester (N. H.) Traction Light &
Power Company, has recently completed a line from Manchester
to Nashau, N. H., via Goff's Falls and Litchfield, which is the last
gap in the connection between Boston, Mass., and Concord, N. H.
Illinois Traction Company. — A party of the officers and directors
of the Illinois Traction System, including some of the Montreal
capitalists interested in the company, last week made a tour of
inspection of the entire property, for the purpose of considering
several contemplated extensions to be made this year, as well as
to review the work of the past year. It was announced that a
line will probably be built from Eureka to Peoria via Washington,
that the line from Srpingfield to Lincoln will be extended either
to Mackinaw or to Bloomington, if sufficient interest is taken by the
property owners alona' the line; that the line from Bloomington to
Champaign will probably be built, and that there is a possibility
of extending north from Bloomington to Joliet at some future time,
acquiring the line now under construction from Pontiac north.
Ralph Modjeska, consuming engineer, of New York, has been en-
gaged to make an investigation and report on the feasibility of
constructing a bridge across the Mississippi river at Venice, to carry
the company's cars to Nort St. Louis. It was stated that if the
engineer's report on the bridge is favorable, if satisfactory fran-
chises can be secured in St. Louis, and if the necessary charter can
be secured from the government the project will be realized. Reg-
ular service was opened on January 6 between Bloomington and
Danvers, the first section of the Bloomington-Peoria line.
Indianapolis & Louisville Traction Company. — J. E Greeley,
of Jeffersonville. Ind.. superintendent of construction, announces
that cars will be running between Sellersburg and Scottsburg,
Ind., by April 1.
Iowa & Missouri Traction & Power Company. — This company
will let contracts at an early date for constructing its line from
Fairfield. la., to Memphis. Mo., 52 miles. J. W. Andrews. Keosau-
qua, la., is chief engineer.
Kalamazoo Lake Shore & Chicago Traction Company. — S. J.
Dunkley. president. Kalamazoo, Mich., is reported as saying that
financial arrangements have been made for completing this line
from Kalamazoo to South Haven. Mich. The section from Kala-
mazoo to Paw Paw is already in operation.
Kansas City St. Joseph & Excelsior Springs Electric Railway.
— Work has been started on the bridge across the Missouri river
at Kansas City for the line from Kansas City to St. Joseph, Mo.
The bridge is to cost about $1,190,000. The contract for the
four piers has been let to the Kansas City Construction Company;
the contract for the steel work is still to be let. The entire line to
St. Joseph is to be double track. Entrance to Kansas City will be
made over the tracks of the Metropolitan Street Railway. Ira
Hedrick. consulting engineer. Kansas City.
Lexington & Interurban Railways. — Grading has been completed
for a line from Lexington to Frankfort, Ky., 30 miles, and it is
expected that the road will be in operation during the coming
summer. The right of way for a line to Winchester, 16 miles, has
been secured, and it is expected that construction will begin during
the year. The company also has plans under consideration for ex-
tensions to Richmond and Nicholasville, located to the southeast
and southwest, respectively, of Lexington.
Macon Americus & Albany Electric Railway. — Surveys are be-
ing made on this line between Macon and Albany. Ga., and as soon
as they are completed the work of building the road will be started.
W. Jordan Massee is president of the Interurban Construction Com-
pany. Macon, Ga., which has the engineering work in charge.
Mankato Electric Traction Company. — This company will soon
be organized and incorporated under the laws of New Jersey with
$175,000 capital stock to build 6 or 7 miles of road within the city
limits of Mankato and North Mankato. Minn., and possibly a line
January 12. 1907.
ELECTRIC RAILWAY REVIEW
OH
immerolal club Is -
Mans'ield. O.— The Roberts & Abbott Company, of Cleveland,
trie railway from Mansfield to lit.
\
Michigan United Railways.- E lent J. M.
Bramlette. of I-insi: - that extensive im-
Ity lines this spring,
including some double tracking lal work.
Monmouth County Electric Railway.— This company, which
connects Red B a, N. J., has completed an cx-
n from Red Bank to Fair Haven and cars were operated
the line on January 2. W. F. Hogan, of New fork, presi-
dent.
Mt. Vernon. Ind. <",. K. Martin, of Albion, 111., is interested
in a pr I to bull llway from Mt. Vernon, 111., to
Mt \'. ■:•!.■ n, ind . a id H Is stated that surveys are being made.
New Orleans Railway & Light Company. It is stated that many
S line at Wl St End will be made as
new ordinance drawn lies as that In
ad now b< ered by the council, has been i
New York & Pennsylvania Railroad.— It is reported that esti-
. hanging this
from 6 eo, X Y from a steam to an
G. W. PI i N. Y . is chief engl
Northern Ohio Traction & Light Company. — and Con-
iiiat it will begin work In the
sprh - to Seville, O. Only two
laid on the line between Barberton
it will be in operation in
Akron, O.
Northwestern Elevated Railroad. —Rapid progress is being made
it.. I road in Chicago. The
i l-:i miles in a northwesterly direction from
Belmont avenue, to Kimball avenue.
nortl. laid as far as the Irving
far as the Berteau
- were [aid in November, 1905.
Northern Texas Traction Company. — This company now has
Improvement v< . way on Iti - In Ft, Worth, Tex.,
• ut 6 miles. 11 If. Flanders, chief engineer.
Oregon Electric Railway. — This company. l,a. ked by Moffatt &
New fork, Is build! from Portland to Salem,
Ore., with nun lers. W s BarstOW & Co.. of Port-
land nirk. la ti ■ tor. The main line is i'Jhi miles
long and ; -ost about $2,000,000. A bridge S00 feet
now an.ier construc-
>t WllsonvUle, 0 Willamette river. The road is
completed from Balem i" Lake Labli
Itruction Is to begin at the
Porti intn. There are now (,000 tons
of rail" on the ground have been ordered.
Peoria Railway. — This -he
nexl few months. New equip-
nstalied at
% . ill i"- built at Qlen Oak Park. B. i.
in.
Point Loma Electric Railway. Organised al San Dli
- ego to 0
win
soon ollii r, Q M Hawley, S. F.
Smlt< , O. D. 1 old.
Red Bank. O. — Captain Pel
lion of ■ ack line fi
k Creek Wlnton I
Shelburne Falls S. Coleraln Street Railway. H I reported that
and Colernln, M
i. land.
Somerset (Ky,| Railway 4 Light Company.
cam •■■ nrwi tin..
Sout' tan Railway. It Is
I
I
Spokane 4L Inland Empire Railroad. — l'i
iuni II of B
- not to • width and the crown of the roof
Is t" be not less than four feet below the surface. The put
of the tunnel is to save time for trains in the city and to avoid
dangerous crossings, and it will be used as an entrance to the
tirminals of the various interurban lines of the company includ-
ing the S ,v Inland Railway, the Coeur d'Alene A: Spokane
Railway and a line which is to be built down the Spokane >•' ,vr
to Nine Mile bridge [I ted that this tunne' will
be used by an electric railway which is to be built Into tlj Big
Bend country. The required property 1 The
of construction is estimated at abo t including
the Improvements at the terminal stations, which would
$100,000 more, and it is estimated that the subwaj can be built
in two years.
Steubenville & Ohio Valley Traction Company. — This company
recently begun operating from Steubei ville to Mingo. O..
over the county roads. The running tin. thi two
points is 15 minutes.
Suburban Transit Company- It is rep
has been secured foi ipany's lines fron I
nlal I [eights, s. C.. IVi miles. ( I « Ithin 80
Julius II. Walker. I 8. C, Is president.
Toledo & Chicago Interurban Railway. This eon bi
gun condemnation proceed!] gs Si
sion from Wat atlon
from Ft. Wayne to Butler, Ind. F. B I
ECendallvllle, Ind.
United Cities Traction Company. T tly in-
rated to build a street railway in Ft. Smith, Ark., lias
work. The Ft. Smith Construction Company is doing the grading.
: Ft. Smith, is inter
United Railways (Portland. Ore.)- li I that rails have
been ordered for the city II irtland, for which franchisi
held LOSS, and it is stated that Woi k is to I.e BI
in a short time. The compai. ral finan-
cial difficulties hut Mr. Loss lias d< posited a bond to
franchises and ' the project will he rallied out. A line
from Portland to Foresl On itemplated.
United Traction Company ral manager
of this line and Its new subsidiary company, the Hudson \
Kailv. ler v. nil several oth.r officials of these companies,
has Ji •' :m"
nounces I nts on the Hudson
being m.n will Include t orders
for new equipment and the eventual double-tracking ol its
length. Twenty-five news eats hav< irdered by the United
...ti Company, I which embodying man] new features.
has arrived and will Bhortly be given a trial trip
Western Massachusetts Street Railway. It is reported that this
company will build an extension from Chestei to Lee, Mas-., this
summ.r. to tter point with the Berks
Railway, li. I neral manager, Springfield, Mas-.
POWER HOUSES AND SUBSTATIONS.
Boston Elevated Railway. The anneal report of tins company,
Which has just
menta to i power supply by thi if 'wo
i plying i .. Ilatlon of a
turbli I I, kilowatts, and by tin- i
iwatts, making a total of upward of 7.S7! kilo*
which I
Camden Interstate Railway Company (Huntington. W. Va.).
This com] new power house 'i [ronton, < < .
Ohli rallwaj The
In iis Ashland, Ky., powei house will
itructure
. i ) int Idle sines the new
pleted mole 1 1
Cumberland A Westernport Electric Railway It I
In. I
Green River Hydro-Electric Company
10 Will begin thi
'. I ■ I ! I ■
libit
.: i ■
Omaha A Council Bluffs Street Railway. \
i with ihi
ad In sis months,
Utah Light A Railway Company. -
60
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 2.
Personal Mention
Mr. E, K. Winters has resigned as assistant to tlic president
of the Chicago & Milwaukee Electric Railroad.
Mr. Frank S. Drake lias resigned as superintendent of main-
tenance of way of the Portland (Ore.) Railway & Light Company.
Mr. \v. II IN. i i.iii has been appointed assistant superintendent
Of the Rutland (Vt.) Railway Light & Power Company, succeeding
Mr. Nathan S. Eldredge. resigned.
Charles L. Furbay, general superintendent of the Augusta
Railway & Electrii Company, Augusta, Ga., has resigned after
five years' service with the company.
Mr. J. A. Barry, of Buffalo, N. Y.. has been elected president of
the Jamestown Chautauqua & Lake Erie Railroad succeeding Mr.
F. L. Chase, of Jamestown. N. Y.. resigned.
Mr. Fred D, Potvin, of Grand Rapids, Mich., has been ap-
pointed manager of the Citizens' Railway & Light Company, of
Muscatine, la., succeeding Mr. A. L. Lindner, resigned.
George S. Rice, chief engineer New York Rapid Transit Com-
mission, who has charge of engineering work on the tunnels being
built under the East river from the Battery to Brooklyn, the head-
ings in one tube of which met recently was born on February 28,
1849, at Boston, Mass.
He was educated at Har-
vard University, class of
1870, graduating with the
degree of S. B. A. Mr.
Rice has had a long and
varied engineering expe-
rience. The year before
his graduation he was
employed in the engineer-
ing department of the
Boston water works and
assisted in the construc-
tion of the Chestnut Hill
reservoir. Upon leaving
the university he became
assistant engineer of wa-
ter works at Lowell,
Mass., and in 1871 divi-
sion engineer of the Bos-
ton water works. This
position he held until
1877. He was then made
principal assistant engi-
neer in charge of the
Boston main drainage
works, which position he
held for three years. In
1880 he engaged in min-
ing work in Arizona and Colorado and after seven years' expe-
rience in mining engineering went to New York City as deputy chief
engineer of the Aqueduct Commission which had charge of the
New Groton aqueduct. He worked vigorously for four years in
revising the methods of construction which had been adopted for
this work, and in 1891 resigned to become chief engineer of the
Rapid Transit Commission of Boston. From 1892 to 1900 he en-
gaged in engineering in private practice, serving from 1893 to 1900
as instructor of water supply and sanitary engineering at Harvard
University. In 1900 he was appointed deputy chief engineer of
the Rapid Transit Commission of New York, and in 1905, at the
resignation of William Barclay Parsons, was made chief engineer
of that commission. Mr. Rice is a member of the American
Society of Civil Engineers, the Boston Society of Civil Engineers,
the New England Water Works Association and the American
Institute of Mining Engineers and of various clubs in New York
City and Boston.
Mr. M. J. Kehoe. who has been for several years chief engineer
of power plants of the Ft. Wayne & Wabash Valley Traction Com-
pany, has had his title changed to superintendent of power.
Mr. F. B. Royster. formerly master mechanic of the Virginia
Passenger & Power Company, of Richmond. Va„ has been ap-
pointed supeiintendent of the Montgomery (Ala.) Traction Com-
pany.
Mr. H. C. Page, general manager of the Springfield Street
Railway, of Springfield, Mass.. has had his jurisdiction extended
over the Woronoco Street Railway and the Western Massachusetts
Street Railway.
Mr. Clarence Keever has been appointed local superintendent
of the Indiana Union Traction Company at Muneie. Ind.. succeed-
ing Mr. William Emmons, resigned to take service with ;i
road in Kansas.
Mr. TT. G. Fitzpatrick has been a] ted superintendent of
the city lines of the Cincinnati Dayton & Toledo Traction Com-
pany at Hamilton. O. Mr. Fitzpatrick was formerly chief operator
for the company at Trenton.
Mr. William A. House, se i.l vice-president and general
manager of the United Railways & Electric Company, of Balti-
more. Md.. has 1 n appointed acting president, succeeding the
late Genera] John M, Hood. Mr. House has i n connected with
the company for 2fi years, having started as a conductor. Mr.
George S. Rice.
William Early. General II I private secretary, has been elected
assistant secretary.
Mr. M. W. Surratt has been appointed superintendent of the
local lines of the Indiana Union Traction Company at Tipton, Ind.
Mr, W. P. Read, for the past 17 years superintendent of rail-
way service for the Utah Light & Railway Company, Salt Lake
City, Utah, has resigned. The duties of the office have been
assumed by Mr. F. L. Morse, general superintendent, and Mr. O. P.
Arnold, Jr., assistant superintendent.
Mr. G. J. A. Paul, general superintendent of the Youngstown-
Sharon Railway & Light Company, has been appointed general
superintendent of the lines of the Mahoning & Shenango Valley
Traction Company, which include the Youngstown-Sharon. Mr.
Paul will retain his headquarters at Youngstown, O.
Mr. Winthrop B. Nye. general superintendent of the Ray sys-
tem of electric railways in Rhode Island and Massachusetts, which
has been acquired by the New York New Haven & Hartford Rail-
road, has resigned and will act as private secretary to M. Joseph
G. Ray, former general manager of the Ray system.
Mr. L. S. Storrs has been appointed vice-president of the Con-
solidated Railway Company with headquarters at Boston. Mr.
Storrs was formerly geologist of the Northern Pacific Railway and
later expert and engineer of tests of the New York New Haven &
Hartford, which position he has held until his recent appointment.
Mr. Edgar S. Fassett. general manager of the United Traction
Company, Albany, N. Y., has been appointed manager of the
Hudson Valley Railway, Glens Falls, N. Y.. control of which has
been secured by the Delaware & Hudson Company interests. The
Hudson Valley has been practically merged with the United Trac-
tion.
Mr. Albert H. Stanley, general superintendent of the northern
and central New Jersey divisions of the Public Service Corporation
of New Jersey, has been given entire charge of the street railway
department for the state, including South Jersey. Mr. Stanley
was formerly general superintendent of the Detroit United Rail-
way system.
Mr. George A. Her. formerly connected with the Western Mary-
land Railroad as electrical engineer and superintendent of motive
power and machinery for all its mines, has resigned to become
electrical engineer and superintendent of the Las Vegas (N. M. )
Railway & Power Company with headquarters at Las Vegas. Mr.
Her was formerly chief electrician in the United States Navy.
Obituary.
J. W. W. Bryant, division superintendent of the Nashville
Railway & Light Company and ex-member of the county court,
died on December 27, at his home in West Nashville of spinal
meningitis, aged 38 years. Mr. Bryant had been identified with
the street railway company for 14 years and had risen from the
position of motorman and conductor to that of division superin-
tendent of the lines in North and West Nashville.
James Smith, who, until seven years ago, was superintendent
of all track work carried on by the Toronto Railway Company, died
at his residence in Toronto on December 18. Mr. Smith was 81
years of age, and had been engaged in railway work all his life.
In 1S69, when the Toronto Street Railway was purchased by Kiely
Brothers, Mr. Smith was placed in charge of the mechanical depart-
ment of the system. When the present company was formed he
was promoted to the position of superintendent of construction,
from which he retired seven years ago.
Railroad Commissions Ask Jurisdiction Over Interurbans.
The Washington railroad commission in its report to the gover-
nor recommends that the section of the present law which exempts
interurban lines from the operation of the act be repealed, inas-
much as it creates a doubt as to the validity of the law, and
also because electric lines are coming more and more into compe-
tition with the steam roads. The commission says: "A doubt
exists in the minds of some as to the constitutionality of the provi-
sion of the law conferring the power on the railroad commission to
fix reasonable rates to take the place of rates found by the com-
mission to be unreasonable, by virtue of the exemption of interur-
ban lines from the operation of the act. as found in Section 22
thereof. Since the passage of the commission act tw-o years ago,
interurban lines have assumed an importance in the transpor-
tation of freight in direct competition with the steam railroads in
eastern Washington, and many important lines and extensions are
projected in western Washington. While these competing lines
are probably under the jurisdiction of the commission and sub-
ject to its control, no uncertainty should exist upon a subject
assuming such importance as this. The commission feel that
the law should be amended so as to include electric interurban
lines and thus settle and remove any existing doubt. The exemp-
tion found in Section 22 should be eliminated." — The report of
the Indiana railroad commission to be issued soon will recom-
mend to the legislature that interurban lines of the state be put
under the jurisdiction of the commission on the same basis as
steam railroads. The constitutionality of the act creating the
commission has been questioned by the steam roads, on the
claim of class legislation, because the interurban electric sys-
tems were left out in the construction of the bill. The report also
will recommend the prohibition of all passes ort railroads in the
state, steam and electric.
January 12. 1907.
ELECTRIC RAILWAY REVIEW
61
Financial News
Alabama City Gadsden & Attalla Street Railway.— This com-
pany has Bled .t mortgage to the Trust Company of
a Ycik. tor the purpose of making Improvements
and • Including plant. John D. Gaboury.
general manaf \'a.
Arbutus Park Street Railway. Owing to the mayor's veto of
the ordinance n by the council on account of its pro-
vision for a perpetual free franchise, this company has announced
that it will offer for sale by puhlii ment its charter and
rights of way over all private property fite from any charg
any person or persons who will gv i'Uild the line within
a reasonable time. In the event of failure to receive a favorable
proposal within 30 days announcement Is made that its charter will
be ■urrendi tandoned.
Berlin &. Waterloo Street Railway. — The town of Berlin. Ont..
Is n- - 5e of this company, which operates
about lin ami vicinity, the franchise for
which ezpil - oer. A board of arbitration has valued
the property at JTD
Boston & Northern Street Railway. — The Massachusetts railroad
comn - authorized this company to issue $300,000 addi-
tional capital .-i
Boston Elevated Railway. — The annual report for the year ended
on J ill La just been made public. The statement of
earnings and expenses for the year, as compared with the two
previous years is as follows:
1906 1905 1904
$13,527,186 J12.689.676 $12,391,353
Expenses 9,306,950 8.617,653 8,631,553
Net $4,220,235 $4,072,023 $3,759,800
Other income 107.426 51,893 45,240
Total income $4,327,661 $4,123,916 $3,805,040
Charges 3.475.882 3,288,831 75.268
Surplus $851,779 $835,085 $829,772
Dividend 6 per cent 798,000 798,000 798.000
Surplus $53,779 $37,085 $31,772
The company controls 414.4 miles of surface track, an Increase
of 5 4 miles for the year, and owns 16 miles of elevated road, mak-
ing a total of 457.4 miles of track. For the fiscal year 1906. the
company carried 262.267.240 passengers: In 1905 the total was 246.-
941.776. while in 1904 It was 241.681.945.
Forty-five "easy access" elevated cars, and 150 "easy access"
semi-convertible surface cars, seating 52 persons each, have been
bought. There was spent $737,354 In renewals and repairs of sur-
i racks, exceeding the amount spent the previous year by
4. and the year before that by $283,683.
Buffalo 4 Lake Erie Traction Company. — The governor of
Pennsylvania has approved the merger of this company and the
Lake Erie Traction Company, under the name of the former, with
'000 capital stO"k.
Canyon City Florence A. Royal Gorge Electric Interurban Rail-
way Iv. of Colorado, has been appointed
•t for this eon the application of C. C. Durkee, a
creditor The road was projected by F. 8. Granger, of Florence,
innect Florence with surrounding towns, with a line to
the top of the Royal Gorge. A controlling Interest in the com-
pany was recently purchased by F. <"; BlMth. of Florence, and the
receivership is on account of complications arising from this pur-
ehaaa.
Chicago Union Traction Company. — The annual meetings of the
n of the three underlying companies, the Norl
Railroad and the CI
West Division Street Railway, were held on January 8 an>!
■11 re-elected.
Dallas Consolidated Eltctric Street Railway— The officers of
the street railway* In Dallas will apply to the legislature for a
nsolldated
Railway, the Rapid Transit Railway and the
which w;i
. rop^rty. right* ■ "r two and
k or
proceeds of such Increase shall I faith for such
; •■ within 24 month'
Geneva Waterloo Seneca Falls S. Cayuga Lake Traction Com-
pany Tie N'-w York re amission hat consented to the
Issuance of a first m
mpany's capital stock from li
Lake Shore Electric Rsllwa/
1440. ooo of three-year 6 per cent
- ige bond'
cssds are I
• ment* ii'
pest year
■
"irlng th» |
kw. haa li
the same sized addition will Vie added to the plant at Fremont.
the additional power at Fremont being largely necessary to operate
the Sandusky Fremont & Southern, which is now being built at a
rapid
Kalamazoo Gull Lake & Northern Railway. — This company.
proposes t" bull i Mich'.!
via R i).,.,! by .' fol-
■ .1. T. Upjohn, of Kalan -urer.
Martin P. Huyk. of I ,ry and vie !dward
1 ■ Hosmi r, of nents
been mad ral franchises have
Mahoning &. Shenango Railway &. Light Company. — It is re-
• l that this compani ilred all the outstai i
of the Toungstown lark ,v F - Railway,
merger of the street railway property ii
ran Newcastle, O., and Sharon, Pa E N S "lent.
New York.
Mansfield Railway Light & Power Company.— Rudolph Kl. y-
bolte & Co.. of Cincinnati, has ed its controlling interest
in this company to Thomas Latham, and ass Cleveland.
O. The consideration is not announced.
Old Colony Street Railway.— The Massachusetts railroad com-
mission has authorized this company to issue additional stock to
the amount of $200,
Rapid Transit Railway (Dallas. Tex.)— The stockholders met
try and authorised the proposed merging of the property
with the Dallas Consolidated Electric Street Railway and the
Metropolitan Street Railway. The directors were re-elected.
President C. F. Freeman, vice-president C. E. Bird, and treasurer
B. E. Van VUet were re-elected. \Y. W. Loomis was elected
secretary in place of S. E. Williams.
Rock Island Southern — This company, incorporated in 1905 to
build a railroad equipped with steam and electric power, connect-
ing the cities of Rock Island, Mollne, Davenport. Monmouth and
Galesburg, 111., Is offering $400,000 of first mortgage 5 per cent gold
bonds at 9S and Interest. The line is completed from Monmouth
to Galesburg and will be completed to Rock Island and in opera-
tion during 1907. The trust deed provides that additional bonds
may be Issued only for 60 per cent of the cost of the property
during construction and 25 per cent more when the net earnings
from operation equal IK times the interest charges on the bonds
Issued.
Springfield, O.— It Is reported that a New York syndicate Is
negotiating for the merger of the Springfield Troy & Flqua Rail-
way, the Springfield & Xenia Railway, the Washington Traction
Company, the Home Light Heat & Power Company, and the Peo-
ple's Light Heat & Power Company.
Stark Electric Railroad.— At a recent meeting at the general
offices of the company at Alliance, O.. the following officers were
elected: President. C. R. Morley; vice-president. D. Morlson; sec-
retary, E. S. Cook; treasurer. E. Wlebenson. In addition to the
above the directors are William Grief. R. H. Brown and Frank
Straus. All the officers are from Cleveland.
The City Railway (Dayton, O.) — This company has announced
an issue of 1,000 shares of additional common stock at par, to be
allotted to present stockholders pro rata of their holdings. The
company has also announced a s] lal dividend of :, per cent.
Toledo Railways & Light Company.— The annual meeting of the
stockholders will he held In Toledo on January 17. At this m
Ing the matter of leasing the street railroads owned and controlled
by the Toledo Ottawa Beach & Northern Railway Company s.
voted upon. The Toledo Ottawa Beach & Northern Railway Com-
pany Is a consolidation of the Toledo & Point Place Railway and
the Ti Ottawa Beach Rallw stock of these com-
i to the Ti
■any will .
ledo Ottas am.
United Railroads of San Francisco.— Conclush of
100, Is furnished In the
■mlngs of the United Ralls
mpany, the holding company of the United I
roads oo. whl< I the four
Ion lines In that city. This report, win
1 1,116,000
I'ran-
62
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 2.
Manufactures and Supplies
cost about $23,000. The building will be of brick, steel and rein-
forced concrete, 120 by 160 feet in area.
TRADE NOTES.
ROLLING STOCK.
Peoria Railway Company, Peoria. 111., is in the market for 15
new i
Chicago Milwaukee & St. Paul Railway Is in the market for
ten motor cars.
Chicago City Railway Company will soon be in the market for
300 cars for eit>
United Railways Company of St. Louis, Mo., is building a
sample car at its own shops.
Brooklyn Heights Railroad Company, Brooklyn, N. Y., is pre-
paring specifications for LOO cars for surface use.
Michigan United Railways. Lansing, Mich., is reported in the
market for a considerable amount of rolling stock.
Laconia Street Railway. Laconia, X. H.. ordered in 190i:
closed double truck ear from the Laeonia Car Company-
Hartford & Springfield Street Railway, Hartford. Conn., placed
orders during 1900 for four 16-bench open double truck ears for city
service.
Louisville Railway Company. Louisville. Ky.. has contracted
with the St. Louis Car Company for 50 cars for delivery in the
spring of 1907.
Lewiston Brunswick & Bath Street Railway, Lewiston, Me.,
ed during 1906 one 35-foot double truck Interurban ear from
the Laconia Car Company.
New York Auburn & Lansing Railway, New York. X. Y., has
ordi red through A. H. Flint. 15 Broad street, Xew York, ten cars
from the Jewett Car, Company.
Atlantic Shore Line Railway. Kennebunkport. Me., ordered in
1906 four 36-foot box trailers and three 30-foot electric locomotives
from the Laeonia Car Company.
Willamette Valley Traction Company, Portland. Ore., has or-
dered through W. S. Barstow, 56 Pine street. New York, eight
ears from the Jewett Car Company.
Chicago Union Traction Company's receivers have been granted
authority by Judge Peter S. Grosscup of the L'nited States Circuit
Court of the seventh district to purchase 149 ears.
Kansas City St. Joseph & Excelsior Springs Electric Railway,
Kansas City. Mo., is considering bids for new equipment including
nger, express and parlor cars. Ira G. Hedrick. consulting en-
gineer, Kansas City. Mo.
International Railway Company, Buffalo. X. Y*.. has just placed
an order for 75 new ears with the J. G. Brill Company for Septem-
ber delivery. The cars will be 46 feet in length with a seating
capacity of 44 persons, will have end ventilators and be equipped
with air brakes. This company is also reported in the market for
a number of cars for interurban service.
Spokane-Pend d'Oreille Rapid Transit Company, Limited.
Spokane. Wash., advises that it will adopt first-class passenger
equipment as follows: six motor cars with closed motorman's cab,
10-foot baggage compartment. 12-foot smoking compartment and
artment to seat 72 persons, length over all being
GO feet, width S feet 3 inches and fitted with Walkover rattan seats.
Ten trailers without compartments, of the same dimensions as the
motor ears, upholstered in plush: two express motor cars similar
to those furnished by the J. G. Brill Company for the Washington
Water Power Company of Spokane. Wash., to have a length over
all of 39 feet 4 inches, height from top of rail to trolley base, 11
feet 11 inches, arched roof and hood covered with canvas and en-
for motormen. The company advises that it will
also order 20 box and 40 flat cars of standard freight construction
and air brakes.
SHOPS AND BUILDINGS.
Birmingham Railway Light & Power Company. — This corn-
is considering plans for an addition to its present car barns
to cost $75,000. consisting of a new shod similar to the present
one. covering half the block bounded by Third and Fourth avenues
and Tenth and Elev nth stn ets, Birmingham. Ala. w. A. Mc-
Whorter, master mechanic.
Halifax Electric Tramway Company. — This company is build-
ing a new car barn on Lower Water street. Halifax. N. S., which
will be 100 by 135 feet, of brick, with CO Mor and folding
steel doors. It is expected to be ready for occupancy by De-
cember 31.
International Railway (Buffalo, N. Y.). — Work has been com-
pleted on the new Cold Springs - nd car house at Buffalo.
at a cost of about $350,000. The old car house has been remodeled
and converted to a truck and carpenter shop. The completion of
the new building, which is 560 by 620 feet, gives the company
accommodations for 200 cars. T. W. Wilson, general manager.
Shreveport (La.) Traction Company. — This company lias eli
a contract for the erection of a new car shed and shop building, to
Kobbe Company, designer of technical advertising, making a
Jty of "follow-up" business-getting systems and publisher
of Compressed Air, has removed its office from 90 West Broadway
to 108 Fulton street. New York.
George F. Hichborn assumed the duties of general traffic
manager of the United Btal s Rubber Company. 42 Broadway,
Xew York, effective January 1. 1907. filling the vacancy created
by the resignation of J. X. Gallaway.
Dean Electric Company, F.lyria. O.. is having plans prepared
by the Osborn Engineering Company for a $100,000 addition to its
plant. Work will be commenced in the spring and considerable
new machinery including a 500-horsepower engine, boilers and gen-
erators will be purchased.
Standard Coupler Company, 160 Broadway. New York, has ap-
pointed George A. Post. Jr.. engineer representative of the com-
pany. Mr. Post. Jr.. graduated from the Cornell University in
1905 with the degree of M. E., and was formerly a sales engineer
with the Westinghouse Machine Company.
Gideon N. Caleb, vice-president of the Bettendorf Axle Com-
pany, has b. en confined to his apartments for the past eight
Bronchial asthma developed into pleurisy and this into
pneumonia and his condition has been critical. The crisis, how-
ever, lias passed, and it is believed he will soon be able to get
around again.
R. W. Marshall & Co., 95 Liberty street. X'ew York City, dealer
in electric railway material, both new and second hand, reports
the following sales: 4 interurban cars, 55 feet long fully equipped,
1 freight car and 2 combination baggage and passenger cars to
the Meyersdale & Salisbury Street Railway, Pittsburg. Pa. Also
4 single-truck cars fully equipped to the Pittsburg & West Moore-
land Railway. Irwin, Pa.
Railway Commercial Training School, 117 Main street, Elmira.
X. Y" . is now under the general management of E. E. Tingley.
W. ''•■ Moore, previously manager, is now assistant secretary of
the General Engine Company. 640 Ellicott square. Buffalo. N. T.
The Railway Commercial Training School provides training for
young men in railroad work, offering courses in telegraphy, freight
traffic, passenger traffic, baggage and express work.
J. H. Wagenhorst & Company, of Youngstown, Ohio, reports
among its sales of electric blue printing machines the following:
Oklahoma City Railway Company, Oklahoma: Ohio State Uni-
versity, Columbus. O. : G. D. Peters & Co.. Moorgate works. Lon-
don. Eng. : Griffin Wheel Company, Chicago. 111.: Alvey-Fergu-
son Company. Louisville. Ky; Xew England Structural Company.
Boston. Mass.: Eugene Dietzgen Company. Chicago, ill.; American
Steam Pump Company, Battle Creek. Mich.
Lidgerwood Manufacturing Company Xew York, has ap-
pointed Francis F. Coleman publicity manager of that company.
Mr. Coleman was formerly connected, with the Westinghouse and
Allis-Chalmers companies and recently with the Taylor Engineer-
ing Company. He was at one time editor of the Electrical Age
and during the Louisiana Purchase Exposition at St. Louis had
charge of three large exhibits there, being the organizer and first
president of the Machinery Club, and was active in bringing
about the organization of the United Exhibitors' Association at
the fair. Mr. Coleman is a member of the Technical Publicity
Association.
A. O. Backert, for a number of years in charge of the Pitts-
burg office of the Iron Trade Review, and for the past two years
associate editor of the Iron Age. with headquarters at Chicago, has
accepted the position as editor of Foundry and associate editor
of the Iron Trade Review, effective January 17. T. J. Wright has
been appointed successor to Mr. Backer! rn editor of the
\ue. with headquarters tfr. Wright was formerly
connected as salesman with Joseph T. Ryerson & Son. Chi
and with the Western Iron & Steel Company, of St. Louis, and
later with the Hartford Steam Boiler Inspection & Insurance Com-
pany as special agent, during which time lie contributed several
articles on steam boiler practice to the technical press.
Peter Smith Heater Company, Detroit. Mich., manufacturer of
the "Smith" type of hot-water heater, announces that arrange-
ments have been made with the Electric Service Supplies Com-
pany of Philadelphia and Chicago to sell its products during the
coming year. This change has been made due to the increasing
business and in anticipation of a still greater increase the corn-
will erect a two-story addition 100 by 120 feet. This will
equipped with all the modern devices necessary for increasing
u,i to about four times its present capacity. The "Smith"
is are used on more than 175 different railwa; ies in
the country. Among these is the Public Service Corporation of
Xew Jersey, which has installed 100 of the new magazine type of
heater.
William J. Clark, of Xew l'ork. has been appointed by Gover-
iiaiies E. Hughes as a delegate from that state to the national
ition for the extension of foreign commerce of the United
which will be held at Washington. D. C, beginning Mon-
day. January 14. 1907. Mr. Clark is general manager of the foreign
iment of the General Electric Company. He has been inter-
ested in and studied for many years the conditions of foreign com-
and there are few men in the United States who under-
January 12, 1907.
ELECTRIC RAILWAY REVIEW
63
stand the commercial conditions better. His book, "Comm
Cuba," is rec.'r . itliority on the subject. He lias
been a delegate to many important commercial conventions and in
iber of the L'i - D at the Inter-
national R I at Washington, D. C
New York Switch & Crossing Company, Hoboken, X. J., has
purchased a rail bender, eld saw, planer for crossing work and
other machin ry for use In its manufacturing plant. The com-
pany reports ■ very good business It manufactures a full line of
electric switches and is mak-
ing a pecialty of hard-steel centers. The anti-stradd
switch is the company and is - with
great sue.
THE NATIONAL BOILER TUBE CLEANER.
ADVERTISING LITERATURE.
H. B. Underwood & Co., Philadelphia. Pa. — A neat blotting
pad has been issued to call attention to the portable railway repair
shop tools which this company makts, a novel idea being intro-
: by the use of portraits suggestive of the different we
soliciting orders.
Royal Ventilator & Manufacturing Company, Philadelphia. —
The J stem of ventilation is described and illustrated In
a booklet, issued by this company, which contains sizes and prices;
also, illustrations of the application of the ventilator to various
situations — in factories, engines and boiler rooms, train sheds,
barns, etc. •
McConway & Torley Company, Pittsburg. Pa. — A 152-page
catalogue substantially bound and handsomely illustrated has been
Issued by this company. It contains Illustrations and lists of
parts of the various forms of coupler equipments manufactured by
It for passenger cars, freight cars and locomotives. The changes
In railway principals and service requirements have demanded
changes In coupler equipments, and the catalogue shows a num-
ber of new Ideas and Improvements In this direction. Develop-
ments In automatic coupler appliances as well as earlier combi-
nations are shown.
Union Switch and Signal Company, Pittsburg, Pa. — "Weol
house Automatic Kl- - on the E:
Is the sub-
limed
26 deals
with • Bwltch and Sig-
ptlon and there
Tie interlocking
some three
■
Babcock A. Wilcox Company, New fork I from
■ '.. lis
rty and interests in. hiding all accounts and bills
and has assumed Its obligations. The purchased plant
. in the future by ti A Wilcox Company
i k A Wilcox Con
• nsolldated
asso-
m similar
will man-
tube
■ie Stirling
■
Ingertoll-Rand Company, 11 Broadway, New York City. — "In-
gersoll-P'TKeant Air and Gas Compressors." a publication of 184
pages, covers the complete line of compressors built by the Inger-
iny. A bi h of the nine classes
Is k red by tables of sizes and 111 'if typical
nes and I lints. A large number of lllustra-
ry line of Industrial activity Is a particu-
lar ' Two articles are also presented.
Some Imp tny In the
sors"
." which >
stlvely Inl .lis of the subject. The Ingersoll-Rand
my states that It has made every sSorl the publl-
ie of their > ornpressors, but a taxi
Leaflet ("A in ■:
k drills of which the con
' It has built over 80,000.
Roberts & Abbott Company, Schofield Building, Cleveland, O.
.'
and i
has a Ian
The National steel tube cleaner, illustrated in the accompany-
ing engraving, is a device for cleaning boiler tubes, which is manu-
factured by the H. W. Johns-Manville Company, of New York.
The National Steel Tube Cleaner.
The salient feature of the National steel tube cleaner is that
each blade acts independently of the others and is so spring-like
in nature that it conforms very s which is
to be cleaned. It can be forced through the tube with very little
effort and each plate removes the particles of sediment or scale
within the pipe. Another advantage of this cleaner is that It can
be adjusted to fit various sizes of pipe, and if one or more of Its
blades become broken by rough usage or wear, they can be readily
repaired at nominal expense.
The manufacturer states that It Is meeting with great success
in the sale of this device.
THE NEW NATIONAL MOTOR COMPRESSORS.
In v.ry recent m inths the National Brak- npany,
ol Milwaukee, ped :.t:.l Is not manufacturing in
numbers its new types of motor compr* - which the most
frequently used for street rai v A-4 and BB-2
- nt many advanced ideas
in design an. I construction, and are i ■> the
suggestion ■! the fo:
National Motor Compressor — Figure 1.
tlon ol
it In
'
64
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 2.
where the car Is running the greater part of the day, the
new National motor-compressors are enclosed and made abso-
lutely dust and water proof. Thus thi con-
stantly exposed to the ate Inatlng tin dear price of
about 25 per cent reduction in efficiency in a box-enclosed type
National Motor Compressor — Figure 2.
compressor which for the sake of cleanliness may be gained i» a
few minutes with a jet of water with the enclosed type.
The simplicity of design and construction of the compressor
is splendidly shown in the phantom view, Figure 2. Referring
to this figure, the crank shaft is fitted with a third bearing (2)
in its center, which in addition to supporting and strengthening
The valves are of the solid cold-drawn tubular steel type and are
interchangeable. They are seated by gravity aided by air pres-
sure, no spring or auxiliary device being required. The discharge
pipe runs straight out of the valve head to the main reservoir,
thus disposing with the necessity of attaching unsightly elbows and
goose necks. Both gear and pinion are a standard herringbone
pattern and are cut with the greatest accuracy on gear cutting
ines.
The motor of the compressor outfit Is a standard 4-pole en-
tirely enclosed eype, designed with an unusually liberal rating
and with a view to complete accessibility. One of the many dis-
tinctive features of the motor is the heavy insulation employed
in the brush gear. The brush gear on compressors Is often a
weak part, due to the fact that only about % to 14 inch external
leakage surface in insulation is provided and the accumulation of
oil and dust frequently results in complete breakdowns by the
current eating through the bushing or creeping over the small
oil-covered surface. The thickness of the insulation used on
National motor compressor brush gear is 1'4 inches, which gives
assurance that no such contingencies will occur.
ROLLING STOCK FOR LANCASTER, PA.
The Conestoga Traction Company, of Lancaster. Pa., operates
two types of closed cars, the one shown in the illustration, which
is one of a number of new cars built by the J. G. Brill Company;
the other, the Brill grooveless-post semi-convertible type. The
first named type has been adopted for general use in the city and
additional orders are pending. Last year nine cars of the latter
type were purchased and additional orders for this type also will
soon be placed. Forty-seven miles of new track have recently
been laid, making the aggregate length of the lines 147 miles; this
added mileage will make the Conestoga Traction Company rank
as one of the largest trolley companies in Pennsylvania outside
of the few largest cities.
The new cars do not differ materially from standard Brill cars
of the closed type; the upper sash are stationary; the lower sash
drops in the ordinary manner. The chief dimensions are: Length
over end panels, 20 feet 8 inches, and over vestibules, 30 feet 1
inch; width over sills including sheathing, 7 feet 4 inches, and over
posts at belt, S feet 2 inches. The car bodies are mounted on
the Brill No. 21-E single truck with a wheelbase of 7 feet.
The interiors have a finish of cherry; ceilings are of birch.
The builders furnished their own make of specialties throughout
Closed Car for Conestoga Traction Company.
it at the weakest point, eliminates all tendency of the shaft to
fracture at the center. This third bearing also makes the opera-
tion of the compressor much quieter and gives greater freedom
from vibration than is the case with two bearing compressors.
Thus the life of the pump and gearing and their efficiency is
greatly increased.
Removal of crank shaft and gear is accomplished by lifting
them straight out of the crank chamber. The removal of the
gear from the shaft, which must be done on most compressors
before the crank shaft can be dismantled is entirely unnecessary;
thus greater accessibility to the pump is gained and the minimum
time consumed in dismantling and reassembling the parts. The
splasii system of oiling is used, the gear and crank running con-
stantly in a bath of oil which is splashed over all the operating
parts of the compressor. It will be noticed that the gear case (1)
is constructed as an integral part of the crank case instead of
being cast separately. Such construction makes a highly rigid
pump base, reduces the number of loose parts and unsightly bolts
and does not necessitate draining the oil from the gear case and
crank chamber for inspection of these parts.
The valve head is constructed with discharge valves towards
the center and the suction valves towards the outside of the head.
the cars, such as: "Dumpit" sand boxes, angle-iron bumpers, radial
drawers, and spring cane seats.
To Build Interurban Station at Toledo.
The Interurban Station Company, of Toledo, has been incor-
porated at Columbus by John C. Reid, Joseph S. Toung, William R.
Hodge, William H. McClellan and William F. Nutt. The initial
capital of the company is $10,000. The object is to build and
control the proposed interurban unien passenger station on the
ground bounded by Superior, Huron, Beach and Jockson streets.
The project has been held up many months by the board of
public service, which refused to give the necessary permit to
construct turnouts on Superior street. This question is now in
the hands of council committee on railways and telegraph, and
as the granting of the permit is being urged by the chamber
of commerce and by many prominent business men. it is believed
that in a short time council will act accordingly. If this con-
troversy is settled in the near future, it is probable the new
station, costing over $200,000, will be built before the close of the
year.
K
KM
PUBLISHED EVERY SATURDAT IiY THE WILSON COMPANY, iHlCAGO
Cfl Harrison Street Haw Yi>i:k : ISO Nassau Street
Subscription Price, $2 ; Foreign, $5 ; Single Number;, 10 cent; Kutered at the Postoffioe, Chicago, 111., as Second-class Matter
Vol. XVII. No. 3
CHICAGO, JANUARY 19, 1907
Whole No. 195
TABLE OF CONTENTS.
Editoial—
—Electric Railway Mail Service 65
—Rates for Handling United States Mail 65
— Starting with Portable Substations 65
— A Holding Company in Cleveland 66
— Right of Way at Intersecting Points 67
— New York Slate Association Meeting 67
— The Reliability of Trolley Service 68
Substations of the Metropolitan West Side Elevated Rail-
way. ( Illustrated i 69
dilation at Nashville 72
Delation 73
Track Construction in Paved Streets. By I. E. Matthews 81
Concrete Stringers. Concrete Stringers with Ties, and Steel
Tiee. By F. D. Jackson. (Illustrated) 82
Thermit Rail Welding By W. J French. (Illustrated 1 83
rlc Welding. By P. Ney Wilson 86
Operation on the Interborough Rapid Transit S6
Rail Bonds. By H. L. Mack 87
Span and Catenary Construction. By G. E. Eveleth. (Illus-
trated 88
Northwestern Electrical Association 89
Student Records in Memphis. (Illustrated) 90
Chicago Traction Ordinances 90
Improvements at Covington. Ky 91
Tendency in Design of Boiler Plants. By A. Bement. M. E
Electric Railway Progress in Kentucky 92
News of the Week 93
Construction News —
— Franchises 95
— Incorporations 96
— Track and Roadway
— Power Houses and Substations 99
Personal Mention 99
Financial News 99
Manufactures and Supplies —
—Rolling Stock 101
— Shops and Buildings 101
— Trade Notes 101
— Advertising Literature 102
Motors for Rolling Mills 102
Exhibit of the Johns-Manville Company 102
The growing use of the electric and cable car in the car-
riage of malls Is indicated by a few figures given in the
annual report of the postmaster general for
Electric the year ended on June 30 last. The num-
Railway ber of electric and cable car routes in opera-
Mail Service. tion on June 30, 1906, was 460, with a total
length of 6,014.74 miles, and an annual
travel of 11,114,183.98 miles, costing 1572,495.89. This is an
Increase of 20 routes, of 369 miles in length, of 572,496.55
miles of travel, and of $29,540.51 in annual cost. The report
does not state how much of this business was handled by
cable cars, but as there are now very few cable roads in
existence the significance of the figures is not affected greatly.
Although the increasing importance of electric railways as
an indispensable factor In the transportation world has long
been r'-cognized, this particular branch of their usefulness
has attracted little notice. And while they have been rapidly
their fields of endeavor, both in competition with
and as n tary to the steam railroads, by taking up
the handling of express and freight, little has been said of
their value as carriers of mall. This Is a field for which the
electric railway Is especially fitted, both In large cities and
between small communities which are without the advan-
tages of a frequent steam railway service, and there Is little
doubt that the large lucre*** in this department for the
past year will be followed by a still larger one In the -
year.
That the rate of compensation for el«-. mall
IS been Increased during the paHt year should D
the business more attr
Rates for paalea The last report of the 1
Handling :al asked congress for authority t<. in
u. 8. Mali. ipplicabls
■ car service from mile
tra*< : poach lerrloe to not 1
n rases when- exceptional
to weight Of mall and number of ottOM til It til, ■ad from
thre* fourth* of a rent per linear foot per mllo traveled for
apartment and full car service to not exceeding 1 cent per
linear foot per mile traveled in exceptional cases. Congress
authorized this increase, with the proviso that on routes
over 20 miles In length, outside of cities, the rates shall not
exceed those paid for steam railroad service. Under this
legislation, effective on July 1, 1906. compensation has been re-
stated, on certain routes where the conditions referred to
have prevailed, at the rate allowable for railroad service.
In a number of the larger cities service has been restated
at the rate of 1 cent ner lineal foot. A few of the elec-
tric and cable car companies are still demanding higher
rates for service than are deemed necessary by the postofflce
department, but the efforts to secure service under the
amended law have been reasonably satisfactory, and the
postmaster general recommends no further legislation at this
time.
The Illinois Traction System, which has under active con-
ral connecting lines of 40 or more miles in
length has found that portable rotary con-
Starting verier substations are quite useful at the
with Portable time of first opening new lines. This corn-
Substations. I'-my has five such substations, each con-
f a substantially -built box car
carrying one 800-Ukra rj oonverl tier with
transformers and switching apparatus. When a new line is
to be opened, one of these substations is set off on a torn-
Mt pole, with Btandard big])
slon 1 nlators, Is erected close to the >-nd of
thecal in this wa> the three-po mission i.
> to the I 'n: twitches in the
! ire also useful In assisting 1
■ a 1 the timo of concent
One of the reasons why the Illinois Traction Bj
finds <o be of value Is that It
templates using sh ■• enrrenl for operating all
pari of lis system north of Springfield .and DecatUT, hut at
the present time, while of this b ready
for ' I Ion, the single phi
66
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 3.
ments are not yet at hand. Thus with portable substations
available it is possible to locate them so that they may feed
direct current to the catenary construction and the usual
type of direct-current interurban car equipments be used until
the delivery of the single-phase transforming and motor equip-
ment.
A HOLDING COMPANY IN CLEVELAND.
The decision of the United States supreme court to the
effect that the franchises of the Cleveland Electric Railway
Company on Quincy street and Central avenue expired in
1905, although leaving that company with valid franchises
for all the rest of its great system, seems to have brought
about a condition in which its shareholders are willing to
consider the "holding company" plan long advocated by Mayor
Johnson. For this reason it is worth while to consider that
plan, not from the point of view of the owners of the street
railway property, but from that of the municipality and the
users of the street railways whose control would be trans-
ferred.
Mayor Johnson's plan for Cleveland is in every substan-
tial element the same as that which he advocated in Detroit
in 1899 when, as a street railway owner, he was seeking to
sell the lines in that city to its people. It is, in short, that a
leasing corporation of public-spirited citizens be formed to
take over the street railway property and operate it for the
benefit of the community without hope of or effort for pri-
vate pecuniary gain beyond the standard rate of interest
upon an agreed valuation. Of course this interest must be
paid to the real owners of the property and, therefore, the
men charged with the operation of the leased street railways
can have no pecuniary reward beyond the moderate salaries
which they can properly vote to themselves. Under such
circumstances it is obvious that there can be no desire to
invest money in securities of the leasing corporation and that
its capital resources, compared with the obligations for rent-
als, renewals and repairs which it must assume under any
lease which at all adequately protects the owners of the
property, must necessarily be insignificant. In fact such a
corporate group could not qualify as lessors, especially when
they make a drastic and wholly experimental reduction in
rates the chief part of their programme, and no owners of
street railway property would deal with them on that basis.
Therefore, Mayor Johnson, first in Detroit and now in Cleve-
land, was obliged to devise some way by which a city which
has no legal right to own or operate street railways or to go
into the street railway business as a partner with any cor-
poration or in any other way, could come to the support of
the lessors and equip them with a fraction of its own credit
and responsibility. The device adopted is that of a so-called
"security franchise." It is unquestionably adroit but ques-
tionably legal. That, however, is another story, and one that
Cleveland and Ohio will take care of in due course.
By a "security franchise" Mayor Johnson means one
nominally issued to the owning company but so restricted
that it. shall not go into effect or become operative unless and
until the holding corporation defaults in some of its obliga-
tions under the lease. In order to satisfy the most reluctant
shareholder, who might otherwise block his enterprise, Mayor
Johnson has particularly specified that the privileges under
this "security franchise" shall be broader and more liberal
than the city would directly grant to any corporation. In
other words and adapting the statement to the concrete con-
ditions of the Cleveland situation, the city of Cleveland is
asked, by its mayor, to bet a more liberal franchise than its
citizens would approve as a separate proposition, against
nothing whatever, that a group of estimable gentlemen with
little experience in the street railway business and no direct
financial interest in the success or failure of their undertak-
ing can and will successfully and profitably operate the great
local system upon lower rates of fare than the owners of that
system believe to be possible. And it is to be observed that
this "holding company" plan cannot go into effect until the
present owners have testified to their conviction that three-
cent fares cannot be made profitable, in the strongest possi-
ble manner, by parting with the control of their property in
preference to undertaking that task . If their judgment is not
radically wrong it is plain that the security franchise must
soon fall into their hands and thus prove the folly of not
dealing with them directly and at once.
Assuming, however, that the holding company plan will
continue for a number of years it is certainly questionable
whether it can be regarded as a good one for the city of
Cleveland. A growing city demands a growing street railway
system. The holding company, having no capital of its own,
or practically none, cannot build new lines and extensions;
at three-cent fares it certainly will not be able to build them
out of earnings. Having nothing to pledge it can not borrow
capital. There remains the question whether private capital
will, under such conditions, come to the rescue. With the
spectacle of one company practically expropriated in favor of
the mayor's holding company it is plain that private capital
will not rush into this void. If it comes at all it will undoubt-
edly demand a new "security franchise" and thus neither
horn of the dilemma affords much comfort to the citizens.
The same conditions which control extensions are certain to
control and to prevent proper improvements. Cleveland's
street car service is even now hampered by the fact that
proper rapid transit facilities, commensurate with the size
and rapid growth of the city, do not exist in its business cen-
ter. Nothing but such a perennial controversy as has been
in progress throughout the w7hole of Mayor Johnson's admin-
istration could have prevented the normal development which
would have given the city a complete system of subway tran-
sit of modern character long before this. Such a system is.
in the judgment of experts on municipal transportation,
much more needed than lower fares, but it will be long de-
ferred if the "holding company" plan is adopted.
It is not necessary to go into the question of the quality
of service likely to be rendered under the proposed condi-
tions. The peculiar combination of inexperienced operating
officers, extraordinarily low fares, a system inadequate to the
city's needs, pressing demands to meet the conditions of a
lease requiring regular payments of rent and recurrent ex-
penditures for repairs and renewals, with probable political
interference at nearly every step, is, of itself, sufficiently
suggestive in that direction.
Of the many remaining objections to Mayor Johnson's
plan the political one is easiest comprehended. This is per-
haps enhanced by the peculiar conditions prevailing in Cleve-
land where the very mayor who has produced the un-
paralleled street railway situation has already announced his
candidacy for the governorship of Ohio and is a recognized
aspirant for the presidency of the United States. Such a can-
didate for high political honors, whose peculiar methods are
illustrated by a recent convention to which he sent a majority
of delegates who were on the payroll of the city which he
controls, is not likely to overlook the advantages to be gained
by complete domination of the political action' of the two
thousand voters in the employ of the local street railway sys
tern. That there can be a holding company which he does
not completely dominate no one in Cleveland for a moment
believes.
"Will the holding company plan be accepted by the people
of Cleveland? It will be remembered that when Mayor John-
son tried to get the same plan accepted in Detroit the popular
sentiment against it was so strong that it compelled a city
council which had voted in his favor to rescind its action
within three weeks. And in Detroit both the power of Gov-
ernor Pingree and the influence of the street railway com-
pany were united in favor of the "holding company" plan
January 19. 1907.
ELECTRIC RAILWAY REVIEW
67
Perhaps the latent opposition to such a plan as that advocated
by Mayor Johnson has in Cleveland remained dormant on
account of the public opposition to the plan on the part of
the street railway company, it is not impossible that, it" it
had been less reluctant to submit to expropriation, the public
would have been less blind to the evils inherent in the plan
proposed or would have been more conscious of the need of
acting in its own protection. If it should now appear that th<
corporation has been won over tq the "holding company'' plan
that fact may be the signal for an awakening of public senti-
ment that will put an end to the scheme at the very moment
when it appears about to realize victory.
THE NEW YORK STATE ASSOCIATION MEETING
RIGHT OF WAY AT INTERSECTING POINTS
Intersection points on important routes are always dan-
ger spots in the operation of cars and the prevention of col-
lisions at crossings and junctions is one of the constant
anxieties of a division superintendent. Failure of brakes,
over-speeding, slippery rails, bad weather and other causes
are often contributory to major or minor collisions, but un-
certainty as to the right of way is. perhaps, the most im-
portant of all operating defects bearing upon the danger of
such accidents.
ating rules frequently require that cars shall comi
to a full stop before crossing another line at grade, and a
red band painted upon the traditional white post in such
- announc-s to the motorman his arrival within tin-
danger zone. It seldom makes any serious difference to the
public upon which side of an intersection a car stops, pro-
d printed notices of th>- stopping points of Inward
i ard bound travel are conspicuously displayed. The full-
rule is doubtless a step in the right direction, though it
delays traffic somewhat in instances where the tracks can be
in all directions for several hundred feet on each side of
the intersection.
There must be no uncertainty about the right ol way,
whether the cars stop before 'he intersection or pass over
it at greatly reduced speed. The exact right of way to be
given depends upon the practice of the operating company;
but In general, United States mail cars should take prece-
: all other rolling stock, and traffic bound inward
toward tbi should be regarded superior to
outward travel. A foreign car operating upon a local system
as part of a through interurban route should be given a clear
headway whenever possible, for then- is nothing more an-
noyir through passenger than to finish the last guar
journey by traveling at B snail's pace behind
low-i obstructive car of the local lines; In fait, ii
is a question If a through car should be obliged to stop and
ir the end ol 'he run if It has a
followed
The approach of tl Junction point I"
which both take a common route must result in an arbiti
f the right of w most <!
but in certain cases arhi
hard and will ha laid down f..-
parti' point The main
' ■ I
hi of the
a .ii' ' n. ■••
nali »ol\e
and '
It is seldom that a technical publication has the oppor
tunity to furnish a report of the proceedings of so satis
factory a meeting as that which occupies so large a portion
of the present issue. The quarterly conference, as the presi-
dent named it. of the Street Railway Association of the Stat.
Of Xew York was distinctly a satisfactory and InstrUi
one.
The order of the day was business from the start and the
president, almost in the same breath in which he announced
the meeting open, also announced the first subject under dis
cussion. From this point the discussion proceeded without
a break through two extended sessions. The general subject
for consideration at the meeting was "Track and Roadway. "
and a part of the successful result reached by the discussion
was due to the logical arrangement under which the general
subject was subdivided, and to the care with which each of
the several papers had been prepared. As a whole the pro
ceedings form rather complete specifications for the cons
lion of electric railway roadway and track, especially in
paved streets, and In addition some valuable information was
given as to line construction.
Under the first subhead. "Track Construction in Paved
three papers were presented. The first re
more especially to the track foundation, the second to
and rail supports and the third to methods of connection be-
tween ties and between ties and rails. In this connection
it was especially Interesting to note the conspicuous pari
which concrete is beginning to play in the construction of
I railway foundations. Though the subject was dis-
cussed by a number of members, there was but one dis
Ing voice to the proposition thai the besl foundation for I
in paved streets is a layer Of from ten to twelve inches ol
concrete under the base of the rail, in which the ties, whi
of steel or wood, were fully embedded. Decided preference
ed to be given to the use of Bteel ties: in facl the authors
of two of the papers defined the best track construction for
paved st t ■ i ties embedded in and with
from four to six inches of concn te undi r the ties and filling
the spates between the ties up to the level of the base of the
rail. The diBCUSSlOD Of litis Subject was sufficient!} full and
general to make the results of decided value to tl le
railway engineer under the varying conditions met In dl
ent sections.
worthy of note thai the advantages ol a well-tied
in distinction from one in which the rails rate
ly braced, was well brought out, and tins feature apparently
ounl of which the
meeting With so much favor.
Probably the most generally Interesting feature ,,r the
proceedin on Standard Rail Bectlon
m connection with the dlscu
which it called forth. The author of this paper had D
i' the pi i opinions pn
ing In many places and the unanimity with which the
ed In comparison with the girder rail for pa
of the municipal authority b, wl
the , the papt
all Hi. mo
ibat he wai confronted with the
• of putting in a - imii be wai eon
lUld be III
Of lb- municipal .| opinion In
out to the
with
• lie III I'
68
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 3.
objection apparently narrowed itself down to a question of
proper paving in connection with whatever rail was used,
the objection to the Trail b> ilng that the paving stone was
liable to be irregularly worn next the gauge-line of the rail,
making necessary frequent repairs to the pavement. The
principal arguments in favor of the T-rail were well sum-
marized in the report referred to, and may be briefly men-
tioned as follows: That with the T-rail the load is taken
over the center; that with proper paving there is unlimited
flange-way; the section permits of the use of a long angle
bar, requiring less repair at joints; the rails are less noisy
and stay where they are put; they are more substantial in
every way and the cost is less, an equality of cost being
established between a 90-pound T-rail and a 70-pound girder.
The discussion upon rail joints established the fact that
there were advocates of various methods of welding and of
the mechanical joint. A new form of joint, which is a com-
bination of the mechanical and welded, was described, which
seemed likely to meet with considerable favor. One paper
described in detail the process of thermit welding and an-
other gave an interesting tabulation of costs of electric weld-
ing. Some minor objections were stated with reference to
each of these two methods of forming a joint. A new form
of joint described as in recent use in Cleveland, is a combi-
nation of an angle-bar connection, forming the joint mechan-
ically, and a welded section upon the base of the rail to form
the electrical connection. The description of the operation
of forming this joint and a statement of the items of cost
were listened to with interested attention and various ex-
pressions of approval were given.
A discussion upon "Derailing Devices" gave emphasis to
a thought which was brought out in connection with the pre-
ceding quarterly meeting of this same association, namely,
the desirability of close co-operation between the railway as-
sociation and the Board of Railroad Commissioners of the
state. At the preceding meeting two questions which were
debated by the New York State association were taken up
at the request of the railroad commissioners. The matter of
derailing devices was considered at this meeting at the re-
quest of the same authority and while the discussion did not
go far toward the establishment of any new practice or deter-
mination of the efficiency of previous practice, yet one new
plan of derailing switch and method of operation was brought
forward for consideration.
Under the head of "Rail Bonds," a brief discussion took
place as to the relative merits of the various types of bond
upon the market, but this seemed to resolve itself into a
matter of personal preference, and little data of determina-
tive value was produced.
The only part of the programme relating to other parts
of railway plant than that of roadway and track was com-
prised under the general head of "Overhead Lines." One
member who was expected to produce a paper on "Center-
Pole Construction," explained his delinquency from, the fact
that in going thoughtfully into the subject he had been un-
able to find any arguments in favor of that type of construc-
tion, but much in favor of span construction. His chief ob-
jections to center-pole construction were in the matter of
supporting the trolley wire with a bracket arm, which made
one point of the trolley wire fixed in comparison with the
flexibility of the rest of the wire. This was said to be a
frequent cause of the -jumping of the trolley wheel. The use
of center-pole requires a greater distance from center to cen-
ter of tracks, causing an added expense in ballasting and
maintenance. While span construction costs more per mile
than center-pole work, it was argued that taking into con-
sideration grading and ballasting, the balance would be in
favor of span construction.
The growing use of the catenary form of construction
gives great interest to the paper upon this subject, in which
a large number of forms of suspension were described in de-
tail. While this method of suspending the trolley wire has
been considered especially adapted to the center-pole con-
struction, there appears to be no reason why it cannot be
used equally well with span construction; in fact the author
of the paper pointed out that the only feature to which it
would be necessary to give attention was the fact that owing
to the additional weight of the messenger wire to be carried
it was advisable to allow a little more dip between the point
of support on the cross suspension and the connection be-
tween the messenger wire, than in the ordinary form of cross
suspension. This construction is in use, and it is authori-
tatively stated that the results are entirely saisfactory.
As before stated, the two sessions were devoted entirely
to the discussion of the subjects mentioned. One of the ad-
vantages of a small association was thus indirectly called
to mind. The small association is able to perform its func-
tions with less machinery than seems essential to the opera-
tion of a much larger body. The Street Railway Association
of the State of New York is an excellent example of the
amount of work that may be accomplished in a single day,
if no time is lost in getting about it.
THE RELIABILITY OF TROLLEY SERVICE.
No better demonstration of the reliability of electric
railway service is needed than that given during the past
few weeks by the lines in the vicinity of Boston as contrasted
with the service of the competitive steam railroads in the
same territory. It has for some time been apparent that
the schedules of both local and through trains entering the
great terminal stations of Boston have become far too un-
certain for the satisfaction of the general traveling public.
Delays ranging from only a few minutes in the case of local
trains with short runs, to several hours in the case of many
through expresses have become so frequent that the Massa-
chusetts railroad commission has issued an order requiring
all delays above 10 minutes in the case of through trains to
be reported for subsequent explanation throughout a period
of 30 days.
Whatever may be the causes of these lapses from sched-
ule, carrying with them as they do enormous waste of pro-
ductive time, it is most gratifying to the electric railway
operator that few complaints of the lack of punctuality of
trolley lines in the territory have been voiced by the public.
Suburban residents boarding outward-bound cars have been
sure of getting home at the usual hour, and inward-bound
passengers have not been obliged to figure from 50 to 150
per cent extra running time in making business engagements.
On some lines there have been annoying equipment break-
downs in the rush hours, but in proportion to the traffic han-
dled there has been little trouble.
The modern large steam railroad terminal with its half-
dozen or so miles of track under a single roof and its intri-
cate interlocking slip switches, becomes an easy prey to a
snowstorm which would be regarded as far from serious by
a trolley manager. The upsetting of a few train schedules
in the busy hours is liable to paralyze the entire traffic of
a terminal costing a score of million dollars. Highly organ-
ized as such a machine is, it is extremely sensitive to de-
rangement and it often happens that a freight wreck in
Michigan or Indiana cumulatively delays the movement of
suburban trains at Boston 24 hours later by causing some
fast through express to fall far behind its timetable at its
destination. The smoke and steam emitted by the present
type of locomotive, difficulties in firing boilers in zero
weather, unprecedented volumes of traffic and other causes
contribute to the steam railroad situation, but whether the
ensuing delays are justified or not, the fact remains that
the electric lines are reaping the benefit of their greater relia-
bility and are making the most of a welcome class of
business.
January 19, 1907.
ELECTRIC RAILWAY REVIEW
B9
NEW
SUBSTATIONS OF THE METROPOLITAN
SIDE ELEVATED RAILWAY COMPANY.
WEST
The Metropolitan West Si.le Elevated Railway Company
of Chicago has -recently put into operation two rotary-
converter substations of interesting design. This company
IF
«d
m
-
8
■ ■
■
1
*
1
Metropolitan Elevated
Railway — Floor
Substation
Plan Forty-Sixth Avenue
52 miles of elevated track consisting of a four-track
ture from the connection with the Onion elevated loop
in the business district to Marshficld avenue, at which point
- Into three double-track 111 eling
supplied as direct current through the third rail and auxiliary
feeders from a generating station between Loomis street and
Throop street. This power house is located well downtown and
as the lines have been built toward the west the feeders have
been extended and enlarged until they have about reached
the economical point for distribution with liOO-volt current.
While it might have been possible to increase the capacity
of the generating station by the addition of a turbo-driven
alternator, the physical conditions, with the power plant lo-
cated as it is between two double-track elevated structures in
s thickly built district, combined with the limited floor space
Metropolitan Elevated Railway Map Showing Location of
Generating Stations and Substations.
and the difficulties incident to condensation and fuel supply,
seemed to make it more advisable to obtain additional power
from another source. When the amount of capital necessary
to increase the capacity of this station, and its limiting fea-
tures was compared with the cost of building rotary-con v
substations and purchasing power, it was found that the sub-
stations had a favorable balance. By locating such sub-
stations at outlying points the investment for cables to carry
both alternating and direct current, which would have been
necessary with an Increi paclty in this company's gen-
erating station, was not required. The present condll
warranted the building and equipping of two rotary-converter
substations, one on the Garfield Park branch at Forty-Sixth
avenue and the oilier near Robey street at the junction of
the Humboldt Park and Logan Square branches, both sub
stations to be operated with purchased power, \t each of
■
— -j ! L—
1
' - - -
Metropolitan Elevated Railway— Floor Plan Robey Street Subttatlon.
■
hi be
been
70
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 3.
ited the structures so that they are Interesting In detail and
will be described separately.
Robey Street Building.
The floor plan of the Robe; street rotary-converter and
battery station is shown in one of the accompanying illustra-
tions. As the storage battery building and its equipment
were already in operation at the time of planning for the
rotary-converter equipment it was advisable to utilize for the
substation the limited available real estate adjoining the bat-
tery room. The problem before the designers consisted of
getting into this restricted space the largest capacity of ap-
paratus possible. It should also be noted that this substation
is directly under the elevated track-structure, making avail-
able a head room of only 12 feet. How well this problem has
been solved is answered by the statement that this substation
with a normal machine capacity of 4,500 kw. occupies a floor
space of but 2,032 square feet, this area including a boiler
room, coal bunker and toilet rooms. The unit capacity is
2.21 kw. per square foot of floor area.
This substation building at Robey street is of fireproof
nue substation there is floor space available for the addition
of another unit with its transformers and switch apparatus.
The rotary converters are wound for 25-cycle, 380-volt alter-
nating current and 600-volt direct current, and operate at
250 revolutions per minute. The limited head room of 12
feet at the Robey street substation necessitated placing the
rotary converters with their bed plates depressed so the top
is only two inches above the floor level.
Each rotary converter is supplied with alternating cur-
rent from three 550-kw., oil-insulated self-cooling trans-
formers which have a ratio of 9,000 to 380 volts. The trans-
formers are supported on I-beams so that there is a free cir-
culation of air on all six sides of the cases. At the Robey
street substation it was necessary to place the transformers
at a lower level than the machine floor in order to provide
head room for removing the cores, but at the Forty-sixth ave-
nue substation the transformer cases rest on beams inter-
connected with the machine-floor structure. Here the high-
tension gallery is directly above the transformers with a floor
having heavy I-beams so placed as to make them available
Metropolitan Elevated Railway — Interior Forty-Sixth Avenue Substation.
construction with concrete foundations and roof, brick walls
and steel window frames with wired glass.
Forty-Sixth Avenue Building.
Like the situation at the Robey street station the ground
area at the Forty-sixth avenue location was also limited. The
size of this building was determined by a battery house on
one side, a car storage yard on another, the Garfield Park
main-line elevated structure on the third side and the street
line on the fourth. As will be noted from the illustrations,
the arrangement of this substation conforms more to stand-
ard practice than that of the Robey street station.
The Forty-sixth avenue substation building is 39 feet
wide by 66 feet long and of rectangular shape joining at one
end with the storage battery room. The building is of neat
design and of the fireproof type with concrete floors, brick
walls and cement tile roof supported by steel trusses.
Rotary and Transformer Equipment.
Each substation has two 1.500-kw. capacity compound-
wound Westinghouse rotary converters with mechanical os-
cillators and speed-limiting devices. In the Forty-sixth ave-
for supporting the tackle used when cores are to be lifted.
It will be noted that at this station the switchboard is set at
a sufficient distance from the transformers to allow cores to
be handled between it and the transformer cases.
Storage Battery Equipment.
The storage battery equipment at the Robey street sub-
station comprises 295 cells with 49 type-R elements each.
This battery has a one-hour rate of 2,880 amperes.
The battery at the Forty-sixth avenue station consists of
296 cells of 49 type-G elements each and has a one-hour dis-
charge rate of 1,920 amperes. Both batteries were furnished
some few years ago by the Electric Storage Battery Company
of Philadelphia.
Switchboards.
The switchboards for the two stations are alike except
that one is assembled righthand and the other lefthand. Each
board comprises the following panels with their complements
of instruments:
Two high-tension panels with oil-switch levers, and three-
phase integrating; wattmeter on entering lines.
Two alternating-current rotary-converter panels, each having
January 19. 1907
ELECTRIC RAILWAY REVIEW
71
three single-pole switches, one for each phase, one three-pole
single-throw starting-motor switch, one two-pole single-throw
synchroniing-rheostat switch, an alternating-current animete-
for measuring the input to each rotary and a power-factor meter.
Two direct-current rotary-converter panels each with a pos-
itive and a negative main switch, integrating direct-current watt-
0000 conductors insulated with paper. It is interesting to
note that the two cables to each substation are laid in sep-
arate duct systems following different routes between the
power house and substation so far as was practicable.
Metropolitan Elevated Railway— Exterior Robey Street Substation Showing Elevated Structure Above.
.in amemter. 3.000-ampere circuit-breaker, rheostat ban-
voltmeter plug.
Battery regulating panel with a carbon regulator oi
fr'jm the main bus.
standard feeder panels, each with a circuit-breaker, am-
-throw switch.
Three .r controlling the battery booster, motor and
: sets.
Arrangement of Circuits.
Each station is supplier] with 9. -volt. L'.Veyclp alt. -mat-
As the cables enter the substation they end in terminal
bells and each conductor has a disconnecting knife switch
From the knife switches the conductors are led to non-
automatic oil switches in series with automatic overload-trip
oil switches. Between these two oil switches, which aj
flexibility of operation in case of feeder cable troubles, there
is a set of disconnecting knife switches. From the auto-
Metropolitan Elevated Ft <
h two Inderx ndenl nigh I : rom
-non of Hi.- Commonwealth I
n lie- oil,. ml i
■ if the ll
in. .He oil switch ih' high-tension con
io the pi iiii.ii v i.-i in in. i
i hi eni of the automatic md
vuii i ductoi ■ Is such thai bol
72
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 3.
either one of the rotaries may be operated from either in-
coming high-tension line. Under normal operating conditions
one rotary is operated from each line with the tie switches
open so that if the high-tension supply is interrupted on
either line but one rotary will be affected.
From the low-tension side of the transformers the alter-
nating current is taken direct to the rotary -converter panels
on the switchboard so that each phase may be connected
through the medium of the single-pole switches to the three-
slip rings of the rotaries.
The rotary converters are started by separate motors
mounted on the same shaft as the rotary converter arma-
tures. The current supply for these motors is taken from
the low-tension side of the transformers at the machine pan-
els of the switchboard.
From the brushes on the direct-current side of the rotary
both the positive and negative conductors are taken to the
switchboard through the switches and direct-current instru-
ments to the buses from which the feeders leading to the
third rail through the feeder panels and ground return cables
are connected.
Results of Operation.
With the combination of instruments as used in these
substations the total alternating-current input and the total
direct-current output are measured direct, their ratio giving
the station efficiency. By comparison with the measure-
ments taken at the generating station it is possible to get a
definite idea as to the line loss.
The contract under which the Metropolitan company
buys its current at present, provides for a maximum of 4,000
kw. and as the railway company can utilize the total output
of the substations to a good advantage it is interesting to
note how high the load factor has been maintained. During
the first month of operation this factor was 76 per cent and
for the month of December, the second month of operation,
the load factor was increased to S5 per cent and it is antici-
pated that this figure can be maintained. This unusually
high load factor is made possible by the use of the storage
batteries which are charged during the light midday loads
and at night, and discharged at periods of heavy load to cuts
down the peaks.
Since the new substations have been in operation it has
also frequently been found possible to operate the entire
elevated system of the Metropolitan company from 9 p. m. to
5 a. m. from the substations permitting the power house to
shut down for convenience in making repairs, and overhaul-
ing equipment.
The construction of these interesting substations and the
operation and maintenance of the motive power and way of
the Metropolitan West Side Elevated Railway Company are
in charge of Mr. B. H. Glover to whom thanks are due for
the information contained in this description. Acknowledge-
ment is also made to the Commonwealth Electric Company
for interior views of the substations.
CENTRALIZATION AT NASHVILLE.
The production of pig iron and steel throughout the
world last year is estimated at 60,524,505 tons, as compared
with 40,543,000 tons in 1900, showing a probable increase in
five years of no less than 19,981,505 tons. The output
in the United States is set down at 25,602,000 tons; that
of Germany, at 12,273,935 tons; that of the United King-
dom at 10,105,000 tons; that of France, at 3,873,504 tons;
that of Russia, at 3,000,000 tons; that of Austria and Hun-
gary, at 2,000,000 tons, and that of Belgium at 1,44S,065
tons. The figures are necessarily only approximate; but they
exhibit an astonishing advance in production during the
last six years, the increase of the seven principal metal-
lurgical countries being as follows: — United States, 11.813,000
tons; Germany, 3,778,936 tons; United Kingdom, 1,197,000
tons; France, 1,174,504 tons; Russia, 125,000 tons; Austria
and Hungary, 460,000 tons, and Belgium, 430,065 tons.
It has long been agreed that an ideal condition for city
street railway operation would obtain were it possible to
locate the power house and car barns at a point not far
distant from the traffic center, and yet few instances can
be cited where this has actually been accomplished. The
traffic center is usually near the heart of a city where the
property has a value for commercial purposes that makes it
almost prohibitive for street railway buildings. There usually
is also a public sentiment that prevents the locating of car
houses, shops and power plants in or near shopping and the
business districts.
One of the exceptions that can be cited is Nashville,
Tenn., where the Nashville Railway & Light Company has
approached the ideal condition to a remarkable degree. This
company's transfer station, from which all cars are started
on their runs and at which point about 99 per cent of all
transfers of passengers are made is located near Deadrick
street and occupies the entire block between Third and
Fourth avenues — less than two squares from the business
district and just opposite the public square. One square to
the north of the station are the car houses and shops, and
two squares to the east is the power house.
The money saved annually by this comparatively unique
situation cannot readily be estimated in dollars and cents,
but from the fact that cars are never required to dead-head
more than one square before taking their regular schedule,
it will be seen that the dead mileage, and the cost of getting
the car from the barn to the center of traffic is reduced to a
minimum. The advantages of having the power house located
at the point from which the peak load is drawn is also
apparent.
During the past year the Nashville Railway & Light
Company has expended nearly $2,000,000 in new work. This
includes the construction of a new car house, repair, paint
and carpenter shops — at a cost of about $250,000 — the re-
modeling and enlarging of the power station and rebuilding
the tracks outside of the paved district of the city. During
the present year the tracks in the down-town district will
be relaid with 7 or 9-inch rail.
The Nashville Railway & Light Company is one of the
properties of Isadore Newman & Son's of New York, and
though it is operated entirely distinct from the affiliated
companies it is closely allied with them.
The affiliated companies are the Knoxville Railway &
Light Company, Birmingham Railway Light & Power Com-
pany, Little Rock Railway & Electric Company, Memphis
Street Railway Company and the Houston Electric Light &
Power Company. The financial interests of these companies
maintain a consulting, auditing and operating department
for railways, the duties of the superintendents of which
are to visit the various properties and by co-operation with
the heads of the local departments aid in solving the intri-
cate problems with a view toward the possible reduction
of maintenance and operation ■ expense, increasing of the
revenues and providing better service for the public. Mr.
Hugh M. Beugler, formerly associated with the Elmira (N.
Y.) Water Light & Railroad Company, is advisory super-
intendent of the railway operating department of the New-
man interests; Messrs. Ford. Bacon & Davis are the com-
pany's engineers and have charge of all improvements.
The officials of the Nashville Railway & Light Company
are: Percy Warner, president; J. H. Fall, vice-president;
H. C. Walters, secretary and treasurer; H. A. Davis, super-
intendent of railway, and J. P. W. Brown, superintendent
of lighting.
On account of the shortage of fuel in the northwest,
Manager W. S. Dimmock of the Tacoma Railway & Power
Company has given orders to the trainmen that all construc-
tion, freight and passenger business for a limited time be
made secondary to the handling of cars carrying fire-wood.
January 19, 1907.
ELECTRIC RAILWAY REVIEW
73
NEW YORK STREET RAILWAY ASSOCIATION.
The quarterly meeting of the Street Railway Association
of the State of New York was held on January 11 at the Hotel
Iroquois, Buffalo. The register, which was circulated in lieu
of roll-call, showed 51 in attendance as follows:
Those Present.
LeGrand Brown, consulting engineer, Rochester.
W U. \Y. Griffin, superintendent, Rochester & Eastern Rapid
Railway. Canandaigua.
R. P. Stevens, general superintendent. Auburn & Syracuse
Electric Railway. Auburn.
I. E. Matthews, chief engineer. Rochester Railway Company.
Rochester.
'' B. Fairchild. Jr., Electric Traction Weekly. Cleveland. O.
E. P. Roundey, engineer maintenance of way. Syracuse Rapid
Transit Company. Syracuse.
Charles H. Clark, enginer maintenance "f way. Cleveland
Electric Railway Company, Cleveland, O.
M. J. French, engineer maintenance of way. n iwk
Valley Railway Company, 1'iica.
F. A. Bagg. chief engineer. Fonda Johnstown & Glovers-viHe
Railroad Company. Gloversvllle.
Francis W. Lane, E Uway Review, New York City.
T. \V. WilS'.: manager. International Railway Com-
pany. Buffalo.
il. Stanley, general manager, Public Service Corpora-
tion of New Jersey. Newark, N. J
Charles L. Wilson, traffic manager, Toronto & York Radial
Railway Company. Toronto, Canada.
J S. McKechnie. chief engineer. Toronto & York Radial Rail-
way Company. Toronto, Cani
John E. Duffy. Buperintendi use Rapid Transit B
way Company. Syracuse.
E. T. Peck, general manager. Schenectady Railway Company.
8cbenectady.
Andrew J. Farrell. claim agent. International Railway Com-
pany. Buffalo.
F. E. Hawkins, president and treasurer. Ogdensburg Street
Railway, Ogdensburg.
A. R. Meyers, electrical engineer. Buffalo & Lake Erie Trac-
tion Company, Buffalo.
F. D. Jackson, superintendent of track. International Railway
Company. Buffalo.
H. I.. Mack, superintendent of line. International Railway
Company, Buffalo.
•rge C. Graham, sup irintendent of car equipment. Inter-
national Railway Company, Buffalo
W. W Myers, paving Inspector. International Railway Com-
pany. Buffalo.
F Symons. Peekskill Lighting & Railroad Company. Peeks-
kill.
St'j r, vice-president and general manager. Peekskill
Lighting A- Railroad Company. Peekskill.
J. I. Holmes, roe Rochester & Eastern Rapid i:
way ' :i<l;iigua.
W. y. liurk't superintendent of line. Rochester & Eastern
Rapid Railway Com pan] Llgna.
B. V Bn iy and treasurer. American Street &
Intern •
B. Wilbur, i Syracuse Rapid Transit Company.
Syracuse
K 0 Watklns. D Lima & Honcoye Falls Railroad
■iy. Lima
B I. Co division superintendent. International Railv.
Corr, ;
i of transportation. International
Rai; Buffalo.
Wn , Co.,
New '>
Co.,
■ .nil Railway Com-
pany. Bufl
'if. master
1
I ■
Rallw
I Ni ••% I
K
my. Kingston.
way ■
■
■ .1 .
Illi
II i pi,l
I". N
pony
i: ii
R. J. Garvin, superintendent of buildings, International Rail-
way Company, Buffalo.
George Chambers, tax agent. International Railway Company,
BufTalo.
H. J. Pierce, president. International Railway Company, Buf-
falo.
President J. X. Shannahan. of Gloversvllle, called the
meeting to order and announced that at this quarterly con-
ference, the executive committee had determined to devote
the entire meeting to a discussion of "Track, Koadway and
Overhead Lines," and the meeting proceeded immediately to
tho reading of the papers and their discussion.
Track Construction in Paved Streets.
The first paper was on "Track Construction in Paved
Streets," by I. E. Matthews, chid' engineer maintenance of
way. Rochester Railway Company, which appears else-
where.
In connection with this paper was taken up that by F.
D. Jackson, superintendent of track, International Traction
Company, Buffalo, on "Concrete Stringers and Concrete
Stringers with Ties and Steel Ties" and also one entitled
"Tie Plates, Braced Tie Plates and Tie Rods." by E. P.
Roundey, superintendent of tracks, Syracuse Rapid Transit
Company. (The latter paper was published in the Electric
Railway Review of January 12 and the former appears
elsewhere.)
Mr. P. A. Bagg (Fonda, Johnstown & Gloversville) asked
Mr. Matthews If his estimate of cost included the cos! of the
paving, to which Mr. Matthews replied that in each case nil
the figures he gave included not only the cost of the track,
but the cost of the paving itself. In Rochester roads are
required to maintain the pavement between the tracks and
two feet outside of the track. About $2.75 or $2.80 was
paid for block stone.
Mr. LeGrand Brown i Rochester) asked Mr. Matthews if
on the track laid where every third steel tie was carried
across, it helped to maintain the hack. At that time the
track was laid with llA-inch, old Johnson section-B rail, in-
verted and clasped with clips, every third one running across.
Mr. Matthews said that that track was ;. tactically as
good today as when it was laid, that is, in brick pavement.
The track deteriorated next to the rail to some extent, due
in heavj wagon traffic, bul the track Itself is in perfect
condition.
Mr. M. J. French (Utica & Mohawk Valley) asked both
Mr. Matthews and Mr. Jackson their opinion as to the relative
noisiness of the concrete construction and the old construc-
ts which the broken stone was used underneath and the
r paving ahove that, as compared with the construction
in which the steel ties and entire concrete construction Is
used, lie found thai was a great argument agalnsi the con
crete construction. Mr. Matthews thought there would be
possibly a little more rumbiiim. but did no! think the con-
crete construction with Bteel ties vei lonable on ac-
count ni the noise.
Mi i: P. Roundey (Syracuse Rapid Transit) asked Mr.
Matthewi what was the object ol ooved
rail in paved I da replied that the
authorities in Rochester would not sjlon the at I ■ n
Inlet rati, •. .melt girder rail He thought the
full grooved rail made a better looking pavement, and
siiiiy a betted track In semi- n m groovei would
in account of filling up with dirt in
n Intel and rlth Ice and anon The Trilbj
action la objectionable In thai respect, bul
new made which have a wider i ra and which seem i"
inry.
Mr diaries ii ciark (Cleveland Blectrti
< inbls with Kiiiiui ban i
ni. \ii Matthewi replied thai bli auburban • u did
mil bave Ud not b i
trouble Mr Clark explained thai In Cleveland, on I
74
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 3.
avenue, where the Lake Shore electric conies in, they had
ihf Trilby rail and had had a great deal of complaint from
the Lake Shore people on account of flanges breaking, the
inside of the flange of the wheels rubbing against the in-
side of the flange of t lie Trilby rail and this, of course, had a
tendency to press the wheels outward on the bottom, break-
ing the flanges. They wanted all the rails ground, so as to
reduce the flange, but it was concluded to widen the gauge
on account of their heavy flanges.
Mr. \V. R. W. Griffin I Rochester & Eastern) said that
the Rochester & Eastern came in over the Rochester Rail-
way track, and a portion of the Trilby rails happened to be
very narrow, made for a %-inch flange, and the trouble
found was with the inside gauge. They had to set out the
wheels somewhat more than % inch and regauge the track
to overcome the difficulty. The first cars which came in on
these tracks used cast wheels, and the tracks broke the
flanges very badly, but alter it was recognized that the in-
side gauge had to be widened out. and after steel wheels
were put on there was no trouble.
Referring to the matter of noise Mr. F. D. Jackson (In-
ternational Railway) said that there might be more
noise on solid concrete construction, because it is more
rigid, but it would depend on conditions. For instance, on
a wet day. or on a day when the rail was perfectly clean, the
rumbling noise was not any more than with the other style
of construction, but that on a dry day, when sand gets on
the rail, it would naturally make more rumbling because
is less yield to the substructure.
Mr. Charles L. Wilson (Toronto & York Radial) asked
if any of the members had any experience in using sand
or coarse gravel in making up the mixture for concrete, in-
stead of broken stone. Broken stone was becoming more
and more difficult to get. He had had several pieces of
track put down in which coarse gravel was used in place
of broken stone, and had had very good results. Mr. C. H.
Clark referred to the Herkimer bridge, at Utica, and said
the concrete mixture used in that construction was made
ravel, no broken stone being used. Mr. LeGrand Brown
had put in a large quantity of gravel in some paving work
which he did in Canada, and his opinion was that it made
better concrete than the ordinary broken stone. Mr. Clark
added that it was important that concrete should be mixed
accurately. He used a 3-foot cubical box and filled it level
full with gravel. Water was ;>oured into it until the box
was filled with the water and gravel. The amount of water
placed in the box gave the amount of the voids in the
gravel. In that way the quality of the concrete could be de-
termined exactly. He believed the best concrete was ob-
tained by making it out of gravel, but there must be no
-work in the mixing of the concrete. On the Herkimer
bridge the proportions were 1 — 2M> — 5%.
Mr. Roundey said he took gravel just as it came from
the bed, and considered that he got a better job of con-
than city contractors who use crushed stone and sand.
The proportions were about 1 — 3 — 7, mixed in a box without a
bottom.
Mr. M. J. French said that in 1S94 he laid some gravel
concrete, mixing it in proportion of 1 of cement to 10 of
gravel. A raving contractor had occasion afterward to
dig across one of the trenches in which the concrete had
been used, and he said it was the toughest concrete he ever
struck. There was no doubt in his mind but that the ideal
concrete material is composed of all sizes of stone, the
smaller sizes of stone filling the voids of the other, and in
using gravel one was more likely to get the voids filled. The
concrete composed simply of sand and 2-inch stone was apt
to be a rather poor concrete.
Mr. B. Penoyer (Schenectady Railway) said he used
crushed stone, measured the proportions in a box and used
1 — 2 — G. He said concrete stood much better than the con-
crete as put in by the city, in the paving alongside the track.
Mr. F. A. Bagg (Fonda Johnstown & Gloversville i re-
telling to Mr. Jackson's paper said it seemed to him
thai the s.teel ties placed 10 feet apart had not a
very important part to play in the track construction after
the concrete had set and asked if an ordinary yel-
low pin., tie would not answer just as well as a steel tie. As-
suming that the concrete was set and the work all
done, if the steel ti, were eliminated, he asked if the
track would not stand almost as well. To which Mr.
Jackson replied that it might stand almost as well, but the
tie plays the part of holding the gauge while the construc-
tion is going on, and also after. The concrete is brought
only up to the tread. If the concrete should break, on ac-
count of the pounding of the cars over it. the tie acted to
hold the track in place. With a Carnegie steel tie he
thought there was better holding power, because of the hold-
ing power of the cement against the web and also under-
neath the top flange. If the concrete should settle, or the
bottom should settle underneath the concrete, between the
;ies. then the ties would act as a support in that particular
case.
.Mr. T. W. Wilson (International Railway) said that
there was one point which Mr. Jackson did not bring out
clearly, and that was that the concrete extends under the
steel tie. so that the tie itself is supported by 6 inches of
concrete. As for the use of wooden ties, the life of wooden
ties is from 8 to 10 years, or possibly 12 years, and it is
figured that the tracks should last at least 15 years,
and it seemed to be poor economy to put a wooden tie in
permanent construction of that sort. He believed tracks
could be relaid after the rail is worn out. simply by taking
out the stone, removing the rail, and replacing a new rail
on the steel ties, without removing the base of the track.
Mr. C. H. Clark said he was using Carnegie steel ties
in Cleveland, laid on 5-foot centers. He put 6 inches of con-
crete between the^ tracks and 4 inches under the Carnegie
steel tie. which gave 10 inches of concrete and tie-rods
every 5 feet.
Mr. French asked .Mr. Jackson whether they had any
occasion to take up any of the rails over the steel ties, and
whether there was difficulty in replacing any given portion
of the track, as far as gauge is concerned, i. e., the clips
holding it to gauge: whether there was any wear that would
make a loose gauge. Mr. Jackson said he had only just
started the construction this year, but saw no reason why
there should be any trouble at all. because it would only
require a bolt to be used or different clips to be used in
special places.
Mr. M. J. French, in answer to Mr. Bagg's question,
stated that in Utica he had used a few Carnegie steel ties
during the past year, and instead of stopping the concrete
at the bottom of the rail, had brought it up 2 inches over
the base of the rail, and in that way they got the whole
steel structure bound into the concrete, so that there was
no liability of a movement of the rail. They had to be care-
ful in tamping the concrete thoroughly under the rail on
account of the natural shrinkage of the concrete as it dried
out.
Mr. Clark said that could not be done with block stone
pavement : it might be done with brick pavement, or with
7-inch block, no cushion. Mr. Roundey said that in Syra-
cuse, where the concrete came 4 inches above the top of
the tie, it would not hold the rails to gauge. It might be
due to the concrete. He knew the concrete was not good;
it was put in ten years ago; and he thought it was natural
cement. He did not think concrete was of much use in
holding a track to gauge; it might support it. Mr. French's
idea was not to use the concrete to hold the track to gauge,
but to prevent vertical motion. He would not lay a track
without tie-rods in it. with the present type of car. Mr. T.
January 19, 1907.
ELECTRIC RAILWAY REVIEW
W. Wilson said in connection With Mr. Clark's statement,
that was one of the criticisms which has been made on
tracks in Buffalo, and it was a question in his mind whether
they should not increase the number of steel ties and put
them ."> feet apart instead of 10 feet, and also put the tie-rods
• i apart. On the steel tie question he expressed the
■ •pinion that a steei tie 4 inches deep was sufficient for street
railway work, this year the Carnegie Steel Company, at his
•stion, rolled a steel tie 4 inches deep, and 41 cents
cheaper than the 6-inch. As to concrete, either gravel or
was all right. There were two thinus to be
considered in connection with concrete: first, the cement, and
second, the method of mixing. The cement should be good
standard Portland cement.
Mr LeGrand Brown said thai the track put down in
in Rochester, was all 4%-inch steel ties made of old
rail.
Mr. 1. E. Matthews (Rochester) asked Mr. Jackeon, in
ise of the steel tie. where the street has been torn up.
whether they used a long tic to connect the two tracks to-
er.
Mr. Jackson said they used tic-rods and made each track
Independent of the other. They used pound T rails
and also 60-fool 100-pound Trails. He said there wa
trouble from getting out of line anil there were only half
umber of joints, ami half the number of bonds
Mr. A. H. Stanley (Public Service Corporation of X. .1.1
1 if any one knew of a failure through the use of concrete
in track construction. He knew of a large city, where they
had used a good deal of concrete in their track construction,
and every mile of track they laid, using the concrete under
r metal ties or wooden ties, had in be rebuilt,
of It lasted ten years. That track Construction pro-
vided for •'. inches of concrete underneath the tie. and later
that was increased to 13 inches. There could bi
cism about the method adopted in the construction of
that track It was, he said, built in the best possible manner,
t kinds of material, employing either brace
•s or tie-roils, both 9-inch and 7-inch rail. The tracks
in question were single-track roads, light traflic street- with
traffic, with the interarban cars weighing not ti
00 pounds. That experience had been of value to
him in thi ruction oi the tracks in properties in New
n which tl building a meat man] miles of
h year, and practically .-ill of it on publli
Ther. I Qtlrely . t here was no con
i underneath the ties The onlj place com
was lined wa- tor supporting the pa
The subgrade was rolled before am -tone was put on it.
with a 15-tOD roller. M .ere found and in •
able ro | ml ilown the grade at
■ ■ of the roller; in some place- :; |ni
od on tie rolled, and the
continued until there was 6 Incl oundatlon.
laid and tie- endl tamped, and thi lit on
.1- soon d, tin- idea being ti
a* m le on the
The * hen put between tie- I ■
■ pth. depending on the pavemei
■ n laid tor tin ■ and thei i
filled with cemen
i.le. and then i iii the
the rail I the
nnei in which
failed, Mi lied that
il e through 'le ' Immedl
• ml threw tie
t In
other cases ■"' feet, ■'• test and -'■_. feet, and all sorts of moth
ods were used to keep the track up.
Mr. K. Simmons i Peekskill Lighting A Railroad i asked it
it was the practice to continue to operate the cars Over the
road during thi' senilis of the concrete. Mr. Stanley replied
that where the concrete was used the track was idle for seven
days, and in most instances tor fourteen days.
Mr. M. J. French thought Mr Stanley's objection to the
concrete must be from the tact that it was poor com
and nothing else, if it would not stand as well as loose
broken stone under the car. Tin ncrete had the stone
and the cement in it. whereas Mr. Stanley simply had the
loose stone in the present work he is doing
Mr. Matthews described an experience of a couple ol
years ago in the case of concrete construction, where a
i.e underneath the pavement and washed out
a large hole under the concrete 3 feet in depth, and the track
ih. ii washout for some time before it was
discovered. The concrete did not give way.
Ml. C. H. Clark had tic same experience in Cleveland
Poi six months a depression was noticed. The city sent its
nun to the place and Started to repair the pavement, and
they found there was a hole under the track probably six
wide caused by a broken walorpipe and
water flowed into tin sewer, under the -oil, i concrete track
I ruction.
Mr. I'. 1'.. Fairchilil. ,li related an instance where th. \
did a meat deal oi concrete work. The.,' was the same trou
hie Mr. Stanley spoke of. and after a long -.lie- oi 61
ments tip. depth oi < rete was increased to is inches.
and there was no farther trouble.
Mr. Stanley said the point he wanted to make was the
advantage oi using concrete over the broken stone, it broken
-tone is i Mi !•'. II. Jackson asked, if with the use
of broken stone, the pavement would stand B]
rail as well as if concn I and il In ti the rail
and ties would not work and allow moistun down
underneath the stone, and the pavement settle from the
rail. Mi. Stanlev replied that in his territory there "as as
heavj teaming as exists anywhere in the United states.
The track had onh been down t 111 ■ ■ lUt then
not the slightest break in the Hack, nor the slightest de
pression.
Mr Willi. on \ Heindle (J O, white Co.) Bti i that be
ei om< n track laying, principal]] In the
English t] pe oi consti action, entirel] ol
ties or sleepers whatever. His c pan] had laid B great deal
Of the solid mattreSS type Ol track construction in COl
tion with Its foreign contracts, bedding the rails entirel
the concrete and on stringers alone, bavin inder
each rail Iioim 9 in I _' Inches deep and Is inches wide Tile
whole ecrel ol that t; etlon was the foundation
and • i been i id In the English
, or in am t ( pe Ol con
• •ion. if there was a bid foundation or an •
ii anythlni ol that kind, the rail would
in to pin ip and down, and follow lb.
motion oi the car I until the con.
Immediate!] under the the rail wi sd up Into
lei ii ncrete In nine would Bow away and
til Traffic hi i ■
than the] bad in England, but thi
, Bni i enl
• | all, and i
but lie illation M
Idenl ann bat there bad been an Invl
• i tn the hi. mil. i in attendance at the
ih.- c lent i ai Rallwaj Club to atten
i banqui i Id in the hotel thai
Standard Rail Section!.
Mr i • i lorden If. ■
76
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 3.
dated Railway, presented a paper on "Standard Rail Sections
for Paved Streets."
(On account of the illustrations forming a part of Mr.
Reel's paper which could not be prepared in time for pub-
lication this week, the discussion upon the paper is also
omitted, and will be published with the paper next week.)
Rail Joints.
The first paper on the subject, "Rail Joints," was on
"Thermit Welding," by Mr. M. J. French, engineer mainten-
ance of way, Utica & Mohawk Valley Railway Company.
Mr. French read the paper as published elsewhere, and
Mr. P. N. Wilson, roadmaster, Rochester Railway Company,
presented the paper on "Electric Welding," which is given
in another column.
Mr. Wilson concluded by asking a question. "The cost
of putting on step joints, or bonds, labor and material is
more by about one dollar than welding all the joints. The
cost of putting on a 9-inch improved mechanical joint is
about the same as the welding cost. Why does the general
manager not weld?"
Mr. T. W. Wilson (International Railway Co.) answered
that he was one of the general managers who does weld, and
believes he had more welded track than any city in the coun-
try. But he was obliged to say that lately he had been getting
away from the electrically welded joint. In the first place, it
was hard to weld the joints in the beginning. A certain
number of joints must be guaranteed daily — four joints an
hour. If anything went wrong the company was under pen-
alty to pay for the hours that the welder remained idle. He
added that they had breakages every year on track that was
welded in 1899. There were breakages last year. The first
year after welding there was a number of breakages. They
always occurred in the winter, and it was quite an item of
cost to cut out the broken joints and replace them. They
cannot be welded because there is no welder at hand. Con-
tinuity was broken until the welder was on hand again. Of
late years he had been getting away from the electrically
welded joints. It was an admirable joint, he said, after it
was welded — the Main street track in Buffalo is all elec-
trically welded — but the question of repairs made it a ques-
tion in his mind whether it was economical to weld joints.
As to the thermit weld, he had been looking with inter-
est on its record. He thought that there was a great deal
in the future for the thermit weld. The reason was that it
did not require any large mechanism or a train of cars to
apply it. The electric weld would be a better joint if it
could be put on with a brush and pot, but the trouble was
it was necessary to have a machine and it was impossible,
except by owning one of the machines, to keep up the track.
On some new track work to be done this year he was seri-
ously considering going to the Nichols riveted joint, such as
used almost exclusively in Philadelphia. He said this had
been used by the Philadelphia Rapid Transit Company for
their standard since March, 1901, and since that time they had
laid over 135 miles of track in which this joint had been
used. It is a riveted joint, riveted to the web of the rail,
and the return is obtained by means of spelter, both in the
base and the head. The question of electrical return is one
point about the joint he was not entirely satisfied with. As
a mechanical joint Mr. Wilson was of the opinion that it
was the best mechanical joint on the market. He then
asked Mr. Clark for a description of the joint that was in
use in Cleveland; a combination of a riveted joint, and on
the base of the rail, in order to make the conductivity, a
small thermit weld.
Mr. C. H. Clark (Cleveland Electric Railway) said that
in Cleveland they, perhaps, had had more experience with
joints than in any city of the United States. They had the
old electric weld, the chuck weld, the cast weld, the new
electric weld, the thermit weld, continuous joint plates, the
Weber joint plates, Atlas joint plates, the common joint
plates, and the Clark joint. During the year 1905, they placed
about 3,500 thermit welds and in the year 1906, concluded
they would not use the thermit weld. He had this to contend
with in Cleveland — in case of a broken joint it was neces-
sary to get a permit and state the exact time of making the
opening, and pay a city inspector 46 cents an hour to watch
the work. If there was only one joint broken, it would take
five hours from the time of making the opening to get the
weld on and get it paved up, even if the pavers came right
to the spot and attended to the job as soon as the repairs
had been made. One could consider that he had spent $2.30
for politics. He concluded he would try the combination
between a common joint and a thermit. The rail was drilled
for the common wrought splice bar, such as the Lorain
Steel Company and the Pennsylvania Steel Company furnish.
The holes in the rail are drilled 1 1-16 inch, and the holes
in the plates are round holes 11-16 inch. He rigged up a car
with two Christensen air pumps, No. 2, having a bank of
tanks, and used an air reamer. The holes were reamed to 1%
inch and a 1%-inch machine bolt for hexagonal nuts and
hexagonal heads was used to make a dry fitting bolt. In laying
the rail, two holes were reamed by hand and the workman ap-
plied two bolts in these holes and screwed them up as tight
as he could get them. Then the car came along, carrying
the bolts for the rest of the joints so that the bolts were not
lying on the ground and getting rusty. The man in charge
of the car reamed the holes and placed the bolts in and the
workmen followed along and tightened them up. As a gen-
eral rule there were five or six jobs going on at the same
time, and the men could run from one job to another. Then
the thermit car came. The weld which was placed on the
base of the rail was the same size as the regular thermit
weld, only it was placed across the base of the rail. At first
this weld was %-inch thick at the edge of the base of the
rail, and %-inch thick at the center. Sawing the joints in
two, to see how much of the joint was welded, it was found
that the center of the rail was not welded, and It was
concluded that the steel was settling in the bottom of the
mold and by the time it got to the rail it had cooled suf-
ficiently so that it would not weld. After that, instead of
making the weld %-inch thick in the web of the rail, it was
made 1%-inch thick. This caused the hot steel to flow
from one side to the other continuously, and in this way
he succeeded in welding the base of the rail thoroughly,
and up into the web. Joints sawed in two showed a perfect
weld, and the strength of the joint was greatly increased.
There was about 6 inches of solid welded metal, the size of
the weld and the base of the rail together making about
6 inches of metal. If that is figured at 40,000 pounds for
tensile strength, It would give 120 tons pull at this point.
He considered that the six bolts on each side of the joint
will stand a safe shear, being a double shear of 90 tons, so
that he did not believe that the rail would ever break at
the joint. Wlien concreting, a hole was left at the joint. The
welder came along after the concreting had been done, and
then the hole was filled up with concrete. He said he had
placed about 3.000 of them and had not found a broken joint.
The electricians tested out one rail on Jennings avenue, 85
rails laid continuously in the street, and not one of them
showed a leak. They all tested 3 feet. Mr. Clark stated
that the cost of the joint was $1.75 for the thermit, using
7 pounds of pure thermit, and about y2 pound of steel. The
joint plates cost, when bought with the rail, $37.50 a ton.
The reamer could do seven joints an hour, two men placing
the joints in the street. Sixteen cents would place the bolts
in the joint. Welding was done by a crew of five men,
four men at $1.80 and $3.00 for the foreman, making a total
of $10.20 a day. They could do 75 joints a day easily. The
w-elding cost about 25 cents, making the total cost of the
joint $4.24, or at most under $4.50. He believed he had an
absolutely perfect joint so far. The rails had been tested
January 19, 1907.
ELECTRIC RAILWAY REVIEW
77
after cold weather — So of the rails. 62 feet long — but it
had been impossible to find a break. There is the further
feature that if breaks occur, it is not known, because the
joint plates there hold the rails at all times. It is the policy
to keep a couple of men going over the track testing for
breaks in the joints. If a break is found, they use a rail-pin
that will braze on the side of the rail, but they had not had
occasion to put a pin on any of the joints which were laid
last summer.
Mr. T. W. Wilson asked if riveting the joint would not
improve it. Mr. Clark said the reason he did not rivet the
joints was that this year he was experimenting, and that
during the coming year he would probably rivet.
The president announced that Mr. Pierce, president of
the International Railway Company, and Mr. T. \Y. Wilson,
general manager of the comrany, had Invited the members
in attendance, and the representatives of supply houses
present, to luncheon. He also read a letter from Mr. W.
Caryl Ely, the former president of the Vmerican Street and
Interurban Railway Association, in which he regretted his
inability to be present at the me<
Prof. Swenson was called upon to say a few words about
the work of the American Association.
Remarks of Prof. Swenson.
Prof. B. V. Swenson — Mr. Brockway, the president of our
Accountants' association, said at the convention which we
had at Columbus, when he attended the meeting of the En-
gineering association, and was called upon unexpectedly to
make some remarks, that he came to "Stop, Look and Listen.''
That is exactly my purpose here. I came not to say any-
thing before this meeting, but to get some new ideas, get
more thoroughly In touch with your work, and get more
acquainted with the people of the State association. I at-
tended the quarterly meetings at Elmira and Schenectady
last year, and also the annual meeting at Saratoga. I was
particularly impressed last year, and I am again today, with
the great importance of these quarterly meetings which you
began a year ago at Schenectady. It seems to me a great
deal more good, solid work can be obtained through these
meetings where you gather around in a small room, where
everybody gives free expression of his opinion, but I am
sorry that we cannot have just such meetings in our Na
tional organization. That, of course, is quite out of the
we cannot have more than one meeting
a year and that must be a large convention. But to get to-
r and fake op topics such as you have been doing today
and at the other quarterly meetings, and discuss them in a
sort of heart to-heart way. it seems to me would bring out
man- luable from the stand-
irious people present. These
eannot help but be a vi >d, not only to
your association, but also to all the Street railway people in
.
• say tha
Mr. i long distance phone from New York to
Buffalo, and we have talked about this meeting, and he fully
to be here — In fart, up lay, when he
d with me again ami said It was quite out of
tlon.
nization Is concerned, I want
to »:> ad things
are i- it just a
for dues, and we hat
■J a large nur\ of annual dues, which
rts thlH vi ar will
four asaoi them
v ear has ■ They 'will average at l<
-■vlll make a I
bleb will
•nil Claim
reason wo do It that way I
ants' an .
In thai
!lg» Will
than In ih<- pa .,r thorn
I cannot help but take this opportunity to say a word
or two about associate membership in the American associa-
tion. Of course you know, we desire to have everybody
understand that all of the engineers and officials connected
with member companies really belong to the association,
without any regard as to whether or not they may or may
not be associate members, but associate membership, which
only costs $5 a year, is a purely individual membership and
keeps every man in touch with the work, whether or not he
belongs to a member company, or whether or not he mi^ht
sever his connection with that company. I always enjoy
very much being with the New York State Association. As
I told your president this morning, when he spoke to me,
and said he thought I was too busy to come, I hope the time
will never come when I will be too busy to go to the State
association meeting.
The meeting then adjourned until 2 o'clock.
Afternoon Session.
President Shannahan called the meeting to order at 2:30
o'clock, and the discussion on joints was resumed. Mr. A
H. Stanley (Public Service Corporation of New Jersey) be-
ing called upon, said he knew very little about joints, but
wanted to know something about them. He said his com-
pany was building a great deal of track and the joints used
were the Continuous rail joint on the Trilby 96-pound rails.
That was used because they did not know of any other joint
outside of the mechanical joint that they felt justified in
using. Careful investigation had been made about the ther
nilt joint, which li in a number ol places, the
electric welded joint and the cast-welded joint. Many hun-
dreds of miles of track in New Jersey were laid with the
cast-welded joint, and in almost every instance, he said.
that joint has proved a failure, the effect of change of
temperature of the rail and there were hollow spots in it.
and after two or three years of life on brand new rail it
had pounded very badly They were having to replace prac-
tically every mile of track that was laid with the cast weld.
He had seen many miles of track laid with the electric
weld, and the managers and maintenan i way men were
very enthusiastic about it, but after a year or two there was
much less enthusiasm and the same thing seemed to be true
with the thermit weld. He preferred at this time to use
some mechanical joint which he knew would answer the pur-
pose for a reasonable period and hoped, when it became
necessary to remove that joint, that experience would have
demonstrated which was the most advantageous joint to use.
a welded joint or not a welded joint. Mr. Clark's join
pealed to him more than anything he had seen
Mr. C. II. Cli red to whal Mr. Wilson said of
welded joints, and laid be had
i joints welded electrically In 1904. There was a num-
ber of breaks. The practice in repair was to cut Into the rail
and weld the break, By making an extra large mold. I man
with a mile mechanical genius could <iikr the mold oul to
fit tb with tin
ihi be wi
with freedom and
Mr. i to the welded Joinl
i in bow work be planm d
head ot the rail
from d bolt hole The I
from iin and ol the rail,
he put thin thermit Joint In
".- to it while the
was being made, ami I one who had bail
long tb Welded Joints would say whi
Hi '■ : : '
in the country, bul did i
on which they were put In ind did
-it in Ave "i
don ti '< ' ly ow lug
78
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 3.
to bad construction. He would like some information on long
time welded joints, either casl welded el ctncally-welded, or
thermit-welded.
Mr. chirk did nol think the bead of the rail was injured
by the thermit process The kind of bonds was an import-
ant question. He put in plug bonds, solid terminal. He had
urn used soldered bonds, because be did not believe in them.
Mr had not been able to got a bond but what, tested at the
end oi the year, would be shown to be oxidized and leaking.
He said he was now brazing the bond on the head of the
rail, going through the whole system, and everywhere a
leak appeared with a Conant tester, that bond was brazed
to the head of the rail.
Mr. French, in answer to Mr. Heel as to the wear of
rail head, said that there apparently was not more wear
at the weld than in the center oi the rail, and if he remem-
bered rightly, the thermit people guaranteed that the weld
would not injure the rail in that respect.
Mr. P. X. Wilson (Rochester Ry. Co.) explained in rela-
tion to the electrical welds, that they were placed about 18
months ago, and he noticed no had effects from the heat.
The heat was so concentrated and applied in such a way
that he did not think it affected the head of the rail at
all; at least there was no appearance of it affecting the
head of the rail. In connection with Mr. T. W. Wilson's
statement, in relation to the Philadelphia joint, he thought
that in placing the zinc joint, there was as much machinery
necessary as in an electric weld. It required a riveting ma-
chine, a machine which applied the zinc, a sand blast, and
quite a number of other machines which were rather ex-
pensive. He could not see that any mechanical joint was as
good as a welded joint. Any mechanical joint would un-
questionably become loose in time, and the bond feature was
a very important thing. One could not consider the joint
without considering the bond. With a weld, there was un-
questionably bonded track.
In answer to a question as to what he thought of a ther-
mit weld in unpaved streets, Mr. French said he did not
see any objection as long as the rail was kept covered so
that the temperature could not affect it or cause breakage
through contraction of the rail. Mr. Clark related that when
the city of Cleveland got a little hotheaded and tore up
tracks on Holton Road in Cleveland, the tracks were all elec-
trically welded. 6-inch rail. They broke the rails in two on
over 400 or 500 feet of track, and threw them in the gutter.
and it was impossible to relay them. When an injunction
had been obtained against the city and made permanent
new rail was laid. Tom L. Johnson came to Mr. Clark and
said: "There is one thing about it. you cannot weld that
track." Mr. Clark replied that perhaps he had not seen the
thermit weld. He said: "Even if you weld it, how will you
keep it in line?" Mr. Clark welded the tracks and they lay
out in the sun for about three or four weeks, in August
They were simply hanked tip with dirt and there was no
trouble in keeping them in line. The hat he was wearing
was paid for by Mr. Johnson.
Mr. Reel inquired whether, in the event of welded joints
being put in an unpaved street, and later on in the course
of time the street was paved, it would be safe to open up
100. 200 or 300 feet of the welded track without getting any
buckling effect in the summer time. If the track should
buckle, it would be a serious thing to get it back.
Mr. French suggested if anyone contemplated anything
of that kind, he should make a record of the temperature
when the rails were laid originally, and do the paving at
the same temperature, or just a little below. A certain sec-
tion at a time, not over 200 feet, could be uncovered and con-
creted and paved.
Mr. Jackson remembered one instance where he opened
up at least 1.000 feet. It got out of line somewhat before it
was closed in. but there was no great difficulty in getting it
hack again. He thought to uncover a stretch oi track 500
feet would he all right if it was held sidewise, by bracing
it against the end of the ties that would hold the rail in
line. Mr. LeGrand Brown know of one case where 400 or
:.mii feet of electrically welded track in Rochestei was laid in
the cold weather, and the next morning there wore four or
five joints broken back of the welded joint
Mr. P. X. Wilson described a case of about 1,200 feet
uncovered, but connected at both ends, in Philadelphia. It
buckled very badly, the result being that the man in cha
of the work covered it with canvas and sprinkled the canvas
with water and the track came back to its original position.
Mi. Brown had had a case similar to that. Mr. Clark had had
that experience on a drawbridge. The viaduct was 2.800
feet, with T-iails laid on planks and the rail curled on the
planks. The sprinkler was put on it and the rail came
back.
Derailing Devices.
Derailing Devices" was a general discussion without
paper. This was included at the suggestion of Mr. Barnes,
of the state railroad commission. Neither Mr. Barnes nor
Mr. Baker w^ere able to be present.
Mr. Stanley, in opening the discussion, said that except
in one or two instances, he only had the ordinary hand-
derail. The main line was opened, the conductor went ahead
with the flag, and opened the switch by pulling the lever.
.Mr. T. W. Wilson said he had a few places where the
derail was interlocked with home and distance signals, op-
erated in a tower on interurban lines. The main thing with
reference to derailing switches was to have the apparatus
thoroughly drained. He had any amount of derailing switches
in use, but as a rule there had been no effort to drain the
pipes through which the levers run and consequently the
first tiling in winter the trainmen disconnected and plugged
them. He thought a derailing switch operated by the con-
ductor was a very good thing, and a preventive of acci-
dents in many cases. The derailing switch should be back
a sufficient distance, so that if a car ran off the track it
would not run into another car or into a steam railroad
train. Mr. C. A. Coons (Int. Ry.) said most of their derails
were 25 or 30 feet away from the steam railroad track. His
idea of a derail was that it should be located 100 feet from
the first rail, back far enough so that when the car left the
track it would be impossible for it to reach the steam rail-
road track.
Mr Clark said that the state of Ohio had a law that the
derailing switch must not be further than 70 feet from the
track nor closer than 40 feet. If the derailer was too far
away, it caused a great deal of trouble. In connection with
that, he had been contemplating trying a new derailer. With
the Porter derailer, or any derailer. the conductor had to
go over to the track, cross the track and pull the derailer.
Sometimes he would be behind a string of cars, or behind
a fence and he could not see. He said he had been contem-
plating putting a Cheatham electric switch in the track at the
derailing point. The connections were such that whether
the motorman had the power on or off. this switch would open
up as he came to it. It did not make any difference whether
he kept his power on or off, that switch was bound to open
up by putting both terminals on the same point. Then he
would make an order that the conductor must go ahead and
stand on the track, not go across the track and get behind
a string of cars, but stand on the track, and if a train
was coming, just wait. In the meantime the motorman must
get off the car and take a switchiron and throw the switch
back before he could go ahead. That was suggested to him
by one of his conductors.
The president said that offhand that was a great im-
provement over anything he had known of. The reason that
the Board of Railroad Commissioners hoped this question
would be taken up was that they had had a number of acci-
January 19, 1907.
ELECTRIC RAILWAY REVIEW
7!'
dents on railroad crossings, and in a number of instances on
crossings supposed to be protected by some form of
iins device. These devices had been put in at the
suggestion of the electrical expert of the board, and it
was a great surprise, the commission admitted, that the ac-
cidents continued to occur at these very crossings. In the
investigation it was found that the derailers had been frozen
tight, or for other reasons had been disconnected and were
•i order. It really seemed to the commission as though
they might be a source of danger rather than a source of
It would seem to him that the device which Mr.
Clark described would obviate the danger to great extent.
Mr. Clark said its use put the conductor in a position where
he had got to be hit by the train. He did not run across
the track and get behind a string of cars, nor do anything
mechanically. He had thirty of the devices and said they
gave very little trouble. If the conductor should not go
ahead and perform his duty, it did not take long to catch
him
Mr. P. X. Wilson thought the conductor would go ahead
and pull the switch, but not look at the track. He would step
down and pull up the switch, and there would be a mechani-
cal operation; he might not go ahead of the car and look
for the train. If the conductor went ahead and signaled
for the motorman to go ahead, he would go, of course. It
depended on the conductor looking for the train coming.
The thine was to have some one go to the track and look
for an approaching train, and some device to make him go
there and look, but it appeared to him necessary to depend on
a man in any event.
The president asked if it would not be possible to locate
the switch so that the conductor would be obliged to throw
it rather than the motorman. Mr. Clark replied that if that
was done the conductor was made to do something more
which was mechanical. The motorman was the man who
would get hurt in the case of a collision. If the motorman
got out of the vestibule, the car would be at a dead stand-
and he would see the train as well as the conductor.
That placed the responsibility on two men. It occurred to
Mr. W. J. Harvie i Ctlca & Mohawk Valley) that there might
not be any objection to placing the lever on the detailing
h somewhat in the position of a dwarf signal which
would either be between the tracks or close to the track
that the conductor would have to know that the trad;
clear
Mr Q K Bvetoth 'General Electric Co.) asked if It would
Ically controlled switch and
ten control between the tracks so very i
• am tracks that it would be • . with the de-
rail closed, for the conductor to hold the control switch, so
bold the der until the car pa.--s.Ml the derail
That was a B'j .f carrying oat the Idea of patting a
in a dangerous place and keeping bin Mr. Clark
ahead of the car. The or-
the railroad crossing] as quickly as
It was a I that thi mi clear
If thi- c. induct, ,r was sent ahead and lie ha. I | land
pull lome .levic.- it might not be poaalble for htm
■ <>f the waj it he bad nothing to do bnt look up
could taki
a* It rani- 1 ha. I CP I six
track ing. If th(
h.-ul
was aw a
•11 H v. deraller with a handle I
I ■ I
with the chain.
Mr V N Wilson
ing the car ahead was that while the conductor was on the
track, the car would be stopped and some one might try-
to get out. At that moment the conductor might signal to
go ahead, and the motorman might not see the pass
That was one bad feature. Mr. Clark said that all of the
agreements with the steam railroads in Cleveland expr
stated that the conductor must go ahead of the car and
signal to the motorman to advance. There were practically
no accidents in the shape of people getting off the car at
the moment of starting, because II was second nature for
the motorman before he started to turn and look and see if
any one was getting off. As a general rule, few peopl.
off the car at steam railroad crossings. Mr. P. X. Wilson
said he had had several rather serious accidents because
the railroad crossing was situated at a station. There would
be some passengers on the car who wanted to catch a train.
and as soon as the car stopped they immediately jumped off,
and in that connection there was considerable difficulty.
Rail Bonds.
A paper on "Rail Bonds." by Mr. H. L. Mack, superin-
tendent of line. International Traction Company, was pre-
■ d. It is given elsewhere.
Mr. Clark said he was discarding the use of bonds. His
electrical engineer had recommended that all repair joints
on lines that are carrying heavy current back to the power
house should be repaired with the thermit weld on the bot-
tom of the rail. In the last year all bonds and the rail have
been coated with amalgam to keep the air out. He bad
eluded that was the best he could do with the terminal bond.
He used the Brown bond, because most of the bonding was
simply around the special work where the compressor could
not be used.
Mr. Brawn asked Mr. Matthews where they had the Brown
plastic bond, whether they put them back again into the
new joints Mr. Matthews said the Rrown plastic bonds men-
tioned were put on in 1896, and in 1903 he had occasion to
move the track in order to widen the devil-strip. At that
time he tested the joints and found there was no deteriora-
tion, except where the bolts became loose, the joints were
loose and the plastic material had come out. The track
was moved over and paved up again, and after it was paved
up it was practically the same as before.
Mr. P. N. Wilson said he had used a special bond for
the last fiv.- rears He took a copper plate 2% inches square
and about '/fc-'nch thick, with two grooves on one side and a
smooth face on the other. There was a one-inch hole in the
center of the plate. This plate was treated with flexible
solder and alloy, and the «
Two NO Copper « ■ titled into thi ami
an iron plate similar in size and api .pper
plate was bolted through the rail, clamped on to the two
r wires .mil made a bomi completely around the p
■in.- places where he could Connect the wires under the
plate h' pa) them under the plate, I' eost $1 r.ii a joint, put
on. for labor ami material. A test made after 11
! that thi
Hon
Mr. M .1. French bad
in 190 mall portion of the Weal shore Railroad
function and Herkimer Junction
I on his . i .re used
lie used .i bond ol ind the bond
was ma.h ■
'i.-r It ■' rlC Comp of bond
II d<
.mil I
ind He' bonds worl i
10 inch compri
•hi if the bond In tl
• i ii, led with i
80
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 3.
it vertically, instead of horizontally, and perhaps a wire
connection between the terminals, instead of the ribbons,
they would have held a great deal better and perhaps have
held perfectly. He had also used recently the American
Steel & Wire Company's twin terminal bond, which appealed
to him more strongly than the old fashioned compression
bond. In applying two half-inch holes were drilled into the
back side of the ball of the rail, and a reamer inserted in the
hole that made a slight channel near the entrance to the
hole. The terminal of the bond was inserted into the hole
and driven up with a hammer until it struck the end of the
hole drilled, and compressed and filled out the little channel,
and in that way the bond was thoroughly anchored in the
hole. In a test it showed a conductivity equal to that of a
soldered bond of the same capacity. He thought this bond
really beat the compression bond, except for the fact that
it must be placed on the outside of the rail.
Mr. E. E. Hawkins (Ogdensburg Street Railway) said
that in open track work the bonds were frequently stolen.
In open track work he used an open copper wire bond, placed
outside of the fishplate. Mr. Charles H. Wilson (Toronto &
York Radial Railway Co.) said that in Toronto, on the sub-
urban line, they used twin terminal bonds similar to the one
Mr. French spoke of, and to do away with the chances of the
bonds being stolen, they made a mixture of oil and lamp
black, with shellac in it, and gave them a coat of this mix-
ture as soon as finished. He had about thirty miles of road
with that bond, and had not yet had any stolen. Junkmen,
traveling continually up and down the line stole the trolley
wire, but not the bond wire.
Overhead Lines.
Mr. G. E. Eveleth (General Electric Company), next read
a paper on "Span and Catenary Construction," which will be
found on another page of this issue.
The last paper on the programme, "Center Pole Construc-
tion," was to have been presented by Mr. F. A. Bagg (Fonda
Jonstown & Gloversville) , but Mr. Bagg said that after he
had prepared a paper he found it was more of an argument
in favor of span construction than center pole construction,
and as there was a paper on span construction he thought
it would be useless to give his paper. His principal objection
to center pole construction was in the matter of supporting
the trolley wire with the bracket arm. It was not as flexible
as the rest of the trolley wire, and especially on high-speed
service there was a jumping of the wheel which might derail
the wheel, and besides there was always sparking at the ear.
That would hit the wire, and in time cause a failure. He ob-
jected to seeing poles in the devil-strip between the tracks;
it always appeared dangerous. Though generally considered
that center pole construction presents a fine appearance, he
would rather have the poles out of the way. There was a
saving in the grading and in the ballasting in span construc-
tion over the center pole construction, because the roadbed
could be narrowed about two feet; in other words, with cen-
ter pole construction the tracks were placed about 15 feet,
center to center. With span construction the tracks could
be 11 feet center to center. In the maintenance of way, that
was quite a consideration. He said there was also less labor
required to maintain the roadbed, keeping it clean and dress-
ing it up; it had better drainage. That would show in a bet-
ter track surface, less labor required to maintain the track in
a given line of surface. He thought the span construction
will cost more per mile than center pole work, but consider-
ing also the grading and the ballasting, the figures would
be in favor of span construction. He did not consider at
all the catenary work that had just been explained. That,
of course, imposed another consideration, and might be con-
trolling, but his observation was that both span and center
pole construction were used indiscriminately in the same
territory, and even on lines of the same company. It seemed
as though there were no particular advantage in one system
over another; that is, it apparently was not known there
was any particular advantage, but he believed there was. He
thought time and experience would prove that one was bet-
ter than the other, and one system would become obsolete.
He believed the span construction would survive.
Mr. A. B. Meyers asked Mr. Eveleth if he considered 15
feet the minimum distance between hangers on the catenary
construction for the use of the wheel. Mr. Eveleth replied
that there was nothing to limit the distance between the
points. On the road from Atlantic City to Somers Point,
they had been running with a distance of SO feet between
points, and the assumption was at the present time that a
distance of 50 feet between points would be close enough
for wheel collector work. It was possible to get the distance
between stations even less than 50 feet for the wheel. Less
than 15 feet would make the whole system rather more
rigid and would be getting to a point where very little value
would be obtained for the additional expense. Mr. Reel
asked if it would not be feasible and desirable to apply the
catenary system to span construction; instead of carrying the
catenary on center poles, which has certain disadvantages,
as Mr. Bagg pointed out, to carry the catenary on span con-
struction and save the width in the roadbed and get all
the advantages of the catenary construction, which were so-
self-evident.
Mr. Eveleth said that a number of roads operated in that
way, and the only requirement different from ordinary caten-
ary construction, or cross suspension, was the additional
weight of the messenger wire to be carried, and it was ad-
visable to allow a little more dip between the point of sup-
port on cross suspension and the connection between the
messenger wire, than in ordinary cross suspension. The thing
as entirely possible. The operation of such a condition
he had watched on one line in particular had been very
satisfactory. That line was operated with the wheel trolley,
and he never saw the wheel go off the wire, and from what
he could obtain from the various operators, they had never
seen the wheel leave the wire on a tangent track.
Mr. J. H. Pardee (Canandaigua) said there was one
question he would like to bring up for information. He used
No. 0000 trolley wire, and was having a number of breaks
on that trolley wire about one inch inside the end of the
splicing sleeve. There had been five or six breaks in the
last few months, and every time the wire was broken it
was about one inch inside the sleeve. The sleeve was sol-
dered. Mr. Clark said the damage was done in soldering
the sleeve; he should use a mechanical sleeve. Mr. Hack
thought it was probably due to overheating the wire.
Mr. W. R. W. Griffin (Canandaigua) exhibited a sample
trolley wheel, in which most of the copper, which should be
on the trolley wire, was on the
wheel. The wheel was a 7-inch
wheel with a collector contact
of 2% inches. The ordinary
Kalamazoo wheel is 1% inches.
He had increased the size to-
get a good contact for current
collection. That wheel was put
on a two-car train, with a bus-
bar, carrying eight motors. The
other wheels bored at the same
time were placed on single cars
of four motors, 75 hp. and all
the wheels were worn out and
made from 5.000 to 6.000 miles. That wheel had increased in
size over 5-16 inch all the way around in 1.725 miles. The
schedule speed was 24 miles per hour. Mr. Sheehan said
there was only one remedy he knew of, to run cars faster.
He had the trouble with the slow-running, it collected copper
on the trolley wheel. He thought it was due to the amper-
age and the running slow.
Section of Trolley Wheel
with Deposit of Copper.
January 19. 1907.
ELECTRIC RAILWAY REVIEW
81
This concluded the discussion.
The president announced that Mr. Charles R. Barnes, of
the railroad commission, had sent a telegram that Commis-
sioner Baker was at home ill and sent his regrets.
.Mr. Wilson, on behalf of the International Railway Com-
pany, extended an invitation to all the members who de-
sired to inspect their shops.
Mr. F. A. Bagg moved that a hearty vote of thanks be
extended to Mr. H. J. Pierce, Mr. T. \Y. Wilson, and the other
officers of the International Railway Company for the courte-
sies extended at the meeting.
The meeting then adjourned.
TRACK CONSTRUCTION IN PAVED STREETS.*
BY I. K. MATTHEWS, ROCHESTER RAILWAY COMTAXY.
An absolutely "permanent way" is a dream which will
never be realized, but is the ideal condition toward which we
aim. The increasing weight of rolling stock has been met by
altering the sections of the rail from the flat-strap to the
girder and gradually increasing the weight and depth of the
rail; thus affecting the depth of foundations and increasing
the cost.
Joints are one of the greatest sources of trouble to the
maintenance of way engineer. Owing to the difficulty of re-
moving the paving, many slight defects in joints are neglected
until it is absolutely necessary to make repairs, and then the
cost is much greater than it would have been if repairs had
been made at the first indication of trouble. This condition
of affairs leads to a considerable amount of rough track, not
quite bad enough to warrant ripping up the pavement, and
yet by no means a track in first-class condition. It is. there-
fore. Imperative that the Joints be as substantial and durable
as the rail itself. In order to eliminate joints, it is now cus-
tomary to use rails 60 feet In length, and if the idea be
Indefinitely extended we obtain a continuous rail. This is
accomplished to some extent by the electric or cast-welding
of the rail ends; but as this is the subject of another paper
I will not consider this matter further at this time. The
question of joints, tie-plates and bonds have also been made
subjects for special papers.
Smooth track to true gauge is an essential feature to
electric roads. Wooden ties spaced 24 to 30 inches, center
to center, and laid in or on concrete foundations probably
give the best support to track. It has generally been advo-
cated that the rail should have an elastic support, such as
the wooden tie affords, but more recent practice would seem
to indicate that the metal tie thoroughly embedded in con-
crete would be an Improvement on the older method. In
keeping the track to gauge the braced tie-plate is preferable
to the tie-rod.
Passing from these general remarks, we m;r
some of the variations in construction. Obvloi:
tlon of the proper track CO in for any given street
will depend, as Ind. :uent itself, on the class
of traffic- which will use It For ■ strt -y traffic, one
il with a
line heavy track construction Where traffic is
lleht. brick or asphalt might be selected as paving and a
lighter track construction would be used tr elthi r ca
oundatlon at least six inches In thickness under the
istly, Iiui
action. Where the [oundatlon le
■olid and baa nevt pipe
r other excavath i ndltlon ra
ind in our modern cities — tbJj concrete foundation
mlgfi' y broken stonp or gravel with fairly
dta.
■ ercte foundations and
*fde i id be laid a three Inch
farm-tile drain In coarse gravel with J< red with
illel with th of
rig with turf* it
18t two fl et h|x lie
• d with coarst r a width
ition
ide should be crowned ho as
to r< drain more effect i
Track Construction In Rochester, N. Y.
ictloo best adapted
traffic Ik the nine inch full | \il, well tied with Q
- . 1 1 1 -
if Now V
gia pine ties spaced 24 to 30 inches center to center and laid
on a six-inch concrete base. The concrete should be mixed —
Portland cement one part, sand three parts, and broken stone
which will pass through a two-inch diameter ring, six parts.
This concrete should be laid at the same time as that for the
foundation of the adjoining pavement and should be care-
fully tamped under the ties and rails. A line concrete or
grout of one part of Portland cement to two parts sand should
be poured around and under the rail in order to give a firm
and uniform bearing to the rail. The space between the
flange and head of the rail should be filled with a Portland
cement mortar in the proportion of one to three. The storie
blocks resting on six inches of concrete and with joints thor-
oughly grouted, complete this construction. It is the type
used by the Rochester Railway Company on streets of hi
traffic, the paving blocks being of Medina sandstone. The
cost of the construction has averaged $5. SO per lineal foot
of track. Using the same track construction, but with brick
paving, the cost has been $5.00 per lineal foot of tr;
In recently rebuilding the University avenue line of the
Rochester Railway Company, we adopted a concrete '
construction under the rails. The beam is 12 Inches In depth
below the base of rail and is IS inches wide under the outside
rails, and 14 inches wide under the center rails. Wooden
ties are1 spaced five feet center to center; the beam beiiu
ried to a depth of eight inches under the ties. Ninety-four-
pound nine-inch girder rails held to gauge by braced tie-plates
at each tie rest solidly on the continuous concrete beams
The pavement between the tracks and two feet outside is of
Medina block, the paving in the street beyond being asphalt.
This construction costs $5.06 per lineal foot of track. Uni-
versity avenue is an outside street and would not be classi-
fied as one with heavy traffic: however, by using the con-
crete beam we were able to obtain a stone block pavement
at about the same cost as the brick pavement with solid con-
crete foundation. One point should be emphasized — to ren-
der the continuous concrete-beam construction satisfactory.
the concrete foundations of the track and pavement should
be thoroughly bonded together. If the subgrade has
disturbed and there is any possibility of future settlement
taking place, I should hesitate to use the concrete beams.
Use of T-Rail.
I am of the opinion that a material reduction In the cost
without lowering the standard of construction from thai
given above, can be effected by the use of the high T-rall
In paved streets.
The municipal authorities to a large extent seem to be
opposed to the growing use of T-rail in paved Btret ts, Inn
there are now upon the market paving bricks of such shape
that the paving around the rail gives practically the
effect as the groove in the girder rail and in many western
this type has heroine the standard. It is claimed that
the groove or flange-way so formed is superior to the grooved
girder rail. In streets of heavy vehicle traffic the cost of
maintenance of the paving might become excessive with
T-rail. but on all other am of the opinion thai the
Trail would in e to the grooved rail, both because it
is cheaper In first cost anil hec.i res the 1"
the wheel squarely over the center of the base The base
wide, there la no tendency to overturn and the fla
way formed by the special paving blocks gives a groove which
is as self-cleaning as that of the grooved rail, another
Ltlon which Should Is the Increasing
number of Interurban ears which are entering our cities with
depth of wheel Bange Very little i
take place on the ordln i girder rail before the
ire running on the Wheel Banges With the Tr.nl. how
•mount of wear that can take plat 'he track
Is entirely worn out is Independei (rheel Bai
■ Railway Journal of Jui
Itorially, I with which I ' lain
muni' to the Idea that the - J] I the
only suitable rail t< ind then advanced the
■ nu Cleveland whi
irred due to th dla not b
igh to admit ' | be Interurban trhei
Whi ■ ii in pai ■
fair trial II J, I believe the p.
of the llrst use of T rail In paved
Colo Th- nd i: inch Shanghai T ran
in tween aith
! innd
tiioin led before placing the balla it < M i •
In which Trail Construction lii paved Streets lia
[ndlanapoll i, Ifllwa
and st. Paul the two latter citlea being
82
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 3.
ii was there that T-rall was first used in streets paved with
asphalt, where girder rail had been the rule before. The rail
used is an eight-inch shanghai T, weighing 79 pounds to the
yard. A concrete beam supports each rail and is 22 to 24
inches wide and 12 inches deep under the rail. Around and
above the base of the rail is placed three inches of natural
cement, if the paving is of brick, and less if the paving is of
lite.
The most notable instance of recent adoption of T-rail
construction in the east was in Boston some two years ago
when they installed about 25 miles, following closely the
practice Of .Minneapolis. As the writer has not built un.\
T-rail track In paved streets, he is not in position to present
any figures as to actual costs. Mr. John A. Beeler, who, I
believe, designed the first shanghai rails, made some esti-
mates of track construction which are given in "Herricks'
Electric Railway Hand-Book." in which lie states that stone
block paving on concrete base with 70-pound Trail, track
on wooden ties 21 inches between centers and ballasted with
grave] costs $4.43 per lineal foot of track. Using the same
track construction and paving, but with a six-inch concrete
foundation, the cost is stated at $4.90 per lineal foot of track.
This is 90 cents per foot of track less than the cost of the
same type with girder rails in the city of Rochester. The
difference between track on gravel ballast and concrete base
as shown above is only 47 cents per lineal foot of track.
This additional 10 per cent of cost would insure a more ser-
viceable and durable construction and in the end give the best
satisfaction.
In conclusion, I would suggest the high T-rail with
wooden ties on a concrete base, or steel ties on the concrete
stringers as the ideal track construction in paved streets; ex-
cepting, however, in streets of heavy traffic where the grooved
girder rail would be superior on account of the better protec-
tion afforded to the pavement adjacent to the rail.
CONCRETE STRINGERS. CONCRETE STRINGERS WITH
TIES, AND STEEL TIES.*
BY F. 11. JACKSON, ENGINEER OF WAY, INTERNATIONAL RAILWAY
COMPANY', BUFFALO.
In two very able articles of Mr. T. W. Wilson appearing
in the Street Railway Review, issues of March and August,
also in the Street Railway Journal of October, 1903, "Stand-
ard Practice in City Track Construction" and "Track Con-
struction and Maintenance in Buffalo," a very complete de-
scription was given of the Buffalo track system.
The present article is to treat, not of the various styles
of construction, but of two distinct types, i. e., concrete
stringers with and without ties, and solid concrete in the
track.
Realizing, as we do, the necessity for providing a suit-
able and substantial substructure for roadbeds in electric
railway work in order to take care of the increasing weights
of cars, which to date are 30-ton, work today is in the direc-
tion of providing a foundation for the rails which shall be
as nearly rigid as possible. Many engineers question the
advisability of so rigid a construction, claiming undue wear
to the rails, due to the inelasticity of the roadbed. Meas-
urements of rails on a one-half minute line do not bear out
this statement. We find that the head of the rail has worn
i/s-inch in about 4% years, which would give the rail a life,
under this very frequent service, of more than 16 years, be-
fore the %-inch flanges would commence to touch the bot-
tom of the groove.
There is also a very important thing to consider, namely,
the life of the pavement adjoining rails in city streets which
is prolonged by rigid track construction, as is maintenance
very considerably cut down. It is true that the elasticity of
roadbed favors the life of rail and the desirability of either
construction will be eventually determined by the compara-
tive cost of renewing rails more frequently, the pavements
remaining in good condition, or paving oftener during a
longer life of the rails.
Concrete Substructure.
Buffalo has carried the concrete stringer idea further
than most roads, by making one solid bed of concrete the
entire width of roadbed 6 inches deep and G inches under
the ties, instead of a concrete beam under each rail. This
style of construction is used in stone-paved track. On the
other hand in asphalt-paved track, we have gone to the other
extreme and placed a concrete beam 12 inches wide by S
inches deep under each rail and not bonded to the concrete
•Paper presented at the quarterly meeting of the Street Rail-
nav Association of the state of New York, at Buffalo, January,
11. 1907
which forms the paving foundation. Thus the track is sun
ported by no concrete except that under each rail.
The solid concrete construction with stone paving has
been adopted as our best style of work, and the following
data will show to what extent it has been used:
Of the 194 miles of city tracks. 62 miles are of the con-
crete-beam construction, and S7 miles of the solid-concrete
construction, the remaining 45 miles being old-style work and
mostly on lightly traveled lines, where sand, gravel or stone
are used for ballast.
Two streets have concrete-beam construction without
ties, Clinton. Bailey avenue to city lines, 5,300 feet, double-
track, and Jefferson street. Dexter to Main, 2,998 feet double-
track. In each case the rail is 9 inches 94-204: standard 12-
bolt joint; tie-rods at 8-foot and 5-foot centers; toothing
and asphalt; built in 1897. Today these two pieces of track
are in fair condition. On Clinton street 16-foot single-truck
cars are run on 10-minute headway. No repairs have been
made to the track. On Jefferson street double-truck cars are
run on 5-minute headway. Repairs on portions of this track
have been made.
One reason why this style of track has held so well is
due to the rails being suspended, put in good surface and
line, then concrete tamped well up against their bases. The
remaining 59 miles of concrete-beam is with tie construction,
with both 9-inch and 6%-inch girder rail; steel chan-
nels 7 inches by 5 feet 9 inches and yellow pine ties 5 inches
by 7 inches by 7 feet at 10-foot centers. With the steel
channels no tie-rods were used, and with wooden ties, tie-
rods were placed at 10-foot centers and brace tie-plates were
used. Most of the track was built in 1899. With this style
of construction the rail gets out of surface and line, affecting
both pavement and rolling stock.
Of the 87 miles of solid concrete construction there are
several notable features. Nearly all this rail is 9-inch
girder mostly welded, and some standard 12-bolt joints.
There are only 2.2 miles of 6^4-inch rail. Most of the weld-
ing was done in 1899 and 1900. Yellow pine 5 inches by 7-
inch by 7-foot ties at 5-foot and 10-foot centers; tie rods at
10-foot centers and in a few cases brace tie-plates at 6-foot
centers; various kinds of paving, as common stone, a little
brick: but mostly No. 1 block stone. Some of this track
was laid in 1893. The average shows that the track was
laid in 1900.
Track Laying with Steel Ties.
The construction we consider most up to date is solid
concrete with Carnegie steel ties, and tie-rods at 5-foot cen-
Track Construction with Nine-Inch Rails, Carnegie Steel Ties and
Tie-Rods at Five-Foot Centers.
ters. This style of construction was put in this past year on
Fillmore avenue, 5 miles of double track, and on Sycamore
Street, 1.1 miles of double track. A trench was dug 15
inches below the surface of the street and 18 feet wide.
Nine-inch rail was laid and bolted with four bolts and clips.
to Carnegie steel ties spaced on 10-foot centers. These ties
are of I-beam section, top flange. 4V2 inches; bottom flange.
S inches; depth, 5% inches: 6 feet long and weighing 19.7
January 19. I
ELECTRIC RAILWAY REVIEW
B3
pounds per foot. The track was then surfaced and lined by
blocking up under the ends of ties and Vineh tie-rods
spaced at 5-foot centers were put in. A 6-inch trench was
<lu-r under each tie. Concrete, proportioned 1 part of Lehigh
Portland cemem. 3 parts of clean, sharp sand and G parts of
;l--inch stone, was then put in by a Foote continuous con-
niixer. This mixer was of traction type, one pair of
els running on the outside asphalt, the other pair of
THERMIT RAIL-WELDING.
BY M. J. FRENCH, I' I'll A ,\ MOHAWK PALLET RAILWAY COMPANY,
Track Construction with Nine-Inch Rails. Carnegie Steel Ties and
Tie- Rods at Five-Foot Centers.
i, 5-fooi planks properly blocked up bo that no
hi was brought upon the track The concrete was shov-
eled Into the trench to a depth of 6 Inches, well tamped under
ail and thoroughly pounded after being leveled to the
Three tics were kept tamped
mixer to insure thorough work at tin- ties. Finn- hundred
Ingle track were concreted per day of id hours,
which includes besides iii tin- track, - feet on tin- outside
and L' feel in the devil strip. B] 'lie use ol He' continuous
mixer a uniform mix was made on the entire lob
with a saving of about in per cent <• The i>
followed behind thi e ':;m^. using "■ in- coarse
I for a cushion and on that the No, I Medina
• j,.i\ Ing was ween the
rails and in the devil snip, and toothing along 'be outside
of trad: (to receive the asphalt) ami nj it. This
then pounded and slushed with
composed of a mixture of l part Portland cement to 2 parts
uid. which completely filled np the tween the
eel bond. Tills style of construction
about $5.00 a running foot ol single track as against
$4.60 where wooden tics and tie-rods at In foot C6H I
I'art of this increase In CO ' I due not onl
of the stec] tie over wood, and to an extra tie rod, but
• higher price of labor and material.
Where if is I,. <■ keep ear- mo a stretch,
where track la being reconstructed, portable • are
m work for at least 7J I
to allow • Special care should bi
thai concn irougbly tamped undei and around the
and under thfl rails, following this up by thOTO
unic.
fart that we > Wltll lb'' eon
rail laid and more .if the
■ ■ laid at a later date, ha :-i\. D
lust comparison between the two
on Tb.it we have so much wild con
roof of which style of i I ad the tx
In I .■
of 100 pound a con
■
w Ith 2 Inch Inch
■ pound nonda
In all branches of electric railway work there are
knotty problems to be solved, and in the track construction
department surely no subject has called for more careful
study and received more serious consideration than that of
the maintenance of rail joints. Manufacturers and track
engineers alike have put forth their best efforts In the en
deavor to solve this problem.
The hardest proposition with which manufacturers o
proved rail joint fastenings have to contend is to secure fair
play for their devices. Man} Fastenings have Features thai
mark a material advance over the old style of joint plates
but their application requires such care thai its neglect
would make the joints appear less desirable than the-
specially when the extra cost and consequent
additional loss through failure is given due Weight. Ml
Hack engineers and superintendents concede the great ad
rentage Of a continuous rail, hut the attempts to secure it
have In some cases been so expensive and unsatisfactory
thai others have hesitated to recommend to their superiors
the latest and most scientific appliance)
Thermit, electric and cast-welded joints all have their
partisans anions track engineers, who have given study and
cia] care in the application of one particular type ol
weld. No one disputes the statement that all three methods
have been successfully employed, but it likewise must be
admitted that there have been some failures, and in some
Instances thai money loss has resulted in the abandonment
lather than in a more careful mechanical application of the
process.
On the I'tiea A Mohawk Valley Railway Company's sys-
tem we have used only the thermit process of welding, but
know that others have had such marked success with electric
and cast welding that we cannot take exception to their
practice. Granted thai we have bad Failures, we must also
admit that, save in one particular, the fault is aitribu
either to carelessness in application or to lack of knowledge
of requirements. This is proven by results obtained this
year in applying the Knowledge gained through Failure last
year.
Details of the Thermit Process.
Although the details ol the thermit welding process are
familiar to track engineers generally, a brief description
ma; help others to appreciate its advantages more full]
process consists in i ring molten Iron, or i lorrectlj
mild steel, From a crucible into sand ami flour molds placed
around the rails at the joint. The rails having Oral been
lined ami surfaced, the joint is thoroughl] cleaned with a
sand blast or wire brush. Then the rails are heated by gas
"line oi- oil blOW-torch to expel all moisture, and by le
the rails to a dull red heller results are insured, as the t, in
perature of the molten Bteel is not reduced as much when
in- into contact with the rails
\ pah ol mold! made ol an equal mixture ol common
clay and sand, or more |n> .mil ami m pet cent
ot' eh. ap t ye Bom i lamped flrmlj to i be rails The
is in id bj » rough! Iron Framework
ded with hand lei ti Ing, The rail bead
painted with a water; solution ol common red claj
b the healed rail inn Mutely dries Up to I thin coining.
prevent the molten sla I ft om uniting w lib
or burning the rail-head Mter thoroughl] lutlni all |olnta
oi the molds wiih clay ol the conslstenc] ol putty, common
Is packed around the outside ol the moldi The molds
and I then given a linal warming Willi the l,!,,w
torch, tin' flame being directed Inside the mold I any
remaining moisture The crucible on its tripod is placed with
pouring bole direct!} ovei ami about two inchei above the
hi iii,- mold, uter p] pi,,, iron disc.
■i.i in the bottom or the em
elide I,, ... iiog ioi thi the thei mil compound
In and In the e. nte, ,,t the top i plat Bd ■ '! t One
third ,,i a teaspoon of ignition powder \ torm match
the chemical process,
lb.- chemical reaction I be curious
IDd • 01 'in. in mi id all ol Ins tune
rerlng q itloni The thermit com] ml Is compi
oi aluminum and iron oxide, both in •.,, m.
the ignition powder is con aluminum ami barium
oh- in much iiu. i i,. i m When Hi. match
II lo til,
slun i iy quick] iie.n produced I
•
SI
ELECTRIC RAILWAY REVIEW
Vol. XVIl, No. 3.
tense that it causes the iron oxide to release its oxy-
gen, which in turn is seized by the aluminum and
almost Instantly the entire contents of the crucible are a
boiling and seething mass. By this reaction the pure steel
is liberated and settles immediately to the bottom of the
crucible. This wonderful chemical action is concluded with-
in 30 seconds, the crucible is tapped by striking the tap-
ping pin with a special iron spade, and the incandescent
steel runs smoothly into the mold, the aluminum oxide or
corundum slag following. In five minutes the mold can be
removal tor Hie passage of cars.
Some Improvements.
To go back to the beginning of the operations, our at-
tempts to make molds of half proportions of clay and sand
Thermit Rail Welding — Welded Compromise Joint.
resulted unsatisfactorily in that they shrunk and checked
badly in baking and required a great amount of careful luting
to fill all irregularities at the joints. Also the clay was
baked like a brick from the great heat of the welded joint
and was quite hard to remove, adding somewhat to the ex-
pense.
An old foundryman suggested to our foreman that he
should try a mixture of clean, sharp sand with 10 per cent
of coarse rye flour, moistening the mixture sufficiently to
retain its form when pressed in the hand. This mixture came
away from the model without adhering, baked without
shrinking a particle, and was hard enough to stand ordi-
nary handling. I believe we were the first users of thermit
to employ this mixture that has now become general. For
baking the molds we have found that a moderate heat of
about the temperature required in baking bread proved
most satisfactory, as a higher temperature burned the rye
flour and destroyed its cementing property.
By adding a teaspoon of turpentine for each pair of
molds the material was made as hard as concrete — unneces-
sarily hard for ordinary use but most desirable for special
molds for broken or combination joints. These special molds
we make solid and then with cold chisel and file hollow
out the space to form a welt of iron.
We first tried baking the molds in a furnace with banked
fire under a boiler, but the heat could not be regulated suffi-
ciently and we lost many molds through burning. Our fore-
man then built an oven out at our Utica Park storeyard,
using old bricks and building in a flat plate of iron above
the firebox to baffle the heat. Above that two racks were
placed to hold the molds. This oven has a capacity of 12
sets of molds, one man receiving 15 cents an hour making
and baking 12 sets in five hours. Thus we have a capacity
of 24 sets per day at a cost of GVt cents a set for labor.
Our molds actually cost about 10 cents a set, as the work-
man was not constantly employed and we did not require
the full output each day.
Our oven is constructed with but one door for the molds
and fuel, but it is more desirable to have a separate door
on the side of the baking chamber, as the oven is not then
cooled off when fuel is placed in the firebox. We use old
ties for fuel.
We have made our crucibles since using up the first six
furnished by the Goldschmidt Thermit Company. We buy
the magnesia tar and mix with it 25 per cent of old crucible
material finely powdered. These crucibles are very dur-
able and last on an average for about 30 joints. We bake
these in our oven with a higher temperature than that re-
quired for the molds.
Results with Welding.
We have welded about 900 joints during the years 1905
and 1906. Of these 600 were made in 1905 on Lorain 95-
pound, 297 9-inch tram-head rail. This work was subsequently
paved in with vitrified blocks on concrete extending from
the bottom of ties. The ties were 6 by 8-inch hewed South-
ern pine, 8 feet long, spaced 24 inches center to center on
8 inches of crushed stone. Ten of these joints proved faulty
during the year, the break being generally elliptical in shape
and extending from the end of the rail just underneath the
head and above the weld, to the upper bolt hole; thence to
the lower bolt hole and back to the base of rail near its end.
This break is supposed to follow closely the line defining
the extreme limit of recrystallization of the rail that is
produced as a result of the heat radiated from the weld
itself. These rails had been drilled with 1%-inch holes,
spaced 2% inches — 6 inches — 6 inches in upper row and 3%
inches — 6 inches — 6 inches in lower row, for regular ribbed-
girder joint-plates, and the line of recrystallization passed
through the first holes in most instances. I understand that
this recrystallization is the cause of most of the breaks in
both cast and electrically-welded rails. Nearly all of these
joints that failed broke through contraction of the rails due
to failure to protect them properly after welding continuously
500 to 600 feet of rail. Later we omitted the weld at every
sixth joint until after the paving was finished on all joints
but those left for contraction, when the latter were welded
and the concreting and paving around them was finished.
Thin sections sawed from the upper half of a rail were
placed in the openings before welding.
Another kind of joint failure developed in the form of a
slip joint, due to the iron of the weld failing to unite prop-
erly with the rail itself. We had about four of these slip
joints during 1905. Later on we tested all welds immedi-
ately after cooling by striking them on both sides of the rail
with a heavy spike maul, the laborer being instructed to
break off the weld if possible. These defective joints were
all repaired by making a special mold to enclose the old
weld and by running another weld close against and at one
side of the old one, over the break in the rail. This year
we have had seven breaks in this total of 600 joints, all of
them breaking through the bolt holes.
During 1906 we welded 200 joints on the same section of
rail laid in 1902, where the 12-bolt, ribbed plates had be-
gun to show failure through working loose or the rail head
had mashed down at the receiving end. In the latter case
the receiving rail was shimmed up and after welding the
head was ground true to a straight edge by means of a hand-
power emery wheel grinder. Thus far but one of these
joints has proven defective, as there was no expansion' or
Thermit Rail Welding— Joint Weld with Cable Bond.
s
contraction noticeable, the pavement being removed only at
the joints.
We have also welded during 1906 about 100 joints on
Pennsylvania Steel Company's section 95-272, a Trail
7 inches high with 6-inch base and head 3 inches wide.
We ordered this rail with the first bolt hole omitted. Thus
the distance from end of rail to nearest bolt hole is 6 inches,
and as the line change of crystallization fell several inches
short of the holes we have experienced no trouble from the
breaks except in two instances where long sections were
left uncovered along the outside rail, awaiting paving. After
January 19
ELECTRIC RAILWAY REVIEW
B5
this we banked earth against the rail on long sections with-
out expansion joints.
Some Precautions.
When we began welding this 7-inch rail we found that
we could sledge off the welds and that the iron from the
thermit compound had not united with the rail; also that the
iron came up to the top of the rail head. We subsequently
found that the mold models had become mixed, and we had
used one of two small horizontal cross-section, and conse-
quently the rail chilled the small volume of molten iron
coming in contact with it. Upon enlarging the mold model
so that the thermit portion furnished only enough iron to
come up under the rail head, we obtained welds that resisted
the most vigorous sledging that could be given with a 10-
pound hammer. We were able to batter the weld out of
shape, but could not separate it from the rail. This sledging
test is now applied to all welds.
We found when welding in the morning with rising tem-
perature that tightly-closed joints often bumped up when
welded. This proved to be due to the latent compression
in the rails that did not manifest itself until the rail ends
became soft. These humped joints were ground down with
an emery wheel grinder. We had only a few of these joints
when we realized the cause, and readily prevented such
action by welding on cooler days or when the temperature
falling. We obtained the best results with joints open
about one-sixteenth to one-thirty-second inch, the expansion
in welding closing tightly such an opening We have made
excellent combination welds betwt en ^" -pound T-rail. 7-inch
ind and 9r, -pound T-rails and 9-inch girder rails. In
making combination welds we found that it was essential to
get a good body of metal between the upper side of the hase
of the deeper rail and the under side of the shallower section
in order to secure the strongest type of weld.
Thus far there has been no appreciable excess wear in
the head of the rails at the welds and the heated portion
seems to take the original temper, as it cools down slowly
in about the same way as when coming from the rolls.
A few portions of thermit, not over six. have been lost
through failure of the workman to tap the crucible properly,
or lack of luting around the joints of the molds. We have
had but one explosion during our entire experience. That
occurred after using the process 18 months, and was caused
through careli d welding on a rainy day and in not
thoroughly luting the molds near the top. The slag came
in contact with the wet earth around the mold, but aside
from the scare occasioned by the report and a slight burn
on the foreman's arm from flying slag no harm was done,
and the weld turned out to be a good one.
Cost of Thermit Joints.
The per joint to weld the fi-inch girder rail on
including all labor, materials, tools
and patterns Incident to the work, experimenting with mold
Welding — View of Completed Joint
o waa 15 sfi The
i I pi r i
ol
t of weldli
Ml Of Hi:
lay a!
would have been the case under continuous operation. We
have never exceeded 2" welds in any one day.
We tried welding at night for a short time, but on ac-
count of increased expense and liability of accident gave it
up. as there was no real necessity for doing it at night so
far as the operation of cars was concerned. The compara-
tive simplicity and small cost of the outfit required, the
facility of manipulation and the flexibleness of the process
in its application to various sections of rails and to other
welding purposes serves in our opinion to make it altogether
desirable.
Welding Truck Frames and Cross Bonds.
Besides the regular rail welding we have successfully
welded a broken side frame of a Brill 27-F truck at a cost
Thermit Rail Welding — Tapping a Cupola.-
of $6.85. This new pan would have cost $30, and the mas-
ter mechanic considers the frame as serviceable as a new
one. As tin- track was not taken apart to do the welding.
the advantages and economy of the thermit for this kind of
work must appeal strongly to the economical mechanical
engineer.
We have made a practice of welding in 500,000-circular
ml] copper cable cross-bonds spaced about 1,000 feet apart.
and have mel with signal success. As a matter of economy
we have used a joint weld at one end of the cross-bond by
boring a hole through the mold and Inserting the cable
opened to receive the projection ol the rail base. The other
welded opposite the k>lnt by using a
regular mold and one-fifth of a portion of thermit at a cost
of about $1.25.
We feel thai our experience and the signal Improvi
of 1906 over the welding done In 1908 warrants us In
tinning the use of the process, if our brea not
i 2 per • mlng the life ol the rail to
hall have expended about I lolnt
in pared In maintaining perfect stablHtj and
tlcally full electrical conductivity ol
we have evei "ill ma-
bould show them
thin the
•ions
• i by
our i
nded for the Ini
for tin ii ■
Mi Hor.ik and i
i rneubnrg, mar Vienna The pro
. Bald i" i
In under I me Bald I
tl . hi. i when tin
nd turned
furt I •
of the pi
86
ELECTRIC RAILWAY REVIEW
Vol. XVII. No '•-
ELECTRIC WELDING.
i:\ r. NET WILSON, ROCHESTEB RAH.WAT COMPANY.
I am in a rather peculiar position, having been with the
■ ster Railway Company only about one week, and there-
not familiar with the performance of the electric welded
joints in that city.
I shall not go into the subject of the details of electric
welding so far as the equipment is concerned. This matter
has been covered, I understand, very thoroughly in past meet-
ings of this organization. Joints are unquestionably the most
itant detail in the permanent-way department. It is
my opinion that no mechanical joint is equal to a good weld.
Viewing this from the financial standpoint, or from the stand-
point of the purely practical track foreman, the weld is the
thing. We know that we can make a good roadbed if suffi-
cient funds are available. Unless the joints are welded, we
cannot by any means be positive that we can hold our joints.
Cost of Electric Welding.
I shall read a detailed statement of cost of welding 3,087
joints in Camden. X. ,T.. which is the South Jersey division
of the Public Service Corporation.
Summary of Costs of Electrically Welding 3.087 Joints, on Had-
donfield Pike. Moorestown Pike, Kaighn Avenue. Broadway,
State Street and River Road. Camden. New Jersey.
of labor $7,031.24
of material 5S1 On
$7 612 .33
Credit from sale of old fish plates and
bonds 2. $16.59
$4.7'J.7.74
Cos! of welding 3,03? joints @ J5.2 16.206.7S
of replacing 6 yds. @ $2.53: 117
yds. 2.569.65
Total cost of operation $23,572.14
First cost per joint, labor 2.277
First cost per joint, material .188
First cost per joint, labor and material 2.465
Cost per joint, labor and material, after credit is deducted 1.553
Final cost per joint, all labor, material, welding and
asphalt charges
per mile, under similar conditions, 30-ft. lengths.. 2,62
per mile, under similar conditions. 60-ft. lengths.. 1.343.76
Cost Per Joint, Paving and Rail Section on Above Streets.
Fladdonfield pike. 7-inch girder (P. S. Co. Sect. No. 23S
and Cambria Xo. S24 > rubble stone on sand. 9S9 joints.. $ 6.6S-1
Moorestown pike. 9-inch girder and 7-inch girder (P. S. Co.
S ts. 238 and 200) rubble stone on sand. 1.12S joints... 6.704
way. 7-inch girder (P. S. Co. Sect No. 238) asphalt
tween rails and part of shoulder, Belgian block along
11, on 6-inch increte
K tigl i i tie, 7-inch girder (P. S. Co. Sect. No. 238)
bra ween rails and shoulder, on 6-inch concrete,
77!' joints 10.43S
street and River road. 7-inch girder (.Cambria Sect.
334> rubble stone on sand. 191 joints 6.632
Total. 3.0S7 joints, average cost S 7.033
You will note that the credit for sale of old fish-plates
and copper bonds represents rather a large figure. I admit
that I was somewhat surprised at this figure myself, but it is
based upon actual cash received from a local scrap dealer in
making sale of the old material. I might add that the sale of
'onds figured very materially in making this figure so
high. We used a bond devised by ourselves, which cost in
material alone $1.25 per joint. The material being almost
entirely composed of copper naturally gave us a very good
return in the way of credit.
Breakage.
Regarding expansion and contraction: We paid little or
no attention to this matter, as I am strongly of the opinion
that in the improved paving, there being little change in the
temperature of the earth, there is correspondingly very slight
expansion and contraction. In the total of 3.087 joints in
one year, we had 32 breaks, or about one per cent. On Broad-
way and on Kaighn avenue we had a total of 779 welded
joints, and none broken. These two streets were paved
with asphalt on concrete. The entire number of broken joints
occurred on Haddonfield Pike and Moorestown Pike where
the track was laid on sand and paved roughly with rubble-
stone. The condition of the paving was such that in the win-
ter months the snow and ice had an opportunity to get in
around the rail, and this condition I regard as the cause of
the broken joints, as the same section of rail was welded
in each instance.
Cost and Value.
The bonding of joints is so closely identified with the
joint itself that one should be considered with the other.
•Paper presented at the quarterly meeting of the Street Rail-
way Association of the State of New York. Buffalo. January 11.
1907.
This feature should he given consideration as a very import-
ant matter, as the question of installing a rail bond is, to
my mind, simply a choice of evils; with the weld we know
we must have a perfect bond. From the general manager's
standpoint I think the matter should be approached in this
way: In the case of old track with more or less battered
joints, prices should be obtained upon a step-joint for raising
the receiving rail sufficiently to surface the lowest spot in
the dish with the abutting rail. To this figure should be
added the cost of the bonds i loose and battered joints are
usually accompanied with bad bonding) : then add labor cost
and incidental material and make a total. This total should
be compared with the cost of welding.
In the case of the work in Camden I found that the
cost of electric welding was less than the estimated cost of
placing step-joints. I found by making tests of electrically
welded joints the conductivity was equal to or greater than
that of the solid rail section, using the Conant T-pole bond-
testing machine.
I have heard the opinion expressed by several managers
that they would not weld new track, but that welding was
all right in the case of battered joints. Personally, this ap-
pears to me as a discrimination without a difference.
I learn from Mr. Kleinschmidt that the Lorain Steel
Company has recently succe-ssfully applied the process to
Trail track on interurban lines, having welded a stretch of
about six miles from Providence. R. I., to River Point. In
this track they used expansion joints every 1,000 feet. They
also welded the third rail on some two miles of elevated
track in Brooklyn. Another interesting piece of welding was
the new Trail tracks on the Brooklyn bridge. As this rail
is laid directly on the plank, it is evident that the electric
weld was the only form of welded joint that could be used.
There are, I believe, five expansion joints on each rail and
no reports have been made to date.
In August. 1905. 1.770 joints were welded in Rochester.
The cost of welding was $5.00 per joint. Total cost, includ-
ing welding and replacing pavement, etc.. was $11.25 per
joint. Up to January 29. 1906. there had been 114 breaks, or
about G1^ per cent.
On Monroe avenue. Rochester, out of a total of 303 joints
there were IS breaks, or 15 per cent. This was a Trilby
rail and I believe Mr. Matthews attributes these failures
to the type of rail, especially on account of the weak web.
The fact that 415 joints were welded on Park avenue and
Mt. Hope avenue and Main street, and none broken, seems to
prove the above statement.
I would like to conclude by asking a question: The cost
of placing a step-joint with bonds on old and battered joints
is about one dollar more than welding. The cost of placing
an improved mechanical joint is about the same as a weld.
Why don't the general managers weld"
Signal Operation on Interborough Rapid Transit.
The report of the signal engineer of the Interborough
Rapid Transit Company for the month of October, 1906, shows
"failures" as follows:
Cause of Failure Total No. Failures Total No. Delays
Signals:
Broken wire
Broken track wire 2 2
Direct current relay 1 1
Fuse 1 1
Insulated joint 4
Trackman 1
Piece of umbrella bridging joint 1 2
Dirt in valve 1 1
Total 14 21
Switches: *
Indication spring 1 2
Out of adjustment 1 1
Ran by signal 1
Rail running ahead 2
Changing spring comb 2 1
Thrown under train 1 3
Total 8 15
During the month of October the number of signal and
stop failures was 14. The number of signal movements was
6,718,346, making one failure to 479,881 movements. The in-
terlocking and block signal system is operated electro-pneu-
matically with alternating current track circuit control, and
was installed by the Union Switch & Signal Company.
It is to be remembered that the so called failure with this
apparatus means that the signal from some cause indicates
danger when the track is in fact clear, and not that it indi-
cates clear when the track is not clear.
January 19,
ELECTRIC RAILWAY REVIEW
81
RAIL BONDS.
l.V II. L. MACK, I.NTHRNATloN VI HIAillox COMPANY.
The object of rail bonding is to join the ends ol rails
- to afford an unbroken circuit through them for the re-
turn current. The carrying capacity of the bonds can be
determined in the same manner as ih.- carrying capacity of
the feed wires. When the tracks or rails of one line are
to carry return current from two or more lines, the carrying
capacity of the bonds can then be determined on the carrying
capacity of the feeder, on the two or more intersecting lines
Where numerous lines intersect and the return current is to
iiile line, ami in ease the Bow of current is
ter than the carrying capacity of the rails there may he
a supplementary cable or cables with a carrying capacity
to off-set the overload of current passing through the rails.
This cable can be run along the rails or through conduit or
on poles; but in any case the best results may be obtained
by frequent connections to the rails. Where trolley tracks
cross steam railroad tracks at grade, supplementary wires
can be used with good results. These wires an of no value
around curves or special work, but only at such places where
the uniform bond cannot be applied. Grounding the rails to
water or gas pipes is of no value. As to increasing the capac-
ity of the return circuit, damaging results often occur through
such pra< I
Installing Bonds.
The question is often asked — What is the best bond? The
iond is that in which the greatest care is exercised In its
application, as the workman can make the bond an effe.
n, or so much junk. Too much care cannot be taken
in such application, which should not be made until the hole
In the rail is perfectly bright and free from rust, dirt or moist-
ure. The terminal on the bond should also be bright and
free from moisture before being put in. Bonds should not be
applied in damp or wet weather, as moisture will start corro-
sion and greatly reduce their efficiency. In drilling rails for
bonds th. suits may he obtained by drilling dry and
in no case should there be any oil used on the drill, as oil
forms a coating at the point of contact and greatly Increases
the - of the bond.
Where holes for bonds are drilled in the rails al the mills
should be drilled 1 .'J2 inch smaller than the diameter of
rial of the bond, as the rails often become rusty
• d, and if the hides should be drilled large
-ii a) the mills, they would be loo large alter reaming
The hole should in- reamed out to exactly the dlam
of the terminal. No type of bond should be installed by
lied labor if are expected One man
should have charge of. and be responsible for. th.
of all bonds and keep as nearly as possible a complete
rd.
Test Results in Buffalo.
onal Railway Company has used nearly all
which it was thought would id results.
■ ful study of different •
a standard the compressed-terminal bond
• used for several year- with viy good r<
miner of had ll utile sv stem
II. rrlck autographic ■• to de
■ ondition of tl
mil- In the citv of Buffalo '
• .illy welded 1 1 ack . thi
iductor the entire long! i
■ r it do Ii
nee than anj othi
..ll
CompretiedTerminal Bonds.
■! bond which
bond
In l*ri7 and ISIiV. and |
show
ill, which I think I
bond or a com pi i
turn circuit was not considered as serious at that time as at
the present.
Crown-Pin Bonds.
In 1900 we laid about 12 miles of track which was
bonded with 10 by 12 inch No. 0 1, crown. pin ligure-S bond,
34-lnch terminal, two bonds in each join i put in under splice
bars. A recent test made did not show these bonds to !
efficient as the compressed terminal bond. As the
sed terminal bond had been Installed nine d the
u-pin bond bin five years, this would show a marked
difference in the efficiency, but in justice to the crown pin
1 may stale that owing to the work being rushed and
not enough time taken to afford careful installation, U
was urn the care exercised in applying these bonds that there
should have been to give the best results. The bond has
some advantages over any other type of bond when rebi
ing is necessary and trains or cars run at frequent intervals,
and at high speed, and when it is not desirable to interfere
with the service, lis application is verj simple as it is only
necessary to drive in a pin; the drilling and bondil
clone without placing any obstacle on the rail, such
a compressor, to cause any fear of derailment. This
would apply mostly to high speed Interurban lines, or to steam
roads undergoing electrification.
Soldered Bonds.
I believe we wsre one of the earliest users of the soldered
bond, which we started to use in 1893 \ti. r a numb.
tests, both electrical and mechanical, we thought we bad
solved the bonding problem; we not onlj used the bonds on
till new track and track relald, but we went in very .-Men
Slvelj to ieh.in.iiir' In about three years we had occasion
to Change some special work. Where these bonds were used.
and to our surprise we found some ol them practically of DO
use at all. as the tinning between the bond terminal and thi
tail had very nearly all disappeared and rust taken its place
It is needless to state thai we discontinued for the tine
use of soldered bonds. The bond which we used was a
In our shops; the terminal was about 2% inch, s in dianieier.
fully planed off; the rail was also Carefully clean., I oil
With 8 special tool mad.' for the purpose; the bond terminal
and rail were both tinned before installing the bond so il is
unite evident thai our experience with Boldered bonds has
not been very satisfactory, \hout one year ago we bad In
stalled by one of the leading makers al t 500 soldered
bonds and I have just recently made a u-~l of 8 number of
these bonds and n:;i phased to slat, the results were vor.v
satisfactory i do not believe enough is known ot soldered
bonds to determine their exact location in the Bcale I
would like to see a soldered bond nol onlj stand as a com
,,e i ,,i bonds inn to rank Bret In the list,
i believe ii is the mot I nract leal ol Ilea a
the ' |i ,il lesi when lirsl applied. What remains
to be d< ti rmined is the life of the bond
Southwestern Traction Company to Abandon Ganz System.
way a«
11. 1M7.
The stockholders of the Southwestern Traction Companj
Of London, nut., have approved the plans of the board of dl
rector liscardlng the Qani two-trolley three phase svs
tem now in use. which has proved unsatisfactory during the
past Beason, ami substituting the direct-current Bystem. The
i in lent is now gem rated al a power house located
Oreen al B pr< 10,000 VOltS. Transmission line
iv the current at this voltage to Iran
along the line, whi n topped down to 1,000 volts, three
d to the double trolley wires. Tl onstl
tllle the third conduit lilt [t I ' d tO
the ne". tolled and in working ordi
i. wiiho' rupttng traffic. The contract for the
leal equlpmen
1. 1 t.i the ■ '..nadian Weatlngbou a I Ion .
Hamilton, lint V
hicb run I of about I
ami stop onlj Three combination pa
and expi HO btly lOWl
d for tbi n Ice \n hi
.111, ,| I ..ll |dl lal'le new lollll.
ordered from the I knnpanj i « m
length, with
and provided with iipai I nn-ir
.,\ hie i..i the erection
Hal brick depot a' the London terminal, wiU
beih atlal building to bi
from London to Ft Thoi
s^
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 3.
SPAN AND CATENARY CONSTRUCTION.*
BY G. E. EVELETH.
The primary cause for the change from brackel and span
construction, as ordinarily used for direct current, to cate-
nary construction was the difficulty in obtaining suitable
insulation with higher voltages. With the trolley wire sup-
ported by a messenger wire, which in turn can be directly
supported on porcelain insulators, there is no difficulty in
obtaining sufficient insulation for almost any voltage. This
type of construction results in a more flexible trolley wire
and one which a wheel follows with much less jumping. By
providing additional points of support the deflections of the
trolley between supports may be decreased as much as de-
sired. Another advantage of the catenary is that when used
with trolley-wheel collectors there is little chance of the over-
head work being pulled down by catching of the wheel on
the supporting wires when the wheel comes off the trolley
wire. It is only at curves that there is anything which could
give trouble from this source as the tangents are entirely
clear even at anchors.
With catenary construction it has been found feasible to
increase the distance between poles up to what is now con-
sidered a standard distance of 150 feet on tangents with
shorter distances on curves. The poles are set about 6 feet
to 6 feet 6 inches in the ground. 'With bracket catenary con-
struction the poles are given an outward rake at the top of
about one foot. Guys are needed only on curves or where
the ground has poor holding qualities, since with bracket
supported trolleys the strains tending to bend or displace are
only from one-fifth to one-tenth as great as those existing
materially in preventing breakage from missiles. It will be
seen that any friction due to movement of the messenger
wire on the insulators will create a force tending to twist
the insulator around the bracket. This is prevented by the
pin stud passing between the two angle irons.
If rigid economy requires a lower cost bracket than the
angle iron. One made of T-iron would be the next choice, as
this possesses a shape to which the insulator pin may be
readily attached without danger of twisting around the arm,
though this latter bracket is undesirable from the construc-
tion standpoint as it has no stiffness in the horizontal plane.
For single-track work it is well to raise the outer end of
the bracket two or three inches so that when loaded with a
messenger wire and trolley the pole deflection will make the
bracket level.
When the poles and brackets have been put in position
and the insulators installed the line is ready for the messen-
ger wire, which for trolley wire up to No. 0000 capacity usu-
ally consists of a 5-16-inch second grade or high strength
7-strand, double-galvanized steel cable having an ultimate
strength of about 8,100 pounds, or a %-inch Siemens-Martin
7-strand, double-galvanized steel cable, having an ultimate
strength of about 6,800 pounds. The grade first mentioned
requires the use of mechanical clamps at the splices, while
the softer steel can be made up into the usual cable joint,
one or two miles of this messenger wire are usually run out
and pulled up to give the required uniform deflection before
loading with the trolley wire and fittings. For a 150-foot
span at about 50 to 75 degrees F. the initial deflection of the
wire should be about 16 inches. With the messenger wire
in place the trolley is run out, pulled tight and clipped in at
the center points of the spans. This will change the span
Typical Form of Catenary Suspension.
with span construction. The question of doping the poles
with tar or protecting them at the ground surface with
cement and asphalt is largely a matter of individual taste.
A new element is introduced in the requirements for a
bracket with the catenary construction. When the trolley is
installed the maintenance will depend largely upon the exact
balance of forces on the messenger wire, which means that
the deflection for the individual spans should be the same.
It is desirable then to have a certain amount of rigidity in
the horizontal direction so that the initial dip of the messen-
ger wire may be adjusted to the desired amount. To obtain
this stiffness an angle iron bracket has been designed, con-
sisting of 2 by 2% by ^i-inch angles fastened together with
suitable spacing blocks at the end over the track at a point
18 inches nearer the pole. Through this latter block is passed
the stay bolt supporting the bracket from the pole top. The
angle brackets are shipped unbent, as they are flexible enough
to spring out sufficiently to take the pole.
For double track work longer angle irons are used, which
are riveted together with suitable spacing blocks at each end.
These may be sprung open and slid down over the top of the
pole. Where this is impossible, due to wires or other con-
ditions, one end of the bracket is usually bolted. The dis-
tance mentioned between the spacing blocks on the bracket
is provided to allow an adjustment of the insulator position
to accommodate alignment of the trolley and provide means
to obtain staggering when the bow or pantagraph collector is
used.
The short iron pin designed with a special base and hav-
ing a bolt passing up between the two angle irons is used to
support a standard type of insulator, which is preferably
made in two pieces cemented together. The insulators are
cemented to the pins. Cementing is preferred to threading,
as it gives the porcelain a more rigid backing and so aids
•Paper presented at the quarterly meeting of the Street Rail-
way Association of. the Stat.- of New York, Buffalo, Jan. 11. 1907.
deflection at the center from 16 to 24 inches. The deflection
will be about 28 inches when the rest of the hangers have
been installed with three or more points of suspension. It is
well to anchor the trolley while clipped in at the center
points only so that any change in the relative position of
trolley and messenger wire will not necessitate adjusting the
additional suspensions. Both the trolley and messenger wires
should be anchored at each end of every curve. The messen-
ger wire deflection as given seems to be about the most satis-
factory for 150-foot spaus, as less deflection will cause much
more variation in height of the trolley wire due to tempera-
ture changes and make the system rigid, while more deflec-
tion makes the whole system too flexible in the horizontal
plane.
For years the spacing between trolley supports has been
in the neighborhood of 100 feet. Many roads are now run-
ning quite satisfactorily with wheel trolleys with this spac-
ing up to speeds of 60 miles per hour. It is probable, there-
fore, that with the direct-current trolley-wheel collectors and
three-point suspension, bringing the distance between points
down to 50 feet, will be entirely satisfactory for any reason-
able speed. With sliding contacts of either the bow or pan-
tograph type, having much more inertia than the wheel col-
lectors, a closer spacing of supports is doubtless of advan-
tage, as this makes the difference in level between the sup-
ports and center points of spans sufficiently less to enable
the heavier collecting device to follow the wire and also les-
sens the blow at each support. There is nothing to decide
•just the number of points to give the best results, but it ap-
pears that the stiffness of a No. 0000 trolley is such that the
system seems to pass the point of maximum flexibility when
the supports are about 15 or 16 feet apart. If they are closer
than this a contact passing under a support not only raises
that support but the two adjacent ones, while at this spac-
ing the trolley wire will bend and lift only the support under
which the collector is passing. If more than three points of
January 19.
ELECTRIC RAILWAY REVIEW
69
suspension are used the weight of trolley carried by the
center point is not very great, and an initial twist in the
trolley conductor is liable to cant the center point ear suf-
ficiently to cause it to hit on the moving collector. It is.
therefore, desirable to allow a greater distance between the
lowest point of the messenger wire and the trolley so that
the weight of the latter will be sufficient to prevent an initial
twist canting the center point hangers.
Inertia tests on the pantograph collectors indicate that
with a properly installed trolley supported every 20 or 25
feet, there is sufficient activity of the collector to follow up
the deflections In the trolley wire, even supposing that these
deflections were not actually reduced by the pressure of the
collector on the wire at intermediate points between suspen-
sions.
A number of styles of connection have been developed to
support the trolley wire from the messenger, but the one
which is recommended most strongly at the present time
consists of a sister hook of malleable iron grasping the mes-
senger wire, having a flat strip of steel % by % inch, con-
necting this sister hook with the clamping ear. This ear
has been made up in a variety of forms and the selection of
the type is largely a matter of personal choice, as a number
of mechanical and screw clamp ears have been developed for
this purpose.
With the pantograph collectors a clearance of about 6
inches vertically. 3 feet away from the trolley wire is re-
quired for clearance on curves where the outer rail is ele-
vated, throwing the collector contact surface at an angle with
the horizontal. Since the pull-offs must be on the outside
of the curves where the clearance space is necessary a bridle
arrangement has been adopted, which consists of %-inch
seven-strand cable attached to a special clamping oar with
eye on the trolley wire and a special sister-hook with an
eye on the messenger cable. A rod forms a rigid connection
between sister-hook and ear. The strain insulator is inserted
in the apex of the triangle formed by this bridle. With
curves of large radius, a device known as the "steady brace"
is used to push off the trolley wire at a point directly below
the bracket. This push-off brace consists of a screw-clamp
ear. to which is attached a gooseneck piece of %-ineh
threaded steel rod, which in turn is attached to the end '>f a
wooden stick about two inches in diameter. The other end
of this stick is fitted into a socket carried, in the case of
high voltage work, by a special porcelain insulator, which
Is so pivoted at the pole as to allow the motion in a hori-
zontal plane that is required by movements of the trolley
wire. In double-track work the principle of the bridle pull-
off is used just as the double-curve hanger for direct current
work.
It is well to anchor the trolley about four times to the
mile. The anchor is attached to the trolley about 27, feet
■ r side of the pole anchor bracket, which in turn is an-
■ d to adjacent poles. The change from the center point
of span, where the anchor cable would be nearly parallel to
trolley wire, to this location nearer to the bracket is
■ >l by the danger of a i nor cable catching
In ■ slid:' . With this type of anchor and a wheel-
he angle between the anchor guy and th-- trolley is
so small that it is not possible to catch a wheel between
them.
All of tic
for wheel or Now collectors, with t r i « - exception "f the frogs
which must be special lor each condition.
In insulator required for this high voltage work
has ■ of the most difficult problei olve, but a
ion has i "'" In B special type of
lain, weighing io_. pound! and capable
landing 12 ill. or In other words
pull ti In this sort of const ruction.
NORTHWESTERN ELECTRICAL ASSOCIATION.
It seems difficult of belief that publii
carry far more passengers than In London. Bach, hows
and
d in Londi
I an
York thi
i for 1904, s tain ol I 6 per
Ion
Young
payn
taaea In
The fifteenth annual convention of the Northwestern
Electrical Association was held at the Coliseum building, Chi-
cago, on January 1C, 17 and IS, in connection with the elec-
trical show of the Chicago Electrical Trades Exposition Com-
pany. Both morning and afternoon sessions were held. Pres-
ident Harold Almert occupied the chair. Thursday evening,
January 17. a meeting was held in connection with that of the
Illuminating Engineers' Society. A large number of interest-
ing papers was read, as follows:
"Warrantable Expense for Meter Testing." by O. J. Bush
nell.
"Profitable Co-operation," by J. Robert Crouso
Water Powers of Wisconsin," by Ernest Gonzenbach,
"Some Characteristics of Alternating Current Motors in
which the Central Station Man is Vitally Intere
by C. W. Bergenthal.
"Producer Gas Power." General discussion.
"Outline Lighting," by Homer Honeywell.
"Some Phases of Smaller Centra] Station ment,"
by H. H. Scott.
"Uniform System of Accounting for Small Compai
by Fred W. Insnll.
"Some Points in Illuminating Engineering for the Small
Central Station." by .1. K. Cravath.
"The Trend of Improvement in the Design and Opi
of Boiler Plants," by a. Bement.
"Premiums to Employes," by Ernest Gonzenbach.
ILLUMINATING ENGINEERS' SOCIETY.
"Large Versus Small Units in Sir Lighting."
"Globes and Reflectors for Street I. amps."
"New Street Lights."
At the Friday morning session Mr. Ernest Gonzenbach,
general manager of the Sheboygan (Wis.) Light, Power £•
Railway Company, addressed the meeting on the subject of
"Premiums to Employes," giving an Interesting explanation
of the premium system as applied by his company. Ho said
that he had wanted to reduce the cost of power production by
awakening an interest in the employes, but without scattering
broadcast among the public the cost of producing electricity,
Therefore, about a year ago, after calculating the cost of coal,
oil. repairs, etc., for a year he told the men that a certain per
cent of the saving over that amount should be divided up each
month among the employes accotding to the rank ol the men.
the engineers receiving the largi at. The men were
not told the exact per cent of the saving. This system had
proved very satisfactory and had produced a spirit of rivalry
and interest among the men which was very advantageous to
the company. The firemen watch th< thai
they do not waste the power ami the engineers watch the
firemen to guard against the use of too eh coal Hi
the highest compliment I., tins d i n pal
a coal company, which objected because the employea were
too scrupulous In In ' tten
the careli - eni bad wiped oul ii mire
b's premium in cost of I had i d unnecessary
to ask the man to resign bet men made ii go uncom
i bio for him.
;. in bad also been applied to tin
the lighting bus! Jiany solicitors had gone away from the
town d With their lack Ol
nisi public orpo
ratloi ■''■ exceed
Ingly difficult
I n s ho ret Ided In the town
and understood the peculiarities of the people, \n emp
mio bail to deal with the public weri ad Into ■
ni which met even Monday night and held rei
■ ii own ofl
which produi
month 10
department over tl
i en in foi ■
• i month over th< month i
w
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 3.
vioiis year had averaged over 16 per cent. The premium
system was an incentive to each man to treat the public with
increased interest and courtesy.
In the discussion which followed, the opinion was
expressed thai under the premium system as applied to the
power house there would be a tendency to keep
the amount of repairs as low as possible for several months
in order that the premiums might not be affected
and to bunch the repairs into one month. Mr. Gozen-
bach said that large repairs, such as alterations, were not
included in calculating the premiums, and there has been no
tendency to hold off the smaller repairs in order to keep the
premium up.
Mr. A. Bement, then read a paper on "The Trend of Im-
provement in the Design and Operation of Boiler Plants."
which will be found elsewhere in this issue.
The following officers were elected for the ensuing year:
President, Edward Daniels. Menominee, Wis.
First vice-president, B. C. Adams, Lincoln, Neb.
Second vice-president, H. F. Pierce, Negaunee. Mich.
Secretary-treasurer, R. N. Kimball, Kenosha, Wis.
Directors: J. S. Allen. Lake Geneva, Wis.; W. R. Put-
nam. Red Wing. Minn., and Geo. H. Lukes, Evanston. 111.
The next meeting of the association will be held at Mil-
waukee, Wis., January, 190S.
THE CHICAGO TRACTION ORDINANCES.
STUDENT RECORDS IN MEMPHIS.
In order that a complete record may be kept of the
student work of all new conductors and motormen, the Mem-
phis Street Railway Company uses instruction order-blanks
THE MEMPHIS STREET RAILWAY COMPANY
INSTRUCTION ORDER student badge
Memphis, Tenn
Issued -TO ..'■:,".' Badge No
Ob entering the Mrici Student, mil he given !hi> bl.nk. Student, will be oxigncl to the dilleceut line., .me ,1 • lime, unnl h. lie,
TheMolo.m.n bi , I,,u... n n*bou efcunn tbl Hiudct.i i. placed l„. in . r.u.t >„u. will O.K Hie Sloilcoi In the roam p. 1 ■ ,|,.-
he it competent to pc.lacoi tlicdutle. .euoiredol bun on ib.t pitllcaUt line, end noi umil he ,, competent
- n.lltbel.ne,, henill report to. e,.mlnitio„
selenl to pe.fomi the dutle. ceuoiced ol boo
'i the Student hi. completed bl, counc ol in
llolHe -I..
H„,i, „o Raw „tl
O k
AMiencd to II. dec No
-I" ....... ILt.
Ir HourotF Dnte V-
.. h
W"K"P« '° untile M,
H g Hoi" iff
0. 1
D-lr
■„,
Hour oo Hoi »
'""
IH
. B .Ik- No
. . 1H
. t'.lr
- \»..„
SUMlscd .ndfonodO It
,,,.
■ . . . 11 . !,■,
.. in
Student's Instruction Record as used at Memphis.
by 10 inches.)
(Original 83..
for each "student." These blanks present spaces for each
of the 14 lines operated by the company. When the student
is assigned to one line he remains there until his instructor,
either conductor or motorman as the case may be, is satis-
fied that he is competent to perform the duties required of
him. The instructor then fills out and O. K.'s the blank
for his line, and passes the new man to the foreman in-
structor for assignment to another line.
It is required that the student learn the peculiarities of
each of the 14 lines before he will be given charge of a car.
When the instruction order-blank has been properly filled
out it is filed in an envelope with the student's application
for employment, his recommendations and other records that
have been gathered of him.
Men who have not qualified for the operation of a car
over all the lines are furnished with badges reading "Student
Motorman" or "Student Conductor." As soon as their courses
of instruction are completed the "student" badges are taken
up and the standard badge issued in its stead.
We present herewith a brief abstract of the principal
features of the two ordinances reported to the Chicago city
council by the local transportation committee on January 15
as the basis of a settlement of the long pending street rail-
way controversy. The committee has been working out the
terms of the settlement ever since the United State supreme
court in the famous "99-year case" last spring declared that
the greater part of the franchises of the Chicago City Railway
and Chicago Union Traction companies had expired. Since
the decision of the court the companies have been operating
under a temporary license from the city. The ordinances
now in the hands of the council give the Chicago City Rail-
way Company and the Chicago Railways Company, which is
to reorganize the Chicago Union Traction Company, a license
to operate a street railway system in designated streets from
February 1, 1907, to February 1, 1927, or until the city or a
company licensed by the city shall purchase the properties
with a view to eventual municipal operation.
They have been agreed upon, after numerous and ex-
haustive conferences in the committee, by the city authori-
ties and the financial interests controlling the companies, and
represent compromises on many important points, particular-
ly in regard to the value of the properties. The valuation
decided upon, $21,000,000 for the Chicago City Railway and
$29,000,000 for the Union Traction Company, was fixed after
thorough inventories had been made both by the companies,
who called their property worth $74,000,000, and by a com-
mission appointed by the city, who estimated the property
at approximately $46,000,000. The ordinances differ material-
ly from a franchise contract and contain several unusual fea-
tures. In effect, they constitute a partnership contract be-
tween the city and the companies until the city is in a posi-
tion to adopt municipal ownership. In the provisions for the
operation of the roads under this partnership, the reconstruc-
tion of the property and the terms of municipal purchase, the
two ordinances are identical. The Union Traction ordinance
differs from that for the City Railway only in the provisions
for reorganization, for the perfection of its title to the north
and west side lines, for the relations with the Consolidated
Traction Company, which is controlled by the Union Trac-
tion Company, but which still holds its franchises, and for
the construction of new river tunnels to connect with the
future subway system.
Under the terms of the Foreman resolution, passed by
the council, a petition asking for a referendum vote on the
ordinances at the April election is to be circulated. If 86,000
voters sign the petition before February 2 the council may
pass the ordinances subject to the referendum vote. If the
petition does not receive the required number of names it
will be taken for granted that the people approve the ordi-
nances and the council may pass them at once, the work of
rehabilitation to begin immediately thereafter. The most
important features of the two ordinances, which it is believed
will be passed in substantially their present form, are as fol-
lows:
Reconstruction.
Both ordinances provide that the work of reconstructing the
street railwa> properties ami of bringing the service up to the
highest attainable standard shall begin at once under the super-
vision of a board of supervising engineers selected by the city and
companies. The cost of the rehabilitation is to be borne and paid
by the companies, it being provided that no contract or subcon-
tract (except in the case of tunnel construction) shall be let by
the companies without the approval of the board of engineers, and
no bills for material and labor paid without similar approval. To
the actual cost of the work 10 per cent will be added as con-
tractor's profit and 5 per cent as brokerage in the procuring of
funds. The board of engineers will report monthly to the city
comptroller the amounts expended for rehabilitation and extension.
In the case of the Union Traction Company it is provided that the
reconstruction cost may be represented by bonds bearing 5 per
cent interest and maturing not earlier than 20 years hence.
Cars.
Within three years the City Railway shall have 800 and Union
Traction 1,200 new and thoroughly up-to-date cars in operation.
January 19. 1907.
ELECTRIC RAILWAY REVIEW
yi
B a certain number of cars now In service which they will be
-.1 to retain. The cars must be kept clean and well venti-
ind not below 50 degrees in temperature. Single cars only
are to be operated after one year from the passage of the ordi-
nances. The companies also bind themselves to abide by any rea-
sonable service regulations imposed by the council, the board of
engineers to be a judge of the reasonableness thei
Motive Power.
The motive power shall be electricity, and after the ezplra-
.irs tlu companies may be required to install the
underground trolley system.
Subways.
The city has the option of building .i subway through which
the companies will he required to opi oi sxai ting a
Ibution of not more than $5,000.00t> from the companies to
-t. The title of the subway is to be held by the
city in any 'Vent, but only the grantee companies may use the
m for street railway purposes during the life of the ordi-
ifths of the amount advanced toward Hi.- cost shall
■ I by the Union Traction and two-fifths by the City Kailwax
The location and extent of the system Is to be specified by the
council and the plans approved by the board of engineers. After
\piration of live years the companies may be required to
join the city in building subway extensions. At the same time
ompanies may be required t<> irs on the surfs
such streets as they occupy undergroundi and if the capacity of
ibway permits the city may require and authorize elevated
to operate underground on payment of a rental.
Board of Engineers.
Within 30 days from the acceptance of the ordinance each
my will select an engineer and the city an engineer to sit on
ipervlslng board. The third engineer is to be Blon J. Arnold,
in full charge of the rehabilitation work. The city, or the com-
- may remove its engineer at any time, and the third engl-
• between the . ity and com-
■ - in ca< greement the Judges of the Brsl district
appellate court may appoint and remove the third engineer, and
f tie (allure of these judges t.> act either part] may
to the circuit court for redress. The courts may be asked
•Move any of the engineers on charges of fraud or corruption.
City's and the companies' engineers are to receive not less
than S3. 600 nor more than $10,000 a year, and the third engineer
Is to receive flS.000 a year, and $15,000 a year additional during
•hree years of rehabilitation.
Through Routing.
Throe, will be established jointly bj thi comp
neing specified in the ordinances, running from
orthern and western limits "f the
■ ites may be added from time t" time by the'
nil the approval of the board of en
Fares.
With the at G cents for a continuous ride-,
■ rig -i> evei vw here i
distre t. hounded by Twelfth river,
district ti -ill he Interchangeab)
o i d Chicago Gei
last-named operating iii Twi
ire to be good till I ter the
the transfer point. No p
■iiploycs of the company, city pollce-
i uniform may Mai) C8 1
; ■Mem shall relmbui -• He
-is .d th.- number of carriers and the amount
Division of Receipts.
hi annual accounting and division <•< net re-
lie city and the companies pn April 16 ol
receipts win be deducted all operating ex
nd i en. v. i tages
... and p.
M,t Of tic
.1-
p fund to protei t I
main
Purchase by the City.
■ III I" Hie
•
Ini ompli >'
t funds lo
k ■ n fulfllli
win i Intending
■
PurchiM by a Licensee.
price and a 20 per cent bonus. The licensee will not he required
to pay the bonus provided that it has entered into a valid eon
tract with the city to operate the properties for only a 5 per cent
profit on the investment. 95 per cent of the profits going to the
city. If the city or its licensee purchase during the three yeai
construction period it is provided that the City Railway shall be
permitted to finish the work under way and planned. The city
must then deposit in trust sufficient funds to cover the cost of
this work, including the 10 per cent contractor's profit and the 5
per cent brokerage, to be paid out by the depositary at the order
of the engineers. In the case of Union Traction the city has the
option of allowing the company to complete the work or it tna\
pay only the purchase price and assume the property subject to
the construction bond liens. If the city does net purchase be-
fore February 1. 1:127. it may designate some person or corpora
tion to purchase as its licensee on the same terms as the eltj might
purchase. If tl ii\ does net exercise this right it may grant
the right to operate in the streets to another company, which
shall purchase on the same terms as the eil>
Chicago Railways Company.
The Chieag.i liailways Company. agrc> .il Hie prop
erty and rights of the Union Traction Company within 130 days
alter the passage of the ordinance provided a clear title can h.
Obtained on the Bame terms as the city's purchase price, which at
this time is 129,000,000. In case such a clear title cannot be thus
obtained the company has 30 days more in which to promulgate
a plan of reorganization of Union Traction which shall be ap-
proved by Judge Crosscup or Judge Seaman. It is stipulated that
this plan must recognize fully the rights of all securities Involved
Not later than January 20, 1908, the company must proceed t
perfect its title, the city using its powers to assist and the com
pany agreeing to indemnify the city for all expenses so incurred.
By the end of three years from the passage of the ordinance th.
title must be p. lie. I an.! the compan>' have deposited in trust a
ma i. nan of the steel; of the North and West Chicago Sue, i
Railroad companies and two-thirds of the stock of the North and
West Chicago Street liailway ompanies and the 1'uion Traction
Company If the company afterward falls to COmpl} with the
terms of the ordinances these stocks are to he held subject to tl
control of the city in perfecting the title. Th npan] is to
have no right to accept the ordinance unless it is in I.
sion of the properties ami in a position t" c ply with the terms
New Company's Guarantee.
The ii.w .■ pam guarantees t.. give the publii through rentes
nne fare, ami universal transfers over the Consolidated Ti ■
lines, and i.i proteel the olty against any dm il
by vlrttie oi Iti opi ratlni n il with the aubsldlarj ai
This operation agreement is to be canceled bj the comp
the city purchases it n it\ bo requires tl I mpans defaults
uy of the terrai covering thi Consolidated Bltuation, tie
lake over the properties and operate them, payini
pany 5 per cent on th.- purcha i prlci it thai tlmi lei retaining
all tic remaining nel receipts in case the ' nloil Traction
pany fails to accept Its ordini the Cits Rallwas is aul
used t" extend its lines t.. the north and west sides through the
Me illlllll Of He I 'hi. -age City lelill I ' !< II | i I I
way fails i.i accept Iti milium. i ii.. i rrnctlor Company is
- i/.e.i I., extend to the soul h side.
Improvements at Covington, Ky.
Extensive Improvements are bring made to tin powei
lam e am! tracks "t tin- Smith Covington .v Newport St
Railway Compan oi Covington Ky. This c pany's lines
connect Covington with Cincinnati, 0., ami with Newport, Ky
I hll |ng I lie past sea sun Ille emu >„ ll.leil Up
waul nl |200,000 in laying new rails and repairing Its ti
ami n is announced will spend an additional 1160,1 during
I'm; Especial attention Is being given to the relayin
lal track work. Where new steel is necessary 96-pound
rails HI 60-fOOl lengths ale Used. The traCh iS laid III coll
. -I with brick be) ween < hi ills.
The improvement ol the Newport power house and 11
equipment includes the Installation "i ■ < Curtl turbine unH
of 2,260 k* capacity, two I horsepowei Stirling, boilers with
up. | a hi levant eeiiniunl/.ei , JoneS undei I. I d tot
Wheelei J-trlplex motoi driven Wheeler
Muii. in drj vacuum pump, and a watei softener ami purl
Additions 18 in BO (eel ami :::. bj 60 (eel reai lively,
been bum in the engine i t" aocomi late ■> now
■hi I and Ho tin bine unit Provision I mad. im the
Installation of a second turbine al some futu -
China now hS a inllwa\ i OUl 9,000 miles
or ti miles are in >■■■ tnd tie re I undi i i on
. 10 mill "in ai.. -ii.. | the
Chinese Imperial Rallwi
capital 'on
92
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 3.
TENDENCY IN DESIGN OF BOILER PLANTS.*
ELECTRIC RAILWAY PROGRESS IN KENTUCKY.
i:v A. i:i:\!i \ i. M. K.
The most useful suggestions that the author feels he can
offer concern sonic features of boiler and furnace design.
The usual boiler does the largest portion of its work
with the smaller portion of its surface; the horizontal water-
tube type provided with two flame plates, ensuring three
passes of the gases across the tubes, does from 70 to 90 per
cent of the work in the first pass, or in other words, with
one-third of the boiler surface, while the other two-thirds, or
66 per cent, performs only from 10 to 30 per cent, and this
performance applies to other types in corresponding measure.
Thus the larger proportion of the investment is in that part
of the apparatus which renders but little service. One of the
reasons why the boiler surface is not brought into more act-
ive service, is that the proportions of the gas passages are
such that the natural volume of the gases can not fill them,
therefore many corners and portions of the passes are not
filled with hot gas, because the pass is larger than the mass
of gas flowing through. Thus the work is performed along an
exactly defined path over which the gas naturally flows, the
most direct one from the furnace to the chimney.
For this reason it does not pay to use a large boiler as
compared to a small one, unless with the larger, provision is
made for as good utilization of the surface as secured with
the smaller one. For example, one of the Heine type of 11
tubes high is approximately of the same capacity as one of
17 tubes high when equipped with the same sized grate, be-
cause the magnitude of the gas volume is the same from
each, and it will be only that portion of the surface over
which this gas flows that will absorb heat, and the distance
from the entrance to the exit of the tube surface is approxi-
mately the same for each. Or with the Babcock & Wilcox
type, as much work could be obtained with a boiler 16 feet
long as now baffled, as in one of IS feet, with the result of
saving not only a small amount of investment required for
boiler, but a large amount in land and buildings.
The truth of the foregoing has begun to be realized, and
the tendency is for better proportioning of gas passes, so
arranged as to ensure the use of a larger portion of the boiler
surface than under present practice. For illustration, the
performance of three boilers of the Heine type will explain
the matter. One of these boilers was equipped in the usual
manner, allowing the gas to flow diagonally across the tubes
directly to the exit, while with the others, by means of addi-
tional baffles, the gas flowed twice the length of the tube sur-
face in one case, and three times in the other, all three boil-
ers having the same size and kind of grate. The relative
performance was as follows:
Relative work performed
— by boilers —
Amount of
Heine steam per
Type of Boilers Capacity pound of coal
With single flow of gas 1.00 1.00
With double flow of gas 1.04 1.10
With triple flow of gas 1.04 1.20
This emphasizes the importance of utilizing as much of
the boiler surface as possible.
Up to a certain point the application of additional baffling
will increase the capacity, owing to the fact that the amount
of heat absorbed will be greater, but beyond this the reduc-
tion of draft due to the more restricted passages, will be
sufficient to result in a decrease in capacity. To overcome
this, special means for draft production are justified, and it
has been considered possible, by means of proper baffling and
a combination of forced and induced draft, to get twice the
capacity from the same sized boiler as now obtained, and do
so with no loss in efficiency, which would mean a saving in
investment cost of one-half the boiler plant, land and build-
ing, at an added expense only of draft producing apparatus.
The setting for boilers is something which is now having
special attention, as it it found that even the very best brick
setting is very leaky, allowing the entrance of much cold air.
As a remedy, steel jackets and reinforced concrete have been
used, also brick settings have been sealed by applying a tight
cement covering, over which canvas has been pasted and then
painted.
Requirements for good furnace performance are, that
there should be an ample combustion chamber located be-
tween the grate and boiler, in which combustion shall be
enabled to continue until completed. Also, that the feed of
the coal shall proceed at as nearly a uniform rate as possible,
and that the removal of ash be accomplished with a minimum
disturbance of the fire.
♦Read before the Northwestern Electrical Association, Chi-
cago. January IS, 1007.
Although the state of Kentucky has not as yet been es-
pecially active in the initiation of electric railway projects,
in the central and northern part of the state the electric
railway interests are now awakening to the new oppor-
tunities in this field and are planning many improvements,
to keep up with the rapid advances along industrial and com-
mercial lines.
Many of the street railways of Kentucky were built
when power house, track and roadway and trolley construc-
tion had not attained their present state of perfection and
since their inception but little new work has been done on
them. As a result of this inaction, since Kentucky has
emerged from its almot lethargic condition the railways
have proved inadequate to care for the new travel. The
operating companies have found it necessary practically to
rebuild their city lines and to plan interurban railways to
accommodate the demands made by the residents of the
rural districts.
This is especially true at Lexington, Louisville and
Covington, the three leading cities of the state. At Lex-
ington, which is located in the center of the productive Blue
Grass territory, a system of interurban railways is being
built that bids fair to compare favorably with that radiating
from any other city of the middle west. The Lexington &
Interurban Railways Company, which owns or controls the
city railways at Lexington, Frankfort and Winchester, has
three interurban railways operating out of Lexington and
is contemplating the construction of new ones that will be
operated in conjunction with the existing lines. The operat-
ing lines serve the cities of Paris, located 19 miles to the
northeast, Georgetown, located 14 miles to the northwest,
and Versailles, located 12 miles to the west of Lexington.
By referring to a map of Kentucky it will be noted that
exceptional opportunities are presented by the cities located
within a radius of 30 miles from Lexington for the develop-
ment of a compact system of interurban railways. Grading
for a line to Frankfort, the state capital, has practically
been completed. This line, which will be about 30 miles long,
will be in operation during the coming summer. The right
of way for a Hue to Winchester, a distance of 16 miles
to the east, has been secured and it is expected that its con-
struction will begin during the year. Other interurban
projects under consideration by the company are lines to
Richmond and Nicholasville, which are located to the south-
east and southwest, respectively, from Lexington.
Heretofore the Lexington & Interurban Railways Com-
pany has not paid especial attention to the development of
its power stations and car houses nor to the remodeling of
its city tracks but it is announced that these are to be
rebuilt at an early date.
At Louisville and Covington the operating companies
are making many improvements in city and interurban prop-
erties which will better enable them to care for the in-
creasing traffic. At Somerset a new street railway has
been constructed by the Somerset Railway & Light Com-
pany. Cars began operating on this line on January 1. At
Bowling Green a new power house is to be built for railway
and lighting purposes, the city tracks are to be repaired and
extended and it is projected to build an interurban railway
to several of the nearby towns.
The Boston & Montana Mining Company, of Butte, Mont.,
has contracted for five electric locomotives and a complete
underground haulage system. The engines will cost about
$2,000 each and are to be delivered in ninety days. They
will be of the Baldwin pattern with Westinghouse equip-
ment. The installation of these engines and proper electrical
appliances to operate them will do away with the present
system of tramming. When the Boston & Montana began
operations men were employed to do the tramming, but
eventually horses were substituted and are now in use
January 19, 1907.
ELECTRIC RAILWAY REVIEW
S>3
News of the Week
Chicago Traction Situation.
The Chicago traction ordinances were reported to the city
council by the local transportation committee at the meeting on
January 13. and according to the Foreman resolution adopted at
that meeting, they cannot be passed until after February -. The
city officials are to circulate a petition asking the board of elec-
tion commissioners to place upon the ballots at the April election
the question of public policy as to whether the pending ordinances
granting an indeterminate license to the Chicago City Railway
Company and the Chicago Union Traction Company shall be
passed. If tli'- petition does not receive the signature of one-
fourth of the registered voters of the city, or S6.000 names, before
February 2. it will be taken for granted that the people approve
the measures. If the required number of signatures to the peti-
tion is secured the plan is to pass the ordinances at once, with
a provision making their validity conditional on the approval of
the voters as Indicated by the referendum vote.
At a meeting of the committee on January 11 the mayor de-
manded that the amount to be expended by the companies for
bllitation be limited so as to bring the total value of the
including the cost of reconstruction, below $75,000,000,
the amount the city Is empowered to expend to secure municipal
ship.
As the value of the properties has been fixed at J50. 000.000
and the cost of reconstruction is estimated at from J40.000.000
to 150,000.000 the mayor thought that the possibilities of munici-
pal ownership were fading into the dim distance. He also desired
a provision guarant* eing that the city's percentage of the net
ts should amount to a certain | if the gross earnings.
Both plans were voted down by the committee.
The Referendum League In connection with other civic and
municipal ownership organization on January 11 began circulat-
ing a referendum petition which combined the question of repealing
the Sunday closing laws with the traction question on the same
ballot. The mayor stated that while he did not approve of this
confusion of issues, he would be guided by the result of the vote if
sufficient names were secured.
At the meeting of the committee on January n it was de-
cided to report the ordinances, an abstract of which appears on
another page of this Issue. Attorney Fisher announced the names
of the five trustees who are to reorganize the Union Traction
and its subsidiary companies under the name of the Chicago
Railways Company, as follows: Charles G Dawes. A. A. Sprague.
Chauncey Keep, Charles H. Hubbard and A. C. Bartlett Mayor
Dunne off- solution providing for a referendum petition
and providing that if the required number signed the petition no
action should be taken on the ordinances until after the election.
The resolution was voted down. Alderman Foreman then Intro-
'utlon before mentioned. At the meeting of the
•wing night the ordinances were introduced. The
Foreman resolution was adopted after a sharp debate by a vote
of 55 to 12. which Indicates sufficient strength In the council to
pass the ordinances over the mayor's veto if necessary. One hun-
dred thousand copies of the petition were ordered printed and
circulated.
The matter will therefore He In abeyance until the result of
the petition Is ascertained, although the radical element will prob-
ably carry on an active campaign for the adoption of various
amendments by the council before the measures are finally pa
Mayor Dunne on January 17 came out with an announcement of
ndldacy for re-election with the traction Issue as his
form, advocating amendmentl authorizing the issue of at least
Mueller certificates; guaranteeing that the
profits shall not fall t ». i ,in per cent of the gross
ts; giving the right t'j t&ki
hmlnatliik' 'fit when
Cleveland Traction Developments.
• i -in Jan i
7. ho. ave-
Itall-
negot. the
ir Johnaoi
leaae l
tral a
'
pany
Pany inme
i.iy, I. r ,
paying
value of I
••i President A
vnlunt :itr„l
av*nue and
property
or bn .i right al
parties coi
■.rnlrig Jnnuin of the
Cleveland Electric and President Du Pont of the Municipal com-
pany met ard agreed upon a thirty-day armistice, during
neither side should take any action on the offensive; the injunc-
tions restraining the operation of Forest City cars should be lifted'
proceedings in various suits brought by the Cleveland Electric'
particularly the "financial Int. -Mould be postponed
a"d ' should do no construction work. i
ment was ratified at an informal meeting of the coimcil that after-
noon, as was the Cleveland Electric's pi
tral and Quincy lines. A resolution was al- roving
the proposition of the Clei land Electric company to submit to
the determination of A. B. Du Tont and D. J. Davie-
of the Cleveland Electric company, the question of the compen-
sation to be paid to the city by the company for its occupancy
of Quincy avenue and Central Btreets since March, 1905. The
rman of the street ra , ,s authorised to in-
troduce such a resolution into the council for its official action
Another resolution was adopted stating that it was the sen-,- of
the meeting that an Immediate settlement of the whole
railway situation would give to all the people of Cleveland the
benefits of low fare, and recommending to the Cleveland Electric
company. |s of such a settlement, the immediate consid-
erfUl" ' leasing proposition of the Municipal company as
embodying the thus far mail,, for li(.;llin6. n„.
hensiv.ly with the entire question. The company was requested
to inform the council at its next meeting Of its attitude to the
suggestion or of any other plan it mlghl to submit
On the morning of January U. tl„ For.
the Public Sq a,„i the Cleveland I
trie cars m Quincy td Central stre t were also opi
at a three
At the council meeting on Monday. January 14 the resolu-
tions approving the plan for determlnlni ipensatlon
paid to the city by n |, :.n.l recommending the hold-
ing company plan, were formally adopt
A communication was received from the Cleveland Electric
company stating Its willingness to consider the leasing proposi-
After stating that the offer of the company to acce
lose on the basis of seven tickets for a quarter and a
nansfers is still open, the letter says that in the judgment
of the compam tem cannot be operated at a less rate of
fare with transfers, properly maintaining the property and giving
service as the public has a right to demand. The compans
also says it would be glad to I imposition ,i to a
vote of the people. In regard to the holding plan
"The company, however, realises tin- existence of a general
public sentiment in favor of tin settlement ,,, the long drawn out
controversy on tie subject of I v8 ,n
nd If. in your judgment, it Is n.'i h public Int.
to se"e ' ttog to this
upon the lines aboi d ,,,. we ai urse wlllin
consi.i Itlons or si
w< understand the action of your body lasl I
wish that we do so. this company will a. con.
sideration t.. a pr sin,,,, f"i a lease "f it and fran-
chises to some ' i any. tog. .
to purchase, and to this end our president will be glad
with Mr. Du Pont."
The communication i red to thi llwaj com
in its offer t" eland Electric property the Mtunlo-
161 as
"»' -'1'i'f d The full .1. .
..plained I.
lng company shall consist of pub) u |„, Bhaj|
represent the Interests ol
who Bl nterest In the .
to re- of ti„. Cleveland Electric bo tl
tual valui
"i, that amount plus one-ninth, win, ..„ f,„. „,,,.
i lie. n
ding ,'",,,;.
Tl l.i '•',„,, la .
under whl .,,.,, in
of default by tie- leasing oomp
Hill to Permit City R.nlway Companies to Own Interurban..
of th. Nebraska lea
Ibtted.
Bill to Provide Veitlbulm. A It Parker, of !■', ln(1
,,a" " ■ Mil I.
..f theh oars win,
It, I" tW.et, April S
I ... 1U
Wafle. for I ployM. Tl" I: . „f
-'■I ,
WW ■■■••••Ivo full
Mayor A.kt for Municipal Low-Fare Railway i
' i» "hi. b i amended
in. I. r II,'
Hon ..f n.-m .1., . | ,.. op, ,.,,,. ..,,„,
94
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 3.
every passengei may be provided with a seat and that passengers
,1. -siring transportation shall not have to wait more than Ave
minutes for a cai
Interurban to Carry Mail.— The Eloomington Pontiac & Joliet
Electric Railway has been awarded a contract for the carrying of
United States mail on its line between Dwight and Odell. Ill
Under the new arrangement It is said that Chicago mail will
arrive at Odell at 7 a. m.. instead of at noon as at present.
Central Passenger Association Lines May Interchange with
Electrics.— Th.- members of the Central Passenger Association at
a recent meeting agreed to withdraw the understanding which has
prevailed for some time; that the steam roads were not to make
prorating arrangements with the electrics. This leaves each
steam line free to make such arrangements as It may desire.
Development of the Chicago Edison & Commonwealth Electric
Systems. — At the annual meeting of the electrical section of the
Western Society of Engineers held on January 11, Mr. Ernest F.
Smith, superintendent of substations for these companies, delivered
an interesting address on the development and operation of the
large transmission and eonversion system of the Chicago Edison
and Commonwealth Electric companies.
International Tramway Union.— Mr. P. Serstevens. secretary
general of the Union Internationale de Tramways et de Chemins
de Fer d'lnteret Loeal. announces that the International Tram-
way Union will publish early in February a detailed account of
the proceedings of the congress of the Union held at Milan in
September last. This publication will appear in French and Ger-
man and will comprise about 400 pages, folio. The report will
be sent to all members of the association.
Electric Railways and Municipalities. — The address of Hon.
Henry J. Booth, Columbus, O.. on "The Electric Railway and the
Municipality," which was delivered at the annual banquet of the
American Street and Interurban Railway Association on the
occasion of the Columbus convention, has been reprinted in
pamphlet form and is being distributed by Secretary Bernard V.
Swenson. The address was published in the daily edition of the
Electric Railway Review on October 20, 1906.
Springfield Consolidated Railway Increases Wages.— The Spring-
field Consolidated Railway Company, of Springfield, 111., recently
announced an increase of wages for its motormen and conductors
who have been in the company's service for two years from IS to
19 cents an hour. The company had previously adopted the plan
of giving a uniform free every year to each man who has been
in its employ for five years, and a uniform and an overcoat to each
man who has been with the company for ten years.
Increased Service on the Illinois Traction System.— The Illinois
Traction Company will put into effect on February 1 a new sched-
ule between Springfield and East St. Louis, adding four limited
cars. Limited cars will leave each terminal every two hours, from
6 a. m. to S p. m. The cars leaving Springfield at 6 a. m., 10 a. m..
2 p. m., and 6 p. m., are the regular "Corn Belt Limited" cars,
with buffet service. The time consumed between Springfield and
East St. 'Louis, near the Eads bridge, is 3 hours and 30 minutes.
The new schedule is made necessary by the constantly increasing
traffic.
Interstate Interurban Association. — The annual meeting of the
Interstate Interurban Association, composed of representatives of
the electric railways in Illinois and Wisconsin, was held on Jan-
uary 7 at Wheaton. 111., where the members were the guests of
the" Aurora Elgin & Chicago Railway Company. L. E. Fisher,
general manager Illinois Traction Company, Danville, HI., was
elected president of the association, and C. E. Flenner, auditor
Aurora Elgin & Chicago Railway, Wheaton, III, was chosen sec-
retary.
Portland Mutual Benefit Association — The employes of the Port-
land (Ore.) Railway Light & Power Company recently organized a
mutual benefit association, with about 400 members, under the
name of the Brotherhood of Electric Railway Employes of the Port-
land Railway Light & Power Company. The constitution provides
for sick and death benefits. The company will soon begin the con-
struction of four clubhouses in various parts of the city, which will
be used as meeting places fcr the association. General Manager
F. I. Fuller, of the company, is ex-officio president of the organiza-
tion and Treasurer S. G. Reed is treasurer.
Boston & Worcester Asks Freight Rights.— Having secured
local permits to do a freight and baggage business over its lines
in Newton, Marlboro, Wellesley. Natick, Framingham. Westboro,
Shrewsbury, Northboro, Southboro and Hudson, Mass.. the Boston
& Worcester Street Railway has petitioned the state railroad com-
missioners for approval. The company has several freight cars
ready for operation, and it wishes to carry newspapers, agricul-
tural products, baggage and all the usual classes of light freight
and express matter, excepting explosives. It agrees not to let
the freight business interfere with its passenger service.
Meeting of American Institute of Electrical Engineers. — The
annual meeting of the American Institute of Electrical Engi-
neers will be held in the auditorium of the Engineers' build-
ing. 33 West Thirty-ninth street. New York, on Friday, Janu-
ary 25, 1H07, beginning at 8:15 p. m. Messrs. Lewis B. Stillwell and
Henry St. Clair Putnam, consulting engineers, of New York, will
-i on "Substitution of the Electric Motor for the
Steam Locomotive." The paper will include: 1. Presentation of
certain facts established by experience in the operation of elevated,
subway and interurban lines by electricity. 2. Discussion of com-
parative cost of operation by steam and electricity applied to rail-
ways in operation, and including both passenger ami freight service.
::. The Importance of standardizing electric railway practice. 4.
The question of frequency in the operation of railways by alter-
nating current. Members of the American Society of Civil Engi-
neers, the American Institute of Mining Engineers, the American
Society of Mechanical Engineers, the New York Railroad Club and
the Transportation Club have been invited to attend.
Want Speed Limit Raised.— President George T. Dunlop of the
Capital Traction Company and Vice-President George H. Harries,
of the Washington Railway >t Electric Company. Washington, ] ■
have jointly sent a letter to the commissioners of the District of
Columbia asking that the police regulations be amended to allow
street cars to be operated at the rate of 15 miles an hour within
the city limits and 20 miles outside of the city. The law now re-
stricts the speed to 12 and 15 miles an hour. The request states
that it is not desired to increase the running time between terminals
but to prevent the arrest of motormen for occasional burst- ol
speed.
Green Bay Traction Company Building New Pavilion. — The
Green Bay (Wis.) Traction Company has nearly all of the mate-
rial on the ground for a mammoth new pavilion to be erected at
its amusement resort at Ridge Point, Wis. The piling has already
been driven at the river bank and active building operations will
be started as early as possible in the spring so that the structure
will be in readiness for the pleasure seekers early in the season.
The new building will be 75 feet wide and 124 feet long, includ-
ing porches, and will contain a dance floor 50 by 100 feet, as well
as a stage. The old pavilion will be allowed to stand and will
be used for private parties and various entertainments.
Prizes for Employes' Hours of Service. — Pursuant to a cus-
tom inaugurated several years ago, the Nashville Railway & Light
Company has awarded cash prizes to its motormen and conductors
whose names have been placed on the "honor roll" of the com-
pany, which is based upon the number of hours the men have
worked during the year. The prizes range in amounts from $5.0u
to $50. The winner of the first prize for motormen, $50. had
worked 5.502 hours. The second and third prizes were $4" and
$25. respectively. Ten-dollar prizes were also awarded to all
motormen who had made an average of 10 hours a day or over
and five-dollar prizes to those making an average of nine hours
and over. Similar prizes were awarded to the conductors on the
same basis. Of the conductors the winner of the first prize had
worked 5.260 hours.
Indiana Engineering Society. — The twenty-seventh convention
of the Indiana Engineering Society was held at the Commercial
Club. Indianapolis, on January 17. 18 and 19. The program in-
cluded several papers discussing railway subjects, among which
were the following:
Engineering of Interurban Railway Construction. Robert P.
Woods, Indianapolis, Ind.
Report of Committee on Electric Railways. J. P. Moore. In-
dianapolis. Ind.
Paving Between Street Car Tracks and Rails. B. J. T. Jeup,
Indianapolis. Ind.
The Work of the State Railroad Commission. Union B. Hunt.
Advantages of Electric Inspection. F. R. Daniel, Indianap-
olis, Ind.
Electric Car Braking. Prof. H. T. Plumb, Lafayette, Ind.
Improvement of Big Island Park by the Twin City Rapid Tran-
sit Company. — The Twin City Rapid Transit Company, of Minne-
apolis, has announced elaborate plans for the improvement of Big
Island Park, on Lake Minnetonka, which it is expected will be
ready for formal opening on Decoration Day. Big Island Park
contains 65 acres, which will be converted by landscape artists
into a beautiful picnic ground and amusement resort. Besides the
usual amusement features, such as a roller coaster, merry-go-
round, etc., a large casino seating 1,500 persons will be erected,
and excellent band concerts are to be offered. A large dancing pa-
vilion, an electrically-lighted tower 200 feet high, and four kitchens
with fires maintained by the company for picnic purposes are also
included. The architecture of the buildings is to be of the Spanish
mission style. A large force of workmen is now engaged on the
improvements. Three large ferry boats, with a capacity for 1,000
passengers each, will be operated on Lake Minnetonka, with three
excursion boats and six express boats to accommodate the cot-
tage resorts on the lake.
Annual Meeting of American Forestry Association. — The
American Forestry Association held its annual meeting at Wash-
ington. D. C, on January 9. The report of the board of dir
described the progress of forestry — national, state, and private —
during the preceding year, and recorded the growth made by the
association. It was brought out that in the entire history of
the forest movement the year 1906 has been the most notable,
especially in the very rapid expansion of national forest work,
in the increased activity of states in forestry, in advantageous
forest legislation, in the strengthening of forest education, and
in the increase, both of membership and in activity, of the Ameri-
can Forestry Association. During the year the association had
again given special attention to the promotion of legislation, look-
ing to the establishment of national forest reserves in the White
Mountains and the Southern Appalachians. The promotion of
legislation for the establishment of a wood-testing laboratory in
connection with the Forest Service was also strongly recom-
mended in the report. Interesting addresses were given by Dr
Edward Everett Hale on the need of forest preservation; by J
B. Blades, of New Bern, N. C, voicing the strong desire of thi
people of his section for the Southern Appalachian Forest Reserve;
January IS
ELECTRIC RAILWAY REVIEW
51.)
by Pof. Henry S. Graves, director Of the Yale For-stry School, on
the progress of forest education; by Enos A Mill* of Colorado,
on the marked change in sentiment in favor of the forest reserves
by the people of the west upon a better acquaintance with their
purposes and administration, and by George K. Smith, secretary
of the National Lumber Manufacturers' Association, on the co-
operation in forest work by the lumber associations.
International Exposition of Safety Devices. — Space is now
being assigned for the exhibits of the first International Exposition
of Safety Devices, to be held at the American Museum of Natural
History New York City, beginning January 29. 1907. and contin-
uing two weeks. The exhibits will include safety devices for wood
and metal-working machinery; ^tamping, grinding and polishing
machines: safeguards for boilers, elevators, windlasses, cranes and
hoisting machinery: textiles and building trades: safety lamps and
explosives; quarrying and agriculture; chemical industries, safety
from Are; railway and trolley safety. It is earnestly desired that
all those wishing to exhibit safety devices in any of the above
classes should apply at once to W. H. Tolman. director. 2s7 Fourth
avenue. New York, for space. The object of this exposition is to
awaken the American public to the necessity of doing something
to lessen the causes of accidents to American life and labor by
means of a permanent Museum of Safety Devices, where all
problems of safeguarding life and limb can be studied in their
working details. There will be no charge for space.
Bill to Reoulate Street Railways in District of Columbia —
Representative William B. Madden, of Illinois, has
Introduced In Congress a hill providing that every street railroad
operating in the District of Columbia shall give free continuous
transfers good on all intersecting lines to all points within the
District; shall • ceta for a dollar good for a ride to any
point In the District, and shall run cars at least every five min-
utes between •'. a. m. and 1 a. m.. and every thirty minutes be-
between 1 a. m. and 6 a. m.. on all lines within the District. The
question of universal transfers ws d by officers of the
Capital Traction Company and the Washington Railway & Elec-
■ 'ompany at a hearing before the District Commissioners on
January' 11. Vlce-Pfesident George 11. Harries, of the latter com-
pany, said that in no city in the United States Is there a unl-
m that enables passengers to use the lines
of two distinct companies on a transfer issued by either company.
President George T. Dunlop. of the Capital Traction Company,
'he plan would open the way to great abuse of the transfer
lege and that the stockholders would suffer thereby.
Number of Cars Entering Indianapolis In 1906.— The Indianap-
mpany made its annual settlement
with the city of Indianapolis on J for the use of the
Interurban trai ks The com-
: cents for each round trip made by an lnter-
car. The rep" ■und trips
I iQt made by the various com
ion Traction ■
Monde dh udon -
it .livlslon 7.894
An
■ incinnati Traction Company —
i
:.:iog%
v406
I.us & Southern ' :i89>4
i
87.730%
■ napoll* a
1 1 trips in
was ■
'531.-
WM>.
Annual Meeting Central Electric Railway Association
will
\ list
W ii Evan .lis.
•-rram will
Construction News
FRANCHISES.
werr:'
Ing »
Annapolis, Md. — Franchises to build an electric railway in An-
napolis have been granted to the Washington Baltimore A Annap-
ilway. the Maryland Electric Railroad and the Annap-
olis Short Line, which embody the following provisions: The
pany shall be required to pay a tax of 35 cents per foot of I
ears shall be limited to 40 feet in length, run at intervals of 16
minutes and at a speed of not over 10 miles an hour, and the
road shall be in operation by July 1. 1908.
Chattanooga, Tenn.— S. W. Devine has been granted a fran-
chise for an Interurban electric road which he proposes to build
from this city to Chickamauga. Catoosa Springs. Crawfish Springs.
Lafayette. Spring Place and other points In Georgia It is stated
that he is backed by eastern capitalists and that work will he
started in the near future.
Columbia, Tenn. — Horace Rainey, of Columbia, representing a
company of Maury county capitalists, has applied for a fran-
chise for an electric railway from Columbia to Mt. Pleasant.
Darlington, Wis.- -The Dubuque-Madison Electric Raih
which will serve the lead and zinc mining districts of Wisconsin
lias applied for a franchise in this city. A. I.. Dewar. Chicago,
president; J. C Winship. Chicago, first vice-president; C. W. Tos-
tevin. secretary and treasurer; W. H. Winter, general manager;
P. II. Conley, general counsel. William C. Newberry, Winnetka,
111.. Is also interested.
Dayton. O. — The city council has granted The City Rail.'
a franchise for extensions on various streets of the city. T. E.
Howell, superintendent.
Duluth. Minn. -The Northern Traction Company has asked
for a franchise to build and operate an electric railway on certain
county highways on the Mesaba range. President R. F. B'
rlibbing, Minn, states that grading idy been start
e from Bibbing to Virginia. Minn.
Enid. Okla.— C. H. Bosler. Dayton. O.. has been granted a
franchise to build an electric railway In Enid. By the provisions
of the franchise work is to he started in 10 days and four miles
ack shall be completed In six montl ma-
terial on hand at Tulsa. I. '1'.. where Mr Bo
an electric line, it Is stated, will he shipped to Enid. A •
for J20.000 has been deposited as a guarantee that th
will be built.
Hammond, Ind. — It Is stated that the Calumet i
la about to apply to the city council for a i;
ad its line from a point Just west of Robe] to Hammond.
Kansas City. Mo. — A franchise has been granted to !!.•
n Street Railway for a line on Twenty-fourth
to
Lincoln, Neb.— Th- Hallway has 1..
chise for extending Its lines into the north
Ity.
Manitou. Colo.— Franclo (or a strc' In Manl-
tou. I to Crystal I'ark. have been granted to W
d vndi-
. ing the project The ro
BUSl he COmpIl I put 111 opei
withi: ■ life or
win utl-
m line
summit
I from the I i I Com-
Norman, Okla
Eta a ay.
North Birmingham. Ala. — T
if Twenty-ninth and
North Yakima, Wash.
Oakland, Cal. — Tl
Richmond, Cal. — \
Rochester, in
St. Charlet, III.—
96
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 3.
Fifth street viaduct, the Chicago Great Western Railway to pay
the other two-thirds.
San Diego, Cal.— The East Side Railway has applied for a
on iil Cajon avenue or University boulevard from
Thirtieth street to the east line of the city limits.
San Luis Obispo, Cal. — The board of supervisors has granted
a franchise to J. L. Beckett to construct an electric railway in
San Luis Obispo county.
Schenectady, N. Y. — A special committee of the city council
mi]. roved eight of the twelve franchise grants' applied for by
the Scherj otadj Railway last October. Several restrictions in the
r reduced fares and improvements to streets are included in
the report.
South Bend, Ind. — A franchise has been granted to the Goshen
South Bend & Chicago Railroad for a line through St. Joseph
county.
Springfield, III.— The Coal Belt Electric Railroad Company has
been granted by the state board of railroad and warehouse com-
missioners permission to construct a grade crossing with the 1111-
l v-ntral line at Herrin. 111., to be protected by interlocking
switch.
Toronto Railway. — Manager J. R. Fleming is quoted as saying
tliat the company will apply to the city council before the end of
January for permission to construct a line of railway up Bay and
Teraulay streets to College street; also for a line up York street
to University avenue, past the Parliament buildings and through
Queen's Park to Avenue road.
Tulsa. I. T. — It is stated that a franchise will soon be applied
for by Tulsa capitalists to build a line connecting this city with
the Glenn oil pool. The plan includes the use of the Midland
Valley tracks to Jenks and from there to the pool, a distance of
four miles, independent tracks are to be built. Switches for
facilitating the transportation of supplies will be built over the
pool and it is said that cars will be run every hour.
Tuscaloosa, Ala. — The Tidewater Development Company has
been granted a franchise for the construction of a passenger and
freight line in this city. The main freight line will enter the city
and pass over Third street to the intersection of Queen City ave-
nue where it will branch off in another direction. The passenger
line is to be built on Queen City avenue to Sixth, down Sixth to
Twenty-eighth avenue and up Twenty-eighth to the main line
again. One year in which to begin the work and three years for
its completion are allowed by the terms of the franchise. J. M.
Dewberry, Birmingham, Ala., is president.
INCORPORATIONS.
Canandaigua Southern Electric Railroad. — Incorporated to build
an electric road 33 1/3 miles long from Canandaigua to Atlanta.
Ontario county, N. Y. Capital, $1,000,000. Directors: E. G.
Hayes, Alexander Davidson. George W. Hamlin, Canandaigua. and
H. C. Hatch, Atlanta, N. Y.
Chicago City Railroad Company. — Incorporated at Springfield.
HI., to purchase, lease, construct, maintain and operate street
railways in Cook county. Capital stock, $100,000. Directors: Ed-
ward Morris. T. E. Mitten and J. P. Wilson. Mr. Wilson owns
$30,000 and his associates $35,000 each of the capital stock, half
of which is paid in. The license to incorporate was issued to
R. B. Hamilton. John R. Davies and Robert N. Seney.
Decatur Taylorville & Litchfield Traction Company. — Incor-
porated to build an electric line from Decatur to Litchfield; prin-
cipal office, Chicago. Capital stock. $5,000. Incorporators: Dud-
ley Taylor, Frederick W. Job. Thomas B. O'Connell, Alma L.
Dorothy and W. W. Taylor.
Duquoin Rapid Transit Company. — This company has filed
articles for an amended charter to change its name to the Duquoin
Belleville & St. Louis Electric Railway Company.
Friendship Avenue Street Railway. — Incorporated at Harris-
burg, Pa., to build 4.5 miles of street railways in Pittsburg be-
ginning at Liberty avenue and Denny street, Denny to Mifflin, to
Fortieth, to Main, to Mifflin, to Carrol, to Edmonds, to Friendship
to St. Clair, to Baum and return by the same route. This line
will be a feeder for the elevated lines which the M. J. Hosack
interests are promoting. Capital stock, $27,000. M. J. Hosack.
Roger Knox. James M. Magee, Charles K. Robinson and W. D.
McBryar are the directors.
Iowa & Northwestern Railway. — Incorporated in Iowa to con-
struct, lease, purchase, equip, maintain, operate and sell railway
lines in the United States, either steam, electric or other motive
power, but especially to construct an electric line from Waterloo,
la., to points on the Mississippi river to be determined later.
Capital stock. $100,000. Stephen B. Howard, president; Edward M.
Rice, first-president; Edward C. Luther, secretary and treasurer.
Linden Avenue Street Railway Company. — Incorporated in
Harrisburg, Pa., to build 2.5 miles of street railways in Pittsburg
from Neville and Bayard streets, out Bayard to Amberson, to
Westminster, to Pitcairn, to Fifth avenue and across to Wilkins
avenue, to Beechwood boulevard, to Linden, to Thomas, to Brad-
dock, to Susquehanna, to Pitt or Dunbar street and return by the
same route. This will be a feeder to the proposed elevated lines
of the M. J. Hosack interests, whose applications for charters
will be renewed shortly. Capital stock, $15,000. Directors. M. J.
Hosack, Roger Knox, James M. Magee, Charles K. Robinson and
W. D. McBryar.
Montgomery Fresno & Eastern Railway. — Incorporated in Cali-
fornia lo build an electric railway from Monterey to Fresno, a dis-
tance oi ii hi 140 miles. Capital stock, $15,000. Incorporators:
Alfred D. Bowen, G. W. Purcell and H. L. Sanborn, all of San
Francisco, and others.
Oklahoma Railway. — Incorporated in Oklahoma to build elec-
tric interurban railways from Shawnee to El Reno and Ft. Reno,
from Shawnee to Tecumseh, from Guthrie to Purcell, and from
Yukon southwest to Chickasha, a total of 170 miles. Capital stock,
$5,000,000. Incorporators: Frank Wells, O. R. Rittenhouse, G. G.
Barnes, J. J. Johnson, Carlos Combs, Fred S. Combs and Edward
L. Lawson, all of Oklahoma City.
St. Louis Electric Bridge Company. — Incorporated in Illinois to
build a bridge across the Mississippi river at Venice, to give the
Illinois Traction Company an entrance to St. Louis. Plans for the
bridge have been completed and it is said that application for
permission to build it will soon be made to the war department.
Capital stock. $2,500. Incorporators: W. H. Burke, G. A. Wright
and George M. Mattis, all associated with the Illinois Traction
Company.
Shannopin Street Railway. — Incorporated in Pennsylvania to
construct six miles of road in Allegheny county. Capital, $72,000.
President, S. J. Dugan. Coraopolis, Pa.
Sharon Hill & Upper Darby Railway. — Incorporated in Penn-
sylvania to build a 7-mile electric railway in Delaware county.
Capital stock, $50,000. W. A. Rigg, of Reading, president.
Shenango Street Railway. — Incorporated to build a street rail-
way system in Greenville, Pa. Capital stock. $12,000. Incorpora-
tors: Edwin Ripley, E. C. Emery, W. H. Waugh, E. A. Henry
and others, of Greenville.
Swan Creek Railway. — Incorporated in Tennessee to build an
electric railway from Mt. Pleasant through Maury and Lewis
counties, Tenn., to Weatherly, 17 miles. Capital stock, $50,000.
Incorporators: G. T. Hughes, J. W. Fry, J. A. Smizer, W. W.
Dyer and G. W. Killibrew.
Washington Railway & Power Company. — This company has
recently been incorporated under the laws of Washington. Its
principal office will, early in the summer, be established at Van-
couver, Wash., with a branch office in Portland, Ore. Valuable
franchises to construct and operate a system of electric cars in
Vancouver have been acquired, and in all probability lines will
be extended into the country during the year 1907. Vancouver
is older than the city of Portland, 12 miles distant by water,
yet this electric system will be the pioneer electric railway in
Clarke county, Washington. Walter H. Moore, president of the
Oregon Trust & Savings Bank, of Portland, is president of the
railway company; L. B. French, vice-president; Arthur Lang-
guth, Portland, secretary, and H. C. Phillips, of Vancouver, Wash.,
treasurer. The construction and equipment are to be up to date,
and work on the power plant and track building is to begin
about April 1st.
TRACK AND ROADWAY.
Addison, N. Y. — The Tuscarora Valley Traction Company has
been granted a certificate of necessity to construct a line from
Addison to Woodhull and Jasper, N. Y., 19 miles. C. A. Brewster
is interested.
Arnold City Southern Railway. — This company has been
organized by Pittsburg capitalists, believed to represent the West
Penn Railways Company, of Pittsburg, to build a line from the
present terminus of the Monessen trolley line to Connellsville,
touching Perryopolis, Star Junction, Flatwoods and Vanderbilt en
route. It is said that the company has purchased a right of way
from one end of the proposed road to the other. Edmond Englert,
Pittsburg, Pa., president.
Augusta & Aiken Electric Railway. — J. A. Wills, chief engineer,
Augusta, Ga., writes that this company, which operates a line be-
tween Augusta, Ga.. and Aiken, S. C., will build an extension,
under the name of the Augusta & Columbia Railway, from Aiken
to Columbia, S. C, 59 miles, making a total of 86 miles, via Tren-
ton. Batesburg, Leesville and Lexington. Surveys have been com-
pleted and right of way has been secured. Grading is to begin in
a few months. The overhead construction will be of the catenary
type. A 10.000-hp. water power will be developed near Lexington,
S. C, and current will be transmitted to Augusta and other points
on the line, probably at 50,000 volts. The road from Augusta to
Aiken is being straightened and relocated so that no grade will be
greater than 1% per cent, in order to enable a higher speed. It is
intended to handle both freight and passenger traffic. William T.
Van Brunt, 120 Broadway, New York, is president.
Aurora Elgin & Chicago Railway — It is reported that this
company is contemplating building an extension north from the
Carpentersville line to Nunda, Woodstock and other points in
McHenry county.
Bayou Teche Railway & Light Company. — President P. M.
Schneidau, of New Orleans, La., states that active construction
will begin at an early date, as the building materials, which have
been delayed, are expected shortly. The road is to connect New
Iberia. Franklin. Lafayette, Abbeville and St. Martinsville, La.
Surveys have been made.
Bisbee, Ariz. — The Warren Company is asking bids until Feb-
ruary 4 for the grading on about five miles of electric line between
Bisbee and Warren, Ariz. C. W. Van Dyke, manager, Bisbee.
Black Diamond Electric Railway. — John Schrader, of Chester.
W. Va., A. H. Boone, Zanesville, O., and John Bane, Parkersburg,
January 19, 1907.
ELECTRIC RAILWAY REVIEW
97
W. Va.. are reported to be back of a plan to revive this project
for electric lines in Wheeling, YV. Va., Marietta, O . and Parkers-
burg. W. Va.
Boston Elevated Railway. — This company is acquiring land
for the purpose of connecting the southerly end of the now Wash-
inel and the elevated structure in upper Washing-
1 now taken, the company intends to
I structure, carrying its tracks on an easy gradient
from the pi they will emerge from the tunnel, at surface
surface. Pine street.
intervening private land; and over the steam
id cut in which run the tracks of the Boston & Albany and
Hartford railroads, to a connection with
the pres4 nt elevated structure at the junction of Motte and
ington street.
Boston A. New York Electric Railroad. — This company, whose
- for an electric road from Boston to Providence. R. I., were
go by the Massachusetts railroad commission
complete, has filed a new set of plans show-
ing with minul oposed route from Boston to the
Li Clancy, of Bos-
ton, are u I
Brownsville Masontown A Smlthfield Street Railway. — l'luns
and pp. lib - miles of this road, which
as projected will be 13 miles long, through Masontown. West
Masontown, Lamber em, Smitluield and New Geneva.
Pa. W. J. Sheldon. McKeesport. Pa sted.
Buffalo A Lake Erie Traction Company. --Tin- work of sur\
ing tliis Ui u Buffalo and Dunkirk i- og rapidly.
The U : out n arty to Silver Creek ter portion
through private right of
Buffalo A Rochester Traction Company.— This company has
t an electric railway connect-
ing Buffalo, Batavla and R N. Y. The proposed line will
; of Buffalo and run
in an east Wende,
broke. Ba- - (ford, Le Roy, Lime Rock
ri this point It will turn north and pass through
Chill and several smaller towns to Its terminal in Gen-
From there It is stated that It will use the tracks
ny to enter the city.
Butte. Mont— - ind assoclal
build an electric railway from Butte- to Anaconda, Mont.,
Charleston A Summerville Electric Railway. — D. K. Baxter Ac
Bet, New York, winch has the entire con*
fur building this 1 irge construction gangs
ompleted grading for about five
: will soon track-laying cm the finished por-
of the gr - of construction
• r prompt delivery of en-
. anufactur-
ln delivery. This machinery
roof building of the most mod-
!■• a first-class
passu .. freight service. The road throughout will
with sidings and branch
i.l thus making direct com-
muni. nt olliclals
Is line will be ready for opera-
Cincinnati Northern Traction Company. It Is reported that
Hamilton
will build a 7.'.'i-fo
t south of Ml> V. J. J Bloal
■ ■
Chilians' Railway. This compan enttj amended
k to }1.'"
ions In I. 1906 the com-
islons
Cha
Columbus Greensburg A Richmond Traction Company. Walter
IimI . ^ i
t M Kuhl
Columbus Magnetic Springs A Northern Traction Company.
Ill he
Right ot
■ '
Connecticut Railway A Lighting Company
will be spent in improvements on the Waterbury trolley lines.
Among these are Included the double-tracking of all the lines In
Waterbury, new car barns and possibly a new -Jiting
plant for the Bulls Bridge station; also the building of I tunnel
under the Highland division of the trolley Hue to iUI on
Main strct. instead of double-tracking the surface line by wa> ol
Map Prom there a track will be laid In Tbomaston
line to connect with the present truck near the Waterville
Dalton (Pa.) Street Railway.— It is offlclallj i that
this road will be opened for traffic by March 1. The track has
In in laid the entire distance from North Scranton to Glenburn,
Pa., and the rails and tits are on the ground from Glenburn to
La Plume. The poles have been set along the entire route. The
• ar barn and power house at Dalton are almost completed.
Des Moines Wlnterset A Creston Electric Railway. B. Schrer-
bief engineer, Des Moines, la . reports that the largest part
of the right of way has been secured for this Den
Moines to Winterset and Creston. la. Financial arrangements
arc now being made and It Is the intention to begin constrti
by May 1.
Elizabethtown, Ky.-It is reported that G. J. LamptOn, of
Louisville, Ky.. is interested in a project to build an electric line
from Cecilian to Elizabethtown. 26 miles.
Ft. Wayne & Springfield Railway. — At the local elections on
January 10 the towns of Washington. Monroe, and Wabash voted
against granting subsidies for the construction of an extei
of this road from Decatur to Portland. M I. The road is now In
tion between Ft Wayne and Decatur, \v. n. Fledderjohenn,
president. Decatur, lnd.
Ft. William, Ont. — This town will soon call for bids for con-
struction and supplies for an extension of seven miles to u>
municipal street railway system, to cost about JS3.0U0. A M.
Naughton, clerk.
Geneva Waterloo Seneca Falls A Cayuga Lake Traction Com-
pany.— An official of this company states that the purpose of the
recent decision to increase the capital stock from $150,000 to J l
000 and to Issue a i s to extend the road
from Seneca Falls to Auburn. N. Y. The road now COB
a and Seneca Falls. The surveys between Seneca Falls
and Auburn were completed from three to five years ago, by
Westlnghouse, Church, Kerr & Co., and the company, with the is-
suance of the new securities will be read] to begin the extension
work without delay. One of the engine ring features will be the
construction of a bridge a mile In length, across Cayuga like a
short distance south of the present Mew fork Central bridge, w.
iy, general manager, Seneca Fails. n v
Grafton (W. Va.) Electric Railway.— Contracts i instruct-
ing a 2V4 mile extension will be let about March 1.
Grand Rapids, Mich. The W. a Cullen Construction Com-
pany, EG Hn.a.i street. New York, has been awarded a contract
for the construction of four new lines in southern Michigan, as
follows: Grand Rapids & Ionia Railway, connecting Grand Rap-
ids, Cascade, Low ell, Saranac and tonla, 83 miles; the Grand
Rapids Beiding & Greenville. 20 miles; the Ionia & Owosso Rail-
way, connecting Ionia, Lyons. Mulr, Pewamo, Fowler, Bt John
o, is miles; the 0 .\ Pontiac Railway, .'•" miles.
A surely bond of $100,000 has been Hied to assure tin- comp
of the contract, which provides that the four lines must be fully
equipped for service by November 1, 1008. E. M. Hopkins, ol
it. Ml. h . is president of the a tnd Robert B, Kline,
i '.i;. ton, O in chief.
Grand Valley Railway (Brantford, Ont.) This company, now
in operation between Brantford and Qatf, Ont., and which holds
a charter for -ion from Brantford 1" w Istock, will
a]. pl> for a line from W Isio, k to London. It la
i that th. on will be built this year, A i
intford, general mat
Great Northern Railway. James J Hill, president, Is quoted
1 1 it \ mg i tunnel. In the
iiii.uiis, to realisation! and thai two large
in the tunnel.
i'h I...!.- of the tunnel li i long and it la expei ted that
the u eliminating smoke and gases, will pel
lug run through it more frequently.
Hagerstown (Md.) Railway, it la reported ih.it ibis company
ibtalned an option on the Potomac River bridge- on the Moi
folk A w Ihepherdatown, b I In build-
Washington nty, to
■ I vntll I im battle
W ' ' I I. pp. •
1 Ml
Houghton County Street Railway I ted thai thl
rlancoc! and Lake Linden, v
Ion ol Its Wolverine line
i. w ii m.i Irath,
Illinois Traction Company. Ail.i i monthly meeting
of thi spiingiiei.i. ii inoed
work woui.i i.e .Lute, i on th. oonatruotlon of the line from
Hprlni will
nt 111.., Ill
Indiana Columbus A Eastern Traction Company
■ lolumbus, O ted thl ible
r..i
ifc
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 3.
paving the street In the spring and wishes the double track before
paving is commenced.
Jackson (Tenn.) Railway & Light Company. — This company is
extending its track across Deer river to Bemis, a distance of 3
miles, and is building another extension to Bast Jackson. 1>4 miles.
The company recently completed a 1%-mile extension to North
1 and a %-mile extension of the Harlem avenue line to Hicks-
ville. S. S. Bush, Louisville, Ky., vice-president and general
manager.
Kalamazoo Elkhart & South Bend Railroad. — The Westinghouse
Electric & Manufacturing Company Is preparing plans, specifica-
tions and estimates on contracts for the complete electrical equip-
ment and construction of the Kalamazoo Elkhart & South Bend
Railroad Company for submission to promoters and capitalists in-
terested in the enterprise. No details of the plans nor the figures
of the estimates are disclosed nor will be until contracts are ap-
proved and executed. It is stated that arrangements for financing
the road by Cleveland and New York capitalists are nearly com-
pleted. A. D. Harris. South Bend, Ind.. president.
Kalamazoo Lake Shore & Chicago Traction Company. — James
Grant secretary and manager, Kalamazoo, Mich., writes that 22
miles of track were laid last year on the proposed line from
Kalamazoo to South Haven. Mich.. 54 miles. This portion is being
operated by steam temporarily. TVs miles have been graded, from
South Haven to Packard. S. J. Dunkley. of Kalamazoo, is presi-
dent; J. T. Lockwood, of Toledo, O., is chief engineer.
Kennett, Del. — George D. Dodge is soon to begin surveys for
an electric line between Kennett and Coatesville, which will be a
connecting link in the line between Wilmington and Lancaster.
Lafayette & Hoopeston Interurban Railway. — Surveys have
been completed and right of way secured for this proposed line
from Lafayette to Hoopeston, Ind., 40 miles. I. E. Switzer, Ot-
terbein. Ind.. is president.
Lake Erie Bowling Green & Napoleon Railway. — At a recent
meeting of the stockholders plans were discussed for the extension
of this road, which now connects Bowling Green and Woodville,
O., west through Wood county and either Henry or Defiance
county. D. B. Whipple, of Bowling Green, is president.
Lake Shore Electric Railway. — President E. W. Moore. Cleve-
land, O.. has announced that the line from Fremont to Fostoria,
O., which will connect the Lake Shore and Western Ohio systems,
and considerably shorten the distance between Cleveland and Day-
ton, will be built this year.
Lancaster (O.) Traction <SL Power Company. — At the recent
annual meeting of this company, a consolidation of the Lancaster
Traction Company and the Fairfield Traction Company, plans were
considered for building a line to Buckeye Lake, 8 miles, and
also a line to Logan. The company is closely associated with the
Columbus Railway & Light Company. The following officers were
elected: President, Henry B. Peters; vice-president, Andrew Bau-
man; secretary-treasurer, Philip R. Peters, all of Lancaster, O.
Lewiston & Southeastern Electric Railway. — It is stated that as
soon as the weather will permit active work will be resumed on
the construction of this road from Lewiston to Grangeville, Idaho.
From Lewiston the road will follow the Snake river to a point
about opposite Asotin. From there it will climb to the prairie and
cross the country into Grangeville, tapping several small towns
en route. A branch line is to be run to Nez Perce. Considerable
grading and heavy cut work was done last summer and fall,
when inclement weather put a stop to operations. Since then
it is reported that the road has been completely financed. The
permanent survey of the route has been practically completed.
Judson Spofford, general manager, Lewiston, Idaho.
Louisville & Eastern Railroad. — President Percival Moore,
Louisville, Ky., has announced that the contract for the construc-
tion of the extension from Beeehwood, 8 miles east of Louisville,
to Shelbyville. Ky., 23 miles, has been let to W. L. Love, of Indi-
anapolis. The cost is estimated at $500,000 and the contract is to
be completed by October, 1907.
Louisville Railway. — It is stated that this road will extend
its West End Broadway line from Shawnee Park to Riverview, Ky.,
one-half mile, which will make a through line to the "White City."
a new pleasure resort.
Metropolitan Street Railway (Kansas City, Mo.) — This com-
pany has made a proposition to the city of Kansas City to build
a combined tunnel and viaduct connecting Kansas City, Mo., and
Kansas City, Kan., in return for an extension of its franchise,
or it will join with the city in paying for a tunnel and viaduct
of a width to accommodate wagons.
Mt. Vernon, O. — Dr. Schrontz, of Martinsburg and Ed. Dever,
of Mt. Vernon, O., report success in securing right of way for the
proposed electric line from Loudonville to Newark, via Mt. Vernon.
Nashville & Chattanooga Electric Railway. — This company is
making surveys for an electric railway line from Nashville to
Chattanooga, Tenn. C. H. Fisk, of Detroit, Mich., is at the
head of a syndicate which is backing the project.
New Orleans & Baton Rouge Railroad. — H. V. Meily, right of
way agent for this company, which proposes to build an electric
railway from New Orleans to Baton Rouge, La., states that con-
struction work will begin during the month of February, if there
is no further delay in securing the rails. Eighty-pound rails are to
be used. Edward Godschaux, of New Orleans, president.
New York Auburn & Lansing Railroad. — H. A. Clark, chief
engineer, Auburn, N. Y.. writes that 20 miles of track were laid
Inst v. ar, from Auburn to Genoa, N. Y., and that an exten-
sion from Genoa to Ithaca, 20 miles, Is in progress. The road Is
now being operated for freight service by steam, but when com-
pleted next summer will be operated by third rail.
New York City Railway— President H. H. Vreeland has an-
i :i letter to the rapid transit commission that the com-
pany has decided to do away with the horse cars now operating
in several parts of the borough of Manhattan and to substituti
the underground trolley system. Work is to be started as soon
as the frost is out of the ground.
Niagara St. Catharines & Toronto Railway. — This company,
Which last (rear extended its road to Fonthill. Ont.. has awarded
a contract to Joseph Battle, of Thorold, Ont., for extending the
line from Fonthill to Welland. five miles. Surveys are also be-
ing made for a line from St. Catharines. Ont.. to Niagara-on-the-
Lake, 12 miles. E. F. Seixas, general manager, St. Catharines.
Nagasaki, Japan. — The early construction of three electric
tramways in the northern portion of the Japanese Island of Kyu-
shu is under contemplation. The first, from Moji to Kokura, 8
miles: estimated cost $350,000; the second, from Moji to Yawata
12 miles; cost $500,000; the third, one of 23 mill a the
important towns of Fukuoka and Kokura; estimated cost $1,250.-
000 gold.
Norfolk & Portsmouth Traction Company. — The directors have
approved the plans of General Manager Hathaway for extensive
track improvements on terminal facilities at the Jamestown expo-
sition grounds. The changes, however, are subject to the appi
of the exposition authorities.
Northern Electric Company. — This company, which is building
a system of electric roads in Central California, has commenced
grading operations at Meridian, on the Marysville-Colusa division
This line will connect at Colusa with another running north to
Hamilton City and Red Bluff. Grading has also been started on
the Chico-Red Bluff division. A. D. Schindler. general manager.
Chico, Cal.
Oklahoma City Railway. — Vice-president J. W. Shartel has
announced that during the year 5 miles of extensions to the city
lines will be built and a large part of the system will be double-
tracked. During 1906 the mileage has been increased from 16.1
to 22.5 miles, with 10.5 miles under construction. It is planned
to build a line about 10 miles long toward Shawnee.
Omaha & Council Bluffs Street Railway Company. — It is an-
nounced that this company contemplates an extension to its
present line by which Omaha and Plattsmouth, Neb., will be
connected. The line will be 25 miles long. 15 miles of which
are already built to Ft. Crook. A bridge over the Piatt river
will be a feature of the new line.
Omaha & Nebraska Central Railway. — The Westinghouse Elec-
trical & Manufacturing Company is preparing plans and estimates
for the complete electrical construction and equipment of this pro-
posed line from Omaha to Hastings, Xeb. J. C. Kinsler, of Omaha,
is one of the promoters.
Pittsburg McKeesport & Greensburg Electric Railway. — We are
advised by P. A. Meyer, chief engineer, Greensburg, Pa., that this
company will build an extension from Hunker to Scottsdale, Pa..
10% miles.
Portland & Brunswick Street Railway. — Superintendent A. F.
Gerald, of Fairfield, Me., has announced that this company will
soon commence building an extension from Lisbon Falls via Dur-
ham to Freeport. Me.
Portsmouth (O.) Street Railroad & Light Company. — This
company has about completed laying steel for a 4%-mile loop ex-
tension to its lines. Seventy-pound 7-inch rails are being laid.
Povidence & Burrillville Street Railway. — It is stated that the
New York New Haven & Hartford Railroad, which recently ac-
quired this property, will expend about $75,000 in completing the
double -tracking between Providence and Woonsocket. R. I. Wil-
lard Kent, chief engineer, Woonsocket.
Presidio & Ferries Failroad. — President George A. Newhall. of
San Francisco, Cal., has announced that the portion of the road
between Steiner and Polk streets, San Francisco, would be in
operation inside of two weeks, and that the road would be in
operation from Polk street to the ferry in three months.
Ridgway & St. Mary's Street Railway. — W. H. Teas, secretary.
St. Mary's. Pa., writes that grading is to begin in April on this
proposed road from Ridgway to St. Mary's, Pa.. 17 miles, via
Centt iville and Dagus Mines Gas-engine motor cars are to be
used. W. T. Hoblitzell, president. Meyersdale. Pa.; J. J. Hoblit-
zell, Jr., chief engineer, Meyersdale, Pa.
Selinsgrove & Freeburg Electric Railway. — Secretary George W.
Wagenseller, Middleburg, Pa., writes that this road will extend
from Selinsgrove to Freeburg, Pa., 5 miles, via Kantz. E. M.
Leader. Shamokin. Pa., president.
South Dakota Central Railway. — Surveys will be commenced
at once for this proposed line from Rutland, N. D.. to Brookings.
S. D. W. J. Wagner, of Sioux Falls, S. D., is chief engineer.
Southwestern Traction Company. — This company has let a
contract to the Canadian Westinghouse Company for replac-
ing the present Ganz three-phase alternating-current system by
the direct-current system. The road connects London and St.
Thomas, Ont., and is extending to Port Stanley. S. Walter Mower.
London, Ont., general manager.
Springfield & Southeastern Traction Company. — A contract for
January 19, 1907.
ELECTRIC RAILWAY REVIEW
99
the construction of this line from Springfield to Pana, 111 . has been
let to the New Orleans Construction Company, of which J. J
Finn, of Decatur, 111., is president.
Spokane <£. Inland Railway. — The contract for the extension
of this line from Palouse. Wash., to Moscow. Idaho, has been
awarded to Grant. Smith & Co.. of Spokane. Wash., who also
had the contract for the work between Spokane and Palouse.
Thermopolls &. Hot Springs Street Car Company.— Tin
pany. it Is reported, has been organized in Thcrmopolis. Wyo
with 150.000 capital stock and has secured a franchise for a Bl
railway line In Thermopolls and to the hot springs near the city.
Toledo & Indiana Railway. — This company has completed ar-
rangements for the extension of Its line westward from Bryan,
O . to Waterloo. Ind.. where It will connect with the Toledo &
Chicago Interurban Railway running to Fort Wayne and Ken-
dallville. E. E. Darrow. general manager. Toledo. O.
United Railways & Electric Company. — This company is mak-
ing surveys for a new line on the York road from Towson to
Cockeysville. Md , via Lutherville.
Union Traction Company of Kansas.— D. H. Slggins. president.
Independence. Kan . announces that work is to begin In April on
the line from Independence to Cherry-vale and Parsons, and that
the line from Coffeyvllle to Independence, which is now nearlng
completion, should be in operation by May 1. A city line is also
to be built In Coffeyvill<\ The power house at Independence is
nearing completion.
United Traction Company.— General Manager E. S Fassett. of
Albany. X Y has announced that this company will build a line
from Troy to Rennselaer. N. Y., connecting with the present sys-
tems In those two cities, and establish a belt line between Troy
and Albany.
West Penn Railways Company. — This company will build an
extension from Footedale to Brownsville. Pa.. 9H miles.
John Duggan. of New Haven, has the contract for the first 3 miles
from Footedale to Orient. The line from Leckrone to Masontown
will be computed by February 1. It Is stated. F. H. Gleason. of
McKeesport, Pa. .receiver for the Bessemer Contracting & Ballast
ny, which had the contract, is finishing the work.
Winona Interurban Railway. — It Is reported that this company
will begin the Immediate construction of Its proposed line from
Warsaw to Valparaiso. Ind. S. C. Dickey, general manager, Wi-
nona Lake. Ind.
Woodbury & Waterbury Street Railway. — This company has
awar-1 infract to trolley line from the W
bury town boundary through afiddlebury to Woodbury. Conn. The
contractor^ will w..rk as possible 'luring tin
winter, and In the spring a large force will be employed to push
the ' .n. At the Waterbury end the line will
t with the Cor Hallway & Lighting Company.
York County Traction Company. — This company has
f"r its line from York to Hanover. Pa., 20 miles,
and has flled a plan with the secretary of state showing the ro
Pavld Young. Jr.. general manager. York. Pa.
Personal Mention
POWER HOUSES AND SUBSTATIONS.
Denver City Tramway. — This company has contracted with the
Allls-' Company for a 4.000-hp. steam turbine to be In-
street pow f about $75,000.
According to U i the turbi •! In
The new turbine will add 35 per cent to the
if the company, nnd Is required for the
extension mce under
t Mav. John A. Beoler
Jackson (Tenn.) Railway & Light Company. — This company
IS the city
.ting units are to i-
■ and
B S. Bush.
'
Omaha A. Council Bluffs Street Railway.— Tills company will
b»gtn work this spring on I
■
i. to supply tli' '
line ifll <: Of. W ■
Utah Light A Railway Company
work Will
■
■
Voungttown*8haron Rail
Mr. D. L. Prendergast has been appointed acting secret
the Boston Elevated Railway, in place of Mr. John T. Burnett.
resigned.
Mr Frank L. Casey has been appointed assistant superinten-
dent of the traffic department of the Elmlra Water Light & Rail-
road Company, of Elmlra. N. Y.. to succeed Mr. Edwin S. B.
resigned.
Mr. E. S. Pattee, secretary and auditor of the Twin City
Sapid Transit Company, of Minneapolis. Minn., has been appointed
secretary and comptroller of the company. Mr. D. J. Shouse.
heretofore assistant auditor, has been appointed auditor.
Mr. M. E. Kaper has been appointed division passenger and
freight agent of the Indianapolis & Eastern Railway and the
lapolls .V Martinsville Rapid Transit Company, with head-
quarters at Greenfield. Ind.. succeeding Mr. J. F. Fletcher, re-
signed.
Mr Parley L. Williams has been appointed general counsel of
the Utah Light & Railway Company, of Salt Lake City. Utah, suc-
ceding Judge Le Grand Young, resigned. Mr. E. M. Bagley lias
pp. lint.. 1 claims attorney.
Mr. W. H. Owens, heretofore superintendent of the Madison
County Light & Power Company, has been appointed assistant
general superintendent of the Decatur Railway & Light Company,
a part of the Illinois Traction System, with headquarters at De-
catur. 111.
Mr. W G. Jayne, for the past three and a half years super
intendent of the Columbus Urbana & Western Traction Company,
has resigned to take a similar position with the Schoepf syndi-
cate at Dayton. O.. effective on January 1T>. Mr. Jayne's Bin
sor has not yet been appointed.
Mr. C. S. Bidwell. for the past three years purchasing
for the Indiana Columbus & Eastern Traction Company, with
marters at Columbus, O, has been appointed chief clerk
t.. Mr. J. L. Adams, general manager of the western division of
the system, with headquarters at Dayton, effective on February
I. In future all purchases will be made from the Cincinnati offli
purchasing department at Columbus will be abolished.
Charles A. Floyd, sin neral passengei and freight
i ..f the Qrand Rapids Holland & Chicago Hallway, with ..til.-.
Rapids. Mich., has been appoint..! manager "f the
Michigan State Pair Association, and will devote ■< third of his
time to his new position, with headquarters al Detroit, retaining
on witii the railway. Mi Floyd has been connected
with the Grand Rapids Holland & Chlcagi ' years, having
entered its service as a bookkeeper.
Financial News
ailway A Light Company
I
Bennington & North Adams Street Railway —This company
which Is owned by the Consolidated Railway, of New I
... and which is constructing an electric railway from North
ms. Mass.. to Bennington. Vt.. has acquired by exchange ..I
nington & Hoosleh Valley Railway, which connects
, and Hooalck Falls. N. Y.. and has franchises for sev
Including one to Troy. The Bennington A North
iiipany Is capitalized at J650.0O0. The Officers ..f thi
President, Charles S. Uellen, of New Haven: vice
dent, Calvert To* nli \ . Nem B O. M Barber,
ston.
Broad Street Rapid Transit Railway— The court of common
in Philadelphia has do 'i Street I
mpany, which a inder the
Of a surface i.itlw.iv
I right conferred by I be " I 01
. ML Ill Ml
i he deti m i ourt hold
for the unprovemi nl ! which dli
■ I ..f all railway ti I fort idi i he ■ Itj from an]
In the future gram
i i. full form and affect,
i by Implication or othw ■•
Central California Traction Company. An agreement ha
motera of the '
1 ' ■•• ' !■ ' I I I'' I'M. t
mpany win
former's tracks from Brighton to Bacramento
on company in thai i Ity, whli h
wm betwi • ii -i and U
•I Will follow the hanks of tie \im
i it win connect with the
Stockton through 1 •'•II
llllburn. ..f St. ..'lit. .n. fill . Ih gen-
Clnclnnatl Newport A Covington Light A Traction Company.
dlvldi ii. I of It
Oenvar City Tramway Company. ih_ Of
jhl by the dlstrlol
100
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 3
to test the legality of the franchises voted to the company last
May. has been decided In favor of the company.
Denver Southeastern Railway. — This company, which proposes
tn huild an electric railway connecting Denver, Englewood, Little-
ton and Ft. Logan, Colo., has elected the following officers: Presi-
dent. George I. Cole; vice-president. C. H. Chase; secretary. I. C.
Coekey; treasurer, S. B. Thomas; all of Denver, Colo.
Des Moines Wlnterset & Creston Electric Railway. — At the re-
cent annual meeting the officers were re-elected as follows; W, l>.
Skinner, president, Dos Moines; J. H. Mack, vice-president. Macks-
burg; W. B. Steere. vice-president, Des Moines; S. D. Alexander,
treasurer, Wlnterset; Milo Ward, secretary. Des Moines: A. E.
Park, general manager. Des Moines. The company has secured
about half of the right of way for Its proposed line from Des
Moines to Wlnterset. via Creston and Macksburg. la., 60 miles.
and surveys have been made. B. Schreiner, of Des Moines, is
chief engineer.
East Reading Passenger Railway. — At the recent annual elec-
tion of this company, which is controlled by the United Traction
Company, of Reading, Pa., the following directors were chosen
for the ensuing year: A. J. Brumbach, Jonathan G. Leinbach,
William R. Mcllvain. George W. Bard, J. A. Strohecker, Frank
P. Esterly and Wm. Mcllvain. The board elected the following
officers: President. A. J. Brumbach; vice-president. J. G. Lein-
bach; secretary, William Mcllvain; treasurer. A. Raymond Bard.
Frederick & Mlddletown Railroad. — At the annual meeting on
January 8. the following officers were elected: President. James
E. Ingram. Jr.. of Baltimore, Md. ; vice-president. Emory L.
Coblentz, of Middletown, Md.; secretary, Edgar W. Hartlove. of
Baltimore; treasurer, Thomas H. Haller. of Frederick.
Gallon Mt. Gilead & Delaware Electric Railway — This company
which proposes to build an electric line connecting the towns
named, has organized by electing the following officers: President,
S P. Gage. Mt. Gilead, O. ; first vice-president. John A. Shumaker.
Delaware, O.; second vice-president, W. P. Vaughn, Cardington.
O. : secretary, O. A. White. Mt. Gilead.
Hagerstown (Md.) Electric Railway.. — It is stated that a meet-
ing of the stockholders will be called at an early date to authorize
an increase in the capital stock from $200,000 to $1,000,000 for the
purpose of securing funds for proposed extensions.
Hartford & Springfield Street Railway. — This company has ap-
plied to the secretary of state of Massachusetts for an amended
charter authorizing It to exercise all the rights and franchises of
the East Windsor Street Railway, the Somers & Enfield Electric
Railway, the Windsor Locks Traction Company and the Rockville
Broad Brook & East Windsor Street Railway, to build a railway in
Somers and Stafford. Conn., and to increase its capital stock.
W. A. Tucker, Boston, Mass., is president.
Houston-Galveston Traction Company. — A bill has been intro-
duced in the Texas legislature wrhich carries a clause to enable
the Stone & Webster Engineering Corporation, of Boston. Mass..
to build its proposed line from Galveston to Houston. Tex. It
Is considered that such an enabling act is necessary because it
Is proposed to cross from Galveston to the mainland over a cause-
way to be constructed. Surveys have been made for the road and
the project has been financed on condition the enabling act is
passed.
Interborough- Metropolitan Company. — The stockholders held
the annual meeting at New York on January 15 and re-elected the
following seven directors, whose terms of office had expired:
August Belmont. Andrew Freedman, Cornelius Vanderbilt. Paul
D. Cravath. Edward J. Berwind. P. A. B. Widener and Walter
G. Oakman. The board Is composed of twenty-one members,
divided into three classes seven of whom are elected each year.
Kansas City & Bonner Springs Railway. — It is reported that
Samuel Brown, of Philadelphia, has purchased the rights and
property of this company, which has the right of way and has done
some construction work between Kansas City, Mo., and Bonner
Springs. Kan., for $200,000. John W. McDaniel, president. Bon-
ner Springs, Kan.
Kansas-Oklahoma Interurban Railway. — This company, which
proposes to build an electric railway connecting Winfield, Arkansas
<~"ity. Geuda Springs, Ark., and the Chilocco Indian School, has or-
ganized by electing the following directors: W. C. Robinson, W. H.
Somermier, of Winfield; C. A. Scruton, S. P. Gould. L. H. P. North-
rup, A. J. Hunt and C. L. Brown, of Arkansas City. The directors
elected the following officers: W. C. Robinson, president; L. H. P.
Northrup, vice-president and general manager; C. A. Scruton, secre-
tary and treasurer; S. P. Gould, auditor.
Lake Shore Electric Railway. — At the annual meeting in Cleve-
land on January 15 the directors were all re-elected. The direc-
tors then re-elected the following officers: President, Edward
W. Moore; vice-presidents. W. H. Price and J. Cooke; secretary
and treasurer, F. W. Coen, all of Cleveland. In President Moore's
annual report it was shown that the double-tracking of the line
between Cleveland and Lorain has been completed. There was
also built during the year an extension to the Beech Park power-
house, while a substation was installed with good results at
Dover Bay. In addition the company has done a good deal of
work along the line and in rebuilding the tracks in Sandusky.
In the matter of new equipment the company purchased and put
in operation ten new cars, which are showing good results in the
way of increased earnings. During the year. also, the construc-
tion of the line between Sandusky and Fremont was started, and
so much progress has been made that the line will be completed
and in operation by the first or middle of May. As far as im-
provements for the current year are concerned the company has
under contemplation an Increase In power house facilities at Fre-
mont. The company also has under order 12 new cars that will
be delivered early this spring. The flnarn i.il statement for the
year compares as follows:
1906. 1905.
Gross receipts $866.1' 268.47
Operating and taxes 476.-" 428.588.23
Net earnings 390,712.31 'SO. 24
Interest charges 254,198.37 244>
Net surplus 136.51::'.: 114,831
Milwaukee Electric Railway & Light Company.— The annual
meeting will be held In Milwaukee on January 21. Arrange-
ments will be made to provide additional capital for the extension
of the lines within the city; for the construction of new power
generating stations or adding to the capacity of the present on s;
for the construction of car houses and machine shops, and for
other purposes necessary to meet the increasing demands which
are being made upon the company. It Is proposed not only to pro-
vide for the immediate wants of the company hut to make pro-
vision for future requirements. It is also proposed to refund the
extension mortgage bonds by a new issue of common stock. The
meeting of the subsidiary company, the Milwaukee Light. Heat
& Traction Company, will be held at the same time and it is
proposed to issue additional stock to provide for several extensions.
John I. Beggs, of Milwaukee, is president of both companies.
Newport & Alexandria Traction Company. — At the annual
meeting of '.Ms company held in Alexandria on January 7. the
following officers were elected: A. S. Berry, president; Andrew
Turner, vice-president; Joseph Wright, treasurer; W. H. Wagoner.
secretary. The directors are, Henry Fahrenholtz, Frank Thatcher.
John Todd and M Kintsler. The route for this proposed line has
been surveyed and it is stated will be built in the near future.
Newton & Northwestern Railroad. — The minority stockhold-
ers of this company has applied for an injunction restraining the
majority from leasing 44 miles of the road to the Ft. Dodge Des
Moines & Southern Electric Railway, claiming that the leased
part of the road would destroy the value of the remainder. The
Ft. Dodge Des Moines & Southern, which is composed of many
of the same stockholders as the Newton & Northwestern, is pre-
paring to electrify the latter road and use it as part of an elec-
tric railway system from Ft. Dodge to Des Moines.
Northern Ohio Traction & Light Company. — The city of Akron.
O.. has brought suit against this company to recover $27,732. half
of the city's share of the cost of the Mill street viaduct. The
city paid for half of the viaduct and the other half was paid by
steam railroads. The city now seeks to compel the traction com-
pany, which uses the viaduct, to pay half of its share, as pro-
vided by an ordinance of April 4. 1904.
Omaha & Council Bluffs Street Railway. — The annual meet-
ing of the stockholders and directors was held on January 14 and
the officers and directors were all re-elected. The officers are:
President. Guy C. Barton; vice-president. G. W. Wattles; second
vice-president. M. S. Hopkins; treasurer. W. A. Smith; secretary.
R. A. Leussler.
Paris Traction Company. — This company, which is building a
line 3*4 miles long in Paris. 111., has certified to an increase of
capital stock from $5,000 to $50,00.
United Traction Company. — The board of railroad commission
ers of New York state has granted the application of the United
Traction Company, of Albany. N. Y.. for permission to increase
its capital stock from $5,000,000 to $13,500,000. The new Issue
will be used to take up the outstanding securities of the Hudson
Valley Railway, which are owned by the United Traction Com-
pany-. Steps toward the consolidation of the two companies were
taken at a meeting of the United company several weeks ago, and
the merger was made effective about two weeks ago when General
Manager E. S. Fassett. of the United Traction Company, had his
jurisdiction extended over the Hudson Valley company. The Hud-
son Valley company was formed in 1901. and operates in the ter-
ritory from Troy to Saratoga and north to Caldwell and Warrens-
linrg. on Lake George. The capital stock is $3,000,000. and the
original bond issue amounted to $4,000,000. There has since been
a debenture issue to meet the requirements of the company.
Urbana Bellefontaine & Northern Railway. — The court has con-
firmed the report of the receivers, J. G. Schmidlapp and Mvron H.
Wilson, and the receivership has been closed. The road is one
of the old Appleyard lines, and was purchased last spring by the
Schoepf syndicate.
Utah Light & Railway Company. — The executive committee
has decided to call in on August 1 an issue of $500,000 6 per cent
second mortgage bonds, issued in February, 1901.
Western New York & Pennsylvania Traction Company. — The
New York railroad commission has granted this company permis-
sion to issue a first refunding mortgage for $5,000,000, only half
that amount of bonds, however, to be issued under this consent
Worcester Consolidated Street Railway. — At the recent meeting
of the directors President Francis H. Dewey and the other officers
were re-elected.
York (Pa.) Street Railway. — This company has purchased the
property, charters and franchises of the Colonial Street Railway,
the Penn Park Street Railway, the York Intramural Street Rail-
way, the York Railway & Electric Company, the York & Hanover
Western Railway and the York & Susquehanna Railway, all of
York, Pa. The company has applied to the city council for the
right to build these lines, with several changes in routes and
other changes made necessary by the new arrangement, agreeing
to pay the city 3 per cent of the gross earnings. These extensions
include various loop lines in the city and lines to the suburbs.
January 19. 1907.
ELECTRIC RAILWAY REVIEW
101
Manufactures and Supplies
ROLLING STOCK.
Citizens Railway, Lincoln. Neb., is reported about to order 6
additional cars.
Gray's Harbor Electric Company, Aberdeen. Wash has or-
dered one car of the J G. Brill Company.
United Railways & Electric Company. Baltimore. Md . has or-
■ m the John Stephenson Company,
Newport News 4 Old Point Railway & Electric Company,
Newport, K I. is asking prices on new equipment for eight
Vallejo Benicla A. Napa Valley Railway, Napa. Cal.. is report. 1
to have ordered S new oars from the Nilea Ca lufacturing
Company.
Norfolk & Portsmouth Traction Company, Norfolk. Va.. has
an order on file with the J. G. Brill Company for 41 motor and 2S
trailer cars.
Spokane Traction Company, Spokane. Wash., Is reported to
placed an order for ten new cars of the Detroit typo for de
in March.
Lima & Toledo Traction Company, Lima. O.. has ordered five
eg. r cars from the Cincinnati Car Company for delivery
early In the summer.
Terre Haute Traction &. Light Company. Terra Haute. Ind..
has ordered 16 new trucks from the Baldwin Locomotive Works
for use under new cars.
Oakland Traction Consolidated, Oakland. Cal., it is reported to
he building 2a new 50-foot cars and will soon conn irk on
2" new 55-foot steel frame cars
Savannah Electric Company, Savannah. Ga.. will order 12 i
cars. Prices are being asked on equipment for 10 motor and 4
trailer cars and the company expects to order 50 new equipments
in the near future.
Memphis Street Railway Company, Memphis. Tenn., will place
an order during this month for 25 double-truck full-vestibule cars
a length. No details of the specifications for the
cars I; anoui 1
Jackson Railway &. Llqht Company. Jackson, Tenn , is 6001
• ■ from the Ameri, Company Blx 20
vertible single truek can t" he mounted on Brill 21-19 trucks ami
equipped with Westlnghouse 28-A motors, two to each
Consolidated Car Compaq i and Ohmer registers. The
company is also rebuilding In Its own shops 6 old cars
Nashville Railway & Light Company, Nashville. Tenn. will
double-truck cars in the spring d for which
"W In the hands of the engineers of the company, This con
averting eight 42-foot trailers into motor cars al
new shops of the company. Three of the cars have alr<
■onverted and work on the other three will be commeni
■ rly date.
SHOPS AND BUILDINGS.
Illinois Traction Company. — The present power house of the
■nut and Walnut streel Peoria, is
■ station and freight house
for thi omragton A Champaign Railway division, and
r will be taken from the new powi now being
Interborough-Metropolltan Company. This company h
authority Two linn
New York and also levi
•■>■ has ah
Rhode Island Company. It Is stated >'
b ; . i feel
1 1 I A f-7 I'ruvbli re e, i: I
Utah Light & Railway Company. This company nai pun
n'd sixth
A BlXth ate!
hops tn ae< omi i il
I 'hi I ind ChOSI ii I" •'• nl I ill) lOI 0 tl ■! ami
TRADE NOTES.
Sinker Car Works, Limited Hallfl
'
Central Steel Castlngt Company,
I I'. Ill: I
I
Bu'.hananFotter Company, I
Hull. tier
and South lVnn Square. The company make i special brand ol
rooting known as the "Congo" which is readily applied to all
s of buildings.
Central Inspection Bureau, 17 State street, New fork, lias re
celved an order from the American Railways Company, Philadel-
phia, for the inspection of ten double-truck cars to he built In
the Jewett Car Conn
Buffalo Forge Company. Buffalo, N. V .. reports s long lisl
products, Including mechanical draft appa
ratus, heating equips trlfugal pumps, air pumps, Jei ■ ■■
■ ii users and pressure pumps.
Dossert & Company, 242 244 West Forty-first street, New Ymk
manufacturers of Dosserl eolderless connectors and terminal
wires and cables, has an exhibit al the electrical trades ex-
position in Chicago, its booth is located In section v. spaa
Allis-Chalmers Company, Milwaukee, lias
from the Seamless Tube Company ol Imerica for four
power Alii rs compound wound, non-reversible dlrecl
current motors for use in the manufacturing plant of this coin,
situated at Honessen, Pa.
Elroy N. Heath, the New England manager for ll B Smith
Machine Company, has established In thi Olivet building, Boston
a machinery exchange, occupying about third ol i street
floor. The Ides of this exchange is to bring together concerns In
mechanical lines In one home.
Fitzgerald Air Brake Company, of Chicago, lias removed Its
offices from the Etallwa) Exchange building t" 1821 Pirsl National
Hank building. The new quarters ' 03 thi company will
give It conslderabli more space and s very deslrabli location from
which to carry on Its business.
Electric Fountain Company of America. Philadelphia, P« re
cently made a shipment of Its portable fountains to Valparaiso,
Chili. This company makes electric fountains suitable toi elec
trie railway parks, main of which Including Willow Grove Park
• .f the Philadelphia Rapid TVan II Company, u.,\ in supplied
during the past few years. Thi electrli Fountain al Willow Grove
Park is apparently as popular an attraction todaj as it was when
lirst installed several years ago.
Mldvale Steel Company, of Philadelphia, has ordered I
Allis-Chalmers i ■ duty cross compound engine
with cylinders 30 and 16 bj 18 Inches, for direct connection to an
electrie generator, to he installed In its plant al Nicetown Pa
unit v. ill bs -iii. i ' 'during It
dinar] operation, thi required to be very strongly built
i |ne is to be opei ati d nor condensing and the not mal
nil w ill be 1,000 kw.
Henry R. Towne. presld I the ifali 8 Towni Manufactui
Ing c pan] ol Stamford Conn., al a meeting of its b rln
nl--- and foremen held r mtly, made an annoi iment of an
Increase of wages and piece rates of its ". mpioyes i hi com
panj proposes by this change to distribute annually $120,000 addl
tional I- 11 employe believing that Its liberal policy In
1 will result in Inci ea ed 1 Bi leni 1 and
iy. This action is entirely voluntai
the pa 1 1 ol tht oompany.
Beaudry &. Co., manul of Champion powet
Duplex forging 1 ' n Incorporated under thi
1 mi la? ol M tt rhi grow 1 h ot the 1 hi
past few y< I nd permits ' itto Al
who h'- been In charge of the sales depart to
memb an Mi Ibrahamsen will ha> e the tKli
vioe-presldent and g< is lagei still continuing In chat
Tl 1 "ii tl ipan] 1 in tie 1 lUver building M lit
in. 1 Olivet 1 1 1 1 1
urer.
Electric Storage Battery Company, of Philadelphia, m
1 in, 1 ..ii irid 11 ' umulator, has In I led rout ■■■ 1 eight
in, a, bat let racted for by t ' lent > al S
Hudson Rivet Railroad Companj 1 nectlon wltlt Ihi
electt lie atlon of the New v. . 1 PI now In
1 ion an 1 1 it Bronx Park, Kin
M.,11 Haven and Fiftieth street The eight batteiiei will
a total 1 ipai ll bp 1 ln« of thi two 1
tailed at
Port Mot
Randall Tram-Rail Company, 1 ived It
,m u.iii 1 in., ireet to tnd Frank
f,.,t tnej will ocoupj the wholi
building. The c idded new machlnei the
nd up to ii'ii 11 << thi
win 1 nufai inn
-i.i i\ conduct) ■! R T
1. nl has now b sn madt 1 dl tlnol •
Mbi 11 \\ 11 known In thi llni
Chicago Pneumatic Tool Company. In
bing "'I line ot 1 !hli ago m. mi 1
ttentlon to roi fai toi In the pi
mill. te the Ha
drill wan Introduced it
Him < thai time it i" admitted that
,n Important fai lot In thi It <lu I
ink' tl" In
102
ELECTRIC RAILWAY REVIEW
vol. xvn, No. 3.
and other minerals which have to he mined, and of quarrying rock
needed for a multitude of purposes appertaining to manufacture
and transportation.
Qulncy Manchester Sargent Company, Chicago and New York,
has appointed Howard m. Poet advertising manager of the corn-
Mr. PobI originally fitted himself for a telephone engineer
and for three years held a position as switchboard Installer for
the Western Electric Company. Later he accepted a position as
telephone engineer of the Kellogg Switchboard & Supply Com-
pany, and during a period of five years took out several tele-
patents. His thorough knowledge of the telephone busi-
led the company to offer him the position of advertising
manager, which he accepted and handled very successfully.
Pittsburgh Steel Company, as announced from Monessen, Pa.,
will build a S7.nnn.nnn addition to its plant at that point to include
two blast furnaces, a blooming mill and open hearth furnaces. In
the past few months the steel company has purchased a tract of
land from the Monessen Foundry & Machine Company and consid-
erable land on which the village of Wireton stands from the Stand-
ard Land Improvement Company, giving It a total river frontage
of from one to one and a half miles. The new furnaces will be
erected between the Pittsburg & Lake Erie Railroad and the
Monongahela river, taking up a large amount of river frontage.
ADVERTISING LITERATURE.
General Flreproofing Company, Youngstown, O. — This com-
pany is mailing samples of "Trussit" metal for reinforcing pur-
poses.
Buffalo Forge Company, Buffalo, N. Y. — Catalogue No. 77 in-
troduces, in addition to the regular line of tools which has been
upon the market under the name of the Buffalo Forge Company
for several years, a number of entirely new machines, as well as
changes and improvements in older designs. Among the new
which Is manufactured for a great varlet] "f industrial purposes.
The company slates that these motors are being installed to ope-
rate machinery for which motor drive has heretofore been con-
sidered either undesirable or impracticable and believes, there-
tha.1 this bulletin will be of particular interest to the owners
of plants of various kinds throughout the country.
MOTORS FOR ROLLING MILLS.
The direct-current electric motor herewith Illustrated Is being
Introduced by the Crocker-Wheeler Company, Ampere. N. J., to
meet the demands of rolling-mill service which requires a com-
pletely enclosed motor for Intermittent but heavy work. It is
known as the "W" motor and Is built for 25, 50, 75 and 100 horse-
power.
The parts are very heavy, corresponding approximately to the
parts of ordinary motors of about twice the rated capacity. In-
closing has been carried to the extent that the ends of the bear-
ings are sealed so that dust cannot enter. The motors will
operate in either direction under ordinary overloads without spark-
ing. The field frame is of steel and is divided horizontally so
that the upper half can be readily removed. The shafts are of
forged steel and much larger than for other types of motors for
a similar output, and as the commutator is keyed to a sleeve
extension of the flange forming one end of the armature core
it can be readily removed without disconnecting the windings
The air gap is made large to minimize the trouble due to wear
of bearings and displacement of the armature. The bearings are
of heavy cast iron cylinders split horizontally and lined with bab-
bit. They are of the ring-oiling type and have diagonal grooves
for distributing the oil over the area of the bearings. Asbestos
Is used liberally In the windings in the place of vegetable sub-
stances on account of the heat of the atmosphere in which they
are expected to work.
We are informed that these motors are in use by the follow-
Motor for Rolling Mills.
machines are two ball-bearing forges, a hand blower with high-
speed gear running underneath the surface of an oil bath and a
direct-drive blower.
American Carbon & Battery Company, East St. Louis, III. —
This company has issued a new list of prices of stationary .motor
and generator carbon brushes, effective January 1. 1907. The cata-
logue lists and shows illustrations of a new form of motor brush
which it has made to meet the special requirements of street rail-
way use and a new form of pig tail, with which connection it is
stated, it is possible to save from 10 to 20 per cent on pig tails
used on small machines.
Atlas Engine Works, Indianapolis, Ind. — General bulletin No.
134 briefly lists, with illustrations and specifications, the complete
line of this company, which, it is believed, is the largest exclusive
builder of steam engines and boilers in the world. The company
manufactures a very complete line of engines and boilers of vari-
ous types and maintains branch offices and warehouses in all
parts of the United States in order to be able to promptly fill
rush orders for equipment of the sort manufactured by it.
Cincinnati Rubber Manufacturing Company, Cincinnati, O. —
The Cincinnati Rubber Manufacturing Company was incorporated
under the laws of the state of Ohio to purchase the extensive
rubber business formerly owned by the Whitman & Barnes Man-
ufacturing Company, of Akron, O., and retains the same manage-
ment, superintendent, foremen and other employes, with such ad-
ditions as have been made necessary by increased business. The
lines of manufacture of the company include belting of all kinds
and for all purposes, hose for all classes of service, packings and
other rubber specialties which are described in a substantial 100-
page catalogue containing various useful formulae.
Allis-Chalmers Company, Milwaukee, Wis. — This company is
about to distribute a revised edition of Bulletin No. 1045. which is
descriptive of Allis-Chalmers rotary converters. The publication
includes 16 pages with numerous illustrations and describes the
characteristic features of converters of various capacities. Bul-
letin No. 1040 describes the line of polyphase induction motors.
Ing companies: Bethlehem Steel. Carnegie Steel. Illinois Steel.
Lorain Steel, National Tube. Pennsylvania Steel. Shelby Steel
Tube and Youngstown Sheet & Tube.
Exhibit of the H. W. Johns-Manvllle Company at Chicago's Second
Annual Electrical Show.
At the second annual electrical show in progress at the Chi-
cago Coliseum, the H. W. Johns-Manville Company, whose head-
quarters are in New York, has an extensive exhibit. Among its
numerous electrical specialties a line of Victor direct-reading in-
struments is shown. These include Victor direct-current volt and
ammeters. Victor oombination meters of both the switchboard and
portable types, as well as a special Victor combination meter for
automobile use.
The manufacturer states that the Victor combination meter
is the only direct-reading electrical instrument of its kind on the
market giving a simultaneous reading of volts, amperes, watts
and horsepower on one dial. It consists of a volt-meter and am-
meter and is therefore practically two separate and complete
instruments, which are combined in one case and so arranged that
tlie indicators cross each other, each acting independently of the
other as far as volt and ampere readings are concerned. The
readings in watts and horsepower are obtained from the point
of intersection of the two indicators. The Victor has a wide
range of uses. As it is probably the only practical switchboard
instrument giving a reading in watts and horsepower it adapts
its If to use on the smallest switchboard panels.
Among the other materials exhibited is J-M friction tape, the
friction material being well worked into the fabric and running
true to gauge throughout the entire roll. The tape is made for
extremely long service under all conditions.
Noark subway and service boxes are shown of one, two and
three-pole construction and 250, 600 and 2.500-volt capacity. These
boxes are water-tight, being designed and tested to withstand a
pressure of 25 pounds ' per square inch without leaking, and ac-
cordingly suitable for most severe conditions. Other lines shown
are the Noark national standard fuses, blocks and accessories and
J-M overhead line material.
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Chicago: 160 Harrison Street New Yokk : 130 Nassau Street
ription Price, $2; Foreign, $5; Single Numbers, 10 cents Entered at the Postoffice, Clii.uo'. 111., as Second-class Matter
Vol. XVII. No. 4
CHICAGO, JANUARY 26, 1907
Whole No. 196
TABLE OF CONTENTS.
i.ll—
— An Example of Municipal Ownership 103
rugated Rail and Plenty of Tie Rods 103
1 lies and Rail Corrugations 103
— Limited Interurban Service 104
— Transformer Tests on Electri- Railways 105
it of Treasurer of American Street and Interurban Rail-
! inufacturers' Association 105
Practice at Memphis. (Illustrated) 106
iard Rail Sections for Paved Streets B] C. Gordon
i Illustrated) Ill
et Railway Association. (Illustrated) 11-'
Electrification of the Baden State Railways 116
and Shop Employes. By A. D. McWhorter 117
Rail Bonds (Illustrated) 117
Annual Meeting. Ct-ntral Electric Railway Association. (Illus-
trated i 119
'ic Railway Union Station for Hamilton. Ont 122
ding of Accidents and Claims. By E. C. Carpenter. (II-
lustr 123
The Cost and Sale of Railway Power. By G. II. K.-lsay...
Car Lighting- By R. C. Taylor. (Illustrated) 12S
\ Model Car for Long Travel. By W. II Evans 123
Lake Shore Electric Railway Annual Report 131
Holding Power of Railroad Spikes 131
Annual Report of the Cleveland & Southwestern Traction Com-
pany 131
Piping and Power Station Systems.— XXVII. By W. L. Morris
i Illustrated)
Electrification Of Railways in [talj
News of the Week
Construction News —
— Franchises 13G
— Incorporations
— Track and Roadwaj
— Power Houses and Substations
tion
Financial News inn
Manufactures and Supplies —
— Rolling Stock no
— Shops and Buildings ui
—Trade Notes 141
— Advertising Literature ill
Westinghousa Turbo Units for Brooklyn. (Illustrated) 142
A Display of Storage Batteries at the Chicago Electrical Show. 112
Allis-Chalmers Company's Exhibit at the Electrical Show 142
The people of Easton, Pa., know a good deal more about
municipal ownership than they did when they joyfully cele-
brated the inauguration of municipal elec-
An Example of trie lighting a few years ago. The knowl-
Municipal edge gained by experience has cost some-
Ownership, thing between J4.000 and $5,000 per year
paid out of taxes for deficits in operation —
but the lesson has been thoroughly learned. Incidentally
the outages have grown so frequent that the "lighting" has
been recently little if any superior to total and unmitigated
darkness, so that women and children have been warned
not to go about after dark. Now the leading business men
have petitioned the city council to dispose of the plant to a
private < nrporation and pending arrangements for that pur-
pose to let It be operated by contract with some private indi-
vidual or corporation Thus does another municipal enter-
pass to Its Inevitable and Inglorious end
of ill-- executive committee ol the
street and Interurban Railway Engineering, Asso-
ciation the question of rail corrugation wa
Corrugated Rail brought up an.i disposed of by reference
and Plenty of to the ..f the American Btreel and
Tie Rod*. Interurban Railway Association, who volun-
tas ii' cl data relating ti> the
of Hi" Blectrtcal Age, Mr. n it Nidi
Philadelphia Rapid Tran
mi of rail corrugation. Pour different ca
soggi .i bending of the web ol the
rail II ipon tbeii
i foundations; the vibration or movement
■nidation um under II. ■
able of bi nived Into one
lorn or the rail to
its in a I.. ctlon, which freedom would exist In a
h id.- four conditlona named
. stated for the formation oi
Ma o .ir Nichols' experiments in which the
vibration ease and the
ippilmtion of a 80-foot flab-plate
bolted to the outside of the rail. As stated in the account
referred to, this method of correction would be expensive* and
therefore impracticable. The facts, however, suggest a
remedy that should be at least partially effective. It appears
from the papers presented at the recent meeting of the Street
Railway Association of the State of New York, and frequently
in the discussion thereupon, that a liberal use of tie-rods and
steel ties is requisite to a smooth-riding and easily main-
tained track. Though the matter of corrugation was not
brought up. there is little question but, if Mr. Nichols' theory
is cornci. ih" same cause thai contributes to corrugation
would also contribute to a general unsatisfactory condition
Involving unnecessary expense of maintenance, n is there-
fore Buggeated that corrugations as well as many of the other
ills to which track is subject may lie cured or relieved by
the liberal use of tie-rods, for the reason, if for no other, that
the forces supposed to contribute to vibration act upon oppo-
site rails In opposite directions at any given time.
in its i.i.ai form, whatever that ma} be, the steel tie should
assisi to ■ rve the ame purpose The proper use of a propei
form of Bteel tie should oovei the second
Steel Ties ami third causea of corrugation u named
and Rail bj Mi Nichols, viz.: — the 1 meal "I t to •
Corrugations. upon their supports and Hie loo
oi the Use upon their foundations The
fonrtl itlo movement of the foundation
i in in- idei the t ma In the te days of
in to iL'-in.'h solid concrete foundations too remote to war
rant extended itlon. But the loo enea "i rails upon
their supports w lien tin w I. n tic and the method
of fastening is the ordii ther antvei
latlng condition. To obviate It requires conatant attention and
on the part ol the maintenance of waj department
the other band, if there in anj one featui i tie
which should commend it primarily, it is that the
betwi ill and the Mi Baa be mads absolul
o with a fraction of the iain.r required with the wo
tie and the spike I Second only to the aecui
the connection between the tie and the mil. is.
to Mr Nli hoe the It] Witt) which the t|.- || hi
101
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 4.
foundation. Whether the latter is gravel, broken stone or
concrete, it appears beyond discussion that a steel tie is bet-
ter adapted to be made of a section that can be held in place
so long as the foundation maintains its integrity, than is the
wooden tie of ordinary section. In fact, there is a serious
question as to the propriety of embedding a wooden tie at all,
especially in concrete, on account of the possibility of a dry
rot which would afford an additional element of risk against
the holding power of the spike. It goes without saying that
all methods of avoiding corrugations in the rails will fail if
the web of the rail is inadequate to the support of its load.
Buckling of the web of the high girder rail was referred to at
the meeting of the New York association as one of the rea-
sons for expressing a preference for the T-rail. Corrugations
due to this cause air. according to Mr. Nichols, difficult to
remedy without considerable expense, but may be avoided in
the beginning by the use of a thicker web. The data which
Secretary Swenson has undertaken to collect should be of
much interest in the way of throwing light on a matter about
which little is actually known and in which every operating
and maintenance officer is concerned. It may well be that in
removing the causes of rail corrugation the entire track
structure will undergo an improvement.
LIMITED INTERURBAN SERVICE.
By the institution of limited service an interurban line
attains a standing which no merely local system can ever
enjoy. Provision for fast through travel is one of the most
prominent tendencies of the times in electric railway prac-
tice,.and in some parts of this country, notably in the cen-
tral states, the development of limited car or train service
has reached a remarkable stage of efficiency. The running
of such cars as those between Dayton and Toledo, where
through cars cover 160 miles in six hours, making but 14
regular stops en route, or from Cleveland to Toledo, where
120 miles are covered in four and one-half hours, with 12
regular stops, involves a very high degree of operating re-
sponsibility, since the maximum speeds must fall close to a
mile a minute on clear stretches of track.
It is a little singular that this class of service has thus
far not been generally attempted on many of the interurban
lines in other parts of the country, considering the success
which it has attained in Ohio, Indiana and other states in
their vicinity. Doubtless, the fact that even the limited
service of the central west has not been thoroughly stand-
ardized in detail has been influential in retarding the de-
velopment of express passenger service in other sections;
but no one can analyze the tendencies of interurban practice
at the beginning of this new year without feeling that the
time is not far distant when limited cars will be demanded
by the long-distance traveling public, regardless of the sec-
tion in which the roads in line for such service are operated.
Comparatively few interurban roads are as yet double-
tracked throughout their entire length, and the excellent
records thus far made with limited cars have almost ex-
clusively been accomplished under the difficulties of single-
track operation. On many lines having limited cars in regu-
lar service the fast movements are alternated with the locals,
giving an hourly headway in each direction. In other cases
the limiteds are sandwiched in between the regular hourly
locals. With half-hourly headway on single tracks cars pass
one another every 15 minutes, so that extraordinary care is
necessary for safe operation, and only the most rigid rules
followed with intelligent appreciation of their applicability
to all emergencies, insure the safe movement of limited cars
among the large number of locals always present on the
system. Just when it is best to double-track an interurban
line is a matter about which there is no little difference of
opinion at this time. If limited cars are to be operate! at
very hi?h speeds on roads sending cars over the line on
3u-minute intervals in each direction, the advisability of
double-tracking is to be seriously considered, just as it is
high time to think of getting away from single-track lim-
itations when it becomes necessary to run cars on 15-minute
intervals in each direction.
Among eastern interurban lines the population density
tends to warrant double-tracking at a comparatively early
period, so that it is almost certain that limited service would
be both profitable and safe if inaugurated on broad-gauged
lines. It would seem that a line like the Boston & Worcester,
which is now being double-tracked in the last five miles of
its entire length, ought to offer a most attractive field for the
limited car. The local running time between these two cities,
49 miles apart, is 2 hours and 15 minutes against one hour by
the parallel steam line's express. The fares in the electric
service are practically half those of the steam line, the latter
having lately reduced its passenger tariff to 90 cents each
way after many years of operation at $1. The institution of
limited service on the completed double-track line, which has
something like 30 miles of private or reserved right of way.
ought to result in securing a large share of the business
traffic which at present patronizes the Boston & Albany
steam service, on account of its fast express service. Judg-
ing from what has been accomplished in other sections it
would seem that a limited schedule of possibly one and one-
half hours at certain times of the day might be well worth
attempting in the case cited as illustrative.
Many of the interurban lines of the east are operated
upon the public highways with relatively short distances be-
tween adjacent cities. Speeds are therefore limited to a
maximum of from 30 to 40 miles per hour at the outside, and
with the absence of long, clear stretches of interurban track
through sparsely settled territory, it is difficult to inaugu-
rate a service with few stops. With the frequent headway
maintained in these populous communities it is, of course,
a question how far limited service would be desirable. As
far as the provision of through cars of superior design, com-
fort and equipment goes, the various foreign cars entering
Boston, Salem-, Lexington, Lynn and other points partake
of the nature of limited service, and for such populous com-
munities perhaps this is the nearest approach to it that is
possible. But one might as well lace the fact that for runs
of from 20 miles and upward steam competition for the
money of those whose time is most valuable cannot be met
without genuine high-speed service, not necessarily record-
breaking maximum spurts, but giving high average schedule
speeds through the elimination of all but the most important
local stops.
The question of fares on limited cars is one of no little
difficulty, but if the service is distinctly superior to that of
the locals, if more expensive equipment and more luxurious
fittings are used, there is certainly reason for at least a
slight additional charge. Stiffening the rates somewhat for
through business tends to discourage short-distance riding
from town to town and thus helps in the maintenance of fast
schedules. Under eastern conditions, however, it is doubtful
if excess fares for express service would be generally ac-
ceptable to the public, which has been educated to standards
of car frequency and fixedness of fares only possible in the
most thickly settled districts. Experience alone in the dif-
ferent parts of the country is capable of determining the
ultimately best policy in regard to limited rates. It goes
without saying that the fares must be enough to pay for the
service given, and in a rough sort of way this means an
earning of from 30 cents per car-mile upward. Forty or 50
cents per car-mile is much nearer the line of assured profit
when one attempts to estimate the increased fixed charges
accruing upon limited cars on account of their high standard
of attractiveness, the extra cost of motive power capable of
running the car at 60 miles per hour maximum speed, the
cost in some cases of additional power station and distrib-
January 26. 1907.
ELECTRIC RAILWAY REVIEW
l(»6
uting facilities, improvement in roadbed and possible delays
to local traffic by limited cars when off schedule.
TRANSFORMER TESTS ON ELECTRIC RAILWAYS
Tlii- listing of power plant and substation equipment on
an electric railway is necessary for two principal reasons:
to make a in that contract requirements are met by the
manufacturers and to locate any unusual losses which may
be seriously impairing the efficiency of the mechanical and
electrical system. In many eases it is suffi< ient to send a
representative of the road to the factory to carefully observe
the tests of the manufacturer's engineers and to deduce from
tin- B( -rained the degree with which the specification;
a followed. Other instances arise in which the best
policy is to defer final acceptance until tests have been made
upon the equipment under act.ial service conditions
The imiortance of the transformer In electric railway
is so great at the present time that detailed know]
edge of its behavior when set up under service conditions
is well worth securing on any system which aims to reduce
its power cost to the minimum. On account of the somewhat
involved relations existing between the transformer, primaries
and secondaries, fewer tests have been made on this equip-
ment by operating engineers than upon steam engines, tur-
s, gas engines and generators. The modern large-capacltj
transformer is a remarkably efficient device operating close to
98 per cent at full load and there is obviously little hope of
Improving its economy further. It is none the less desirable,
however, to find out exactly what the efficiency is in a given
transformer; to measure the temperature rise under various
conditions of loading; to test the insulation of the windings,
the potential ratios of windings and taps, thi- polarity and the
regulation in voltage under various loads. These are tin-
essential daia which it is desirable for an operating company
to ha\i- but if more detailed analyses are desired tests may
be made of core loss, copper loss, impedance and circulating
current on transformers which are Intended lor parallel
operation
Probably the simplest and best way for an electric rail-
way company to test its transformers is to actually place
them under full-load nr partial-load conditions with water
rheostat* as energy absorbers. From the standpoint of power
cost It Is, of course, more expensive to dissipate energy in
thi.* way than to adopt tin- so-called 'pumplng-back" methods
of the manufacturers' tasting departments which consume
only tin- energy required to make up the core' and copper
losses.
Thi- actual loading method carries the merit of extreme
simplicity, it avoids complicated connections, obviates the
sity of bearing in mind a rather difficult coin.. ..i res
sorting during the tests and calls for no intricate adjustment
of the ratln-r limited supply of Instruments available on the
■ ric railway By stem. With an engineering department
sufficiently skilled In making electrical testa it tii.i . work
out In Bonn- rases that the best plan Is to carry out pun
back" tests, but under average condlttona the simple expattt-
!••[■ and measuring the quant
wanted is certainly the straightforward olve the
The larger thi it hit tin- DSOI ■•■ It
.poii It at full load ami tin- DON
■ the engl taff win have the time
and skli "pumpln
obtained bj dividing
intput in winding by the input of
by wan 1 1
Voltmeti i .num. i. i and i
how thai the condition mal
...n- i- bj calcul
from the rise in resistance. Resistance measurements should
be made at least every hour tor this purpose on both primary
and secondary windings, cutting the transformers out of cir-
cuit as short a time as is possible
Regulation is easily determined by comparing secondary
voltage readings with varying loads. In the absence of a spe-
cial insulation testing Bet, twd other transformers, carefully
insulated. may be disconnected from the line and placed with
their primaries in series and secondaries in parallel, the latter
being excited either from a third transformer secondary or
from some other source. Double normal voltage may thus be
appiii .1 between the primary winding and core or frame, or
between 1 1n- primary and secondary windings. In the "pump
in-- back' method of testing the heating due to the core loss
may be determined by open-circuiting the primary and apply
ing normal voltage to the secondary, and the heating due to
opper loss is obtained by short-circuiting the primary and
applying just enough voltage to the secondary to overcome
the impedance and cause full-load current to flow in both
windings. With air-blast transformers separate open-circuit
and short-circuit heat runs give almost the same temperature
rise for core and copper respectively, as when the two tests
are applied together. Oil transformers do not give as con-
nt readings in this respect, hence the full-load test is
preferable. In testing air-blast transformers the speed of tin
blower motor and air velocity should, of course, be recorded
at frequent intervals, as well as the weather conditions.
Report of Treasurer of American Street and Interurban Rail-
way Manufacturers' Association.
rii. Edwin H. Baker, treasurer ol the Ameri-
can St I Interurban Railway Manufacturers' Association
for the period from February 9, 1906, to December 88, 1906, has
just been published. It shows receipts and disbursements as
follows
RECEIPTS.
By be im 1905 J 350.26
nentl at 135 0.590.00
Sale of extra space at ■ sq. ft... 2.558.60
Bale of extra badges -.i ta each l.llO.OO
■ i from other - 54.64
113.663.50
DISBURSEMEN is
I no -.'tor of exhibit.*:
Expenses for preparing buildings anil
grounds for convention —
Labor and unit, rial (1,420.11
Incidentals U
"iiinnll .
Expenses r.-i preparing convention hall —
Removing and replacing booths, electric
lighting, labor and material 1.240.78
Entertainment commit
Badges 600.00
Printing bulletin 338.50
IS, 1906 363.00
Bhubert and Great Bouthern theaters. f>
2, "00.00
Arlington Country Club, Oct
-
v.. :.'I6. . . 6M
Printing commit I
■ '
and ro 1 1
Admit
1,000.00
:: 6
Pri i postage 1 1
i . \i
i ■ ,i ....
Attached in the report
iietiniH. certified public
• count ot the
.Hid •; ordance « Ith hi- i ecord and
plop. Dl VOU( hi ' I ha' •■ I II | blee.l tC U
ail dl hat Lbs balance ol ca ih on hand
■ s K lib the i.i life
10(5
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 4.
SHOP PRACTICE AT MEMPHIS.
The extensive Improvements that are being made by this
company include additions to the power house and car barns.
a new car storage house and rearranging the tracks and spe-
cial work leading into these buildings. The building now oc-
cupied by the offices, shops and. car houses is 375 by 320 feet
sides of the property This wall, which is shown in one of the
engravings, is built of concrete mixed to the proportions of
1-3-5. It is 4% feet thick at the bottom, and is battered to a
thickness of 2 feet at the top. A pipe railing surmounts
this wall. The new building is 205 by 372 feet in floor dimen-
sions and has side walls 18 feet high. The materials of con-
struction consist of concrete for foundations, brick for the
jj^r
Shop Practice at Memphis — Wheel with Form for Winding Coils.
Also Wire-Cleaning Press.
Shop Practice at Memphis — Method of Storing Field Coils and
Armatures.
in floor area. This structure, erected several years ago, has,
as a result of the rapid growth of the system, become too
small to accommodate the large amount of rolling stock which
has since been acquired. In view of this condition it has been
found necessary to make the changes and additions as de-
scribed herewith.
New Car Storage House.
The new car storage house now under construction is
superstructure, steel trusses and tile roofing. The foundations
have been sunk deep enough to allow pits to be excavated un-
der the tracks, should it be necessary to do so.
The building is divided into three equal-sized bays, by two
brick partitions. The roof of each bay is independent of the
adjoining roofs. In the east wall at a height sufficient to allow
the free pasasge of cars under it a box girder has been in-
Shop Practice at Memphis — Pendulum Pile-Driver.
located immediately south of. and across the street from, the
present building. The ground on which this building stands is
about 11 feet above the streets to the south and west. This
necessitated the building of a retaining wall along the two
Shop Practice at Memphis — View in Pit Showing Car Body and
Pit Hoists in Use.
serted in the brick wall so that if necessary entrance curves
can be put in at this end.
A general ground plan shows the relative location of the
Jauuary 26. 1907.
ELECTRIC RAILWAY REVIEW
107
shop and storage buildings. With the completion of the new
buildings the tracks nearby will be relaid so as to provide
double-end entrances to the shops. This work presents au in-
teresting arrangemect of curves and special track work. The
tracks now occupying Spring street, just south of the shops.
are to be taken up and thrown back of the south property line
of the street and a third track is to be laid from which will
valves aud unions so that they can readily be disconnected and
repaired in case of leakage.
The car-body and armature hoists are shown in detail in
the accompanying illustrations. The main cylinder of each
type of hoist Is 10 inches in diameter. Inside the cylinders of
the car hoists are plungers 4 feet long, made of 6-inch pipe
filled with hard wood to a point IS inches from the top. At the
Sccr/c/y THROUGH C£A rzR
Shop Practice at Memphis — Section Through Lower Front of Car Showing Automatic Fender and Trip in Normal and
Lowered Positions.
lead all switches to the shops and barns. This layout is in-
tended to facilitate the switching of cars without interfering
with traffic on the street. In developing the double entrance
to the main building it was necessary to tear out the south
wall and leave open this entire end of the building.
Shop Methods — Air Hoists.
The shops and pits throughout the old buildings are pro-
vided with air hoists. The air supply is furnished by a Na-
tional Electric compressor of 200 cubic feet of air per minute
capacity. It is connected direct to a 5 by 18-foot reservoir
in of each plunger is a leather gasket locked with a
iron washer. A square head, bolted to a 5-inch pipe which
Mis in the 6-inch pipe and rests on the block filling, serves as
a cap to the plunger. This cap may be removed when the Imisi
is not in use. Air Is admitted at the bottom of the cylinders
by a %-inch connection. Four such hoists, constituting a
are placed at such points in the shops where heavy repair
work is done.
As will be noted from the illustrations the armature hoists
arc very similar in design to the car -body hoists. They ha\e
Shop Practlc* at Memphia — Front of Car Showing Radial Draft Rigging and Automatic Drop Fender.
on whlrh ii nnlforn ■•' :iM
anton
-hop nlr tojpplv in On leading from 1 1 1 « - reserYOll
inches in dtanMter. ThU Hi rough the machine
and I ancfa ii'" with tllS main and
fiimlRh air for Operating the air lift* • I ths
armature fscki in main and branch Ii
10-Inch cylinders, '■inch plungen and have ■ Ufl
BbOUl tWO feel. 'I I
i mi ti 'id the i'
Armature and Field Coils.
The winding-room of unusual Inten
much as Hi" • ■ malntali
low \n arn
108
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 4.
pany's equipment of about 300 cars are wound and kept in
running order by three men. The conditions that make this
possible are due not entirely to the efficiency of the work
turned out in this department but particularly to the thor-
ough method of motor inspection that is in vogue on this
property. On page 117 of this issue will be found an inter
IQ-l Bj/rjt.4 /<? i/tc/udino Head
TV . ~Ci/nfs/*(jnk Mead
■
<r-
c*-
<
/,
1
•
I
1
V
•/
V
**""•*
t
-^—- *'
■-■
So/fSi'/g.under//t
Ja f/eadand M/h.
Sfee/ Bonds -glfi/i.
Shrunk on
g Cap Jc/bh
6-jf Cap Jcrsrvs
. ^ ^
/O- /.Bo//5 4 /ong under Head
c-uors Head. Hex./Yut
A —
Pipe Thread
Shop Practice at Memphis — Working Drawing of Air Hoist for
Lifting Car Bodies.
esting description of the inspection methods as used at these
shops.
The motors used include 260 G. E.-S00. 18 G. E.-1.000, 96
G. E.-80. 144 G. E.-67 and 156 G. E.-57. About one-half of these
motors are in daily use. Notwithstanding this fact the shop
records show that from August 1. 1905, to January 15, 1907,
only 86 armatures were rewound. These were divided as fol-
lows: Three of type-67, six of type-57, seven of type-1.000. and
seventy of type-800. These figures do not include the arma-
tures that were repaired by patching or by the use of jump-
ers, but only those that it was necessary to break down and
wind with new coils.
Armature Repairs.
The foreman of the winding room keeps a book record
of all work done in his department. This enables him to
make a detailed monthly report to the master mechanic.
When an armature is sent to the winding room for re-
pairs it is classed under the head of mechanical, electrical
or inspection troubles, according to the nature of the defects.
The mechanical and inspection heads are closely allied, but
are segregated merely to designate the armatures that have
mechanical defects from those demanding nothing more than
a cleaning or a coat of paint.
The report -for the month of December. 1906. which can
In taken as a fair illustration of the work done each month
in this department, follows:
Report of Winding Room.
bei of men, 3.
Month of December
G.E. G.E. G.E. G.E. G.E. AA-1 AA-4 To-
800 1.000 SO 67 57. Com. Com. tal
Armatures brought into
winding room .... 104 0 0 7 57 0 3 171
Armatures for mechani-
cal trouble 74 0 0 7 56 0 3 140
Armatures for electrical
trouble 7 0 0 0 1 0 0 8
Armatures for Inspei tion 2:: 0 0 0 0 0 0 23
Armatures wound 3000000 3
Armatures O. K. in stock IS 4 0 4 3 11 31
Commutators renewed. .6 0 0 0 000 6
Commutators turned S3 0 0 8 24 0 2 117
Armatures to wind 000000" 0
Field coils O K. in stock 101 14 0 71 4 0 0 190
Field coils wound 0 00 0 00:' 2
Field coils repaired 1" " 0 0 0 0 2 12
FieM coils used 46 0 0 0 0 0 0 46
Controller magnets repaired " 12
Controller magnets wound 3
Field Coils.
In western Tennessee February is considered as one of
the most severe months for motors, but it is an interesting
fact that since August, 1905. only 67 field coils have been lost
on the Memphis lines. However, in anticipation of trouble.
the company plans to have in stock a large number of field
coils that can be pressed into immediate service. These are
made at times when other work in the winding room is light.
Shop Practice at Memphis — Firing Eno of Sand-Drisr.
On January 15, 1907. the company had in its winding room
SS field coils for type-SOO motors, 71 for type-67 motors. 12
for type-57 motors and 14 for type-1.000 motors.
The method of winding field coils is unique in many re-
spects. Between the layers of wire forming a coil. Standard
varnish is applied with a brush and sheet asbestos is used
in filling. After the winding has been completed the termi-
nal plates are soldered on and insulated, and the coil is
January 26, 1907.
ELECTRIC RAILWAY REVIEW
109
thrown into a pan ot Standard varnish where it is allowed
to soak until the insulation is thoroughly saturated. The
coil is then placed in the bake-oven and subjected to a tem-
perature of 195 degrees F. during the night. The following
day the coil is again dipped in varnish and allowed to air-
dry. The webbing is then applied, the terminal plates cov-
ered with asbestos tape and the coil dipped in a vat of Ster-
ling black, air-drying varnish where it is left until bubbles
cease to appear. It is next hung near some hot water heating
pipes and allowed to dry. Later, it is again dipped in the
air-drying varnish and air-dried after which it is ready for
service.
All armature coils are wound with double cotton-cot
wire. In winding coils for armatures of motors types '57. r>7
and 80, each coil is insulated separately by an application of
insulating varnish and a layer of fish paper. The forms for
types are worked on the face-plate of the field-winding
lathe.
The forms for winding the coils for the armatures of
motors typee-800 and 1,000 are used at the work-bench, which
is located along one side of the shop. After coils of these
9 are wound dips are applied to hold them rigidly. The
part of the coil that fits in the armature slots is then dipped
in a pan of varnish, after which it is baked for four hours
under a temperature of 195 degrees. When taken from the
bake-oven the clips are removed, the coil is placed in a
shaper and given the required form. This shaper is made
of wood and is composed of two parts, male and female,
shaped properly to form these types of coils. It is worked
by foot lever. Aftrr coming from the shaper the coil is
wrapped in oiled linen and is taped. It is then passed to a
lead-shaping machine composed of two adjustable rollers and
thence to the table where the leads are tinned. The coil U
then dipped in a vat of If. I. C. compound No. 3, after which
air-dried. After passing through a hand-press shape.
and being again dipped in paraffine it is ready for use.
In making mils for type-1,000 armatures the pracl
-'""IS
.
-^ ■• -
TT
w
'
—
••-
s
Shop Practice at Memphis— Working Drawing of Air Lift with
Truck for U«e In PIU.
:■! come 'nit from the center 'if Uu
been i ued and .t la now bronghl on) at Um side in a
manner almilaf '<• thai of ■ HiIm practice
It has hi • .,( |;ili>ir p« roll can be re-
m< <i better results obtained
the newly wound armatnrea
■ re n- i.b. mneb
l» taken in seasoning the at mature colli m
it is not considered necessary to subject them to heat after
they have been assembled in the armature laminations. In
winding the 800 and 1,000-type armatures mica strips are
used at the c uners where the coils break over the frame.
Otherwise the usual methods of winding are followed. In
capping the rear end of the armature live layers of paraffine
paper and four of mica are inserted under the shield At the
Shop Practice at Memphis — Layout of Offices, Shop and Car
Houses at Walnut Street and Oubose Avenue.
mutator end of the armature, tape is applied to the sharp
corners of the laminations and a good grade of drilling used
as a wrapper. The bands are then wound on over strips of
mica and after the a mature is painted it is ready for service.
The armature banding is done in a small lathe. An In-
genious tension roller has been devised to facilitate the band-
ing work. This tension device consists of a easting about 5
bj 10 inches, on which 8 rollers 1 inch in diameter arc bo
Into two parallel rows. The roller frame is designed t" be
aed to the bed ol the winding lathe, When the band
ing work Is begun the band wire is led from the roll to the
tension roller and wound around as many "i them as ii.
Bary to furnish the desired tension to the band
Sand Drier.
\ rerj aatlafactor) sand drier, as Ulu in use at
the Mempl im occupies a bulldli
• i. that is separate from the other buildings and i
the main the shop The Breboi ol the
drier Ii a U-foot length ol S0-lncb cast-iron water ripe which
hi a foundation of luii-K \t tin- rear and "f the pipe Is
n brick chimnej which from the ground to a point
a rew feet above the root I and hopper made "f I
and having a of al i als cubic yards of sand
lands on top o4 the Breboa Thj the hopper extend
below the cent i of and al t '_• inch from the outside sur-
•t the pit r Brebos \ window in the Is of
the building admits or sand being shoveled from
r. din etiy Into the hop]
uiun the drier wiih tirst imiit no provision ws mads tor
distributing the bent in the Breboi and II was dlfflcull to
the Barnes from going op the chimnej Blnci thai time,
howevei two baffle piati
110
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 4.
of the tubular firebox. These give the fire a down draft and
materially aid in getting the largest amount of available heat
from the fire. As sand dries it sifts down from the hopper
into the sand room through the U-inch space between the
sides of the hopper and the pipe. The sand used is obtained
from the bed of the Mississippi river.
In addition to the regular track-sanders with which each
car is equipped, a sand car is operated. This car distributes
sides of the vestibule, thus giving the bar a lateral motion
the width of the car. Under the carrier is a safety guard
which prevents the drawbar from being forced down suffi-
ciently to injure the springs which hold it in position. It
requires a weight greater than 200 pounds to compress the
springs.
When the drawbar is in normal position, the carrier re-
lieves the coupling links of the weight of the drawhead and
^e^OBBSBM^-:
^ 1 '
Hrawil uPl
r-I '
!
' OP^**"#T -
TV'*' ' ♦!$ •&
^b 4^bb&J • wSBPAbbbbbI
Shop Practice at Memphis — Coil-Winding Bench with Storage
Above.
Shop Practice at Memphis — Arrangement of Dripping Vats and
Drying Coils.
sand as it is taken from the river to those tracks laid on
grades. The car leaves the barn at 3 a. m. daily and is kept
busy during the early hours. The sand is shoveled by hand
into the hoppers which lead to the rails.
Automatic Drop Fender.
An automatic fender which, when in action, trips and
drops to the rails, is shown among the illustrations. This
fender is a product of the Memphis shops.
A radial drawbar carrier has been adopted for use in
arranging the draft rigging of all of the double-track motor
and trailer cars in use on the system. The device was made
in the shops of the company. The essential parts of the ear-
always gives the heads a square bearing with each other
thus preventing the uneven wearing away of any of the parts.
In handling heavy trailer cars this rigging has proven very
efficient. Van Dorn drawbars, No. 5, are used by this com-
pany.
The Memphis Street Railway Company has a number of
pile trestles to maintain on some of its lines, and has for use
in this work a "pendulum" pile driver, built in the company's
shops; with this type of driver piles can be driven with a
batter, which is desirable in this class of bridge work. The
driver is mounted on a 32-foot flat car in such a way that
the leads and lead-supports can be lowered to the deck with-
out trouble. The main leads are made of 4 by 4-inch timbers,
22 feet long, and are faced with 2-inch oak strips which serve
Shop Practice at Memphis — Shop Air-Compressor with Regulator.
rier consist of two hollow cast-iron carrier castings (6 Ms
inches long, 3% inches high and made of Y2 by 2-inch cast
rion), inside of which are located two 2-inih coil springs, made
of No. 3 gauge wire, and a drawbar yoke with sets on the
springs. The yoke is given an up and down motion of about
three inches. The draw-bar rigging passes through this yoke
and is bolted by a tail-bob pin to the draught timbers. The
two carrier castings are bolted together with the upper side
loosely clamped to a radial I-beam track that extends to the
Shop Practice at Memphis — New Car Storage House with Retaining
Walls.
as guides for the hammer to travel in. The hammer weighs
2,000 pounds. This is raised in the guides by means of manila
ropes attached to the drum of a 5% by 8-inch hoisting engine,
made by the American Derrick & Hoist Company. The "A''
brace shown in the illustration is made of 4 by 5-inch timbers.
A snake rope is provided for lifting the pile into position for
driving. When the driver is not in use or when it is being
shifted from one point to another the derrick is lowered onto
Januar> 26. 1907.
ELECTRIC RAILWAY REVIEW
111
the car. The car is hauled as a trailer by one of the four-
motor cars. On the Raleigh Springs line the company has a
trestle over the Wolf river, 1,300 feet long which it is often
necessary to repair The driver has proven Invaluable in
doing the work.
The Memphis (Tenn.) Street Railway Company is con-
trolled by Isadore Newman & Sons, but it is operated inde-
pendently of its affiliated properties also controlled by the
same bankers. The officers of the Memphis Street Railway
Company are: J. H. Tutwiler, president; J. H. Watklns,
vice-president; W. H. Burroughs, secretary and treasurer; E.
W. Ford, general superintendent, and Ford Bacon & Davis.
engineers.
STANDARD RAIL SECTIONS FOR PAVED STREETS.
BY C. GORDON- REET., GENERAL MANAGER, KINGSTON ( <>\ Si >1 IIlATEn
BAII.WAY.
Before enumerating the many advantages of standard
rail sections for paved city streets it will be instructive to
consider for a moment the history of the so-called girder
rail which, by the way, is now happily obsoles.
In the horse-car days strap rails were used which were
spiked directly to wooden stringers, these In turn being car-
ried on crosstiss. The shape of the strap rail then used was
very similar to the top of the girder rail, and inasmuch as
this strap was supported throughout its entire width the
design did not violate any fundamental principle of mechan-
ics. These principles were immediately violated, however.
when the web and base were added to the strap rail, thus
producing the girder rail, because the web was placed be-
neath the middle of the top which brought it directly under
the gauge line. The general result is that these rails have
the following bad features:
1. By reason of the unscientific arrangement of the metal in
th' rail section the head Is shallow, resulting in short life, and
the i' :ilv shallow, which i onable
as regards the operation of interurban cars; furthermore, the pro-
jecting vtatnn tread mak s the rail dlfhVult tn spike It is safe
to assume that fully 50 per cent more metal is required in such
a section than Is required in a standard section for a rail of
equal carrying jiower and life.
helng over on one side of the head the weight is
carried on a s.irt of projecting cantilever which results In an
absolute Inability to maintain Joints. There Is not a railroad man
who does not know that It is Impossible to hold girder rail
heavy the rails may be. or however elaborate the
system of splice-bars and bolts. Every large city system which
has used heavy girder rail has demonstrated this fact beyond
I radii Hon.
I load being carried over to one side of the web
causes the rail to tend to move out from the center of the track
the load Is on It. The only way this tendency can be over-
i lius hold tli- r.iil I
from moving sideways. Con leering would
'i with no such movement The erfi
this lateral movement Is that the tracks get wide ganr
• Is looser. ■ Ily.
t When a heavy wheat-load is Impressed upon the head of a
girder rail I ruling moment which must be
of the web. No amount of tli
* stress In the web and In fact tl
where n
truck win
■ : the web.
Advantages of T Rail Sections.
I <d th'- difficulties evaporate Into thin air
ntroductlon of 'I rail section The adva
using T-rallH are without number. It Is limply the BUbstlttl
tion of a ■ ign for an Incorrect design, an intelll
ri for a Hum • which can only carry pr<
nil run up to LEO
i ! equip
. n> . ,-irrii d mi standard rail tectloni weighing
■I \ lew nf iln- principal ad
vantage*, of the Trail might lie nuns
1
I Un-
til.
lions Is pi
;
*•
track- wide, gauge or to move around in the street, and
therefore no tendency for the pavement to become loose along
the tracks. It is clear that the construction which requir<
repairs is best for the company as well as the community which
It serves
4. The flangeway being gritty a vehicle turns out of the tracks
with the greatest ease.
5. T-rail trad "
have insisted on T-rail for this reason.
From the foregoing it is evident that there can be no
question as to the great advantage of Trails over girder
rails.
We will now consider tor a moment the still further ad
vantages which the standard raj] sections possess ovei the
high T-sections:
1. The standard sections are more substantial in every way.
They have a larger head, a thicker web and a wider base; and
as been demonstrated by years of service, thej realize the
maximum efficiency in rail design.
2. The all-Important question of Joints, for. after all. the
life of any construction in a street is measured by the
Joints .1 to the best advantage with the standard sections.
3. Some city engineers, while approving of the high T-sections,
have objected to the standard sections on Hi
latter are not sufficiently deep for paying, but, as we all know
there is nothing in this objection because there is ao reason why
the pavement cannot extend below the base of the rail. \v
all familiar with such construction — it is standard in m
where deep block pavement Is used. With brick or asphalt ■
of course, the objections of Insufficient height cannot be
raised.
4. The standard sections not being so slim and topheavy
have a way of staying where they are put to a much gn
extent than the high T's.
5. From a standpoint of economy — since the mills are ablr
to proiluc, standard T-sectlona at a considerably less cost per
ton than the high T-sc.-ti.ins in a ratio of 28 to 36, we are en
to buy a 90-pound standard Bection for the same price as a 70-
pound high T-section, and by using the standard section get a
track which will outlive the high T twice over. It we now assume
that a 90-pound T-rail Is equivalent to a girder rail of 50 per
more weight (which assumption is by no means extravagant
we consider the question of eccentric loading as compared with
symmetrical loading, and the Impossibility of maintaining the
: i i rails as compared with t': illy perfect
joint of the standard rail > and then apph at per ton
nil that a nit is obtained with a standard section
than with a giidei omethlng like 9S per cent
than the standard. This money might bettei
i, tier way than literati] Bunk In the ground.
When a company prop ises to lay Trail to replace girder
it is apt to meet with some opposition on the theory thai
ruts will wear along 'he rails. This objection seems reason
able on the face of it. but the tact is that in spite of till
predictions of ruts they fail to appear. There svenis to
no greater tendency tor a nil i" tonn along a ["-rail than
along the outside . girder rail,
The best argument in favor of T-rail construction is thai
there is not a stance on record, where it has bet D
properly laid, thai it. hasn't proven satisfactory to the city
authorities. <>n the contrary, wherever tried 11 lias been
adopted, as the accompanying information from engineers of
■ in i be i ountry proi
Data on the Use of T-Rail.
Amsterdam, x I D-lb. 1
with i ervlce, no
N. limit Cll I 7-ln. 1
Id bi
Brooklyn, M. T. — J. H. i
i •.. i i.i no T rail • T rail bi Intaln. Hi
of gang.- I hl| I ■ 0
with Belgian block would use T-rall
a id.-, it in deep, tie rtrapa r> ft. ape
T w. Wilson, Interna tl • tion i !o.
.
Mllwa
Cincinnati ■ < t and . ting on sawi d
win iin ii i block pa\ mi!.
Cincinnati Northern Ti Ick
I
id rm all
rt, i.i si i .'. .1
Del IS DIM .ri 1 lii bl
nil. i In |i i
II A, Bi I — t
a in
Pa i-i i
112
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 4.
Glens Falls, N. Y — D B. Van West. Huds.ui Yal.y Ry. Co.—
i .".-in. T-rall 3 years with special block; very satisfactory.
Hamilton, O.— E. H. Berry. Eng. Roadways.— Several miles
T -rails in Hamilton; good results.
Indianapolis, Ind.— Blaine H. Miller, City Eng Uses 90-lb.
T-rails in Improved streets; saving in repairs vast Improvement
over old girder and grooved rails.
Kansas City. Mo. — Street Railwaj Journal; Kansas city Ry.
& I.t. Co.— Adopted 80-lb. T-rall for brick-paved sir ets. No
more girder, special flange-brick.
Kingston. N. Y.— E. B. Codwise. City Eng.— If T-rall is high,
no gTeat objection, can be paved against, objects to low T-rall.
Mauch Chunk. Pa.— Franz Mackl. City Eng.— Uses 70-lb. T-rall,
special bricks inside; outside bitulithtc blocks.
Memphis, Tenn.— J. A. Omberg, City Eng.— Favors 90-lb.
T-rail, special blocks.
Mllwauke , Wis. C. J. Poetsch, city Eng — "We use T-rail
on all streets."
Minneapolis. Minn. — Andrew Rinker, City Eng.— Street rail-
ways now use T-rail exclusively: public interests best subserved,
latest type is SO-lb. T-rail, wooden ties bedd:d in concrete; sat-
isfactory.
Montreal. Can. — John R. Barlow. City Surveyor. — T-rail reduces
vibration; uses 86%-lb. T-rail 5H in. high on concrete, no ties.
New Haven, Conn. — Calvert Townley. Elec. Expert, New
Haven System. — T-rail used on greater portion of tracks and
used exclusively on all new work in Connecticut except in Hart-
ford. State commission endorses T-rail.
Ottawa. Can.— Newton J. Ker, City Eng.— T-in. SO-lb. T-rail,
ties with S-ft. centers, no tie rods; sandstone blocks for paving.
5 in. deep on a 6-in. bed of concrete with 1-in. sand cushion be-
tween. Later use 90-lb. 62 and 64-ft. T-rail. Blocks cut to fit
under head.
Rochester. X. Y. — Richard E. Danforth, Rochester Ry. Co. —
Uses standard 70-lb. T-rail in Sandusky. O.. which is now in per-
NEW YORK STREET RAILWAY ASSOCIATION.
I i 0X1 l\l KP KKOM PACK 81.)
Ill introducing the paper on Standard Rail Sections for
Paved Streets," Mr. C. Gordon Reel, general manager. Kings-
ton Consolidated Railway, said that it had been proposed to
lay the Trail in Kingston in the belief that it was the best
Transverse Section
Standard Rail Sections — Section of Special Filler and Stretcher
Brick for 80-Pound Rail and Fcur-lnch Paving. Cincinnati
Northern Traction Company.
construction that could be put in the street. The usual op-
position on the part of the civil authorities was met. During
the last year data had been collected to prove the company's
position. When the construction was proposed it was thought
the company had a good case, and on looking into it further,
it was believed there could be no opposition in the face of
— - — — — <
± VII.'
. ■, . -.,
Standard Rail Sections — Sections of T-Rail Construction with
Special Paving Brick in Union Avenue, Schenectady, N. Y.
feet condition. Girder rails not allowed by the city; 5-in. rail is
satisfactory with standard vitrified brick pavement with a %-in.
cushion.
Schenectady, N. Y. — J. Leland Fitzgerald. City Eng. — Paving
against T-rail with molded brick makes a solid construction; no
excessive wear on brick at point of contact. Schenectady Rail-
way has about 500 ft. of experimental track laid with 85-lb.
T-rail.
Scranton. Pa. — Henry Jifkins. City Eng. — Considers T-rail the
best for paved city streets. Has about 2 miles of 5-in. 56-lb. and
5 or 6 miles of 6-in. 65-lb. T-rail laid in concret .
St. Paul, Minn.— L. W. Rundlett. Eng. Public Works.— T-rail
used exclusively on paved streets; special-cut block with a groove
for the flange bedded in concrete; very satisfactory.
Tacoma. Wash— Frank L. Davis, City Eng. — No girder, uses
6-in T-rail on all paved streets, 60-ft. length; satisfactory.
Toledo, O. — F. J. Consaul. City Eng. — Heavy T-rail construc-
tion with special rail blocks properly fitted, superior to girder
rails, because rigid and causes less frequent disturbing of pave-
ment for repairs.
Worcester. Mass. — E. A. Engler, Worcester Polytechnic Insti-
tute.— T-rail is preferable to girder rail, because the metal in it
is better distributed in the cross-section and weight of car is
almost directly over the web. E. G. Connette. Consolidated Ry.
Co. — 90-lb. T-rail with vitrified paving blocks best, because con-
tinuity of rails is less easily disturbed at joints; lessens wear and
tear to streets.
New York, N. Y. — Street Railway Journal. — Paving can be
maintained better with T-rail; wear on paving is reduced; lessens
number of collisions; reduction in broken wheels and axles on
vehicles; stronger structure with less metal; reduction in joint
troubles; easier riding track; less noise; less trouble caused by
snow, ice and dirt; benefits villages and cities, because interurban
cars can enter; refusal to permit T-rails on streets direct obstacle
to the progress of a community. Milwaukee. Minneapolis. Den-
ver. Indianapolis. Cincinnati, Dubuque, la., Battle Creek, Kalama-
zoo, New Haven and Montreal (Can.), are examples of satisfac-
tory results obtained by the use of T-rail.
Standard
Sections
mis-
construction In
Montreal.
the data secured. He said he had written to nearly every
large city in the country, and found this construction used
exclusively in some of the most progressive and largest
cities. If he should attempt to produce what he could in the
way of evidence that would bear on the desirability of the
January 26. 1907.
ELECTRIC RAILWAY REVIEW
113
Trail, there would BOI be an oppor-
tunity to do much else during th. 31 -
sion.
i Vice-President Wilson in the
chair I
Mr. Reel presented his paper, as
appears elsewhere, and at its conclu-
sion explained several blue prints.
which are reproduced herewith.
One engraving showed what it was
proposed to use in Kingston, what
had been used to some extent, and
what had been arranged with the cltj
authorities to go ahead with in the
spring. Where they were going to
put in Trail in the present tracks.
before the city objected, they pro-
posed a style of construction using the
present shallow block paving, as
shown, and using a longitudinal brick
along the rail. That kind of construc-
tion was not desirable. Any proper
ruction had the brick coming un-
he head of the rail up to the web.
That was to be used until such time
as the city will permit the use of the
other paving. It now had macadam
outside, and that would give a straight
to pave against. He also stated
that the city engineer said he would
not stand for that kind of a rail, be-
cause in the future, while the city
used brick at present, they wanted
-.■ deep stone paving and they
could not do it if that kind of rail
used. The sketch was made to
Efaow how it was perfectly feasible to
carry thit rail on any depth of pave-
ment. It would be reinforced con-
but the reinforced concrete
OMdd be put into any depth, and the
blocks go down as deep as desired
ner view was described as show-
ing the construction that would be
used when the city paved permanent-
ly, reinforced concrete beam and occa-
sional steel rivets in the bed of con-
with tie rods down low on-
the way and a form of brick which always come up t" the web
of the rail.
!jer view shows a const ruction used bj the Clndn
nati Northern in Cincinnati. Mr. Keel thought for a perma
i'. ii that wai ool tha proper way to pave. '
used two pieces, tad In did not think that desirable. The
h of the construction used in Montreal, wh nave
l rail In all streets, sIiowh tie what
■all scoria block, which he thought a splendid block fol
•■He.
' ii from Cincinnati was brought to show how
ng would go down below th<
Mock, and Uti
', belOw the base of the rail.
In connection with the papa Ml Reel read letters from
in Montreal, Bcranton, Schenectady and o
fttlee, which are rvpTOdU
Ideal WINon i in toe I h I that Mr Hi I
had tackled thi with mo ■ than ale
up before Mr w
«•«) In ■ few wordM his criticism of the
'Ion Ah far odatlon of tin- Ctn went. II
waa all right, hut the fatal point in Trail construction WSJ
mine Home track In
■
» a
2,
3
2 a
If
3
r>
Ir--
•
.
-g'i-j
LI
Ill
ELECTRIC RAILWAY REVIEW
Vol. xvii No. l.
Chicago mi Archer avenue, about a mile of double track. One
n n k was laid with the Trilby-rail section and the other was
laid With a T-rail. He believed at the time he examined the
it was about oue and a half years old. The portion of the
track that had been built with Trail had the paving stone
worn down next the gauge-line of the rail, and it was not
worn down evenly, but in ruts, and in his opinion that paving
would have to be reconstructed very shortly. That was his
objection to the Trail construction, especially in cities that
have a large amount of team travel, heavy drays, etc.
In -Buffalo there was an illustration of that same kind.
On North Main street, above Cold Spring, the paving stone
was the best there was in these parts — Medina sandstone.
The paving was worn down to the lip of the rail. It did not
wear any further, because the lip of the rail caught it at that
point. Down in South Park avenue, where they did not lay
a new rail and the old rail was considerably worn, he said
the paving stone next the gauge line was all worn out, be-
in the two streets in Buffalo was heavy, the rail sections
comparatively light. The sandstone was soft stone. The use
of granite, he said, did away with a great deal of the wear
on an ordinary city street. He thought Mr. Reel right in
saying that Trail was best for the average street in the
average city, Properly laid, it was cheaper for the railway,
because it offered less obstruction to ordinary vehicles and
was less unsightly. Improperly laid, it was worse than any
section of girder rail ever laid.
Mr. F. A. Bagg followed up what Mr. Danforth said by
stating that in Johnstown. Gloversville and Amsterdam he
used the Trail. The first section laid was G inches and later
some 8-iuch and also some 7-inch rail was laid. The pave-
ment was brick, asphalt block and bitulithic pavement, with
Medina standstone laid inside and outside the rail. These
were cities of 15.000 to 25,000 inhabitants, and the team
traffic was not heavy. This form of construction was satis-
factory. There was not much wear along the head of the
Sheet Asphalt
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~" — .;■■■■■ . % ■ ■■ ■' ■ ■'■ ; ^ Longitudinal Section
Side Elevation
Standard Rail Sections — T-Rail Construction for Paved Streets in Scranton,
o
Pa.
cause the lip of the rail was not sufficiently heavy to protect
it. Not only that, but the lip of the rail itself was worn
down. He thought that was the idea that all the large cities
had in mind in designing and designating" heavy girder sec-
tions. In the case of the 11-pound rail which is used in
Philadelphia, for the last six years they have been gradually
getting the rail heavier in the lip, to take care of the team
travel. In the new section designed for Chicago, practically
the same section as is used in Philadelphia, except that it
weighs 129 pounds to the yard, the groove is not quite so
heavy. It seemed to him that the fatal objection in large
cities, at least in the congested portions of large cities, was
the wearing of the paving.
Mr. R. E. Danforth (Rochester Railway) thought Mr.
Wilson had covered the large city end of the argument in
very good shape. The roads in the Middle West found that
the T-rail laid in stone-paved streets was satisfactory, ex-
cept the streets where there was very heavy vehicle travel,
and they preferred it even there to the use of girder rails im-
properly designed to carry the load. The traffic mentioned
rail, inside nor outside. They formerly used a special brick
for the flange-way inside. This was unsatisfactory: the cor-
ner of the brick broke off and crumbled. It might have been
due to poor brick. Lately the ordinary brick was used, start-
ing the brick under the head of the rail, and curving it up
and over to the under side of the head of the other rail.
Mr. Clark said he had the same ideas as Mr. Wilson, un-
til he visited Milwaukee, St. Paul and Minneapolis. Their
standard construction is high Trail. Milwaukee used a 90-
pound T-rail with 3-inch head. He bad failed to see any of
the difficulties that Mr. Wilson spoke of. He said that in
Minneapolis they used sandstone block, which they got in the
west, and they chipped this block off to make the groove.
They did not have a standard brick for putting under the
rail. They chipped it off and had no trouble at all with the
pavement, although he thought they would have that trouble
in Cleveland. In Minneapolis they had taught the drivers
of vehicles to keep out of the car tracks.
Mr. Reel, in connection with Mr. Bagg's remark, read a
letter from Mr. F. E. Crane, city engineer of Amsterdam, to
January 26, 1907.
ELECTRIC RAILWAY REVIEW
115
show what Tie had to say about these roads. Amsterdam had
the oldest piece of Trail construction in the state of New
York; it had been in seven years.
Mr. Bagg said that in Gloversville there was some that
had been in ten years.
secured for putting double tracks in the street, whereas the
Trail was in such condition that it would last four or five
rears to come. This work was paved in with good old fash-
ioned cobble pavement.' Of course, this was a type of paving
that heavy teams would naturally keep away from, so that
Mr. \V. R W. Griffin (Rochester & Eastern) related that perhaps the team argument would not apply in this case.
- -
..
Standard Rail Sections — Section Showing T-Rail and Scoria Block Construction in Montreal.
In 1901, in Bellevue. O., a town of 5,000 inhabitants, they
laid the 70-pound T-rail. and the pavement was put in at that
time. There was no concrete used, nothing but a sub-grade,
and a buffer of sand rolled down. They used nose brick that
went underneath the rail. Last summer he examined it and
could not see where the pavement had rutted — could not see
but that the brick anywhere near the rail was in as good
shape as any other part of the street. The town did not have
any extraordinary heavy teaming; but the pavement was
light because of that fact.
Mr. M. .1. French stated that there was some 70-pound T-
rail In I'tica that was laid in 1894. and previously, and also
Last year there was laid on a portion of Genessee street
about 1,800 feet of double-track T-rail construction, using a
7-inch Trail weighing 95 pounds to the yard, and the Arthur
hump block, made by the Metropolitan Brick Company. This
rail had a 3-inch head. It was laid with the permission of
the city engineer, and with the idea of making an argument
to the city to allow the use of the high type of T-rail in all
city work in the future.
Mr. Stuart Wilder ( Peekskill Light & Railroad Co.)
stated that in Peekskill there was some 7-inch high Trail,
the Johnson section and the Trilby section. There were some
very good hills thete, and it was found that the cars could be
u
Mrlll.d ' Urwk
ID
Standard Rail Section.— Track Construction with 90-Pound A. S. C. E. Rail. Kingston. N. V.. and Present Paving Block, with
10'j-lnch Paving Block and with Vitrified Brick.
Mncb tram-head raid weighing DO i nd to the
had In-. rendition
• raff' n iiiin street win- the i •■
and had been operating fur tour or By«
Irder rail
■ oadirJon thai II shook]
and would ha If a frat.-
held much bettei on tin tnd on the Johnson rail than
<ui the Trilby rail.
Mr. I"' • I'M I'
djtlons in u bad eo
i 7 Inch T rail. In in.nr. imall to
ipon thai ihe girder rail should '
hi r tn« ii bad rail,
in man] ol tl
in.
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 4.
and got them to change over to a T-rail. To make a T-rail
satisfactory, he said, the paving that goes against it should
In- of the very best material and construction possible.
Mr. Reel asked Mr. Evans why he preferred a 7-inch high
T-rail to a 5%-inch or a 6-inch heavy standard section?
Mr. Evans replied thai he liked to get the paving where
it would not be interfered with by the lies. It could be laid
better and che&per, and he thought it was a better job.
Mr. Brown said he had been advocating using a 5%-inch
90-pound Trail, and using a beveled brick so as to bring it
under the bead of the rail. He found from experience with
the beveled brick that there seemed to be less wear than
with the compressed curved brick, and the vehicles were en-
abled to turn out of the track much easier.
Mr. <"'. H. Clark questioned in running city cars with 2%-
inch tread, and every half hour a half dozen lines of subur-
ban cars on the same route with :;-inch tread, whether the
wide head rail was tbe proper thing, or should the rail have a
sloping back?
Mr, T. W. Wilson said he was just considering the ad-
visability of changing the standard rail. Up to this year he
had used a 94-pound grooved girder, Lorain section. 94-313.
That is the rail section in Buffalo. The head is 2Vi inches,
and he thought it too narrow to take care of interurban cars,
and also to take care of any prospective tread that might be
figured on using in the future. A new section, just designed
for use in Chicago in the reconstruction, weighs 129 pounds
per yard. It has a 3yt-inch head, the last % inch of which
is beveled. Then there was a new section of rail which had
been designed for San Francisco, as they were going to re-
construct all the lines in San Francisco. That rail appealed
to him very much, with one exception; the lip seemed to be
too light for team travel. He had drawn in on the rail a
standard % inch interurban flange, and also a standard M. C.
B. wheel and they were accommodated very nicely. He
thought the base of the rail, instead of being 6% inches, could
be made 6 inches and the extra metal taken from the base
could be put in the lip. He was just having a design made
for that. The lip seemed to be too light. He showed a dia-
gram of the standard rail used in Philadelphia and also of
one adopted in Albany for all reconstruction. It was sup-
posed to accommodate an M. C. B. wheel, but when he applied
a template of the M. C. B. wheel to the rail, it showed that
when the tread of the wheel was riding on the head of the
rail the flange was riding on the lip. It weighed 141 pounds
to the yard, and he did not see why they would introduce
such a heavy rail unless they were figuring on carrying
freight in the future. He said it was a grave question as
to what section of rail should be adopted as a standard. In
nearly all cities it was necessary to cut out the Trail, as
it was against the city ordinance.
Mr. Wilson thought he had been misunderstood in some
of his remarks. He said he was not against the Trail, but
believed in it for certain sections and cities. He used it in
Lockport. 100-pound rail, but there was no team travel. The
same construction would be out of place in Main street, Buf-
falo, or Niagara street, and probably in streets of Cleveland,
Philadelphia and New York City. It seemed to him very
largely a question of the locality in which the rail was to be
laid.
Mr. Bagg asked if that was solid concrete construction
with 100-pound T-rail.
Mr. Wilson replied in the affirmative and said wooden
ties were put in that street, with 3-foot centers, with 6 inches
of concrete between the ties and under the ties. Mr. Bagg
asked if he had any objection to steel ties, to which Mr.
Wilson replied that when that track was laid steel-tie con-
struction had not been altogether satisfactory, and had been
but very little used. As to the paving, he thought Mr. Reel
was entirely right about paving brick. To have a good job
it must go in against the web of the rail. Instead of having
a corner on the brick, he would have a slant.
Mr Reel admitted there was a chance for an argument
between standard sections and high T-sections, and while he
believed that standard sections in a few years would be
used exclusively on street railroads, as on steam railroads, he
could sec there was a chance for an argument on the paving
feature. 'When it came to the question of T-rail against
girder rail, from the fact that the T-rails had been adopted ex-
clusively in big cities like Denver, Milwaukee, St. Paul. Minne-
apolis, Montreal, Indianapolis and dozens more, he did not
see, if the rail was properly paved against with a granite
block, as in St. Paul and" Minneapolis, why the rail would not
give satisfactory results in a city like Buffalo. The differ-
erence between Minneapolis. Milwaukee, St. Paul and Indian-
apolis was not very great. Where they get such satisfactory
results from the construction indicated, Buffalo with the same
construction should also give satisfactory results. Any man-
ager who would use a girder section willingly, unless he was
sure that the T-rail would positively not answer, in his opin-
ion, was not not doing the best he could for the public and
for his company. Girder joints could not be made to hold,
and because of the necessity for tearing up the streets, the
public lost along with the company in the fact that the street
could not be restored to its original condition. The life of
the T-rail is the principal argument in its favor.
Mr. E. P. Roundey (Syracuse Rapid Transit) asked Mr.
Reel if he could hold the joints of a T-rail better than the
joints of a girder rail. He said steam roads could not hold
their joints together any better than street railways. Mr.
Reel thought steam railroad joints were not battered down
like street railroad joints. The heavy rails in New York were
distorted at the joints, battered down, and could not be re-
stored. They did not batter down on the tracks of the New
York Central Railroad two or three inches, as the girder rail
did.
Mr. Wilson answered Mr. Danforth's remarks about
Medina sandstone pavement, saying it was a great question
which wears longer, sandstone pavement or granite. The
track in Chicago which he examined was granite paving, and
showed considerable wear. The city engineer of Buffalo and
a number of his assistant engineers believed that on account
of the brittleness of granite, sandstone would wear longer.
There were streets in Buffalo which had been down for thirty
years in sandstone pavement and they were in good condi-
tion.
Proposed Electrification of Baden State Railways.
According to a notice in the German technical press,
tests are being made on a large scale with a view to electri-
fying the Baden state railways. Current is to be supplied
from a power station under construction at Wyhlen-Augst.
where a turbine with an output of 1,500 horsepower is to be
rented. It is calculated that an aggregate of 2,400,000 kilo-
watt-hours will be required to supply the energy necessary for
the electric operation. Three schemes have been suggested.
That of the Siemens-Schuckert Works provides continuous
current operation at 3,000 volts, with 40-ton, four-axle loco-
motives driven by 150-hp. motors at two main speeds. The
scheme of the Allgemeine Elektrizitats-Gesellschaft pro-
vides single-phase current with three-axle locomotives at
only one main speed. The former company estimates
the cost of installation at 2,720,000 marks (about $680,000)
and the working expenses at 331,087 marks (about $83,000).
while the corresponding figures given by the Allgemeine
Elektrizitats-Gesellschaft are 2,281,000 and 349,700 marks
(about $570,000 and $87,000) respectively. It may be said
that the present cost of steam operation is 363,522 marks
(over $93,000). It is expected that electric service will com-
mence at the end of 1909. — Scientific American.
January 26, lftuT.
ELECTRIC RAILWAY REVIEW
111
CAR HOUSE AND SHOP EMPLOYES.'
BY A. li. M WHoim.K. HASTBI MUHAMi. MEMPHIS STBEKI R.U1-
w A 1
An economical and efficient force for car barn and shop
work should be thoroughl aized in every respect.
and separated into departments that are also systematized
in every detail of their work.
The Night Foreman.
The most important department for the good of the
operation of a street railwa.. company is the night force,
when the inspection is done at night; and this is the
with most street railway properties. The night force should
be under the supervision of a thoroughly competent and
broad minded man. To be a competent night foreman a man
should be educated for this position by practical experience
while taking care of each class of work that is done at night.
With this experience he will be able to judge the amount of
work that should be done by each man under him.
To get the best results the night foreman should rate the
positions in the shop according to their importance, and he
should instill into each man the importance of the position he
holds and the responsibility that rests on him. Also that it is
in his power, to an extent, to make the operation or thi
a success. This thought should be carried down the line from
the best position to the one of the least Importance. Any
comings of the workmen should be brought to their at-
tention at once. The night foreman should get a report each
night of the trouble that has shown up during the day on
the cars for which sponsible. Kach man should know
that he Is performing the pari for which he is held responsi-
ble, and that upon th ■ efficiency of his work depends tin-
successful operation of that part.
Breaking-in New Men.
In employing new men for shop work they should be
thoroughly Instructed ai to what they are to do. It should
be explained to them that they ..ill have to start at the bot-
tom, in case they are inexperienced, and that they will grad-
ually be promoted to better positions and better pay as they
become familiar with the work and that the rate of promo-
tion will be governed by their interest and good work.
If a foreman adopts this system and puts all of his new
men through the different classes of work that are done at
night, he will gradually be surrounded by a class of men
who are termed as "all around" street car nun This will
enable the foreman to be more independent than if he should
keen one man on one job indefinitely. The writer has known
of cases of this kind, where a shop was operated by a, so-
called, good lot of men. but there were DO two men in tin-
shop who could exchange places and give any degree of sat-
isfaction until each had become familiar with the work of
This, a readily Been, places the foreman
In an embarrassing position if he should lack a man, or a
number of men, and be obliged to arrange the force to anil
The particular job to be filled would noi
■ <• tin- proper attention in ace of the regular
man. even if it were possible to fill the vacant
To the writer's mind th< ;. tallied by
Ifylng the m -n and encouraging them to take all th-
in the work and letting them know thai
will lie |,r -ion, an, I better pay With
condition- the mosl reliable men can l,- I for
If the men an- thoroughly familiar with all
classes oi work, and bare had practical experience in each
■ 'if im iluabh to a ti'-v.
md comps
In t) mind It iry to ha
t, nleht foreman tl i competi
man. If I,-
ratlon of
I
Handling Inspection and Repairs.
lid lie p|||
.nd thorn . -light i .11
certain pits to work In
same cnr* each night II,. for
work In ii possible to tell
whk i. piag hiH work up to the standard
pit room hold He
f»rs I iiMld'-rahle length of time.
•■ tiling In off their t hi, In < a ■ BO
laired than can aulckl) be disposed '" nlfl
foi
such work as is necessary after the rush is over, or it may
be necessary to hold the work for the day force.
The writer has tinder his supervision the can- of 45
double-truck quadruple equipments and 109 double equip-
ments handled and inspected in the above manner in one
car barn, having eight pits 200 feet long. The inspecting and
cleaning are done by 33 men.
The average number of cars in the shop for repairs dur-
ing the day does not exceed 5 per cent of the operating
equipment. It may be added that a record of the inspection
of each part of each car is made by the several Inspi
and filed in the master mechanic's office.
The method of educating and handling night men holds
good for the day force in the same manner as it does for the
night men. The day force should be divided into depart-
ments, according to the number of cars operated. The ma-
chine shop and car bam tones also should be divided into
departments, having a competent, economical and broad
minded ton man tor each department who should repoi
the general foreman.
There should be foremen for the carpenter shop and
paint shop who should report directly to the master me-
chanic. The number and class of men in these departments
should be governed by the class and amount of work that is
being done.
This system in a tar shop, together with a wide-awake
nan in each department md a master mechanic who
nevi iving to bring his men up to a higher'standard
will produce excellent results, hut it cannot he what it should
if the master mechanic spends only his office hours with
his men.
COPPER-WELDED RAIL BONDS.
Two methods that present Interesting solutions of the
bonding problem have recently been perfected by the Elec-
tric Railway improvement Company of Cleveland, 0. These
methods, known as the "welding" process and tin1 'brazing''
process, employ the usual types of ribbon bonds and vary
only in the method by which they an- attache, I to tin- rail.
Copper-Welded Rail Bonds — Joint with Two No. 0000 Electrically-
Brazed Bonds.
By either process the copper ol the bond Is closely united
with the Bteel of the rail and the bond Itsell ma\ h.- placed
on the ball of the rail, the web or t! • i
Electric Welding.
Tin- electric welding or bracing ol th.- bonda ii dons bj
the Thompson method \ll rights i tnplovlng I
methods In connection with the bond ick work nave
been 'tic Railwa] Improvement Comp
• mpaiiying illustration
equipped for doing both da mdlng irorl Powei toi
iperation of ti ■ apparatus la taken from the
• i f.-ii tn ,i I5>kw. rotarj iverter mounted on
thS car n- into
alternatln ible for , mi lecti i. «.
v u mounted on the
iie-ii end ,,( tin i ;ir It takei the current lor lis prin
..i lie rotarj convertei and
liver current to the pop or w.-i.i
from t ) I to 1 am pi
led from th, ,,i the tl
• ■■ Hug with bondln
u hi, i
lj Joined so in it « in n .i i i i to
to Hi. mil II |h held III mlv iii plan * ml ■
118
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. i.
being raised by the flow of heavy current After clamping
the bond, either on the li« ad or the web of the rail, the cur-
rent is fed to the transformer and being regulated by resist-
in series with the primary a proper degree of heat is
obtained to raise the temperature of the copper bond and
the brass cap with which it is provided to such a point that
the copper ribbons will unite with the steel of the rail, as
in the more usual forms of brazing.
It has been found that bonds placed in this way are so
Copper- Welded Rail Bonds — Clay Molds in Position for Cast
Welding.
firmly attached to the rail that it is impossible to remove
them except by labcrious chipping and then one must muti-
late the rail or the bond before they will separate.
It is interesting to note the records of low cost that have
been made in Cleveland under varying conditions of weather,
labor and schedule of cars on tracks being bonded.
With the Railway Employes.
Car No. 1 operated by employes of the Cleveland Elec-
tric Railway on December 17, 1906. between 12:30 p. m. and
3:30 p. m. in freezing weather with regular 2 M>-minute ser-
vice operated over the track bonded, completed placing 28
No. 0000 bonds (14 joints) which were electrically brazed to
the ball of the rail. The street in which this track is laid is
paved with block-stone. The bonding gang comprised three
men who opened and closed the pavement and cleaned the
rail ready for the bonds and three men who operated the
bonding car. It was necessary to remove the bonding car
from the track 11 times during the three hours required for
placing the 28 bonds. The actual cost of labor for placing
these bonds was reported as $3.30.
On another occasion the same car, with a night crew of
the same number and with regular cars passing on half-hour
schedule, placed on 29 joints, 58 No. 0000 bonds, applied as
in the other case, at an actual cost for labor of $5.50. This
work was done in freezing weather December 18, 1906, from
midnight to 5 a. m.
With Improvement Company Employes.
In the summer of 1906 a night crew of the Electric Rail-
way Improvement Company comprising four men and work-
Copper-Welded Rail Bonds — Clay Mold Removed Showing Extra
Copper Ready for Trimming.
ing from 7 p. m. to midnight while cars passed on five-minute
intervals and from midnight to 5 a. m. while cars passed on
one-hour intervals, electrically brazed to the ball of the rail
in block-stont pavement 105 No. 0000 bonds in the same num-
ber of joints. In doing this work it was necessary to remove
the bonding car from the track 50 times. The cost for labor,
however, was only $S.OO for opening, bonding and complet-
ing the pavement at 105 joints.
Copper Welded Rail Bonds.
The second bonding process perfected by this company
consists of joining to the tail the usual types of ribbon bonds,
by means of cast welding. The outfit necessary for carrying
on this work comprises a car much the same as that shown
in the illustration except that in place of the rotary converter
there is a Marine type gas engine. This offers the advan-
tage that it makes the outfit available for use on roads under
process of construction and not yet provided with a working
trolley. As in the case of the electric welding outfit the en-
gine is geared to the axles of the car through a chain and
friction clutch so that the unit is self-propelled. Such cars
have six coke furnaces, each capable of melting one crucible
of copper. Blast for the furnaces is furnished by a blower-
fan driven by the gas engine.
When bonding the rail is first ground smooth and bright
at the points of application of the bond terminals. Graphite-
molds which hold the bond as shown in one of the accom-
panying illustrations, next are clamped to the rail. These
molds have their inner aperture recessed to such shape that
a much larger amount of white-hot copper can be poured
into them than is necessary to catt-weld the ribbons of the
bond to the steel of the rail. In this way with the large mass
Copper-Welded Rail Bonds — Self-Propelled Car Equipped for
Copper Cast Welding and Brazing.
of metal the temperatures can be better gauged. After the
molds have been removed the extra copper which does not
come in contact with the steel is chiseled off, leaving the
terminal strands of the bonds welded to the rail.
The cost of welding with this process is said to vary-
not greatly from that of the brazing method as earlier de-
scribed. It has the apparent advantages that the bonding
work may be carried on before the overhead construction
is in working order and that the work is flexible and may be
applied for connecting feeder cables, cross-bonds and third-
rail terminal bonds, as well as bonding running rail and third-
rail joints.
An interesting feature in the construction of the cars
used for this work is the inverted jack placed under the
center of the car floor and having for its bearing surface a
round steel plate. This jack may be raised and lowered by
means of cranks extending under the car floor and outside
of the track. When it is desired to remove the car from
the rails these cranks are turned in the proper direction until
the jack resting on the plate has raised the entire car so
that the wheels are free from the track rails. Then the car
can be swung to a position at right angles with the track
and either rolled off on to the pavement in cities or on tem-
porary wooden strips when on private right of way.
January 21
ELECTRIC RAILWAY REVIEW
119
ANNUAL MEETING, CENTRAL ELECTRIC RAILWAY AS-
SOCIATION.
The first annual meeting of the Central Electric Railway
ciation was held at the Claypool Hotel, Indianapolis. Ind ..
on January 24. This gathering, which marked the end of the
first year since the consolidation of the Ohio Interurban Rail-
way and the Indiana Electric Railway associations, was a
successful one. The programme for the day included a busi-
ness meeting, several interesting papers, annual election of
officers and the annual dinner.
The association was called to order at 11 a. m. by Presi-
dent E. C. Spring. After the routine business had been com-
pleted G. H. Kelsay, superintendent of power, Indiana Onion
Traction Company, presented a paper on "The Cost of Power
for Rental Purposes. Developing a Demand for Renting Pow-
er. Does it Pay?" Mr. Kelsay's paper will be found on
another page of this issue.
At the close of the paper
the author stated in reply to
i question that the figures
presented in his argument
had been taken from actual
problems on operating roads,
but that it should be noted
that in each instance the per-
centages of Interest and de-
preciation had arbitrarily
been given him.
T. C. McReynolds I Koko-
mo Marion & Western) stat-
ed that his company is now
supplying current for light-
ing purposes to the towns of
Swazy and Greentown. The
transmission line carries 60-
cycle current at 10.000 volts
potential. At Greentown, cur-
rent at this potential is
stepped down for light inn
use to 208 volts by a trans-
former mounted on a line
pole. This method of sup-
porting the transformer, how-
ls not to be recommend-
ed. At Swazy the company
has a rotary-converter sub-
■tation in which is a I
termer of the type !ii<-n
I. supplying current for
16 arc lights and ■ cor
clal circuit The arc lamps
rnished undi n
contract. The speaker did
ler this b i tble He sd thai
■ if currant tor rental purposes there
should be added the Item ol retailing expi Intenance
of secondary distribution ll n- i maintenance
of th>- i.nnps and their While bla experleno
been limited it era i th.it within a year a good load
might be built up
AdJ' Cor 1'inr I i
Afternoon Session.
Th<- Bra) papi i ol tbe afti i • Kill*
■it, Indiana Union Traction Comp
Handling of Occidents and Claim Thl |
In this li
In reply I thai thl
Id in tbe
• lion Company for
nllirhtly n
the more common forms of accidents, personal injury, prop-
erly loss, lost baggage, attorneys' fees, surgeons' fees
tainers for company doctors, but not the loss to the com-
pany from damage to rolling stock or other property.
President Spring announced that the proceedings and
papers o fthe meeting would in the near future be printed in.
pamphlet form and distributed to the ineml
\V. H. Evans, master mechanic, Indianapolis Traction &
Terminal Company, next read a paper on "The Model Car for
Long Travel." He exhibited blueprints showing sections and
floor plans of types of cars suitable for Interurban ser
The paper appears elsewhere In this issue.
The author in reply to a question by Mr. Henry stated
that a car 60 feet long is generally required on lines operating
hourly schedules. Such a length is also required to provide
for the baggage compartment He saw a disadvantage In
having doors on one side only and. in fact, recalled some cars
thus built which had had a
second door cut in the bag-
gage compartment. Some day
the lines may be so double-
tracked that single-sided cars
can be operated.
Arthur YV. lirady (In
diana Union Traction) In-
quired as to a suitable
method of ventilating ears
This. Mr. Evans said, was an
important point that had'
been overlooked In the pa-
per. As yet dependence
must be placed on a deck
sash, but auxiliary ventila-
tion should be used, h
vored the ejector type, as it
created much less draft. II.
stated that the Indianapolis
A Northwestern ear, a
biblted at Columbus, weighed
75, pounds,
cai.> dough i Street Rail
way Joui nal i described the
new ventilator system being
Installed by the Chicago city
Railway Such ventil
consisted of deflectors 18
inches by III inches placi
the front of th<' deck and
slanted to force the air to
tbe ceiling, Theli capacity
was in cubic feel per second
which kept the air In a car
i tying 100 people as pore
thai of the ordinary
schoolroom R c. Taylor (Indiana Union Traction)
i that the deadweight ol ■ car per pa lenger should
be i"s <ui bii request ■ motion that ■ commit
I four be appointed bj the chair to report at to i
■ lighter standard •
i; c Taylor, superintendent of motive power, Indiana
i olon Traction Company, next read ■ paper entitled
Lighting," which will he found etMWheN In HiIh Issue In
'i "T tiii paper the author stated thai the novel
method proposed for maintaining an even voltage on the car
•ban $iimi per oar, and that a si
of $c would be iiiii'd.
Mlllholland ti tad four applications for
membership, which won i i upon favorably Chali
iniiiiiii.it inr committee, reported tbe follov
as Domln itlon foi offli at tor
and n iiiiiiiiIiiioum ballot P for them
H. A. Nlcholl, President-elect.
120
ELECTRIC RAILWAY REVIEW
Vi I, XVII No. 4.
President, H. A. Nlcholl, general manager [ndlana Union Trai
ii. hi Company.
First vice-president, Frank D. Carp nter, general manager
Western Ohio Railway Company.
Second vice-president, i; l Ti.d.i. vi.-i in ideni I general
. Indianapolis Traction & Terminal Company,
y [p. Norvell, general rreight and pass nger agent Indiana
Bj ndicate I Ines. j
A. A. Anderson, general manager Indianapolis Columbus &
Southern Traction Companj
Charles Murdock, vice-president Ft, Wayne & Wabash Valley
Traction ' ' ■ npany.
Interurban Rolling Stock Exhibited at Indianapolis Meeting.
Treasurer. W. F. Millholland, treasurer Indianapolis Traction
& Terminal Company.
Executive Board.
Harrie P. Clegg, president Dayton & Troy Electric Railway
Company.
F. J. J. Sloat, general manager Cincinnati Northern Traction
Company.
C. D. Emmons, general manager Ft. Wayne & Wabash Val-
ley Traction Company.
C. C. Reynolds, general manager Indianapolis & Northwestern
Railway Company. Indianapolis & Eastern Railway Company.
Richmond Street & Interurban Railway Company. Indianapolis &
Martinsville Rapid Transit Company. Indianapolis Coal Traction
Company. Indianapolis & Western Railway Company.
Interurban Rolling Stock Exhibited at Indianapolis Meeting.
L. C. Bradley. ge...,ai superintendent Scioto Valley Traction President Spring read a letter of regret from President-
Compa elect Nicholl, who was unable to attend the meeting on ac-
E. C. Spring, general superintendent Dayton Covington .V;
Piqua Traction Company. count of illness.
C. N. Wilcoxon. general manager Cleveland & Southwestern Several members of the association, including Charles
Traction Company.
January 28. 1907.
ELECTRIC RAILWAY REVIEW
J 21
L. Henry, E. C. Carpenter and Arthur W. Brady, next dis-
cussed the advisability of broadening the field (or Interurban
ax\ resa It was stated that several old-line express companies
were desirous ol entering into contracts with interurban rail-
Annual Dinner.
About 17.". members and guests attended the annual din-
ner held at the Claypoo] Hotel. The association was we]
cornel by Mayor Bookwalter, of Indianapolis, who. in the
Interurban Rolling Stock Exhibited at Indianapolis Meeting.
ways. The Centra] Passenger taaocatlon has decided to course of lis Interesting speech, Felicitated the interurban
countermand its rule regarding the exchange of tickets so managers mi the rapid progress thai bad been made in their
that from now on electric interurban and steam roads may field,
be more closely associated in handling passengers. President Spring then presented his annual address,
Then followed a discussion of the advantages and dlsad- President's Annual Address.
\antages of forming a niutua company, which would President Spring in his address flrsl reviewed the rea
Interurban Rolling Stock Exhibited at Indianapolis Meet'" i
i the intei in ban II roi ths organisation ol Lh« i«" tab ■
i wiiii He- present companies operatini on Um ( Ohio and that or Indiana, and tha consideration th
it wn« \- ; . i ,• >i ii i • ■• i i" the consolidation which wai effected
m more thi ighl) rnnntlni on ths «"ii ol thi ai Mi Bpi
122
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 4.
The establishment of the permanent secretary's head-
quarters with a permanent secretary was an innovation
among similar associations, but the experiment has proved
itself one worthy of our efforts. It is almost impossible ade-
quately to state the exact accomplishments which the per-
manent secretary's office has accomplished during the year,
as the work required has been of such a nature, that not only
one interest has been served, but many. The office has been
the headquarters not only of railway officials, but of the sup-
ply men when in Indiana. The office has been a complete
bureau of information, not only for members of our associa-
tion, but for interests outside. The loyalty, interest and en-
thusiasm regarding the secretary's office are shown by re-
sponses to letters sent out from the secretary's office on De-
cember 1, 1906. Thirty-five circular letters, requesting in-
formation as to the manner of heating interurban cars were
mailed. Twenty-nine responses have been received and, on
the bottom of one of these responses was a notation made
by the manager of the road, which read: "Give me this in-
formation quick and forward to the head of this particular
department for the information desired." Another demon-
si ration, made recently, was a request upon the companies,
members of the Interchangeable Coupon agreement, for in-
formation regarding the issuing of a new bulletin. Every
road responded readily. Requests have come from the vari-
ous adjoining states and from Canada for information on
different subjects, which have been discussed at our meet-
ing. During the last year, upwards of 6,500 letters, answers
to inquiries, etc., have been sent out from the office, also over
8,000 legislative circulars. The giving of information of vari-
ous character, the sending of circular letters for different
companies, the asking for information upon various subjects,
and the answering of inquiries from all over United States
and Canada, are some of the few matters that have been
handled by the secretary's office.
The office has brought about a great fraternal feeling
between the companies, which could not have been done
through any other medium. The tabulating of the inter-
changeable coupon tickets has been of great interest to the
various companies: the tabulation shows an average of $7,500
a month collected through the interchangeable coupons.
The recognition which our association received during
the annual meeting of the national association was very
marked. Our secretary at that time was enabled to give
great assistance to the secretary of the national association.
I might go on and name many other instances, which would
tend to prove the benefits derived from the permanent sec-
retary's office, but time will not permit.
At the last of the year our secretary was attracted to
other fields of work and resigned his position. The rest of
the year, the office has been under the charge of Mr. Mil-
holland, our treasurer, and, I take the opportunity at this
time to publicly thank and compliment Mr. Merrill, our past
secretary, for the work which he did in instituting this new
office. I also wish to publicly thank and compliment Mr.
Milholland upon the magnificent support which he has given
the association and for his untiring energy in looking after
its affairs. The members of the executive board I wish at
this time to thank for their personal interest in the affairs of
the association and for their help and their counsel in admin-
istering its affairs during the past year.
We have reason to congratulate ourselves and feel proud
of the record made by this association. The association
stands today pre-eminent, head and shouldeis above any other
organization, outside of the national association. Its acts and
its works are being watched closely and copied by various
associations. Other states are being stimulated into activity
by the work of our association, realizing that in an associa-
tion of this kind, a closer relationship can be had between
the various properties. With the consolidation of interurban
roads into great systems, as has been done during the past
year, making it possible to ride in electric cars for distances
of three and four hundred miles, has been brought about a
large development of through passenger traffic over these
interurban lines, which has made the daily operation doubly
remunerative. Doubly remunerative because the present
local traffic is already highly profitable, and because this addi-
tional through traffic, while swelling the gross earnings, will
add but little to the cost of operation. The interchanging of
one line with another, both in passenger and freight traffic,
has been more successfully carried out, and the obstacles
met with more pleasantly adjusted, through the working of
our association, and I consider that this has been the grand-
est work as well as the most beneficial that the association
has done.
In concluding Mr. Spring congratulated the association
upon the selection of officers for the ensuing year and urged
that each member bear in mind the need of enthusiasm in
attaining a high ideal.
President Spring next introduced Charles L. Henry, presi-
denl and general manager, Indianapolis & Cincinnati Traction
Company, who acted as toastmaster. During the course of
the evening the following gentlemen addressed the associa-
tion and complimented it highly: Joseph A. McGowan, In-
dianapolis Traction & Terminal Company, Indianapolis; John
F. Ohmer, Ohmer Fare Register Company, Dayton, O.;
Charles W. Miller, ex-attorney-general of Indiana; Matthew
Slush, Detroit, Mich.; D. J. Evans, Rail-Joint Company, Chi-
cago; A. W. Brady, president. Indiana Union Traction Com-
pany, Anderson, Ind.; Colonel W. T. Durbin, ex-governor of
the state of Indiana; C. X. Wilcoxon, general manager, Cleve-
land & Southwestern Traction Company, Kamms, O.; Rear
.Admiral George Brown, U. S. X., retired, Indianapolis; E. W.
Olds, superintendent of rolling stock, The Milwaukee Electric
Railway & Light Company, Milwaukee. Wis.; D. M. Parry, In-
dianapolis, Ind.
Entertainment Features.
Through the courtesy of the Indianapolis & Cincinnati
Traction Company a number of attendants at the convention
enjoyed a trip to the Rushville power house of this single-
phase electric road.
The accompanying illustrations are views of the exhibit
of interurban rolling stock equipment that was shown during
the day on Kentucky avenue near the headquarters. This
was probably the most complete exhibition of the various
types of interurban cars and locomotives that has ever been
seen in this country.
ELECTRIC RAILWAY UNION STATION FOR HAMILTON,
ONT.
A contract has been let by the Hamilton Cataract Power
Light & Traction Company, for the erection of a building
on the southeast corner of King and Catharine streets, Ham-
ilton, Ont., for a terminal station for electrical railways.
The station proper will be 112 feet long by 72 feet deep.
The building will be placed 12 feet east of Catharine street,
and on this 12-foot strip will be erected a covered shelter
leading from King street back to a large theater which is
to be built at the rear end of the lot at some future time.
This shelter will also serve as an exit for passengers from
the trains. The office building will be four stories high,
with a basement, and will be erected of Indiana limestone
for the first two stories, while buff terra cotta fireclay brick
will be used for the upper stories, finished off with terra
cotta balusters. The building will be thoroughly fireproof,
and will be built of reinforced concrete for columns, beams
and floors.
The ground floor will be laid out for station purposes,
the ceiling being 20 feet in height, and the floor covered
with mosaic and the walls lined up 8 feet high with Italian
marble. The accommodation includes a main lobby in the
center, entered from the street through large double doors.
To the right is a marble staircase to the upper floors and
the elevator. The main lobby leads to the ticket wickets, be-
hind which is the vault, etc. On the right is the ladies*
waiting-room, and on the left the general waiting-room. In
the rear of the general waiting-room is the conductors' room.
The second floor will be occupied as offices by the Hamilton
Cataract Power Light & Traction Company, and the third
and fourth floors are to be divided into offices. The com-
pany's stores department will be located in the basement.
The Hamilton Radial Railway, the Hamilton & Dundas
Electric Railway, the Brantford & Hamilton Railway, the
Hamilton Grimsby & Beamsville Electric Railway, and the
Hamilton Guelph & Waterloo Railway, will have their ter-
minals in the building. The architect is C. Mills, Hamilton,
and the contractor is the Canadian White Company, Mon-
treal. The contract calls for the completion of the building
ready for occupancy by August 1, 1907. — Railway & Marine
World.
January 116, 190".
ELECTRIC RAILWAY REVIEW
123
HANDLING OF ACCIDENTS AND CLAIMS.'
BV E. C. CARPENTER, INDIANA I SflOH il:n rIOS OOMPANT,
There are about as many ways of handling accidents and
claims as there are claim adjusters and general managers;
very few operating along the BUDe lines: each working along
whatever line he has found practical for his company and
the conditions under which it is operating.
The best way to handle accidents is to prevent them,
and it is wise — and dollars are saved — to employ the best
and most intelligent men to be had in the various depart-
ments of the service, thus securing the best results from
every standpoint, bin. as accidents will happen, we shall treat
the subject somewhat as the auctioneer who still had "one
more left."
In a general way. accidents should be handled according
to the policy of the company. Should there be no policy in
these matters, then the adjuster should work along fairly
liberal lines and determine what is best for his company, and
gradually establish his reputation in the communities with
which he conies in contact.
In the handling of accidents, every claim department
should have a system of blank reports concerning the various
classes and kinds of accidents that will be suited to
the peculiar conditions of the individual company. For in-
stance, where a company is operating interurban as well as
city lines, the general forms of report should be prepared
to cover all such conditions as nearly as possible. Then there
is the "trouble-report" blank for troubles occurring on cars,
such as ejectments, controversy over fares, or assaults by
either passengers or trainmen: blanks for securing names
and addresses of witnesses; an employe's blank for accidents
to employes in shops, substations, machine shops, track con-
struction, etc.; stock reports for stock killed or injured; tele-
phone reports I the dispatcher in case of serious or
fatal accidents, in securing short and concise Information
when accident is first reported; delayed-baggage report blanks
for agents' used in securing immediate report where baggage
Is delayed in transit: the usual release blanks covering the
various kinds of claims on the part of employes, passengers,
other persons, or property, that may be made under the
laws of the state in which you are operating; indices for
iccnrate record of accidents, both daily and alpha-
betically, etc. Thus equipped, the claim department is ready
for active work.
The prompt reporting of all accidents, bad. slight, trivial.
and tl Beemingly no importance, and the securing of
accurate information regarding them, is of the utmost Im-
portance in the proper handling of those matters; and right
[■'•nation department, as well as the
others, should the utmost care, and adopt Vigo
mea- ■ •■ that employes shall make immediate reports
of all accidents, and see that such reports are promptly for-
warded to the claim department, and proper discipline should
be admiii to obey; and, further, thai Infor-
mation concerning accident ot be given to any one
except the proper officials ot the camp
The growing tendency upon the part of Injured parties
to rush off to attorneys ami sue tie- company tor real or
Imaginary Injury, I .at Importance tfl have all
in detail most promptly. This will give
tie- i opportnnlt] tor prompt action In
may be Is 'If blind or
es, or th< I .hich. in the opinion o
torn! to anything sad arc too trivial
the trouble oi taking witnesses, that give
ible. Kaki OOth <-noiigh t0
ami have this kind of a story, then
pear with more witnesses than the company, with
Ither compron
liberal rerdlci found foi the plaintiff, where, bad the
ind promptly repot t< d Hi .
woold
ami which i
rim- for til
' Imperfi
! to it . 'I he ■
department, under existing
aid on tl
! ulib Ue-
agents, and as soon as a person presents a baggage check
and it is ascertained that the baggage is lost or delayed, the
blank is filled out, giving the name and address of the person
holding the check, the firm and address represented, check
number, where checked, destination, via what route, and
value, including contents; this constituting the first part of
the report. Suppose baggage is delayed for two or three days
— finally reaching destination — the party holding the check
calls for baggage, the agent, who still has the report, fills out
a receipt, which is the second part of the report, showing con-
dition in which baggage is delivered, date and hour of deliv-
ery, and secures the signature of the owner. This determines
accurately the condition and time of delay, and reduces tl
port unity for making a claim to the shortest possible length of
time, as well as showing, under signature of the owner, tl
act condition of baggage. After this is done, the agent tills out
the third part of the report which gives the agent's report as
INDIANA UNION TRACTION COMPANY-
DELAYED BAGGAGE.
Rtprticatiag
Kiod of b*gxmfr
Shipped fro as
AdUmsj
l Mrr . . _
i*. Ww —. . -. ,
t'aJtfr. lachidiBf coatemt* S-
Keca- "\//'4\» ./f ,.( ikt i&ctT *«r.W t*aVr jix' .
teat* ia Mfl*r eoedttma as nlxn dehrered tu %atd Compear, except m» bemnitter <titn/
A U
■
AGENrS REPORT.
Cmu$e Ot .lilmr
!/daoM*Td. 0V*wi6r (.mM.'.
,.a> IV;.,liw.t
i • lium Itrp^nmtat
A U
r v/
New Delayed Baggao* Report Blank.
to tii oi the d< taj and i
. upon the condition ol be time ol
warding to the claim department and signs H and ends it In.
In tb> II ed from i i ■
under tin- mi
Reports of accidents sen! to the claim department u mall;
do i ill the Information needed, b the
or foundation (or the In Ion w hit '
toiiou, ami this should bs done as quickly as t
will permit.
We have found, iii the investigation of acclden
. oi i tear llabllti ■ ui b ■ coUU Ic
i splendid i ale to follov
full inf., ■ from the train
employes In cl
nl ol He- Injured i
on or the matt
.■mi noting whal will b
124
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 4.
disinterested evidence when the signed statements ol the dis-
interested witnesses arc procured, in this way, you can gather
the fans in b ia tgible manner, so the merits of a chum can
be determined with reasonable certainty. A shrewd investi-
gator can inquire regarding the vital matters of an accident
and quickly develop all the witness knows, and, in reducing
the subject-matter to writing, if he will carefully follow the
line of the conversation and use the peculiar expressions and
language of the witness as far as possible, omitting imma-
terial matters, it is seldom indeed that a witness will refuse
to sign a statement. Afterward, should the witness testify
in court to a state of facts materially different from the
statement, he can lie confronted with the signed statement
and his testimony discredited.
In the Investigation of accidents, it is absolutely essen
tial for the investigator to have a sufficient knowledge of
the law to know what constitutes negligence, not only of an
injured person, but the company as well. He should also
have a general knowledge of every department of the service,
for the reason that the rules of negligence differ in cases of
employes, passengers, or a person who is neither an employe
nor passenger. He should be sufficiently competent to so
frame his sentences as to state facts clearly and concisely,
and avoid the use of statements that are not clear or are mis-
leading. When one has a witness who knows the facts about
an accident, put these facts in such a way that there can
be no misunderstanding, and such a statement will be doubly
strong in refreshing the recollection of a favorable witness,
or of contradicting an unfavorable one. in court. These points,
we believe, demonstrate the advisability of employing men
of sufficient capacity to grasp the situation under investiga-
tion.
We have thus indicated a general plan pertaining to the
investigation of accidents, but there is one class of accidents
— those resulting in death — where a different line of investi-
gation should be followed: In this class of cases, the com-
pany's employes should be required to report at the office
of the claim department immediately after such accidents, and
before information of any kind is given to any person, where
full details should be secured by the claim department, after
which short affidavits covering the main facts of the accident
— free from objection — should be prepared, so that the em-
ployes can be taken by the claim adjuster before the coroner
and an affidavit sworn to by the employes. As a rule, cor-
oners are satisfied with a general statement of fact, and they
should not be misled, but coroners are usually doctors, and
they are very likely, if left to their own resources, to ask
about minor matters and secure statements from employes
that would be embarassing in court and hard to explain away,
as such statements are reduced to writing and sworn to by
the employes. It is far easier to prevent employes from mak-
ing embarrassing statements in this way than to have to ex-
plain them away after they are made. The claim adjuster
can signify to the coroner his willingness to assist in the
investigation, thus placing himself upon friendly relations. In-
vestigation should, of course, be conducted independently of
the coroner, so as to develop the facts rapidly, and, where
desirable, the names of reputable witnesses can be placed
before the coroner ( whose signed statements have already
been procured by tne claim department), who will corrobo-
rate the employes and relieve the company from criticism.
While ostensibly, as well as in fact, aiding the coroner, the
investigation can be retarded sufficiently to enable the claim
department to first interview all witnesses, thus developing
the names of the proper persons to place in the coroner's
hands.
This gives some idea as to the manner in which acci-
dents should be handled with reference to the investigation.
The question might aptly be asked: Can the claim de-
partment be of any service to the company in the investiga-
tion of accidents, aside from the mere development of facts
upon which to enable the adjuster to make a settlement or
reject a claim? We believe it can.
The claim department is, or should be, the one disinter-
ested department in the investigation of accidents, and every
facility should be given to enable it to have the fullest in-
formation regarding matters about which it is necessary to
inquire. An accident occurs, perhaps a derailment, the trans-
portation department, anxious to be relieved from responsi-
bility, claims a faulty track; the track and roadway depart-
ment says, bad judgment of train crew in rounding a curve;
or, perhaps, trolley came off and pulled down wires, — -trans-
portation department claims overhead work in bad condition,
not lined up properly; or headlight or trolley base out of
order, etc., the electrical and motive-power departments say,
no, the trouble was due to fast or reckless running or some
other cause. The claim department should pursue the mat-
ter as carefully as possible, and, when the real facts are
known, make report ol same to the general manager for his
information.
Then, again, in investigating accidents in the various
departments of the service, wTeak (daces will develop to which
attention can be called and considered by the proper officers.
For instance, some dangerous machine in the shops is not
properly guarded as the law requires: there may be an exit
needed from a dangerous place where men are required to
work about the boiler room or elsewhere; foremen or heads
of departments may not understand fully the necessity for
properly instructing employes regarding the hazards of the
work for which they are employed, or of giving additional
instruction to employes where they are assigned to work
more hazardous than that for which they were employed;
the incompetency of conductors or motormen, or others, for
one reason or another, may come to the attention of the
claim department, and in all such matters valuable service
can be rendered by promptly reporting them to the proper
officials. It will be necessary, however, for the claim de-
partment to show by its work its disinterestedness and its
willingness to place above every department, its own in-
cluded, the good of the company which it serves.
Settling of Claims.
This part of the subject assumes that there has been
some one chosen to handle claims, and we will assume it to
be the claim adjuster. I have heard of instances (I am
pleased to say it. has not been my personal experience) where
the hands of the adjuster were so tied by foolish requirements
that he is not able to get good results. Some managers have
so little confidence in the ability cf their adjuster that they
compel him first to ascertain what a claim could probably
be settled for, then report back to the general manager or
general attorney, then go back to the claimant and see
if he cannot do a little better, then report back to the
real adjuster, the general manager or general attorney, and
get instructions to settle at one-half to two-thirds of the
amount the adjuster had reported, again making trips to see
the claimant, until all parties become so disgusted that the
claimant goes to his attorney and brings suit, with the re-
sult that, in cases of liability or of close question, the com-
pany pays double what the adjuster could have settled the
case for in the first instance.
If the officials of any road do not have confidence in the
ability and judgment of their adjuster, they had better kick
him out and get some one in whom they have confidence,
and it will prove a benefit to both of them. By all means, if
you expect good results, do not hamper the claim agent in
his work by any such foolishness. No one but the adjuster
can appreciate the delicacy of a situation when it reaches the
critical stage, and he knows, or should know, better than
any one, when he has gone the limit in the settlement of a
claim, or when the claimant has reached the lowest sum at
which a settlement can be made. Then is the time to settle,
instead of going back for instructions, giving the claimant
the opportunity to change his mind.
An adjuster is not necessarily a peculiar individual, but
he should possess some qualifications to fit him for this work.
At the recent convention at Columbus, O., this question was
asked: "What qualifications shall a claim agent possess to
be successful?" One of the answers given was the follow-
ing: "Prepossessing appearance; a personality that attracts;
level-headed, with a sufficient fund of common sense to read-
ily adjust himself to surroundings; good judgment (especially
of human nature), and with morals and character above re-
proach." While I am sure many of us do not fill all require-
ments suggested, the more nearly we approach the ideal, the
more successful we will be.
The settlement or adjustment of claims must, necessarily,
be governed by the policy of the particular company repre-
sented. To my mind, there is but one right policy, and that
is, every case should stand upon its merits; if the company
is liable for an injury done, pay what is reasonable; if not
liable, or unjust demands are made, stand upon the rights
afforded by the law.
There are cases, of course, which should be treated some-
what more liberally: For instance, in case of death from an
accident where no liability exists, many times settlement can
be made for reasonable funeral expenses. This should be
done. A serious accident resulting in permanent injury, pos-
sibly the loss or partial loss of an arm or leg, can at times
be settled for actual hospital and surgeon's bills; it is wise
to do this, especially in cases of minors. It is also a good
policy to be somewhat more liberal in settlement with em-
ployes than with persons having no connection with the com-
pany. If employes undersand that they will be treated with
a reasonable degree of liberality in these matters, law suits
from this class of cases will be very few.
January 2fi. 1907.
ELECTRIC RAILWAY REVIEW
125
In cases where there i* a question as to whether or uol
the company is lianle tor an injury done, you have about
even chances with the claimants before the matter reaches
the court, although in court you must expect that the sym-
pathy of the court and jury is likely to be with the plaintiff,
for many times the courts treat cases much as the Justice
of the peace in Kentucky, who said: "Of course the plain
tiff had a good case, or he would not have brought it." It
is necessary, in view of the prevailing conditions, to make a
very clear defense before a cot [oration can esca] e a Judgment
for the plaintiff. In this class of cases, before a suit is In-
stituted, the adjuster can discuss the merits of a claim with
the claimant, or his attorney, with a far greater degree ol
confidence than in liability cases, and usually s. cure a rea
sonable settlement
In cases where the company is clearly liable, about the
only ground the adjuster has upon which be can stand is to
know his man; touch him in bis vulnerable spot; ascertain
what the real Injuries are; appeal to the claimant's sense of
fairness in the most effective way. and make the best settle-
ment he can that is satisfactory to both parties.
In cases of non-liability, where the tacts are clear,
rule, there should be oothlng paid. It is this class of cases II
pays to contest in court and win. This will give the com-
pany a reputation for fair dealing and only contesting cases
where unjust demands are made; and with this sentiment pre-
vailing, a corporation will have more nearly even chances in
the class of cases where large amounts are demanded tor
trivial injuries when n become- j to take chances
in court. The effect is that other claimants, who hear of
these results, will come direct to the company tor the ad-
justment of their claims.
Just here, I would offer the suggestion that there is too
little attention paid to giving publicity through the medium
of the daily press to cases tried in court with tavorabl
suits for the company. It should be a part of the work of
the i< z il department, through local counsel, to see thai
local papers publish thest matters with other news items.
in cases of injury to or property, damage, it pays to
be reasonably liberal in the adjustment, as the amount In-
volved Is usually small: and, should suit be brought, II would
likely be before a justice of the peace, which means a
ment against the company every time, necessitating an appeal
to the circuit court, and taking chances On the
case there. The expense necessary tor defending the mi
- as much, or more, than would have been paid in settle-
ment In the first instance.
There is one class of accidents in which the ad
ihould be "Johnny-on-the-Spot"; in collision cases where
• injured. Then, are but few matters thai "ill
boroughly shake a company, from the president down to
th<- train crews <ioin^ the damage, as a serious collision be
11 trains when- many passengers an Injured Thousands
Of dollars are involved. It may !>•• a critical time in financial
matters with the company, and might mean a receiver. It
U in cases of this kind where the attorneya tor the com-
pany get "cnid feet" an Settle; settle at any p
and thej are usually seconded bj the management, Here is
where the adjuster must show his nerve, if he lough
to handle the situation, and the officials have confidence In
him. wen and good; if on the other hand the adjuster can-
not mastei the situation, and is forced to call upon all the
officials for assistance, many of whom may be Unfitted and
Inexperienced In sucb work then the situation is deplorable.
• "ti band at adjusting ran D might]
mistakes, and do 11 unintentionally. There an few oi the
officials outside of the legal departments (and this is nol
ng any reflection upon their ability in their own del
-i who understand bow fully a claimant's right! extend
: tb<- law, and bow to prepan ma(
Brewing out • nry. Take tie- case ol • > ml
'bough the p'-isuii injured be past twent] years, but
the personal signature would nol bind the
claimant, and be would still have the right to sue th<
within i
■ • rub- applies to all miooi Can i Ind
i iii ludi ■ b] propel
pro* • rhen the parent ■ '
which n
in tbi d woman, not onlj the claim of the
Injured pa tied, but the claim
of the husband foi Incl
In talkln. itlon la la
lied In id- extent of the In i when tin- amount
i u|xiti it ment that
out ol the In
ilg iatui
himband nl Should th
lease cover onlj a part of the claims growing out of an in-
jury, the settling of one pan amounts to an admission of
liability as to the Others and suit can be instituted for what-
ever is unsettled. Should this matter be taken up again, look-
ing to the adjustment of some portion of a claim left un-
settled, it is always nunc difficult to secure a reasonable
tlement than had it been done in the lirst instance
Quick action in the c.is, s of clear liability is more de
sirable and In m ist cases settlement should be upon
at first meeting. In cases of very serious Injury, this is not
possible, as it is not expected thai seriouslj or permanently
injured persons will settle tor a trivial sum; and even II the]
did, the settlement could be sel aside.
The larger companies have a decided advantage over
Smaller ones In Ibis class of cases. They usually have
more men in the claim department upon whom they can call
In cases el emergency, using their investigators jn the ad
lustment of the minor claims, in collision cases wh«are
My 1110 or more persons ma] receive more Or less in-
jury, it is best to put just as many competent persons as are
available at work securing settli ment before ambulance
chasing lawyers have time to gel at work, thus covering the
ground quickly; and. where settlements cannot be made, i i
establish friendly relations with Injured persons.
The manner in which the lasl serious collision on the
lines of our company was handled will Illustrate this in a
practical way, if you will pardon the personal part of the
Illustration:
mi September3, last, two sections of a train collided in a
curve near Peru. Three cars, well filled wiiii passengers
(over 800 in all), were in the wreck. \ lame number wen
or less injured: many received serious Injury; a tew
.■scaped without injury; no deaths have resulted. The na
Ol 166 Of the passengers were secured by train crews. Most
of the doctors in Peru were called, and some from Kokomo
were pressed into service. The writer was in Detroit, Mich.,
when lie tiisi learned of the accident On reaching home, as
qulckl] as possible, an alphabetical lisi of passengers, with
a memorandum of Injury, was prepared, and a letter of In
qulry at once mailed to each. Inquiring as to injuries and
requesting prompt reply. This quickly developed those who
had sustained Injury, either serious, slight or trivial, as the
next day replies began coining iii and the department was in
touch with the individuals who needed attention, and. judging
from the wording of the replies, the cases needing most
prompt attention were quickly looked after, lasts were pre
pared and a force ol three men (a dozen would ba\e
better) were put to work, each taking his own list so as nol
to conflict in the work, wilb the result that in 10 days 67
releases bad been secured; by the close of September I I !'
bad been settled with (this number exclusive of 39 "lliei
releases In other matters taken during the month), and by
November in settlements bad been made. \ tabulated
ment at that time was prepared, in which was shown the
part] injured, name ,.i injury, amount paid in settlement,
and the probable amount ol verdict had the matter been con
te8ted In COUrt, and we bad at that date made a net saving
riom the on,- accident oi over 116,000, not Including an]
attorneys' fees 01 costs Incident to the matt
since that time, several ol the more serious cases have
been settled. Onlj five suits have been Bled on mai
mowing oul of ibis accident, one oi winch has since
ettled, and, o far as we Know up to the present time,
Moment has been made with all but six persons. Including the
lour in suit.
We can demonstrate with reasonable certalntj thai we
have saved the companj on thii one accident alone ovei
|20,
what ,-.i id the aliunde oi the claim department bo
toward the lawyi Oui expert been that Ian
i uie ho. iid be treated md they should be pro
lenient made, except In cases where lav
are known "ambulance-cl bad odor These de
Idei at Ion, for i hair onlj mot ho is to se
blood-money, ami the) will resort to almost an) means to
re Inclined to be fair In their deal
though high In pi lo > ill) have the abilit)
• fully as Pail .1 the] nail* ,o . and allov
must be in. ei. .1, iiiiii iii mattei ol 'bar liability, li Is
better to beat them to th< case and gel n tattled >■
tiled
u but about the dot tor? V power behind i hi
throne Doctors usuallj have n Influence with theli
md can do n wllb ibem than any
tunalely, reputable doctors often look upon the legal pi
ion with an i'ii. of suspicion and will, 11 protected In theli
blllS, IIHHI
f 1 lend with 1 hi
1 hi ' lalm di 1 ai Hi 1
126
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 4.
reasury." In one respect, all money paid out is a clear
loss. In what department, however, is there a greater oppor-
tunity to save money? Take the cases of serious trouble. —
if properly handled, there can be a larger per cent of saving
than in many of the other departments. The competent ad-
juster will guard the dollars in the treasury as carefully as
though they wire his own. He should have every encourage-
ment to keep the "rat-hole" as small as possible, and, in
order that this may be done, no bill chargeable to the claim
department, large or small, in court or out. should be paid
without the approval of the claim adjuster.
Where a claim department is conducted along the lines
indicated, the result should be a small per cent of the gross
receipts paid out, and a large saving for the company.
THE COST AND SALE OF RAILWAY POWER.*
BY G. H. KELSAY, INDIANA UNION TRACTION COMPANY.
Cost of Power for Rental Purposes.
As to what factors should be involved when estimating
the cost of power for the purpose of sale, there exists a differ-
ence of opinion:
First: Cost covering only fuel, labor, repairs, lubricants,
wastes and miscellaneous material.
Second: Cost covering in addition to the above, inter-
est, taxes, depreciation on equipment and we might justly in-
clude legal expenses in connection with damages arising from
the generation, transformation and transmission of such
power. These costs truly and logically belong to each and
every kilowatt hour of power sold and each unit of power so
disposed of without due regard to such items will surely make
it that much harder for a company to make a good power
plant showing.
Interest and Depreciation.
Then the question arises as to what per cent interest and
depreciation shall we add to the fixed charges, such as labor
and material, insurance, tazes and all other expenses logically
arising from the operation of a power station and transmis-
sion line.
The rate of interest is quite easily determined and on
this there is not much room for discussion. On the other hand,
the rate of depreciation will depend on the class of equipment
and the portion of the power of transmission system which is
being considered in the particular problem involved, such
rate being necessarily of a variable quantity, ranging from
practically zero to, in certain electric railway apparatus, as
high as 15 or 20 per cent.
On this subject railway men will express different opin-
ions. Some will say that what we take as a depreciation
charge should truly be a daily maintenance or repair charge,
or that we should keep our equipment up to a standard at
all times, while others will say that such depreciation may
finally be taken care of by the increased earning capacity and
increased value of the franchise of a property. However, a
certain per cent should be allowed when selling power to
cover what may be termed depreciation, for there will surely
be a day of reckoning when we will require new and better
equipment or must replace miles of transmission pole line.
To illustrate by an example; on account of the deprecia-
tion on a transmission line, the arms and insulators were
obliged to be replaced when such arms had been up only six
years. This would indicate that 16 per cent should have been
allowed each year to take care of the renewals of the arms
and insulators so that it would not be such a heavy burden
on the road for one season.
The same principle will certainly apply to most all de-
tails of the power equipment of the road, but what this rate
of depreciation should be is a very much debated question
and on which there has not been enough consideration.
Xot all managers would care to operate their roads, buy-
ing their power and renting transmission lines and distribu-
tion circuits from another company, paying for such power a
reasonable rate for interest on investment and a fair rate to
cover depreciation on the plant and lines, taxes, insurance
and all other expenses chargeable in addition to labor and
material charge for such power; primarily because a fixed
rate to cover depreciation has not been regarded as one of
the charges in the operation of a power equipment and to add
a conservative rate to the cost of power would very mate-
rially increase the per cent of operating expenses of a road as
against the showing that is now being made.
Many times statements are made as to what power is
really costing, mentioning such figures as 4% mills, 5. 6. 7 or S
•Paper rear] before the Centra] Electric Railway Association.
Indianapolis. Ind.. January 24. 1907.
mills per kilowatt-hour as the case may be. which covers only
labor and material charges.
Quoting from one of our recognized authorities on elec-
tric railway engineering who writes as follows: "There
is a great difference between the cost of power computed from
fuel and labor alone, as is often done by those who like to
deceive themselves, and the cost with all the items of inter-
est, repairs and depreciation relentlessly footed up. It is not
unusual to find the item of depreciation deliberately neglect-
ed in computing the cost of power and in other estifhates.
Street railways have been particularly prone to this sort of
financial juggling — it is so convenient to increase the capital
account for "improvements" instead of withholding dividends
really unearned or shouldering a genuine deficit."
You will note it is not extremely hard to interpret this
pentleman's views as to the propriety of a depreciation
charge. We are not justified therefore in making a price for
the sale of power without giving due regard to a certain per
cent to take care of certain expenses, calling them deprecia-
tion charges or call them what we may.
Size of Plant and Cost of Power.
In small plants the labor charge is proportionately large
and fuel is also large on account of the inefficiency of small
units. In larger plants of 1.000-kw. output equipped with
approved machinery, the labor and fuel charge decreases very
slowly by an increase of the size of the plant, which, however.
depends to a large per cent on the character or demand fac-
tor of the load which it must handle.
(The author exhibited a curve showing the effect of the
increased size of plant on the cost of power per kilowatt-hour
at the busbar, this including only fuel, labor, repairs, lubri-
cants, waste and miscellaneous material. )
You will note (curves exhibited) three curves plotted
showing cost of power in plants ranging in capacity to as
high as 2,500 kilowatts. These curves are given, showing
costs per kilowatt-hour for an average output with 40, 50 and
70 per cent of the normal working capacity. These curves
are plotted assuming coal worth $3.00 per ton delivered at coal
bins and interest and depreciation are grouped together at 10
per cent per annum. This is somewhat higher than the price
ordinarily paid for coal in this locality, but the curves as
plotted show some very important facts; that the cost for
power per kilowatt-hour at the switchboard is very much
higher when including interest and depreciation and is very
materially affected by the load power factor.
Cost of Power at Distribution Points.
An estimate of the cost of power at some particular point
on a railway system involves some very nice calculation and
deals with somewhat uncertain factors, unless proper record-
ing and indicating instruments are at hand for making some
determinations.
The true labor and material cost of electric power at
power plant busbars is very easily estimated, but a great
amount of actual data from existing stations are often value-
less on account of not being carefully and completely worked
out, and it can readily be shown that there is a great differ-
ence between the cost of power, computing only fuel and labor
and material items as against the cost of power with all the
items of interest, taxes, and depreciation carefully footed up.
Possibly the most practical wTay to determine the cost of
power at any point on a railway circuit is to take the cost
at the busbars of the plant as a basis for calculation. This
can readily be determined, as a definite sum covering all
costs chargeable to the production of each kilowatt-hour of
power, by dividing by the efficiency of transmission and trans-
formation to the point of delivery and adding all the costs
chargeable to the transmission and transformation of power,
such as labor and material charge on lines and substation
equipment, taxes, interest and depreciation on all apparatus
from power station busbar to point of delivery.
If the power station and substation are equipped with
wattmeters for carefully measuring all power, the material
and labor cost of direct-current power at any substation on a
railway system is fairly well determined by dividing the total
labor and material charge for generation, transformation and
transmission by the total output of all substations for a given
time. This cost will be different at different substations on
account of length and size of high-tension line and character
of load on high-tension line and substation.
If power is sold at a point midway between substations,
losses in the direct-current feeder will be of some magnitude,
depending on the railway load and the size of feed copper and
the distance between substations.
In figuring cost of direct-current power as delivered to
a consumer when located at a point on the railway line some
distance from the substation, there should enter into the cal-
January 26. 1907
ELECTRIC RAILWAY REVIEW
121
culation on such estimated cost, quite a number of elements
as follows:
1. Loss In direct-current feeder and track to substation
Z. Rotary and static transformer losses and batt- • - where
same are install* d.
J. High-tension transmission :
4. Power house transformer toe
5. Labor and material costs in maintenance of line.
S. Operation and maintenance of substation.
•peration and maintenance of power house
8. Fuel charges for power nous.-
9. Interests, taxes, insurance, depreciation and any miscellaneous
- on all power station and substation apparatus and
transmission line.
The efficiency of a railway system from the power station
busbar to the car or to a power consumer located at a point
some distance from the substation is an element which enters
into the cost of power to a degree ofttimes greater than at
first thought, ranging from possibly as high as 85 per cent on
a direct-current system with ample feeder capacity and me-
dium loads to as low as 50 per cent on an alternating current
system with heavily loaded high-tension line, lightly loaded
substation and heavily loaded direct-current lines.
The following figures which are of considerable value were
calculated by Mr. A. S. Richey and given in a very compre-
hensive paper on cost of electric railway power production
and transmission in the state of Indiana, before the meeting
of the Indiana Electric Railway Association in January. 1905.
These values are estimated from a total of all railways
generating and transmitting au alternating current, at that
time operating in the state. The figures show the per cent of
efficiency of the various portions of apparatus from power
station busbar to the car consuming the power.
Per cent.
ip transformer- '.'(
Efficiency of transmission lines 97
Efficiency of step-down transformers
Em l< 80
Effl< current distribution SO
Oombin*-'! .". t
The efficiencies appear at first sight very low. but a little
■\ill show them to be very logical and represent
very close actual conditions when considering an average of
all roads operating in the state two years ago.
i The speaker referred to a sketch showing the general
method and results obtained in determining the cost of powei
at the busbars of a certain substation when the power station
was equipped with two 50-kw. units with an average load
of 63 per cent of one-half of the maximum capacity, i
In the calculation, depreciation which was taken at 71-..
per cent was figured on 63 per cent of the total cost of the
plant and interest was estimated at 5 per cent on the total
Of the plant. Depreciation was figured on a transmission
pole line and substation at the rate of 7'-.. per cenl exclusive
of copper on which there was no depreciation charged. Inter
est was charged on transmission line and substations at the
rate of 5 per cent.
-timating the coat of transmission of power to a sub
■ ■n only that portion of the expenditures on the pole line
should be considered which were made necessary on account
of such transmission line; that is. that portion necessary to
carry the transmission circuit that is not required to rapport
trolley wire, feeder and telephone line.
The obtained by the calculation show that S.0257
should be real tHowatt-how on direct-current powei
■old at the direct current busbar at the substation.
her calculation of the cost of power at the direct-
tain substation locate.] in miles from
including all labor and mate
rial charge. :, per lad I per cent depreciation
J" 1" per kilowatt-hour.
culation to determine 0 power de
10 miles from a power station realii
ill labor and material charges ami ■
for I] in figuteil i be $ 016
|x-r kllowat ■ hour
At tr Ided to a plant when the
ich lower be but little net labor
rale ol In
'he theoi ■ h amount as I realized
and above the latxir arid i
Of Dower for the railway load ThlM
its lii a better showing for the power plan
■Kit for the rallwaj i
Thin certainly Is not a loglrnl way t
power and finally will result In a poor lnv<
Developing a Demand for Rented Power. Does It Pay?
The developn ■ . ilwav
power nwiH»arlly depends on tl
company can give and the adaptability of such power for the
consumer. The time when service is obtainable from a rail-
way circuit includes, on most all railways, all hours except
from two to four hours in the morning. These hours are the
ones during which the consumer will prefer to do without serv-
ice if he has a motor load, but result in a disadvantage if he
is a light consumer. With a properly developed power and
lighting load the railway companies should very profitably
furnish all-night service over their entire lines except at such
intervals of time as are required for linemen to make repairs
on the high-tension line, or other interruptions in the service
which are beyond the control of the railway company.
The kind of power that a rallwa] company can make a
ssful proposal to furnish, covers practically every de-
mand for power that can be asked for. where such demand
will warrant the installation of the necessary apparatus. Five
hundred-volt motor service can be handled at all points along
the lines of a railway company where the voltage on the
feeder is sufficiently free from fluctuations to permit such a
r to operate.
A very successful alternating-current motor service can
be furnished at any point along a railway line where there is
a transmission circuit and where the load will warrant the
investment in the necessary step-down transformer apparatus.
Lighting from railway circuits may successfully be accom-
plished in the small towns through the medium of step-down
transformers and local distribution at any common operating
voltage with either two or three-wire system, furnishing 25-
cycle current for such lighting, or. by means of motor-genera-
tor set in addition to the step-down transformers, approxi-
mately 60-cycle current can be Furnished and all the advan-
tages obtained as furnished by our local lighting companies
There may arise a question as to the service obtained by in-
candescent lighting from 25-cycle current, but such lighting
is being done at a great many places without any complaint
from customers on account of the low frequency of such cur-
rent.
Incandescent lighting service can be accomplished through
the medium of step-down transformers and low-tension alter
natlng-currenl distribution circuits, the railway company e\
periencing but a small per cent of Joss From the high-tension
line to the consumer and proportionately small first cost on
equipment Such an installation would not require constant
attendance.
Axe li^lns can be furnished directly from direct-current
feed-wires, operating five or six lamps in series: thus giving
lent service where the voltage regulation on such cir-
cuits will permit such lamps to operate, or If the direct-current
lamps cannot be used, 60-cycle arc lamps can be furnished and
operated through the medium of a motor-generator set at any
town through which the high tension power line passes
Nernsl lamps operating on 25-cycle current win gi\.
satisfactory results as is reported by the manufacturers, ami
as has been proven by a number of installations a' various
places in the east. Successful operation of Wrust lamps re
quires good voltage regulation, bin the efflciencj oi a Kernel
lamp is very high and deserves consideration when content
plating a lighting plant Irom a railway circuit
Railway companies should, when going into the bu
of supplying power for lighting, provide their power station
with regulatoi " obtain more even voltage condll
on their transmission lines. However, a careful study of the
voltage conditions on a great many powei lines will show
tar regualtion than is furnished by a great many lighting
companies.
Smaller towns win re the | pie are not acquainted With
the advan electric lights win necessarily be a little
ng hold of a proposition thai might be offered
them, but if railway companies will establish a few such light
log plants, giving the consumers the advantage ol a very
i. it., which the companj can certain!) afford to do. a
. win certainly gron with little .
.hi thl : the railway coinpan\
lb.- fundamental question is. doe; n pay to take up
• i and llghtini along a rallwuv line
When tin- railway companies can deliver power to the
■ current
from 2 to paying ail costs for the generation and
transmission of such power ami a fair rate of depreciation
and Int. • lellVOT alt. -i nal inc current power from the
high tension lit tly to ths rat ill ton n
r..r a price ranging from l '.j cents b
per kilowatt hour paying all costs chargeable to the fur-
nlahli
baodle all
thelt ' profit to thi time
in. r the ad Ing the p
li light and power
128
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 4.
CAR LIGHTING.'
BY K. ('. TATLOB, l\IH\N\ I MuN I'RACTIOS COMPANY.
Few subjects in electric railway equipment have received
less attention and deserve more than the question of the
proper illumination of electric railway coaches. The modern
Interurban car carrying passengers over long distances should
have its lighting arrangements bo designed as to provide
Night View Showing Comparative Headlight Illumination.
sufficient light at all times to give the passengers an oppor-
tunity of being able to read with comfort.
The car should also be provided with a headlight burn-
ing with sufficient brilliancy to enable the motorman to
have a clear view of the roadway far enough ahead to be
able to run his car at high speed in the darkness without
danger or discomfort to the passengers on his train.
Headlight Requirements.
The car should also be provided with sufficient light for
danger signals on the rear end sufficiently bright to enable
the motorman on a car approaching on the same track to
stop in time to prevent a rear-end collision.
The headlight should be an arc headlight with large re-
flector so designed, arranged and constructed as to be a per-
manent part of the car's equipment and if set above the line
of vision of the motorman will give a clearer view of the
track and more satisfactory light both near the car and at
the limit of its range.
The mechanism of the headlight should be strong and
simple and reliable with carbons arranged to burn at least
six days without renewal. In cities where the ordinances re-
quire the screening of the light while passing through streets,
a screen of the ordinary type should be arranged as a per-
manent part of the lamps and facilities provided in the motor-
man's cab for shifting it to either one or the other of its
positions at will.
The headlight should be designed to give a clear view
of the track on a clear night, of 3,000 feet. During fog or
rain or driving snow this range of vision is liable to be cut
down to 500 feet which will be just about as short a dis-
tance as a high-speed car can be stopped. This range of
headlight view will probably call for an expenditure of energy
at the lamp terminals of 5 amperes at 80 volts. This design
will provide sufficient light for the "unfavorable" conditions
of atmosphere and weather, as it is usually during such un-
favorable conditions that an accident or collision is most
•Paper read before the Central Electric Railway Association.
Indianapolis. Ir.d.. January 24. 1 !*ll7.
liable to accur. The headlight of a high-speed car is con-
sidered one of the most import-nil features of its equipments
and hence the reason for advocating as strongly as possible
and with earnest emphasis the arrangement of keeping one
headlight for each operating end of a car.
Tail and Classification Lamps.
Most interurban cars are being fitted up for single-end
operation and when so arranged should be supplied with
electric tail-lights. These should also be arranged as a per-
manent part of the car's equipment. Two eight-candle power
lamps behind ruby lenses give a very satisfactory set of tail
lights. These should be wired up in connection with a clear
light when the trolley is removed or the line current inter-
rupted for any reason. Classification lights equipped with
colored lenses may also be fitted up on the front end of the
car in the same manner as the two tail lights in the rear
and be ready for use at any time it may be necessary to run
the car as a classified portion of a train.
Lighting the Interior.
The arrangement of lights in the interior compartments
of the car should be of such a character as to produce a
pleasing effect on the minds of the passengers. Most of our
high-speed cars have been designed to attract passenger traffic
formerly handled by steam railroads. Our managers have
made commendable efforts in designing and furnishing their
best cars so as to equal or excel the best rolling stock of other
railways and there is perhaps nothing that will enhance the
appearance of the car and conduce more to the comfort of
(he passenger than comes from riding in a well-lighted coach.
There are a great many reasons too self-evident for discus-
sion why a car should have plenty of light at every part of
the trip.
The fact that out of nine interurban lines running into
Indianapolis, the interior lighting arrangements varies from
20 lights to 65 lights per car seems to indicate that there
is still room for discussion on the best method of electric
car lighting. The performance of these lights on the road
and the quantity of light given out seem to indicate there
Night View Showing Comparative Headlight Illumination.
may be room to advocate some improvement in their arrange-
ments.
Arrangement of Circuits.
The usual method of car lighting is to connect five incan-
descent lights in series and put as many circuits in the car
as its architecture will permit, or the fancy of its designer
may suggest. The arc headlight is then connected across the
January 26, 1907.
ELECTRIC RAILWAY REVIEW
J"2'.'
line in series with enough Iron-wire resistance to cut down
the line voltage to 70 rolts across the arc.
Power Required.
With this arrangement, assuming a car with seven cir-
cuits or ::.". lam] s, we then have the following energy con-
sumption per car:
Arc headlight and resistance 8,700 watts
Thirty-five 16-candlepower incandescent lamps. 1,965 wans
Total energy consumption tor lighting 1,665 watts
En> sumed in light by the arc 315 watts
Energy wasted in heat in the arc 2,385 watts
In othei words there i> energy enough wasted through
the resistance of the arc to furnish more than sufficient light
for the interior of the car.
Resistance and Regulation.
Since the arc lamp as at preseni arranged seems to be the
pivot point around which an] suggested improvement might
be made, let us assume that enough incandescent lamps are
inserted in the circuit to take the place of the resistance and
furnish the interior lights. We have a net saving of 1.965
watts per car while the lights are in service. So long as the
line voltage remains constant and the resistance of the lamp
filaments remains constant, with this arrangement the Interior
lighting effect in the car will be quite satisfactory; hut un-
fortunately it is very difficult with the very best possible de-
sign of feeder arrangement, without involving enormous ex-
pense, to maintain anything like a constant voltage over the
entire system or even a lair average, and especially is this
true on long interurhan lines and the results are in a great
many cases that the interior lighting of the car becomes very
unsatisfactory, indeed. The obvious remedy tor this fluctu-
ating line voltage would be to insert in the light circuit some
form of regulator or other apparatus to maintain a constant
potential on the light circuit Irrespective of the fluctuations
on the line Several sv ior the accomplishment of
this desirable condition have been advocated, but so far as
known none of them has met with a very conspicuous suc-
cess. A design for this purpose lias recently been brought to
my attention in which a portion of the current from the head-
light resistance is used in regulating the lighting circuits and
the balance "i the resistance current is used for lighting a
nunii It signed arc lamps for lighting the In-
terior of the car. This system seems to merit full considera-
tion and I believe is on exhibition at this convention
Another regulator tor railway lighting circuits has i □
designed, which snort-circuits a number Ol 'be lights in the
car. maintaining a constant voltage on those left burning. This
regulating system was applied ti Beveral years ago
with quite satisfactory results There is certainly a demand
for such a device tor interurban service anil it s i- quite
spec! that it will
Use of the Compressor Motor.
in tb- event of no satisfactory regulator beta
to in. is mailer oi constant poti Dtial on the
lighting circuit is sufficiently important to warrant the a
lion ol an Independent motor-gei lighting.
i-known fact tint either the lite "i efficiency ol an
Incandescent lamp win be very greatly affected if run at a
Ithei aboi e oi b< low not tnal vol
In the design of a new car ibis detail could bi
onnectlon with the i or motor. This mo
toi could be designed to maintain peed at a vnrl
abb- voltage and <>f inch capacitj as to run the air com
or and lighting circuit. The lighting generator could be
mounted on the motor shaft and no additional bearings or
frame would be require, |. On the COmprc would be
mounted an automatic air-operated clutch The operation ol
this machine would then be ibis: When the lights wire burn
bag Me motor and generator would run continuously, and the
automatic all operated clutch would throw the compressor part
of thi •! I ii io meet the demand foi compn
air. When ti,e ligl not required the operation ol the
• r would be the -Hue ,i - ;ii |,,. itliu- and
stopping the motoi This device is ho extremely simple
of such i" nd Its results so prolific ol b
ta in giving Han factor] Illumination and long llf< to
i it should apeedll) i>o adopted
New Lamps.
Kfiiii the earliest electric railroading the time
honored Incan irhonfllament rallwaj lamp bai been
the medium of Interior car lighting but It
pel i that further • r light for the
■ I V SOOn be looked for in tin
le form of more efficient lamp Experiment
bave been conducted and incandescent lamps bave been man-
ufactured and tested during the past year, having their fila-
ments made of the metals osmium, tantalum or tungsten,
with the result that the tungsten lamp has raised the stand-
ard of efficiency of incandescent lighting three limes as high
as the present standard and exceeding in efficiency every form
of Incandescent or arc tamp except the vacuum tube and nam-
ing arc. Combined with its virtue of high efficiency the lung
sten lamp possesses the merit of the simplicity of the present
railway lamp and it is hoped ma\ even exceed ii in durability
Given, therefore, a high-efficiency lamp that ma> he made in
small units, offering unlimited opportunities of correct dis
tribution. and a constant potential on the lighting circuit the
proper Illumination of a luxurious Interurban ear becomes a
very easy problem for the engineer. Whether the hlgh-efflcienc]
incandescent lamp or a specially designed arc be employed in
the illumination of the modern interurban car the] should be
surrounded with a frosted or opalescent globe backed up With
reflectors against a white background giving a soft, pleasant
diffusion ol the light in all parts of the interior of the car.
With the car lighting arrangement as outlined the poten-
tial of the lighting circuit may lie made that which is most
suitable for the headlight and the interior lights may be de
signed for that voltage. This will effect, the saving of the
energy dissipated through the headlight resistance. The in
terior lamps may be designed for high efficiency and Hie total
aggregate saving of energy will be the difference between the
present practice, 4,665 watts, and the suggested arrangement.
1,850 watts, or a total net saving of 2,815 watts per car. The
suggested arrangement therefore presents the pleasing pros-
pect of affording an al undent supply of constant light for the
headlights, tall-lights and interior and al the same time ef-
fects a very handsome financial saving per car per year over
the accepted practice of the preset'.! system of car lighting.
A MODEL CAR FOR LONG TRAVEL.'
IIY \V. II. lvv\s, l Mil Winn Is liiveiiox a rEBMINA] CO.
In discussing this topic, it might be well lo say that It
is not my purpose to present a lengthy discussion, but rather
to mention a few points which occur to me as being novel and
possibly in the way of Improvements necessary to meet the re
qnii , moms of a constantly Increasing demand tor a better ami
longer service on our interurban lines. This topic is an in
icresting one to aii connected with the traction Interests, ami.
as presumably it appeals more lo lliose direct!] connected
with the handling of pai n i traffic, it is largely from this
point that the Bubject Is to bi considered
Limiting Conditions,
it may be well ai lirst lo direct attention to a few oi the
things which largelj have prevented the designing ami equip
ping of BUCh as might be called a Model cur This apple
particularly i" the width of ears for Interurban service which
has >o tar I" i n limited to s feet 6 inches over all. This in
turn compel the use ol narrowei Beats ami oarrowei al li
than are used in similar service mi the sleam road cars Wl
they are buiii from B feet 6 Inches to 10 test ''■ Inches In
width. It usually I at t over the line, on
which ii is desired to run Interurban cars, the distatu li
tween track-centers is too narrow, in some Instance)
point is in ciiies where ibe streets bave been I nproved ami
paved, thus making II a verj expensive operation to have the
lied devil: nip widened. But ii would appear that thl
ii. nimbi be corrected in the mar future and
at least should very carefullv be guarded again i ill locating
new tracks or in rebuilding old lines.
This also applies lo em hi angle turns and olhei
i points which Interfere with the operation of cars ol
lent length io accommodate the buslnesi While there
would appear to be some logical excuse tor such restrict!
in cities oi ibe larger class, this trouble is frequent!] found
vv ilb a COmpar it Ivelj small
addii lonal expi oi right-of-way, 'be cui vei could be
made oi sufficient radius lo permit of ibe ea on
cbiHs oi equipment that It I bis to expect the ti
Will require
Overhead Clearance and Track Gauge.
in this connection, i would ■ to call youi
Hon io ibe limited overhead under bridges ami via
duci pai i leuiai k where sts on i Inter
nil. in line \ ibis is a linn when lis
elevation I) taken up in a large ol I
H appears extreme! in I that tn n oom| i boultl
use every effort to gel as high an overhead •
• Pa pi i i, .a i,. fori I Klectrli Rail Intlon,
I ll I o • •!
130
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 4..
possible, keeping in mind the fact that the conditions are
rapidly changing Later it will be necessary to have more
overhead clearance and at this time it is impossible to tell
what the development of a few years will require in the way
of overhead-trolley arrangements to properly take care of the
heavier cars and higher voltage. Structures that formerly
served for the ordinary city street car to pass under with
safety are insufficient to take care of even the larger and later
improved types of city-service cars of today, to say nothing of
the interurban types.
It is well to bear in mind the type and section of rail
which is placed in the improved streets in cities, and above all
to insist that the tracks be laid to standard 4-foot 8%-inch
gauge.
Present and Possible Routes.
The question of suitable cars for long distance travel is
one which is rapidly requiring our best attention, and it will
be but a short time until through lines will be operated, on
which cars will run from five to ten hours, and possibly more,
in one direction. At the present time in the vicinity of Indian-
apolis this service is operating to Ft. Wayne, Dayton, Lafay-
ette, and Connersville, with the expectation that the latter line
will be extended to Cincinnati and through service inaug-
urated. Also that the other lines will be considerably ex-
tended, with the prospect of through service from Indianapolis
to Louisville, Terre Haute, Toledo and Columbus, and at each
of these points connected with the traction system radiating
from those centers.
Suitable Operating Cars.
The type and style of car which appears to have become
the most popular with traction companies is similar to the
cars at present in service on the Indianapolis & Northwestern
system. These cars have been running for some time and
those who have been connected with their operation are en-
thusiastic over this style of car for both local and limited
service. Throughout the middle states this style of car is
being used, I think, by the majority of the lines. It is usu-
ally arranged to run in one direction, but with a control ar-
rangement on the rear platform to facilitate switching and
backing up. should occasion require. These cars are seldom
shorter than 50 feet nor longer than 67 feet.
These cars are 61 feet 6 inches over buffers and S feet
GV2 inches over side sheathing. They are composed of three
compartments. The forward compartment serves for the mo-
torman's vestibule and accommodates the baggage and ex-
press as well as the hot water heater. It is 11 feet Zy2 inches
long. Directly in the rear of this is the smoking compartment,
13 feet 4 inches long, with seats for 16 passengers. The pas-
senger or coach department is at the rear. It is 27 feet i\'z
inches long, with seating capacity for 38 passengers and a
roomy platform at the rear, which can be entirely enclosed, the
step and door openings being on either side. These cars are
liberally supplied with glass in the partitions and there is little
to obstruct the view looking forward, depending largely, how-
ever, on the amount of baggage being carried.
It is a question in my mind, whether, with the increase
of traffic and the carrying of baggage and express on our
longer runs and the fact that a large number of commercial
men are making use of the interurbans and require that their
baggage and sample cases arrive at their destination with
them, it may not possibly (in order to accommodate this busi-
ness) be necessary to have two cars; one to provide liberally
for baggage and express and a smoking compartment, and the
other to be strictly a coach. So far, however, the car men-
tioned has taken care of this question as well as anything that
has yet been devised in a single car.
A car, very much on the same plan as this, is being oper-
ated on one of the Ohio systems, I understand, quite success-
fully, but it is designed to run with the coach department
ahead, the baggage compartment being at the rear of the car,
as in ordinary service. This car is 67 feet long over
buffers, 8 feet 5*4 inches over sheathing and 8 feet 8 inches
wide over all. It has parlor chairs and accommodates 29
people in the coach department and 10 in the smoker, with
separate toilets for ladies, the men's toilet being located in
the rear vestibule at the rear of the baggage room. This
places the hopper at the extreme rear end of the car and
clearing the trucks, the entrance being through the baggage
room The motorman's cab is at the front end and is so con-
structed as to obstruct the view of the passengers as little
as possible, giving practically all of those seated in the coach
department a clear view ahead. The entrance and the exit
of the car are at the front end for both motorman and pas-
sengers. There is also an entrance at the rear of the car.
The doors and steps of this car are placed all on one side,
the left-hand or pole-side of the car being entirely free from
any door openings whatever, and thus forming a very sub-
stantial and solid construction. Particular care has been taken,
with the bottom frame of this car. It consists of six steel
I-beams running the full length of the car, and the floor is
triple, the bottom being steel plates fastened to the sill, cov-
ered with yellow pine flooring and that covered with a floor
of hard maple. The passenger compartment in this particular
car is covered with carpet.
I am aware that this is to a certain extent quite a radical
departure from the usual operation of cars of this character,
and while from an operating standpoint, there may be some
things which would condemn this practice, there are features
which would appear as commendable. Principally among
these is the fact that the passengers boarding the car and
leaving it are under the direct supervision of the motorman.
An arrangement could be devised whereby the motorman
would open and close the door, thus preventing passengers
from alighting from the car, except at the proper designated
stations, and also avoiding numerous accidents from people
alighting from the car while in motion. This applies par-
ticularly to cases where the conductor is required to go for-
ward and flag a railroad crossing, which frequently results
in accidents to passengers at that time. Having the smoking
room in the rear is also an advantage, as it is entirely sepa-
rated from the coach department and the fumes of smoke
are never carried into it. This arrangement, however, makes
it necessary for the conductor to look after the baggage,
which I presume would by some be considered a disadvan-
tage. But it would appear to me that this would be offset
by the safety secured by passengers boarding and alighting
from the car, under the eyes of the motorman.
There is no question but that being able to view the
country from the forward end is a decided attraction for
most passengers on interurban lines, and it would appear to
have a considerable advantage over the practice of having
the observation space on the rear of the train, so long in
vogue on the steam-road lines. Particularly in the summer
time and in pleasant weather this arrangement should appeal
to travelers.
The Future Car.
Being able to look ahead is also quite a relief to passen-
gers who become sick on the cars. This can largely be at-
tributed to looking out through the side windows at passing
objects. The motorman is located in a small vestibule which
is enclosed with glass windows, thus separating the motor-
man entirely from being interfered with by the passengers,
at the same time offering very little obstruction to the for-
ward view.
It is important, however, that the forward or pilot-end of
the car be made as substantial as possible and thoroughly
braced and strengthened in order to withstand any impact
from collision which might occur. In fact, this is a matter
which requires very serious attention from all those who
are connected with the designing of traction equipment, par-
ticularly so on cars which are to be used on high-speed lines.
A considerable improvement has been made in this direction
within the last few years with the introduction of steel into
the bottom framing, and while this leads to a somewhat
heavier car, the tendency is in the right direction, in the
way of securing substantial cars, which should be aimed at
rather more than cars of elaborate finish or expensive in-
terior arrangement. In fact, it will not be surprising in the
next few years to see the all-steel car in common use on in-
terurban roads, judging from the rapid advancement made in
this line with subway and elevated railway cars.
It is possible that the car for longer travel will require
considerably more conveniences than has been the practice,
particularly in the way of toilet and lavatory facilities, and
it is pleasing to note that recently considerably more atten-
tion has been given to this. Toilet rooms of more liberal
dimensions are being designed and in some cases water-
flushing hoppers have been installed as well as lavatories.
These latter, while they considerably increase the cost and
trouble of maintaining the equipment, afford a convenience
on the long-travel cars, which we shall probably be required
to furnish, notwithstanding the fact that on electric lines
very little of the dust and dirt and other inconveniences are
experienced incidental to a trip on steam lines having loco-
motives that burn soft coal.
I would recommend as far as possible that sliding doors
be superseded by swinging doors. This will permit of a con-
siderably more substantial framing and bracing at the parti-
tion of our longer cars, as the sliding door takes up a space
which would otherwise be used to considerable advantage in
securing a stronger car.
The governor of Michigan in a recent message to the
legislature advocates state supervision of electric railways.
January 26, 1907.
ELECTRIC RAILWAY REVIEW
131
LAKE SHORE ELECTRIC RAILWAY ANNUAL REPORT.
At the annual meeting of the Lake Shore Electric Kail-
way at Cleveland, on January 15. President K. \Y. Moore gave
his annual report to the stockholders, which contains the
following statement of the earnings of the company for the
calendar year 1906:
Increase
1906. over 1905
• ngers $796,719.13 $55,197.98
Chartered cars S.687.66 796.17
Freight 37.454.66 12.8S1.93
L". S. mail _\1. 183.61
Milk 1.949.07 91.40
Advertising 2.130.00 330.00
Car mileage 11,886 4,961.21
Interest an.l discount 1,633.39 •!
Miscellaneous 4.641.36 *767.63
Gross income $860,720.16 $72,451.69
iting and t..\- - 476,267.85 47
amines $384,462.31 $24,7S2.07
; aid . 864.lft8.84
Surplus $130,263.97
Other income 6,250.00
Net surplus $136,513.97 $21,688.63
Or 18 per cent.
•Decrease.
1905. 1906
Per cent operation to income 55.33 54.37
Car miles 3,024.393
income per car mile 25.65 26.06
ition and taxes per car mile 14.19 14.17
Net earnings per car mile 11.46 11.89
Passengers carried 4,761.481 4,337.009
Earnings per passenger 15.97 18.17
Earnings Per Mile Track.
1906. 1905.
Cleveland division 60.44 $7,044.00 $6,335.00
Toledo division 62.25 5. 092. mi 4.654.00
Sandusky-Norwalk division 16.30 3.177.00 2.900.00
"ity lines 11.14 5.937.00 5.239 00
Comparative Statement of Gross Earnings Since 1901.
Gross Increase
learnings. Increase. Per cent.
J358.180.35
466.051.35 Jl»7. 870.67 30.01
1903 616.484.23 150,432 88 32.28
1904 659.873.21 43.388.98 7.03
1905 788.268.47 128.395.26 19.45
1906 860.720.16 72.451.69 9.19
The company operates 150.13 miles of track, and has
9.87 miles of sidings and storage tracks. The total bond
issue Is now $7,000,000, of which $4,908,000 are outstanding.
During the year 1906 15% miles of second track was
construct, (i between Rocky River and Lorain, which, together
with the sidings, completes the double track between these
two points. The company owns and has now in service 54
double-truck Interurban cats. 25 single-track city cars oper-
ating in the ci' tnduaky, htarwalh and Lorain, In addi-
tion to 29 work cars, rn.ikiim a total of ins cars. Ten 5n
irban cars were purchased during the year, and
•n lei for 12 additional cars of the same size.
Holding Power of Railroad Spikes.
Tli' of the Department of Agrlciillui-
completed a s<-ries of tests to determine the holding power
of different forms of railroad spikes. The tests wen- made
on ordinal commercial ties "i loblolly pine, oak, chestnut
and other woods, used were of four kinds: com-
mon driven spikes, a driven spike which baa about the same
form as the common spike with a lengthwl s channel on the
away from the rail; screw spikes of 'tie American type;
i spikes similar to those In use on European rail
i differing from the American pike mainly In the
manner of Onlshtng the thread under iln- bead
common and 'tie channeled splki Irlven into
the ties In the usual manner t" a depth "i f i \. • - Inches. A
■ i the bai •■ ot the
for the which ware then
ad down to ■• depth u the driven spikes. The
than placed in iim testing machine and the
required to ps ;,,i(,. su recorded
required to pull common spikes
from 7,000 pounds in white oak to 3,600 pounds in loblolly
pine and 3,000 pounds in chestnut. The holding power of
the channeled spike is somewhat greater. For example,
about 11 per cent more force, or 4,000 pounds, is required
to pull it from the loblolly pine tie. The two forms of screw
spike have about the same holding power, ranging from
13.000 pounds in white oak to 9,400 pounds in chestnut and
7,700 pounds in loblolly pine.
There is a marked difference between the behavior of
driven and screwed spikes in knots and in clear wood. Knots
are brittle and lack elasticity, so driven spikes do not hold
as well in them as in clear wood. In the case of common
spikes in loblolly pine the decrease of holding power in
knots is as great as 25 per cent. On the other hand, screw
spikes, tend to pull out the whole knot which they penetrate.
This increases the resistance so much that in loblolly pine
the increase of holding power of screw spikes in knots is
about 35 per cent over that for clear wood.
ANNUAL REPORT OF THE CLEVELAND & SOUTH-
WESTERN.
The following data in regard to the earnings and ex-
penses of the Cleveland & Southwestern Traction Companj .
for the calendar year 1906, are included in the report of Pres-
ident F. T. Pomeroy, presented at the annual meeting of the
stockholders on January 15. The comparative statement is as
follows:
1906.
Gross receipts $645,849.95
Operating expenses 363.866.39
Nvt $281,993.66
Interest and taxes $179,251.70
Nit to stock $102,741,88
Hizpensea per cent of operation
1L.VV
Gross receipts per day $i "769
Operating expenses 996
Net
Interest and taxes
Inc.
$102,623 20
49.6n
$ 63,020.65
$ 26,559.01
$ 26.461.64
1906.
773
I •-• 1
Net to stock $ 282
Inc.
$281
136
$145
73
$ 72
Earnings.
1906.
Ings $567,412.48
Electric package 26
Freight 23.778.13
iC 16.797.36
Miscellaneous 11
Mall ;>
Park lease 800.00
advertising 2 32
Weighing 111.1
Powi !
[nc
98,667.27
I 399 88
82.99
•646.18
1,401 "i
1 car
1
Bridge servli e
Total $645,849.69
•Dec 1
Passengers Carried.
Paid
1 rled
January
f . brum - J78 1143
April
May .
1
July 1
1
1
$102 a
Run
1
184.1
16
I"
g
181
••17
•I I
ten 1 up 1 tax on pi . pm
pi 1 p., ..•,. 1
mill
ell
■ I in II"
■ '
182
ELECTRIC RAILWAY REVIEW
Vol. XVII No. I
PIPING AND POWER STATION SYSTEMS.— XXVI I.
I'.V W. I.. MOBBIS, M. E.
Condenser Cooling Water Supply.
The economy secured by the use of condensing machin-
ery is such as to warrant considerable outlay in providing
a sufficient supply of water and the apparatus necessary for
condensing purposes. Ordinarily a condenser equipment
will save from six to eight pounds of steam per horsepower-
hour. At this rate for a 1,000-horsepower unit the saving
would be about 10 tons of coal per day which, at $1.50 per
ton, would amount to $5,475 per year. If the engine were
run only half of the total time the saving would be more
than $2,500 per year which, at 12 per cent for interest and
depreciation, would justify an expenditure of $20,000 for con-
densing apparatus. In most cases, however, the condensing
apparatus would not cost more than the amount that it would
save in fuel if it operated one-half of each day for a year's
time. In other words, a 1,000-horsepower condensing unit
operating under the conditions as stated would save about
$2,000 per year after the proper amount for interest and
depreciation had been deducted.
If the supply of water for condensing purposes is reliable
the initial cost of condensing apparatus may be considered
from an entirely different standpoint. The total cost of
buildings, boilers, piping, engines, etc., necessary to develop
one horsepower may approximate $50; then the cost of con-
densing apparatus, including waterways, apparatus, etc.,
would be somewhat less than $4 per horsepower capacity of
the total plant, or about $12 for each horsepower furnished
by the condenser. It will be noted that the cost per horse-
power for any installation is less for a condensing plant
than for a non-condensing one, which will permit the use of
less boiler and engine horsepower if the plant is built for
condensing. It is safe to state that if water is obtainable
for condensing from any other source than city waterworks
the saving in installation and operation will justify the ex-
penditure necessary for condensing apparatus. Many plants
are run non-condensing with an abundance of water only a
short distance away. This fact would seem to show entire
unfamiliarity with the subject of condensing, and for this rea-
son if the subject were better understood power plants
would be located with more regard to water supply condi-
tions.
The water supply should be the deciding factor in deter-
mining the elevation of the power plant. There is, for every
water supply, a certain relative elevation most desirable for
locating a power plant. One of the troublesome conditions
which must be taken into account in determining the datum
for the power plant is the amount of variation in the level
of the water supply. This is often a condition that cannot
be overcome and sc the plant must be designed to accom-
modate the variation in level. An extreme variation is quite
objectionable, although a change of level of four or five feet
can usually be provided for with but little difficulty.
In Figure 239 (11-1) a power plant with high and low
level of water supply is shown in cross-section. In studying
the water-supply problem for such a plant the following
points should be considered: The distance, a, should be as
short as possible and not over 16 feet; this is on account
of pump suction and expense for deep waterway. The dis-
tance, b, should be not less than three feet, which will allow
the suction pipe to be two feet in the water when it is at
the low level. By making b about three feet it would be
possible to operate the plant, even though for any reason
the water should drop a foot or so lower than the previous
low-water level. The distance, c, is the extreme variation
between high and low-water levels. The distance, d, should
be as much more than c as possible so as to give ample fall
for sewers. If it is necessary to make this but 12 inches
more than c. then there should be a sewer valve, e, that
can be used in case of higher water level than that estab-
lished. The distance to the top of the hotwell, f, should be
sufficiently greater than c, to prevent any unusually high
water level (more than el from causing an overflow of water
into the building.
Choice of Location.
In considering the location of a power plant it would be
well to make preliminary drawings of a typical station that
would suit the requirements of the load and with this as a
basis the value of the more probable sites can be weighed
against each other. Some other features that should be
given consideration when selecting a power plant location are
the switching facilities for receiving coal, location with re-
spect to the center of electrical distribution and the labor
question.
If the power plant is to furnish current for an inter-
urban railway too much weight should not be given to the
apparent necessity for locating alongside ol a railroad. It
may be found more economical to use sidings connecting with
two or more railways crossed or tapped by the electric line
and thus handle the coal supply in freight cars drawn by an
Figure 239-(l1-1).
electric locomotive. The availability of two routes for ob-
taining coal will assure the plant a more probable supply in
case of mine troubles as well as afford a protection against
indifferent treatment.
If the plant is for an electric railway but little difficulty
should be experienced in securing operating men from the
towns along the route.
Another feature upon which the relative economy of the
plant may depend is its location with reference to other build-
ings of the same company. If it be located some distance
from the administrative department, shops, etc., much time
will be lost when repairs are to be made and many economies
will be overlooked that otherwise would be secured if the
plant were in closer touch with the management. If the
various buildings can be centralized considerable more invest-
ment will be justified than under other conditions. It may
even be found advisable to obtain the condenser-water supply
from a considerable distance to permit of grouping the build-
ings. Such points should be considered on the basis of the
investment necessary as the results of operation under the
various conditions may easily be estimated.
Supply of Condensing Water.
A knowledge of the geography of the power plant locality
is quite necessary when making plans for obtaining con-
densing water. The chief requirement in such a situation is
"to get water." The amount required may vary, but a suffi-
cient volume must always be available for condensing. Pos-
sibly no other feature of station engineering requires so much
investigation, study and preparation as this one problem.
Evidently there is no ideal condition of condenser-water sup-
ply. The nearest approach to the ideal is when the plant
stands close to a deep, wide stream having but slight varia-
tion in its level. But such supplies are not generally to be
had where plants are needed.
Jf.cuary U 7
ELECTRIC RAILWAY REVIEW
L.SSJ
On the other hand, the station may be l<>, ated close to a
small stream that flows between narrow banks, overflowing
in and almost dry another. This is a typical situa-
tion for condenser water-supply and to overcome its must
serious objections it will generally be found neci ssarj to
build a dam. thus allowing the water to accumulate in a pond
frcm which the power plant supply may lie drawn. This body
of water may then be used as a cooling pond if the water
supply should become less than that circulated by the eon-
denser pumps. Under such conditions the amount et water
- -fS ,*O0.
£-■*..
Figure 2-*0-(l1-2)
necessary to replenish thai lost by evaporation would be little
or no more than that required for boiler feeding.
In Figure 240(11 ill is shown a pond built in the basin
of a stream which formerly flowed between the limits shown
by the dotted lines. The banks for such a pond should be
raised to a height such that the waste water at overflow
times will be confined to its proper channel and not cut
through the banks, but pass over a waste waterway dug
through Arm soil and having sufficient high ground between
it and the basin to prevent erosion. A small overflow should
be laid in firm soil and located slightly below the overflow
Into the waste waterway, thus permitting the circulation of
water in and out of the basin if there is hut a small surplus
Should there be a considerable surplus of water then the con
denser can be discharged away from the pond through the
line, a. and the main supply he kept much cooler. The line, b,
located lower than the bottom of the pond, provide! I ir com
plete drainage.
In the design and construction of work oi this chain ei
no water pipe should be laid in a dam or fill. I'm Instance,
It may appear desirable to run a metal drain From the bottom
of the pond to the downside of the stream, laying this pipe
in the same place and at the same time as the dam is i
Tim difficulty that would arise in such a case would not be
caused by the pipe carrying water through It, as a long piece
of timber would make the same trouble Thai Is, tin- watet
from the pond would form a slight leakage along the surfaci
of the pipe or tlmbi-r extending, through tin earthwork, and
bannel had been col through it would only bo a
short tin.' the hoi. would become enlarged ami the
fill SOI
Th<- earth fill should not be subjected to having watei
pass over it or through it, but it should be carried <■• a
sufficiently high elevation to (ores the waste water to Bow
ii r tii andlstnrtx of like char
This can besl bi act
of ground km that the WS <■ Watei will flov OVST il and
into the down-stream Ide This spin
»uffh from ti,i pond 'o precludi any possibility
of » mk dlvld tint- the
Don will
' d in Ki ■hat tb. imall OVSI Mow
h virgin oil In!
culty met in building such a line is due t<> the tact thai the
pipe is placed in a trench which must be refilled with made
ground. This difficulty can be ov< rcome by making the length
of the overflow line sufficient to prevent water finding its
way through. As the overflow has practically no head of wa
ter above the till which surrounds the pipe, the water b
\or> slight tendeilCJ to leak along the surface. The same
precautions should be observed with the condenser discharge
trench and the trench for the line. a. if the latter is laid at a
high level, say IL' inches hi low the small pond overflow
However, if these lines are at a low elevation, say six or eight
feet below the surface of the pond, it will then be meossar\
to make the trench of considerable length from the pond to
the point of discharge; and to further insure the tightness
of tiie trench and its abilit] bo prevt at any appreciable v
Bow it will he necessarj to puddle the fill, using plenty of
water to settle the replaced dirt, ir clay is obtainable for re
tilling the trenches, then a short trench may be made tight
if care is taken in plating the pipe. In fact, it will be found
possible to make a trench when carefully refilled with clay,
more secure from leakage than the surrounding ground,
if the latter be of a sandy nature.
Too much Importance cannot lie placed upon the neces
sity i r carefull) making the fill below the pipe, because it is
at this point that set page and trouble occur. Referring to
Figure 241-(Il-3) the space, a. would naturally he filled loosely
unless special care were taken, n makes no difference how
far the earth is dropped when bein I. it will slill
pack only at the sides, b, and the more flrmly it is packed
hi re the less able is the diri to move sideways and closelj mi
Under the pipe. The weight of the lill has no tendency to
<
Figure 241- (11-3).
force the lining tinder the pipe and there is no pressure on
the earth, c, dlrectlj under the pipe, unless p >s caused bj de
liberate tilling, wetting and ramming. As this is a part of the
trench when' a channel t an be cut without ihe sides closing
in. ii is Invariably tit this point thai leakages occur through
pipe trenches, as such leakage will continue cutting away the
earth until a sufficient .amount of earth has been removed to
allow the pipe to settle into the opening and cause trouble
from leakake or posslblj breakage.
Whenever there is a lead et water on a trench too much
Importance cai t bi placed upon the details of tilling, t'.n
work ii irj to use metal pipe with perfect!]
tight lolnl
I To In continued, i
Electrification of Railways in Italy.
According to the Klektrotechnlsche Zeltschrlft, eon Idei
aide progress I made in the electrical equipment of
Ins. U am rallwa] in Etalj i be , .,, \ for the
equlpmenl "t the line through the Qlovl tunnel on the M
i in
the \ compan) The total cost i .i at
<'..'"»' i "i \uoth. i lint 'o be i li
i.it through Die tunnel under t he Ippenlm be
Savons and si Oluseppe, the equlpmenl for which
win be supplied bj M< srs. i
in state Rallws Iderlng thi
Ii locomotives In the ectlon Tui In Mod
i on tie i-'ioi. ii, , liologna line
134
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 4.
News of the Week
Interurban Mail Contract.— The Shawnee-Tecumseh Traction
Company, of Shawnee, Okla., has been awarded a contract for
carrying United States mail between Shawnee and Tecumseh four
times a day. Willis E. Fertig, of Shawnee, is president of the
company.
Ganz Car For The Erie. — On February 15 the Erie Railroad
will receive a new motor car of the Ganz type, now being built
by the Barney & Smith Car Company. The trucks, motor equip-
ments, etc., have been received from the Ganz Company, Budapest.
Hungary, while the car body has been built in the usual way in
the shops of the Barney & Smith Car Company.
Transmission Wires Cut by Order of Mayor.— The transmission
wins of the Winnebago Traction Company's interurban line be-
tween Osbkosh and Neenah, Wis., were cut last week by the
' 'shkosh city electrician, by order of the mayor. The city coun-
cil last August passed a resolution ordering the removal of the
high-tension wires and the company had made no effort to obey.
Bill for Cent-a-Mile Passenger Rate.— John F. Joyce, a mem-
ber of the Indiana legislature from Vigo county, is said to have
two bills which he will introduce in the coming session, affecting
interurban railroads. One provides for a passenger rate of one
cent a mile on interurban roads in the state, and the other re-
quires the erection of passenger stations in cities of more than
35.000 population.
West Penn Railways Increases Wages. — Effective on January
1, the West Penn Railways Company. Pittsburg, Pa., voluntarily
raised the wages of its motormen and conductors to 22 cents an
hour for the first year, 23 cents for the second and 2-4 cents for
the third year of service and thereafter. The men were also pre-
sented with new uniform caps, such as used on steam railroads,
as a Christmas gift.
Electric Railway Terminal for Buffalo. — President H. J. Pierce
of the Interurban Railway Company, of Buffalo, N. T., has an-
nounced that within two years the company will erect a large
passenger terminal for electric railways, in the heart of the city,
to be used by both city and interurban lines. By that time it is
expected to be able to travel by electric cars from Buffalo to
Erie, Cleveland. Rochester and Toronto.
Worcester Polytechnic Institute. — The annual catalogue of
Worcester Polytechnic Institute, just issued, shows that the Insti-
tute now has a total registration of 437 students, of which 85 are
in the mechanical engineering course, 60 in civil engineering and
92 in electrical engineering. Several new courses are offered.
The new electrical engineering building is now nearing completion.
To Permit Cities to Own Street Railways. — State Senator
Doris, of Oregon county. Mo., has presented in the senate an
amendment to the state constitution to permit cities of 20.000
inhabitants or more to acquire street railways. The amendment
provides for acquiring existing street railways or property to be
used for street railways by condemnation proceedings, the value
of the property to be determined by a petit jury. Funds for such
purpose may be provided by a bond issue, to be approved by
three-fifths of the legal voters.
A New Electrical Journal. — The second issue of Electrical
Engineering, published every Thursday by The Kilowatt Publish-
ing Company, 203 Temple Chambers. London E. C, has been re-
ceived. Some well illustrated articles by prominent engineers
are presented, including "The Designs of Small Motors for Man-
ufacture in Large Quantities," by H. M. Hobart; "Some Points
in the Design of Modern Power Stations," by John F. C. Snell.
M. Inst. C. E., "The Generating Station of the Marylebone Bor-
ough Council," and "Electrical Engineering in India," by J. W.
Clears.
Association for Shop Foremen Proposed. — A number of shop
foremen of the Public Service Corporation of New Jersey are
taking the initiative in the formation of an association of electric
railway shop foremen to hold meetings for the discussion of ques-
tions relating to shop practice. A constitution and by-laws are
being prepared to be submitted at a meeting to be held in Newark,
N. J., on January 29, for which invitations have been- extended
to all foremen in New York and vicinity. It is proposed to make
the association principally a local one at first and to branch out
to other cities later. J. R. Case, foreman of the South Orange
shops of the Public Service Corporation of New Jersey, is inter-
ested.
Interborough Rapid Transit Mutual Benefit Association. — Vice-
President E. P. Bryan, of the Interborough Rapid Transit Com-
pany, New York, has announced the formation by the company of
a mutual benefit association for its employes, to give financial
aid to its members in case of accident, sickness or death. The
members are to be divided into three classes according to the
amount of their salary, the first class composed of those who re-
ceive $35 or less per month, the second those who receive between
$35 and $75, and the third those who receive $75 or more. The
members will make monthly payments of $.75, $1.50 or $3.00. ac-
cording to the class in which they are enrolled. The company will
assume the payment of any deficit in the relief fund. The man-
agement of the association will be assumed by a superintendent
and an advisory committee, in the choice of which the employes
who are members and the board of directors of the company will
have equal voice. All employes of the company at the time of
the inauguration of this system, January 15, will be admitted to
membership until July 1. 1907. without examination. At that time
the examination system will be introduced.
Committee on Interurban Accounts. — Mr. Calvin S. Tingley,
president of the American Street & Interurban Railway Account-
ants' Association, has appointed a Committee on Interurban Ac-
counts, consisting of Wr. H. Forse. Jr., assistant treasurer Indiana
Union Traction Company. Anderson. Ind., chairman; A. B. Bierck,
auditor Long Island Railroad, New York, N. Y., and A. C. Henry,
auditor Lake Shore Electric Railway. The committee will hold
its first meeting in Philadelphia within a few days. It is the
intention of the committee to discuss and plan a new classifica-
tion of accounts for the use of interurban railways, as the one
now in use has been found somewhat restricted and not always
sufficient to cover the requirements of long-distance high-speed
systems.
Bills Affecting Street Railways in Minnesota. — Two bills for
the regulation of street railway companies have been introduced
into the Minnesota legislature. A bill placing the electric railways
under the supervision of the state railroad and warehouse com-
missoin was introduced by Oscar F. Christensen, of St. Paul. The
bill provides that all companies now or hereafter operating elec-
tric railways for the transportation of passengers, baggage and
freight in any city, village, town or county in the state, shall be
subject to supervision and regulation by the railroad commission
as provided for other railroads in chapter 10 of the new code.
The commission shall have power to make reasonable rules and
regulations for the operation of electric railways in city or coun-
try. A bill offered by A. G. Johnson requires the street railway
companies to issue eight tickets for 25 cents.
Address at Purdue University. — Wilson E. Symons. president
of the Pioneer Cast Steel Truck Company, 914 Postal Telegraph
building, Chicago, addressed the Engineering Assembly of Purdue
University, Lafayette. Ind.. on January 21. Mr. Symons chose
for his subject "Theory versus Practice in the Work of the Me-
chanical Engineer." Drawing upon an extensive personal experi-
ence, he presented his subject in a manner which was most inter-
esting and instructive to his student audience. He described the
helplessness of a man trained in theoretical matters only, dis-'
cussed with care and discrimination the limitations which sur-
round one whose entire stock in trade is his practical experience,
and drew a fine picture of the opportunities which await the one
who combines the theoretical with the practical. Such a combi-
nation he regarded as essential to the development of the ideal
engineer.
Rewards to Employes for Satisfactory Service. — The Boston
Elevated Railway Company, on December 29, distributed about
$60,000 in gold among its uniformed car service employes as spe-
cial reward for good conduct and satisfactory service during the
year 1906. Nearly 4,000 men each received a $5 and $10 gold piece.
The rule of the company governing the distribution is that all em-
ployes who have been in the car service for six months or longer,
and who have rendered continuous and satisfactory service
throughout the year, will at the close of each year receive a re-
ward of $15. Conductors, motormen, brakemen, guards, station
masters, starters, inspectors, and, in fact all who wear the uni-
form of the car service, including the special police officers, are
included in the distribution. About 87 per cent of the total num-
ber of men who have been in the service as long as six months
have been listed to receive the reward.
To Determine Value of Superheated Steam for Locomotives.
— The Carnegie Institution of Washington, D, C has made a
grant of $3,000 a year for a period of four years to Dean W. F. M.
Goss of Purdue University, Lafayette, Ind., for the purpose of
determining the value of superheated steam in locomotive service;
first, in connection with single-expansion engines, and second, in
connection with compound engines. This is the second grant
which the institution has made to Dr. Goss. While given to him
personally, its effect will be to stimulate and to make more effec-
tive the work of the Purdue locomotive laboratory. Funds thus
received will be employed in supplementing the resources of the
laboratory as derived from all other sources. The results of Dr.
Goss' previous research under the auspices of the Carnegie Insti-
tution, which was for the purpose of determining the value of
different steam pressures in locomotive service, is now in press.
Escalators for New York & Long Island Tunnel. — The New
York & Long Island Railroad Company, which is building the so-
called Belmont or Steinway tunnel system, has awarded a con-
tract to the Oits Elevator Company for the two largest escalators
ever built, to be installed in the Manhattan terminal of that sys-
tem at Forty-second street, between Lexington and Third
avenues. Trolley cars instead of trains are to be operated in this
tunnel and by running on a short headway will have a large car-
rying capacity. It is estimated that the capacity of the tunnel
will be at least equal to that of the trains of the Brooklyn bridge
during rush hours and that the escalator equipment will be equal
in point of capacity to the entire stairway equipment of the Man-
hattan end of the Brooklyn bridge. Furthermore, not only will
the escalators be sufficient to handle any number of people up to
the capacity of the cars of the tunnel, but they will also serve to
marshal the crowds into streams of people moving uninterruptedly
without coming into conflict with one another. The escalators will
provide service between levels slightly over 55 feet apart and will
be arranged side by side. Most of the time one will be operated
ascending and the other descending, but during the morning rush
hour both will be operated ascending. As an appropriation has
already been made for a new Manhattan terminal to the Brooklyn
January 26, 1907.
ELECTRIC RAILWAY REVIEW
135
bridge, which is to bo located underground, it will be interesting
to note whether this munlcipally-owned enterprise will be as pro-
gressive as the privately-owned one in the matter of installing
moving stairways. Neither the escalators nor any part of the
entire terminal will possess any woodwork or other inflammable
material. The escalator is the invention of Mr. Charles D. See-
berger. who is now head of that department of the Otis Elevator
Company.
Ceveland Traction Situation. — President H K Andrews, of the
Cleveland Electric and President A. B. Dupont, of the Municipal
Traction Company, held a conference on January 18 to discuss
various phases of the plan by which the Municipal Traction Com-
pany proposes to form a holding company to take over the Cleve-
land Electric property, under a leasing plan similar to that under
which the Municipal company now operates the Forest City Rail-
way. While no details were given out It was announced that
fair progress had been made and that there Is nothing to indi-
that a settlement cannot be reached. Both presidents stated
that there are no grounds for the reports that the matter of price
Is likely to prevent a settlement. Dally conferences have been
held throughout the week, at which various other officers of the
any have participated, and It Is stated that several points
In regard to t lure to be adopted in determining on a
valuation hav. tied.
Electric Railway Express Company Retires. — The Electric Rail-
way Express Company, of East St Louis. 111., announced on Janu-
ary 17 that It would co out of business as soon as its affairs could
be wound up It Is not yet known whether It will be reorganised.
The company operated over the East ?t. Louis & Suburban Rail-
way, which owned the express cars and furnished the motormen
and conductors. The winding up of the company's affairs Is said
among Its stockholders, most of whom
are also interested In traction companies, and not on account ol
any financial difficulties. It has conducted a heavy express business
In the last few months New cars were ordered recently for the
Alton line, which was opened two months ago. Two of these
cars have not vet arrived from the shops. Depots are malnt
at Broadway and tbi Levee, In East St. Louis. Alton. Belleville,
Edwardsvllle. Colllnsvllle. Lei. anon. O'Fallon. Maryvlllo. Casey-
vllle ant] Edgernont. Buperinti ndent J. F. Johnston has Instructed
the company's agents to accept no more business.
Interurbans Not Required to Erect Stations at All Stops. —
Traction lines In Ohio will probably not be required b
literally, the section of the new Ohio railroad law which requires
the erection of a passenger station at all regular stops, to be kept
-lv heated and lighted, Mr O. P. Gothlln. member of the
Ohio railroad commission. In an Informal interview recently said
that a strict Interpretation of the law would he manifestly unjust
to the Interurbans. many of which are required by their franchises
to stop at all street and road crossings and many farms along
their routes, when there are passengers that wish to alight from
ra. Irterurban road ■ not bound by such
franchise provisions. Mr Gothlln said, would undoubtedly omit
many of these stops If the provision of the law w preted
literally, as applied to them. Mr. Gothlln further said that if
the question came up to the commission, to be decided on a
tint of any kind. It would probably interpret the law as
• •n lines to include only principal stops In towns
tillages through which thev pass, holding the stops at cross
or farms t" be accommodation or Hag stops. A number of
Mng small shelter houses at many of these
r *top*.
Chicago Traction Situation. — There have been DO especial
■ t* In the Chicago street railway situation during the
past v tl's official referendum petition and
' . been olrci
• from la' ippears little proba-
pilslte Sfi.OftO names helng secured before February
t T E Mitten of the Chicago City Railway company.
on Jai ! a statement of the compnnv's position In
II. said thai while he il
gratified to hav.- the ordll I by a popular vote such
llltatlon so thnt the Imp
next winter. The board of sup. -i -
vising .nlze.i and plans decided upon at
Irlng on I' ' most
ptlons car -ten. I'd V
psym> i • ' im The company Is now reeetvtnt
esrs is fnNt at
' '
i It
Meloers for Conductors In Rush Hours.—'!
• Technl
-.. II "Ignals for I
' off pass.
■
■
While
'
off, snd
on the rear platform to announce when everything was all ri«ht.
This resulted in much delay and many serious accidents from the
car being started too soon. TJnder the new system the "trolley
boy" boards the car at the downtown terminus and relieves the
conductor of the work on the rear platform until the car reaches
Oakland, by which time the conductor has completed collecting
fares and Is able to give his attention to the operation of the
car. Leaving the car at Oakland the "trolley boy" returns to
the downtown district on the next car. In speaking of the new
em James D. Callery. president of the Pitt-
said: "This has been an experiment, but I think it
demonstrated that It Is the safest way to operate the cars during
the rush hours, and the innovation will be extended as rapidly
as possible. The two-man system will become permanent If a
thorough test shows that it Is productive of better service to the
public."
Is Car Running Along State Line Engaged In Interstate Com-
merce?— The Nashville (Tenn.) Banner prints the following state-
ment In regard to a unique complication under the Interstate
commerce law which exists in Bristol, Tenn.: "Edwin M. Walker,
manager of the Bristol Belt Line Railway Company, states that
his company will not issue complimentary pass, s to anyone this
year on account of the restrictions of the new federal rate regula-
tion act. The attorneys of the company have decided that the
electric line Is an Interstate railway and for this reason subject
to the anti-pass provision The situation Is a decidedly unique
one. The electric cars are operated almost entirely In Bristol.
Tenn.. except over State street. On this street the car line is astride
-tate line for half a mile, one rail being in Virginia and the
other in Tennessee. This, it has been decided, makes it an inter-
sl ite railway. However. It would be possible for the passenger to
make the entire trip through the city withotit getting Into Vir-
ginia, but In order to do this he would have to be seated on the
south side of the car during the run through State street. 1'
might be Issued provided the patties thus complimented should
agree to always cling t" the south side of the car. but for fear
..f complications, no passes will be issued."
Bill to Give Eminent Domain to Interurbans. A bill has 1 . . n
introduced in the Texas legislature to give the right of emlnenl
in to electric railways between cities and towns in the
a right of way 2«o ft Is provided for Section 8 pro
that: "Su.h corporations shall have the right and power p. eon
struct their railways 01 rose and Over
rse, bay. navigable water, arm of the sea, street, high-
war, plank road, tm: nal which the route of such ral
shall touch and shall have the riant to erecl ami operati brli
trams, t resiles, or r.i across any such StTl
water courses, navigable water, bay, arm of th.- sea. street, high-
way, plank toad, turnpike or Canal; provided however, that any
such bridge or other structure t. .1 as not unni
sarlly or unreasonably to prevent the navigation of any such
i watei i ..in.-, bay, arm of the si i and
i'd further thai nothing : d shall authorlsi
construction of any such electric railway upon or across any street,
alley, square or property of any Incorpors or town, with-
out t i ■ ty Or town, and that in
onstructlon ■■( any electric railway along highv,
turnpikes or cans apany shall
.ith.r flrs) obtain thi
Jurisdiction of the same or shall condemi
\lslons of the law."
Retail Merchants' Plan to Reoulate Philadelphia Rapid Transit
Company.— The Retail Ml of Philadelphia on
ity 21 submitted to tie din, t.os of the Philadelphia Rapid
Transit Company and P. tli. pul, lie a complete plan for ImptTj
th.- street railway situation in that city, which is in a
' is condition on account of the financial difficulties of the
company and its inability foi improvement
of the principal reasons f impany*! lack of credit Is con-
provision In a city ordinance of 1SH7 which |
the city th" right to taki I railway i
Urns on payment of the eosl of ■ The plan of the
Merchants. In brief. Is t.. r. p. .1 this Ordinance, In return
f"t whi.h the oompan I to exohan snl unllml
f..r a new grant running for fifty years, the eitv reserving
lit to put | of that period t'n.ler
this pi nd the Blty would enter lot
the city Is to share squally In
net 1 'c.d lawful Itu
en their Investment, from January i. 19< is to
'a- ..n its si,„ u 111,000,000 I" I"
' . it v shall any
■ ■ for
i 110,001 Phli option i' i"
i I., the highest blddi
Bfl frOm the Kioto* receipts Is t.. I.e . ., t a l.llshe.l vtd'h
.I i !•• r . ■ ,t t iM.nnn.'i' | ths
lulra the property a!
All Imp' oven inn
all franchises for further
nn.l
ngs and ■ liability,
i Transit
'
136
ELECTRIC RAILWAY REVIEW
Vol. xvn, No. 4.
years. The company Is so overcapitalized that the rentals which
It must pay to the leased companies Imposes a very heavy drain
on Its earnings and It Is unable to finance the new lines for which
it has secured franchises In recent years and which are necessary
to the city's development. The merchants' association believes
that Its plan will restore the company's credit so that It will
be possible to make the needed improvements and at the same
lime give the city the desired control over Its transportation
facilities.
Long Journey of Private Electric Car. — The private car "Jose-
phine" left Cleveland on Tuesday, January 2. at 4:30 p. m., for
Indianapolis, carrying the officials nf the Everett-Moore lines and
a number of Invited guests to the annual meeting and banquet of
the Central Electric Railway Association, which was held at the
Hotel Claypool on January 24. The route was over the Lake
Shore Electric from Cleveland to Toledo; the Toledo Bowling
Green & Southern to Findlay; the Western Ohio to Lima; the Ft.
Wayne Van Wert & Lima to Ft. Wayne; the Ft. Wayne & Wabash
Valley to Peru; and the Indiana Union Traction to Indianapolis.
Those Included in the party were: General Manager F. J. Stout
and Secretary F. W. Coen of the Lake Shore Electric; General
Manager Joseph Jordan and Assistant Secretary Smock of the
Cleveland Plalnesville & Eastern; C. F. Franklin, president of
the Toledo & Western; Allen Edwards, purchasing agent of the
Detroit United Railways; C. F. Smith, general manager of the
Toledo Bowling Green & Southern; F. D. Carpenter, general mana-
ger of the Western Ohio; C. D. Emmons, general manager of the
Ft. Wayne & Wabash Valley; F. T. Hepburn, general manager of
the Lima & Toledo; H. A. Nicholl, general manager of the Indi-
ana Union Traction; Joseph Young, general passenger agent of
the Toledo Railways & Light; H. C. Young, general passenger
agent of the Lake Shore Electric; L. K. Burge. superintendent of
transportation of the Lake Shore Electric; J. T. Ross, chief engi-
neer of the Everett-Moore properties: John Witt, secretary to E.
W. Moore, and T. H. Hogsett, counsel of the Lake Shore Electric.
Attorney General of Missouri Refuses to Bring Suit Against
United Railways. — Attorney General Hadley. of Missouri, has de-
clined a request made by Attorney Charles Fensky that he insti-
tute proceedings to forfeit the franchises of the various street
railway companies formerly doing business In the city of St. Louis
which have transferred their property and franchises to the
United Railways Company, and also for the institution of a simi-
lar proceeding for the forfeiture of the charter and property of
the United Railways Company. After a public hearing, which
was attended by representatives of the United Railways Company
and of the city council, Mr. Hadley has replied to Mr. Fensky,
stating that In his opinion the statute under which the consoli-
dation was effected Is not unconstitutional, as claimed by Mr.
Fensky, as It is not a special law but a general one, and as the
constitutional prohibition against the consolidation of parallel
and competing roads refers only to steam roads. In answer to
the contention that the United Railways is using the streets of
St. Louis for the purpose of carrying freight other than express,
Mr. Hadley says that It was stated at the oral hearing that as
a matt?r of accommodation the United Railways had carried dirt
taken from excavations for buildings in St. Louis. The repre-
sentatives of the railroad contended that this had only been done
In a few isolated cases, and gave assurances that the practice
would thereafter not be engaged in. In regard to the contention
that the United Railways Company did not at the time of its
incorporation have on hand the amount of money required by law
or stated in the articles. Mr. Hadley says that Mr. Fensky has
furnished no evidence in support of his claim, and that even If
true it would not, in his opinion, at this late day, furnish a jus-
tification for the institution of ouster proceedings. Mr. Fensky
states that he will next ask Circuit Attorney Sager to institute
proceedings.
Metropolitan Street Railway Equipping Closed Cars with
Vestibules. — All the closed cars of the Metropolitan Street Rail-
way, of New York, are being equipped with vestibules as rapidly
as the parts can be obtained from the manufacturers. Already
there are about 200 vestibuled cars in use and new cars are being
equipped at the rate of 15 a day. By the time the open cars are
again put into service it is expected that there will be at least
1,200 vestibuled cars in daily use. The rest of the cars will be
equipped during the summer, so that the next year all the winter
rolling stock of the surface lines will be vestibuled. The policy
of the company, as stated by General Manager Oren Root, is to
equip systematically a certain number of cars on each of Its lines
in order that at the earliest possible moment all the cars on night
service may be vestibuled. The cars in night service on the
more exposed lines are now entirely vestibuled. The work of
equipment Is being done, under the supervision of the company's
engineers, in the barn headquarters of the several lines. Mr.
Root said: "It Is not the expense, which is, however, very large,
but other considerations which have deterred the Metropolitan
from adopting vestibules long ago. We recognize, of course, their
many good points, and the increase of comfort their use brings
to the motormen and conductors. But we have also considered
the well-known fact that with vestibules the danger of accident
is largely increased in any event; and, furthermore, that what is
true of vestibuled cars in general can be said of them with much
more force when New York city is concerned, for here we have
a whole set of traffic problems that are met nowhere else in the
world. If we have appeared to hesitate in regard to the adoption
of vestibuled cars it is only because our doubts as to their avail-
ability for our use, considering the extraordinary conditions exist-
ing here, have been outweighed by our care for the welfare of
the men,"
Construction News
FRANCHISES.
Brooklyn, N. Y. — The Nassau Electric Railroad Company has
been granted a franchise by the board of estimate for a surface
line in Livingston street. This line, when built, will relieve the
congestion in Fulton street caused by the construction work on
the subway extension. The board also authorized the issuance of
stock to the amount of $49,000 for improvements In Livingston
street. The company agrees to pay the city 3 per cent of its
gross receipts with a surety deposit of $10,000.
Carbondale, III. — The Southern Illinois Transit Company is
applying for a franchise for an electric road from Carbondale
through Murphysboro, Cartervllle, Herrin and Johnston City, 111.
Cody, Wyo. — A franchise has been granted to the Northwest
Wyoming Construction Company to build a broad-gauge electric
railroad connecting the town of Cody with the terminus of the
Burlington railroad across the river. The company will begin
construction Inside of six months. It is proposed to extend the
line to the sulphur works near town, and in time to connect
Cody with the adjoining small towns and ranching settlements.
Tracks will also be run through the alleys so that loaded freight
cars can be transferred from the Burlington to the warehouses in
town.
Connersvllle, Ind. — The city council has granted a franchise
to the Connersvllle Street Railway, of which R. N. Burgess Is
vice-president.
Fremont, O. — The city council has granted to Webb C. Hayes.
John F. Worst and Frank Heim a 25-year franchise for a belt
line street railway, said to be in the Interest of the Toledo Port
Clinton & Lakeside Electric Railway.
Louisville, Ky. — The Louisville Railway Company has been
granted a franchise to use the Bardstown road for the extension
of its line to Fern Creek.
Pittsburg, Pa. — The committee on routes of the Pittsburg
city council's rapid transit commission has approved the pro-
posed routes of the Pittsburg Subways Company, as provided
in the original ordinance submitted by the company. The execu-
tive committee has also adopted recommendations as to the com-
pensation to be paid the city In return for a 50-year franchise,
as follows: City to receive 2 per cent of the gross earnings for
the first 10 years. 5 per cent for the next 15 years, and for the
next 25 years an amount to be fixed by a board of appraisers,
consisting of the mayor, the president of the company and a
third person. At the end of 50 years the city is to have the right
to purchase at an appraised value, which shall represent the cost
of construction and equipment less depreciation without regard to
earning power. If the city does not desire to purchase the fran-
chise shall be given to the company offering the most advan-
tageous terms, which shall have the right to purchase the prop-
erty on the same terms as the city. The company shall file an
indemnity bond of $500,000. President Lovejoy, of the Pittsburg
Subways Company, has announced that these provisions are not
entirely satisfactory.
Port Clinton, O. — The city council has granted a franchise to
the Toledo Port Clinton & Lakeside Railway, of Toledo, for a
hranch line to the state rifle range
St. Louis, Mo. — The St. Louis Fern Ridge & Western Railroad
has filed its acceptance to the modifications of Its franchise with
the county clerk. Its bond of $5,000. required by the county court,
was also filed. The company has a franchise to build a road from
the city limits to Etzel avenue, west to the Olive street road, and
out that thoroughfare to Studt's park. Creve Coeur lake. The
promoters say that under the modified franchise no trouble will
be encountered In financing the road. A great part of the amount
required has been raised by the property owners along the route,
who declare they will build the road at once.
St. Louis, Mo. — The Hillsboro Kimmswick & Southern Railway
has been granted a 50-year franchise to build an electric line for
freight and passenger traffic on the Lemay Ferry road from the
southern city limits to the Meramec river with the following pro-
visions: Freight may be carried from 8 a. m. to 6 p. m., but must
not interfere with the passenger business; fare 5 cents; within
30 days from the acceptance of the franchise the company must
file a bond for $5,000 with the county and renew every five years,
and within six months must must be started on the line; a de-
posit of $1,000 must be made to protect repairs on the roadway.
W. Gutke, president; Lee A. Hall, secretary.
St. Louis, Mo. — The bill authorizing the St. Louis Electric
Terminal Company to build single and double track lines in the
city to give the Illinois Traction System terminal facilities in
St. Louis, which has been before the municipal assembly for about
six months, has been reported without recommendation by the
committee on legislation. The bill will be considered by the as-
sembly on January 29, at which time it Is expected that several
amendments will be offered.
San Francisco, Cal. — A franchise has been granted to the
United Railroads of San Francisco for the extension of its Six-
teenth street line, by the terms of which 3 per cent of the gross
receipts for the first 5 years. 4 per cent for the next 10 years
and 5 per cent for the last 10 years, goes to the city.
South Bend, Ind. — M. C. Welsh has been granted a franchise
January 26, 1907.
ELECTRIC RAILWAY REVIEW
137
by the county commissioners to construct an electric railway be-
tween South Bend and Raymond. Ind. It is stated the line will
bo built immediately and be in operation within a few months.
Spring Bay, III. — A franchise has been granted to the Chi-
cago Milwaukee Peoria & St. Louis Railway Company for right of
way through the village and a 40-foot frontage on Lake street.
It is said that the company proposes to build an electric rail-
way from Chicago to Peoria by way of Aurora, La Salle and
Lacon. 111. In return for the franchise the company will erect a
depot at Spring Bay, the ground for which will be donated by
Capt. C. A. Zellar, president of the village board It is stated
that the line will touch the towns of Magnolia. Hennepin and Los-
tant between Lacon and Spring Valley. H. F. Cherry, of Lacon,
is interested.
Tacoma. Wash. — Merle G. Wightman and C. E. Muckler have
accepted the franchise granted by the council on December 12 for
an electric line between Tacoma and Seattle and have filed a
check for $1,000 with the city officials. The line must be in ope-
ration In two years.
Wlnterset, la. — A franchise has been granted to the Des
Moines Winterset & Creston Electric Railway on the same terms
ai thai granted at Creston. The company has now secured 60
per cent of Its right of way and has made arrangements for ter-
minal facilities in Des Moines. W. D. Skinner, of Des Moines.
president.
INCORPORATIONS.
Central Interurban Traction Company. — Incorporated in Mis-
souri to build electric railways In St. Louis to connect with the
Hlllsboro Klmmswlck & Southern Electric Railway, incorporated
last year by the same Interests to build from St. Louis to Flat
Capital stock $50,000. Incorporators: Charles A. Gutke
and John A. Laird, of St. Louis, and others. The company has
applied for franchise in St. Louis over a route paralleling several
of the lines of the United Railway on the south side of the city.
A three-cent fare Is stipulated.
Citizens' Railway Company. — Incorporated in Illinois to take
over a line about a mile long running from State and Senate
streets, Venice. 111., to the Mississippi river, which has been pur-
chased by the Illinois Tiactlon Company from C. M. Clark, of
Philadelphia. Capital stock, $5,000. Incorporators: B. L. Bram-
ble, C. A. Wright and C. E. Cox, all of Champaign, 111.
Corn Belt Traction Company. — Incorporated in Illinois to
build and operate an electric line between Bloomington and Cham-
paign through McLean, Dewltt, Piatt and Champaign counties.
It la said the road has been surveyed as far as Leroy and will
follow the general line of the Big Four Railroad. Capital stock.
100. Incorporators, William McJBUnley, Peter W. Moore and
Karl D. Riddle, of Leroy; Lewis B. Thomas and Henry C. Larsh
of Bloomington, 111. Officials of the Illinois Traction Company
disclaim all knowledge of this company.
Detroit Jackson &. Chicago Railway..— Incorporated in Michi-
gan to take over the Detroit Ypsilanti Ann Arbor & Jackson Rail-
way for the Detroit United Railway. Capital stock $25,000. In-
corporators: F. W. Brooks, Joseph Bampton, A. E. Peters, A F.
Bdwai Irwin Fullerton, all associated with the Detroit
United Railway.
Ithaca-Seneca Falls Electric Interurban Railway. — Incorporated
In New York to build an electric road with a capital stock of
$1,000,000 of which $100,000 will be raised by local subscription.
Officers: President, Jacob Rothschild, Ithaca; vice C. S.
Hood. Seneca Falls; secretary, J. N. Hammond. Seneca Falls;
treasurer. F. M. Bush. Ithaca. Directors: Thomas J. Clary and
Williams, Seneca Falls; F. L. Mawus, Ithaca; Will.
Biggs. Trumansburg; Ogden Wheeler, Romulus.
Nevada Mason &. Los Angeles Railway. — Incorporated In
Nevada with a capital stock Of Jl, ""0.000 to build an electric
railway from Wellington to Nabuaka, Nov. President Newton
Evans, <.f Lot A. .1.; secretary, l\ W. Kiln
treasurer, J. O. Kaufn
Seashore Municipal Railroad. tnoOT] I Albany, N Y
■nstruct a flve-mile electric road from
iway. Na.-- k $150,000. It. .
!• I •■. i .■ ■ I M ii Day, Brooklyn and n B iiristoi,
'.
South Carolina Public Service Corporation. Incorporated In
Una In s..wi h and Moi th i
plaim whl • ai follows: The ro ctand from
hlng to Bprlngfleld ami Aiken,
8. c. and Augusta. Qa. The northern fr..m
Columbia by way of Wlni Hill to I
division
Oreenwoo-l and Abbevllli
point the road will form a loop Union
Uon with i
n will also start Bros nton
and I
r InrKe m • while thi
traffic will
ro«ch*« with !•
traJn> win i i for
«''« <>f Ii it
similar to those used on recently ele< trlfl>-<i steam lines will be
the motive power. There will be three or more water-power
stations and a steam plant near Charleston which will generate
current at 33.000 volts. This will be transmitted by the hlgh-
on transmission line to substations along the line where It
will be stepped down to pressures suitable for the operation of
cars and for sale to municipalities and industrial enterprises
for lighting, heatins and power purposes. The compan
talised at $10,000,000 and lias general it 51-53 Broad s.
New York. The officers rue: President, Joseph J. Timmes; vice-
president and general manager, Charles R. Van Etten; secretary
and treasurer, John P. Bonney. Directors: Joseph J. Timmes.
C. R. Van Etten. John P. Bonney, Joseph Bermel, Lawrence M.
Pinckney, John C. Lott. Dow S. Smith. Frederick \V. Schroeder
and Robert H. Jennings.
Staten Island Midland Railway. — Incorporated In New York
as a reorganization of the Staten Island Midland Railroad, of
Stapleton, N. Y., which is now In the hands of receivers. S. F.
Ilazelrigg and Eugene B. Howell. 26 Broadway, New York. Cap-
ita] stook $1,000,000. Incorporators: Isaac A. Levy, M. K. Kalz.
and Joseph G. Swltzer, of New York.
Waupaca-Green Bay Railway. — Incorporated in Wisconsin to
build a line from Waupaca to Scandinavia. 11 miles. Capital
stock $150,000. Incorporators, A. G. Nelson. A. M. Penney and
John Gordon, Waupaca; A. Aggerback and W. B. Johnson, Chi-
cago.
Wisconsin Electric Railway. — Incorporated In Wisconsin with
large powers to build, acquire and operate electric railways, light-
ing plants and other public service properties. Capital stock,
$50,000.
TRACK AND ROADWAY.
Brownsville Masontown & Smith-field Electric Railway. Thil
company has surveyed its line from Masontown. l'a., west to
Riverview; also from Masontown north via Lardln to Bdenborn,
Lambert and Brownsville; and from Masontown via Martin to New
Geneva, a total of about 15 miles, through a new coke country.
W. J. Sheldon, of McKeesport, Is president; E. L. Schmidt is chief
engineer, and C. A. Smith, superintendent of construction. Capi-
tal stock $150,000. Right of way has been secured for five miles.
Chihuahua, Mex. — The company owning the street railway sys-
tem of Chihuahua, Mexico, which is now being operated by horse-
power, will shortly change to electricity, using the overhead trolley
system. Bids will be received In the near future for cars, rails,
overhead fixtures, and machinery for the power plant. A liberal
concession has been granted the company by the state govern -
meat, and under this concession the company proposes to construct
JO miles of line, half of which will be constructed as soon as ma-
1 can be obtained and the balance as traffic demands it. The
gauge of the track will be 4 ft. 8V4 Ins., and 80-pound T-rails
will be used. A. C. Nash Is general manager.
Cincinnati Georgetown & Portsmouth Railroad. — It is reported
that a contract has been let to Thomas Daulton, of West Union,
O., for an ■ xtenslon from Russeliville to West Union, 14 miles.
II. Baluss, general superintendent, Cincinnati, O.
Columbus Delaware & Marlon Railway.— This ipany has
resumed work on its Bucyrus extension In Crawford count
ts to have cars running on the new line by July 1. There
are still several pieces of right of way to secure In Marlon county
and when this Is done work will commence on the Mai ion end
of the extension.
Elgin & Belvldere Electric Railway.— The line from EIkIii to
BaMdera, 36 miles, was put in operation on January U, whan ■
party or officials and guests mads a trial trip from Rockford to
KlKln over the new lino and thi ROOkford S In I ■ mil ban Railway.
■ i-vlce will bo started In a fSW .lays, as tin- track Is in
he cars will enter Blgln fOI < ' over the
.;ln Ai Chicago tracks. trip ' BOW pos-
sible from Chicago to BYseport Hamilton Browns, ol Qenevs,
in., i it; George f. Bubsr, ol Marengo, in., is Buporin-
Elk Street Railway. — \V S. Ravsnsoraft, Rid! Is
dent "f ■ company, whloh proposal to build an slsctrlo rail
i .,„,, John onburg to Dlk county, Pa., 18 >
ipltal stock of >
Hamilton Radial Electric Company. — This company I
pllsd to ths Can. ..ii... parliament foi authorlt] to build slsol
■ .n. Hamilton to T to, Out,; from Hamilton to
i in Idgs to a point bstwssn His
tford i" w i .took and w Indi ot . i to
consti "" I " ' "" rival
Hickman, Ky Ar.lier & Short, eloclrb- railway promoters,
Intel u from Hickman \i. i nl !lty, ftlUoa, Clinton
and M.i'.IO hi to PadUl ah. Ky.
Houston Electric Company. Manage] David D
has announi ■ ■! that ths atom ■ )oi pors
ppi srlatsd $478,00ii ...iik and Improvsmsnl
ii i .air i. building man i of ths llnst with
t type gl
•driing In
■
to bs repl ici i b
swlti has ami -i la) wort
138
ELECTRIC RAILWAY REVIEW
vol. xvn, No. 4.
Jackson (Miss.) Railway Light & Power Company. — This com-
pany laid 7 miles of new track during 1906 and is planning to lay
about two more miles the present year. 75-pound T-rails laid
in rock ballast have been adopted as standard construction on this
system.
Kanauga Traction Company. — This company has made sur-
veys and has secured the right of way for its proposed line from
Gallipolis. O., to Kanauga, W. Va., with branches. M. K. Duty,
of Pennsboro, W. Va., is president.
Lake Superior Railway Construction Company. — This com-
pany, recently incorporated to build an electric railway from Mar-
quette to Negaunee, Mich., has completed much of the prelimi-
nary work on the project and all the stock has been subscribed.
Negotiations are now being made for terminal facilities, with the
Marquette City & Presque Isle Railway and with the Negaunfe
& Ishpeming Railway. The city council of Marquette has been
requested to appoint a committee to confer with the company in
regard to a franchise.
Leroy & Southwestern Railroad. — It is reported that the
Southern Construction Company and the Merchants' Bank, of
Jackson, Miss., have purchased the entire issue of $400,000 bonds
of this road and will immediately begin the construction of 35
miles of road, between Bloomington and Leroy, 111. Strang gaso-
line electric motor cars are to be used and the road is to handle
both freight and passengers. A. H. Shelby, president, Bloom-
ington, 111.
Nauvoo, III. — Buffalo capitalists are reported to have made
a proposition to build an electric line from Nauvoo to Niota, 111., if
the city will furnish the right of way on the streets, ground for a
power house and car barns, and an electric lighting franchise.
Omaha & Council Bluffs Street Railway. — Vice-president G.
W. Wattles has announced that it has been definitely decided to
build a line from Omaha to the Iowa School for the Deaf. Some
of the material has been ordered and work is to begin as soon as
the weather will permit. It has also been decided to build an
interurban line, the route of which has not yet been given out.
Omaha Lincoln & Beatrice Railway. — Construction material is
being shipped for the tracklaying on the line between South
Omaha and Sarpy Mills. Neb., which was graded last fall, and it
is stated that work will begin about February 1. E. C. Hurd,
general manager, Lincoln Neb.
Richmond <£. Chesapeake Bay Railway. — This company, which
is building from Ashland to Richmond, Va., has nearly com-
pleted the reinforced concrete viaduct over which the tracks will
enter the city of Richmond. The viaduct when completed will
be 2,810 feet long, and will run from Shedd street across Bacon
and Oak streets, thence across the Seaboard Air Line Railway
over to Moore street, and thence crossing respectively Williams.
Leigh, Catherine, Clay and Marshall streets, and terminating
about the middle of the block between Marshall and Broad. The
height of the bridge at the Seaboard Air Line crossing and over
the Bacon Quarter Branch will be about 67 feet. The greatest
clear span will be 67 feet 4 inches. John T. Wilson has the con-
tract and the work is about 95 per cent completed. Frank J.
Gould, of New York, is president. C. P. E. Burgwyn. of Rich-
mond, chief engineer.
Richmond, Ind. — A number of prominent capitalists from Ham-
ilton, O., together with several local men, held a conference on
January IS for the purpose of perfecting plans for building a trac-
tion road from Richmond to Hamilton, where connections will be
made for service through to Cincinnati.
San Bernardino Valley Traction Company. — This company has
secured the right of way and completed surveys for an extension
from Colton to Riverside, Cal., 7 miles. A. C. Denman. Jr., of
San Bernardino, Cal., is president and general manager.
Sandusky Norwalk & Mansfield Electric Railway. — Tracklay-
ing between Plymouth and Shelby, O, was completed on January
13, thus completing the line from Norwalk to Mansfield. The first
section of the line, from Norwalk to Plymouth, was put in opera-
tion last year. This line makes a through connection from Cleve-
land to Bucyrus, as it joins the Lake Shore Electric Railway and
the Ohio Central Traction Company. As soon as crossings over
the Baltimore & Ohio and Cleveland Cincinnati & Chicago & St.
Louis tracks are put in and the remainder of the wires strung
the line will be ready for operation. S. S. Burtsfield, of Toledo,
is president and general manager.
San Francisco & Napa Valley Railway. — L. J. Perry, vice-
president and general manager, Napa. Cal., writes that grading is
in progress from Napa to St. Helena. Cal., 18 miles, with 12 miles
completed, from Napa to Oakville The route is entirely in Napa
county and includes Tountville, Oakville. and Rutherford. Sur-
veys have been made for an extension from St. Helena to Calis-
toga, 9 miles. The power house and substations are completed.
The equipment is of the Westinghouse single-phase type. The
over-head construction is of the catenary type. W. F. Botsford.
president, Los Angeles, Cal., C. H. Wallace, chief engineer, Napa.
Cal.
Southwest Missouri Railroad. — This company has filed with
the county clerk at Carthage, Mo., plats and profiles for two ex-
tensions, from Duenweg to Joplin and from Villa Heights to Joplin.
The line from Duenweg will complete a loop through Joplin, Webb
City, Duenweg and Carterville. A. H. Rogers, president, Webb
City, Mo.
Spokane & Inland Empire Railroad. — This company has placed
an order with the Carnegie Steel Company for 7.000 tons of 60
nnl 70-pound rails to be used during the year for several ex-
tensions of the system, including the extension of the Spokane
& Inland Railway from Palouse. Wash., to Moscow, Idaho, 16
miles, an extension of the Coeur d'Alene & Spokane Railway-
to Liberty Lake, Idaho. 2 miles, and possibly from Hayden Lake
to Lake Pend d' Oreille, Idaho. It is also proposed to build a
new line from Spokane south to the Nine Mile bridge if a pend-
ing franchise for a subway through the business district of Spo-
l m is secured. Material for the completion of the Spokane
& Inland Railway from Waverly to Colfax and Palouse, Wash .
is being delivered on a former contract as the work progresses.
Grant & Smith, of Spokane, has the contract. Jay P. Graves,
president; A. M. Lupfer, chief engineer, both of Spokane.
Stranger Valley Electric Railway. — W. Laming and others,
of Tonganoxie, Kan., are working on a project to build an elec-
tric railway from Kansas City to Topeka. via Tonganoxie and
Lawrence. Surveys have been completed and much of the right
of way has been purchased.
Toledo & Chicago Interurban Railway. — This company has be-
gun condemnation proceedings to obtain the right of way for 9
miles of its proposed line from Auburn to Waterloo. Ind.
Tri-City Railway & Light Company. — General Manager J. F.
Lardner, of Davenport, announces that the company intends to
continue its plans for the rebuilding of the system, begun last
year, for which J. G. White & Co. has the contract, until there is
not a foot of old rail in either Rock Island or Moline. Right of
way is now being secured under the title of the Moline Rock Is-
land & Eastern Traction Company, a subsidiary organization, for
an interurban line which will run from Silvis through Moline and
Rock Island to a point in Mercer county 12 miles south of Milan.
The exact objective point is not announced but it is promised to
have 12 miles completed and in operation within 12 months from
the time the essential rights are obtained.
Union Traction Company. — An official report from President
D. H. Siggins, of Coffeyville, Kan., states that grading has been
completed from Coffeyville to Independence, Kan., 20 miles, and
that a line is being surveyed from Coffeyville to Cherryvale, 30
miles.
Utica, N. Y. — Henry J. Coggeshall is president of a company
organized for the purpose of building an electric road from Clinton
to Waterville, N. Y., and from Deansboro to Hamilton, via Oris-
kany Falls. The headquarters will be at Utica.
Vicksburg (Miss.) Railway & Light Company. — This company-
is rebuilding 4,000 feet of city track where paving is in progress.
During the past year the company has built a two-mile extension
to the National Military Park.
Waco, Tex. — It is stated that nearly all of the right of way-
has been secured for the proposed electric railway from Waco
to Marlin and Temple, Tex., and that an engineer will arrive
in a short time to begin the surveys. It is estimated that the
line will cost $1,000,000. Cleveland, O., capitalists are said to be
backing the project.
power Houses and substations.
Fitchburg & Leominster Street Railway. — This company has
recently equipped a new power plant at Mitchellville, Mass., as
an auxiliary to the main power house at Fitchburg. At present
the capacity of the auxiliary plant is 150 horsepower, but new
machinery will be added to bring it up to 500 horsepower. W. W.
Sargent, general manager, Fitchburg, Mass.
Gulfport & Mississippi Coast Traction Company. — This com-
pany is soon to install another turbine unit in its power house
at Gulfport, Miss. The plant now has two 500-kilowatt Parsons
turbines' to care for the railway and power load but these are
not of sufficient capacity to care for the rapidly increasing de-
mand that is being made by commercial and lighing interests.
The new unit is to be of 1,000 or 1.500 kilowatt capacity. The
company is operating the street railway and lighting plant of
the Gulfport Development Company and is constructing an inter-
urban line from Biloxi via Gulfport and Pass Christian, 32 miles.
The section from Gulfport to Beauvoir has been in operation for
some time. F. B. McCutcheon, of Gulfport, chief engineer.
Houston Electric Company. — Manager David Daly has an-
nounced that $75,000 has been appropriated for the installation of
a new engine, generator, condenser and a 1,300-foot eight-inch
artesian well at the power house in Houston. The unit will con-
sist of a most recent type of the Crocker-Wheeler generator,
direct connected to a Hamilton-Corliss engine. This installation
will nearly double the capacity of the present street railway
power station. The generator has already been shipped to Hous-
ton and the engine and miscellaneous equipment are expected to
arrive early in February. In connection with the installation of
the new generator, orders have been placed with the General
Electric Company for several new switch panels which are to
carry out the plans of the company in conjunction with the re-
arrangement and extensions to the feeder system. This will
enable the power for the operation of the cars to be controlled
and maintained in the most efficient manner. Bids are being re-
ceived from local contractors for the installation of the artesian
well, and within the next two weeks the contract will be awarded
and work will commence on this eight-inch well. This well is to
be driven to the 1,300-foot strata, at which depth the most satis-
factory water for boiler purposes is obtained, and it is expected
that a capacity of at least 250,000 gallons a day will be available.
January 26. 1907.
ELECTRIC RAILWAY REVIEW
139
Personal Mention
Mr. Harry Wherland has resigned as superintendent of trans-
portation of the Spokane Traction Company. Spokane. Wash.
Mr. James T. Hutchings. superintendent of the electrical de-
partment of the Rochester, N. Y., Railway ft Light Company, lias
been appointed assistant general manager.
Sir. J. E. Sewell has resigned as general manager of the
('i)nnecticut Railway ft Lightning Company, of Watorbury. Conn.,
which was recently acquired by the Consolidated Railway.
Mr. R. W. Brown has been appointed superintendent of the
Adrian Street Railway Company and agent for the Toledo &
Western Railroad, with headquarters at Adrian. Mich., effective
on February 1.
Mr. Harry G. Ault has been appointed soliciting passenger
and freight agent of the Indiana Columbus A Bastern Traction
any. with headquarti-rs at Columbus, O., with jurisdiction
over the Columbus. Columbus & Springfield and Grove City divi-
sions.
Mr. Walter P. Read, who recently resigned as superintendent
of railway service of the Utah Light & Railway Company after
IT years' service, was presented, on January 15. with a silver
loving-cup as a token of esteem from his former associates, the
employes of the company.
Mr. Arthur B. Smith, who was recently appointed traffic
manager of the Consolidated Railway Company, which controls
lectric lines of the New York New Haven & Hartford Rail-
road, was born In Bos-
ton. Mass. He received
his education in New
England. He entered
railway service with the
.go Burlington &
yulncy Railway, at Oma-
ha, Neb., and continued
In II: of that
company for -i
nine years In the en-
gineering and mainte-
nance of way depart-
ments and 12 years In
the traffic department. In
1904 Mr. Smith became
'.•ted w i 1 1 1 the
lowstone Park Associa-
tion and a few months
later entered the traffic
department of the Nor-
thern Pacific Railway it
Bt Paul, Minn., as as-
sistant general passenger
agent, which position he
has held up to the pres-
ent time. Ills appoint-
ment In charge of the
insollda ted on Fel
l, after which date he will havi rtert In New Haven, Conn.
The line* of which Mr. Smith takes charge embrace about 1,800
miles tn southern New England and have an earning capac
■ n SK.000.000 and 117,000,000 per annum, which
tli.le ■ islon.
Mr. John B Crawford, formerly superlntei purchas-
roton \; Htonlngton Street Rail
onn.. has b i Intendent of tl
tion t lines of the i-'t Wayne ft Wabash Valley Traction
Company, with Wayne, bid ■■• Mr
■■■ d.
Mr J. a Barry informs iih thai the announcemenl of his
town Chautauqua A Lake Brie
Kaliw .'■■!. N V i.k I
January 12 srroi
Mr Joseph B Mayer, or New Fork, wi i. nt Mi
v Is local : m a
Mr W. II i l-iant tl ■! the Indlnnn
■On, Ind , lias he. ii appointed < h airman
■
Hits' Association. 1
in. ii, Mr. A B Bl ■< the
i m . I ■ ' H
I ,ilk ' .
Mr Carl Aid
■
Pars Company, Newton
wlti. headquai rlllo
i .' • n heretofoi Mi M I '
t p. I >|i ; sdo A
■ui . • • 'In.
■ '
I i A 1 . I
A. B. Smith.
Mr. K. L. Harrison superintendent of telegraph and chief dis-
patcher. The jurisdiction of Mr. Ira P. Schofteld, sup.
of motive power and equipment, and J. S. Delter, roadmastei
been extended over the lines of the Adrian Street Railway I
pany; all with headquarters at Sylvania, O.
Mr. Theodore Perry Shonts, president of the Isthmian Canal
Commission, In charge of the Panama Canal construction, and
president of the Toledo St. Louis ft Western Railroad, has
elected president of the Interborough-Metropolitan Company, of
New York. N. Y., succeeding Mr. August Belmont. The Interbor
ough-Metropolltan controls the New York City Railway and the In
terborough Rapid Transit Company, and through them practically
all of the subway, elevated and surface street railway lines In
New York City. Mr. Belmont will remain as chairman of the
board of directors of the various subsidiary companies composing
the system Mr. John B. McDonald has been elected vice-president
and superintendent of construction of the Interborough-Metropoli-
id Mr. E. P. Bryan, vice-president of the Interborough B
Transit Company, has been elected president of that company. In
place of Mr. Belmont. Mr. Shonts' resignation as president of th •
canal commission has been accepted by President Roosevelt, to
become effective on March 4, and he will not assume the active
duties of his new office until that time. He was born In Craw-
ford county. Pa., in 1856, and graduated from Monmouth College
in 1876 with the degree of B. A. In 1879 ho received the degrei
of M. A. from the same college. He entered railway service in
July, 1881, as superintendent of the Iowa Construction Companj
and from May, 1882, to January, 1902, he was connected with the
Indiana Illinois ft Iowa Railroad, successively as general superin-
tendent, general manager and president and general manager.
On January 15, 1904, he was elected president and general manager
of the Toledo St. Louis & Western and since April, 1905, he has
been also president of the Isthmian Canal Commission and presi-
dent of the Panama Railroad.
Financial News
Cleveland ft Southwestern Traction Company. — The annual
meeting was held on January 15. President F. T. Pomeroy. in
Ids annual report to the Stockholders, submitted figures showing
that the gross receipts of the company for the calendar year were
. over 1905 of $102,023. Let earnings were
ui of $53,020. During the year the company pur-
chased IE new ears which, including the 15 purchased the
befon made a total new investment in rolling stock of $225,000.
The stockhold i i elected former 6 i and voted approval
of tie ' i lire, tors in important steps recently taken for the
. nlargi menl "f the system.
Cleveland Southwestern & Columbus Railway.— i In
ui .v Southwestern Traellon Company, Who are
working out the details for a consolidation of thai company with
eland Ashland A Mansfield Traction Company and the
on Company, have decided on the above nam,
the intention of extend
Ing ultima! i olumbus, either by building new lines oi
ring existing roads. The three lines to be merged, which are
owned b] the same Interests, form a continuous I from I
laud via Ashland, Mansfield and Gallon to Bucyrus. The capital
ocl il the new company win he $in. « nil a i I i u.
Of $10,000,000.
Indianapolis Columbus & Southern Traction Company. — At the
meeting the offloera and dlreotora were all re
Louisville & Eastern Railroad. — At the n HUB] meeting
tWO new .1. a l.lppln I I'lladelpllla,
other directors and
officers were all ted it was annoui d thai the .".tension
to 1 ■'" ii month
tha line i die in October or November, Perclval
Moors, of Loul ■ nt
Northern Indiana Railway.— It >; deal WaJ
completed In New fork i I
I to I i loate, of New v... k, tha Murdook
i,i..ti ■ i ti , ind . i . ivernor 1 lurbln ol tnd ind
Hugh .i of Indianapolis. Tl I laid to
'i I... Not lie i ii tnd B nil i i
i i ml tO Hudson lake, mi. I
from ' ' '" v- it i» said to ba the Intentla
ti... i. to build a i in., i from South Band to CI
i ti "is i" tha
I 111 .Ugh WhlCl 1' I'd
I t.d put In ■ "Ii. lit loii
Northern Ohio Traction ft Light Company. — i
' • :.| at Allien. ( r. on .lllliu
....;, i Ident Even
. nt .a the transaction whan by I
Utron Railway, Ih. I
total mill
. whli ii N exolusri
M 111 ai
\i tin. olosa ..r ti..
140
ELECTRIC RAILWAY REVIEW
Vol. XVH, No. 4.
pany was absolutely free of debt. The annual report for the
calendar year. 1906, as compared with the previous year, is as
follows:
1905 1906 Increase
Gross receipts {1,660.047.11 $1,703,399.98 $143 352.87
Operating expenses 900.718.93 1,006.802.31 106,123.38
arnings 659.328.18 696.597.67 37,229.49
Interest 483.173.85
Surplus 213,423.82
Rochester &. Eastern Rapid Railway. — At the annual meeting
in New York last week it was decided to remove the auditing and
accounting offices from Canandaigua to Rochester, N. T. The
officers elected were as follows: President, Horace E. Andrews;
vice-president, W. K. Vanderbilt. Jr.; secretary. J. C. Collins;
assistant secretary and auditor, A. L. Linn, Jr.; treasurer, E. L.
Rossiter; assistant treasurer, C. A. Tucker.
Rochester Railway. — At the annual meeting in Rochester last
week John J. Stanley, and W. N. Kernan were elected directors
in place of C. J. Bissell, and A. G. Hodenpyle. Officers were
elected as follows: President, Horace E. Andrews; vice-presi-
dents, William K. Vanderbilt, Jr.. John J. Stanley, R. E. Dan-
forth; secretary and auditor, J. C. Collins; treasurer. E. L. Rossi-
ter; assistant treasurer, C. A. Tucker; assistant secretary and
general auditor, A. L. Linn. Jr.; general manager R. E. Dan-
forth. The company is controlled by the Rochester Railway &
Light Company.
Rochester Railway & Light Company. — At the annual meet-
ing of the stockholders at Rochester. N. T., last week Charles
T. Chapin was elected a director in place of H. D. Walbridge.
The other directors were re-elected. The directors elected the
following officers: President, Horace E. Andrews. Cleveland, O. ;
vice-presidents, G. A. Hollister and W. K. Vanderbilt, Jr.; sec-
retary and auditor. J. C. Collins. Rochester; treasurer, E. L.
Rossiter; assistant treasurer, C. A. Tucker; general auditor and
assistant secretary. A- L. Linn, Jr.; general manager, R. M.
Searle; assistant general manager, James T. Hutchings; mem-
bers of executive committee. John Carstensen, W. C. Brown. G.
A. Hollister, W, K. Vanderbilt, Jr.. and John J. Stanley. The
company is controlled by the Mohawk Valley Company, of New
York.
Toledo & Western Railway. — This company which was recent-
ly purchased by a syndicate headed by J. R. Nutt, of Cleveland,
has been refinanced. The capital stock has been authorized at
$2. 000,000 and the bonds at $2,000,000. Of these bonds $1,250,000
are a first mortgage on the original Toledo & Western property.
Another $250,000 are a first mortgage on the Toledo Fayette &
Western division. The remaining $500,000 are a second mortgage
on the combined properties. This last mortgage was originally
authorized for $2,500,000. of which $1,500,000 were held in escrow
for the underlying bonds, $500,000 set aside for improvements and
to pay floating debt and $500,000 were to remain for future im-
provements. This mortgage, however, has been closed, and
bonds to the extent of $500,000 cancelled. No more bonds can
therefore be issued under the present mortgage. The company
has about 78 miles of track on a private right of way and the
balance of the system is operated under franchises, either for
thirty years or with no time limit whatever. The floating debt
will be paid with the proceeds of the $500,000 second mortgage
bonds mentioned in the foregoing, leaving the $2,000,000 stock in
the hands of the Nutt syndicate. C. F. Franklin, Sylvania, O.,
president.
Toledo Railways & Light Company. — The annual meeting of
the Toledo Railways & Light Company was held at Toledo on
January 17 and the directors and officers were all re-elected. The
stockholders authorized the lease of the Toledo Ottawa Beach &'
Northern Railway, which extends from the Casino to Ottawa
Beach, and which will be operated as a part of the Rail-Light
system. The annual report submitted to the stockholders by
President Henry A. Everett shows that the gross receipts of the
company for the year 1906 were $2,047,610.75, being an increase
over 1905 of $134,154.69. The operating expenses were $1,071,733.33,
52.34 per cent. Interest charges on funded and floating debt were
$509,607.12. leaving a net income of $466,230.30, 3.89 per cent on
the capital stock of the company The following comparative
statement of gross earnings of the properties now owned by the
Toledo Railways & Light Company for the years 1897 to 1906.
inclusive, shows not only the wonderful growth of street traffic
in Toledo, but is a fair index of the growth of the city itself:
Gross Per cent
earnings. increase.
$ 897,361.06
1898 968.516.59 7.93
1.069.279.88 10.40
1900 1,182.516.83 10.59
1901 1.311,084.25 10.88
1902 1.459,091.39 11.29
1903 1,663,794.03 14.03
1904 1.752.833.67 5.35
1905 1.913.456.06 9.17
1906 2,047,610.75 7.01
The bonded indebtedness of the company is now $10,866,000.
During 1906 there was operated 107.64 miles of track, earning
$1,536,524.64, being earnings per mile of track, $14,274.66.
United Traction Company (Albany, N. Y.) — This company has
purchased the Forest Park Railway, of Troy. N. Y.. which was
building a 2-mile road from Troy to Forest Park cemetery, and
will complete the construction of the line. E. S. Fassett, general
manager, Albany.
Manufactures and Supplies
ROLLING STOCK.
Rockford & Interurban Railway, Rockford, 111., is building two
interurban cars in its own shops.
Cincinnati Mllford &. Loveland Traction, Cincinnati, O., is get-
ting prices on one new equipment.
Western Ohio Railway, Lima, O., expects to place an order
next week for 10 or 12 interurban cars.
Worcester Consolidated Street Railway, Worcester, Mass., Is
in the market for 25 new equipments.
East St. Louis &. Suburban Railway, East St. Louis, 111., has
placed an order with the Inter-State Car Company for 200 wooden
coal cars of 80,000 pounds capacity.
Ferrocarriles del Distrito Federal, Mexico City. Mex., operated
by the Mexico Electric Tramways, Ltd., has ordered 25 double
truck cars from the St. Louis Car Company.
Southern Light <£. Traction Company, Natchez. Miss., will pur-
chase three or four cars during the coming summer. The specifi-
cations for the cars have not yet been approved.
Detroit United Railway, Detroit, Mich., has placed an order
with the Cincinnati Car Company for 50 large double-truck cars
for city service and 10 interurban cars.
Oklahoma City Railway Company, Oklahoma City, Okla. is
reported to be building seven new cars at its own shops, four of
which are for interurban service and three for city service.
Milwaukee Electric Railway & Light Company, Milwaukee,
Wis., is having 10 cars built by the St. Louis Car Company. These
cars will have a steel floor plate and underframe reinforced with
steel.
Ft. Wayne & Wabash Valley Traction Company, Ft. Wayne,
Ind., has recently placed an order with the Cincinnati Car Com-
pany for six semi-convertible cars to be used on the city lines
in LaFayette, Ind.
West Chester Street Railway, Philadelphia, has placed an or-
der with the J. G. Brill Company for three 50-foot double-truck
compartment cars of the semi-convertible type, each having four
G. E. motors of 40 horsepower.
Chicago <£. Milwaukee Electric Railway, Chicago, has placed an
order with the Jewett Car Company for 20 interurban cars, 10 of
which are for May and 10 for September delivery. These are
duplicates of cars now in use on this line.
Memphis Street Railway, Memphis, Tenn.. was reported in the
Electric Railway Review of January 19 as soon to order 25 new
cars for early delivery. We are informed that these will be 42-
foot cars with bodies 30 feet long, full vestibuled and equipped
with airbrakes and four-motor equipments.
Citizens' Railway Company, Lincoln, Neb., was reported in
our columns last week as about to order six new cars. We are
informed that an order has been placed for eight single-truck,
full-convertible cars of the Brill patented type, with 20-foot bodies,
vestibuled, mounted on 21 E Brill trucks and equipped with G E
54 motors and K 10 controlers.
Peoria Railway, Peoria, 111., has ordered 15 cars from the
American Car Company for city service. These cars are to be
43 feet long, equipped with airbrakes, electric heaters, pilot, in-
terior finish of cherry and mahogany, rattan seats, and are for
delivery on June 1. A lining throughout with steel as a safe-
guard in case of accident is a special feature of these cars.
Spokane Traction Company, Spokane. Wash., was reported in
the Electric Railway Review of Janary 19 as having ordered ten
cars. This order has been increased to 15 cars to be built by the
St. Louis Car Company, all of which are for March delivery.
They are of the Detroit type, 41 feet in length, will have a seat-
ing capacity for 125 persons, and will be equipped with four motors
of 40 horsepower each.
Terre Haute Traction & Light Company has placed an order
for 8 interurban cars with the Jewett Car Company. The speci-
fications include the following:
Seating capacity 60 persons Height —
Weight 70,000 lbs. Inside 7 ft. 7>4 in.
Length, over vestibule 50 ft. Sill to trolley base.8 ft. 5& in.
Over all 51 ft. 6 in. Track to trolley base
Width, over all 8 ft, 5 in. 12 ft. 6 in.
Body Wood
Special Equipment.
Airbrakes Westinghouse Journal boxes Symington
Center bearings Symington Markers Lin tern
Control system Motors, type and number
G. E. multiple unit G. E. 73-4
Couplers Van Dorn Paint
Destination signs Hunter Paint.. Green body, white upper
Fenders Pilots Sanders Nichols-Lintern air
Gongs Multiple stroke Heywood Bros. & Wakefield
Heating system Hot water Trolley poles and attachments
Headlights Crouse-Hinds Wilson retrievers
Interior finish Natural oak Trucks Baldwin
Norfolk & Portsmouth Traction Company has ordered twenty
double-track motor passenger cars, one double-track motor pas-
senger and baggage car, two closed trailers, six, 14-bench open
trail cars and one freight motor, of the J. G. Brill Company, for
January 26, 1907.
ELECTRIC RAILWAY REVIEW
141
the Norfolk Railway division and twenty 14-bench open trail cars,
all having double trucks, of the J. G. Brill Company, for the use
of the Norfolk & Atlantic Terminal Company.
Gulfport 4 Mississippi Coast Traction Company, Btloxl. Miss .
will purchase four or five cars at an early date. It Is proposed to
build two single-truck cars for use on the city lines at Gulfport
and the balance will be double-truck cars for interurban sen-ice.
Eastern Wisconsin Railway 4 Light Company, Fond du Lac,
Wis., has placed an order with the Cincinnati Car Company for
three 40-foot cars. They are of the semi-convertible type, can
be used for either city or Interurban service, being geared for
40 miles an hour. They will be equipped with quadruple West-
inghouse 101 B motors K 2S controllers. Brill 27 G trucks. Pea-
cock brakes. Root scrapers and will be heated by hot water.
SHOPS AND BUILDINGS.
Anderson (S. C.) Traction Company. — This company is pre-
paring plans for a large modern car barn and machine shop at
Anderson, to cost about $S,000. which will accommodate all of the
company's cars, both city and Interurban. The building will be
of corrugated Iron and mill construction. Work has commenced on
the foundations. George E. Coughlln. of Anderson, is general
manager.
Consolidated Railway. — This company has contracted for the
construction of a 100 by 114-foot addition to Its car house at Ox-
ford. Mass.. which will make the building 280x114 feet when com-
pleted.
Louisville 4 Eastern Railroad. — The directors at the recent
annual meeting approved the plans for the erection of a terminal
station In the central part of Louisville, Ky.. and negotiations are
being made for the purchase of a piece of property near Fifth
and Jefferson streets. The Lagrange and Shelbyville extensions
are to be completed this year and for that reason the present
station at Fifth and Green streets will soon prove Inadequate.
Perclval Moore, president and general manager, Louisville. Ky.
Mobile Light & Railroad Company. — A contract has been let
to the Interstate Construction Company for the construction of
a car shed at Monroe Park. Mobile. Ala. The building will be of
reinforced concrete. 225 by 47 feet. A contract has also been
awarded for a frame car barn with cement floor at the southern
end of Monroe Park, to S. E. Dupree & Co. This will be 176 by
4« feet
Walla Walla Valley Traction Company. — This company has
commenced the construction of a brick car house and machine
shops at Walla Walla, Wash., which will cost In the neighborhood
of $7,500 and will accommodate from 8 to 10 cars.
TRADE NOTES.
Standard Underground Cable Company, Pittsburg, Pa., has
recently opened branch offices at Atlanta, Ga., and Seattle. Wash.
Falkenau Electrical Construction Company, Chicago, has I
Incorporated with a capital of $20,000. The Incorporators are:
Victor Falkcnau. W. A. Burroughs, and II. A. Strauss.
Pneumatic Machine Manufacturing Company has been Incor-
porated In • y with a capital of $200,000, for the purpose
of manufacturing pneumatic tools of various kinds. The Incor-
porators are New York people.
Crane Company, Chicago, announces that It now has Its new
steel foundry In full working order. The company will make a
specialty In this department of steel valves and fittings and these
additional fa llltles are such that orders can be Oiled promptly.
R. Woodman Manufacturing 4 Supply Company, Boston, re-
ports a very busy season. It has become necessary to work a
night force of men In order to keep up with the Increasing de-
mand for Its goods. Money orders are being received from foreign
countries.
8. J. Collins has accepted ■ position with the Rail Joint Co
pany of New York and Chicago. Mr. Collins was formerly with
the Qulncy. Manchester, Sargent Company, Chicago, prior to
whlfh time he was general superintendent of the eastern division
of the Southern Hallway.
Massachusetts Chemical Company, of Walpota, Mass.. reports
an >i r for '■' ■<■ 280 Dry dur-
ing the last year. There Is a gr- 1 fur this, tape for
oils, nnd It Is used In large quantities by manu-
facturer* ••' LOd Insulated wires i nre
repo'' Insulntlng compound, Which I" I
man' ■ • ' OOD varnish.
Colonel John T. Dickinson, who for the pnst several years
ilidatad RaTiwaj Electric Lighting
Lighting
■ I I ileklm on's hi III hi-
nt York at the new office* of the lillnn Electric Car Lighting
ny In the Night A k Building, Fifth I
and Deli The Chi
if l Bl i Electric C Lighting Company will be
ilMlng. tmrl Mr W M I alor, who was for-
also wl> Lighting A
. i ■ the Chicago ofl
nsirlstatit v ddltlons to the
l«rge plan) of thi Bliss Elertrh <"ni Llghtl
■ •■ «rlll I" whuh will afford
facilities for the manufacture and prompt delivery of electric
car lighting and train lighting equipment batteries and su]
American Car 4 Foundry Company, St. Louis, has appointed
Joseph G. Johnston district manager at Detroit. Mich., and Tat
rick H. Sullivan assistant district manager to succeed Wesley R
Mason, who was recently appointed general manager of the
Dominion Car & Foundry Company with headquarters at Mon-
treal. Both Mr. Johnson and Mr. Sullivan have been In the em-
ploy of the company for over 20 years. Mr. Johnson being pro-
moted from the office of superintendent and Mr. Sullivan from
lumber Inspector.
Charles N. Wood Company, 79 Milk street. Boston. Mass., the
eastern representative of the International Register Company, re-
ports that It has just delivered a complete equipment of badges
for motormen and conductors of the Boston Elevated Railway.
These are the well-known Heeren badges and are much larger In
size than those formerly worn by these employes. The railway
company wished to have a badge large enough so that all the
passengers could see It at a distance. The badge of the motor-
man Is made with a hlack ground and white letters: the con-
ductor's has a white background with black letters These badges
were so conspicuous that the Boston Herald devoted a half
of Its paper to complimenting the railway company on the change
S. F. Bowser 4 Company, Incorporated, Fort Wayne, Ind..
owing to a large Increase In Its business during the year 190B. a
business which It states was 75 per cent greater than 1905 nnd
three times larger than 1904. has found It necessary to open a
branch office at 299 Broadway. New York City. This office will be
In charge of W. T. Hatmaker, formerly manager of the mall
order department of the Boston branch. The company states
further that this Is only one of the many additions that has heen
made In the past year and reports that the factory In Fort W
has heen Increased 125 per cent and the office accommodations at
Fort Wayne have heen quadrupled. The company has completed a
new $25,000 factory at Toronto. Can., and has added a lame num-
ber of salesmen.
H. J. Lamborn has been appointed superintendent of power
and plant of the Yale & Towne Manufacturing Company to suc-
ceed F. A. Wnldron. who resigned ahout a year ago. Mr. Lam-
born will have charge of all steam and electrical plants, the BUpi I
vision of new buildings and the general care and repair of the
plants. Mr. Lamborn is a graduate of the Towne Scientific School
of the University of Pennsylvania in the course of mechanical
engineering, since which time he has held various positions.
which have given him a varied experience with mechanical mat-
ters, S. F. Dauchy, who has heen acting superintendent of power
and plant during the past year and for several years has held
■sitlon of assistant superintendent, will continue In the lal
ter capacity under Mr. Lamborn.
Western Electric Company exhibited at Its booth, at the
Electrical Show at the Coliseum, Chicago. HI.. January 11 16,
a very large nnd handsome water color painting of its new 110
acre plant at Hawthorne. 111. This plant Is equipped with modern
labor-saving devices In the way of machinery for executing Its
work, and the general ground plans are arranged so as to minimise
labor In the handling and assembling of the elootrle.il apparatus
manufactured. The exhibit Included American transformers,
Thomas high-tension Insulators, Electros Insulating material v.
ern Electric Company's arc lamps and direct and alternating I U
rent motors. Its series of multiple lamps for both alternating and
direct current. The company makes a specialty of a direct current
Indestructible lamp, the magnets of which are wound with I I
abeston magnet wire and will give a demonstration of tin
resisting qualities of this wire as compared with cotton-covered
magnet wire. Another Interesting feature was that of a
alternating equipment In full operntlon Including switohbo
Ulator and transformers. A new 1907 line of fnn moton ind
switchboard equipped with some reci ted i was
also shown.
ADVERTISING LITERATURE.
David B. Crockett Company, Bridgeport, Conn.- -This company.
which Is a maker of varnishes, has sent out to Its friends an artis-
tic cnlendnr for 1907.
A. O. Schoonmsker, 221 Fulton St., New York. ,\ o BohoOn
maker, who li the Importer of India and Amber mloa, has ins i
lee list of i teriali for 1 907.
Universal Portland Cement Company, Chicago. — This OOBV
pnny has reprinted the second chapter of "Concrete, Plain nnd
Taylor & Thompson, nnd given It the title, "The
Proi ■« of Con orating," The publication is hnndsomeiv bound
should he of material service to those Interested In ...n.i.l.
work.
Sprague Electric Company. New York City, N. Y.— "The Blec
til.- Equipment of ■ Modern Hotel" li the title of an
illustrated bulletin Issued by thl oompans The modern hotel
■ •I i" i the "Hotel Gotham" in New v.ui, and the equip
meiii described Includes thai no olectric llghl and powei
th in. the boardi ale trioal equipment for tin laundry, foi
watei it 1 1 let and foi ' he v. m tem
Wright Truck Company, 727 Walnut Street, Philadelphia, Pa.
\ i ingi from ■
■ i styles of ti
I |] BTd
of ■ ■- One of ' ni !<■■ Is thi
no| Iran-"
142
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 4.
equalisers, springs placed apart and located adjacent to the Journal
boxes and spring hangers. The other Is the pedestal spring type
with rolled steel channel transoms and sides, oast steel ped'
with necks detachable secured upon the vertical ends of the chan-
nel side pieces and helical sprints above each Journal box designed
to cushion the entire frame.
Cooper Hewitt Electric Company, New York.— A well-executed
pamphlet. 7 by 10 inches, describes in some detail the conspicuous
features of the Cooper Hewitt system of mercury vapor lamp light-
ing with illustrations showing its application In Industrial uses.
L. S. Starrett Company. Athol, Mass.— A copy of the "Vieks-
burg American" containing an account of the manner in which a
supposedly tool proof steel bar Installed In the Warren county.
Mississippi, Jail was cut through in four hours by one of the
company's No. 250, 12-inch had; saws
Crouse-Hlnds Company, Syracuse, N. Y.— "Just a Few Condu-
let Suggestions" is the title of two publications Issued by this
any. Both of these are constituted almost entirely of engrav-
ings from drawings illustrating the useful manner in which this
■m\'s various types of condulets may be used in wiring.
The publications are not only an effective advertisement of the
company's products, but contain many useful suggestions for those
installing electrical equipment of all types.
Mllllken Brothers (Inc.) New York.— This company is issuing
a convenient handbook showing sections which its new steel mill
at Milllken. S. L, is capable of rolling. The product of the plant
at present consists of open-hearth I-beams, slabs, channels, angles,
Z-bars. etc.. and special attention is called to lS-inch channel
sections, believed to be the largest channel now rolled. This sec-
tion is Intended specially for heavily-loaded columns and bridge
chords where a large radius of gyration is essential to economy.
J. G. Brill Company. Philadelphia. — Volume 1. No. 1 of Brill's
Magazine has been issued under date of January 15. 190". It is
published in the interest of 3. G. Brill Company. Philadelphia:
G. C. Kuhlman Car Company. Cleveland. O.: American Car Com-
pany. St. Louis: John Stephenson Company. Elizabeth. N. T. The
publication is standard size 6 by 9 inches with 24 pages replete
with engravings from photographs and drawings. Various types
of modern car construction are shown and described. The pub-
lication also deals with other rolling stock and rolling stock
equipment.
General Electric Company. Schenectady, N. Y.— This company
continues to publish its series of pamphlets descriptive of manu-
factures of its various departments. The recent publications of
the railway department include Bulletin No 4474 descriptive of
GE-7G railway motor, which in general appearance is somewhat
similar to the GE-66 box frame motor, but is more substantial in
construction, has longer bearings and commutator, wearing sur-
face for armature heads and seats' for gear case lugs. The
pamphlet describes the various parts in detail and presents char-
acteristic curves. Bulletin No. 4479 describes the Toledo & Chicago
interurban single-phase railway, the author of the paper being
John R. Hewett.
WESTINGHOUSE 10.000- KILOWATT TURBO UNITS FOR
BROOKLYN.
Electric generating units of 10,000-kw. capacity, complete in
a single machine will soon be built to fulfill a contract recently
executed between the Transit Development Company of Brooklvn.
N. T. and the Westinglmuse Machine Company of Pittsburg. The
new equipment will consist of five 10.000-kw. turbo-generator
units and a large amount of converting, transforming and con-
trolling apparatus, all to be manufactured by the Westinghouse
interests.
The new unit will establish a new standard of compactness.
The combined unit will measure approximately 48 feet. 6 Inches in
length. IS feet in width and 12 feet 3 inches in height, above the
floor level, equivalent to .075 square feet per kilowatt rated, or .049
square feet per kilowatt maximum That a striking advance has
been made within recent years toward securing greater compact-
ness in prime movers is shown by the accompanying curves.
The turbine equipment is designed for a steam pressure of
175 pounds at the throttle. 100 degrees superheat and 28 inches
vacuum. Under the assumed conditions of operation the units
will sustain their full rated load continuously with a temperature
rise 'if 35 degrees C. with the power factor ranging from 90 to
100 per cent. In the event of loss of vacuum, accidental or other-
wise, the turbines will automatically "go to high pressure" carry-
ing their full rated load without the assistance of a condenser.
This feature will be obtained through the use of a secondary ad-
mission valve of construction similar to the primary valve and
operated by the governor in such a manner as to automatically
come into operation when the overload upon the machine reaches
a certain point. The action of this valve is to raise the pressures
in the various stages and thus increase the capacity of the ma-
chine. Speed variation may accurately be adjusted by a distant
control mechanism attached to the governor and operated from
the switchboard.
In the construction of the generator the standard rotatlng-
fteld design will be employed with the frame entirely enclosed to
facilitate forced ventilation and incidentally obivate the noise
emanating from high-speed turbines. Current may be delivered
at 6.600 or 11.000 volts pressure according to the method of con-
necting the windings.
A good feature of the horizontal-type turbine is the excellent
disposition which may be made of the condensing apparatus. In
spite of the compactness of these large units, the surface con-
denser will be located, as usual, directly beneath the turbines
in the power house basement together with all of the condensing
auxiliaries, thus giving a clear engine room floor. This arrange-
ment likewise permits of affectively carrying out the "unit sys-
in power plant design which is so important in securing the
best arrangement of the boiler plant.
It is significant that this new power equipment will be eventu-
ally installed in the new Kent Avenue station. Brooklyn, where
two large turbine units mad. by the same builders and a third
..f another make, but similar design, have been In operation for
IS
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machinery.
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Et-CcrmcAL Hotsc Fb«cR
Horsepower — Area Curves for Prime Movers.
This station then will be devoted entirely to turbine
A DISPLAY OF STORAGE BATTERIES AT THE CHICAGO
ELECTRICAL SHOW.
The Electric Storage Battery Company, of Philadelphia, with
a Chicago office at 1425 Marquette building, at the Chicago Elec-
trical Show demonstrated the variety of batteries manufactured
by it. ranging from a tank with a capacity of 4.S00 amperes for
one hour down to a cell with a capacity of 2>£ amperes for one
hour. All of these batteries are of the Chloride Accumulator type
and include the R-73 elements in R-85 tank, 2.600 of which cells
are now being installed by the New York Central & Hudson River
Railroad Company in its electrification. Cells of this type will be
used at the Gary'. Ind.. plant of the Indiana Steel Company now
under construction. The G-51 tank is quite generally used by
street railway companies through the country, and the other types
shown were the F-21 for lighting and telephone work, both in
wood tanks and in glass tanks: the F-15, E-13. D-7 and C-5. all
in glass Jars. The Electric Storage Battery Company also showed
a number of its Exide batteries. This type of battery is used
for automobile work, both for propulsion and ignition. A feature
of the exhibit was the 7-33 Exide signal cell, 10,000 of which are
in use on the Harriman lines.
The Electric Storage Battery Company makes a specialty of
car-lighting work and the exhibit included its two-compartment
tank and a variety of accessories for railway car lighting In
addition to the above this company exhibited its cell-filling device
and its automatic-signaling hydrometer which is in operation. The
company was represented by Charles Blizard. third vice-president.
G. H. Atkin. manager of the Chicago office, and Messrs. J. M. S.
Waring, district engineer. W. F. Bauer. W. F. Rath. H. B. Mar-
shall. F. W. Hyde and George Neth.
ALLIS-CHALMERS COMPANY'S EXHIBIT AT THE
ELECTRICAL SHOW.
The exhibit of the Allis-Chalmers Company, of Milwaukee,
at Chicago's second annual electrical show, included a new 75-kw.
self-contained AB alternating-current generator, a 10-hp. induction
motor-generator set, a 15-hp. high-speed engine-generator unit, a
line of new type K motors of 1 1/3 to 20 hp. for direct current,
and six induction motors of from one to 20-hp. capacity. With
the induction motors potential starters were shown for all sizes
from five horsepower upward. A model showed both the movable
and stationary rings of blading of a 500-kw. Allis-Chalmers steam
turbine. The booth of the company was finished in the mission
style and the company distributed catalogues, bulletins and other
advertising matter showing electrical apparatus, steam engines,
gas engines, hydraulic and steam turbines, saw mill machinery.
lumping machinery, power-transmission machinery, timber-pre-
serving machinery' and other lines of machinery manufactured by
it. The exhibit was in charge of C. A. Tupper and S. R. Kerr.
assisted by J. W. Gardner, manager of Chicago district office of
the Allis-Chalmers Company; W. S. Heger. assistant to the presi-
dent; G. B. Foster. W. M. S. Miller, manager of the price depart-
ment, and a number of salesmen, including Messrs. C. H. Melvey.
C S. Buell. Ervin Dryer. F. L. Webster, J. M. Denniston. E. R.
Jacobs. D. K. Chadbourne. H. I. Keen, A. W. Catlin. L. St. J.
Smith. P. C. Van Zandt. Geo. Voigt. L. M Harvey. E. Timm and
C. H. Howe.
PUBLISHED KYEKY SATURDAY BY THE WILSON COMPANY, CHICAGO
Chioaoo: leOHarriso - NbwYobk:U -et
Subscription Price, $2; Foreign, $5; Single Numbers, LO coots Entered at the Postomoe, Chicago, IU„ as Second-elas, Matter
Vol. XVII, No. 5
CHICAGO, FEBRUARY 2, 1907
Whole No. 197
TABLE OF CONTENTS
lal—
— Clrcula- . .143
— E way Taxation in Mi<
— Some Fundamental C .144
— Tl Market 145
Railroad Conin 146
Interstate Commerce Commission Inquiry Into Rallwaj Ac-
counting h<;
Nashville Tim. - tern. (Illustrated) ...147
The Spokane Electric Terminal. (Illustrated) 148
The Substitute Motor tor tn< Steam Locomo-
By Lewis B, Stlllwell and Hem - Putnam.
(Illustrated) ISO
A Modern Interurban Cat (Illustrated) 160
Executive Committee Meeting, American Street and Interurban
Railwa It", 1
ton
• ili.v Inflation 162
i Illustrated i 163
t the Dudley Street Terminal. I). 164
trie Railway J65
Power Improvements of th< llway....
Mews ,v.-,-k
a York Subways
Construction Ni
— Franchises igg
— Incorporations is8
— Track am! Roadway i6g
Powei 9 stations 169
onaJ Mention
— Obituary ]-,,
Financial News 171
Mann. ind Supplii -
—Rolling Stock [i:~:
— siiops and Buildings 172
— Trade Notes 17;
ertlsing Literature 17::
a Practical Grinder. (Illustrated) .17:;
The Use Of Doss. -it .Joints ]7;;
Iblts at Hi,- Chicago Electrical Show .........]U
A feature to be considered in the selection of a site for a
power plant which is worthy of verj careful study is
the purity ol 'ho water. While ii is not of
Circulating quito i|.. same Importance to havo pure
Water water for cooling as for the boiler feed, un-
Suppiy. limited trouble may be caused through the
corrosion of condenser tubes: or if the water
contains quantities of salts and solid manor which are dif-
ficult to settle or filter out. the efficiency of the condensing sur-
face may be seriously affected through a deposit on the water
side of the tubes. For these reasons in locating a plant, the
engineers should thoroughly investigate any brook or river
which might seem to be a favorable location. To do this
the course of the stream should be followed up a considera-
ble distance to ascertain what manufacturing plants are
•I on Its banks, and tho nature of any refuse which
barge into the stream. Having become assured
that tin- nature of all wastes emptied into the streai
harmless, It would he well to have some samples of the
analyzed as a final precaution and to determine wheth
• r it wii; r.ie lor boiler feeding a- well as for (-citi-
ng purposes. Much annoyance was recently caused a
railway plant points were neglected. The trou-
ble In this. case wa • priming of the boilers and
-n« of corrosion. Upon In
found to be . of fat which
dumped into tie I. miles up
•m.
lack ot which most of tin- troubles with the motors can be
traced. The life of both the brushes and commutator is in-
creased by proper adjustment and it will be found an advan-
tage to stagger the brushes on alternate brush arms, thus
causing the commutator to wear more evenly and avoiding
the usual ridges to be found on the average commutator. To
secure the accurate angular spacing desirable, Mr. BfcRae
has designed a jig on which all the brushholders, whether
new or old. are mounted and spaced before being put op
motors, and no doubt the expense and trouble of this adjust
nieiii are fully warranted by the results obtained,
totnted out in a recent papei bj Mr W it Me
onto Railwa) . too II
tlon is paid to the moil
Shop Practice r» oiling
and Car he re
Records. ids would bi if de-
It Is highly prob
run Into the
as well u an additional aumbt
through In
• d on 11 n 1 ■
potier point to which attention Ih •
Is the peed fO of I he I.
In a recent discussion of taxation in Michigan, Mi Wallace
Franklin, secretary and assistant treasurer, Orand l;
Grand Haven & Muskegon Railwa] Com
Electric Railway pany. says: "I am willing to make the pre
Taxation in diction that as long as tin- taxes on electric
Michigan. lim-s in this state remain as high as they
are now not a single electric line will be
built within Its borders for the Q< \i Ion
how many are planned on paper." In amplifying his pi-
tlon. Mr. Franklin says thai eastern capitalists will not pa\
in taxes ior the privilege 1 1 d< reloi Ing tin- state from >• to B
p.r cent of tin- gross earnings of properties. Two
the company with which he is connected paid for tax<
1 -nt oi 11 ii,,. property
a' the rate Of *!-'. ir mile and the fighl of was
att lj 'i 1 Ilowing year the com
■ due. d lli. 10 $K.0i)n per mile. Inn
10 |io, Mr. Franklin
irS • on a I wo rod wide ship of land
running throe than the owner of the
Ire 101 in with ail bis impi-
included ■ 'i i - es in Deo tnbei
1906, $1,075, which wai 1; 1 p.-, (.-ni ,,f thl
the i ith Conditions In the monej mi dim
cull in Ii p. --a ,1,1, , ,,.
and 1 ommunil lea which em
ruction of electric rallwaj lines will find them
ural development whl 1
low ■ ban it thi
the companli Intel
■
144
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 5.
companies with taxation. Mr. Franklin has done a public
service in calling the attention of his community to this
situation.
SOME FUNDAMENTAL CONSIDERATIONS IN DEPRECIATION.
If an individual buys a carriage he may, as occasion re-
quires, paint it, varnish it, re-upholster, set new tires, replace
a shaft or spring, and make other repairs, but there still
remains a wear for which he does not provide. In time the
carriage gets beyond its usefulness and he gets rid of it and
buys a new one. If an accounting record was kept and the
original cost still stands upon the books the amount of the
new purchase cannot be added, for then there would show
more property than is possessed. The new carriage has to
be provided for as an expense. If the owner has been wise,
he has cut down the value shown upon the books a little
each year as the property wore out, so that what was re-
ceived for the old carriage would cancel the account. Then
the cost of the new carriage could properly be placed on the
books as an original investment. Or, perhaps the owner has
done better and each year, from his income, has put in the
bank, at interest, a small sum, and when the old carriage
had become worn out had an amount sufficient to buy the
new one. In either case he has provided for the deprecia-
tion.
What is true in a simple illustration like this is equally
true of as complex a property as an electric railway. And
its complexity does not exempt the electric railway from de-
preciation or the need of providing for it. Complexity in-
volves the problem, but the big, basic principle is the same.
There is no use to wave aside the question of depreciation;
it exists and must be considered. Every day's delay makes
the consideration harder. The depreciation is going on and
will make itself felt; it must be provided for and the earlier,'
the easier. In the youth of an art consideration of this mat-
ter seems unnecessary, but, no matter what the offsetting
compensations, the time comes when further postponement
presages sure trouble, and, if long continued, ruin.
It is true that in the electric railway art there have
been many offsetting compensations and there are today —
the great advance in the cost of materials used in the art,
for instance. This has tended to keep the book value at a
figure somewhat near the market price, less proper deprecia-
tion allowance. The industry profits today from that fact,
but it cannot continue to do so indefinitely — nor, indeed, for
long — and any attempt to take advantage of it much longer
must ultimately result in reorganization. Suppose prices had
gone the other way! Those managers and owners who re-
gard the discussion of depreciation as a bugbear should real-
ize that it must come; that "a stitch in time saves nine";
that consideration at this time gives a chance to approach
the practical workings gradually instead of coming to the
realization of the need with a sudden jar. One need not
look far in any business to find instances where the awak-
ening came too late, with the result of bankruptcy, reor-
ganization, or "scaling down," none of them pleasant occur-
rences.
To know whether or not net depreciation (that is, with
appreciation allowed for) has occurred to require account-
ing, an accurate, impartial appraisal of the property is
needed. If the total footing of this equals the total footing
of the investment accounts, then depreciation has been off-
set and only the future need be provided for. So far as
the appraisal value falls below the investment accounts
the past management has erred and the future management
should bear this burden in addition to its own.
Fundamentally, there are two methods of accounting
for depreciation: (1) By a charge upon the earnings to
provide for a liability account or a fund (asset), or by
the lowering of asset accounts. (2) By charging sufficient
betterments and extensions or renewals to equal in amount
the estimated depreciation. European practice in the indus-
try preponderately favors the first method; so, for the most
part, do manufacturing and general business concerns. There
is excellent authority for the second, notably the American
steam railways. The propriety of this so-called American
theory is a new subject of investigation by the Interstate
Commerce Commission.
Right here a word may be said about European methods
which were discussed at some length in the Electric Railway
Review for November, 1906. While these are enlightening
and worthy of study, we are not to assume that a failure to
follow foreign practice demonstrates that we are in the
wrong. The method is purely incidental; the basic principle
is the agreement between the value of the property as it
exists and as it appears in the investment accounts. Many
methods are different abroad. For instance, in English
municipal undertakings the property is not considered as
owned until all indebtedness is paid and, as in American town
and city financing, a certain part of the debt is paid each
year. However much greater the asset is than the amount
outstanding against it, it cannot be further borrowed upon.
It naturally follows that depreciation must be provided for
under the first of the methods named.
It is this fact that caused Mr. G. W. Holford in his dis-
cussion of "Depreciation and Renewal Funds in Relation to
Tramways Undertakings" (Electric Railway Review, Novem-
ber, 1906, page 906) to consider only the depreciation and
renewal of permanent way, excluding rolling stock, buildings
and overhead equipment on the ground that these portions of
tramway equipment outlast the periods for the repayment
of loans specified by the Board of Trade. In reply to an
inquiry the assistant secretary (railway department) of the
British Board of Trade, advises us that it is the practice of
the Board to allow the following periods for the repayment
of money borrowed for tramways by municipal authorities:
Permanent way and buildings, 30 years; electrical equipment,
20 years; cars, 15 years.
The second method of accounting referred to may accom-
plish the object ultimately but not in an accurate manner.
The charging of betterments or renewals to expense may be
far greater in one year or term of years than the deprecia-
tion for the period would amount to, or may be far less. In
either event it is unfair; in the first case it is to the detri-
ment of the stockholders for that period, and in the second
case it is in their favor.
The instant the property is in use or completed the
natural deterioration commences. It is ordinarily as much
the first day as on any succeeding day, but the repairs
at first are little or nothing. In absolute justice to the
owners or stockholders in every accounting period an
amount should at once, and then at regular intervals after-
wards, be set aside to represent as nearly as possible the
wear and tear during that period. Then the owner at any
time receives all that is justly due him and only that. The
charges against income then become actual and not haphaz-
ard. A careful accountant would not charge the cost of in-
surance for the year into the expense of one month; he would
pro-rate it over the whole year. So, for instance, track re-
pairs— in most of the country — can be made only in a few
months of the year; yet the wear is going on, proportionately
to the service, as much in the months when work is sus-
pended as when the repairs are being made.
For the ideal handling of the accounts representing assets
subject to wear and tear there would be determined in ad-
vance, say each year, what the deterioration would be for
the period and apportionment of it made among the months
according to the amount of service or of income. Then be-
fore the end of the year these apportionments would be ad-
justed to approach as nearly as possible to the actual wear
which had taken place. Thus the accurate expense of each
February 2, 1907.
ELECTRIC RAILWAY REVIEW
145
month would be as closely approximated as possible and the
accountant would be relieved from explaining that "this
month we made an unusual amount of repairs upon the Bee
street line," etc. Accounts which are most customarily pro-
rated for the monthly expense statement are those whose
yearly totals are easily determined in advance (for example,
insurance). It is, then, only a question of ease in determin-
ing the ultimate total, since, if the principle is good with
one such account, it is with all.
So it is with depreciation. If the manager wishes to
know his actual costs for any period — month, year or decade
— he must know, not only the value of power used, wages
and salaries paid, miscellaneous expenses incurred and inter-
est and taxes accrued, but also, as near as may be deter-
mined, the wear and tear which has occurred. The amount
expended for repairs or renewals in the period has nothing
more to do with the expense for the period than the actual
cash payments made for interest or taxes. Exactly as the
total of the monthly— or quarterly — pro-rated amounts charged
in for interest should equal the interest accrued during the
year, so the account or fund provided for depreciation should
equal the decrease in value that has occurred.
In practice, however, it would be more usuar and, on
the whole, quite as satisfactory to provide a fund or account
for depreciation which would care for the heavy renewals.
while the ordinary day-to-day repairs are charged directly to
expense. Then it becomes a question what shall be the limit
in amount to charge to repairs. This will vary in every case,
since it hinges on the regularity of the expense. Charging
into expense renewals of cars each year as they are bought
might be practicable on a large road, while on a small road
if one car for renewal were bought on an average each five
years, to charge it into expense the year when bought would
unduly burden the statement for that year to the great ad-
vantage of the four preceding years. This is the crux of the
matter: Depreciation should be accounted for as it occurs
and not when it has accumulated to the limit.
If a concern were manufacturing a marketable product,
in order to determine its selling price it would compute its
cost, including not only expenses, interest and taxes, but an
amount for depreciation as well, and then add a reasonable
measure of profit. The cost of transportation per passenger
should be figured in no different way. Unfortunately, per-
haps, the amount a passenger shall pay for his ride is fixed
— 5 cents. But if the cost of transportation, computed as ex-
plained, exceeds that figure the passenger should be willing
to have his ride somewhat shortened, his transfer or other
privileges somewhat curtailed, or the frequency of service
what reduced. If, on the other hand, such cost fall be-
low the 5-eent unit, it Is Justice that the passenger should
have a loncer ride for his 5 cents or more frequent service
or a re,! In either case he should allow
• r-latlon as a part of the cost, and It Is quite time thai
owners and managers Insist that he does.
It may be urged that the passenger will not consent to
Is not that the fault of the manager or promoter who
misled him as to the cost? And should be not be set
right about the ma' ulillc stands in Its own
light If II allow an amp on for depredation
lata the cost of H ortatlon, been
capital ■
■ i before thai
arrives the service and the physical condition of the
patrons are not getting In
exchange for thr-ir 6-eent pieces what the public In an
■ reeaoi > allowed, roc>
10 Important I
trannportatlon to ' ' If Ita recognition In the
trie railway boataeM I ■ "sgary It
win | 'i the eoi
for the more Htabllltv the InveKtm-nts In this Industry will
have. The managers or directors or stockholders who refuse
to consider this question are attempting to fool themselves —
if unsuccessful, no good is accomplished — if successful, the
result is disastrous.
THE COPPER MARKET
The copper market is attracting more attention at pres-
ent than that of iron or steel. The steadily advancing price,
the small increase in production, the large demand and the
possibility of speculative hoarding are all matters which oc-
cupy a place of unusual prominence in the market reviews
and in the metal and mining trades journals. The present
high price of copper with the probability of a still further
advance is a matter of serious concern to the electrical in-
dustries. Production, consumption and prices of copper in
the past years are not for business purposes matters of such
prime importance. Supplies for the coming year at prices
which are not prohibitive are questions of more immediate
interest and more recent statistics do not give much encour-
agement.
The production of copper in the United States in 1906
was 58.6 per cent of the total production of the world. The
increase for the United States was less than 5 per cent over
the previous year, while the consumption increased nearly 20
i ent. In recent years Germany, Holland, France and
England have taken 50 to 60 per cent of the domestic pro-
duction and their demand is increasing, while the United
States is now consuming more than the entire production in
1899. Imports of copper to the United States are principally
from Mexico and Canada, the former sending about twice ,i
much as the latter. The total for the two countries for
was 90,000 tons. The visible supply of copper In England
and France at the end of the year 1906 was 17,000 tons and
at that time there were practically no unsold stocks held in
America. The copper account for the United States for the
year 1906 balances as follows:
Tons.
Production 420,75f>
Import 102
Total
Less export
Balance for domestic consumption 305,388-
Montana is the roducing state re-
ported for 1906,-137,824 tons, which is less than that for tin-
but the hostilities which have so long limited
production In the Butte and Silver Bow districts have been
settled, and it la expected thai Amalgamated win produce
this year 100,000 tons. Arizona now occupies the second
as a copper producing state, having Increased Its pro
dnctlon In 1906 to I and Michigan, which previous-
ly oenpied the second place, remained nearly stationary at
■•< tons in the list, ■ •■ three great <•,,;
produi ta a large drop to Utah which is •
that state product] 8 only 26,229 tons, and 01
icing star. California and Idaho, still |i
•niy other portions of the United E lefa make any
DtlOO of Copper production are New M. dCO and \1 |
' Utah win largely Increase the pro
nis per pound,
was .r oi udden uing
the laet four or ii- • wmi.
hi July t0
In 1906 the price ,11,1 n,ii read, l'i .
until Beptemb ii rapid]
Iter pan of December, th<
Wlill,
146
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 5.
is stimulating production II Bhould be remembered that
it did not exceed 19 cents until late last year and it will re-
quire a year or two before the capacity of the mines and
smelters can so be increased as to make a substantial im-
pression or protection. The scarcity of labor and material
is a serious obstacle in making tbese improvements and in
I ad it is now preventing much gain in the operation of
present plants.
A general review of the situation would indicate that
there is no relief in sight if business in general continues
to prosper and some of the leading authorities in the copper
trade express the belief that the average price of copper this
year will not be less than 25 cents.
Complaints are made that there is a combination to
maintain high prices by storing away large quantities of cop-
per, but no definite statement as to the name of any com-
pany operating in this way has been made. It is more prob-
able that the working of the ordinary law of supply and de-
mand will be sufficient to maintain high prices. Both Lake
and Electrolytic copper are now being sold for delivery as
far ahead as May and June at 25 cents and producers are
refusing to make contracts further ahead than four or five
months. The result of this is that manufacturers who use
large quantities of copper are unable to make contracts for
machinery for delivery late in the year as they are unwill-
ing to take chances on the price of copper and are unable to
find copper producers who will sell for August and Septem-
ber delivery.
INTERSTATE COMMERCE COMMISSION INQUIRY INTO
RAILWAY ACCOUNTING.
The Interstate Commerce Commission has taken up the
consideration of the accounting methods of the steam rail-
ways in regard to depreciation, renewals and betterments. In
its Circular No. 5, Accounting Series, dated January 15, 1907,
a comprehensive inquiry is outlined, the circular being in part
as follows:
1. This branch of accounting calls in question the use
made, or which should be made, of the following terms:
Transportation cost.
Repairs.
Renewals.
Replacements.
Betterments.
Improvements.
Additions.
Construction.
(a) Which of the above-named terms are used in the
records and accounts of your company? If other terms' are
used, name them. The purpose of this question is to obtain
an exhaustive list of the terms employed by the carriers in
their treatment of such expenses or expenditures as make
their appearance along the border line between operating
accounts and capital accounts, and to determine the nature
of expenses or expenditures charged to those accounts.
(b) Define the terms employed by you in the accounts
of your company, so as to make clear the manner in which
they are used. The purpose of this inquiry is to learn what
current practice is respecting this branch of accounting.
(c) State what terms, in your opinion, should be used
in an authorized system of accounting, and what meaning
should be attached to each. The purpose of this request is to
secure from each accounting officer a comprehensive and
analytic statement relative to this branch of accounting.
2. In general, it may be said that, current practice allows
for depreciation by including "renewals" or "replacements"
in operating expenses, and, consequently, railways do not keep
a formal depreciation account. It is at least open to question
■whether or not this is an appropriate method of procedure,
and, as will be observed from the opening paragraph of this
circular, its abandonment is suggested. For the purpose of
collecting information necessary for a satisfactory conclusion
upon this point the following inquiries are submitted:
(a) Do you keep a formal depreciation account of any
land or of any sort, or do you place exclusive reliance upon
charging renewals and replacements to operating expenses in
order to maintain the integrity of your property account? If
a depreciation fund is kept, explain in detail the accounting
procedure respecting LI and the basis for computing the
amount assigned to the fund.
( b i In case a formal depreciation fund is not kept, do
you, in practice, make any use of the theory of depreciation
signing sums from time to time for particular purposes?
If so. explain your practice in this regard, especial care being
i to indicate the class of property for which renewal
funds are kept, and the rules or methods followed in com-
puting the amounts to be assigned to such special funds.
(c) You are also requested to consider this general
question of depreciation accounts, and to state your rea-
sons either for or against the continuance of the present
practice of providing for depreciation. In case your views
are, in genera], favorable to the continuance of the present
practice, while at the same time special applications of a
depreciation account appears to you tenable, state in detail
the kinds of property which would be affected thereby.
MASSACHUSETTS RAILROAD COMMISSION REPORT.
The thirty-eighth annual advance report of the Massa-
chusetts Railroad Commission was submitted to the legisla-
ture on January 17. Returns were received from 90 street
railway companies, but on account of consolidations there
were at the end of the year, September 30, 1906, 86 existing
companies. During the past year 10.228 miles of line and
14.682 miles of second track were added, making 24.91 addi-
tional miles of main track. There were also added 2.004
miles of side track. The Massachusetts companies now own
2,230.02 miles of street railway line, 420.124 miles of second
track, and 153. 47S miles of side track, making 2,803.622 miles
of single track. Of this mileage, 19.526 miles are located in
Rhode Island. The total miles of main track operated are
2,736.052, — an increase of 67.551 miles over the previous year.
All the track operated is located in the state except 52.954
miles located in Rhode Island and New Hampshire.
The gross assets of the companies, on September 30, 1906.
Were $156,478,140.97,— an increase of $4,735,908 over the pre-
ceding year. The gross liabilities, exclusive of sinking and
other special funds, were $149,672,263.44, — an increase of
$4,069,021. The aggregate surplus, including premium on
sales of stocks and bonds, and sinking and other special
funds, was $6,805,878, the percentage of surplus to capital
being 9.56. The aggregate stock of the 90 companies was
$71,216,925 on September 30, last — a net increase of $889,940
over the preceding year. The total amount of dividends de
clared last year was $3,554,073, — an increase of $379,568 over
the preceding year. Out of the 90 companies, 37 paid divi-
dends between 2 and 10 per cent, and 53 companies declared
or paid no dividends. The dividends figured 4.99 per cent
on the total stock. The gross debt, funded and unfunded,
was $78,455,388, an increase of $3,179,080, The net debt was
$68,008,122— an increase of $5,097,569. The total capital in-
vestment (capital stock and net debt) was $139,225,047. an
increase of $5,937,509.
The average cost of the street railways of the state per
mile of main track, including the cost, but not the length of
side track, was $28,974 for construction; $10,211 for equip-
ment, and $13,616 for lands, buildings and other permanent
property, making a total average cost of $52,802 per mile of
main track.
The principal statistics of income, expense and traffic
were:
Gross earnings from operation S29.563.SP2
Rentals from lease of railway 1.337,751
Income from other sources 335.804
Total income $31,237,447
Operating expenses $19,954,000
[nterest on debt and loans 3,164.687
Taxes 1,923.846
Rentals of leased railways 1.518.262
Other charges on income 516.580
Dividends paid 3.554.073
Total expenditures $30,631,448
Surplus for the year $605,999
Increase over previous year —
Gross earnings from opei itioi $2,622,601
Total income 2,699,196
Operating expenses 1.6S4.741
Total expenditures 2.375.382
Surplus for the year 222.S13
February 2, 1907.
ELECTRIC RAILWAY REVIEW
147
Of the earnings, $2$. 793. $06 was received from passen-
gers, an increase of $2,409,219: from mails and merchandise,
$134,456, an increase of J2S.S31; and from tolls, advertising,
etc., $635,630, an increase of 184,551.
The total passengers carried were 581,450,906, an in-
crease of J9 over the previous year. The number of
car miles was 114.312,626, an increase of 5.053,887.
The average gross earnings from operation per mill- Of
main track owned were $11,156. with operating expensi
$7,529 and net earnings of $3,627. Last year these figures
were, respectively. $10,300, $6,959 and $3,341.
The average gross earnings per car mile were,
cents; operating expenses, 17.46 cents; net earnings, 8.40 cents.
Last year these figures were: 24.75 cents, 16.72 cents, and
8.03 cents, respectively. Both last year and this the gross
earnings from passengers were 5.08 cents; the operating ex-
penses 3.43 cents, and net earnings, 1.65 cents.
There were 16.909 employes. 7,336 passenger cars, 2,874
cars and other vehicles, and 14.492 electric motors at the end
of the fiscal year, or a gain of 430 employes, a decrease of 5
cars, and an increase of 325 motors over the preceding year.
Regarding accidents, 6,958 persons were reported injured,
of whom 69 received fatal injuries. The previous year there
were reported 5,681 accidents, of which 85 were fatal. As
to passengers, 5,190 were injured, of whom 11 were injured
fatally. These figures include a large number of very trivial
injuries. Seven less passengers, 2 more employes, and 11
less travelers and persons on the street, received fatal in-
juries than in 1905.
In regard to the control of street railways by steam
railroad interests, the board states that whatever may be
the outcome of the present legal contest over this matter,
the management of the street railway companies, in so far
as it affects the traveling public, ought not to be affeoted by
the pending litigation. An economic and progressive manage-
ment of existing lines is desirable.
The legislature of 1906, in order to enable the board to
complete an investigation of Bali ty devices, authorized an ap-
propriation to meet the necessary expenses, and an Inquiry
was conducted in Massachusetts and other states and for-
eign countries, records of experience consulted, opinions of
experts obtained, public hearings given ami practical tests
with fenders and wheel guards made. The board states that
is today a very general scepticism among railway offi-
cials, employes and persons having no interest either In com-
panies or patents, as to the value of any fender that pro
in. front of a car. The feeling Is widespread that in
u which such projecting attachments injure persons
who might otherwise escape, oi introduce new perils by dis-
tracting the attention of motormen or by increasing chances
of derailmi toward counterbalancing the
in which they prevent Injury. This feeling has
■ in wheel guards.
The remarkable record of the wheel guard used foi
era] years in Liverpool, affo ument for th<
: thai device rather than a projecting tender. For two
• in connection with the
vast traffic of that city without lilure
■ •in from snow
and he and thi Found there, favor the
Ing of tucfa a whl •
■ 'mi,' the mi fat i "i ■"> tend
oi effective wheel guard more available There ih
n to believe thai With DCfa mil i| thi
I to movii viii depend upon
prop- for controlling speed, proper roll
■ i in.
than upon the adoption or anj type or fender How<
pei i< oi ure ,oi.i limb
and in view of this fact, and with the possibility of better
results from improved devices, companies ought to equip-
street cars with fenders. It is simply a question as to what
fenders shall be used.
The practical tests made at Newton with dummies
shaped like human bodies of different sizes, covered 27 dif-
ferent devices, and showed the uselossness of some of them-
and excellent results in the use of others. Those designed to
trip and catch a person standing or crossing a track were
more generally successful than those which were designed
to pick up prostrate bodies. One reason for failures is care-
lessness in attaching the fender to the car, especially in re-
spect to the height at which it is carried. The board states
thai upon a large percentage of the surface cars in Boston
the fender is useless from the fact that the projecting parts
of the car so reduce the available area of the fender as to
leave no room for catching or holding a person who falls
hi is thrown upon it. No opinion is expressed at this time
as to the comparative merits of different fenders. Street
railways have been asked to present for approval, on or be-
fore .May 1. such type of fender and wheel guard as they may
desire to use.
Experience shows that for safe and successful work with
lifting jacks siiiiahle for raisins a modern street car there
is need of expert knowledge; also of blocking and other ap-
paratus. The use of wheel guards, properly attached to
the trucks and proper control over the car must tend to
make accidents in which there is occasion to lift the car
exceedingly rare, and to meet the cases which do arise, the
board believes in the maintenance of working crews within
convenient call, prepared to move at once to the place of ac-
cident with all necessary apparatus. Too little attention has
been paid to attachment and efficiency of wheel guards in
the past.
NASHVILLE TIME CARD SYSTEM.
On the lines of the Nashville (Tenn.) Railway & Light
Companj every car man is his own timekeeper. A card simi-
lar to thai shown herewith Is placed in each car when it is
Car No. Run So. „
Nasiville Railway & Light Co. lotormen and Conductors' Time Card.
Date. . 190
Beet-
ti«fO>
NtM *>ll*l
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Lt MOT Art,
i.mtfl ApptQ9§4
ur TimtOttl
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Bl.ink Uted for Timekeeping at Nashville.
out ami i left with the car tiii n is returned to thi
..rr .i i urj I tor is
•n his own nam., badge cumber number of
orked, Him- mi and noo 'fh. total
world-. i I,, equal the total number of cai boun
since Him- not appei i on the card Id tor, i be men
BOTd all their lime, ho thai dll pul
time i Idom art e, and ictlon with thi
lid to prei
148
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 5.
THE SPOKANE ELECTRIC TERMINAL.
The Spokane Electric Terminal was erected early in 1906
by the Spokane Terminal Company, a subsidiary company of
the Spokane & Inland Empire Railroad, for the use of the
entire Inland Empire system. The system now comprises
the Spokane & Inland Railway, which is in operation from
is buff brick and terra cotta, a product of a local manufac-
turer.
On the first floor are the waiting rooms, ticket office,
news stand and parcel room. At the north end are the ex-
press and baggage room and the baggagemaster's office, and
in the south end the offices of the immigration department of
the Inland Empire system are located. The woodwork
WSBBS
PS5S55
Spokane Electric Terminal — Map of Terminal Property Showing Proposed Subway.
Spokane to Waverly and under construction to Colfax and
Palouse City; the Coeur d'Alene & Spokane Railway, which
connects Spokane with Coeur d'Alene and Hayden Lake,
Idaho; the Spokane Traction Company, which operates the
city lines of Spokane, and the Spokane Terminal Company,
which owns the freight and passenger terminals of the sys-
tem. In addition to providing passenger terminal facilities
for the different roads of the system the building contains 30
offices for the use of the various companies.
The building is located in the heart of the city at the
throughout the first floor is of golden oak with a marble
wainscoting around the walls. The native marble used is from
quarries in Stevens county and is of a beautiful wavy gray
with white grain. The floor is of tile. The waiting room is
of an especially elegant appearance. The ceilings are finished
in heavy oak beam-work.
The main entrance to the building on the east side is sep-
arated from the waiting room by a glass partition extending
to the ceiling. From the main vestibule a double flight of
stairs leads to the second floor, where they meet on a com-
Spokane Electric Terminal — Interior Waiting Room.
corner of Main avenue and Lincoln street, in the block ad-
joining the site selected for the city's new federal building.
The building is oval in shape, extending north and south. It
is 50 feet wide by 160 feet long. The terminal grounds are
300 by 500 feet and the tracks are looped around the entire
building to avoid switching cars.
The structural material for the exterior of the building
mon landing, from which they ascend to the second and
third floors by a second double flight. The stairs are of na-
tive marble with iron railing, making one of the most effec-
tive features of the interior.
The second floor contains the executive offices of the
Spokane & Inland Empire Railroad Company and the several
subsidiary companies. The telephone exchange, which con-
February 2, 1907
ELECTRIC RAILWAY REVIEW
149
nects with each of the 30 offices in the building, is also on
this floor. The offices are on each side of a long circular
hall from which they are separated by a glass partition with
a 3^-foot wainscoting. Thus all the offices have outside win-
dows and are afforded an abundance of light.
On the third floor are the offices of the auditing depart-
cated about a mile from the passenger terminal. The com-
pany has recently applied for a franchise for a subway to
connect the two terminals, providing for a double-track tun-
nel 28 feet wide and 22 feet high, from the passenger station
at Main avenue to Front avenue under Lincoln street: thence
from Front to about Center street between Bernard and
Spokane Electric Terminal— Plan of First Floor.
ment. the chief engineer, the department of publicity and the Browne; thence diagonally from Front avenue, coming to the
drafting rooms. Two lines of fireproof vaults extend through surface in the freight grounds at a point between Division
all three stories. These vaults are located near the ends and Sheridan streets. The company has found that its
of the building and are fitted with polished-steel vault furni- through trains from outside the city lose considerable time
ture especially designed for the requirements of the different between the city limits and the passenger terminal on ac-
departments. count of the crowded condition of the streets. Also it is
In the basement, which is conveniently reached by stairs more or less dangerous to operate such heavy trains through
0 ■: limn.
Spokane Electric Terminal — Exterior of Building.
• ndlnR from the wniMriK room, nr<- Insj room.
mcn'H toiir-t room, trainmen's room, the ■team hasting plant
and ■ rooms. A freight
mi 'he flrM II •
'lb" l.ullilliiic Wit by Albert Held, a Spokane
architect sad ooal approximately $110
'Hi" r r . i i-i , t >;ir'!« and terminal* "f iii" system art lo
the city and it Is desired to keep the bear; traffic and r i » . -
fant thro off of iii. \ii.t careful consider-
ation "f Hi" subject Hi" eompat decided on a
Mubw 't Improving the conditio]
land has bean acquired fur Hi" purpo
The construction or the subway win enable tbi •
to bring all through trains '" thi i terminal with the
150
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 5.
least inconvenience to its patrons and with Bafety, and will
also permit the handling of freight in the business district,
which is not allowed on the surface lines. The plans con-
template looping the subway around the passenger terminal
at a depth of 30 feet and building elevators for connecting
witli the surface, both for passengers and express. It is
estimated that the subway will cost nearly $1,immi, and will
require two years to build.
THE SUBSTITUTION OF THE ELECTRIC MOTOR FOR
THE STEAM LOCOMOTIVE.*
BY LEWIS B. STILLWELL AMI IIEMiY ST. CLAM! PUTNAM.
[Iii its complete form this paper comprises four sub-
divisions: 1. Presentation of certain facts established by
experience in the operation of elevated, subway and interur-
ban lines by electricity. 2. Discussion of comparative cost
of operation by steam and electricity applied to railways in
operation, and including both passenger and freight service.
3. The importance of standardizing electric railway practice.
4. The question of frequency in the operation of railways
by alternating current. The second subdivision and the dis-
cussion pertaining to it, will appear in a later issue. Eds.]
The purpose of this paper is four-fold: 1. To record cer-
tain facts relative to heavy electric traction which have been
established by experience; 2. To present calculations of rela-
tive costs of steam and electric traction in railway service
based upon these facts: 3. To point out the transcendent im-
portance of standardizing electric railway traction equipment
as rapidly as may be consistent with progress; 4. To raise
the question whether a frequency of 25 cycles per second or
15 cycles per second should be adopted in railway operation
hy alternating-current motors.
Few subjects which are today engaging the attention of
the engineering world are comparable either in scientific in-
terest or in practical importance to the substitution of the
electric motor for the steam locomotive engine. Three-phase
and single-phase alternating-current railway motors are now
developed to a point where they fairly challenge the steam
locomotive, even in long-haul freight service, in which class
of work the direct-current motor hitherto has found itself
unable to compete with success. The direct-current motor
has demonstrated impressively, and upon a large scale, its
superiority to the steam locomotive, not only in operating
single cars and short trains on lines of moderate length, but
also in frequent and heavy passenger service in which the
length of train is limited only by the length of station plat-
form, while the motive power equipment far exceeds in power
developed the limits hitherto established in steam passenger
service.
On the Valtellina line and through the Simplon tunnel
70-ton electric locomotives with three-phase motor equipment,
capable of developing a draw-bar pull of 28,000 pounds, have
displaced the steam locomotive, with results showing both
marked improvement in service and substantial economy in
operating costs. In the New York subway eight-car trains
weighing 320 tons are in operation, equipped with motors de-
veloping during acceleration a tractive effort equivalent to
a draw-bar pull of 55,000 pounds.
The heaviest passenger locomotive used on the Erie sys-
tem, weighs, exclusive of tender, 206,000 pounds, of which
55.8 per cent, or 115,000 pounds, is effective on drivers. As-
suming the adhesion to be 20 per cent, such a locomotive
exerts a draw-bar pull of 23,000 pounds. The motors of the
eight-car electric train of the New York subway, therefore,
exert a tractive effort equivalent to more than twice the draw-
bar pull of this locomotive.
Managers and engineers of railways using steam are
considering the possibilities of electricity. Naturally, the
problem usually presents itself in reference to particular
cases in which special conditions emphasize the advantages
of electric traction; but a point has been reached in the
development of electric railway equipment where it is evi-
dent that no absolute and permanent limits beyond which the
motor may not go can be fixed; and it is not unreasonable
to consider the possibilities of the electric motor not only in
passenger service but also in freight service, not only in the
operation of railway terminals, but also for the operation of
railway divisions and even for trunk lines.
At the present time, what is needed is not prophecy but
•Extracts from a paper presented at the 213th meeting: of the
American Institute of Electrical Engineers, Xew York. January
25, 1907.
facts, and particularly facts demonstrated by experience. A
study of the relative advantages of steam and electric trac-
tion should rest as firmly as possible upon results attained
in practical operation. Facts thus established and available
to date are insufficient to justify conclusions which in detail
may not have to be modified, but it is believed that they are
adequate to permit comparative studies leading to deductions,
which, as a whole, may be relied upon.
The answer to the question: "Will it pay to electrify?"
involves consideration of both relative earnings and relative
cost of operation; therefore, before discussing the compara-
tive expenses involved, it is pertinent to refer briefly, even
at the risk of repeating what has been said in papers hitherto
presented by others, to the more important factors which
co-operate in securing for electric traction an increase in
earning power.
Passenger Service Factors Contributing to Increased Earning
Power.
The more important considerations which affect gross
earnings are:
1. Frequency of service.
2. Speed.
3. General comfort of passengers.
4. Safety.
5. Reliability of service.
6. Increased capacity of line.
7. Frequency of stops.
8. Convenient establishment of feeder lines.
1. Frequency of Service: The motor-driven, interurban
car operating upon scores of lines in competition with steam
railway service has convincingly demonstrated its ability,
not only to attract business from competing steam lines but
also to create new business. In almost every case where
such competition has been encountered by the steam railway,
a large part, if not practically all, of its local passenger traffic
has been lost. In comparing results attained by the compet-
ing systems in such cases, it is impossible, of course, to state
in terms of precision how far frequency of service is respon-
sible for the remarkable results observed, since to these re-
sults a number of other causes also contribute. But without
attempting to differentiate between these various factors, it is
sufficient here to say that of the several causes contributing
to the marked success of lines using electricity, the opera-
tion of train units or of single cars upon close headway is
recognized to be especially attractive.
The advantages resulting from frequency of service be-
come relatively less as the length of run is increased. It is
recognized, however, that the operation of trains under close
headway generally increases traffic, even where the haul is
of considerable length, as shown by the experience of the
Philadelphia & Reading Railroad in operating its fast trains
upon one-hour headway between New York and Philadelphia.
2. Speed: The possibilities of operating by electricity at
speeds exceeding the maximum which can be obtained safely
in steam operation, owing to the elimination of unbalanced
reciprocating parts of the locomotive, is well-known. It was
strikingly illustrated in the Berlin-Zossen trials by the attain-
ment of a speed exceeding 130 miles an hour. These tests
demonstrated the ability of electric equipment to operate at a
sustained speed more than twice as great as that of our fast-
est express trains on runs of any considerable length, and
exceeding by about 50 per cere the maximum which can be
attained even for a short distance by the steam locomotive
with a reasonable degree of safety.
Even at speeds at which steam locomotives may be ope-
rated without great danger of leaving the track, as a result
of the effect of unbalanced reciprocating parts, electric en-
gines are far better able to maintain speed while drawing
heavy trains. At speeds of 80 or 90 miles an hour, for ex-
ample, it is extremely difficult to operate with satisfactory
results two steam locomotives at the head of the train; while
multiple-unit control places any necessary number of locomo-
tive units absolutely and instantly responsive to the will and
touch of a single operator. At high speeds, also, the economy
of the steam locomotive falls off rapidly while that of its com-
petitor remains practically constant.
The increase in average speed resulting from the rela-
tively high acceleration obtainable in the use of multiple-unit
electric equipment in service where stations are very close
together, e. g., elevated and subway lines in cities, and in su-
burban service in the vicinity of large cities, has been fre-
quently discussed from the theoretical standpoint and is well
understood.
3. General Comfort of Passengers: The great advantages
of electric traction in respect to comfort of passengers are
well known. Cleanliness and improved ventilation made pos-
sible by the elimination of smoke and cinders; lighting prac-
February 2. 1907.
ELECTRIC RAILWAY REVIEW
151
tically without heat and at low cost by a system which makes
it easy to place lamps in any desired location, anil beating
apparatus effectively and conveniently controlled, are (actors
of very great importance in building up passenger business
under conditions of competition. In operating through tun-
nels, ventilated with difficulty, the electric motor, in eliminat-
ing smoke and the gases of combustion, possesses an advan-
tage which is frequently controlling.
3o much has been said and printed in the
daily press regarding the alleged dangers of electric traction.
that it is well to place on record here a statement of th-
side; hlch inevitably lead to the conclusion that elec-
tric traction, if the equipment be properly d> ad in-
stalled, is essentially and materl ar as the trav-
eling public is concerned, than steam traction. The more im-
portant of thi lerations are:
a. The fact that in case of a rear-end collision, which is
perhaps the most frequent form of accident experienced in
the operation of our railway systems, the energy which pro-
pels the electric train can be shut off generally with great
promptness. On the other hand. m locomotive carry-
ing in its firebox from 1,500 to 2,000 pounds of coal heated
to incandescence, almost invariably sets fire to any broken
cars, or other combustible material with which it comes in
contact. Where the electric supply to trains is obtained at
low potential from a third rail, the risk of short circuit, which
may result in Are if the cars be not fireproof, is greater than
it is in the case of overhead construction, even when the volt-
age employed in the latter case is very high. In fact, in the
latter case it may be said that risk from the physiological
effects of the current or from fire resulting from short circuit,
is practically eliminated, except perhaps in tunnels of very
limited clearance.
b. The elimination of the boiler carrying steam at high
-ure, also means the removal of an element of risk which
in many railroad accidents has destroyed life.
c. The absence of smoke in tunnels, and consequent abil-
ity to see signals clearly at all times, constitutes an advan-
tage of the utmost importance for electric operation.
d. Cars drawn by steam locomotives must be heated
either by steam from the locomotives, or by some form of
stove carried on the individual cars. In the former case,
steam from broken steam pipes becomes a serious source of
danger in case of accident; in the latter the hot coals from
the stove, even in the improved modern types which have
greatly reduced the risk formerly encountered, are a source
of danger. The substitution of the electric heater affords op-
portunity not only fcr ideal control of temperature of the cars
hut almost absolutely eliminates risk of fire.
e. The elimination of the gas tank and the oil lamp used
for lighting in steam traction, and the substitution of elec-
tric lighting, also imply a material gain in safety.
f. The danger of derailment in the case of the electric-
locomotive is far less than in case of the steam locomotive,
by reason of the elimination of unbalanced reciprocating pans
which tend to lift the steam locomotive from the tracks. Tie
hammer-blow also, in the case of the steam locomotive, is re-
tble not infrequently in cold weather for broken rails.
as a direct result of which many serious accidents have 'oc-
cun-
The electrification of railways where high speed pas-
afflc is Involved, affords opportunit] for Improved
signal systems, autom
h. The abllr 'iff power ,u will from a givi
aid therefore from trail. Dg upon thai section un
Ddltlons, whii I .a Infrequently In rail
Ued of to prevent acctdi
rall» when in opi a tower bavin;-, allowed
pan learns too late thai another nam li approach
ing in tie powerlet i li< •
ding collision. Where the motive power of He
the powei applied to
i might be '-'it off md probably In time ti
-i in. all
which tend to i than operation by
loromotl ddltlon t" the pennani quip
im
poees In tl ■ -l in the
if the third rail, ■ guard
■hooli t possible to previ con
rlth the rail b dicing anon or
■ Ifectlve f"i m^ of f
of which at li • on
vlncli ars.
i- iblllly of In
■ liability i
oiled by the mnltl
pie-unit system of train-control, is derived from the official
records of the transportation department of the Manhattan
division of the linerborough Rapid Transit system of New
York. Upon the elevated line;., steam locomotives wen
from the inauguration of the first constituent line of the ulti-
mate system in 1S72 until 1902, dining which year and a part
of the following year, electric equipment was gradually substi-
tuted. The Ic operated under exceptionally
favorable conditions, were not overloaded, v Imple
construction, and admirably maintained. The electric equip-
ment that succeeded them Is operating trains which average
5.3 cars as against 3.S cars in the days of steam operation.
The average speed is materially higher. The tractive effort
during acceleration of 1,000 pounds, as
against a maximum draw-bar pull of approxlmati
pounds exerted by the steam locomotive.
Accurate record is kept of the duration of every delay In
the operation of the trains. The results for the months No-
vember, 1! to .March, 1901, when steam was used, and the
corresponding months of the years 1905-6 under conditions of
ric operation, illustrate iii ,i sinking manm larked
gain in reliability of b hlch has resulted from the
adoption of electricity. For the five months of steam o
'ion the mileage was 18,527,773 miles, and the
gate delay 8,258 train minutes. The car-mileage per
train-minute delay was 2.243.
For the corresponding period ol electric operation, ii\e
years later, the car-mileage was 25,482,081, the
train-minutes delay .">.'.i7i> and the car-mileage per train
minute delay was 1 268.
li will be noted thai the months Involved In the above
comparison are those In which the difficulties of Operation,
owing to weather conditions and number of passengers trans-
ported are at a maximum. Snow and sleet are annum the
greatest difficulties i rcome In the operation ol a
rail system, when, as in the case of the Manhattan, the third
rail cannot be effectively protected by reason of limitations
in space available on the structure. In view of these diffi-
culties and of the Increase In density of traffic, the results
obtained are remarkable.
6. Increased Capacity of Line: Electric traction as com-
pared with steam traction enables us to develop much greater
sustained tractive efforts with given weight on drivers, by
reason of more uniform rotative effort. Even where electric
locomotives are used, it also eliminates dead weight by abol
Ishlng the tender and facilitating construction under which
practically the entire weight ol the locomotive is carried
upon the drivers. Where th Otlve is dispensed with,
and the motors mounted directly upon trucks of ears con
stitutlng the brain, the besl results are obtained, the pro
portion of weight upon wheels driven by motive power being
• i- lh. in is Otherwise practicable. This increase in
weigh! available for adhesion. In conjunction with the char
actetislics Of the electric motor, makes it possible tO attain
in electric service rates of iici altogether Imprac-
ticable in ■ : consequently trains In passenger
set vice where short headwaj is desirable can follow each
otln-r at shorter intervals than is feasible where St
motive power equipment Is emplo:
In tl peralion of freight trains, if it should I
practicable to distrlbnti lo.-oinotives throughout
the length ol the train and operati them bj multiple-unit
control, trains of length far beyond present Un could be
operated. At t be length ol s freight train is limited
by He i of Hie draft gear, and steam locomotives >
not advantageously in distributed ai Intervale throughout a
. illable im controlling their
Imultaneonely and orilj .
Obvl ti in i"i mlttlng dletrlbul ion ol the mot ive
powei mi. ni inters da throughout the train, and Imul-
rolled by the band i
capaclt} winch under
Conditions now through lines should be ol
7i interui ban elect rlc line com
peting with the Menu railroad for traffic between two ell
n lh.- collection and distribution
of pa ibllltj ol II
• oienl point. Instead Ol
celvli iiiwav station
ch town, These frequen bowever, operate to re-
! materially, and but for the ability of the electric
equipment rapidly the limitation would bi
en terminals la Increa ed, the ten
to reduce thi numbei ■ made to take on or lei
off pa in tin development ol many In
Convenient 1 bmi nl ol i • edi - I i oy
■ ■i com mien I collection and distribution ol
152
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 5.
gers, and high speed between terminals, being considerations
which are essentially opposed, the advantages of a four-track
system permitting operation of local or collecting train units
on two tracks, and express trains on the other two tracks,
are obvious. The great expense of such a system, however,
can be borne only where traffic is very heavy.
A natural development which during the last five years
has been very rapid, is found in the use of comparatively short
electric trolley lines in connection with steam express service
for long-distance runs. This method of utilizing the advan-
tages of local electric lines by the companies operating trunk-
line systems is eminently wise, and in general should be
highly advantageous to the properties concerned while in-
creasing materially the facilities offered to the public. It may
be pointed out, however, that were the trunk-line systems to
utilize electricity for through traffic, the extension and sys-
tematic improvement of local feeders would be facilitated for
a number of reasons, notably:
1. The fact that power developed in large amount, as for
the operation of heavy through traffic, is produced at low cost
per unit, and would be available at all points along the line
for the operation of cars on local feeder lines.
2. The conveaient possibility of attaching cars or short
trains arriving on local lines to through trains at points of
junction. The multiple-unit system of car equipment lends
• itself admirably to this method of operation.
Illustrations of Passenger Business Developed by Interurban
Electric Lines.
In a very comprehensive paper presented by Mr. J. G.
White before the International Engineering Congress at St.
Louis in 1904, the following striking illustrations of the ad-
vantages of frequent service are given:
"Cleveland-Oberlin Line: These cities are 34 miles apart.
The competitors for passenger traffic between these cities and
intermediate points are the Lake Shore & Michigan Southern
Railroad (steam) and the Cleveland Elyria & Western (elec-
tric). In 1895 the total number of passengers carried by the
steam railway between these cities and intermediate points
was 203,014. This total decreased gradually after the com-
peting electric line was opened to a minimum in 1899 of
71,755, from which it gradually recovered in 1902 to 91,761,
but during this same year the electric road carried a total
of about 3,000,000.
"Cleveland-Painesville Line: These cities are 39 miles
apart. The competitors for passenger traffic are the Lake
Shore (steam) and the Cleveland Painesville & Eastern Rail-
way (electric). In 1895 the steam road carried between the
terminals and intermediate points 199,292 passengers, but in
operating a double-track system between the cities of Scran-
ton and Wilkesbarre, Pa., carried, during the four months
ending October, 1906, 1,396,833 passengers. This railway, 18
miles in length, competes with two double-track steam rail-
ways having excellent terminals in both cities, and with a
third double-track s<eam railway having an equally good ter-
minal in Scranton, but a less favorably located terminal at the
Wilkesbarre end of the line. The electric railway charges
|
H.i
PAID FARES ON TRANSPORTATION LINES
BOROUGHS OF MANHATTAN AND BRONX,
NEW YORK CITY.
1872 TO 1906, BY YEARS ENDING JUNE 30TH
I
700
,_
r
1
I
rv
i
-
2
o*
I
900
-
D
1
-
J
r
l
:
1
i
,;
I
e!
^
-J
-
,
A*
r
1
_r
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:v*
j
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'
t
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:
-r
j
„«.
jt
--
a
a.
nT
,jr
_j~
*
,►.-
i-
200
-*
■::-
. 1
=*
^
= J=
M*
n-
7^
I-
--T
~J
i
' l A
2»s
i L£
-■-
t
IL_
H
r
,-
£
-J
-
_ J
J
* •
°\
1
-
-.
-
J
S33SS!8S§SS3388S8g|S3gg388
Electric Motors Versus Steam Locomotives — Figure 1.
1902 it carried only 28,708 passengers, while the electric sys-
tem carried 1,537,754 passengers.
"Cleveland-Lorain Line: These cities are 26 miles apart.
Competitors are the New York Chicago & St. Louis Railroad
(steam) and the Lake Shore (electric). In 1895 the steam
road carried 42,526 passengers, but in 1902 it carried only
9,795 passengers, the electric road in the same year carrying
3,896,902 passengers."
The Lackawanna & Wyoming Valley Railway Company,
1U>
| |
I
CAR-MILES ON TRANSPORTATION LINES
BOROUGHS OF MANHATTAN AND BRONX,
NEW YORK CITY.
1B80 TO 1906, BY YEARS ENDING JUNE 30TH
vH
no
_c
III
r
3 90
1
O 80
z
8«
i
^n
X
<,****
"r
-'-
-.—
r
1
'■
■•*
50
\
40
"l"
-i
nJ g>
30
-_-
..j
/--
r-
.
y
i
20
L.j
--'
J
—
i
10
_i_
g|SS513»3Si5Sg§3ggS8SyS8§3S838S
Electric Motors Versus Steam Locomotives — Figure 2.
30 cents for the ride between the two cities and sells round-
trip tickets for 50 cents. Except at certain hours, it operates
its service upon 10-minute headway. At least one of the
steam railways, in the endeavor to retain its passenger busi-
ness, has reduced its rate to 40 cents for the round trip. It
has also increased the frequency of its train service. We
have been unable to ascertain the number of passengers car-
ried by the competing steam lines during the four months
above referred to, but the earning power of frequent electric
service is strikingly demonstrated by the fact that this rail-
road operating in competition with three double-track steam
railways of practically identical length and substantially equal
terminal facilities, should be doing a business which repre-
sents an income of |5.00 per capita per annum of tributary
population, including that of the terminal cities.
Electrification of Transportation Systems in Manhattan and
The Bronx — Effect Upon Traffic.
A study of the transportation statistics of New York City,
particularly during the last decade, is not only of great local
interest, but is instructive as illustrating the effect of im-
provement in transit facilities upon gross receipts.
The data graphically summarized in Figures 1, 2 and 3
have been compiled from official records, those subsequent to
June 30, 1883, being obtained from the reports of the Rail-
road Commission of the State of New York. The effects of
improved service are clearly evident from an inspection of
these figures.
In Figure 1, the line marked "Total" indicates for each
year ending June 30, the aggregate paid fares collected by all
surface, elevated, and subway lines in the Boroughs of Man-
hattan and Bronx. It will be noticed that the aggregate paid
fares for the year ending June 30, 1894, and also for the fol-
lowing year, were slightly less than for the year ending June
30, 1893, this reduction doubtless being due to the hard times
which then prevailed. With this exception, the aggregate of
paid fares for all lines shows in each year an increase over
the preceding year. Comparing the Manhattan system for the
year 1S93 with the same system for the year 1899, a decrease
of 21 per cent in paid fares is shown. During the same period
the paid fares of surface lines, which meanwhile in large de-
gree had adopted electric operation, increased by 43 per cent.
That the decrease in business on the elevated lines was not
due to any decrease in the service, is shown by Figure 2,
from which it will be seen that the car mileage operated in-
creased steadily during this period. The unavoidable infer-
ence is that the diversion of traffic to the surface lines was a
direct result of the improved service offered by the latter.
During the year ending June 30, 1901, the last fiscal year
of steam operation on the elevated lines, the Manhattan sys-
tem collected 190,045,741 fares. The surface lines collected
February 2, 1907.
ELECTRIC RAILWAY REVIEW
153
388,108.794 fares. During the year ending June 30, 1904, the
Manhattan system, now operated by electricity, collected 2S6,-
634.195 fares, an increase of 50 per cent, while the surface
lines collected 419.423.092, an increase of about 8 per cent.
In the following year, 1904. the subway began operation, and
both elevated and surface lines recorded a decrease in fares
collected.
In Figure 4 are plotted curves showing the population of,
a. Greater New York and, b, the Boroughs of Manhattan and
—
caji-mkxs «*■ muaac Kile of iwnw
•OAOUttnS OF HAfcMATTAK AND AWOtX
»ew yo»k cm.
■ ■ ■ ■
_
Electric Motors Versus Steam Locomotives — Figure 3.
The Bronx. The points which fix these curves from 1860 to
inclusive, are from the United States Census Reports.
For the years 1910 and 1920 the estimated population is based
upon the average rate of change in the per cent increase per
decade from 1860 to 1900. Up to 1905, the population as in-
dicated in these curves is undoubtedly not far from the fact;
for 1910 and 1920 the probable populations Indicated are inter-
esting, although the curves take no account of the effect of
improved transit facilities between Manhattan and Long
Island, and between Manhattan and New Jersey.
Notwithstanding the very rapid increase in population of
the Boroughs of Manhattan and Bronx from 1890 to 1905, the
paid fares collected by the several transportation systems
have increased still more rapidly, as shown in the curve of
paid fares per capita in Figure 3.
In the same figure are shown the increase in car-miles per
capita per annum, and in car-miles per annum per square
mile of territory served.
While it is not directly pertinent to this discussion, we
would here call attention to a fact of great importance to those
responsible for the development of the systems of transporta-
tion In the city of New York: viz.. the fact that while for the
year ending June 30, 1906, the subway carried 137,919,632 pas-
sengers, the aggregate carried by the elevated and surface
linen was but 23,684,957 less than the aggregate carried by
these lines during the year ending June 30, 1904, the last fiscal
year before the subway began operation. In other words,
< omparing the year 1906 with 1904. the aggregate paid fares
on derated, surface, and subway lines. Increased by 114,234,-
whlch is about Mine fourths the ultimate capacity of the
nt subway. It Is evident from Inspection of these curves,
that the existing systems are destined to be still further and
greatly overcrowded before additional subways can be com-
pleted.
It Is. of course. Impracticable In studying the results of
Impr' lee In the electrification of elevated, surface and
subway lines in New York, to attempt to differential
hid) have contributed to the Increased traffic. \Vlill<-
doe undoubtedly in large pari t" the
imp." ffered, it la also obvious that the number ol
passengers carried would hare Incn material]
il.it ion. ivcii had no i;
old ronditions of service been effected Bui II ••■ too
strongly emphasised, thai while from one point of dew Im
pro-,. lation,
from another and equally tenabb- point of \i
lit of Improved transll tadlll
The Standardization of Electric Railway Traction Equipment.
• H hltri.
glv,-; ndltioni which
for proi
aglneerln railways,
mm
grade divisions, will inevitably be led to extend these zones
of electrification until they include divisions of very con-
siderable length, and even trunk-line systems. To call atten-
tion to the transcendent importance of standardizing the loca-
tion of such additions to permanent-way equipment as the
overhead trolley conductor and the third rail, is to demon-
strate its necessity
Electrical engineers now generally recognize the great
value of established standards of frequency and potential in
plants installed for lighting and power purposes. In recent
years, the Institute, through its standardization committee,
has done splendid work for the manufacturer of electrical
apparatus, as well as for the investor, by using its influence
to promote the adoption of standards. Not many years ago,
however, manufacturing companies, and consulting engineers,
were in many cases prone to put forward or specify apparatus
without reference to its ability to operate effectively in con-
junction with other central-station equipment, even when
the latter was in actual operation in the immediate vicinity
of the new plant. Fortunately, this tendency was less
marked in the United States than it was, for example. In
Great Britain. What will happen from a failure to adopt
standards of practice at an early stage in the development of
an industrial art of this nature, is well illustrated by the
problem now presented In London, where the engineering ad-
visers of the London County Council are engaged in study-
ing the problem of how to supply electricity in bulk to 62
central station plants producing electricity in bewildering
variety of frequency and potential.
In the railway field, obviously, general principles are the
same as in lighting; but wise foresight is more necessary and
failure to exercise such foresight at this date less excusable.
Moreover, the advocates of electric traction, unlike those
who introduced the electric light into commercial service,
are called upon to deal with a great body of trained engin-
eers and experienced managers who are engaged in operating
and extending systems of transportation which challenge ad-
miration and respect. The rolling stock equipment of our
railways, as a whole, is justly an object of national pride.
The engineers and managers directing and controlling these
properties are probably the equal of any body of men in
the world as regards intelligence and experience. Obviously,
It is of the utmost importance that they who accept the re-
sponsibility involved in the substitution of electricity for
steam in the operation of certain parts of our great rail-
ways, should avoid fancies or fads and should in every way
co-operate in the great work of evolving promptly standards
of electric railway practice which shall withstand the test of
time. The comparatively small beginnings of today will in
all probability extend with a rapidity which we cannot now
realize, and the confusion and loss which will Inevitably re-
sult In the near future, if a variety of electric equipment be
grafted at different points upon the existing railroad sya-
l»W
/
>'
tm "■
POPULATION OF NCW TOM OT»
U S «*$Ui RCPOdT OF 1900
I'.'Hi'lB PC*VHAT>0« l> IUUO U»Q* I -I
t *\m ClWt
«.■. •!■« ft* : n »tt reow >tes to isoa
/
1
■$
/
•
j
jassjaj
y
•
^>
+ *f***
--'''
-■J^J.
s*v*»
I*-*1
Electric Motors Versus Steam Locomotives — Figure 4.
be Imagined, Tin •
ble and i o by the ■
Uway track In Lmerloa were ■ i uoth-
■ u nil w bal
■ • n> the Held "f electric rail-
win ire the "16,000 alternal li light-
alternation 'con
ill. I li. Hlr
tern" and the monocyclli
.. in be "
ii
154
ELECTRIC RAILWAY REVIEW
Vol XVII No. 5.
tutes tin high-potential alternating-current systems in heavy
electric traction '
While emphasizing the great importance of the early
establishment of standards in the field of heavy electric trac-
tion, it must lie recognized clearly that further inventions
liable at any time to modify views based upon present
knowledge. The work of standardizing, therefore, should
proceed with caution; but surely if present knowledge, not
onlj of existing apparatus, but of the lines along which appli-
cable improvements musi lake place is not sufficient to jus
tify conservative application of the principle of standards, it
is not sufficient to justify the investment of the very large
sums which are now being expended for electric equipment,
ineers constituting the membership of this Institute
owe it to themselves, as well as to their clients, to use every
effort without prejudice and without fad, to prevent waste
by opposing the introduction of apparatus which, from its
limitations, cannot solve the general problem of railway elec-
trification; and it is to be hoped that they will use their
united Influence to fix proper standards as rapidly as this
establishment may be consistent with progress.
Fortunately, knowledge of the possibilities and limita-
tions of electric apparatus today is a very different thing
from what it was in the early days of electric lighting. At
the present time we have available theory so complete that.
electric science is less exact only than the science of as-
tronomy and in applying this science in constructive work
agreement between results carefully predetermined by calcu-
lation and those realized in practice is far closer than in
any other comparable branch of engineering. There can be
no doubt that it is possible today, in passing upon such a
question, for example, as that of best frequency for railway
operation, to make a choice which shall withstand the test of
time.
The necessity for proper standardization is obvious. Spe-
cifically, it would seem feasible and eminently wise to agree
upon standards of practice in respect to the following:
a. Location of third rail.
b. Location of overhead conductor used with single-
phase alternating-current system.
c. Frequency of alternating-current traction systems.
It is equally desirable, but probably less easy, to agree
upon a standard system of multiple-unit control for train op-
eration.
The Question of Frequency.
While appreciating thoroughly and desiring to empha-
size the importance of establishing and maintaining stand-
ards, it is also of the greatest importance that standards
should be wisely chosen. The choice should be made, if
possible, with full knowledge of the essential factors involved
and correct perspective view of their relative importance. It
is with the feeling that so far as the frequency 25 cycles per
second may be said to have become established, considera-
tions obvious at first glance, but not properly controlling,
may have influenced unduly the choice that we desire to
present for discussion, the very important question whether
25 cycles per second or a lower frequency; e. g., 15 cycles
per second, is best adapted and should be established as a
standaud in the equipment of railways by electricity.
Final decision of such a question should be left neither
to manufacturing companies, the management of which may
be unduly influenced by commercial considerations, affecting
its own immediate prosperity or convenience, nor should it
be left to the individual consulting engineer. It is precisely
the kind of question which the Institute should pass upon
by the adoption of a recommendation carefully considered
by its standardization committee. The manufacturing com-
panies, which are largely and very influentially represented
in the body of the Institute, will doubtless be willing to co-
operate in the collection and study of the facts requisite to
the formation of a well-grounded report.
While the adoption of a standard by the Institute has
the force only of a recommendation, the American Railway
Association perhaps might deem it wise to indorse the choice
of the Institute. Such action on the part of these two bodies
would go far definitely to establish the standard.
Comparing the relative advantages of 25 cycles and 15
cycles in railway service the salient advantages of the
former are the following:
1. It is today in extensive use in plants developing and
distributing energy for lighting and power purposes, and
through sub-stations equipped with converters for the opera-
tion of many interurban lines. It has been adopted on a
very large scale by such companies as the Interborough
Rapid Transit Company of New York for the operation of its
subway, surface, and elevated lines, by the Pennsylvania and
Long Island Railway companies fqr the electrification of the
\i'» v,,ik terminal service and operation over a considerable
part of Long Island and by the New York Central for the
electrification of its terminal service. It is also the frequency
developed by all of the great power plants at Niagara Falls,
and from this source of power it is possible for all railway
lines within a radius of 150 miles, or an even greater dis-
tance, to procure an ample supply of very cheap power.
it has been adopted by the New York New Haven &
lord Railroad Company, the pioneer among American
railroads in the adoption of the alternating-current motor in
heavy railway traction, and by the Grand Trunk Railway for
the electrification of the Sarnia tunnel. Alternating current
at 25-cycles is also utilized without the interposition of con-
ers by the motor equipment on a dozen or more interur-
ban trolley lines.
2. Our great manufacturing companies have drawings,
pattern and dies which enable them to manufacture con-
veniently and promptly practically all power-house and sub-
station equipment required for 25-cycle apparatus. The
weight of this consideration, however, is somewhat lessened
by the fact that the inarch of progress — just now greatly
accelerated by the general adoption of steam turbines — will
undoubtedly cause a larse proportion of existing drawings
and pat; 'ins to be superseded probably in the very near
future and certainly within the next five years.
3. The 25-cycle system is preferable to the lower fre-
quency in the design of turbo-generators, since it affords
wider range within which to select speed for units of various
outputs. For very large units a frequency of 15-cycles, for
example, requires either a 2-pole generator operating at 900
revolutions per minute, a large 4-pole generator operating at
450 revolutions per minute, or a 6-pole generator operating at
300 revolutions per minute. Reduction in the number of
revolutions per minute implies increase in diameter of the
revolving element of generator and turbine and in machines
of output the diameter of the revolving element in turbines
of certain types may become too large for shipment in view
of the limitations imposed by tunnels.
4. A frequency of 25 cycles permits convenient and ef-
fective lighting of yards and shops by incandescent lamps.
It is also more favorable than a lower frequency as regards
operation of induction motors for shop purposes.
Should our railways in general be equipped for electric
operation, it is to be expected that in many cases they would
undertake to supply electricity for light and power purposes
beyond their own requirements, and the higher frequency
possesses important advantages with reference to such com-
mercial service.
For lighting and general power purposes in cases where
service for lighting purposes that shall be thoroughly satis-
factory in respect to voltage, regulation and continuity is
requisite, commercial supply at 25 cycles would be prefera-
ble. Through the interposition of motor-generator sets or
converteis in combination with storage batteries in such
cases either frequency is applicable.
5. The higher frequency possesses some advantage in
respect to the ratio of tractive effort to weight upon drivers.
The best information available to date appears to indicate
that the difference between 25 cycles and 15 cycles in respect
to this consideration probably approximates 10 per cent.
Further data from actual tests are desirable, and must be
obtained before it is possible to estimate closely the weight
of advantage possessed by the higher frequency.
6. The higher frequency is preferable for induction mo-
tors in railway service requiring a considerable range of
speed adjustment. The force of this consideration depends
upon the probability of using induction motors for traction
purposes, and applies not only to the excellent three-phase
motors, such as are in very successful use upon the Valtel-
lina line, but also to the single-phase induction motor which,
perhaps, is not beyond the range of probability. It is proba-
ble that in any general electrification of our railway systems,
induction motors will play a part by no means unimportant.
Without attempting detailed discussion, it is evident from
the foregoing brief statement of the more important con-
siderations in favor of 25 cycles that extremely weighty rea-
sons must exist if the adoption of a lower frequency, e. g.,
IB cycles is justified.
While our object in raising this question of frequency is
to present it for discussion with a view to securing addi-
tional data and, if possible, a careful consideration of this
very important question by the Institute through its standard-
ization committee, or a special committee, and while we de-
sire to avoid anticipating the verdict resulting from such an
investigation, it is proper to state here that consideration of
the facts now available leads us to conclude that, notwith-
standing the number and force of the arguments in favor of
25 cycles, a frequency of 15 cycles is preferable and should
February j
ELECTRIC RAILWAY REVIEW
15i>
be adopted for heavy electric traction. The fundamental and.
as it would appear, controlling reason which leads to this
conclusion is the fact that within given dimensions a materi-
ally more powerful, efficient, and generally effective single-
phase motor can be constructed for 15-cycle operation than
is possible if 25 cycles be selected.
Final decision of the question whether the advantages of
the 15-cycle motor as compared with the 25-cycle motor in
respect to dimensions, weight, efficiency, power-factor, and
commutation are such as outweigh the many and important
considerations which favor the higher frequency, requires
more complete data than we have been able to secure up to
the present time. That the difference is material, however,
is established not only by general theoretical considerations
of the effect of a reduction in frequency upon the design
and performance of single-phase commutating motors, but
also by the following facts:
1. In the case of multiple-unit equipment of passenger
cars where locomotives are dispensed with and motors car-
ried uiK>n the car trucks, it is very important that the dimen
i to a minimum. Cars weighing
say, 3."> tons without equipment and operating on straight
and level track at speeds of from 60 to 70 miles an hour.
require bul two motors :ts it may become necessary
to employ four motors by reason of lack of sufficient clear-
The difference between a two-motor
equipment and a four-motor equipment in such a case ap-
proximates i. car, i> -sides which the four-motor
equipment ad>!- illy to weight, practically doubles com-
plication, and, for both of these reasons, baci oat of
operation. The difference between the dimensions of a 15-
cycle and a 85-cycle motor may easily be the controlling con-
sideration compelling the adoption of the four-motor equip-
-. In the application of single-phase commutating mo-
to locomotives in general railway Bervice, the mini-
mizing of motor dimensions is perhaps still more important
although in this Instance the limitations Imposed by the
space available are less obvious.
High-speed passenger locomotives at least should be
geartese. For. any assumed limits of weight per ajtle and
h of wheel-base, that frequency is preferable which per-
mits the construction of a motor which will exert the greater
pull at the 'haw liar, provided efficiency, commutation, and
power-facton are substantially equal.
Those who are engaged directly in the design of single-
phase motors are probably in position to contribute to
discussion of this paper data which will throw much light
upon the subject; but it would seem probable that within
gi\<-n limits of dimensions, 15-cycle motors would materially
surpass 25-cycle equipment in this respect, We are inclined
is opinion notwithstanding the probable advantage of
piipnient as regards the ratio of effective draw-bar
pull to weight upon driven.
3. There can be no question of the superiority of the 15-
motor In to the very important features, com-
mutation, efficiency, and power-factor. Bfflclenc] Is obviously
and directly Important. Power-factor affects tin- efficiency of
the »-n r i r- motor to. and including, the gen
erao.r. Commutation, in view of the large and expensive
ors and the brush complication ot 'bis type of mo-
nri .
In order that 'ion raised n
prop, following estlmati
■ ful:
i qulpmenl of the entire rail wi • m of the
'iriL- an ■ power '
would led in the
in freqm
i Hon uf and
Indicating Instruments. II also 'iff.'
or turbine employed to drive tin- generatoi v
I
It would COB) "ii
bird.
in round numbers, the
• < ■ 1 1 1 ■ i be i
from $7"
If I' 111 do
the woii "f
lOCon OUld be '
railway buslni
wt||< ]i,.
of |i,. ;|ri-d would I'
the Ini it would
locomotive houlil
be not less than $1,000 in favor of the lower frequency, or for
24,000 locomotives $24,000,000. This is more than twice the
estimated difference in cost of power-house and substation
equipment.
It seems entirely safe to say, therefore, that the
gate first cost of electric equipment and of steam turbine
will be decreased by a change from 2.". cycles to lo cycles.
The operating cost will obviously be decreased very ma-
terially. At least three-fourths of tin1 above estimated cost
of electric locomotives, say $450,000,000. represents cost of
lie equipment. It will be seen, therefore, that of the
apparatus which our electrical manufacturing companies may
•lied upon to furnish, more than 85 per cent is rolling
stock. Obviously, any argument in favor of . quip-
menl which may rest upon existence of drawings and patterns
ami convenience in manufacturing should have comparatively
littl" weight.
The use of 13 cycles instead of 25 cycles also secures
considerable advantage in respect to the overhead trolley
conductor and track return. With a given limit of voltage
drop, ibis advantage ma] i" utilized by reducing size and.
consequently, the cost of the overhead copper and the copper
used to reinforce the track return.
Under the plans which we have assumed as a basis for
our calculations, the amount of copper required for feeder
circuits, trolleys, and reinforced track-return, estimated at
20 cents per pound would cost approximately $750,000,000
were the entire railway system of the country as existing in
o be equipped for electric operation.*
\\'<- desire to acknowledge with appreciation, assistance
kindly rendered in the collect!) f data lor this paper by
Mr. J. M. Graham, rice-president ot the Erie Railroad Com-
pany; Mr. Theodore X. Ely. chief of mothc power Of the
Pennsylvania Railroad Company; Mr. George Gould; Mr. E.
P. Bryan, vice president, and Mr. Frank Hedley, general man
ager of the Interborough Rapid Transit Company: Mr. G.
i.'-ve. of the Railway Electric Power Company; Mr. a I van
Markle, president of the \\ ilkosbarre & Hasleton Railway
Mr. George C. Smith, vice-president
Ity Investment Company; Mr. H. J. Pierce, pp i the
Internationa] Railway Company; Messrs. Conwcli.
and McLaren, of the WestJnghouse Electric & Manufacturing
Company; and Messrs. Potter and Mahony, of the Gen
Electric Company.
Discussion.
The discussion was opened by Mr. Frank .1. Sp
consulting engineer, New York City.
authors have given us a very interesting resume
itistical information based almost entirely upon dl
current operation. They plead tor standardisation of i
trie railway apparatus, and it 1 read the report Correctly for
a standardization along the lines ol op. 'ration. 11,000 v<
alternating-current trolley at i:, cycles. The authors
where 10 years from now will the 600-volt, 1200-volt oi
roll — and I see my initials under all of them win i.
will thej be? Right here; just where the 500 and 600-volt
operation of the past l'.i years have been, right li.i . i do
not believe >'>u quite appreciate the modest work which is
lay by those who are actively developing the
higher tension dlrect-curri nl work.
i do not find it necessary, to come
on ti railway business, to generalize all the
sited States, Thi lot ol them In the
e others ought to
could I"" er if
i old not raise the monej to be
Ifled it the] wanted to be I prefer to deal with the
In II inn Th(
trunk line railroads iii New Y"i I, city which In
iiiinr.- will be
Dating in
■
tain lines
to the wisdom ol both
i bavi i lopmenl on one, ami t
am ii iii have ci II Id •■
and i 'i" mil know that I am aabami d
that bul I<m\ i out of consideration, wher
link line <iiv Islon than the
third road, the Pei
d than which tin re la no mon I j pl<
ii in Hi'- world. I to vim
If that . all. .1 iii
156
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 5.
elect lifted today, it would not, in my judgment, be overhead.
Single-phase alternating-current equipment, whether 25, 15 or
1 cycle. It would be a half-cycle, and the cycle would be the
length of time between two runs. I am going to make the
prophecy, that on a large number of the lines which can by
any stretch of imagination be considered as subject to a reas-
onable prospect of electrification, 1,200 or 1,500 volts will
on any present development known, give better results in
every way than alternating current, 15 or 25-cycle, overhead
system.
The Proper Frequency.
Mr. B. G. Lamme, Westinghouse Electric & Manufactur-
ing Company — As the time is limited, I will confine myself
to the question of frequency alone. It may be of interest
to consider the changes in frequency from the earliest time
to the present, and see what Mr. Stillwell has had to do
with such changes. Back in the early times of alternating-
current work, 133 cycles per second was the common fre-
quency. About 1889 or 1890, Mr. Stillwell. in going over the
problem, saw that the larger work which was coming called
for a lower frequency, and he was one of the strongest advo-
cates in adopting 60 cycles as against 133. A few years
later, in connection with the Niagara Falls first large gen-
erating station, the question of a still lower frequency came
in, and Mr. Stillwell practically made the decision in favor
of 25 cycles. At that time it was considered that the de-
velopment of street railway work, and the use of rotary con-
verters in such work, was such that it was more economical
to use the lower frequency. He now comes forward with 15
cycles for heavy railway work on the basis that the field is
going to be large enough to call for a new and more suitable,
frequency. It seems to me also that, considering the total
amount involved in the electrification of the railroads of this
country, about $1,500,000,000, the problem is big enough
to call for a frequency which is best suited for the work. The
question is whether that should be -5 cycles or something
lower.
Over four years ago I presented a paper before this In-
stitute, in which I described the Washington Baltimore &
Annapolis single-phase railway, and the frequency given was
16% cycles, a ratio of 2 to 3 to the standard frequency of
25. There were certain reasons for adopting that particular
frequency, although 10 per cent higher or lower would not
have been of very great importance, so far as the operation
of the apparatus was concerned. It was found at the time
that there was considerable opposition to the use of lower
frequency, principally because most of the projects presented
involved existing power plants, or it was necessary to tie the
new plant to existing power plants. The projects were also
relatively small. Because of commercial conditions we were
practically forced to begin at 25 cycles. However. I still
advocated the use of lower frequency when it came to
heavier work, as will be found in my discussion of single-
phase railway apparatus at the American Institute meeting
at the St. Louis Exposition in September, 1904. At that time
I said that I considered the heavy railway electrification of
sufficient importance to warrant the use of low frequency,
which is most suitable for such work, independent of any
frequencies already in use. I still hold to that opinion.
The strongest reason which can be given for the lower
frequency is the greater output than can be gotten from a
given motor. For instance, with a first-class motor, built
for 25 cycles, the operation may be above question, the ma-
chine may be considered perfect in its way, but take that
same machine and operate it on 15 cycles and you can raise
the induction from 25 to 40 per cent, which means that 25
to 40 per cent higher voltage can be applied with the same
motor-speed, and you get 25 to 40 per cent greater output
from the same motor, or 25 to 40 per cent greater tractive
effort can be developed. That in itself is a controlling
feature in the question. We have verified it by actual test.
For instance, we have taken a 100-hp. 25-cycle motor, and
obtained from it 125-hp. at 15 cycles. This motor has good
efficiency, good power factor and good commutation on both
frequencies, at the above ratings. It is therefore not a ques-
tion whether the 25-cycle motor will work, for it will work
successfully, but it is a question how much more you can get
out of it by going to the lower frequency.
It may be questioned that if 15 cycles is better than 25
cycles, why is not still lower frequency recommended? The
answer is that at 15 cycles we can practically saturate the
machine, which practically fixes the output. At still lower
efficiency we could gain in efficiency and power factor, but
not much in output; and we lose in other things, such as the
speed of turbo-generators and weight of transformers. So
there is some point at which a compromise can be made,
and it is my opinion, and has been for a long time, that this
compromise is considerably below 25 cycles and should be
about 15 cycles. The increased output you can get from a
motor at the lower frequency is of advantage principally in
getting a smaller number of motors under a locomotive or
car, which directly cheapens the cost; or, on a locomotive,
keeping the same number of motors, we secure a bigger out-
put for a given weight of locomotive. But there are some
cases where we do not gain much by the use of lower fre-
quency. For instance, where it is necessary to operate
alternating current — direct current, requiring four motors in
order to obtain series-parallel control, in most cases we do
not get the full gain from the use of 15 cycles for we cannot
reduce the number of motors. That is one of the conditions
met in the New Haven railway equipment, for the direct-
current operation on the New York end requires the use of
four motors. There are many cases, where the power is
purchased, in which it is necessary to use the higher fre-
quency. Of course, the results are obtained at a somewhat
lesser capacity or at an increased cost.
There is one point which Mr. Stillwell has not touched
on, and that is the fact that the single-phase series-motor can
be made to operate on both 15 and 25 cycles; for instance, a
25-cycle motor will operate beautifully at 15 cycles and at
practically the same speed, because the speed has nothing
to do with the frequency, and a 15-cycle motor, if well de-
signed, will operate on 25 cycles fairly well, at its normal
capacity, but at slightly reduced capacity will operate very
well, so that, for instance, if a locomotive should be equipped
with transformers suitable for operating at 15 cycles it
could operate on both 25 or 15 cycles very well. By taking
a 25-cycle equipment, nominally designed for 25 cycles, and
putting a 15-cycle transformer en it, the equipment is
adapted for operation on both 25 and 15 cycles. That is im-
portant in connection with the fact that 25 cycles will have
to be used in a certain number of cases, but in other cases
where the generating conditions can be made suitable, 15
cycles will work to better advantage.
In Mr. Stillw-ell's paper he speaks of some of the ad-
vantages of the higher frequency, one of which is the better
ratio of tractive effort to weight on drivers. We have been
making tests at East Pittsburg on some eleatrical locomo-
tives, at both 15 and 25 cycles, and it is very difficult to de-
termine any difference in the ratio of tractive effort to the
weight on the drivers. In some cases the tests are possibly
in favor of 15 cycles, and in others in favor of 25; and the
difference is probably no more than would be found in mak-
ing two consecutive tests at any one frequency. If the
motors are spring-connected or have some flexibility between
the armature and the driver, which is true in most cases,
especially where they are geared, the difference in the ten-
dency to slip practically disappears.
In discussing this question of 15 cycles, we are asked
where it is in use. I will call attention to the fact that quite
a number of European companies have adopted 15 cycles for
railway work. The Valtellina plant, put in by the Ganz com-
pany, with three-phase motors, uses 15 cycles and I feel safe
in saying that a great deal of the success and good opera-
tion of that plant is due to the choice of this frequency. 1
think they could have made the apparatus a success with 25
cycles, but it would have required much heavier equipment,
and with poorer efficiency and power factor, especially at
low speeds. The manufacturers recognized that 15 cycles
gave better conditions with the polyphase motors and adopt-
ed it regardless of the fact that that was not a standard fre-
quency in Europe. That system is being extended on the
Italian roads.
The Oerlikon company, of Switzerland, has gone into the
single-phase work extensively, with 15 cycles as a standard.
The Siemens-Schuckert company, of Germany, is also manu-
facturing series railway motors for 15 cycles. The Allge-
meine company of Berlin, is the principal company which is
adhering to 25 cycles, and that is largely due to its type of
motors. They have a so-called "series-repulsion" motor, in
which the characteristics of the motor apparently show to
better advantage if the frequency is not too low. It is not
directly due to the high frequency that they get better re-
sults, but to the fact that the motor should preferably run
below the nominal synchronous speed and this condition is
obtained to better advantage by keeping the frequency up.
Mr. Bion J. Arnold, being introduced by a reference to
his pioneer efforts in single-phase work and to the fire which
destroyed his first equipment on the eve of actual operation,
said: I. felt that unless the experimental machine was re-
built and an attempt made to operate it, I might be mis-
understood by my brother engineers, and the machine might
be misunderstood. I therefore rebuilt it and operated it
some six months later. That experiment cost me about
?50,000, but thanks to my good fortune, it cost no other man
February 2. 1907.
ELECTRIC RAILWAY REVIEW
157
a dollar.. I believe I was instrumental in advancing the state
of the art to such an extent that we have today two or three
of our large railroads being equipped with the single-phase
system, invented by others, to be sure, but I believe for-
warded by my efforts some four or five years ago. If my
efforts have done that, and 1 have been instrumental in ad-
vancing the art. I am glad that I spent the money, as I
could not have spent it in any better cause.
As to the paper of the evening, had I had time to read
and study it, I would like to discuss it somewhat more
fully than I will be able to. However, if I had all the
time necessary to study it, 1 would not attempt to go into
a detail analysis of the various systems which are involved
in the paper, because I think each system has its able cham-
pions, as we have seen indicated here tonight. I am also
in a position where it makes no great difference to me per-
sonally which sys:em wins, so long as we get a system of
electric railroading in this country that we can put on our
steam railroads and operate them for less money than we
can operate them with steam. That was the principal idea
I had in mind in starting out on the single-phase experiment,
because in 1898 I was engaged in building the Chicago &
Milwaukee Electric Railway, which I believe is considered
the pioneer rotary-converter substation installation in the
country', possibly in the world, at any rate to be driven by a
steam station. I took much risk in that undertaking, risk-
ing my personal reputation and my financial resources, in
order to demonstrate the success of that enterprise. That
was a success, and as you know most of the suburban roads
have been built on those lines since. I make no claim for
the invention of any of the devices which entered into the
systems. They were invented by some of the gentlemen
here present and others, and began to come into commercial
use, namely, the rotary converter principally, which made the
system possible, but I took the responsibilities, engineering
and financially, of making it go, and it went. When en-
gaged in that work I felt that was not the complete solution
of the electric railway problem, because the introduction of
the rotary-converter substation necessitated men in the sub-
stations, and necessitated more investment than I thought
the railroad systems of the country could stand, if they were
to be attracted to electrical operation. That started me on
the single-phase idea, and as many of you will recollect, we
had various discussions on it and it was stated it could not
be done. I maintained it could be done and had to be done,
and it cost me money to find that out. It has been done
since by at least two companies in this country, and two or
three abroad, and seems to be coming Into practice quite
rapidly lor steam railroad work.
I do not know that I agree entirely with the author of
the paper that we should standardize at once, and thereby
shut out the utilization of the talent and genius of the men
who are members of this body and other bodies in this coun-
try, and other countries, or the prospect of developing some-
thing that may prove better than anything we now have. I
am willing to concede, if we are going to use alternating-
current railway sy at it is probable that we should
adopt a standard frequency, and so far as my investigation
has gone. In conjunction with work with Mr. Stillwell, the
Erie Railroad work, my own conclusion is to lean toward
the 15-cycle f:- although I do not want to definitely
stand on that now. It seems to me it Is the frequency we
will come to on account of the fact that to get the requisite
amount of capacity between the wheels of railway machines,
being limited, it Is necessary to get as much motor
In there as po I we can do that with the alternating
pting 1", cycles and get more than we can with
It makes t I at the machine practically
ame as with 25, as it increases the size of the trans-
former, but n of the motor; the net weight
Is the same, but It gets additional power on the machine
that is what we moat get, and we do not get as much i ■■
on the wheels with the alternating correal at with the dl
rit. However, i personally believe that some form of
high conductor Is going to be the anal
soiuti ■ railway
l believe in the third rail, where it Is applicable, but I
<io ti is applic
In other words, I think the legs will
they will 'iot permit the use of third
rail, at any rat
I think It Is D trie nillw ■
of leglsl it thlpl
rail r<
- 'I In
think the use of the third rail in yards and under the feet
ol men is what we are going to adopt as the final solution
of the problem.
In the analysis of the Grand Trunk problem, which I
have in charge so far as the engineering decisions are con-
cerned, I chose the alternating-current system, overhead
conductor, for tunnel work, for the reason that in the large
yards at each end of the tunnel, where much switching is
done, it seemed essential that the conductor be kept from
under the feet of the men. That decision to use single-phase
motors was made some five months prior to the New Haven
road's decision to adopt the alternating current on its road.
Mr. \V. B. Potter (General Electric Company) — I most
heartily endorse the recommendation of the authors of the
paper for a more perfect standardisation of the systems and
apparatus for railway work. The one thing, however. 1
think we must appreciate, is that standards are ordinarily
secured where it does not cost anything to bring them about
So far as the known systems can be considered with re^
to the different problems, they have to be considered a
as the railroads are concerned from the standpoint of the
cost for each individual case. You could hardly expect that
a road contemplating an equipment which would cost, say.
$2,000,000, for the sake of standardization and in anticipa-
tion, perhaps, of sometimes effecting a juncture with some
other road at some distance, would spend $3,000,000. S"<
that is just what it would mean. That relates particularly
to the question as between different systems.
.Now. with regard to the question of frequency as affect-
ing alternating single-phase operations, there is no question
but that the motor, limited as it is by the space between
the wheels, the car body on the clearance over the track, is
the device to which all of the rest of the equipment must
be subordinated in order to get the best results. A g
deal would be involved in the substitution of 15 cycles for
25. It means considerable increase in cost for the gen
ing apparatus, it means a frequency that would not be suit
able for lighting the cars, even, and a frequency which tor
every other use than the single-phase motor itself, and inci-
dentally the conductor system from the generating Btatlo
the motor, would possess no advantage, 1 do not think,
however, that we can look for the ultimate developmei
the single-phase motor on 2 an build, it is
true, a motor that has good commutation, bui it ha
tiveiy small output for its size, weighing something like 25
per cent more than the direct-current motor having cor-
responding capacity. With 16 cycles, with the same degree
of commutation, the motor would probably weigh from 10 to
16 per cent more, only. The efficiency and power factor
would both be very much tin
Mr. Stillwell made some mention of the maximum avail-
able tractive effort as between 2.". and 16 cycles, Mr. I. amine
also spoke of some tests they mule in the same connection.
The tests which we have made indicate in comparison with
direct current. — that is, taking a given motor on direct cur-
rent, on a truck and raising the car body bo that the inertia
of the car body or the friction due to Its movement would be
eliminated — that depending on the condition ol rail, testing
the same motor with direct current and then with aliern
current at it, cycles, we find that on dlret I current, assum
ing, for convenience, the tri orl to be 100 per cent,
on 26 cycles It varies from 80 to 90 per cent, and on L6
cycles from ~<> to B0 per cent The tests have been repeal
ed a number of times, ami while perhaps they are in a
measure somewhat rough, they seem to be comparatively
• I. There Is In this connection, however, a fan ol in
that when the motor with direct CUTTenl slips, the
torque Is maintained uniformly, the wheel rotates rapidly.
and tin- torque falls off immediately to something 111
or 20 pi i iniuiii. in alternating current
whether on it, or 16 cycles, although the wheel slips at a
lower point, It only falls off something like io or l.". per cent,
due to the fact that the slip Is u series of pi
Jerks which allow Hie wheel I the rail so thai after
the wl I has once lipped, .1 may l.iUe In, Id of the rail and
a higher maximum pull than before n first slipped, bj
f having cleaned off the rail, This Is a condition
el with direct current The average dran
pull after slipping with << ,1111.111 Is 1 .. 1 11.1 1
ter than It hi with direct current. I'm
I work where the motor is
torque per ampere, there is little probablll
01 alternatlng-cum
iiiicietiiiy light that i" a
The question a which 1 think win
red with n
u rent or 1,200 volts direct cui n n
158
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 5.
Dating current, or 1200 volts direct current, or
olts direct current, should be required by anybody as
suitable to meeting every case. Some reference has been
made to the high-voltage direct current. I want to say with
regard to that type of equipment and also with regard to the
600-volt direct-current motor as well, that motors are possi-
ble that are quite beyond the other motor as we commonly
know it. We have always looked upon the commutator of
the direct-current motor a good deal as a buzz-saw. By the
addition of the commutating pole to the ordinary direct-cur-
rent motor, that is building the ordinary direct-current motor
magnetically of the same character as the single-phase motor,
sparking at the commutator may be said to be eliminated.
For instance, a motor designed for 600 volts can be run — I
would not say it should be operated, because the insulation
■ i provided for that — but it can be run at 1,000 or 1,200
vulis without showing any sign of arcing-over or sparking.
A 1,200-Volt motor would have reasonably the same margin.
so that so far as commutation is concerned, there has been
an improvement made in the direct-current motor that is
comparable to the advance made when the carbon brush was
substituted in pla?e of the copper brush. That certainly will
have more or less bearing upon the continuation of the use
of direct current.
I was going to say a word with regard to the much-
maligned third rail. We have not had a chance to malign
some of the overhead construction yet, and I think it would
be just as well to wait before passing a verdict.
Mr. W. S. Murray (N. Y. X. H. & H. R. R.)— I think the
most interesting feature of the discussion is ihe question as
to standardization. I am inclined to believe that the word
standardization, although it is a pretty large word, looks to
be a good deal larger than it really is. I hardly think the
Interstate Commerce Commission reports are a fair basis to
be a determining factor as to the establishment of standard
frequency. The Interstate Commerce Commission report
will include all the trans-continental lines, and there is no
question but those lines which have been unassailed yet by
electricity could be electrified upon a basis a very great
deal cheaper upon the low frequency than upon the high.
I do not think that should influence us. It is a misleading
factor. We must not forget that the electrification we are
going to consider now is in the eastern section of this coun-
try. It is possible that ail of us may see a trans-continental
road electrified. I think it is doubtful and I do not think
that ought to influence us in the consideration of standard-
ization. We must think of the fixed charges that have not
been taken into account, namely, in the eastern section of
the country where it will be necessary to re-equip all these
plants and operate upon what may now be termed a standard
frequency of 25 cycles. I think for transmission and power
25 cycles is very nearly to standard: the time element in-
volved is the major consideration of our standardization. Our
fixed charges can alter, be replaced by a proper depreciation,
and after having taken care of those plants that are now
operated on a 25-cycle basis, by that depreciation, which is
good business and should be combined by engineering, then
we can avail ourselves of the greater data which will be at
hand and decide which is the standard frequency. We can
also interchange these frequencies in operation just as well
as the exchange of a station with a different design. It can
be done. I have not the time to go into the detail, but I
think any engineer can understand what it is to change the
operation of any locomotive, so I am in favor of having
more data, and in letting the future consideration of those
data decide it for us.
Mr. O. S. Lyford (Westinghouse, Church. Kerr & Co.) —
On January 22 the Erie Railroad ran its first electric train
into Rochester. Power is transmitted 90 miles at 60,000
volts. The catenary trolley over the 34 miles of track is
fed with 10.000-volt current from one substation. The opera-
tion is perfectly satisfactory. The system is necessarily
operated at 25 cycles as the power comes from one of the
Niagara Falls plants, which are all built for 25 cycles. The
advantage of the lower frequency is apparent, however.
Trucks of unusual size are entirely filled with 100-hp. motors.
At 15 cycles motors of 150 hp. capacity could be used on the
same trucks.
Mr. C. L. du Muratt (Consulting Engineer. New York)
— The three-phase locomotive can give a great overload
capacity without trouble, and it can give it without any drop
in speed. Take a locomotive developing normally 1.500 hp..
and motors working at 12 per cent slip, that locomotive can
give five times 1.500 hp. with a slip of 10 per cent. If the
norma] speed is 68 miles per hour, it will drop to 63 miles.
The curve of the three-phase locomotive while starting at
practically the same traction at low speeds, will run out and
then drop down to the maximum speed, for which the loco-
motive is designed. You can see the great advantage which
the three-phase locomotive has over the alternating current,
and more particularly over the steam locomotive. We might
turn the problem around and instead of saying the three-
phase locomotive should be able to carry any overload with-
out any drop in speed, where both the direct current and
single-phase and steam locomotive drop off, we might say
that the three-phase locomotive will carry the same tractive
effort up to any speed, from zero up to full-load speed, while
the alternating-current locomotive will drop in tractive effort
when the speed comes on, and similarly in a steam locomo-
tive.
In concluding, I will convey to you the following gen-
eral ideas which may be recapitulated as follows: The
greatly increased traffic which the railroads have to handle is
forcing us to use as high train weights and high speeds as
possible. It is therefore quite natural that that locomotive
which combines the greatest speed qualities and at the same
time the greatest power in the smallest weight is the one
which we want to choose for hauling our future traffic. The
electric locomotive is quite surely superior to the steam
locomotive in this respect, and therefore should be chosen,
no matter whether electric service may cost more than steam
service. The three-phase alternating-current locomotive is
superior to any other electric motor in this respect, and I
believe it should deserve more attention than it has thus far
found in America.
Mr. X. W. Storer (Westinghouse Electric & Manufactur-
ing Company) — It seems to me that the whole question of
the electrification of steam railroads is one of dollars and
cents, and a system which can be operated and installed for
the least money is going to be the one which is going to win
out. As has been said, there are many different ideas on
the same question. Many engineers are working on designs
of electric locomotives to meet the many adverse require-
ments. I have worked over them for some time past, and
every time it comes up pretty nearly in the same form —
the question of frequency, or the question between alternat-
ing-current and direct-current operation. It is a question
whether the problem can be solved by the simple direct-
current system, which our friend, the father of electricity,
loves so well, or whether we must go up in the air with our
trolley and with our voltage. Our experience is that it
generally comes down to the question of a locomotive of the
single-phase type We have considered the direct-current
locomotive, the three-phase locomotive, prayerfully and care-
fully, but it does not seem to us in the Westinghouse com-
pany that either one of these is the type of locomotive which
will meet the requirements of the railways in this country.
The direct-current locomotive as it has been designed certainly
will not do it. The single-phase locomotive seems to offer
the greatest possibilities. In speed characteristics, the
single-phase locomotive, I am bound to say, pleases me much
better than the three-phase, for application to electric rail-
ways. We can not only operate up to what might be called
the normal speed of a locomotive, but you can go far beyond
that. It is simply a question of applying higher voltage to
the terminals of your motor from the transformer. The
same locomotive can just as well be operated at 10, 15. 20 or
25 per cent above what might be called its normal voltage as
the direct-current locomotive can be at its normal voltage.
The question of commutation is not so much one of voltage
as one of induction in the field, one of current which the
motor is carrying, or, in other words, of the tractive effort
which it is exerting.
There are a few points in the paper which I want to
discuss very briefly. The question of frequency is to my
mind the most important. Every time the single-phase loco-
motive is considered for heavy work, it very quickly brings
up the question of frequency, which always, or nearly always,
results in 15 cycles It is just this: You can get larger
motors within the limited space which you have and you can
get at least 30 per cent greater output from your motors with
15 cycles than with 25 cycles. This means that at the limit
you must have 30 per cent more motors if you are going to
operate on 25 cycles than if you operate on 15 cycles. In the
case of two-motor equipments versus four-motor equipments,
you have double. There are probably many cases where
two-motor equipments of moderate size will meet the require-
ments so that they will average fully as high a percentage
for its locomotives. You then have the same limiting con-
ditions for both, but in one case you have 30 per cent more
motors. That not only increases the cost of motors very
much, but increases the cost of all mechanical parts; motor
trucks must be heavier than trail trucks and the entire equip-
ment necessarily must be heavier. The question of effi-
ciency alone is bound to influence the matter very largely.
The 15-cycle motor approximates very closely the efficiency
February 2. 1907.
ELECTRIC RAILWAY REVIEW
159
reached by the direct-current motor, and there is so little
difference that it can hardly be detected. In power factor
it comes very close to the direct-current motor. You get
up above 90 per cent throughout the entire range, in most
sizes, and that is so good that it is practically unity.
The question of cost of locomotives is mentioned here,
the saving in cost which would be expected by using 15
rather than 25 cycles, and I am bound to say that the differ-
ence which is shown here in the paper is entirely inadequate
to cover what in our opinion would be the difference. I
should say that at least $5,000 would be the difference, rather
than - That would make a difference which is over-
whelmingly in favor of the 15 cycles. That amount would in-
clude the transformer and everything on the locomotive.
The difference is due largely to the increase of the number
of motors. The question of lighting the cars has come up,
and I want to say here, as no one else has, I believe, that
you can get very satisfactory lighting with 15 cycles by going
to the low-voltage lamp having a heavy filament; a lamp de-
1 for 15 volts will g-.ve just as good light and as
fect illumination as the ordinary incandescent lamp 01
cycli .an scarcely detect a flicker at all. and there
will be no qm Ighting of cars. The many
other questions whirh come up in connection with the rail-
way installations will of course influence this matter very
ly. but as I stated in th< beginning, it is a matt
irs and cents, whether the 15 cycles is going to be cheap-
operate thin the
.Mr. William McClellan t Westinghouse, Church. Kerr &
-Having passed through the experience of putting some
of thi volt motors on cars and equipping with them,
I am firmly of the opinion that the solution of the railroad
problem is going to bi by means of the high-voltage over-
Iternating-current, single-phase motor. In spite
of the fact that you have i heavier motor for the
power developed. In spite of the fact that you divide your
substation into pieces and carry it around with you. making
a large amount of ton-miles in the course of a year, as a
whole the system provides a better solution for the trunk
line electrification than any other that has been in Bight
until the present time, particularly if we can bring the engi-
to think that 15 cycles is better than 26. I for one
after a very careful examination of every argument feel sure
that absolutely nothing stands in the way of the standardiza-
tion of this frequency. I should like to call your attention
to one fact, and that is, although the steam railroads have
standardised as to details, they have standardized so
that they can exchange cars, and we shall never electrify
railroads as a whole until we get so that one railroad can
exchange cars and equipment with others. Railroads today
exchanging of locomotives, and we might have
one kind of trolley on this road running locomotives of one
■her type here along pretty well, and
if we cannot exchange cars It will be absolutely impossible
for us to electrify the railroads of this country, particularly
on the wholesale scale that Mr. Stillwell has suggested in
his paper tonight. So therefore I suggest that it would lie
indardize certain features oi
railroad ; •. trolley, as he has suggested,
ting the third rail in the almost unknown places where
it will be adopted in the future,
mportant thing— while I do not be-
will try • the limner given are ol
much value. I do !■ ire particular lines on which
ich any railway problem ami hope to solve it
with ■ irate our units
and ; much greatei
which Is work, Ol
iins Which WOUld help us out in
If Wl with
have 'wo diii' .
hould
>t and w ould not I*
cularly if the train line
it In In addltli
BMewary Ktandardlzatinn, and I believe the onlj standard
Mr W I
n
i think there N do bui thai
• le for II ■
motor. There seems to be a unanimous opinion that the out-
put of the motor may be increased some 30 to 35 per cent by
a decrease in frequency to 15 cycles. This will enable you
in many cases to build a motor of sufficient power, in the
limited space available on the trucks of a car. to obtain the
resulis desired, whereas at 25 cycles it would be impossible,
but we must, as Mr. Stillwell bus pointed out. consider what
it is going to cost us. The other parts of the s\ stem
the transmission itself, are affected in the reverse way.
I have some figures here. I considered first an lnterurban
road in which the number of equipments operating were
small compared with what would be considered on a large
i road, as discussed by Messrs. Stillwell and Putnam.
For 26 cycles I found that the cost of the power house is
34.5 per cent of the total, substations 2 per cent, low-tension
construction 14.8, and low-tension copper 12 — I distinguish
this because it is possible to save in one and not in anothi
high tension 5.4, bonding 7. and equipments 25 per cent. Turn-
ing to 15 cycles the power house cost was increased to 38,
substation to 2.1, low-tension construction remaining the
same at 14.8, and due to the lesser losses in the track, the
copper could he decreased to obtain the same losses, to 11
per cent; the high-tension construction remained at the
same. 5.4, bonding the same at 7. and the total cost of equip-
ments 23. and making the total 1 per cent greater for the 15
cycles. Changing the scene to a road which approzln
steam railroad practice, in which the cost of the equipments
is increased approximately 100 per cent, with the cost of the
power station in proportional increase the figures come out
quite otherwise, and very closely as given in the paper,
which shows that as we go toward the heavy railroad work
there will be more demand for the lower frequency. In
figuring these costs I have found that a great deal depends
on the design of the generating station. The generator it
self may increase in cost from 1.". to 50 per cent. This Is
due to the fact that the speed of 15 cycles is going io be
what of a problem in connection with turbine work.
whereas with slow speed engine-driven units it is not so
much of a problem. It can increase the transformers bj 20
per cent, and bring about a decrease in the distributing sys-
tem of 10 per cent. There is one point that has not
discussed this evening — that although the output of the
motor has been increased 35 per cent, that is the output
during acceleration^ that the continuous output ol 'lie motor
is not correspondingly increased, and for passenger service
with long runs and 1. mii. not so much is to
be obtained by the lower frequency.
Prof. J. H. whitehead. Jr., (Johns Hopkins University)
— In considering an electric ally propelled vehicle, I ta
we may consider that vehicle is best which possesses two
characteristics to the greatest - ihin^s being
ecpial — you will observe this premise, other things bi
is i he place where all the discussion occurs. The
two characteristics to which I refer are the manner in which
the vehicle IB self-contained and the greatest power that you
can get into the space which is given to the motors, in
i.ing of the degree in which an electrically-propelled
vehicle is Belf-contained, I wish to draw attention i" the fact
that we may con trie locomotive or car self
contained In so fai the least attention from the
Ide, 'bat Is o lonarj apparatus. You
win readily see 'he direction in which that thought tends.
that is to say. the greater the . ilistatlons
and the le-H Complicated Hie apparatus at the BUbstatl
the better. We at once see the vali ( alternating current
in tif tid Hie ad van
which ti iver the direct cm
rent in thi tal ■■ it that if thi
i the 'li" '' en; r. hi win iirin:- forth ap
paratua which would transmit ami operate at roll
ot this di: ens- ion would ii"i I think from
'audi oil.
thing from the direct-current side bi
alternating current
i. in
ii has been very Intel
il « bleb ill. idvnnl
o ol
tpparatu I be polni
the qu<
othi
The que l Ion is i,, Jo
, out the
the en the motoi needs help I
and '
160
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 5.
the direction we will develop. The footnote suggests a dan-
ger from the rising potential of a broken bond, in the case
of high-potential operation. I ask if there is any instance
on record where there have been unpleasant results attend-
ant upon a broken bond?
Mr. L. B. Stillwell — I will reply to Mr. Whitehead's ques-
tion first, so far as I am able. We have assumed in our
estimate the No. 0000 conductor in the return circuit, in
order to avoid dangerous potential on the track in case of
broken bond. We have not known of any case in which dan-
ger has occurred from that cause, but we desire to make our
estimates eminently fair to the steam side of this argument
and theoretically consider what is an element of risk unless
the track return be reinforced.
I have been gratified by the discussion on the paper. I
hope the members of the Institute who have concrete facts
bearing on the important question of frequency will con-
tribute these facts by letter. I believe that the great ma-
jority of engineers present admit that the question of fre-
quency is settled decisively by the testimony we have had
in favor of 15 cycles; the testimony of Mr. Lamme, Mr.
Storer, Mr. Slichter, and other men who have invented and
worked with these motors, to my mind is conclusive in re-
spect to the frequency, and they have testified that the differ-
ence in favor of 15 cycles, as measured in drawbar pull, is
very great. When you take that fact into consideration, in
A MODERN INTERURBAN LIMITED CAR.
A new design for an interurban car suitable for limited
service, as suggested by Mr. H. A. Nicholl, general manager
of the Indiana Union Traction Company, is shown in the ac-
companying illustration. Definite dimensions are not ex-
hibited as the design is intended only as a typical one and
the detail dimensions would necessarily have to be worked
out in particular for each road that would use such cars.
In designing the car Mr. Nicholl had in mind the following
advantages to be obtained:
1. It is strictly an observation car, every passenger in
it being able to see the track either forward or backward.
2. The arrangement of the passenger compartment Is
such that women, children and non-smokers, who comprise
the majority of passengers in railway cars, can ride in the
front of the car instead of at the rear, as is at present in
vogue on most railways.
3. It does away with the necessity for women passen-
gers going through the smoking compartment or the smok-
ers being compelled to go through the passenger compart-
ment on enteriug or leaving the car.
4. There are toilets in both the passenger and smoking
compartments and a lavatory in the passenger compartment.
00000PH0600000000660
Jmok/mg COftfwwtti/vr
ooooo
f%SSCHG£R
COMPflKT/ICMT
QQQQQQQQQQ
Modern Interurban Limited Car.
view of the general perspective of the problem which I have
endeavored to consider, the electrification of the country as a
whole, it seems to me there is only one conclusion to draw.
In our estimates we calculated the expenditure for rolling
stock would be on the 25-cycle apparatus $450,000,000. Mr.
Storer said that the difference in favor of the 15 cycles would
be at least $5,000 per locomotive. Scaling that down to
$4,000, and applying that to 24,000 locomotives, the difference
is $96,000,000, which is ten times the difference in cost of
power house equipment. I believe we are able to standardize
frequency and the position of the overhead trolley. We
certainly ought to do that.
The steam railroads have standardized everything in re-
lation to the interchange of their traffic. We must follow that
precedent, or we shall get involved in all sorts of trouble. Mr.
Sprague explained why he has not the same kind of station
that Mr. Murray has. When they meet at Albany, after hav-
ing electrified the systems further back into the country, they
will have some difficulty in making their systems fit, and that
is what we want to avoid. Mr. Sprague has made such a
great success in this development of the electrification of
trolley and steam railroads, particularly in his invention of
the multiple-unit system, I should be sorry to see him make a
mistake, and I hope before he nails his flag to the masthead
with 1,500 volts on the trolley, he will take into account all
the evidence presented tonight and see whether he is
right.
[That part of the discussion relating to the comparative
cost of operating by steam and electricity will accompany
its part of Mr. Stillwell's paper in a later issue. — Eds.]
5. The heater is railed off instead of being put in a
cabinet, thus dispensing all of the heat through the car.
6. The car is safer because there is but one exit and
one entrance, the doors of which can be closed as in a Pull-
man car. The front door is intended for the use of the
motorman and the small rear door for that of the conductor.
In the planning of this car Mr. Nicholl has incorporated
many advanced ideas, well-founded on the policy that every
comfort should be afforded the passengers on long runs.
The Twin City Rapid Transit Company, of Minneapolis,
Minn., controls and operates the city and suburban street
railway lines of Minneapolis and St. Paul, as well as a line
of steamboats on Lake Minnetonka. The
passenger department of the company
has been seeking for some time for
a suitable trademark for the system and
after examining a great many different
designs has finally adopted the one shown
in our engraving. This trademark will
hereafter be used on all printed matter,
blanks, timetables, newspaper advertis-
ing and other forms of publicity. It was
selected from a large number because of its simplicity and
because it would look equally well in all sizes and whether
printed in one or more colors. The design represents a
Spanish mission window, which is typical of the style of
architecture to be used in the company's amusement resort
at Big Island Park, on which work is now under way.
February 2. 1907
ELECTRIC RAILWAY REVIEW
1*51
MEETING OF THE EXECUTIVE COMMITTEE— AMERI-
CAN STREET AND INTERURBAN RAILWAY
ASSOCIATION.
The executive committee of the American Street and In-
terurban Railway Association met at the office of the associa-
tion. 60 Wall street. New York, on Monday, January 28,
Those in attendance were: John I. Beggs, president; James
F. Shaw, second vice-president; Arthur W. Brady, third
vice-president; C. L. S. Tingley, president of the Account-
ants' Association; H. H. Adams, president of the Engineering
i iation; S. L. Rhoades. president of the Claim Agents'
Association, and Secretary B. V. Swenson. First Vice-
President C. G. Goodrich and Vice-President W. Caryl Ely
expected to be in attendance, but were prevented by busi-
ness engagements from so doing. Past-President H. H. Vree-
land was present by special invitation, as was also the fol-
lowing committee, representing the Manufacturers' Associa-
tion: President J. H. McGraw, Major H. C. Evans, Howard
F. Martin. E. M. Williams and Hugh M. Wilson.
One of the chief objects of the meeting was to consider
the question of the time and the place to hold the next an-
nual conventions of the several street and interurban rail-
way associations. Boston, Atlantic City and Norfolk, Va.,
each extended invitations. Mr. R. H. Sexton, chief of the
Bureau of Congresses and Special Events of the Jamestown
Exposition, addressed the meeting and explained the advan-
tages which Norfolk would have to offer next fall, during
the exposition. His efforts were seconded by Mr. E. H.
Hyman. representing the Greater Norfolk League, the City
of Norfolk and the Norfolk & Portsmouth Traction Company.
A letter was read from Mr. A. T. Bell, president of the Hotel
Men's Association of Atlantic City, which set forth in detail
the facilities and advantages which Atlantic City had to offer
as a convention town. Mr. Bell's letter was supplemented
by brief remarks from Mr. C. D. White of the Marlborough-
Blenheim Hotel. The situation with regard to Boston, which
was explained ?>y Mr. Shaw, is at the present time somewhat
indefinite, because it is impossible to determine at once
whether or not Mechanic's Hall will be available for exhibi-
tion purposes.
It was generally recognized through the discussion of
the availability of the several places proposed, that the
accommodations for the exhibits would of necessity in a
lame measure be the determining factor in the selection of
a place for the convention. The sentiment of those present
was in favor of some Atlantic seaboard city.
In order that the question might be determined care-
fully, after thorough investigation a committe composed of
Mr. J. F. Shaw. Mr. C. L. S. Tingley and Mr. B. V. Swen-
son, with President John I. Beggs as member ex-officio, was
appointed to visit the several places under consideration, in
company with a similar committee of three from the Man
ufacturers' subcommittee. This committee was given full
power to act. The names of those who will represent the
Manufacturers' Association have not yet been annoum ■ d
The committee appointed a few months ago to consider
the matter of new offices for the association, reported that
rooms In the Engineering Societies building, 29 West Thirty-
ninth street, had been selected. These quarters consist of live
rooms on the Beventh floor, which are admirably suited In
way to the enlarged requirements of the organization.
• tary Swenson expects to move to QIC 0*w location
'I m«- during F< 'binary.
dent !'.• am aniionii' ed the personnel ol several of
landing rommlittl for tl>' U Association for
lf07, H follows:
Committee on Membenhip II. II Vreeland. chairman
New York «'lly If
Hallway & I. Ml Mc
Gowan. president, Indianapolis Traction & Terminal Com-
pany, Indianapolis, Ind.; W. Caryl Ely, president, Ohio Val-
ley Finance Company, Buffalo, N. Y.; James H. Mi-daw.
president. Street Railway Journal, New York City; Hugh
M. Wilson, president, Electric Railway Review, Chicago;
YV. G. Ross, managing director, Montreal Street Railway
Company, Montreal; W. A. House, vice-president. United
Railways & Electric Company, Baltimore; T. K. Glenn,
vice-president, Georgia Railway & Electric Company, At-
lanta, Ga.
Committee on Compensation for Carrying U. S. Mail:
G. T. Rogers, chairman, Binghamton Railway Company,
Binghamton, N. Y.; Capt. Robert McCulloch, vice-president.
United Railways Company, of Sc. Louis. St. Louis, Mo.; Gen.
G. H. Harries, vice-president, Washington Railway & Electric
Company, Washington, D. C; P. F. Sullivan, president, Bos-
ton & Northern Street Railway Company, Boston, Mass.;
A. H. Stanley, general manager, Railway Department, Public
Service Corporation of New Jersey, Newark, N. J.; A. H. Ford,
! ^resident, Birmingham Railway Light & Power Company,
Birmingham, Ala.; E. K. Stewart, general manager, Colum-
bus Railway & Light Company, Columbus, O.
Committee on Heavy Electric Traction: Calvert Town-
ley, chairman, vice-president. Consolidated Railway Com-
pany. New Haven, Conn.; E. B. Katte, chief engineer electric
traction, New York Central Railroad. New York City; L. B.
Stillwell, consulting engineer, New York City.
The membership of the other committees, namely:
"Promotion of Traffic," "Standard Code of Rules," "Subjects,"
"Car Wiring," "Standardization," "Insurance." "Municipal
Ownership," "Public Relations" and "Welfare of Employes,"
while selected by President Beggs, is not ready for publica-
tion by reason of the fact that acceptances have not been
received from all of those requested to serve on these com-
mittees.
Secretary Swenson, in an informal report covering the
affairs of the association stated that since October 1, 1906,
the active membership of the American Street and Interur-
ban Railway Association had increased I mm 20p to 237 com-
panies and the associate membership from 113 to 156. Pres-
ident Vreeland of the membership committee outlined plans
which he had under consideration for an active campaign,
looking to the material increase in the membership during
the present year. While most of the Important street and
interurban railways of the country are represented on the
membership rolls at the present time, there are a number
of smaller but very important roads that have not joined,
whose accession to the ranks Is very much desired by the
officers of the association. The number of associate mem-
berships which might be added is large, in view ol the fact
that many engineers and manufai turere and people engaged
more or less directly in the business of urban and Interur-
ban transportation are eligible to associate membership.
Secretary Bweni xpressed his belief that the number of
associate members might easily be made 1,000, and he con-
tain thai by the time of the nexi convention
It would be 400.
The secretary estimated that t lie Income of the parent
association for the current year would amount to $26,00
n-\cnue that would cover the expenditures coin plated
under Hie plan of expansion now animating the association
and Us allied societies.
President Tingley of the Accountants' Association re-
ported that at a meeting of the executive committee ol thai
•ilzatlon held In Philadelphia on January 21, the report
ami dlSCUMlOn on ' I >■ I r . . i.it lull." which occupied an entire
day of the Coliimlms meetlnc. had been revised and that the
Account, 'i ii itlve committee recommended Its publics
Hon In the annual printed report This suggestion was adopt
ed by the executive committee ol the American Association
and consequently this very Important matter on the vital
• ■' depreciation win shortly appear in the printed
proi dli
plained that owing to the
volume of matter flowing from the delibi
I tl ary for lis propel
1K2
ELECTRIC RAILWAY REVIEW
VoL XVII, Xo. 5.
ed reports Ol the tout associations had been somewhat de-
a. The matter is now in the hands of the printer, how-
ever, and it is the secretary's expectation that the reports
will be ready for distribution sometime In February. The
lour reports will aggregate a total of 1,400 pages, octavo,
and will be issued in two cloth-hound volumes. One volume
will contain the proceedings of the American and the Engi-
ne associations and the other those of the Accountants'
and the Claim Agents' associations. Company members will
receive one or more sets of these reports, the number
,1. i. rmined by the amount of the annual dues paid tc
the association.
The important report on ■■.Municipal Ownership and Pub-
lic Relations,'' like that on "Depreciation," above mentioned,
will first appear In the official printed report
It is the expectation of President Beggs that another
Ing of the executive committee will be held in three
or four months, to further consider and elaborate plans for
the conventions of the present year.
RESPONSIBILITY FOR TROLLEY INFLATION.
ANOTHER SUBWAY PROJECTED FOR BOSTON.
\ petition and bill for a subway in Boston between the
present Park street station and the Back Bay district in the
vicinity of the junction of Beacon street and Commonwealth
avenue was presented in the Massachusetts legislature on
January 19. The project authorizes the Boston Transit Com-
mission to build a tunnel and subway for the accommodation
of the two tracks especially for use by surface cars from
Park street under Boston Common, and by such a route as
the commission deems best to the new Charles river em-
bankment at or near the Union Boat Club, and thence west-
erly under the embankment from Charlesgate east and the
outlet of the Back Bav Fens basin to the junction above
named. The cost of the work would be defrayed by the city of
Boston, and a 25-year lease to the Boston Elevated Railway
Company is assumed at an annual rental equal to 4.5 per cent
of the cost of the subway, which would be called the Embank-
ment subway in distinction to existing and already authorized
underground routes.
The object of the bill is to provide improved transit facili-
ties at the west of the city, and it is estimated that on ac-
count of the location beneath the Charles river embankment
the new line could be built at not over 50 per cent of the
cost per mile of any subway heretofore built in Boston. The
principal items of expense in the construction of- other sub-
ways have been the great cost of underpinning buildings, re-
moving gas, water ana sewerage pipes and wire conduits, the
acquirement of locations for stations, and the constant main-
tenance of a superstructure by which traffic may be con-
tinued in the streets overhead during the time of construction.
In building the proposed subway there would be little if any
underpinning of buildings, only a few hundred yards of pipes
or conduits to reckon with, no purchasing of land for stations
and comparatively little maintenance of a superstructure in
the streets to accommodate vehicles and surface car traffic.
The tunnel portion under the blue clay and bowler clay of
Beacon Hill could be driven at comparatively small cost, and
no cofferdam would be necessary, as the Charles River Basin
Commission is now building one. This commission has made
its contracts with reference to the fact that the legislature
of 1907 may pass an embankment subway act. The subway
would necessarily be waterproofed, but this would be the case
with any subway built under Commonwealth avenue or Boyl-
ston street. Waterproofing may now be accomplished by
suitable cements at moderate expense, especially where the
pressure is slight, as would be the case with the embankment
subway.
If the proposed subway is authorized and built, it will
accommodate a large number of cars collected from Brook-
line. Brighton, the Newtons, Waltham, Watertown and other
suburbs lying immediately at the west of the city.
The public agitation which has sprung up in several
states, notabl] New fork, New Hampshire and Connecticut,
over defects of the State railroad commission, is commend-
able and cheering in Itself. But the cynical guide must be
pardoned when one reflects how long this reformative energy
has had to wait, how often warnings have been uttered and
ures made by the so-called ■technical'' writers but with-
out effect on either the public or the newspapers, and how
the sins of omission and commission have gone on until now
not a few of them are too late to rectify. These reflections,
in the nature of afterthoughts, apply peculiarly to the state
of Connecticut where just now there is a sudden and volcanic
outburst against stock watering of the street railways. The
immediate text is the disclosure of the huge volume of water
transmuted into dividend-paying stock by the recent absorp-
tion of the Connecticut Railway & Lighting Company. The
exposure is far from new. But it happens to be accented by
a big deal carrying figures of sensational magnitude. Hence
the spectacle of Connecticut newspapers which have been
silent on the topic for 1~> years, now denouncing trolley infla-
tion and the state railroad commission which countenanced it.
in scare headlines and double-leaded editorial type. This
process of closing the doors after the escape of the animals
has its elements of diversion; but, more seriously, it has
some historical hints on trolley inflation in Connecticut which
are not the less instructive because typical of other com-
monwealths.
The first trolley wave struck Connecticut in the year
1S88, though as a mild surge; a dead-locked legislature two
years later created a law-making hiatus of four years during
which no statutory business of any kind was done. It blocked
and in a sense dammed up trolley projects until 1S92, when
they burst on the legislature in a flood. The state was thus
measurably the victim of somewhat exceptional conditions.
The trolley craze grew to wildfire. Cities and suburbs, farms
and the backwoods hailed the new motive force as a mighty
local and economic helper. The steam companies at first
resisted electric parallels successfully, later in vain. Fiscal
aspects and ratios of capitalization were ignored and the
state railroad commission continued to be the voluntary
cipher that it had been before. Outside capital quick to see
the profits of course rushed in, constructing street railways
by bonds — often marketed below par — and "bonusing" the
stock. It was a veritable trolley saturnalia that lasted almost
a decade, during which new charters — if not paralleling steam
lines — could be had for the asking, and the first speculators
in old horse railroad territory got rich quick.
Now too late has come the disillusion. The economic
mill, even in so exceptional a thing as the rise of electric
street railways, grinds slow but it grinds sure and fine. Con-
necticut has awakened to a solid economic condition as con-
trasted with rash and thoughtless enthusiasm. The situation
has been forced further by the threatened development of
long-distance electric rivalry. This has compelled the steam
interests to buy up the dropsical trolley systems one. by one
until they are now unified under one control, similar condi-
tions existing in Rhode Island and lower Massachusetts.
Water original, secondaiy and in some cases tertiary, is solid-
ified into shares that carry their fixed charge on vthe pur-
chaser, and. next, on the public. Honest capitalization that
might in many cases have connoted a three-cent fare has
become diluted capital exacting a five-cent fare. And who
is to blame? Obviously the Connecticut citizen who blinded
himself both to existing facts and to easy forecast; next a
legislature equally negligent, but in which the current of in-
telligence could hardly be expected to rise above its source;
and last, and, on the whole worst, a railroad commission
supple, languid and inefficient always, only just now more
vividly exposed as such. In other words, all three of the
February 2. 1907.
ELECTRIC RAILWAY REVIEW
163
civic elements charged with the prevention of ;i public
were inert when they should have been active.
Where is the redress? Plainly nowhere as regards the
past. Connecticut wakes up too late. She has forced her
steam interests to self-protection, she has legalized under
the signet of her own state officers securities bought by in-
nocent investors, by trustees and savings banks, and she
stands committed to :i condition which she herself has
ated and for which she must endure the logical penalty. She
has. however, one or two minor offsets. For example, she
will gain some tens of thousands in dollars by taxation based
on watered stocks enhanced in market value by the new
■ i ;ind she probably has a few operated trolley lines that
would be non-existent had speculative street railway build
ins been at lower terms. For the rest she must "take it
• if a railroad commission made up of two politicians and
an antique engineer now in his eighth decade. In the at-
tacks now centering on that body in the Connecticut press
one can find retributive justice and a measurable promise of
future betterment. As to the general lesson its teachings
reach far beyond the bounds of a email New England
which is far from iiniqm In Its I Itpi lience of initial error and
belated repentance. — The Railroad Gazette.
PNEUMATIC ASH-CONVEYOR SYSTEM.
In various boiler plants the problem of handling ashes is
1 In many ways more or less economical. At the
Evanston i III. I plant of the North Shore Electric Company
iPX^J?*
&m.
.rrrr-j
: : -,
"5
s-o*
Ai
^ .
"
-
w\
n ~~~~
i
square inch in the separator and the pipes connected With it.
This vacuum rapidly draws the ashes that have accumulated
around the openings in the ash pits into the pipes and
through them to the separator, where, by means of a spray
head and baffles they are wet down and discharged to the
bottom of the separator hopper. Blast sates are provided in
the lead from each ash pit so that if desired each pit may be
cleaned individually. Due to the great difference in ve
of the air, which in the pipes connecting with the ash
pit and serving to carry away the ashes is 18,000 feet per
minute and in the separator but 500 feet per mint]
is no trouble from ashes passing the separator and
damaging the exhaust fan. It is also observed thai the ashes
travel through the center of the space in the pipes, rather
than along the sides. This is due to the greater velocit
the air in the center when- the friction is less and thus the
pipe work is free from the wear that would ordinarily be ex
ted.
Before this system of handling ashes was installed a!
the North Shore plant it required four men 10 hours a day
to keep the ash pits clean. It was first necessan lo so into
the hole, shown in the drawing, in front of the boilers and
shovel the ashes from their piling place back 12 feet to a
point under the hole; then they had to he handled again and
thrown onto the boiler-room floor where a third handling
was necessary to load them for carrying out of doors. Willi
the new ash-handling equipment one man does the work of
the four in one-fifth of the lime or two hours; thus, the
economy of the installation, which only requires about 25
hp. motor capacity during such times as ashes are being
removed, is made apparent. As ordinarily operated the B
are removed at the rate of 300 pounds per minute and by
varying the speed of the motor both ashes and clinkers maj
be handled in quantifies up to 500 pounds per minute,
The cost for handling ashes with this particular installa-
tion, which, it is understood, will be much Improved upon in
plants of later construction, is said to be fi cent: per ton of
^_
Plpln] for Pneumatic Ash-Handling System.
.4 ... ' \k*m
is a pneumatic ash-conveyor system that lias shown
ipable "i disposing oi a satisfactory
and verj economical way. The essential parts of this system
for pneumatically handling ashes are a No, 7 Sturtevant ex-
l fan direct-driven by a 40-hp. motoi \ L4-lncb pipe
connects the fan with thi top of a "separator." leading Into
are g-lncfa wrought Iron pipes which extend to
dti under thi openings are provided
for allowing U to the pipes. On account ol
the • bleb would have been necessary to place one
through the h pits, as in i
ce thought tx
piping In the form of rl ihown in the drawing The
ih mounted between two ol the boilers and al the
-n elevation to on may b<- driven undi i
it and loaded with iin ■ tracl Thi mall headroom
limited the capacity of this separatoi but
for Installations In power plants ol more i lern d<
proposed to place a com list below the
bat ■ bo, bt bad
\\ hen it pit the sxhau
Ik started, tbn- crcntlns '< vacuum of about one i ad
died "i ab ml i conl per i i I llli >al burned.
Sdine of the desirable features other Hum the low cost
for removing ashes are, that with ibis ash-handling system ;i
Are maj be pulled hot .11111 the ash piis cleaned Immediately.
The exhausting vacuum "i pound pi 1 quare inch is suifi-
i or Ore brick that
pa 11 1 brougfa 1 1 take under the boiler 1, \\ ben 1
brou b the 1 ppai atu 1 hi 1 are broken Into small
them much more suitable for ballast thai
lly found By meam of thi em and d imall
amount oi additional pip Ible to utilise the
11 cleanlni ihamben and the
tai
A Simple Water He.-.ter.
lint water fot thi sd bower baths In the
i tshvllle Rallwaj a- Light < Ion
llli Tens . la obtained by th< ilmpli mea
Ing the water through aboul II feet ol colled pipe placed In
• Round Oal \n explosion Is In
1 Id the water- beco i"" be
Implj force 1 be watei bai 1. Into the oil ■
164
ELECTRIC RAILWAY REVIEW
Vol. XVH, No. 5.
CHANGES AT THE DUDLEY STREET TERMINAL,
BOSTON.
The Boston Elevated Railway Company's proposed
changes at the Dudley street terminal, Roxbury, have been
conditionally approved by the Massachusetts Railroad Com-
mission, final approval being reserved until the mayor of
Boston passes upon the plans with respect to the architec-
tural effect and obstruction to light and air. Through the
courtesy of Mr. George A. Kimball, chief engineer of elevated
construction, we present a general plan of the proposed
changes, which are to be made at Dudley street with respect
to the extension in progress of the elevated lines to Forest
Hills.
At the present time all southbound trains from Dover
street station which carry passengers are run through the
the use of the station as a terminal for certain trains if traffic
conditions make it desirable. The principal change at Dud-
ley street is in connection with the platform arrangements,
which will separate the loading and the unloading traffic in
a manner which will doubtless do much to relieve crowding.
The new layout involves first of all a new platform 350 feet
long over the Washington street side of the terminal, which
will serve as a stopping place for south bound trains. This
platform will be connected with the main platform in the
terminal for north bound trains with one now in use — and
with the various surface car platforms lying between and to
the east of the others, by two overhead bridges. Two new
surface car platforms are planned, one for the inner side of
each surface car loop. These loops are connected with the
Dudley street level by two inclines, one at the east and the
other at the west of the northbound elevated track. South
Ei
3 n
St:
ITT
Plan Showing Proposed Changes at the Dudley Street Station. Boston Elevated Railway Company.
Dudley street terminal by a loop track which turns them
back for the northbound trip. Passengers are loaded and
unloaded upon the platforms at each side of the train as it
stands in the statioi, and free bodily transfer is given be-
tween the train, the cars on the ground level and the lines
of surface cars which serve the opposite sides of these plat-
forms at substantially the same level. The longest trains at
present consist of five cars, and the only separation of load-
ing and unloading elevated traffic is that accomplished by
the use of center doors for exit and end doors for entrance.
Eight-car trains will be run at certain times of the day when
the new Washington street tunnel route is completed, and at
present the elevated stations in Boston are being prepared
for this length of train.
The extension of the elevated lines to Forest Hills will
in a sense turn the present Dudley street terminal into a
way station, although the arrangement of tracks will permit
of the terminal, and not shown by the accompanying illustra-
tion, a third track is planned over Washington street, to give
an opportunity for switching relay trains into the system with
as little interruption to the service as possible.
According to the present plan the west elevated platform
over Washington street will be connected with the ground
level of the terminal enclosure by a flight of stairs which
will enable out-bound passengers to reach the Forest Hills
trains quickly from the street, and also will facilitate the exit
of passengers from the city to the lower enclosure. The two
overhead bridges will bring both southbound trains and sur-
face cars into easy communication. It is planned to use the
south bridge chiefly for transferring passengers from outward
bound elevated trains stopping at the Washington street plat-
form to the east and west surface car loop loading platforms.
Direct stairways are to connect these platforms and the
bridge, on each side of the elevated line through the terminal.
February 2. 1907.
ELECTRIC RAILWAY REVIEW
165
Passengers from the city proper, who at present continue
their journey by loop cars to Dorchester. Grove Hall, Jamaica
Plain, Brookline and other points will be able to make
prompt connections by means of the overhead platforms. Pas-
sengers arriving at the terminal by surface cars which ascend
the inclines will transfer to north bound in-town trains as at
present. Trains from Forest Hills will be run through the
terminal north bound. The two sets of platforms on each
side of the central elevated track are connected by a mez-
zanine sub-passageway with suitable stairs, between the
street level and the elevated level. Passengers from surface
points wishing to go to Forest Hills will ascend directly to
the north bridge from the surface car unloading platforms,
and in general convenient access from any platform to any
other can be had by the stairways, bridges or sub passages.
The ground level of the terminal will remain as well con-
nected by stairways with the upper level as it is already, with
the addition of a stairway to each of the new platforms. Al-
though there are seven platforms and two bridges in the new
arrangement it is planned to make each transfer as simple
as Is possible. Two additional tracks will be installed at the
foot of the west incline for surface cars coming from certain
eastern points, which at present use the east loop. Exits to
the street will be direct and convenient.
THE CHARLESTON & SU M M ERVI LLE ELECTRIC
RAILWAY.
D. E. Baxter & Company, Inc., railroad contractors and
engineers. 27 William street, New York, who have the
entire contract for the Charleston & Summerville Electric
Railway power plant, machinery, overhead work and rail-
bonding, have completed specifications for the power and line
equipment on which they are pushing construction, having
two large gangs at work, one at Charleston and one at Sum-
merville. The operating system is single-phase catenary. The
power-house will be situated about nine miles from Charles-
ton at a point where two steam railroads intersect. There
will be two Snow gas engines of 800 horsepower with a max-
imum capacity of 920 horsepower, and two single-phase 25-
cycle generators of 600 kilowatts capacity.
From Summerville to Charleston city limits the voltage
will be 6,600. At the intersection of the city limits and the
company's private right of way will be located a sub-trans-
former to supply a 550-volt current to the eight single-truck
cars intended principally for city use. The south end of the
road will enjoy the heaviest traffic In both freight and pas-
senger service, as what are said to be the largest phosphate
works in the world and other Industries are located along
the line. The power-house will be a concrete fireproof build-
ing in which will be Installed the following named equip-
ment :
II gas englr,.
n era tore,
seta with transformers.
1 swl' -.vlth bus pole at exciter panel.
1 lamp bracket and shade.
2 ammeters.
2 rheostat hand wheels.
2 double-pole single-throw switches.
1 double-pol" row switch for throwing; battery on
1 -Ingle-pole single-throw eomllzer sv
k'-nt wit! -.villi
it Is
to have pr .«e with Tlrrlll
Th<- work will consist of a special de u:n sin-
• 000
hard draw :
racket, stud strait,
and strain Insulators.
The . iua to completi
road as soon as possible to take care of the summer travel.
A spur will be run from the main line to the new Charleston
navy yard. The contractors are increasing their forces that
this end may be accomplished, and they are also assured by
the Snow Manufacturing Company that the delivery of ma-
chinery will be prompt as agreed. This line will have a
tendency to increase the population of Summerville. the sum-
mer resort for Charleston, as communication between these
two points will be of such frequency that the business men
of Charleston can reside in Summerville, attending to busi-
ness and returning to their homes at night.
Power Improvements of the Lake Shore Electric Railway.
During the past season the Lake Shore Electric Railway
Company has more than doubled the capacity of its Avon
Reach Park power station. The additions include the
extension of the south end of the building to ac-
commodate the new machinery necessitated by the In-
creased load caused by the double-tracking of the
road from Rocky River to Lorain. A 2,500-kw. West-
inghouse-Parsons turbo-generator has been added and is
served by a Wheeler condensing outfit and a 67.5 kw. exciter
set, also of Westinghouse manufacture. Four 500-hp. Ster-
ling boilers equipped with Sterling furnaces and mechanical
stokers have been installed in. the boiler-house addition, which
also has been fitted with coal and ash-handling and ash-
storage facilities.
The track installed is sand-ballasted and the 80-pound
T-rails have electrically welded bonds. To make the station
a strictly high-tension installation two 400-kw. alternating-
current generators have been ordered to replace the present
belted direct-current machines, and to provide for the fur-
ther growth of the business provision has been made for the
addition of another 2,000-kw. turbo-generator, exciter, con-
denser and boilers at the company's power-house at Fremont
during the coming summer. The installation of the above
equipment and the design of the piping systems, etc., was
carried out by the company's engineers.
We are indebted to A. V. Brown, chief engineer of the
Avon Beach power plant, for the above Information.
Chicago Elevated Railroad Traffic in 1906.
The statement of the traffic of the Chicago elevated rail-
roads in 1906 shows that the four companies carried a total
of 131,956,282 passengers, an Increase of 8,297.997, or 6.28
per cent, over the year 1905. The growth of travel Is counted
as being about the normal average for a growing city, but
officials of the companies contend that the gains could have
been made even greater if the facilities for handling pas-
sengers were better. The following data show the number
of passengers carried during the year by each of the roads:
1906. 1906 Inora
M.m.polltan 49. 771. SIB 45.3f»S.837 4.402,979
li 34 I-'. 1.601 32.953.607 1.41
17.453,473 17.097,316
Total 131.966,282 123,658.285 8,297,987
The slgnlflcani points in the above arc that the Metro-
politan showed more tain than all ol the other oompa
combined. The South Side cnipany carried over 4.000,000
more than the Northwestern, but the latter
■ \ more ■ the pit a than tie
ThlH condition
''itv Railway surface i which detracted
from ih' ed with Inferior I
lion fun the Chicago i Dion Tnu I I
which loi l In ;ivllv to th< the
and Noi "f the city. Chit
ease f"i the year Ind ay Is
doing well to hold Km own. The Dconoml
166
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 5.
News of the Week
burden <>f proof at mi Btages b< upon
ill- contractor to Bhow that Bucb Improvements or changes are
L8onabIe."
Cleveland Traction Situation.
Pri sid 'ii a. !■:. - i thi Clevi land Electric Rail i
dent A. I!. Du l'lint. ..I" the Municipal Traction Company,
■ Iding conferences in effort to i
uatlon for the property and franchises of u i Electric
ii !"■ made a basis tor the pro ase to
the Municipal Traction Company, Attorneys representing both
""■ I .""i the cltj wei i tiled in last wei In t]
discussion. Mr. Andrews announced that an agreement had been
ed on Beveral qui tions relating to the expiration oi
I ors and n al i state • icperts have
called in to git i id in the value of thi phj ileal |
s of the ny and Mr. Du Ponl are still
at work on their figures for the amount the Cleve 1 Electric
- I., pay the cltj for the use of Central avenui
cy streets since the expiration of the franchises. The ci1
II on January 28 extended until next Monday, February 4.
the time in which they are to report. The Municipal Tra
anj .mi January 26 announced a novel plan by which it ex-
i" enlist the sympathies of the small investor in the low-
fare movement. New stock of the Forest City Railway Companj
amount ol $1 is to be- issued, in fractional parts
■-. II t» taken as low as $10 a share and no
subscription will be taken in excess of $30. The new issue is to
be sold at par instead of at $90 a share, the figure at which most
of the present issue of $750,000 was sold. This stock will be issued
in the name of Fred C. Alber as trustee, who retains the voting
power, and will probably be deposited with the banks which re-
ceive the subscriptions, as security for the fractional share certi-*
1 i - The proceeds are to be used for the purchase of new
cars and for the construction of extensions. President Du Pont
announced on January 2S that he would at once order 50 new
cars, to be constructed according to his own designs.
Contract for New York Subways.
The full draft of the contract and specifications for the New
York subways was made public on January 24 by the rapid transit
commission. In the light of the experiences with the first subway
contract main changes have been made.
The contract provides for either construction alone or con-
struction and operation, and is so worded that the contractors
will be in every way subject to the control of the city authorities.
Before this new contract is finally adopted the commission must
hold a public hearing on it and the contract must be approved
by the corporation counsel. The contract and specifications as
they now stand take up 2S1 printed pages. The public hearing is
to be held on February 7. and it is expected that bids for the
Lexington avenue route will be advertised for about a week later.
The commission's summary of the contract says in part:
"The specifications provide that the tunnels are to have a
height of not less than 13 feet in the clear and a maximum width
of 15 feet for each track, except at stations, curves, etc., where
the width may be increased. The roof of the tunnels is gener-
ally to be as near the surface of streets as street conditions and
grades will permit, but will be depressed whenever necessary to
avoid grade crossings, as well as where approaching the Harlem
river. The roof and sides of the tunnels will be iron or steel
and masonry. Entrances to stations will in general be placed
within private property, rights in which will be acquired for the
purpose.
"Construction is to be generally carried on by means of tun-
neling or excavation under cover, except as may be otherwise
specially provided in the contract, or in places where the board
shall give express permission to construct by open excavation.
The board has included in the detailed plans for construction pro-
visions for pipe galleries, through and along the principal longi-
tudinal streets.
"The motive power is to be electricity or compressed air, and
it is provided that if the operating contractor fails to maintain
the rolling stock at a standard demanded by the commission, the
board may take possession of the road.
"The use of the subways for advertising purposes, or for any
trade, traffic or occupation, other than required for the operation
of the railroad, is forbidden."
Then comes this stipulation which gives to the municipal
authorities complete supervision over the operation of the new
subways:
"If the board shall at any time be of the opinion that any
additions to the rolling stock or other equipment, or any addi-
tions or changes in stations are necessary, or that additional ter-
minal facilities are required, or that any change in the mode of
operating the railroad or conducting its business, is necessary in
order to carry out the purposes of this lease, or to promote the
security, convenience and accommodation of the public, the board
may give notice thereof to the contractor, and at the same time,
or at any future time, direct the making of such additions, Im-
• provements or changes as the board deems proper.
"If the contractor shall neglect or refuse to comply with the
directions contained in such notice, then (without limiting or
affecting any other remedy to which the city is or may be enti-
tled), it is hereby agreed that in any legal proceeding' instituted
by the board or other public authority, either for a forfeiture of
this lease, or for damages, or of specific performance, or other-
wise to compel compliance with the obligations of the lease, the
Providence Open Cars to be Vestibuled.- Gen i al Manager A.
E Pottei ced that no irs will be
run over the tracks of tl Island Company and that the
i to place vestibules on every car in opera-
tion.
Trolley Freight Plan Delayed. — The M its railroad
mission has withheld its permlssl Boston & Wor
i Hallway to carry r its lines
ise of the phraseology of some of tl ints. The com-
pany will at once apply for the n
Kansas City Viaduct Opened. — The Sixth street toll viaduct.
connecting Kansas City, Mo., and Kansas City. Kan., was formally
ted on Januaty 30. Several of the lines
Street Railway will be routed over the viaduct as soon as it is
i -car traffii Chi viaduct is a stei are, a
mile and three-quarters in length, and was built in sev< d
months.
Holyoke Street Railway Increases Wages. — The Ilolyoke Street
Railwaj Companj has announced that it would grant incn
in pay to its motormen and conductors, about 200 in number, who
petitioned the company recently. The new schedule is as follows:
First-year men, $2.20 a day; second-year men. $2.25 a day: third-
year men. $2.30 a day: fourth-year men. $2.35 a day; fifth-year
nun. $2.40 a day; sixth-year men, $2.45 a day; ninth-year men,
SO a day.
More Electric Trains on New York Central. — The New York
Central & Hudson River Railroad on January 28 began the opera-
tion of electric trains on the Harlem division. Thirty new trains
were put into service between the Lexington avenue temporary
station and "Wakefield. As fast as the new cars are received
they will be put into operation. Electric trains have been in
operation on the Hudson river division as far as Yonkers foi
over a month.
Electrification of the Lackawanna Terminal. — The published
report that the Delaware Lackawanna & Western is to take up
aggressively the work of electrifying its suburban lines into the
Hoboken terminal is premature. It has been known for some
time that the company had electrification in ultimate view, but
this will not be undertaken until the stupendous work of grade
elimination, which now after several years is about half com-
pleted, is finished.
Proposed Electrification on the Delaware & Hudson. — The Del-
aware & Hudson has authorized the General Electric Company to
make a preliminary investigation to determine the practicability
of electrifying 37 miles of the company's line between Wilkesbarre
and Carbondale and of operating 30 mines and breakers owned
by the company in that region, from the same plant. President
Wilcox informs us that the company is not in any way committed
to electrification at present.
New Car Line in New York. — The New York City Railway
Company on January 2S inaugurated a new car line, to be known
as the Fourth Avenue and Williamsburg bridge line. These cars
run from the Brooklyn Plaza of the Williamsburg bridge to the
Grand Central station without change, and will be of benefit to
those living in Brooklyn who are employed on Fourth avenue
above Fourteenth street. The line transfers at most of the cross-
town lines in Manhattan on the east side and the north and south
lines east of Broadway.
To Investigate Freight Carrying by Philadelphia Rapid Transit.
— The Philadelphia common council on January 24 adopted a
resolution calling upon the street railways committee to investigate
the right of the Philadelphia Rapid Transit Company to carry
ccal. building material, ashes and other freight over its lines in
the city streets, which is said to be detrimental to the passenger
service. It was urged in opposition that if the company were
forced to give up this traffic the congestion of teams in the streets
would be seriously increased.
Improvements at Ottawa Beach. — The Toledo Railway & Light
Company has awarded a contract for the erection of seven new
buildings at the company's new summer resort at Ottawa Beach,
which is now being greatly improved for use the coming season.
The new buildings include a circular dance hall, a bath house,
a dining room, two smaller dining booths, and two lavatories.
The buildings are to be built in the colonial style. A contract
is to be let later for a two-mile board walk 30 feet in width.
Men are now at work on the lagoons.
Bridge Loop Subway. — The New York board of estimate and ap-
portionment voted, on January 24, in favor of a four-track sub-
way loop to connect the Manhattan terminals of the Brooklyn
and Williamsburg bridges, to be built by the city. The question
of leasing the structure to an operating company will be consid-
ered later. This vote of the board of estimate puts an end to
the long controversy between the advocates of a subway and
those of an elevated structure. The action was taken upon the
recommendation of the rapid transit commission. The plan agreed
upon is that offered by John B. McDonald, the builder of the pres-
ent subway, so far as his suggestion referred to Manhattan. It
calls for a subway from Park Row and Center street north
through Center street to Delancey. thence east to the Clinton
street approaches to the Williamsburg bridge, a distance of 7,300
feet. The estimated cost is $5,245,000. including $500;000 to be ex-
February 2, 1907.
ELECTRIC RAILWAY REVIEW
167
pended on four stations. Two years and a half will be required
tor the construction, according to the estimates of the engl
An alternative proposition for ■ two-track structure, over the
same rout'-, to cost 12,690,000, was rejected by the board.
Altoona & Logan Valley Issues Monthly Tickets. Beginning
February 1. the Altoona (Pa.) & Logan Valley Electric Railway
Company will issue 54-rlde non-transferable monthly tickets tor
the use of its patrons on its lines from HolUdaysburg to Tyrone.
Pa., at a 4-cent rate. The tickets are marked for the particular
line over which they are to be used and are good for that divi-
sion only. This will particularly benefit the shop and railroad
men who use this company's lines to and from their work. The
tickets are sold at the general offices of the company in Altoona.
International Exposition of Safety Devices. An International
exposition of safety devices ami industrial In- tied at
American Museum of Natural History in New York eily on
January 89 and is to continue for two weeks. The exposition has
_ nlsed by the American Institute of Social Si
Which Dr. Josiah Strong Is president and Mr. Win. H. Tolman.
in.. New York city, is director. The aim is to
call general public attention to the crying need for better i
ti.ui to tie- lives and limbs of the workers in American industries.
Motor Cars on Railways. — Representative Bonwell of the Town
legis: introduced a bill requiring that where n is reason -
nleni e of the public the- board of
railway eommlssioners may order any railway corporation to
te motor can In accordance with a reasonable schedule,
_- the requirements of the traffic, upon any part of its
line over which not more than one trail Is run in either
direction. The Jso requires that where Buch motoi
tnd take on passengers between the
regular stations.
Technical Literature. — The first number of "Technical Liter-
ature," a monthly review of current t chnical publications, has
Just been issued. The paper includes a review and index of the
important articles and comment in the various high-class
nlcal publications, reviews and announcements of new
nical books, notes from techni' and orig-
inal articles. It contains •; I pages, well gotten up typographically,
and contains several Interesting and useful articles on all bran lies
of engineering. "Technli is published 1
•w 1 Frost, 230 Broadway. New York.
Georgia Railway & Electric Company's New Transportation
Building. — The new transportation building of the Georgia Railway
.v Electric Company, at Atlanta, Ga., which has just been com-
1. is said to be attracting that attention of the street railway
systems of other cities because of som - a not generally
met with In buildings of this kind. While the structure was
planned principally as a clubhouse for th< oyes of the com-
pany and Is fitted with a gymnasium containing all modern con-
venlences, the offices of the division superintendents, starters and
other officials will also be located In the building.
Interborough Increases Wages. — The InterborOUgh Rapid Tran-
sit Company, ol New Fork city, has announced a voluntary increase
In the wages of employes In the station and transportation dep.art-
and the departments of the superintendent of ear equip-
master mechanic, chief engineer and superintendent of
motive POU iv. on February l. The Increase does not
apply to conductors until after the thll The
ises range from M cents to 36 cents per day of 10 or 12
hours, according to tl .t tie employment. The Increases
will add about 1400,000 yearly to the expi nset ol pany.
Ordinance Requires Seats for All Passengers. — Mayor Mark M.
City, N. J., i an ordln ed by
and wati i . providing that all
Ity shall li
im their termini
the hoi;
p, in. to furnish wH ill persons from
The ordini thai
■ lion
Inals "shall m walling lo I live
Is fix.
Suit to Compel Steam Road to Establish Joint Rates with
Interurban Line. — Tl Int of thl
1 the Chi forth-
the
i on
lined
a Its
fiosltl
in Inl im It la
It In
■
II UK of I
wi eks ago, was reported In the Review for January 12, pag
A decision of the commission will b< awaited with is the
question is one of deep Importan trie railway industry
which will have a widespread Influence. No decision
will be m mmissioner Clark, who will take all the testi-
mony before the entire commission, and a decision will probably
not be reached for some Weeks.
Fire Destroys Chicago Car Barns. — A fire early Thursday
morning, January 81, gutted three of the Ave building!
by the CI Icago Union Traction Company on North Clark
Chicago, including the car barn. Twenty-eight small single-truck
motor cars and ten n trailers were destroyed, mostly of
an old pattern. A number of cars at the time of the lire
were going through the repati shop, which was not Inj
i cars wen- transferred from the north and west i
but the Ben Ice will be Imps In d foi . .i , .
new cars are expected From the SI i is Car Company by Feb-
ruary 10, The loss was estimated at i buildings and
$79,000 on rollin i total of 9,1 f which
$TS,000 Is covered by insurance. Tl ollowed the explosion
of a tank of oil.
Chicago Traction Situation. Jacob Baur, a small sto
in the W' st Chicago Street Railway, has complicated the sir.
king the United Stati nil court to enjoin the street rail
way companies from accepting the proposed ordlns
taking any further Bteps looking toward settlement. Judge Peter
s. Qrosscup and Marshall K, Sampsell, clerk of his court, are ac-
of entering Into private negotiations with thi cits of Chi-
cago In the interests of the company, It is charged that these
negotiations have been conducted at the expense of the proper-
ties winch are in the custody of the court The bill is directed
against all the underlying companies md the receivers. The
iiuni petition was Bled on Jai tarj :'.i with the board of eli
mlssloners and it is expected thai the proposed ordlns
will be brought before thl on February I. Mayor
Dunne has secured a legal opinion from Benjamin I1 Magr>
erly justice of the supreme court, and Clarence N. Qoodwin
which criticises many points in the Ordinances. Among other ob-
old thai i a price foi n pi opi rtlea
amounts spbstantially to a waiver of the right Of Condemnation.
Bills to Abolish New York Rapid Transit Commission. Sen
ator Foelker and Assemblyman C. B. Murphy, of Brooklyn, have
introduced Into the New York legislature a bill in which they
sees t" carry out the re is of Qove ' Hughes i
i i to New Viui, city's traction problems,
bill abolishes the present Board of Rapid Ti
Railroad Commissioners and provides for a commission li
appointed by the governor to take its place, The new commission
Is to consist of the mayor and comptroller, as ex-offlcto mem
and ■ othi is, two f" ■ i •> o 1 1 .mi Brooklyi
one each from the Bronx, Queens and Richmond boroughs.
are to serve for Ave years an,i the salary shall be $6,000 a
The bill provides that a majorlt\ oi the l< icrmlne and
establish a new railroad route Instead ol al leas! six mei
as the present rapid transit law provides. Senator McCarren has
i iced a bill to abolish the pi . sn( nl ad to
I, its fun. lions to the present hoard Ol
Side-Entrance Cars for McAdoo Tunnels. i
on the Hudson ,v Manhattan Railway, the so i McAdoo tun
nel system, which it is expected '-in bi In operation between
Hoboken, N. .i . ami New York eltj bj Beptember 1, 1907, win
.1 of the car and midw av on t In
Xhe ■• '"I center entrances win be operated bj
. , . . .i..i,i , i thi andi "I i in
itforms win be i i un
loadini Ids of the
within
Ing built In-
stead a landing passengers, < win be pi
from floor to io,,i ,.,t intci ■ i tioni thi li' of the cai In
laid wain cement In
which win he Imbedded irborun'dum i" pro
loin slipping. Buch i n
I that the i 1 1 1 1 1 1 1 1 1
, n. w fork i
in Newark to Thirty third
Plans for a Municipal Subway for St. Louis.— Al thl
upon the draft oi ■ bin providing for an amendment to the
i he
itlnn lo i lull lecol il"
which he
mli 1
■
t a sinking rami t-. retlri
■ t. tl the uoinl- i
\ o| Il
■tile I
. ell. ,il lie
-ml unless II,.
On. nl l~ ~. . el. .1 Ihln inn II would li.
-IK.
168
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 5.
Construction News
FRANCHISES.
Toledo <£. Indiana Traction Company. — Incorporated in Indiana
as a subsidiary company to the Toledo & Indiana Railway, for the
purpose of extending its road from the Ohio-Indiana state line to
Kendallville, and eventually to Ft. Wayne. Ind. General manager,
E. E. Darrow, Toledo, O.
TRACK AND ROADWAY.
Columbia City, Ore. — The Seattle Renton & Southern Railway
Company has applied for a franchise to extend Us line from
Rainier boulevard up Ferdinand street to Noble, from Noble to
Holmes and from Holmes back to the boulevard line.
Fairfield, la. — A franchise has been granted for an electric line
from Fairfield to Memphis, Mo. It is reported that this is part of
a line which is to be built from Cedar Rapids to St. Louis. Work
is to be started at once from Fairfield to Keosauqua, and the line
is to be in operation by the first of next year.
Frankfort, Ind. — The Frankfort Delphi & Northern Traction
Company, which proposes to build an interurban line from Frank-
fort to Delphi by way of Rossvllle, Edna Mills and Pyrmont. Ind.,
has asked for a franchise to enter this city. Right of way has
been secured and it is announced that cars will be running within
two years. The officers are: A. S. Strauss. Chicago, president;
W. H. Cohee, vice-president and general manager; Ed M. Cohee,
secretary and treasurer. The directors are: A. S. Strauss, W.
H. Cohee, Walter B. Cohee. Ed M. Cohee and E. A. Spray.
Mineral Wells, Tex.— A franchise has been granted to Cicero
Smith, Ed E. Dismuke and Marcus M. Bright, Mineral Wells, for
an electric line in this city, to be known as the Lakewood Park
Electric Street Railway Company. A franchise for an electric
road was recently granted to another company, which has com-
pleted the foundation for its powerhouse and has part of the track
material on the ground.
New Castle, Pa. — The New Castle & New Wilmington Railway
Company has applied for a franchise for entrance to the city for
an electric line which will connect New Castle and New Wilming-
ton. It is stated that most of the right of way has been secured.
New Iberia, La. — The Bayou Teche Railway & Light Com-
pany has been granted the additional franchise asked for about
a month ago. This provides for the use of certain streets not
specified in the original franchise.
Ogden, Utah. — The Ogden Rapid Transit Company has been
granted the 50-year extension asked for a few weeks ago.
Olathe, Kan. — The Missouri & Kansas Interurban Railway
Company has been granted a franchise to enter the city and lay
Its tracks in Park street. The Strang gasoline-electric motor cars
will be used and as soon as the additional equipment which has
been ordered has been received, 30-minute express service between
Olathe and Kansas City will be inaugurated. Package freight will
also be handled in addition to the passenger traffic.
Portland, Ore. — The franchise applied for by the Mt. Hood
Electric Railway Company has been recommended for passage at
a special meeting of the council with the following amendments,
which have been accepted by Dr. McCorkle, one of the promoters:
At the time of acceptance $500 shall be paid to the city; during
the succeeding nine years $500 annually shall be paid in advance
to the city; during the next 10 years $1,000 and the following five
years $1,500 a year shall be paid; in three years a continuous line
shall be built from the eastern limits of the city 40 miles in the
direction of Mt. Hood. 10 miles to be built the first years and
the remaining 30 miles in three years; a bond of $50,000 is to be
given as a guarantee for carrying out the provisions of the
franchise.
»
Rochester, N. Y. — Franchises for tracks in several of the streets
were sold at public auction on January 25 to the Rochester Rail-
way Company. Permission has been granted by the city council
for double-tracking several of the single-track lines and for the
laying of new track in certain streets.
INCORPORATIONS.
Bowery Bay Railroad. — Incorporated in New York to operate
a street railway three miles long from Woodside to Astoria,
N. Y. Capital stock. $100,000. Directors: Thomas Crimmins. New
York City; A. S. Williams and William Richardson, Long Island
City.
Central Tunnel Company. — W. D. Bryar. E. B. Hartman, Jr.,
and William E. Walsh have given notice that they will apply on
February 19 for a charter for subway lines in Pittsburg practi-
cally paralleling the routes asked by the Pittsburg Subways
Company.
Cheektowaga Railway. — Incorporated in New York to build
and operate a street railway from Cheektowaga to Buffalo. 5
miles. Capital stock. $75,000. Incorporators, W. H. Finch, C. E.
Williams and H. H. Bennett, of Buffalo.
Fremont Belt Connecting Railway. — Incorporated in Ohio to
build an electric line from a point on the line of the Toledo Port
Clinton & Lakeside Railway through Salem, Rice, Sandusky and
Bellville townships, Ottawa county. This will give access to the
new state camp grounds and rifle range near Port Clinton.
South Wilmington & Southern Railroad. — Incorporated in Illi-
nois to build an interurban line from South Wilmington, Grundy
county, to Wilson, Livingston county. Capital stock, $25,000; prin-
cipal office, Chicago. Incorporators: A. L. Sweet, T. A. Lemmon,
Walter Farmer. C. A. Sweet and R. H. Gruschow.
Atlantic Northern & Southern Railway.— It is reported that
the various towns through which this road is to pass have sub-
scribed $100,000 for its construction from Atlantic to Elkhorn, la.
J. H. Simmons, of Atlanta, is president.
Brooklyn Rapid Transit Company.— It is stated that this com-
pany is seeking the approval of the New York rapid transit com-
mission for improvements to its elevated system in Brooklyn at
an aggregate cost of about $6,000,000. The plans provide for a
third track in Broadway, from the Williamsburg Bridge Plaza to
Fulton street; two extra tracks in Fifth avenue, from Flatbush
avenue to Thirty-sixth street; two extra tracks in Fulton street,
from Franklin avenue, and two extra tracks in Myrtle avenue,
from City Hall to Navy street.
Brownsville Masontown & Smithfield Street Railways. — W. J.
Sheldon, president, McKeesport, Pa., writes that this company
is being organized and is now seeking a charter for an electric
railway from Brownsville to Smithfield, Pa., 20 miles, via Gates,
Lambert, Masontown, New Geneva and Point Marion. Surveys
are in progress from New Geneva to Brownsville. 16 miles, with
6 miles completed. Grading is to begin in February at Mason-
town. The company will do the first part of the construction work
The power house is to be located at West Masontown. C. A.
Smith, superintendent of construction, Masontown. Pa.
Burlington, la. — A movement is on foot to build an electric in-
terurban railway between Bonaparte and Burlington. la., a dis-
ance of about 43 miles. A G. Roberts, of Bonaparte, is interested.
Chicago & Western Indiana Traction Company. — This company,
which was organized and incorporated last year by Edward H.
Barrows, of Indianapolis, Ind.. has been reorganized by the
American Engineering Company, of Indianapolis, which will under-
take to complete the road. New officers have been elected, but
Mr. Barrows is retained as general manager. The road is char-
tered to connect Chicago and Louisville through Valparaiso, La-
fayette, Crawfordsville, Greencastle and Bloomington; but the first
division, that between Lafayette and Greencastle. is all that will
be built now. This division will be 57 miles long. This road is
known as the "Educational Route," as it passes through four
college towns. The company will get its power from the Craw-
fordsville plant, of the Indianapolis Crawfordsville & Western
Traction Company. It is stated that financial arrangements for
building this section of the line are well advanced.
Cincinnati Northern Traction Company — An official report from
C. A. Alderman, chief engineer, Hamilton, O.. states that contracts
are to be let within 30 days for grading, bridges, tracklaying and
ballasting on its new line between Hamilton and Middletown, O..
9 miles. The company already has a line connecting those towns
but desires a new one on a private right of way.
Coldwater & Battle Creek Interurban Railway. — It is stated
that financial arrangements have been made for building this road
between Coldwater and Battle Creek, Mich., and that construc-
tion will start in the spring. The right of way has been secured.
Consolidated Railway. — C. W. Blakeslee & Son, of New Haven.
Conn., who have the contract for building the road from Stafford
Springs to Crystal Lake. Conn., have also been awarded a contract
for building the remainder of the line from Crystal Lake to
Rockville.
Corsicana & Palestine Interurban Railway. — Chief Engineer
McMichael now has a corps of surveyors in the field locating this
line between Corsicana and Palestine, Tex., and it is stated that
contracts for the grading will be let in about 60 days.
Dunkirk, N. Y. — There is a report that plans are being made
for a trolley line from Jamestown to Dunkirk, N. Y., paralleling
the Dunkirk Allegheny Valley & Pittsburg Railroad from Falconer
to Dunkirk, and passing through Gerry. Sinclairville, Moons, Cassa-
daga. Lily Dale. Stockton and Fredonia, a distance of about 35
miles. Surveying is now well under way. It is reported that the
Chautauaua Traction ComDanv is interested in the line.
Enid Street Railway. — Two carloads of rails have been deliv-
ered for the street railway line in Enid, Okla., which is being
built by C. H. Bosler, and construction work is progressing
rapidly.
Ft. Wayne & Springfield Railway. — Regular service over this
road between Springfield and Decatur, Ind., was started on Jan-
uary 24. The running time is 1 hour and 15 minutes. W. H.
Fledderjohann, president and general manager, Decatur, Ind.
Illinois Traction Company. — L. E. Fischer, vice-president and
general manager, Danville, 111., writes that it has been decided to
build the line from Springfield to Jacksonville, 111., but that the
exact route has not yet been determined.
International Railway (Buffalo, N. Y.) — This company has ap-
plied to the city council of Lockport, N. Y., for a permit to build
a double track line on East avenue from Market street to the city
limits, to connect its lines with those of the Buffalo Lockport &
Rochester Electric Railway, which is building from Rochester to
Lockport.
Kenansville, N. C. — It is reported that a movement Is under
February 2. 1907.
ELECTRIC RAILWAY REVIEW
169
way to build an electric railway from Kenansville to Hallsville
and Chinquapin, K. C, about 15 miles, and possibly a line from
Keransville to either Warsaw or Wallace, N. C. S. S. Grady, of
Clinton, X. C, is reported to have made estimates.
Lancaster (O.) Traction & Power Company. — We are officially
advised that this company, a consolidation of the Lancaster Trac-
tion Company and the Fairfield Traction Company, has made no
definite arrangements for extending the line to Buckeye Lake and
Logan, O.. and that probably nothing will be done this year.
Henry B. Peters, of Lancaster, is president.
Marengo Midland Railroad. — This company has been organized
at Marengo. la., to build an electric railway from Marengo to
Mlllersburg. la., with a branch from Millersburg to Fairfield, con-
necting with the proposed line of the Iowa-Missouri Traction &
Power Company to Keosauqua, and another to Oskaloosa; also a
line from Marengo to Vinton and Cedar Rapids, making a system
of about 150 miles. Marengo capitalists are interested.
Niagara St. Catharines &. Toronto Railway. — This company has
filed plans for an extension from Ft. Erie to Lundy's Lane, Ont-,
via Bridgeburg. Willoughby and Stamford. E. F. Seixas, general
manager, St. Catharines. Ont.
Northern Texas Traction Company. — H. T. Edgar, of Ft.
Worth, manager of this company which proposes to build an
lntenirban line from FL Worth to Cleburne, Tex., 28 miles, states
that surveyors will be started out at once to locate the line
and that if no difficulties are met with in securing the right of
way construction will begin at once.
Okanogan Electric Railway. — This company, recently organ-
ized to build a line from Nighthawk to Brewster, Wash., on the
Columbia river, is advertising for construction materials. A
franchise has been granted by the county commissioners and It is
stated that surveys will be started as soon as the weather is
favorable. The road will handle both freight and passengers.
Power Is to be generated on Sinlehekln creek, about midway be-
tween Conconully and Loomls. A. M. Dewey, of Spokane. Wash.,
is one of the promoters.
Omaha & Nebraska Central Railway. — Chief Engineer W. 11.
Fuller will start In a few days to make a second survey of the
line between Omaha and Hastings. Neb. The company will soon
apply for an amended franchise permitting more than one line
through Hastings.
Prosser (Wash.) Traction Company. — This company will let
contracts about May or June for the construction of a line west-
ward from Prosser, 10 miles and another eastward 35 miles. Sur-
veys will be started at once. Frederick Finn, president; F. A.
Jerme, chief engineer; Prosser, Wash.
Raleigh & Durham Passenger &. Power Company. — This com-
pany, of which B. S. Jerman, of Raleigh, N. C, is president, and
T. S. Fuller, of Raleigh. Is secretary, proposes to build an electric
railway from Raleigh to Durham. N. C, 22 miles. At Durham It
will be able to connect with Norfolk & Western, Lynchburg
branch; Seaboard Air Line branch, two branches of the Southern,
the Durham & Southern and the Durham and South Carolina rail-
roads. At Raleigh it will be able to connect with the main lino
of the Seaboard, the Raleigh & Pamlico Sound, the Raleigh &
Cape Fear and a branch of the Southern. Surveys, maps and pro-
files have been made by John W. Twiggs, Jr., engineer, of Au-
gusta, Ca. No date has been set for the opening of bids.
St. Louis Electric Bridge Company. — Bills have been Intro-
I Into congress to authorize the construction of a bridge across
-ippl river at East St. Louis to give the Illinois Trac-
tion System, of which the St. Louis Electric Bridge Company la a
subsidiary organization, an entrance Into St. Louis.
Scranton Railway. — It Is reported that this company will con-
struct a viaduct across Muggier street, Scranton. Pa., at a cost
of 175.000. A. S. K f engineer, Philadelphia. I
South Side Elevated Railway (Chicago). — A third track on
main line from Twelfth to Forty-third streets, work on which
was begun about two years ago. has been complete. I. The work
was ■: a strike of structural Iron workers. The new
track will be use,] I trains. The Englewood extension
Is now In operation as far as Sixty-third and Halsted streets.
Spokane A. Big Bend Railway. — W. If. Plummar, president, :in-
es that this company h.r rnent with
the Spokane ft Inland Empire B will enter
Spoka o track* of the latter, which will build a llni
Bpokane south to Nine Mile hrldge. Mr Plummet also Mates that
grading will begin at ones CM a. Db
.-'i. Louis which
has taken $2,500,000 ay's 10-ye.n
certlfl- ■pokMt 'I rust Comi
Springfield Wilmington A Cincinnati Traction Company. —
Jarre * B Cahoon, vice-president of tl si Construe!
pany, of New York, announce* that the work of - ;: the
•n BprtngfUM to Cincinnati try way >.r wiiminxton,
Clarksburg 0 will
went' Of the right of way I. a.
secured. Mr I • hrur sold Il.n00.000
worth f bonds t hn»
been p I rnlto In langl I will
make the trip In two hours A brnnch v. rnnln
line at '•< d.ir-. II:. to X. nla.
Toledo ft Indiana Railway,
comr.
dallville. Ind.. 50 miles, through Edgerton and Melbern. O.. and
Butler. Waterloo and Corunna, Ind. The Toledo ft Indiana Trac-
tion Company has been incorporated to build the Indiana end of the
line. Surveys have been completed and grading Is now in progress.
The route is an air line paralleling the Lake Shore & Michigan
Southern Railway. A substation is under construction at Edger-
ton. The overhead work will be of the catenary type. The com-
pany now has a line in operation between Toledo and Bryan. S.
C. Schenk. president; E. E. Darrow, general manager and chief
engineer, Toledo. O.
United Cities Traction Company. — President Ira L. Reeves.
Ft. Smith. Ark., is quoted as saying that this company will have
its road completed between Ft. Smith. Ark., and Ft. Smith. Okla.,
by July l. Grading is now in progress and tracklaylng is to be-
gin at an early date. Surveys have been made for a line to Mus-
kogee. L T.
United Railways.— C. E. Loss, president, of Portland, Ore.,
is quoted as saying that this company has ordered $130,000 worth
of steel rails for the construction of several city lines in Portland
and an interurban line to Hillsboro and Forest Grove, and that
work is to begin as soon as the material, some of which is now in
transit, arrives.
Versailles. Ky.— It is reported that W. A. Gaines A Co.. of
Versailles, proprietors of the "Old Crow" distillery, will build an
electric railway four miles long from the distillery to Jett Station
on the Louisville & Nashville Railroad.
Vicksburg. Miss. — Frank and George Houston, who have been
granted a franchise for an electric railway through the Vicks-
burg National Park by act of congress, are preparing to take up
the various details with the secretary of war. When these de-
tails have been arranged it Is stated that the contract for con-
structing the line will be awarded and work begin. It Is the
intention to begin work early in the spring.
Westfield. Mass. — Surveys are being made for an electric rail-
way from Westfield to Canaan. M
Winnipeg, Man. — Sealed bids for the construction of 24 miles
of single-track electric railway, from Lac du Bonnet to Point du
Bois. Man., will be received until February 25 at the office of the
tary of the board of control. Winnipeg. Plans and specifica-
tions may be seen, after February 1, at the power engineer's of-
fice. Each bid must be accompanied by a check for $5,000 as a
guarantee.
York County Traction Company.— W. F. Bay Stewart, of York.
Pa., has announced that this company will build an electric line
from Y'ork to Harrisburg. Pa., via Zlon's View, Strlnestown and
Lewlsbergr. Surveys have been md It Is stated that the
farmers along the line are ready to donate the right of wav
POWER HOUSES AND SUBSTATIONS.
Birmingham Railway Light & Power Company.— It is reported
that Ford, Bacon & Davis, of New York, the company's engii
are considering plans with a view to erecting a large power plant
in Birmingham, Ala.
Brooklyn Rapid Transit Company. — It Is reported that this
company will double the size and capacity of the power house at
Kent and Division avenues. Brooklyn. N. Y.. and that contracts
have been awarded. It Is stated that the cost of the work will
approximate $5,500,000.
Evansvllle Electric Railway. — A new 875-horsepower generator
has boon installed In the powerhouse at Ovansvllle, Ind. This Is
the first Instalment of $30,000 worth of Improvements to the power-
house. BxtenaJva Improvements are bains made to the track on
various city lines, and when this work is completed the running
time of the ears will be reduced. EL K. Smith, of Evausv 111.-. Is
general ma nafl r.
Ft. Dodge Des Moines & Southern Electric Railway.— The sub-
station at K.lly Is Di >chlnery Is being In-
stall..1
Mobile (Ala.) Light A, Railroad Company.— Thl will
in. r.ase the rsneratii power hou
til- Installation ..f a 1,200-kllowatt Q
horsepower AUIs-Chslmsri sntlns. At the tlms ..r th<
■ llchtlng Inter.
to care (or thlH new Installation wn
Pittsfleld Electric Street Railway.— This con utly
put In plant on Seymour street Pittsfleld,
Two Hamilton-Corliss engines of I ft
and General BlectrlC Iinv.. been installed, an.l the gsn-
sld power house on '
r C, Dol.in, manager, Pittsfleld,
Philadelphia Rapid Transit Company. Thl
i In Its new pOU
i i I '"W 6,000-kllowatt In
Which will Increase the rapacity of tie plant
Two in--' i.rs of Hi-
i during ti
Public Servlcs Corporation of New Jertey.
this company is preparing to doubli tl
at Ti
' II Htaiil ok. N .1
170
ELECTRIC RAILWAY REVIEW
Vol XVII. Xo. 5.
Personal Mention
Mr. ( '. M. Thomas, who wis formerly auditor "f
& Portland Traction Company, of Portland. Ind.. during- thi
struetlon period, has opened an office at 1431 Union Trust building,
Cincinnati, O., as public accountant.
M ck Bushnell has engineer of the
' ipany. o i: i . „-!.. „, he
has held since 1902, to becom nnected with the Stone .v.- Web-
ster Engineering iston, Mass.. effective on F
ary l.
Mr. I. .wis Cass I.edyard has resigned as one of the members
New York Board of Rapid Transit Railroad Commissioners.
reason that the duties of the office demanded more
of his time than lie could afford. Mr. Ledyard was appointed bj
Mayor Meridian last spring to succeed Mr. John Clanin.
Ml G •! icLeod, of Versailles, Ky.. lias resigned as assist-
ant engineer ol the Central Kentucky Traction Company to become
chief engineer and assistant general manager of the Lexi
Interurban Railways, with headquarters at Lexington. Ky.. suc-
ing Mr. William R. Allen, resigned to accept another position
at Norfolk, Va.
Mr. C. W. Chase has resigned his position as secretary and
treasurer of the Mobile Light & Railroad Company, of Mobile,' Ala.,
effective on January 15. and will engage in other business at Fort
Leavenworth. Kan. Mr. Chase will be succeeded as secretary bv
Mr. Zerah E. Watson, formerly with the United Railways Com-
pany, of St. Louis. The office of treasurer will be filled by Mr.
C. X. T. White-Spooner, formerly paymaster for the company.
Mr. Edward J. Davis has resigned his position as general pas-
senger and freight agent of the Columbus Delaware & Marion
railway Company. Columbus. O., effective on February 1. With
the retirement of Mr. Davis this office will be abolished and that
of soliciting passenger and freight agent created in its place. The
latter position will be filled by Mr. L. W. Harrington, of Colum-
bus, who for the past 10 years has been identified with the Hock-
ing Valley Railway Company. Mr. Harrington has. for some time
previous to his present appointment, assisted in adjusting claims
for the Columbus Delaware & Marion.
Mr. Edward S. Pattee, who was recently appointed comptroller
of the Twin City Rapid Transit Company, of Minneapolis, Minn.,
in addition to his duties as secretary, has been connected with
that company for 15 years. He entered service with the Twin City
company as accountant in the stores department and later was
made chief clerk in the auditing department under J. F. Calder-
wood, now vice-president of the Brooklyn Rapid Transit Company.
When Mr. Calderwood left the Twin City, Mr. Pattee was ap-
pointed auditor to fill his place and in January. 1905, was elected
secretary of the company with title of secretary and auditor. In
January, 1907, Mr. Pattee was appointed comptroller, with the new-
title of secretary and comptroller. Mr. D. J. Strouse. Mr. Pattees
first assistant, being promoted to the position of auditor.
Mr. John B. McDonald, who on January 23 was elected vice-
president of the Interborough Rapid Transit Company, of New-
York, with general supervision of the construction of new sub-
ways, was the contractor
for the original subway
system in New York. He
was born in Cork. Ire-
land, in 18-14 and came
to the United States at
the age of 15. receiving
his early education in
the public schools. His
first engineering work
was as inspector of ma-
sonry on the tunnel un-
der Park avenue. He
became the contractor on
the Highbridge branch
of the Central of New-
Jersey and subsequently
on the Buffalo extension
of the Delaware Lacka-
wanna & Western and
the Boston & Hoosac
Tunnel. Mr. McDonald
did some contracting
work in the west and
took an active part in
the construction work on
thi West Shore road. A
company of which he
was the moving spirit
built the IK-mile tunnel
.i. .. m ,i. of tlle Baltimore & Ohio
through Baltimore. Mr. McDonald also built the Jerome Park
reservoir in New York. His latest important work was the con-
struction of the New York subway, which was completed in Oc-
tober, 1904.
Mr. Leslie Carter, who has been president of the South Side
Elevated Railroad, of Chicago, since its reorganization in 1897
on January 31 tendered his resignation, giving as a reason that'
his duties with other companies required more of his time. He
John B. McDonald.
was then elected chairman of the board ol dire tors. .Mr. Marcellus
Hopkins, who has been general manager of the road for several
was elected president and general manager to succeed Mr.
r, Mr. K. C. Nichols, heretofore attorney for the company.
was eleete.l vice-president, succeeding Mr. T. J. Lefens. Mr.
Hopkins lias had a long experience as a steam railroad man. hav-
ing entered the service of the Chicago A.- Northwestern Railway
in August 1863. He worked up through various positions in the
operatiru- department and in April. 1S93. resigned as division su-
perintendent. He was subsequent! i nf the Chicago &
South Side Rapid Transit Railroad, now the South Side Elevated
Railway, and was later made general manager, which position he
has held to date.
Mr. Edward Tayson Bryan, who has been elected president
of the Interborough Rapid Transit Company, of New York was
horn at Windsor, O., on July 2. 1860. Mr. Bryan received his early
education at Granville.
' tile public sehoOlS.
at the Granville Academy
and Dennison University.
preparatory department.
He was anxious, however.
to get into railroad work
and stopped his prepara-
tory course at the age of
sixteen to learn telegra-
phy. He entered railroad
service at Lebanon. Ky..
on the Louisville & Nash-
ville in 1S66 and occupied
various positions from
telegraph operator to
agent at Frankfort. Ky..
and in August. 1891, was
appointed superintendent
of terminals of the Louis-
ville & Nashville at Lou-
isville. Ky.. holding that
position until March. 1892.
when he became superin-
tendent of terminals of
the same road at St.
Louis. Mo. In November.
1895, he severed his con-
nection with the Louis-
ville & Nashville to accept a position as vice-president and general
manager of the Terminal Railroad Association of St. Louis. This
position he retained until May 1. 1900. when he was asked to
accept the position of vice-president of the Interborough Rapid
Transit Company and of the Rapid Transit Subway Construction
Company, of New York. Upon accepting this position Mr. Bryan
worked out the present plan of organization for the operating
force and directed the work of the engineering force which had
charge of the equipment of the Interborough lines for operation.
Mr. Bryan was elected president of the Interborough Rapid Transit
Company on January 23, 1907.
Obituary.
T. L. Vanderslice. formerly counsel for the Philadelphia Rapid
Transit Company, veteran of the civil war and well known as a
corporation lawyer, died suddenly in Philadelphia on January 27,
from heart disease, aged 65 years. He was born in Chester county.
Pa., near Valley Forge, on July 22. 1841, and was educated in the
common schools of Chester and Montgomery counties. For several
years he was attorney for the Baltimore & Ohio Railroad.
Edward P. Bryan.
Springfield Troy & Piqua Increases Wages. — The employes of
the Springfield Troy & Piqua Railway, of Springfield, O., have
been granted an increase in wages from 20 to 22% cents an hour.
Cincinnati Street Railway. — The Ohio supreme court has de-
cided that whenever the railway desires to do so it has the right
to abandon the portion of its line in Winton place which passes
over Winton and Gray roads north of Epworth avenue to the
north entrance of Spring Grove Cemetery. The company held that
it has the right to abandon this line under a clause of its ordi-
nance. The village and the cemetery association brought suit on
the ground that this clause was invalid and asked to have the
court force the company to renew the former 15 minute daily
schedule.
Suit for Damages Against Chicago Elevated Loop. — Alleging
that the operation of elevated trains in Fifth avenue has damaged
his buildings to the extent of J125.00C, Henry Strong, a real estate
owner, has instituted suit in the superior court for that amount
against the Union Elevated Railroad Company and the four ele-
vated railroad companies. Mr. Strong's petition avers that his
two buildings situated at 165 and 1S3-1S5 and 1ST Fifth avenue,
are valued at $300,000 and that since the erection of the elevated
structure in April, 1S96, the buildings, which aie used for offices
and mercantile purposes, have been greatly damaged by the vibra-
tion caused by the rapid running of the heavy trains past his
property. It is contended that because the noise occasioned by
the passing trains of cars it is difficult to obtain the most desir-
able tenants. Because of the erection of large iron girders sup-
porting the structure he fears that if a fire attacked his buildings
firemen would be hampered in their work, resulting in great loss
to him. The steel columns prevent free ingress and egress of
the building, it ir; declared. The buildings are six-story structures
and were erected some years before the elevated loop.
February 2. 1907.
ELECTRIC RAILWAY REVIEW
]il
Financial News
American Light <&. Traction Company. — The directors have
red the regular ciuarterly dividends of 114 ', a the
preferred - on the common stock, payable
February 1.
Appleyard Traction Companies npson, judge of the
Unit- - ti. has issued orders for
the final payment of a balai. to holders of claims
aggregating $2
Aurora Elgin & Chicago Railroad.-':
cemt • ' wi'h $91
In D- in increase of I I'M per cent. For
the six months ending December 31 gross earnings S9.65.
an In r cent over the corresponding
per: The figures, with comparisons, are as follov.
December, December, Sixmos., Six m
1905.
Gross I 193.09
Open,- 363.800.99 321 !
r.ings $43,634.26 $40,181.35 $336,288.66 3307,401.04
Total Interest chart
and 04 156.695.13 146.643.21
Surplus 317,448.16 $15,731.31 $179,593.53 $160,757.83
Boston Elevated Railway. — ! to consolidate with the
I from tli' setts
ill issue preferred stock In ex-
-t End company stock. The West End company
under a lease by the Boston
Chicago &. Western Indiana Traction Company. — The com-
pany ly the American Engineering Com-
pany, of Indianapolis, which it is announced will build the road
from Wilson has been elected
lent and Edward H Barrows, secretary-treasurer, both of
Indianapolis.
Chicago South Bend 4 Northern Indiana Railway. -This com-
I ;."i;ii' '1 ii. Indiana with a capital stock of
if which $5,000,000 is common stock and $2,500,000 pre-
Northern Indiana Railway, including the
ma of South Bend, Goshen, Elkhart, Laporte,
waka, and the lines between Goshen and
Soutl >" Michigan City. It Is announced
that the company will build from South Bond to Michigan City and
go. It Is reported that the Interests which formed the com-
pany are negotiating for the Chicago Lake Shore & South Bend
my, which is under construction In Laporte county and is to
be built from South Bend to Chicago, if the plans of the owners
The officers of the Chicago South Bend & North-
ern Ii President, Charles A. Dleterlch, New York;
• I "• k Lafayette, Ind.; treasurer, Alfred
fork; secretary and general manager. Samuel
T. afurdock, I Ind. The incorporators Include Randall
kforga i Hugh .1. McCJowan, Indianapolis, of the
i layering Jones of the Ft. \\
Valley Traction Company, and the Lexington
ny; Thomas B7. Kratz. of the Evansvllle
Topertlee; Joseph Mayer, "f the Buffalo & Like Erie
Trai • and a number of Indiana associates. The
! to the Central Trust Company
100,000 first mortgage
.11,000 will '
m| til-' Northern Ind
Covington & Southwestern Railroad.— William ■; Kill i
f In-
• '1.000.
Ind.
Forest City Railway.— I
• k Is J-',"
oso.
Grand Rapids 'Mich.) Railway.
\ < : lli
■
Hagerstown Railway-
Illinois Traction Company. — I
earn. '.'52.33. an iner. The flg-
30ns are as follows:
December, Decemb
1906 1906. 1903.
earnings. . . .$303,164.9 I I
Net earnings 133.385.46 120.117.61 1,361,962.33 1,134,9
Interborough Rapid Transit Company. — The special franchise
on the Manhattan Railway for inclusive,
amounting to 33,170,141.71 has been paid to the city comptroller
r fork. There is still pending some litigation regarding the
tax on franchises and the Manhattan company Sled a i
test '. its rights. The payment, however, disposes finally
of the claim of the city against the property and special Irani
of the company.
Interstate Railways Company. — John A. Rigg, tin- president.
announces that the Philadelphia Bristol .c- Trenton Street Railwaj
Company has been purchased. The Int. npany
owns practically the entire stock of the United Power & Trans-
portation Company. It is announced that a lino will be built over
Delaware river at Morrlsvtlle to connect tin Philadelphia Brls-
Trenton with the Trenton (N. J.) - ipany.
Which is controlled by the same inter-
Kansas City Railway & Light Company.— doss earning
December amounted to $499,631 as compared with sl!7 :
Decon an increase of $51,833 or 11.6 |
■rare 3244.102 against $211,183, an
or 16.6 per cent After the payment ol nd Interest, the
surplus amounti
for the seven months ended En amounted
to $3,372,621. an increase of $328, 5S3 or 10.7 per Cei I Op<
is compared with $1,474,680, Ii
$184,142 or 12.4 per cent. The final surplus after the payment
of taxes and interest was $696,282. a gain of $85,722 or 14 per
cent over the corresponding period of the previous year.
Lebanon-Thorntown Traction Company. — The stockholders have
lowing officers and directors President, J. W
Demi ent, Robert P W K Indian-
secretary-treasurer, Frank M Reed, In
.1 W. Dempsey, Robert P. Woods, p m. Reed, Mrs A s Atkinson
and Mrs. B I> Wood-.
Lexington &. Interurban Railway- The annual meeting was
on Januarj imden, n. J. and the following directors
Louis Des Joseph M Bkaln, J. R, Moi
H '■ stoii, D. F. Frazee. w. .1. Loughrtdge, Desha Breckln-
.i C. Noel, George n. B. Martin, .i i Jones Fredei
dler, Perry m i ■, Richard I Cook, Bayard
John Blair McAfee and
Lima Electric Railway <£. Light Company.— Suit has been start-
• 'i bj the city a franchl
to the company t" opera! i Bel
Lowell & Fitchburg Street Railway. Permission has <
its railroad commission! ■
dditlonal capita] stock to In taking u debt
and for additions and Impv
Memphis Street Railway. George M hn Brand and
R. P. Hallo. k. who own IT", shares, have Baked foi . and
an Injuncii train the proposed merger with the Amer-
Ratiway A Light Company, company char-
laws,
Menominee <£. Marinette Light &. Traction Company.— At the
annual meeting on January it. the following oil
' I" ' '' ■ ' nt. 8. M Bti phen
son; Edward i tanli I, ail ..r Menominee
Mich Barry J sai Inert' . wis Tin
s \i SI
W. 8. I II c M.-rryn.
Metropolitan West Side Elevated Railway. \ quarterly divi-
dend "f I "f I
ii (h" Int. •
Milwaukee Electric Railway & Light Company.— The annual
Mllwa ,|„:,..
New London A. East Lyme Street Railway. Application will
Newtown Electric Street Railway.— i
Norfolk A. Portsmouth Traction Company. -
Philadelphia Rapid Transit Company Thi Btra
1
■
172
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 5.
Rapid Transit Company favored an adoption of the merchants'
plan, but it was thought best to take no definite action until the
Trades League was heard from. The municipal authorities may
formulate still another plan.
Ottawa (Ont.) Electric Railway. — Gross earnings for the year
1906 compare with previous reports as follows:
1906 1905 1904 1903
Gross receipts $525,746.50 $449,633.97 $384,939.64 $34S,88S.78
Total expenses (in-
cluding mileage pay-
ments and bond in-
terest) 345.062 23 305.757.57 275,840.98 254.346.96
Net profit 180.684.26 143,876.40 109.098.66 94,541.82
Passengers carried.... 11.408,422 9,891,311 8,717.205 7,911,718
Percentage of operat-
ing expenses to re-
ceipts 57 8-10 59 4-10 62 618-10
T. Ahearn, the president, says in his report: "The tracks on
Sussex street and Gladstone avenue will be re-laid with heavy
rails this year.
"A number of closed and open cars were added to the com-
pany's equipment, and additional cars have been ordered to meet
the demands of increasing traffic.
"The popularity of the company's park at Britannia-on-the-
Bay was further demonstrated during the whole year. It is in-
tended to pave the promenade of the main pier with asphalt or
bitulithic, and to extend its outer end a distance of 150 feet."
Portsmouth Street Railroad & Light Company. — At the recent
annual meeting the following officers were re-elected: President,
Levi D. York; vice-president and general manager, Raymond D.
York; secretary and treasurer, H. H. Higgins, all of Portsmouth, O.
Rochester Syracuse & Eastern Railroad. — Permission has been
given by the State Railroad Commission to issue $3,000,000 first
mortgage 5 per cent bonds to pay for an extension to Syracuse
and for other purposes. These bonds are part of an authorized
issue of $7,500,000, of which $2,000,000 have been issued previously.
Stark Electric Railroad. — The officers and directors were re-
elected at the annual meeting of stockholders, as follows: Presi-
dent, C. R. Morley. vice-president, David Morison; secretary, E. S.
Cook; treasurer, E. Wiebenson; directors, the officers and Frank
Strauss, William Grief and R. A. Brown.
Toledo & Western Railroad. — The company has taken over
the Adrian (Mich.) Street Railway and will it is announced, im-
prove the property.
Toledo Port Clinton & Lakeside Electric Railway. — The fol-
lowing directors have been elected: A. A. Klauser, Theodore
Schmidt, H. R. Klauser, G. W. Luckey, E. A. Powers, L. E. Flory,
William Miller.
United Railways Company of St. Louis.— For the year 1906
gross earnings amounted to $9,113,622, a gain of $683,307 over the
previous year, or 8.1 per cent. Operating expenses increased $209,-
124, leaving an increase in net earnings for the year of $474,183.
The figures for December and for the year 1906, are as follows:
December, Year
1906. 1906.
Gross earnings $780,823 $9,113,622
Operating expenses 397, 19S 4,623,990
Manufactures and Supplies
Net earnings $383,625
Taxes 27,351
Surplus $356,274
Other income 1.692
Total income $357,966
Fixed charges 198,026
Balance $159,940
Depreciation 39,041
Balance for dividends $120,898
Preferred dividends 54,097
$4,489,632
487,741
$4,001,891
32,726
$4,034,618
2,377,477
$1,657,141
455,681
$1,201,460
649,160
Surplus $66,801 $552,300
The stockholders re-elected at the annual meeting the follow-
ing directors: John I. Beggs, James Campbell, Murray Carleton,
Robert McCulloch, C. H. Huttig, H. S. Priest, W. V. N. Powelson,
Festus J. Wade, St. Louis; George R. Sheldon, C. W. Wetmore
and C. D. Smithers, New York.
Washington, D. C, Railway & Electric Company. — At the an-
nual meeting in Washington on January 19 the following officers
were re-elected: Allen L. McDermott. president; George H. Har-
ries, vice-president; H. F. Ham, treasurer and assistant secre-
tary, and Frederick J. Whitehead, secretary and assistant treas-
urer. The directors, who were all re-elected, are: Allan L. Mc-
Dermott, George W. Young, George H. Harries, George Trues-
dell, R. T. W. Duke, Jr., John T. Dawson, and James B. Lackey.
Western Ohio Railway. — Gross earnings for the six months
ended on November 30 were $219,461.88, and operating expenses
were $115,117.87, leaving net earnings of $104,344.01. The percent-
age of operating expenses to gross earnings was 52.4.
Wllkesbarre & Wyoming Valley Traction Company. — At the
recent annual meeting. President John A. Rigg, of Philadelphia,
and the other officers and directors were re-elected.
Winnipeg Electric Street Railway. — The following directors
were re-elected at the annual meeting: Sir William Van Home,
William McKenzie, William Whyte, D. D. Mann. A. M. Nanton, D.
B. Hanna, G. Morton Morse, R. J. Mackenzie and Hugh Suther-
land.
ROLLING STOCK.
Butler Passenger Railway, Butler, Pa., has placed an order
for one single-truck car.
Coal Belt Electric Railway, Marion. 111., has ordered three
large cars from the St. Louis Car Company.
Jacksonville Electric Company, Jacksonville, Fla.. has ordered
eight double-truck cars from the J. G. Brill Company.
Toledo & Western Railway, Toledo, O., has ordered 2 double-
truck interurban cars from the Niles Car & Manufacturing Com-
pany.
Omaha & Council Bluffs Street Railway, Omaha. Neb., will
place an order shortly for 35 heavy double-truck cars for delivery
about September 1.
Pennsylvania is reported to have ordered 21 passenger coaches
for use on its West Jersey & Seashore line. The cars will be
driven by 200-horsepower motors.
Brooklyn Rapid Transit Company, Brooklyn. N. Y.. has pre-
pared specifications for 100 elevated cars in addition to the 100
surface cars mentioned in our issue of January 12.
Forest City Railway, Cleveland, O., has announced through
A. B. Du Pont, president, that it will at once order 50 new
cars for city service, a special feature of which will be a large
rear platform.
Northern Electric Company, Chico. Cal., has ordered from the
Niles Car & Manufacturing Company, 10 interurban cars 56 feet in
length; from the St. Louis Car Company, 4 interurban cars 56 feet
long and from the Cincinnati Car Company 3 combination inter-
urban cars 56 feet in length.
Spokane & Inland Empire System, Spokane. Wash., will soon
place orders for 12 Brill type passenger coaches and 50 flat cars.
An order has been placed with the Seattle Car & Manufacturing
Company for 250 box cars 40 feet in length and of 80.000 pounds
capacity for delivery prior to July 31, 1907.
SHOPS AND BUILDINGS.
Richmond & Chesapeake Bay Railway. — This company has let
a contract to W. A. Chesterman for the construction of a terminal
station, 67 by 146 feet, at Broad and Laurel streets, Richmond,
Va., to be completed by May 22. The station is to be of light
brick, with stone base and metal cornices. Noland & Baskerville
are the architects. C. P. E. Burgwyn, chief engineer, Rich-
mond, Va.
Tacoma Railway & Power Company. — This company is erect-
ing five passenger stations along its American Lake line, between
South Tacoma and the lake. The stations will be 16 by 20 feet,
of the bungalow type.
TRADE NOTES.
John Davis Company, of Chicago, has just shipped three 26-
inch and two 22-inch "Hochfeldt Eclipse" relief valves to one of
the Utah Copper Company's plants of the American Smelters
Securities Company, at Salt Lake City, Utah.
Vulcan Iron Works Company, Toledo, O., has received an order
from the Washington Baltimore & Anapolis Electric Railroad for
a large steam shovel and from the Wisconsin Central for a 60-ton
steam shovel for work at Prentiss Junction, Wis.
John B. Watson, Philadelphia, has taken larger offices and
moved from 515 to 531 Drexel building. Mr. Watson is well known
in the contractors' equipment line, making a specialty of second
hand steam shovels, locomotives, cars and relaying rails.
Westinghouse Electric & Manufacturing Company, Pittsburg,
has had plans prepared for a warehouse to be built at the north-
east corner of Morgan and Thirty-sixth streets, Chicago. It will
be a 4-story structure. 80 by 100 feet, of fireproof steel construc-
tion, concrete foundation with concrete and brick exterior, steam
heat and to cost $75,000.
Otto Raymond Barnett, 1515 Monadnock Block. Chicago, will
succeed the firm of Raymond & Barnett which was dissolved on
January 11 on account of the death of James Henry Raymond. Mr.
Barnett will make a specialty of the law of patents, trade marks,
corporations and copyrights, being assisted by Parker H. Truman,
formerly with the firm of Parker & Carter.
H. Walton Heegstra, for some time past advertising manager
of the Western Electric Company, has severed his connection with
that company. Mr. Heegstra's experience with all branches of
advertising covers a period of eight years, most of which time
was spent in the east. His broad experience will doubtless enable
him to form a connection of mutual advantage.
O. M. Edwards Company, of Syracuse, N. Y., maker of the
Edwards Window fixtures, shade rollers, sash balances and exten-
sion platforms, has outgrown its own quarters and has moved
into a new building erected for its sole use. The new structure Is
built on what is known as the Salt Lands, which has been a gov-
ernment reservation and is practicallly in the heart of the city.
It is close to all of the railway lines entering the town. The plant
February 2, 1907.
ELECTRIC RAILWAY REVIEW
173
has 150.000 square feet of floor space and is one of the most
complete in the country, devoted to the making of railway sup-
plies, the products requiring; as widely varying: departments as
those of sewing: room and a brass foundry. All the buildings and
fittings are of the latest design, beinfi thoroughly fireproof and
fitted with the most modern machinery.
Lord Electric Company. 9"4 Fuller Building, New York City,
installed about IS months ago several hundred soldered bonds on
the track of the International Railway Company, of Buffalo. A
number of these bonds were recently subjected to test by H. L.
Alack, superintendent of line of the International Railway Com-
pany, and were found to be in perfect condition.
American Car & Foundry Company has had plans prepared by
Baxter & O'Dell. 1024 Hammond building, Detroit. Mich., for a
millwright shop to be erected at the corner of Ferry avenue and
Russell street. Detroit. This will be a 3-story and basement build-
ing. 40 by SO feet, of brick construction, with Bedford limestone
trimmings, composition roof and electric lighting. Bids will be
received by Baxter & O'Dell.
Fairbanks, Morse <£. Co., Chicago, manufacturers of gas, gaso-
line and electric engines, hand cars, etc., have purchased property
at Ninth and Harney streets. Omaha, Neb., upon which they pro-
pose to erect a warehouse. It will be a 6-story building. 66 by 132
feet, of concrete construction and is estimated to cost $80,000.
W. F. Norman. 1102 Farnam street. Omaha, who is the manager
of the Omaha office of this company, will have charge of the work.
F. P. Harrison Electric &. Manufacturing Company, of New
Tork, has just sent a large shipment of Deltabeston armature
and field coils to the Yorkshire Tramways Company, Liversledge,
England, and another shipment to the Australian Natal Govern-
ment, Sidney, Australia. The company has also received a large
order for Deltabeston armature and field coils, amounting to
more than $6,000. from the Pacific Electric Railway Company,
Los Angeles, Cal.
Advance Equipment Company, Incorporated, West End Trust
building, Philadelphia, makes a specialty of furnishing contractors
plant, both new and second hand and is in position to furnish
materials promptly. The company handles the Monarch Road
Roller Company's products. This road roller passes the specifica-
tions and requirements of the state engineers and the highway
department officials of many states. It also represents in the east
the Municipal Engineering & Contracting Company, manufacturers
of the Chicago improved cube concrete mixer.
ADVERTISING LITERATURE.
Crandall Packing Company, Palmyra, N. Y. — A complete cata-
logue and price list of the Improved steam, ammonia and hydrau-
lic packings manufactured by this company Is presented in an
80-page publication.
Abrasive Material Company, Philadelphia, Pa. — A substantial
catalogue has been Issued by this company for use during 1007.
It presents Information about the grinding wheels made by the
company together with many useful tables for the machinist
and drawings of various types of special wheels made by this com-
pany for industrial concerns.
Ball Engine Company, Erie, Pa. — A small pamphlet Issued by
this company calls attention to the fact that this is the twenty-
fifth year of Its existence and describes a number of the engines
manufactured by It. One of these engines Is a Corliss with pat-
ented valve motion with low clearances, by means of which econ-
amy Is obtained and a high rotative speed is permitted.
Crescent Machine Company, 42 Main St., Leetonia, O. — The
latest catalogue of this company presents a full list with an ade-
desTlptlon of Its various wood- working machines. One of
the types, a 32-lnch band saw. has recently been redesigned and a
number of new features added. The machine Is made particularly
for general planing mill use and the company states that It has
proven satisfactory In general service.
Hayes Track Appliance Company, Geneva, N. Y. — This company
manufactures lifting derails, a distinctive pattern of a device
which Is essential for the protection of the grade crossings of one
railroad by another and as a safeguard in other Instances. The
company has recently made a number of Improvements In the
models of Its device and an eight-page illustrated pamphlet tells
what the Improvements are and why they Improve.
Wallace-Coates Engineering Company, Inc., 355 Dearborn street,
Chicago. — A well-printed and lie iily-arranifirl pamphlet of this
■any outlines Its organization and scope of work. The execu-
Harold i'. Wallace, formerly ohlef
• r the Illinois Central I: >i third vice-president J.
New York; Frank R. Coates. formerly chief cngl-
'.reat Western Railway and vi nomas
nresl-
Propettlea Co New Fork, formerly general
manager Illinois Central Railroad
Cann; Smith, law. and Theodore W. Snow.
.' makes ■
Inatlon*. t Harrises Investne and trust
< and reports on proposed and
Istlng linen and terminals for steam and electrical railway
panics: makes examinations and reports for construction companies
■ad o Utlee for municipalities. Anot
of the company's W01 ruination of expenses for
steam rnllronds. electric railways and construction companies.
ADDITIONAL EQUIPMENT FOR THE WEST JERSEY &
SEASHORE.
Because of the increased traffic on the Camden-Atlantic City
electric line, it has become necessary to add to the present rolling
stock some 21 cars. Both the new cars and the generating ap-
paratus necessary to care for the extra load, are similar to the
present equipment. Each of the cars will be driven by a GE-69
(200-hp.) double motor equipment and will be fitted with the
Sprague-General Electric Type-M control.
At the Westville power house a fourth 2,000-kw., 6,600-volt.
25-cycle. three-phase, Curtis steam turbo-generator will he in-
stalled. Additional boiler capacity with the necessary condenser
and feed pumps, switchboards, etc., will also form a part of the
new equipment, as well as a 75-kw., 125-volt, horizontal Curtis
steam turbo-generator for excitation purposes. Three extra 700-
kw.. air-blast transformers will step up the generator voltage to
33,000 volts for transmission.
Six 1,000-kw. rotary converters will be distributed in the sub-
stations. The accompanying air-blast transformers for these
machines have a capacity of 370 kw. each, three being installed
with each rotary. The Pennsylvania Railroad has ordered all
the additional apparatus, as outlined, from the General Electric
Company, which also furnished and installed the initial equip-
ment.
A PRACTICAL GRINDER.
The compact and durable grinding machine illustrated here-
with is designed for a great variety of uses and In various sizes
according to the nature of the work to be done. Its portability
makes it of value as a time saver where tools and drills requiring
constant sharpening are in use. The grinding wheel is of alun-
dum, manufactured by the Norton Grinding Company. The frame
is of cast-iron, designed for strength, and the spindles are of
Practical Tool Grinder.
ed steel. Each wheel can i i and easily repla i
in case of breakage A speed of .1 'evolutions per minute can
i ied, Insuring rapid cutting, ami it is said that Its work
i that ,,i .i rrlnd b me
I.-]-, the Royal Manufacturing C pany, Lan-
r, Pa., stall's that the machine ba bei D found especially
trie railway shop and ma
ami one superintendent states that the grind' them
The same type oi la arranged for
i ' i mounting a By-
wheel on the grlndlng-dlsc shaft.
THE USE OF DOSSERT JOINTS.
New York City, were exhibitors at the
ItiOD In Chicago. Thin
manul ■ ■ ' mannei oi
rlcal Joints between cabli and soldered wins Mr I
Iblted, besld i he well-
knov. i
would be neoessary when turning sb
n i stated thai thi
has adopted the D Its new wort
thai R i» now using - as and oabli tap
as well ns thi 'i mechanical tolnts op to 1,00
lar mils in oapaclty, it Ih also stated I
I ' ' TS.
Home of I is Of this OOttl]
ntiy been placed are as follows: I pa of pot-
Hi
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 5.
head connector by the use of which high-tension cables emerging
from a pot-head may so be joined to the inside wiring that they
are easily disconnected; combination fuse-box plugs, of which
more than 125,000 are in use by the Brooklyn Edison Company;
special double cable-taps used with jumpers for the Bridgeport
Electric Traction Company; special bonding connectors used by
the New York Central & Hudson Riyer Railroad, and a type of
insulated motor-lead connector, which lias found general favor,
is used in large numbers by the Philadelphia Rapid Transit
Company. This list of products will serve to show how the
Dossert type of joint may be used for all classes of work, from
connecting ground wire? with iron pipe to splicing 1,000. I -
circular mil cables.
The Western Electric Company at its Hawthorne plant
recently made a comparative test to learn the' relative merits of
a 1,000,000-circular mil two-way Dossert solderless connection and
the common form of soldered copper sleeve. As regards time, the
mechanical connection was made in 20 minutes while the joint
with a copper sleeve required four hours for making. A test for
conductivity showed the mechanical connection to have a loss of
.05 per cent compared with a loss of .30 per cent for the soldered
joint. The mechanical joint also saved more than two feet of
cable, the cost of which was said to equal that of the joint
itself. As a result of these tests the Western Electric Company
has adopted this type of connection for use on its various
products.
SOME EXHIBITS AT THE CHICAGO ELECTRICAL SHOW.
In previous issues of the Electric Railway Review mention has
been made of the very interesting collection of exhibits recently
shown at the Coliseum in Chicago. Among the exhibits that were
of special interest to electric railway interests and which as yet
have not been mentioned in these columns were the following:
The American Steel & Wire Company had a very attractive
display, including many of its large number of products which are
in general use in the electric railway field, such as pin-driven
and other types of rail bonds, copper and steel wire, cables and
many of the smaller products such as springs, etc.
The Albert & J. M. Anderson Manufacturing Company in-
cluded in its display sample-boards exhibiting this company's
standard overhead fittings. In its booth was shown the Anderson
third-rail bracket for supporting the underrunning type of third
rail. With this type of bracket the head of the rail is rigidly
held by a malleable-iron support, insulation being provided by
using the well-known "Aetna" material.
A number of typical designs of clay conduits suitable for sin-
gle and multiple-duct work were exhibited by the American
Sewer Pipe Company. These products are designed and finished
in such a way as to adapt them for heavy cable-work.
The following well-known supplies for general wiring and
electrical use were exhibited by the Central Electric Company:
Okonite wire. Columbia incandescent lamps, Deltabeston magnet
wire, D & W fuses, cut-outs, subway and transformer boxes, Edi-
son batteries and fan-motor outfits, Knowles high-tension insu-
lators. Okonite and Mason tapes and various styles of arc and
incandescent lamps with reflectors.
The Chicago Pneumatic Tool Company. Chicago, displayed an
interesting line of portable electric tools in operation at its exhibit
at the Chicago electrical show, consisting of Duntley portable
electric drills, grinders and hoists. The drills, which have been
on the market for several years, are. made in sizes having drill-
ing capacities from three-eighths of an inch to three inches and
are made for alternating as well as direct current. A Duntley
electric hoist of 1,000 pounds capacity was also shown in opera-
tion. This hoist was of the worm-gear type with double-hoisting
drums, self-locking and the motor was provided with a dynamic
brake. This hoist is made in sizes ranging from 250 to 2.000
pounds capacity.
The products of the Crane Company as exhibited included two
large valves designed for remote control. One of these valves
was of the gate type, motor-operated, and built of this company's
"ferrosteel." The other valve was a 24-inch hydraulically oper-
ated gate-valve, provided with an electrical device controlling the
admission of water into the operating cylinder. The exhibit also
included many of the standard types of smaller valves for use in
steam boiler plants.
The Joseph Dixon Crucible Company showed its various types
of graphite paints and lubricants, special crucibles for melting
brass and a line of Dixon graphite motor-brushes.
The Electrical Appliance Company of Chicago made an attrac-
tive exhibit of the many specialties for which it is agent. Among
these protracts are Packard lamps and transformers. Sangamo
meters. Stombaugh guy anchors, Paranite wire and complete types
of telephone equipment.
The Electric Service Supplies Company exhibited the Auto-
motoneer, which is a controller regulator so constructed that a
motorman is prevented from turning on the full current in one
sweep of the controller handle. The Automotoneer makes it nec-
essary' for him to pause at each point of the controller, so that
he cannot start the car suddenly. To the railway operator it
means a saving in current. This company's other well-known
supplies were also exhibited in an attractive way.
The Electric Storage Battery Company exhibited its well-
known types of chloride accumulators of various capacities, from
j'_ to 4,800-ampere hours. This larger type of cell has been
adopted by the New Y>>rk Central Railroad Company in the
storage-battery stations operating in connection witli its rotary-
.converter substations supplying current for its electrified lines.
The Gould Storage Battery Company had in its exhibit a 49-
plate cell with a capacity of 5.7"i0-ampere hours, the plates of
tins cell being held in the lead-lined tank furnished with a lead-
glass cover. Other types of cells were exhibited as suitable for
the following classes of service: Regulating battery, ignition
battery, train-lighting sets and signal batteries. The exhibit also
included an excellent display of photographs showing working in-
stallations of this company's products.
The General Electric Company made an especially fine display
of its well-known types of incandescent lamps, including the late
high-efficiency products. Many household electrical attachments,
suitable for sale by light and power companies, were shown in
actual use. These included kitchen, bathroom and bedroom de-
vices.
Mr. J. Allen Haines had space at the Coliseum and repre-
sented the following companies whose products he handles: Amer-
ican Electric Heater Company, Bishop Guttapercha Company,
Clifton Manufacturing Company, Dayton Electrical Manufacturing
Company, the Electric Cable Company. Schwarze Electric Com-
pany. Stanley & Patterson and the Wire & Telephone Company of
America.
A 100-line express-type magneto switchboard with connecting
telephones and a central-energy private branch-exchange switch-
board with common-battery telephones were exhibited by the
Kellogg Switchboard & Supply Company. This exhibit also in-
eluded an eight-party harmonic selective system showing the lat-
est improvements for party lines.
The National Carbon Company exhibited various types of its
products, including arc -light carbon, motor and dynamo brushes
and dry-battery parts.
The Lima jack box. as exhibited by W. N. Matthews & Broth-
er, affords an efficient means of connection to the regular tele-
phone line. Its use is as follows: The boxes are installed on
poles every quarter or half mile throughout the line of the rail-
way and each box is connected to the regular telephone wires.
Each train crew is equipped with a portable telephone and a Lima
jack box plug. When a train gets to a siding where it is in-
structed to ask for orders the conductor takes his portable tele-
phone and pushes his plug into the jack box and gets instantan-
eous connection with the dispatcher. The Lima jack box and
plug have been in constant use on a number of interurban elec-
tric roads in Ohio and Indiana for the past two years.
The National Battery Company had on exhibit various types
of accumulator cells for general service such as telephone, fire-
alarm and automobile work.
The Ohio Brass Company exhibited overhead electric railway
supplies, such as trolley hangers, bars, etc., and also had on ex-
hibition a line of rail bonds. This company also showed a sec-
tion of the New York Central's third rail supported by the type
of the third-rail insulator which was furnished by the company
for their recent installation and which this company is now fur-
nishing for additional work.
The H. A. Peterson Manufacturing Company. Harvey, 111..
exhibited electrical conduits known as "Harveyduct" and designed
to protect lighting and power wires for all classes of interior work.
The Simplex Electric Heating Company had a working ex-
hibit of electric heating and cooking appliances which it manu-
factures, together with its well-known line of car heaters.
The United Indurated Fibre Company had a very complete
line of its products suitable for protecting the various types of
third rails and for use in conduit, cable-ways and transformers.
The Universal Electric Storage Battery Company exhibited a
house-lighting plant suitable for a private residence, the Crocker-
Wheeler generator of this plant being belted to a Fairbanks-Morse
gasoline engine.
The Wagner Electric Manufacturing Company had on exhibit
a single-phase elevator motor. This type of machine will open
up possibilities in the line of power supply for systems not
equipped to sell direct current. The Wagner exhibit also included
transformers, transformer parts, a single-phase variable-speed
motor and single-phase vertical type motors suitable for driving
vertical pumps.
In the Westinghouse exhibit there were to be seen twei
odd machines of widely varying types, driven by motors. Some
one of many uses demonstrated by the motor-driven household
utensils in operation in the exhibit included washing, ironing and
sewing machines and a sanitary cleaning and scrubbing outfit.
Among the machines of interest to manufacturers were a lathe,
saw sharpener, ventilating fan, printing press, drill and black-
smith blower.
American Trolley Wheel Company, Charleston, W. Va., has
been incorporated with a capital stock of $10,000 to manufacture
and sell trolley wheels. The incorporators are: B. G. Young,
C. W. Pickering, Adam B. Littlepage, D. H. Pritchett and John
Hall.
Smith Improved Lock Nut Company, Rockford. 111., has in-
creased its capital stock from $30,000 to $60,000 to take care of the
construction and installation of the track bolt department. This
company has heretofore confined itself to the manufacture of the
Smith improved nut only, but the demand for this nut seems to
make it advisable to manufacture bolts for it. A new brick
building is being erected in which track bolts and machine bolts
equipped with the ordinary hexagon and square nuts will be man-
ufactured. The company intends to devote particular attention to
the steam and electric roads in the central west. This is the
third addition to the manufacturing plant since the company was
organized about 18 months ago. The Railway Specialty & Sup-
ply Company, Great Northern building, Chicago, is the sole agent
in this country. Canada and Meico.
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Chicago: 160 Harrison Street New Yoke: 150 Nassau Street
Subscription Price, $2; Foreign, $5; Single Numbers. 10 cents Entered at the Postoffice, Chicago, Dl., as Second-class Matter
Vol. XVII, No. 6
CHICAGO, FEBRUARY 9, 1907
Whole No. 198
TABLE OF CONTENTS.
EDITORIAL—
— Council Passes Chicago Ordinances 175
— A Substitute for Wrecking Cars 175
— Inspection of Power Plant Piping 175
— A Standard Frequency for Alternating-Current Traction. 176
— The Increasing Size of Boilers 176
— Assembling New Cars 177
Operations of the South Side Elevated Road 178
Earnings of Stone & Webster Companies in 1906 178
New Motor Cars for the Metropolitan West Side Elevated Rail-
way (Illustrated) 180
Electric Railway Affairs in Great Britain 184
Motormen's School. Denver City Tramway Company. By H.
W. Scott (Illustrated) 1S5
An Electric Line In Switzerland 185
Chattanooga Railways Improvements 186
Nashville Transfer Practice and Results (Illustrated) 1S7
Elevated Railroad for Rio de Janeiro 187
Feeder and Return Systems. By Henry Docker Jackson. E. E.1S8
Electric Railway Telephone Service 180
Delay Reports at Memphis (Hlustrated) 189
About Railways : 189
Maspeth Car House and Shops of the Brooklyn Rapid Transit
Company (Hlustrated) 190
Work and Wrecking Car of the Cincinnati Traction Company
(Illustrated) 191
The Strength of Insulator Pins 191
Substitution of the Electric Motor for the Steam Locomotive.
By Lewis B. Stillwell and Henry St. Clair Putnam 192
Advertising for Rush-Hour Traffic (Hlustrated) 197
Anchoring Trolley Wires at Spans (Illustrated > 197
Piping and Power Station Systems. XXVIII. By W. L. Morris.
M. E. (Hustrated) 198
Recent Electric Railway Legal Decisions. By J. L. Rosen-
berger 199
News of the Week 201
— Chicago Traction Ordinance Passed 201
— Cincinnati Traction Officials Indicted 201
Construction News —
— Incorporations 203
— Franchises 204
— Track and Roadway 204
■ — Power Houses and Substations 205
Personal Mention 206
Financial News 206
Manufactures and Supplies 208
—Rolling Stock 208
— Shops and Buildings 208
—Trade Notes 208
— Advertising Literature 209
New Direct-Current Motors for Individual Machine Driving
(Hlustrated) 210
The Chicago traction situation is nearer settlement than it
has been for ten years. By a vote of 56 to 13 the city council
passed the Chicago City Railway Company
Council Passes and the Chicago Railways Company ordi-
Chicago nances early on the morning of February 5.
Ordinances. As earlier announced the Chicago Rail-
ways Company is the corporate name of the
new company which will be formed to take over the
Union Traction lines. Mayor Dunne probably will exercise
his right of veto at the council meeting on February
11, but the supporters of the ordinances showed in the vote
this week a sufficient majority to pass the measures over
the veto. The ordinances contain a provision that unless
they are approved by the voters on April 2 they shall not
become operative. Mayor Dunne contends that the ordi-
nances have been so drawn that they will be effective in
their present shape without the approval of the voters.
not always be run to the place of the accident, and in this
case a wagon properly fitted out is of more service.
Though most of the larger companies have long realized the
advantages derived from having one or more wrecking cars
at some centrally located point or points,
A Substitute ready for immediate service, many of the
for Wrecking shorter lines have neglected this highly Im-
Cars. portant part of the equipment. The reason
for this Is doubtless because accidents on
the smaller roads are comparatively few In number and there-
fore the cost and maintenance of a special wrecking car Is
not warranted. A point which Is overlooked, however, is the
fact that an old car with the body removed and fitted up with
pieces of rail, jackt, chain-blocks, rcplacers and the regular
tools necessary for the clearing of wrecks and the repair of
tracks, will give- ai: ed and can also be
for the transportation of material Kill work
when not needed for wrecking purposes. Such a car would
serve all the requirements of a small road and save consider-
able delay and reduce the'eost of clearing wreckage. For city
use where a block is likely to be caused by any obstruct!
There is little advantage in paying for the most econom-
ical types of engines and specifying the most expensive boiler
designs, installing the most approved sys-
Inspection of tems of economizers, automatic stokers,
Power Plant and high-pressure gravity drip apparatus
Piping. with condensation returns to the boilers,
if the consumption of coal is allowed to
become excessive by the escape of steam or hot water
from the plant through leaky boiler tubes «nd feed pip-
ing, loosely-jointed pipes and stop valves, or loosely-
worn valves and pistons in the cylinders of engines
and pumping machinery. Where the steam is highly
superheated, it Is even more difficult to keep valves tight,
and much is yet to be learned about the best metals
for the high and low-temperature service required in valves
for use on superheated lines. It sometimes happens that the
leakage of a steam trap will go on undetected for weeks if
regular Inspections of the piping systems are not Id rogue,
with a resulting fuel waste which entirely offsets the sup-
posed economy of an expensively designed plant. It is
more or less a thankless task to hunt down leaks
and repair them. In most cases It would be highly
profitable If a thorough examination were made .'very fort-
night or possibly once a month for leakage. Visible waste
of steam is easy to detect, of course, but the loss through
defective traps and remote auxiliary piping can best be
d out by noting the fall of water in the boiler water
miliums when t h<- turbines ami ■ iini|is and heaters
.■ip' tut off from operation tad full steam preaanre n
I In the hollers. Radiation ami oOOnectlOD lOBBO! inner
be in.! i. up by ■ teady oo mptlon, reduced though
It may be. so that actual steam leakage cannot he d.
by it- Influence on the real pile with"
trouble; but the simple expedient ol notion; the fall 01
ilumi bould rei
176
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 6.
no leakage — is so easily applied that there is little excuse
for its neglect in practice.
A STANDARD FREQUENCY FOR ALTERNATING-CURRENT
TRACTION.
Probably the most interesting and important part of
the paper by Messrs. L. B. Stillwell and H. S. Putnam on
"The Substitution of the Electric Motor for the Steam Loco-
motive" (Electric Railway Review, February 2, page 150, and
this issue 192), related to the question of standardizing
the frequency of the current cycle. It is easy to see that
it is as yet premature and useless to make laborious calcula-
tions of the comparative cost of operating the railroads of
the entire United States by steam locomotives and electric
motors and that it is sufficient to obtain data for particular
conditions where electrification appears to be desirable and
for which such estimates are requested. The adoption of a
standard current for heavy electric traction is a more hopeful
and profitable subject for discussion by electrical engineers,
and this we regard as the most valuable result of the recent
paper on these subjects.
It appeared to be taken for granted by the authors of the
paper and by the principal speakers in the discussion that
single-phase alternating-current motors generally will be used
on electric locomotives for operating heavy through trains.
Such electrification will be a gradual extension of the more
immediate work for terminals, tunnels and mountain grades
until it includes complete divisions of main line. The system
which ultimately will be used for main-line traction should
therefore be used for the preliminary work at terminals and
a decision to standardize the single-phase current for all
heavy traction would effect a greater economy for the own-
ers of steam railroads than can now be realized. The dis-
position of the electrical engineers at the recent meeting to
recommend such a system came much nearer to a general
agreement than ever before, and the principal part of the
discussion related to the question as to whether a frequency
of 25 or of 15 cycles per second should be generally adopted.
While practice with the alternating current in this coun-
try has accepted 25 cycles to a large extent, the lower fre-
quency is used successfully for locomotives by two of the
largest electrical manufacturing companies in Europe, the
Ganz Company in Australia and the Oerlekon Company in
Switzerland. !n this country the large manufacturers have
done sufficient experimental work with motors operated by 15-
cycle-current to enable them to speak definitely in its favor.
The argument that the higher frequency of 25 cycles is now
fairly well established, and that drawings, patterns and con-
veniences for manufacture are now prepared for building ap-
paratus suitable for that frequency should have little weight
in view of the larger work on heavy electric traction using
electric locomotives for freight and passenger service which
is now in sight and for which it is acknowledged 15-cycle cur-
rent is better adapted.
The principal reasons for a change to the lower frequency
relate to dimensions, weight, efficiency, power factor and
commutation in a motor, and the advantages of 15 cycles in
this respect have been shown not only by theoretical consid-
erations, but by demonstration in actual practice. The weight
and dimensions of motors operating at 15 cycles, as com-
pared with 25-cycle apparatus, can be reduced so that it would
often be possible to use two motors where four would be
required with the higher frequency. This would effect a sav-
ing not only in the weight and cost of motors, but it would
also simplify the wiring and auxiliary apparatus.
For high-speed passenger locomotives, which should be
gearless, motors designed for 15-cycle current will develop
with equal efficiency the greater pull at the drawbar for a
given weight per axle. This advantage amounts to 25 or 30
per cent. The reason for not going below 15 cycles is that
at this frequency the fields are practically saturated and any
lower one would limit the output; besides, the disadvantages
of lower speed of turbo-generators and weight of transform-
ers then become important.
An electric locomotive with single-phase series motors
designed for 15 cycles can be operated at slightly reduced
capacity with current at 25 cycles, and by adding a 15-cycle
transformer an equipment designed for 25 cycles can be
adapted for operation on either 25 or 15 cycles. This would
make available for use where necessary or desirable, were
the lower frequency to be made standard, generators produc-
ing current at 25 cycles and car and locomotive equipments
designed for the higher frequency. A reduction in the num-
ber of motors with 15-cycle current cannot be made where it
is necessary to operate the same motor with alternating cur-
rent and direct current, as this practice requires four motors
in one group in order to obtain the benefits of series-parallel
control. Such conditions should not be numerous and the
result of standardizing the single-phase motor for heavy trac-
tion would tend to prevent an increase in that kind of equip-
ment.
The principal objections urged against the 15-cycle cur-
rent relate to increase cost of generating apparatus and trans-
formers and to the unsuitability of this frequency for lighting
cars, but it was shown that the reduction in cost of car and
locomotive equipment would more than offset the increased
cost of generators and transformers, and that satisfactory
lighting with 15 cycles can be obtained by the use of low-
voltage lamps having heavy filaments.
In the light of past experience with the slow-moving
standardization problems and with another great change re-
quiring conditions favorable to interchange of traffic, it is
fortunate that there is little question as to the kind of cur-
rent which should generally be used for electric traction and
that it appears to be possible to arrive at an early agreement
on a standard for it.
THE INCREASING SIZE OF BOILERS.
Perhaps the most salient feature of power plant devel-
opment in the past decade is the constantly increasing ca-
pacity of engine and generator units. These gains in size
now seem to have reached at least a temporary standstill,
for it is a grave question how far it is wise to tie up the
capacity of a plant in a very limited number of units. There
does not appear much evidence from actual daily operating
records that the mammoth turbo-alternator of 10,000 kilo-
watts capacity for an hour or so is more economical than the
machines of 5,000-kilowatt normal output, and there is cer-
tainly little question as to which installation is the more flex-
ible from the operating standpoint.
Whatever the future may hold in store for prime movers
in the way of ultimate sizes — and it is not at all unlikely
that the more general electrification of steam roads will de-
mand even huger machines than those of the present day —
it is certain that for a long time to come there will be a
demand for larger boiler units than the manufacturers are
as yet supplying. For some reason, possibly the difficulty
of stoking large grates or the inconvenience of branching
out too far from accepted standards of shell size, the modern
steam boiler has been slow to respond to the demand for
greater concentration of power, but within the last three
years the widespread use of the steam turbine has brought
about a very perceptible increase in boiler heating surface.
A gain of 50 or 60 per cent has been made in several cases
over the original 4,000 or 5,000 square feet of heating sur-
face which, until very recently, marked a boiler as one of
unusually high capacity. We certainly are not far from the
day when a boiler of 10,000 square feet of surface will be
regarded as a standard specification, and if engines and tur-
bines of 7,500 to 10,000 horsepower continue to be installed
February 9, 1907.
ELECTRIC RAILWAY REVIEW
m
in large new plants it is a question if the boilermaker will
stop at 10.000 square feet.
Hand firing is, of course, increasingly difficult as the size
of grates goes up, but few designers of such large plants as
these would fail to urge the use of mechanical stokers. The
advantages of large boiler units are so great that they are
certain to be demanded more and more. Grates can be di-
vided into sections, two or more to the same boiler, so that
the loss of heat and fuel through banking fires will be much
reduced. With the load curve common in railway plants
the use of sectionalized fires is almost sure to be a step to-
ward lower cost of power, for as the sharp peaks of the rush
hours come on it is a simple task to fire up another furnace
and enjoy thereby a more rapid acceleration in the genera-
tion of steam than is possible in working up the vitality of
a half-dead fire which has been banked for hours. Radiation
losses should be less in proportion to the increase in heat-
ing surface; the floor space also should be noticeably de-
creased— one of the most important points of all — and the
general economy of the boiler room bettered. The boiler-
maker and the manufacturer of mechanical stokers will have
to put their energies together to cut down the present gap
between prime mover and boiler bulk for the same capacity
of plant, but unless we are mistaken there is going to be
some good work done along this line in the next few years.
ASSEMBLING NEW CARS
The widespread adoption of heavier standards of rolling
stock on electric railways in the last few years has strained
the facilities of many repair shops to their utmost. Recently
built shops for important city and interurban systems reflect
this evolution of cars and motive power in the equipment of
every department. More powerful tools, better hoisting fa-
cilities, the extension of the direct motor-drive for machine
tools, the use of high-speed steel in the rougher operations,
a buter working organization and improved store-room facil-
ities, are significant results of the advent of larger and more
valuable equipment in the operating department. Master
mechanics are working hard to cut down production costs in
terms of output in railway shops no less than in industrial
plants, and the work of repairs has been thoroughly taken in
hand. In the assembly of heavy rolling stock, however, much
remains to be done in the direction of reducing the time and
expense of the work; for the opportunity to apply far-sighted
methods in the erection of new and improved cars is thus
far a relatively new proposition to the electric railway shop
manager.
If it were feasible from the dual standpoint of factory
cost and convenience of transportation few roads would at-
tempt the burdensome task of equipping new cars in their
own shops and thereby running the risk of blocking the nec-
essary repairs Upon their regular service- equipment. But
the modern high-powered car contains parts made by several
manufacturers; the body, trucks, motors and control, airbrake
apparatus, heaters and other apparatus are in no case yet
made in a single factory, but must be assembled at the most
convenient point for all concerned, which Is the purchaser's
shop. Even If It were possible to go Into the open market
and buy new cars complete and ready for service on the
"hand-me-down" principle, the question of shipment over the
railroads would present itncultles. Some of the later
He ear bodlM have had to be shipped by rail under
special permit* and with extraordinary can on account of
their dimensions exceeding by an tnen or two the steam rail
road company- standard requirements and It Is hard to see
how complete can could be shipped by rail except as |
of regular freight trains — a course which few electric railway
managers are as yet ready to approve It seemB to be a
aettlc-d thing that a certain amount of assembling must be
done at. the purchaser's own shops, and If the work ll ban
died right there is no question that the erection can be per-
formed at not much more than half the expense which would
be entailed by having it done at the original manufacturing
plants. A further advantage accrues from the opportunity of
the shop force to familiarize it sell with any new features In
design and construction, so that repairs can be more quickly
made after the equipment is put on the road in commercial
service.
Economy in assembly can only be attained by the prac-
tice of carefully planning for the new work, setting apart
certain men for the tasks of erection alone, and organizing
the labor and material alone or else separately from the
usual shop routine. The number and value of the cars pur-
chased and the relative complication of their equipment
should dictate the extent of the organization necessary to
handle the assembly promptly and at the lowest reasonable
cost. The purchase of 40 or 50 cars, costing complete up-
wards of $500,000, if handsomely finished according to mod-
ern ideas and fitted with fireproof bodies, motors, trucks,
brakes and control suitable for multiple-unit operation at
speeds of from 40 to 70 miles per hour, justifies setting apart
or fitting up a separate or subshop with a foreman and stock
room of its own, to say nothing of the special individual and
machine tools and labor-saving kinks which the peculiar cir-
cumstances of such large purchases demand.
The importance of the separate stock-room is not easy to
exaggerate in large jobs like the foregoing. If the thousand
and one odd pieces of equipment which go to make up each
complete car are stored in the regular shop stock-room, the
chances are ten to one that they will be unavailable when
wanted, or at least misplaced, on account of the temptation
to use them as repair parts for old equipment. The most
scrupulous care ought to be observed In checking up each
piece as it arrives, including the date, by reference to an
equipment sheet on which the exact number of parts needed
by each car is stated In red ink, or in some other striking
manner. Single pieces like the contactors in the multiple-
unit control system, which are shipped in Individual boxes,
need not always be unpacked until wanted, but experience
has shown the importance of sharp checking. A separate
tool-room with facilities for grinding drills, reamers and other
cutting devices is certainly worth considering when a large
assembly job is projected.
In the labor organization it has been found most essential
to separate the different kinds of work upon the car so as
to avoid interference in cramped spaces, and to carry the
same job through all cars in rotation, making each workman
as far as possible a specialist, as in wiring master controllers
in cabs, fitting up the car-lighting circuits, connecting motor-
men's brake valves, installing reveraero, contactors, etc. In
tliis way the progress of the work will he delayed by fewer
cases of waiting for other men to finish specific tasks, and
the usual loss of 15 or 20 minutes p< i man In changing jobs
will be greatly decreased. In the drilling of holes for wiring
conduits and airbrake system pipes, the small 110-volt elec-
tric drill of about % horsepower recently has made a good
name for itseii, it having been (band on a large car assembly
job that small pneumatic drills are not as readily repaired.
On some of the later cars no less than 750 holes, varying
from small sizes up to about 1 '4 Inches diameter, are neces-
sary, allowing for the pipe c luit, airbrake and angle-iron
equipment; and the eoonomj of the portable drill in such a
i too obvious to dwell upon. In this connection the
ipeclal wooden tiinpi been found Invaluable,
for tl quickly and cheaply be constructed tor any part
of the cai and applied in either Bxed or foli n to
uk pookel Bool other barrier which has to
be H by wiring and fixtures.
The is, of course. Just ■
portant in an erection lob i igulai maintenanci oclal
and blockln onvenleni portabli 'inps with
178
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 6.
reflectors to keep the rays out of the worker's eyes are a
necessity; pneumatic jacks, hydraulic and small electric
hoists are worth many times their cost to the company, and
In the assembly of cars equipped with pipe conduit wiring, a
pneumatic pipe-bender of two or three tons capacity for sharp
and difficult curves and a hand-bender of the lever type for
easy, long swings are indispensable.
OPERATIONS OF THE SOUTH SIDE ELEVATED ROAD.
That the operation of the South Side Elevated Railroad
of Chicago was hampered materially by the construction work
in progress is shown plainly by the annual report for the
year 1906. It is shown with equal clearness that high prices
of labor and materials affected the results. These factors,
together with increased competition, caused by improvements
in the surface lines, were responsible for the outcome of the
year's business, which, as compared with the previous year,
was in brief: an increase of 4.4 per cent in gross earnings
from all sources, an increase of 14.6 per cent in operating
expenses and a loss of 11.9 per cent in net earnings.
Between 1S99 and 1905 the cost of conducting transporta-
tion on this road fluctuated only 2 per cent. It was kept be-
tween 25.4 and 27.4 per cent of gross passenger earnings.
These two figures were reached in 1902 and 1901 respect-
ively. Last year there was a striking change; from a per-
centage of 26.5 in 1905, the cost of this item ran up to 31
per cent in 1906. This is the highest figure shown since the
road was fully equipped for operation by electricity. It was
exceeded in 1897, when steam locomotives were used entirely,
and in 189S, when the change to electricity was made. The
cost of conducting transportation in 1906 was 4.5 per cent
higher on passenger receipts than the same expense in 1905.
In explaining to the stockholders the causes of the decline in
net earnings the retiring president, Mr. Leslie Carter, said
that the principal single item of added expense was an in-
crease in the cost of coal of $26,753. This sum is equivalent
to 1.5 per cent of gross passenger receipts. The remaining
difference of 3 per cent between the two years represents
higher cost of other materials, higher wages and the in-
condition of the company and its application of income to
betterment and to conducting transportation accounts:
Per Cent of Conducting Maintenance
Increase in Maintenance Transportation of Equipment
Gross, aU of Way and —Per Cent of —Per Cent of
Sources, Structures Gross Gross
Over Previous Per Mile of Passenger Passenger
Year Year Structure EamiDgs Earnings
1906 4.4 $9.110 31 8.3
1905 8.7 8,431 26.5 8.5
1904 *6.2 7.5S7 27.2 8.4
1903 13.1 7,514 25.9 8.1
1902 8.9 6.710 25.4 7.4
1901 5.8 8.703 27.4 7.9
1900 9.9 5.238 26.6 8.5
1899 19.6 5.929 26.2 7.
1898 42 3.692 39.5 5.7
11897 2.656 56.9 6.6
•Decrease,
til months only.
Some explanation of the changes shown by these figures
is needed. The gain of 13.1 per cent in gross earnings in
1903 as compared with 1902 is excessive. It was due to a
strike which interrupted travel on the surface lines. The
decrease in 1904 reflects the return to normal business. The
expenditures for maintenance of way and structures are
figured per mile of elevated structure. This expense for 1906
probably covers some small portion of the new extensions,
but no allowance was made for the increased mileage in
the computation. The original mileage comprised 8.56 miles
of elevated structure. Until April 20, 1898. the road was
operated entirely by steam, but after July 27 of that year
electricity was substituted. The company has had the ad-
vantage of connection with the Union loop since October,
1897.
During the current year the operations of the property
will be somewhat complicated, but unless there is unexpected
delay revenue will be received from all the new extensions
at the close of the year. The company will have to meet, for
the greater part of the twelve months, the additional expense
of operating parts of incomplete lines. With the new lines
the company will approximately double its mileage, and its
subsequent operations will be on a much larger scale than
heretofore.
EARNINGS OF STONE & WEBSTER COMPANIES IN 1906.
The year book of Stone & Webster has just been issued,
showing the earnings and expenses for the year 1906 of the
Earnings and Expenses of the Stone & Webster Companies for the Year 1906.
Gross Operating Net Interest
, Earnings. Expenses. Earnings. Charges. Balance.
Blue Hill Street Railway Co., The. Canton, Mass S 89,041.34 $ 67,670.80 $ 21,370.54 $21,217.99 $ 152.55
Brockton & Plymouth Street Railway Company 111775.03 70,894.28 40,880.75 21.854.74 19,026.01
•Cape Breton Electric Company, Ltd 258.316.80 154 472.28 103,944.52 43,160.97 60.783.55
Columbus (Ga.) Electric Company 291.244.01 156.074.21 135,169.80 89,996.08 45,173.72
Dallas Electric Corporation 1.023.135.91 699.143.20 323.992.71 185.646.06 138,346.65
Edison Electric Illuminating Company of Brockton 166,799.23 111.410.50 55.3S8.73 8,584.04 46,804.69
El Paso Electric Company 391,655.96 276.403.00 115.252.96 47.215.64 68,037.32
Fall River Gas Works Company 363.021.25 215,818.77 147,202.48 6,774.51 140.427.97
Galveston Electric Company 315,135.35 191,479.86 123.655.49 50.000.00 73.655.49
Houghton County Electric Light Company 236,108.60 116.387.46 119,721.14 26.250.00 93.471.14
Houghton County Street Railway Company, The 229,244.76 146.255.32 82.989.44 46,976.59 36.012.S5
Houston Electric Company 591,351.37 379.746.14 211.605.23 93.319.38 118.2S5.S5
Jacksonville (Fla.) Electric Company 326.468.29 201.83S.4S 124.629.81 40,703.59 83.926.22
Lowell Electric Light Corporation. The 277,914.63 172,490.27 105.424.36 10,049.91 95,374.45
Minneapolis General Electric Company. The 805,632.46 442,003.36 363.629.10 107.183.33 256,445.77
Northern Texas Electric Company S54.135.52 547,151.22 306.984.30 118,631.67 1SS, 352.63
Paducah Traction & Light Company 227.27S.52 149.981.19 77.297.33 63,705.20 13,592.13
Ponce (Porto Rico) Electric Company 107,326.95 59.719.20 47.607.75 29.782.68 17,825.07
Fuget Sound Electric Railway 663,206.02 350,629.99 312,576.03 209,436.53 103.139.50
Proportion of earnings of Tacoma Ry. & Power Co 69,388.43
Savannah Electric Company 611,215.19 379.046.25 232,168.94 134.460.69 97,708.25
Seattle Electric Company, The 3,101.385.77 1.963.0S6.19 1,138. 299. 5S 326.935.87 811.363.71
Tacoma Railway & Power Company 797.432.79 576.1S2.63 221,250.16 144,203.27 77.046.89
Tampa Electric Company 469.222.08 279.957.96 189,264.12 1,423.16 1S7.840.96
Terre Haute Traction & Light Company S23. 162.54 46S. 872.86 354.2S9.68 160,211.45 194.078.23
AYhntcom Countv Railway & Light Company 279.469.45 185,181.91 94.2S7.54 48,236.22 46,051.32
•Includes one-half of Sydney & Glace Bay Railway Company, Ltd., earnings.
Divi-
dends.
$ 7,020.00
7,500.00
100,000.00
12,500.00
15,000.00
63.500.00
21,000.00
63.000.00
12,000.00
52,500.00
60,000.00
52,000.00
120.000.00
74,078.00
5.000.00
30.000.00
60,000.00
300,000.00
130.000.00
11.700.00
creased difficulty of operating the line during a period of
construction.
The present company is now about 10 years old. It was
formed on behalf of the first-mortgage and extension bond-
holders to take the property from a receiver. The manage-
ment has been aggressive in developing business. The growth
of traffic is revealed by the fact that the number of passen-
gers daily increased from 36,727 in 1896 to 94,313 in 1906, a
gain of 156 per cent.
The following table shows some of the changes in the
companies managed by this organization. Descriptions of the
principal features affecting the companies, their capitaliza-
tion, dates of dividend disbursements, and maps of the dis-
tricts served are given.
The table presented herewith shows that the Seattle
Electric Company earned, gross. $3,101,385.77, or about three
times as much as the next largest company, the Dallas Elec-
tric Corporation, which reports $1,023,135.91. The smallest
gross earnings — $89.041.34 — are shown by the Blue Hill Street
Railway Company of Canton. Mass.
February 9, 1907.
ELECTRIC RAILWAY REVIEW
179
BOOK TABLE.
The Treatment of Storage Batteries. By R. W. Vlcarey. London.
January. 1907. Published by The Electric Accumulator. 15
Queen Street. Cheapside. London. E. C. 5S-rxi pages; 34 illus-
trations in the text. 4 tables; S by 11 inches. Paper, 2s. 6d. net.
The author of this treatise has no doubt filled a long felt
want for a book suitable for those in charge of storage bat-
teries. It is written for operators who know little or nothing
about the construction, use or management of batteries, and
who desire information on these subjects, written in simple
and concise language. While all theoretical discussions are
carefully avoided, the practical information and advice con-
tained in this book is excellent. The subject of care and
management is treated in a most thorough and intelligent
manner, and is worthy of the careful perusal of all those
having charge of any size of batteries.
The book takes up the treatment of the subject by dis-
cussing the proper location for the battery, selection of the
battery and the importance of proper erection. It then gives
methods for testing the polarity of the charging dynamo,
making the initial charge and of making a discharge test.
The succeeding chapters consider ordinary charging, elec-
trolytes, methods of connecting the cells, manipulation of
the regulating switch, inspection of cells, gradual sulphating,
Indicators of irregularities of the plates or electrolyte and
circumstances which should never be permitted to exist.
Simple remedies which may be applied are then given, in-
cluding reversals, replacing old cells with new ones, methods
of changing the electrolyte if it contains impurities, methods
of charging, temperature of the electrolyte, how to determine
whether positive or negative plate is at fault, overcharging
growing and buckling, scaling and shedding of active material,
rests of cells, varying rates of discharge, local action and
keeping the specific gravity of the electrolyte properly ad-
justed.
At the end of the book is given a glossary of all the tech-
nical and trade names and expressions used in connection with
storage batteries. This will be much appreciated by those
not thoroughly familiar with the subject.
Switchboards.— l:y William Baxter. Jr. Published by Derry-Col-
lard Company. New Tork, 1906. Cloth, 188 pp.. 5% by 7%
Inches. Price. J1.50 net. postage paid.
In any generating plant the switchboard is the operat-
ing center, upon the condition of which depends the con-
tinuity of service as afforded by the machinery controlled
and regulated with the apparatus mounted on this board.
It would seem, therefore, that switchboard design should
offer problems worthy of much careful study. We are
pleased to note that the author of this new work on the
subject has treated toe switchboard not only as a piece
of mechanical apparatus, but as a delicate electrical de-
vice which should be capable of displaying the compara-
tive values of the currents which it controls and serve as
a distribution center controlling the output of the electrical
machinery. In this book the author first outlines the ea
and more crude forms of switchboards. Some of the subjects
treated progressively with the development of switchboard
construction are as follows: Instruments needed, connections
of shunt and compound windings, connections of distributing
circuit*, three-wire circuits, parallel operation, arrangement
of Instruments and switches Following this first section of
the book the author di i ement of boards in
actual service, using diagrams of these boards to Illustrate
details of design which should be considered. The next sec-
.,f the bo ■ oted to the construction of switch
boards, it outlines the mechanical pari of switchboard work.
such as the choice and arrangement of conductors, method
of supporting and the nent of panels, etc [n
,ii ar«' sJ dared the electrical and mechanical
details of arc lighting switchboard
• r single and pol bronlzers,
ground detectors, high ■ bboardi and oil b
switches. In one chapter the author discusses switches of all
kinds, varying from simple key switches to power-operated,
oil-break, high-voltage switches. Circuit-breakers are dis-
cussed and enlarged diagrams shown of the essential parts
of the more common types of breakers as used in railway
and lighting work. The last chapter in the book outlines the
essential principles of the more satisfactory types of light-
ning arresters and illustrates some apparatus now in actual
use.
As this book is devoid of any purely theoretical discus-
sions, and as the subjects are introduced in the order of
their development, using many clear illustrations, it should
prove to be useful for those who have to do with either the
design or the operation of switchboards for controlling the
output of electrical machinery.
Electrical Engineering — An Elementary Text Book. By E. Rosen-
berg:. Translated from the German by W. W. Haldane Gee.
B. S.. and Carl Kinzbrunner. Revised and brought flown to
date by Edward B. Raymond. B. S.. General Superintendent
Schenectady Works of the General Electric Company. Pub-
lished by John Wiley & Sons. 45 East Nineteenth Street. New
York. 1907. Cloth. 347 pages. 6 by 9 inches, with 333 illustra-
tions. Price. $2.00 net.
The object of the author in writing this book is identi-
cal with that of the series of lectures upon which it is
based — to present the elements and principles of electrical
engineering in such clear and simple language that they can
easily be understood by those who are interested, or work-
ing in any of the electrical industries. Having this object
in view, all mathematics has been omitted; a thorough knowl-
edge of arithmetic being all that is required to follow the
arguments in any part of the work. Throughout the entire
book, analogies are drawn with well-known facts to enable
the reader to understand the different electrical phenomena.
The simple relations are stated as formulae, after they have
been explained and illustrated by practical examples. This,
no doubt, facilitates memorizing those which should be
remembered. Some points of particular note are the illus-
trations and the unusual amount of space which has been
devoted to measuring instruments, controllers, switchboard
apparatus, accumulators, lighting and especially the chapters
on alternating currents.
The section on alternating currents begins with a dis-
cussion of the development of the required knowledge of the
properties of angles. This is followed by some experiments
with alternating currents. The results of these experiments
are then used to explain the transformer and the details of
its construction. This is followed by a short discussion of
vector diagrams and alternating-currenl calculations, and
ilr application of these calculations and the experiments to
the operation of alternating-currenl meters, Types of alter-
cating current generators, windings and details of construc-
tion are next treated, as well effect of Inductance and
icitj upon iii" regulation of the generator and the effect
which tie ■ losses. The succeeding chapter
. operations of generators in parallel and de-
scribes the methods and Instruments used for synchronizing
the machines. Synchronous motors and rotary converters
are treated In separate chapters, quite est consider-
ing that all higher mathematics is omitted
I portion "i the i b begins with the develop-
he rotating Held, and from it. the polyphase motor
and generator. Faults with alternating-current 'motors and
the remed led are then discussed, and followed
With a short description of high ten mission lines
and apparatus.
book is well written, printed on good paper and the
Illustrations ar^ excellent
i hi avai age dallj traffic on the < Ihlcago 6 Oal
i.ii Railroad t"i the month ol January, 1907, ■
i in li an in. the
month for thi
180
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 6.
NEW MOTOR CARS FOR THE METROPOLITAN WEST
SIDE ELEVATED RAILWAY.
After numerous orders, placed from time to time with
various car builders, the Metropolitan West Side Elevated
Railway Company has evolved a type of motor car particu-
motors and control apparatus by the Westinghouse Electric
& Manufacturing Company.
The length of the cars on the Metropolitan is restricted
by the curves of the Union loop, special trackwork in some
places having only 90-foot radii. The new cars, therefore,
are not made longer than previous equipments.
Plan of New Motor Cars for the Metropolitan West Side Elevated Railway,
larly adapted to its service and traffic conditions. In this
car the desirable features of previous equipments have been
retained, while unnecessary or objectionable details have
been omitted. In the installation of the electrical and air-
brake equipment the effort has been to simplify construc-
tion and to make the arrangement convenient for repairs. In
the construction of the body the lines of the car are simple
and clean-cut, being almost severe in plainness and lack of
The length of the car body on the center line over end-
plates is 47 feet 7% inches; the distance between center of
trucks is 33 feet 7 inches. The extreme width of the car
over side sills is 8 feet 6 inches. The height of the car from
top of rail to top of upper deck roof is 12 feet 10 inches and
the height of the car floor above top of rail (light) is 3 feet
10 inches. The cars seat 48 passengers.
In the construction of the underframe there are no center
Metropolitan Motor Cars — Side View.
ornamentation, the only striping being a line on the letter-
board and a %-inch band just above the side sill of the steel
subframe.
The car bodies were built by the Pullman company, the
trucks by the Baldwin Locomotive Works and the electric
sills, and this assists materially In simplifying the arrange-
ment of the auxiliary equipment under the car. The side
sills are 9-inch I-beams, weighing 21 pounds per foot and run-
ning the full length of the car. These are reinforced by 1^4-
inch truss rods with 1 %-inch turn buckles. The end sills are
February 9, 1907.
ELECTRIC RAILWAY REVIEW
181
9-inch channels, weighing 25 pounds per foot. These extend non-conductor of heat or cold and keeps the floor comfortable.
to the outer edge of the side sills. The body bolster is a
box-beam built up of plates and angles; it is 12% inches wide
and 9 inches deep. The beams which support the floor ex-
tend across between the side sills. They are 6-inch I-beams
weighing 12 1i pounds per foot, with the exception of those
and also assists in making it fireproof.
The clearance required for motors made it necessary to
offset the drawbar, and in order to make a stiff and strong
construction a new design has been made, which is shown in
detail. It is 5 feet 11% inches long. 143-4 inches wide over
RCVCK-SOi
Sn v-r tStn -'
SSSS^^.,.^T
To /lift Dooks
showing the Disposition of the Apparatus on the Under Side of the Car.
nearest the bolster, which are 6-inch plate girders with 3-inch
angle-iron flanges.
The floor between the body bolster and the end sill at
the vestibule is stiffened by two 3-inch angle-irons placed
diagonally, as shown in the drawing. The buffer timber is
built up of two pieces, each 3 by 14 inches, of clear white
oak. well seasoned. The front is armored by a 5/12 by %-inch
plate and is supported by three steel bracket castings riveted
to the end sill. The entire floor frame is covered with steel
plate 3/16-inch thick, which greatly stiffens the car against
twisting in the severe service due to the sharp reverse curves
on the elevated system. It also protects the entire wooden
angles and consists mainly of an 8-inch channel, which Is
reinforced at the back end where it is secured to the truck
center-pin and at the front end by a steel casting, which is
arranged to fit the back end of the coupler. The drawbar,
which swings to permit rounding of short curves, is sup-
ported by a sector bar of sufficient length to permit a full
swing of the drawbar on a curve of 90-foot radius.
Special attention is called to the arrangement of the
equipment under the car, as all the hangers have been spe-
cially designed for mounting the control and airbrake appa-
ratus in such a way as to enable the conduit and pipe con-
Metropolltan Motor Cars — Bullt-Up Coupler Bar.
portion of the body from the motor < in nits and wiring car-
rying heavy currents. There ba bl I D BO case of burning of
carH from operating circuits .since this construction was
adopted. On top of this steel plate are riveted 2 by 2% ln< li
angles, to which .ire bolted 1 by 2 by 2% Inch nalllnt; strips, to
which, in turn. Is seenrod the d oil irooden Boor The 2-inch
•pace between the steel and wooden BOOT Ih filled with nilii
eral wool packed no bh to hare a density equal to 1- pounds
per cubic toot This acta u ■ deadener of sound; it is a
Metropolitan Motor Cars — Motor Truck.
nectlon to be simply and conveniently arranged. The ordi-
nary practice Is to mount apparatus directly on the car bot-
tom and then make connectioni to tit In any way that they
may come.
Truck*
The motor trucks bare a wheel base of 6 feet 6 inches
and lU'/ilncli Iteel-tlred wheels with cast renters made by
the Standard Steel Works Tbe weight of BBI h truck Is 12,-
i>00 pounds. The trailer trucks have a wheel-base of B feet
182
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 6
6 inches, with 31%-inch wheels, and weigh 9,000 pounds each.
The truck-frame proper is made of one rectangular forging
with wrought pedestals bolted to it. The swinging bolster
rests on two sets of triple elliptic springs 33 inches long,
supported on a heavy iron seat, which in turn is hung from
bars passing over the bolster and resting in the transoms
wide. The corner and door posts are composite, made of
whitewood and ash with angle-irons between. At the guard's
niche the two outside posts are made of white wood with
2% by 2%-inch angle-irons on the outside corners. The two
inside posts are made of ash with 2% by 2%-inch angle-
irons on the corners. These angle-irons are bolted to the
of the truck. The equalizer beam is 1 by 6 inches in sec-
tion. The center-plates and side-bearings are cast steel.
The brake gear is inside-hung. On each motor truck there
are two Westinghouse direct-current motors, each of 160-
horsepower. The Westinghouse electro-pneumatic system of
multiple-unit control and the Westinghouse automatic air-
brake with graduated release are used. The weight .of the
Metropolitan Motor Cars — End View.
car complete with equipment is 66,000 pounds, and the weight
of the car body about 30,000 pounds.
Construction of Car Body.
The construction of the car above the steel underframe in-
cludes the wooden side sills of 4% by 5%-inch long-leaf yel-
low pine. The car floor is made of long-leaf yellow pine
thoroughly seasoned, 13/16-inch thick, and not over 3% inches
Metropolitan Motor Cars — Plan Showing Arrangement of Doors and
Control Apparatus at End of Car.
floor and to angle-irons in the roof, which connect the out-
side posts with the anti-telescoping plate. The usual truss
plank is omitted and solid sheeting is used from the floor to
the belt rail. There are five composite carlines of 1% by
^-inch iron and ash %-inch thick. The roof is made of
whitewood or poplar Yz inch thick and covered with No. 6
cotton duck. Tbe vestibule and guard's niche are shown
by cross-section in detail.
The right corner at each end of the car contains tie
motorman's brake valve, air gauge, master switch and other
small switches. A motorman's cab is formed by a hinged
door, which in one position encloses the brake valve and
master switch, and at about 90 degrees engages with the
arched posts of the car. The front windows of the motor-
man's cab are glazed with double plate-glass; the inside faces
of which are treated with glycerin to prevent them from
being frosted. The vestibule door is arranged to swing
back about 120 degrees to the end corner, where it can be
fastened open and out of the way in summer time.
There is no outside platform for passengers to stand on.
The side doors, 35 inches wide, are hung on roller bearings
and equipped with devices for operating them by air pres-
sure.
The inside finish of the car is of solid Mexican mahog-
any slightly stained and rubbed down to a dull surface. The
ornaments are simple inlaid lines and only plain moldings
necessary for structural purposes are used.
The headlight and marker system is indicated by the
illustration of the end view of the car. The upper deck, in-
stead of rounding off at the extreme end of the car, is cut
away on a straight line about IS inches back from the end
February 9, 1907.
ELECTRIC RAILWAY REVIEW
183
and a vertical plate is fitted into the car framing. This plate
contains at the center a glass disc behind which the head-
light is placed, and at each side is a 4-inch lens. The lamps
for night markers are placed back of these and the same
mechanism which operates these also displays the daylight
markers. This design does away with the usual outside lan-
terns and headlights.
The hardware used throughout the car has statuary
bronze finish, which retains its original color and is not
easily tarnished. The cars are heated by hot water and also
arranged for electric heating when desirable. The heating
A CONVENIENT BLUEPRINT FRAME.
Metropolitan Motor Cars — Elevation of Control Apparat
colls under the car Beats are enclosed by perforated steel
sheets so as to prevent rubbish from accumulating beneath
■its. Thus the floors arc more easily cleaned.
The car throughout Is a marked Improvement on those
|ir<-vlously built, particularly In the smaller details which
affect maintenance and repairs. They are attractive In ai>
comfortable.
w<; are indebted t« Mr. H. G. Hetsler, president, and Mr.
li. II Stover, raperintendent of motive power and way, Met
ropolltan West Side Elevated, for the drawings, photographs
an«l Information for this description.
olngton Baltln .napolls Railway Is now
employing a n on the construction ol Ita line from
and Annapolis, lid . li
effort completed and in a by July
l. a law (orce of men baa been employed, but bad weather
i 'I many delays.
Through the courtesy of Mr. George A. Kimball, chief
engineer of elevated construction, Boston Elevated Railway
Company, we print herewith a drawing of a special frame
for drying blueprints which was designed by Mr. H. C.
Hardwell for service on the roof of the company's office
building. As the main offices of the Boston elevated are
located in the heart of the business district, space is at a
premium in the blue printing department. A small pent
house on the roof is used for photographic and printing
purposes, and several thousand negatives of important work
on the system, a large movable blueprint frame with table
adjustable for varying sun positions, a washing tank, drying
racks, developing cupboard and various supplies are com-
pactly stored in this space.
The quick drying of blueprints is often essential in the
company's work, particularly with reference to drawings de-
sired by general officers, city authorities, and various com-
missions. To facilitate the task the white pine latticed frame
[Hook* Eye
iHinge
ryrrrrrrrT
r'r'n rfr r r rr r r r"r r c r r
x*rYr- r r r - 1
rT.r r rj-rn rrrrr
i ,-^rrrrrrrr.
rrrrrTrcrrrrrrrr*
rr rr-jT'r r r'rrrrrrrr
rrri crrrfcrrtrr
rrr rr - ,- r r rrr rrrrr
rTrTTTj rrrrrrrr
T.jr'r rrr r'rrrr'r'r rrrr
— "rrr rr r rrrrr r r
rrr
rrr,
rrr
rrr
rrr
rrr
rrr
rrr
rrr
rrr
rrr
E/J& £/evar/on frvnt£te>.-
A Convenient Blue Print Frame.
shown was designed, to enable prints to be quickly removed
from the washing tank and dripping rack, and dried with
blotters over a steam radiator. The wet prints on the
upper side of the frame and the intense heat of the radiator
about 2>4 inches beneath the lower side made a specially
strong construction necessary to resist the warping and
buckling strains due to the difference in temperatu-
The frame is 48 inches long by 30 inches wide. It Is
composed of strips % inch wide halved and screwed at all
intersections and spaced 2tf inches apart in centers. The
recesses cut in each strip are bolted together in a manner
so substantial that buckling is impossible. The frame is
finished with shellac. The height above the floor Is 32
Inches when the table Is down ready for service, The frame
is hinged and equipped with hooks and eyes so that it folds
back against the wail when not in use it w:is built in the
company's shops and the cost was trifling in comparison with
the coi • which it affords.
It is stated ihat tlw line bi foungstown and
pool, <->.. which is now under construction bj the yon
town A Southern
Railroad will be ready for operation by March l. Th< J
town ft Southern line extendi from Youngstown to Letonla,
Youngs town j line eacti
East Liverpool Power will I tn»
now on "ti at v\- ietr'
Dill, of Youngstown, general n
184
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 6.
ELECTRIC RAILWAY AFFAIRS IN GREAT BRITAIN.
(FROM OUR LONDON CORRESPONDENT.)
The depositing of private bills for the 1907 session has
once more rearranged the complex factors in the London
electric power situation. Oh the one hand, the county council
has prepared a most ambitious scheme which, on its en-
gineering side, is more faithfully modelled than even before
on that prepared in 1904 by Mr. Merz for the Administrative
County Company. It involves the ultimate purchase of all
existing undertakings, both company and municipal, in the
county of London, and for a wide area outside the county. A
new and gigantic power station will be erected at Barking
or Erith to supply these undertakings with electricity in
bulk, and the complete scheme will demand a capital of little
less than 25 millions. As a speculation this power scheme
far exceeds in magnitude and risk the tramway scheme to
which the council is already committed.
On the other hand the Administrative County Company
appears on the scene again with an altered form of proposal.
In its report the parliamentary committee mentioned, as
alternatives to complete company or county council control,
a compromise whereby a company should take the specula-
tive part and the council the non-speculative part of the en-
terprise; or, secondly, the leasing of the entire undertaking
by the county council to a company for the initial period.
The new bill promoted by the Administrative company is to
enable the company to enter into such arrangements, and,
under them, to generate and supply electricity to authorized
distributors and to power users. This sort of mongrel enter-
prise is based on the theory that a certain amount of con-
trol by the county council is inevitable in the present state of
public opinion, and that, consequently, a purely company
scheme has no chance of success with parliament. The Lon-
don county council, on its side, is keenly sensitive to the
trend of public opinion with regard to its business capabili-
ties, and especially with regard to vast increases in its finan-
cial liabilities. Rumor declares that even the progressives
are favoring a transfer of the speculative risk and of most
of the capital burden to a company in a manner suggested
by the parliamentary committee. Thus is reached the curi-
ous situation that a company, conscious of county council
prestige, seeks alliance with it, while the county council it-
self, conscious of diminishing prestige, is considering a divis-
ion of liabilities with a friendly company. It is obvious that
the solution of this part of the situation depends largely
upon the results of the county council elections next March.
* * *
Antagonistic to both these schemes is the bill promoted
by all the London electricity supply companies. This is a
highly interesting scheme, but it has the misfortune (from
the parliamentary point of view) of being quite unprece-
dented. There are 14 companies, several competing with
each other in central districts, and their proposal is to con-
stitute and to incorporate a joint committee in which will be
vested the generating stations belonging to all the companies.
Powers are sought to distribute electricity over the county
of London and a wide area outside. The argument for this
scheme is that by linking together the existing stations and ar-
ranging for mutual assistance, the electrical needs of London
may be met, now and hereafter, with a comparatively small
outlay and without the creation of a new body with rights
which may injuriously affect the existing undertakings. Each
company would continue to distribute electricity to con-
sumers as at present, but the linking up of stations would re-
lease a large amount of reserve plant which could be util-
ized in taking up new power business as well as the supply
in bulk to other authorized distributors. The outline of this
combined scheme was put before the parliamentary commit-
tee last summer, but it did not seem to receive much atten-
tion. Probably the feeling was that it had come rather late
in the day; at any rate, no one can doubt that if the com-
panies had, in 1905, fought together instead of separately
and had. in 1906, promoted the bill which has now been
drafted, their prospects would have been much brighter. As
things are. the venture has the appearance of a forlorn hope.
It will be opposed as a vicious "combine" and as a contra-
vention of the accepted principle that the highest economy
is secured by generation in a single large station for dis-
tribution to numerous customers over a large area.
Meanwhile the local authorities concerned with elec-
tricity supply are playing a more or less passive part.
It is not quite certain how the new moderate councils
will act, but there seems to be a decided feeling against the
county council ambition to acquire all the municipal electri-
cal undertakings compulsorily. It is impossible for any re-
sponsible observer to say how the situation will resolve it-
self, since the policy of the county council may be reversed
next spring; but the best hopes lie in the direction of ex-
tended co-operation among the various parties interested.
Any further delay would be most serious to the electrical
supply industry in ' London. Already the continued uncer-
tainty is restricting the development of business by postpon-
ing the raising and expenditure of new capital. The deadlock
has been created more by political than by industrial causes,
and is therefore the more intolerable to business men.
An interesting development of its electric train service
has just been inaugurated by the Lancashire & Yorkshire
Railway Company in the electrification of its Liverpool South-
port & Crossens lines. The adoption of electricity brought
with it the necessity for the exercise of a great deal of in-
genuity in a variety of matters connected with third-rail
guarding, the protection of the public at grade crossings,
and so on. That the measures taken have been sufficient
seems to be fully proved by the rarity of electric shock acci-
cidents or fatalities. When this line was new a number of
trespassers and some of the railwaymen were killed through
coming in contact with the live rail. It required time for
the public to understand the risks they ran in trespassing
on the converted track, and for the railway management to
make trespassing more difficult and to adopt adequate guard-
ing for the protection of its own employes. There are, of
course, a great number of arguments to be produced in favor
of single-phase traction with overhead wires for railway work-
ing, but the experience on our direct-current lines with the
live conductors laid between or at the side of the running
rails certainly has not produced that evidence of danger that
was expected.
* * *
By the courtesy of Mr. C. B. Byles, the signal engineer
of the Lancashire & Yorkshire railway. I am able to put
before your readers some particulars of an interesting and
new application of electricity for an auxiliary purpose. I
refer to the electrical working of the grade crossing gates at
Waterloo, near Liverpool. By employing a 2-hp.. electric
motor (speed 1,500 revolutions per minute) it is possible to
accomplish the movement of the gates in about 15 seconds.
The motor is so connected that its action may be reversed
for respectively opening and closing the gates. A lever, the
normal position of which is midway in the frame, is pro-
vided to operate the electrical switches, and a forward move-
ment of this lever applies current to operate the motor in
one direction, and ihe reverse movement of the lever applies
current for the opposite direction. In addition to the switches
worked by this lever, there is a graduated switch worked by
hand; this is provided so that the signalman may regulate
the speed of the motor as the gates are worked. When the
movement of the gates is completed in either direction the
current is cut off automatically by means of switches worked
off the gate shaft. Mr. Byles anticipates that the average
February 9, 1907.
ELECTRIC RAILWAY REVIEW
185
consumption of current per day will be about two Board of
Trade units.
• • »
The Lancashire papers have recently been advancing ar-
guments in favor of electrical instead of steam driving in
textile mills. They state that so much saving will be effected
in buildings, foundations, gearing, rope, race. etc. — usually
amounting to several thousands of pounds sterling — that the
first cost of the two systems will closely approximate. By
using in the power-house turbines, or the best make of triple
expansion high-speed engines, with superheated steam and a
high vacuum, the coal consumption can be brought down to a
remarkably low figure which can quite easily compete with
a high-class steam drive. In two recent instances of the
adoption of electrical driving in Lancashire textile mills,
increased outputs of 7% per cent and 12% per cent have re-
sulted.
* * *
Owing to the withdrawal of the Metropolitan's through
services over the East London railway, in consequence of
the electrification of the Hammersmith & City line, a dead-
lock has arisen with regard to passenger traffic on the East
London. Formerly both the District and the Metropolitan
worked through passenger services over the line. On the
electrification of the District that line withdrew its services,
as the East London had not been electrified, and now the
Metropolitan has been obliged to discontinue its trains for
the same reason. This means that all passengers to or from
either systems are obliged to change en route. The East
London is a line of which the raison d'etre is only the
through traffic passing over it between other railways, and it
Is now in the unfortunate position of existing as a more or
less isolated steam railway, surrounded on all sides by con-
necting electric lines. The question of electrification has been
before the board for some years, and in spite of what has
been accomplished by the Metropolitan, the District and the
Joint District and Tilbury line (the Whitechapel & Bow rail-
way:, nothing has been done on the East London. Lord
Claud Hamilton, the chairman, has frequently asserted that
the development of electric traction for railways was not yet
sufficiently advanced for the conversion of the East London
to be undertaken, but the real difficulty is evidently to be
found in the joint ownership of the line, which seems to have
stood in the way of any practical solution. In view of the
serious decline in the company's stocks, a situation that di-
rectly discourages traffic is not likely to commend itself to
the independent shareholders. Possibly the six owning com-
panies may combine to undertake the work of conversion,
instead of standing In another's way, as is apparently the
case at present.
MOTORMEN'S SCHOOL. DENVER CITY TRAMWAY COM-
PANY.
Bl II. W. SCOTT, INSTRUCTOR OF MOTOBMEN.
An Electric Line in Switzerland.
The La Gruyere electric railroad has been recently
laid out through a picturesque region of Switzerland not
far from Lake Leman, and has already a large tourist
traffic. Several years ago two companies obtained conces-
sions for railroads, one running from Ohatel Saint Denis
to I'al'-yi'-nx, and ■ MCOnd from the former point to Bulle
and Monthovon. These companies were consolidated, and
the electric equipment of the system, which makes a single
continuous line, was carried out by the Alloth company, of
The total length of the three sections of the road Is
and the road uses Vlgre welghlm
pound i'i within some of the towns, wl
a grooved rail Ih emplowd Motor cars of some length,
either separate or coupled to form a train, an-
In this case, and the current Ih taken bj
trolley from a suhi Ire. A single wood pole, with a
long bracket arm OH the 'rack, supports
the wire, and the trolley, mounted on the ear roof, is of
the er< bed or t>ow form -Electrical Revii
A schoolroom for motormen has recently been established
by the Denver City Tramway Company and fitted with appa-
ratus suitable for teaching applicants for positions the rudi-
ments of car operation.
The accompanying illustration is a view of one end of
the schoolroom. At the end of the room, not shown by the
photograph, are two platforms, each intended to represent
the front end of a two-motor car. They are both equipped
with General Electric type-K controllers, a handbrake, con-
nected under the platform to coil springs, which give about
the same leverage as the brake of an ordinary car; also gong,
sand-plunger, and a fender-trip or trigger attached to the
controller reverse-lever. The latter is an ingenious contriv-
ance devised and patented by Mr. D. P. Powell, one of our
motormen, and since adopted by this company. By its use
a motorman is enabled to reverse a car and drop the fender
with one movement of the hand. The controllers on these
platforms are not connected to any apparatus, but are sim-
Motormen's Schoolroom — Denver City Tramway Company.
iil> placed there to show the atudeni their construction, and
to give him instruction in the proper method of turning on
the current. Alter the switch-roll and cut-out switches have
been explained to him, he takes his place on the platform,
while the Instructor stands at the controller shown by the
photograph, gives the "go-ahead" signal, and actual practice
in starting and stopping a car begins.
After aatlsfacton progress has been made by the student,
ins attention Is nexi lineted to a chart which shows the
method ol wiring a ear. Here he traces the ourrent as It
: itom the trolley woe and follows its path through the
machinery and apparatus ol the car, until II again Qnda Its
way bach to the po on I >iis. The prln
clple and use of the tank Lightning-arrester are next explained
.. ti how to Keep these in working order. Con-
able time also is given to tl * be ear ri
ance and its functlo
The Instructor's platform, shown In the Illustration, is
equipped with the sanx apparatus bj thai used (or the stu-
denl pi oi Ided with both the Inoande
and are headlights, in addition, however, the controller op
machlnei > used for Instruction
two large tans are placed in the circuit and
i nderneath each fan Is ■
and » hen either fan is in clrcuil I
186
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 6.
burn and illuminate th = transparent glass front. Through a
similar transparency the fans are also shown when running
either in series or multiple.
A great deal of the student's attention is directed to the
scheme of the controller. The principle of first throwing the
motors into series and then into parallel is dwelt upon at
some length. The difference in wiring and flow of current
when in series and parallel or multiple is demonstrated by
carefully prepared illustrations. For this particular lesson
we have seen nothing better than the drawing prepared by
the Brooklyn Rapid Transit Company, and used in its school
for motormen. It shows two waterwheels placed one above
another on the same service pipe. This is used as an illus-
tration of the motors when in series. The second drawing
shows two service pipes, each feeding one waterwheel, and
representing the motors in multiple. To demonstrate to the
student the amount of resistance which is used at each point
in the transition of the controller handle, we use two cir.cuits
of lamps, shown in the illustration under the series-multiple
transparency. On the first series-point, they all burn, and
are gradually cut out as the last series point is reached. On
the first multiple-point all the lamps but four again burn,
and the student has an ocular demonstration of the resistance
in circuit at each movement of the handle.
At the back and to the left of the instructor's platform
we have placed a circuit-breaker, overhead switch, fuse-box
and two light-circuits with which the ordinary car is equipped.
The uses of these appliances are carefully explained by the
instructor, and the student receives many hints and sugges-
tions in the manner of detecting and repairing slight defects
that may appear in the car lighting system.
The best methods of avoiding accidents are discussed,
and the student is impressed with the necessity for calmness
and self-control when danger is imminent. The quick use of
the reverse is demonstrated, and the best method of feeding
the motors in order to obtain the greatest efficiency from the
reversing process, is fully explained. In this connection the
use of the sander is taken up. The instructor shows how
the track may be sanded to the best advantage and how to
avoid flattening the wheels.
Our schoolroom is fitted with a section of overhead line,
showing an overhead switch and circuit-breaker; and the in-
structor takes much pains in explaining to the learner the
necessity for turning off the current and reducing the speed
of the car when passing under special work. We find that
motormen as a class are much more careful to avoid injury
to the overhead lines if they are shown in detail just what
damage may result by careless handling of the current and
fast running.
The student's attention is next directed to the principle
of the electric track-switch. On the right of the room we
have placed a box containing the circuit-changer, with resist-
ance coil on the outside, and an insulated section of the
trolley wire, upon which the trolley must rest when the
switch is being operated. The student is made acquainted
with the operation of the circuit-changer and shown the
fallacy and danger of using more than one or two points on
the controller, when moving the switch lever. An explana-
tion of the delicate switch mechanism, we find, has a good
effect upon all motormen, whether experienced or not. They
are invariably more careful in applying the current after they
fully understand its workings.
All of our cars are provided, for emergency, with a "trol-
ley wire pickup." One of these is shown in the engraving,
standing against the door of the room, and holding a short
section of trolley wire. Should the trolley line break in any
district where serious delays may result while waiting for the
line crew, the conductor and motorman of the nearest car
must proceed at once to get the wire off the ground and tie
it to the nearest pole or tree; then protect passersby from
injury. The student is shown how he may handle the wire
safely and without delay, and the advantages of the "pickup''
are demonstrated to him.
The instructions given in our school are all calculated
to impress upon the learner the practical workings of the ma-
chinery and apparatus under his charge, and the necessity
for strict economy in operating. He is made to understand
also that his first thought must be for the safety and com-
fort of his passengers, and that he must exercise gentlemanly
courtesy toward all.
A story which has been going the rounds recently tells
of a fond father, who. when meeting one of the professors
of the school which his boy attended, remarked: "Pro-
fessor. I understand that my son has been taking algebra
under you." "Yes," rejoined the pedagogue, "he has been
exposed to algebra, but I'm not sure yet that he is going to
take it." After conducting our novice through a labyrinth of
instruction and after having given him the benefit of our ex-
perience in methods and practice, we often feel that we have
"exposed" him, at one sitting, to a rather good-sized fund
of knowledge; and we sometimes wonder whether or not it
will "take." and how deeply it will sink in.
We place him on a car, under a competent teacher, to
begin actual practice, however; but he is invited and expected
to return to the instruction room and go over the same course,
if necessary, or to post himself on any special subject where-
in he is lacking. We are gratified to note the general inter-
est which has been displayed by our trainmen since the
inauguration of the school. Many have attended the lecture
as often as three or four times.
Chattanooga Railways Improvements.
The Chattanooga Railways Company, a consolidation,
effected in May. 1906, of the Chattanooga Electric Railway
Company and the Rapid Transit Company, is enlarging Its
power plant at Ridgedale, building commodious shops and
car houses and reconstructing its tracks throughout the city.
Since these properties were consolidated the company has
purchased power from the Chattanooga Electric Company
under a 10-year contract. It has been found advisable, how-
ever, as a precautionary measure, to rebuild the company's
own power plant at Ridgedale and maintain it as a reserve
power station. The plant formerly contained two 300-kilo-
watt and one 400-kilowatt generators. In the reconstruction
work these generating units and two 800-kilowatt machines
will be installed and kept in condition for emergency cases.
New shops with a floor area of 125 by 200 feet have been
completed and will be soon occupied. The shops are equipped
throughout with the latest types of machine tools, each
driven by an individual motor. The partitions and side
walls of the structure are brick and the floors are concrete.
In addition to the various shops, provision is made in
this building for a store-room where all supplies for the
railway will be kept. The foundations for a car storage
house 200 by 210 feet have been laid and work on the build-
ing is being rushed. This building also will contain the gen-
eral offices of the company. Brick and reinforced concrete
construction are to be used in this structure and it will be
modern in all its appointments. It will be completed and
ready for occupancy by June 1, 1907.
Throughout the city the tracks of this company are being
relaid and several extensions to the existing lines will be
made during the present year.
The report of the Georgia Railway & Electric Company,
of Atlanta, Ga., shows that 32,073,750 paid passengers were
carried during the year 1906, an increase of 5.538,450 over
1905. The number of transfers used was 6,194,255, an in-
crease of 1,182,184. The daily average number of passengers
carried was 87,873, said to be about two-thirds of the esti-
mated population of Atlanta. The number of cars operated
increased from 128 to 143.
February 9. lyOT.
ELECTRIC RAILWAY REVIEW
187
NASHVILLE TRANSFER PRACTICE AND RESULTS.
The Nashville Railway & Light Company of Nashville.
Tenn.. has developed a transfer system that overcomes the
common abuses and produces interesting results. A central
transfer station has been established in the down-town dis-
trict of Nashville, from which all cars are started and where
all passengers are given bodily transfer privileges. There
are five other transfer points in the city but so accustomed
have the people become to the use of the central station
that less than two per cent of all passengers accepting the
transfer privileges, transfer at points other than the main
station.
The station, which is illustrated, occupies a lot 100 by
200 feet, between Third and Fourth avenues. At present only
one track passes through the building but it is planned to
lay another track at an early date so that 'north and south-
bound cars can be separated upon entering the station. All
cars pass through the building in one direction. Passengers
Entrance to Transfer Station at Nashville.
desiring to transfer from one line to another are at liberty
to do so while inside the building. A charge of five cents
la made for admittance to the station unless fare has been
paid on an Incoming car. The entrances to the si
provided with revolving gates through which no one Is per-
mitted to pass without first having deposited a nickel with
the gate attendant. Provision Is made, by means (if an open
passageway, for allowing passengers not desiring to Dae their
transfer privilege to pass to the street. By this method, 11
will be seen, only those who have paid their fares on a car
or at an- allowed In the station.
After a ear upon entering the station
Incoming and loads the outgoing passengers an
rings up on the register the number of a car
contains Be then givi coupon ticket thai
Indicates the 'late, the line and the number of fares i iitig up,
This coupon Is turned into the office by the conductoi after
each round trip as fares collected, and a duplicate coupon Is
tiirm-ii in by the Inspector at nighl \i; llected by
after the cm '"■ 'tan ft a are
ded on thi in the n oal manner
This system of transferrim- passengers baa ben in
Successful operation for several months and up to this time
the officials have not discovered a method whereby it can be
"worked." Space inside of the station is leased to candy and
fruit venders and the walls of the building are rented for
advertising purposes. An annual revenue of $4,500 is ob-
tained from these sources, which amount figures largely in
defraying the cost of maintaining the station.
The Nashville Railway & Light Company operates 10f>
regular cars on a five-minute schedule on the several lines
and during the rush hours the number of cars is increased
to 120 or 150 and the headway is reduced to four min-
utes on many of the lines. For this reason it would be ex-
pected that serious congestion should result from the han-
dling of so many cars at one point, but owing to the fact
that the station is principally patronized only by those de-
siring transfers no serious blockade has ever occurred.
This centralization of transfers has, however, its disad-
vantages, inasmuch as it is necessary in some instances to
carry passengers a greater distance than would be necessary
were transfers given at the point of intersecting or diverging
lines, but it is claimed that the disadvantages are more than
overcome by the many advantages obtained from defeating
the common abuses of the transfer privilege. On account
of the small number of individual transfers used by the con-
ductors the company is able to keep very close records of
transfers issued. Each conductor is known by his number
and is provided with transfers bearing this number.
By this method of keeping tab on the transfers issued
the company can immediately trace to its source any trou-
ble that may arise, and ascertain the facts. When a con-
ductor reports for duty he is given a book of transfers, bear-
ing his number, and his punch, which are kept in individual
boxes in the office at the transfer station. Upon leaving his
run it is obligatory that he deposit them until he again takes
a car. Infraction of this rule is punishable by a three-day
lay-off, and repeated infractions by dismissal. In case of a
three-day lay-off the conductor is compelled to report at the
office at the usual time daily.
Elevated Railroad for Rio de Janeiro.
Consul (i. E. Anderson, of Rio de Janeiro, reports that
one of the last acts of the retiring administration of Brazil
was the granting of a 70-year franchise to Carlos Schmidt and
others, of Rio de Janeiro, for the construction of an elevated
railroad to serve the city of Rio de Janeiro and its suburbs.
This franchise was obtained for an American company. It
represents a purely American enterprise and present plans
are that all the equipment will be purchased in the United
States. The company, according to statements made *y
its projectors in Rio de Janeiro, was organized a short time
ago in the state of South Dakota and was capitalized at $50,-
000,000. Charles E. Browne, of New York city, is its presi-
dent. It is planned to send a staff of engineers and technical
experts to Rio de Janeiro to commence the preliminary
work. Within four years 1 3-5 miles must be in operation.
Plana call tor about 60 miles of right of way, which is to be
double-tracked throughout. The third-rail electric system will
be used, motive power to be derived from the company's own
plant or from one of tho two great concerns now preparing
to develop water power in the mountains near Rio de Janeiro
It Is planned to establish a local and a through service for the
It of the people living in the suburbs.
The projectors eatlmati that tho first year's business on
a full working basis ought to show tho carriage of passengers
to the extent of many times the population of tho city at
i its privileges the company holding the conces-
sion must pay tho municipality 50,000 mllrels per 'annum for
the Mrst. ;. minim for the next 30 years,
and 70,000 mllrels per annum for the following 30 year: At
■•. onlil amount to $16,660, $20,000 and
actively.
188
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 6.
FEEDER AND RETURN SYSTEMS.
HENRY DOCKER JACKSON, E. E.
In designing the distribution system of an electric rail-
way, it should be noted that there are two methods of pro-
cedure; first, with regard to ultimate economy, and second,
with regard to first cost only. The first takes into considera-
tion, not only the cost of the feeder system, including rail
bonds, but also the cost of repairs to motors, controllers, etc.,
as well as the loss over the feeder system. The second con-
siders the lowest possible cost of feeders and rail bonds that
will allow cars to be operated.
There are many electric roads in operation where the
feeder system is so small, and the rails so poorly bonded,
that although the cars run at long intervals, the loss over the
feeder and return, plus the excessive repairs required on the
motors, controllers, etc., would go a long way toward paying a
dividend. This could be remedied by the addition of a com-
paratively small amount of feeder and by rebonding the rails.
In order to understand why these things occur, it is nec-
essary to go back to the days of the early roads. When elec-
tric roads were first built, it was seriously suggested that only
the overhead feeder was necessary as the current would
return through the earth. The first trials showed the mis-
take. It was then attempted to make use of the rails in a
small way by tying them to a supplementary wire laid be-
tween them. This worked well for a while, as the cars were
light, the speed low and the power required small in amount.
As the speeds increased the power also increased, thus for
most lines additional grounds or return wires were found
necessary. In the meantime it was found that joining the
rails in good electrical contact would result in a far better
return.
Thus the rail bond was introduced and the return wire,
which had been placed overhead, was utilized as a feeder.
Each new road was patterned after the old roads, with the
result that in many cases the feeder systems were far too
small. Therefore until recent times the majority of the roads
have had inadequate feeder systems. The rolling stock, motors,
controllers and generators increased in size and value of ser-
vice. The overhead wire and rail joints were neglected;
even when new roads were built the old methods of track
and feeder work were followed. No calculations were made,
but the feeder system of some other road was copied in its
entirety. No allowance was made for increased traffic, and
it often occurred that even from the first the feeder system
was inadequate. It was not uncommon, and for that matter
is not unknown to-day, to find that the pressure at the end
of* a line is down to 200 volts, while the station pressure is
550 volts. Would any transmission engineer consider in-
stalling a line where the loss, even for a few hours of the
day, was as great as this?
The results of such poor feeder circuits were threefold:
First, the line loss was excessive and the power required to
operate the cars was far above what it should be. Second,
the motors having to operate at such low voltages were slow
in accelerating. The cars had to be overworked to make the
schedules, and thus the motors were overloaded. It was no
uncommon thing for a motorman to throw the controller full-
on; the excessive feeder drop would prevent the fuse from
blowing, but the motors got far more current than they were
designed for and as a result, burned-out fields and armatures
were common occurrences. The third result appeared as
burned-out controllers and flashing-over of motors, caused by
the rise in voltage on the line, either from the sudden throw-
ing off of the controller on the car which had had the flash,
or on some other car. The guarding against these conditions
is of as much importance as ever and should carefully be
considered in designing a feeder system.
It would be quite as good engineering to spend as much
time in the design of the distribution system as is spent in
preliminary work on the power house, rolling stock and
motors. This practice should result in the line loss being
reduced to the smallest amount consistent with the interest
on the investment for copper. To obtain the best results
in designing our distribution lines, a careful study of the
physical and operative features of the road is necessary.
The probability of increased traffic should be considered
along with the stability of the construction materials.
Having these figures well in mind the size of the rail
may be determined, and from this the question of rail resist-
ance. Right at this point many errors have crept into resist-
ance calculations. Most handbooks and many engineers give
figures for the conductivity of steel rails as compared with
copper as 1 to 6 or 1 to 7. Authoritative tests show that such
ratios are too low for even low carbon steel as used for third
rails, and that for rails used for traction purposes a ratio
of 1 to 10 or 1 to 11 is more correct. A rule-of-thumb method
is to assume that each pound of rail per yard is the equivalent
of 10,000 circular mils cross section of copper; thus a 70-
pound rail is the current carrying equivalent of 70x10,000 =
700,000 circular mils cross-section of copper. With this as-
sumption and the joints bonded to the full capacity of the
rail no allowance need be made for drop at the joints. Nev-
ertheless it will be found advisable to add 15 per cent to
the rail resistance as just estimated, when computing the
total resistance of the track. This allowance is usually war-
ranted because the rail is seldom bonded to its capacity; for
example, the usual bonding for city service is two No. 0000
bonds for a 90-pound rail. The two No. 0000 bonds have a
cross-section of 423,200 circular mils, while the rail is the
equivalent of 900,000 circular mils.
When a joint is first bonded, its resistance may be as
low as that of the same length of rail, this being partially
due to the carrying capacity of the plates. Rust, however,
soon insulates the plates and then the joint is reduced in
capacity to the conductivity of the bonds.
To what capacity the rails should be bonded is determined
by the conditions of service and cost of power. The resist-
ance of the bond when first installed should be as low as
possible; at least so low that the loss at the joint will not
exceed the interest on the cost of the bond.
In addition to the rails, there is often required other re-
turn capacity. To what extent this should be added depends
on the same factors. If the cost of power lost in the track
return circuit will more than pay the interest on the existing
amount of copper then more copper should be added to bal-
ance the equation. This rule will apply where no danger
of electrolysis exists, otherwise the drop over the return
circuit must be made low enough to prevent troublesome
electrolytical effects.
The type of bond to be used will largely depend on local
conditions as well as on the kind of joint used. Cross bonds
should be used as seldom as conditions will warrant. Their
duty is to prevent open circuits in the return, and to make
available at all times the full capacity of both rails. With
the rails connected by double bonds at each joint, the value
of cross bonds grows less. Too much reliance should not be
placed on them because they may be broken by digging in
the streets or be stolen from open track work.
There are many excellent methods for making the rail
a continuous conductor, the more satisfactory of which afford
a conductivity at the joint even greater than that of an equal
length of rail. Some of the more acceptable types of bonds
may be enumerated briefly:
Soldered bonds are easily and quickly installed, have low
resistance, are cheap and, when care has been taken in plac-
ing them, they may be considered as permanent. There is
also the desirable feature that they may be placed during wet
weather. Wherever these bonds have not met expectations
the failure has been due to one of three things — not cleaning
February 9, 1907.
ELECTRIC RAILWAY REVIEW
189
the rail surfaces, insufficient heating of the rail or quenching
the solder too quickly.
A bond of the steel-terminal type has recently been de-
veloped. It is thought that such bonds will make very good
joints, but heretofore failure has been met on account of the
inability to make a perfect union between the steel terminal
and the copper bond, or the copper has been weakened dur-
ing the process of manufacture.
The various makes of plug-terminal bonds are well known
and they have shown that when carefully installed they will
give excellent results in service. In placing such bonds care
must be taken to thoroughly clean the hole after drilling and
the work should be done in clear dry weather.
Other methods of making the rail a continuous conductor
are by the use of electrically welded joint-plates, plastic bond-
ing, by the Nichols cast-zinc joint, the cast and thermit welds.
It should be remembered that no matter what type of
bond or rail connection is used, special care is warranted
in executing on the work.
DELAY REPORTS AT MEMPHIS.
ELECTRIC RAILWAY TELEPHONE SERVICE.
Dr. C. J. Woodbury, of the American Telephone & Tele-
graph Company, was the speaker at the meeting of the New
England Street Railway Club on January 31, his topic being
the "Application of the Telephone to Railway Service." The
address was illustrated by lantern slides and portable tele-
phone apparatus for street railway use was shown.
After a brief historical note on the early suggestions for
the use of electric signaling on railways and a short dis-
cussion of the value of the fixed and portable telephone in
modern steam railroad practise, with special reference to
the partial displacement of the telegraph and the operation
of simultaneous telephony and telegraphy over the same
wires. Dr. ^Yoodbury took up the use of the telephone in
electric railway service.
The application of the telephone to street railway ser-
vice increases the economy of both plant and operation, as
single-track roads in thinly populated regions can be oper-
ated at an efficiency and with a flexibility that would re-
quire a double-track line for safe service without the tele-
phone. As a means of instantaneous transmission of all
kinds of operating intelligence it is unsurpassed. A case
was cited where a collision of two approaching cars on a
single-track section was narrowly averted by a watchman
telephoning the power house to shut off the trolley circuit.
Portable telephone sets are generally preferred to fixed
sets for long mileage and few cars. Dr. Woodbury stated
that the experience of the steam railroads had favored the
use of the Bell telephones for the reason that the tele-
phone company maintains the plant so that there is a
virtual guarantee of its use; the railroad company is not
obliged either to train men for this work or to repair the
line. The guarantee of the telephone company also Insures
first-class apparatus, which may not otherwise be forthcom-
ing.
Several forms of portable sets, weighing from 13.5 pounds
in In use. though tin- more substantial forms are con-
sidered preferable. Jack-boxes on poles must be well in-
sulated and also be rain, snow, insect and "fool-proof." In
the latest equipments the jack is carried at the end of tho
portable circuit from the car, tho plug being Installed In the
jack-box, which resembles a large petticoat Insulator. Tele-
phone circuits should be transposed St least every eight polet
and the transposition of parallel circuits staggered. Fixed
telephone sets in the restlbules of cars are found preferable
on roads having a large number of cars and congested '
as they may be used more rapidly by merely attaching the
flexible wires to a pole than when It Is necessary to Like a
telephone set. from a car and hang it upon b pole.
instruments, giving loud and oleai ti
tlal In railway service.
An interesting system of issuing delay reports, which
illustrates the value of close organization in street railway
operation, is in use on the Memphis Street Railway Company's
lines at Memphis, Tenn.
This company operates cars on 14 routes, over each of
which a division superintendent has complete charge. All cars
in making their runs pass the intersection of Main and Madi-
son streets where a car checker records the car number (and
train number during the day) and the time each car passes
that point. If any car is found to be running behind its
schedule it is necessary that a reasonable explanation be
made. The crews make such reports to the division superin-
tendent, who reports to the superintendent of transportation,
and he to the general superintendent. So thoroughly has the
plan of reporting the causes of delays been developed inde-
pendent of the train dispatching system that it is not un-
common for the delay reports to reach the main office before
The Mempf^s Street Railway Company
DAILY REPORT OF SUPERINTENDENT OF TRANSPORTATION
Weather Date 1°"
SPECIAL OCCASIONS
L.NE
OCI ISTOM
no B MC*n
.,,,,.,„,. , . ,,. . 1
■ .—
DIVISION SUPERINTENDENTS OFF DUTY
HAM
WHO SimiTITTlNa
DELAYS TO SERVICE
LINE
CAR No
nui
CAM.
— . —
" "
ALL CARS OUT ON TIME. EXCEPT AS FOLLOWS:
LINE
... n
n-o-o.
Tim* Oul
inion m l.l.v
_
NUMBER OF MEN ON LIST
MOTOR MKN
TOTAL
Tom
Superintendent's Dally Report, Memphis Street Railway.
the car record blanks have been completed. The delay re
ports furnish details as to the line, car number, time (both
ways), and cause of the delay. The accompanying lllustra
tion Is a reproduction Of a daily report blank used by the
superintendent of transportation of this systi m
About Railways.
In Great Britain you find both the cheapest and most
expensive miles of railway ever constructed. The eight-
mile line known as the Wotton tramway, and which was
built to tho order of the late duke of Buckingham and
Chandos, cost only £1,40(1 a mile. It is of standard ran;-' Bad
Is now used as a ll^ht rallv.
The most costly piece of railway line In the world Is
ih.it between the Mansion bou e and Udgate, on the i;
ad, London. R cost nearly E8,0Oo,(hhi. r.ctwecn Trinity
square and King William statue the record rose to no
Hi. in 1,000 guineas n yard, about E80 an Inch. — London
Answers.
190
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 6.
MASPETH CAR HOUSE AND SHOPS OF THE BROOKLYN
RAPID TRANSIT COMPANY.
The Brooklyn Rapid Transit Company has recently
started construction work on a new fireproof surface car
barn to accommodate 45 cars, with inspection pits and a
small machine shop, and an auxiliary open storage yard with
a capacity for 105 cars, in the village of Maspeth, N. Y., to
take the place of the now inadequate barns at the corner
of Grand street and Juniper avenue, where the cars of the
Fresh Pond-Flushing, Flushing avenue, North Beach, Grand
street and Metropolitan avenue lines are housed. Maspeth
is an important operating point of the company and it has
been decided to spend about $500,000 in the erection of ade-
by a tile fence. A small building within the yard will have
compartments for signs, lamps, salt and sand. The entrance
to the car barn on Grand street is not of sufficient width to
give room for more than two tracks, one having switch con-
nection with the other and forming a straight storage track
the entire length of the building. The other is a lead track
serving seven tracks equipped with inspection pits. That
section of the building formed by the acute angle at the in-
tersection of Juniper avenue and Washington street and a
space 35 feet 4 inches wide along the Washington street end
is devoted to shop purposes. In this section are gauntlet
tracks for wheel storage, over the center of which are sus-
pended from the roof an I-beam trolley runway with chain
hoists. The shop will have a forge and several installations
Brooklyn Rapid Transit Company — Floor Plan of New Office, Shop and Storage Building at Maspeth.
quate car barn and storage facilities. The structures will be
similar in design and equipment to the large new barns and
shops of the company at Ninth avenue, which are approaoh-
ing completion.
The ground upon which the car barn will stand is tri-
angular in shape, with a frontage of 50 feet on Grand street,
the entrance. The building will extend back to Washington
street a distance of 400 feet, with a rear depth on Washing-
ton street of 193 feet and a frontage on Juniper avenue, the
hypothenuse of the triangle, of 424 feet. The building will
consist for the greater part of a single high story, but will
be a two-story structure for a distance of 150 feet along
Juniper avenue. West of the building will be erected the
open car storage yard with 13 tracks served by 6 switches
from a Grand street lead track. Through the center of this
yard a fire wall will extend and the yards will be surrounded
of modern machines will be made, so that light repairs can
be made without the necessity of sending cars to the com-
pany's car building shops in South Brooklyn. Each lathe
or other piece of machinery will receive power individually
by direct connected motor, using current from the company's
wires. A crane runway extends along the Washington street
end and this section is equipped with the usual complement
of jib cranes.
Reference to the engraving presented herewith will show
the attention which has been given the matter of fire protec-
by direct-connected motor, using current from the company's
storage yard. The Grand street frontage of the office por-
tion of the building gives room for the entrance hall and a
waiting room for the trainmen. Then come the offices of the
dispatchers, the register takers and the day and night depot
masters. Back of these are the toilet room and locker room
February 9, 1907.
ELECTRIC RAILWAY REVIEW
191
for the men, boiler room, coal bin. sash storage room, locker
and lunch room, stock room and a small office. On the second
floor of the barn are offices for the division superintendent
and his clerks, and for the men in charge of the mechanical
department of this station. A well-lighted and airy lunch
room will be equipped on this floor and will be ready for
business at all hours. Back of it are club and lounging
rooms, with a piano and other forms of amusement, includ-
ing two standard bowling alleys.
The exterior of the entire structure will be of a fine
gTade of red pressed brick, while its interior walls are to be
constructed of tile and ornamental brick. Floors are to be
concrete and ceilings of steel, so that the entire structure
will be practically fireproof.
WORK AND WRECKING CAR OF THE CINCINNATI
TRACTION COMPANY.
A general utility car of interesting design has recently
been put into use on the lines of the Cincinnati Traction
Company, at Cincinnati, O. As shown in the accompanying
illustration, the car is provided with a swinging boom and
ing. rotating and racking motions respectively. These mo-
tors are controlled from the cab, the wires passing tin
conduits under the floor and up through the post of the crane
to the motors, which are located on the boom. The original
design of the crane contemplated handling loads of three
tons, but some changes have been made in its design so that
the equipment is now capable of lifting six tons. The car
complete weighs about 50,000 pounds.
THE STRENGTH OF INSULATOR PINS.
Much useful information regarding the comparative
strength of wooden insulator pins is furnished in a late re-
port of the Purdue University timber-testing station of the
department of agriculture. The report covers the tests made
on 53 samples of oak, black locust and rock elm. As stated,
though furnishing a fairly reliable indication of the com-
parative strengths, the number of specimens was not suf-
ciently large to establish these values as absolute.
The pins were of standard size, lVi inch by 8 inches.
The oak pins were from % to % inch shorter than the oth-
ers, and of slightly smaller diameter at the shoulder. Their
Halt Elevation
H/tir Seer/on
Cincinnati Work and Wrecking Car.
hoist mounted over one truck, which makes this equipment
available for wrecking purposes. The car is 36 feet long and
8 feet wide. The stringers consist of 8 by 10-inch yellow
pine, reinforced on the inside by 8-lnch channels and on the
outside by 1 by 11-lnch steel plates. The other underfram-
ing of the car is reinforced by %-inch plates joined to the
stringers with 3*4 by %-inch angle plates. The floor is laid
in two thicknesses, the lower of 2-lnch plank laid trans-
versely, and the upper of 1-inch lumber laid lengthwise of
the car. The trucks are of the Elliott type with 4-foot 6-
lnch wheel-base and carrying Westlnghouse No. C,8 motors.
The Cincinnati Traction Company's 33-inch standard steel
wheels are used. A motorman's cab located at the front end
of the car Is 4 by 6 feet In floor area, which allows a 2-foot
apace on either side of the car floor that may be utilized
when carrying steel rails or other supplies of a length equal
to or greater than that of the car floor. Thirty-inch side-
boards are provided so that the car may be utilized for band-
ling gravel or other loose materials.
crane, which Is probably the most novel feature of
the car, is located at the rear end of the platform and Is a
'iinatlon of the rotating, racking and hoisting types. It
was furnished by the Waiting Foundry Equipment Company,
Of Harvey, 111. The derrick Ii.ih a total height of 8 t»
Inches above the cat BOOT and the hoisting block has a travel
Of 10 feet from the poll to the end of the boom. Motors of
12, 5 ami 1 lip. capacity are provided for operating the hoist-
lever arm was also about % inch shorter than in the cases
of the other two species.
From the results obtained it appears that the breaking
strength of the two shipments of black locust pins was prac-
tically the same, and may be taken as 4,000 pounds. Live
oak pins came next in order of strength, with a breaking
moment of about 3,000 pounds. Rock elm pins were the
weakest, having a breaking strength of 2,500 pounds. The
oak pins were the heaviest, the locust next, and the elm the
lightest. The locust and elm pins failed mostly by split-
ting from the threads to the shoulder, or by tension at the
shoulder. Occasionally the portion of the pin Inserted In
the block failed by shearing horizontally. The oak pins
nearly all failed by tension at the shoulder. An Interesting
point indicated by the results is that the breaking itrei
of the pins varied nearly directly as the number of year-
rings per radial Inch.
The Columbus Railway & Light Company, of Columbus,
O., carried over 60,000,000 passengers, Including trau
during the year 1906, an av« I 1.250 dally. On straight
fares, about 40,000,000 were carried, an average of 110,
The receipt: oi the company for the year approximated
$1,540,000. The average fnro Including I waB two
and ilx-tenthi cents and excluding tranaferi a fraction less
than four cents. Cash fares made up the advance over
and four the price of the seven-for a-quarter
tickets.
192
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 6.
THE SUBSTITUTION OF THE ELECTRIC MOTOR FOR
THE STEAM LOCOMOTIVE.*
(CONTINUED FROM PAGE 160.)
BY LEWIS B. STIIXWELL AND HENRY ST. CLAIR PUTNAM.
Comparative Costs of Operation.
The substitution of electric for steam equipment involves
a large investment in power plant, and in electric conductors
and apparatus for conveying power from the power plant to
the moving trains. The distributing system for alternating-
current equipment, which is the only class of equipment de-
serving serious consideration in connection with the general
problem which we are discussing, comprises an addition to
permanent-way equipment in the form of overhead construc-
tion and electrical conductors conveying power from the power
house to the trolley or conductor which is carried above the
track. For the trolley, a potential of 11,000 volts is suitable
and can be adequately insulated. The mechanical support for
the trolley comprises, preferably, steel poles with brackets or
light steel bridges spanning the track.
The cost of the power plant and distributing system are
properly chargeable to capital account.
Our estimates are based upon the assumption that single-
phase alternating-current equipment is used; that the trolley
potential is 11,000 volts; that each power-house supplies rail-
way line to a distance of 150 miles in each direction, the
feeder potential employed being 60,000 volts; that the over-
head construction is first class in every respect, and steel
bridges and field poles set in concrete being exclusively used
for the support of both trolley conductors and feeders.!
As regards equipment of the rolling stock, it is the general
practice of our railways to charge against operating expenses
all new equipment purchased to replace that which has been
worn out in service. In the adoption of electricity, it would
seem that this method might be followed in general by our
more important railway systems, the substitution of electric
equipment beginning naturally upon those parts of the sys-
tem where the resulting advantages are maximum. In
cases where the initial substitution of electricity is on a
large scale, as compared with the total rolling-stock equip-
ment of the railroad making the change, it is probable that a
part if not all of the cost of electric rolling stock equipment
will generally be charged to capital account.
We proceed to compare the cost of electric operation with
the cost of operation by steam locomotives, using as our stand-
ard of comparison the grand average results in steam opera-
tion in the United States for the years 1901-1905, inclusive.
These average results are set forth in the following tables
compiled from the reports of the Interstate Commerce Com-
mission and printed herewith. Many of the items included in
this tabulation vary between wide limits in the practice of
different railroads.
Maintenance of Way and Structures.
Under the general heading, "Maintenance of Way and
Structures," item No. 1, "repairs of roadway," if changed at
all should show some reduction under conditions of electric
operation, but obviously no material change is to be expected.
We assume therefore that this item, amounting to 10.818 per
cent of total operating expenses, will remain unchanged.
The items, "renewals of rails," "renewals of ties," and
"repairs and renewals of bridges and culverts," may be con-
veniently grouped. In the aggregate, these on the average
steam operated railroad amount to 6.33 per cent of the total
cost of operation. Prom the best study which we have been
able to make of the detailed factors comprised under these
three items of the classification, it would seem that under
electric operation they should be reduced about one-fourth; in
other words, they should approximate 5 per cent of the total
operating expenses.
The cost of track-maintenance is increased by reason of
the electric bonding of the rails. This bonding, including the
cost of special bonds necessary where an automatic track-
signal system is used, will cost about $500 per mile under
average conditions. Its cost of inspection and maintenance
should not exceed $50 per mile of single track per annum.
The annual cost of "renewals of rails," "renewals of ties,"
and "repairs and renewals of bridges and culverts," averages
•Extracts from a paper presented at the 213th meeting of
the American Institute of Electrical Engineers, New York. Jan-
uary 25, 1907.
tin assuming the use of the single-phase system we are not
condemning other systems. The three-phase system has not re-
ceived from American engineers in general, that degree of con-
sideration which its possibilities and demonstrated advantages
Justify. Its use. at least on mountain-grade divisions, can be
supported by very strong arguments.
in the United States $400 per mile of track, which as above
stated, is 6.633 per cent of average operating expenses, under
steam operation, and for equal trains, as we have estimated,
5 per cent for electric operation. The effect of the cost of
track-bonding, therefore, would increase the items under con-
sideration by about one-eighth, which is equivalent to an in-
crease of 0.8 per cent in operating expenses. To avoid pos-
sible confusion, we include the cost of "repairs and renewals
of track bonding" as a separate item in the column "Estimated
Cost of Operation by Electricity."
Under the general conditions which will govern where
electricity is substituted for steam in railway operation, there
can be no doubt that the substitution will result in a material
reduction in the cost of maintenance of rails, ties, bridges,
and culverts. In this substitution electric locomotives will be
used for freight traffic, while for passenger traffic locomotives
will be eliminated ultimately and multiple-unit car equipments
employed.
The hammer-blow upon rails is largely and in some cases
wholly avoided by the adoption of electricity.
In view of the fact that our railways have been spending
large sums of money to increase the stability of the roadbed,
to strengthen bridges and culverts, and to maintain rails in
position upon the ties, the advantage which the electric loco-
motive possesses in its higher ratio of tractive effort to
weight is important, even in freight traffic at low speed.
Reverting to Table I, item 5, "repairs and renewals of
fences, road-crossings, signs and cattle-guards," will not be
changed by the adoption of electricity.
Item 6. "Repairs and renewals of buildings and fixtures,"
includes repairs and renewals of engine houses and shops,
also water tanks and coal-handling apparatus. Under electric
/ Amount
1905
Per cent.
Aver-
age
Five
Years!
Estimated
Cost of
operation
by Elec-
tricity
Item
1905
1904
1903
1902
1901
Maintenance of Way
and Structures
274.415.279
19.784
19.519
21.185
22.255
22.272
21.003
22.354
1 . Repairs of roadway
144,161,701
10.393
30.348
11.093
11.331
10.294
10.818
10.818
2. Renewals of rails. .
18,259,022
1.316
1.298
1.386
1.521
1.67.6
1.439
3. Renewals of ties. . .
36.856.864
2.857
2 519
2.487
2.838
3.140
2.728
5.00
4. Repairs and renew-
als of bridges and
32.166,990
2.319
2.228
2.461
2.593
2.730
2.466
5. Repairs and renew-
als of fences, road-
crossings, signs and
cattle-guards
6,179,686
0.446
0.437
0.527
0.625
0.598
0.527
0.527
6. Repairs and renew-
als of buildings and
2.114
2.147
2.590
2 562
2.417
2 366
1.300
7. Repairs and renew-
als of docks and
2.883,274
0.208
0.209
0.235
0 220
0.283
0.231
0.231
8. Repairs and renew-
als of telegraph. . .
2,374,932
0.171
0.179
0.165
0 173
0.158
0.169
0.169
9. Stationery and
printing 383.158
0.028
0 029
0 032
0.031
0.029
0.030
0.030
10. Other expenses
1.829.448
0.132
0.125
0.209
0 361
0.317
0 229
0.229
Repairs and renew-
als of track bond-
0.800
Repairs and renew-
als of overhead
construction
3.250
Maintenance of Equip-
28S.012.604
7,831,965
20.765
0.565
19.967
0.567
19.133
0.559
19.127
0.601
18.629
0.599
19-524
0.578
12.287
11. Superintendence . .
.578
12. Repairs and renew-
als of locomotives: 114.988,428
8.290
7 904
7.408
7.246
6.695
7.509
2.253
13. Repairs and renew-
als of passenger
27,342.129
113,723.239
1.971
8.199
1.951
7.777
2.044
7.442
2.157
7.432
2.277
7.436
2.080
7.657
2.080
1 4. Repairs and renew-
als of freight cars.
6.000
15. Repairs and renew-
als of work cars
3.360,390
0.242
0.231
0.242
0.245
0.233
0.238
0.238
1 6. ^Repairs and renew-
als of marine equip-
2.650,543
9.186.101
0.191
0.663
0.154
0.704
0.177
0.696
0.215
0.643
0.234
0.605
0 194
0.662
0.194
17. Repairs and renew-
als of shopmachin-
ery and tools
0.500
13. Stationery and
595,571
0.043
0.042
0.046
0.044
0.043
0.044
0.044
19. Other expenses. .. .
8.334.240
0.6011 0.6371 0.51S
0.544
0 507
0.562
0.400
Note. — It is customary with some railroads using electric equipment to include under
the general heading " Maintenance of Equipment." the maintenance of the power plant
and electric transmission systems. Both of these, however, are more conveniently treated
by including them in the cost of electric power delivered to the overhead trolley system
or third rail.
February 9. 1907.
ELECTRIC RAILWAY REVIEW
H'3
1 Amount
Item 1905
Per cent.
Aver-
age
Five
Years
Estimated
Cost of
operation
by Elec-
tricity
1905
1904
lata
1902
1901
Conducting Transporta-
tion 769.613.017 55. 486
56.670
55.893
34 671
54.979
55.540
43 454
20. Superintendence . . 25.007.322 1 803
1.779
1 742
1.711
1 726
1.752
1.752
21. Engine- and round-
housemen. . 130.437.844 9.404
9 550
9.562
9.401
9.340
9.451
4.710
22. Fuel for locomo-
tors 156.429.245 11 278
12 128
11.675
10.776
10.602
11.292
5.553
23. Water supply for
locomotives 9.147.590
0 660
0 659
0 614
0 623
0.612
0 634
0.000
24. Oil. tallow, and
waste for locomo-
tives 5.442.970
0 392
0 397
0 389
0.366
0.361
0.381
0.250
0.228
25. Other supplies for
locomotives 3.295.384
0 238
0.248
0.232
0.218
0.2-6
0.228
26. Train service 90.654.520
6.536
6 735
6.677
6 737
7.011
6.739
6 739
27. Train supplies and
expenses 21.963.086 1.583
1.581
1.552
1.500
1.471
1.537
1 000
28 Switchmen, flag-
men and watch-
men 60.141.422 4.336
4 386
4.313
3.984
3.848
4.173
4.173
29. Telegraph expenses 24.823.266 1 790
i 788
1.754
1.784
1.785
1.780
2.000
30 Station service. . 89.304.658 6 438
6 605
6.664
6.832
6.947
6.697
6 697
31. Station supplies. . 8.961.573 0 646
0 686
0 667
0 676
0.672
0.669
0 669
32. Switching charges.
balance 4.201.050 0 303
0 280
0.244
0 272
0.319
0.284
0 284
33 .Car per diem and
mileage, balance. . 18.835.325
1 358
1.358
1.400
1.480
1.618
1.423
1 423
34. Hire of equipment.
balance 3.040.641
0.219
0.195
0.214
0.180
0.161
0.194
0 194
35. Loss and damage. . 19.782.692
1.426
1.279
1.094
0 990
0.819
1.112
0 750
36. Injuries to persons 16.034.727
1.156
1 196
1.120
1 048
0.911
1.086
1.000
37. Clearing wrecks . . 3.594.658
0.259
0 275
0 284
0.221
0.189
0.246
0.200
38. Operating marine
equipment 9.903.479
0.714
0.696
0.745
0 721
0.862
0.748
0.748
39. Advertising 5.959.380
0.430
0.418
0.428
0 429
0.428
0.427
0.427
40. Outside agencies 19,688.261
1.419
1.411
1.449
1.579
1.615
1.495
1.495
41. Commissions 233.987
0.017
0.022
0.044
0.077
0.089
0.050
0 050
42. Stock yards and
elevators 786.850
0 057
0060
0.057
0 069
0.075
0.064
0 064
43. Rents of tracks,
yards and termi-
nals 23.947.881
1.727
1.563
1.544
1.519
.1.724
1.615
1 615
44. Rents of building
and other property 4JU4.407
0.347
0.382
0 411
0.440
0.440
0 404
0 404
■45. Stationery and
printing 8.772.789
0.632
0.640
0.642
0.622
0 638
0.634
0 634
46 Other expenses. 4.408.010
0.318
0.353
0 376
0.416
0.510
0 395
0 395
Ocacral Eipenses ' 55.022.127
3.965
3.844
3.789
3 947
4.120
3.933
3.933
47. Salaries of general
officers 11.676.616
0.842
0.841
0.823
0.925
0.964
0.883
0.883
48. Salaries of clerks
and attendants. . . 18 562.142
1.340
1 313
1.254
1.244
1.262
1.283
1.283
49. General office ex-
penses and sup-
plies 3 459 470
50 Insurance 6.885.932
51. Law expenses 7.096.275
0.249
0 496
0 512
0.230
0 471
0.613
0 234
0.432
0 541
0 249
0 412
0.558
0.257
0 384
0 549
0.244
,, m
0.649
0.244
0.439
0.549
52. Stationery and
printing (general
expenses) 2.439.781
0 176
0.170
0.175
0.168
0.161 0.170
0.170
S3. Other expenses ... | 4861.911
0:350
0.306
0 3330
0 391
0 447
0.365
0 365
R*cas4taisttoa of Ei
19.519
21.185
22 255
22.272
21 003
54. Maintenance of
way and structures 274.415.279
19 784
22.354
66. Maintenance of
equi pmer. • -• - 0 K2.004 20 . 766
19 967
19.133
19 127
18.629
19.524
12.287
66. Conducting trans-
portation 769.613.017 55 488
M '.70
'.', VM
-,t (71
54.979
H MO
43 454
67. General eipenses 66.002.127 3 966
3.844
3 789
3 947
4.120
3 933
3.933
Grand Total . .. ' 1.387 .043.0 27100
in
100.
100.
100. 100.
u on
opera li our opinion thai this Item will be reduced
from cent to about 1.3 per i anual
rises.
Item 7 '"Repairs and renewals of dock! and wharves,"
obviously will not be affect)
Repairs and renewal! of telegraph." It la i>roi>
able • Item win be somewhi nerai
where electrli a the
is to be practically
negligible in our consideration of the general problems of
comparative expenses of steam and electric service.
Item 9. "Stationery and printing" will not be changed.
Item 10. "Other expenses" we may assume will not be
affected.
Maintenance of Way and Structures.
Under the general heading, "Maintenance of Way and
Structures," the classified statement of operating expenses
of a railroad electrically equipped includes the following
items in addition to the foregoing:
a. "Repairs and renewals of track bonding."
This has been referred to in our discussion of item 2,
3, and 4, and it is included in our tabulated statement as a
separate item amounting to 0.8 per cent of operating ex-
penses.
b. "Repairs and renewals of overhead or third-rail con-
struction."
From detailed calculations of the cost of high class over-
head construction, where two tracks are to be equipped the
cost of overhead construction is approximately $10,300 per
mile. This includes trolley conductors equivalent to No. 0000
wire, B. & S. gauge, insulated for 11.000 volts alternating, and
supported by steel cables, carried by substantial steel bridges
set in concrete, and spanning the tracks. For single-track
work using steel poles and brackets and catenary support,
the cost closely approximates $4,800 a mile.
Of the total line mileage of the United States in 1905.
amounting to 216,974 miles, approximately 0.4 are in double
track, including yards and sidings for single-track lines, and
0.6 are single-track.
The grand average cost of overhead steel construction of
the type considered, therefore, closely approximates $5,000
per mile of track. In this case, our estimate of the annual
cost of "repairs and renewals of overhead construction" can-
not rest directly upon actual experience, since practically no
overhead construction of this character is in use under the
conditions of railway service. We may, however, base con-
clusions which should be reasonably correct upon considera-
tion of first-class overhead trolley construction such as is
used by our best interurban lines. Some light is also thrown
upon the subject by extensive experience in the operation
of high-potential transmission circuits, and the experience of
the Valtellina line is particularly instructive.
Light steel bridges, set in concrete, subject to the com-
paratively slight strains involved in supporting the light con-
ductors required, should last almost indefinitely if kept prop-
erly painted. The absence of smoke and gases from locomo-
tives favors their long life. The cost of these steel bridges
and poles is a large part of the overhead construction.
The wear of the trolley wire will depend upon denstty
of traffic, but its original cost is only $700 a mile, and judging
from the experience of ordinary trolley lines and the results
obtained on the Valtellina its life should be long.
The steel catenary cables supporting the conductor be-
ing well galvanized should last many years without renewals.
Breakage of Insulators, such as are now available, will
not constitute a large item of expense.
As regards life of steel structures, it Is instructive to note
the fact that much of the structure of the Manhattan ele-
vated lines still in use is more than 30 years of age, and Is
apparently unimpaired notwithstanding the heavy and fre
quent traffic which it has carried and still carries.
It is probable that engineering opinion in regard to the
amount which should be allowed for "repairs and renewals of
overhead construction" under consideration will not be unan-
imous, but taking Into account all of the factors which appear
to affect1 the problem, it Is our judgment that the amount re-
quired should not exceed $150 per mile of track per annum.
This is equivalent to |210 per mile of line per annum, the
<zo ratio of track-mileage to line-mileage being 1.4 to i
The Increase in operating i due to fins Item is
aboii' ■••tit of the per
line-mile in the United stains for the year 190G being 16,461.00
ii is. of course, possible to ereci a mmii cheaper form of
ruction if wood poles be u led Though the Brat rost of
Hon is low, It Involves repairs and renewals
Itutlng a much larger p os< than in the
i bridge and pole construction set in concrete
The annual effect upon with this type ol
uctlon as an average Bgure may b
proximate 2.5 per cent
"Maintenance of Equipment."
item 11. "Co ■ ndence" will not i>.
it. in 1 2, "Repairs and ol locomotlvi
to 7..",u:t per cent ol tl our
-'ii railroad
194
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 6.
As regards "repairs and renewals of electric locomo-
tives," actual experience to date is not sufficient to justify
us in fixing a figure for this item which can be regarded as
established. There is, however, evidence sufficient to justify
an estimate which in the average case should be approxi-
mately correct.
Before considering data based upon experience, it is per-
tinent to remark that a moment's consideration of the con-
stituent details of mechanism, their relative complexity, and
their respective functions, leads directly to the conclusion
that the repairs and renewals of an electric locomotive should
be very small as compared with the same item of expense in
the operation of a steam locomotive.
Summarizing data from six examples of electrical opera-
tion, we have the following costs per mile:
Repairs of electric
equipment
Tractive of equiva-
effort, lent electric
20% locomotive,
adhesion. Estimated.
Manhattan Railway 22,0001b... 0.5c.
Subway train 33,000 1b.... 0.7c.
Wilkesbarre & Haz-
leton R. R 17,0001b... 0.38c. (actual)
Lackawanna & Wyo-
ming Valley R. R.14,000 lb. . . 0.84c.
Niagara Buffalo &
Lockport R. R.. . .12,000 lb. . . 0.79c.
Rete Adriatica-Valtellina line... f ) Complete cost of
Freight locomotives j 1.6c [ maintenance of
Passenger cars ( ) locomotives and cars.
It may be conceded freely in respect to the foregoing data
that they "are neither sufficiently comprehensive in scope nor
extended in respect to duration of service to justify definite
and final conclusions.
Taking into account all of the various considerations
which must affect the conclusions in the general case, so far
as we have been able to gather them, we are of the opinion
that for equal draw-bar pull, the repairs and renewals of elec-
tric equipment of locomotives, assuming good design and con-
struction according to present standards of the art, should
not exceed 1 cent per locomotive-mile, and will probably ap-
proximate 0.9 cent per locomotive-mile.
Taking the higher figure, it is evident that the substi-
tution of electric equipment for all parts of a steam locomo-
tive other than frame, wheels, axles, cab, and other parts
which are common both to electric and steam locomotive con-
struction, a very great saving is effected. ' We have been un-
able to fix with satisfactory exactness a figure representing
the average cost of repairs and renewals of these parts,
but it would seem liberal to allow 1.5 cents per locomotive-
mile, this being equivalent to an allowance of something over
$400 per annum per locomotive. Taking this figure and adding
the estimated cost of repairs and renewals of electric equip-
ment, we have 2.5 cents per locomotive-mile as the estimated
total cost of repairs and renewals of electric locomotives,
performing the average work now done by steam locomotives.
Item 13. "Repairs and renewals of passenger cars." In
cases where electric locomotives are substituted for steam
locomotives, there should be some reduction in this item.
Painting should be considerably reduced by reason of the
elimination of smoke. The life of the upholstery and interior
decoration of the car will be increased.
Item 14. "Repairs and renewals of freight cars." This
item will be favorably and very materially affected if it should
ever prove practicable to operate heavy freight trains by loco-
motives located at intervals throughout the trains and con-
trolled by the multiple-unit system.
Assuming that the methods of train operation remain the
same, the adoption of electricity will still effect a reduction
in the cost of Item 14, and for two reasons, viz.:
1. The practical elimination of damage by fire which
now frequently is superimposed upon damage caused by col-
lision or derailment.
2. Reducing the wear and tear of wheels and brake
equipment in descending long grades, by reason of the oppor-
tunity afforded to break the trains by causing the motors to
operate as generators.
In the way of an estimate, nothing more definite than a
guess based upon consideration of probabilities, and the views
of various operating officials, can be advanced: but in the
opinion of the writers the general substitution of electricity
for steam operation in freight service should reduce this item
from 7.657 per cent to something like 6 per cent of operating
expenses.
Item 15. "Repairs and renewals of work cars," will not
be changed materially.
Item 16. "Repairs and renewals of marine equipment,"
obviously will not be changed.
Item 17. "Repairs and renewals of shop machinery and
tools," will be reduced under electric operation since the
repairs of locomotives will be radically decreased as shown
and since the tool equipment required for the electrical ma-
chinery is materially less expensive and varied.
It would seem reasonable to expect that this item would
be reduced from 0.662 per cent to about 0.5 per cent of total
operating expenses. ' Of course a large proportion of the
shop machinery and tools are for car repairs.
Item 18. "Stationery and printing," will not be changed.
Item 19. "Other expenses." Other factors comprised
are comparatively small and it is evident that the ability
to use electricity for light and power purposes in shops,
roundhouses and offices produced at a works cost of 0.6 cent
and delivered to the point of consumption at a figure which
on the average will approximate 0.75 cent will effect a ma-
terial reduction in this item. We estimate that it will be
reduced to about 0.4 cent.
Conducting Transportation.
Item 20. "Superintendence," will not be changed.
Item 21. "Engine and roundhouse men." includes in addi-
tion to the engine crew, round-house men whose work, of
course, is chiefly in connection with the cleaning ana main-
tenance of the engines. This item averages for the railroads
of the United States 9.451 per cent of the operating expenses,
of which 91 per cent, or about 8.6 per cent of the operating
expenses are for enginemen and for firemen. Of this 8.6
per cent approximately 5.5 per cent is for enginemen and 3.1
per cent for firemen.
It would seem that there can be no question of the
reasonableness and safety of entrusting the operation of
an electric locomotive to one man, provided the control sys-
tem is equipped with effective appliances arranged to cut off
the power and apply the brakes in case the motorman's hand
leaves the handle of the controller.
As regards the wages of the engineman, the Manhattan
Railway decided to pay its motormen the same wages which
it had paid its enginemen. The great majority of electrically
equipped railways operating under conditions similar to the
Manhattan, however, pay their motormen wages comparable
to the wages of the men who operate street cars rather than
to the wages of locomotive enginemen.
It is impossible, of course, to fix with definiteness a figure
representing the wages of the motorman in railway service
as compared with those of the engineman whom he may suc-
ceed, but it seems reasonable to assume that under average
conditions the services of thoroughly competent motormen
can be obtained at a figure which will represent a reduction
of 1 per cent in operating expenses, making this item 4.5
per cent instead of 5.5 per cent.
The expense for roundhousemen, which under steam
operation is about 8.5 per cent, will be greatly reduced both
by reason of the reduction in the number of locomotives re-
quired for a given service and also by reason of the demon-
strated less cost of maintenance per locomotive unit. It is en-
tirely liberal to allow for this item one-fourth of its cost in
steam operation, the saving here effected being equal to 0.64
per cent of the average operating expenses of steam railroads
in the United States.
The estimated cost of the item under consideration, there-
fore, is 4.71 per cent of total operating expenses.
Cost of Fuel and Current.
Item 22. "Fuel for locomotives." One of the marked econ-
omies resulting from the substitution of the electric motor
for the steam locomotive in railway operation is in the re-
duction of the fuel account. The cost of fuel upon the average
steam railway in the United States for the five years, 1901 to
1905 inclusive, constituted 11.292 per cent of total operating
expenses. The aggregate cost in 1905 was $156,429,245.
The following figures show comparative fuel consump-
tion upon the Manhattan Railway during the year ending
June 30, 1901, when steam locomotives were employed and
during the year ending June 30, 1904, when electricity was
used. During the period first mentioned one pound of coal
produced 2.23 ton-miles, if the weight of the locomotive be
included, and 1.5 ton-miles, if the weight of the cars only he
considered.
During the latter period (electric traction) one pound of
coal burned at the power house produced 3.85 ton-miles, ex-
cluding weight of locomotives; therefore, the ratio of ton-
mileage per pound of coal in favor of electric operation was
2.57 to 1. Including weight of locomotive it was 1.72 to 1.
The average speed under electric operation was approxi-
mately 2 miles an hour greater than that attained by steam.
February 9, 1907.
ELECTRIC RAILWAY REVIEW
195
and if correction be made for this difference the ratio of
ton-mileage per pound of coal excluding weight of locomo-
tives is approximately 3 to 1, and including locomotives 2 to
1 in favor of electric traction. It should be noted also that
in this case the coal burned at the power house was of lower
grade, and therefore less expensive than that used by the
locomotives, and it is reasonable to expect that in general
electric traction will mean utilization of cheaper fuel.
In the case of the single-phase, 25-cycle motor, assum-
ing the average length of run for freight trains to be 15 miles
and for passenger trains 20 miles, we have calculated that of
the energy delivered to the locomotive approximately 86 per
cent will be effective for traction in the case of the passen-
ger locomotive, which is gearless, and about 84 per cent in
the case of the freight locomotive, which uses single-reduc-
tion gear. Combining the two, it is safe to say that of the
energy supplied at the bus-bars in the power house not less
than 75 per cent will be effective for traction in the average
locomotive equipped with this apparatus.
The cost of a kilowatt-hour effective for traction, there-
fore, is 0.8 cent and the cost of a horse-power hour effective
for traction about 0.6 cent of which 0.35 cent is for fuel when
coal of 14,000 B. t. u. per pound, costs |3.00 per ton of 2,240
pounds, and 0.25 cent is for other power-house supplies, power-
house labor, and maintenance of power-house equipment.
As we have stated, the railroads of the United States in
1905 used coal costing $156,429,245. Basing our calculations
upon the statistical facts and the assumptions noted, we esti-
mate that for the operation of the entire freight and passen-
ger service of the United States as existing in 1905, the aggre-
gate energy required at bus-bars of power houses would ap-
proximate 12.500,000,000 kilowatt-hours per annum.
At 0.6 cent per kilowatt-hour the total cost of energy for
traction, for the operation of all auxiliaries, and for the sup-
ply of light and heat to passenger trains would closely ap-
proximate $76,000,000 per annum. This figure represents a
saving of about $80,000,000 a3 compared with the coal used by
steam locomotives in the year 1905.
Referring to the table, the average cost of this item for
5 years, viz., 11.292 per cent, would be reduced by electric
traction to 5.533 per cent.
Item 23. "Water supply for locomotives." This item is
eliminated if electricity be substituted for steam.
Item 24. "Oil, tallow, and waste for locomotives." This
item should be considerably reduced. We assume that it will
be reduced to 0.25 per cent.
Item 25. "Other supplies for locomotives." We make no
change in this item.
Item 26. "Train service." This item is not changed.
Item 27. "Train supplies and expenses." This item
among many others includes the following which will be
changed by the substitution of electric motive power, viz.:
"Hf-ating, lighting, cleaning and lubricating cars, including the
cost of supplying and pumping gas into cars."
In discussing item 22, we have included in the estimate
of electric power required energy sufficient to light all cars
three hours out of every twenty-four. We have also included
energy sufficient to heat all passenger trains by electricity
an average of three months per annum. Both of these are im-
portant items. The cost of cleaning the cars should also be
reduced by the elimination of smoke and cinders from the
locomotives. All things considered, we believe It is fair to
assume that under electric operation this item will approxi-
mate i per cent, of operating expenses.
Item 28. "Switchmen, flagmen, and watchmen" will not
be changed.
29. "Telegraph expenses." Telegraph circuits be-
ins: arranged with :.> the power circuits, or equipped
with one or another of the devices which have been sir
iii as preventives of difficulties resulting from inductive ef-
fects of the powir circuits, it mU'iit in- assumed, perhaps with
safety, that Item -'• would tint be changed, but we are Inclined
to tin- opinion that there will i><- a slight Increase in the cost
of tins lb under tin- best plans heretofore proposed,
and we therefore li I in our estimate by 0.2 per i
Item SO. "Station amlnatlon of the factors
Item Indicate! do material change.
Item .';i "Station supplies." Pot lighting and Incld
vice of this kind, equivalent to that with which
railroads are now ly satisfied, the cnange would un-
doubti in reduction in cost. \\v will lei It stand as It
In. however, and would point out the tad thai without lncreas-
•st of this H'' at Improvement in
for handling freight at dorks and wharves and for lighting
passenKi-i <r.d yards will result from the Bub«Htiition
of electric power
32. 33. and 84, viz., "HwitrhinK charges, ball
"car per diem and mileage, balance," and "hire of equipment,
balance," will not be changed.
Item 35. "Loss and damage." For reasons which have
been referred to in our discussion of the subject "Safety." it
is clear that there should be a material reduction in the
charges for loss due to destruction of freight, etc.
Another saving will result from the practical elimination
by reason of damage of fire, which now not infrequently is
caused by sparks from locomotives.
These savings will be offset to some extent by damage
due to telegraph, telephone, or other wires coming in contact
with the power circuits of the railway, unless reasonable care
be exercised in preventing such accidental contact by the
adoption of proper precautions when the electric equipment is
installed.
In our estimate we have reduced item 35 to 0.75 per
cent.
Item 36. "Injuries to persons." "This account includes all
charges on account of employes or other persons killed or in-
jured except lawyers' fees and court expenses."
For reasons referred to under the heading "Safety"
some reduction in the number of passengers and employes
killed and injured in railway accidents may be expected to
result from the use of electricity. The risk of fire following
collision being materially reduced, we should anticipate a
relatively greater reduction in the number of passengers and
employes killed in accidents caused by collision or derail-
ment than in the number injured and a reduction in the aver-
age severity of non-fatal injuries may also be expected.
As regards the expenses included under item 36, we have
no data indicating how these are divided other than the fact
that the railroads apparently were put to little if any ex-
pense on account of about 80 per cent of those persons other
than passengers and employes who were killed and injured.
While it is probable that a large part of the expenditures
were on account of passengers killed and injured, and while
any reduction in fatal and serious accidents to passengers
therefore would materially affect this item, we have thought
it best in the absence of satisfactory data to leave it practi-
cally as it stands, our estimate being 1 per cent.
Item 37. "Clearing wrecks." In our opinion this item will
be reduced under electric operation for reasons which have
been sufficiently indicated in what we have said in regard
to item 35. It would seem that 0.2 per cent is a fair estimate
of its probable amount.
The following items will not be changed:
Item 38. "Operating Marine Equipment."
Item 39. "Advertising."
Item 40. "Outside agencies."
Item 41. "Commissions."
Item 42. "Stock yards and elevator."
Item 43. "Rents of tracks, yards and terminals."
Item 44. "Rents of buildings and other property."
Item 45. "Stationery and printing."
Item 46. "Other expenses."
General Expenses.
As regards the several items included under the heading
"General Expenses," the adoption of electricity will cause no
material change.
Our approximate estimate of the expenses chargeable to
operation if electricity were In use today for the operation
of all the railways In the United States, as discussed In
the foregoing pages, is recorded in detail, item for item, in
the last column of the tabulated data in Table I; these data
with the exception of 'his column of estimates being the off!
cial n the reports of the Interstate Commerce Commls
slon. When considered in di tall, the estimates are naturally
subject to criticism more or less destructive, as In respect
to many items we have not found opportunities to secure and
Investigate the great mass of detailed data showing In segre-
gated form the scores of factors which are included in the ag-
ites appearing as single Items In the summarized table of
but While " fully tho Imperfec-
tions and Incompleteness of the attei omparative an-
alysis, we believe that the conclusions reached are coi
within a reasonable degn a of approximation.
Conclusions.
According to our estimate, If all the railways of the
were today operated by electricity u
phase alternating-current system at the poti
adopted for the equipment of the New Haven ralln
squired for operation being developed by
plants such as are today In •
ntlals well within III bed In prai
and if thr rolling stock equipment coi
an.i multiple-unit trains fitted with mot
196
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 6.
ratus no better than the best which now exist, the aggregate
cost of operation which in 1905 amounted in round numbers
to $1,400,000,000, would be reduced by about $250,000,000.
To accomplish this result, power plants delivering about
12,500,000,000 kilowatt-hours per annum would be required.
Assuming the radius of transmission from power houses to be
150 miles, the load-factor in railway service should be not
less than 0.75, and taking this figure it appears that power
plants capable of delivering a maximum output of about 2,800,-
000 kilowatts will be sufficient to operate the entire railway
service of the United States as existing in the year 1905. The
average output required is about 10 kilowatts per mile of line
and 7 kilowatts per mile of track.
In 1905 the average gross earnings of our railroads per
mile of line were $9,598, and the average operating expenses
$6,409. The foregoing calculations lead to the conclusion that
high-class electric equipment now available would reduce this
average cost to $5,265. The difference is $1,144 per mile of
line, against which apparent saving must be charged the an-
nual interest and depreciation of the power plant, the addi-
tion to r ?rmanent-way equipment, comprising overhead con-
struction and track bonding, the transmission circuits, and
the substations with their equipment. Assuming 5 per cent
interest on cash cost of these items and allowing 5 per cent
for a sinking fund to cover depreciation of power house with
its equipment and 2% per cent for a sinking fund to cover
depreciation of the overhead construction and distributing
system, the aggregate of fixed charges works out $837 per
mile of line. The saving in operating expenses, therefore, is
more than sufficient to take care of the increase of fixed
charges. In other words, it appears that the entire railroad
system of the United States could be operated today at less
cost by the electric motor than by the steam locomotive.
That the railroads in general if so equipped would realize a
large increase in earning power will be admitted by all who
have given the subject intelligent attention.
In charging against electric operation 5 per cent cost of
power plant and 2.5 per cent upon overhead construction,
transmission circuits, substations, and track bonding, we have
departed from methods usually adopted in financing of Amer-
ican railway properties. If no depreciation be charged against
the increased capital account represented by the items named,
the apparent saving will be materially increased.
While our estimates have led us to the conclusion that,
under average existing conditions of railway operation in the
United States, improved financial results would be attained by
the substitution of the electric motor for the steam locomo-
tive, the immediate and general adoption of the new motive
power by our railroad companies is neither possible or desir-
able. It requires no argument to demonstrate the wisdom
of making haste with deliberation in a matter involving inter-
ests of such magnitude as those which are tied up with the
transportation systems of the United States. Recognizing the
magnitude of these interests and having in mind the fact that
the art of electric traction as applied upon a large scale to
heavy train units is yet young, the point which we desire
here to emphasize is the necessity of conservative and care-
fully considered action upon the part of all members of this
Institute who may be called upon to advise in respect to the
electrification of railways now operated by steam.
Discussion.
Extracts from that portion of the discussion relating to
the second section of the paper are as follows:
Mr. W. S. Murray (N. Y. N. H. & H. R. R.)— During the
year and a half that I have been connected with the New
Haven road I have been able to make some rather interesting
experiments with steam locomotives, of the freight and pas-
senger types. What I have here are very accurate figures on
the cost of locomotive repairs for steam locomotives, extend-
ing over a period of exactly one year, in which there were 20
passenger engines. I have divided the cost of repairs
into two parts, one on the basis of locomotive miles for main-
tenance, and the other for purely mechanical or shop repairs.
It seems that on a freight basis the steam locomotives aver-
age 6.68 cents per locomotive mile. I have included in the
maintenance the following heads: Cost of oil and waste,
flues cleaned, ash pan and grates cleaned, engines wiped, en-
gines turned, engines fired, boilers washed and the cost of
sand. Now, on the passenger basis, the cost per locomo-
tive mile total is 5.6 cents as compared with 8 and 10 cents
for the freight. Subdividing the passenger locomotives again
into maintenance and shop repairs, the first, shop repairs, is
3.88 and maintenance 1.72. I thought with those figures in
mind, it would give you an idea of what the saving will be
under the electric traction method of train propulsion. I will
supplement the figure which Mr. Stillwell has given, if he
will permit me to do so, by one received from no less a per-
son than Mr. Potter (General Electric Company), who gave
me 1.25 cents for the No. 6,000 General Electric machine,
operating, I think. 50,000 miles on the test track, which were
very severe conditions.
Mr. O. S. Lyford (Westinghouse, Church. Kerr & Co.) —
This paper places squarely before the steam railroads of
the whole country the proposition that it is profitable to
adopt electric traction instead of steam.
On January 22 the Erie Railroad ran its first electric train
into Rochester. This consisted of a motor car equipped with
single-phase motors and multiple-unit control for operation
from an 11.000-volt trolley wire.
A pantagraph trolley is used making contact with a wire
supported with steel catenary construction at a height of 22
feet above the track. The 34-mile line is fed from one sub-
station which in turn receives current at 60.000 volts from a
power station 90 miles away. The conditions are in many
ways almost identical with the assumptions made by the
authors. Power is transmitted about 90 miles at 60,000 volts.
One substation supplies 34 miles of track; 11,000 volt catenary
trolley construction is used, single phase motor with multiple
unity contact.
I may say that the operation of the entire equipment was
perfect and fully demonstrated the sufficiency and general
practicability of the system. On the return trip the vice-
president's private car was hauled as a trailer resulting in a
total weight of train 22 per cent heavier than that for which
the motors were designed. This was on an icy, slippery rail.
The impression given by the overhead catenary construc-
tion is that it is the adequate thing for heavy railroading.
An 11,000-volt trolley wire so supported is safe. The
11,000-volt wires on the car are so short and so well
guarded that they are not a source of increased danger and
all the other wires, housed in the usual way, and operated at
only one-half the usual voltage, are unusually safe.
Referring to the tables, it seems to me that more empha-
sis should be placed on these tables and the deductions reached.
Now the advantage to be gained by electric traction
resulting from increased facility and increased loads
which could be hauled have not been capitalized. Those of
us who have had occasion to study different specific problems
have found the adoption of electric traction, if a high-
voltage trolley is used, will in no case mean an operating
cost greater than the cost of steam, and in practically
every specific case the saving is considerable. Now,
when we come to allow for the advantage gained by in-
crease of service we at once appreciate what can
be accomplished, and it seems to me that we as engineers
ought not to go into too much discussion of the details, but
place emphasis on the one great fact, that almost every
specific case that can be presented bears out the conclusion
of this paper, which is based on the problem of the United
States as a whole, namely, that electric traction can be
adopted with great advantage by the railroads.
Mr. C. L. du Muralt (Consulting Engineer, New York) —
I believe the great advantage of the electric locomotives
lies principally in the fact that they are able to stand great
overloads for great length of time. The curve of the steam
locomotive represents practically the maximum output, be-
cause the boiler of the steam locomotive cannot for any
length of time be forced above its normal rating. It is pos-
sible for ten minutes at a time to go 10 or 20 per cent above
the rating, but in any case there is a limited overload ca-
pacity. An electric locomotive will be able to give for any
reasonable length of time, say for one hour, 25 or 50 per cent
overload, or for short times 100 per cent or more, because
they have the great power house back of them and can prac-
tically develop an unlimited power.
Mr. A. C. Armstrong (General Electric Company) —
I believe that with the asset we have in the electric
locomotive we have reached the day when we can approach
big problems in railroading with supreme confidence of win-
ning out over the steam locomotive. It is not a case of types
of apparatus, or a question of frequency. Each case has to
be considered by itself. In ten years from now we will still
be disputing over the question of frequency, alternating-cur-
rent or direct-current operation.
Mr. William McClellan (Westinghouse, Church, Kerr &
Co.) — Having passed through the experience of putting some
of these 11,000-volt motors on the car and equipping it, I am
very glad tonight that I can endorse and confirm some discus-
sion which I contributed to the New York Railroad Club last
year. I believe firmly the solution of the railroad prob-
lem is going to be by means of the high-voltage o.verhead
trolley alternating-current, single-phase motor.
With regard to these figures, I can only say — in regard to
figures in general — they should be carefully scrutinized. West-
inghouse. Church, Kerr & Co., like others engaged in work of
February 9, 1907.
ELECTRIC RAILWAY REVIEW
197
this kind, wanted some actual figures, and we turned to the
same figures Mr. Stillwell turned to, and after careful study
of them we concluded that few conclusions of value could be
derived from them. Therefore a new scheme was adopted.
It was to take several railroads having different kinds of
traffic, a division here with large passenger traffic, another
division with a good mixture, and another division largely
freight traffic, and, if possible, get costs on these, and in this
way we could arrive at some general figures which could be
relied upon; I am free to say we did have some success and
did arrive at some results, but on the whole they were
unsatisfactory. Our conclusions were, in regard to mainte-
nance of way. that by including repairs and renewals of track
and bonds, repairs and renewals of overhead construction, you
will have about the same cost as is shown in the paper.
I do believe that we can standardize certain principal
lines on which we can approach this railroad problem and
hope to solve it. with electricity. There is no doubt about it.
The flexibility of the motor equipment and increase of the
road time is a very important item. Take the freight loco-
motive at the present time, making 3.000 or 3,500 miles a
month; 45 per cent of its time it is on the road, about
30 per cent of the time it is In the roundhouse for re-
pairs, and about 25 per cent of the time it is in the yard
waiting for orders. These percentages can be greatly changed
by the use of the electric locomotive. Another item which
I think operates strongly in favor of electricity is the possi-
bility of generating your power cheaply by locating the
power plants close to coal mines, which will avoid any haul-
age of the coal, and also by making use of the large num-
b,er of small water powers which if properly developed amount
to a great asset for the railroad, water powers which would
be of no use to the individual, but are of use to the railroad,
because its load is distributed over a large territory.
ANCHORING TROLLEY WIRES AT SPANS.
According to the discussion by Mr. M. P. S. Sheardown
in a paper read before the Dublin Local Section of the In-
stitution of Electrical Engineers, December 6, 1906, there are
four deteriorating actions which take place at those parts
Suggested Attachment to Prevent Breaking of Trolley Wires.
of the trolley wire where it- joins the rigid suspensions.
These cause most of the breakages:
1. The blow of the trolley wheel against the butt of
the ear, part of which comes against the wire.
2. The effect of sparking which occurs at the same
place, due to the trolley wheel losing contact with the wire.
3. The molecular change or crystallizing action in the
wire, due to what the author has termed the damping-out
of vibration In the suspended wire.
I The bending or hinging action due to the upward
ire of the passing trolley wheels; and possibly a fifth,
viz . overheating of the wire when being soldered.
The first of these can be removed by using grooved
trolley wire supported by clamps, thus giving a smooth un-
derrunnlng surface for the wheels. This also will in a great
ore prevent the wear resulting from the sparking. It
is not. however, so easy to prevent the third and fourth
: broken wires, though they may be reduced -lightly
by making the ears as short as poeaible and by the u.se of
flexlt. Mtona. Neither of these methods will pn
Ding of vibrations at the points of support and the
•lip nl crystallization though the efteotl of the landing.
action tn:iy be much reduced. Dotii of these effects will
ion of the
trolley wheel u ■nail aa pennlaaible.
A method which lias been i u ad reporti
given excellenl chorlng the trolley wire
at ear-h rapport The anchoring ayat opoeed conalata
of a stamped steel plate with a hole in it through which the
threaded portion of the insulator bolt passes. The plate to
which the anchor wires are fastened is thus securely held in
position at the top of the ear, but the strain of the broken
wire comes directly on the bolt. On either side of the ear,
as shown in the diagram, a half anchor-ear is attached to the
trolley wire and is connected to the anchor-plate by wires
which take up the strain and hold up the wire if it breaks
at the ear. It is stated that in one case where these were
installed, out of an average of 20 accidents per month three
cases only were reported in one year in which the trolley
wire fell and interfered with traffic.
The cost of installing these anchors is reported as about
$60 per mile of double track, which, there can be little doubt,
would be a good investment.
ADVERTISING FOR RUSH-HOUR TRAFFIC.
The down-town loop over which the elevated railroads ot
Chicago operate in the business district is badly over-
The Metropolitan West Side Elevated
- Railway Co.'s-
Fifth Avenue Terminal Station
Ju*l Soulh ol J«tk«n Doul
RUSH HOUR SERVICE'
JLU
]Q
TndiM anii* and itvfiari from t
• Hlailon al >h»ri inii i
nnr
i .In r tin Hurnlna Bit tl I ». t>in«
EVENING
111,-1 M.TI I! <>,,.....„. I nr. M "■■ VI- l,..p..lll,,n "
• r* n..t rvnnlnc >.,. II,* I oop. lb,, -III thi *iBtl,.„
Franklin ■,■<■ tu Hwi.it Mrrot*. or l,..i.< llir I I HI, Atvnn. i
Rush-Hour Advertising.
crowded; in fact, ilntinu the rush hours the trains on each
of the tracks are but a few car lengths apart for the entire
two miles' distance around the elevated loop structure. To
call particular attenttof. to its express service and to the
central location of Ita Fifth avenue terminal station and thus
endeavor to relieve Ita loop trains o rush
hour traffic, the Metropolitan Weal Bide Elevated Hallway
ii.ni quite generally circulated through th<
liagrnms as shown In the aocompau
illustration, it win i"' uoted thai the Fifth avenue terminal
the Metropolitan elevated I titer of coi
iinus whlon Indicate the time w from
their limits to Mils station TMs terminal itattoo
< ml illustrated in tin- Street Railway Ri
Mar<
198
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 6.
PIPING AND POWER STATION SYSTEMS— XXVIII.
BY W. L. MORRIS, M. E.
Figure 242-(Il-4) shows a water supply which is higher
than the ground surrounding the huilding. It would seem that
such a condition would, in itself, suggest that the pipe line
must be watertight throughout its entire length. As an illus-
tration, the writer has knowledge of a 30-inch tile pipe line
which was carried for a distance of 4,000 feet under a country
road. This line had a gradual down grade to the power
house, the road at that point being about two feet lower
than the water level. It is possible that the engineer who
built the line thought that to supply a plant through a pipe
of this size and length would cause a drop of more than two
Figure 242-01-4).
feet; or again he may have considered that cement joints in
tile pipe are watertight. Such a pipe line would possibly have
been quite satisfactory if it had been for irrigation purposes,
as it kept the road in a very wet condition, even when the
intake valves, condenser, etc., were carefully manipulated.
Where tile or other leaky pipes are used the manner of
filling a trench does not enter into the seepage problem.
There is nothing gained in keeping a trench tight if the pipe
passing through it has openings permitting seepage. It
is important to lay tile pipe so that it is well supported.
This precaution should be taken if for no other reason than to
prevent open joints that sand may wash into. Where the
water pressure outside the pipe is equal to that inside, tile pipe
will be found quite as suitable as metal and will cost much
less and last longer.
For a situation such as shown in Figure 242 some form
of a built-in-the-trench reinforced-concrete water conduit
would be found suitable as the pressure inside would be slight
and but little reinforcing be required. Such a conduit should
be built by one familiar with the methods necessary for in-
suring watertight work, the chief requisite for such work be-
ing continuous progress after the concrete placing has been
started, thus avoiding joining the fresh work with that which
has set.
Another method of constructing the line shown in Figure
242, though subject somewhat to interruption through- break-
down, would be to use a large cistern at the power house
and a float which would electrically operate the admission
valve, thus maintaining at all times a constant level in the
cistern. This would avoid the rise of water to the surface
of the ground and at the same time permit the use of tile
pipe. The regulation can be accomplished by using a syn-
chronous motor for operating the admission valve and a small
alternating-current generator driven by a motor at the cis-
tern. The current supply to the motor may be controlled by
the float as shown in Figure 243-(Il-5).
Under such conditions the pond -float operates the pair of
contacts as shown supported at a. These contact points en-
gage with other contacts when a change of water level oc-
curs and allows current to pass to the direct-current motor
operating it in either one direction or the other. The motor
driving the generator shown also operates the screw, c.
This withdraws the contact points which the float has caused
to engage. The pivot a may so be located to obtain any
desired travel of the contacts and thus keep the variation
of water level within the specified limits^ The arrangement
as shown in Figure 243-(Il-5) is set for a variation of 4 feet
in the cistern level and would have the inlet valve entirely open
at low level, half way open at midpoint and entirely closed at
the high-water mark. The position of the valve at any point
is proportional to the water level in the cistern. This sys-
tem of control is a modification of the electric damper regu-
lator as used in power houses, except that with the damper
regulator, instead of the motor driving the generator, it oper-
ates a cable connected to the damper. The contacts in the
damper system are operated by the gauge of the regulator.
This method of regulation by the use of motors can be
used for open waterways or fnr cisterns having a great dif-
ference in elevation and wh -c the pipes connecting the
source of supply with the cisiarn cannot be filled entirely
with water. The control would be much more sensitive if
the supply pipe were throughout its entire length below the
water level of the pond. Then the amount of water entering
the basin would exactly equal that admitted by the valve.
If the demand for water suddenly be cut off, that within the
pipe would not be emptied into the basin as would be the
case if the pipe were not below the level of the pond.
A considerable reserve capacity must be provided if the
pipe discharges above the water level of the cistern because
it must then be of sufficient size to receive the contents of
the pipe that would flow to it after the admission valve were
closed. If the pipe were 4,000 feet long, 30 inches in diameter
and half-full of water when the admission gate were closed,
then 10,000 cubic feet of reserve capacity would be needed.
This would represent a rise of 8 feet in the water level if
the cistern were 40 feet in diameter. If the pipe were en-
tirely below the water level, a much smaller cistern could be
used. Probably the capacity of the condenser pumps would
not be such that the water level in the basin could be altered
as quickly as the controller could operate the valve.
So many varying conditions are met in different locali-
ties that it is impossible to say which is the most suitable
material to use for the construction of large waterways.
Much depends upon the soil through which the line must be
ro /AGt/js>£ />//>? £//sf Ass^e t] " ' — — -
r&ii srrsw r/srss
Figure 243-(M-5).
run. If the line is of considerable length, — say 100 or more
feet, or of such size that a suction 16 or more inches in diam-
eter is required, then the water should be delivered by grav-
ity. In many cases the soil close to the water's edge is un-
fit for supporting building foundations. This often necessi-
tates the placing of a power-house some distance from the
water. The fact that the soil is unsuitable for building pur-
poses makes it quite as unsuitable for building a trench and
placing a waterway through it. If the plant is located along-
side of a dock much difficulty may be experienced with old
piles, dock timbers, etc., and since it is desirable to carry the
pipe line under water the entire distance such conditions
would hinder careful construction and necessitate installing a
pump of sufficiently large capacity to care for the increased
amount of seepage through loose ground.
February 9, 1907.
ELECTRIC RAILWAY REVIEW
199
'" ^
10K tV/TTfP
Figure 244-(Il-6) shows an intake constructed of sheet
piling. The lower line of plank is driven inside of the upper
row. Sheet piling is necessary in soft soil, both to hold back
the sides and to confine the water to the desired course.
The material between the walls of the trench can be removed
while the planks are being driven. Struts and stringers as
shown take the thrust of the banks. After the material has
been removed between the walls of the trench the lower
stringers, a, are placed and the bottom secured to them. Be-
fore removing the upper row of sheet piling and filling in the
trench the plate, b, should be set approximately correct when
driving the piling and planked over as at c.
If placed entirely below the water level, a waterway con-
structed in this manner will last indefinitely so long as the
wood is protected from the at-
mosphere at all times. The
planking can be made double
and the waterway made secure
against the pressure of the
banks and material be prevented
from washing through the joints
of the plank. To properly carry
the tile pipe it would be advis-
able to use this form of construc-
tion as far back from the water
as the made ground extends, or
at least until firm ground is
reached. Tile pipe may be used
inside of the sheet piling as far
as the water's edge, but where
it is necessary to build up a
complete enclosure of wood to
hold back the banks and seep-
age water, there is nothing to
be gained by placing another conduit inside of the wooden
one.
If the intake line is entirely below the water, as would
be the case in Figure 244, or as in the case of a pipe line,
there should be wells placed at regular intervals, about 150
feet apart along the line of the intake, to facilitate the re-
moval of sand or other deposits which may collect in the pipe.
Since they are exposed to varying conditions of moisture,
these wells should be of masonry. The bottom of the wells
should be at least 3 feet below the bottom of the pipe. This
will permit the deposit to collect in the wells along the line,
thus acting as small catch-basins. Metal steps should be built
in the sides of the wells and the tops should be fitted with
Iron manhole rings and covers.
There have been Intake lines built of V* -inch steel or iron
plate with flanges at the end for bolting the sections together.
The most serious objection to this type of construction Is Its
short life and the fact that the sections are built in lengths
of about 16 feet — which are difficult to handle in the trenches.
Such long sections necessitate extreme care in maintaining a
i tly straight line of trench and a special arrangement of
struts, etc., must be provided to permit th< lowering of the
I'M"--
(To be continued.)
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
BY J. L. ROSENBERGER, IX.B.
— — <-y~ r~
Figure 244-(l1-6).
The Ohio state railroad commission has let a contract
to the Colombo! Lithograph Company for the printing of
the state railroad maps for 1907. The maps will show all
steam and electric roads In operation and In process of con-
struction In the state.
Th- report of the Connecticut rail mad con
■ruling June SO, 1906, shows thai the total number
of tare passengers carried by electric railways in the state
was 121.322.906. an mcrea e of 18,428,746, or IS per Mnl
the I'l'vious year. The gross earning! or the electric rall-
Duty of Motorman Seeing Dogs Fighting or Otherwise in
Danger on Tracks.
Harper v. St. Paul City Railway Co. (Minn.), 109 N. W.
Rep. 227. Oct. 19, 1906.
When dogs are engaged in fighting upon street railway
tracks, and are apparently oblivious to an approaching car,
the motorman, upon discovering them in a position of peril,
the supreme court of Minnesota holds, is required to exer-
cise reasonable care by using proper signals or checking
the speed of his car, to avoid their injury. Persons in charge
of street cars, the court says, should not be required to slow
down merely because dogs may be running in the vicinity
of, along, or across the tracks. Under such circumstances,
motormen may well assume that dogs will get out of the
way. However, under the laws of this state dogs are prop-
erty, and, whether rightfully or wrongfully upon the tracks,
cannot be ignored when discovered in a position of danger.
In this instance the dogs were engaged in a fierce fight, and
their attention was not likely to be attracted by the noise
alone of the approaching car. If the motorman was aware
of their situation, then he should have taken reasonable
precaution to avoid injury to them. There is no hardship
in such a rule, and it has been generally applied, or recog-
nized, in this class of cases.
Duty to Excursionists Carried Free — What Constitutes a
Common Carrier, Its Franchises and Duties — Who Is
a Passenger.
Indianapolis Traction & Terminal Co. v. Lawson (U. S. C
C. A., Ind.), 143 Fed. Rep. 834. Feb. 6, 1906.
It having been agreed or understood that the company
would give the delegates to a convention of women a free
street-car ride, the United States circuit court of appeals,
seventh circuit, says that this implied that it would furnish
safe and suitable track, cars and appliances, the necessary
power, and to apply that power skilled employes, who should
be under the control of the company. The company was
charged with the custody and care of human lives in a service
voluntarily assumed, and it was of no importance whether
it was in the technical relation of common carrier or not.
\ public, common carrier of passengers is distinguished
from private carriers by the franchises conferred upon It,
and the obligations, restrictions, and liabilities with which
It is charged, all flowing from considerations of public policy.
It must carry all alike, and for a reasonable compensation,
furnish reasonable accommodations, must continuously op-
erate Its line, and submit to reasonable regulation, it has
the franchise of taking tolls, and. if a street railway cor-
poration, the franchise of laying tracks In the streets, of
stringing wires and setting poles, and the right of way over
all private means of transportation. Owing these public
duties, possessing these public franchises, and having the
burden of caring tor Innumerable human lhcs, it is justly
held to the highest degree of care and skill. This burden
the company was bearing, and these public franchises It was
employing, in carrying these delegates on this free ride.
A passenger Is one who undertakes, with the cai'rlnr'i
conn-lit. to travel In tie carriage of the latter, otherwise
than In Its service, it | istence of a contract of car-
riage, express or Implied, which distinguishes a passenger
from an employe, B 111 in Invited person attending
on a passenger, and a 1 1
In view of these characteristics Ol common carrier nnd
er, wh.ii was the relation of the parties? M the
very least u n m] a islble tor ordinary dill-
. and liable for want o -lal court
held, as matter of law, thai the oompan it a com-
200
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 6.
mon carrier as to one of the women, who was hurt by a
collision of two of the cars, was liable only for a want of
ordinary care, and that the burden of proof to show negli-
gence was on the plaintiff. This was a position sufficiently
liberal to the railway company.
An Unfenced Interurban Electric Railway Wherever Lo-
cated is Liable as a "Railroad" for Double Damages
for LrvE Stock Killed.
Riggs v. St. Francois County Railway Co. (Mo. App.), 96
S. W. Rep. 707. June 5, 1906.
An unfenced interurban electric railway carrying pas-
sengers, express, mail, and some freight, the St. Louis court
of appeals holds, is liable for double damages for killing
live stock, under section 1105 of the revised statutes of Mis-
souri of 1899 making railroads liable therefor. It says that
it finds that the railroad in question, though incorporated
under the provision relating to the organization of street
railway companies, is within both the letter and spirit of
the statute, and therefore it is manifest that the legislature
intended that railroads of this class, when engaged in operat-
ing their cars through the country between towns, should
fence their tracks as other railroads are required to do un-
der like circumstances. The fact that the railroad ran along
the north edge of the public road did not operate to relieve
the railroad company from its duty to maintain fences. The
county court could grant no authority to the company to
operate its road in a manner violative of this positive statute
which would operate to relieve it from the duties thereby
imposed, and its duty to maintain fences remains the same
wherever it is located, and if such a fence in the highway
constitutes a public nuisance, or if the railroad itself con-
stitutes a public nuisance, it is immaterial so far as this
case is concerned.
seen the approaching car in time, by the exercise of reason-
able diligence, to slacken the speed of or to stop his automo-
bile before it collided with the car, and he failed to do so,
he was guilty of negligence; and if such negligence entered
into or contributed to the collision at the time of the in-
juries complained of, it would defeat his right to recover in
this action.
Duty of Person in Charge of an Automobile or Other
Vehicle at Electric Railway Crossing — -Contributory
Negligence.
Garrett v. People's Railway Co. (Del.), 64 Atl. Rep. 254.
Mar. 13, 1906.
A person in charge of an automobile or other vehicle,
approaching a railway crossing with which he is familiar, is
bound, the superior court of Delaware says, through Boyce,
J., charging jury, to avail himself of his knowledge of the
locality and the presence of danger, and to exercise that
degree of caution which an ordinarily careful and prudent
person would exercise under all the conditions. The travel-
er in his automobile or vehicle should not approach such
crossing at a greater speed than is consistent with safety.
He should have his team or automobile under control, and
be on the lookout for an approaching car, so that he may,
the servant of the car being in the exercise of due care,
avoid collision with the car; and where he sees, or by the
exercise of reasonable care might see, an approaching car,
he, as well as the servant of the car, should exercise rea-
sonable care and diligence to avoid injury.
The law governing the use of public streets by automo-
biles is the same as that governing the use of such streets
by carriages or other ordinary vehicles; and their use upon
the public streets and the speed at which they may be
driven should be consistent with safety.
Again, it is said: If you find that the plaintiff was un-
familiar with the safety appliances, and by reason thereof
was unable to use them, or, being familiar with them, he
failed to use in a reasonable and prudent manner the brakes
of his automobile to prevent a collision with the car, or that
he was driving his automobile at a greater rate of speed than
one mile in seven minutes through a built-up portion of the
city of Wilmington where the houses are and average less
than 100 feet apart, or if you find that as he approached the
crossing at Orange street he saw, or by looking could have
Permission to Cross Steam Railroad as Consideration for
Contract Assuming Responsibility at Crossing — Right
Given by Constitution Applicable to Street (Electric)
Railways — When Compensation Must be Paid.
Owensboro City Railroad Co. v. Louisville & Nashville Rail-
road Co. (Ky.), 94 S. W. Rep. 22. June 7, 1906. "Not to
be officially reported."
By contract the electric railway company was granted
permission to cross, with its street railroad, the road of the
other company at a point south of the city of Owensboro.
The contract contained the following provision: "And this
permission is given upon the further consideration that the
trains of the said Louisville & Nashville Railroad Company
shall have precedence over the crossing. Said Owensboro
City Railroad Company hereby agrees that all of its cars
shall be stopped before passing over the crossing, and its
motormen, drivers, and other employes shall see that the
track is clear before crossing. And said Owensboro City
Railroad Company shall be liable for all damages to people
or property by reason of failure of its employes to stop its
cars, and see that the track is clear before passing the
crossing."
The steam railroad company sued the electric railway
company for damages to a locomotive in a collision alleged
to have been caused by the electric railway company violat-
ing its agreement by running one of its cars over the cross-
ing without first stopping and without its employes first
looking to see if the track was clear. But the electric rail-
way company contended, among other things, that the con-
tract was invalid for want of consideration.
In affirming a judgment for the steam railroad com-
pany, the court says that it is true that certain cases decide
that the provision of section 216 of the state constitution that
"all railway, transfer belt lines and railway bridge companies
shall allow the tracks of each other to unite, intersect and
cross at any point where such union, intersection and cross-
ing- is reasonable or feasible," is applicable to street rail-
ways as well as steam railroads. The street railway com-
pany unquestionably had the right to run its line across the
track of the steam railroad company, but the question was
did it have the right to do so without making just compen-
sation to the latter for the right of way appropriated through
its property? The court thinks not. The cases referred to
were where crossings were made on streets and public high-
ways, where the property belonged to the public and not
to the railroad. The case here was different; the crossing
was not on a street of a town, city, or on a public highway;
it was in the country, and crossed the right of way of the
steam railroad company. The section of the constitution
referred to conferred upon the electric railway company the
right to cross the steam railroad company's right of way
and track, yet this right could not be exercised in a case
like this, without first making compensation to the owner.
In the cases referred to the railroads did not own any right
of way along the streets or highways; they had been per-
mitted to occupy them by those in control of the highways,
and the roads attempting to cross, when given the right by
those in control, had the same right in the highways as
the roads that were first constructed thereon. In the court's
opinion, there was a consideration received by the electric
railway company sufficient to uphold this contract, at least
to the extent it was sought to be enforced in this action.
February 9. 1907.
ELECTRIC RAILWAY REVIEW
201
News of the Week
Chicago Traction Ordinances Passed.
A few minutes before four o'clock In the morning; on February
5 the city council of Chicago, at the end of an all night session,
pasesd the Chicago City Railway and the Chicago Railways Com-
pany i Union Traction) ordinances. The vote stood 56 to 13.
Mayor Dunne was yery much opposed to the passage of the or-
dinances before the spring election; he is a candidate for re-
election. His supporters in the council raised many objections and
offered numerous amendments, but they were vote'd down in al-
most every instance. The city council has never before had
such a meeting. About 50 amendments to each measure were
submitted After the final votes on the complete ordinance had
been taken a reconsideration of the votes was asked. These
motions were tabled, which has the effect of preventing the re-
traction of the ordinances.
Although some opposition to the consideration of the ordi-
nances on Monday had been expected, comparatively little, beyond
that which came from Mayor Dunne and his personal supporters,
developed. The Federation of Labor passed resolutions protesting
against action by the council before the spring elections and had
a delegation present at the council meeting.
Mayor Dunne is chagrined over his failure to secure a post-
ponement of action, and probably will exercise his veto power at
the meeting of the council on February 11. To pass the ordinances
over the veto will require a vote of only two-thirds of the alder-
men, and the result of Monday's session indicates that the sup-
porters of the measures have a safe majority over the necessary
number. The mayor issued a statement in which he said:
"The uncalled for and indecent haste with which these or-
dinances were rushed through at high pressure in an early morn-
ing session of the council, called immediately after a high pres-
sure session of the committee on local transportation, at which
a large number of amendments were offered without being printed.
and at which a most important agreement purporting to settle
the General Electric Railway obstacle was for the first time pre-
sented, will not. in my judgment, tend to assure the people that
the ordinances fully safeguard the public interests in the matter
of provision for the municipalization of the street railway sys-
tems. Legislation jammed through in this hurried and precipitous
manner is not likely to be regarded with confidence by the public
at large."
Walter L. Fisher has resigned as special traction counsel to
Mayor Dunne because the mayor's plan to postpone action on the
ordinances did not have his approval. The city council committee
on local transportation immediately engaged Mr. Fisher to act as
its adviser on traction matters.
The referendum amendment which was incorporated in the
ordinances provides that they shall not be effective unless a ma-
jority of voters approve them at the election on April 2. Mayor
Dunne contends that this clause is so worded that the measures
will be operative even without this approval.
The board of election commissioners received on February 5
from nine voters, acting for themselves and as the political com-
mittee of the United Societies for Local Self Government, a formal
protest against the emergency referendum petition. They claim
that the "alleged emergency referendum petition is illegal and
Invalid and contrary to the statute" which provides for the sub-
mission of public policy questions to voters. The reasons on which
their objections are based are: That it contains three propositions
on the same petition; that It Is not signed by 25 per cent of the
registered voters of the city; that It contains forged signatures
and the names of fictitious persons, and Is signed by aliens, non-
residents and minors; and that some of the petitions contain cer-
tain proposltons and others eontaln different propositions.
The board of election commissioners has taken official cog-
nisance of both of the petitions filed on January 31. The committee
on finance of the city council estimates that It would cost from
110.000 to $15,000 to Investigate the "public policy" lists, and It will
report this fact to the city council without recommendation.
Isaac N. Powell, the chief clerk of the board of election commis-
sioners, said that the board will questions affecting either
referendum until any objectior.s which may I" Bled are heard.
After the objections to the emergency referendum petition have
been considered, those who Bled the petition will be given a
hearing.
The election commissioners take t that under the
law they must place the referendum questions on the "little ballot"
unless objections which affect the legality of the petitions are
raised and sustained, in this Inatana they anticipate that in
any • clause providing for a vote on the ordinances will
b«- printed. The public policy petition has 1SI i names or more
than douti lulretd number. Th< other inn 107,000 signa-
ture* Under the ordinance as passed by the it, council, the board
Hon commissioners, however, would have no power to sub-
mit this referendum at the April election, If by any contingency
both petitions should be held Invalid
The petitions which were died with the election commission-
ers on January 31 are entitled the "Public Pollcj Petition" and
the "■uMigency Referendum Petit thai
Hi, all be lubmltted to voters tt illy in
form of the pending ordinances reported to the
on January If authorising the Chicago City Railwaj Con ly
and the Chicago Railways Comp
maintain railway! and providing for the pur
chase thereof v council or It! UoOfl
The other petition contains three clauses, the first of which is
identical with the wording of the public policy petition. The s< rid
clause is entitled "For a municipal railway system, one city, one
fare, versus franchises." It reads: "Shall the city council pro-
ceed b] li Donation under the Mueller law to acquire ami equip
a complete, modern, unified street railway system, with one fare
and universal transfers for the entire city, instead of passing the
pending franchise ordinances?" The third clause has no bearing
on the traction situation; it refers to a repeal of the Illinois
Sunday blue laws of 1845.
One of the principal features included in the settlement of
the situation is an agreement with the General Electric Railway
Company. It was read to the council and guarantees that the
Chicago City Railway Company will take over the rights of the
General Electric Railway Company if the ordinance is passed and
approved. The agreement provides that John A. Spoor and Thomas
E. Mitten for themselves and associates will deposit with the
First Trust and Savings Bank certain bonds, stock certificates
and promissory notes of the General Electric company. The bank
as trustee will secure to the city the power to cancel the General
Electric franchise if the City Railway ordinance becomes opea-
rtive before July 1, 1907. These securities are to be held in
trust until the tracks of the General Electric have been removed
from the streets and all its rights have been annulled. After that
the securities are to be returned to Mr. Spoor and Mr. Mitten.
In the event that the ordinance does not become operative before
that date, the securities are to be returned to the two men. An-
other amendment alters the two ordinances so that they apply to
any changes in the city limits in the future.
The Chicago Real Estate Board has appointed a committee to
urge and work for the approval of the ordinances at the election.
The ordinances provide for the expenditure on Improvements
of $40,000,000 within three years. Twenty-three through routes
without change of cars between the three sections of the city
will be established. The traction companies may be required to
furnish $5,000,000 for a downtown municipal subway. The munici-
pality will have the right to take over the systems on six months'
notice by reimbursing the companies for the value of $50,000,000
agreed upon, plus the money to be expended for improvements.
Fifty-five per cent of the net receipts from operation are to be
paid to the city annually.
The directors of the Chicago Railways Company met on Fri-
day and passed a resolution formally accepting the amendment
to their ordinance which provides for a referendum.
Cincinnati Traction Officials Indicted.
President W. Kesley Schoepf, Secretary Robert E. Lee and Su-
perintendent Newton Wickersham of the Cincinnati Traction Com-
pany have been indicted by the grand jury for "permitting a
motor street car to remain without proper protection to the mo-
tornian." This action is on account of an accident on December
30, when 2 men were killed and 30 injured. J. H. Schoepf.
claim agent, and William E. Bloslng. foreman at the car barns
were also Indicted for refusing to answer a subpoena of the grand
Jury, and for falling "to produce in court certain documents and
paraphernalia of the traction company," the latter referring to
parts of the wrecked car and books of the company which they
were ordered to produce In court.
Iowa Street and Interurban Railway Association.
Secretary L. D. Mathes. of Dubuque. la., announces that the
fourth annual convention of the Iowa Street and Interurban Rail
way Association will be held at the l.aKavette Inn. Clinton, la,,
on April 19 and 20. The program is not yet complete for an
nouncement In detail, but will include the following papers: "The
Steam Motor Car — Its Value for Interurban Service." "Freight
Handling by Electric Lines." "Amusements I low Should this
Feature be Handled by the Operating Companies/' "Modern Train
Dispatching Method! for Electric Railways" and "Handling the
Peak, or Rush Hour Traffic on City and Interurban Lines." Those
who have attended former meetings of the association will re-
call that It Is the practi t the association to thoroughly discuss
the papers read. Ample exhibition space has been provided for
representatives of the supply trade. Inquiries concerning hotel
rvatlona and oiler matten ii nnection with the com.
i b "ii'1 •! to Mr. P. P, Crafts, general manager, tows
A Illinois Railway Company, Clinton, la Phe offloen of thi
Street and Intel oclation are as follows: Pr<
r i Banlon Mason City, in.; via pn [dent, P. P C
ciinton. la.; seci sr, L. D Mathes, Dubuque, t!
Bill to Tax New Hampthlre Street Railways.— A bill he
Introduced In the legislature providing for a tnx of from one bo
three pet ordlng to upon the gross
Indiana One-Cent Fare Bill Killed. The I. Ill Introduced In the
Lturt by Representative Joyee ol Vigo oounty bo
i In Indiana to make a Hat rale of
i mile was rejected In the house by a vote of
27. At the suggt tlon of 1 tatlve ECelley, Mr. Joj win In-
troduce I new hill making the rale 1 '-j OSnl DM mile.
Growth of the Railroad Y. M. C. A.— The railroad department
.,r the International Committee or founa Men-
ninth treet, New fork, has lust Issued i!
i pamphlet called "Progi si i and 1 1 tit loo I
i i, of thi railroad depa i tmenl for the jreai 1906 and I h
for 190« shows that there
ti ■
with i hip of 14,010 si irea e of 1
202
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 6.
associations own 162 buildings, an increase of 32. with a valua-
tion of $3,000,150, $742,400 more than in 1905. The pamphlet con-
tains several half-tone engravings of some of the association
buildings.
Vacuum Cleaning System in Portland. — The Portland (Ore.)
Railway Company has recently begun using the vacuum system for
cleaning its cars. The apparatus, which consists of a rotary air
suction pump, driven by a 5%-horsepower motor, capable of de-
veloping a vacuum of 21 to 25 inches, is installed in an old car,
and may be taken from one car barn to another. From 30 to 40
cars a day may be cleaned in this way.
To Permit Cities to Acquire Street Railway Property. — It is
stated that a bill similar to the Mueller law now in force in Illi-
nois to permit cities to acquire street railway and other corpora-
tion property by issuing certificates secured by the property itself
instead of bonding the other property in the city, will be intro-
duced into the Minnesota legislature soon. The measure was rec-
ommended by the governor in his message.
Attack Against Overhead Trolley System in San Francisco. —
It is reported that Ernest H. Wakeman, an attorney of San Fran-
cisco, will bring an action In the United States circuit court at San
Francisco against the United Railroads Company, in order to have
the overhead trolley system declared a nuisance, on the ground
that it is a menace to human life. It is also declared that the
franchise which permits the overhead wire is invalid.
North Alabama Traction Company to Build Amusement Park. —
The North Alabama Traction Company of New Decatur. Ala., is
planning the construction of an amusement park and though
nothing definite has been done toward the selection of amusement
devices Mr. W. R. Hall, general manager, anticipates having the
park ready for business in the early summer. The company oper-
ates about 11 miles of city lines, serving a population of up-
wards of 16,000.
Half Fare for Passengers Without Seats. — A bill introduced
into the Oregon legislature requiring street railway companies to
issue a rebate ticket worth half the amount of the fare paid
was defeated on January 30 because of a technicality, although it
is stated that there was a strong sentiment in favor of it. Ac-
cording to the provisions of the bill the companies were not al-
lowed to refuse transportation to passengers after the seats had all
been occupied, unless another car was following not more than
five minutes behind.
Additional Amusements for Olcott Beach Park— A large tract
of land adjoining the park of the International Railway Company
at Olcott Beach has been leased to the Charles Amusement Com-
pany of Buffalo. N. T. It is announced that Charles W. McMahon
is president and Charles G. Stevens secretary and treasurer of the
new company. It is the intention to install various devices for
the diversion of pleasure seekers, from the figure eight and circle
swing to the Ferris wheel, and the ground will be broken for the
foundations as soon as the weather will permit.
Bill to Make Interurban Railways Common Carriers. — A bill has
been introduced into the Texas legislature to regulate the powers
and duties of electric interurban railways. An interurban electric
railway is defined as one which operates wholly by electricity be-
tween two or more incorporated cities or towns in the state, and
such railways are authorized to carry freight and express as well
as passengers, as common carriers. They shall report to and be
regulated by the Texas railway commission, except as regards
rates, which shall be under the control of the legislature.
New York Franchise Taxes.— The total franchise tax levied
against the street railway companies operating throughout Greater
New York from the first levy of 1900 up to and including 1905
is officially reported at $16,964,258. Cancellations by order of court
amount to $2,081,898, and partial payments have been made aggre-
gating $5,765,746, leaving a balance still outstanding of $9,116,613.
Interest to February 1 at 7 per cent on this sum, which is allowed
by law. is $2,366,275, making a total of $11.4S2.8S8 which is claimed
by the city. The Metropolitan Street Railway Company is charged
with $3,732,143 of this sum and the Brooklyn Rapid Transit Com-
pany with $2,222,622.
Automobile Railway in Indiana, — Thomas J. Honan, of Jack-
son county, has introduced a bill into the Indiana legisla-
ture which gives the right of condemnation and other privileges
accorded to steam and electric railroads to companies desiring
to operate automobiles over a private right of way. The bill is
said to be in the interest of Z. T. Sweeney, of Columbus, and
others, who propose to operate an automobile line between Sey-
mour and BrownstowTn over a concrete roadbed, with a high rail
of concrete on each side to confine the wheels. One of the pro-
moters has stated that they will run cars carrying from 30 to
50 people, and that the cost of construction will be about half that
for an electric line.
Cleveland Traction Situation. — No announcement has yet been
made as the result of the conferences between President Andrews
of the Cleveland Electric Company and President Dupont of the
Municipal company to determine the value of the old company?
property. Both companies have large forces at work making ap-
praisals independently. On Monday, February 4, Mr. Dupont and
Mr. Davis reported to the city council that until the value of the
physical property of the Central avenue-Quincy street route had
been determined it would be impossible for them to determine
the amount due the city from the company for the use of those
streets since the expiration of the franchises. The Municipal
Traction Company has adopted a novel plan for advertising and
extending its three-cent fare system, by accepting the Cleveland
Electric 3^-cent tickets for transportation on its own cars with-
out any arrangement with the Cleveland company for redeeming
them. These tickets are then sold again to the conductors for
further use at three cents each.
Indicating Signs for Express Trains in New York Subway. —
The Interborough Rapid Transit Company, which operates the
New York subway system, has adopted at Wall, Fulton and •
Grand Central stations a system of designating express trains
that considerably relieves the confusion on these platforms. At
every half car length along the platforms a small sign is suspended
by wire from above and these indicate alternately the Broadway
and the West Farms express. The trains are stopped so that
the entrance doors are always opposite the proper sign-
New Headquarters for American Street and Interurban Rail-
way Association. — Secretary B. V. Swenson announces that the
headquarters of the American Street and Interurban Railway As-
sociation will be moved on Tuesday, February 12, from 60 Wall
street to the Engineering Societies building, 29 West Thirty-ninth
street, New York. This change in address is made in accordance
with the plans of the executive committee, as announced at the
Columbus convention. The association will have more commo-
dious offices than heretofore and it is believed that the plan of
having the headquarters of all the national engineering and allied
societies in one building will work out most advantageously to
the general interests and welfare of these associations.
The Electric Journal Topical Index. — The new topical index
for the first three volumes of "The Electric Journal," published by
The Electric Club, of Pittsburg. Pa., has just been issued. This
paper has adopted the plan of issuing annually an index covering
all of the preceding volumes, so that it is not necessary to look
through a number of volumes to find a desired article, but any
article in any volume, along with all articles on the same subject,
may be quickly located. This seems especially useful in connec-
tion with a technical publication in which the contents are valu-
able for reference, as it is the experience of almost every engi-
neer who has had occasion to refer to a technical periodical, that
it is a very tedious task to find information from back numbers
along any desired line, when there is a separate index for each
volume.
Result of T-Rail Controversy in Columbus. — An official of the
Indiana Columbus & Eastern Traction Company is authority for
the statement that this company will probably make no permanent
improvements in Columbus, O.. in the way of either a passenger
or freight station until the T-rail controversy is settled in a
manner satisfactory to it. The company plans to put on heavier
passenger cars witli deep flanges that will admit of high rates of
speed and these plans, he said, are effectually blocked by the po-
sition the city authorities have taken in demanding the laying
of grooved rails in the city. The general offices of the passenger,
freight and claim departments have taken leased quarters in the
new First National Bank building and arrangements are being
made to increase facilities for handling freight at the old interur-
ban station.
Valuation of Milwaukee Electric Railways. — The physical val-
uation of the properties of the Milwaukee Electric Railway &
Light Company, Including both city and interurban mileage, is
now being determined for the Wisconsin State Board of Assess-
ment and the Railroad Commission of Wisconsin. The valuation
staff has been drawn in part from the staff hitherto engaged in
the valuation of steam roads in Wisconsin and in part from The
Arnold Company of Chicago, which recently had charge of the
valuation of the street railway properties of Chicago. Prof. W.
D. Pence, M. Am. Soc. C. E.. engineer for the two state commis-
sions, has charge of the valuation and with him are associated
Bion J. Arnold, M. Inst. C. E., president of The Arnold Company,
consulting engineer: C. M. Larson, chief roadway inspector; Prof.
John G. D. Mack, M. Am. Soc. M. E., chief mechanical inspector;
and George Weston, chief electrical inspector.
Electrolysis Controversy in St. Paul. — It is announced that an
agreement may be reached between the St. Paul water board and
the St. Paul City Railway Company regarding the electrolysis of
the water pipes. The railway company has taken exception to
the report of the water board's expert. Prof. D. C. Jackson, on
the ground that the additional improvements he suggests would
cost $100,000. Prof. Jackson states in his report that although
the returns have been much improved, material damage will be
caused to the water mains unless the returns are considerably
increased. The railway company has asked the board to arrange
a meeting between their engineers and Prof. Jackson to discuss
a compromise plan. In case of failure on the part of the railway
company to comply with any reasonable demands, the board will
again institute the $500,000 damage proceedings which were brought
against the railway company to cover the damage caused to the
piping system.
May Use Wooden Cars in Bridge Loop Subway. — The plan and
scope committee of the New York rapid transit commission at a
meeting on February 5 decided to allow the Brooklyn Rapid Tran-
sit Company to use rolling stock that need not be fireproof in the
proposed new subway loop to connect the Williamsburg and Man-
hattan bridges. President Winter of the Brooklyn Rapid Transit
appeared before the committee and said that he was not prepared
to give assurances in behalf of his company that it would change
its rolling stock to fireproof cars to be assured of use of the sub-
way loop. Mr. Winter explained that his company was constantly
getting rid of its inferior cars and replacing them with modern
steel and wood cars of a substantial type. After a thorough dis-
cussion it was decided to report a resolution to the full board on
February 9, 1907.
ELECTRIC RAILWAY REVIEW
203
Thursday, February 7, allowing the Brooklyn Rapid Transit Com-
pany to use rolling stock in the subway loop such as it is using
on Its elevated lines, provided that the cars shall be at least as
good as the most modern cars recently purchased by the company.
Report on Electrification of Erie Railroad. — It is announced
that the commission appointed over a year ago to Investigate the
subject of the electrification of the Erie's suburban lines in New
Jersey, will make its report to the board of directors in a few
days. The committee is composed of Vice-President J. M. Graham.
L. B. Stillwell and B. J. Arnold. The New Jersey suburban ter-
ritory now being considered in this connection includes the New-
Jersey & New York division for 33 miles; the Northern Railroad
of New Jersey. 29 miles, to Nyack: the Greenwood Lake division,
including the Morristown branch. 33 miles on the main branch, 14
miles on the Morristown branch, and 4 miles on the Orange branch.
The main line Is to be electrified as far as Tuxedo, 39 miles; the
Newark branch, from Jersey City to Paterson, 19 miles, and the
New York Susquehanna & Western for 39 miles. Westinghouse,
Church, Kerr & Co. are now engaged in electrifying the main
line of the Erie from Rochester to Avon, N. Y., and the branch
from Avon to Mt. Morris. 34 miles in all. A trial trip was made
recently between Rochester and Avon. 19 miles, and the line is
expected to be in regular operation some time this month. Single-
phase alternating current is used at a pressure of 11.000 volts.
Power is received from Niagara Falls.
Bill to Promote Electric Railway Building. — The building of
trolley lines in Minnesota is likely to receive a new impetus, if a
bill Introduced Into the lower house of the legislature by N. F.
Hugo of Duluth becomes a law The bill is Intended to facilitate
the building of electric railways In country districts by offering
the privilege of freight transportation, and its provisions include
the general regulation of lines running from cities and towns into
surrounding country territory. According to the bill any electric
railway company already organized or hereafter to be organized
Is empowered to construct, operate and maintain lines in territory
outside of the corporate limits of cities and towns, and along
country' roads or through private property, and to carry both
passengers and freight for compensation, to condemn property for
that purpose, and, furthermore, with the consent of city or town
authorities, to connect its lines with central stations in cities or
towns for the receipt of passenger freight. While the bill is
general in Its scope, it was framed especially to cover a need at
Duluth. Several of the residents of the country districts outside
of the city have offered to the Duluth Street Railway company to
build a line such as they want If the company will maintain and
operate it. The company Is unwilling to agree to the plan unless
it can have the privilege of carrying freight, which is now con-
trary to law.
Settling Claims Against Street Railway Corporations in New
York. — The New York City Railway Company last week tendered
Comptroller Metz $150 000 In part payment of the city's claim of
$408,790 on account of deferred car license fees, with the under-
standing that the payment is not to prejudice the company's alle-
gation that the city's claim is excessive. The case has been in
the courts for some time and several administrations have tried
to collect the fees. The contention of the company is that the
city Is trying to collect for both summer and winter cars, and
that this Is essentially unjust, as about half the company's cars
are housed at varying seasons. The company is unwilling to
pay more than for the number of cars actually In use the year
round. Mr. Rives, former corporation counsel, contended that
the law bound the company to pay on every car for which a license
was Issued. — Attorneys representing the company have also called
upon Corporation Counsel Ellison to discuss arrangements for a
settlement of the city's claims for repaying between the com-
pany's tracks. The claims cover a period of about ten years and
amount to $1,513,000. When Mr. Rives was corporation counsel he
brought suit to recover the amount and a referee was appointed
but never gave a decision. The company contends that since the
Introduction of electricity as motive power it should not be
obliged to pay for repaying and that the case is not the same as
In the days of horse-ears, when the horses wore out the pavement.
American Association Committee for 1907.— Since the Issue of
th«' Electric Hallway Review of February 2. the membership of
two additional committees for the work of the 1907 conv
of the American Street and Interurban Railway Association I
been completed as fol
Standard Code of Rules.
O. Connett". chairman, fern ral manager Worcester Con-
HOlldat.il Railway Company. Worcester, Moss.
i: C. Faber. general manager Aurora Elgin & Chicago Elec-
tric Railroad, Wheaton, 111.
J Lyon, superintendent vay Company,
Schenectady, N. Y.
k J. stout, general manage! Lain Bhori Hallway
CU veland, O.
J. n Bhannahan, general m onda Johnstown & Gio-
versvlll. Railroad Company. Qloversvllle N. y.
Standardization.
II C. Page, chairman, general manager Springfield street
Springfield, Mass,
T. W. v. inal Railway Co
pany, Buffalo, N. Y.
John Murphy, general superintendent Pittsburg Ratlwe
; Pitt
II A N
Ind.
II Walli i ■!■ 'ii • ;> i \,-w
York
Construction News
INCORPORATIONS.
Black River Electric Power Lighting & Railway Company.— In-
corporated In New Hampshire to build a lighting and power plant
and to build an electric railway from Claremont. N. II., to Ludlow,
Vt. Capital stock $1,000,000. Incorporators: John B. Reynolds,
New York, president; J. E. Jones. Boston, treasurer; Fred C. Da-
vis, of Springfield, Mass., superintendent.
Dallas Interurban Electric Railway — Incorporated in Texas to
build and operate an electric line from Dallas to other points In
Texas under a franchise granted to J. Mercer Carter and asso-
ciates last September. It is stated that plans for the local and
Interurban service already have been prepared by the American
Engineering Company and that construction is to begin within six
months from date of the franchise. It is also agreed that there
shall be 20 miles of interurban railway entering the city within
one year from the beginning of construction. Capital stock. $2,-
400,000, of which $1,800,000 is common and $600,000 preferred stock.
Bonds are to be issued on a basis of $30,000 for each mile of rail-
way. Incorporators: D. D. Waggoner, president: I. J. Willing-
ham, first vice-president; J. Mercer Carter, second vice-president;
Charles T. Alexander, third vice-president; Sidney A. Stemmons
secretary; M. H. Wolfe, treasurer; W. H. Clark and W. T. Henry,
attorneys; Alexander Sanger, E. M. Kahn, C. C. Slaughter, Robert
Ralston, Edward Titche, R. C. Buckner, O. H. Lang, J. B. Na-
bors and D. Sonnentheil. all of Dallas.
Enid City Railway.— Incorporated In Oklahoma to build a
street railway in Enid. Capital stock. $500,000. Incorporators:
John Hall, Albert E. Manuel and Charles Bosler, of Dayton O '
Carl Kruse and W. H. Hills, of Enid.
Greenville &. Greenwood Railway.— Incorporated in South Caro-
lina to build from Greenville to Greenwood. Capital stock $100,-
000. Incorporators: H. H. Prince, president; S. A. Anderson, of
Marietta. Ga.. vice-president; F. C. Owens, Atlanta, Ga., treas-
urer, and T. J. Conners, secretary.
Hornell Bath & Lake Keuka Railway.— Incorporated in New
York to build an electric railway 46 miles long from Hornell,
Steuben county, to Jerusalem. Yates county. Capital stock.
$1,000,000. Incorporators: F. W. Hastings, W. R. Campbell and
W. II. Phillips, of Bath, N. Y.
Ithaca & Seneca Falls Electric Railway. — Incorporated in New
York on February 4 to operate an electric road 50% miles long
from Ithaca to Seneca Falls, with branches from WiUard to Ovid
and from Trumansburg to Mecklenburg. The capital stock is
$1,000,000 and directors named are J. N. Hammond and T. J.
Cleary of Seneca Falls and Jacob Rothschild of 111
La Crosse & Winona Traction Company. — Incorporated In
Minnesota to build and operate an electric line from La Crosse,
Wis., to Winona, Minn. This is a subsidiary company of the La
Crosse Water Power Company, which Is developing water power
from the Black River at Hatfield, Wis. Capital stock. $50,000.
Incorporators: C. M. Morse, president; C. P. Crandall, vice-presi-
dent; F. H. Sampson, secretary, and C. M, Green, treasurer, all of
Winona. E. Boynton of La Crosse, is one of the directors,
Manltou & Crystal Park Railway.— Incorporated In Colorado to
build an electric line from .Manltou to Crystal Park, It Is stated
that the company Is planning a scenic railway on a large scale
with a line from Crystal Lake through the mountains to CI
canon. It is announced that the road from Manltou to Crystal
Park will he completed and In operation by next summer. Capital
'' ' Incorporators, J, K, Vanatta and C. W. Dolph
Colorado Springs, and E. A. Sawyer, engineer.
Manltou & Interurban Railway.— Incorporated In Colorado to
build in Interurban line iron, Manltou to points In Colorado.
Capital stock. $300,000. Incorpon s. ,i. k. Vanatta, C w. Dolpli
and E. A. Sawyer, Colorado Springs.
Minster Lorain &. Southern Railway.- Incorporated in Ohio to
build an electric railway from Minster, Auglaise county, to Ver-
sailles, 'hi county, 18 miles. Cap [ncor-
| H Qoeki William Schulenberg, B\ M Horn, R. J.
Defen brock and P. B H on, Headq si Wapakoneta, 0
Mississippi Valley Electric Railway. I ted n Illinois
k of $2,500 Incorporators Howard r Wllcora-
mon, Arthur W, V Bhuthora
People's Railway. ated In Penn rlvania to build 2
miles ..I electric railway iii iii<- borough of DUwood Cltj Lawi
county. Pa. Cm i,. |12, I, I , ,.,,
Sheridan, Ingi im I lomi i i. Ji nklm Pltl iburg;
8. Christy. Crafton
Prosser Traction Company. Incorporated In Washington I"
build a Urn Pro tward
Frederic]
nt; !•' a Jenne ohli w. i telllcotte, O. A
""i Oei i I i i 'i n -i Wash
Redlands &. Yucalpe Electric Railroad.— Incorporated Iii C
• '" build i
n to Oal Glen In I hi
e anj Int. ndl to de i Ii
204
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 6.
Oak Glen and eventually make of it a large summer resort. Cap-
ital stock, $1,000,000. of which $18,000 has been subscribed. In-
corporators: C. S. Chesnut, G. H. Dunn, O. D. Miller and A. A.
Moore.
Wawasee Ligonier Topeka & Lagrange Railway. — Incorporated
in Indiana to build an interurban line from Lagrange to Wawasee,
Ind., through Kimmell, Cromwell, Topeka and Ligonier, Ind.. with
headquarters at Ligonier. The company will also furnish light and
power for commercial purposes along its route. Capital stock,
$50,000. Incorporators: F. H. Green, Frank P. Bothwell and F.
E. Weir, Ligonier; Sumner Dowell, I. J. Vaughn and J. N. Bab-
cock, Topeka, and A. J. Hostetter, B. B. Johnston and F. J. Dun-
ten, Lagrange, Ind.
Wilmington & Wittingham Traction Company. — Incorporated
in Massachusetts with a capital stock of $50,000 to build an electric
line from the Massachusetts state line at Halifax, Vt., north
through Halifax. Wittingham and Wilmington. It is stated that
this project is the outgrowth of the purchase of the controlling
interest in the Shelburne Falls & Colerain Street Railway Company
by a syndicate in which Martin A. Brown, of Wilmington, is inter-
ested. It is said the plan is to extend the present line to the
railroad station at Shelburne Falls and later north to Wilmington.
Ann Arbor & Detroit Electric Railway, which proposes to build
an electric railway connecting the towns named in the title.
TRACK AND ROADWAY.
FRANCHISES.
Albia, la. — A franchise has been given the Albia Electric
Light & Power Company for a street railway in this city. It is
stated that the owners of the Albia system also control the build-
ing and operating of the interurban line from Oskaloosa to Bux-
ton which is believed to indicate that it will be extended to Albia.
It is announced that work will be started on the line in the
spring.
Cherrvvale. Kan. — The Union Traction Company has accepted
the franchise recently granted by the council. This provides that
$1,000 shall be deposited by the company as a guarantee that the
road will be built according to the teims of the franchise, one of
which is that it shall be finished within 16 months after accept-
ance. The company has also asked for a franchise in Parsons.
Demopolis, Ala. — A franchise has been granted to F. M. Ab-
bott for the Demopolis & Linden Railroad, which proposes to build
a street railway in Demopolis and a line to Linden, Ala.
Green River, Utah. — A franchise has been granted to Merrit &
Cook for an electric line from the city to the dam on Green
river, 7 miles long, with the privilege of furnishing power for light-
ing the city.
Hammond, Ind. — The Gary Hammond & Eastern Interurban
Railway has applied for a 50-year franchise to operate over cer-
tain streets of Hammond. William Walmsley, formerly of the
South Chicago Street Railway Company, made the application.
Joliet, III The city council has reconsidered the ordinance
recently passed granting the Chicago & Joliet Electric Railway
Company a 20-year franchise for laying tracks on Western avenue
arid has amended it to read "until 1920" instead, so as to make it
co-existent with other grants. It is stated that the company
intends to ask for the privilege to lay a double track on Chi-
cago street as far as Fifth avenue and on Fifth avenue to Sher-
man street; also from Chicago street east on Jefferson to Eastern
avenue and south to Second avenue.
Marion, Ind. — The Grant, Miami, Cass & Western Traction
Company will ask for a franchise at the next meeting of the
county commissioners. The line will run from Marion to Logans-
port and will touch 12 towns along the route. It is said that a
5-cent fare between stations will be charged, with $1 for the round
trip between Marion and Logansport.
Marlin, Tex. — The Buckeye Transit Company has made appli-
cation for a 50-year franchise for an electric line in this city.
This is the company which is to build an interurban line from
Marlin to Temple by way of Mooresville and Waco. Work is to
be begun within two years from the date of the franchise.
Owattonna, Minn. — The Twin City Rochester & Dubuque Elec-
tric Railway, which proposes to build an electric line from Min-
neapolis and St. Paul to Dubuque, Minn., has applied for a fran-
chise.
Peru, Ind. — The Marion & Logansport Interurban Company
has made application for a franchise through Jackson, Harrison,
Clay and Pipe Creek townships. It is said that the company al-
ready has secured right of way paralleling the Pennsylvania road
and that grading will be begun within a few months. The line
will pass through Sweetzer, Mier. Converse, Amboy. McGraws-
ville. Loree, Bunker Hill, Onward, Anoka. Ind., with terminals at
Marion and Logansport.
San Angelo, Tex. — Col. J. H. Ransom, Boulder. Colo., has
asked for a franchise to build a street railway. He agrees to
build one mile the first year, three the second and four the third.
He also asks that the property be forever exempt from taxation,
agreeing to pay, after the fifth year, 14 of 1 per cent of the
gross earnings of the system to the city.
Sandusky, O. — The Sandusky Fremont & Southern Railway
has been granted a 25-year franchise across Depot and Norwalk
streets in Castalia. The company has agreed to pay for a 24-
inch cement tile under the bed of the stream for drainage pur-
poses. It is stated that the crossing with the Pennsylvania road
will be accomplished by either an under or overhead grade-crossing
part of the expense of which will be borne by the latter company.
Tecumseh, Mich. — A franchise has been granted to the Adrian
Addison & Woodhull Electric Railroad. — A meeting has been
called to discuss plans and secure stock subscriptions for the con-
struction of this road, which is proposed to connect Addison and
Woodhull, N. T., via Jasper.
Amarillo Street Railway. — This company is letting contracts
and making preparations to begin work on the street railway line
in Amarillo. Tex. By the terms of the franchise work must be
started by April 11 and at least three miles must be in operation
by November 11. H. A. Nobles, Amarillo, president.
Boston, Mass. — The Massachusetts railroad commissioners re-
cently held a hearing to consider granting a certificate of neces-
sity to two companies which propose to build electric railways be-
tween Boston & Providence. One is the Boston & Providence
Interurban Electric Railroad, backed by the Stone & Webster
Engineering Corporation and the Gaston-Shaw interests, of Bos-
ton, which expects to build a high-speed interurban line on a
private right of way. The other is the Boston & New York
Electric Railroad, in which A. B. Leach and O. B. Clancy and
others, of Boston, are interested. This company intends to build
its road through the streets of the towns and cities or on the
highways rather than on a private right of way. The hearing was
postponed until February 11. at which time both companies are to
give further details as to the routes.
Central California Traction Company. — One of the officials of
this company has announced that it is expected to have the line
between Stockton and Lodi in operation by April 1. The rails
and ties are on the ground, and the contractor for the grading
and trestle work is making preparations to begin work as soon
as the weather permits. E. P. Hilborn. general manager, Stock-
ton, Cal.
Central Interurban Traction Company. — Charles A. Gutke. pres-
ident. 1113 Chemical building, St. Louis, writes that it is expected
to begin grading on June 1. on 24 street railway lines in St.
Louis, to connect with the Hillsboro Kimmswick & Southern Rail-
way, which will build from the city limits to the Flat River.
Chicago South Bend & Northern Indiana Railway. — Samuel T.
Murdock, of Lafayette, Ind., general manager of this company,
which has been incorporated to take over the Northern Indiana
Railway and build extensions, is quoted as saying that work is
to begin at once on a line from South Bend to Michigan City,
Ind., 28 miles, with construction material already obtained by the
Northern Indiana. Mr. Murdock states that this line should be
completed by January 1, 1908. and that another extension, from
Michigan City to Chicago, about 35 miles, will be completed In
about two years.
Cleveland Alliance & Mahoning Valley Railway. — It is reported
that James W. Holcomb, of Cleveland, the promoter of this road
to connect Cleveland with Ravenna, Alliance and Warren, O.,
has effected an agreement with the Everett-Moore interests in
the Northern Ohio Traction & Light Company whereby they will
join in the construction of the road, making use of the Northern
Ohio tracks for part of the distance. It is also stated that a
new company will be organized at once to build the first section
of the road, from Ravenna to Warren, electrifying the road be-
tween Ravenna and Newton Falls which has been leased from
the Baltimore & Ohio.
Columbus Marion & Bucyrus Railroad. — George Whysall, gen-
eral manager, Marion, O., writes that this company which is
building an extension of the Columbus Delaware & Marion Rail-
way from Marion to Bucyrus, O., is now clearing the right of way
in order to be ready to begin grading as soon as the weather
is suitable. Some of the grading has been done and in the spring
the work will be rushed to completion, in the endeavor to have the
road in operation by June 1.
Dillonvale & Ohio River Traction Company. — At a recent meet-
ing of the directors it was decided to begin work this month on
the road from Rayland to Dillonvale. O., 6*4 miles. Most of the
right of way has been obtained. T. J. Stringer has the contract.
Eastern Iowa Traction Company. — This company is making
surveys for an electric railway between Dubuque and Davenport,
la., and the complete plans include further extensions south
through Burlington, Keokuk and Hannibal to St. Louis and north
to Minneapolis and St. Paul. Mrs. Alice M. Butler, of Davenport,
is one of the promoters.
Frankfort Delphi & Northern Traction Company. — W. H. Cohee,
vice-president and general manager, Frankfort, Ind.. writes that
this company proposes to build an electric railway from Frank-
fort, Ind., to Chicago, via Delphi, Monticello. Monon and Ham-
mond, connecting at Frankfort with the Indianapolis & North-
western Traction Company. The section of the road under con-
sideration for immediate construction is that from Frankfort to
Delphi. Ind., 27 miles, via Rossville, Endner Mills and Plymouth.
A right of way 50 feet wide has been secured except in towns.
At Pyrmont. on the Wild Cat river, it is expected to build a dam
and develop a water power capable of generating 1,500 horsepower.
A. S. Straus, 23S Franklin street. Chicago, president; James R.
Brown, Frankfort, Ind., chief engineer.
Houston Electric Company — This company has begun the work
of reconstruction of several of its lines in Houston, Tex. The
track of the San Felipe line is being relaid and a portion of the
February 9, 1907.
ELECTRIC RAILWAY REVIEW
205
Heights Boulevard line has been relaid. David Daly, manager.
Houston, Tex.
Illinois Traction Company. — The track Is now laid on the
Blocmlngton-Peorla line from Bloomington to East Peoria, aJ-
though all of the poles and wires have not yet been put up. Cars
were operated over the Champaign-Decatur line from Champaign
to Seymour on Saturday, February i.
Indiana Columbus & Eastern Traction Company. — Superintend-
ent A. F. Schoeof. of the Columbus and Springfield division, has
been authorized to commence work on the construction of the
London cutoff early in the spring. This will shorten the main
line between Columbus and Springfield about seven miles, and
as the London stop will also be eliminated it will shorten the run-
ning time of the Columbus-Springfield limited cars almost 30
minutes. The cutoff extends from Lafayette to Summerford in
Madison county, O., a distance of five miles. The present line
extends south, from Lafayette on the east and Summerford on
the west, in order to take in London, the county seat of Madison
county, and the distance by that route is 12 miles. Vice-President
Xorman McD. Crawford, General Manager J. L. Adams and Su-
perintendent Schoepf walked over the cutoff right of way last
week and decided upon various details of the construction. This
will be an expensive piece of work, as several heavy fills will be
necessary' and three steel bridges will have to be built. The
longest of the bridges will be 15S feet, crossing Deer creek. The
other bridges will be about 40 feet each. Each will have concrete
piers. — The company is now doing the preparatory work on the
line between Lima and Defiance. O., in order to be able to rush the
construction in the spring. The Columbus & Lake Michigan steam
road, which covers a part of the distance, is to be electrified.
The company has purchased 15,000 ties and is distributing them
along the right of way.
Knoxville Railway & Light Company. — The work of double-
tracking the Main street line in Knoxville, Tenn.. from Prince
street to Temple avenue, has Just been completed. As soon as
the weather will permit the company will begin double tracking
the Broadway line from Fifth avenue to First Creek.
Leroy & Southwestern Railroad. — A. H. Shelby, of Wapello,
111., president, writes that contracts are to be let for construction
and equipment of this line from Leroy to Waynesville, 111., 23
miles, via Southdowns, Solomon, Wapella and Scott. It is pro-
posed to operate the line with some form of gasoline-electric
motor cars, of a sufficient power capacity to haul trains of 15 or
20 freight cars, as the line will be built principally for freight.
Two passenger cars, a combination baggage and mail car. and
about 50 freight cars will be required. The company is now con-
sidering a proposition to finance, construct and equip the line, but
Is willing to entertain separate proposals, for financing, and con-
struction and equipment.
Lynchburg Traction &. Light Company. — It is stated that this
company Is considering plans for an extension of this line from
Lynchburg, Va., to a connection with the Tidewater Railway at
Claytor's Ford bridge, 22 miles.
Mesaba Traction Company. — The Duluth Surveying Company
is making surveys for this line, which is to connect Biwabik and
Hlbbing and other towns on the Mesaba range. Minnesota. F. B.
Meyers, of Biwabik, is president.
Milwaukee &. Fox River Valley Railway. — The final survey for
this company's proposed line from Fond du Lac to Chilton, Wis.,
has been started. The preliminary surveys were made some time
ago and it is stated that the right of way has been secured. J. M.
Saemann. of Sheboygan. Wis., president.
Northern Texas Traction Company.— M. M. Phlnney. of Dal-
las, Tex., general manager, states that the preliminary work on
the proposed lines In Texas Is progressing rapidly. The lines are:
from Galveston to Houston; from Dallas to Ennls, via Waxa-
hachle. and from Ft. Worth to Cleburne.
Omaha <t Council Bluffs Street Railway. — The directors decided
last * • uln construction In the spring on three city lines
on Twenty-fourth street, on Fortieth street, and on
L street.
Pacific Traction Company. —Work has been resumed on
grading of this company's line from Tacoma to American Lake.
Wash. It Is estimated that about 19,000 cubic yards of excava-
tion will be required. B. J. Weeks, of Tacoma, general manager.
Plalnfield &. Sterling Railway.— II. II. Gallup and others have
applied to the Connecticut legislature for a charter for this com-
pany. They propose to build an electric railway from Moosup to
Sterling. Conn.
Putnam <&. Westchester Traction Company. -This company.
Which proposes to build an a lway from Peeksklll to
n N. y.. 4 miles, has been granted a certificate of necessity
by Ilia New York Railroad Commission. J. S. Ladd. of Peeksklll,
N. Y . Is president.
Red Lion &. Alrvllle Traction Company. Thli company has
vin be financed by A. K. Fn ■>, Samuel Ful-
ton. HukIi Ross and others, of York Count build an
In York
I
Richmond S. Chesapeake Bay Railway ad-
: to Ash] trlng
llmlnary surv. r an
extension from Ash] miles K J.
New York. J II .-er. Rich-
mond. Va.
Rome, Ga. — The Merchants' and Manufacturer- ion. of
this city Is considering a proposition made by Ben Watts and oth-
ers to build an electric railway nearly 50 miles long in a circuit
including Rome. Cedartown, Cave Springs, Lindale. Etna and
other towns.
Salem, O — It is reported that Pittsburg capitalists, represented
by S. L. Tone of the Pittsburg Railways Company, are planning
to build an electric interurban line from Alliance to Salem and
Youngstown. O.. and that City Engineer B. M. French, of Salem,
has been engaged to make the surrey.
Seashore Municipal Railroad.— H. D. Bristol, secretary, of
Oceanslde, X. Y.. writes that this company, recently incorporated
to build from Hempstead to Long Beach. L. I., has made all Its
surveys and secured all the necessary franchises for its line and Is
ready to let contracts. Paul K. Ames, of Rockville Center, L. I .
president; Henry Olmstead. Jr., of Freeport, L. I., chief engineer.
Shore Line Electric Railway. — It is stated that this company
will make application to the Connecticut legislature for permis-
sion to build an extension about six miles long from Essex to
Chester through Deep River. A. William Sperry, secretary' and
treasurer.
Spokane & Inland Railway.— It Is stated that by April 1 this
road will be so far completed that trains may be run from Spo-
kane to Garfield. Wash. The line is now in operation as far as
Rosalia Between Garfield and Palouse the track is being laid
to close up the few remaining gaps. Grading is in progress be-
tween Palouse, Wash., and Moscow. Idaho. A. M. Lupfer, chief
engineer. Spokane.
Texas Traction Company. — The contract for the culvert work
on this line from Dallas to Sherman, Tex., has been let to the
Atlas Metal Works, of Sherman. Two grading crews are now at
work and another is soon to be added, between Dallas and Mc-
Klnney. J. F. Strickland, Dallas, president.
Trov Rensselaer & Pittsfield Street Railway.— A corps of en-
gineers is making preliminary surveys for an electric railway be-
tween Troy and Pittsfield. N. T.
Vincennes Washington & Eastern Traction Company. — It is re-
ported that financial arrangements have been completed for build-
ing this line from Vincennes to Loogootee. Ind.. passing through
Washington, about 40 miles, and that construction will begin in
about two or three months, or as soon as the right of way is se-
cured. The power house and shops are to be located at Washing-
ton. W. H. Schott, of Chicago, is president.
Watertown, N. Y. — It is reported that Watertown citizens are
about to organize a company to build an electric railway from
Watertown to Oswego. X. Y., and that arrangements have been
made with Anson R. Flower, a Xew York banker, to finance the
project.
POWER HOUSES AND SUBSTATIONS.
Brooklyn Rapid Transit Company. — A new substation will be
erected at Flatbush avenue and Malborn street, at a cost of
$40,000. Three new substations are also under construction at
Dean and Grand streets. East New York, and Corona.
Chicago South Bend 4 Northern Indiana Railway.— It is stated
that the first work of this company, incorporated a few days ago
to take over the Xorthern Indiana Railway and to build to South
Bend. Michigan City and Chicago, will be to construct a large
power house at South Bend. S. T. Murdock, Lafayette, Ind..
general manaeer.
Huntsville (Ala.) Railway Light & Power Company.— This
company Is considering the adoption of natural gas for fuel In
its power plant. The company has recently brought in two high-
pressure gas wells on Its property located a short distance from
Huntsville and Is now sinking several other holes with prospects
of obtaining equally as valuable wells. A pipe line is being laid
to the city with a view to furnishing gas for illuminating and
heating purposes. If the supply proves as extensive as the tests
Indicate the use of coal as fuel at the power plant will be aban-
doned and gas will be used under the boilers for the generation
of steam.
Nashville S. Chattanooga Electric Railway.— Charles 11 Flsk,
of Detroit. Mich., one Of the promoters, states that work Is to
begin at a vary early date on U plant which Is to be built
at the Great Falls on the Cuney Fork river. Th. pro-
poses to build on electric railway from Nashville to Chattanooga,
Tenn.
Norfolk &. Portsmouth Traction Company.- This new power
hou*' will not be entirely completed until
some time this summer, although the three engines to be In-
stalled are to be la ding to a state-
ment of Norfolk. The
new plaint will supply power for lighting and other purposes for
unestown Imposition ns well as for the railway, and will
I of about 16,000 horsepou
Sheffield Company. — This coi ing Its power plant
by the Installation of a 1 chouse-Parsons tur-
■r Wick' boiler. Tl
' of this |
railway between Tu
InK it- it is
on the I. link.
2<M
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 6.
Personal Mention
Financial News
Mr. D. A. Swan has resigned as cashier of the Utah Light &
Railway Company and will open an office in Salt Lake City as
public accountant and auditor.
Mr. B. Brown on February 3 assumed the duties of assistant
superintendent of transportation of the West Penn Railways,
with headquarters at Connellsville, Pa.
Mr. Arthur C. Murray has resigned as purchasing agent of the
Indiana Union Traction Company of Anderson, Ind., to become
assistant general manager of the Illinois Traction Company, with
headquarters at Springfield. 111.
Mr! Thomas P. Delaney has been appointed foreman of the
East New York elevated shops of the Brooklyn Rapid Transit
Company, succeeding Mr. Ferris A. Overfield, resigned to eagage
in the general machinery business.
Mr. George S. Gannett has been appointed treasurer of the
Utah Light & Railway Company, succeeding Mr. L. S. Hills, re-
signed. Mr. Gannett will also assume the duties of cashier, this
office having been abolished with the resignation of Mr. D. A.
Swan.
Mr. William Schwertfager has been appointed superintendent
of the Dunkirk lines of the Buffalo & Lake Erie Traction Company,
succeeding Mr. W. N. Marinan, resigned. Mr. Schwertfager has
been superintendent of the Dunkirk & Fredonia Railroad, at Fre-
donia, N. Y.
Mr John B. McDonald, of whom a biographical sketch and
portrait appeared in last week's issue of the Review, was elected
vice-president of the Interborough-Metropolitan Company, instead
of the Interborough Rapid Transit Company, as stated. The In-
terborough-Metropolitan controls the Interborough Rapid Transit
Company and the Metropolitan Street Railway Company.
Major E. S. Winters has been appointed general agent for
the Atlanta Macon & Griffin and the Macon Americus & Albany
Electric Railway companies, with headquarters at Macon, Ga.
Major Winters was Identified with the street railway systems of
Macon from 18S7 to 1903. when he became connected with the
Montgomery (Ala.) Traction Company, later serving as receiver
for the company until the final consolidation of the Montgomery
lines. His present appointment will take effect at once.
Mr. C. L. Wilcoxon, general superintendent of the Western
Ohio Railway Company, with headquarters at Wapakoneta, O.,
has resigned to accept a similar position with the Pittsburg &
Butler Street Railway Company, with headquarters at Butler, Pa.
Mr. Wilcoxon has been connected with the Western Ohio for about
six years and has held his present position for about a year,
having succeeded his father, Mr. C. N. Wilcoxon, now general
manager of the Cleveland & Southwestern Traction Company.
Mr. E. C. Folsom has resigned his position with the Atlantic
City & Suburban Traction Company, of Pleasantville, N. J., and
the Walkill Transit Company, of Atlantic City, N. J., to become
general manager of the Saginaw-Bay City Railway & Light Com-
pany with headquarters at Saginaw, Mich. In addition to his
street railway duties he will also have charge of the electric light
and power plants of both cities. Mr. Folsom was formerly general
manager of the Ft. Wayne & Wabash Valley Traction Company.
Chicago-New York Electric Air Line Railroad.
President J. D. Price, of the Co-operative Construction Compa-
ny on February 2 drove the first spike at La Porte. Ind., and work
is said to be in progress on a spur 3 miles long from La Porte to
the main line. The driving of the first spike was attended by elab-
orate ceremonies. A shipment of rails and other materials has
arrived and it is stated that a contract for two bridges has been
let to the Modern Steel Construction Company, of Waukegan. 111.
The promoters claim that work will now proceed rapidly on the
line between Chicago to Goshen, the first section of the widely
advertised ten-hour ten-dollar air line from Chicago to New
York.
Open Cut Method for Pennsylvania Tunnels.
Eugene A. Philbin, of the United Engineering & Contracting
Company and the Pennsylvania Railroad, on January 31 asked per-
mission of the New York rapid transit commission to excavate the
tunnels under Thirty-second and Thirty-third streets between
Madison and Seventh avenues, by the method of open cuts instead
of tunneling by pneumatic shields. He said the contractor had
discovered that the streets at the points stated were underlaid
with quicksand and subterranean streams, making it impossible
to bore the tunnels by the shield method, and making it necessary
to cut the ground from the top. He said that it was desired to
cut to a depth of 60 feet and that the entire width of the street
from curb to curb would be required. The work would require
about ten months to complete but that the streets would be
covered over except between 11 p. m. and 7 a. m. Mr. Philbin
presented affidavits from several prominent engineers to the ef-
fect that to continue with the present methods of excavation would
seriously endanger the foundations of the buildings. The applica-
tion was referred to Chief Engineer Rice, of the commission, for
a report.
Alton Granite City & St. Louis Traction Company. — The Ed-
wardsville Alton & St. Louis Railroad has been acquired.
Ashtabula (O.) Rapid Transit Company. — It is reported that a
controlling interest in this company has been secured by capital-
ists representing the Pennsylvania & Ohio Railway.
Bangor (Me.) Railway & Electric Company. — The capital stock
will be increased from $1,250,000 to $1,500,000.
Brooklyn Rapid Transit. — At the annual meeting on January 25
the stockholders re-elected as directors for three years J. E. Jen-
kins. D. H. Valentine, H. C. Du Val and Eugene N. Foss.
Buffalo & Lake Erie Traction Company. — It is reported that
the Erie Rapid Transit Street Railway Company and the Ham-
burg Railway will be absorbed.
Capital Traction Company. — The total passenger receipts in the
District of Columbia and the Maryland division in 1906 were $1,-
704.221.82. The receipts and disbursements are reported as follows:
Receipts— from passengers. District of Columbia, $1,680,184.78; from
passengers, Maryland division, $24,037.04; total, $1,704,221.82.
Freight. $1,338; mail, $2,903.28; rent of land and buildings, $7,927.26;
advertising, $9,000; miscellaneous income, $4.29; income from se-
curities owned by insurance reserve, $4,280; sale of tickets, $1,-
659.18; bills payable. $405,000; balance January 1, 1906, $32,670.31.
Total receipts, $2,169,004.14. Disbursements — Maintenance of way
and structures — Track and roadway, $26,019.75; electric lines, $7,-
840.72; buildings and fixtures. $1,978.79; total, $35,839.06. Main-
tenance of equipment — Steam plant. $11,873.68; electric plant, $1,-
980.S0; cars, $49.4S6.89; electric equipment of cars, $25,661.05;
horse and vehicle equipment. $114.25; miscellaneous equipment,
$402.23; miscellaneous shop equipment, $3,821.41; total, $93,340.31.
Transportation — Operation of power plants, $90,501.60. Operation
of cars — Superintendents of transportation, $15,310.68; wages, con-
ductors and motormen, $305,263.49; freight and mail employes,
$1,1S6.35; other car service employes, $15,846.92; car house em-
ployes, $17,311.13; car and motor supplies, $2,564.61; miscellaneous
transportation expenses, $13,948.27; cleaning and sanding of tracks,
$2,332.98; removing snow and ice, $504.26; total, $372,268.69. Gen-
eral expenses, $122,571.74; taxes, $76,343.89; special police, $10,449;
interest, $43,200; construction and equipment, $66,234.20; miscel-
laneous reserve, $4,227.50; dividends, $720,000; extension account,
$497,618.79; total, $2,132,594.58; balance December 31, 1906, $36,-
409.56; grand total, $2,169,004.14. The report shows that during
the year 39,649,442 revenue passengers were carried, and 14,498,-
560 transfer passengers, a total of 54,148,002 passengers.
Chicago & Oak Park Elevated Railroad, — The annual report of
the Chicago & Oak Park Elevated Railroad for the year ended
June 30 last, which has just been made public, shows a small
increase in both gross and net earnings. The income account
compares as follows;
1906. 1905. Increase.
Passenger earnings $863,637 $821,196 $42,441
Other earnings 23,146 18,302 4,844
Total earnings $8S6.7S3 $839. 49S $47,285
Expenses 505,538 505,930 »392
Net income $381,245 $333,568 $47,677
Other income 3,771 3.446 325
Total income $3S5,016 $337,014 $48,002
Interest, rents, etc 477,795 447.862 29,933
Deficit $ 92,779 $110,848 »1S.069
The balance sheet of the company indicates a small increase
in assets for the year, while the profit and loss deficit Increased
from $165,565 to $258,343. The capital stock of the company is
$10,000,000, the funded debt $6,000,000, and debenture notes issued,
$350,000.
The balance sheet of the holding company, which is the Chi-
cago & Oak Park Elevated Railway Company, compares as follows:
Assets— 1906. 1905.
Stocks and income bonds '. $7,6S2.555 $7,670,948
Notes receivable 1,60S,500 1,488,600
Cash on hand 1,239 814
Total $9,292,294 $9,160,362
Liabilities-
Capital stock— preferred $3,044,800 $3,039,000
Common 5,656,100 5,645,800
Total $8,700,900 $8,684,800
Capital stock scrip— preferred 12,966 14,405
Common 4,257 12,557
Notes payable 574,171 448,600
Total $9,292,294 $9,160,362
•Decrease.
Consolidated Railway. — Judge Rugg. of the Massachusetts su-
preme court, after hearing arguments, has taken under considera-
tion the action started by Attorney General Malone against the
Worcester & Webster and the 'Webster & Dudley Street Railway
companies to dissolve the corporations. The attorney general
seeks to defeat the merger and the control by a foreign corpora-
tion. The Worcester & Webster company is leased to the Web-
ster & Dudley company, which is said to be controlled by the
New York New Haven & Hartford Railroad.
February 9, 1907.
ELECTRIC RAILWAY REVIEW
207
Detroit Jackson & Chicago Railway. — This company, which
was recently incorporated by officials of the Detroit United Rail-
way, has acquired the properly and franchises of the Detroit
Ypsilanti Ann Arbor & Jackson Railway. F. W. Brooks, assistant
general manager of the Detroit United Railway, has been elected
president to succeed J. D. Hawk?.
Detroit United Railway.— Arrangements have been made for the
sale of $2,000,000 three-year 5 per cent notes to Kean, Van Cort-
landt & Co. The notes will be secured by a deposit i bonds.
Evansville & Southern Indiana Traction Company. — A mort-
gage has been given to secure an issue of $4,000,000 5 per cent.
30-year bonds. The proceeds of the issue will provide for out-
standing debts and will redeem the bonds of the Eyansville Elec-
tric Railway and the Evansville & Princeton Traction Company.
Forest City Railway (Cleveland). — The gross receipts in No-
vember. December and January were $17,271.95. Operating ex-
penses were $13.83S.54
Geneva Phelps & Newark Railroad. — The New York Railroad
Commission has granted this company permission to Issue a first
mortgage for $700,000. The road was recently granted a certificate
of necessity to build an electric road from Geneva, Ontario
county, through Phelps to Newark. Wayne county, 15 miles.
Georgia Railway & Electric Company.— Gross receipts from
passengers, freight, electric power and light and steam heating in
1906 were $3,321,816.04.
Illinois Traction Company. — This company has purchased from
Clark Brothers, of Philadelphia, the Mississippi river terminal line
of the East St. Louis & Suburban Railway in Venice, 111. This
line gives the Illinois Traction System an outlet to the river and
to its proposed bridge across the river which will give It an en-
trance to St. Louis.
Lake Shore Electric Railway. — It is reported that negotiations
are In progress for the purchase of the Sandusky Norwalk &
Mansfield Electric Railway.
Lowell & Fltchburg Street Railway. — This company has been
authorized by the Massachusetts railroad commissioners to Issue
J75.000 additional bonds. This makes the total bond issue of the
company $275,000 and the total stock issue $275,000. The road
was constructed and equipped by A. L. Register & Co.. of Phila-
delphia, and consists of IS miles of high-class interurban railway.
It connects the Lowell system at Lowell, Mass.. with the Fltch-
burg system at Ayer, Mass. In addition there is a branch of
about 5 miles from West Chelmsford to Westford, Mass.
Manhattan Railway. — Attorney General Jackson of New York
State has been notified that the company will pay Its franchise
tax for 1906 at once, if it is allowed a reduction of 11 per cent
from the assessed valuation of the property, which was $62,700,000.
Mansfield & Worcester Interurban Railroad. — The authorized
capital stock has been increased from $30,000 to $2,000,000. It
has also been decided to Issue $1,000,000 5 per cent bonds. Phila-
delphia people who have been interested in the company have
disposed of their stock and new directors have been elected as
follows: Samuel Kinsey, of Pittsburg; David Collier and M. M.
Van Nest, of Wooster; John L. Barr. Charles Brumfield and B. L.
Chase, of Mansfield; D. Graven, of Loudonvllle. and R. H. Crltch-
fleld. of Shreve. The directors elected the following officers: Sam-
uel Kinsey, president; David Collier, vice-president; John L. Barr,
retary, and B. L. Chase, treasurer.
Manufacturers' Railroad (New Haven, Conn.). — This company
has been acquired by the New York New Haven & Hartford
Railroad.
Memphis Street Railway. — Isaac Newman, of Isaac Newman
& Sons. In referring to the suit brought by a stockholder applj
bag for the appointment of a receiver, has made the following
statement: "We have anticipated for several months legal objec-
tions on the part of a few minority stockholders of the Mem
Railway Company to the plan of the American Cities
Railway & Light Company, by which the latter acquired approxl-
ly 90 per cent of the stocks of the Memphis, Birmingham,
Knoxvllle. Little Rock and Houston properties. When the plan
of the American Cities Railway & Light Company was announced
In June. 1906, objection was made by these minority stockholders
In the Memphis Str<Tt Railway Company on the ground thai
Memphis property was a much better one than the others and
for this reason they were unwilling to deposit their Memphis
stock under the plan. These minority stockholders, holding prob-
ably less than 10 per cent of the common stock of the Mem-
phis 8treet Railway Company, have not deposited their stock,
but the plan of the American Cities Railway & Light Company
has In no way disturbed the legal existence of the Memphis Street
Railway Company, so that the rights of the stockholders therein
have not been Interfered with."
Montreal Street Railway. — Gross earnings for Decern:
were $266,963. an Increase of $30,008. Operating expenses Inci
$23,576. leaving an Increase In net earnings of $6,432. The figures
for l> imber and for the last three months of 1906 are as fol-
lows:
December, Three mos.,
1906
M earnings $266,952 $812,036
Operating expenses 186.571 616,433
Net $81,382 $296,603
Charges 39,122 119.008
Surplus $42,260 $176,696
Pennsylvania Street Railways — The annual report of Isaac B.
Brown, superintendent of the state bureau of railways, shows that
the capitalization of 23S street railway corporations in the fiscal
year ended June 30. 1906, was $1S3.653,441. Total receipts from
operation were $41,039.1S6. There were 3.325.33 miles of track and
V4S4 cars in service. The total number of passengers carried was
949,647,802. Cost of road and equipment stood at $140,916,635.
Philadelphia Company (Pittsburg) — The gross earnings ii.nn
operations in the year 1906 were $1S,223,537.65. Expenses and taxes
were $11,107,967.50. leaving net earnings from operations of $7.-
115,570.15. Miscellaneous income was $277,672.40, making, with
net income from operating, $7,393,242.55. Fixed charges' were
$4,37S,209.34. leaving a balance of $3,015,033.21.
Philadelphia Rapid Transit Company.— The Trades League
takes the stand that the plan offered by the merchants' association
does not provide for immediate improvement of service. In the
plan which is being framed by the Trades League the provisions
governing the reduction of fares and the surrender of franchises
will be revised. Mayor Weaver has issued a long statement criti-
cizing the Merchants' plan. He has not submitted a plan himself.
St. Louis <£. Suburban Railway.— The board of directors will
be reduced by the United Railways Company, which is now In
control, from 15 to 5 members.
South Side Elevated Railroad.— Gross earnings for the year
1906 amounted to $1,788,975, as compared with $1,713,348 in the pre-
vious year, an increase of $75,627 or 4.4 per cent. The extra cost
of operating, due largely to high prices of labor and materials,
brought total expenses to $1,207,268, as compared with $1,052,963,
an increase of $154,305 or 14.6 per cent. Net earnings were $581,707,
a loss of $7S,678 from the previous year. The final surplus, after
paying bond interest and dividends, was $138,779, as compared
with $217,470, a loss of $78,691. Operating expenses amounted to
67 & per cent of earnings, as compared with 61% per cent In the
previous year. Leslie Carter, the president, was elected chairman
of the board of directors and Marcellus Hopkins, general manager,
was elected a director and president and general manager. E. C.
Nichols was made vice-president, succeeding T. J. Lefens.
The statement compares as follows:
Earnings— 1906 1905 1904
Passenger $1,721,213 $ 1.647.9SS $1,523,421
Other earnings 63.590 62.662 49.898
Miscellaneous 4.170 2.698 1510
Total earnings 1,788,975 1.713,348 1.574.S29
Expenses —
Maintenance way 77,984 72.175 64 947
Maintenance equipment 144,317 141.078 129.036
Transportation 534.945 437.934 415.478
General 191,658 165,519 153.411
Loop rental 258.363 236.256 207.106
Total expenses 1,207,268 1.052,963 969,977
Net 581.707 060.385 604.854
Interest on bonds ■ 33,750 33,750 33.750
Dividends 409,177 409.165 .149
Surplus 138.779 217.470 161,955
Passengers carried 34,424.260 32,959.752 30.46S.424
Daily average 94,313 90,301 83.247
Per cent increase 4.35 8.47 *6.78
Per cent operating expenses 67.5 61.5 61.6
•Decrease.
The balance sheet compares as follows:
Assets— 1906 1905 1904
Property $12,238,803 $12,255,944 $12,312,338
Extensions, etc 6.367,591 3,989.900 1,313.943
Treasury stock 92,400 92.400 92,400
Supplies 126.314 137.879 l...ns;,
Dues from companies 11,489 15.906 7,979
Due from agents 5,855 9,242 5,183
Other asset 67.027 23,444 14.500
i 'ash — general 142.396 154.059 176,085
fash, construction 83.135 9 19.250 817,678
Totals 19.135,013 17.628.023 14,785,091
Liabilities—
Stock $10,323,800 $10,323,800 $10,323,800
Funded debt 7.110,000 5.610.000 3.110.000
Payables 265,049 336,839 161377
Depreciation 50,000 50.000 m
Surplus 1,896,168 l.:'.n7.3S4 1.139,914
Totals 19.135.013 17.628.023 14,785.091
Springfield Wilmington & Cincinnati Railroad. — The author-
ized capital stock has been Increased from $3,000,000 to $4,000,000.
Toledo Railways & Light Company. — It Is reported that this
inj will acquire the Toledo & Western Railway.
United Power & Transportation Company (Philadelphia). -The
annual report for 1906 compares as follows:
1906 1905. 1904.
I ime from securities and loans $S24,"21 $xo!i,720 $708,512
etc 864,0 10 364.055
Surplus $460,001 $446,635 $344,467
In ivlous surplus 267.088 207.078 260.1s,,
Surplus i Uoabli I riden'd $727,089 $712,713 $610,642
United Railways A Electric Company. — The ia\ paid to th«
olty of Baltimore in moo for the malnte irks was 1410,
208. Gross earnings for the 3,689,847, Of which the
city line earned $4,658,985.
Washington Alexandria A Mt. Vernon Railway. Q lin-
ings l tOtS of $2,009 II. 01 I
from the D mber, 1906, figures. They oompars .is follows:
i ii-cmiiei . i ii oember,
1906.
■ nlngH $18,459.77
uses 11,197.44 11,871
Net earnings 7. 16 8.61'
208
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 6-
Manufactures and Supplies
SHOPS AND BUILDINGS.
ROLLING STOCK.
Philadelphia Rapid Transit Company is figuring on 60 new
passenger cars.
Sioux City Traction Company, Sioux City. la., will build 6 new
cars in its own shops.
Forest City Railway, Cleveland, O., has ordered 50 cars from
the St. Louis Car Company.
Chicago Union Traction Company has ordered 4 additional
cars from the St. Louis Car Company.
San Francisco Vallejo & Napa Valley, Napa, Cal., has ordered
8 new cars from the Niles Car & Manufacturing Company.
Washington Baltimore & Annapolis Electric Railway, Wash-
ington. D. C, it is rumored, will be in the market shortly for 25
large interurban cars.
Warsaw Street Railway, Warsaw, Wis., has purchased through
the Knox Engineering Company, Chicago, 3 cars for city serv-
ice to be built by the Cincinnati Car Company.
Northern Ohio Traction <£. Light Company, Akron, O.. will
build 4 cars in its own shops. Delivery will soon be commenced
on the 20 cars ordered some time ago from the Kuhlman Car
Company.
Chattanooga Railways Company. Chattanooga. Tenn., has re-
ceived 10 of an order of 15 new 40-foot semi-convertible cars from
the Kuhlman Car Company. These cars are to be mounted on
Brill trucks and are to be equipped with National airbrakes and
Westinghouse 101 motors, four to each car. The first car of the
shipment was put into service last week.
Oakland Traction Company, Oakland, Cal., as mentioned in our
issue of January 19, has ordered the building of 40 double-truck
cars of the California type in its Oakland shops. They will have
a seating capacity of 42 to 44 persons, length over all of 45 to 48
feet, width over all 8 feet 6 inches, wooden body, underframe
of steel and wood and will be equipped with airbrakes.
Citizens Railway, Lincoln, Neb., was reported in the Electric
Railway Review of January 26 as having ordered S full-convertible
cars. This order was placed with the American Car Company,
and the cars are for May delivery. They will have a seating capacity
of 30 persons, will weigh 17.000 pounds, will have a wheel base
of 8 feet, length of car body 20 feet, length over vestibule 30 feet
6 inches, length over all 30 feet 6 inches.
East St. Louis & Suburban, as noted in the Electric Railway
Review "of January 26, has placed an order with the Inter-State
Car Company for 200 all-wood gondola cars of 80.000 pounds ca-
pacity, and has an option on 300 additional gondola cars, for de-
livery in September, 1907. The details are as follows:
Weight 31,000 lbs. Brakebeams Dexter
Length, inside 35 ft. 7 in. Brakes Westinghouse
Over all 40 ft. Couplers Climax
■Width, inside 9 ft. 4 in. Draft rigging Miner
Height, inside 3 ft. 6% in. Journal bearings Spiral
Special Equipment.
Bolsters, body and truck Journal boxes Symington
American Steel Foundries Springs Railway Steel Spring
Detroit United Railway, Detroit. Mich., as reported in the
Electric Railway Review of January 26, has placed an order with
the Cincinnati Car Company for 50 double-truck cars and 10 inter-
urban cars for delivery from May 15 to June 15, 1907. The speci-
fications call for the following details:
50 Double Truck Cars.
Seating capacity 41 persons Width inside 7 ft. 6% in.
Weight 37.300 lb. Over all 8 ft. 314 in.
Wheel base 4 ft. 6 in. Height, inside 8 ft. 2% in.
Length of body 29 ft. Sill to trolley base.. 9 ft. 5 in.
Over vestibule 5 ft. Track to trolley base
Over all 41 ft. 4 in. 12 ft. 1% in.
Body and underframe Wood
10 Interurban Cars.
Seating capacity 45 persons Height, inside 8 ft. 8% in.
Wheel base 6 ft. Sill to trolley base. .9 ft. 11 in.
Length of body 36 ft. 2 in. Track to trolley base
Over vestibule 4 ft. 6 in. 12 ft. 5% in.
Over all 46 ft. 4 in. Body and underframe Wood
Width, inside 7 ft. 4% in.
Over all 8 ft. 6 in.
Special Equipment.
Airbrakes Storage 10 interurban Hot air
Bolsters, body Truss type Motors, number and type...
Control system Unit 4 Westinghouse No. 93A
Couplers Co.'s standard Safety tread Universal
Curtain fixtures. Keller eccentric Sanders Co.'s standard
Curtain material. . .Cotton duck Seats —
Destination signs. Co.'s standard 50 double truck Plush
Fenders Co.'s standard drop 10 interurban Rattan
Gears Split Trucks —
Hand brakes Peacock 50 double truck Baldwin
Headlights Dayton Mfg. Co. 10 interurban
[nterior finish. Quarter sawed oak Co.'s standard No. 0-50
Heating system — Ventilators
50 double truck ..Single deck sash operator
Peter Smith hot water Vestibule Detroit
Boston Elevated Railway. — An old car barn, on Dunster street,.
Cambridge, Mass., which has been used by the company as a.
blaeksmith and carpenter shop and which contained the division
offices, was destroyed by fire on January 30.
Brooklyn Rapid Transit Company. — The new quarters for the-
line department, which are to be erected at President street, Xos-
trand avenue and Carroll street, will cost in the neighborhood of
$300,000. In a general way the plans will call for new office build-
ings for the line and track departments, new stock buildings for
the purchasing department, new machine and wheelwright shop,
painting shop, carpenter shops, and new facilities for the light-
ing department. The company has asked for bids for the erection
of all the new stations on the Brighton Beach elevated line, from-
Beverly road to Sheepshead Bay. There will be in all stations at
Dean street. Beverly road, Avenue C. Foster avenue (express;
stop), Manhattan Terrace, Greenfield, Kings Highway (express
stop), Avenue U, Neck road and Sheepshead Bay (express stop).
—A contract has been let to Pierson & Goodrich for the construc-
tion of an incinerating plant at Third avenue and Third street,.
Brooklyn.
Columbus Delaware & Marion Railway. — This company is
building a new freight station at Marion. O., containing platforms:
on each side of the track, connected by a roof, so that cars may-
be loaded and unloaded from either side and under cover.
Nashville Railway <£. Light Company. — The work of removing^
the" buildings on Third and Fourth avenues and Cedar street has
been started to make room for the new transfer station of the-
Nashville Railway & Light Company. Though definite plans have
not been formulated, it is known that the station will be a one-
story brick structure located between the tracks. The distance
between the inside rails of the tracks will be 28 feet. The cars^
from the east and north will use the north track, and those
from the south and west will use the south track. It is expected
that the work of building the station and laying the track will be-
completed in six months.
North Alabama Traction Company. — This company has re-
cently occupied its new car barns at New Decatur. Ala. The main-
building is 90 by 140 feet in floor area and the shops, which are
triangular in shape, are 140 feet long and 50 feet wide at the front
end of the structure. Offices and waiting rooms are provided in
the building. The barn is of brick construction and is one story
high.
Pittsburg & Butler Street Railway. — This company has re-
cently let a contract for its repair shops near Butler, Pa. Con-
tracts for equipment are expected to be let shortly. Hudson F.
Layton, of Pittsburg, chief engineer.
Toledo Urbana & Interurban Railway. — This company has pur-
chased property on St. Clair street, Toledo, O.. for the purpose of
erecting a large freight station.
TRADE NOTES.
Lidgerwood Manufacturing Company, has removed its Chicago-
offices from 1510 Old Colony building to 1917 Fisher building.
V. C. Gilpin, 120 Liberty street. New York, announces that he-
has been appointed eastern sales agent for the Sterling Electric
Company for its flexible steel conduit and armored conductor.
Robert W. Hunt & Co., Chicago, have been appointed consult-
ing engineers to the receivers of the Union Traction Company.
Chicago, and placed in direct charge of the lowering of the car
tunnels under the Chicago river.
Crocker-Wheeler Company, Ampere, N. J., at the officers' and*
branch managers' convention held from January 23 to 26. an-
nounced that the company had done more business during 1906
than any previous year since its organization.
Consolidated Car Heating Company, 42 Broadway, New York,
has moved its purchasing department to the New York office and
has appointed Mr. Claude C. Nuckols purchasing agent. Mr.
T. M. May. heretofore in the employ of the National Electric
Company, has been appointed a representative of the sales depart-
ment.
Cook's Railway Appliance Company, Kalamazoo. Mich., on De-
cember 26. 1905, changed its corporate name to Cook's Standard
Tool Company, the ownerships and management remaining the
same. This change was thought advisable on account of the
name "Standard" by which its appliances have so long been known
to the trade.
Thos. P. Conard & Co., Harrison building. Philadelphia, issue-
from time to time a list of second-hand boilers, engines, locomo-
tives, steam shovels, machine tools, etc., on hand. The company
have been specialists in this line for many years. A lot of dif-
ferent make hoisting engines are described In a leaflet just issued
which will be mailed upon request.
Wesco Supply Company, St. Louis, Mo., has purchased the
plant of the Davis Electric Manufacturing Company, of Spring-
field. Mass.. including all machinery, which it is moving to St.
Louis, where it will continue the manufacture of the Davis switches
and other specialties. This company has also leased a 5-story
building at the corner of Eighth street and Clark avenue, which
has been equipped with the latest and most modern machinery
for the manufacture of knife switches, cut-out cabinets, panel
boards, switchboards and other specialties. With these added
facilities in full operation the company will have one of the most
February 9. 1907.
ELECTRIC RAILWAY REVIEW
209
complete and modern plants for the manufacture of electrical
specialties in the west.
Niles Car & Manufacturing Company, Niles. O.. at its annual
meeting elected the following officers: President. F. C. Robbins;
vice-president, T. E. Young; secretary and treasurer, Charles
Rose. The following were elected directors of the company: F.
C. Robbins, J. A. Hanna, I. H. Young. T. E. Thomas. A. G.
McCorkle. G. D. Kirkham, W. H. Smiley. A. G. Webb and B. F.
Pew.
John F. Allen & Co., 370-372 Gerard avenue. Now York, man-
ufacturers of the "Allen" portable pneumatic riveting machine,
have received an order from the American Car & Foundry Com-
pany for four additional riveters, two of which are for the Jef-
fersonville. Ind., plant and two for the St. Charles. Mo., plant. The
American Car & Foundry Company now has 125 of these machines
in use in its different plants.
Nlles-Bement-Pond Company has declared a regular quarterly
dividend of 1U per cent on the preferred stock, payable on Feb-
ruary 15. and a semi-annual dividend of 3 per cent on the com-
mon stock, payable in two instalments on March 20 and June 20.
James P McKinney was elected a director to succeed William S.
McKinney and George T. Reiss to succeed Gordon Shillito. Other
former directors were re-elected.
Hunkins-Willis Lime & Cement Company, St. Louis, Mo. — One
of this company's products is the Bonanza roofing tile, a rein-
forced concrete tile 52 by 26 inches, which is said to be wind,
weather and fireproof and not to be affected by gases, steam or
fumes. This tile varies entirely in design from terra cotta clay.
slate or other forms of roofing and may be laid directly on steel
purlins without any woodwork in the roof construction.
Eck Dynamo & Motor Works, Belleville. N. J., has been re-
organized and a new company formed to take over the business
heretofore operated by C. A. Eck. The name of the company
will remain the same and the manufacture of the Eck dynamos
and motors and fan-motor apparatus will be continued. The offi-
cers of the new organization are: President and treasurer. Wil-
liam J. Wallace; vice-president, Walter G. Clark; secretary.
Charles H. Dilg.
Dodge <S. Day, engineers. Drexel building, Philadelphia, an-
nounce that John E. Zimmermann. formerly secretary .of the
American Pulley Company, of Philadelphia, has become a partner
In their firm, effective January 1. This firm is building the shops
of the Jones & Lamson Machine Company, at Springfield, Yt. ; also
is engineering and constructing a new building for the Bridgeport
Brass Company. The steel for both of these buildings has been
ordered and construction commenced.
Chicago Pneumatic Tool Company, Chicago, for the year end-
ing December 31, 1906, shows the percentage earned on the out-
standing stock to be 11.23 per cent as compared with 9.16 per cent
in 1905. The statement of profits, together with the balance
sheet, is as follows:
Profits.
Profits 1.001.550.04
depreciation of buildings, machinery, etc 12>>. 081.46
Less written off for developing new tools 21.999.97
Balance $ 851.468.61
Less bond interest and sinking fund 1 '5 000.00
Balance { 6s6. 468.61
Less dividends 4 per cent 244.351.32
Balance S 442,117.29
Surplus Acount.
Surplus as at December 31, 1905 $ 536,292.15
Less — Appropriations on account of building of plant
i'Urgh. Scotland, and to provide addl-
working capital for foreign subsidiary com-
100.000.00
S 436,29
A. 1. 1 Surplus for 1906 14;'
Total surplus J 878.409.44
Assets.
• state, buildings, machinery, etc $11,412,988.46
il stock of other companies, investments, etc llO 117.41
■jry bonds
iry stock
Cash In bank, on hand and accounts and bill
able, less reserve 1
Inventories
Sinking fund
Total 110,526.3::
Liabilities.
U stock Issued 16
Bonds
nd dividends
nLi payable
Bills :
Slnkl-
Surpl'i.t • J78.4
Total si"
Green Fuel Economizer Company, has
t for an
:. will enabl', them I
put A shop has also baa
largi
and in the manufacture of fuel economizers has compelled them
to acquire for building pui eral acres of land adjacent to
its present property.
Chicago Engineering & Construction Company, Great Northern
building, Chicago, announces the retirement of Hervey B. Hicks
and George A. Yuille as managing directors, Mr. Ynille contin-
uing as manager of the office of the company at Monroe. I.a. The
new officers of the company are William G. Luce, president: Percy
A. Wells, vice-president, and Harry L. Wells, secretary and treas-
urer. The general offices of this company were moved on Febru-
ary 1 to 1014 Monadnock block. Chicago.
Henry Clark Sergeant, whose name as a part of the Inger-
soll-Sergeant Drill Company has long been known wherever com-
pressed or rock drills are used, died of paralysis at his home at
Westfield. N. J., on January 30, at the age of 72 years He was
born at Rochester. N. Y.. in 1835 but his earlier years were spent
in Ohio. He had always shown an inventive faculty and a num-
ber of his inventions when put into systematic operation did much
to expedite and facilitate some of the most difficult of engineering
problems, the appreciation of which can only be realized by
the results obtained. His inventions are many and various, ttie
most pronounced of which cover details in the construction and
operation of air compressors, rock drills and mining and excavat-
ing machinery. After the consolidation of the Ingersoll-Sergeant
Drill Company and the Rand Drill Company in 1905 he retired
from active participation in business but still retained his finan-
cial interests.
ADVERTISING LITERATURE.
Lumen Bearing Company, Buffalo. New York. — The second
of this company's series of monthly art calendars for 1907 Is en-
titled "An Upland Road." reproduced from the original painting
of that name by Paul Dougherty.
S. F. Bowser &. Co., Inc., Fort Wayne. Indiana. — A pamphlet
which has just been isued by this company shows the possibilities
in the way of lubricating oil storage which permits neatness, con-
venience and accuracy in measuring.
R. Woodman Manufacturing & Supply Company, Boston, Mass.
— A pocket catalogue giving details, descriptions and prices of an
extensive line of punches manufactured by this company has been
received. In addition to punches, the company also makes baggage
and other brass checks and all kinds of badges and buttons.
Crocker- Wheeler Company. Ampere. New Jersey. — Bulletin No.
74 describes engine type alternating current generators. The
various elements including housing, rotor, coils, etc.. are described
and general information given regarding generators of this type.
A number of views are shown of plants where the Crocker-Wheeler
alternators are installed.
Goldschmldt Thermit Company, 43 Exchange Place. New York.
N. Y. — Thermit is now so well known for welding purposes that it
is hardly necessary to enumerate the different classes of weldimr
to which it is particularly applicable. An attractive little pamphlet
gives details of a welding outfit and the welding compound and
indicates by engravings from photographs, the possibilities of
Thermit.
The Locke Insulator Mfg. Company, Victor, New York One
of the handsomest catalogues which has been received for some
time is that which has been issued by this company listing an
extensive line of insulators for electric power transmission pur-
poses. The various types of insulators are shown by fine engrav-
ings from photographs and the tables giving dimensions are con-
veniently arranged.
New Era Manufacturing Company, Kalamazoo, Michigan. — A
new I klet has jus: ipany entitled "Valu-
able Information for Superintendents and Foundry Foremen." It
should be of lni tendents and foremen in all lines of
foundry work as It gives a number of valuable hints ,i
i the production of good castings together with torn
for the composlton of metal for use in many different class-
ngs.
Buda Foundry &. Manufacturing Company. Chicago Bulletin
No. 105 Illustrates and utplalna Buda linlng-up Jacks, which are a
recent manufacture of this company placed upon the market
within the past month. The Jack, which, as its name Indl-
Is for linlng-up purposes, combining elevating nnd transferrin!
features operated by Interchange of the le\or It i
slgnc! number of
men for lining track.
C. Drucklieb. 132 Reade Street, New York, N. Y.— "Ralh
blast
Is no .• preparing
d Q as in prepar-
itlng that It Is believed this
i provi ■•■ genera] Inti
Ingertoll-Rand Company, 11 Broadway. New York. N. Y.
Inted
of 111'
210
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 6.
various machines and a discussion of their functional relations
and their adaptation to special and exacting conditions together
with lists of general dimensions, capacities and other details.
Charles F. Johnson, Citizens' Building, Cleveland, Ohio. — Mr.
Johnson, who is a dealer in second-hand electrical, steam and con-
tractors' equipment, issues a list from time to time of equipment
which he has on hand. Recent lists show an extensive line of cars,
motors, snow sweepers and plows on hand for electric railways.
Power & Mining Machinery Company of Cudahy (suburb of Mil-
waukee), Wis., in conjunction with the Snow Steam Pump Works
of Buffalo. N. T., has opened a new sales office at 719 White build-
ing, Buffalo, where will be handled the several types of gas gener-
ating apparatus, such as the Loomis-Pettibone system, suction
and pressure gas plants, built by the Power & Mining Machinery
Company, and the Snow gas engines, built by the Snow Steam
Pump Works. Mr. Seward Babbitt, the sales manager of the first-
named concern, will make his headquarters at the Buffalo office,
on account of the facility for conducting business from that point.
Wendell & MacDuffie, 26 Cortlandt St., New York, N. Y A
new catalogue issued by this company is a 24-page booklet known
as No. 16, which describes fully the asbestos and cement fire-
proof materials manufactured by them. The line includes rein-
forced asbestos corrugated sheathing, a strong and durable com-
position of asbestos arid cement compressed under a high pressure
and reinforced with %-inch woven wire mesh, asbestos building
lumber, designed for use in construction work In electrical plants
of all kinds for insulations, door panels, telephone switchboards,
etc., and Century asbestos shingles are features of the company's
line of manufactures.
Rostand Manufacturing Company, Milford. Conn., manufacturer
of the McCarthy hat and baggage rack, states that its business
is growing and the railroads are coming more and more to recog-
nize the advantage of a rack well constructed and able to stand
heavy usage by passengers. A number of roads have placed or-
ders for these racks for their new equipment and in many cases
are replacing as fast as the cars are sent to the repair shop the
old racks with the McCarthy rack. F. A. Barbey, 185 Summer
street. Boston, and George H. Bryant, 1055 Old Colony building,
Chicago, represent the Rostand Manufacturing Company in their
respective territories.
The Concrete Review. — The Association of American Portland
Cement Manufacturers announces the publication of the Concrete
Review, Volume 1, Number 1 of which appeared on February 1.
The publication is to be semi-monthly and is to meet the grow-
ing demand for the most reliable information regarding the proper
use of Portland cement and serve as an easily accessible guide
to the best articles appearing in the various technical publica-
tions. Original articles will be published together with extracts
from articles which appear in other publications. The Concrete
Review will be sent upon request addressed to the assistant sec-
retary of the Association of American Portland Cement Manu-
facturers, Land Title building, Philadelphia.
NEW DIRECT-CURRENT MOTORS FOR INDIVIDUAL
MACHINE DRIVING.
Illustrations are herewith presented showing a new line of
direct-current motors manufactured by the Allis-Chalmers Com-
pany which are designated .as "type K." Several interesting feat-
ures are embodied in this new design. The cylindrical field magnet
yoke is of open hearth steel and machined on each end to receive
the housings that carry the bearings. The housings are held in
place by through bolts and. on four-pole machines, can be rotated
SO degrees or ISO degrees to allow side-wall or ceiling mounting;
bi-polar machines' can be arranged for floor or ceiling mounting.
The yoke is machined on the inside cylindrical surface and the
poles are fastened to it by countersunk fillister-head cap screws.
The pole cores are of open hearth steel and are circular in cross
section; these cores are machined on one end to fit the inner sur-
face of the cylindrical yoke and on the other to receive the pole
shoes. The latter are built up of annealed steel punchings riveted
together and fastened to the poles by fiat head machine screws.
The pole face has been carefully shaped to give suitable distribu-
tion of the field flux, thus securing good commutation and pre-
venting humming due to the armature teeth. Except for the
smaller sizes, the field coils are wound on metal spools, and are
covered with sufficient insulation coated with varnish to protect
them from external injury or moisture.
The armature cores are built up of sheet steel punchings in-
sulated from each other to reduce the core loss and consequent
heating. The laminations are keyed to the shaft, and in building
up the core they are separated at intervals so as to form radial
ventilating ducts. The punchings are firmly clamped between
cast iron end heads, which also serve as supports for the ends
of the armature coils. In punching the armature laminations,
openings are made in the discs, so that when the latter are as-
sembled, ventilating passages are formed paralled to the shaft
and connecting with the radial ducts. There is thus a free passage
for the circulation of air through the core, and all parts of the
core and windings are thoroughly ventilated.
The armature coils are form wound and interchangeable; they
are heavily insulated with stay binding and the whole armature
is thoroughly impregnated with insulating varnish after it has been
completely wound.
The commutator is of large diameter and ample wearing depth,
having bars of hard-drawn copper insulated from each other and
from the shell by the best quality of mica; the mica between
bars is so selected that the wear is uniform. The clamping
rings hold the bars firmly and the whole construction is such as
to secure a perfectly cylindrical surface free from high or low
bars.
In all except the smaller sizes, the commutator sleeve is hol-
low to permit the passage of air through to the armature.
The bearings are of ample size and lubricated by oil rings.
The shaft projection for the pulley is turned smaller than the
journals, so that the journal can be turned down, when worn,
without reducing its diameter below that of the projection.
The brush holders are of the same general design as used
Allis-Chalmers Type-K Motor Dismantled.
on all the standard direct current machines. The brush studs are
fastened to a rocker arm mounted on the bearing housing; this
allows the brushes to be set at the best running position, but,
after being once properly set, they require no adjustment under
any change in load within the range of the motor. Graphite
brushes are used, connected to the holders by flexible copper
shunts.
The frame of the standard Type K motor is open at the ends
to permit a free circulation of air through the machine. It can,
however. Be converted into a semi-enclosed or a totally enclosed
motor by the addition of suitable metal covers which are readily
fitted to the end housings. For the semi-enclosed type the covers
are perforated.
These motors are manufactured in 13 different frame sizes,
and for each size there are a number of ratings, the output of
a given frame being proportional to the speed.
These motors are suitable for all classes of work where either
Allis-Chalmers Type-K Motor.
a constant or variable speed direct-current motor Is required.
For general driving of machinery or for variable speed work
shunt-wound machines are used. For cases where a large starting
torque combined with the constant-speed characteristic of the
shunt motor is required, compound-wound motors can be furnished.
For crane and hoisting service series-wound motors are supplied.
Type K machines operate exceptionally well as generators
which are compound wound, and will deliver any current from zero
to their full rated output without sparking and without shifting
the brushes.
astri
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Chicago : 160 Harrison Street New York : 150 Nassau Street
Subscription Price, $2; Foreign, $5; Single Numbers, 10 cents Entered at the Postoffios, Chicago, 111., as Second-class Matter
Vol. XVII, No. 7
CHICAGO, FEBRUARY 16, 1907
Whole No. 199
TABLE OF CONTENTS.
Editorial—
— Voters to Pass on Chicago Ordinances 211
— Municipal Traction Earnings in Cleveland 211
— Jurisdiction of State Commissions 211
—Coating Boiler Tubes with Graphite 212
— K i - of Freight with Steam Railways 212
— Track Rental at Interurban Terminals 212
— The Instructive Value of Working Exhibits 213
New Substation of the International Railwav Company. Buffalo.
X. Y. (Illustrated) 214
Communication:
— A Car Repair Problem 219
Instructing Trainmen at Knoxvttle, Tenn 219
Chicago Traction Ordinances to be Decided by Voters 219
Large Power Plant for Inland Empire System 221
Electric Lines Between Denver and Boulder. Colo. (Illustrated. )221
Proposed Brooklyn-Manhattan Subway Loop (Illustrated)... 821
.N.w Type of Car, United Traction Company (Illustrated) 223
Suggestion to Prevent Street Crossing Accidents 223
Dellwood Park. Chicago & Joliet Electric Railway (Illus-
trated i 224
Single-Phase Lines of the Illinois Traction System. By H. C.
Hoagland 22S
Comparative Statements of Receipts (Illustrated) 229
Car Repair Records at Nashville. Tenn. i Illustrated) 229
Fifty-Ton Locomotive for the Kansas City & Westporl Bi
Railway (Illustrated) 230
Piping and Power Station Systems. XXIX. By W. L. Morris.
M. E.. (Illustrated)
Recent Electric Railway Decisions, By J. L. Rosenberg
News of the Week 234
— Progress of Hudson River Tunnels 2:14
— Legislation Affecting Electric Railways 234
— Mayor Guthrie's Views on Pittsburg -
i ruction News:
— Franchises 236
— Incorporations 236
— Track and Roadway 237
— Power Houses and Substations
Personal -Mention
Financial News
Manufactures and Supplies
— Rolling Stock 240
— Shops and Buildings 240
— Trade Notes 240
— Advertising Literature 241
users for Improving Telephone Service 241
Lyon Sheet-Steel Gear Cases (Illustrated i 242
Tic- Anderson Time Switch 242
Climax Farm Crossing Gates (Illustrated) 242
Although the city council of Chicago passed the Chicago
City railway and the Chicago railways. (Union Traction)
ordinances over the mayor's veto at its meet-
Voters to Pass ing on February 11, the companies have
On Chicago announced that they will not consider the
Ordinances. ordinances operative unless they are ap-
proved by the voters at the election on
April 2. There seems to be little doubt that the ordinances
will be approved by a large vote. The Chicago Real Estate
Board and the Chicago Commercial Association, two of the
leading organizations of the city, have decided to make ever]
effort to secure the approval of the ordinances. Other civic
organizations which are also vitally interested in the im-
provement of the street railway service will take similar
action. The veto message of Mayor Dunne raised points
which the aldermen considered had been thoroughly
thrashed over in the meetings of the local transportation
committee before the measures were drafted and for that
reason his objections to the passage of the ordinances at
this time had no effect.
The report of the first three months' operation of the
Municipal Traction Company of Cleveland is interestitm
Revenue passengers were first carried on
Municipal Trac- November 1. The company earned, dur-
tion Earnings tag November, |2,926.50; during December.
in Cleveland. $i>m;: and during January, $7,708.08; In
addition to which It reports a lump sum of
11,830.76 as earned from "other sources" during the three
months Again*) the total earning! of 117,271.86 there was
I total Operating cost. including rental, of $li:.085.09, or
93.13 per cent, leaving ■ balance of ii.isfi.Kf,. Until Jan
uai v LI the company was unable to mn Us cars to the Public
Square Is the center of the city, it is interesting to ob
■ therefore, thai the earnings from January 16 to Jan
nary 31, Inclusive, aggregated 16,8 1 1 1 1 and the ope., itmi'
expenses 13,466.79, not Including lie Charge Tin
t'ltiK ratio in so extremely low, when it bi remem-
bered thai it li In comparison with gross earnings based on
3-cent fares, that it is only too plain that it could be realized
only during a period in which repairs and renewals were
not part of operating expense. It leaves a balance, for the
sixteen days, of net earnings equal to $1,874.32 or on the
basis of about $45,000 annually. The latter sum would just
pay the 6 per cent per annum due on the $750,000 of par
value of the shares of the underlying company to which the
Municipal Traction Company is pledged. Apparently; then.
the success of the enterprise is conditioned upon a consid-
erable growth in traffic or its ability to get along without
charges for repairs or renewals — the latter an obviously un
possible requirement.
The rapid development of electric railways is forcing new
questions upon the state railroad commissions, and although
in some states the laws have been
Jurisdiction amended to include the interurban railroads
of State within the Jurisdiction of the state com-
Commissions. missions, in others they have not been i I
Lfled to meet the changed conditions. The
South Dakota commission in its annual report says: \ feu
states have already placed electric toads under the authoi
if. of their railroad commissioners in respect to the mallet
of crossing other roads, bui in general there is one law tor
railways using horse, mule, cable oi electric power and di
aated as street railways, and another tor those emplo
steam power, as in our state. \ow lhat street railway
expanding into Interurban roads giving passenger and freight
service over extended lines and offering similar service to
that of the steam roads, it Is found that the laws should be
changed to meet the aeu conditions, a notable example of
the extension Of electric lines within our stale Is the compat
atlvel] recent transformation of the Chicago Burlington &
Quincy line between Deadwood and Lead from ;i steam rail
way Into an electric line. In case the commission was asked
to allow an electric road tO cross I he tracks of a sleani road
tit grade, the question would at once arise Has thi
Ion any authority to do sot1 the lau as u now is glvlnj
commission only general supervision over all toads opt
212
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 7.
by steam. The law should be so amended as to give the
commission general supervision over all railroads or railways
operated by steam or electric power, street railways only
excepted." Other states are considering the same problem
and it is evident that something must be done at once to
relieve the inconsistency of the situation. The sooner the
electric interurban railroad is recognized by the state legis-
latures the better it will be for all concerned. Of course
there are difficulties to be met, for instance in regard to the
distinction between city and interurban lines, but the matter
is one that cannot be neglected with impunity and many
needless complications will be avoided by facing the problem
at once.
Coating the inside of boiler tubes with a thin layer of
graphite is a "kink" that has given excellent results in a
boiler plant using water containing exces-
Coating sive amounts of scale-forming salts. These
Boiler Tubes deposits have required frequent drilling of
With Graphite, the tubes. It was found by experience
that much less scale adhered to the tubes
coated with graphite and that the scale which did form was
far more easily removed from them than from uncoated
tubes. The application of graphite might be said to have
insulated the steel from deposit and thus rendered the tubes
more easily cleaned: and when cleaned their interiors ap-
peared perfectly smooth without the usual patches of scale
remaining as is the case after a tube has been bored with a
turbine-cleaner. The one application of graphite so adhered
to the metal that the interior of the tube had the appearance
of a gun barrel, the graphite coat remaining intact after sev-
eral cleanings. The graphite may be prepared for applica-
tion to the interior of tubes by mixing it with pure mineral
oil in an amount sufficient to form a thick paste, or it may
be applied dry.
EXCHANGE OF FREIGHT WITH STEAM RAILWAYS
In the effort to develop new sources of business, traffic
managers of various electric railway companies have tried,
sometimes successfully and sometimes without acceptable
results, to secure the establishment of joint tariffs and
through routes with steam railway companies. Reciprocal
arrangements of this kind have been found advantageous in a
number of instances.
The Interstate Commerce Commission has been peti-
tioned by the Cedar Rapids & Iowa City Railway & Light
Company, of Cedar Rapids, la., to establish joint rates on
cereals and live stock between points on its line and points
on the Chicago & Northwestern Railway Company lines.
The commission held meetings in Cedar Rapids on Jan-
uary 29 and 30, at which the evidence was heard. The
Cedar Rapids & Iowa City operates an electric railway be-
tween those two cities, a distance of about 28 miles. It is
built upon a private right of way 100 feet wide for prac-
tically the entire distance. The road is built according to
steam railway standards with a 1 per cent grade, and no
curves exceed 3 degrees, except one of 4 degrees. The
bridges were built to accommodate heavy steam railway
traffic. The territory through which the electric line passes
is not served by any other railway except at terminal points.
The company has exchanged considerable business in car-
load lots with the different steam railways. Last year it
handled 450 cars of live stock.
The steam railways have refused to establish through
routes and joint rates and the company was obliged to
charge the Iowa distance tariff from the town of shipment
to Cedar Rapids. The steam railways then charged their
local tariffs from Cedar Rapids to destination. After the
enactment of the Hepburn law the company applied to the
different railways for routes and rates and, after these were
refused, entered a complaint with the commission. After
hearing the evidence the commission adjourned and it is ex-
pected that the arguments will be heard within a few weeks.
In its answer to the complaint filed with the commis-
sion, the Chicago & Northwestern took the position that the
Cedar Rapids & Iowa City is not engaged in interstate com-
merce and is not subject to the provisions of the interstate
commerce law. The Northwestern asserted that the electric
railway has no facilities for handling freight and that when
freight has been received for shipment from points on the
electric road, the Northwestern has been obliged in every
instance to furnish the necessary equipment. The electric
railway, the Northwestern alleged, has never delivered or
offered to deliver cars loaded with live stock, grain or other
freight. The Northwestern also maintained that the busi-
ness which originates on the electric road is not sufficient
to warrant the establishment of joint rates.
The business of several electric railways with steam
roads is of considerable importance. The St. Louis &
Belleville Electric Railway Company of Bast St. Louis, 111.,
hauled and delivered to steam roads last year about 350.000
tons of freight, consisting chiefly of coal, which was carried
on a 40-cent rate. This rate is charged by all the steam
roads in that district. The amount of tonnage received by
the electric company from steam roads was not so large,
but it averaged probably 10 carloads a day. The business
of the company is entirely in carload lots. No passenger
cars are operated. The principal commodities transported
which were exchanged with steam roads were coal, lumber,
stone, brick, pitch, sand, macadam, mine props, powder and
mine rails.
The Omaha Lincoln & Beatrice Railway Company of
Lincoln, Neb., limits at present its interchange of freight
with steam railways to joint switching of carload lots. Since
the traffic arrangements were entered into the business has
averaged about 5 cars a month. After the line from Lin-
coln to Omaha is finished, which it is expected will be this
year, the management believes its business with steam roads
at the two terminal points will increase. There are 6 miles
in operation, over 5% of which carload lots of freight have
been switched.
The experiences enumerated above indicate that the pos-
sibilities of developing traffic relations with steam roads are
worthy of serious consideration by those officials of electric
railways who are responsible for growth in traffic.
TRACK RENTAL AT INTERURBAN TERMINALS.
II is
generally acknowledged that the best city entrance
for an interurban line is over private right of way. However,
financial conditions and the development of many interurban
lines as extensions of suburban systems have made it neces-
sary, in most cases, for interurban companies to rent track
privileges from local street car companies. It is not believed
that there is uniformity in the methods of charging for such
privileges.
Probably the most common way of renting city tracks
for the use of interurban cars is at a fixed rate per passen-
ger carried. Such rates vary from 2% to 5 cents per pas-
senger. If the haul is more than one and a half miles it
would seem that a charge of 2V2 cents per interurban pas-
senger would not yield very much profit to the city company,
unless the interurban traffic were very great. On the other
hand, if the interurban company furnishes its own cars and
trainmen and the distance is less than three miles, a charge
of 5 cents per passenger carried would seem to be excessive.
The mileage of the tracks rented is a very large factor in the
rate to be charged, if the rental is to be on a per capita
basis.
In some cities contracts have been made which allow
the interurban cars to operate over the city tracks at a fixed
February 16, 1907
ELECTRIC RAILWAY REVIEW
21.5
rate per mile run. In one instance a charge of 20 cents per
car-mile is made. As a standard method of computing such
rentals would be useful in many cases, it is suggested that
perhaps the most satisfactory way for two electric railway
companies to consider such situations would be to base the
charges on the ton-mile as a unit. The weight of city and
interurban cars under normal operating conditions could be
ascertained, and with a knowledge of the schedule, the num-
ber of ton-miles made in a day. a month or a year could be
approximated closely without any difficulty. In the smaller
cities where single-truck cars are used it probably would be
found that the interurban ears would weigh twice as much
as those of the city company, so that each trip of an inter-
urban car would count for two trips, or perhaps a fraction
more, of a city car. As the question of the weight of pas-
sengers or freight carried would include factors of intricate
detail it probably should not be considered.
After the proportionate use of any route has been deter-
mined according to the ton-miles operated, the cost per mile
of the track and overhead construction as used by the in-
terurban cars could be ascertained and interest thereon be
allowed at the rate of 5 or 6 per cent. To this should be
added the cost of maintenance, including all necessary repairs.
removal of snow, sprinkling, etc. A further sum should be
added for depreciation and while an exact estimate of this
charge might not be possible in the beginning, an amount
equal to a fixed rate could be set aside each year and the
totals readjusted ai definite periods of say five or ten years.
The combined amount of these three items — cost of road-
way, maintenance of roadway and depreciation — should be
divided by the ton-miles operated over the track included in
the estimates and the proportional amounts charged to each
company. This will afford a basis for making rates, bin to
such a unit should be added the cost for power, which could be
paid for by the interurban company according to the num-
ber of kilowatt-hours used. If the price per kilowatt-hour
could not be agreed upon in advance it would be well to de-
termine the cost of power at the switchboard, including the
interest, maintenance, depreciation and all power-house ex-
penses, and to this add a fixed percentage as profit for the
generating company.
In determining the final amount to be charged per ton-
mile as here outlined some allowance should be made to the
city company for the expense and labor it has called into
play in making available a terminal for the interurban com-
pany. This charge might appear as a fixed percentage of
the actual cost as determined, or as a lump Bum per month
which, thougb small, would yet be a steady Income to the
city company and one which the interurban company could
well afford to pay. If the city company were anxious to
promote the construction of interurban lines radiating from
Its terminals it also could afford to make concessions 8
the later cost for the first few years until the Interurban
had been placed on a paying basis. Without this charge the
city company would derive some benefit from a reduction In
its interest charges and anj other charges resulting froni
Inert of its tracks.
Only city companies that have trackage facilities not
occupied to their limits, and therefore an Investment which
is not earning as much as it might, can afford to allow in
terurban can on their lines The question becom< with
them not bow much th( dly entitled to receive for
the use r,f the tracks, but: we have an Investment whlcl
idle part "i the time. ation which repn
more than the cosl of track and roadway malntenanci
power 1st! o much clear
The rules governing the operation oi foreign cai on city
Duld be simple bould be obligatory thai the
mtei urban companj ' emplo rule
of the city system II is thought Dial In man;, of He
initial iltuatlons where in some caaei needless time and
ability have been wasted in arguing over a lump sum to be
paid by the interurban company for its yearly rentals, an
agreement could satisfactorily be made if the problem were
attacked on a unit basis, using the ton-mile as a founda-
tion.
THE INSTRUCTIVE VALUE OF WORKING EXHIBITS.
The Increasing power and complexity of cars recently
liitilt for rapid-transit service imposes a burden of no little
responsibility upon those charged with the instruction of train
and car-service men. For several years trainmen, and it is
suggested that similar advantages should be given shopmen,
have been instructed in their duties by supplementing oral
or printed teaching with practical study of actual car equip-
ments. A familiar feature of the latter method is the pro-
vision of schoolrooms fitted with controllers, brake-valves
and cylinders, train lines, signal lanterns and illustrations
of detail parts of the rolling stock. The addition of air
compressor outfits and working control circuits makes pos-
sible beiier teaching than was feasible without the vital
stimulus of using power in the concrete. For this reason
the modern trainmen's school, when equipped with skeleton
cars ami complete electrical apparatus, becomes a most effi-
cient factor in preparing men for actual service. Of course,
it is a mistake to assume that a new man placed in the car
service has little more to learn after his two or three weeks
of preliminary instruction, in the exacting routine of plat-
form work new men often need friendly encouragement as
the mastery of the equipment with respect to locating trou-
bles on the road conies only with experience.
There appears lo be no single part of the car equipment
that all new men find especially hard to understand. With
Borne in vn motormen the fundamental principles of the
brake-valve are hard to grasp; with others, the understand-
ing of the contactor, reverser or master-controller wiring may
■ a stumbling block. Much can be done to aid in the ex-
planation of these points by exhibiting diagrams of circuits
clearly drawn on a large scale and by including as a part
of the teaching equipment sections of the braking apparatus.
The Boston Elevated Railway Company has gone even1
farther than to provide dummy cars with actual equipment
in its trainmen's school. A special blackboard with sketches
of the main motor-circuiis, resistances, circuit-breaker, fuse
lie.' contactors painted upon it is mounted behind the cor-
responding groups of equl] nt on an Instruction car. in
each Circuit on the drawing is inserted an incandescent lamp,
which mi ktlcally lights whenever the current Hows
through the corresponding circuit on the dummy train. The
- hange from series to parallel can plainly be seen as well as
the How oi current in the reverse circuit
luestlon thai the use oi the lamps belp hi
rlally in ' ding the circuit changes ami the
scheme is a simple whirl, , , cot Id idapted for use
boratelj equl] d id Ii The great polni to
• 'i in work oi ibis nature is thai electrical con
ceptloi bablj are foreign to the minds "i appll-
lor I rain sen [ce I
\ large wall-drawing of ti lectro-pneumatlc brake sys-
tem which n the later type Of ears has been ii I
in effective aid to Instruction. The valve aandlei on
the drawing are made of celluloid 'in to the proper shape
ami pivoted \n ii th ible ralvei ol t be Insl i net Ion
equipment u well as the brake i i rod and rotating con
teboard, so that the i
on ol each pari can bi
Such rel be considered by le as too elab-
u n we con ilder the relative importance ol bi b
II i tainted with the ears which I
operate || en thai facilities foi i an I d
OUgh In 1 1 UCtlon ar.- . e, II, ni i,m ■• In,
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 7.
. . ■
214
NEW SUBST.T.O. O, THE ^.BNAT.OH.L -.L.AV »-« ' J£> ^T, SET ^
COMPANY, JWFFALO, N. V. ££££ — «. which ».« w!ll he replaced by m
Seneca Street Substation, Buffalo-Interior View Showing 1,000-Kw.
Rotary and Busbar Compartments with Doors Removed.
of lour 400-kilowatt rotaries, became overloaded during the
winter of 1905-1906. It could not conveniently be extended
and as it was located in a section of the city which is flooded
at least once each year by the overflowing of the Buffalo
river it was decided to build a new station and to locate
it outside the district subject to flood. The new Seneca
and Imson streets substation just completed and described
and illustrated herewith, is outside the area that is SUb-
Seneca Street Substation, Buffalo-Switchboard.
tiou containing seven 1.000-kilowatt rotaries, a storage bat-
tery with its booster set and a two-feeder booster set.
Power Supply.
The southeast section of Buffalo is growing rapidly, and
with the mustering into service of the heavy, electrically-
heated "5,000-type" cars it is expected that the new sub-
station will soon carry a load that will show not too great
a margin of reserve capacity. It is not to be expected^
however that the section which can be economically fed
Seneca Street Substation, Buffalo-interior View Showing ,000-Kw. Rotary and Three 400-Kw. Rotaries.
merged at the times of highest water, and is as near the
load-center of the. southeastern section of the city as was
the old station.
Sufficient land was purchased to accommodate an exten-
sion of the converter station, a storage battery house, and
leave a drivewav all around the property. The present sta-
tion is complete with space, switchboards, bus compartments
from this station will ever produce a load beyond the capac-
ity to which the station can conveniently be increased.
' The new substation is supplied with power by means of
underground cables of the Cataract Power & Conduit Com-
pany Buffalo, distributor of power from the Niagara Falls
Power Company and Canadian Niagara Power Company. The
International Railway Company has a steam plant in Buffalo
February 16, 1907.
ELECTRIC RAILWAY REVIEW
215
which supplies alternating-current power in parallel with
Niagara Falls power to some of its other substations, but the
cables to this particular substation are not connected with
the steam plant. An accompanying load chart exhibits a
total load curve for the city of Buffalo and also load and
voltage curves for the substation described herewith. The
wanda and Lockport have storage batteries. The Interna-
tional Railway Company supplies power to its Canadian di-
vision from its own hydroelectric plant situated at Table
Rock. Niagara Falls. Ontario.
Building Construction of New Substation.
In excavating for the foundations, a solid, flat stratum
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Seneca Street Substation. Buffalo — Cross-Section Showing Arrangement of Apparatus.
largest Buffalo substation is that at Virginia and Washing-
ton streets, containing six 1,000-kilowatt rotaries, a motor-
generator lighting set and two 1,500-horsepower (one hour
rating) storage batteries and boosters. Other city sub-
stations are at Walden avenue and the Belt Line, and in
the Niagara street steam plant.
The interurban and other divisions of the system out-
of smooth rock was found within a few inches of the depth
to which it had been planned to dig. The rock had a slight
incline (less than one foot in the length of the building) and
it was only necessary to cut out a small channel in this to
accommodate sewer pipes for the drainage of the building.
On this admirable foundation the walls are carried up to
grade with concrete. The superstructure is of red shale
II
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II
1
m
j?5~=j
fcS=ifc8al
E *
Co/tm>/r w Sir/rtHaofiKD
■ >.-.-. -..-fy. -:'-, ..."^.v^r. ,..-•■ r., .*■-. ..'..>- t i> ■■•.-.-. -flit ■•*•■•'» J* - '*- -- -* - ■ •)-*■■ -'-■'•■ --* — '-^. ':■■ *> . ii
To TKANjroitni:,
Seneca Street Substation, Buffalo— Bulbar Compartment! and Method of Making Switch and Potential Transformer Taps.
Hide of Qm 'ity of Buffalo are supplied wit ii pawn from brick with sandstone trimmings, and concrete Boors ami rool
substations located at North Tonawanda, Lockport, Olcotl reinforced with expanded metal and half-inch Iron <■">
and in Power-honee No. i of the Niagara Falls Power Com spaced six Indies apart
:, ;,,r. Floor Construction.
All of these stations operate on power from the in preparing the main Boor heavy [•beams wen
Niagara Kails Power Company and those at North Tone so that their tops are at tie- ame level The rarlou
'216
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 7.
openings were then framed-in with 6-inch channels resting
on top of the beams. The floor consists of 5% inches of con-
crete finished off with V% inch of monolith surface. The
pr6cess of laying the floor was as follows: After placing
the wood forms, %-inch round-iron rods spaced 6 inches
Seneca Street Substation. Buffalo — Cross-Section Showing Details
of Building Construction.
apart were laid and covered over with expanded metal, the
two being wired together firmly. The control-wiring con-
duit of flexible steel tubing was then put in place and wired
to the expanded metal. When the concrete was poured, the
rods, expanded metal and conduit were all lifted together
so that no portion of the metal was within % inch of the
of cheapness in laying, perfect symmetry of short bends and
no difficulty about keeping the ducts close to the ex-
panded metal at all points, thus obtaining the maximum pos-
sible depth of concrete above the ducts and preventing frac-
tures in the concrete. The flexible conduit comes nearly
enough to being water-tight for practical purposes. Where
the conduits come horizontally out of the floor they are led
through holes of suitable size drilled in the channels and the
ends are capped with rigid outlet bushings secured snugly
against the channels. Where the ducts pass vertically up-
ward or downward out of the floor a solid steel elbow is at-
15 X- Ban
/" 3"
/% *■& H.lxon Stk/jp 16 Apart
Seneca Street Substation. Buffalo — Details of Switchboard Slot.
tached to the flexible duct, enough of the elbow being em-
bedded in the concrete to render an unyielding outlet fixture.
On account of the proximity to the flooded district it was
decided to place the high-tension busbar compartments, dis-
connecting switches, etc., on the main station floor, instead
of in the basement as has been done in many recent installa-
tions. This location also has the advantages of avoiding
the dust that is always blown into the air chamber by the
fans, and it brings the disconnecting switches where the
operator does not have to leave the machinery to manipu-
late them.
The high-tension busbar structure is built up of Kittan-
ning re-pressed buff brick, laid with %-inch joints i ncement-
fi/TUflE E*T£A/S/0/V
Seneca Street Substation. Buffalo — Plan Showing Present and Future Arrangement of Apparatus.
falsework. The result is a strong and most satisfactory
floor, smooth on both sides. The monolith has the advan-
tages of not staining with oil, cracking, giving off dust and
not being as hard under the feet as concrete. It is also
easy to keep clean and can be patched readily.
The use of flexible-steel conduit offers the advantages
tempered mortar. The disconnecting switch slabs and bus-
bar barriers are of concrete. The busbars are supported on
iron-capped porcelain insulators of the pole-line type. The
insulators are on iron pins set in the horizontal barriers. The
hanging barriers for the cable-disconnecting switches in the
basement are built up of transite board glued to wooden
February lb. L907.
ELECTRIC RAILWAY REVIEW
21
frames and painted. The busbar compartments and switch
cells are completely covered with doors of transite board.
Entrance Details.
. The sill of the large entrance door is at the level of the
main station floor and a little above the platform height of
a wagon, so that apparatus can be conveniently unloaded.
To facilitate unloading machinery and bringing it into the
station an arrangement is provided by means of which the
crane can be used to great advantage. Directly in front of
the door, and about fifteen feet from the sill, there is a heavy
cast-iron plate secured to the floor framing. This plate has
care of by providing on three sides large windows cut close
to the floor and surmounted by transoms, smaller windows
near the roof on all four sides, and six 36-inch ventilators in
the roof.
Arrangement of Apparatus.
Current enters the 11,000-volt busbars at one side of the
building and passes straight across through the successive
switches and apparatus to the point where it leaves on the
railway feeders at the opposite side of the station. All con-
nections are thus simplified and minimum lengths of cable
are required. The direct-current feeders each leave the
International Railway, nuffalo — Power Chart Showing Total City and Combined Seneca and Imson Substation Load-Curves Typical
for Winter 1906-1907.
a thick portion which comes flush with the top "i the on
lshed floor, and through the thick part there is a vertical
hole, or circular eye, three Inches in diameter, which pa
all th<- way through the Boor. Directly under this eye In the
main floor there is a ring boll anchored securely in III'
beneath the basemen! floor, Bj Fastening a chain In the
ring-boll and passing i' up through the eye, a snai' h blocl
• :ured ai any desired height above the Btation floor
ible around tti<- snatch-block with one end attached to
the load and tin- othei to the crane-hook can be used to haul
the load off the truck and to the Station flOOT, Wh<
then be picked up i,y the crane in the usual waj Th< ring
bolt Ih sel low enough in the ba emenl ii""i bo thai II can
i»' covered with > checkered plate flush with the flooi
The ventilation of the whole station baa been well
building through underground ducts directlj In line with
the centers of their respective panels This separates the
exposed lengths of cable and gets the Feeders Into the ducts
by the shortest possible route. As shown in the plan view
these duels converge Into one large vault under the
the apparatus is so placed thai there is ample room
around each element to perft the usual operations and
the wide en, nigh so thai large beavj pleci
ni>i have i" be raised high with the crane when installing
novln i : oollng i be i ransFoi tnei b are lo
cated close to windows so thai outdoor air maj be had
when net
The i ,000 kilowatl rotarj Is started on lo
,,i Hi, mer,
218
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 7.
and the 400-kilowatt rotaries are similarly started but are
supplied with power by three single-phase transformers.
Switchboards.
The alternating-current rotary panels contain all the
switches to be operated in starting a machine, except the
field break-up switch. The overload relay and alteruating-
current meter are also on this panel, thus simplifying the
wiring. These panels are located close to the static trans-
Seneca Street Substation. Buffalo — Exterior View.
formers and rotaries instead of in the main switchboard.
The advantages are that the attendant has fewer steps to
take in starting a machine, cannot mistake the panel con-
trolling any particular machine in case of trouble and the
main switchboard is reduced in length, thereby bringing
nearer together the panels with which the attendant is con-
stantly concerned. There are control switches and indi-
ting out and short-circuiting the secondaries of the current
transformers on the dead cables.
The direct-current feeder panels are in the main switch-
board and are equipped with potential receptacles connected
to the station voltmeter, so that the attendant can deter-
mine, if he drops a feeder, whether or not it is alive from
another station and what voltage it carries. The circuit-
breakers are all wired to sound a gong when they open auto-
matically.
A utility panel is provided in the main switchboard,
supporting the ammeter and rheostat controlling the storage
battery for operating the oil-switches; also switches and
fuses for lighting circuits and the motor-driven air compressor.
On the lower section of this panel is a relay which sounds
a gong in case any oil-switch opens automatically, and an-
other relay which causes six incandescent lamps on the bot-
tom of the middle roof truss to be instantly illuminated from
the oil-switch control battery in a case of a general power
interruption which puts out the regular station lights.
Switchboard Details.
The method of leading the wires from the floor ducts
to the back of the switchboard panels is rather unusual and
is believed to have many advantages over the individual
junction boxes, bent tubing in wood sills, etc., that have
often been employed. The switchboard panels stand on a
wood sill, which in turn rests on two channel-irons on edge
with ample space between them for handling and spacing
the wires. The conduit projects just through the channels
and is capped off flush. Vertical bushings in the wood sills
lead the wires from the ducts to the back of the panels. The
under side of this opening between the channels can easily
be covered with steel plate so as to prevent injury to the
wires from below.
The oil-switch control battery is placed in a separate
room in the basement. This room is connected by means of
International Railway. Buffalo — Virginia Substation with Six 1,000- Kw. Rotaries.
eating bull's eyes for the converter oil-switches on the
direct-current rotary panels as well as on the alternating-
current panels. These switches on the direct-current panels
are only for use in emergency and are arranged so that they
will only open the oil-switches.
The incoming power is measured on a single meter, re-
gardless of the number of incoming cables in service. This
is accomplished by paralleling the secondaries of the current
transformers. Double-throw switches are provided for cut-
a pipe laid in the floor, with the air-chamber under the trans-
formers, and as there are windows in the battery room, the
air can be changed at any rate desired. Next to the battery
room is the store-room and station-attendants' locker room
and opposite these is the toilet room. The whole basement
is well ventilated by windows protected on the outside by
both screens and bars.
The electrical apparatus was furnished and installed by
the General Electric Company, the station arrangement and
February 16, 1907.
ELECTRIC RAILWAY REVIEW
219
design having been worked out by the engineers of the In-
ternational Railway Company. The equipment and arrange-
ment of the new station are clearly shown in the accom-
panying engravings from blue-prints and photographs for
which, with the above data, we are indebted to G. A. Harvey,
electrical engineer International Railway Company.
CHICAGO TRACTION ORDINANCES TO BE DECIDED BY
VOTERS.
COMMUNICATION.
A Car Repair Problem.
To the Editors:
The locating of troubles in the electrical equipment of
the ordinary street car is not always as simple as might be
supposed. The following statement of conditions will illus-
trate a problem which recently came to my notice. It might
be of interest to the shop men who are readers of the Electric
Railway Review, and therefore I forward it, trusting that
some replies may be received.
The particular car on which the trouble occurred was
equipped with four G. E.-SO motors and two K-28 controllers.
The electrical equipment was originally placed on the car
at the car builder's. When the car was put in service it ran
all right for about three months; then it was sent to the
repair shop for trouble reported as being in the No. 2 end-
controller. On inspection the repair man found a broken
pawl spring in the No. 2 controller. This repair was made
and the car placed in the hand of the tester, who found that
with all four motors the car would run properly from the
No. 1 controller both forward and reverse, but on reversing
from the No. 2 controller the No. 2 motor would reverse its
direction of rotation when the first parallel point was
reached. If the No. 1 and No. 3 motors were cut out the car
would run forward and reverse properly when operated with
the No. 1 controller and would run forward when operated
with the No. 2 controller, but when it was attempted to re-
verse with the No. 2 controller the circuit-breaker would
open. Removing the brushes from the No. 4 motor opened
the circuit. SEVENTY-SIX
INSTRUCTING TRAINMEN AT KNOXVILLE, TENN.
The Knoxville (Tenn.l Railway & Light Company has
a novel and satisfactory method of teaching new employes
the details of motor construction and car wiring. Each
• rman must spend seven days in the repair shops before
he is given a regular run. During that time he must apply
himself to learning the component parts of motors and on
completing this service be able to trace the path of the cur-
rent from the trolley wheel to the track return. To assist
him in this task a large car-wiring diagram is kepi for ready
ref.-rence in a conspicuous place at the shops. In addition
to this bulletins are posted which enumerate the component
parts of the motors used and furnish descriptions of the
course traveled by the current in passing from the trolley
wire through the car back to the power house. One of these
bulletins is as follows:
\ General Electric motor type— 1,000 or 67 consists of.
l armature, l commutator, i yoke, 2 brash holders, i brashes,
1 fields, 1 gear wheel and 1 pinion.
General Electric motor or Typo sun has but 2 fields,
and 2 pole pieces, otherwise it la the si • aa motors of the
No 1000 or 67 t\: ■
Travel of Current.
current travels from th<- trolley wire to the trolley
polo, from the trollej pole to the trollej base from the trolley
to the ot( Itch, from the overhead-switch to the
fase-box, from the fuse-box to the Ughtnlni
lightning-arrester to the kicking coil, from the ! oil to
the cable, from the '-abb- to the controller, from the controller
to the resistance box. from the resistance box to the motor,
from the motor io the rail, from the rail to the power b"
The message of Mayor Dunne vetoing the Chicago City
Railway Company and the Chicago Railways Company ordi-
nances was read to the city council of Chicago on February
11, but the aldermen after discussion passed the two meas-
ures over the veto. The vote was 57 to 12, or one more in
favor of the ordinances than was recorded at the meeting
on February 4. The mayor's objections were answered in
detail by the aldermen. They pointed out that while the
mayor had been in favor of a settlement of the traction prob-
lem he was now interposing objections in order to defer
action until after the election on April 2. The principal
points raised by the mayor and the answers of the alder-
men who discussed the message were as follows:
Mayor Dunne.
The ordinances fail to pro-
vide practical methods for the
acquisition of the systems. At
the present time the city is au-
thorized to issue Mueller certif-
icates amounting to $75,000,-
000; after deducting commis-
sions these would net $72,000.-
in cash. The price of the
present properties as fixed in
the ordinances aggregates $50.-
10. The cost of rehabilita-
tion will he from $40,000,000 to
$50,000,000 and may be an tin-
limited amount, making the to-
tal cost to the city at least $90.-
000.000 to $100,000,000. Th,- city
will never be in a position to
acquire these lines unless sup-
plemental ordinances are passed.
authorising the issue of at least
$100,000,000 certificates. Unless
the ordinances limit the cost
of rehabilitation at any time to
the amount of Mueller certifi-
cates authorized to be issued.
in my judgment it will be most
difficult if not impossible to ob-
tain the passage of such ordi-
nances.
if the ordinances become ef-
fective and consolidation of the
two companies takes place, as
is highly probable In view of
the statement of John P. Wil-
son, represent in^ the Chic igo
City Railway Company, and In
view of the fact that the same
financial interests dominate and
■ ontroi both companies, the
consolidated companies will op-
erate under the ordinance which
is more favorable to them. This
is the Chicago City Hallway
ordinance, which, In tin- event
of purchase by the city, re-
quires th< p ' ■ rneiit of all
Including the total cost of all
the properties and rehabl
Hon. The other ordinance,
which in my judgment will not
bi accepted i quires the pa)
meat of all cash 6XCI pi I 111
ol rehabilitation, which may be-
come a llei to which
the city i ore.
We cannot hope wltl
confidence that a fund win cer-
tainly b acquln d out <>( the
net receipts which
b< come the property of i ti ■
eltV. We View With I
misKi\ ti ga the assert Ion i ■
. ompanles that the I
coming to ti Ity will Ix
it ill |.i, I t of t i ■
these
without an] i'io\ i
i. .ii oi an] et, ,
|0 t I l e o I , I |
toi to guarantee to the
i tn. on r any chai
th< ordli
pproxlmately Ji
I to Hi, ,|ly
Alderman Foreman.
During the pendency of the
negotiations the mayor has
known that the price agreed to
be paid for the property and the
amount shown by the engineers'
estimate to be necessary, for re-
habilitation will exceed the
amount of the authorized issue
of Mueller certificates and that
if the amount required to re-
habilitate the properties is ex-
pended, it will require another
issue of certificates in order' to
purchase the roads. The price
to be paid for the properties Is
not the price asked by the com-
panies, hut is the price placed
by the city's own experts, one
of whom is the mayor's personal
appointee.
The ene urgent and sovereign
need of the city of Chicago Is
good street railway service, not
passable stret i railway sm ice.
The giving of an up-to-date set
vice in this town will not en-
danger municipal ownership In
the slightest degree, if it does,
municipal ownership is a pretty
sorry thing to be making any
claims to our consideration.
The Instaliat Ion of tin- set i Ii e
which is proposed is a matter
which rests i iii n. u with i be
people and If they desire to em
bars In the ownership and opt
ol Btrei i rallwaj they
will have in. in ii i in ■ in auiii
orlzlng th.- sufficient issue of
to consummate It.
ordinances pro i
the conditions that the in,
return mi the n -if the
• n: bi limited i" S
'" "I H" Hi' tile
U flXed to t 1 1 •' e \
pei is pim. tin u w monej to bi
I,. I . ■ | |,e
P Hi), it |i| | ||e
I ' ol of tile I lit ..I
Islng engil I nut I Iii I
i iii .ii i mi mii shall
dfl Hi' t lie He) (.1 nlil UpO|
■ i i foi thi
B 'Hi In |" I C
ales Tie
\ III' 1 ll It rs I
■hall b tl
220
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 7.
under existing circumstances
will be wiped out.
No license.1 company to which
the city may give a license may
acquire the plants of the pres-
ent companies unless upon the
payment of a 20 per cent bonus
above the price the city would
have to pay if it acquired the
properties for municipal owner-
ship and operation. The reason
advanced by the traction com-
panies for insisting upon this
premium was that they, should
be protected against the sand-
bagging operations of rival cap-
italists. The companies abso-
lutely refuse to accept the pro-
vision that if a licensee com-
pany should offer to the city to
accept an ordinance of similar
character and give a 4-cent
fare, the existing companies
should take the money invested
in the plant and turn over the
properties to a 4-cent fare com-
pany.
The city is embarrassed by a
provision which permits these
companies to charge 10 per cent
contractor's profit upon the cost
of rehabilitation and at the
same time the ordinances per-
mit them to make subcontracts.
Under the ordinances the com-
panies are empowered to charge
10 per cent additional on the
cost of subcontracts and the
profit obtained therefrom.
The agreement between John
A. Spoor, Thomas E. Mitten,
the City of Chicago and tin-
First Trust and Savings Bank,
which purports to remove the
obstruction created by. the exis-
tence of the present General
Electric railway ordinance, is
not signed by any of the par-
ties.
The amendment providing for
the arbitration of disputes be-
tween the companies and their
employes was voted down.
the purpose of maintenance,
and the second for the purpose
of extension and replacement.
Whatever remains of these two
funds at the termination of the
grant goes either to the city or
its licensee and never to the
companies.
Speculation in Chicago's
streets should cease. The city
should have no choice as to
which profit-making corporation
occupies its streets. It must be
borne in mind that the demand
for 20 per cent bonus is one to
protect the companies from
other companies which seek to
oust them from the streets.
They contend, and not without
some force, that if the city be-
come a party to such intent,
at least they should be compen-
sated for their removal, and
that they should not be made
the prey of firms of promoters
who trade on other people's as-
sets. The suggestion that such
a licensee company, should give
4-cent fares was met by the
companies by the statement
that this would be no protection
to the companies, but would in-
ure to the benefit of the city.
Such a licensee company could
not be required to spend any
money on subways or under-
ground trolleys, or to make ex-
tensions, or to pay the city com-
pensation, or a part of its net
profits.
The part of the ordinances re-
lating to contracts, the method
of their letting and the per-
centage of the contractor's
profit was one that was properly
guarded by Bion J. Arnold. A.
B. Du Pont and M. E. Cooley.
The price of every article in-
stalled by any of the companies
must be approved by the board
of supervising engineers on
which the city has one member.
.Mr. Arnold.
Alderman Werno.
The contract covering the dis-
position of the General Electric
railway line has been signed
and deposited with the comp-
troller.
The employes have not urged
that the ordinances provide for
arbitration of disputes between
the companies and the employes.
The ordinances as finally adopted contained some
changes from the summary as published in the Electric Rail-
way Review of January 19, 1907. The important changes are
as follows:
Referendum.
The ordinances "shall not take effect unless and until a ma-
jority of the votes cast upon the following question of public
policy at the election to be held in the City of Chicago, on the
first Tuesday in April. A. D. 1907, are in the affirmative: 'For the
approval of ordinances substantially in the form of the pending
ordinances (reported to the City Council of the City of Chicago on
January 15, A. D. 1907), authorizing the Chicago Railway Company
and the Chicago Railways Company, respectively, to construct,
maintain and operate street railways in said city, and providing
for the purchase thereof by the said City or its licensee.' "
Transfers.
The companies shall exchange transfers with all existing street
car lines operating in the city, not heretofore mentioned, under
reasonable regulations, and at all points of connection after such
time as the franchises of the other lines now operating shall have
expired and shall be extended or renewed.
Through Routing.
The purchase or acquisition by the city or its licensee of any
street railways shall not affect or impair the obligations regarding
transfers and through routes.
Fares.
The ordinance was amended to include the future limits of the
city for one fare
Chicago Railways Company.
If the property and rights of the Union Traction company are
not acquired within 120 days after the passage of the ordinance
the company has an additional 90 days in which to secure ap-
proval of the plan of reorganization and readjustment. There
must be deposited with the Chicago Title & Trust Company as
trustee by January 20, 1908, not less than 3,126 shares of stock
of the Chicago West Division Railway Company, 1,251 shares of
stock of the North Chicago City Railway Company. 29,801 shares
of the stock of the North Chicago Street Railroad Company, and
49.946 shares of stock of the West Chicago Street Railroad Com-
pany, being a majority in each instance, other than that held by
trustees under existing mortgages or trust deeds: also 80,001 shares
of the preferred stock of the Chicago Union Traction Company and
133,334 shares of the common, being more than two-thirds of each
class. The plan shall not be operative unless the allotment of
securities and the other provisions are approved by P. S. Gross-
cup and John C. Gray.- If they fail to agree they shall refer the
question in disagreement to a third person to be selected by them.
In case they fail to agree on such third person the selection shall
be made by. George W, Wickersham and Edward B. Burling. The
decision of a majority shall then be binding.
General Electric Railway Company.
The representatives of the Chicago City Railway Company
agree as a condition of the ordinance to secure to the city of
Chicago the power to annul all the rights and franchises of the
i leneral Electric Railway Company and to remove its tracks. In
accordance with this agreement John A. Spoor and Thomas E.
Mitten deposit with the First Trust and Savings Bank as trustee
the promissory notes, bonds and certificates of stock of the Gen-
eral Electric Railway. If the ordinance becomes operative these
securities shall be held by the trustee until the provisions of .the
agreement have been carried out. If the ordinance does not take
effect on or before July 1. 1907. the securities shall be returned to
Mr. Spoor and Mr. Mitten.
The board of election commissioners has heard argu-
ments regarding the legality of the form of the emergency
referendum petition, and will probably announce its decision
next week. If it is decided that the petition is legal in form,
the voters who are attacking it will raise the question that
the signatures are not sufficient in number and that some
were forged.
In order that there might be no doubt as to its position
the Chicago Railways Company, through Henry A. Blair,
vice-president, has addressed a letter to Charles Werno,
chairman of the local transportation committee of the city
council, stating that the company is advised by counsel that
the clause providing that the ordinance shall be effective
only in the event of a favorable vote at the April election, is
legal and valid. "The company," Mr. Blair says, "will not,
in any event or under any circumstances, make any claim
to the contrary. If the majority of the votes cast shall not
be in favor of the ordinance, the company will make no
claim that the ordinance is operative and will make no
claim to any rights under the ordinance. The company does
not desire to undertake the reconstruction of the street rail-
ways covered by any ordinance which is disapproved by a
majority of the voters of the city who may vote for it. The
company is willing to give such other assurances as may
be desired by your committee to further protect the city in
the matter above referred to." This letter is similar to one
that was issued by T. E. Mitten, president of the Chicago
City railway, several weeks ago.
Large Power Plant for Inland Empire System.
The Spokane & Inland Empire Railroad Company is now
engaged on a large water power development at Nine Mile
bridge on the Spokane river near Spokane. Wash. The work
includes the construction of a masonry dam and power house
and the ultimate installation of turbines and generators capa-
ble of producing over 20,000 horsepower. The construction is
in charge of Mr. F. M. Sylvester, manager for Sanderson &
Porter, engineers and contractors, who have the contract for
the work.
The new electric railway track laid in Canada in 1906
amounted to 93.32 miles. Of this total 88.42 miles were laid
in Toronto, Quebec and British Columbia.
February 16. 1907.
ELECTRIC RAILWAY REVIEW
221
ELECTRIC LINES BETWEEN DENVER AND BOULDER.
COLO.
Plans recently have been completed for making possible
through electric trains between Denver and Boulder. Colo., a
distance of 29.5 miles. United in this work are I he Denver
City Tramway Company, which will furnish city terminal
facilities, the Denver & Interurban Railroad Company, which
will build a new line from Globeville just north of Denver
to Semper, and the Colorado & Southern Railway Company,
which will equip for electric operation its present steam
operated lines between Denver and Boulder, meanwhile build-
ing a low-grade height line to be operated with steam
locomotives from Semper to Louisville Junction. It is an-
nounced that construction work will begin at once on the
Denver A.- [nterurban portion of the undertaking.
The accompanying map shows the location of the
smaller towns with respect to Denver and Boulder. It will
be noted that at the present time the Colorado & Southern
has a steam-operated line comprising a single track from
Denver to Louisville Junction, from which point to Boulder
there arc two operating lines, one by way of Louisville, the
Map Showing New Lines to Be Built and Electrified Betweetl
Denver anrl Boulder. Colo.
other through Marshall. It has been definitely announced
that tin- Denver City tramway will build a new line fr
Seventeenth street on Arapahoe street to Twenty-Third
street, thence along Twenty-Third street ami across the
Twenty-third street viaduct, which will he rebuilt, thence bj
private right -it way to Washington Btreet ami along this
I to Globeville at tin- city limits. From Cloheville the
Denver A [nterurban Company will build a new line to
Semper, and from Semper to Louisville Junction the Denver
& Interurban cars will operati ovei the present Colorado
inthern main line which has a maximum grade ol
per cent That thi Belittles may no! be limited
between Semper and Louisville Junction a mu line tor the
operation oi freight train an locomotives will be
built with a ruling grade ol - per cent
Willi iin action there win he afforded two
from Denver to Louisville, 'me to he used bi
tricall] operated cars for i traffic ami the othei
for steam-operated freight trains From Louisville Junction,
ed there are two single-track mines now
in operation to Boulder Advantage win he taken ol
tiled "loop" by operating botl and electric ti
from Louisville to Boulder on tin- northern track and in the
oppo ne direction on the southern track by waj ol \i n hall
The distance between Denver and Bouldei ovei the new
route will be approximately 30 miles and it is expected to
make the run in 52 minutes. The roadbed of the new line
will be designed for heavy traffic and the track laid with
SO-pound steel rails. The waterways will be crossed with
concrete arches. The Denver & Interurban Railroad Com-
pany has offices at 809 Cooper building. Denver. Mr. A. D.
Parker is president, and Mr. H. W. Cowan chief engineer
of this work.
PROPOSED BRCOKLYN-MANHATTAN SUBWAY LOOP.
After a long and complicated controversy over the rela-
tive merits Of a subway and an elevated loop to connect the
Manhattan terminals of the Brooklyn, Manhattan anil Wil-
liamsburg bridges, the Board of Estimate and Apportionment
of New York City has approved the plan for a four-track
subway loop, and it is now expected that this will be fol-
lowed by the approval of the appellate division of the su-
preme court of the state.
Under the rapid transit laws that have been enacted
and amended at various times by the legislature of New
York for the benefit of Xew York City, the local authority
in the matter of approving routes ami granting franchises,
which formerly rested with the board of aldermen, is now
exercised 'wholly by the board of estimate and apportion-
ment. The determination of routes and the question of gen-
eral public policy rest with the board of rapid transit com-
missioners, which consists of the mayor, comptroller or other
chief financial officer, the president of the chamber of com-
merce of the city and five other persons. The legal course
to be followed before new rapid transit facilities are author
ized follows: The board of rapid transit commission-
ers must consider routes and general plans and determine
whether the desired rapid transit facilities would be in the
public interest; secure the approval of the board of estimate
and apportionment; and secure the consent of the owners of
the abutting property to the extent of 50 per cent of the as-
sessed value thereof. If the consent of property owners is
not obtainable the law provides that the appellate division
of I he supreme court shall appoint a commission to investi-
gate each proposed route and, upon a favorable report of this
commission, the court may authorize the extension. The
board must then prepare detailed plans and specifications
and advertise for bidders.
The route as designed by the board of estimate and ap-
portionment and shown by the accompanying map begins al
the Manhattan end of the Williamsburg bridge and runs
through Delancey street ami its contemplated extension to
Centre street and under Centre street to the Brooklyn bridge
terminal at Park Kow. with a spin- extending under I
street to the proposed new Manhattan bridge. In Brooklyn
the subway extends from I he Williamsburg bridge under
Broadway to Lafayette avenue and thence under that Btreet
back to the extension of the Manhattan bridge approach.
Although the board of rapid transit commissioners has
no control over the bridge traffic over the Blast river the
latter being In the hands of the bridge commission, the tor
I] bat taken everj step in Its power to promote a plan
illel ol the congested condition ol the pas
traffic between Manhattan island ami Brooklyn and
ba antlclpi I the decision ol the appellate division ol the
me court by the preparation of complete plani and
l> .Mirations tol the loop, so that alter all I <' teps shall
been taken there need be no delaj In advertising foi
bidders and In raising the funds to undertake the worl
The work which will first be undertaken will be the Man
1 1 . 1 1 1 . 1 1 1 portion oi tin loop connecting the Williamsburg and
Brooklyn bridges. The completion ol the Brooklyn portion
ot the loop bj ne line over the Manhattan b
iwait oi course the completion of the long delayed
on in..' ii ... i ure i mi i ibli ■ ii.-iim i. in. ■
222
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 7.
hattan portion of the loop could be in operation within about
two and a half years.
The effectiveness of the earliest relief that can be afford-
ed by the construction of the subway loop hinges largely
upon the establishment of practicable conditions for the ope-
ration of the cars of the Brooklyn Rapid Transit Company
around the loop connecting the Williamsburg and Brooklyn
bridges.
During the discussion of the relative merits of a sub-
way and elevated loop structure on Manhattan Island this
question was an important consideration. The majority of
the board of estimate and apportionment favored the sub-
way loop, in order to prevent further disfigurement of the
city by an elevated structure, but the Brooklyn Rapid Transit
Company contended that from its standpoint a subway loop
presented grave operating difficulties, particularly if the
board insisted upon the operation of all-steel cars in the
subway, and that these difficulties would all be overcome
by the building of an elevated structure. It was declared
that the section of the city to be traversed is of a character
that could not be injured for business purposes by the pres-
ence of an elevated structure and that the latter would afford
relief in the near future, whereas the subway cannot be built
and placed in operation in time to solve the present distress-
JMAJ
^-"/JOD^JJJJJJJ^J,
Rapid Transit Company is an applicant for the proposed
subway loop between the bridges, or at least has signified its
willingness to lease and operate it when constructed. This
is incorrect. The question of the adaptability of our equip-
ment to such operation, the safety of handling the business
under the prescribed conditions, and the possibility of lift-
ing cars up a 5%-per cent grade at the Park Row end
of the Brooklyn bridge without a great expenditure
for new types of cars and change of train composition which
together with an increased cost of operation would make it
impracticable from a financial standpoint — all these will need
to have the most careful consideration in the light of further
information. The discussion with the committee was on
these lines. We are exceedingly desirous of co-operating in
any feasible measure, above ground or below, but we can-
not do the impossible. I have from the first felt and frankly
expressed grave doubt of the feasibility of the Brooklyn
Rapid Transit Company operating the subway connection
between the bridges on the grades laid down by Mr. Parsons
three years ago, which I understand practically control in
the present plan, but we will gladly join the committee in the
fullest consideration of this or any other proposition, how-
ever doubtful the result may now seem to be."
On the Brooklyn side of the Williamsburg bridge no in-
cline will be required, so far as the Brooklyn Rapid Transit
cars are concerned, as a cross-over will connect the Williams-
burg tracks with the elevated structure of . that system in
Broadway. There is no question that the proposed loop, if
Route of Proposed Brooklyn- Manhattan Subway Loop.
ing problem of the bridge congestion. The company con-
tended that although enormous sums of money have been
expended in improving the company's elevated structures in
Brooklyn, the adoption of the heavy steel cars, the use of
which in the subway the board of rapid transit commission-
ers at first proposed to make compulsory, would necessitate
a further radical strengthening of the elevated structure in
Brooklyn and the expenditure of vast sums for this work
and for new cars and auxiliary equipment. As the result
of conferences between President E. W. Winter of the Brook-
lyn Rapid Transit Company and the board of rapid transit
commissioners it was decided that the board would not in-
sist upon all-steel cars but that cars similar to the new type
of steel-underframe wooden cars, having asbestos floor pro-
tection, would be satisfactory. The concession does not re-
lieve the Brooklyn Rapid Transit Company from large ex-
penditures for new equipment and for increased power to
operate the loop — expenditures which will be very considera-
bly increased by reason of the 5%-per cent grades and the
very short curves connecting the bridge tracks with the sub-
way. The present position of the Brooklyn Rapid Transit
Company in the matter is clearly set forth in the following
statement, which has been issued by President Winter:
"Apparently the impression is abroad that the Brooklyn
found practicable, will enable the Brooklyn Rapid Transit
Company to operate its cars under a much reduced headway
and to care for the bridge traffic with a greater degree of
comfort than at present, but it will also involve a complete
revision of the company's operating scheme. The ramifica-
tions of the company's system will make possible a number
of through loop operations and this will involve a freer in-
terchange of cars between the various lines of the system
than at present. It will be necessary to work out all the
routes on the basis of economical operation. The operation
of either elevated or subway loop will add great expense to
the Brooklyn Rapid Transit Company. Some 300 new cars
will be required and 15,000 kilowatts capacity for additional
power, so that the aggregate investment on account of the
loop will hardly be less than $4,500,000, without considering
the numerous changes in the elevated structure, which may
be necessary in the working out of the new through routes.
It is the intention of the Rapid Transit Commission, when
the Brooklyn portion of the proposed subway loop is built,
that the whole loop will be operated in connection with the
present subway system, the Manhattan portion of the loop
to the Brooklyn approach of the Williamsburg bridge being
used jointly by the subway operating company and the Brook-
lyn Rapid Transit company.
February 16, 1907.
ELECTRIC RAILWAY REVIEW
223
NEW TYPE OF CAR, UNITED TRACTION COMPANY.
The United Traction Company. Albany, N. Y., has re-
cently placed in service a new type of car which includes
several interesting details. The car is of the straight-sided
type with vestibuled platforms and a steam-car pattern hood.
The principal feature which commends the car to the offi-
cials of the traction company is the device for opening and
New Cars for United Traction Company, Albany — Interior View
Showing Arrangement of Doors to Form Motorman's
Compartment.
closing the doors by the motorman. This mechanism also
closes the steps while the car is in motion. It is thought
that placing the doors and steps under the control of the
motorman will keep the number of accidents to passengers
at a minimum. The fact is recognized that nearly all dam-
age suits against street railway companies are caused by in-
jury to passengers while they are getting on or off moving
United Traction Company, who has exercised a general
supervision over the construction of the sample car.
The new cars will be run over the Troy division. The
general dimensions are as follows: Length of body 28 feet;
over platforms 40 feet; over buffers 41 feet 6 inches; width at
bottom S feet; over drip rails 8 feet 2 inches. The interior
finish is cherry; ceilings of bird's eye maple; . seats and
backs spring cushioned covered with rattan. The glass in
the side sash and doors is polished plate, and the deck glass
is white-chipped with bevel borders. The car is equipped
with a push-button signal bell system, alarm gongs. Consoli-
dated heaters, pantasote curtains, solid polished bronze trim-
mings and other details. The vestibule platform is on a
level with the car floor, the vestibule having a cab for the
motorman, who is completely shut off from the platform com-
partment. A unique feature is the operation of the push-
button signal bells, the current being taken from the trolley
and the voltage lowered by a diverter. The car is mounted
on Brill's No. 27. G. I. trucks, equipped with four G. E. No,
SO motors, and type-M master control.
Suggestion to Prevent Street Crossing Accidents.
A special committee appointed by the Indianapolis Com-
mercial Club to investigate street car accidents has suggest-
ed a plan to avoid accidents caused by persons passing from
behind one car immediately in front of an approaching car
on the opposite track. The plan deemed practical by the com-
mittee was the placing of a signal bell on the rear of each
car, to be operated by the motorman, when his car is at a
standstill and another car is approaching on the opposite
track; such signal to be a warning to the pedestrian about to
cross from behind a standing car to the track of an approach-
ing car. Robert I. Todd, vice-president and general manager
of the Indianapolis Traction & Terminal Company, to whom
the plan was presented, said it was impractical, because
it depended on a dry battery, the action of which he said
was uncertain. Mr. Todd's objections were on the theory
New Cars for United Traction Company. Albany — Exterior View showing Air-Operated doors and steps.
This will be prevented i>> the Dew type of car, as a
passenger win be unable "■ gel <>n or oir the ear until the
car come* to a dead rtop, when the doors, will then be opened
by ih<- ah mechanism controlled by the motorman,
The trial car operates so satisfactorily that an order
Kir lm more m:ih been placed with the builders, the J. 11
■ ompany, VTatervliet, N. Y. Tlw lm new cars
win be duplicates of the sample car, with some modifies
suggested by Edged B I leral mai the
thai .i bell falling to work at all times might lead the public
Into danger If di upon
The Colui Iwaj St Light Company, of Columbus,
o.. ha paid dividends to over 600 ol Its employes. This Is In
rdance with ■> pollc] adopted several years ago bj the
compan] to pay dividends i" Iti employes al the
paid the Btockholdi I on the amount "i the
iiii emplo
22 l
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 7.
DELLWOOD PARK, CHICAGO & JOLIET ELECTRIC
RAILWAY.
The Chicago & Joliet Electric Railway Company, of
Joliet, 111., is now completing in readiness for the summer
season what is expected to be one of the finest and most
attractive parks owned by interurban railways in the
country, both on account of its advantages in the way of nat-
ural scenery and from an architectural standpoint. Dellwood
Park, as it is called, is located on the main line of the
Chicago & Joliet Electric Railway, about four miles
north of Joliet and about thirty-five miles southwest
of the center of Chicago. The work on the park was
begun early in 1906 and it was opened to the public,
although in an incomplete state, last season. This year the
park is being improved in many ways and new features are
being added, including some new buildings. This work is
now in progress and is being pushed as rapidly as possible in
order to have the park entirely completed by the opening of
Company. From Summit, three miles west of the Forty-eight
street terminal, a double-track line extends to Lyons, where
connection is made with the cars of the Chicago Union
Traction Company connecting with all lines on the west and
north sides of Chicago. The distance from Joliet to the
Chicago city limits is 30 miles and cars- are now operated on
an hourly schedule, making the run in 1 hour and 25 min-
utes. During the summer the headway will be reduced to
30 minutes or possibly 15 minutes and the running time will
also be reduced. The run from Joliet to the park is made in
15 minutes and during the park season cars will run every
five minutes or oftener if occasion requires. It is expected
to attract a large number of visitors to the park from Chi-
cago and to this end it is expected to reduce the round-trip
rate to 50 cents. No admission fee to the park will be
charged.
The grounds on which the park is located are rectangu-
lar in shape, 2,400 feet long by 1.350 feet wide, the long side
extending east and west, comprising about 62 acres of land
C2ll\\ood Park — Boathouse and Lower Dam with Passageway Underneath.
the coming season. Although the state of some of the new
work is not sufficiently advanced to permit of illustration.
the accompanying engravings from photographs, for which
we are indebted to the courtesy of Mr. J. R. Blackhall, gen-
eral manager of the Chicago & Joliet Electric Railway Com-
pany, will give an excellent idea of the scope and class of
the work and the natural advantages of the location. All
of the work is of the most substantial character throughout,
and when completed the park will have cost approximately
1250,000.
The Chicago & Joliet Electric Railway Company, which
is controlled by the American Railways Company, of Phila-
delphia, Pa., operates six city lines in Joliet and vicinity and
furnishes an entrance to the city over its tracks for the cars
of the Joliet Plainfield & Aurora Railroad Company, operat-
ing between Aurora and Joliet. The Chicago & Joliet also
has a double-track interurban line from Joliet to the city
limits of Chicago at Forty-eighth street, whence passengers
may continue their journey to the center of the city in the
cars of the Archer avenue line of the Chicago City Railway
whose character is admirably suited for park purposes. The
ground is mostly hilly and about two-thirds of it is wooded,
including 40 varieties of trees, shrubs and plants growing in
their natural state. A large number of imported shrubs and
plants, as well as native shrubs and trees, have been added
during the past season to the already fine collection in the
park. A deep ravine extends through the grounds in an
easterly and westerly direction, with rock cliffs from 30 to
50 feet high exposed on either side. The difference in eleva-
tion between the lowest point in the ravine and the highest
point of ground in the park is 82 feet.
The high ground overlooks the valley of the Des Plaines
river, with a view to the north and south as far as the eye
can reach, taking in the Chicago Drainage Canal and the
deep waterway soon to be built from Lake Michigan to a
point opposite the park and which is planned to extend to
the Gulf of Mexico by way of the Illinois and Mississippi
rivers.
Formerly a small stream ran through the ravine, of such
insignificant proportions that it was often nearly dry in the
.February 16, 1907
ELECTRIC RAILWAY REVIEW
izo
summer. This has been dammed by two reinforced concrete
gravity dams to form two lagoons, one with an area of IS
acres and the other 3.5 acres, which afford excellent oppor-
tunities for boating, bathing and other water spurts in the
summer and skating in the winter.
Both dams were built by the Amlmrsen Hydraulic Con-
struction Company, of Boston. Mass. The u\ per dam is 40
designed with an eye to beauty and make a very effective
appearance.
The finish of the concrete work in the dams and bridges,
as well as in other parts of the park, is especially noticeable.
Great care has been taken to remove the form-marks and
to give a smooth surface. On all plain work the concrete has
Dellwood Park — Interior of Dancing Pavilion.
feet long by 15 feet high. The lower is 170 feet long by 18
feet high, with an 82-foot spillway. The lower dam, which
is illustrated in one of the engravings, is located at one side of
the entrance to the grounds and gives a very effective ap-
pearance to the first view of the park. This dam is hollow
and contains a passageway under the spillway, which is
lighted at night.
The walks on both sides of the ravine are connected
by means of concrete stairways with promenades extending
out over the dam as far as the spillway on each side. At the
right of the spillway is a glass cascade 16 feet long by 9
high, which is lighted at night by Cooper-Hewitt mercury
Dellwood Park — Three-Span Concrete Bridge.
been rubbed smooth with sandstone. In other places the
edges have been rubbed smooth to form a border two or
three inches wide and the remainder of the surface has been
bush-hammered. In some cases this process has been re-
versed and the border has been bush-hammered and the rest
finished smooth.
A double track branching from the main line of the
Chicago & Joliet electric railway enters the park on the
north side and forms a loop near the center of the park.
This loop contains four tracks where cars may wait in i
ness to handle the crowds at the time when most of the park
patrons are ready to return home. A concrete plat
Dellwood Park — Band Stand.
lamps At the other side "t tie- dam is a frame Btructui
et, with concrete base, not ye) entirel] compli
which win be used as a» a refreshment pavilion and boal
id which Will be kepi open ill the winter for He
accommodation ol
•| ii. o spanned bj two reinforced concrete
bridges, which are Illustrated, the upper one a single i
elliptical arch, i"> feet above the water, ami the other consist-
ing or three lO-tod elliptical arches, 140 feet long. Including
appro;, ri,e and go feet above the water Both bridges were
Dellwood Park — View of Scenic Railway.
I. ,iiu ll_' feel long by 16 feet wide, covered h\ a roof stip-
i, is located on this loop. A sin
platform is located opposite to tin- main entrance t" the
grounds, between the main tracks. A concrete subway leads
from th( tatlon under tie- north bound track and th<
way mto tin- park, to avoid opportunities t"i accidents
1 1 .• i \ i 1 1 u crowds mi the tracks. The entrance to
BUbwa} is an Inclined plane instead of stairs There are
two outlets from the Bubwaj Into 'be park, tin mo I fre
quented one an Incline plane and th< "' hi r a tal
226
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 7.
the subway macadamized walks lead to all parts of the
grounds.
All the amusement buildings are located on an avenue
60 feet wide and 650 feet long, starting from the station on
the loop. A 50,000-gallon water tank on a steel tower 75 feet
high is located in the center of the avenue. A building 50
feet square built around the base forms a refreshment stand.
The tower is to be enclosed with metal lath and Portland
cement plaster and will be made to represent a lighthouse
tower. A 20-foot concrete basin and fountain are located on
each side of the tower, each halfway between the tower and
the ends of the avenue. Complete water, sewer and gas sys-
tems are provided throughout the grounds. An 8-inch water-
main extends each way from the tower, supplying all the
buildings and fire hydrants located at frequent intervals.
The tank will be supplied by an artesian well about 2,000
feet deep that is now being sunk from which water will be
pumped into the tank and from there distributed through
the system.
The buildings located on the avenue include the scenic
railway pavilion, 64 by 33 feet; dancing pavilion, 124 by 74
feet, giving a dance floor 100 by 50 feet and a promenade 12
feet wide on all four sides; the electrical theater, 68 by 36
feet with a seating capacity of 250; a laughing gallery, 36
by 20 feet; and a combination amusement building, 90 by 50
feet, in which will be gathered together the various smaller
amusement features, such as the shooting gallery, ball-
throwing gallery, penny arcade, cane and knife racks, slot
machines, etc. The band stand, and octagonal structure, 25
feet in diameter, with concrete foundations and floor, which
will be used for concerts by the Dellwood Park Band, of 30
pieces, is located at one end of the avenue.
Before the opening of the next season a theater, 87 by
the grounds before next season. These will be provided
with kitchens and fires for the use of picnic parties.
All of the buildings are of the Spanish mission type of
architecture and are substantially built, of frame construc-
tion with concrete foundations. The exterior finish is Port-
land cement plaster and stucco on metal lath. The build-
Dellwood Park — Entrance to Park, Showing Subway.
ings are painted a grayish green. The roofs are covered
with red Ludowici interlocking tile.
The scenic railway, which is about 2,000 feet long, starts
from the pavilion on the main avenue, winds through the
wooded part of the grounds, crosses the ravine over the up-
per dam, and recrosses over the lower lake, skirting the rock
walls of the ravine to a point 200 feet from the starting point,
Dellwood Park — Dancing Pavilion.
146 feet, with a stage 40 by 31 feet and with a seating
capacity of 1,200, will be erected on the south side of the
avenue opposite to the water tower. A carrousel, a House
of Nonsense, and places for one or two other small amuse-
ments will also be erected. On the bluff, overlooking the
lagoon, a casino, 60 by 100 feet, is to be erected. Here it is
proposed to establish a first-class restaurant, where meals of
the better quality will be served. Two picnic pavilions, 30
by 65 and 38 by 80 feet, will be erected in different parts of
where the cars are carried up an incline by an endless-chain
hoist to the station. The scenery along the railway is all
natural.
A tract of 16 acres, at the upper end, including the upper
lake, is fenced off from the other part of the grounds and
reserved for private picnic parties and for the use of the
Joliet Chautauqua Association, which meets for two weeks in
July. A steel auditorium building with a seating capacity
of 3,500, and equipped with a stage and dressing rooms, is
February 16, 1907.
ELECTRIC RAILWAY REVIEW
22T
located in this reservation, for the use of the Chautauqua
Association and for concerts, conventions, etc. This audi-
torium has the shape of a 20-sided polygon, 150 feet in ex-
treme diameter. The umbrella type roof is sustained by
steel trusses supported by a center column.
Just north of the Chautauqua grounds is an athletic field
Dellwood Park — Single-Span Concrete Bridge.
containing 5 acres, enclosed by a high board fence. This
field is provided with a baseball diamond, a quarter-mile
cinder track, a steel frame grandstand seating 1,000 people
and bleachers seating 500. Baseball games are held here
two or three times a week during the season.
A macadamized driveway for vehicles leads from the
highway at the entrance to the park to a court between the
park near the entrance, where the current for the "Magnet-
ite" lamps is converted from alternating to direct current by
General Electric mercury arc rectifiers. The substation
building is 15 by 20 feet, of buff pressed brick, with concrete
floor and a tile roof.
The buildings are all lighted with incandescent lamps,
with the exception of the dancing pavilion and the auditorium,
which are lighted by four-glower Xernst lamps, and the out-
sides of the buildings, including the water tower, are deco-
rated with incandescent lamps.
An illuminated electric fountain with color-changing ef-
fects is located on an island in the lower lake. Another small
fountain, with a 15-foot basin, is located in the walk leading
from the subway.
A one-and-a-half story frame cottage is now under con-
struction for the use of the head gardener, who will be per-
manently located in the park.
The entire park is fenced with 72-inch Ellwood woven
wire fencing on reinforced concrete posts, with three barbed
wires strung above the top in a triangle and fastened to
galvanized iron crests cast in the posts. About 1,500 con-
crete posts were required for the fencing.
The park is being built by the Dellwood Park Company.
Incorporated, a subsidiary company of the Chicago & Joliet
Electric Railway Company and managed by the same officers.
Improperly Mixed Varnish.
In a recent lecture before the New York Railroad Club
Mr. William Marshall presented some interesting facts re-
garding the history and use of varnish. The explanation of
the fact that most cars look dull or "all gone in" in such a
short time is found in the common practice of mixing the
Dellwood Park — Steel Auditorium In Chautauqua Groundi.
loop and the athletic Held, with an cntruiici! t" the' Chau-
tauqua [rounds.
ire lighted bySOQeneral BJlectrlc "Magnetite"
luminous an- lamps, 22 (our-glower .Win. i lam] i, BE two-
glower Nernst lamps md a large number of Incai
lamps. Power for lighting, in the form ol three-phase 80
current al I pressure, is tupplled from the
plant of the Economy Light \- Power Company al Jollel The
liKhtitiK Ih ail controlled ii Ion located in the
color coats with too little Unseed oil bo thai they will dry
rapidly. The result <>r this is thai the pigment, which baa
ill-carrylnf t opacity, absorbs the oil from the ?ar
coat, ti [uently loses its life and luster, The
rlaiiii was ni.nli' that too Utile time Is allowed fOl '■■'"
liiK cars, and tin i i eh "dryer" anil too ill ( I < ■ oil
■ iid the plgm< at The remi i! ui ■ ted ras to allow
ufflclent time tot paint! | ■ i hlng and plenty
oi oil iii the coloi ooats.
228
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 7.
SINGLE-PHASE LINES OF THE ILLINOIS TRACTION
SYSTEM.*
BY n. C. IIOAGI.AMC EI.ECTBICAI. AND MECHANICAL ENGINEER.
It is the purpose of this paper to present some of the
features of the single-phase railway system now being built
by the Illinois Traction System.
A new power house is now being built at Peoria, 111., to
furnish power for this system, as well as the local street
railway. The plant consists of eight 400-hp. Stirling water-
tube boilers, designed for a working pressure of 200 pounds.
These boilers will be fired by Green automatic stokers, and
coal will be fed automatically. In the generator room -will
be installed: Two 2,000-kw.. 2.300-volt, Curtis steam tur-
bines, two 750-kw. rotary converters, one 75-kw. turbo-exciter
set, and one 70-kw. motor-generator set. together with a
switchboard and the other necessary apparatus.
The turbines will generate 25-cycle current at 2.300 volts,
which will be stepped up by six 700-kw. Westinghouse. water-
cooled transformers, to 33,000 volts. The current will be
delivered to the transmission line at this voltage.
Transmission Line.
The first transmission line and two substations are be-
ing built on the Peoria Bloomington & Champaign line, to
Bloomington. In the substations the pressure will be stepped
down from 33,000 to 3,300 volts, which will be used on
the trolley. It is the intention to connect the Springfield &
Northeastern line from Springfield to Mackinaw, to this line;
also the Chicago Bloomington & Decatur line, from Bloom-
ington to Decatur: and balance the three phases of the trans-
mission line by feeding one of these roads from each phase.
The transmission line will be connected through an automatic
oil switch to busbars in a substation at Decatur. The line
from the present Riverton power house will also be con-
nected in the same way, and the two power houses will be
operated in multiple. From these busbars, a line will be
run to Champaign along the St. Louis Decatur & Champaign
Railway and at Champaign the 15,000-volt transmission line
— which now furnishes power to the Danville Urbana &
Champaign Railway from Champaign to Danville, George-
town and Ridge Farm — will be connected through three
400-kw. step-down transformers, making the transmission
line from Peoria to Georgetown, about 175 miles long.
There will be installed at the Danville power house this
summer, a 2,000-kw. generator, direct connected to a pair of
36x60-inch twin engines, which will also feed this transmis-
sion line when needed. The substation will be provided with
oil-break switches to sectionalize the line and by the use
of double-throw disconnecting switches, the transformers can
be connected to the live side of the line and the service will
not be interrupted while repairs on the transmission line are
being made.
Car Equipment.
The Illinois Traction System will soon have in operation
12.-. miles of track equipped for single-phase operation, the
apparatus for which is being furnished by the General Elec-
tric Company.
Four-motor. 75-hp., single-phase equipments with multi-
ple-unit train control will be used. The motors will be the
GE A-605 compensated type, designed to operate on both
high-tension alternating-current and 600-volt direct current.
The armature of the motor has a commutator and is
very similar in construction and appearance to the standard
direct-current railway motor. It has a series drum winding
with three coils per slot and is wound for a maximum of 250
volts. It can be removed from the field frame by removing
one of the field heads. The field structure is quite different,
however, from that of the direct-current motor, as there are
no inwardly projecting poles, and the entire field winding
can he removed and readily replaced by a duplicate set of
windings, should an accident result in their being damaged.
There arc two outer steel castings bolted together. These
hold the interior field ring rigidly in position to form the
magnetic field. This inner portion is built of laminations
insulated from one another by japan and securely bolted to-
gether by long through bolts. The punchings are shaped
so as to form four poles which are slotted for the reception
of the compensating field windings
The field windings are in two sections, the "compensat-
ing winding" and the "exciting winding." The function of
the latter is to excite the fields, and that of the former to
counteract the armature inductance and thus provide a rela-
tively high power factor throughout the range of alternating
current operation, and further to improve the commutation
♦Abstract of paper r ad before the Illinois Society of Civil En-
gineers. Peoria. 111., Jan. 23, 1907.
on both alternating and direct-current operation by compen-
sating the armature reaction, thereby reducing the field
distortion. The two sets of windings are separate. The
field coils are connected in such a manner as to reduce the
self induction at high currents, and to permit the motors to
be run two in series when operating on standard 600-volt
circuits. The compensated windings are connected in series
with the armature and field.
Control.
The alternating-current direct-current multiple-unit
system of control is similar to the well known type-M con-
trol for direct-current operation. To adapt this system for
both alternating and direct-current operation, changes are
made in the circuit of the contactor coils when the car
passes from an alternating to a direct current section, and
vice-versa. The motor fields are also connected in series
for the direct-current operation and in parallel for alternating
current. These changes are made by a special switch called
a commutating switch, as the car passes a short dead sec-
tion separating the alternating and direct-current portions
of the trolley line. At the same time, either the resistance
or compensator leads are put in circuit for direct or alternat-
ing-current operation, respectively.
Direct current operation is exactly similar to that em-
ployed on ordinary direct-current equipments. For alternat-
ing current operation "potential control" is used: that is.
acceleration is obtained by increasing the potential at the
motor terminals by connecting compensator taps of succes-
sively increasing voltage to the motors in proper sequence,
until, when on the last tap, the motors are connected to the
full working voltage. The compensator is of the oil-cooled
type, suitably designed for suspending underneath the car
body and the end castings are provided with stuffing boxes
to prevent any leakage of oil where the taps enter.
Protective Devices.
On our cars, both pantagraph and trolley current col-
lectors will be used. For protecting the car equipment
against heavy overloads and short circuits that may occur
at times, due to unavoidable circumstances, there is placed
in the high-tension circuit, between the trolley and the com-
pensator, an oil switch, which is electrically operated and
held closed by a small energized coil. This switch is also
protected by an expulsion fuse.
For direct current operation, the apparatus is protected
by a main direct-cuirent switch. Both the alternating and
direct-current circuits are also protected try suitable light-
ning arresters.
The change from alternating to direct-current operation
is accomplished at a dead section in the trolley wire as pre-
viously stated. At the instant the car enters this dead
section whichever main switch is closed, 'will open automatic-
ally owing to the fact that the circuit energizing its retaining
coil is broken. The car can run over this dead section at
full speed and all the motorman has to do to obtain the
proper connections, is to throw the commutating switch and
close the main alternating or direct-current switch, as the
case may be. which can be done in the fraction of a minute.
The alternating current passenger cars for the Illinois
Traction System are of the standard interurban type. 51 feet
6 inches long over all, having a seating capacity of 58 pas-
sengers, and weigh, loaded and completely equipped, about
40 ton*.. They are geared to a speed of approximately 50
miles per hour on level tangent track. We will also have
in operation several electric locomotives, weighing about 60
tons for freight service, which will be equipped with single-
phase motors of the same type as described, but of larger
capacity.
Cost.
The following table gives an estimated comparative cost
licr mile of single track road for alternating current and
direct current systems, based on the average operating con-
ditions for interurban roads. It is assumed the cars will be
50 to 55 feet over all: equipped with four 75-hp. motors:
weighing, loaded and equipped, 40 to 42 tons: geared to a
maximum speed of about 45 miles per hour and making a
schedule speed of 30 miles per hour with an average of one
stop every two miles:
Distance between Total cost
substations per mil'
-volt DC trolley 10 miles S24.3S4
600-volt third rail 13 miles
3300-volt AC trolley 17 miles 20.915
6600-volt AC trolley 45 miles 20,498
The cost of road bed and track included in the above
figures is the same for each system, viz.: — $13,300. The
table has been made on the basis of unit lengths and the
figures are only approximate consequently when applied to
uary 16, 1907.
ELECTRIC RAILWAY REVIEW
:'29
a concrete case, it would have to be modified to some extent
and be more or less favorable to one of the three systems.
It is seen that the alternating-current system affects a re-
duction in first cost, amounting to l."> or 20 per cent of the
entire cost of building the road, including permanent way.
generating station, rolling stock, and distribution system.
This saving in first cost is obtained with practically no sacri-
fice in the operation of the entire system, including the car
equipment, and hence a reduction in the initial investment
of the alternating-current motor system can be taken ad-
vantage of in the many interurban installations where the
local conditions are suitable. The writer is indebted to the
General Electric Company for the above data on comparative
cost and details of car equipment.
COMPARATIVE STATEMENTS OF RECEIPTS.
The compiling and issuing of comparative statements
pertaining to the receipts and cost of operation of railway
Sbr Cmrinnati. Hatorrnrrtiurq A Aurora Elrrlrir ^trrrl £. S. (£o.
r<lMlMBATIVJ. STATFM>.\T •»> Hl(lllT>, PASSBKOEH RATE AND
Per <'e\tac;k »>> l-'un; COUBCTOX
— -
".:::.".
..~,.~
.::-.. [2£1
tmrmmn
":;,'"
.:':';;
mm
;
, ,
.
-
-
—
.
-
Comparative Statements — Rates and Percentage Collected.
has been reduced to a science on many of the larger city
properties, but has been more or less neglected on many ol
the smaller interurban lines. In view of these facts the
forms herewith illustrated, which are used by the auditor
of the Cincinnati Lawrenceburg & Aurora Electric Street
Railroad Company in making his monthly and annual re-
ports, will be of interest to many.
On this road, which operates cars with 30 minutes head-
way between Cincinnati and Aurora. O., a distance of 3S
miles, the value of exhaustive statements from the audi-
Shf (Tinrinnali. Cainrrnrrbura $c Aurora Elrrtrir &!rrrt 2L S. Co.
coMi'*HAii\K Statkmkm -.( i;.iii\i\.,» m Boona
—
—
—
•■
-•■•
—••
Comparative Statements — Earnings by Routes.
• ii full;, demonstrated, 'i j
us*-d Include those for ret
ollected, the earning! b the com
pleti the operating expenses, the coal of i-
malntenai
The method of checking up from operatic
line vaih urticalars from thai followed on
other lioei for the pnrpo» talnlng from which
section of the line the heaviest travel is derived the road
is divided into divisions which are designated by the name
of the leading traffic center of each route. A register record
of the money- collected in each division is kept and the
amount of travel on each is thereby ascertained by the
auditor. If it is found that the traffic of any division is
falling off or is not what it should be an investigation is
made and if necessary the schedule is changed. By closely
Uhf (f mnmiaii. tainrriurburg 5: Aurora tlrrtrir £tnrt fiailroad Co.
;
- B> It f~
-
'
i
Comparative Statements of Monthly Passenger Reports.
following the registered returns from each division in this
way ir is claimed the largest possible revenue is obtained.
CAR REPAIR RECORDS AT NASHVILLE. TENN.
From the accompanying illustration the reader will easily
understand the method used by the Nashville Railway A
Nashville Railway and Light Co.
kMit»A( o*P*arwr v
MQTQCMANS AND CONDUCTORS CAP Pf POOT
MOTORMAN
Oi.yswi DaU 190
/-/»*•» ™ w^J g.i.ionuiftti.
C*r wXmU
1,'firttiJ n«*Mi
OTMCN KIMMKt
CONDUCTOR
Tmp&mwt
C+U Mb
OTMIR MMMKI
BARN FOREMAN'S REPORT
O+Car.V*.
Dmtmfmmwm
JU poH, «*C*** i nm mm* hjt
Xo.
tacWtou/UIsM
CmU **:l-
Ormt B+mdlm
";i;v«—
...... .. «u MAtTII M
Nashville Car Repair Records — Report Used by Crew — Obverse
and Reverse.
Light Company f«»t keeping an Individual detailed n
->i .ill far repair*.
When mi) defect appears t k* - motonnan 01 conductor Mil.s
230
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 7.
out the "car report" here shown. On this an exact record
of the condition of the car when it left the Darn is made,
together with the trouble or defect to be repaired. The barn
foreman then enters the defects reported on the double car
tag which is tied to the controller handle, and left there un-
til repairs have been made and inspected by the foreman.
NASHVILLE RAILWAY AND LIGHT CO.
CAR TAG No. 3581
CAR NO.
{ \
NASHVILLE RAILWAY. AND U6HT GO.
CAR TAG No. 3581
CAR IMn.
ft* Ilfi
ftf-UI)
i»a-dAj
E- ■. h «M m .t|M tWn .1
Spri
Nashville Car Repair Records — Folding Car Tag for Reporting
Trouble.
Upon completion of the repairs the workmen fill out the sec-
ond half of the tag, which is then signed by the foreman,
who sends it to the master mechanic with his personal report
written on the back of the original car report.
These tags and car reports are filed for future reference
and have been found very satisfactory.
FIFTY-TON LOCOMOTIVE, KANSAS CITY & WESTPORT
BELT RAILWAY.
The American Locomotive Company, in conjunction with
the General Electric Company, has recently completed a 50-
base of 6 feet 6 inches. Each truck is equipped with two
General Electric type 55-H direct-current motors. The
motors are inside hung, half the weight being carried on the
axle and half by nose suspension from the truck frame. The
rated maximum tractive effort is 16,400 pounds. When exert-
ing its rated drawbar pull, the motors will use a current of
160 amperes per motor and will operate a train of 320 tons
on a 2 per cent grade, at approximately S miles per hour.
With a current of 215 amperes per motor, the locomotive will
exert a maximum instantaneous effort for starting purposes
of 25,000 pounds. The same weight of train will be hauled
on the level at a speed of 13 miles per hour.
The locomotive is provided with type-M single-unit con-
trol, with five steps in series and five in parallel. It is
equipped with General Electric combined automatic and
straight airbrakes, fed by one centrifugal pump air com-
pressor, with a piston displacement of 50 cubic feet per min-
ute when delivering at a pressure of 90 pounds. It is fitted
with one U. S. trolley, suitable for collecting current at a
pressure of 500 volts. The frame is of 10-inch channels with
cast-iron bumpers and floor plates of %-inch steel. The cab
is of the steeple type with one motorman's and two auxiliary
compartments. Some of the- principal dimensions are as fol-
lows:
length over all 31 feet 1 inch
Height over cab 11 feet 9 inhes
Width over all 9 feet 6% inches
Total wheel-base 22 feet
Rigid wheel-base 6 feet 6 inches
Driving wheels 36 inches in diameter
Municipal Ownership and Monopoly.
A real result of municipal ownership is afforded by the
city of Lansing, Mich. It is the owner of an electric plant
furnishing light and power to its citizens. A new corpora-
tion having developed a hydro-electric plant adjacent to the
city and being in the way of furnishing electric power to the
citizens in competition with the municipal plant, it is pro-
posed to enjoin the service of the newcomer and thereby ex-
clude the competition. This is, of course, in the interest of
the financial well-being of the municipal plant, but what does
Fifty-Ton Electric Locomotive for the Kansas City & Westport Belt Railway.
ton electric locomotive for the Kansas City & Westport Belt
Railway. The locomotive is designed for freight service
and is carried on two 4-wheel motor trucks of the equalized
type, with a total wheel base of 22 feet, and a rigid wheel
it argue to the consumer? Simply this, that he cannot avail
himself of new and modern developments which reduce costs
so long as a monopoly is necessary for the municipal plant
to make it pay. — Finance.
February 16. 1907.
ELECTRIC RAILWAY REVIEW
231
PIPING AND POWER STATION SYSTEMS— XXIX.
OY W . 1 . MORRIS. M. E.
If the waterway is of large dimensions and conditions per-
mit, it should be constructed of concrete; this is the best
material which can be used and it is probably the cheapest.
The shape and method of constructing a concrete pipe will be
governed by the condition of the soil through which it is run.
If the waterway is cut through shale or rock, vertical sides
and a flat bottom will be found the most economical form to
construct. Such a conduit is shown in Figure 245-U1-7). There
is no object in using rounded sides or bottom where the
banks are fully able to support the weight on them without
exerting a lateral strain on the walls. If the banks at the
points, a-a, are secure and will permit the concrete being
rammed hard, the top may be constructed as an arch. But
if the banks are weak, there is no object in making the top
arched, as it would not have a solid skew-back to resist the
thrust. In this case it would be safer and require less ma-
terial to build a flat top and use metal rods at the lower por-
tion of the top. thus reinforcing the concrete. If the banks
are of loose sand, similar to quicksand, then an egg-shaped
conduit should be used: in clay, it would be possible to build
I
. ^_^
r—.
4
^^=Z
J==^
Figure 245-(l1-7).
Figure 246-01-8).
the waterway of hard brick and require very little forming,
the bottom being used as a form to lay the brick.
In whatever form the waterway is constructed it should
be so graded in regard to low water and have such a height
that a man could walk through it when the water is low. For
instance, if the bottom of the waterway is 3 feet below low-
water it should not be less than 5 feet high in the clear, allow-
tnu 2 feet above the water for a man to breathe while clean-
ing the bottom. The wells which run down in the intake
should not be over 150 feet apart, as the air in the waterway
would become stifling if the distance between the manholes
Is greater than this. The waterway, as stated, may collect
sand, etc., and when the water is high and the condull is full
of water a man could not get In to dean it out. This would
imt cause trouble as there would be plenty ol water available
even though there were 2 or 3 feet of sand on the bottom
The trouble WOUld arise OUlj at times when the water level
would be low. in which case, howevei II could be eaail]
remedied.
ad of using forma In the trench tor building the con
wall- the] can be bull! on the surface "i the ground,
In a wooden mold, using liuht wire mesh i"i reinforcement
This win permit the use oi very Ughl concrete walli
Rlbly 6 Inches for conduit, which OOUld be as-
sembled m shown in Figure 246- (11-8). Two patterns only
equlred foi the mold and all the concrete blocks can be
made and for use when the trench is opened Bj
method "f construction the trench would be open onlj
orl time and man] of the difficulties occurring from
Ing-in would be avoided Inother advantage of this form "f
conduit would be that the blocks could be laid in water with-
out injuring the concrete. The loops shown at a should be
of heavy wire or rods built into the blocks to facilitate hand-
ling them with a crane. Tongue and grooved joints should
be used in this construction. The lifting eyes. a. in the bot-
tom slabs may be cut off after they are in place or recessed
below the surface. With this construction only a small
amount of labor would be required for assembling, as the
Figure 247-01-9).
sections could be formed by common laborers. The sections
should be put together with cement in the joints and made
as tight as tile pipe which would be quite sufficient for this
class of work. The weight of these sections, — 4 feet by 4
feet by 6 inches, taken at 140 pounds per cubic foot — would
be 1,120 pounds, which could easily be handled by a crane.
Whatever the construction of the intake may be it is
necessary to guard the mouth so as to prevent the entrance
of leaves, sticks, fish, ice, logs, etc. If the water supply is
liable to freeze around the intake to such an extent that the
supply might be endangered, a line with a regulating valve
in it should be run from the condenser discharge so that
-.-i •--- -■/'>»»•/_
— T-mf >
afMMy
Sfu/rc
Figure 248(11-10).
warm water can !"• delivered at the Intake and freezing thus
be prevented, The Intakes should be fitted with screen
different mesh, arranged so thai thej can easll) be removed
roi cleaning,
The accompanying Sgun bon a ci een
b] the writer, fi (ll-*) is the plan iwlng
the doubl compartmenl with a 8
282
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 7.
and out of each compartment. All four of these openings
are arranged for the valve shown in Figure 250-(Il-12) which
permits shutting off either of the screen compartments with-
out interfering with the operation of the plant. There are
two valves for this screen-house. By placing them on the
outside of the opening as shown in elevation, Figure 249-
(11-11). it is possible to shut off all the openings. The
section shown in Figure 24S-(I1-10) shows one of these
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
BY J. L. ROSENBEEGER, LL. B., OF THE CHICAGO BAR.
/ r a '/-Seem -/6 -V '4">< '
f d **J — ---,- — ar — ^ i „ — ..„* 1
LI — r- Vt- , ~-y-- -T"--, ^,
y , ' i . ' . : *e:y&r,kvh)\< , ' , ' /
-Z-6 "-\~Z^^r /S^-ZiH- 2£1A
! I
i i J"
■f-ex
Figure 249- (11-11).
valves in place. The valves, when not in use, are under
cover and by keeping them well painted they are always in
condition ready for use. The lower end of the long lever has
a wrought-iron piece which forms a pivot upon a heavy
"scrub-brush handle" cast on the iron casing-ring. The
upper end and also the lower portion, just above the valve
are each provided with an eye to facilitate raising the valve
out of the water; the end of the trolley-beam is extended
outside of the building for this purpose.
The valve shown is made of wood of double thickness
with well leaded joints and a soft sponge-rubber ring 1-inch
square in section fitted around the space at the edge to make
a water-tight joint. The screw-rod which extends through
the wall and handle-nut are provided to draw the lever up
fA*&
1*1
M
/t^T^
"nH
\f
// '
S
II , a>*~
il i
'
frail
i i
T-g'fx///0'
1
ft *
/"P//K Siren.
w
7 ' Yo/pp
\ V>
J-JH
?■/.•*'// :
'//fopo/vf
Figure 250-01-12).
tight against the valve and force the valve against its seat.
The adjusting screw is located inside of the building so that
it is out of reach of meddlers. The flagging shown in Figures
247 and 249 permits a man to get out of the front of the
screen-house and for attaching a small chain hoist to the
end of the trolley-beam. An S-ich I-beam is used; not on
account of the weight that it is required to carry is it so
great but in order to provide room for trolley wheels of
ample size.
(To be continued.)
Not Required by Ordinance to Stop Cars Between Tracks
of Two Railroads Before Crossing Same.
Bartholomaus v. Milwaukee Electric Railway & Light Co.
(Wis.), 109 N. W. Rep. 143. Oct. 9, 1906.
A city ordinance required that before crossing a railroad
crossing an electric car should be stopped at least 20 feet
from same and that the conductor should pass in front of the
car a sufficient distance to enable him to ascertain whether
there was any danger in sight. The supreme court of Wis-
consin holds that under this ordinance where an electric rail-
way crossed two steam railroads diagonally, the distance be-
tween the main tracks of the two being about 85 feet, the
electric railway company was not required to bring its cars
to a standstill between the tracks of the two railroads before
crossing the last one. It says that an attempt to stop cars
in such a situation would increase the danger of collision in-
stead of diminishing it, and render the ordinance unreason-
able in its operation.
Liability for Injury Caused by Flash From Controller.
Gilmore v. Milford & Uxbridge Street Railway Co. (Mass.),
78 N. E. Rep. 744. Oct. 16, 1906.
The defendant's contention here implied, the supreme
judicial court of Massachusetts says, that it was not liable
for an injury caused by a flash from the controller which
could not be prevented by any means that have yet been
devised or any care that could be exercised. The court
doubts the correctness of that proposition. It would seem
that if the company sees fit to use a force which is so im-
perfectly understood that no method has yet been devised
for preventing a flash from the controller, the company and
not the passenger should bear the risks arising from its use.
But however that may be, there was testimony here tending
to show that what occurred was much more than an ordinary
flash from the controller, and it was for the jury to say
what the nature of the occurrence was. It was also clearly
for the jury to determine what weight was to be given evi-
dence introduced by the defendant tending to show that it ex-
ercised proper care and diligence in inspecting the controller
Not Liable for Shooting of Passenger on Fourth of July.
Ormandroyd v. Fitchburg & Leominster Street Railroad Co.
(Mass.), 78 N. E. Rep. 739. Oct. 16, 1906.
A Fourth of July celebrator had a cannon loaded with
blank cartridges in his yard, quite a distance from the street,
sending out "a jet of flame and a volume of smoke as far as
the sidewalk," several feet short of the defendant's car
tracks. At about half past five in the afternoon, the plain-
tiff, a passenger on one of its cars, was injured by being
struck by some of the wadding of the cannon. The supreme
judicial court of Massachusetts holds that the evidence did
not warrant a finding of negligence on the part of the de-
fendant. It says that the defendant had no reason to antici-
pate any danger to its passengers from such a source. Nor
was it bound to stop its car and investigate for the purpose
of seeing whether the cannon was properly loaded or pointed.
The firing had been going on all day and, in the absence of
any indication to the contrary, the defendant had the right,
to assume that it was not a hostile demonstration against
the travelers upon the highway, but was a simple ebullition
of patriotic emotion, and as such was harmless. To require
a street railway corporation to have a general oversight of
the details of such exhibitions along the line of the highway
on the anniversary of the Declaration of Independence, and
to hold it responsible for the consequences to its passengers
of any neglect of the exhibitors, would be unreasonable. Such
care would be inconsistent with the proper transaction of
the business. It might keep the passengers safe but the cars
February 16, 1907.
ELECTRIC RAILWAY REVIEW
233
would practically be at a standstill most of the time and
their proper efficiency would be greatly impaired. The case
widely differs from those cases where the railway corpora-
tion has reason to anticipate danger from a crowd of rioters
or other outside parties or causes.
Deterioration in Mechanical Contrivances — Proof of [njttb'5
From Catching Hi u ok Metal Projecting From Step pf
Car Makes Prima Facie Case.
Rattan v. Central Electric Railway Co. (Mo. App.), 96 S. W.
Rep. 735. Oct. 1, 1906.
All mechanical contrivances, the Kansas City court of
appeals takes it for granted, as a general rule, are liable to
change and deterioration from use. And it thinks it possi-
ble that the lead in the metal frame of a "safety tread" fast-
ened to the top of the wooden step of a car had become worn
or displaced so as to have left the thin edge of the plate ex-
tending above the surface in its worn state; that thus ex-
posed it would become broken, and in that condition have
caught and held the heel of the plaintiff's shoe as claimed by
her. The point that there was no evidence that the defend-
ant knew, or could have known, of any defect in the step of
the car. or had time to remedy the same, the court holds, was
not well taken. The plaintiff made out a prima facie case
without any direct proof of actionable negligence in that re-
spect. "Res ipsa loquitur" (the matter speaks for itself >.
Location of Pole in LTNDESiaNATEn and Unauthorized Place
i- a Trespass amp the Owner oe the Fee Mat Have
Relief bv Action of Bjw muni.
Moore et al. v. Camden & Trenton Railway Co. (N. J.). 64
All. Rep. 116. June 18, 1906.
When a trolley company has laid down its railway in
the streets of a city, and has obtained by petition from the
governing body an ordinance granting such a right and fix-
Ing the route of the road and the places where the poles are
to be located according to a map accompanying said peti-
tion, pursuant to the street railway act of April 21, 1896, the
court of errors and appeals of New Jersey holds that it can-
not afterwards lawfully place or erect its poles at places in
the street different from those so designated. If it locate
one of its said poles in the street at a place upon land not
thus fixed and designated, and without the authority of the
owner oi the fee thereof, it becomes a trespasser, and the
owner may have relief by an action of ejectment to recover
possession of the land thus occupied by the pole, such
session to be afterwards held subject to the public ease-
ment.
Nor ReBPONSTBLI tor. Sumy <,t Stinii OB BOI TO P0 Ni
PaBSCKi EB8 "i Gl in k.
Thompson v. Gardner Westminster A Fitchburg Street Rail
way Co. (Mass i. 7s X. E. Rep, 864. Oct 17.
\ passenger alighting from a car at about 8 o'clo
the evening i t 16 was injured by stepping Into a
er. Th<- track ran by the side of the road, and between
the Mack and the sidewalk there was a gutter In the form
ditch i f""' wide and l tool deep, the nearest line ol
tin ditch beln im the nearest rail of the track.
The supreme ludlclal court in overruling
erdlcl directed In favor of the defendant,
that the placi where the cai stopped was s part "i the
hlghv which the defendant had nc control
' Is hi DC
which a street rallwaj comp lbl< Phe plain
tiff's contention that n was the dutj "t the conductor i"
Hon : i stepping into the gutter, and that bis failure
to do ho was negligence, was untenable Outlet like the
one described are not uncommon reaturi a our
i ■nil,- ■ rallj between that pai
the highway which is wrought for public travel and the side-
walk. The plaintiff knew that she was alighting from the
car upon the sidewalk side, and the conductor may well have
assumed that she was familiar with the existence of gutters
and would govern herself accordingly. His failure to warn
her was not negligence.
Whether Passenger Was Throws from Car \i Cnavi t\
Opposition ro Centrifugal Force Question for Jury.
Duquis v. Saginaw Valley Traction Co. (Mich.), I";1 N. W.
Rep. 413. Oct. 89, 1906.
This case is without a parallel in cases of negligence,
• ling to the statement of Mr. Justice Grant, of the su-
preme court of Michigan, in a concurring opinion, it appear-
ing to be in conflict with the law of centrifugal force. But
under the testimony of the plaintiff and his witnesses, if the
jury believed them, he was somehow thrown from the cai at
a curve, although the defendant contended that it was a phy-
sical impossibility as claimed, suggesting that the ma i blm-
Stepped nff the car. and it is held that there was a 'lis
puted issue of tact which it would have been error to refuse
to submit to the jury, unless the court is to substitute iis
judgment upon questions of fact for that of the jury,
No Actionable Breach of Contract or Routing Oroinano
in Asking Passenger ■■•■'■■•- ■■ to Immediately F iw-
ing Car hi Restori
Dryden v. St. Louis Ti
1U44. Oct. 16, 1906.
\ passenger intending to go to the terminus of the route
of the car which he was on was notified on the way by the
conductor that the car would not go to the usual terminus,
and to take a car following in close proximity. But he re
fused to change cars, and subsequently sought to recovei
damagi s, The evidence on the part of the defendant showed
that there had been a delay of IS minutes, caused by a
"jammed switch." resulting In a blockade and disarrange
mint ol the spacing of the cars on the line. The SUperin
tendeni testified that in order to restore the proper spac
ing of the cars, and to make up the time lost by the car in
question he ordered the conductor to make the loop at B
different point from the terminus stated.
That iIiiti u i- no substantial breach of the defendant's
contract to earn the plaintiff to bis destination, the St. Louis
court of appeals says it thinks was clearly shown In thi
plaintiff's own evidence. He was offered a transfer to an
other car (at band) to ratty him to his destination, tout
blocks north oi where be ws rhe mi re Inconvenience to
plaintiff of getting off one • ike passage on an
other t arried Immediatelj to his destination was not
an actionable breach of the defendant - contract to carr;
him.
Nor was hi given a right of action b> a city ordinance
which legalized the compan] a routing as it existed on a cei
lain date, and which provided that no change of the rout
iioiiiii in : made without the sanction In writ
ing ni the mayor, president ol council, and supervisor ol
ni provided, In effect, that a car should
be turned from its established routing, except In cases
aavoldable accident, or when it was about to i»' turned
in according to schedule al a car Bhed, The ordinance did
not attempt to take awaj from the company its lawful right
to im.iKi ail reasonable rules and regulations tor the conduct
ol its business, nor i" specialize all and ever] olr
undei which a cai might be temporarilj turned
lUtl TI ol thinks that was mil
i i.iMi diversion, but s i one, for the a<
datlon of tin traveling public, and wa Is viola-
tion "i the letter oi tplrll ol ti dlnance, and bene il
id the plaintiff no right oi acl Ion.
234
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 7.
News of the Week
Progress of Hudson River Tunnels.
Chief Engineer Charles M. Jacobs, of the Hudson & Manhattan
Railroad, which is building the so-called McAdoo tunnels under
the Hudson river from Hoboken and Jersey City to Manhattan
island, last week gave out some figures showing the progress being
made on the work. The two tubes between Hoboken and Morton
street are completed under the river, and on the Hoboken side S34
feet of one approach and 923 fe?t of the other approach are dug.
On the New York side the land tunnel, westbound, has been com-
pleted 1,400 feet, almost to a point under Jefferson Market, and
the eastbound subway is dug, also through Christopher street, 2,100
feet, to and up Sixth avenue as far as Tenth street.
Of the two downtown tunnels, extending from Cortlandt street.
New York, to a point under the Pennsylvania terminal, Jersey
City, both are about three-fifths completed under the river, the
north or westbound tube having come out 3,120 feet from the
Jersey shore, and the south tube having been driven 3,218 feet
toward New York.
At Jersey. City the two tubes that are to connect the McAdoo
terminal under the Pennsylvania station with the Erie and Lacka-
wanna terminals have been dug from the Pennsylvania terminal
about half-way up to the Erie terminal; from the Hoboken end of
the Christopher-Morton tubes terminal shaft at Fifteenth street
about half-way down to the Erie terminal, and from the Fifteenth
street shaft up to within two blocks of the Lackawanna terminal.
West of the Pennsylvania terminal the four main-line connecting
tunnels that go to Newark have been dug to Grove street. Nearly
5,000 feet of the tunnels on the Jersey side are dug. The t?rminal
stations are well under way. The tunnels under the Hudson are
to be in operation, it is promised, by September, 1907.
Legislation Affecting Electric Railways.
Oklahoma. — The constitutional convention has adopted a pro-
vision prohibiting steam or electric roads from charging more than
living the railway commission power to ex-
empt any road upon satisfactory proof that it cannot earn a rea-
sonable income upon the money actually invested if not permit-
ted to exceed the 2-cent rate.
Pennsylvania. — Four bills have been introduced in the legis-
lature by Senator Campbell. One amends the trolley consolidation
act of 1895 by providing that traction companies in country dis-
tricts may sell or lease property or franchises which are owned,
leased, operated or controlled to any other traction or motor power
company incorporated in the state. Such companies may also
contract with other companies for the operation of lines. The
present law was framed to permit the consolidation of the com-
panies in Philadelphia and Pittsburg only. Another bill gives
electric companies the right to acquire the franchises of steam
railway companies, to carry freight, and to make arrangements
for the operation of steam railway cars over electric railway
tracks. The bill also gives the president and directors of the street
railway companies power to borrow money and to issue bonds
without any limitation. The present law provides that money shall
not be borrowed in an amount exceeding the capital stock sub-
scribed and bonds shall not exceed double the amount actually
paid in of the capital stock subscribed, "the proceeds whereof
shall be actually expended in the construction and equipment *of
the roads." A fourth bill authorizes the companies to construct
branches or extensions by resolution of the board of directors in-
stead of by resolution of the stockholders. Proposed branches or
extensions need not be within the general scope of the original
charter. A bill has also been introduced in the legislature by
Representative Robert Dearden of Philadelphia to compel street
railway companies to provide each passenger with a seat. It also
provides that if all the seats are occupied the companies shall not
refuse passage, but must transport any passenger not provided
with a seat for half fare. It further provides that a passenger
having paid half fare may take a seat when one is vacated.
Mayor Guthrie's Views on Pittsburg Subway.
Mayor Guthrie of Pittsburg, on February. 6 addressed the rapid
transit commission of the city councils at their invitation on the
subject of the proposed ordinance to give the Pittsburg Subways
Company a franchise for a system of subways covering the entire
city. He said in part:
"To provide a permanent basis for the settlement of terms of
Joint use by. other companies the subway company should be re-
quired to keep a separate account of the cost of the construction
of its down town system. This account should be audited by the
comptroller or an auditor and the amount thus ascertained should
be used in determining the amount to be paid for such joint use.
"The length of the franchise should not under any circum-
stance exceed 50 years, and that term should not be considered
unless the public interests are fully safeguarded. Personally, I
think 25 to 30 years a long term. We have no right to bind the
future city to a sy.stem which may cripple its growth and subject
tin people to a great burden.
"Bonds for the construction of the line not to exceed the act-
ual cost might properly be given as a lien on the franchise until
paid, hut provision should be made for a sinking fund to extin-
guish them. The capitalization of the company, either by bonds
or stocks, should be limited to the cost of construction and not
exceed 25 per cent in addition thereto. No increase of bonds or
•capital stock should be issued without the consent of the city, and
then only if the amount he actually raised in cash and expended
for improvements. Cost and maintenance should be paid out of
the earnings.
"The value of the franchise is solely in the power of the
holder to tax the public for its use. It is not just to permit the
holder to tax the public in order to pay interest and dividends on
watered bonds and stocks, and even to withhold proper accommo-
dations in order to reduce operating expenses, so as to leave a
larger balance to be applied to such purposes.
"The company should not be permitted to sell or lease its
lines or to consolidate with any company without the consent of
the city. There should be a provision that transfers at all sta-
tions should be made with other lines, either surface or subway.
The city must have power to compel the company to furnish ade-
quate accommodations and service.
"All details of construction and operation should be deter-
mined before construction is begun. The city should have the
right to select at least three consulting engineers to pass upon all
plans.
"In order to require the company to bear its fair share of the
city's expense it should pay each year an amount equal to the
mileage fixed for that year on the cost of construction.
"It should be required to pay into the city treasury each year
any balance of its revenue remaining after payment for operating
and maintenance; 5 per cent interest on its bonds and 6 per cent
on its capital stock.
"The city should have the right to buy the capital stock of
the company at par any time after 25 years.
"The company should be required to render annual accounts
to the comptroller, and there should be some limitation on the
power of the company to absorb its surplus income by excessive
salaries."
Western Society of Engineers. — The programme for the regu-
lar meeting of the Electrical Section of the Western Society of
Engineers on February 15 included a lecture on "Direct-Current
Compensators for Balancing Electric Circuits" by H. M. Biebel.
Thefts of Copper Wire on the Illinois Traction System. — Con-
siderable trouble has been caused recently, on the electric lines in
the southern part of Illinois by thefts of copper wire. On Wednes-
day night. February 6, 200 feet of heavy trolley wire was stolen
from the Illinois Traction Company's line between Bloomington
and Peoria.
Louisville Railway Wage Increase. — President T. J. Minary
of the Louisville Raillway Company announced on February 9 that
the directors had decided to increase the wages of all the com-
pany's employes who are paid by the hour one cent an hour. This
includes trackmen, mechanics, motormen and conductors, whose
wages vary between 15 and 21 cents an hour. About 1,500 men
ate affected by the increase, which will take effect at once.
Special Car for Tacoma Railway & Power Company. — An at-
tractive special car is now being equipped in the Tacoma Railway
& Power Company's shops. It will be equipped with cushioned
chairs, buffet, tables, and the floor will be carpeted. The fittings
throughout will be equal to those of the best modern private cars.
It is primarily intended for the use of the officials of the road in
inspecting the 200 miles of electric railway lines included in the
system, and for the use of distinguished visitors. During the sum-
mer when the car is not required for official purposes it will be
chartered to trolley parties to American lake and many of the
other attractive points of interest on the roads.
Proposed Union Station at Dayton. — According to an assertion
attributed to Col. E. C. Spring, manager of the Dayton Covington
& Piqua Traction Company, the owners of all the lines entering
the city of Dayton, O., have been trying to agree upon a union
station to be erected here, but no definite answer has yet been
received from the Schoepf roads. He said that some of the com-
panies wanted a union passenger station, but not a station to be
used for both freight and passengers by. all the roads. The man-
agers of the various companies met with the city council a few
days ago and discussed the matter. It is possible that the old
city building may be converted into a depot, but as yet nothing
definite has been decided upon.
The Concrete Review. — The Association of American Portland
Cement Manufacturers announces the publication of the Concrete
Review, Volume 1, Number 1, of which appeared on February 1.
The publication is to be semi-monthly and is to meet the grow-
ing demand for the most reliable information regarding the proper
use of Portland cement and serve as an easily accessible guide
to the best articles appearing in the various technical publications.
Original articles will be published, together with extracts of arti-
cles which appear in other publications. The Concrete Review
will be sent upon request addressed to the assistant secretary of
the Association of American Portland Cement Manufacturers,
Land Title building, Philadelphia.
Plan Bureau of Alliance Against Accident Frauds. — A meeting
of representatives of steam railroads, traction companies, acci-
dent and liability insurance companies, public service and other
corporations was held at the Great Northern hotel in Chicago on
the evening of February 5 to consider the establishment of a local
index bureau of the Alliance Against Accident Fraud. H. C.
Wagner of the Employers' Liability Assurance Corporation was
elected chairman and L. L. Austin of the Northwestern Elevated
Railway secretary. No definite action was taken. Another meet-
ing will be held in a short time. This index bureau receives daily
from each local subscriber a report showing the name, age, ad-
dress, attorney and physician of each individual who has made
a claim upon the subscriber's company. The bureau assorts and
classifies the reports and whenever a duplication of names of
claimants, physicians or attorney is found the claim departments
February 16, 1907
ELECTRIC RAILWAY REVIEW
235
of the companies affected are brought in touch for the purpose of
finding out if the claim is fraudulent or exaggerated. Such bu-
reaus have been established in Boston and New York and are
said to be doing effective work at a small cost.
Los Angeles Cars Shipped on Their Own Wheels. — The Pacific
Electric Railway Company, Los Angeles, Cal.. recently received
."2 Dew standard-gauge cars, which are now being fitted with
electrical equipment at the Los Angeles shops. These cars will
have multiple-unit control so that during the rush hours they may
be operated in trains. It Is of especial interest to note that in
delivering these cars from the shops in St. Louis they were trans-
ported on their own wheels. While this practice is perhaps not
unusual in the east where distances are comparatively short, it
is worthy of note that experience has shown it to be feasible to
i for a distance of 2,100 miles on their own wheels three
trains, including 52 electric railway cars.
Organization of Shop Foremen. — The shop foremen of Brook-
lyn. Manhattan. Newark and vicinity met and formed an organi-
zation for the exchange of experiences and data on the equipment
and repairing of rolling stock. It is hoped by the men that an
exchange of ideas will be brought about which will be a l
advantage both to the men and to the companies. Officers have
been elected as follows: President, Chirk Crather of Paterson;
first vice-president. Miles Hoyt of Brooklyn; second vice-president.
A. Dottschall of Manhattan; third vice-president, R. R. Myers of
Flatbush; secretary and treasurer, John R. Case of Newark. An
executive committee of seven members has been appointed to draw-
up a constitution and by-laws. The association will hold monthly
meetings.
Cleveland Traction Situation. — The street railway situation in
Cleveland still remains in the same condition as for the pas)
month. President Andrews of the Cleveland Electric Railway and
President DuPont of the Municipal Traction Company are still
engaged in determining a basis on which to calculate the value of
the Cleveland Electric property and have given out nothing as a
result of their conferences except the statement that satisfactory
progress was being made and that probably the negotiations will
not be completed until some time next week. The thirty-day
truce, during which all hostilities between the two companies were
to be suspended, expired on February 10. and by agreement it was
extended Indefinitely, with a provision that it may be terminated
upon 24 hours' notice from either side. Attorneys for both com-
panies have filed in Judge Phillips' court a petition that the in-
junction case of the old company against the Forest City Railway
be suspended until the result of the negotiations is known.
Committee on Municipal Ownership. — The membership of the
eommlttee On "Municipal Ownership" of the American Street &
Interurban Railway Association for the work of the 1907 conven-
tion has been completed and now stands as follows:
C. W. Wyman, chairman, general manager Stone & Webster.
Boston, Mass.
John A. Beeler, general manager Denver City Tramway Com-
pany. Denver. Colo.
Qeorge F Chapman, general manager United Rallroade oi Ban
Francisco, Cal.
H. M. Sloan, general manager Calumet Electric Street Railway
Company, Chicago, ill.
J. J. Stanley, general manager Cleveland Electric Comp
Cleveland, O.
Tie- names of members of the other committees that have
been appointed may be found in the Review for February t,
161, and for February 9. p
Electrification of Washington Terminal. — On January 20 the
senate committee on the District of Columbia gave a final hearing
to the railroad Interests which are opposed to the bill appl
the smoke law of the district of Columbia to lie steam railroad
doing business In Washington. Arguments against the bill were
presented by representatives of the Pennsylvania and the Balti-
more ,v ohlo. The point was ma. I. thai Hi. rail <i ta-
il great expense In providing terminals tit Washington, •■■■
were far in advance of the needs of the City.; that they had
tablished freight yards outside of the City limits in order thai the
smoke nuisance might be reduced by keeping freight I..
ir as possible, and that to force the tail
to assume the additional expense of electrifying the Washington
InsJ would mean gr< tie- public, flrsl by reason of
delay which must ensue before electrical installation would
mnpleted, and secondly because of the terminal charge, estl-
i at if, per car, whieh would have to bi sssed
within Ih. district.
Trackage Agreement Between Boston & Worcester and Boston
<t Albany It is reported 1 g Im-
portant changes, has been entered Into by the
ton <t Worcester Street Railway and the New fork Central
load Among the Interesting changi Sd S the result of it
■ reduction of the running time of the Boston A Woi
trolley air line ears between Worcester and Be om 2 bouts
and If minutes to i hour and '■." minutes, and the i nt ol
ti,. trolley freight business that baa been under oonsldi
iter officials for month! Thi agreement
.<■ Worcester road un from n
Highland Into Bost ver thi Bo ton ■•■ Ubany circuit bi
anil : t till old I ' u k BQUai
tie- New Votk Centra] recently secured on a conditional
ting legislative sanction, I
meat, tie .i, ■isotiify its oiroull branch, a step thai
been under consideration. Another plan that thi Bo ton ,v o/oi
i has in mind in the construction of : from
a point in South ■Yamlngham, opposite the South Framlngham
muster field to Fayville. at the Southboro and Fiamingham line, to
cost $300,000.
New York Rapid Transit Affairs. — Chief Engineer Rice of the
New York rapid transit commission, who was instructed to Inves-
tigate the application of the United Engineering & Contracting
Company, which is building the Pennsylvania tunnels in Thirty-
second and Thirty-third streets, between Fifth and Sixth avenues,
to be allowed to excavate by tin- method of open cuts instead of
by boring, presented his report on February 7. Mr. Rice found
that the character of the ground required open cut excavation but
of less length than stated in the company's application. The com-
mission heard protests from several property owners who declared
that the open cut work would injure the foundations of their build-
ings and take trade away from the merchants. Mr. Philbta, Of the
contracting company, said that they would be compensated lor all
damage and the commission postponed the hearing for a week until
an agreement on the question of damages could be reached. The
commission approved the action of tie- committee em plans which
on February 5 decided that if the Brooklyn Rapid Transit Com-
pany operates in the proposed bridge subway. loop it shall be
allowed to use the best type of cars of its present rolling stock
equipment, instead of being required to use steel cars. The com-
mission has ordered a public hearing for February 2S on the form
of the proposed contract for the bridge subway loop.
San Francisco Employes Receive Increase of Wages.-— It is re-
pented that the board of arbitrators selected last fall to adjust
the differences between the United Railroads of San Francisco and
its employes, in regard to hours and wages, has decided that the
company shall increase the wages of its employes 20 per cent an. I
that the hours of labor shall remain as at present. 10 hours con-
stituting a day's work. The unions directly interested in this de-
cision at-.- the local bodies of the Amalgamated Association of
Street and Electric Railway Employes of' America, International
Brotherhood of Electrical Workers, Stationary Firemen and Street
Railroad Construction Workers. The company's refusal to accede
to the demands of the unions resulted in a strike which lasted from
August 2i5 to September 5, 1906. almost completely tying up the
street-car service of San Francisco, which was terminated on Sep-
tember 5 by an agreement to submit the demands of the men to
arbitration by a board consisting of one man chosen by. the unions,
one by the company, and the third by the other two. A few days
later President Calhoun offered increases to the different unions
involved, but they rejected the offers in favor of arbitration. The
board of arbitrators consisted of William II. Beatty, Major Frank
McLaughlin, and Rev. Peter C. Yorke. The Increase in wages is
to take effect from the date of the end of tin- strike. September 5.
Plans for a Municipal Subway In St. Louis. — Senator J. J.
Prendergast of St. Louis on February 0 introduced Into the Mis-
souri legislature a bill to permit the city of St. Louis to build
subways. The bill, which was 'drafted by Mayor Wells and ap-
proved after certain ai hunts by a committee of fifteen
lativo citizens, provides that any city of 100.000 or more
inhabitants may build or acquire subways within their corporate
limits to be exclusively ow I by the city, for the transportation
of passengers, baggage, express and freight; that such cities may
operate subways or lease them for a period not exceeding 50 years.
and may regulate their use and the construction and operation
of cal H is also provided that BUOh cities may Issue
municipal bonds, at not less than par. payable out of tin' Income
from tin- subway, in connection with this bill an amendment to
the state constitution was also introduced, which provides lor an
increase of the borrowing powers of such cities for the purpose
of building or acquiring subways. According to the amendment
no Indebtedness may be Incurred by a city for this purpose unless
appro\c.i by two-thirds of the voters, ami unless provision i
made for an annual tax BUfOclent to pay lb.- interest on such
indebtedness ami to constltuti b staking fund for the payment ol
the principal thereof within 30 years. No definite plans foi the Sot
1 1. hi of a subway ha I been considered, but it Is de-
sired to secure the necessary legislation to make such i i : i
sible as soon as It Is deemed necessary or feasible.
Six Fares for a Quarter in Minneapolis. Tie Minneapolis
council has decided that the i pi.- oi Minneapolis are entitled to
Ides foi a quarter Friday .veiling, Februarj
H ordinance requiring the Twin city Rapid Transit
Company to "sell ami provide for the sale of tickets, each good
for transp. a it i t passenger foi a tlnuou
Hie street railway in In said city at I he rat.
IVB cents." The uidm
was drafted by Attorney c B. Holmes, a member ol the council
Th. street railway Is expected to resl t the ordinance, when it is
given the in. Ivor's si: i .1 made a law. reiving on lie pro
visloni "i 1890, confirming, an a. i of the oounoll pi i
et rallwa) companj to operate all its railway lines
,n ti trlclty. Tins ordinance provided for ■ mini
ilium ridi However, u dlnance which II
a. .1 an. I Which names th. n.. . ,1 fare Is taken In adVO
..r th. new measun p. be 'hi.' al the
win of th.- council, it is believed that SI Paul will also taki
immittei ol the oil
ted to confer with th. 'i - ompany'i officii
thi n ■ ■ i : .I m 1 II Infoi oi' 'i W .i
al manager, that in 1 1>. event of Minn, spoil
ling fOI I went y-flVI On would be
i i .al. iii spits ..f the ini i t I inel
pany seems to allow h to oharge a ati
during II. e life ..r Hie franchise. 'IIiIm an
panic. i by b demand for Improved service and sti HI
thai .mi, which win I... considered by the
- oundl,
236
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 7.
Construction News
FRANCHISES.
Albia. la. — A franchise has been granted to c. A. Ross, Chi-
C. B. Judd, Pittsburg, A. S. Kimberly, New York, and Calvin
Manning. Ottumwa, la., to operate a street railway in Albia. The
promoters agree to have one mile of lino in operation within a yar.
Auburn. N. Y. — The Auburn & Ithaca Traction Company has
been granted a franchise to enter the city with the provision that
within two years from the dal i which permission to build is
granted by the railroad commissioners the line must be completed
The franchise also provides for the improvement by the company of
all streets through which its line passes.
Carbondale, III. — The Southern Illinois Transit Company, which
proposes to build an interurban line from Carbondale to Murphys-
boro, Cartervillc. Herrin. Johnson City and other points, has been
granted a franchise to lay tracks over certain of the principal
streets of the city. The franchise specifies that actual construction
shall begin within three months after acceptance and that within
ii thereafter there shall have been completed and in opera-
tion a single or double track railway from a point on Main street
to one of the following points: Carterville, Herrin or Cambria.
A bond of $5,000 is to be given as a guaranty that $5,000 shall have
been expended on actual construction by the first of next July*
East Liverpool. O. — At a recent meeting of the stockholders
of the Ceramic City Light Company, the Wellsville Light & Power
Company of this city and the People's Light & Power Company
of Chester, W. Va., it was agreed to surrender the charters of the
corporations to the secretary of state at Columbus, O. These
companies have been in operation many years with the exception
of the People's, which was organized to furnish light to the city
of Chester and also to East Liverpool, but which never exerted its
authority. The business of all three companies was merged into
the affairs of the East Liverpool Traction & Light Company, which
now controls the traction and light properties in this section of the
state.
Grand Rapids, Mich. — The Grand Rapids Electric Company, a
new organization, has applied for a franchise for right-of-way
through the city from the northwest to the southwest side
and from the southwest side to the heart of the city for freight,
passenger, mail and express service. It is reported that this is
a part of a projected interurban system which is to begin at
Alpena and run through West Branch, Gladwin, Mt. Pleasant, Ed-
more, Greenville, Belding, Rockford, Grand Rapids, Kalamazoo,
Battle Creek, Coldwater, Camden and into the state of Ohio.
Another part of the project, it is stated, contemplates a road from
Grand Haven to Lansing through Grand Rapids. The application
has been referred to the committees on streets and ordinances.
Kankakee, III.— The Kankakee Electric Street Railway, the
North Kankakee Electric Street Railway and the Kankakee &
Western Electric Railway have been granted new 20-year fran-
chises. It is stated that the franchises under which the companies
were operating were illegal because the consent of the abutting
property holders had not been obtained.
Lexington, Ky. — The Central Kentucky Traction Company, rep-
resented by Louis des Cognets, president, and Judge J. R. Morton,
attorney, has applied for a franchise to construct and operate a
traction line connecting Lexington with Nicholasville, Lancaster
and Richmond. Ky.
Marysville, Cal. — A franchise has been granted to the Northern
Electric Company, Chico, Cal., to build an electric line in certain
streets of Marysville. The franchise as originally drafted and ap-
plied for last November, was objectionable to the council on ac-
count of certain provisions omitted and incorporated. The com-
pany has now conceded these points, among which are the elim-
ination of the third-rail clause and the cutting-out of the right of
way asked for on Orange street. The company also agrees to
place lights at certain points along its line.
Mt. Vernon, O. — The city council has been asked for a franchise
to build an electric railway in Mt. Vernon, by two different com-
panies: the Cleveland & Southwestern Traction Company and the
Mansfield & Southern Traction Company, the former represented
by Roberts & Abbott of Cleveland, and the latter by Frank L.
Beam and Dwight E. Sapp, also Judge Maxwell of Mansfield, O.
Both companies desire to operate over practically the same streets
in Mt. Vernon. The petitions have been referred to the board
of public service and the city solicitor.
New Castle, O. — The 50-year franchise recently applied for by
the New Castle & New Wilmington Street Railway Company has
been granted by the city council with the provision that the road
must be completed and cars running within two years from the
date of its acceptance.
Spokane. Wash. — The city council in committee of the whole
has reported for passage the ordinance granting the Spokane &
Inland Empire Railroad a franchise for a subway nearly a mile
long connecting its freight and passenger terminals in the city.
A map showing the route of this subway and an outline of the
company's plans in connection with it was published in the
Electric Railway Review for February 2. 1907, page 14S. The
franchise is perpetual and practically free from restrictions. Work
must begin within two years and be <i.mpleted within five years.
St. Charles, Mo. — St. Louis capitalists, represented by H. H.
Wilmes, aie asking for a franchise to operate an electric line over
th< prim [pal streets of St. Charles. It is stated that the proposed
line will connect with the St. Louis St. Charles & Western Elec-
tric Railway across the Missouri river, which, it is said, may mean
that the United Railways Company of St. Louis is interested.
Waxahachie, Tex. — The Central Texas Traction Company has
been granted a six-months extension to its franchise for entering
the city with an interurban line. The franchise expired on Febru-
ary 7 and the extension was asked for to allow more time in
which to decide on the streets over which it shall run.
Weatherford, Tex. — G. M. Howie, of Weatherford. represent-
ing Chicago capitalists, has been granted a franchise to build an
electric line in Weatherford which it is said will be a part of an
Interurban line connecting Weatherford and Ft. Worth. One mile
of trai k must be completed within one year from the date of the
franchise.
Winona, Minn. — The La Crosse & Winona Traction Company
has applied for two 50-year franchises, one for furnishing light,
heat and power for commercial purposes and the other for a
street railway. The first franchise gives the company the right
to furnish electricity from a plant to be located in the city and
permission to control and maintain all new lines it may acquire in
the city as well as the present lines. Rates are quoted in the
franchise for light and power and an important section provides
that they shall be adjusted every 10 years by three adjusters, one
appointed by the council, one by. the company and the third by
the two already named. The street railway franchise provides
that cars shall be in operation from Winona to Galesville within
IS months and to La Crosse within two and a half years, with
permission to run tracks into the city and on the present tracks
or on new ones to be constructed by the company. The council
probably will not act on the measure for some weeks. C. M.
Morse, president, W'inona, Minn.
RECENT INCORPORATIONS.
Alfarata Electric Street Railway Company. — Incorporated in
Pennsylvania to build an electric railway from Alexandria to
Tyrone Forge, Pa. Capital stock $75,000. Incorporators: John
Phillips, president; Samuel I. Spyker, secretary, and W. G. Kenaga.
treasurer. Headquarters, Altoona, Pa.
Big Valley Street Railway. — Incorporated in Pennsylvania to
build an electric line from Mill Creek by way of Airy Dale, Allens-
ville, Belleville and Kishacoquillas Seminary to Reedsville, Pa., 27
miles. Incorporators: R. W. Jacobs, H. E. Steel, F. Blair. I. Isen-
berg, George C. Wilson and Wallace H. Wilson.
Brownsville Masontown & Smithfield Railway. — Incorporated
in Pennsylvania to build and operate an electric line between
Brow-nstown and Smithfield. Pa.. 20 miles. Capital stock. $150,000.
Incorporators: W. J. Sheldon, president. McKeesport, Pa.; W. J.
Dain and C. V. Kennedy.
Decatur Taylorville & Litchfield Traction Company. — Incor-
porated to build a railroad from Decatur to Litchfield. 111. Incor-
porators, Dudley Taylor, Frederick Job, Thomas B. O'Connell. Alma
L. Dorothy and W. W. Taylor.
Franklin & Towamensing Electric Street Railway. — Organized
and soon to apply for a charter to build an electric line from Weiss-
port through North Weissport and Phifer's Corner to Harrity, to
Parryville and thence to Bowmanstown. Hazard. Palmerton
and Millport. Pa. Incorporators: A. P. Berlin, John T. Semmel.
Dale Craig, H. J. Bretney and T. J. Fretz.
Hagerstown & Northern Railway. — This company has been in-
corporated to take over the Hagerstown & Northern Railway Com-
pany and the Franklin Railroad Company. The Hagersiown &
Northern extends from Hagerstown to Reid. and the Franklin line
runs from Reid to Shady Grove, Franklin county. Christian W.
Lynch of Harrisburg is president.
Juniata Valley Street Railway. — Incorporated in Pennsylvania
to build an electric line from Huntingdon to Mt. Union. Pa. Incor-
porators: R. W. Jacobs, H. E. Steel, F. Blair, I. Isenberg, Wallace
Wilson and George C. Wilson.
Lyndhurst & Sherando Railroad. — Incorporated in Virginia to
construct a line from Lyndhurst to Mount Troy in Augusta county,
6 miles. Capital stock, $50,000. Incorporators: J. H. Ralston,
president; J. B. Sleman, Jr., secretary and treasurer; H. T. Win-
field, F. L. Siddons. James Sharp and Harry Standford, all of
Washington, D. C. and H. L. Millner, Morgantown, N. C.
Mattoon, III. — The Decatur Sulivan & Mattoon Transit Company
has been granted a 50-year franchise to build and operate over
certain streets in Mattoon. The franchise was passed as orig-
inally, drafted by the company with the exception that 2S-foot iron
poles were substituted for the wooden poles specified.
Rock Island Construction Company. — Incorporated to continue
the construction of the Rock Island Southern Railw'ay from Gales-
burg to Rock Island 111. Capital stock, $500,000 with a right to
increase to $2,000,000. Incorporators: G. H. Higbee, president.
Burlington. la.; E. C. Walsh, vice-president. Clinton, la.; C. H.
Walsh, treasurer. Burlington; J. W. Walsh, secretary, Davenport;
W. B. Young, W. W. McCullough, S. S. Hainan, Monmouth; M. A.
Walsh. Clinton; G. W. Gale. Galesburg; Albert Hidden and L. N.
Elwards. St. Louis. It is stated that the line connecting Rock
Island. Monmouth and Galesburg will be started as soon as the
route has been decided upon.
Williamson Traction Company. — Incorporated to construct and
operate a street railway in Williamson and Mingo counties. West
February 16. 1907.
ELECTRIC RAILWAY REVIEW
237
Virginia, also in Pike and Martin counties, Kentucky. The capital
stock of the company is $50,000, of which $500 has been subscribed
and $50 paid. The incorporators are W. J. Williamson, E. J. Wil-
cox, George W. Brown, H. Williamson and C. H. Jones, all of
Williamson, W. Va.
TRACK AND ROADWAY.
Alliance, O. — Surveys are being made for an electric lino from
Akron, to Alliance and Voungstown. O.
Atlantic Northern & Southern Railway. — H. S. Rattenborg,
general manager. Atlantic. la., writes that contracts are to be
let about March 1 for grading on this line from Manning to Val-
lisca. la.. 72 miles. Surveys have been made from Atlantic to
Manning. 40 miles. Tin- motive power has not yet been deter-
mined, but will be either electricity or gasoline motors. J. A. Mc-
Waid, of Atlantic, president.
Batavia Medina & Ontario Railway. — It is reported that the
Orleans Construction Company, of Buffalo, N. Y.. will soon begin
the construction of this line from Olcott to Batavia. X. Y.
Beloit Traction Company. — The Rock River Construction Com-
pany, which has the contract, has placed orders for all the mate-
rials and equipment for the proposed city lines in Beloit, Wis. The
American Trust & Savings Bank of Chicago has been made trustee
for the bondholders. The Rockford & Interurban Railway of
Rockford, 111., is interested.
Boston Elevated Railway. — This company has taken all of the
land necessary for its elevated extension from the North station
to the Charles river dam. Boston, Mass., which has been authorized
by the Massachusetts railroad commission. Work must begin with-
in six months from the date of the grant of location, December
22. 1906. and be completed within 3^ years.
Boston, Mass. — Representative M. M. Lomasney has introduced
a bill into the Massachusetts legislature asking that the Boston
Rapid Transit Commission be directed to look up the matter of a
subway in the West End. from the Charles river dam to a point
near the North station, making connection with the various sub-
ways and tunnels at that point. This subway would practically
follow the line of the proposed elevated structure of the Boston
Elevated Railway.
Buffalo Niagara & Toronto Railway. — Plans have been filed for
the construction of this line from Niagara-on-the-Lake, via St.
David's, to St. Catharines. Ont.
Charleston & Summerville Electric Railway. — About ten miles
of the grading has been completed between Charleston and Sum-
merville. S. C. and two grading crews are now at work, one near
each end of the line. D. E. Baxter & Co. of New York have the
contract.
Chicago Lake Shore & South Bend Railway. — It is reported
that rapid progress is being made on the construction of this road
from South Bend. Ind., to Kensington, 111. The grading has been
completed from New Carlisle to South Bend. The strip from New
Carlisle to Michigan City will be graded soon, contracts having
been let. Grading west of Michigan City is now in progress. Pro-
posals are being received for the grading from Dune Park to Gary,
a. distance of 12 miles. A contract has been let for the strip
from Gary to the Calumet river, a distance of 5 miles, and the
remainder of the grading will begin as soon as weather conditions
will permit. All the steel necessary for the construction of the
road has been ordered.
Consolidated Railway. — It is reported that this company is
planning to build a line from Adams, Mass., to the summit of
Mt. 'It yloek. TTie plan is to build an electric line to the base
of the peak and a cog-rail line to the summit. As the summit of
Greylock is high above the surrounding country, the building of
that portion of the line will be an expensive undertaking. Surveys
are being made, and it is understood that a move toward procur-
ing tin- necessary, franchises will be made in the near future.
De Kalb-Sycamore Electric Company. — This company, which
now has a line in operation between De Kalb and Sycamore, 111.,
has been reorganized and it is stated that the line will be extended
from Sycamore to Belvidere. J. H. McMichael of Chicago, presi-
dent.
Derry & Goffs Falls Street Railway. — The board of railroad
commissioners has acted favorably on the petition of this com-
pany to build an electric line from Derry to Goffs Falls and it
is stated that work will be started as soon as possible to enable
the road to be in operation by the middle of the summer.
Ft. Wayne & South Bend Railway. — It is reported that this
company, which was incorporated hist year to build a road through
Milford Nappanee and Wakarusa to Ft, Wayne, Ind.,
has been financed by a syndicate h aded by ll. L. Turner, of. Chi
cago, and thai a construction company is being Formed t" 'i" tin
work.
Ft. Wayne & Springfield Railway. — It Is reported thai work
is to begin early 'his spring on the contlnuatl f tie- line from
tur toward Cellna, Ind.. via Pleasant Mills. Wiltshire and
Chattanooga. The rriad has l.een in operation from Ft. Wayne to
foi about two weeks. W. II. Pledd rjohann, president,
Decatur.
Gainesville Whitesboro & Sherman Railway. — Thomas S. Wayne,
chief engin er, Gainesville, Tex., writes that grading will be re-
sumed about Ma I line from Gainesville to Sherman.
Tex., 89.4 miles, via Callisburg. Whitesboro and Sadler. About six
miles, from Gainesville to Milepost 7. was graded last year and
the entire route has been surveyed. M. M. Elkan. of Macon, Ga.,
has the contract. G. A. Hassinger, New Orleans, La., is presi-
dent.
Indianapolis & Louisville Traction Company. — The work of set-
ting poles for this line between Jeffersonville and Seymour, Ind,.
has been started at Seymour and tracklaying is in progress. Sev-
eral miles of track has been laid at the southern end of the line.
The power house and car barns at Scottsburg are well under way
and are expected to be completed by April 1. John E. Greeley.
Jeffersonville. superintendent of construction.
Joplin & Pittsburg Street Railway. — It is reported that this
company has made preliminary surveys and financial arrange-
ments and has secured the necessary franchises for its proposed
line from Joplin, Mo., to Pittsburg, Kan. D. H. Holmes, of Kan-
sas City, Mo., president: D. K. Wenrich, Joplin, secretary.
Kalamazoo Gull Lake & Northern Railroad. — It is stated that
this company has made the necessary financial arrangements and
that construction will begin in the spring on the line from Kala-
mazoo to Gull Lake, Mich. J. T. Upjohn, of Kalamazoo, president.
Lafayette & Logansport Traction Company. — Chief Engineer
H. L. Weber of Ft. Wayne, has announced that 16 miles of track
has been laid between Clymers and Rockfield, Ind., on this exten-
sion of the Ft. Wayne & Wabash Valley from Lafayette to Logans-
port. Material has been distributed between Clymers and Logans-
port.
Los Angeles- Pacific Company. — It is stated that this company
will begin work in less than 90 days on the construction of a
$5,000,000 subway in Los Angeles, to be completed in two years.
C. H. Ellison, chief engineer, Los Angeles.
Minneapolis Rochester & Dubuque Traction Company. — It is
reported that this company has secured the greater part of the
right of way tor its proposed line from Minneapolis. Minn., to
Dubuque, la. Secretary William P. Mason, of Minneapolis, has
announced that construction work will begin as soon as the weather
permits and that beginning May 1 12.000 tons of steel rails a month
will be delivered.
Minster Loramie & Southern Railway. — R. B. Anderson of
Wapakoneta, O.. writes that this company, which was recently in-
corporated to build an electric line from Minster to Versailles, O..
16 miles, is not vet organized. Grading is to begin some time next
fall.
New York, N. Y. — Bridge Commissioner J. W. Stevenson adver-
tised on February 7 for bids for the construction of the elevated
railway connection on the Brooklyn plaza of the Williamsburg
bridge. The bids will be opened on Thursday, February 21, and
the contract must be completed by. August 30, 1907. The con-
tractor will be required to begin work within five days of the
date of certification of the contract by the comptroller. A bond
of $30,000 is required. This connection has been delayed because
there have been no plans for a terminal or connection on the
Manhattan side of the bridge. The city has now determined on
a subway loop for the connection between the Brooklyn and Wil-
liamsburg bridges, and if the Brooklyn Rapid Transit Company
gets a contract to run cars in the subway it may run across the
Williamsburg bridge from its Brooklyn tracks and into the subway
loop.
Ocean Shore Railroad. — John B. Rogers, chief engineer, San
Francisco, says that this road will be completed from San Fran-
cisco to Santa Cruz, Cal., by October 1. Over 60 per cent of the
grading and practically all of the fills and bridges have been com-
pleted.
Rice Lake, Wis. — The Rice Lake Milling & Power Company
is interested in a project to build an electric railway from Rice
Lake to Cameron. Barron and Prairie Farm, Wis.
San Bernardino Valley Traction Company. — A. D. Denham. Jr..
president, San Bernardino. Cal., writes that contracts are to be
let for grading the line from Colton to Riverside, Cal., 6% miles.
Surveys have been completed and construction is to begin in about
three months. O. K. Dunham of San. Bernardino is chief engi-
neer.
Scranton Railway. — President J. J. Sullivan of Philadelphia,
has announced that the company intends to expend $720,000 on
improvements in Scranton, Pa., beginning this spring. The plans
include several important extensions of lines, details of which are
not stated, double-tracking of existing lines, improvements to car
barns, a larger power house and new cars.
Spokane & Big Bend Railway. — W. H. Plummer, president,
Spokane, Wash., states that rapid progress is being made in clear-
ing the right of way for the line from Spokane to Davenport,
u ash., 40 miles, and that contracts for the grading are being let.
Within three months 1,000 men will be at work on the line and it
is expected to have the work completed by January 1. 190S. The
right of way has been secured as far as Crystal City and the
necessary franchises have been granted. At Seven Mile Bridge,
below Spokane, the road will connect with the Spokane & Inland
Railway and enter the city over its tracks. To cross the Spokane
river at this point a $20,000 bridge will be erected, plans for which
are now being prepared.
Southwest Missouri Electric Railway. — The viaduct between
Webb City and Cartervllle, Mo., over the tracks of the Mi
Pacific and Si. Louis •<• San Francisco railroads, was op
for traffic "a ■!■ arj 81, This viaduct, which was described in
thi t lectrii Railway Review for August, 1906, I abo ;
long and contains three steel bridges. The- route over th laduct
238
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 7.
is much more direct than tin- old route and eliminates seven
grade crossings. E. J. Pratt, chief engineer, Webb City. Mo.
Tacoma Railway & Power Company. — Manager W. S. Dim-
mock of Tacoma has announced that work is to begin at once on
the extension of the P street line to the city, limits, Tacoma.
Tecumseh- Norman Traction Company. — An official report states
that grading is to begin in April on a line from Tecumseh to Nor-
man. Oklahoma. 34 miles, which has been surveyed. W. E. Powell,
Tecumseh, president; W. J. Beebe, Shawnee, chief engineer.
Toledo & Indiana Railway. — This company, it is stated, now
has a clear right of way. for its proposed extension from Bryan,
O., to Waterloo, Ind., with the exception of two or three little
strips between Bryan and Milburn. The right of way is 66 feet
wide, paralleling the Lake Shore & Michigan Southern Railway
the entire distance.
United Railways & Electric Company (Baltimore). — Prepara-
tions are being made to begin work on the proposed line from
Towson to Lutherville, Md.. about 2 miles. Surveys' have been
completed and the necessary property has been acquired.
Utah Light & Railway Company. — It is reported that this com-
pany has ordered 80 miles of rails and 150,000 ties to be used in
the reconstruction of the Salt Lake City system. Seventy miles
of the rails are 65-pound steel and 10 miles are of 85-pound steel,
for use in the business portions of the city where traffic is heav-
iest. Shipments are to begin about March 1, at which time the
work will begin. O. A. Honnold, Salt Lake City, Utah, chief engi-
neer.
Warren Company. — H. L. Knickerbocker, chief engineer, Bis-
bee, Ariz., writes that grading is to begin on February 20 on this
five-mile line from Warren to Bisbee, Ariz. Haggitt, Girand &
Smith, of Prescott, Ariz., have the contract for grading, bridges
and tracklaying. Eighty-pound rails have been specified. The
company is still in the market for switches, frogs and other
special work. The road will have 100-foot radius curves and a
maximum grade of 7 per cent. L. W. Powell of Biscoe is presi-
dent.
Wrightsville & York Street Railway. — This company, a subsid-
iary of the York County Traction Company, has filed with the
recorder of York county, Pa., notice of its intention to build an
electric line from Wrightsville to Columbia, over a double deck
which is to be built by the Pennsylvania Railroad on its bridge
across the Susquehanna river.
Yakima Intervalley Traction Company. — The report of the engi-
neer who made the surveys has been approved by the directors, and
it is announced that construction will begin at once on the line
from North Yakima into the Moxee valley and to Zillah, Wash., 24
miles. Another line is to extend to Wide Hollow, west of North
Yakima. W. A. Beli of North Yakima is Interested.
Personal Mention
POWER HOUSES AND SUBSTATIONS.
Alton Granite & St. Louis Traction Company. — Superintendent
R. W. Bailey, Alton, 111., is reported to have announced that this
company has appropriated $40,000 for improvements to its power
plant at Alton.
Boston Elevated Railway. — It is reported that arrangements
are now about completed for enlarging the power houses so as
to supply 12,000 additional horsepower. It is planned to place two
new generators in the Lincoln Wharf power house, one in the
Charlestown power house and one at the Harvard power house.
Citizens' Electric Street Railway. — It is stated that this com-
pany, of Newburyport, Mass., will erect a substation near Salisbury,
Mass., in which two 300-kilowatt transformers and the other nec-
essary equipment will be installed.
East Liverpool Traction & Light Company. — The boiler capac-
ity of the power plant at East Liverpool, O., is to be increased by.
installing two 500-horsepower Stirling boilers. Orders for the new
equipment have been placed.
Indiana Columbus & Eastern Traction Company. — It is stated
that this company proposes to erect a $200,000 power house either
at Lima or Bellefontaine, O., to supply the line which the com-
pany, intends to build from Lima to Bellefontaine and from Lima
to Defiance. J. L. Adams, general manager, Cincinnati, O.
Little Rock Railway & Electric Company. — This company has
placed a contract with the General Electric Company for a 1.500
kilowatt Curtis steam turbine. D. A. Hegarty is general manager.
Sioux City Traction Company. — This company has purchased
additional engines and generators which will increase the capacity
of its power plant to 10.200 horsepower. The engines are of the
Allis-Chalmers cross-compound type. It is stated that another
unit of 1,200 kilowatts capacity will be installed during the coming
summer. It is intended to use part of this output for supplying
power and light throughout the city. E. L. Kirk, general man-
ager, Sioux City, la.
Southern Pacific Company. — On February 7, 1907, this company
bought the entire block lying west of Fruitvale avenue, Oakland,
Cal., for the sum of $30,000. The property, was purchased by the
railroad company as a site for the new power house and car
barns which the company will erect in connection with the estab-
lishment of an electric line to supersede the steam roads which
now accommodate the local travel in that city and Alameda. The
company proposes to erect one large power plant at this point for
the generation of the electric current for the entire new system.
This will require an outlay of half a million dollars.
Mr. E. M. Kenley has been appointed chief engineer of the
Yakima Intervalley Traction Company, of North Yakima, Wash.
Mr. H. A. Currie has been appointed assistant electrical en-
gineer of the New York Central & Hudson River Railroad, succeed- .
ing Mr. J. D. Keiley, who was appointed electrical engineer last
November.
Mr. S. W. ChiMs, who :is construction superintendent has
represented J. G. White & Company in the work of electrifying the
Ft. Dodge Des Moines & Southern Railway, is now at Davenport,
la,, where he is in charge of reconstructing the properties of the
Tri-City Railway Company.
Mr. George H. Dodge, formerly superintendent of the West
Chester Kennett & Wilmington Electric Railway Company, has
been elected secretary and treasurer of the Coatesville & Kennett
Railway Company, which is building a 16-mile road between Coates-
ville and Kennett Square, Pa.
Mr. T. W. Ryley has been appointed superintendent of the
Groton & Stonington Street Railway of Mystic, Conn., succeeding
Mr. J. B. Crawford, who was recently appointed superintendent
of the Ft. Wayne & Wabash Valley Traction Company. Mr. Ryley
has been assistant to Mr. Crawford.
Mr. Charles Kane, assistant superintendent of the Alton Gran-
ite & St. Louis Traction Company, at Alton, 111., has been appoint-
ed assistant superintendent of transportation of the East St. Louis
& Suburban Railway, at East St. Louis, 111. Mr. George Bennett,
of Venice, 111., has been appointed to succeed Mr. Kane at Alton.
Mr. J. F. Scott, formerly superintendent of overhead lines for
the Chicago & Milwaukee Electric Railroad Company, has been
appointed general superintendent of construction for the same
company, with headquarters at Highwood, 111. Mr. Scott has been
working on the company's lines since 1900, when, as a contractor,
he began building the Libertyville division of the railway. Later
he had charge of the reconstruction of the existing lines and
more recently assumed charge of the maintenance of the overhead
construction.
Mr. Clyde M. Graves, general manager of the Spokane Traction
Company, Spokane, Wash., has been appointed general manager
of the Coeur d'Alene & Spokane Railway of Coeur d'Alene, Idaho,
also, succeeding Mr. R. F. Blackwell, resigned, to take effect some
time in March. Mr. Blackwell. who was one of the original in-
corporators and builders of the Coeur d'Alene line, and has been
general manager of the company since its inception three years
ago, leaves to devote his entire time to his lumber interests. Mr.
Graves is the son of Mr. Jay P. Graves, president of the Spokane
& Inland Empire System.
Obituary.
Louis R. Altimus, chief clerk and assistant auditor of the
Chicago Union Traction Company, died on February 9 at his
home in Chicago, aged 50 years. For many years prior to coming
to Chicago he was associated with the1 Widener-Elkins street rail-
way interests in Philadelphia. In 18SS, at the solicitation of the
late Charles T. Yerkes, he became identified with the North Chi-
cago Street Railway systems, with which organization he served
until his death.
John I. Beggs on Plans for St. Louis Subway.
John I. Beggs, president of the United Railways of St. Louis
and the Milwaukee Electric Railway & Light Company, has given
out the following statement of his views of the plans for a sub-
way in St. Louis, for which an enabling act has been introduced
into the legislature:
"The intention is to make the bonds payable in 30 years. It
seems to me that so short a time would be injurious to the plan.
Tile bonds should be made payable in 50 years. As the lease will run
for 50 years, there should be no objection to making the bonds
payable in the same period. The construction of the subway will
cost about $2,500,000 per mile. I give this as an approximate
figure. I do not see how the operating company could meet the
capital and sinking fund requirements in 30 years. The invest-
ment would be so great that the annual financial requirements
would probably exceed the revenue. St. Louis is not New York.
In the metropolis, passengers are carried in one direction. St.
Louis spreads out in several directions, and it will be only, a few
years until it reaches out to the Missouri river. The problem of
conducting transportation is more complicated here than in New
York, and the complete subway system will be relatively more
expensive here, as the trunk lines will not run one way, but in
several directions."
Increase of Wages in Oakland, Cal. — On account of the in-
crease in its business, and the increased cost of living, the Oakland
Traction Consolidated company, of Oakland, Cal., has announced
the following new scale of wages for conductors and motormen:
One year or less in service, 30 cents per hour; between one and two
years in service, 31 cents per hour; between two and three years
in service, 32 cents per hour; between three and four years in ser-
vice, 33 cents per hour; between four and five years in service,
34 cents per hour; between five and six years in service, 35 cents
per hour; between six and seven years in service, 36 cents per
hour; between seven and eight years in service, 37 cents per
hour; between eight and nine years in service, 38 cents per hour;
between nine and ten years in service, 39 cents per hour.
February 16, 1907.
ELECTRIC RAILWAY REVIEW
239
Financial News
Bay Shore Terminal Company. — The property has been pur-
chased at receiver's sale for $765,000 by E. B. Smith & Co. of
Philadelphia, who are said to represent the Norfolk & Portsmouth
Traction. Company.
Brooklyn Rapid Transit Company. — The reports of the four
operating lines for the six months ended December 31, 1906, show
total gross earnings of $9,612,105 as compared with $9,101,374 for
the corresponding period of 1905. The surplus after charges was
$1,137,307, a decrease of $201,707 from the corresponding period
of the previous year.
De Kalb-Sycamore Interurban Traction Company. — At the an-
nual meeting of stockholders on February 2 it was voted to in-
crease the capital stock from $100,000 to $1,000,000. It was also
decided to authorize a bond issue of $1,000,000. The De Kalb-
Syeamore Electric Company will be absorbed. Officers were elected
as follows: J. H. McMichael, president; William Jarvis, vice-
president, and John McMichael, secretary and treasurer.
Detroit United Railway Company. — At the annual meeting of
stockholders on February 5 the president, J. C. Hutchins, sub-
mitted a report for the year 1906 which showed that the mileage
was increased from January 1, 1906, to December 31, 1906, 78.6
miles. The total on the latter date, including side and yard tracks,
was 620 miles. This was divided as follows:
Detroit United Railway 392. 99S
Rapid Railway System 127.548
Sandwich Windsor & Amherstburg Railway 25.26
Detroit Monroe & Toledo Short Line Railway 74.35
Total 620.156
The company's rolling stock consists of 830 closed passenger
cars; 342 open passenger cars; 212 freight and construction cars;
13 line cars; 36 express cars; 6 milscellaneous cars; 2 locomotives;
2,388 motors and 1,766 trucks.
The following shows the business of the Detroit United rail-
way, the Rapid railway system, the Sandwich Windsor & Am-
herstburg railway for the years ending December 31, 1905 and 1906,
and the Detroit Monroe & Toledo Short Line railway from March
1 to December 31, 1906:
1906 1905
Gross earnings $6,063,182.54 $5,125,563.01
Operating, including taxes 3,718,621.54 3,041.522.90
Net earnings $2,344,561.00
Other income 58,757.73
Gross income $2,403,318.73
Interest on funded and floating debt:
Detroit United $ 988,806.72
Rapid Railway 135,050.00
Sandwich Windsor & Am IS. 000.00
Detroit Monroe & Toledo 250,000.00
Dividend,
Charged
Detroit United,
off for Dep
$1,243,273.38
. 625,000.00
. 250,000.00
Total deductions $2,118,273.38
$2,084,040.11
44.076.40
$2,128,116.51
$ 960,372.39
135,050.00
17.871.25
$1,113,293.64
562,500.00
$1,675,793.64
Surplus income $ 285,045.35 $ 452,322.87
Passenger and mileage statistics for all the lines were as fol-
lows : —
Passenger Statistics.
Revenue passengers 113,011.309
Transfer passengers 32,840.259
Employe passengers 4,939,224
Total passengers 150,790.792
Receipts revc nue passenger .0507
Receipts per passenger .0380
Mileage Statistics.
Car mileage 25,973.526
Earnings per car mile .2334
Expenses car mile .1432
Net earnings car mile .0902
Great Falls (Mont.) Street Railway. — Gross earnings for the
year 1906 arc- reported at $54,080.25 as compared with $48,552.40 in
1905.
Lake Shore Electric Railway. — Tin- company has sold $550,000
short time notes bearing 6 per cent interest and secured by $800,000
general mortgage 5 per cent bonds. The proceeds will provide for
extensions and improvements.
Merrlmac Valley Electric Company.- This company has been
organized to hold the stocks of the Citizens' Electric Street Rail-
way Company, of Newburyport,- Mass.. the Salisbury Land & Im-
pro ement <*'>mpany, the Salisbury Beach Improvement Company,
ill' Haverhill & Amesbury Stre t Railway Company. James P,
Bhaw is president "f 1 1 1< - ni-w inm)i:iliy :mrt (leorge A. Blltman,
treasurer.
Owosso (Mich.) & Corunna Electric Co. — It Is reported that
ii" company has received an offer for its property from the pro-
moters of the Lansing Owosso & Saginaw Interurban Company.
St. Joseph Valley Traction Company. — This company, operating
from Mlddlebury to Angola, Ind., has given a mortgage to William
p. Knickerbocker of Elkhart, trustee, to secure an issue of $700,000
bonds. The proceeds, it is reported, will be used to meet the cosl
of extension to Elkhart or Goshen.
Toronto Railway Company. — Gross earnings in 1906 were
$3,109,739.61, as compared with $2,747,324 in 1905. Operating ex-
penses were $1,646,515.27, leaving a balance of $1,463,224.34. Wil-
liam MacKenzie, the president, in presenting the report said that
the city received $7,000 more of the earnings than the stockholders
received in dividends.
Twin City Rapid Transit Company (Minneapolis). — Gross earn-
ings for the year 1906 were $5,644,988.34. an increase of $885,725.58.
or 18.6 per cent. The figures compare as follows:
Receipts.
1906 1905.
Passenger earnings $5,592,079.24 $4,733,334.80
Miscellaneous 52,909.10 25,927.96
Total earnings $5,644,9.88.34 $4,759,262.76
Expenses.
Maintenance of way and structure $ 195,023.55 $ 143,491.43
Maintenance of equipment 240,229.79 203,762.03
Operation of power plants 467,264.33 403,574.33
Car service ..'. 1,167,99S.71 945.783.96
General expenses 354,340.81 251,585.12
Injuries and damages 152,522.43 122.948.45
Insurance 48,000.00 48,000.00
Total operating $2,625,379.62 $2,119,145.32
Net earnings from operation $2,019, 60S. 72 $2,640,117.44
Interest and taxes 1,137,427.77 1,050,797.35
Surplus $1,S82. 180.95 $1,589,320.09
Dividends, preferred stock $ 210,000.00 $ 210,000.00
Dividends, common stock 952,500.00 881,387.50
Total dividends $1,162,500.00 $1,091,387.50
Surplus from operation 719,680.95 497,932.59
Appropriated for renewal funds 482,000.00 240,000.00
Income account, surplus $ 237,680.95 $ 257.932.59
Per cent total operating (including taxes
and depreciation) to total earnings... 60.95 58.27
Revenue passengers carried 109.194,985 94,666,696
Gross passenger earnings per mile of single track were $16.-
690.78. and per mile of street occupied by track $30,526.12.
Thomas Lowry, the president, said in his report: "During the
boom of 1892, there were started outside of the Minneapolis city
limits, two villages for manufacturing purposes, St. Louis Park
on the southwest, a distance of 6.1 miles from the city limits, and
Robbinsdale on the northwest, a distance of 2.2 miles. Great pres-
sure was brought to bear on our company to make extensions to
these suburbs, but instead of doing so, we secured the Minneapolis
rights to connect with both villages. We then leased these rights
to parties desiring to build, reserving the privilege to purchase
whenever we saw fit. We recently concluded that the time had
arrived when it would be to our advantage to take them over.
Accordingly, we purchased the St. Louis Park line for $40,000 and
the Robbinsdale line for $30,000. These lines will pay their operat-
ing expenses and interest on the investment.
"From the surplus of $257,932.59 earned in 1905, as shown in
the accounts of that year, your directors have appropriated $100,000
to the renewal fund. During the year 1906 the fund was further
increased by the addition of interest on the investments. We
estimate the depreciation on the properties of the company for
the past year to be $482,000. During the year there was expended
for car replacement and track reconstruction the sum of $4SO,7S3.05.
The balance at the credit of the renewel fund now stands at
$590,449. SO, of which $363,500 is invested in bonds."
The following is a statement of extensions and improvements
made during the year. They aggregate $2.64S.51S.22, and are dis-
tributed as follows:
New power $1,034,514.22
New shops 201,684.57
Buildings and furnishings 52, 754.88
Car equipment 402,815.10
Track and Paving —
Minneapolis $180,274.59
St. Paul-
Track $122,999.32
Selby Tunnel 82.209.37
205.208.69
Suburban 239,901.94
625,385.22
New Lines —
St. Louis park line $ 40.000
Robbinsdale line 30,000 Tn.iiuo.oo
Big Island park and boats 261,364.23
Total $2,648,518.22
Washington Railway &. Electric Company.— The report for the
year 1906 submitted to congress shows that I l.!i:._',71f. passengers
were carried. Passenger earnings were $1,200,786. Receipts from
all sources, including income on securities, were $1,045,396. Operat-
ing expenses and Axed charges amounted to $1,121,776. leaving a
balance ol $523,620.
New York Interstate Bridge Commission.— Tin- report ol the
New York Interstate Bridge Commission to the legislature was
madi I'M'. lie ,,n February 7. The commission finds that then
two points en Staten island from which a bridge i Id be I i
profitably — one from Port Richmond to Bergen Point, wl
a bridge from Hudson county to Manhattan, would afford all
munlcation with Staten island, and the other site il tl
Of the Trans-Staten Island Boulevard at Holland HOOl
I" I hport.
240
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 7.
Manufactures and Supplies
ROLLING STOCK.
Atlantic Shore Line, Kennebunkport, Me., is figuring on 15
new cars.
Newell Street Railway, East Liverpool, O., has purchased five
additional ears.
Connecticut Valley Street Railway, Greenfield, Mass., will soon
purchase 8 new cars.
Worcester Consolidated Street Railway, Worcester, Mass., is
figuring on 30 new cars.
Beloit Traction Company, Beloit, Wis., is reported to haye
placed an order for new cars.
Western Massachusetts Street Railway, Westfield. Mass.. is con-
sidering the purchase of S cars.
Farmington Street Railway. Hartford, Conn., has purchased
one car from the Wason Manufacturing Company.
Galesburg & Kewanee Electric Railway, Galesburg, 111., expects
to place orders for three interurban cars for May 1 delivery.
Rockville Broad Brook & East Windsor Street Railway, Hart-
ford, Conn., has placed an order with the Wason Manufacturing
Company for 2 cars.
Montreal Street Railway. Montreal, has under construction in
its own shops 25 cars of a new type and it is reported will place an
order for 20 more for July delivery.
Auburn & Syracuse Electric Railroad, Syracuse. N. Y.. has
ordered one car for interurban service from the Cincinnati Car
Company. It will be 50 feet 6 inches in length over all and be
equipped witli Baldwin trucks and Westinghouse motor equip-
ments.
Syracuse Lake Shore & Northern Railroad, Syracuse, N. T.,
has ordered 7 interurban cars from the Cincinnati Car Company.
These cars will have a length over all of 53 feet 6 inches and will
be equipped with Westinghouse motor equipments and Baldwin
trucks.
Rochester Syracuse & Eastern Railway, Syracuse. N. Y., has
placed an order with the G. C. Kuhlman Car Company for two cars
for heavy interurban service. They will have a length over all
of 53 feet 6 inches, will be equipped with Westinghouse motor
equipments and Baldwin trucks and are for delivery next summer.
Ft. Wayne & Wabash Valley Traction Company, Ft. Wayne,
Ind., as reported in the Electric Railway Review of January 26,
has placed an order for 6 sami-eonvertible cars for delivery on
May 15, 1907. The specifications are as follows: —
Length of body 20 ft. 8 in. Special Equipment.
Over vestibule 30 ft. 1 in. Brake rigging Peacock
Over all 31 ft. 1 in. Couplers. Builders' double pocket
Width, inside S ft. 5 in. Fenders Consolidated
Over all 8 ft. 7 in. Heating system. .Consol. electric
Height, inside 8 ft. Z in. Interior finish White oak
Sill to trolley base 9 ft. Roofs Monitor
Track to trolley base.ll ft. 6 in. Seats Hale & Kilburn
Body Wood Varnish Murphy
Underframe Wood and steel
Mexico Electric Tramways, Limited, Mexico. Mex., as reported
in The Electric Railway Review of January 26, has placed an order
with the St. Louis Car Company for 25 closed cars for June and
July, 1907, delivery. The details are as follows:
Seating capacity 4S persons Width, over all 8 ft. 8 in.
Weight 4,000 lb. Height, track to trolley base
Wheel base 6 ft. 12 ft.
Length, overall 43 ft. S in.
Special Equipment
Air brakes Christensen Motors, type and number....
Control system .General Electric G E 87-4
Couplers. .Mexico City standard Seats St. Louis — rattan
Destination signs Hunter Trolley poles and attach
Headlights Mosher arc G E roller bearing
Interior finish Mahogany Trucks St. Louis
Markers Armspear
Milwaukee Electric Railway & Light Company. Milwaukee. Wis..
as reported in the Electric Railway Review of January 26, has
placed an order with the St. Louis Car Company for 10 closed inter-
urban motor cars of the Milwaukee type for delivery in March.
The specifications call for the following details: —
Seating capacity 62 persons Special Equipment.
Weight, body 35,000 lb. Bolsters, truck. .. .Wrought iron
Total 85.000 lb. Brakeshoes Co. standard
Wheel base 35 ft. 1 in. Center bearings. . .Co. standard
Length, body 40 ft. Curtain material Pantasote
Over vestibule 51 ft. 11 in. Dust guards Wood
Over all 53 ft. 5 in. Heating system Hot water
Width, inside 7 ft. 7% in. Interior finish Quarter oak
Over all 8 ft. 4 in. Journal boxes St. Louis
Height, inside 7 ft. 10 in. Motors G. E. No. 605A
Sill to trolley base. 8 ft. 4% in. Roofs Monitor
Track to trolley base Seats Hale & Kilburn
11 ft. 8% in. Side bearings St. Louis
Body Steel Trucks St. Louis
frame with wood covering Vestibules At both ends
Underframe Steel
Spokane & Inland Empire, Spokane, Wash., as noted in our
issue of February 2. has placed an order with the Seattle Car
Manufacturing Company for 250 box cars. These will be 40 feet
n length, will have wooden bodies ami are for delivery prior to
July SI, 1911? An order has also been placed with the St. Louis
Car Company for 15 cars of the St. Louis type, five of which will
nave Detroit platforms. These are for use by the Spokane Trac-
tion Company and will have a seating capacity of 50 persons, will
be 29 feet *'< incites over vestibule, B feet 6 inches wide over all
and will lie 12 feet 6 inches high over trolley base. The body will
he built of ash. with underframe of steel construction. They will
be equipped with National Brake & Electric Company's brakes.
olidated Car Heating Company's beating system and will have
full-vent ila teil roul'S.
SHOPS AND BUILDINGS.
Chicago Union Traction Company. — General Superintendent
R ri R. Hertzog has announced that a new ear barn will be
built on the site of the old barns on North Clark street between
Sherman and Dewey places which were destroyed by. fire on Jan-
uary 31.
Indianapolis Columbus & Southern Traction Company. — This
company has purchased property in Seymour, Ind., for an interur-
ban station and ticket office.
Oakwood Street Railway (Dayton, O.). — The directors have
authorized the extension of the present car house by an addition
about li"^ by 132 feet. Several alterations will be made and the
structure will be rireproofed. H. P. Clegg of Dayton, vice-presi-
dent and general manager.
TRADE NOTES.
Automatic Electrical Brake Control Company has been incor-
porated at Frankfort, Ky., with a capital stock of $200,000.
Buffalo Forge Company has changed the location of its Cleve-
land office from 311 Citizens building to 61S Citizens building.
General Electric Company, Schenectady, N. Y.. will erect a
new three-story building at the corner of Calhoun and Clifton
streets. Ft. Wayne. Ind., and will equip it with new machinery for
making incandescent lamps.
H. B. Stebbins has accepted a position as chief engineer of
the Stover Manufacturing Company of Freeport, 111. Mr. Stebbins
has for the past four years been erecting engineer for the Allis-
Chalmers Company of Milwaukee.
C. H. Worcester Company, Chicago, dealer in cedar poles and
ties, has found it necessary on account of a constantly increasing
business to move into larger quarters. The offices are now located
in 1708-1712 Tribune building instead of Room 120S.
W. R. Burrows has resigned his position as purchasing agent
of the Norfolk & Southern Railway to accept a position as eastern
sales agent of the Buda Foundry & Manufacturing Company,
with headquarters at the New York office, 26 Cortlandt street.
Augustus Dowdell. eastern railway representative of Valentine
& Co., Fisher building, Chicago, died in Philadelphia, Sunday,
February 10, of paralysis. He has been connected with the com-
pany for over ten years but for the past two years has been in
poor health.
David Smith Greer, vice-president and general counsel of the
Chicago Railway Equipment Company, Chicago, died on February
9, at Kalamazoo. Mich. He had been suffering for several months
from kidney trouble, which finally developed into uraemic poison-
ing, causing his death.
American Rail Joint Company, Niagara Falls. N. Y.. has been
incorporated with a capital stock of $750,000 to manufacture rail
joints, rails, angle bars. etc. The incorporators are: Morris Cohn,
Jr., Frederick Charmann. Fernum G. Anderson. Arthur Killiaw,
Henry Charmann, all of Niagara Falls.
Henry Docker Jackson has removed his office from 4 State
street, to room 626, Broad Exchange building, 88 Broad street,
Boston. Mass., where he will continue his business as consulting
electrical engineer, with special reference to improvement in power
plant economy, mill work and power distribution for electric rail-
ways and lighting plants.
General Electric Company, Schenectady. N. Y., according to
good authority, for the fiscal year ending January 31. 1907. will
show earnings to the amount of $10,800,000, as compared with
$7,319,000 for the fiscal year ending January 31, 1906. It is said
that new business is coming in at the rate of $1,500,000 a week and
it is expected that the dividend on the stock of the company will
be increased within the next six months.
Allis-Chalmers Company, Milwaukee, Wis., announces that a
car load of air brake equipments recently left its West Allis works
for shipment. This, its first foreign shipment of airbrakes by the
company, marks a new step in its progress. It is stated that SO
jut cent of all the electric railways using power brakes of any
kind are equipped with Christensen brakes, for which that corn-
pan] now controls the exclusive rights to manufacture.
Standard Asphalt & Rubber Company, with general offices in
the First National Bank building. Chicago, is manufacturing on a
large scale paving asphalt, asphalt roofing, mineral rubber, insula-
tion, pipe dip and other hydro-carbon products, having a daily
capacity of 1,500 barrels. The company claims to have solved with
its Sarco pipe dip in connection with electrolysis the problem
which confronts all municipalities where there are electric car
lines. It is stated that a layer of its insulation one-eighth inch
thick will withstand a potential of 12,000 volts. A number of
February 16, 1907
ELECTRIC RAILWAY REVIEW
241
handsome catalogues have been issued by this company dealing
with its hydro-carbon products.
Price Publishing Company, Lima. O., has in course of prepara-
tion a new electric railway map of Ohio, Indiana and Michigan,
showing all the new lines in operation up to date, with their
names, the names of the principal towns, and a table of the
population of the towns according to the latest census, arranged
alphabetically according to states. The map will be printed on
heavy paper with cloth back, 26 by 28 inches, and will be gen-
erally similar to the map published by the same company last
summer.
Bristol Company. Waterbury, Conn., well known maker of re-
cording instruments, has opened a branch office at 75^ Monad-
nock block. Chicago, in charge of H. P. Dennis, who represents
the company in the capacity of western manager. Mr. Dennis is
a graduate mechanical engineer and has been connected for sev-
eral years with the factory at Waterbury. This company makes a
specialty of continuous recording instruments including recording
thermometers, pressure gauges, recording voltmeters, amm<
and wattmeters.
Griffin Wheel Company, Chicago, is having plans prepared by
Harry E. Stevens. Chicago, for a new manufacturing plant at
Pullman. 111. It will consist of a foundry 300 feet square; a ma-
chine shop 40 feet high of brick and steel construction: a one-
story carpenter shop. 19 by 70 feet; a store house, five molding
sand sheds, five coarse sand sheds and two wood sheds; also
several scrap and coal bins and other buildings. All the buildings
will have gravel roofs and much new machinery will be needed. It
will cost with equipment, about $1,000,000.
Western Electric Company, Chicago, at the annual meeting of
the stockholders held on February 7 made announcement that the
sales for the fiscal year ending November 30. 1906. were $69,245,331
as compared with $44. 145. 753. IS in 1905. showing an increase of
56.9 per cent. This increase was due in part to the large
expenditures of the Bell telephone companies for new construc-
tion. The company has made several additions to its plants, in-
cluding two to its cable plant at Hawthorne. 111., the construc-
tion at Hawthorne of a switchboard and woodworking factory, now
Hearing completion, warehouses at Atlanta. Ga., Pittsburg. Pa..
and San Francisco. Cal., and additional machinery for the Chi-
cago and New York factories. Early in 1906 the board of directors
established a pension fund of $400,000 for the benefit of super-
annuated and disabled employes and later in the year $150,000 was
added. In December, 1906. the company had in its employ 26.938
people as compared with 19.704 in December. 1905. The following
directors were elected: Charles W. Amory. Adolphus C. Bartlett.
Bnos M. Barton. Alexander Cochrane, W. Murray Crane. Freder-
ick P. Fish. Henry S. Howe. William R. Patterson. Thomas Sher-
win, Harry B. Thayer, Arthur D. Wheeler and Charles Wil-
liams, Jr.
Thomas F. Griffin, founder of the Griffin Wheel Company, died
on Monday. February 11. at the home of his daughter in Chi-
cago, of pneumonia. His death was preceded by an illness of
only 36 hours. Six children survive him. T. A. Griffin, president of
the Griffin Wheel Company. Chicago; P. H. Griffin. Buffalo, and
four married daughters. Mr. Griffin was born in County Limerick.
Ireland, on December 18. 1826. and accordingly was over SO years
of age. Eight years after his birth his family removed to the
United States and located at Rochester. N. T., where Mr. Griffin
served his apprenticeship as a molder. In 184S. the firm with
which he was connected engaged in the manufacture of wheels
under the Washburn patents, which cover the present double plate
wheel, now in universal use. In 1S73 he removed to Detroit to
take charge of the foundry of the Michigan Car Company. He
red his connection with that company shortly afterward and
incorporated the Griffin Car Wheel Company. The original plant
had a capacity of 18 wheels per day and from this beginning the
company's output has grown to 6.000 wheals and plants are located
in Boston, Detroit, St. Paul. Kansas City. Denver. Tacoma and
Chicago, where there are three.
ADVERTISING LITERATURE.
ing current generators anil presents a large number of engravings
from photographs.
Garvin Machine Company. Spring and Varick Sts.. New York.
N. Y. — Circulars No. 53 and 54 describe the Garvin Nos. 14 and 15
vertical spindle milling machine and the Garvin No. 2A Universal
milling machine, motor driven. Also Garvin X<>s. 14 and 15
plain milling machines, motor driven. Engravings of the various
types of milling machines are presented together with a general
description of them.
National Cellular Steel Company. 27 William street. New York,
N. Y. — This company, which is the manufacturer of a new steel
fireproof building material for floors, doors, partitions, box cars,
et ... of modern fireproof construction has issued an illustrated
pamphlet describing its product, which it designates as cellular
steel. The western representatives of the company are S. P.
Holmes & Co., 280 La Salle St., Chi cag
Arnold Company. 181 La Salle St., Chicago. — A paper entitled
"What is an Engineer Constructor' which was presented before
the electrical section of the Western Society of Engineers on No-
vember 16. 1906. by George A. Damon, managing engineer of the
Arnold Company, Chicago, has been reprinted in pamphlet form.
An abstract of this paper was presented in the December issue of
the Electric Railway Review.
American Blower Company. Detroit, Michigan. — Catalogu. No.
206 gives a description of the vertical self-oiling steam engine, de-
signed to fill the demand for a small high speed engine. The cata-
logue presents engravings from photographs of the various types
of engines, together with tables showing sizes, net and g
weights and cost and also a table of horsepowers,* and in addition
a general description of the points of superiority are briefly indi-
cated and the more important parts of the construction are de-
scribed in detail. Engravings are also shown of a number of parts.
Buffalo Forge Company, Buffalo. N. Y. — A 4-page pamphlet
has just been issued by this company to call attention to the Buf-
falo air washer. The washer is designed as an adjunct to the
Buffalo fan system of heating and ventilating and it is said to
remove all dust or smoke from the air entering a ventilating sys-
tem, to regulate the humidity of the atmosphere in a building and
to reduce the temperature in summer over SO per cent of the initial
difference in temperature between the air and the cooling water
used. The Buffalo Forge Company also issues a 361-page cata-
logue of standard size, describing the air washer and humidifier.
CONDENSERS FOR IMPROVING TELEPHONE SERVICE.
Many street railway companies have telephone lines in use for
other purposes than dispatching. Some such lines consist of a
single metallic circuit on which from 25 to 30 telephones are
bridged, the different stations being signaled by means of code
rings. It frequently happens that through carelessness the receiver
is left off its hook, or after a given station has signaled over the
line for a distant station, some one. other than the station desired.
"listens in." This puts the secondary of the induction coil and
the receiver across the line, forming a shunt which it is Impossible
to ring past. The receiver offers a resistance of about 70 ohms
and the secondary of the induction coil a resistance of about 35
ohms, making the total resistance of the shunt only 105 ohms.
The Kellogg Switchboard & Supply Company. Chicago, to re-
lieve such troubles is promoting the sale of a small ^-micro-farad
condenser which may lie connected in the secondary circuit of the
Ingersoll-Rand Company. 11 Broadway, New York, N. Y. —
"Some Economical Applications of Compressed Air in the Cotton
Industries" is tie title of a pamphlet (Form 41m recently issued
by this company.
Locknut It Concern. 515 East Sixty-third St.. Chicago. — This
concern equips nuts and bolts with a nut-lock and lias issu d a
small pamphlet showing a design of its lock, its method of opi ra-
tion, advantages claimed for it and giving tin cost.
Automatic Oil Cup Company, 155 Huron St., Milwaukee. Wis. —
This company has published ■., bulletin describing tic Bangs auto-
matic oil cup which is the invention of Mr. E. D. Bangs of .Mil-
waukee. The oil cup ned to feed oil to journals in era
the quantity needed. It is simple and compact in mechanical con-
tion, being made entirely of aluminum, brass or iron.
Allis-Chalmers Company, Milwaukee, Wis. — Bulletin No. 1044
deals with the subject of the II Ward Leonard System of Mul-
tiple Voltage Control for Variable Speed Motoi ." Oomplel
scrlptive matter, together with diagrams and a number of half-
tone engravings showing machines driven by Allis-Chalmers mo-
tors, operated on the H. Warn . system,
are presented. I in No. 115 Is an Insti iok entitled
"Directions for Erecting Car.- Elevator! This is a companion
publication to Bulletin No. 1115 which describes the Gates rock and
ore br-aker. Bulletin No. 1038 describes Allis-Chalmers alternat-
Small Condenser for Improving Telephone Service.
.one in series with tJ secondary 0
oil This condenser, known as No. 10, is made of tin-foil
and rice paper, like ordinary telephone condensers, and is quite
iches (including Is) by
1'. by •"■■ inches. The manufacturer furnishes this condenser as a
part of Its telephone sets, or separately. For the latter purpose
the Kellogg company furnishes a small brass strap to hold the
comi' phone cabin.
ondei ■ ' as follows: The fri i telephone
ringing current as generated by ; ■ t i ordinary hand generator at
lie usual rate of turning the crank is about 1,000 cycles per mln-
242
ELECTRIC RAILWAY REVIEW
Vol XVII, No. 7.
nt.. To current of this frequency the condenser offers an impe-
dance of about 10,000 ohms so that when tin- receiver Is down the
ringing current is not shunted. On the other hand, the frequency
of voice currents is so high that these currents pass through the
condenser very readily and the efficiency of the receiving circuit
is in no way affected.
CLIMAX FARM CROSSING GATES.
LYON SHEET-STEEL GEAR CASES.
The I. yon sheet-stcd gear case has proven itself to be a good
investment for electric railways. These Btaeet-steel cases weigh
from 75 to 100 pounds less than those of cast iron and therefore
reduce the weight on cars from one to four times such amounts,
ii ding to the number of motors used. The lightness of this
type of rase also facilitates the work of handling in repair pits.
The criticism has been raised that sheet-steel gear cases were
too light, but it is thought that an examination of the accompany-
ing illustration showing the top section of the Lyon sheet-steel
gear case will show that the case as a unit is especially strong,
being reinforced at points of strain by properly designed brackets.
For some time the demand for these cas s has been such that
their manufacturer, the Lyon Metallic Manufacturing Company.
has been unable to supply the demand of its sales agent, the Elec-
tric Service Supplies Company. Recently the manufacturing com-
pany's plant has been quadrupled in size and it is now stated that
orders for gear cases can be promptly filled.
These sheet-steel gear cases have made such a successful rec-
Lyon Sheet-Steel Gear Case.
ord that the Electric Service Supplies Company offers to send
sample cases to those railway companies that desire to have them
for 90 days' trial.
THE ANDERSON TIME SWITCH.
The Albert & J. M. Anderson Manufacturing Company, Boston,
Mass., has perfected a mechanical time switch that embodies
many points of superior merit. Such switches are found to be
of much use in many places where it is necessary to open or close
electric circuits at definite predetermined hours.
The parts of a first-class time switch are three in number: the
switch, the mechanism which opens and closes it; the time-con-
trolling element, which is necessarily a clock of some form.
The Anderson switch mechanism consists of two pivoted arms
carrying laminated contracts and arcing contacts after the fashion
of approved circuit-breaker construction so that there is no par-
tial or imperfect contact possible. The contact mechanism is
housed in a slate enclosure in a separate compartment of the box,
and is fireproof. The lower or entering contacts are each sepa-
rated from the jaws of the switch a distance of over an inch when
the switch is open. The circuit is opened horizontally instead of
vertically, thereby minimizing the chance of maintaining an arc.
The propelling mechanism consists of a heavy spiral spring,
equipped with two trains of gears. One of the spindles of one of
these trains is equipped with a crank and connecting rod, the con-
necting rod being utilized to force the toggle of the switch up or
down. A flyer on this train engages with an escapement that per-
mits the crank to make a half revolution at a time. The con-
noi ting rod of this crank has a slotted joint with the toggle, so
that the parts can have some momentum before they are called
upon to do any work, thus rendering the action more certain.
The propelling mechanism is so arranged that it can be set
to trip at any hour of the day or night, and by means of an
auxiliary dial, graduated to the days of the week, the switch can
be set so that it becomes inoperative any day of the week desired.
The apparatus is controlled by a clock of the best manufac-
ture, which can be set and regulated as any ordinary clock, and
needs to be wound but once a week. All the parts of the clock
and switch are enclosed in a cast iron box. waterproof and dust
tight, the door being fitted with a rubber gasket. A Yale lock
insures that the switcli is out of reach of meddlers.
The Climax Stock Guard Company, Chicago, 111., and Canton.
ii. has recently taken on a line of farm crossing gates which,
though embodying the same general principles, are yet made
in a variety of forms to adapt them to specific requirements. Some
of the styles are illustrated herewith. The gates are not an
experiment, but have been used for a number of years on some of
Farm Crossing Gates — Climax No. 1.
the principal railway lines and reports from users have been ex-
ceptionally favorable.
The Climax gate. No. 1. is an adjustable swinging gate that
can be readily moved up or down at the outer end and at the
same time be swung in either direction. The main frame is made
of rolled steel tubing which is trussed by means of a cable at-
tached to the inner end of the main frame and by means of a
sliding ring to the central tube forming the longitudinal member.
The sliding ring connection enables the outer end cf the gate to
be raised to clear uneven ground or snow and to be easily de-
pressed when the obstruction is cleared. The hinges are made of
heavy iron eyebolts encircling the hinge of the main frame.
Eureka gate No. 4 has a tubular frame of Z-form with braces
Farm Crossing Gates — Eureka No. 4.
at the angles, and, it is said, will stand a very heavy strain before
yielding. There being no lower frame member, there is nothing
except the lower wire to catch snow, and the gate therefore serves
in winter as well as in summer, and on account of the lightness
of the construction the gate is not liable to be affected by the wind.
The weight is about 50 pounds and it is stated that gates in ser-
vice for 20 years have shown no serious deterioration from rust.
The Novelty gate differs from those before described in having
a wooden frame composed of three members, the central longitu-
dinal member being hinged to each of the end members. The wires
are attached to stretchers at the hinge end for the purpose of tak-
Farm Crossing Gates — Novelty No. 8.
ing up slack and also for adjusting the gate to swing over sloping
or uneven ground. The horizontal member is made up of two
2x4-inch pieces spiked together, the edge of one against the side
of the other, and all castings are of heavy malleable iron.
All of these gates are made in various sizes and with any
desired wiring.
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postoffice, Chicago, III., as Second-class Hatter.
Subscription in advance, including special dally editions published from
time to time In places other than Chicago, postage free, $2:
Foreign, So; Single Copy, 10 cents.
Vol. XVII, No. 8
New Vork: 150 Nassau Street
CHICAGO, FEBRUARY 23, 1907
Whole No. 200
TABLE OF CONTENTS.
Editorial:
— Philadelphia Plan Is Approved 243
— South Side Elevated Maintenance 243
—The Chemist and the Boiler Plant 243
—Effect of Transfers on Traffic 244
— Transfer Case in Massachusetts .■ 244
— Transfer Privilege Abused 244
— The Woo'dlawn Accident on the New York Central 244
— Amount of Maintenance and Depreciation Charges 245
— Constant Voltage for Car Lighting 246
Annual Report Chicago City Railway Company 247
Maintenance and Depreciation Charges of the Chicago LTnion
Traction Company 247
Proposed Chicago-St. Louis Line of the Illinois Traction System. 250
New Power Station of the Illinois Traction System at Peoria,
111. By C. S. Johnson. (Illustrated) 251
Electric Arc Headlights. By P. Lindeman. (Illustrated) 255
Dining Car. Montreux-Bernese Oberland Electric Railway. By
Dr. Alfred Gradenwitz. (Illustrated) 255
Low-Fare Controversy in Minneapolis 256
Interviewing Accident Witnesses. By F. W. Johnson. (Illus-
trated) 257
Ash-Handling Business of the Brooklyn Rapid Transit Com-
pany. (Illustrated) 261
Philadelphia Rapid Transit Directors Approve Merchants' Plan. 262
Will Present Facts to Legislature 263
A Plow Car for Street Surfacing. (Illustrated) 263
Piping and Power Station Systems. XXX. By W. L. Morris
M. E. (Illustrated) 264
Recent Electric Railway Legal Decisions 266
News of the Week 26^
— Legislation Affecting Electric Railways 26S
— General Harries on 3-Cent Fares 26$
— Chicago Traction Developments 268
— Mr. Shonts on New York Rapid Transit 268
— Wreck on the New York Central Electric Line 26S
— Rapid Transit Affairs in New York 269
Construction News 270
— Franchises 27"
— Incorporations 271
— Track and Roadway 271
— Power Houses and Substations 272
Personal Mention 2.73
Financial News 274
Manufactures and Supplies 275
—Rolling Stock 275
— Shops and Buildings 275
— Trade Notes 275
— Advertising Literature 277
Homer Commutators 277
Blake Tube Flux. (Illustrated) 277
Developments in the Organization of the Ohio Brass Company. 277
The National Window Fixtures. (Illustrated) 278
Recording Fare Registers. (Illustrated) J7*
The directors of the Philadelphia Rapid Transit Company
have decided to recommend to stockholders the adoption, after
a few changes, of the plan suggested by the
Philadelphia Retail Merchants' Association for settlement
Plan is of the traction problem. In his letter to the
Approved. merchants' association announcing this de-
cision, the president of the company, Mr.
John B. Parsons, suggests, as it is generally conceded that a
new contract should be entered into with the city, that some
determination be reached as to the advisability of action by
the legislature, which will give the city undoubted power to
act with freedom as to terms. The plan offered by the Trades
League was not seriously considered by the directors because
it would involve violations of the contracts and leases between
the Philadelphia Rapid Transit Company and the 50 or more
underlying companies. A new plan containing the modifica-
tions which the company believes should be made in the mer-
chants' plan will be submitted soon. The result of the pro-
posed re-adjustment of relations between the company and
the city will be the investment of large amounts of capital
for improvement of the service. If a satisfactory arrangement
is completed, the company believes that new capital can be
secured upon fair terms.
The analysis of operations of the South Side Klevated rail-
road of Chicago for the last 10 years, which was published
in the Electric Railway Review of Febru-
South Side ary 9, 1907, showed an increase in expendi-
Elevated lure for maintenance of way and struc-
Maintenance. per mile of structure from |2,656 for
11 months of 1897 to $9,110 for the year
1906. At our request Mr. Marcellus Hopkins, the president
and general manager of the road, has sent us the following
in explanation of the large increase in this item of expense:
"The 1897 report showed only 11 months' operation. The rail-
road was only four years old, and few repairs were required.
The South Sid<- Klevated Railroad Company commenced im-
mediately to re-equip the road with electricity, making an
up-to-date road of it. A great many things were added, in
the shape of storage batteries, conductor rails, etc., all of
which required attention. In addition, there is quite a
charge for repairs to buildings. Many of these buildings are
tenement houses which, in buying right-of-way for our vari-
ous branches, were acquired; and for convenience in book-
keeping, these, together with storage batteries, etc., are
listed under the head of 'maintenance of way and structure.'
In 1897 no rails or ties were required. Since then, as the
road grows older, these repairs have to be made. The road
in 1897 had just been taken out of the hands of the court.
It is assumed that the receiver turned over the property in
good repair, consequently the repairs for 1897 were light."
The Chemist
and the
Boiler Plant.
Although the chemist is now recognized as an important
member of the engineering staff of a large power station,
his importance in a small plant has not
been properly recognized. It is generally
thought that all that is necessary, in locali-
ties where the feed water is poor, is to
send away a sample, have it analyzed, and
then buy a couple barrels of some good boiler compound.
In many plants more money is wasted in experimenting with
boiler compounds than would be necessary to pay a compe-
tent chemist who could direct the proper use of such chemi-
cals and the treatment of the water. Further, when prop-
erly looking after the feedwater in plants, the chemist can
watch the circulating water as well, and in many instances
the cause of pitted and leaky condenser tubes could be ascer-
tained. Testing the coal — which can then be bought under
specifications — is another important part of the chemist's
work and one which, in most cases, will pay a high rate of
Interest on the money invested in an expert. The chemisi
can very materially assist the head stoker by making fre-
quent flue-gas analyses, and by this means determine when
the proper combustion is being maintained. An analysis of
ih" ashi's also is of value and serves as a check upon the
244
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 8.
stoking. There are many other ways in which the chemist
can make himself useful and valuable to a small company.
There are always oils and many other supplies and materials
which are bought under certain specifications and without
the chemist the purchaser, in most cases, does not know
what he is getting.
the journey, on account of the waits for connections and the
time consumed in changing cars; it opens the way toward
abnormal concentrations of traffic at undesirable times and
places, and establishes new loopholes for abuses which an-
nually cost an operating company a considerable loss of
revenue.
The transfer problem in large cities is one of the most
troublesome matters with which street railway manage-
ments have to deal. It is doubtful if
Effect of there is ever a time when agitation on
Transfers the part of the public for more extended
on Traffic. transfer facilities is entirely quiescent.
The effect of extended transfer privi-
leges upon traffic is a very uncertain affair. The pub-
lic generally believes that crowding of cars will be
diminished by the creation of new transfer points, where-
as it often happens that crowding is increased in such
cases. The quality, appearance and general comfort of the
cars at transfer points are really powerful factors in the sit-
uation, and with some properties there is a growing belief
that all the cars running on the same general routes should
be of the same general design. Otherwise, for example,
the public will overcrowd the larger semi-convertible or
through cars, leaving the single-truck locals but partially
filled.
A recent case in Boston which was heard by the Massa-
chusetts Railroad Commission well illustrates the public
idea that extended transfer privileges are
Transfer certain to relieve crowding. A number
Case in of residents of Arlington petitioned the
Massachusetts. board that an additional transfer sta-
tion be established at the North Cam-
bridge car house of the Boston Elevated system. It
was claimed by the petitioners that there would be less
crowding of cars if this were done, as any Arlington
passenger, finding his own cars crowded on the Boston side
of the North Cambridge car house, could ride to North Cam-
bridge by other lines, changing at the latter point for his
destination and continuing his journey in greater comfort.
In remonstrance the company pointed out that there are
already three points between the business center of Boston
and Arlington where passengers traveling via the Back Bay
and Harvard Bridge lines may transfer in the same general
direction. It was stated that the establishment of a fourth
transfer point would be objectionable for the reason that
it would tend to increase the crowding of lines already busy.
The company recognized that there was no practicable way
of keeping local patrons from taking through cars for short
riding, but pointed out that the needs of the larger residen-
tial districts are a considerable factor in the provision of the
frequent service which is given.
The final solution of any transfer scheme acceptable to
an operating company and its patrons must rest upon effect-
ing the greatest good for the greatest
Transfer number. There is no question about this
Privilege in the minds of transportation experts.
Abused. Without passing upon the merits of
the preceding case, it is nevertheless
instructive to note the recurrence of the old problem
of local versus through service, and the difficulty of
establishing any system of transfers which will satisfy
every resident of a given territory. In cases where large
and handsome cars of new design tend to become over-
crowded by local passengers, about the only positive remedy
seems to be the standardization of all the rolling stock pos-
sible in a given section of the system. Generally speaking,
the elaborate extension of transfer privileges tends to cut
down the speed of transit from the beginning to the end of
THE WCODLAWN ACCIDENT ON 1 HE NEW YORK CENTRAL.
It is to be regretted that the initial operation of such a
magnificent work as the electrified New York Central termi-
nals should have been attended by the disastrous accident of
February 1G. Lessons of great value to this and similar
projects will be learned from the investigations of the acci-
dent, but these are had at the high price of life and property.
The accident to a local train on the electrically-equipped
tracks of the New York Central, which caused the death of
21 persons and injury to 140, happened on a 3%-degree curve
near Woodlawn. The investigations are not yet far enough
advanced to define the cause, but the general impression is
that the train entering the curve at an excessive speed caused
the rails to spread.
The track rail on the 3V&-degree curve was elevated 4%
inches, which is quite sufficient for the safety of ordinary
rolling equipment moving at the rate of 60 miles an hour,
and if the wreck is to be attributed to insufficient super-
elevation of the outer rail, the speed must have been far in
excess of 60 miles an hour. It is understood that the sched-
uled speed of the train in the locality of the wreck was 57
miles an hour. The train was delayed six minutes at Mott
Haven and it is probable that from that point on a speed
in excess of 60 miles was obtained in order to make up time.
With the two powerful electric locomotives it is possible to
accelerate such a light train more than twice as fast as the
best steam locomotives could do it, and it is quite probable
that the train entered the curve at a speed much in excess
of the safe limits. It does not appear that any limitation
had been made on speed and no means were provided for
indicating to the motorman how fast he was running. It was
a matter of common experience when the old steam engi-
neers were in training for motormen on these electric loco-
motives that they were deceived as to speeds, and that they
were running very much faster than they had thought.
The engineer of maintenance of way testified at the cor-
oner's inquest that one of the rails on the outside of the
curve had been sprung sideways and the spikes sheared off.
The third rail was torn up and bent and some reports
say that it entered one of the coaches. It has been assumed
that the injury to this rail was caused by a broken collector
shoe catching under it, and the initial cause of the accident
has been attributed to this by some railway officials. The
earlier forms of top contact third-rail shoes were supported
by cast iron links of such cross section that in event of
derangement of the third rail the links would break and
free the shoe from the side-bar rather than permit the shoe
itself to break and catch on the rail. It would seem hardly
probable that this protective principle of design had been
neglected with the underrunning shoes. The effects of ex-
pansion and contraction frequently disturb the alignment
of the third rail and especially on curves, but it is difficult
to see, with the underrunning type, and on a curve, how an
injured shoe could have done otherwise than throw the rail
away from the wheels.
The New York Central has taken the greatest precau-
tion to see that the new electric locomotives would operate
safely on curves and on tests they have been operating at
speeds of 85 miles an hour on straight track and 7S miles an
hour on 2-degree curves, but it is doubtful whether they were
justified in allowing motormen to drive this powerful equip-
ment around curves at unlimited speeds as appears to have
been the case with the wrecked train.
The center of gravity of these electric locomotives is
February 23, 1907.
ELECTRIC RAILWAY REVIEW
245
unusually low and they have a long rigid wheel-base. It was
found in testing them on sharp curves at high speed that
they were rather severe on the track, and it will probably
be found that greater precautions must be used in their
operation than appear to have governed those hauling the
wrecked train. The various commissions which are now in-
vestigating the accident will doubtless get at the real cause
and it will not be sufficient to say that the accident could
have been prevented, but the conclusion must be that some
one has blundered.
AMOUNT OF MAINTENANCE AND DEPRECIATION CHARGES.
The investigations made by direction of the receivers of
the Chicago Union Traction Company, the particulars concern-
ing which are given elsewhere in this issue, should be found
of considerable assistance in determining what constitutes a
"reasonable charge for depreciation of plant and equipment."
In taking up this subject the company's engineers first made
a complete inventor}' of the property and estimated that to
provide for depreciation proper, that is, that reduction in value
and depreciation. On reflection it will be evident that these
two plans are in no sense antagonistic, but on the contrary
are complementary. In no instance can a percentage of gross
income be named which will be that needed to provide for
these charges, until the amount required has been determined
by an investigation such as was made in this case. However,
when the depreciation to be reasonably expected has been
estimated, and cost of ordinary maintenance has been shown
by experience, there are decided advantages in combining the
two charges and expressing the total as a percentage of gross
income.
First, this method removes all temptation to bicker over
what items should be classed as maintenance and what as
renewals, or to favor the repair account at the expense of
the depreciation reserve.
Secondly, to compute these charges as a certain propor-
tion of gross income is extremely simple, while the other
method of determining depreciation if accurately carried out
would involve a vast amount of bookkeeping.
Thirdly, to base these charges on earnings apportions them
according to the ability to pay and also in proportion to
Comparisons Between Chicago Union Traction Company and Gic's^ow Corporation Tramways.
For Fiscal Years ending August 31.
Maintenance of Track. Railwav and Equipment:
North Chicago, 1904
1905
1906
West Chicago. 1904
1905
1906
Depreciation of Plant and Equipment:
North Chicago. 1904
1905
1906
West Chicago. 1904
1905
1906
Total Maintenance and Depreciation:
North Chicago. 1904
1905
1906
West Chicago. 1904
1905
1906
Glasgow Tramways (Tear ending May 31. 1906):
Maintenance. 1906
Depreciation. 1906
Maintenance and depreciation. 1906
Gross Original Per Mile Per Rev- Per
Income. Cost. of Track enue Pas- Pas-
Per Cent Per Cent Operated, senger, senger.
of of Dollars Cents Cents
12.20
9.98
10.06
12.26
10.33
10.70
9.80
12.02
11.94
11.74
13.67
13.30
22.00
_"J III!
22.00
24.00
24.00
24.00
14.55
20.69
35.24
7.08
' '^18
5.69
"s.ie
12.77
ii.94
• 4.18
« 5.92
•10.10
4.099
3,429
3.748
3 292
2,995
3,418
3,295
4,132
4,448
3,153
3,962
4 251
7,394
7,561
S.196
6.445
6,957
7.669
3 543
4 911
S.364
0.621
0.508
0.511
0.622
0.523
0.541
0.499
0.611
0.607
0.596
0.693
0.673
1.120
1.119
1.118
1.218
1.216
1.214
0.376
0.303
0.301
0.378
0.307
0.316
0.302
0.366
0.357
0.362
0.407
0.394
0.678
0.669
0.658
0.740
0.714
0.710
0.279
0.398
0.677
Per
Car-
Mile.
Cents
3.22
2.75
3.01
3.16
2.86
3.05
2.58
3.32
3.57
3.03
3.78
3.79
5.80
6.07
6.58
6.19
6.64
6.82
3.08
4.3S
7.46
Per
Car-
Hour,
Cents
24.79
21.26
22.71
24.27
21.87
23.32
19.9"2
25.62
26.96
23.25
28.92
29.00
44.71
46.88
49.67
47.52
50.79
52.32
21.99
31.26
53.25
•Per cent of capital accounts May 31. 1905. with one-half of additions for succeeding year added.
or usefulness which is not compensated for by current main-
tenance and repairs, there should be charged annually a sum
equal to 6.20 per cent of the original cost of the physical
property. A subsequent examination into the same matter
was made by independent engineers and accountants, Messrs.
Stone & Webster of Boston, and their recommendations were
approved by the court having jurisdiction of the property, and
have been followed by the receivers for over three years.
This second estimate placed the annual depreciation at 5.65
per cent of the original cost of the physical property. Refer-
ence to the detailed statements shows that over four-fifths
of this difference is due to differences in the estimated life
of power plant buildings and of cable-driving machinery.
Strong arguments can be advanced in favor of the higher de-
preciation charges recommended by the company's engineers,
especially if consideration be given to the fact that improve-
ment in the art may cause apparatus to be superseded before
its usefulness is ended by wear, as was actually the case with
this company's cable power stations. The important conclu-
sion to be drawn from the close agreement of the two esti-
mates is that the average life of the physical property of an
urban street railway under such general conditions as obtain
in Chicago is from 16 to 18 years and that six per cent of
the original cost is very nearly the proper annual allowance
for depreciation.
It had been the intention to base depreciation charges on
the original cost, but on the recommendation of Stone &
Webster the court decided that it would be better to set aside
a fixed proportion of gross income to pay for both maintenance
the wear and tear which under normal conditions may be
expected to increase as the earnings increase.
It is believed that the policy of the Glasgow Corporation
Tramways committee in providing reserve funds is regarded
by American accountants generally as an ideal toward which
all street railways should strive, and therefore comparison
of the Chicago Union Traction Company's reserves with those
for the Glasgow lines should be of especial interest. The
income, mileage, passengers, etc., for these properties (last
complete fiscal year) are as follows:
North
Chicago.
Gross income $3,543,176
.Miles of track operated 95.1
Revenue passengers 69,716.881
Total passengers 118,533,806
Total car miles 12 107,494
Total car hours 1,569.392
Income per passenger, cents 2.95
In the larger table the maintenance and
West
Chicago.
$6.624.36S
207.3
130.863.648
223.912.157
23.231.597
3,038.625
2.96
Glasgow.
$3,997,973
168.5
208.059.S33
18,886,910
2.646,512
1.92
depreciation
charges for the two Chicago companies and for the Glasgow
lines have been expressed in a number of different units. Re-
ferring to that table, it will be remarked that while the Glas-
gow lines require 35.24 per cent of gross income for main-
tenance and depreciation as against an average of 23 per cent
for the North Chicago and West Chicago, the corresponding
figures per mile of track operated, per total passenger, per
car-mile, and per car-hour are so close that their agrement is
striking. Conditions are so different in the two cities that
no conclusions are ventured as to whether any of these units
offer a basis for computing depreciation that would have wide
application. Were there available similar data for other com-
246
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 8.
panies it would be an easy matter to determine whether the
close agreement in the figures shown for these two properties
is more than a coincidence. But while some companies pub-
lish reports in which the expenditures for maintenance and
repairs are separated from other operating charges, and a
few show reserves for depreciation and renewals, there are
verj few which make public all the data needed for such a
comparison as that here made between Chicago and Glasgow.
In the new ordinances under which, in all probability, the
Chicago street railways will be operated, the minima of the
sums to be expended or reserved for maintenance and for de-
preciation have been fixed at 6 and 8 per cent, respectively,
of the gross receipts, but it is specified that the companies
shall expend all that may be necessary on these accounts.
If these minima, which together amount to only 14 per cent
as compared with1 the 23 per cent (on an average) charged
<on these accounts during the last three years by the Chicago
Union Traction Company, are sufficient for the purposes in-
tended it means, (1) that the plant and equipment of the
near future will be about 65 per cent more durable than that
heretofore used, (2) that the carrying capacity of an equiva-
lent equipment will be this much greater, (3) that by improve-
ments in operation increases in receipts and reductions in ex-
penses for a given traffic can be effected to make up the dif-
ference, or (4) that there may be a happy combination of all
three.
There may bo some question as to whether these mini-
mum percentages specified will be sufficient, but the trans-
portation committee of the Chicago city council, the repre-
sentatives of the street railway companies and their advisers
who framed these ordinances are deserving of the highest
commendation for what has been accomplished in establish-
ing depreciation as an operating expense, and providing that
the reserves are to be held in cash. The separation of main-
tenance and repairs from depreciation and renewals will
doubtless make a great deal of work for the board of super-
vising engineers, but thorough discussions on mooted points
and decisions by a disinterested board will go far to develop
acceptable definitions and standards and mark the line be-
tween the two classes of charges. Also, this recognition of
sound principles should go far towards educating the public
to demand that the accounting of municipal undertakings be
put upon a similar basis.
CONSTANT VOLTAGE FOR CAR LIGHTING.
With the many refinements that are being introduced in
the latest types of rolling stock it would seem that more at-
tention might profitably be given to improving interior illu-
mination. The last few years have seen the electric head-
light advance until now the manufacturers have for distri-
bution types of arc and incandescent headlights that are
quite satisfactory for their various classes of service. Since
the time when oil lamps were replaced by 16-candlepower
incandescent globes five in series between the trolley and
the ground, practically no general advancement has been
made in the methods of lighting street car interiors. Very
recently, however, high-efficiency incandescent lamps have
been adopted for some cars. With these improved lamps
carefully disposed about the car the lighting is materially im-
proved, from both the passengers' and managers' standpoints.
In a paper on "Car Lighting" read before the Central
Electric Railway Association by Mr. R. C. Taylor of the Indi-
ana Union Traction Company (Electric Railway Review, Jan-
uary 26. 1907, page 128), the requirements of the lighting sit-
uation as regards interurban roads, which requirements are
also applicable to street cars, were stated as follows: "The
modern interurban car should have its lighting arrangements
so designed as to provide sufficient light at all times to give
the passengers an opportunity for reading with comfort." In
this statement especial attention should be called to the re-
quirement that light should be supplied "at all times."
It is obvious that with trolley lines the fluctuating volt-
age is the undesirable factor which must be overcome, if
incandescent lamps supplied from the operating circuit are
relied upon, before a continuously well-lighted car can he
had. With interurban lines operated by third rail still an-
other factor enters to interrupt the continuous illumination
of the car. On nearly all these roads the distance between
the collector-shoes on one side of a single car is less than
the length of the gap between the ends of the third rail at
highway crossings. As cars pass such crossings the current
supply to the car is broken. At night this prevents the
proper illuminating because the lights go out during the
short space of time necessary for the front shoe to reach
the rail which it is approaching after the rear shoe has left
the other rail.
Mr. Taylor suggests that the obvious remedy for any
fluctuation in the potential on trolley lines would be had by
inserting in the lighting circuit some form of regulator
which would maintain a constant potential on the lighting
circuit, irrespective of the fluctuations of voltage on the
trolley line. Several suggestions for accomplishing this de-
sirable condition have been advanced, but so far as known
none of these have met with very conspicuous success. One
such plan utilizes as resistance for the arc headlight a num-
ber of lighting circuits and the balance of the resistance for
the headlight circuit is obtained by feeding the current through
a number of specially designed arc lamps illuminating the in-
terior of the car. Still another method fo"r use on trolley
lines with fluctuating voltage includes a regulator in the car
which, as the potential falls, short-circuits a number of lamps,
thus maintaining a constant voltage on those left burning.
It would seem that the general demand for refinements
in car lighting should in the near future bring forth im-
proved apparatus or methods cf connection. Mr. Taylor sug-
gests that in the event that no satisfactory regulator is pro-
duced to supply the demand for better service, the matter
of having a constant potential on the lighting circuits is of
sufficient importance to warrant the adoption of an inde-
pendent motor-generator set for car lighting. In the design
of a new car this detail could be very nicely cared for by
combining the lighting generator as a part of the air motor-
compressor unit. The motor of the set could then be de-
signed to maintain a constant speed under a varying voltage
and be of such capacity as to run the air-compressor and a
generator supplying the lighting circuits. This generator
could be mounted on the motor shaft and no additional bear-
ings or frame would be required. By providing an air-
operated clutch which would throw the air pump in and out of
service to meet the demands for compressed air, the motor
and the generator could be connected to run continuously.
The generator would maintain a constant potential on the
lighting circuits, when driven at a constant speed by the motor
which would also drive the air-compressor when necessary.
It will be noted that with such a unit the potential of the
motor, lighting and headlight circuits could be unified and
the energy at present dissipated through headlight resistance
conserved. Mr. Taylor estimated that with interior lamps of
tho high efficiency type operating under the uniform condi-
tions as just stated, the net saving in energy per year would
be 2,815 kilowatt-hours per car. The suggested arrangement,
therefore, presents the pleasing prospect of affording an abund-
ant supply of unvarying illumination for headlight, tail-lights
and interior lamps; it also affords an estimated saving of
about $100 per year per interurban car. It is thought that the
added expense for variation from the present method of
lighting and operating the air-compressor would be about
$100 per car. This, then, would balance the financial items
and as a result highly improved car lighting would be ob-
tained.
February 23. 1907
ELECTRIC RAILWAY REVIEW
247
ANNUAL REPORTS.
Chicago City Railway Company.
The annual report of the Chicago City Railway Company,
presented at the meeting of stockholders on February 16,
showed gross earnings for the year 1906 of $7,ST1,126, an
increase as compared with 1905 of $549,046, or 7.5 per cent.
Charges for operating expenses, taxes, depreciation and in-
terest on floating debt were $6,146,304, an increase of $503,-
697, or S.93 per cent. The president, T. E. Mitten, says that
the increase in cost of operation was due largely to the in-
creased volume of business, necessitating more cars and
labor, to which were added the heavy track repair account
and the increased interest charges on borrowed money. The
large sums which are being expended for new cars and the
construction of power plants and other buildings made it
necessary to borrow money. Mr. Mitten made the following
statement regarding improvements:
The 200 cars purchased during 1905 having proved satisfactory.
100 additional cars of the same type were purchased and placed
in service.
The use of cable lines and horse cars has been discontinued
and all lines of the company are now operated electrically. In
order to meet the demand for increased power, occasioned by
operating the entire system electrically, marked additions have
been made to the substation power plants of the company. The
buildings have been enlarged in size and additional machinery
installed. The rated capacity of the generating plants and sub-
stations combined is now approximately 35,000 horsepower, an
increase of 10,000 horsepower.
A new paint shop, with a capacity of 150 cars, has been com-
pleted at Seventy-seventh street adjacent to the general repair
shops. A modern office building for use as divisional headquarters
has also been completed at the same location.
Two new car stations of large capacity and modern equipment
are in course of erection. Portions of the track on Twenty-sixth
street. Thirty-first street. Forty-third street, Forty-seventh street,
Fifty-first street, Sixty-third street, Ashland avenue. Halsted
street and Centre avenue have been reconstructed.
The eliminating of grade crossings still continues. This is
occasioned by the city ordinances compelling railroads in certain
sections to elevate their tracks and to cross the tracks of this
company by means of overhead bridges. The expense to this
company during the year as a result of this track elevation ap-
proximated $100,000; this expen'diture will be reflected later in
decreased operating exnenses, as faster schedules can be main-
tained, and the abolition of grade crossing accidents will result.
Material improvements in the fire risk at the several power
houses and other buildings of the company have been effected,
which have considerably lessened the possibility of loss by fire.
These changes have also served to decrease materially the rate
of insurance for the current year.
The statements of earnings, operation and equipment
compare as follows:
Income Account.
1906 1905 Increase
Passenger receipts $7,773,446 $7,240,671 $532,775
Receipts from other sources 97,680 81,409 16,271
Total $7,871,126 $7,322 0S0 $549,046
Operating expenses, taxes, depre-
ciation and int. on floating debt 6,146,304 5,642.607 503.697
Net income $1,724,822 $1,679,473 $45,349
Dividends 1,620.000 1,620,000
Surplus for the year $ 104,822 $ 59.473 $45 349
1906 1905 Increase
Earnings on stock, per cent 9.58 9.33 .25
Expenses, per cent of gross earnings 78.08 77.06 1.02
Passenger receipts per day $21,297 $19,738 $1,459
Operating Statistics.
Per Ct. of
Passengers cai i li d L906 1905 Increase
Pan passengers 156.177.363 145.500.483 7.34
Trim ngers 94.623.106 87.911.785 7.63
Fare and transfer passengers 250 800,469 233,412,268 745
.ii transfer t" fare passengers 60.59 60.42 ....
Average fare, all passengers 3.1 cts. 3.3 cts...,
Miles mi Single Trai
Tic 242. :,>; 184.39
84.71
Total 242.56 219.14 10.6
r. , Ct, of
Cai E> Ulpm nt— ,!""; Inoroas.-
82 5 pel - i "t tal 1.291 42.6
37.1 per cenl of total 767
eeni ol total 7
AH 2,065 23.
•Cabli and i equipment on hand ai I n
President Palmer C. Ricketts of the Rensselaer Poly-
technic Institute has announced that Mrs. Russell Sage has
given $1,000,000 to that institution.
MAINTENANCE AND DEPRECIATION CHARGES OF THE
CHICAGO UNION TRACTION COMPANY.
On July 1, 1899, the Chicago Union Traction Company
leased the properties of the West Chicago Street Railroad
Company and the North Chicago Street Railroad Company,.
the annual rentals being fixed at the equivalent of 6 per cent
upon the outstanding stock of the West Chicago and 12 per
cent upon the outstanding stock of the North Chicago. As
some of the stock of the two lessor companies was owned by
the lessee, these rentals involved annual payments (to others
than the lessee company itself) as follows:
On account of We-t Chicago stock $ 599,340
On account of North Chicago stock 710,400
Total $1 309,740
The Chicago Union Traction Company met its obliga-
tions for three years, but on April 22, 1903, it having become
apparent that the demand of the city that all rights claimed
by the company under the 99-year act be waived as a pre-
limiary to further franchise negotiations would seriously
embarrass the company, a petition for a receivership was
filed in the United States circuit court and receivers were
appointed by Judge Grosscup for the lessee and the two lessor
companies.
Shortly after receivers for these properties were appoint-
ed negotiations were begun with the object of modifying the
terms of the original leases, and what are known as "the'
amended leases" were agreed upon and approved by the
court, the amended leases becoming effective on September
1, 1903. Under the new leases the lessor companies for five
years were to receive all of the net profits from the operation
of their respective lines up to amounts equal to 4 per cent
on the stock of the West Chicago and 8 per cent on the stock
of the North Chicago; after five years (that is, with the year
beginning September 1, 1908) the lessor companies were to
receive all earnings up to 6 and 12 per cent, respectively, on
their stocks, and the lessee guaranteed that the rentals paid
would be the equivalent of at least 4 and 8 per cent respect-
ively on the West Chicago and North Chicago stocks.
Section 5 of the amended leases provided that:
There shall be deducted from the gross income of the de-
mised property, in order to ascertain the net earnings, the fol-
lowing items:
(f) A reasonable charge for depreciation of the plant and'
equipment hereby demised.
Prior to the execution of these amended leases the Chi-
cago Union Traction Company and its predecessors had ig-
nored the question of depreciation. Under the new arrange-
ment, however, this subject required attention and it was
determined to treat it in the most scientific manner prac-
ticable. As the investigation into this matter proved to be
vastly more important than had been anticipated by any of
the parties in interest, a full account of the methods pursued
and the results obtained will be given.
A complete inventory of the property was prepared as a
basis for determining the value on September 1, 1903, depre-
ciation being considered. Each item in the inventory was
considered separately and the best judgment of the com-
pany's engineers taken on its life and value. By reason of
the company's records of original cost and date of purchase
being incomplete in some particulars, the same method of
arriving at the value could not be followed with all classes
of plant and equipment.
In appraising track, it was surveyed section by section
and estimates made (1) as to the time to elapse before re-
newal would be necessary and (2) the cost to replace new
according to the old specifications, which was taken as the
original cost. Comparison of the record of the date of origi-
nal construction with the estimate as to date of renewal
gave the estimated total life in years. Then the annual
charge for depreciation necessary and the then value were
computed. It will be observed that this method, while it
248
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 8.
gives the property the benefit of the appreciation in value
that has occurred because of the rise in cost of materials
and labor, also imposes a proportionately greater depreciation
charge.
In regard to paving, the original cost was a matter of
record and the annual depreciation was based upon an esti-
mate of the number of years each class of paving will last.
Cars were assumed to have a life of 20 years, giving an
annual depreciation of 5 per cent of the original cost. An
estimate of the number of years each car could still be used
was made, and that number of twentieths of the original
cost taken as the then value.
In fixing depreciation on buildings other than power
houses, 2 per cent was assumed because it is the figure used
by the Chicago real estate board.
The property surveyed comprised the plant and equip-
ment for the operation of an aggregate of 302.4 miles of track
as follows:
Miles of Track. Electric. Cable. Horse. Total.
North Side 7*5.5 17.8 .8 95.1
West Side 170.9 29.8 6.6 207.3
Total 247.4 47.6 7.4 302.4
Exception to the allowance for depreciation thus deter-
mined having been taken by the stockholders of the lessor
companies the court retained Stone & Webster of Boston
to report upon the subject, and on September 28. 1904, the
following report was submitted to Judge Grosscup:
"In accordance with your request, we have investigated
the affairs of the' Chicago Union Traction Company so far as
they bear on the question of the amount of depreciation on
the properties of the North Chicago Street Railroad Com-
pany and the West Chicago Street Railroad Company for the
year ending September 1, 1904.
"We examined the physical property, investigated the
methods of accounting and carefully calculated depreciation
based upon the replacement cost, present value and proba-
ble life of the different items of the property of the re-
spective companies.
"Owing to the short time that was allowed for this work
we necessarily assumed that the inventory and other figures
submitted by the company were accurate.
"We believe we have included all the property with the
exception of the tunnel belonging to the West Chicago Street
Railroad Tunnel Company, the depreciation on which has
not been included in the figures given below. We understand
the federal government has ordered that the tunnels under
the Chicago river be lowered at once. In this case the de-
preciation on the tunnel will be outside of ordinary operation
and a matter which we think should be considered by Itself.
If you decide it necessary to allow a sum for depreciation on
the tunnel, we think a figure of $7,000 per annum, on the
basis of its continuance in use, a reasonable one and this, of
course, should be added to the figures submitted in this re-
port.
"In response to your request for a basis on which you
can figure depreciation for future years, we would say that
our figures show that about 22 per cent of the gross earnings
of the North Chicago Street Railroad Company and 24 per
cent of the gross earnings of the West Chicago Street Rail-
road Company should have been reserved for maintenance
and depreciation for the year ending September 1, 1904. and
we think these figures will be reasonably accurate for future
years. If these figures are adopted the process of arriving
at the depreciation for each year will be simply to deduct
from the percentage of gross earnings above described the
amounts expended by the respective companies on main-
tenance accounts for that year, the remainder so obtained
to be carried to a depreciation fund for that year.
"It might seem that a yearly depreciation based upon an
arbitrary percentage of gross earnings is not as accurate as
a figure based upon an arbitrary percentage of the replace-
ment cost of the property. On consideration it will be seen
that in basing depreciation on a single figure of percentage
of the total replacement cost of the property there are ad-
mitted many variable conditions brought about by changes
in the different items of property; that is to say, this year
a certain piece of track might be laid with 7-inch rail and
the depreciation for this year based upon the replacement
cost of the track laid with such rail. During the year, if
this track should be relaid with 9-inch girder, it would be
necessary to calculate annual depreciation on the replace-
ment cost of the new track.
"In addition to such variations it is necessary to take into
consideration the methods used in the accounting department
in discriminating between improvements, betterments and
maintenance and there is great likelihood of different opin-
ions on this matter from year to year.
"Taking all these things into consideration, our opinion
is that depreciation arrived at on a basis of an arbitrary
percentage of the gross earnings will be as accurate as de-
preciation arrived at by means of an arbitrary percentage
on the replacement cost of the property. Our experience has
been that increasing earnings require additional investment
in property and that for a term of years depreciation based
on gross earnings increases nearly proportionally to the
increase in property.
"From all the above we are of the opinion that a fair
amount to be set aside for depreciation and maintenance is
22 per cent of the gross earnings of the North Chicago Street
Railroad Company and 24 per cent of the gross earnings of
the West Chicago Street Railroad Company.
"The difference in percentages for the two railroads
may be accounted for by the greater earning capacity per
mile of the North Side lines."
The engineers submitting this report accepted the inven-
tory prepared by the company's engineers, and the principal
differences as to depreciation charges are comprised in three
items:
(1) The life of power house buildings, estimated by the
company at 20 years, was increased to 50 years, reducing the
annual depreciation charge by nearly $31,000.
(2) The life of the cable driving machinery, estimated
by the company at 15 to 20 years, was increased to 30 years
and the life of electrical machinery, estimated by the company
at 15 years, was increased to 20 years, these changes causing a
reduction in the annual depreciation charge of over $43,000.
(3) Small variations in the estimated life of a few pieces
of track resulted in a reduction of the company's annual de-
preciation charge of about $17,000.
In Table I are shown the estimated life of the various
classes of property as fixed by the company and by the inde-
pendent engineers.
Table I — Estimated Life of Plant and Equipment.
-Life in Years-
Property. Company. S. & W.
Track: Electric (average) *12.S5 13.86
Cable (average) *14.53 14.58
Horse (average) *12.29 12.29
Paving: Granite block 16 16
Cobble stone 25 25
Cedar block 6 6
Asphalt 10 10
Brick 7.69 7.69
Trolley wire: No. 0 7 7
No. 00 10 10
Poles, iron 20 20
Power plant machinery: Cable 15 to 20 30
Electric 20 50
Fower plant machinery: Cable 17.5 30
Electric 15 20
Cars 20 20
Electric car equipment: Edison 10 . 10
Siemens-Halske ... 10 10
G. E. 800 12 12
G. E. 57 15 15
Buildings other than power houses 50 50
Shop machinery 20 20
•The range in the company's estimate was: Electric, 7 to 20;
cable. 11 to 19; horse, 11 to 25.
In Table II are shown summaries of the original cost and
of the annual depreciation on each class of property.
The few differences between the two estimates are as
follows:
Reduction Made in Company's Estimate.
West. Total.
$ 8,428.20 $16,863.09
19,986.36 30,808.14
29.370.56 43,072.51
630.00
Property. North.
Tracks $ 8,434.89
Power house, buildings 10,821.78
Power house, machinery 13,701.95
Sundries 630.00
Total " $91,373.74
The depreciation charges recommended by the company's
engineers were 6.20 per cent of the estimated original cost for
both North and West Side lines. In percentages of the gross
receipts they were 10.69 for the North Side and 12.30 for the
West Side.
The reduction of the total depreciation charge by the
February 23, 1907.
ELECTRIC RAILWAY REVIEW
249
West.
All Lines.
5.68
5.65
11.26
10.67
$91,374 shown in the preceding table changed these percen-
tages to the following:
Percentage of — North.
Original cost 5.59
Gross earnings 9-64
Having estimated the proper charges for depreciation,
Stone & Webster analyzed the maintenance accounts of the
company in order to determine what the total charge on ac-
count of maintenance and depreciation should be in terms
Table II — Estimate of Original Costs and Depreciation Charges.
North.
West.
Annual Depreciation
(as adopted).
Miles.
Original
Cost.
Miles.
Original
Cost.
North.
West.
Track:
Cable
76.5
17.8
.8
28.9
25.7
32 2
4 6
1.9
$ 883,793
817,848
8,171
298,597
202,151
166,480
56,498
17,280
16,837
156,527
112,476
248,250
357,749
447,000
891,322
191,495
21.068
612,825
170.9
29.8
6.6
65.6
44 6
86.0
2.7
2.2
$1,985,671
1,375,639
71,065
67S.132
350,752
445,309
32,441
19,440
39.985
322,434
124,760
541,452
644,644
661.000
1,962.230
408,205
17,816
1,358,820
$ 61,067
60,005
667
1S.662
8,086
27.747
5,650
2,246
2,2*8
7,826
2,250
4,965
17,887
14,900
44,566
15,929
963
12,347
$145,902 ]
90,458
15,779
Paving:
Granite
CobbleStone... .
Cedar Block . .
Asphalt
Brick
42,383
14,030
74,218
3,244
2,527
Poles
5,053
16,122
Power plant build-
ings:
Cable
Power plant ma-
chinery:
Electric
Cable
2,495
10,829
32,232
22,033
98,111
Electric car equip-
33,419
Tools, machinery. .
Buildings and im-
provements.
891
27,176
Total
$5,506,367
$11,039,795
$308,053
$626,905
of gross receipts. The conclusion reached was that there
should be expended or reserved for the year ending August
31, 1904, on account of maintenance and depreciation 21.77
per cent (taken as 22 per cent) of the gross earnings of the
North Side lines and 23.70 per cent (taken as 24 per cent) of
the gross earnings of the West Side lines.
However opinions may differ as to the estimate to place
sence of experience with railway power plants 50 years old,
the estimate of 20 years is to be preferred rather than the
one of 50 years.
In Table III are shown abstracts of the income and ex-
pense accounts of the Chicago Union Traction Company for
the fiscal years ending August 31, 1904, 1905 and 1906. In this
table is also shown an abstract of the similar accounts of the
Chicago Consolidated Traction Company for the same period;
this is a matter of interest in this connection as the Union
Traction lines have to carry the deficit of the Consolidated.
In Table IV are exhibited the summaries of the depre-
ciation and maintenance charges of the North and West Side
lines for the same three fiscal years. It will be observed from
Table III that when the balance available for depreciation and
rentals has been less than the accepted depreciation charge
no deficit was shown. In Table IV the amounts of these
deficits on account of what may be called "accrued deprecia-
tion" are shown and also the total of these deficits to date
of report for each company, and for the two combined. Under
the original leases this total deficit of $910,000 for the three
years would have been increased to $4,839,330, had deprecia-
tion been considered and the rentals a_ oed upon charged.
The percentages of gross receipts recommended in the
report quoted, 22 per cent for the North Chicago and 24 per
cent for the South Chicago, are to cover (1) maintenance
and repairs, and (2) depreciation and renewals. In determin-
ing the amount to be charged for "Depreciation" the process
is as follows: To "Gross Earnings from Operation" is added
"Total Miscellaneous Income." The named proportion of this
sum (22 or 24 per cent) is then taken for maintenance and
depreciation. The maintenance is found by adding the two
items "Maintenance of Way and Structures" and "Mainte-
nance of Equipment" (see Table III). This sum subtracted
from the named proportion of total gross income gives the
amount to be charged for "Depreciation" reserve.
So much for the past and present policy of the Chicago
Union Traction Company and the receivers in giving consider-
ation to depreciation.
The future policy has been prescribed in the new trac-
tion ordinances passed by the Chicago city council on Feb-
Table III — Abstract of Income and Expense Accounts, Chicago Union Traction Company and Chicago Consolidated Traction Company.
North Chicago.
West Chicago.
Consolidated Traction.
1904.
1905.
1906.
1904.
1905.
1906.
1904.
1905.
1906.
$3,138,903
35,611
$3,207,913
37,600
$3,245,513
$ 417,741
$3,479,920
38,084
$3,518,004
$ 417.357
$5,489,106
34,030
$5,523,136
$ 709,173
314,958
367,538
2,411,230
$3,802,899
$1,720,237
44,303
$1,764,540
$ 173,398
1,210,050
$1,383,448
$ 381,092
248,758
$ 132,334
132,334
$5,929,115
33,901
$5,963,016
$ 824,486
297,179
323,687
2,512,784
$3,958,136
$2,004,880
45,819
$2,050,699
$ 170,855
1,243,719
$1,414,574
$ 636,125
80,320
$ 555,805
555,805
$6,539,479
34,485
$6,573,964
$ 940,631
354,517
354,009
2,686,580
$4,335,737
$2,238,227
50,404
$2,288,631
$ 198,619
1,225,428
$1,424,047
$ 864,584
67,460
$ 797,124
797,124
$1,461,839
6,793
$1,468,632
$ 147,854
158,479
142,067
774,783
$1,223,183
$ 245,449
80,342
$ 325,791
$ 42,397
673,351
$ 715,748
*$ 389,957
$1,598,939
6,859
$1,826,090
7,469
Gross earnings from operation
$3,174,514
$ 337,404
152,114
237,677
1,391,283
$2,11S,478
$1,056,036
21,467
$1,077,503
$ 173,082
573,420
$ 746,502
$ 331,001
141,199
$1,605,798
$ 143,919
68,946
91,965
818,471
$1,123,301
$ 482,497
82,152
$ 564,649
$ 43,296
639.837
$ 683,133
*$ 118,484
$1,833,559
$ 160,683
134,266 1 144,566
191,811 211.888
142,917
143,837
1,373,766
$2,117,584
$1,127,929
22,939
1,411,883
$2,185,694
$1,332,310
25,172
$1,357,482
$ 219,912
582,401
866,972
$1,314,409
Net earnings from operation
$ 519,150
82,881
Gross income less operating expenses
Taxes
$1,150,868
$ 145,574
586,340
$ 731,914
$ 418,954
38,164
$ 380.790
380,790
$ 602,031
$ 55,489
649,521
$ 802,313
$ 555,169
35,519
$ 519,650
423,045
$ 96.605
$ 705,010
*$ 102,979
Less proportion deficit, Consolidated Trac-
Balance for depreciation and rentals.
$ 189,802
IV.I.MIJ
Balance applicable to rentals
♦Deficit.
on the life of cable power house machinery, considered theo-
retically, the fact that these plants have (since the appraise-
ment) been abandoned after an average service of only 16
years shows that, practically, having in view the hazard of
supersession the company's estimate of 15 to 20 years on cable
machinery was more nearly correct than the revised estimate
of 30 years. In regard to power house buildings, in the ab-
ruary 4, 1907, and passed over the mayor's veto on February
11, 1907, and which are to be submitted to the voters at the
city election to be held on April 2 next. In these provisions
for maintenance, repairs, renewals and depreciation are in-
cluded as follows:
(a) After the expiration of the three-year period of re-
construction and re-equipment during which the so-called "Im-
250
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 8.
mediate rehabilitation" of the property is to be carried out,
the companies are required:
( 1 ) To maintain the property in first-class condition, by
"making from time to time such expenditures thereon for
maintenance, repairs and renewals as may be necessary or
appropriate to give to the public first-class street railway
service in all respects."
(2) To expend for maintenance and repairs during each
and every year at least a sum equal to six per cent of the
gross receipts for the particular year. If this amount is not
thus expended, at the end of the year the unexpended bal-
ance is to be deposited with one or more banks or trust com-
panies for the purpose of being used whenever necessary for
such maintenance and repairs.
(3) To deposit with one or more depositaries, on or
before the fifth day of each and every month of each and
every year, a sum equal to eight per cent of the gross receipts.
PROPOSED CHICAGO-ST. LOUIS LINE OF THE ILLINOIS
TRACTION SYSTEM.
President William 1! MeKinley of the Illinois Traction
Company has announced that plans have been decided upon
for the construction at once of the much-talked-of electric
railway to connect St. Louis and Chicago. Of this distance,
130 miles, or approximately half, is now in operation, between
East St. Louis and Lincoln, 111.
From Lincoln the line will be extended this summer
north to Mackinaw in Tazewell county, intersecting at that
point with the line from Bloomington to Peoria, which is now
nearly completed. From Mackinaw the line will be extended
northeastward through Washington and Eureka, in Wood-
ford county to Minonk. in Woodford county; thence north
to Streator and Ottawa. Franchises in both Streator and
Ottawa were obtained last summer under the charter of the
Table IV — Depreciation and Maintenance
— Chicago
Union Trac
tion Company.
North Chicago Lines.
Ue>! Chicago Lines.
Year ending August 31
1904.
1905.
1906.
1904.
1905.
1906.
Total of "Gross earnings from operation" and "Total miscellaneous income"
$3,195,981
$ 703.116
3S9.791
S3.26S.452
S 719.059
326,077
.53.543,176
$ 779.499
356.454
55.567.439
SI .336.1 85
682.496
$6,008,825
$1,442,118
620.866
$6,624,368
Total maintenance and depreciation (22% of above for North and 24% for West)
$1,589,848
708.526
$ 313,325
189.802
$ 392.982
380.790
$ 423.045
519.650
S 653.689
132.334
$ 821,252
555.805
S 8S1.322
797.124
*$ 123.523
S 123.523
S 644.878
*$ 12.192
i 135.715
S 922.517
S 96.605
? 39110
S 910,110
*S 521 .355
S 521 355
*$ 265.447
$ 786.802
*$ S4.198
Excess accrued depreciatinn'over balance for depreciation and rentals to date ol
$ 871.000
♦Deficit.
which shall constitute "a reserve fund for taking care of re-
newals and depreciation" for the preceding month. Payments
from this fund for the purpose of renewals may be made on
the written certificate of the "Board of Supervising Engi-
neers." This board is to determine from time to time what
particular items shall be considered as renewals and what as
maintenance and repairs.
(b) It is stipulated that the amounts expended or re-
served, six per cent of gross earnings for maintenance and
repairs, and eight per cent for renewals and depreciation, are
minima, and that the companies' obligations to expend all
that may be necessary on these accounts are in no wise limit-
ed or lessened by reason of these percentages being named.
(c) The amounts expended or reserved for maintenance,
repairs, renewals and depreciation shall be considered a part
of the operating expenses. In event of the sale of the prop-
erty to the city or its licensee, the amount of the reserve
funds, or due to be deposited therein, shall become the
property of the purchaser.
A Wells-Fargo Express Company car recently began
operating over the Columbus Delaware & Marion Railway,
making two trips daily between Columbus and Marion, where
it connects with the Erie Railroad, over which the express
company operates. The Wells-Fargo company entered into a
contract with the Columbus Delaware & Marion several
months ago for this service and the express matter has been
handled by the company on its regular freight and combina-
tion cars.
The first sleeping cars operated on an electric line in
Illinois were operated over the line of the Illinois Trac-
tion System the night of February 14. 1907, one car leaving
East St. Louis for Decatur, and the other leaving Decatur for
East St. Louis. The two cars are duplicates and equipped
with 10 sections. 20 berths. There is the usual smoking
room for men and a dressing room for women. Instead of
curtains the berths are separated by pulling ;ip from the floor
a partition built on the plan of the roller top of a desk.
Peoria Streator & Ottawa Railway, both franchises stipulat-
ing that the line should be completed between the two towns
by October 1, 190S. From Ottawa eastward to Seneca the
Illinois Valley Railway, controlled by the same interests as
the Illinois Traction Company, is now in operation, thus ob-
viating the necessity of building.
Beyond Seneca the direction of the line has not yet been
determined, two alternative routes being presented, one to
Yorkville and the other to Joliet. By building the line from
Seneca to Yorkville it would be possible to connect with the
line of the Aurora Elgin & Chicago Railway, which operates
cars hourly into the center of Chicago in 2 hours and 25
minutes running time. A line from Seneca to Joliet could
connect with the Chicago & Joliet Electric Railway, whose
cars run on an hourly schedule from Joliet to the city limits
of Chicago at Forty-Eighth street in 1 hour and 25 min-
utes running time, connecting with the Archer avenue line
of the Chicago City Railway Company.
It is planned to build the sections from Lincoln to Mack-
inaw, from Streator to Ottawa and from Seneca to either
Yorkville or Joliet this summer, and to close up the gap be-
tween Streator and Mackinaw during 190S, with a branch
from Eureka to Peoria. By that time it is expected that the
company's proposed bridge across the Mississippi river at
East St. Louis will be completed, giving an entrance to St.
Louis. Franchise negotiations for a terminal line into the
heart of the city are now pending.
Thus if present plans are carried out it will be possible
by the close of 190S to travel by electric railway between
the two great cities of the middle west over a system whose
branches cover a large part of the state. The line is now in
operation from East St. Louis to Bloomington, with limited
trains and sleeping cars as far as Decatur. A line from
Champaign to Danville and Ridge Farm has been in opera-
tion for several years and construction between Decatur and
Champaign is progressing rapidly. Surveys are being made
for a line from Springfield to Jacksonville.
February 23, 1907.
ELECTRIC RAILWAY REVIEW
251
NEW POWER STATION OF THE ILLINOIS TRACTION
SYSTEM AT PEORIA, ILL.
BY C. S. JOHNSON.
After absorbing the street railway interests at Peoria.
111., and arranging to extend its interurban railway system
into Peoria, the Illinois Traction System found it advisable to
increase the generating capacity at Peoria.
The old generating station contains horizontal fire-tube
hand-fired boilers, non-condensing engines and 550-volt direct-
current generators; all belt driven excepting one 400-kilowatt
generator. The station has a total capacity of about one
thousand kilowatts. The new power station as contemplated
is to have an ultimate rated capacity of 8,000 kilowatts. Mr.
John A. Radford, Chicago. 111., is consulting engineer in charge
of the station design and construction.
The site chosen for the new station is ISO feet by 171 feet
6 inches, and about five hundred feet from the Illinois river.
and to make a complete shut down of the station unnecessary
in case of accident to any part the machinery, boilers and
piping, in so far as advisable, are arranged according to the
"unit plan."
The building is of fireproof construction. Steel is used
wherever desirable. All walls except those of the coal and
ash pit are brick, laid in cement mortar. All brick used is
vitrified paving brick (paving block size). The exterior sur-
faces and the faces of the walls in the turbine room are laid
in red mortar. The floors are steel-beam and concrete-arch
construction, the spans and size of beams being carefully se-
lected for the probable loadings in different parts of the sta-
tion. The roof is reinforced cinder concrete covered with tar
paper and gravel. AH skylights are % inch thick "rough'
transparent wire-glass.
All of the high-voltage electrical apparatus and connec-
tions are placed in what is practically a separate building,
there being only one door leading from the main station into
Peoria Power Station, Illinois Traction System — Vertical Section through Boiler Hcuse. Turbine Room and Hlgh-Tension
Compartments.
It immediately adjoins the approach to the new steel bridge
which the Illinois Traction System is building across the Illi-
nois river. The site is at the corner of Walnut and Water
streets, near the center of the city and in the same city
block with the old power station. When the new plant is in
satisfactory operation the old station will be dismantled and
the site used for an interurban passenger station.
Arrangement of Building.
In connection with the selection of apparatus and the
design of the station the operating engineers' work was given
due consideration. All operating apparatus, except the boilers
and coal-handling machinery, are controlled from the turbine-
room floor and the arrangement is such that ordinarily one
engineer on watch may attend to two turbines and the aux-
iliary machinery, including the condenser equipment, feed
pumps, feed-water heater and step-bearing pumps. The ex-
are so located that they may be under the care of the
switchboard attendant. No apparatus in the turbine room is
d that the engineer's regular duties will require him
in leave the turbine-room floor.
In order to facilitate repairs and inspection of apparatus
the high-voltage apparatus section. The busbar compartment
room and oil switch room are entered by stairs from the
transformer room.
Coal and Ash Handling Facilities.
In providing coal handling facilities advantage was taken
of the elevation at which the bridge approach crosses the
property, a 300-ton coal pit being placed beneath the bridge
approach and the contemplated switch track. The relative
location of the tracks and station building may be seen by
• ■fi'rence to the accompanying plan.
The Illinois Traction System will haul practically all the
coal fsed, direct from the mines in its own dump-bottom cars
which will unload into this coal pit. A traveling bridge crane,
ing a 1 08-cubic-foot clamshell bucket, built by ihe Case
Manufacturing Company, Columbus, O., and having a capacity
0 u>ns of Coal per hour, is provided tor hoisting and carry-
ing coal to the coal bunkers over the boilers and for handling
ashes. The operating speeds of this crane are: Hoist, 80
feet per minute; bridge travel, 400 feet per minute, and trol-
ley travel 150 feet per minute.
The crane is equipped with General Electric 325-volt
252
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 8.
direct-current crane motors, a 25-horsepower motor for clos-
ing and opening the bucket, a 50-horsepower motor for holding
and hoisting the bucket; a 15-horsepower motor for traveling
the bridge, and a 5-horsepower motor for traveling the trol-
ley. The choice of voltage will be explained later. The
crane is equipped throughout with cut gears and all high-
speed gears are enclosed in dust-proof cases. All bearings
are large, self-oiling and removable. The load-brake is made
extra large in view of the severe service. The crane is con-
trolled from a cage built under the crane-bridge structure.
Interlocking devices are installed so that the crane can-
not run over the main track except when the trolley wire is
raised out of the way of the bucket and when the blocks on
the main track are set.
The "fine coal" which falls unburned, through the chain
grates, is caught in two reinforced concrete hoppers built un-
der each grate and beneath the boiler-room floor. These hop-
pers are provided with cast-iron valves. The sides of the hoppers
are so sloped as to dump the coal into coal cars which run in
front of the ash pits. The slope of the sides is also chosen
so as not to interfere with the ash-pit doors. The ashes are
of the way so as not to interfere with lowering the clamshell
bucket into the ash and fine-coal pits.
Until such time as the station is extended the coaling will
be done from the interurban track shown on the plan, and
between 12 p. m. and 5 a. m., when no interurban cars are
running.
When the station is extended it is expected that it will
be necessary to build the contemplated switch track which
will be used only for coaling purposes. This track will pass
directly over the 300-ton coal pit on a small bascule bridge
which will be opened when coal is being removed from the
pit with the clamshell bucket.
Boiler Equipment.
The boiler equipment consists of eight 400-horsepower
Stirling water-tube boilers. Four of these boilers, opposite
the second turbine, are equipped with Foster superheaters for
100 degrees F. superheat. These superheaters are located in
the second flame-pass and thus are not exposed to the gases
at the initial temperature.
The boilers and superheaters are designed for 200 pounds
working pressure; the actual working pressure is 180 pounds.
i
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Peoria Power Station. Illinois Traction System — Section Through Boiler Firing Space showing Coal- Handling Facilities.
caught in large ash pits built of brick and with walls inde-
pendent of the boiler settings. The ashes are raked from
the ash pits to the fine coal and ash cars.
A 75-ton ash-storage pit is provided into which the cars
loaded with ashes are dumped. The ashes are allowed to
accumulate in this pit until such time as is most desirable
for removing them from the station. The ashes are trans-
ferred from the 75-ton ash pit to the interurban coal cars by
the grab-bucket crane.
A 35-ton fine-coal storage pit is provided into which the
cars loaded with fine coal are dumped. Fine coal is allowed
to collect in this pit until such time as is most desirable for
transferring it with the grab-bucket crane to the bunkers
over the boilers.
One of the illustrations shows the construction of the
cars used for handling the fine coal and ashes. These cars
were designed especially for this service. A 5-horsepower
125-volt direct-current Westinghouse crane motor with reduc-
tion gearing is used to propel the car. Current is fed to the
motor by means of two contact shoes sliding on two trolley
wires. The trolley wires are surrounded with steel hoods
and placed along the sides of the track. The car track over
the fine coal and ash pits is hinged and may be thrown out
At first, only four boilers will be equipped with super-
heaters, so that practical running tests for determining the
value of superheated steam may be made. It will be noted
that the steam piping is so arranged that turbine No. 2 is
supplied with saturated steam while turbine No. 1 is supplied
with superheated steam and that each turbine may be ope-
rated independently.
The furnaces are equipped with chain grates furnished by
the Green Engineering Company, Chicago.
Turbine Units.
The main generating units are 2,000-kilowatt Curtis turbo-
alternators, 25-cycle, 2,300-volt, 3-phase. The turbines are
equipped with hydraulically operated governor gears. The
step bearings require 800 pounds oil pressure. The turbines
were placed with the exhaust bases below the turbine-room
floor and the atmospheric exhaust and condenser connections
are made in the basement. It will be noticed from the gen-
eral plan that the first and second turbines are arranged right
and left hand and that the same arrangement is contemplated
for the third and fourth turbines.
The condensers are located in the basement and are en-
tirely covered over, but there are floor traps so that an entire
condenser or any of its parts may be handled by the turbine-
February 23, 1907.
ELECTRIC RAILWAY REVIEW
253
room crane. The condensers, dry-vacuum pump and wet-vac- and air reliefs are provided for the pumps. The pumps are
uum pumps were furnished by the Wheeler Condenser & En- placed in a pit five feet below the bottom of the condensers
gineering Company. and the motors are located on the turbine-room floor. The wet-
The condenser has 8,000 square feet of cooling surface vacuum pumps discharge into the reheating tubes and from
consisting of 1-inch brass tubes 13 feet long. The con- them directly into the feed-water heater (not through the reg-
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Peoria Power Station, Illinois Traction System-Plan of Station Showing Contemplated Extensions.
densers are arranged with reheaters designed to raise the mating valve). The dry-vacuum pumps are placed directly
temperature of the condensed steam to within five degrees above the condensers on a steel and concrete framework,
of the exhaust temperature. The air pumps discharge into a dry air pump discbarge
The wet-vacuum pumps are of the vertical-shaft motor- header and to the atmosphere.*
driven centrifugal type with 125-volt direct-current motors Cooling water for the condensers is obtained torn the
operating at 800 revolutions per minute. Water-sealed glands coarse gravel strata under the station property. Thirteen
2-ii
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 8.
wells eigiit inches in diameter and extending down about -40
liti below the surface of the ground supply the water. These
wells arc spaced approximately ten feet apart and are all
connected to an 18-inch suction header. A vertical direct-
acting pump with its water-end placed within 10 feet of the
low water line and its steam end on the turbine-room floor,
is used for lifting the water from the wells and discharging
ii into the condensers. This pump has a capacity of 4.3ou
gallons per minute at 40 single strokes. The size of the pump
is 20 by 36 by 24 inches. It was furnished by Dean Brothers
Steam Pump Works. Indianapolis. Ind. A motor-driven cen-
trifugal pump will lie installed to operate in parallel with
and as an auxiliary lor this pump.
By installing one steam-driven and one motor-driven pump
the exhaust steam supply for heating the feed-water may be
regulated to balance the demands, by shifting the load on
the pumps. The overflow water from the condensers is
discharged through a 30-inch cast iron pipe to the river. All
circulating-water pipe within the station building, including
the suction header, is placed in an open trench and is thus
readily accessible for repairs at any time. This trench
is covered with an oak floor. The water obtained from these
The open feed-water heater is of 4,000-horsepower capac-
ity furnished by A. Sorge. Jr., Chicago. Two 10 by 16 by 24
inch vertical simplex Dean pumps are installed for house
service.
High Pressure Steam Piping.
The arrangement of high-pressure steam piping is similar
to the electrical bus connections in some modern electric
plants. Each turbine is connected to a small header to which
four boilers are also connected. These headers are in turn
connected to a transfer header so that all turbines and boilers
may be operated interconnected or they may be operated as
separate units. This arrangement dispenses with the usual
special fittings required for steam headers and keeps the size
of the piping at the minimum.
Steam for the feed pumps, dry-vacuum pumps and
step-bearing pumps is taken from the same header as the
steam for the corresponding turbine. Steam for the turbo-
exciter, house pumps and circulating pump is taken from the
header for unit Xo. 2, and when the station is extended will
have an alternate connection to the header of unit No. 3.
These auxiliaries are common to the entire station, but any
or all may be stopped for repairs and the station still kept
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Poorii Power Station. Illinois Traction System — Plan. Section and Elevation of Coal and Ash Car.
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wells it is expected will never be warmer than 54 degrees
F., and will be nearly uniform in temperature for the entire
year. If water were taken from the river it would be as
warm as 80 degrees F. at times. It is thus seen that a great-
saving in water pumped (over fifty per cent) is effected by
obtaining circulating water from the wells. The circulating
water piping is arranged with a view to taking part of the
water required for the completed station from the river in
case the wells are found inadequate.
Feed Pumps.
The feed pumps comprise two 14 by 10 by 24-inch sim-
plex vertical pumps furnished by Dean Brothers Steam Pump
Works. Indianapolis. These are mounted "back to back" on a
common base-plate. This gives the most compact arrangement
and straight-forward suction and discharge connections. The
water-ends of the pumps are placed below the turbine-room
floor and the steam ends above. They are placed near the
center of the turbine room where they may be seen from
nearly all locations in the room.
Duplicate sets of feed lines are installed, one set to be
used as the hot feed and the other as an auxiliary feed and
pressure wash line. The feed lines are arranged on the unit
plan corresponding to the steam connections.
in operation. All high-pressure steam and feed-water as well
as th? blow-off lines consists of extra heavy pipe and fittings.
The valves and fitings for the steam piping are semi-steel.
The high-pressure piping was installed by M. H. Crane Estate,
Cincinnati. O.
For the oiling system of the step bearings, governors
and steadying bearings of the turbines the General Electric
Company furnished two 12-gallon per minute, 800-pound pres-
sure outside end-packed pumps and a 400-gallon filter, together
with the necessary baffles, etc. A 30-gallon accumulator will
be installed in connection with the oiling piping.
Electrical Equipment.
All the electrical equipment except the 33,000-volt trans-
formers was furnished by the General Electric Company.
The generator pressure is 2,300 volts and the bus pressure
33.000 volts, at which pressure current is transmitted to the
substations. The generators are permanently connected to
three 750-kilowatt single-phase oil-insulated, water-cooled
2, 300-33. 000-volt transformers connected delta on both high
and low-voltage sides. In the 33,000-volt leads of these trans-
formers are the generator switches.
The local street railway current supply will be taken
from two 6-phase. 23-cycle. 650-volt. 750-kilowatt rotary con-
February 23, 1907.
ELECTRIC RAILWAY REVIEW
255
verters provided with reactance coils for voltage regulation.
These machines are started from the alternating current side
by one-third and two-thirds voltage taps.
Current for the rotary converters is taken from the
33,000-volt bus through an oil switch and stepped down to
400 volts, 6-phase by three single-phase, oil-insulated, water-
cooled transformers. The transformers for the generators
and the rotary converters were furnished by the TVestinghouse
Electric & Manufacturing Company.
The motor-driven exciter set consists of a 75-kilowatt,
125-volt generator and a 3-phase, 25-cycle, 2.080-volt, 110-
horsepower induction motor. Current for the induction motor
of the exciter set is stepped down from 33,000 volts to 2,080
volts. The induction motor is started from half-voltage taps.
All 33,000-volt bus wires, oil-switch leads, transformer
and lightning arrester taps are installed in brick or concrete
compartments for mechanical and fire protection. The oil
switches are the General Electric Company's motor-operated
type H-3.
It will be noted from the illustrations that the single-
phase transformers are arranged in a "mechanical delta."
This arrangement was selected as it makes the electrical
connections the most simple and occupies less space than
other arrangements.
The switchboard consists of General Electric Company's
standard panels and instruments. A Tirrell regulator is pro-
vided for voltage regulation.
In selecting current for the coal handling crane, it was
considered inadvisable to use as high pressure as the direct-
current railway feeders, 650 volts, which would at times be
as high as 750 volts. If 125-volt current were used it meant
the installation of large exciters, especially for this service.
A moderate voltage was obtained by installing a set of bal-
ancing coils in connection with the rotary converters to
obtain a neutral so that current from one side of the rotary
converters may be used for the coal-handling crane service.
Two 3-phase, 33,000-volt transmission lines are pro-
vided for carrying current to the various sub-stations. Loca
tions are provided for two additional transmission lines in
the first half of the station. Twenty 500.000-circular mil
feeders are provided for the local direct-current railway
system supply.
The completed station will cover 2.36 square feet of
ground surface and will contain 135 cubic feet per kilowatt
rated generating capacity. No deductions are made for the
3.000-kilowatt capacity substation equipment which may be
installed in the station.
ELECTRIC ARC HEADLIGHTS.
r.Y P. LIXDEMAX.
Undoubtedly many or the derailments and accidents on
the high-speed interurban railways Ere due to faulty or poorly
adjusted headlights. Further, much of the wear and tear of
the controllers, motors and braking apparatus is directly
traceable to the application of the emergency stop and the
reversal of motors. This is the result of backing up for pas-
sengers missed because the motorman did not have sufficient
light to see the signals in time.
In many cases the fault is not with the headlight, but
simply because the lamp is not hung on the car in a vertical
position. Other reasons, however, also cause the light to be
sent in the wrong direction, among which are the fault]
adjustment of the carbon.- and burning away of the position
carbons. The effect of the latter causes will be readily
understood by recalling the well-known principle of the para-
bolic reflector, i. e., parallel rays are emitted when the
source of light is at the focus. If, however,_ih.e source is
not at the focus, the rays are no longer concentrated and
their direction is changed. If the arc comes too near the
bottom the rays are directed upward; if too near the top the
rays will illuminate only a small portion of the track directly
in front of the car. The light is further diffused and dimin-
ished by the enclosing globe and the deposit of carbon on it.
From what has been said it is evident that arc headlights
should be fitted with an automatic feed for regulating the
size of the arc and its position with respect to the reflector.
A more uniform position of the arc will also be assured if
the positive carbon is made larger than the negative.
DINING CAR, MONTREUX-BERNESE OBERLAND ELEC-
TRIC RAILWAY.
BY DR. ALFRED GRADEXWITZ.
The Montreux-Bernese Oberland Electric Railway is be-
lieved to be the first European electric railway to operate
a dining car.
The car, which was built by Messrs. Ringhoffer, of Smi-
chow, Austria, is a narrow-gauge car running on two 4-wheel
bogies. The frames of the bogies are made of pressed steel
and are well braced and connected by substantial transverse
girders and suitable angle pieces; they are carried on axle
bearings by means of ordinary supporting springs. The
Dining Car for Montreux-Bernese Railway — Interior View.
jack made of Hat iron on which the car body rests by means
of a ball pivot and rotary friction surfaces is supported on
both sides by extensive inverted longitudinal springs ar-
ranged outside of the frame plates and the deflections of
which are applied externally to the frame.
The substantial underframe is made entirely of steel
and is fitted with central buffers. The car body is designed
for 30 passengers.
The tables are bolted to frames fastened to the sides
of the car, and the chairs are fixed to the floor, the seats
being arranged to hinge upwards. The seats and backs are
upholstered with white horse hair and gray lamb leather.
The chairs and tables are finished in dark-stained polished
mahogany, while all visible wooden parts are likewise made
of mahogany treated in the same way.
The panels of the side walls are filled in partly with
sray gold-decorated Iamb leather and partly with metal re-
liefs. The broad windows have metal frames the apparent
weight of which is reduced and which are readily lowered
by convenient lifting devices. The ceiling is coated with
painted cloth and is divided into several panels containing
25f>
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 8.
electric lamps and two fans. The basket-shaped luggage-
carriers are fitted above the windows; the blinds located
underneath have vertical guiding rods.
Heating is effected by electric radiators situated below
the seats. Close to the dining room are the pantry and kitch-
en, the latter containing a range. Two ice tanks are pro-
vided.
The corridor and entrances are finished partly with Chi-
nese paper and partly with polished mahogany lining.
Dining Car for Montreux- Bernese Railway.
The car has an automatic vacuum brake in addition to
a handbrake operated from the platform.
LOW FARE CONTROVERSY IN MINNEAPOLIS.
The Minneapolis Street Railway Company has been
granted a temporary injunction restraining the city of Minne-
apolis from putting into effect the six-for-a-quarter fare ordi-
nance passed by the city council on February 9. The injunc-
tion also prohibits the publishing of the ordinance. The city
officials are ordered to appear in court on March 2 and show
cause why the injunction should not be continued.
An interesting part of the bill of complaint follows:
It is petitioned that the city and its officials be perpetually
enjoined, restrained and prohibited from publishing or completing
the publication of said ordinance, and also from putting said ordi-
nance into effect, and from instituting or authorizing any suits
against the street railway company, conductors or employes, or to
compel the company, its conductors or employes to accept less
than 5-cent fares or to sell tickets as therein provided at the rate
of six for 25 cents, and from making complaint for violation of said
ordinance or any part of it, and from bringing any suit for the
purpose of vacating the charter or from annulling the existence of
the company as a corporation, or for the forfeiture of any of its
privileges or franchises, because of the violation of said ordinance,
passed on February 9, 1907.
The company alleges that the city in its charter has no
power to fix and regulate the rate of fare, except as provided
in the original charter granted to the street railway company
in 1875, which fixed the rate of fare at 5 cents. The com-
pany further declares that an attempt to enforce the ordi-
nance would lead to personal conflict between passengers and
conductors.
It is declared further by the company that the ordinance
is in violation of the constitution of the United States, and
if enforced will take the company's property rights without
due process of law.
The federal court was appealed to because the company
is organized under New Jersey laws, and is not a Minnesota
corporation.
With regard to the situation the company has issued a
public statement, in abstract, as follows:
Our franchise contracts with the city of Minneapolis give us
the legal right to collect a 5-cent fare. From 1875 to 1889 the
Minneapolis Street Railway Company was operating its system by
animal power. At that time electricity began to be talked of as a
motive power for street railways, and during the year 1889 consid-
erable agitation arose in the city with reference to changing from
animal to electric power.
Forced into Costly Experiments.
We urged upon the council the need of further investigation
of the use of electric power as applied to street railways before
spending so much money in making the change, and asked that
the matter be delayed for a year In order that more thorough tests
and development in this new power might be made. The council,
however, insisted that the company should begin at once to
change its system, and should within two years not only convert
all existing lines, but also build numerous additional lines and
operate the same by electricity.
The company finally agreed to this, and at once began making
the change. The system which we then installed was the- best
known at that time, and after making the change we operated
with some difficulty for a period of about seven years. This first
change was a very expensive matter for the company.
In the meantime the development in electrical equipment
changed to such an extent that we found the system we had in-
stalled so imperfect and inadequate that we found it necessary to
rebuild and reconstruct our entire system. This we did without
request from the council or public discussion or complaint. To-
day none of the first equipment and hardly five per cent of the
trackage first built is in use. In addition to these changes, we
have also built new power houses arid stations, and have equipped
these, as well as the entire system, with the most approved and
modern appliances.
In making these changes and in bringing our system to its
present standard, we have expended vast sums of money. All this
has been done at a time when labor and material have been stead-
ily advancing. We have endeavored to establish and maintain the
highest character of service and equipment, and we believe that
in no other city is the service or equipment of a higher order
and in no other city a transfer system more liberal.
Comparisons Unfair.
Comparisons have been made on the rate of fare charged here
as against that charged in other cities. This is hardly a reason-
able comparison, considering the widely different existing condi-
tions. In the item of fuel alone there is a difference of $1.10 a
ton in the freight rate between Minneapolis and Chicago. Buffalo.
Cleveland and other lake points have the advantage over us on
coal rates of not less than $1.50 a ton. Climatic conditions in
Minneapolis are such as do not prevail in most cities throughout
the country, and it is necessary for us to make extensive pro-
visions each year for the handling of snow and ice. Our cars are
heated with hot water and not with stoves, as in so many cities,
are provided with storm sash and double floors and are comfort-
able in all weather.
Practically every item entering into the construction, main-
tenance and operation of the system is today at the highest point
ever known.
Rail, which ten years ago cost $22.55 per ton f. o. b. Minneap-
olis, is today $41.60 per ton. Ties, which cost 32 cents' each, now
cost 72 cents each. Iron poles, which cost $9.50. now cost $19
each. Copper, which cost 12 to 13 cents a pound, is now 28 cents
a pound. Common labor, which was $1.50 a day, is now $2 a day.
We believe that the high standard of equipment which we are
endeavoring to maintain is a strong advertisement for the city.
No other system in the country operates as uniformly high grade
or better-looking equipment, nor takes more care to provide clean,
comfortable and safe transportation. We have employed every
known device for the comfort and safety of passengers to make
our service pre-eminent. Our tracks are unusually heavy and well
built and our cars, built by the laboring men of Minneapolis and
St. Paul, are of the most modern and expensive construction.
Nowhere in the world are the street railway trainmen pro-
vided with such modern appliances to insure them comfort in
their work as in the twin cities. Our power houses and other
buildings are built of the best materials' and prove attractive
wherever they are placed. In short, we have not spent money
with a niggardly hand, and no limit within reason has been placed
on the cost of any improvement, in tracks, cars or buildings, to
make our system the very best in the United States, and one of
which any Minneapolitan may well be proud.
Area as a Factor.
The area covered by our lines, approximately 55 square miles
inside the corporate limits of the city with a population of 270,000.
is very much in excess of that of most cities of equal size through-
out the country.
Baltimore, with a population of 650,000, has an area of 30
square miles.
Cleveland, with a population of 465,000, has an area of 41
square miles.
Milwaukee, with a population of over 300,000. has an area of
23 square miles.
Detroit, with over 300,000, has 36 square miles.
Cincinnati, with 400,000 population, has 43 miles.
Louisville, with 338.000. has 20.5 miles.
Kansas City, with 200.000, has 26 square miles.
Indianapolis, with 215.000, has 30 square miles.
Thus it can be readily seen that with the proportionately-
larger area of Minneapolis, the operating cost per passenger car-
ried must be materially increased over the more closely settled
and congested cities mentioned.
Our company has always worked for the benefit of Minneapolis
in a broad and enterprising way. and has always shown a desire
to aid in the city's development.
Taking all this into consideration, and with our Intention to
maintain a high standard of equipment and service, and with the
liberal transfer privileges which obtain here, we do not believe
that any street railway company can maintain such service and
equipment on a fare of less than five cents.
February 23, 1907.
ELECTRIC RAILWAY REVIEW
257
INTERVIEWING ACCIDENT WITNESSES.
BY F. W. JOHNSON, CLAIM AGENT, THE CONSOLIDATED RAILWAY
COMPANY, BRIDGEPORT, CONN.
The writer recently was afforded the pleasure and oppor-
tunity of studying at close range the internal workings of
the claim and accident departments of admittedly one of the
best organized and equipped street railway systems of the
east.
As a whole, the organization and methods of the claim
department of this particular company could but arouse
the admiration of one interested in this branch of railroading.
In many directions the company had radically departed from
the moss-covered traditions so generally recognized and im-
plicitly followed in accident work. Precedent had been
thrown to the winds, and modern, wide-awake, up-to-date
methods of getting results in accident work had been adopt-
ed. That their enterprise was founded upon good business
principles was ably demonstrated by the remarkably satis-
factory progress which they had experienced during the past
few years.
Method of Interviewing.
To the writer's surprise, however, in sharp contrast to
their marked progress in other respects, it appeared that the
advancement had not extended to the methods employed in
obtaining interviews with witnesses to accidents, or more
properly speaking, to the obtaining of evidence relating to
these accidents. The company still clung to the antiquated
practice of having its investigators secure verbal statements
from witnesses, of their knowledge of the mishap under in-
vestigation, and then allowing these investigators to after-
ward reduce to writing their recollection or understanding
of the facts of the accident as set forth by the witnesses in
these verbal interviews. These reports were then turned
in to the office as representing the evidence secured in the
investigation of the accident.
Replying to a question as to whether they considered
this method of securing evidence to accidents as being en-
tirely satisfactory — or as being preferable to the obtaining
of evidence in the form of written statements, taken down in
the immediate presence of the witness and then read to him,
or by him, after which he affixed his signature as indicative
of the accuracy of the facts therein set forth — it was ad-
mitted that the scheme was far from satisfactory; also, that
the company would be much in favor of the written, signed
statement, were it not for the insurmountable obstacles
which precluded the possibility of its being used to advantage
in their particular territory.
While admitting that they had never put the written,
signed-statement method to an actual test in their work,
they nevertheless clung to the opinion that it was not feasi-
ble in their work, assigning as their reasons for this beilef
their conviction that people generally would not affix their
signatures to statements concerning accidents of which they
were witnesses; and secondly, that they did not believe that
people would grant their representatives the time required
for the giving of written statements. They had found by ex-
perience that the average person would readily spare the
company's representative six or eight minutes for the giving
of a verbal interview, but doubted whether these same people
would stand for an extra two or three minutes in time neces-
sary for the taking of a written statement.
Still, they could not say that their present method of
securing evidence was entirely satisfactory. Time and time
again in the past had evidence obtained in this way proved
inaccurate and unreliable. Amazing uncertainties and start-
liii--' contradictions had repeatedly developed at critical stages
in the preparation and trial of cases in court, to the be-
wildenvnt of the company's trial attorneys; and likewise
to the consternation of the company itself, when juries re-
ported the results of their deliberations.
Cases were cited in which important witnesses about
whom the company had constructed its defense had sud-
denly developed startling lapses of memory, or an equally
wonderful recollection concerning facts of which no men-
tion appeared in the interviews submitted by the investi-
gator who had worked up the evidence in the case. The
company generally had its own private opinion as to the
causes which may have prompted the sudden reversal of
form upon the part of these witnesses, but as the nature
of these dark suspicions was not admissible as evidence, the
jury perforce remained in blissful ignorance of their exist-
ence, and the slaughter of company funds went merrily on,
as of old.
Witnesses had stoutly denied ever having made any
such statements as those attributed to them in the written
reports filed by the investigators, which reports had been
relied upon by the company as being accurate accounts of
the facts as detailed by these witnesses. Many a case had
"gone on the rocks," because important company witnesses
had insisted upon testifying in direct contradiction to the
facts as set forth in the investigator's report, and upon which
the company had relied for a defense of the action.
In practically every instance the investigator had in-
sisted, of course, that he had correctly reported the conver-
sation with the witness, while the witness as emphatically
denied this. Meanwhile, supposedly strong witnesses for the
defense turned out to be equally powerful factors in further-
ing the interests of the plaintiff.
Responding to a query as to whether it was not proba-
ble that such a method of securing evidence tended directly
to foster and to encourage this unfortunate state of affairs,
it was admitted that possibly such was the case. But imme-
diately the opinion was again advanced that it was the belief
of that company that the average witness would balk when
it came to giving written, signed interviews regarding acci-
dents.
The argument is unanswerable. One method is admit-
tedly faulty and unsatisfactory. The other method, which
is giving entire satisfaction on scores of roads, large and
small, is condemned without being afforded the opportunity
of a trial. If a concern itself has not the determination to
take down in writing the evidence of a witness, it may be
assumed that the witness will not, of his own volition, insist
upon this procedure.
Objectors to Signed Statements.
Experience would seem to indicate that the two objec-
tions to the taking of written, signed statements in accident
work, as advanced by this company, are but creations of the
imagination. There are, of course, people who will hesitate
to affix their signatures to instruments of this character.
Broadly speaking, they may be classified under three head-
ings: First, the ignorant, who instinctively fear being
tricked into signing away all of their earthly belongings and
hence look with much suspicion upon all documents which
require their signatures. Second, the man who has ever
made it a life rule never to sign anything which he could
possibly avoid, well remembering how his great-grandfather
once backed a note for $70 for a slick chap, and then got
stung. Third, the claimant or his friends and acquaintances,
who likewise fear that in signing any paper, whatever its
form or purport, they may be working injury to the cause
of the claimant.
I'm- the grafter who refuses to either give or sign any
statement unless he is to receive pay for so doing, we make
no provision, preferring to treat his kind with the contempt
which they so heartily merit.
It has been conclusively shown, however, that the aver-
witness, aside from those as described, if quoted accu-
258
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 8.
rately and fairly, will, in the great majority of cases, will-
ingly affix his signature to the statement. Of those who hes-
itate or are reluctant, many are speedily won over by a
brief, plausible explanation of the advisability of their so
doing.
Consideration of the Personnel.
But, mark you, there is one point in particular, in con-
nection with the success or failure of this method of secur-
ing evidence, to which we may be pardoned for directing
especial attention Its importance should not be overlooked,
nor its value underestimated.
Many a witness will absolutely decline to give a writ-
ten statement, much less to sign one, for reasons similar to
those which actuated you in turning down that chap who
called upon you the other morning in an effort to interest
you in an investment with which he was connected. His
proposition may have been all right — certain it was that he
seemed to have good people back of it. but somehow or other
there was an indefinite, vague, inexplicable something wrong
somewhere. You didn't attempt to analyze the trouble, what-
ever it was, for the very reason that you were prejudiced
against the scheme from the very moment that that fellow
opened his mouth to address you.
Possibly if we were to offer the suggestion that it was
something about the man himself that influenced you more
than anything else against the project, it might prove to be
the correct solution of your indifference to his mission. Now
that you recall the chap, you do recollect that he approached
you upon the matter in an uncertain, hesitating manner that
plainly denoted a lack of self-confidence. He lacked ginger,
life, energy, confidence, and instinctively you mentally classed
him among the dead ones — a man whom you could easily
turn down — and as you were very busy at the time, you did
turn him down and gave no further thought to the matter.
Picture to yourself, if you will, that same chap in the
guise of an accident investigator for the local trolley com-
pany, calling upon you for the purpose of securing from you
a statement of your knowledge concerning a recent mishap
upon its lines. Isn't it a fact that his success or failure
in securing the desired evidence will depend very largely,
if not wholly, upon the manner in which he approaches you,
and consequently upon the impression that he is able to make
upon you? If he is loud and coarse, is over-confident to the
point almost of impertinence, is meek and humble and thus
easily side-tracked, or lacking in self-confidence, has a poor
address or is ill-kempt in appearance, will not any or all of
these things count against his chances for success with you?
Oftentimes we don't quite like to admit this. Now that
we get to thinking it over, our sympathy instinctively comes
to the surface, and we try to persuade ourselves that the
very fact that the poor devil had the appearance of being up
against the world rather would count in his favor In our de-
cision to grant him an interview. Yes, it sounds well, but
there's nothing to it. When your private secretary bobs in
to announce a man waiting to see you, and in response to
your query as to who he is, what his business is and what
he looks like, you get the information that he's an odd-look-
ing stick, your decision is, "Tell him I'm very busy this
morning." And he goes his way, because he didn't have the
appearance and the address necessary to gain results.
While on the other hand, if this Investigator is neat and
clean in appearance, gentlemanly in manner, self-confident,
brief and to the point, in short, the successful young business
man of today, his chances for success in gaining that inter-
view are, I assume, much greater. The difference in the
ability of different investigators to secure written, signed
statements may often be explained by so simple a test as
the foregoing.
It is, therefore, of importance that careful consideration
should be given to the personnel of the force employed in
this work if the greatest possible measure of success is to
attend their efforts.
Time Required for Making Statements.
With respect to the matter of time required for witnesses
to give written statements, it would seem that this obstacle
could demand serious consideration nowhere outside of the
largest of our cities. Just why it should require very much
more time to jot down the facts on paper than to discuss the
affair without taking notes, the writer does not understand.
If it requires from six to eight minutes to converse with a
witness in the securing of a verbal statement, it should
require but a minute or two longer to jot down that same
story in black and white, and with another minute allowed
the witness in which to read it through and to sign it. we
have an instrument which is of incalculably greater value
than a statement possibly could be when obtained under the
old method.
The single fact that many railway companies operating
in our large cities are daily making use of the written, signed
statement in accident work would seem to indicate that not
only is this method possible, but also extremely feasible in
cities of whatever size.
While it unquestionably is true that in the larger cities
the tension is greater, it nevertheless is somewhat difficult
to understand just what the relative difference can be be-
tween conditions in a very large city and those in the city
of more moderate size, when an issue of so comparatively
small importance is at stake as would appear to be involved
in the question of the difference in time required to take
written statements in place of verbal ones.
Can it be argued, for instance, that the inhabitants of
a city of 500,000 can spare, on an average, approximately
ten minutes to the investigator of trolley accidents, while
the people of an adjoining city of 1,000,000 inhabitants can
devote but seven minutes to the same task, the alleged dif-
ference being due primarly to the difference in the size of
the two cities? Rather, would just the reverse seem to be
true, for nowhere in the world do people devote so much
time to the pursuit of pleasure, of ease, and of idleness as
in the very largest of our cities.
The objection raised to the written statement, in the
form of time, is a "man of straw," which has served a long
and honorable career and is entitled to be laid at rest with
full military honors.
Value of Statements over Signatures.
The concern which goes into court the possessor of state-
ments made by its witnesses soon after the occurrence of the
accident and while the facts must necessarily have been
clearly in mind, which statements were taken down in the
presence of the witnesses, practically at their dictation, read
by them and afterward signed as indicative of their accu-
racy, unquestionably has a tremendous advantage over the
railway company which comes into court with evidence
secured under the old method, well knowing that it is dis-
tinctly within the power of its unprincipled opponents to set
the case of the defendant company tottering upon its foun-
dations by means too often resorted to, and generally charac-
terized as "the bringing of 'influence' to bear upon impor-
tant witnesses for the defense, who may be open to reason
and to conviction."
In other words, one company has its witnesses well
under control, while the other has not. This advantage is
strongly demonstrated in what may be termed the "stability
of witnesses." Having made a written, signed statement de-
tailing his knowledge of an accident, the average witness
feels considerably less inclined to flippantly contradict him-
self upon important features of the issue, knowing only too
well that in the event of his so doing he would immediately
February 23, 1907.
ELECTRIC RAILWAY REVIEW
?;9
be confronted with the aforesaid document, bearing his sig-
nature as a mark of genuineness.
It is quite possible, of course, that a witness may even
then attempt to jump the bars. But for every one who would
still attempt to escape the obligations thus imposed, an even
hundred will remain within the fold because of this very
restriction. Whatever inducements may afterward be of-
fered them, or whatever private opinions they may after-
ward form, experience has shown that they will be scrupu-
lously careful, when it comes to contradicting themselves
by testifying at variance to that signed statement.
Furthermore, the signed statement is a most powerful
factor in establishing the real facts — the exact truth re-
garding the manner in which an accident really happened.
Immediately after the occurrence of an accident witnesses
will invariably tell the truth, the whole truth, and nothing
but the truth, in describing the affair as they saw it.
Months afterwards, their story oftentimes begins to warp
most woefully, frequently the result of influence brought to
bear in favor of the plaintiff, or to the satisfaction of some
personal grievance entertained by the witness against the
defendant company.
Another leading advantage that may be cited briefly is
the reassuring confidence regarding exact facts, which a
witness feels in testifying concerning an accident that hap-
pened some months or years ago, the minor details of which
would now be hazy in his mind, but for the opportunity
afforded him of refreshing his memory by reading through
the statement made by him at the time, and while the facts
were clear in his mind. Best of all, he never doubts or
questions its accuracy, for at the bottom of the statement
appears his own signature. Thus better witnesses and bet-
ter results in the courts.
We should not leave this phase of the situation without
calling attention to the tremendous advantage afforded a
concern by these written, signed statements in still an-
other direction.
I refer to the powerfully destructive weapon which is
thus placed within the grasp of the company's trial attorney
when he has to contend with the viciously unprincipled
witness who, having given a signed statement of his
knowledge of the accident, afterwards attempts, for reasons
best known to himself, to change his testimony in its essen-
tial features. Possibly he develops into a hostile witness
and is in a position to work irreparable harm to the com-
pany's inteiests.
Witnesses are either with you or against you. There
is no middle course. Neither side knowingly puts on the
stand witnesses hostile to its own interests, nor is either
side clouding its contention by putting on dead-wood — wit-
nesses who neither benefit nor weaken the case. Each
side is sturdily engaged in building up its own theory of
the cause of the accident, while endeavoring to crush like
efforts on the part of its opponent. Therefore, if a witness
unexpectedly turns on you, after having given you the true
facts, over his own signature, and instead of standing by
the truth develops into a backslider in favor of the plaintiff,
it is distinctly within your power to literally crush him in
so far as his evidence could possibly be of any material
assistance to the other side.
Either he deliberately lied at the time of the giving
of the signed statement, or else he is lying now. He cannot
possibly be right in both directions. It affords a foundation
for the strong presumption that his testimony is entirely
unreliable, and consequently of no value to either side. In
his statement, made the day following the accident, he was
positive that "the woman stepped off of the car before it
had come to a stop." In three different places and in three
different ways did he distinctly reiterate this fact, In the
body of the aforesaid statement. Now, two years afterwards,
despite this signed statement made while the facts must
necessarily have been clear in his mind, he distinctly recalls
having seen the conductor deliberately start the car while
the passenger was in the act of alighting. Basking in the
warmth of the reassuring smiles of the plaintiff, and of the
plaintiff's counsel, he grows emphatic in his positiveness of
the accuracy of this latter version of the manner in which
the accident had happened. This very positiveness, corrob-
orated by the square-toed contradictions as set forth in the
signed statement, plainly expose the shallow purposes of the
slippery witness and can but work to the destruction
of his value as a witness.
If he won't help you by telling the truth, you place it
beyond his power to harm you.
It is well that the subscribing witness himself should
read the statement through before signing it. Or if this is
impracticable, it is well to have the witness follow the
statement through with his own eyes, as it is read to him
by the investigator, before he signs it. This method, flanked
by the signature of a disinterested party to that of the sub-
scribing witness, very materially reduces the possibility of
a witness afterwards claiming that he did not understand
the meaning or intent of the paper which he was asked
to sign.
Right here, we should again observe that, as in the case
of the investigator, the possibilities for advantage to be
thus gained with the written statement, in court, will depend
directly upon the caliber of the attorney making use of it.
While the practice of the courts of different states differs wide-
ly, it nevertheless will be found that wherever admissible the
aggressive, fighting attorney will obtain gratifying results
where the meek, over-cautious trial attorney will fail
•wretchedly. Nerve and determination are strong helps.
With stable, reliable evidence, an attorney is enabled to-
figure out the probable outcome of a case with far greater
certainty than could possibly be done with the flimsy, wobbly
evidence secured under the old method.
Preparation of the Investigation.
In considering the matter of the written, signed state-
ment, it might be well at this point to dwell briefly upon
the means to be furnished the investigator, for the securing
of the statement. A little careful preparation in advance
will doubtless greatly enhance the possibilities for success
to be derived from this method of securing evidence. Care-
ful thought may profitably be devoted to the form and style
to be followed by the investigators in the taking of state-
ments, as well as to the style or manner of book or paper
in which or upon which the statement is to be written.
Blanks Used.
With the great majority of companies with which the
writer is more or less familiar, it seems to have been the
custom to give but little if any thought to this particular
feature of the work. Some of them appear to have confined'
their efforts chiefly to the securing of the most inexpensive
paper possible, whatever its form, style or adaptability for
the work in hand. Others supply their investigators with
blank forms of various styles, the majority of them being in
sheet form similar in appearance to the paper used in their
office correspondence. While this latter form answers the
purpose fairly well when used in the taking of statements
in the office, it nevertheless is inconvenient and unsatisfac-
tory for the investigator to carry around with him in the
daily course of business. It is not adapted for outside work.
Still other concerns supply books of various forms,
styles and dimensions, the average being somewhat of the
style commonly known as stenographic notebooks. These
certainly are preferable to the former styles, as the investi-
gator is able to carry them in his pocket, while the board
covers afford him something solid upon which to write when
he is forced to take statements under disadvantages.
The various leaves of these books, thus used in the tak-
2riO
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 8.
ing of a Statement, are detached, pinned together, the sub-
scribing witness having affixed his signature at the bottom
of the statement, on the last page, and the entire report is
turned in to the office as the evidence ot that particular wit-
ness.
Experience with various types of books of this sort has
shown that they leave much to be desired. Several serious
objections will readily occur to mind, but probably by far
the most important of them is one which has repeatedly
been advanced in the past, when statements of this char-
acter, covering several pages and with the signature upon the
last page, have been introduced into court for the purpose of
refuting the testimony of a witness who has seen fit to rad-
ically change his account of the accident — that is, the state-
ment has been tampered with — that certain facts are set
forth in the body of the statement, on the third and fourth
pages, we will say, which facts were not there when the
statement was originally read and signed by the witness in
question and that 'he never made any such statement or
statements as those objected to as being spurious, and which
now appear as part of his statement, the last page of which
bears his signature, which signature he recognizes as his own.
Here we have the written, signed statement of this wit-
ness, setting forth what we believe to be the real facts in
the controversy. For some reason he has seen fit to reverse
his story, and in spite of the signed statement, he gayly
over-rides it, meanwhile casting a dark cloud of suspicion
upon the methods employed by the company in the gather-
ing of evidence.
The inference to be conveyed to the jury is, of course,
to the effect that this unscrupulous corporation has delib-
erately substituted one or more leaves in the body of this
statement and in the handwriting of the investigator who
took the statement, said substituted leaves containing matter
advantageous to its own interests, and which leaves were not
originally a part of the statement when it was read and
signed by the witness.
This bait, temptingly placed before the jury, generally
appeals to them so strongly, that they hasten to swallow it,
hook and all. Apparently, written, signed statements taken
in this form are not worth the paper that they are written
upon, if witnesses start to wriggle out of their facts.
The suggestion is advanced that this defect is readily
overcome by having the witness sign his name at the bottom
of each page of the statement. This would do away with
the possibility of the claim of substituted leaves. Granted,
but if you take very short statements, covering not over two
or three pages at the most, and if your investigators secure
detailed statements, you doubtless would encounter many
witnesses who would draw the line at signing their name
from six to ten times, on as many different pages.
Suggested Blank Form.
It is quite possible that a form of witness blank with
which the writer has been experimenting for the past two
years and which is designed primarily to checkmate the pos-
sibility of a claim of substitution of evidence in the body of
a statement, may prove of interest, and possibly of assist-
ance to others similarly engaged in claim and accident work.
In addition to doing away with the possibility of the
claim of fraud in the statement of a witness, the blank itself
affords a quick, convenient, uniform and permanent means
of reducing to writing the evidence of witnesses to acci-
dents.
Briefly, the blank may be described as follows: Dimen-
sions, 28 inches in length by 5% inches in width.
Material, white paper of good quality, with surface suit-
able for rapid work with a pen. No. 1 writing paper has
given good satisfaction
The blank reproduced herewith, beginning just below
the printed form at the top. is ruled to the bottom of the
sheet, upon one side, and spaced one-quarter inch. It is
folded three times, beginning at a point 7 inches from the
top. again 7 inches below the first fold, and so on down;
not unlike the form used by some of the steam railroads in
their 500-mile mileage books. If folded correctly* this gives
a single sheet of paper, 28 inches in length, so folded as to
present a blank form 7 by 5% inches with the printed form
upon the top or first page, ready for immediate use.
Thus, in taking a statement, the investigator has no
leaves to turn, he simply keeps on writing on one side of a
single sheet of paper and extending the paper as he needs
it. The object in folding the paper as described is to put
it into convenient form for the investigator to slip into
his coat pocket when doing outside work.
Experience with the use of this blank has demonstrated,
among other things, the following:
One sheet is generally sufficient for the detailed state-
ment of the average witness.
The blank affords a convenient means for obtaining the
entire statement of a witness, upon one side of a single
sheet of paper, at the bottom of which appears the signa-
CONNECTICUT RAILWAY & LIGHTING CO.
STATEMENT OF ACCIDENT.
CASE No.
Name Date
Address :
Business Address:
Referring to accident of.. 190 , I herewith
make the following voluntary statement :
Blank for Recording Accident Statements.
ture of the witness, which may in turn be witnessed by a
disinterested party, and then flanked by the signature of the
investigator.
Even very long statements rarely require over two sheets,
thus requiring but two signatures on the part of the sub-
scribing witness.
The occasional claim of fraud has become a memory of
the past.
It affords opportunity for the oath and seal of the notary
public to appear directly beneath and upon the same sheet
of paper as the signature of the witness.
The blank is convenient in form to be carried by the
investigator, and is equally adapted for office work.
The case number upon each statement practically pre-
vents the possibility of evidence going astray from its proper
case.
The addition of the business address furnishes a good
clue in running down in after years witnesses on court
cases of whom you may temporarily have lost track.
By running a line of perforation across the top of the
blank, it is readily converted into book form of the inter-
changeable-leaf type, thus assisting investigators with the
board cover as a writing surface, if so desired. It will doubt-
less be found, however, that eight or ten of these sheets will,
of themselves, afford sufficient stiffness for writing, being of
fairly good weight when thus taken together.
February 23, 1907
ELECTRIC RAILWAY REVIEW
261
ASH-HANDLING BUSINESS OF THE BROOKLYN RAPID
TRANSIT COMPANY.
That street railway companies are sometimes in a posi-
tion to produce revenue by applying managerial sagacity to
opportunities aside from those of carrying passengers is
illustrated in the case of the Brooklyn Rapid Transit Corn-
employment of additional men, all contributing to an increase
in the cost of disposing of the city's refuse.
In 1901 the American Railway Traffic Company was or-
ganized as a subsidiary corporation of the Brooklyn Rapid
Transit Company, for the purpose of erecting convenient ash
receiving stations and of disposing of the ashes and street
sweepings received at these points at the price of 35 cents
Ash-Handling by the Brooklyn Rapid Transit Company — General View of Receiving Station.
pany, which has an arrangement with the city authorities of
Brooklyn for taking charge of the city ashes and street
sweepings.
Formerly the city hauled its ashes to dump scows on
the river front and to dumping grounds located from one to
eight miles from the points of collection, paying in the latter
cases from 10 to 15 cents a load for the privilege of dumping,
in addition to the cost of the haul. The objection of the
per cubic yard. Thirteen temporary ash stations were built
adjacent to surface lines, so located that the maximum dump
cart haul should be one mile and the average haul about
three-fourths of a mile. From these stations the ashes were
conveyed in heavy steel buckets on flat cars to outlying
marsh lands and there used as fill, the company receiving a
consideration from the owners of these marsh lands.
This business assumed proportions that made it advis-
Ash-Handling by the Brooklyn Rapid Transit Company— Interior View of Receiving Stati:n.
beach resorts to the scow dumping plan and the rapid filling
of available dumping grounds within a reasonable distance
from collection points, made it necessary for the city to begin
to seek for more remote dumping places, which would have
involved the maintenance of a large additional number of
Jiorses and carts, with the attendant risk of loss, and the
able to erect ash stations of more permanent construction
and tln> company has this year rebuilt three of its stations
at a cost of about $25,000 each. One is located at the corner
of Ralph and Atlantic avenues, Brooklyn, one in Bergen street
and the third in Herkimer street. Engravings from i
graphs at the first station are presented herewith.
262
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 8.
1) Hidings are of simple but substantial construction, are prac-
tically fireproof and kept as clean as possible. The exterior
is of pressed brick, the cabin without being assigned to the
c hecker for the city street cleaning department. One door
is [or exit and the other for entrance for the carts, which
bach on the paved floor within and discharge into the heavy
1 buckets. These buckets are then conveyed by elec-
tric traveling crane to the waiting flat cars which enter the
structure through the low-lev.el entrance at the right.
It is possible to handle 60 carts an hour in these stations
and 45 carts have been handled under pressure in a half
hour. Inasmuch as such a delivery of ashes is far beyond
the necessities or facilities of the street cleaning department,
the stations are probably adequate for all time. The flat
cars used in this service carry four heavy steel buckets, each
bucket having a capacity of five carts, of two cubic yards
per cart. Each carload is therefore 40 cubic yards, repre-
senting an income of $14 per load. The American Railway
Traffic Company has 25 of these cars in service. This sub-
sidiary company owns the ash stations and the flat cars and
hires its own employes.
In the matter of power consumption, the burden is dis-
tributed widely over the surface lines and not more than 20
cars are receiving current at one time, five cars at least
being always employed in receiving ashes or depositing them
at the dumps. The company is now taking out an average of
125 carloads every 24 hours, the cars being operated as far
as practicable at night. At the dumps the equipment for un-
loading consists of one crane and three A-frame derricks with
booms.
PHILADELPHIA RAPID TRANSIT DIRECTORS APPROVE
MERCHANTS' PLAN.
John B. Parsons, the president of the Philadelphia Rapid
Transit Company, has sent a letter to Morris B. Clothier, the
president of the Retail Merchants' Association, announcing
that the plan submitted by that association for the solution
of the traction problem will, with the exception of a few
clauses, be unanimously recommended by the directors of
the company to the stockholders for adoption. In his letter
Mr. Parsons says:
"If your plan is adopted, it will prevent for all time any
evils which may come from over-capitalization of franchises
granted by the city, and if. in the development of these fran-
chises, large profits accrue, the city will be an equal sharer
after the investor has received a legal return for his money.
"Your plau will restore confidence and permit the rais-
ing of capital on fair terms for much, needed improvements.
A feature to which we have yielded acquiescence only after
considerable doubt as to its fairness and feasibility is the
sinking fund provision with respect to the $30,000,000 of cap-
ital of the Rapid Transit company. We think the company
is making a most liberal concession when it contracts to give
up at the end of 50 years for actual cost franchises which
it holds in perpetuity, and which, it believes, will then be
worth many times the cost of the property.
"To add the condition that the company shall set aside,
out of its own receipts, the money to provide for the pur-
chase, seems to us unfair to both parties — to the Rapid
Transit company in that it is deprived of its earnings, and
to the citizens in that charges are placed on this generation
for benefits to be enjoyed wholly by the next. Your sugges-
tion that the sinking fund feature should be applied to all
further issues of securities is. in our opinion, not feasible
and will, we believe, defeat the most important object of
your whole plan — the attraction of large amounts of capital
A sinking fund is a device for paying for all improvements
and extensions out of the earnings, and if the burden thus
placed upon the property is greater than it can stand, its
securities will not be attractive and money cannot be raised
on them.
"We fully believe that the growth of the city will require
a very large expenditure of new capital and that to attempt
to work out at this time the details of the manner of rais-
ing it might defeat the very end you have In view. We are
content to leave this matter in the hands of the city for
future adjustment as occasion may arise, agreeing on our
part to permit no new issues of securities or increase in the
fixed charges without the express consent of the city."
Mr. Parsons has also sent a letter to Mahlon N. Kline,
president of the Trades League, which submitted a plan in
opposition to the merchants' plan. In this letter Mr. Par-
sons points out that the suggestions made by the Trades
League are applicable not to the Rapid Transit company, but
to the 50 or more underlying companies which make up the
system. These companies, Mr. Parsons says, are not con-
trolled by the Philadelphia Rapid Transit Company, "except
as lessees and upon the payment of fixed rentals." He adds:
"They are owned by other stockholders, numbering all
told 20.324, of whom 2.991 are trustees, executors and guar-
dians. If you think that part of the plan which proposes the
scaling of the values held by this large body of citizens is
legal or feasible, you will have to address your demands to
the companies affected. We. as a contracting party, are
bound by our contract and neither wish nor have the power
to evade our obligations.
"We cannot give away the property of our underlying
companies because it does not belong to us, but with respect
to our own property, we will agree to give the city the right
to purchase it at cost at the end of 50 years, giving the city,
in the meantime, one-half of the profits of operation after
paying legal interest on our actual investment, and further
providing out of the earnings a sinking fund sufficient to
enable the city to pay the amount now invested in the prop-
erty. In other words, we are giving to the city one-half of
the profits for 50 years and the property itself at the end of
that time.
"The granting of free transfers is not an improvement
in the service, but a reduction in fare. The average rate of
fare in Philadelphia has been steadily reduced. In 1ST6 it
was 7 cents for a single fare and 9 cents for an exchange
ticket. Xo such thing as a free transfer was known. In
1SS6 it was 6 cents for a single fare and 9 cents for an ex-
change ticket, with no free transfers. In 1S98 it was 5 cents
for a single fare and S cents for an exchange ticket, with
no transfers. To-day the average fare received for each rider
is 3.68 cents, and 12.81 per cent ride on free transfers. The
average length of run of our cars to-day is over 6% miles, so
that the average rate of fare is only about % cent per mile.
"On the other side of the ledger, the wages paid plat-
form men have risen as follows: 18S6, 12 cents per hour;
1896, 16 2-3 cents per hour: and 1906. 21 cents per hour. Cop-
per, rails, electrical machinery, labor and all materials and
supplies have practically doubled in cost in the past 13
years, since the trolley lines were installed."
A plan which will embody the changes considered advis-
able will be drawn up by the company. Mr. Parsons advises
that before it is too late some determination should be
reached as to the advisability of action by the state legisla-
ture.
The Trades League has replied to the letter of Mr. Par-
sons. The league refuses to accept the suggestion of Mr.
Parsons that its street railway committee confer with the
merchants' association. As the league could not favor the
merchants' plan its officers think such a conference would be
a waste of time.
Electric Tramways in Japan.
The first electric tramway built in Japan was a line eight
miles in length opened in Kyoto in 1895. Since then other
cities have in succession constructed electric tramways as
convenient means of communication for short distances, so
that there are now 18 electric tramway companies, with an
aggregate capital of nearly twenty million dollars, whose
lines already opened total 130 miles, with 82 miles in addi-
tion under construction. Most of the railways, however,
have been built recently, and do not yet report very profi-
table business. That the profits will be large, however,
is clearly shown by the fact that the electric tramways of
Tokyo already pay annual dividends of not less than 10
per cent.
The milk-handling business of the Aurora Elgin & Chi-
cago Railway has increased from an average of 290 cans per
day during January. 1906. to an average of 425 cans per day
during the same month of this year.
February 23, 1907
ELECTRIC RAILWAY REVIEW
2S3
WILL PRESENT FACTS TO LEGISLATURE.
Representatives of about sixty electric railway companies
of Pennsylvania met at Philadelphia on February 15 and
formed the Temporary Street Railway Association, the object
of which is to present facts to the legislature in regard to
proposed legislation affecting electric railways, particularly a
bill to increase the tax rate on electric railway property and
another authorizing electric railways to carry freight. Sub-
committees have been appointed to consider the various bills.
It is stated that such action is at the request of members of
the legislature. W. E. Harrington, president of the Pottsville
L'nion Traction Company and manager of the Eastern Penn-
sylvania Railways Company, who has been elected chairman
of the association, outlined its purpose as follows:
"We propose to present facts to the legislature to demon-
strate conclusively that much of the proposed legislation would
not only be detrimental to the interests of the many electric
roads in Pennsylvania, but wculd work hardship to the gen-
eral public — especially the investing public — as well. The
increase the tax on capital stock from Ave to ten mills, being an
increase of 100 per cent on that Item, would also work an in-
-■- of from IS to 20 per cent in taxation.
"As to the bill enabling local municipalities to impose tax on
all real and personal property of electric railways located In such
municipalities, the passage thereof would result in bankrupting a
large portion of the electric railways in Pennsylvania. The an-
nual gross earnings of the average interurban road equal about
14 per cent of the actual cost of building and e pupping the same.
"Therefore, assuming that local municipalities could assess the
property of railway companies at the cost value thereof and im-
pose the average municipal tax. it can be not far from 1 per cent
of such value, and in some instances as high as 1% to 2 per cent.
Tl result based on 1 per cent average tax rate would be the
imposition of a tax on such railways equal t,, slightly over i
ent of the gross earnings."
A PLOW CAR FOR STREET SURFACING.
The novel plow car shown in the accompanying illus-
tration was built in the shops of the Denver City Tramway
Company. This car is found to save a large amount of hand
labor when it is desired to make true or cut down the sur-
face of a dirt street between or adjacent to car tracks. The
essential parts consist of a row of cutting points which
Denver City Tramway Car for Street Surfacing
freight trolley bill should be passed by all means. This is the
only state in the east which now prohibits the carrying of
freight by this means, and it is high time that the interests of
the shippers are looked after in Pennsylvania, as well as else-
where."
Attorney Hampton L. Carson has been retained to ex-
amine the provisions of the bills and to assist in drafting sub-
stitutes for some of the provisions. A letter has been pre-
pared and addressed to each member of the legislature giving
some figures showing the proportion of taxes paid to earnings.
The letter reads:
"For- the fiscal year ending June 30. 1905, as shown by the
report of tl reau of Railways, Department of internal Affairs,
115 street railway companies reported to the bureau, of which only
llvldends.
"The reports also show that (i I "n funded and other
debt for the same year amounted to
"Taxes amounted to $1670.848. while dividends paid wei
$705,798, the tax being a little more than one-half the interest
charge and more than double the dividends i
"Eliminating the cities of the first class, we find <•.
tax paid by the remaining companies w
of tl.- lings from "'..ration before deductinj inter-
est and other capital charges, and was about one-half the divi-
dends paid, this change in ratio to dividend ed for
I thai til- two of the
first elas- paid no dividends .lining thai ddl
mill to the tax on i ock. loans and gross -
. i. an feci ■ on
and l.'iL. , n gross earnings, would work
taxai of from 18 to i il 'he hill I"
loosen the dirt in the street so that it can readily be
shoveled and a smooth surface obtained for macadamizing.
As may be seen by reference to the engraving the plow-
points are supported by an iron framework hung between
the trucks on the underside of an ordinary flat car. The
floor structure of the car is reinforced by wooden trusses
above the outside sills.
The frame holding the several plow points is pivoted so
that when in operation the points may be adjusted with a
lever, which is supported above the car floor. By varying
the height of the lever the points are made to cut the sur-
face of the street to any desired depth from 1 to 4 or 5 inches.
The framework holding the plowing parts is also supported
on transverse guides so that the points may be moved at
right angles to the car, and thus dress the surface of the
street on either side of the track or between the rails.
In operation the car is drawn by an ordinary motor-
equlpped work car. The plow car is loaded with scrap iron
so that the points will take a firm hold in a solidly packed
street surface.
It is stated that the Delaware & Hudson Company has
undertaken the securing of accurate data on which to base
a decision as to the advisibility of electrifying
i ween Wilkesbarre and Carbondale, Pa.
264
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 8.
PIPING AND POWER STATION SYSTEMS.— XXX.
in \v. I. MORRIS, If, I:
Figure 251 - (11 -13).
The screen guides are made of east iron with lims to
key them into the concrete. The screen frames are made
of angle irons of heavy section. Such screens should be
made of copper wire, not of brass, as brass wire will not
stand the sharp bends necessary in screens of fine mesh.
A much cheaper screen can be made of iron wire, but the
life of such screens is so short that there is no economy
in their use.
It will be seen from the illustration that there is a large
settling chamber between the screen compartment and the
mouth of the intake to permit sand, etc., to settle. It will
al o be noted that the height of
the waterway is such that at low
water there is a space of three
feet between the surface of the
water and the top of the intake.
The floor space over the settling
chamber is necessary for the
cleaning of screens. Sufficient
room has been left between
the tiers of screens to permit
dropping a brush or rake be-
tween them to remove leaves,
etc., without removing the
screen. The warm water discharge from the condenser is
not shown in these illustrations. It consists of a line of 12-
inch pipe extended to the intake and carried alongside of the
intake waterway and outside of the screen-house, discharging
through the bank retaining wall at about low-water level.
Spread footings were not required for this screen-house
as the foundation rested on rock. Had the bottom been of
sand, the bottom of the intake foundation would have been
concrete of a considerably greater thickness and possibly
reinforced with iron bars. In case of fine sand, which is
liable to wash, the footing should be
protected and anchored to avoid shift-
ing in case of freshets or floating ice.
Figure 251- (11-13) shows the projected
footing loaded with heavy stone care-
fully piled around the screen-hpuse.
The footings should be projected in
front as well as at the sides and
placed sufficiently low that they can
be loaded with stone. By finishing the
banks and bottom of the intake in this
manner much less difficulty will be
experienced from sand, etc., being
washed in.
If it is necessary to build the in-
take house near an old dock, fllled-in
banks or similar location where a
firm bottom for foundations cannot
be secured, it may be found advis-
able to use piles and build the
top of the piles into the concrete
as shown in Figure 252- ( 11-14). The
concrete bottom should be put in at
the same time as the walls and the
concrete around the piles, thus giving a footing over the
entire surface as well as on the piles. To further increase
the stability of this structure, the spread footings shown in
Figure 251 may be used, but this necessitates more compli-
cated forms for the concrete. The forms for Figure 252
can be placed in the water after the ground has been re-
moved around the piles and the concrete built up without
pumping the water out. The outside forms rest on the bot-
tom and the inside forms are supported on the piles. Bet-
ter concrete work can be made in this way than by pump-
&. "«
izze
HIE
o
^W^m^lrM
Figure 252-(l1-14).
ing the water from the center, thus causing it to wash
through the fresh concrete.
In constructing intake waterways there should be no
passage between the water supply and the screen chamber
which is not easily accessible. This detail, however, is
tn < i tit ntly neglected and in nearly every case with-
out good reason. A water conduit from the center
of the stream to the screen-box is shown by the full
iines in Figure 253-(ll-15). The waterway shown at A
is very objectionable as it is sure to clog and cause
trouble. If there is not a rapid flow at the intake then it
is advisable to place the screen compartment and intake
either at the point shown dotted in the center of the water-
way with a runway leading to it or at the screen-box. and
cut away the banks so that the water will flow directly into
the screen compartment as shown in the illustration. If
the source of supply is a stream which carries leaves and
floating debris, the screen-house or box should not be set
into the banks of the stream unless some provision is made
to carry off the floating material. The most desirable loca-
tion for the screen-house is to place it so that the front
face is on the same line as the stream and not recessed in the
bank, as ice and logs will then accumulate in the entrance
space. Neither should the screen-house project into the
stream unless it is well protected, as it is liable to be in-
jured in times of flood by floating ice and logs.
Where cooling ponds are used for reducing the tempera-
ture of the condensing water, a screen-house such as that
shown dotted in Figure 253-(H-15) would be suitable, as it
would take water from the center of the pond where it is
j|,','-'w"r'!*M.^ J-
Figure 253-M1-15).
deepest and coolest. Little difficulty would be experienced
from leaves, etc. Many installations such as this are ope-
rated without an intake crib or screen, the opening into the
crib being located well below the surface of the water.
There are many suburban power stations being operated
non-condensing that could be very readily operated with a
cooling pond and condenser. Cooling ponds can ordinarily
be constructed for about one dollar per boiler horsepower,
not including waterways, etc. This would make the cost
of a 1,000-horsepower engine plant using 15 pounds of steam
per engine horsepower, about ?500, or 50 cents per engine
horsepower in excess of that where a natural water supply
is available.
Cooling towers are frequently used for this service, but
these cost at least $3.00 per engine horsepower, including
the foundations, fay-drive, etc. Not only are they more ex-
pensive to install, but are much more expensive to operate,
owing to the fact that the circulating water must be elevated
to the top of the tower. This is usually about 30 feet, and
the entire head is lost in dripping over the cooling surfaces.
To this loss must be added the power required for driving
the blast fans in those types which do not have a natural
circulation of air. Cooling towers generally have less than
one square foot of cooling surface per pound of steam, the
average cooling surface being .7 square foot per horsepower.
Cooling ponds should be as large as conditions will permit;
not that smaller ponds would not be sufficient to maintain
the desired vacuum, but because of the quantity of water
which must be circulated if the temperature is high. As
an increase in the amount of circulating water increases
the amount of power lost, the money thus wasted would more
February 23. 1907
ELECTRIC RAILWAY REVIEW
2H5
than equal the interest on the investment for a pond of
larger dimensions.
This is illustrated by a central station which was con-
densing about 25.000 pounds of steam per hour and had a
pond, the cooling surface of which was 35,000 square feet,
or, 1.4 square feet of pond surface per pound of steam. The
difference in temperature of the water entering and leaving
the condenser was about 25 degrees, thus requiring about 40
pounds of circulating water per pound of steam condensed.
By increasing the cooling surface so that only 20 pounds
of cooling water is required, there results a saving of not
less than 1 per cent of the power which the engine delivers.
If the plant runs 10 hours a day this will amount to 36.5
horsepower hours per year, per horsepower of the engine,
representing a yearly saving of 36% cents per horsepower,
or 12 per cent interest on $3.00 per engine horsepower in-
vested. This would be sufficient to pay the interest on the
cost of a pond having 7.8 square feet per horsepower of the
engine capacity. That is, however, more than is generally
required and five square feet of surface per pound of steam
condensed is sufficient and there would be little gained by
increasing the investment for a larger pond. If five square
feet of cooling surface is provided per pound of steam, a
plant having 1.000 horsepower using 15 pounds of steam per
horsepower per hour would require a pond having an area of
75,000 square feet, or one about 312 feet in diameter.
There are very few cases of suburban plants where suffi-
cient ground for a pond cannot be obtained, though it may
be necessary to locate the pond a considerable distance from
the plant.
The fact that a plant is at a considerable elevation above
the water supply, whether it is stream or cooling pond, does
Figure 254- (11-16).
not prevent installing a condenser plant successfully. An
elevated jet-condenser is admirably suited for such a layout
as shown in Figure 254-(Il-16). This is, in many respects,
a more plausible arrangement than to run the exhaust up
to the condenser bowl located at a higher elevation. The
safest arrangement is to have the exhaust drain into the
condenser as shown In Figure 254-(Il-16), but the conditions
are generally such that it cannot be so arranged.
The most serious difficulty to be overcome in such in-
stallations is the construction of the intake, discharge and
condenser well. This will, however, depend upon the con-
dition of the soil and can probably be accomplished by plac-
ing the waterway in trenches until the depth becomes ex-
cessive and then tunnel the remainder of the distance to
the well. The circulating pump and heater pump would be
located entirely under water and would therefore not require
Figure 255-(l1-17).
stuffing boxes where the shaft passes through the case. In
fact the suction may be taken in the center through both
the top and the bottom of the impeller case. The only parts
requiring attention would be the shaft journals, and, as the
shaft exerts such a slight pressure on the bearings and
would generally be lubricated with grease, the care required
would be insignificant. The motors would be placed above
the engine-room floor, free from heat, vapor, etc., where they
could readily be looked after by the operator.
In case the water supply is below a high steep bluff, the
condenser shaft could be cut in the face of the bluff and the
screen-house built in the cut as shown in Figure 255-(Il-17).
A rather long exhaust main would then be necessary, the
only objection, however, being the increased cost of the line.
The fact that the exhaust main would be exposed to the atmos-
phere would be an advantage as it then would aid in con-
densing the steam. The expansion and contraction could
easily be cared for by allowing the condenser bowl to move
freely with the pipe, the tail-pipe being sufficiently long, so
that considerable travel, possibly a foot or more, could be
taken care of. The water to the heater would, in this case,
require being well insulated to prevent freezing. The con-
denser building and screen-house, etc., should be built of
concrete throughout, the walls being about eight inches thick.
A reinforced concrete roof and a metal stairway from the
ground down to the screen and motor-floor level should be
installed. The motors in this installation should each have
a switch at the switchboard and each motor should have a
separate wattmeter or ammeter so that any variations or
unusual conditions can be detected from the power station.
At least once during each watch the engineer on duty
should make a careful inspection of the motors, condenser,
etc. This duty would in no way be a hardship upon the ope-
rator and with this amount of attention no trouble should
arise because of the motors being out of his sight. There are
many motors in daily use which may be only a few feet
from the operator, but are so situated that they are entirely
oul of view for possibly a day or more at a time.
The wires from the station to the condenser tower should
be carried in some form of insulated underground conduit,
thereby avoiding any possibility of trouble from lightning,
il will be noted that the power house shown in Figure 255
may be located at a considerable height above the condenser
allowing the exhaust pipe to run down-hill to the condenser.
2<i6
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 8.
This distance may be 100 feet or more in which case this is
about the oniy simple and practical method of installing a con-
denser where the water lies so far below the power plant.
Another method, one which would be more complex, is to
locate the jet condenser or surface condenser in the power
house in the usual manner and raise the water to the con-
denser. The fall of the water from the power house to the
level of the source of supply may be utilized by means of a
Pelton waterwheel or other similar device. The waterwheel,
electric motor and a turbine pump for raising the injection
water being all mounted on the same shaft, the motor would
only have to supply the power necessary to overcome the
trie I ion in the pipes, loss of head in the condenser and the
loss due to the inefficiency of the pump and water motor.
Instead of running the exhaust and heater supply pipes from
the power station to the condenser house, it would then be
necessary to run the circulating water line from the source
to the power house.
Whichever plan of supplying the water to the condenser
is employed, the water used for condensing should not be
raised to a high elevation and the available head thus created
be allowed to waste. For instance, a surface condenser may
be placed, say, 32 feet above the surface of the water supply,
and if all the joints are water tight no loss will be occasioned
by raising the water to this elevation and allowing the dis-
charge to fall from this height, provided that the entire sec-
tion of the pipe from the pump back to the discharge is air-
tight. The power required to raise water above 32 feet
would be lost or wasted in this case, as the limit of height
of a water column that the atmosphere will support is 32
feet. To utilize any additional head, some device such as
a Pelton wheel or turbine waterwheel would be necessary,
as previously described.
The most efficient method of supplying circulating water
would be to run the exhaust down to the condenser rather
than to raise water more than 32 feet to a surface condenser,
or any amount whatever to a jet condenser. The most eco-
nomical location for a jet condenser of the elevated type is
with the overflow as little as possible above the surface of
the water supply as it will enable the condenser to discharge
its water. This condition is ordinarily obtained by locating
the overflow from the condenser at extreme high-water level,
allowing the water in the hot-well to raise a foot or so during
short intervals.
(To be Continued.)
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
BY J. J.. BOSENBEBGEB, LL. !i.
Welfare Work of the Brooklyn Rapid Transit Company.
An interesting experiment in the Brooklyn Rapid Transit
Company welfare work among its employes at the large
operating points is about to be inaugurated at East New York,
where the company is building an employes' restaurant, to
be run by the Employes' Benefit Association on a profit-shar-
ing basis. The restaurant adjoins the clubhouse on Jamaica
avenue, and its dining-room, adjacent to the lounging room
of the clubhouse, will be pleasant and sunny. The modern
kitchen is within easy access. The place will be open night
and day and will be run upon strictly temperance lines,
though smoking will be permitted.
The success of the Brooklyn Rapid Transit Company in
providing for its employes in this way has been so pronounced
as to incur the criticism of keepers of saloons that formerly
were frequented by hundreds of the company's employes and
the railroad officials are well satisfied with the result. The
company began its work of combating the tendency of the
men to visit the saloons and dance halls by establishing a
sandwich and coffee stand in a small building at Culver ter-
minal. This has developed into a place where men can
avail themselves of a varied menu at reasonable prices, and
the restaurant at East New York will be founded on the ex-
perience at Culver Beach. The profit idea is absolutely elim-
inated, and the food is better and more reasonable than can
lie had at the public restaurant. Several of the Brooklyn
Rapid Transit's newest car barns have been designed with pro-
vision for luncheon facilities for the men, and if the idea
proves successful at East New York it will undoubtedly be
rapidly extended lo other terminals.
Defectively Fastened Grab-Ikon oh Tor of Cab.
Mclsaac v. South Jersey Gas Electric & Traction Co. (N. J.
Sup.), 64 Atl. Rep. 976. Nov. 14, 1906.
Where it appeared, on the plaintiff's proofs, that the grab-
iron upon the top of a trolley car, which the plaintiff, a line
or repair man, was required to use, was faultily constructed,
in that the screws which held it were too small; and that it
was also defective, in that wood into which it was fastened
was rotten, the supreme court of New Jersey holds that the
court could not nonsuit the plaintiff.
Obligations ok Original Statute Apply to Extension- Au-
thorized by Amendment — Doty to Keep Space Inside
and Outside of Rails in Good Order and Repair May
Require Laying Granite Block Pavement.
Mayor, etc., of City of New York v. Harlem Bridge Morris-
ania & Fordham Railway Co. (N. Y.), 78 N. E. Rep. 1072
November 13, 1906.
As the amendatory statute which permitted the defend-
ant to construct its tracks in a certain street contained no
provision on the subject of repairs or repaving it was argued
that it was exempt as to such extension from the obliga-
tions contained in the provisions of the original act upon
that subject. But the court of appeals of New York does
not agree with this contention. It thinks it very clear that
when the defendant was authorized to construct the extension
by an amendment of a section of the original act such
extension was subject to the obligations contained in such
original act.
Subsequently the municipal authorities entered into a
contract for the paving of the street with granite block
pavement, the street having had no complete or actual pave-
ment, but being substantially a dirt road. The court holds
that, under the circumstances, the original statute referred
to requiring the company to keep the space inside and out-
side its rails "in good and proper order and repair," it could
be required by the city to lay a granite block pavement.
The question of what shall constitute keeping a pave-
ment in the tracks of a railroad company in good order and
repair, the court says, is to be determined somewhat at least
by reference to existing and surrounding conditions, and in
the court's judgment it would be altogether too narrow a
view to hold that where a municipality had for sufficient
reason decided to pave a street with asphalt or other new-
pavement a railroad might discharge its obligations to keep
Its part of the street in good order and repair by merely-
patching up a dirt road or some species of pavement which
had become antiquated and out of condition and which was
entirely different from that adopted in the remainder of the
street.
Admissibility in Case of Collision with Hose Wagon of
Ordinances Giving Such Wagons and Cars Respectiyely
Right of Way.
McBride v. Des Moines City Railway Co. (la.), 109 N. W.
Rep. 618. Nov. 13, 1906.
This action was to recover for the death of a fireman
caused by the collision of a hose wagon with an electric car.
Sections of two city ordinances were offered in evidence;
one. giving fire engines, hose carriages, etc., the right of
way while going to fires; the other, giving the defendant's
cars the right of way over teams or vehicles in the street.
The supreme court of Iowa holds that the first was properly
admitted in evidence as bearing on the question of the duty
of the motorman to assume that the hose wagon would not
be stopped for the purpose of allowing the car to pass by
in front of it, but that, on the other hand, the driver of the
hose wagon would proceed on the theory that he had the
February 23. 1907.
ELECTRIC RAILWAY REVIEW
2f57
prior right at the crossing. While the ordinance did not
require a higher degree of care on the part of the motor-
man with reference to the fireman on the hose wagon than
with reference to any other person, it would charge the motor-
man with knowledge of a fact very material in determining
whether he exercised the care required under the circum-
stances. But the section of the ordinance relating to the
operation of the defendant's cars and giving them the right
of way as to teams or vehicles on the street was properly
rejected, because it had no application to the case of a
hose wagon belonging to the Are department. The fire de-
partment ordinance was later in enactment than the street
car ordinance, and its provisions would control as to the
specific subject matter referred to therein. Besides, the
specific provisions of the ordinance as to the engines and
carriages of the fire department constituted exceptions to the
general provisions relating to teams and vehicles, as the pro-
visions of a statute or ordinance as to a specific subject mat-
ter will prevail over general provisions which, but for the
specific provision on the same subject, would have covered
the subject matter of the latter.
so narrow as to allow its cars to rub or bump together when
passing each other, as the plaintiff's evidence showed they
did, the presumption was that the tracks were negligently
constructed and maintained, and the jury would be author-
ized to find the defendant guilty of negligence in operating
cars over said tracks. The question of whether or not the
plaintiff was guilty of contributory negligence was for the
jury to determine, under all the facts and circumstances in
evidence.
Liability for Injury to Passenger Extending Arm Oct of
Window of Electric Car — Running Cars on Tracks
Close Together — Contributory Negligence.
Interurban Railway & Terminal Co. et al. v. Hancock (Ohio),
TS X. E. Rep. 964. October 16, 1906.
Smith v. St. Louis Transit Co. (Mo. App.) 97 S. W. Rep. 21S.
May 22, 1906. Rehearing denied October 2. 1906.
In the Ohio case the supreme court of Ohio asks whether,
assuming that the rule respecting the conduct of a passen-
ger on a steam car is to forbid his extending his arm out
of the car window without himself assuming the risk of
injury, there should be a different rule applied to a passen-
ger on an interurban electric car. It is of opinion that there
should not be. It says that as such cars are now operated
throughout the country they run at a rapid rate. Their con-
struction ordinarily, if not necessarily, involves the mainte-
nance near the tracks of poles and barriers of various kinds.
Cars running in opposite directions, as well on switches as
where there is a double track, are often necessarily run near
together. There is. perhaps, more necessity for locating
tracks near together inside of municipalities than in the
open country, and upon narrow streets it often happens that
the company is required to lay the rails at less distance
apart than they would prefer to place them, because of
crowded conditions and the requirements of the municipal
authorities. To say that, as a rule of law, a passenger on
such a car may be heedlessly negligent, exposing his person
to needless danger, and visit the consequences on the inter-
urban company upon showing negligence on its part, appears
to this court to be without reason. Nor is it supported by
authority. On the contrary, the generally recognized rule
is that the passenger cannot cast upon the carrier responsi-
bility for an event which, except for his own contributing
negligence, would not have happened.
The supreme court of Ohio further holds that, in an
action against an interurban electric railway company for
injury to a passenger by reason of his arm being struck by
a car passing upon an adjoining track, it was not error for
the court to instruct the jury that if they found that there
were four iron bars extending horizontally across the window
of the car, equally distant from each other, the top one
approximately 12 inches from the window sill, and that the
plaintiff while sitting in the car permitted his arm, or any
part thereof, to extend or project out beyond or over the
rods, and that said acl directly contributed to the accident.
the plaintiff would be guilty of contributory negligence and
could not recover damages.
Bui in the Missouri case the St. Louis court of appeals
holds that if the space between the defendant's tracks was
Car and Controller Exactly Like Ones in Question May Be
Inspected By Jury — Rule Forbidding Passengers Stand-
ing on Front Platform Is Reasonable and One May Be
Ejected for Violating It Even if He Cannot Get a
Seat — Passenger Has No Right to Ride On Any' Par-
ticular Car When Several Offer Same Accommoda-
tions.
Dobbins v. Little Rock Railway & Electric Co. (Ark.), 95 S. W.
Rep. 794. May 14, 1906.
This was an action for an alleged wrongful ejection from
an electric car. One of the questions involved was as to
whether or not a moving of the controller by the plaintiff was
accidental, as claimed by him, or intentional, as claimed by
the defendant. The supreme court of Arkansas holds that
there was no error in permitting the inspection of a car and
the controller thereon by the jury, the testimony showing
that all the controllers on the summer cars were "built ex-
actly alike;" that the "controllers were the same — the same
mechanism." It says that the court adopted the best method
of giving the jury an idea of the working of the controller.
It would not have been improper to have had the controller
itself, or one "exactly like it," exhibited before the jury, and
to have explained to them the effect of moving same. A
fortiori (by a stronger reason) it was not improper to
have such a controller examined on the car. This was practi-
cable, and certainly gave the jury the clearest idea obtain-
able as to how the controller could be moved and the effect
thereof on the movement of the car. It would the better en-
able the jury to determine a pertinent question in the case,
namely, the one above stated.
The supreme court also approves, as a correct declara-
tion of law, of an instruction containing the statement: "A
regulation forbidding passengers to stand upon the front plat-
form is a reasonable and proper one. It is the duty of a
passenger who is standing on the platform to go inside the
car when requested so to do by a person having charge of the
car, and if there is standing room inside, although there are
no vacant seats; and if a passenger refuses to comply with
such request, when there is room inside the car which can
conveniently be reached, the servants of the company may
lawfully eject him from the car."
Bat if there were several of the defendant's cars stand-
ing at the station waiting to be loaded with passengers re-
turning from a picnic, and while so waiting the plaintiff
entered one of the cars, became involved in a controversy
with the conductor thereof, then, without having paid fare on
the car, voluntarily left it to go upon the street where the
conductor was standing in order to maintain his contention,
when the conductor informed him that he could not ride on
his car, directing him to take passage on another car. the
court holds that the plaintiff was not denied the right to rid<
upon the defendant's car, and was not, therefore, ejected
therefrom. It says that where there is a train of cars tor
passengers, all of equal and sufficient accommodation, a pas-
sengcr has no right to insist upon riding upon any particular
car. The disposal of passengers upon the cars (conforming
with statute as to separate races) must rest with the com-
pany, and, so long as its conduct in this respect is not arbi-
trary, capricious, unreasonable, and discriminatory, it incurs
no liabilitj to a passenger who refuses to conform to its re-
qulrements.
2->8
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 8.
News of the Week
Legislation Affecting Electric Railways.
Kansas. — A bill Introduced bj Representative Gordon of Wyan-
dotte provides that persons for whom seats in streel cars can-
not lie found may ride for a 2-cent fart-, and that cars must
stop for passengers unless there is a car within two blocks going'
to the same destination.
Nebraska. — A bill to allow street railway companies to acquire
and own interurban railways has been recommended by the sen-
ate in committee of the whole. A bill has been introduced to
prohibit street or other railways to own interurban railways.
New York. — A bill has been introduced in the state legislature
providing for the abolition of grade crossings of railroads and
electric railroads. A bill introduced by Assemblyman Prisbie of
Schenectady authorizes the governor to appoint as special police
officers conductors and motormen on interurban roads.
Pennsylvania. — Several bills have been introduced in the legis-
lature to increase the tax rate on electric railway capital stock
and physical property.
Texas. — The house committee on private corporations has re-
ported favorably a senate bill giving to interurban railways the
right of eminent domain.
General Harries on 3-Cent Fares.
At a hearing on February 13 before the district committee
of the national house of representatives on the bill introduced by
Representative Madden of Illinois providing for lower street-car
fares and universal transfers in the District of Columbia, Gen.
George H. Harries, president of the "Washington Railway & Elec-
tric Company, made the following statements:
"These bills providing cheaper fares and universal transfers
are objectionable from every standpoint. That is, with the ex-
ception of the standpoint of the man who wants something for
nothing. The street car companies of this city have done more
in the way of giving transfers than those of any other city in the
country. Indeed, the suggestion of universal transfers is abso-
lutely new, for there never has been a case where one company
was compelled to carry passengers of another company free. That
the transfers would be reciprocal does not disturb the fact that
passengers would have to be carried cheaper by both of the com-
panies exchanging transfers. I am satisfied that the courts would
not uphold any law providing for reciprocal transfers, if passed."
Discussing the cost of construction. General Harries said that
the overhead trolley system costs $45,000 per mile, including equip-
ment, while the average cost of construction and equipment of
the underground system used in the district is $132,000. He
argued that the companies would not be able to carry passengers
for less than the present fare.
"A 3-cent fare." he said, "means a 3-cent service, with 3-
cent cars and 3-cent employes. The committee might as well face
that proposition right now."
Chicago Traction Developments.
The plans for the reorganization of the Chicago Union Trac-
tion Company and its subsidiary companies and their absorption
by the new Chicago Railways Company are being formulated.
The reorganization will be subject to the acceptance and approval
by voters of the ordinance. According to the terms of the ordi-
nance, the reorganization plan must be approved by P. S. Gross-
cup, judge of the United States circuit court at Chicago, and Pro-
fessor John C. Gray of Harvard University.
A campaign which will be thorough will be undertaken to
secure a favorable vote on the Chicago railways and the Chicago
City railway ordinances at the April election.
A joint committee which has been formed representing the
Chicago Commercial Association and the Chicago Real Estate
Board has called a meeting of representatives of the principal
clubs and labor organizations in the city for February 26. when a
central non-partisan citizens' committee will be formed "to con-
duct a campaign of education as to what these ordinances mean
to the welfare and prosperity of the public, hoping thereby to
secure their adoption by the people."
Owing to the traction issue and to the fact that the mayor
who is to be elected will be chosen for four years instead of two
years, as in former elections, the approaching campaign will be a
vigorous one. Fred A. Busse, the postmaster at Chicago, will prob-
ably be the Republican candidate for mayor. The republican plat-
form will urge that the traction ordinances be approved.
The board of election commissioners has decided to reject the
emergency referendum petition, which contained three clauses — one
providing for a vote on the question of accepting the ordinances,
the other providing for rejection of the ordinances and immediate
municipal ownership, and the third for repeal of the Sunday blue
law of 1845. In announcing their decision the election commis-
sioners made the following statement:
"The objection which has been raised to this petition — that of
its validity because it contains more than one question of public
policy — never before has been argued before this board. From a
careful reading of the statute relating to questions of public pol-
icy we find nothing that warrants more than one question being
upon one and the same petition, but we do find some things
that lead us to believe the intention of the legislature was that
only one question should be contained in a single petition."
The result of this decision is that voters will have placed be-
fore them the one issue of acceptance or rejection of the ordi-
nances which was embodied in the public policy petition. The
legality of that petition has not been questioned before the board
of election commissioners.
Mr. Shonts on New York Rapid Transit.
Mr. Theodore P. Shonts, who on March 4 next will assume his
duties as president of the Interborough-Metropolitan Company, of
New York, in an address before the Iowa Society of New York
on February 15. said concerning the plans of that company:
"Two problems now confront us. The first, and the one
pressing for immediate solution, is to devise ways and means,
even though necessarily oi a temporary character, which will give
relief from the aggravations of the existing congestion. To this
problem we will give our instant and best attention.
"The second, and the oroader one. is to prepare plans look-
ing to the future comprehensive enough to provide adequate facil-
ities for the next 50 years of the city's growth, and on a scale
liberal enough to give it better transportation than is furnished
the people of any other city in the world.
"This plan should safeguard the rights of the traveling public,
the rights of the city, and the rights of the stockholders of the
transit companies. My own idea is that the people and the share-
holders should be partners in the benefit to be derived from the
execution of such a plan.
"I am convinced that the construction and operation of a
transportation system along the lines herein indicated will effect
a better understanding between the people who pay the fares, the
governmental authorities, and the shareholders — the three parties
primarily interested in the best solution of the problem before us.
"I hope within a reasonable time to submit to the proper
authorities for a full and fair and frank discussion a proposition
drawn on the lines I have indicated, with the conviction that an
agreement will be reached which will be satisfactory to the
municipal authorities, to ourselves, and to every fair-minded and
thoughtful citizen."
Wreck on the New York Central Electrified Line.
On February 16 the White Plains and Brewster express on
the New York and Harlem division of the New York Central, over
which trains have been operated regularly by electricity since
February 13, was wrecked at 6:40 p. m. as a result of the train
leaving the rail on a curve of three degrees and five minutes at Two
Hundred and Fifth street. The coaches were dragged on the road-
bed until they toppled over on their sides. The loss of life was
great, the persons killed now numbering 21 and the injured 158.
A coroner's jury began its hearings on February 19 and the state
railroad commission has made an investigation. From the evi-
dence in hand it appears that the train consisted of five of the
company's wooden coaches, drawn by two 96-ton electric locomo-
tives, operated by multiple-unit control from the forward cab. The
train left the Grand Central station on schedule time at 6:13
p. m. and was due to arrive at North White Plains at 7:02, a dis-
tance of 23.99 miles, in 49 minutes.
The electric power is used from the Grand Central station to
Wakefield, 15.56 miles, the schedule time being 27 minutes. The
schedule of the train was the same as that under which the trains
have been operated by steam on this division since November 25
last. The train in question was six minutes late at Mott Haven
Junction, on account of the movement of other trains at that
point. Between Mott Haven and the scene of the wreck on the
curve beyond the Bronx Park, are two towers from which reports
are made, one at Melrose and one at Bronx Park. These stations
are 2.98 miles apart and the schedule speed for this distance is
three minutes, or about 57 miles per hour. It developed that
the engines are not equipped with any speed-recording device, and
that although the motorman had a watch, he had not consulted
it at any time during the run. The speed records therefore de-
pend upon the reports of the operators at Melrose and Bronx Park,
but it was explained by Ira A. McCormick, general superintendent
electrical division, that because the operators do not take account
of any time less than a minute, the speed could not be accurately
determined; he stated that the train was due to arrive at the
Bronx Park station at 6:38. but he could not tell exactly when it
did arrive there.
The scene of the wreck was between Fordham and Williams
Bridge, which are 1.6S miles apart, the schedule time being two
minutes. The Bronx Park station lies' between Fordham and Wil-
liams Bridge, and at Bronx Park there is a crossing of tracks,
making it necessary for motormen to shut off power and slow
down. It was shown, therefore, that the maintenance of the reg-
ular schedule might require a greater speed than shown in the
schedule between Bronx Park station and Williams Bridge in or-
der to overcome the delay at the Bronx track crossing. In the
opinion of F. E. Williamson, assistant superintendent of the Har-
lem division, who it happened was riding in the cab with E. R.
Rogers, the motorman, scheduled speed was not being maintained
prior to the disaster.
As the train was passing under the north end of Woodlawn
bridge the motorman felt a jar or jerk, which seemed to come
from one of the coaches, but it was not sufficient to cause him
to shut off the power. A moment later he saw a bright flash of
light and then shut off the power quickly and applied the brakes.
He then knew that the train had left the rails.
From an examination of the track made by R. S. Bailliet.
engineer maintenance of way of the Harlem division, it appeared
that the pressure on the outer rail displaced a section of the rail,
at a point just above Woodlawn Bridge. This was five inches
out of place on the northern end and about one inch out of line
on the southern end. On the west side of the outer rail all the
spikes but one were sheared off clean. The rail on this division
February
1907.
ELECTRIC RAILWAY REVIEW
269
Is 100-pound section and the elevation of .the outer rail at this
curve is 4H inches.
As to the use of two locomotives it was explained that on
the right side of one of the locomotives assigned to that run two
of the four underrunning contact shoes were broken. Another
engine had two contact shoes missing on the opposite side .and it
was decided to work the two engines together under multiple-
unit control, it being necessary to have shoes on both sides to
obtain contact at switches, where the third rail is on the side of
the track opposite that on which most of the third rail is in-
stalled. After the accident it appeared that all of the shoes on
the right side of the first engine were torn off and one of the
rear two on the left side was also torn off. On the second engine
all the shoes on both sides were torn off.
When the accident occurred a break in the third rail caused
the current to be shut off from the section and no serious Are
broke out. Immediately after the accident the motorman sent
his helper ahead with a flag while he ran to a telephone and
notified the power house, so that the entire current was shut off
shortly after the disaster. From the examination of the two
locomotives the state railroad commissioners concluded that these
left the track first and that the cars followed, and not that the
last car left the track and pulled the others after it, as was at
first reported. It was found that on the forward engine both
wheels of the rear truck were on the track and that on the sec-
ond engine the wheels of the fore truck were on the track and all
the other wheels were off. An examination of the five cars by
the commission showed that they were not nearly so much dam-
aged as the result of the wreck in loss of life would appear to
Indicate. Only two of them were in extremely bad condition,
having their seats twisted and demolished and their windows
broken, but even these were not crushed so that they cannot be
quite readily repaired. The other cars were in a better condition.
One of them had only two windows broken and the seats in two
of them were not disarranged.
Rapid Transit Affairs in New York.
Because of objections by the Interborough Company to some of
the clauses in the form of contract which has been drawn for the
new Lexington avenue subway the rapid transit commission was
unable at its meeting on Thursday. February 14. to adopt the con-
tract and specifications. The commission postponed action for a
week. One of the objections was to the clause permitting the com-
mission to order changes to be made in the rolling stock and to
supervise generally the operating of the trains in the new subway.
It was asserted that this provision would really give the right to
the city to operate the tunnel without regard to any rights of the
lessee, and it was suggested that it should be left to the courts
to decide if changes ordered by the commission were reasonable
or not. Another suggestion was that the contractor should pay
rental only for the parts of the tunnel actually under operation.
George L. Rives, counsel for the commission, advised that, in-
stead of allowing the contractor to pay a rental on a basis of
trackage in operation, pending the final completion of the sub-
way, the contractor should pay rental on the amounts of all bonds
which had then been issued for the city. Corporation Counsel
Ellison desired that the contract shall contain a stipulation that
none but United States citizens shall be employed by the con-
tractor and that preference shall be given to citizens of New York
over those of other states in employing men.
Before taking up the new contract the board voted to dis-
regard the protests of the Broadway and Fifth avenue merchants
against building the Broadway section of the tunnel near the sur-
face by the "cut and cover" method. The commission also de-
cided to retain in the specifications the alternate route which per-
mits a subway under Lexington avenue north of Forty-second
stre.-t only, by means of a spur connecting this subway with the
present tunnel at Forty-second street. At the hearing the pre-
vious week residents of Harlem and The Bronx urged the com-
mission to eliminate the spur from its plans so that only bids for
an independent subway running from the Harlem river to the
Battery could be received.
The board granted permission to the Pennsylvania Railroad to
build parts of its tunnels under Thirty-second and Thirty-third
streets from Madison to Seventh avenues by means of the open
excavation. The property owners have withdrawn objections to
the opening of the streets.
The form of contract for the building of the subway loop to
join the terminals of the Williamsburg and Brooklyn bridges has
been drafted. A public hearing will be held upon it on February
28. It is provided that the loop must be finished within 21 months
and the use of the "cut and cover" method is permitted.
The board granted a franchise to the New York Connecting
Railroad, which is to connect the Pennsylvania and the New York
New Haven & Hartford, for freight transfer purposes, crossing
by a bridge over Hellgate. The contract permits the substitution
of electricity for steam after three years.
B. P. Bryan, vice-president of the Rapid Transit Subway
Construction Company, which built the present subway, has writ-
ten to the commission an intimation that the company will shortly
send in a bill amounting to approximately $5,000,000 for extra
work in connection with the subway contract. The principal
items arc for the ventilating system, conduits for wiring about six
miles of additional track, and the lengthening of the station
platforms.
Ontario Railway Board Orders Street Railroads to Use Fend-
ers.— After an investigation and experiments by its representative
experts, the Ontario railway board' has ordered the street railroad
In Toronto to equip all Its car- with the Jenkins automatic fender,
which it asserts is the most satisfactory and reliable fender it
has experimented with.
Ask for Lower Fares. — The Grand Rapids (Mich.) city coun-
cil has "passed a resolution requesting the Grand Rapids Railway
Company to sell six tickets for a quarter; also seven tickets for a
quarter to be used before 8 a. m. and between 5 and 6:30 p. m.
American Institute of Electrical Engineers in Its New Home.
— The American Institute of Electrical Engineers, which has been
located at 95 Liberty street, has moved to its new quarters in the
new Engineers' building, at No. 33 West Twenty-ninth street, New
York.
Southwestern Electrical & Gas Association. — President H S.
Cooper, Galveston. Tex., announces that the executive committee
has decided to hold the next annual convention of the association
at San Antonio. Tex., on May 14. 15 and 16. The details have not
yet been arranged.
Cincinnati Cars Being Equipped with Vestibules. — The Cincin-
nati Traction Company is equipping its cars with an enclosed and
heated vestibule for the comfort of the motormen. in compliance
with a law for the violation of which several of the company's
officials were recently indicted.
Petition for Reduced Fare. — State Senator Henry Lockney, of
Waukesha. Wis., has filed with the Wisconsin railroad commis-
sion a petition for a lower fare from Milwaukee to Waukesha, on
the cars of the Milwaukee Electric Railway & Light Company.
The round-trip rate is now 50 cents.
Combination Reported. — A merger involving "all the traction
lines in the eastern part of Indiana and the southwestern part
of Ohio" is said to be under way. According to the report the
promoters plan to include not only the traction companies in the
large cities in the territory involved, but also the interurban lines.
Philadelphia Elevated Inspected by Invited Guests. — On Febru-
ary 17 a party of officials and invited guests inspected the ter-
minals and track of the Market Street Elevated road. A motor
train took the party over the entire road. Though the officials
state the road is entirely ready for immediate operation, no def-
inite date of opening to the public has been announced.
Low Fares in District of Columbia. — The national house of
representatives on February 11 in committee of the whole ap-
proved by a vote of 80 to 55 an amendment requiring all street
railways in the District of Columbia to issue eight tickets for 25
cents and to adopt a 4-cent cash fare. Subsequently when the
committee had reported to the house, the amendment was de-
feated by a vote of 54 to 61. The subject was introduced by
Representative James of Kentucky, who offered it as an amendment
to a bill permitting the Baltimore & Washington Transit Company
to enter the District. The entire matter was postponed for two
weeks.
Device to Stop Runaway Cars. — The New Jersey & Hudson
River Railway has adopted an unusual stopping device for the
steep places on the Palisades along the Hudson. The cars de-
scend the cliffs in a zigzag course at an average grade of 7 per
cent. In the event of a car running away a siding track, with
the switch point always in direct connection with the main track,
serves to draw off the car. The rails of this siding are always
buried in sand. The friction between the sand and the wheels,
of course, brings the runaway at once to a stop. On each side of
the switch rail is built a trough, which holds the sand. The rail
is covered to a depth of 2% inches. Numerous tests have proved
the efficiency of the apparatus. The device should be of value in
saving property and lives.
Accountants' Association Question Box. — Elmer M. White, sec-
retary of the American Street and Interurban Railway Account-
ants' Association, in the association circular No. 45 announces
that the executive committee has decided to continue the "Ques-
tion Box." believing that it can be made of very great service to
the members, but has decided to try a different course from that
previously used. The following is the plan adopted for this year:
1 — All questions are to be edited before being submitted to the
members.
2 — All answers are to be edited before being printed and sent
out to the members.
3 — Only such questions and answers as are of general interest,
or upon which additional information is desired, are to be taken
up in the convention.
Transfers Good in Two Directions. — The appellate term of the
supreme court of New York on February 13 by a vote of two to
one decided, in a suit brought by P. C. Kelly against the New
York City Railway that, after riding in one direction after pay-
ment of fare, a passenger is entitled to a transfer carrying him to
his destination, even though it be on a car going in the opposite
direction. Two of the justices held that the law requires the
company to give a passenger a transfer, when he has paid five
I nis. from the place of embarkation to his destination, and that
the company is not justified in refusing a transfer to a passenger
desiring to continue his journey to the point of destination on a
line not running In the same longitudinal direction. The pre-
vailing opinion sustains the proposition that the law requires the
company to furnish to a passenger a continuous trip between any
two points for one fare. Kelly sued In the municipal court for
$50 damages and, when that court decided for the companv
appealed to the appellate term. On account , of the dissenting
opinion of Justice MacLean the company will be allowed to appeal
to the court of appeals. In his dissenting opinion Justice Mac-
i hi says: "The phrase 'continuous trip' or 'continuous passage.'
made familiar by all railroad tickets, not excursions. Is too well
270
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 8.
understood to be distorted Into an endless Journey, to and fro,
around arid around, the livelong day or night or both, as some
might be fain to make out, because of having home housings too
hot or too cold, 01 because of having no housings at all."
Western Railway Club.— A regular monthly meeting Of this
organization was held in the Auditorium Hotel on Tuesday eve-
ning. February 19, 1907 Mr. James Lyman, manager of the engi-
neering department ol the General Blectrie Company, presented
an Interesting paper on "The Anatomy ot a Railway Motor and
Control Equipment" which he Illustrated by a number of experi-
ments and numerous lantern slides. Some of the latter were of
especial interest as they showed the progress which is being mad.'
on the work at the Now York Central terminal. Some of the
Other slides presented showed views of the "(i.E.-6non" locomo-
tive on its trial trips, as well as sections and views taken in the
shop during construction. This is the type -of locomotive use'd by
the X.-w York Central.
Right to Handle Freight in Terre Haute.— Tin- city of Terre
Haute. Ind.. has appealed from the decision of Judge Fortune
rendeied on February S. 1907. in the case of the city against the
Terre Haute Ti action & Light Company, in which Judge Fortune
found for the defendant company. The case arose because the
traction company used Wabash avenue for the transportation of
freight, which it is claimed by the city is against the provisions
. f The company's franchis •. Judge Fortune's decision is based
upon the fact that the traction company paid the city (78,000 and
also made improvements to the extent of $500,000, and further a
liberal consideration for its franchise, which permits it "to take,
transfer and convey persons and property for hire and lolls." The
court's opinion of these clauses is that freight may rightfully be
considered property.
Surprise Tests on Lake Shore Electric Railway. — General Man-
ager F. J. Stout of the Lake Shore Electric Railway has stated
that surprise tests made on his road to ascertain if the train
crews were observing rules in regard to crossings have shown re-
markable faithfulness on the part of the men. Mr.' Stout sai'd:
"Although similar tests have been made at other crossings on our
line, a majority of the hundred and more secret tests that have
been made by our officials during the past two years have been
made at what is known as Elyria waterworks crossing, just west
of Lorain, where a Nickel Plate switch crosses our main line.
Although an engine crosses our track at this switch but once or
twice a month, and a white light is displayed almost constantly
there every night, not once have the officials been able to catch
a ear crew running across without first stopping and the con-
ductor going ahead to see if the track is clear. Our rules con-
cerning crossings aie very strict, and we have yet to learn of any
employe violating them."
Service Investigation in Milwaukee. — The Wisconsin railway
commission has begun its investigation of the case of the city of
Milwaukee against the Milwaukee Electric Railway ,v- Light and
Ihe Milwaukee Light Heat & Traction companies. John I. Beggs.
president and general manager of the company, has thus far
teen the only witness on the stand, his testimony touching on the
complaints made regarding the Howell avenue line service. The
examination of Mr. Beggs is being conducted by John Barnes of
Rhinelander, chairman of the commission. It is the intention of
the commission to take up the charges of overcrowding of cars,
poor passenger service and the eventual reduction in the rates.
Mr. Beggs also defended the companies in regard to the 7^-cent
fare from Milwaukee to Wauwatosa, claiming that under the
conditions of the franchises the companies could charge 10 cents,
and only make the 7^4-cent fare as an accommodation to com-
muters. The people have been asking the commission to compel
the companies to make a straight 5-cent fare.
Committee on Interurban Accounts. — Secretary Elmer M. White
of the American Street and Interurban Railway Accountants' As-
sociation, has issued a circular letter announcing the appointment
by President C. L. S. Tingley of a committee supplemental to
the committee on Standard Classifications of Accounts of the
association. This committee, as previously announced by the
Electric Railway Review, consists of the following members:
William H. Forse. Jr.. assistant treasurer Indiana Union Traction
Company. Anderson. Ind. (Chairman); A. B. Bierck. auditor Long
Island Electric Companies. 263 Fifth avenue. New York: A. C.
Henry, auditor Lake Shore Railway Company, Norwalk. O. The
purpose of the supplemental committee is to formulate a classi-
fication of accounts suitable for the use of interurban electric
railways. The committee is desirous of securing an expression
from each member and suggestions, gleaned front past experience,
that will enable them to provide a classification which will meet
the requirements of interurban construction and operation. To
this end members of the association are requested to forward im-
mi diately to Mr. Forse replies, together with any criticisms or
suggestions, to the following questions, with respect to construc-
tion as well as operating accounts:
Do you use the standard system of electric railway accounting
approved by this association?
In what respect do you modify same, if at all?
Do you think it advisable to add new accounts and what ones
do you recommei d
Do you recommend any change in the position of accounts
under the general headings?
Do you use subsidiary accounts?
Have you made anv use of the classification prescribed by the
Interstate Commerce Commissfon for the use of steam railways?
What is your Interurban mileage?
Construction News
FRANCHISES.
Cleveland, O. — Application for a franchise through Warren
county has been made by the Cleveland & Sharon Electric Rail-
way Company through its president* F. B. Morgan of Cleveland,
and its attorney, F. C. Wlllard. It is stated that the right of
way will follow practically the same route from Mlddlefield to
Brookfie'.d on the outskirts of Sharon. Pa., as was granted to the
Cleveland & Sharon Traction Company five years ago. The road
will be constructed on private right of way nine-tenths of the
way and from Middlefield to Cleveland it is said an entirely new
line will be built. Several bridges will be built; one over the-
Gran'd river in Bloomfield. a long trestle over the Mosquito Creek
valley near Kenilworth and two bridges over the Pymatuning
liver at Kinsman and Orangeville. It is stated that the Eldenbel'
Construction Company of New Y'ork. which has the contract for
the construction and equipment of the road, will increase its capi-
tal from $2 500.000 to (3,000,000 in order to care for the additional
expense of erecting these bridges.
Columbus, Ind. — The city council has granted the Indianapolis
Columbus & Southern Traction Company a franchise on Madison
avenue for the extension to Seymour. Md., now under construction.
Defiance, O — The bid of the Indiana Columbus & Eastern
Traction Company for a franchise in Defiance has been submitted
to the finance committee. The bid was accompanied by a $5,09')
check as a guarantee that the line will be built. It is stated that
the work of electrifying the old Columbus & Lake Michigan stea r\
road will be started early in the spring. The extension to Belle-
fontaine is now under way and it is stated that plans for a pas-
senger station at Defiance are being considered.
Elyria, O. — The Cleveland & Southwestern Traction Company^
has applied for a 25-year franchise to lay additional tracks over
the loop line east of the river and north of the Lake Shore &
Michigan Southern Railroad: also for the extension of the existing
franchises of the company to a period co-existent with the limit
of the new franchise.
Los Ange es, Cal. — The city council has granted three fran-
chises in connection with the proposed new subway: two to the
Los Angeles-Pacific Railway Company for a double-track line and'
grade in Flower and Hill streets and Vermont avenue; the other
to the Los Angeles Railway Company for an extension of its
Monta Vista line to Eagle Rock.
Marion, Ind. — The Marion & Logansport Traction Company
has received a franchise from the board of county commissioners
for the operation of its line in Grant county.
Murphysboro, Ml — The Southern Illinois Transit Company,
which proposes to build an interurban line connecting Carbondale,
Murphysboro, Carterville, Herrin, Johnson City and other points
in southern Illinois, has been granted a 20-year franchise in Mur-
physboro. The company' must begin construction within 90 days;
must have the road completed from the courthouse to Carbondale-
within one year; at least $5,0'J0 must be spent on construction be-
tween Murphysboro and Carbondale by July 1. 1907.
Nicholasville, Ky. — The Central Kentucky Traction Company
has been granted a franchise to build an interurban line from
Lexington to Nicholasville. Construction work is to be begun
within 18 months and the road completed within three years.
Norwalk, O. — The Cleveland & Indianapolis Interurban Rail-
way, which proposes to build an electric line between Cleveland.
O., and Indianapolis, Ind., has applied for a franchise on certain
streets of the city through C. F. Jackson of Norwalk and J. Y
Todd of Toledo. O.
Prosser, Wash. — A franchise has been granted to the Prosser
Traction Company to build 1% miles of road northwest of Prosser
to connect with the North Coast Railroad; also to the Columbia
river on the south to connect with a road from Priest Rapids
which will be built by the Hanford Irrigation Company.
Vina, Cal. — The Northern Electric Company. Chico. Cal.. has
applied for a franchise to build an electric line the entire length of
Railroad avenue. The line will carry passengers, freight, mail
and express and will parallel the Southern Pacific for a part of
the way.
Vincennes, Ind. — An ordinance renewing the franchise of the
Vlncennes Washington & Eastern Traction Company has just
been passed. The line will enter the city at the north end of Sixth
street, south on Sixth to Hart, north on Hart to Second and south
on Third to Willow street. The interurban portion of the road'
will be built from Vincennes eastward through Frichton. Wheat-
land. Montgomery and Loogootee. It is stated that assurances
have been given that the work of building the line will be started
as early in the spring as weather will permit. W. H. Schott of
Chicago is interested.
Waco, Tex. — A franchise has been granted to the Buckeye
Transit Company to build an electric line from the city limits to
city Hall square, two miles. Tins is part of an interurban line
which will connect Waco, Morresville, Marlin and Temple. Tex.,
about 50 miles.
Wir.terset, la. — The Des Moines Winterset & Creston Electric
Railway Company at a special election held for the purpose on
Febrvary 12 was g-anted a franchise for the operation of its line
February 23, 1907.
ELECTRIC RAILWAY REVIEW
271
in Winterset. It is stated that the American Electric Railroad.
which is projecting a line from Council Bluffs east through Win-
terset, will also ask for a franchise with the promise to begin
construction work in the spring.
Weatherford, Tex. — Col. G. M. Bowie of this city, representing
New York capitalists, has been granted a franchise for an electric
line in Weatherford which must be completed and in operation by
February 1, 190S.
RECENT INCORPORATIONS.
Corpus Christi Street Railway. — This company has been or-
ganized to build a street railway in Corpus Christi, from the Alta
Vista to the San Antonio & Aransas I-ass depot. Capital stock
$25,000. Directors: W. G. Blake. G. R. Scott, G. W. Grimm, A. E.
Born and E. B. Cole.
Reading Afterthought & Northeastern Railway. — Incorporated
in Iowa witli a capital stock of $150,000, with headquarters at
Cedar Rapids. Incorporators. C. E. Henderson and others.
Seattle-Chelan-Spokane Railway. — Incorporated in Washington
to build an electric railway. Capital stock. $17,000,000. Trustees,
Charles M. Meeker and G. L. Stevens, 50 Broadway. New York;
Mark F. Mendenhall and John W. Fry. Spokane; P. P. Carroll.
Francis M. I'arroll, Charles & Barron, C. M. Cochran, Elliot Col-
burn, and E. Wright, Snohomish. Wash.; E. E. Congidon, Butte,
Mont. Offices at Spokane. Snohomish and New York City.
Toledo & Columbus Railway. — This company, which was in-
corporated in 1905, has filed amended articles of incorporation
with the secretary of state at Columbus for the purpose of build-
ing and operating a railroad with electricity or other motive
power with terminals at Toledo and Columbus.
Toronto, Can. — The Toronto Elevated Railway Company,
which proposes to build and operate elevated railways in and ad-
jacent to Toronto, has applied for a charter. M. J. Adams.
J. H. McKnight. S. R. Wickson and J. M. Sinclair, all of Toronto,
are interested.
TRACK AND ROADWAY.
com-
of the
Cain-
Park
corner
State
under
Grove
Boston Elevated Railway. — The Massachusetts railroad
mission has authorized the route of the proposed extension
Boston subway system from the Park street station to the
bridge bridge over the Charles river. Beginning at the
street station the subway is to pass under the northwest
of the Common, under Beacon street, under a corner of the
House grounds, passing by the left of the State House and
Joy, Mt. Vernon, Pinekney. Myrtle, Revere, West Cedar and
streets at an angle.
Capital Circuit Traction Company. — This company, which in-
tends to build a belt traction line around the city of Indianapolis,
announces that the work of surveying has been completed and
that woik is now progressing satisfactorily on the profile maps.
It further is announced that 50-year franchises have been ob-
tained through five towns and the seven county seats through
which the road is to operate — Noblesville, Lebanon, Danville.
Martinsville, Franklin, Greenfield and Shelbyville.
Chicago & Milwaukee Electric Railway. — 'Plans have been sub-
mitted to and approved by the Milwaukee board of public works
for the company's lines in Milwaukee, on Grove and Scott streets
and First avenue, and it is stated that construction work will be-
gin at an early date.
Chicago Lake Shore & South Bend Railway. — The Illinois Cen-
tral Railroad is now building under the charter of the Kensington
& Eastern Railway a line from Kensington, 111., southeasterly to
Hammond and Gary, Ind., which will connect at Hammond with
the line of the Chicago Lake Shore & South Bend, now being built
from South Bend, and on which 16 miles of track has been laid, from
South Bend to New Carlisle. The Kensington & Eastern will be
double track and the electric road will use one track from Ham-
mond to Kensington. At the latter point five acres of land have
been purchased for terminal purposes. .]. B. Hanna of Cleveland
is president.
Cleveland Alliance «. Mahoning Valley Railway. — J. W. Hol-
comb, Cleveland, O., writes that this company proposes to build
an electric railway from Cleveland to Ravenna and Alliance. O.,
witli a branch from Ravenna to Warren, a total of SO miles.
Twenty miles of steam railroad track, from Ravenna to Newton
Falls, has been purchased from the Baltimore & Ohio and will
be electrified. David Morison, Cleveland, O. president; B. M.
Frink. Salem, O., chief engineer; F. E. Townsend treasurer; C. E.
Morley, secretary. Headquarters, 31P-11 Electric building, Cleve-
land, O.
Burley, Idaho The commissioners of Cassia county. Idaho,
. granted a charter to W. D. Kettyon, Paul R Kartzke, J. C.
icigers, I, <;. Hale and T. B. Lee to build a line of railway from
"Mli hank of the Snake river at Burley to Oakley, 25 mil's
The cost of building and equipping the mad is estimated at $100.
ind the bi heme Is to be financed by Idaho capital.
Dallas Consolidated Electric Railway. The double t racking
■ .I the Haskell avenue line haa been completed, Work Is to start
at once on the double tracking of the South Helt line and others.
E. T. Moore, general superintendent, Dallas, Tex.
Enid City Railway. -C. II. Bosler, president, Enid. Okla..
writes thai construction Is now in progress on a city line for
Enid, -ix miles long which It to completed and in open bj
May 1. 1907. The overhead" construction is of the span-wire type.
Direct current will be tsed. Power is to be purchased. Con-
struction is in progress on a car barn and repair shop to be erected
complete by May 1. The construction is being done by the com-
pany under the direction of Mr. Bosler, who is also president of
the Lebanon & Franklin Traction Company, Dayton. O., and of
the Tulsa Street Railway, Tulsa, I. T. J. R. Yarbrough of Enid
is chief engineer.
Ft. Wayne & South Bend Railway. — A contract has been let
to the Indiana & Illinois Construction Company for the construc-
tion of this road from Ft. Wayne to South Bend, Ind.. for which,
it is stated, most of the right of way has been secured. The con-
struction company, of which Gen. A. B. Nettleton of Chicago
is president, was organized for the purpose of building this road.
The road will be built on a private right of way, as far as pos-
sible, and it is intended to handle freight. G. A. Wulkup of
Chicago, president.
Halifax & Suburban Electric Company. — A company has been
organized in Halifax. N. S.. with this title for the purpose of con-
structing an electric railway, from Halifax through Rockingham.
Bedford and Sackville to Waverley, N. S. The company, it is
stated, has secured the charter of the Bedford Electric Company,
which was incorporated by the Nova Scotia legislature in 1903,
with power to construct an electric railway within the territory
named. The promoter is H. E. Harding, of St. John, N. B., who
is said to have interested United States capital in the project, and
the Halifax directors of the company are G. E, Boak, ex-Mayor
K efe and W. Chisholm.
Helena <£. Butte Electric Railway. — It is stated that $240,000
has been subscribed for the purpose of building an electric rail-
way from Helena to Butte. Mont., and that a company will be
incorporated under the above name in a few days.
Illinois Traction Company. — The work of surveying the line
from Springfield to Jacksonville, 111., which is to be built this
year, has been commenced. A belt line around the city of
Springfield is also being surveyed. It is stated that the construc-
tion work this year will be done by the company and not by
contractors, as heretofore.
Indianapolis & Louisville Traction Company. — John E. Gree-
ley of Jeffersonville. Ind., first vice-president, has announced
that by July 1 cars may be run frbm Indianapolis, Ind., to Lou-
isville. Ky. The Indianapolis Columbus & Southern Traction
Company is completing the section between Columbus and Sey-
mour. The Indianapolis & Louisville is building from Seymour
to Sellersburg and has completed tracklaying from Seymour to
Scottsburg. The Louisville & Southern Indiana Traction Com-
pany is completing the section between Sellersburg and Louisville.
Mr. Greeley said that cars would be in operation between In-
dianapolis and Scottsburg by May 1. John C. C. Mayo, of
Paintsville, Ky., is president.
Ithaca <£. Seneca Falls Interurban Railroad. — An official re-
port from J. N. Hammond, secretary, Seneca Falls, N. Y.. states
that this company, recently incorporated, proposes to build an elec-
tric railway from Ithaca to Seneca Falls. N. Y.. 43 miles, the
route for which has been surveyed. Contracts are to be let for
the entire construction and equipment. Jacob Rothschild. Ithaca,
N. Y.. is president; F. M. Bush of Ithaca is treasurer.'
Kentucky Central Traction Railroad. — G. J. Lampton of Louis-
ville, Ky., is promoting an electric railway from Bowling Green
to Louisville, and it is stated that a company with the above title
will be incorporated at an early date and the building of the first
section, from EHzabethtown to West Point, commenced. As soon
as this line is completed it is planned to build from Elizabethtown
to Bowling Green.
Kokomo Marion & Western Traction Company It is reported
that this company has decided to begin work at once on an
extension from Kokomo, through Russiaville, Forest, Michigan-
town, Frankfort and Crawfordsville to Terre Haute, Ind. T. C.
McReynolds, manager. Kokomo, Ind.
Lewiston & Southeastern Electric Railway.— Contracts have
been let to Schofiel'd & Co. of Philadelphia for building this com-
pany's proposed line from Lewiston, Idaho, south via Westlake to
Grangeville. with a branch from Westlake east to Ho and thence
south to Nezperce, a total of 135 miles. Considerable grading has
been done. W. P. Wood, chief engineer, Lewiston, Idaho.
Lynchburg Traction & Light Company — We are officially ad-
vised that there is no foundation for the report that this company
proposi s to build an extension from Lynchburg. Va., to a con-
t ion with the Tidewater Railway at Claytor's Ford bridge, and
that it is not at this time interested in any such project.
Mansfield Southern Traction Company. — Vice-President Thomas
W. I atham of Cleveland stated recently that this company, which
proposes to build from Mansfield to Mt. Vernon, O., has expended
>,20.»oo in surveys aid securing right of way, and that construc-
tion will begin al an eaily date.
Mesaba Traction Company. We are officially advised that this
company proposes to build an electric railway from Biwabik to
Ribbing, Minn 10 miles via McKinley, Sparta, Eveleth, Virginia
Mt, iron. Buhl and chisholm. Surveying is In progress from Mt.
Iron to Hlbblng ix miles, with LO miles, :is far as Sparta c
pleted Grading is to begin June I. and contracts are to be lei
in April, i' B Myers of Biwabik Is president; T. McGilvlnj Du
loth, chief ei «iu' it.
Missoula. Mont. — it is reported that «' A .Ink ways of Oval
272
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 8.
Mont., is promoting an electric railway from Great Falls to Mis-
soula, via Lincoln, Ovanda and Bonner.
Mineral Wells, Tex. — Surveys have been made for a line from
Mineral Wells to Lakewood Park, under the direction of Cicero
Smith and E. E. Dismuke.
National City & Otay Railroad.— This company, which ope-
rates a steam mad. is equipping: about 10 miles of its line between
San Diego and Chula Vista, Cal., for electrical operation. 11. N
Savage, of National City, Cal.. chief engineer.
Nauvoo, III. — C. W. Lucas is promoting an electric railway from
Nauvoo to Carthage and Hamilton, Hancock county. 111.
New York Auburn & Lansing Railroad. — The Auburn Con-
struction Company of Auburn. N. Y.. lues completed the grading
on this line from Auburn via Fleming, ScipiO, Venice. Genoa and
Lansing to Ithaca. N. Y.. 35 miles. Track has been laid from
Auburn to Genoa. 20 miles.
Northern Texas Traction Company. — The second survey for
the route of the interurban railway between Ft. Worth and
Cleburne, Tex., which is to be built by Stone & Webster of Bos-
ton, has been commenced and it is stated that construction work
will begin in a short time. H. T. Edgar, manager. Ft. Worth.
Tex.
Northwestern Elevated Railroad (Chicago) — The work on the
Ravenswood extension is progressing so rapidly that it is stated
the line should be ready for operation by May 1. All of the
structural steel is in place, the four miles having been completed
in a little more than a year. Rails have been laid from a junc-
tion with the main line at Clark street to the western terminus
at Kimball avenue, northeast of Irving Park. The station walls
are up and most of the buildings are roofed.
Omaha & Council Bluffs Street Railway. — It is reported that
this company has ordered 1.300 tons of rails to be used in various
extensions, including several city lines, a line to the School for
the Deaf, and possibly a line from Plattsmouth to Ft. Crook. W.
A. Smith, general manager, Omaha, Neb.
Omaha Lincoln & Beatrice Railway. — E. C. Hurd. chief engi-
neer. Lincoln. Neb., writes that this company's line from Omaha
to Lincoln, Neb.. 56 miles, should be finished this year. It is now
in operation between Lincoln and Bethany Heights. 6 miles. The
route includes Papillion. Springfield, Ashland. Greenwood. Wa-
verly. Bethany Heights, University Place and Lincoln. Grading is
completed from South Omaha to Sarpy City, 3 miles, and grading
on the remainder of the line will begin in March. Harvey
Musser, of Akron. O.. is president.
Richmond, Ir.d.— Local promoters of the proposed traction line
between this city and Hamilton. O., say that plans have been suf-
ficiently matured to begin active preparation for the work. De-
tails in connection with the right of way will be taken up at once.
A number of farmers already have conferred with the promoters
in an effort to have the road pass near their homes. It is said
<hat arrangements have been made whereby the road can gain
entrance to Cincinnati through lines already in operation.
Roodhouse-Virden Railway C. W. Payne of Roodhouse. 111.,
and H. C. Simon of Virden. 111., will soon begin securing right of
way for an electric line between these towns.
Sandy Valley Railway — R. H. Phillips, manager and chief en-
gineer, Washington, D. C, writes that this company's line will
extend from Chevy Chase Lake, Md., the northern terminus of
the line of the Capital Traction Company of Washington, D. C.2
to Ellicott City, Md., the western terminus of the line of the
United Railways & Electric Company of Baltimore. Md. The route
is 28 miles long and includes Kensington. Wheaton. Norbeck, Ol-
ney. Sandy Spring, Ashton, Highland and Clarksville. The Ken-
sington Railway, which has a line in operation from Chevy Chase
Lake to Kensington, 2*4 miles, has been purchased. Preliminary
surveys have been completed and the final survey has been made
for three miles out of Kensington. Grading is to begin in April,
and will be done by the company. The road will be built on a
private right of way and 70-pound rails will be used. Charles F.
Brooke, president, Sandy Spring, Md. Headquarters, 1140 H
street, Washington, D. C.
Schuylkill Valley Traction Company. — It is reported that plans
have been completed for the extension of this company's line from
Ringing Rocks to Boyertown, Pa., via Gilbertsville, which will
complete the line from Philadelphia to Reading. The work will
include several steel bridges with concrete foundations. F. A.
Lyson. chief engineer. Reading, Pa.
Shore Line Electric Railway. — This company, which has been
organized in Connecticut with $1,000,000 capital stock, proposes
to build an electric railway from Stony Creek to Saybrook. Conn.,
along the shore of Long Island Sound, to Centerbrook and Ivory-
town on the Connecticut river. It is stated that 70-pound rails
and ties have been ordered and that a contract is to be let at once
for the grading, so that work may be started at once at Ivory-
town. Much of the right of way has been secured and some of
the required franchises have been granted. The route includes,
besides the towns mentioned, Sachem's Head. Guilford. East River.
Madison, Clinton, Grove Beach, Westbrook and Essex. B. P.
Learned of New London, Conn., president; Frank W. Allen, also
of New London, treasurer.
Spokane & Big Bend Railway.— W. H. Plummer, president.
Spokane. Wash., writes that this company proposes to build an elec-
tric line from Spokane to Crystal City. Wash.. 70 miles, via Coulee
Center, Reardan, Davenport, Loraine and Egypt. Surveys have
been completed and the right of way is being cleared between
Spokane and Reardan. Grading is to begin in 90 days and con-
tracts are to be let in 30 days. T. C. Austin. Spokane, chief en-
gineer.
Spokane, Wash. — C. A. Barron, general superintendent, an-
ces that the Seattle-Chelan-Spokane Company. incor-
porated for $12,000,000; the Snohomish Valley Railway Company,
$2,500,000, and the Puyallup Valley Northern Rapid Transit Com-
pany, $3 000.000. will build an electric road from Spokane to the
Sound, 450 miles, to be completed in 1909. Contracts for part of
the work have been awarded. Mr. Barron says the bonds for
the Snohomish line have been sold.
Stroudsburg & Wind Gap Street Railway. — This company,
composed of citizens of Bethlehem. Nazareth and Stroudsburg.
Pa., proposes to build an electric road from Wind Gap to Say-
lorsville, Pa., which will complete the connection between Phila-
delphia and Delaware Water Gap. A power plant will be built at
Pen Argyl. J. B. Williams. Stroudsburg, president.
Toledo Railways & Light Company. — It is announced that this
company has contracted for relaying eight miles of track on its
lines in Toledo.
United Railways. — Plans have been completed for beginning
work on the Front street line in Portland. Ore., and within a week
it is promised construction will be started. L. B. Wickersham has
been appointed chief engineer, ^nd is now arranging the prelimi-
naries. Men are at work curving rail and preparing other mate-
rials so that when work is started it will not be delayed by these
operations. The plan of Chief Engineer Wickersham is to start
full crews of men at work on both the north and south ends of
the Front street line, at the terminal yards in North Portland and
on Hood and Moody streets in South Portland. It is planned to
lay 114-pound girder or grooved rail along the entire line within
the city limits. The rail is seven inches high and is laid on a
subgrade of concrete.
West Jersey & Seashore Railroad. — It is reported that this
company, which recently electrified its line between Camden
and Atlantic City, N. J., is clearing the right of way preparatory
to constructing two additional tracks. The road is now double
track.
Western New York & Pennsylvania Traction Company. — This
company, which recently acquired the Bradford (Pa.) Electric
Street Railway and the Olean (N. Y.) Street Railway, is said to
be preparing to build a new electric line between Bradford, Pa.,
and Carrollton. N. Y., to connect at Carrollton with another line
between Olean and Salamanca. It is announced that practically
all of the right of way has been obtained. It is possible that a
line will be built from Salamanca to Little Valley. Cattaraugus
county, New Y'ork.
POWER HOUSES AND SUBSTATIONS.
Birmingham Railway Light & Power Company. — This com-
pany it is announced is about to enlarge its power plant on Powell
avenue between Eighteenth and Nineteenth streets. Birmingham.
The plans have been completed and the appropriation has been
made for these additions. The plans call for an increase of 6,600
horsepower in the boiler plant, and the installation of one 2.000-
kilowatt railway generator and a 750-kilowatt lighting generator
of the General Electric Company's manufacture. M. A. Groover,
Birmingham, chief engineer power station.
Elmira Water, Light & Railroad Company. — A 1 500-kilowatt
Curtis turbine is to be installed for this company during the com-
ing summer, at its powTer station at Elmira, N. Y., and provision
is being made for the addition of another 1, 500-kilowatt turbine
to provide for the rapidly increasing business. To make room
for the new machinery it is stated it will be necessary to dispose
of about $75,000 worth of machinery at a great sacrifice. George
W Reynolds. Elmira, X. Y , engineer power station.
Hattiesburg Street Railway — It is stated that contracts will
be let next month for building and equipping a power house for
the proposed street railway system in Hattiesburg, Miss. H. A.
Camp, president.
Huntsville Railway Light & Power Company. — It is reported
that this company has decided to increase the capacity of its
power plant at Huntsville. Ala., by the purchase of $30,000 to
$40,00) worth of new equipment. Francis N. Lawton. Hunts-
ville, general manager.
Portland Railway Light & Power Company. — It is stated that
this company's new power plant at Cazadero, Ore., will be in
operation some time this week. The equipment includes three
turbines of 5,000 hp. capacity and the plant is designed for an
ultimate capacity of 25,000 hp.
Roanoke Railway & Electric Company. — This company has an-
nounced that it will spend $225,000 to erect a modern power house
capable of supplying about 3,000 horsepower. The new plant is
to be built on property which the company recently bought from
the Norfolk & Western Railway Company. It is thought that the
new plant will be of sufficient capacity to me?t the demands of
the lighting and power loads as well as furnish power for the
street cars. In addition to the $225,000 which the company is to
spend on the power plant, it will also spend about $1S,000 on im-
provements to its street railway facilities. It is expected to have
the plant in operation by midsummer.
February 23, 1907.
ELECTRIC RAILWAY REVIEW
273
Personal Mention
Mr L. S. Kirker. who has been manager for the City & Elm
Grove Railway Company of Wheeling W. Va.. tor a number of
years, has resigned.
Mr. E. L. Schmoek has resigned as auditor of the Kokomo
Marion & Western Traction Company. Kokomo, Ind.. to become
assistant secretary of the Cleveland Painesville & Eastern Rail-
road, with headquarters at Willoughby. O.
Mr. H. R. Goshorn has been appointed general claim agent of
the Philadelphia Rapid Transit Company to succeed Mr. S. L.
Rhoades, who resigned some time ago to become general super-
visor of claims of the Casualty Company of America.
Mr. George H. Hoyle has resigned his position as chief engi-
neer of the Berkshire Street Railway Company, Pittsfield, Mass ,
to engage in similar work in the eastern part of the state. Mr.
Hoyle will be succeeded by Mr. H. B. Webber, of Boston.
Mr. J. W. Smith, formerly manager of the Electric Traction
Company, of Philadelphia. Pa., has been appointed general man-
ager of the City & Elm Grove Railroad, of Wheeling, W. Va., to
succeed Mr. L. S. Kirker, resigned on account of ill health.
Mr. Walter W. Wheatly has resigned as president and general
manager of the Mexico Electric Tramways, Limited, of Mexico
City. Mex. Mr. Wheatly was formerly connected with the Brook-
lyn Rapid Transit Company and the Public Service Corporation of
New Jersey.
Mr. John Flood, who has served for 16 years as superintend-
ent and assistant superintendent of the Steubenville (O.) Traction
Company, has resigned to accept the superintendency of the Tri-
State Traction Company, which operates a line from Steubenville
to Wellsburg. W. Va.
Mr. Charles E. Thomas, for the past two years master me-
chanic of the Berkshire and Hoosac Valley Street Railway com-
panies of Pittsfield and North Adams. Mass.. has resigned his
position, effective on February 16. to become superintendent of
rolling stock for the New York City Railway Company.
Mr. Frank R. Henry, auditor United Railways Company of
St. Louis, has been appointed editor of the question box of the
Accountants' Association, and members should promptly send
their questions to him. The secretary suggests that in writing
questions care should be taken to make them full and clear, and
if necessary, in order to do so, illustrate the question.
Mr. J. R. Curtis, formerly general superintendent of the
Cleveland Painesville & Ashtabula Railroad Company. Geneva,
O.. has resigned to become superintendent of construction of the
new Cleveland Alliance & Mahoning Valley Railway Company,
which is building a road connecting Cleveland, Alliance. Warren
and other points in the Mahoning valley.
Mr. J. H. Pardee has resigned as general manager of the
Rochester & Eastern Rapid Railway, at Canandaigua. N. Y.. to
become manager of the railway operating department of J. G.
White & Co., of New York. Since 1898 Mr. Pardee has been
manager of the Rochester & Eastern, the Canandaigua Gas Light
Company and the Ontario Light & Traction Company. Since last
fall he has been secretary of the Street Railway Association of
the State of New York.
Mr. A. G. Maish. formerly superintendent of the Des Moines
City Railway Company, has been selected to fill the position of
assistant general manager, an office recently created for the pur-
pose of allowing the general manager, Mr. G. B. Hippee. to devote
more of his time to the enlarging of the interurban properties.
Mr. W. G. Owens, superintendent of way and structures, who has
been associated with the company for the past 15 years, will suc-
ceed Mr. Maish as superintendent of the operating, maintenance
and construction departments. Mr. Owen's successor has not as
yet been named.
Mr. P. P. Crafts, for the past three years general manager of
the Iowa & Illinois Railway, Clinton. la., has resigned his posi-
tion to become, on April 1. general manager of the electric de-
partment of the Ft. Dodge Des Moines & Southern Railway, with
headquarters at Des Moines. This is the new name for the old
Newton & Northwestern steam road which is being electrified for
interurban service. For six years, including his successful man-
agement of the Illinois & Iowa Railway. Mr. Crafts has been iden-
tified with the street railway systems of the middle west, a por-
tion of that time having been spent at Saginaw. Mich., with the
same interests that now control the Ft. Dodge Des Moines &
Southern. Previous to tbl I he served in various managing
and engineering positions with the Stone & Webster syndicati
Boston. He Is also vice-president of the Iowa Street and In
urban Railway Association.
Mr. ErtK-st Gonzenbach. vice-president and general manager
of the Sheboygan (Wis.) Light Power & Railway Company, has
added to his duties those of general man Grei isboro
i.\'. C.) Electric Company. The latter compan] operates
of street railway lin< trie lighting, gas and city pum]
plants in the thriving city of Greensboro, N. C. Mr. Oonzenb
Is now the active manager of both properties and divides his i
In accordance with the needs of thi ons, Two
when he assumed the man of the Sheboygan Light Power
& Railway Company there existed unusual political and operating
conditions opposing the best interests of the property. These con-
ditions have since been radically changed and during the two
years i:i which Mr. Gonz nbach has had charge of the Sheboygan
property the gross receipts have increased about 25 per cent and
the net receipts more than 100 per cent.
Mr. F. W. Brooks, assistant general manage) of the Detroit
United Railway. Detroit, Mich., has been appointed geneial man-
ager, to succeed Mr. J. C. Hutchins. who has held the office of
president and general manager and who will continue hereafter
only as president. Mr. Brooks has been connected with the Illi-
nois Central. Queen & Crescent and Texas Pacific railroads and
has been connected with the Detroit street railways si
when he became general manager of the Rapid Railway. When
the Rapid Railway was taken over by the Detroit United Railway
a few years ago he was appointed assistant general manager.
Mr. Albeit H. -Stanley, general manager of the street railway
rtment of the Public Service Corporation of New Jersey has
tendered his res pnation to accept the position of general manager
of the United Unde-ground Electric Railways Company of Lon-
don, England, effective
on April 1. The lat-
ter company is largely
owned by American cap-
ital, the firm of Speyer
& Co.. New York, and the
Old Colony Trust Com-
pany of Boston being
large holders, and it is
the belief of these inter-
ests that the London
Underground Electric
Railways properties will
benefit largely from the
experience of an execu-
tive who is thoroughly
familiar with American
street railway practice.
The ability and record of
Mr. Stanley make him
an ideal official for this
position. Mr. Stanley
was born in Derby. Eng-
land, and came to this
country 27 years ago. He
Is 34 years of age. He
started in street railway
service 17 years ago as a
clerk in one of the sub-
offices or car stables of
the Detroit United Railway Company, when it was a horse-car
line. Mr. Stanley worked up through every department of the
company and was placed in charge of the property as superin-
tendent m January. 1901. He remained in this position until
October 1, 1903. when he was invited to assume charge of the
street railway department of the Public Service Corporation as
assistant general manager. Four months later, on February 1
1904. he was made general superintendent of the railway depart-
ment in charge of both operation and construction. It has been
largely through the efforts of Mr. Stanley that the properties com-
prising the Public Service Corporation have been unified into the
present effective system. The numerous lines have been brought
into a harmonious system, subject to standard practices and with
definite standards of equipment, etc. Since 1903 the company has
purchased 560 cars, has built shops having a capacity of 2,000 cars
and has 150 cars under construction. Seventv-six miles of track
' and 23 miles of extensions have been built, giving the system a
total mileage of 560 miles, which produces a revenue of $10 000 000
yearly. In speaking of Mr. Stanley's resignation Mr Thomas N
McCarter. president of the Public Service Corporation. said:
"It is with the very greatest regret that the officials of Public
Service have learned of Mr. Stanley's intention to leave us He
has put in here approximately three years and a half of indefatig-
able labor, and has been more than any other individual charged
with the responsibility of the complete rehabilitation of the rail-
way department of the Public Service, with results that are rapid-
ly beginning to manifest themselves. He has earned the respect
and admiration of us all. He leaves us to take up. if possi
even a more troublesome task, and take^ with him our best w i
and affection. No one has been chosen yet to succeed him."
Albert H. Stanley.
Pennsylvania Railroad and Electric Roads.
Regarding the i, ,iis introduced in the Pennsylvania legislature
mator. Campbell, which were mentioned in the Electric Railway
■ ' February 16. 1907, the Philadelphia Ledgei lays: "It was
believed in this i ity. Harrisburg and Piiisimi^, thai the bills were
In ''•■•■ in:, resl of the Pennsylvania railroad or its allies. The rrn ye
ment seems to be following in a measun thai of the New Haven
ii New England and the Brie in New York state. Several men
ii i'l why the Pennsylvania would he extremely anxious to have an
understanding with— or what would b' bel a financial
interest In— all the electric railways that str.l.h across He I itl
Two of l tosi Important fa d out as beai In
mi :i >■ amount of money borrowed by the Pennsyl-
n th lai i i< i ears and the appointment ol i
to Europe in study the use of motors in rail
which returned two weeks ago, win. h
tood Hi' a favorable report on the use of m
traffic."
274
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 8.
Financial News
Baton Rouge (La.) Electric & Gas Company. — Control of this
company lias been purchased by Stone & Webster of Boston and
the following new officers have been elected: C. D. Wyman,
president; A. K. Todd, secretary; A. S. Pratt, treasurer; J. B.
Leonard, assistant secretary and assistant treasurer. According
to its last statement the company has outstanding $80,000 capital
stock and $34,000 bonds.
Columbus Delaware & Marion Railway. — The company will
increase its capital stork from $2,500,000 to $5,000,000. The pur-
pose is to extend the line'eventually to Cleveland.
Dallas (Tex.) Consolidated Electric Street Railway. — An ordi-
nance has been passed by the city council of Dallas, and is now
before the Texas legislature, to permit the consolidation of the
three 1 'alias companies— the Dallas Consolidated Electric Street
railway, the Metropolitan Electric Street railway and the Rapid
Transit railway. The companies, together with the Dallas Electric
Light & Power Company, are controlled by the Dallas Electric-
Corporation.
Detroit Jackson & Chicago Railway Company. — This company,
which recently acquired the Detroit Tpsilanti & Ann Arbor Rail-
way for the Detroit United railway, has given a trust deed to the
Security Trust Company of Detroit, to secure an issue of $4,000,000
bonds, which will be applied as follows:
To pay outstanding bonds already issued $1,610,000
To retire bonds authorized, but not issued 990,000
To pay to stockholders of the Detr. Ypsilanti & Ann Arbor 805,000
For improvements, extensions, etc 595.000
Detroit United Railway — The $2,000,000 of 5 per cent, 3-year
collateral trust notes, of which mention was made in the Electric
Railway Review of February 9, are dated February 15. 1907. and
are secured by a deposit of the following collateral: $1,000,000
Detroit & Port Huron Shore Line preferred stock; $1 S99.200 De-
troit ,fc Port Huron Shore Line common stock; $125,000 Detroit &
Port Huron Shore Line first mortgage 5 per cent bonds; $100,000
Detroit & Lake St. Clair first mortgage 5 per cent bonds; $1,400,-
000 Detroit United Railway consolidated 4y2 per cent bonds.
Henderson (Ky.) City Railway Company. — The property owned
by this company was sold at receiver's sale in Henderson on
February 18 to C. A. Hinsch, president of the Fifth National Bank
of Cincinnati, for $80,000.
Hudson & Manhattan Railroad. — This company, which is
building the McAdoo tunnels and is to operate electric lines under
the North river from Jersey City and Hoboken to Manhattan
island, has filed a mortgage for $100,000,000. It has been estimated
that the cost of constructing the tunnels and establishing ter-
minals in New York and New Jersey, together with the construc-
tion and equipment of the new roads, will be about $60,000,009.
Indiana Union Traction Company, Anderson, Ind, — For the
year 1906 gross earnings were $1,943,101, as compared with $1,522,-
229 in the previous year, an increase of $420,872. The statement
with a comparison follows:
1906. 1905.
Gross earnings $1,943 101 $1,522,229
Operating expenses 995,266 ruH.o'.'o
Net earnings $ 947.S35 $ 725,639
Interest and taxes 680,818 556,062
Net income in excess of taxes and inter-
est on underlying bonds $ 267.017 $ 169.577
Dividends on stocks of Union Traction Com-
pany of Indiana and Muneie Hartford &
Fort Wayne Railway Company and inter-
est on Indiana Union Traction Company
bonds 151,514
Dividend on Union Traction Company of
Indiana preferred stock and interest on
Indiana Union Traction Company bonds 100.000
Net income— surplus $ 115,503 $ 69,577
Indianapolis & Louisville Traction Company. — This company,
which is building a road between Seymour. Ind., and Sellersburg,
Ind.. to- form a part of the line from Jeffersonville, Ind.. to Indian-
apolis, has elected the following directors: W. L. Lyons and
John E. Greeley of Louisville; Alexander C. Thompson of Pitts-
burg; John C. C. Mayo of Paintsville. Ky.; William E. English of
Idianapolis; H. H. Bechtel of Cincinnati; G. S. Speer. Samuel
Adams and A. S. True of Chicago. The directors elected the fol-
lowing officers: John C. Mayo, president; John E.- Greeley, first
vice-president; Alexander C. Thompson, second vice-presdient;
W. L. Lyons, treasurer; Samuel Adams, secretary. The capitali-
zation of the company is as follows: Common stock. $2,500,000;
preferred stock. $5011,000; forst-mortgage bonds. $1,250 000.
Interborough Rapid Transit Company of New York. — An issue
of $10.000 000 5 per cent 3-year notes, to be dated March I. 1907,
has been sold to William A. Read & Co. of New York and Lee.
Higginsxm & Co. of Boston. The proceeds will be used to pay off
the floating debt and to provide for new construction on the
Brooklyn extension and for the development of trolley lines on
Long Island. August Belmont, chairman of the board of directors
of the Interborough-Metropolitan company, says it is expected that
the Brooklyn extension will be ready for operation not later than
July 1. When the extension is completed the company will have
invested in this construction $6,000,000 more than the amounts
payable by the city on account of such construction, and us the
rental payable to the city is based upon the actual expenditure
for the construction of the road, the company will receive the
benefit of a reduction in rental equal to the interest on the amount
of its own investment in this construction. Mr. Belmont adds
that the investment of the company in the New York & Queens
County railway, the New York ,»t Long Island Traction Company
and the Long Island Electric railway amounts to about $4,500,000.
He says the management has under consideration a comprehen-
sive scheme for financing the Long Island properties which will
repay to the treasury of the Interborough Rapid Transit Com-
pany the amounts advanced. Mr. Belmont concludes by saying
that the Interborough Rapid Transit Company expects that at
maturity of the new notes, if not before, the indebtedness can
be refunded on terms more favorable than are possible at present.
— The gross earnings of the system, including the subway and Man-
hattan divisions, for tie- Quarter and the six months ended De-
cember 31. show large gains over the corresponding periods of the
previous year. The reports compare as follows:
Quarter ended December 31 — 1906. 1905. Increase.
Gross earnings $5,815,232 $5,181,602 $ 633,630
Operating expenses 2,365,166 2,137,354 227. 812
Net earnings $3,450,066 $3,044,248 $ 405, SIS
Other income 194.656 225.792 *31.136
Total income $3,644,722 $3,270,040 $ 374.682
Fixed charges 2.472.906 2,306,759 166.147
Surplus $1,171,816 $ 963. 2S1 $ 208.535
Six months ended December 31 — 1906. 1905. Increase.
Gross earnings $10,307,252 $9,086,699 $1,220.55:;
Expenses 4.497,464 4,104,801 392.663
Net earnings $ 5,809.788 $4,981,898 $ 827,890
Other income 343,728 385,634 »41,90fi
Total income $6,153,516 $5,367,532 $ 785,984
Charges 4,704,114 4,294,431 409,683
Surplus $1,449,402 $1,073,101 $ 376,301
♦Decrease.
Manila Suburban Railways Company. — An issue of $2,500,000
5 per cent 40-year bonds has been authorized. The bonds are
guaranteed, principal and interest, by the Manila Electric Railway
6 Lighting Corporation. which controls the electric railway, light
and power system of Manila. The Suburban company will con-
struct and operate suburban lines which will connect with the
larger system, and will furnish lines and power in the outlying dis-
tricts. The bonds were offered to the public at 92^.
Municipal Traction Company and Forest City Railway, Cleve-
land.— Leopold Einstein, vice-president, of the Depositors' Savings
& Trust Company, and R. A. Brown have retired as directors.
They were succeeded by Francis E. Wright, president of the Bol-
linger & Riley Company, and Charles F. Seelbach, secretary and
treasurer of the Forest City Foundry Company and vice-presi-
dent of the Lincoln Savings Bank.
New York City Railway. — The report for the year ended De-
cember 31, 1906, shows gross earnings of $17,636,707, an increase
over 1905 of $616,674, or 3.6 per cent.. Owing to a reduction in
operating expenses, the increase in net earnings was $709,711. The
deficit after the payment of charges was $2 097,104 as compared
with $2,555,26S. a decrease of $458,164. The statement for the
year, with comparisons, is as follows:
1906 1905 1904
Gross earnings $17,636,707 $17,020,033 $16,994.2S5
Expenses 9,558,287 9,651,324 9.320.321
Net earnings $8.07S,420 $7,368,709 $7,673,964
Other income 1.172,264 1.261,681 1.177.570
Total income $9,250,684 $8,630,390 $8,851,540
Charges 11.347,788 11.185,658 10.751,136
Deficit $2,097,104 $2 555.268 $1,899,596
In the quarter ended December 31, the gross earnings amount-
ed to $4,552,656, as compared with $4,453,875. while the deficit was
$607,722 as compared with $515,631.
The general balance sheet as of December 31 last shows as-
sets of $37,649,297, as compared with $31,896,215 a year previous.
Cash on hand increased from $220,300 to $1,091,710, while the profit
and loss deficit increased from $5,566,555 to $7,697,744. and loans
and bills payable increased from $5,200,000 to $9,550,000.
United Railways Company of St. Louis.— Earnings in January.
1907. compared with the corresponding month of last year as fol-
lows:
1907. 1906. Increase.
Gross earnings $826,337 $7S1.78S $44,549
Operating expenses 577.870 491.368 S6.502
Net earnings $248,467 $290,420 *$41,953
Charges 231.541 232,055 «514
Surplus $16,926 $58,365 *$41,439
♦Decrease.
Waverly Sayre & Athens Traction Company, Waverly, N. Y. —
It is reported that negotiations are in progress for the purchase
or control of this company by the Erie Railroad Company. The
Erie is said to be the owner of the Elmira Corning & Waverly
electric road which will parallel for a long distance the Erie
right of way between those three places. The Waverly Sayre &
Athens is to be extended to Binghamton. With this extension the
two roads would have a through line from Corning to Bingham-
ton, N. T.. with a branch from Waverly to Athens. Pa.
February 23, 1907.
ELECTRIC RAILWAY REVIEW
275
Manufactures and Supplies
all, will be equipped with Baldwin trucks, General Electric 600
and 1,200-volt motors, air brakes, train control and will be heated
with soft coal burners.
SHOPS AND BUILDINGS.
ROLLING STOCK.
Oregon Electric Railway, Portland. Ore., has ordered 12 heavy
passenger coaches.
Chicago Lake Shore & South Bend Railway, South Bend, Ind.,
has placed an order for 25 interurban cars.
Lima <£. Toledo Traction Company, Lima. O.. is reported to
have placed an order for 12 Interurban cars.
Boston & Northern Street Railway, Boston, has ordered 27
double-truck cars from the J. G. Brill Company.
Camden Interstate Railway, Huntington, W. Va., has ordered
5 new cars from the G. C. Kuhlman Car Company.
Albany & Hudson Railroad, Hudson, N. Y., has ordered 2
double-truck cars from the Wason Manufacturing Company.
Northern Ohio Traction & Light Company, Akron, O., will
soon receive from the G. C. Kuhlman Car Company 10 new con-
vertible cars, 45 feet in length.
Beloit Traction Company, Beloit, Wis., has ordered six 22-foot
closed cars and will place an order this fall for four open cars
for delivery in the spring of 1908.
Shawinigan Falls Terminal Railway, Shawinigan Falls, Que.,
has placed an order with the Canadian General Electric Company
for one 600-horsepower electric locomotive.
Pittsfield Electric Street Railway, Pittsfleld, Mass., has placed
an order with the Wason Manufacturing Company for 1 passenger
car and with the Russel Car & Snow Plow Company for 1 snow
plow.
Illinois Traction System, Champaign, 111., is reported to have
placed an order with the Danville Car Company for 6 electric loco-
motives, 12 ears for city service, 30 interurban cars and 20 express
trailers.
Springfield Street Railway, Springfield. Mass., has placed an
order with . the Wason Manufacturing Company for 5 double-truck
Hosed cars and ten 14-bench double-truck open cars. The closed
cars will be 30 feet in length.
Montreal Street Railway. Montreal, Que., as reported in the
Electric Railway Review of February 16, is building 25 pay-as-
you-enter type cars in its own shops and in addition to these 100
of the same type are under contract with other car builders.
Wausau Street Railway, Wausau, Wis., has purchased through
the Knox Engineering Company. Chicago, three cars for city service
to be built hv the Cincinnati Car Company. This item appeared
incorrectly in our issue of February 9 as the Warsaw Street Rail-
way.
Galesburg & Kewanee Electric Railway, Kewanee, 111., has
ordered 3 single-truck Brill semi-convertible cars from the G. C.
Kuhlman Car Company. These cars will be 31 feet 4 inches in
length over all. will be equipped with cross seats, Brill 21-E trucks
and GE-80 double motor equipments.
Worcester Consolidated Street Railway. Worcester, Mass., was
reported in the Electric Railway Review of February 16, as being
in the market for new cars. An order has been placed with the
J. G. Brill Company for ten 15-bench open cars and 15 closed cars
30 feet in length. They will have Brill trucks. An order has also
been placed with the Wason Manufacturing Company for 1 snow
plow.
South Chicago City Railway, Chicago, has purchased from the
Indianapolis & Cincinnati Traction Company four interurban cars
each equipped with four motors of 50 horsepower and is building
in its own shops 11 compartment cars for heavy city use. to be
equipped with GE motors and Taylor trucks. The company is also
constructing 10 cars in its shops, which are being built by the
splicing together of two open trailer cars.
Chicago Electric Traction Company, Chicago, has ordered
15 single-end semi-convertible compartment cars for interurban
service from the G. C. Kuhlman Car Company. 10 of which are
for delivery before May 20 and 5 prior to June 15. They will be
45 feet 6 inches In length over all, will have a seating capacity
of 52 persons, thirteen windows on each side, the smoking com-
partment taking in four windows. The rear platform will be 6
feet, 6 Inches long and the front platform which Is enclosed for
the exclusive use of the motorman will be 5 feet long. A speaking
tub< inns from the motorman's cab to the platform in the
rear. The cars will be equipped with stationary seats, Magann
" air brakes, Brill trucks, 4 GE-80 motors to each car,
Monarch deck roof, steam coach hood In front and destination
signs of colored glass.
Indianapolis Columbus & Southern Traction Company, Colum-
bus. Ind , placed an order the latter part of last year for three In-
terurban cars with the Nlles Car & Manufacturing Company. An
order was also placed with the same company for eight Interurban
passenger cars and two freight cars for the Indianapolis & Louis-
ville Traction Company, now under construction between Jeffer-
sonvllle and Seymour, Ind. The passenger cars arc single end
r,0 feet in length over all. with main compartment, smoking
irtment and baggage room heated with the Peter Smith
heating system and equipped with Baldwin trucks. The freight
cars are of the standard Interurban type, 50 feet in length over
Indiana Union Traction Company. — The car houses of the Mun-
cie-Hartford City division at Bluffton, Ind., were destroyed by
Are recently. The loss is estimated at $18,000, with $11,000 in-
surance.
Spokane & Inland Railway. — Excavations are being made for
an $18,000 freight depot at Palouse, Wash., which will consist of
a main building 60 by 60 feet and a freight shed 36 by 100 feet.
TRADE NOTES.
H. W. Johns-Manvllle Company, New York, has removed its
Boston office from 77-79 Pearl street to 59 High street.
F. P. Harrison Electric & Manufacturing Company, New York,
reports a large shipment of Deltabeston fields and coils to the
Pacific Electric Railway Company at Los Angeles, Cal.
H. F. Vogel Contracting & Railway Supply Company, Rlalto
building, St. Louis, dealer in general supplies and sales agent
for the Danville Car Company. Is now the exclusive selling agent
for the Anderson-Smith arc headlight.
Standard Electric & Chemical Company, Chicago, has been
Incorporated with a capital of $10,000 to manufacture and deal In
electrical and chemical siecialtles. The Incorporators are: George
E. Fuller. George Dlerssen and Herbert Green.
D & W Fuse Company, Providence, R. I., has recently award-
ed a contract for a new foundry building which will be erected at
an early date. Owing to the company's Increasing business it
was thought advisable to construct a new foundry.
John F. Allen, 370-372 Gerard avenue. New York, has just
shipped two additional riveters to the American Car & Foundry
Company and two have been shipped to the Atchison Topeka &
Santa Fe Railroad for use at its Topeka. Kan., shops.
Chicago Pneumatic Tool Company, Chicago, following its estab-
lished practice of maintaining stores in the larger cities of the
United States for the purpose of exhibiting its tools In operation,
has opened a store at 820 Arch street, Philadelphia, Pa
Stone & Webster Engineering Corporation, 84 State street.
Boston, engineers and contractors of electrical properties, has re-
tained Converse D. Marsh of the Bates Advertising Agency. New
York, as advertising advisory counsel for the corporation.
Dagg Boiler Equipment Company, New York, has been incor-
porated with a capital stock of $50,000 to build roads, railway light
and power plants, etc. Incorporators: Bond S. Neff and Arthur
D. V. Lyons, both of New York, and Everett M. Corner, of New
Rochelle, N. Y.
Universal Portland Cement Company, Chicago and Pittsburg,
announces the appointment of F. T. Bentley as western traffic
manager with headquarters at the Rookery, Chicago, and L. C.
Bihler as eastern traffic manager with offices in the Carnegie
building. Pittsburg.
Garford Company. Elyria. O., has Just shipped a carload of
Shelby trolley poles, for which It is general agent, to San Fran-
cisco for use upon the new cars of the United Railroads of that
city. The company also has orders booked for another carload
for shipment to the Pacific coast.
American Conduit Manufacturing Company, Pittsburg, has re-
cently completed Improvements to Its factory which will largely
Increase Its output of rigid Iron conduit. Several changes have
been made In order to keep pace with its steadily growing busi-
ness and demand for Its product.
Dodge & Day, Philadelphia, have been commissioned by the
Denlson Manufacturing Company of South Farmlngton, Mass., to
make a report on its power requirements in Its factory: also have
been retained by the Royal Motor Car Company of Cleveland, O.,
as advisory engineers for Its new plant.
New Era Manufacturing Company, Kalamazoo. Mich., Is put-
ting upon the market "Phosphoro Bronze" which Is a new bronze
mixture claimed to be an Ideal metal for locomotive and car Jour-
nal bearings. The formula for this bronze will he maile'd to rail-
way officials and others Interested upon request.
E. D. Hlndman, formerly with Elmer P. Morris Company. New
York, has Joined the sales force In the railway department of the
Stuart-Howland Company of Boston. Most of his time will he
spent In New York city and his attention will be 'devoted to the
territory of New York, Pennsylvania and New Jersey.
O. A. Stranahan recently resigned his position as sales man-
ager of the Allis-Chalmers Company. Milwaukee, and has nc-
qulred an Interest In the Electrical Installation Company, Chi-
cago, where he has been elected a director of the company arid
will have an active part hereafter In the company's affairs.
Underfeed Stoker Company of America, Chicago, has recently
received an order from the Chicago & Milwaukee Electric Rail-
road for 24 Jones stokers to equip eight 600-horsopower Babeook
Xr Wilcox boilers Installed In Its new power station at Waukegan.
111. This Is the fourth order the company has received from this
road and makes n total of 37 Jones stokers ordered since January.
1903. A second order has also been received from the I
Alemana Transatlantlca De Electrlcldad. Buenos Aires. Argentine
276
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 8.
Republic, S. A., for 45 Jones stoker? to equip its various power
stations in that city. This order is the result of a trial order for
three stokers Installed in its station at Montevideo by G. F. Kel-
ley, erecting engineer of the Underfeed Stoker Company of
America.
Southern Immigration Bureau, 144 East Seventh street, New
York, furnishes laborers to all sections of the western and south-
ern states, as well as throughout the country. The company pos-
sesses special facilities for handling this line of business and will
furnish laborers in any number and of whatever nationality re- .
quired.
Electrical Installation Company, Monadnock block, Chicago, at
Its annual meeting elected as its president C. H. Kimball of
Muskegon, Mich., who was formerly vice-president, and O. A.
Stranahan of Milwaukee, a director of the company. The com-
pany now has 1X5 miles of electric railway under contract in
Indiana.
F, P. Harrison Electric & Manufacturing Company has found
it necessary, owing to a large and increasing demand for the
Cow-Boy brand Deltabeston armature and field coils manufac-
tured by it, to increase the capacity of its factory. A large brick
bake oven building, having a capacity of 15.000 field coils, has just
been completed.
Rldgway Dynamo & Engine Company, Ridgway. Pa., has com-
pleted a large addition to its works and is now putting it into
service. The addition is a one-story steel structure. 200 feet in
length and 65 feet wide, with solid brick walls arid slate roof.
The building will be used as an erecting shop and storage ware-
room for finished machinery.
Berger Manufacturing Company, Canton, O., is making pro-
vision in its new sheet mills for the production of a special quality
of sheets for electrical purposes. As this company owns and
operates its own steel plant in addition to its twelve-mill sheet
plant it can control the quality of sheet bars, thus insuring a soft
sheet with a low hysteretic constant.
Genuine Bangor Slate Company, Easton, Pa., maker of gen-
uine Bangor roofing slate and other slate products, announces that
considerable interest is being taken in its slate roofs by electric
railway companies. The company claims a roof manufactured by
it will outlast the building and is entirely free from expense for
repairs, the slate also acting as a good insulation against elec-
tricity.
Stuart- Howland Company, Boston, Mass., reports a very large
volume of business in its electric railway supply department.
During the month of January last the business was greater than
that of the whole year 1905. It has been found necessary to add
a new salesman to this department to keep pace with the growing
business. This company makes a specialty of armature and field
coils, commutators, segments and overhead line material.
Lorain Steel Company, Philadelphia, Pa., has awarded to
W. J. Rose & Sons, of Johnstown. Pa., the contract for the erec-
tion of a new one-story building 376 by 400 feet and to cost ap-
proximately $200,000. The building will be constructed of steel
and be fireproof. Upon the completion of the addition, the plants
for the manufacture of switches, signals arid electric appliances
used on street railways will be placed in it. Work will begin at an
early date.
Chicago Pneumatic Tool Company, Chicago, at a meeting of
the stockholders held in Chicago on February 18. re-elected all of
the retiring directors, which are as follows: A. W. Maconochie,
James C. Taite, Charles M. Schwab, J. R. McGinley, J. W. Duntley,
W. O. Duntley and W. A. Mitchell. The company has recently
purchased the buildings of the Franklin Machine & Tool Company
of Franklin, Pa., at a cost of $200,000. which will be used in con-
nection with the air compressor plant.
Sterling-Meaker Company, Newark, N. J., announces that its
business for 1906 was more than 50 per cent greater than for the
preceding year and that on January 1 the company had unfilled
orders to the amount of $30,000 notwithstanding the fact that they
were employing twice as many men as a year ago. The company
is a well known manufacturer of the Sterling safety brake, the
Giant brake, the Sterling fender, the Sterling trolley base, the
Berg fender and the Sterling sand box.
American Blower Company, Detroit. Mich., announces that a
large addition to its steel plate fan shop is about completed and will
be ready for operation in about thirty days; also that the com-
pany's architects are at work upon plans for a large addition to
its power plant and to its engine construction department. The
new type of vertical self-oiling engine which this company has put
upon the market has met with such success" that in order to
meet the demand an entire re-arrangement of its plant was neces-
sary.
Standard Motor Truck Company, Pittsburg, has appointed
George W. Evans & Co. of Seattle, Wash., its northwestern agents
for the territory comprising the states of Washington. Oregon,
' Idaho. Montana and British Columbia and Alberta, Can. The
company has also recently received orders for the following equip-
ment: 200 swing bolster maximum traction trucks of the 0-45 type
for the Brooklyn Rapid Transit Company; 200 of its 1-50 type for
city and suburban use for the Boston Elevated Railway; 100 short
wheel base outside hung motor of the 0-50 type for the Detroit
United Railway; also several large orders for the Consolidated
Railway of New Haven. Dartmouth & Westport Street Railway.
Boston & Worcester Street Railway, Oklahoma City Railway Com-
pany, York Street Railway and other small orders aggregating
over :>nu trucks for which the company has received orders dur-
ing the last three montns.
Green Engineering Company, Chicago, in order to handle its
steadily increasing business, purchased last year nine acres of
ground in East Chicago upon which the company has erected a
new shop, approximately Y40 by 130 feet, embracing a large foun-
dry, machine shop, warehouse, pattern shop and power house.
The buildings are of all-steel construction with concrete side walls
and tile roofing, making them practically fireproof. The company
has also constructed 1,200 feet of switch track on each side of its
plant.
McCllntic-Marshall Construction Company, Park building, Pitts-
burg, 'will build an addition to its plant at Carnegie, Pa., for use
as a rivet shop. The building will be 84 feet wide at the main
span, the total length to be 154 feet 8 inches. Provision is made
for four 5-ton longitudinal crane runways together with additional
runways to carry riveting machines. The plant at Carnegie was
purchased in June, 1905, from the American Structural Steel Com-
pany and since its operation under its present management has
shown an Increased output.
Charles M. Higglns & Co., manufacturers of the well-known
Higgins' drawing inks, have increased their business during the
past year over one-third of the year previous. The general us
not only in this country but throughout the world of their draw-
ing inks, mucilage and paste is increasing steadily. Some time ago
the company opened a store at 11 Farringdon avenue, London.
E. C, as a distributing depot for their line in England. The Chi-
cago office of the company is in the Fisher building, the main of-
fice and factory being located in Brooklyn, N. Y.
J. P. Sjoberg <£. Co., 533 West Thirty-second street. New York.
N. Y.. have recently delivered to the New York City Railway
Company 600 of their new patent sliding-sash vestibules, arid these
have been installed on the New York city cars. The vestibule
affords thorough protection to the motorman and in no way ob-
structs his view. The Brooklyn Rapid Transit Company of Brook-
lyn, N. Y.. has adopted this vestibule as standard on all of its
cars and has recently placed an order for 400 vestibules, which
completes the contract for equipping the whole system.
J. G. Brill Company, Philadelphia, is reported to have an-
nounced that the plan for the reorganization of its company, which
has been under way for some time, has been accomplished. The
capital stock has been increased from $600,000. to $10,000,000. part
of which has been taken by the three other companies associated
with it, namely. G. C. Kuhlman Car Company, American Car Com-
pany and the John Stephenson Company. It is stated that nego-
tiations are under way for the equipping of another car-building
company in the east. James Rawle, formerly secretary of the
company, has been elected president to succeed Martin G. Brill,
who died some months ago. No changes in the operation of the
different plants will be made at this time under the new man-
agement.
B. F. Sturtevant Company, Boston, reports the sale of its
generating sets to the Richard Borden Manufacturing Company,
Fall River, Mass., Eastern Brass & Machine Works, Easton. Pa.,
Roughsedge & Ramsey, Prince Albert. Sask., Can., and the Bowker
Construction Company, New York City; also the large manufactur-
ing plants which have been equipped with its heating and ven-
tilating system: Reeves & Co., Columbus, Ind., National Tube
Company, McKeesport, Pa., Graton & Knight Manufacturing Com-
pany, Worcester. Mass., and the Canadian Pacific Railway. To-
ronto Junction, Ont. The company has also made the following
sales for its new type of high pressure rotary blowers: General
Fire Extinguisher Company, Atlanta. Ga., Rivett Lathe Company,
Brighton, Mass., J. B. Clark Manufacturing Company, Rockford.
III., and the Winchester Repeating Arms Company of New Haven,
Conn.
H. W. Johns-Manville Company, 100 William street. New York,
held its annual convention of its many branch managers and de-
partment managers during the last week in January at the New
York office of the company. Representatives of the various
branches and factories were present, making the meeting not only
profitable but interesting. Within the past few months the com-
pany has opened new branch offices at New Orleans. La.. Dallas,
Tex., and Baltimore. IW., making sixteen branch offices through-
out the United States in addition to its local representatives at
various points. The company has recently opened a branch office
at 214 Main street, Buffalo, N. Y., in charge of George A. Schmidt,
who has been connected with the company for a number of years.
B. F. Boscoe has been appointed assistant manager of this branch
and will make his headquarters at Rochester, N. Y. Harry V.
Patton will also be associated with the new Buffalo branch.
D. E. Baxter & Co.. Incorporated, railroad contractor, 27 Wil-
liam street. New York, which has the contract for the construc-
tion and equipment of the Charleston & Summerville Electric Rail-
way, from Charleston to Summerville. S. C has placed orders for
3,150 tons of 70-pound rails, 850 kegs of railroad spikes and 12
switches, delivery to be made in the early part of May. The con-
struction of this road is progressing rapidly, the contractor having
two large forces at work from both ends to the center. The fire-
proof concrete power house building in which will be installed the
Snow gas engines, generators and electrical appliances for. ope-
rating this road will be commenced immediately. The overhead
construction will be for single-phase transmission, with 120-foot
spans. No. 000 hard drawn, grooved copper trolley wire. As the
president of the road is anxious to complete it as soon as pos-
sible to take care of the summer travel the contractor is increas-
ing its forces that this may be accomplished. It has been as-
sured by the Snow Manufacturing Company that the delivery of
February 83, 1907.
ELECTRIC RAILWAY REVIEW
277
machinery will be prompt. A spur will be run from the main
line to the new Charleston navy yard, thus affording the United
States government easy transportation for its men to and from
work. A majority of thes ither reside in Charlestown or
Summerville and are now compelled to take a circuitous route.
The weather has been such that no delay has been experienced,
the contractor not having lost a day since work began in No-
vember, 1906.
G. Drouve Company. Bridgeport. Conn., has secured an order
to install the Lovell sash-operating device at the New York Cen-
tral railroad shops at White Plains and Harmon. X. Y. The in-
stallation includes apparatus to operate the sash in the inspection,
locomotive, car and machine shops and comprises 4.400 feet of
the operating device. The company is completing an Anti-Pluvius
skylight installation for the Pond Machine Tool Company on its
new shop addition. The Anti-Pluvius skylight is water-tight,
weather-proof and non-deteriorating, and is erected by the unit
system of construction, without putty or cement. The company
makes a special bid for large contracts, having only recently fin-
ished the skylighting of the Delaware Lackawanna & Western
Railway Hoboken terminal train shed. 125,000 square feet of sky-
light being used on this work. A strong claim made by the com-
pany is that it guarantees positive immunity from leakage and
condensation, as also from breakage of glass (excepting from
strictly external can- -
Pressed Steel Car Company, Pittsburg, at the annual meeting of
its stockholders held in Jersey City on February 20, re-elected the
retiring directors and made public its financial report for the fiscal
year ending December 31. 1906. The report shows that the surplus
after deducting the dividends on the preferred stock was equal to
17.25 per cent on the common stock, but no dividends were de-
clared on the common stock because the management desired to
increase the working capital and strengthen its position. The in-
come account of the year together with the general balance sheet
is as follows:
1906. 1905.
Net earnings $3,381,884 $1,106,901
Depreciation, etc 350,000 175,000
particular machine. Some of the men now employed have been
with this company since it first began the manufacture of com-
mutators. The result of this specialization is more perfect work-
manship which, combined with the best of material, assures a
product of the highest type.
An exact fit between the shell and the commutator bars is an
important point to be observed in the manufacture of a commu-
tator, because if the fit is not perfect the commutator will not re-
main tight: and further, the expansion and contraction from heat-
ing when in operation will cause it to warp, resulting in serious
sparking and in a very short life for both commutator and
brushes. This company has given special attention to perfecting
methods of securing the perfect fit so desirable and necessary to
avoid the disastrous effects above mentioned, and it is prepared
to manufacture high-grade commutators of any style in all sizes
from the smallest used on a fan motor to that of the largest
direct-current generator.
BLAKE TUBE FLUX.
Balance $3,031 B84
Preferred dividends 875,000
Balance $2,156 SS4
Common dividends
$ 931,901
ST5.000
$ 56.901
Surplus $2.15> 5,8 ; 4
Previous surplus 2. 588. 775
Total surplus $4,745,659
Assets.
1906. 1905.
Properties and franchises $26,S53,093 $25,818,622
Securities owned 2,488,554 2,052.554
Taxes and insurance 49.402 24 936
Accounts receivable 1.073.048 1.826.112
Materials on hand 4.979.S15 4.920.253
Cash 2.065.579 478.040
Totals $3S. 409,491 $35,520,517
Liabilities.
1906.
Common stock $12,500 000
Preferred stock 12.500.000
First mortgage notes 2,500,000
P. S. C. monevmtg. McK. Rs. p. 4 235.000
P. S. C. money mtg. Allgheny p. it 75
Accounts and bills payable 5.381.119
Accrued salary and wages 201.763
Accrued interest 52 200
Accrued preferred dividends 21S.750
Surplus 4.745.659
1905.
$12,500,000
12.500,000
3.000.000
235.000
75,000
4 156.381
184 018
218.750
2.5SS.775
$ 56,901
2,531,874
$2,5S8,775
Increase.
$1 034.471
436.000
24.466
146.936
59,562
1. 187. 539
$2,888,974
Increase.
'•$5o6.'666
1,225.738
17.745
•10.393
"isMsi
There are many reasons why it is advantageous to have solder-
ing flux placed on the market in such a form that it will remain
clean and yet easily be applied to the surfaces to be joined. With
soldering paste contained in the usual form of boxes there are
the disadvantages that
if the box is not kept
covered at all times
the paste becomes
dirty, and for this rea-
son part of it may be
wasted; with the sol-
dering flux in covered
boxes it is necessary
for the linemen or
whoever may use it to
apply the flux with
some sort of brush or
dauber. This practice
is not only unhandy
but is wasteful of the
material. To obviate
these disadvantages
and effect a saving for B T Flux_Method of Application,
the user of soldering
flux, the Blake Signal
& Manufacturing Company, 246 Summer street. Boston, has placed
on the market the "Blake Tube Flux."
As will be noted by the accompanying illustrations, this tube
is of the customary collapsible form and has a tapering spout
through which the soldering flux is applied directly to the sur-
faces where it is needed. The flux contained in these tubes was
formerly known by the trade name of "Climax." The manufac-
turer states, however, that the tube and flux have been much im-
proved. The new product is said to have many advantages over
the ordinary flux, among which are the following: It is an insulat-
ing material, non-corrosive, and is enclosed in tubes so that it
may conveniently and economically be applied as desired. It
would seem that soldering flux enclosed in such tubes would form
a very useful part of a workman's kit.
Special attention is called to the aluminum spout, which ma-
terial will permit of contact with a soldering iron without melting
Totals $38,409,491
•Decrease.
:-
f.Ubc
Aa tMSUtmtlMff, •
■
iiNftou?
ADVERTISING LITERATURE.
Genuine Eangor Slate Company. Easton, Pa. — "Slate and Its
is the title of a handsomely executed and instructive pam-
phlet designed to be convincing in Its array of facts and arguments
in favor of slate as compared with other materials used for roof-
ing purposes. The claim that the company is the largest pro-
of slate in the country is not likely to be disputed, nor.
after reading this book, does there seem any argument except that
-t with which to controvert the claims for slate.
The various chapters set forth what a genuine Bangor slate roof
will and will not do. its service and qualities in comparison
with roofs of tin. steel, shingles, tile and compositions of tar. as-
phalt, asbestos, gravel, etc.. with quotations from various authori-
al support of the points made. The pamphlet is beautifully
illustrated from photographs of buildings— residences, churches,
factories, government institutions — showing clearly the attractive
effect produced by the use of slate roofing and in themselves sug-
gestive of the unquestioned durable character of the material.
Blake Tube Flux — Collapsible Tube.
and thus closing the outlet for the flux. The collapsible tubes are
made of heavier metal than before and are coated with tin both
inside and out. This coating prevents the tube from being torn
or damaged. Reference to the Illustration showing the method of
applying the paste In soldering armature leads to commutator seg-
ments will make plain the convenience pf the Blake Tube Flux
for the use of the shop man or lineman.
DEVELOPMENTS IN THE ORGANIZATION OF THE OHIO
BRASS COMPANY.
HOMER COMMUTATORS.
An excellent example of the tn nd of the modern idea of
specialization is illustrated in the manufacture of commutators
by the Homer Commutator Company. Cleveland, Ohio. In this
case not only does the company devote Usell exclusively to the
manufacture of high-grade commutators, but eacb man who
operates one of the machines designed especially for the man-
ufacture Of commutators is a specialist in the operation of his
In order to better serve its rapidly increasing trade, the Ohio
Brass Company has recently made arrangements for the estab-
lishment of two new branch offices and has made several addi-
tions to the personnel of its home office. These new branch
offices will be located at St. Louis. Mo., and Atlanta, Ga.. and will
carry an ample stock of standard materials for quick shipments,
which will be selected to fulfil the requlremi ats peculiar to their
respective territories. The establishment of these offices will
enable the company to take care of its trade In the southwestern
and southeastern territories more efficiently than ever, and will
greatly facilitate prompt filling of oi
The St. Louis office will be located at 10 North Fourth
and will be ready for business on March 1. This date will mark
the termination of the Ohio Brass Company's arrangements with
the Watts & Uthoff Supply Company, which has acted as sales
agent in that territory for several years past. The office will be
278
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 8.
under the management of E. C. Brown, who. for many years, has
been actively identified with the electric railway trade and will
be assisted in the office by N. W. Biggart, who has been trans-
ferred from the home jffiee for that purpose. Traveling salesmen
will be added to this office as soon as its organization has
completed, and customers in the St. Louis territory will now be
even better served than heretofore.
The new branch office at Atlanta, Ga., will be ready for busi-
ness on March 15 and will be under the management of J. H.
Slimp. R. L. Courtney will assist Mr. Slimp in the office and a
staff of traveling salesmen will be organized as soon as tin office
is formally opened. Mr. Slimp needs no introduction to his many
friends in the southeastern territory, who will doubtless be pli
to learn that in his new capacity as sales manager of this .>tri..-
he will be in a position to keep in closer touch with them than
heretofore.
The Atlanta office will be located in the Peters building, room
30S, corner of Wall and Peachtree streets. The warerooms will
be in the same building and sufficient stock will be carried to
fill all rush orders.
Several acquisitions have recently been made to the home
office force at Mansfield. These additions are made necessary by
the rapidly increasing volume of business, consequent to the com-
pletion of the Ohio Brass Company's new factory buildings, and
are as follows: J. F. Little is assistant in the line material divi-
sion of the railway sales department. He was formerly con-
nected with the sales department of the Western Electric Com-
pany in Chicago. C. C. Beck has assumed the position of com-
mercial engineer, having been previously assistant superintendent
of the Ideal Electric Company. C. V. Marks is personal assistant
to the secretary. H. C. Moran is assistant in the rail bond de-
partment, having been previously connected with the 'Western
Electric Company. A. W. Campbell is assistant in the office of
the vice-president. H. W. Young, formerly with the Cutler-
Hammer Manufacturing Company of Milwaukee. Wis., is assistant
in the advertising department.
THE NATIONAL WINDOW FIXTURES.
The National Lock Washer Company of Newark, N. J., which
manufactures a complete line of curtain fixtures, also has upon the
market a number of window fixtures. These include a sash balance
roller and attachments fur lifting a window a sash lock with rateh-
National Sash Lock.
et strip and screws for locking a window at any desired height
and sash springs comprising four face and two edge springs for
making a window dust and draft proof. The company believes
that by the proper application of these devices, it will be possible
for even a child to raise or lower with ease the heaviest car
sash in wet or dry weather, and that when the window is closed
it will be practically dust and draft proof. The fixtures do not
necessarily have to be used together, but the combination makes
the window arrangement serviceable and effective.
The National sash lock is designed to hold and positively lock
the window sash at any height and to prevent rattling. A feature
taken into consideration in planning its construction was to make
it possible to place the window loosely in the frame, so that the
sash could be easily raised and lowered. The lock is operated by
simply pressing and releasing levers which are so arranged that
raising the lower lever unlocks the upper, but a reversal of the
process has no effect on the lower lever, an arrangement, the pur-
pose of which is to give the operator complete control of the
weight of the sash.
The National sash balance is a specially made spring roller,
held in brackets placed out of sight at the highest part of the sash
slide. The roller is held to the sash by two belts, one at each end
of the roller. These belts are connected with the roller by brass
straps locked In the roller groove, and the lower ends connected to
the sash by hooks secured to the belting by brass straps. These
hooks fit into eyes screwed into the top of the sash, so as to make
the sash readily removable. The screw eyes are made with a
special thread that it is believed will sustain many times the
National Sash Balance Roller and Attachments.
weight required. They can also be raised or lowered one or more
turns to equalize the belt on each side. If stronger tension is re-
quired, one belt at a time can be unhooked and passed around the
roller. If less tension is required the belt can be unhooked and one
turn taken off. making it unnecessary to move the roller in order
to regulate or adjust it. The wearing parts are all of sheet brass.
Under ordinary conditions the tension of the balance roller is said
to lift all but about three pounds of the weight of the sash.
RECORDING FARE REGISTERS.
The Recording Fare Register Company of Now Haven. Conn..
is offering two new styles of fare registers designated as tyres-F
and G.
The aim in the design of these registers
has been to reduce the number of working
parts and springs. To accomplish this end.
gearing alone has been employed in the
construction of the internal mechanism of
these registers.
The enclosing cases are of seamless drawn
cartridge brass, finished in antique copper.
The lace dials are of steel, enameled any
color desired, or to match the car finish.
Large plain numbers which can be easily
read at a distance areused for the trip and
total figures.
The "set back" is entirely automatic, the knob returning to
position instantly upon the cancellation of the trip or changing of
the direction indicator.
A printed record is made by the type-G register, giving the
direction, trip number and a total statement for each trip. Type-F
is of exactly the same construction as type-G, with the exception
that it does not have a record-printing mechanism.
Both of these registers can be fitted with a "not-set" indi-
cator, which requires an extra push of the knob to unlock the
register after canceling a trip or changing the direction. This
avoids the possibility of fares being registered while the conductor
is off the car.
Type-G.
K
Is. °
ViALi. ii
mm
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postoffice, Chicago. 111., as Second-<?lass Matter.
Subscription in advance, including special daily editions published from
time to time in places other than Chicago, postage free, $2:
Foreign. Jo; Single Copy, 10 cen <-s.
New York: 150 Nassau Street
Vol. XVII, No. 9
CHICAGO, MARCH 2, 1907
Whole No. 201
TABLE OF CONTENTS.
Editorial —
— Perpetual Franchises Upheld 279
No-Fare Street Car Systems 279
— High -Class lien in the Boiler Room 279
— Preventing- the Freezing of Standpipes 280
— Glass Breakage on Interurban Cars 280
— Economy in Motor Repairs
— Interurban Trolley Breaks 281
— Sectionalizing Car House Wiring 281
New Car House and Shops at Nashville (Illustrated) Z*-
The New Tunnel for the Metropolitan Street Railway Company
of Kansas City 285
Milwaukee Service Investigated by Wisconsin Railroad Commis-
sion
Boston & Maine Wants Conway Electric Railway 287
Dispatching Cars by Telephone. Denver City Tramway. By
S. W. Cantril (Illustrated) 2SS
Employes' Records of the Memphis Street Railway Company
(Ilustrated i 290
Des Moines Franchise Declared Perpetual by United States Cir-
cuit Court 291
A Sand-Supply Car at Knoxville (Illustrated) 29:2
Development of the Oklahoma City Railway Company 293
Improvements at Mobile. Ala 293
Records for Distribution of Stores at Chattanooga (Illustrated) .294
Disciplining by Assignment of Trainmen to Inferior Runs (Illus-
trated) 294
Doublie-Lift Bridge of the Illinois Traction System at Peoria. 111.295
Family Talks 295
Electrification of Main Lines of Railway 295
The Use of Contactors with Platform Control (Illustrated) 296
In a decision rendered on February 19 by Smith McPherson,
judge of the United States circuit court at Des Moines, la.,
the contention of the Des Moines City Rail-
Perpetual way Company that its franchise is per-
Franchise petual is upheld. Judge McPherson holds
:s Upheld. that notwithstanding the claim of the city
that all rights which were granted under
the ordinance of 1866 expired in 1898, the city since the latter
date has repeatedly recognized the validity of the franchise.
The court rules that only the monopoly feature of the fran-
chise expired in 1898. In the decision the court states that
attempts to violate contracts are one of the evils of munici-
pal governments of the day. The court shows that the Des
Moines city council, desiring to aid in building up the city,
granted a franchise when Des Moines had about 6,000 people,
and that the system was maintained for 14 years with an
expenditure of $200,000 and no profits; and that when profits
were in sight the council granted rights to other companies
and litigation commenced. Although the company's conten-
tions are unheld in a broad way, the court calls attention to
the fact that the company is under a continual obligation to
furnish adequate and efficient service. The attorney for the
city announces that the case will be appealed to the United
Slates supreme court.
Cleveland's mayor is at work again, and according to his
views 3-cent fares are only a step in the right direction. The
Soal is no fare at all; that is, no fare that-
No-Fare the street-car-rider will know that he pays,
Street Car it is all to be added to taxation. Mr. John-
Systems, son is quoted as follows: "What I really
want is free street cars. Eventually I hope
to see them as free to the passengers as the air they breathe
Street cars ought to be as free as elevators, A proper s
of taxation would support street car lines without burden to
the workingman, who could choose his home where he would.
New Electric Locomotive for the Brooklyn Rapid Transit Com-
pany i Illustrated) 297
New Viaduct for the Metropolitan Street Railway 29 ii
Directory of Electric Railway Association *'■>'
Pioing and Power Station Systems— XXXI. By W. L. Morns.
(Illustrated 29b
Recent Electric Railway Legal Decisions. By J. L. Rosenberger.299
News of the Week jj°l
Central Electric Railway Association 301
— Philadelphia Traction Situation 301
—Accident on New York Elevated Road 301
Effecting Electric Railways 301
— Cleveland Traction Situation 301
— Trolley Express Hearing in Massachusetts 301
— Rapid Transit Affairs in New York 302
—Chicago Traction Situation 302
Construction News —
— Franchises
-Incorporations
.304
— Track and Roadway 305
— Power Houses and Substations 306
Personal Mention 307
Financial News 30i
Manufactures and Supplies—
— Rolling Stock 308
— Shops and Buildings 308
—Trade Notes 309
— Advertising Literature 309
A Combination Steel and Wooden Gear Case (Illustrated) 310
Pole-Top Air-Break Switches for High-Tension Transmission
Lines (Illustrated) 310
and congested districts would disappear." It is difficult to
treat with patience this suggestion that it would not burden
any workingman to have the cost of urban transportation for
the public added to his taxes or the taxes paid by his land-
lord or the storekeeper with whom he deals.
Many power plant operators seem to think that if a good en-
gineer is employed for their plants everything has been
done that is necessary to assure economical
High-Class results. This, unfortunately, is not the case
Men in the unless the engineer in charge realizes the
Boiler Room. value of good firing. Far more economical
results could be obtained from the average
plant if the same amount of thought and care were given to
the operation of the boilers as is generally given to the en-
gines. To accomplish economical results it is necessary to
employ a competent man who has made a study of the dif-
ferent methods of firing and knows how to handle a given
grade of coal to obtain the best results under any given con-
ditions This man should be given absolute charge of the
boiler room and not be subject to the engineer's orders,
which, in most instances, would directly oppose the proper
course to be pursued. Experience is not the only way by
which to judge whether or not a man is qualified for such a
position. A sound theoretical knowledge of the laws of com-
bustion, coal and the steam boiler are absolutely essential.
An instance of what can be done by such a man. even in a
small plant, is illustrated by a case which lately came to our
notice. The boilers in the plant, to which reference has been
made, are fitted with mechanical stokers and were in charge
of an expert recommended by the stoker manufacturer. H>
fore the "theoretical stoker" took charge of the plant the coal
consumption was 65 tons per day and the town had threat-
i the management with lawsuits because of the smoke
nuisance. Under the scientific management the coal con-
sumption was reduced 12 tons per day and hardly a trace of
280
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 9.
smoke was visible. The saving in coal was about thirty dollars
a day, omitting the reduced cost for carting ashes. The ex-
penses incurred about seven dollars, leaving a net saving
of twenty dollars per day. It should be remembered that it is
the brains and not the muscle that reduces the coal bills.
great frequency, it is well to look into both the operating and
the constructive ends of the matter. It may pay in some
cases where the speeds are very high to use plate glass in the
front vestibule windows.
In power plants of the hydro-electric type where a standpipe
equipment is installed to prevent damage from water ham-
mer, considerable trouble is likely to be en-
Preventing the countered from the freezing of the relief
Freezing of column of water unless special measures are
Standpipes. taken to heat the pipe interior in cold
weather. It has been found by experience
that the surging of the water in the pipe seldom exceeds 18
inches, which is not enough of a movement to prevent the
water from freezing against the sides of the pipe, and in case
of long continued cold weather this is likely to cause injury
to the standpipe by bursting it, to say nothing of the danger
to the main pipe line and water wheels. An ingenious tem-
porary method of preventing freezing was recently tried suc-
cessfully in a plant where ice was forming rapidly on the
inside of a standpipe 110 feet high and 5 feet inside diameter.
Immediate action was necessary, for there was no time for
anything but emergency methods. Fifty 50-candlepower in-
candescent lamps were connected in a loose circuit and low-
ered into the pipe from the top. The current was then turned
on and the heat from the lighted lamps cleared out the ice
in a short time. As a permanent arrangement the standpipe
was surrounded by a double air chamber made of matched
boards lined with tar paper and sealed at the top. In the
bottom of the chamber were installed 14 simplex car heaters
of 600 watts capacity each, and in the top was mounted a
2,500-watt coil on a circular wooden float, the diameter of the
upper heating coil being about 42 inches. The coil rises and
falls with the surging of the water, and is prevented from
being thrown out by being fastened in at the top of the pipe
with No. 6 steel wires. This scheme has been found thor-
oughly effective and it has the advantages of being exceeding-
ly flexible, efficient and readily controlled from remote points.
The breakage of window glass on interurban cars sometimes
becomes so frequent that a management's special attention is
called to the matter, and it at once becomes
Glass important to reduce the record. Aside from
Breakage on the expense of replacing the old lights and
Interurban Cars, the ever-present possibility of damage suits,
it sometimes happens that connecting roads
will not receive a car with a single broken pane, the result
being that the car must be taken off the line and suffer a
total loss of earning capacity while these trivial repairs are
made.
High-speed cars seem to suffer more from glass breaking
than equipments making moderate schedules, and the exces-
sive vibration of windows is no doubt a predisposing cause.
Rough track, minor collisions with teams or other vehicles,
carelessness of passengers and other causes readily suggest
themselves, but perhaps the point In the car which suffers
most heavily is the front vestibule. Too rapid dropping of
windows by motormen is a frequent cause of breaks, and
again, the contact of the car with a foreign body like a large
bird flying through the air or with a broken guard wire hang-
ing in an unsuspected position is often sufficient to make
trouble. Progressive roads use the unbroken or unshattered
pieces of glass from such windows in headlights, gauge dials
and other places, but the actual cost of a break is so far be-
yond any second-hand economy in materials that rigid rules
enforcing careful handling of windows by employes should be
the procedure. The use of window stops, double catches to
prevent dropping too suddenly, and in some cases double
windows, all help to mitigate the trouble. Many breaks can-
not be helped, but when the reports begin to come in with
ECONOMY IN MOTOR REPAIRS.
Throughout the entire range of electric railway shop prac-
tice there is no more important work than the speedy, eco-
nomical and reliable repairing of motor armatures, commuta-
tors and field coils. In many shops the organization of labor,
equipment and material in the painting, carpentry and truck
departments is better than that of the armature or motor re-
pairing room. The work of motor maintenance deserves the
most careful study; it is, when properly done, as complicated
a business as can be found in any average industrial plant
There is no place on the road where inferior work will so
quickly be rewarded by equipment failures as in the winding
of armatures and fields, and it is doubtful if there is any part
of the shop where the use of labor-saving methods pays higher
interest on their cost.
Even in small shops it pays to provide first-class trans-
portation facilities in all directions. Time is often lost and
physical strength wasted in transferring armatures from the
pits or truck inspection tracks to the lathes and winding
cradles of the motor-repair department. The majority of rail-
way motor armatures are not larger than an ordinary nail
keg in bulk, but their actual weight of from four or five hun-
dred to a thousand pounds needs to be impressed on any man-
agement which hesitates to spend money for overhead trav-
elers and hoists on the large scale which the promptest and
most efficient work demands. Hand trucks are essential in
the winding room, but a complete overhead single-rail crane
system, with lateral and possibly diagonal branches is worth
all that it costs in the expedition of production which it makes
possible.
In any large motor-repairing department the variety of
work and the number of employes needed to push it through
quickly are too great to justify anything but a liberal policy
with respect to the arrangement of the men and machinery.
At every point where the work can be done by an automatic
machine there is little doubt that it will pay to install it, pro-
vided the demand for the machine's service is somewhere near
continuous.
Sometimes the mistake is made of buying expensive equip-
ment for only occasional operation, the result being that the
fixed charges are altogether too high in proportion to the
work turned out. Improved machinery with special guaran-
tees of economy generally costs a good deal of money,
especially in its early days on the market, when the expense
of development and designing has to be recouped by the
manufacturers. Simple, home-made devices may be less
efficient in their operation, but for intermittent service it will
usually cost less to run them than to pay the total annual
charges on elaborate appliances.
It is as important that work be carried progressively
through the winding room of a repair shop as that processes
shall be continuous in a large factory. The orderly arrange-
ment of spare parts and general supplies is often conspicu-
ously absent in the work of such shops, and the resulting
delay and friction are too patent to require emphasis. The
motor-drive has now been almost universally applied to the
equipment of the winding room, but there is still room for
the use of more efficient types of motors, with a wider range
of speed-control. Confusion too frequently exists in the wir-
ing for insulation and resistance tests; circuits are seldom
properly labeled, even when carrying dangerous voltages.
The testing out of armature coils, commutator bars and field
resistances offers an attractive field for the installation of
special lamp resistances, instrument connections and adjust-
ments, and in some of the more progressive winding rooms
March 2, 1907.
ELECTRIC RAILWAY REVIEW
281
these testing circuits are carried along the walls and columns
with taps and plug connections at convenient points so that the
work of the armature and field winders can be tested in
progress.
In the operation of large winding departments there is
a much wider field of activity for the individual worker than
in many other kinds of shop practice. The replacing of arma-
ture coils, for example, calls for selective intelligence of a
high order. The work is routine production as a whole, but
in the carrying out of its details the steps are so varied that
there is a chance for much loss of time to creep in if coils,
insulating supplies, tools, wedges, etc., are not arranged in
an orderly way. The personal characteristics of the winder
largely determine the time required to finish the particular
armature in hand, and this is so chiefly because of the high
percentage of hand work which obtains. Systematic pro-
cesses involving the specializing of the different jobs are de-
sirable for the best results. In a large motor-repair depart-
ment it is generally profitable to keep one or more men busy
at commutator turning, or other lathe jobs, while others
rewind fields and armatures, test coils and commutators, re-
pair brush-holders, etc. Too often the lighting of winding
rooms is inferior in quality; unshaded incandescents hung
about in disorderly festoons give a bad illumination of specific
areas, and as a result the quality of work at night suffers
badly.
No feature of the work of motor repairs is too small to
deserve consideration — the larger the force employed, the
more essential it becomes to see that each particular job
shall be done in the quickest and best way. The supply of com-
pressed air throughout the department for cleaning, the in-
stallation of electric hoists for regular service and also for
operation in place of pneumatic hoists at times when the load
is too small to make it good economy to operate a large com-
presser, the use of special abrading and taping apparatus in
stripping and rewinding coils, multiple dipping and drying in
the ovens all count in securing economical repairs.
INTERURBAN TROLLEY BREAKS.
The breaking of a trolley wire on a long interurban line
is such an annoyance that every reasonable means of avoid-
ing it ought to be planned. Careful inspection of the wire as
it comes from the reel is one of the first things to look after,
for experience has shown a marked tendency of trolley cop-
per to break at the points where small chips, nicks and other
flaws exist. With the ordinary methods of suspension con-
siderable bending strain is put upon the trolley wire just as it
enters and leaves the ear by a fast running trolley wheel,
for the upward pressure at the point of contact is sufficient to
strike quite a sharp blow in case the wire hangs unevenly. It
is a serious question if grooved trolley wire is not inferior to
round copper for high speed interurban service.
The use of catenary suspension commends itself for a
large share of new high-speed work, and the feasibility and
strength of this method of hanging trolley wire is widely ap-
preciated. For the best results the distance between sus-
pension points needs to be chosen with care. Established
interurban roads often cannot readily change over to cate-
nary suspension for the reason that if their pole lines are
already crowded with high-tension circuits, feeders, telephone
and signal wires, the extra height needed for the catenary
messenger wire is scarcely available without bringing the low-
tension conductor too near the high voltage line. The use
of heavier ears and hangers, and the maintenance of first-
class alignment in the trolley seem to be about the only
remedies for too frequent breaks, provided the original wire
Is inspected thoroughly.
On an interurban line it is usually out of the question to
repair breaks by a tower wagon drawn by horses. Some-
times the motorman and conductor of an approaching car can
make a temporary hitch to a tree or pole by using an In-
sulated pair of tongs or a wooden come-along with a coil of
rope attached and which can be carried on each car, without
much space being occupied. In other cases an emergency
crew can proceed to the spot by regular car, arrangement
being made to carry their light repair ladders on the roof.
When a road can afford to do so, a special repair car with a
tower attachment which can be operated quickly by one or
two men is a great convenience, particularly if it is equipped
with powerful motors and plenty of tools and supplies. In
purely urban service there is not much of a field for an elec-
trically driven tower car, but on long interurban lines it is
fast coming to be a necessity.
SECTIONALIZING CAR HOUSE WIRING.
The common practice in the wiring of car houses is to'
tie all circuits of the same potential together. Trolley wires
over parallel pit or storage tracks, auxiliary power circuits
leading to inspection quarters and small shops, heater lines
and lighting leads are generally so interconnected that there
is no possibility of separating them so as to leave some of
the lines alive and others dead. Of course, on the equip-
ment side of the switches everything may be cut off readily,
but on the supply side flexibility has seldon been sacrificed
to protective convenience.
It is obviously attractive to be able to tap a 600-volf
circuit at any point where current is temporarily or permar-
nently needed, but from the standpoint of fire risk a more
generous use of switches at such places would unquestionably
be a good thing. Most operating companies have pretty
definite rules in effect that trolley poles must not be allowed
to remain against the wire on cars standing in the car house,
but it is a fact that the rule is a hard one to enforce at all
times. A good many fires have resulted from this cause, and
a recent blaze which practically wiped out a car house full
of rolling stock was attributed to the combination of an un-
checked snow plow heater equipment which was evidently
left accidentally in circuit with the trolley against the wire.
Considering these points it is certainly worth while to
think seriously about sectionalizing car house wiring in such
a way that when a track in the house is covered with stored
cars on which no work is being done the trolley above can
be cut out and killed. Section insulators are cheap enough,
and the cost of controlling all the trolley wires in a given
section of the car house from a single point by single-pole
knife switches mounted on a suitable panel would be slight
in proportion to the additional insurance thus afforded against
fire loss. It would also be a comparatively easy matter to-
install a home-made automatic alarm which could be cut In
circuit at night to ring a bell or light a series of red incan-
descent lamps in case any part of the car equipments on the
storage tracks should be accidentally or carelessly left In
complete circuit.
The wiring of old car houses, especially if shops are con-
nected with the buildings, is seldom all that might be desired
in the way of arrangement, even though it may satisfy the
insurance requirements. Pit lighting circuits, testing lines,
motor and lighting wires can profitably be controlled from a.
common central point and waste of current prevented by-
installing pilot lamps or even a simple magnetic needle indi-
cator to show when the circuits are alive. Electric sand dry-
ing apparatus often consuming several kilowatts has to be
left in circuit for long periods each day, and if no indicator
in the shape of a lamp is inserted in the lead wires to the
resistance coils, the tendency is to leave the current on
longer than is necessary. It should be easy to trace the
wiring in any car house or shop, regardless of the type's
being open or enclosed in conduit. Special switches may be
desirable at individual pieces of machinery or at particular
points where a large number of lamps have to be cut in
and out at the same time. Definite and regular arrangement
tends toward safety and economy.
282
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 9.
NEW CAR HOUSE AND SHOPS AT NASHVILLE.
By the completion of commodious and well-designed build-
ings tor shop and car storage purposes, at an expenditure of
about $250,000, the Nashville Railway & Light Company has
furthered its commendable plan of the centralizing of its op-
erating centers. Original in design, the buildings may also
be considered as good examples of the prevailing tendency to
give more attention to the repairing and storing of rolling-
stock equipment.
The new buildings have about 98,000 square feet of floor
space. They are located less than a block distant from the
company's main transfer station and three blocks from the
shopping district of Nashville. In planning the layout of the
buildings they were grouped so as to give compactness with-
out interfering with any of the functions for which each is
intended. The construction materials throughout the build-
ings are brick and reinforced concrete.
The main building has a floor space of 361 by 55 feet and
is two stories high. The paint and carpenter shop building,
IIS by 190 feet, is one and one-half stories high and the car
house. 175 by 315 feet, is one story high. The, main building
and the car house are grouped between Third and Fourth
avenues and the building occupied by the carpenter and paint
shops is on Fourth avenue directly opposite and facing the
shops.
In the main building, the master mechanic's office, 17 by
17 feet, occupies the ground floor at the front. Immediately
at the rear of the office are rooms for light stores, tools, car
fittings, and the machine shop. The shop space is separated
laterally from the repair pits by a row of reinforced concrete
pillars supporting the roof.
Repair Shop Equipment.
Throughout the shops new equipment has been installed.
Each machine is direct connected to a General Electric motor
varying in horsepower with the size of the machine which
it drives. In most cases the motors are secured to the con-
crete floor with expansion bolts. They are arranged so as
to take up as little space as possible, and each is provided
with a starting box. In the machine shop all motors are
driven by direct current supplied from the trolley wire. There
is one line shaft, 30 feet in length, near the west end of the
shops, that is driven by a 5-horsepower motor, and which in
turn drives a Yankee drill-grinder, grindstone, hacksaw, emery
wheel and a lathe for boring bearings. The other machines
and their motors are as follows:
Tools Motors
Acme boltcutter, tapping machine and small shaper.5 horsepower
24-inch Cincinnati drill-press 4 horsepower
24-inch LeBland lathe "i% horsepower
18-inch lathe 5 horsepower
36-lnch Bickford drill-press 5 horsepower
24-inch Queen City shaper 5 horsepower
200-ton Schaffer hydraulic wheel-press 5 horsepower
36-inch Niles wheel-boring machine 5 horsepower
Two Buffalo down-draft forges with exhaust and
blast fans 5 horsepower
A traveling crane of 16,000 pounds capacity serves the
shop pits. This crane is used for lifting car bodies from the
trucks and for handling heavy material. If it is necessary
to keep a car body elevated for any length of time a horse
made of 6 by 6-inch timbers is placed under it. Provision
was made in constructing the shop for a crane in the bay
immediately over the machinery, but as yet it has not been
installed.
Departments.
An oil room, 10 by 12 feet, is located in a fireproof room
between the machine shop and the sand-drying room. In this
room are seven 65-gallon oil tanks, equipped with S. F.
Bowser & Company's latest oil-measuring pumps. Axle
grease, waste and other combustible materials are also stored
in this room. The sand-drying room is 10 by 23 feet in floor
area.
On the second story of the main building are an office
room, a general storeroom with offices set apart for the
storekeeper and purchasing agent, an emergency-linemen's
room and the armature winding room.
The armature room occupies the space immediately over
the machine shop. It is separated from the main storeroom
New Shops and Car Storage at Nashvill
Buildings.
loor Plan of New
by a brick wall. In this room all armature and field repairs
are made and, as soon as the necessary apparatus can be
supplied, all the coils used will be made here. A 20-inch
lathe that was used in the old machine shop has been placed
in the winding room to be used in banding armatures. A
March 2, 1907.
ELECTRIC RAILWAY REVIEW
283
200-ton wheel-press is also provided for pressing on com-
mutators and removing armature shafts from the laminations.
Armatures are raised and lowered between the machine shop
and the winding room through a trap door in the floor, by
means of block and tackle. Later it is intended to do this
work with an electric hoist.
One of the accompanying illustrations shows the winding
stands, hoist and carriage used for handling armatures.
inch T-rails are used over the pits. These are supported
every 6 feet and at a height of 3 feet 11 inches above the
pit floor by 6-inch cast-iron pipes filled with sand and set
in concrete. At the top of each pipe a casting, 7 by 10 inches,
is provided with four holes for anchor-bolts which hold the
rail to the pipe. Provision is also made, by means of a 5 by
5-inch lug cast on the outside and near the top of each post,
for stringers on which it is intended to lay plank walks be-
New Shops and Car Storage at Nashville — Interior of Machine
Shop.
New Shops and Car Storage at Nashville — Interior of Carpenter
Shop.
The armature repairs are simplified to a great extent by the
comparatively uniform types of motor equipment, there being
four types, namely. G. E.-800, 1.000, 67 and 57.
Car Storage House.
The building occupied by the car house is divided longi-
tudinally into five bays, each 35 feet wide, by the reinforced
concrete pillars. 14 by 14 inches in cross section, which sup-
tween the pits. These stringers act as tie-rods for steadying
the rails of each pit. The pit tracks are laid with 11-foot
centers.
At either end of the building concrete floors extend from
the ends of the pits to the curbing on the property line of
the street. These floors and the floors of the pits as well as
the tracks are sloped to the north and the west, affording an
New Shops and Car Storage at Nashville — Interior of Paint Shop.
port the roof. Each bay contains 607.5 lineal feet of pit track,
making a total of 3,037.5 lineal feet of pit track in the build-
ing. This apartment is separated from tho machine shop by
a firewall.
In developing the pit details many original features were
adopted. The floors and end walls of the pits, like the floors
throughout the building, are of concrete construction. Seven-
i ■, ' cli-jiiiiiiui' Mini m nifiiiis I'm rli'Miing the sheds of
cars in case of Are. Sewer traps are located at convenient
points about the building.
On account of the usually mild climate that prevails In
Nashville, it was not thought necessary to enclose the en-
trances to the car house. The roof of the building, how-
■ vii'. Is extended 12 feet 6 inches beyond the building line
284
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. S.
proper on the Third and Fourth avenue sides. This projec-
tion prevents rain and snow from driving under the roof.
Fifty-four wired-glass skylights admit a generous amount of
light for the day inspection work.
This building was designed for the night storage of all
made In the company's shops. As is shown in the illustration,
neatly designed drying racks are placed about the room.
In the carpenter shop separate alternating-current Gen-
eral Electric induction motors are used to drive each ma-
chine. The following woodworking machines, supplied by
New Shops and Car Storage at Nashville — Varnish Room.
New Shops and Car Storage at Nashvil
-Winding Room.
cars operated during the day. Cars brought in at night are
given a place over the pits where they are left until again
taken out for service. By this arrangement it is not neces-
sary to maintain a switching crew to place the cars for night
inspection. The off-season cars are stored in houses on
Wharf avenue, Division street and West Nashville.
Paint and Carpenter Shops.
The building occupied by the paint and carpenter shops
is divided into two parts by a brick wall. The paint shop
is 49 feet wide and the carpenter shop 69 feet. Both rooms
are 190 feet long and have concrete floors and reinforced con-
Fay & Egan, and the motors used in operating them, have
been installed.
Tools Motors
24-inch resaw 20 horsepower
24-inch side planer 15 horsepower
9-inch four-side molder 15 horsepower
9-inch Universal woodworker 10 horsepower
Cut-oft saw 5 horsepower
Rip saw 7*4 horsepower
3-lnch four-side molder 5% horsepower
7-inch tenoning machine 514 horsepower
Mortising machine ahi horsepower
32-inch scroll saw 5% horsepower
30-lnch double-head shaper 7% horsepower
Drum and disc-sanding machine 3 horsepower
Universal sash and door clamp.
The only variation from the plan of having one motor
New Shops and Car Storage at Nashville — Interior of Car House Showing Concrete Construction.
crete roofs. The floor of the paint shop is sloped for drain-
age so that cars can be washed there if necessary.
The varnish room, a photograph of which is reproduced,
occupies the same position in the paint shop that the mezza-
nine floor does in the carpenter shop. The room has a floor
area 44 by 48 feet. In it paint and varnish are applied to all
car panels, window frames and doors and to all portable parts
for each tool is at the rear of the building, where a line-shaft
16 feet long, driven by a 5-horsepower motor, drives an emery
wheel, knife grinder, drill-press and grindstone. Work
benches built of 4-inch maple planks laid on edge and each
equipped with an Emmert Brothers universal vise, are fur-
nished each cabinetmaker employed in this department. The
equipment for this building was selected with a view toward
March 2. 1907.
ELECTRIC RAILWAY REVIEW
285
the construction at a later date of all new cars needed by
the company. Up to this time the carpentry work has been
limited to the repairing of cars.
The mezzanine floor, 44 by 69 feet, at the rear of the
carpenter shop is used as a storeroom for finished lumber
—OBric/iHa//
*— 12 'Can&z/e Cofumn
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Machine Shop ffoor-J
1—26'
Scciion or CapnoL flvr.Wfiu. .
S£Cntm arfh/rnT/an htou
New Shops and Car Storage at Nashville — Section Showing Con-
struction of Brick and Concrete Walls.
products and for emergency car-body repairs. When it is
necessary to set the mortising, planing or shaping machines
for any class of work, it has been found economical to work
up quantities of stock and keep such supplies on the mezza-
the arrangement of tracks and special work leading to the
various departments. At either end of the car house a main
switch-track was laid, from which lead all the house tracks.
By this means, switching of cars can be carried on without in-
terfering with cars operating on the main tracks passing the
buildings on Third and Fourth avenues. Tracks leading from
the repair pits to the carpenter and paint shops enable cars
to be shifted without delay between these departments.
All the offices and enclosed shops of the new buildings
are heated by hot water supplied by a No. 3 Mercer boiler,
which is located in the basement of the main building. Mr.
George W. Swint is master mechanic in charge.
The New Tunnel for the Metropolitan Street Railway Com-
pany of Kansas City.
Plans recently were submitted by the Metropolitan Street
Railway Company, Kansas City, Mo., asking the board of
public works to permit the construction of a tunnel and
viaduct from Broadway to Mulberry street. If the plans are
accepted the company will begin the construction of the tun-
nel and viaduct at once, it being expected that work can be
begun on March 15, 1907, and the tunnel and viaduct com-
pleted by January 1, 1908. The principal object of the new
plans are In reality simply to eliminate the last cable road
in the city. The new viaduct and tunnel are necessary to
reduce the grade as electric cars would not be able to climb
the 13*4 per cent grade on the route formerly followed by
the cable road. The only feasible way which could be found
to get over the bluff at Twelfth street and down into the
bottoms on the other side of the hill is by the plan pro-
posed.
The plans show an open cut extending 120 feet from
Broadway and from this point a tunnel extending 3,600 feet
to within 150 feet of Mulberry street, the objective point
on the opposite side of the bluff. The grade as far as Mul-
berry street will be 5% per cent and from there it will In-
crease to 7 per cent. In order to avoid an excessive grade
New Shops and Car Storage at Nashville — Fourth Avenue Structure with Projecting Roof and Doors.
nine floor ready for Immediate use. As many of the com-
pany's cars are of one type and the parts interchangeable,
this can be done advantageously.
On property adjoining the carpenter shop is the com-
pany's lumber yard, where quantities of seasoned lumber are
stored.
In designing the new buildings much attention was given
the viaduct will be built in the form of the letter "S," and
will intersect the face of the bluff at about the same ele-
vation as the present viaduct, but instead of climbing the
face of the bluff as formerly, it will enter the tunnel at that
point. The viaduct will have a double path for foot pas-
sengers from Mulberry street to the entrance to the tunnel
on the bluff.
286
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 9.
MILWAUKEE SERVICE INVESTIGATED BY WISCONSIN
RAILROAD COMMISSION.
At the conclusion of its session on February 27 the Wis-
consin state railroad commission, which has been hearing the
evidence in the case of the city of Milwaukee against the
Milwaukee Electric Railway & Light and the Milwaukee
Light Heat & Traction companies, adjourned until March
19. John T. Kelly, the city attorney, announced that with
the exception of a little additional testimony the city has
completed its case. Mr. Kelly declared that the service
which is maintained now is adequate and satisfactory and
that if it is continued no further complaints will be made.
It is to ask questions regarding the permanency of the
present service that he desires to call witnesses on behalf
of the companies. The companies will furnish to the city
attorney such information as he requests to aid him in com-
pleting his argument to the commission.
T. A. Clancy, the chief of the fire department, was in-
troduced by the city to testify regarding collisions with elec-
tric cars during the last seven years. The city attorney
said that the object of this testimony was to show the need
of air brakes on the cars.
At the hearing on February 20 C. M. Black, general
manager of the Kansas City Railway & Light Company.
gave some interesting testimony. After an investigation
of conditions in Milwaukee, Mr. Black testified that the
cars were not crowded for a run exceeding two miles, and
that the standing loads were not carried to exceed 1% or
iy2 miles.
One of the attorneys for the Milwaukee company said
that evidence would be introduced showing that the Mil-
waukee system operates 176 cars during the day and during
the rush hours puts on 191 extra cars. There are 120 miles
of single track in Milwaukee. Mr. Black expressed the
opinion that this number of extra cars in use during rush
hours was larger than could be found anywhere else in" the
country. When Mr. Black was asked if he thought better
service could be given in Milwaukee during the rush hours
he said that owing to the difficulty of getting trainmen he did
not see how it would be possible. He added that all the
street railways in the country had been confronted with the
same problem during the last 10 years and had found it
difficult to furnish men with enough continuous hours of la-
bor to satisfy them. It was very difficult to get men to run
extra cars for one or two hours.
Mr. Black stated that he had observed street car condi-
tions in Cleveland, Philadelphia, Washington and many other
cities and could say freely that there was less crowding in
Milwaukee in rush hours than in any of the other cities
with the exception of Washington. During non-rush hours
Mr. Black said he did not see a single car containing more
persons than seats.
The actual expense of operation of one car for an hour
or an hour and a half, Mr. Black said, without allowances
for depreciation or maintenance, would be $5, whereas the
earnings of one car would be not over $4. If transfers were
given, the actual earnings would be less than $4. Mr. Black
said that no company would contract to operate a car into
the city and back to the barns for an hour and a half for
$5 a day because it would lose on the contract. Mr. Black
said that the Kansas City company is unable during the
rush hours to collect all the fares and that it would be
glad to spend money on any plan which would improve the
situation. The Kansas City company has 225 miles of sin-
gle track and operates 515 cars during the busy hours. Mr.
Black testified.
In speaking of the relations of electric railway com-
panies with their employes Mr. Black said that rigid dis-
cipline is absolutely essential and that many men will not
submit to it. While many men may be qualified in other
ways for the service they may be hasty in temper or slow
in reporting for work, causing disarrangements of the sched-
ules. Owing to the fact that men object to irregularity In
their hours of work and rest, street railway companies have
peculiar difficulties to hamper them in obtaining labor.
When the question of brakes was brought up Mr. Black
stated that Milwaukee is level compared with Kansas City.
In the latter city both the air brakes and hand brakes are
used on cars; air brakes on cars weighing 40,000 pounds or
over. -Mr Black had examined the hand brakes used in
Milwaukee and believed that no advantage would be gained
by using air brakes there. In Kansas City, he said, in spite
of rigid inspection, there are accidents when air brakes
are relied on. Mr. Black expressed the opinion that air
brakes make motormen more venturesome and that new em-
ployes would have more accidents while learning to ope-
rate air brakes than when they were learning to use hand
brakes. As to the comfort of the occupants of the car. he
said, there would be little difference between the effect of
air brakes and hand brakes if the mechanism of the hand-
brakes is in good order and the motormen are skilled. Mr.
Black said the condensation in pipes might freeze in Mil-
waukee and the air brakes fail.
As to whether it is better to run all cars to the center
of the city and around a loop, returning over the same route,
or to run them through from one side of the city to the
other, as is the custom in Milwaukee, Mr. Black said he
favored the Milwaukee system because it necessitated the
use of fewer transfers and caused less congestion and delay
at the intersection of lines.
R. A. Leussler, secretary of the Omaha & Council Bluffs
Street Railway Company, was one of the experts who testi-
fied on behalf of the companies. He said that it is difficult
to maintain discipline among extra men. His observations in
Milwaukee satisfied him that the hand brakes were efficient
there. Mr. Leussler stated that in Omaha the cars are equip-
ped with air brakes, but that hand brakes are installed also
as a matter of precaution.
William O. Wood, assistant general superintendent of
the Brooklyn Rapid Transit Company, testified that he in-
spected the traffic in Milwaukee at all rush hours of the
day, including the theater traffic, within what he termed the
congested district, 1 1-3 miles from the center of the city.
In speaking of the traffic during non-rush hours. Mr. Wood
said: "It is more than sufficient — an extravagant service."
He thought that it would be imposible to increase the num-
ber of cars at rush hours because of the lack of men and be-
cause the character of the work causes a division of hours of
labor, which is a hardship on the employes. Mr. Wood
said:
I believe that the air brakes cannot be recommended as bet-
ter than the hand brakes, which are safer. Motormen with air
brakes rely upon their maximum efficiency and use them to the
limit. When the air brakes fail the time is too short to apply
hand brakes. The traffic in Milwaukee is very dense about 6
o'clock. I do not believe any good purpose would be served if
additional cars were put on. They would delay the service and
people would not wait, but would pile on the first car.
In reply to a question. Mr. Wood said he did not think
it unreasonable to make a man wait 10 minutes for a car
on a light line. He testified that on one evening ten per-
sons crowded on a car who should not have done so, though
they were told that another car was following.
J. T. Funk, superintendent of the Louisville Railway
Company, stated that in Milwaukee more cars were run
in proportion to the people carried than in any other place
with which he was familiar. He testified that he never
saw a large crowd handled in better manner than the the-
ater crowd in the evening before his testimony was given.
While on some cars there were heavy loads, these would
not have been avoided by the use of additional cars, as
the tendency of people is to crowd on cars rather than to
wait. In his opinion an increase in the number of cars
March 2. 1907.
ELECTRIC RAILWAY REVIEW
287
would not be an advantage to the traveling public because
it would cause congestion at busy points. He preferred
hand brakes to air brakes, and, considering the speed of the
cars, said that hand brakes were efficient in Milwaukee.
He pronounced the air brakes a failure in Louisville, as their
use had permitted costly accidents.
George Kuemmerlein, Jr., assistant superintendent of
transportation of the Milwaukee Electric Railway & Light,
testified that the company would rather have 75 people in
a car than 90. "With 42 sitting down and 30 standing in-
side the car." he said, "the conductor can collect the fares
without difficulty. Our supervisors keep us informed as to
the traffic and we put on cars or take them off according to
conditions."
John I. Beggs, president of the Milwaukee companies,
appeared before the railroad commission on February 19. In
answer to the statement from Lynn S. Pease, representing
the citizens of Wauwatosa, that the highest figure which
he had noticed of persons boarding any one car was 212,
Mr. Beggs said that it would be impossible to get that num-
ber of people on one car. When the statement of Mr. Pease
was analyzed it appeared that 212 fares had been taken,
which Mr. Beggs showed was a different matter. The col-
lection of as many as 212 fares on one car was exceptional,
Mr. Beggs said. In reply to a question as to what he con-
sidered a crowded car, Mr. Beggs said:
A maximum load at any one time would be a number of pas-
sengers standing equal to the number seated; that would be about
90 passengers. That is an extreme load; it is seldom realized.
The seating capacity of a Wells street car is 42 in winter and
44 in summer. We could not crowd more people on than that,
but they crowd themselves on; we prefer to keep them off. I
have not yet been able to And a lawyer who would assure us
that we would be justified in using force to keep people off our
cars. I hold that such a load as I have named is not an un-
reasonable condition. If passengers crowded on as they do in
New York we would be carrying 150 passengers to the car. Mil-
waukee does not know what crowded cars are. If you will sup-
ply a penalty which we can enforce unon passengers who crowd
upon a car that is loaded unduly we shall see that it is enforced,
and that within a reasonable time cars are furnished for the peo-
ple left over.
In reply to the question whether he would approve the
issue of such an order by the railroad commission, Mr. Beggs
said that he would, and added: "I hope that the commis-
sion in time will be clothed with sufficient power to apply
such a penalty."
Mr. Beggs, in continuing with the evidence, said that the
plan to supply conductors with commutation tickets for
Wauwatosa so that they might be purchased readily by pas-
sengers was impracticable as the conductors who carried
Wauwatosa tickets would also have to carry tickets for all
other suburban and interurban lines and that a safe would
be required to hold all the tickets.
The complaint on which the present investigation by
the railroad commission was based states that while resi-
dents of Wauwatosa pay two fares, passenger on the Howell
avenue line to Tippecanoe ride for a single fare. In explan-
ation of the discrepancy, Mr. Beggs said:
Tippecanoe is a sore point. The line was built on a $40,000
bonus before I assumed the management. We have held to one
fare because it was one of the conditions, and we always stick to
our agreements. The line does not pay for the conductors and
motormen. I once offered the people their $40,000 if they would
agree to let us abandon the Hup.
BOSTON & MAINE WANTS CONWAY (MASS.) ELECTRIC
RAILWAY.
The .Manhattan Railway Company of New York, now
leased to the Interborough Rapid Transit Company, is install-
ing a new safety device on the controllers of the elevated
trains, which it is expected will materially reduce the chances
for accidents and enforce strict attention to business on tho
part of the motormen. The new device, which is an addition
to the functions of the "dead man's handle," is so arranged
that it will be necessary for the motorman to keep his hand
on the controller when coasting as well as when the power
Is on. The cars are being equipped with the new improve-
ment at a rate of about five cars per day.
Dr. John B. Laidley, secretary and manager of the Con-
way (Mass.) Electric Street Railway Company, appeared be-
fore the committee on railways of the Massachussetts legis-
lature on February 20 to urge the passage of the bill allow-
ing the Fitchburg railroad to buy control of the Conway com-
pany. The objection was raised that the bill would give the
Boston & Maine, which controls the Fitchburg, an opening
wedge so that it might secure control of many electric rail-
way companies along its lines. Dr. Laidley did not see how
the bill would allow this. The attitude of the Boston & Maine,
as he understood it from Lucius Tuttle, the president, was
that that company wanted to acquire the Conway company in
order to have the electric power and power rights which it
controls. Dr. Laidley understood that the Boston & Maine
wanted to use more electric power in the Deerfield yards.
Dr. Laidley gave a history of the Conway company. Be-
fore the steam railways were built Conway, he said, was pros-
perous and well populated, but as Conway was not on the
line of any of the roads it declined after they were built. In
the ten years previous to 1894 Conway lost more than 400
of its population. The townspeople tried three times to in-
duce the steam railways to build a branch, but after surveys
had been made the plans were abandoned because the rail-
ways did not believe they would get sufficient business to
pay them for the cost of construction. In 1894 the Conway
people secured from the legislature a special charter allowing
them to build an electric railway for freight, as well as pas-
sengers; and to run freight cars through the town streets and
build sidings leading to the stores and mills. This privilege
was secured because the Conway people proved to the legis-
lature that the situation was unique, and that Conway, in
order to maintain itself, needed all the privileges obtainable.
As there are only 1,300 people to give passenger business
on six miles of railway between South river station on the
Fitchburg division of the Boston & Maine and Conway, it was
necessary to depend on freight for much of the revenue, and
the Conway company has been able to come out only about
even. Dr. Laidley said that the company earned last year,
even with the officials giving their time, about $4,000 over
operating expenses, and this sum was required for interest
charges. The company has never paid a dividend.
By acquiring private land the Conway company, in 1896,
secured the right to enter the town of Deerfield, and later it
secured the right to sell power to a private company organ-
ized by Dr. Laidley to furnish electric light and power in Con-
way. The line, Dr. Laidley said, has 78 curves and grades
as high as 8 per cent. The road uses a combination car for
passengers and light express and mails; but also hauls small
freight cars which have a capacity of eight to 10 tons of coal
and six to eight tons of grain. These cars are switched
directly to the doors of the mills and stores.
When he was asked how the Boston & Maine could ope-
rate the electric railway more profitably than could the Con-
way company, Dr. Laidley replied that the Boston & Maine
could borrow at rates sufficiently low to save enough money
to make the difference between a deficit and a surplus; more-
over, he said the Boston & Maine could develop the power
rights now owned by the company in the South river, and
could find a market for all the power that could be developed.
Dr. Laidley showed that the railway had benefited Con-
way by reducing the cost of delivering freight and express
and by inducing new factories to locate there, preventing by
this means the population from moving away. In the five
years after the railway was- built the town added 200 to its
population. The railway had been operated for 12 years
without an accident. If the Boston &. Maine acquired the
property, Dr. Laidley thought the track and roadway would
be kept in better condition; the property could be taxed In-
stead of having its taxes lessened, and the indebtedness of
$100,000 could be handled to better advantage.
288
ELECTRIC RAILWAY REVIEW
vol. xvn. No. 9.
DISPATCHING CARS BY TELEPHONE, DENVER CITY
TRAMWAY.
BY S. W. CANTRIL, SUPERINTENDENT.
The system of operating street cars by telephone from a
central station was introduced in Denver a little more than
17 years ago. The idea originated in the mind of Mr.
Charles K. Durbin, then superintendent of the Denver Tram-
way Company. At that time the lines were operated, for
the most part, by cable. This method was prompted, no
doubt, by motives of economy, as it was believed that the
few cars then owned by the company could be operated by
one man through the use of telephones and the wages of
numerous starters thus saved.
Although the apparatus and switchboard used at that
time were of the crudest kind and have since given way to
the up-to-date appliances provided by the local telephone
The dispatcher's office is located in a company building
situated in a most convenient place at the central loop. Here
also are the headquarters of the superintendent, company's
surgeon, overhead line department, wrecking crew and gen-
eral repairmen, with all of which the dispatcher has direct
connection by telephone.
Usefulness in Time of Fire.
The dispatcher also receives all city fire alarms, and
the company thereby is enabled to learn the location of fires
as soon as the fire department. Being in close touch with
the working force mentioned above, the dispatcher at once
reports the location of a fire to the proper officials, together
with any information that may have come to him from train-
men in close proximity. If there is danger that cars may
be blocked by lines of hose, the crew of the hose-bridge
wagon is ordered to the scene. This wagon is constructed
for carrying a number of bridges, and as the wrecking de-
Dispatching Cars by Telephone — Office of Dispatcher, Denver City Tramway.
company, the principles of directing the movements of cars
by telephone have changed but little. With a small begin-
ning of 5 lines, which have since grown to 30, the telephone
seems fully as adequate to meet the requirements as it was
at first. Naturally, some of the methods originally employed
have been modified in the light of later experience, and the
telephone lines extended and multiplied as new track was
built, old lines carried farther into growing residence dis-
tricts, and the car service increased to meet the demands of
Denver's rapidly increasing population.
General Arrangement of System.
The lines of the Denver City Tramway Company are
particularly well adapted to being handled by a dispatcher.
In the business center of the city and adjoining each other are
two small loops, which mark the down-town terminal of
nearly all the lines. A few long cross-town lines pass
through the city within one block of each other, and there is
but one line which is two blocks distant. The tracks are
so connected, however, that the cars of any isolated line may
be run into the central loops, if necessary, and other cars
put in their places.
partment is conducted on similar lines to those of a fire
station, a quick hitch is made so that by the time hose is laid
across the tracks the bridges are on the ground and cars
soon are running as usual.
An Aid to Operation.
The telephone dispatching system affords the superin-
tendent the greatest facility for keeping in touch with every
detail of the operation of cars. If an accident occurs, the
particulars are at once communicated to the dispatcher,
either through a regular reporting station or the most con-
venient telephone in a residence or business house along
the line, and no time is lost in summoning the necessary
officials, city ambulance or wrecking crew. Should a car
become fully or partially disabled, the crew immediately
notifies the dispatcher, giving the nature of the trouble. Being
fully acquainted with the situation, the dispatcher arranges
to have necessary repairs made when the car reaches the
central loop, and, if expedient, to take the car off the line
and fill the space with one of the emergency cars at his com-
mand.
The flexibility of the car service and the rapidity with
March 2, 1907.
ELECTRIC RAILWAY REVIEW
2»9
which the dispatcher is enabled to adjust the headway of
any line are the strongest points in favor of the telephone
system. In every city the condition of travel demands the
addition of extra cars or trippers on most lines, at certain
periods of the day. In the morning, for instance, the riding
is chiefly toward the business center and the extra cars, as
far as possible, take their places and are spaced from the
outer terminal, each extra running between two regular cars.
In the afternoon the condition is reversed, and the regulars
are held back at the outer terminals to make places for the
extra cars which are sent out from the center of the city,
thus maintaining an even headway throughout. As the extra
cars are withdrawn from the line, the dispatcher again
equalizes the spaces as fast as cars are reported at the ter-
minal and no confusion results. Any congestion of the cars
of a line caused by accident or blockade is adjusted in the
same manner, speedily and without difficulty.
Another advantage of the telephone dispatching system
is, that it enables the superintendent to keep in close touch
with the conditions of travel after the evening rush and the-
ater patrons are properly cared for. At this time of day the
dispatcher begins to retrench the service and sends cars to
the car houses as they can be spared without interfering with
traffic. The Denver City Tramway Company has a regular
method of "pulling-down" the lines at night, but if the dis-
patcher finds that the travel is such as to demand increased
service, he may hold a full quota of cars on one or more
lines and, if necessary, use cars which are not needed on
other lines. In this way, through the agency of but one man
who is enabled to keep fully alive to the needs of patrons
on all lines, the service is reduced to a minimum.
Method of Dispatching.
As to the method of dispatching cars by telephone, a
brief description may be of some interest. The dispatching
circuits are operated similarly to a party line, each circuit
having from two to four reporting telephones of different car
lines. Care is taken not to place two busy telephones on
the same circuit.
A train-sheet 26 by 24 inches in size, with spaces for car
numbers of all lines and ruled spaces opposite for their leav-
ing time from the reporting stations, is fastened to the desk
in front of the dispatcher. On long lines, where cars are
reported at each terminal, the car numbers are duplicated for
each reporting station. After a car has been switched at
the end of a line, the conductor calls the dispatcher from a
telephone placed in a convenient receptacle. He tells the
dispatcher the number of his car and the name of the line
upon which he is running. Aided by his familiarity with
the running time and his experience in making quick com-
putations, the dispatcher announces without hesitation the
proper leaving time of the car. The conductor then repeats
the time given by the dispatcher to make sure that he heard
aright, receives the dispatcher's "O. K." if correct, and pre-
pares to depart as directed. At the same time the dis-
patcher records on the train-sheet, opposite the car number.
the time of leaving. The running time of all lines and the
time allowed for running between given points along the line
are published for the benefit of all trainmen. As soon, there-
fore, as the motorman receives the leaving time at one ter-
minal from the dispatcher and the conductor, he knows at
what time his car is due at the other terminal and just when
his car should pass the "time points" along the route.
Utility of the Train-Sheet.
At the end of the day the train-sheets show the time at
which each car left the terminals of the line or lines upon
which it ran. This record proves a valuable one in many
ways, especially when it is necessary to gather information
concerning an alleged accident. The dispatcher's train-sheets
also are valuable for use in the auditing department. For
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ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 9.
Instance when cars are taken off the line the conductor re-
ceives orders from the dispatcher, giving the leaving time
of such car "to the house." Knowing the time allowance
from the terminal to the car house the conductor computes,
by means of a printed wage-schedule furnished him by the
company, the exact amount of his and the motorman's wages
and pays both out of the car receipts. This unique and
economical plan of paying wages has been used with great
success by the Denver City Tramway Company for the past
18 years. With the dispatcher's sheet before him, together
with the trip-reports of the conductor showing the time the
car was "signed in" and "out" of the house, the auditor has
no difficulty in ascertaining the exact length of time a car has
been in service, and it becomes an easy matter to verify
the work of conductors.
When lines are running smoothly a dispatcher will an-
swer from 10 to 15 calls per minute and can handle from 150
to 175 cars. If, however, something occurs to interfere with
the service on one or more lines, which demands more than
ordinary attention, he is unable to do full justice to more
than 125 cars.
Dispatching on Interurban Lines.
The company's interurban lines also are operated by use
of the telephone system, but are in charge of a separate
dispatcher. On account of the fact that these lines are
single-track, the traffic being divided between passenger,
freight, work and special trains, the responsibility of the dis-
patcher is much greater although the calls he answers are
few in comparison with those of the city lines.
Reporting stations are placed at every siding, the color
of the telephone box indicating whether or not it is a regu-
lar reporting place, or only to be used when running under
special orders. The wiring of the offices of the city and
Interurban dispatchers is so arranged that the interurban
office may, in busy times, relieve the city dispatcher, by tak-
ing charge of one or more lines. At about midnight the
interurban office is closed and the night city dispatcher as-
sumes the duty of running the owl cars and the interurban
freight trains.
One Operating Center.
The night dispatcher acts as an intelligent watchman
over the entire system. He is authorized to call out such offi-
cials, foremen or repairmen as he may deem necessary for
the best interests of the service. He is at all times alive to
the weather conditions. Should a storm arise, with danger
of blockade from snow, he notifies division superintendents
and sees to it that the crews of snow plows and sweepers are
called. He also calls the roadmaster, who provides the nec-
essary trackmen to keep the switches and crossings free of
snow. If the condition of the rails is bad and there is dan-
ger that the first cars may be late in getting to their desti-
nations, the dispatcher arranges to have them leave the car-
houses a few minutes earlier so that the patrons may suffer
no inconvenience.
At pleasure resorts and other places where the travel
becomes very congested and somewhat erratic, the efficiency
of the dispatching system is greatly augmented by the pres-
ence of an inspector or other official of the company, who, be-
ing directly on the ground, can attend to the proper loading
and unloading of passengers, and keep the dispatcher in-
formed as to the needs of the service. In this way extra
cars may be hurried out to bring in the crowds, or they may
be diverted to other lines as the travel decreases.
EMPLOYES' RECORDS OF THE MEMPHIS STREET RAIL-
WAY COMPANY.
There are 1,614 street cars operated in Great Britain,
by other than electric power. There are now more than
400 miles of electrically operated railway track In Great
Britain and a total mileage of electrically operated tramway
track of 3,362.
An interesting and novel method of handling accident
reports is in use on the lines operated by the Memphis Street
WITNESSES r™i»-Mm.-».»
. . nil n»
Na»l
-- I MEMPHIS STREET RAILWAY COMPANY.
ACCIDENT REPORT
M.™phl. T»nn |*f
Tim. M !H„^nnnir..
"■■— "« ■— "— '
*** l'j 1 Wi A
| No. ol Pauenfen on Car at lime ol Accident
i Op Gndc
J Le.el
' Exact Poaitlon ol Conductor
Reported by Pboiic- -Time . . Pnone No
| To
Employes' Records at Memphis — Obverse of Accident Report —
Original 4 by 8i/2 Inches When Folded.
Railway Company at Memphis, Tennessee. This city has an
estimated population of nearly 200,000 people, -and as the
company operates 140 cars on schedule there are unavoidably
VPaa Person Injured a Passenger t —
INJURY TO PERSONS.
Nunc Addrut. Color
INJVP.Y TO PROPERTY
pjjptrrr Injorad Name ol Owner Addrttt I License No.
:
1
i
Name ol Dmir Addrcn Color
Ci»e loll particular! it to cam* ol accident, c-ileat ol tojurT and wtul done -iih Injured party or damaged property.
Employes' Records at Memphis — Reverse of Accident Report-
Original 8 by 8(/2 Inches.
many accidents that occur during the year. Believing that an
early and thorough investigation into the cause of accidents,
trivial and otherwise, places the claim agent in a better po-
sition to defend the company's interests, attention has been
March 2, 1907.
ELECTRIC RAILWAY REVIEW
291
The Memphis Street Railway
NAM
•ccidcnt n ceo no
given to the regulation of employes so as to aid in furnish-
ing first-handed all information that may be of value to this
department.
All cars operating in the city are scheduled to pass the
intersection of Main and Madison streets, which point is
the center of travel. At this
corner a relief motorman and -™„ . . ■. ■ <.-*..
conductor are stationed at all
times of the day and night.
The duty of these employes is
to relieve the crew of any car
that has, during a round trip,
taken part in an accident where-
by either persons or property
have been injured. Upon be-
ing relieved the men in charge
of the car at the time of the
accident go at once to the
deputy claim agent and relate
the details of the accident.
After this has been done they
fill out an accident report, as
illustrated, which is kept on
record for future reference.
When their car again reaches
the relief station they resume
their run. •
If after an investigation it
is found that either the motor-
man or conductor, or both, are responsible for the accident
the report is placed against their records. If it is found that
scnvicc ncco
Employes' Records at
Memphis — Accident Record
—Original 3>/2 by 8 inches.
The Memphis Street Railway Company.
Memphis, Tom.,
Deal Sir'
h-igth ft in. has applied to this Company lot a position i
and slates
REFERS TO YOU
WS you please teply to the questions below. Your reply will be considered confidential and will be appieoalcd
Yours truly,
CiDsra! Sipl-
How long ha»e you known applicant ?_
Are you related to him?
What line of work or employment has he followed r_
Has he errei followed Street Railway work?
Wlert Whe.
What is hu f erseral character and standing among the people where he is known ?
I, be *>.".
Doeshedml slsJl*
Wha bad hsbtfshtf.be J
Wodd yours
Results'
Employes' Records at Memphis — Reference Blank — Original 8'/i by
10 Inches.
a trainman has been guilty of carelessness or neglect of duty
he may be discharged.
In formulating this system a very complete record has
been developed whereby the history of every man who has
worked for the company since 1898 is at hand. The records
include the application for employment, accident and service
records of each employe. A card index bearing his name and
the number of his badge is kept. When a man makes appli-
cation for a position the files are searched and if it Is found
that he previously has been employed by the company, and
his record is clean, he is again placed on the rolls under his
old record number. This system of keeping records of em-
ployes does not vary to any extent from that used on many
of the steam railroads.
When hiring a new man for car service his past history
is very carefully investigated and if it is found he has mis-
represented himself to the superintendent he is relieved from
further service. In tracing the records of the new employes
many letters are sent to former employers or friends of the
applicants.
To simplify this work reference blanks are used, one of
which is reproduced. Inasmuch as the information desired
is furnished without the knowledge of the applicant it is
sometimes found he has wilfully misrepresented himself and
it is not seldom that it is learned that he formerly had been
employed by some large street railway company and, pos-
sibly, is found to be an undesirable employe.
DES MOINES FRANCHISE DECLARED PERPETUAL BY
UNITED STATES CIRCUIT COURT.
In a decision rendered on February 19, Smith McPher-
son, judge of the United States circuit court at Des Moines,
la., holds that the Des Moines City Railway Company has
a franchise in the city of Des Moines; that the Turner
franchise, granted in 1866 and owned by the Des Moines
company, is perpetual, but that the monopoly feature of that
franchise expired in 1898. The city of Des Moines is en-
joined from tearing up ' the tracks of the company. The
attorney for the city of Des Moines announces that he will
appeal the case to the United States supreme court. In his
decision, Judge McPherson states:
Complainant has 70 miles of street railway now in operation,
costing large sums of money, built under the ordinance of 1866.
It claims to own this vast property and to be operating the same,
and claims a contract therefor, but a claim denied by the city.
While the constitution says, "No state shall pass a law im-
pairing a contract," all courts and all lawyers agree that the word
"state" means that a city or other subdivision or agency of a
state cannot be allowed to impair a contract. And it is also
agreed that if the company has the right to own and operate its
lines under a contract by ordinance and acceptance thereof, that
lite city will tie impairing such contract, if over the protest of the
company, an ordinance is passed terminating such contract.
The evils of the days of the confederation, during and follow-
ing the war of the revolution, were in mind when our constitution
was formulated and adopted. The makers of our constitution
believed, as all fair-minded men now believe, that states and cities
should observe and have the same regard for contracts as do in-
dividuals of integrity. In those days it was common for states
to not only repudiate their contracts, but destroy by legislation
the contracts between individuals.
Of late years the states have but seldom attempted this. But
that it is one of the evils of municipal government of the day is
a fact known by all who read or are observing.
It is no attack upon the personnel of city governments to say
this. It is the system that has brought it about. It too often
happens that good men, but scarcely capable of managing small
affairs, are given official position in municipal affairs. The re-
sult is that no well defined course of policy is mapped out, and
nearly everything done by one administration is sought to be
overthrown' by the next regardless of costs, and the loss in expend-
iture of thousands of dollars of the people's money.
As long as this is mere legislation, under present systems
there is no help for it, because in mere legislation one council
cannot bind a succeeding council. One can enact, but the next
can repeal.
But when the enactment of a council is a valid contract, then
the next council cannot repeal. And courts will and must see
t.i it that the contracts are observed, and all talk about the
wrongs of the contract, or favor with which the repeal Is
received, should not move a court.
For years the city of Des Moines, as well as the electric
railway company, has construed the Turner ordinance as one
granting a perpetual franchise, unless forfeited for Just cause.
Resolution after resolution has been passed by the council,
expressly or Impliedly recognizing the Turner ordinance Tht
council has compelled the company to pave on account of tracks
built since 1898, the date the city now says Its franchlse
plred. It now says that the Turner ordinance expired by limitation
In 1898 and that since that time the ordinance has been obsolete.
And yet In 1900, in codifying the ordinances In force and omit-
292
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 9.
ting obsolete ones, the Turner ordinance was placed in such
code as a live ordinance and one of present binding force.
The city council has directed new lines to be built since 1898.
and since that date 30 miles have been built at great cost, and
by so doing the city construed the ordinance as the company now
contends, and the city ought to be and is estopped from denying
the contract, tearing up the tracks or declaring the company a
trespasser. The complainant owns the tracks built by the Turner
company and its successor, and by conveyances of record owns
the franchises as well, which were assignable.
The fact that the life of complainant as a corporation is
limited to a term of years is not decisive, because it has the
right under our general corporation laws to renewal. And if
it had not. its assets, including the franchise asset, belong to the
stockholders subject to the rights of its mortgage and general
creditors. In 1866 there was no specific statutory authority for
granting permission to occupy the streets with the street car
lines. Des Moines had then but about 6,000 people, and it was
about as large as any other city of the state. But Dr. Turner
and others had confidence in its growth. And the then city coun-
cil desired to aid in building up the city, by enabling people to
reside beyond the business district. So that the ordinance was
enacted under a statute giving general control only over the
streets. The system was thus inaugurated, and carried on for
14 years, with an expenditure of $200,000, and no profits. Then
when profits were in sight, the council granted rights to other
companies and the litigation commenced.
Many cases of the highest authority are called to my atten-
tion, to emphasize the undoubted and most familiar rule, that a
public grant must be given the construction most favorable to
the public, when it is susceptible of two or more constructions.
But neither statutes nor ordinances are to be frittered away by
construction. Like contracts, they are to be held up by the
four corners, examined and given a fair construction. Let it be
kept in mind, that for what appeared sufficient reasons, the legis-
lature has from time to time limited the time of several municipal
utility corporations and their rights to the streets. But not so
with the street railway lines.
And let it be kept in mind that to prevent the ordinance from
being void by creating perpetual monopoly that the monopoly
feature was limited to 30 years of time, now expired.
Questions of rates, or transfers, or taxation are not involved.
Nor are questions as to the efficiency of service, that which inter-
ests the people more than all else in connection with a street
railway system. And with efficient service, and reasonable rates,
the people are content. And with these in mind the legislature was
•content, not to allow the monopoly for all time, but to allow
one company in common with all others to have a continuing fran-
chise. And when it fails to furnish such service the remedy is
plain.
But in the meantime there is a contract that must be ob-
served by the city.
In discussing the decision N. T. Guernsey, general coun-
sel for the company, said:
As I analyze it the propositions established are the following:
(a) That the federal courts have jurisdiction to hear and
determine the controversy.
(b) That under the statutes of the state the city had the
power to grant a perpetual right.
(c) That the 30 years' limitation in the Turner ordinance
applied only to the exclusive right to operate by animal power,
which expired January 1, 189S.
(d) That under the Turner ordinance as amended the com-
pany has a contract granting it a perpetual, but not exclusive,
right to maintain and operate its tracks.
While the opinion of Judge McPherson unequivocally recog-
nizes the perpetual right of the company, he is careful to call
attention to the fact that out of this right arises the obligation
on the part of the company to furnish adequate and efficient
service. In other words, it is not a right which can be exer-
cised to the detriment of the public, but which must be exercised
for its benefit.
SAND-SUPPLY CAR AT KNOXVILLE.
Terminal Station in Milwaukee.
President A. C. Frost of the Chicago & Milwaukee Elec-
tric Railroad appeared before the joint committee on judi-
ciary and railroads of the Milwaukee city council on Febru-
ary 27 and stated that the company had taken a 99-year
lease of the property on Second and Wells streets and will
erect a terminal station at that point, to cost $200,000. The
announcement was made in connection with an application
for a change in the company's franchise to give access to
the new station. Mr. Frost stated that the building will be
four stories in height and in addition to space for cars and
waiting rooms will contain the offices of the company. Pro-
vision is to be made for cleaning the cars after each trip.
Tracklaying on the line is now completed to within 12 miles
of the southern limits of the city. It is planned to have cars
running into the south side of the city by September 1. The
time when cars will enter the business district depends on
the completion of the Sixth street viaduct.
The ilustration herewith shown was made from a photo-
graph of the interior of a sand-supply car used by the Knox-
ville (Tenn.) Railway & Light Company for sanding the track
during bad weather and for replenishing its supply in the
sand boxes of the regular cars.
The company's car barn, where the sand drier is lo-
cated, Is far removed from the transfer station and the main
arteries of travel and as a result it is seldom that a regular
car gets to the barns before completing its day's schedule.
Inasmuch as many of the car routes are hilly and the condi-
tions of the tracks necessitate the free use of sand it was
found necessary to devise a means of supplying the cars
with sand during the day. This sand-supply car was accord-
ingly fitted up to meet the requirements.
The car is one of the type of single-truck equipments
formerly used on the system. Along both sides of the inte-
rior of the car bins about three feet high and having a capac-
Sand Supply Car, Knoxville, Tenn.
ity of five cubic yards of sand have been provided. Leading
from each of these bins, at a point midway from each end,
is a sand pipe which conveys the sand from the hopper to
the rails of the track. The flow of the sand is regulated by
cut-off valves which are worked by levers located inside of
the car. In addition to these track leads there are four plug
taps, one being located at each corner of the car.
Once each day the car is run over the sections of slip-
pery track throughout the city, after which it is sent to the
main waiting station, where all cars stop. When it is neces-
sary to replenish the sand-supply boxes on the regular cars
the plug taps are opened and by the use of pails the sand
boxes are filled. The top of the car is provided with racks
and running boards which make it possible in case of trouble
to press the car into service as a tower car in repairing the
overhead lines.
While taking a curve near Portage, O., on February 23, a
southbound car on the Toledo & Interurban Railway left the
rails and turned completely over, injuring the eight pas-
sengers and the conductor and motorman. The accident is
said to have been caused by spreading rails. The car was
completely wrecked.
March 2, 1907.
ELECTRIC RAILWAY REVIEW
293
DEVELOPMENT OF THE OKLAHOMA CITY RAILWAY
COMPANY.
As an example of the remarkable growth of the electric
railway industry, the phenomenal development of the Okla-
homa City Railway Company since the opening of its line
February 8. 1903, is most interesting. At that time the
company operated five miles of track and four cars. It
now operates 45 cars on 30 miles of local track and 10 cars
are under construction. There is further under construction
at present an interurban system which when completed will
have a total length of more than 150 miles within a 35-mile
radius of Oklahoma City.
The Oklahoma City Railway Company was organized
entirely by local men and only a small part of the capital is
owned by outside interests. Though the line has heretofore
changed hands, the officials are and have been in every in-
stance residents of Oklahoma City who have been inter-
ested in the development of their city, many of them since
the opening of the territory. In 1903 there were two main
lines of 2% miles each traversing the two principal streets
of the city. These lines remained in operation until about
two years ago. when the company passed into the hands of the
present management. Since then besides maintaining the
existing lines new lines have been opened and the system
improved in accordance with modern ideas. At North Okla-
homa City it is proposed to connect with an interurban
line running to Guthrie, the route having been surveyed
and partly graded.
The company under its present management recently
formulated a plan to construct a line running 31 miles north
to Guthrie, another 35 miles south to Purcell, one 28 miles
west to El Reno and finally a 40-mile line east to Shawnee.
A novel scheme was adopted in order to make possible
the proposed interurban lines. This consisted In buying a
large tract of land which was partly turned into a pleasure
park and partly into a residential park. The land surrounding
the park has been divided into building lots, part of which
have been sold, and the money from these sales has been
used to build Belle Isle park and build about 10 miles of in-
terurban track.
Belle Isle park covers an area of about 300 acress of mag-
nificent land admirably suited for park purposes. There has
been constructed in the park an artificial lake of 225 acres
and the remainder of the park will be left as a forest. To
form the lake, it was necessary to construct a dam 30 feet
high and 250 feet long and a spillway to permit the overflow
of water during rainy periods. The dam will be 30 feet wide
at the crest and will accommodate two public roadways and
a double track. This park when completed will have no
amusement features other than boating and bathing as it is
necessary to make it as attractive as possible in a quiet way
because of the residential surroundings. It is estimated that
the park has cost $250,000 to build.
The first effort to make the extensive interurban system a
reality was the securing of a private right of way at each
of the terminal points. The lines have all been surveyed and
grading has been practically completed on the Guthrie divi-
sion and will soon be begun on the remaining divisions. The
Guthrie division represents the most midern type of roadbed;
though the grading for the most part has been through a level
country a number of ridges were encountered, neces-
sitating a series of cuts and concrete bridges. The bridges
are an example of the liberal and substantial manner in
which this work is being carried out, most of the bridges
being built to accommodate a double track with a public
roadway on each side. A public roadway has also been built
alongside the track over most of the right of way. About 10
miles of this line is now practically completed, this portion
extending as far as Belle Isle park. The El Reno, Purcell
and Shawnee divisions have been surveyed as before stated
and grading will be begun on these within the next few
months. The population of the territory traversed by this
network of interurbans will be approximately 150,000.
The city track construction will be standard gauge, and
rails of Shanghai section embedded in concrete will be em-
ployed. A 12 by 24-inch continuous concrete girder will ex-
tend under each rail, the two concrete girders being joined
by a 6-inch concrete slab in which the steel channel cross-
ties set on 4-foot centers will be embedded. The rails are
embedded 3 jnches in the 12 by 24-inch continuous concrete
girders, thus leaving the exposed rail but 4% inches above
the roadbed. The rails, it will thus be seen, are supported,
not only by the ties and the concrete girders, but on the
entire surface between the tracks as well. This construc-
tion, though expensive to install, should make a very fine
roadbed well adapted for high-speed work and should repay
its cost in durability and the reduced liability to derailment
and accidents.
The total bonded indebtedness of the Oklahoma Rail-
way Company is $650,000. Since the present management
has taken charge of the property no dividends have been de-
clared as all the available money and earnings have been
used on improvements and the construction of the interurban
system.
IMPROVEMENTS AT MOBILE, ALA.
Important changes were made in the properties of the
Mobile Light & Railroad Company during the year 1906.
Chief among these changes was the separation of the railway
from the lighting interests and the sale of the latter in Au-
gust to the Mobile Electric Company.
The sale included the transfer of all the power plant
lighting units, the transmission lines, city franchises (so far
as the same refer to the furnishing of current for lighting pur-
poses), and all contracts and obligations of the electric de-
partment. Though this leaves the Mobile Light & Railroad
Company exclusively a railroad company the old name will be
retained. Since the sale was consummated the officials have
devoted their entire attention to the development of the
railway interests and, as is shown by the statement of earn-
ings recently issued gratifying results have been obtained.
During the year 1905 the gross earnings of the railway de-
partment were $411,692.86, and in 1906, $516,614.98, an in-
crease of $104,922.12 for the year.
The work of rebuilding the 46 miles of track throughout
the city is now in progress and as soon as the 1,100 tons of
steel, now on hand, is laid the reconstruction work will be
completed. In the paved streets 92-pound girder rails have
been used, and in the streets not paved 70-pound T-rails have
been adopted as a standard. For supporting the girder rails
a concrete stringer is used.
In this construction creosoted ties, spaced 10 feet apart,
center to center, are laid in the prevailing sand substrata.
Between these ties is laid a concrete stringer 9 inches deep,
16 inches wide at the bottom and 18 inches wide at the top.
The rail is set on this stringer, after which the concrete is
extended three inches above the base line of the rail, where
it joins with the foundation of concrete laid for the asphalt
pavement. This stringer is usually built under contract by
the pavement contractor, and the concrete is mixed in the
same proportion and at the same time as that for the pave-
ment foundation. The rails are tied together every seven feet
by steel tie rods. This form of construction has been in use
for several months and so far has given satisfactory results
The new work planned by the company for the present
year includes the construction of about five miles of new
track, the erection of two car storage barns and the building
of a large summer and winter resort hotel at a point three
miles from Mobile on the shores of Mobile bay. The street
railway lines will be extended to this hotel and an effort will
be made to make it one of the popular resorts of the south.
894
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 9.
RECORDS FOR DISTRIBUTION OF STORES AT CHATTA-
NOOGA.
An interesting system of keeping record of the daily
distribution of car storehouse supplies has been developed
by the storekeeper of the Chattanooga (Tenn.) Railways
company. Though the system would possibly not be desir-
able for adoption on a large railway property it offers especial
The trainmen are graded according to their records, and
without reference to their service in point of seniority. They
work in what are known as day, noon and split shifts and
hold their respective runs only so long as their daily records
justify it. If an employe is given four demerits in any 30
days he is "demoted" to the last straight run on route No. 10.
In this case the man next in line for promotion takes the
place made vacant and each regular employe is advanced one
~HATTANnnr.A RAILWAYS COMPANY
D.liK
190
— -=-"-""-
MAINTENANCE OF EQUIPMENT
■lit" 111
JX.
s
mm—
.-.
■MM
►.„
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.
_
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.
J5-
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—
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CHATTANOOGA RAILWAYS COMPANY
Daily Report of Distribution of Store House Supplier
190
CONSTRUCTION AND MAINTENANCE OF WAY
Chattanooga Railway Company — Heading of Forms for Reporting Daily Distribution of Supplies. (Original 17 by 14 Inches.)
advantages for keeping accounts where the quantity of stores
issued daily is not large.
The system as adopted is embodied in a single form, 17
by 14 inches in size, which eliminates the necessity of main-
taining a book record of stores paid out. The form, which
is illustrated, is ruled into columns so that the description of
the material issued, the cost, the number of the car and the
part of the equipment on which it was used may be grouped
under the respective heads.
When supplies are issued the storekeeper fills out in
detail one line of the blank and at night he totals the various
columns. By carrying the totals forward from day to day a
grand total of all material issued, as well as the cost, etc., is
obtained. The monthly report to the company is compiled
from the record as shown by the form for the last day of the
month.
The form developed for keeping the record of stores is-
sued to the construction and the maintenance of way depart-
ments is similar to that of the maintenance of equipment as
described.
DISCIPLINING BY ASSIGNMENT OF TRAINMEN TO
INFERIOR RUNS.
A demerit system of discipline that varies from that ordi-
narily used on electric railways has been developed by the
operating department of the Knoxville (.Tenn.) Railway &
Light Company. The system as revised provides for the can-
cellation of all demerit marks every 30 days, and does not in-
clude the issuing of merits. This requires that an unusual
amount of attention be given the minor details of operation
and would possibly make it undesirable for adoption on a
railway where a large number of cars are operated, but on the
lines of the Knoxville Railway & Light Company, where about
30 cars are scheduled, it has proven quite satisfactory.
The lines of this company are divided into ten divisions
arranged with reference to the desirable features for opera-
tion, according to the importance of the lines. Route No. 1
is conceded to be the banner division, route No. 2 the second
best, and the other eight divisions are graded numerically in
a similar manner. Because of this arrangement the motor-
men and conductors are stimulated to do good work and
thereby obtain an assignment for work on the more desirable
divisions.
step toward the top of the list. In the ordinary course of
events it requires more than a year of record making work
to climb from the split run of route No. 10 to one of the day
runs of route No. 1.
According to the seriousness of an offense a breach of
Knoxville Raihva\ &: Light Co.
NSClPUNt RtPO*I
. -- Ndnntln^v*
Kata^taaslas,
Knowille Railwa* &: Light Co.
Discipline Report at Knoxville.
the operating rules is made punishable by a demerit, a "de-
mote" or a discharge. As the company considers it is enti-
tled to the best service a man is capable of rendering no
merit marks are ever given the employes. However, ex-
March 2, 1907.
ELECTRIC RAILWAY REVIEW
295
emplary service is rewarded by promotion, as herein re-
ferred to.
A bulletin bearing the names of the conductors and motor-
men to whom demerit marks have been given, and the reason
for the same, is posted in the employe's room at the barns
every Saturday. In addition to this a bulletin of the ten divi-
sions, the men entitled to the various runs and the changes
that have been made through the discharge or reduction in
rank of trainmen is posted. These bulletins are watched for
with interest and have come to be important factors in the
system of operation.
Discipline reports are filed with the records of employes
which are kept in the office of the company. The report
forms which are shown herewith are comprehensive and con-
tain the more common abuses for which it is found necessary
to discipline trainmen.
The operating department of this railway is always in
close touch with the men in charge of its cars and keeps
them informed of the existing conditions. Once each month
the superintendent gives employes an informal talk on the
progress made toward furnishing the public with better ser-
vice and on prevailing undesirable practices among the men.
FAMILY TALKS.
DOUBLE-LIFT BRIDGE OF ILLINOIS TRACTION SYSTEM,
AT PEORIA, ILL.
An interesting bridge is being built by the Illinois Trac-
tion System across the Illinois river at Peoria. The approach
is an earth embankment supported by concrete retaining
walls. The length of this approach is 145 feet. The steel
structure is carried on deck-plate girders alongside of the
new power house, described in last week's issue, and on
through plate-girders over a number of railroad tracks to
the pier at the west bank of the river. These girders are
supported on concrete piers and steel bents. The grade of
the approach on the Peoria side is 3.8S per cent. Above the
railroad tracks the grade is level and it then descends to
the west river pier on a grade of .65 per cent. The clearance
of the girders above the railroad tracks is about 23 feet.
The main part of the bridge across the river consists of
four riveted through-truss spans 142 feet. 10-inch center to
center of piers and a bascule span of the "roll type'' 173 feet
in length from center to center of back piers. The grade
on this portion of the bridge is 2 per cent, descending to
the east.
The river piers are all built of concrete masonry, re-
inforced with corrugated iron rods of the Johnson pattern.
Piers 1 and 6 rest on piles driven down to solid rock.
Piers 2, 3 and 5 in the channel were built directly on the
rock, the excavations having been made inside of coffer-
dams constructed of steel sheet piling. The river piers are
5 feet thick under the belt, 20 feet between shoulders and
have semicircular ends. The side batter of the piers is %
inch per foot. The bascule span furnishes a clear opening
of 125 feet. It is of the deck type, and has two leaves, the
length of the span being 141 feet center to center of bear-
ings when closed.
This bridge is built for an assumed continuous load of
cars 45 feet long, each car weighing 75 tons. This is much
greater than the present interurban load and corresponds to
a train of 100,000-pound coal cars in regular railroad service.
The substructure was completed under contract by Mac-
Arthur Brothers Company, Chicago. The superstructure was
manufactured and is being erected by the Strobel Steel Con-
struction Company, Chicago. It is believed that when com-
pleted the bridge will be found very satisfactory in opera-
tion and of more than sufficient strength to carry any future
load. We are indebted to H. C. Hoagland, electrical and
mechanical engineer, Illinois Traction System, for the pre-
ceding description.
Mr. J. W. Brown, superintendent of transportation of the
West Penn Railways Company, Connellsville, Pa., is intro-
ducing a novel method of keeping the car employes of this
company informed as to their deportment. This consists
of a series of "family talks," issued weekly. These "talks"
are couched in everyday language and the names of motor-
men and conductors are given where their actions deserve
commendation and omitted where there has been an infrac-
tion of the rules. The idea, however, is to show that the ac-
tions, both good and bad, of the platform men are noticed at
all times. One of this series of "family talks" follows:
Most of the boys are still keeping their eyes on the gun and it
shows In our not having had any serious accidents lately. Some
fellows are still being careless about little things, and we won't
get in the blue-ribbon class till some few men either brace up and
play ball or else graduate from the service. I think its going
to be a case of brace up; we don't want to lose any of the family.
Watch out for these women that take sudden notions about get-
ting on or on! the car. Be ready to keep them from causing you to
make out an accident report and your company to pay out a lot
of damage money. No use to get mad and talk about them either;
tell them courteously that it's dangerous to act in the way they
just did and perhaps an occasional one will remember it and be
more cautious the next time.
Davy Flick and John Battenfield turned in a good report of a
little trouble with a mule at Keystone Tipple the other day; try
and get more addresses the next time. Davy; you were long on
witnesses but a trifle shy on streets and numbers.
George Rankin and Chris Varndell had one of thos; notionate
female cases last week where a woman did not decide to get on
the car till after it had started. Sorry it happened, but a good
report helped some, seven witnesses with their addresses.
Bob Sharpe and Howard Shaner had some trouble with 312 the
other evening and were derailed at Smith's Switch. The boys
made a good report, nine witnesses and their addresses.
Harry Ford and Jim Mayfield made a good report on a horse
scaring at West Overton the other day; ten names, but a bit sin-
on addresses.
Two motormen and two conductors running out of one of the
coke region towns last week sat up nearly one entire night play-
ing poker; they were not playing on the premises of the com-
pany, but do you think that a man is in good shape to take out
a run the next day who sat up all night in a poker game? Doesn't
look good, does it? Better drop that for your own sake as well
as ours; we can remedy the trouble as far as we are concerned
but the effect on yourself is bad. Costs too much to live these
days to throw it away on poker games.
Saw Shanaberger helping people on and off his car in a busi-
nesslike way the other day; special attention to some old ladies.
Some fellows get this wrong end to and think it should be special
attention to good-looking young girls.
Now. all aboard for good work during the holiday season.
Heaps of go carts, big bundles, hobby horses and all sorts of things
to delay a conductor and make a motorman fidgety, but don't
forget that your wives, your mothers or sweethearts are also
shopping and you would not want them to be treated discourte-
ously by anyone just because they had a lot of packages. Let's
keep in a good humor.
Yours truly,
J. W. BROWN.
Electrification of Main Lines of Railway.
The Prussian minister of railways has, according to the
Cologne Gazette, long had under his consideration a scheme
for the use of electricity on certain main lines of railway, and
the question of its adoption has now been answered in the
affirmative. In the first instance an experiment will be car-
ried out on the section of rail betw-een Kiel and Altona, a dis-
tance of 62 miles, and it will depend on the results of this
test whether the system will be introduced on still greater
lengths of railway. The electrification of this line from Altona
to Kiel will not only apply to the passenger traffic, but all
the goods traffic also will be worked by electricity. This will
be done in order to prove whether in the present state of
electro-technical development it is possible to arrange for
handling the whole of the traffic on a railway over which
many trains are run with the entire suppression of steam
traction. The necessary preliminary steps for carrying out
this work have already been put in hand, and it is therefore
possible that the electric working of this railway may be
commenced 'luring the course of the present year. — Railway
Times (London).
296
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 9.
THE USE OF CONTACTORS WITH PLATFORM CONTROL.
One of the most valuable operating advantages of the
multiple-unit control systems now in service is found in the
removal of heavy current breaks from the car platforms. The
short-circuiting of controllers, opening of circuit breakers and
the blowing of large fuses in close proximity to timid pas-
sengers are fertile causes of damage suits on account of
alleged fright or actual injury resulting from loss of self
control. It seems almost impossible to teach the general
public that the operation of automatic open circuiting devices
and even the occurrence of controller grounds are almost in-
variably incidents capable of doing no harm to passengers
who remain quietly in their seats. For this reason many
cars have been equipped with multiple-unit control, even on
roads where the likelihood of train operation is exceedingly
remote.
A comparatively recent step forward in ordinary car-
forward, the main circuit is closed automatically by the relay
switch in the base of the controller, and the cutting out of
resistance and series-parallel combination changes are ef-
fected in the usual manner.
The circuit breaker tripping coils in the platform hoods
do away with the necessity of an ordinary open circuiting
automatic switch at these points. The supply of the current
to the contactor solenoids is cut off whenever the main cur-
rent in the tripping coils exceeds a predetermined limit.
These tripping coils can be as readily reset by hand as an
ordinary circuit breaker, and the contactors cannot be ope-
rated until both tripping coil switches are closed. The main
contactors are placed in series to increase their positiveness
of action. The rheostats are located beneath the car as usual,
and the wiring can be readily carried in armored conduits.
The main hand-operated switches in the vestibules are used
only to cut the current supply off the car for definite inter-
vals. The auxiliary contactor-solenoid circuit is energized
MS <S Sh»tc»
J-3A CtKCU/T
Diagram Showing Car Wiring with Multiple-Unit Contactors
Series with Cylindrical Controller on Car Platform.
control methods is illustrated herewith, the object of the
designers being to adapt the contactor system of opening
the main circuit beneath the car to ordinary hand controller
equipments, without going to the expense of fully adopting
multiple-unit control. In the drawing shown, the connections
are given for a General Electric K28 controller modified so
as to remove the main opening and closing of the trolley cir-
cuit from the platforms. The circuits are for four motors,
and the auxiliary car lighting and heating connections are in-
cluded in the sketch.
In this arrangement the trolley current cannot enter the
platform controllers until it passes through two manually
operated main switches and two circuit breaker tripping coils
in the platform hoods, through a main fuse beneath the car
and two contactors in series, also located beneath the car. In
the bottom of each controller is a mechanically operated
auxiliary contact, which, when closed, energizes the solenoids
of the contactors and brings trolley potential to the platform
controllers. When the platform controller handle is turned
beyond the tripping coil switch by a connection with the
lighting and heater supply circuits.
There is no feature of this method of control which per-
mits the operation of cars in multiple unit trains, but it has
the advantage of simplicity and does not require the same
technical skill in maintenance as does the more complex train
control. Thus far it has not been fitted with automatic ac-
celerating devices, but there is a prospect that this will soon
be done. Experience with this method of hand control shows
that with the independent contactors large currents can be
handled with greater safety and certainty than was possible
with the drum-type of controller alone; for a wider air-gap
and stronger magnetic blow-out are provided, and the contacts
of the independent switches open more quickly than is
feasible with the revolving drum controller.
Favorable results have attended the use of the combined
contactor and cylindrical control in Milwaukee. Baltimore, on
the Atlantic Shore Line, and on other roads, and have demon-
strated a field of large usefulness for it. Any controller of
March 2, 1907.
ELECTRIC RAILWAY REVIEW
297
the K-type can be fitted with the equipment and the entire
cost of the work where a large number of cars are to be
changed over should not greatly exceed $200 per car. A
feature of some convenience in the wiring is the possibility of
cutting out two motors on the same truck, instead of one
motor on each truck, when the installation is made new.
been built upon each side of the locomotive. The interior
is painted green and the exterior black, with Brooklyn Rapid
Transit standard lettering in aluminum.
NEW ELECTRIC LOCOMOTIVE FOR THE BROOKLYN
RAPID TRANSIT COMPANY.
The Brooklyn Rapid Transit Company has just completed
at its Thirty-ninth street shops an electric locomotive, which
was built entirely for switching service in South Brooklyn,
where the terminal business of the company is showing a
rapid increase.
This locomotive, of which an engraving from a photo-
graph is presented herewith, is of all-steel construction and
was designed by the mechanical department of the Brooklyn
Rapid Transit Company. The locomotive has a weight of 57
tons, which makes it too heavy for use on any of the elevated
structures, but the switching work on the old steam franchise
roads in South Brooklyn will keep the locomotive well em-
ployed. The locomotive will haul 20 loaded standard box
New Electric Locomotive for the Brooklyn Rapid Transit Company.
cars or gondolas. The motive power consists of four Westing-
house 50-B motors, each of 150 h. p. There are two independ-
ent Westinghouse multiple unit control sets, a controller head,
and an air controller being located at each end of the loco-
motive. It also has a combined straight and automatic air
brake equipment of the Westinghouse E T-type. The body,
which as stated is of all-steel construction, is 31 feet long
over the buffers and 7 feet 3 inches wide over the sheathing.
The distance from the top of the rail to the top of the trolley
stand is 13 feet 1 inch and the height inside is 7 feet 10%
inches. The floor of the locomotive is framed with 18 heavy
iron bars 6 inches wide and 2Yt inches thick, extending the
full length of the body, giving it rigidity. The sides and roof
are built of steel bars and angles covered with No. 10 steel
sheathing. The roof is further covered with %-inch white-
wood and finished with No. 6 cotton duck. The power is taken
by two standard elevated trolley stands. The locomotive is
carried on two 4-wheel trucks, built by the Baldwin Loco-
motive Works. These are spaced 16 feet center to center.
Each truck has a wheelbase of 5 feet 10 inches and 37-inch
wheels. The locomotive has a deep-throated air whistle and
head-lights of 50 c. p. at each end. Swinging doors afford
access to a shallow end platform while sliding doors have
New Viaduct for the Metropolitan Street Railway.
The recent opening of the new 1%-mile intercity viaduct
between Kansas City, Mo., and Kansas City, Kan., on
Sunday, February 24, marks the final step in the construc-
tion of one of the most complete traction systems in the
country. By its use the unsatisfactory conditions due to the
congestion of traffic on the Fifth street line of the Metropoli-
tan Street Railway will be greatly relieved if not entirely
eliminated and the running time between the two cities con-
siderably reduced.
The new tracks of the Metropolitan Street Railway are
laid with 86-pound T-rails on ties embedded in concrete and
center-pole construction only is used.
Eleven cars of the heavy double-truck type, transferred
from some of the other lines of the company, are now operat-
ed over the viaduct division and 15 additional cars have been
ordered for this service. The new route is from Eighteenth
street and Minnesota avenue in Kansas City, Kan., to Fif-
teenth and Main streets, Kansas City, Mo. In Kansas City,
Mo., the cars operate from the viaduct up Fifth street to Del-
aware avenue and from there south to Fifteenth and Main
streets, at which point they are switched for the return trip.
The cars are operated on a 5-minute headway from 6 a. m.
till 7 p. m. From 7 o'clock until midnight a 10-minute head-
way will be maintained and from midnight on cars will be
run every 15 minutes. As there are no grade crossings the
danger from accidents due to collision is reduced to a mini-
mum; the running time also is shortened 12 minutes and pas-
sengers now can make the round trip in less than an hour.
The viaduct is said to have cost more than any other
project of its kind in the United States. It was financed and
built by the Kansas City Viaduct & Terminal Company, an
organization composed of eastern capitalists, and represents
an outlay of nearly $1,500,000.
DIRECTORY OF ELECTRIC RAILWAY ASSOCIATIONS.
American Street and Interurban Railway Association. Secre-
tary, Bernard V. Swenson, 60 Wall street, New York.
American Street and Interurban Railway Accountants' Asso-
ciation. Secretary, Elmer M. White, assistant treasurer Birming-
ham Railway Light & Power Company, Birmingham, Ala.
American Street and Interurban Railway Engineering Associa-
tion. Secretary, S. Walter Mower, general manager Southwestern
Traction Company, London, Ont.
American Street and Interurban Railway Claim Agents' Asso-
ciation. Secretary, B. B. Davis, claim agent Columbus Railway &
Light Company, Columbus, O.
American Street and Interurban Railway Manufacturers' Asso-
ciation. Secretary. George B. Keegan, 2321 Park Row building.
New York. N. Y.
Canadian Street Railway Association. Secretary, Allan H.
Royce. president Toronto Suburban Railway. Toronto, Ont.
Central Electric Railway Association. Secretary W. F. MU1-
holland. secretary and treasurer Indianapolis Traction & Termi-
nal Company. Indianapolis, Ind.
Colorado Electric Light Power & Railway Association. Sec-
retary, John F. Dostal, Denver Gas & Electric Company, Denver.
Colo.
Iowa Street and Interurban Railway Association. Secretary, L.
D. Mathes. general manager Union Electric Company, Dubuque. la.
Next meeting, Clinton, la.. April 19 and 20..
Massachusetts Street Railway Association. Secretary. Charles
S. Clark, 70 Kllby street. Boston, Mass. Meetings held In Boston
on second Wednesday of each month, except July and August.
Northwestern Electrical Association. Secretary, R. N. Kimball.
Kenosha, Wis. Annual meeting, Milwaukee, Wis., January, 1908.
New England Street Railway Club. Secretary, John J. Lane.
12 Pearl street, Boston, Mass. Meetings held on fourth Thursday
of every month.
Pennsylvania Street Railway Association. Secretary, Charles
H. Smith, superintendent Lebanon Valley Street Railway, Leban-
on, Pa.
" rn Electrical & Gas Association. Secretary. R. B.
Stlchter. Annual meeting, San Antonio. Tex.. May 14 16 ;uid If!.
Street Railway Association of the State of New York. Secre-
tnry. J. H. Pardee, general manager Rochester & ECastern Rapid
Railway. Canandalgint, N. V.
298
ELECTRIC RAILWAY REVIEW
Vol. XVn, No. 9.
PIPING AND POWER STATION SYSTEMS.— XXXI.
KV w. L. UOBBIS, It. B.
Discharge from Condenser.
The elevation of the discharge waterway from an ele
vated jet condenser should be determined by the location of
the hot-well overflow, but for surface condensers the water
should be discharged at the same elevation as it is taken,
whether the water supply is at high or low water. A sur-
face condenser can and should be operated without any per-
ceptible loss of head in the circulating water, other than that
caused by the friction of the water in the pipe, condenser
tubes, etc.
An elevated jet condenser necessitates two losses of
head: First, that due to the difference in weight between
the solid cold water in the injection column and that flowing
through the condenser and tail pipes. The other loss is due
to the fact that the condenser would be located in relation
to extreme high water, and would ordinarily be operated at
a lower level, necessitating a loss of power due to the quan-
tity of water used and raised from the level of the water
supply to the level of the overflow. These combined losses
of head will be about 10 feet in case the water is being
pumped from 4 feet below the high-water level.
A surface condenser would not have these losses, but a
loss of head is occasioned which does not exist in the jet
condenser. This loss of head is occasioned by the circuitous
and restricted path of the cooling water through the small
condenser tubes. The loss may be more or less than that
of the jet condenser, depending upon the cleanliness of the
condenser tubes, but this alone is too slight an advantage
to be a deciding factor in selecting the type of condenser to
be used.
The jet type is the most economical condenser if suction
instead of pressure pumps are employed such as are used with
the elevated types. There are, however, many objectionable
features in the suction jet con-
denser that cannot be elimi-
nated unless the condensing
chamber is elevated. Figure
256-(I 2-1) shows a jet con-
denser of this type arranged to
secure the greatest efficiency
possible and at the same time
be fairly reliable. The unfor-
tunate feature of this arrange-
ment is that efficiency must be
sacrificed to insure uninter-
rupted operation. To secure
the greatest possible efficiency
with this device, it is neces-
sary to make the distance, A,
such that a column of water
of that height would be the
equivalent of a column of mer-
cury whose height is equal to
the vacuum which it is in-
tended to maintain. This would
necessitate A being 28 feet for
a 25-inch vacuum. It would
also be necessary for the discharge to be carried down into
the discharge waterway, the water in which is as nearly as
possible at the same elevation as the intake or supply water.
If this type of condenser could be operated and constructed
in this manner it would be working under exactly similar con-
ditions, and have the same efficiency as a condenser of the
elevated type.
The atmospheric pressure in the type shown in Figure
256-CI2-1) would support the water-leg A, and the pump would
simply have to overcome the difference in weight of the two
Figure 256-02-1).
columns. The elevated-jet type of condenser has its dis-
charge leg (tail-pipe) of length A. and as this is a longer
column than the vacuum will support, a pump is used to
counterbalance the difference between the injection and dis-
charge legs. To secure the same economy for the condenser
shown in Figure 256 as could be obtained with the elevated
jet type, it is necessary to install it in the manner stated.
This, however, is impracticable for two distinct reasons: One
because the pump would not be able to lift water 2& feet,
and the other because the moment the vacuum drops below
25 inches the water would fail to flow into the condenser and
the entire vacuum would be lost. One is a difficulty met in
starting the condenser, the other in regular operation. The
less the distance A. the more certain is the operation. Many
condensers of this type are in operation with the lift, A,
as great as 16 feet and with a vacuum as low as 14 inches.
In order to start a condenser with such a high lift it is
necessary to use a "false injection," that is, a water supply
delivered to the injection pipe under pressure as shown at
b, in Figure 256. In this case a foot-valve must be pro-
vided at the lower end of the injection pipe and a gauge
attached at the top of the line to show when the vacuum has
raised the water into the condenser from the intake. The
false injection is used only until a sufficient vacuum has
been formed in the condenser bowl to raise the water from
the intake. Another method of supplying a false injection
is through a separate line and sprayer fitted in the bowl as
shown by dotted lines at c. This avoids the necessity of a
foot-valve and the attendant losses by friction in the flow
of the water.
This type of condenser, it will be noted, has a much
lower efficiency than the elevated type. Even if the lift A
is made as great as 16 feet, there is a loss of head of 12 feet
over that of the elevated type, making a total of about eighteen
feet including the loss through the condenser bowl. This
loss would be but six feet in the elevated condenser, or in
other words, only one-third the power would be required for
handling the circulating water, assuming the pumps to be of
the same type and make. If the discharge connection from
the condenser is in any way open to the atmosphere at the
upper end as at d, in Figure 256, then the loss of head
will be still greater, possibly the full 28 feet. In this case
the power required would be four and a half times that of
the elevated type. The discharge from the pumps should be
kept perfectly air-tight as this line is carrying air and water
from the pump the same as the tail-pipe on the elevated type.
If it were possible to discharge the water at a much lower
elevation than the intake then the pump could be entirely
dispensed with and the water would flow through the con-
denser and maintain the vacuum, becoming in operation a
device similar to the elevated condenser.
The discharge would in this case have to be at least 34
feet long and the distance from the surface of the intake to
the surface of the discharge water must not be less than 24
feet. This also is true of the elevated jet condenser, except
that the latter will operate with a smaller difference between
the water levels, as far as starting up is concerned, but would
require the same difference in the water levels as the suction
type if operated without the pump when the vacuum has
dropped to 14 inches.
Another important advantage in the use of the elevated
type of condenser over the suction jet condenser is in the
style of pumping machinery which can be used. In the case
of the suction jet condenser the pump must handle a much
larger volume per horsepower, as it not only has to pump the
water, but the air which was contained in it as well. As this
air has expanded from atmospheric pressure to the pressure
in the condenser, the total volume to be handled by the pump
is about eight times the volume of the injection water alone.
Further, the class of work which the suction pump must do
is very severe, both on the pump and the valves, owing to
March 2, 1907.
ELECTRIC RAILWAY REVIEW
299
the shock which is caused when water and air are handled
together in one pump. As the pump for the elevated con-
denser handles only water and that at a low pressure, the
centrifugal pump is admirably suited for this class of service.
It can be operated very economically either from a pulley
on a jack shaft or direct-connected to an electric motor. The
power required for the water-ends of the two types of pump
is nearly the same when the same work must be done by
each.
The steam required to drive a steam pump is generally
many times that required by centrjfugal pumps if driven by
the main engines. The steam pump would require more than
100 pounds of steam per horsepower per hour while the main
generating unit would probably use less than 20 pounds per
horsepower per hour. Hence, the steam required for operat-
ing centrifugal pumps would be from one-fifth to one-fourth
that required by the steam pump.
If there is an insufficient supply of auxiliary exhaust
steam for heating the feedwater it would be more economical
to run the condenser pump by steam. The reason for this is
evident, as a pound of steam for the main engine would
contain 1.100 British thermal units, while the pound of steam
used in the pump would require but 50 British thermal units.
This will be the difference between the heat in a pound of
steam at boiler pressure and a pound at atmospheric pressure,
as the remainder of the heat is returned to the boiler in the
feedwater.
In determining the form of drive to be employed for aux-
iliary machinery, the ability of the plant to utilize the exhaust
steam must be considered. ' In the ideal steam plant the high-
est economy is obtained when the exhaust from the steam
driven auxiliaries is just equal to the steam that the feedwater
will condense. The efficiency of these machines is then as
great as possible, for all the heat which is not converted into
work is returned to the boiler. All the auxiliaries in such a
plant which furnish exhaust steam in' excess of that required
to heat the feedwater should be run condensing so as to
require the least amount of steam per horsepower developed.
The general belief that as many machines as possible should
be run condensing is incorrect. The greatest economy is
secured when only a sufficient number of the engines are
run condensing to supply just enough steam for heating the
feedwater.
The hotwell is necessary for the successful operation of
the elevated jet condenser, as it provides a seal to keep the
tail-pipe filled and prevent the access of air to it, which oth-
erwise would reduce the vacuum obtainable. In figure 220
there was shown a satisfactory method of taking feedwater
without disturbing the water in the hotwell. Figure 221
showed a pump box such as would be used with a suction
pump jet condenser or a surface condenser. With such ap-
paratus there is no necessity for a hotwell or water seal. A
pump box would not be required for a surface condenser, as
the feed could be taken from the condenser chamber as
shown in Figures 226 and 228. The most satisfactory arrange-
ment for the pump box shown in Figure 221 is to place it in
the discharge waterway at the lower end of the discharge for
such installations as shown in Figure 256. and allow the feed
pump to raise the water out of its compartment. As pre-
viously stated there should be no opening to the atmosphere
at the upper end of the discharge, shown at d, in Figure 256
(12-1), to accommodate a pump box above the floor.
It is true that the feed pump must raise the water higher
when the pump box is placed at the discharge waterway, but
it should be remembered that the feedwater is only about
3 per cent of the condenser water, and it is therefore more
economical to raise 3 per cent the additional height rather
than to raise the 97 per cent.
CTo hr- Continued, i
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
BY J. L. ROSENBERGER, LL. B.
Liability foe Injuries to Passengeb Leaving Cab Too Soon
Thbough Wrong Calling of Stbeet — No Legal Duty to
Seek Shelter at Houses — Illness fbom Exposure to
Weather — Burden of Proof.
Georgia Railway & Electric Co. v. McAllister (Ga.), 54 S. E.
Rep. 957. Aug. 13, 1906.
The negligent conduct of a street-car conductor in call-
ing a street crossing before his car had arrived at the street
announced, thereby inducing a lady passenger to alight, at
night and during a severe rainstorm, at a strange place re-
mote from her destination, the supreme court of Georgia
holds, is to be regarded as the proximate cause of injuries
sustained by reason of her slipping and falling upon a curb-
stone which she was unable to see, because of the darkness,
while endeavoring with due care to make her way homeward
along a street with which she was unfamiliar.
The passenger was under no legal duty to apply for
shelter at houses in the vicinity of the place where she was
induced to alight from the car, rather than attempt to reach
her destination on foot over a highway which was in a rea-
sonably safe condition for travel by pedestrians.
If she could not by the exercise of ordinary care have
discovered that she was invited by the conductor to disem-
bark at a point short of her destination, she was entitled
to recover damages because of illness brought about by ex-
posure to the weather after leaving the car; the burden
being upon her to show that her illness was caused by such
exposure, rather than by other causes for which the de-
fendant company was not responsible.
In such case, no presumption of negligence is raised by
law against the defendant from the bare fact that the
plaintiff sustained an injury, and the burden rests upon the
plaintiff to prove the allegations of fact upon which she
relies for a recovery.
Injury to Passenger From Missile Thrown at Motobman —
No Presumption of Negligence — Evidence of Prior
Sporadic Attacks Inadmissible.
Woas v. St. Louis Transit Co. (Mo.), 96 S. W. Rep. 1017. Oct.
17, 1906.
The plaintiff testified that while sitting on the second
seat from the front of a car he saw a man standing in the
middle of the street with something in his hand, making vio-
lent motions towards the car. The next he knew he was on
an operating table with a doctor taking glass and broken
bones out of his face. A policeman testified to hav-
ing seen some person throw something #at a car. The
supreme court of Missouri, division No. 2, holds that a de-
murrer to the evidence was correctly sustained as the plain-
tiff wholly failed to bring himself within any rule of law
which would render the defendant liable for the assault of
the person made upon its motorman.
It is clear in this case, the court says, that the burden
of showing negligence was upon the plaintiff, and that the
presumption of negligence which arises in favor of the pas-
senger traveling on a train from the mere fact of an acci-
dent has no application to a case like this. Such a pre-
sumption only arises where the injury can be reasonably
attributed to some defect in track, cars, or machinery or the
movement of the train, or the conduct of the servants in
charge thereof.
Furthermore, the court holds that there was no error
in excluding certain evidence offered by the plaintiff to show
that prior to the date of the accident certain persons had
thrown missiles at the defendant's cars on account of their
failure to stop and allow passengers to board the cars, as
the questions asked would have permitted the witnesses to
300
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 9.
have told of sporadic cases of the throwing of missiles at
the cars during a period extending over years prior to said
date. It gives as reasons that the testimony referred to was
entirely too indefinite as to time, and that it did not purport
to show any such state of affairs as to bring home notice
to the defendant of any danger to the plaintiff of the assault
by which he was injured.
Toilet Rooms and Wateb Tanks Requibed — Places for Sale
of Tickets — Fare Limited by That on Line Built or
Purchased.
West Bloomfield Township v. Detroit United Railway Co.
(Mich.), 109 N. W. Rep. 258. Oct. 29, 1906.
Cars having no toilet rooms or water tanks, the supreme
court of Michigan holds, do not meet the requirements of a
franchise of being of modern design and supplied with suit-
able appliances for a suburban railway to insure the comfort
and convenience of passengers.
Placing on sale near its terminus, in a drug store in the
city of Pontiac, family tickets for which its franchise pro-
vided, the court further holds was not a compliance by the
company with its contract that family tickets should be sold
by it from any point in the township of West Bloomfield
to and in the city of Pontiac, and vice versa. It says that it
was not contemplated that the citizens of Bloomfield should
go to Pontiac to buy tickets. Everyone had a right to pur-
chase a family ticket at the place where he had a right to
board the cars with his family for passage. These roads do
not have ticket offices stationed through the country. They
do their business on the cars, and, wherever passengers have
a right to take the cars, there they have the right under
the franchise to purchase these tickets.
A provision in the franchise that "the rate of fare from
any point in said township to the city of Detroit, and vice
versa, shall at no time exceed the rate then charged by the
company from Pontiac to Detroit, and vice versa," the court
holds referred to the company mentioned in the franchise,
but it included any line which the company or its assignee
might at any time build or purchase. It says that if the
company had built another line from Pontiac to Detroit it
could not have charged a higher rate over the old line than
it did oveT the new. The terms of the franchise must be
construed strictly against the company. When it pur-
chased the Detroit & Pontiac line it became a line of
the company. The rate charged from Pontiac to Detroit
over that line is now 25 cents. The company can charge no
more over the other line of its road. It cannot thus destroy
the competition for which the township in fact contracted.
Company Not Liable fob Injury to Passenger from Com-
ing into Contact with Tbolley Pole when Changing
Seat on Open Cab with Assent of Conductob — No Duty
to Warn Passengers of Obdinaby Dangebs feom Trolley
Poles ob Pillars of Elevated Railways.
Tietz v. International Railway Co. (N. Y.), 78 N. E. Rep.
1083. November 13, 1906.
A passenger of large proportions on an open electric car
in swinging out to take another seat came into contact with
a trolley pole. The proof was that the distance between the
grab handles on the outside of the upright stanchions of the
car and the trolley pole was 21 or 22 Inches. The court of
appeals of New York does not think that in the simple
assent of the conductor to the proposal of the plaintiff to
change his seat there was any assurance on the part of
the conductor that it would be safe for the passenger to do
so without the exercise of due care on his part in executing
the necessary movement. Nor does it think that under the
circumstances the railway company should be held responsi-
ble for the failure of the conductor to warn the passenger.
The court concedes the correctness of the general proposi-
tion that if the company had created a danger it was Its
duty to warn its passengers against that danger, but under
the theory on which this case was submitted to the jury the
company had not created any danger in the proper sense
of that term. Doubtless the presence of trolley poles is
dangerous to any one riding on a car who may come in
contact with them. So, also, there are dangers in the opera-
tion of every steam railroad, but these dangers are inherent
in the operation of the roads and do not fall within the
rule stated. If there was anything exceptional in the prox-
imity to the track of the trolley poles or any other obstruc-
tion it would have been the duty of the conductor to warn
the plaintiff of its existence, but the court cannot see that
it was his duty to warn the passenger of a danger which is
merely an ordinary incident of such railroad travel.
Take the case, the court says, of the trolley roads which
run under the elevated railroads in the city of New York.
It cannot be that it is the duty of the conductor to warn
every passenger of the presence of the pillars of the ele-
vated railroad, nor can he be expected for this purpose to
distinguish between residents of the city accustomed to
travel on the road and passengers who are strangers.
Judicial Notice Taken that Street Railway Company is
Carrier of Passengers — Ownership of Car Immaterial —
Sufficient Identification of Car as One Used for Pas-
sengers— Allegation as to Being a Passenger Enough —
Not Necessary to Show that Company Owed Duty —
Sufficient Showing as to Employes.
Indianapolis Street Railway Co. v. Ray (Ind.) 78 N. E. Rep.
978. October 24, 1906.
The principal object of the legislature in authorizing,
and of corporations in constructing, street railways, the su-
preme court of Indiana says, is the carriage of passengers.
It is so recognized by statute and is a matter of such com-
mon knowledge that the courts will take notice that a com-
pany organized and operating a street railway under the
laws of this state is a carrier of passengers.
This was an action to recover damages for injuries sus-
tained by the plaintiff Ray in alighting. The court says that
the defendant was operating the particular street railway,
and, if the plaintiff was a passenger on "one of the cars of
that road," that is, used in the operation of that road, it
made no difference whether the car belonged to the defendant
or not.
Again, the court says that here was a car provided with
electric signals to be sounded by passengers to announce
their desire to get off, a car known as a summer or open
car — one with seats running across the car from side to side,
and with a running board to assist passengers in getting on
or off the car. This was a sufficient identification of the
car as one used for passengers.
As to the objection that it was not alleged that the
plaintiff paid or offered to pay fare, or that she had a pass,
or was on the car by contract, invitation or consent of the
defendant, the court says that it was alleged that she was
a passenger on the car. This averment required her to prove
that she had complied with the conditions that constituted
her a passenger. How she became a passenger was evi-
dentiary.
Nor was it necessary to show that the defendant owed
the plaintiff a legal duty. The plaintiff was a passenger, and,
being a passenger, the defendant owed her a duty. Moreover,
a corporation can act only by its agents, and the allegation
that a motorman and conductor had charge of "one of the
cars of the defendant's road," that is, one of the cars used
in operating its road, and upon which the plaintiff was a pas-
senger, sufficiently showed the relation of employer and em-
ployes, and that such employes, being charged with the man-
agement of the car, were performing a duty that devolved
upon the employer, and for which the latter stood respon-
sible.
March 2, 190"
ELECTRIC RAILWAY REVIEW
301
News of the Week
Central Electric Railway Association Meeting Postponed.
The executive meeting of the Central Electric Railway Associ-
ation which was to be held in the Traction Terminal Building,
Indianapolis, on February 28, 1907. has been postponed until Sat-
urday, March 2, 1907, owing to the inability of Messrs. Spring.
Carpenter and Emmons to attend. The meeting of the board has
been called to consider topics of discussion for the entire year
ahead, select the subjects of most vital interest to the majority
of the members, and assign the subjects to experts in each special
line. This is an advisable move on the part of the board, as it
will give the members selected sufficient time to prepare their
discussions, so that lack of time will hardly be a valid excuse
for failure to respond to the request. A report of the committee
shows that while the value of the interchangeable traction coupons
collected of the roads which are members of the association was
J7.320.24 in December, 1906, the coupons collected for January,
1907, amounted to $8,409.49. These interchangeable coupons are
now accepted on 37 roads, including the two recent additions to
the association — the Marion Bluffton & Eastern Traction Com-
pany and the Toledo & Chicago Interurban Railway Company.
The next annual meeting of the association will be held at
the Algonquin Hotel, Dayton, O., on March 28.
Philadelphia Traction Situation.
A bill has been introduced in the Pennsylvania legislature
which, if passed, will give authority to the city of Philadelphia
to enter Into contracts with the Philadelphia Rapid Transit Com-
pany based on the plan approved by the directors of the com-
pany. While the bill was drafted with reference especially to
conditions in Philadelphia, it is general in terms and may be
applied to other similar corporations and other municipalities.
The bill provides that any city, borough or township, and any
passenger railway company leasing and operating the franchises
and property of such company may enter into contracts affecting
and regulating the franchises, powers, duties and liabilities of
such companies, and the regulations and respective rights of the
contracting parties.
Such contracts may provide for payments by the companies
to the local authorities in lieu of the performance of certain duties
or the payment of license fees or charges; for the appointment
by the local authorities of persons to act as directors of such
companies in conjunction with the directors elected by the stock-
holders; and for the ultimate acquisition by the local authorities
upon terms mutually satisfactory of the leaseholds, property and
franchises of the contracting companies.
Another bill which has been introduced in the legislature pro-
vides that whenever the municipalities of the state shall deem it
proper to organize corporations for municipal purposes they shall
be authorized to contract with the purchasers of such securities
as may be issued by said corporations for the payment of interest
and the sinking funds necessary to redeem the securities at ma-
turity, and to levy and collect such taxes as may be necessary
therefore; provided, however, that the holders of the stock of such
corporations shall hold it as trustees for the municipalities and
that all revenues earned by the corporations shall be deposited to
the credit of the municipalities.
Accident on New York Elevated Road.
An unusual accident occurred on the Third avenue elevated
line of the Metropolitan Street Railway Company, New York
city, on February 26, which at first caused a report to be circu-
lated that the elevated structure itself had given way. It appears
that a seven-car train left One Hundred and Twenty-ninth street
and Third avenue southbound at 9:02 a. m., its destination being
South Ferry. The train arrived at Chatham Square Junction at
9:32 a. m. The switches at the junction were set for the main
track on the South Ferry track.
The motorman proceeded south and six cars passed over the
switch safely, and the front truck of the seventh car also passed
over safely, but the rear truck of the seventh car split the switch
and took the City Hall track, causing the car to be derailed with
the front truck on the South Ferry track and the rear truck on
the City Hall track, which resulted in twisting the car crosswise
over the triangular space at the junction of the two tracks. In
this space there was a small frame shanty, or tool house, stand-
ing on a wooden platform supported by steel channel bars. When
the rear truck of the car left the rails the car, half derailed, was
dragged on for about 60 feet, so that the rear trucks crashed Into
the wooden platform and fell to the street below, breaking some
of the auxiliary steel work upon which the platform and shanty
rested. The trucks carried with them some of this steel and
wooden frame work; and two or three of the channels, being
wedged out of position, fell on end to the ground below, crushing
through to the conductor rail conduit at one point. When the
workmen subsequently pulled down the broken steel parts they
made a complete wreck of the tool house and platform, which
crashed to the street. The car from which the rear trucks had
fallen remained with one end hanging over the Intervening space
between the two branches of the elevated system.
There were only six or seven passengers in the car and for-
tunately these escaped with slight bruises. Fortunately also no
car or team happened to be In the street below at the place
where the trucks fell through, although a car had passed under
the structure a moment before. The accident caused a good deal
of confusion and delay to traffic, particularly on the surface line.
The service on the elevated structure was restored within two
hours and during this time trains were stalled from Fourteenth
street to Brooklyn bridge. The power was cut off of the third
rail as a precaution. The delay to the surface cars was some-
what longer, owing to a short circuiting of the track circuit and
to the necessity of removing the debris and making some repairs
in the conduit.
Legislation Affecting Electric Railways.
California. — A bill has passed both houses of the legislature
restricting the hours of labor for street railway employes to eight
hours a day.
Minnesota. — A bill has been introduced into the house of repre-
sentatives providing that street railway companies shall sell eight
tickets for 25 cents, with the usual transfer privileges. Another
bill provides for six tickets for 25 cents during the rush hours of
morning and evening.
New York. — The Dowling "loop bill," which provides for an
elevated railroad connecting the Brooklyn and Williamsburg
bridges in New York city, was passed by the assembly on Feb-
ruary 26.
Texas. — Both houses of the legislature have passed a bill
granting to electric interurban railways the right of eminent do-
main outside of cities and towns. The right to operate through
cities and towns over the local lines is also given. The especial
object of the bill is to enable Stone & Webster of Boston. Mass.,
to build an electric railway from Houston to Galveston, Tex.
Section 1 provides: That all corporations chartered for the
purpose of constructing, acquiring, maintaining and operating
lines of electric railway between any cities and towns in the
state of Texas for the transportation of freight or passengers,
or both, shall have the right of eminent domain, as fully to all
Intents and purposes, as is now conferred by law upon steam
railroad corporations, and shall have the right and power to
enter upon, condemn and appropriate the lands, rights of way.
easements and property of any person or corporation whomso-
ever for the purpose of acquiring rights of way upon which to
construct and operate their lines of railways and sites for depots
and power plants: provided, that no cemetery grounds, nor any
part thereof, shall be so taken or condemned.
Cleveland Traction Situation.
It is now stated that President Andrews of the Cleveland
Electric Railway and President Du Pont of the Municipal Trac-
tion Company, who have been working for several weeks on their
estimate of the value of the Cleveland Electric property, may be
able to report at the next meeting of the city council on March 4.
Reports on the value of the real estate were presented inde-
pendently by J. G. W. Cowles and V. C. Taylor on February 24.
The physical valuation had to be calculated first, because the
method adopted of arriving at the franchise values included
some deductions in the matter of interest that could only be
computed after the physical value had been decided. The fran-
chise values are being worked out on a basis of earnings. The
methods used in determining the value of the Chicago street
railway property last summer, on which Mr. Du Pont was en-
gaged, has been closely followed.
Mr. Du Pont Is quoted as saying that an immediate exten-
sion of the Cleveland street railway service is required and as
forecasting the construction of a subway or elevated line. He
said :
"Cleveland is rapidly becoming a city of such size that traf-
fic facilities other than surface lines will have to be provided
to give adequate and proper service. One thing in the way of
subway construction is its great cost. To begin with a short
tube on Superior avenue, say from the arcade to the Wilshlre
building, and running under the square, would probably solve
the problem for the time being. Within ten years, however.
Cleveland must be provided with a rapid transit system running
the entire length of the city. This will be especially so after
the annexation of Lakewood and Collinwood. My idea is that
this line should parallel the lake and be an elevated structure.
The fast train service that could be provided would largely solve
the time problem for years to come. With an elevated road
providing fast service it would probably be better to divert some
of the parallel surface lines. By this I mean the operation of
more cross-town lines to act as feeders for the elevated road
furnishing the fast up and down-town service."
Trolley Express Hearing In Massachusetts.
An important hearing bearing upon the trolley express prob-
'em was held before the legislative committee on street railways
at Boston on February 26. Interest centered in the desires of
street and interurban railways serving the outer suburban sections
of eastern Massachusetts to secure entrances into Boston and
other 'arge centers for freight and express cars. The bill on which
the matter came up requires connecting companies to haul eneh
other's passengers in passenger cars, and baggage and freight in
baggage cars, under such regulations as the railroad commission
may determine.
The Boston & Worcester street railway has secured assent
to its trolley freight and express business from the local cities
and towns on Its line, between Chestnut Hill and Lake Qulnslg-
amond. A demand for express service has arisen from business
men, florists, market gardeners and farmers, but the company
has hesitated so far to begin such service because, the company
says, the city systems In Boston and Worcester have not been
willing to handle express cars on terms satisfactory to the in-
terurban line. President Shaw of the Boston & Worcester stated
that his company now has an agreement whereby the Boston
elevated takes four cars per hour from the end of its lines at
302
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 9.
Chestnut Hill, hauls them into Park Square and out again, col-
lecting all fares on its lines and operating the cars with its own
men. The city system pays nothing for the use of these cars.
and all other passengers arriving at Chestnut Hill on the Bos-
ton & Worcester have to transfer to the elevated cars. Mr.
Shaw stated that his road last year brought Into Boston 2,800,-
000 passengers which would otherwise not have come, and urged
that the Boston elevated should take all the interurban line's
cars and haul them in and out as it does the present four per
hour, paying for the use of the cars just what it would cost the
company to keep in repair the same number of its own cars,
or about 2.5 cents per car mile. Mr. Shaw stated that equitable
co-operation between terminal and through roads was essential
to any profitable and satisfactory express service.
The hearing was continued until March 15, to give those
who oppose the bill an opportunity to be heard.
Rapid Transit Affairs in New York.
All that now remains to be done before bids are asked for
building the Lexington avenue subway is to obtain the approval
of the board of estimate and of the corporation counsel of the
form of contract and the specifications. The rapid transit com-
mission at its meeting on February 20 adopted the terms of the
contract and specifications, and it is probable that bids will be
asked for within a week. The form of contract adopted follows
closely the draft drawn by the committee on contracts. The
alternate routes remain. Bidders will be able to choose whether
they shall compete for building a road from the Harlem river to
the Battery, or only from the Harlem to a junction with the
present subway at Forty-second street.
At the recent hearings held by the commission the Forty-
second street loop was objected to by many delegations on the
ground that this route would permit only the Interborough com-
pany to bid. The objection has been unheeded by the commis-
sion, as have the protests of the Broadway and Fifth avenue
merchants, who insisted that any interference with the surface
of Broadway would mean ruin to many storekeepers. The com-
mission has decided that the new subway must be a near-surface
one and it will be constructed as was the lower Broadway tun-
nel, by the "cut-and-cover" process. The commission also Ig-
nored the objections made by the Interborough company to sev-
eral of the clauses in the contract. The company opposed the
power the commission has reserved to order changes in the roll-
ing stock and in equipments and to go to court to enforce its
orders, the burden of proof that such orders are unreasonable
being placed on the contractor.
Another strong protest made by the company is that if a
part of the line is completed and operated before the whole is
finished the operator shall pay rental on the basis of all the
bonds issued by the city for construction up to that time, instead
of computing the rental on the length of trackage placed in
operation.
The only important modification made in the contract was
the insertion of a clause complying with Section 13 of the
American labor law and providing that none but citizens shall
be employed in the construction of the tunnel and that pref-
erence shall be given to citizens of this state.
The commission determined to give consideration to the ap-
plication made by F. B. Behr for a franchise to build a monorail
elevated road from Atlantic avenue, Brooklyn, to Coney Island.
The commission ordered the payment of $352,000 to the
Interborough company for the installation of the ventilating
plants at the subway stations.
Chief Engineer Rice reported that the plans and specifications
for the so-called Tri-borough route, from the Bronx down to
Brooklyn and Coney Island, would be ready in six weeks.
The Interborough Rapid Transit Company has ordered 250
new cars, 50 for use in the subway and 200 on the elevated
lines. The new subway cars will be of the same type as those
now in service, except that the doors will be 50 inches wide
instead of 39 and will have steel instead of wooden fillings.
The report of the February grand jury of Kings county, which
has been presented to Governor Hughes, contains a lengthy
arraignment of the Brooklyn Rapid Transit Company in regard
to the poor condition of the service in Brooklyn.
Chicago Traction Situation.
The Citizens' Non-Partisan Traction Settlement Association
was formed on February 26 by 30 of the leading organizations of
the city to conduct a campaign for approval of the Chicago trac-
tion ordinances at the April election. Pamphlets will be issued,
mass meetings will be held and subsidiary organizations will be
formed to carry on the work. The declaration of principles which
was adopted says:
"For a generation past the people of -Chicago have con-
fronted in a gradually decaying street transportation system a
menace to public health, individual comfort and municipal pros-
perity, and an offense to community pride.
"In a condition of desperation at the abominable character of
the street car service and exasperated by attempts of the compa-
nies to maintain rights questionable at the best, a large number
of citizens became advocates of municipal ownership and by a
majority of votes cast on the subject the people of Chicago in-
dorsed that theory, resulting in the election two years ago of a
city administration pledged to the carrying out of that policy.
That administration was at once confronted by financial limita-
tions making immediate municipal ownership impossible, by reluc-
tance on the part of the transportation companies to surrender
doubtful rights and. on the part oi the people, by an imperative
demand for an improved public service.
"The expiration of some of the existing franchises and court
decisions invalidating others and defining the rights of the respec-
tive parties clarified the situation and made the owners of the
street railway properties ready to enter into conference with the
representatives of the city and to make concessions demanded
in the Interests of the public which would not jeopardize their
admitted remaining interests in these properties and would safe-
guard further investment.
"After almost continuous conferences covering eight months
between the committee on local transportation of the city council
of Chicago and representatives of the traction companies Iden-
tical ordinances have been prepared enabling the city to deal
with the subject of transportation as a whole and providing for
complete rehabilitation along the most modern lines, to be begun
immediately and completed within three years, giving to the public
the most up-to-date equipment, equal to any in the United States
at the present time."
The declaration concludes: "We, the undersigned, on behalf
of the organizations which we respectviely represent, do hereby
announce our approval of the ordinances as passed, believing them
to be in their essential features equitable and to constitute a fair
settlement of a vexatious and long unsettled problem, and urge
the voters of Chicago at the forthcoming election of April 2, 1907,
to support these ordinances as the only practical method of secur-
ing prompt reform of transportation methods and the rehabilitation
of the transportation system of Chicago in a way which will be
fair to all interested parties and will safeguard the interests of
the future and assure municipal ownership whenever such owner-
ship shall be found practicable."
Frederick Bode of the Chicago Commercial Association was
made president; William A. Bond of the Chicago Real Estate
Board, vice-president; and A. H. Wetten of the real estate board,
secretary and treasurer.
The democratic city convention on February 23 renominated
Edward F. Dunne for mayor. The democratic platform is based
on municipal ownership and defeat of the traction ordinances.
The platform says that while the ordinances pretend to ' provide
for municipal ownership, they are, in fact, private franchises for
twenty years or more; that while they pretend to divide profits
on operation with the city, they afford no assurance whatever of
any income to the city; that by means of construction profits they
would make possible an enormously excessive price for purchase
by the city; that by authorizing unlimited contracts for power
they would enable the companies "to saddle upon the city in case
of municipal purchase" the obligation of Contracts with private
power companies at any price and for any length of time.
Western Society of Engineers. — A regular meeting of the
society will be held in the society rooms. 1737-41 Monadnock block,
Chicago, on Wednesday, March 6, 1907, at S p. m. Mr. L. T.
Hotchkiss will present a paper on "Some Details of Concrete
Construction," and Dr. W. Michaels, Jr., will present a paper on
"How to Prevent Failure in Concrete Construction."
Rules for Safety at Drawbridges. — Since the drawbridge acci-
dent on the West Jersey & Seashore Railroad at Atlantic City
last summer the New York State Board of Railroad Commissioners
has made a thorough examination of conditions existing at draw-
bridges on the different roads of the state and has adopted rules
as to the greater protection of these bridges. The rules provide
for protection by home and distant signals 50 and 1,500 feet, re-
spectively, from the end of the draw, with derails not less than
500 feet from the end of the draw, where possible, all interlocked
so that the first movement to open the draw will set both signals
in warning. Tile movable rails on ends of drawbridges must ex-
tend beyond the end of the bridge and connect with shore rails
by a miter joint, the ends to meet in a trough and be interlocked.
Demurrer to Indictments of Cincinnati Traction Officials. — At-
torney Miller Outcalt on February 23 filed a demurrer to the re-
cent indictments against W. Kesley Schoepf, Robert E. Dee and
Newton Wickersham of the Cincinnati Traction Company, in
which they were charged with not complying with the law which
specifies that street car vestibules shall be closed and heated, as
mentioned in the Electric Railway Review of February 9. The
demurrer sets forth that the indictments do not charge any of-
fense against any valid law; that an attempt is made to charge an
offense which does not exist under the laws of Ohio; that the in-
dictments contain matter redundant and irrelevant and do not re-
quire a plea from the defendants. It also states that the indict-
ments fail to state by what lawful authority a duty was imposed
upon the defendants to maintain screened vestibules. A general
demurrer was also filed to the indictments against J. H. Schoepf,
Newton Wickersham and William E. Biasing in which they are
charged with withholding records of the traction company from
the grand jury.
Minnesota Court Denies Right of Eminent Domain. — The United
States district court at Minneapolis on February 27 handed down a
decision that the electric railways of Minnesota have no right of
eminent domain to condemn land. The case was that of the
Minneapolis & St. Paul Suburban Railway Company against the
village of Excelsior. Minn., a summer resort 20 miles west of
Minneapolis, for the purpose of testing the right to condemn prop-
erty for a right of way. The case, which, it is stated, will be
appealed to the supreme court, was started by a petition to the
court to appoint a commission which should condemn certain land
in Excelsior and Tonka Bay along the route of the proposed ex-
tension from Excelsior to the upper lake at Birch Bluff. It was
opposed by property owners along the proposed route. The court,
holding that the company is a street railway company, finds that
March 2, 1907.
ELECTRIC RAILWAY REVIEW
303
it has no right to "acquire property by eminent domain within
the limits of any city or village." As to the tracts of land situated
outside of the village, which the company attempted to condemn,
the court finds that these tracts would not be useful or necessary
unless a right of way were acquired inside the village, and denies
the petition.
Subway Exits to Philadelphia Department Stores. — By a plan
which has been partly agreed upon by the engineers of the Phila-
delphia Rapid Transit Company and Gimbel Brothers, Lit Brothers
and Strawbridge & Clothier, the owners of three large department
stores, one large station is to be built in the Market street sub-
way at Eighth street, with entrances into each of the department
stores, as well as passageways from one side of the railroad tracks
to the other, making it possible for shoppers to go from one shop
to another without going into the open street. It is understood
that the department stores will build large show windows under-
ground, so that patrons using the subway may enjoy the displays
that now attract them on the street surface. Representatives of
the stores have been holding conferences with the officers and en-
gineers of the railway company to discuss plans for a station
which would add to the comforts of their patrons. No definite
plan has been selected, but all of those under consideration are
designed so that shoppers may enter the shops directly from the
station platform. Like other stations along the line, the one at
this point will be 350 feet long, but it will be much wider than the
others to provide for the immense traffic. The station will be
centered at Eighth street, extending half way along the block east
and west. It has not yet been determined how patrons are to
cross the tracks. Two plans have been drawn, one for a pas-
sageway under the tracks and the other for a bridge.
United Railways Prosecuted for Allowing Mail Cars to Stand
in Street. — The prosecution of the United Railways Company of
St. Louis by the city for allowing mail cars to stand on Eighth
street, between Pine and Chestnut streets, threatens to terminate
in a conflict between the city and the postoffice authorities over
use of the street as a terminal for the mail cars. A case against
the United Railways is pending before Judge Tracy in the first
district police court, to whom it was submitted on an agreed
statement of facts. He is to render a decision on March 2. In
the meantime the United Railways has shifted the burden of the
trouble to the government by threatening to discontinue the street
car mail service if the company is fined for letting cars stand on
the street. General Manager McCullach served notice to this
effect on Assistant Postmaster Stice several days ago. Mr. Stice
took the matter up with the department at Washington, and re-
ceived an opinion from W. S. Shallenberger. third assistant post-
master general, saying: "The contemplated action would, if car-
ried out. be an interference with the contract relations between
the United States and the transit company and result in a de-
lay to the mails." He suggested that the district attorney be
consulted to determine whether it would be a violation of any
federal statute to interfere with the operation of the cars. Mr.
Stice has tried to arrange a schedule which will not bring two
or three cars together at that point, but finds it impracticable
without working great delay in handling the mails. Two of the
cars stand there over an hour and others from that time down to
ten minutes.
Research Fellowships in Engineering at the University of Illi-
nois.— The University of Illinois has extended and strengthened
the field of its graduate work in engineering by recently estab-
lishing ten research fellowships in the Engineering Experiment Sta-
tion. These fellowships have an annual value of $500. and are
open to graduates of approved universities and technical schools,
both American and foreign. They must be accepted for two con-
secutive collegiate years, at the expiration of which period, if
all requirements have been met, the master's degree will be
granted. Preference will be given to men who have had some ex-
perience in practical engineering work outside of college. The
appointments will be made upon the recommendation of the sta-
tion staff of the Engineering Experiment Station and upon the
approval of the faculty of the graduate school and the president
of the university. The Engineering Experiment Station, it may
be explained, is a department connected with the College of En-
gineering. It was established in 1903 for the purpose of carrying
on investigations along various lines of engineering, and for the
study of problems of importance to professional engineers and to
the manufacturing and industrial interests of the state. The work
of the station and the college is closely related, the heads of the
several departments of the college of engineering constituting the
station staff. The investigations are carried on by the members
of the staff directly, sometimes by a fellow as graduate work
sometimes by a member of the instructional force of the college,
and frequently by special investigators belonging to the station
corps. The various laboratories of the station and the college offer
exceptional facilities for investigational work, being well-equipped
with the most modern apparatus. During the past four years
about $300,000 has been appropriated by the state legislature for
the maintenance and extension of this equipment, and it is be-
lieved that the same liberal policy will bo continued. By offering
these research fellowships at $500, and throwing them open to
graduates of both American and foreign universities, the si
hopes to secure a picked body of men imbued with the true spirit
of genuine investigators who will do graduate work of high grade.
It is expected that valuable results will accrue to the station, and
that a body of experts will be developed, some of whom may be
attached later to the regular corps of station investigators. A
circular giving full Information will soon be issued, and can be
obtained upon application to L. V. Breckenridge. the director of
the Engineering Experiment Statioi III.
Construction News
FRANCHISES.
Allegheny, Pa.— The Millvale Etna & Sharpsburg Street Rail-
way Company has asked for a franchise to operate its line on
Bridge street from East Ohio street, over the bridge of the West
Penn Railway and the "back channel" of the Allegheny river to
Heir's Island, and across the island to the western approach of
the Thirtieth street bridge. Action has been referred to the cor-
porations committee.
Allegheny, Pa.— The Pittsburg Railways Company has applied
for permission to connect its tracks in Brighton road and Shay
avenue by a line beginning at Brighton road, along Woodland
avenue to Superior and Shady avenues; also for a franchise to
lay tracks in East Robinson street from Federal to Sandusky
streets in order to make a loop for the Pleasant Valley and Per-
rysville cars. Referred to the committee on corporations.
Brunswick, Ga. — F. D. M. Strachan has applied for a 50
franchise for a street railway and for a lighting plant.
Cheektowaga, N. Y.— The Cheektowaga Railway, recently in-
corporated to build from Cheektowaga to Buffalo. X. T.. 6 miles,
has been granted a 50-year franchise to build a double-track road
through the town, from Clinton street and the Buffalo city line
to the town line of Lancaster.
Chico, Cal. — The Northern Electric Company has secured a
five-year franchise to run its proposed freight line on Fifth street:
also for a line on Eighth street for both passenger and freight
service.
Dixon, III. — The Northern Illinois Electric Railway has re-
ceived an extension of its franchise to February 20. 190S. The line
as proposed will be built from Dixon to Amboy, m., with an ex-
tension to DeKalb. It is stated that negotiations practically have
been completed for financing the work and that construction of
the line within the time prescribed is assured.
Dubuque, la. — The Southwestern Wisconsin Railway has ap-
plied for a franchise to enter Dubuque with its proposed inter-
urban line. It is stated that the company will replace the high
bridge with an entirely new structure using the old piers which
are considered amply able to sustain the additional load which
will be put upon them by the running of the interurban cars
over the bridge. It is planned, also, to build a high steel viaduct
700 feet long which will carry the line into the flats between
Fourth street and the Iillinois Central tracks. From there a wooden
trestle will be built to a point near the steam railroad tracks in
Sixth street. From Sixth street over the railroad tracks and to
the surface intersection of Sixth and Clay streets another steel
viaduct 850 feet long will be constructed. The construction of
these viaducts and trestle work will make a continuous bridge
from East Dubuque to Clay street and will cost, with the purchase
price of the bridge, over $100,000. Mr. F. W. Hild. chief engineer,
317 Bank & Insurance Building, Dubuque, la.
East St. Louis. Ill— The East St. Louis & Suburban Electric
Railway has secured a franchise from the St. Clair county high-
way commissioners to lay tracks on Harding avenue, connecting
with the Lansdowne line, to Caseyville avenue, and east on Casey-
ville avenue.
East St. Louis, III.— The East St. Louis & Suburban Railway
lias applied for a franchise on Tenth street from St. Clair to
Illinois avenue and on Illinois avenue from Tenth street to Third
street. This change in the original plans for the routing of , the
line is said to have been due to the recent acquisition by the Sub-
urban company of the McKinley franchises in East St. Louis.
Ely, Nev. — The Ely Electric Railroad Company has applied for
a franchise to build an electric line from Kimberly, Nev.. the
new mining town, to the smelter of the Nevada Consolidated
Copper Company, tor freight, ore and passenger service.
Evanston, III. — The Chicago Evanston & North Shore Electric
Railway has been granted a 50-year franchise for a line on Tor-
rcnce avenue through the city to Bowmanville. Frank R. Grover
and George W. Wilcox are interested.
Fairfield, la. — The Iowa-Missouri Traction & Power Comi-
emed ;i franchise to operate its proposed interurban line
through Fairfield. It is stated that work will be started on April
1. and eompleted within the present year. The line will extend
-nil to Marengo, Cedar Rapids and Vinton, with a branch to
and "ii the south to Memphis Mo,
Ga'ena. III. A 25-year franchise has been granted to the Illi-
nois & Western Railway Company to build an electric line in Ga-
lena and to points in the mining district of southern Wisconsin.
A loop district has been outlined in the business section and it
Is stated that work on construction will be started in the spring.
Under the name of the Tri-State Light & Power Company the
same company was empowered to take over the lighting plant.
paying $8,850 for the equipment, with another provision for the
purchase of the plant, which will furnish light and power for
commercial purposes.
Goshen, Ind. — The Goshen South Bend * Chicago Rallwa'
i Hi.- proposed line from Chicago to New York, has si
a franchise In Goshen to build Its line through that city.
Ithaca, N. Y. — The Auburn & Ithaca Traction Company, which
304
ELECTRIC RAILWAY REVIEW
Vol. XVH, No. 9.
proposes to enter this city on Cayuga street, has received a six-
months extension from the city council to permit of its getting
a certificate of necessity from the state railroad commission.
Michigan City, Ind.— A new franchise Is being drawn up by
the Chicago Lake Shore & South Bend Railway to take the place
of the old one by the terms of which a double track will be laid in
Franklin street. An additional bond of $10,000 is offered besides
other provisions regarding the pavement, poles, wires and other
equipment.
New York, N. Y. — The Union, the Southern Boulevard and
the New York City Interborough railway companies, all controlled
by the Interborough-Metropolitan Company, have applied to the
board of estimate for permission to make 39 extensions to the
railroad systems In The Bronx. If these extensions are granted
it will mean the adding of more than 50 miles to the surface
railroad trackage of The Bronx. A special committee of the
board has made a personal Inspection of the territory to be cov-
ered by the proposed new roads. These franchises were applied
for over a year ago. but some changes have been made In the
route applied for.
Ogden, Utah. — The Ogden & Northwestern Railroad has se-
sured a franchise to operate an electric line in Brigham City.
Utah. The line now runs to Hot Springs, about nine miles north
of Ogden. and 12 miles additional track will have to be laid to
reach Brigham City. The franchise must be accepted within 60
days and the preliminary survey made within one year.
Riverside, Cal. — The Crescent City Railway Company has been
granted a franchise to build a trolley line from Riverside to the
plant of the Southern California Portland Cement Company in
West Riverside, across Fairmont Park, North Almond, North
Market and North Orange streets and Colton avenue. It is stated
that ties and rails are waiting at Colton. ready for delivery
whenever they are wanted and that work will be started as soon
as possible and will be completed within two months after it Is
begun.
Sllvis. III. — The Moline Rock Island & Eastern Traction Com-
pany has asked for a 60-year franchise to build either a single or
double-track line in Silvis, to be completed within four months.
It also provides for the use of the tracks by other companies for
interurban service. It is stated that the Rock River Traction
company already has made arrangements for this purpose.
Wheeling, W. Va. — The Wheeling Sherrard & Cameron Inter-
urban Electric Railway has applied for a 50-year franchise to build
an electric railway in Marshall and Ohio counties from Wheeling
by way of Sherrard to Cameron, W. Va.
RECENT INCORPORATIONS.
Atlanta Stone Mountain & Lithonia Railway. — Incorporated in
Georgia to build an interurban line from Decatur in De Kalb
county, through Ingleside, Clarkston, Scottdale and Stone Moun-
tain to Lithonia, 20 miles. It is said that the line will connect
with the Georgia Railway & Electric Company's line now running
to Decatur. Capital stock, $50,000. Incorporators: A. O. Venable,
A. B. Kellogg, R. M. Thompson, S. H. Venable and others.
Belleville &. Interurban Railway. — Incorporated in Illinois to
build an electric line from Belleville, 111., to Smithton, 7 miles.
Capital stock. $100,000. Incorporators: Jacob Gundlach, Jr., Ben-
jamin A. Gundlach, R. W. Hofsommer, George Hippard and
Thomas A. Bell. Mr. Bell is the promoter of the company, with
offices in the Commercial Building, St. Louis, Mo.
Burgettstown Florence & Paris Street Railway. — This com-
pany has applied for a charter to build an electric line on Wash-
ington street in Burgettstown and from there to Florence, Paris
and other points in Pennsylvania, with possibly an extension later
to Steubenville, O. Incorporators: Charles W. Dahlinger, John
W. Thomas, Robert L. James, A. H. Mercer and I. W. Bigham.
California Rapid Transit Company. — Incorporated in Arizona
with a capital stock of $10,000,000 to build an electric line from
San Francisco through Burlingame, San Mateo, Redwood City, Palo
Alto. San Jose, Monterey to Carmel River, Cal., about 140 miles.
A branch line from a point near San Jose will run through Al-
ameda county by way of Alameda. Oakland and Berkeley to Point
Richmond, ending at Martinez, Contra Costa county, a distance
of 75 miles. There also is contemplated another branch 22 miles
long from Redwood City through Palo Alto to connect with the
line at or near San Jose; also another branch 13 miles long from
a point between Redwood City and Palo Alto to the Bay of San
Francisco, crossing at Dunbarton Point and from thence to Niles.
The total aggregate mileage of the main line and its branches will
be 250 miles. William C. Alberger, president and chief engineer;
William Minto, vice-president; L. E. Lee, secretary; W. H. H.
Hart, treasurer. It is stated that $250,000 of the stock has been
subscribed by the following: W. J. Morgan, H. C. Cutting, W. H.
H. Hart, A. H. Butler. M. D. Eddy. H. P. Bowie, C. W. Clark,
L. E. Lee. William C. Alberger, William Minto and the Cali-
fornia Tunnel Company.
Canyon City & Royal Gorge Electric Railway. — Incorporated in
Colorado to build and operate an electric railway in Canyon City,
South Canyon, East Canyon, Lincoln and Orchard parks, Park
Center and to other points in Fremont county. The company is
authorized to do a general passenger and freight business; also
to erect buildings and place machinery for an electric plant to
furnish light and power for commercial purposes. Capital stock,
$1,250,000. The principal office will be in Canyon City. Incor-
porators: Ex-Governor James H. Peabody, D. E. Gibson. W. H.
Peabody, E. M. Smith of Canyon City; W. W. Umbenhauer and
Thomas J. Budd of Philadelphia; Col. Willis Wood and William
Huttig, Kansas City.
Davenport & Burlington Interurban Railway. — Incorporated In
Iowa to build an interurban line from Burlington to Davenport,
backed, it is stated, by eastern interests. Capital stock, $250,000.
C. G. Hipwell. president; Thomas Dougherty, vice-president; and
A. E. Carroll, secretary and treasurer. The C. G. Hipwell Con-
struction Company, with the same officers and directors as the
interurban company, also has been incorporated with a capital
stock of $250,000.
Electric Securities Company. — Incorporated in Ohio with a cap-
ital stock of $50,000 to finance the proposed Cleveland Alliance &
Mahoning Valley Railway, which proposes to build a line from
Cleveland to Ravenna and Alliance, O., with a branch to Warren.
Officers have been elected as follows: Henry Boemke, president;
J. W. Holcomb, vice-president; John Morley, secretary; F. H.
Townsend, treasurer. Henry Everett, C. R. Morley and David
Morrison compose the board of directors. It is stated that work
will be pushed as rapidly as possible.
Henderson Traction Company. — Incorporated in Kentucky with
$150,000 capital stock. Incorporators: Walter Schmidt. Cincin-
nati; James W. Garrison and Samuel McDonald. Louisville; C. C.
Tennis. Pittsburg, Pa.; A. O. Brown & Co., New York, and J. H.
Lyne. Henderson, Ky.
Kennett & Coatesvllle Railway. — Incorporated in Pennsylva-
nia to build an electric line from Kennett Square to Coatesvllle.
Pa., 12 miles. Capital, $120,000. J. Walter Taylor. Kennett
Square, is president.
Mineral Wells & Lakewood Park Street Railway. — Incorporated
in Texas to build an electric line in Mineral Wells. Tex. Capital
stock. $25,000.
Paducah Southern Electric Railroad. — Incorporated in Ken-
tucky to build an electric railway from Paducah to Hickman. Ky.,
by way of Mayfield and Fulton, Ky., and Union City, Tenn. W. A.
Martin, president, and H. H. Loving, secretary, Paducah. Ky.
E. W. Whittemore, Paducah; George Rush, Brockport. 111., and
D. R. Archer, Chicago, with the officers of the company, compose
the board of directors.
Oklahoma City El Reno & Southwestern Interurban Railway. —
Application for a charter to build an electric line in El Reno
and to Oklahoma City, Medford, Chickasha. Hobard and Lawton
has been filed by this company.
San Francisco Alameda & Eastern Railway. — Incorporated in
California to build an electric line in Alameda, Cal., franchise for
which was obtained about a year ago, to be operated in connec-
tion with a ferry service In San Francisco. The terminal will be
the western end of a mole that will extend from the western
shore of Alameda south of the Alameda mole of the Southern
Pacific. It will cross the marshes intersecting Webster street
near the old power house of the Oakland Traction Consolidated
and in Alameda will follow Clement avenue to the eastern limits
of the city; there also will be a branch line running south on
Broadway. The total mileage of the proposed line Is 11 miles.
Capital stock. $2,000,000, of which $11,000 has been subscribed. In-
corporators, F. M. Greenwood. A. D. Schindler. A. H. McHuron,
W. H. Spaulding and L. Q. Haven. A. D. Schindler is general
manager of the Northern Electric Company. Chico, Cal.
Sparta-Melrose Electric Railway & Power Company. — Incor-
porated in Wisconsin to build an electric railway from Sparta to
Melrose, Jackson county, 20 miles. Capital stock, $300,000. Incor-
porators: G. L. Cromwell and T. T. Hendered, Milwaukee; How-
ard Teasdale. Sparta, Wis.
Sunbury & Trevorton Electric Railway. — Incorporated in Penn-
sylvania to build a line from Sunbury to Plum Creek, 2% miles.
Capital stock. $15,000. Monroe H. Kulp. Shamokin, Pa., president.
Vallejo & Northern Railway. — Incorporated in California to
build a line from Sacramento to Vallejo, Cal., 105 miles. Capital
stock. $2,500,000. Incorporators: Melville Dozier, Jr., George S.
Lakie, C. Francis Kinsey, and John C. Veitch of Oakland, and T. C.
Gregory of Suisun.
Wabee & Wawasee Railway. — Incorporated in Indiana to build
a 12-mile electric line from Syracuse to Wabee Lake. Kosciusko
county, to Milford; also from Syracuse to Lingle Lake, for passen-
ger and freight service. Directors. A. St. Newberry, W. D. Frazer,
C. I. Reilley and J. P. Dolan. It Is stated that parties connected
with the Sandusky Portland Cement Company of Syracuse, are
back of the project.
West Point (Va.) Traction Company. — Incorporated to operate
an electric line for freight and passenger service. Incorporators:
J. W. Marshall, president; G. E. Guvernator, vice-president; J. W.
Owens, secretary and general manager. A. Julian Bagby and
W. C. Dunham also are interested.
York, Pa. — The Red Lion & Airville Traction Company has
been granted permission by the council of Red Lion Borough to
build its line over certain streets. The proposed line will con-
nect York and Delta, Pa., 25 miles, by way of Airville. and serve
March 2, 1907.
ELECTRIC RAILWAY REVIEW
305
other towns along the route. A. K. Frey, Samuel Fulton, Hugh
Ross and others are interested.
TRACK AND ROADWAY.
Asheville Rapid Transit Company. — It is reported that this com-
pany has let a contract to the Railways Construction & Securi-
ties Company, 141 Broadway, New York, to build its proposed line
from Asheville to Overlook Park, N. C, eight miles. J. K. Vosbell
of Baltimore, Md.. is president, and Charles E. Van Bibber, 80
Wall street. New York, is chief engineer.
Atlantic Shore Line Railway. — This company Is now building
a line 15.5 miles long from York Beach, Me., to Kennebunkport,
Me., to connect the eastern and western divisions. The western
division, the old Portsmouth Dover & York Street Railway, which
was acquired early in 1906, connects Dover and Portsmouth. N. H.,
with South Berwick, Elliot, Kittery and York Beach, Me.. 41 miles.
The eastern division, the original Atlantic Shore Line Railway,
connects Springvale, Sanford, West Kennebunk and Kennebunk-
port with Biddeford, Me., 37.5 miles. The new line now under con-
struction, besides connecting the two divisions of the system,
will complete the connection between Portland, Me., and Boston,
Mass., by electric railway. W. G. Meloon of Portsmouth, N. H.,
is general manager.
Augusta Winthrop & Gardiner Street Railway. — This company
has been recently acquired by a syndicate headed by John R.
Graham of Bangor, Me., and it is stated that the new owners
contemplate building an extension to Waterville and to a connec-
tion with the Lewiston Brunswick & Bath Street Railway at Sa-
battus.
Bay Counties Electric Railroad. — This company is making
surveys and securing right of way for a line from Belvidere, near
San Francisco, to Lakeport, Cal., via Greenbrae, San Rafael and
Novate
Beloit Traction Company. — O. S. Baylies, secretary and treas-
urer, 79 Dearborn street, Chicago, writes that contracts have
been let for the materials and equipment for six miles of city line
in Beloit. Wis. The company will do the construction work. Power
will be furnished by the Rockford Beloit & Janesville Railroad,
with which the new company is associated, and whose tracks will
be used for about one mile. The Rock river will be crossed on a
city bridge. No. 00 trolley wire will be used. The rails will be
45 and 60 -pound T-rail fastened with Weber joints. Joel B. Dow,
president: Charles A. Gault, vice-president; both of Beloit, Wis.
Benton Harbor-St. Joseph Railway & Light Company. — It Is
announced that this company will build an electric railway from
the Graham & Morton docks in St. Joseph, Mich., to Paw Paw
Lake.
Brooklyn Rapid Transit Company. — Supreme Court Justice
Marean, in Brooklyn, has issued a mandamus directing Bird S.
Coler, borough president, to permit the Brooklyn Rapid Transit
Company to build tracks on Nostrand avenue from Flatbush ave-
nue to Avenue U, and also directing the company to proceed to
build the line. Mr. Coler held up the application for several
months, on the ground that the franchise granted by the old
town of Flatbush was invalid.
Butte Electric Railway. — It is reported that rails have been or-
dered for four miles of double tracking on the Butte, Mont., city
lines, on South Main, Walkerville and Silver Bow streets.
Calgary, Alta. — It is reported that the city council has decided
to build a municipal street railway, 12 miles long. W. F. Thorold,
city engineer.
Carmichaels, Pa. — John C. Gwynne of Carmichaels is pro-
moting an electric railway from Rice Landing to Carmichaels,
Pa., and thence to a connection with the West Penn Railways at
Masontown, 11 miles.
Chicago Lake Shore & South Bend Railway. — J. B. Hanna,
president. South Bend, Ind., writes that 15 miles of track has been
laid, from South Bend to New Carlisle, Ind., and that tracklaying
is proceeding at the rate of % mile per day. All of the grading
contracts have been let and about 20 miles of rail is on hand, to
be laid as fast as grading is completed. All of the steel has been
contracted for and will be delivered in Instalments until May.
A 66-foot right of way has been purchased for the entire distance.
There is one tangent of 14 miles and there are none but high-
speed curves on the whole line except in cities. The overhead
construction is of the single catenary type, the poles being long-
leaf southern pine, creosoted and set in concrete 6% feet. Seventy-
pound rails are being used. The road extends from a connection
with the Illinois Central Railroad at Kensington. HI., where a ter-
minal site has been purchased to South Bend, 78 miles. J. W. S.
Relgle, South Bend, chief engineer.
Coatesville & Kennett Railway. — George H. Dodge, secretary
and treasurer Kennett Square, Pa., has announced that financial
arrangements have been made for building the line from Coates-
ville to Kennett Square, Pa., and that engineers will begin in a
few days to make the preliminary surveys. The road will be
built entirely on a private right of way.
Dallas Interurban Electric Railway. — Charles N. Wilson, presi-
dent of the American Engineering Company of Indianapolis, ha-s
closed a contract with this company, incorporated about two weeks
ago. for the construction of about 73 miles of electric railway. In-
cluding about 30 miles of city lines in Dallas, Tex., and a line
from Dallas to Greenville and Sherman. Mr. Wilson states that
work is to begin next week. D. D. Waggoner of Dallas, president.
Denver & Rio Grande Railroad. — It is reported that the Cen-
tral Colorado Power Company of Denver. Colo., is furnishing esti-
mates and specifications for the electrification of the line between
Denver and Colorado Springs.
Dunkirk, N. Y. — It is reported that A. N. Broadhead, presi-
dent of the Chautauqua Traction Company, is interested in a
project to build an electric railway from Jamestown to Dunkirk,
N. Y., via Gerry, Slnclairville, Moons, Cassadaga, Lily, Dale,
Stockton and Fredonla, about 25 miles.
Elizabethtown, Ky. — A corps of engineers has begun the sur-
vey of a line from Elizabethtown to West Point, Ky., 22 miles.
Ft. Wayne & Springfield Interurban Railway — It is reported
that this company, which recently opened its line from Ft. Wayne
to Decatur, Ind., is now considering the extension of its line south
through Chattanooga to Celina.
Garvin, I. T. — The Choctaw Veneering Company has graded 4
miles of electric railway from Garvin south toward the Red river
and will begin tracklaying in about two weeks.
Hattlesburg (Miss.) Traction Company. — Bids will be received
until March 6 for furnishing material and for the construction of
an electric railway in Hattiesburg, Miss. E. J. O'Bierne of At-
lanta, Ga., engineer.
Hutchinson Interurban Railway. — The directors have decided
to extend the doubletracking of the system in Hutchinson. Kan.,
from the Santa Fe railroad tracks at Third avenue to the Fair
Grounds.
Illinois Traction Company. — It is reported that surveys are
being made between Seneca and Yorkville, 111. This is one of the
alternative routes included in the plans of the Illinois Traction
Company for the line from Mackinaw to connect with either the
Aurora Elgin & Chicago Railway or the Chicago & Joliet Electric
Railway for Chicago, as announced in the last week's issue of
the Electric Railway Review. Congress has granted a permit to
the St. Louis Electric Bridge Company, a subsidiary company, to
construct a bridge over the Mississippi river between Venice, 111.,
and Salisbury street, St. Louis. Mo. The line from Champaign to
Decatur is now in operation from Champaign to Monticello.
Indianapolis & Cincinnati Traction Company. — It is stated
that financial arrangements have been made for extending this
line, which now connects Indianapolis and Connersville, Ind., to
Hamilton, O., by a double-track line, connecting at Hamilton with
one of the existing lines to Cincinnati. A private right of way
has been secured from Connersville to the Ohio state line at
College Corner, 17 miles west of Hamilton. Charles L. Henry of
Indianapolis, president
Jackson Electric Railway Light & Power Company. — This com-
pany has decided to build an extension 1 mile long on Jefferson
street, Jackson, Miss., as soon as the rails can be obtained. An-
other extension on Gallatin street is also contemplated.
Johnstown Ebensburg & Northern Railroad. — It is reported that
a contract has been let to the Pierce-Barnes Company of Bos-
ton, Mass., for building this line from Johnstown to Gallitzin, Pa.
Kansas City Springfield & Southern Railway.— C. C. McFann,
general manager, has announced that all the right of way has
been secured between Springfield and Ash Grove, Mo., for the line
which is to be built from Springfield to Nevada.
Keokuk, la. — A company has been organized at Keokuk with
J. E. Peterson of New London, la., president, to make surveys
and do the preliminary work toward securing an interurban rail-
way connecting Keokuk with various points in southeastern Iowa.
Lafayette & Chicago Railway, Rensselaer, Ind. — The Lafayette
& Chicago Railway, incorporated last July to build an electric
railway from Lafayette to Hammond, Ind., 114 miles, has applied
for a franchise. It is stated that Chicago capitalists have agreed
to finance the road when the right of way is secured.
Lake View Traction Company. — It is reported that work will
begin soon on the proposed line from Memphis, Tenn.. to Clarks-
dale. Miss., about 100 miles. R. F. Tate, of Memphis, is presi-
dent.
Louisville & Southern Indiana Traction Company. — Surveys are
being made for an extension to French Lick and West Baden. Ind.,
via Mooresville and Greenville, and thence paralleling the New
Albany & Paoli turnpike to Paoll, passing through Palmyra, Fred-
ericksburg, Hardinsburg and Chambersburg.
Mankato Electric Traction Company. — W. L. Hixon and H. E.
Hand are promoting an electric railway in Mankato and North
Mankato, Minn., 10 miles to be built at first. It is stated that
C. W. Jackson of New York has agreed to finance the project,
taking $100,000 of stock and underwriting $175,000 first-mortgage
5 per cent gold bonds. The company is to be chartered in New
Jersey under the above name.
Metropolitan Street Railway. — Plans for the viaduct and tun-
nel which this company proposes to build in Kansas City along
Twelfth street, from Mulberry to Broadway, have been submitted
to the board of public works.
Minneapolis Rochester & Dubuque Traction Company. — This
company, which proposes to build from St. Paul. Minn., to Du-
buque, la., has filed in the various towns a map of the proposed
route as determined by the final surveys, Including the following
towns and cities: St. Paul, Minneapolis, Wayzata, Chaska. Bha-
kopee. Faribault. Owatonna, Hayfield, Rochester, Spring Valley.
Minn.; Cresco. la.; Decorah, Frankville, Postville, Colesburg,
Marshfield and Dubuque. It is stated that the right of way has
306
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 9.
been secured from Dubuque to Owatonna. William P. Mason of
Minneapolis, secretary.
Missouri & Kansas Interurban Railway. — This company, which
now has a line between Kansas City and Olathe, Kan., operated
with Strang gasoline-electric motor cars, is making surveys for
a branch line from Lenexa through Merriam and Shawnee to
Rosedalc. Fred O'Flaherty. chief engineer, Lenexa. Kan.
Napa Valley Electric Railroad. — Twelve miles of the 16-mlle
extension from Napa to St. Helena, Cal., has been graded and
tracklaying will begin as soon as the steel has been delivered.
L. J. Perry. Napa, general manager.
Oregon Electric Railway. — Grading and trestle work has been
started in South Portland for the line from Portland to Salem,
Ore. Property has been purchased in South Portland for ter-
minal purposes and right of way. The steel structure of the bridge
over the Willamette river at Wilsonville, which was built by the
Pennsylvania Steel Company, is expected in a few days. W. S.
Barstow & Co. of Portland, the engineers in charge, have about
250 men at work, with three pile-drivers, a steam locomotive and
a steam shovel, and rapid progress is being made on the grading
and trestle work. Ties and timbers have been delivered.
Owosso. Mich — E. M. Hopkins of Detroit, Mich., announces
that a contract has been let to the Van Rensselaer Construction
Company of New York for the construction of the Grand Rapids
Belding & Greenville Railway, the Grand Rapids & Ionia Railway,
the Ionia & Owosso Railway and the Owosso & Pontiac Railway.
Construction is to begin at once. Mr. Hopkins is president of all
four companies.
Paducah Southern Electric Railroad.— H. H. Loving. Paducah,
Ky., writes that this company, recently incorporated, will build
an electric line from Paducah to Hickman. Ky., 75 miles, via
Mayfield, Fulton. Ky.. and Union City. Tenn. Contracts are to be
let as soon as the preliminary work is completed. Office. 100-102
Fraternity building. Paducah.
Pittsburg McKeesport & Greensburg Railway. — The directors
have authorized the construction of 6 miles of overhead work.
The line between Gross Siding and Oxford Park will be double
tracked. It was also decided to proceed at once with the con-
struction of the Manor cut-off, which will reduce the distance be-
tween Manor and Irwin 1 mile. Work will also soon commence
on the Mt. Pleasant and Scottdale extensions.
Portland & Mt. Hood Railway. — Agents of this company are
now engaged in purchasing property in and near Portland, Ore.,
as right of way for the proposed line to Mt. Hood.
Redlands & Yucaipe Electric Railroad. — C. S. Chesnut. Red-
lands, Cal.. writes that this company, recently incorporated, will
begin grading about April for its proposed line from Redlands
to Oak Glenn, Cal.. 20 miles. O. D. Collins of Redlands, chief
engineer.
Roanoke Railway & Electric Company. — This company Is now
completing the double-tracking of several of its lines in Roanoke,
Va.. work which was started last year. Later in the spring It is
expected to lay heavier rails on several of its lines. The new
track is to be laid on a concrete roadbed.
Rock Island Southern Railroad. — It is reported that prepara-
tions are being made for surveys from Monmouth to Macomb,
Rushville and Beardstown, 111. The surveying party has just com-
pleted surveys between Monmouth and Rock Island. F. H. Lanch-
shire, chief engineer, Davenport, la.
Rcodhouse-Virden Railway. — C. W. Payne, secretary. Rood-
house. Ill . writes that right of way is now being obtained for
en electric railway from Roodhouse to Virden. 111.. 32 miles, via
Felter. Scottville and Modesto. E. M. Husted of Roodhouse is
president.
Rosedale, Kan. — K. W. Stewart and the Commercial Club of
Rosedale are raising funds for the construction of an electric
railway from Rosedale to Shawnee, Kan.
St. Joseph Valley Traction Company. — M. L. Swinehart. chief
engineer. Lagrange, Ind., is' securing right of way for the pro-
posed line from Elkhart to Middlebury. Ind.,
St. Louis, III. — It is reported that an English syndicate has
engaged a local engineering firm to make a preliminary survey
and estimates for the construction of a subway system.
Sacramento Gas & Electric Company. — The Hawk Hawley &
Carly Company of Sacramento, Cal., has the contract for the im-
mediate construction of an extension from Highland Park to Curtis
Oaks, the new subdivision, through Curtis Oaks to Oak Grove.
and thence to the entrance of Oak Park, Sacramento.
Seattle Electric Company. — This company is now at work on
an extension of its Westlake boulevard line from Eighth avenue
to the intersection of Pike street and Fourth avenue.
South Carolina Public Service Corporation. — Surveys are now
being made for an electric line from Orangeburg to Aiken, via
Springfield, N. C.
Spokane & Inland Empire Railroad. — Surveyors have begun work
on the double-track subway to connect the passenger and freight
terminals in Spokane. Wash. After the preliminary surveys
have been made President Jay P. Graves. Consulting Engineer
William F. Zimmerman and Chief Engineer Lupfer will visit New
York. Philadelphia and Boston for the purpose of studying the sub-
ways in those cities.
Topeka & Southwestern Railway. — The Lamprecht Construc-
tion Company of Topek:i has the contract for building this line
from Topeka, Kan., to Council Grove, la., and it is stated will
sublet contracts in a few days. W. L. Taylor of Topeka, presi-
dent.
United Cities Traction Company. — This company is building
an electric belt line for both freight and passenger service from
Ft. Smith. Ark., to Ft. Smith, Okla., 4^ miles, principally for
the purpose of transferring freight from a manufacturing site
at Ft. Smith. Okla.. to the Missouri Pacific St. Louis & San
Francisco. Kansas City Southern. Ft. Smith & Western and
Midland Valley railroads, which center at Ft. Smith. One mile
out of Ft. Smith, Ark., has been graded and right of way is now
being secured. The overhead construction is of the span type.
Eighty-pound steel will be used for the first lhis miles and
60-pound for the remainder. The ties are 6 by S inches by 8 feet
space 2 feet center to center. Maximum grade, 3 per cent.
Ira L. Reeves of Muskogee. I. T., is president and chief engineer.
United Railways. — It is stated that preparations are being
made for beginning construction on the Front street line in Port-
land, Ore. The construction crews are being assembled and Chief
Engineer Wickersham is distributing materials. It was expected
to begin work last week, but the expected steel rails did not
arrive. C. E. Loss, of Portland, president.
Utica Southern Railroad. — An official report from E. H. Risley,
secretary, Utica, N. Y., states that contracts will be let probably
in April for the construction of a line connecting Clinton. Hamil-
ton. Norwich and Waterville. N. Y.. 26 miles. Frank H. Baxter
of Utica, chief engineer.
Wawasee Ligonier Topeka & Lagrange Railway J. N. Bab-
cock of Tokeka, Ind.. has been elected president of this company,
recently incorporated to build from Lagrange to Wawasee. Ind.
Preliminary surveys are being made and it is the intention to be-
gin building operations early in the spring.
Western Massachusetts Street Railway, — Surveys are being
made for an extension from Huntington to Lee, Mass. H. C. Page,
general manager, Springfield.
Willamette Valley Traction Company. — It is announced that
this company will begin the construction of the proposed street
railway system of Eugene. Ore., early this month and that 100'
men are to be put to work. The company's engineers have com-
pleted the work of making the preliminary survey of the line from
Eugene to Springfield. A. Welch of Portland is general manager.
Yazoo City, Miss. — The Sanders-Johnson Company has made
a proposition to the city council to build a street railway, taking
bonds in payment; line to be 3.1 miles long; contract price. $53.-
776. Plans and specifications are to be reported on by an engi-
neer employed by the city.
POWER HOUSES AND SUBSTATIONS.
Alabama City Gadsden & Attalla Railway. — This company has
announced that E. B. Fitts & Co.. Atlanta. Ga.. have been awarded
the contract for erecting a $10,000 pumping station, and a 2.600-
foot pipe line from the pumps to the company's power house at
Gadsden.
Cedar Rapids & Iowa City Railway & Light Company. — This
company is reported to be contemplating increasing the capa-
city of its power house by the addition of prime movers and gen-
erators having a capacity of 1.500 kw. This will, of course, also
involve a considerable increase in the boiler-room capacity. The •
changes and additions, it is estimated, will cost approximately
$100,000. William G. Dows, Cedar Rapids, is the general man-
ager.
Chicago Lake Shore & South Bend Railway. — President J. B.
Hanna, South Bend. Ind., writes that a site has been purchased
for the power house at Michigan City. Ind., 2% acres of ground
en the river front. A contract was let last week to the Westing-
house Electric & Manufacturing Company for the power house
machinery, substations and car equipments. The generators will
be three 1,500-kw. turbine units. The car equipments will be four
125-hp. single-phase motors each.
Freeport Railway Light & Power Company. — It has been an-
nounced that this company will construct a power plant at Brown's
Mill, Freeport, 111., at a cost of $35,000. The new station will fur-
nish power for the railway and also for local lighting. A. J.
Goddard is the president and general manager.
Haverhill & Amesbury Street Railway. — This company is plan-
ning to erect a substation on Ring's Island. Mass. Permission has
been applied for to erect poles and string wires through Salisbury
for the transmission wires. L. E. Lynde of Merrimac. superinten-
dent.
Illinois Traction Company. — It is reported that work will begin
at once on the erection of an addition to the power house at
Danville, 111., to provide for the installation of a 2,000-kilowatt
generator, direct connected to a pair of 36 by 60-inch twin engines.
Pacific Traction Company. — It is reported that this company
has purchased a site and is making the preliminary arrangements
for a power plant of large capacity to furnish power for the
proposed system of electr;c railways in Tacoma, Wash., and the
line to American Lake, although the location has not been an-
nounced. B. J. Weeks, general manager, Tacoma.
Stockton (Cal.) Electric Railway. — This company is installing
in the power house of the Stockton Gas & Electric Company,
which furnishes power to the railway, a 600-hp. auxiliary generat-
ing plant.
March 2. 1907.
ELECTRIC RAILWAY REVIEW
307
Personal Mention
Financial News
Mr. H. J. Clark of Ft. Dodge, la., has been appointed general
superintendent of the Citizens' Railway & Light Company.' Mus-
catine, la., succeeding Mr. Frederick D. Polvin.
Mr. W. C. Smith of Pittsburg, Pa., has been appointed gen-
eral superintendent of the Mahoning & Shenango Valley Traction
Company. Youngstown. O.. succeeding Mr. T. C. Armstrong,
resigned.
Mr. F. L. Morse has resigned as assistant to President Ban-
croft of the Utah Light & Railway Company, of Salt Lake City.
Utah, effective on March 1. Mr. Morse has held his present posi-
tion for about three months. The reason given for his resigna-
tion is that business interests require his presence in New York.
Mr D. Thomson has been appointed general manager of the
DeKalb-Sycamore Interurban Traction Company, with headquar-
ters at DeKalb, 111. Mr. Thomson has had 21 years' experience
in electric lighting and electric railway work in Canada and the
United States, as superintendent and manager of various com-
panies.-
Mr. A. A. Anderson, general manager of the Indianapolis
Columbus & Southern Traction Company, at Columbus. Ind.. has
been appointed general manager also of the Indianapolis & Lou-
isville Traction Company, which is building a line from Jeffer-
Bonville north to a connection with the Indianapolis Columbus &
Southern at Seymour. Ind.
Mr. J. A. Doane, who was formerly a dispatcher at the
Wheaton, 111., office of the Aurora Elgin & Chicago Railway, has
been appointed chief dispatcher of the Elgin & Belvidere Electric
Company at Marengo, 111. Mr. Doane has been engaged in street
and interurban railway operation in various capacities for the past
15 years and is well qualified for his new position.
Mr. Roscoe R. Anderson, chief clerk of the department of
transportation of the Rhode Island Company. Providence. R I.,
and for the past 14 years identified with this company in various
capacities, has been chosen superintendent of transportation, to
succeed Mr. Samuel Riddle, resigned to become general manager
of the Chicago South Bend & Northern Indiana Traction Company.
Mr. Richard Wende has been appointed master mechanic of
the Elgin & Belvidere Electric company and has assumed full
charge of the company's shops and rolling stock at Marengo. 111.
Mr. "Wende has for the past six years been associated with th%
Aurora Elgin & Chicago Railway Company at Wheaton. 111.,
during which time he has been successively foreman in charge
of the high-tension lines and of the third rail and night foreman
at the Wheaton car repair shops.
Mr. Samuel Riddle, for the past two years superintendent of
transportation of the Rhode Island Company, Providence, R. I., has
resigned to become general manager of the Chicago South Bend
& Northern Indiana Traction Company, with headquarters at
South Bend. Ind., effective on March 1. This is the new company
recently organized by the Murdock interests of Indiana, to take
over the Northern Indiana Railway. Mr. Riddle was born about
30 years tgo in Glenriddle, Pa., and graduated from Swarthmore
College in 1897 with the degree of bachelor of science. After leav-
ing college he was associated for some time with Dr. W. A.
Drysdale, consulting mechanical and electrical engineer of Phila-
delphia, and later served in various capacities with companies en-
gaged in the installation of electric lighting and power plants.
In 1905 he assumed the duties of superintendent of transportation
with the Rhode Island Company, succeeding Mr. Albert E. Pot-
ter, which position he has held until his present appointment. Mr.
Roscoe R. Anderson is his successor.
Obituary.
Thomas Robinson, president and general manager ol
Florence Electric Street Railway, died at his home in Florence,
Colo., on February 7.
Ensign James B. Cahoon. U. S. N., vice-president and chief
engineer of the Eldenbel Construction Company. New York died
at New Rochelle, X, Y., on February 16, 1907. lie was born at
Lyden. Yt.. in the year 1856. lie entered the naval academy at
Annapolis. Md., and after graduating in 1879 entered active s.
as an ensign, being stationed at Newport, where he performed
special service in the electrical department. Because of an injury
ved to one of his eyes while in this department, he was re-
tired from the naval service and entered the employ of the
Thomson-Houston Company, of Lynn, Mass. Upon the consolida-
tion of this company with the General Electric Company, of Sche-
nectady, he went with the latter company as head of the expert
department. In 1894 he took the position of manager with the
Elmlra Railway & Electric Light Company, of Elmira. N. Y. In
1899 he was made manager of the Underground Electric Light
Company at Syracuse. N. Y.. where he remained two years. In
the year 1901 he came to New York and associated himself with
the banking house of Emerson McMlllin & Co., as consulting
engineer. Later he went with Farson, Leach & Co., New York,
In the same capacity. After leaving this firm he went Into busi-
ness for himself, and opened an office as consulting > nglneer.
Later he became associated with the Eldenbel Construction Com-
pany and In 1906 was elected to the office of vice-president and
chief engineer of this r-ompany. Mr. Cahoon was ex-presldent of
inal Electric Light Asso I itlor
Alton Jacksonville & Peoria Railway. Jerseyville, III.— Stock-
holders of this company, on February 24, authorized an issue of
$800,000 bonds, and an increase in the capital stock from 5300,000
to $800,000, The road will extend from Alton to Jerseyville. Car-
rollton, Whitehall. Roodhouse, Jacksonville and Peoria, and is now
under construction from Alton to Godfrey. Part of the new
capital will be used to complete the line to Jerseyville.
Chicago & Milwaukee Electric. — Earnings for January. 1907.
compare with January, 1906. as follows:
January. January.
1907. 1906."
Gross earnings $62,631.55 $43,443.33
Operating expenses 33,491.94 22.693.57
Net earnings $29,139.61 $20,749.76
The Chicago & Milwaukee Electric Railroad Company has
sold to the Western Trust & Savings Bank of Chicago $2,000.-
000 convertible notes, dated March 1, maturing in two years, and
bearing 6 per cent interest. The notes are secured by a deposit
of $2,500,000 Chicago & Milwaukee Electric Railroad Company.
Wisconsin division, first mortgage 5 per cent bonds of 1925. On
or before September 1. 1908, the holder of each 51.000 note has
the option of exchanging it at par and interest for a $1,000 Chi-
cago & Milwaukee Electric. Wisconsin division, first mortgage 5
per cent bond at 9S and interest, the company paying the differ-
ence in cash. The proceeds of these notes will be used for the
completion of the road into Milwaukee, and to pay for the Mil-
waukee terminal and for additional equipment.
Chicago Subway Company. — Arrangements have been made to
establish six general freight houses where the freight of small
shippers will be received and distributed for the various railway
companies. While the Illinois Tunnel Company, the operating com-
pany of the subway, will have direct connections with the largest
shippers, these general freight houses will accommodate small
shippers. It is estimated by the tunnel management that 2.000
small shippers will take advantage of the new facilities, which will
be ready for use within 90 days. The exact location of the
freight houses has not been fully decided upon, but there will be
two houses on the north side; one on the south side, south of
Fourteenth street and west of State; one near the South Water
street district; one northwest of the center of the city, between
the north branch of the Chicago river and Halsted street, and one
southwest of the center of the city, between the south branch of
the river and Halsted street.
Cincinnati Newport & Covington Light & Traction. — The prop-
erty owned by this company has been leased for 99 years to the Co-
lumbia Gas & Electric Company, which guarantees the interest on
all bonds, 4% per cent dividends on the preferred stock and 3
per cent on the common stock for the first year; and agrees to
increase the common stock dividend % of 1 per cent each year
until 6 per cent is reached, when the dividend is to be continued
on a 6 per cent basis. The Columbia company, as a guaranty, will
deposit $1,250,000 cash in Cincinnati banks. Stockholders of the
Cincinnati Newport & Covington have the right to subscribe for
an amount equal to 50 per cent of their holdings of either preferred
or common stock in the new Columbia 5 per cent bonds, which will
carry 100 per cent of common stock as a bonus. The Columbia
company was incorporated in September. 1906, as the Columbia
Corporation, with $11,000,000 capital stock. The name has since
been changed, the authorized stock has been increased to $50,000,-
"00 and 525,000,000 bonds have been authorized. The Columbia Gas
& Electric has leased the Cincinnati Gas & Electric, and has ac-
quired most of the stock of the Cleveland Gas Light & Coke Com-
pany and the People's Gas Light Company of Cleveland.
Cleveland & Southwestern Traction Company. — Earnings for
January are reported as follows
1906. 1907.
Gross $46,567.14 $49,558.10
Operating 27.549.65 29.604.34
Net $19,017.59 519.953.76
Interurban Railway & Terminal. Cincinnati. — A reorganiza-
tion of the finances is proposed whereby the outstanding five per
cent bonds will be surrendered for preferred stock. The capital-
ization of the company, when the plan is completed, will be as
follows; Bonds. $1,650,000; preferred stock, $1,000,000; common
stock. $2,500,000. The company owns the terminal station on
Sycamore street, Cincinnati, and operates electric roads to New
Richmond. Lebanon and Bethel. The Lebanon line is to be ex-
tended to South Morrow. O.
Milwaukee Electric Railway & Light. — An additional $1,000,000
of the refunding and extension mortgage 4% per cent bonds has
been sold. They are offered by N. W. Harris & Co. and Spencer
i 'o. at 95% and Interest
Missouri Water Light & Traction Company, Nevada, Mo.—
M I Murray, of St. Louis, was appointed receiver of this company
ny 20, on application of the Missouri Lincoln Trust Com
>! St Louis, trustee for the bondholders.
Louisville (Ky.) Railway.— Gross earnings for the year 100*:
amounted to $2,523,343, as compared with $2,298,619 in 1905
f $224,724, or 9.7 per cent. Operating expenses and
$1,663,814, as compared with $1,422,953. an Ir;
\-.-i earnings were $960,029, a gain of $84,363 ;.. r income
308
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 9.
amounted to $69,653. making a total Income from all sources of
$1,039,682. an Increase of $96,815. After charges and dividend dis-
bursements, the surplus was $82,705, an increase of $3,044. From
the surplus there was charged off for depreciation $70,000. an In-
crease of $5,000 from the previous year, leaving a final surplus for
the year of $12,705. The figures compare as follows:
1906. 1905. 1904.
Gross passenger earnings $2,523,343 $2,29S,619 $2,048,264
Expenses and taxes 1.563.314 1.422,953 1.307.165
Net earnings $ 960.029 $ 875,666 $ 741.099
Other income 69.653 57,201 •
Manufactures and Supplies
Total $1,029,682 $ 932.867 $ 741,099
Charges 350,271 351,500 257,710
Balance $ 679.411 $ 581.367 $ 383,389
Dividends 596.706 501,706 375,750
Surplus %
Charged off for depreciation, etc
82.705
70.000
79.661
65,000
7,639
Surplus for year $ 12,705 $ 14,661 $ 7,639
Operating expenses and taxes — per
cent of gross passenger earnings 61.9 61.9 t63.8
•Included in gross earnings.
tBased on gross income from all sources.
The balance sheet as of December 31. 1906, is as follows:
ASSETS.
Securities owned (Including interurban lines) $1,264,605
Bills and accounts receivable 118.572
Material, supplies, live stock, etc. 193,922
Cash ..... . . 310.426
Real estate and buildings 958.249
Machinery and car equipment 1,940,739
Permanent way, franchise, etc 10,83S.8o<
Total $15,625,370
LIABILITIES.
Capital stock paid in $7,456,500
Bonded debt outstanding 6.999.300
Funds for taxes and insurance 114.530
Interest and dividends accrued 325,829
Payrolls and accounts payable 80.450
Profit and loss account 648,761
Total $15,625,370
Moline (III.) East Moline & Watertown Railway.— An increase
in the capital stock from $125,000 to $200,000 has been authorized.
Montreal Street Railway. — Gross earnings from all sources for
the four months ended January 31 were $1,063,992.44, an increase
of $126,392.95, or 13.2 per cent, from the corresponding period of the
previous fiscal year. Earnings for January and for the four months
to January 31 compare as follows:
January —
1907. 1906. Increase. Per cent.
Total earnings $371,956.42 $238,230.15 $33,726.27 14.16
Operating expenses 189.497.60 158,829.92 30,667.68 19.31
Net earnings $ 82,458.82 $ 79,400.23 $ 3,058.59 3.85
Total charges 40.165.13 37,090.49 3.074.64 8.29
Surplus $ 42,293.69 $ 42,309.74 •$ 16.04 ».04
Expenses per cent of car
earnings 69.68 66.67 3.01
Four months to Jan. 31 —
1907. 1906. Increase. Per cent.
Total earnings $1,063,992.44 $957,599.49 $126,392.95 13.20
Operating expenses 705.920.60 616.133.72 89.786.88 14.57
Net earnings $ 378,071.84 $341,465.77 $ 36,606.07 10.72
Total charges 159.173.36 102.837.85 56,335.51 54.78
Surplus $ 218,898.48 $238,627.92 *$ 19,729.14 »8.27
Expenses, per cent of
car earnings 65.12 64.34 . <S
•Decrease.
Newtown (Pa.) Electric Street Railway. — A bill has been filed
by the Real Estate Title Insurance & Trust Company of Philadel-
phia to set aside the sale of the electric railway.
Oakland (Cal.) Traction Company. — A trust deed has been
given by this company to the Union Trust Company of Oakland,
to secure an issue of $12,000,000 bonds, bearing 5 per cent inter-
est and maturing in 28 years. The bonds will provide money for
improvements, and for refunding indebtedness of subsidiary com-
panies.
Owensboro (Ky.) City Railroad. — An increase in the capital
stock from $50,000 to $150,000 has been authorized.
Southwestern Traction Company, lola, Kan. — A trust deed to
the Knickerbocker Trust Company. New York, to secure an issue
of $4,000,000 bonds, has been filed in lola. The company will build
a line through the southeastern part of Allen county, Kansas.
Syracuse (N. Y.) & South Bay Street Railway. — The property
owned by this company was purchased at receiver's sale on Feb-
ruary 21 at Syracuse for $251,000 by Clifford D. Beebe, represent-
ing a local syndicate. The road was planned to extend 15 miles
from Syracuse to Oneida Lake. The syndicate will complete the
road.
West Penn Railways, Pittsburg. — Additional first mortgage 5
per cent bonds to the amount of $422,000 have been listed on the
Philadelphia stock exchange, making a total amount listed of $4.-
360,000.
ROLLING STOCK.
Long Island Railroad, Long Island City, N. Y.. is figuring on 9
double-truck cars.
Dayton Covington & Plqua Traction Company, Dayton, O., is
figuring on 2 new cars.
Sheboygan Light Power & Railway Comoany, Sheboygan, Wis.,
is asking prices on 9 large cars.
Louisville & Eastern Railroad, Louisville, Ky., is figuring on 4
double-trurk and 6 single-truck cars.
Rockland Thomaston & Camden Street Railway, Rockland, Me.,
Is reported to have ordered 2 passenger cars.
Niagara St. Catharines & Toronto Railway, St. Catharines,
Ont., expects to place an order soon for 16 cars.
Greensboro Electric Company, Greensboro, N. C. is asking
prices on 9 cars, 3 of which will be 40 feet in length.
Norfolk & Southern Railroad, Norfolk, Va.. has placed an
order with the J. G. Brill Company for 5 double-truck cars.
Roanoke Railway & Electric Company, Roanoke, Va., has
ordered 4 double-truck cars from the J. G. Brill Company.
Kansas City St. Joseph & Excelsior Springs Railway, Kansas
City, Mo., will purchase new rolling stock later in the year.
Inter-Urban Railway & Power Company, Hot Springs, Ark.,
expects to purchase 8 combination cars during the coming sum-
mer.
Metropolitan West Side Elevated Railway, Chicago, is re-
ported to have placed an order with the Pullman Company for 20
cars.
Interborough Rapid Transit Company, New York, is reported
to have ordered 200 cars for elevated service and 50 steel fire-
proof cars for subway use.
Duiuth Street Railway, Duluth, Minn., has placed an order
for 15 double-truck cars to be built at the shops of the Twin
City Rapid Transit Company.
Clinton Street Railway, Clinton, la., is in the market for two
single truck cars. These will have 22-foot bodies with 5-foot
platforms and St. Louis trucks.
Camden Interstate Railway, Huntington. W. Va., has ordered
5 cars from the G. C. Kuhlman Car Company, 8 cars from the
Niles Car & Manufacturing Company and 1 car from the Jewett
Car Company.
Metropolitan West Side Elevated, Chicago, has placed an order
with the Pullman Company for 20 passenger cars, full details and
description of which will be found in the Electric Railway Review
of February 9. 1907.
Omaha & Council Bluffs Street Railway, Omaha, Neb., has
placed an order with the American Car Company for 30 closed
cars 28 feet in length and 5 closed cars 34 feet in length, all for
delivery August 1, 1907.
Atlantic Shore Line, Kennebunk, Me., has ordered 8 cars from
the J. G. Brill Company, 2 of which will be open cars, 4 semi-
convertible with smoking compartment and 2 semi-convertible
with baggage compartment. They will all be 40 feet in length
and will be used for interurban service.
Illinois Traction System, Champaign, 111., as noted in the
Electric Railway Review of February 23, has placed an order with
the Danville Car Company for 6 electric locomotives, 12 closed
cars 22 feet in length for city service, 30 interurban cars, 55
feet long over all, 20 interurban trailers, 40 feet over all and 20
express cars.
Connecticut Valley Street Railway, Greenfield, Mass., was re-
ported in our issue of February 16 as about to purchase S new
cars. We are advised that the matter of their purchase at this
time has been deferred because of unsatisfactory delivery. The
company has Just contracted for 5 quadruple equipments, West-
inghouse 12-A motors to be used in equipping open cars.
SHOPS AND BUILDINGS.
Illinois Traction Company. — Options have been secured on half
a block of land in the business district of Decatur, 111., on the
south side of Wood street between Water and Main streets, on
which to erect a two or three-story building for a passenger and
express station and for offices.
Lake Shore Electric Railway. — Bacon & Huber of Toledo. O..
are now working on a set of plans for new shops and an office
building to be erected this year, at a point not yet determined.
Portland Railway Light & Power Company. — This company has
purchased the block bounded by First. Second, Pine and Ash
streets, Portland, Ore., for $350,000, on which to erect a five or six-
story passenger terminal and office building. It is planned to
make this the central terminal for all lines entering the city, in-
cluding the proposed Portland-Salem line of the Oregon Electric
Railway. The engineering department is now preparing the plans
and it Is stated that construction will begin at an early date.
March 2, 1907.
ELECTRIC RAILWAY REVIEW
309
Sacramento Gas & Electric Company. — This company is con-
templating the construction of a car house opposite the present
car house in Sacramento, Cal.
Toledo Railway & Light Company. — This company has signed
a lease for the Crystal Theater building on Superior street, To-
ledo, and will immediately remodel the building into an inter-
urban passenger station.
Toledo Urbana & Interurban Railway. — Superintendent Charles
F. Smith, Findlay, O., has been in Toledo conferring with city
officials and officials of the Toledo Railway & Light Company in
regard to the freight house which the company proposes to erect
on South St. Clair street. The particular business which brought
Mr. Smith to Toledo was regarding the turnouts from the St.
Clair street tracks. Plans for the building are now being prepared
and work is to begin at an early date.
Warren Street Railway. — The car barns at Warren, Pa., were
destroyed by fire last week. The loss is estimated at 5125,000.
TRADE NOTES.
Northwestern Electrical Equipment Company, St. Paul, Minn.,
suffered a loss of $15,000 to its plant by fire on February 12.
Midvale Steel Company, Philadelphia, has plans under way
for the erection of a large iron wheel house to be 164 by 256 feet.
Automatic Electric Signal Company, Milwaukee, Wis., has been
incorporated with a capital stock of $25,000 by George L. Baldauf
and others.
Chicago Railway Equipment Company will, on March 15. re-
move its down-town office, in Chicago, from 702 Great Northern
building to 413 Fisher building.
William H. Cushman, M. Am. Soc. C. B., formerly chief engi-
neer of the Juaniata Hydro-Electric Company, of Huntingdon, Pa..
has opened an office at 18 Exchange place. New York city, as a
hydraulic engineer.
Findlay S. Douglas has been appointed manager of the motor
and generator sales department of the New York office of the
Sprague Electric Company. Mr. Douglas has been connected with
the sales department of the company for a number of years.
Westlnghouse Electric & Manufacturing Company, Pittsburg,
has commenced the erection of a new factory building to cost
$500,000. It will be eight stories high, a fireproof structure of
brick and steel construction, with ground dimensions of 400 by 70
feet.
W. W. Hoit, who for a number of years has been general yard-
master of the New York Central & Hudson River Railroad at West
Albany, N. Y., has become connected with the Quincy Manchester
Sargent Company, with headquarters at the New York office, in
the West street building.
Lord Electric Company, Fuller building, New York, has found
it necessary on account of the increased demand for the Thomas
soldered rail bond and the Shaw non-arcing lightning arrester,
to increase its factory facilities, and they are now in better posi-
tion to make prompt deliveries on all orders.
Mudge & Neefus, 20 Broad street. New York, have organized
as railway and electrical engineers and are prepared to give advice
on the design and construction of motors, generators, brakes and
systems of control, and will devote special attention to the instal-
lation of electric conveying machinery for factories and industrial
plants.
J. A. Fay & Egan Company, Cincinnati, at its annual meeting
of stockholders elected the following officers and directors: Presi-
dent, Thomas P. Egan; vice-presidents, D. P. Egan and Fred
Egan; treasurer, A. A. Faber; secretary, William Green; and Grif-
fith Rawson, John E. Bruce, W. H Doane, C. P. Egan and Ru-
dolph Kleybolte.
Aluminum Company of America, Pittsburg, Pa., has just re-
ceived an unusually large order from the Dayton Globe Iron Works
Company, of Dayton, O., which includes 24 turbines to be installed
in its plant at Massena. N. Y. The shipment will aggregate 750
tons or approximately 60 carloads, and will be delivered from July
to October, this year.
Massachusetts Chemical Company, Walpole, Mass., In order to
meet the demands of its rapidly growing business has built a large
addition to its factory and equipped it with the best of modern
rubber machinery. These improvements have doubled the capacity
of the plant and will enable the company to handle business more
promptly than heretofore.
American Bridge Company, New York, has plans under way
for extensive Improvements to its plant at Elmlra, N. Y.. to cost
about $1,000,000. When the additions are completed the plant will
have a capacity capable of turning out from 4,000 to 5.000 tons
per month. Considerable machinery for structural work will prob-
ably be purchased In the near future.
Ambursen Hydraulic Construction Company, of Boston, has
been awarded the contract for the building of a second dam on
the Juniata river at Huntingdon, Pa., for the Juniata Hydro -
Electrlc Company. This will be 30 feet high above foundations
in the rollway, measures 500 feet in length and includes a power
house. This company has also received a contract from the Bar
Harbor & Union River Power Company for the construction of a
r< inforced concrete dam for Its power development on Union river,
at Ellsworth, Me. In addition to the dam, which will be 60 feet
high, a power house, canal, transformer house and other work
will be constructed.
Revolute Machine Company, 523 West Forty-fifth street. New
York, has received an order from the Baldwin Locomotive Works
for an outfit of its Revolute blue-printing machines to replace
those which were destroyed in its recent fire. It is stated that the
drafting department of the Baldwin Locomotive Works will be
equipped exclusively with this type of blue-printing machine here-
after.
Electric Storage Battery Company announces that it has
opened a sales office at Atlanta. Ga. This office is at 1126-27
Candler building, and is placed in charge of Harold H. Seaman,
formerly engineer of the Cleveland sales office of this company.
He will handle all matters pertaining to the territory of Tennes-
see. North and South Carolina, Georgia, Florida, Alabama and
Mississippi.
Cohen-Schwartz Rail & Steel Company, St. Louis, Mo., has
moved its general offices to suite 50S Mechanics' American Bank
building. This move was necessitated by an increasing business
which demanded larger quarters for general offices. The company
is Installing at its Mound street yard an alligator shear which
weighs 60 tons, claimed to be the largest west of the Mississippi
river, if not west of Pittsburg.
Davies Electric Corporation, Tacoma, Wash., has been incor-
porated with an authorized capital stock of $150,000 and has taken
over the business of the Davies Brothers Electric Company. The
officers of the company are: President and engineer, Marcus C.
Davies; vice-president. Dr. Ernest C. Wheeler; treasurer. H. W.
Davies; secretary and business manager, A. W. Lewis. The com-
pany will manufacture electrical fixtures.
Charles I. Earll, Bowling Green building. New York, manu-
facturer of the Earll trolley retriever, reports a record duplicate
order from the United Railways & Electric Company. Baltimore.
Md., for 80 No. 5 retrievers. These machines are to be placed on
the new cars (80) soon to be delivered by the John Stevenson
Company, and this will make over 200 Earll retrievers in use on
the United Railways & Electric Company's lines.
Illinois Bolt, Nut & Forging Company, recently organized, has
elected the following officers: P. H. Joyce, Sr., president; Lloyd
J. Smith, vice-president and M. L. Hunt, secretary and treas-
urer. The following were elected directors of the company: P.
H. Joyce, Sr., Lloyd J. Smith, M. J. McDonough, A. W. Tyler
and George Chilton. Contracts have been let for the buildings
and the largest part of the machinery. The plant will be operated
electrically and is expected to be in operation by April 1.
Russell Car & Snow-Plow Company, Ridgway, Pa., has during
the past two months received several orders for the Russell snow
plows, of which it is the sole owner and manufacturer. The
Northern Pacific placed an order for three snow plows of the
largest type and the Great Northern two, all of which were
shipped promptly and are now in service. The Canadian Northern
purchased two snow plows and these are now being used for the
heavy work along its lines that have been blocked for several
weeks.
Wire & Telephone Company of America, Rome, N. Y.. suffered
a loss by fire to its wire drawing plant on February 23 but the
buildings in which it manufactures magnet wire, rubber covered
goods and telephone products were not damaged in the least.
Arrangements have been made with other wire mills for the draw-
ing of its wire and no delay in the delivery of its products • will
be felt. A new wire drawing plant with a greatly increased
capacity has been contracted for and will be pushed to the earli-
est possible completion.
ADVERTISING LITERATURE.
Hanna Engineering Works, 820 Elston Avenue, Chicago.—
Hanna riveters of various types for use by bridge shops, boiler
shops, tank works, locomotive works and for other railway and
manufacturing purposes are illustrated and described in a brief
manner in a folder.
Abenaque Machine Works, Westminster Station. — Gas or gas-
oline driven direct-connected air compressor outfits are the prod-
ucts of this concern and one of them is described in an 8 page
illustrated pamphlet. The outfit shown is designed for bridge
erection and the smaller structural iron work.
Gardner Machine Company, Belolt, Wis. — "Gardner's No. 4 Im-
proved Disc Grinder" is the subject of an illustrated leaflet which
presents data showing the effective manner in which the grinder
has been used in different services, as for Instance, for grinding
pump bonnets, automobile parts, centrifugal pump cases, drop
forgings brass castings and iron piston rings.
Allls-Chalmers Company, Milwaukee, Wis.— Bulletins Xo. 1407
and 1420 deal respectively with the Bennetts pouring spoon, an
for converting stands designed to prevent a large-
amount of the splash and splatter attendant upon the pouring of
the converter, and with gold milling in the Black Hills. The latter
is In substance a paper prepared by Professor H. O Hofman of
the Dakota School of Mines.
Power and Mining Machinery Company, Cudahy, Wis Cata-
logue No. 7 describes in detail the complete lines of cement mak-
ing machinery manufactured by this company. • The progress which
has been made in the Portland cement industry in this country
Is remarkable and has occasioned the Increase of the output In
the United States from 42,000 barrels In 1880 to 35.000,000 barrels
310
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 9.
In 1905. A corresponding progress has been made in the manu-
facture of machinery for the production of Portland cement. Some
of the most modern devices are 'described in the catalogue of the
Power and Mining Machinery Company.
Westlnghouse Machine Company, Pittsburg, Pa. — "The West-
inghouse Storage Battery for Stationary Use" is the subject of a
publication designated as Catalogue S. The type-S storage battery
described in the catalogue is the result of many years of system-
atic study of many familiar and comparatively unknown storage
batteries manufactured both in this country an'd abroad. The bat-
tery is of the pure lead sulphuric acid type.
Green Fuel Economizer Company, Matteawan, N. Y. — Fans.
blowers and exhausters are described in a 96-page book recently
published by this company. Dimensions are given for a large num-
ber of sizes and types of steel plate fans for heating and ventilat -
ing, drying, mechanical draft, etc.. and for a number of sizes
and types of planins mill exhausters for handling shavings and
other light materials. Typical installations are described in de-
tail.
Dossert & Co., 242 West Forty-first Street, New York. — Dossert
solderless connectors and terminals for solid wires and stranded
cables are described in an attractive pamphlet under the title of
'"The Dossert Solderless Cable Joints." These joints con-
tain a number of new features and improvements which are de-
signed to supersede methods of soldering cables. The connectors
can lie applied in a few minutes and possess maximum con-
ductivity and great tensile strength.
Jeffrey Manufacturing Company, Columbus, O. — Bulletin "B"
deals with the grab-bucket system and coal and ashes handling
machinery for power houses with particular reference to the power
plant of the Scioto Valley Traction Company and the Cincinnati
Traction Company. Bulletin "C" also illustrates Jeffrey coal and
ashes handling machinery for power plants, employing close con-
tact and overlapping-lip swivel buckets. The application of the
system to the plants of a number of commercial houses is shown.
Union Switch & Signal Company, Swissvale, Pa. — During the
present year, this company will issue monthly calendars, illus-
trating the day and night indications displayed by the fixed signals
most generally employed on American railroads and the meanings
of such indications as determined by the Railway Signal Asso-
ciation, the American Railway Association and other authorities.
The first two of the series show, respectively, interlocked track
signals of the one-arm high two-position type and a two-arm high
home two-position type.
Richard Dudgeon, Broome and Columbia Streets, New York. —
Tins firm has issued a handsomely illustrated catalogue and price
list of Dudgeon jacks with special reference to the new form just
being introduced to the market. Several forms of the jack in
the early stages of its development are also illustrated and the
pamphlet is therefore a brief history of the evolution of the hy-
draulic jack. The latest form is clearly shown in sectional views
with key description of the various parts and the price list sives
the items of cost of the several components.
A COMBINATION STEEL AND WOODEN GEAR CASE.
The desirability of reducing the weight of the equipment on
electric cars has from time to time led manufacturers to design
sheet-steel and wooden gear casings, many of which, however,
A Combination Steel and Wooden Gear Case.
through faulty design have proven inadequate in respect to
strength and wealing qualities.
To overcome past difficulties and fulfil the requirements of
lightness, wearing qualities and strength, the Columbia Machine
Works & Malleable Iron Company, Chestnut street and Atlantic
avenue, Brooklyn, N. T.. has introduced a combination sheet-steel
and wooden gear-case, which embodies many points of superior
merit.
As will be seen from the accompanying illustration, the edges
of the gear-case, which conform to the shape of the gear and
pinion, are made of pressed sheet-steel flanged over, making the
Bides both iie.i,] and giving s bettei connection between the iron
and the wooden sides I" a idition to the flanging there also are
a large number of heavy iron lugs turned over and securely bolted
to the wooden pari of the casings, besides the large number of
screws around thi i >i the wood, as shown in the illustration.
I'll hangers are made of wrought iron and so attached to the
casing that the weight is equally distributed between the hang-
ers in such a manner as to reduce the strain in the casing to a
minimum The wood used in the construction of these gear-cases
■ I and stiffened by additional iron straps, and the
whole is so constructed that the gear case is both water and
dust light. It is divided horizontally and a door is provided In
the side of the case for examining and lubricating the gears.
POLE-TOP AIR-BREAK SWITCHES FOR HIGH-TENSION
TRANSMISSION LINES.
With tin development of high-tension transmission lines the
difficulty of handling large currents at high potentials has con-
stantly increased, ami with the extension of lines in great dis-
i i
Open-AIr High-Tension Switch.
tanees considerable trouble has also been experienced from high-
tension static discharges on the line, even when not in use. This
difficulty has caused considerable trouble when it has become nec-
essary to repair or adjust the oil switches in the power house and
substations. Linemen and electricians at work on the lines and
at the oil switches have often received serious static discharges
when working on apparently dead lines. To obviate this difficulty
it' was necessary to develop a suitable type of switch which could
be used on extremely high-tension lines, and which would give a
visible proof to the linemen and electricians that the oil switches
were disconnected from the generators or transformers and the
line. This difficulty was experienced by the California Gas & Elec-
tric Corporation, of which Mr. F. G. Baun was electrical engineer.
To overcome these difficulties Mr. Baun invented and later
patented a well-designed form of pole-top switch which, it is
said, is capable of breaking or making a circuit carrying 300 kilo-
watts at 100 kilovolts potential, and oil switches designed to
break circuits of any capacity at 100 kilovolts.
The pole-top switches, one of which is clearly shown in the
accompanying illustration, are now manufactured by the Pacific
Electric & Manufacturing Company, San Francisco, Cal., which
has also secured the patents and manufacturing rights for the
oil switches, and in addition is prepared to equip an entire trans-
mission line from the power house to the substations.
The pole-top switches such as shown in the accompanying
illustration are generally located on both sides of an oil switch
so that the electrician can open them for cleaning or making
repairs with perfect safety. Another usual arrangement for power
houses is to locate one of these pole-top switches outside the
power house and a similar one on the side of the wall of the
power house or switch room on the generator or transformer side
of the oil switches.
The construction of these air-break switches is simple and
rigid and the insulation is fully sufficient for safe operation at
the potentials for which they are designed. It will be noted that
they consist of three Insulators, two of which carry the contacts
and the center one, which is mounted on a pivot so that it can
turn, carries a cross-arm and the switch blades. The bottom of
the movable insulator carries a crank to which is attached the
operating rod, the motion of which opens or closes the switch.
The three insulators and their attachments, which form one
switch, are mounted in place on a heavy wooden cross-arm. One
or more of these, according to the number of lines which are to be
opened simultaneously, are mounted in a row as shown in the
illustration and the operating rod. which may be worked from the
ground or the power house, is connected to the crank on each
of the movable insulators. These air-break switches may also
he arranged to be operated mechanically or electrically from the
remote station.
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postoflflce, Chicago, 111., as Second-class Matter.
Subscription in advance, including special daily editions published from
time to time in places other than Chicago, postage free, $2:
Foreign, 15; Single Copy, 1U cencs.
New York: 150 Nassau Street
Vol. XVII, No. 10
CHICAGO, MARCH 9, 1907
Whole No. 202
TABLE OF CONTENTS.
Editorial —
— Cold Weather and Accidents 311
— Boiler Tubes with Enlarged Heads 311
— Regular Stoking and Boiler Economy 311
—The Safety of Highspeed Trains 31-
— Value of a Short-Term Franchise 313
— The Validity of Perpetual Franchises 314
Opening of the New Market Street Elevated Railway of the Phila-
delphia Rapid Transit System. By Edward Hungerford. (Il-
lustrated) 315
New England Street Railway Club 320
Single-Phase 11.000-Volt Line in Colorado 321
Unusual Operating Conditions at Birmingham. Ala 326
London Letter. (From Our London Correspondent) 326
Automobile Emergency Station 328
Special Cabs for Chicago & Milwaukee Cars. By D. C. Hinstorff.
(Illustrated) 32S
Operation and Construction of the Elgin & Belvidere Railway.
By R. H. Rice. (Illustrated) 322
Chicago Traction Ordinances Approved by Chicago Republicans. .32'J
Communications —
— Correct Controller Connections. By R. G. Stewart 33*i3
— Two-Stage Feedwater Heater. By H. F. Waters 33U
Finding of the Coroners Jury on the New York Central Wreck. 327
Depreciation Reserves of Milwaukee and St. Louis Railways. .. .319
Book Table —
— Chicago Traction. By Samuel Wilbur Norton 330
Directory of Electric Railway Associations 330
Piping and Power Station Systems— XXXII. By W. L. Morris.
(Illustrated) 331
Recent Electric Railway Decisions. By J. L. Rosenberger 332
News of the Week 334
— Second Tube of the New York Rapid Transit Tunnel
Pierced 334
— Legislation Affecting Electric Railways 334
— Des Moines, la.. Franchise Case 334
— Mr. Shonts on New York Rapid Transit 334
— Trolley Express in Massachusetts 334
— Reorganization of Brooklyn Rapid Transit Companies 334
Construction News —
— Franchises 335
— Incorporations 336
— Track and Roadway 336
— Power Houses and Substations 337
Personal Mention 331
— Obituary 338
Financial News 339
Manufacturing and Supplies —
—Rolling Stock 340
— Shops and Buildings ... 340
— Trade Notes 341
— Advertising Literature 342
A Motorman's Valve with Pneumatic Track-Sander Attached.
(Illustrated) 342
The extreme temperature fluctuations of the present winter,
sometimes showing a variation of 30 or 40 degrees in 24
hours, have imposed severe strains on
Cold Weather metals as well as men, and there is little
and question that violent and sudden frosts in
Accidents. northern climates furnish the sole expla-
nation of certain breakages in bolts, trolley
harps, truck parts and other equipment of electric railway
service. Cold weather is always an enemy to punctual
schedules and thereby a possible primary cause of accidents;
it is taken into account as much as possible by active motive
power officials, but the silent and powerful effects of sharp
frost on physical equipment are less realized. Unfortunately
there is apparently but one way to offset the danger of fluc-
tuating cold, and that is to increase the inspection given to
trucks, brake rigging and other vital parts of the cars while
on the road. The track also needs closer attention, where
the rails and spikes are fully exposed. The simple test of
tapping with a hammer is helpful in discovering cracks or
looseness, which, if neglected, are liable to cause disaster.
Redoubled vigilance is unquestionably essential in cold
weather. It does not seem to be at all a matter of the amount
of stock allowed in individual pieces of equipment.
the boilermaker to cut out several adjacent tubes so that
he can have working space in which to manipulate tools for
cutting the damaged tube into sections that may be removed
through the restricted space. Why, then, would it not be an
improvement in the present practice if the tubes were rolled
with the head-end of a diameter larger than that of the re-
maining portion? This practice is observed in marine work
and it would seem that it might have an adaptation on
land. In localities where boiler feedwater is poor and it
is necessary to frequently replace tubes, the slight addi-
tional cost for rolling the head-end to a larger diameter
would be insignificant as compared with the time and labor
saved in the removal of tubes. There also would result a
further saving in wear and tear on the headers. It is well
known that the practice of jerking or forcing bulging tubes
through headers so damages the tube-holes that when new
tubes are inserted excessive rolling is required before a
water-tight joint is obtained, and unless special care is taken
the joint between the new tube and the header will require
frequent expanding to prevent leakage. Continued working
of the metal at the head-end of the tube will result in a
final fatigue of the metal. The plan suggested or perhaps
an alternate one of using copper sleeves between the tubes
and the header should afford methods for preventing leak-
age and escaping some of the repair work now necessary.
One of the stock arguments frequently used by advocates
of water-tube boilers is the ease with which damaged tubes
may be removed and replaced. It is sug-
Boiler Tubes gested that, as ordinarily fitted, damaged
With tubes cannot, as a rule, be more easily re-
Enlarged Heads, moved from water-tube boilers than from
the fire-tube type. When a tube fails such
failure in the usual case is caused by an opening along the
weld or it has bagged from being worn thin. In either of
these events the original shape of the tube has been changed.
Due to such disfigurement, difficulty is generally experi-
enced when an attempt is made to remove a leaky tube, and
: it is found impossible to pull such open or bagged
lubes through the header. It then becomes necessary for
That regular, uniform stoking is absolutely essential for the
attainment of high boiler efficiency is well known. It is
worthy of note, however, that this particu-
Regular Stoking lar subject receives entirely too little at-
and tentlon, though it is one of vital importance,
Boiler Economy, not only for economy, but also for the pre-
vention of smoke. This neglect of the most
essential principle of boiler economy is found as often in
plants with mechanical stokers as in the hand-fired plants
The reason for this is, no doubt, because it is thought
the stoker being mechanical, all that is required is to see
i hiii i Ik- eoal chutes do not clog and that the ashes arc
312
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 10.
dumped. Such management of a mechanical stoker will re-
sult in serious wastes of fuel, needless smoke and frequently
damage to the boiler setting, stokers and tubes. In plants
having mechanical stokers the head stoker should see that
the automatic feed is continually adjusted to just meet the
demand on the plant. He should not permit the firemen to
feed in a large amount of coal and then allow it to burn low
before feeding in a tresh supply. Careless handling of me-
chanical stokers will produce wastes of fuel just as will care-
lessness in a hand-fired plant. A good plan for stoking in
hand-fired plants is to place a clock over each boiler, having
only a minute hand and having its dial divided into stoking
periods, say a heavy mark every five minutes. Each time
the hand is on a mark the fireman should spread a little
coal on the fire. To secure the maximum output of hand-
fired boilers it is absolutely necessary to have a firing sched-
ule so arranged that all the furnaces are stoked and cleaned
in rotation. This will avoid having a number of fires in a
thin condition at any one time and a large number of fire
doors open at the same time. It is suggested that if prop-
erly heeded these simple points should assure not only the
maximum output of the plant, but smokeless and economical
operation as well.
THE SAFETY OF HIGH-SPEED TRAINS
The electric locomotive makes it possible to operate
trains at much higher speeds than the present schedules for
steam trains provide for, and this is one of the principal ad-
vantages to be expected from the introduction of electricity
for main line passenger traffic. The Berlin-Zossen experi-
ments demonstrated the possibility of operating trains at a
speed of 125 miles per hour and the result has been the
serious proposal to build an electric line between Berlin and
Hamburg. Germany, and operate trains at a speed of 100
miles per hour. On account of the present distrust of
schedules providing for an average speed of little over 50
miles per hour and maximum speeds of 60 to 70 miles per
hour, it is well to inquire whether any proposal to. limit the
speed of passenger trains by legislation should be encouraged.
The ability to operate high speed trains with safety is
the most severe test of the efficiency of railroad engineering.
It is a measure of the development of the railway structure
and its rolling equipment, as well as of the skill and faith-
fulness of the employes. Fast trains are for this reason a
matter of pride with railroad officials as they indicate that
the property belongs in the first class and it rates high in
the efficiency of its mechanical operation, provided such
trains are run with safety. But when fast trains are oper-
ated under conditions not suited to their requirements, there
is a greater liability to accident and the public is interested
in the question of the limit of speed which is consistent with
safe operation.
The speed of passenger trains is limited by law to some
extent in France, and was at one time in Germany and Aus-
tria, but the tendency is to remove such restrictions, and it
would be retrograding and discouraging to progress and im-
provement to impose by legislation any speed limits for pas-
senger trains in America. The result would be especially to
retard those improvements which are constantly tending to
make fast trains safer.
The ability to handle high speed trains successfully is
the natural result of highly developed railroading and prog-
ress in general efficiency of mechanical operation is best
shown by the gradual reduction in the schedule time of lim-
ited trains between large cities. It is the severe require-
ments of high speed which have developed the steam pas-
senger locomotive to such great power and speed capacity.
Our magnificent Atlantic and Pacific type locomotives and
the balanced compounds are the natural result of the desire
to reduce the schedule time of express trains. High speed
trains have shown the necessity for stronger cars and steel
passenger cars have resulted from this demand. While
only a few years ago the use of steel cars in America was
regarded as something very remote, experience with high
speed trains has so demonstrated their necessity that the
industry engaged in building steel passenger cars is now
well developed beyond the experimental stage.
The air brake has been improved and made more effi-
cient with each successive requirement for shorter stops with
high speed trains. In fact, the latest improved high speed
brake is far in advance of the requirements of ordinary serv-
ice and it is that which will make faster schedules possible
and train control safe at the higher velocities. The quick
acting brake would stop a train, running on the level, at 70
miles an hour in 1,800 feet, and the high speed brake re-
duced this to about 1,400 feet, while recent improvements in
the high speed brake will make it possible to stop a train
with such initial velocity in about 1,200 feet. These won-
derful improvements in the air brake would not have been
developed if there had been any restrictions passed on the
speed of passenger trains and we had been compelled to
operate at the ordinary speeds of 40 to 50 miles an hour,
which many persons now think would be the best condi-
tion. The operation of high speed trains has been the prin-
cipal cause for the division of track into blocks and the
equipment of railways with block signals, and the later im-
provements, the ingenious and effective automatic block sig-
nal, and finally the automatic stop. All these may fairly be
said to be the result of the necessity of high speed traffic.
The weak point in the whole system appears to be the
track, especially on curves, as it is here that high speed
trains most frequently fail. The theoretical elevation of the
outer rail which is proper for high speed trains is not given
because the same track is used for slower freight trains,
and to insure safety it is necessary to either slow down fast
trains at sharp curves, or use separate tracks for them, and
the danger occurs when the reduction in speed is not always
made.
The wooden tie in various stages of decay and the com-
mon spike which has been redriven do not result in favor-
able conditions for the safety of high speed trains. Ameri-
can locomotives have driving wheel pressures on the rail
about twice that used on ordinary locomotives in foreign
countries and 50 per cent greater than their most modern
engines, but the track fastenings here are not equal to the
best practice in Europe. The screw spike which is there
used has about twice the resistance to withdrawal of the
common spike used here and its resistance to lateral dis-
placement is 1% times that of the common spike. The screw
spike is now used experimentally to a limited extent in this
country, but this simple method of making track more se-
cure for fast trains must recommend it for more general use.
The steel tie will be used to a larger extent as the supply of
good oak timber becomes exhausted, and though still in the
experimental stage, it will be so improved, especially in the
method of securing it to the rail, that it will prove an im-
portant factor in the effort to produce more substantial and
safe track. We may have, some day, creosoted longitudinal
stringers for the rail support, and a well-drained roadbed
of concrete, but these things will not come if fast trains
are regarded as an evil to be avoided and their use generally
discouraged. High speed trains may properly be called vast
testing machines, and though they do not measure maximum
stresses in track and equipment, they are relentless in show-
ing weak points and are the most potent factors in sug-
gesting improvements which tend to the betterment of the
service, and to develop all those details which make railway
travel safer and more comfortable. High speed is expensive
from every point of view. The consumption of fuel is enor-
March 9, 1907.
ELECTRIC RAILWAY REVIEW
313
mously increased, more expensive equipment is required, the
cost of maintaining track largely augmented, and train or
tonnage capacity materially reduced. For these reasons 2-
cent fares are the more to he deplored. In the operation of
trains at high speeds safety is insured only by eternal vigi-
lance and the constant and heavy expenditure for the most
efficient appliances (which are expensive) and everything
which reduces the ability of the railroads to procure these
is a menace to the safety of passenger travel.
VALUE OF A SHORT-TERM FRANCHISE.
Since the street railway first became a factor in trans-
portation in America, there has been pursued, with a few ex
ceptions or perhaps even only partial exceptions, the policy
of charging reconstruction and renewals to capital accounts
instead of providing for them out of earnings, a course abso-
lutely contrary to the principles of sound business adminis-
tration. Dividends were paid that were not earned; in effect
they were paid out of the capital. In many cases this was
doubtless because of ignorance; in others the act was
deliberate and done with the purpose of inflating stock values
and providing a basis for marketing bonds. One effect of
this has been the deception of investors; this is perhaps a
matter of small importance as affecting the industry in gen-
eral. Another and vastly more important effect has been the
deception of the general public, which has been taught to
believe that a 20-year franchise confers "enormously valuable
rights in the streets."
The public is not to be blamed for demanding universal
transfers, reduced fares and contributions in the guise of
street paving, street lighting, etc., when, on their own show-
ing, the. street railways were earning, and what is more
were paying, in dividends many times normal interest returns
on the investment, and issuing stock rights with a liberal
hand. As company after company yielded to public demands
when franchise renewals were needed the belief that the
street railway business was an extremely profitable one be-
came better and better established. This continued accept-
ance of unreasonable conditions has finally resulted in many
companies undertaking to furnish a service that costs more
than the fare received, while at the same time strengthening
the opinion of the public that the fare is too high.
The data published in the Electric Railway Review for
February 23, last, furnish a basis for some interesting deduc-
tions as to the value of a short-term franchise to the Chicago
Union Traction Company.
Inasmuch as this company operates and has to make
good the deficit of the Chicago Consolidated Traction Com-
pany the operations of the latter should also be considered.
Since data as to the value of the physical property of the
Consolidated are not available, it is necessary to make some
assumptions, which it is intended shall be well within the
facts.
For the year 1904 the reports cited show:
Gross Income: North Chicago $3,195,981
West Chicago 5.567.430
Consolidated 1,54
1 $10,312,394
The cost of the replacement of the physical property of
the North and the West Chicago companies is known. As-
suming that the value of the physical property of the Con-
solidated company is in the same ratio to its income as for
the others, which is very favorable to the weab company, the
result is:
Plant anil Equipment: Noi igo $5,506,367
Wi M 11,039
'•'.ii Olidati ,1 2,923.707
Total $19,469,869
Assuming the depreciation and maintenance on the
Consolidated to be 23 per cent of gross earnii ir the
other lines (which is also favorable to the weak company)
the figures show, when reserves for accrued depreciation
have been made, deficits as follows:
Deficit: North Chicago $123,523
w.st Chicago 521,355
Consolidated 55,718
Total $700,596
Examination of the income and expense accounts of the
three companies (see Electric Railway Review. Februav
1907, page 249) shows that the only returns received bj
capital for 1904 are those paid in "Interest, rentals, etc.,"
which were:
North Chicago
West Chli ago 1,210
Consolidated 673.351
Total $2,456,821
Now, let it be assumed that all the bonds, notes, receiv-
er's certificates and other obligations on which this total
for interest and rentals is paid are absolutely fictitious and
entitled to no return, and that this sum of $2,456,821 may be
added to the net income shown in the reports cited. R> Eo
paying dividends there would have to be deducted the deficit
of $700,596 already shown, which would leave a balano
$1,756,223. This sum is equal to 9.02 per cent of the cost of
the physical property subject to depreciation, which has been
taken as $19,469,869, on the basis stated. This "cost of physi-
cal property subject to depreciation" does not include the
land on which buildings are located, so that the cost of plant
and equipment here assumed would need to be increased
considerably in order to equal the investment absolutely
necessary for the operation of the railway.
If the Consolidated Traction company be omitted from
the calculation and the Union Traction be relieved from pay-
ing the deficit of the Consolidated, the Union Traction com-
pany would show, after making full provision for deprecia-
tion, a net income in 1904 equal to only 9.24 per cent of the
cost of physical property subject to depreciation.
In the two succeeding years the company showed
greater receipts, both gross and net, but in order to secure
these additions were made to the physical property. The
amounts of such additions not being known, no deductions
as to the earnings in terms of cost of plant and equipment
ran be made. If no additional capital had been invested the
fiscal year ending 1906 i after eliminating the deficit of the
Consolidated company, $102,979) would show earnings of only
11.6 per cent on the cost of replacing the tangible property,
exclusive of land, which the North Chicago and West Chi
cago companies had in 1904.
Thus when absolutely all of the "water" has been
squeezed out of the company's capital it can show about
10 per cent per annum on the investment.
The need of urban transportation facilities will always
obtain, and it might be argued that 10 per cent per annum
is too great a return on an absolutely safe investment.
Street railways have, however, to contemplate and insure
against what may be called the risk of supersession.
Within 50 years, street railways have had their methods
revolutionized twice. The borse or steam dummy railway,
which was for 30 years the principal means of intraurban
ition, was superseded by the cable railway in large
cities. After little re than 20 years all the cable railways
in American cities have been superseded by electric lines
is no certainty that changes almost equally com-
plete "lutionary will not within the next 20 years re-
quire the abandonment of existing equipment. This applies,
not only to the cars themselves and the railway const ni.
bul a power plants. The earlier electric railway
power stations were practically obsolete before thej were In
complete operation, and within 10 years from the introduc-
tion of electricity as a motive power for street railways (In-
direct i i i i bd unit had almost entirely displaced the
belted generating machinery. Within the last six or
the Bt( am turbine has been .' I and
314
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 10.
made serious advances In territory where a few years before
it was considered that the reciprocating engine would always
be supreme. There is no certainty that the steam turbine
will hold its present position as a prime mover for railway
power plants. The claims of gas engines are being strongly
pressed and the owner of an electric power station today
has little reason to believe that in 20 years from now his
successor in business would be willing to purchase the plant
at cost, even though it was in as perfect condition as it is
today. In 20 years from now the management of the com-
pany which wishes to succeed the present one may have
entirely different ideas as to the proper type and size of
car, as to the most desirable method of transmitting current
to the motors, and as to the type of electric motor itself.
For these reasons the conservative management which
operates under a limited-term franchise must provide out of
earnings during the franchise term a sum sufficient to retire
the capital stock at the end of the term unless investors are
to take serious risks. Assuming a 20-year franchise term, and
that the company can find a 5 per cent investment for its
amortization reserve, there would need to be set aside each
year to insure the return of the capital investment unim-
paired. 3.03 per cent of the capital. This would reduce the
stockholder's profit to less than banker's interest rates. In
other words, a 20-year street railway franchise is merely per-
mission to take a gambler's chance of earning the same re-
turn that is paid on a farm mortgage loan.
There is nothing novel in these arguments in favor of
giving proper consideration to depreciation and amortiza-
tion. They have been presented before, but nearly always in
academic discussions which it was considered might be of
possible interest to remote posterity, or as pleas in court
when some reduced-fare ordinance was to be attacked. But
in America they never have been reduced to practice. Some
companies have made a little progress, but none have gone
far enough. To make insufficient provision for depreciation
and amortization on the ground that the company's earnings
are not large enough to bear the proper charges on these
accounts, and at the same time to pay dividends on stock, is
to beg the question.
THE VALIDITY OF PERPETUAL FRANCHISES.
The decision of the United States circuit court, rendered
by Judge McPherson, involving the franchise of the Des
Moines City Railway Company, summarized in the Electric
Railway Review for March 2, last, brings up anew the ques-
tion of the validity of perpetual street railway franchises.
This decision does not settle the question. Nothing but a
decision of the supreme court of the United States can do
that. But this decision, as the judge himself suggests, opens
the way for an appeal direct to the United States supreme
court. It has been stated that this case will be taken there;
but it still remains to be seen whether that court will decide
the question, or will find that some other way is the proper
one to dispose of the case, as has occurred heretofore when
this' question seemed to be involved in the litigation taken
up.
The attitude of the courts generally seems to be un-
favorable to perpetual franchises. Possibly the judicial ex-
pressions on the subject, such as they are. may be said to
be more hostile in the state than in the federal courts.
Based upon the decision of the supreme court of Ala-
bama, in 1885, in the case of Birmingham & Pratt Mines
Street Railway Company v. Birmingham Street Railway Com-
pany, 79 Alabama Reports, 465, Booth, in his "Law of Street
Railways." section 17, lays down the principle that, "in the
absence of constitutional limitations upon its powers, the
sovereign legislative authority in a state may grant privi-
leges exclusive in character and perpetual in duration: but
a municipal corporation cannot make such grants without
explicit legislative sanction." He also finds in the leading
New York case of Milhau v. Sharp, decided in 1863, 27 New
York Reports, 611, that a resolution of the common council
authorizing persons to construct and operate a street rail-
way upon certain conditions, without limitation as to time,
is a contract void because it would deprive the corporation
of its proper power of control and regulation.
Nellis, in his work on "Street Surface Railroads," states
that "under the authority usually delegated to municipalities
an exclusive or perpetual right to use a street for a street
surface railroad cannot be conferred."
But Judge McPherson, in upholding the validity of the
perpetual franchise of the Des Moines City Railway Com-
pany, seems to express the present view of the federal courts.
At the same time perpetual franchises are not likely to be
very liberally treated by them, even if sustained.
The supreme court of the United States has said, in the
case of Detroit Citizens' Street Railway Company v. Detroit
Railway, decided May 23, 1898, 171 United States Reports,
48, that "easements in the public streets for a limited time
are different and have different consequences from those
given in perpetuity. Those reserved from monopoly are dif-
ferent and have different consequences from those fixed in
monopoly. Consequently those given in perpetuity and in
monopoly must have for their authority explicit permission.
or, if inferred from other powers, it is not enough that the
authority is convenient to them, but it must be indispensa-
ble to them." Previously to this the court also said, in the
same case, that "the power of a municipality to grant an ex-
clusive privilege to occupy its streets for railway purposes
must be given in language explicit and express. There were
many reasons which urged to this — reasons which flow from
the nature of the municipal trust — even from the nature of
the legislative trust, and those which, without the clearest
intention explicitly declared, insistently forbid that the fu-
ture should be committed and bound by the conditions of the
present time, and functions delegated for public purposes be
paralyzed in their exercise by the existence of exclusive
privileges."
This is sufficient, perhaps, to show the present position
of the courts on this question. It is true that there are not
many decisions directly on the subject, but, taking the ques-
tion of jurisdiction and other points involved in the case un-
der consideration, it appears that there were enough cases
cited bearing more or less on the point so that Judge Mc-
Pherson says that his opinion would be a volume in size if
he were to notice all such authorities.
Of course, in states where there are constitutional lim-
itations or statutes prohibiting the granting of franchises
for more than a fixed term of years there cannot be a valid
perpetual franchise granted while such provisions remain in
force. Moreover, perpetual franchises, when obtained, would
seem to be subject to forfeiture in much the same way as
other franchises.
It may also be noted, in passing, that in this case the
city apparently thinks to evade the constitutional prohibi-
tion against the passing of any law impairing the obligation
of contracts by having adopted a resolution, instead of an
ordinance, declaring the company's rights at an end, though
Judge McPherson looks upon this as a distinction not making
anv difference, in this case.
Destroying Chicago River Tunnel.
The Great Lakes Dredge & Dock Company on March 5
began destroying the La Salle street tunnel under the Chi-
cago river, through which the cars of the Chicago Union
Traction Company operated until it was determined to de-
stroy it because it obstructed navigation. The work should
be completed in April. The tunnel was completed in 1871
and cost $569,000.
March 9, 1907.
ELECTRIC RAILWAY REVIEW
:5I5
OPENING OF THE NEW MARKET STREET ELEVATED
RAILWAY OF THE PHILADELPHIA RAPID
TRANSIT SYSTEM.
BY EDWARD HCNGERFORD.
Philadelphia, the fifth American community to adopt an
elevated railway as a means of quickened urban transit,
opened its new high-speed route through Market street from
the public buildings at Fifteenth street to the Delaware
county line on Saturday afternoon. March 2. The opening
was an event of moment and the Philadelphia Rapid Transit
Company, which controls the new road as well as all the
street surface railways of the city, celebrated it by sending
out several thousand invitations to railway and newspaper
has had charge of the rapid transit project from its incep-
tion, even planning such details as the men's uniforms anl
train schedules, felt that a good part of his work had been
consummated with success. Train service was begun upon
a five-minute headway, 19 minutes being allowed for the five-
mile run to Fifteenth street. Public curiosity had been
aroused to a pitch that crowded the trains if not the com-
modious stations. Owing to the incomplete state of the
power equipment for the new road, two-car trains are being
operated. Within a few weeks three-car trains will be placed
in operation and this, it is anticipated, will be ample for traf-
fic requirements for some time to come. In addition to the
terminals only the local stations at Thirty-second street, ac-
commodating the West Philadelphia station of the Pennsyl-
vania railroad at Fifty-second street and Sixtieth street,
Market Street Elevated. Philadelphia — Showing Loading Platforms of Terminal Station at Sixty-ninth and Market Streets,
with Philadelphia & Western Station at Left.
men throughout the country as well as to prominent Phila-
delphians. The response to these invitations was generous
and a large party of interested men, including President
James McCrea of the Pennsylvania; President George F.
Baer of the Reading, and President John B. Parsons,
Vice-president and General Manager Charles O. Kruger and
other operating officers of the Philadelphia Rapid Transit
system, boarded special trains on the new railroad and rode
out to the county line (Sixty-ninth street) where they made
a close inspection of the large terminal station, shops and
yards that have been erected there.
in Monday morning at 6:30 o'clock the road was form-
ally opened for regular passenger traffic by the dispatehinsr
of a downtown train from the Sixty-ninth street terminal
ami Assistant General Manager Frederick H. Lincoln, who
where free traasfer is made with intersecting cross-town
surface lines, are now complete. The other local stations on
the elevated, at Thirty-sixth, Fortieth, Forty-sixth, Fifty-
•sixth and Sixty-third streets, are all framed and their early
completion is only a matter of carpenters' and painters' de-
tails.
The Market street line, as planned from the beginning,
is part elevated and part subway construction. Previous
articles, showing the progress of the work, were published in
the Street Railway Review of September, 190">, and in the
Electric Railway Review of January 5, 1907. Beginning
.-it Hie Delaware river the line is planned beneath the sur-
for nearly two 'miles to the Schuylkill river, where it
emerges upon a five per cent grade upon a bridge ami I
ii. -I Structure for more than four miles In Sir
316
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 10.
Street. Three-quarters of a mile of the west end of the road
is upon the surface, laid in rock ballast and absolutely pro-
tected by high iron fences with concrete foundations. The
line is double-tracked save that a short section of the sub-
way between the Schuylkill river and the public buildings
has been four-tracked, the outer tracks being given
over to the operation of through surface cars from West
Philadelphia.
The Subway Section.
Starting from the temporary elevated and surface car
terminal in the shade of the public buildings and the great
running contact rail of the New York Central type, the wood
casing being painted a bright red to make it particularly
conspicuous.
The Elevated Section.
The elevated trains crossing the Schuylkill river rise
from sub-surface to over-surface on a three-span bridge, 563
feet Id length and especially designed to meet its peculiar
problem— the bringing of the elevated tracks up a sharp
grade as well as bringing the surface trolley tracks up an
easier grade to the street surface level of West Philadelphia
The elevated structure represents the best foreign prac-
Market Street Elevated, Philadelphia— Exterior View of Station at Thirty-second and Market Streets.
Broad street station of the Pennsylvania Railroad, the four-
track line traverses a subway with inside dimensions, 48 feet
6 inches, by 14 feet 6 inches, the roof of which is supported
by three parallel rows of steel columns placed between
tracks and 5 feet apart on centers. Efficient ventilation is
assured by means of stair openings in stations and ventilat-
ing shafts, many of which have been attached to the long
tice in the designing of such structures. Lattice girders have
been universally used and an attempt made to make the road
both pleasing and dignified. It rests upon concrete piers,
pyramidical in shape. 8 feet square at their base. 2 feet 6
inches square at the surface and reaching to a depth of from
8 feet to 30 feet below the street level. Each is protected from
vehicular traffic by steel fenders. At the top of each pier
Market Street Elevated. Philadelphia— Interior View of Subway Station at Fifteenth and Market Streets.
side walls of the Pennsylvania train shed and designed so
as to appear as part of that structure.
The outer or surface car tracks are laid in cast iron
chairs, on wooden sleepers, but the inner tracks, upon which
the heavy all-steel trains run. have the rails resting upon
short sleepers which are nothing more nor less than yellow
pine blocks which in turn are bolted to 12-inch longitudinal
channels set in concrete. Power for train service both in
the subway and upon the elevated is derived from an under-
heavy steel bolts are imbedded in the concrete as anchorages
for the upright steel columns, which are spaced in pairs, 24
feet apart from center to center, each pair averaging a 50-
foot distance from its neighbor, and rising almost to the
height of the rail. The longitudinal trusses which carry the
floor of the elevated system are approximately 6 feet 6 inches
deep, while the cross girders separating the floor system
directly are spaced 10 feet apart. Expansion joints have
been placed to each four spans or about 200 feet apart. The
March 9, 190?
ELECTRIC RAILWAY REVIEW
317
structure is designed to carry cars weighing 100,000 pounds
apiece, 25,000 pounds on each of four axles, the initial rolling
stock weighing 80,000 pounds, each at the load.
Possibly the most interesting feature about this elevated
structure in itself is the fact that it is built with a solid
floor, a city ordinance making this feature a necessity.
This flooring is of steel made in longitudinal troughs and
spliced with cover plates and angles so as to render it water-
proof. Upon these troughs rest Vulcanite Portland cement
made into a 1-3-6 concrete, reinforced with a lattice of steel
rods and poured in to cover four inches as a minimum over
every portion of the steel floor. The concrete is protected
by one inch of granolithic and upon this has been placed the
rock ballast that receives the sleepers of the standard track.
Both tracks are protected the entire length of subway and
are located, and these stairs are so connected with cross pas-
sages as to make each of common use. An unusual feature
has been adopted by bringing the entrance stairs up within
the station buildings. Passometers are used to give access
past the ticket windows to the trains and also for exit past
another ticket window at those stations where transfers are
given to connecting surface lines. Exit turnstiles have also
been installed at the stations. A continuous platform or
railed sidewalk, near the level of the car floors, connects all
stations, for the use of workmen or for use as emergency
exits.
The Terminal Stations.
The downtown temporary terminal is now at Fifteenth
street. It has been used for surface cars to West Philadel-
phia for some time past but entrance and egress to and from
elevated by a check or guard rail. The weight of the entire these cars is kept upon the sidewalk and separate and dis-
Market Street Elevated. Philadelphia— Interior View of Subway Near Fifteenth and Market Streets.
structure is about 98,000,000 pounds or about 5,050 pounds a
lineal foot. Into its construction, including the stations.
went 560,000 pounds of cast iron, 47,000,000 pounds of steel
and 19,900 cubic yards of concrete. In construction an aver-
age day saw 70 feet of structure set up, 50 feet riveted and
132 feet of concrete floor laid, 300 feet having been laid on
one day.
The Local Stations.
Local stations at each of the points heretofore mentioned
are of a single type and are well adapted to a great growth
of traffic. The center platform type does not appear,
all stations being double The platforms will accommodate
eight-car trains, are of exceptional width and have adequate
shelter against inclement weather. The twin buildings con
tain ticket offices, toilet rooms and waiting rooms, are framed
of wood and steel, covered with copper on tin- exterior and
finished within in oak. Four stairs reach each sidcwall
corner at the street intersections, above which tin- station
tinct from elevated traffic, a metal screen at the platform
ed^e of the elevated terminal in the subway keeping surface
car passengers from alighting there. A broad stair leading
from the street through the Arcade building, on the smith
Side of Market street at Fifteenth street, gives access through
the basement of that building to the ticket offices of the
terminal. Passometers have been eliminated at this point
in favor of chopping boxes.
The terminal at the county line, or Sixty ninth street, is
an extensive brick structure in three parts, each devoted to
the use of a distinct railroad ami acting as a common inter-
change tor passenger traffic between them. The Philadelphia
Rapid Transit Company bniit and owns the structure, which
been made a most attractive architectural feature with
a great waiting room 97 feet by 117 feet that would do ,
to any line. Candy booths and such concessions line the
walls of this room while a broad extension at its rear gives
access tor Incoming and outgoing passengers on the Market
,318
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 10.
street elevated, which has its terminal just underneath.
There are two regular tracks and one emergency track for
the elevated there, a discharging platform 17 feet wide and
350 feet long serving one of the regular tracks and a loading
island platform, 33 feet by 350 feet, between the other regular
and the emergency tracks. Broad stairs lead directly from
these platforms to the waiting room extension which is
bridged over them.
At the level of the waiting room and just to the east of
it is a five-track stub terminal of brick and steel which serves
the Philadelphia & West Chester Traction Company, a rapidly
expanding suburban trolley car service which already has
lines reaching to Ardmore, to Newtown Square and to West
Chester, 22 miles distant. Across the Market street elevated
terminal tracks and platforms is the unfinished terminal of
the Philadelphia & Western, the high-speed electric line
which is being built to Overbrook, Ardmore, Bryn Mawr,
Wayne and other nearby suburban communities of impor-
tance and which will ultimately, it is promised, be extended
through to York, Pa.
The elevated tracks, at this point on a low surface level,
describe an easy loop of 150 feet radius west of this station
for the quick reversal of trains. Beneath this loop two tracks
at a still lower level lead to the shops and lay-up yards of
the line, which are about 700 feet northwest of the terminal
station building. These structures of brick and concrete in
the most approved and modern type of construction com-
prise an inspection shed, truck repair shop, machine, mis-
cellaneous repair shop, store rooms, locker rooms, shop office,
etc. Abundant provision has been made for future extension
both of yard and of shop facilities.
Equipment.
The new road starts operations with 40 all-steel passen-
ger cars, which, it estimates, will fulfil all needs for some
time to come. Its trains, of three-car length for the pres-
ent, are composed entirely of motor cars, each car having
two GE-66 125-horsepower motors using type MC-36 control,
' with motorman's cab in the vestibules on the diagonally op-
posite corners of the car. The cars have Westinghouse air-
brakes and Curtis trucks with Symington journal boxes. Each
car is heated by 18 Consolidated heaters and lighted by 25
16-candlepower incandescent lamps, in addition to a head-
light and two markers on each end.
The cars, which were built by the Pressed Steel Car
Company, have been built with non-combustible floors, out-
side sheathings of cold rolled steel and the underframed
having as its feature deep fish-belly side sills, which were
made necessary by the introduction of center doors into each
side of the car. The interior finish of the car is of a fine
grade of mahogany, the ceilings being of a birdseye neutral
shade for a better reflection of light. The vestibules open
directly into the cars, their outer doors as well as the center
doors being arranged for pneumatic opening and closing by
the guard's handle. When all doors are tightly closed the
fact is communicated to the motorman by a buzzer above his
head. Pantagraph safety gates have been applied on the
corners opposite the motorman's cabs and Mason safety
treads at each door.
There are 24 side windows to the car with Pantasote
shades, the seating arrangement of which is similar to the
Manhattan elevated or subway type. The center set of
transverse seats on each side have been installed in front
of the center door. These can be easily removed when press
of traffic renders it advisable for the road to begin the use of
these center doors.
The exterior of the cars is painted a deep red with let-
tering and striping in gold. Each car is lettered "Market
Street Elevated Passenger Railway" beneath the eaves and
bears its serial number in the center of each panel beneath
the windows.
Each car weighs nearly 33 tons unloaded. The length
over platforms is 49 feet 5 inches, the inside length of the
car being 39 feet 6 inches. The width over all is 8 feet 7
inches, the inside width being 7 feet 7% inches. The height
from rail to top of floor is 3 feet 10 inches, height from floor
to ceiling center 8 feet 6% inches, height from rail to top of
car 12 feet 7 inches, opening for vestibule side door (between
door posts) 2 feet 9 inches, width of end door opening 3 feet
2yz inches, width of center doors opening on each side 3 feet
4 inches, distance from center to center of trucks 34 feet
6 inches.
Signals.
Both the elevated and the subway stretches have been
equipped with the electro-pneumatic block signal system,
manufactured by the Union Switch & Signal Company, one
rail of each track having been reserved for this purpose.
Home and distant signals have been placed at short intervals
along the line and the modern practice of using green as a
safety, yellow as a caution and red as a danger indication
has been followed. In addition to the "overlap" system of
blocks, an automatic stop of the same type as used in the
New York subway has been installed at each signal to apply
the airbrake to each train which attempts to run by the stop
indication. Any defect in the track will also operate to
throw the signals to danger.
All switches along the line are interlocking and are con-
trolled by the electro-pneumatic devices manufactured by the
Union Switch & Signal Company.
No special provision has been made for power for the
new line besides the gradual enlargement of the Beach street
house by the addition of three turbo generators. The com-
pany has been planning extensive additions to its entire
power plant but as yet has made no public announcement of
its plans along this line.
Progress is being made both on the inter-line terminal
loop that is to encircle the public buildings and on the con-
tinuation of the Market street subway for another mile down
to the Delaware river and the busy ferries that lead to
Camden and many Jersey towns. It is expected that this
portion of the line will be in operation in about a year.
Still further additions to Philadelphia's beginnings in real
rapid transit are now being detailed. It is already being
planned to build a double-track elevated in Delaware avenue
from Arch street, close by and connecting with the easterly-
end of the Market street line, north five miles along the
water front to Frankford, through a busy and congested
manufacturing district now particularly difficult of access.
The limited car service between Columbus and Zanes-
ville, C;., on the eastern division of the Indiana Columbus &
Eastern Traction Company, will be doubled, beginning on
Monday, March 11. The service now consists of two cars,
each way, daily. Next Monday two additional limited cars
will be put on, to leave Columbus at 6:55 a. m. and 12:55
p. m. This will make four cars each way a day. The distance
of 64 miles is made in two hours by the limited cars. This
means that, with the necessary slow running through towns
and cities, a speed of from 50 to 60 miles an hour has to be
maintained at various points on the line.
The Indianapolis & Cincinnati Traction Company will
put a new schedule into effect on March 11, between Indian-
apolis and Greensburg, Ind., running every other car as a
limited. The limited cars will stop on signal only at each
town, and will require an additional fare of five cents for
each 20 miles or part thereof. The limited cars will leave
Indianapolis at 45 minutes after the even hour, and will
leave Greensburg on the even hour. Local cars will leave
Indianapolis 30 minutes after the odd hour, and will leave
Greensburg 45 minutes after the even hour.
March 9, 1907.
ELECTRIC RAILWAY REVIEW
319
DEPRECIATION RESERVES OF THE MILWAUKEE AND
ST. LOUIS RAILWAYS.
In the Electric Railway Review for February 23, 1907,
page 245, there was published a table showing in a number
of different units the expenditures made or reserves pro-
vided for maintenance and depreciation by the Chicago Union
Traction Company and the Glasgow Corporation Tramways.
Herewith are shown the corresponding figures for The Mil-
waukee Electric Railway & Light Company (railway depart-
ment) and the United Railways Company of St. Louis.
In view of the fact that Mr. John I. Beggs, who admin-
isters these Milwaukee and St. Louis properties, has for
many years strongly urged the need of recognizing and pro-
viding for that deterioration of physical property, commonly
called depreciation, which takes place in spite of the best
of current maintenance and repairs, and for the amortiza-
tion or redemption of the capital in the case of companies
having limited-term franchises, a statement of the policy
that has been pursued by him will be of interest.
Mr. Beggs assumed the management of The Milwaukee
Electric Railway & Light Company (which was a reorgan-
ization, made in 1896, of the Milwaukee Street Railway Com-
pany that had become bankrupt in 1895) in 1897 when the
company was not earning sufficient to pay interest on its
bonds, to say nothing of dividends on stock. At that time
the Milwaukee street railway system was in urgent need
of "immediate rehabilitation," the heaviest trolley wire being
only No. 1 and the most of it No. 4, and the heaviest rail
and was then transferred to the credit of "Depreciation
Reserve," giving that account a credit balance of $89,697.37.
On December 31, 1906, the total to the credit of the "Depre-
ciation Reserve" account was $593,554.72. These figures are
for the railway department only.
There were two reasons for making this transfer and
temporarily abandoning the attempt to provide an "Amortiza-
tion Reserve": (1) It was believed that the capital repre-
sented by the stock should receive some return at the earliest
moment practicable. (2) It was believed that the neces-
sary "Amortization Reserve" wherewith to pay the bonds as
they would mature and to refund the capital stock when the
franchises would expire, could be accumulated later when
the property had attained a greater earning capacity.
It is considered by Mr. Beggs that the 10 per cent of
gross earnings which The Milwaukee Electric Railway &
Light Company now sets aside for its depreciation reserve
is less than should be thus reserved in order to equal the
amount of depreciation of plant and equipment that has
actually accrued, and furthermore, that the company should
have now an "Amortization Reserve" sufficient in amount to
compensate for those years of its franchise term that have
already elapsed.
In the case of the United Railways Company of St. Louis
the same policy in regard to depreciation that Mr. Beggs
had established in Milwaukee was inaugurated the day that
he assumed the management of the St. Louis company. For
the last two years there has been set aside for this fund
five per cent of the gross earnings. This amount is not con-
Comparisons of Totals of Maintenance and Depreciation Charges for the Fiscal Year, 1906.
Fiscal Gross Per Mile Per Revenue Per Per
Year Income, of Track Ope- Passenger, Passenger, Per Car- Car-Hour
Ending Per Cent of rated. Dollars Cents Cents Mile, Cents Cents
North Chicago Street Railroad Aug. 31 22.00 8,196 1.118 0.658 6.58 49.67
West Chicago Street Railroad Aug. 31 24.00 7,669 1.214 0.710 6.82 52.32
Glasgow Corporation Tramways '. May 31 35.24 8,364 0.677 7.46 53.25
Milwaukee Electric Railway Dec. 31 17.97 4.606 0.777 n.r.sn 4.65 40.83
United Railways of St. Louis Dec. 31 15.09 4.016 0.750 0.520 4.35 41.20
Note: For Chicago and Glasgow the total of depreciation and maintenance is in per cent of gross receipts: for Milwaukee and
St. Louis it is in per cent of gross earnings.
being only 56 pounds per yard with much of the strap rail sidered by any means sufficient for the purpose, but it con-
laid for horse roads still in service. stitutes the nucleus of a fund which it is expected will be-
Although, as stated, the company in 1896 and 1897 was come ample as the earnings of the company increase and
not earning fixed charges, it was stipulated by Mr. Beggs, permit a larger percentage to be devoted to the reserve,
before he would undertake the management, that beginning Mr. Beggs has said that were he to build and equip a
immediately there should be set aside from earnings the brand-new, up-to-date electric railway under a limited fran-
sum of $15,000 per month to be used for reconstruction and chise, he would, with the first turn of the wheels, at once
renewals and the creation of a depreciation reserve, and provide not only for a depreciation reserve that would insure
that no dividends on the preferred stock should be expected the preservation of the physical property at the highest effi-
for five years. (, Payment of dividends on the preferred ciency possible, but also for an amortization reserve that
stock was, however, begun after four years.) In 1897 the would insure the integrity of the capital invested. The situa-
$15,000 per month, or $180,000 per year, to be set aside or tion of the Milwaukee company in 1897 and of the St. Louis
used for renewals amounted to about 15 per cent of the company two years ago was, however, very different from
gross earnings. The sum reserved for this purpose was kept that of a brand-new property. Therefore, since neither had
at $15,000 per month until the gross earnings had increased the earning capacity to provide the depreciation and arnorti-
to about $1,800,000 per annum, and since then, up to the zation funds necessary to compensate for actual wear of
present, the sum set aside for depreciation and renewals physical property and for the diminution in length of the
has been 10 per cent of the gross earnings. Because of the franchise term, the policy has been to set aside for reserves
need of rebuilding track and replacing worn-out equipment at first such amounts as it was considered the property
it was not expected that the funds set aside for deprecia- could bear, with the intention of increasing, both absolutely
tion would accumulate as a reserve, and in fact for several and relatively, the amounts so reserved as the earning power
years the expenditures for renewals and replacements became greater.
greatly exceeded the amounts specified for this purpose, and In this connection may be noted what has been done by
in 1900 the "Depreciation Reserve" showed on the wrong two other companies of which Mr. Beggs is president. The
side of the ledger. Milwaukee Light Heat & Traction Company, which is a sub-
In 1898, a year after the policy of providing for depre- sidiary of The Milwaukee Electric Railway & Light Com-
ciation was adopted, there was also set up an "Amortization pany, began to provide for depreciation by setting aside 5
Reserve" to provide for the redemption of the capital when per cent of gross earnings in 1903; in 1904, the amount was
the franchises should expire, which would then have been, 6 per cent; in 1905, it was 7 per cent; in 1906, it was 8 per
on the average, in 1924. The company was granted a new cent, and for the current year will be 9 per cent of the gross
franchise, effective January 2. 1900, consolidating and rx- earnings. Similarly the Wisconsin Traction Light Heat &
tending the old grants until December 31, 1934. Tin' "Amor Power Company, of Applelon. Wis., a reorganization and con-
ization Reserve" at the end of 1900 amounted to $360,000 solldation of a number of properties effected In 1900 began
.'520
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 10.
wiili i he current year to set aside 5 per cent of gross earn-
ings for depreciation.
NEW ENGLAND STREET RAILWAY CLUB.
The February meeting of the New England Street Rail-
way Club was held at the American House. Boston, on the
evening of February 28, 1907, Vice-President Reynolds being
in the chair. The speaker of the evening was Professor A. S.
Richey of the Worcester Polytechnic Institute, his subject
being "Electric Car Testing." An abstract of his paper
follows :
Car equipment tests ordinarily are divisible into tests
of the apparatus before assembly on a car and tests under
complete or partial service conditions. The manufacturers'
tests usually are for the purpose of determining the efficiency
and relative data, and in the case of motors also may in-
clude tests of equipment under constant load for the deter-
mination of the heating rate and consequently the capacity
of the motor. These stationary indoor or floor tests cannot
of themselves give a true knowledge of the later performance
of the same motor in actual service unless made with the
proper allowance for the difference in fixed conditions com-
pared with variable service conditions. The main differences
arise from the variations in. the load and voltage on the
motors and the better ventilation secured in actual service.
Flywheels have been used in manufacturers' stand tests to
imitate the inertia of the car, the brakes furnishing an imi-
tation of the train resistance, including curve and grade re-
sistance. The value of these tests depends upon the proper
assuming of train resistances and ventilating conditions;
these assumptions should have, therefore, for their bases,
tests that have been made on cars under actual operating con-
ditions, or "car tests" in place of "motor tests." It is to such
tests, made under actual operating conditions, that these
notes mainly will be confined.
Such car tests may be made to determine the proper
constants for use in applying motor-test results, or to deter-
mine certain data pertaining to the particular stretch of
track, shape, size and weight of the car or train under con-
sideration. They may be to determine the relative value of
locomotive train, multiple-unit train or single-car operation,
of double or quadruple motor equipments for the particular
service in question, and to determine rates of acceleration,
coasting or braking, heating values or train resistance.
The temperature rise of the motors and the train resist-
ance at the speed under consideration are the values of
greatest importance in considering the adoption of a motor
equipment for any given line. Professor Richey next dis-
cussed the usefulness of speed-time-current-distance curves
and indicated the methods of plotting them. They enable
the engineer to predict the speed and current consumption
at any point on the line, to determine the service capacity
of motor equipments for given schedules and the correspond-
ing power consumption. Motor tractive effort is usually
obtained from the characteristic curves of the manufacturers.
The resistance of the track bears a pretty well-defined
relation to the grade and curvature. Though the grade-re-
sistance factor has been found constant and repeated tests
have shown consistent results for the curve-resistance factor,
train resistance is a more or less uncertain matter unless
backed by experience or tests with the particular class of
equipment under consideration. It varies with the size,
shape, weight and number of cars comprising the train as
well as the speed. It varies, not directly as the speed, but
as some power of the speed, the exponent of this quantity-
being not greater than 2 and probably varying with the size,
weight and shape of the train and perhaps with the speed.
A formula has not been definitely deduced which can be
applied to all cases as yet, and therein lies one of the uses
of car testing — to determine the values of train resistance
for a particular class of equipment under consideration, that
they may be used in plotting speed-time-distance curves, <50
useful in solving many if not most of the problems of elec-
tric railway design.
The current time curves, giving the variations in the
input to the motors, may be used to determine the service
capacity of the latter if the heating characteristic of the
motor under like conditions be known ; otherwise, it also may
be necessary to resort to the car test in order to determine
this. Car tests also are made to determine the relative
efficiency or operating costs of various parts of the car equip-
ment, such as controlling or braking apparatus, brakeshoes,
wheels of various materials, trolley apparatus, different de-
signs of trucks, springs, etc.
Reference was made to the test tracks maintained by
the large manufacturing companies, the Berlin-Zossen tests
and the extensive tests of the electric railway test commis-
sion in connection with the St. Louis exposition.
In tests where motor performances and train resistance
are to be studied, it is usual to provide instruments show-
ing values of voltage, current and speed. Speed values gen-
t-rally are obtained by measuring the voltage of a small
magneto-generator, belted or geared to the car axle, its volt-
age, of course, varying with the speed. All these values are
read or recorded simultaneously at short intervals of time,
plotting these values against time, as ordinates: or auto-
graphic or semi-autographic instruments are provided which
plot curves showing the desired values on a strip of paper
moved under the instrument pens at a constant rate of
speed. Recording wattmeters also are generally provided;
the rise in temperature of the motors is measured by both
thermometer and resistance methods, and the time of pass-
ing certain landmarks and the beginning and end of grades
and curves, where possible, also is recorded.
Professor Richey referred to the extensive tests made in
1902 on the interurban lines of the Union Traction Com-
pany of Indiana by the Westinghouse company and the elec-
trical engineering department of Purdue University. The
tests were made by the electric company in order to secure
general data on the performance and requirements of motors
for such service; by the Purdue men as thesis work and by
the railway company to secure information on train resist-
ance and motor performance for use in specifying motors for
a 100-mile extension then contemplated, and also to aid in a
decision as to the adoption of two or four-motor equipments
for that extension. Professor Richey emphasized the im-
portance of using autographic instruments but stated that a
perfectly satisfactory recording instrument capable of work-
ing accurately on a moving car has not yet been attained
although approaches are being made to it from several
directions.
A description of the semi-autographic apparatus devised
by Mr. John D. Keiley and as used by' the Interborough
Rapid Transit Company of New York, the Brooklyn Rapid
Transit Company, the Boston Elevated Railway Company
and others, was then given. The striking feature of this
apparatus is the arrangement made to follow the various
instrument needles' motions and record the movements on
paper. This is done by a centralized disc over each instru-
ment, which is connected with a pen bearing on the moving
strip of record paper, the disc being moved by a handle as
the observer follows the variations in the needle. Typical
records and lantern slides of its equipment were shown with
reference to the wattmeters for integrating the total power
consumption of the car, the square root of the mean square
of the current per motor, energy consumption of multiple-
unit control apparatus, air compressor, motor, etc. The use
of the location marker pencil, operated by a magnet and push-
button system also was described. Special tests made by
the students of the Worcester Polytechnic Institute were
described and the methods of checking speed and distance
records by calculating the area underneath speed-time curves,
the comparison of total current curves and current per motor
curves, were taken up. The calculation of train resistance
was briefly touched upon.
One of the most interesting features of the paper was a
description of the development of the plans for testing elec-
tric car equipment in the new electrical engineering labora-
tory of the Worcester Polytechnic Institute, now nearly com-
pleted. A special car for tests will be a part of this equip-
ment. The car body, which is being built by the Cincin-
nati Car Company, is 40 feet in length and externally closely
resembles the interurban cars of the day with baggage com-
partment, although the interior will be devoid of the usual
car furniture, leaving all space clear for the apparatus and
observers. The car will be carried by Baldwin M. C. B.
trucks and equipped with four G. E.-80 motors, K-28 control
and General Electric straight airbrakes. All of the car wir-
ing will be done from a slate panel-board inside the car so
March 9, 1907.
ELECTRIC RAILWAY REVIEW
•421
that the instruments may be included in any portion of the
circuit desired. The car is being equipped for the purpose
of offering the greatest facilities for instruction, experiments
and tests of all kinds in electric car equipment.
The laboratory also will be equipped with a car-testing
stand. A concrete foundation at the bottom of the pit, having
I-beams embedded in it, serves as a bedplate for the apparatus.
Four bearing stands are provided which may be moved along
the I-beams and fastened to them at any point suiting the
wheel and truck-base of any car. Each bearing stand car-
ries a shaft upon which is mounted a pair of supporting
wheels, the periphery of which is the shape of a standard
T-rail, the two wheels being mounted on the shaft just track-
gauge distances apart. The shafts also carry flywheels built
up of various thicknesses of boiler plate, so that the weight
easily may be changed over a wide range. There also is
mounted on each shaft a G. E.-57 motor arranged as a sepa-
rately excited generator. A traveling crane serves the test-
ing stand and the balance of the laboratory.
A car may be run over the stand and let down upon the
supporting wheels, each pair of carwheels resting upon a
corresponding pair of supporting wheels. The car is kept
from moving endwise by being fastened at one end to an
anchor post. If the car is started it will, as a whole and
relative to the building, stand still, but its motors and wheels
will revolve, and with them the supporting wheels. This mo-
tion will be retarded by the inertia of the steel-plate fly-
wheels, which can be built up to imitate correctly the inertia
of the car itself if it were moving on a stationary track. The
train and grade resistance are imitated by loading the G. E.-
ST motors acting as generators and these can be varied at
will. As the four generator armatures are in parallel and
their fields separately excited in series with one another,
they also act to keep the speed of the four supporting shafts
uniform with each other at all times. Any car on the stand
thus can be operated with the same energy consumption as
in regular service conditions, and the drawbar pull at any
speed and current can be measured with a traction dynamom-
eter. This test stand, upon which either the institute's' car
or one from any outside road may be operated, will afford
opportunity for instruction and tests not available anywhere
else. Two complete systems of multiple-'unit control. General
Electric and Westinghouse, will be mounted in operative con-
ditions at the side of the testing stand, and either they or the
K-28 control of the car itself can be connected to the panel-
board of the institute car. Westinghouse, General Electric
and National airbrakes can also be operated upon the test
stand.
SINGLEPHASE, 11,0C0-VOLT LINE IN COLORADO.
E. H. Gary on Steel Situation.
E. H. Gary, chairman of the board of directors of the
United States Steel Corporation, when asked for his opinion
as to the state of the steel trade, said :
"The steel situation is sound from every standpoint. The
United States Steel Corporation is booking more new busi-
ness than at this time last year. New orders, in fact, are
running about 6,000 tons a day in excess of what they were
a year ago. Unfilled business shows little change as com-
pared with the tonnage reported on December 31, 1906. There
has been a slight falling off in orders, as compared with the
unusually heavy bookings in the last quarter of last year,
but new business is equal to the capacity of our mills. At
this time of the year there is generally a falling off in the
demand from railroad companies. We only wish we had
more capacity in order to meet the requirements of con-
sumers more promptly."
A franchise has been applied for at Geneva, Switzerland,
i" build a railway from Zermatt to the summit of the Mat-
ternorn. The project includes a cog and ratchet road from
the Viege-Zermalt station to the Lac Noir, 2,508 meters. The
entire system is to hi- operated by electricity. It is esti-
mated that it will require four years to complete the road
and that it will cost $2,000,000,
As announced in the Electric Railway Review for Feb-
ruary 16, page 221, construction work is now in progress on
the new lines of the Denver & Interurban Railway Company.
It will be remembered that this company will build 16 miles
of new track on the right of way of the Colorado & Southern
from Globeville, a suburb of Denver, to Louisville Junction.
From the latter point to Boulder the two existing tracks of
the Colorado & Southern will be equipped for electrical ope-
ration.
A large quantity of earthwork will be necessary in grad-
ing for the new track, but it is expected to construct a track
over which trains of three multiple-unit cars each may be
run at 60 miles per hour. The rails for the new track weigh
85 pounds per yard and slag will be used for ballast.
Power for the operation of the new line will be pur-
chased from the Northern Colorado Power Company, which
is now completing a 10,000-kilowatt capacity turbine station
at Lafayette, Colo., about four miles distant from the mid-
point of the new line. Single-phase current at 11,000 volts
pressure will be fed direct to the No. 0000 grooved trolley
wires at Louisville Junction. At this pressure no transmis-
sion lines other than the trolley wires will be necessary,
neither will there be required any transformer stations. The
trolley wire will be hung from a catenary messenger sup-
ported by brackets and wooden poles. The height of the
wire above the track will be 22 feet and the poles will be
set 8 feet from the nearest rail. This location of the poles
and the use of a comparatively short bracket arm will place
the trolley wire at one side of the track, and over a line be-
tween the rail and the end of the ties nearest the poles.
Current will be taken from the wire with two bow or
pantagraph collectors mounted on opposite sides of the car
so that one will be available for operation in each direction.
The company is now making preliminary designs for
new high-speed interurban cars. The new equipments will
weigh about 46 tons each and will be operated by four 125-
horsepower single-phase motors. The car bodies will be of
the steam-coach type, both straight passenger and combina-
tion, 55 feet long over all and 10 feet wide over all. The
combination cars will have baggage compartments 8 feet
long and both types will have forward cabs 5 feet long. The
straight passenger cars will seat 64 passengers.
The Denver & Interurban Railway Company is also build-
ing a street car system in Ft. Collins, Colo. The new work
here includes the construction of six miles of city track, the
erection of the necessary shops and operating buildings and
the erection and installation of a 600-kiIowatt rotary current
substation. The local system will be operated by 550-volt
current from this substation, power being purchased from the
Northern Colorado Power Company.
For use on the Ft. Collins lines the company has placed
an order for eight semi-convertible cars with the Woebber
Brothers Carriage Works, Denver. These cars are to be 40
feet long over all, equipped with four 40-horsepower motors
have vestibuled platforms, seating capacity of 40 passengers,
The Indiana Columbus & Eastern Traction Company is
preparing to let contracts for the building of the London cut-
off and other improvements on the Columbus and Spring-
Meld division. The cutoff will be a single track five miles
long between Lafayette and Summerford in Madison county,
().. and will shorten the line between Columbus and Spring-
field about seven miles. Other improvements that are to be
made include the increasing of the capacity of the substation
ii Brighton near Springfield, the installation of a portable
substation on the Columbus end of the division, and the
renewing of the track by ballasting and replacing about 20,000
ties. Passenger stations will also be erected at Lafayette
and Summerford.
322
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 10.
OPERATION AND CONSTRUCTION OF THE ELGIN &
BELVIDERE RAILWAY.
BY R. II. RICK.
The formal opening on February 2, 1907, of the Inter-
urban line between Elgin and Belvidere, 111., brought into
the electric railway field a high-speed line that has excep-
tional opportunities for developing a rapidly increasing
ihrough traffic in the territory served by it and by the lines
The operating office of the Elgin & Belvidere Electric
Company is at Marengo, 111. The building occupied by the
company is located at the intersection of the two main
streets of the town and provides a waiting room, ticket
office, freight room, trainmen's quarters and superintendent's
office. The substations at Gilberts, Union and Garden Prairie
contain passenger, freight and baggage rooms. At Elgin and
at Belvidere waiting stations are jointly maintained by the
Elgin & Belvidere Electric Company and the connecting rail-
Elgin & Belvidere Electric Company — Plan of Combination Car.
with which it connects. This new line is the property of the
Elgin & Belvidere Electric Company and extends from Elgin
in a northwesterly direction to Belvidere, a distance of 36.5
miles.
Route and Connections.
The road connects at Elgin with the Aurora Elgin & Chi-
cago Railway (the third rail to Chicago), also with the
trolley line operated by the same company extending to
Aurora and connecting with other roads to points beyond.
At Belvidere connection is made with the Rockford & Inter-
urban Railway operating west from Rockford to Freeport.
From Rockford, the Rockford Beloit & Janesville Railroad
way companies with which it has a mutual working agreement.
The Belvidere terminal is shown in one of the accompanying
illustrations. The schedules have been arranged so as to give
patrons close connections with all trains running east, west
or north. By this arrangement what is practically a through
service from points north and west of Belvidere to Chicago
and all points on the Aurora Elgin & Chicago Railway is
obtained.
The running time between Elgin and Belvidere is now
one hour and forty-five minutes, but as soon as the track has
settled, the time will be reduced to one and one-half hours.
An hourly schedule is maintained in both directions. Regu-
Elgin & Belvidere Electric Company — Belvidere Terminal, Showing Elgin & Belvidere and Rockford & Interurban Cars.
operates a line north which will afford a direct route to
Madison when extended. A short extension from Marengo
may possibly be built northward to Harvard, thus making
connections with the Chicago Harvard & Geneva Lake Rail-
way, affording transportation to Geneva Lake from Chicago
and intermediate points.
The region through which the Elgin & Belvidere Railway
and its immediate connections pass is a well settled and
prosperous community and offers opportunities for a large
passenger and freight traffic.
lar agency stations are maintained at Elgin, Gilberts, Hunt-
ley, Union, Marengo, Garden Prairie and Belvidere. Stops
are regularly made at these stations and upon signal cars
will pick up passengers at any of the principal highway cross-
ings along the line. Limited trains will later be added to the
service.
The regular meeting points for cars are at Almora, 3%
miles from Elgin, Smith's Siding, 17 miles from Elgin, and
Thome's Siding, 27.4 miles from Elgin. In addition to these
regular meeting points sidings are provided at Gilberts,
March 9, 1907.
ELECTRIC RAILWAY REVIEW
32:3
Marks, Huntley, Coyne, Marengo, Garden Prairie and Camp
Epworth.
The Stromberg-Carlson telephone system is used for dis-
patching trains. The main switchboard is located in the
ticket office at Marengo and telephone booths are main-
tained at each of the agency stations. Jack-boxes are con-
veniently located on poles every 2,000 feet along the line
and as each car is equipped with a portable box telephone,
the trainmen can, in case of trouble, quickly get into com-
nel is 43 feet long and has a width of 14 feet and a clear
height above the top of the track rails of 20 feet. The sides
of the tunnel spread out into wing walls at the ends. The
trolley is supported from mine hangers fastened to the under
side of a wooden trough. The telephone lines and trolley
feeders are carried through the subway on brackets set into
the side walls near the roof, while the high-tension lines
are taken over the track and telegraph lines of the railroad
company. The transmission line wires are mounted on 60-
~/?/GH7 or rtHt l/vf
ftmarr MmjjK^ jd*-?CutK.
Elgin & Belvidere Electric Company — Plan of Car House and Yards.
munication with the dispatcher. The standard interurban
train order system, as recommended by the committee of the
American Street and Interurban Railway Association, has
been adopted.
Track and Overhead Construction.
The railway is built on private right of way except
through the towns. Excessive grades and short radius curves
have been avoided. The longest tangent, 7 miles long, is
just west of Marengo. There are also many shorter stretches
foot poles set 50 feet center to center. Protection is afforded
by a guard net placed 25 feet above the railroad tracks.
Standard overhead equipment furnished by Porter & Berg
and the Ohio Brass Company has been used throughout. The
copper wire was furnished by the American Steel & Wire
Company.
A bridge over the Kishwaukee river is one of the inter-
esting points in the roadbed construction. It is of the ribbed
concrete-steel type, having four arches each S~M> feet in
«
S
■BRHBBB:
Elgin & Belvidere Electric Company — Kishwaukee Bridge.
of straight track that will figure prominently in running
trains on a fast schedule. There are no grade crossings
with railroads and the number of highway and farm cross-
ings is not large. The line passes under the Chicago & North-
western and the Chicago Milwaukee & St. Paul railroads.
The subway under the Chicago Milwaukee & St. Paul
Railway near Almora is of concrete construction. The tun-
length, and a solid concrete floor with 12-inch concrete
stringers for retaining the ballast under the track. The
approaches are built up on pile bents filled in with earth.
Details of the methods employed in building this bridge were
given in an article in the Electric Railway Review of August,
1906, in which many details of the track and overhead con-
st ruction were described.
324
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 10.
Power is purchased from the Aurora Elgin & Chicago
Railway and is transmitted from its Clintonville substation,
across the country and around Elgin to the right of way of
the Elgin-Belvidere line. The current is three-phase, 25-
rycle at 26,400 volts, which is stepped down and distributed
from rotary-converter substations at Gilberts, I'nion. anil
Garden Prairie, approximately lo miles apart. The three
buildings are practically alike In construction and were de-
scribed in the article previously mentioned, in which a ver-
line conductors are separated by brick barriers. The main
high-tension lines pass out of the building in a manner sim-
ilar to the incoming lines, the arrangement virtually making
a loop of the high-tension lines into the building.
The local lines, which are tapped off from the main con-
ductors in the barriers, pass through lightning arresters,
choke coils and oil disconnecting switches.
The lightning arresters are of General Electric 26.400-
volt, three-phase, multiplex type and the oil-cooled choke
Elgin <£. Belvidere Electric Company — Interior View of Passenger
Car.
Elgin & Belvidere Electric Company — Substation at Union, lit.
tical section illustrates numerous features. A foundation
plan of the substations at Union and Garden Prairie is pre-
sented herewith and illustrates some features not shown in
the vertical section.
The main portion of each substation is 29 feet 3 inches
by 30 feet 5 inches and in the rear is an extension 11 feet
8 inches by 25 feet 7 inches, extending 16 feet above the
ceiling of the main portion of the building. This tower re-
ceives the incoming high-tension lines on a rack fastened
coils are also of General Electric manufacture. The three
transformers, which are delta connected on both the primary
and secondary sides, are each of 110 kilowatts capacity and
step down the voltage from 26,400 to 370 volts. The three
transformers feed into an alternating-current rotary panel of
the switchboard which is thoroughly equipped to control the
rotary.
The three-phase. 25-cycle, rotary converters are of 300
kilowatts capacity, designed for 370 volts on the alternat-
ing-current end. The direct-current voltage is 600, the cur-
Elgin & Belvidere Electric Company — Typical Cut.
outside the front wall of the building, the wires being carried
over a parapet wall on two 45-foot poles located opposite the
front of the building. All wires are supported by Locke
No. 606 high-tension strain insulators. The wires enter the
building through porcelain tubes mounted inside of three
concentric fiber insulator tubes and pass through lightning
arresters and oil disconnecting switches. Beyond these the
Elgin & Belvidere Electric Company — 7-Mile Tangent West of Ma-
rengo, III.
rent being fed into a direct-current switchboard containing
two feeder panels of 1,200 amperes capacity serving the
trolley line. The feeder panels are equipped with a 1.200-
ampere General Electric C. P. circuit breaker, a 1,500-ampere
T. F. T. ammeter with shunt, and a 1.500-ampere single-pole
single-throw quick-break main switch. All of the electrical
March 9, 1907.
ELECTRIC RAILWAY REVIEW
325
equipment, including the rotary converters, switchboards,
transformers, oil switches, choke coils and instruments, was
furnished by the General Electric Company and consists of
their standard type of apparatus designed for this work. At
present one rotary converter only is installed in each station.
The space left for additional equipment is shown in the ac-
companying ground plan of the substations. The location
of the conductors connecting the various pieces of apparatus
may also be seen.
All wiring is done in 3-inch tile ducts imbedded in the
concrete floor as shown by the section along BB.
Rolling Stock.
The passenger cars used on the line are of the Pullman
■double-truck single-ended vestibule type manufactured by
**,r.**>tt*
y5£e?7-/o/v ZD./D
'Elgin & Belvidere Electric Company — Section Through High-Ten-
sion Ducts.
the St. Louis Car Company. An exterior view is shown in
the illustration of the Belvidere terminal. The cars have
an overall length of 47 feet 1 inch, a width over sheathing of
8 feet 6 inches and a height of 9 feet 4 inches from the under
side of the sills to the top of the roof, which is of the mon-
itor deck construction over the entire body.
The interior of the car is divided into two compart-
ments, the main portion being in accordance with standard
interurban practice, having transverse rattan seats of the
walkover pattern. The interior finish is of dark mahogany
with a ceiling decorated in green and gold and finished with
hronze metal fittings. The arrangement of the smoking
:"»bfj?i
IP
Elgin & Belvidere Electric Company — Section Through Concrete
Track Pits.
compartment is somewhat out of the ordinary. The motor-
man's cab is located at the forward end on the right side,
as shown In the detail plan. This allows the left side for
the use of passengers, affording an unobstructed view from
the transverse seats. Back of the motorman's cab is a slid-
ing baggage door. By dropping the three longitudinal fold-
ing slat seats, ample space for baggage is provided when
necessary. Heating Is secured by a Peter Smith No. 2 mag-
azine coil heater, located in the smoking compartment. A
speaking tube is provided to afford communication between
the motorman's cab and the rear vestibule.
While the car is intended to run forward under normal
conditions, a controller and air equipment has been pro-
vided in the rear vestibule to allow backward running if
necessary. Two trolley poles are also provided to facili-
tate running under such conditions. The trolley harps and
wheels were supplied by the General Electric Company. The
motor equipment, furnished by the same company, consists
of four 74-horsepower motors, with parallel controllers, and
all necessary auxiliary devices. The total weight of these
motors is about 15,000 pounds.
The interior lighting is furnished by 25 incandescent
lamps and an arc headlight is fitted at the forward end. All
ihe wiring is placed in concealed iron conduit.
The car is equipped with a truck pilot on the forward
end which is so arranged as to permit of two cars being
zs- y
' . , • . *==» ~
tl
qj qu
±J?
—
r
T ' 1
h
30-
Elgi
n & Belvidere Electric Company — Plan of Rotary-Converter
Station.
coupled head on. The total weight of the car with its equip-
ment is 32 tons.
The baggage and express cars used on the line have
double trucks and are 45 feet long over all and S feet 6
inches wide. These cars are made to conform in general
exterior appearance to the passenger cars. They are equipped
with four G. E. 65-horsepower motors and straight airbrake
equipment, being intended to run at a maximum speed of 30
miles per hour.
Car House and Shops.
The car house and repair shops are located just outside
of Marengo. The main building, 91 feet by 105 feet in area,
is of brick, concrete and steel and is divided longitudinally
into two equal bays, one of which is designed for the car
repair work and the other for car storage purposes. The
machine shop, which is equipped with a lathe, drill press
and other tools essential in repairing cars, occupies the north-
326
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 10.
east corner of the bay set aside for the car-repair work. The
structure is lighted by four saw-tooth skylights which ex-
tend the length of the building. An addition 21 by 50 feet
in floor area has been constructed at the northeast corner of
the main building. In this portion are located a boiler room,
and a coal and oil storage room. The superstructure of the
building is of brick and the roof of frame construction.
The Arnold Company of Chicago had charge of the en-
tire engineering and construction work, which was super-
vised by George A. Damon, managing engineer, George Wes-
ELECTRIC RAILWAY AFFAIRS IN GREAT BRITAIN.
■b^££^3g^~~
Elgin & Belvidere Electric Company — Section Through Low-Tension
Ducts.
ton, civil engineer, E. N. Lake, electrical engineer, and W. H.
Rosecrans, superintendent of construction. The general of-
fices of the Elgin & Belvidere Electric Company are at 181
La Salle street, Chicago, and the operating offices are at
Marengo, 111., as before stated.
UNUSUAL OPERATING CONDITIONS AT BIRMINGHAM,
ALA.
The city of Birmingham, Ala., with a population of 100,-
000, and a suburban population of nearly as many more, is
located in an iron and coal mining district which is well
served by steam and electric railways radiating from the cen-
ter of the city. The Birmingham Railway Light & Power
Company operates 1^ regularly scheduled cars over its lines.
Under average conditions the tracks of the steam railways
are crossed by an electric car approximately 40,000 times
daily. This is an unusual condition and yet it has been
met so successfully, by the operating department that during
the year 1906, when the total number of crossings made
exceeded 14,500,000, there were but seven railroad crossing
accidents. Six of this number were so trivial that no one
was injured and the cars were repaired at a small expense.
In the operation of cars within the city a schedule speed
of about 11 miles per hour is maintained. All railway cross-
ings are flagged either by the conductor or a regular flagman,
and the cars are required to come to a stop before a cross-
ing is reached. During the rush hours of the morning and
evening a number of extra flagmen are stationed at the cross-
ings on the main lines. Aside from these provisions for the
safety of cars the remarkably good year's record is due to
the careful instructions of motormen and conductors and to
the thorough working of a closely organized operating de-
partment.
The organization of the railway department consists of a
superintendent, assistant superintendent, superintendent of
transportation, dispatcher and 12 division superintendents.
The street railway traffic of Birmingham varies some-
what from that of other cities inasmuch as the burden of
the patronage is drawn from the suburban districts. Less
than 40 per cent of the business done by this railway is
drawn from inside the corporate limits. This condition is
partially due to the many large steel mills and iron and coal
mines located outside of the city. The residence district
is far removed from the business center.
Though no suburban line is more than 13 miles in length
practically one-half of the company's 125 miles of track has
been built to serve the suburban towns. The suburban lines
are: a north line and a south line to Bessemer, each 13 miles
long; a north line and a south line to Ensley, each 7 miles
long, and lines to Gates City, 6% miles; East Lake, 6% miles;
North Birmingham, 4 miles; Avondale, 5 miles; Bessemer to
Jonesboro, 3 miles; Tuxedo to Wylan, 2 miles, and from
Ensley to Wylan, 3 miles.
(FROM OUB LONDON CORRESPONDENT. )
One of the results of the introduction of electric traction
on the underground railways in London has been a somewhat
serious increase in the wear and tear of the rails. Some state-
ments of an alarming and random nature have been made on
this subject, and these have led to inquiries as to the effect
the extra maintenance of the permanent way is likely to have
on the companies' expenses. The state of things is by no
means so bad as has been represented; but that the wear
of the rails is greater under the altered conditions admits of
no doubt, and the matter is one that is engaging the attention
of the companies concerned. The rails on the lines in ques-
tion have always shown an abnormally short life, owing to
the frequency of the trains passing over them and to the
constant starting and stopping due to the short distances be-
tween the stations. This was the case in the days of steam
traction, and there are various reasons to account for the still
greater wear that takes place under electrical conditions. In
the first place the new rolling stock is differently constructed,
and there is a greater dead weight on the axles, the wheel-
base is shorter, and the diameter of the wheels is less. Then
the electric trains, having a motor at each end, are subject
in working to both a pull and a push, and this has the effect,
especially on curves, of causing the wheels to grind on the
side of the rails. Again, the greater acceleration of the trains
in starting and the application of the quick-acting brakes in
stopping tend in the direction of more wear and tear on the
permanent way. To counteract this wear and tear various
experiments are being tried, the most important being the
adoption of a harder steel for the rails and the more liberal
use of check-rails at curves. By the application of these and
other means it is fully expected that after a short experi-
ence it will be found that the cost of maintenance of the
permanent way of the electrified lines will not be materially
greater than it was under the old conditions. On certain of
the continental electric railways, notably in Berlin, serious
damage has been caused to the rails by the so-called "wave-
like wear," under which, at intervals, varying from a few
inches to a foot or more in length, the surface of the rail
becomes undulated, or worn into a series of ridges and de-
pressions. The cause of this singular phenomenon has been
the subject of much controversy among experts, and while in
some cases it has been ascribed to inequalities in the hard-
ness of the rail metal, due to imperfections in the rolling
process, it has in other instances been attributed to the os-
cillations caused by the motor and to the absence of suitable
springs. Observations made in the vicinity of stations and
in parts of the line where the speed is normal have given
contradictory results.
* * *
In connection with the electrification of the London,
Brighton & South Coast Railway, which has now been in hand
for some months, and which it is expected will shortly be in
operation between Victoria and London bridge via Battersea
park and Brixton, a new type of passenger coach has been
designed by the company's consulting electrical engineer,
which has now been definitely adopted for the new service.
In the new type of carriage the side doors now in use on the
suburban lines will be retained, but communication with the
different compartments will be afforded in that the divisions
between the compartments will not be built completely from
one side of the coach to the other, but will allow of a space
of 18 inches between the division and one side.
This means of communication will not be in the form
of a corridor, as there will be no inner doors to the com-
partments such as are in vogue on many of the main lines.
It will, therefore, be possible for a passenger, once inside
the carriage, to enter any of its compartments. The coach
will be divided by a door in its center in order to separate
March 9, 1907
ELECTRIC RAILWAY REVIEW
327
smoking compartments from the non-smoking ones. For a
half of the coach the communication will be on one side,
and on the other side for the other half, so as to equalize
the convenience of the new departure irrespective of which
side of the coach the platform should happen to be. The
new electric rolling stock on the Metropolitan and District
railways contains but three doors to a coach, two of which
are intended for entry and one for exit, but as most people
who use these railways are aware the doors are generally
used indiscriminately, frequently with inconvenience to the
passengers. The same objection applies to the carriages in
use on the various "tube" railways, where there are but
two doors to a coach. The new type of carriage adopted by
the London, Brighton & South Coast Railway will, it is con-
fidently anticipated, greatly obviate these disadvantages, as
there will be seven doors on either side of the coach, and the
expenditure in space will be less than in the instances cited,
as a coach of seven compartments will have seating accom-
modations for 70 passengers. With this system a passenger
will be enabled to search for a seat after he is in the car-
riage, instead of having to do so before he enters it, as is
at present the case on the suburban lines; this, in addition
to the increased convenience afforded to the passengers, will
render possible a great saving of time in the train's stop-
pages. It is intended to furnish these new coaches with four
10-candle power lamps in each compartment, which should
result in an additional improvement. It is worthy of note
that this railway is the first of the existing London railways
to undertake the electrification of its suburban lines. Should
the portion now being converted prove to be financially suc-
cessful it is contemplated to extend the system, which is
high tension overhead, to the Crystal Palace, to Croydon, and
to Sutton, and in that event the electrification of the whole
line to Brighton may ultimately be undertaken.
* * *
A system that is not much known in the south of Eng-
land is the Wirral Railway, a line, however, of great impor-
tance in the Liverpool district. The railway connects Liver-
pool and the Birkenhead docks with seaside and residen-
tial resorts, such as New Brighton, Hoylake and West Kirby,
and two new stations are to be erected immediately on the
New Brighton branch. New coaches, to be run as single-car
trains at such times of the day when a frequent service of
heavy trains would be unremunerative, have been built for
this service. The Wirral Railway has several claims to par-
ticular interest. One is that it was incorporated under its
present title by a certificate from the Board of Trade under
the powers given by the Railway Construction Facilities Acts,
and another is that sections of the railway are now owned by
the Great Central. This is one of the few instances where
portions of a railway still enjoying separate ownership have
been absorbed by another company. Of wider interest is
the fact that the company has powers to electrify the line,
although advantage has not yet been taken of them. The
remarkable development of railway electrification in the
Liverpool district seems to render the conversion of such
local ;ines a^' are still steam-operated a matter of course. In
this connection it is worthy of note that the route mileage
of electric lines in the district is already over 35 miles, whilst
the through running arrangements in force materially increase
the value of the converted systems.
* » »
With the beginning of the new year the District Rail-
way put in operation a further instalment of the increases
in its train service made possible by electrification. With
the old steam service the maximum capacity of the line was
18 trains an hour, and this was given only during the rush
hours. By the increased service now inaugurated the maxi-
mum capacity has been raised to 24, equal to a train each way
every 2% minutes, and during thi of the day a
3-minute service, or 20 trains an hour, is maintained. The
increases that have been introduced are certain to be popular,
as they very greatly improve the facilities of such important
residential districts as Richmond, Ealing and Wimbledon. The
simplicity with which increases of this nature can be adopted
on a busy system is oue of the most striking object lessons
afforded until now of the flexibility and adaptability of an
automatic-signaled electric railway. It is generally recog-
nized that automatic signaling is more than a perfected
mechanical device and a safety factor. It forms one of the
most effective means of increasing receipts. This is accom-
plished by its vast possibilities in increasing the possible
train service without additional capital expenditure.
FINDING OF THE CORONER'S JURY ON THE NEW YORK
CENTRAL WRECK.
The examination of witnesses before the coroner's jury
and the state railroad commission to determine the cause of
the wreck on the electrjfied lines of the New York Central
at Woodlawn on February 16, was continued on February 27
and 28 and on March 1, 2 and 4. Vice-President W. J. Wilgus,
who had supervision of all the construction work in the
electric zone, testified before the state railroad commission
as to the organization of the expert commission appointed to
supervise and direct the installation of the new electric sys-
tem and as to the tests of the new locomotives. The witness
said the maximum speed attempted during the trial tests was
57 miles an hour while 75 miles an hour was the speed for
which the locomotives were designed. During the tests there
was a slight spreading of the gauge of the track at one
point, but the rails were not displaced. Subsequent to the
official test the witness drove a locomotive over the line at
the rate of 83 miles an hour. Mr. Wilgus stated that safety
was the first aim of the committee in the installation of the
system and that the line had been turned over by him in
good condition for operation. The actual running of trains
came under the direction of the operating department.
Mr. Wilgus followed Mr. Newman before the coroner's
jury with somewhat similar testimony. After hearing Mr.
Wilgus the state railroad commission called to the stand
A. H. Smith, general manager. Mr. Smith told the condition
of the track at the curve just prior to the accident and of
the daily inspection of the track on the Harlem division. Mr.
Smith said that only in special instances was he in charge of
laying original tracks; that the roadway was in safe condi-
tion for the operating of steam trains and that when the
new locomotives were received his men were instructed to
take them out and handle them roughly with a view to test-
ing both engines and other equipment. He did not think the
operating department should be held responsible for a fail-
ure to reconstruct the roadbed if that was necessary. The
testimony of Mr. Smith had the effect of appearing to place
the responsibility upon the electrical commission. Mr. Smith
stated that since the wreck the rails on the curve had been
double-spiked, to make assurance doubly sure.
The final hearing before the coroner was held on March
4 and the witnesses were Professor Lovell of Columbia Uni-
versity, Prof. George F. Swain of the Massachusetts Insti-
tute of Technology, Vice-President Wilgus, General Manager
Smith and General Superintendent McCormack. After a de-
liberation of 40 minutes the jury returned its verdict. After
reciting the death of 23 persons and the circumstances of the
wreck, the verdict said:
We find that the derailment was caused by a portion of the
track consisting of one of its easterly rails being forced out of its
proper position.
That said rail was forced out of Its proper position by the im-
pact upon It of the above mentioned Brewster express train.
That said train, made up as it was shown to have been, was
running at a speed in excess of what has proven to be safe for
such a train on a track laid at the existing curvature at this point,
the rails of which were fastened on in the way they have proven
to have been fastened, and the superelevation, such as It was
proven to have been, of four and one-half inches.
That the running of said train at an unsafe speed over said
track exerted sufficient lateral pressure on the outr-r or easterly
328
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 10.
rail to cut oft or shear the heads of the spikes holding said rails
to the ties, thus permitting the displacement and the resultant
accident.
Our conclusion is that the New York Central & Hudson River
Railroad Company did not take safe and proper precautions to
guard its passengers at this point, and consequently were culpably
negligent, and that the responsibility for the existing conditions
seems to be divided between the construction and the operating
departments.
We recommend that the New York Central & Hudson River
Railroad Company be compelled to reinforce the fastenings of the
outer rails on all curves of their lines constructed as the one in
question was proved to have been constructed by the addition of
spikes, rail braces or increased superelevation, as from the testi-
mony given we feel that unless such precautions are taken other
accidents may be expected.
We further recommend that until the above strengthening is
completed over the curves not so reinforced the New York Cen-
tral and other lines be required to lower their speed on such curves
to so-called equilibrium speed, or one that is absolutely safe to
protect the lives of the passengers and employes, and that instruc-
tions to this effect be given to those in charge of trains.
Owing to the lack of information of the employes and the
representatives of the New York Central to determine with exact-
ness the speed of the electric train, we recommend that the com-
pany be compelled to install such instruments or make such tests
to determine the speed under varying conditions as will enable the
motorman to know with reasonable exactness the speed at which
trains are traveling. This information is to cover speed at the
three different positions of the controller lever, should be properly
tabulated and hung in a conspicuous place in the cab.
After the foreman of the jury had reported the verdict
the coroner asked if the jury found any one person responsi-
ble, to which the foreman replied that the verdict was as
he had given it. The coroner then said that under the cir-
cumstances he would hold the directors of the New York
Central and President Newman to the action of the grand
jury. They were paroled in custody of counsel. On the fol-
lowing day the assistant district attorney asked that the
court, in lieu of issuing warrants for the arrest of the presi-
dent and directors of the company, certify to the grand jury
that there is sufficient cause to believe that the New York
Central is guilty of the crime of manslaughter in the second
degree. This motion was granted.
An order has been issued limiting the speed of all trains
in the electric zone to 45 miles an hour on straight track
and 35 miles on curves.
SPECIAL CABS FOR CHICAGO & MILWAUKEE CARS.
BY I). C. 1IINSTORFF.
AUTOMOBILE EMERGENCY STATION.
Some interesting changes are being made by the Chi-
cago & Milwaukee Electric Railway Company in the re-
construction of the vestibules on 10 cars which were re-
ceived from the shops of the Jewett Car Company last
Several years ago the Birmingham (Ala.) Railway Light
& Power Company established an emergency station near the
center of the city of Birmingham, where supplies for all
emergency repairs for the railway, electric and gas properties
are stored. Experienced workmen are also kept at the sta-
tion in readiness to respond to alarms of fire or emergencies
of any nature. A description of this unique system appeared
in the Street Railway Review of April, 1903, page 211.
At the time the description referred to was published
horses were used exclusively in hauling emergency wagons,
but since that time the company has purchased six Pope-
Waverly electric trucks and two gasoline runabout automo-
biles for the use of the emergency department. These auto-
mobiles are kept in readiness night and day to respond at a
moment's notice to any alarm that may be sent in. In addi-
tion to these there are provided at the station two line cars,
three emergency trolley wagons and 22 light draft wagons.
The latter are used in hauling stores from one department to
another and in delivering supplies to points about the city
where new work is in progress or where repairs are being
made. A stable for the horses used in hauling the wagon is
maintained near the station.
When trouble arises on any of the company's properties one
of the emergency wagons and a crew of reserve workmen are
hastened to the scene. So successful has the emergency sta-
tion proven it is now planned to build a new and more com-
modious station to replace the one now in use.
Special Cabs for Chicago & Milwaukee Cars — Plan View.
spring. The reason for making these changes is partly to
have all the cars of uniform construction and partly to gain
the advantages of the peculiar arrangement of the cabs
which has been adopted by this road.
Among the principal advantages offered by the arrange-
ment are that the motorman is enclosed, thus preventing
conversation with passengers which would increase the lia-
The number of freight cars in service in the United
States in 1905 was 1.692,194, having a combined capacity of
50,765,820 tons.
Special Cabs for Chicago & Milwaukee Cars — Exterior View.
bility of accident as the result of his attention being de-
tracted from the proper operation of his car; and it further
enables the motorman to watch the rear steps without chang-
ing his position at the controller, which often saves consid-
erable time as the motorman can proceed without having
to wait for the usual signal from the conductor. The re-
moval of the control apparatus from below the center win-
dow also gives the conductor free access to the trolley rope
March 9, 1907.
ELECTRIC RAILWAY REVIEW
329
when leading the trolley through special overhead work or
in replacing it on the wire.
The accompanying plan view shows the partition of the
cab in three sections which are hinged together. One of
the sections is anchored to the end of the vestibule and
floor and the other two sections, which are hinged to the
first, serve as a door. When not in use the door folds
against the stationary section, thus taking very little room
and giving the vestibule a neat and finished appearance.
Single-sash windows are substituted in the vestibule in
place of the double-sash windows on each side of the center
drop windows. This eliminates the cross strip and gives the
motorman a clear and unobstructed view ahead. Another
interesting feature is the single door on the- cab side of the
vestibule which is fitted with a drop window allowing the
motorman to look out without opening the door.
The illustrations clearly show the new doors which are
made to resemble the folding doors which have been re-
tained on the opposite side and end of the car to give the car
body a more symmetrical and uniform appearance.
TRACTION ORDINANCES APPROVED BY CHICAGO
REPUBLICANS.
The platform adopted by the republican convention,
which nominated city officials in Chicago on March 2, urges
unequivocally the approval by voters of the Chicago City
Railway and the Chicago Railways Company ordinances at
the election on April 2. Fred A. Busse, now postmaster of
Chicago, was nominated for mayor. The attitude of the re-
publican convention is squarely opposed to that of the
democratic convention, which, as related in last week's issue
of the Electric Railway Review, renominated Mayor Dunne
on a municipal ownership, anti-traction platform.
The republican platform says that immediate and radical
improvement in and extension of street railway facilities are
the paramount need of Chicago. The platform says:
With growing indignation, but patient firmness, the people
have endured totally inadequate transportation service and sub-
mitted to flagrant disregard of their convenience and comfort on
the part of the traction companies. For 10 years street car pat-
rons have risked health and life in overcrowded, insanitary cars,
and suffered injury to their business and property through lack
of sufficient and continuous service, awaiting the time when a
settlement could be made with the companies that would properly
safeguard the interests of the city.
Such a settlement is at last possible through the adoption of
ordinances in support of which all disinterested and intelligent citi-
zens who have the interests of Chicago at heart can unite without
regard to differences of honest opinion as to the public or private
ownership or operation of municipal utilities.
On February 4, 1907, the city council passed two ordinances,
subject to referendum, which have for their purpose the immediate
reconstruction and practical unification of the street railway sys-
tems. They reserve to the city the right to purchase the lines
at an ascertained price at any time on six months' notice, and pro-
vide a direct and speedy method of bringing about municipal own-
ership. These ordinances received the votes of 57 out of 69 alder-
men of both parties, representing every section of the city. The
ordinances make practical and effective provision for the immedi-
ate and comprehensive improvement of street railway facilities
throughout the entire city, for much-needed extensions of lines, es-
ly in the outlying wards, and for a single fare over all the
lines of the four great systems within the present or future
limits of the city. They give the city control of construction,
equipment and extensions, and of the service itself. They make
the city a controlling partner in the enterprise, not only during the
period of reconstruction but of subsequent operation. The city
becomes a participating partner through provisions which limit
the annual profits of the companies to a 5 per cent interest return
and give the city 55 per cent of the net receipts, available for
the purchase of the properties or for an equivalent reduction of
fares. The ordinances provide for imme'diate construction of a cen-
tral subway, and its future extension, and for the immediate estab-
lishment of 21 through routes, by means of which the central busi-
ness district will be extended and new business centers established.
We believe these ordinances represent a great advance in mu-
nicipal legislation, and. if ratified by the people, will settle In an
equitable and satisfactory manner the question which has done so
much to retard the city's growth and prosperity. We commend
these ordinances to the support of the voters of Chicago, and
pledge the republican party, if they are adopted by the people,
t<> enforce all their terms and conditions, to the end that the street
railways of Chicago shall I" operate^ foi th< benefit of the people.
The Chicago Real Estate Board and the Chicago Com-
mercial Association have appropriated $1,000 each to aid the
work of the Citizens' Non-Partisan Traction Settlement Asso-
ciation. That association has passed a resolution stating
that its membership is composed of men favoring municipal
ownership as well as those who are opposed to it, but who
are united in favor of the adoption of the ordinances, believ-
ing that they solve the traction question in a prompt and
efficacious way; and further emphasizing that the associa-
tion is non-partisan in character and will not enter into de-
bates or discussions with organizations or individuals taking
a partisan position on the traction question.
Headquarters have been secured by the association on
the seventeenth floor of the Heyworth building, Madison
street and Wabash avenue, and plans have been made to
form subcommittees in each ward which will act under the
direction of the executive committee.
In an address before the City Club on March 2, Walter
L. Fisher, who drafted the traction ordinances while he was
Mayor Dunne's special traction counsel, explained the ordi-
nances and advocated their passage. Mr. Fisher said:
The advocate of imme'diate municipal ownership says: "Pro-
ceed at once to have the city acquire and operate the street rail-
ways," But to this the answer is two-fold: First, the city has
Tiut yet established its legal ability to do so. and it has not even
made a faint Iteginning to establish its ability to finance the
measures by which this must be brought about.
I know tin- validity of the Mueller law and of the $75,000,000
ordinance is directly involved in the test case now pending in the
supreme court of Illinois, upon which a decision can fairly be ex-
pected during the next few months. I know, also, that it is ex-
tremely probable the court will sustain the validity both of the
statute and of the ordinance.
The city has won its main contention in the 99-year cases,
but there are a multiplicity of other questions which were not
decided in that case and upon which, in fact, the supreme court
expressly reserved its decision. The Chicago City Railway Com-
pany was not even a party to the case, and will present new ques-
tions to the court.
If the supreme court of Illinois should sustain the Mueller
law and the case should not be further carried to the supreme
court of the United States, it would be possible for the city to
institute condemnation proceedings to acquire the tangible and in-
tangible property of the present companies.
But it may safely be asserted, first, that the price which the
city would have to pay under such proceedings would in no event
be substantially lower than that fixed under the present ordi-
nances, and that the success of the companies upon any one of a
large number of issues raised by them would easily increase the
price many millions of dollars, and, second, that by no possibility
could the property be acquired as speedily by means of condemna-
tion proceedings as under the present ordinances.
This leaves entirely to one side the important question as to
the ability of the city to finance such an enterprise under the
present municipal ownership ordinance, even if it should be sus-
tained by the supreme court of the state. It will be conceded, I
think, that I have been and am in a position to know what as-
surances can be given in this connection, and that it is violating
no confidence to state that there has been and there is now no
arrangement, either definitely or tentatively, under consideration
for the raising of $1,000,000 toward the purchase of these proper-
ties by the city, and that the present city administration knows
no more to what source it cou'd turn to secure $75,000,000 for this
purpose than does any gentleman in this room.
There has been no plan and there is now no plan which has
back of it any real assurance whatever that can be given to the
people of this community that the city authorities can raise $75.-
000.000 or any sufficient portion of that sum under the ordinance
now pending in the supreme court of this state or any similar
ordinance under the Mueller law.
I do not mean to state that this money could not be raised
under certain circumstances and conditions and with such modifica-
tions in the ordinance as would give to the investors adequate
security for their money. I merely state that no arrangements
have been made or seriously undertaken to raise this money or
any part of it, and that, in my judgment, there exists the most
serious doubt as to the ability of the city to raise it under the
present ordinance and under the political conditions which are
likely to exist In this city during the next few years. Any as-
surances or expressions of opinion to the contrary must be placed
in the same category with the assurances given by Mayor Dunne
in the last mayoralty campaign.
Alderman M. J. Foreman criticized sharply the sugges-
tion of Mayor Dunne that the ordinances should provide for
lower fares. He said:
Any step looking to lower fares must mean either that the
employes will suffer salary reductions or that the operation must
be it a greatly reduced cost. In either case you are bound to
have Inferior service, and service which will be as unsatisfactory
i II ever has been before. Under the new ordinance through
routes and rides are provided for. There will be the south and
north lines iin'd south and west lines. It will be impossible to make
330
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 10.
operating expenses on those routes on a 3-cent basis. Take the
proposed Grand Crossing-Bowmanville route as an example. There
a ride of 14 or 15 miles will be given the passenger for 5 cents.
The same distance on a railroad would mean a tare of 40 or 50
cents. There will be many other through routes nearly as long,
and if the companies were forced to a 3-cent rate the only way
they would be able to run their cars would be by cutting expenses
to a 3-cent basis. If it is taken out of the men's salaries, there
will be more labor trouble than could be straightened out in many
years; and if it is taken out of the operating expenses, the service
will be abominable.
COMMUNICATIONS.
BOOK TABLE.
Correct Controller Connections.
To the Editors:
Having experienced nearly every difficulty in connect-
ing up G. E. K-28 controllers, I think that I can answer the
question put by "Seventy-Six" in the Electric Railway Re-
view, February 16. The trouble was not in the motors in
this instance but was simply due to the A-2 and A-4 connec-
tions in the No. 2 controller being crossed. I believe that
if "Seventy-Six" will make these changes his car will cause
him no further trouble.
R. G. STEWART.
Memphis, Tenn., February 25, 1906.
Two-Stage Feedwater Heater.
To the Editors:
As is now well known, besides the fuel economy which
results directly from the heat units saved in heating feed-
water with exhaust steam, there also results an indirect sav-
ing by increasing the life of the boiler. If this is true, why
would not a greater saving and a longer life of the boiler
result if the water always entered the boiler at the tem-
perature of the steam ?
It is true that certain of the scale-forming salts are
thrown down in an open feedwater heater using exhaust
steam, but there are also some which require a temperature
of over 300 degrees F., and these will enter the boiler and
form scale when the exhaust feedwater heater is employed.
The formation of scale, 'of course, not only reduces the econ-
omy of the boiler but reduces the life of the tubes and shell
as well, owing to the increased expansion and contraction
and the liability of the surfaces exposed to the fire being
burned and overheated.
Now, to utilize the advantages of having water enter the
boiler at the temperature of the steam and still get the bene-
fit of the heat in the exhaust steam, why wouldn't it be a
good plan to pump the water from the exhaust feedwater
heater to a second heater of the tray type having a live-steam
connection to the boilers, thus giving the full steam pressure
and temperature in the boiler? This heater could be located
15 or 20 feet above the boilers and the water then would
flow into the boilers by gravity. The water level in the live
steam heater could be regulated by a ball float.
By this arrangement all the economy of the ordinary
feedwater heater would be realized, and the additional ad-
vantage of having all the scale deposited where it could easily
be removed and an increased steaming capacity, efficiency and
longer life of the boilers would result.
I hope you may find space to publish this in your valuable
journal, so that I may get the opinion of your readers.
H. F. WATERS.
Chicago, ill.. February 23, 1907.
The Consolidated Railway Company of New Haven,
Conn., has completed arrangements for installing a trolley
express service between New Haven, Meriden and Walling-
ford, Conn., a distance of about 30 miles. This district is
very thickly populated and an express service will prove a
great convenience to the people along the route as well as
being a profitable enterprise for the company.
Chicago Traction. By Samuel Wilbur Norton. Ph. D. Chicago.
L907. Cloth. 210 pp., 5% by S inches. Price, $1.00.
In a prefatory note the author states that the purpose in
preparing this volume was to present facts pertaining to trac-
tion affairs in Chicago from a legislative and political stand-
point. In the main the chronological order has been fol-
lowed, the central theme being the controversy over the
streets between the street railways and Chicago. While the
avowed intention, of the author has been to discuss his sub-
ject impartially, the dedication of his work indicates that his
sympathy has been with those who have opposed the trac-
tion companies during the past ten years when the question
has been made an issue in local politics. This dedication is
"To the resolute men who withstood the aggressions of the
street railway companies and preserved the streets of Chi-
cago for the people." It might be asked pertinently whether
any agency could better assist the people in securing the use
of the streets than an efficient street railway system. In
reviewing the ordinance of 1883 the author follows the lan-
gauge of the Harlan report, made in 1898, and describes the
late Julius S. Grinnell as city attorney "afterwards general
counsel for the Chicago City Railway Company," without men-
tion of the fact that Mr. Grinnell did not become associated
with the Chicago City Railway Company until a good many
years after his opinion as to the validity of the "99-year act"
was prepared for the city, and that Mr. Grinnell, after leaving
the city attorney's office, was elected judge and served a
term in the office. The text of this book will be very useful
to one desiring to get quickly a general history of the con-
troversy between the street railways of Chicago and the
city. The adoption of the pending ordinances is discussed,
but in a way that leaves the reader in doubt as to whether
the author himself favors them.
DIRECTORY OF ELECTRIC RAILWAY ASSOCIATIONS.
American Street and Interurban Railway Association. Secre-
tary, Bernard V. Swenson, 60 Wall street, New York.
American Street and Interurban Railway Accountants' Asso-
ciation. Secretary, Elmer M. White, assistant treasurer Birming-
ham Railway Light & Power Company, Birmingham, Ala.
American Street and Interurban Railway Engineering Associa-
tion. Secretary, S. Walter Mower, general manager Southwestern
Traction Company, London, Ont.
American Street and Interurban Railway Claim Agents' Asso-
ciation. Secretary, B. B. Davis, claim agent Columbus Railway &
Light Company, Columbus, O.
American Street and Interurban Railway Manufacturers' Asso-
ciation. Secretary, George B. Keegan, 2321 Park Row building,
New York, N. Y.
Canadian Street Railway Association. Secretary, Allan H.
Royce, president Toronto Suburban Railway, Toronto, Ont.
Central Electric Railway Association. Secretary W. F. Mill-
holland, secretary and treasurer Indianapolis Traction & Termi-
nal Company, Indianapolis, Ind.
Colorado Electric Light Power & Railway Association. Sec-
retary, John F. Dostal, Denver Gas & Electric Company, Denver,
Colo.
Iowa Street and Interurban Railway Association. Secretary, L.
D. Mathes, general manager Union Electric Company, Dubuque, la.
Next meeting, Clinton, la., April 19 and 20.
Massachusetts Street Railway Association. Secretary, Charles
S. Clark, 70 Kilby street. Boston, Mass. Meetings held In Boston
on second Wednesday of each month, except July and August.
Northwestern Electilcal Association. Secretary, R. N. Kimball,
Kenosha, Wis. Annual meeting, Milwaukee, Wis., January, 190S.
New England Street Railway Club. Secretary, John J. Lane,
12 Pearl street, Boston, Mass. Meetings held on fourth Thursday
of every month.
Pennsylvania Street Railway Association. Secretary, Charles
H. Smith, superintendent Lebanon Valley Street Railway, Leban-
on, Pa.
Southwestern Electrical & Gas Association. Secretary, R. B.
Stichter. Annual meeting, San Antonio, Tex., May 14. 15 and 16.
Street Railway Association of the State of New York. Secre-
tary, J. H. Pardee, general manager Rochester & Eastern Rapid
Railway. Canandaigua, N. Y.
Wisconsin Electric and Interurban Railway Association. Sec-
retary, Clement C. Smith, president Columbia Construction Com-
pany, Milwaukee, Wis.
March 9, 1907.
ELECTRIC RAILWAY REVIEW
331
PIPING AND POWER STATION SYSTEMS— XXXII.
BT W. L. MORRIS, M. E.
As shown in Figure 257 (12-2), the bottom of the dis-
charge waterway should be slightly lower at the point where
the thawing-out pipe is run into the intake. The mouth of
the discharge should be slightly higher than the intersec-
tion marked "low-point" to insure water flowing through
the line at times of low water. The discharge of the thaw-
ing pipe should be a sufficient distance below the water to
protect it against freezing. The entire thawing line should
flOiY OF 5T/?£*rr ^
Figure 257-(l2-2).
have not less than five feet of earth over it. In case the water
is taken from the cooling pond it would be unnecessary to
provide a thawing line to the mouth of the intake.
The mouth of the discharge into the cooling pond should
be provided with an oil or grease catcher to prevent grease
from getting into the pond. This is necessary not only to
prevent the disfigurement of the banks and surface of the
pond, but also to prevent the liability of oil reaching the
boilers. A simple grease catcher is shown in Figure 258
(12-3). This may be constructed of wood, concrete, brick, or
other desirable material. The discharge from this compart-
ment is through an opening located 'as far as possible below
the surface of the water. The opening from the grease-
catching compartment is provided with a valve and handle
for operating it. Inside of the grease-collecting compart-
ment is an overflow into a trough which discharges into a
sewer or grease-catching cistern. The grease is allowed to
pose of removing grease, but if some such provision is not
made the condition of the pond at the end of five years or so
would be unbearable. It should be remembered that all the
cylinder oil leaving the engine remains in the pond and it is
very probable that 30 or 40 bai-rels of cylinder oil would be
scattered along the banks, intake, etc., in this period of time.
In reference to the elevated jet condenser discharge, a
modification of that shown in Figures 253 and 254 can be
made by placing the condenser bowl at the power house and
instead of running the tail-pipe vertically it can be run down
the bank in a covered trench, allowing ample means for ex-
pansion and contraction as shown in Figure 260 (12-5). The
hotwell in this case would be made considerably larger. The
Figure 259- (12-4).
volume of the- hotwell measured from the discharge opening
in the tail-pipe to the water level must be greater than the
contents of the entire tail-pipe up to the condenser bowl.
With this arrangement it would be necessary to run three
pipes in the trench — the injection line, tail-pipe and heater
supply.
To provide for the low-pressure water service in the
plant it would be advisable to have two small low-pressure
pumps in addition to the motor-driven circulating pump. It
would further be advisable to have two centrifugal pumps
attached to the motor shaft, one of which should take water
from the hotwell and the other from the intake. This ar-
rangement would require four pipe lines from the screen-
house to the basement. This condenser system is suitable
only where the proper elevations can be secured, the distance
from the base of the condenser to the water level being ap-
Figure 258-(l2-3).
Figure 260-(l2-5).
accumulate in this compartment until the operator desires
to draw it off, the latter process being accomplished by
opening the trap to observe the overflow, and by closing
the valve sufficiently to cause the water level in the com-
partment to rise to the skimmer edge and overflow into the
sewer. An objection to this skimming device is that the
sewer will become clogged with the gum and grease dis-
charged into it. To avoid this difficulty and at the same
time save the grease it would be profitable to place the
grease tank between the overflow and the sewer, as si
in Figure 259 (12-4). It may seem at. first thought that the
arrangements proposed are rathei elaborate fur the pur
proximately 34 feet. In determining the details of the intake
and discharge waterway and the location of the condensers,
pumps, etc., the water requirements should also be duly con-
sidered. These requirements are for boiler feed, general cold
water service and fire protection.
If the power house is to furnish fire protection for other
buildings as well, it would be necessary to provide steam
pumps for this service, if for no other reason than to comply
with the requirements of the board of fire underwriters. It
will be observed that the plants shown in Figures 253, 254
and 200 fail to provide suitable equipment for Ibis servio
also will be noted that those different services requ
332
ELECTRIC RAILWAY REVIEW
Vol. XVII. \To. 10.
trically-driven pumps as shown, leaving only the exhaust
from the feed pumps for heating the feed water, and a loss
of economy follows as previously stated under this class
heading, "1-2." To make possible the use of steam-driven
pumps it would be necesary to locate the floor of the pump
room so low that the pump could lift the water. This can be
accomplished as shown in Figure 261 (12-6).
The following pumps should be placed in the pump room:
The condenser, circulating water and underwriter's fire pump,
hotwell pump to the heater and low-pressure pump from the
intake. The air pump, if employed, may be located in the
room directly over the pump room. The circulating and
boiler-feed pumps should be of the compound type with high
and low pressure steam cylinders to reduce the steam con-
sumption and permit the use of as many steam-driven auxil-
iaries as possible. The fire pump if used regularly on the
low-pressure service also should be compounded with pro-
vision for using high-pressure steam in both cylinders for the
fire service, or boiler feed, tube-drilling, etc. If there are
two feed pumps one may be
used for tube-drilling, etc., and
the other pump may then be
operated continuously for the
low-pressure service, which is
very desirable if other buildings
are supplied with water. The
portion of the low-pressure sys-
tem which must be always oper-
ated at low pressure may be fed
from elevated tanks. A valve
then should be placed close to
the pump so that in case of fire
the pressure can immediately
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
BY J. L. ROSENBERGER, LL. B., OF THE CHICAGO BAR,
MM
Figure 261-(l2-6).
be raised on the remaining pipes by closing this valve, thus
permitting the change from low to high pressure without
stopping the pump. The tank will then supply the low-pres-
sure system while the pump is being used for the high-pres-
sure service.
(To Be Continued.)
The number of cases prosecuted in the police and justice
courts of Columbus, O., by traction lines entering the city
against persons accused of improper conduct on cars outside
of the city are becoming much fewer. This is due to
the vigorous campaign against persons of this character
who took advantage of the lack of city police jurisdic-
tion while on cars running through the country. Rowdyism
became so annoying to other passengers on the cars that
radical measures had to be taken to stop it. The conductors
were informed that they had police power and were author-
ized to use it in all cases of improper conduct. This for a
while kept traction officials busy in the courts, but it soon
manifested a wholesome effect on the disorderly element. The
Columbus New Albany & Johnstown Traction Company went
farther than to instruct its conductors to make arrests and
kept private detectives on the cars for several months.
Jubob in Possession of Book of Free Tickets.
Shepard v. Lewiston Brunswick & Bath Street Railway. 65
Atl. Rep. 20.
The supreme judicial court of Maine says, in the personal
injury case of Shepard v. Lewiston Brunswick & Bath Street
Railway. 65 Atlantic Reporter, 20, that it cannot persuade it-
self that the gift of a "blue book" of free tickets on an elec-
tric railroad, of trivial value, as a favor, not particularly to
the recipient, but rather to the society of which he was a
trustee, months before the donee was, or could have been ex-
pected to be, drawn as a juror, should of itself be regarded as
evidence of bias or prejudice on the part of the juror, or as
raising a presumption that his verdict was affected by im-
proper influences, or that it might have been otherwise-
tainted. It is true, in human experience, that almost all things
are possible, but the possibility of bias under such circum-
stances as these seems so remote as not to be worthy of con-
sideration.
Right to Cross Steam Railroad on Street Without Appro-
priation Proceedings — That Road Under Construction
Is a Street Railroad as Authorized Cannot Be Ques-
tioned— Nature of "Right of Way" Across Street — No
RionT to Change Grade of Railroad.
Pennsylvania Co. v. Lake Erie, B. G. & N. Ry. (U. S. C. C,
Ohio), 146 Fed. Rep., 446.
It appearing from the proof that the defendant company,
which was authorized to construct a railroad operated by
electricity or other motive power, had received from the
council of the village of Woodville, Ohio, authority to con-
struct a street railroad along Water street, which included
the point where the tracks of the complainant crossed
that street, the United States circuit court, in Ohio.
thinks that there could be no doubt that the defendant,
without resorting to appropriation proceedings, possessed
the right to put in crossing frogs of the kind required by
section 2503 of the revised statutes of Ohio of 1906. More
than that, it thinks that one would look in vain for any au-
thority in the defendant to prosecute any proceeding look-
ing to the appropriation of a right to cross the tracks of a.
steam railroad in a municipality, in Ohio.
With regard to the contention that the defendant was
not a street railroad company, and that the railroad which
it was constructing in the village of Woodville was not a
street railroad, the court says that it does not think this
question was open to discussion, the council of the village
of Woodville, in the manner provided by law, having au-
thorized the construction by the defendant company of a
street railroad along Water street and over a point where
the complainant's railroad crossed that street. This, it seems-
to the court, was conclusive upon the question as to what
kind of a railroad the defendant proposed to construct.
Furthermore, the court says that the complainant's bill
assumed the possession by the complainant of a right in the
street which in law it could not possess. The bill alleged
that the defendant was about to enter upon the complainant's
"right of way." In the sense in which this term is used in
the bill, the complainant has no right of way in the street;
that is, it has no tangible property therein. True, it has in
strictness a right of way across the street; but this right
is of an intangible nature. It has no more substance than
the right of way over a street possessed by a pedestrian. So-
that to say that the defendant is about to enter upon com-
plainant's "right of way," meaning the right of way it pos-
sesses across the street, is to say that the defendant is
about to do what any and everybody has a right to do at
all times, subject only to the movement of complainant's
trains. What the defendant proposes to do is to introduce-
March 9, 1907.
ELECTRIC RAILWAY REVIEW
333
in the public highway, at the point where complainant's
tracks cross it, another public use thereof, under authority
of the municipal legislation necessary in such cases. The
complainant has no property in the street, and none on it
except a few ties and rails. The disturbance of these for
the purpose of suiting them to the new use to be made of
the public highway is necessary, and results in no invasion
of complainant's rights. But the right to put in crossing frogs
does not carry with it the right to change the grade of the
railroad.
Validity of Ordinance Relating to Temperature and Over-
crowding of Cars, Etc. — No Injunction Against Prose-
cutions Thereunder — Companies Not Deemed to Repre-
sent a Class.
City of Chicago v. Chicago City Railway Co. et al. (111.), 78
N. E. Rep. 890. Oct. 23, 1906.
Section 1958 of the Revised Municipal Code of the city of
Chicago, as amended by a city ordinance in 1905, makes it
unlawful to permit any car to be in use on the public streets
unless an average temperature be maintained therein at not
lower than 50 degrees Fahrenheit, a thermometer and copy
of this section with invitation to report violations to the com-
missioner of public works are put up in the car, the car is
reasonably clean, disinfected, and ventilated to be as free as
practicable from foul or vitiated air, nor unless the track and
car are in such condition as to insure the reasonably safe,
convenient and comfortable transportation of passengers, nor
unless there shall be furnished a sufficient number of cars,
on each separate line, to carry passengers comfortably and
without overcrowding, the same to be run on a proper and
reasonable time schedule; nor unless each car, on each sepa-
rate line, except in case of blockade or other unavoidable in-
terruption of traffic, when it once starts on its trip, shall be
run to such terminus of said line as is designated on said car
without switching back before reaching said terminus, if
there are any passengers on said car who desire to be car-
ried to such terminus, etc. Section 1959 provides that any
person or company violating any of said provisions shall be
fined not less than $25 nor more than $100 for each car oper-
ated in violation of this law, and each day of the operation
of such car shall be considered a separate offense.
The supreme court of Illinois says that this ordinance is
within the power conferred upon the city by the clause of
the cities and villages act giving cities power to regulate the
occupation of the complainants. The provision is also within
the police power, but it is of a nature to directly affect the
business of the defendants. In such a case rights are involved
which may authorize interference by a court of equity, al-
though the mere invalidity of the ordinance affords no
ground for such interference. Litigation commenced in a
court of competent jurisdiction should be allowed to proceed
to a final conclusion in that court, and for a court of equity
to take jurisdiction to decide a suit upon a ground equally
available in a court of law would be obvious error. That is
especially true of cases like this.
The ordinance in this case is within the powers conferred
uponthe city, and it has for its object the laudable purpose
of protecting the traveling public against discomfort, annoy-
ance and danger. It is designed to promote the public com-
fort, safety and health by preventing the overcrowding of
cars, and it should be sustained if it is legally possible to do
so. To grant an Injunction and prevent the prosecution of
offenses against the ordinance during the progress of a
chancery cause would be to render the municipal authorities
helpless in the discharge of their public duties and suspend
their legislature functions, contrary to public policy and pub
lie interest. If a court could take jurisdiction of a bill to de-
clare an ordinance void because of the numerous prosecu-
tions under it. a complainant would be able to confer juris-
diction by repeating his offense, and of course that could not
be so.
Nor does the court think that two companies operating
in different parts of the city and furnishing practically all of
the railway service for the city, with a population of upwards
of 2,000,000, could be said to represent a class and on that
ground entitled to maintain a suit in equity to settle the
question of the validity of the ordinance, there being besides
them twelve other lines, which operated in outlying districts
and did not own downtown terminals, the difficulty there be-
ing perhaps not so much to prevent overcrowding cars as to
fill them with passengers.
Acts Giving Priority of Right to Use Old Roadbed — That
Capital Stock Has Not Been Issued, Money Paid There-
on, or Any Part of Road in Town Constructed Is Im-
material— No Condemnation isy Another Company —
Right to Injunction.
Fayetteville Street Railway Co. v. Aberdeen & Rockfish Rail-
road Co. (N. C.)i 55 S. E. Rep. 345. Oct. 30, 1906.
The principal question presented to the supreme court of
North Carolina in this case was as to which of these two com-
panies had the better right to appropriate and use the old
and abandoned roadbed from Fayetteville to Hope Mills, seven,
miles distant, as its right of way. It appeared that the plain-
tiff, on August 23, 1906, after securing a franchise from the
city of Fayetteville to build a street railway, obtained a street
railway charter for that purpose from the secretary of state
under the general corporation law, which, among other things,
authorizes the construction of branch lines to towns within
a radius of 50 miles. On the same day, after organization
under the charter by electing directors and officers, a direct-
ors' meeting was held, and by resolution the roadbed in ques-
tion was formally adopted as the plaintiff's permanent loca-
tion between Fayetteville and Hope Mills, and direction given
to mark and stake the line. On August 24th this was done
by the agent of the company appointed for the purpose, re-
port was duly made to the company, and on August 27th this
action was likewise, by resolution of the directors, approved
and confirmed. Moreover, the plaintiff avowed its good faith
and intention and ability to go on and condemn the right
of way and construct its road pursuant to law.
The court holds that the plaintiff obtained the prior right
to the use of the roadbed as a part of its right of way.
The court says, too, that it was contended that the cap-
ital stock had not been issued and that no money had been
paid thereon, and that the plaintiff, incorporated as a street
railway, had built no part of the road as yet in Fayetteville
or any other town, but was only proceeding in the country,
and on a branch road, before the main road was constructed.
These and all such objections, however, even if valid, could
only be made available by direct proceedings instituted by
some member of the company for unwarranted or irregular
procedure on the part of the officers, or by the state, for
abuse or non-use of its franchise, and were not open to col-
lateral investigation in a case of the character of this one,
which was brought to enjoin the defendant from interfering
with the right of way claimed by the plaintiff, nor at the in-
stance of the defendant. But these objections were not valid.
Furthermore, the court holds that the plaintiff's right to
the exclusive use of this roadbed, as against the defendant's
claim to appropriate it for its own right of way by condemna-
tion, was clear, and that the plaintiff was entitled to be pro-
tected by injunction, there being no express grant to the de-
fendant to condemn the plaintiff's right of way and no neces-
sity for such action being shown, while this roadbed was only
sufficient, to permit the laying of one track.
A party of engineers will inspect the new In rim
eratiiiK station at Fort Wayne, Ind., on March 9, 1907.
334
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 10.
News of the Week
Second Tube of the New York Rapid Transit Tunnel Pierced.
The south tube of the New York Rapid Transit Commission's
double-tube tunnel being built under the East river from the Bat-
tery on Manhattan Island to Brooklyn, was pierced on February
28. The north tube was put through about December 10. Much
of the work was rock excavation but at the point where the tubes
met the New York Tunnel Company, which had charge of the
work, found it necessary to use the shield method in connection
with the freezing process, the latter being used to prevent devia-
tions in the alignment in the tunnel shields in the quicksand and
very soft material.
Legislation Affecting Electric Railways.
Illinois. — Bils have been introduced in the legislature providing
for the equipment of street cars with safety appliances and heating
apparatus and regulating the hours of employment.
Minnesota. — A bill has been introduced in the legislature to
authorize villages of 3,000 population or over to grant franchises to
electric railways to" carry freight.
Nebraska, — A bill is now before the state house of repre-
sentatives which permits municipal street railways to own and
control the stocks, bonds and securities of interurban railways.
Another bill proposes to repeal the law which permits precincts
to vote bonds to aid interurban railways.
Texas. — A bill prohibiting steam or electric railways, express
or other transportation companies from giving free passes or ac-
cepting anything but money for transportation has passed the
house of representatives.
Des Moines, la., Franchise Case.
The attorneys for the city of Des Moines, la., have filed objec-
tions' to the form of decree submitted by the attorneys for the Des
Moines City Railway Company for the signature of Judge McPher-
son in the injunction case. The objections to the decree sub-
mitted by the corporations are summed up in the statement that
the attorneys for the street railway company attempt to secure an
adjudication on only the Turner franchise, while the city's counsel
claims that the adjudication extends over all of the franchises.
The decree is also declared as ambiguous and not specific.
The decree filed by tne corporation for Judge McPherson's sig-
nature states that the perpetual feature of the Turner franchise
shall run without end and that the terms within the Turner fran-
chise and the privileges therein stated are alone adjudicated, but
the questions of the other franchises' under which the company
operates are still unadjudicated.
This, the city claims, is unfair because the terms of the other
franchises were pleaded by the corporation in arriving at the
adjudication which ended in the declaration of the perpetuity of
the Turner franchise and the securing of an injunction to keep
the city solicitor from interfering with the rights of the com-
pany through the medium of further litigation.
Mr. Shonts on New York Rapid Transit.
Mr. Theodore P. Shonts, who on March 4 assumed his duties
as president of the lnterborough-Metropolitan Company, controlling
the elevated, subway and surface lines of Manhattan, has made
the following suggestions in regard to the improvement of service
conditions:
"As far as the surface roads are concerned, my observations
lead me to believe that little can be done to better conditions with-
out the intelligent co-operation of the city authorities. In my
opinion it is not that we do not run enough cars on the surface
lines to relieve as far as it can be relieved in certain hours the
congestion that confronts us, but rather that we do not get a
reasonable use of the facilities that we have furnished for trolley
transportation. What I mean is that we do not get a reasonable
use of the tracks we have laid in some highways when it is im-
portant that we should have almost exclusive right of way for
our cars in certain hours of the day. In many of these thorough-
fares trucks and other slow-moving vehicles are allowed to take
their way along the trolley tracks, thus holding up an immense
amount of traffic and making it impossible to give anything like
a satisfactory service. Much of this heavy traffic could, I am sure,
be diverted to other streets in the hours of congestion without
any great inconvenience to the drivers, but this cannot be done
without the co-operation of the city authorities.
"In view of the city's rapid growth in population I do not
think it would be wise to build any more new lines of elevated
railroads. I feel that we must look to subways, not piecemeal sub-
ways here and there, but a comprehensive system of subways that
will provide for all future increases in traffic."
Trolley Express In Massachusetts.
The Boston & Worcester Street Railway has finally secured
the necessary authority to carry freight and express matter over
its line from Boston to Worcester. Mass., although it has not yet
made arrangements for terminal facilities. Every city and town
on the line has granted the local permits, Newton. Marlboro. Wel-
lesley, Natick, Framingham, Westboro, Shrewsbury. Northboro,
Southboro and Hudson, and the Massachusetts railroad commission
has given its approval. Special cars are all ready to handle the
traffic but the service has not yet been started for lack of terminal
arrangements. President James F. Shaw says:
"People all along our line are anxious for us to take up this
kind of business at once. But it is practically useless for us to
attempt to do anything without some agreement with the Boston
Elevated and the Worcester Consolidated for getting our express
cars in and out of the two cities, between the points where our
own line ends and the center of the business sections, where we
could have the stations necessary for receiving and delivering
freight and express matt >r. There is not business enough along
the line outside to warrant us in beginning a freight and express
service before we get an entrance to the terminal cities."
However that there is reason to believe that the difficulties
may be obviated is shown in the following statement by Gen. W. A.
Bancroft, president of the Boston Elevated Railway:
"Any representation that the Boston Elevated Railway Com-
pany looks with disfavor on a plan for carrying freight over cer-
tain of its lines is unwarranted. On the contrary, the company
looks with favor on the general plan, and undoubtedly a scheme
can be arranged by which freight can be handled and terminal
facilities provided without undue interference with the transporta-
tion of passengers."
Reorganization of Brooklyn Rapid Transit Companies.
President E. W. Winter of the Brooklyn Rapid Transit Com-
pany on March 1 issued the following statement:
"In order that the supply of electrical power and the main-
tenance of track, overhead work and structures of the railroads
embraced in the Brooklyn Rapid Transit system should be under
a concentrated management, and therefore more economically ad-
ministered for each of the railroad companies, those companies
have contracted with the Transit Development Company (which
already owns some of the principal power houses of the system)
to furnish power and to take charge of the maintenance and re-
pair of the railway properties, including their equipment.
"The Transit Development Company is incorporated under the
business corporations Ilw arid is authorized to manufacture and
sell power and to do general contracting work. All the stock of
this company is owned by the Brooklyn Rapid Transit Company.
"Inasmuch as the court of appeals in its recent opinion sus-
taining the right of the Brooklyn Heights Railroad Company to
charge a fare of 10 cents to Coney Island has decided that Article
IV of the railroad law relates only to street surface railroad cor-
porations and that different provisions of the railroad law govern
elevated railroad corporations and steam surface railroad cor-
porations, it has been decided to hereafter limit the functions of
each railroad corporation embraced in the system to the operation
of its own character of railroad. Under this plan hereafter the
Brooklyn Union Elevated Railroad Company (an elevated railroad
corporation) will operate the elevated railroad, the steam surface
railroad corporations will operate railroads' of that character and
the street surface railroad corporation will operate street surface
railroads only. In order to accomplish this reclassification the
leases of the Brooklyn Union Elevated Railroad Company, the Sea
Beach Railway Company and the South Brooklyn Railway Company
to the Brooklyn Heights Railroad Company have been terminated
and the lease of the Prospect Park & Coney Island Railway Com-
pany has been assigned to the South Brooklyn Railway Company.
This arrangement will in no way interfere with the through opera-
tion of trains and cars as heretofore wherever thereby the conve-
nience of the public will be subserved."
Three-Cent Fare Bill Fails to Pass Congress. — The bill providing
for a 3-cent fare on all street railway lines in the District of
Columbia was passed by the house of representatives on March
2, but was not considered in the senate.
Speed Limit Ordinance In Louisville. — An ordinance has been
introduced into the Louisville. Ky., city council which makes it
unlawful to ope.-ate street cars in the city at a speed greater than
nine miles, per hour. The penalty is from $5 to $100.
Street Railway Investigation in Toronto The Ontario Railway
& Municipal Board is now conducting an investigation of the ope-
rating conditions of the Toronto Railway Company with a view to
determining how the service may be improved and overcrowding
prevented.
Block Signal System for Chautauqua Traction Company. — The
Chautauqua Traction Company ot Jamestown. N. T., has recently
completed the installation of an electric block system on its entire
line from Jamestown to Chautauqua, N. Y. The first part of the
line was so equipped several months ago.
Interurban Line Cannot Enter Over City Tracks Without
Franchise. — The ' supreme court of Illinois has given a decision
that the Aurora Elsrin & Chicago Railway cannot permit the
cars of the Joliet Plainfield & Aurora Railroad to enter the city
of Aurora over its tracks, because the latter has no franchise
from the city.
Ogden Rapid Transit Company Increases Wages. — The Ogden
Rapid Transit Company has announced an increase in the wages
of its employes. Apprentices and beginners will receive 20 cents
an hour for the first six months and 22>£ cents for the succeed-
ing eighteen months. Regular conductors' and motormen who
have been in the service of the company for two years will re-
ceive 25 cents an hour.
Four-Cent Fares Discontinued. — General Manager J. H. Van
Brunt of the St. Joseph (Mo.) Railway Light Heat & Power Com-
pany has announced that the company will discontinue the sale
of 4-eent tickets. The company has for years been selling books
of 100 tickets for $4.00. The officials of the company state that
the tickets were withdrawn because of a bill which has been
favorably reported by both houses of the state legislature which
would materially reduce the fare to be charged on the line to Lake
Contrary, a resort owned by the company. Citizens of St.
March 9, 1907.
ELECTRIC RAILWAY REVIEW
335
Joseph are now circulating a petition to the legislature urging that
the bill be defeated, as being unfavorable to the best interests of
St. Joseph.
Demurrer by Metropolitan Company. The Metropolitan Street
Railway Company of New York City has interposed a demurrer
in the United States circuit court to the bill of complaint filed by
Daniel W. Burrows of Chicago asking that the Interborough-Mel-
ropolitan merger be declared illegal and invalid.
Willow Grove Park. — George Wyncoop, Jr., superintendent of
Willow Grove park, located on the lines of the Philadelphia Rapid
Transit Company and owned by that company, announces that the
park will be opened on May 25. Engagements have been made
with Damrosch and the New York Symphony Orchestra. Arthur
Pryor's Band, Victor Herbert's Orchestra and Sousa's Band to
furnish the musical entertainments at the park for the coming
season.
Guard Rail for New York Subway.— A new suggestion has
been made by W. T. Lawrence for minimizing the disastrous effects
of derailment on curves in the New York subway. The plan pro-
posed is identical with that proposed by Mr. Martin some months
ago. It consists of a metal band running along and attached to
the supporting columns at about the height of the car windows,
and rollers or wheels placed on the side of the car above the win-
dows, which would engage with the band or rail, in case of de-
railment, and prevent the car from striking the posts and becom-
ing seriously damaged.
Ordinance for Increased Service in St. Paul. — The board of
aldermen of St. Paul, Minn., on March 5 passed an ordinance
requiring the Twin City Rapid Transit Company to increase its
service on the principal lines of the city by reducing the headway
in several cases and by making changes in routes. The ordinance
is the result of a report submitted by a joint committee of the two
branches of the council, appointed to investigate the street railway
service. The report of the committee stated that, after a thorough
investigation of the subject, it had been found that the cars used
by the Twin City Rapid Transit Company were excellent, well
ventilated, well cared for and of the highest type of efficiency, but
that the increase of service had not kept pace with the growth
of the city. The committee reported that it had deemed it best
not to enter at the present time into the question of reduced
fares, transfers or extensions.
Ordinance to Prevent Overcrowding of Cars. — Mayor Thompson
of Detroit, Mich., has submitted to the city council an ordinance
limiting the number of passengers to be carried in a street car
and making it obligatory on the street railway company to pro-
vide sufficient cars. Section 1 provides that: "Every person, firm
or corporation operating cars upon the streets of the city of De-
troit shall, between the hours of 5 o'clock a. m. and 8:30 o'clock
a. m.. and between the house of 11:30 a. m. and 2:00 o'clock p. m.,
and between the hours of 4:30 o'clock p. m. and 6:30 o'clock p. fa.,
Sundays excepted, provide a sufficient number of cars of sufficient
capacity to accommodate and provide for the transportation of pas-
sengers, so that no car. in consequence of the failure to so pro-
vide, shall carry a greater number of passengers than the seating
capacity of said car and one-half as many more: Provided, That it
shall not be lawful for any car, when it is filled with passengers
to or in excess of the number herein specified, to pass by without
stopping for additional passengers, or decline to receive passengers,
whenever so signaled, unless another car on said line and follow-
ing in its rear is within a distance of 200 feet: and Provided fur-
ther, That this section shall not apply on any line that is main-
taining, continuously, during the time herein named, a service
where the cars are 20 seconds apart." The ordinance further re-
quires that in each car shall be posted a notice giving the seating
capacity of the car. A penalty of $100 is fixed for each violation.
Ordinance to Reduce Noise and Accidents. — Corporation Counsel
T. E. Tarsney of Detroit. Mich., has drafted an ordinance to be
submitted to the city council requiring that "all street cars in the
city shall be equipped with fenders and wheel guards and that the
running gear of cars shall be kept in a reasonably good condition of
repair," the object being to reduce the noise of the cars and to
prevent accidents. The combination fender and wheel guard is
described in the ordinance, which reads as follows:
"That all persons, associations or corporations now or here-
after owning or operating street railways in the city of Detroit
shall equip each and every car so operated with wheel guards, so
constructed that the entire space between the body of said car,
except the space across the rear of said car, and a distance of
not more than 2V2 inches from the level of the rail, shall be en-
closed in a shield constructed of wood with proper fastenings of
Iron to attach said shield to said car. The forward end of said
shield shall be so constructed that the sides thereof shall converge
to a point not to exceed 45 degrees, said point to be covered with
rubber or other substance to operate as a cushion thereon.
"At least 30 of the cars operated upon said street railway
shall be equipped with wheel guards on or before the first of May,
1907, and all cars operated thereon shall be BO equipped on or be-
fore January 1, 190!
"Each and every street railway company so operating cars in
the city of Detroit shall keep and maintain Its tracl and the
running gear of its cars in a reasonably good condition of r< pail
and adjustment, and prevent, as far as practicable, noise and Bound
from the operation of said cars."
A fine of lino I pn crlbed foi each violation. Mr. Tarsney
states that the fei d< i one that is used by the Liverpool Corpora-
tion Tramways with ■ < :0ni results, and ih.it the device Is not
patent' .1
Construction News
FRANCHISES.
Asheville, N. C. — The Asheville Rapid Transit Company, re-
cently incorporated, has secured a franchise to build an electric
railway to Overlook Park on Sunset mountain, with an extension
later to Weaverville, about 8 miles from Asheville. It is stated
that the company contemplates extensive improvements at the
park involving about $25,000. Charles E. Van Bibber of Holden.
Mass., and Thomas E. Rollins and John P. Arthur of Asheville
are interested.
Buffalo, N. Y. — The International Railway Company has se-
cured an additional grant of 25 years to its present franchise to
build an extension of its Elmwood avenue line and to construct
new lines in Franklin, Chippewa and other streets.
Chicago, III. — The Metropolitan West Side Elevated Railway
has applied to the Cicero town board for a franchise to extend
its road 2% or 3 miles west from its present terminus at Fortieth
avenue to Forty-ninth avenue, south in Forty-ninth avenue to
Ogden avenue and west to the town limits. The grant is for 42
years in order that its expiration date may correspond with the
existing franchises of the company.
Everett, Wash. — The Puget Sound Skyhomish & Eastern Rail-
way, recently organized, has applied for a franchise to build an
electric railway between Galena and Index, Wash., about 10 miles,
and for telephone, telegraph, electric light and power lines in
Snohomish county.
Johnstown, Pa. — Franchises have been granted to the Johns-
town Terminal Street Railway and the Southern Cambria Railroad
for a line in that city. A $10,000 bond has been filed as a guar-
antee of the construction of the road.
Lincoln, Neb. — The Citizens' Railway Company has secured
permission to construct a line from Twenty-Sixth and N streets
east on N to Twenty-ninth street and north to Q street with a
turnout switch between P and Q streets.
Natchez, Miss. — A %-mile extension of the Southern Light &
Traction Company's line to the city and national cemetery over
the cemetery road, which is under government control, has been
authorized by congress.
Paris, III, — The Terre Haute & Western Railway of Paris is
applying for a 20-year franchise.
Philadelphia, Pa. — The Philadelphia Rapid Transit Company
has secured permission to build and operate an overhead trolley •
line along Second street from Erie to Tioga and along Amber
street from Lehigh avenue to Huntingdon street. It will also lay
a double track on Lehigh avenue from Second street to Richmond.
The Wissahickon Electric Railway also has obtained permission to
extend its tracks on Dupont, Baker and Gay streets.
Portland, Ore. — A 25-year franchise has been secured by the
promoters of Rose City park for the construction of an electric
line along the Sandy road from East Sixteenth street toward Co-
lumbia river, a distance of 2 miles. Track-laying is to begin at
once in order that cars may be in operation to Rose City park by
the middle of June. It is stated that $500,000 will be expended on
developing the park. Hartman & Thompson, Title Guarantee &
Trust Company, Jacobs & Stein. T. B. Wilcox, W. F. Burrell, S. G.
Reed, O. W. Taylor, F. I. Fuller. R. B. Miller. T. Richardson and
A. B. Slausson of Portland and Dr. J. W. Harris of Eugene are
interested in the project.
St. Louis, Mo. — A special committee of the city council which
has under consideration the bill granting a franchise to the St.
Louis Electric Terminal Railway, a corporation organized to se-
cure terminal facilities in St. Louis for the Illinois Traction Com-
pany, on March 5 reported the bill adversely. The bill has been
before the council in different committees for eight months and
a few days ago the council instructed the committee to report at
once. The reason given for the adverse report was that sufficient
signatures of property-holders has not been obtained. It is be-
lieved that this difficulty can be remedied in time to pass the bill
at the present session, as a majority of the council have expressed
themselves favorably.
San Diego, Cal. — H, A. Howard has been granted a franchise
for an electric railway in Pueblo avenue, Fillmore street, Wa-
bash and Scott avenue, Steiner street and Fairmount avenue. It
is stated that construction work will commence immediately and
be completed within four months.
San Jose, Cal. — The San Jose & Santa Clara Interurban Rail-
way has been granted franchises for a comprehensive system of
city lines in San Jose. C. C. Bluson, general manager.
Spokane, Wash. — A franchise granting the Spokane & Inland
Empire Railroad the right to build its lines in certain streets and
alleys of Spokane is under consideration by the city council.
The franchise calls for a single-track freight and express electric
line and It is stated that an arrangement has been made with
the Spokane Traction Company to operate over its line a part
of the way.
Tacoma, Wash. — The Tacoma Railway & Power Company has
been granted a franchise for an electric line to Bismarck, Wash.
Youngstown, O. — Tne Mahoning & Shenango Railway & Light
Company has applied for an extension of Its present franchises
336
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 10.
stown for a period of n j reelng to build several
extensions and give 25 tickets for $1.00 with universal transfers.
York, Pa. — The city council has granted to the York Street
Railway Franchises for about i>>... miles of city Hues, taking the
plaee "i" franchises previously granted with changes in routes
RECENT INCORPORATIONS.
Bluffton Geneva & Celina Traction Company. — Incorporated in
Indiana to build an eleetric railway from Bluffton, In'd., to Celina.
O.. capital stock $100,000. Incorporators. R. F. Cummings. L. C.
Justies, Samuel Bender and A. W. Brown, all of Bluffton. where
the office of the company is loeated.
Burlington & Davenport Interurban Company. — Incorporated in
Iowa to build an electric interurban line from Davenport to Bur-
lington. Capital stock. $250,000. The C. G. Hipwell Construction
ompany, which also has filed articles of incorporation, will conduct
the construction work of the road and the interurban company
will operate the line after its completion. C. G. Hipwell, Daven-
port, la., is interested in both companies.
Capital Traction Company. — Incorporated in California with
5100.000 capital stock. Incorporators: E. A. Phillips, J. J. Scriner.
D. B. Edwards, J. W. Scott and G. E. Phillips of San Francisco.
Cleveland Southwestern & Columbus Railway. — Incorporated in
Ohio as a consolidation of the Cleveland & Southwestern, the
Cleveland Ashland & Mansfield and the Ohio Central Traction
companies, with a capital of $10,000,000. This gives the Pomeroy-
Mandelbaum interests a direct route from Cleveland to Bucyrus by
way of Wooster and Mansfield. From Bucyrus it is possible to
reach Columbus over the Columbus Delaware & Marion line.
Columbia River Outlook & Northwestern Railway. — Ineorporat-
«d in "Washington to build from Vancouver to a point in or near
Spokane. Wash. Capital stock $3,000,000. Incorporators: W.
McF. Stewart and M. C. Stewart, Outlook, Wash.
Derry & Goffs Falls Electric Railway. — Incorporated in New-
Hampshire to build an electric railway 8 miles long from Derry to
Goffs Falls, where it will connect with the Goffs Falls Litchfield
•& Hudson Street Railway. Incorporators: Roswell Annis, James
F. Cavanaugh and others of Manchester.
Frederick Interurban Railroad. — Incorporated in Maryland with
a capital stock of $1,000,000. to construct an electric railway con-
necting the towns of Frederick. Middletown and Jefferson. Incor-
porators: Emery L. Cobientz. Thomas H. Halley, Richard P.
Ross. James E. Ingram, Jr.. and Robert P. Graham.
Ocean Shore & Eastern Railway.— Incorporated in California to
build a line from Santa Cruz to Watsonville. 20 miles. The line
will be an extension of the Ocean Shore Railway and will pass
through Soquel. Aptos and other towns in the Pajara fruit valley.
It is said that surveys have been completed and that construction
is to begin at once. Capital stock, $3,000,000. Incorporators:
J. Downey Harvey, president and general manager of the Ocean
Shore Railway. San Francisco; J. A. Folger. Woodside; Charles
Carpy, Charles C. Moore and B. Corbet.
Seashore Municipal Railroad. — Incorporated in New York to
build and operate an electric railway from Hempstead. Nassau
■county, to East Rockaway. 5 miles. Capital, $150,000. Incor-
porators: G. A. Green and M. H. Day, Brooklyn: R. M. Lamb.
H. M. Olmstead. Jr.. Freeport: H. M. Pratt. Julien Leadbeater.
M. J. White of New York: H. D. Bristol. Rockville Center. N. Y.
Springfield, III. — Incorporation papers for a new electric in-
terurban line from St. Elmo. Fayette county, to Springfield have
been filed. The capital stock is $5,000 and the headquarters will
he at St. Elmo, 111. The line will extend through Fayette. Shelby.
Montgomery, Christian. Macoupin and Sangamon counties to
Springfield. Incorporators: Presley M. Johnston, Heraldson L.
Hunt. John W. Griswold. George W. Bledsoe and George T. Tur-
ner.
Susquehanna Railway Light & Power Company. — Incorporated
in Connecticut with a capital of $20,000,000. Incorporators: Lucius
F. Robinson and John T. Robinson of Hartford and Albion B.
Wilson.
Syracuse & Milford Railroad.— C. J. Reilly. superintendent of
the Sandusky Portland Cement Company. Syracuse, Ind.. writes
that the above is the correct name of the road reported last week
as the Wabee & Wawasee Railway, incorporated to build from
Syracuse to Milford. Ind.
Terre Haute Indianapolis & Eastern Traction Company. — In-
corporated as a holding company for all the traction lines between
Indianapolis and Terre Haute, by the Indiana syndicate represented
by Hugh J. McGowan of Indianapolis. The roads which are to be
merged are the Indianapolis & Western, which runs to Brazil and
Terre Haute; the Indianapolis Danville & Western, and the In-
dianapolis & Plainfield. It is stated that it is the intention of
the company to connect with the interurban lines of Illinois at
some future time. The company is capitalized at $100,000. Robert
I. Todd, president; Thomas B. McMath. vice-president; William S.
Milholland, secretary and treasurer; Fletcher M. Durbin and R.
E. A. Foley, directors.
Washington Spa Springs & Gretta Railroad. — Incorporated in
Maryland to construct a railroad commencing at the Maryland line
and the District of Columbia at a point on the Baltimore and
Washington turnpike near Bladenshurg to Gretta. whi^h is near
the junction of the Riverdale and Edmondston roads, motive
power to be decided later. Capital stork $20,000. Incorporators:
s. Benjamin D. Stephens. Fillmore Beall. J. Enos
Ray. Jr.. and Marion Duckett, all of Prince Georges county.
Wisconsin Valley Electric Railway. — Incorporated in Wisconsin
to build an interurban railway from Grand Rapids to Stevens
Point. Wis., with an extension later to Wausau and Merrill. It
is stated that the plans call for an expenditure of $1,000,000. Capi-
tal stock. $25,000. to be increased later. Incorporators: George
A. Whiting, Neenah, Wis.: F. F. Whitcomb and George Lin. s.
Milwaukee.
TRACK AND ROADWAY.
Benton Harbor-St. Joseph Railway & Light Company. — H. C.
Mason, manager. Benton Harbor. Mich., writes that contracts are
to be let April 1 for the construction of a extension from Benton
Harbor to Paw Paw, Mich., 12 miles. Contracts are to be let
for a steel bridge 400 feet long. Contractors are requested to cor-
respond with the company. Seventy-pound rails have been pur-
chased. C. K. Minary of Benton Harbor is president.
Boston Lowell & Lawrence Electric Railroad. — This company,
which proposes to build an electric road from Boston to Lowell.
Mass . is seeking legislation which will permit the construction
of about 900 feet of elevated structure for the entrance into Low-
ell and about 1.300 feet more for the entrance into the Sullivan
Square terminal in Boston.
Consolidated Railway (New Haven. Conn.). — It is reported that
a line will be built this spring from Dayville through Attawaugan
and Ballouville to Pineville, Conn.
Dallas Electric Interurban Railway. — The American Engineer-
ing Company of Indianapolis has nearly completed the surveys
for the belt line around the city of Dallas, and it is expected that
the surveyors will begin locating the line to Greenville early next
week. It is the intention to put grading crews to work as fast
as the route is located and to push the construction as rapidly as
possible.
Defiance. O. — It is reported that A. L. Irish of Toledo and
eastern capitalists are interested in a project for building an
electric road from Defiance to Toledo via Napoleon. Liberty. White-
house. Waterville and Maumee. Surveys have been made and it
is stated that prospects are bright for making the necessary finan-
cial arrangements.
Detroit Jackson & Chicago Railway. — Superintendent J. L.
Millspaugh. Ypsilanti. Mich., has announced that the Saline branch
will be extended from Saline to Adrian, Mich., via Clinton and
Tecumseh. The tracks of the Saline branch are to be relaid with
heavier rails.
Detroit, Mich. — It is reported that the Westinghouse Electric
* Manufacturing Company is making plans, specifications and es-
timates for the complete electrical construction and equipment
of a road from Ft. Wayne, Ind.. to Detroit, Mich., via Bryan, O..
for C. M. Pierce of New York and others. '
Georgia Railway <£. Electric Company. — The directors have
approved the . plans for the rebuilding and extension of several
miles of city lines in Atlanta. Ga.. and the construction of the
line to Hapeville. Rails for this line have already been laid in
Hapeville. The line will be built on a private right of way.
Grand Rapids & Kalamazoo Valley Traction Company. —
President W. H. Patterson of Kalamazoo. Mich., has announced
that the rails have been purchased for building the road from
Kalamazoo to Otsego and that the work of tracklaying will begin
as soon as the weather will permit. It is the intention to build
the first part of the road before June 1 and to build on to Grand
Rapids during the summer.
Idaho & Nevada Railroad. — W. D. Kenyon of Burley. Idaho, is
is one of the organizers of the above company, which proposes to
build an electric railway from Burleigh to Oakley. 25 miles.
Illinois Traction Company. — Work is progressing rapidly on
the Champaign-Decatur line. The first section, from Champaign
to Monticello. was opened for operation about two weeks ago.
Track has been laid into Sangamon from the east and poles are
being distributed. From the Decatur end of the line track has been
laid from the junction at Jasper street to the Swartz farm and
poles are distributed. At Bement the contractors are putting in
the timbers for the overhead crossing of the Wabash. Soon the
only gap in the line will be at the Sangamon east of Decatur.
where work on the bridge and the grading must be finished before
cars can run into Decatur.
Indianapolis Coal Traction Company. — Work is now in progress
on a large arch bridge over White Lick, west of Plainfield, Ind.,
on the extension to Amo.
Indianapolis Huntington Columbia City & Northwestern Rail-
way.— M. A". Ryan of Syracuse. Ind.. has the contract for building
this line from Huntington to Goshen. Ind.. 60 miles, which it is
proposed to extend ultimately to connect Indianapolis and Goshen.
Grading is completed from Wawasee Lake to Goshen, and track-
laying is to begin in a few davs. D. L. Homer. Syracuse. Ind..
chief engineer.
Iowa City-Davenport Traction Company. — Surveys have been
completed and nearly all of the right of way has been secured
for this proposed line from Iowa City to Davenport. la., via
Springdale. Rochester. Sunbury. Maysville and Tipton.
Lafayette & Logansport Traction Company — The work Is pro-
gressing rapidly on this extension of the Ff Wayne & Wabash
ilarcb. 9, 1907.
ELECTRIC RAILWAY REVIEW
337
"Valley Traction Company from Lafayette to Logansport. Ind.
From a point half way between Delphi and Roekfleld, the
steel is laid to Logansport. and the road is being ballasted.
The bridge over Rock creek will soon be completed. Paint-
ers are putting the finishing touches to the two bridges at
Logansport. Rails are laid from one mile east of Colburn to Wild
Cat creek and the roadbed is graveled. H. L. Weber. Ft. Wayne,
Ind., chief engineer.
Lake View Traction Company. — H. E. Craft, vice-president,
Memphis, Tenn., writes that construction will begin in about 60
days on this proposed line from Memphis, Tenn., to Clarksdale.
Miss., a distance of 77 miles, of which 15 are in Tennessee and 62
in Mississippi. The entire route has been surveyed. R. F. Tate.
552 Randolph Building, Memphis, Tenn., is president.
Lewiston & Southeastern Electric Railway. — Judson Spofford.
Lewiston, Idaho, vice-president and general manager, writes that
this road will extend from Lewiston to Grangeville and Nez Perce.
Idaho, 135 miles. The entire route has been surveyed and grading
has been completed from Lewiston to Tameny. ti miles. Grading
Is now in progress from Nez Perce to Dublin, 6 miles. There will
be no large bridges and no tunnels on the line and no heavy
grades. The road will handle a general freight, passenger, mail
and express traffic, and 80-pound steel rails will be used. G. W.
Thompson, president, and W. P. Wood, chief engineer, both of
Lewiston, Idaho.
Lima, O. — It is reported that the Schoepf-McGowan syndicate,
which owns the Indiana Columbus & Eastern Traction Company,
has let a contract for building the line from Lima to Bellefon-
taine. O.
Louisville (Ky.) Railway. — Preparations have begun for the
construction of an extension of the West Broadway line about %
mile long.
Milwaukee Northern Railway. — The grading and bridge work is
now completed from Port Washington to within a mile of the city
limits of Milwaukee and steel is on the ground ready to be laid at
once. As soon as this section is completed it is intended to build
the line from Port Washington to Sheboygan. The Comstoek-
Heigh-Walker Company of Detroit has the contract. F. TV.
Walker, Port Washington, vice-president.
Nashville & Columbia Interurban Railway. — H. H. Mayberry
of Franklin. Tenn., is president of this company, that proposes
to build an electric railway from Nashville to Mt. Pleasant,
Tenn., via Franklin and Columbia. It is stated that financial
irrangements have been completed and that construction is to
begin at once.
Nashville & Huntsville Railroad. — It is reported that a con-
tract has been let to the American Construction Company for
building this road from Nashville. Tenn., to Huntsville, Ala.
Thomas M. Steger of Nashville is president.
Nashville Railway & Light Company. — Percy Warner, president
and manager, Nashville. Tenn., has announced that the company
proposes to expend $1,000,000 in improvements, extending several
lines and double-tracking others and building new transfer sta-
tion. New rails are to be laid on many of the present lines.
New York Auburn <£. Lansing Railroad. — H. A. Clarke, chief
engineer. Auburn. N. T. writes tnat grading has been completed
on this line from Auburn to Ithaca. N. Y., 37 miles. The road
is chartered as a steam road but will be operated by electricity.
using the third-rail system and three-phase transmission. Twenty
miles of the road, from Auburn to Genoa, is now completed and
freight and construction trains are operated. The Auburn Con-
struction Company. Auburn, N. T., has the contract. The power
house, which is now under construction, will be equipped with two
801 i -kilowatt steam turbines. Two substations are also under con-
struction. Connection for interchange of freight is made at Auburn
with the New York Central & Hudson River and the Lehigh Val-
ley Railroads. A. H. Flint. New York, president; B. M. Wilcox.
Auburn, vice-president; B. Halladay, New York, secretary and
treasurer.
Schuylkill Valley Traction Company. — This company has pre-
pared plans for the extension from Ringing Rocks to Boyer-
town. Pa.
Scioto Valley Traction Company. — It is reported that the direc-
tors have decided upon the construction of an extension from
Lancaster to Logan. O., and that work is to begin as soon as the
■weather is favorable.
Southern Pacific Company. — Orders have been placed for the
electrical equipment of the present steam lines constituting the
Alameda mole system in Alameda, Cal. The lines will diverge
Into three terminals, one at High street in Alameda, another at
Fruitvale and a third at Fourteenth street in Oakland. A site
for the power house has been purchased.
Sparta -Melrose Electric Railway & Power Company. — Mr. II.
Teasdale. secretary. Sparta. Wis., writes that this company, re-
cently Incorporated, proposes to build an electric railway from
Sparta to Melrose. Wis . 28 mil is, passing through An'gelo. Trout
Falls. Cataract and is miles of the line has been sur-
: tng i to begin this spring. The company is now se-
curing the right of way and contracts will he let about April 1.
George Cromwell, Sparta, Wis., is president.
Terre Haute, Ind. -C. M. Bheddan of [nd Is reported
to be interested In a project to build an electric line from Terre
Haute to Charleston. Ind.. via Marshall and Westfield.
Tacoma Railway & Power Company. — The South Tacoma line
en Hosmer Junction and Pine street is being double-tracked.
This work will complete the double-tracking of the entire South
Tacoma line, which will be used in connection with the new line
to American Lake.
Toledo & Chicago Interurban Railway. — It is stated that this
company is making preparations for the proposed extension from
Kendallville west to Goshen. Ind. Surveys have been made and
it is stated that work will begin early this spring. F. B. Perkins,
general manager, Kendallville.
United Cities Traction Company. — This company is now build-
ing an electric railway for both freight and passenger service from
Ft. Smith, Ark., to Ft. Smith, Okla., 1^. miles. The principal
traffic of the road will be derived from handling freight from the
Missouri Pacific. St. Louis & San Francisco. Kansas City Southern,
Fort Smith & Western and Midland Valley railroads, which center
in Ft. Smith. Ark. One mile out of Ft. Smith. Ark., has been
graded and work will be pushed as soon as the right of way is
secured. Contracts have been let; overhead construction will be
of the span type; the rails will be of 80-pound steel for the first
mile and a half and 60 pounds for the remainder; standard ties
with 2-foot centers; maximum grade. 3 per cent. Ira L. Reeves.
of Muskogee. I. T.. is president.
Winona (Ind.) Interurban Railway. — This company has dis-
tributed along the right of way the ties, rails and poles necessary
for the construction of the Peru extension. The work of building
this line will be resumed as soon as weather conditions will permit.
A Bullock 300-kilowatt rotary converter, which is to be used in
furnishing current for this division, has recently been installed
at the company's power house at Winona Lake.
Youngstown & Southern Railroad. — Grading has been com-
pleted on the extension from Columbiana to Leetonia, O., and
the work of setting poles, stringing the wire and laying the
track has been started.
POWER HOUSES AND SUBSTATIONS.
Alabama Railway & Power Company. — It is reported that this
company is making a location survey for the construction of its
power plant at Birmingham, Ala. C. L. Young of Dawson. Ala.,
is chief engineer.
Boston Elevated Railway. — It is reported that this company
has just closed a contract with Allis-Chalmers Company. Milwau-
kee. Wis., through the Stone & Webster Engineering Corporation
of Boston, for the largest engine tvpe alternators ever constructed.
These machines will be installed in the new extension of the
Boston Elevated Railroad.
Huntsville (Ala.) Railway Light & Power Company. — It is re-
ported that this company will spend between $30,000 and $40,000
for improvements to its power house. Some extensions amounting
to 2 or 3 miles will also be made to the tracks of the company.
Francis M. Lawton. Huntsville. Ala., is manager and purchasing
agent.
Indianapolis Columbus & Southern Traction Company. — The
breaking of a piston rod in the Edinburg power plant of the In-
dianapolis Columbus & Southern Traction Company at about nine
o'clock March 3, 1907. caused considerable delay to its patrons,
as five cars were stalled on the line some distance out of Taylors-
ville. and the company had to hire carriages to bring in the de-
layed passengers. The reason for the long shut down, which
lasted all day. was that part of the auxiliary generating unit had
been sent away for repairs, so that this was not available.
Indianapolis Newcastle & Toledo Electric Railway. — It is re-
ported that work on the power house of this company is progress-
ing favorably in spite of the unfavorable weather so far this sea-
son. This, it is said, will be one of the largest power houses in
that part of the country.
Joplin (Mo.) & Pittsburg Electric Railroad. — It is reported that
this company has been negotiating for the purchase of the power
plant of the Consolidated Light Power & Ice Company of Joplin,
Mo., with the intention of using the power from this plant for the
operation of its new line. It is also reported that this company
will purchase land for park purposes, which w*ill probably be
located at Grand Falls park on Shoal creek, which is said to be
one of the most beautiful park locations in southwestern Missouri
Little Rock Railway & Light Company. — This company an-
nounces that it will soon let a contract for a surface condenser,
air pumps, etc.. which will be used in connection with the 1,500-
kw. Curtis turbine which is being installed in its power plant.
Mt. Vernon (Ohio) Electric Light & Railway Company. — The
p plant of this company was partly destroyed by lire on the
morning of March 2. 1907. The extent of the damage is said to
I thousand dollars. The indications are that the fire
started from spontaneous combustion in the store room over the
dynamo room.
Savannah Electric Company. — This company has found it nec-
essary to increase the speed of its cars to prevent the congestion
of traffic which has resulted from an unusually rapid increase in
business. The increase in speed will be obtained by replacing all
the old 80-inch wheels by new wheels 33 Inches in diameter.
Southern Pacific Company. — This company has purchased an
entire block lying west of Fruitvale avenue, Oakland, Cal., to be
used for the erection of a large power house and car barns, in
connection with the proposed electric lines which will sup'
tie local steam lines In Oakland and Alameda.
:i3s
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 10.
Personal Mention
Mr. IT. C. Roome lias been appointed manager of the Miami
(Pla.) Electric Railway, succeeding Mr. T. H. Tatum. resigned.
Mr. Frank Eckei-son. Pittsfield. Mass., has been appointed chief
engineer of the Pittsfield Electric Street Railway, effective Febru-
ary 18.
Mr. E. R. McDowell, superintendent of the Ashtabula, O.,
Rapid Transit Company, has been promoted to general manager
of that company.
Mr. W. T. Durfee of Decatur. 111., has been appointed to
the newly created position of traveling express auditor of the
Illinois Traction System.
Mr. Harry Nye, of Dayton. O.. has been appointed park mana-
ger of the Indiana Union Traction Company. In charge of the
company's various amusement resorts.
Mr. James A. Robertson, who, for the past 25 years has served
in various capacities with the Georgia Railway & Electric Com-
pany, has been appointed division superintendent of its south side
lines.
Mr. A. A. Hoehn, formerly superintendent of the San Jose &
Santa Clara (Cal.) Railway Company, has resigne'd to engage In
other business. Mr. Hoehn will have no successor, the office hav-
ing been abolished with his resignation.
Mr. J. White Sprong, purchasing agent of the Delaware &
Hudson Company, Albany, N. Y.. has had his jurisdiction extended
over the recently consolidated United Traction and Hudson Valley
lines and will assume Ins new duties at once.
Mr. James McCabe has been appointed division superintendent
in charge of the Elizabeth lines of the Public Service Corporation
of New Jersey, succeeding Mr. F. C. Southard. Mr. McCabe for-
merly was in charge of the tur:\pike line between Newark and
Jersey City.
Mr. Charles Kline has been appointed general manager of the
Enid (Okla.) and the Tulsa (Ind. Ter.) Street Railway companies.
Mr. Kline goes to his present position from Piqua, O., where he
has been train dispatcher for the Dayton Covington & Piqua Trac-
tion Company since it first began operations.
Mr. Joseph S. Wells, acting general manager of the Utah Light
& Railway Company, Salt Lake City. Utah, has been appointed
general manager. The office of assistant to the president, here-
tofore filled by Mr. F. L. Morse, whose resignation, as previously
reported, took effect on March 1. has been abolished.
Mr. Axel Eckstrom, consulting electrical engineer for the Del-
aware & Hudson Company, assumed charge, on March 1, of all me-
chanical and electrical work of this company and will hereafter
be known as general electrical and mechanical superintendent of
the traction department. The extension of Mr. Eckstrom's juris-
diction is a step toward the more efficient organization of the
steam and traction properties of this company.
Mr. W. H. Zimmerman has resigned as general manager of
the DaKalb-Sycamore Electric Company to accept a similar
position with the Michigan Power Company, at Lansing. Mich., in
charge of a large amount of reconstruction work, which the
Michigan Power Company expects to undertake in the near future
in the way of -constructing a new auxiliary steam plant and making
further developments of the water power on the Grand river.
Mr. H. C. Prather of Newark, N. J., has been appointed super-
intendent of transportation of the Roanoke (Va.) Railway & Elec-
tric Company, a position recently created by the company on ac-
count of its rapid growth within the last two years, and will as-
sume his duties at once. Mr. Prather's street railway experience
extends over several years, including similar positions with the
Springfield (111.), St. Louis (Mo.) and Paterson (N. J.) systems.
• Mr. Bion J. Arnold, president of the Arnold Company of Chi-
cago, has been retained by the city of Toronto, to interpret the
conditions of the agreement between the municipality and the
street railway company with regard to the operation of its lines.
A difference of opinion as to the legality of certain regulations
imposed by the city in connection with the existing franchise of
the company has led to a misunderstanding and Mr. Arnold's
advice on the subject has been sought by the city.
Mr. R. E. Hunt, formerly associated with the Williams trac-
tion interests at Augusta, Ga., and more recently superintendent
of railways for the Norfolk & Portsmouth (Va.) Traction Com-
pany, has resigned his position, effective March 15, to become su-
perintendent of railway service for the Utah Light & Railway
Company, Salt Lake City. Mr. Hunt will occupy the position re-
cently made vacant by the resignation of Mr. Walter P. Read,
noted in the Electric Railway Review of January 12.
Mr. F. D. Hoffman, heretofore assistant secretary and treas-
urer of the Chicago City Railway, has been elected treasurer of
that company, succeeaing Mr. J. P. Burke, who has been elected
assistant treasurer. Mr. Hoffman was born in Milwaukee on De-
cember 25. 18S0. and began his street railway career in 1898 as mes-
senger for the Milwaukee Electric Railway & Light Company. He
was later secretary to Mr. T. E. Mitten, now president of the
Chicago City Railway, and accompanied Mr. Mitten to Buffalo in
1901 when he was in charge of the Buffalo street railways during
the Pan-American Exposition. In 1905 he became secretary to Pres-
ident H. J. Pierce of the International Railway of Buffalo and in
February, 1906, was made assistant secretary and treasurer of the
Chicago City Railway.
Mr. W. T. MeCaskey. formerly special agent of the Allis-Chal-
meis C pany ol Milwaukee, Wis., has been appointed general
manager of the Indianapolis Newcastle & Toledo Electric Railway,
which is building a new line from Indianapolis to Newcastle, Ind.
Mr. William J. Mullin, who recently was appointed general
traffic manager of the Delaware & Hudson Company, on March
1 had his jurisdiction extended over the associated traction prop-
erties of this company, including the United Traction Company of
Albany, and t lie Hudson Valley Railway of Glens Falls. It is
stated that beginning on March 1 the officials of the passenger and
freight traffic department will, in addition to their present duties,
have entire supervision of the associated electric railway proper-
ties controlled by the company. This will extend the jurisdiction
of Mr. Paul Wadsworth and Mr. J. W. Burdick, assistants to Mr.
Mullin.
In the reorganization of the Brooklyn Rapid Transit Company,
by which the leases of several of the subsidiary companies to the
Brooklyn Heights Railroad Company have been terminated, effec-
tive on February 28. Mr. Henry Heibert has been elected president
of the Brooklyn LTnion Elevated Railroad; Mr. J. G. Jenkins presi-
dent of the Sea Beach Railroad; Mr. John E. Borne president of
the Nassau Electric Company, and Mr. H. C. Duval president of
the Brooklyn Queens County & Suburban Railroad and the Coney
Island & Gravesend Railroad. Mr. Howard Abel has been appointed
comptroller and Mr. • G. D. Youmans general counsel of the South
Brooklyn Railroad.
Mr. A. A. Anderson, whose appointment as general manager
of the Indianapolis & Louisville Traction Company in addition to
his present duties as general manager of the Indianapolis Colum-
bus & Southern Traction Company was noted in last week's issue
of the Electric Railway Review, brings to his new position the
training born of long experience in street railway work. From
187S to 1893, during its several changes in ownership, he served
in various capacities with the City Railway Company of Indianapo-
lis. In 1893 he accepted a position with the City Railway prop-
erties of Youngstown. O.. where he remained nine years, during
which time the Mahoning Valley interurban system was built.
During a portion of 1903 he was connected with the Union Trac-
tion Company of Indiana. In 1904, at the solicitation of Mr. Charles
L. Henry, he became connected with the Indianapolis & Cincinnati
Traction Company, where he remained until his appointment as
general manager of the Indianapolis Columbus & Southern in
October of last year.
An official circular issued by the Utah Light & Railway Com-
pany. Salt Lake City. Utah, states that the office of chief engineer,
heretofore held by Mr O. A. Honnold, has been abolished. Mr.
William Ashton, chief engineer of the Oregon Short Line, has
been appointed consulting engineer. Mr. L. L. Dagron. who has
been connected with the engineering department of the Oregon
Short Line, has been appointed engineer. He will have direct
charge of all surveys, real estate, rights of way and records of
same; construction, additions, betterments and maintenance of
railway lines; dams, reservoirs, canals, pipe lines and buildings,
and such other work as may be assigned to him by the general
manager from time to time. Mr. O. A. Honnold has been appointed
electrical engineer. He will have general charge of construction,
maintenance and operation of electrical power plants; transmis-
sion lines and distributing systems pertaining thereto; also general
charge of electric lighting and power distribution, and such other
work as the general manager may assign to him from time to time.
Obituary.
Robert Edwin Jenkins, formerly president of the Metropolitan
West Side Elevated Railway of Chicago, and a well-known lawyer,
died at the Hahnemann hospital in Chicago on March 5, aged 61
years. He was born at Alexandria, Clark county. Mo., in- 1846 and
came to Chicago in 1866. where he received his legal education.
He has held several important public positions. For a number of
years he was chairman of the Chicago Bar Association; he also
was vice-president of the Chicago Citizens' Association, was one
of the organizers of the Union League Club and was the author
of the present jury commission system in Cook county.
David Plume, formerly first vice-president of the Connecticut
Railway & Lighting Company, Waterbury, Conn., died recently.
Mr. Plume was well known in street railway circles through his con-
nection for many years with the railway interests of Waterbury.
He was one of the original owners of the old horse-car system of
that city and later, before its consolidation with the Connecticut
Railway & Lighting Company, was president of the Waterbury
Traction Company. He has been identified in various capacities with
a number of manufacturing an'd commercial enterprises in Con-
necticut and at the time of his death was president of the Colo-
nial Trust Company and the Thomaston National Bank, and treas-
urer of the Plume & Atwood Manufacturing Company and the
American Ring Company. He also was a director in a number of
corporations.
The Scioto Valley Traction Company has taken a case to the
Ohio supreme court in which it will test the constitutionality of
an ordinance passed by the council of Circleville, O., which creates
police jurisdiction in compelling the traction company to stop its
cars at all street crossings in the town. Alvin Townsend, a con-
ductor on the Scioto Valley, was arrested under the ordinance for
not stopping his car at all street intersections and was fined. The
common pleas court of the county decided against the traction
company.
March 9, 1907
ELECTRIC RAILWAY REVIEW
3;J/.i
Financial News
Amherst & Sunderland Street Railway, Amherst, Mass.— An of-
fer has been made for the $120,000 capital stock of this company
and it is announced that the directors and principal stockholders
will recommend that the offer be accepted by all shareholders.
Buffalo & Lake Erie Traction Company. — This company has ap-
plied to the railroad commissioners of New York for authority to
increase the capital stock from $6,750,000 to $7,500,000. The pro-
ceeds will be used to acquire the stock of. the Jamestown Chautau-
qua & Lake Erie Railway Company, which is now a steam road.
The Jamestown Chautauqua & Lake Erie lines run from Jamestown
to Westfield, Mayville to Chautauqua, and Clifton to Falconer,
N. Y.. a total of 37.39 miles.
Chicago & Milwaukee Electric Railroad.— A. C. Frost, the pres-
ident of the company, in a letter to the Western Trust and Savings
Bank of Chicago regarding $2,000,000 notes, which were mentioned
in last week's issue of the Electric Railway Review, gives the fol-
lowing information regarding the company:
"The Chicago & Milwaukee electric railroad is double-tracked
throughout. The route is practically an air line between Chicago
and Milwaukee, having a maximum of 0.4 per cent grade and a
maximum of 1 degree curve. All abutments and culverts are of
concrete, built for four tracks. The company has no railroad
grade crossings except two, which are provided with modern lnter-
lockers. All other railroad crossings have been separated by going
over or under them and many of the important highways and
streets are crossed by means of subways. All bridges are of steel
on concrete abutments and have a carrying capacity of 100,000-
pound cars. Eighty-pound rails are laid on first quality white
oak ties. 2-foot centers. The company has built 37 stations cost-
ing from $1,000 to $30,000 each, besides many shelters. The road-
bed, power plant, substations and equipment are of the highest
standard of electrical railroad construction, permitting, with safety,
a speed of 60 to 70 miles per hour.
"The railroad is incorporated Mnder the general railroad act of
the state of Illinois and under the general railroad act of the state
of Wisconsin. The company holds most satisfactory franchises,
all but four being in perpetuity; all the franchises of the Wisconsin
division are perpetual except for the entrance into Milwaukee,
which is for 30 years. The entire right of way is owned in fee
simple and is from 100 to 150 feet in width, allowing for the con-
struction of additional tracks. The company has expended over
$2,000,000 for right of way, depot grounds and terminals.
"The property consists of two divisions — the Illinois division
and the Wisconsin division, incorporated as separate corporations
under the laws of Illinois and Wisconsin. The Wisconsin division,
however, is leased to the Chicago & Milwaukee Electric Railroad
Company (Illinois corporation) for a period of 50 years, and the
Illinois corporation guarantees the principal and interest of the
Wisconsin division bonds.
"The Illinois corporation owns that portion of the road from
Evanston to Waukegan, which has been completed and in opera-
tion since 1900, and the branch from Lake Bluff to Rockfeller,
which was completed and placed in operation in 1903 — a total of 76
miles of main track. It connects at Evanston with the Chicago
Union Traction system and the Evanston branch of the Chicago
Milwaukee & St. Paul railway. Arrangements have been made for
a connection with the Northwestern Elevated, which will give us
a direct entrance into the business center of Chicago. The Illinois
corporation has a total bond issue of $5,000,000 first-mortgage 5
per cent bonds.
"The Wisconsin division begins at the junction of the main
line of the Illinois division and its Libertyville branch and extends
north through Waukegan, Kenosha and Racine, and a number of
small towns between these cities, to Milwaukee, a distance of 55
miles. The road is now completed to a point within 15 miles of
Milwaukee and will be completed and in operation into Milwaukee
by September 1, 1907. The Wisconsin corporation has an author-
ized bond issue of $10,000,000, of which $7,000,000 will have been
issued when the road is completed into Milwaukee. The remaining
$3,000,000 are reserved for building branches from the main line
west from Waukegan to Fox Lake, and from Kenosha west to Lake
Geneva. These extensions will develop an enormous passenger
business in the summer and a large ice traffic in the winter.
"We have freight connections with the Elgin Joliet & Eastern
(outer belt line of Chicago), which is a medium of connection with
' trunk line radiating from Chicago, and with the Wisconsin
Central. Although freight has only been handled by the company
during the last two years, the freight business has already as-
BUmed considered proportions and there is every prospect of a very
large increase in our freight business during the next few years.
"On December 1, 1906, the company entered into a contract
with the United States Express Company for operating its express
business over this company's lines, from which we are assured a
profit cf at Least $25,000 for this year.
"The company has made a contract with the Racine Stone Com-
uarries and plant are located three miles north of
Racine, for hauling its entire product of about 1,000 cubic yards of
tied stone per day. This contract assures us a profit of $75,000
this year.
"The company owns extensive gravel beds at Libertyville and
This gravel Is used In large quantities for road
making. The company can deliver this gravel on its cars anywhere
along its line for 30 cents per cubic yard, including the cost of
loading, and receives $1.00 per cubic yard for it.
Cleveland Southwestern & Columbus Railway. — This company
has been formed to acquire the properties of the Cleveland &
Southwestern Traction Company, the Cleveland Ashland & Mans-
field Traction Company and the Ohio Central Traction Company.
Stockholders of these three companies have approved the plan for
combination, and the shareholders in the new company will meet
on April 21 to organize. The new company will have $7,500,000
common stock and $2,500,000 preferred stock. A bond issue of
$10,000,000 is authorized. Of this amount $3,110,000 will be held
to retire Cleveland & Southwestern bonds, and $400,000 to retire
Ohio Central bonds. In exchange for Cleveland & Southwestern
preferred stock the new company will offer $200,000 bonds, $2,000,-
000 preferred and . $200,000 common stock; and for Cleveland .^
Southwestern common stock $3,000,000 of the new common stock
will be given. For Cleveland Ashland & Mansfield bonds the new-
company will give $1,000 000 bonds and $1,000,000 common stock.
Holders of Ohio Central preferred stock will receive $400,000 new
preferred; and the holders of the common will receive $500,000
new common. For the immediate needs of the combined property
$290,000 in bonds will be used. The proceeds from $5,000,000 in
bonds, $100,000 preferred stock and $2,S00,000 common stock will
be used from time to time in acquiring or building other lines and
in the making of improvements.
Connecticut Railway & Lighting Company. — The Commercial &
Financial Chronicle publishes the following authoritative state-
ment: "The company's property has been leased to the Consoli-
dated Railway Company for 999 years from August 1, 1906. Tin:
payment of the rental has been guaranteed by the New York
New Haven & Hartford Railroad Company. The lessee pay taxes
and a cash rental amounting to $975,000 for the year 1906-07,
increasing gradually to $1,400,000 for the year 1914-15 and for
every year thereafter. Out of this amount must be paid fixed
charges, consisting of bond interest and sinking fund amounting
to $673, SS2 annually. Under the lease no further bonds are to
be issued by the Connecticut Railway & Lighting Company. The
holders of the stock of the company have ratified the execution
of this lease. The common shareholders have agreed to pay to
the Colonial Trust Company, trustee, $10 per share on either
stock; while the preferred shareholders have agreed hereafter, and
during the term of the lease, to accept 4 per cent dividends per
annum in place of 5 per cent. The above payment of $10 per
share on common stock, added to the surplus rentals received
under the lease, will provide a fund sufficient to pay dividends at
the rate of 4 per cent on the preferred stock from August 1, 1906.
and dividends at the rate of 4 per cent on the common stock from
August 1. 1907, which the agreement provides shall be so applied.
The present certificates are to be exchanged for new certificates
on which will be endorsed the above stipulations."
Havana (Cuba) Electric Railway.— At a meeting of stockholders
in Jersey City on March 6, a reorganization of this company was
effected whereby the following were elected directors: Warren
Bicknell of Cleveland; David T. Davis; Robert Mather, vice-presi-
dent of the Rock Island Company; Walter G. Oakman of the Guar-
anty Trust Company of New York; James Rattray, Samuel San
Miguel, Henry Runken, Carlos Zaldo and Frank Steinhart. The last
four are of Havana.
Indiana Union Traction Company, Anderson, Ind. — At the an-
nual meeting of stockholders on March 5. the following directors
were elected: Randall Morgan, J. Levering Jones and H. H.
Kingston of Philadelphia, Pa.; W. Kelsey and Jacob Schoepf.
Cincinnati. O; Hugh McGowan. Indianapolis; George F. McCul-
loch, Muncie. and Arthur Brady, Anderson. Officers were elected
as follows: President, Phillip Matter. Marion; vice-president, E. C.
Carpenter, Anderson; secretary and treasurer, W. C. Sampson,
Anderson.
Louisville (Ky.) Traction Company. — A meeting of stockholders
will be held on April 13 to vote on a proposition to authorize an
increase in the common stock from $12,000,000 to $15,000,000. The
new stock will be issued as capital for improvements is required.
Metropolitan West Side Elevated Railway, Chicago. — During the
fiscal year ended February 28 gross earnings, according to an of-
ficer of the company, were about *2, 546,000. The total number of
fares collected was 50.935,060, as compared with 46,186,753 in the
previous year. The daily average number of passengers carried
was 139, 54S, an increase of 13,008, equal to 10.2S per cent, over the
preceding year.
St. Louis & Suburban. — The number of directors of this com-
pany, which Is controlled by the United Railways Company of
St. Louis, was reduced at the annual meeting of stockholders on
February 26, from fifteen to five. The following were elected:
John I. Beggs, C. H. Huttig. Robert McCulloch. Richard McCulloch
and Frank R. Henry. Most of the stock of the St. Louis & Inter-
urban Is held in a voting trust and it was voted by the trustees,
who are: Julius S. Walsh. Breckinridge Jones, C. Marquard Forster,
Benjamin Altheimer and Samuel Kennard.
Union Railway Company of New York City. — In the year end-
ed December 31, 190.G the gross earnings were $1,566,871. as com-
th $1,420,990, an increase of $145, SSI. The earnings com-
pare as follows:
L906 1906 1904
Gross $1,566,871 $1,420,990 $1,367,633
ii ns'es 1,049,129 1,067,825 977,328
Net $517,742 $353,165 $390 305
Other income 76.120 -i'.u;s:! 30,888
Total Income $593 862 $402,848 M21.193
Charges 351.440 302,573 300.1.11
Surplus $242,422 $100,275 $121,062
340
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 10.
Manufactures and Supplies
ROLLING STOCK.
Charleston & Summerville Electric Railway. Charleston, S. C,
is figuring iiri s cars.
Erie Cambridge Union & Corry Railway, Erie, Pa., has pur-
i S interurban cars.
San Jose & Los Gatos Interurban Railway, San Jose, Cal..
ordered ." interurban cars.
Columbus Newark & Zanesville Electric Railway. Newark, O..
is nmning on live 28-foot cars.
Columbus Delaware & Marion Railway. Columbus. O., is about
to place an order for a special fun. ral car.
Grand Rapids Railway. Grand Rapids, Mich., has ordered 10
cars from the G. C. Kuhlman Car Company.
Columbus Magnetic Springs & Northern Railway, Delaware.
O, is considering the purchase of a number of new cars.
Nashville Railway & Light Company, Nashville. Tenn.. has
placed an order for 30 new double-truck cars for August delivery.
Ft. Dodge Des Moines & Southern Electric Railway, Boone. la.,
has purchased 11 interurban cars from the Niles Car & Manufac-
turing Company.
Northern Electric Company, Chico, Cal., has just placed an
order for 50 standard box cars of 80,000 pounds capacity with the
American Car & Foundry Company.
Elmira Water Light & Railroad, Elmira. N. Y.. has pur-
chased 6 cars from the G. C. Kuhlman Car Company. 4 of which
are closed cars for city service and two 15-bench open cars for
interurban service.
Austin Electric Railway, Austin. Tex., has placed an order
with the Southern Car Company for four 10-bench open cars to
be equipped with GE-54 motors. The company expects to have
these cars in service in April.
Brooklyn Rapid Transit Company, Brooklyn. N. T.. recently
reported in the market for 200 cars, has placed an order for 100
surface cars with the J. G. Brill Company and is reported to have
ordered the 100 elevated cars from the St. Louis Car Company.
Manchester Street Railway, Manchester, N. H., has placed an
order with the Laeonia Car Company for 6 new cars to be used
on the new Manchester and Nashua line. The cars will be 16
feet in length and of the same type as those now in operation on
that line.
American Railways Company, Philadelphia, placed an order
some time ago with the Jewett Car Company for 10 double-truck
cars for the Peoples Railway Company, Dayton. O.. and 4 of the
same type for the Springfield Street Railway. Springfield, O.. to
be used for city service.
Oregon Electric Railway, Portland, Ore., as reported in our
issue of February 23. has placed an order for S motor cars with
the Jewett Car Company and 2 electric locomotives with the Gen-
eral Electric Company. The order was placed through W. S. Bar-
stow & Co.. New York and Portland.
Winona Interurban Railway. Winona Lake, Ind., has placed an
order for 6 interurban cars which will be duplicates of the cars
described and illustrated in the Electric Railway Review for No-
vember. 1906. Four cars of the same type which were ordered
last year will be delivered within the next 10 days.
Ferrocarril Electrico de Lerdo a Torreon, Gomez Palacio, Mex..
has .iust placed an order with the J. G. Brill Company for 11 cars
as follows: Two 35-foot 12-bench open motor cars, two 30-foot
closed motor cars, all to be equipped with GE-80 motors; also
four 30-foot 8-bench trailers and three 21-foot trailer gondola
cars, delivery on all to be made before May 20. 1907.
Denver & Interurban Railway, Denver, Colo., on February 25,
placed an order for 8 semi-convertible cars, with the Woebber
Brothers Carriage Works, Denver. These cars are to be 40 feet
long over all, equipped with four 40-horsepower motors, have vesti-
buled platforms, seating capacity of 40 passengers and will be ope-
rated on the new Ft. Collins city lines which this company is now
building.
York Street Railway, York. Pa., has recently purchased 5 cars.
2 of which are of the Pullman type. 47 feet in length over all, and
3 single-truck cars for city service, 20 feet long over corner posts.
These cars will be mounted on Standard Motor trucks of the 0-50
type city and suburban high speed double-trucks and of the C-35
type single trucks and will be equipped with Westinghouse 101-B
motors. The company is also about to order 5 cars for its new
Hanover and York line.
Denver & Interurban Railway, Denver Colo., is making pre-
liminary designs for new high-speed interurban cars. The new
equipments will weigh about 46 tons each and will be operated
by four 125-horsepower single-phase motors. The car bodies will
be of the steam-coach type, both straight passenger and combina-
tion, 55 feet long over all and 10 feet wide over all. The com-
bination cars will have baggage compartments 8 feet long and
"in types will have forward cabs ■• teet long. The straight pas-
cars will 'ii i users.
Chicago South Bend & Northern Indiana Railway, South Bend.
Ind., has placed an ordei Foi L0 interurban cars. They will be 62
feel in length, equipped Eoui 75-horsepower motors, and will
have baggage comp u lioking compartment and lavatories
Washington Baltimore & Annapolis Electric Railway. Wash-
ington. D. C, has just i order with the Niles Car ty
lacturing I foi 25 ears. Nineteen of the cars are
60 feet in length of the passenger type; four are combination
passenger and b I feet in length and two are of
Kpress and locomotive switching type cars and r>4 feet long.
The cars will be geared to 75 m.p.h. and will I [uipped with
GE A-G03-A motors and Baldwin trucks of the 90-40 ■
Texarkana Gas &. Electric Company, Texarkana, Ark. -Tex.,
placed an order about the first oi January with the .1. G. Brill
Compan; for 3 semi-convertible cars, - of which have 20-foot
3, .quipped with Brill 21-E trucks, 2 GE-54 motors and 1
double truck cai equipped with 4 GE-54 motors and National
Brake & Electric bi tki This ca.- is 41 feet in length over all.
The company has also purchased 5 National Brake & Electric
Company's equipments and one 2 GE-54 motor equipment.
Omaha & Council Bluffs Street Railway, Omaha. Neb., as
reported in the Electric Railway Review of March 2, has placed
an order with the American Car Company for 30 closed all-wood
passenger cars with a seating capacity of 34 persons and 5 closed
cars with a seating capacitj Df <4 persons. They will have the
following dimensioj
Five Cars.
Length of body 34 ft. Width, inside 7 ft. 6 in.
Over vestibule 45 ft. Over all !> ft. 3 in.
Over all 46 ft. 6 in. Height, inside S ft. 2% in.
Sill to trolley base 9 ft. 1 in.
Thirty Cars.
Length of body 2S ft. Width, inside 7 ft. 6 in.
Over vestibule 39 ft. Over all 8 ft. 4 in.
Over all 40 ft. 6 in. Height, inside S ft. 2Vi in.
Sill to trolley base. 9 ft. 1 in.
Body and underframe. . . .Wood
Consolidated Railway Company. New Haven, Conn., has placed
the following orders for new equipment with the Wason Manu-
facturing Company to be distributed among its several lines as
follows: For the New Haven Line, twenty 15-bench open cars to
be equipped with Taylor trucks, 2 GE-S7 motors. Christensen air
brakes and Sterling-Meaker No. 5 registers; also three cars. 36
feet in length and 44 feet over all. for trolley express purposes
to be equipped with heavy Taylor trucks, 4 GE-87 motors and
Christensen air brakes; for the Hartford Street Railway, 20
15-bench open cars to be equipped with Taylor trucks, 2 GE-S7
motors, Christensen air brakes and New Haven Recording reg-
isters; for the New London Street Railway, four 15-bench open
cars to be equipped with Taylor trucks, 4 GE-80 motors, Sterling-
Meaker No. 5 registers, and Christensen air brakes; for the New
England Investment & Security Company's lines as follows: Berk-
shite Street Railway, ten 14-bench vestibule open cars to be
equipped with Standard Motor trucks. 4 GE-87 motors, Christen-
sen air brakes and New Haven-Philadelphia type registers; for
the Springfield Street Railway, ten 14-bench vestibule open cars,
equipped with Standard Motor trucks, 4 GE-S0 motors. Christen-
sen air brakes and Sterling-Meaker No. 5 registers; for the New-
York & Stamford Street Railway, eleven 15-bench open cars
equipped with Taylor trucks, 2 GE-S7 motors. Christensen air
brakes and Sterling-Meaker No. 5 registers. All of these cars will
be equipped with the Crouse-Hinds arc headlights. The company
also expects to order a lot of closed cars within the next few
days.
SHOPS AND BUILDINGS.
Exeter Hampton & Amesbury Street Railway. — One of the car
barns at Hampton. Mass.. was burned the night of March 1,
destroying a considerable amount of rolling stock. The estimated
loss is $50,000.
Ft. Dodge Des Moines & Southern Electric Railway. — The work
on the car barn at Boone. la., is said to be progressing rapidly.
J. F. Ivis has the contract.
Georgia Railway & Electric Company. — The directors have
authorized the construction of new car barns and repair shops
at Atlanta. Ga. Both buildings will be fireproof, of brick and
steel construction. The barns will have a capacity of 60 cars.
The shops will include blacksmith, machine and carpenter shops
and a planing mill.
Hannibal Street Railway & Electric Company — It is reported
that this company has decided to build a concrete car house at
Hannibal, Mo.
Illinois Traction Company. — It is reported that a large tract
of land has been purchased in the suburbs of Decatur, 111., on
which to erect a large car house and shops.
Indianapolis Coal Traction Company. — Work has been begun
on the construction of a new station in Plainfield, Ind. It will
be of brick and stone, of artistic design and equipped with all
modern conveniences.
Meridian Light & Railway Company. — The directors at a recent
meeting decided to build new car barns at Meridian, Miss., with
a capacity of 80 cars. A. B. Paterson, manager.
Roanoke Railway & Electric Company. — This company will
March 9, 1907
ELECTRIC RAILWAY REVIEW
341
close contracts within the next tew days for l'uur 500-horsepower
water tube boilers for its new power plant. Most of the equip-
ment lias been purchased, including one 1,500-kilowatt and two
500-kilowatt Curtis generators, two 500-kilowatt rotary converters
and other machinery.
Toledo Railways & Light Company. — This company is reported
to be negotiating for the purchase of land in the vicinity of River-
side Park, Toledo, O.. on which to erect a car house with accom-
modations for 100 cars. The company now has four car houses
in the city, but their capacity is being outgrown and it is expected
that they will be enlarged or abandoned and new ones built with
a capacity for 400 or 500 cars.
United Railway & Electric Company. — This company has ac-
quired land on North avenue east of Patterson Park avenue.
Baltimore, on which to erect a car barn. The company has plans
for building nine ear barns, three of which are now under
construction.
United Traction Company. — It is reported that this company
will soon begin the erection of a car barn at Rensselaer, N. Y.
E. S. Fassett, general manager, Albany, N. Y.
Washington Baltimore & Annapolis Electric Railway. — Bids
are being requested for the construction of a one-story car-repair
shop. S4 by 257 feet, at Academy Junction, Md., after plans pre-
pared by the Roberts & Abbott Company of Cleveland. It is
reported that the Engineering Contracting Company, Baltimore,
Md.. is estimating on the construction. The office of the Wash-
ington Baltimore & Annapolis is at 801 Maryland Trust building,
Baltimore.
Winona (Ind.) Interurban Railway. — This company will soon
begin the construction of a new building 56 by 60 feet in floor area
for a carpenter and a paint shop. The building is to be located
immediately back of the present shops at Winona Lake and is
to be equipped with all tools necessary for use in car building.
The excavation has been started and part of the building material
is now on the ground.
TRADE NOTES.
W. S. Barstow & Co., New York, have recently opened a branch
office at Montreal. Que., in the Bank of Ottawa building, which
will be in charge of Robert S. Strangland.
Col. Homer J. Lindsay, assistant to the president of the
Carnegie Steel Company died at his home in East Pittsburg on
March 5 of Bright's disease. He was 47 years of age.
Columbia Brake Shoe & Foundry Company, Cincinnati, O., is
the new name of the Columbia Foundry Company. The company
manufactures brake shoes for steam and electric cars.
American Conduit Company, manufacturer of bituminized fiber
conduit, has moved its New York office to 140 Nassau street, where
it will be more centrally located and will have larger office facilities.
R. L. Rand, who has recently resigned as manager of the Ft.
Smith i Ark. I Light & Traction Company, has accepted a position
with H. M, Byllesby & Co., Chicago, owners of the Ft. Smith
plant.
Nathan Shute, formerly salesman for the Crouse-Hinds Corn-
has accepted a similar position with the Ohio Brass Company
of Mansfield. O., and will be connected with the New York office
of that company.
Stuart- Howland Company of Boston has been appointed the
New England representative of the Kalamazoo Railway Supply
Company of Kalamazoo, Mich., and will carry a stock of Moore
track drills, track tools and jacks.
Sherwin-Williams Company is having plans prepared by Barnes
& Young, Lincoln Trust building, St. Louis, for a 3-story ware-
house. 64 by 110 feet, to be located at Second and Clinton streets,
in that city. It is estimated to cost $30,000.
W. J. Martin has been appointed manager of the Clark Elec-
tric Company of Detroit, Mich., recently organized to handle
electrical supplies. Mr. Martin was formerly connected with
the People's Telephone Company in that city.
Buffalo Railway Supply Company, Buffalo. N. Y., has been
Incorporated with an authorized capital stock of $50,000 for the
purpose of manufacturing railway equipment and supplies. The
incorporate > Henry D. Miles. Michael Sullivan. Harris T.
Dunbar, all of Buffalo.
Hlsey-Wolf Machine Company, Cincinnati, O, has increased
Its capital stock from $20,000 to $100,000. Plans are being con-
sidered for the erection of a new plant in Cincinnati that will pro-
vide for a large output of electric drills, grinders, etc., which are
lets of the company.
Arthur J. Arwlne is one of the late additions to the sales force
of the Ohio Brass Company of Mansfield. O. Mr. Arwine is con-
nected with tin- company's new branch office recently established
at 10 North Fourth street, St. Louis. He was previously connected
with the sales department of the Dearborn Drug & Chemical
Works of Chicago.
Cortrlght Metal Roofing Company, 50 North Twenty-third
street, Philadelphia, is calling attention to an Item in the Cort-
rlght Metal Shingle Advocate, a publication Issued monthly in the
Interest of its product, which In turn calls attention to another
publication Issued by the company which ii Is P'lleved will be of
sufficient Interest to every architect, builder, contractor, roofer,
carpenter and home builder to warrant the trouble of a request
for a copy. The book i tains illustrations of man] of the finest
buildings in America and will lie sent free to anj writing the
Cortright company for it.
Charles I. Earll, Howling Green building, New York, manufac-
turer of the Earll trolley retriever, reports : der from the San
Paulo Light & Power Co.. Limited, of Brazil. S. A., for 100 of its
retrievers. These machines are now used on many of the lai
electric railways in the United States and thej an laranteed
unconditionally for one yeai.
New York Electric Controller Company, 21-27 New Chambers
street. New York, manufacturer of motor starters anil controllers,
i 'wing- to its greatly increasing business will during the early part
of April move its plant to 35-37 Rose street, where new and modern
machinery will be installed which will increase the capacity of the
plant and insure prompt delivery.
Rail Joint Company of Canada, Limited, has been organized
and has taken over the patents and business of the Contin-
uous Kail Joint Company of Canada, Limited. The headquarters
of the company are at 216 Board of Trade building, Montreal Can.
The manufacture of its products in Canada has been commenced
and the company is prepared to make prompt deliveries.
George Moses, for the past several years associated with the
mechanical department of the Southern Railway, has accept' .1 a
position as traveling representative with J. B. Sipe & Co., Alle-
gheny, Pa. For the present Mr. Moses will make his heaaquai
ters in Washington". D. C, and handle the sale of Japan oils
manufactured by this company in the eastern southern states.
Independent Pneumatic Tool Company, Chicago, has received
a large order for its "Thor" piston air drills and pneumatic ham-
ni. as from the Wisconsin Engine Company of Corliss, Wis. It is
stated that this company, after testing and experimenting with
many different makes of pneumatic tools, decided to place its
order for "Thor" air tools, on account of their great efficiency and
durability.
Carbolineum Wcod Preserving Company, New York, has se-
cured the services of Henry Grinnell. late forest inspector of the
United States Department of Agriculture, who has taken charge
of the wood preserving experiments carried on by the department
under Mr. Crawford. Mr. Grinnell will give special attention to
the preservation of poles and mining timbers and will have his
headquarters at Washington, D. C.
General Purchasing Company is a recently incorporated organ-
ization with offices at 525 The Rookery, Chicago. The business of
the company consists mainly in cashing the daily sales of manu-
facturers and jobbers whose active capital would otherwise be tied
up in accounts due some time in the future. The purpose of this
arrangement is to enable a company with a growing business to
realize daily on the output at no greater expense than would be
incurred by allowing the customer the usual discount for payment
on shipment. This plan is in use more or less extensively in the
east and the General Purchasing Company is now introducing it
in the west.
Curtis Motor Truck Company has been incorporated in Illinois
with an authorized capital stock of $250,000 by Edmond A. Curtis,
John P. Drennan, Arthur O. Bolen, James D. Johnson and Charles
C. Leforge. The company is organized for the purpose of manufac-
turing and selling the patented motor trucks which have been in-
vented by Edmond A. Curtis and proposes to acquire by purchases
all of the patents covering his designs in the United States, Canada
and Great Britain. The officers of the company will be as fol-
lows: J. P. Drennan. president; A. O. Bolen, vice-president; James
D. Johnson, secretary and treasurer; E. A. Curtis, general superin-
tendent. The incorporators are most of them citizens of Decatur,
111, and it is proposed to establish at that point a plant which
will have a capacity of about 15 trucks per day. with a total value
per annum of about $750,000.
ADVERTISING LITERATURE.
Western Electrical Instrument Company, Waverly Park, New-
ark, N. J. — A new instrument, the Western electroplaters' volt-
meter, Model 131. is the subject of bulletin No. 7 issued by this
company,
Allis-Chalmers Company, Milwaukee, Wis. — Bulletin No. 1050
is a 20-page publication describing alternating-current generators
of the water-wheel type. The generators are described in the
usual manner as to general construction, armature, field or rotor,
excitation, rating, voltage, etc., with divisions under the various
heads for the consideration of particular features.
United States Engineering Company, Philadelphia, Pa. — A cata-
describing and illustrating the Nachod automatic signal for
electric railways has been Issued. This system is intended for use
on single-track roads, wherever it is necessary to converge them
for a distance into single-track, as may be occasioned by tun-
nels, bridges or narrow streets, where cars run in both directions.
Electric Service Supplies Company, Philadelphia, Pa. — "Garton-
Daniels Lightning Arresters" is the title of a substantial catalogue
issued in the interests of the Garton-Daniels Department of the
Electric Service Supplies Company. The publication covers In an
unusually complete manner the matter of lightning arresters, de-
tailed descriptions being presented of the various types and prices
being quoted.
Kinnear Manufacturing Company, Columbus, Ohio. — The prob-
lem of a suitable door for car barns is one deserving the atten-
tion of all those interested in the proper protection and malnte-
342
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 10.
of eq lipment and property, particularly in climates where
there is a wide range of temperature during different seasons of
the year. The Kinnear Manufacturing Company has published
a pamphlet giving exclusive consideration to this subject and calling
attention to the efficacy Of its steel rolling doors for this service.
Charles I. Earll, 11 Broadway, New York. — A very complete
catalogue describes and illustrates the Earll trolley retrievers and
catchers which prevent damage, accidents an'd delays when the
trolley jumps from the wire, and relieve conductors of the neces-
sity of watching the trolley. The instant the trolley jumps a wire
the retriever automatically pulls it down from two to four feet
and holds it until the conductor replaces it. In addition to giving
iii description of the retriever the catalogue describes in
detail the various parts.
National Association of Manufacturers of the United States of
America, 170 Broadway, New York, N. Y. — This association is or-
ganized for the purpose of affording its members facilities for pro-
curing persona] service in the nature of news service, advice in
• legal matters, and advertising, trade marks, reports on various
matters such as foreign matters and foreign cerdit. customs tariff,
etc. Tic organization is a mutual one for the promotion of the
industrial interests and commerce of the United States, the bet-
terment of relations between employers and employes and the en-
couragement of the business and financial interests of its members
at home and abroad.
A MOTORMAN'S VALVE WITH PNEUMATIC TRACK-SANDER
ATTACHED.
There is probably no other invention of modern times that has
contributed so largely to the safe operation of high-speed cars as the
modern airbrake. The airbrake of the present day, which is suit-
Motorman's Valve with
Pneumatic Track-
Sander Attached —
Sectional Elevation
of Valve.
•1.
Base.
2.
Seat.
3.
Bonnet.
4.
Stem.
5.
Valve.
6.
Slide.
7.
Handle.
8.
Latch.
9.
Coil Spring.
10.
Screw.
11.
Gasket.
12.
Tee Bolt.
13.
Nut.
14.
Screw.
15.
Gasket.
16.
Guide.
17.
Guide.
18.
Screw.
19.
Screw.
20.
Shield.
21.
Union Nut.
22.
Pipe Gasket.
23.
Ferrule.
able for the highest speeds, has been developed by gradual improve-
ments extending over many years. The handbrake and the mechan-
ical friction brake have been superseded by it entirely for high-
speed work as such devices' are entirely inadequate. The require-
ments of a perfect high-speed airbrake are not only that it will
be able to bring the car to a stop in case of danger but that it
shall accomplish that act without undue inconvenience to the pas-
sengers' or excessive wear and tear on the mechanical equipment
of the car, such for instance as is caused by the wheels skidding.
Further, the valve which controls the air supply to the brake must
be so constructed that even the motorman of only medium in-
telligence will be able to accomplish these results and still feel
confident that the stops will be made in the required distance. A
feature which is of the greatest importance in securing the proper
operation of the brake, assuring the greatest possible negative
acceleration of the car and at the same time preventing the
wheels from skidding, which results in those much dreaded flats, is
the proper sanding of the track. This can be accomplished in the
most economical way by an air track-sanding valve which is
fitted to the motorman's valve such as is manufactured by the Na-
tional Brake & Electric Companv of Milwaukee, "Wis.
The arrangement of He track-sanding valve directly above the
motorman's brake valv is shown in one of the accompanying
Motorman's Valve with Pneumatic Track-sander Attached —
Elevation.
illustrations, permits the motorman to apply sand to the track ex-
actly when it is needed, and thus it will be evident that besides
assuring a positive smooth stop, it also prevents the extravagance
and wasteful use of sand which ii is impossible to avoid with the
older form of track-sanding devices. Though this feature may at
first appear of little importance, the element of cost is the least
important to be considered, for many times a most serious acci-
dent may be avoided if sand is available to assist the brakes, and
it is well known to all railroad men that many serious accidents
in the past have resulted from a lack of sand at the critical mo-
ment.
A sectional view of the National Brake & Electric Com-
pany's motorman's valve is also shown herewith. The essential
parts of the brake may be followed in order by the numbers upon
the diagram and in the accompanying table.
The base, valve seat and bonnet are made of cast iron, and
the remainder of the valve with the exception of the tee bolts,
is made of a high-class bronze. All the parts have been so de-
signed and constructed as to withstand the maximum of wear
and tear and the rough handling to which they are inevitably sub-
jected. For the same reason a common flat slide valve was de-
cided upon to control the various port openings. This valve, which
is constructed of bronze, working on a scraped cast-iron seat, it is
stated, will work satisfactorily with but one oiling and without any
perceptible wear for more than 150,000 applications of the brake.
Further, the pressure on the valve is so adjusted that as the
valve and seat wear they will always form a perfectly air-tight seat,
so that planing and scraping are very seldom necessary. Occa-
sionally, depending upon the severity of the service, it will, how-
ever, be necessary to take the valve apart, clean it thoroughly with
gasoline and oil it before reassembling to assure satisfactory
operation.
A quiet, easy stop, even in the hands of medium class motor-
men, is obtained by the construction of the train service force,
part of which is formed in the shape of a V so that a graduated
application and release of the brakes is easily obtained. The lap
position of the motorman's handle and the other positions of ap-
plication are located the same as on most airbrakes. In many of
them important and desirable features will be noted by careful
examination of the illustrations presented herewith.
WW
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postoffice, Chicago, 111., as Second-class Matter.
Subscription in advance, including special daily editions published from
time to time In places other than Chicago, postage free, $2;
Foreign, $5; Single Copy, 10 cents.
Vol. XVII, No. 11
New Vork: 150 Nassau Street
CHICAGO, MARCH 16, 1907
Whole No. 203
TABLE OF CONTENTS.
Editorial — ■
— Philadelphia's Municipal Gas Plant 343
—Chicago's 10- Year Struggle 343
— Permanent Trolley Construction 344
—Practicability of Home-Built Rolling Stock 344
— Switchboard Maintenance 344
— An Economical Shop Layout 345
— Double-Secondary Transformers 345
Shops of the North Jersey Division of the Public Service Cor-
poration (Illustrated) 346
Electric Railway Operations in Illinois 350
Forty-Ton Switching Locomotive, Illinois Traction System
(Illustrated) 351
Concrete Ties — Rail Corrugation 351
Inspection Trip to Spy Run Generating Station, Ft. Wayne &
Wabash Valley Traction Company (Ilustrated) 352
Application of the Interstate Commerce Law to Electric Rail-
ways 354
Chicago Traction Situation 354
Chicago & Milwaukee Electric Railroad Seeks Joint Rates with
Steam Roads 355
Movement in Brooklyn for Free Ferries 355
The Manchester & Nashua Street Railway (Illustrated) 356
Freight Terminal Station at Ft. Wayne, Ind. (Illustrated) 360
New Roads Planned Near Illinois-Wisconsin State Line (Illus-
trated) 361
Reporting Accidents at Nashville 361
New Car Houses of the International Railway Company at Buf-
falo, N. Y 361
Piping and Power Station Systems— XXXIII. By W. L. Mor-
ris (Illustrated) 362
Recent Electric Railway Legal Decisions. By J. L. Rosen-
berger 363
News of the Week —
—Louisville Strike Is Settled .365
— Plans for a Municipal Street Railway in Detroit 365
— Single Fares in Connecting Systems 365
— Henry Loomis Nelson on Municipal Ownership 365
— Cleveland Traction Situation 365
— Legislation Affecting Electric Railways 365
— Progress of Subway Plans in New York 366
Construction News —
— Franchises 367
— Incorporations 368
— Track and Roadway 368
— Power Houses and Substations 370
Personal Mention ::71
Financial News 371
Manufacturing and Supplies —
— Rolling Stock 372
— Shops and Buildings .373
—Trade Notes 373
— Advertising Literature 374
Wear Well Leather Packings 374
The municipal ownership fad takes on curious phases under
the peculiar conditions of various efforts at local application.
Philadelphia, which once had a municipal
Philadelphia's gas plant of which even Professor Bemis
Municipal wrote that the city officers "mismanaged
Gas Plant. the works and used the offices under it as
rewards for party services," is now offered
hy Mayor Weaver a scheme for the resumption of the
works. His idea is to raise capital by "popular subscription"
and to divide profits between the city and the subscribers
until the capital-cost is made up. The idea of getting users
to advance the purchase money and then to reimburse them-
selves out of the profits on their own gas bills is certainly
unique. If the citizens of Philadelphia have forgotten their
experience with this same gas works they ought to turn to
the report of the Committee of One Hundred, which, in
referring to the investigation of the works, says: "At the
outset (of the investigation) difficulties were encountered
which only yielded to the persistent efforts of counsel. Lit-
tle was known of this trust. (The gas works was managed
by a board known as the City Gas Trust.) Its meetings for
years had been held in secret, while its published annual
report to the councils was confused and unintelligible, and.
as now appears by the evidence, actually falsified. The vis-
ible results of the management of the trustees had been
the sale of gas at a high price to Philadelphia consumers
without realizing an adequate profit to the city. The vast
purchases of supplies, made at excessive prices from favored
parties, without competition or advertisement (in some in-
stances from the trustees themselves, in violation of the
ordinance i, the disbursement of enormous sums annually
for these purchases in checks drawn to bearer, the frequent
failure to produce any record of the supplies having been
received or the work performed, the admission that, not con-
tent with paying bills rendered, the employes in some cases
habitually made out the bills themselves, make some of the
general features of the management of this municipal I rust
as appearing in the very voluminous testimony." Before
Philadfiphians decide that their Conner experience was ex-
ceptionally unfortunate and that they might do better with
the next experiment, they might reflect upon the recent re-
port of Allen W. Thurman on the Columbus, O., municipal
electric lighting plant. In this report Mr. Thurman says:
"So far as we have gone in the investigation of the munici-
pal light plant, we are convinced that the manner of con-
ducting the plant, from the highest to the lowest officials,
verges on criminal negligence." If municipal ownership is
desirable, or can be made desirable, some one should pro-
duce at least one American instance in which it has proved,
on a large scale, at least a moderate success.
The 10-years' struggle between the city administration of
Chicago and the traction companies has at last reached a
crisis. The present campaign for the elec-
Chicago's tion of city officers, unlike its predecessors
10-Year for 10 years, is not based on an elusive
Struggle. hope of traction settlement, but is founded
on a definite issue, which is the approval
or rejection by voters of ordinances which will be accepted
by the companies. Those who have lived in Chicago or who
have followed its history closely in the last decade have seen
the city ruled by mayors who. in pre-election promises, have
agreed to settle the problem. Carter H. Harrison secured
office on a traction settlement platform in four successivi
elections. After he had been mayor for eight years he was
followed in 1905 by E. F. Dunne, who is the unwilling instru-
ment through which the question has been brought to the
present important point. Now, for the first time in 10 years
the traction portion of the campaign is something besides a
politician's mere catch-word. Although the republican can-
didate approves the ordinances without qualification and the
democratic nominee stands for their rejection and for munic
ipal ownership, public-spirited citizens have taken steps to
emphasize strongly that the approval of the ordinances Is
vital, non-partisan question. Thus, while the1 candidates are
diametrically opposed on the only real issue of the election,
an independent campaign has been undei i.iK. n I'm- the ordi
314
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 11.
nances. In the history of the struggle which is now fast
approaching culmination, there are interwoven broken prom-
ises of city executives, losses of investors, the revelation of
a municipal ownership craze, and eventual public indiffer-
ence. The city is now aroused to the need of action.
Thoughtful people will recognize that the companies, made
desperate by long years of contest and negotiation, have
made most liberal concessions in a final effort to secure a
settlement. But if the ordinances were less favorable to
the city, even then a settlement would be better for the pub-
lic than the perpetual retention of the traction question for
the uses of politicians.
The tendency toward higher speeds in both interurban and
suburban service calls for high-class mechanical work in the
erection of trolley wire and rather close
Permanent inspection of the wire in service if annoy-
Trolley ing breakages are to be avoided. In fact,
Construction. the original wire must be of good qualitv
to begin with, free from scales and flaws,
and of high conductivity. The practice of putting up trolley-
wire under the stress of emergency construction without even
a superficial examination of its quality is responsible for a
good many troublesome subsequent interruptions of the sched-
ules, and often these occur at times when the traffic is heav-
iest. "Whether round or grooved trolley wire is the better for
high speed and even moderate speed service is a question
upon which opinions differ. On a prominent interurban line in
the east operating about 75 miles of track recent experience
is unfavorable to the use of grooved copper, and round wire
is being substituted in every break. The grooved trolley in
this case shows nicks and flaws on careful examination, and
all the recent breakages have been at those weak spots or
else near the ends of the suspension ears. The question is
raised whether grooved wire can be drawn with the same
perfection of texture as round copper, and it is undoubtedly
true that the strain on the thinner section of the wire near
its center is liable to be serious if the alignment and sag
of the line are not just right for the conditions. In the above
case it is probable that the whole line will be restrung with
round copper inside of a year or two. The maximum speed
of the cars is about 45 miles per hour on this line, and prac-
tically all the wear of the trolley is in one direction, as the
road is double tracked. Experience has shown in general
trolley practice that a flexible suspension of the hanger and
ear, the use of long tapering ears and overhead switches and
frogs with gradual approaches and recessions from the cen-
ter are more favorable to continuous servic and more rea-
sonable wear than short ears and frogs with relatively stiff
ends. The point is to avoid sudden changes in the direction
of the wire as the trolley wheel runs over it; otherwise wear
and possibly heavy arching develop or aggravate weak spots
in the wire at the points of defective suspension. Undue
wear also comes from excessive sag. Constant watchfulness
of the way the wheels take suspected spots is essential, and
in some cases the use of frequent expansion ears and the
occasional taking up of slack in the trolley itself will be
found helpful.
and warp after a few months' service in the Rocky mountain
climate. Also, like other progressive properties, the Colorado
Springs company has its own methods for installing control
and lighting wiring and for placing the various other "fix-
tures" of a car. It is thought that better economy can be had
in the long run when this work is done locally, since inspec-
tion may then be more thorough, and the men who equip a
car are the ones who are also responsible for its maintenance.
Familiarity with detail car construction is considered a factor
tending greatly to reduce repair costs. Probably the most
important reason for the Colorado Springs company building
its own cars is because it can thus get a good, serviceable
car, suited to local weather and traffic conditions for less
money than such a car could be purchased in the east and
shipped west. The excessively heavy tourist traffic of the
electric road, lasting about five months each year, demands
a more complete working organization than would ordinarily
be required and for this reason a well-organized shop force is
available for car building during seven months of the year,
thus making the labor item, when all other things are con-
sidered, an extraordinarily small one.
The practicability of an electric railway company building
its own cars is well illustrated at Colorado Springs, Colo.
After continued experimenting with several
Practicability makes of rolling stock built in different sec-
of Home-Built tions of the east, the Colorado Springs & In-
Rolling Stock. terurban Railway Company has, during the
past two or three years, undertaken the
construction of all of its own cars. There are several reasons
given for adopting this course. It has been found in practi-
cally all the Rocky mountain cities that woods that may have
been ever so thoroughly seasoned in localities having lower
altitudes and higher percentages of humidity, will shrink
SWITCHBOARD MAINTENANCE.
The increasing relative cost of switchboard apparatus in
power plants justifies more thorough inspection on the part
of attendants than at present obtains in many installations.
There is a feeling in some quarters that if a switchboard is
blown out every day with compressed air and the instruments
wiped with a dust cloth, nothing further in the way of inspec-
tion need be done until something goes wrong.
There are more moving parts on a modern switchboard
than one would at first suppose, and a certain amount of
attention is an essential of continuous reliable service. In
addition to the indicating and recording instruments there
are time limit relays, circuit breaker controls, oil switch
mechanisms and other contacts to look after, while the possi-
bility of overheated parts of switches and coils is always
present. Oil switches in operation should be inspected for
overheating at least three times a day during the heaviest
part of the load, and the binding posts of potential trans-
formers, regulators and instruments should be looked after
every two or three weeks with an eye to their becoming loose.
The oil tanks on oil switches ought to be dropped cer-
tainly once in three months and the contacts carefully exam-
ined to locate any broken or bent springs, burned contacts or
loose connections. When these contacts are cleaned with a
file or in any way where there is a chance of personal con-
nection with the wiring system, the utmost care is essential
that current should be cut off and high-potential contacts
avoided. Knife switches for simple disconnecting work are
worth many times their cost.
The solenoid equipment of time-limit relays are often
neglected for long periods. The adjustment of these devices
should be tested every two or three months and the contacts
cleaned with the finest sandpaper or emery cloth. There is
a tendency sometimes to forget that these relays are delicate
apparatus. The adjustment of spring tension to hold contact
pieces in place and the varnishing of solenoid plungers need
to be carefully done. No little trouble can arise by careless
varnishing of plungers so that they stick in one position and
do not respond to the load variations above normal. An-
other point likely to be neglected is the care of the leather
diaphragm on the relay bellows. This should be dressed with
neatsfoot oil every two or three months to prevent it from
becoming stiff and hard. Lightning arresters should always
be examined and placed in condition after a storm; rheostat
contact points, fixed and movable, carbon brakes and copper
feeder and switch jaws all need regular inspection just as
much as commutators, brushes and bearings.
Instrument calibration is of less importance on a rail-
March 16, 1907.
ELECTRIC RAILWAY REVIEW
345
way switchboard than in a central station selling current to
individual consumers, but it would seem wise to check up the
voltmeters and recording wattmeters at least once a year, and
if possible to make an annual calibration check of the other
instruments. The cost of power cannot be properly deter-
mined with recording wattmeters of inferior accuracy.
All these little details of operation are important factors
in securing reliable service, and in some plants it will pay to
reduce them to the compass of printed and framed rules.
AN ECONOMICAL SHOP LAYOUT.
The new Nashville shops which were described in the
Electric Railway Review of March 2, 1907, illustrate in a
marked degree the tendency of the times toward economical
administration in the maintenance department of street rail-
ways. Breadth of outlook in repair work is one of the most
essential factors in successful railway operation, for the in
creasing weight, power and ornamental attractiveness of
modern rolling stock demand highly organized treatment in
the preservation of regular service and prevention of break-
downs. The central location of the shops with respect to the
business district tends to reduce dead mileage at night and
morning and to shorten the time during which cars with
minor defects remain out of service.
The Nashville shops are unique in their adoption of the
direct-connected motor drive in both machine and wood-
working departments. Group driving from one or two motors
has been such a common practice heretofore that the advan-
tages of subdividing the shop motive power have generally
been overlooked. The character of work done in the street
railway repair shop is so varied in its scope, so entirely dif-
ferent from the regular and uniform production of the ordi-
nary manufacturing plant, that the individual drive should
be exceptionally valuable on account of its elasticity. In re-
pair shop practice the different machines are seldom operated
continuously for any great length of time, so that there ought
to be a considerable saving in power; if any part of the shop
has to be run overtime, it can be done without the least diffi-
culty, and the elimination of belts and shafting counts
strongly in favor of increased compactness of installation
and enlarged facilities of natural lighting. The tool can be
brought to the work when necessary and the increased
amount of head-room should afford the utmost facility in hand-
ling armatures, wheels, axles and other parts. In many
repair shops the arrangement of tools has developed along
circumstantial lines, without much regard to the sequence of
operations, and in some cases the belts and shafting prohibit
the mechanical handling of heavy work by an overhead
crane or traveling hoist. With the direct electric drive the
expansion of the shop work can be as easily handled as the
production of the first installation; and if experience proves
that the location of any special tool is not the best, the
electric wiring problem is so simple that matters can be
rectified at very slight expense. This is frequently impossi-
ble with the group system of driving.
The amount of power used in the machine shop, 51.5
horsepower in total rating, taken in conjunction with the size
of the machine tools, shows that the shops should be able
to undertake even heavier work than the simple maintenance
jobs if necessary. In striking boldly into the field of indi-
vidual driving the company has done well to avoid using too
small sizes of 600-volt motors for single machines. It is as yet
difficult to build very small motors for reliable service at
this potential, and it was undoubtedly a wise step to group
the smaller tools, such as emery wheels, grinders, backsaws,
etc., for operation by a 5-horsepower motor. The first cost .
of motors specially designed for shop driving with individual
speed control is naturally a considerable Item, bul when
reduced expense of operation, the lessened amount of shaft-
ing and the possibility of more rapid production by speed
adjustment are taken into account, the installation expense
shrinks in importance. The use of induction motors in the
carpenter shop reduces the fire hazard so materially that
there ought to be a distinct reduction in insurance rates on
account of their installation. The relatively large amount
of power consumed by the wood-working tools is of interest,
judging by the total rating of 110 horsepower, and the bene-
fits of the individual drive in this department ought to be
even greater than in the machine shop.
Other features of the Nashville installation which make
for economy and which can readily be availed of in other
situations are the provision for manufacturing spare parts
when desirable, the use of a traveling crane over the shop
pits, the saving of waste oil in the pumping room, plans for
electrically hoisting the armatures to the winding room,
drainage of pits and unification of car equipment. Reduction
of idle movement of stock, the loading of machines with work
against times of emergency material consumption, the stor-
age of cars over pits to facilitate right inspection and the
protection of expensive rolling stock by fireproof housing
all commend themselves to the close observer of car house
and shop design.
DOUBLE-SECONDARY TRANSFORMERS.
A relatively new departure in transformer design will be
found on another page of this issue in the description of the
Litchfield substation of the new Manchester and Nashua elec-
tric line. The use of multiple-voltage primary and secondary
stops has been common practice for some years in the design
and operation of large power transformers, but the construc-
tion of transformers with double secondary windings for the
separate operation of independent rotary converters on the
low-tension alternating-current side of the substation is some-
thing of a novelty.
The frequency of the system in point was necessarily 60
cycles on account of the supply of the power from long-estab-
lished plants carrying a heavy lighting service. The parallel
operation of 60-cycle rotary converters in sizes of 300-kilowatt
is, of course, perfectly practicable at the present time, but
from some points of view there is greater assurance of relia-
ble service if the alternating-current sides of such machines
can be operated separately. The use of a separate secondary
for each of the two rotaries in the station permits applied
voltage adjustments upon either or both machines with prac-
tically no reflex action, and enables a wide range of service
conditions to be met by simple double-throw switches on the
main board.
Off-hand it would seem as though a slight sacrifice in
transformer efficiency would be the price of double-secondary
isolation, but this is probably too small to carry much weight.
In a substation likely to be extended by the addition of con-
siderable new equipment, there is some question if the at-
tempt to segregate machines in the above way would not
defeat its own ends by reducing the general flexibility of the
plant. There is undoubtedly a practical limit to the amount
of independent winding which is permissible on a trans-
former, for the requirements of moderate first cost and high
efficiency are difficult to meet in proportion to the multiplica-
tion of separate coils. In a small substation, however, flexi-
bility of operation on a common set of busbars is an impor-
tant factor in the reliability of service, and the actual con-
venience of being able to adjust the voltage independently on
the alternating-current sides of two rotaries running smoothly
in parallel on the direct-current busbars may work out to be
a valuable insurance against operating troubles. The expe-
rience of plants equipped in this way will be worth watching.
It is certainly a great convenience to be able to set the cir-
cuits lor an alternating-current potential of 396, 376 or 360
volts without the laborious task of unbolting terminals and
trying to manipulate stiff and unwieldy cables in the narrow
space beneath the transformer case.
34*5
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 11.
SHOPS OF THE NORTH JERSEY DIVISION OF THE
PUBLIC SERVICE CORPORATION.
The North Jersey Division of the Public Service Cor-
poration of New Jersey has a total mileage of 550 miles and
includes the following street railway properties: The North
Jersey Street Railway Company, the Jersey City Hoboken
& Paterson Street Railway Company, the Elizabeth Plain-
overhauling of the entire division are done at the Plank Road
shops.
The company has auxiliary or light overhauling shops
on the North Jersey Division at five points, as follows: The
Montgomery Street shop at Jersey City, the Market and
Jersey Street shop at Paterson. the Angelque and Clinton
Street shop at "West Hoboken. the Milltown shop at Mill-
town and the Dunellen shop at Lincoln. Each of these auxil-
North Jersey Shops — General Layout.
field & Central Jersey Street Railway Company, the Elizabeth
& Raritan River Street Railway Company, the Orange and
Passaic Valley Street Railway Company, the South Orange &
Maplewood Traction Company and the Bergen Turnpike
Company.
The mechanical department of these lines is in charge
of Charles Remelius, general superintendent of rolling equip-
ment, with headquarters at the Plank Road shops, the main
shops of the system. These shops, which constitute one of
iary shops is available for light repairs needed by cars
operating in its vicinity. The only work performed outside
of the Plank Road shops and the auxiliary shops is the in-
spection, oiling and trivial repairs performed at terminals.
We present herewith a diagram showing the relative sizes
and location of the main repair shops and auxiliary overhaul-
ing shops, and also a diagram showing the organization of
ihe mechanical department of the North Jersey division.
The total number of cars operated by the foregoing prop-
North Jersey Shops — General Exterior View of Shop Buildings.
the largest and best equipped plants for shop work and car
house storage to be found on any street railway system in
the country, are located on the eastern outskirts of Newark.
The shops formerly consisted of a machine shop 190 by 120
feet. This has been remodeled and greatly enlarged and a
large erecting shop, paint shop, auxiliary buildings and car
storage barns have been added. The plant has been in
service since June of last year. All the heavy repairs and
erties and subject to the supervision of the mechanical de-
partment in the shops mentioned is approximately 2.000 cars.
Since the amalgamation of the properties 600 new double-
truck cars have been purchased and 150 are under construc-
tion. The equipment represents almost every imaginable
variety on account of the corporation having been made up
of so many different companies, but the aim of the depart-
ment is to standardize equipment as rapidly as practicable
March 16. 1907
ELECTRIC RAILWAY REVIEW
317
and this has been effected in a remarkable degree in the time
the organization has been in existence, that is, since June,
1903. The standard car which the company has adopted for
general use is the city and interurban car of the 1600 type.
The principal dimensions of this car are as follows: Length
over all. 42 feet 8 inches; length of body, 30 feet; width.
S feet 4 inches. The car has seats for 42 passengers. Among
the standard devices adopted are the center bell-ringing de-
vice, the Detroit fender and platform, etc.
Plank Road Shops.
The general layout of the Plank Road Shops and car
houses presented herewith shows the convenient relation of
^V^jm, .5.^.
C*r*t&Tr ,5<Ms
North Jersey Shops — Diagram Showing Location of Shops.
the three main buildings — the machine shop and blacksmith
shop building, the erecting shop with a capacity of 42 cars
and the paint shop with a capacity of 70 cars, which build-
ings are served by two transfer tables. The front eleva-
tion of the shops is on Ferry street and on the other side of
this street is located the car house, built in five bays with a
capacity of 150 cars.
The entire property devoted to shop purposes is fenced
in. On the front, along Ferry street, is an iron fence seven
feet high, with three-quarter inch pickets set diagonally and
supported by three rails, having posts set in concrete every
seven feet. There are four track entrances which necessitate
ings is equipped wth a time clock and a careful record is
kept of the hours of service of all employes.
Machine Shop.
The machine shop is reached from the outside through a
front entrance and a stairway leading to the balcony, in the
Forward portion of which are located the offices of the super-
intendent of rolling equipment. Here is also the drafting
Controller Foreman
General Foreman
Plank Road
Shops
i Blacksmith
Machinist's Foreman -. _ , _,
/ Truck Shop
„ _ Foreman
Carpenter foreman
Car Dispatcher
Wiring Foreman
Armature Foreman
Painter Foreman
Montgomery Street
Shop Foreman
General Foreman
We.t Hoboken Shop
Foreman
Carmen at Terminals
Superintendent
Rolling
Equipment
General Foreman
Paterson Shop
Foreman
Dunellen Shop
Foreman
Milltown Shop *
Foreman
Carmen at Terminals
General Foreman
Air Brake Equipments
Storage Air Plants
Chief Draftsman
Draftsmen
Photographer
Air Brake Expert
Chief Clerk
Clerical Force and
Timekeeper?
Storekeeper
; Storeroom Clerks
! Supply Cars
North Jersey Shops — Diagram Showing Organization of Mechanical
Department.
room and the office of the chief clerk of the department.
There is a private inter-communicating telephone system so
that the superintendent can call up from his office the fore-
man of any particular department and issue orders, or go
into detail with regard to any particular situation. There
is also a dining room and kitchen on the balcony of the ma-
North Jersey Shops — General View Interior of Machine Shop.
openings as wide as 50 fee) and these have sliding gates.
•■ gates are among the largest of the type that have been
erected. Care is taken that no one is allowed to enter
or leave the property, except through the small gate at the
watchman's house, and through this entrance the workmen
pass to and from their duties i" the various buildings. These
fences complete with the gates were built by the E. T.
Barnum Iron Company, Detroit. Kach one of these build
chine shop, where the heads of the various departments meet
for their noon-day meal. This is not only convenient but
affords ;i in. i hod of getting the official heads of the shops
together at least once during the day. The machine shop is
made up of two portions, the old building and the new. The
balcony was devised on account of the particular design of
i in- old building and because of the desire to make
use possible of all the space in the "id building.
348
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 11.
lighting effect in the machine shop attracts attention at once.
A skylight 25 feet wide runs the entire length of the room,
and this, in addition to the windows on the side under and
above the balcony, makes the place almost as light as if it
were in the open. We present herewith a general view of
one side of the interior of the shop taken from the balcony
and looking toward the armature-banding and field-winding
machines.
The first floor of the shop is reached from the balconv
that they may be served by self-supporting cranes that are
placed between each pair of pits. The cranes were especially
designed by the company. The cranes consist of an 8-inch
pipe, that serves as a revolving mast, held in place by a
base casting. The mast revolves on ball bearings placed in a
casting bolted to the floor. The jib of the crane is made up
of two 6-inch channel irons and trussed with %-inch rods.
The channel irons are placed 15 inches apart, allowing a
movement of the carriage that supports a 6 inch by 5 foot
North Jersey Shops — Fenders Piled Adjacent to Blacksmith Shop.
by means of an elevator in the front of the building. The
east side of the building on the first floor is taken up with
the overhauling pits. Each pit is equipped with a special car
hoist, of which a view is presented herewith. This hoist is
made up principally of four jackscrews driven by a motor
in the forward end of the pit. This motor has an extended
shaft with two miter gears on each end to mesh into miter
gears that attach to two longitudinal shafts that run par-
allel with the pit and under the floor. The longitudinal shaft
is arranged with worms that drive the worm gears, which
operate the jackscrews. The motors used in these pits are
old ones, taken from discarded cars, and are of the West-
inghouse 12A type. When the pit is clear the jackscrews are
always down so that the I-beams that are placed on top and
air cylinder and piston. The crane revolves very easily and
operates on loads readily wTith the air. The pressure used
on all of the shop tools is maintained at about 90 pounds by
the compressor plant, which consists of a twin electrically-
driven set. The compressors were installed by the Xational
Electric Company and have a capacity of 100 cubic feet.
Xo traveling crane system is used in the shop, the latter
having been laid out so that the cranes at the head of the
pits handle the heavy work on and off from the trucks. The
heavy parts are taken through the shop by small especially
designed trucks, that are pulled along the floor. It is be-
lieved that this is the more economical practice for the
reason that when a traveling crane is in service for one pur-
pose, other work is compelled to wait, whereas by the sys-
North Jersey Shops — Car Repair Pit with Body Hoist.
which are intended to support the car bodies rest directly
on the cement floor. About two minutes are required to
raise a car body from its trucks and the hoists are very re-
liable and definite in their action. They appear to have
considerable advantage over the overhead hoist on account
of being out of the way and taking up little room. In the
bottom of each pit is a track of 3-foot gauge, upon which an
air-operated pit jack is placed. This pit jack may be moved
the length of the pit on its trucks and is so built that it
may be shifted transversely.
When the car body is raised the trucks are run out so
North Jersey Shops — Drop Pit with Wheel Grinding Apparatus.
tern adopted no delay whatever is experienced and in view
of the disposition of the self-contained cranes herein de-
scribed, and those placed at the machines, an efficient eco-
nomical service is obtained.
One of the pits is fitted up with a wheel grinder, which
was designed by the superintendent of rolling equipment,
and is shown in one of the accompanying cuts. Cars are
run over the pit and jacked up and the wheels made to re-
volve by running the current through the motors, after a
water rheostat has been connected in series with them. A
movable section in each rail permits work upon the car
March 16, 1907.
ELECTRIC RAILWAY REVIEW
349
wheels, and the latter are ground down by coming in con-
tact with the emery wheels of the grinder. This operation
is very effective, as it is not necessary to dismantle the car.
and an ordinary flat spot is taken out in a few minutes. The
operation of this grinder has proved it to be much superior
to the old lathe method and so effective and satisfactory that
six other machines have been installed at various terminals
on the system. The machine work in the shops is done on
the ground floor on the west side of the old building. It
chine and a Ferguson oil furnace for the bulldozer. Oil
furnaces are also arranged for the Ajax forging machine and
two power forging hammers. The oil furnace is found to be
superior to the ordinary forge for making the heats as large
areas of iron are quickly brought up to the welding tempera-
ture. The bulldozer is equipped with forms for forging break
hangers, bumper irons, etc. Each piece is forged with a few
blows of the machine and a great deal of work and time are
saved by reason of using these machines in place of the
North Jersey Shops — Blacksmith Shop.
was noted- that the tools are run in gangs instead of being
separately driven. It is claimed by the management that
the running of tools in gangs with line shafting is much pref-
erable to a practice of driving them independently. Espe-
cially when it- is imperative to use 500 volt direct current.
Of course this does not apply to the large insulated machine
tools, as these are independently driven.
One of the accompanying cuts shows a view of the tool
room and shop foreman's office, the tool room being below
and the office above. In providing this office the spot best
suited to ready supervision was selected. From the super-
intendent's office one is able to see about the entire shop
North Jersey Shops — Wheel Repair Department.
hand forges. Six Buffalo down-draft forges are in service.
These forges get their blast through underground ducts from
air generated by fans and the smoke and gases are taken
away through exhaust ducts by the same method. One of
the accompanying cuts shows a group of the new standard
fenders piled outside, convenient to the forge snop. which is
equipped for their manufacture.
Wheel Room.
The wheel room, shown in one of the accompanying cuts,
takes up the rear end of the building and is convenient to
the wheel platform outside. The machines in the wheel room
are driven by separate motor and line shafting and there
North Jersey Shops — Tool Room and Office of Shop Foreman.
and have an eye on all that is going on. The new portion
of the machine shop building is single floor, similar to the
remaining new construction, the west side being a continua
tion of the overhauling shop and the east side being reserved
for the smith work in the blacksmith shop. In the forging
department are some heavy tools not usually met with in
street railway shops. The accompanying photograph shows
a heavy Williams & White bulldozer and Ajax forging ma-
Nort'i Jersey Shops — Electric Yard Crane at Work in Wheel
Storage Yard.
are two improved 200-ton wheel presses, two boring mills and
a lathe. Axle racks are arranged between the columns,
convenient to the work. All the new axles are 4% inches and
the gear wheels are pressed on the axles instead of being of
the split type. We understand that the gear wheels placed
lie axle give much better satisfaction and last longer
than the split gear. The wheel and axle storage tracks
350
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 11.
are mar at hand. One of the accompanying views shows the
method of storing the standard wheels and axles that are
ready to be repaired in the wheel room or those that are
finished and waiting for distribution about the system by the
win < 1 car. This car is used solely for handling wheels
and is equipped with a crane having a revolving mast and
chainfall. so that the wheels can be handled readily.
One of the cuts herewith, presenting the general view of
the blacksmith shop, shows a Bradley power hammer and an
air hammer. The Buffalo down-draft forges are shown on
the left, opposite them on the right are cast-iron forms, which
are used by the blacksmith for bending special1 shapes. In
connection with the forging department there is also a large
double fire. Buffalo forge that is used for babbitting. The
babbitt is melted in pots and taken with a ladle and poured
into the special babbitting molds which are manufactured
by the Columbia Machine Works & Malleable Iron Com-
pany of Brooklyn. This form of mold was first used and
n
w-ii
1 ■ i •».,*
%
^H1 ' '
•m» w ,
/
North Jersey Shops — Bulldozer and Oil Furnace in Blacksmith
Shop.
originally designed at the Plank Road shops, and is said to
be more rapid than the old core method, by which the com-
plete bearing was made, instead of in halves as by this
mold. . It is stated that by the new method a much more
perfect bearing is obtained and one that needs very little
dressing down or finishing.
(To be continued.)
ELECTRIC RAILWAY OPERATIONS IN ILLINOIS.
The preliminary report of the Illinois Railroad and Ware-
house Commission, covering the operations of surface and
elevated electric railways during the fiscal year ended June
30, 1906, states that the daily business of the commission
demonstrates "that all of the provisions of the statutes gov-
erning railways operated by steam should be extended over
the electric railways." and that electric railways "are get-
ting to be a very important factor in the transportation prob-
lem of the state." An abstract of the report follows:
The total mileage, main line and branches of surface
and elevated electric railways for the year was 935.76 miles,
an increase of 173.07 miles. The total mileage of second,
third and additional main track was 190.7 miles, an increase
of 12.55 miles. The mileage of yard tracks and sidings was
56.84 miles, an increase of 19.01 miles. The total mileage of
all kinds of track was 1.1S7.43 miles, an increase of 204.63
miles.
The capital stock and funded debt of this class of roads
for the year was $160,5S7.22S. an increase of $7,664,609, which
is accounted for by the increased mileage put in operation.
The average capitalization (stock and bonds) per mile of
road of surface and elevated electric railways for the year
was $171,782. The average capitalization (stock and
bonds) per mile of surface roads was $75,868. The average
capitalization (stock and bonds) per mile for elevated roads
was $2,035,289.
The total dividends paid were $742,969. an increase of
$112,595. The total assets were $173,724,598. an increase of
$7,258,189. Liabilities were $169,726,314. an increase of $6,-
1 13,907. The net surplus of assets over liabilities was $3,998,-
284.
The total income from passengers, mail, express and ad-
vertising was $11,016,920, an increase of $1,587,790. The total
income from freight service was $446,320, an increase of
$sl'.7::l'. The total earnings from ah sources were $12,805,-
1211, an increase of $2,050,539.
Passenger earnings per mile of road were $11,771. as
compared with $12,030. Freight receipts per ton per mile
were 4.8 cents. The average amount received from each ton
of freight was 35 cents, as compared with 54 cents in the
previous year. Freight earnings were $751 per mile of road,
as compared with $1,144.
The expenditures for the year for maintenance of way
and structures, maintenance of equipment, conducting trans-
portation and general and unclassified expenses and fixed
charges, were $10,900,208, as follows:
.Maintenance — 1905. 1900.
Way and structures $ 49S.5SS $ 564,470
equipment 749.S01 ',v'l,S32
Transportation —
Operation of power plant 1,231,870 1,359,873
Operation of cars 2.217,876 2,377,1 B5
General expenses 994,991 1,255,219
Unclassified expenses 15,091 29,752
Total operating expenses $5,708,217 $6,508,930
Total fixed charges 4,080,142 4.391.27S
Total oper. exp. and fixed charges $9,788,359
The number of revenue passengers carried was 183,650,-
979, an increase of 21,001,944. The revenue freight carried
amounted to 1.277.566 tons, an increase of 641,823 tons. While
gross passenger and freight earnings per mile of road
were less than in the preceding year, the operating expenses
were lower and the net earnings per mile of road were $74
larger than in the previous year.
The number of officers and employes was 6,726. an in-
crease of 1,603. There was paid in salaries $3,965,761.53, an
increase of $622,399.39. The daily average compensation for
all classes was $2.12. an increase of $0.04 per day.
During the year 4,117 tons of steel rails and 80.755 new-
ties were laid. There are 351 stations on these roads, an
increase of 34. The number of highways crossed at grade is
2,146. an increase of 96. The number of under highway
crossings is 45S and the number of overhead highway cross-
ings is 7. The number of electric railways crossed at grade
is 54, an increase of 11. The number of crossing frogs is
167, an increase of 9. The number of steam-railway cross-
ings at grade is 123, an increase of 5. The number of cross-
ing frogs is 403, an increase of 61. The number of overhead
crossings of steam railways is 40. The number of overhead
electric railway crossings is 12.
The increase of mileage of ballast, such as gravel, stone,
cinders, etc., shows a disposition on the part of the manage-
ment of these roads to place their properties in the best
physical condition for the careful handling of business.
These lines have 10 bridges of masonry. 15 of iron. 97
of steel, 4 of wood and 2 combination, with an aggregate
length of 15.499 feet. There are 104 pile and frame trestles,
with an aggregate length of 12,127 feet.
The number of passengers killed was 7, an increase of
4. Ten employes were killed, an increase of 3. The number
of other persons killed was 31, an increase of 12. The total
number of passengers injured was 306, a decrease of 29; 97
employes were injured, an increase of 20, and 65 other per-
sons were injured, a decrease of 14.
The accident reports for steam railways show that 1
passenger was killed for every 1.659.314 passengers carried
and that 1 passenger was injured for every 96.744 passengers
carried. The accident reports for steam railways also show-
that 1 employe was killed in every 359 employed and 1 em-
ploye was injured in every 29 employed. The accident re-
ports for surface and elevated electric railways show that 1
passenger was killed for every 26.235.S54 passengers carried,
and 1 passenger was injured in each 600,166 passengers car-
ried. The accident reports for surface and elevated electric
railways also show that 1 employe was killed in every 672
employed and 1 employe was injured in every 69 employed.
The amount of taxes paid shows an increase of $S9.673.95
over the previous year, and an increase of $537. 362. IS over
the amount paid ten years previous.
The income account, with a comparison, is as follows:
1905. 1906.
Gross earnings from operation $10,354,559 $12,280,192
Operating expenses 5,758,623 6,573,261
Income from operation $ 4,595,936 % 5,706,931
Income from property and other sources.... 472,883 682,845
Total income $ 5.068,819 $ 6,389,776
Expenses assignable to fixed charges i < • : < 7 . ! ' i: r- 4.423.277
Net income 970,894 1.966,499-
March 16. 1907.
ELECTRIC RAILWAY REVIEW
CONCRETE TIES— RAIL CORRUGATION.
The committee on way matters of the American Street
and Interurban Railway Engineering Association has issued
the following circular relating to "Concrete Railway Ties":
It is a well-known fact that the ayailable supply of wood
for railway ties is becoming less year by year, and that the
cost thereof is increasing in proportion. The question of the
future means to be employed in providing substitutes there-
for is rapidly becoming an acute one. Numbers of experi-
ments are being made and various materials used. The pos-
sibility of using concrete has appealed to many, and experi-
ments with concrete ties are now undoubtedly under way.
The committee of the American Street and Interurban Rail-
way Engineering Association having charge of way matters
desires to assist all who may require information upon this
subject, and is to this end sending out this circular letter
with the request that all roads which have been or now are
engaged in experiments with concrete ties, kindly notify the
committee that they have been or are so doing, with informa-
tion as to the method of construction used in the manufac-
ture of the tie and the cost thereof, and forward a statement
of results obtained and conclusions arrived at on account of
these experiments.
If no result has yet been obtained, the committee sug-
gests that a careful record of all phases of the experiments
Please state what remedies have been applied, if any.
and what result has been obtained therefrom: also, the cost
of applying such remedies, if possible.
Please give your general conclusions in the matter and
such other information as you may think pertinent.
Fred G. Simmons. Thomas K. Hell. C. A. Alderman. Com-
mittee.
FORTY-TON SWITCHING LOCOMOTIVE, ILLINOIS
TRACTION SYSTEM.
Two electric locomotives have been built recently for
the Illinois Traction System by the General Electric Com-
pany and the American Locomotive Company. The locomo-
tive is a swivel truck switching type, weighing 40 tons on
drivers, and equipped with 4-GE-5o-H.P.-motors; in other
words, is classified as a 4-0-4-E-80 — 4-GE-55-H.P. type, in ac-
cordance with the standard system of classification recently
adopted by the General Electric and the American Locomo-
tive companies for the rating of electric locomotives.
The truck is of the M. C. B. equalized type with plate
bolster. The wheel base is 6 feet 6 inches, the wheels 36
Forty-Ton Switching Locomotive for the Illinois Traction System.
be kept so that the result may be used later for the benefit
■of all concerned.
The same committee has issued the following circular of
Inquiry on "Rail Corrugation":
If you have had any experience with the phenomenon
commonly called rail corrugations, will you please furnish
the following information:
Type of rail affected.
Are different types of rail affected where conditions are
similar?
Length of section affected.
Length of time rail was in service before corrugations
appeared.
Length from center to center of corrugations.
Depth of corrugations.
Please describe rails most affected, giving the type,
weight, manufacturer, date rolled, date laid and composition
of rail, if possible.
Please describe the track construction, giving the rigid-
ity, drainage, condition of paving and general method of
construction, and specify as between track in paved streets
and track laid on earth and loose stone or gravel ballast.
Please describe location of corrugations, both on straight
tracks and as to inner or outer rails on curves, with degrees
of curvature; as to grades and their percentage; as to points
where brakes are applied and all other locations tending to
indicate a cause. Are opposite rails always corrugated?
Please describe the traffic conditions at points of corru-
gation, giving frequency of car service, weight, type and
1 of cars, type of brake used, type of truck employed, etc.
inches in diameter with fused steel tires and the journals
are 5Vi inches by 10 inches, the construction being partic-
ularly heavy in order to meet the demands of locomotive
service. The weight of the truck is carried upon equalizers.
each of which is made of two 5% -inch by 1%-inch bars held
apart by suitable distance pieces and carrying the truck
frame on spiral springs. The top frame is a 2 by 3% inches
rolled bar. and end frames of the same section are bolted
to it. The truck transoms are built up of 13-inch channels
riveted to % inch by IS inch gusset plates and securely
bolted to the truck frame. The plate bolster carrying the
center pin and side bearings is built up of 9-inch channels
and plates riveted together.
The motors are designed especially for the slow speeds
and heavy tractive effort required in locomotive service. At
the rated load of the motors the locomotive will give a trac-
tivt effort at the rail head of 16,800 pounds, and at the
slipping point of the wheels will delevop 20,000 pounds trac
live effort with a load on the motors slightly in excess of
their rated load.
Some of the particular dimensions of the locomotive are:
Length over all 31 feet 1 inch
Height over cab 11 feet 9 in.
Width over ill :• feet « lm
Rigid wheel base >\ f.-et '". Ini
Weight of electrical equipment
■Weight without electrical equipment 52,500 pout
352
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 11.
INSPECTION TRIP TO SPY RUN GENERATING STATION
OF THE FT. WAYNE & WABASH VALLEY
TRACTION CO., FT. WAYNE, IND.
A party of engineers and railway officials left Cincinnati
on a special Pullman train at 8 o'clock March 9, 1907, for
Ft. Wayne, Jnd., to inspect the new turbine generating sta-
tion of the Ft. Wayne & Wabash Valley Traction Company.
on Spy Run avenue, Ft. Wayne, as the guests of the West-
inghouse Machine Company, Westinghouse Electric & Manu-
facturing Company and the Babcock & Wilcox Company. The
party was joined at Ft. Wayne by representatives of the
press and Ft. Wayne Electric Company, and after breakfast
a special car furnished by the Ft. Wayne & Wabash Valley
Traction Company conveyed the party to the power house,
ably commented upon by everyone present was the absence
of vibration. This illustrates in a very clear manner the
perfect balance which is obtained in the spindles and rotat-
ing fields of these units, as in this particular case the ma-
chines are practically without a foundation other than the
18-inch concrete floor of the generating room. Another point
which was generally commented upon was the absence of
noise, as, in spite of the high speed at which these turbines
run and the hollow sounding-board effect of the light gen-
erating room floor, the noise made by the turbines was con-
siderably less than would be made by reciprocating engines
of the same capacity. This result is obtained by the system
of forced ventilation of the generators, which are totally
enclosed except for two openings into the air ducts located
under the engine room floor. Besides the great reduction
Spy Run Generating Station, Ft. Wayne & Wabash Valley Traction Company. — Inspection Party.
which is located about one and a half miles from the center
of the city.
Mr. C. D.' Emmons, manager of the Ft. Wayne & Wabash
Valley Traction Company; Mr. J. A. Brett, manager of the
Westinghouse Electric & Manufacturing Company; Mr. G. H.
Gibbs. manager of the Cincinnati office of the Westinghouse
Machine Company, and Mr. E. K. Gillett, manager of the
Cincinnati office of the Babcock & Wilcox Company, acted
as guides for the party and explained the many interesting
features of the installation and the apparatus and its opera-
tion.
As will be seen by referring to the complete description
of this plant, which was published in the October, 1906, issue
of the Electric Railway Review, the arrangement of this
power house is rather unique in that the generators are lo-
cated in the second story of the power house, directly above
the boilers. This arrangement was made possible by the
use of steam turbines in place of reciprocating engines. One
of the remarkable operating features which was very favor-
in the amount of noise, the system of forced ventilation here
employed also greatly reduces the temperature rise of the
generators, which were very cool considering the load they
were carrying. The first enclosed turbo-generator supplied
with forced ventilation was the 400-kilowatt turbine which
was installed in the old generating station of Ft. Wayne &
Wabash Valley Traction Company, and which is now doing
duty in the new station. The 400-kilowatt turbine and gen-
erator were dismantled for the inspection of the guests. This
was one of the most interesting parts of the exhibit in that
the turbine had been running under a heavy overload nearly
18 months, during which period it had never been opened or
adjusted and was only shut down two or three times for an
hour at a time, during the entire period. An examination of
the blades of the stator and spindle showed that there was
no appreciable wear on the blades which could be observed
by the closest scrutiny. A further condition which speaks
very highly for the operation of the turbines, is the fact that
owing to a very large amount of scale-forming material in
March 16, 1907.
ELECTRIC RAILWAY REVIEW
353
the water, which was used in the packing glands, a heavy
incrustation had formed inside of the trubine shell, and on
the end of the low pressure dummy, which at times must
have come in contact with the shell, but in spite of this
the machine ran very quietly and no ill effects were visible
upon the closest inspection. Some of the scale had chipped
off and fallen into the equalizer pipe, but it had not com-
pletely filled up, so there was sufficient passage for steam.
The very large axial clearances between the stationary and
moving blades were a surprise to many who have heard of
the small clearances in the Westinghouse-Parsons turbine.
An examination of the bearings of the turbine and generator
showed that no noticeable wear had occurred, and, as has
been stated at times, some of the original tool marks on the
bearings were still visible, which speaks well for the lubri-
by the general manager, who acted as a guide through the
works. The principal points of interest here were the new
type of revolving field belted alternator, and a 75-kilowatt
Curtis turbo-generator of the horizontal type. The turbine
and generator operated very quietly, with practically no vi-
bration.
The party consisted of the following: Louis Arnold,
George Weidermann Company; F. C. Armstead; J. A.
Brett, manager Cincinnati office, Westinghouse Electric &
Manufacturing Company; A. A. Brown, Westinghouse Ma-
chine .Company; A. C. Beattie, Beattie Electric Company;
F. C. Bittgood; Walter A. Black; Robert Bowman; Thomas
Cookson, Cookson Steam Specialty Company; George W.
Cleveland, manager Cincinnati Inspection and Report Bu-
reau; Daniel Delaney, Dearborn Drug & Chemical Company;
C. D. Emmons, manager Ft. Wayne & Wabash Valley Trac-
tion Company; Thomas Elliott, consulting engineer Cincinnati
Spy Run Generating Station. Ft. Wayne & Wabash Valley Traction Company — Interior of Turbine Room.
cation. The switchboards and controlling apparatus were
next inspected, after which the party descended to the
boiler room floor. Here, some of the boilers and stokers had
been taken down for inspection and general satisfaction was
expressed about the operation of the stokers and tne fine
condition of the boilers and furnaces. Behind the boilers the
condensers, which are the jet type, are located directly under
the engine room floor, making a very compact arrangement
with short exhaust, injection and tail pipes, which is made
possible only by the use of turbines, which require no foun-
dations and can therefore be located above the boilers. The
boiler feed pump and circulating water pump, which are of the
Worthiugton manufacture, and were specially designed, fa-
cilitating easy access to the valves, are located in the boiler
room and were one of the features which received the spe-
cial attention of the party.
Having had their photographs taken, the party was con-
veyed to the Ft. Wayne ESlectric Works, where it was met
Traction Company; M. H. Folger, Westinghouse Machine Com-
pany, Chicago; W. G. Franz, Droth Syndicate; W. C. Green,
American Engineering & Specialty Company; Cale Gough,
Street Railway Journal, Chicago; G. H. Gibbs, manager
Westinghouse Machine Company; E. K. Gillett, manager
Cincinnati office, Babcock & Wilcox Company; C. R. Gilli-
land, manager Louisville office, Westinghouse Electric &
Manufacturing Company; George W. Galbraith, manager Laid-
law-Dunn-Gordon Company; C. P. Hughes, manager the Ideal
Engine Company; W. B. Hubbell, Cincinnati Inspection and
Re t Bureau; R. Hallam; W. A. Heisel; H. C. Houck;
W. C. Honhorst; A. B. Jacobs, Cincinnati; George Knopp,
Post-Glover Electric Company; B. Kauffmann, western man-
ager the Evans-Almistead Company; Charles Kilgour, vice-
president Toledo Urban & Interurban Railway; E. H. Lost-
tetter, manager Stoker & Foundry Company; R. W. Leach,
Westinghouse Machine Company, Chicago; W. G. Leary;
Charles Murray; Norman G. Meade, Westinghouse Companies,
publicity department; H. C. Marsh, Arthur P. Taylor, Charles
Taylor & Sons Company; Robert Morrow, Murphy Automatic
Feed Regulator Company; E. McClintock, chief engineer
Union Gas & Electric Company; J. H. McCabe, manager Cin-
3')1
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 11.
Cinnati office, Murphy Iron Works; C. R. McKay; H. McNulty,
chief engineer Cincinnati Traction Company; John Neil,
John II. McDonald Company; 11. W. Palmer; V. T. Price,
manager Buckeye Engine Company; J. B. Pevear, manager
Cincinnati office General Electric Company: L. F. Railley,
General Electric Company; E. H. Sniff en, Westinghouse Ma-
chine Company: E. J. Schroder, Philip-Cary Manufacturing
Company; Newton L. Schloss: Henry F. Schmidt, Electric
Railway Review. Chicago: F. L. Swanberg; R. W. aeawell:
Edward H. Spring; Frank Strievy, railway department. Gen-
eral Electric Company; Arthur P. Taylor; Howell Van Blar-
com. manager Westinghouse Machine Company Pittsburg-
Ralph P. Willis, the R. P. Willis Company.
APPLICATION OF THE INTERSTATE COMMERCE LAW
TO ELECTRIC RAILWAYS.
Since the passage of the Hepburn interstate commerce
law last June there has been considerable speculation in re-
gard to the status of electric interburban railways under
_ that law and in regard to the jurisdiction of the interstate
commerce commission over such companies. The matter has
not yet been brought before the commission in any general
way, and consequently no general ruling has been issued. In
reply to a recent inquiry on the subject, however, from the
East St. Louis & Suburban Railway, Commissioner James S.
Harlan responded for the commission, expressing his views
unofficially on the particular facts set forth in that commu-
nication. In view of the widespread interest in the subject
and as the points touched upon affect other companies simi-
larly situated, we publish Mr. Harlan's letter in full:
March 12, 1907.
The East St. Louis & Suburban Railway Company, East St.
Louis, 111.
Dear Sirs: — I have the honor to acknowledge the re-
ceipt of the letter of your assistant treasurer of February
26, in which he inquires whether the electric street car lines
operated by your company are subject to the act to regulate
commerce, as amended June 29, 1906.
In a communication from Messrs. Schaefer and Farmer,
attorneys at law, of Belleville, 111., dated September 4, 1905,
and written by them apparently as your legal advisers, it
was stated that your company operates electric street car
lines in the cities of East St. Louis and Belleville, and inter-
urban lines between East St. Louis and other points in St.
Clair and Madison counties. These lines are all in the state
of Illinois within a radius of 20 miles from East St. Louis,
which is in that state. The interurban lines, as stated in
that letter, have a terminus at East St. Louis, at which point
passengers for St. Louis, in the state of Missouri, may take
what is referred to in the correspondence as an ordinary
street car line over the Eads bridge. This line across the
bridge is said to carry passengers only. Whether it belongs
to and is operated by your company or by a separate com-
pany does not appear on the correspondence. Nor is the fact
material to this inquiry; for tickets are sold on your line
that entitle the holder to transportation from points on your
line in the state of Illinois to the corner of Third street and
Washington avenue in the city of St. Louis in the state of
Missouri. Tickets are also sola in St. Louis for passage over
the same route to points in Illinois. So that, even if there
be no common ownership or management, or any definite
contract between the two lines, the tickets sold by your
line in Illinois and by the other line in Missouri would seem
to constitute a contract with the holder and an arrangement
between the two lines for continuous transportation from a
point in one state to a point in another state. Under such
conditions the transportation, whether carried on under a
common ownership or management or by two connecting
lines, would seem to be subject to the provisions of the act
to regulate commerce. But a further statement of the de-
tails of the actual arrangement between the two lines and
of the form and wording of the through tickets might possibly
lead to a different conclusion.
Under that act — to respond to your further inquiries —
there is no distinction made between the transportation of
passengers and the transportation of property. Either kind
of transportation constitutes interstate commerce if it origi-
nates at a point in one state and is destined to a point in
another state. Moreover, if such transportation be carried
on for the general public and for hire, it is interstate com-
merce whatever may be the vehicle or the motive power used.
It would be interstate commerce in every legal sense if car-
ried on by means of omnibuses or automobiles, or by a ferry
or otherwise, if it is done for the public and for hire and is
carrieJ on between points in different states.
\ j,i will understand, however, that interstate traffic, as
here defined, whether of passengers or other property, comes
under the jurisdiction of this commission and is subject to
the provisions of the act, only when carried on by means of
one of the several classes of common carriers that are enu-
merated in the act: that is to say, by a pipe line or a rail-
road (or by a water line in connection with a railroad). But
we think it clear that the word "railroad," as used in the
act, includes all kinds of rail carriers that transport either
passengers or property, whatever may be the form of motive
power used by them. In other words, we hold that any form
of transportation on rails, whether the motive power be elec-
tricity or steam or gasoline, compressed air, horse-power, or
otherwise, is a railroad within the meaning of the act and
to the jurisdiction of this commission, if it transports either
passengers or property for hire from a point in one state
to a point in another state.
For your further information it may be well to add that
the law makes no distinction between electric lines that con-
nect urban communities and are engaged in the transporta-
tion of passengers and property, and are commonly known
as "interurban lines," and the shorter lines that are operated
chiefly for the carriage of passengers within, or for short
distances beyond, the limits of urban communities, and are
commonly called "street car" or "traction" lines. Any such
line that transports passengers or property from a point in
one state to a point in another state, either on its own rails
or in connection, under some arrangement for through trans-
portation, with the rails of another carrier, is itself an inter-
state carrier engaged in interstate commerce, and is subject
to the jurisdiction of this commission and to ail the provi-
sions of the act to regulate commerce.
You will understand, of course, that what I have said in
this letter is simply the expression of my personal views.
The commission does not ordinarily respond formally to such
inquiries. Verv respectfully,
JAMES S. HARLAN,
Commissioner.
CHICAGO TRACTION SITUATION.
Fred A. Busse, postmaster of the city of Chicago, in ac-
cepting the republican nomination for mayor, made the fol-
lowing statement regarding the traction situation:
For several years we have had too much traction for the
politicians and too little for the public. Traction has been
used to carry various people into office, but there has not
been enough of it to carry people to and from their homes
rapidly and in comfort.
This traction question is the people's question, and it
is proper that they shoulu have the last word as to whether
the ordinances now before them for their decision should
become laws. We are all interested. The present surface
transportation is utterly inadequate. Elevated and suburban
trains are overtaxed because the surface lines are inadequate.
The consequence is wasted time and discomfort of all who
ride.
Improved transportation, as our platform well says, would
lessen congestion in the downtown business center, develop
now business centers, give people a chance to live out where
they can get better air, more room and more healthful sur-
roundings, and at the same time benefit thousands of small
taxpayers.
Street car employes are injuriously affected by present
conditions. Overcrowded and out-of-date cars and equipment
make their work much harder and more hazardous than it
should be.
The ordinances now before the people for their decision
are the results of years of investigation and study, and the
successive steps in formulating them were apparently ap-
proved by all of those active in the work until just before
they were completed. No good reason has yet been given,
so far as I can discover, for reverting again to talk instead
of proceeding to action.
The proposal to acquire the street railway properties
by condemnation is one that does not commend itself to me.
It will mean years of litigation, the result of which no man
can prophesy, during which time the companies will reap the
harvest of fares without being under any obligation to divide
profits with the city or to install new equipment or to main-
tain through routes or to do any of the other things which are
immediately provided for by the pending ordinances.
Everybody is agreed that we want better service at once.
The pending ordinances provide for that. They provide for
extensions, for through routes and for transfers that will
enable us to ride from any part of the city to any other part
of the city reached by the lines of any one or all of the four
great systems — namely, the Chicago City, the Union Trac-
tion, the Chicago Consolidated and the Chicago General Rail-
way companies.
These ordinances safeguard the city's interests. They
March 16, 1907
ELECTRIC RAILWAY REVIEW
355
make the city a participating partner in the profits of the
street railway companies, and permit this revenue to be ap-
plied either to purchase of the lines or to reducton of fares.
They also provide ample opportunity for the city to acquire
the lines whenever the people desire to embark in the enter-
prise. Therefore, I cannot see why any person who wants
better car service, whether he does or does not believe in
municipal ownership, should be against the ordinances.
CHICAGO & MILWAUKEE ELECTRIC RAILWAY SEEKS
JOINT RATES WITH STEAM RAILWAYS.
A petition that the Illinois Central Railroad Company
be compelled to establish joint traffic arrangements with the
Chicago & Milwaukee Electric Railroad Company has been
filed by the latter corporation with the interstate commerce
commission. This is the second case of this character to be
brought to the notice of the commission. Evidence in the
petition of the Cedar Rapids & Iowa City Railway & Light
Company for joint rates with steam railways was heard in
Cedar Rapids on January 29 and 30.
The Chicago & Milwaukee Electric represents in its
petition that it is a railroad corporation and that it has the
right to operate from the city of Chicago in a northerly
direction to some point on the state line between Illinois
and Wisconsin, with power to appropriate such land as may-
be necessary for the transaction of its business and to con-
tract with railway corporations in other states for leasing
and running their roads. It has secured by contract the
right to operate its trains upon the tracks of the Chicago &
Milwaukee Electric Railroad of the state of Wisconsin,
which has laid its tracks from a connection on the state line
with the Illinois corporation to Racine, Wis.
The petitioning company operates the lines of railway
in Illinois and Wisconsin as one system, using as motive
power both electricity and steam. It states that it is fully
equipped with locomotives, passenger and freight cars for
the operation of its business; that its roadbed is constructed
under the most modern and improved systems; that its rails
are 80-pound rails and its bridges of concrete and steel; that
its grade at no point exceeds 1.5 per cent; that in every
way it is thoroughly equipped to handle successfully the
freight and passenger business in the territory which it
serves; and that its freight and passenger business is suc-
cessfully conducted.
The petition says the Chicago & Milwaukee Electric
connects with the Wisconsin Central Railway Company at
Rockefeller, 111., and with the Elgin Joliet & Eastern Railway
at Rondout. 111. The Elgin Joliet & Eastern operates a rail-
way extending from Waukegan, 111., to Porter, Ind., known
as the "outer belt line." The Elgin Joliet & Eastern inter-
changes freight between all railways entering the city of
Chicago and, the petition recites, must be a party to joint
traffic arrangements for freight shipments beyond Chicago
between the various roads which enter Chicago. A general
tariff and division sheet has been established by the Chi-
cago & Milwaukee Electric with the Elgin Joliet & Eastern
covering all freight interchanged between the two roads.
The Chicago & Milwaukee Electric represents that the
territory it serves in the counties of Kenosha and Racine,
Wis., is exceedingly fertile and produces a large tonnage of
farm products, one of which is cabbage; that, there was
shipped during the year 1906 from Racine county over 2,000
carloads of cabbage, all of which came from lli<> territon
served by the Chicago & Milwaukee Electric, ami which was
hauled by wagon lo the Chicago & Northwestern Railway
at Berryvtlle, Racine and Kenosha, Wis. Tin- Chicago &
Milwaukee Electric secured from Hu- Illinois Central, the
Yazoo * Mississippi Valley and the Elgin Jollel Ai Eastern
a joint freight tariff on cabbage in carload lots from Rai
Hansche Siding and Piper Siding, Wis., to Vicksburg, Miss..
New Orleans, La.. Natchez, .Miss., and Memphis, Tenn.
This tariff was filed with tin- interstate commerce com-
mission on November 1, 1906, and thereafter the Illinois
Central and the Chicago & Milwaukee Electric shipped
freight under its terms. At the time the tariff was pur
into effect, the petition says, the traffic manager of the
Chicago, & Milwaukee Electric and the assistant general
freight agent of the Illinois Central had many conferences
concerning the extent of the business and the promulgation
of tariffs; and in conformity with the tariff in existence the
Chicago & Milwaukee Electric secured a shipment of 15
carloads of cabbages for lower Mississippi valley points
reached by the Illinois Central and the Yazoo & Mississippi
Valley, and requested of the Illinois Central the delivery of
sufficient cars at Rondout to carry the cabbages.
The petition states that the Chicago & Milwaukee Elec-
tric, through its traffic manager, was definitely promised
these cars, but they were never delivered, and on November
19 the Illinois Central, without notice, filed with the inter-
state commerce commission a notice of cancellation of the
joint tariff.
The Chicago & Milwaukee Electric charges that "said
cancellation notice operated as a great hardship" and pre-
vented it from "conducting its legitimate business and de-
prived the shippers of cabbage of a competition in freight
rates to which they were justly entitled."
In conclusion, the Chicago & Milwaukee Electric prays
that the Illinois Central and the Yazoo & Mississippi Val-
ley may be required to answer the charges, and that after
due investigation they may be compelled to enter into joint
traffic arrangements with the Chicago & Milwaukee Electric
for the transportation of cabbage and other commodities
originating at or destined to points in the territory of the
Chicago & Milwaukee Electric in Wisconsin; that through
rates and joint rates be stablished covering articles of
merchandise from all points along the petitioner's railway
in Illinois and Wisconsin to points on the defendant's rail-
ways outside of Illinois, and from points on the line of the
defendant's railways .lying outside of Illinois to points on the
Chicago & Milwaukee Electric in Illinois and Wisconsin;
that through rates and joint rates be established from
points upon the petitioner's railway in Wisconsin to all
points upon the defendant's railways in other states, except
in Wisconsin; and that the commission may prescribe a divi-
sion of such rate or rates and the terms and conditions
thereof. The interstate commerce commission will hear the
evidence in April.
Movement in Brooklyn for Free Ferries.
A conference of representatives of various civic organiza-
tions in Greater New York was held in Brooklyn on the even
ing of March 7 to discuss the subject of free municipal ferries.
to relive the crush on the Brooklyn bridge. The agitation for
free ferries will be carried on by means of enrollment cards
and circulated ptitions as well as by further meetings. It is
said that some 500 signatures have been obtained on the cards,
which read as follows: "Believing that free ferries will give
immediate relief to the bridge crush, and will help Brooklyn
generally, I hereby request that my name be placed on the
membership list of (he 'League for the Promotion of Free
Perries.' "
'I'lo- petitions, to which some 600 or more signatures are
already known to lie appended, read as follows:
"li is the Arm belief of the undersigned residents of Brook-
lyn that the municipal ownership and operation of the East
river terries tree of charge to the public will at once very
greatly diminish, if not entirely do away with, the bridge
crush horror until a permanenl remedy can lie had by th<
building of more bridges, tunnels or subways, and that mak-
ing tin- terries free to all users would greatly help to give
new lite lo the dserted ferry localities, stimulate business,
encourage manufacturers to settle there. Improve proi
and in- a -reat convenience to the residents ol I
Icted districts of this neglected borough."
356
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 11.
THE MANCHESTER & NASHUA STREET RAILWAY.
The Manchester & Nashua Street Railway, an important
new electric interurban line in southern New Hampshire,
connects the lines of the Boston & Northern Street Railway
Company in the outskirts of Nashua with the system of the
Manchester Traction Light & Power Company, and forms
the final link in the continuous trolley route between Boston,
Lowell, Nashua, Manchester and Concord. The new line
began operation on January 1, 1907. It is owned by the Man-
chester Traction Light & Power Company, whose officers are:
Manchester-Nashua Street Railway — Map of Route and Con-
nections.
President, William A. Tucker; vice-president and general
manager, J. Brodie Smith: treasurer, S. Reed Anthony.
Route.
In physical features the new road is somewhat unique, at
least in comparison with other electric lines in New England.
It is built entirely upon a private right of way; the heaviest
grade is about 1.5 per cent and the sharpest curve has a
radius of 1,042 feet. Long tangents are frequent, and in
several localities the track is straight for upwards of two
miles. Most of the electric railways in New England have a
certain percentage of their lines located in the public high-
ways, and severe grades or sharp curves are frequent charac-
teristics of the profile and alignment. Fast running is there-
fore out of the question, except where the character of road-
bed and track construction on the private right of way is
sufficiently substantial to permil speeds of 40 miles per hour
and upwards.
The length of the new line in Goff's Falls, Litchfield and
Hudson is 12.5 miles, the total distance between Manchester
city hall and the Tremont house, Nashua, being 18.25 miles.
The running time from terminal to terminal is 55 minutes;
from Goff's Falls to Hudson it is about 28 minutes, making
Manchester-Nashua Street Railway — Exterior Litchfield Substation.
a schedule speed of about 27 miles per hour on the private
right of way with a maximum of approximately 40 miles per
hour. The population of Manchester is now about 70,000;
Nashau, 30,000; Litchfield, 500; Merrimack, 2,000; and Hud-
son, 2,000. About 69 per cent of the through run is via the
new line.
Cars leave Manchester city hall hourly between 5:30
a. m. and 9:30 p. m., the last southbound car leaving at 11:00
p. m. Northbound, cars leave Nashua at 6:30 a. m. and
thence hourly until 9:30 p. m., the two later cars being 11:00
Manchester-Nashua Street Railway — Emergency Car with Trolley
Repair Platform.
and 11:50 p. m. During the night the cars are held in the
car house of the Manchester company, and the repair work
is also carried on at the latter point, with the exception of
tire turning and wheel renewals, which are usually performed
by contract with the Manchester works of the American
Locomotive Company. It will, of course, be a simple matter
to decrease the present headway when traffic warrants it.
March 16, 1907
ELECTRIC RAILWAY REVIEW
357
The new line proper begins at Goff' s Falls, a southern
suburb of Manchester, and in a general way follows the east
bank of the Merrimack river through level farming lands
through Litchfield to Hudson, which is on the east side of
the Merrimack opposite Nashua. The roadbed is all single
track on the private right of way, but turnouts one mile long
the trolley being grooved, size No. 00 B. and S. gauge. But
one trolley was installed. With the exception of one-half mile
north of Hudson the entire line is fed with 600-volt direct
current by a 500,000-circular mil copper feeder which paral-
lels the trolley. Power for the operation of the road is trans-
mitted from the generating plants of the Manchester Trac-
Manchester- Nashua Street Railway — Standard Passenger Car.
are shortly to be in service. The rails were laid in 33-foot
lengths, T-section, each joint being bonded with the No.
0000 soldered bond of the Lord Electric Company. Chestnut
ties of standard steam railroad specification were used, spaced
2 feet apart on centers. Gravel ballast was used throughout,
and the right of way is about 50 feet in width. There are
four grade crossings with highways, and five steel trestles
tion, Light & Power Company to a substation located in
Litchfield, just half way from each end of the private right
of way. The 500,000 circular mil feeder is divided into two
sections at the Litchfield substation, one section feeding north
and the other south. The poles used are of chestnut, 35 feet
in average length, with 7 and 8-inch tops, and spaced 100 feet
apart. The contractor for the grading, track and overhead
Manchester-Nashua Street Railway — Garvins Falls Hydro-Electric Plant.
built upon concrete foundations. At the crossings danger
signs have been installed, and the trestles are equipped with
inside guard rails and outside guard timbers. The construc-
tion of the roadbed was carried ou1 under the direction of
Mr. A, k Mr Reel.
Bracket suspension was used throughout the new line,
work was the Hub Construction Company of Boston. The
material for the overhead construction was furnished by the
H. W. Johns-Manville Company. The chief engineer was Mr.
John B. Egan of Windsor Locks, Conn.
The power generating system of the Manchester Traction
Light & Power Company consists of five plants, including
:Jj8
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 11.
the central substation and auxiliary steam equipmenl al
.Manchester. At Garvin's Falls, on the Merrimack river, is a
water-power station rated at 3,900 k.w.; at Hooksett. on the
.Merrimack, is a 600-kw. water-power plant, with the prospect
of an early increase in capacity; at Gregg's Falls, on the Pis-
cataquog river, is a 1,200-kw. water-power station; and at
Kelley's Falls, on the Piscataquog. is an 830-kw. plant, both
Manchester-Nashua Street Railway — Standard Track and Overhead
Construction.
steam and hydro-electric. At the Brook street station in Man-
chester is a capacity of 1,450-kw. alternating current power,
with 2,160-kw. in direct-current, 550-volt machinery. Steam
power is rarely used on the system.
All these generating plants are connected radially with
the Manchester substation by transmission lines, and are
operated in multiple at the latter point as far as is desirable.
Between Garvin's Falls and Manchester. 14 miles; Gregg's
Falls and Manchester 6 miles, and Hooksett and Manchester.
10 miles, 11,000-volt circuits are run. The Kelley's Falls plant
is a 6,600-volt installation, and it feeds Manchester over a
3-mile line. The Litchfield substation, 6.25 miles south of
Goff's Falls, is supplied with power from the high tension
net work by an 11,000-volt 3-phase circuit of No. 4 wire
branching southward from the Gregg's Falls line.
On account of the lighting and power business of the
Manchester company, the frequency of the alternating system
is 60 cycles, and the rotaries in the Litchfield substation are
therefore wound for that periodicity. The Litchfield substa-
tion is a neat brick building, 23 by 30 feet, with an equip-
ment of two 12-pole, 300-kw., 600-volt Westinghouse rotaries,
normal speed 720 revolutions per minute, and three 250-kw.
11,000-396-volt transformers of the same make, oil-cooled type.
Each rotary is equipped with a direct-connected induction
motor on the end of its shaft for starting purposes. Toilet
facilities are provided in the substation, together with a stor-
age room and small workshop.
Double-Secondary Windings.
A special and novel feature of the transformer equipment
is the provision of a double set of secondary windings in each
transformer, with special taps in the windings of two of the
transformers to enable the rotaries to be operated on high,
normal or low voltage, e. g., with 11,000 volts primary, 396.
376 or 360 volts. The alternating current sides of the rotaries
in this substation are not operated in multiple, though the
transformer primaries are permanently connected in delta,
there being but one set of these. One secondary winding in
each transformer is devoted to the exclusive use of a corre-
sponding rotary. The direct current sides of the rotaries are
operated in multiple, as usual.
An accompanying sketch shows the general transformer
arrangement, with the single primary winding and double
secondaries of each transformer. P,, P, and P3 are the pri-
maries of transformers 1, 2 and 3: S,. S. and S3 are the sec-
ondary windings of the three transformers devoted to one
rotary R; and S/, S.' and S,' are the windings connected with
the other rotary R'. The taps H„ N„ L. t. tx, and H,. N„
L(, t> give the high, normal and low voltage combinations for
rotary R. while the corresponding taps of the other windings
do the same for rotary R.
Another sketch shows the secondary connections to im-
press high, normal or low voltage upon the terminals of
rotary R. T,, Ta and T, are the secondaries of the three trans-
formers and the taps are shown as in the other figure. On
the high and low positives the second transformer is not
needed. When rotary R, is shut down the corresponding
secondary windings are idle. The connections shown in the
diagram are made easily on the switchboard by manipulat-
ing the double-pole, double-throw switches for each rotary.
Switchboard.
The switchboard in the Litchfield substation consists of
six 24-inch panels. One panel carries a bracketed synchro-
Manchester-Nashua Street Railway — Standard Trestle.
scope and a high-tension automatic oil switch; the next two
are duplicate alternating-current rotary panels and each con-
tains a power factor meter, an 800-ampere ammeter, synchro-
nizing and starting-motor switches, a main three-pole rotary
switch, rheostat and the transformer switches mentioned in
the preceding paragraph; ihe next two panels are direct-cur-
March 16, 1907
ELECTRIC RAILWAY REVIEW
359
rent generator slabs, with the usual switches, ammeters and
recording wattmeter; and the last panel is a direct-current
feeder panel with recording totalizing wattmeter, two switches,
two SOO-ampere ammeters and two circuit-breakers. Busbar
and direct-current machine voltmeters are bracketed at the
end of the board.
The substation roof is of concrete, supported on steel I-
beams. Two of those beams support rolling hoists which
facilitate the handling of heavy machine parts.
Rolling Stock.
Six new cars have been purchased for the service be-
tween Manchester and Nashua. These were made by the
Laconia Car Company, and each is 41 feet long over all, 8
feet 47s inches wide, and mounted upon double trucks of
the Laconia 8 B2 type. The motor equipment is four G. E. 80
motors, with K28 control. The brakes are straight air, Gen-
eral Electric system, and each car has two trolleys and a
seating capacity of 40 passengers. The interior finish is red
oak. These cars are among the handsomest ever operated
in New Hampshire.
The trucks are equipped with 33-inch wheels, having 2%-
inch treads, ys-inch flanges, steel tires and a 4-foot 4-inch
wheelbase. Imperial headlights of the arc type with an in-
candescent lamp in the headlight for use in city streets;
Pfingst fenders, International registers, consolidated heaters
and twenty 16-candlepower interior lamps make up the car
fittings. The seats are reversible with the exception of four
at each vestibule corner. The aisles are 18 inches wide, and
each of the eight cross seats on each side of the aisle is
32 inches long by 15 inches wide. The longitudinal end seats
also carry two persons each.
The interior lighting of the cars is unusually good. Pour
16-candlepower lamps are spaced at even distances apart un-
der the roof; six lamps are installed on each side of the car
at the monitor bottom, and four others are installed on each
side over the adjacent pairs of seats. On each side of the car
are five plate glass windows 21 inches high and 50 inches
long, surmounted by semi-oval windows. Each window covers
two seats, and is balanced with weights to enable it to be
pushed down between the side panels to convert the car into
an open car for summer use. In each vestibule a vertical
brass switch-stick holder is provided, together with the usual
lighting and heater switches, and a small shielded incandes-
cent lamp to illuminate the air gauge dial.
Operation Details.
The fare from any point in Manchester to any point in
Nashua via the new line is 25 cents, three of these fares be-
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Manchester-Nashua Street Railway — Secondary Connections for
High, Normal and Low Voltages.
ing charged for the run over the Goff's Falls. Litchfield and
Hudson line. The company is equipped with Couch & Seeley
telephone apparatus, stations being placed at important points
along the line. Portable telephones are also supplied for car
use. Near the Goff's Falls end of the line is a pleasure resort
known as Pine Island park, and il is anticipated that in the
coming mnmer there will be a large travel to this point
1 1 inn i he -. Icinity of Nashua
The repair shops in Manchester are unusually compact
for a system covering as much territory. The Manchester
company has one of the most complete equipments of snow-
fighting apparatus in the state. Armature and field coils are
made by the company.
A special arrangement for drying sand has been tried
successfully in these shops. An ordinary pit 15 or 20 feet
long has been equipped with steam pipes and the sand is.
dumped into this pit and shoveled out as it is needed. Tin
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Manchester-Nashua Street Railway — Transformer Connections for
Single Primary and Double Secondary Windings.
car house has to be heated, in any case, and it was thought
unnecessary to go to elaborate lengths when steam was easily
available for the purpose.
Another convenience is an emergency trolley car which
takes the place of the frequently slow-moving tower wagon.
This car will shortly be equipped with high-powered motors
to enable it to make fast time over the lines. Its most inter-
esting feature is a platform which can be raised or lowered
by a single man through the agency of a special tackle in-
side, swung around radially and locked in position to per
mit work on either side of the trolley. An iron ladder is
provided on each side of the car to facilitate quick mounting
or dismounting from its top.
Form for Recording Car Equipments.
Mr. F. A. Bundy, master mechanic of the Lima & Toledo
Traction Company, Lima. O.. has developed a form to be-
used in compiling statements of cars and car equipments,
which, because of its thoroughness, does away with the ne-
cessity of keeping book records of equipments. The form,
which is 18 inches wide and may be made any desired length,
contains columns for the respective heads and subheads un-
der which the various car parts are grouped as follows:
Car. number, open or closed; motors, make, kind, num-
ber, horsepower; controller, type, number; trucks, make
single or double, wheel base; wheels, diameter, tread, flange,
bore, kind; axles, length, diameter, gear section, size of
journals; brake, hand or air, resistance, number of tanks
kind of gird; body, length over bumpers; width out to out,
extreme heighl above rail, height of Boor above rail, length
of passenger compartment, length of smoking compartment,
length of baggage compartment; gear, ratio; seats; remarks.
Blue prints of the form containing complete records of
nil the cars owned by the Lima & Toledo Traction Compan;
ne Furnished the heads of all departments.
rii pig iron produced In Canada in L906 was 541,957 long
ions, of which 525,716 tons were made witn coke, 1.6,021 withi
charcoal and 220 ton:; by electricity.
360
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 15 .
FREIGHT TERMINAL STATION AT FT. WAYNE, IND.
The Ft. Wayne & Wabash Valley Traction Company is
perfecting plans at Ft. Wayne, Ind., to handle the extensive
freight traffic that is being developed by the five interurban
railways radiating from that city. This company controls the
city lines and the terminal facilities at Ft. Wayne, and in a
way is the dominating spirit in the interchange of traffic be-
tween the interurban lines.
The waiting station from which all interurban passenger
cars are started on their outward journey is located at the
corner of Pearl and Harrison streets, about two blocks from
the center of the city. Immediately at the rear of this sta-
tion a freight terminal has been laid out that is intended,
when completed, to furnish facilities for speedily handling
the incoming and out-going freight for all electric railways
entering the city. The space set aside for the development
of the terminal station — in the form of a trapezoid — is 100
feet wide and 160 feet long on the longest side. Along the
Plan of Ft. Wayne Freight Terminal.
east and the west sides of this plat of ground the general
plan calls for the construction of two freight buildings, one
of which is to serve for receiving and the other for dispatch-
ing freight commodities.
The first unit of the general scheme has been erected and
the second structure, in which the freight agent's office will
be located, will be built at an early date. The completed
building which is intended for out-going freight is 22 feet
wide, 103 feet long, on the long side, 90 feet long on the
short side and 22 feet high from the foundation to the coping.
It is intended later to make this building two stories high.
The superstructure of the building is of brick and the
floor and roof are of concrete-steel construction. The window
and door lintels are also of concrete, moulded in sections 13
by 13 inches by 10 feet in size. The floor is 3.85 feet above
the freight tracks, which brings it to a level with the floors
of the average freight car that enters the station.
The track layout for the terminal has been developed so
that the largest possible number of cars can load or dis-
charge freight at the same time. Five tracks enter the ter-
minal. Two are designed to serve the building for incoming
and two to serve the building for out-going freight. The
fifth track is to be used for car-storage purposes. The center
lines of the tracks adjoining the buildings are located 4 feet
11 inches away from the foundations, which brings the sides
of the average interurban freight car while standing at the
station, about four inches from the door sills. This feature
was designed to do away with gang planks in loading and
unloading freight.
All freight trains entering Ft. Wayne over the Ft. Wayne
& Wabash Valley, the Lima & Toledo, the Toledo & Chicago,
the Ft. Wayne Bluffton & Marion, and the Ft. WTayne &
Springfield railroads are accomodated at this station. Freight
interchange arrangements have been made between the sev-
eral interested companies so that the country surrounding Ft.
Wayne is very thoroughly served. The arriving and depart-
ing time of freight trains over the various divisions are:
For Bluffton and points south to Muncie, leaving time 9 a. m.
and 3 p. m.; arriving time 2 p. m. and 7 p. m.
Local freight for Huntington, Wabash. Peru, Logansport and
intermediate points, leaving time 10 a. m.. arriving time S:30 a. m.
Through freight for Indianapolis by way of Peru, leaving time
5 a. m., arriving time 1 p. m. The Southbound car on this run
'arrives at Indianapolis at 1 p. m. and leaves again for the north at
2 a. m.
For Auburn. Kendallville and way stations on the Toledo &
Chicago, leaving time 12 o'clock, noon, arriving time 10:30 a. m.
For Van Wert and Lima. Ohio, and way stations, leaving time
S:20 a. m. and 2:20 p. m. ; arriving time 7 a. m. and 1 p. m.
For Decatur, Ind.. by way of the Ft. Wayne & Springfield rail-
road, leaving time 1 p. m. : arriving time 10:30 a. m.
In addition to the above extra cars are frequently operated
over the several divisions. Freight is received at the Ft. Wayne
freight office between the hours of 7 and 12 a. m. and 1:00 and 5:30
p. m.
NEW CAR HOUSES OF THE INTERNATIONAL RAILWAY
COMPANY AT BUFFALO, N. Y.
Owing to the rapidly increasing traffic of the Interna-
tional Railway Company, the old storage and repair facili-
ties which, with the completion of the car houses at Cold
Spring in 1906, were thought would be sufficient to accom-
modate the increase in traffic for a number of years to come;
the growth of the business, however, has been so rapid that
it has been again necessary to increase the storage and re-
pair accommodations. With this object in view, the com-
pany has erected a new car house and an open storage yard
on Broadway, east of Bailey avenue, Buffalo.
The new car house will accommodate one hundred and
eight 46-foot cars and the storage yard along the south side
of the building will accommodate one hundred and thirty-five
46-foot cars. It is expected in the near future to build an
extension of the car house, which will cover the storage
tracks which are now in the open. The general dimensions
of the new car house are, length 561 feet, fronting on Broad-
way, and a uniform depth of 148 feet, extending back to
Stone street. The property on which the barn and storage
yard are situated has a total length of 698 feet 4 inches,
and is 270 feet 8 inches wide.
The general arrangement of the car house has been so
planned that it can be divided into four fireproof compart-
ments by means of rolling steel fire doors, thus making it
possible to confine the fire to only a portion of the building,
should such an emergency arise.
Concrete and steel only have been used in the construc-
tion of the barn, with the exception of the roof, which is
constructed of 6 by 12 inch and 4 by 12 inch yellow pine
purlins and 2-inch matched hemlock roof plank, with a cov-
ering of 5-ply felt and % inch of actinolite.
In the building are provided recreation rooms for the
conductors and offices for the clerical force. Bowling alleys,
card tables and pool and billiard tables, as well as a library,
are provided for the motormen and conductors, and the gen-
eral arrangement and fittings throughout show the attitude
March 16. 1907.
ELECTRIC RAILWAY REVIEW
361
of the company in trying to make the men as comfortable
as possible when off duty.
A full description of the new improvement, with detail
plans, will be published in a subsequent issue of the Electric
Railway Review.
REPORTING ACCIDENTS AT NASHVILLE.
It is generally conceded that a large percentage of dam-
age suits growing out of accidents on street railways are re-
sults of the diligent solicitation of shyster lawyers. Few
people are injured through their own carelessness without
being ready to admit, at the time the injuries are received,
that the fault was their own.
After making a careful study of this subject the claim
department of the Nashville (Tenn.) Railway & Light Com-
pany has devised a means of obtaining a complete account of
an accident within a few minutes after it occurs. It is a duty
of the conductor to telephone the details, as soon as possible,
to the dispatcher, giving the name and address of the injured,
advice as to whether medical or surgical aid has been ob-
tained, if the injured has been removed (and to where), loca-
tion and time of accident.
The conductor is always supplied with blank forms which
enable him to get a concise statement from the injured per-
lllimtlll HI ***** ************4 1 1 1 KM ****************
TORM 257
FOR THE PROTECTION OP CAR MEN.
.Date.
NASHVILLE RAIL WA Y AND LIGHT CO.
GENTLEMEN— I hereby state thai the CAR MEN WERE
NOT IN ANY WA Y TO BLAME for this accident in -which It»as
injured or damaged. I <was myself to blame, and make this mem-
orandum at the time in fall knowledge of the fads of the accident.
StgnxtwT.
NEW ROADS PLANNED NEAR ILLINOIS-WISCONSIN
STATE LINE.
Important developments in electric railway operations
will take place this year in the territory tributary to that
served by the Elgin & Belvidere Electric Company. This
line, which was constructed by The Arnold Company of Chi-
cago, was described in last week's issue of the Electric Rail-
way Review. The accompanying map shows the route of
the road, its immediate connections, and other lines in opera-
tion and proposed in the territory. Announcement is made
of the organization of the Marengo Harvard & Geneva Lake
Railway Company, which will build during the present year
an electric line from Marengo to Harvard, 111., where connec-
tion will be made with the Chicago Harvard & Geneva Lake
Madison^
Address. 4*
*
i *****************************************************
Reporting Accidents at Nashville — Car Men's Release as Signed by
Injured Passenger.
son and thereby to furnish to the claim department accurate
information on the subject.
In case of any accident to persons or property, however
slight, in connection with or near a car the car-men are re-
quired to obtain the names and residences of persons injured,
a clearance from blame, if possible, and a list of witnesses
of the accident. All disputes and troubles which occur on a
car are reported as accidents. Failure or neglect in reporting
accidents is punishable by discharge.
As soon as an accident occurs the conductor of the car
tries to obtain the signatures of the persons injured to printed
blank forms, which exonerates him from all blame. After this
is done a memorandum of the accident is made out on a card-
board form, printed in blank, four by eight inches in size.
From this memorandum a formal report is made to the super-
intendent of transportation. This report is very complete and
contains, in addition to the usual information required for a
comprehensive understanding of the conditions, a diagram of
intersecting streets which enables the car-men to fill in the
names of the streets and to give a rough sketch of the exact
location of the car at the time the accident occurred.
When this report is received at the office the division
superintendent conducts a thorough investigation, after which
he sends to the general manager a report on his decision as to
whether or not the trainmen were to blame for the accident.
StOURbtOO^
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ELECTRIC RAILWAYS < ^
IN OPERATION
UNDER CONSTRUCTION
PROPOSED
Elgin & Belvidere Electric Railway — Map Showing Roads in Opera-
tion and Proposed Near State Line.
Railway, which is already in operation between Harvard,
111., and Fontana, Wis., a point on the southwest shore of
Lake Geneva. It is proposed to combine these two lines
and to build an extension of the Chicago Harvard & Geneva
Lake Railway from Fontana to a point on the east shore
of Lake Delavan. A further extension will be made to Elk-
horn, Wis., where the line will connect with the electric road
which is to be constructed from Mukwanogo to Elkhorn.
Hamilton Browne of Chicago is president of the new Ma-
rengo Harvard & Geneva Lake Railway Company.
General Manager H. C. Page of the Springfield, Mass.,
Street Railway, has announced a new schedule of wages for
conductors and motormen, effective on March 16, as follows:
For the first six months, $2 per day; second six months.
$2.10 per day; second, third and fourth years, $2.20 per day;
fifth, sixth and seventh years, $2.30 per day; eighth and
i years, $2.40 per day; tenth and subsequent years, $2.50
per day.
362
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 11.
PIPING AND POWER STATION SYSTEMS.— XXXI 1 1.
BY W. 1.. MOKKIS, M. E.
To overcome the difficulty of opening up a trench as
deep as shown for the waterway it may be found more eco-
nomical to use scrapers and lower the section of ground be-
tween the condenser and screen-house so that the ground
over the waterway lies just below the pump-room floor as
shown by the grade lines, a. This would make a trench
about 16 feet deep for the intake instead of possibly 30 to
35 feet deep. By lowering the ground in this manner there
could be a door from the pump room and a walk leading
down to the screen-house and this would also provide more
room for windows in the pump room, which is very desirable.
If a surface condenser is employed practically the same ar-
rangement would be adopted for a circulating pump and fire
pump in the pump room, but the condenser and wet-vacuum
pump would be located as close to the engines as possible.
The pump room and the well to the waterway can be made
considerably smaller, in fact the waterways may be run di-
rectly under the pump and be fitted with a manhole opening
and ladder leading down to the water. The floor of the pump
room shown in Figure 261 may also be run over the intake
and hotwell, there being no serious objection to this arrange-
ment, as there is no machinery located in the well, as would
be the case in Figures 253 and 254. Figure 261 unquestion-
ably is the most practical system for plants located at a con-
siderable distance above the water supply, as it is possible to
start the pump and obtain the full vacuum before the engines
are started, and thus avoid interruption caused by the open-
ing of circuit-breakers and the stopping of the pump motors.
The system is more economical from an operating stand-
point and it would be in most cases as economical to con-
struct as any of the other systems described, due to the fact
that only standard apparatus is employed. It would be
necessary in such a system to have an elevated water tank
and priming lines connected to all the pumps in the pump
room so that they can be started with a 14 or 16-foot suction.
Class 13, 4 and 5. — Circulating Water, Main and Branches.
If the plant is fitted with more than one condenser or
more than one pump, a main should be provided into which
all the pumps discharge and one from which all the con-
densers receive their water. This arrangement enables the
operation of any of the pumps with any of the different con-
densers. Such an arrangement is particularly essential iu
the case of motor-driven pumps, as it permits the use of as
many pumps as may be required. The pressure on these
denser or two pumps, and for three condensers would simply
be the size of the branch pipe to the condenser. This main
is also desirable if the pumps are steam driven as it makes
the injection water more easy to control. A pressure gauge
should be placed on the main to indicate whether the pumps
are delivering more water than required, which would cause
the pressure to increase, or whether the supply is insufficient,
which would result in a decrease. The injection valves (or
admission valves to a surface condenser) are generally con-
trolled by hand, and as they are opened or closed to meet
the demand of the condensers, the capacity of the pumps is
also changed, due to the increased or decreased pressure
against which they are delivering. It is therefore quite im-
possible to keep the quantity of cooling water properly regu-
lated, as the conditions constantly change, so that if the water
supply is adjusted at a sufficiently large amount to insure
the maximum vacuum obtainable, then the tail water is for
the greater portion of the time at a very low temperature.
If the quantity of water is reduced to raise the temperature
of the discharge water, then the vacuum will be less than
that which is obtainable, except when the load may be
temporarily light.
The ideal method of controlling the circulating or cool-
ing water would be by means of a thermostatic regulator
operated by the temperature of the tail water, opening or
closing the inlet valve as quickly and as often as the tem-
■z\> perature of the discharge changes. Con-
trolling the quantity of injection by the
vacuum is very uncertain and undesirable.
1 1 as it is evident that if leaks should occur
is
i £ or for anv other reason, such as the con-
denser becoming air-bound, the vacuum
drop, the quantity of injection would be
abnormally increased, resulting in too low
a temperature of the tail water and a waste
of power in the circulating pump, as the
extra supply of injection is useless. A
thermostatic regulator for controlling the
quantity of the injection water is shown in
Fig. 263-(I3-2). The regulator, as will be
seen, consists of an expansion tube which
is permanently attached to a point near the
lower end of the tail pipe and attached to
the injection valve by an adjusting screw
which permits the regulator to be adjusted.
The length of the tube is so chosen that it
will give the desired travel to the valve
a higher coefficient of expansion than
the temperature of the injection water
of the copper tube
Figure 263- (13-2).
Figure 262-(l3-1).
lines would be very slight, in fact they may be under vacuum,
t! is being determined by the style of the condensers and the
relative elevations of the line with respect to the condensers.
Light cast-iron pipe is very suitable for this service, but
special provision must be made for the expansion and con-
traction with changes of temperature. Valves should be
placed in each branch and should also be located along the
main so that each condenser unit may be isolated, together
with its pumps, as shown in Fig. 262-(I3-l).
By arranging lines in this manner, it is possible to shut
down any portion of the main to make repairs and permit
the remaining portion to operate without interruption. The
size of the main required is only that required for one con-
As copper has
cast iron, as
becomes too high, the lengthening
increases the opening through the injection valve, which ad-
mits more water and constantly lowers the temperature of
the injection. Should the temperature of the tail water be-
come too low. it is evident that the reverse process occurs.
The shaft, sprocket, etc., shown by dotted lines on the dia-
gram, is for a valve extension so that the valve can be ope-
rated from the floor if desired. A thermometer placed in the
tail pipe and a vacuum gauge connected to the exhaust pipe
should be placed near the operating handle of the injection
valve so that the attendant may observe the vacuum and
temperature of the discharge when adjusting the amount of
injection water supplied to the condenser.
In reading the vacuum gauge a correction must be made
to allow for the column of watei in the pipe if there is a
long drop or rise in the gauge connection. Each foot of pipe
filled with condensation is equal to about an inch on the
vacuum gauge. It is seldom that two or more vacuum gauges
will read the same, due to the difference in the length of
their water columns. The pointer on a gauge is set to show
the pressure at the gauge connection, and if the pipe runs
from either above or below the gauge and water collects in
March 16. 1907
ELECTRIC RAILWAY REVIEW
363
the pipe, the gauge will read incorrectly. To determine the
extent of this inaccuracy, the gauge should be read and the
line then quickly blown out and the gauge re-read, at the
same time noting the pressure on some other gauge to ascer-
tain whether the pressure remained constant while the gauge
connection was being blown out.
Class 1. 6, 7 and 8— Waterway Connections for Other Service
than Condensing.
In regular operation, the feed pump would draw water
directly from the hot well or from the hot-well pump which
would deliver the warm water to an open heater, from which
the feed pump would deliver it to the boiler. The fire pump
would draw its water from the intake line only, regardless
of whether it is supplying the low-pressure main or the high-
pressure lines in case of a fire. The pump that is used for
tube-drilling should have an intake connection and the feed
pump should also have a connection to the intake for ust.
when the condenser is not in operation. To facilitate the
arrangement of these different connections with the circu-
lating water lines it is generally found that the best arrange-
ment is to run both the intake and discharge waterways un-
der the building in such a way that all the pumps can take
their suction directly from the waterways without the neces-
sity of using a long suction main to which the different pumps
are attached, with their numerous pipe joints, valves, etc.
When laying out waterways for condensing machinery it
should be remembered that there are other uses for the water
which if not properly provided for at the
start will lead into complicated and trouble-
some pump suctions. If the intake is laid
out as a part of the building construction
and the portion under the building is com-
pleted before making a connection to the
water supply there should be no particu-^
larly difficult features met In its construc-
tion. The location of the waterways that
is best adapted for all the various connec-
tions is parallel with the dividing wall be-
tween the engine and the boiler room, the
various pumping machinery being set along
the wall and over or just to one side of the
waterway. To avoid the possibility of
loosening the soil alongside of the water-
way and provide a safe footing for the divi- Figure 264-(l6-l).
sion wall, crane columns, etc., it would be
found both a safer and more economical construction to sup-
port the walls on the masonry of the waterway as shown in
Fig. 264-U6-1). The top and bottom of the waterway may be
reinforced as shown. Sleeves should be placed in the con-
crete for the suction pipe to pass through, and manholes pro-
vided with ladders built into the concrete should be placed in
the waterway to facilitate entrance for cleaning or inspec-
tion.
(To Be Continued.)
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
1IY .1. I.. BOSENBEKGEH, IX. B.
V/////////"'
Passing Teams Left Unguarded.
If among the many teams left unguarded some may be
negligently so left, the supreme court of New Jersey says,
Brower v. Public Service Corporation of New Jersey, 64 At-
lantic Reporter, 1052. that a street railway company cannot
have imposed upon it the burden of assuming that all un-
guarded teams are sources of danger and be made negligent
for passing any unguarded team.
Submersion of Wood in Water.
In an article on "Kiln Drying Hardwood Lumber," pub-
lished by the Forest Service, Frederick Dunlap says:
"Prolonged submersion of wood in water is believed to
prepare it well for drying. The probable reason for this is
the leaching out of the sap constituents so that the cell cavi-
ties finally contain approximately pure water; for the organic
sap, as we have already seen, appears to hamper the extrac-
tion of water in drying. In rafting, logs frequently remain
a long time in water before they are sawed, and the lumber
cut from such logs is held to dry more readily and thoroughly.
I'm the past two years the Forest Service has been conduct-
ing experiments on the influence of submersion upon subse-
quent air-seasoning. These experiments are not yet con-
cluded, lnii present results add weight to these views. The
effect of submersion upon subsequent drying varies with
species and climate.
Not One Continuous Trip, But Two Trips.
A man left his. office intending to go to his home, and.
being invited by a friend, took a car, and, visiting with his
friend, rode beyond the point where he would have trans-
ferred by the usual route to reach his home, and kept on
riding away from his ultimate destination. Having finished
his visit, he sought to reach his home by transferring from
line to line, but was finally refused a transfer, and accounted
himself aggrieved by what he alleged was the company's
violation of the provisions of section 104 of the New York
railroad "law, requiring the company "to carry between any
two points * * * any passenger desiring to make one
continuous trip between such points for one single fare." But
the second appellate division of the supreme court of New
York holds, Hunt v. Brooklyn Heights Railroad Company, 101
New York Supplement, 209, that his trip was not continuous
as the term is used in this section, and that he was not enti-
tled to recover a penalty for being refused a transfer. It says
that he was making two trips — the first to last as long as his
visit with his friend was incomplete; the second to reach
home from the point where his visit ended.
Walking on Track to Avoid Snow — Duty of Motormen.
Discussing rights in streets, the supreme court of In-
diana says, on the appeal cf the Indianapolis Traction & Ter-
minal Company v. Kidd, 79 Northeastern Reporter, 347, that
pedestrians have a right to use any part of such highways,
but the question whether a particular use is such as a reason-
ably prudent person would make must depend upon the at-
tendant circumstances. When a certain portion of the high-
way has been paved as a sidewalk or otherwise reserved for
the exclusive use of foot passengers, and the same is un-
obstructed and in suitable condition for such use, it may not
be prudent to walk in the roadway set apart for the use of
vehicles.
In this case it appeared that the street along which the
plaintiff was passing was covered with melting snow and ice
to a depth of from six to fourteen inches, except the space
between the rails of the company's tracks, which was paved
with brick and was practically free from all obstructions.
This condition of the street explained the plaintiff's use of the
track. She was required to use ordinary care for her safety.
and the duty which she owed to the company was to vacate
the track when apprised that the same was required for the
passage of a car. She had a right to assume that the com-
pany's cars would not be run at an excessive rate of speed,
and that she was not required to anticipate that a car upon
a straight track in broad daylight would run her down from
the rear without any warning. In considering the question of
her alleged contributory negligence, due regard for the re-
ciprocal rights, duties and obligations of the company must
be observed. It had no right to exclude her from its track
upon the street, but had the right merely to require her to re-
move therefrom when she ascertained or was notified that
the same was needed for the passage of one of its cars.
Its servants in charge of the operation of its cars were
required to exercise diligent and constant watchfulness for
persons who might be upon or approaching the track. Such
servants were required to take notice of obvious obstructions
364
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 11.
to the ordinary and free use of the street. The drivers of
such ears were chargeable only with the exercise of ordinary
care for the safety of other users of the street, but ordinary
care in law implies a high degree of watchfulness and vigi-
lance when propelling a car at a speed of 20 to 25 miles per
hour through the streets of a populous city, where persons
on font and in vehicles are constantly passing and repassing,
including the aged, infirm and crippled, as well as children
thoughtless and wanting in prudence and discretion
Regard to Be Had for Disabilities of Passengers.
The correct principle, which is deducible from all the
better-reasoned cases, the supreme court of Washington says,
Plattor v. Seattle Electric Company, 87 Pacific Reporter, 489,
is that the conductor, having supervision and control of the
car and of the passengers on the car, must exercise that
supervision in a reasonable way, taking into consideration the
appearance of the 'passengers and the circumstances surround-
ing them. It is the infirmity of the passenger and his inca-
pacity to protect himself that he must take notice of, no
matter whether that infirmity is produced by age or from
being crippled, or from ravages of disease, or from excessive
obesity. Or it might be that a passenger, who was young,
agile and alert, would be incapacitated from protecting him-
self from the sudden lurch of a car for the reason that his
hands were occupied by holding a child or some other burden.
In all such cases the conductor should see that the passenger
has time to obtain his seat before the car is started with such
suddenness as to imperil his safety. This doubtless is more
or less burdensome upon the conductor, but it is a burden
imposed in the interest of common humanity and for the wel-
fare of the public.
Conductors' Transfer Statements — Ordinance v. Orders.
A statement by a conductor when issuing a transfer that
it was good on a certain line the supreme court of Illinois
holds admissible in evidence in an action by the holder for
alleged wrongful ejection from a car on said line. It says,
Chicago Union Traction Company v. Brethauer, 79 North-
eastern Reporter, 287, that in the view which it takes of this
question the conductor of a street car line who is placed in
charge of a car, supplied with blank transfers and author-
ized to punch and deliver them to passengers upon request,
in consideration of cash fare previously paid, stands in the
relation to the street car company and its passengers very
much like a ticket seller who has been chosen for the pur-
pose of supplying the public, for a consideration, with tickets
entitling the holder to certain rights and privileges. In such
case the ticket seller, for the purpose of that transaction, is
the direct representative of the company for which the
tickets are sold, and what such agent says in connection with
the sale of tickets and as to the extent of the privileges
thereby secured has often been held admissible as part of the
res gestae (things done) and as characterizing the subsequent
conduct of the purchaser of such ticket. Such evidence hav-
ing been held admissible with respect to ticket agents by the
courts of many other states of the Union, this court sees no
reason why a conductor of a street car, in delivering trans-
fers to passengers when it is his legal duty to do so, should
not be governed by the same rules.
The court also holds that an ordinance requiring certain
transfers having been held valid, the ordinance was as valid
before the rendition of its decision as it was afterwards, and
if the company chose to regard it as invalid, and instructed its
employes accordingly, it did so at the risk of having its con-
tention set at naught and its acts in violation of the ordinance
pronounced illegal. A violation of the law cannot be excused
on the ground that the violator believed the law unconstitu-
tional. The validity of the ordinance having been established,
the duty of the company and its servants, and their rela-
tions to the plaintiff, must be determined by the ordinance
rather than by the instructions of the company to its servants
based on the assumption that the ordinance was invalid. It
was the duty of the conductor issuing the transfer referred
to as a servant of the company, to issue transfers regardless
of any instructions he might have had to the contrary from
his superiors, and in carrying out this duty he must be held
to have been acting for and on behalf of the company.
Occupation of Street and Inquiry Into It by State.
The occupation of a public street for railway purposes,
the supreme court of Iowa says, State v. Des Moines City
Railway Company, 109 Northwestern Reporter, 867, is not a
matter of common right, and without a legislative grant there-
for the construction or maintenance of such a railway would
expose the party responsible therefor to punishment as for
a nuisance. The municipality to which is given authority to
grant such a privilege exercises a delegated power only, and
it cannot grant to any person or corporation a privilege which
is confessedly in derogation of the common right, in a man-
ner which shall exclude the power of the state to inquire
into its abuse, or to prevent the subversion of the public inter-
ests which the legislative grant was intended to protect.
To say that the state has surrendered to the city all its
power and authority to protect public interests against usurp-
ation, neglect or abuse by a corporation of its own making,
and that so long as the city authorities are content to re-
main quiescent the state is powerless in the premises, is to
say that the state may surrender its sovereignty and the
legislature estop itself by an abdication of its legislative
power. Even the state itself cannot constitutionally author-
ize the occupation of the streets for anything but a public
purpose, and if a city government by its indifference to public
interests or by a mistaken estimate of its own power in the
premises permits a corporation to occupy its streets without
legal right to such franchise or to assume without authority
other rights which are not common to the people generally,
the state has the inherent and reserved right to call upon
such corporation to show by what warrant it assumes to hold
or exercise such franchise.
Number and Kind of Fenders — Leaving Rear One Down.
A fender, the supreme court of New Jersey says, Whilt
v. Public Service Corporation of New Jersey, 64 Atlantic Re-
porter, 972, is a usual appendage of a street car, intended to
promote the safety of travelers upon the highway. In some
states it is required by statute. Whether the street railway
company shall have a fender at one end only or at both is a
matter of detail in the construction of its cars, which ought
to be left to the reasonable judgment of the managers. It
may reasonably be thought advisable to have fenders at each
end rather than a movable fender, to be transferred from
one end to the other, as necessity requires. Whether a rigid
and immovable fender is likely to serve the public safety bet-
ter than a movable fender is also a matter upon which men
may reasonably differ. It may well be that a rigid fender
will better serve the purpose intended than a movable one.
So, too, the company may fairly think that the danger of a
fender becoming loose and falling, in case it is fastened up,
is greater than the danger to be apprehended from a fender
that is always down. It is bound to the exercise of a reason-
able judgment and of due care and skill, but it is not to be
♦condemned as negligent merely because the event that hap-
pened would have been avoided if its judgment had been
different.
In this case the plaintiff, a passenger on a street car,
alighted for the purpose of taking another car, and in passing
to the rear of the first car came in contact with the chain
running down from the rear dash to the end of the fender,
and was injured. The fender, contrary to the usual custom
as to rear fenders, was down. The court holds that the
facts did not justify an inference of negligence on the part
of the street railway company.
March 16, 1907.
ELECTRIC RAILWAY REVIEW
365
News of the Week
Louisville Strike Is Settled.
By a unanimous vote on the evening of March 14, the striking
employes of the Louisville (Ky.) Railway Company resolved to
accept the terms agreed upon by their executive committee and
the officers of the company. The strike became effective at 5
o'clock on the morning of March 10, and S00 employes partici-
pated in it. The terms of settlement provide for an increase in
wages from 18 to 20 cents an hour for new men and wages of
22 cents an hour for all employes after the first year, 25 cents
an hour for overtime, 30 minutes for lunch, the men to be
restored to their positions, and, for the company, an open-shop
policy in the hiring of new men. The executive committee
which represented the strikers did not secure the establishment
of a closed-shop policy or recognition for the union. It was
agreed that if future differences arise they will be settled by
arbitration. The strikers created riots, and the settlement was
due partly to the efforts of commercial organizations in the city
and representatives of the Greater Louisville Exposition.
Plans for a Municipal Street Railway in Detroit.
Mayor Thompson of Detroit is said to be forming plans for
a semi-municipal three-cent fare street railway company to be
organized on the plan of the Municipal Traction Company of
Cleveland, to gain a foothold in the streets of Detroit and to take
over the lines now operated by the Detroit United Railway as
fast as that company's franchises expire. He has made no defi-
nite announcement of the details of his plans, but he has been
in conference with Mayor Johnson of Cleveland in regard to
the matter and on March 11 stated to the city council that a
syndicate was ready to guarantee to pay the Detroit United Rail-
way a 10 per cent advance on the cost of any track extensions
made by the company without a city franchise. When questioned
recently as to his plans Mr. Thompson refused to show his hand
but quoted the following paragraph from his inaugural speech:
"If an equitable adjustment is not possible, capital is ready
and willing to build all lines in the city of Detroit, and take
over and occupy existing grants as they may expire and upon
terms far more favorable than any heretofore offered. The
strongest position for the city to occupy and the one most likely
to lead to a reasonable and right settlement of this question
will arise when there exists a rival company to test the claims
of the existing company by the law of competition."
Single Fares on Connecting Systems.
A broad decision on the question of allowing a single fare with-
in the limits of a city traversed by two separate but connecting
street railways was rendered recently by the railroad commission
of Massachusetts. Citizens of Walden petitioned for a 5-cent fare
for rides within the city limits, although these rides involve parts
of two distinct systems, the Boston & Northern Street Railway
and the Boston Elevated Railway.
The board states that the serving of one of the important
thoroughfares of the city in part by one system and in part by
the other has been a barrier to the enjoyment of a single five-
cent fare between all sections, but that the same conditions exist
at nearly all other points where interurban railways connect with
the system of the Boston Elevated Railway Company. The pecu-
liar privileges granted to that company under the acts of 1897
include the right to insist upon a five-cent fare from every pas-
senger, a right that stands in the way of any arrangement for a
joint fare to be shared with other companies. The board states
that it has no authority to suggest that the Boston Elevated re-
linquish a part of the fare to which it is entitled by law; that it
cannot rightfully ask the Boston & Northern to render services
without compensation, and that it has no jurisdiction over the
extensions of railway lines or changes in the control or ownership
of such lines. Under these circumstances no action is open upon
the complaint which will afford the complainants the facilities which
they desire.
Henry Loomis Nelson on Municipal Ownership.
"Should Municipalities Both Own and Operate All Public
Utilities?" was the subject of a debate held on March 10 at the
New Rochelle, N. Y., under the auspices of the People's Forum
of that city. Martin W. Littleton, ex-borough president of
Brooklyn, said that they should, while Henry Loomis Nelson,
who is now filling the chair of political economy at Williams
College, contended that municipal ownership had been a failure
wherever tried, in this country or abroad. Mr. Nelson asserted
in his argument that the world had prospered and grown to
what it was by individual effort, and that the great incentive to
thoughtful men was the profit that they might reap as the fruit
of their genius or industry. The question that everyone must
put to himself, he said, was whether "we are prepared as yet
to drive out the individual from business by taking away his
incentive." He continued:
"Are you going to take the management from him and are
you going to begrudge him a fair profit and pass it over to the
average man of the community? Are you going to go very far
if you give it to the average man? In your railroad service, your
street railway transportation and transportation by water, your
telephone service and all other such Important public necessities —
is the average man - take those enormous chances which
the exceptional man has ever taken In this country? It Is the
1 man who has built up large communities long before
they could have otherwise been built up. It Is the exceptional
man who makes homes for the worklngman better than they
couli otherwise have had. What is the real outcome of municipal
ownership? Mayor Johnson recently put it right when he said
•free rides.' The majority of the voters of all large cities are non-
taxpayers, and if the municipal ownership idea is adopted they
will always have the power to compel the taxpayers to give them
free rides, free lights, free telephones, etc. Such a condition will
be the ultimate outcome of municipal ownership. If the public
utilities operated by the municipalities fail to make their running
expenses and meet interest on bonds, the deficit will always have
to come from the pockets of the taxpayers."
Cleveland Traction Situation.
The negotiations between Presidents Andrews and Du Pont of
the Cleveland Electric and Municipal Traction companies are so
near a conclusion that it is believed an agreement or disagree-
ment will be arrived at within a few days.
It is now nearly two months since the temporary peace agree-
ment was made and all of this time has been consumed in making
ui* a detailed inventory of Cleveland Electric physical and fran-
chise values. Since the negotations were commenced both sides have
made important concessions and have completely reversed their re-
spective attitudes toward important points involved. These changes
in front have been largely due to revelations made in the inventory
of physical values. During the past few days there has been a
great deal of work done on the valuation figures at the city hall.
It is stated that the figures of the Cleveland Electric experts are
being minutely checked up under the supervision of the mayor.
Mayor Johnson has declared that a number of reports as to phy-
sical valuation and unexpired franchise values circulated within
the past week emanated from persons whose efforts have been in
the direction of bulling the stock of the Cleveland Electric Railway.
He said the reports came from speculators and added that constant
spreading of these rumors would tend to delay a settlement of the
street railway question.
"This rumor business and stock manipulation is not sanctioned
by the principal officers of the Cleveland Electric Railway," said
he. "Such stories certainly are not helping progress toward a set-
tlement. Instead they are really serious obstacles to an agree-
ment."
"The men who are doing the negotiating are patiently and
painstakingly working out their problem, which is a most complex
one. There is a deliberate attempt on the part of somebody to
unload stock on innocent people, who are lead to believe that there
will be a settlement within a few days on prices much higher
than the market one week ago. Such belief is based on groundless
rumors. There is not the slightest chance of a settlement on any-
thing like the market prices today."
It is now stated that besides determining on the valuation of
the property the conferees are arranging the terms of the lease
to the Municipal Traction Company and that City Solicitor Baker
is preparing the security franchise under which the street railway
lines will revert to the Cleveland Electric Company if the holding
plan should prove a failure.
Legislation Affecting Electric Railways.
California. — The assembly has passed a bill authorizing boards
of supervisors, city councils and other governing bodies of munici-
palities to grant franchises to interurban and street railways for
carrying freight on their lines.
Illinois. — A bill has been introduced in the house to require
all electric railways to do away with the third rail or overhead
trolley systems and substitute the underground contact system. —
The committee on municipal corporations has taken favorable
action on a bill limiting the service of street railway employes to
ten hours a day and providing that the ten hours employment must
be had within a period of twelve consecutive hours.
Iowa.— A bill is now before the house that provides that city
railways shall allow interurban railways the use of their tracks,
power and terminal facilities to enter the city, the amount of com-
pensation to be fixed by the state railroad commission in case of
a disagreement between the companies.
Massachusetts. — Several bills have been introduced to amend
the so-called "interurban" law of 1906, requiring electric railway
promoters to secure location consents from local communities before
applying to the railroad commission, and fixing the obligations for
damages to property caused by elevated structures.
Minnesota. — The house committee on express, telegraph and
electric lines has recommended for passage a bill giving the state
railroad and warehouse commission power to make reasonable
rules and regulations for the operation of electric railways in any
village, city, town or county in the state of Minnesota. An amend-
ment has been added to the original bill, at the suggestion of the
city attorneys of Minneapolis. St. Paul and Duluth, to the effect
that the railway and warehouse commission shall not take away
any of the power at present vested in any municipality lor the
regulation of street cars, or that may be vested in home rule or
special charters.
Nebraska.— The bill permitting the city railway companies to
own and operate interurban lines has been passed by the senate
and approved by the railroad commission of the house. Several
amendments have been added.
New Jersey. — A bill in the house fixes electric railway rates
as follows: Not more than five cents for every ten miles; trans-
ition coupons or tickets to be sold as follows: 25 tickets, $1;
50 tickets. $1.75 ; 100 tickets, $3.50; larger amounts at the ra
the 100-ticket book. Each coupon thus sold to entitle the holder
thereof to one ride not exceeding 10 miles. Each cash ta
m: shall entitle the bearer to transfer to any other line owned,
leased or operated b line company, ind shall be good for
hour at the junction point.— Another bill amends the corpora-
act bo ih.it two of the three Incorporators -hall be residents
366
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 11.
..I Not Jersey; limits the period of duration t.i thirty years; a
Izes all absent stockholders to vote at all mei bj proxy In
writing; that all propertj in payment for stock must be clearly
described and, if real property, must be located; if anj pi I
tocfc i- Issued for services or expenses such services or- exper
must be described In detail; provides a new method m
potation's business or its nam.-, or increasing or decreasl
stock, - i'
New York.— Attorney-General Jackson has introduced a bill
providing that no more than a 5-cent fare shall harged within
the corporate limits of a city or town for a continuous ride on
any railroad, on branches, or leased lines, or connections of such
road.— The so-called "public utilities bill" championed I
i i nor Hughes was introduced in both houses of the legislature
las; week. The act creates one public utilities commission for
New York city and another for '.he remainder of the state. Bach
he composed of five members, who are to receive $10, 'acb
per year. The New York city commission is given all the powers
of the present rapid transit commission and many additional ones,
including control of all common carriers operating exclusively with-
in its jurisdiction and of those portions of other railways within
Ha limits of the city, and also of all gas and electric corporations.
Both passenger fares and freight rates may be regulated by the
two commissions in their respective jurisdictions, and they have
power to compel adequate service to be given. All mergers are
prohibited unless consented to by the commissions. Present hold-
ings of stocks of public service corporations by stock companies are
not interfered with, but no new holding companies are per-
mitted to be formed. The fines for disobeying the orders
of the commissions range from $1,000 to $50,000, and officers and
employes of quasi-public corporations, as well as shippers and
others who violate the law, may be held guilty of a misdemeanor.
The governor is empowered to appoint both commissions.
Ontario, Canada. — A bill has been introduced in the legislature
to permit the Port Arthur Electric Street Railway Company, which
is owned by the municipality of Port Arthur, to operate its cars
on Sunday, within the limits of the city and as far as the limits
of Ft. William.
Pennsylvania. — Forty-eight different bills affecting electric and
steam railroads have been introduced in the senate and house. The
house committee on electric railways has reported favorably on
bills giving electric railways the right of eminent domain and the
right to carry freight, also bills permitting cities and traction com-
panies to enter into contracts and requiring the consent of local
authorities before charters are granted to passenger railways. —
Tin Hall bill, prohibiting steam railroad companies or their officers
or directors to own a part or controlling interest in the stock of
a parallel street railway line was reported out with a heavy penalty
clause attached. — The Dunsmore bill creating a state railroad com-
mission was reported with several changes, providing for five mem-
with salaries of from $5,000 to $6,000 annually.— A bill intro-
duced by Representative Edward H. Fahey of Philadelphia permits
municipalities, boroughs and townships to have representation in
the directorates of electric railways. This is to provide for the re-
organization of the Philadelphia Rapid Transit Committee, accord-
ing to the plan of the retail merchants' association. — Other bills
include the following: Providing for the construction of' bridges
over or under street railroads where a public highway is about to
be opened which intersects or will intersect a railroad and the town-
ship in which it is reasonably unable to bear the expense to be
erected as county bridges.— Requiring that all street cars be provid-
ed with vestibules in cold weather. — Requiring street railway com-
panies to furnish seats for every passenger or to collect only half
nr. -Requiring suburban trolley cars to be equipped with toilets
and water closets. — Requiring steam and electric railways to report
Ha number of statute miles operated by them. — Requiring town-
ship assessors to assess all traction engines, motor cars, automo-
biles, trucks and vehicles propelled by steam, electricity or other
motive power. — Authorizing municipal authorities to compel rail-
roads to erect safety gates.— Forbidding railway companies to lease
or purchase the franchises of or own stock or in any way control
a parallel or competing street railway line. — Forbidding officers of
any transportation company from holding stock in any competing
lines or from being officers thereof.
Texas. — Governor Campbell has signed the bill granting to in-
lerurban railways the right of eminent domain. The bill was in-
tended to facilitate the building of the line from Houston to Gal-
veston, in which Stone & Webster of Boston are interested.
Washington.— Both houses have passed a bill authorizing the
city of West Seattle to sell its municipal street railway to the
Seattle Electric Company.
Progress of Subway Plans in New York.
The rapid transit commission will begin advertising on March
15 for bids for the construction of the first section of the subway
to connect the Mnahattan terminals of the Williamsburg and
Brooklyn bridges. Sealed bids will be received until noon of
April 11. The time for opening bids will be fixed at a meeting
of the board on that day. The board will bind itself to make the
award to the successful bidder within 10 days after the opening
of the proposals.
The bridge loop is to be built by the city and to be controlled
by the city. This is to enable the municipal authorities to give
access to the tunnel to the Brooklyn Rapid Transit Company as
well as to a Manhattan railroad system. The contracts for the
operation of the tunnel will not be let until after it has been
finished. The section for which bids will be asked on Saturday
will extend under Centre street from Pearl to Canal. As this
will be more difficult to build than the second section from Canal
si reel to Williamsburg Bridge, there will be mi hurry on the
pan of the commission to ask for bids lor the second stretch.
The bidder to whom the contract is awarded will have to
dcposii .->;:< m ) . f n n t security and must complete the section within
21 months, if the work is completed in 18 months a bonus of
om per cent of the unexpended balance due to the contra, tor
ii the city will be paid. It is estimated that this will be
about $15,000. The plans call for a four-track subway in Centre
street and two tracks under Walker and Canal streets when the
(urn to the east is made. There is to be a station between
Leonard and White Streets
ripe galleries are to be laid, but for this work separate bids
will be asked for. The advertisement will state that the manner
..I construction shall be by the "cut and cover" method, so far
as Centre street is concerned, hut in Walker and Canal streets
the opening excavation process is to be permitted.
The commission awarded on March 11 the contract for the
printing and engraving of aim copies of each of more than 350
detailed drawings of plans for the Lexington and Seventh and
Eighth avenue subways and the loop line connecting the Man-
hattan terminals of the East river bridges. Bids for the con-
struction of all these routes will be advertised for simultaneously.
Final action on the Seventh and Eighth avenue lines cannot be
taken until after a statutory public hearing on the form of con-
tract. This hearing has been fixed for March 25. The contract
will then be passed upon by the board of estimate at its meeting
on March 28 and it is expected that about a week later the
advertising for bids will begin. The advertisements must appear
for six weeks and by about the middle of May the commission
will be able to award the contracts.
Street Railway Association of the State of New York. — The
next regular meeting of the New York association will be held the
latter part of June at Bluff Point, N. Y.
Annual Meeting New England Street Railway Club. — John J.
Lane, secretary, Boston, Mass., announces that the annual recep-
tion and dinner of the New England Street Railway Club will be
held on the evening of March 28 at the Hotel Somerset, Boston.
Oklahoma Electric Light Railway & Gas Association. — The first
meeting of the newly organized Oklahoma Electric Light Railway
& Gas Association will be held on April 22 and 23 at Oklahoma City.
Charles W. Ford, of Oklahoma City, is secretary. The programme
has not yet been announced.
Electric Road Gets Mail Contract. — The Houghton County
Street Railway of Hancock, Mich., has taken a contract to carry
United States mail between the Houghton and Hancock postoffices
and Franklin Mine and Demmon. The service will begin on March
IS and will include a delivery of mail each way twice daily.
Physical Examination for Trainmen. — The Fort Wayne &
Wabash Valley Traction Company has adopted the system of physi-
cal tests which is in vogue on all the principal railroad systems
of the country. Dr. M. H. Thomas of Huntington has been em-
ployed to make the tests and all of the trainmen of the company
will be required to submit to the examination.
Proceedings of Iowa Association Issued. — The proceedings of
the third annual convention of the Iowa Street and Interurban
Railway Association, held at Des Moines, la., on April 19 and
20, 1906, have been issued. The principal paper is that by Mr.
F. W. Hild of Chicago on "The Gasoline Car for Interurban Serv-
ice," which contains exhausting and interesting data as to the
cost of operation and maintenance of different types.
Freight Interchange Agreement in Massachusetts. — The Old
Colony Street Railway of Boston, Mass., and the Brockton &
Plymouth Street Railway of Plymouth, Mass., have effected an
agreement for the interchange of freight and express, which went
into effect on March 4. By this arrangement shippers along the
lines of the extensive system of the Old Colony company will
have easy access to the towns between Brockton and Plymouth.
The Question of Municipal Ownership. — Mr. R. W. Hutchin-
son, Jr., whose technical work, "Long-Distance Electric Power
Transmission," has just been published by the D. Van Nostrand
Company of New York, has an article in the March issue of
Public Service on "The Question of Municipal Ownership." in
which publicly owned utilities are heavily scored. Mr. Hutchinson
is on the staff of the National Brake & Electric Company of
Milwaukee.
Value of Creosotes. — The forest service of the department of
agriculture announces that it has investigated by chemical analy-
sis the qualities of different creosotes used for preserving timber
and a detailed account of the methods employed and the results
obtained are now published. Those who desire the publication
should ask for "Circular No. 80 — Fractional Distillation of Coal
Tar Creosote," and requests should be made to The Forester,
Forest Service, Washington, D. C.
Ten Fares for a Quarter for School Children. — The Citizens'
Railway Company of Lincoln. Neb., has recently put on sale a
new form of tickets for school children, at the rate of 10 rides for
25 cents. The tickets are not transferable and are good only on
•school days and at stated hours. In order to secure the tickets,
the pupil and parent sign a statement that the ticket is to be used
exclusively by the pupil and the principal of the school attended
certifies to the correctness of the statement.
Service Ordinances in St. Paul. — The St. Paul, Minn., assembly
has passed the three ordinances passed by the board of aldermen
on March 5 providing for increased service by the St. Paul City
Railway, which is controlled by the Twin City Rapid Transit Com-
pany. One of the ordinances directs what service shall be main-
March 16, 1907.
ELECTRIC RAILWAY REVIEW
367
tained during- rush hours on ten of the principal car lines of the
city. The others order the building of a new line and the opera-
tion of a loop line at the terminus of the Maria street line.
Paper Car Wheels for Detroit. — It is reported that the manage-
ment of the Detroit United Railway will equip several of its cars
with a patented car wheel, of which the axle collar and tire are of
cast steel and the space between of many thicknesses of paper, held
by bolts and iron side pieces. The principal object of the test is to
ascertain whether these wheels possess the qualities of noiseless-
ness that have been claimed for them, as there has been consider-
able protest by the city authorities of Detroit recently against the
noisy cars.
Shelters Under Boston Elevated Stations. — The Massachusetts
railroad commission has recommended to the Boston Elevated Rail-
way that it erect shelters under the elevated stations at City
square and Thompson square, Charlestown, to protect passengers
waiting to transfer onto the surface lines from rain and snow.
The recommendation provides only for a temporary overhead
covering because when the Washington street subway is com-
pleted it is contemplated lengthening the elevated station plat-
forms because the length of the trains is to be increased from Ave
cars to eight.
Car Stops at Street Crossings. — After a week of experimenting
with a rule requiring motormen to stop all cars at both the near
and far sides of street crossings the Philadelphia Rapid Transit
Company on March S issued an order that the rule would be dis-
continued on March 11 and that cars would stop hereafter only
on the near side to receive and discharge passengers. An exception
is made at streets occupied by double-track railroads, where the
cars will stop on both sides. The rule requiring stopping at both
sides of the street seriously delayed the cars and caused many
complaints on the part of both the public and the employes.
Employes' School at Youngstown. — M. E. McCaskey. second
vice-president and general manager of the Mahoning & Shenango
Railway & Light Company, which operates the city lines of
Toungstown. O., and other towns in that vicinity, has instructed
General Superintendent G. J. A. Paul to open a school for con-
ductors and motormen at Youngstown. The public has been re-
quested to report to the management full particulars of any cause
for complaint in the conduct of the employes, and these cases
will be taken up in the class-room, where the men are to receive
instructions both in the handling of cars and in their relations to
the public.
Massachusetts Merger Suit. — W. S. Slocum has been appointed
master in equity to hear the suit brought by Attorney-General
Malone of Massachusetts several months ago against the New
York New Haven & Hartford Railroad Company for an injunction
to restrain the company from further using the franchises or guar-
anteeing the bonds of street railway companies. It is charged that
the company, in violation of the law passed by the 1906 legislature,
owns and controls, directly or indirectly, the Worcester & South-
bridge, the Worcester & Blackstone, the Worcester & Webster and
the Springfield street railways, and that it guarantees the pay-
ment of bonds and dividends of those companies.
A New Engineering Course at the University of Illinois. — A
railway engineering and administration course has been estab-
lished at the University of Illinois, which no doubt will supply the
long standing demand for instruction on railway subjects. The small
bulletins which have just been sent out and which can be obtained
by writing to the registrar of the university, explain the course
briefly and show some interesting photographs of the test cars
and test locomotives which are at the disposal of the students.
These cars which have been built especially for test purposes are
of standard design except for the interior, which has been
equipped with all the instruments necessary for making tests of
any description. W. L. Pillsbury is registrar, Urbana, 111.
New Bi-Monthly Mining Journal. — The incorporation of the
Canadian Mining Review with the Canadian Mining Journal has
been announced by the publishers, the Mines Publishing Company,
171 St. James street, Montreal, Que., with branch offices at
Halifax, Victoria, and London, England. The first issue of this
paper has been received and contains a large number of excellent
articles on mining, metallurgy and allied arts. Besides a staff
of able editors, a large staff of special contributors has been
i ed, which contains the names of most of the prominent
mining engineers and metallurgists of Canada. Among the many
excellent contributions of the first issue are: "Mines and Mining
at Cobalt," by Willet G. Miller; '-Western Coal Resources," by
J. C. Gwillim; "Recent Developments in Metallurgy," by S. P.
Klrkpatric; "Iron Mining in Northern Ontario," by H. B. Will-
mott."
New Type of Fender. — F. 1. Fuller, manager of the Portland
(Ore.) Railway Company, appeared recently before the special
fender committee of the Portland city council and requested
thai no action be taken by the body until the company
had time to experiment with a type of fender that is now being
constructed. Mr. Fuller said that he believed tin- fender he had
in mind would be practical and that it would lie superior to the one
now in use. The committee granted his request and adjourned
to meet aagin at the call of the chairman. The new fender in
which Mr. Fuller haH faith Is a double one, and If it works as Is
planned it will be almost impossible for a street car to run over
rson lying on the track. If an object struck by a car is not
caught by the first fender but instead passes I th It, the sec-
ond fender will fall to the ground to act as a scoop, tie device
acting automatically.
Construction News
FRANCHISES.
Atlantic Highlands, N. J. — The New Jersey Traction Company
has applied for a franchise to build an electric railway in At-
lantic Highlands from the pier to connect with the main line
Augusta, Ga. — The Augusta Railway & Electric Company has
made application for permission to lay a single-track line and op-
erate freight and passenger cars on certain streets in August.]
One object of the company is to connect the line on Reynolds strei i
with the new freight and express warehouse which it proposes to
erect at 757 Broad street.
Brazil, Ind. — The Indianapolis & Western Railway has applied)
to the board of commissioners to build its road from the eastern
line of the county to Harmony, Ind., and from there to the eastern
city limits of Brazil. It is stated that the commissioners will de-
mand a rate of 1 cent a mile between Brazil and Greencastle .net
between Brazil and Terre Haute as one of the provisions of the
grant. Final action will be taken next Tuesday. C. C. Reynolds,
general manager, Indianapolis.
Burlington, Wis. — A franchise has been granted to the Mil-
waukee Light, Heat & Traction Company for an extension
of its suburban line through Burlington.
Cheektowaga, N. Y. — The Cheektowaga Railway Company,
recently incorporated in New York with a capital of $75,000, has
been granted a 50-year franchise to construct its line through this
town. The line will run from Clinton street and the city line of
Buffalo to the intersection of Lawson road and the Transit road
by way of Cheektowaga, about 6 miles, and will be double-tracked,
part of the way. The proposed line will serve the New Y'ork Cen-
tral's gravity yards which are to be built in Cheektowaga and
will cross the yards on an overhead structure 2,000 feet long. A
certificate of necessity soon will be applied for and it is stated
that New York contractors have been asked for bids on the con-
struction of the road. Charles L. Williams, William H. Kineh.
Edmund L. Ryan and others are interested.
East Aurora, N. Y. — A franchise has been granted to the Buf-
falo Southern Railway for a line from Main street in Buffalo to
East Aurora.
Fremont, O. — A franchise has been granted to the Fremont Belt
Line Railway for a belt line in Fremont and a line from there to'
Port Clinton. It is stated that the owners of the Toledo Port Clin-
ton & Lakeside Railway are back of the project. Col. Webb C.
Hayes of Fremont, is interested.
Greenfield, la. — The American Electric Railroad Company, which
will build an interurban line from Des Moines to other points in
Iowa, has asked for a franchise to build and operate an electric
line in Greenfield, reserving the right to use steam or gasoline for
construction or wrecking trains only. The line must be completed
by March 1, 1909, or the franchise will be void. A special election
will be held on March 19 to vote on the question. C. W. Baker, Des
Moines, la., president..
Lincoln, III. — The Springfield & Northeastern Traction Com-
pany has applied for a franchise to enter Lincoln on Chicago street
and to build its line over certain other streets. This is part of the-
line that is contemplated to Peoria by way of Pekin or Mackinaw.
It is stated that a large car barn will be located in Lincoln at the
south end of Chicago street; also a freight house to care for the
freight traffic will be erected. Final consideration of the franchise
will be given at the meeting of the council next Monday. L. E.
Fischer. Danville, 111., general manager.
Menominie, Wis. — The Chippewa Valley Electric Railroad Com-
pany has accepted the franchise recently granted by the council
for right to lay its line in that city. A light and power franchise
also has been granted, acceptance of which the company has under
consideration.
Nauvoo, III. — The Mississippi Valley Electric Railway will make
application at the meeting of the city council on March 25 for a
franchise to build its line througn Nauvoo. It is stated that the
company is ready to deposit $25,000 with the city as guarantee of
its intention to build the road.
Newark, N. J. — The Morris County Traction Company is seek-
ing permission to lay a double-track line in Milburn avenue from
the corner of Main street to the Maplewood line. It is stated that
work will be started as soon as possible and the line probably
in operation by summer.
Oshkosh, Wis. — The Winnebago Traction Company has applied
for a franchise to operate Interurban ears in Oshkosh and do a
general passenger, freight, mail and express business. In return
the company agrees to inaugurate a commutation system of trans-
fers between the city and interurban lines, and, beginning "in
March, 1910, will pay the city $300 a year for the grant, provided
an extension of its line from Omro to Berlin is in operation by that
date. Action has been referred to a special committee appointed
to confer with the city attorney regarding the high-tension trans-
mission lines.
Tampa, Fla.— The county Issioners have granted a fran
chise to J. Craig Phillips, former county attorney, James N.
Holmes and C. B. Ware, for a line from Tampa to St. Petersburg
and Clearwater. The road will begin in Armenia avenue, West
368
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 11.
Tampa, and will run through the western portion of the county to
Clearwater, about 30 miles. At some point near Seven Oaks it is
proposed to build a spur of the road to St. Petersburg. Work
must begin within IS months and be completed inside of five
years. It is stated that the question of whether it shall be an
electric line or an automobile system has not yet been determined.
Tiffin, O.— The Cleveland & Indianapolis Interurban Railway Is
seeking permission to enter Tiffin on Market street and extend its
line from the western to the eastern limits of the city. The fran-
chise calls for a 25-year term and a general freight, passenger, mail
and express business. Before commencing work $10,000 must be de-
posited as a guarantee of good faith. The company has until March,
1910, in which to have the line in operation.
Vallejo, Cal.— The Vallejo & Northern Railway has secured per-
mission from the board of trustees to cross certain streets in the
northwestern part of the city and to lay tracks over the tidelands
along the city front.
RECENT INCORPORATIONS.
Indiana Punxsutawney & Sagamore Street Railway. — Incor-
porated in Pennsylvania to build a 35-mile electric line in Indiana
county. Capital stock, $210,000.
Orrville Doylestown & Barberton Railway. — Incorporated in Ohio
to build an interurban line between Barberton and Orrville. touch-
ing the towns of Doylestown, Easton, Marshallville, Hametown
and Johnson's Corners. Right of way will be secured by a com-
mittee appointed for the purpose and it is stated that the fran-
chise of the Barberton Wadsworth & Western and one granted to
another proposed line between Barberton and Doylestown some
time ago, will be purchased by this company. Capital, $50,000.
Incorporators: J. B. Meech, Dr. A. E. Stepfield. John W. Zimmer-
man of Orville; John W. Hartel and George Landis, Doylestown.
Roanoke (Va.) Traction Company. — Incorporated in Virginia
to build a street railway in Roanoke. Capital, $40,000. Incor-
porators: C. Markley, president; C. G. Cannadav, vice-president;
M. A. Riffe, J. T. Bandy, B. B. Dillard, R. C. Camp, G. R. Paris
and J. A. Staff, all of Roanoke.
Salem Street Railway. — Incorporated in Ohib with a capital
stock of $10,000. Incorporators, W. M. Baldwin, George Lomitz,
F. Williams, F. H. Fowler and F. P. Shellhorn. This is a sub-
sidiary company of the Youngstown & Ohio River Railroad to
which the latter's franchise to operate on Broadway may be trans-
ferred if the injunction suit now pending in the circuit court
stands. The Youngstown & Ohio River Company has acquired an
old street railway franchise on that street, and the suit was
brought by the city to restrain operation under it because the
company is chartered as a railroad.
Squirrel Hill Street Railway. — Incorporated in Pennsylvania to
build an electric line in Pittsburg in Boundary and Joncaire streets,
Woodlawn avenue, Northumberland street and Dennison avenue, 2%
miles. Capital stock, $15,000. Incorporators: M. J. Hosack, presi-
dent, Roger Knox, James M. Magee, Charles K. Robinson and W. D.
McBryan.
Syracuse & South Bay Electric Railroad. — Incorporated in
New York to build an electric line from Svracuse to South
Bay. N. Y., on Oneida lake. Capital stock, $1,500,000. Incor-
porators: A. K. Hiscock, William Nottingham and C. A. Lux,
Syracuse, N. Y.
Toledo & Defiance Railway. — Incorporated in Ohio to build an
electric line in Lucas. Fulton. Henry and Defiance counties. Pre-
liminary surveys for the line were made several months ago by
Riggs & Sherman of Toledo and soundings for a bridge over the
Maumee river at Defiance also have been taken. This is one of
three projected interurban lines between Toledo and Defiance, the
other two being an extension of the Toledo & Indiana from Delta
to Defiance and the other the Cincinnati Toledo & Detroit Short
Line, It is said that grading for the latter line will commence as
soon as the frost is out of the ground. Capital stock, $10,000. In-
corporators, Clem V. Wagner, M. I.- Brown, M. O. Topuiff, H. C.
Ehlert and C. V. Ferson, all of Toledo.
TRACK AND ROADWAY.
Asheville Rapid Transit Railway. — C. E. Van Bibber, vice-presi-
dent and general manager, 60 Wall street. New York, writes that
this company has purchased the Asheville Loop Line Railway, 3
miles long, and will build a line from Asheville to Overlook Park,
8 miles, to operated in connection with the loop line. Five miles
have been graded. The overhead construction will be of the span
type. The Railways Construction & Securities Company has the
contract. Overlook Park, the objective point of the new line, is
a large recreation park overlooking Asheville and the surrounding
country at an altitude of nearly 3,000 feet, and is fitted up with
a casino, dancing pavilion, and the usual amusement park features.
J. K. Vochell, Baltimore, Md., is president. Headquarters. Asheville,
N. C.
Aurora Elgin & Chicago Railway. — It is reported that the
Yorkville line is to be extended to Piano and Sandwich. 111., and
that work will begin as soon as the right of way can be secured.
Bellingham, Wash — Stone & Webster of Boston will soon be-
gin the construction of an electric railway from Bellingham to
Skagit county towns, for which surveys are now being made. S. L.
Shuffleton will be the engineer in charge.
Boston, Mass. — The Boston Transit Commission has awarded
the contract for constructing the entrances and exits to the Wash-
ington street tunnel for $20,592. A contract for furnishing 185 tons
of steel and iron for section 6 of the tunnel has been awarded to
the Eastern Bridge and Structural Company.
Boyertown & Pottstown Railway. — The contract for grading,
concrete work and bridges on the line from Pottstown to Swamp,
Pa., has been let to Fine & Harris, of Philadelphia. The contract
for the bridges and steel work, including two 70-foot plate-girder
bridges and one 460-foot plate-girder bridge, has been sublet to the
McClintic-Marshall Construction Company. The rails will be 75-
pound. All contracts for material have been let. Thomas K.
Bell, of Philadelphia, chief engineer.
Buffalo & Lackawanna Traction Company. — This company,
which some time ago secured a franchise for an electric railway
from the Hamburg turnpike at the city limits of Buffalo to La-
fayette square, has begun construction work in the city. J. C.
Calisch of Buffalo, general manager.
Chicago South Bend & Northern Indiana Railway. — It was an-
nounced at a recent meeting of the board of directors that more
than $1,000,000 will be expended in improvements and extensions
to the South Bend svstem, by this company which recently took
over the Northern Indiana Railway. Plans were formulated for
the improvement of Spring Brook park in South Bend and for the
establishment of a new resort at Chain Lakes, about 6 miles west
of the city. Arrangements were also made for forestalling the
movements of the Chicago Lake Shore & South Bend Railway,
which is building a competing line from South Bend to Chicago, by
ordering the necessary material and equipment for the Murdock
line at once.
Cincinnati Northern Traction Company. — A contract has been
let to J. C. Carland of Toledo, O.. for grading and bridge work on
9 miles of new line between Middletown and Hamilton, O. Con-
tracts for 70-pound rails and tracklaying are to be let in a few
days. C. A. Alderman, chief engineer, Hamilton, O.
Cincinnati Toledo & Detroit Short Line Railroad. — It is reported
that this company has purchased all the right of way owned by
the People's Rapid Transit Company between Cincinnati and To-
ledo, O.. and that contracts have been let for the line between To-
ledo and Defiance. J. M. Morgan of Toledo is president.
Cleveland Alliance & Mahoning Valley Railway. — Work is to
begin at once on the branch from Ravenna to Warren, O, 20 miles,
and two steam locomotives have been ordered for construction pur-
poses. The main line will extend from Cleveland to Ravenna and
Alliance and the section from Ravenna to Bedford is to be com-
pleted this year. B. M. Frink, Salem, O., chief engineer.
Cleveland, O. — M. B. Excel], of this city, is interested with oth-
ers in a project to build an elevated railway system approximately
5 miles long, from the Public Square. The plan contemplates mak-
ing trackage arrangements with interurban lines.
Coos Bay Gas & Electric Company. — It is reported that this
company recently organized by Henry Hewit of Tacoma, Wash.,
Seymour H. Bell of Sumpter, Wash., and Louis Simpson of North
Bend, Wash., will build an electric railway connecting North
Bend, Marshfield and Empire City, Wash.
Corn Belt Traction Company. — Surveys are being made and
right of way is being secured in the vicinity of Champaign for the
proposed line from Champaign to Bloomington, 111. H. C. Billings-
ley of Bloomington is interested.
Denver City Tramway — At a meeting of the directors last week
plans were adopted for the extensions to be undertaken by the
company this spring and summer. Over a hundred men and teams
have been put to work on the extension of the Eleventh avenue
line on Madison street east of Congress park, and arrangements
were made to begin work this week on the Sixth avenue line and
the Eighteenth street line, which is a part of the line to Globe-
ville to connect with the Colorado & Southern's new electric line
now under construction. Construction work on the city line exten-
sions is to be pushed this year as rapidly as possible and as much
work is to be done as laborers can be found for. John A. Beeler,
vice-president and general manager.
Elmira Corning & Waverly Railroad. — It is stated that con-
struction work is progressing rapidly between Elmira and Waverly,
N. Y.. on this proposed line from Corning to Waverly, and that 1
mile has been graded out of Elmira toward Corning. The Powers
6 Mansfield Company of Troy, N. Y., has the contract
Findlay-Marion Railway &. Light Company. — Surveys have been
made and right of way secured for this proposed line from Find-
lay to Marion. O., 47 miles, via Mt. Blanchard, Forest, Marseilles
and Cochranton. R. P. Hankey. president, Findlay, O.
Galion Mt. Gilead <&. Delaware Railway. — T. E. Buck of Mt.
Gilead, O., states that the work of securing right of way for this
proposed electric line from Galion to Delaware is progressing
rapidly.
Grafton, W. Va. — Rails have arrived and surveys have been
made for one mile of street railway in this city, and surveys are
being made for an extension.
Hamilton Grimsby & Beamville Railway, Hamilton, Ont. — At
the recent annual meeting the extension of the road to St. Cathar-
ines was authorized
Henderson Traction Company. — K. R. Battin, superintendent,
Henderson, Ky.. writes that this company will build two miles of
city extensions this year. H. P. Barrett of Henderson, president.
Highland Grove Traction Company, McKeesport, Pa. — It is re-
March 16. 1907.
ELECTRIC RAILWAY REVIEW
369
ported that this company is planning to extend its lines from Mc-
Keesport to East Pittsburg. The extension is to begin on the road
leading from North MoKeesport to the Greensburg pike, reaching
East Pittsburg via Dixon's Hollow. It will also touch Wilmerding
and Turtle Creek. The terminal will be directly opposite the West-
inghouse works at East Pittsburg. The company expects to have
the line in operation by next fall. John Christy, McKeesport, gen-
eral manager.
Huron & Ontario Railway. — It is reported that contracts are
to be let by April 1 for the proposed lines from Toronto to Wind-
sor and to Owen Sound. Surveys have been made and part of the
right of way has been secured. The third-rail system is to be
used. S. P. Kilgore, president; H. W. Middlemest, chief engi-
neer, both of Toronto.
Illinois Valley Railway. — This company is beginning the con-
struction of a line between Streator and Ottawa, 111., and surveys
are being made for a connection with Chicago from the terminus
of the line at Seneca either by way of Torkville and the Aurora
Elgin & Chicago Railway or by way of Morris and Joliet and
the Chicago & Joilet Electric Railway. This line will form
part of the Chicago-St. Louis line of the Illinois Traction Com-
pany. H. E. Chubbuck, general manager, Ottawa, 111.
Indianapolis Huntington Columbia City & Northwestern Rail-
way.— Several carloads of rails have arrived and a force of about
40 men is employed in laying the track between Syracuse and Vaw-
ter Park, Ind. When this section is completed track will be laid
from Syracuse north toward Goshen. The road will extend from
Huntington to Goshen, 60 miles. D. L. Homer, of Syracuse, chief
engineer.
Indiana Columbus & Eastern Traction Company. — Contracts
have heen let to J. C. Carland of Toledo for 31 miles of grading and
concrete and steel bridges between Leipsic and Toledo, O., to com-
plete the Lima & Toledo Traction Company's line, and for 45 miles
of grading and bridge work from Lima to Bellefontaine, O. Other
contracts, including those for 70 pound rails and tracklaying are
to be let in a few days. Thomas Elliott of Cincinnati, O., con-
sulting engineer.
Joplln & Pittsburg Steel Railroad. — Mr. W. O. Hands, man-
ager and engineer, Joplln, Mo., writes that this company has con-
structed about a mile and a half of track in the city of Joplin,
and that it contemplates building about 17 miles of track this
summer. Surveys have been completed for lines running from
Joplin to Webb City, Carthage, Galena and Carl Junction, about
48 miles in all. An amusement park called Tiff Cave is now be-
ing developed. Joseph J. Heim of Kansas City is president.
Kalamazoo Elkhart & South Bend Railway. — It is stated that
grading will begin between Kalamazoo, Mich., and Elkhart, Ind.,
within 30 days.
Kennett & Coatesville Railroad. — G. H. Dodge, secretary, Ken-
nett Square, Pa., writes that grading is to begin April 1 on this
single-phase electric railway from Kennett Square to Coatesville,
Pa., 12 miles, via London Grove, Upland, Doe Run and Modena.
Surveys have been completed from Kennett Square to London
Grove, 4% miles, and surveys are in progress from the latter
point to Coatesville. Current will be generated for transmission
at 6,600 volts. The overhead construction will be of the catenary
type. No. 0000 trolley wire being used. Mr. Dodge has the gen-
eral contract for building and equipping the line. Contracts
for cars and equipment, bridges and all material are to be let
within 30 days. J. Walter Taylor of Kennett Square is presi-
dent.
Lederachville & Pennsburg Electric Railroad. — This company
will build an electric railway from Lederachville to Pennsburg,
Pa.. 30 miles. Right of way has been secured and surveys have
been completed. W. C. Riffert, Dauphin, Pa., chief engineer.
Lewiston Brunswick & Bath Street Railway. — An official report
states that this company, which has recently acquired the Augusta
Winthrop & Gardiner Railway, proposes to build lines from Lewis-
ton to Mechanic Falls, Me., 10 miles; from Lewiston to Augusta,
20 miles, and from Augusta to Oakland, 20 miles. Grading is to
begin on April 1. The overhead construction will be of the bracket
type and 70-pound T-rails of Pennsylvania standard section will
be laid. John R. Graham, Bangor, Me., president.
Louisville New Albany & Corydon Railroad. — J. G. White & Co.
have completed surveys for this company's proposed electric line
from New Albany to Co.ydon, Ind. McKinley Boyle of Corydon,
president.
Memphis Street Railway. — A large amount of improvement
work has been planned for the coming summer, much of It in the
nature of extension of work already planned and partially com-
pleted. Work is now in progress on the South Memphis extension
of the suburban lines, some extensions of the East End lines will
be rebuilt and a number of other lines are to be repaired and re-
ballasted. E. W. Ford of Memphis, general superintendent.
Middlesboro, Ky. — It Is reported that a number of prominent
coal operators of the Middlesboro district are considering the build-
ing of an electric line from Middlesboro to Hartranft. Tenn., 9 miles,
touching a number of large mining towns.
Mllner, Idaho. — Grading Is now In progress for an electric
railway from Mllner to Gooding, Idaho, and it is reported that
Ortlera have been placed for 9,000 poles and sufficient ties and rails
for completing the line.
Mississippi Valley Electric Railway. — This company, recently
Incorporated, proposes to build an electric railway from Carthage
to Nauvoo, 111., connecting with Keokuk and Ft. Madison, [a., a
total distance of about 45 miles. Surveys are now being made.
W. A. Calhoun of Buffalo, consulting engineer.
Missouri & Kansas Interurban Railway Mr. Fred O'Flaherty,
chief engineer, Lawrence, Kan., writes that this company pro-
poses to build a branch from Kansas City to Lenexa, Kan., 11
miles, via Rosedale, South Park, Merriam and Shawnee. Surveys
have been completed and grading is to begin about June 1. This
company now has a line between Kansas City and Olathe, and
operates Strang gasoline-electric cars. A. F. Hunt, Jr., 15 Wall
street, New York, president.
Mt. McKay & Kakabeka Falls Railway. — This company has
made surveys and is securing right of way for a line from Ft.
William to Kakabeka Falls, Ont., 30 miles. W. F. Hogarth of
Ft. William is president.
Nashville & Columbia Interurban Railway. — The survey has
been completed for this proposed line from Nashville to Columbia,
Tenn., 46 miles, and engineers are now staking out the grade
lines. H. H. Mayberry of Franklin, Tenn.. president of the com-
pany, announces that the contract for constructing the road has
been awarded to Patrick Hirsch of New York, who is now In
Nashville preparing to begin work. When this part of the road
is completed President Mayberry states that it will be extended
from Columbia to Mt. Pleasant, 11 miles.
Newark, N. J. — The board of public works has instructed the
city engineer to investigate and report on the feasibility of a sub-
way on Broad and Market streets.
New York Northern Railway. — This company has been or-
ganized to build an electric road from Watertown to Oswego,
N. Y. Foster P. Shines of Watertown, president.
Oklahoma City, Okla. — W. R. Silsby of Saginaw, Mich., is in-
terested in a project to build an electric railway connecting Okla-
homa City, Shawnee and Norman.
Oakland (Cal.) Traction Company — This company has begun
building a line to Alameda via East Oakland. A double track Is
being laid on Thirteenth street between Oak and Washington
streets in Oakland.
Palestine-Corsicana Interurban Railway. — The surveyors have
finished locating the line from Corsicana to Palestine. Tex.
Paris, III., Traction Company. — A contract has been let for
building this company's line in Paris to Ralph Baum. An exten-
sion to Christman, 13 miles north of Paris, is being considered.
Peoria, la. — Citizens of this and neighboring towns are inter-
ested in a project to build an electric railway from Oskaloosa to
Newton. la., via Peoria and Galesburg, and C. B. Judd, a civil en-
gineer of Pittsburg, Pa., has been engaged to make estimates and
surveys.
Pensacola Electric Company. — The line from Pensacola to Ft.
Barrancas, Fla., 9 miles long, which has been electrified since the
property was acquired by Stone & Webster of Boston. Mass., was
formally opened on March 10.
Portland & Mt. Hood Railway. — The engineers have started on
the final surveys for this road from Portland, Ore., to Mt. Hood,
46 miles. It is stated that the project has been fully financed and
that construction will begin at once. The Portland terminal will
be in the blocks surrounded by East Washington, East Oak, East
Water and East Second streets. Tracks will be laid from the
terminal grounds east on East Washington and East Oak streets
to Sixth street; south to East Taylor street, east to East Twelfth
street, south to Hawthorne avenue, east to Ladd avenue, south-
east to Division street, east to the city limits, and from thence
east through the rich agricultural district to the Sandy river,
where the road will follow the Sandy river until the side of Mt.
Hood is reached. A cog road will reach the peak of Mt. Hood.
It is proposed to build a large hotel on the side of the mountain.
M. G. McCorkle of Portland Is one of the promoters.
Portland, Ore., Railway Light & Power Company. — An appro-
priation of about $2,000,000 has been made for improvements this
year, not including the new terminal station. Nearly a mile of
new 72-pound rails has been laid on Dawson street. 2% miles of
70-pound rail will replace the 40-pound steel on Union avenue north
of Weidler street and 2 miles of new road will be built from East
Twenty-eighth and East Burnside street to Rose City Park, as well
as other extensions.
Puyallup Valley Northern Transit Company. — It is reported
that contracts have been let to the Engineering Construction Com-
pany of New York for building this line, which is part of a
proposed line from Puget Sound to Spokane. Wash.
Redlands, Cal.— It is reported that W. F. Whittier of San
Francisco will build a road from Redlands to Hemet. Cal., which
was surveyed several months ago.
Rochester Corning & Elmira Traction Company. — The appel-
late division of the supreme court of New York has directed
the state railroad commission to issue this company a certificate
of public convenience for the construction of its road from
Rochester to Elmira, N. Y., and W. C. Gray, chief engineer,
will begin making surveys at once.
Rockford Oregon & Southern Railway. — A company with the
above name Is being organized at Oregon, 111., for the purpose of
building an electric railway In the territory between Rockford and
Dixon, 111., via Oregon. F. G. Jones of Oregon Is Interested.
Saginaw Owosso & Lansing Railway. — J. A. Thick, chief en-
gineer, Owosso. Mich., writes that this line from Saginaw to Lans-
64% miles, has been surveyed and that grading will be-
370
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. n.
gin this spring. The road will be built on a private right of way,
all of which has been purchased, and 70-pound rails will be used,
.Maximum curvature, 6 degrees. John I,. King of Syracuse, N. Y..
president; Charles W. Baird, vlce-presidenl i I adquarters, De-
trolt, Mich.
Santa Ana, Cal. — S. H. Finley, of Santa Ana, has completed
surveys and is securing the right of way for an electric railway
from Santa Ana to Huntington Beach, 10 miles.
Selma Street & Suburban Railway.— It is reported that this
company will build seyeral extensions to new suburban points.
F. M. Abbott. Selma, Ala., president.
Shore Line Electric Railway.— An official report states that this
line has been suryeyed from Stony Creek to Ivorton. Conn., 35
miles, passing through Guilford. East River, Madison. Clinton,
Grove Beach. Westbrook, Saybrook. Essex and Centerbrook. Grad-
ing is now in progress between Ivorton and Saybrook. 12 miles.
C. W. McChesney, New York, president, and A. William Sperry,
New Haven, Conn., chief engineer.
Sioux City & Ireton Interurban Railway.— This company, which
proposes to build an electric railway from Sioux City to Doon, la.,
about 57 miles, has secured about half the right of way. has
50-year franchises in Ireton. Doon and Rock Valley and has had
a large part of its stock subscribed for. A trackage arrangement
has been made with the Sioux City Traction Company for an
entrance to the city from Leeds. S. A. Mitchell of Rock Valley.
la., is president.
Southern Kansas Railway Light & Power Company It is re-
ported that 15.000 ties have been shipped for the proposed lines
connecting Parsons, Independence, Cherryvale and Coffeyville, Kan.
H. F. Smith of St. Louis, engineer of construction, is now making
surveys and it is the intention to begin construction in a short
time in three directions out of Cherryvale. R. C. Rawlings, presi-
dent, Chanute, Kan.
South Carolina Public Service Corporation. — The surveyors have
completed the surveys for this proposed line from Charleston,' S. C,
to Aiken, Ga., where connection is to be made with the Augusta
& Aiken Electric Railway for Augusta.
Spokane & Inland Empire Railway. — It is reported that this
company has purchased an old right of way of the Oregon Rail-
road & Navigation Company from Colfax to Penewawa, Wash..
and will build to Dayton and Walla Walla.
Springfield Clear Lake & Rochester Electric Railway. — The first
section of this line from Springfield to Clear Lake and Rochester.
111., was formally opened on March 11 when a party of officers and
guests made the first trip from the corner of Fifth and Monroe
streets in Springfield to a point about four miles from the center
of -the city. Regular service over this section has since been in-
stituted. The grading is now almost completed between Springfield
and Rochester and construction is progressing rapidly. Large quan-
tities of ties and rails are on the ground and some track has been
laid. It is now expected to have the entire line in operation by
June 1. Power is rented from the Springfield Consolidated Rail-
way, over whose tracks the cars enter Springfield, and the same
company will furnish the cars until those that have been ordered
are delivered. J. H. Melick of Rochester, 111., is president.
Stroudsburg & Wind Gap Electric Street Railway.— J. B. Wil-
liams, president. Stroudsburg, Pa., writes that this company pro-
poses to build an electric railway from Stroudsburg to Wind Gap,
Pa., 14 miles, via Snydersville. Kellersville. Sciota. Saylorsburg.
Ross and Common. Surveys have been completed, but the date of
beginning construction has not yet been determined.
Tacoma Railway & Power Company. — The final surveys are
now being completed for the branch from the main Seattle-Tacoma
line % of a mile east of Brookville, near Tacoma, to Puyallup.
Sumner and Orting. A bridge is to be built across the Puyallup
river. W. S. Dimmock. manager, Tacoma. Wash.
Tidewater Development Company. — President J. M. Dewberry
of Birmingham. Ala., has received the report of the engineers,
containing the profiles and other details of the proposed road from
Gadsden to Tuscaloosa. Ala., and states that contracts will be let
in a month or two.
Toledo Uran & Interurban Railway. — It is reported that this
company proposes to extend its line from Findlay south to Belle-
fontaine, via Arlington, Dunkirk and Kenton, O. Charles Kilgour.
Findlay, O.. chief engineer.
United Traction Company. — It is reported that this company
will begin on April 1 on the extension of the Broadway line in
R. nsselaer, N. Y. E. S. Fassett, general manager, Albany, N. Y.
Union Traction Company of Kansas. — Tracklaying on the line
from Coffeyville to Independence, Kan.. 20 miles, has been com-
pleted for 6 miles south of Independence and for 5 miles north
of Coffeyville, to Jefferson, and the poles have been set for most
of the distance. The right of way for the branch from Coffeyville
to Cherryvale is nearly all secured and it is stated that construc-
tion will begin this week. D. H. Siggins of Coffeyville, president.
Union Traction Company. — This company, which operates about
15 miles of electric railway in Santa Cruz, Cal.. and vicinity, will
change its system from narrow to standard gauge. S. W. Cole-
man, Santa Cruz, general manager.
Utica Southern Railroad.— It is stated that this company will
award contracts in April for building its line, which will connect
Clinton. Hamilton. Norwich and Waterville, N. Y.. 26 miles. Right
"I" way has lie.-n obtained and surveys mad.-. F. H. Baxter,
rtiea, N. V.. chief engineei.
Vallejo & Northern Railway. — Melville Dozier, Jr., president and
chief engineer, Oakland, Cal.. writes that this company will begin
grading this summer on a line from Vallejo to Sacramento and
Woodland. Cal., 105 miles, via Cordelia, Suisun. Fairfield. Cement
Vacaville and Winters. Surveys have been completed from Vallejo-
to Sacramento, 58 miles, and from Winters to Woodland, IS miles.
Both the third rail and trolley systems will be used. T. T. C.
Gregory, secretary; George S. Lackie, treasurer, both of Vallejo,
where the offices of the company are located.
Vincennes Washington & Eastern Traction Company. — A. J.
Padgett, attorney for the company, states that contracts have
been let for the construction material an 1 equipment for this
line from Vincennes to Loogootee. Ind.. and that work will
begin about May 1 on the first section, from Vincennes to Wash-
ington. W. H. Schott of Chicago, president.
West Penn Railways, Connellsville. Pa. — It is reported that this
company is making surveys for an extension from McKeespoi t to
Glassville, Pa.
West Shore Traction Company. — This company, incorporat
last October, has been authorized by the New York railway com-
mission to build an electric railway along the Hudson river in
New York from Tompkins Cove to Cartaret, 25 miles. Searing &
Co., bankers, of New York city, are interested in the project.
Wilkinsburg East Pittsburg & Turtle Creek Street Railway. —
This company has been securing right of way for the past several
months and has now begun construction work on its line from
East Pittburg through Turtle Creek, Falls Hollow, Coalville and
Mucklerat to Wilkinsburg. Pa. About two miles of tracklaying and
overhead work has been completed at the western end beyond
Mucklerat.
Yazoo City. Miss. — The city council has awarded to the Saun-
ders-Johnson Company of Vieksburg. Miss., a contract to build a
municipal street railway, 3 miles long, costing $50,000. for which
city bonds have been issued. The contractors take bonds in pay- .
ment. The road is to be completed by July 1.
POWER HOUSES AND SUBSTATIONS.
Bloomington & Normal Railway & Light Company. — This com-
pany has been doing considerable work on its lines, which will
tend to increase the schedule speed of the cars. An eight-foot
cut has been made north of Salt Creek Bridge, which will also
reduce uie demand for power materially. A new sub-station has
been erected at Magill, a siding about a mile and a half south
of Clinton, and the old sub-station located at Johnson's siding
has been moved to the siding at the county line north of Wapella.
Chicago Lake Shore & South Bend Railway. — A contract has
been let to James E. Southard & Co., for all the concrete work
foundations, etc.. for the power house at Michigan City. The West-
inghouse Electric & Manufacturing Company has the contract for
the equipment.
Cumberland & Westport Electric Railway.— This company has
broken ground for the erection of a new power house 30 by 90 feet.
A 550-kilowatt generating set and boilers of 650 horse power capac-
ity will be installed. H. R. DeWarren is president.
Freeport Railway Light <&. Power Company. — Mr. A. B. God-
dard. general manager of this company, states that the contracts
for all the machinery and for the installation of the machinery
in the new power plant have been let.
Henderson Traction Company. — K. R. Battin. superintendent,
writes that this company will install one complete additional unit
in its power house at Henderson. Ky., and contracts are to be let
for a 250-hp. boiler and a 125-kw. direct-current engine and gen-
erator.
Indianapolis & Louisville Traction Company. — It is reported
that work on the power house of this company is progressing
rapidly. Four of the six 300-horsepower boilers have been in-
stalled and it is expected that the cars may be running some
time between April 15 and May 1. 1907. It is stated that the cost
of the new power house and the equipment will be about $297,000.
Indianapolis Crawfordsville <£. Western Traction Company. —
The power house at Crawfordsville, which is being built by this
company, is rapidly approaching completion. It is expected that
the overhead work of the lines and the feeders will be completed
by March 15. and the track ready for the through operation of
cars by June 1, 1907, which has been set for the opening of
the line.
Union Traction Company of Kansas. — Rapid progress is being
made on the power house at Independence. Kan., and it is expected
to be ready for operation by May 1. The building is 60 by SO feet
in floor area, with an addition 15 by 50 feet.
Winchester & Washington City Railway Company. — President
S. H. Hansbrough and a party of officials of the company visited
the large water power electric plant of this company, located at
Millville, Jefferson county, West Virginia, for the purpose of in-
specting the dam, turbines and machinery and to start the tur-
bines in operation for the first time. S. L. Hoover, manager of the
company, stated after the trip that everything was satisfactory
and that the plant would be put in regular operation as soon as
the transformers are thoroughly dried out.
March 16. 1907.
ELECTRIC RAILWAY REVIEW
371
Personal Mention
Financial News
Mr. W. Gillette has been appointed general manager of the
.Ft. Smith (Ark.) Light & Traction Company, succeeding Mr. R. S.
Rand, resigned.
Mr. John Davey has resigned his position as master mechanic
of the Trinidad (Colo.) Electric Railroad, effectiye on March 10,
to accept a position with the Philadelphia & Western Railroad.
Mr. W. H. Hurlburt. formerly president of the Oregon Water
Power & Railway Company, Portland. Ore., has been appointed
.general manager of the Jersey Central Traction Company, Key-
port, N. J.
Mr. A. L. Ober. of Chatfleld, Minn., has been elected president
of the Minneapolis Rochester & Dubuque Traction Company, which
proposes to build an electric railway from Minneapolis, Minn., to
Dubuque, la.
Mr. H. G. Kruse has been appointed superintendent of the
Peoria & Pekin Terminal Railway, with headquarters at Peoria, 111.
Mr. Kruse formerly was connected with the Baltimore & Ohio
Southwestern.
Mr. C. Denny, formerly superintendent of construction work
for the Tacoma Railway & Power Company, Tacoma, Wash., has
been appointed master mechanic of this company succeeding Mr.
William Glenn, resigned.
Mr. Frank Cooley. for the past 10 years associated with the
Brooklyn Rapid Transit Company in various capacities, has been
appointed superintendent of employment for the system, succeed-
ing the late F. D. Valentine.
Mr. W. M. Kessler. formerly superintendent of transporta-
tion of the Dayton & Troy Electric Railway, has resigned to
accept a similar position with the Pittsburg & Butler Street
Railway at Butler, Pa. Mr. W. S. Coy, chief train dispatcher
for the company, will succeed Mr. Kessler.
Mr. Theron A. Atwood has been appointed general manager
of the Michigan United Railways, with headquarters at Lansing,
Mich. The duties of this office heretofore have been incor-
porated with those of the vice-president. Mr. Atwood formerly
was a member of the Michigan state railroad commission.
Mr. F. E. Fitzpatrick, formerly manager of the Sacramento
(Cal.) Electric Gas & Railway Company, has resigned to become
general manager of the Bay Counties Power Company with head-
quarters at San Francisco. Mr. C. W. McKillip, recently supervisor
for the Sacramento system, will succeed Mr. Fitzpatrick as general
manager.
Mr. E. E. Lillie has been appointed superintendent of the
Spokane & Inland division of the Spokane & Inland Empire Rail-
road, with headquarters at Spokane, Wash. Mr. Lillie goes to his
present position from St. Paul, Minn., where he was formerly chief
dispatcher and more recently assistant in the general superin-
tendent's office of the Great Northern Railway.
Mr. M. O. Chadbourne has been appointed general manager of
the Albuquerque (X. M.) Traction Company. The duties of this
office heretofore have been combined with those of the vice-
president. Mr. H. A. Jastro. Prior to accepting his present ap-
pointment Mr. Chadbourne had been acting as superintendent of
construction for the American Lumber Company.
Mr. William Glenn, master mechanic of the Tacoma Railway
•Si Power Company and the Puget Sound Electric Company, and
for the past 17 years associated with the street and interurban
Systems of Tacoma. Wash., has resigned to accept a more lucra-
tive position with a large street railway system in the east. As
a token of esteem the employes of the company on March 2 pre-
sented him with a- gold watch. Mr. Glenn will be succeeded by
Mr. C. Denny.
Mr. J. X. Akarman has resigned as superintendent of the South
Jersey division of the Public Service Corporation of New Jersey.
He has held his present position since last August, having been
transferred at that time from the Newark division of the company.
It is stated that witli Mr. Akarman's resignation the office of su-
perintendent will be abolished and its duties incorporated with
those of the genera! manager in South Jersey. A portrait and bio-
graphical sketch or Mr. Akarman wen published in the Electric
w of October, 1906.
Mr. Warren S. Bicknell, until recently president of the Lake
Shore Electric Railway, ha I lected president of the Havana
(Cuba) Electric Railway Company under its reorganization, which
took place In New York on March 6. The road is financed by
American capital and probably will become, under its present man-
agement, one of the most important of the enterprises in Cuba
controlled by American Interests. Mr. Bicknell severed his con-
nection with the Lake Shore Elect-" Railway about a year ago
and Is at present In New York preparing to take up his new duties.
lated with Mr. Bicknell as directors under the new manage-
ment are David T. I'i and Robert Mather of the Chicago
Rock Island and Pacific Railway interests; Walter Q. Oakman of
the Guarantee Trust Company; Tames Rattray, San Miguel,
of a newspaper in Havai I Zaldo, president "t the Hank
i,: Havana; Henry Runken of LIpmann & Company, bankers, and
Henry Stelnhart, United Statei consul-general at Havana.
Alton (III.) Granite & St. Louis Traction Company.— The in-
come account for 1906 compares as follows:
_ 1906. 1905. Increase.
gross $468,262 $376.76S $91,494
Expenses 302,490 206,912
„, Net $165,772 $169,856 '$4,084
Charges and taxes 131,685 1104,166
Surplus $34,087 $ 65.690 «$31,603
♦Decrease.
fThis item includes twelve months' interest on the original
bonded indebtedness and ten months' interest on additional bond
issues to acquire properties and to build the interurban road, which
began operation on March 1. 1905.
The increase in operating expenses for the year 1906 was due
to unusual expenditures for the improvement of the physical con-
dition of the properties and which were charged to operating
expense.
Atlantic Shore Line Railway, Sanford. Me. — The $1,900,000 re-
funding 4 per cent bonds of this company are offered by A. H.
Bickmore & Co. of New York, at a price to net 5'i per cent inter-
est. The road has 79 miles of track in operation and IS more under
construction.
Auburn (N. Y.) a. Northern Electric Railroad.— The state rail-
road commission of New York has granted authority to this com-
pany to increase its capital stock from $250,000 to $1,500,000. The
company will operate an electric railway from Auburn to Port ,
Byron and from Auburn to Cayuga and Seneca Falls.
Catskill (N. Y.) Electric Railway.— Arthur M. Murphv of Cats-
kill was appointed receiver of this company on March 7 in fore-
closure proceedings brought by the Hamilton Trust Companv of
Brooklyn as trustee under the mortgage made in 1S99 to secure
$400,000 bonds.
East St. Louis (III.) & Suburban Company. — The report for the
year ended December 31, 1906, compares as follows:
1906. 1905. »1904.
Gross earnings $1,551,737 $1,351,579 $1,363,552
Operating expenses 739,218 594.801 593,159
_. Net earnings $ 812,519 $ 756.778 $ 770.393
Fixed charges and taxes 377,539 368,514 358,198
Surplus $ 434.980 $ 38S.264 $ 412.195
♦World's Fair year.
Indianapolis Crawfordsville & Western Traction Company.— At
the annual meeting of stockholders of this company on March 6 in
Chicago, the following directors were elected: P. C. Summerville
Eli P. Baker. A. E. Reynolds. C. N. Van Cleave and E. C. Voris'
Crawfordsville, Ind.; Edward Hawkins, O. P. Ensley, A. M. Gloss-
brenner, A. A. Barnes and H. A. Mansfield. Indianapolis Ind.'
George P. Haywood. Lafayette. Ind.: A. A. Swartz. Jeffersonville.
Ind.; W. O. Ford, Madison, Ind.. and A. M. Hewes, Chicago. The
old officers were re-elected as follows: President. A. F. Ramsey.
Crawfordsville. Ind.: vice-president. A. E. Reynolds. Crawfords-
ville, Ind.; secretary. Edward Hawkins. Indianapolis. Ind.; treas-
urer, Oliver P. Ensley, Indianapolis, Ind.
Minster Loramie & Southern Railway. — This company, recently
incorporated, has organized by electing the following officers: presi-
dent, J. H. Goeke. Wapakoneta. O. : vice-president. Wm. Schulen-
berg, New Bremen. O. ; secretary. F. M. Horn, Wapakoneta: treas-
urer. R. B. Anderson. Wapakoneta: financial agent. R. J. Depen-
brock, Wapakoneta. The above also constitute the board of direct-
ors The company will proceed forthwith to make a survey over
at least two different routes; one from Minster. Auglaize county, O..
to Piqua in Miami county. O.. and the other from Minster, via Ver-
sailles, Darke county. O.. to Greenville. After the survey and esti-
mates have been made and completed, steps will be taken to finance
the road.
Mt. Vernon (O.) Electric Railway.— It is reported that control
of this company has been acquired for the new Cleveland South-
rn & ('"lumbus Railway Company.
Norfolk (Va.) & Ocean View Railroad.— This company has ac-
quired the Bay Shore Terminal Company of Norfolk and has given
i~t deed to the Baltimore Mortgage & Guarantee Company to
"■an issue of $1,600,000 bonds due in 30 years and bearing
cent interest.
Northwestern Elevated Railroad, Chicago.— Plans for u,e pur-
by this company of the property owned by the Chicago &
Oak Park Elevated Railroad have progressed so that it is an-
nounei'i ill :i a consolidation will be completed before May l. This
announcement has revived the talk of the general consolidation or
all of the elevated roads of Chicago.
St. Louis Hillsboro & Southern Railroad. Hlllsboro, Mo.— The
stockholders have voted to authorize b new issue of si.:
bonds. Tli' new bonds will replace an issue of an equal amount
in August, 1902. These bonds have been
Susquehanna Railway Light & Power Company.— This company
been formed to acquire and operate electric railwa:
properties. It will pur. has,- the ji.oun
' ounty Railway .v Light Compan; I ... and the
$1,849,320 eon ii stock "f the United Gas & Electric Con
372
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 11.
The latter company ltrole 11 gas and electric compa lies In vari-
ous cities. The Susquehanna Company will havi orized $10,-
000,000 preferred stock and $10,000,000 common stock.
Syracuse (N. Y.) Lake Shore & Northern Railroad.— An lncn
In the capital stock from $2,250,000 to $3,500,000 has been authorized
by the state railroad commission.
Texas Traction Company, Sherman, Tex.— This company has
given a trust deed to the Old Colony Trust Company of Boston,
Mass., to secure an issue of $3,000,000 bonds, bearing 6 per cent in-
terest, and maturing January 1, 1937. Of this amount $2,000,000
bonds are outstanding.
Twin City Rapid Transit Company, Minneapolis. — Earnings for
Januurx compare as follows:
1907. 1906. 1005.
Gross earnings $456,837 $407,865 *?i>1.121
Expenses ... 243,097 205.519 175,315
Net earnings $213,740 $202,346 $175,806
Charges and taxes 115,258 109,708 97,325
Surplus $ 9S.482 $ 92,638 $ 7S.481
Underground Electric Company, London. — A claim amounting
to $789,669.20 has been filed by this company against the estate
of Charles T. Yerkes. Other claims which were filed at the same
time are the following: Speyer & Co., New York, $367,302.87;
Speyer Brothers, London, $632,698.65.
United Traction Company, Albany and Troy, N. Y. — The earn-
ings for the quarter ended December 31, 1906, with a comparison,
are as follows: .
Quarter Ending December 31.
1906. 1905. 1904.
Gross earnings $472,974 $434,981 ^31,609
Operating expenses ■ 302,640 2S3.975 250,418
Net earnings $170,334 $151,186 *18H:!i
Other income 1.939 2, US 1,833
Total $172,273 $153,404 $183,024
Charges ..'.'.'.'.'.' 87,481 86,581 86,659
Surplus $84,792 $66,823 $96,365
Washington (D. C.) Railway & Electric Company. — The pamph-
let report for the .year 1906, with a comparison, shows earnings as
f0ll0WS: 1906. 1905. 1904.
Gross earnings $3,133,240 $2,905,907 $2,644,360
Operating expenses 1,613,096 1.47S.466 1,355,822
Net earnings $1,520,144 $1,427,441 $1,288,537
Other income 77. ■ 44,595 50,553 49,024
Total $1,564,739 $1,477,994 $1,337,562
Charges ..'.'. 1,041,118 999,455 981,039
Surplus $ 523,621 $ 478,539 $ 356,523
The increase in operating expenses is largely due to an in-
creased expenditure for maintenance. While the total operating
expenses increased $134,630, or 9.10 per cent, the cost of mainte-
nance increased $64,612, or 20.59 per cent. This increase in cost
of maintenance is partly due to the fact that the properties have
been maintained in better condition than heretofore, but more to
the large increase in the cost of materials of every nature entering
into the construction and operation of such properties.
The surplus after the fixed charges for the year ending De-
cember 31, 1906, amounting to $523,621, has been applied as fol-
lows :
To pavment of 5 per cent dividend on $8,500,000 preferred
sto'ck $425,000
Discount on $250,000 consolidated mortgage 4 per cent bonds 35,102
Credited to depreciation reserve 50.000
Credited to profit and loss surplus 13,519
Total $523,621
There are in the treasury of the company its consolidated
mortgage 4 per cent bonds of the par value of $1,078,600. Of these
bonds $351,600 were, under the plan of reorganization, delivered to
the company and have been credited to depreciation reserve;
$227,000 were issued to cover expenses of extensions and better-
ments paid for out of surplus earnings, and $500,000 were pur-
chased for investment in open market.
Washington Traction Company, Springfield, O.— Application for
a receiver was made at Springfield on March 2 by William J. Ram-
say on the ground that the $800,000 authorized bonds cannot be
disposed of and that the company has defaulted in interest on
bonds issued to pay old claims.
Wellsburg (W. Va.) Bethany & Washington Railway.— This
company has given a trust deed to the Wellsburg Banking & Trust
Company to secure an issue of $200,000 bonds bearing 5 per cent
est and due on December 1, 1936. Of this amount $110,000
bonds have been subscribed for at par, $50,000 have been taken by
the contractors and the remaining $40,000 are reserved to acquire
40 acres of coal at a cost of $1,600, the Bethany Light & Water
Company (cost $7,000) and other property and equipment as it is
required. The company has completed over 75 per cent of the
roadway of the proposed line from Wellsburg to Bethany, a distance
of 7% miles.
West End Street Railway, Boston. — Application lias been made
by this company to the Massachusetts Vailroad commission-
ers for authority to issue $500,000 additional common stock. The
proceeds will reimburse the Boston Elevated railway for expendir
tures on the property from April, 1904, to March 31, 1906.
Manufactures and Supplies
ROLLING STOCK.
Kenosha Electric Railway, Kenosha, Wis., Is reported as soon
to order six single truck cars for city service.
Meridian Light & Railway Company, Meridian, Miss., has or-
dered five cars from the Southern Car Company.
Rockland Thomaston & Camden Street Railway, Rockland, Me.,
is building two freight cars of 40,000 pounds capacity.
Chattanooga Railways Company, Chattanooga, Tenn., has or-
dered 15 cars from the G. C. Kuhlman Car Company.
Rochester Railway, Rochester, N. Y.. has placed an order with
the G. C. Kuhlman Car Company for 15 cars to be 30 feet in length.
Utah Light & Railway Company, Salt Lake City, Utah, con-
templates the pruchase of 50 new double-truck cars for city
service.
Niagara Gorge Railroad, Niagara Falls. N. Y., is having two
cars 38 feet 8 inches in length built by the G. C. Kuhlman Car
Company.
Memphis Street Railway, Memphis, Tenn., is reported to have
placed an order for 25 high-speed semi-convertible cars for fall
delivery.
Citizens' Railway & Light Company, Ft. Worth, Tex., has
placed an order with the G. C. Kuhlman Car Company for five
cars 30 feet in length.
Johnstown Passenger Railway, Johnstown, Pa., is having
twelve 8-bench, 28-foot open cars built by the G. C. Kuhlman
Car Company.
Indianapolis & Eastern Railway, Indianapolis, Ind., has placed
an order with the Cincinnati Car Company for 10 interurban cars
to be 62 feet In length.
Terre Haute Traction & Light Company, Terre Haute, Ind.,
has ordered 10 single- truck cars to be 22 feet in length from the
Cincinnati Car Company.
Denver City Tramway, Denver, Colo., will consider the pur-
chase of additional rolling stock as soon as its contemplated track
extensions are well under way.
Columbus Magnetic Springs & Northern, Delaware, O., is hav-
ing two cars built by The J. G. Brill Company. This road will
purchase additional rolling stock late this year.
Public Service Corporation of New Jersey, Newark, N. J., has
placed orders since the first of January, 1907, for 49 semi-con-
vertible single-end double-truck four-motor cars with The J. G.
Brill Company.
Butler Passenger Railway, Butler, Pa., was reported in our
issue of February 2 as having purchased one closed car. This
was purchased from The J. G. Brill Company, being mounted on
Brill 21-E trucks, with a wheel base of 7 feet 6 inches, with body
20 feet long and for city service.
Illinois Valley Railway, La Salle, 111., has purchased four
new interurban cars from the American Car Company and has
just had delivered one 50-foot express car built by the St. Louis
Car Company. Negotiations are under way for two additional
interurban cars for delivery about the middle of the summer.
Pittsfield Electric Street Railway, Pittsfield, Mass., is having
two double-truck open cars built by the Wason Manufacturing
Company in addition to the one double truck closed car build by the
same company and one double truck snow plow being built by the
Russell Car & Snow Plow Company reported in the Electric Rail-
way Review on February 23. The snow plow is of a special
design, being constructed along the same line as those now in use
upon steam roads.
Roanoke Railway & Electric Company, Roanoke, Va., as re-
ported in the Electric Railway Review of March 2, has ordered
from The J. G. Brill Company two full-convertible cars mounted
on Brill 27-GI trucks. The car bodies will be 28 feet 4 inches in
length and 39 feet over all; also two Brill semi-convertible cars
30 feet 8 inches in length. The equipment will include Westing-
house air brakes, 4 GE-S0 motors and National Brake & Electric
Company's brakes. The semi-convertible cars are for interurban
use and the full-convertible cars for city use.
Lynchburg Traction & Light Company, Lynchburg, Va., has
contracted with The J. G. Brill Company for four full-con-
vertible Narragansett motor cars, mounted on Brill 27-GI trucks.
These cars will be 2S feet 4 inches in length with a length over
all of 39 feet, will be equipped with 4 GE-SO motors each and
Westingliouse air brakes. A special feature of the cars will be
an automatic headlight, the lighting of which will be controlled
by the reverse lever of the controller, doing away with the
three-way switches customary on the inside of the car.
Brooklyn Rapid Transit Company, Brooklyn, N. Y., as previ-
ously reported, has placed an order for 200 passenger cars. The
100 surface cars will be built by the John Stephenson Company
at Elizabeth, N. J., and the 100 elevated cars will be built by the
Laconia Car Company and the Jewett Car Company, each build-
March 16, 1907.
ELECTRIC RAILWAY REVIEW
373
ing 50 cars. The surface cars will cost $6,000 each and the
elevated cars $14,000. Delivery on the surface cars will be made
in July of the present year, while the elevated cars will come
during' the late fall, the first shipments being due to arrive in
October. The elevated cars will be steel framed and of extremely
high motive power. Both elevated and surface cars are to be
equipped with air brakes, the latter with storm-proof vestibules of
the latest design. Seating arrangements in the elevated cars will
consist of longitudinal seats along the side except in the center
of the car, where four transverse benches will be placed.
Colorado Springs & Interurban Railway, Colorado Springs, Colo.,
has ordered the building of 6 double- truck closed cars in its own
shops. The details will be as follows:
Seating capacity 36 persons Width, inside 7 ft. 3 in.
Weight 3S.000 lbs. Over all » It-
Wheel base 5 ft. 10 in. Body ■ Wood
Length, bodv 25 ft. 5Vb in. Underframe 1 beam-side sills
Over vestibule 36 ft 5% in.
Over all 37 ft. 5% in.
Special Equipment.
Air brakes Westinghouse Sanders .Co standard
Axles Cambria Seats Hale & Kilburn
Heating system Consolidated Trolley poles and attachments
Headlights United States . . .Nuttall
Interior finish Oak Varnish Valentine
Motors 4 GB-67 Vestibule Both ends
Steps Stanwood
SHOPS AND BUILDINGS.
Aurora Elgin & Chicago Railway.— This company is erecting a
brick building which will be used for an employes' wash-room and
for an oil storage house on property located near the present car
house at Wheaton, 111. The employes' room will be provided with
shower baths. 75 lockers, etc. The tanks in the oil-house will be
so located that barrels of oils may be rolled from the cars and
emptied directly into the tanks at the same level. Plans are also
being made for an addition to the south end of the car house for
a paint and carpenter shop.
Boston &. Worcester Street Railway. — This company has pur-
chased S'A acres of land at South Framingham, Mass., for the erec-
tion of a new car house.
Denver (Colo.) City Tramway Company. — This company is mak-
ing plans for two new carhouses and an entirely new layout of
repair shops. A parcel of land. 61 acres in extent, has been pur-
chased, well located on the Denver JSiorth western & Pacific (Mof-
fatt) Railroad and the Colorado & Southern Railroad.
Evansville & Southern Indiana Traction Company. — This com-
pany will erect a two-story brick building at Princeton, Ind., for
a freight and passenger station and car house. The cost is esti-
mated at $20,000. R. R. Smith, Evansville, Ind., general manager.
Ft. Wayne & Wabash Valley Traction Company.— An option
has been taken on some property on Main and Seventh streets,
Lafayette, Ind., on which it is proposed to erect a passenger
station.
Indianapolis & Louisville Traction Company. — The car house at
Scottsburg. Ind., is now nearing completion. The building is of
brick and steel construction, 179 by 76 feet in area, and will contain
four tracks, with accommodation for 16 cars. The building will
also contain offices for the general manager and engineers as well
as a room for the trainmen. Plans have been prepared for a two-
story brick station building.
Meridian Light & Railway Company. — This company proposes
to build a car barn of brick and steel structure 175 by 225 feet
in area at Meridian, Miss. The building will also contain a ma-
chine shop, carpenter shop and paint shop. A. B. Paterson, presi-
dent and manager, Meridian, Miss.
Minneapolis Rochester & Dubuque Traction Company. — The citi-
zens of Decorah, la., have donated 20 acres of land as a site for the
shops of this company, which proposes to build a line from Min-
neapolis. Minn., to Dubuque, la. W. P. Mason of Minneapolis is
the promoter.
Omaha & Council Bluffs Street Railway. — It is reported that
this company will begin this spring or summer the construction
of a large car barn in Omaha to replace the present one at Twen-
tieth and Harney streets, at a cost of $75,000.
Steubenville & East Liverpool Railway & Light Company. — It is
reported that this company has purchased a tract of land just west
of East Liverpool, O., on which to build extensive car barns and
repair shops. J. C. Rothery, East Liverpool, general manager.
Washington Baltimore & Annapolis Electric Railway. — It is re-
ported that a contract Is to be let this month for a car repair ;hop
at Odenton, Md. Office S01 Maryland Trust building, Baltimore.
TRADE NOTES.
Jewett Car Company. Newark, O., is preparing plans for
the erection of an additional i hop.
Railway Steel Spring Company, 71 Broadway, New York, has
declared Its reg fll Idi ad of 2 per cent on its
common stock, payable April 4
Westinghouse Companies, Pittsburg an i-i-hN to have made
annoi id ay with the Niagara
orl & Ontario Powi pply the power for a
large manufacturing plant which it is stated will be erected at
Lockport, N. Y., by the Westinghouse interests, giving employment
to about 5,000 people.
Wason Manufacturing Company, Springfield, Mass., is reported
to have confirmed the report that its car building plant has been
sold to The J. G. Brill Company, Philadelphia.
American Car & Foundry Company, St Louis, has declared its
regular quarterly dividend of 1?4 per cent on its preferred and
one-half of 1 per cent on its common stock, payable April 1
Howard M. Post, who recently was appointed advertising man-
ager of the Quincy Manchester Sargent Company, Chicago, has ac-
cepted the position of advertising manager of the Western Electric
Company.
Eugene H. Lewis, a prominent member of the legal department
of the General Electric Company, died in New York on March 1.
He was at one time attorney for the Schenectady (N. Y.) Railway
Company.
Youngstown Car Manufacturing Company, Youngstown, O., will
hereafter handle the industrial car business in the states of Ohio,
West Virginia and Western Pannsylvania, formerly conducted under
the supervision of the Ernst Wiener Company.
Ailis-Chalmers Company, Milwaukee, has received an order
from the Bristol Tramway Company, Limited, of Bristol, Eng., for
a large vertical cross compound engine. This company has al-
ready in use one engine of this type at its Bristol plant.
Wolff Truck Manufacturing Company, Chicago, has been or-
ganized to manufacture and deal in rolling stock and motors.
The company is capitalized at $24,000. The incorporators are:
George W. Manierre, 96 Clark street, Chicago; Frederick W.
Lester and Alvin McElroy.
Humphrey Trolley Wheel Company, Monroe, Mich., has been
organized to manufacture a newly patented trolley wheel for
electric cars. The officers of the company are: President, Henry
L. Humphrey, 371 Chene street, Detroit; vice-president, O. J.
Leonard; secretary, A. B. Braydon, and treasurer, N. J. Leonard,
all of Monroe, Mich.
Dossert & Co., 242 West Forty-first street, New York, an-
nounces that the Western Electric Company has adopted the
Dossert solderless joint throughout in the electrical equipment
of its new plant at Hawthorne, 111. It is stated that this me-
chanical joint saves more than two feet of cable, the cost of
which is equal to that of the joint itself.
Siliker Car Works, Limited, Halifax, N. S., reported in the
Electric Railway Review of January 19 as having been incor-
porated with a capital stock of $125,000 for the purpose of
manufacturing street cars, has purchased 20 acres of land in
Halifax as a site for its plant, and work will be commenced
upon its construction as soon as the weather will permit.
Cleveland Pneumatic Tool Co., Cleveland, has established a new
department for the manufacture of mining drills and will make a
new pattern of air hammer rock drills. G. H. Hall, formerly with
the Gardner Electric Drill & Machine Company, has been placed
in charge of this department. A new office has recently been
opened by the company at 6 East Sixth street, Chattanooga, Tenn.,
in charge of R. P. Decker.
Electric Service Supplies Company of Philadelphia and Chi-
cago announces that in addition to the territory of Philadelphia
and Chicago, which it already controls, it has been given the
territory surrounding Pittsburg for the sale of the full line of
Sterling insulating material. A full stock of Sterling insulating
varnish, black plastic insulator, etc., will hereafter be carried
in stock at its new Pittsburg warehouse.
Robert E. Carrick of Philadelphia, Pa., formerly general su-
perintendent of the Unit Concrete Steel Frame Company of
Philadelphia and more recently with Tucker & Vinton, New
York, in the capacity of general engineer, has joined the engi-
neering corps of the General Fireproofing Company of Youngs-
town, O. Mr. Carrick's experience has been extensive in laying
out and superintending the construction of reinforced concrete
work, and with the General Fireproofing Company, his interest
will be centered in the sale and installation of pin-connected
girder frames. The type of the girder reinforcement developed
in this product is claimed by the General Fireproofing Company
to possess an exclusive feature, in that it provides a complete
mechanical tie by a link and pin connection over each column or
beam intersection, a tie which does not in any way depend upon
the adhesion of the concrete to the steel.
J. R. Lovejoy has been appointed general manager of the sales
department of the General Electric Company, Schenectady, N. Y.
Mr. Lovejoy has long been known to the electrical fraternity, and
this title is a formal recognition of the responsibilities with whicli
he has practically been charged for the last two or three years.
Mr. Lovejoy was born at Columbus, O., in 1863. After a post-grad-
uate course at the Ohio State University, from which he received
the degree of bachelor of science, he entered the employ of the
Thomson-Houston Electric Company, of Lynn, Mass., In
1886. Here he gained his practical experience and graduated from
what was then known as the "expert course" to take Up engi-
neering work In the Boston office of the company, later his time
devoted to executive duties at headquarters, and
Thomson-Houston Company was merged into the General Electric
Companj In L892, he became general manager of pply de-
partment. In 1900 he was also made manager of thi i illway and
lighting departments of the General Blectrii Compan; B
nd i dli in oral subsidiary companies, and Is a
i . lor and member of the executive committee of the Schenectady
374
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 11.
Trusl Company, being one of the organizers of that concern.
Hi I i member of the American Institute of Electrical Engi-
'" <'is. the Franklin Institute and the American Society for the Ad-
vancement of Science.' as well as several organizations pertaining
to electrical science. In addition to his diversified business duties,
Mr. Lovejoy rinds time to take an active part in promoting the wel-
fare of the Mohawk Golf Club of Schenectady, of which lie is
president. He is also a member of the Mohawk Club of Schenec-
tady and the University Club of New Tork. For many years Mr.
Lovejoy has been interested In the subject of archaeology so far
as it is related to implements of the Stone Age, particularly Indian
arrow heads, of which he has made a noted collection. Mr. Love-
joy's home and principal office is still situated, as for several
years past, at Schenectady.
Baldwin & Rowland Switch & Signal Company of New
Haven. Conn., reports a very satisfactory and progressive busi-
ness for its multiple interlocking recording block signal. Among
the recent orders are three sets for the International Railway
Company of Buffalo. N. Y.. three sets for the Bay Shore Ter-
minal Company of Norfolk, Va., and four sets for the Norfolk
.& Portsmouth Traction Company of Norfolk, Va. The Inter-
national Railway Company of Buffalo, N. Y., has been using this
Signal for two years and is evidently well pleased with it. Among
other satisfied users are the following: Consolidated Railway
Company, New Haven, Conn., Rochester Syracuse & Eastern
Railway Company, Syracuse, N. Y., Auburn & Syracuse Electric
Railroad Company, Syracuse, N. Y., Syracuse Rapid Transit Com-
pany, Syracuse, N. Y., Altoona & Logan Valley Electric Railway
Company, Altoona, Pa., Central Pennsylvania Traction Company.
Harrisburg, Pa., Farmington Street Railway Company. Hartford,
Conn.
J. G. Brill Company, Philadelphia, as reported in the Electric
Railway Review of February 23, has announced the reorganization
of its company, the new name being The J. G. Brill Company.
The capital stock has been increased from $6,000,000 to $10,000,000,
one-haif of which is preferred 7 per cent cumulative stock and
the remaining one-half common stock. The new company owns
all the stock of its subsidiary companies and each will be oper-
ated separately by the new company. A portion of the shares
were reserved to provide for the purchase of another plant and
additional working capital. No great change was made in the
personnel of the company, the officials being as follows: President,
James Rawle; vice-president, John A. Brill; second vice-presi-
dent and general manager, Samuel M. Curwen; secretary, M.
Herman Brill; treasurer, Edward Brill; assistant treasurer, Ed-
ward P. Rawle; assistant secretary and general manager sales
department, W. H. Heulings, Jr., and secretary to president,
J. W. Rawle.
W. S. Barstow & Co., New York artd Portland, Ore., have
materially enlarged their drafting force to meet the demands of
their increasing business. Thomas Richardson, who has had a
thorough experience in power plant design, is at the head of the
department. During the time he was connected with West-
inghouse. Church, Kerr & Co. he was identified with the design
of the Kingsbridge power station of the Metropolitan Street Rail-
way of New York and several other power plants. Harold S.
Richmond, C. E., a graduate from the Norwich University of
Vermont and a post-graduate at the Thayer School of Civil Engi-
neering of Dartmouth College, is in charge of the steel structural
designing. Mr. Thayer has been connected with the Boston
Bridge Works and Riverside Bridge Company as assistant engi-
neer in the bridge department of the Boston & Maine Railroad
and later with the structural department of Westinghouse,
Church, Kerr & Co. The drafting department of the company
now numbers about 30 men, covering all branches of engineering.
ADVERTISING LITERATURE.
McClintock Manufacturing Company. St. Paul, Minn— "The
McClintOck Crossing Signal for Electric Railways" is the title of
an illustrated pamphlet recently issued by this company. The
apparatus consists of a signal tower, time element, circuit breaker,
bell, starting relays and insulated rail sections. A diagram is pre-
sented showing the combination for use on single-track lines and
a similar diagram shows the arrangement for double-track lines.
The apparatus is briefly described.
Cutler-Hammer Manufacturing Company, Milwaukee. Wis. — "A
Tale of Two Types" is the title of a pamphlet published for the
purpose of placing before electric motor manufacturers and othei
purchasers of starting rheostats facts concerning the two types
of starting boxes known as "ventilated" and "enclosed." The
Cutler-Hammer Manufacturing Company is the producer of both
types and should, therefore, be in a position to speak advisedly
concerning the relative merits of the two types.
Goheen Manufacturing Company. Canton, O. — A very useful
engineer's contract book has been published by this company,
which will no doubt be found of the greatest value to engineers,
managers, contractors, and, in fact, to anyone connected with
the contracting business. This book has ruled and printed forms
IS by 23 inches, which have been especially arranged for keeping
a complete record of contracts in a form adapted for a con-
venient reference. The minutest details relating to a contract
are found on these sheets, also a blank space for general remarks.
Perforations permit the sheet to be easily removed. The book
contains contract blanks for street, paving, sewers, sidewalks,
pumping machinery, pumping stations, standpipes and founda-
tions, power station buildings, machinery and boilers, electric road
overhead construction, electric roa.l track construction, cars and
equipment, electric light and power equipment, underground tub-
ing, underground conduit and contract blanks for the construc-
tion of buildings of any description. A particularly advantaK' ious
scheme carried out in this book is the placing of complete de-
tailed specifications for the preservation of steel work and general
painting with the Goheen Manufacturing Company's products.
As many of these books as required may be had for the asking
and should be found in every engineers' and contractors' ofli
Railway Steel-Spring Company, 71 Broadway, New York. — A
handsome catalogue has been issued by this company to show a
few of the various types of its springs used throughout the United
States and in many foreign countries for locomotive, passenger car
and freight car equipment, as well as for street and interurban
cars and machinery. Owing to the large number of styles manu-
factured, it has been impossible to show the entire product of the
company, but distinctive types which are standard for various
classes of service are shown by engravings from photographs.
Dielectric Manufacturing Company, St. Louis. Mo. — Bulletins
Nos. 1 and 2 are the first of a series which are to be issued by this
company In the interests of its line of insulating varnishes, paints
and compounds. Bulletin No. 1, which is illustrated with engrav-
ings from photographs taken in the chemical and electrical labora-
tories of the company, discusses problems of modern coil impreg-
nation. Bulletin No. 2 is arranged in tabular form and presents
condensed data about the Dielectric standard insulating materials,
indicating the insulation suitable for particular classes of work and
the manner in which it may best be handled.
Ingersoll-Rand Company, 11 Broadway, New York, N. Y. —
"Rand Rock Drills" is the subject of catalogue No. 46. which
contains S4 pages and has a large number of illustrations. The
catalogue matter is specially divided for the purpose of adequately
treating the several lines of apparatus. Rand drills are fully
described in their various details and full information is given
as to sizes, capacities and other parts, together with further data,
including prices. Some of the other products of the company are
briefly mentioned and a list is presented of the various Ingersoll-
Rand publications which may be obtained on application.
International Correspondence Schools, Scranton, Pa. — The fif-
teenth anniversary of the International Correspondence Schools
which was celebrated at Scranton, October 16. 1906. has been re-
corded in a handsome memorial which contains the addresses of
the various speakers and the program which was followed for the
occasion. The publication is designed to set before educators, en-
gineers, manufacturers, members of the press and others who
might be interested and who were invited but were unable to at-
tend the ceremonies, the methods in text-book preparation, in
teaching by mail, and in securing the use of their courses of in-
struction by the public.
General Electric Company, Schenectady, N. Y. — Type CQ mo-
tors of from 1-6 to 20 horsepower are briefly described in Bulletin
No. 44S6 with respect to design, construction frame, pole pieces,
bearing heads and bearings, field coils, armature and commutator
and other features. Railway signals, top-mast, direct-connected
two and three-position type are the subject of Bulletin No. 4484.
A number of illustrations are presented showing this type of sig-
nal in use on the Baltimore & Ohio and its points of advantage
are also stated. Bulletin No. 4482 issued in the interests of the
lighting department is entitled "A Guide to the Design of Medium
and Small Capacity Central Station Switchboards." Bulletin No.
44S1 describes "Signal Relays" for use in connection with the rail-
way signal apparatus which is a product of the General Electric
Company.
WEAR WELL LEATHER PACKINGS.
It is interesting to note how the modern demand for high-class
work has led to specialization in the manufacture of even the
smallest details of a machine. It was at one time the custom for
engineers to cut out their own packing for gaskets, glands, etc.,
but with the advancement in the designs of modern machinery a
greater perfection and nicety of adjustment than could be secured
by the older methods are demanded. This is particularly true of
the many leather packings, gaskets and washers required by the
ever-increasing use of pneumatic and hydraulic machinery, and to
fulfill this growing demand for leather packings of superior quality,
the Detroit Leather Specialty Company. Detroit. Mich., has taken
up the manufacture of "Wear Well" leather packings for such pur-
poses. The necessity of having packings of this nature manufac-
tured by specialists in this particular field will be realized when
it is considered that different classes of machinery will require
leather of different thickness and flexibility as well as leather which
has been treated in a scientific manner to meet the demands of the
particular service which it is to fulfill. In order to make packings
which will exactly meet the requirements of any service it is neces-
sary that they shall be made to order rather than that the nearest
stock size of packing shall be used, as was formerly the custom. It
will be readily understood why the old-time home-made washers
gave unsatisfactory results when it is taken into consideration that
the dies which were used in making them were generally improperly
formed. The Detroit Leather Specialty Company makes a study of
each case and furnishes packings which in its expert judgment will
most satisfactorily meet the stated conditions. These packings are
made in all sizes, from the smallest to any size desired. Should,
however, any one desire to make his own packings he can se-
cure "Wear- Well" valve leather, which is the company's product,
in backs of any thickness from % to % of an inch, tanned to meet
the requirements of the service specified.
Chicago: 160 Harrison Street
Vol. XVII, No. 12
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postoffice, Chicago. 111., as Second-class Matter.
Subscription in advance, including special daily editions published from
time to time in places other than Chicago, postage free, 82:
Foreign, $5; Single Copy, 10 cents.
CHICAGO, MARCH 23, 1907
New York: 150 Nassau Street
Whole No. 204
TABLE OF CONTENTS.
Editorial —
— Three-Cent Fares in Politics 375
— Three-Wire Telephone Circuits 375
— Japanese Oak Ties for California 375
— Report on Curve Mechanics 375
— Booster Versus End-Cell Regulation 378
— London's Lesson 376
— The Future of the Steam Boiler 376
Annual Reports of Railways—
— International Traction Company, Buffalo 378
— United Railways of St Louis 379
Shops of the North Jersey Division of the Public Service Cor-
poration (Illustrated) 380
Progress of the Traction Campaign in Chicago. ." 384
Report of a Board of Engineers on New York Central Locomo-
tives as Relating to the Woodlawn Wreck (Illustrated) 385
Handling Baggage in Connection with Steam Roads 389
Special Signals at Car Houses 389
Extension of a Pioneer Single-Phase Line in California 390
Safety of Electric Locomotives 390
Experiments with Concrete Ties 391
Hearing on Milwaukee Electric Railway Service Is Resumed 393
Train Dispatching on the Lima & Toledo Railway (Illustrated). 394
Central Electric Railway Association Committees Appointed. .. .395
Shelter Sheds on the Illinois Valley Railway (Illustrated) 395
Standard Track Construction in Paved Streets at Ft. Wayne,
Ind. (Illustrated) 396
New Power Station for Roanoke Railway & Electric Company.. 396
Fuel Tests Under Steam Boilers (Illustrate!) ...397
Operating Features of Reacting Turbines 399
Piping and Power Station Systems— XXXIV. By W. L. Mor-
ris (Illustrated ) 400
Recent Electric Railw^ Legal Decisions. By .7. L. Rosen-
berger 401
News of the Week —
— Central Electric Railway Association 402
— Philadelphia Traction Situation 402
—Both Car Gates Open in New York 402
—Rapid Transit Affairs in New York 402
— Transfer Rule Upheld 402
— Iowa Street and Interurban Railway Association 402
— Legislation Affecting Electric Railways 403
Construction News —
— Franchises 404
— Incorporations 405
— Track and Roadway 405
— Power Houses and Substations 407
Personal Mention 408
Financial News 408
Manufactures and Supplies —
—Rolling Stock 409
— Shops and Buildings 409
— Trade Notes 410
— Advertising Literature 410
Japanese oak is now being used for ties in California. It
hardly seems credible that hardwood timber is so scarce
and the transportation facilities so over-
Japanese taxed in our western states that oak ties
Oak Ties for can be purchased in Japan, and shipped to
California. California to be sold there, duty paid, at a
lower price than ties made from local red-
wood. That this is practicable is evidenced by a recent pur-
chase of 1,500,000 Japanese oak ties for the Southern Pa-
cific Railway and about 50,000 for an extension of the Vallejo
•Benicia & Napa Valley electric road near San Francisco.
These ties have now been delivered, and at a lower cost to
the purchaser than soft redwood ties of smaller dimensions
could have been purchased in the local market. The timber
is said to be equal to our best white oak.
railway engineers and the professors in charge of the rail-
way engineering in our technical schools.
The Woodlawn wreck in the New York Central electric zone
on February 16, last, has been the subject of an unusual
amount of scientific investigation and dis-
Report on cussion by engineers under the head of
Curve "Curve Mechanics." The object of these in-
Mechanics vestigations has been to ascertain the initial
cause of the derailment, but thus far no defi-
nite cause has been announced. A theoretical discussion by
a board of engineers relating to the differences between the
steam and the electric locomotives of the New York Central,
the effect on track due to centrifugal force, and to the skewing
of the wheel base, is published elsewhere in this issue. The
calculations relating to centrifugal force were so simple that
there was a general agreement as to the results, but in that
portion of the investigation relating to the skewing of the
wheel base various elements in the problem of necessity were
assumed, and there was not a general agreement as to the
results. The numerical results at first given out were subject
to correction, and the incorrect figures or formulas were pub-
lished by a number of technical journals last week. We are
pleased to present the report of the board of experts as it has
been finally revised; this will be found an interesting investi-
gation of a subject which has received too little attention from
Three-cent street railway fares, in the opinion of Mayor
Johnson of Cleveland, supply the long-looked-for issue on
which the democratic party is to regain the
Three-Cent presidency. The following is his view of
Fares the situation: "Three-cent fares and uni-
In Politics. versal transfers made me three times
mayor of Cleveland, which was once a re-
publican stronghold. The odds against the democratic party
in the state and nation in proportion to the population are
not any greater than the odds against the democratic party
in Cleveland when I entered the political ring." Just what
would become of this issue if someone should suggest 2-cent
fares or take up his own panacea of free rides, "like ele-
vator service," Mayor Johnson does not say. He does
prophesy, however, that "the world will have 3-cent street
car fare and universal transfers soon. I want my state and
nation to be the first. Japan has already made a start."
Tom Johnson and the municipal ownership enthusiasts have
always asserted that Glasgow people were already enjoying
2-cent fares, although for the shortest distances and without
any transfers. Although there are really no long hauls in
Glasgow, the burghers would as readily think of giving free
rides as of establishing 3-cent fares good over all the city
When the single-phase line of the Vallejo Benicia & Napa
Valley Railway was first operated, some two years ago,
current was distributed at 750 volts on the
Three-Wire trolley wire. Later, the operating conditions
Telephone warranted raising the operating potential to
Circuits. 3,300 volts. With this change some trouble-
some effects made themselves known on the
telephone system with which the cars are dispatched. Obvi-
ously these disturbances were caused by inductance, since
the telephone wires were supported on the poles almost
directly between the two sides of a single-phase circuit, the
376
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 12.
overhead trolley and the track return. For pari ol the route
the telephone wires were also paralleled bj a high-tension
transmission lino. These conditions, while nol uncommon
with single-phase roads, were probably more troublesome in
this instance because of the unusual design of the ovi rhead
construction. The single scheme by which the telephone
system was practically freed from inductance disturbances,
comprised the stringing of a third wire similar to those of
the telephone circuit and about one-half mile long. This
half-mile of wire was placed on the poles as close to the
operating telephone wires as mechanical details would per-
mit, about 6 inches. The auxiliary wire when well-grounded
to the track so disturbed the field in which the telephone
lines were that annoying effects from inductance practically
disappeared. The simplicity of this method and its effec-
tiveness commend it for trial elsewhere.
LONDON'S LESSON.
Prior to the election of March 2. the London County
Council consisted of 83 socialists or progressives, as they
have named themselves, 34 moderates and one independent.
The result of the election is a distinct reversal of these
figures. The new council will contain 79 moderates. 36
socialists and three representatives of organized labor. Thus.
by a sudden culmination of long-lasting resentment at
municipal extravagance and incompetence, the people have
overthrown a socialist majority equal to 69 per cent of the
council. The new socialist minority comprises but 36 per
cent of the council. The cause of this great change is not
found in any single recent event, but lies in the history of
a series of related experiments whose present signal failure
and folly should be a warning to every community.
The county council was established 18 years ago to
govern the immense area surrounding London which has not
been admitted to the city proper. From the beginning the
control of the council has been in the hands of the socialists.
Their defeat now is the sequel to the recent defeat of the
socialist element in the city of London. Both events are the
result of extreme municipalization carried to a logical con-
clusion. In the 18 years the debt of London increased to
$515,000,000, and the annual budget of the county and par-
ishes to $105,000,000. Taxes rose until they approached con-
fiscation. This will be appreciated when it is recalled that
taxes in London are paid by householders or tenants and
are based upon annual rentals; and that in some London
boroughs the tax rate had become 50 per cent of the annual
rent, and the average tenant, paying about $500 per annum
for rent, was burdened by taxes in the sum of $185 yearly.
The taxes, together with the enormous amounts obtained by
the creation of increased indebtedness, were expended in the
establishment or maintenance of municipally-conducted en-
terprises. Although the acquisition of the properties of the
water companies which supply the city of London and the
creation of a sewage system may have been legitimate, the
cost of these undertakings, $187,372,610, seems to exceed the
value of the results yielded.
The scheme of municipalization had only its beginning
in those enterprises. The council proceeded to expend
$55,000,000 in the electrification of tramways and the exten-
sion of municipal lines. In return for these expenditures
the council can show an inadequate system 121 miles in
length. Municipal ferries on the Thames took $1,520,000,
and were operated with an annual deficit of $250,000 or one-
sixth of their total cost. Free billiard-saloons and Turkish,
baths were maintained at the taxpayers' expense. Public
appreciation of the artistic was to be fostered by the free
decoration of privately-owned buildings.
Factories owned and operated by the municipality com-
peted with private enterprises, and the latter were taxed to
meet losses of these rivals. Socialism, rampant, ran madly
to its destruction. The destruction has come before the
cost of the experiment became too great to be borne and it
will not involve repudiation of debt, as public ownership
did in America in an earlier generation. There are evidences
that Manchester, Glasgow, Birmingham and other cities that
have ventured too far in the direction from which London
has turned back are bethinking themselves and preparing to
take an inventory. They will do well to strike a balance and
to be guided by what it shows. London is not the only city
in which tax -fed industry is a failure and tax-feeding, when
long continued, an impossible, expensive luxury; it was
merely the first to come to knowledge of itself.
THE FUTURE OF THE STEAM BOILER.
Viewed in the light of comparative floor space per unit
of output, the steam boiler has been, in the opinion of many
engineers, hopelessly distanced by the steam turbine, so far
indeed, that prominent engineers have expressed the belief
that a further reduction of the floor space per kilowatt out-
put of the turbines would be useless, as it is now difficult
to group the boilers in a satisfactory manner to supply the
turbines, without the use of long steam mains.
The reasons for the present rather discouraging outlook
for the steam boiler is the set opinion engineers have come
to accept regarding the amount of heating surface required
per boiler horsepower in an economical boiler. This figure,
which is at present accepted as a standard, is roughly 10
square feet of heating surface per boiler horsepower, or, ap-
proximately eight square feet per kilowatt developed in a con-
densing turbine using superheated steam. Such large heat-
ing surfaces are thus required, that the boilers necessarily
cover a considerable floor area, and it becomes difficult to con-
struct single boilers of large capacity, a 1,000-horsepower boiler
at pesent being considered a very large unit. In spite of this.
10 square feet still continues to be a standard on which the
capacity of boilers is estimated, and it is often noted that
some manufacturers boast of the moderate rating of their
boilers, allowing 12.5 square feet of heating surface for each
boiler horse power. There is no doubt that these capacities,
and the allowance of heating surface now considered as a
standard will in the near future be looked upon as a wasteful
extravagance. These facts are borne out by some practical
experience, and by principles, the proper interpretation of
which have been strangely overlooked.
To begin with the practical side of the question, we have
only to consider what has been done in marine and locomo-
tive practice — a digression which may seem irrelevant here,
but which we feel is justified in that the marine and locomo-
tive engineers have been compelled to attack the boiler prob-
lem from a standpoint which has not yet, but will soon arise
in stationary practice, i. e.. the greatest evaporation in the
least space, and for the least weight possible, and combined
with these, the utmost economy.
In locomotive practice, there is often developed at the
highest speeds, more than one-half indicated horsepower per
square foot of heating surface, or what would be equivalent
to about one kilowatt per square foot of heating surface — if
the turbine is run condensing. Another instance worthy of
careful attention is the performance of the steam yacht "Tur-
binia 1," which developed an indicated horse power in the
turbines for each .55 square foot of heating surface, and even
this exceptional figure was exceeded in some of the trials.
Including the auxiliaries, the turbines here required about 17
pounds of steam per indicated horse power per hour, and
since a turbine generator can develop a kilowatt-hour on 17
pounds of steam, the result for the present purpose is, a
March 23. 1907
ELECTRIC RAILWAY REVIEW
:;77
pounds of steam, the result for the present purpose is, a
kilowatt output for each .55 square feet of heating surface,
or in other words. 16 times the power developed in our mod-
ern stations.
Although, of course, the economy of these boilers under
the condition just stated is probably not as high as in a
well operated modern plant, the results obtained are much
higher than might at fiist be expected, an evaporation of 7.7
pounds of water per pound of coal being shown by the loco
motive boiler, and about 7 pounds per pound of coal for the
Yarrow boilers in the "Turbinia 1." The questions which
these examples no doubt bring up are. how such results are
possible, and what bearing they have upon the subject of
stationary boilers.
In these particular cases, the high evaporation secured
per unit area, is due to the very rapid circulation of the water
through the tubes, and more particularly because of the high
velocity of the gases over the heating surface, combined with
a high furnace temperature obtained by the use of forced
draft. The latest experiments conducted show that as the
furnace temperature is increased, the efficiency of the furnace
decreases, which is explained in part by the escape of un-
burned hydrocarbons, owing to the reduced time the oxygen
has to combine with the gases, and the reduced air supply
per pound of combustible, which also consequently lessens
the chance of all the carbon molecules coming into contact
with oxygen molecules while they are at a sufficiently high
temperature. Hence when the reduction of furnace efficiency
is taken into consideration it can be easily understood that
the efficiency of the heating surfaces was probably at least as
high, if not higher than when the water evaporated per unit
of heating surface was less than in the foregoing examples.
The preceding discussion prepares the way for Prof. John
Perry's statement in his book, "The Steam Engine and Gas
and Oil Engines," that the efficiency of a boiler is constant,
regardless of the conditions of firing, rate of combustion,
quality of the coal, furnace temperature, or quantity of air
supplied to complete combustion, etc., and a further state-
ment, that the capacity of steam boilers can be increased at
least ten times, with a probable increase in efficiency as
well as capacity.
Such statements should certainly be of the most vital in-
terest not only to engineers, but to the owners and managers
of power plants as well. It will undoubtedly seem absurd
to most engineers to assert that these statements are fully
within reason and will probably in the near future affect
most startling savings of space and weight, as well as money
in investment and maintenance. Strangest of all. however,
is the statement that the efficiency of the boiler is inde-
pendent of the furnace temperature and quantity of air sup-
plied. For 100 years it has been believed that the efficiency
of a heating surface depended only upon the difference
in temperature of the water and the hot gases, but, upon
careful mathematical investigation this does not appear to
be true; and, furthermore, the results of the most careful
boiler tests conducted by the United States Geological Sur-
vey indicate the truth of the statement in every respect. For
the most part, an examination of the curve sheets in the
paper read by Professor L. P. Breckenridge of the University
of Illinois before the Western Society of Engineers on March
20, 1907. of which an abstract is given on another page of
this issue, shows that the efficiency of the boiler remains
constant in spite of the variations in the furnace conditions.
Many engineers will probably express the opinion that
such high rates of evaporation as would be required to bring
about the results suggested by the foregoing discussion would
rapidly burn the tubes and heating surfaces and it may
in- well to call attention to the fact that the evaporation
ipiare foot of heating surface in the firebox of locomo
boilers often reaches 50 pounds, and In some of the loco-
motive boilers used in torpedo boat practice, the evaporation
probably often exceeds 70 pounds in the firebox section. Fur-
iher. the most eminent authorities have stated that no dan-
ger of burning the heating surfaces need be feared under a
rate of 150 pounds per square foot per hour. It should be
distinctly noted, also, that even with the poor circulation in
the firebox portion of locomotive boilers, there is compara-
tively little danger of the sheets being burned, so long as they
are kept free from scale. With improved circulation, preferably
by mechanical means, there would be absolutely no danger,
and, in fact, no doubt with improved circulation, even with an
evaporation of 100 pounds of water per square foot per hour,
the tubes would last longer than in present practice. A rate
of 50 pounds per square foot would correspond to about three
kilowatts per square foot of heating surface.
In chart 1, the almost constant efficiency with variations
in CO, and furnace temperature is clearly shown, as is like-
wise the efficiency in chart 2 both of which, as well as the
many other charts not presented herewith, bear out the
statements made.
An explanation of thse facts is that as the absolute tem-
perature of the furnace gases increases, the volume incerases
in the same proportion, since the volume is directly propor-
tional to the absolute temperature, the velocity of the gases
would also increase in proportion to the temperature and the
time the gas is in contact with the surface will therefore vary
inversely as the absolute temperature. The density, however,
is inveresly proportional to the absolute temperature, and
hence there are fewer molecules per unit volume of the fur-
nace gases. Since these quantities all vary and are dependent
upon each other, the rate of transfer of heat per unit area
of the heating surface remains constant, as will also, there-
fore, the efficiency of the surface. This is a fact which should
have been recognized years ago. and had it been, it is possible
that the boilers of today would be comparatively as compact
as the turbines.
A point which from an operating standpoint may be of
value, is that it was found, at least for the types of furnace
now generally employed, that the efficiency of combustion
can not be judged by the CO^ alone, although the most favor-
able results were obtained when the volume of CO= was
about 8 to 10 per cent of that of the flue gases. The best
method of determining the most economical results is to
increase the per cent, of CO; until CO is found in the flue
gases. This, of course, cannot be determined by the auto-
matic CO; machines, and requires the service of a chemist,
which has been suggested before in these columns.
The conclusions which are. therefore, warranted from
the theoretical, as well as from the practical standpoint, are
that an excessive furnace temperature, above, say. 2,300 de-
grees F., will not give an increase in efficiency which is war-
ranted, and that the repairs to the furnace setting and fire-
brick arches will be greatly reduced by working with a mod-
erate furnace temperature, without any loss in efficiency of
the heating surfaces, while the efficiency of the furnace, for
reasons previously given, will be materially increased. The
fact that the heat transmitted per square foot of heating sur-
face is almost wholly dependent upon the velocity of the
gases parallel to the surface, indicates that a greater number
of baffles should be employed, thus increasing the velocity
of the gases. This also applies to the velocity of the water
over the heating surfaces, and no doubt it would be per-
fectly justifiable to use mechanical means for circulating the
water, as tests have shown that the circulation in the best
nf modern boilers is entirely too sluggish to obtain high rates
of evaporation per unit area. The fact that excessive tem-
peratures are not advantageous implies that the grate area
should be increased, and mechanical means provided for prop-
erly mixing the gases and air so as to insure complete com
bust ion. By these means, th? size of the boilers could be
lv reduced with a probable gain in efficiency, besides
378
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 12.
the reduced cost of land, interest on the investment, and
maintenance charges.
ANNUAL REPORTS OF RAILWAYS.
BOOSTER VERSUS END-CELL REGULATION.
Time and again the question of booster versus end-cell
regulation is brought before engineers and, from the fre-
quency with which the subject is discussed, it appears that
both parties to the argument remain perfectly convinced in
their own opinion. Such was the case at the meeting of the
Western Society of Engineers held on March 15, 1907, at
which Mr. J. M. S. Waring, of the Electric Storage Battery
Company, addressed the society on "The Application of the
Storage Battery for Lighting, Power and Railway Service."
The paper of the evening dealt with the various applica-
tions of storage batteries, and more specifically with different
methods of regulation, and of connecting the battery to the
line. Storage battery characteristics and the operation of
the carbon regulator and boosters were carefully explained
in a very simple and concise manner by the aid of numerous
diagrams. The question of regulation by the use of boosters
or end-cells was discussed by a number of the members of
the society. Advocates of the end-cell method brought out
the fact that it is difficult to determine the exact booster
capacity that will be required, for, if the booster installed is
of sufficient capacity to meet the demands put upon it in an
emergency — such, for instance, as a heavy short-circuit — then
the machine is abnormally large for its ordinary work and
requires an excessive investment, on which there is no
return; while, if it is just large enough for the normal maxi-
mum load, there is serious danger that it will be disabled
by a heavy short-circuit or overload; or, if the booster is
properly protected by circuit-breakers they will frequently
open the circuit, thus causing an interference with the serv-
ice which the modern central station will, if possible, avoid
at any cost. Furthermore, the advantages of the storage
battery are seriously imperiled by the booster, because the
booster is liable to be damaged or burned out by lightning,
since the natural path of the lightning is through the booster
to the battery, which in effect serves as an excellent and effi-
cient form of tank lightning arrester.
Of course, besides the economy which may be effected
through the use of a storage battery to carry the peaks
of the load and thus to reduce the engine, generator and
boiler capacity required, one of the chief advantages of the
storage battery is to serve as an unfailing reserve. This
advantage may be totally lost if a booster is connected to
the line between the batteries and the load. The disadvantage
of the end-cell method of regulation is that the battery
switches cannot easily be automatically controlled to meet
sudden demands for power which cause the voltage to drop
suddenly. As the battery switch must generally be con-
trolled by hand, the voltage may not be as constant as with
the booster method of regulation, and the generators, through
carelessness, may be subjected to momentary overloads. It
would seem, however, that this disadvantage is counterbal-
anced by the reduced liability of a complete disablement of
the service.
The Stone & Webster Engineering Corporation of Bos-
ton, Mass., has plans under way for the construction of an
electric interurban road connecting Galveston and Houston,
Tex., 50 miles; for building 20 miles of branch lines to towns
on Galveston hay in Texas, and also for a 75-mile electric
road between New Orleans and Baton Rouge, La., the syndi-
cate having bought the Baton Rouge street railways. Stone
& Webster now own the electric street railways in Dallas,
Ft. Worth, Houston, Galveston and El Paso and the interur-
ban line connecting Dallas and Ft. Worth. The Texas legis-
lature has passed a bill giving interurban electric railway
companies the right of eminent domain. The bill was drawn
especially in the interest of the Galveston-Houston line.
International Traction Company, Buffalo.
In the annual report of the International Traction
Company of Buffalo for the year 1906 the president, Henry
J. Pierce, emphasizes the improvements which are in con-
templation to meet the needs of Buffalo and the other com-
munities which are served by the system. The territory trav-
ersed by the 356 miles of railway lines in the system com-
prises the cities of Buffalo, Lockport, North Tonawanda, Tona-
wanda. Niagara Falls, N. Y., Niagara Falls, Ont., and about
twenty villages and townships. There are over 500,000 peo-
ple in this territory.
Among the improvements planned are the following:
Construction of a new double track line between Buffalo
and Niagara Falls, giving the system four tracks between
those two points.
Construction of two new car houses, one on Broadway,
Buffalo, at a cost of $225,000; the other at Hertel avenue,
Buffalo, at a cost of $130,000.
Purchase of 50 new cars for Buffalo city service.
Extensions in Buffalo, Niagara Falls and Lockport.
To carry out these undertakings Mr. Pierce states that
it will be necessary, as the company cannot increase its
bonded indebtedness, not only to expend the profits of 1907,
but also to borrow $1,000,000 from the banks. While regret-
ting that dividends must be delayed, Mr. Pierce adds:
We believe that we are best serving the interests of
the stockholders by maintaining their magnificent property
in first-class physical condition, and by making such better-
ments and extensions as are necessary to keep abreast with
the growth of the territory served.
The financial results of the year, with comparisons, are
briefly stated as follows:
1906. 1905. 1904.
Gross earnings from operation $4.972,6SS $4,4S4,643 $4,088,426
Operating expenses 2.8S4.985 2,4S3,663 2,412,769
Net earnings from operation $2,087,703 $2,000,980 $1,675,657
Miscellaneous income 69,110 68,562 64,515
Gross income less operating expenses. $2,156, S13 $2,069,542 $1,740,172
Interest, taxes, rentals, etc 1,691,959 1,652,376 1.606,052
Net income $ 464,854 $ 417,166 $ 134,120
In reviewing the growth of business, the relations of
the company with its patrons, and the improvements com-
pleted or planned, Mr. Pierce says:
This section of the country, already one of the great
centers of steam railroad and lake transportation, is attract-
ing the attention of manufacturers by the extraordinary
facilities and advantages it affords in which to locate facto-
ries whose product is distributed throughout the country.
There are unmistakable evidences that the growth of the
frontier of western New York will be phenomenal in the
near future, and it is already taxing the capacity of the
International Traction Company lines to keep pace with its
progress.
Believing in the future of Buffalo and its vicinity, and
realizing the value of the franchises which the company
enjoys, the management has endeavored to establish as per-
fect a street railway service as is possible under the physical
conditions confronting it, with the result that not only have
the company's revenues increased, but its efforts are appre-
ciated by the residents of the cities and towns which it sup-
plies with transportation facilities, as is evidenced by the
friendly attitude of the people, the press and the municipal
authorities.
The property is being operated upon the theory that it
is the first duty of public utility corporations to give first-
class service in return for the privilege to operate, and in
the belief that the corporation so conducted will not only
establish itself firmly in the good opinion of the people whom
it serves, but will secure a stability which will inure to its
own lasting benefit.
During 1906 the physical condition of the property was
not only fully maintained, but improved. The new car
shops, finished during the year, are as complete as any In
the country and afford every facility for the proper mainte-
nance of equipment; a new model substation was established
on the east side of Buffalo: 150 new cars, of the most up-
March 23, 1907.
ELECTRIC RAILWAY REVIEW
379
to-date type and costing nearly $1,000,000, were purchased;
12 miles of track were laid through Fillmore avenue, Buffalo,
under franchise obtained in the fall of 1905, and this line
will be open for traffic in the early spring.
In view of the fact that a fast electric line is to be
built from Toronto by way of Hamilton to Niagara Palls,
Ont, in the near future, and as an electric line, now under
construction, between Lockport and Rochester will be com-
pleted during 1907 (both of which lines are to connect with
our system), and as the capacity of our Niagara Palls line
is already taxed to the utmost by present travel, a franchise
has been secured, and it is proposed to build within the
next 18 months a new double track line, over its own right
of way, between Buffalo and Niagara Falls, connecting at
Tonawanda with our Lockport division.
United Railways of St. Louis.
In the annual report of the United Railways Company of
St. Louis for 1906 there is published a summary of the finan-
cial results and traffic statistics from 1900 to 1906. In the
year 1900 the strike seriously hampered the operations of the
company, but a comparison of 1906 with 1901 will show fairly
the development of the business. Gross earnings from opera-
tion and other income have increased from $5,783,912.72 in
1901 to $9,146,348.25 in 1906, or 58 per cent. The figures for
the years 1901, 1905 and 1906 are as follows:
1906. 1905. 1901.
Earnings from operation and
• other income $9,148,34S.25 $8,460,016.01 $5,783,912.72
•Operating expenses, taxes
and depreciation 5,567,411.65 5,31S,368.80 3,692.400.58
Surplus over operating ex-
penses, taxes and de-
preciation $3,578,936.60 $3,141,647.21 $2,091,512.14
Interest on funded debt, mis-
cellaneous interest and or-
ganization expenses 2,377,476.68 2,387,915.47 2,040,932.14
Net income $1,201,459.92 $ 753,731.74 $ 50.5S0.00
Dividends on preferred stock 649,160.00 649,160.00 576,210.00
Surplus $ 552,299.92 $ 104,571.74
Deficit $ 525,630.00
•Depreciation— 1905, $421,752.39; 1906, $455,681.09; none charged
in former years.
Traffic Statistics —
Revenue passengers 1S3.237.886
Transfers and passes SI, 183, 324
170,009,691
74,231,470
117,546,811
46,449,131
244,241,161
163,995,942
41.48
36.76
4.90
3.41
4.86
3.48
Total passengers 264,421.210
Percentage of passengers
using transfers 41.81
Average Passenger Earnings:
Per revenue passenger 4.91
Per total passenger 3.40
The gross earnings and other income in 1906 were as
follows:
Passenger receipts $8,997,240.90
Advertising privilege 47,500.00
Mail 38,326.00
Express 10,673.28
Rental of power 12,048.62
Interest fon deposits and securities) 26,728.69
Miscellaneous 13,830.76
Total $9,146,348.25
Operating expenses were $4,623,989.68, and taxes $487,-
740.88 and charges for depreciation $455,681.09.
In referring to the depreciation reserve fund the presi-
dent, John I. Beggs, says that the policy inaugurated in 1905
has been maintained during 1906. Each month five per cent
of the gross receipts was carried to a depreciation reserve
fund. The entire amount so credited in 1906 was expended
on the property, together with $36,505.02 of the balance left
in the account at the end of 1905. The fund therefore
amounted on December 31, 1906, to $178,055.03.
The fire insurance reserve fund was increased during the
year by charges against operating expenses of a small per-
centage in excess of the actual premiums paid. This fund
amounted at the end of the year to $59,172.15. The injuries
and damages reserve fund was also increased by charges to
operating expenses of an amount in excess of that paid out
on account of these claims. This fund stood on December 31,
1906 at $398,360.62. There were held for investment for the
fire insurance reserve fund 500 shares of preferred stock of
the company, and for the Injuries and damages reserve fund
3,335 shares of preferred stock at the end of the year.
The report discusses at length the acquisition of the St.
Louis & Suburban Railway. The United Railways Company
gave 40,000 shares of its preferred stock for the entire out-
standing stock of the St. Louis & Suburban, and assumed
the $7,500,000 bonds and about $447,000 floating debt of the
Suburban company.
On July 1, 1907, $1,500,000 underlying 6 per cent bonds
of one of the constituent companies of the United Railways
Company will mature. There are reserved for their retire-
ment $1,500,000 of 4 per cent bonds. The discount at which
these bonds will be sold will be charged against the surplus
or carried to a suspense account to be charged off during a
series of years.
Capital expenditures during the year were as follows:
Track and roadway construction $ 619,055.71
Electric line construction 96,970.39
Real estate, buildings, tools and fixtures 235.436.39
Miscellaneous equipment 26,971.82
Power plant buildings and equipment 73,620.94
$1,052,055.25
Less cars and electric equipment of oars sold 118,025.84
Total $ 934,029.41
During the year the operation of the union depot power
plant was discontinued and part of the machinery sold. A
new substation is under construction and when it is com-
pleted the Cass avenue power plant will be discontinued.
Rotary converters having a combined output of 4,000 kilo-
watts have been installed in new substations and consider-
able machinery moved to more advantageous points. In the
year about 25% miles of track were reconstructed with 9-inch
grooved rail laid on concrete and 1.6 miles were laid with
75-pound T-rails.
Union Passenger Terminal and Other Improvements at Port-
land, Ore.
The Portland Railway Light & Power Company has pur-
chased the block bounded by First, Second, Pine and Ash
streets, in Portland, Ore., and will immediately draw up plans
and specifications for a large fireproof building five or six
stories high for a union passenger terminal and for the gen-
eral offices of the company. It is planned to use the station
as a terminal for all the lines entering the city. Besides the
usual terminal and office purposes the building is to be used
for the display room of the electric light department, as head-
quarters for the employes, and for offices to be rented to
other electrical and railway interests. The equipment of the
Alder street substation is also to be located there.
In regard to other improvements contemplated by the
company President H. W. Goode is quoted as follows:
"The power situation is fully taken care of for the next
few years by the Cazadero plant, which recently started opera-
tions with an immediate capacity of 15,000 horsepower, which
can be increased to 25,000 horsepower when required. The
company has other plans which are being rapidly matured
for power development, which will take care of the future
after the capacity of the plant at Cazadero is exhausted.
"At the American Car Company's works, St. Louis, and
the General Electric Company's plant at Schenectady, 100 ad-
ditional cars and their electrical equipment are being manu-
factured. Forty of these cars will be delivered in Portland
by May 1. The rest of the 100 will follow during the present
year. The cost of these cars will be between $400,000 and
$500,000. This new equipment will perfect the service on
many lines, on which, owing to the rapid growth of the city,
there has been some complaint about overcrowded cars dur-
ing the rush hours. Meanwhile, about twelve new cars will
soon be turned out of the company's own shops, which will
be used until the other cars arrive.
"Within about 30 days, the company will begin the work
of placing all its wires underground in the center of the city
and will also commence laying mains for its steam heating
system, a franchise for which was recently granted."
380
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 12.
SHOPS OF THE NORTH JERSEY DIVISION
PUBLIC SERVICE CORPORATION.
OF THE
(Continued I' mm Page 350.)
on the balcony of the machine shop on the west side of
the old machine shop building is found the armature room.
This is a particularly clean and well kept department. It
would be thought from an inspection of this room, and judg-
ing from the small number of repair parts lying about, that
the system is much smaller than it really is. However, this
is probably due to the number of machine tools installed for
readily and properly handling the work. Each armature is
supported on two armature stands. These are built so that
the armature may be raised or lowered and conveniently re
volved so that the winder has ready access to the work.
The soldering irons are all heated in gas furnaces, which are
also attached to the stand, handy for the workman.
One of the cuts herewith shows the new field-winding
machine, and another the new armature-banding machine.
These were designed particularly for the work. The arma-
Also located on the balcony is ihe taping department.
At present this work is done by hand, as the amount of work
is not sufficient to require any automatic machinery. Directly
under the winding department is the fireproof room and oven
for baking and drying the armature fields. This is heated
by steam coils underneath the floor. The room also contains
dipping vats. One of the accompanying cuts shows the en-
trance to this room and a number of armatures ready to be
distributed to the various terminals. It will be noticed that
each is supported on its own armature buggy. The arma-
ture buggies strike the observer as being exceedingly con-
venient, for not only do they protect the wires and insulation
but are handy to move about.
Erecting Shop.
Passing from the machine shop to the erecting shop it is
noted that the south end of that building is reserved for
the carpenter work. An accompanying cut shows a number
of the machines in this shop. In connection with this shop
there is an exhaust outfit that takes away the shavings to
North Jersey Shops— Standard Car of the Public Service Corporation of New Jersey.
ture-banding machine is driven by worm gear that has a
friction brake, and the whole is operated by workmen by
foot lever. The wire is held by a reel resting on the frame
of the carriage, working parallel with the armature shaft.
The tension is obtained by running the wire around and
through a series of steel wheels, from which it is led to an
adjustable arm. The tension is thereby kept constant and
the work is under the perfect control of the operator. For-
merly the armatures were banded by the old method, that is.
by hand, and much trouble was experienced by the breaking
and loosening of the wires. We are informed that the work
done on the new machines gives very little trouble. The
field-winding machines are also operated by worm and gear
and have a friction brake so that the movement of the ma-
chine is controlled with a foot lever, leaving the operator
free to work directly on the coil. Three of the machines ap-
pear in the cut but there are six installed, which easily
handle all the work of the system. It may be noted that all
of the armature work for the entire division is done in this
department. The present field-winding machines are in iron
frames.
the boiler room. It was noted that the workmen are install-
ing a new 48-inch sanding machine. There is also a special
machine roller for shaping the new steel panels that have
been adopted for car bodies.
The erecting shop is equipped with several shallow pits,
which are used for doing carpenter work on cars when the
work is of a kind that necessitates getting beneath the bodies.
It will be noted that the belting arrangement for the car-
penter shop is above the floor. This was found necessary on
account of the trouble with water in this particular vicinity,
which prevented the installation of the driving machinery
underneath. However, the machine tools are so well dis-
posed that the belting does not interfere with the progress
of the work. The erecting shop forms the second stage of
the complete overhauling of the car, which first goes to the
truck shop and then, after the motor work, forging and ma-
chine work have been finished, is taken out on the transfer
table between the buildings and transferred to the erecting
department.
It is to be noted that the general arrangement of tracks
in the shops provides that all the tracks shall be short. This
March 23. 1907
ELECTRIC RAILWAY REVIEW
381
makes a particularly convenient layout for handling cars and
is an example of what is now generally conceded to be the
most modern practice. From the erecting shop cars are
taken out on the second transfer table and are passed to
the paint shop building. The transfer table is very sim-
ple and of substantial design, made up of standard wheels
and axles, supporting twin girders of %-inch and 8-inch
plates that carry heavy trilby rail. The table operates on
three tracks and the driving motor is fed from a third rail
and this makes a particularly clean and neat arrangement.
The transfer table is arranged with direct electrical driven
"nigger head." so that cars encountered in the buildings
storage tank runs out and it is necessary to do the washing
with city water, but every advantage is taken of the roof
water as long as it lasts. The paint shop is heated by di-
rect steam, this being preferred to the hot air that is used
in the other buildings. The direct steam system provides
sufficient heat to maintain a temperature of over 80 degrees
even during zero weather. The fact that ample provision
has been made for properly heating the building enables the
work of finishing to be satisfactorily carried on at all times.
The paint shop is large enough to accommodate com-
fortably 70 or 80 large cars and we understand that five or
six cars are turned out every day. On the south side of the
North Jersey Shops — Method of Storing Cars Under Canvas In Yard.
without power or electrical equipment are pulled on and off
the table by means of a cable operated by the revolving
drum.
Paint Shop.
On going into the paint shop one cannot avoid being
impressed with the general design of the building with re-
gard to the lighting arrangement. All the light is practically
north light and in such abundance that the work is carried
on almost as if in the open. Directly across the entire front
is a series of washstands so that every car can be washed
building is a section not containing tracks and here the fin-
ishing work is done. After the sashes are washed in the
vats they are placed on a table that has a revolving frame
and when varnished are neatly stored upon the stationary
racks that run in rows back to back perpendicularly to the
wall. One of the accompanying cuts shows a view of the
interior of the paint shop.
All the paints, varnishes, oils, etc., are kept in storage
in a separate building and we present herewith a cut show-
ing the effective manner in which the material is stored in
North Jersey Shops — General View in Carpenter and Erecting
Shop.
down as soon as it enters the building. Over each track is a
water pipe with a place for attaching hose.
All of the rain water that falls on the shop buildings is
taken to a concrete cistern, from which it is elevated by an
automatic electrically driven centrifugal pump to a 20,000-
gallon tank, GO feet high. This tank supplies the water for
washing the cars and we are Informed by the superintendent
that soft water is much preferred lor cleaning I he woodwork.
Not only is it effective in removing dirt, but it also accom-
plishes this result with the minimum Of injury to the car
■bodies. There are of course times when the supply In the
North Jersey Shops — General View in Paint Shop.
tanks. One man is in charge of the paints, oils, etc., and
these are given out to painters in small quantities, as de-
sired. At night all the varnish, paints and oils are entirely
removed from the paint-shop building proper to the storage
house. The method of storing paints indicated in this cut
cannot fail to commend itself to all who have a considerable
amount of painting to be done. The arrangement always
excludes inflammable material from the main buildiing as
most practicable and reduces almost to a minimum the fire
risk from the storage of material. On the south
side of Perry street are the storage barns, where out-of-
season equipment is stored. The cars are taken from the
382
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 12.
storage barn through the shops, by first going directly across
through the machine shop, and then through that building
until they come out of the east end of the paint shop, ready
for service, or to be taken to their respective divisions. It
may be of some interest to note the method of storing cars
in the open with canvas covers, as seen in one of the accom-
panying cuts. We are informed that these cars, after stand-
ing outside for an entire season with the canvas covers, are
storerooms at operating terminals, where material is used by
inspection and car men.
There is also a complete fireproof oil house. Both store-
room and oil-house are located so that steam cars can be
brought into the yard and the contents unloaded directly
into the building. The oil-house has a separate room for the
storage of waste and has a capacity of two carloads of oil.
One of the cuts presented herewith shows an electric
-
• ' 1 1
9Si
•
w*
I M
¥¥*
- *
*
North Jersey Shops — Method of Storing Paint Supply.
in as good condition as when first stored. For example, the
summer car that comes out of the paint shop when finished
is often placed in the yard under the canvas cover and when
the weather has so moderated that the car is ready to go
into service, the varnish is found in practically as good con-
dition as when it came out of the paint shop. The canvas
covers are of duck, in two sections, laced together with heavy
twine through brass eyelets. The covers cost about $50.00
per car, and a life of five or six years would make it appear
North Jersey Shops — Entrance to Bake-Oven Room, Showing
Armatures on Buggies.
locomotive that was built at the shops and that is used for
switching cars to and from the steam road racks and else-
where about the yards. From the view of the Plank Road
shops presented in the Electric Railway Review of March 16,
1907, page 346, it is seen that the builidngs are adjacent
to and have connection with the railroad tracks, making it
easy for carload material to be switched directly to the shops.
The board fence in the rear of the shop building is 7 feet
North Jersey Shops — Self-Supporting Jib Cranes with Air Hoists.
that the cost of storing with this method is much more eco-
nomical than if buildings were erected. At the west end of
the property is located the general storeroom and iron yard
of the shops, and one of the accompanying cuts gives a view
of the iron rack in the center of this yard and shows the
shelves arranged along the inside of the exterior wall of
the yard for holding castings, etc., that are not affected by
the weather. From the general storeroom regular supply
cars distribute material to the auxiliary shops and small
North Jersey Shops — Field-Coil Winding Machines.
high and the posts are run 2 feet above the fence proper,
supporting three barbed wires, so that it is difficult for any
one to gain admittance to the grounds without going teh regu-
lar route.
The fire protection of the Plank Road shops is so com-
plete that it deserves more than ordinary mention. All the
buildings are equipped with inside 2-inch hose connections
and auxiliary fire alarm sets, whereby an alarm can be turned
directly into the city department from almost any part of
March
1907
ELECTRIC RAILWAY REVIEW
383
the property. The interiors are also equipped with numerous
automatic fire extinguishers and a sprinkling system. Out-
side are fire hydrants and a main fire house, equipped with
hose cart and reel with 500 feet of hose, a 55-gallon chemical
fire engine, hooks, ladders, axes and everything necessary
for fighting fire.
The company has organized a regular fire brigade so that
every man goes to his post on the sounding of the special
North Jersey Shops — Armature Banding Lathes.
signal, which is a pe/ielrating air whistle, in eon need on
with the sprinkling system, which is of the dry pipe type,
there is an electrically-driven centrifugal fire pump, of a
capacity of 1,000 gallons per minute, and it is of particular
interest that the pump is one of the first of the centrifugal
type installed in connection with a sprinkling outfit. On a
test it maintained a pressure of 100 pounds per square inch
with four hose connections on the line, each equipped with
Underwriters standard b^se pipes. Besides the fire pump
there is a steel storage tank 117 feet high, which contains
50,000 gallons of water. It will he seen that in case of fire
and a break in the city main, there would be sufficient water
available to put out any ordinary conflagration, besides pro-
ducing a heavy pressure on the sprinkling lines at all times,
giving plenty of leeway to start the pressure pump. The
sprinkling system is very neatly arranged. All the heads
are on the roof. This idea is effectively carried out with a
shop of this particular type, with single floor construction
Inn ' w
«l tlii "r"
i
<wm>7
-i i •
~~-*t-
North Jersey Shops — Switching Locomotive Built and Used at
Shops.
and low roof. At each dry valve is placed an electric gong
so that if the sprinkling head that is connected with any
particular valve goes off, an electric contact is made so
that the gong at the valve besides Bounding an alarm at the
special location also sounds a main gong in the boiler house,
where men are on duty at all hours. At the same time an
annunciator in the boiler house points out the number of
the dry valve that controls the particular head that has ex-
ploded. It is evident that as soon as the gong in the boiler-
house sounds, the man on duty knows the exact location ot
the trouble, and he immediately blows the fire whistle, which
gives the alarm and gets the shop fire department into action.
We are indebted to Mr. A. H. Stanley, general manager
of the street railway department, for the privilege of present-
ing this article, and to Mr. Martin Schrieber for assistance In
compiling the data.
DIRECTORY OF ELECTRIC RAILWAY ASSOCIATIONS.
American Street and Interurban Railway Association. Secre-
tary, Bernard V. Swenson, 29 West Thirty-ninth street, New York.
American Street and Interurban Railway Accountants' Asso-
ciation. Secretary, Elmer M. White, assistant treasurer Birming-
ham Railway Light & Power Company, Birmingham, Ala.
American Street and Interurban Railway Engineering Associa-
tion. Secretary, S. Walter Mower, general manager Southwestern
Traction Company, London, Ont.
American Street and Interurban Railway Claim Agents' Asso-
ciation. Secretary, B. B. Davis, claim agent Columbus Railway &
Light Company, Columbus, O.
American Street and Interurban Railway Manufacturers' Asso-
ciation. Secretary, George Keegan, 2321 Park Row building, New
York, N. Y.
Canadian Street Railway Association. Secretary, Allan H.
Royce, president Toronto Suburban Railway, Toronto, Ont.
Central Electric Railway Association. Secretary, W. F. Mill-
holland, secretary and treasurer Indianapolis Traction & Termi-
nal Company, Indianapolis, Ind. Next meeting, Dayton, O.,
March 28.
Colorado Electric Light Power & Railway Association. Secre-
North Jersey Shops — Rack for Holding Iron Supply.
tary. John F. Dostal, Denver Gas & Electric Company, Denver,
Colo.
Iowa Street and Interurban Railway Association. Secretary,
L. D. Mathes, general manager Union Electric Company, Dubuque,
la. Next meeting, Clinton, la., April 19 and 20.
Massachusetts Street Railway Association. Secretary, Charles
S. Clark, 70 Kilby street, Boston, Mass. Meetings held in Boston
on second Wednesday of each month, except July and August.
Northwestern Electrical Association. Secretary, R. N. Kimball,
Kenosha, Wis. Annual meeting, Milwaukee, Wis., January, 1908.
New England Street Railway Club. Secretary, John J. Lane,
12 Pearl street. Boston, Mass. Meetings held on fourth Thursday
of every month.
Oklahoma Electric Light Railway and Gas Association. Secre-
tary, Charles W. Ford, Oklahoma City, Okla. Next meeting, Okla-
homa City, April 22 and 23.
Pennsylvania Street Railway Association. Secretary, Charles
H. Smith, superintendent Lebanon Valley Street Railway, Lebanon,
Pa.
Southwestern Electrical and Gas Association. Secretary, R. B.
Stichter. Annual meeting, San Antonio, Tex., May 14, 15 and 16.
Street Railway Association of the State of New York. Secre-
tary. J. H. Pardee, general manager Rochester & Eastern Rapid
Railway, Cinandalgua, N. Y.
Wisconsin Electric and Interurban Railway Association. Secre-
Smlth, president Columbia Construction Company.
Milwaukee, Wis.
II is announced that the Houston (Tex.) Electric Com-
pany will build a clubhouse for its employes, equipped with
a library and reading room and patterned after the clubhouse
recently built by the San Antonio Traction Company in San
Antonio, which has proved a source of gratification both to
the men and to the company.
384
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 11'
PROGRESS OF THE TRACTION CAMPAIGN IN CHICAGO.
NEW YORK RAILROAD CLUB.
The Citizens' Non-Partisan Traction Settlement Associa-
tion of Chicago has distributed 50,000 buttons bearing the
inscription, "Vote tor the Traction Ordinances. C. N. P. T.
S A " A series of four postal cards containing arguments in
favor of the ordinances has been prepared, and two of the
cards have already been distributed. With the second postal
card a "nut-shell" version of the ordinances was distributed.
The association has adopted the plan of sending copies of
the ordinances to all who raise objections to them and it has
been found that many of the objections were based on misin-
formation.
A new organization called the "Strap Hangers' League"
has been formed to advocate the approval of the ordinances.
Walter L. Fisher, who was Mayor Dunne's original traction
expert, advocated favorable action on the ordinances before
a meeting of the league on March 19. Mr. Fisher said in
part :
I have said before since this controversy arose, and I
have said it for the last 12 months, ever since my official
connection with this matter, that the one thing which the
city had not established, and the one thing which it was
most uncertain as to whether it could establish, was its abil-
ity to raise the money necessary to buy this property under
the $75,000,000 ordinance of any other ordinance which the
present opponents of this ordinance would advocate and
which would be adopted by the people.
The fundamental question that is involved is whether
or not under the existing conditions in the money market of
the world (.because the flurry that we had the other day in
Wall street is not confined to Wall street) the city has the
ability to finance those securities.
Shall we wait, shall the people of this community per-
mit the present intolerable conditions to continue while the
officials of the city find out or attempt to find out the only
means by which municipalization is possible under the law?
These ordinances were intended to present a proposition
on which the advocates and the opponents of municipal own-
ership could safely unite without sacrificing the principles or
convictions of either one, so that both of them could say. as
the mayor said in the Werno letter: "We can provide for
first-class service and we can settle the question of municipal
ownership when we have established our legal and financial
ability to take them over and have made the necessary po-
litical provisions that are absolutely essential to any success-
ful management under public control."
These ordinances w-ert; drawn on the theory that the time
w'hen the city could best purchase — most advantageously pur-
chase— would be at the expiration of the 3-year immediate
rehabilitation period. It was not, however, limited to the
right to purchase then. If these ordinances are adopted, six
months from February 1, 1908, the city can give notice, and
on that day it can purchase and take over the properties.
It also can wait the three years, and if the service is
then satisfactory, if the financial terms are then w-orking
out so every one is content, it can wait until the next year,
and the next year, and the next, and it can take advantage
of that provision in the law whenever it desires to do so.
The decision of the United States supreme court which
holds invalid the 99-year franchises in Chicago has been filed
in the federal court of Chicago. The attorneys for the city
of Chicago and the Chicago Union Traction Company will
argue the question as to whether the entering of the decree
will cloud the right of the company to continue the use of
certain tracks. Judge Grosscup announced that he will hear
the arguments on April 4 and 5.
The New York state board of railroad commissioners has
decided to discontinue, at least temporarily, the issuing of
the quarterly reports showing statistics as to transportation
in Greater New York. These reports have been issued every
three months for several years and have been remarkably
complete in detail. They have given for each quarter the
cash fares, the transfers and the total cash fares and trans-
fers received by each street lailroad operating company:
the greatest number of passengers carried in one day, the car
mileage, and the number of transfer points. The reports
1 ave furnished the opportunity of ascertaining just how effi-
cient the service of each company has been. No reason is
given for the decision.
An interesting paper by Walter C. Kerr, president, West-
inghouse, Church, Kerr & Co., on "The Conduct of Electrifica-
tion Work" was read before the members of the New York
Railroad Club at their meeting held on March 15, 1907. An
extract from the paper follows:
.Many electrical considerations begin by getting tangled
in chaotic, irrelevant discussion, due to thinking of the details
first, when consideration should be limited to the broad
problem of how the results produced through electrification
will compare with the present steam traction. It can be
easily, cheaply and quickly determined whether in any case
electrification is warranted or not. If not, the job is finished.
If warranted, the next step is determination of the main
elements and their applicability to the case in hand, leading
to the work being authorized and the appropriations approxi-
mately made to perform it.
I call attention to certain fundamental differences between
electric and steam traction. Steam traction consists of
specially differentiated and entirely independent units, which
can be very unlike in many ways. Electrification is essen-
tially a system in which there is correlation of the highest
order: in which every part of the whole operation is depen-
dent on every other part and its individual operation. A new
tyiie of steam locomotive or other steam railway appliance
can be tried in a small way before adoption. An electric
system must be completely installed, with a large expendi-
ture of money, time, power of decision, and faithful con-
structive work, in an exceptionally new and rapidly advanc-
ing art, before it may exhibit its merits or defects. Those
charged with the administration of such work must make
profound decision as to how the electrification shall be ac-
complished, to utilize the best means to safeguard cost,
quality, time, hazard and insurance against wide departure
from normal performance.
I have time to discuss only a few considerations, which
to my mind are important, though not always sufficiently
regarded.
The accomplishment of a physical project necessitates
logical decisions as to what to contemplate, what to deter-
mine, the detail of what shall be designed, and how it shall
be designed and specified, the method of construction and
finally, the modification of existing methods to the new type
of operation. This sequence is often forgotten or never
known.
A steam railway may accomplish this in one of three
ways: (1) It may create a new department within itself to
conduct it. (2) It may associate with it an already estab-
lished competent organization of engineer-constructors as a.
department within the road. (3) Or it may employ engi-
neers to make determinations, designs and specifications,
and with their assistance let segregated contracts for the
work.
No one method may be so good as to be perfect, but it is
my belief, as well as my practice, that the second method
covers at the present time more desirable features and fewer
limitations than any other.
A road cannot quickly and safely create such a depart-
ment containing needful knowledge and experience, nor is
a large department for this purpose, at first, financially war-
ranted.
Such an undertaking requires the correlated work of an
organization of engineer-constructors of widely different tal-
ent, trained in working co-operatively to a given end. This,
too. gives the existing departments of any road time to be-
come practically familiar with such work and shape them-
selves to later conduct it.
The general contracting process need not be mentioned
here, as it is not well adapted to this class of work.
I therefore would summarize my views of the best mode
of the conduction of electrification wrork in the statement
that it is for each road to undertake its own work at first
bands through the best facilities it can command, which if
sufficiently developed within its own organization needs no
outside assistance, but when not so developed and, especially
in the first instance, it should be through the employment
of a thoroughly organized and competent department which
for the time being it makes its own.
The Boston Elevated Railway Company, which operates
an extensive system of elevated, surface and subway lines in
Boston, Mass., has applied to the Boston municipal govern-
ni'-nt and to the selectmen of the suburb of Brookline for
permission to carry baggage, express and freight matter over
its lines, as a common carrier, under the railroad laws of 1906.
March 23. 1907.
ELECTRIC RAILWAY REVIEW
385
REPORT OF A BOARD OF ENGINEERS ON NEW YORK
CENTRAL LOCOMOTIVES AS RELATING TO
THE WOODLAWN WRECK.
Since the derailment of an electric train on the New
York Central, near Woodlawn, on February 1G. an investiga-
tion of the forces to which track is subjected by the opera-
tion over it of the electric locomotives used by the New York
Central and of steam locomotives of the Atlantic type, has
been made by a board of experts. The board consisted of
representatives of the New York Central, the General Elec-
New York Central Woodlawn Wreck — Electric Locomotive
trie Company and the American Locomotive Company and of
Professors Swain and Allen of the Massachusetts Institute
of Technology.
The result of the investigation is given as follows:
Comparison Between Steam and Electric Locomotives on a 3-
Degree Curve with V/2 Inches Superelevation.
The statement has been published "that there is no
science of curve mechanics." While this in a general way is
a correct statement, it is nevertheless true that the subject
has been quite fully discussed by Wellington in his "Eco-
nomic Theory of Railway Location" (pages 281 to 313) and
the essential elements of the problem and methods of cal-
culating indicated. Experimental determination of values
for the various constants entering into the problem is a
i 2 1 Component of slipping in the direction of the tan-
gent of track, due to unequal rail lengths inside and outside.
(3) Net effect of centrifugal force (superelevation of
cuter rail considered).
The locomotive must be revolved against these forces
I and 2), and such a pressure applied as will cause the
locomotive to follow the curve. The point about which the
locomotive revolves with respect to itself as affecting the
wheel slippage may be determined mathematically for all
practical purposes and the stresses resulting from these two
effects can be easily determined by calculation. In deter-
mining these, due consideration should be given to the ac-
tion of the rigid wheel base on the curve in question, taking
into account the clearance in the gauge and the
clearance between the main drivers and the
rigid frame.
It will be appreciated that the radial slip
on the front outside driver when rounding the
curve is self-contained and of itself does not
tend to displace the rail, and that the radial
slip on the inside front driver does tend to dis-
place the outer rail acting through the front
axle to the flange of outer front driver.
If the clearance between the driving wheel
hubs and the locomotive frame is more than the
ordinate of the curve at the second axle, the sec-
ond axle will run to the outer rail until the
flange of outer second driver bears against the
rail and thus the frame of the locomotive does
not have to carry the radial slippage of the
second set of wheels.
The centrifugal effect (3) and supereleva-
tion of the outer rail are readily calculated and
need no explanation.
Thus, with the major elements taken into consideration.
It is entirely possible to practically calculate all of the guid-
ing effect necessary.
To solve the problem to the last refinement becomes a
complicated and tedious investigation. The slight variation
under actual conditions of operation, condition of track, stiff-
ness of parts, etc., introduces constantly changing stresses
which would make a solution to the last refinement on any
one given condition, of no practical value. With due con-
sideration to the fundamental and major elements, the prob-
lem can easily be solved and the guiding effect determined
sufficient for all practical purposes.
Considering (a) the condition where the second driving
axle bears against the locomotive frame and so transmits
the radial thrust of the second axle to the outer front driver,
a comparison of the New York Central electric locomotive
New York Central Woodlawn Wreck — Steam Locomotive, Atlantic Type.
very difficult matter and is the reason for the non-existence
of a science of curve mechanics.
A partial analysis of the guiding effect provided on steam
locomotives shows that the fundamental elements have been
considered and the guiding effect determined therefrom are
borne out In practice.
The guiding effect provided for electric locomotives of
the New York Central is not only theoretically in accord
with what is required, but has the same structure and rela-
tion of parts as already provided on steam locomotives and
operating successfully.
There might be mentioned three fundamentals of "me-
chanics of curve resistance":
(1) Component of slipping in the direction of the
radius, due to curvature.
with the Atlantic type steam locomotive on a 3-degree curve
with a 4%-inch superelevation shows that the pressure of
the steam locomotive driver against the rail is greater at all
corresponding speeds. The resultant shear on the spikes,
however, allowing for the friction of the rail on the tie plate,
is less with the steam locomotive than with the electric.
The difference between the pressure against the rail and
the shear on the spikes is affected so far as the drivers are
concerned by the height of the center of gravity under the
influence of centrifugal force increasing the vertical pressure
on the outer rail. The greater effect of the higher center of
gravity of the steam locomotive disappears, however, at the
higher speeds by reason of the increasing preponderance of
the horizontal force due to centrifugal action. At about 90
miles per hour the shear on the spikes for the steam locomo-
366
ELECTRIC RAILWAY REVIEW
Vol. xvn, No. 12
tive would be approximately the same as that of the electric
locomotive, but at this speed the steam locomotive would be
in danger of overturning.
The maximum shear on the spikes is not necessarily
caused, however, by the driving wheel of the locomotives,
but at certain speeds may exist at the leading wheel of the
guiding truck. Although the pressure of the guiding truck
wheel against the rail may be actually less than that of the
driver, the weight upon the rail of the guiding wheel is so
much less that the resultant shear on the spikes is conse-
quently greater. On the electric locomotive the shear on
the spikes, due to the guiding truck, is in excess of that due
to the drivers up to about 40 miles per hour. On the steam
of 19 per cent; but, on the other hand, if the comparison Is
made on the basis of the two forward drivers, bearing against
the outer rail of the electric locomotive, the unbalanced pres-
sure is 2,780 pounds, as compared with 4,890 pounds on the
steam locomotive, a difference in favor of the electric locomo-
tive of 43 per cent.
The ultimate shearing resistance of the standard spikes
used on the curve in question ranges from 14,440 pounds to
17,060 pounds. Assuming a factor of safety of 4, the per-
missible shear per spike is 3,810 pounds to 4,265 pounds.
The 100-pound rail in use on the curve acts as a con-
tinuous girder distributing the stresses over several spikes,
but to be conservative, two spikes may be taken as reslst-
Table of Comparative Shea.- on Spikes at Leading Truck Wheel and at Driver Wheels for Electric Locomotives and New York Central
Atlantic Type Steam Locomotives on 3-degree Curve, Superelevation 4'/2 Inches.
Rail Thrust, Rail Friction Between Shear on Shear on
Shear on Leading Driver, Thrust, Lead- Rail arid Spikes by Lead- Spikes by Lead-
Spikes by Second Driver ing Driver, Tieplate ing Driver, Sec- ing Driver,
Leading Not Against Second Driver Leading ond Driver Not Second Driver
Truck Wheel. Rail. Against Rail. Driver. Against Rail. Against Rail.
Miles
Per Hour.
Rail Thrust
Leading
Truck Wheel.
Friction
Between Rail
And Tieplate
Leading
Truck Wheel.
40
50
60
70
80
6,410
6.600
6.830
7,101
7,400
4,000
4,030
4,050
4,080
4.100
40
50
60
70
80
7,830
7,950
8,130
8,170
8,200
3,200
3.210
3.240
3.330
3.430
Electric Locomotive.
2.410
2,570
2,780
3,020
3,300
4,740
7,400
10,470
14,130
18,360
3,860
4,120
4,480
7,460
11,000
Steam
Locomotive (Atlantic)
4,630
4,740
4,890
4,840
4,770
6,120
7,450
11,230
15,390
21,160
6,260
6,220
5,460
7,570
13,020
4,180
4,360
4,650
5,000
5,360
6.280
6,720
8,170
9,420
11,250
560
3,040
5,820
9,130
13,000
730
3,060
5,970
9,910
2,460
5,640
1,820
locomotive the shear on the spikes due to the guiding truck
Is in excess of that due to the drivers up to about 65 miles
per hour, and this shear exceeds that of either the driving or
truck wheel of the electric locomotive up to about 57 miles
per hour.
Considering (b) the condition where the second driving
axle clears the locomotive frame by reason of the end play
and so bears directly against the outer rail without trans-
mitting to the leading driver the thrust due to its radial
slip, the pressure against the rail of the leading steam loco-
motive driver as in the condition (a) is greater at all corre-
sponding speeds. The resultant shear on the spikes is less,
ing the unbalanced outward thrust. Consequently at 60 miles
per hour we have actual maximum shears with either steam
or electric locomotives ranging from 4,440 pounds to 4,890
pounds borne by two spikes, which with a factor of safety
of 4, are proper for shears of 7,620 pounds to 8,530 pounds.
In other words, the actual factor of safety is approximately 7.
In conclusion, it appears that on the basis of the forward
driver only bearing against the outer rail, the electric loco-
motive imposes slightly greater unbalanced stresses than the
steam locomotive, whereas, on the basis of the two forward
drivers bearing against the outer rail, the steam locomotive
imposes considerably greater unbalanced stresses. There-
OeX>MLrfSA/T
t
-Ifeer/c/n. CimtfMO' H
lfc/?T/Cfil Ci/W£ /OOO — -
04795% B/rSeor /P/r/i.
335
New York Central Woodlawn Wreck — Scene of Accident.
however, with the steam locomotive due to the effect of its
higher center of gravity.
Under this condition (b) with the electric locomotive
the shear on the spikes due to the guiding truck is in excess
of that due to the drivers up. to about 75 miles per hour. On
the steam locomotive the shear on the spikes due to the
guiding truck is in excess of that due to the drivers at all
speeds and this shear exceeds that of either the driving or
truck wheels of the electric locomotive up to 75 miles per
hour.
Regarding the stress on the outer spikes of the outside
rail, it will be seen from the accompanying tables that for a
speed of, say 60 miles per hour on a 3-degree curve with a
superelevation of 4% inches, the maximum shear on the
spikes with the forward driver only bearing against the outer
rail is 5,820 pounds for the electric locomotive, as compared
with 4,890 pourds for the steam locomotive, or a difference
fore, the shearing force on spikes, one on the outside of the
outer rail in each tie, with tieplates, on 3-degree curves, prop-
erly maintained, with a superelevation of 4% inches, is far
within the limits of safety for speeds in excess of the so-
called "equilibrium speed" of about 46% miles per hour to
which the superelevation of 4Y2 inches corresponds.
Assuming 25 per cent coefficient of friction between
wheels and rails and between rail and tie plate, on a 3-degree
curve with 4% inches superelevation, the maximum pressure
of truck or driving wheel of electric or steam (Atlantic type),
second drivers not bearing against the outer rail, is as follows:
Miles Per
Hour
40
50
60
70
80
Against Rail, Pounds.
Steam truck 7,830
Steam truck 7,950
Steam driver 11,230
Steam driver 15,390
Steam driver 21,160
Resultant
Against Spikes, Pounds.
Steam truck 4,630
Steam truck 4,740
Steam truck 5,820
Elecliii. driver 9,130
Electric driver 13,000
March 23, 1907.
ELECTRIC RAILWAY REVIEW
387
On a 3-degree curve with the clearances provided in the
design, the outward thrust of the second driving axle would
be carried by the flange of its outer wheel. Therefore the
following values are based on maximum pressure of truck
In compliance with your request of February 28, I have
made a careful examination regarding the circumstances
of the train accident at a curve on track No. 3 near Wood-
lawn bridge. I have visited the curve and inspected the
+ Radial component at D + Centrifugal effect at H.
Speea
ATP/i
Centrrt
Oftr/af]
Friction /feat's/ance /Pigt'c/ Wnee/Base
/fed.
Cc/rpcfffjit
JxJt C G not /hfus-
fi'/JQJea/nst/s//
Ax/e CGttt rustmg
at&Mis/fssM
P'
Sptke
sttf&r
at-
A
B
c
D
F
G
H
f at H
P-
spileihear
*ttt
#0
-/S90
3600
5/SO
4620
4380
3440
3920
4J60
4080
■f70t>
S60
3S60
64/0
24/0
60
/320
3450
4960
4300
4200
3560
4280
4360
3930
74-00
304O
4/20
6600
2570
60
4BSO
3300
4000
3900
3900
3740
4560
46S0
3640
/0470
5320
4460
6830
27$0
70
90S0
3/30
4620
3720
3S80
3SPO
4630
SOOO
33SO
/4/SO
9/30
7460
2460
7/00
3020
eo
/37SO
29O0
4400
3430
3200
4150
5/O0
5360
2970
/asso 13000 j/ooo
5640
7400
3300
New York Central Woodlawn Wreck — Data for Electric Locomotive.
a
Centers* &t»-keSB
\& Centers* <pf_D_rmn<l
It
r *'/e
*■*-■*■< -4-^ **'■*'
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9
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eo
a/SB
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/S945
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/4S45
/sx3o\/aeo5
70
£*2t5
/BSOO
/4900
(430O
/S74S
/93SS
/9950
eo
t*4SS
/7BOO
/S770
/277V
/SS50
20470
2/4BO
VKs/ff/?/ of Pony Zhac/r. S/00/.6S
Ds-tv/ho- /Ia/s />/&y /o fns>/??e £
Cen/ Gr&r f°o/?t/ 7ruc/r <?4 4
New York Central Woodlawn Wreck — Data for Electric Locomotive.
or driving wheel of electric or steam (Atlantic type), second
drivers bearing against outer rail, are computed:
Resultant
Against Spikes, Pounds.
Steam truck 4,630
Steam truck 4,740
Steam truck 4,890
Steam truck 4,840
Elect'k driver 5,640
Miles Per
Hour. Against Rail, Pounds.
40 Steam truck 7,830
50 Steam truck 7,950
60 Steam truck 8,130
70 Steam truck 8.170
80 n driver 13,020
Kxcept in four instances, the electric locomotive shows
less maximum unbalanced pressure than the steam loco-
motive.
Opinion of Professor Merriman.
In a letter dated March 4, 1907, to G. W. Klttredge, chief
engineer of the New York Central, Prof. Mansfield Merri-
man says:
four tracks, noting the behavior of the rails and cross-ties
under the passage of both steam and electric locomotives. I
have examined the three computations made by Mr. Ander-
son. Mr. Carpenter and Professor Swain regarding the pres-
sures exerted by the wheels of the electric locomotive against
the outer rail of the track, and have also made computations
of my own.
All these computations agree in regard to the total
centrifugal force exerted by the locomotive and in regard
to the diminution of this due to the superelevation of the
outer rail, but they differ materially in the results obtained
for the pressure which causes the skewing of the locomotive
wheel base. This is due to different assumptions made by
the computers as to the position of the center of rotation of
this wheel base, as to the influence of the movable front axle,
and as to the values of the coefficients of friction.
388
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 12.
The problem of the forces required to skew a rigid loco-
motive wheel base around a curve is one of great complexity.
I have seen in print only one discussion of it. namely, that
given in Wellington's "Economic Theory of Railway Loca-
tion." but this discussion states general principles only with-
out formulas or numerical computations. In my opinion, a
the pressure as distributed over two spikes, the factor of
safety is 3.4, which is satisfactory. These computations
hence indicate that the accident must have been due to some
other cause than the radial pressure developed under the
normal action of the locomotive.
In justification of the assumption that the pressure was
Locomotive revolving ahout E.
Guiding effect at H = 10,70(1 lb.
Spike shear at H = P — Friction at H.
Frame moment
Outward thiust at H = P =
— ln.Too
108
+ Radial component at D + Centrifugal effect at ii.
Speeo1
a/ H
Friction &es/G?0ncG Rigid Wheel Base
c> O
oeta/nst *-a,t
lUlcaa
'A'uitnj
P'
5pifieS/IC3r
of J
A
C
D
S
H
p
of H
P
or H
40
-380
5S30
6770
6770
020O
S2BO
O20O
6/zo
626o
78bO
463 O
SO
1970
SI30
6340
6340
6720
672o
6080
74 SO
730
622 O
79SO
<77WO
60
74- SO
46S0
SBIO
4690
72SO
8170
*eeo
1/230
3060
S46o
0/3 O
<?eso
70
13030
4ISO
SZ60
3640
70OO
S420
JSOO
JS390
S970
7S70
e/7o
oeac
SO
21050
34IO
H1BO
I0IO
65 BO
II2SO
I73Q
2//60
9S/0
ISOZO
/02O
8Zoo
<777o
New York Central Woodlawn Wreck — Data for Steam Locomotive.
Jl
£U)
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We/?6/o/3offss */P0O0/As
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drertatfe spr/hp g/&ugie-S£"
05
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-
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— 3S-S-
i
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MPH.
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ff/g/cf W/>ee/ Bssc
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ff
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se/eo
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BS/6S
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esses
SS36S
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eeaes
eo
ISS90
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as 70s
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3*305
4-SOOS
definite solution of this problem, on which all experts can
agree, cannot be possible until experiments and measure-
ments have been made to determine the facts which now
must be roughly assumed.
The computations which I have made or examined indi-
cate that the front outer driving wheel of the electric loco-
motive may have exerted a pressure against the outer rail
on the 3-degree 5-minute curve of from 5.000 to 10,000 pounds
at a speed of 60 miles per hour. Taking the highest figure,
using 17,000 pounds for the ultimate shearing strength of a
spike, as determined by Professor Lovell. and considering
New Yorl; Central Woodlawn Wreck — Data for Steam Locomotive,
Atlantic Type.
distributed over two spikes. I note that all bridge specifica-
tions consider the weight of a wheel to be distributed over
three ties, indicating that experience has shown this to be
true. Also when tie plates are not used, track specifications
require rail braces to be placed against the outer rail of a 3-
degree curve on every third or fourth tie, indicating that ex-
perience has proved that the radial pressure under a wheel
is distributed over at least three ties.
As a professor of civil engineering for twenty-eight years,
it has been my duty to instruct students in the principles of
railroad construction and maintenance. I have always pre-
sented to them the theory of centrifugal force on a curve
and of the superelevation of the outer rail, but have never
given a discussion of the resistance of the spikes against
shearing. I have never seen in print a discussion of the
resistance of spikes on the outer rail of a curve and have
never heard that such computations have been made by en-
gineers of maintenance of way. Practice in this matter ap-
pears to have been the result of experience alone. I do not
consider myself negligent in having omitted to present this
topic to my classes and I do not think that omission to make
March 23, 1907
ELECTRIC RAILWAY REVIEW
such computations should subject any railroad official to the
charge of negligence.
Precautions Taken Before Operating Electrically.
The management of the New York Central took extraor-
dinary care to secure the best results in the design, con-
struction and operation of its electrical equipment, and at
this time it is proper to call attention to recite some of the
precautions:
The vice-president in charge of electrification associates
with himself the best talent obtainable in the country,
also the contract for the construction of the locomotives was
entrusted to one of the most reputable electric manufactur-
ing companies in the United States with the requirement
that associated therewith should be one of the most repu-
table locomotive manufacturers, so as to secure a combina-
tion of the talent of both concerns.
Following the thorough discussion, investigation and de-
cision as to design, the actual construction of the locomo-
tives was limited to one machine, so that after thorough test
any needed improvements that were discovered might be
incorporated in the remainder of the total order of thirty-
five locomotives.
The first completed locomotive was tested on a six-mile
experimental track for over two years, covering over fifty
thousand miles of actual service, under the constant inspec-
tion of the vice-president in charge of electrification and his
associates; also of both manufacturing companies and of
inspectors appointed by the operating department that was
to use the locomotives, as well as by the construction de-
partment.
Correction is needed of a wrongful impression given by
the public press that the testimony given regarding the
shifting of the track in the ballast on one of the curves in
the experimental track at Schenectady during high speeds,
was an indication of something wrong about the electric
locomotive. Exactly the contrary deduction should be drawn.
The electric locomotive was purposely driven at speeds of 75
miles per hour around a curve that was elevated for but 60
miles per hour, so as to accentuate any tendency that might
exist with the locomotive to spread the gauge. This very
high speed caused a centrifugal force sufficient to move the
ties in the gravel ballast, but there was absolutely no widen-
ing of the gauge under such extreme conditions, thus demon-
strating that even with such excessive speeds around insuffi-
ciently elevated curves, producing a centrifugal force suffi-
ciently great to shift the track in the ballast and distort the
curvature, would still not cause a widening of the gauge
on this inferior track. In other words, this test demonstrated
that the method of spiking curves in ordinary practice was
sufficient to meet even abnormal conditions.
The maximum speeds in miles per hour of these electric
locomotives, running light in still air, with 600 volts on
straight level track, for different positions of the controller
are as follows:
One Two
Locomotive. Locomotives.
Controller in full series notch 28 30
I'ontroller in full series parallel notch 50
Controller in full parallel notch 86 90
HANDLING EAGGAGE IN CONNECTION WITH STEAM
ROADS.
The Birmingham Light & Power Company and the city
transfer company of Birmingham, Ala., are parties to a sys-
tem of suburban baggage transfer that is, because of its suc-
cessful operation, of unusual interest. These two companies
have entered into an agreement whereby parcels of baggage
received by the transfer company at the depot are given the
street railway company for suburban deliver}
All railroad traffic of the country surrounding Birming-
ham centers at the union station. Passengers whose real
destinations are in one of the populous suburban towns inva-
riably purchase tickets from distant points to Birmingham
and depend upon the electric cars to carry them to the i>oint
they desire to reach. As is cu ry in cities an agent of
the transfer company meets all trains and takes
charge of baggage that passengers desire to have deli
either in the city or in the suburbs. II il is for suburban de-
livery the baggage is taken to the station of the street rail-
way i loaded into a freight car and afterwards car-
ried to i -non and delivered by the street railway
employes. In a similar manner baggage checked from any
point on the electric lines is delivered to the transfer com-
pany at Birmingham and thence to the baggage room at the
depot. A charge of 50 cents is made for each piece of bag-
gage transferred. One-half of this amount goes to the street
railway company for its share of the work.
So thoroughly has the system been developed that during
the year it has been in operation only one piece of baggage
has been lost. Inasmuch as no provision is made on the
electric cars for carrying baggage the system is claimed to
be as satisfactory to patrons, so far as the service is con-
cerned, as though baggage interchange arrangements existed
between the steam and electric railways.
The checks given as receipts for baggage do not varj In
form from those used by transfer companies in other cities.
The method of issuing the checks when baggage is received
and taking them up when the delivery is made is the same
as that in vogue on steam railroads. In addition to the check.
however, the electric railway company has a baggage way-
bill and receipt which latter it is necessary for the recipient
of baggage to sign before the delivery is made. This latter
provision is merely a safeguard that the company has found
advisable to adopt.
SPECIAL SIGNALS AT CAR HOUSES.
On high-speed interurban roads and even in the suburb-
an divisions of city systems it is often necessary to inform
motormen of changes in operating conditions beyond cer-
tain points in the line which might otherwise be passed at
too high a speed. Unless some kind of special signal is
in service, the delay incurred in stopping for orders may
lengthen the schedule unduly, or in the absence of accurate
information as to the track ahead a car may be run too
rapidly for safety. If the schedule does not require motor-
men to stop regularly at all car houses it is highly impor-
tant that some simple means be installed to signal approach-
ing cars or trains that something unusual is afoot.
This can readily be accomplished by the use of incandes-
cent lamps mounted in waterproof boxes over the track to
be governed, colored glass being set in the front of the box
to give the indication desired. By connecting four lamps in
series in the box. grounding the last lamp terminal, running
the other side of the line to the car house office and connect-
ing it with the trolley through a fifth lamp and single-pole
switch, a simple and reliable hand signal is made available.
The fifth lamp should either be labeled with a pilot desig-
nation or glassed with the proper color to avoid mistakes in
setting the signals. Several of these lamps and switches
mounted on a common slate panel close by the window and
private telephone enable the approaching cars to be con-
trolled with ease from the office.
In a recent installation of this kind the car house and
shops were located near the bottom of a steep hill and to
avoid the danger of a collision between an approaching car
and any other car which might be standing at the time on
the main line in front of the car bouse, a yellow caution
signal of four lamps was installed at the top of the grade,
the fifth lamp and switch being in the office. To bring any
approaching car to a full stop outside the shops a couple of
lamp signals were mounted over each track, the red in-
dications being controlled in the above-mentioned way from
the office panel board. On this particular road cars do not
stop at the shops without special signal. Although the line
is double-tracked, there are places upon it which an
narrow to allow the simultaneous passage of cars and the
largest snow plows used on the road, so it has to be op<
as a single-track line in certain places at times. On-
these sections of too limited clearance begins near the sho] s,
and to warn motormen of the presence of plows a four -I
blue signal is installed, the control being in the office along-
side the other switches. The reduction of one stop l
the schedule, saves the power cost of accelerating from a
standstill and the wear and tear of braking. The lai
do not consume current except while signals are needed, and
as someone is on duty all the time at the shops, thi
Hon is a matter of no trouble whatever.
390
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 12.
EXTENSION OF A PIONEER SINGLE-PHASE LINE IN
CALIFORNIA.
The very satisfactory traffic, both freight and passenger,
which the Vallejo Benicia & Napa Valley Railroad Company
has enjoyed since it began operating some two years ago has
warranted the construction of an extension of the line which
will more than double the territory served. The San Fran-
cisco Vallejo & Napa Valley Railway Company has recently
been organized to build the extension, the grading for which
is now practically completed. When the new track is in opera-
tion the company will be able to offer excellent service from
San Francisco by steamer to Vallejo, thence by the present
single-phase electric line to Napa, 17 miles, and by the new
extension, 18 miles, to St. Helena.
Track and Roadway.
This extension from Napa to St. Helena will serve aD
especially fertile and well-populated valley, the terminus,
St. Helena, being a well-known health resort with a perma-
nent population of 2.500 people. The roadbed as now graded
is practically tangent for the entire distance. The company
has a private right of way and the maximum grade is one
of but 1.28 per cent for a distance of 1,000 feet. In the
entire 18 miles the rise is only 245 feet. The track is of
standard construction, with 60-pound rails, and rock ballast.
Continuous joints are used, bonded with 10-inch "Protected"
rail bonds with %-inch terminals.
Japanese Oak Ties.
It is interesting to note that the ties for the extension
were purchased in Japan. They are Japanese oak with 9-inch
bearing faces, 6 inches thick and 8 feet long. It is said to
be practically impossible to purchase for quick delivery
oak ties at any reasonable price. For this reason redwood
is generally used. It was found possible to purchase the
Japanese ties which are cut from firm oak at a price even
less than that paid for local redwood.
Electrical Construction.
The overhead construction for the new line will be simi-
lar to the present Westinghouse practice, comprising a No.
000 grooved trolley wire, supported by a catenary messen-
ger hung from large porcelain insulators, these, in turn, being
hung from .angle-iron bracket arms. The insulation is suf-
ficient for operating at 6,600 volts, but at present a voltage
of 3,300 is used. Current is collected by the standard West-
inghouse pantagraph trolley with flat sliding contacts. The
results obtained with this sliding contact trolley are said
to be very satisfactory; the wearing part, or contact plate,
is found to give service for about 30,000 miles. No delays
are caused by the trolley jumping the wire, neither is there
any attention necessary from the conductor.
It is thought that the present current-transforming ap-
paratus as installed at Napa will be sufficient to supply the
new extension. This installation includes two Westinghouse
motor-generator sets, each of 400-kilowatts capacity. Cur-
rent is supplied from the high-tension transmission lines of
the Bay Counties Electric Company, is stepped down to a
suitable voltage for operating the three-phase motors of the
motor-generator sets and these regenerate the power as single-
phase current, which is, in turn, stepped down by trans-
formers along the line and fed to the trolley wire at 3,300
volts pressure.
New Cars.
With the completion of the extension there will be put
into service eight new cars of the Pullman type, which are
now being built by the Niles Car Company. Two of the new
cars will be of the combination type with baggage and smok-
ing compartments. Each car will be 56 feet long overall
and 9 feet wide over sheathing. The vestibules will have
swinging doors to form motormen's side-cabs when desired.
The interior finish of the car bodies will be mahogany with
an Empire-type ceiling and lamps concealed by inverted holo-
phane bowls. The seating capacity of each car will be suf-
ficient for 64 passengers.
The car bodies will be mounted on Baldwin M. C. B.
trucks with steel-tired wheels. All the electrical equipment
will be supplied by the Westinghouse Electric & Manufac-
turing Company. Each car will have a quadruple equipment
of No. 132A motors (100 horsepower), an oil-cooled auto-
transformer, and control apparatus for double-end single-car
operation or for multiple-unit operation. To facilitate train
operation Gould automatic couplers and Westinghouse A. M.
M. air brake equipments with graduated release and quick
recharge will be used.
SAFETY OF ELECTRIC LOCOMOTIVES.
At a meeting of the New York Railroad Club on March
15, 1907, Frank J. Sprague in discussing the recent Wood-
lawn wreck on the New York Central & Hudson River road,
spoke in part as follows:
There was enough power concentrated at the head of this
ill-fated train to account for almost anything if not intelli-
gently handled, and yet the same wreck might have occurred
whatever the power used. Of course the "deadly third rail."
or the use of the direct instead of the alternating current,
had nothing whatever to do with this disaster. There were
no electrocutions, and what fire there was, whatever the
cause, occurred directly over the broken connection of a
pintch gas tank and was quickly put out. There is not the
remotest evidence that the third rail caused even this slight
fire, but there is plenty of evidence that this particular third
rail was instantly automatically cut out of service, and that
it was impossible to restore it until the wreck was cleared.
Now a word as to this particular electric locomotive, and
what is uppermost in every man's mind, because of this ac-
cident. As to the machine itself, I feel, and believe that its
designers and builders can feel pride in its construction and
general performance. Neither its low center of gravity, nor
its rigid wheel base, both so gravely referred to in "scientific"
articles, were the causes of the accident. Under the existing
circumstances perhaps I can only refer to this unhappy affair
negatively rather than affirmatively for the various investiga-
tions which are under way, and the relations of railroad offi-
cials and engineers to the matter forbid my expressing af-
firmative opinions. But there are some things I think I know,
and so far as they affect the design of these locomotives, my
practical comment is that I take every opportunity to ride in
them, and I doubt if there is an engineer on the road who
has been employed in driving them who would not prefer a
berth in their cabs than in that of any steam locomotive on
the New York Central.
A paper was also presented by W. J. Wilgus, vice-presi-
dent of the New York Central & Hudson River, in which ho
said:
Recently very elaborate calculations have been made by
the engineers of the two manufacturing companies and of the
railroad, and also by Professor Swain of the Massachusetts
Institute of Technology, demonstrating the correctness of the
conclusions reached as a result of the practical tests above
described, as to lack of any undue effect upon the track, and
also as regards favorable comparison with steam locomotives.
These calculations have of course taken into account the
height of center of gravity, as well as all of the other ele-
ments that have to be considered in connection therewith.
As to the reflections on the installation regarding the
use of the third-rail direct-current system, I cannot too em-
phatically state the untruthfulness of the articles that have
appeared to the effect that the third rail had something to do
with the cause of the wreck and injuries to passengers. As a
matter of fact, the third rail worked perfectly as to the auto-
matic cutting off of the current by the circuit-breakers and
the insulation of the rail from contact with equipment and .
passengers. All of the evidence before the coroner and board
of railroad commissioners shows conclusively that the third-
rail system in no manner had anything to do with the acci
dent or the results that followed it.
In ending I would like to state that during the searching
investigations of the railroad company and also by the cor-
oner's jury and the board of railroad commissioners, nothing
has yet developed that shows that the electric installation
was in any way, shape or manner responsible for this great
disaster.
March 23, 1907.
ELECTRIC RAILWAY REVIEW
391
EXPERIMENTS WITH CONCRETE TIES.
At the annual meeting of the American Railway Engi-
neering and Maintenance of Way Association at Chicago, on
March 19, 20 and 21, the committee on ties presented a re-
port which contained some information on concrete ties. As
the American Street & Interurban Railway Engineering As-
sociation has issued a circular on concrete railway ties, which
was published in last week's issue of the Electric Railway
Review, an abstract of that portion of the report of the tie
committee of the American Railway Engineering and Main-
tenance of Way Association which refers to concrete ties is
published herewith.
The committee calls attention to three elements very
necessary to remember in the consideration of designs to re-
place wood ties:
(1) An efficient method of fastening the rail to the
tie. This is a problem present with the wood tie also, if
the life of the tie be considered.
(2) The requirement of a considerable measure of
elasticity in any tie. There is always a tendency of the
ballast to become unstable and the track to become center
bound, and the wooden tie has met the condition, because
it is elastic. Neither the steel nor concrete tie offers the
same elasticity, and either will require greater care in
track surfacing and maintenance.
(3) No metal tie has yet been designed that offers a
satisfactory method of insulation, and this, of course, is a
serious objection in view of the rapid increase in installa-
tion of block signals. It will be found necessary, doubtless,
to use fiber as an insulating material, and that wears so
rapidly that it will be a source of considerable trouble and
expense to attempt to maintain insulating pieces on each
tie. Concrete is almost an insulating material and it will
probably be practicable to design a concrete tie that will
overcome this difficulty. On the other hand, the construc-
tion of such a tie will require a great deal of care to pre-
vent contact through the metal reinforcement.
Reinforced Concrete Ties.
The committee presents a report made to J. W. Ken-
drick, second vice-president of the Atchison Topeka & Santa
Fe Railway System, on "Reinforced Concrete Ties," by
E. O. Faulkner, in November, 1904:
HARRELL TIE.
This was perhaps the first type of reinforced concrete ties
used In America. Thirty were inserted in the Pennsylvania
Company's track in 1899, near the Union Station. Chicago, the
concrete being molded around a truss of 1-inch rods put to-
gether like a trussed brake beam. From first to last they
were in service about 17 months, the last tie being taken out
In the fall of 1900. Shortly after they were first laid, single
ones had to be removed, and this continued at intervals until
all were taken out. Some broke in the middle, others gave
way at the fastenings or under the track rails, so that toward
the end, oak ties had to be sandwiched between them to help
out. Later on Mr. Harrell made a number under what he
claims to be a better pattern so far as track fastenings, etc.,
are concerned, and 10 were placed in a switch track of the
Western Foundry & Steel Company at Hegewisch, 111., in
August, 1901. Three have since been removed on account of
a car derailment breaking them; the rest are still in service
In good condition, but being in an industry sidetrack, there Is
no strain or service test, and under these conditions they should
last for many years.
KIMBALL TIE.
This consists of two concrete bearing blocks shaped like a
pole tie, each 3 feet long, 9 Inches wide, and 7 Inches thick,
joined by two 3-inch channels, 2 Inches apart, placed back to
back and molded In the concrete, the bearing of the rail being
taken by a cushion block of white oak, 3 inches thick. 9 inches
wide, and 18 Inches long, secured to the concrete base by bolts, the
track rail being spiked to these blocks In the usual way and
elm plugs set In the concrete to take care of the additional
length of spikes.
Two were Inserted In the Pere Marquette tracks at Saginaw
In 1900. the blocks being held together by a piece of scrap
rail; later, one was taken out and sent to the Roadmasters'
convention in Milwaukee In the fall of 1901. It was put in
the track In one of the local yards, and has since been lost
sight of. The one still In service at Saginaw I found In good
condition, excepting that one of the cushion blocks was badly
cracked and would soon need renewing. Before being used
these blocks were treated with Avenarius Carbollneum. There
was some rust on the old rail connecting the blocks, but noth-
ing to hurt. Two others were inserted in the Saginaw yards
in the fall of 1901, but were afterward taken out, though for
what reason I could not learn. Eight more were put in the
main track at Saginaw; these I found still in service and In
good condition, some of the cushion blocks being somewhat
sun checked; on removing the ballast from one or two ties I
found very little rust on the connecting bars, the spikes were
holding all right, and the ties looked well, but the test is not
in sufficient numbers to warrant any practical conclusion. The
ballast was gravel, and there were no cracks in any of the
concrete blocks. Another tie was laid in the Port Huron yard
In 1902, but no one knows where it is, or what has become of
it. Two were laid in the Walkerville yard, and two near Pel-
ton, Ont., in September, 1903. I am told a derailment occurred
on the yard ties, the wheels passing over the wooden cushion
blocks without damage, excepting that some slivers were broken
off where the first wheels struck them. Ten were also fur-
nished the Nickel Plate in 1903, eight of which were laid east
of Euclid avenue station, Cleveland, and two broken. I did
not look up any of those inserted in 1903, as the time is so re-
cent. There were 30 furnished the Grand Rapids electric rail-
way for street car use, also one to the Detroit United Railway,
which was put in at Gross Point. In 1902, 3,400 feet of the
Pere Marquette track in Jefferson street, Bay City, was laid
with these ties without the connecting channel bars, the two
blocks being laid in cement up to the level of the top of the
rails. This piece of track has been widely advertised, and is
in good condition; but where railway tracks are laid in cement
and In paved city streets it cannot be considered a test, so far
as concrete ties for ordinary use are concerned.
ALFRED TIE.
This is one designed by the then chief engineer of the Pere
Marquette. Fourteen were put in near the Kimball ties at
Saginaw, Mich., in November, 1902, as an experiment, and all
removed early in 1904 on account of breaking between rails,
the design being faulty. Nine of a new pattern were inserted
in the same place in the summer of 1904; of these one is
broken close to the track rail and several others already show
signs of rail cutting, there being no cushion or protection be-
tween the base of the rail and the top of the tie; one has
cut in % of an inch in three months, others nearly as
much. Ten were laid in September, 1904, at Wixom water
tank, where engine fires are cleaned, and wooden ties destroyed
by cinders. These 10 are said to be in good condition; it was
dark when we passed, so that I could not see them personally;
214 more were laid in a sidetrack opposite Saginaw passenger
depot in October, 1904, and immediately after laying them a
ditch for a drain pipe was dug parallel to the track, within 6
inches of the ends of the ties. Of 87 alongside the ditch, 56
were cracked or broken, some in two or three places, and of
the remaining 127 away from the ditch, one was broken close
to the inside rail. The ditch extended for some distance,
where there were wooden ties in the same track, but none of
these were damaged by reason of its location.
BURBANK TIE.
The reinforcement consists of an iron plate and a twisted
bar of iron, bent at each end and welded to tie plates, which
rest on wooden blocks and support the track rail. I was told
there were 147 in the Hecla Mining Company's track, near
Bay City, Mich., and two in the Hecla Belt track at one of
the crossings in the outskirts of the city. I could not go per-
sonally to the mining track, but sent another man, in order to
learn how the ties looked; he has since advised me that he
could not find a concrete tie in any mining or belt crack owned
by the Hecla company, excepting the two spoken of, and these
I found myself so badly broken after three months' service of
switch trains that there is no question about the design being
defective. HICKEY TIE.
The reinforcement here consists of T& feet of scrap track
rail imbedded in the concrete; outside of this the other features
of the tie have been changed from time to time as defects de-
veloped. First, the rail fastenings were improved, then it be-
came apparent that on account of track rail cutting into the
concrete, some protection had to be furnished, and a tie plate
was tried. This has proven Insufficient for the purpose, and
Mr. Hlckey now says a larger cushion of metal or wood must
be placed between the rail base and the tie to prevent rail cut-
ting. He has a number inserted in St. Thomas yard (On-
tario), also 10 at Klngsmill, east of St. Thomas, In Michigan
Central main track, under heavy service, and 6 at Taylor;
in all between 35 and 40 ties, most of them having been in
over two years, and one, still in good condition, three years.
The greater portion are more or less cracked, and some broken,
but Mr. Hlckey says he will keep on experimenting, and hopes
yet to be successful. He is the general roadmaster of the Mich-
igan Central lines in Canada. No derailment has occurred so
far on these ties.
BRUNSON TIE.
The reinforcement here consists of some small strips of
Iron, surrounded by concrete, wooden plugs being molded in the
concrete in which to drive the spikes, the track rail resting
directly on the concrete. Nineteen of these were laid In Chi-
cago Junction Railway stockyards tracks in September, 1904,
near Forty-first and Halsted streets. Chicago. Two months
after service I found cracks between the rails In 14 out of the
19. some being cracked in two places. The rail was also
beginning to cut into some of them, especially joint tle3.
Nothing but slow switch train movement passes over them, and
392
while this is heavy, it can scarcely be said that the test is
sumcient to establish the value of the tic. No derailment ha*
vol occurred on any of them.
SEELEY TIE.
Thi* was a concrete tie without any reinforcement what-
ever the only iron used being the bolt going: through the con-
crete for rail fastenings. Ten were p aced In ^e tracks of
moved long before this. „»ttw4v tvst
COLORADO & SOUTHERN RAILWAY TEST.
In the summer of 1901 the officials of the Colorado & South-
ern Ralwav had three ties made and put in the yard at Argo
on the outside of the tie to withstand any such shock.
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 12.
AFFLECK TIE.
was placed in a sidetrack at Dune fariv. ™ cracked
took them out and put 15 others in in June 1904 The e
given fair satisfaction. Pittsbur" are also testing
The P-g^^^ti^Sr foflM bbe1nrP^ced l» the
this same tie. S7 out ot an °Ta*' 1Qn, t examined these
main line at Emsworth, Pa"'n .O^'nd found £? marked for
with the roadmaster a m0"thJ^ntfca„d another one has a
removal before the close »f '^^'b X"^ track where
broken en* They are on took « ^£"* nmning OVer it.
^lonSsTefni^vidS too severe for the tie in its pres-
ent shape. BUHRER CONCRETE TIE
Sa°ndu~sky Water Worlte ^mpanj . «d~ 11. «*-*"
^Verf^rt^d1^-^ of which IS failures have been re-
ported; and 2.415 were "«2S5rS.^to«L This is the most
the failures are on the Pennsj lunia im favorable
successful of all concrete ties J *fe ^ *££ T saw marks
conditions it certain y makes ajtae took.n „ track ment at
^ilwauSe^e^heS^f'one-^aving passed over several
curred, no damage being done tc the tiesL
been satisfactory, and it ms not P™P°S«U £h Pennsyivania
ties. Of the tatter, Z« w Emsworth, Pa., which were
for insertion in the main tracn. " 100 ere
all put in by March. 1904 In June of same > ««>• ■ of
replaced, and on November 1 > J0"0™* * ace broken ones,
new ones standing on the sidetrack to j. December.
fact that the rock ballast is so Wdt afe ng QVer
way to the movement of the tie* * »en this very
them, while the sra^k Shore & Michigan Southern. These
clearly while on the Lake bnore ,« mentioning, yet if
The^tre^h^T chinas nfgrUer than that of its weakest
link • the failures of these lies in rock ballast and under heavy
service must materially limit their value, irrespective of sue-
cess under more favorable conditions.
CHICAGO BURLINGTON & QUINCY RAILWAY TEST.
The engineering department of the Chicago Burlington &
Quinc/at ChTcag^is engaged in a series of teste - «*»*™-
concrete ties having placed a number in a sidetrack at Hawthorne
near Chicago about two months ago. The time is yet too recent
W prove anything, but as the officials are proceeding in a careful
and practical way. the result should go far "establish the
possibility of ultimate success in reinforced concrete ties. I be
neve however, they will yet have to make further changes in their
design to accomplish this.
ULSTER & DELAWARE TEST.
A number of reinforced concrete ties were placed in the Ulster
& Delaware track near Rondout. N. Y.. in the summer of 1904
t account o.'thrsatisfactory service of <%£*£*£*££&
in May. 1903. Tieplates 8 by 9 inches. *t inch thick, are set in tne
concrete and support the track rails, which ««**»■**
bolts coming up from below the reinforcement; this latter con-
sists of a piece of angle iron set in the concrete, the edge coming
within H fnch of the surface. The first derailment on these ties
w!u severely t«£t them, as there is no support for the corners.
Thfhr^a^?wn?dtShreefmakes of concreie ties besides those
mentioned, which have been put into service on a few other roads
Turin" the past summer, but as the locations were somewhat
scattered and the experience too recent to expect any result. I
did not visit them.
REINFORCED CONCRETE TIES ABROAD.
If there is one continent more than another where we might
expect to find concrete ties it is in Europe, where wood is scarce
and costly, but so far as I can learn only chree tests have been
made abroad up to the present time, and they are as follows.
SARDA TIE.
The reinforcement here consists of five metal plates placed
vertically in a mold, held by thin bars or wires and ■ ~™?-t Poured
in around them Four were inserted in October. 1900 near
Bordeaux3 and" the summer of 1902 there were more , laid, a
=ii~ht change being made in construction so that rail fastenings
coufd be recced without damaging ties. Felt tie plates MU inch
thick were placed between tie and rail to reduce the shock, but
within a vear these had worn so that they could not be found.
The greatest rolling weight was 14 tons on a single pair of driv-
ers The weigh of the tie was 308 pounds and the cost in our
monev $'S0 each Some of this make of ties were also inserted
m toe tr'amwav company's track at Perpignan. France and also
some in the main track of the Northern Railway of Spam, but
no reports are obtainable as to results. The chief engineer of
"he F?ench state Railways says the experiment is too recent for
definite conclusion, and that as the usual life of wooden ties Is
fifteen vears. a long time must elapse before conclusions can be
reached as to whether cement is superior to wood in its power
to resist shock, atmospheric changes, and other conditions, and
further that so far as economy in track labor or material is con-
cerned none "will be effected unless the cost of concrete ties can
156 SEATS' Beron Railway (1-meter ,auge> has been ex-
perimenting- with a reinforced concrete tie consisting of three
TrusTes of steel (18% pounds), a plug of hardwood being im-
bedded in the concrete to hold rail fastenings. The weight of
the tie (length 5 feet 11 inches) is 232 pounds, and a layer of
wood or felt* is placed on top of the ties ™*«' *« ™^°olle»^°
vibration Sixty were inserted in March. 1903. at Re\ol, and
a t another place a stretch of track has concrete ties , alternating
witn ordinarV wooden ones. This gives no test worth j nything.
but in April 1904. all were said to be in perfect condition and the
*~Sr&Z2£tt2tt» state railways -ear^BHesen is
K*^gtf?*3S. raT^irV fixed" tTthe^ ^arftuion^
tockmg device in which the grip between the tie hooks and he
,1 car has passed over it, the claim being made that this action
-iveTan e^7ic7tv to the roadbed necessary for economical
Senanco^f equipment. The ties were laid in September. 1897.
,-H „,„ enid to be still in good condition.
In'lta'v en the Adriatic Railway, experiments have been under
wtv for some vears. so that in 1900 a number of ties were put in
Irlice it or near \ncona. and. according to latest reports were
ser\ice at or near --"ij."'1 • „Pnenl but is all the informa-
STf c^nd4terVThe ti "wligh PaCrsob pounds and costs $2.30.
On the "French railways' in Cochin China a number of cott-
on tne pxeuu* «j navlng an inverted T section with
crete .es are said to be ,n use ta^.n, ^^ ^ (prac_
?Saflv ifi ?-beiml but \hT number said to be in service is so
■ ""■ th"t wouTd'not care to quote the statement without bet-
ter authority, which is not available just now.
The following additional data have been obtained by
the committee from other sources:
PERCTVAL TIE.
„„-,%? fe£?=xs zsss. s.srj.K r-^ss
March 23. 1907
ELECTRIC RAILWAY REVIEW
393
cushion and relievos the concrete from the severe action of the
metal rail of limited section which would readily work into it.
A test of these ties in a road of heavy traffic has shown good
results for two months. It is not possible yet to tell what the
value of the tie will be.
CHENOWETH TIE.
This tie is a simple bar of concrete of the same size and
uniform section as the usual wooden tie, the reinforcing material
being a winding woven wire sheet, wound in circular manner.
The wire used is No. 16 with a %-inch mesh.
The rail is supported upon a shim of wood acting as a tie
plate, through which bolts are set with threaded top. The bolts
are set in a similar manner to stone bolts. Th° clip is used to
fasten the rail in place, in a manner similar to the method used
in other types of manufactured ties. The ties have been in
only a short time, and no results are yet manifest.
HEARING ON MILWAUKEE ELECTRIC RAILWAY SERV-
ICE IS RESUMED.
The investigation of the Wisconsin railway commission
into the service of the Milwaukee Electric Railway & Light
Company was resumed in Milwaukee on March 19. An ac-
count of the previous hearing was published in the Electric
Railway Review of March 2, 1907. John I. Beggs, the presi-
dent of the company, appeared before the commission and in-
dicated the new lines and extensions which, in his opinion.
should be built eventually to accommodate the growing
traffic.
Mr. Beggs stated that the service is being improved
constantly and that extensions are being made. He an-
nounced that the company has acquired nine acres of the
shooting park and other property at Thirty-eighth and Vliet
streets on the State street line, and that large car shops will
be built there so that the company can manufacture its own
equipment. These shops will replace the Kinnickinnic shops,
which will be abandoned. Mr. Beggs said that the Fond du
Lac avenue line would probably be extended to the city
limits within a year. When this extension is built a large
car house will be erected. Thirteen new cars were added
last October to the company's equipment, 15 were added in
December and 19 in January. These were the last of 100
cars ordered two years ago. Mr. Beggs said that the service
appears to be improved now in comparison with November
and December because during the short days of those two
months people were inclined to crowd on the first cars, but
as the days grow longer people were disposed to wait a few
minutes for comfortable places.
The expenditure of money on improvements, Mr. Beggs
said, is one of his methods for saving bankrupt properties.
and he has "provoked people to ride" by improving the ser-
vice, so that the traffic in Milwaukee has increased from 9 to
10 per cent per annum as compared with a 4 per cent in-
crease in population.
In referring to the decline in the bonds of the company,
Mr. Beggs said: "If the present craze continues it will be
very difficult for any public utility corporation to continue
its improvements." Mr. Beggs added, however, that he
thinks there is no danger of a panic.
Abuse of Transfer Privilege.
The city attorney, John T. Kelly, suggested a double
transfer system on the north side and Mr. Beggs replied
thai a single transfer was bad enough. Hi' Bald that club-
men boasted of petty larceny in detailing how they had
made a round trip for one fare. Mr. Beggs. as an insta
showed how a business man might take an Oakland avenue
car and get a transfer south on the Farwell avenue line at
Brady street and Farwell .-i\'' at, his lunch, and then
return down town on the same transfer. Other transfer
3 where the Bame difficulty has been experienced wen
mentioned by Mr. Beggs, who said that the company has no
method of keeping a check on transfers and that thousands
of fares are lost every day. Mr. Beggs added thai
though empty cars are in sight, people will frequently over-
crowd cars on the chance that their fares will not be col-
lected.
All complaints regarding the service of the company are
referred to Mr. Beggs and investigated. Mr. Beggs said that
he replies in person to 90 per cent of the complaints. "1
try to be the worst crank on our system," he added. He
said that conductors are instructed to sweep the cars at the
end of runs. Ventilation is a problem, as it is difficult to
suit all people.
In comparing air brakes and hand brakes Mr. Beggs
said that air brakes are used on the St. Louis roads because
the cars are heavier in that city than in Milwaukee; and ail-
brakes are used on the interurban lines near Milwaukee
because of the high speed at which the cars are run. He
favored the continued use of hand brakes on Milwaukee
city cars because he believes the air brakes would get out
of order. Mr. Beggs spoke also of the flat wheels caused
by the use of air brakes. There were 75 flat wheels on 25
interurban cars in December and 22 on 400 Milwaukee and
Racine city cars: in January there were 92 flat wheels on
interurban cars as compared with 2S on Milwaukee and
Racine cars; and in February 72 flat wheels on interurban
cars as compared with 24 on the city cars.
New Form of Transfer.
At the hearing on March 20 Mr. Beggs said that a new
form of transfer is being prepared which will have the full
date prmted upon them. The transfers which are in use
now do not bear the name of the month.
A statement was filed by the company showing an in-
crease in the number of cars operated of 73 from February
28, 1906, to February 15, 1907. The total number of cars
operated on the latter date was 503.
W. B. Tarkington, the superintendent of transportation,
explained the difficulty which the company meets in providing
men with sufficient regular work to maintain a force large
enough to operate all the cars during the rush periods. On
March 15 1,062 men were employed, with 40 in training.
Three hundred had been employed by the company since 1901.
400 from 1901 to 1905. inclusive, and 320 since 1906. Five
hundred and forty-six were employed in 1906, of which a
large number resigned.
On March 21 the city attorney announced that he will
introduce testimony on the subject of air brakes from Bion
J. Arnold of Chicago at a subsequent hearing. X. A. Chris-
tensen testified regarding air brakes. The commission will
hear the arguments in the case at Madison. Wis., on April 23.
BUFFET SERVICE OF THE FT. WAYNE & WABASH
VALLEY TRACTION COMPANY.
During the past year the Ft. Wayne & Wabash Valley
Traction Company has provided a buffet service on its lim-
ited cars operating between Ft. Wayne and Indianapolis.
Ind. The service has heretofore been conducted under the
supervision of the operating officials, but on March 1 of this
year the buffet concession was let to Mr. E. J. Longfield,
a Ft. Wayne caterer, who has other similar concessions in
his home city. Under Mr. Longfield's direction the service
will be more elaborate than has heretofore been furnished
and a large and varied menu will be provided, on the a la
carte plan. No spirituous liquors are to be sold.
The buffet compartment is located between the parlor
and smoking compartments of the car and is equipped with
shelves and cupboards for the storage of provisions.
An alcohol vapor stove is provided for cooking purposes.
One attendant who acts as cook and waiter accompanies
the car. At present only one buffet car is operated, but it
is expected that later in the season another car will be
added. "Under the present schedule the car leaves Ft.
Wayne dally at 9:20 a. m. and returns from Indianapoli
7:40 p. m. The running time between the two cities is four
hours and 20 minutes.
394
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 12.
TRAIN DISPATCHING ON THE LIMA & TOLEDO
RAILWAY.
The Lima & Toledo Traction Company has recently
made many changes in its method of dispatching trains
by telephone and in the fixtures provided for the dispatcher's
office at Lima. Ohio. The movement of trains on the sev-
eral divisions of the railway operated by this company
are now directed from the office located in the tower of
the new office building at the intersection of North Main
street and Grand avenue.
The dispatcher's desk which is herewith shown was
made under the directions of Mr. J. E. Cochran, electrical
engineer of the company. It contains many original fea-
tures designed to facilitate and simplify the dispatching
of trains on the several divisions operated by the company
and to provide ample room for the train-sheets and other
forms essential in recording the movement of trains.
The desk is made of oak and is so constructed that it
occupies but a small space in the corner of the dispatcher's
room. The top, which is 30 inches above the floor, is L-
shaped, the respective wings being 4 feet long and about
3 feet wide. At the rear a box-shaped back is raised 12
inches above the surface of the table. Mounted on the
used when the regular apparatus is out of repair, or when
it is necessary to have more than one dispatcher at the desk.
In addition to the company's own telephones there are
provided in the office two public telephones, the Bell and the
Home, which have local and long distance connections. These
are used only in cases of emergency or when the company's
wires are not in good working order. Each substation is
also provided with the long distance connections which ena-
ble the attendants to quickly get into communication with
the dispatcher in case of an accident or other unusual occur-
rence.
Dispatching Lines.
The dispatching wires of the Lima & Toledo Traction
Company are about 140 miles in length. These wires are
strung on pony-groove glass insulators and are transposed
every 800 feet on double-petticoat transposition insulators.
No lightning arresters or ground wires are used. The wires
are strung for a greater part of the distance within five feet
of the high potential, 33,000-volt transmission line and less
than 16 inches from the 600-volt feeder cables. The fact that
the lines are seldom noisy, are never disturbed by induc-
tion and are not interrupted by grounds and short circuits
indicates that they are firmly constructed and well insu-
Lima & Toledo Traction Company — Dispatcher's Table and Switch- board in Office at Lima, O.
back are eight sets of magneto bells which are used in
place of the usual switchboard drops to indicate that a call
is being made. Under these bells are switch-line taps by
which the various lines can be connected. Inside of the box
at the rear of the' table are located the batteries, and genera-
tors used on the various lines leading into the dispatcher's
office.
On the surface of the table and arranged along the front
where the two wings join are eight two-way cams and eight
plug taps. These from left to right are connected direct
to the line circuits respectively as follows: (1) Ft. Wayne
division; (2) city ticket office; (3) general manager's office;
(4) master mechanic's office; (5 and 6) future extension;
(7) Columbus & Lake Michigan (steam) division; (8) Toledo
division.
By the use of the cams and plug taps any two or all
of these divisions can be connected and communication be-
tween the various offices established. By means of small
split switches either the Holtzer-Cabbot automatic generator
or the hand magneto generators, both of which are pro-
vided, may be used by the dispatcher in placing calls. The
switchboard fittings are all of the Kellogg type.
The dispatcher is provided with the regulation telephone
head-gear and receiving trumpet and an adjustable mouth-
piece. There is also provided at either side of the dispatcher,
as he sits at the desk, a desk telephone set which may be
lated. At sidings and intermediate points, where jack-boxes
are located, double-pole switches are provided for testing
out line troubles should they occur.
Dispatching Methods.
The Lima & Toledo Traction Company operates electric
cars over three separate properties: (1) the Lima city divi-
sion, (2) the Ft. Wayne division, (3) the Toledo division, and
steam trains over the Columbus & Lake Michigan Railroad.
The movement of trains over these various divisions is di-
rected by telephone from the Lima office.
All substations and principal agency stations on the
electric divisions are connected by telephone with the dis-
patcher's office. Telephone jack-boxes are stationed 20 poles
apart along the entire length of the railways and three addi-
tional boxes are provided at switches where cars are sched-
uled to meet. This provision for the train crews to get in
touch with the dispatcher's office at frequent intervals makes
an ideal condition for the operation of cars.
The method of dispatching cars as practiced on this
railroad does not vary to any extent from that of many
other interurban lines in the central states. The standard
train-sheet and train order blanks are used.
Before leaving a terminal station the motorman obtains
written orders either to run on his schedule or to report for
orders at a stated siding. The method of obtaining orders
at other than the terminal stations varies somewhat from
March 23. 1907.
ELECTRIC RAILWAY REVIEW
395
that of other railways. When a motorman gets into com-
munication with the dispatcher he reports his train number,
motor number and the number of the siding from which he
is talking. He is then directed either to take a siding, to
wait for a train which he is to meet or to proceed on orders
that are then given. In receiving running orders the motor-
man stands at the telephone and the conductor, with an order
blank in his hand, stands immediately behind him. The
motorman repeats the orders as they come to him over the
wire and the conductor writes down the orders as they have
been repeated. The motorman then takes the train order
and reads to the dispatcher what has been written. If the
order as copied is correct he is given an "O. K.," the time,
and the intials of the dispatcher, all of which are written
on the order. The order is then posted in the cab and the
train proceeds in accordance therewith.
SHELTER SHEDS ON THE ILLINOIS VALLEY RAILWAY.
CENTRAL ELECTRIC RAILWAY ASSOCIATION COMMIT-
TEES APPOINTED.
President H. A. Nicholl of the Central Electric Railway
Association has appointed the following standing committees
for the current year:
Committee on "Lighter Car for Interurban Service": R. C.
Taylor. Indiana Union Traction Company, Anderson, Ind,:
W. H. Evans, Indianapolis Traction Company, Indianapolis.
Ind.; G. E. Tracy, Cleveland & Southwestern Traction Com-
pany, Kamms, O.; W. P. Jackson, Central Market Street
Railway. Columbus, O.
Committee on "Express Company Contracts with Interur-
ban Railways": A. A. Anderson, Indianapolis Columbus &
Southern Traction Company, Columbus, Ind.; George Whysall,
Columbus Delaware & Marion Railway, Marion, O.; F. D.
Carpenter. Western Ohio Railway, Lima, O.
Subject Committee: E. C. Spring, Dayton Covington &
Piqua Traction Company. West Milton, O.; J. L. Adams, Indi-
ana Columbus & Eastern Traction Company, Dayton, O.; J
C. Rothery, East Liverpool Traction & Light Company, East
Liverpool, O.; Thomas Elliott, Indiana Columbus & Eastern
Traction Company, Cincinnati, O.; C. F. Smith, Findlay Bowl-
ing Green & Southern Traction Company, Findlay, O.
Insurance Committee: H. N. Staats, Cleveland, O.; H. .!.
Davies, Cleveland Electric Railway, Cleveland, O.; Harrie P.
Clegg, Dayton & Troy Electric Railway, Dayton, O.
Finance Committee: C. N. Wilcoxon, Cleveland & South-
western Traction Company, Kamms, O.; George Whysall.
Columbus Delaware & Marion Railway, Marion, O.; Thomas
McReynolds. Kokomo Marion & Western Traction Company.
Kokomo, Ind.; W. B. Wright, Indianapolis & Cincinnati Trac-
tion Company, Rushville, Ind.; H. E. Vordemark, Ft. Wayne
& Wabash Valley Traction Company, Ft. Wayne, Ind.
Standardization Committee: R. C. Taylor, Indiana Union
Traction Company, Anderson, Ind.; W. H. Evans, Indianapolis
Traction Company, Indianapolis, Ind.; F. Heckler, Lake Shore
Electric Railway, Fremont, O.; M. E. Baxter, Western Ohio
Railway, Wapakoneta, O.; W. A. Gibbs, Indiana Columbus &
Eastern Traction Company, Newark, O.
Publicity Committee: F. D. Norveil, Indiana Columbus
& Eastern Traction Company, Indianapolis, Ind.; George Davis,
Electric Traction Weekly, Cleveland, O.; Cale Gough, Street
Railway Journal, Chicago, 111.; L. E. Gould, Electric Railway
Review, Chicago, 111.; Mr. Grimes, Ohmer Fare Register Com-
pany, Dayton, O.
Transportation Committee: F. J. J. Sloat, Cincinnati
Northern Traction Company, Hamilton, O.; F. T. Hepburn,
Lima & Toledo Traction Company, Lima, O.; F. J. Stout,
Lake Shore Electric Railway, Norwalk, O.; Charles G. Loh-
man, Chicago South Bend & Northern Indiana Traction Com-
pany, South Bend, Ind.; F. A. Davis, Scioto Valley Traction
Company, Columbus, O.
The Levant Herald reports that the Turkish govern-
ment has prolonged the concession of the "SociCte des Tram-
ways de Constantinople" until the year 1993, and the company
has undertaken to substitute electric for animal traction, and
to construct within five years three new lines: To Pera, from
the Galata-Serai Tunnel; from Pancaldi to Tata via; to Stam-
boul from the Mosque of Faith. It has also undertaken to
double-track the present line from Galata to Ortakeuy.
The route of the Illinois Valley Railway is 40 miles long,
connecting the cities of Ladd and Seneca, 111., and passing
through the cities of Spring Valley, Peru, La Salle, Utica,
Illinois Valley Shelter Shed — General View.
Ottawa and Marseilles. The road serves a thickly settled
mining district which affords good patronage.
At many of the highway crossings the company has
erected shelter sheds. The design adopted for the construe
tion. of these sheds was obtained through a widely advertised
llinois Valley Shelter Shed — Section Above Seats.
competitive prize contest held some few months ago. The
type of shed chosen is practical and yet rather novel. The
floor covers a ground space 10 feet square and the shed Is
11 feet high to the peak of the roof and 7 feet 6 inches high
to the gables. It is constructed entirely of 2 x 4-inch timbers
and 1 x 12-inch boards. There are no side walls, but protec-
396
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 12.
tion from the weather is afforded by the arrangement of the
interior partitions. The shed is divided into four equal com
partments by these partition walls which radiate from the
center of the shed to its four corners. In each quarter of
the shed there is a smooth plank seat live feet long and one
foot wide. Other details of the construction arc shown in the
accompanying illustrations. It will be noted that in stormy
weather there are two compartments y.at will always offer
protection from the rain or snow. The roof extends a short
distance over the platform surrounding the shed.
STANDARD TRACK CONSTRUCTION IN PAVED STREETS
AT FT. WAYNE, IND.
The city council of Ft. Wayne, Ind., has granted the Ft.
Wayne & Wabash Valley Traction Company permission to use
four different types of track construction in the paved streets
of that city. The selection of a desirable type of construc-
tion to suit the conditions is left to the company as long as
the standards are adhered to.
The types as shown are to be made standard for 6-inch
and 5%-inch T-rails. Where the grade of the street is less
than one per cent either the sheet concrete construction of
Plan A or the crushed stone construction of Plan B may be
used. Where the grade is greater than one per cent the
concrete beam construction of Plan C may be used. The bill
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Standard Track Construction at Ft. Wayne, Ind.
of material per lineal foot of track for these three types of
construction is as follows:
Plan A.
Concrete, 215 cubic yards.
Nose blocks. 6.6.
Paving- blocks. 24.
Ties. 30 feet of 5%-inch rail, 1"
Ties, per 30 feet 7-inch steel, 8
Plan B.
Concrete, .088 cubic yards.
Crushed stone, .128 cubic yards
Nose blocks, Co.
Paving blocks. 14.
Tics per 30 feet 5%-inch rail, 1C.
Tile 30 feet per 30 feet of rail.
Plac C.
Concrete, ,204 cubic rard
Nose blocks.
Paving- block. 30.
Ties per 30 feet 5%-inch rail, 10.
Ti.-s, per 30 feet 7-inch rail. 8.
As is shown in the illustration either the Metropolitan
ive or the Metropolitan straight paving brick laid flat
may be used next to the rail.
Plans D and E show respectively the longitudinal section
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Standard Track Corstruction at Ft. Wayne, Ind.
-inch
of track through A-B with the suspended type of
joints and the guard-rail construction on curves.
Plan F shows the standard steel-tie construction for 6-
inch T-rails.
NEW POWER STATION FOR ROANOKE RAILWAY &
ELECTRIC COMPANY.
The announcement has been made by J. W. Hancock,
general manager, Roanoke Railway & Electric Company, that
this company soon will spend $225,000 for a new power
house, and $10S,000 for new cars and improvements to the
roadway and equipment.
The construction plans for the new power house have
been ready for some time, but the company has withheld any
announcement because it had not found any desirable loca-
tion for the plant.
A site of about 3V_ acres in Roanoke, Va., has recently
been purchased from the Norfolk & Western Railway Com-
pany. The new plant will be very favorably located on this
triangular plot between the tracks of the Tidewater Rail-
road, the Roanoke river and the Winston-Salem tracks of
the electric company. This location, which is near the cen-
ter of the city, affords excellent opportunity for obtaining
coal and an ample supply of condensing water.
The power house will be constructed of reinforced con-
crete throughout and have a floor space of approximately 100
by 150 feet. The general arrangement of the engines and
boilers will be similar to that of many of the large modern
stations, provision being made so that the capacity of the
plant can easily be increased.
At present five 400-horsepower boilers will be installed
and three turbine generating units. One of these will be a
1,500-kilowatt turbo-generator and the others will each have
a capacity of 500 kilowatts, making a total of 2,500 kilo-
watts as the capacity of the present plant. The turbines
are to run condensing, the Roanoke river furnishing an un-
limited supply of water.
The present capacity of the plant, it is believed, will be
more than sufficient to meet the demands of the street rail-
way, lighting and power purposes.
When the contemplated improvements have been com-
pleted, the management believe that for its size Roanoke
will have one of the best equipped power houses and street
railways in the country.
March 23. 1907
ELECTRIC RAILWAY REVIEW
3b7
FUEL TESTS UNDER STEAM BOILERS.
At a meeting of the society held March 20. 1907. Pro-
fessor L. P. Breckenridge presented a paper entitled, "A Re-
view of the United States Geological Survey Fuel Tests Under
Steam Boilers." The work of the testing plant was outlined,
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Figure 1.
Curves showing relation between combustion chamber tempera-
ture and the following:
No. 1 efficiency, 72*.
No. 2 CO in flue gases, samples taken in hood.
No. 3 per cent rated capacity of boiler developed.
Classified on combustion chamber temperature as basis.
and the many curve sheets presenting the results of some
500 separate tests were carefully explained. Walter T. Ray
and Mr. Kreisinger, who assisted in this work, also added
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COMBUSTION C«*MB[D TtMl'lRATURt ff )
Some of the special investigations made by the Boiler
division are given somewhat in detail in this paper. These
investigations are:
(1) Observation of circulation of water through the
water tubes of the Heine boiler.
(2) Experiments with a small multitubular boiler to test
the theory of heat transmission through boiler tubes.
(1) The observation of the circulation of the water in
the boiler tubes was made with a specially constructed cir-
culation indicator shown in Fig. 3. This apparatus consists
of a four-blade propeller revolving on an axis inside of a
boiler tube. To the hub of the propeller is firmly attached a
> HANO HOl-e COWCR
7
OflOPtLLtR
Figure 3.
Assembled view showing location of circulation indicator in
boiler.
glass commutator with a single copper strip which has a me-
tallic contact through the axis of the propeller with the boiler.
Every revolution this copper strip makes an electrical contact
with a steel brush which is insulated from the boiler. One
terminal of a low voltage battery is attached to the brush,
and the other is grounded to the boiler. A telephone re-
ceiver placed in the circuit enables an observer to tell when-
ever the brush and the copper strip on the commutator com-
pletes the circuit, and thus count the revolutions per minute.
The blades of the propeller make an angle of 30 degrees with
the axis of the propeller, and are 1% inches wide, the distance
across the outside edges being 3% inches. The boiler tubes
are ZVs inches inside diameter.
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Figure 2.
bowing relation between combustion chambei ti
hire and the following:
No. I per cent rated capacity developed.
No. 2 efficiency, 72*.
Xo. unaccounted for plua per cent loss up stack.
' siiied on combustion chamber temperature CF).
Using Illinois and Indiana coals.
much of value to the paper, and to the discussion which fol-
lowed the reading of the paper.
As the paper was too long to be reprinted in full, an
extract of the part of greatest interest is presented herewith
with a few of the man; instinctive charts.
Figure 4.
Observations with circulation counter. Propeller in back of
boiler middle lube, third row from bottom. Test No. 379.
The velocity of water as calculated from the dimensions
Ol the propeller is 11.6 inches per revolution, or taking the
friction of the propeller into account it may be taken as one
fool per revolution.
chart No. 4 shows the effect of cleaning fires and of fir
ing, on the speed of water circulation in a tube- of ihe boiler,
as measured relatively by the circulation indicator. The
circulation is quite prompt, ill ils changes and the I I
tained vary considerably. The readings were taken by re-
398
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 12.
cording the number of revolutions in a 15-second interval
Ite time figures, and from such data the revolutions per
minute were calculated and plotted on this chart.
The increased circulation of water during and immedi-
ately after each firing agrees well with the optical pyrometer
readings.
An important point observed is that the circulation rap-
idly drops behind the amount of steam made (per cent rated
capacity developed), especially at high rates of working.
Thus at 70 per cent rated capacity the average rate of rev-
olution of the indicator was SO per minute. At 105 per cent
rated capacity the rate of revolution was 102, whereas to be
proportional it should have be^n 120: the speed of circulation
fell about 15 per cent short.
This is reasonable, when we consider that, so far as one
can make any speculations, the circulating forces are per-
sec"no^ ON C D.
secTiorM on e r
Figure 5.
Apparatus for determining the rate of heat transmission
through boiler flues.
haps roughly proportional to the amount of steam generated
and entangled with the rising water, while the frictional re-
sistance to circulation is perhaps proportional to the square
of the average velocity of circulation.
This failure of circulation to keep up proportionally witb
demands on it must decrease the efficiency of the boiler at
higher rates of working, by allowing a proportionally larger
percentage of the water heating surface to be covered witb
steam bubbles, thus virtually reducing the heating surface.
At a later date, the same circulation indicator was put in
the middle tube of the lowest row in the rear end of the
boiler; this was one of the tubes mostly enclosed in clay
tiles. The numbers of revolutions per minute for various
capacities are given in the following table:
Capacity, horsepower 58.2 91.4 118.2 92.2
Revolutions per minute 217 257 273 291
Number of readings 78 8 7 12
In an earlier experiment the same circulation indicator
was placed in the third row of tubes from the top of the
boiler and it was found that the rate of revolution was very
slow indeed. This indicates that the bottom row of tubes
was doing far more work than any other row of tubes, and
that as we go from the bottom row up, the amount of work
done decreases very rapidly.
The probability is that the bottom row of tubes absorbs
a large portion of the total heat, mostly on account of con-
duction through the clay tiles and radiation onto the exposed
portion of the tubes in the rear over the hot brick-work. This
probability makes it easy to realize that the efficiency of the
boiler, as a heat absorber, may well rise far more rapidly
with increased furnace temperature, than is indicated by the
equation for heat absorption from the gases due to convec-
tion only.
(2) An apparatus designed for experiments relating to
the laws governing the rate of heat transmission from the
gases through the boiler plate, is shown in Fig. 5. It con-
sists of an electric furnace, small horizontal multitubular
boiler, a small surface condenser, and a steam ejector for
producing draft.
The electric furnace is made of six coils of No. 13 pure
nickel wire which is wound around rectangular pieces of as-
bestos slate %-inch in thickness. These coils are placed
vertically in a trough of asbestos slate, with a space of about
% inch between them, and baffled in such a way that the air
passes three times through the furnace before it leaves it.
The boiler is S inches long and the shell is 4 inches in
internal diameter. There are ten copper flues of 3-16-inch in-
ternal, and %-inch external diameter: this making the thick-
ness of the metal 1-32 of an inch. The heads of the boiler
are covered with a layer of asbestos paper about %-inch
thick so that only the heating surface of the flues remains
effective. The boiler is equipped with a gauge glass, pipe for
feeding in water, pipe tor pressure gauge and thermometer
cup for getting the temperature of the steam. The thermom-
eters used for measuring the temperature of gases entering
and leaving the boiler are screened by perforated pieces of
asbestos slate from the radiation of the furnace and boiler
and also from radiation to the outside. The two screens near-
est to the thermometer have only one square hole in the
center so that the stream of heated gas is contracted around
the thermometer bulb. This precaution makes the thermom-
eter reading represent more nearly the average temperature
of the streams of gases. All the boiler connections and the
trough around the boiler are covered with hair felt to reduce
the radiation losses to a minimum. It is the intention to use
in these experiments three boilers of different lengths and to
determine the effect of the length of flue on the heat absorp-
tion, and also to test flues of different diameters.
The surface condenser is made of two concentric copper
tubes; the inner of these is for steam and the outer one for
a stream of cooling water.
The steam ejector for producing draft is a standard %-
inch pipe, placed in the center of a contracted pipe made of
galvanized sheet iron which takes the gas away from the
rear end of the boiler.
Before a test is started the apparatus is brought to the
temperature at which the test is to be run. After starting a
test all conditions are kept as nearly uniform as possible.
Chart No. 6 shows the relation of the velocity of air to
the rate of heat transmission. The figures near each point
indicate the average temperature of air entering boiler for
each test. The most striking feature in the chart is that
all the points of nearly the same temperature, fall in the same
straight line. This means that when initial temperature re-
mains constant the heat transmitted per second is directly
proportional to the velocity of air. Another striking feature is
that as the temperature of gases entering the boiler rises, the
constant temperature lines fall closer together. This means
that when the velocity of air is constant, the heat absorption
increases at a decreasing rate, as the temperature becomes
higher; that is, the heat absorption is not directly propor-
tional to the temperature of the air. The same increase at
low temperatures is much more effective than at higher tem-
perature.
There is one objection that might be brought against the
results plotted in Chart No. 6, and that is that the water
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Figure 6.
condensed per second, was used in calculating the velocity
of the air. This method of calculation makes the velocity
somewhat dependent on the rate of heat absorption and tends
to bring the points into a straight line. Experiments are now
being conducted with improved apparatus in which the elec-
trical energy used in heating the air is accurately measured
and will be used in calculating the velocity of gases, which
velocity will then be independent of the water condensed.
The fact that the heat absorption increases when the velocity
increases remains, although more complete experiments with
improved apparatus may show that the relation between heat
absorption and velocity of gas deviates slightly from the
straight line function.
March 23, 1907.
ELECTRIC RAILWAY REVIEW
399
OPERATING FEATURES OF REACTION TURBINES.
Time Required for Warming Up.
One oC the questions which have often been asked re-
garding the operation of a steam turbine is regarding the
time required to bring it up to speed and put on full load,
the turbine starting cold. The answer to this question is in
general, that the turbine can be started and full load put on
it in the time required to warm up and start the air and cir-
culating pumps. This, then, naturally means that a turbine
can be started up more quickly than a reciprocating engine,
as it does not take as long to warm the small engines
driving the air and circulating pumps as would be required
to warm the main engines. To illustrate, in an emergency
a 5.500-kilowatt turbine was started cold, synchronized and
full load thrown on, in a little more than one minute. This
is, of course, not desirable, and may cause trouble because
of unequal expansion and contraction, but it shows, never-
theless, how little time is required in an emergency.
Under normal conditions the turbine should be warmed
gradually and the condensation drained out before sufficient
steam is turned on to turn it over, and then the valve
should be opened slowly, and the speed gradually
increased just as would be done in the case of a reciprocat-
ing engine. The normal time for starting a turbine is
five to seven minutes, and if that much time is allowed no
trouble need ever be feared. A point which should always
be remembered is that it is better to give plenty of time
for warming before starting, but that should an emer-
gency arise when it is absolutely necessary to get a unit
under steam quickly, it is far better to open the throttle wide
as rapidly as possible rather than use only a short time for
warming. The reason for this will be evident when the
expansion of the metal is considered. If too short a time
is allowed for warming, the parts entirely surrounded by
steam naturally warm_first, and the shell, which is far heavier
than the rotor and is exposed to the air on one side, will
not become warm as quickly as the rotor, and for this rea-
son the shell will heat locally, thus causing it to warp, which
is liable to bring the blades in contact with the spindle and
the shell. Hence it is better, if absolutely necessary to
start up quickly, to turn on full steam pressure as rapidly as
possible, as local heating is less likely to occur and there-
fore also the danger of accidental contact of the blades.
Starting Turbines.
Before starting a turbine the engineer should be sure
the water service is in working order, as it is essential that
the oil shall be cooled and the glands supplied with water.
Otherwise heating of the bearings is likely to occur and the
vacuum will not reach the maximum obtainable, as air will
leak in through the glands if there is no water service for
them. Besides reducing the vacuum obtainable, there will
also be a small loss due to the increased work put on the
air pump.
Quality of Gland Water.
A point which no doubt would not seem of any serious
importance is the quality of the gland water. Although the
quantity of gland water is not large, if it contains large
quantities of scale-forming salts trouble may arise in time,
owing to the deposit of the salts in the shell of the turbine.
The temperature of the exhaust steam is sufficiently high
to precipitate some of the scale-forming salts on the shell,
low-pressure dummy and low-pressure end of the spindle.
While the results of this are not very serious, they may
cause considerable annoyance. For instance, if the scale
does not happen to form evenly all around the rotor, or
some of it should crack off on one side, it would probably
throw the spindle sufficiently out of balance to cause trou-
ble, and if not attended to, might in time cause the bear-
ings to wear or heat. Further, another way in which the
formation of scale may become apparent is by an overheat-
ing of the adjustment thrust block. In a case which recently
came to notice the scale had broken off the shell and be-
came lodged in the equalizing pipe between the exhaust
pipe and the low-pressure dummy chamber. If this pipe were
entirely clogged nearly the entire thrust, which is balanced
by the low-pressure dummy, would be thrown on the thrust
block, which, not being designed as a thrust block, but
simply to maintain the desired clearances, would no doubt
seriously overheat. It is needless to say that if the water
contains any gritty material in suspension it should be fil-
tered, as it would cause needless wear of the glands, thus
increasing the amount of gland water required.
Obstructions in Strainers and Blading.
As a rule strainers are placed in the steam pipe to pre-
vent small pieces of oxide scale or other foreign material
from the inside of the steam pipes from entering the tur-
bine blades, but sometimes in spite of these strainers some
of the material will work its way through and either be
lodged in front of the first ring of guide blades or pass
through the turbine without doing any harm, as any object
which can pass the small openings in the first row of
blades cannot cause any trouble in the rest of the blades.
The most serious result of this deposit of scale is the clos-
ing of the first ring of guide blades, so that the required
volume of steam cannot pass into the high-pressure blading.
The consequence is that the auxiliary overload valve opens
sooner than it normally should, and the steam consumption
per kilowatt-hour will be increased, as the steam entering
the second step through the auxiliary overload valve is not
expanded completely. A further effect which this may have
is the slowing down of the turbine on a heavy overload,
which might be sufficient to throw the generators out of
step. As stated, the indications which point to this difficulty
are the opening of the overload valve before full load, and
in an extreme case, slowing down seriously on overloads.
The only remedy in these cases is to open the turbine case
and remove the obstructions, making sure that pieces of
waste, tools, etc., are not left in the turbine when it is closed,
as these might cause serious trouble. Slowing down of the
turbine recently caused a certain engineer unlimited annoy-
ance and trouble. After examining the valve, blading, con-
denser and nearly every conceivable part of the turbine he
accidentally opened the strainer and found it almost com-
pletely closed with scale and dirt. If abnormal slowing
down should occur, it would therefore be wise to examine
the strainer first before opening up the turbine and looking
for an obstruction in the blades. As an obstruction in either
place will cause the overload valve to open prematurely, so
that alone is not a criterion of where the trouble is located.
Choking of the strainer is liable to happen to any type of
turbine, as is also to a great extent the trouble from scale-
forming waater, depending only upon the arrangement of
the shell and rotor.
The Effect of Priming.
It has been repeatedly shown that priming of the boilers
will not cause any serious damage to a reaction turbine, and
even large slugs of water may pass through a turbine, caus-
ing no further inconvenience than a slowing down of the
turbine until the water has passed out, yet care should be
exercised by the attendants to avoid opening up any of the
valves on the line to the turbine before the pipes are well
drained. For, as stated, though in general no serious trouble
is caused by water, it has happened that all the blades have
been stripped off the rotor by a large slug of water entering
the turbine at a high velocity, and while not highly prob-
able, such accidents can easily happen again through care-
lessness, and in such cases the attendant can only consols
himself with the thought of what would have happened had
it been a reciprocating engine in place of a turbine.
400
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 12.
PIPING AND POWER STATION SYSTEMS.— XXXI V.
I1Y \V. 1.. MOKKIS, M. I-.
In nearly every case the condenser discharge line would
be located at a higher elevation than the intake, owing to
the variation in the level of the water supply at different
seasons. If this variation is only four feet, and there is two
feet of water in the intake when the water is at its lowest
level, then the overflow from the hot well should be six feet
from the bottom of the intake, thus making it possible for
the discharge waterway to cross the intake waterway and
leave at least four feet under the discharge waterway for the
intake. Many plants are arranged with the intake and dis-
charge waterway next to each other, a practice the ultimate
economy of which is doubtful, there being a slight saving in
construction cost which is counterbalanced by loss in opera-
tion owing to the rise of temperature of the intake. If a
surface condenser is to be installed both waterways should
be kept at the same level regardless of the variation in the
height of the water supply, and in this case a considerable
saving in the cost of construction would result if the two
waterways are placed in the same trench.
Class I 9. Branches to and from the Cooling Tower.
The various makes of cooling tower are all quite similar
in their general construction and operation. Details shown
in Fig. 265 (I 9-1) are common to all makes. The water is
distributed over the tower filling at the top and allowed to
percolate through the filling downward against the rising
current of air. The different forms of filling furnished by
the manufacturers of water towers are ordinarily rated at
1 to 1.125 square feet of cooling surface per pound of steam
condensed and the cost of the cooling tower materials, not
including the foundations, brick lining, motor to drive the
Ian nor cost of erection, is generally from 10 to 14 cents per
square foot of cooling surface. The height of the tower is
generally about 32 or 33 feet, measured from the top to the
bottom of the metal casing. The metal casing is calked so
that the water will not leak through the seams.
The lowest section of the casing would ordinarily be not
less than % inch and the top section not less than V8 inch
I I
t f '
V I ' ■.Ormiiuin
nimiiiinmn4 iimniiiiii
Figure 265-09-1).
thick. The distributor is supported on hollow brass balls
and the bearing surfaces of the sleeves at the end of the
discharge pipe are of brass to insure that the distributor
will revolve with but very slight pressure at the nozzles. The
I-beams shown to support the filling, rest on the brick lining.
The air at the base of the tower being under a slight pres-
sure, the water seal shown is required where the water is
discharged from the tower to a storage basin as it pre-
vents air from passing through this opening. The size of
fan required does not appear to be standardized among the
different manufacturers, as those supplied vary from two
8-foot to two 10-foot fans to supply the draft for a tower for
30,000 pounds of steam per hour.
Different manufacturers employ different materials for
the cooling surfaces. The most commonly used material is
wood, the most satisfactory wood for this purpose being
swamp cypress, in surfaced boards 1 inch by 8 inches set on
edge about % inch apart. Each layer is laid at right
angles to the one below it. Glazed tile is also used, un-
glazed tile being very unsatisfactory due to its moisture ab-
Figure 266-(l9-2).
sorbing capacity. This causes the unglazed tile to freeze and
crumble in cold weather when the tower is not in operation.
Besides simply the loss of money and inconvenience of re-
placing the tile, it also damages the pumps, owing to the
grit carried along by the water, and furthermore the pipes
are liable to become clogged with the deposit.
Another material which is quite satisfactory for filling is
galvanized wire screening. These are hung from the top in
such a manner that they can be easily removed and replaced
when they are eaten out. The chief advantage of the wire
screen construction is that it offers the least possible resist-
ance to the flow of air through it, making it possible to cool
the water by natural air draft instead of by the use of a
fan. This, in itself, is quite a saving, as it requires 1 horse-
power for each 1,000 pounds of steam per hour which is
condensed, or about 2 per cent of the power developed by
the main engine. For instance, about 35 horse-power is re-
quired to drive the fan for a 2,000-horsepower engine. To
avoid the expenditure of this power it would be economy to
invest $12.1 for each horsepower saved, or, in other words,
for a plant as stated, an expenditure of $4,375 additional
for a natural draft tower would be justified. This would be
five times the outlay required to pay the difference in cost
of the two systems. The saving in power would unquestion-
ably pay the difference in yearly cost of maintaining wire
screens in good order. In considering natural draft cooling
towers, it should be especially noted what duty would be
required of the circulating pumps to determine whether they
would require more or less power owing to the elevation to
which the water must be pumped.
The ideal system is, of course, to raise the water the
least possible distance and, at the same time use natural
draft. Figure 266 (I 9-2) shows the cooling tower arranged
for natural draft and the distance, a, reduced to the least
possible. This tower is shown of rectangular construction
instead of round, as in Figure 265, as the rectangular form
would be more suitable where it is necessary to support 't
on the roof. The reason for placing this form of tower on
the roof is to insure a better circulation of the air and
also because the air farther from the ground is somewhat
cooler.
(To be Continued.)
March 23, 1907
ELECTRIC RAILWAY REVIEW
401
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
BY J. L. BOSENBERGER, I.L.B., OF THE CHICAGO BAR.
Burden of Proof Where Gate was Not Securely Fastened.
The burden of proof is on the carrier, the supreme court
of Louisiana holds, in the case of Spurlock v. Shreveport
Traction Company. 42 Southern Reporter, 575, to show why
the contract of safe carriage was not fulfilled. Thus, where
a passenger fell from the platform of a street car and
was killed, in consequence of the gate not being securely
fastened, the question being as to whether the gate had been
insecurely latched or was unlatched by the passenger him-
self, the burden of proof lies on the car company. When a
question arises as to the working of a mechanical device,
for instance, as to whether it was possible for a certain link
to stay insecurely on a certain knob, the safer plan is to
produce the device itself in court and demonstrate its opera-
tion.
person injured could recover such damages as would compen-
sate him for the injuries sustained. Nor would it be said that
the injured party must submit to extortion or unjust demands
to relieve the offending party of the damages that he might
be subjected to as a consequence of his wrongful act. And
this court is unable to perceive why a carrier should occupy
a more favorable position in this respect than the ordinary
citizen.
Not Required to Do Any Paving Before Laying Tracks.
A franchise ordinance providing that an electric railway
company "shall keep paved and in good repair S feet in
width for single track and 16 feet in width for double
track in the center of the streets where its track shall be
laid." the supreme court of Illinois holds, Uhlich's Estate v.
City of Chicago, 79 Northeastern Reporter, 598, that the
provision that the railway company shall keep paved a strip
in the center of streets "where its tracks shall be laid" does
not require the railway company to pave any portion of any
street before the time when it proceeds to lay its tracks in
that street. And it says that it is confirmed in this view by
the fact that the company is given a discretion whether to
construct a single-track or a double-track railway, for it is
manifest that, before it exercises that discretion, it would
be impossible to determine what portion of the roadway the
railway company is, by the ordinance, required to pave.
Damages for Expulsion for Refusal to Pay Fare Twice.
There is a wide difference in the opinions of courts of
last resort, the court of appeals of Kentucky says, Camden In-
terstate Railway Company v. Frazier. 97 Southwestern Re-
porter, 776, as to the measure of damages that a passenger
is entitled to recover in case of his wrongful expulsion for
refusal to pay fare a second time. The courts of a number of
states hold that it is the duty of a passenger to pay the extra
fare demanded if he has the money, thereby avoiding expul-
sion; and in such cases the passenger is only entitled to re-
cover the amount wrongfully exacted, in the absence of such
aggravating conduct on the part of the persons in charge of
the train as would entitle him to punitive damages. These
cases are placed upon the ground that it is the duty of the
person who has been deprived of a contract right to reduce
the damage as much as possible; and that if he has the money
to pay the extra fare he should do so, and thus minimize the
injury sustained.
Other courts hold that a passenger who has paid his fare
and thus acquired a contract right to transportation to the
point of destination may stand upon his right and refuse to
pay the fare wrongfully demanded, and, if ejected, may re-
cover substantial damages.
This court is disposed to accept as correct the latter view.
When it says a passenger has performed his contract
by paying to the carrier the correct sum requested for his
passage, the carrier has no right to demand that he shall
again pay, and, if such demand is made, a passenger is under
no duty to minimize the damage that the carrier may have
brought upon itself by its wrongful act. The carrier has no
more right to wrongfully exact money from a passenger than
any other paity to a contract has to demand money without
legal right. If a party to an ordinary contract should break
it, because the other party would not submit to wrongful
exactions, there would be no difference of opinion that the
Injury to Conductor Putting in Route Sign.
A conductor being directed to take out a car for a cer-
tain route and finding that the designation blocks attached
to the roof of the car could not be worked was told to put
in slat signs. He climbed on the dashboard, rested his weight
upon the roof of the car until he got near enough to reach
the sign, and then endeavored to place a slat under the
band which held the frame. The band came off, and he fell.
The appellate term of the supreme court of New York holds,
Carroll v. Union Railway of New York City, 101 New York
Supplement, 715, that the coming off of the band did not
establish the negligence of the company. It says that the
purpose of the band was to hold the slats or signs, and it
could not be inferred ipso facto (by the act itself), in the
absence of all evidence, that in getting upon the dashboard
the conductor was induced to rely to any extent upon it for
support. The mere happening of the occurrence was not
proof of liability. Moreover, when it was considered that
the band was used only for the purpose of keeping the sign
in place, was not its breaking immaterial? Was not the rea-
sonable solution of the plaintiff's own testimony upon this
point that for some unexplained reason he lost his balance,
and in falling tore off the band, which under no circum-
stances could have been expected to resist the strain of his
weight?
Conductor Dragged Into Fit at Shop.
A conductor was walking behind a car to guide the trolley-
pole along its wire, when, as he testified, all of a sudden the
motorman shot ahead into the car shop, the pole came off.
the ropes twisted around his hand and kind of lifted him, and
dragged him into a pit inside of the car barn or shop, in-
juring him. But the second appellate division of the supreme
court of New York holds, Dulfer v. Brooklyn Heights Railroad
Company. 101 New York Supplement, 207, that while the pit
was a cause without which there would have been no injury,
yet the proximate cause of the injury was the conduct of the
motorman. who was a fellow servant of the conductor. More-
over, it thinks that it could not be said that the company in the
exercise of due care should have foreseen that in such a sit-
uation as was described its motorman might have managed a
car so as to carry one in the relative situation of the plain
tiff off his feet and cast him down into a pit ten feet within
the barn.
Justice Gaynor, concurring, says that the plaintiff testi-
fied that he did not know there were pits in the repair shop
and was not instructed that there were any, and on this the
case was sent to the jury. But it is submitted that this testi-
mony was wholly incredible. It is a matter of common knowl-
edge that pits are necessarily there. We all know it, and yet
this court was asked to credit a railroad employe who said
he did not know it. Courts should not allow themselves to be
imposed on by obvious falsehoods; to do so gives a false no-
tion of the administration of justice, and begets disrespect for
it. The belief that courts can be fooled should be dispelled.
Aside from this, the proximate cause was the negligent act
of the motorman, his shooting of the car ahead so suddenly
and rapidly. Even if the plaintiff knew the pit was there
he would have been dragged into it just the same by the rope
which entangled his hands. It followed that the failure
Inform him that pits were in the shop was of no Importance
if the court was to accept his pretense that he did not
know it.
402
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 12.
News of the Week
Central Electric Railway Association.
Mr. H. A. Nicholl, president, anno i the regular meet-
ing of the Central Electric Railway Association will be held at
the Algonquin Hotel. Dayton, O., on Thursday. March 2*. 1907.
The meeting will assemble at 10:30 a. m. and after a brief business
on the following papers will be read: "Track Bonding." by
Thomas B. McMath, chief engineer. Indianapolis Traction & Ter-
minal Company, Indianapolis, Ind.: "Car Wheels for Interurban
and City Service," by C. Skinner, master mechanic. Scioto Valley
Traction Company, Columbus, O.; "Trolley Wheels." by M. M.
Baxter, electrical engineer. Western Ohio Railway, Lima, O. ; "Car
Inspection." by Lees M. Jacques, master mechanic. Ft. Wayne &
Wabash Valley Traction Company, Ft. Wayne, Ind.; and the report
Of the committee on "Express Company Contracts with Inter-
urban Railways." A special car will leave the Traction Terminal
station at Indianapolis promptly at 6 a. m. for Dayton and those
desiring to make the trip are invited.
Philadelphia Traction Situation.
By a vote of 77 to 76 the house of representatives of the Penn-
sylvania legislators vote! down on March 19 the Fahey bill, which
was based on the recommendation of the Retail Merchants' Associa-
tion that a new law be enacted which would enable the city of
Philadelphia to enter into contracts with the Philadelphia Rapid
Transit Company in accordance with the plan approved by the
directors of the company.
The Trades League has received an opinion from its counsel.
J. C. Jones, criticising the McNichol and Fahey bills, which have
been introduced in the Pennsylvania legislature for the purpose of
making it possible for the city of Philadelphia to negotiate with
the Philadelphia Rapid Transit Company. The Trades League will
try to persuade other organizations which have shown any oppo-
sition to the Retail Merchants' Association plan to join in the
protest against the plan, which has been approved by the directors
of the Transit company. At the meeting of the Trades League
at which this action was decided upon, a resolution was offered
and passed commending the Rapid Transit company for its Market
street elevated structure.
Both Car Gates Open in New York.
As the result of an ordinance which went into effect on March
1". an order has been issued by the New York City Railway Com-
pany directing that both gates on the rear platform of surface
cars running in upper Broadway be kept open between Fifty-ninth
and Manhattan streets. The order was brought about at the re-
quest of citizens of the upper West Side, who stated that the
space between the tracks betwTeen the points mentioned is wide
enough to give ample standing room for passengers getting on and
off the cars, and it was also maintained that the space between
the tracks and the curb is so narrow as to endanger the safety of
persons waiting to take cars or leaving them hastily, on account
of the possibility of being run down by passing vehicles. Oren
Root, Jr., vice-president and general manager of the company, is
quoted with reference to the new order as follows:
"Possengers are accustomed to leaving the cars by the right
gate. They are also accustomed to leaning against the closed left
gate. Tb.3 distance affected by the new order is so short that pas-
sengers will never get accustomed to the left gate being open.
Enough accidents happen now from people falling from the cars.
The accidents along upper Broadway will be more than doubled."
Rapid Transit Affairs in New York.
The rapid transit commission on March 16 began advertising
for bids for the construction of the Center street section of the
bridge subway loop, known as route No. 9. Bids will be opened
on April 11. The work is to be completed in 21 months and the
successful bidder must give a bond of $300,000. A public hearing
on the form of contract for the Seventh and Eighth avenue routes
will be held on March 25.
Corporation Counsel Ellison on March IS advised comptroller
Metz that the city is in no way responsible for the damages to
property along Park avenue caused by the building of the sub-
way. The amount of damages was rixed by a referee at $350,000
and the property owners brought claims against the city, but the
corporation counsel says that the city was not a party to the pro-
ceedings to fix the damages and that the responsibility rests with
the contractors or the rapid transit commission; that the city is
not liable for any of the acts of a commission appointed by the
state. The Interborough Rapid Transit Company has expressed
a willingness to pay half the amount.
The Retail Dry Goods Association has adopted the report of a
committee appointed to investigate the transit problems of the city
and has adopted resolutions pledging the association to take an
active interest in the future in all questions relating to rapid transit
facilities. In view of the growing needs of the city, the association
thinks that if the muncipality on the one side and the traction
capital and experience on the other, would "unite in a common
purpose and eliminate the friction habitually arising between them,
they could bring about some solution of this vexing problem." In
conclusion it was resolved that a committee be appointed from
the members of the association, "whose duty it shall be to take
up this proolem and confer with all the authorities, state and
municipal, with all the interests represented in the transportation
systems of New York and with all other local organizations and
civic bodies and with full power to discuss and negotiate, formulate
and report any plan or plans, looking to that relief, of which the
whole people of the city stand greatly in need."
Theodore P. Shonts, the new president of the Interborough-
Metropolitan Company, lias been conferring with the heads of
various civic organizations to lc-arn their ideas as to the improve-
ment of the street railway service. As a result of the conferences
it is stated that there will be organized a central civic organization
with representatives from 53 civic organizations, and that Mr.
s will take up transit problems with this central body.
Officers' Association of the Ft. Wayne & Wabash Valley Traction
Company.
The Ft. Wayne & Wabash Valley Traction Company
of Ft. Wayne. Ind.. which operates an extensive system of
about 150 miles of electric railways in northern Indiana, has
recently adopted a plan for promoting the general wel-
fare of the company and securing the benefits of co-opera-
tion among the official staff, which should be productive of
excellent results. The "Officers' Association of the Ft. Wayne &
Wabash Valley Traction Company" has been organized, the mem-
bership consisting of the heads of the various departments of the
company and such other employes as in the opinion of the presi-
dent of the association may seem desirable. The object of this
organization, as stated by the constitution, is the advancement of
the welfare and the best interests of the Ft. Wayne & Wabash
Valley Traction Company, the attainment of the highest possible
operative efficiency and through co-operation and the interchange
of ideas, plans and experience the mutual benefit of all members
of the association.
The association has the usual officers, the general manager
of the company, C. D. Emmons, being ex-officio president of the
organization. Regular meetings are to be held on the first and
third Monday of each month and an annual meeting is to be held
on the first Monday in March of each year.
Transfer Rule Upheld.
The appellate division of the supreme court of New York has
decided, in the case of Ketchum v. New York City Railway Com-
pany, on March 15, 1907, that the rule requiring the passenger to
ask for a transfer at the time of paying his fare is reasonable
and that the company may refuse to issue a transfer if asked for
at any other time. Justiee Scott wrote the opinion of the court,
in part as follows:
"That a common carrier of passengers not only has the right,
but is bound, to make rules and regulations to insure the safe,
effective and comfortable operation of its corporate business is
undoubted, and it is equally clear that it is entitled to adopt and
enforce rules designed to protect itself against fraud and impo-
sitions.
Proceeding to discuss the specific regulation in question in the
present case, Justice Scott says that the company is clearly entitled
to protect itself against dishonest passengers who might seek to
obtain more than one transfer. Continuing. Justice Scott says:
"The evidence shows, and common experience verifies the fact,
that at certain hours the defendant's cars are very crowded, and
it would be an impossible task to require a conductor to carry in
memory every passenger to whom he had given a transfer in the
course of a long trip. Under this system the only passenger likely
to be inconvenienced because he had not demanded a transfer upon
beginning his journey would be one who started without the in-
tention of transferring, and then, during the trip, changed his
mind. We see no reason to suppose that such cases would be at
all numerous. We are. therefore, of the opinion that the regula-
tion in question, considered with respect to the system now in
operation, is reasonable and lawful."
The plaintiff was awarded a judgment of $62 in the munici-
pal court, which was later confirmed by the appellate term. The
appellate division now reverses this judgment.
Iowa Street & Interurban Railway Association.
Secretary and Treasurer L. D. Mathes has announced the final
programme of the fourth annual convention of the Iowa Street and
Interurban Railway Association, to be held at the Lafayette Inn,
Clinton, la., on April 19 and 20. The following papers will be
read: "The Steam Motor Car — Its Value for Interurban Service,"
by W. G. Wagenhals, who is the inventor of the car to be de-
scribed; "Amusements — How Should This Feature Be Handled by
Operating Companies," by H. W. Garner, general manager Oska-
loosa Traction & Light Company; "Freight Handling by Electric
Lines," by H. H. Polk, president Interurban Railway; "Joint Opera-
tion of City and Interurban Cars Over City Tracks." by Isaac B.
Smith, traffic manager Iowa & Cedar Rapids Railway & Light
Company; "Effective Methods of Handling Peak, or Rush-Hour
Traffic on City Lines," by E. L. Kirk, general manager Sioux City
Traction Company; "Modern Train Dispatching Methods on Electric
Railways," by P. P. Crafts, general manager Iowa & Illinois Rail-
way.
This programme is one which will be of great interest and value
not only to the members of the Iowa association but to the
street railway fraternity in general. The several numbers are in
the hands of men who are entirely capable of handling them
in an able manner.
The local committee, consisting of Mr. P. P. Crafts. R. M.
Howard and Thomas Crawford, have also announced the arrange-
ments which have been made for the benefit of the guests both
to this convention and to that of the Iowa Electrical Association,
which will also be held at the Lafayette Inn on April IS and 19.
As is customary at conventions, it will be necessary for delegates
to double up at the hotel rooms. Rates at the Lafayette Inn are
from $2.50 to $3.50 a day for each person on the American plan.
March 23, 1907.
ELECTRIC RAILWAY REVIEW
403
Reservations have also been made at the Revere House and the
Grand Hotel at the same rates. Space for manufacturers' exhibits,
also current for light and a limited amount of power will be pro-
vided in the basement of the Lafayette Inn, free of charge. The
current furnished will be single-phase, 60-cycle, 110 and 220 volt
alternating, and 600-volt direct current. Guests are requested to
advise the committee by April 15 of their space reservations and
the amount of current required The committee has provided for
several entertainments for the delegates. Badges of all delegates
will be accepted for transportation on the Clinton Street Railway,
Iowa & Illinois Railway and the Tri-City Railway.
Arrangements have been made with the Western Passenger
Association for a rate of one and one-third single-trip fare on the
certificate plan, from any part of the state of Iowa and from
Chicago, St. Louis and Minneapolis, based on a single-trip rate of
three cents per mile.
Paralleling of Steam Roads by Electric Lines.
The appellate division of the supreme court of New York
recently gave a decision ordering the state board of railroad com-
missioners to grant a certificate of convenience and necessity to
the Rochester Corning & Elmira Traction Company for building its
proposed line connecting the cities named. The certificate had
been denied at the time of the application on the ground that the
territory was already adequately served by the Erie Railroad. In
delivering the decision the court said:
"The question was not whether the through transportation
facilities between termini or even between the larger cities were
inadequate, but whether the people living along the line of such
steam railroad and between its stations required additional facili-
ties. Indeed, between points a long distance apart the trolley
roads do not compete with the steam roads. The passengers and
freight which the former carry are as a rule carried to the station
of the latter. In all essential respects the two serve separate
purposes each equally necessary to the convenience of the public.
"This policy has been adopted by the board of railroad com-
missioners so uniformly that it may be regarded as the settled
policy of the state, to-wit: to permit steam railroads to be par-
alleled by trolley roads, however ample the facilities furnished for
travel by such steam roads between terminal points or between
principal stations, and so notwithstanding such trolley road may
reduce the earnings of the steam roads. The primary purpose of
a trolley road is to convey people directly from their homes to
the nearby villages or cities or vice versa."
The opinion further states that facilities for through service
lietween Rochester, Corning and Elmira are now reasonably ade-
quate, but the evidence demonstrates that the facilities for local
traffic are wholly inadequate; that trains are run infrequently;
that the stations are comparatively long distances apart, and that
a considerable portion of the territory is not accommodated by ex-
isting railroads, which will be more closely paralleled by the pro-
posed railroad than such railroads usually have been by such con-
struction in other parts of the state. The fact that the Erie pro-
poses to electrify its line does not alter the proposition, as elec-
trification will not convert it into a street surface railroad. The
opinion continues:
"The passenger trains may run more frequently, but with all
the changes suggested, the people along the route will not have
such facilities as is understood will be afforded by a street surface
railroad. The evidence shows that the population to whom the
line of the proposed road would be reasonably accessible averages
between 400 and 500 per mile, not including the population of either
Rochester or Elmira, and the evidence very conclusively shows
that such population has at the present time very inadequate
transportation facilities along the greater part of such route. That
fact becomes apjjarent upon examination of the time tables of the
existing roods."
Legislation Affecting Electric Railways.
Iowa. — A bill has been introduced in the house which gives
automobile lines running on tracks the same status under the
laws as electric interurban lines. — Another bill before the house
provides that city railways must allow all interurbans the use of
their tracks, trolley wires, power, depots and warehouses to enter
the city. It provides that if the interurban and the street railway
cannot agree as to the terms of the compensation which the in-
terurban is to pay the street railway for the use of its tracks and
other property the state railroad commission shall fix the com-
pensation. A bill requiring that the vestibules of street cars shall
be enclosed on all sides for the protection of employes has passed
both houses of the legislature.
Massachusetts. — It is reported that a bill will be introduced in
the legislature to allow interurban electric roads to build elevated
structures on which to enter cities.
Minnesota. — A bill introduced by T. J. Brady of St. Paul
makes it unlawful for any street car company or its employes in
charge of the cars to carry or permit to be carried more than 16
passengers in excess of the seating capacity of the cars. — Two bills
for reduced fares have been considered by the committee on ex-
press, telegraph and electric railways, one providing for a 3-cent
fare in rush hours and another for eight tickets for 25 cents. —
Another bill provides that in addition to any liability now exist-
ing by law, every street railway company shall be liable to each
passenger of such company for damages In an amount to be fixed
by the Jury for failure to perform any duty owing by it to any
Of its passengers. The bill provides thru this bill shall not affect
the liability of such companies und<r tin existing laws nor shall
it be construed as in any way limiting the right to recover for
personal Injuries as now authorized by law.
Missouri. — The house has passed a resolution for a constitu-
tional amendment authorizing the city of St. Louis to issue bonds
for the construction of a municipal subway. — The house has de-
feated the 5-cent fare street railway bill, which was introduced
to prevent the St. Joseph street railway from charging a 15-cent
fare for a round trip to its park at Lake Contrary. — An ordinance
introduced into the St. Louis city council provides for 3-cent fares
within the city and five half-fare tickets for 10 cents for children
between the ages of 3 and 12 years.
Nebraska. — A committee of the senate has recommended for
passage a bill passed by the house creating a state railway com-
mission, whose powers include Jurisdiction over street railways,
which are declared to be common carriers.
New York. — The senate Judiciary committee and the assembly
railroad committee will hold a Joint hearing on March 27 on the
"public utilities" bill. At the same hearing other bills relating to
New York rapid transit will be considered, including Senator
Foelker's bill providing for a New York city railroad commission.
Senator McCarren's bill abolishing the present rapid transit com-
mission and Senator Grady's bill providing for a public utilities
commission for New York city, to have charge of railways, light-
ing and telephone companies. Mr. Grady has also introduced a bill
providing for a 5-cent fare and universal transfers within the
city limits on lines controlled by one company. — Senator Saxe has
introduced a bill providing for the removal of the New York Central
tracks from Eleventh avenue. It provides for a subway between
Thirtieth street and Sixty-second street, with accommodations for
six tracks, all to be constructed at the expense of the company;
from Seventy-second street to One Hundred and Twenty-second
street and from One Hundred and Forty-sixth street to Spuyten
Duyvil the tracks are to be walled up at the expense of the rail-
road company and covered over at the expense of the city out of
the money to be paid by the railroad company for the right of way
to be granted west of the present tracks; between One Hundred
and Twenty-second street and One Hundred and Forty-sixth street
an elevated structure is to be erected to meet the grade and to
permit the intervening streets to have a clearance to the river
front. Electricity is the motive power provided for.
Pennsylvania. — The bill introduced by Representative Fahey to
permit the reorganization of the Philadelphia Rapid Transit Com-
pany under the plan proposed by the Retail Merchants' Associa-
tion has been defeated by the house of representatives by a vote
of 76 to 77. The bill provided that any city, borough or
township may enter into contracts with any street railway, sur-
face, elevated, underground or motor power company, leasing and
operating the franchises and property of such company, within the
limits of the municipality or townships, affecting, fixing and regu-
lating the franchises, powers, duties and liabilities of such com-
panies and the regulations and respective rights of the contract-
ing parties. — Another bill introduced by Mr. Fahey, requiring trac-
tion companies to secure the right of way from local authorities
before being granted a charter, has been amended so that the
same provisions shall apply to existing companies desiring to make
extensions. — The Homsher bill giving the right of eminent do-
main to electric railways has been recommitted and a substitute
bill has been introduced in the ;orm of an amendment to the gen-
eral electric railway laws of 1S99, providing that in order to avoid
dangerous curves, heavy grades, streams, public bridges or grade
crossings, companies shall have the right to acquire and occupy
private property for the laying of tracks, and shall be empowered
to divert their tracks from the highway to the property, and from
thence back to the highway whenever and as often as they may
deem it expedient to do so. — The strip which may be condemned
for ordinary trackage is not to be more than 45 feet wide, and the
right of eminent domain is conferred when the owners of at least
51 per cent of the foot frontage of the proposed route give assent
to the construction of the line.
Tennessee. — A bill to take the power of assessment of street
railways from the railroad commission and to give it to the local
lax assessors has been defeated by the senate. — A bill has been
introduced in the house which requires street railways to equip
their cars with projecting fenders in front, made and attached
to the car according to the latest improvements and modern
methods of the art.
Texas. — The so-called "Jim Crow" law, providing for separa-
tion of races on street cars, has been passed by both houses. In
many cities of the state the provisions of this law are already
enforced by city ordinances.
Block Signals for Ft. Wayne & Wabash Valley.— The Ft.
Wayne & Wabash Valley Traction Company has arranged for the
installation of manually operated block signals at points where
the interurban cars enter the city of Ft. Wayne.
Service Hearing at Richmond. — The Virginia Corporation com-
mission will hold a public hearing at Richmond on March 27 to
hear complaints of the mayor of Portsmouth against the Norfolk
& Portsmouth Traction Company on account of alleged defects in
the service.
Grand Rapids Railway Increases Wages. — General Manager
B. S. Hanchett of the Grand Rapids (Mich.) Railway Company has
ineed that at the recent meeting of the directors it was
voted to increase the wages of conductors and motormen 10 per
cent, effective on June 1.
File Bills Against Yerkes Estate.— The North Chicago Street
Railroad Company and the West Chicago Street Railroad Company
Sled bills in the United States circuit court In order to si
ilv Yerkes estate an accounting of the transactions of th>'
late Charles T. Yerkes with the North Shore Electric Ra
404
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 12.
Company and the Chicago Union Traction Company, and his alleged
pp op n ol funds thai belonged to the companies.
Ask for Reduced Fare. The West End Improvement Club ol
Council Bluffs, la., has filed a complaint with the interstate com-
merce commissio 'hat the Omaha & Council Bluffs Street
Railway be compelled to reduce Its present rate ol 10 rents for
carrying passengers from Council Bluffs to Omaha.
Pittsburg Railways Company Increases Wages. — An increase
mi' pay for conductors and motormen of 2 rents an hour has been
:ed tn the Pittsburg Railways Company, effective on April
l. Under the new scale the men will receive 2G cents an hour for
the firsi two veins. 26 cents an hour tor the third year and 27
cents an hour i hereafter.
Butte Street Railway Strike Settled. — The strike of the motor-
men and conductors of the Butte (Mont.) Electric Railway, which
completely tied up the street railway service of the city for two
days. March 19 and 20, was settled on March 20 when the com-
igreed to an increase of wages from $3.00 to $3.50 a day and
the men agreed to return to work on the following day.
To Ipstal Telephone System. — The Detroit, Jackson & Chicago
Railway has decided to instal its own telephone system for car
dispatching instead of using a leased line of the Michigan State
Telephone Company as at present. Fifty-three instruments have
been ordered from the Stro-nberg-Cailsor Manufacturing Company
of Chicago and a new switchboard will be installed at Ypsilanti,
Mich., which will continue as the dispatching headquarters.
Indiana Columbus & Eastern Mileage Book. — A coupon book
containing coupons for 350 miles was placed on sale on the
Columbus & Zanesville, Dayton & Union and Dayton & Richmond
divisions of the Indiana Columbus & Eastern Traction Company
this week for $5. The books are good only on the divisions on
which they are sold, and it is expected that all the divisions of
the company will be supplied within the next few weeks. The
books are good for bearer or a party of two or more, and by use
of them the rate is reduced to 1 3-7 cents a mile. The books also
contain coupons for checking baggage.
Evening Course of Instruction in Electrical Engineering. — It has
been announced that the regular evening course in electrical engi-
neering was started on March 18, 1907. The hours are from 6
to 10, four evenings a week — Monday, Tuesday, Wednesday and
Thursday. The first year's course is physical laboratory work,
covering' mechanics, heat and light. The second year's course
covers the rotary converter and the alternating and direct-current
generator and motor characteristics. The third year's course covers
alternating current generators and motors, over a very complete
range of conditions and uses. The work is in charge of Messrs.
Woodworth, Rogers & Nies.
Rental for Tunnel Exits. — The rapid transit commission of New
York has filed a certificate to the Hudson & Manhattan Railroad
defining the terms of the rental to be paid to the city of New
York by the railroad company for exits from its tunnel, now being
built under the Hudson river, to be situated in Fourteenth street,
near the westerly side of Sixth avenue; Twenty-third street, near
the westerly side of Sixth avenue: two on Twenty-eighth street,
near the easterly side, and near the westerly side of Sixth avenue.
The certificate also defines what space is to he considered and
paid for as vault space, and fixes payments to be made for such
space at 4 per cent per annum, on the valuation of horizontal area
occupied. The mode of calculating payments is based on valuation
placed on the adjoining property. Payments to the city are to be
begun on the day when the railroad company shall commence actual
operations.
Test of Street Railway Fenders and Wheel Guards. — A pamphlet
has been issued by the commonwealth of Massachusetts setting
forth the result of about 50 experiments made on 10 different
makes of fenders, under the supervision of the board of railroad
commissioners. The tests were made on dummies for the most
part, lying m different positions on the ground between the rails,
and only in a few cases were the dummies supported in an upright
or standing position. The speed of the car was in general from
3 to 10 miles per hour. While the results of these experiments are
interesting, the value is. to say the least, doubtful, though they
may possibly indicate the fenders and wheel guards which are
absolutely worthless and possibly more a source of danger than
a protection to pedestrians. With dummies it is certainly an im-
possibility, under the most favorable circumstances, to determine
their true value in saving life, and they will furnish absolutely no
indication as to the effect that they will produce on the limbs of
human beings.
Dedication of Engineering Societies Building.— The preliminary
plans for the dedication week of the new engineering societies
building in New York have been announced. On Tuesday, April
16, there will be formal dedication exercises in the afternoon and
a general reception in the evening. On April 17, designated as
"Founder's Day," there will be addresses by representatives of
the founder societies and institutions. On the afternoon of April
IS there will be a session of the American Institute of Mining En-
gineers, at which H. T. Hildage will present a paper on "Mining
Engineering in New York City," describing the excavation and
tunnel work now being carried on by the Pennsylvania. On the
evening of April IS there will be a session of the American So-
ciety of Mechanical Engineers, at which Brig.-Gen. William Cro-
zier will make an address on "The Ordnance Department as an
Engineering Organization." On April 19, there will be a session
of the American Institute of Mining Engineers and an Informal
smoker for members of all societies.
Construction News
FRANCHISES.
Boston. Mass. — A franchise has been granted to the Boston
Elevated Railway for an electric line through the Middlesex Falls
Parkway from Union Park in Somerville to Spot Pond. The line
will be 4V> miles long and its terminal will be near the Winchester
reservoirs and Bear Hill observatory.
Davenport, la. — Application for permission to build a street
railway in Davenport has been made by Alfred Hurst, Owen Mc-
Caffrey and H. M. Tracey. This will be part of an interurban line
which it is proposed to build from Maquoketa to Davenport. The
franchise if granted will give the company the right to use the
tracks of the Davenport & Suburban Railway in Front street be-
tween Main and Perry.
Decatur, III. — A 50-year franchise to build its line through
Decatur has been applied for by the Decatur Sullivan & Mattoon
Transit Company. It is stated that arrangements have been made
for an interurban station on East William street, and that all
right of way has been secured along its proposed line.
Elyria, O. — The Cleveland Southwestern & Columbus Railway
Company has made application for permission to lay additional
tracks on various streets, including a double track on the new
Broad street bridge and for a 25-year extension of its existing
franchises.
Janesville, Wis. — If. H. Clough, Madison, Wis., has filed
acceptance of the franchise recently granted to the Madison &
Janesville Interurban Railway, which proposes to build a line
between Madison and Janesville by way of Edgerton and
Stoughton. When this is completed a continuous line between
Madison and Chicago will be in operation.
Kansas City, Mo. — The Kansas City St. Joseph & Excelsior
Springs Railroad is seeking a franchise to cross two streets in
Kansas City with the $3,000,000 bridge which it will build over the
Missouri river. It is stated that provision has been made for
three other railroad systems to cross the bridge, and that a road-
way for pedestrians and teaming traffic will be maintained by
means of a toll system. Permission also is sought by the com-
pany to occupy certain streets in the north end with its tracks,
and to build a tunnel under Locust street from Fifth street to the
Belt Line tracks.
Lockport, N. Y. — An application to double track the East
avenue line in Lockport to the city line has been made by the
International Railway Company of Buffalo. This will form a
connection with the proposed electric line from Rochester.
McAlester, Okla. — A. 40-year franchise was granted on March
11 to the Choctaw Railway & Lighting Company to build and
operate an electric railway in McAlester. The franchise permits
the use of T-rails.
Mansfield, O. — An ordinance has been passed by the city coun-
cil of Mansfield permitting the Mansfield Railway, Light & Power
Company to lay its tracks in certain streets of the city, the fran-
chise to be in force until February. 1925. The line must be built
by October, 1907.
Mineola, L. I. — The Mineola Roslyn & Port Washington Trac-
tion Company has asked for a franchise to construct its line over
certain streets later to be determined upon by mutual agreement
between the company and abutting property holders. The New
York & Long Island Traction Company also will present applica-
tion for a franchise to operate its line in Mineola.
Mt. Vernon, O. — A franchise has been granted to the Mt. Ver-
non Electric Railway Company to extend its lines on certain
streets for interurban purposes. The ordinance recently intro-
duced granting a franchise to the Mansfield Southern Traction
• Company was not passed.
North Yakima, Wash. — A 50-year franchise has been granted
to the Yakima Intervalley Traction Company for a local street
railway in North Yakima and for a system of interurban lines in
the Yakima valley; one from North Yakima through Yakima Oity
and the Moxee district to Zillah, and a branch from North Yakima
to Wide Hollow. Five miles are to be completed and in opera-
tion within a year. 5 miles completed each year for two years
thereafter, and the entire system, 60 miles, to be in operation in
five years. The line ultimately will extend to Priest Rapids on
the Columbia river. It is stated that steel rails and other mate-
rials are en route from the East, and that actual construction will
be started by April 1. W. A. Bell of North Yakima is interested.
Pittsburg, Pa. — The Pittsburg Railways Company has been
granted franchises for several extensions to its lines. The Federal
Street & Pleasant Valley line will be extended along Robinson
and Lacock streets, forming a loop. The Washington avenue bridge
measure, which opens the way for a short line to Pittsburg from
Avalon to Bellevue over the Union bridge, has been passed by
the council. The company also was granted a franchise to operate
its line in Woodland avenue from Brighton road to Shady avenue.
A 30-day extension in which to complete its Nunnery and Spring
Hill lines was granted.
Portland, Ore.— The Portland & Mt. Hood Railway Company has
been granted a franchise for terminal facilities in the east side of
the city and to lay tracks on the principal streets. This is in con-
March 33, 1907.
ELECTRIC RAILWAY REVIEW
405
nection with the interurban line which will be built to the base of
MDt. Hood; from there a cog line will run to the summit and a hotel
will be erected on one side of the mountain for the accommoda-
tion of tourists. The estimated cost is about $2,000,000 and several
years will be required to finish the road. It is stated that work will
he started inside of two months. Dr. McCorkle of Portland is in-
terested.
Richmond. Ind. — The Richmond (Ind.) & Hamilton Interurban
Railway has made application for a franchise to build its line from
Richmond. Ind.. to Hamilton, O., through Boston and Darrtown in
Butler county. Ohio. It is stated that the right of way has been
secured and financial backing assured by the State Trust & Loan
Company of St. Louis, Mo. Herman Duhme, Sr., Wyoming, O.. is
interested.
St. Louis, Mo. — The ordinance granting the St. Louis Electric
Terminal Company, a subsidiary of the Illinois Traction Company.
a franchise for lines from the Mississippi river to the heart of the
city, was passed last week by the city council. The ordinance is
now before the house of delegates for consideration.
Schofield, Wis. — The Wausau Street Railroad Company has
been granted a 35-year franchise in Schofield for the Wausau-
Stevens Point line.
Seattle. Wash. — The Seattle Electric Company has applied for
franchises for the new extensions to South Park and Ranier Beach.
Action will be taken by the county commissioners on April 17.
Troy, N. Y. — The Trojan Railway Company, incorporated in
New York on March 15. has applied for p. franchise to build its
134-mile line in several of the streets of Troy. The United Trac-
tion Company also is seeking permission to extend its lines in
Troy. The board of contract and supply has the applications under
consideration.
Washington, Pa. — A franchise has been granted to the Pitts-
burg Railways Company by the East Washington borough council
to lay its tracks on East Bean street. It is stated that the road
will be completed by the middle of September.
Yonkers, N. Y. — The Bronx Yonkers & White Plains Railroad
has been granted a franchise for a line from Yonkers to White
Plains. 11 miles. Practically all of the necessary consents of
property holders have been obtained.
porators B. \Y Griffith, L. E. Rowland, F. B. Guy. George C.
Barnard and F. J. Jackson, all of Denver.
Waumandee Railroad. — Incorporated in Wisconsin to build a
raihoad from Waumandee to either Cochrane or Fountain City.
Wis., about 12 milis. Capital stock, $125,000. Incorporators: R. S.
Cowie, J. M. Smythe. Whitehall; F. C. Richmond. Arcadia; B. L.
V.in Gordon. Taylor, and G. O. Lindcrman, Osseo.
RECENT INCORPORATIONS.
Belt Line Street Railway. — Incorporated in Pennsylvania to
build one mile of road in Ellwood City, Lawrence county. Capital
stock, $6,000. George W. Young, president.
Bolivia Railway. — Incorporated in Connecticut to construct and
operate public uitilities in South America and to build and main-
tain railroads, steamboat lines, telegraph and telephone systems.
Capital stock, $10,000,000. Incorporators; Jacob G. Metcalf, Lake-
wood, N. J., president; Edward W. Burdick, Englewood, N. J.,
vice-president; H. Starr Giddings, New York City, secretary and
treasurer.
Georgia Electric Railroad. — Incorporated in Georgia to extend
the present Brookwood line of the Georgia Railway & Electric
Company to Buckhead, Ga. Its incorporators include several stock-
holders of the latter company. It is stated that as soon as the
new bridge over the railroad at Brookwood is completed and the
present county line to Buckhead has been widened, work on the
new line will be started and possibly cars be in operation next
fall. By its completion a direct line from Buckhead to Atlanta
will be afforded. Incorporators: P. S. Arkwright, Thomas K.
Glenn, G. W. Brine, H. N. Hurt, S. E. Simmons, W. H. Glenn.
Atlanta. Ga., and R. E. Oullinane, W. B. Stovall, F. M. Sisk and
W. H. Wrigh't.
Index & Northern Railroad. — Incorporated in Washington to
build an electric line from Index to Mineral City, 18 miles. Cap-
ital stock. $1,000,000. Incorporators: C. F. Naething, New York;
John S. Jurey and T. E. Ellis of Seattle.
Prairie State Traction Company. — Incorporated in Illinois to
build an interurban electric line from Whitehall and Roodhouse to
111., through Athensville, Scottville, Palmyra and Girard.
Principal office. Whitehall; capital stock, $6,000. Incorporators: A. P.
Grout, Winchester; Jett A. Kirby, Jerseyville; E. S. Greenleaf.
Jacksonville; H. C. Morrow and H. O. Tunison, Whitehall; James
Walker, Scottville; Scott Etter, Palmyra; W. H. Bowen, Alton, and
George Morrow, Athensville, 111.
Puget Sound Skykomish <£. Eastern Railway. — Incorporated in
Washington to build an electric road from Index to Galena, 10
miles. Capital stock, $500,000. Incorporators: Nicholas Rudibeck,
E. H. Guie and S. P. Ecki.
Trojan Railway. — Incorporated in New York to build and
ate an electric street railway in Troy, N. Y. The line will
be double-track and will be built in what Is known as lie North
End. It will traverse the following streets: Prom Second avenue
on East Eighth street to Fourth avenue, north to Tenth street.
east to Sixth avenue, north to Twentieth street and thence to
Second avenue, about 1 ?;.i miles. Incorporators: Joseph A. Powers,
president; .1. Thomas Dennln, vice-president; A. It. Joy, secretary;
Andrew L. Draper, treasurer; John Flynn, Daniel J. Halpln, Thom-
Uld I A. Roemer, all of Troy; II, in, \ Fitzsimmons
of Waterford, and others.
Walsenburg & Western Railway. — Incorporated in Colorado to
build an electric railwaj to connect various points in Huerfano,
Costilla and Saguache counties. Capita! stock, $100,000. Incor-
TRACK AND ROADWAY.
Alabama City Gadsden & Attalla Railroad. — This company is
reported to have ordered rails for 18 miles of extensions. J. D.
Gaboury, general manager, Gadsden, Ala.
Alfarata Electric Street Railway, Alexandria Pa. — This com-
pany, which was incorporated last December to build an electric
railway from Alexandria to Tyrone Forge, Pa., has elected the
following officers: John Phillips, president; Henry Knode, vice-
president; Samuel Spyker, secretary; W. G. Kanaga, treasurer.
Algiers (La.) Railway & Lighting Company. — It is reported
that 14 carloads of T-rails have been delivered for the construc-
tion of the line from Algiers to Gretna. La. The girder -rails for
the city lines are being shipped. The ties and poles, which have
been treated by the American Creosote Works at Southport, La.,
are on the ground, and it is expected that the line will be com-
pleted by June 1. R. S. Stearnes, 222 Elmira avenue, New Orleans,
general manager.
Atlanta Macon & Griffin Electric Railway. — This company has
engaged Arthur Geister, 29 Broadway, New York, to investigate
the subject of water power to furnish electricity for the opera-
tion of the railway which will connect the towns named in the
title. It is stated that work on the construction will begin about
April 1. W. J. Kincaid of Atlanta is president.
Alton Jacksonville & Peoria Railway. — Work on this line from
Alton to Peoria via Jacksonville, 111., has been in progress for some
time and track is now being laid north from Alton. It is the in-
tention to complete the line to Jacksonville this year; beyond that
point the route has not yet been located. Eighty-five pound rails
are being used, with the intention of handling freight. A. O.
Outten of Jerseyville, 111., president; Robert Curdie of Alton, sec-
retary.
Batavia Medina & Ontario Railway. — The Orleans Construc-
tion Company of Buffalo, N. Y.. has a contract for building a
single-track railway from Olcott to Batavia, N. Y., via Somerset,
Lyndonville and Medina.
Beaumont (Tex.) Traction Company. — It is expected that the
construction of the extension of the Park street line to the
Joachimi addition, about 2 miles, will be completed in about three
weeks. The track is all laid.
Beloit Traction Company. — The first carload of rails and spe-
cial work has arrived for the 6-mile city system this company is
to build this spring at Beloit, Wis. It is expected to have the
road in operation by July 1.
Biltmore, N. C. — A corps of surveyors is now engaged in mak-
ing a preliminary survey for an electric line to run from Biltmore
to Montreal, N. C. 18 miles, connecting at Biltmore with a line
from Asheville. It is stated that financial arrangements have
been made and that construction will begin at once.
Boston, Mass. — Bids will be received by the Boston Transit
Commission until April 4 for constructing section 6 of the Wash-
ington street tunnel.
Brighton & Newcastle Railway. — This company is now survey-
ing the route for an electric line from New Brighton to New-
castle, Pa., with a branch to Ellwood City and Wampum.
Bruce & Farish Interurban Railroad. — This company has been
organized in Los Angeles, Cal.. to build an electric railway through
the fruit section and will be ready to let contracts some time
during May or June. The officers are: Wainwright Mollisal, presi-
dent; Frank Ferriss, vice-president, and F. L. See, secretary. The
capital stock is $700,000. Surveys are now being made, although
the route has not yet been announced.
Brunswick & Middletown Electric Railway. — This company, re-
cently incorporated at Brunswick, Md., to build an electric line
from Brunswick to Middletown via Petersville, now has a corps of
engineers making a preliminary survey of the road. William
Schnauffer of Brunswick is one of the incorporators.
Calgary, Alta. — It is reported that the city council has decided
in I mild a municipal street railway 12 miles long with an equip-
ment of 12 cars. W. L. Thorold, city engineer.
Canadian Pacific Railway. — It is reported that this company
has become interested in the West Kootenay Power & Light
Company of Roslyn, B. C, and will utilize the power thus de-
veloped in the electrification of several of its mountain divisions.
Canton & Youngstown Railway. — This company has let a con-
tract to the Collins Construction oCmpany of Chicago for the con-
i Miction and equipment of an electric single-track line, connecting
I he cities of Canton and Youngstown, O.. with a spur from a point
Hi of Congress Lake to the city of Akron, in all about 65 miles
of lie I. The road lias three terminals with a population of 50,000
I upward, each. The average population served, per mile, in-
cludlng terminals, Is over 3,200, and the road opens up between
Akron and SToungStOwn a new country not now having trolley
i i : \ large part of the bond issue has been provided for.
ii rman C Raft, (13-65 Wall street, New York, is interested.
40(5
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 12.
Chattanooga Railways.— It is stated that this company will
t.uild an el. in. raJIwaj p Lookout mountain. Surveys have
been made. D. J. Dun. .... Chattanooga, Tenn., general manager.
Chester (Pa.) Traction Company. — By a decision of the Penn-
sylvania Supreme Court this company must depress its tracks on
the Chester and Darby pike for a distance of about 6 miles out
of Chester, to the level of the highway.
Chicago Lake Shore <£. South Bend Railway. — President J. B.
Hanna, South Bend, Ind., has announced the plans for terminal
arrangements at Kensington, 111., where connection is to be made
with the Illinois Central Railroad, running into Chicago. Both
roads will build terminal stations at Kensington, connected by a
subway, and through tickets will be sold. The road is now under
active construction from South Bend, Ind., and 15 miles of track-
laying has been completed.
Chicago South Bend & Northern Indiana Railway. — It is re-
ported that this company is making arrangements to operate a
joint through limited cars from South Bend to Warsaw, Ind., by
way of the Winona Interurban Railway. This will require a change
in a curve near Goshen.
Cincinnati Bluffton & Chicago Traction Company. — This com-
pany is now surveying a line through Wayne county, Indiana,
which will run from Bluffton to Portland, Winchester and Rich-
mond, Ind.
Cincinnati Northern Traction Company. — This company is now
making preparations for building a new line over a private right
of way from Middletown to Hamilton, O., which will be 1% miles
shorter than the present line. Surveys have been made and work
is to begin within 10 days. The J. C. Carland Construction Com-
pany of Toledo has the contract and agrees to have the work
completed by December. The grading involves about 200,000 cubic
yards of excavation and filling. The only town to be left out in
the change of route is Engleside. C. A. Alderman, chief engineer,
Hamilton, O.
Columbus & Lake Michigan Railroad. — Engineers in the em-
ploy of the Schoepf syndicate are engaged in making surveys for
the entrance of the road into Defiance, O., preparatory to elec-
trifying the road this summer. Much of the track is to be relaid
and the roadbed is to be improved.
Consolidated Railway Company, Harford, Conn. — This company
is said to be contemplating the construction of an electric road
from Dayville through Allawaugan and Ballouville to Pineville,
Conn.
Dallas Consolidated Electric Street Railway.— Work is now in
progress on the Colonial avenue extension of the Ervay street line
and the first two blocks of track have been laid and several curves
installed.
Davenport, la. — J. E. Voorhies and J. T. Lannigan of Monti-
cello, Rev. M. S. Murphy of Castle Grove, L. Matthews of Man-
chester, T. B. Miller of Stanwood, A. C. Cole of Olin and George
Escher of Tipton, are interested in a proposed line from Daven-
port to Manchester, la., and have secured a right of way from
Davenport to Lime City, 25 miles, and a committee of the Daven-
port Commercial Club has been appointed to take steps toward
the formation of a company.
Eastern Pennsylvania Railways Company. — It is announced that
this company will soon begin the construction of several extensions,
including lines from Minersville to Branchdale and Tamaqua, and
possibly to Tremont and Tower City; also from St. Clair to Frack-
ville. Many of the lines running out of Pottsville are to be rebuilt
and improved. W. E. Harrington, general manager, Pottsville, Pa.
Evansville Henderson & Uniontown Traction Company. — This
company proposes to build an electric railway about 25 miles long
through Henderson and Uniontown, Ky., and Evansville, Ind. T.
Bethell of Henderson, Ky., is the promoter.
Galion Mt. Gilead & Delaware Railway.— It is reported that this
company is meeting with success in securing the right of way for
its proposed line from Galion to Delaware, O.
Glrard Electric Coal Belt Railway.— A company has been or-
ganized at Pittsburg, Kan., with the above title to build an elec-
tric railway from Girard east to Mulberry, Kan., through a coal
mining territory. President, James McFarland; vice-president, J.
A. Wayland; secretary, L. H. Phillips; treasurer, Howard C. Leon-
ard.
Goldfield, Nevada.— It is repored that Los Angeles capitalists,
including A. Benham of the Los Angeles & Santa Monica Electric
Railroad, are contemplating the construction of an electric road
from Goldfield to Tonopah.
Greenfield, Mass.— The construction of an electric railway from
Greenfield to Northfield, Mass., is now under consideration by the
citizens of this town. The road will be 13 miles in length, and
the cost is estimated at $300,000. C. H. Webster and F. W.
Williams of Northfield are interested.
Illinois Traction Company.— Bids are to be opened this week
for the grading on the Springfield-Jacksonville line, amounting to
about 300,000 cubic yards. The contract will call for finishing the
grading by August 1. Surveys have been completed and practical-
ly all of the right of way has been secured. It is expected to have
the line completed in October.
Indiana & Ohio Traction Company.— It is reported that about
$85,000 has been subscribed of the $100,000 capital stock of this
company, which proposes to build a line from Richmond. Ind., to
Hamilton. O., and to secure entrance to Cincinnati over the tracks
of the Cincinnati Northern Traction Company. A. C. Lindemuth
of Richmond, Ind., is Interested.
Indiana Columbus & Eastern Traction Company. — After a con-
ference with the city authorities of Richmond, Ind., Hugh McGowan
of Indianapolis, announced that the company would build a new
line through the wholesale district for freight service and that
the company would also apply for a franchise for the Dayton &
Western division, which has been operating without one.
Indianapolis Crawfordsville & Western Traction Company. — It
was announced at a meeting of the directors on March 6 that work
on the road is progressing rapidly and that the track will be ready
for the operation of cars between Indianapolis and Crawfordsville
by June 1, the date that was set some time ago for the opening
of the line. The Electrical Installation Company of Chicago are
the engineers and contractors.
Indianapolis Huntington Columbia City & Northwestern Rail-
way.— J. E. Sweatt of Russellville, Ky., superintendent of con-
struction, writes that this line is now in construction from
Huntington to Goshen, Ind., 06 miles; that it is expected to extend
the line ultimately to Indianapolis. Track has been laid this
year from Syracuse to Vawter Park, 4% miles. The line has been
surveyed from Huntington to Goshen, 60 miles, and grading has
been completed from Vawter Park to Benton, 10% miles. M. V.
Ryan of Utica, N. T., is the contractor; Thomas A. Bell, St. Louis,
Mo., president; D. L. Horner, Upland, Ind., chief engineer. The
headquarters of the company are at Syracuse, Ind.
International Railway, Buffalo, N. Y. — President H. J. Pierce
in his annual report states that this company proposes to build
during the present year an extension through Elmwood avenue and
Chippewa, Franklin. Mirgan, Genesee, Pearl and Seneca streets,
Buffalo; also a 1-mile extension in Niagara Falls to Riverdale
cemetery; an extension of a double-track line for a mile through
East avenue, Lockport; an extension of about % mile on Delevan
avenue, Buffalo.
Inter-Urban Railway, Des Moines, la. — We are officially ad-
vised by Frank S. Cummins, chief engineer, that this company is
not planning any extensions this year which will require the use
of any new material, or any contract work.
Iowa City, la. — The permanent right of way survey for the
Davenport-Iowa City interurban has been completed. The survey-
ors have been working inside the city limits of Iowa City. They
state that the line of the road is almost ideal for easy construc-
tion work.
Johnstown, Pa. — The Westinghouse Electric & Manufacturing
Company is reported to be preparing specifications and estimates
for the complete electrical construction and equipment of an
electric railway from Johnstown to Westmont, Pa. Surveys are
now in progress.
Kentucky Central Traction Company. — The survey for the line
between West Point and Elizabethtown, Ky., was completed last
week and nearly all of the right of way has been secured. It is
stated that the line will be built this year and extended later to
Lincoln Park and Bowling Green. G. J. Lamptoi. of Louisville is
one of the promoters.
Lima & Toledo Traction Company. — C. F. Heidley of Leipsic
has secured the right of way for the extension from Leipsic to
Toledo as far as Waterville and is now at work between that
point and Toledo. It is reported that the Schoepf syndicate is ne-
gotiating with the Wabash Railroad Company for the purchase of
a part of that company's abandoned crosstown right of way into
Toledo, which would give the Lima & Toledo an independent en-
trance to the city.
Little Rock & Hot Springs Electric Railway. — Financial ar-
rangements are being made for building this line from Hot Springs
to Little Rock, Ark., and it is stated that New York men have
agreed to take three-fourths of the stock if the remainder can be
subscribed locally.
Mansfield & Wooster Electric Railway. — It is reported that
financial arrangements are being made for this line which is
proposed to connect Mansfield and Wooster, O., 41 miles. Surveys
have not yet been made, but a part of the right of way has been
secured. Samuel L. Kinsey of Pittsburg, president.
Mt. Hood Railway & Power Company. — This company, which
is backed by E. P. Clark and others of Los Angeles, Cal., has sur-
veyed several alternate lines from Portland to Mt. Hood, Ore., and
men are now engaged in securing right of way. The success of
their efforts will determine the route chosen to a great extent.
Plans are being prepared for a $1,000,000 power plant on the Sandy
river. Eighty-pound rails will be laid. F. C. Finkle, Los Angeles,
consulting engineer.
Monterey Fresno & Eastern Railway. — It is reported that this
company has let a contract for the grading of the entire line from
Monterey to Fresno, Cal., 140 miles. Grading is to begin April 1
and be rushed to completion. An order for 18,500 tons of steel rails
has been placed with the Lackawanna Steel Company, Buffalo.
N. T. The company will also operate a steamship line between
Monterey and San Francisco.
New York Northern Railroad. — This company has been organ-
ized with headquarters at Watertown, N. T., to build an electric
railroad from Watertown to Oswego, 56 miles, through Hounds-
field. Adams, Henderson, Ellisburg, Sandy Creek, Richland, Mex-
ico, New Haven and Scriba. It is also proposed to extend the line
later from Watertown to Carthage and possibly north to the St.
March 23. 1907.
ELECTRIC RAILWAY REVIEW
401
Lawrence river. The territory proposed to be served is at pres-
ent without railroad facilities Foster P. Rhines, president. Frank
Barry secretary, Water-town.
(Northern Traction Company. — Two miles have been graded,
between Hibbing and Chisholm, Minn., on this line, which is to
run from Hibbing to Biwabik, Minn., connecting the towns of the
Mesaba range.
Okanogan Electric Railway. — Reports from Riverside, Wash.,
are that the electric road, projected by A. M. Dewey of Spokane,
which was to be built from Nighthawk to Brewster, Wash., has
changed its route and is being surveyed from Nighthawk via
Loomis, Fish lake, Johnson Creek valley, across the government's
Okanogan irrigation project to the new town of Omak, on the
Okanogan river, across the latter, through Omak pass on the
south half of the Colville reserve to the mouth of the Spokane
river, and thence on to a terminus in Spokane.
Philadelphia & Garrettford Street Railway. — This company,
which operates cars from Sixty-third and Market streets, Phila-
delphia, to Clifton Heights, has decided to continue its line to
Collingdale. A loop will be made at Oollingdale. and the cars
will return again to Sixty-third street and also connect with the
elevated line at Sixty-ninth street. Work on this extension will
be commenced shortly.
Pittsburg & Butler Street Railway. — The line from Butler to
Mars, Pa., is now ready for operation and between Mars and Pitts-
burg the work is being completed so rapidly that it is expected
to have the line in operation by about May 1.
Rochester Railway. — It is reported that the engineering depart-
ment has in preparation plans for the construction of about 20
miles of additional track in different sections of Rochester, N. Y.
Sacramento Electric Gas & Railway Company. — C. W. Mc-
Killip, assistant manager, Sacramento, Cal., writes that this com-
pany has recently completed an extension of the Highland Park
line from Twenty-fourth and Bonita avenue to Oak Park, via Cur-
tiss Oaks, 6,400 feet. Sixty-pound T-rail is used, laid on 6 by S
inch by S-foot ties on a foundation of 6 inches of rock covered
with earth.
San Antonio (Tex.) Traction Company. — General Manager W.
B. Tuttle has announced that a 2-mile extension is to be built
to the North Flores street line, taking in Beacon Hill, Treasure
Hill and other suburbs in the northern part of the city. The rails
have been ordered. The company is now awaiting rails for the
double-tracking of the Hot Wells line, the extension of the San
Pedro line and other smaller extensions.
Somerset Water Light & Traction Company. — This company
has recently completed and put in operation a new line from
Somerset to Ferguson, Ky., a new town just south of the city.
W. G. Hunter of Somerset, president.
Southern Light & Traction Company, Natchez. Miss. — W. B.
Moorman, superintendent, writes that this company proposes to
build an extension from Natchez to the National Cemetery, % of a
mile.
Southeastern Traction Company. — Surveyors are at work east
of Cambridge, O.. locating the line which this company proposes
to build between Wheeling, W. Va., and Zanesville, O.
Texas Traction Company. — An order has been placed with
the Carnegie Steel Company for the SO-pound steel rails for the
line from Dallas to Sherman. Tex., 64 miles, delivery to begin this
summer. The company has four grading outfits at work be-
tween Sherman and MeKinney, and now that the engineers have
completed the work of locating the line south of MeKinney.
grading forces will this week be put to work between that point
and Dallas, and the grading pushed to completion by the time
the rails begin to arrive. J. F. Strickland of Dallas is president:
F. A. Jones, Dallas, chief engineer.
The City Traction Company, Grafton, W. Va. — This company
has been organized with John T. McGraw of Grafton, president, to
build a street railway 2% miles long.
Toledo & Chicago Interurban Railway. — Orders have been
placed for the rails and ties to be used on the extension from
Auburn to Waterloo, Ind., and as soon as the material is on the
ground it Is expected to begin construction. Surveys are being
made from Waterloo west to Kendallville, paralleling the Lake
Shore & Michigan Southern Railway. It is planned to build a
spur from Brimfield to Albion and Rome Oity. F. B. Perkins,
general manager, Kendallville, Ind.
Toledo Fostoria & Findlay Railway. — This company, which now
has a line in operation from Findlay through Fostoria to Pember-
ville. O. is now planning to build on to Toledo this spring, a dis-
tance of 17 miles. It is expected to enter the city over the Lake
Shore Electric Railway tracks, probably from Cronillard's Corners.
The company has advertised for bids for ties and is planning to
push the work. J. E. Reeves of Canal Dover, O., is president.
Tulsa Street Railway. — Tracklaying on the street railway in
Tulsa, I. T.. has been commenced. It is the intention to have
two miles completed and in operation by May 1. C. H. Bosler,
president.
United Railways & Electric Company, Baltimore, Md. — It is
reported that this company will erect a power house near Bay
Shore Park to cost about $100,000, and two substations, one on
West Lombard street and the other on Hartford avenue. C. O.
Vandevauter, chief engineer.
Utah Light &. Railway Company. — It is reporter! that this com-
pany la preparing plans for the construction of a substation in
Salt Lake City. O. A. Honnold. electrical engineer.
Walla Walla Valley Traction Company.— I. W. Anderson, presi-
dent of the Northwestern Gas & Electric Companv. which has
acquired the property, states that the work of erecting poles and
wires and laying the track is progressing rapidly and that cars
should be operated over the line from Walla Walla to Milton and
Freewater. Wash., in 60 days.
Washington Baltimore & Annapolis Electric Railway.— Every
effort is being made to have this line completed between Baltimore
and Washington by July 1. The main line between Baltimore and
Washington, about 40 miles, will be double-tracked the entire
distance and 80-pound rails will be used. The Annapolis Wash-
ington & Baltimore steam road, which extends from the main line
at Odenton. Md., to Annapolis, 14 miles, is being electrified and
the 56-pound rails are being replaced with SO-pound steel. Most
of the grading has been completed and rapid progress is being
made on the five bridges. There will be no grade crossings on the
line and few curves. Construction crews have been at work night
and day for about two months on the grading in several deep cuts
and on the concrete subways under railroad crossings. The Balti-
more terminus is at Park avenue. Marion and Liberty streets,
where a large terminal station is being erected. Power will be
received from the Potomac Electric Power Company of Washing-
ton. The Roberts & Abbott Company of Cleveland has the gen-
eral contract for building the road. The offices are at 801 Mary-
land Trust building, Baltimore.
Washington Water Power Company, Spokane, Wash. — The
stockholders have recently voted to increase the capital stock from
$5,000,000 to $10,000,000, and it is announced by Henry M. Richards,
president, that the money is to be expended in betterments and
extensions of the railway lines. The company operates 72.5 miles
of road, 54.5 of which are in Spokane.
Winona Interurban Railway. — R. M. Murray, chief engineer.
Winona Lake, Ind., writes that this company, which has a line
in operation from Warsaw to Goshen, Ind., is now building from
Warsaw south to Peru, 44 miles, via Mentone, Akron, Gilead and
Chili. The track is laid and the overhead work completed from
Peru north to Chili, 10 miles, and grading has been completed to
Gilead, 7 miles from Chili. Grading is now in progress between
Gilead and Warsaw. The overhead construction is of the bracket
^ype. The power house at Winona Lake is completed and substa-
tions will be erected at Mentone, Gilead and Brownell. Allis-
Chalmers-Bullock power equipment is used. Contracts are to be
let for 34 miles of copper wire. The ties are being furnished by
the Standard Tie Company, the rails by the Carnegie Steel Com-
pany, and the overhead material by the Electric Service Supplies
Company. The roadbed is 16 and 22 feet; maximum gradient, 2
per cent, and maximum curvature outside of cities and towns, 3
degrees. The rails are 70-pound A. S. C. E. section. The bridges
for the line are nearly completed. H. J. Heinz, Pittsburg, Pa.,
president.
POWER HOUSES AND SUBSTATIONS.
Boston Elevated Railway. — This company will have installed
in its Lincoln wharf station, on Atlantic avenue, the largest direct-
current engine-type generators ever constructed. These generators
will have a capacity of 2,700 kilowatts at 600 volts, when operated
at a speed of 75 revolutions per minute. These machines will have
32 poles and the armatures will have an open slot winding, with
the armature coils securely held in place by wedges, which thus
facilitate the replacing of coils should any become damaged and
obviates the use of band wires. The brushes will be oscillated
parallel to the shaft by the standard Allis-Chalmers oscillator,
which prevents the wearing of ridges in the commutator face and
keeps it always in perfect condition.
Gray's Harbor Railway & Light Company. — This company will
spend about $250,000 on improvements during the coming summer.
A large power house will be constructed near Electric park, mid-
way between Aberdeen and Hoquiam, Wash. It is stated that
work on the new improvements will be begun at once. Jay D.
Crary, Aberdeen, Wash., is general manager and purchasing agent.
Mount Hood Railway & Power Company. — This company has
announced that it will begin work at once on two power houses
which are to have a combined capacity of SO. 000 horsepower. The
first plant to be installed will have a capacity of 25,000 horsepower
and the cost is estimated at $1,000,000. The work of locating the
site of the reservoir and flume-ways and preparing the power
house site is now progressing. The point of diversion of the Sandy
river to the power house reservoir will be one mile above Kyler's
narrows, near Marmot. It is intended to finally build another
plant of 30,000 horsepower, and increase the first plant from 25,000
to 50,000 horsepower. As soon as the plans for the first install-
ment of 25,000 horsepower are completed the contracts for the
machinery will be let. These power nouses will furnish power and
light, besides supplying the power for a railroad up Mt. Hood.
which it is estimated will cost $1,500,000 and will be completed
in about two years. The project, it is said, has been successfully
financed and Is backed by E. P. Clark. Los Angeles, R. C. Gillls,
Los Angeles, and A. P. Fleming. Pasadena, Cal. Mr. P. C. Finkh'
is consulting engineer of the company.
Springfield Street Railway Company. — It is announced that this
company will spend $150,000 for improvements during the coming
ner. About $125,000 of this will be spent for a new feed
for the Belmont avenue line and $25,000 for the installation of a
private telephone system. Some minor improvements will also be
made to the power houses. The 2,000-kw. generator v
burned out a few days ago Is being repaired and will soon be in
i ' ' 1 1 . ' '. Page, Springfield, is general manager.
408
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 12.
Personal Mention
Financial News
Mr. Alexander K. Cuthbert has been appointed express agent
of the United Traction Company, Albany, N. Y., succeeding Mr.
Charles H. Armatage.
Mr. Frank T. Edson, who has been acting as tax agent for
the Ft. Wayne Van Wert & Lirr.a Traction Company, has had his
jurisdiction extended over all of the Scheopf lines.
Mr. Allen Jones has been appointed superintendent of the Mon-
roe (La.) Street Railway, which is owned and operated by the
municipality, succeeding Mr. B. L. Jakeway, resigned.
Mr. L. W. Harrington, who was recently appointed soliciting
passenger and freight agent of the Columbus Delaware & Marion
Railway at Columbus, O., has added to his duties those of claim
adjuster.
Mr. A. J. J. Pfeiffer has been appointed general manager and
chief engineer of the Calcutta Tramways Company, Limited, suc-
ceedine; the late Mr. Martyn Wells. Mr. Pfeiffer was for a time
connected with the Thomson-Houston Company and has had charge
of the equipment of several important roads in Europe.
Mr. C. M. Thomas, formerly a public accountant at Cincinnati,
O., has accepted a position with the accounting department of the
Indiana Columbus & Eastern Traction Company at Cincinnati.
Mr. Thomas was auditor of the Muncie & Portland Traction Com-
pany at Portland, Ind., while that line was under construction.
He was also at one time traveling auditor for the Chicago Cincin-
nati & Louisville Railway Company.
The directors and executive officers of the Public Service Cor-
poration of New Jersey invited some of the friends of Mr. A. H.
Stanley, the retiring general manager of the street railway de-
partment of that corporation, to a farewell dinner in his honor at
the Waldorf-Astoria, New York, on Friday evening, March 23. Mr.
Stanley leaves for London about April 1 to become general man-
ager of the United Underground Electric Railways Company.
Mr. Charles H. Armatage has been appointed traffic manager
of the United Traction Company and its subsidiary companies,
with headquarters at Albany, N. Y. ; effective on, March 14. The
duties of traffic manager heretofore have been combined with those
of the operating department, but on account of the expansion of
its passenger and freight business the company has deemed it
advisable to separate the two departments. Mr. Armatage is
well known in the local street railway circles of Albany, having
been identified with the railway systems there for several years.
and for the past six months has served as superintendent of the
express department of the United Traction Company.
Mr. A. V. Schroeder has resigned as division superintendent
of the Illinois Traction System at Decatur, 111., to become general
manager of the La Crosse Water & Power Company, with head-
quarters at La Crosse, Wis. This company, which is a holding
corporation for several subsidiary companies, is now building a
30-mile interurban line between La Crosse, Wis., and Winona,
Minn., which, when completed, will form part of an extensive
interurban system that is to be developed in the two states. It
also is building a large dam across the Black river in Wisconsin,
which will furnish power for its lines and for commercial purposes.
For some time prior to his present appointment Mr. Schroeder
was superintendent of the Springfield (111.) Light Heat & Power
Company, resigning about a year ago to accept the position of
superintendent of the McKinley properties at Decatur. He will
assume his new duties on April 1.
Obituary.
John C. Reilly, well known as a pioneer street railway and
business man of Pittsburg, died of heart trouble at the Kirkwood
hotel, Camden, S. C, where he recently had gone for his health,
aged 63 years. Mr. Reilly was born in Pittsburg on February 20,
1844, and received his education in the parochial schools of that
city. He entered the employ of the Pennsylvania Railroad Company
when a young man, where he remained for eight years. He later
became identified with the livery firm of Burns & Reilly and
while engaged in that business established a line of omnibuses
from which has been developed the present street railway system
of Pittsburg. Mr. Reilly, associated with Thomas S. Bigelow and
James D. Callery, built the first street car lines in that city, and
when they later were taken over by the Pittsburg Railways Com-
pany, he became a director in the former company, which position
he held at the time of his death. He also was president of the
Washington National Bank, which he organized, a director in the
City Insurance Company, and member of several clubs.
The General Electric Company, Schenectady, N. Y., has just
purchased 700 acres of land for a factory site east of the city of
Erie, Pa., and extending from the Lake Shore Railroad to the lake
front. As soon as the weather permits the work of erecting the
buildings will be started. Approximately 400 acres of the land will
be set aside for residential sites for the employes. It is the inten-
tion of the company to inaugurate and carry out a systematic and
consistent plan, which will result in the building of comfortable
and attractive homes on this portion of the property. The com-
pany does not intend to abandon any of its present plants or to
divert to Erie any considerable portion of the work now being done
by the other factories, but the rapid growth of the business and
the demand for increased output requires additional manufacturing
facilities.
Atlantic City (N. J.) & Suburban Traction Company. — Holders
Of the securities of this road have been notified that an assess-
ment of about $20,000 is necessary and that the bond interest must
be met in script instead of cash.
Chattanooga Railways Company. — Directors have been elected
as follows: Howard S. Graham, John Graham, C. P. King, L. H.
Parsons, S. W. Foulkes, F. H. Treat, of Philadelphia, and Frank
Spurlock of Chattanooga. The following officers have been re-
elected: John Graham, Philadelphia, president; C. P. King. Phila-
delphia, vice-president; W. H. Lawton, Philadelphia, secretary and
treasurer; and D. J. Duncan, general manager.
Cedar Rapids (la.) & Marion City Railway. — The capital stock
will be increased from $400,000 to $450,000.
Columbus (O.) Railway & Light Co. — This company has leased
from the Columbus Traction Company all the property of the
Central Market Street Railway Company including track, rolling
stock, stations, substations, all machinery, etc.. also all fran-
chises, rights of way, etc., and all property that may be acquired
during term of this lease, 50 years, renewable for 50 additional
years, and for 50 additional years from January 1, 1907; the lessees
agree to pay the interest upon $500,000 of 5 per cent 20 year first
mortgage bonds to the Continental Trust Company, trustee, and a
sum sufficient each year to pay the dividends at the rate of 5 per
cent upon $250,000 preferred capital stock of the lessor company,
and to pay dividends upon $500,000 common stock as follows: 1 per
cent on January 1 and July 1, respectively, in 190S, and on Janu-
ary 1, 1909, 1% per cent on July 1, and January 1, 1910, 2 per cent
on July 1, 1910, and January 1, 1911, 1'4 per cent on April 1, July 1.
and October 1, 1911. and quarterly thereafter on January 1. April
1, July 1, and October 1, of each year and to pay such dividends
respectively on 5 days before they become due, first installment
being payable December 26, 1907, and the lessee shall pay to the
Continental Trust Company, trustee, a sum equal to 5 per cent of
the gross earnings of the railway to create a sinking fund to se-
cure the payment of the said $500,000 bonds.
Columbus Urbana & Western Traction Company, Columbus. O.
■ — It is reported that control of this company will be sold to the
Columbus Magnetic Springs & Northern Railway Company of
Delaware, O.
International Traction Company, Buffalo. — William Salomon &
Co. of New York, offer for sale $570,000 of an authorized issue of
$600,000 of 4>& per cent car trust certificates dated June 15, 1906,
and maturing $30,000 semi-annually on June and December 15, un-
til June 15, 1916, inclusive, at prices yielding 5% per cent interest
The bonds are secured by equipment valued at $S25,000.
Lincoln (III.) Street Railway. — Control of this company has
been purchased by F. H. Schott of Chicago, who will form a new
corporation, the Lincoln Railway & Light Company, with $150,000
capital stock.
Rockland South Thomaston & Owl's Head Street Railway,
Rockland, Me. — The property and franchises of this company were
sold at receiver's sale on March S to Moses Well & Sons of Phila-
delphia for $13,925.
San Bernardino Valley Traction Company, San Bernardino,
Cal. — At the annual meeting of stockholders on March 12 the fol-
lowing directors were re-elected: A. C. Denman, Jr., E. D. Rob-
erts, George M. Cooley, W. DuB. Brookings, J. S. Wood, Henry
Fisher, J. H. Fisher, E. S. Graham and O. D. Collins. A. C. Den-
man, Jr., has been elected president; George M. Cooley, vice-
president; J. S. Woods, secretary, and E. D. Roberts, treasurer.
Springfield (III.) Consolidated Railway. — The following directors
were re-elected on March 16: H. D. Walbridge of New York city;
C. M. Clark of Philadelphia; William Jarvis of Louisvile, Ky. ;
Bluford Wilson, E. W. Payne, P. B. Warren, Emil G. Schmidt,
William H. Brown and Charles Ridgely of Springfield. Officers
were elected as follows: President, H. D. Walbridge; first vice-
president, Bluford Wilson; second vice-president and general man-
ager, Emil G. Schmidt; secretary and treasurer, William H. Brown;
assistant secretary and assistant treasurer, George E. Hardy.
Springfield (Mass.) Street Railway. — An issue of $300,000 addi-
tional stock to liquidate outstanding debt and to provide for im-
provements has been authorized by the Massachusetts board of
railroad commissioners. The new stock is to be sold at $170 per
share.
Washington Water Power Company, Spokane, Wash. — The
stockholders have voted to increase the capital stock from $5,000,-
000 to $10,000,000, and it is announced by Henry M Richards, the
president, that the money will be expended in betterment of the
electric railway system and the extension of several lines. The
directors were re-elected as follows: William A. White, George
H. Southard and Frank Lyman of New York; H. M. Richards, D. L.
Huntington, J. D. Sherwood, Thomas G. Thomson, J. P. M. Rich-
ards, A. B. Campbell, J. N. Glover and Huber Rasher of Spokane.
The officers of the company re-elected for the year are: President.
Henry M. Richards; first vice-president, A. B. Campbell; second
vice-president and general manager, D. L. Huntington; treasurer.
H. E. Perks; secretary, H. L. Bleeker. The corporation has 72.5
miles of railroad. 54.5 miles of which are in Spokane. Its power
transmission lines reach 225 miles, the longest being to the Coeur
d'AIene Mining camps, 110 miles.
March 23, 1907.
ELECTRIC RAILWAY REVIEW
^09
Manufactures and Supplies
October, November and December. The specifications call for the
following details:
100 Surface Cars.
ROLLING STOCK.
Topeka Railway, Topeka, Kan., is figuring on the purchase
of eight new cars.
International Railway, Buffalo, N. T., expects to purchase dur-
ing the present year 50 additional cars.
North Shore Electric Railway, San Francisco, Cal., is reported
in the market for 20 high-speed interurban cars.
Mississippi Valley Elctric Railway, Nauvoo, 111., now under
construction, is in the market for new equipment.
Union Traction Company of Kansas, Independence, Kan., has
ordered two cars from the American Car Company.
Rockford & Interurban Railway, Rockford, 111., is building in
its shops at Rockford four express cars for interurban use.
Marion Bluffton & Eastern Traction Company, Bluffton, Ind.,
is in the market for a large city or a small interurban car for
immediate delivery.
Southern Kansas Railway, Light & Power Company, Cherry-
ville. Kan., is reported in the market for new equipment. R. C.
Rollings is president of the road.
Cedar Rapids & Marlon City Railway, Cedar Rapids, la., is
building four 30-foot, S-bench, open cars at its own shops. The car
floors have already been laid and the work of assembling the bodies
is being rushed.
Memphis Street Railway, as reported in the Electric Railway
Review of March 16, has placed an order with the American Car
& Foundry Company for 25 high-speed semi-convertible cars for
September delivery.
Pittsburg McKeesport & Greensburg Railway, Greensburg, Pa.,
has ordered four double truck cars from the St. Louis Car Com-
pany. The length of the car bodies will be 34 feet and will be 46
feet 2 inches long over bumpers. They will have a seating capac-
ity of 52 people and are for interurban service.
Columbus Railway <£. Light Company, Columbus, O., has pur-
chased from the G. C. Kuhlman Car Company 10 double- truck
cars. These will be 28 feet in length inside, 42 feet long over
all, equipped with longitudinal seats and General Electric air
brakes. These cars are for delivery by June 1.
San Francisco Vallejo & Napa Valley, Napa, Cal., as reported
in the Electric Railway Review of February 9, has placed an
order with the Niles Car & Manufacturing Company for eight
new cars of the Pullman type, two of which will be combination
smoking and baggage cars. The cars will be 56 feet long, 9 feet
wide over sheathing and will have a seating capacity of 64 pas-
sengers. The interior of the car bodies will be finished in
mahogany. They will be equipped with Baldwin trucks and the
entire electrical equipment will be supplied by the Westinghouse
Electric & Manufacturing Company, including a quadruple equip-
ment of No. 132A motors (100 horsepower), air brakes and Gould
automatic couplers.
Meridian Light & Railway, Meridian, Miss., as reported in the
Electric Railway Review of March 16, has placed an order with
the Southern Oar Company of High Point, N. C, for five semi-
convertible cars for May and June delivery. The specifications
and special equipment will be as follows:
Length— Weight 18,000 lb.
Body 20 ft. 8 in. Wheel base 7 ft. 6 in.
Over vestibule.. 30 ft. 11% in. Body Wood
Curtain fixtures Acme
Curtain material Pantasote
Trucks Brill 27-E
Width-
Inside 7 ft. 5 in.
Over all 8 ft. 2 in.
Seating capacity 32 persons
Niagara Gorge is having two Brill semi-convertible cars built
at the Collinwood shops of the J. G. Brill Company, the order for
which was placed the latter part of 1906. The cars are for
delivery in May, and will have a seating capacity of 44 persons.
The specifications and special equipment will be as follows:
Wheel base 4 ft. 6 in. Width, inside 7 ft. 11% in.
Length of body 30 ft. 8 in. Over all 8 ft. 2 in.
Over vestibule. . .35 ft. 4% in. Body and underframe. . . .Wood
Over all 40 ft. 1 in.
Special Equipment.
Air brakes Westinghouse Interior finish
Brake rigging. .Brill hand brake Cherry and 3-ply birch
Curtain fixtures Motors... 4 Westinghouse 101-B
Roofs Monitor deck
Safety tread Wood
Trucks 27 GE-1
.Acme spring roller
Curtain material. .Printed duck
Fenders Philadelpia
Headlights
United States arc light
Brooklyn Rapid Transit Company, Brooklyn, N. Y., as reported
In the Electric Railway Review of March 16, has placed an order
with The J. G. Brill Company for 100 passenger cars of the semi-
convertlble type for surface use, to be built at Elizabeth, N. J.;
also 100 semi-convertible cars for elevated service, 50 of which
will be built at Laconla, N. H„ by the Laconla Car Company, and
Newark, O., by the Jewett Cai Company for delivery during
Seating capacity 38 people
Weight 33,000 1b.
Wheel base 19 f t. 5% in.
Length of body 28 ft.
Over vestibule 37 ft. 2 in.
Over all 38 ft. Z% in.
Width, inside 7 ft. H in.
Over all s ft. % in.
Height, inside 8 ft. % in.
Track to trolley base
8 ft. 11% in.
Body and underframe Wood
Special Equipment.
Bolsters Bar steel
Center bearings Cast steel
Curtain fixtures Acme
Curtain material ....Pantasote
Destination signs
Co. standard block sign
Dust guards .• Wood
Fenders Empire
Gears and pinions Steel
Gongs Brill Dedenda
Hand brakes
Co. standard, St. Louis handle
Heating system
Consolidated Car Heating
Headlights
Dayton incandescent
Interior finish. . .Cherry natural
Motors Not decided!
Roofs Monitor
Safety tread Universal
Sanders
Silver & Co.'s Reliable
Seats
Hey ward
Bros. & Wakefield— Rattan
Side bearings Cast steel
Trolley poles Nuttall
Trucks
Standard motor
true k — Maximum traction
Ventilators Monitor sash
Vestibule. .Built in — Open sides
100 Elevated Cars.
Seating capacity 54 people
Weight
69,000 1b. (approximately)
Length of body 40 ft. 5 in.
Over all 48 ft. 11 in.
Width, between posts. .7 ft. 6 in.
Over sheathing 8 ft. 7 in.
Height, inside S ft. 3% in.
Special
Bolsters, body Pressed steel
Brakeshoes Cast iron
Center bearings Cast steel
Control system Multiple unit
Couplers. .Van Dorn automatic
Curtain fixtures.Curtain Sup. Co.
Curtain material Pantasote
Destinations signs
...Flat signs hung on railings
Door fastenings
Coburn tracks and sheaves
Dust guards Wood
Gears and pinions Steel
Gongs and hand brakes
Co. Standard
Sill to trolley base. .9 ft. 4% in.
Track to trolley base
12 ft. 6% in.
Body
Wood with steel
in corner and double posts
Underframe Pressed steel
Equipment.
Heating system
Consolidated Car Heating
Headlights Eureka arc
Interior finish
Cherry natural — White ceiling
Markers Dresser
Motors, type and number
2 — Type not yet decided
Roofs Monitor
Safety tread Universal
Seats Hale & Kilburn
Side bearings Cast steel
Trolley poles and attachments.
Nuttalt
Ventilators Monitor sashi
SHOPS AND BUILDINGS.
Chicago City Railway. — This company is building a car storage
house at Thirty-eighth street and Cottage Grove avenue, which
will be 235 by 368 feet in area. The William Crilly Company
has the contract.
Cincinnati Traction Company. — This company has recently pur-
chased the property and is now preparing plans for the construc-
tion of an addition to the present car barns on Vine street.
Columbus Delaware & Marion Railway. — This company has
taken an option on property on Gay street, Columbus, O., on.
which to erect a freight station.
East St. Louis & Suburban Railway, East St. Louis, III. —
It is reported that this company will erect a 1-story car shop at
Granite City, 111., to be of brick and reinforced concrete construc-
tion, composition roof, iron and steel work, skylights, etc., at an,
estimated cost of $50,000.
Georgia Railway & Electric Company. — This company has se-
cured the first floor of the new Atlanta Birmingham & Atlantic
office building on Walton and Fairlie streets, Atlanta, to be used
as a freight and passenger terminal station for the suburban and
interurban lines.
Grand Rapids Railway. — This company is negotiating for the
purchase of property on the West Side, in Grand Rapids, Mich.,
on which to erect a $75,000 car house. It is stated that work will
be started as soon as the property is secured.
Illinois Traction Company. — A contract has been let for the
construction of a car storage house at Decatur, 111. Other con-
tracts are to be let within a few days for a storehouse of brick
and concrete construction 150 by 200 feet in area, and a general
repair shop of brick and steel construction 250 by 350 feet in area.
This building will contain an armature room and a machine shop
and will be provided with 12 tracks. To the rear of the repair
shop will be a blacksmith shop 50 feet square. An oil storage
house and several smaller buildings will also be erected on the
same site, which was purchased some time ago. L. E. Fisher,
general manager, Decatur, 111.
International Railway. — This company will build this year a
new car house on Broadway, Buffalo, at a cost of $225,000, also a
car house on Hertel avenue, Buffalo, at a cost of $130,000.
Lehigh Valley Transit Company. — This company has let a
contract for a new office building and carpenter shop at All*
Pa. The building will be of cement block and about 100 feet
410
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. U.
square. Tin section devoted to office purposes will be three
stories high. The company's new car house on Madison street
will be ready in a few days.
Mississippi Valley Electric Railway. Nauvoo. III. — This
pany. which was recently incorporated to build a line from Keokuk
and Ft. Madison. la., to Xauvoo, 111., is in the market for equip-
ment anj sup]
New Bedford & Onset Street Railway. — The Massachusetts
railroad commission has granted this company a permit for a
spur track in Marion. Mass., that will enable it to build its pro-
posed freight and express station in a central part of the village.
Newcastle & New Wilmington Street Railway. — This company
has secured a site for a terminal station at Newcastle, Pa.
Pacific Electric Railway, Los Angeles, Cal. — This company is
building a carpenter and paint shop at Sherman. Cal.; a
passenger and freight station at Beverly.
Toronto & York Radial Railway. — This company lias purchased
.a block of land on Tonge street, Toronto, Ont, on which to erect
a large passenger and express station to handle the large traffic
which is expected when the new line to Lake Simcoe is opened in
a few weeks.
TRADE NOTES.
Armin Schotte has recently accepted a position with W. S.
Barstow & Co., of New York and Portland, Ore.
Allis-Chalmers Company, Milwaukee, Wis., has opened a branch
office at 316 Godchaux building. New Orleans, La.
F. P. Boas has been appointed superintendent of field work of
the Eureka Automatic Signal Company, Lamaqua. Pa.
General Electric Company, Schenectady, N. T.. has declared
a quarterly dividend of $2 a share on the stock, payable April 15.
E. M. Mcllvain. formerly president of the Bethlehem Steel
Company, has been elected president and general manager of the
Robins Conveying Belt Company, Park Row building, New York.
Emil Callman & Co.. manufacturers of insulating varnishes
and compounds, formerly located at 299 Pearl street, have removed
to larger and more convenient quarters at 100 Washington street,
-New York.
Ralph W. Bacon, formerly suprintendent of the structural
■ department of the Bethlehem Steel Company, has resigned to
:accept the position of general superintendent of the Robins Con-
veying Belt Company of New York.
C. W. Lytle. superintendent of the Pittsburg plant of the
American Steel Foundries, has been appointed district manager
to succeed Harry Wright, who was recently elected president of
the Ohio Steel Foundry Company, at Lima, O.
Pressed Steel Car Company has removed its western office
from the Fisher building to the fourteenth floor of the Old Colony
building, Chicago, where J. H. Mitchell, manager of sales of the
western district, will make his headquarters in the future.
George K. Preston, secretary to A. C. Dinkey, president of
the Carnegie Steel Company. Pittsburg, has been appointed assist-
ant to the first vice-president of the company to succeed Homer
J. Lindsay, whose death was recently reported in these columns.
_ Meredith Construction Company, Terre Haute, Ind.. has been
incorporated with an authorized capital of $20,000 to build steel
bridges, viaducts subways, steel structures, etc. The directors of
the company are Fred C. Meredith, Lawrence M. Stoff and Paul J.
Meredith.
W. J. Dolan, who was formerly connected with the Remington
Typewriter Company, and later with L. P. Smith Brothers of
Syracuse, N. Y., has accepted a position in the sales department
of the Dayton Pneumatic Tool Company, with headquarters in
Pittsburg, Pa.
Allis-Chalmers Company, Milwaukee, has closed a contract
with the New York New Haven & Hartford Railroad for all the
air-brake equipments required on the electric cars controlled by
this road. This contract covers electric railways in thirty cities
and includes about 4,000 cars.
W. S. Morehouse, formerly with the A. S. Cameron Steam
Pump Works, New York, has accepted the position of manager of
works with the Green Fuel Economizer Company, Matteawan.
N. Y. Mr. Morehouse is a graduate of the Worcester Polytechnic
Institute, is a member of the American Society of Mechanical En-
gineers and of the American Foundrymen's Association.
J. G. White & Co.. New York, have increased their capital
stock from $3,000,000 to $5,000,000 to provide working capital to
handle properly a largely increased business. At the present time
the company has $20,470,000 of contracts on its books, none of
-which has been completed. The regular quarterly dividend of 1%
per cent on the preferred stock has been declared, payable April 1.
Yale & Towne Manufacturing, Company, 9 Murray street, New
York, has recently awarded contracts for building extensions to its
press shop and cabinet lock department at Stamford, Conn. The
press shop extension will be one story high, approximately 80 by
150 feet, resting on 40-foot piles, with brie kwalls and timber roof
with sawtooth skylights. The floor will be of reinforced concrete
designed tor i live load of 250 pounds. The cabinet lock depart-
ment extension will be one story high 42 by 80 feet of wood con-
structlon, with gravel roof and concrete foundation and retaining
wall.
Narragansett Machine Company. Providence. R. L, is extend-
ing its main building, which, when completed, will have a ground
measurement of 2T50 by SO feet. The addition will he used entirely
by the fender and steel locker department. Since the Consolidated
Cai Fender Company moved its offices to the plant of the Naragan-
sett Machine Company, the fender interests have reached such pro-
portion that an addition to its plant was thought advisable.
Columbia Brake Shoe & Foundry Company. Cincinnati. O.. re-
ported in our issue of March 9 as the new name of the Colum-
bia Foundry' Company, will devote its exclusive attention to the
manufacture and sale of brake shoes for steam and electric rail-
ways. The company state that already they have become stand-
aid on si reral railways and that in the near future the foundry
will be doubled, and the capital stock of the company increased in
to meet the demand for its products.
Foote. Pierson & Co., New York, will about April 15 move
their offices and business from 82-S4 Fulton street, where they
been located for the past twenty-three years, to 160-162 Duane
street, corner Hudson street, where they will occupy the entire
five floors. This will provide room of more than double its present
quarters. New and improved machinery will be installed, enabling
tin- company to handle a much larger volume of business than
heretofore. The company are well known manufacturers of tele-
graph instruments, fire alarm apparatus, measuring and testing
instruments and a large variety of electrical specialties.
B. F. Sturtevant Company, Boston, reports the following recent
sales of mechanical draft apparatus: Scranton Railway Company,
Scranton. Pa., for maximum output of 6.000 horsepower; Lowell
Gas Light Company. Lowell, Mass.. for burning coke breeze in
connection with 500 horsepower marine boilers; apparatus for Mex-
ican Central Railway. Tampico. Mex. ; Washburn Brothers Com-
pany. Glasco. N. Y.: Hitchings & Co.. New York, and the Monarch
Supply Company. Toronto, Ont. Among the sales for its rotary
type high pressure blowers are; Equipments for the Union Manu-
facturing Company. New Britain. Conn.; John Russell Cutlery
Company, Turners Falls, Mass.; Greer Filter Company, Hamilton,
O.; Riverside Boiler Works Boston. Mass.; and the Andrew Mc-
Lean Company. Passaic, N. J.
Railway Steel Spring Company. New York, at the annual meet-
ing of its stockholders held on March 7 re-elected its retiring
board of directors with the exception of George G. McMurtry, who
was chosen to fill the vacancy of Charles Scott. Jr.. resigned. The
income account of the company for the year ending December 31,
1906, as compared with 1905, is as follows;
1906. 1905.
Net earnings $ 2.341.120.19 $ 1,949,993
Interest on Latrobe plant bonds 215.5S7.4S
Balan.e $ 2.125.532.71 $ 1.949.993
Dividend, preferred (7 per cent) 944.979.00 944.977
Balance for common $1,180,553.71 $1,005,016
Dividend, common (4 per cent) 539.988.00 539,988
Surplus $ 640.565.71 $ 465,028
Account Latrobe plant purchase 450.000.00
Final surplus $ 190.565.71 $ 465,028
Previous surplus 2.045.S99.16 1.580,871
Total surplus $ 2.236,464. S7 $ 2.045.899
ADVERTISING LITERATURE.
General Storage Battery Company, 42 Broadway. New York.
has issued a convenient printed manuscript containing instructions
for the installation and operation of transportable batteries. The
instructions are issued by the operating department and should be
of particular value to all who have the handling of storage bat-
teries.
Kinnear Manufacturing Company, Columbus, O. — "Car Barn
Doors'' is the title of a well-executed pamphlet describing and
illustrating the Kinnear steel rolling fireproof door as used for this
purpose. A description of the general features of these doors
appeared in the daily edition of the Electric Railway Review at
the time of the Columbus convention.
John B. Watson. Drexel Building, Philadelphia. — Bulletin No. 31
describes a great variety of electric railway rolling stock and power
machinery, some new and some which has been taken from service
for various reasons and can therefore be obtained on advantageous
terms. Each item is fully described and many cars are illustrated
with engravings from photographs. The same pamphlet announces
that this dealer has on hand a large number of steel bridges which
have been removed from steam railways on account of increased
weight of motive power and rolling stock.
American Conduit Company, 140 Nassau Street. New York. —
This company has issued cards containing interesting information
concerning the insulating conduits for railway and power house
work which it manufactures, with drawings showing the detailed
construction of the jumper system used by the Pennsylvania Rail-
road. The company has also issued convenient tables from which
the cost of stone, sand, labor and cement per cubic yard of con-
crete at the various proportions in which the materials are to be
mixed, can be determined at a glance, with a range of assumed
probable costs of these materials per cubic yard as a basis.
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postoffice. Chicago, 111-, as Second-class MaiU'r.
Subscription in advance, including special daily editions published from
time to time in places other than Chicago, postage free. r~:
Foreign. $5; Single Copy, 10 cents.
New York: 150 Nassau Street
Vol. XVII, No. 13
CHICAGO, MARCH 30, 1907
Whole No. 205
TABLE OF CONTENTS.
Editorial:
— Central Electric Railway Association
— Placing the Trolley Wire Off-Center
— Effect of Scale on Heat Transmission
— Weighing Cars and Braking
— The L'se of Feeder Diagrams
— The Paralleling of Steam Railways by Electric Railways..
— The Influence of Steam Pressure in Turbine Operation...
— Electric Railway Express at Boston
— Liability for Platform Areas
Annual Meeting of the New England Street Railway Club
Meeting of the Central Electric Railway Association
Indictments for New York Central Wreck
Directory of Electric Railway Associations
Ft. Wayne & Springfield Single-Phase Railroad. (Illustrated)..
Five-Cent Fares
Stations on the Brighton Beach Line of the Brooklyn Heights
Railroad Company
Car Inspection. By Lee W. Jacques
Track Bonding. By Thomas B. McMath
Car Wheels for Interurban and City Service. By C. Skinner.
(Illustrated)
Trolley Wheels. By M. Baxter
Values of Ties of Different Materials
Trials of an Exhaust Steam Turbine Plant
Records of the Purchasing Department. Denver City Tramway.
(Illustrated)
Long Through Routes Offered by Chicago Traction Companies.
i Illustrated I
411
411
411
412
412
412
413
414
414
415
415
416
416
417
420
420
421
422
423
425
4 2.:
426
430
Disagreement on Valuation of Cleveland Electric Railway 432
Brooklyn Rapid Transit Company Claims Overtax 433
Des Moines Franchise Decree Filed 433
Milwaukee Electric Railway Service 434
Answer to Petition for Reduced Fare 434
Form for Recording Pile-Driving Progress. (Illustrated) 434
Piping and Power Station Systems — XXXV. By W. L. Mor-
ris. (Illustrated) 435
Recent Electric Railway Legal Decisions. By J. L. Rosen-
berger 436
News of the Week —
— Convention of Iowa Associations at Clinton 438
— Rapid Transit Affairs in New York 438
— Legislation Affecting Electric Railways 438
Construction News —
— Franchises 439
— Incorporations 440
— Track and Roadway 440
— Power Houses and Substations 442
Personal Mention 442
Financial News 443
Manufactures and Supplies —
—Rolling Stock 444
— Shops and Buildings 444
— Trade Notes 444
-Advertising Literature 445
A Method for Preventing the Derailment of Railway Trains.
(Illustrated) 445
Portable Motor-Driven Air Compressors. (Illustrated) 446
The papers and discussions at the meeting of the Central
Electric Railway Association at Dayton, O.. on Thursday of
this week were all on subjects of the great-
Central est interest to the practical men who are
Electric Railway directly responsible for proper operation
Association. and maintenance of track and equipment.
Reference to the report of this meeting,
which appears elsewhere in this issue, will indicate a number
of the questions to which special attention is now being
given. The exchange of data as to the results of tests and
the defects developed in service shows that there is need
of further investigation before conclusions of wide applica-
tion can be drawn. The association has an important field
for its work and the interest manifested by the active mem-
bers representing the shop and track departments of the
electric railways is extremely gratifying.
and its introduction here seems to be warranted where double
service is to be operated.
Placing the
Trolley Wire
Off-Center.
The proposed trolley location for the new lines of the Den-
ver & Interurban Railway, as described in the Electric
Railway Review of March 9, 1907, page 321,
is undoubtedly a step in the right direction.
The cars of this road will take current
direct from the trolley wire at 11,000 volts
pressure and steam locomotives will draw
freight trains over a portion of the route. By reason of these
conditions it. is proposed to support the trolley wire (No.
0000 grooved) 22 feet above the tops of the rails and not
nver the center of the track but above a line just outside
one rail. Thus can a short bracket arm be used and the poles
still be more than the usual distance from the nearest rail.
Tin- catenary wires, Insulators, and, in ract, the
trolley wire and all its supporting members will lai
.■■ tli<- smoke and steam from locomotive slacks. With
the trolley wire at one side, the lives of trainmen on boa
cars will not be endangered, because even though the win-
should sag for some reason it would still be out of reach of
the employe unless he should make a deliberate attempt ic.
reach for it. This offset-trolley construction is in use abroad
Effect of
Scale on Heat
Transmission.
One of the most resourceful subjects for discussion in steam
engine literature has been that of the reduced economy of
steam boilers on the heating surfaces of
which scale has formed. According to cir-
cumstances, and the motives of the speaker
or writer, the loss in economy of a boiler
having one-sixteenth inch of scale — of any
character — has been stated at anywhere from 2 to 20 or
even 30 per cent; the general opinion, if there has been any.
as stated in the technical papers and textbooks, is probably
about 15 per cent loss for each sixteenth inch of scale. In
the earlier discussions of boiler scale, the effect on the econ-'
omy of the boiler has 'always been considered as affected
simply by the thickness of the scale without any thought as
to its composition, or structure. The tests made by Prof.
Edward C. Schmidt on this subject are of most vital interest
to all users of steam boilers, and, as might be expected, from
a large number of tests, it has been found that the loss in
economy of the boiler is affected more by the structural form
of the scale than by its composition or thickness. The rea-
sons for these results should be evident when the extremely
low conductivity of steam and water in a stated condition are
considered. Nearly all solids have a fairly high conductivity,
while the more porous materials, as our knowledge of pipe
covi rings should lead us to infer, have a much lower con-
ductivity. The only criticism which might be made of Pro-
fessor Schmidt's experiments is that the thickness of scale
employed was rather too slight, and the temperature range
ti». limited. In spite of these facts, however, the experi-
ments are of great value, as they indicate clearly that the
resistance to the transmission of heat is dependent more
upon the structural formation of the seal'- than upon its
chemical composition and thickness. The indications are, so
Ear, that the lighter and more porous scale presents the
.■st resistance to the transmission of heat, as the bi
412
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 13.
spaces permit the formation of small globules of superheated
steam, which is one of the most effectual heat non-conductors
known. The loss with different thicknesses of scale was not
sufficiently defined to permit of any definite conclusions, but
from the light which has been thrown on the subject, the
loss to be expected from one-sixteenth inch of scale may
roughly be taken at, say, 8 per cent.
THE PARALLELING OF STEAM RAILWAYS BY ELECTRIC
RAILWAYS.
It is not general practice to ascertain and record the exact
weights of new cars. Especially is this true when new roll-
ing stock equipment is assembled at the
Weighing purchaser's shops. There are perhaps
Cars and those who find it satisfactory to adjust and
Braking. readjust the brake-rigging on new cars un-
til the wheels do not slip under a test
application of the brakes, but a decidedly more accurate and
workmanlike adjustment could be had if the exact weight
of the car were known. If the weight as used in calculating
the lever-arms of the rigging happens to be inaccurate, then
there results the necessary varying of the air pressure, which
again confuses the solution of the problem of correct brak-
ing percentage and uniform applications for all the cars of
one system. To those who would consider accurate records
of the weights of rolling stock as "extra refinements," we
would suggest that the saving in brake shoes and wheels
would undoubtedly be a coveted item were the cautions
observed.
The preparation and maintenance of an up-to-date set of
feeder diagrams including both positive and negative lines.
is of so much consequence in the operation
The Use of a large city trolley system that it is a
of Feeder little surprising that so many interurban
Diagrams. roads have failed to realize the advantages
of doing the same thing. To be sure, the
feeder arrangements of most interurban lines are extremely
simple, but this very fact makes it all the easier to rough
out in a loose leaf book or on tracing cloth the essential par-
ticulars of the current supply, including the number, length
and size of overhead and return circuits, the location of sec-
tion insulators, switches or circuit breakers, and the positions
of adjacent telephones. Diagrams of this kind in inter-
urban railway practice are exceedingly useful in more
ways than one, and if they are made up in sizes which
can be comfortably carried in the pocket, so much the
better. Even In single phase practice it is advantageous to
have diagrams at hand for ready reference showing the size of
transformer taps where such exist, the location and cross
section of copper return cables, the points in the catenary
messenger wire where repairs may have been made, localiza-
tion of trolley breaks, etc. On direct current roads it fre-
quently happens that the growth of traffic requires the in-
stallation of additional feeder capacity differing in size from
the original layout, and it Is most essential that an accurate
record be maintained of all such changes. Otherwise, mis-
taken conclusions are liable to be drawn in studying the
conditions of power distribution and consumption. Nothing
short of a complete and correct diagram showing the exact
number of feet, the kind of wire and the size, including the
trolley, at all points of the road should be sought. The line
and track foremen, the electrical engineer's department and
the superintendent all would find these data time-saving and
helpful. It would be useful not only in regular operating
work, but in placing quick orders for repairs, and in making
the annual inventory of the road's physical property. The
arrangement of interurban feeders may be simple, but it is
surprising how many varieties of copper and aluminum some-
times find their way into the overhead circuits of a single
road.
The decision of the appellate division of the supreme court
of New York state ordering the state railroad commission
to grant a certificate of convenience and necessity to the
Rochester Corning & Elmira Traction Company, which was
reported in the Electric Railway Review of March 23, 1907,
page 403, is perhaps most interesting and important for the
strength of its reasoning. The certificate had been denied at
the time of application on the ground that the Erie Railroad
already met all the transportation needs of the territory in
which the electric company proposes to operate. In the ab-
stract, there would seem to be little in the law to prevent an
electric railway company from building alongside of a steam
railway as well as anywhere else. But New York has a
statute which prohibits a railroad corporation from construct-
ing a road until the railroad commissioners certify that "pub-
lic convenience and necessity" require it. It is this statute
which called for this decision.
Connecticut also has a statute, section 8 of chapter 169
of the public acts of 1893, which provides that no street rail-
way shall be built or extended from one town to any other
in the public highways, so as to parallel any other street rail-
way or steam railroad, without a judicial finding that public
convenience and necessity require its construction. The su-
preme court of errors of Connecticut says, in re the applica-
tion of the Shelton Street Railway Company, 69 Connecticut
Reports 626, that in this statute the "public convenience and
necessity" sufficient to "require the construction of such street
railway," means a condition existing at the time of the appli-
cation, in respect to the applying railroad, the mode of public
travel, the manner in which those needs are to be supplied,
and the probable effect of the proposed road upon the whole
question of adequately supplying those needs, as well as in
respect to the road proposed to be paralleled, that, in the judg-
ment of the trier, will justify the interference with private
rights involved. Railroad companies chartered by the legis-
lature have expended large sums of money in the construc-
tion of their roads, which are practically wasted unless the
road can be used without loss for the transportation of pas-
sengers and freight. It is obviously for this reason that the
provisions of section 8 were incorporated into the general act,
and so a legal right given to existing roads to protection
against a certain kind of parallel road, when the construction
of such road is not shown to be, under all the existing condi-
tions, of public convenience and necessity. For the protection
of such legal rights an existing road may apply to the courts.
In the case of the Chicago & Milwaukee Electric Railroad
Company versus the Chicago & Northwestern Railway Com-
pany, 211 Illinois Reports, 352, 5 Street Railway Law, 266, it
was conceded that a railroad company cannot appropriate or
condemn a strip off of the right of way of another railroad
company longitudinally. But the court was disposed to the
view that the authorities announcing the doctrine that one
railroad company cannot condemn longitudinally the right
of way of another, had reference only to the right of way of
the width which the railroad company is authorized by the
statute to condemn. A 50-foot strip of land owned by the rail-
way company and adjoining its 99-foot strip, but being no part
of it, was not exempt from condemnation on the theory that
it was part of the right of way. If it were within the 99-foot
strip, it would be exempt, whether actually needed by the
owner for railroad purposes or not, so long as the owner was
engaged in the business for which it was chartered. Being
outside the 99-foot strip, the question of its exemption de-
pended upon other considerations. It being evident that the
railway company owning it did not need it then, and would
not need it in the immediate future, while the electric rail-
road company needed it then for a present public purpose, for
which it had the power to acquire a right of way by condem-
nation, the remote and uncertain needs of the railway com-
March 30. 1907. ELECTRIC RAILWAY REVIEW 413
pany owner must yield to the present and certain right of the the turbine which is most efficient and produces the largest
electric railroad company. " results for the least money.
These decisions, taken together, state pretty fairly the Of course, increasing the steam pressure will also de-
law on this subect, if they do not make it. They are also crease the steam consumption of the turbine, for, with a given
equitable and just, and leave comparatively little to be desired terminal pressure, more heat units are converted into work,
as far as they go. Monopolies, it must be remembered, are but this alone cannot be considered, for the relative economy
in general obnoxious to the law and to the courts. But the of the boiler, and the increased cost of boilers, piping and tur-
latter believe, as the supreme court of Illinois said in the case bine must be considered as well. The more rapid deteriora-
of the Central City Horse Railway Company versus the Fort tion of the boilers and piping under high pressure must also
Clark Horse Railway Company, 81 Illinois Reports, 523, that be borne in mind, though these cannot easily be reduced to
competition, an honest, healthy competition, is productive actual figures.
of good. At the same time, the court adds that the law An operating feature which is worthy of the most careful
affords no aid to that kind of competition which claims the consideration is the reduced danger of accidental contact of
right to crush a competitor in order to advance a rival the blades when low steam pressure is used, partly because
interest. of the reduced length of the shell which reduces the diffi-
~ culties experienced from unequal expansion and contraction
THE INFLUENCE OF STEAM PRESSURES IN TURBINE and warping, but chiefly because of the greater stiffness of
OPERATION. the spindle, which materially lessens the "whipping." As a
certain thickness of the metal of the spindle is required to
There are certain considerations, both in the design and hold the blades, and this thickness must be greatly exceeded
operation of reaction steam turbines, which cast a doubt on in spindles of small diameter and considerable length to give
the advisability of selecting the highest pressures. The tend- the desired stiffness, the spindle will be considerably light-
ens in design has been very much, for a time at least, ened by the use of low-pressure steam, thus reducing the
toward the increasing of steam pressures, a practice which Pressure on the bearings, which will consquently be sub-
without question was the natural result of the experience Jected to less wear, and assist in assuring that the shaft
gained with multiple stage expansion in reciprocating engines. always rests on an oil film.
Also, the theory of the turbine, if not minutely investigated, An examination of all the information available shows
leads to the too broad conclusion that the steam turbine is that tne evaporation per pound of coal is about 7% per cent
particularly well adapted to the use of extremely high pres- higher in a boiler operating at 100 pounds per. square inch
sures. This is, however, not a fact, if all things are con- S^ge pressure than in a boiler working at 2S5 pounds gauge,
sidered, the truth being that the turbine is more particularly Provided that all the other conditions except the steam pres-
adapted to the economical use of low-pressure steam, while, sure are tne same ln botn cases-
within reasonable limits, the reverse is true of the reciprocat- In the accompanying table are shown the comparative
. _n„:_„ results of turbine and boiler combined for pressures of 100,
■**-*& "11 (3 111". i j_ • -i
A statement which may at first appear rather broad, and 15°- 225 and 285 ?ounds Sauge- Tne suPerheat ™ each case
at the same time novel, is, that the cost of construction of a is 10° deSrees F- The stePs for arriving at these figures are
, . , .. , . ., . . not given here for lack of space, but it will suffice to say that
steam turbine is inversely proportional to the square root of uu'- >='vc" "clc l"' la^°- *"■ "''" "' *
^. . ... , , ,..,,, „ . . . they are based on the principles set forth, and from them they
the initial steam volume, and that the efficiency is to a meas- LUC-> alc "a=c" "" >-"c »»««« v =
urable degree also a function of the volume. The reasons for can easily be deduced.
... ., .. ,. . .. .. . . ,, Gauge pressure, pounds 100 150 225 285
this are that the diameter of the high-pressure spindle is Relative evaporation of boiler. Water
directly proportional to the square root of the initial steam per pound of coal 1.03 1.00 .97 .955
, ,., ,, . , . . . , , . ,. ., British thermal units, theoretically
volume, and the work done by each ring of blades is directly available in turbine. One pound,
proportional to the square of the blade velocity, and hence, absolute, back pressure. 317 339 367 381
. , „ „,,,.,,,., ,.. Initial volume of one pound of steam
the number of rows of blades in the high-pressure turbine is jn cubic feet 4.6 3.2 2.3o 1.85
inversely proportional to the initial volume. Further, the Relative steam consumption of turbine.. 1.04 1.00 .98 .94
Relative cost of construction of turbine. .90 1.00 1.10 1.20
cost in excess of a certain fixed cost for the governor bearings Relative diameter of high-pressure
and shell is nearly directly proportional to the number of spindle 1.24 1.00 .84 .72
__ ., , , ... Relative length of high-pressure spmdle. .60 1.00 1.50 2.15
blades in the turbine. While these are the principal reasons Relative stiffness of spindle to resist
for the statements made, there are many others of minor im- •whipping" 6.4 1.00 .177 .037
Relative coal consumption of turbine
portance which would take far more space to explain than and boilers combined 99 1.00 1.00 1.01
can be given at this time, and for the present they are not As will be observed by an examination of the table, all
essential to the argument, though they have been given due results have been compared with the turbine and boiler oper-
weight in the comparisons presented herewith. ating at 150 pounds per square inch gauge pressure, as this is
A glance at some of the tendencies of reaction turbine probably the most generally used pressure at present. A
design and practice bear out these statements, as, for in- further examination shows that the cost of the turbine de-
stance, the design of the double-flow turbines, in which the signed for 100 pounds gauge pressure would be but approxi-
high-pressure spindle is entirely dispensed with, and is re- mately 90 per cent of the 150-pound turbine, while the turbine
placed by a high-pressure impulse turbine, the exhaust of designed for 285 pounds would cost about 20 per cent more,
which is utilized in the usual low-pressure reaction turbine. while, when all is taken into consideration, the coal consump-
In marine practice, a similar condition is found, as well as tion for the low-pressure turbine would probably be about 2
in a large part of the European reaction turbines installed in per cent less than that for the turbine built for 285 pounds
stationary practice. In these cases, what is equivalent to pressure. The most vital point to be observed, however, is
the employment of an impulse turbine is obtained by using the relative lengths and stiffness of the spindles, that of the
low steam pressure, or throttling the high-pressure steam, low-pressure turbine being but about one-fourth as long, and
thus further superheating it, and causing the desired increase 150 times as stiff, as that of the turbine designed for 285
in volume. Further, the fact that small reaction turbines are pounds pressure. This alone would be a great inducement
not constructed for moderate speeds is another indication of to use lower steam pressure, as it would permit slightly
the truth of the principles stated, for in the latter case the smaller radial clearances, and at the same time reduce the
cost of construction with small steam volumes is prohibitive. danger of accidental contact.
In all these cases, the chief object is the reduction of the cost There is, however, an increase in economy with red
of construction, and, incidentally, a small gain in efficiency. pressure, not only in coal consumption, but throui
It should be borne in mind that it is the low-pressure end of reduction in boiler piping and turbine costs, which
414
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 13.
reduced depreciation and maintenance, while the cost of re-
pairs should also be far less than when high pressures are
employed. The reduction of maintenance charges and in-
creased safety of operation of the turbine are the principal
points of advantage, since the increase in economy is not of
itself sufflcienl to induce the adoption of lower pressures.
The only object of going into the cost and economy of the
turbine so completely is to show that there need be no fear
of reduced economy by reduced steam pressure. Low pres-
sure and higher superheat are the lines along which the reac-
tion turbine should develop, and, in some designs of turbine.
an increase in the degree of superheat will show far greater
gains than indicated here, as the "water-brake" action which
detracts from the efficiency at certain loads would almost if
not wholly disappear. It is not intended in the suggestion
regarding the use of superheat to advocate the extremely
high temperatures sometimes found in practice, but simply
as the temperature of the saturated steam decreases with
diminished pressure, the degree of superheating may be in-
creased an amount equal to the difference in the saturation
temperatures.
ELECTRIC RAILWAY EXPRESS AT BOSTON.
The application of the Boston Elevated Railway Com-
pany to the Boston city government for the right to carry
freight and express matter on its system, points the way
toward a general realization in Massachusetts of the possi-
bilities of the electric roads in the work of handling light
merchandise. The large urban systems of the east have
been somewhat conservative in their attitude toward the ex-
press business, perhaps because of the importance of their
dense passenger traffic and the lack of uniform practice on
other roads doing a parcel business in other parts of the
country. The influence of local suburban express companies
has also been hostile to this enlargement of scope by electric
roads.
Experience in light freight handling in the middle wes-
has shown how valuable such a service can be in the vicinity
of large cities, and in Xew England there is now a decided
tendency toward the establishment of such traffic. In
Massachusetts a number of companies have applied to the
municipal authorities for consent to carry freight, and are
doing so under the regulations of the railroad commission.
The Old Colony Street Railway is distributing many parcels
in the territory between Brockton, Providence. Fall River
and Xew Bedford to the great convenience of the public
and the larger employment of its equipment. At Conway.
Mass.. an electric line connecting with the Fitchburg division
of the Boston & Maine Railroad is empowered by a special
charter to carry every kind of freight. It has been pointed
out that it is a great saving to the inhabitants of that hilly
region to have their coal and other heavy merchandise hauled
by electricity, and there is no doubt that in this case the
public interest is served by the granting of the fullest trans-
portation privileges. In Maine, the Atlantic Shore Line is
handling important electric freight service in the region be-
tween Portsmouth. Dover and Kennebunkport. and the Bos-
ton & Worcester's grant of permission to do a freight business
is one of the most recent developments in the field.
Obviously a freight-carrying privilege is worth compar-
atively little to an electric road unless it can receive and de-
liver merchandise at some fairly central point in the termi-
nal cities in which its passengers are deposited. The atti-
tude of the large urban companies in large measure decides
the feasibility of express service in any thickly settled local-
ity. The objection that such service is liable to interfere
with the regular passenger traffic does not hold much weight,
for the reason that the freight service can generally be de-
flected from the main lines of city travel, and a large part
of the business can be handled in the night or early morn-
ing. The present methods of hauling farm and market gar-
den products into cities in the early morning by horses and
vragonE whos< larallel the idle tracks of many trolley
lines are entirely out of touch with the progressive spirit of
the times.
The private local express company is really a develop-
ment of the system whereby individuals go shopping for
their neghbors and return home laden with bundles; it is
relatively expensive, infrequent and on the whole unequal
to the demands of the times for speed. The use of the
trolley lines as light freight carriers enables orders to be
filled much more rapidlv. and to this extent cuts into the
i sites of the local expresses; but it is certain that
the enlargement of facilities for freight handling by electric
cars is such a public benefit that it is poor policy to stifle
competition by refusing electric roads freight-handling rights
in the interests of the horse-drawn expresses. Doubtless
it is wise in most cases to limit the matter which can be
handled to materials other than explosives and bulky or very
low-grade freight which can always be most profitably hauled
on the smoother profiles of the steam railroads, but a liberal
elasticity in the list of light merchandise which is permitted
for trolley transit, works to the lasting convenience of the
shipping public.
LIABILITY FOR PLATFORM AREAS.
The full bench of the supreme court of Massachusetts re-
cently ruled that the Boston Elevated Railway Company is
liable for damages in case of injury to its passengers result-
ing from crowded platform areas, with particular reference
to the Sullivan Square terminal. It was claimed that the
platform was too small for the accommodation of the passen-
who could be and were delivered upon it. and the com-
pan] was criticized for "continuing to assemble on its plat-
forms at certain hours of the day such large crowds, neces-
sarily going in opposite directions, that those on the outside.
li spite of all they can do. are carried off the platform into
the trench in which the tracks are laid."
Peculiar rulings on transportation service have often
been made by this court, and this one seems to be no excep-
tion. The one substantial fact which persons outside the
street railway business never seem to be able to grasp is the
physical impossibility of handling all the traffic of a great
city in the rush hours without crowding of streets, stations
and cars. The public as a whole simply cannot realize the
burden which the common desire of everybody to go home
within an hour or two of the same time throws upon even
the best organized transportations systems. A company
may spend hundreds of thousands of dollars upon its extra
rolling stock, its stations and its operating organization; if
may employ scores of inspectors with police powers to cope
with the avalanche of travel which chokes its lines between
5 and 6 p. m. on business days, but no known method exists
of enforcing courtesy in the individual passenger. The Sulli-
van Square terminal is probably the largest single electric
railway station in the world, and its liberal dimensions are
the object of instant comment of transportation experts. If
it were to be rebuilt it is doubtless true that the experience
of nearly six years of operation would suggest the impor-
tance of separating opposing streams of passenger move-
ment— and the plans for the Dudley Street and Forest Hills
terminal changes suggest this; but considering the volume
of traffic which has passed through this station in the past
six years the low accident record is certainly one for con-
gratulation. Far more than 500,000 persons a week pass
through Sullivan Square terminal, and if a traffic of this
magnitude is at times congested by the typical American
desire to annihilate the distance between surface cars and
trains connecting by free bodily transfer on the same level,
the mere matter of a few square feet more or less of platform
space is not going to solve the problem.
.March 30. 1907
ELECTRIC RAILWAY REVIEW
415
ANNUAL MEETING AND DINNER OF THE NEW ENG-
LAND STREET RAILWAY CLUB.
One of the most efficient and active technical societies
in the country composed of street railway men is the New
England Street Railway Club, which held its seventh annual
meeting and dinner at the Hotel Somerset, Boston, on Thurs-
day of the present week. The club has a membership of 620
and the attendance at the dinner reached the exceptional
number of 400. Xothing could more certainly indicate the
importance of the industry and the scope of its operations
than the high character and ability of the men who were
gathered together on the occasion.
The business meeting of the club was held in the after-
noon and was devoted chiefly to the election of officers, which
resulted as follows:
President — Henry C. Page, Springfield, Mass.
Vice-Presidents — M. C. Brush, Newtonville, Mass.; Hora-
tio Bigelow, Norwich, Conn.; J. Brodie Smith, Manchester,
X. H.; P. H. Foote. St. Albans, Vt; D. F. Sherman, Provi-
dence, R. I.; E. A. Newman, Portland, Me.
Secretary — John J. Lane, Boston, Mass.
Treasurer — N. L. Wood, Boston, Mass.
Executive Committee — Paul Winsor, Boston, Mass. ; W.
D. Wright, Providence, R. I.; C. H. Hile, Boston, Mass.; John
F. McCabe, Worcester, Mass.; E. A. Sturgis. Boston, Mass.;
Charles C. Peirce, Boston, Mass.: George C. Ewing, Boston,
Mass.
The new president, Henry C. Page, has been engaged
in street and electric railway work for many years. He is
about 43 years of age, and 22 years ago went to work for
the Lynn & Boston Street Railway, running a: car from Chel-
sea to Boston. He served for three years as conductor, and
was then rapidly promoted until he was placed in complete
charge of the schedule arrangement and car dispatching of
the company. He made such a success of this that, after the
Boston & Northern Street Railway Company was formed, tak-
ing over many lines, he soon became its general superin-
tendent, in charge of 450 miles of track. His particular suc-
cess on this road lay in his method of handling employes, and
his arrangements of the schedules. About four years ago
he took the position of general manager of the Berkshire
Street Railway Company at Pittsfield, Mass. He remained
there until June, 1905, when the Consolidated Railway Com-
pany secured the property, as well as the Springfield Street
Railway, and Mr. Page was appointed general manager of the
latter system, which position he now holds.
The dinner and social features in the evening were in
charge of two committees, a committee of arrangements, of
which Charles C. Peirce was chairman, and a reception com-
mittee, of which M. C. Brush was chairman. This is equiva-
lent to saying that matters were well arranged. Readers of
the Electric Railway Review know that Mr. Peirce has no
equal in either arranging or entertaining. The efforts of
both committees were made all the more effective by the
assiduous labors of J. J. Lane, the secretary of the club and
the editor of its publication, the Street Railway Bulletin.
The after-dinner speaking was serious and impressive.
John I. Beggs, president of the American Street and Inter-
urban Railway Association, discussed the relation of the work
of the club and similar bodies to that of the American asso-
ciation and its affiliated organizations. He also spoke with
emphasis of the present attitude of the public toward street
railway corporations, and of the need which the present
crista creates for the most careful attention on the part of
street railway managers to see to it that no cause should
be given for dissatisfaction on the part of the public.
Hon. George T. Blackstock of Toronto, who made such
a profound impression with the speech which he delivered
at the Philadelphia convention in 1905, was the next speaker.
He delivered an oration, rather than a post-prandial speech,
which was remarkable for its finished diction, wide range
of thought and lofty spirit. It dealt with the commercial
and political relations between Canada and the Cnited States
and with the need for the prosperous people on the North
American continent to think more of the other things in life
than mere money making and pleasurable dissipations.
Rev. Willard Scott, D. D., of Worcester, Mass., showed
that he was a witty man of the world, as well as an ear-
nest teacher of religion, by a speech that taught moral les-
sons while at the same time it kept his auditors smiling when
they were not shaking with laughter.
Guy Murchie, of the legal department of the Boston &
Worcester, presided gracefully as toastmaster. The evening
closed with a rising vote of thanks to Chairman Peirce and
his assistants for the successful manner in which they had
provided for the entertainment.
MEETING OF THE CENTRAL ELECTRIC RAILWAY ASSO-
CIATION.
The regular meeting of the Central Electric Railway
Association was held at the Hotel Algonquin, Dayton. O., on
March 2S. The first session was called to order at 11:25
a. m. by the president, H. A. Nicholl, about 70 members of
the association being present.
E. C. Spring made a short address congratulating the
new president, to which Mr. Nicholl made an appropriate
reply, and the association then proceeded to the regular or-
der of business. After minutes of the meeting held at Indian-
apolis on January 24, last, had been read and approved, T. B.
McMath read a paper entitled "Track Bonding." This paper
and a summary of the discussion upon it will be found on
page 4J_.
The next business was the paper on "Car Wheels," by
C. Skinner. This paper and an abstract of the discussion will
be found on page 423.
The session was then adjourned until after lunch. On
again calling the meeting to order at 2:40 p. m., the chair
announced the appointment of committees as published in
the Electric Railway Review for March 23, 1907, page 395,
and also the appointment of the following executive commit-
tee: H. A. Nicholl, Indiana Union Traction Company. Ander-
son, Ind.; E. C. Spring, Dayton Covington & Piqua Traction
Company, West Milton, O.: C. C. Reynolds, Terre Haute
Indianapolis & Eastern, Indianapolis.
The paper on "Trolley Wheels," by M. Baxter, was then
read. This paper and the discussion will be found on page
L. W. Jacques then read a paper on "Car Inspection,"
which, together with the discussion, will be found on page
421.
A. A. Anderson ( Indianapolis Columbus & Southern),
chairman of the committee on "Express Contracts," reported
that because of lack of time only a progress report could
be submitted.
George Whysall (Columbus Delaware & Marion) stated
that his company recently had made a contract with the
Wells-Fargo Express Company on a tonnage basis, but with
an increased allowance according to valuation of shipments,
which gave his company 1U times local freight rates on
local business and regular freight rates on through business.
Employes operating express cars were paid by the express
company, and wages of employes operating cars used jointly
were equally divided between the express and the railway
companies.
R. C. Taylor (Indiana Union Traction Company), chair-
man of the committee on "Lighter Cars," reported progress,
and stated that a request for data as to capacity, weight,
etc., of cars now used would soon be issued.
H. N. Staats (Cleveland), chairman of the committee on
"Insurance," submitted the following report, which was ac-
cepted and ordered filed:
During the past two years extensive investigations have
been made relative to the best plans for promoting the inter-
ests of traction companies and electric light and power com-
panies, along the lines of insurance.
As a result of these investigations, the American Rail-
416
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 13.
way Insurance Company of Cleveland, O., has been incorpo-
rated and organized with a capital and surplus of $500,000.
The officers and directors of the company are men repre-
senting railway, light and power companies, and the busi-
ness of the company will be confined exclusively to these
interests.
In addition to the American Railway Insurance Company
there has been incorporated the Traction Mutual Insurance
Company and the Electric Mutual Insurance Company. These
companies will co-operate with the American Railway Insur-
ance Company.
In the opinion of your committee, all the members of
the Central Electric Railway Association may be profitably
consolidated into one organization, to the extent, at least,
of the insurance of their properties against destruction or
damage by fire. We approve the plan of insurance adopted
by the companies named and recommend the earnest co-
operation of every road connected with the Central Electric
Railway Association.
The chair then announced that the next meeting of the
association would be held at Indianapolis on May 23 next.
W. H. Evans (Indianapolis Traction & Terminal) sug-
gested that the association take up for consideration the
proper standards for brakeshoes, wheel treads and flanges,
axles, and journal boxes, and the committee on "Standardiza-
tion." of which he is chairman, was instructed to report at
the meeting in May.
Adjourned.
INDICTMENTS FOR NEW YORK CENTRAL WRECK.
The grand jury which has been investigating the wreck
near Woodlawn on the New York Central & Hudson River
road on February 16, has voted three indictments for man-
slaughter in the second degree against the company, A. H.
Smith, vice-president and general manager, and Ira A. Mc-
Cormack, general superintendent electrical division. The
penalty, if found guilty, is 15 years imprisonment or a fine
of ?1,000, or both, for the officials, and a fine of $5,000 for the
corporation. In its presentment the jury makes the follow-
ing statements:
The wrecked train left the track at the middle of a
curve under the Woodlawn bridge, the immediate cause being
the spreading of a rail on the outer edge of the curve, follow-
ing the shearing of the spikes on the outside of said rail.
In the morning of February 16 the engineer of an elec-
tric locomotive train passing around the said curve at a
speed of about 60 miles an hour, noticed a roughness of track
at the point where the rail subsequently spread, sufficient to
cause him to report it. An ordinary inspection by track walk-
ers later in the day failed to locate the defect. Subsequent
trains passed over the said point of track at normal speeds
and no roughness was observed. Xo subsequent train seems
to have exceeded a speed of 50 miles an hour at that point
until the Brewster express arrived.
The fatal train was traveling at a speed which calcu-
lations by the experts from the company that made the loco-
motives (based on the distance required to bring the locomo-
tive to a standstill) show to have been at least 60 miles an
hour, and which has been estimated by competent observers
as high as 70 miles.
After more than a month of careful investigation by ex-
perts from the New York Central & Hudson River Railroad
and other companies, no defect in roadbed or rolling stock
has been discovered which could have caused a wreck at
normal speed. The evidence leaves no doubt that the disas-
ter was directly due to some combination of circumstances
developed and made disastrous by excessive and abnormal
speed.
The curve in question was constructed and safe for a
normal speed of about 46 miles an hour. The company had
made no calculation to ascertain, and had no definite knowl-
edge of, how much higher speed could be attained without
passing the limits of safety. There were no rules in exist-
ence to limit trains to the speed known to be normal and
safe. Instead, reliance was placed on the judgment of engi-
neers not to exceed safe speeds.
This, it is claimed, has been the best railroading practice
for years. With steam locomotives an experienced engineer
could easily estimate his speed, and readily feel when he was
going around a curve faster than the normal or so-called
equilibrium speed.
The safety of this practice depends manifestly upon hav-
ing trained and experienced engineers. The new electric loco-
motives have a much lower center of gravity and run with
greater smoothness than the steam locomotives. On this ac-
count men not experienced with them tend almost invariably
to underestimate their speed, and their action at excessive
speed on curves is much less noticeable. They are capable
of drawing trains at a speed highly dangerous on the said
curve.
If the question of safety in speed was to be left as before
to the engineers, it was essential that such engineers should
have experience with their engines sufficient to train them
to form a competent judgment.
Prior to the installation of a fast passenger electric loco-
motive service between Xew York and Wakefield, but one
experimental or dummy train was run over the route on
schedule. With the exception of the engineer of that train,
it seems that none of the engineers who were to operate
the new locomotives had been over the route on schedule
time in an electric locomotive before being put in charge of
a train required to run on schedule time and carrying passen-
gers.
The course of instruction for such engineers had required
only four days' practice on a trial track about 2% miles in
length.
Many of the engineers had apparently never ridden on
an electric locomotive at a speed even approximating that
required by the schedule. While all of them had probably
had experience with steam locomotives, they were put in
charge of fast trains carrying passengers drawn by electric
locomotives at a time when they knew nothing, by experience,
of the speed capacity of such locomotives.
The engineer of the wrecked train had not received suffi-
cient instruction to enable him to form a judgment of any
value as to the speed at which he was running his train.
The disaster was a natural result of such carelessness. This
matter should not have been left entirely to the discretion of
the company.
DIRECTORY OF ELECTRIC RAILWAY ASSOCIATIONS.
American Street and Interurban Railway Association. Secre-
tary, Bernard V. Swenson, 29 West Thirty-ninth street, New York.
American Street and Interurban Railway Accountants' Asso-
ciation. Secretary, Elmer M. White, assistant treasurer Birming-
ham Railway Light & Power Company, Birmingham, Ala.
American Street and Interurban Railway Engineering Associa-
tion. Secretary, S. Walter Mower, general manager Southwestern
Traction Company, London, Ont.
American Street and Interurban Railway Claim Agents' Asso-
ciation. Secretary, B. B. Davis, claim agent Columbus Railway &
Light Company, Columbus, O.
American Street and Interurban Railway Manufacturers' Asso-
ciation. Secretarv, George Keegan, 2321 Park Row building, New
York, N. Y.
Canadian Street Railway Association. Secretary. Allan H.
Royce, president Toronto Suburban Railway, Toronto, Ont.
Central Electric Railway Association. Secretary, W. F. Mill-
holland, secretary and treasurer Indianapolis Traction & Termi-
nal Company, Indianapolis, Ind. Next meeting, Dayton, O.,
March 28.
Colorado Electric Light Power & Railway Association. Secre-
tary, John F. Dostal, Denver Gas & Electric Company, Denver,
Colo.
Iowa Street and Interurban Railway Association. Secretary,
L. D. Mathes, general manager Union Electric Company, Dubuque,
la. Next meeting, Clinton, la., April 19 and 20.
Massachusetts Street Railway Association. Secretary, Charles
S. Clark, 70 Kilby street, Boston, Mass. Meetings held in Boston
on second Wednesday of each month, except July and August.
Northwestern Electrical Association. Secretary, R. N. Kimball,
Kenosha. Wis. Annual meeting, Milwaukee, Wis., January, 1908.
New England Street Railway Club. Secretary, John J. Lane,
12 Pearl street, Boston, Mass. Meetings held on fourth Thursday
of every month.
Oklahoma Electric Light Railway and Gas Association. Secre-
tarv, Charles W. Ford, Oklahoma City, Okla. Next meeting. Okla-
homa City, April 22 and 23.
Pennsylvania Street Railway Association. Secretary, Charles
H. Smith, superintendent Lebanon Valley Street Railway, Lebanon,
Pa.
Southwestern Electrical and Gas Association. Secretary, R. B.
Stichter. Annual meeting, San Antonio, Tex., May 14, 15 and 16.
Street Railway Association of the State of New York. Secre-
tary, J. H. Pardee, general manager Rochester & Eastern Rapid
Railway, Canandaigua. N. Y.
Wisconsin Electric and Interurban Railway Association. Secre-
tary, Clement C. Smith, president Columbia Construction Company,
Milwaukee, Wis.
The Societe Anonyme Westinghouse of Paris. France,
has closed a contract for the electrification of an important
portion of the Italian State Railways, the main line from
Genoa to Milan.
March 30, 1907.
ELECTRIC RAILWAY REVIEW
417
FT. WAYNE & SPRINGFIELD SINGLE-PHASE RAILROAD.
The first division of the Ft. Wayne & Springfield Rail-
way Company's line has been completed and cars are now ope-
rating between Ft. Wayne and Decatur. Ind. This company
was originally organized to construct and operate an electric
railway from Ft. Wayne, Ind.. to Springfield, Ohio, but it was
later decided, because of subsequent railway development in
western Ohio, to build from Ft. Wayne south to Portland,
Ind.. a distance of 50 miles. Though the route was changed,
the original name was retained, and the line now in opera-
tion comprises the first division of the railway as it is to be
built under the revised plans. The construction of the sec-
ond division will soon be under way from Decatur to Port-
land, where connection will be had with the Muncie & Port-
land Traction Company's new line, which was described in
the Electric Railway Review for October. 1906, page 929.
of the subgrade. The upper dressing is composed of a sub-
stantial gravel which was obtained from the company's own
pit located about midway between the present terminals. Con-
crete was used exclusively in the bridge abutment and
waterway construction. There are eight bridges of the deck
girder type and one 155-foot span truss bridge on the line.
The latter spans the St. Mary's river at a point a short dis-
tance from the power plant. Each bridge is of 100 tons
capacity. «
The tracks are laid with 70-pound A. S. C. E. section
steel rails on standard ties. The rails are joined mechani-
cally by standard six-bolt splice bars and electrically by the
Ohio Brass Company's No. 0000 soldered bonds.
Power House.
The power house and car barns are situated on a 14%-
acre tract of ground, owned by the company, located just
Ft. Wayne & Springfield Railway — Showing Cars Standing in Front of Power House.
The line is operated electrically by single-phase alternat-
ing current with a line pressure of 6,600 volts. The overhead
work is of the latest type of catenary construction and the
line throughout is well designed. The franchises which the
company holds run for 50 years. The line is located favor-
ably for controlling a healthy freight and passenger traffic.
The city of Ft. Wayne, the northern terminus, with its sub-
urbs has a population of 61.000 and Decatur has a popula-
tion of 5,000. The estimated population adjacent to the right
of way between Ft. Wayne and Decatur is 13,000, making a
total f-stimated population of nearly 80,000 to be served by
the Line. In addition to this, the company is drawing a large
patronage from the four other interurban lines radiating
from Ft. Wayne.
Track and Roadway.
The completed section of the Ft. Wayne & Springfield
Railway, 21.6 miles long, parallels the old Piqua pike and Is
almost wholly located on private right of way from 30 feet
to 100 feet in width. The maximum grade on the line between
Ft Wayne and Decatur is 1.8 per cent and the greatest curve
is five degrees. Much care was given to the construction
north of the city of Decatur. The east, north and south walls
of the power house are constructed of concrete blocks
moulded in sections 8 by 12 by 24 inches in area and are
provided with interior air chambers. There were 7,200 blocks
used in the power house construction. These were made by
day labor at an average cost of 15 cents each. They were
mixed in the proportion of one part cement to two parts
sand and were cast in an Ideal concrete block machine.
After the material was delivered to the machine, which was
located near the power house site, it took four men to make
the blocks at the rate of 100 a day. It required about ten
days of good weather to dry the blocks sufficiently to allow
them to be placed in position in the walls of the building.
They were laid in cement mortar. The west wall of the
structure is sealed up with sheet steel, and is designed to
allow for future extensions of the building. All the material
except the cement was obtained entirely from the proper' y
owned by the company.
The power house occupies a floor area 78 feet by 103
IIS
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 13.
feet in dimensions. The boil. -i room is 42 feet by 68 feet
irea and the balance of the building is divided into an
engine and a transformer mom.
Boiler Room.
The boiler room equipment consists of three Stirling
boilers of 227-horsepower rated capacity each. They are ai
ranged in two banks and work under a steam pressure of
150 pounds. Each boiler is provided with an iron smoke-
stack 41' inches in diameter and 85 feet high above the grate
surface. Two Piatt Iron Works boiler-feed pumps. 7 and
414 by 10 inches, are located between the two banks of boil-
ers. They receive supply-water cither from a 3,000-gallon
storage tank or direct from the heater.
At the rear of the boilers is located a 1,000-horsepower
Cookson heater, a storage tank 8 by 10 feet, and a condenser
pit t; bj I11 bj J4 feet. In the pit. the top of which comes
dividing the building into two fireproof parts. The engine
room floor is elevated 6 feet above that of the boiler room.
The foundations supporting the engines and generators are of
concrete. The generating equipment consists of an 18 and
36 by 36-inch Buckeye "tigine of 675-horsepower capacity,
which is operated at il'.~. revolutions per minute. It is direct
connected to a Westinghouse single-phase, alternating-current
generator of 450 kilowatts capacity. There are also located
here a belt and an engine-driven exciter of 22^ kilowatt ca-
pacity each. The former is driven by a belt from the fly-
wheel and the latter is driven by a Westinghouse junior en-
gine.
Alternating current is generated at a line pressure of
6,600 volts and is fed direct into the trolley wire. No feeder
or auxiliary wires have been provided and as the line loss is
Imt slight it is not expected that they will be necessary to
Ft. Wayne & Springfield Railway — Catenary Construction on Tangent.
up flush with the floor of the boiler room, is located a jet
condenser and a 6 and 8% by 6-inch service pump, which
supplies the storage tank. The water supply is taken either
from the well or from the discharge of the condenser.
Water is obtained from the St. Mary's river, about 100
yards from the power house. A main service pipe, 15 inches
in diameter, leads from the river to a well, 25 feet deep and
10 feet in diameter, which is located in front of the boiler
room. An 8-ineh suction pipe leads from the well to the con-
denser.
The main steam header, 10 inches in diameter, is lo-
cated along the dividing wall between the engine and boiler
rooms. The steam pipes leading from the boilers pass with
quarter-bends overhead direct into the header. From the
header the steam is led by 3 and 7-inch pipes with quarter
bends to the engine. The steam exhaust, 14 inches in diam-
eter, is arranged so as to allow the engine to be worked
either condensing or non-condensing. All pipes are covered
with the Phillip-Carey 85 per cent magnesia.
Between the boiler and engine rooms a partition wall,
built of concrete blocks, extends from the floor to the roof
maintain the desired pressure when the road is extended to
Portland.
At the south side of the power house a transformer room
14 by 30 feet in area has been provided. In this room is
located one Westinghouse 200-kilowatt step-down transformer,
which is used in reducing the line pressure from 6,600 to 550
volts alternating current for use on the trolley wire within
the corporate limits of Decatur.
Overhead Lines.
The overhead construction is of the catenary type and
is composed of a No. 0000 grooved trolley wire suspended
from a 7/16-inch galvanized iron wire cable which in turn
is supported by T-shaped iron brackets. The hangers sup-
porting the trolley are connected to the catenary cable every
10 feet by %-inch iron rods clamped to the trolley and cable
respectively by screw clamps and messenger clips. Ordinary
span-wire construction is used. The poles used in the pole
line construction are in 30, 35 and 40 foot lengths, except
in towns, where they are 55 and 60 feet long. In addition
to the trolley wire these poles carry telephone and signal
March 30, 1907.
ELECTRIC RAILWAY REVIEW
419
wires. The cars are dispatched by telephone, the dispatcher's
office being located at Decatur.
At Ft. Wayne, where the company's cars enter onto the
city tracks of the Ft. Wayne & Wabash Valley Traction Com-
pany, the direct current of the city line is used. Substantial
line circuit breakers and a dead-line span 200 feet In length
tion. After the circuit breakers have been passed and the
switches are again opened, the car is allowed to -continue
its journey.
Car Barns.
The car barns, rectangular in shape, occupy a floor space
31 by 151 feet. The walls are 24 feet high. This building
is also constructed of concrete blocks and is so designed that
BouCR Pooh
Ft. Wayne & Springfield Railway — Car Barn and Power House.
are provided where the connection is made. Westinghouse
type-A oil switches are used for cutting the current in or
out on the dead piece of trolley. This precludes the danger
of the high voltage overlapping onto the low voltage direct-
current construction. A similar arrangement is made at De-
catur, where the low voltage for city operation is substituted
Ft. Wayne & Springfield Railway — Plan of Power House.
an addition can be built onto the west or south sides with-
out interfering with the general layout. Two tracks enter
the building from the east side. Concrete pits are provided
under both tracks at the front of the building. The shops
are equipped with a 22-inch lathe, a 16-inch shaper, a 22-inch
Ft. Wayne & Springfield Railway — Caternary Construction on
Curves.
Wayne <&. Springfield Railway — Cut-out Boxes and Line Circuit
Breakers.
for the high voltage. In running in either direction cars are
brought to a stop with the trolley bow or wheel on some
part of the dead section. After the car circuit and the cur-
rent collector have been changed either for direct-current
or for alternating-current operation (according to the direc-
tion the car Is going), current is thrown Into the dead sec-
back-geared drill, and other tools necessary for doing car
repair work
Equipment.
The car equipment at present consists of three three-
compartment passenger cars 53 feet In length and one ex-
press car 48 feet in length over all. The cars are each
I -'I I
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 13.
equipped with four Westinghouse No. 106 alternating-current
quadruple motors, each of which has a rated capacity of 75
horsepower. They are designed to operate successfully with
either alternating or direct current. The baggage car is
mounted on Peckham and the three passenger cars on Bald-
win trucks of the heavy M. C. B. type. Westinghouse air-
brakes and multiple-unit alternating-current and direct-
current train control are used. The cars are equipped with
the bow trolley for high voltage, alternating-current opera-
tion and with the trolley pole and wheel for direct-current
and low voltage alternating-current operation.
The work of building from Decatur to Portland, the sec-
ond division of the railway system, will begin early this
spring. The right of way for this division has already been
secured.
Personnel.
The general offices are located at Decatur. Indiana. The
organizers of the company and the officers are: President
and general manager. W. H. Fledderjohann; vice-president
and general counsel, John H. Koenig, St. Mary's, O.; secre-
tary. B. A. Fledderjohann, New Bremen, O.; treasurer, M. H.
Wilson, Cleveland, O.; general superintendent, T. W. Shel-
ton; superintendent of construction, Edwin Fledderjohann.
FIVE-CENT FARES.*
The five-cent fare with universal transfers is virtually
the American idea of the street car fare, and will undoubtedly
prevail in this country for many years to come. The wage-
earner in America is better able to pay a five-cent fare than
his European brother is the three-cent fare. The use of the
"zone" system would never be popular in America, as it
tends to congestion, misery and disease, by breeding tene-
ment houses. In this country the enterprising laborer and
artisan, with his home in the suburbs of the city, is carried
to and from his work regardless of distance, for five cents.
Whereas, under the foreign zone system he would have no
alternative than the restricted slum district in the zone in
which he worked.
All people do not ride of necessity. The short ride may
be termed a luxury. The long ride is, however, a necessity.
Shall we reduce the price of the luxury and raise the price
of the necessity? To do so would be un-American.
Everything which enters into the daily life of the aver-
age citizen almost without exception, has risen in value dur-
ing the past few years, excepting street car fares, which in
reality are being reduced (although the fare may remain at
five cents), for the reason that as the city grows, the lines
are extended and a longer haul is given by the transporta-
tion company.
The great question of wages is the basis of the cost not
only of the operation of the railway, but of its construction,
and practically, all the materials and machinery which it
requires in its equipment.
Take by way of comparison Denver, Colo., and Glasgow,
Scotland. Wages of the trainmen in both of these cities are
above the average paid in their respective countries, being
as follows:
Glasgow 14 cents
Denver 27 cents
That which is true of the trainmen is true of all other
forms of labor. The amount paid for one hour's labor in
Denver would buy practically two in Glasgow. (Glasgow is
cited as it stands at the head of municipally managed tram-
ways of the world.)
Do the citizens of Glasgow get a corresponding reduction
in fares? From the last report it appears that the average
rate of fare paid per passenger per mile is 0.9 cents. The
average rate of fare charged in Denver during the same
period is exactly the same rate.
The maximum ride in Denver for five cents is 15 miles,
while in Glasgow it is hut 5.8 miles. The lowest rate of
fare in Glasgow per passenger mile is 0.8 cents, and in Den-
ver 0.3 cents.
In Glasgow no transfers are issued, while in Denver the
universal transfer system prevails, and 14,000,000 passengers
availed themselves of them during the past year.
In European cities where lower fares prevail there are
fewer miles of railway for the population served. Denver
has 26 different routes of street car lines with a population
*By John A. Beeler. vice-president and general manager Den-
ver City Tramway Company, in "Public Service."
of 200,000, while Glasgow, with a population of upwards of
800,000 has but 12 lines of railway.
Regarding the subject of. taxation. The city of Denver
is receiving more in gross taxes annually from its street
railway than Glasgow. The amount of taxes paid per capita
for the population served is:
Denver 90 cents
Glasgow 17 cents
Of course there may be some special lines here and
there throughout the country where very heavy travel is
continuous and where the haul is comparatively short. Such
individual lines might possibly be operated at a profit on a
three-cent fare, but these lines are few and far between,
and generally the company which has one or two such lines
have many others which are not nearly so profitable, and
still others which do not pay expenses, and these lines
simply sustain the others.
Therefore the writer does not anticipate the possibility
of any marked reduction in street car fares in America in
the near future unless the owners are willing to operate
them at a loss or the scale of wages in America falls to the
level that prevails over the waters.
STATIONS ON THE BRIGHTON BEACH LINE OF THE
BROOKLYN HEIGHTS RAILROAD COMPANY.
In the December issue of the Electric Railway Review was
published an illustrated article on the Brighton Beach line
of the Brooklyn Heights Railroad Company, which for a dis-
tance of 6.400 feet from Church street to Fiske Terrace is be-
ing reconstructed as an open cut between concrete retaining
walls and from Fisk Terrace to Coney Island is being elevated
on an embankment. The reconstruction work was under-
taken primarily as a problem in grade crossing elimination.
Plans have now been prepared by the company for the vari-
ous express and local stations to be erected along the re-
constructed route.
On the open subway from Church avenue to Fiske Ter-
race these stations will have their platforms at track edge
and these will connect by wide stairs with the station struc-
tures which are to be bridged over the tracks and at street
level. Such structures will include the local stations at Bev-
erly Road and Avenue C and the large express and local
station which will extend from Foster to Newkirk avenues.
The buildings will be steel framed, copper sheathed and
roofed in a deep red Spanish tile. Inside the stations will
be finished in oak, made most commodious and equipped with
public toilets, ticket offices, waiting rooms and news stands.
Electric bell and light signals will give sufficient announce-
ment of coming trains to enable passengers, to wait in the sta-
tions above the tracks.
The platforms are 8 feet wide and 300 feet long to ac-
commodate eight-car trains without difficulty. They have
been built at car-floor level and are reached by short and
easy flights of stiirs from the waiting rooms. A canopy pro-
tection extending their entire length affords sufficient pro-
tection from rain and bad weather.
On the south or embankment section of the new work
local stations are to be built at Manhattan Terrace. Elm
avenue. Avenue U and Neck Road, with express stations at
Kings Highway and Shore Road. In these cases the stations
are entered below the tracks, the waiting rooms and stations
proper being at street level and beneath the girder bridges
that will carry the railroad over the highway intersections.
The train platforms will be of the same dimensions as
those along the open subway, island platforms being used
for the express stations. From each of these stations broad
stairs lead down through the concrete retaining walls of the
dirt fill to the station buildings, which are built of a hand-
some grade of repressed brick on the outside and lined with
a decorative design of porcelain tile on the inside. Floors
will be tiled and the only wood used in the construction will
be that which goes into ticket booths and news stands. The
entire building will be clean, sanitary and attractive.
A special design of station is to be built at Fiske Terrace
where the new road comes from the open cut up upon the em-
bankment. At all stations passengers will pay their fare be-
fore entering the trains, the present system of fare collec-
tion by conductors being entirely abolished. Overhead wires
are to come down and third-rail operation substituted before
the opening of the new line early in the coming summer.
March SO, :90T
ELECTRIC RAILWAY REVIEW
421
CAR INSPECTION.*
BY LEE W. JACQUES, MASTER MECHANIC, FORT WAYNE & WABASH VAL-
LEY TRACTION COMPANY.
Car inspection, as applied to street railway and inter-
urban service, is to be considered one of the most important
points with which the electric railway men have to contend.
It should be considered from several different standpoints,
viz.: — Safety to the public, maintenance of proper schedules
and economy in maintenance of equipment. Proper inspec-
tion is the greatest insurance, both to ourselves and to the
public, and the only way in which a satisfactory degree of
safety can be assured.
As regards the maintenance of proper schedules, inspec-
tion greatly reduces the liability of cars failing while in
service, and lessens the chances for the public to express
opinions regarding the poor service that electric railways
maintain for the different city and interurban lines. Poor
service has a tendency to make the public, in general, think
that electricity is not as reliable as steam, when applied to
transportation.
When inspection, as regards the maintenance of equip-
ment, is considered from an economical standpoint, the old
adage that "a stitch in time saves nine" is expressly appli-
cable. Inspection of electric cars should be similar to that
of locomotives on steam lines, and not like the inspection of
railroad cars or coaches, as each individual electric car has
its own motive power, in which a small defect may cause
serious trouble and much expense and delay.
Accidents, such as the burning out of controllers and
derailments caused by broken flanges, etc., can generally,
with proper and thorough inspection at frequent intervals, be
avoided.
At the present time, especially in the east and the mid-
dle west, electric lines handle, daily, many more people than
the steam lines; therefore, we should be equal, or superior,
to them in the inspection and maintenance of equipment,
and have facilities by which each car can have thorough and
complete inspection at frequent intervals.
On many of the city lines cars are allowed to run several
days without complete inspection. This is generally owing
to the crowded condition of shops and pit rooms, as many of
the older city lines are still using the same shops, or portions
of them, that were used when horse cars were in service.
These shops are centrally located in a majority of cases, and
floor space and pit rooms cannot be obtained, owing to the
excessive price of adjoining grounds. Consequently, the cars
cannot all be run over the pit each night, but have to be
divided for inspection alternately; and it is sometimes sev-
eral nights or days before all the cars are inspected. To a
large extent this explains why so many cars fail while in
service, interrupting schedules and giving great dissatisfac-
tion, both to the management and the public.
Another point to be considered is that most of this work
has to be done at night when it is necessary to use torches
or extension lights while inspecting all parts under the cars,
and an inspector is much more liable to miss defective parts
than he would be in daylight. Most street railways, and also
other industries, do not think night work can be carried on as
economically as day work, which is true to a great extent;
but as most city lines have only a few extra cars and limited
room, an additional night force, with a competent and wide-
awake foreman and inspector, seems to be the only solu-
tion.
We believe the inspector should be jointly responsible
with the foreman for the condition of the equipment and
also the manner in which repairs are made. He should be
thoroughly familiar with the different types of equipment he
is required to inspect, and it should be his duty to carefully
inspect each car underneath as soon as it arrives over the
pit; and. if conditions warrant, to complete the inspection of
controllers and car bodies afterward, in order to allow room
on the pit for the next car. After completing his inspection,
he should make a report on a blank form furnished for this
purpose. He should also know that the work has been done
before the car is allowed to enter service, and should prompt-
ly report to his foreman any errors made in repairs
Shop condition is another point to be considered. When
building new shops, would it not be well to consider the fact,
that although central location may be sacrificed, considerable
advantage would be gained by securinL' plenty of room (or
storage, repairs and inspection? Another Important fact that
is quite likely to be overlooked is the advantage of complete
inspection. The cars would pass ever the pit each night and
inspector would be allowed time to go over them thor-
oughly. One or two pits could be located in places where
•Read before the Central Electric Railway Association, Dayton,
0 .. March 28, 1907.
cars would pass over them. If a car is found to be in good
condition it could be taken to a place for storage; and if not
it could be taken to a pit room for proper repairs. This would
greatly facilitate both inspection and repairs; and also save
much time in shifting to get defective cars where they can be
repaired.
Interurban shops and barns are generally located in small
towns where land is not so expensive, but unless the shops
are very modern, conditions are much the same as in cities,
as the buildings in most cases are too small to accommodate
the increase in equipment that the business now demands. In
other words, the present large equipment now used for in-
terurban service, has outgrown shop facilities. However, as
these cars are less in number and not so closely scheduled,
there is much better opportunity to give them necessary in-
spection.
At the present time, with the high speed that is required
of these cars, their frequent and careful inspection is of the
greatest importance, as there are many defects that would
not only delay schedules, but might result in serious accident
and loss of life. Inspection of interurban cars should be the
same as with the smaller equipment, only, of course, more
time would be required.
In addition to shop inspection each night, I would sug-
gest that the motorman could be of great service if put
through a practical shop course and taught where he would
be likely to find the defects, and the best manner in which
to correct them. On most interurban lines the schedule al-
lows considerable time to lay over at the end of each trip,
and if the motorman was required to inspect and to do light
repairs, he would soon become quite proficient. He should
provide himself, or be provided, with suitable over-clothes and
tools for this work, and he might be the saving of many de-
lays and possibly serious accidents that could be caused by
broken or sharp flanges, loose tires, etc.. which can readily
be detected in daylight. If motormen were placed on the
same level and held responsible, as locomotive engineers are
in steam railroad service, and were given the proper train-
ing, there would be many less failures and interruption of
schedules than there are now; and no doubt, in certain cases,
accidents would be avoided. This should be the motorman's
duty as well as handling the car; however, his defect report
to the shop-men should in no way interfere with their in-
spection.
Many roads contend that it is not necessary for motor-
men to know too much about electrical equipment, and sim-
ply teach them to cut out motors, replace fuses and brushes
and make other minor rpairs. There are some good argu-
ments in favor of this, especially in city services where mo-
tormen are quite likely to attempt to make repairs of which
they have little knowledge and thus to delay schedules and
damage the equipment: but in interurban service, more time
could be given to their training and more shop experience
afforded, so that they would soon be able to detect many
small defects that are now overlooked. At the end of the
runs, providing the schedules permitted a lay-over, as most of
them do, motormen could make a thorough inspection of all
parts of the car that can be easily reached. Many times a
motor brush will stick in the brush-holder or there will be
broken brushes, loose brush-holders, etc., which can be easily
detected and would cause many unnecessary interruptions by
pulling the car in for knocking the circuit breaker or blowing
fuses. The damage to commutators, brush-holders, etc., should
be considered; and in many mases repair bills would be
greatly reduced. There are also many other light repairs,
such as tightening loose bolts on the trucks or brake rigging
which can easily be accomplished. Frequently the loss of a
cotter pin in certain parts of the brake rigging will cause the
loss of a pin and the result is. the car has no brake. This is
generally found out at a point where a stop is very essential,
and the newspapers publish an account that the air brakes
tailed to work, giving full details of the accident.
By a thorough system of car inspection each time the
car comes to the shop, and by having motormen thoroughly
competent to inspect and to make light repairs at the end of
each trip, an unsafe or dangerous condition in cars would not
be likely to occur, and we would have the best possible safe-
guard against any liability of accident, either to the public
or the equipment, thereby saving the claim and mechanical
departments financially to a great extent. The more fre-
quent and thorough the inspection is by thorough and compe-
tent men, the less is the liability to demage suits, and the
more economical is the service.
Discussion on Car Inspection.
The discussion on this paper turned largely upoi
proper uniforms for the motormen of Interurban cars.
F. A. Bundy (Lima & Toledo) said that motormen would
422
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 13.
take an interest in making careful inspections and were
willing and anxious to make the light repairs that were some-
times necessary, provided doing so would not ruin their uni-
forms. He believed that if the motormen wore overalls and
jumpers the best results would be secured.
E. C. Spring (Dayton Covington & Piqua) and George
Whysall (Columbus Delaware & Marion) opposed this on
the ground that the repair shops should not be spread over
the entire road, and that with proper shop management and
inspection there was no need for motormen making repairs
or inspections of cars that would require them to soil their
uniforms; also, they believed men in overalls do not present
a good appearance.
W. H. Evans (Indianapolis Traction & Terminal), A. A.
Anderson (Indianapolis Columbus & Southern) and C. Skin-
ner (Scioto Valley) approved of overalls for motormen as
their experience had been that the clothes question was a
very important one; a motorman wearing a comparatively
expensive uniform would not go under a car to make some
slight repair because it meant the ruin of his uniform, a mat-
ter of $20 or $25 to him. Mr. Anderson had introduced the
overall and jumper uniform on lines entering Indianapolis and
said he believed the men presented a better appearance in
neat washable clothes than in the shabby cloth uniforms,
which cost 12 or 15 times as much and were not renewed and
cared for. Mr. Skinner said that the Scioto Valley motor-
men considered their washable uniforms good enough to
wear any place.
In concluding the discussion Mr. Skinner explained that
on his line the motormen carefully inspected their cars at
each end of their runs. The motormen were carefully in-
structed by the inspector of air brakes and the electrician
and were given practical lessons in assembling dismantled
car equipment.
TRACK BONDING.*
BY THOMAS B. MCMATH, CHIEF ENGINEER, INDIANAPOLIS TRACTION &
TERMINAL COMPANY.
The earliest track bonding that came to my attention was
that of old tram rails laid on wooden stringers. This was
done by drilling a %-inch hole in the tram near the end of the
rail. The bond used was of No. 4 galvanized iron wire. A
rivet was started in the hole, about two turns of the wire were
taken around the rivet, and then the rivet was set. In speak-
ing of this work some time ago a statement was made that no
pains were taken to get good contact. This is the general
opinion of present critics. I do not think this was ever the
case. Frantic efforts were made to pour solder on the wraps
of wire around the heads of those rivets. The head of the
rivet was under the rail with a clearance space notched out
of the stringer; the end of a rail was raised for installing
the bond. The difficulty of the work was increased by the
fact that a mule car ran every 10 minutes. It might be
added that the contempt of the mule driver for new methods
of propulsion and the conceit of the expert applying the
bonds found expression in plain language.
The next track bonding effort in my knowledge retained
the galvanized iron wire feature, but a wire was run the full
length of the track and connected with each joint bond; but
even in this type of bonding an effort was made at good
contact, as all wire splices were soldered.
The failure of bonding during these periods was not hard
to explain. The entire track construction was so weak that
the failure to secure a proper return was largely chargeable
against the track as well as the defect in capacity of the bond.
At this time, while the tram rail was still in use, the 4%-
inch girder rail was considered standard construction for
horse car work and, it was expected, would be satisfactory
for electric cars if only bonded.
The channel pin was generally used with wire bonds and
was the first efficient terminal. It was first used with gal-
vanized iron wire up to Xo. 0000.
This type of bonding held its own in popularity and effi-
ciency until superseded by bonds concealed under the fish
plate. The popularity of this type was largely due to the
possibility of using all scrap wire from feeders and trolley as
bonds. Its efficiency was due to its easy application by un-
•Read before Central Electric Railway Association, Davton, O.,
March 28.
skilled workmen; its failure due to the ease with which the
copper on exposed track could be stolen.
With the 6-inch girder rail, however, a much better bond
was used, known as the Chicago bond. The bonds used by
the writer were solid, with No. 0 wire with a large base at
the terminal end, and the terminal was threaded. After the
terminal was put through the rail a brass nut was put on and
pulled tight.
Contact was provided by milling the rail around the hole
with a special tool, the large contact being provided by the
boss against the milling surface. Special pains were taken
to insure contact, as a strip of solder was introduced under
this boss and, after heating with a torch, the nut was given
an extra turn; and. finally, the end of the thread was riveted
to prevent the nut from coming loose.
The next bond which came to my notice was the No. 00
Atkinson Horseshoe, about 2V2 inches long. This was presum-
ably applied with a single screw compressor; but in reality a
large majority of these bonds were driven in and riveted with
a hammer. This bond gave a good result on account of the
increase in capacity and because of the fact that it was
used on good firm joints. On loose joints, however, the short-
ness of fength and the lack of flexibility soon destroyed the
contacts. The No. 000 and No. 0000 Washburn & Moen
bond, known as the Crown bond, was the next. This bond
had a hollow terminal, which was expanded after its insertion
in the rail by a tapered steel plug. These bonds proved to be
good. The point of failure was generally in drilling a hole
of the exact size needed for the terminal, and the limited
expansion the plug would give. The result was loose ter-
minals. There are bonds of this description in track at In-
dianapolis that test fair now after six to seven years' use.
The standard bond in use in Indianapolis is a No. 0000 10-
inch flexible bond with a %-inch compressed terminal. With
this type of bond the chief difficulty is the connection of the
flexible strand or ribbon wire with the terminal. Each manu-
facturer claims that his process is the best. But all are
affected by the personal errors of workmen in manufacture.
Certain heat conditions, together with proper manipulation
at the exact moment, are essential to production of the good
bond. Individual wires badly burned, and wires practically
cut through in the process of forging, are frequently found in
all these bonds. I know of no practical test that can be ap-
plied to ascertain conditions at the merging of the strands into
the terminal. In sawing terminals open with a hack-saw, the
condition of the surfaces exposed does not prove contacts,
as the drag of the saw teeth in a material that flows as read-
ily as soft copper will cover and smooth over irregularities.
If the terminal is quartered by hack-saw cuts down to
the flat and these quarters are spread and flattened back by
sharp, heavy blows with a hammer, the test may demonstrate
the ductility and hardness of the material and may show
some measure of the contact between the ribbon wire and the
head in cases where the head was originally a separate piece.
For testing all contacts of ribbon or strand wire with the
terminal the following is suggested: Hold the head firmly
in a vise; after cutting the sirands some two or three inches
from the head and bending them back against the terminal,
take the individual wires and separate them from the head by
a strong, sharp jerk. This will show relatively the reduction
in area, brittleness and possible defect.
The manufacturers do not pay sufficient attention to
smooth terminals. Frequently terminals are so rough that an
appreciable flow of material under compression will be re-
quired to bring cavities into contact.
A serious difficulty in bonding is the drilling of holes in
the rail. New twist drills will bore an exact hole, but if
they are ground by hand they will not bore true holes. A tool
grinder is therefore essential. A Yankee tool grinder in the
shop, or one of the portable tool grinders now obtainable,
should be used exclusively for bits. A portable grinder costs
about $15 and. if fastened on a hand car. a wagon bed or even
on a block of wood, can be conveniently carried. If the
grinder is attached to a piece of board and nailed to a pole or
a tie. grinding can be accomplished easily.
In one instance, after carefully bonding some three miles
of track, I found at the end of three months that 15 per
cent of the bonds were faulty and I am convinced that defec-
tively ground bits were responsible. The original holes were
drilled with a Ludlow electric track drill after the track
was laid, and the holes were drilled dry so that no oil or
dust could prevent contact. The bonds were immediately ap-
plied with good compression. It was decided that one of the
bits used had evidently, due to defective grinding, drilled a
hole nearly vs of an inch large. The only defective bonds
were consecutive along one side of a track, and the holes were
found to be too large.
It is necessary to insist on the use of the tool grinder,
as men claim they can grind better by hand. Investigation
March 30, 1907.
ELECTRIC RAILWAY REVIEW
423
has shown that all claims of better grinding by hand were
due to a wire edge left by the tool grinder which prevents
good cutting. The wire edge can be easily removed by the
back of a knife blade. If one man is made responsible for the
field grinding he will understand the necessary kinds of grind-
ing and will take pride in doing the work well.
The writer has never personally used plastic bonds. His
experience with solders of low melting temperature, contain-
ing bismuth and mercury, demonstrated sufficiently that such
alloys will granulate and disintegrate in time. Soldered bonds
are a success when carefully applied. They give good contact
and are hard to remove. Good track with firm joints are
necessary for the success of a soldered bond.
The use of a bond brazed to the rails by means of an elec-
tric brazing device gives the best contact that can be ob-
tained. This process of brazing, however, includes the merg-
ing of the ribbon wires into a solid mass for a terminal, which
is the most delicate part of bond manufacture. The forging
of a bond can be entrusted only to a workman of the highest
skill. Railway companies will find it difficult to do work them-
selves with such a machine unless they are able to find and to
keep an operator who possesses the requisite skill.
In Indianapolis there are 40 miles of track with cast weld
joints which also provide the electric contact. These joints
have been tested several times and show excellent contact.
There is about 1 per cent of open joints which have been
bonded after five to six years of service.
It is frequently impossible to bond all joints in special
work for the reason that the compressor cannot be applied.
Long bonds must be used to connect all pieces that would
leave open joints. In addition it is best with complicated lay-
outs to use long bonds to jump the entire piece of special
work. The size and the number of such long jump bonds
depend on the amount of return current to be carried. Long
bonds can be made with terminals spliced and soldered to the
wire or cable.
Manufacturers charge more for two terminal ends than
for a 30-inch cable bond, which, if cut in two, will provide the
desired terminals. The reason for this is the manufacturer's
secret.
The general rule in cross bonding is to use a cross bond
every 500 feet and at both ends of all special work. Double
track should be bonded across at least every 1,000 feet. A
bond made 66 inches long will suffice for both track and
"devil" strip cross bonding.
Bond testing can be done with very simple instruments.
The double voltmeter is sufficient. This is wired to knife-
edge terminals; one reading is taken through the joint and the
other through a similar length of rail. A comparison of the
drops shown by each meter will give the relative conduc-
tivity of joint and rail. A joint showing three times the
resistance of an equal length of solid rail is frequently per-
mitted. Greater resistance indicates that the bond should
be renewed. The expense of removing and replacing the
pavement, however, frequently prevents proper attention to
poor bonds.
It is a slow and tedious task to go over any length of track
with a bond tester. Sufficient attention, however, is not gen-
erally given to the condition of bonding. A bond supervisor
should be employed on all roads, and no other duties should
be imposed which will prevent him from making proper in-
spection. A good bond supervisor will undoubtedly be termed
a crank by construction gangs, thus proving his efficiency.
A test car for the general inspection of bonding would be
a good investment for roads with considerable length of
track. Such a car has made trips over Indiana and Ohio
roads. The car gave the general conditions, but registered
more open joints than actually existed, as any break in con-
tact between the wheel of the car and the rails will also regis-
ter as an open joint. In spite of any local defect which may
be missed or any non-existing defect which may be registered,
the car would show the conditions of bonding at a lower
expenditure per mile than any other method.
Discussion on Track Bonding.
A. A. Anderson (Indianapolis Columbus & Southern)
asked as to whether Mr. McMath objected to the use of oil
in drilling for bonds.
Mr. McMath replied that he did not, provided the oil
were wiped off — the cleaner the metal the better — and he
suggested the use of emery cloth to cleanse the surface of
the hole.
G. H. Kelsay (Indiana Union Traction i inn-d ilmi <
installing bonds recently under the direction of the manu-
facturer he had used oil and cleaned the holes with gasoline.
\V. H. Evans (Indianapolis Traction & Terminal) sug-
gested the use of drills of high-speed steel, which required
neither water nor oil as a lubricant.
In response to a question by Mr. Kelsay as to efficiency
of brazed bonds, C. N. Wilcoxon (Cleveland & Southwestern)
stated that about 15 months ago the Electric Railway Im-
provement Company had installed bonds for one line of rails
on two short divisions aggregating 14% miles in length.
These were of No. 0000 section and brazed. A recent inspec-
tion showed that out of 1,200 bonds installed only 7 were
defective; of these 5 had broken strands and 2 had one
terminal loosened. Later 523 brazed bonds had been in-
stalled on track in brick paved streets, where the rail joints
were badly worn, and only 27 had proved defective in a re-
cent inspection, which the speaker considerd a very good
showing.
George Whysall (Columbus Delaware & Marion) gave
the cost of installing American Steel & Wire Company's
double terminal bonds as from 8 to 10 cents each. In install-
ing 1.000 of these bonds he has experienced trouble in drill-
ing the holes nearer the ends of rails without oil. In a
later installation of 1,000 of these bonds pil had been used
and the holes cleaned with a cheesecloth swab dipped in
gasoline. The speaker believed the principal difficulty in
bond installation was that mechanics' work was expected
from common laborers.
CAR WHEELS FOR INTERURBAN AND CITY SERVICE/
i:v C. SK1NNEB, MASTER MECHANIC SCIOTO VALLEY TRACTION
COMPANY.
I wish first to state that I have interpreted this subject
to mean. "Wheels for Heavy Interurban Cars, Operated over
Both Interurban and City Tracks," and in the treatment of
the matter at this time I have in mind only the operation of
high-speed equipment weighing 40 tons or over per car.
I am fully satisfied that in the selection of wheels for
this class of service, the specifications of the Master Car
Builders' Association should be adhered to as nearly as pos-
sible. It may be, and in our ease was, necessary to reduce the
size of the wheel flanges somewhat in order to operate over
city streets, and I believe the flange dimensions may be safely
reduced to 1% or 1 inch in depth and to VA or 1% inches
through the throat, but I am firmly of the opinion that the
4-inch tread is essential to safe tracking and to obtain proper
efficiency in braking, with heavy equipment.
My experience has been that the flangeless brake shoe is
best for service in which heavy cars are operated over
grooved rail in city streets, for the reason that the flange
wear, already excessive, should not be increased by the use
of a flanged shoe. We have demonstrated by practical tests
that the wear on the wheel flange by the adhering of a brake
shoe to the flange of the wheel reduces the possible length
of time between tire turnings, by nearly 30 per cent. There-
fore, in the operation of heavy equipment at high speed, with
flangeless brake shoes, we need a fairly wide tread to obtain
sufficient braking power.
The question of safety in tracking is an extremely impor-
tant one. I believe all will agree that no system of inspection,
no matter how thorough, can be depended upon to detect a
wheel that is loose and working at the axle fit, at just the
time it occurs. Therefore, why reduce the factor of safety
from this not unusual trouble, especially when we have to
meet a condition in operating over city tracks that greatly
increases the liability of wheels to loosen on the axle fit?
Recognizing the desire and expediency of having interurban
companies operate their cars over the tracks of city compan-
ies within the limits of municipalities, I believe that in the
operation of this same heavy equipment at high speeds out-
side of city limits, safety must be the first consideration. I
will give a brief resume of the experience of the Scioto
Valley Traction Company with the wheel question. This
company conum-ncrd opfiaUon in .inly. 1D04, and until about
December 1, 1904, operated on its own T-rail tracks exclu-
sively, not entering Columbus over the city tracks until the
latter date.
The records from which data were obtained for this report
cover ten 60-foot passenger cars of this company, weighing
1^ ions each, and equipped with 36-inch steel tired wheels,
having M. C. B. tread with flange 1 inch deep by 1 1-16 inches
thick through the throat. (This was in I in i.< ■',••
i before Central Electric Railway Association, D
tfarch 28.
424
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 13.
mum size of flange which could be operated over the groove
rail tracks in the city of Columbus).
The accompanying illustration shows the exact wear on
flanges of a pair of wheels removed from one of the cars on
March 22, 1907; this pair of wheels having been placed under
this car November 8, 1906, with tires newly turned to the di-
mensions mentioned above. The mileage made by this pair of
wheels during this interval was 28,000 miles. This wear was,
■however, somewhat abnormal, as we average about eight
months between turnings, or about 48,000 miles. The first
five months of our operation, you will recall, was over T-
rail. and I would call particular attention to the fact that
during that time, our wheel flanges showed no perceptible
wear. Since December 1, 1904, or during a period of about
27 months we have been obliged to remove and turn 93 pairs
of wheels for no other cause than worn flanges. The distance
covered in going in and out of the city of Columbus is seven
miles, about one half of which is grooved rail with 1%-inch
groove.
In looking at the illustration, you will observe the ex-
cessive wear on the inside of the flange. This wear, coming
at the angle it does, shows a very severe wedging tendency,
which finds its weakest point at the wheel and axle fit. The
inertia from the swaying of the heavy car and from climbing
the inside of the groove where the track is out of alignment,
make it very difficult to maintain an immovable wheel at this
fit. In less than two months after commencing operation
over the city tracks, we had a large number of loose wheels,
that is to say, they had moved out of gauge on the axles not-
withstanding that it afterward took from 45 to 60 tons hy-
draulic pressure to move the same wheels in the shops. We
replaced these wheels at from 90 to 125 tons pressure, and
■have been fairly successful in keeping them tight.
Judging from our experience, I should say that wheels
for this class of service should be pressed on at about 90
tons, with a minimum of 70 tons. I have handled wheels of
■identically the same design on steam railroads for a number
of years, using 40 tons as a maximum pressure, with no
trouble from loosening.
Although over half of the wheels under the cars covered
in this report have been refitted on account of becoming
loose, we find it necessary to maintain the most rigid in-
spection of our wheels. We keep a trained inspector whose
principal duty it is to gauge each pair of wheels each day a
•car is in the shops, which is every alternate day. The spread
is measured by a solid immovable gauge and a written record
is made of the position of the wheels on the axle. This re-
port is turned into my office, where it is carefully checked
with the former records. It is not unusual even now to find
a wheel loosened, notwithstanding the enormous pressure at
which we put them on.
Some idea of the excessive wear of flanges due to the
cause mentioned may be shown by comparison with the life
of I he same wheel under equipment of equal weight on steam
railroads: it is not unusual to obtain a mileage on steam
baok to back of wheels accurate, and that the minimum was
4 feet 6 inches.
Replying to an inquiry, Mr. Skinner said he had found
no marked difference in the wear of wheels on the gear end
of the axle, and that in the drawing submitted the lesser wear
was on the gear end. This was contrary to the experience
Wheels— M. C. B. Standard Wheel Flange— Full Size.
of a number of speakers, who stated that the wheel on the
gear end of the axle showed the greater wear.
George Whysall (Columbus Delaware & Marion) attrib-
uted the trouble with wheel wear on his road largely to the
varying gauges of special work in Columbus, which were
from 4 feet SVi inches to 4 feet 9 inches.
F. A. Bundy (Lima & Toledo Traction) stated he
found the principal wear on the gear end of the axle, and
that steel tires would not run 50,000 miles before the flange
wore to % inch in thickness. In turning worn wheels he
made the wheel on the gear end a little large, and did not
attempt to bring the flange up to standard gauge. The ques-
tion of the effect of cars riding on the side bearings having
been raised, Mr. Bundy said that this would not account for
the result on his road, as there was a clearance of 3-16 to
Yi inch on his cars.
W. H. Evans (Indianapolis Traction & Terminal) sug-
gested that there might be a difference in wheel wear ac-
Wheels — Flange as Worn — Gear End of Axle — Full Size.
Wheels — Flange as Worn — Non-Gear End of Axle — Full Size.
roads of about 200,000 miles between turnings, while our aver-
age is 48,000 miles.
Discussion on Car Wheels.
T. B. McMath (Indianapolis Traction & Terminal) called
attention to the drawing submitted by Mr. Skinner and said
that with grooved guard rails wheels with % by 1% inch
flanges would wedge, and tend to produce the effect shown.
He considered it very important to have the gauging from
cording as the motors were inside or outside hung, and that
the play in pedestals and boxes was an important matter. He
also urged the need of careful measurement of wheels to in-
sure that they are properly mated and properly centered on
the axle; incompetent or unreliable help should not be em-
ployed in this work. In his practice tapes were used for
measuring wheels, as he considered calipers unreliable. In
turning steel tires the gear end wheel was left from 3-16 to
March 30. 1907.
ELECTRIC RAILWAY REVIEW
425
% inch greater in circumference. The speaker considered
a vertical flange 1% inches deep more dangerous than a
smaller flange of the proper contour. He believed a 4-inch
tread better than narrower ones and stated that in Kansas
City no difficulty had been experienced in substituting 3%-
inch treads where 2%-inch treads had been used before.
Mr. Bundy replied that if the equipment were uniform
a wide tread would cause no trouble, but that if different
treads were used there would be difficulties in running over
switches.
TROLLEY WHEELS.*
BY M. BAXTER, ELECTRICAL ENGINEER, WESTERN OHIO RAILWAY
COMPANY.
This paper is intended to deal with trolley wheels for
interurban cars. Much time and expense can be saved by
using trolley wheels designed for the particular service, and
it pays to test them out thoroughly.
When testing a new wheel there should be kept not
only car-mileage record of wheel, spindle and bushing, but
also the record of complaints from the conductors. It should
be known whether the wheel held to the wire and ran quietly.
The wheel should be examined when it comes off the test
to learn whether it met with accident or was entirely worn
out. Spindle, lubricant, bushing and the flange of the wheel
should be examined especially to see if the wheel wore true.
It pays to keep a complete record of every wheel used,
and this can be done with little cost by the barn man who
looks after the trolleys. Each wheel should be stamped and
a record made of the date when it went into and came out
of service, giving number of the car on which it was placed.
This record can be completed by the man who takes care of
the car-mileage.
If a record of all wheels is kept some of them will not
be allowed to lie along the right of way to be picked up and
sold, and we will get them to our own scrap pile. Very
often where an extra pole and wheel are carried on a car
the trainmen in their haste to make quick repairs and get
their car back on time after a trolley wheel accident, will
throw the old pole and wheel on ground, expecting the work
car crew to pick it up some day.
If a record is kept the manager will know if the wheel
manufacturer is keeping his product up to standard. If he
learns of some other road, under similar conditions, which
claims good results from a trolley wheel test, he will know
if he cares to try that wheel.
Many delays on the road from trolley wheel trouble can
be done away with by having a good man to inspect the
wheels. This inspection should be made every day or after
every 500-mile run. Much attention should be paid to the
contacts and the collecting springs of wheels. These con-
tacts and springs should be kept clean and in good shape so
that the current will not depend upon the spindle for a path
to the trolley pole. If it does the lubricant will soon dry
out and the spindle or hub will be ruined.
Oftentimes a wheel is condemned when the real cause
of the trouble may not be in the wheel. The cause may be
in the trolley stand or the adjustment of the wheel in the
harp.
To have the life of a wheel increased where double trol-
ley wires are used and where the wheel has a tendency to
wear only on one side instead of in the center, the trolley
stand should be adjusted so that it will swing freely, but not
too freely, for the high-speed road cannot make time with a
too sensitive trolley stand. The tension of the wheel on
the wire should be watched closely.
Many roads today are making their own trolley wheels
from scrap that accumulates on their property. They claim
a saving of about 30 per cent.
Discussion on Trolley Wheels.
After reading his paper Mr. Baxter requested that those
present who had had experience with graphite bushings, and
who made their own trolley wheels, and also those who had
had pxpi-iir-nri- wiih sliding trolleys, would give the results.
George Whysall (Columbus Delaware & Marion) stated
that with ordinary care, that is, lubricating the trolley wheels
at night only, Kalamazoo wheels made about 2,200 miles;
lubricating them once during the middle of the day increased
the life to an average of 6,600 miles, and in one case he
bad got 9,000 miles out of a wheel. He believed, however,
*K>-;iri before Central Electric Rallwa; Association, Dayton, 0.,
that the cost of the time required to give the extra lubrica-
tion was not compensated for by the longer life of the wheel.
With the Hensley wheel he secured a mileage from 3,000 to
3,500. Until about two weeks ago the tension used with
these was from 40 to 45 pounds 19 feet above the rail. Con-
siderable trouble had been experienced by the trolley wire
breaking near the ears. With the tension reduced to from
35 to 40 pounds the trolley wheel would leave the wire and
some broken poles resulted. A tension of 40 to 45 pounds
would keep the wheel on the wire at the speeds used, which
are 40 miles on the average, with a maximum of 60.
Mr. Baxter said that a roller bearing trolley stand obvi-
ated the difficulty in regard to the wheel leaving the wire.
F. A. Bundy (Lima & Toledo) said that in applying oil
to lubricate the Kalamazoo wheel the graphite bushing was
spoiled and that good results from the use of graphite could
not be expected under this condition. He had difficulty in
keeping the Holland wheel on the wire. With the Hensley
wheel twice the life had been secured by using a ball bearing
base. Some difficulty had been experienced from scoring of
the wheel hub, which he believed to be due to the wheel
not being thoroughly cleansed' from sand. With his average
conditions, with lubrication every alternate day, Hensley
wheels made from 3,200 to 3,300 miles. Mr. Bundy considered
that the trolley wheel question was a very serious one and
that the difficulties experienced were due to attempting to
pass 500 to 800 amperes through a small contact area. He
considered that a new contact device was necessary, one
which would give sufficient area to carry the current needed.
He had found that even with tension as high as 50 pounds
19 feet from the rail the trolley wheel would leave the wire
if the retriever were not in perfect order, and that a lighter
tension, 30 to 35 pounds, with a ball bearing base, kept the
wheel to the wire better than the heavier tension and ordi-
nary base. He suggests the use of metal molds for casting
trolley wheels, to insure cleaner castings and greater sym-
metry.
J. E. Cochran (Lima & Toledo) stated that he had 65
miles of No. 000 trolley wire with clinch ears and had found
no breaks at the ear, although there had been a few cases of
the wire breaking between the poles. Examination showed
the wire pitted and burned as badly 12 inches from the ear
as at the ear. He believed that the trolley wheel, which
had served very well for transmitting 125 amperes, was
entirely unsuitable for transmitting 400 to 800 amperes, and
that with speeds from 40 to 60 miles an hour there was cer-
tain to be arcing at the trolley wheel, which would burn
the wire.
Mr. Wbysall said that much of the trouble with trolley
wheels leaving the wire was due to track and not to the
wheel or the wire. A slight variation in the surface of the
track caused a comparatively large movement at the height
of the trolley wire.
G. H. Kelsay (Indiana Union Traction Company) criti-
cized the design of trolley wheels, stating that many of
them were not well balanced and that a wheel not perfectly
balanced would cause pounding in the bearing and shorten
its life. He believed that a light pole and a light wheel,
together with a proper adjustment of the stand, would greatly
improve matters. On the Indiana Union Traction lines there
were a good many breaks in old trolley wire. This wire was
of figure 8 section with clinch ears, 4 or 5 inches long, and
the breaks occurred at the ears.
Replying to an inquiry concerning experience with bow
trolleys on single-phase lines, Mr. Crouch of the Westing-
house company stated that aluminum sliding trolleys had
given from 4,000 to 5,000 miles on 3,300 volt lines, and a
greater mileage on 6,600 and 11,000 volt lines.
A. A. Anderson (Indianapolis Columbus & Southern)
stated that the trolley tension used with the bow tro
when he was on the Indianapolis & Cincinnati line, was 20
to 25 pounds, less pressure being necessary than with b
42G
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 13.
wheel. Mr. Crouch gave the tension with the pantagraph
type sliding trolley as from 15 to 20 pounds.
T. \V. Shelton (Ft. Wayne & Springfield) stated that
his road had been designed with a view to using the bow
trolley, but that it was at present operated with trolley
wheels, taking current at 6,600 volts. He had no difficulty
with the wheel. Mr. Shelton considered that the catenary
suspension was the safest, but called attention .to the need
of considering the difference in the coefficients of expansion
of copper and steel, and stretching the copper wire tight;
otherwise with higher temperatures there would be very
marked sags in the copper wire, as it expanded more for a
given rise in temperature than the messenger cable.
The discussion closed with some comments upon iron
trolley wheels, Mr. Bundy stating that he had removed iron
trolley wheels because he found them covered with copper
and felt sure that the trolley wire was being worn rapidly.
VALUES OF TIES OF DIFFERENT MATERIALS.
In Bulletin No. 75 of the American Railway Engineering
and Maintenance of Way Association Mr. W. C. Cushing,
chief engineer of maintenance of way, Pennsylvania Lines
West of Pittsburg, Southwest System, gives a series of tables
showing the cost delivered which a white oak tie, lasting 10
years, must reach before it will be economical to use other
kinds of tie; how long ties of different materials must last
in order to be as economical as white oak costing 70 cents
and lasting 10 years; and the first cost which can be paid
for different kinds of ties in order to be as economical as
white oak costing 70 cents and lasting 10 years. Mr. Cush-
ing states that some of the data used are costs established
from actual practice and from reliable information given,
while in other cases assumptions have been made from the
best information available, and from these apparently trust-
worthy premises the following deductions have been made:
With white oak ties costing 70 cents delivered on the
railroad, it is economical at the present time to buy in-
ferior woods at a price not to exceed 50 cents, have them
treated with zinc-chloride or zinc-tannin, lay them in the
tracks without the use of tie-plates (except where it is
necessary to use them on oak ties) and use a standard
railroad spike. A life of ten or eleven years has been
found to be a maximum for such ties without the use of
tie-plates and better fastenings, and if the life of 10 years
is not attained, there will be that much loss to the company.
When a white oak tie reaches a cost of 86 cents or 87
cents delivered on the railroad, it will be economical to use
the zinc-creosote process, or straight creosote costing 30
cents, if the tie costs 46 cents delivered on the railroad
and will last 16 years; or, it will be economical to use
straight creosoting costing 85 cents for treatment if the
tie can be made to last 30 years, which is French practice,
before the oak tie reaches a cost of 80 cents delivered on
the railroad. In both of these cases, it is assumed that tie-
plates, wood screws and helical linings are used because
ties cannot be made to last more than ten or twelve years
without the use of proper fastenings, since, otherwise, the tie
will be destroyed by mechanical wear. It is necessary,
therefore, to use improved fastenings when we expect to
obtain a life of ties greater than ten or eleven years.
It will also be economical to use a steel tie costing
$1.75 delivered, if it will last 20 years.
When the white oak tie reaches a cost of 90 cents de-
livered on the railroad, it will be economical to use either
ties of inferior woods treated with zinc-tannin if a life of 14
years can be obtained, the improved fastenings being used;
or a concrete tie costing $1.50 if it will last 20 years.
When the price of white oak ties reaches $1 it will be
economical to use a steel tie costing $2.50 if it will last
30 years, a concrete tie costing $2.25 if it will last 30 years,
or an inferior wood tie treated with zinc-chloride if a life
of 12 years can be obtained.
With ties of inferior woods costing 46 cents delivered
on the railroad we must obtain a life of from 18 to 20 years,
whether treated with zinc-chloride, zinc-tannin or zinc-creo-
sote, to make them as economical as white oak ties costing
70 cents. It is assumed, of course, that they must have
the most approved fastenings in order to attain an age as
great as that.
With inferior woods costing 46 cents delivered on the
railroad, and if the creosoting costs 30 cents, it will be nec-
essary for us to obtain a life of 21 years in order to make
them as economical as white oak ties costing 70 cents de-
livered.
With inferior wood ties costing 46 cents delivered, and
with the creosote treatment costing 85 cents as in French
practice, it will be necessary for us to obtain a life of 36
years from the ties in order to make them as economical
as white oak ties costing 70 cents delivered.
With steel ties costing $1.75 each delivered, it will be
necessary for us to obtain a life of 28% years in order to
have them as economical as white oak ties costing 70 cents
delivered. This price is a little less than the cost of the
Buhrer steel ties in the tracks at Emsworth.
With concrete ties costing $1.50 each delivered, it will
be necessary for them to last 28 years before they will be
as economical as the white oak ties costing 70 cents de-
livered.
With steel ties costing $2.50 delivered and concrete ties
costing $2.25 delivered, which are approximately the prices
of the Seitz steel tie and the Buhrer concrete tie, in the
tracks at Emsworth, it is necessary for them to last over
50 years each in order to make them as economical as the
white oak ties costing 70 cents delivered.
In order to make treated inferior woods as economical
as white oak costing 70 cents delivered, when the treated
ties are equipped with proper fastenings in order to make
them last as long as has been found practicable by experi-
ence, we can only afford to pay for the ties delivered on
the railroad, 10 cents each when treated with zinc-chloride;
20 cents each when treated with zinc-tannin, or creosoted at
30 cents; 23 cents each when treated with zinc-creosote,
and 29 cents each when creosoted in accordance with French
practice.
In order to make them as economical as white oak
ties costing 70 cents delivered, we can only afford to pay
$1.48 each for steel ties which last 20 years, and $1.79 each
when lasting 30 years.
In order to make them as economical as white oak
ties costing 70 cents delivered, we can only afford to pay
as first cost of concrete ties delivered, $1.15 each, if they
last 20 years, and $1.57 each if they last 30 years.
We know nothing about the life of concrete ties, and it
is at least very desirable to experiment with them for
yard and side tracks even though we do not use them
in the main tracks, because they might lie undisturbed
In yard tracks for many more years than they would in
main tracks.
When white oak ties are costing 70 cents delivered
(about present prices), we can afford to buy inferior oak
and other hard woods at 45 cents to 50 cents (present
prices), and have them treated with the zinc-tannin or zinc-
chloride processes, and only use common spike fastenings.
Trials of an Exhaust Steam-Turbine Plant.
Gliick Auf. of January 19. reports the trials of an exhaust
steam-turbine plant recently installed at the pits I. and II. of
the Zeche Zollverein. in the Ruhr Basin. About 35.300 pounds
of exhaust steam are available per hour, supplied by two haul-
ing engines and by the fan engines, constructed respectively
by the Gute Hoffnungshiitte and the Maschinenfabrik Hohen-
zollern. The exhaust turbine was also built at the Sterkrade
Works of the Gute Hoffnungshiitte, and the thermal storage
tank, of the Rateau type, by the Maschinenbau A. G. Balcke,
of Bochum. The steam feed in the turbine is controlled by a
throttle valve actuated by a hydraulic relay which is con-
nected with the oil-pump, so that on failure of lubrication the
steam is at once cut off. The turbine runs at 1,500 revolu-
tions, and is coupled with a triphase generator for 1,000 kilo-
watts at 1.000 volts; it also drives the exciter, of 16 kilowatts.
The feed-pipe from the thermal tank is joined by a branch
from the boiler steam system. The trials were conducted
during night time, and the small amount of additional boiler
steam used was not especially determined. The figures of
the subjoined table of results refer to the kilowatts at the
terminals of the triphase generator; the exciter current is
deducted, and the power absorbed by the condensers is not
included. The following are the chief data of the four trials,
which were conducted by the Steam-Boiler Association of the
collieries of the Dortmund district:
Number of trial. 1. 2. 3. 4.
Length of trial— hours 1% 1 l i
Barometer — inches of rcury 30.2 30.2 30.2 29.93
Vacuum— per cent 93.46 92.24 92.32 S8.29
Revolutions 1.491 1.499 1,496 1.4S1
Kilowatts 433 728.4 960 1,112
Condensed water — pounds per hour 17.730 25.600 31.200 35,180
Steam consumption — pounds per kilo-
watt-hour ! 40.98 35.1 34.7 31.6
March 30, 1907.
ELECTRIC RAILWAY REVIEW
427
RECORDS OF THE PURCHASING DEPARTMENT, DEN-
VER CITY TRAMWAY.
In the Electric Railway Review for January 12. 1907, page
40, there was described the very complete accounting system
with which the storekeeping department of the Denver City
whom we are indebted for the information of the records kept
by his department.
The supplies needed for maintaining in complete condi-
tion the stock of the storekeeping department are ordered of
the purchasing agent by means of the requisition blank shown
in Figure 1 of the accompanying series of illustrations. The
PURCHASING AGENT C
THE DENVER CITY TRAMWAY COMPANY.
The following supplies are needed in tlte
foreman
Denver, Colo..
15*0 Requisition No.
fjuiMTfrr
XEQUIftEO
DESCRIPTION
9UMIITT
an
NINO
gOSUItOM w*0E ■<
OfttCRED FROM
HOW
OROERCO
OROER ho.
oa'E
1 i
' 1 — 1 1 T
1 1
~~~
•ipf T .
fttrch in'
Purchasing Department, Denver City Tramway — Figure 1 — Requisition from Storekeeper. (Original 13 by 7 Inches.)
Tramway Company keeps a record of the supplies purchased
and used on this property. During the past year the total
o
o
75
ORDER NO
The Denver City Tramway Company
PURCHASING DEPARTMENT,
r_ — ;- -n majestic Building
T 34->s|
REQUISITION NO
DENVER, COLO .
Please ship to THE DEMUR C/T7 TRAMWAY COMPANY. Denver. Colorado.
the material described Mow and send \INWICE MADE IN DUPLICATE] wtfh bill of lading attached for each
consignment direct to the abore-named Company [noting on your invoice order and requisition o:,mher: 1
fill kffenna <r/xf fiyurrt eneiorerf /n rrrra/jy/r 0c/ A fcww
to rrtf tntrnn Ortotnaf
WPLMTC
i :
\ : -
! s 2
5 o o
Purchasing Department, Denver City Tramway — Figure 2 — Quota-
tion Sheet. (Original 8'/2 by 12 Inches.)
amount of supplies purchased for ordinary operation and re-
newal purposes amounted to about $550,000. The purchasing
of all such supplies Is In charge of Mr. C. F. Musgrove, to
originals of these forms are 13 by 7 inches and printed in
purple copying ink on strong paper suitable for inserting in a
loose-leaf binder. It will be noted that the blank is ruled
for the following information: Quantity required, description,
quantity on hand, quotations made by (seven columns), or-
dered from, how ordered, order number and date.
As supplies are needed by the storekeeping department
these requisitions are made and signed by the storekeeper,
approved by the general manager and forwarded to the pur-
chasing agent. As soon as received by the purchasing de-
partment each requisition is marked with a numbering stamp
o
The Denver City Tramway Company.
IA 119581
R»'h NO.
DENVER. COLO.,
Ploatt hrnith THE DEMYEH CITT THAHWA7 COUfAKT wM tho matomal dteribdd btlow and dt/inr
and und \INVQICFS UiOF IH DUPLIC/ITEIdifct to Om ate** fl.-n*rf Company, noting on your tnroic* ontor
one nguitilion nontowr*.
Purchasing Department, Denver City Tramway — Figure 3 — Store-
keeper's Copy of Form of Order Sent Local Dealers.
(Original 8!/2 by 11 Inches.)
so that it may be filed in a vertical case in the order of Its
receipt. This numbering affords a means for ready refer-
ence at a later date.
As received from the storekeeping department the requi-
sition exhibits a list of the materials required and the quan-
tities of each needed. From this list the purchasing depart-
ment transfers to a quotation sheet (Figure 2, purple Ink on
thin paper, 8% by 12 inches) all such materials as might be
purchased from any one firm, similar sheets being made out
for the various manufacturers and supply houses with which
the company has to deal, so that, in this way, the purchasing
428
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 13.
department may get competitive prices on the various sup-
plies for which the storekeeper has made requisition. It will
be noted that this quotation sheet is ruled for the following
information: Quantity, description of articles, price, unit on
which price is based, and discount.
When quotations have been received they are transferred
FORM t90
THE DENVER CITY TRAMWAY COMPANY.
OFFICE OF PURCHASING AGENT.
DENVER, COLO.,
Please quote loivest prices on articles described below and return this
sheet promptly to
Yours truly.
I urchasing Agent.
QUANTITY
DESCRIPTION OF ARTICLES
QUOTATIONS
THE DENVER CITY TRAMWAY Co.:
Above .find quotations us tequested.
Da te 1H0
Purchasing Department, Denver City Tramway— Figure 2 — Pur-
chasing Agent's Copy of Order Sent Foreign Dealers.
(Original 8i/2 by 12 Inches.)
to the requisition blank, shown in Figure 1, being entered
under the heading "Quotations Made By." The purchasing
agent then completes the information on the requisition blank
by designating from which of the quoting firms the materials
are to be ordered, how they are to be shipped, and later the
order number and its date are transferred to this form.
The original requisition, exhibiting all the information for
which it is ruled, is then given to an office assistant who
makes out the orders for the material.
When supplies are to be purchased from local firms,
copies of whose price lists the purchasing agent has, a form
with a heading as shown in Figure 3 is used. Such orders
are made in triplicate. One copy (pink) is sent to the local
firm, which will fill the order; another copy (yellow, punched
red ink on this order: "To insure prompt payment make all
invoices in duplicate, give order and requisition number, and
mail same day deliveries are made, if possible."
The form which is forwarded to the storekeeper, Figure
3, exhibits a list of the articles which are supplied by the
HUSTLER SLIP.
Material shipped or to be shipped
190
190
On our ordr
r F
190
of
Wired Act Due Act RecM
Act. Doc
Act Received Their letter
1*
-
190
To be ihlppcd
190
Will ship Via
lav. and Bill ot Lading Due
190
Description:
" Rer/d
190
Ordered Shipped VU
190
Shipped VU
190
Due In Denver
190
Wrote Act. Due Act. RecM
190
-
190
Mm
Purchasing Department, Denver City Tramway — Figure 5 — Hustler
Slip for Tracing Foreign Orders. (Original 6 by 4 Inches.)
local firm, the quantity, cost, freight, total cost and cost per
unit.
The form which is retained and bound in the purchas-
ing department is ruled to exhibit the following memoranda
regarding the invoice from
the local firm: Date, amount,
rate and amount of discount,
*net amount, bill number and
remarks. These forms are
bound in a loose-leaf binder
and are not filed away until
the purchasing department
has received an invoice for
all the material included in
such an order. When invoices
are received the information
is entered under the headings
just enumerated.
The order blanks for ma-
terials purchased from deal-
ers not in the city of Denver
(foreign) are practically the
same as those described for local dealers, except that they ex-
hibit instructions as to the method of shipment and the office
copies, Figure 4, have spaces ruled for recording the date,
I Req'n No
Bill No
PRICES CORRECT:-
Purchasing
Agent.
MATERiAL RECEIVED:
Store Keeper.
Purchasing Department, Denver
City Tramway — Figure 6 — Im-
print of Stamp Placed on In-
voices. (Original 1?4 by 1%
Inches.)
Folio No. Account No.
Oilr
•Jutmiity
p.„«
viUOlll)
r„.
t-'RT oft Exp.
Nut Cost
Per
Order
Number
Number
Bill
Number
Pat. )
Cat. '■No*.
MEMORANDA
Dolls.
Cts
Dolls.
Cti
Doili
Cta.
S~\
-■ I
v_y
.
Purchasing Department, Denver City Tramway — Figure 7 — Record of Materials Purchased. (Original 14 by 13% Inches.)
for binding) is retained by the purchasing agent's office and
the triplicate copy (Figure 3, white, punched for binding) is
forwarded to the storekeeper. The form which is mailed to
the local supply dealer is a formal order exhibiting only a
statement of the material and the quantities that it is desired
to purchase from this firm. The following notice is printed in
weight and amount of the freight and the number and initials
of the car in which the material is shipped.
When orders on foreign firms are sent a "hustler" slip
as shown in Figure 5 is made out. The reverse of this slip
(not shown) is ruled for indicating any remarks necessary.
If in due time no acknowledgment of the order has been re-
March 30, 1907.
ELECTRIC RAILWAY REVIEW
429
ceived a postal card is mailed to the foreign firm. This card,
which is printed in copying ink, is worded as follows:
Denver, Colo 190.. .
Gentlemen:
If you have received our Order No. F of
190.., kindly acknowledge receipt of same,
and state if material ordered has been shipped, and
oblige. Yours very truly,
THE DENVER CITY TRAMWAY CO.
By
Purchasing Agent.
The order blanks as sent to both local and foreign dealers
request that invoices be made in duplicate. When such in-
voices are received both the original and duplicate are
stamped with a hand stamp, a copy of the imprint of which is
shown in Figure 6. The duplicate invoices are filed in nu-
merical order in a vertical filing case so that they may be
referred to readily. In this system of vertical filing there is
a complete index and each firm is given a number. In the
cabinet there are three files having the same number for
each firm. Each one of these files is of different color — manila
for correspondence, blue for duplicate invoices and pink for
completed orders.
When goods have been ordered from a local firm and
acknowledgment of the order or the invoices has not been
especially valuable record for reference when later purchases
are to be made.
When representatives of manufacturers or supply dealers
furnish the purchasing agent with quotations, but when no
COMMODITY
□trill. otacnirrioN
OUOI1TION
— »*«
—e<
m
1
T rm,
n.ll.MPf
O 3)
,So
m
Purchasing Department, Denver City Tramway — Figure 9 — Quota-
tion Sheet. (Original 8'/2 by 5' 2 inches.)
order is given, the quotations are entered in a record book
with pages 12% by IVi inches in size, ruled as shown in Fig-
ure 8. The information contained in this book often is found
of particular use when estimating costs in advance. In ob-
O O D
Materia!
Dsm
FIRM QOOTINQ
ADDRESS
REPRESENTED OV
File
No,
QUOTATIONS
DETAIL DESCRIPTION
No.
SIm
REFERENCES
REMARKS
Diio't
Price
Par
P.O.B.
T»rmt
^~-~~
Purchasing Department, Denver City Tramway — Figure 8 — Record of Quotations Made. (Original 12i/2 by 714 Inches.)
received promptly, a postal card bearing the following word-
ing is forwarded:
If items noted below, which were ordered on
190.. (our order No ), have been delivered, kindly
render invoice for same, made in duplicate, by return
mail. If material has not been delivered, kindly state
when we may expect delivery:
and oblige. Yours truly,
THE DENVER CITY TRAMWAY CO.,
By
Purchasing Agent.
Denver, Colo 190 .. .
Figure 7 is a reproduction of the headings of one of the
pages from the loose-leaf book in which a record is kept of
all materials purchased. Accompanying this book is a com-
index. The size of the book pages is 14 by 13% inches.
The Information exhibited on the pages of this book is an
taining quotations for this book the blank shown in Figure
9 is used and the information later transferred to the "quota-
tion" book.
Development of Electric Roads.
What is to be the future development of electric lines
can hardly be imagined. There are railroad men who believe
that within another 20 years the steam power locomotive
will be as completely discarded as the horse-drawn car has
been, and have been consigned to the scrap heap. Whether
this result will be hastened or hindered by such control of
both systems by one company, as the New York New Haven
& Hartford Company has obtained in Connecticut and Rhode
Island, is uncertain. But we may be sure that if electric
power demonstrates its practicability and economy for doing
the large freight and passenger transportation business of
the country, nothing can prevent its ultimate general adoption.
But whether or not its capacity for the long haul of heavy
traffic is approved, there is bound to be an immense develop-
ment of its unquestionable adaptation to all kinds of light
traffic. Already there are lines doing a freight and express
as well as a passenger business, and the number of these will
increase. This form appears to be especially available for
the prompt hauling of farm products to market, and for I he
distribution of merchandise parcels from the city to the
country. The development of country district! will lie a
ural consequence, and the word suburban will have a gr
extended significance. — Boston Herald.
130
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 13.
LONG THROUGH ROUTES OFFERED BY CHICAGO TRAC-
TION COMPANIES.
The result of the campaign which has been carried on for
the approval of the Chicago traction ordinances has been to
make the traction question the vital issue of the election
which is to take place on April 2.
One of the principal advantages which the people of Chi-
cago will receive, if the ordinances are approved, will be the
establishment of through routes which will permit long rides
for one fare from one part of the city to another. There is
published herewith a map showing the proposed through
routes. The descriptions of these routes, as stated in the
ordinances, are as follows.
Route No. 1: Beginning at Indiana avenue and Fifty-first
street: north on Indiana avenue to Eighteenth street: west
on Eighteenth street to Wabash avenue; north on Wabash
avenue to Lake street: west on Lake street to State street;
north on State street to Division street; west on Division
street to Clark street; north on Clark street to Evanston ave-
nue; north on Evanston avenue to Devon avenue; west on
Devon avenue to Clark street; returning by the same route.
Route No. 2: Beginning at Halsted street and Seventy-
ninth street; east on Seventy-ninth street to Vincennes road;
north on Vincennes road to Went worth avenue; north on
Wentworth avenue to Archer avenue; east on Archer avenue
to Clark street; north on Clark street to Division street: west
on Division street to Clybourn avenue; north on Clybourn
avenue to Belmont avenue; returning by the same route.
Route No. 3: Beginning at Lake avenue and Fifty-fifth
street; west on Fifty-fifth street to Cottage Grove avenue;
north on Cottage Grove avenue to Twenty-second street; west
on Twenty-second street to Wabash avenue; north on Wa-
bash avenue to Harrison street; west on Harrison street to
Dearborn street; north on Dearborn street to Washington
street; west on Washington street to La Salle street: north
on La Salle street to Illinois street; west on Illinois street
to Wells street: north on Wells street to Clark street; north
on Clark street to Howard avenue; returning by the same
route.
Route No. 4: Beginning at Seventy-fifth street on South
Chicago avenue; north on South Chicago avenue to Cottage
Grove avenue; north on Cottage Grove avenue to Twenty-
second street; west on Twenty-second street to Wabash ave-
nue: north on Wabash avenue to Washington street; west on
Washington street to La Salle street; north on La Salle street
to Illinois street; west on Illinois street to Wells street; north
on Wells street to Chicago avenue; west on Chicago avenue to
Larrabee street; north on Larrabee street to Lincoln avenue;
north on Lincoln avenue to Bowman ville (Foster avenue) ;
returning by the same route.
Route No. 5: Beginning at Seventy-seventh street and
Vincennes road; north on Vincennes road to State street;
north on State street to Van Buren street; west on Van Buren
street to Kedzie avenue; returning by the same route.
Route No. 6: Beginning at Seventy-seventh street and
Vincennes road; north on Vincennes road to State street;
north on State street to Washington street; west on Wash-
ington street to Desplaines street; north on Desplaines street
to Milwaukee avenue; north on Milwaukee avenue to Armi-
tage avenue; west on Armitage avenue to Forty-fourth ave-
nue; returning by the same route.
Route No. 7: Beginning on State street at Thirty-ninth
street; north on State street to Madison street; west on Madi-
son street to Sixtieth avenue; returning by the same route.
Route No. 8: Beginning at Jackson Park avenue and
Sixty-third street; west on Sixty-third street to Halsted
street; north *on Halsted street to Evanston avenue; north
on Evanston avenue to Graceland avenue; returning by the
same route.
Route No. 9: Beginning at Sixty-ninth street and Ash-
land avenue; north on Ashland avenue to Twelfth street;
west on Twelfth street to Paulina street; north on Paulina
street to Lake street; east on Lake street to Ashland avenue;
north on Ashland avenue to Clybourn place; east on Clybourn
place to South port avenue; north on Southport avenue to
Clybourn avenue; returning by the same route.
Route No. 10: Beginning at Seventy-first street and
Western avenue; north on Western avenue to Belmont ave-
nue; returning by the same route.
Route No. 11: Beginning at North avenue and Clark
street; south on Clark street to Madison street; west on
Madison street to Ogden avenue; southwest on Ogden ave-
nue to Fortieth avenue; returning by the same route.
Route No. 12: Beginning at Clark street and North ave-
nue; west on North avenue to Wells street; south on Wells
street and Fifth avenue to Adams street; west on
Adams street to Clinton street; south on Clinton street to
Harrison street; west on Harrison street to the intersection of
Halsted street and Blue Island avenue; southwest on Blue
Island avenue to Western avenue; returning by the same
route.
Route No. 13: Beginning at Forty-eighth avenue and
Archer avenue; northeast on Archer avenue to Halsted street;
north on Halsted street to Evanston avenue; north on Evans-
ton avenue to Graceland avenue; returning by the same
route.
Route No. 14: Beginning at Forty-sixth avenue (Forty-
eighth avenue when the steam railroad tracks on Forty-sixth
avenue are elevated) and Twelfth street; east on Twelfth
street to Ogden avenue; northeast on Ogden avenue to Ran-
dolph street; east on Randolph street to Fifth avenue: north
on Fifth avenue and Wells street to Clark street; north on
Clark street to Diversey boulevard; returning by the same
route.
Route No. 15: Beginning on Twenty-first street at Doug-
las Park; east on Twenty-first street to Halsted street; north
on Halsted street to Canalport avenue; northeast on Canal-
port avenue to Canal street; north on Canal street to Polk
street; east on Polk street to Fifth avenue; north on Fifth
avenue and Wells street to Clark street; north on Clark
street to Diversey boulevard; returning by the same route.
Route No. 16: Beginning at State and Thity-ninth
streets; thence north on State street to Lake street; west on
Lake treet to Austin [Sixtieth] avenue; returning by the
same route.
Route No. 17: Beginning at Sixty-third street and Ked-
zie avenue; north on Kedzie avenue to Chicago avenue; east
on Chicago avenue to California avenue; north on California
avenue to Belmont avenue; returning by the same route.
Route No. 18: Beginning on Evanston avenue at Grace-
land avenue; south on Evanston avenue and Halsted street
to Madison street; west on Madison street to Sixtieth avenue;
returning by the same route.
Route No. 19: Beginning on Chicago avenue at Sixtieth
avenue; east on Chicago avenue to Milwaukee avenue; south
on Milwaukee avenue to Lake street; east on Lake street to
State street; south on State street to Sixty-third street; re-
turning by the same route.
Route No. 20: Beginning on Madison street at Sixtieth
avenue; east on Madison street to and around the State street
loop [Franklin, Washington, State and Madison streets]; re-
turning by the same route.
Route No. 21: Beginning on North avenue at Forty-eighth
avenue; east on North avenue to Milwaukee avenue; south
on Milwaukee avenue to Lake street; east on Lake street to
and around the State street loop [Dearborn, Randolph, State
and Lake streets] ; returning by the same route.
CONFERENCE ON MUNICIPAL OWNERSHIP AND PUBLIC
RELATIONS.
On March 22 C. D. Wyman of Boston, W. Caryl Ely of
Buffalo and Henry A. Robinson of New York, representing the
committees on "Municipal Ownership" and "Public Relations"
of the American Street and Interurban Railway Association,
and B. V. Swenson, secretary of the association, attended a
joint conference of the corresponding committees of the asso-
ciations representing electric light, gas, telephone and rail-
way interests. There was an extended general discussion on
the subject of municipal ownership and the relations of cor-
porations to the public and to the state. No definite action
was taken. It is announced that both of the committees of
the American Association will probably issue within the next
few weeks a series of questions to be answered by the street
railway companies of the country. The data obtained in this
way will be used as a basis for the reports which will be
presented by the committees at the 1907 convention.
The Northern Texas Traction Company of Ft. Worth,
Tex., which operates the interurban line between Ft. Worth
and Dallas, as well as city lines in both cities, is equipping
its interurban cars with steel wheels.
March 30, 1907.
ELECTRIC RAILWAY REVIEW
431
Ho iv arc/.
79m e
Map Showing Through Routes Proposed In Chicago Ordinances Which Are to be. Voted Upon April 2.
432
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 13.
DISAGREEMENT ON VALUATION OF CLEVELAND ELEC-
TRIC RAILWAY.
An important crisis in the Cleveland street railway situa-
tion was reached on Monday, March 25, at the meeting of the
city council when President H. B, Andrews of the Cleveland
Electric Railway and President A. B. DuPont of the Munici-
pal Traction Company announced that after two months of
negotiating they had completely failed to agree on the valua-
tion of the property of the Cleveland Electric Railway. Mr.
Andrews submitted an estimate placing the present value of
the outstanding stock of the company at $105 per share, while
Mr. Du Pont valued it at $45.10 per share.
The presidents of the rival companies have been in almost
daily conference, assisted by a large force of engineers and
accountants, in the endeavor to determine upon the valuation,
since January 10, when, following the decision of the supreme
court that the Cleveland Electric company's franchise in Cen-
tral avenue and Quincy street were invalid, the Municipal
Traction Company offered to take over the property as a hold-
ing company on the same basis as that on which it now
operates the Forest City Railway. The plan, in brief, is to
lease the property at a rental of 6 per cent on the actual
value of the physical property and franchises plus one-ninth,
with a provision for ultimate redemption of the stock at 110.
The road is to be operated on a 3-cent fare basis and
the Cleveland Electric is to receive a security franchise un-
der which it may operate its lines in the event of failure of
the holding company plan.
It became known last week that negotiations had been
suspended owing to a failure to agree and at the council meet-
ing on Monday night both presidents submitted reports con-
taining their estimates of the valuation and showing the basis
on which the calculations were made and on which they dis-
agreed.
Mr. Andrews stated that in making the examination the
plan used by the commission which recently appraised the
Chicago street railways, of which Mr. Du Pont was a mem-
ber, had been adopted. He said:
In preparing the preliminary estimates of the value of the
physical property, only the cost of labor and material was in-
cluded, less depreciation, with the intention of adding later
the customery percentages for administration, engineering,
carrying charges, etc., aggregating, as an average in the case
of the Chicago valuation, 20 per cent of the cost of the ma-
terial and labor.
The value of the unexpired grants was arrived at in ac-
cordance with a plan dictated by Mr. Du Pont following
the method used in Chicago.
The result for physical and franchise value thus obtained
aggregated approximately $30,500,000, to which, under the
proposal of the Muicipal Traction Company, one-ninth should
be added, making a total of $33,S8S,S88.S8; from this sum the
funded and unfunded debt of the company, as of January 1,
1907, should be deducted, leaving a net result of $24,547,-
88S.99, which, divided by the number of shares of stock of
the Cleveland Electric Railway Company outstanding, would
show a present value approximately of $105.00 per share.
During the last week of the negotiations, I suggested that
Mr. Du Pont confer with Mayor Johnson with a view of learn-
ing whether the method of valuation adopted met with his ap-
proval, and was informed that it did not. Whereupon, a day
or two later, a surprising proposition was submitted in writ-
ing by Mr. Du Pont, providing that no valuation should be
given long time grants in Glenville, Collinwood, East Cleve-
land, Cleveland Heights, Newburg, Newburg Heights, South
Brooklyn or Lakewood, nor to certain grants in the city of
Cleveland. The proposition also contained an estimate of
physical value which did riot include all of the various items
making up that value, and particularly excluded any consid-
eration for any charges for management, superintendence,
engineering, interest on cost during construction, contractors'
profits, and other items which were included in the Chicago
estimate, and in the Detroit estimate prepared by Professor
Bemis and others, and which are usual charges in the con-
struction of any railway, and are as necessary to, and as
much a part of, the cost of construction as the cost of rail or
any part of its track equipment is.
We are perfectly willing to abide by an arbitration based
upon such methods of valuation as were adopted in Chicago
by an impartial commission, of which Mr. Du Pont was one;
but cannot consider any offer by the Municipal Traction Com-
pany for a lease based upon a value which does not include
proper charges for the items of cost enumerated above in
making up physical value, and can consider no adjustment
which does not contemplate the value of the property oper-
ated as a whole, as was the assumption in Chicago.
Mr. Du Pont's report was as follows:
Upon the valuation of many items of physical property,
the dates of expiration for most grants and the method of
valuing physical property, we were able substantially to
agree. The conclusion here expressed, of course, includes
such agreed values; but neither Mr. Andrews nor his com-
pany are bound by the conclusion as a whole nor the details
entering into it.
The total value of the physical property and unexpired
franchises of the company is $17,908,314.24. Adding to this
one-ninth, we have $19,898,126.93, which makes for the out-
standing stock a value of $45.10 per share, redeemable on the
suggested plan at $49.61.
The value here given includes $1,533,566.84 as the value
of the street paving done by the company, though I am in-
formed that this paving is now the property of the city.
Nothing is included for contractors' profits, brokerage,
commissions or interest during construction, for two rea-
sons: First, such items are not properly a part of the physi-
cal property; and second, if these items are not adequately
covered by the bonus of 21 per cent, which is the basis of
the suggested plan for determining the redemption value of
the stock, any extra allowance on that account should be
made by the council.
The value of the physical property has been determined
independently of the length of the franchises, and no deduc-
tion has been made from the amount so determined by rea-
son of unprofitable grants. To all franchises I have assigned
full value. Where, however, lines are composed of portions
having different dates of expiration, the later in date being
remote from the center of the city, and through unprofitable
territory, I have assigned no value to the outlying portion
after the expiration of the inlying connection. Such grants
are operated even now at a loss and are, in fact, a burden up-
on the inside lines, and, of course, are not susceptible of
profitable operation after the expiration of the inside connec-
tion.
The conclusions here stated with detailed figures and
reasons were submitted to Mr. Andrews on March 13 with a
request that we discuss them in detail and that he suggest
any revision that he though just, with his reasons. I sub-
mitted also a schedule of disputed items now allowed, with
my estimate of their value in dollars to the company as a
basis for further discussion if reasons for allowing them
could be advanced, professing myself entirely willing to con-
sider such reasons. I have had no summary of the conclu-
sions reached by Mr. Andrews, nor of the aggregate of his
claims, and to my report to him I have had no reply except
a verba! comment that we were apparently too far apart to
make further conferences useful.
The council took no action but voted to call a public
meeting for Wednesday, March 27, to discuss the reports, and
invited both presidents to be present. A resolution was then
passed requesting the Cleveland Electric company to report
to the council at its next meeting the daily receipts and
daily car miles since January 10 for the Central and Quincy
avenue lines on which the franchises have expired and which
have been operated since January 10 for a three-cent fare
under an agreement to pay the city any surplus above the
actual cost of operation.
The truce agreed to by the companies on January 11
under which all active hostilities have suspended, is still in
force, although it may be terminated by either company on
24 hours' notice.
At the public meeting on Wednesday morning Mr. Du
Pont submitted a communication to the city council stating
that the Municipal company was willing to enter into any
lease approved by the council and to operate the lines in
the interest of the city and without profit to itself. He also
submitted a further explanation of the failure to agree to
Mr. Andrews' valuation. A general discussion ensued, in
the course of which Mayor Johnson made the surprising
statement that in the event of the holding company taking
March 30, 1907.
ELECTRIC RAILWAY REVIEW
433
over the Cleveland Electric lines the city lines should be
operated for a 3-cent fare, but that on the outlying suburban
lines a 5-cent fare should be charged. The mayor appointed
a committee of five to meet with him and the city solicitor
to formulate some plan of arbitration, both companies having
favored such a plan. The committee will meet on Saturday.
BROOKLYN RAPID TRANSIT COMPANY CLAIMS
OVERTAX.
Colonel T. S. Williams, vice-president of the Brooklyn
Rapid Transit Company, appeared before the New York State
tax commission at Albany on March 22 to protest against the
amount of the company's tax assessment for 1907. He de-
clared that the assessments on the company's properties ex-
ceed, by $130,000,000 the normal value of its securities,
that the increase in the company's assessment was greater
than that of the other New York companies, and showed
how great increases had been made in previous years.
Colonel Williams submitted a statement in which he
said in part: >
The total assessment is $39,436,000, an increase of $20
905,000 or 54.26 per cent over the final assessment of last
year. No other large street railroad system in Greater New
York has had its assessments so greatly increased. The in-
crease in the assessment of the Interborough company is
33 1/3 per cent; of the Manhattan Elevated Railroad Com-
pany 23 per cent; of the New York City Railway Company
33% per cent.
A comparison of the increase of earnings of the Brook-
lyn Rapid Transit system for the preceding year, with the
increase of the other companies, does not reveal any justifi-
cation for an increase in its assessments so far out of pro-
portion with the increase in the assessments of these other
companies. The net surplus of the entire system showed an
increase of only 4.45 per cent over that of the previous year,
and this would have been turned into a decrease had the
full amount of taxes assessed been charged during the year.
The increase in the assessment follows an increase of
30.35 per cent in the final assessment of last year over that
of 1905, and of 15.55 per cent in the assessment of 1905 over
that of 1904. The assessment is 149 per cent greater than
that of the year 1900. the first assessment of Governor Roose-
velt's commission under the new law. When the validity of
the law was established our corporations were the first of
the large public service corporations promptly to comply
therewith, by paying up in full the taxes assessed, with accu-
mulated penalties, to and including the year 1904, less such
deductions as the law entitled them to, with the exception
of a few assessments in the suburban districts which are still
in litigation, but the amount of which formed a small part of
the total.
The direct assessments, state and local, against our prop-
erty as for the year 1907 already made, are as follows:
Tracks on private rights of way $ 5.2S5.S00
Parcels on real estate 9,238,555
J.oral capital stock 89,450.000
Special franchises 59.436,000
Total $163,410,355
At last year's tax rate this represents a tax of $2,512,744.
But this is by no means the extent of our burden. We must
pay in addition under other laws a state tax on our gross
receipts, a state tax on our privilege to be corporations, a
local tax on our receipts, a state tax on our cars, license fees
for conveying our passengers across the Brooklyn and Wil-
liamsburg bridges, our proportion of the cost of maintaining
the state railroad commission, the cost of municipal in-
spectors, the cost of new paving, the cost of carrying police-
men and firemen free and many other impositions, the aggre-
gate of which, if no greater than the amounts actually paid
last year, will be $1,119,612, or a total burden of taxation of
f3.632.356.
This is equal to 18.69 per cent of our gross earnings
from all sources for the last calendar year. It is 61.09 per
cent of our net earnings, including in expenses only the
taxes paid and charged, not assessed, and excluding any
charges for capital expenditures. No corporation ever has
carried, or ever can carry, such a burden.
In taxes $2,362,000 represent at last year's tax rate
$236,000,000 worth of property. That is, any holder of $236,-
000,000 worth of taxable property would contribute $3,362,000
toward the public revenues, lint this is $97,000,000 more
than the par value of all our outstanding stocks and bonds.
With the exception of our oldest company's stock, all of
which represent dollar for dollar- of actual property and has
never yielded more than a fair return, this is $130,000,000
more than the market value on Jannuary 1 of all our out-
standing stocks and bonds.
As to upwards of $1,100,000 of these taxes, they are
beyond the discretionary power of public officers — fixed by
law or contract and only changed by revision of law or con-
tract. As to about $1,000,000 more, the lawfulness of their
imposition is hedged about with the safeguards which all real
estate and personal property have for their protection, the
laws prescribing the method of their assessment and assur-
ing general uniformity and equality, exceptions to which can
be readily marked.
But as to the additional assessment of $59,436,000 which
your board has imposed — covering mostly as it does an in-
definite, intangible property, already taxed, as we have
shown, to a very large amount — there is no method pre-
scribed by law for its determination, no adequate standard
of comparison with the assessment of similar properties, no
rule of guidance except the intelligence and fairness of the
three officers who constitute your hoard.
We contend that the assessments are excessive further
because your board has failed to take into consideration that
very large part of the revenues of these companies which come
from private rights of way and other sources than the right
to operate cars on public streets and places.
DES MOINES FRANCHISE DECREE FILED.
The final decree enjoining the city of Des Moines, la.,
from tearing up the tracks of the Des Moines City Railway
Company or from interfering with the company in the enjoy-
ment of its franchise, which the court holds is perpetual,
has been rendered by Smith McPherson, judge of the United
States circuit court at Des Moines. The language of the
decree is plain in declaring that the rights vested in the com-
pany by the contract are perpetual except that the exclusive
feature of the franchise expired on January 1, 1898. An ac-
count of the decision was published in the Electric Railway
Review of March 2, 1907. An abstract of the final decree
rendered on March 23 follows:
The court decrees that the complainant, the Des Moines
City Railway Company, has succeeded by purchase to all the
rights granted under the ordinance of December 10, 1S66,
the said ordinance being one of the said city of Des Moines,
entitled, "An ordinance authorizing the construction and
operation of certain street railroads in and along the streets
of the city of Des Moines," and the said ordinance as subse-
quently amended and modified, and as ratified and confirmed
by said city, constitutes and is a valid and existing contract
between the complainant, its successors and assigns, and the
defendant, the city of Des Moines; and that the rights vested
in the complainant, its successors and assigns by said con-
tract are perpetual; except only as set forth in section 10 of
said ordinance by which under said section 10 the exclusive
feature was expired by limitation of time. And the court
decrees that except as to said exclusive feature recited in said
section 10, that the rights vested in complainant, the Des
Moines City Railway Company, its successors and assigns, by
said contract are perpetual.
It is further decreed that the resolution passed by the
city council on December 21, 1905, is hereby canceled, the
same being in violation of the rights of complainant company
and of the obligation of the said contract.
And it is further ordered that the defendant, the city of
Des Moines, and its city council, and mayor, and city solicitor,
and all officers of said city, and those hereafter officers of
said city, and each and all of them now holding office in said
city, and all servants, agents and employes, and all succes-
sors in office be, and they are hereby perpetually enjoined
from enforcing, or attempting to enforce, said resolution, and
from in any manner disturbing, impeding or interfering with
the free use and comfortable enjoyment by said Des Moines
City Railway Company, its successors or assigns, of any
rights, privileges and franchises vested in complainant herein,
and vested in any corporation or company or person from
whom complainant by purchase or otherwise has acquired
rights. And the said ordinance of December 10, I860, and all
amendments thereto save and except the exclusive feature
of section 10 thereof, shall be preserved perpetually to the
complainant, its successors and assigns.
It is reported in the Des Moines papers that as the case
will be appealed by the city to the United States supreme
court the company will take no action toward making lmpot
tant improvements or extensions until a final decision is
rendered.
434
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 13.
MILWAUKEE ELECTRIC RAILWAY SERVICE.
C. X Duffy, auditor of the Milwaukee Electric Railway
& Light Company, was one of the witnesses in Milwaukee on
March 21 when the Wisconsin railroad commission heard evi-
dence in the case of the city of Milwaukee against the Mil-
waukee Electric Railway & Light Company. Mr. Duffy, in
showing the disadvantages under which the Milwaukee com-
pany labors, said as many cars are being operated as it is
practical to operate with the present trackage. Mr. Duffy
testified that in February the company carried 7.134.180 pas-
sengers and operated the double-truck cars 916,890 car miles.
Only 18.53 per cent of the car-seat mileage was used. Mr.
Duffy said:
There were only 7.7S passengers carried to a car mile.
Out of 397 cars possessed by the company 37 2 cars were put
In service. That is. out of a car capacity of 100 per cent
during the month. 93.7 per cent was put in use. No other
road in the United States can show such a record. It must
be remembered that when the last 75 cars were put in serv-
ice, 35 old cars had to be taken off. This left only about 40
new cars for service improvement. Taking 5:20 to 6:20 at
night as the busiest time of the day. if 372 cars are put in
service, and only averaged 60 passengers to the car, it means
that 22.320 passengers are carried in one hour or 372 in one
minute. Three hundred and seventy-two cars an hour means
six cars in one minute and one car in every 10 seconds. I
think the capacity of the streets Is about reached.
Statistics were presented by Mr. Duffy showing that dur-
ing the congested period in the evening it devolves upon the
company to move 22.320 passengers in an hour, which means
one car every 10 seconds. Mr. Duffy stated that in all negotia-
tions with the company the city ought to consider that the
franchises will expire on December 31. 1934. and that proper
provision should be made for depreciation and the changes
forced by evolution. He traced the evolution from the use of
mules for cars to cables and then electricity, and suggested
that the present power plant might be superseded in time by
other more useful methods of supplying power.
X. A. Christensen testified for the city of Milwaukee,
saying that out of 65.000 cars in operation in the United
States 27.000 are equipped with air brakes. Mr. Christensen
denied that cold affects air brakes seriously, stating that
air brakes are being used in Stockholm, Sweden, and Mon-
treal, Canada, and that they will be used in Winnipeg. He
said that it was as easy to apply the air as to draw water
from a faucet. He stated that air brakes do not get out of
order easily and that they do not cause flat wheels. The
ignorance of operators in adjusting the brakes, he declared,
was responsible for the flat wheels.
ANSWER TO PETITION FOR REDUCED FARE.
The West End Improvement Club of Council Bluffs, la.,
has filed a complaint with the interstate commerce commis-
sion asking that the Omaha & Council Bluffs Bridge Com-
pany be compelled to reduce its present rate of 10 cents for
carrying passengers from Omaha, Neb., to Council Bluffs, la.
John L. Webster, attorney for the company, has filed an
answer to the complaint, in which it is claimed that:
The defendant company being a street railway' company
and not a commercial railroad is not subject to the pro-
visions of the act to regulate commerce, and the rates of
fare upon said line of street railroad is not subject to regu-
lation by the interstate commerce commission; that it is not
at the present time engaged in the transportation of passen-
gers from Omaha to Council Bluffs, as its line is leased to
the Omaha & Council Bluffs Street Railway Company, which
operates the line and fixes the rate of fare.
The defendant for further answer avers that a fare of 10
cents from Council Bluffs to Omaha is a reasonable and not
an exorbitant or extortionate charge, and in support whereof
more particularly avers as follows:
That the distance from the business portion of the city
of Council Bluffs to the business portion of the city of Omaha,
being the points between which nearly all the passengers
arrive and depart who travel upon the said line of road, is
a distance of six miles, and that a fare of 10 cents for the
journey is but 1*£ cents per mile.
That all passengers whose travel is limited to points
within the corporate limits of the city of Council Bluffs only
pay five cents for each ride, and the fare of 10 cents is only-
charged to passengers who travel from the corporate limits
of ■ one city to a point within the corporate limits of the
other city, including the transportation over the bridge be-
tween Council Bluffs and Omaha.
That between the business portion of Council Bluffs and
the Missouri river, or the east end of the bridge, there is a
large area of sparsely settled territory along which very few
persons enter upon or depart from the trains, and that the
distance from the east end of the bridge to the business part
of Council Bluffs is about three miles. To reduce the fare
to five cents, including transportation over the bridge, would
mean that the passengers would be permitted to travel from
the center of the city of Council Bluffs to the center of the
city of Omaha for a gross fare of five cents, which would be
less than 1 cent per mile, and which would not yield- suf-
ficient revenue to pay the cost of operation and maintenance.
That it is usual and customary at all points on the Mis-
souri and Mississippi rivers to charge a fare of not less than
five cents additional to other charges for transportation to
cross bridges over said rivers, and that such at all times and
places has been regarded as not excessive, nor unreasonable.
The defendant further denies that the fares charged are
extortionate or discriminatory, and denies that a fare of five
cents would yield sufficient remuneration for the entire trans-
portation of a passenger from Council Bluffs to Omaha, and
denies that the complainant, or any of its members, or other
persons are subject to the payment of unjust or unreasonable
passenger fare for transportation over the said line of road,
and denies that the defendant is guilty of any act of discrimi-
nation, prejudice or disadvantage in violation of the inter-
state commerce act. or any of the provisions thereof.
FORM FOR RECORDING PILE-DRIVING PROGRESS.
On the new line of the Winona Interurban Railway be-
tween Winona Lake and Peru, Ind., a number of waterways
will be crossed with the track supported on pile bents. That
the engineering department may be advised of the progress in
driving piles and have available a permanent record of the
details of the work, the accompanying form has been devised
by the chief engineer. Mr. R. M. Murray.
The original records are made in blueprint form on pages
S by 13 inches suitable for loose-leaf binding. Each page
IA/i/vowa In
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Form for Recording Pile-Driving Progress.
contains blank spaces enough for recording the necessary
data for six pile bents, each comprising four piles. The data
recorded are the kind of piling, length, weight of the driv-
ing hammer, drop of the hammer under the last blow, pene-
tration with last blow, total penetration, height at which
pile is cut off, and remarks. One blank is filled out for each
trestle and forwarded by the piling inspector to the chief
engineer's office, where they are permanently filed.
March 30, 1907.
ELECTRIC RAILWAY REVIEW
435
PIPING AND POWER STATION SYSTEMS.— XXXI V.
BY \V. L. MORRIS, M. E.
If a surface condenser is used, the relative height of
the tower with respect to the condenser is of no importance
in determining the power required to handle the circulating
water, as the high suction and discharge columns balance
each other and the power required for circulating the water
is simply determined by the distance a A surface condenser,
using water thus cooled would require about 40 pounds of
circulating water per pound of steam condensed, and if a
centrifugal pump belted to the main engine shaft were
employed its efficiency would be about 40 per cent. Hence
100 foot pounds would be expended in raising the required
volume of water 1 foot. Assuming the engine to be using
18 pounds of steam per horsepower per hour, the power
needed to circulate the cooling water would be 1.800 foot
pounds per hour, or 30 foot pounds per minute, approximately,
or .HOI horsepower for each engine horsepower, for each
foot the water is lifted in the distance a. This would justify
an expenditure of $0,125 per horespower for each foot of a.
If the plant had a 1.000-horespower unit, the expenditure of
$125 for the reduction of each foot of the distance a would
be justified.
A jet condenser can be used with economy in conjunc-
tion with a cooling tower only when the tower is located
so that the hot well discharge will flow without any appreci-
able loss of head directly on to the cooling surface filling,
and the circulating pump raises the water from the basin of
the cooling tower up and into the injection pipe to the lower
end of the column of water which the vacuum will support.
The design shown in Fig. 265 would require about a
30-foot lift and the jet condenser about 7 feet, making a
total of 37 feet which the water would
have to be raised. This would require
approximately .037 horsepower per horse-
power of the main engine. If the water
could be taken from the cooling pond the
loss of head through the tower would be
eliminated, thus making the power re-
quired for the condenser but 0.7 horse-
power per 100 horsepower of the engine.
The surface condenser is better
suited for operation with the cooling
tower, as it can be located at almost any
elevation and avoid any head loss other
than that required at the cooling tower
and the friction head of the piping sys-
tem. There are many installations, how-
ever, using elevated cooling towers and
the suction type of jet condenser, as
shown in Fig. 267 (I 9-3). This makes a
very inefficient installation. The head on
the injection pipe is entirely wasted,
being resisted by closing the injec-
tion valve at the condenser. The distance from the
pump to the outlet at the top of the cooling tower
is Frequently as much as 60 feet. Assuming 18 pounds
steam per horsepower-hour of the main engine and 40
pounds of circulating water per pound of steam condensed.
and a pump requiring 120 pounds of steam per horsepower
hour and having an efficiency of 60 per cent, we find
that the circulating pump requires 24.2 pounds of steam for
each 100 pounds of steam delivered to the main engine. In
other words, the condenser pump requires as much steam to
operate it as is saved by operating the engine condensing.
It may be that a slight economy is secured in such an
instance, due to the auxiliary exhaust steam being delivered
to the feed water heater, but the question is, why is not
apparatus which is suited to each particular installation em-
ployed? By using a surface condenser and the distance a.
■2 -//^/sr
Figure 267-H9-3).
10 feet, the steam consumption of the condenser pump would
be but 1-6 as great as in the preceding case, or about 4
pounds of steam for each 100 horsepower delivered to the
engine. This steam, however, would be condensed in the
heater and the heat returned to the boiler, thus a very good
return on the investment in the cooling tower, condenser,
• tc, would be secured.
The heat required to operate the pump would be about
four times 46 British thermal units and the engine 100 pounds
at 913 British thermal units, or. =.2 British thermal
913
units for the condenser for each 100 British thermal units
required by the main engine.
The most conspicuous loss in the operation of condens
ing machinery in conjunction with cooling towers is that
Figure 268-09-4).
occasioned by the long water line between the cooling tower
and the condenser, these lines invariably having a large
number of turns and restricted passages. In fact, this diffi-
culty is also conspicuous in the condenser, and in receiving
bids on the condenser, as this point should be given careful
consideration, as the difference in cost of different apparatus
may be deceiving, the higher price being oftentimes the
cheaper when the cost of operation is considered. If the
lines between the cooling tower and the condenser are long,
it is always good practice to increase their size, as the fixed
yearly cost on the difference on the investment is less than
that saved in the operation. Pipe bends should be used in
place of elbows, as each elbow in a 12-inch line, for instance,
is equivalent to about 40 feet of pipe. The piping is often-
times made more compact by using elbows of short radius,
etc., as shown in Fig. 268 il 9-4) for condenser Xo. 1, but
the resistance in the line of piping is thereby increased. The
loss by friction of water flowing through the system shown
in Xo. 2 is no greater than that shown in No. 1. The losses
occasioned by short radius ells and square ends at the pipe
inlets and outlets makes the avoidable losses of No. 1 amount
to about 300 feet of pipe if it is 12 inches in diameter. This
saving is suftlcient in itself to permit running the line to the
top of the roof or an outdoor cooling tower and not show
so great a friction loss as that of the short connected system
shown in No. 1.
The amount of water lost by evaporation in the cooling
operation varies; systems using cooling pans with air cir-
culating under them require less than that necessary for
boiler feeding, being as low as % pound loss by evaporation
for each pound of steam condensed. This system requires
a very large pan surface, as its operation is dependent upon
radiation only. Systems in which the air is passed through
the water require much less surface, as the heat is taken up
by evaporation as well as by radiation. This style of water-
cooling will lower the temperature as much as 15 degrees
below that of the surrounding atmosphere, a reduction in the
temperature of the water of as much as 50 degrees. With
50 degrees difference in temperature the amount of cooling
water required would only be about 20 pounds per pound
of sleam condensed. If the loss is 7 per cent, then 1.4
pounds of cooling water would be evaporated for each poun I
of steam condensed. In regular practice it has been f<
that the water fed to the boiler is sufficient at all tint.
provide for the evaporation, this being due possihh to the
436
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 13.
fart that when the load is very light the fans would not
he used, thus reducing the loss by evaporation, the cooling
by radiation to the air passing through the tower by its
natural draft being then sufficient to cool the water. In
cold weather it is generally necessary to draw off a portion
of the cooling water, as the evaporation is then less than
the water fed to the boiler.
Class J1 — Condensation and Air Line from Condenser.
Surface condensers and elevated jet condensers can easily
be arranged to separately remove the air by what is termed a
dry vacuum pump. Such a pump is designed to handle air
only, and the usual construction is similar to the crank and
fly wheel type of air compressors. The piston speed of this
type of pump is generally high, 400 feet per minute being
approximately the normal speed. The clearance is reduced
to the least possible amount and in many other ways the
pump is designed especially for compressing air, and if by
accident even a small amount of water is drawn into the pump,
it is liable to be damaged. The total piston displacement of
a dry vacuum pump is generally greater than the total dis-
placement of the water circulating pumps, but seldom exceed
it by more than 50 per cent. The amount of air discharged
by a dry vacuum pump is only a small portion of the piston
displacement, and because of the expansion of the air con-
tained in the clearance spaces, compression, resistance of the
valves, ports, etc., the quantity discharged varies from 10 to
15 per cent of the piston displacement.
The different types of condensers either permit of or
require a different method of handling the air or, more cor-
rectly speaking, the non-condensable vapor. In a jet con-
denser, these vapors are mingled with the circulating water
and if the water contains organic matter, the volume to be
handled would be very much greater than in a surface con-
denser. Though the elevated jet type of condenser would
have the greater amount of air to remove, it requires less
special provision for removing the air than the surface
condenser.
There are many elevated jet condensers which are main-
taining a vacuum of 25 and 26 inches, which have no provision
made for the removal of air other than that of the downward
flowing column of cooling water, having only centrifugal
pumps to maintain the vacuum. Condensers of this type are
generally constructed the same as an ejector with the water
and the steam meeting in a restricted passage, both having a
downward flow at the point of meeting. Owing to the velocity
of the mixture of steam and water through the restricted
passage, the air which reaches a condensing chamber is car-
ried downward through the tail pipe together with the circu-
lating water and is discharged into the hot well.
The velocity of the water in the tail pipe varies from 250
feet to 500 feet per minute, being greater in large than in
small condensers. By using a dry vacuum pump on large
size condensers, it is possible to maintain a high vacuum,
say, 26 or 27 inches, and requires only sufficient water to
condense the steam, thus increasing the temperature of the
hot well water, which is desirable if it is to be used for boiler
feeding.
(To Be Continued.)
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
BT J. L. BOSEXBEBCEB, IX. B., OF THE CHICAGO BAU.
A remarkably long life has been shown by three boilers
which were installed in Xew York in 1S63. When last in-
spected they were pronounced in good condition and the
original pressure was allowed. This speaks volumes for the
care they have received.
Mr. H. W. Hutchinson, Jr.. whose technical work. "Long-
Distance Electric Power Transmission," has just been pub-
lished by the D. Van Xostrand Company of Xew York, has
an article in the March issue of Public Service on "The
Question of Municipal Ownership." Mr. Hutchinson is on the
staff of the Xational Brake & Electric Company of Milwaukee.
Rising in Open Car to Get Conductor's Attention.
A woman passenger on a small open car occupied an end
seat. The evidence showed that she rose from her seat to
attract the attention of the conductor while the car was in
rapid motion and swaying and rocking violently, as it had
been for some time, and stood near the side of the car,
facing the rear, until she was thrown to the ground when
the motion was checked by the application of the brakes.
She had one hand on the back of the seat on which she had
been sitting, while the other hand hung by her side. She
had traveled over this portion of the road before on the
same day. and previously, and knew the condition of the
track to be uneven, so as to cause the car to jolt and sway.
Upon this undisputed evidence the supreme court of Rhode
Island holds, Cottrell v. Pawtucket Street Railway Com-
I any. 65 Atlantic Reporter. 269. that the woman was not in
the exercise of due care, and that a verdict for the company
was properly directed.
Construction of Franchise Grants.
The supreme court of the United States says, in Cleve-
land Electric Railway Company v. City of Cleveland and
Forest City Railway Company. 27 Supreme Court Reporter,
202, involving rights under city ordinances, that the rifles of
construction which have been adopted by courts in cases of
public grants of this nature by the authorities of cities are
of long standing. It has been held that such grants should
be in plain language, that they should be certain and definite
in their nature, and should contain no ambiguity in their
terms. The legislative mind must be distinctly impressed
with the unequivocal form of expression contained in the
grant, "in order that the privileges may be intelligently
granted or purposely withheld. It is a matter of common
knowledge that grants of this character are usually prepared
by those interested in them, and submitted to the legislatures
with a view to obtain from such bodies the most liberal grant
of privileges which they are willing to give. This is one
among many reasons why they are to be strictly construed."
Choosing or Not Using Fenders Under Ordinance.
Where, by valid municipal ordinance, street cars are re-
quired to be equipped with fenders of an approved make, the
supreme court of appeals of West Virginia holds, Ashley v.
Kanawha Valley Traction Company, 55 Southeastern Re-
porter, 1016, that it is negligence per se (by itself) to ope-
rate such cars without such equipment. At the same time
the court says in this case that it would not do to show only
the violation of the ordinance. It must be shown that such
violation was the proximate cause of the injury — that, if the
car had been equipped with fenders, as provided by the ordi-
nance, the injury would not have occurred. This was proper
to be shown to the jury. It was, however, urged by the com-
pany that the evidence in this case showed that there were
two kinds of fenders of an approved make, one projecting
out in front of the car and the other hanging underneath the
front part of the car, and that, this being so, the company
would have the right to elect which of the two kinds of fend-
ers it would use, and that, if it should use the last mentioned,
the injury would have occurred the same as if no fender had
been used. These were questions of fact to be submitted to
the jury. If it could be shown that the accident would not
have occurred if the car had been equipped with such fender
as the ordinance prescribed, and that the car was not
equipped with such fender, then this would be negligence
sufficient to charge the company. But, upon the other hand,
if it could be shown that the accident would have happened
if the car had been equipped with such fender, the same as
it did when not so equipped, then the omission to provide
March 30. 1907.
ELECTRIC RAILWAY REVIEW
437
such fender would not be the proximate cause of the injury,
and the company could not be held liable for failing to so
provide them. Evidence tending to show either of these
theories was admissible.
Statutory Liability for Negligence.
Section 2864 of the revised statutes of Missouri of 1S99
reads: "Whenever any person shall die from any injury
resulting from or occasioned by the negligence of * * *
any officer, agent, servant or employe whilst running any
* * * car, * * * the corporation * * * in whose
employ any such officer, agent, servant, employe * * *
shall be. at the time such injury is committed. * * * shall
forfeit and pay for every person * * * so dying the sum
of $5,000." It was contended, in the case of McQuade
v St. Louis & Suburban Railway Company, 98 South-
western Reporter. 552, that although this section ap-
plies to street railroads, the ground of recovery by a person
not a passenger is confined to common-law negligence, and
does not extend to an injury from a failure to discharge a
duty imposed by municipal ordinance. But the supreme court
of Missouri, division No. 1. says that it finds no such limita-
tion in. the statute. It says that the right of action given by
the statute is for negligence; not for negligence as defined
by the common law. but as well for negligence that may
arise from a failure to discharge a duty imposed by statute
or municipal ordinance. The statute makes no distinction,
and the court can make none. It contains no such limitation
as was contended for, and the court cannot put such a limita-
tion upon its comprehensive terms.
Grants Expiring With Main Line and Consolidation.
In the case of the Cleveland Electric Railway Company v.
City of Cleveland and Forest City Railway Company, 27 Su-
preme Court Reporter, 202, the supreme court of the United
States says that, in 1891. the right was granted to construct
and operate a second or additional track upon a portion of
what now appears to be Garden street. It was provided in
that ordinance that the right therein granted should be for
and until the expiration of the grants for the company's main
line. From this the question arose, What was the meaning
of the expression "main line" as used in this connection?
The ordinance allowed a second or additional track in a
street which the company then had the right to use, and was
using a single track. So far as that extended grant was
concerned, the main line was the rest of the Garden street
branch. It could not be possible that it was intended to
limit the right to use the second or additional track, in the
portion of the street mentioned, to a different time than that
which existed with relation to th.e first track laid down by
the company in the same street. Of course, the two grants
were meant to terminate at the same time.
Again, the court says that at this time the grant to the
company's Euclid avenue line had been extended so that it
did not expire until July 13, 1913. Can it be supposed that
the council intended that this short length of road, in which
a second or additional track was to be laid, was to be ope-
rated with two tracks until 1905 and after that with one track
until 1913? The court thinks such a construction is not per-
missible, and that what is meant by the language, "main line."
in that ordinance, means the line which is the main line with
reference to the extension therein granted; namely, the Gar-
den street branch, and not the Euclid avenue line.
Of a grant of 1885, the court says that it was not made
to terminate with the grant for the main line, as that main
line might thereafter be extended, but it referred to that
grant as it then existed, and it was to be measured by such
existing grant, and not by any subsequent extension which
might be granted to the Euclid avenue line.
Xor does the court think the time for the termination of
the Garden street branch was in any degree affected by the
consolidation of the various roads in 1893, the communication
from the railway company, through its vice-president, stating
distinctly that it "does not claim any rights greater than the
constituent companies forming the organization, and that it
intends to obey all ordinances to which each and all the con-
stituent companies were subject." Its intention to issue trans-
fer checks, so as to have a continuous ride for one fare, gave
no greater rights to the company than it theretofore had, nor
did the resolution of the council, consenting to the consolida-
tion on condition that but one fare should be charged for a
continuous ride, give any greater rights to the consolidated
company than each of the constituent companies had thereto-
fore enjoyed.
Boys Not Excused from Looking for Cars.
It has been held that a railroad track itself is a sign of
danger. It has been held that the danger of going upon such
track without looking at all is one so apparent as to be
within the easy comprehension of a child of 11% years of age.
A boy, raised in a city and living for years in proximity to
steam and street railway tracks, knows as well that a car
will kill or maim him if it strikes him as he does that he
will get burned if he pokes his hand in the fire: so that the
law, the supreme court of Missouri, division No. 1, says, in
the case of Deschner v. St. Louis & Meramec River Railroad
Company, 98 Southwestern Reporter. 737. does not excuse a
boy of his age in not using his eyes in so simple a matter
as looking for the approach of a car when he is about to
enter upon a track laid for cars, and on which they, to his
knowledge, run with more or less frequency. But whether
he should look twice — that is, a second time, after waiting
for one car to pass, to see if another is not closely following
it, is a question for the jury. The judgment of a boy must
not be measured by the same yardstick with which the law
measures the judgment of a man. To make a man out of a
boy seems to be the somewhat miraculous work of time and
nature, but the court considers it beyond the power (and
should be beyond the disposition) of the law. So that, if a
boy ll'/i years old acts with the prudence of the ordinarily
prudent boy of that age, under like circumstances, it is well
enough.
Care Required Crossing Electric Railways in Country.
In considering the question of contributory negligence
in the case of Phillips v. Washington & Rockville Railway
Company of Montgomery County. 65 Atlantic Reporter, 422,
where the plaintiff was injured while riding a horse across
the defendant's track, the court of appeals of Maryland says
that it must be borne in mind that the injury did not occur
on the streets of a city, but in the open country, where a
higher rate of speed in the movement of electric cars is per-
missible than is allowable along the more crowded thorough-
fares of a town. More caution was therefore demanded of
a person in crossing a track of an electric railway in the
country than would have been necessary in the city. The
use of no greater caution in the open country than would
have been requisite to constitute ordinary care and prudence
in the city would not have been due care and caution on the
part of the individual in approaching and going upon an elec-
tric railway crossing in the country. An act which would be
prudent in the city might be glaringly negligent in the coun-
try, and hence the standard by which contributory negligence
is to be measured in the two instances necessarily varies with
the changed conditions existing in the two dissimilar locali-
ties. No two ordinary minds could differ as to the character-
ization of the plaintiff's act in crossing the tracks with his
back turned towards the approaching car. It was obviously
negligent, if not reckless, to attempt such a thing. The re-
sult that was most likely to follow that conduct did happen,
and the consequences must be borne by the person so
of incaution or heedlessness.
138
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 13.
News of the Week
Convention of Iowa Associations at Clinton.
The plans for the annual convention of the Iowa Electrical
lation and the Iowa - id Interurban Railway Ass
tion, which are to be hi u i.. on April Is. 19 and 20,
have i with the increasing importance
of the lighting and the railwaj properties of that state. In ad-
dition to the instructive papers and the discussions, which are
being prepared by itk the association, a local committee
at Clint. ci g elaborate arrangements for thi 'intent
of tic s and visitors. The manufacturers' exhibit will be
illustrative of the latest devices for lighting and railway purposes.
The local committee on arrangements consists of P. P. Crafts.
general manager of the Iowa & Illinois Railway Company: R. M.
Howard, general manager of the Clinton Street Railway Company.
and Thomas Crawford, manager of the Clinton Gas Light & Coke
Company. This committee is giving much attention to the minor
details of the arrangements which will aid in making delegates
and visitors comfortable during the convention. In addition to
committee a citizens' committee consisting of 25 representa-
tive business men has been named to help receive and entertain
ruestS.
Aside from the exhibits and business meetings, there will be
much to interest railway men. The Elks' and the Wapsie club
rooms will lie thrown open to the visitors during the convention.
The following diversions are among the events that have been
arranged for by the local committee:
Thursday evening, formal "smoker" at the Lafayette Inn.
Friday afternoon and evening, association's inspection trip to
Davenport over the Iowa & Illinois Railway; the party will visit
the power houses in Clinton and Davenport and the substations
on the interurban line. Lunch will be served at the Commercial
Club in Davenport.
Good shows will be provided at the theaters each night.
Boats will be provided for trips up the Mississippi river.
Many other amusement features will he arranged during the
week of the convention.
Delegates' badges will he accepted for transportation on the
Clinton Street Railway, the Iowa & Illinois Railway and the Tri-
City Railway.
stenographic service, etc., will be accorded the visitors at the
offices of the local railways and lighting companies.
The headquarters of the association will be at the Lafayette
Inn., where all meetings will be held. About 2.000 feet of floor
space in the basement of the inn has been provided for exhibitors,
free of charge, so that the only expense to visitors will be for fit-
ting up booths. Each exhibitor will attend to the placing of his
display, though the local committee will aid in making arrange-
ments for teams to be used in hauling the exhibits from the
freight houses to the exhibit halls. A number of manufacturers
and supply companies have already made reservations and others
are daily asking for them. All reservations should be made before
April 15. The exhibit halls are spacious, well lighted and well
ventilated. The hotel accommodations are good. Reservations can
be made through Mr. Crafts, chairman of the local committee. It
is expected that upward of 400 people will attend the convention.
Rapid Transit Affairs in New York.
The rapid transit commission on March 25 approved and sent
to the board of estimate and Corporation Counsel Ellison the form
of contract for the Seventh and Eighth avenue subway route.
Before taking this action the commission held a public hearing on
the terms of the contract, and while there were objections to some
of the provisions, and particularly to the power reserved by the
board of accepting a bid for an alternate route, which would mere-
ly run south to the Battery, from a junction at Forty-second street
with the existing subway, the commission voted to make no
changes in its original plans.
The contract has now only to be approved by the board of esti-
mate and the corporation counsel before bids are asked for.
Mayor McClellan and the rapid transit commission are said to
be anxious to carry out their plans for the new subways, plans
upon which nearly three years' work has been spent, before there
is a possibility of interference by the passage of Governor Hughes'
public utilities bill. Under the provisions of this measure the new
commission which would replace the rapid transit commission
would have to be appointed within 30 days, and the new body
would have the power to undo all that has been mapped out by
the present board. If a special meeting is called this week, as ex-
pected, the advertising of bids for that subway and the Lexington
avenue route could begin on Saturday and the awards made three
weeks later.
Counsel to the commission also presented to the board th •
draft of the contract and specifications for the construction of the
second section of the bridge subway loops. This section will ex-
tend from Canal street to Broome street. The board decided to
hold a public hearing on the provisions of the contract as now
prepared on April 11.
It is expected that there will be keen competition in the bidding
for the construction for the bridge subway loop. Half a dozen
large contracting firms have staffs of men at work in the office
of the rapid transit commission on the detailed plans and specifi-
cations. It is understood that the commission expects to receive
bids from the Degnon Contracting Company, the Cranford Con-
tracting Company. William Bradley. John Shields and the McBean
Company, as well as other concerns. The Degnon and Cranford
i i mpanies are now employed in building two sections of the subwaj
extension to Brooklyn.
There will also be some out-of-town competitors. An applica-
tion has also been received from a corporation of the
city for access to the plans and spi OS. The bids will be
1 on April 11.
The so-called Steinway or Belmont tunnel, the extension of
resent subway under the East river at Forty-second street.
will he opened for traffic ist 1. according to a recent an-
ement. The air pressure in the south tube is to be shut off
this week, as the tunneling is completed and the north tub,- is ex-
I to be completed in 30 days.
After six months of effort the Interborough Rapid Transit
I ompany. which is to operate the East River tunnel from the Bat-
tery to Brooklyn, lias 1, ought a piece of property in Joralemon
t, Brooklyn, for the plant to ventilate the tunnel. Work will
"■ started at once on the shaft from the tunnel to the surface.
igh this the electric power cables are to be stretched from each
the tunnel to the transformer station, in Willow place.
Legislation Affecting Electric Railways.
Illinois. — The senate has passed a hill granting the right of
'tit domain to electric interurban railways and to electric
companies for the stringing of high-tension wires.
Indiana. — A law passed by the legislature provides that inter-
urban railroads running through a city of 35.000 population or
more "shall provide and maintain in said city suitable waiting-
rooms," with closets and conveniences, which shall be kept open
"not less than one hour next preceding the arrival of all passenger
ears or trains that are allowed by schedule." Another law which
has been passed provides that any one who offers to tip the por-
ter or waiter in a dining car. Pullman car or interurban car
while a passenger thereon, is guilty of bribery. The penalty is
a fine of from $25 to $100. — The legislature has passed a law
requiring steam and electric railway companies to pay a $1,000
license fee for selling liquor in buffet or dining cars. — A law has
also been passed which permits electric railway tracks to be
built through the parks and along the parkways and boulevards
of a city.
Iowa. — The house has passed the senate bill providing that
the front ends of all street cars shall he equipped with vestibules
covering three sides of the platform, for the protection of motor-
men.
Michigan. — A bill has been introduced creating a state railroad
commission with greater powers than those now possessed by the
railroad commission. The bill provides for the control of electric
roads by the commission, except lines wholly within the limits
of cities or towns, and for the exchange of freight with steam
roads. The exchange of freight is. however, to be only on lines
where the electric equipment and facilities are up to a fixed stand-
ard, to be determined by the commission. The commission is
not given authority to regulate the fares on an electric line, be-
cause to do so would lie impairing franchise provisions in many
cases.
Minnesota. — A bill has been introduced in the bouse that pro-
hibits any street railway from admitting to its cars more than 15
passengers above the seating capacity of the car.
New York. — Assemblyman Stern of New York has introduced
a bill providing that street car transfers may be demanded at any
time after the fare is paid. This is aimed at the practice estab-
lished by the New York City Railway Company of giving transfers
only when the fare is paid. A recent decision of the appellate
division of the supreme court upheld this regulation of the com-
pany.
North Carolina. — Th,.- legislature has passed a law, effective
on April 1. requiring street railways to provide separate seats for
white and colored passengers, fixing a fine for expectorating on
the floors, and providing that passengers riding on platforms may
not secure damages if injured.
Pennsylvania. — The house has finally passed by a vote of 143
to 30 the Fahey bill which was defeated last week but was recon-
sidered. The bill was drawn up by the Retail Merchants' Associa-
tion of Philadelphia and is designed to solve Philadelphia's trans-
portation problem by providing a basis for co-operation between
the city and the Philadelphia Rapid Transit Company. The bill
provides that "it shall and may be lawful for any city, borough
or township, of the one part, and any street passenger railway
company, surface, elevated or underground, or motor power com-
pany, leasing and operating the franchises and property of such
company within the limits of such cities, boroughs or townships,
of the other part, to enter into contracts with each other affecting,
fixing and regulating the franchises, powers, duties and liabilities
of such companies, and the regulations and respective rights of
the contracting parties. Such contracts may. inter alia, provide for
payments by the companies to the local authorities in lieu of the
performance of certain duties, or the payment of license fees or
charges imposed in favor of such city, borough or township, by the
charters of the respective companies, or by general law or ordi-
nance for the appointment, by the local authorities, of a certain
number of persons to act as directors of such company, in con-
junction with the directors elected by the stockholders of such
company; and. further, may provide for the ultimate acquisition
by the local authorities, upon terms mutually satisfactory, of the
leaseholds, property and franchises of the contracting companies."
— The house has also passed a bill prohibiting a railroad corpora-
tion from purchasing or guaranteeing the stocks, bonds or other
securities of. or leasing or purchasing the franchises of. any street
passenger railway owning or controlling a parallel or competing
line. Violation of the act is made a misdemeanor and the officers
March 30. 1907.
ELECTRIC RAILWAY REVIEW
139
or directors of an offending corporation may be fined $5,000 and
imprisoned for three years. — The house lias passed on second read-
ing the Homsher bill, giving to electric railway companies the right
to carry light freight and express. An amendment to make the
carrying of freight mandatory on the companies was defeated and
a substitute adopted which provides that the transportation of
freight and express matter shall be subject to such reasonable
regulations as shall be prescribed by the local authorities.
Rhode Island. — A bill has been introduced in the house of
representatives by Representative Rattey. of Central Falls, which
provides that it shall be unlawful for any electric railway com-
pany operating cars in this state to operate them from October 15
to May 1 without vestibules so constructed as fully to inclos
platform of said cars, and any railway company violating these
provisions will be deemed guilty of a misdemeanor and fined not
more than $200 nor less than $50 for each offense. This bill is
now before the judiciary committee of the house. — Another bill
now before the judiciary committee considers the cities of Paw-
tucket and Central Falls, and the towns of Cumberland and Lin-
coln as one town or city transfer zone and permits a passenger
to ride between points in this district on the cars operated by the
same corporation for a 5-cent fare.
South Dakota. — The legislature has passed a law allowing the
extensions of charters of street railways for a period of 30 years
in cities of 10.000 or more population, if authorized by three-fifths
of the voters of the city. The normal charter life under the laws
of the state is 20 years.
Construction News
FRANCHISES.
Annual Inspection Trip of Purdue Engineering Students.—
Junior students of the various engineering departments of Purdue
university made a trip of inspection to Chicago and vicinity on
Mar.h 26 to 28.
Canadian Society of Civil Engineers. — At the meeting of the
electrical division of the Canadian Society of Civil Engineers, on
March 14, a paper on "Effect of Armature Reaction in Synchro-
nous Motors and Rotary Converters" was presented by B. T. Mc-
Cormick.
Philadelphia Traction Situation. — The Fahey bill, which will
enable the city of Philadelphia to contract with the Philadelphia
Rapid Transit Company, was reconsidered by the house of repre-
sentatives of the Pensylvania legislature on March 2fi. and was
finally passed by a vote of 143 to 30.
Noiseless Car Wheels to be Tested in Detroit. — F. W. Brooks,
general manager of the Detroit United Railway, writes that the
reports that this company is making a test of paper car wheels
in the endeavor to eliminate noise are erroneous. The company
has arranged to make a test of the Hogeland car wheel, patented
by George H. Bryant and manufactured by the Hogeland Noise-
less Wheel Company. Chicago. The wheel is made either steel
or cast, and between the center and the tire is placed a layer of
felt, which it is claimed will lessen noise.
Indianapolis Merchants to Cease Refunding Fares. — The In-
dianapolis Merchants' Association has decided to discontinue the
• o of refunding railroad fares to out-of-town customers who
purchase $25 worth of goods or more. In 1900, when the associa-
tion adopted the plan of rebating railroad fares in order advertise
the city there was only one interurban line entering the city.
Now there are 10 interurban lines and 1!' steam lines entering the
city and the plan of refunding railroad fare to purchasers of $25
worth of goods has become so burdensome that the association
will discontinue the plan and will seek to advertise the city in
some other way.
Chicago City Railway Offers Wage Increase If Ordinances Pass.
-i'lent T. E. Mitten of the Chicago City Railway Company
lias issued a notice to all trainmen of the company promising a
substantial increase of wages immediately after the ratification of
the settlement ordinances, to be passed on by a referendum vote
at the city election on April 2. The present scale is 19 cents per
hour for the first six months' service, 24 for the following six
months and 25 cents thereafter. The new scale, to be effective on
April 1. is 23 cents, 25 cents and 27 cents. The notice states that
the management makes the announcement at this time in order to
contradict statements now being circulated to the effect that a
reduction in wages would follow the ratification of the ordinances
at the polls.
Increases in Wages. — The Seattle Electric Company has granted
Its conductors, motormen and gripmen an increase of wages of
approximately 10 per cent, effective on April 1. This will make an
oi Dearly 25 per cent ovei the wages paid a yeai §
According to the new scale the men will receive from 25 to 32
an hour, according to length of servli 1 .Sacramento
Railway Company has Ini reased the wages of its
conductors and motormen three cents an hour, effective on April
1. The men will thus receive from 27 to 30 cents an hour. a.
ing to length of service. — The Pittsburg Railways Company has
meed an increase of wages of - ent£ n hour for motormen
and conductors, effective on April i The new scab- is from
rits an boor, according to length of service. — T. M. Ellis,
• r of the Rockford & Interurban Railway, Rockford,
III., has announced an Increase in the wages of conductors and
ir, effective on May 1. The con
.-ed the wages Of II 68 last October. Prospects of
good business the con ner and appreciation of the increased
cost of living are given as the reasons for the addition to the
The men now I rom 16 to 20 cents per hour accord-
ing to length of service. Bmplo Interurban runs receive 20
cents.
Buffalo, N. Y. — An amended franchise for the extension of
the Elmwood avenue line of the International Railway has been
passed by the council correcting the description of the route in
the franchise recently granted calling for the widening of a
portion of the Elmwood avenue line, and other minor changes
The franchise is for 25 years.
Canyon City, Colo. — Permission to use several of the streets
of this city for its proposed line has been granted to the Canyon
City & Royal Gorge Electric Railway, which will build an inter-
urban line from Canyon City to outlying points in Fremont county
Eveleth, Minn. — Application has been made by the Mesaba
Traction Company for a franchise to build its line through Eve-
leth. The road as proposed will be built from Biwabik to Hibbing,
Minn., about 40 miles, with possibly an extension later to Duluth.
A franchise already has been granted in Virginia, Minn., and it is
planned to construct the line betwen Eveleth and Virginia this
summer. F. B. Myers, Biwabik. is president.
Gabon, O. — The Galion Southern Electric Railway has been
granted a franchise by the council for the construction of its
proposed passenger and freight line through Galion. The length
of the line from Galion to Mt. Vernon, O.. will be about 35
miles, and it is said that negotiations for the financing of the
road are well under way.
Hamilton, N. Y. — The franchise applied for several weeks
ago by the Utica & Southern Railway for the construction of its
line through Madison and Broad streets has been granted. It is
stated that right of way along practically the entire route has
been secured and that work on the road will be started this
spring.
Indianapolis, Ind. — The state board of forestry has granted to
the Indianapolis & Louisville Traction Company right of way
through the state forestry reservation near Henryville. The grant.
which gives the company about three and a quarter acres, will not
i .■ effective until the signatures of the attorney-general, auditor of
state and the governor have been obtained.
Ligonier, Ind. — T. A. Redmond. Kendallville, Ind.. representing
the Kendallville & Goshen Traction Company, has obtained a
franchise to operate a line in the city limits. This is a part of
the Toledo & Chicago Interurban Railway which will extend its
line from Kendallville to Goshen. Work on this road's extensions
both east and west is to be pushed as early as possible and when
completed a through service between Goshen and Bryan will have
been established. F. B. Perkins. Kendallville, Ind., general man-
ager.
Michigan City. Ind. — A franchise was granted on March 25
to the Chicago Lake Shore & South Bend Railway which is build-
ing an electric line from South Bend to this city. Pi enter Michi-
gan City with its interurban line.
Mineola, L. I. — The Mineola Roslyn & Port Washington Trac-
tion Company has been granted a franchise to build an electric
line through Roslyn, Mineola and Port Washington. L. I. The
company which will build the line is composed of Cleveland capi-
talists. Work on the line will commence in a few weeks and
be pushed as rapidly as possible. The New- York AL- Long Island
Traction Company's petition for a franchise was not passed.
Port Jefferson, N. Y. — The highway commissioners have
granted a franchise to the Suffolk Traction Company for a line
from Ft. Jefferson to Patcliogue, and work is to begin imme-
diately.
Portland. Ore. — The franchise granted some weeks ago by
1] to the Portland & Mt. Hood Railway and recently
vetoed by tl or, was passed over his veto on March 21. It
is stated that much of the material is on hand and that work
will be started about April 1.
Sapulpa, I. T. — A franchise lias been granted to Tulsa capi-
talists fie an electric railway from Sapulpa to the oil fields, about
eight miles. The road will touch Keifer and the Glenn oil pool.
South Bend, Ind. — The Goshen South Bend & Chicago Railway
is seeking entrance into South Bend on Main street, and has ap-
plied for a 25-year franchise. It is stated that the line is financed
and that enough material is on hand for the construction of 25
miles al miles of line out of La Porte already have
been complete I.
South Bend, Ind. — The Kalamazoo Elkhart & South Bend Trac-
iiii Company has been granted an amended franchise for its line
through the city. It provides for the construction of the road
within two years with the deposit of a $5,000 bond and $2,000
in cash to guai 'ruction within the specified time.
Sulphur, I. T. — W. Lyle Dickey of Tulsa. I. T.. representing
an eastern syndicate, has ' to build and operate
railway system in Sulphur. It is stated that this will
irban system covering Oklahoma and
Kansas.
Toronto, Can. — The Hamilton Grimsby & Beamsville Electric
Raiiw a a bill 1 the railway committee of the
Canadian legislature, has asked for a 5-year e I its
440
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 13.
franchise In order to complete its line from Beamsville to St.
Catherines. Action on t lie bill has been deferred.
Troy. N. Y. — The United Traction Company has been granted
a Franchise for an extension of its street railway system in Troy.
Waterloo, Ind. — The Toledo .V- Chicago Interurban Railway has
applied for a franchise in Waterloo, it is stated that work will
commence on this extension about the middle of April or the first
of May. F. I I. Perkins, Kendallville, Ind., general manager.
Watsonville, Cal. — The Ocean Shore & Eastern Railway, which
proposes to build from Santa Cruz to Watsonville, has obtained a
franchise for a single-track line to this city. J. D. Harvey of San
Francisco is president.
Winona, Minn. — An amended franchise is now under considera-
ii"ii by the < ity council in place of the one applied for several
weeks ago by the La Crosse Water & Power Company, which
proposes to buil 1 an extensive interurban system in Minnesota and
Wisconsin. The new franchise provides for the operation of that
portion of the line between Winona and Galesville by December 1,
1908, with a clause protecting Winona as to rates between Winona,
Galesville and La Crosse. The council also is given power to
cause the company to build an additional mile of track in Winona
for every 2,500 increase in population.
York, Pa — Since the York Street Railway Company has re-
fused to agree to an amendment advanced by Mayor McCall pro-
posing that the company shall pay to the city three per cent of
one-seventh of its gross receipts from its county and interurban
business, the ordinances which would have given the company
a franchise on several streets of York have been defeated at a
special session of the common council. The company, it is said.
will make no further move to obtain perpetual franchises until
council reorganizes for the fiscal year.
RECENT INCORPORATIONS.
Derry & Goff's Falls Street Railway. — This company has ap-
plied for a charter in New Hampshire to build an electric line from
Derry to Goff's Falls, N- H., eight miles, connecting at the latter
point with the Goff's Falls Litchfield & Hudson Railway. Capital
stock, $50,000. Incorporators: Roswell Annis and James F. Cava-
naugh of Manchester; Charles N. Greenough and Frank N. Young
of Derry.
Grand Central Traction Company. — Incorpprated in Indiana to
build, equip, operate, maintain, purchase or lease electric railroads
between Indianapolis and Evansville, a distance of 172 miles. The
articles provide for the construction and operating of heating,
lighting and power plants and the furnishing of heat, light and
power to the cities and towns connected by said line; also, for the
construction and operation of telegraph and telephone lines to be
used in connection with operating the road. The articles provide
for the construction of a branch line from a point on the main
line east of Bloomington to Terre Haute and intervening towns.
Capital stock, $250,.000. Incorporators: Ora W. Blickenstaff, M. P.
Carter, W. D. Whitney and D. H. Morgan, all of Indianapolis,
where the offices of the company are located.
Hannaford Valley Railway. — This company has filed an applica-
tion for charter to build an electric line from Tacoma to Centralia,
Wash. Preliminary surveys have been made. Capital stock, $650,-
000. Incorporators: E. B. Cox, president, Seattle, Wash.; A. W.
Mackie, Ballard, Wash.; John Stewart, H. W. Treat, Alexander
McLaren and P. H. Smith.
North Dakota Railway. — Incorporated in North Dakota to build
an electric railway from the cement plant in Olga township to
Edinburg, N. D.. connecting with the Great Northern at the latter
point. It is stated that all of the stock is held by farmers along
the line. The road will handle passengers and freight and it is
said that a business of $30,000 annually is assured by its construc-
tion. Capital stock, $200,000.
Southern Electric Construction Company. — Incorporated in In-
diana to build a railway from Washington, Daviess county, to Mar-
tinsville, Morgan county; also to construct and operate light and
power plants. Capital stock, $100,000. Incorporators: T. Denoon,
Chicago; John F. Noel, South Bend, and Orman H. Gabel ,and
W. H. Clinton, Indianapolis.
Tekoa & St. Mary's River Railway. — Incorporated in Wash-
ington to build an electric line from Tekoa to a point on the
St. Mary's river, in Idaho, a distance of 50 miles. Capital stock.
$500,000. Incorporators: T. J. Mahony, E. C. Dowell and William
Hoare.
Terre Haute Indianapolis & Eastern Traction Company. — This
company, incorporated recently with nominal capital stock, has
filed amended articles with the secretary of state of Indiana
whereby the capital stock is increased from $4,500 to
$25,000,000. The stock is divided into $250,000 shares of par value
of $100 each, $12,500,000 being common stock and $12,500,000 being
preferred stock. By the filing of these amended articles the
utic traction merger of the Indiana Tines controlled by the
Dolan-Morgan-McGowan syndicate, was completed. According to
the articles, the merger embraces the Indianapolis & Eastern Trac-
tion Company, the Richmond Street & Interurban Railway, includ-
ing the Connersville branch, the Indianapolis & Martinsville Trac-
tion Company, Indianapolis & Northwestern Traction Company,
Indianapolis t\: Plainhekl Traction Company. Indianapolis & West-
ern Traction Company, and the Indianapolis Coal Traction Company.
The amende! articles also provide for acquiring other lines and
building extensions to the lines already controlled, and the con-
sumption of several new lines. The company will also generate
and distribute electricity for heat, light and power purposes to
the 130 or more towns and cities connected by this system. The
extensions provided for in the articles which the company proposes
to build are a line from Sullivan to Vincennes, a line from Terre
Haute to Danville, 111., a line from Terre Haute to Paris, 111., a
line from Martinsville to West Baden via Bloomington, a line
from Crawfordsville to Williamsport, a line from Thorntown to
Lafayette and a branch line from Bloomington to Terre Haute.
When these extensions and the lines now under course of con-
structlon are completed, the syndicate will control nearly 400
miles of electric railroad in Indiana. The syndicate has leased
for a period of a!) years and assumed control of the Terre Haute
Traction & Light Company, including the interurban properties
between Terre Haute and Clinton, Terre Haute and Brazil and
Terre Haute and Sullivan, together with the local company's light-
ing equipment. The leasing company assumes all the liabilities
of the Terre Haute Traction Company with a guarantee of 6 per
cent on $500,000 preferred stock, assumes a mortgage of $3,366,000
with 5 per cent bond security and guarantees 2 per cent on $2,000,-
000 common stock for tliree years and 3 per cent for the succeed-
ing years. It is understood that Hugh J. McGowan will be made
president of the company. Mr. McGowan states that the holding
company contemplates no action relative to a consolidation with
the Indiana Union Traction Company, the Ft. Wayne & Wabash
Valley Traction Company, nor any of the traction properties
recently secured at South Bend and Evansville by the Murdock
syndicate. The fee received by the secretary of state for the filing
of the amended articles of association was $25,100, the largest
fee ever received by the state for incorporating an interurban
system.
Wyandotte & Lawrence Railroad. — Incorporated in Kansas to
construct and operate an interurban railway between Lawrence
and Kansas City, Kan., through Douglas, Johnson, Leavenworth
and Wyandotte counties, about 38 miles. Steam, electricity or
gasoline will be used. Capital stock, $510,000, with $170,000
preferred and $340,000 common. Incorporators: Benjamin Schnierle,
J. E. Wherrell, F. K. Schuepbach, H. C. Downs and E. Y. Blum,
all of Kansas City, Kan.
TRACK AND ROADWAY.
Akron Barberton & Western Railway. — It is reported that this
company's line from Barberton to Wadsworth, O., is nearly ready
for operation. The overhead work is now being completed.
Altoona & Logan Valley Electric Railway. — It is reported that
the East Altoona extension will begin next month, and that the
right of way has been secured.
American Electric Railroad. — This company, which proposes to
build from Des Moines to Council Bluffs, la., has been voted a
5 per cent tax at Greenfield. Work is to begin by July 1 and
be completed by March 1, 1909. C. W. Baker of Des Moines, presi-
dent.
Atlanta & Carolina Railway. — It is reported that early in
April construction will begin on this company's proposed line from
Atlanta to Conyers, Lithonia and West Point. The capital stock
has been increased to $5,300,000. Franchises and right of way
have been secured.
Baton Rouge (La.) Electric & Gas Company. — This company
has been purchased by Stone & Webster of Boston, Mass., and
General Manager C. H. Kretz recently appeared before the city
council and announced that the new owners would immediately
begin to reconstruct and improve the entire system. New 6-inch
rails are to be laid over the entire system, which amounts to
about four miles, and new trolley wire for the entire line has
been shipped. Nine new cars are to be placed in operation, which,
being longer than the old ones, will necessitate lengthening some
of the curves and switches. The rails are to be laid on ties em-
bedded in concrete. As soon as the work of rehabilitation is com-
pleted it is the intention to apply for franchises for several im-
portant extensions.
Bellingham, Wash. — It is reported that S. L. Shuffleton, engi-
neer of construction for Stone & Webster of Boston, has com-
pleted estimates for the construction of the proposed electric line
from Bellingham to Skagit county towns.
Canton Youngstown & Akron Railway. — The Collins Construc-
tion Company, 92 LaSalle street. Chicago, 111., is now preparing for
active construction work on 65 miles of electric railroad from
Canton to Youngstown, Ohio. This contract includes the con-
struction and equipment complete in every detail. The company
is now taking bids for all classes of material and equipment needed
for the complete construction and equipment of the road, consist-
ing of concrete work, trestle work, drain pipe, steel bridges, ties,
steel rails, rail joints, frogs and switches, boilers, turbine gen
ators and accessories, power house building, car barn and shops,
poles, brackets, trolley wire, transformers and all accessories for
the complete overhead work; passenger coaches, freight motors
and motor equipment. The estimated cost is $2,000,000.
Central Pennsylvania Traction Company. — Material is being
distributed for the double-tracking of the Sixth street line from
Emerald street to Division street, Harrisburg. The company will
also rebuild its line between Steel ton and Oberlin, laying a heavier
rail.
Chicago Kenosha Milwaukee & Lake Geneva Railway. — Sur-
veyors are now engaged in locating the right of way through
Kenosha for the proposed, line to Lake Geneva and preparations
are being made for beginning condemnation proceedings.
Chicago South Bend & Northern Indiana Railway.— Jeup &
March 30, 1907.
ELECTRIC RAILWAY REVIEW
441
Moore of Indianapolis are making preparations for beginning the
survey of the extension from Michigan City, Ind., toward Chi-
cago via Gary. Work is now in progress between Michigan City
and South Bend. Samuel Riddle, South Bend, general manager.
Coos Bay Gas & Electric Company. — Seymour H. Bell, treas-
urer and general manager, Marshfield, Ore., writes that this com-
pany, which owns gas and lighting plants in several cities on
Coos Bay, is building an electric line from Empire City to Marsh-
field, Ore., 10 miles, via North Bend. The route has been sur-
veyed and grading has been completed from North Bend to Porter.
Grading is now in progress from North Bend to Marshfield, four
miles. There will be about two miles of trestle work on the line.
The company is in the market for part of the equipment, includ-
ing cars with mail and express compartment and double-end con-
trol. Henry Hewitt, Jr., of Tacoma, president; Ed Rigg of Marsh-
field. chief engineer.
Covington & Southwestern Traction Company. — A trust deed
mortgage has been filed at Crawfordsville and Covington by W. G.
Ruhl, president, in favor of the Trust Company of America of
New York, and the Union Trust Company of Indianapolis for
$1,250,000. The mortgage covers the property, rights of way, fran-
chises, etc.. of an electric line to be constructed by this company
between Covington and Crawfordsville, with a short branch line
through the Green Creek coal mining district. President Ruhl
states that the road will be constructed of heavy steel, so as to
.airy on the business of transporting coal from the mines in
Park county to adjacent markets. The work of constructing the
45 miles of track in the system will begin on April 1.
Dalton & Scranton Railway. — F. W. Day, general manager,
has announced that the first 12 miles of the road from Scranton to
Lake Mineola, Pa., would be in operation by May 1. The track
is nearly all laid and the overhead work is completed.
Davenport, la. — A. Hurst of Hurstville, la., who is interested
in an electric line from Davenport to Dubuque, la., S3 miles, writes
that the company is not yet organized. Surveys have been com-
pleted from Maquoketa to Dubuque, 40 miles, and the section from
Davenport to Maquoketa, 43 miles. The route includes De Witt,
Delmar, Maquoketa and La Motte.
Denver <£. Interurban Railroad. — This company, which is build-
ing the Colorado & Southern's electric line from Denver to
Boulder, Colo., has begun work on the city lines to be built in
Ft. Collins, and it is stated that seven miles are to be put in
operation this year.
Evansville & Southern Indiana Railway. — Manager R. R. Smith
has agreed after a conference with the Evansville (Ind.) board
of public works to relay the tracks on Main street when the city
is ready to repave the street. Seventy-pound rails will be used,
laid on a concrete foundation, with a special paving brick.
Ft. Dodge Des Moines & Southern Electric Railway. — Grading
has been resumed on this company's line from Ft. Dodge to Des
Moines, la. About 20 miles at the northern end remains to be
graded. The work on the southern end is nearly completed, al-
though no wire has been strung, and construction trains are now
in operation from Fraser to Flint Junction, near Des Moines. J. L.
Blake of Des Moines, general manager.
Ft. Wayne Toledo & Eastern Railway. — The residents along
the right of way of this proposed line between Ft. Wayne, Hicks-
ville and Bryan, O., have been asked to subscribe a bonus of
$30,000 before the bonds can be underwritten.
Holyoke (Mass.) Street Railway. — This company will rebuild
the Elmwood and Oakdale lines and substitute groove rails for
the ones now used. The company will also double-track the
Northampton line from Mountain Park to Smith's Ferry.
Huntington Beach Company. — S. H. Finley, engineer, writes
that this company is now securing right of way for an electric
line from Santa Ana to Huntington Beach', Cal., 10 miles. The
line has been surveyed, although no definite arrangements have
been made for beginning construction.
Indianapolis & Cincinnati Traction Company. — President Charles
L. Henry of Indianapolis has announced that the proposed line to
Cincinnati will run from Connersville by way of Liberty, College
■ loi n r and Oxford.
Indianapolis & Western Traction Company. — The W. P. Junclaus
Company of Indianapolis has begun the construction of a modern
2-story terminal station for this company at Greencastle, Ind.
The tracklaying in the city is almost completed and the overhead
work is now being pushed with a view of putting the line in
operation as soon as possible.
Iowa & Missouri Traction & Power Company. — J. W. Andrews,
Keosauqua, [a., chief engineer of this company, which has made
and proposes to build a line from Fairfield, la., to
phis, Mo., 52 miles, has prepared a comprehensive report as
nihility of extending the line north through Jefferson,
Klota, Mlllersburg ami Marengo to Cedar Rapids, with branches
from Mlllersburg to O kaloosa and from Marengo to Vinton, a
total of its miles. The report states that the line could be built
for $4,500,000, 01 about $26,000 pet mllei and includes data on
probable traffic. The report has been submitted to
buslni nen o i ns In the various (owns. It is stated that
tion ol ' he i'ii set Ion, I rom Memphis to Fairfield,
is assured.
Lancaster & Eastern Street Railway. — Engineers of this com-
whlch is operated by the Cones toga Traction- Company of
aster, Pa., las! weel began inveylng a line from Christiana
to Coatesville, Pa., 12 miles. The company now has a line In
operation from Lancaster to Christiana, 20 miles, and when the
link to Coatesville is completed, as it is expected to be by January
1, through connection to Philadelphia will be made possible. H. W.
Crawford of Lancaster, chief engineer.
La Porte, Ind. — The report that the Murdock syndicate, which
owns the Chicago South Bend & Northern Indiana Traction Com-
pany of South Bend, Ind., will build a line south from La Porte to
Logansport, has been denied by Samuel T. Murdock of Lafayette,
Ind:
Meadville Conneaut Lake & Linesville Electric Railway. — The
grading for this line has been completed from Meadville to Har-
monsburg, Pa., and the rails are laid to within one mile of that
place. It is expected that the road will be in operation by June 1.
Milwaukee Northern Railway. — F. W. Walker, vice-president.
Port Washington, Wis., writes that this line will extend from
Milwaukee to Sheboygan and Fond du Lac, Wis., 112 miles. The
route includes Thiensville, Cedarburg. Grafton, Port Washington,
Cedar Grove, Sheboygan, West Bend, Barton, Kaukauna, Camp-
bellsport and Fond du Lac. The entire route has been surveyed,
and 20 miles from Cedarburg to Milwaukee has been graded.
Five miles of track from Cedarburg south toward Milwaukee has
been laid this year and grading is in progress between Port Wash-
ington and Cedarburg, 10 miles. Overhead work is under construc-
tion from Port Washington to Milwaukee, 30 miles. Overhead con-
struction will be of the bracket type on tangents and of the span
type on curves. Substations are under construction at Port Wash-
ington, Cedarburg, Browndeer and Milwaukee. The power house
is under construction at Port Washington. The equipment will
consist of three 1,000-kilowatt, 3-phase generators driven by gas
engines and producer gas. The substation equipment will consist
of two 400-kilowatt rotary converters. The equipment is to be
furnished by the Allis.-Chalmers Company, the Power Mining Ma-
chinery Company, the Westinghouse Electric & Manufacturing
Company, the Niles Car & Manufacturing Company, New York
Car & Truck Company and the American Locomotive Company.
All bridges on the line will be of steel with concrete abutments, and
the road will be built on private right of way with no grade cross-
ings of railroads. Seventy-pound T-rails will be used, except in
Milwaukee, where 95-pound T-rails will be used. W. A. Comstock
of Alpena, Mich., is president and F. W. Walker of Port Wash-
ington is vice-president and chief engineer.
Milner, Idaho. — Maj. Fred R. Reed is said to be interested in
a company to build a large power plant at this place and an electric
railway from Milner to Gooding, about 50 miles, at a cost of
about $1,000,000.
Newark Martinsburg & Mt. Vernon Traction Company. — Actual
construction work on this line has begun and President Chilcote
says that oars will be running next fall. The line will connect
Newark with Martinsburg, Gambier, Mt. Vernon, Londonville and
Wooster, where it will connect with the Cleveland Southwestern &
Columbus, and give a direct line to Cleveland from Columbus by
way of Newark.
Ocean Shore Railway. — John B. Rogers, chief engineer, San
Francisco, Cal., writes that this company is now building an
electric interurban line following the coast line of the Pacific
Ocean from San Francisco to Santa Cruz, a distance of SO miles.
The road is being built for both freight and passenger service
and will be double-tracked and of the highest type of construction
throughout. It is expected to have the first section of the road
from San Francisco to Half Moon Bay ready for operation by
June 1. About 70 per cent of the grading on the entire line is
now completed and 85 per cent of the bridge work. About 20
miles of track have been laid between San Francisco and Mussel
Rock and from Santa Cruz to Davenport. Contracts for build-
ing the line have been let to the Rialto Construction Company
from San Francisco to Ocean View, eight miles; to Willitt &
Burr, the Ransome Construction Company and Mahoney Brothers
from Ocean View to Mussel Rock, i% miles; to the Ransome Con-
struction Company, Lewis Moring and Antonelli & Bandman from
Mussel Rock to San Pedro Mountain, eight miles; to the Ransome
Construction Company from San Pedro Mountain to Wadse Beach.
41 miles, and to Shattuck & Desmond and Pratchner & Chadwick
from Wadse Beach to Santa Cruz, 21 miles. Within city limits
the road occupies almost entirely private right of way, with
overhead or subgrade crossings at the principal intersecting
streets. The maximum grade is 2 per cent except in a few
instances, which will be eliminated later. The maximum curva-
ture is 16 degrees except the entrance to the San Fraii' i
terminal, which is 20 degrees. Seventy-pound rails are used
There are no bridges on the line of importance except the viaducts
in San Francisco and Santa Cruz. Nearly all of the cross drainage
is handled through semi-circular tunnels, running under and
around high fills. The largest of these fills contains 220,000 cubic
yards of material, the highest fill is 93 feet. Grading around
San Pedro Mountain will cost $160,000 per mile. The overhead
construction will be of the center-pole catenary type. The power
house is now under construction and Genral Electric equipment
of 7,000-kllOW alt capacity Will be installed. Franchises and land
for terminals have been secured at both terminal cities. .1. Dow-
ney Harvey, president, San Francisco, Cal.
Ocean Shore & Eastern Railway.— E. V. Kendall of San Fran-
cisco, auditor, writes that surveys are being made for an electric
railway fr Santa Cruz to Watsonvllle, Cal., via Soquel, Aptos,
I'lea .mi \aiie.., and h'ree u, a distance of in miles, parall
the Pacific shore line. Construction is to begin In 90 days, Thi
company Is allied with the Ocean Shore Railway, which is now i o
strueting a line from San Francisco to Santa Cruz. J. Do*
Harvey, president; J. B. Rogers/ chief engineer, i 52
si reel. San Francisco, where the offices of the c pany in
4 11'
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 13.
Oneonta & Mohawk Valley Railroad. — It is reported that this
company is considering the extension of its line from Richfield
Springs to Springfield Center, N. Y., at the head of Otsego Lake.
a distance of about nine mi
Oregon Electric Railway. — Surveyors in the employ of W. S.
Barsto & Co. of Portland, Ore., are now locating the line from
Garden Home to Forest Grove. Ore., a branch from the proposed
Portland -Salem line.
Pacific Electric Railway, Los Angeles, Cal. — It is reported that
the survey for the extension of the new Covina line to Pomona.
Cal., has been ordered. The Covina line, which is 22 miles long,
is expected to be in operation in six weeks.
Pacific Traction Company. — Several carloads of rails have
arrived for the line from South Tacoma to Steilacoom and Ameri-
can lakes and the work is to be rushed to completion this spring.
B. T. Felt, general manager, Tacoma, Wash.
Pasadena La Canyada & Los Angeles Railway. — It is reported
that this company will soon make application to the city council
of Pasadena. Cal., for a franchise for an electric railway, which
is to connect the three cities named in the title. The company
was incorporated last year with a capital stock of $100,000, and
it has the following officers: George E. Smith of Pasadena is
president; C. G. Compton, Long Beach, Cal., first vice-president;
A. H. Green, Los Angeles, second vice-president; H. M. Orr, Los
Angeles, secretary and treasurer.
Portland. Ore. — It is reported that the Harriman interests, who
recently purchased the Corvallis & Eastern Railroad, propose to
construct an electric instead of a steam road from Portland into
Clackamas county.
Reno, Nevada. — It is stated that surveys are being made for
an electric line from Reno south to Steamboat Springs, 12 miles.
Colonel Hopkins of Reno, who is promoting the road, states it will
be completed in four months, and will be extended later on to
Carson City.
Rochester Corning & Elmira Traction Company. — The New
York railroad commission, acting under an order from the appellate
division of the supreme court, has granted a certificate of public
convenience and necessity for building the proposed line from
Rochester to Elmira.
Selma (Ala.) Street & Suburban Railroad. — It is stated that
this company has bought a tract of land on Oakmulgee Creek, 10
miles from the city, upon which to erect a power plant. It is also
stated that the city lines will be extended to this point and thence
to Summerfield, 1" miles.
Sparta- Melrose Electric Railway & Power Company. — This com-
pany, recently incorporated to build an electric railway from Sparta
to Melrosa, Wis., 2S miles, has elected the following officers: Presi-
dent, G. S. Cromwell; vice-president, James A. Cole; secretary.
Howard Teasdale; treasurer. W. A. Sholes. all of Sparta. Wis. It
is stated that construction will begin May 1.
Tampa & Sulphur Springs Traction Company. — The material
is on the ground for the $30,000 bridge which is to be built across
the Hillsborough river connecting Tampa and West Tampa. Fla..
by the Virginia Iron & Bridge Company. The company is build-
ing a line from Tampa to Sulphur Springs.
Tennessee-Georgia Interurban Railway. — Samuel D. Divine
states that financial arrangements have been made for building
this road from Chattanooga to Chickamauga Park, and that sur-
veys will be started immediately.
Texas Traction Company. — This company, which is building
a line from Dallas to Sherman, Tex., has ordered 9,000 tons of
rails.
Toledo Wabash & St. Louis Railway. — It is reported that a
syndicate of Toledo capitalists have formed a company with $6,000,-
000 capital stock to build an electric line from Toledo to St. Louis.
It is stated that the company has been financed and that the road
will pass through Defiance. Ft. Wayne, Indianapolis and Terre
Haute. Ind. A power plant at Miami has been purchased which
will furnish power to operate the line between Toledo and De-
fiance. The first section from Toledo to Defiance is to
be finished within nine months. The right of way has
been secured. The second section will be from Defiance to
Ft. Wayne and the third from Ft. Wayne to Indianapolis
by way of Muncie. The fourth section will be from Indianapolis
to St. Louis. Construction is to be of the highest class throughout
and 70-pound rails are to be laid. The officers are: C. D. Whitney,
president; George G. Metzger, vice-president; J. P. McAfee, treas-
urer, and F. D. McAfee, secretary.
Tri-City Railway. — This company has begun work on the
extension of its double-track line on Brady street, Davenport,
la., from Central Park to the city limits.
West Penn Railways, Connellsville, Pa.— W. E. Moore, general
manager, writes that the rumor that this company would build
an extension from McKeesport to Glassport, Pa., is unfounded, as
the company has never considered such an extension.
Personal Mention
POWER HOUSES AND SUBSTATIONS.
Metropolitan Street Railway, Kansas City, Mo.— A contract has
been awarded to Turner Brothers of Kansas City for constructing
a 1-story brick substation. 62 by 105 feet, for a power plant at
Electric Park. Estimated cost $9,000. C. N. Black, general man-
ager.
.Mi Charles Johns has resigned as manager of the St.
Thomas Street Railway, which is owned and operated by the
municipality of St. Thomas, Ont.
Mr. Fred II. Heckler, master mechanic of the Lake Shore
Electric Railway at Fremont. O.. has been appointed chief engi-
I) place of Mr. F. B. Matthews, resigned.
Mr. J. T. Mooney, chief of the construction department of
the Pottsville Union Traction Company. Pottsville, Pa., has been
appointed assistant manager of transportation, and Mr. H. O. Ellis
has been appointed chief of construction.
Mr. E. L. Greene, formerly foreman of the general repair
and equipment shops of the New York City Railway Company,
has accepted a position with the engineering department of the
Westinghouse Electric & Manufacturing Company.
Mr. A. E. Weist, Jr., formerly general manager of the Indian-
apolis Huntington Columbia City & Northwestern Railway, which
is building a li'ie from Syracuse to Goshen. Ind.. has resigned his
position and will leave shortly for Texas where he is interested in
a proposed interurban liiv .
Mr. Oral A. Stevens has resigned as division superintendent
of the Boston & Northern Street Railway. He is succeeded by
Mr. W. E. Maloney. who for the past five years has held the office
of the superintendent of the Manchester Street Railway, Man-
chester, N. H. Mr. Maloney began his railway career at the age
of 18, in the offices of the Worcester Consolidated Company, and
remained with that company for 12 years, until he was appointed
superintendent of the Manchester company.
Mr. Charles H. Armatage, who. as announced in the Electric
Railway Review of March 23, has been appointed traffic manager
of the United Traction Company and the Hudson Valley Railway
Company, controlled by
the Delaware & Hudson
Company, with office at
Albany. N. Y.. has been
connected with the street
railways of that city for
the past six months as
superintendent of the ex-
press department of the
United Traction Com-
pany. Mr. Armatage was
born in Albany on Janu-
ary 30, 1857, and has
lived there all his life,
having occupied several
important public offices.
He received his education
it the Albany Boys'
Academy and after leav-
ing school entered the
railway service. He was
for several years assist -
int superintendent of the
Buffalo division of the
SVest Shore Railroad un-
ier D. B. McCoy, now as-
sistant general manager
Df the New York Central
& Hudson River Railroad.
He left that position to enter the mercantile business in Albany,
and during 1894 and 1895 was president of the common council.
His present appointment became effective on March 14, 1907. The
duties of traffic manager, heretofore, have been combined with
those of the operating department of the companies, but on ac-
count of the expansion of the passenger and freight business it
was deemed advisable to separate the two departments.
Mr. J. T. Harmer of Boston has been elected to the newly
created position of comptroller of the Worcester Railways & In-
vestment Company of Worcester, Mass., the holding company
of the Worcester Consolidated Street Railway Company. A new
treasurer of the company also has been elected in the person of
Mr. Leverett Candee of Boston, who succeeds Mr. E. E. Foye.
Mr. A. George Bullock of Worcester was elected president and
Mr. Francis H. Dewey of Worcester, president of the Worcester
Consolidated Street Railway Company, vice-president. Mr. B. W.
Warren of Boston was elected secretary.
Mr. E. E. Lillie. whose apointment as superintendent of the
Spokane & Inland division of the Spokane & Inland Empire
Railroad was noted in the Electric Railway Review of March
16, has been associated in various capacities with the railway
systems of the United States and Canada for a number of years.
He was born in Gait. Ontario, in 1S69, and began his railroad
career as telegraph operator on the Canadian Pacific Railway at
Winnipeg, Manitoba, in 1884, where he remained four years. In
1S88 he accepted a position at Superior, Wis., with the Eastern
Minnesota Railway (now a part of the Great Northern system)
as timekeeper and shop clerk, later becoming chief clerk to the
master mechanic. In 1S92 he again entered the telegraph service
as operator in the general office of the Great Northern at St.
Paul, later serving as train dispatcher, chief train dispatcher and
assistant superintendent on the various divisions of the road. In
1902 he resigned to accept a position with the Choctaw Oklahoma
& Gulf Railway at Little Rock. Ark. In 1903 Mr. Lillie again
Charles H. Armatage.
March '30, 1907
ELECTRIC RAILWAY REVIEW
443
entered the service of the Great Northern as assistant to the
general superintendent of transportation at St. Paul and later
became chief dispatcher at the company's Spokane office, where
he remained until his recent appointment as superintendent of
the Spokane & Inland Empire Railroad of that city.
Mr. E. P. Wetmore has been appointed general manager
of the Augusta (Ga.) Railway & Electric Company, with head-
quarters at Augusta; effective at once. The duties of this office
formerly were combined with those of Mr. James U. Jackson,
vice-president, but on account of extensions and improvements
planned by the company it was decided to create a separate head
for the operating department in order that Mr. Jackson's time
might be given to larger matters. The office of general superin-
tendent, which has been vacant since the resignation of Mr.
Charles Furbay, has been abolished and its duties incorporated
with those of the general manager. Mr. Wetmore formerly was
connected with the electric street railway systems of Liverpool,
England, and other European cities, and more recently with
some of the larger systems of this country.
Mr. R. E. Danforth, vice-president and general manager of
the Rochester (N. Y.) Railway Company, has resigned to become
general manager of the Public Service Corporation of New Jersey,
succeeding Mr. Albert H. Stanley, who resigned recently to be-
come general manager of the London LTnderground Electric Rail-
ways. For the past four years Mr. Danforth has been connected
with the Rochester Railway Company, first as assistant manager
and later, on the resignation of Mr. T. J. Nichol, as general mana-
ger of the company. He was formerly in charge of the Inter-
national Railway Company's lines in Buffalo, resigning his posi-
tion there to become connected with the Lake Shore Electric
Railway when that system was being organized. In April, 1902,
he severed his connection with this company to become identified
witli the Rochester Railway, where he has remained until his
present appointment.
Mr. \V. C. Smith, whose portrait we present herewith, was re-
cently appointed general superintendent of the Mahoning & She-
nango Valley Railway & Light Company, with headquarters at
Toungstown, O., as re-
ported in the Electric
Railway Review of March
2, 1907, succeeding Mr.
T. C. Armstrong, re-
signed. Mr. Smith was
born near Saxon Station,
Butler county. Pa. He
was associated with the
street railway companies
of Pittsburg for 20 years,
having been assistant
superintendent of the
Citizens' Traction Com-
pany when it was a cable
line, and later having
served as general super-
intendent of the Central
Traction Company. When
that line was absorbed
by the Consolidated
Traction Company in
1896 he was appointed
superintendent of trans-
portation of that com-
pany. In February, 1902.
Mr. Smith was appointed
assistant general man-
ager of the Pennsylvania
& Mahoning Valley Railway at Youngstown, O., and in November
of that year he was promoted to the position of general manager.
In May, 1904, he was mads manager of the Youngstown division
of that company and in October resigned to go to Pittsburg. He
now returns to Youngstown with the Mahoning & Shenango Rail-
way & Light Company, which controls the Pennsylvania & Mahon-
ing Valley Company.
Mr. C. A. Alderman, for the past two years chief engineer of
the Cincinnati Northern Traction Company, has resigned to be-
come associated with J. G. White & Co., of New York, effective on
April 1. Mr. Alderman's experience in railway construction has
been obtained by years of service with prominent construction and
railway companies of the middle west, both steam and electric.
Before entering the electric railway business he was connected
with the enginering departments of the Southern Pacific and the
Duluth South Shore & Atlantic railroads and at one time was
city engineer of Eau Claire, Wis. During 1905 he was general
superintendent of the Appleyard lines betwen Dayton and Colum-
bus and for eight years previous was manager and chief engineer
of the Great Northern Construction Company, which built the
Appleyard lines in Wisconsin and Ohio, as well as a portion of
the Tucker-Anthony lines in the latter state. Two years ago he
entered the service of the Cincinnati Northern Traction Company,
with full charge of Its extensive plans for reconstructing, straight-
ening and the placing on private right of way of its line between
Cincinnati and Dayton. It was under his supervision that the
26-mile line of the Lima & Toledo Traction Company fn.ni Lima
to Lelpsic, O., was built last year.
Obituary.
A. F. Ramsey of Crawfordsvllle, Ind., president of the In-
dianapolis Crawfordsville & Western Traction Company, died on
March 13.
Financial News
W. C. Smith.
Amherst (Mass.) & Sunderland Street Railway.— It is reported
that the control of this company has been sold to William S
Loomis, president of the Holyoke (Mass.) Street Railway Company
and others.
Coney Island & Brooklyn Railroad.— Stockholders have voted
to increase the stock from $2, 000,000 to $3,500,000.
Easton (Pa.) Transit Company. — This company has called for
payment on April 1, at 103 and interest, its $300,000 first mortgage
5 per cent bonds.
Georgia Railway & Electric Company, Atlanta, Ga.— At a
meeting of stockholders on March 26 the authorized common stock
was increased from $6,000,000 to $8,500,000. Of the increase $2,-
000,000 will be issued as a stock dividend to common shareholders
and the remaining $500,000 will be held in the treasury to be sold
from time to time for extensions and improvements. Whfu the
$2,000,000 stock is issued the dividend rate will be reduced hum
8 to 6 per cent.
Havana (Cuba) Electric Railway.— The earnings for the year
ended December 31, 1906, compare as follows:
^ . , 1906 1905 Increase
1 "t;il rcc.-ipts $1,662,073 $1,542,870 $119 203
Operating expenses and taxes 1,031,374 776,052 255,322
Net earnings $ 630,699 $ 766,818 *$136 119
Interest funded debt 398,314 395.897 2.417
Balance $ 232, 3S5 $ 370,921 *$138,536
Other charges 100,000 100,000
Surplus $ 132. 3S5 $ 370.921 *$238,536
Dividends 200,000 200.000
Deficit $ 67.615 t$370,921 $438,536
•Decrease. tSurplus.
Indianapolis & Northwestern Traction Company. — This com-
pany has filed amended articles of incorporation with the secre-
tary of state whereby the capital . stock is increased $3,550,000.
The money procured from the sale of this stock is to be used in
building extensions from Crawfordsville to Williamsport, the tak-
ing over of the Lebanon-Thorntown Traction Company and build-
ing an extension from Clarksville to Lafayette.
Interborough Rapid Transit Company, New York City. — The
company has made public its income account for the year 1906.
Gross earnings increased 14.8 per cent over 1905 and operating ex-
penses increased 6.65 per cent. The gain in net earnings was 21.55
per cent. The final surplus increased 41.57 per cent. The earnings,
with comparisons, are as follows:
1906 1905 Increase
Gross earnings $20,916,147 $1S,218,266 $2,697,881
Operating expenses 8.793,486 8.245,004 548,482
Net earnings $12,122,660 $9,973,261 $2,149,398
Other income 673, 59S 701,660 *28,061
Gross income $12,796,259 $10,674,922 $2,121,336
Interest on bonds 3,961,991 3,018,166 943,825
Taxes 1,341,074 1,288,613 52,461
Total interest and taxes $ 5,303,066 $ 4.306,780 $ 996,286
Net income 7,493,192 6,368.142 1,125,050
7 per cent on Manhattan Rail-
way Company stock 3,948,000 3,864,000 84,000
Surplus $3,545,192 $2,504,142 $1,041,050
Operating expenses — per cent
of gross earnings 42.04 45.26 *3 22
Passengers carried 420,302.389 366.174.479 54.127,910
•Decrease.
Lewiston (N. Y.) & Youngstown Frontier Railway. — It is re-
ported that this road will be acquired by the Niagara Gorge Rail-
road Company, Niagara Falls, N. Y.
North Alabama Traction Company, New Decatur, Ala. — The
capital stock of this company will be increased from $150,000 to
(300,000.
United Railways Company, St. Louis. — The statement for Feb-
ruary shows an increase in gross earnings as compared with the
previous year, but a final deficit after the payment of fixed
charges. The St. Louis & Suburban system was taken over as of
January 1. The figures for February, with a comparison, are as
follows:
1907 1906 Increase
Gross earnings and other income $764,680 $713,664 $51,016
Expenses, taxes and depreciation 548,479 463,041 85,438
February net earnings $216,201 $250,623 '$34 422
Charges 231.324 231,991 »667
February deficit $15,123 t$18,632 $33,755
•Decrease. fSurplus.
West Chester (Pa.) Street Railway Company. — This company
will acquire the property or the CoatesvUle Traction Company,
which is now controlled by the West Chester Company. The
CoatesvUle Company owns a road extending from Coatesville to
Downlngtown, Pa. •
444
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 13.
Manufactures and Supplies
ROLLING STOCK.
Lexington Railway, Lexington. Ky.. is reported to have ordered
six new cars.
Alabama City Gadsden & Attalla Railway, Gadsden, Ala., is
figuring on one double-truck car.
Buffalo Lockport & Rochester Railway, Buffalo, N. Y., is ask-
ing prices on equipment for 17 cars.
New Berlin & Wlnfield Railroad, New Berlin, Pa., is in the
market for one passenger and baggage car.
Elgin & Belvidere Electric Company, Chicago, is reported to
have placed an order for 10 new interurban cars.
Philadelphia Rapid Transit Company has ordered 60 passenger
cars for elevated service from the Pressed Steel Car Company for
November delivery.
Dayton Covington & Piqua Traction Company, Dayton. O.. has
ordered two 15-bench open cars for summer service from the Wason
Manufacturing Company,
Oakland Transit Company, Oakland. Cal.. is building in its
shops 20 large city cars, each with a seating capacity of 56
passengers. The estimated weight of these cars is 36,000 pounds
each.
Winnipeg Electric Railway, Winnipeg, Can., has placed an
order with the Ottawa Car Company for 20 double-truck cars, 40
feet in length over all, and has ordered 20 similar cars from
its own shops.
Coos Bay Gas & Electric Company, which is building an electric
line from Empire City to Marshfield, Ore., is in the market for a
number of combination passenger and mail cars, to be equipped
with a controller on each end of the car. Seymour H. Bell, general
manager, Marshfield, Ore.
SHOPS AND BUILDINGS.
Denver Interurban Railway. — Contracts have been awarded for
the construction of a car barn, 100 by 140 feet, of brick and steel
construction, at Ft. Collins, Colo., in connection with the street
railway to be built in that city. The building will contain a machine
shop, blacksmith shop and tool rooms and will have a capacity of
12 cars. The construction is in charge of C. H. Harpman, me-
chanical engineer of the Colorado & Southern Railroad, of which
the Denver Interurban is a subsidiary company, organized to build
its electric lines.
Evansville <£. Southern Indiana Traction Company. — This com-
pany has ordered plans and will soon ask for bids for the erection
of a 2-story brick passenger and freight station, also a large car
barn, at Princeton, Ind.
Indiana Union Traction Company. — Bids are being asked by
George H. Penrose, quartermaster U. S. A., at Ft. Benjamin Harri-
son, near Indianapolis, for the construction and equipment of a
terminal station on the government grounds for the use of the
traction company. It is understood that it is the plan of the
government to own al lthe buildings and the railroad track laid
upon the government grounds.
Syracuse Rapid Transit Company. — This company will erect a
■car barn and machine shop, to cost about $150,000, on Wolf street,
Syracuse, N. T. C. Loomis Allen, general manager.
TRADE NOTES.
H. B. Smith Machine Company. Smithville, N. J., will soon
remove its Chicago office from 110 and 12 North Canal street to
105-109 Clinton street.
J. H. Burwell, with offices in the Fisher building. Chicago, has
been appointed sales agent in the middle west for the Automatic
Ventilator Company of New York.
Arthur D. Newton, manager electrical department of the Boston
branch of the H. W. Johns-Manville Company, New York, died on
Wednesday, March 13, from an attack of la grippe.
Kilby Frog & Switch Company, Biimingham, Ala., has in-
creased its capital stock to $130,000 for the purpose of enlarging
the capacity of the plant and for which new machinery is now
Ibeing installed.
E. L. Greene, formerly foreman of the general repair and new-
equipment shops of the New York Central Railway, has accepted
a position with the engineering department of the Westinghouse
Electric & Manufacturing Company.
Standard Railway Equipment Company, St. Louis, Mo., dealer
in Monarch pneumatic tools, Murphy inside and outside metal
roofs, draft rigging, etc., has opened an office in suite 359-361
Frick building annex, Pittsburg, Pa.
Electric Storage Battery Company. Philadelphia, at its annual
meeting elected H. H. Vreeland a director of the company to
succeed Thomas F. Ryan. Mr. Vreeland has for a number of
years been president of the Metropolitan Street Railway of New-
York. All of the retiring board of directors were re-elected. The
annual report of the year ending December 31, 1906, showed gross
sales of $1,331,800, an increase of $135,687. The surplus for the
year, after deducting dividends, amounted to $246,923. The total
surplus is now $3,754,452 and the total assets of the company are
placed at $22.22:..2Mn, an increase of $351,866. Of the total assets
$13,6C1,625 represent patents, etc.
Dossert & Co., 244 West Forty-first street, New York, manu-
facturers of solderless connectors, have received an order for 1,000
Dossert clamp joints from the Union Gas & Electric Company,
Cincinnati. O. These joints are to be used for connecting No. 6
wire or ^-inch pipe in the grounding of transformers.
American Hoist & Derrick Company, St. Paul, Minn., is erect-
ing a foundry building. 460 by 180 feet, with stone foundation,
brick walls and steel roof. The foundation is well under way ami
it is expected the building will be completed in August. The
cost of the building will be about $100,000.
Westinghouse Lamp Company, New York, is the new name by
which the Sawyer-Man Electric Company will be known on and
after April 1. It has been generally understood for a number of
years that the Sawyer-Man Electric Company was a Westinghouse
interest, and the change of name is but a logical result of changed
conditions.
Wason Manufacturing Company, Springfield, Mass.. as report- n
in the Electric Railway Review of March 16, has announ
purchase of its car building plant by The J. G. Brill Compan.,
Philadelphia, effective on April 1. This is one of the oldest plants
of its kind in the United States and has an annual capacity of
about 150 steam railway passenger cars and 125 electric cars.
J. H. Wagenhorst & Co., Youngstown. O.. report a partial list
of their automatic electric blue printing machines as follows:
Westmoreland Coal Company. Irwin. Pa.; Casey & Hedges Com-
pany, Chattanooga. Tenn.; Norton Company. Worcester, Mass.;
Eugene Dietzgen Company, San Francisco, Cal. ; U. G. Charles,
Wichita, Kan.; Yawman & Erbe, Rochester, N. Y. ; H. E. Ahrens
& Brother, Lewiston, Pa.
Invincible Rail Joint Company, Youngstown. Wash., has been
incorporated in the state of Washington with an authorized capital
of $2,000,000 for the purpose of manufacturing a patent nut and
bole lock and a rail joint. For this purpose the company proposes
to erect a plant at a cost of $25,000. The officers of the company
are; President. A. McPhaden; vice-president. C. R. Arnold, and
secretary and treasurer, A. C. Shaw.
Philip Carey Manufacturing Company, Lockland, O., is just
starting excavation work in preparation for the construction of
two very large brick and concrete factory buildings, SO feet wide
by 400 feet long, which it expects to have ready for operation by
September 1. We are informed all orders for building and equip-
ment have been placed. These two immense additions to its plant
are occasioned by the phenomenal increase in its business.
Northern Engineering Works, Detroit, Mich., manufacturer of
electric traveling cranes of all kinds, is completing extensions and
improvements to its plant that will materially increase its output
capacity and enable the company to make more prompt deliver}' of
its products. The additions include an electric building for electric
crane trolleys, 50 by 110 feet, one story high and equipped by a
10-ton electric traveling Northern crane; a 2-story tool room of
brick and steel construction, with saw-tooth roofs, to be 30 by
50 feet.
George W. Jackson, Incorporated, has taken over the business
of Jackson & Corbett Bridge & Steel Works, Interlocking Steel
Sheeting Company and George W. Jackson, consulting engineer.
The new organization will continue the business of the former
companies as contractor for bridges, structural steel, subways,
tunnels and heavy foundations. The present location of the offices
is on the tenth floor of Borland building, Chicago. About May
1 permanent offices and warehouse will be open at 169-179 West
Jackson boulevard and 179-190 Quincy street.
Cincinnati Iron Store Company, Cincinnati. O., is about to
erect a new addition. 113 by 116 feet, to its present warehouse. The
company represents the following companies in and surrounding
Cincinnati: Quincy, Manchester, Sargent Company, Case Manufac-
turing Company. Long & Allstatter and the Hamilton Machine
Tool Company. The machinery and equipment department of this
company is enjoying a prosperous growth and preparations are
being made to enlarge its facilities. Among the recent contracts
recently received for power punching and shearing machinery is
the equipping of the new plant of the Cincinnati Frog & Switch
Company.
C. H. Whall, Boston, Mass., who was the pioneer in the use of
fiber for the insulation of rail joints for track circuits, has had
his fiber adopted as the standard for rail-joint insulation on a
number of the large railway systems. The first application of fiber
as insulation in a patented rail joint was made by Mr. Whall about
1S85. Since that time C. H. Whall & Co. have made a special
study of this method of insulation and the Whall fiber is now in
extensive use. It is claimed that about 90 per cent of the fiber
used for insulation of track circuits is sold by C. H. Whall & Co.,
of which C. H. Whall is president and F. R. Whall general man-
ager. The company also manufactures fusees.
Western Wire Sales Company, Chicago, has been incorporated
under the laws of Illinois to take over the buiness, good-will,
assets, agencies, etc., of J. Allen Haines, Incorporated, 324 Dear-
born street, Chicago. The new company has taken over all the
agencies recently handled by Mr. Haines, and in addition has
added several new agencies and will represent in the western terri-
tory a large eastern manufacturer of German silver, nickel wire,
resistance wire, etc., and the Tipless Lamp Company of New
March 30, 1907
ELECTRIC RAILWAY REVIEW
445
York. The company is publishing weekly a market letter which
it will be glad to send to parties interested. The offices of the
new company will remain at their present location.
Keystone Equipment Company, recently organized and incor-
porated under New York state laws, has taken offices on the sixth
floor in the new West Street building, 90 West street, New York.
Mr. Leonard R. Winters is president and Mr. John J. McDonald
is secretary and treasurer. The company will represent the Key-
stone Powder Manufacturing Company of Emporium, Pa., manu-
facturers of high explosives, and will act as agents for railroad
and contractors' equipment, new and second hand. A bureau of
information will be at the disposal of contractors and buyers
visiting New York desiring to purchase supplies of all description,
where mail can be sent and letters written and every facility pro-
vided for their use and convenience.
ADVERTISING LITERATURE.
Railway Steel-Spring Company, 71 Broadway, New York. —
This company has issued a catalogue in the interests of its steel
tired wheel department showing the various styles of wheels man-
ufactured by it.
Association of American Portland Cement Manufacturers, Land
Title Building, Philadelphia, Pa. — Bulletin No. 13 is entitled "Forms
for Concrete Construction." The paper of which it is a reprint
was presented by Sanford E. Thompson. M. Am. Soc. C. E., be-
fore the third annual convention of the National Association of
Cement Users.
Lane & Bodley Company, Cincinnati, O. — Bulletin No. 101 de-
scribes the four-valve shaft governor engine which is manufac-
tured by this company. This engine was designed to fill the de-
mand for an engine with high rotative speeds, and economy in
the use of steam comparable with releasing gear engines of slow
rotative speed.
Century Cement Machine Company. Rochester, N. Y. — A splen-
didly printed and well bound catalogue has been issued by this
company in the interests of those concerned with the manufacture
of concrete stone. It describes the Hercules cement stone ma-
chine and the method of its operation. The publication is illus-
trated with a large number of engravings from photographs.
Expanded Metal & Corrugated Bar Company, St. Louis, Mo. —
"Tests of Bond Between Concrete and Steel" is the subject of
a reinforced concrete bulletin No. 1 issued by this company. It
includes a report of tests made at Lewis Institute. Chicago, by
Professor DePuy. The paper was originally read before the
Western Society of Engineers, at Chicago, December 5, 1906, by
T. L. Condron.
Niles-Bement-Pond Company, 111 Broadway, New York. — List
Mo. 13 of second-hand metal-working machinery has been issued.
It includes railroad machinery, screw cutting lathes, speed lathes,
brass finishers' lathes, chucking lathes, screw machines, planers,
shapers, drills, multiple spindle drills, bolt and nut machinery,
milling machines, punch presses and shears, etc., and a number
of other classes of machinery.
Samson Cordage Works, 88 Broad St., Boston, Mass. — A con-
venient pocket catalogue designated as No. 12 lists the products
of this company, which include solid braided cord, sash cord,
clothes lines, signal cords, trolley cords, arc lamp cords, rope
couplings and other cord appliances. The company has had about
thirty-five years' experience in the manufacture of solid braided
cord and its output is favorably known.
Arthur Koppel Company, 66-68 Broad Street, New York. — This
company's new works at Koppel, Beaver county, Pennsylvania, are
now turning out their first orders. The opening of the plant is
anonunced in a small folder illustrating the new plant and inci-
dentally calling attention to the stock on hand of industrial,
narrow and standard gauge railway materials. The plant affords
facilities for the manufacture of cars of any description and gauge
up to 30 tons capacity. This company issues a useful notebook
for 1907, having a detachable cover and containing leaves partly
subdivided for each day of the year and partly blank for miscel-
laneous. There are also a few pages devoted to useful information
and a few others describing some items of shop and contractors'
cars which the company manufactures at its new plant at Koppel.
The book will be sent on application.
Dayton Manufacturing Company, Dayton, O. — Catalogue No.
139 is devoted to the Silvey storage batteries which are made in
various types suited to all sorts of requirements. Those having
to do with railway train lighting will be interested in the car
lighting storage battery with armored type plates. This company
also manufactures portable storage batteries for railway block sig-
nal service which are designed so that the elements retain their
capacity for a long period of time without loss of power due to
the local action in the cells.
B. F. Sturtevant Company, Boston. Mass. — The revised edition
of bulletin No. 125 describes the line of vertical forced-lubrica-
tion enclosed engines which this company manufactures in eigh-
teen different sizes, ranging from 5 by 5 to 12 by 10 inches. A
sectional view shows the method deigned to effect positive lubri-
cation. Generating sets with compound engines are subjects of
Bulletin No. 14:.'. Thi ting sets manufactured by this com-
pany consist or vertical compound engines directly conn i I i
• •r '-ight and ten-pole types and are specially designed
to fill the rigid specifications of the United States navy depart-
ment.
American Locomotive Company, 11 Broadway, New York. — A
pamphlet recently issued by this company illustrates and de-
scribes locomotives, both steam and compressed air, adapted for
the use of contractors, mines, logging roads, plantations and in-
dustrial plants and for a wide range of service on light rails and
poor road bed. The pamphlet is a complete record of the pro-
duction by this company of locomotives of light power.
Ferro-Concrete Construction Company. Cincinnati. O. — This
company, which is engineer and contractor for ferro-concrete con-
struction has issued index No. 2, designed to put before the archi-
tect, engineer, or owner, a list which will show what has been
done in the modern form of ferro-concrete fireproof construction.
The index bulletin furnishes an alphabetical list of owners with
the names of the architects for whom the Ferro-Concrete Con-
struction Company has done work. The nature of the
work is briefly outlined, the number is given of the bulletin de-
scribing the work in detail and the subjects of the photographs
which can be obtained of the same work.
General Electric Company. Schenectady. N. Y. — Bulletin Xo.
4487 describes small plant continuous current switchboard panels.
It is an eight page publication. Bulletin No. 4488 is devoted to
the Thomson recording wattmeter, and supersedes Bulletin No.
4415. Portable gasoline engine and generator outfits are the
subjects of Bulletin No. 4485. Crane wiring supplies are de-
scribed in Bulletin No. 4489 and a brief description of a portable
air compressor set is presented in Bulletin No. 4490. Controllers
for power and mining service are described and illustrated in
Bulletin No. 4491. Bulletin No. 4492 describes small plant alter-
nating current switchboards for 1.150 and 2.300 volts. An index
to the bulletins, published by the General Electric Company, has
been published for the convenience of those who make it a prac-
tice to file the various publications of the company.
A Method for Preventing the Derailment of Railway Trains.
The number of serious accidents which have taken place of
late have generally been attributed to the derailment of one or
more cars on curves. And especially several derailments which
have taken place in the subways throughout the country have
Device to Prevent Derailment of Trains — Side Elevation and
Transverse Sectional View of Guard Rails.
called attention to the disastrous effects which would probably
result should one of the trains in the New York subway be de-
railed on a curve at high speed.
The thought of what the result of such a derailment would be
has led to the designing and invention of the number of devices
which would prevent the trains from being completely demolished
and from tearing down the columns of the subway which support
the roof above.
There is presented herewith a transverse cross section of the
Van Dorn patent guard rail, manufactured by the W. T. Van
Dorn Company, 1074 Paulina street. Chicago, which, it is stated by
the inventor, will absolutely prevent the derailment of trains and
riding of curves at ii t speed with perfect
safety. As It will be seen by the illustration, the invention consists
hi;
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 13.
of T-rails which are inverted and supported by a heavy iron bracket
securely bolted to the end of the ties, which are made unusually
long expressly for this purpose. On the end of the axle are
mounted small wheels, which engage with the guard rails when
there is the least tendency for the wheels to jump or climb the
rail or the inner wheel to leave the track. The inventor claims, and
DO doubt rightfully so, that the axle is the only proper place at
Which to apply a force which is to keep the wheels from jumping
or climbing the rails. These rails, of course, could easily be so
insulated that they would at the same time serve in place of the
usual contact rail, and therefore, the additional expense of provid-
ing this safeguard would, for electric lines at least, be far
less than the safety assured would warrant.
On steam roads or roads where the contact rail is alrt
installed — and it would entail considerable expense to make an
i. illation of the guard rails the entire length of the lines — the guard
rail need only be placed on curves where the danger of derailment is
unusually great. The attention of managers and companies operat-
ing incline and scenic railways is particularly desired for, as is
well known, the danger of derailment and the frequency of serious
accidents on these light tracks makes the installation of some
device of the nature of that herein described absolutely necessary.
by inexperienced workmen a simple matter when it becomes
necessary. The connecting rod holts are fitted with lock nuts and
splint pins and there is absolutely no danger of their working
loose in operation. The clearances can therefore be reduced to
a minimum, which assures a high efficiency of the compressor,
PORTABLE MOTOR-DRIVEN AIR COMPRESSORS.
There is probably no field of industry which is extending so
rapidly as the application of compressed air for commercial and
industrial purposes. This is especially true of the application of
compressed air in small quantities in the electric railway field.
Portable Air Compressor — Figure 3 — Governor Open for Inspection.
where the sphere of usefulness of a small compressor, especially
of the portable or semi-portable type, is almost unlimited. In the
power house a small motor-driven portable air compressor is of
great value for blowing out armatures and fields for running small
compressed air tools, such as drills, riveters,
chippers and pneumatic hammers, pneumatic
lifts, etc., the usefulness of which in emer-
gency repair jobs would, as a rule, make the
cost of such an outfit insignificant. In the ear
house the portable air compressor is indispen-
sable for blowing out the motors, operating
pneumatic tools and especially for the cleaning
of cars by the use of compressed air, which is
now acknowledged to be the only efficient, sani-
tary and economical method of performing this
service. Another use to which stationary air
compressors with water-cooled cylinders can
be efficiently applied, is to raise water from
deep artesian wells, as they furnish an abun-
dant supply of water with the expenditure of
comparatively little energy and are far more
reliable than deep well plunger pumps. An in-
teresting demand for small motor-driven port-
able air compressors has developed as the re-
sult of the widely known reliability and com-
pactness of the small air compressors used in
the air brake sendee of electric cars. The re-
sult of this great demand for these remarkable
little compressors led the National Brake &
Electric Company of Milwaukee, Wis., to
build a complete line of portable and stationary
air compressors in which are embodied all
the improvements and superior quality of
material and workmanship which are so prominent in the air
brake compressors and have established their well-known reputation
for high efficiency, compactness and ability to withstand hard,
continuous service and the unusual amount of hard treatment
which is the lot of all railway machinery. In Figure 1 is presented
an assembled view of one of these portable air compressors,
mounted on a 'strong cast-iron base, which also carries the storage
tank governor, pressure gauge, relief valve and tank in which
100 feet or more of air hose can be neatly coiled so that it is
always ready for use and protected, which insures the longest life
possible. A particular point to which attention is called in these
outfits is the overall width, which has been kept down to but 29%
inches, which permits it to be taken through doors and openings
in shops and factories which are far smaller in size than the
average. The air compressor is of the 2-cylinder, single-acting,
trunk-piston variety, having the cylinders horizontal and an in-
closed crank pit which readily permits of splash lubrication and
also protects the cylinder, piston and crank pins from dust and
grit. The connecting rods, in place of being of the ordinary
marine end type, are constructed with a hinged cap, thus per-
mitting adjustment with one bolt, which makes the adjustment
Portable Air Compressor — Figure 2 — Open for Inspection.
and to prevent leakage the pistons are fitted with JJunbar piston
rings, which this company has employed for over eight years
and found to its entire satisfaction. The crank shaft, which is
of forged steel, is slotted out to form the crank pins, which are
set ISO degrees apart. A feature in the design which is worthy
of special attention is the center bearing which is provided
between the crank pins, thus supporting the shaft at its weakest
point and preventing the danger of fracture. The bearings are
all oiled by the splash of the connecting rod, which keeps them
constantly flooded with an abundant supply of clean oil, as the
bearings throughout the machine are entirely protected from dust
and moisture. Another feature which is of great importance is
the design of the gearing, which is of the Herringbone type, with
fine pitch and constructed of a medium steel, which insures long
life and quiet operation. The gear case is cast integral with
Portable Air Compressor — Figure 1 — Assembled View.
the cylinders and crank pit, thus making both a light and sub-
stantial construction, which is oil tight and permits open-
ing the crank case without having to remove all the oil. The
motor, which is mounted directly above the air compressor, is of
the standard 4-pole type adapted for air brake air compressors.
There are two field magnet coils, which are form wound
and heavily insulated. A unique feature in the construction of
the field magnet is the manner in which it is divided to afford
access to the armature and bearings. This is clearly seen in
Figure 2, which shows the upper portion of the field magnet
and the brush holder removed from the motor. The heavy in-
sulating and large insulating surfaces on the brush holder can
be easily seen and assure safe operation and little difficulty from
broken down insulating bushings. The armature, which is of the
drum type, has form-wound coils and a commutator of ample size
to insure sparkless operation. The compressor is controlled by
a governor shown in Figure 3, which shows its substantial and
simple construction. A particular feature, which is worthy of
attention, is the large diameter of the spring and the short travel
of the actuating piston, which insures reliability and certainty
of action.
4
IS. °
ViA
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postofflce, Chicago, 111., as Second-class Matter.
Subscription in advance, including special daily editions published from
time to time in places other than Chicago, postage free, $2;
Foreign, $5; Single Copy, 10 cents.
Vol. XVII, No. 14
New Yobk: 150 Nassau Street
CHICAGO, APRIL 6, 1907
Whole No. 206
TABLE OF CONTENTS.
Editorial:
— Traction Improvements in Chicago 447
— Light Cars as a Good Investment 447
— Motor-Driven Steam Valves 447
— New York and Its Public Utilities 448
— Public Ownership Repudiated at Chicago 448
— Car Dispatching in Large Cities 449
— Device for the Protection of Passengers at Denver 449
Chicago Traction Ordinances Assure Improvements on a Vast
Scale 450
New 14-Ton Motor Cars, Denver City Tramway (Illustrated).... 452
Testimony at Investigation of Wisconsin Commission Into Mil-
waukee Service 455
The LeBlanc Condenser 457
Standard Rail for Chicago (Illustrated) 457
The Engineering Societies' Building (Illustrated) 458
High-Speed Electric Line in Italy 460
Public Utilities Bill 460
Protective Device for New York Subway 46-
The Marion Bluffton & Eastern Railway (Illustrated) 463
Cleveland Traction Situation 466
Tramways in France 466
Piping and Power Station Systems — XXXVI. By W. L. Mor-
ris. (Illustrated) 467
Recent Electric Railway Legal Decisions. By J. L. Rosen -
berger
News of the Week —
— North Jersey Street Railway Company Indicted
— Memphis Court Sustains Low-Fare Ordinance
— Rapid Transit Affairs in New York
— Legislation Affecting Electric Railways
— Central Electric Railway Association
Construction News —
— Franchises
— Incorporations
— Track and Roadway
— Power Houses and Substations
Personal Mention
Financial News
Manufactures and Supplies —
— Rolling Stock
— Shops and Buildings
— Trade Notes
— Advertising Literature
The Prevention of Sulphating in Storage Batteries
The Weston Electroplaters' Voltmeter (Illustrated)
Patten Ticket Destroyer (Illustrated)
The Plant of the Danville Car Company (Illustrated )
468
470
170
470
470
470
471
■172
472
473
474
475
476
476
476
477
477
477
17s
ITS
Traction
Improvements
in Chicago.
Rehabilitation of the Chicago traction properties, as planned
in the ordinances approved by voters on April 2, will involve
an estimated expenditure of $40,000,000.
The work of rehabilitation will be con-
ducted under the direction of the board
of supervising engineers, of which the
companies will appoint one member and
the city another. Bion J. Arnold is appointed in the or-
dinances as the third member. The detailed specifications
to which the improvements must conform are published in
this issue of the Electric Railway Review. The effect of
the ordinances will be to give Chicago a system of electric
railways designed to meet the increasing needs of the com-
munity for several years. Whether the growth of the city
will render the lines inadequate to accommodate the traffic
and the final result will be the construction of a subway to
relieve the congestion in the central district, only the future
will determine.
In designing the new light-weight motor cars of the Denver
City Tramway Company, as described elsewhere in this issue,
it was desired to obtain a substantial type
Light Cars of rolling stock equipment which could
as a Good carry 48 passengers and have the lowest
Investment. weight consistent with strength and rigid-
ity. The ever-present question of main-
tenance was well kept in mind and the saving in weight
made by trimming only those parts which experience had
shown to be heavier than absolute necessity demanded. The
new cars, as described, are of. the California type, seat 48
passengers, have two 50-horsepower motors, straight air
brakes, and weigh, ready to run, 28,000 pounds. This is a
total weight of 583 pounds per unit of seating capacity.
The desirability of having cars of consistently low weight is
obvious. It has been shown by extensive series of watt-
meter readings that the new cars consume less power by 1.5
kilowatts per car mile, measured al Hie switchboard, than
the four-motor type of the same system, weighing 38,000
pounds, Willi current costing 0.66 cents per unit at the
power house, this difference represents the desirable saving
of approximately one cent per car mile. There are other
Motor-Driven
Steam
Valves.
of accidents.
economies, due to light-weight cars, such as decreased wear
on track work and reduced expense for wheel and brakeshoe
renewals, which, when combined with the remarkable saving
in power consumption, open an avenue leading to a possible
reduction in total operating costs that is worthy of attention
from street railway organizations maintaining and operating
heavy city equipments.
While there is apparently no end to the number of auxiliary
appliances which can be installed in a power house, experi-
ence in actual operation shows that there is
a limit beyond which it is undesirable to
go in the failure to make use of well-tried
devices designed to promote economy of
fuel consumption or to forestall the effects
The motor-driven steam valve stands in the
latter class of apparatus; it has made a good record in the
few plants where it has been installed, and on the score of
convenience and flexibility its results in service are far be-
yond the possibilities of hand operation. Yet on account of
the cost of installing electrically-driven valves, or perhaps
from an inert appreciation of their advantages, their use has
not extended very rapidly in railway service, but now and
then operating experience shows the importance of such
control of at least the high pressure steam lines. A case
in point occurred recently in a power plant supplying
the car service of a city of considerably over 100,000
inhabitants. In the early evening a tube burst in one of the
boiler batteries, a large quantity of water was at once let
loose on the fires and the boiler room filled with dense steam.
It was impossible to enter the room to cut off the injured
boiler from the rest and start the fires beneath the others;
there was a complete shut down of the generating units, and
for about an hour every car on the system was at a stand-
still. The loss of earnings during this hour based on the
average hourly income of the system from passenger traffic
was something in excess of $200, leaving out any considera-
tion of wages and fixed charges, and the direct cost of the
damage to the boiler room equipment. Matters were reme-
died by smashing in the skylights in the roof of the station,
448
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 14.
which allowed the steam to escape and made the boiler room
habitable again so that the damaged boiler could be shut oft
and fires started on cold water in the others. If a small,
rugged induction motor had been attached to the valve be-
tween each boiler and the main header with remote control
in both boiler and engine rooms, the trouble would probably
have lasted but a few moments.
NEW YORK AND ITS PUBLIC UTILITIES.
To those who examine critically the provisions of the so-
called "Public Utilities" bill now pending before the legisla-
ture of the state of New York, it must seem that in the form
of a law it would go far toward the establishment of the
principle of government ownership, even though such is
claimed to be foreign to the intention of its chief promoter.
The intention of Governor Hughes is doubtless laudable, and
under the control of an always level-headed executive it is
probable that most of the corporations directly affected would
welcome the degree of supervision contemplated in the bill.
Those, however, who are responsible for the affairs of a
corporation for a longer period than that embraced
by the ordinary tenure of office of a state executive
are apt to look with some trepidation upon the power
which the passage of a law in such terms would place
in the hands of a single individual. In fact, the objections
which have been made by those who have already put in an
appearance in opposition to the passage of the present bill
make this point perfectly clear. It is not especially to the
terms of the bill in respect to the abuses which it is designed
to correct that objection is taken. It is to the general princi-
ple of the establishment of a commission, responsible to the
one man who may happen at any time to hold the position
of chief executive of the state and whose acts in this particular
respect are sought to be withheld from the ordinary super-
vision of the courts, that objection lies. It must be acknowl-
edged, in view of the ordinary possibilities of political vicissi-
tudes in the state of New York, that the objectors have some
grounds for opposing hasty action of so far-reaching a char-
acter.
Most of the objections thus far urged against the bill in
question relate each to a single feature which seems of vital
importance to the interest concerned. As undercurrents to the
general tide which developed at Albany at the first public
hearing on the bill on March 27, the direction and force of
which could be discerned by the various amendments pro-
posed, lines of opposition were developed relating to the fol-
lowing features:
The absence of any provision for a judicial review of the
acts of the proposed commissions;
Proposed salaries of members of the commission inade-
quate to secure men whose motives and intelligence could be
relied upon as unimpeachable;
The absolute power of the chief executive of the state as
to appointment and dismissal;
The minuteness of the bill in its provisions as to operat-
ing methods, schedules and rates;
The requirements as to the purchase of new equipment
and the improvement of existing service coupled with a with-
drawal of power to raise additional capital or acquire the
stocks and bonds of existing corporations;
And, on the part of the city of New York, the proposition
to remove from the financial department of the city the con-
trol of the expenditure of the city's money and vest it in the
hands of a commission responsible to the governor alone and
not to the authorities of the city.
Such, in brief, are some of the objections which have
been opposed to the passage of the bill. Another objection
that is very important to the city of New York is that
the passage of the bill would at once remove from its
position the present rapid transit commission, which has
fairly earned the respect of its constituency by its efforts
to solve the urban transportation problem, and that at a
moment when the pressure of an immediate solution was
never more fully appreciated and its possibilities never more
promising. Presumably, the magnitude of the interests con-
cerned in securing the retention of this one item of super-
vision in the hands of a tried body rather than again reducing
its control to the realms of experiment, is paramount to that
of any other single item of control involved. It may be safer,
therefore, at the present time, to seek the middle of the
road.
It is unfortunate that the ardent supporters of the bill, in-
cluding the governor himself, whose intentions, as before
intimated, are beyond reproach, should contend as strenu-
ously as they do against the insertion in the bill of a provision
for court review.
PUBLIC OWNERSHIP REPUDIATED AT CHICAGO.
The result of the city election in Chicago on April 2 was
the severest setback which the socialistic propaganda for
public ownership and operation of public utilities has ever
sustained in the United States. Both the candidates for
municipal offices who supported the ordinances to empower
the present traction companies to go ahead and run and
reconstruct the street car system, and the ordinances them-
selves, received substantial majorities. That the issue of
the. election was an even more emphatic repudiation of the
principle of public ownership than of the Dunne city ad-
ministration is indicated by the fact that while E. F. Dunne,
the democratic candidate for mayor, who opposed the or-
dinances, was defeated by F. A. Busse, the republican candi-
date, who favored their adoption, by a plurality of only about
13,000, the ordinances were endorsed by a majority of more
than 33,000.
The result of the city election in Chicago in 1905 was
hailed by persons of socialistic propensities as a triumph
for their cause. The people of the city have since had a
good opportunity to study the question of public ownership
and they have taken advantage of it. Mr. Dalrymple, the
traction expert whom Mayor Dunne imported from Glasgow
immediately after his election, taught the voters one of their
most effective lessons. Mr. Dalrymple, being the manager
of a municipally operated tramway system, was invited to
this country with the expectation that out of the fullness
of his experience he would give many useful suggestions
regarding the best means for securing the adoption and
successful carrying out of the policy of municipal ownership.
This canny Scotchman decided, however, after studying the
conditions of government in American cities, that it would
be extremely unwise for Chicago to attempt to own and
operate its traction system. His statements of his conclu-
sions did not change the views of those who were committed
to the advocacy of public ownership, regardless of municipal
conditions or of the results that it probably would produce.
It did, however, cause thousands of voters to decide that they
had placed entirely too much dependence on the roseate pre-
dictions which had been made concerning the great improve-
ments which would be brought to pass by the socialization of
public utilities — predictions which had been made chiefly by
persons who never had had any practical experience of the
actual workings of municipal socialism.
Revelations regarding the bad conditions which have
been brought to pass in London under a policy of municipal
socialism, and the complete overthrow at the recent election
in the British metropolis of those responsible for those con-
ditions, also exerted some influence upon the result of the
election in Chicago. These and other developments, com-
bined with a study of the results of public ownership, both
where it has been tried in Chicago and in other cities, com-
bined to convince the people that the dangers of the adop-
April 6, 1907.
ELECTRIC RAILWAY REVIEW
449
tion of this policy were greater than any possible benefits
which it reasonably could be expected to confer.
While the terms of the ordinances are not so favorable
to the companies as they were justified in demanding, their
adoption gives the companies an opportunity to redeem the
bad name which the traction service of Chicago long has
borne; and upon the service which shall be given in the
reconstruction and operation of the lines probably will de-
pend largely the decision of the people as to whether
they shall adopt ultimately a policy of private or of public
ownership. Of course, nobody believes that the radical advo-
cates of public ownership will be convinced that they are
wrong, no matter what kind of service may be given; but
the majority of the people are more open to conviction. What
the great majority of the people want is good service. The
rehabilitation of the traction system has been brought much
nearer by the vote in favor of the ordinances. The oppo-
nents of the ordinances asked the people, in effect, to vote
for a lawsuit; and if it had been decided to attempt to oust
the private companies from the streets by proceedings in the
courts, the reconstruction of the lines would have been post-
poned for years. Meantime, the people would have had to
tolerate even worse service than that which has caused such
loud complaints for several years.
The issue of the election in Chicago should exert in-
fluence upon public opinion in other American cities. This
is one of the few occasions on which the voters of any popu-
lous community in the United States have expressed them-
selves intelligently regarding the question of public owner-
ship. The fact that the people of Chicago, after mature con-
sideration, have rejected the policy of municipal socialism
should cause those of other cities, large and small, to hesitate
long and study carefully before committing themselves to
that policy.
CAR DISPATCHING IN LARGE CITIES.
The control of car movements on large city systems is
one of the most important problems bearing directly upon
the efficiency and profits of the service. Transportation ex-
penses are such a large percentage of the total cost of opera-
tion that it is particularly desirable to study the organiza-
tion of the employes' work and hours from every point of
view in order to reduce delays, idle time and lost motion
of all kinds to the minimum. The maintenance of proper
discipline in the car service, the adjustment of timetables
to meet the ever-shifting demands of the traffic, the insuring
of prompt departure and arrival of cars at time points and
terminals, the checking of register readings and oversight
of platform earnings all require constant attention.
On all systems, large and small, the movement of cars
must be controlled by some central authority if the best
results are to be secured. The exact form which this con-
trol should take is a matter of special interest as the condi-
tions of the service vary, but in every case, from the four-
car country road to the urban system operating from 1,000
to 2,000 cars at a given moment, positive and authoritative
superintendence is essential. Starting with the small road,
some form of telephone dispatching seems to meet the execu-
tive requirements better than an extensive subdivision of
authority, but as systems grow in size toward the complica-
tion of perhaps several hundred miles of track, thousands of
employes and hundreds of cars it is a question how far tele-
phone dispatching can be profitably carried. In the Electric
Railway Review of March 2 Mr. S. W. Cantril showed how a
telephone dispatching system is applied successfully to the
lines of the Denver City Tramway Company, serving a popu-
lation of not far from 150,000. The central location of the
dispatcher's office, the facility with which cars are started
from the ends of routes, extras thrown into service at times
of heavy riding and Withdrawn when the traffic is light, the
close touch with weather conditions, fires and other emer-
gencies all contribute to a flexibility of car movement which
could scarcely be improved under the conditions prevailing
in Denver.
In cities where great congestion of traffic, or more prop-
erly speaking, slow movement, is enforced by the narrow-
ness of the streets and the high density of population, exist-
ence of crowded waterways, drawbridges, severe grades and
sharp curves, and particularly where the transportation sys-
tems require an extensive divisional organization with scores
of motor-men and conductors to be directed at each main car
house, it is doubtful if anything less than the usual organiza-
tion of division superintendents and starters will meet the
conditions. There are several reasons for this. Under the
close headway which prevails on many routes in such sys-
tems, even the time required for the conductor to telephone
his arrival at the end of the line to the dispatcher becomes
a matter of considerable expense to the company; and as it
must virtually be added to the setback allowance ordinarily
made for the car to complete its schedule, the multiplied time
for perhaps hundreds of car crews to communicate with head-
quarters, with due allowance for busy reports on the tele-
phone lines, may easily amount to a considerable sum annu-
ally, and also require more cars for maintaining a given
schedule.
It is also a difficult matter to enforce proper discipline
over a mere telephone wire when a large body of assembled
trainmen are to be held together for punctual starting on
trips* On systems where starters are employed, if the or-
ganization is what it should be, the starter's time is likely to
be pretty well filled from morning until night, picking out
regular and spare men for different runs, taking register
records, checking mileage, filling gaps in the intervals be-
tween cars, and in general adjusting the rolling stock move-
ment to the traffic conditions. Some of this work can be
done by the dispatchers, but the larger the number of men
employed at any single car house, the more essential per-
sonal direction becomes by an official on the spot. Where
telephone reports are relied upon it is not always easy to
obtain a check upon the leaving time of cars and the regis-
ters, although inspection of schedule maintenance along the
different routes tends to correct any abuses.
The cost of installing a telephone system which will
bring all parts of a large urban street railway into common
touch is seldom to be weighed against the increased con-
venience of operation thus afforded. Certainly there should
always be some means of turning emergency calls at any
hour of the day or night to the proper official of the road.
Wherever the operating headquarters of the road are lo-
cated, whether at a dispatching office, at the general man-
ager's office or at the company's private branch telephone
exchange, the operating rules should provide for the prompt
reception and transmission of all information and orders
relating to the service.
Device for Protection of Passengers in Denver.
Mr. John Crosby, shop foreman of the Denver City
Tramway, has developed and patented an ingenious device
for the protection of passengers, which is now being given a
trial on the company's cars. The device consists of the appli-
cation of contact points to the safety tread on the lower step
of the cars, so that when a passenger stands on this step
a circuit is closed and a buzzer is caused to ring either in
the motorman's cab or at the middle of the car, where the
conductor can hear it. Favorable results as regards acci-
dents and the saving of the conductor's time are expected.
The Denver City Tramway Company also expects to equi]
all its motor cars with mirrors attached so that the motor-
man can conveniently wnirh the car door and steps
450
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 14.
CHICAGO TRACTION ORDINANCES ASSURE IMPROVE-
MENTS ON A VAST SCALE.
The approval by the voters of Chicago on April 2 of the
Chicago City Railway Company and the Chicago Railways
Compan] i Union Traction) ordinances paves the way for com-
plete rehabilitation of the properties. The ordinances provide
that the companies must proceed at once to reconstruct por-
tions of their track and roadbed and put their entire system,
plant and equipment in first-class condition. The aggregate
of expenditures which the companies must make within three
years is estimated at HO.OOO.umu.
The ordinances give the following general specifications
covering the materials and equipment which the companies
must furnish:
Rails.
All new track construction hereafter laid in streets or
public ways shall be laid with modern improved rails of the
grooved type, weighing not less than 129 pounds per yard,
which shall in all respects conform to the specifications for
grooved rails as contained in section 1944 of the revised
municipal code of Chicago, as amended by ordinance of the
city council passed October S, 190G: provided, that all rail
used in the tunnels and on their approaches, and in the sub-
ways and on their approaches may be T-rail weighing not
less than SO pounds per yard.
Joints.
All rail joints shall be either cast welded, electrically
welded or of a type which will give an equally smooth and
even joint, except that the joint used must be one which will
provide a carrying capacity for the electric current equivalent
to the carrying capacity of the rail.
Track Substructure.
The rails shall be laid upon concrete beams, wooden ties,
steel ties or cast-iron chairs or in some other form of first-
class modern approved street railway track construction. The
foundation shall be either of concrete, crushed stone or other
ballast material which in the judgment of the board of super-
vising engineers shall best suit the conditions of soil and
drainage. Said foundation to be brought to the proper height
to serve as a suitable foundation for the pavement.
Bonding.
In case the rails are joined by any other form of joint
than a cast welded or electrically welded joint, there shall be
some form of bond used which will connect the ends of the
rails in such manner that the conductivity of the joints shall
be equivalent to the carrying capacity of the rail. The rails
of each single track and the inside rails of the double track
of all tracks shall be connected by cross bonds of No. 2-0 (B.
& S. gauge) copper wire spaced not more than 1,000 feet apart,
and properly secured to the rails in such manner that the full
conducting effect of the wire may be utilized. The rails shall
be so bonded or joined and such return circuits and other
necessary devices installed as to prevent damage from elec-
trolysis as effectually as possible.
Special Work.
At all points of intersection of the tracks of the com-
panies with their own tracks or with the tracks of other com-
panies, there shall be provided suitable steel special work of
ample strength and weight to correspond with the structure
to which it connects. The frogs, switches and mates shall be
provided with wearing plates of hardened steel. All special
work and curves shall be laid in the same general manner
required for straight-line track.
Poles and Wires.
All new overhead construction shall consist of one trolley
wire suspended over each track by span wires attached to
poles set at the curb line or suspended from brackets attached
to poles. The design of poles hereafter erected shall be
subject to approval of the board of engineers, and shall be
of iron or steel, weighing approximately 900 pounds each, set
in concrete and kept thoroughly painted. They shall be
spaced on an average of from 100 to 115 feet apart for straight
track, except at street intersections, and so as not to obstruct
cross streets, alleys or private driveways. The location of
poles shall be subject to the approval of the commissioner of
public works. All material used in the overhead construc-
tion shall be of the most modern type and shall be capable
of sustaining all the weights and strains that come upon it
under normal conditions of operation and from wind, sleet and
ordinary accidents. The trolley wire shall be not less than
No. 2-0 (B. & S. gauge l hard-drawn copper, unless the board
of supi r vising engineers shall approve other sizes [or specific
Phosphor bronze, silicon bronze or other material
equal in strenglh may also be used. Trolley wires shall be
suspended not less than 1 s i - feet above the rails, except when
such wires are suspended under viaducts, bridges and other
structures. There shall be at least two insulations between
the trolley wire and the supporting pole. Span wires shall
be galvanized iron or steel or silicon bronze.
Feeders and Transmission Wires.
All feeder and transmission wires in certain portions
of the city shall be laid underground. To this end authority
is conferred upon the companies to enter upon, excavate for.
and construct a system of conduits in the streets, alleys and
other public ways of the city of sufficient capacity to carry
the said wires. All feeder wires in any other territory shall
be similarly placed underground whenever the city shall
require all other overhead public service wires (except trolley
wires) in such territory to be placed underground. All trans-
mission wires used by the companies within the city limits,
carrying a pressure of 1,000 volts or more, shall be placed un-
derground. Feeder and transmission wires, not required to be
placed underground, shall be suspended by insulators upon
said poles supporting said trolley wires or upon poles placed
at the side of streets, alleys or other public ways in locations
to be approved by the commissioner of public works. These
wires and poles shall be so situated that the companies may
conveniently make all the connections authorized by said
ordinances and the exhibits thereto. The said trolley wires,
feeder wires and all other wires authorized by said ordinances
to be installed by the companies, where located in streets, alleys
or other public or private ways in, along or across which
are located railroads elevated above the surface of the streets,
may be strung upon or from the structures of such railroads,
with the consent of the company owning or operating the
same. Said wires shall be attached to said structures and
maintained under the supervision of the city electrician.
Conduits.
Underground conduits to carry any of the wires authorized
by said ordinances, to be installed by the companies, shall
not exceed 4 feet in width and 3 feet in depth, and shall be
of tile, cement, iron or other material impervious to moisture
and not subject to decay. All transmission and feeder wires
and cables laid underground shall be covered with lead or
other impervious material. Before any cable containing such
wires shall be put in use it shall be tested by an alternating
current of twice the working voltage of the cable. All forms
of cable used by the companies containing more than one
conductor shall be tested in like manner.
City Conduits.
If at any time the city shall desire to place conduits and
manholes in streets or public ways wherein the companies
are then about to place conduits and manholes, a single
trench may be used for both conduits, but the manholes of
the companies shall be kept separate and distinct from those
of the city. The expense in such case shall be divided be-
tween the companies and the city according to the space
used by each.
Conductors.
All wires and conductors for the transmission of elec-
tricity in and along any street, alley or public way (whether
under or above ground) shall be installed in a substantial
and workmanlike manner, so as to interfere as little as possi-
ble with the other uses of said public places: and all electric
work of every kind and character shall comply strictly with
the ordinances of the city applicable thereto.
Maintenance of Streets.
The companies, as respects filling, grading, paving, keep-
ing in repair, sweeping, sprinkling, keeping clean, or other-
wise improving the streets or parts of streets occupied by
their railways, shall fill, grade, pave, keep in repair, sweep,
sprinkle and keep clean and free from snow 8 feet in width
of all streets and public ways, or portions thereof, occupied
by them with a single-track railway, and 16 feet in width of
all streets and public ways, or portions thereof, occupied by
them with a double-track railway.
Pavement.
The companies, upon the order of the commissioner of
public works, and approval of the board of supervising engi-
neers, shall pave, repave or repair the portions of the streets
and public ways which by this grant they are required to
keep paved and in repair, whenever and as often as the
same shall reasonably require paving, repaying or repairing,
and shall at all times keep the surface of all of the paving
at least up to the top of the rail. The pavement which the
companies shall be required to lay down and keep in repair
April 6, 1907.
ELECTRIC RAILWAY REVIEW
451
in the portion of any street or way which they are required
to pave and keep in repair shall be of the following kinds,
to wit: 1. In all streets or ways in which the companies have
in place, at the date of the passage of this ordinance, a good
serviceable pavement, they shall repair and maintain the same
while serviceable under the direction of the commissioner of
public works. 2. Whenever any existing pavement of the
companies, in any paved street or way. can no longer be
made serviceable by repair; and whenever the portions of
any street or public way outside of the strip herein required
to be paved by the companies are newly paved or repaved,
with asphalt, granite, brick, creosoted block or other similar
material, and the pavement of the companies therein does
not comply with the following specifications: and whenever
the companies relay their rails in any such paved street or
public way in which the pavement does not comply wjth the
following specifications, then, and in any of such events, the
companies shall pave or repave the portion of any such street
or public way. which they are required to keep paved, with
granite paving blocks having a uniform grain and texture,
without lamination or stratification, and free from an excess
of mica or feldspar. Said blocks shall measure from 3^2 to
5% inches in width, from 7 to 11 inches in length (except
that shorter stones may be used to break joints), and not less
than 5 inches in depth. They shall be so dressed as to have
substantially rectangular plane surfaces, so that when in
place the joints at the ends and sides shall average Vi inch in
width. Soft or weather-worn stones, obtained from the sur-
face of the quarry, and stones which wear to a polish under
traffic shall not be used. All blocks shall be laid in uniform
courses across the roadway; and the space between the
blocks, when in place, shall in no case be less than % of an
inch nor more than % of an inch in width. Each course shall
consist of blocks of the same width. They shall be so laid
that all longitudinal joints shall be broken by a lap of ap-
proximately 3 inches. The spaces shall be immediately filled
to within 2 inches of the top of the blocks with dry gravel
free from loam or dirt, and the blocks rammed to a true sur-
face and firm bed with a 75-pound rammer of approved shape.
Xo cracked or chipped blocks shall remain in the pavement.
After ramming the spaces between the blocks shall be com-
pletely filled with a paving pitch made by the distillation of
"straight run" coal tar and of such quality and consistency
as shall be approved by the commissioner of public works.
The pitch shall be used at a temperature of not less than 280
degrees P. and be spread in such quantity as to apply 2
gallons to each square yard of pavement. The spreading
shall be done in sections if the commissioner of public works
so directs. Provided, that, in any ordinance providing for
the paving of such streets the companies may be required to
pave in like manner and with like material as specified for
other contiguous portions of said streets, except that when
asphalt is used a layer of granite blocks shall be put in next
to and on both sides of each rail. 3. Whenever any existing
pavement of the companies, in any unpaved street, or public
way, can no longer be made serviceable by repairs: and when-
ever the companies lay down any track or tracks in any
unpaver street or public way, then, and in either of such
events, the companies shall pave or repave the portions of
any such street or public way, which they are required to
keep paved or repaved. with good serviceable granite blocks.
4. In each case whereby the companies are authorized and
required to change a single track to a double track in any
street or part of a street, if the roadway therein be not at
least 38 feet in width, the companies shall, at their own cost
(such cost to be charged to capital account), widen said road-
way to said width, and shall rebuild the catchbasins and their
connections and curb and pave said street, as may be required
by the city council; provided, that the companies shall not
be required to pave, in addition to the part of the street occu-
pied by their double-track street railway more than 8 feet
in width of such roadway, nor to acquire private property
in order to secure the necessary width for such roadway
Power Houses, Buildings.
The companies shall build such power houses and
auxiliary buildings, together with the necessary machinery
and appurtenances, as may be determiin d upon by said com-
panies with the approval of the board of supervising engi-
neers to supply what" vi i electric power may be required (in
addition to such power as the companies may acquire by
lease or contract with such approval from sources other than
its own plants) to enable the companies to operate at all times
their street railway systems efficiently and continuously. In
the construction of power plants, substations and other build-
ings, the companies shall comply with all general ordinance
of the city in regard to buildings and to the installation of
machinery, boilers and smoke-consuming appliances. The
buildings of Bald pow< r plants shall be substantially fireproof
and supplied with smokestacks sufficient to carry off all
gases emitted, and the foundations for the machinery therein
shall be constructed in a solid and substantial manner. The
machinery and apparatus employed shall be selected and
installed with a view of affording uninterrupted operation of
the cars upon said railways, and to attain this end the ma-
chinery shall be so arranged that a stoppage of one machine
shall not prevent the operation of the remaining machines,
and reserve machinery shall always be ready to be thrown
into service. All boilers, piping, valves, fittings, steam
engines, turbines, generators, switchboard apparatus and
other appliances used shall be of the latest and most approved
design and constructed and installed in accordance with the
best engineering practice. In all dynamos and connections
where a high voltage current is produced or used approved
methods for the protection of human life shall be employed.
The high tension switches shall be entirely inclosed in fire-
proof material, and shall be operated by levers compressed
air, auxiliary currents or by such other means as will, as far
as practicable, prevent personal contact with high tension
current. All feeders leading out of power plants and sub-
stations shall be provided with some form of safety switches
or automatic circuit breakers designed to instantaneously
open the circuit in case of a short circuit occurring on the
feeder or on the trolley which it feeds. All the foregoing
specifications regarding modern and approved apparatus, pro-
tection from fire, and provisions for the protection of human
life, shall apply with equal force to the substations in case a
system of transmission involving the use of substations is
adopted. In case it is found desirable to secure power from
any other source than the companies' own power plants no
contract for supplying such power shall be entered into by
the companies without the consent of the board of supervising
engineers.
Car Shops and Machinery.
It is contemplated that the present car shops and ma-
chinery contained therein will remain as at present installed,
with such additions thereto as may be necessary, and located
as follows: Complete plant east of West Fortieth avenue,
extending from Washington boulevard to the Chicago &
Xorth western Railway for the Chicago Railways Company.
Complete plant fronting on Vincennes road at the corner of
Seventy-eighth street, extending from Vincennes road to
Wentworth avenue, for the Chicago City Railway Company.
Cars.
Within one year from the passage of the ordinances the
Chicago City Railway Company must acquire and place in
operation 150 new cars, subject to delay by strikes or other
causes; and the Chicago Railways Company at least 225 cars.
These cars shall be of the best and most approved finish: they
shall have center aisles; they shall be without running foot-
boards along the sides, and shall be equipped with sufficient
motor capacity. Cross seats facing forward shall be used, but
longitudinal seats, each seating not more than four passengers,
may be used at the ends of the cars. All closed cars shall be
vestibuled. All new cars hereafter put in service shall be
of the type known as double-truck cars, seating from 40 to
50 passengers. The cars shall be equipped with electric bells,
connections and push buttons; fenders, headlights and sand
boxes; two sets of brakes, "one of which shall be a hand
brake and the other an efficient power brake of modern ap-
proved type;" the cars shall be kept heated at 50 degrees F.,
as nearly as practicable, and shall contain standard ther-
mometers; the cars shall be kept well lighted by electric light
or other illuminants approved by the board of supervising
engineers; signs to indicate by day, and, through illumination,
by night the destination of each car shall be provided: the
companies may operate funeral cars, and special cars for mail;
every electric car, after one year, must be operated singly.
The Chicago City Railway Company may retain in operation
until the board of supervising engineers directs otherwise, 251
of the present single-truck cars now in service. The Chicago
Railways Company may retain in operation until the board
of supervising engineers otherwise directs, 486 closed and 564
open cars of the present single-truck cars now in service. All
the above cars shall be equipped with sufficient motor capaclt]
to properly operate the cars at the schedule speed required
by the service over the particular lines that they may be
operated upon. Electric or hoi water heaters or heaters of
other types approved by the board of supervising engineers, of
sufficient capacity to heat the above cars as stipulated in the
accompanying ordinance, shall be used. Every passenger car
used by the companies which is not now- equipped with a
power brake shall, on or before nine months after the passage
or the ordinance, be equipped with a power brake of a <
approved by the board of supervising engineers. Everj
senger car used by said companies which is not now vestibuled
shall, on or before nine months after the passage of the
452
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 14.
ordinance, be vestibuled in such manner as may be approved
by the board of supervising engineers.
Rolling Stock.
The companies shall provide all necessary snowplows,
sweepers, repair cars, work cars, etc., to properly take care
of their systems and maintain them in first-class working
condition.
Unnecessary Property.
The companies, subject to the approval of the board of
supervising engineers, may sell unnecessary property. They
must remove all tracks which are not expressly authorized.
Vote on the Ordinances.
The vote in favor of the ordinances was greater than that
cast for the republican candidate for mayor, Fred A. Busse,
whose platform had for its principal plank the final settle-
ment, through approval of the ordinances, of the 10-year trac-
tion problem. The vote on the traction ordinances stood as
follows:
Total voting: 292,272
For the ordinances 165,846
Against the ordinances 132,720
NEW 14-TON MOTOR CARS. DENVER CITY TRAMWAY.
Majority 33,126
Mr. Busse secured 12,725 more votes than his opponent,
E. F. Dunne, the present mayor.
Statement from Mr. Arnold.
Bion J. Arnold, who, by the terms of the ordinances
is appointed a member of the board of supervising engineers,
made the following statement:
The work to be done within the first three years from
the date of the passage of the ordinances is as follows:
To remove from the streets all the present cable tracks,
slots and conduits and substitute therefor electric tracks
of the type described in the ordinances. This will involve
the reconstruction of 34 miles of cable track and 60 miles
of electric track of the Chicago City Railway system, and
48 miles of cable track and 90 miles of electric track of the
north and west side systems.
Also to construct the necessary system of distribution,
involving the construction of all necessary conduits, pole
lines, etc., with their transmission wires, for carrying the
electrical energy from the power stations to the various sub-
stations located in different parts of the city for the proper
distribution of energy to the trains.
Also the furnishing of 800 new cars for the south side
and 1,200 new cars for the north and west side systems
of the new type now in use upon the Chicago City Railway
Company's lines.
In addition to the above work a decision soon will be
made as to whether it will be necessary to build new power
houses, and, in case the companies are unable to purchase
power at advantageous figures, the decision will be made
to build these power houses. The cost of these power
houses will be approximately $10,000,000.
In this period of rehabilitation the public should under-
stand that there will be more or less inconvenience, owing
to the tracks being torn up in places. But the construction
work will be done with as little of this as practicable in order
to keep the cost of construction within suitable limits.
Union Traction Reorganization.
. Every effort will be made to reorganize the Chicago
Union Traction Company so that the new corporation, the
Chicago Railways Company, which has been formed to acquire
the Union Traction lines, may accept the ordinance before
July 1. The plan of reorganization is under consideration
and will be completed soon. While the reorganization is being
effected the reconstruction of the lines of the Chicago City
Railway Company will be begun.
It is possible that by agreement between the companies
some of the through routes provided in the ordinances may
be established within a short time.
T. E. Mitten, president of the Chicago City Railway
Company, has called a meeting of the board of directors for
April S, when plans will be considered for the purchase of
new equipment, reconstruction of the old cable car tracks,
etc. The advisability of building power houses or of pur-
chasing power from outside companies will be decided upon.
There are now being put into service on the lines of the
Denver City Tramway Company 30 new 2-motor cars which
have an especially low weight per unit of seating capacity. In
general the design and appearance of these cars is similar to
the standard 4-motor cars which this company has operated
for some years, but a remarkable difference exists between
New Light Motor Cars, Denver — Truck with Channel Section
Members.
the total weights of the two types. The new cars, each
equipped with two 50-horsepower motors and seating 48 pas-
sengers, weigh less than 28,000 pounds, while the standard
4-motor cars, as operated with four 37.5-horsepower motors,
weigh 38,000 pounds. The actual weight of the first one of
the new cars to be operated, which was put into service on
March 6, 1907, was 27,850 pounds.
It is not thought that the design of this car, even though
it may be much lighter, is less substantial than that of many
cars of like capacity which weigh much more. With such
substantiality and the low weight, the advantages are obvious.
New Light Motor Cars, Denver — Interior View Showing Types of
Seats.
The extreme lightness of the car has not been obtained by
sacrificing a good factor of safety for any important struc-
tural members, but rather by judicially trimming all useless
material so that there remains a mechanical structure, of ac-
cepted design necessary for carrying the desired number of
passengers, with the lowest possible weight of equipment per
passenger.
Car Body.
The accompanying engravings reproduced from line draw-
ings and photographs illustrate clearly the general appearance
April 6, 1907
ELECTRIC RAILWAY REVIEW
453
and type of construction of the new motor cars. It will be
noted that the company's California-type standards have been
observed.
The car body is 40 feet 3% inches long, over all, and S
feet 4 inches wide at the belt. A bulkhead divides the body
into halves, one of which, the smoking compartment, has ash
seats and the other, the main compartment, rattan covered
seats. In all, there are seats provided for 48 passengers. The
car the conductor is never more than one-half the car's length
from the entering and leaving passengers. He is at this ex-
treme distance only momentarily. With the center entrance,
the load divides, part taking seats in each half of the car.
In unloading, the movement of passengers is the opposite,
and thus it is seen that the passengers at the extreme ends
of the cars are but one-half a car length from the door. The
conductor's position is near the door, and with the center en-
New Light Motor Cars. Denver — Interior of Cab Showing Control and Automatic Attachments.
arrangement of the seats is shown in the accompanying plan.
An aisle 23 inches wide extends the full length of the car,
the cross seats being 32 inches long. The height of the car
body from the bottom of the sills to the top of trolley board
is 9 feet 10 inches.
The climate of Denver warrants the use of a car that is
practically open most of the time. For this reason the win-
dows of the new cars were made as large as possible. The
sashes are built to drop in pockets having covers. The distance
from the top of these covers to the car floor is less than usual.
trance he can maintain this position and yet be the shortest
possible average distance from all his passengers.
This car body, complete with electric heaters, drawbars
and carriers, hand-brake rigging, seats for 48 passengers and
the other necessary fittings, ready to be run, weighs 10,150
pounds. This is a net weight per unit seating capacity of
211.5 pounds. The Woeber Carriage Company of Denver is
building these car bodies.
Trucks and Equipment.
The trucks on which the new cars are mounted are of an
New Light Motor Cars, Denver — Exterior of New Type of Car.
It is 27 inches, at which height it affords a convenient arm
rest.
The front vestibule is provided with a door on one side.
Normally this door is closed. It is used very infrequently and
then only by the crew. The one other door, which affords
entrance and exit for all passengers, is 5 feet 2 inches wide,
located at the center of the car.
The value of a center side entrance for city cars is quite
generally recognized. With the steps at the center of the
entirely new design, evolved in the engineering department
of the Tramway company. It will be noted from the accom-
panying engraving that the principal members are built of
channel sections. All the parts of the trucks are being con-
structed from the raw materials in the shops of the Denver
City Tramway Company. The design has been carefully con-
sidered with a view to an extreme lightness consistent with
the necessary strength to support the car body and the mo-
tors. The wheel base of the trucks is 4 feet 10 inches and
4.".4
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 14.
the cast-iron wheels are :','■> inches in diameter, weighing 475
pounds. The driver axles are 4>£ inches and the idler axles 4
inches in diameter. Without motors the two trucks complete
with wheels and fittings, ready to run, weigh 9,400 pounds or
4,700 pounds each.
Each truck carries one General Electric N'o. 53 motor,
rated at 50 horsepower. The motors are outside hung,
mounted on the N'o. 2 and N'o. 3 axles. This 2-motor equip-
ment, including two controllers, resistance and wiring for
double-end operation, weighs 7.300 pounds.
The air brake equipment is of the Christensen AA1 type,
with inside-hung brakeshoes. This is a straight air equip-
made for possible discrepancy in the weight of other equip-
ments from the particular one which was weighed, this type
of car complete, seating 48 passengers, weighs 14 tons. This
is a weight of equipment of 5S3 pounds per unit of seating
capacity.
Operating Features.
By reference to the view of the interior of motorman's
cab the arrangement of the control apparatus will be seen.
On the right is the hand-brake handle, and near it a fixed
watch pocket, also the air pressure gauge. Small incandes-
cent lamps with reflectors are provided for illuminating the
watch pocket and air gauge. As a part of the handle of the
New Light Motor Cars. Denver- — Floor Plan, Elevation and Section Through Floor Framing.
ment installed for single-end operation. These particular
equipments are being transferred from an older type of
4-motor car which is used for train operation and on which
the Westinghouse SME type brake equipments are now being
installed. The straight-air brake equipments as installed on
the new 2-motor cars weigh complete 1,000 pounds.
To reconsider the weights of the parts of this light-weight
car, there appears the following:
Pounds.
Car body 10,150
Double trucks 9,400
Two motors and control
Air brakes 1,000
TotaJ 27.S50
It is thus seen that when an allowance of 150 pounds is
engineer's valve for the air brakes will be noted a rib cast on
the surface opposite the handle proper. The valve of the air-
sanding apparatus is so designed and located that when the
brake valve is thrown to emergency position, this rib or boss
comes in contact with the sanding valve and thus automatic-
ally sands the track.
The drop fender is used on all of the cars of this system
and to lessen the movements necessary on the part of the
motorman a chain connects the tipping trigger of the fender
with the reverse handle on the controller top. The length of
the chain is such that it can be hooked to the reverse handle
only when the handle is in the "ahead" position. Thus, at the
time of an accident, when the motorman reverses his motors,
he also automatically drops the fender.
April 6, 1907.
ELECTRIC RAILWAY REVIEW
-too
TESTIMONY AT INVESTIGATION OF WISCONSIN COM-
MISSION INTO MILWAUKEE SERVICE.
The testimony of John I. Beggs, president of the Mil-
waukee Electric Railway & Light Company, and other officials
of that company, and of electric railway officials from other
cities during the investigation of the Milwaukee service by
the Wisconsin railroad commission, has brought out many
features of the operation and management of large proper-
ties. The summary of the testimony which follows supple-
ments the previous articles in the issues of the Electric Rail-
way Review of March 2, 23 and 30.
In his testimony on March 18 Mr. Beggs explained the
methods that are employed to meet the estimated increased
travel by companies which make a conscientious effort to
anticipate the need for transportation facilities. Two years
ago. looking forward to increased business, the company or-
dered 100 of its standard city cars, of which 50 were to be
delivered during the latter part of 1905, and 50 during the
latter part of last year. In order further to provide cars,
and if possible to allay adverse criticism, Mr. Beggs. in Janu-
ary, 1906, increased the allotment of new cars for the year
1906 from 50 to 75. The earliest of these cars to be received
were put in service on September 17, 1906, and the last on
January 23, 1907.
Before the investigation was started Mr. Beggs reduced
the headway on the Wells street line from 5 to 4 minutes.
In stating this fact to the commission Mr. Beggs said that
while the reduction in headway on that line was 20 per cent, it
required an increase in equipment of 25 per cent. Even with
the greatest care, he added, it is not always possible to
anticipate needs and to have new equipment before the actual
necessity for it arises.
Work of Transportation Department.
Mr. Beggs outlined the duty of the transportation depart-
ment, which is held strictly accountable for the handling of
traffic. In this department, of which W. B. Tarkington is
general superintendent, and George Kuemmerlein, Jr., assist-
ant superintendent, there are six division foremen, who have
charge of the six divisions of the city and of the car houses.
It is their duty primarily to see that the men in their divisions
are carefully trained and properly disciplined under broad
general orders, and that the public is cared for properly.
These foremen patrol their divisions, and are assisted by six
supervisors, who spend their time on street corners and at the
points of congestion. The supervisors are assisted by three
men who patrol the lines and see that the cars are properly
operated, and help to relieve congestion.
After describing how the company tries to keep informed
of the wants of the traveling public, Mr. Beggs stated that
public needs change radically from day to day. It is not
possible at all times, he said, to get equipment to the spot
where it is needed at just the moment when it is required.
If a shower comes at 5:30 p. m. it diverts immediately to
the cars crowds of people who would otherwise walk a mile
or a mile and a quarter to their homes. It was because of the
service in just such an emergency as this that the company
was notified to defend itself before the state railroad com-
mission.
An Ideal System.
In describing what new lines should be undertaken to
make an ideal system for the developing city, Mr. Beggs said
that the conflicting interests which must be considered make
the problem of extensions difficult to solve. If an attempt is
made to build a line in one street, protests result and mass-
meetings are held to denounce the company; while if an
attempt is made to withdraw a line after it has been in
service, there is a riot.
Mr. Beggs would include in the ideal street railway system
four large car houses at outlying points, and the large central
car house, which is a part of the company's present public
service building. He believes these car houses would make
the handling of cars much more effective. The construction
of shops where the company will build its own equipment will
be a step toward the ideal system. It is Mr. Beggs' idea to
build at least one car a week in these shops.
In reply to questions of the city attorney, John T. Kelly.
Mr. Beggs stated that the service is not better than when the
complaint was filed with the state railroad commission, but
conditions have changed in that the sun sets later and rises
'■arlir-r. The greatest difficulty in meeting the congestion is
experienced during the short days of the latter part of Novem-
ber and during December. Mr. lieges added:
Growth of Traffic and Population.
"We have to spend large amounts of money, but the
expenditure of this moni one of my methods of trying
to save this bankrupt property when it was thought the prop-
erty could not be saved. Our business has grown on an
average from 9 to 10 per cent per annum — far in excess of the
growth of population, which has been at the rate of only
4 per cent. The reason of that is the greatly improved service
year by year. It demonstrates what I said 20 years ago in
discussing the advisability of investing the large amounts of
money that have to be invested to establish electric railways
over this country, that I believed you could provoke the public
to ride. For 10 years we have had a regular increase in
passengers of 10 per cent per annum, compounded each year,
and yet our earnings here have been the lowest per capita
of any large city in the United States. The growth in
traffic has been partially taken care of by slight increases
in the speed of cars, in order that the cars may make more
trips, and by increases in the size of the cars from time to
time. We have to make a great many miles to cover a very
short distance. Instead of cutting across the two points of
the horseshoe, as an engineer would do, we have got to go
around the horseshoe."
Proceeds of Bond Sale Smaller.
In referring to the financial conditions prevailing at
present Mr. Beggs continued: "Twelve months ago we sold
$3,000,000 of a new issue of 30-year 4% per cent bonds at 97
and accrued interest. To reimburse us for the expenditures
made last year, we sold within 30 days $1,000,000 of these
bonds at 90. You ask me what we will do in the future.
The important point is the raising of the capital; and if
there is to be this constant stirring up of the public with
false statements and misrepresentations, it will be impossible
to raise the capital."
In two years the company will have reached its capacity
in power, and plans are now being made for a power house
probably of 100,000 kilowatts capacity.
The Transfer Question.
Mr. Beggs declared that the company cannot reopcu
the question of giving transfers on transfers. He said that
thousands of fares are lost every day now through the
dishonesty of people who take transfers and hand them to
others to use. To give transfers on transfers, Mr. Beggs
insisted, would train the public in dishonesty, because people
cannot realize that it is petty larceny to take advantage of
the company. It is a rule that passengers who want trans-
fers must ask for them when the fares are paid. This rule,
inaugurated by Mr. Beggs, has been adopted in cities through-
out the country. Mr. Beggs regards it as one of the duties
of passengers to see that their transfers are accurately
punched. He concluded his testimony on the subject of trans-
fers by saying: "There is nothing that is the subject of so much
abuse on a street railway line as the transfer slip. There-
fore we protect the transfers with every condition that can
reasonably be enforced, simply to try to reduce to some
extent the fraudulent use of them."
Complaints.
In the 10 years that Mr. Beggs has been at the head
of the Milwaukee company no complaint of the service has
failed to reach him personally. He has made it a rule
that when a person takes the time and trouble to write a
letter, the company must take the time and trouble to investi-
gate and to find whether the complaint is well founded.
In response to a question as to the rules of the company
with regard to the cleaning of cars it was stated that con-
ductors are instructed to sweep out their cars at the end
of the run. Mr. Beggs said he would admit that since the
inquiry began some of the conductors had been disciplined
because they would spend their time idly at the end of the
line and would not begin sweeping until their cars started
on the return trip. The cars are thoroughly swept every
night, and scrubbed thoroughly as often as is necessary. If
there has not been sufficient fire in the cars sometimes, as
testified by witnesses for the city, it is due. Mr. Beggs said,
to the carelessness of conductors. The question of heating
was brought up and he maintained that the use of electricity
for heating was, from a financial standpoint, absolutely
impracticable. He also spoke of the great difficulty of venti-
lating cars to the satisfaction of every one.
Air Brakes Versus Hand Brakes.
ifying on the subject of brakes, Mr. Beggs said that
the hand brake used on the Milwaukee cars, if all circum-
stances are considered, is infinitely superior to any air brake
that can be applied on a city car. He considers an air brake
, . l u 1 1 ■ I > unnecessary in Milwaukee, on account of the low
:,.,,i, .in.! Hi. lightweight of the cars. The cars weigh from
aboui y.T.ouit pounds to 40,000 pounds. The present standard
car weighs about 10,000 pounds. If air brakes should b
placed on the Milwaukee cars Mr. Beggs believes the
of 24 hours l'u i" -r cent of the cars would have to be placed
456
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 14.
in the shops because the air brakes would be out of order.
The company purchases its wheels under ;i guarantee of
10,000 running miles, barring flat wheels. On the wheels
removed in December because they were flat only 20,081
mil. . av< rage, bad been secured; and in January the mileage
made by removed wheels was 17..">!il. average.
Air brakes are used on the cars of the United Railways of
St. Louis. Mr. lieggs continued, because the company there
was forced to use them. He said, however, that the St.
Louis cars are much heavier than Milwaukee cars and are
long* r. and that climatic conditions in the two cities are very
different. The niosi severe grade on the Milwaukee lines
is t 3 leer, and it is only for a distance of 371 feet.
To equip the .Milwaukee cars with air brakes would cost,
Mr. Hoggs estimated, between $300 and $400 a car. while
there would be an additional expense, he testified, of at least
$150 per annum a car. The greatest disadvantage, Mr. Beggs
thought, would result from the inability to use the cars on
account of the repairs which the air brakes would necessitate.
The city cars are not expected to run at a maximum speed
exceeding from 12 to 15 miles an hour at any point. The
average is slightly less than nine miles an hour. Under these
cars is the slowest speed gear that can be operated under
them and still clear the cobblestones. If air brakes were
used, Mr. Beggs believes, there would be five accidents by
collision where there is one now. He said that the manage-
ment which permitted the installation of air brakes in St.
Louis ran the company into bankruptcy. The storage system
is used in St. Louis, which, in Mr. Beggs' judgment, is less
liable to derangement than the other air brake systems. In
St. Louis two minutes is lost in taking air on each trip.
Difficulty of Getting Men.
In speaking of the difficulty of getting men who are
competent to handle air brakes, Mr. Beggs said that wages
have been advanced in the last two years in order to enable
the company to command the services of men of a higher
degree of intelligence. When he was asked whether any-
thing had been done to lessen the damage to wheels caused
by sliding, Mr. Beggs replied that steel wheels have been
tried, and while they may not be injured as much as the
present wheels, a flat place, or, to a certain extent, a curve
in the rail might be caused. The company is putting on
some of the higher speed cars steel wheels costing between
$20 and $30 apiece. These have not to the present time, Mr.
Beggs stated, proved entirely satisfactory nor durable. The
company is experimenting constantly with wheels, and buys,
he testified, the highest grade of chilled car wheels made.
These weigh slightly in excess of 500 pounds and the price
now is about $1.85 a hundred pounds.
When Mr. Beggs was asked if the rattle of the trucks on
old cars could be reduced he said that as time goes on the
bolts and bolt holes will wear a little, the bolts will give
out and increasing rattle is inevitable. In order to reduce
the rattle the company reams out the hole and puts in larger
bolts and keeps those renewed.
Traffic Arrangements.
The company sends special cars to every manufactory in
the city when the factory employes are through work for
the day; and it is a general rule, if knowledge of a special
entertainment is secured, to send cars to accommodate the
people. Several years ago Mr. Beggs prevailed upon the
managers of the threaters to let the electric railway company
place switches on their switchboards back of the stage and
run a special line to posts where signal lights could be
installed. Five minutes before the final curtain drops the
theater management is requested to turn the switch which
lights the red lamp. When the lamp is lighted trainmen
are instructed to hold their cars until the crowd arrives.
Mr. Beggs said that the theatrical managers do not realize
that they are rendering more comfortable their own patrons
if they give the signal which holds the cars, but take the
stand that they do not see why they should help the business
of the electric railway company.
Accident Record.
The accident record of the Milwaukee company, Mr.
Beggs stated, is the best in the United States. The cost of
accidents has not reached quite 3 per cent of gross earnings,
on an average, for 10 years. This percentage includes all
expense incident to injuries and damage. This cost, Mr.
Beggs said, is the lowest of any metropolitan property in the
United States.
Chicago and Milwaukee Compared.
C. X. Duffy, comptroller of the company, brought up in
his evidence the question of depreciation of the plant and
the amortization of the investment. The franchise of the
company will expire on December 31, 1934. Mr. Duffy said
In- was impressed bj the fact that the representatives of
the citj of Milwaukee, in seeking expert information on
the traction problem, sent to Chicago "as the fountain
of knowledge in the street railway business." He made
the point that the Chicago City Railway Company, of
which he was secretary and auditor from 1899 till 1906. had
three through streets downtown on which its cars could be
operated, although the feeling of the management was that
the company was very much cramped for room; hut the Mil-
waukee company is obliged to operate all the cars of its
system over tracks in streets that are practically crowded
within a quarter of a mile. All of the east and west cars
have to run on Wisconsin street and Grand avenue: all of
the north and south cars on East Water street, West Water
street and Third street. The Chicago City Railway had 220
miles of single track and the Milwaukee company 12o miles.
Mr. Duffy said that the greatest congestion of which
he has knowledge is at Broadway and Thirty-fourth street,
Xew York city. Oren Root. Jr., vice-president and general
manager of the New York City Railway, had told Mr. Duffy
that he would not undertake to operate more than three cars
a minute each way, over a double crossing. Allowing for
north and south bound cars on Broadway and east and west
bound on Thirty-fourth street, this would make 12 cars a
minute over that crossing, whereas the Milwaukee company
operates nearly one-half that number of cars now over the
crossing at Third and Grand avenues, with the turning in
and out of cars three ways in addition.
Regular Meetings are Held.
Mr. Duffy explained that the Milwaukee company holds
every Sunday morning a meeting at which the heads of
departments, and in many instances the assistants and
subordinates also, are present. No one is obliged to attend
the meeting. Any one who wants the day for himself or for
religious duties is not required to attend the meeting. At
these meetings complaints, letters, newspaper articles, hap-
penings in other cities, trouble with the cars, power or light,
etc.. are considered. Mr. Duffy said that Mr. Beggs takes
the position that the company is serving the public, and that
no matter how unreasonable people may be. the departments
are held accountable to the highest degree; and that Mr.
Beggs emphasizes to all those who attend the meetings that
they are just as responsible as he is, and he is responsi-
ble not only to the owners of the property, but to the
public.
In 1906, Mr. Duffy said, 86.3 per cent of the total passen-
gers carried rode on tickets and the balance paid five cents
cash. The company sells 25 tickets for $1.00, or 6 tickets
for 25 cents.
W. D. Tarkington, general superintendent of transporta-
tion, said that when extra men earn less than $50 a month
they leave the service. In the last 15 days, he testified, 30
men quit for that reason. Large numbers of men leave, Mr.
Tarkington testified, because they will not submit to dis-
cipline. In 1906 of 546 men who were employed 356 resigned
and 67 were discharged.
Evidence of Charles N. Black.
Charles X. Black, general manager of the Metropolitan
Street Railroad Company of Kansas City, Mo., said that draw-
bridges and grade crossings of steam railway tracks would
naturally tend to derange the schedule of street railways.
The Kansas City system has a total of 225 miles of single
track, of which, approximately, 215 miles are within the city
limits of Kansas City, Mo., Kansas City, Kan., Rosedale and
Argentina, two towns contiguous to Kansas City. Kan. From
515 to 525 cars are operated at the maximum. The minimum
is 315 cars at noon.
William O. Wood's Testimony.
William O. Wood, assistant general superintendent of
the Brooklyn Rapid Transit Company, was cross-examined
by Mr. Kelly, who endeavored to make him admit that a
riotous condition of affairs prevailed on the line of his com-
pany for several days. Mr. Wood denied Mr. Kelly's insinua-
tion that the company had to call out the police department
to assist in operating the line. He said that the paid em-
ployes of the Xew York Journal and the New York World
caused the trouble. Xot 1 per cent of the regular people
riding on the cars caused trouble and the ejectments were
very largely of the paid employes of the newspapers, who
sometimes appeared in carloads.
Mr. Wood said that until 3% years ago the hand brake
was used on the Brooklyn Rapid Transit lines exclusively.
The company placed the air brake on 451 cars that were
purchased. After giving it a trial and noting what hap-
pened in the way of accidents the company discarded it as a
standard. Mr. Wood said that the company has some cars
equipped with air brakes and hand brakes and some cars
April 6. 1907
ELECTRIC RAILWAY REVIEW
4.-, 7
with hand brakes alcue. The air brake is used on the large
heavy cars weighing about 4S.000 pounds convertible for
summer and winter purposes.
John T. Funk on Brakes.
John T. Funk, general superintendent of the Louisville
i Ky. » Railway Company, said that in Louisville the hand
brake is used on twelve ot the lines and the air brake on five.
He added:
"The agents for these air brakes are the slickest men
that you ever came in contact with: they came to Louisville
and we believed the air brake was a panacea for all ailments
and that we would just stop hurting people, running over
wagons, horses, cattle, etc.. and that we would simply be
kept out of the courthouse. But the experience has been
just the reverse. The amount of money, saying nothing of
the suffering, that we paid out in the month of December,
which is only one of our average winter months, and in
January was more than double that of any other month or
months in the history of the road."
Mr. Funk said he had asked 50 to 100 people what kind
of a railway system they had in Milwaukee; that he was a
stranger and would like to know. In every case the person
said the system was excellent. One man said that the news-
papers and politicians had caused all the trouble.
The arguments in the case are to be heard by the com-
mission at Madison, Wis., on April 23.
which takes less power than reciprocating pumps; it is pro-
posed to use this in conjunction with a centrifugal pump for
extracting the water of condensation. This device used with
existing surface condensers has allowed of an increased
vacuum with less mechanical loss. It has also been employed
with a centrifugal pump keyed on the turbine shaft, and en-
closed in the same cover; the pump extracts the water, while
the Leblanc pump deals with the gaseous products. The
txhaust steam enters a conical chamber into which the in-
jection water is squirted through a number of holes round
the periphery. With this apparatus, under good conditions,
it is said to be possible to reduce the back pressure even be-
low that of water vapor at the temperature of the exhaust
steam. — The Electrical Review, London.
STANDARD RAIL FOR CHICAGO.
The accompanying illustration shows the rail section
which has been specified in the traction ordinances as the
standard for new street railway construction in Chicago. This
THE LEBLANC CONDENSER.
An account is given in l'Eclairage Electrique for Decem-
ber 1 of a new jet condenser invented by M. Maurice Leblanc,
and constructed by the French Westinghouse Company. As
shown in the figures, the main feature is the use of a re-
Exhaost Steam Inlet
.£
-24'-
74
-*£
A5"
, -J .1, -3 ■ ■ /J .1, ^
4 . 8 | 16 J 16
'£-
'4'
Diacharpe
to Atmosphere
Figure
V
Dischan?'* fo AtmosT>bere
Figure 2.
The Leblanc Condenser.
versed turbine to drive a spreading jet of water into a cone,
sweeping out the air and water vapor, compressing them into
the convergent cone and allowing them to expand in the di-
vergent cone, where the velocity is checked and the pres-
sure increased so that the whole is discharged against the
pressure of the atmosphere. In Figure 1 a simple jet con-
denser is shown; a is the condensing chamber, b the con-
vergent cone, d the divergent cone, t the turbine pump, and e
the inlet for steam, which is used to start the action of the
apparatus. If the water is supplied under a slight head, the
condenser starts without the use of a steam jet. With this
condenser, a vacuum of 98 per cent of the absolute value can
be obtained, using 25 pounds of water per pound of steam
and with an expenditure of power to drive the turbine amount-
ing to from 2% to 3 per cent of the power of the steam en-
gine. There are no valves at all, and the cost of upkeep
Is trifling. Figure 2 shows a dry-air pump on this system.
Standard Rail for Chicago — 129 Pounds per Yard.
section weighs 129 pounds per yard and was adopted on
the recommendation of the companies' engineers after the
city had determined that 120 pounds should be the minimum
weight of rail for the rehabilitated Chicago lines.
The losses due to faulty drainage or leaky drain-cocks
are often a great deal larger than is imagined. Experiments
on a 200-horsepower triple-expansion engine at Charlotten-
burg showed that faulty closing of drain-cocks resulted in
losses amounting to :,.s per cent of the total steam consumD-
lir.II
458
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 14.
THE ENGINEERING SOCIETIES BUILDING.
The Engineering Societies building in New York, which
has been built as a home for several of the national technical
associations and which will contain the general offices of the
American Street and Intern rhan Railway Association, is now-
completed and. as previously announced, will be dedicated on
April 16 and 17, 1907. The building was made possible by
the gift on February 14, 1903. by Andrew Carnegie of one
million dollars, to which he subsequently added $500,000, for
the purpose of erecting a building which should be a home
for the American Institute of Electrical Engineers, the Ameri-
can Society of Mechanical Engineers, the American Institute
of Mining Engineers and the Engineers' Club. The only limita-
tion connected with the gift was that it should be devoted to
$1,050,000 to the Engineering Societies building and $450,000
to the club building.
The site for the Engineering Societies building is on
West Thirty-ninth street, between Fifth and Sixth avenues.
The frontage covers five city lots, the total front being 125
feet. The area occupied by the building itself is 115 feet by
90 feet. In order that there should be no obstruction in the
matter of light and air the committee purchased for its protec-
tion a large four-story private house of restricted height ad-
jacent to the site on the east. In the preparation of the plans
six architects of high reputation were invited to participate.
The unanimous choice of the committee awarded the work of
preparing the plans to Herbert D. Hale of Boston and Henry
G. Morse of New York. The contract for the construction of
the building was awarded to Wells Brothers Company on
Engineering Societies Building — Entrance Hall.
the erecting of a building, the associations interested purchas-
ing the land.
At first it was proposed to erect one building on Fortieth
street, where the Engineers' Club had already purchased the
site, which should serve the purposes of all the organizations
interested. Owing to difficulties involved in the purchase of
such land as would be necessary and in combining under one
roof the social and technical functions exercised by these
organizations, it was decided to erect two separate buildings.
one for the club on Fortieth street and one for the three
professional societies on Thirty-ninth street, with means of
connection between the two. A joint committee of the sev-
eral associations was given in charge the acceptance of the
gift and the erection of the buildings, and that committee with
some changes has remained in active existence up to the
present time. The gift was divided by the allotment of
July 17, 1905, and the cornerstone was laid by Mrs. Carnegie
on May S, 1906. The offices were ready for occupancy on
December 15, 1906.
In the construction of the building advantage has been
taken of the limitation prescribed by the building laws of
the city of New York, that only 85 per cent of the lot area
shall be occupied by the structure, to give the building a
monumental appearance. All four sides are finished. The
exterior is of limestone up to the auditorium floor and of gray
mottled brick and terra cotta above. The building rises to
a height of 218 feet 6% inches, comprising 13% stories above
the sidewalk.
In excavating for the foundations rock was found at from
27 to 67 feet below the curb line and the building rests upon
46 concrete piers which descend to the solid rock. All steel
work in the building is covered with from 2 to 4 inches of
April 6. 1907
ELECTRIC RAILWAY REVIEW
4.",! I
semi-porous terra cotta. The floors are built of terra cotta,
covered with five inches of cinder concrete. The woodwork
in the building has been reduced to a minimum. The large
window frames are built of cast iron and other window frames
of wood, covered with kalamined iron, with only a small
molding in place of the usual wide trim and casing. The
doors are similarly protected and all the woodwork has been
fireproofed. The windows up to a height of 100 feet are
glazed with wire glass except on the Thirty -ninth street front.
All the walls and ceilings are painted in neutral tint and the
decoration is simple though carefully studied, with an idea
to later development in the way of mural paintings.
The basement is occupied by the boiler room, 22 feet
below the curb, and an engine room 16 feet below. There is
also ample coal storage. The entire basement and boiler room
designed with reference to the uses of the various societies
which will occupy the building.
One of the most interesting features of the building is
the system of lighting, which, however, can be only briefly
described. The central space in the entrance hall is lighted
by means of individual lamps placed in recesses and concealed
by panes of ground glass in the ceiling. The result of this
arrangement here and elsewhere is to afford ample illumina-
tion without glare. In the halls above the fourth floor glass
globes have been provided for screening the lamps. The
lighting of the main auditorium is most effective. The archi-
tects provided a space of about 15 inches between the ceiling
of the auditorium and the beams of the floor above. A glass
septum was substituted for plaster panels in the ceiling. The
lamps occupy this space and the general effect is very satis-
Engineering Societies Building — Auditorium.
up to the level of the curb have been made thoroughly water-
proof. Steam is used for heating and ventilating purposes,
and is generated at low pressure by three boilers of Babcock
& Wilcox manufacture, with an aggregate of 5,226 square feet
of heating surface. The heating is by low-pressure steam
circulating through radiators beneath the windows. All
radiators are controlled automatically by the Johnson system
of heat regulation. An extensive blower system has been
installed for ventilation purposes. This comprises four Sturte-
vant blowers located in the basement and driven by C. & C.
electric motors.
The electric current supply for the building is derived
from the Xew York Edison Company and the United Electric
Light & Power Company. Space has, however, been provided
hat an electric generating plant may be installed at any
time. The electric system is unusually complete and well-
factory. The general illumination of the library is obtained
by similar means, although light for reading is obtained by
means of standard fixtures placed upon the tables.
The building is provided with two Otis passenger ele-
vators and one freight elevator. The latter is of sufficient
capacity for use in hoisting safes and the like.
The Boor plana have been so arranged as to provide suitably
fur the seating of gatherings of different sizes in rooms suited
i.i ih.- numbi i of p. rsons > xpected. Ample accommodation is
made for meetings of from 100 to 1,000 persons. The main
auditorium has a seating capacity for 1,000 and is surrounded
on all sides by corridors, giving easy access to every point
and assisting to maintain quiet within the hall. There are in
addition seven lecture rooms occupying the next two floors
immediately above the main auditorium. All of these rooms
have facilities for water, electrical connections, etc.,, for dem-
4C.II
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 14.
onstration and experiment. Each of the three founder so-
cieties occupies a floor laid out in accordance with its own
plans. These are devoted entirely to administrative and
THE NEW YORK PUBLIC UTILITIES BILL.
Engineering Societies Building — Entrance.
executive work, and the libraries of the three societies are
concentrated in the two upper floors of the building.
Report on Fire-Killed Timber and Effect of Soaking on
Drying.
Tests recently completed at the timber-testing laboratory
at the University of Washington, show the comparative values
of green and fire-killed timber. In the states of Colorado,
Montana, Nevada, Utah, and Wyoming it is estimated that
nearly one billion feet of dead timber is to be found in the
national forests, and this has led to the study of the problem
of saving this vast quantity of wood for some practical use,
instead of allowing it to go to waste or furnish fuel for con-
flagrations.
The results of the tests indicate that the killing of tim-
ber by fire is not in itself injurious, and that if it is cut in
time may simply be regarded as seasoned timber, entirely fit
for lumber. If allowed to stand too long, however, — a year
is a safe limit — the wood is marred by the opening up of
cracks, called "checks" by the lumbermen, which lessen its
value for lumber. For such purposes as railroad ties, for
which checks are not so important, timber may prove satis-
factory after having been dead 50 years.
The timber used in the tests was white fir from the
Pecos River National Forest in New Mexico, and the work
was done under the direction of the Forest Service, which
has one of its testing laboratories at the University.
A moot question highly important in the matter of sea-
soning wood has just been settled after a long period of un-
certainty and many careful experiments. It is found that
the process of seasoning wood can not be materially hastened
by first soaking it. Up to this time opinion has been divided,
and there were man; supporters of the contrary view, that if
suffered to lie in water for a certain period green timber un-
derwent some change from the action of the water which fa-
cilitated its drying when afterward removed and placed in
the yard or in the kiln.
In reaching the conclusion that soaking has no appre-
ciable effect in preparing wood for seasoning, the Forest
Service worked up a large amount of data secured from the
seasoning experiments which it has been conducting upon
loblolly pine crossarms, chestnut telephone poles, and hem-
lock and tamarack railroad ties. Incidentally it was brought
out that it doubtless pays to keep wood in water to prevent
damage from checking and insects until it can be nianu-
factured.
The Page-Merritt bill, which has been introduced into
both branches of the New York state legislature, and known
as the "Public Service Commissions," or popularly as the
"Public Utilities" bill, has been the subject of much discus-
sion by its supporters and opponents. This bill is the out-
come of the recommendation made by Governor Hughes in
his inaugural address, extracts from which were published
in the Electric Railway Review on January 5, 1907. The prin-
cipal provisions of the bill contemplate the abolition of the
present railroad commission and of the rapid transit commis-
sion of the city of New York, as well as of a similar board
having control of gas and elctric service in Greater New
York and the substitution therefor of two commissions, one
representing the city alone and the other representing the
state outside of the city, and to have supervision and control
over all of the various utilities named. There have been
several hearings at Albany, at which various amendments were
proposed to the original bill.
Provisions of the Bill.
In substance the bill is to provide for two public service
districts, to be known as the first district, embracing the
counties of New York, Kings, Queens and Richmond, and
the second district, including all other counties in the state.
The commission in each case is to consist of five members, to
be appointed by the governor by and with the advice and con-
sent of the senate, but subject to removal at the will of the
governor. The term of office is to be five years. The juris-
diction of the commission for the first district is to be
(1) over railroads and street railroads lyng exclusively within
that district; (2) over street railroads, a portion of whose
lines lie within that district, except that the commission for
the second district shall have jurisdiction over such portion
of the lines of said street ralroads as lie within the second
district so far as concerns the construction, maintenance,
equipment, terminal facilities and local transportation facili-
ties of said street railroads within the second district; (3)
over such portion of the lines of any railroad as lie within
that district, so far as concerns the construction, maintenance
of equipment, terminal facilities and local transportation facili-
ties within the district; (5) over any common carrier operat-
ing or doing business within the district; and (6) over the manu-
facture, sale and distribution of gas and electricity for light,
heat and power in the district. Also the commission in the
first district is to have and exercise (7) all powers hereto-
fore conferred upon the board of rapid transit commissioners.
All jurisdiction under the act that is not specifically
granted to the commission for the first district is to be exer-
cised by the commission for the second district; the jurisdic-
tion of the commission for the second district also includes
the regulation and control of "interdistrict commerce" on any
railroad other than a street railroad, subject to grant (4) to
the other commission.
The bill provides for an annual salary of $10,000 for
each commissioner, and for counsel to the commission,
and for a salary of $6,000 to the secretary of the commission.
It is provided that in all investigations or hearings the com-
mission or a commissioner or the secretary shall not be
bound by the technical rules of evidence and that no person
shall be excused from testifying or producing books or papers
on the ground that such testifying may tend to incriminate
or subject him to penalty or forfeiture.
Article II of the proposed bill relates especially to rail-
roads, street railroads and common carriers, and in defining
the scope of the article it is specified that the provisions of
the article apply (1) to the transportation of oil or other
commodity, except water or natural or artificial gas, by means
of pipe lines or other means of transportation from one point
to another within the state under a franchise obtained from
the state or any subdivision thereof, and (2) to the trans-
portation of passengers, freight or property from one point to
another within the state and to any common carrier per-
forming such service. The bill gives to the commission
authority over the class of service and facilities for the trans-
portation of passengers, freight and property, all charges
made or demanded by such corporation, switch and sidetrack
connections and the determination of what switch and side-
track connections may be considered necessary, the publica-
tion of schedules showing rates and charges, following in
this respect largely the terms of the act of congress approved
on June 29, 1906. The bill requires that no changes in rates
or charges be made except upon 30 days' notice to the com-
mission and publication for 30 days, the establishment of
joint or through rates for the transportation of passengers,
April 6. 1907.
ELECTRIC RAILWAY REVIEW
401
freight or property and that every carrier shall file with the
commission sworn statements of every contract with any
other common carrier relating in any way to such transporta-
tion. Provisions similar to those of the interstate commerce
act relating to discrimination are also included in the bill,
The provisions in relation to the issuance of passes pre-
scribe that no pass shall be issued for free transportation
except that passes may be issued to any officer of the state
or any division thereof to whom a provision of statute directs
such issuance, to a necessary care-taker of live stock, poultry,
etc.. during its transportation, to a person actually an officer,
attorney, agent or employe of the company issuing the trans-
portation and to various other classes of people, such as
employes of express, sleeping car, news companies or those
engaged in the United States mail, customs or immigration
service and to the military forces of the state or of the
United States.
Under the head of distribution of cars the bill provides
that every common carrier shall furnish to all persons and
corporations that may apply therefor, suitable cars for the
transportation of freight and shall have sufficient cars and
motive power to meet all requirements. The commission also
is given power to make reasonable regulations for furnishing
and distributing freight cars to shippers, for switching, load-
ing, unloading, etc. In the case of any franchise to be exer-
cised in both districts the approval of both commissions shall
be required. No franchise nor any right under any franchise
in reference to a railroad or street railroad shall be assigned
or leased, nor is any agreement with reference to such fran-
chise valid unless approved by the proper commission. The
bill says further:
"No railroad corporation or street railroad corporation,
domestic or foreign, shall hereafter purchase or acquire, take
or hold, any part of the capital stocK of any railroad corpora-
tion or street railroad corporation organized or existing under
or by virtue of the laws of this state, unless authorized to do
so by the commission empowered by this act to give such
consent; and save where stock shall be transferred or held
for the purpose of collateral security only with the consent
of the commission empowered by this act to give such consent,
no stock corporation of any description, domestic or foreign,
shall purchase or acquire, take or hold, more than 10 per-
centum of the total capital stock issued by any railroad cor-
poration or street railroad corporation organized or existing
under or by virtue of the laws of this state. Nothing herein
contained shall be construed to prevent the holding of stock
heretofore lawfully acquired. Every contract, assignment,
transfer or agreement for transfer of any stock by or through
any person or corporation to any corporation, in violation of
any provision of this act, shall be void and of no effect, and
no such transfer or assignment shall be made upon the books
of any such railroad corporation or street railroad corporation,
or shall be recognized as effective for any purpose. The
power conferred by this section to approve or disapprove a
transaction relating to franchises, rights or stock of any
railroad corporation or street railroad corporation, shall be
exercised by the commission which is authorized by this act
to approve the issue of stock by such railroad corporation or
street railroad corporation."
Article III further defines the power of the commissions
in respect to common carriers relative to the power of the
commission to examine into the capitalization, franchises, the
manner in which the lines controlled or operated are managed,
not only with respect to the adequacy, security and accom-
modation afforded by their service, but also with respect to
their compliance with all provisions of the law. Each com-
mission is required to prescribe the form of annual reports
of the common carriers and may require such corporations
to file monthly reports of earnings and expenses. Failure to
provide any such report within 30 days from the time required
will subject the corporation to forfeit to the state the sum
of $100 for each day it is in default. Any corporation operat-
ing a line of railroad partly within the second district and
partly within the first district shall report to the commission
for the second district, but the commission for the first district
may upon reasonable notice require a special report. Simi-
larly a street railroad corporation operating a line partly
within the first district and partly within the second shall
report to the commission for the first district, but the com-
mission for the second district may require a special report.
Power Is given to the commission to investigate the cause
of accidents on any railroad or street railroad and every such
corporation is required to give immediate notice by telephone
or telegram and letter ix> the commission of every accident
happening upon its lines. Complaint may be made to the
proper commission by anj person or corporation in regard
to any act done or omitted to be done and upon investigation
the commission shall take such action as it deems proper.
The commissions are empowered to order repairs or changes
to any tracks, switches, terminal facilities motive powei oi
any other property or device used. Changes may be made in
time schedules or the running of additional cars or trains
required. Each commission is empowered to make rules and
regulations concerning the number and efficiency of employes
and may prescribe tests to establish the competency of such
employes. They may require the establishment of a uniform
system of accounts to be used by railroad and street railroad
corporations or other common carriers and when such forms
have been prescribed it shall be unlawful for them to keep
any other accounts, records or memoranda. The penalty for
failure to comply with any order made by the commission is
a forfeit of $5,000 for every offense and every day's continu-
ance of such violation is considered a separate and distinct
offense. Every officer, agent or employe of any common
carrier who violates the orders of the commission shall be
guilty of misdemeanor. Similar regulations and penalties ap-
ply to corporations other than common carriers.
Article IV of the bill relates to the powers of the com-
missions in respect to the manufacture and furnishing of gas
for light, heat or power, including natural gas, and the genera-
tion, furnishing and transmission of electricity for light, heat
or power. Under this head they are given authority to
investigate and ascertain the quality of gas, the standard
of iluminating power, the purity of gas and the efficiency
of electric lights, to appoint inspectors of gas and electric
meters, etc.
Article V provides for the abolition of the existing boards
as above referred to. the abolition of the offices of inspectors
of gas meters, for the repeal of certain acts and parts of acts
in conflict with the present proposed act and for the appro-
priation of $150,000 for the use of the commission of the
second district under the terms of the act.
Suggested Amendments.
At a hearing upon the bill held in Albany on March 27
a large number of railroad and other corporations were repre-
sented. Among these were the Pennsylvania, New York Cen-
tral, Erie and Baltimore & Ohio railroads, Adams Express
Company, Brooklyn Rapid Transit Company, Brooklyn Union
Gas Company and Richmond Light & Power Company. In
favor of the bill appeared representatives of various political
clubs and citizens' unions from various cities in the state.
Various objections have been urged to the bill — in general,
that the act would be more stringent than the federal inter-
state commerce act — and attention was particularly directed
to the following points upon which amendments were de-
sired:
A judicial review of all actions of the proposed public
service commissions, both as to facts which may be in dispute
and as to the law involved.
The appointment of high-class men at a larger salary than
that proposed in the measure.
The independence of the commissions of the political
powers to be insured by taking from the governor the power
of absolute dismissal.
Omission of the clause in the present bill that would pro-
hibit traction companies from acquiring the stock of other
traction corporations to the extent that would render a
merger possible.
Omission of that portion which would give the proposed
commissions absolute control in the matter of capitalization
and stock issues by public service corporations.
A general toning down of those portions of the proposed
law dealing with the financial supervision of the traction com-
panies, as well as with the supervision of their operating
methods, schedules, and rates.
One of the principal arguments made in favor of amending
the bill was that by Paul D. Cravath, representing the Inter-
borough Rapid Transit Company. Mr. Cravath said that any
amendments which his principal had to suggest were not in-
tended to defeat any purposes which the framers of the bill
have in view. On the contrary, they welcomed legislative ac-
tion, conferring upon proper public authorities power to deal
with the difficult problem of providing adequate traffic facili-
ties for the city of New York. He said that the corporations
had quite as much to gain as the public from intelligent
supervision. It was useless, he said, to ignore the fact that
traffic conditions in Greater New York are unsatisfactory to
all concerned and that for some time they have been grow-
ing worse instead of better. He said that the new com-
mission would not accomplish its purpose if its power was
given only to restrict the public service corporations, and
that the most serious difficulties in providing for the traffic
4G2
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 14.
requirements of New York were in the limitations which
laws of recent years had imposed upon the public authorities
and the dangers which attend the investment of capital in
public enterprises under these conditions. The last thing
which the commission should do was to hamper corporations
so that they would be unable to do their share toward bring-
ing the needed relief. He said it was impossible for these
corporations to increase their facilities, buy new equipment
and improve the service upon existing lines, much less build
new lines, without additional capital. They could not raise
additional capital without issuing new securities and offering
the investors a fair chance of return. Under this bill he
said the principal company engaged in transportation in the
city of New York would be tied hand and foot. It could not
acquire the balance of the stock of the corporations, a majority
of which it already controls. It could not buy or guarantee
further issues of the stocks and bonds of these corporations.
It could not acquire the stocks and bonds of other corpora-
tions which it might be necessary to organize to operate con-
necting lines or extensions.
Mayor McClellan of New York endorsed the general
policy involved, but condemned the provision for the metro-
politan commission on the ground that the power was entirely
in the hands of the governor of the state to appoint the com-
mission, while the city would be compelled to bear the entire
expenses. He thought the power of appointment should be
with the mayor. Although the city of New York would be
forced to pay all the expenses of the commission for the first
district out of its own funds, it would also be compelled to
contribute heavily toward the expenses of the commission of
the second district. He could hardly imagine a more vicious
example of double taxation. The passage of the bill would
negative the work done by the rapid transit commission,
under which a successful system of rapid transit has been
inaugurated and is now in operation and the commissioners
would be supplanted by officers over whom the city has no
control.
In defense of the bill in an address made at Utica on
April 1, Governor Hughes explained that federal regulation
is not a substitute for state regulation and that where con-
gress has complete authority over interstate commerce the
state cannot interfere with the exercise of its powers and
that on the other hand over local and domestic commerce con-
gress has no power to exert control. It is proper that the
state in the exercise of its authority should take account of
the wise legislation of congress, but that any state which
should set a high standard in its legislative supervision would
contribute powerfully toward similar action in other jurisdic-
tions and to the establishment throughout the country of
proper administrative standards. He then answered the ques-
tion why there should be a public service commission by the
explanation that every power that a corporation has is derived
from the legislature which creates it. The corporation is con-
stantly subject to legislative control and questions calling for
investigations must be examined and a suitable flexibility of
action be provided. The legislatures are in session but a
portion of the year and must have some agent in whose hands
such powers may be placed. The function of such a commis-
sion is administrative.
In answer to some of the objections previously referred
to, relating to the broad powers granted to the commissions
and referring to their relation to the courts, Governor Hughes
said:
It has been urged that the granting of such broad powers
is incompatible with the maintenance of the freedom of man-
agement said to be incident to the property rights of the cor-
porations. Such an objection has a certain plausibility, but
will not stand critical examination. The legislature, in safe-
guarding the public interest, has the power to require such
equipment and facilities, and such manner of operations, as
will secure good service. It will hardly be claimed that the
existence of this power is inconsistent with property rights.
The property of a public service corporation has been acquired
subject to this power. And the power conferred upon the com-
mission is conferred for the purpose of securing the perform-
ance of obligations to which the right of property is subordi-
nate.
Another question is, What is the relation of the courts to
such a commission? As has been said, the commission is an
administrative body. It wouid not be proper for the legislature
to confer these powers upon the appellate division of the
supreme court. It is not in accordance with the theory of our
government that an attempt should be made to convert the
court into an administrative board. It is not the proper func-
tion of the courts to fix rates or to make orders as to the
facilities which should be supplied or the safety appliances
which should be used. This is the function of the legislature,
or of the administrative board which it may create to aid in
securing the performance of the duties it has imposed. It
would be most unfortunate if, with the necessary extension of
state supervision of public service, our courts should have cast
upon them such burdens of administration.
The power of the legislature and of the commission it
creates is not, however, without limits. And where the legis-
lature goes beyond its constitutional powers, or where the
administrative board exceeds its authority or passes its con-
stitutional limits, the matter falls within the jurisdiction of
the courts, who will declare such action null and void and pre-
vent any attempt to enforce the provisions of the obnoxious
statute or order.
Both the state and federal constitutions prohibit the de-
priving of any person of property without due process of law,
and the taking of private property for public use without just
compensation. Nor can a state deny to any person within
its jurisdiction the equal protection of the laws. Neither the
legislature nor the commission can escape these salutary
checks upon their authority. So that if it be claimed that the
action of the legislature or of a commission in fixing a rate
operates as such a deprivation of property, a judicial question
is presented and the courts will take jurisdiction and deter-
mine that question.
It thus appears that there is of necessity a court review
where such questions are presented. This court review the
legislature cannot curtail.
To provide a right of appeal to the courts from every order
of the commission not only invites delay and an unnecessary
multiplicity of proceedings, but has for its object the substi-
tution of the judgment of the court for the action of the com-
mission.
What is needed is a commission of dignity, of force, of
ability, representing the best intelligence of the state available
for the purpose and proceeding in a responsible manner. It
should have such an equipment and such technical assistance
as will enable it to deal with the matters before it thoroughly
and expertly. With the highest respect for the courts, I be-
lieve that such a commission can best deal with the matters
which properly fall within its province, and we may be sure,
as has already been stated, that in cases where any doubt
can exist as to whether there is an invasion of property
rights or whether the matter does not lie within the province
of the commission, the courts will be called upon to exercise
their admitted jurisdiction.
The power to issue stock and bonds and to invest in the
securities of other corporations is a power derived from the
legislature and subject to such conditions as it may impose.
No consolidation or merger of interests can take place except
pursuant to legislative authority. Evils that have resulted
from an abuse of the freedom which has been enjoyed under
our corporate laws are patent to all. It is not simply or pri-
marily the question of protection to the investor. The para-
mount demand is that through the improper issue of securities
there shall not be provided a motive for crippling the public
service or a basis for demanding extortionate returns. The
power of the state should be exercised to compel respect for
the public interest.
A further hearing upon the bill was had on April 3, ,in
which special attention was given to lighting interests.
Protective Device for New York Subway.
According to a London newspaper dispatch from Vienna,
plans have for some time past been under consideration for
the future introduction of electric traction for the Alpine
railways. For the section of line on the Aalberg Railway
between Innsbruck and Bregenz, two large hydraulic powers
have been acquired on the Ache in the Oetztal and on the
River Inn. at Landeck, of which the first will probably be
selected for operation. In addition to this, supplementary
power may possibly be obtained in the Vorarlberg district.
In the northern districts of the Alps many sources of water
power are being surveyed for the above purposes.
April 6, 1907.
ELECTRIC RAILWAY REVIEW
m::
THE MARION BLUFFTON & EASTERN RAILWAY.
The railway recently completed by the Marion Bluffton
& Eastern Traction Company is an important line among the
many important interurban roads that are operating in the
north central part of Indiana. This line is 31.57 miles in
length and reaches, besides the terminal cities of Marion and
Bluffton. the towns of Liberty Center, Warren. Van Buren and
rU^
Marion Bluffton & Eastern Traction Company — Map of Route.
Landessville. The population served for each mile of track
is 1,820.
At Marion, the western terminus, connection is made with
the north and south lines of the Indiana Union Traction Com-
pany and with the line of the Kokomo Marion & Western
Traction Company, which extends west from Marion to Ko-
komo, Ind. At Bluffton, the eastern terminus, connection is
made with the Bluffton branch of the Ft. Wayne & Wabash
Marlon Bluffton & Eastern Traction Company-
Near Warren, Ind.
Six-Mile Tangent
Valley Traction Company and with the old Muncie Hartford
& Ft. Wayne Railway, which is now leased by the Indiana
Union Traction Company. Between the terminals the line
parallels the Toledo St. Louis & Western, a steam railwaj
The electric line is operated on a 2-cent mileage basis and
charges for the ride between Marion and Bluffton 60 cents for
a ticket one way or $1.05 for a round-trip ticket.
It is expected to derive a large business during the sum-
mer months from the traffic between Marion and Goldthwait
Park, located on the line of the Marion Bluffton & Eastern
Marion Bluffton & Eastern Traction Company — Culvert in Fill Near
Marion, Ind.
about 1 mile from Marion and near the Mississenawa river.
This is a large new park to be opened for the first time this
year, containing 34 acres of ground especially suited for park
purposes. The park will contain an especially complete
"White City," provided with all the usual amusement resort
features. The railway company has signed a contract with
the park management agreeing to furnish a 15-minute serv-
ice between Marion and the park from June 15 to September
15. Round-trip tickets, including admission to the park, will
be sold for 10 cents.
The officials of the Marion Bluffton & Eastern Traction
Marion Bluffton & Eastern Traction Company — Culvert Between
Warren and Van Buren, Ind., with Square Top.
Company gave particular attention to the substantial construc-
tion of track and roadway in order that they might operate
cars at a high rate of speed. The cars are now operated on
an hourly schedule and the running time between terminals
is 1 hour and 20 minutes. As soon as the tracks have set-
tled and the final work is done on the roadbed, the running
time will be reduced 10 or 15 minutes.
Track and Roadway.
The track is built on private right of way 40 feet in
width, with a maximum grade outside of the lowns ol I
4 1 ,4
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 14.
cent. Then- is one sliort-radius curve in the track at Warren
where the road enters the bridge across the Salimonia river;
but. wiili this exception, long-radius curves prevail. In the
31 miles of track there are two 6-mile and two 5-mile tangents.
In order to retain the low grades and long radius curves
it was necessary, during construction, to make extensive cuts
Power.
The power for operating the line is rented from the
.Marion Heat & Light Company. Sixty-cycle, 3-phase current
is carried on No. 4 copper cables at a line pressure of 22,000
volts from the power house at Marion to the substations at
Van Buren and Liberty Center. In providing 60-cycle current
instead of 25-cycle current the company has departed from
Marion Bluffton & Eastern Traction Company — Underground
Passage Near Marion, Ind.
and fills at several points on the line. Just east of Marion the
largest fill and the largest cut, 20 feet each, were made.
The railway has three steel bridges of the deck-plate
girder type. They span the Mississenewa and the Salimonia
rivers and Rock creek. The bridge abutments are of concrete
construction. There are several concrete waterways and cat-
tle-passes, which are substantially built. The bridges were
erected by the Indiana Bridge Company. The track and road-
way were built under contract by the Moore-Mansfield Con-
struction Company of Indianapolis. The engineers were the
Marion Bluffton & Eastern Traction Company — Liberty Center
Substation.
the prevailing custom in railway operation. This was done
because the company expects to secure a large lighting busi-
ness in the towns through which the lines pass.
The transmission lines are supported on Western Elec-
tric triple-petticoat porcelain insulators spaced 2Y2 feet apart
on a single 9-foot cross arm located at the top of the poles.
The pole line is composed of 40-foot Idaho cedar poles. A
copper feeder 250,000 circular mils in cross section, which is
tapped into the trolley every 1,300 feet, runs the length of
the road. The trolley wire is No. 000 round copper and is
Marion Bluffton & Eastern Traction Company — Bridge Over Mississenawa River.
Riggs & Sherman Company of Toledo. O.. who were repre-
sented by J. S. Worlej -
The track is laid with standard white oak ties, 70-pound
steel rails in 33-foot lengths. 4 and 6 bolt splice bars, and is
bonded with the Ohio Brass Company's solder bonds. Two
thousand cubic yards of gravel per mile was used in ballast-
ing the track
supported on 9-foot tubular brackets at a height of 20 feet
above the rails. The overhead work was built by C. O. Scott
of Kokomo, Ind.
Substations.
The Van Buren substation is located 10 miles east of
Marion. The building is a 2-story brick structure 22 by 1""
feet. A space 55 feet Ions at the rear of the building is used
April 6, 1907,
ELECTRIC RAILWAY REVIEW
465
for the substation equipment and the balance of the ground
floor is fitted up for an office and waiting room. The second
story is used as a living room by the station attendant. The
electrical equipment of this station consists of two 300-kilo-
watt. 60-cycle, 3-phase Westinghouse rotary converters, six
inn-kilowatt. 22.000-400-volt, oil-cooled transformers, and a
6-panel switchboard with recording and other necessary in-
Marion Bluffton & Eastern Traction Company — Combination Car.
struments. In addition to these railway units there will be
installed for lighting purposes in Van Buren two 37Vi-kilowatt,
60-cycle. 22. 000-2. 200-volt transformers, and a 25-light constant-
current arc regulator, with two additional panels to the
switchboard, one for the arc light line and the other for com-
mercial lighting.
The substation at Liberty Center is built of concrete
blocks. The equipment is identical with that provided for
the Van Buren station. The high-tension wires are carried
are provided under each of the four tracks entering the build-
ing. The superstructure of the building is of brick and the
roof is of frame construction.
Equipment.
The car equipment consists of five passenger cars, one
work car and one express car. Four of the passenger cars
are of the combination single-end type and the other is of the
two-compartment interurban type. They are 45 feet in length,
weigh about 30 tons each, are mounted on Taylor trucks and
are equipped with four Westinghouse 93-A motors, K-14 con-
trollers, straight air brakes and have steel-tired wheels. The
cars are geared to run 50 miles an hour.
Personnel.
The Marion Bluffton & Eastern Traction Company was
organized in 1905. Four-fifths of the stock issued is owned
by residents of Bluffton. The officers of the company are:
L. C. Davenport, president; R. F. Cummins, secretary and
general manager; W. A. Kunkel, treasurer. The board of
directors is composed of the president, the secretary and
treasurer and H. C. Arnold, C. Max Hofnian, James W. Sale
and W. W. Edwards. C. W. Clark is operating superintendent
and electrical engineer. The operating office is located at
Bluffton.
High-Speed Electric Line in Italy.
Consul James E. Dunning, in a report from Milan, says:
"The Mediterranean Line, one of the two trunk systems
of steam railway in Italy, is seriously at work on the plans
for the continuation of the electric road now running from
Milan north to Varese and Porto Ceresio, about 50 miles, to
Laveno, on Lake Maggiore, via Ponte Tresa, on the Lake of
Lugano. At Laveno this extension, which will be operated
with the same high-speed express electric service now in
use between Milan and Varese and Porto Ceresio, will con-
nect with the existing steam branch to points north, includ-
ing Luino and Bellinzona on the St. Gothard main line; while
at Ponte Tresa another line, now projected, will start direct
Marion Bluffton & Eastern Traction Company — Car House, Near Bluffton, Ind.
direct from the pole line through 12-inch wall insulators to
the apparatus Id the rotary room.
Car House.
The ear barns are located just west of the city limits
ol Bluffton. The main building, 7n by 125 feet in floor area.
[vided Into a repair shop, 2 1 feet wide, and a car :;iorage
The machine Shop, in which the lathes, drills and
.is needed for car repairing are installed, is located
at the rear of the bay set aside for repair work Concrete pits
for Lugano, to connect there with the main line over the St.
Gothard pass. If the plan goes according to present indi-
cations, the new line — Milan, Varese, Ponte Tresa-Lugano —
will be in operation by the end of 1908, thus affording an-
other direct route to Lugano and tapping the richest Indus-
trial section of Lombardy."
The Knoxville Railway & Light C pany is now equip-
ping Its cars with fenders as fast as the work can be done.
n;i;
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 14.
CLEVELAND TRACTION SITUATION.
The prospects of a settlement of the Cleveland street
railway controversy under the holding company plan, by
which it is proposed to lease the Cleveland Electric Railway
to the Municipal Traction Company on the basis of an agreed
valuation of the property, have not brightened materially
during the past week. Since President Andrews of the Cleve-
land Electric Railway and President Du Pont of the Municipal
Traction Company submitted their estimates of the valuation
of the property to the city council on March 25, naming $105
and $45.10 respectively as the value of the company's shares,
neither side has been willing to make any change in the
method of computing the valuation, and both have charged
each other with bad faith in conducting the negotiations.
The city council on Tuesday of this week voted to fix a price
of $60 per share for the stock and the matter will remain
undecided until the Cleveland Electric directors have voted
on that proposition.
At the public meeting of the city council on March 30
it became evident that Mr. Andrews and Mr. Du Pont were
very far apart in their ideas as to the valuation of the Cleve-
land electric property, and that they could not agree as to the
methods to be followed in determining that valuation. Mr.
Andrews submitted a reply to Mr. Du Pont's communication
to the council on March 27, in which he explained the prin-
ciples on which he had calculated the value of the physical
property and franchises, saying that he had followed the
plan laid down by Mr. Du Pont at the beginning of the nego-
tiations. He charged Mr. Du Pont with bad faith in not
having followed the principles agreed upon. He said that
in determining the value of the physical property he had
followed the "Chicago plan" of adding to the cost of labor and
material 20 per cent for the legal and engineering expenses
incidental to construction, whereas Mr. Du Pont's figures
omitted all such items. He said that in computing the fran-
chise values he had estimated the value of the outlying
franchises on the basis of average earnings per mile for the
entire system. Mr. Du Pont had estimated franchise values
according to the earnings of each line and had allowed no
value for the outlying franchises after the franchises on the
more central connecting lines had expired.
Mr. Andrews also submitted in writing answers to a
list of 16 questions propounded by City Solicitor Baker at the
meeting on March 27, in which he explained in detail many
of the principles on which the valuation was based. The
remainder of the meeting was principally taken up by a debate
between Mayor Johnson, City Solicitor Baker and Presidents
Andrews and Du Pont in regard to the methods used in fixing
the valuation. The mayor asked Mr. Andrews to set a price
on the property, but Mr. Andrews declined, saying that he
had supposed that they were going to determine the real
valuation of the property, instead of attempting to name an
arbitrary price. The mayor then wished to inform the council
as to the data used in calculating the valuation in order that
it might set a price, but Mr. Andrews objected to having the
data made public as they had been given to Mr. Du Pont in
confidence.
At the mayor's suggestion it was then decided that the spe-
cial committee of five appointed on March 27 to formulate a
plan of arbitration meet on Monday afternoon to agree upon a
price which could be recommended for the Cleveland Electric
stock on the holding plan basis.
The committee met in secret sessions on Monday and
Tuesday, April 1 and 2, and at a public meeting of the council
on Tuesday morning submitted a report. The committee
recommended a price of $60 a share for the stock, to be re-
deemable at a 10 per cent increase, interest to be paid at the
rate of 3 per cent for the first year, 4 per cnt for the second
year, 5 per cent for the third year and 6 per cent thereafter;
that the company must accept the offer by May 1 or lose two
points monthly on the valuation thereafter until the date of
acceptance; that a security franchise be given to the Cleve-
land Electric Company, based on seven tickets for a quarter.
The council adopted the report by a vote of 30 to 1.
Mr. Andrews then said that he wished to submit the
proposition to his directors at once and asked if the holding
company would guarantee a 3-cent fare within the city limits
and a 5-cent fare outside, with a provision for the reversion
of the franchise to the Cleveland Electric Company in case
of failure. Mayor Johnson said he would make no such guar-
antees to the old company, but that any contract as to rate
of fare would be between the city and the holding company.
He said that he was willing to submit both the committee's
proposition and the Cleveland Electric Company's original
proposition to a vote of the people.
Mr. Andrews then agreed to submit the new proposition
to the directors as soon as possible and promised to inform
the mayor as soon as he was ready to give an answer.
TRAMWAYS IN FRANCE.
Consul-General R. P. Skinner forwards the following re-
port on the electrical transit system of Marseille:
When the city of Marseille contracted with the Com-
pagnie Generale Fram.-aise de Tramways, for the construction
of a complete electrical transit system, the terms of the con-
cession attracted wide attention, as they provided for: First,
2-cent fares (10 centimes); second, an annual minimum pay-
ment to the city of $19,300 plus 1 per cent of the annual re-
ceipts when such receipts should exceed $1,930,000, this per-
centage to increase with each $1,000,000 of additional receipts
until the total receipts would amount to $2,316,000, at which
time the city's share should remain stationary at 3 per cent;
third, reversion to the state of all rights and full proprietor-
ship as to tracks, wires, and other material occupying the
public thoroughfares, at the expiration of the concessionary
period of 50 years.
The company possesses similar concessions at Marseille,
Nancy, Havre, Orleans and Tunis, but the Marseille system
is by far the most important. The company, which was capi-
talized at $4,825,000 in 1891, has now increased its capital to
$8,106,000, divided into 84,000 shares of $96.50 each, and has
also issued $6,967,300 in 4 per cent bonds and $205,641 in 3
per cent bonds. The 4 per cent bonds are now worth in the
open market $95.44 and the 3 per cent bonds $81.44. The
shares have paid interest regularly for the past seven years
as follows: 1900, $3.86; 1901, $4.34; 1902, $4.34; 1903, $4.82;
1904, $5.31; 1905, $5.31, and 1906, $5.31. There is now some
talk of a $5.79 dividend for 1907, but this is hardly likely.
The shares are now quoted in the open market at $123.52,
which shows that the enterprise has been entirely satisfac-
tory from the investors' point of view.
The results to the public have been these: The city en-
joys the use of a street railway system which is probably as
coi lplete as any in Europe. The rolling stock is by no
means as elegant as in many American cities, but the cars
ate substantially constructed and answer all practical pur-
poses. The tracks reach out in every direction and converge
into the heart of the business district. While no transfers
are allowed, the fares are uniformly two cents, with the ex-
ception of one circular excursion route along the sea front,
upon which three cents is collected. Very general use is
made of the service, and, owing to the low fares, cars are
taken for distances so short that otherwise they would be
covered on foot. Electricity replaced horse cars and omni-
buses in 1900, but the new system was not completed until
1902. I supply below a table of statistics showing the exact
situation since 1900, when the 2-cent service was partially
inaugurated:
Length
of lines Number
in'exploi- of em- Mileage Number of Gross
i,;u tation. ployes. traveled. passengers. receipts,
L900 *44.9S 2,196 5,845,152 42,243,060 $ 876,055
1901 *50.39 2,125 6,730,243 48,581,585 1,019,539
1902 '62.91 2,047 7,875,289 61,180,191 1,240,995
1903 *64.70 1,763 8,387,623 64,605,692 1,317,S69
1904 *65.56 2,170 9,309,421 70,782,479 1,430,959
1905 »73.00 2,400 10,664,306 77,176,908 1,550,183
L906 »76.56 2,400 12,016,661 SS,943,150 1,781,994
♦Miles.
April 6, 1907
ELECTRIC RAILWAY REVIEW
467
PIPING AND POWER STATION SYSTEMS.— XXXVI.
BY W. h. MORRIS, M. E.
/?/#/MET.
Though this saving is conspicuous in the larger sizes,
it is doubtful whether there are any advantages attending the
use of dry vacuum pumps on condensers smaller than 16
inch diameter of exhaust. The service to which this class
of machinery is subjected is rather severe because of the
high temperature of the air resulting from compression and
the large quantity of oil entering the cylinder. The oil burns
on the valves due to the high temperature and therefore re-
quires considerable care and attention on the part of the
attendant to keep the pump in a working condition. The
smaller sizes of condensers, such as would be operated with
out air pumps, may require more steam for the circulating
pump, but as the air pump also requires steam to operate it
and an expenditure for oil, re-
pairs, attendance, interest on
investment, etc., the saving is
too slight to justify the use
of additional apparatus.
There is a special design
of elevated jet condenser
which employs two tail pipes,
one being restricted in size
and designed for a high
water velocity to eject the air
and discharge it into the hot
well. The other tail pipe,
which is of sufficient size to
carry away all the water
which the ejection pipe will
not discharge, has its opening
from the condenser bowl at
a higher elevation than the
ejection pipe opening. A
condenser designed on this
principle is shown in Fig.
269 (J 1-1) and it has been
claimed that a vacuum of 26
and 27 inches has been main-
tained with a high tempera-
ture of the water in the hot
well, and no other means pro-
vided for removing the air
other than the air ejection
tail pipe. This being the
case, but very little additional
machinery and apparatus is
required with this condensing
arrangement, the circulating
pump being any one of the
standard low pressure de-
signs, the one which is most
flexible and efficient being a
direct connected engine type
Figure 269— (J1-1).
centrifugal pump, the exhaust of which is piped to the feed
water heater.
A motor driven pump is quite attractive to operating engi-
neers on account of its simplicity and reliability, but it is
much less efficient than an engine driven pump, the exhaust
of which is used for feed heating. A difficulty which is expe-
rienced with motor-driven centrifugal pumps is that of start-
; .ii>!' user without a dry vacuum pump, as the water
must then be raised to about twice its normal elevation, as
Che water in the tail pipe is not there to balance a column of
equivalent height in the injection pipe. The speed of the
motor being fixed, and the centrifugal pump not being capable
of raising water much above the bead lor which it was de-
signed, it is necessary to have the motor constantly driving
a high lift pump for low lift service. In the case of engine
driven pumps, however, it is possible to temporarily increase
the speed of the engine sufficiently to start the condenser oper-
ating and establish the vacuum, after which the speed may be
reduced to the operating conditions determined by the amount
of water required.
An engine for this service should be economical in steam
consumption, a vertical compound engine being employed if
the condenser is of large size. By using auxiliaries which are
economical in the use of steam, it is possible to run all the
auxiliaries non-condensing and use the auxiliary exhaust
steam for heating the feed water. If a dry-air pump is em-
ployed, it should also be steam-driven either directly or com-
bined with the circulating pump.
A geared motor driven pump is quite unsatisfactory as a
power station auxiliary for any service, unless possibly the
small air compressor used for blowing out armatures, etc.
This machine is, however, not essential for continuous opera-
tion and a motor drive with an automatic controlling switch
has been found entirely satisfactory, the outfit being generally
such as is used for the air brake system on electric cars.
Feed pumps, and circulating and air pumps should be driven
from a source of power the speed of which can easily be va-
ried. The motor drive is objectionable because it is not easily
adapted to -\ariations in speed and the continuous rumbling
noise of the gearing is very annoying. To insure the best
results from the station operator it is quite necessary that the
plant be as quiet as possible so that he can easily hear any
unusual sound and locate the difficulty.
The dry vacuum pump is not wholly necessary with sur-
face condensers, but unlike the elevated jet condenser some
provision mast be made for removing the air with a pump,
either of the wet or dry vacuum type. Air that accumulates
in a surface condenser is in the compartment together with
the condensation and in no way comes in contact with the cir-
culating water. The movements of the condensations are com-
paratively slow and not sufficient to remove the air. The air
may be taken together with the water, or separately, as shown
in Figures 2S and 29, Chapter 4. The wet vacuum pump is that
most generally used and is so termed because it handles the
air together with the condensation. This class of pump is
also used for the suction type jet condensers to remove the
air and condensation, and when so used is generally styled
an "air pump." The class of service is practically the same
for both condensers, the jet condenser having approximately
thirty times as much water to handle and a correspondingly
greater amount of air. The action of this combined air and
Figure 270— (J1-2).
water vacuum pump is somewhat peculiar, its jerky motion
not being generally understood. Figure 270 (J 1-2) shows
;lie wet vacuum pump attached to a condenser. When the
pump is in regular operation, but little condensation is being
handled, and that is well down in the suction pipe. When the
pump is discharging the contents of the water end. one side is
under pressure marked -f- and the other side is at the same
pressure as the condenser and is marked — . The pressure
behind the steam cylinder is also under pressure marked +,
this pressure being maintained sufficiently high to overcome
468
ELECTRIC RAILWAY REVIEW
Vol. XVI 1. No. 14.
the pressure on the water end marked -f. The work per-
formed in compressing the contents in the water cylinder
marked -f is similar to compressing a spring. The air con-
tained in the water cylinder being the elastic body, as soon
as the steam valve has crossed over the port and allowed the
exhaust port to communicate with the end of the cylinder that
has been under compression, the support in the steam cylinder
is taken from the end of the piston rod, and the compressed
air in the water end marked -J- is free to expand, thus caus-
ing the quick recoil so conspicuous in this class of machinery.
The recoil movement will reach almost the full stroke when
the pump is running above speed, and when there is no re-
coil the pump is taking only water, the air in this case ac-
cumulating in the condenser and by keeping the steam from
the condensing surfaces, reduces its capacity and as the ca-
pacity becomes less than that required to condense the steam
delivered to the condenser, the vacuum drops.
The amount of air that is being handled can easily be
judged by the amount of recoil. The amount of recoil neces-
sary for successful operation can only be determined by
observing the vacuum, as the volume of air is largely depend-
ent upon the tightness of the piping, stuffing boxes, etc.
When the amount of recoil of the pump piston eraches nearly
the full stroke, it is an indication that there are air leaks
which should be located at once and made air tight. This is
in many cases a very difficult operation, both the locating of
the leak as well as to close them after they have been found.
One of the most positive methods of showing up the leaks
is to fill the vacuum system with water and put a slight
pressure on it, about 10 pounds to the square inch, and while
the pipes are filled with water make a careful inspection of
the entire system, marking or drawing up all joints and
stuffiing boxes where leaks are found. In case the exhaust
pipes are large, it may be necessary to place posts under the
pipe to support the additional weight, as 10 feet of 24-inch
pipe will contain about 3,000 pounds of water. Another
method of locating leaks in the system is to create a low
vacuum on the system, say five pounds, and with a small
pointed brush, shellac the joints, observing carefully where
the shellac is drawn in. Many of the small leaks can be
closed in this manner, but where large leaks are found it
may be necessary to make a new joint. Another method, but
quite crude, is to give all the joints a heavy coat of pitch,
while the vacuum is maintained on the system, trusting that
the pitch will fill up the cracks and stop the leaks.
If gas is obtainable at the plant the entire piping system
can be filled with gas and leaks located by a candle passed
around the joints. The quantity of gas necessary would not
be expensive, a thousand cubic feet being sufficient to fill
a large system, say 140 feet of pipe 3 feet in diameter. To
fill a line with gas. it is of course necessary to fill it with
steam and then close up the system, and as the steam con-
denses allow gas to fill the pipe.
(To be Continued.)
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
BY .1. ROSENRERGBR, IX. B.
Electric Railway Statistics of Canada.
According to the annual report of the Department of
Railways and Canals of Canada, there were in operation at
the close of the fiscal year ended on June 30. 1906, 814 miles
of electric railway, 195 miles being double-tracked. The
paid-up capital amounted to $63,857,970. The gross earnings
aggregated $10,966,872, an increase of $1,609,747, and the
working expenses $6,675,038, an increase of $756,844, leaving
the net earnings $4,291,S34, an increase of $S52,903. The
number of passengers carried was 237,655,074. an increase of
34.187,757, and the freight carried amounted to 506,024 tons,
a decrease of 4,326 tons. The car mileage was 50,618,836, an
increase of 4,659,735 miles. The accident returns show a
total of 47 persons killed during the year and 1,653 persons
injured. Power was supplied in 15 cases by water, and in
41 cases by steam. Ontario has 441 miles, Quebec 198, New
Brunswick 16. Xova Scotia 54. Manitoba 32. and British
Columbia 72 miles. Returns were received from 47 com-
panies.
Rails and Fastenings Not Fixtures.
The landowners from whom a right of way was obtained
for a suburban electric railway, the supreme court of Georgia
holds, Georgia Railroad & Banking Company vs. Haas. ",6
Southeastern Reporter, 313, could not successfully claim the
rails and fastenings laid solely for the purpose of operating
the road as being fixtures forming part of the land itself, and
not movable therefrom.
Passenger Carried Beyond Destination Leaping from Car.
It is certainly true as a general proposition, the supreme
court of appeals of Virginia says, Newport News & Old Point
Railway & Electric Company vs. McCormick, 56 Southeastern
Reporter, 2S1, that the misconduct of the conductor in carry-
ing a passenger beyond his destination can afford no sufficient
justification for his hazarding life or limb in jumping from
a moving car. If. however, he should negligently persist in
doing so and suffers injury, he is to be regarded as the author
of his own misfortune, and his right to recover is barred,
upon the principle that the negligence of the company in
failing to stop the car was the remote, while the negligence
of the plaintiff in leaping from the car while in motion was
the proximate, cause of the injury.
When One Car Meets Another Stopped on Adjacent Track.
When a car has been stopped at the usual place for dis-
charging passengers, the court of appeals of Kentucky holds,
Louisville City Railway Company v. Hudgins, 98 Southwestern
Reporter, 275, it is the duty of those in charge of an approach-
ing car on the other track to have it under such control that
it may be stopped at a moment's notice, so that persons who
have alighted may cross the track safely. It is manifestly
dangerous, while passengers are alighting from a car, to
permit another car, .not under perfect control, to run by it
on the adjacent track, as the motorman cannot discover the
peril of the person attempting to cross the track in time to
prevent injury, and it must be anticipated that persons who
have alighted from a standing car at a street crossing may
cross the street immediately behind it. It is said that it is
the duty of the passenger after alighting from a street car
to stand in the street until the car has gone a sufficient dis-
tance to enable him to see an approaching car, and to allow
persons in charge of the approaching car to discover them;
in other words, that it is the duty of passengers to exercise
ordinary care for their own safety. That is true, but the
passenger is not to be charged with negligence because he
fails to anticipate that the company from whose car he has
just alighted will place him in imminent peril from another
car before he has had opportunity to reach a place of safety.
The duty that persons operating street cars owe to passen-
gers does not end immediately when the passenger has
stepped safely to the ground. They are required to. and
should, exercise ordinary care to prevent injury by their cars
to persons who have left the car while they are attempting
to reach the street or a place of safety.
Highest Court on Paving Requirement.
The supreme court of the United States says that the
case of the Fair Haven & Westville Railroad Company v. City
of New Haven, 27 Supreme Court Reporter, 74, involved the
validity of an assessment of $36,S79. against the company,
for the cost of paving between its tracks and for 1 foot on
each side thereof, and it affirms a judgment approving of
the assessment with a deduction of $3,590.85 for the cost of
repair. It says that by its original charter, granted in 1862,
the company was required to keep the street between its
tracks, with a space of 2 feet on each side of the tracks, in
good and sufficient repair. It was also provided that the act
might be altered, amended, or repealed at the pleasure of
April 6, 1907.
ELECTRIC RAILWAY REVIEW
469
the general assembly. In the amendment of the charter in
1864 this obligation was retained, and also in the public acts
of 1893. In the act of 1S95 the duty of paving and repaying
was imposed on all railway companies. The court assumes, for
the purpose of its discussion, that the duty to repair did not
include the duty to pave and repave, although much can be
said and cases can be cited against the assumption. Did
the change and increase of burden upon the company come
within the limitations upon the' reserved power of the state?
Had it no proper relation to the objects of the grant to the
company or any of the public rights of the state? Could it
be said to he exercised in mere oppression and wrong? All
of these questions must be answered in the negative. The
company was given the right to occupy the streets. It ex-
ercised this right first with a single track, and afterwards
with a double track. Before granting this right the state
certainly could have, and reasonably could have, put upon
the company the duty of paving as well as of repairing. Such
requirement would have been consistent with the object of
the grant. It is yet consistent with the object of the grant.
It is not imposed in sheer oppression and wrong, and the
good faith of the state cannot be questioned. It is imposed
in the exercise of one of the public rights of the state, — the
establishment, maintenance, and care of its highways. The
extent of this right is illustrated by West Chicago Street
Railroad Company v. Illinois, 201 United States Reports. 506,
and cases cited.
affected the situation or changed its right so far as the ques-
i 'on of fares was concerned. Such change has been author-
ized under general laws, and, by complying with the require-
ments of the statute with reference thereto, it may be law-
fully made.
Need Not Transfer to Leased Elevated or Steam Lines.
Section 78 of article 3 of the New York railroad law pro-
vides that "any railroad corporation or any corporation own-
ing or operating any railroad or railroad route within this
state, may contract with any other such corporation for the
use of their respective roads or routes, or any part thereof,
and thereafter use the same in such manner and for such
time as may be prescribed in such contract." The court of
appeals of New York says, People v. Brooklyn Heights Rail-
road Company. 79 Northeastern Reporter, 838, that, as it
understands the phrase "any railroad corporation," etc., it
refers to every railroad incorporated under the provisions of
the act. Such corporation "may contract with any other
such corporation." No limitation is apparent. A steam rail-
road corporation can lease another steam surface railroad,
a street surface railroad or an elevated railroad. So with a
steet surface railroad. It may lease another street surface
railroad or steam surface railroad or an elevated road; but
when one railroad corporation undertakes to lease and ope-
rate another road, it assumes all the duties, obligations, and
requirements imposed by the statute and the character of
such railroad. Such duties and obligations in the operation
of steam surface railroads are in many respects different
from those imposed in the operation of street surface roads,
and in the operation of elevated roads there are still other
obligations assumed which are materially different.
The court thinks it apparent, therefore, that when the
legislature authorized the defendant to lease and operate the
elevated and steam surface roads here in question, it not
only became empowered and authorized, but it was also its
duty, to operate such roads in accordance with the require-
ments of their respective characters. Having had cast upon
it the duty and obligation to operate such roads in accordance
with the requirements of their charters and the statute ap-
plicable thereto, as such lessee, it became entitled to all of
the privileges and benefits authorized by their charter and
the statute, unless such roads were brought within the mean-
ing of the sections in article 4 in which the defendant is
limited to the charge of but one fare. The court thinks that
they are not. As the court construes those sections, they
have reference to street surface railroads and no others.
Nor does the court think that the defendant, in dispensing
with steam as a motive power and substituting electricity,
Duty of Motorman Seeing Person on Trestle.
Where a woman was walking on the trestle or unfloored
bridge of an interurban electric railway, near the city limits,
the court of civil appeals of Texas holds. Northern Texas
Traction Company vs. Mullins. 99 Southwestern Reporter. 433,
that, after the discovery of her perilous position, it was the
duty of the motorman to use "the greatest precaution to avoid
injuring" her. In other words, as supported by numerous
authorities, in such cases, the law, as well as the dictates of
humanity, imposed upon him the duty of using every means
then reasonably within his power, consistent with safety to
himself and others on the car, to avoid running the woman
down. Such duty certainly demanded of the motorman prompt
rejection of any merely speculative chance that the woman
would "get off" the track in time.
Name Does Not Make Extension — After Grant Ends.
The use of the tracks of a line for a short distance by
an alleged branch, the supreme court of the United States
holds, in Cleveland Electric Railway Company vs. City of
Cleveland and Forest City Railway Company, 27 Supreme
Court Reporter, 202, does not make the latter a mere extension
of the former. And because on some occasions it has been
called a branch does not alter the weight to be given the
facts, or turn the branch into a mere extension where it has
been otherwise uniformly treated. The branch road certainly
did not become a part of the main road simply because it
ran in connection with it, or because it ran over a small por-
tion of the tracks of that road. It remained what it started
out as. a road with a separate route and a different term of
life. Upon the termination of the grant to such branch the
title to the rails, poles and other appliances for operating
that road, and then remaining on the various streets, remained
in the railway company which had been operating the road.
Another company could not avail itself of an ordinance, so
far as taking possession of such property was concerned.
Right Speed Cannot be Shown by Experts or Ordinances.
In a case where an electric car struck a pedestrian walk-
ing near the outer edge of the track, the court of appeals
of Kentucky holds. Ford's Administrator vs. Paducah City
Railway, 99 Southwestern Reporter. 355, that there was no
error in refusing to permit a witness to testify as to what
would be a reasonable rate of speed, for the reason that
what might be negligence in the speed of a car in one portion
of a city might not be negligence in another portion thereof;
in fact, what would be negligence in the speed of a car in
one square of a street might not be negligence in the next
square. So it is impossible to fift an arbitrary rate of speed
at which it would be safe to operate a car within the city
limits. It has been held that to move a car at all is per se
(by itself) dangerous. The danger is not confined alone to
the speed with which the car is moved, but to the manner
in which it is operated as well, and, when the jury is told
how fast the particular car in question was moving, the
condition of the track over which it was moving, and the
use to which the street was put over which it was moving,
they must judge for themselves as to whether or not the rate
ol speed, under the circumstances and conditions shown to
exist, was excessive. Nor does the court think that there
was error in a refusal to permit to be introduced in evidence
an ordinance of the city requiring street cars to move in the
business sections of the city at a rate of speed not exceeding
eight miles an hour, and elsewhere at a rate not exceeding
iles an hour. The court says that the violation of a city
ordinance is no more evidence of negligence than obedience
to its provisions would be evidence of due care.
47(1
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 14.
News of the Week
Central Electric Railway Association.
President H. A. Nicholl of the Central Electric Railway Asso-
ciation has appointed a supply men's committee, composed of the
following members: John F. Ohmer, chairman. Dayton, O. ; L. J.
Drake, treasurer. Indianapolis, Ind.; S. D. Hutchins, Columbus, O.;
William Bloss, Indianapolis, Ind.; R. W, Palmer, Cincinnati, O.
North Jersey Street Railway Company Indicted.
The grand jury of Essex county, New Jersey, on March 30 re-
turned indictments against the North Jersey Street Railway Com-
pany, a subsidiary of the Public Service Corporation of New Jersey,
charging overcrowding, poor equipment, with inadequate fenders,
and unsanitary condition of cars.
Chief Justice William Gummere of the supreme court on March
27 had addressed the grand jury, which had been investigating
street railway conditions in the county, and cautioned them against
yielding to "public clamor." Justice Gummere said:
"It makes no difference whether fenders on the cars are of the
latest, up-to-date model, so long as they are fenders that will save
any obstacle from going beneath the wheels and are fenders
approved in general by companies throughout the country.
"In the matter of sanitation, the company is only expected to
have the cars cleaned at regular intervals. The company cannot
be expected, owing to the extent of its service, to have the cars
immaculate. The amount of dust brought in by the public on rainy
and stormy days makes it a very hard task for the company to
keep the vehicles cleaned.
"Those are matters that are left to the common sense of the
jurors as to whether they are severe enough to menace the public
health and warrant an indictment. But it is not fair for the jury
or the bench to swerve one iota from the performance of a sworn
duty because of the clamor of the public or the influences of the
moment.
"No man can serve the public no matter how honestly and fail
to escape criticism by those who do not appreciate the importance
of doing the right thing for the public without regard to appear-
ances. The grand jury is just as much derelict in the performance
of its duty when it yields to. the public clamor and indicts an inno-
cent man as it is when it fails to indict a man who is guilty."
Memphis Court Sustains Low-Fare Ordinance.
Judge Pittman of Memphis. Term., has decided in favor of the
plaintiff in the case of William G. Byrne against the Memphis
Street Railway Company in which the plaintiff seeks damages be-
cause the company refused to sell him six tickets for 25 cents, as
provided in a city ordinance. The company based its refusal on
its franchise ordinance, which provides for a 5-cent fare. The
court holds that this ordinance is invalid and does not constitute
a contract for the reason that the legislature of the state of
Tennessee had expressly and unequivocally declared that no taxing
district should make any contract of any description, except
in writing, to be signed by a majority of the fire and police commis-
sioners and a majority of the board of public works.
Isidore Newman & Sons of New Orleans, who control the
Memphis Street Railway, have given out the following statement:
"Before we became interested in the company our attorneys
reported favorably on the franchise. The franchise provides for a
5-cent fare for a continuous ride but reserves the right to the city
to request the company to sell 11 tickets for 50 cents. The or-
dinance stipulating 6 tickets for 25 cents was passed some months
ago during the political turmoil which existed between the two
factions in the management of the city. When the ordinance
was first introduced w'e were advised by counsel that the city
could not enforce the sale of tickets except as provided in the
franchise. Though the city council passed the ticket ordinance,
no attempt was made to enforce it by the city.
"After the passage of the ordinance, a citizen was ejected
from the car for refusal to pay his fare because the conductor
would not sell him tickets. This citizen brought suit against the
company for damages. The case was tried in a lower court and a
preliminary decision was rendered today. The company will appeal
this decision. We are most confident that the higher courts will
sustain the rate of fare provided in the franchise, for the franchise
constitutes a contract between the company and the city.
"We are advised that no other question as to the franchise
is involved in this decision."
Legislation Affecting Electric Railways.
Iowa. — The Meredith bill to encourage the establishment of
automobile railroads in Iowa has been passed by the house. The
bin declares that any railroad operated over any track other than
steel or iron shall be known as an "automobile railway," and con-
fers on such a road all the rights and privileges now enjoyed by
other lines of transportation in Iowa. — The house has also passed
by a unanimous vote a bill requiring street railways to permit inter-
urbans to use their tracks and terminal facilities and requiring
them to furnish power for the interurbans.
Nebraska. — The senate has passed a bill which requires city
railway companies to permit interurban railways to use their tracks,
terminals and power facilities.— .The bill to permit city railway com-
panies to own interurbans has been indefinitely postponed by the
house, at the instance of the sponsors of the bill, because of the
large number of restrictions added by amendments.
Pennsylvania. — Senator Brown of Harrisburg has introduced a
bill permitting street railway companies to enter into contracts for
the sale of electric power to motor truck, express or parcel carrying
companies under such terms as may be agreed upon. The object
of the bill is to enable the Philadlphia Rapid Transit Company to
enter into a contract with a company which is being organized
to run automobile express wagons on its tracks. — The McNicol-
Fahey bill to permit the city of Philadelphia to enter into a contract
with the Philadelphia Rapid Transit Company has passed both
houses and has been sent to the governor. The bill provides:
"That it shall and may be lawful for any city, borough or
township of the one part and any street passenger railway company,
surface, elevated or underground or motor power company leasing
and operating the franchises and property of such company within
the limits of such cities, boroughs or townships of the other part,
to enter into contracts with each other affecting, fixing and regu-
lating the franchises, powers, duties and liabilities of such com-
panies and the regulations and respective rights of the contracting
parties. Such contracts may inter alia provide for payments by the
companies to the local authorities in lieu of the performance of
certain duties or the payment of license fees or charges imposed
in favor of such city, borough or township by the charters of the
respective companies or by any general law or ordinance for the
appointment by the local authorities of a certain number of persons
to act as directors of such company, and further may provide for
the ultimate acquisition by the local authorities upon terms mutu-
ally satisfactory of the leaseholds, property and franchises of the
contracting parties."
Wisconsin. — The legislature has ordered engrossed the Elver
bill limiting the hours of service for street railway employes to 10
hours a day within a period of 12 consecutive hours. — A bill now
before the house places the building of new electric lines or ex-
tensions of present lines under the control of the state railway
commission. The bill also provides that no steam or electric line
shall be built parallel to an existing line within a distance of 30
miles, unless the commission decides that the proposed line is
necessary and would prove a profitable investment. The bill also
requires all corporations operating in the state to report to the
commission on request full lists of their stockholders and the
amount of stock held by each.
Rapid Transit Affairs in New York.
The rapid transit commission on April 2 began advertising for
bids for the construction and operation of the Lexington avenue,
tne Seventh avenue, the Eighth avenue and the Jerome avenue
subway routes. Bids will be opened on Thursday, April 25, and
the board will award the contract within 15 days thereafter. The
subways are to be built by sections; in the case of Lexington
avenue route there will be 11 sections to bid for. The operating
company will have a contract for 20 years, with the privilege of
renewal for 20 years more. -
The board of estimate on March 28 approved of the form of
contract for the Seventh and Eight avenue routes.
President Shonts and other officials of the Interborough-Metro-
politan company held a conference on March 26 with Corporation
Counsel Ellison and representatives of various West Side organiza-
tions, at which it was agreed that the company would remove
its unused tracks on Amsterdam avenue, from Seventy-second to
One Hundred and Twenty-ninth streets, and on other streets. A
bill is to be introduced in the legislature providing for the removal
of the tracks without invalidating the company's franchises.
"The result of the agreement reached at the conference." said
Mr. Shunts, "will be the clearing of Amsterdam avenue and other
thoroughfares of surplus and discontinued car tracks. All that I
asked for was that our franchises should not be taken from us be-
cause of the tearing up of the rails. There will be nothing in the
bill validating any franchises which may be defective. It will
merely provide that if in the future the needs of traffic should
require the operation of the roads now out of service the company
shall be allowed to relay the tracks under conditions which will be
acceptable to the board of estimate or the rapid transit commis-
sion, or, if the public utilities bill passes, to the commission which
will be appointed under that act.
"It is apparent that we could not consent to take up the tracks
without some protection to our interests. For instance, securities
have been issued on the strength of the franchises held in the case
of these lines, and while we will go on paying the interest on the
securities, it w'ould be unfair to the stockholders to agree lo an>
canceling of the franchises. Again, in the case of some other prop-
erties, we have merely leased them, and it is not in our powe,- to
consent to an extermination of those roads."
There are about 25 miles of disused car tracks in the city,- most
of them being old horse car lines in the lower part of the city, over
which one car a day is run in order to keep the franchises alive.
E. W. Winter, president of the Brooklyn Rapid Transit Com-
pany, has refused to grant the petition of patrons of the Brighton
Beach division of the Kings County Elevated for transfers to the
Montague street cable road, running from Court street to Wall
street ferry. Mr. Winter said: "The company has so increased
its transfer system that in 1907 it will issue 84 per cent more trans-
fers than it did in 1906. To grant this request for transfers would
complicate matters too seriously."
The New York State Board of Tax Commissioners on March
29 reported the special franchise tax assessments for 1907. The
assessments on New York city corporations have been increased
from $361,479,300 to $466,855,000, an increase of $105,375,700 over
1906. The assessment on the Brooklyn Rapid Transit Company is
554,645,000, an increase of $16,166,000; on the Manhattan Elevated
Railway the assessment is $74,900,000, an increase of $12,200,000;
on the Metropolitan Street Railway, $24,600,000, an increase of $5,-
797,000,and on the Interborough Rapid Transit Company, $24,000,-
000, an increase of $6,000,000.
April 6, 1907.
ELECTRIC RAILWAY REVIEW
171
St. Louis Municipal Assembly Defeats 3-Cent Fare Bill. — A bill
providing for 3-cent street car fares in St. Louis was defeated in
the last hours of the session of the municipal assembly on March
28, after it had been reported unfavorably by the railroad commit-
tee, by being referred back to the committee.
Threatens to Forfeit Franchise. — The city council of Kalamazoo,
.Mich., on March 2G passed a resolution demanding that the Michi-
gan United Railways Company pay within 10 days the sum of
$15,921, said to be due the city for paving between the company's
tracks. The resolution states that unless the money is paid within
the time stated the company's franchise privileges will be declared
forfeited and the city will take possession of the streets and of the
company's property as security. The company has offered to pay
$10,000 at once and the rest this summer.
Strike on Michigan United Railways. — The motormen and con-
ductors employed by the Michigan United Railways Company, which
operates the city systems of Lansing, Kalamazoo and Battle Creek,
Mich., as well as an interurban system connecting those and other
Cities, struck on the morning of April 3. About 200 men are
affected. Several conferences between the men and the officials
were held on April 2. The company offered an increase of one
cent an hour but the men refused to accept it. demanding 23
cents an hour on the city lines and 25 cents on the interurban
lines. They now receive IS, 19 and 20 cents an hour.
Strike at Montgomery, Ala. — The street car service in Mont-
gomery, Ala., has been tied up for several days. On March 27, 125
employes of the Montgomery Traction Company went on a strike
because of the refusal of the company to accede to the following
demands: Recognition of the union; U-hour day; straight day
work with dinner and night relief; time for meals so that they will
not be forced to eat on the cars; 20 cents an hour for men for
the first six months' service, and after that 22 cents; 25 cents an
hour for overtime for all over 12 hours' work. Some cars have
been running during the day, but at night service has been entirely
discontinued. The company is importing strike-breakers.
Will Prosecute Dishonest Conductors. — The Cleveland Electric
Railway has had considerable trouble of late from embezzlement
of fares by conductors, who have failed to register the proper
number of fares. The practice in the past has been simply to
discharge such offenders when caught, but the company last week
had several conductors arrested, who had been caught "knocking
down" fares, and will prosecute them. "The company proposes to
stamp out dishonesty on the part of conductors if it is possible to
do so," said G. L. Radcliffe. general superintendent, last night.
"We have come to the conclusion that arrests backed by vigorous
prosecution will remedy an evil that discharges do not seem to
reach. Dishonest employes are to be prosecuted from now on.
The practice of arresting conductors who hold out fares seems to
be very successful in raising the standard of honesty on systems
in a number of eastern cities. We will now see how it works in
Cleveland."
Committee Advises Against Corporation Profit-Sharing Plan. —
A commission named by the governor of New Jersey to investi-
gate the feasibility of requiring public utility corporations to share
their profits with municipalities in which they operate made its
report on March 28. The commission advises against the adoption
of such a plan and recommends the continuance of the present plan
of requiring those companies to pay a franchise tax based on
the gross receipts. Several reasons are given for advising against
the profit-sharing plan, among which are the following: 1. That
differences in capitalization of these companies would make a
profit-sharing tax unequal. 2. That the revenue that would be re-
ceived would be very small in most instances unless the dividends
allowed to stockholders should be placed lower than the dividends
received on most investments. 3. That except in populous centers
it would discourage the acceptance of franchises under the present
law limiting those franchises to 20 years.
President Tuttle on Electric Railways. — Replying to a request
that the Boston & Maine Railroad equip its Stoneham branch
for electric trains, President Lucius Tuttle has written to Charles
H. Hoyt of Winchester as follows: "Your suggestion is an easy
one to make, but in the present state of the art the substitution of
electricity for steam power on general railroad service has not
passed beyond the experimental stage, and is not yet sufficiently in
use anywhere to demonstrate its practicability or feasibility. It is
true that the New Sfork Centra] and the New York New Haven &
Hartford roads are completing plans for handling their passenger
traffic to and from the Grand Central station in New York by elec-
trically equipped trains, but as there is no freight traffic handled
by either of these roads to and from the Grand Central station, the
problem Is not with them as difficult as it would be if they were
undertaking to proviile < I. ■ lie power for handling all the road's
traffic, both passenger and freight. In so far as the matter has yet
been worked out the details of operating expenses are necessarily
Incomplete, hut there is good reason for the belief that because of
electric operation — as compared with that of steam locomotives — it
is very much greater, but how much no one can tell. Again, in the
past 15 years tin- introduction of rapid transit by electric railways,
which give greater convenience to suburban travel than can possibly
be furnished by steam railroads, has so diminished the volume of
railroad uburban traffic that it is upon the whole now be-
coming a qui lion whether there Is any profit at all derivable by
the steam railroads from the carrying of short distance suburban
travel at the existing low rates charged therefor, and not only the
Boston & Maine, but railroads carrying similar traffic everywhere,
are fast corning to the belief that the surrender of this kind of
travel to the street railways unci interurban trolley lines will be
from every point of view the lest solution of the problem."
Construction News
FRANCHISES.
Atlanta, Ga.— The Georgia Railway & Electric Company has
se :ured the consent of the council to lay a double track from the
orner of Berne street and South boulevard, along South boulevard
to Confederate avenue and on Confederate avenue to Little Switzer-
land, where a new park now is being built.
Brazil, Ir.d. — The Indianapolis & Western Traction Company
has made application for permisssion to enter Brazil with its
interurban line.
Brunswick, Ga.— F. D. M. Strachan, Brunswick, Ga.. and asso-
■ iates have been granted a 40-year franchise for an electric rail-
way system and lighting plant. It is stated that in return for
the franchise the grantees have agreed by contract to purchase
and turn over to the city the present waterworks plant at an |
arbitrated value, the city to pay for the plant at the rate of
$10,000 a year.
Fairfield, la. — A franchise lias been granted by the city council
to the Iowa-Missouri Traction & Power Company to operate its
line in this city, the exact route to be determined later.
Jamestown, N. Y. — The Jamestown Street Railway Company
has applied for permission to run its Lakewood line under the
Erie Railroad's tracks near the Crystal ice houses. The crossing
will he 17 feet high and 30 feet wide. The application will be
acted upon by the railroad commissioners at Albany, X. V on
April IK.
Kansas City, Mo. — An application for the extension of its
Prospect avenue line from Thirty-first street to the Swope Park
line, a distance of two miles, has been made by the Metropolitan
street Railway Company. Action has been referred to the com-
mittee on streets, alleys and grades.
Kewanee. III. — The franchise of the Galesburg & Kewanee
Electric Railway, which was declared invalid some time ago by
the Wethersfield village board, because the company had not com-
pleted its line according to the terms of the original franchise,
has been teinstated by action of the board on March 26.
Lincoln, III. — The Springfield & Northeastern Traction Company,
a line associated with the Illinois Traction System, which will con-
nect Springfield, Bloomington and Mackinaw, has been granted
a 50-year franchise for the right to build its line through Lincoln on
Chicago street.
Marengo, la. — The Marengo & Midland Interurban Railway
has been granted a franchise for the use of several streets and
alleys in this city.
Milwaukee, Wis. — At a meeting of the council committees on
railroads and judiciary favorable action was taken on the applica-
tion of the Chicago & Milwaukee Electric Railroad to operate its
cars on Wells street from Fifth to Second streets, provided that
other urban and interurban lines be allowed the use of the tracks
upon payment of a reasonable rate for such privileges.
Norwalk, O. — A franchise has been granted by the city council
to the Cleveland & Indianapolis Interurban Railway, which will
build a line form this city to Bluffton, Ind.
Reading, O. — The Cincinnati Reading & Middletown Street
Railway, which is building a line from Cincinnati by way of
Sharon to Middletown. O., has applied for a franchise to enter
Reading with its interurban line. Guy M. Mallon of Cincinnati
is interested.
Roanoke, Va. — The ordinance recently introduced for the ex-
tension of the Roanoke Railway & Electric Company's line on
Genesee street from Thirty-ninth to Forty-third streets, has been
approved.
St. Louis, Mo. — The bill authorizing the St. Louis Electric
Terminal Railway Company, owned by the Illinois Traction Com-
pany, to lay its tracks on streets in North St. Louis, has been
passed by the house of delegates. A charter already has been
granted by congress for a bridge across the Mississippi river at
Salisbury street and it is stated that with the signing of the fran-
chise bill, work will be started on the line in St. Louis and on the
bridge. A large passenger station will be erected at Eleventh street
and Lucas avenue. Freight terminals will be erected on the 24
acres of ground purchased by the company in North St. Louis.
The St. Louis line is intended to be the terminus of the extensive
system of the McKinley interurban lines in Illinois.
Silver Creek, N. Y. — The Buffalo & Lake Erie Traction Com-
pany, which is building an interurban line between Buffalo and
Erie, has applied for a franchise to lay its tracks through Silver
Creek. J. C. Calisch, Buffalo, general manager.
Vincennes, Ird. — The Vincennes Washington & Eastern Trac
Hon Company, which is building a line from Vincennes to Loo-
gootee, In I., has been granted a franchise feci- its line in this city,
it is stated that work will lie commenced at once and that the
c pany guarantees to have trains running inside of one yeai
W. II. Schott of Chicago, president.
Waterloo, Ind. — The Toledo & Chicago Interurban Railway has
been granted a franchise to operate its Interurban line in this
city.
Wheeling (W. Va.) Traction Company. — An ord now
472
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 14.
before the city council provides that this company may construct
a second track and make other improvements. B. \\". Peterson,
vice-president.
York, Pa. — The application of the York Street Railway for a
franchise to operate its line in several streets of the city was denied
by the mayor upon the company's refusal to, pay 3 per cent of
one-seventh of the gross receipts of its interurban business to the
city.
Youngstown, O. — A fraurlii.se lias been granted to the New
Castle & New Wilmington Electric Railway to operate its line in
this city. This company, which is building an interurban line be-
tween New Wilmington, O., and New Castle, Pa., already has
secured the site for a terminal at New Castle.
Taylorville, Findlay, Windsor, Toledo, Casey. Martinsville and
Marshall, nearly 300 miles. The line will be built for passenger
and freight traffic and will open up some of the best coal and oil
districts in Illinois, which at present are without such service.
Branch lines will run to Carrollton, Springfield, Sullivan and
Shelbyville. Capital stock, $2,500. Incorporators: H. C. Simon,
John Colderm, W. E. Allenson, T. B. Teney, Virden; and E. E.
Barclay, Springfield, III.
RECENT INCORPORATIONS.
East St. Louis Southeastern Railroad. — Incorporated to build
an electric railway between East St. Louis, Freeburg and Mas-
coutah, 111. Capital stock, $2,500. Incorporators: L. C. Haynes,
T. W. Gregory, G. C. Pierce, J. A. Farmer and Fred H. Kruger, all
connected with the East St. Louis & Suburban Railway.
Ellwood City & Hazel- Dell Railway. — Incorporated in Pennsyl-
vania to build four miles of electric line from Ellwood City, Law-
rence township, to other points in the county. Capital stock,
$25,000. C. J. D. Strohecker, Zelienople, Pa., is president.
Greensburg & Western Railway. — Incorporated in Pennsylvania
to build and operate an electric railway from Greensburg to
Irwin, Pa., about 10 miles. Capital stock, $60,000. William S.
Kuhn. Pittsburg, is president.
Kansas Traction Company. — Incorporated in Kansas to build
and operate a standard gauge road, either steam or electric, from
Coffey ville to Kansas City, Mo., by way of Topeka, about 260 miles.
Capital stock, $25,000. Incorporators: F. B. Shirlev, E. C. Kiddoo,
S. D. Frazier and W. C. Hall, all of Coffeyville, Kan.
Lake Erie & Youngstown Railroad. — Incorporated in Ohio to
build a gasoline motor line from Conneaut south through Pierpont
and Andover, O. Gasoline motor cars only will be used and it is
stated that work on laying out the route and securing private
right of way will be started at once. Much of the property already
has been secured. Capital stock, $10,000. Incorporators: G. M.
Brown, Wilbur F. Stanley, George J. Chapman, Conneaut; Frank J.
Cheney, Toledo; John H. Ruhlman, Youngstown; William Ruhlman,
North Lima; A. W. Jones, Burg Hill.
Lawrence Electric Transportation Company. — Incorporated in
Kansas to build and operate a trackless trolley line in Lawrence.
Large automobiles will be used, taking power from an overhead
trolley wire. The company has a franchise to operate in Law-
rence, and the work of constructing the line will be begun at
once. The main line of the system will "extend from the Santa Fe
depot to the Haskell Institute. A branch line will also be run
to c.ie Kansas University. Lawrence has no street cars at present.
Capital stock. $200,000. Incorporators: O. W. Murphy, J. A. Ham-
lin. W. W. Cleland, F. W. Blackmar, R. M. Ridgeway, W. E. Pitts
and Harry Dick, all of Lawrence.
Lincoln (III.) Railway & Light Company. — Incorporated in Illi-
nois to operate street railways and light, heat and power plants.
Capital stock. $2,500. Incorporators: Charles R. Scott, M. O. Payne
and Thomas Marshall.
Milwaukee & North Shore Railway. — Incorporated in Wiscon-
sin to build and operate an electric interurban line from Mil-
waukee to Manitowoc, Sheboygan and Fond du Lac, Wis., with
headquarters in Milwaukee. William C. Stone of Manitowoc is
one of the incorporators.
Missoula- Bitter Root Traction Company. — Incorporated in Mon-
tana to build a proposed line from Missoula to Hamilton, Mont.
Capital stock, $40,000, about half of which has been subscribed.
Incorporators: J. L. Humble, Corvallis; E. O. Lewis, Stevensville;
C. M. Allen. Lo Lo; J. P. Shannon, Hamilton; and P. M. Reilly,
Missoula, Mont.
Southern Wisconsin Light & Traction Company. — Incorporated
in Wisconsin to operate an electric line in Dane and Rock counties
which will be part of an interurban line from Madison to Janesville,
Wis. The articles provide for a $2,000,000 bond issue. F. W.
Montgomery, 12S Broadway, New York, is one of the incorporators.
Toledo Wabash & St. Louis Railroad. — Incorporated in Maine
to build an electric railway for freight and passenger service from
Toledo, O., to St. Louis, Mo., through Defiance. O.. and Ft. Wayne,
Muncie and Terre Haute. Ind. Present plans include only the
construction of the first section from Toledo to Defiance, which will
be built under the name of the Toledo & Defiance Railway. Capital
stock, $6,000,000. There are to be no bonds or preferred stock.
Officers: Clarence D. Whitney, president and general manager;
George C. Metzger, vice-president; J. P. McAfee, treasurer; S. L.
McAfee, secretary; all of Toledo. The Riggs & Sherman Company
of Toledo has been engaged as engineers and has made the pre-
liminary survey for the first section. President Whitney is quoted
as saying that arrangements have been made with Burr Brothers
of New York to finance the first section and that construction
will begin at an early date. The road will be built on a 1% per
cent grade and 70-pound rails will be used.
Virden & Taylorville Traction Company. — Incorporated in Illi-
nois to construct an electric line from Virden, Macoupin county, to
Taylorville, Christian county. This will be the first section of a
projected line which will ultimately extend from Quincy, 111., to
Terre Haute. Ind.. via Hannibal. Winchester, Roodhouse, Virden,
TRACK AND ROADWAY.
Abilene, Tex. — It is stated that local capitalists have arranged
to finance the proposed street railway line for this city and that
contracts will be let in a short time for the first 3% miles.
Accomac Traction & Power Company. — This company has been
organized to build an electric railway from Onancock to Accomac
Court House via Tasley, Va., with a possible extension to Battle
Point on Matomkin Bay.
Anderson Traction Company. — Cars are now being operated
over the first five miles of the line from Anderson to Belton,
S. C, and as soon as the trestle at Broadway creek is completed,
as it is expected to be some time this month, cars will run over
the entire line.
Asheville, N. C. — Surveys are now being made for an electric
line from Asheville to Montreat, N. C, and it is stated that con-
struction will begin this spring.
Buffalo Lockport & Rochester Electric Railway. — It is stated
that tracklaying will begin within a week in the town of Gates,
N. Y. The line when completed will connect Buffalo, Lockport and
Rochester, N. Y. J. G. White & Co. of New York are the con-
tractors.
Calgary, Alta. — The public works committee has reported in
favor of building a municipal street railway at a cost of $250,000.
Cheyenne, Wyo. — Negotiations are in progress for an electric
street railway for Cheyenne and Fort Russell to be installed this
summer. Work is to be commenced on the power plant and tracks
not later than May 1. The line will run from South Cheyenne,
through the city to Lake Minnehaha, to Fort Russell, and later
to Frontier Park, Sloan's Lake and other resorts.
Chicago & Western Indiana Traction Company. — This com-
pany has filed notice with the secretary of state of Indiana that
it will increase its capital stock to $600,000. This company pro-
poses to build a line connecting four of the principal college
towns of Indiana — Lafayette, Crawfordsville, Greencastle and
Bloomington — and is called the "Educational Route." Edward F.
Barrows, secretary and general manager, 610 Traction and Termi-
nal building, Indianapolis, announces that work will begin on
the line in a short time.
Columbus (O.) Urbana & Western Railway. — Control of this
property has been sold to capitalists, who will organize the Co-
lumbus & Northern Traction Company with $1,400,000 capital stock,
of which $1,000,000 will be common stock and $400,000 preferred
stock. The new owners will extend the line in a northwesterly
direction, either to Lima, by way of Dublin, or to Bellefontaine,
by way of Hilliards. The new owners of the property are con-
nected with the Columbus Magnetic Springs & Northern Rail-
way, which was incorporated last October to take over the electric
line extending from Delaware to Magnetic Springs, and to extend
its lines.
Consolidated Railway (New Haven, Conn.). — President C. S.
Mellen has announced that this company is ready to build the
electric line from Hartford to Middletown. Conn., which has been
petitioned for by several towns along the proposed line. Plans
have also been announced for building lines from Great Harrington,
Conn., to South Egremont and Canaan, Mass.
Findlay-Marion Railway & Light Company. — This company,
which proposes to build an electric railway from Findlay to
Marion, O., 47 miles, has organized by electing the following
officers: President, R. P. Hankey of Detroit; secretary and treas-
urer, G. W. Meeker of Columbus; general counsel, E. W. Tompkins
of Columbus. The right of way has been secured and construction
is to begin this summer.
Ft. Dodge Des Moines & Southern Electric Railway. — Mana-
ger J. L. Blake, Des Moines, la., has let a contract to George M.
Kepner of Des Moines for a part of the grading and tracklaying.
Mr. Kepner agrees to complete the grading between Ames and
Kelly by June 1. Tracklaying is to begin at once.
Ft. Wayne <£. Wabash Valley Traction Company. — This company
has put a large force of men to work straightening the lines be-
tween Ft. Wayne and Logansport, where numerous curves now
exist. They are also replacing decayed ties and reballasting the
road in many places where the recent floods washed the ballast
away.
Illinois Traction Company. — Two parties of surveyors have
started from a point about 10 miles south of Mackinaw and will
work in both directors toward Mackinaw and toward Lincoln, to
locate the line which is to connect the line between Lincoln and
East St. Louis with the line from Bloomington to Peoria, and
form a part of the proposed through line to Chicago. Much of
the right of way has been promised and it is the intention to
build the line this summer. The contract for grading the line
from Springfield to Jacksonville. 40 miles, and the Springfield belt
line has been awarded to Tuttle Brothers of Decatur, the firm
that graded the Bloomington-Peoria line and that now has the
contract for the Champaign-Decatur line. — It is now announced
April 6, 1907.
ELECTRIC RAILWAY REVIEW
473
that the Bloomington-Peoria line will be opened for traffic on
April 15. This line has been in operation between Bloomington
and Danvers, since January 1. — Plans have been prepared for the
expenditure of about $5,000,000 in and near St. Louis if the
franchise bill recently passed by the St. Louis city council is
signed by the mayor. Plans have been prepared by Ralph Modjeska.
consulting engineer, for a bridge across the Mississippi river from
near Salisbury street, St. Louis, to Venice. The bridge will be
2,365 feet long, of five spans, and will cost about $2,500,000.
The other work planned includes the lines into St. Louis and the
erection of passenger and freight terminals, for which land has
already been purchased.
Indiana Columbus & Eastern Traction Company. — Contracts
have been awarded for the construction of 13 concrete bridges to
replace wooden structures along the line of the Columbus & Lake
Michigan steam road, in operation between Defiance and Lima,
recently purchased by the Schoepf syndicate. Many improvements
are about to be made on the line preparatory to its electrification.
Contracts have been let for the extension from Lima to Betle-
fontaine. and work will commence on .April 1. This will give a
direct line from Defiance to Columbus via Lima and Bellefontaine.
Iowa-Missouri Traction & Power Company. — This company has
filed a trust deed to the Knickerbocker Trust Company of New-
York to secure an issue of $1,000,000 20-year 5 per cent bonds, to
be used in building the line from Fairfild, la., to Memphis. Mo.
J. W. Andrews of Keosauqua, la., is the promoter and chief en-
gineer.
Jackson (Miss.) Electric Railway Light & Power Company. —
This company expects to expend about $200,000 in extensions and
improvements this year and is only awaiting the arrival of rails
to begin work. A short time since the company announced its
intention to build a line on North Jefferson street, and plans
are now being considered for another extension in the western
suburbs. Instead of extending another line to Duttoville, the
plan is now to build south on Gallatin street to Lynch and west
on Lynch to the several new subdivisions being opened in the
vicinity of Jackson College and Campbell College. Manager F. G.
Proutt is confident that he will have the construction work
resumed during the early summer, and at least four months will
be required for the completion of the extensions, including the
•double-tracking on North State and West Capitol.
Maynard, Mass. — The Lowell Acton & Maynard Street Railway
is reported to have announced that 11 miles of track will be con-
structed this season.
Metropolitan Street Railway. — This company is relaying its
tracks on Grand avenue, Kansas City, with 143-pound rails.
Milwaukee & North Shore Railway. — This company has been
organized by W. C. Stone of Watertown, Wis., and others to con-
struct and operate an electric railway from Milwaukee to Fond
■du Lac by way of Manitowoc and Sheboygan.
Monticello, Ky. — It is reported that an interurban line is to
be built from Tateville to Monticello, Ky.
New Jersey <£. Pennsylvania Traction Company. — Surveys for
the line from Princeton to Somerville, N. J.. IS miles, have been
completed. Charles Serfass of Yardley, Pa., is chief engineer.
New Roads, La. — It is reported that a movement is now on
foot to build an electric railway 32 miles long from New Roads to
Glynn, La., along False river, for both freight and passenger
service.
Northern Ohio Traction & Light Company. — The Wadsworth
extension of the Akron-Barberton line has been completed and
work trains have been run over it. Regular passenger service
wi.. probably be started on April 6 or 8. Manager Charles
Currie. Akron, O., is quoted as saying that surveyors would soon
resume the work of locating the line of the proposed extension
from Wadsworth to Seville. Three alternate routes are to be
surveyed, but the line is not to be built this year.
Northern Texas Traction Company. — This company has let
a contract for the poles to be used on the line from Ft. Worth to
Cleburne, Tex.
Omaha & Council Bluffs Street Railway. — A large shipment of
rails and ties has been received and work is to be rushed on a large
amount of tracklaying in Omaha. Work has already started on
the Twenty-fourth street line from Vinton street to Leavenworth.
The double-tracking on the Bellevue line will be extended north
and south, and the Lake street line will be double-tracked from
Twenty-fourth to Thirtieth streets. The Ames avenue line will
also be extended, and when the above work is completed other
extensions will be made as fast as materials can be secured.
Red Lion & Airville Traction Company. — The survey for this
proposed line from Red Lion to Airville, Pa., has been completed.
The route includes Springvale. entering on South Main street.
A. K. Frey and others of York county, Pennsylvania, are inter-
ested.
Sandusky Fremont & Southern Railway. — This company, which
is building a line from Sandusky to Fremont, O., for the Lake
Shore Electric Railway, has let a contract for the construction
between Vickery and Fremont to George Kinney of Fremont.
According to the terms of the contract the line is to be completed
by June 1. Tracklaying between Vickery and Sandusky is now
progressing rapidly.
Southwestern Wisconsin Railway.— F. W. Hlld of Chicago, win,
has been promoting a line from Platteville, Wis., to Dubuque, la.,
has given up his Offices in Dubuque, and it Is slated has aban-
doned the project on account of inability to secure necessary
franchises.
Tacoma, Wash. — It is reported that the Dupont Powder Com-
pany, together with eastern capitalists, has agreed to finance the
line from Tacoma to Seattle, which is being promoted by Merle
J. Wightman of Tacoma.
Tri-City Railway Company, Davenport, Iowa. — It is announced
that this company is rapidly extending its double track on Brady
street from Central park to the city limits. The work is being
done in two sections. As soon as the Brady street section is
completed the track from Locust street to Central park will be
laid. The work on the new substation is progressing rapidly and
the rotary converters will be installed within the next 10 days.
Utah Light & Railway Company. — A contract for $50,000 worth
of frogs and switches has been let to the William Wharton, Jr.,
Company of Philadelphia, including the special work for the cross-
ing at Main and South streets, where two double-track lines inter-
sect. As soon as possible this spring work will be started on an
extension to be built from the intersection of Fifth North and
Second West streets to Fourth West street, thence north on that
street to the county road leading to Bountiful, and thence through
North Salt Lake to the Oregon Short Line gravel pits. The line
will be built primarily for carrying gravel for the reconstruction
of the company's downtown lines.
Washington Frederick & Gettysburg Electric Railway. — This
company has awarded to Charles Klipp the contract for grading
its line on Fourth street, Frederick, Md., along the entire length
of which the Frederick end of its line to Thurmont will run. The
roadbed has been graded a distance of about three miles out of
Frederick, and tracklaying will begin as soon as the grading on
Fourth street is completed, so that construction materials for the
balance of the line may be hauled out on the company's own cars.
A shipment of $20,000 worth of rails is expected to arrive on
April 20.
White Salmon, Wash. — It is reported that a movement is on
foot to build an electric railway from White Salmon to Binger,
Wash.
Wichita Railroad &. Light Company. — The bridge across the
Arkansas river near First street in Wichita, Kan., is under con-
struction and is expected to be completed so that cars may run
over it some time in May, when Wonderland Park, with which
the bridge will connect, is opened.
POWER HOUSES AND SUBSTATIONS.
Alabama City Gadsden & Attalla Railway Company. — It is
announced that the new power house of this company is now
practically completed and was put in operation on March 25, 1907.
The plant, as announced in a previous issue, was tested some time
ago. but was not put into regular operation. The power house is
of brick, steel and reinforced concrete work, equipped with the
latest machinery, at a total cost of about $125,000. The contract
and material for a $10,000 pumping station and 3,600 feet of
14-inch pipe line have been let, but the work is not yet com-
pleted.
Chester Traction Company, Chester, Pa. — Two 300-horsepower
Babcock & Wilcox boilers have just been installed in the Penn
street power house, at right angles with the original installation
of Berry boilers, which have been in use in the plant for some
time and will still be continued in service. The installation also
includes a smokestack 117 feet high. The boilers are supported
on foundations resting on concrete piles driven 2S feet on solid
rock. It is rumored that a line will be constructed from Chester
to Rockdale, in which case it has been found that it will be neces-
sary to install a 1,000-horsepower engine and generator to furnish
the extra power required by this line.
Ft. Wayne & Wabash Valley Traction Company. — During a
severe electrical storm on the evening of March 26 the generators
in the Ft. Wayne and Huntington power houses were burned
.nit, and the power for operating the lights and electric railway
is now transmitted from Lima, O., Bluffton, Ind., and from the
Logansport power house of the Indiana Union Traction Company.
Indianapolis & Northwestern Traction Company. — This com-
pany is making an improvement to the water cooling tower at its
Lebanon power house. The tower has been completely inclosed
at the sides and ends and in the sides have been placed four
S-foot draft fans, two on each side. These fans will be operated
by a 50-horsepower engine.
Northern Colorado Power Company. — This company is build-
ing a new substation about half a mile southwest of the Agricul-
tural college, which will be used to furnish power and light Coi
the electric cars in Ft. Collins. The workmen are progressing
rapidly with the line from Longmont to Ft. Collins, and it is
expected that with favorabe weather the line will be completed
within a few days. The cost of the new substation will be about
$15,000.
Northern Ohio Traction & Light Company.— The work on the
new Barberton power house is progressing rapidly and the me-
chanical stokers which are being installed are now practically com-
,,i iei I will soon be put In operation. It is stated that the
operation ot those which are completed has materially reduced
the smoke made by the plant. The boilers in the old Barberton
power house have been removed and will be installed at the
Cu ahoga power house. These boilers will be put in operation
:, soon a 1 H stack which is being built is Completed. The
nlil phinl at Barberton will simply be used as a rotarj ci
,i, tation, the old generating machinery having been ren
474
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 14.
Personal Mention
Mr. Frank J. Doyle has been appointed master mechanic of
i X. V.i Kail.' eeding Mr. L. I.. Smith.
resigned.
Mr. B. L. Vaughan, nuditor of the Grand Rapids Grand Haven
& Muskegon Railway. Grand Rapids, Mich., lias been appointed
traffic manager.
Mr. L. R. Gaw has resigned as master mechanic of the Toledo
& Indiana Railway to accept a similar position with the Ohio
Central Traction Company at Galion, O.
Mr. R. R. Ray, claim agent of the Northern Indiana Railway
at South Bend, bid., lias been appointed superintendent of trans-
portation of the Southern Michigan Railway. South Bend.
Mr. .T. A. Killingsworth has been appointed manager of the
St. Thomas Street Railway, which is owned and operated by the
municipality of St. Thomas, Ont., succeeding Mr. Charles Johns,
resigned.
Mr. Alexander K. Cuthbert has been appointed agent of the
express department of the United Traction Company. Albany.
X. Y.. succeeding Mr. Charles H. Armatage. who has been ap-
pointed traffic manager.
Mr. W. J. Krotz, superintendent of the local lines of the Illi-
nois Traction Company at Jacksonville, 111., has been transferred
to a similar position at Granite City. He is succeeded at Jack-
sonville by Mr. A. Hopkins.
Mr. James Bowlish has been appointed superintendent of the
Coeur d'Alene & Spokane division of the Spokane & Inlan 1 Em-
pire Railroad, with headquarters at Coeur d'Alene, Idaho. Mr.
Bowdish was formerly a trainmaster on the Northern Pacific
Railway.
Mr. L. L. Smith, master mechanic of the Schenectady (X. T.)
Railway, has resigned, effective April 10. to accept a similar posi-
tion with the Chicago & Milwaukee Electric Railroad with head-
quarters at. Highwood. 111. Mr. Smith has been with the Sehenec-
tady Railway since December, 1905.
Mr. Clarence Buckingham has resigned as president of the
Xorthwestern Elevated Railroad of Chicago, and has been elected
vice-president, succeeding Mr. Walter B. Smith, resigned. Mr.
Smith and Mr. Ledyard Blair have resigned as directors and are
succeeded by Mr. Mason B. Starring and Mr. Samuel McRoberts.
Mr. E. J. Davis, heretofore assistant treasurer of the Terre
Haute Traction & Light Company, Terre Haute, Ind., has been
appointed auditor of that company, which is now known as
the Terre Haute division of the Terre Haute Indianapolis & Eastern
Traction Company. Mr. C. T. Mordock will be retained as manager.
Mr. Mason B. Starring, vice-president and general manager of
the Chicago City Railway Company, has been elected president of
the Northwestern Elevated Railroad of Chicago, succeeding Mr.
Clarence Buckingham. Mr.
Starring was born in Chi-
cago on May S, 1S59, and
received his education in
the public schools of Chi-
cago. From 1878 to 1885 he
was connected with the
o p e r a t ing departments
of the Burlington and
the Pennsylvania lines,
subsequently engaging in
a general merchandise
and banking business in
Iowa. In 1SSS he became
connected with the Chi-
cago City Railway Com-
pany as clerk in the office
if Mr. C. B. Holmes, presi-
dent and superintend-
ent, where he remained
for three years. Upon the
appointment of Judge J.
S. Grinnell as general
counsel for the company
Mr. Starring was placed
in charge of the claim de-
partment. At this time
he resumed the study of
law, was admitted to
Mason B. Starring.
practice in the courts of Illinois in February, 1S94, and soon after
was appointed assistant general counsel of the company, which
position he held in connection with his duties as manager of the
claim department until his appointment as general solicitor'in 1904.
On May 12 of that year he succeeded Capt. Robert McCulloch as
general manager of the company and in March, 1906, was elected
president in addition to his duties as general manager.
Mr. Starring's two years of continuous service in the manage-
ment of an important street railway organization, and his close1 con-
nection with its operating managers through several successive
administrations, should qualify him to manage successfully the
affairs of the property of which he has just been elected president.
Mr. C. M. Bange. master mechanic of the Detroit Jackson &
Chicago Railway, formerly the Detroit Ypsilanti Ann Arbor &
Jackson Railway, has been appointed master mechanic and super-
intendent of motive power of the Northern Ohio Traction & Light
Company at Canton, O., succeeding Mr. William E. Ralston, re-
signed. '
-Mi John <;. Carrol has been appointed general foreman of
the Paterson, South Orange, Dunnellen and Milltown shops of the
Public Service Corporation of New Jersey, to succeed Mr. I. R.
Nelson, who has resigned to engage in the electrical contracting
ess. The shop foremen in districts 2 and 3 gave Mr. Nelson
a farewell banquet at Newark on March 26.
Mr. Henry C. Page, general manager of the Springfield (Mass. i
i Railway Company, whose .lection as president of the New-
England Street Railway Club at its annual meeting on March 2S
was announced in last
week's issue of the Elec-
tric Railway Review, is
I 43 years of age.
began his street rail-
wax career in August,
1883, as conductor on the
old horse-car line of the
Lynn & Boston Street
Railway, running between
Chelsea and Boston,
Mass.. and after seven
years of service with this
company, during which
time successive promo-
tions had placed him in
charge of the schedule
arrangement and car dis-
patching system of the
line, he accepted a posi-
tion with the Newbury-
port Street Railway Com-
pany as superintendent.
During his two years'
successful management of
this road electricity was
substituted for horse-
power and the line other-
wise improved. In Octo-
ber. 1S92. he again en-
Henry C. Page.
tered the service of the Lynn & Boston Company. This company
previously had taken over the Xaumkeag Street Railway and Mr.
Page remained as superintendent of its Salem division for nearly
two years. In July, 1900, he was appointed general superin-
tendent of the entire Boston & Xorthern system, comprising 450
miles of track. In 1903 he severed his connection with this com-
pany to become general manager of the Berkshire Street Railway
Company at Pittsfield, Mass., and later. wdien this road and the
Springfield Street Railway Company's lines were taken over by
the Consolidated Railway Company in 1905, Mr. Page, on June IS
of that year, was transferred to Springfield as general manager
of the latter company, which position he now holds.
Mr. Francis H. Dewey, president of the Worcester Consolidated
Street Railway, has been elected president of the Worcester &
Southbridge and Worcester & Blackstone Valley Street Railway
companies, controlled by the Xew York Xew Haven & Hartford
Railroad, succeeding Mr. Charles S. Mellen. resigned. The
Won ester A: Webster and Webster & Dudley Street Railways have
been leased to the Worcester & Southbridge company and will
hereafter be operated from Worcester in connection with the
Worcester Consolidated Company. Mr. E. G. Connette, general
manager of the Worcester Consolidated, will be general manager
of the entire property. Mr. A. B. Potter, now superintendent of
the Worcester & Webster, Worcester & Southbridge and Webster
& Dudley, has been transferred to the Stamford (Conn.) lines of
the Xew Haven's electric system, and Mr. J. W. Anderson, super-
intendent of the Worcester & Blackstone Valley, has been ap-
pointed superintendent of the enlarged Worcester & Southbridge
system.
Obituary.
Edward C. Nichols, vice-president of the South Side Elevated
Railroad, died at his home in Maywood, 111., on March 2S of pneu-
monia, after an illness of two weeks. Mr. Nichols was born at
.Maywood. 111., in 1ST0, and attended the public schools of that
village until he entered the University of Michigan, where he
graduated in 1892. He later entered the law department of the
University of Chicago and after finishing his course there in
]V4 he entered the service of the South Side Elevated Railroad
as attorney. He held this position for 12 years an 1 at the annual
meeting of the company on January 31 of this year was made
vice-president, succeeding Mr. T. J. Lefens. resigned.
Henry W. Goode, president of the Portland (Ore.) Railway
Light & Power Company and its several subsidiary companies, died
at Atlantic City. N. J., on March 31. aged 46 years. For many
years he had been prominently identified with the electric traction,
light and water-power interests of the country. At one time he
was district director of the Westinghouse Electric & Manufactur-
ing Company of Pittsburg, subsequently becoming president and
general manager of the Northwest General Electric Company. In
1S'.i2 he was elected president of the Portland General Electric
Company and later, when the Portland Railway Light & Power
Company was formed as a holding company for the Portland
Railway, the Portland General Electric and the Oregon Water
Power & Railway companies, Mr. Goode was chosen its president.
He also was president and director-general of the Lewis and Clark
exposition at Portland in 1905. and has the rather unusual distinc-
tion of having carried this extensive undertaking through to a
ssful finish with actual financial profit to stockholders.
April 6. 1907
ELECTRIC RAILWAY REVIEW
IT:,
Financial News
Amherst (Mass.) & Sunderland Railway Company. — A large ma-
of the sto k ol this companj has i n bought at $4.". a
share, par value $100, by the leading stockholders of the Holyoke
(Mass.) Street Railway Company.
Atlantic City (N. J.) & Suburban Traction Company. — At a meet-
ing of stockholders on March 30 the issue of $300,000 preferred
stock was authorized.
Cleveland Southwestern & Columbus, Cleveland. — The following
have been elected officers of this company: President, F. T.
Pomeroy: first vice-president. A. E. Akins; second vice-president,
F. E. Myers, secretary, E. F. Schneider; treasurer, J. O. Wilson;
assistant treasurer. H. B. Kavanaugh.
Grand Rapids (Mich.) Railway. — An additional $465,000 firsl
mortgage 5 per cent bonds has been listed on the New York stock
exchange, making a total listed of $3,157,000. The exchange has
also authorized the listing of $285,000 additional bonds prior to
October 1. 1907. The total issue now outstanding has been applied
as follows: ,
Retiring $1,203,500 Consolidated Street Railway 5 per cent
bonds, $600,000 Street Railway Company of Grand
Rapids 6 per cent bonds, $50,000 North Park Street
Railway Company 5 per cent bonds, a floating debt of
s177.2S3.3j, and to provide $150,000 in cash expended for
a new power house, and remaining proceeds for various
corporate purposes $2,500,000
For 85 per cent of the actual cost of extensions and perma-
nent improvements, consisting of additional track and
equipment, real estate, additional power house, ma-
chinery, elc 715, ■
Less retired and canceled under sinking fund provision.... 51
The income account of the Grand Rapids Railway for the year
1906, with comparisons, follows:
1906. 1905. 1904.
Gross $910,027 $820,469 $760,776
Expenses IIT.vi 392,579 434.142
Net
-■s. taxes and sinking fund.
.$462,136
l'm-. (60
Surplus $2.,0.670
Preferred dividend 75.000
Balance .' $181,676
Common dividend 10,000
$427,890
196,260
$231,630
IT,.
$156,630
$136,989
75,
$ 61.9S9
Si i i | .his $141,676
Metropolitan West Side Elevated Railway, Chicago. — The an-
nual report for the year ended on February 2S, with a comparison,
follows:
Earnings.
1907. loot;.
Passenger $2,604,366 $2,360,257
Advertising 58,365 oo.o.-.i;
Rent 15,909 14,419
Miscellaneous IS, 598 16,695
Gross $2,697,238
Operating Expenses.
Structure $ 111.430
Equipment 211.216
Transportation 792,815
General ?8,425
118.270
T. ital $1,312,156
Net 1.385,082
Income.
Net from operation $1,385,082
Interest and exchange ::,224
Rental of outside property 1,665
Other income 1.767
Gross income $1,394,738
Interest first bonds 399,189
Interest extension bonds 120,000
Interest collateral loan 34,27a
Interest equipment notes 5,206
Rental. Illinois Trust & Savings Bank, trustee 4,797
Rental. Pennsylvania Company 11.900
Rental. Union Consolidated Elevated Railroad 20,351
Rental. Union Elevated Railroad (loop) 238,228
Taxes, cat license and special assessments... 156,33'
$2,452,327
$ 114,963
202,220
692,317
76.691
S6.239
$1,172,430
1.279.s:i7
$1,279, SOT
4.99S
3.108
4,530
$1,292,533
392.150
120,00(1
43,635
4,797
11,901)
20,351
222,278
154,790
$ 969,901
122,632
Total charges $ 990,283
Surplus 104,455
Mt. Mansfield Electric Railroad, Stowe, Vt.— tin application of
the American Trust Company of Boston, trustee under the morl
ring tic 5 pei 'cut I.e. nds due in 1928, Charles E. Burt
of Stowe I i appointed receiver of this company. The road
extends from Waterbury to Slow.-, a distance of 10 miles.
Philadelphia Rapid Transit Company. — The syndicate formed
two years ago b rite the issue ol 10, Irst mortgage
■ I I i i !.'■ Market Street Elevated Railroad
i.sidiary of the Philadelphia Rapid Transit, has been
It is stated thai "( the entire Issue of bonds
two-thirds was
Portland (Ore.) Railway Company. — An additional $245,000
agi 5 per cenl I Is, due In 1980, has been
'.'cw Yoi k ice I i i hnngc. , g a total listed
327,000, Tic o'-w bonds were issue, i or account of the fol
. , , rating $807,044: Extension and i
struction of tracks, including special won i 14,078; slon of
overhead lines, $'13,242; new paving, $42,091; new electric eai
trucks and motors, $63,748; additional power I equipment,
$415; additional car shops, $51,325; additional right of way, I 145
In the- year ended December 31, 1906, the company's gross earn-
ings were $1,684,157. After deducting operating expenses the
let earnings were $709,457. Fixed charges ami taxes wi
s:;2. leaving a balance of $272,624. Afer the payment of hi idi n i-
of 5 per cent on the preferred stock and 2 per cent cm the imon
Stuck. I lie Surplus \\ ;c- Sli.",,liJ."
Milwaukee (Wis.) Electric Railway & Light Company. — The i
port for the year 1906 compares as follows:
1906. 1905 Lin I.
Gross railway $2,973,442 $2,669,847 $2,698,641
Lighting, etc 549,995 556,688 :.2a.u:,4
Gross earnings $3,523,438 $3,226,53.", $3,218,695
Operating expenses 1,734,587 1.551.463 I i92,413
Balance $1,788,851 $1,675,072 $1,626,282
Cher income 155,791 122,161 66.6S3
Total $1,944,642 $1,797,233 $1,692,965
From the net earnings in 1906 of $1,944,642 the sum of $509,765
was paid for interest, $211,406 for taxes, $270,000 for preferred divi-
dends (6 per cent). $540,000 for common dividends c r, per cent) and
$352,344 was charged up for depreciation, leaving a surplus bal-
ance of $161,127.
Trie Milwaukee Light, Heat ,v: Traction C pan,, which is ecu-
trolled by the Milwaukee Electric Railway & Light Company, re-
ports the following earnings for 1906:
( Iross railway $605,58 I
Gross electric light 96,638
Total gross $702,222
Expenses, railway and electric- light 277,416
Net earnings $424,806
i ith.i in, ..lie t 30,826
Total $455,632
Taxes $42,132
Depreciation ..6.1 . s
Interest 226. I ' I
324,715
Balance $130,917
Toledo <£. Western Railway Company, Toledo. O. — Control of
this company has been sold to the Toledo Railways & Light
Company. The Toledo & Western was acquired last year by a
syndicate headed by .1. R- Nutt. The road extends from Toledo
to Pioneer, O., on the west and to Adrian, Mich., on the north.
C. F. Franklin will continue as president and general manager.
J. R. Nutt and Edward Kelley have retired as directors and are
succeeded by Joseph S. Young and W. R. Hodge.
United Railways Investment Company. — This company, which
owns all but directors' qualifying shares of the stock of the United
Railroads of San Francisco, and 72.9 per cent of the outstanding
stock of the Philadelphia Company of Pittsburg, has made its
report for the year 1906. The combined income account of the two
companies, as compared with that for the previous year, follows:
1906. 1905. Increase.
Gross earnings $24,533,603 $24,229,(162 $304,514
Operating expenses and taxes... 12.746,041 12. .,35.503 210. 538
Net earnings $11,787,562 $11,693,559 $ 94,003
Fixed charges 6,202,315 5,884,100 318.215
Balance $ 5.5S5.247 $ 5,809,459 »$224,212
Sinking funds dividend on Phila-
delphia company preferred and
Other stocks 647,235 730,189 "82,954
Surplus $4,938,012 $5,079,270 '$141,258
♦Decrease. , ,., ., ... ,
This statement includes the business done with the public by
even company connected with the Philadelphia Company, but ch.es
not include intercompany business, except small transactions,
which, if eliminated, would not affect the surplus, as shown. In his
report to the stockholders of the United Railways Investment Com-
pany, Ernst Thalmann, the president, says: "The policy of rein-
vesting the large surplus earnings of the two subsidiary companies
has given rise to considerable comment by some of the stockholders
in the holding corporation, but in relation to this complaint it must
be borne in mind that with the rapidly increasing business in Pitts-
burg and the n-c. instruction work in San Francisco the cash expen-
, inures necessarily are large, and in view of the present condition
of the investment market it becomes necessary for the stockholders
to forego cash dividends and to continue to use the cash to pay
for betterments out of earnings until the mark. -is permit the sale
of securities to refund the treasuries of the respective companies for
the amounts expended for betterments. Improvements and exten-
sions which thej are making. The financial condition of the Invest-
ment company is sound, as. after payment on April 1 next for the
$2,400,000 bonds purchased by the syndicate, the floating debt of the
Investment company will be less than $100,000, and it should receive
its regular dividends on the Philadelphia Company stock on May 1
and August 1 next, which will amount to, approximately, $7
and the total of its obligations, including interest on its bonds
■ 1,1,1 the balance of its floating debt, is less than this amount. The
ianj then will have invested out of its earnings in the acquisl-
i h. v, ecurlties during the years 1906 and 1907, appi tel!
$1,300,000, and no doubt these expenditures will later on be ft
by an increased issue of securities, and the scrip dividend
p., ,. been Is ued si HI be i edeeme 1."
47f,
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 14.
Manufactures and Supplies
ROLLING STOCK.
Aurora Elgin & Chicago Railway, Chicago, is asking prices
on two interurban cars.
Williamsport Passenger Railway, Williamsport Pa., has re-
cently ordered new equipment.
Camden Interstate Railway, Huntington, W. Va.. has ordered
Ave 33-foot closed cars from the Cincinnati Car Company.
Consolidated Railway, Bridgeport. Conn., has placed an order
With the Cincinnati Car Company for five 30-foot closed cars.
Pittsburg Railways, Pittsburg, at a meeting of its directors
recently authorized the purchase of additional rolling stock and
equipment.
City Railway. Dayton. O., is reported to have ordered 11 large
double-truck cars from the Barney & Smith Car Company for
fall delivery.
Eastern Pennsylvania Railway, Pottsville, Pa., has placed an
order with the Cincinnati Car Company for five double-truck semi-
convertible cars.
Scioto Valley Traction Company, Columbus, O., at a recent
meeting of its board of directors authorized the purchase of three
new freight cars.
Union Street Railway, New Bedford, Mass., expects to contract
during the present month for six 30-foot double-truck box cars
and one box freight car.
Sheboygan Light & Power Company, Sheboygan, Wis., has
placed an order with the Cincinnati Car Company for six lS-foot
single-truck cars and three 45-foot interurban cars.
Chicago Union Traction Company, Chicago, pending the reor-
ganization of its company, will probably not place orders for new-
cars for several weeks.
Conneaut & Erie Traction Company, Erie, Pa., has just ordered
two combination passenger and express cars from the Wilmington
(Del.) plant of the American Car & Foundry Company. These will
be 47 feet in length over all.
Trans-St. Mary's Traction Company, Sault Ste. Marie, Mich.,
has recently purchased from The J. G. Brill Company two 30-foot
semi-convertible cars to be equipped with GE-67 motors. Peacock
brakes. Consolidated heaters and International registers.
Chicago City Railway, Chicago, we have been officially advised,
will hold a meeting of its board of directors the early part of
next week, at which time the matter of new cars will be decided
upon.
Elgin & Belvidere Electric Company, Chicago, has placed an
order with the Niles Car & Manufacturing Company for three
interurban cars instead of 10 as previously reported. These will
be equipped with Baldwin trucks and GE-74 motors with type
M control.
Morris County Traction Company, Morristown, N. J., has
ordered six cars from the Wilmington (Del.) plant of the American
Car & Foundry Company, to be equipped with Westinghouse motors
and air brakes. The company expects to purchase six additional
double-truck cars from the same company in the near future.
Interborough Rapid Transit Company, New York, has ordered
from the Wason Manufacturing Company S4 cars for elevated serv-
ice, from the St. Louis Car Company 118 cars for elevated service,
and from the American Car Company 50 all steel cars for subway
SHOPS AND BUILDINGS.
Gait Preston & Hespeler Street Railway, Gait, Ont — This com-
pany is making preparations for the erection of new car barns
at Gait to replace those destroyed by fire last summer. Martin N.
Todd of Gait, president and general manager.
Washington Baltimore & Annapolis Railway.— This company is
engaged in condemnation proceedings to secure property on North
Liberty street, Baltimore, for a large terminal station.
Washington Frederick & Gettysburg Electric Railway.— This
company expects to begin shortly the construction of its car barn
at Frederick. Md.
TRADE NOTES.
W. A. Hughes, purchasing agent for the Pullman Company,
died on March 8.
Charles B. Pear has resigned as secretary and advertising man-
ager of the Albert & J. M. Anderson Manufacturing Company of
Boston, Mass.
S. F. Bowser <£. Co., Ft. Wayne, Ind., have opened an office
in Chicago at 210 Fisher building, in charge of James W. Runyan,
assistant general manager.
Ball Engine Company, Erie. Pa., has opened a branch office at
1*13 Chemical building, St. Louis, Mo., in charge of O. L. Collins.
The company has also opened an office in New York at 39 Cortlandt
street innl. i the management of Lancelot Copleston. The com-
pany Is a builder of automatic and I'orliss engines.
Emil Caiman & Co., New York, have removed their New York
offices from 299 Pearl street to 1"" William street, instead of 100-
Washington street, as previously teported.
Quincy Manchester Sargent Company on April 1 removed its
machinery sales department from Plainfield, x. J., to the new
West street building, 90 West street. New York.
Elmer P. Morris Company has recently moved its New York
Offices and store from 51 Dey street to 72 to 7S Trinity place, where
the company has secured about 6,000 feet of floor space.
New Departure Manufacturing Company, Bristol. Conn., has
secured the rights to manufacture the Liberty cushion trolley harp
formerly owned by the Liberty Bell Company, Bristol, Conn.
Wheeler Condenser & Engineering Company on April 1 re-
moved its New York offices from 42 Broadway to the 10th floor
of the West street building, corner West and Cedar streets.
W. D. McMahon, formerly assistant manager of the Michigan
Malleable Iron Company. Detroit, Mich., has been appointed to the
position of manager of the Belle City Malleable Iron Company of
Racine, Wis.
J. H. Wagenhorst & Co., Youngstown, O. — The salient features
of the Wagenhorst electric blue print machine are set forth in a
pamphlet, which also presents a number of references from users
of the machine as to its qualities an 1 serviceability.
Joseph T. Ryerson & Son, Chicago, have been awarded the
contract for all the heavy machinery for the new plant of the
American Car & Foundry Company at Milton, Pa., including a com-
plete hydraulic equipment, riveting machinery, splitting shears,
bevel shears, guillotine shears, punching machinery and other tools.
Brown & Sharpe Manufacturing Company, Providence, R. I.,
is having plans prepared by Treat & Alschuler, Fisher building,
Chicago, for a mercantile building to be erected at the northeast
corner of Washington and Desplaines streets, Chicago. It will be
75 by 160 feet, of fireproof reinforced concrete construction and
from two to eight stories in height.
Kansas City Railway Foundry Company, Kansas City, Mo., is
erecting a plant at that point for the purpose of manufacturing
lubricating cups and journal boxes for use on street cars. This
device is the patent of John Rogers of Kansas City. The officers
of the company are: President. A. F. Reitz; vice-president, O. M.
Hunt, and secretary and treasurer. R. H. Webber.
Berger Manufacturing Company, Canton, O., has increased its
capital stock from $1,000,000 to $1,500,000. The increase, of which
000 of 7 per cent cumulative preferred stock and $150,000 of common
stock lias been issued, was authorized at a meeting of the stock-
holders held in February. The present officers are: President,
Edward A. Langenbaeh; secretary, Charles A. Irwin; treasurer,
F. A. Schwertner.
Invincible Rail Joint Company, Youngstown, Wash., whose
incorporation was noted in the Electric Railway Review of March
30, has just purchased two acres of land at Edmonds, Wash. It
is the intention of the company to commence at once the erection
of a manufacturing plant for the purpose of putting upon the
market a patented nut and bolt. It is expected the plant will
be in operation by the first of May.
Warren Electrical Manufacturing Company, Sandusky. O., has
purchased the plant and good-will of the Warren Electric Manu-
facturing Company of that city, and in addition to manufacturing
the well-known Warren alternator, will manufacture a full line of
revolving field type generators, also alternating-current and direct-
current motors, transformers, etc. The officers of the new com-
pany will be Millard H. Nason, president, who is also vice-presi-
dent of the Brilliant Electric Company, Cleveland, O.; Frank
Warren, secretary, who has been secretary of the Warren Electric
Manufacturing Company for a number of years; and Norman L.
Hayden, general manager, who was president of the Hayden
& Derby Manufacturing Company. New York City, for several
years, and for the past five Vears general manager of the N. L.
Hayden Manufacturing Company, Columbus, O.
The J. G. Brill Company, Philadelphia, Pa„ as previously in-
timated by reports in these columns, has acquired the car build-
ing plant of the Wason Manufacturing Company, at Springfield,
Mass. The class of equipment manufactured by the Wason Manu-
facturing Company will be the same as heretofore and no change
in the name of the company is contemplated. The new board
of directors of the Wason Manufacturing Company includes
James Rawle, Edward Brill, Samuel L. Curwen, H. S. Hyde and
Henry Pearson. Mr. Pearson has been elected president to suc-
ceed George C. Fisk resigned. The J. G. Brill Company recently
increased its capital stock from $6,000,000 to $10,000,000, divided
into $5,000,000 of 7 per cent cumulative preferred and $5,000,000 of
common stock; par value of shares $100. Part of the increase
was to provide funds for the purchase of the Wason Manufacturing
Company's plant and aside from $420,000 of preferred stock
and about $100,000 of common stock, which has been held in re-
serve for the retirement of an existing mortgage on the plant of
the John Stephenson Company, the balance of the increase will
be used to add to the working capital required in the constantly
expanding business of the company. The Commercial and Finan-
cial Chronicle states that it is understood that the stock was sold
at par. the entire proceeds going into the treasury. The present
owners have not only received no money, but have actually in-
creased their interest in the company, while the only commission
paid to the bankers was in common stock. It is understood that
April 6, 1907.
ELECTRIC RAILWAY REVIEW
477
the present earnings are sufficient to cover the dividends on the
preferred stock and leave a surplus largely in excess of 10 per cent
on the common stock. Purchase of the plant of the Wason Manu-
facturing Company was effective on April 1. The plant has a
capacity of about 150 steam railway passenger cars and 125 elec-
tric railway cars annually.
B. F. Sturtevant Company of Boston, Mass.. has just received
from the Interborough Rapid Transit Company an additional order
for standard economizers. The previous order was for the equip-
ment of a 26,000-horsepower boiler. The total number of tubes
to complete both orders will be 11.200. making up approximately
100 carloads. The Williamsburg plant of the Brooklyn Rapid
Transit Company and the Waterside plant of the New York Edison
Company are also to be equipped with economizers manufactured
by this company.
Knox Engineering Company. Fisher building. Chicago, is the
engineer and superintendent for an electric railway which is build-
ing a large power house at Guthrie, Okla. Engines, generators
and boilers have already been purchased, but considerable addi-
tional equipment is yet needed, including building pumps, con-
densers, piping, etc. The Knox Engineering Company has also
been appointed operative engineer of the Peoples Traction Com-
pany, Galesburg, 111., and in this connection it has appointed
Howard Alton as superintendent in charge. Mr. Alton was for-
merly in charge of equipments of divisions three and four, Seventy-
seventh street, of the Chicago City Railway. In addition to these
the Knox Engineering Company has charge of the Green Bay
Gas & Electric Company, Green Bay Traction Company and the
Choctaw Railway & Lighting Company of McAlester, Okla.
Alberger Pump Company has been organized to manufacture
and sell centrifugal and turbine pumping machinery designed espe-
cially to meet the demand for a higher class of work and more
economical performance than has heretofore been attained. The
management and works of this company are identical with those
of the Alberger Condenser Company, whose principal offices are at
85 Liberty street. New Tork, and branch office at 205 La Salle
street, Chicago. In order to provide for the business of the
Alberger Pump Company a large addition to the shops of the
Alberger Condenser Company is now being made. The equip-
ment will consist of special tools for this particular class of
work and elaborate testing apparatus is being installed to insure
the highest efficiency of the product before shipping to the pur-
chaser. The company announces that it is prepared to bull 1
centrifugal and turbine pumps of ail capacities, either steam or
electrically driven and for operation against any head. The steam
turbine has shown that the principle of dealing directly with rotary
motion is applicable for pumping purposes and accordingly it is
proposed to build pumps employing this principle for the specific
uses to which they will be applied and from new designs of which
every point has had mature consideration. Announcement is mad-
that the line of volute centrifugal pumps will undoubtedly be
particularly adapted to the requirements of paper mills, sugar
houses, steel mills, irrigation and drainage projects, dry docks,
filtration plants and to all situations where a low pumping head
exists. The feature of construction which will permit of con-
tinuous service with minimum attention will be given particular
consideration. For higher heads such as mine pumping, boiler
feeding, waterworks supply, fire service, etc.. improved multi-
stage turbine pumps of superior design both in details of con-
struction and general efficiency will be produced. The company
is prepared to make surveys of plants and to furnish plans, draw-
ings, specifications and estimates and to contract for centrifugal
and turbine pumping machinery for all services. The officers of
the Alberger Pump Company, which are identical with those of the
Alberger Condenser Company, are as follows: Louis R. Alberger,
president; George Q. Palmer, vice-president; B. W. Pierson. secre-
tary and treasurer; Frederick Ray. chief engineer.
ADVERTISING LITERATURE.
Baldwin & Rowland Switch & Signal Company, New Haven,
Conn. — A multiple interlocking recording block signal which is
handled by this company is the subject of a brief illustrated pam-
phlet showing the type of the semaphore and indicating the method
of operation of the signals.
Allis-Chalmers Company, Milwaukee, Wis. — Miniature bulletins
Nos. 4002, 4003 and 4004, on the subjects of "Allis-Chalmers Direct
Current Motors and Generators," "Electric Hoists" and "Polyphase
Induction Motors," present in condensed form information about
some of the features of these machines in a manner designed to
attract the reader to more elaborate bulletins published on the same
subject.
Charles Warner Company, Wilmington, Del. — In the interests
of its waterproof concrete and Portland cement lime mortars, this
company has issued a pamphlet containing a report of a series
■ >f tests made by the Henry S. Spackman Engineering Company
of Philadelphia using varying mixtures of hydrated lime and
Portland cement. These tests covered the tensile strength and
permeability of a number of mixtures, the object being to demon-
strate the most economical mixture to be used to meet any
particular requirement In building construction.
Wallace-Coates Engineering Company, 355 Dearborn Street,
Chicago. — Catalogue No. 2. containing 80 pages, with full descrip-
tions, drawings and photographs of Strauss bridges, has just been
issued. Since October 14, 1905, when the Wheeling & Lake Erie
bascule bridge at Cleveland was placed in operation, a bridge
which Is the subject of a number of illustrations In the catalogue,
work on eight other Strauss bascule bridges has been commenced.
Of these, one for the New Jersey Short Line Railroad near Rail-
way, N. J., has just been finished and Is also the subject of dis-
cussion. Other work which is under way and which is considered
is the Baltimore & Ohio bridge at Bodine creek on the New York
division and the Missouri Pacific bridge over the Black river,
which will be completed this year, and the monumental bridges
at Copenhagen and Camden, which are well under way. A con-
tract has recently been received from the Chicago & Northwestern
for a double-track, single-leaf Strauss trunnion bascule bridge for
the crossing of the Chicago river at Kinzie street, Chicago. The
award covers an additional double-track bridge of the same kind
to be built adjacent to this structure within -five years. Strauss
ribbed-concrete bridges are also illustrated and described in the
catalogue. The Elgin-Belvidere bridge, successfully completed, near
Belvidere. III., is given considerable attention. Another structure
of the same type is a 1,500-foot concrete viaduct for the city of
Spokane, Wash.
WESTON ELECTROPLATERS' VOLTMETER
For many years electroplaters have depended almost entirely
upon the experience and judgment of the operators in managing
the voltage regulation on the tanks with different quantities of
work in the solutions. The result of this has been a great waste
of time in the past through imperfect plating, caused either by
the burning of the work by too high a current density or too thin
a deposit, which would come off under the buffing wheel, and thus
necessitate the replating of the work. With various quantities of
work in a tank even the most expert plater will misjudge the rate
of deposit, thus necessarily resulting in loss of time, if not of
the reputation of the plater. The expense of installing separate
voltmeters for each tank has been so great that platers have de-
pended upon the old methods in preference to investing such a
large sum of money in these instruments. To meet the demand
for an instrument having a high degree of accuracy at a low cost.
Weston Electroplaters' Voltmeter.
and for one which can easily be changed from one tank to another
to determine the exact voltage, the Weston Electrical Instrument
Company, of Waverly Park, Newark, N. J., has placed on the
market a highly accurate standard Weston voltmeter, mounted on
a small switchboard having 15 binding posts, to one of which the
positive terminal of the line is connected. To each of the other
14 posts may be connected leads to any number of tanks, tip to
the number of binding posts. By means of a multiple point switch,
mounted On the instrument board, any one of the tanks may be
connected to the voltmeter and its voltage thus easily and ac-
curately determined, assuring uniform and economical results and
avoiding the loss of time through imperfect plating. The instru-
ment, which, as has been stated, is of Weston-D'Arsonval standard,
is enclosed in a neat airtight waterproof case, which adequately
protects the internal mechanism from the action of fumes usually
present in the plating room. This instrument will no doubt fulfill
the longfelt want in providing electroplaters with a cheap, accurate
and convenient instrument.
THE PREVENTION OF SULPHATING IN STORAGE
BATTERIES.
One of the most serious complaints which have been brought
against storage batteries is the reduction of capacity as the life
.if the battery is increased. The most universal cause for this
falling off in capacity and efficiency is the closing up of the
pores in the negative element. This is generally caused by the
deposit of sulphate in the pores, which prevents the liquid from
reaching the inside surfaces of the plate anil thus, by reducing
the effective area of the plate, the capacity is materially di-
minished. A further result of sulphating is the buckling of plates
and the shedding of active material, due to the swelling of the
active material by the sulphate which has formed in it. This
naturally shortens the life of the battery, not only because of
reduced effective area, but also because of short circuits which
are caused by the buckling and shedding of material.
To overcome these difficulties, Mr. Joseph Bijur of New York
invented and patented a process for making the active material
of the active plate, no matter how formed, porous, thus Increasing
i ii the battery many times. The invention.
i Is covered by patents, No. 845391— J. Bijur, "Negative Pole
i ■- I mi February 26, 1:>»1. The invention which is ap-
ii. to Plante and paste plates as well, consists >>f introducing
Into ii"- material of the plate a carbonaceous material, preferably
i„ ii. a dilute sugar solution, which will thoroughly
ITS
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 14.
the plate and rill the most minute pores
with the liquid, which, upon heating t<> a temperature of about
249 to 300 degrees C, will completely carbonize the sugar
and lea naterlal tilled with a soft, pi
filling of pure carbon, which thus permits the electrolite to enter
the innen ons of the active material and prevents the
Ltlon <>t sulphate, or, should a slight amount of sul]
form, it counteracts the difficulties which would arise with the
small particles of carbon not tit in the active material.
The Genera] Storage Battery Company, 42 Broadway, New
Yovk City, controls the patents for this pro usively and
has i I he invention to all the plates which it has
manufactured •luting the ibt this invention is
test Importance and should rank in the electric storage
v history as one of the greatest improvements in st
batteries the day of Plante. It may !>e well to add
that the i s a heating device, which protects
the grid when the latter contains antimony, which would cause
it to melt at a temperature below 300 degrees C.
PATTEN TICKET DESTROYER.
It has been found that frequently when destroying old or used
tickets or transfers by the burning process there has been an
opportunity for dishonesty of employes which results in loss to
the company. Either tickets which can be readily passed again
are separated from the others by the employes having the burning
in charge and sold or tickets which are incompletely burned are
obtained by other persons and used. In order to do away with this
possibility a machine was placed on the market by Paul B. Patten,
79 Lafayette street. Salem. Mass.. which destroys by cutting. The
machine can be set up in the auditing department so as to be
ted under the immediate supervision of the auditor and will
The Patten Ticket Destroyer.
completely destroy tickets or transfers. Two rolls do the cutting.
The frame of the machine is cast iron: the bearings are babbitted
and the cylinders are made of crucible steel. The machine weighs
395 pounds when crated and is strongly built and durable. It occu-
pies only a small space and may be operated by hand power if
necessary. The manufacturer recommends, however, that it be
operated by a one-horsepower motor or driven by a two-inch belt
from some convenient shaft. An accompanying engraving from a
photograph shows the design of the machine, which has been
placed in service by the auditing departments of the following com-
panies: Boston & Northern Street Railway Company, Old Colony
Street Railway Company. Cincinnati Traction Company, Fitchburg
& Leominster Street Railway Company. Toungstown & Sharon
Street Railway Company.
THE PLANT OF THE DANVILLE CAR COMPANY.
The plant of the Danville Car Company, which has been rapidly
nearing completion, was formally dedicated on March 16, there
being a large number of electric railway men and others interested
in attendance for the ceremonies. The ground was broken
for the plant on November 17, 1906, and in the few months be-
tween that date and the present time the buildings which provide
for 10 distinct departments and cover 160.000 square feet, have
been erected. The machinery is now being installed. The build-
ings include an erecting shop, 150 by 320 feet; freight car shop.
90 by 320 feet: wood working department. 60 by ISO feet; cabinet
shop, 60 by 120 feet; varnish and trimming room, 60 by 120 feet;
power house, 60 by 120 feet; blacksmith shop, which is entirely of
steel construction, S2 by 120 feet; dry kilns. IS by 160 feet; office
building. 130 by 120 feet; truck and machine shops, 120 by 120
feet.
The plant, which is located on the outskirts of Danville, is
connected with the tracks of the Wabash. Cleveland Cincinnati
Chicago & St. Louis, and of the interurban lines of the Illinois
Traction System. Particular attention will be paid to the con-
struction of cars for interurban electric lines. The equipment in-
stalled makes it also possible to build cars for steam lines, and at-
tention will be paid to this feature of the car building business,
mm
Vill ;'
XTJ \
urn
\L
s
(Si
\
■
y
as well as to the construc-
tion of trucks and freight
ears, and particularly to the
repair of steel cars.
The president and general
manager of the Danville Car
Company is H. F. Vogel, who
about a year ago severed his
connection with the St.
Louis Car Company as vice-
president and general man-
ager, and in October. 1906,
organized the Danville Car
Company under the laws of
the state of Illinois, with a
capital of $250,000. Mr. Vogel
has associated with him E.
H. Gorse, formerly secretary
of the Missouri Lincoln Trust
Company of St. Louis, who
holds the office of secretary
and treasurer. Mr. W. L.
Primm. formerly general
manager of the Merchants'
Association of St. Louis, will
assume the position of pur-
chasing agent and auditor;
Mr. E. J. Lawless, formerly
with the American Car Com-
pany and the John Stephen-
son Car Company, has been
appointed general sales
agent; Mr. G. A. Moffat, who
has been connected with the
Philadelphia Traction Com-
pany and the Metropolitan
Street Railway Company of
New York, has been ap-
pointed general superintend-
ent: Mr. John Visser. for-
merly with the St. Louis Car
Company, has been appointed
chief draftsman and will
have the assistance of Mr.
Fred Hussman and Mr.
Charles Littell, who were
also connected with the St.
Louis Car Company. Mr.
William Russell. formerly
with the Cleveland Electric
Railway Company, will have
charge of the mechanical and
engineering department, with
the title of mechanical en-
gineer. The other members
of the operating staff are
equally well known as suc-
cessful men in their respec-
tive departments.
In an accompanying en-
graving the plant is shown
as it appeared at the time
of the dedication on March
16. The buildings were
erected by the H. F. Vogel
Contracting & Engineering
Company, whose offices are
in the Rialto building, St.
Louis, under the immediate
supervision of James O. Gor-
don, formerly with the Goldie
Construction Company of
Chicago.
To Give Up Ash-Handling
Business.
It is stated that President
E. W. Winter of the Brook-
lyn Rapid Transit Company
has informed Comptroller
Metz that the American
Railway Traffic Company, a
subsidiary company, does not
intend to bid again for the
contract for removing ashes
in the borough of Brook-
lyn. The present contract
expires on October 2S and it
is stated that the company
does not want to renew it
because the hauling of ashes
over its lines interferes with
the passenger traffic. The
company's system of han-
dling ashes and street
sweepings was described in
the Electric Railway Review
of February 23, 1907, page
261.
K °
•to
ViALk ii
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postoffice, Chicago. III., as Second-class Matter.
Subscription in advance, including special daily editions published from
time to time in places other than Chicago, postage free. $2:
Foreign. 13; Single Copy, 10 cents.
Vol. XVII, No. 15
New York: 150 Nassau Street
CHICAGO, APRIL 13, 1907
Whole No. 207
TABLE OF CONTENTS.
Editorial:
— Steam Heating Versus Condensing 479
— Cleveland Xegotiations a Failure 479
— Tripping Fenders and Sanding Track 480
— New York's Transit Problem 480
— Depreciation and Reserves 481
Annual Reports of Railways:
— Chicago & Milwaukee Electric Railroad 482
— Xew Orleans Railway & Light Company 482
American Street and Interurban Railway Association to
Meet at Atlantic City (Illustrated) 483
Problems Which Confront the Public Service Corporation 484
The Lexington Avenue Subway, Xew Tork (Illustrated) 486
Depreciation and Reserves. By George Wilkinson 491
Central Electric Accounting Conference 493
Communication:
— The Future of the Steam Boiler 493
Trainmen Aid in Inspection at Dubuque. la 494
Chicago City Railway Accepts Xew Ordinance 494
Improvements on the Metropolitan Elevated. Chicago 495
Shop Practice for Motormen at Cedar Rapids. la 495
Car House and Shops at Knoxville, Tenn. (Illustrated) 496
Cleveland Electric Railway Rejects Holding Company Plan 499
Denies Bribery at San Francisco 500
Xews of the W7eek:
— Iowa Associations to Meet in Conventions 501
—Michigan Strike Settled 501
— Ambassador Bryce on Municipal Ownership 501
— Further Hearing on Xew Tork Central Wreck 501
— Growth of Electric Railways 501
— Test in Connection with Woodlawn Wreck T,mi
— Report on Pittsburg Subways 501
— Legislation Affecting Electric Railways 501
Construction Xews:
— Franchises 502
— Incorporations 503
— Track and Roadway 503
— Power Houses and Substations 505
Personal Mention 506
Financial Xews 506
Manufactures and Supplies:
—Rolling Stock 507
— Shops and Buildings 5"7
— Trade Xotes •'•" •
— Advertising Literature ""v
The Centrifugal Oil Filter (Illustrated)
Economizers for Water Gas Plants (Illustrated)
The Shaw Lightning Arrester (Illustrated) 510
Ball Bearing Roller Skates for Rinks (Illustrated) 510
There are certain conditions under which the cost of con-
densing apparatus would not be warranted by the gain in
economy which might reasonably be ex-
Steam Heating pected. It is, therefore, fortunate that elec-
Versus trie railway and lighting companies can in
Condensing. many cases develop a very profitable ex-
haust steam heating business if their power
houses are not too far from the business district of a city.
There was a time when it was thought that steam could only
be sent a few hundred feet without being totally condensed.
Such, however, is not the case, as has been proved by a
large number of successful heating installations having miles
of pipes under the streets, in which it has been found the
condensation is not more than 10 per cent in extreme cases.
The experience of one company, which found it economical
to operate a heating system in conjunction with a railway
and lighting plant, was reported recently. The plant is of
about 1,000 kilowatts capacity and supplies a small railway
and lighting system in a city having a population of about
28,000. Exhaust steam from the engines is distributed to the
business district and a small portion of the residential district
through about three miles of pipe under a pressure of from
one to seven pounds. In small quantities, the exhaust sells
for 50 cents per thousand pounds, and on the flat rate con-
tracts based on the radiating surface the return is about 35
cents per thousand pounds. The total income from the heat-
ing system was sufficient to pay the entire coal bill of the
plant and the cost of repairs and maintenance of the heating
system, and to show a balance of about $1,200. Besides fur-
nishing the heat, power for the electric railway and street
lighting was supplied by the steam before it was sold at the
rates referred to. It would be difficult to imagine such returns
from a condensing plant. As a further evidence of the profit
to be derived from steam heating systems, it may be stated
that there are small electric plants within the Niagara dis-
tribution district which are selling electric light and power at
a lower rate than the Niagara companies and are deriving
large profits from the investment in the plant and heating
ems. Surely no more severe test could be given an enter
prise of this nature than to operate it in competition with
the cheap power from Niagara Falls.
The developments of the last week have disappointed hopes
of an early settlement of the Cleveland street railway problem,
and it is evident that the controversy be-
Cleveland tween the Cleveland Electric Railway Corn-
Negotiations pany and the city of Cleveland, or that part
a Failure. of it which is represented by Mayor John-
son and the Municipal Traction Company,
is to be resumed with renewed vigor. In the early stages of
the recent negotiations between the presidents of the two
companies looking to a lease of the Cleveland Electric prop-
erty to the Municipal Traction Company through the forma-
tion of a holding company it appeared probable that an agree-
ment would be reached which would result in a practical test
of 3-cent fares. The 3-cent fare interests, however, fixed a
valuation of the Cleveland Electric property, which was so
low that the company could not accept it. This valuation
was subsequently increased by a committee of the city council,
which offered $60 a share as the basis of a lease to the
proposed holding company. In a communication, of which an
abstract is presented on another page of this issue of the
Electric Railway Review, the company, in reply to the com-
mittee, not only refuses to accept any offer which does not
provide an adequate valuation of its property, but declines to
continue negotiations with either a city administration which
has persecuted it for six years or "an irresponsible paper
company." Two alternatives have been forced on the com-
pany— virtual confiscation of its property as the price of peace
■ ii i in ued warfare with the low-fare companies backed by
>r Johnson and the city organization. The company has
decided to fight. The people of Cleveland also have two
alternatives before them — the offer of the Cleveland Elec-
eompanj of seven tickets for 25 cents, good for a ride
over a first-class system covering nearly 200 miles, or the
i thi Municipal Traction Company to give 3-cent
fares on " which is not yet built. The citizens of
180
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 15.
Cleveland cannot decide until the election next November. In
the meantime there will probably be a repetition of last year's
warfare, with injunctions and midnight tracklaying, while
the mayor makes a spectacular campaign to attract the sav-
ings of the people to investment in his low-fare enterprise.
The average car has so many separate devices in the motor-
man's cab that it is little wonder he becomes confused and
makes mistakes at critical times. As a rule.
Tripping when a quick stop is necessary he must shut
Fenders and off current with one hand, operate the air
Sanding Track. brake valve with the other, and at the same
time by some means he must ring his gong,
open the sand valve, and in many instances drop the fender
to the rails. In the shops of the Denver City Tramway Com-
pany every effort is encouraged toward devising attachments
that will lessen the number of independent movements neces-
sary on the part of the motorman when a quick stop is de-
manded. As a result, this company has adopted two inter-
esting and valuable attachments, one for tripping the fender
and the other for opening the air sander. The fender trip,
as used on the Denver cars, has a trigger at the end of the
raising shaft in the vestibule. The top of the trigger is about
level with the controller top. A 3-16-inch twist chain is at-
tached to the trigger and in turn hooked to the bottom side
of the reverse handle of the controller. This chain is of such
length that it can only be hooked with the fender raised
and the handle in the "ahead" position. This places the
chain near by for quick tripping and adds the desirable fea-
ture that the very act of reversing the car to make an emer-
gency stop trips the fender. The second "automatic" attach-
ment to relieve the motorman of some of his many duties in
times of emergency, comprises the casting of the air brake
handle with a projection on its cylindrical part. This pro-
jection is of sufficient length and at the proper point on the
handle so that when the brake valve is thrown to the emer-
gency position the protrudence on the handle engages the
sanding valve placed close by. Thus by these simple devices
the motorman is relieved of two separate movements that must
be made in times of emergency. While there may be a possi-
bility of getting too many so-called "automatic" parts, the use
of such simple expedients as these can in no wise be ques-
tioned on that score, and their simplicity and established reli-
ability warrant due consideration.
NEW YORK'S TRANSIT PROBLEM.
The electric traction companies in New York city are
now principally concerned with the necessity of providing
for the steady increase in traffic flowing toward the Bronx
region. The subway is now hauling twice as many passengers
as it was intended for, and it is running at as full capacity
as its present style of car equipment will permit. The traffic
on the Third avenue elevated line is increasing at the rate
of one million passengers per month. The surface lines run-
ning north and south are overcrowded and uncomfortable.
All these lines are operated with a large proportion of the
passengers standing in the aisles, which tends to restrict the
movement of egress and ingress and to increase the length of
stops at stations. At present the capacity of the New York
traction lines, carrying passengers to their homes and back,
is one and one-half millions in 12 hours.
To provide rapid transit for the abnormal increase in this
population, and, if possible, to furnish more comfortable trans-
portation, is the problem which Theodore P. Shonts, the new
president of the Interborough-Metropolitan Company, is now
trying to solve. As the result of his studies thus far, Mr.
Shonts has made a number of suggestions which are pub-
lished in Harper's Weekly of April 6. 1907. In order to
relieve the congestion on surface lines, a reasonable but not
exclusive use of the tracks is desired; and to accomplish
this the co-operation of the city authorities is requested
so that vexatious delays during the rush hours may be
avoided by the proper regulation of the freight traffic hauled
by horses. The methods of handling freight and passenger
traffic on the streets of large cities is barbaric, but something
more than police regulation is necessary to produce any im-
portant reform. Real improvement can be accomplished by
the work of the engineer in a better design for the construc-
tion of the street surface. The extra cost of moving freight
by wagon over the rough and irregular surface of Be'sian
block pavement would soon pay for the cost of a smooth and
substantial pavement having much less resistance. The
objection to all forms of mineral surfaces for wagon tracks
is that it is soon disintegrated by heavy pressure and be-
comes worn in holes. The drivers of heavy drays always seek
the smooth surface of the street car rails because the wheels
move easily and require less effort of the horses. Their
reluctance to leave such favorable conditions continually de-
lays the street cars and the obvious method of avoiding such
delays is to provide a pavement outside of the street car lines
which has a smooth surface and low resistance. A number
of streets in the downtown district of New York have been
paved with creosoted wooden blocks set on a solid foundation
of concrete and grouted in cement. On this pavement, wagons
and drays heavily loaded can be moved as easily and rapidly
as on the street car lines, and if such pavement was built
alongside the car lines there would be much less obstruction
to the car traffic.
Other improvements suggested for the surface cars relate
to the use of wider platforms and doors for the exclusive
use of those getting on and others for passengers getting off.
Early in the investigation, Mr. Shonts noticed the slow move-
ment of passengers at the subway stations due to the fact
that ingress and egress must be through the same doors, and
although the engineers are slow to admit that the cars are
not properly designed in their door arrangement, it is now
believed that side doors at the center will offer a partial
solution of the difficulty. In an editorial on the door arrange-
ment of passenger cars in The Railway Age of September 1,
1905, it was pointed out that that full benefit of an expensive
electric installation, giving high acceleration and speed be-
tween stations, will not be realized if the seconds thus gained
are wasted in standing at stations, as the result of slow
loading and unloading. The benefit of the side doors was
there demonstrated by figures relating to the steel suburban
cars on the Illinois Central, which have numerous doors along
the side, to those on the Boston Elevated, which have a wide
door at the center of car, and to the Interborough cars,
which at present have only end doors. The times required to
handle passengers in and out of these cars in busy hours
were relatively as follows: Illinois Central, 1; Boston Ele-
vated, 2%; New York subway. 4. The average time for a
number of stops on the Illinois Central is 7 seconds; on the
Boston Elevated it is 17 seconds; and in the New York sub-
way 30 seconds. In the latter stops are frequently noticed
in rush hours of over a minute at important stations, while
the minimum is 10 to 12 seconds. As Mr. Shonts is con-
vinced that the use of side doors on the subway cars would
do much to relieve congestion and minimize delays, it is prob-
able that the experiment will be made, and it will be interest-
ing to see how this can be accomplished in the cars having
continuous steel side girders as high as the window sills, also
the degree of relief obtained from a more rapid movement
of passengers.
It is further proposed to add two more tracks to the
Second avenue elevated lines and have express trains connect
with these lines, thus diverting a great deal of traffic from the
subway and Third avenue elevated and relieve the pressure
of- the Bronx traffic. These additional tracks could be built
and the lines operated in two years, while the proposed new
subways on the east and west side will require four years for
April 13, 1907.
ELECTRIC RAILWAY REVIEW
481
their construction. The plans for the new subways will be
found on another page of this issue.
DEPRECIATION AND RESERVES.
On another page of this issue of the Electric Railway
Review will be found some extended extracts from a lecture
by Mr. George Wilkinson, C. P. A., on the subject of "Deprecia-
tion and Reserves."
The exposition of general principles as applied to machin-
ery and equipment — the inanimate things that move or are
moved — is admirable, as are also the brief comments on the
need of provision for •'Displacement" and the objections to
showing accrued depreciation as a reduction of the plant ac-
count.
Emphasis should be laid on the fact that the views of
Mr. Wilkinson with regard to there being no depreciation of
railway tracks refer to steam railways and have but little
bearing upon electric railways within municipalities. The
lecturer's recommendation seems to be based upon the prac-
tice of steam railways rather than upon theory, since by
following the same course of reasoning as is followed by Mr.
Wilkinson when discussing machinery and equipment, the
existence of a depreciation of track not compensated for by
current repairs may be shown.
Mr. Wilkinson says that it is neither customary, practi-
cable nor necessary to make any charge specifically for de-
preciation against earnings arising from the use of piers,
docks or wharves, railway tracks, telegraph lines, reservoirs,
dams, canals, locks and many other properties of a similar
description. This statement, when taken in connection with
the premises on which it is based, Is doubtless true. The
premises are that properties of this nature are permanent and
irremovable, and that those portions of such properties as are
not really permanent are renewed again and again in the life
of the property, and all the replacements paid for out of earn-
ings. As an illustration of a permanent property upon which
it is not customary or practicable to compute depreciation, a
railway track is taken, and in the discussion it is assumed
that all renewals and replacements are paid for out of the
current year's earnings and charged to "Maintenance of Per-
manent Way."
The trouble is that, in the practice followed by elec-
tric railways, neither of these premises is generally true. In
the majority of states street railway companies can secure
only short-term franchises, and in a great many places inter-
urban electric lines have been built in public highways under
short-term franchise, and these companies, as well as the ur-
ban railway companies, are thus in a position where they can
never be sure of securing that renewal of franchise grants
which is necessary to give their properties even a semblance
of permanency in the sense used by Mr. Wilkinson.
In the first part of Mr. Wilkinson's lecture he defines
maintenance as meaning repairs, and a depreciation reserve
as the fund needed to provide for renewals, and applies these
terms to what in railway service would be comprised in
equipment. When discussing permanent way he assumes that
there is no depreciation because renewals, as well as repairs,
are included in maintenance. While a careful reading of Mr.
Wilkinson's statement of the problem makes his views clear,
we believe that there is needless confusion bound to result
from using the term maintenance with different meanings
when applying that term to different parts of the same
property.
Mr. Wilkinson's statement that a charge for depreciation
on track is neither customary nor practicable probably had in
view a limited application. The policy of providing a depre-
ciation reserve for railway track is considered both practi-
cable and necessary by the management of the Glasgow Cor-
poration Tramways, which has followed it for years. For the
1 year ending May 31, 1906, the Glasgow Tramways, be-
expending 6391 ($1,905) per mile for ordinary repairs
and upkeep of track, appropriated £500 ($2,435) per mile of
track to the permanent way renewals fund.
The subject of depreciation was discussed editorially by
"The Engineer" of London in its issue of March 15 last, and
the general attitude of that journal is shown in the following
extracts :
Referring to the "great railway companies" it is said:
"They never dream of providing a depreciation fund. Repairs
and renewals come out of revenue if the company is doing
well; if not, they are paid for by the issue of fresh stock."
Criticizing the comments of a contemporary concerning
the policy of County of London Electric Supply Company,
"The Engineer" says: "Had this [the appropriation of 40,000>
pounds sterling for depreciation] been done for the past year
the immediate result of no dividend would have been an
enormous drop in the value of the company's shares, which
would represent a loss that would far outstrip the value of
the depreciation fund; and, still worse, it would very
ffectually ward off all those who might be induced to supply
money for the fresh developments of the company's business
which appear imminent."
"The Engineer" concludes: "When a company is pros-
perous, there is always money enough for repairs and renewals
available out of revenue. If it be not, the possession or not
of a depreciation fund will make little difference in its down-
ward career."
The second of these quotations states the view of the
promoter, who is seeking to create an artificial value in order
that he may sell and secure his profit, and it is not an argu-
ment that the permanent management can use. To the
others it is a sufficient answer to say that if a business is not
prosperous the owners of it should certainly endeavor to
determine the true state of the case.
In a purely private undertaking, such as a manufactur-
ing business, it may be said that aside from the limited num-
ber of stockholders who suffer loss, it is a matter of indif-
ference as to how the accounts may be kept, because improper
methods do not influence the public. The manufacturer can-
not be compelled by statute to sell his products at a price
which means a loss to him; moreover the manager of a
purely private undertaking is always at liberty to fix the
prices of his finished product in accordance with the fluctua-
tions in the cost of raw material, in the price of labor, etc.,
though limited by the competition which he may have to>
meet.
It is entirely different in the case of railway companies
for transporting passengers. The statutes provide the maxi-
mum passenger fares and there is a constant pressure brought
to bear to reduce these maxima. Everyone knows of the
present agitation in this country to secure lower freight rates
and a maximum of two cents a mile for passenger fares on
steam railways, and for 4-cent fares, or 3-cent fares, on urban
street railways. The rates at present in force on many steam
and on nearly all interurban electric lines are below the
maxima which may be charged, so that there is opportunity for
these companies to increase their rates when it may become
necessary; but with street railways this is not possible.
In many cases street railway companies in American
cities are now giving more service than they can afford for the
fare they are authorized to charge. Doubtless all of them
will in time reach the point where, through increase in the
density of traffic, the fare received and the cost of the service
may be brought into equality, but this point will never be
reached if the companies must yield to the constant demands
for increased service, reduced fares, contributions for street
paving, for street lighting, etc. It is therefore of the utmost
importance that the managers and owners of street railway
properties should demonstrate to the public that the demands
made upon the transportation companies are unreasonable.
I'll is they can never hope to do until they cease trying to
di.foive tlicmsclvi's, ;md the neglect of accounting for depre-
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ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 15.
ciation is one of the most important and far-reaching self
deceptions that is practiced.
It is comparatively a small matter that the stockholders
in any one enterprise should lose their investment; it merely
means that they were unfortunate in undertaking a losing
business. But there should be a strong protest against a
policy which, if continued, will make it a certainty that every
purchaser of stock in street railways will lose his investment
because the companies engaged in this business have under-
taken to furnish transportation at too low a rate.
ANNUAL REPORTS OF RAILWAYS.
New Orleans Railway & Light Company.
The annual report of the New Orleans Railway & Light
Company for 1906 gives the following details of maintenance
expenditures on the property which E. C. Foster, the presi-
dent, believes to have been "sufficient to maintain the prop-
erty in its present serviceable condition":
Maintenance of track, roadway and paving. $957.95 per mile for
the year.
Maintenance of electric line. $261.10 per mile for the year.
Maintenance of electric cars, $207.36 per car for the year.
Maintenance of electric equipment of cars, $164.14 per car for
the year.
Gross earnings averaged $19,346 per mile of single track.
They increased 13.3 per cent over the previous year, while
operating expenses increased 15 per cent, due largely, Mr.
Foster says, "to an increase of 5 per cent to employes and to
the increased volume of business, necessitating more cars
and labor to conduct operations; and also to the well-known
fact that the cost of material used in making the ordinary
repairs to our property and the various equipment has con-
siderably increased over that of the preceding year."
During the year the company expended for construction,
betterments and improvements $2,497,822. Most of this amount
was expended on power houses, substations, transformers,
motors, cars, equipment and real estate for power purposes.
The income account for the year compares as follows:
Income.
1906. 1905. 1904.
Railroad earnings $3,724,271.80 $3,291,960.90 $3,071,929.10
Electric and gas earnings 1.S75, 400.13 1.705,807.36 1,541,575.19
Miscellaneous earnings 173,518.20 95,941.53 60,839.79
Total earnings $5,773,190.13 $5,093,709.79 $4,674,344.08
Expenses.
Railroad operating $2,225,580.14 $1,901,084.56 $1,753,720.71
Electric and gas operating... 848,434.95 770,375.79 744,802.22
Total operating expenses. $3,074,015. 09 $2,671,460.35 $2,498,522.93
Net earnings from operation. $2.699,175. 04 $2,422,249.44 $2,175,821.15
Interest on funded debt,
taxes and miscellaneous... . 1,900,900.77 $1,784,226.24 $2,149,840.46
Net income $ 79S.274.27 $ 638,023.20 $ 25.980.69
Dividends on preferred stock. *500,000.00 *125,000.00
Surplus $ 29S.274.27 $ 513,023.20 $ 25,980.69
"Operating expenses — percent-
age of gross earnings 53.2 52.2 5?.. 4
*The dividend. in 1905 was for three months, at the rate of $1.25
•per share of preferred stock, and the dividend in 1906 was for the
year, at $5.00 per share of preferred stock.
The following traffic statistics are given:
1906. 1905. 1904.
Revenue passengers carried 73,606,068 65,021,214 60,696,927
Transfers redeemed 7,220,152 6,641,193 5,832,572
Revenue mileage 17,718,107 16,753,874 16,354.145
.Eighteen-hour cars 10S.637 102,156 99,897
Chicago & Milwaukee Electric Railroad Company.
The annual report of the Chicago & Milwaukee Electric
Railroad Company for 1906 shows that the company expended
for maintenance $56,8S5, but no details of the application
of this amount are given. This expenditure is equivalent to
6.4 per cent of gross earnings. Operating expenses were 41
per cent of gross earnings. The report shows earnings and
expenses for 1906 as follows:
Earnings.
Passenger i
Freight 305,450.77
Express 13,750.82
Miscellaneous 14,653.95
$884,206.80
Expenses.
Trainmen $ 68,332.86
Power house and substation employes 33."'
Maintenance 56,885.08
Fuel 64,549.99
General operating expenses.' 132,046.96
General expenses 11,213. S9
Net earnings
Other income
Total net income for the year 1906
Interest on bonds $330,000.00
Taxes and insurance 17,996.27
368,396.96
$517,809.84
31,791.63
$549,601.47
$347,996.27
Net surplus for 1906 $201,605.20
Surplus from 1905 301,333.45
Net surplus. December 31, 1906 $502,938.65
In his address the president, A. C. Frost, gives the follow-
ing information regarding the property, which supplements
the information contained in the Electric Railway Review of
March 9, 1907, page 339:
Last year the company built a cut-off between Highland
Park and Lake Forest, a distance of about two miles, all
on private right of way, for 4-track construction, thereby
eliminating two bad curves and greatly reducing the time
between the two cities. A number of new stations and
shelters were built, the capacity of the power plant increased,
and 10 large interurban cars added to our equipment. The
company also made other improvements along its entire line
A total of $200,000 was expended out of surplus for perma-
nent improvements.
The Wisconsin division, as far as Racine, was placed in
operation on September 2, 1906, and the earnings from this
extension have been very gratifying. Nearly all the right of
way from Racine to Milwaukee has been acquired and the
road constructed to within 15 miles of Milwaukee. It is ex-
pected to have the road completed and in operation to Mil-
waukee about October 1.
Active construction work has been begun on the United
States Naval Training Station and 1,000 men will be em-
ployed there this year. Already $2,000,000 has been appro-
priated and it is expected that a total of $5,000,000 will be
expended on the property. Extensive public and private im-
provements are being made in all the cities and towns along
our line.
The Chicago & Milwaukee Electric Railroad operates in
a territory which is unequaled anywhere in this country, con-
necting Chicago with Milwaukee and 23 other cities and towns
along the line, serving a population of 3,000,000, which is
rapidly increasing.
Earnings of the property from 1900 to 1906 are as follows:
Gross Operating Net
earnings. expenses. earnings.
1900 $140,684.55 $ 59,515.44 $ 81,169.11
1901 171,171.99 74.015.09 97,156.90
1902 190,110.31 79,364.12 110,746.19
1903 292,246.76 98,627.07 193,619.69
1904 464,655.22 179,037.58 2S5.617.64
1905 594,874.64 244,551.84 350,322.80
1906 884,206.80 366,396.96 517,809.84
Weight of New Motor Cars, Denver City Tramway.
The total weight of the first of the new 2-motor cars com-
pleted by the Denver City Tramway Company is 29.000 pounds.
distributed as follows:
Pounds.
Car body 11,200
Double trucks 9,500
Two motors and control
Air brakes 1,000
Total 29,000
These cars were described in detail in the Electric Rail-
way Review of April 6, 1907, page 452, and the estimated
weight, as given there, was 27,850 pounds.
It is a good plan to have car washers keep some raw
linseed oil at hand to touch up all damaged places before
washing and so protect the wood till the cars are revarnished.
A little touch of putty here and there where it is needed will
keep the moisture from penetrating to the inside of panels
and other places where it will work mischief. A very small
quantity of pulverized pumice stone used with the soap
will cut the dirt, but too much will, of course, dull the
varnish. Plenty of clean water should be used to rinse off
every trace of soap, as any soap that remains on the varnish
will surely leave its mark.— Brill's Magazine.
April 13, 1907
ELECTRIC RAILWAY REVIEW
183
THE AMERICAN STREET AND INTERURBAN RAILWAY
ASSOCIATION TO MEET AT ATLANTIC CITY.
The annual conventions of the American Street and Inter-
urban Railway Association, and the organizations affiliated
with it, will be held in Atlantic City, N. J., from October 14
to October IS, 1907, inclusive. The days on which the several
associations will hold their meetings have not yet been defi-
nitely determined.
At a meeting of the executive committee of the Ameri-
can association, held in New York on January 28 last, it was
decided that this year the conventions should be held in the
east and preferably on the Atlantic seaboard, and a joint
ness sessions of the several associations. Atlantic City is
especially able to meet these requirements; In a circular
letter issued by Secretary Swenson on April 9 the following
information concerning hotels, exhibit space and convention
halls is given.
Hotels.
Practically the only criticism made in connection with the
Columbus convention was the inadequacy of the hotel facilities.
If any criticism of Atlantic City were made in this particular
it would be that there are too many large, first-class and
thoroughly modern hotels. Atlantic City can provide without
difficulty at least 3,000 rooms in the large beach front hotels,
with from 1,200 to 1,500 private baths. In addition, there is
an almost unlimited number of rooms in the best grade of
Atlantic City Convention— Steel Pier as Arranged for Exhibits.
committee representing the American association and the
Manufacturers' association was appointed to consider the
matter further. The selection of Atlantic City as the place
for the 1907 convention was made after a careful investigation
by this committee, which reported that in view of its instruc-
tions only two points could be considered, Norfolk (Jamestown
Exposition) and Atlantic City. While each of these places
had its particular advantages the opinion of the committee
was that Atlantic City would be the more desirable location,
and its recommendations have been approved by the executive
committee.
In choosing the convention city three points arc very
important: there must be adequate hotel accommodations of
the first class, a sufficient space for the manufacturer
hibits and suitable assembly rooms in which to hold the busi-
side street hotels, many of which are provided with private
baths. The rates which have been obtained from 35 of tin
largest hotels, of which 13 are on the ocean front, an- the
same as the rates guaranteed for the conventions of the
.Master Mechanics' and Master Car Builders' associations,
which will be held in June of this year. The rates for one
person on the American plan vary from $2.00 to $4.00 per
day without bath, and from $3.00 to $6.00 with bath. For two
persons occupying the same room on the American plan, the
rates are from $4.00 to $S.OO per day without bath, and from
$6.00 to $10 (in some instances slight) higher) with bath
Exhibit of the Manufacturers' Association.
The exhibit of the Manufacturers' association has become
a very Important feature of the annual conventions. The
1907 exhibit will be located on the Steel Pier, which is «
a few minutes' walk from the various beach hotels. It is
expected that the Manufacturers' association will ha.
484
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 15.
larger and more attractive exhibit than that at the Columbus
convention last year.
Convention Halls.
A large convention hall, with a seating capacity of 800
people, will be provided on the Steel Pier for the opening
of the American association convention and smaller meeting
rooms will be available for the various sectional meetings of
the American, the Accountants', the Engineering and the Claim
Agents' associations.
Additional information in regard to the hotel and railroad
facilities, the convention halls and the arrangements made
for the manufacturers' exhibits will be issued from time to
time from Mr. Swensou's office.
Reference to the map herewith shows the relative loca-
tion of the railroad stations, the principal hotels and the Steel
PROBLEMS WHICH CONFRONT THE PUBLIC SERVICE
CORPORATION.
. To l„l»t %Hil, £S
Atlantic City Convention — Map of Atlantic City, Showing Location
of Principal Points.
pier which is to be the headquarters for the convention and
the exhibits. The accompanying halftone engraving shows
the Steel pier as arranged for the convention exhibits and
gives an excellent idea of the pleasing and artistic manner
in which it is possible to arrange and decorate the booths.
The Utica & Mohawk Valley Railway Company has for
some time been making experiments to determine the adapt-
ability of the hot water system of heating to the small single-
truck cars in use on some of its lines. Such a system has
been in operation on the interurban cars and has worked very
satisfactorily. In the interurbans the heater is located in the
motorman's vestibule. In the small cars there is no space
for it in the vestibule and the experiments were to determine
the feasibility of locating it in the corner of the passengers'
section. A heater was recently installed in a car that has
been running in Utica much of the time and it has worked
satisfactorily.
Thomas X. McCarter of Newark, X. J., president of the
Public Service Corporation of Xew Jersey, delivered an
address before the board of trade of Plainfield, X. J., on
February 12 on "Public Utilities in Xew Jersey.'' In explain-
ing the situation which led to the formation of the Public
Service Corporation, Mr. McCarter discussed the subject of
overcapitalization, the prevailing sentiment against public
service corporations, and the problems which now confront
the company of which he is the president. He said in part:
For the past two years, during the peak — as we say in the
electrical business — of the public feeling against corporations
in general, and quasi-public corporations in particular. I have
conceived it to be wiser, in the performance of my duty as
president of the Public Service Corporation, to refrain from
speechmaking, and devote my entire energy to the routine and
arduous duties of my position. The public, rightly or wrongly,
has not been in a receptive frame of mind, and anything that
I. or one similarly situated might have said, would have had
little, if any. effect. The pendulum has swung so far. how-
ever, that the thinking men of the country are beginning to
appreciate the gravity of the situation, and therefore it seemed
to me. when I received the courteous invitation of my friend,
your mayor, to come here and speak on this subject, that
perhaps the time was ripe for me to frankly discuss the
problems which confront me as the head of the large corpora-
tion over which I preside, and affect us all as citizens of
Xew Jersey.
I was educated as a lawyer, and I pursued my profession
until the formation of the Public Service Corporation and
my election to its presidency in 1903. The few years prior
to 1903 had been formative or constructive years of the under-
lying companies now in the Public Service Corporation, and
in my professional work I had been considerably employed in
doing the legal work involved. In several instances I invested
money in the enterprises which I was conducting legally, out
of one or two of which I made money, out of others not. My
point is, that I was not one of the gentlemen concerned in the
original exploitation of these various enterprises. Xot that I
am casting any reflection upon those who were; that work
was done by some of the strongest men this state has pro-
duced. It was a strenuous undertaking, and undoubtedly
shortened the lives of Vice-President Hobart and the late
B. M. Shan'ey of Xewark. There is much to admire in the
work of these gentlemen and their associates. They quickened
the growth and development of our state, they gave employ-
ment to thousands of people, and they made living more
comfortable. But from the present standpoint it is clear that
they made mistakes, too, in that they overdiscounted the
future, and overcapitalized some of the great properties they
constructed. This was all done, however, in the open, under
due forms of law, and without public hostility at the time:
in fact, those who were given an opportunity to "come in"
were regarded as highly fortunate. In the course of a short
period these securities became widely scattered for value, in
the hands of the investing public. It is not too much to say
that they passed into the possession of the rich and the poor,
the corporation and the individual, the husband and the
widow. While we all, I think, disapprove now of the extent
to which this overcapitalization was carried on, we must
remember that the theory on which it was based was justified
at the time, both by law and public sentiment, and that with-
out the expectation on the part of the promoters of some
profit above the ordinary interest return, these properties
with their resultant benefits would not have been constructed.
Obligations Could Not be Met.
But time was passing on, and it gradually became appar-
ent that, while in the main, gas and electric properties were
profitable, and justified expectations, the street railroads did
not. By the winter of 1902-1903 it was evident to those at all
in touch with the situation, that without new capital for
necessary improvements, and for the restoration of impaired
credit, the railroads could not go on. Just at this time a
horrible catastrophe occurred. A carload full of school chil-
dren collided at a dangerous crossing in Xewark, with a
Lackawanna train, resulting in much loss of life, great per-
sonal injury, and filling the whole country with consternation.
This was the last straw, which, it was quickly seen, would
break the camel's back. Something had to be done, and that
quickly, or a great financial panic stared Xew Jersey in the
face. The railroads could not meet their accruing obliga-
tions. This was becoming generally blown, and I knew it
professionally, as well as a matter of general information.
While the securities were held broadcast, the policy of the
constituent companies was shaped by a comparatively small
April 13, 1907.
ELECTRIC RAILWAY REVIEW
485
number of men. To these gentlemen I suggested, as the solu-
tion of the problem, the formation of a new company, with a
large cash capital, which should acquire, upon fair terms, all
the constituent properties, good and bad, represented by
them, the theory being that during the critical period the
strong and prosperous should carry the financially and
physically weak properties.
Thus the Public Service Corporation was formed, with a
cash capital of $10,000,000. fully paid up, without one dollar of
water. It shortly acquired all of its gas, and many of its
electric, properties by lease. The stocks of the financially
embarrassed railroads, and of the United Electric Company of
Xew Jersey, which served Essex, Hudson and a part of
Union counties electrically, and which was also in a strug-
gling condition, were exchanged for the obligations —
not the cash — of the new company, but in the doing of it
approximately $60,000,000 of stock obligation was transformed
into approximately $20,000,000 of new obligations. This trans-
action was certainly free from the injection of water.
At this juncture the gentlemen put up to me, as the sug-
gestor of the enterprise, its successful consummation as a
going concern, and I withdrew from my profession to accept
its presidency. This fact is only of importance as showing
the untrammeled point of view with which I approached my
duties. At the commencement of my administration I had,
and I still have, three and only three objects in view.
1. The making good of every dollar of all these under-
lying bonds and securities by whomsoever held, and the
prevention of the financial panic that would have ensued, and.
gentlemen, unless socialism and confiscation are to prevail
in this country, which they are not, that object has been
attained beyond peradventure.
2. The giving of efficient and economical service to the
people of this state in the three great public utilities of gas.
electricity and street railway transportation.
3. The assurance of an ultimate fair return to the stock-
holders who have invested their money in the stock of this
company at par, first to the extent of $10,000,000. subsequently
increased by $2,500,000, now making $12,500,000 in all. thus
far without a cent of return thereon.
These, then, have been the three objects before me. The
first, that of safeguarding the underlying securities, has, hap-
pily, as I say. been accomplished. What of the second — the
giving of efficient and economical service to the people? Let
us bear in mind that the company operates all the important
gas, electric and street railway properties in the state, as far
south as Camden, with the exception of the gas property in
and about Elizabeth and the street railway system in Trenton.
This is a vast undertaking, and that it is not done with entire
satisfaction to the public or to ourselves, no one knows so
well as I. Remember, if you please, that the Public Service
Corporation came into possession over night, as it were, of a
vast number of properties of different kinds, in all stages of
efficiency and decomposition, and this was only four years ago.
Rebuilding the Railways.
In the railway department alone we are in process of
amalgamating into one homogeneous whole nine different
systems of railroads that previously had no interdependence.
Many of them were in a state of physical as well as financial
collapse, and have had to be rebuilt. This work is progress-
ing, but it will take several years to complete. We have in
these four years already spent upwards of $26,000,000 in the
improvement, extension and rehabilitation of the properties,
and have appropriated over $6,000,000 additional for similar
expenditure this year. This money, over and above the $12.-
500,000 of capital stock, has been raised by the sale of securi-
ties. We have built and rebuilt over 110 miles of track. We
have purchased 568 new cars: we have built new power sta-
tions. The community is growing so rapidly that it is difficult
to keep pace with it. let alone to improve conditions. Never-
theless, they are being improved: each year there is a sub-
stantial improvement, and this will continue if present admin-
istrative policies prevail, until the time will surely come when
this company will give as satisfactory service as the nature
of the business will permit. It will never be perfect: it is
not perfect anywhere.
The troubles of street railway operation are legion, and
in winter time are always with us. They are caused by
difficulties too numerous to mention, over many of which the
company has no control, such as snow, vehicular traffic, block-
ing of cars, etc. Of course we are not free from blame. No
concern handling over 10,000 employes in work of this char-
acter is free from error, from the president down to the
humblest employe. All we can do is to do the best we can,
and that is the hones' purpose of my administration.
As to the second branch of the subject of which I am
treating, viz., the economy of Bervlce, I am proud of what we
have accomplished and are doing for the people of the state.
imniarize briefly, a complete transfer system has been
put into effect between the nine railroad systems at all con-
necting points, where none formerly existed, and the 5-cent
fare zone has been extended to the limits of reason, it being
now possible to ride over 15 miles for a nickel in certain
localities.
While all this reduction has been going on, the price of
nearly everything else has been going up, taxes, labor, coal,
oil, manufactured products of every character all advancing,
while the cost of the finished product — gas, electricity or
transportation, as the case may be — has been coming down.
This state of affairs, with its attendant results, if carried to
extremes, was commented on with great force by Samuel
Spencer, the late president of the Southern Railway, in a
public address shortly before his death. The public should
realize that there is a point beyond which these opposing
forces must not go, if conflict is to be avoided.
Extensions Demand Capital.
All this is of the very greatest importance. It has a
direct bearing on the ability of corporations to raise the neces-
sary capital to properly extend. If rates are to be put below
the point where fair earnings on obligations can be secured,
fresh capital cannot be secured, and stagnation of enterprise
will result. It takes, and will continue to take, for some
years, if not indefinitely, about $4,000,000 annually of new
money to finance the new business and extensions of the
Public Service Corporation. This does not include a mile of
extended railroad track. In these troublous times, even this
comparatively small sum of money is not easily acquired.
This situation, so far as new extensions are concerned, is
accentuated by the passage, in response to a well-defined but.
in my opinion, mistaken public sentiment of the so-called
limited franchise law, restricting the period for which fran-
chises may be granted to 20 years, except where by vote of
the people the period is lengthened to 40 years. This does
not affect the Public Service Corporation to any extent, for
I am entirely satisfied that we have enough to do to develop
the properties we now have, without further substantial exten-
sion. In a sense, it is a direct benefit to the Public Service
Corporation, for it prevents others from obtaining what the
Public Service Corporation already has. But it will, in my
judgment, retard the development of the rural sections of the
state. In these times it is utterly futile to consider the
financing of rural country lines upon any such limited basis,
and we are not attempting it. This is not the manifestation
of any dog in the manger policy, but simply a recognition
of conditions.
Stock-Watering and Overcapitalization.
The third aim of the Public Service Corporation is to earn
a fair return to stockholders upon their investment. We have
been going four years. In 1906, for the first time, we earned
a little over 5 per cent on our stock, and that on a gross
business of $21,000,000 and a stock capital of $12,500,000. I
think that all will agree that this is as close a margin as any
legitimate business should be conducted upon. But with the
enormous increase in the company's business each year, unless
all conditions change, within a reasonable time the earnings
will substantially increase. At least this is our hope and
belief. How then shall these earnings be distributed? The day
of stock-watering and overcapitalization of properties of this
character is over, and properly so. Governor Stokes in his
annual message of 1906 strongly inveighed against this evil,
and recommended legislation to prevent it. In compliance
therewith the legislature of last year passed a very drastic
act, with which I do not think the public are very familiar,
but which positively forbids public utility companies from
issuing their obligations for less than par, except a reasonable
banker's commission, and forbids the issuance of all stock,
except for par. Heavy penalties are attached, including the
rendering of the securities invalid. The governor will bear
me out. I think, that because of my familiarity with the sub-
ject, I, at his request, prepared this bill, and I am in hearty
sympathy with his provisions.
I believe that we should recognize conditions as they are,
without any attempt to undermine values or confiscate securi-
ties heretofore issued under forms of law; that we should,
as above, prevent all further watering; that stockholders of
existing companies should be allowed to receive 10 per cent
annually — a fair business profit — upon their investment before
there is any further restriction placed upon these companies
bj taxation or otherwise. Until such time comes, the com-
panies are taxed sufficient in all conscience.
The Indianapolis & Cincinnati Traction Company, which
recently opened its Shelbyville and Greensburg division, has
instituted freight service on this division a month sooner than
anticipated to meet the general demand upon the part of the
citizens for an interurban freight service.
4S6
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 15.
THE LEXINGTON AVENUE SUBWAY, NEW YORK.
Bids for the construction of the new Lexington avenue
subway in New York were advertised for on April 2, by the
Board of Rapid Transit Railroad Commissioners. The plans
which are shown herewith, and for which we are indebted to
Mr. George S. Rice, chief engineer of the commission, show
that the new line is intended to extend from the Battery to
One Hundred and Sixty-fourth street, the Bronx. The line
from the Battery to the vicinity of Forty-second street follows
somewhat closely the line of the existing subway, but at a
short distance to the west.
Beginning from Battery Park the line follows Church
street to Vesey, where it turns to the right to Broadway, unde;
which it proceeds to Twenty-fifth street, whence it deflects
and passes under Fifth avenue to Thirty-fifth and Thirty-sixth
streets, under which streets are to be two lines which turn
three blocks east to Lexington avenue. From Thirty-sixth
street the line proceeds directly under Lexington avenue as
L* Ttv07ff/!CK ■**■
Lexington Avenue Subway. New York — Longitudinal Cross-sections
maximum width of 15 feet for each track, except at stations,
where the width is increased. The roof and sides of the
tunnels will he of iron or steel and masonry, and the roof will
be as near the surface of the street as street conditions and
grades will permit, but the track will be depressed wherever
necessary to avoid grade crossings and at the approach to-
the Harlem river.
In some features the plans provide for a different con-
struction than that which prevails in the case of the existing
.S'f
~f< *&^o~^y£
Lexington Avenue Subway. New York — Skeleton Elevation of Rapid
Transit. Metropolitan and Lexington Avenue Subways.
far as the Harlem river. Passing under the river the line
continues under Park avenue, crossing underneath the pres-
ent subway at East One Hundred and Forty-ninth street,
whence it turns to the west along the line of One Hundred
and Fifty-third street to One Hundred and Sixty-fourth street.
From a point between Thirty-eighth and Forty-first streets,
where a junction can conveniently be made with the exist-
ing subway north to One Hundred and Twenty-ninth street,
the road will consist of four tracks. From One Hundred and
Twenty-ninth street north there will be two tracks and the
subway. Entrances to stations will in general be placed
within private property, and stations are in general located
midway between the lines of two streets. Construction gen-
erally will be carried on by means of tunneling or excavation
under cover, except in cases in which express permission for
an open cut may be obtained from the board. Contracts for
the work will be let in seven different sections, which cover
the entire line from Battery Park to One Hundred and Sixty-
fourth street.
At Chambers street, which is assumed to be the southerly
- ~* - "- "--.
Lexington Avenue Subway. New York — Route and Longitudinal Cross-section.
loop at Park avenue between One Hundred and Fifty-first and
One Hundred and Fifty-second streets will be one track. In-
cluding the two lines at Thirty-fifth and Thirty-sixth streets
there will be four tracks at this point, and the four tracks
will be continued as far south as Chambers street. From
this point south to Battery Park there will be two tracks
exclusive of the additional tracks required for terminal pur-
poses under Battery Place and Battery Park.
It is provided in the specifications that the tunnels are to
have a height of not less than 13 feet in the clear and a
limit of express service, there will be located a station accom-
modating four tracks, in the form of a double-deck structure.
The two upper tracks will be for express service north of
Chambers street and will be the continuation of the tracks
which come north from Battery Park. The two lower tracks
in the station will be for the accommodation of local trains
coming from and going to the north of Chambers street.
These two tracks will be extended south under Broadway to
provide sidings for the housing and care of local trains. From
Chambers street north the four tracks continue under Broad-
April 13, 1907.
ELECTRIC RAILWAY REVIEW
487
way coming to substantially the same level at a point 700 Thirty-first street. The local tracks will then converge and
or 800 feet north of the station. They will then continue come together over the express tracks at the south end of
along Broadway as near the surface as practicable to and the station, between Thirtv-second and Thirty-third streets
SZ39
Lexington Avenue Subway. New York-Plan and Skeleton Elevation of Route on Thirty-fifth and Thirty-sixth Streets.
Lexington Avenue Subway. New York— Plan and Elevation of Mott Haven Loop.
under Union square and Broadway to Fifth avenue, and thence which will be built in the form of a double-deck structure
to a point between Twenty-seventh and Twenty-eighth streets, Just beyond the station the northbound tracks turn to the
where the center or express tracks will begin to descend and east and pass under Thirty-fifth street under the present sub-
the outer or local tracks will rise to about the center line of way at Park avenue, rising again as they approach Lexington
188
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 15.
avenue. The southbound tracks from Fifth avenue, at a point street, where connection can conveniently be made with the
between Thirty-fourth and Thirty-fifth streets, separate from
the northbound and turn east under Thirty-sixth street under
the present subway at Park avenue and to Lexington avenue,
where they join the southbound tracks as above described.
At the point of junction the four tracks will be carried as a
present subway. The two upper tracks continue under the
Harlem, passing under the present subway at One Hundred
and Forty-ninth street and to a terminal station at One Hun-
dred and Fifty-sixth street.
At One Hundred and Forty-ninth street station one track
^r^ ii^u
f"S*M *
Lexington Avenue Subway, New York— Section Through Subway Showing Ventilating Shaft.
double-deck structure, with the local tracks on the upper will rise and come to a higher level than the tracks which
level. lead to the terminus. It will then curve to the west, pass
The double-deck structure is continued as far as the end over the southbound track leading from the terminal under
of the station at One Hundred and Twenty-fifth street. From the tracks of the New York Central Railroad and under One
the north end of this station the two upper tracks will con- Hundred and Fifty-third street to a point between Mott and
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. f J I i i I n ■■.... ..i.iiVnfeJ i;. f
Lexington Avenue Subway. New York — Section Through Subways. Showing Double-deck Arrangement at Stations.
tinue north on substantially the same level to about One Hun- Walton avenues, where it is joined by the southbound track,
dred and Twenty-ninth street, and the two lower tracks will which has been carried farther to the north before diverging
branch in order to provide connections which will be de- from the lines leading to the terminal. A loop at this point
scribed hereafter. These two tracks will pass under the Har- connects the south and north bound tracks. This loop will
lem river and Morris avenue to One Hundred and Forty-eighth be entirely under private property and under the tracks of
April 13. 1907
ELECTRIC RAILWAY REVIEW
489
the New York Central. The location and arrangement of
these tracks, as well as the connections described at Thirty-
fifth and Thirty-sixth streets, will be clearly understood by
reference to the accompanying engravings, showing the gen-
the road itself. It is provided that chambers for the installa-
ion of these devices shall be built two between every two sta-
tions, one on each side of the track. Free air will be secured
through gratings in the sidewalks in the roof of the ventilating
Lexington Avenue Subway, New York — Plan and Section of Station.
eral plan of the entire line, and these two portions in consid-
erable detail.
As indicated in the foregoing description, on parts of the
road which have four tracks on substantially the same level,
the inside tracks will be used for express purposes. When
the form of construction provides a double-deck structure, the
two lower tracks will be used for express service.
In view of the difficulty which has been experienced in
chambers. Also, in the construction of the walls suitable pro-
vision is required to be made for the piping of the various
services which may occupy the ground below the street level.
The fact that Lexington avenue is largely a residential
street, and is comparatively narrow, has been the occasion
for determining to make the structure of double-deck charac-
ter. This condition is also taken into account in the provi-
sion that the contractor must be required to maintain free
r-Sr&f£-7- Suffrict
rtcrffOPOt-frAv Ti/*#ft.
t SxtSTiWG
£x/sr/jvG
Lexington Avenue Subway, New York — Section Through Subways Under Park Avenue and Forty-second Street.
connection with the ventilation of the present subway, pro- access to entrances of all buildings during the progress of
vision is made in the present plans for the installation of the work.
necessary apparatus for ventilation at the sides of the road- In the construction of the stations, the feature which has
way to be constructed in connection with the construction of been found so desirable in the present subway, that is, making
490
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 15.
the decorative features of each station distinctive, will be
followed. It is provided that the section of rail shall conform
to the standard adopted by the American Society of Civil
Engineers, and weigh not less than 100 pounds per yard.
In determining the location for the third rail, if such is used.
the specifications provide that preference be given to such
a location as will permit' interchange of equipment with that
of existing subways.
The ties will be of white oak or long-leaf yellow pine, and
under each rail at each tie will be a tieplate with longitudinal
ribs. In the matter of equipment it is provided that the
amount shall be such that during the hours of maximum traffic
trains of 10 cars may be run on local tracks at a headway
not exceeding one minute and on express tracks similar trains
at a headway not exceeding two minutes. It is required that
the motors have sufficient power to haul trains of 10 cars
fully loaded upon express tracks at an average speed of
not less than 30 miles per hour and upon local tracks at an
average speed of not less than 15 miles per hour, including
stops. Exclusive of stops the motors must be capable of mov-
ing trains at not less than 40 miles per hour for long dis-
tances. Cars are to be of fireproof material.
The location of stations is clearly shown upon the ac-
companying general mai). To show the extent to which the
necessary to the completion of the Lexington avenue route.
The section is through Park avenue at Forty-second street.
Inasmuch as the construction of the tunnel and especially
of the stations differs in many points from that made familiar
by the existing subway, the accompanying engravings present
Lexington Avenue Subway, New York — Transverse Section Through
station.
a few special sections. Two of the diagrams show the two
general classes of stations: a local station for four tracks
on the same level and a local station in a double-deck struc-
ture. It will be noted in the section showing four tracks upon
the same level that ample provision is made for carrying all
ESzaT
Lexington Avenue Subway. New York — Section Through Subways. Showing Double-deck Arrangement.
ground below the street level at some points in Manhattan piping and the like over the roof of the station and between
is perforated by existing and proposed tunnels, a section the roof and the surface of the street. This also shows the
through Park avenue is given, which includes a section of passageway connecting the northbound and southbound tracks,
the existing Metropolitan tunnel, the two tunnels of the The details of construction are clearly shown in typical sec-
Rapid Transit subway and the two tunnels which will be tions taken through the tunnel at different points.
April 13, 1907
ELECTRIC RAILWAY REVIEW
491
DEPRECIATION AND RESERVES.*
BY GEOKCiE WILKINSON, t C.
The accountant, in his investigation of the accounts, must
be careful to determine what amount has been expended on
maintenance and current repairs of building and machinery.
and what, if anything, has been charged against the earnings
with respect to "Depreciation." If the amount so charged is.
in his opinion, insufficient to properly provide for the replace-
ment of the machinery, by the time it is estimated such ma-
chinery will be useless, it is his duty to make a specific al-
lowance for depreciation in addition to what the books may
show, before stating the net profits. In such an investigation
the accountant should not content himself by stating the
profits "before charging depreciation."
The investigating accountant should also carefully exam-
ine the accounts to determine what amount has been expended
on renewals and to what accounts charged. If he finds that
any considerable sum has been charged against the earnings
for machinery, to replace that which has become worn out
or obsolete, he must surely take such amount into considera-
tion as a deduction from the amount he would otherwise
charge as "Depreciation."
The science of bookkeeping has been gradually evolved
for the purpose of recording permanently, by the combined
use of words and figures, the history of a business undertak-
ing.
Fundamentally, the receipt and payment of money form
the basis of commercial transactions, money being the means
of interchange between different members of the same com-
munity, between the producer and the consumer. But there
are certain facts to be recorded, in the history of a manu-
facturing enterprise, which do not affect anyone but the pro-
prietor of the business, and among these comes the matter
of depreciation. Ultimately even this matter resolves itself
into a cash transaction, because some day the property, upon
which the depreciation is today computed, will become worn
out and have to be renewed, and then money must be spent
to renew it.
The question of "Depreciation," if taken as a whole, is
so vast, that a lecture of one hour's duration must either deal
with the subject superficially (which is never convincing) or
else its scope must be narrowed down to dealing with a few
subjects, so that these can be carefully considered and the
application of certain rules determined. The latter is the ob-
ject sought for this evening's lecture.
Xo one, to my knowledge, was ever bold enough to lay
down fixed rates at which depreciation ought to be charged
under all conditions. On the contrary, all agree that consid-
erable diversity of opinion exists, even among those best in-
formed on the subject. Further, that, as no two cases are
exactly alike, fixed rules cannot be made to apply. It is
also fully agreed that the question of depreciation comes
within the realm of opinion and that the special conditions
under which each property is operated must be carefully
taken into consideration.
"Depreciation" may be defined as the loss in value of
some destructible property over and above current repairs.
The loss which arises with respect to breakage and which
can be replaced by repairs has nothing to do with deprecia-
tion.
If any part of a machine breaks or becomes worn out,
there is a loss. The loss to the machine may be readily
replaced by a new part and the machine is said to be "as
good as new." This results in an expense to the owner of
the machine, which is commonly called "Repairs," or. more
technically. "Maintenance." The loss that arises through
"Depreciation" is of a different nature. It is not accidental,
but slow, gradual, inevitable. If the owner of a machine re-
pairs it ever so well there inevitably comes a day when it
can no longer be kept in serviceable condition. Its usefulness
is gone. It cumbereth the shop. It is thrown on the scrap
heap or sold to the junkman. Its owner is then face to face
with the loss of its value. This results in a loss of "Capital,"
or a loss of "Revenue," according to the manner in which it
is dealt with. If the necessity to make proper provision for
depreciation out of earnings is neglected (as ft often is) it
will ultimately assert itself, to the most serious embarrass-
ment of the owner, as a loss of capital
If the business is a temporary one, or if the process the
machine was bought for is at an end, then the loss is part
of the capital of the owner, and he may be quite content to
see It thrown on the scrap pile. But this is very seldom the
case. In a vast majority of instances the owner wishes to
•Abstract of a lecture delivered at the Evening School of Ac-
counts and Finance held In connection with the Wharton School
of Finance and Commerce.
tOf the firm of Wilkinson, Reckltt, Williams & Co., Certified
Public Accountants.
continue in business and finds himself compelled to replace
the defunct machine, generally with a better one. Modern
development lies in the direction of constantly increasing the
efficiency of the machinery employed in all classes of manu-
facture, and it is seldom that a worn-out machine is replaced
by another its exact equal.
Xow-, if he has been wise, the manufacturer will have
provided for the replacement of the worn-out machine out of
the profits it has earned for him during its life of usefulness.
Just as a portion of the proceeds of his finished product
is paid to the mechanic for his labor, so a portion of those
proceeds should be set aside to replace the machine that
aids the mechanic when it shall be worn out.
It may be that the machine may never be replaced with
another of its own kind, but if the same process is continued
another machine — possibly ten times more costly — will even-
tually be purchased to replace or displace the old. It matters
little whether we spell the word replacement or displacement
— nothing lasts — either a machine is replaced with another
of its kind, or it is displaced by a different machine of much
greater capacity. This principle applies to any inanimate
thing that moves or is moved, be it a windmill, or a traction
engine that pulls the machine it drives and drives the ma-
chine it pulls.
Xow, if we have successfully argued that the proprietor
of a manufacturing business must provide, out of its earnings,
for the replacement of the machine he uses, if he wishes to
continue in business, let us see how this may be accomplished.
It is impossible for him to know for a certainty how long a
machine will last, or how much finished product it will turn:
out during its lifetime. The best he can do is to estimate
how long a machine will continue in active service. If. hav-
ing estimated how long the machine will last, he finds that
it will have to be thrown out of use in a given number of
years and sold for scrap, he will know that he must spread
the cost of that machine over its estimated life, on a per cent
basis, setting aside a certain amount of his profits each year,
to provide for the replacement of the machine.
A common, and I believe mistaken, view of depreciation
is that it is simply a loss that the business of a manufacturer
suffers from, which should be written off, just as a bad debt
is written off. Under this method the amount which the pro-
prietor or the directors determine to charge against the earn-
ings is credited to the asset account and its value thereby-
reduced. This method makes an annual charge for deprecia-
tion a detestable subject, a particularly bitter pill for the
management to swallow; whereas, in reality, a reservation
of a portion of the profit is merely a wise and conservative
provision for the future.
There are other objections to the method of writing down
the asset account. In the event of the destruction of the
plant by fire, when it comes to making an adjustment of the
loss, the diminished amount shown in "Plant Account" will
certainly be considered by the adjusters in arriving at the
basis of valuation. Or again, if the proprietor of the business
wishes to sell his property, the diminished value of the plant
and machinery, as shown by the books, will surely be urged
by the purchaser. In vain shall it then be said that the ma-
chinery had really been kept up as good as new, and that
no such depreciation as has been recorded on the books had
really been suffered. On the method preferred, which we
will call the "Reserve Method," it is easy to explain that the
amount to the credit of the "Depreciation Reserve" represents
the accumulation of sums which the directors had thought
fit to set aside, out of the profits, to provide for replacement
of the plant at some future time, and did not necessarily
represent the measure of the deterioration of the property.
When the proprietor of the business determines to set
aside a certain portion of the profits for the purpose of re-
placing the plant, the official historian (whom we call the
bookkeeper) is called upon to record the fact on the official
record of the business, namely, the books of account — and an
entry is made charging "Profit and Loss Account" and credit-
ing an account entitled "Reserve to Provide for Replacement
of Plant."
Xow it may be urged that this is merely a piece of book-
keeping, sometimes disrespectfully called "red tape." Xot so.
Something more than bookkeeping has been accomplished.
The official historian of the business has recorded the fact
that the proprietor, or, if it be a company, the directors of
the company (those men who have been chosen to govern
the affairs of the company), have officially decided to set aside
a certain portion of the earnings, ear-marked, so to speak,
to provide for the replacement of the plant. Bear in mind
that it is not the making of an entry on the books, but the
action of the board of directors, that gives validity to this
action. Thus we know that, although no sum of money
has been taken out of the business, a portion of the earnings
urely been set aside for the specific purpose required.
We have seen (1) that wherever profits are earned by
492
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 15.
a manufacturing business the use of machinery is involved;
(2) that machinery will last only a limited time; (3) that a
sufficient portion of the profits, earned by the use of such
machinery, should be conserved for the specific purpose of
replacing the same; (4) how to give effect to these principles.
In a paper on the subject of "Depreciation of Water
Works Plants," Mr. John W. Alvord. consulting engineer, of
Chicago, gives an interesting table showing the history of 32
horizontal tubular boilers used in water pumping stations in
Illinois. Iowa and Michigan. The active life of these 32 boilers
was found to have varied from 6 years for two boilers at
Sterling. 111., where artesian water was used, to 23 years for
two boilers at Oskaloosa, la., where river water was used, the
latter boilers being still in service. The average life of this
gTOup of 32 boilers was 15 years.
These data would seem to indicate that the rate of depre-
ciation charged on the diminishing value of the boilers should
be 20 per cent where artesian water is used, 10 per cent
where lake water is used and 5 per cent where soft river
water is used, other factors being equal. These rates may be
subject to revision in view of the success with which boiler
compounds are used; also, in respect of the duties the boilers
are called upon to perform and whether they are running easy,
with ample time for repairs and cleaning, or whether they are
crowded beyond their proper capacity.
When an accountant comes upon the scene and persuades
the proprietor to begin making a provision for the replace-
ment of the machinery, after the plant has been several years
in use, and the value has been reduced by service, on what
basis will the accountant compute the rate of depreciation?
This is and will remain a somewhat perplexing problem.
It would manifestly be unfair to divide the entire cost of the
half-worn-out boiler over the few remaining years it has to
live. The effort of the accountant, if acting as auditor, should
be exerted in the direction of having a liberal amount charged
off each remaining year, so that when the plant has actually
to be replaced, the amount then to be written off as the cost
of replacement shall be reduced as much as possible.
If the accountant is acting in the capacity of special
examiner, with the object of stating the profits of a manu-
facturer for a given number of years, he may content himself
making a charge for depreciation, computed at what it would
have been had proper principles been followed through the
life of the plant. That is to say, he should calculate what the
charge should have been in each of the preceding years, and
base his charge for the period examined on the diminished
value.
It is not always necessary or desirable to continue charg-
ing depreciation after a sufficient amount has been accumu-
lated to the credit of "Reserve for Replacement of Plant,"
to substantially replace the plant and machinery. In actual
practice this point is seldom reached, but it has come plainly
in sight to some of us, with the result that we have recom-
mended a gradual reduction of the rates charged, and ulti-
mately we shall recommend that a further charge will be
unnecessary.
Of course, such a state of affairs indicates that the
charge made in the early .years was excessive; but if the
earnings arising from the use of the property, during the
early years, have warranted the charge, the owner is just
that much to the good, and can enjoy the profits of the later
years, without deduction in respect of depreciation, albeit the
property may still be declining in value.
This brings me, logically enough, to another and not less
interesting phase of this many-sided subject of depreciation —
its negative aspect — when and where not to charge depre-
ciation.
It is seldom nowadays that we come across a manufac-
turing business where a specific charge for depreciation on
machinery ought not to be made.
In the old days, say 15 years ago, when the great wave
•of company promotion first swept over this country, and pub-
lic accountants were employed to examine the accounts of
manufacturing companies, with the view of establishing the
average net profit earned during a period of years, it was
no uncommon thing to find that the value of new machinery,
bought during the period and improperly charged against the
■earnings, was sufficient to cover a reasonable depreciation
charge. In these cases the accountant's certificate stated
that the plant had been adequately maintained, but no spe-
cific charge was made for depreciation.
This was particularly the case in manufactories where
skilled mechanics were extensively employed. It was cus-
tomary, under the primitive bookkeeping methods in use 10
or 15 years ago, to charge all materials, including lumber,
iron, steel, castings, hardware, tool steel, and similar, to "Ma-
terial Account," without keeping any record of the use same
was put to. It was also quite customary to charge all wages,
including machinists, carpenters, painters and all, to "Labor
Account," irrespective of the nature of their employment.
In those days it was extremely difficult, and in some cases
absolutely impossible, to determine, from the books of ac-
count, how much had been spent for "Maintenance and Re-
pairs" and how much for "New Machinery and Betterments
to Plant." In such cases we had to "make a stab at it." We
would go carefully all over the plant with the superintendent,
who pointed out new machines and improvements made during
the period, the cost of which had been charged against the
earnings. We were perforce obliged to be content with that.
The refinement of modern bookkeeping methods of today
has changed all that. If a pound of nails is used to repair
a break in the fence. "Maintenance Account" is surely charged.
If a new machine, however small, is bought or made in the
machine shop, the actual cost, including the freight and labor
and incidental expenses of installation, is all charged most
religiously to "Improvement Account." All this makes it
more than ever necessary to be sure to make a proper charge
for depreciation.
During the first year of the life of a new plant it is in-
advisable to make any charge for depreciation, except as
hereinafter noted. The reasons for this view are: (1) While
the business is new and struggling to get on its feet, it cannot
afford to put aside any portion of its profits for the purpose
of rebuilding the plant; (2) there are always a large number
of expensive things occurring in the infancy of a business —
the machinery doesn't run right and requires adjusting, caus-
ing a loss of time; a great deal of the time of the proprietor
or the superintendent must be given to supervising the in-
stallation of machinery, no charge for which is made; corre-
spondence, telegrams, and other expenses incidental to the
installation of the plant, run high during the infancy of a
manufacturing business. When these disappear and the plant
gets down to a regular working basis, say during its second
year, it will be time enough to begin charging depreciation.
New machinery added to the plant should only enter into the
calculation of depreciation for half of the first year.
The exception is when an operating company steps into
a ready-made business and into the possession of a ready-to-
operate plant, with average earnings from the very first.
Then the charge for depreciation should begin at once at
the full rate.
As has been said before, theoretically there is deprecia-
tion on everything that comes under the head of property,
except cash investments and land. But there are many
classes of property upon which there is no practical way in
which the depreciation can be handled, their nature making it
necessary to maintain them in a state of perfect preservation.
Let us look at some of these and see how this principle ap-
plies.
It is neither customary, practicable, nor necessary to
make any charge specifically for depreciation against the
earnings arising from the use of piers, docks, wharves, rail-
way tracks, telegraph lines, reservoirs, dams, canals, locks
and many other properties of a similar description.
These properties are permanent and irremovable. Their
maintenance is a constant source of expense and must be
paid for out of the earnings they yield. The nature of the
properties demands that they be kept practically in a state
of perfect preservation. What portions of these properties
are not really permanent are renewed again and again in the
life of the property, and all these replacements must be paid
for out of the earnings.
In examining the accounts of companies owning any of
the above-mentioned properties, the accountant must see to
it that no amounts expended for materials or labor usable for
repairs are charged to capital accounts, unless they represent
absolutely new work, involving an extension of the earning
power of the property. It will be possible, in this lecture, to
refer to only three of these properties, which may fairly be
considered indicative of the principles governing the others,
though the detailed considerations herein suggested will not
apply in each case.
Another illustration of a permanent property, upon which
it is not customary or practicable to compute depreciation, is
a railway property.
[In a letter to the editors, Mr. Wilkinson says that this
statement refers particularly to steam railway tracks and has
little bearing upon electric railwavs within municipalities. —
Eds.]
A railway track, in all its parts, is irremovable. It is a
permanent structure and as such must be maintained in the
highest state of efficiency in order to be effective. This is
such a paramount necessity that any railway company which
does not spend generous sums upon maintenance of the
permanent roadway, and upon improvements thereof, will
soon find the operation of the road unduly expensive and
dangerous.
First, let us look at the roadway itself. From the very
first day that operation begins there must be spent large
sums for strengthening the roadbed. Heavy rains, melting
April 13, 1907.
ELECTRIC RAILWAY REVIEW
493
snow and sliding banks necessitate large expenditures for
additional culverts, for larger drains, for ditching and for
stone retaining walls, while the expense of heavy rock bal-
lasting appears to be almost without end. There is always
something to be done in straightening out curves, reducing
grades, filling in soft places, draining the right of way and
ofttimes part of the surrounding country, all of which must
be paid for out of the earnings.
Then the bridges and trestles, hastily huilt in construc-
tion days, require strengthening with additional timbers as
well as new sills, caps, posts and stringers for replacement
of rotten or defective materials. Even if a wooden bridge is
entirely rebuilt, the cost must be paid out of the earnings.
In five years or less, the ties, especially those that lie
low in the sand, are found to be rotten or cut with the chafing
of the rails, and have to be replaced a few at a time. It is
not long before the rails on the curves and gradients show
wear and have to be renewed, the old rails being retired to
service on sidetracks. Switches, frogs, track fastenings, an-
glebars and all the rest don't last long and must be gradually
replaced.
The cost of all these renewals and replacements must be
paid for out of the current year's earnings and charged up
to "maintenance of permanent way.'' This charge is likely
to include much that is really in the nature of a betterment
of the property, and it is right that it should. If this is done
— and it is done on all properly managed railroads — the ques-
tion of depreciation on permanent way does not arise. On
the contrary, the railway is in better physical condition each
year as a result of use and of experience paid for out of
the earnings. Nothing should be added to property account,
as an improvement to the permanent way, unless it repre-
sents actually more trackage. Under this method there is
absolutely no depreciation whatever, the real value of the
property being enhanced every year.
In time it will be found economical, in order to reduce
operating expenses, to replace wooden bridges with steel
spans, or when possible with permanent stone structures.
Retaining walls and fills will take the place of many a tres-
tle. Conservative management would permit the cost of
these steel spans or stone bridges, which displace wooden
structures, to be carried in a separate account, or preferably
in an individual account for each structure, and would permit
the cost to be spread over a period of years in equal instal-
ments; so that in 10 years, or even 20 years for very heavy
improvements, the cost of these betterments would have been
paid out of the earnings of the road, the book value of the
property as a whole being left intact at the original cost.
On the other hand, it would be wrong to add the entire
cost of these improvements to property account as additional
cost of the permanent way, although this is frequently done.
There is. however, much to be said in favor of charging at
least a portion of the cost of such permanent improvements
as steel bridges and stone wails to property, on the ground
that the value of the road has been increased and the cost
of maintenance and of operation reduced.
Actually the value of the road has been enhanced to the
extent of the difference in cost between the new structure
and the old, and it would be no more than fair to add this
difference to the property account, if same could be ascer-
tained. The trouble is that in a majority of cases it is im-
possible to determine just what the original structure cost,
especially where the railway company purchased the entire
road as a going concern, or had the railway built for it by
a construction company at a flat price per mile.
The "Depreciation Reserve" is sometimes called "Reserve
for Replacement of Plant," or "Reserve for Replacement of
Machinery." The more definite the title the better. A credit
balance to this account represents a portion of the earned
profits set aside to provide for the replacement of the plant.
At the time of setting aside these profits the charge was
made against the earnings as "Depreciation." This feature
of the subject has been fully discussed in the early part of
this lecture. It remains only to repeat that profits set aside
for this purpose and carried to "Depreciation Reserve" are
not available for any other use.
It has been urged, as an objection to this method, that
directors have been known to use profits, which had been
reserved for replacement of plant, for other purposes within
their business. Such a course is certainly bad business, but
it is no argument that the so-called "Reserve Method" is not
the best. What the directors have done they can undo. I have
in mind a case where the board of directors, by a series of
resolutions, reconsidered all the previously made charges for
depreciation, and set up substantially the same aggregate
amount on an entirely different basis.
Conditions may arise in the history of a business under
which the profits of prior years, reserved at the time for the
replacement of plant and machinery, can be used to far
greater advantage for some more necessary purpose.
The balance of "Depreciation Reserve" should not be
shown on the balance sheet as a liability, but should be de-
ducted from the assets affected, so that "Plant Account,"
while it remains at the total gross cost on the books, will
appear on the balance sheet at its depreciated value.
The cost of machinery, specifically purchased to replace
that which has become worn out or obsolete, may legitimately
be charged to "Depreciation Reserve Account," but in actual
practice it is found very difficult to do this intelligently, and
it is regarded as a better plan to keep both the cost of ma-
chinery and the amount reserved out of the profits for the
replacement thereof intact. The effect on the balance sheet
is the same.
CENTRAL ELECTRIC ACCOUNTING CONFERENCE.
The next meeting of the Central Electric Accounting
Conference will be held in Indianapolis on June 1. This con-
ference was organized at Dayton, O., on March 2, 1907, for
the purpose of enabling the accounting officers of electric rail-
ways in the central states to meet from time to time and
discuss matters of interest. It may result in the adoption
of a uniform method of accounting.
The following officers were elected:
Chairman — M. W. Glover, auditor Indiana Columbus &
Eastern Traction Company, Cincinnati, O.
Secretary — C. S. Baker, auditor Western Ohio Railway
Company, Lima, O.
Executive Committee — Walter Shroyer. acting auditor In-
diana Union Traction Company. Anderson, Ind.; A. P. Elkins,
auditor Columbus Delaware & Marion Railway, Marion, O.:
A. C. Henry, auditor Lake Shore Electric Railway, Nor-
walk, O.
COMMUNICATION.
The Future of the Steam Boiler.
To the Editors:
When I returned to St. Louis, Mo., I found on my desk
a copy of your paper of the date of March 23, containing an
editorial on and an abstract from Professor Breckenridge's
paper before the Western Society of Engineers, read on March
20, 1907, entitled: "A Review of the United States Geological
Survey's Fuel Tests Under Steam Boilers." The editorial
gives the impression that the efficiency of a boiler as a heat
absorber is constant when reckoned on all of the heat actually
generated. This is nearly true, hut the exact statement is that
the efficiency is constant, or very nearly constant, when reck-
oned on the heat available to the boiler, counting as available
that heat which remains from the heat generated after deduct-
ing out the heat required to raise all of the gases passing
through the boiler from atmospheric temperature to steam
temperature. As an illustration, it is easy to see that if a
boiler were infinitely long, thus having a true boiler efficiency
of 100 per cent, even then it could never cool the gases below
its own steam temperature. The boiler should not be blamed
for not absorbing this remnant of heat which is required to
heat the gases of combustion from atmospheric temperature
to steam temperature.
We wish the public distinctly to understand that this idea
of constant boiler efficiency is as yet only tentative, and I
believe Mr. John Perry so considered it. The fact remains
that as yet we have found nothing to contradict it and dozens
of facts and experiments to substantiate it.
Also please state in the description under Fig. 1, on page
397, the fourth line should read "No. 2. COj in flue gases"
instead of CO; the subscript i has evidently dropped out.
WALTER T. RAY.
Assistant Engineer, Boiler Division. St. Louis. Mo.
St. Louis, Mo.. April 8, 1907.
Statistics show that between the years of 1895 and 1905
the steam railroads of Massachusetts decreased their mileage
on main and branch lines 9 miles, while electric railways in-
creased their mileage by 1,560 miles. The electric railways.
it might be mentioned, are still reaching out their lines to
better accommodate the great traveling public.
494
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 15.
TRAINMEN AID IN INSPECTION AT DUBUQUE. IA.
The Union Electric Company of Dubuque. la., has adopted
a very unique method of inspection which, in the absence of
regularly omployed inspectors on the system, materially aids
in the operation and maintenance of the railway property.
Each conductor on the various divisions is required to fill
out daily a report blank. These reports contain the following
instructions :
Delays: Report all delays during the day. stating place
and length of time of each delay, including time held on turn-
outs (names of conductors and motormen causing delay), fail-
ure of power, derailment or disability of cars, delays at rail-
road crossings, fires and any other causes of unusual interest.
Accidents: State briefly all accidents occurring on or
about your car; also state fully any trouble you may have had
with passengers, and all disturbances, of whatever nature, that
may have happened on your car during the day.
Track: Report all defects in track.
Cars: Report anything that is out of order about your
car. Motormen will also report in a book provided at the
barn. Urgent matters must be reported at the end of your
trip to the office, in person or by telephone.
Running Past Meeting Points: This is positively forbid-
den under any circumstances other than those stated in the
rules and regulations; report under this heading all such cir-
cumstances.
Overhead Line: Report all defects in overhead line.
Found Articles: Should be reported; also state when
and where found.
Miscellaneous: Report all information, not classified else-
where, that you think the company should have.
When these blanks, properly filled out and signed, are
turned in to the superintendent's offlce, written orders are
issued by the superintendent for the repair of all defects in
equipment, tracks or lines, as reported. As soon as the re-
quired repairs have been made the man in charge of the
work places his O. K. on the order and returns it to the
superintendent. From these reports and order slips the su-
superintendent's daily report, which is kept as an office record,
is prepared.
The superintendent's report, which is known as the rail-
way daily operating report, is printed in blank on the obverse
side, on a good grade of paper, 4% by 12 inches in size. On
the reverse side of the paper the following instructions are
printed:
Report fully by route the cause of all delays.
Report briefly by route all accidents. Report fully all
disturbances.
Report defects in track, overhead lines and other property
of the company. State if the same have or have not been re-
ported to the person in charge, and, if reported, the date and
time of the report.
Report defects in cars and car equipments. State
whether same have or have not been reported to person in
charge, and, if reported, date and time of such report.
Report fully cases of running past turn-out switches, stat-
ing route, time, place and cause of same, and names of men
in charge of the car so doing.
Report the names of all employes discharged or laid off
and the reason for the same.
Report by route the length of time power is off, giving
the time of day of the same.
Report troubles with overhead lines ; also time same were
reported to the repairmen and time repairs were completed.
Report the purpose and length of time extra cars are
operated during the day.
Report all articles found and turned into the office, stating
the time, route and name of conductor who found the article.
Report the names of men employed and place of last em-
ployment; and state what work they are to do.
' Report all extra teams and help employed and extra work
ordered done.
Report all miscellaneous matters of interest to the com-
pany .
This system of reporting all defects observed in the
company's property has developed a very thorough system of
inspection without extra expense to the company. The train-
men have willingly obtained and reported unusual occurrences
and unusual conditions; and incidentally they furnish to the
company much valuable information. To increase the effect-
iveness of the daily reports the operating superintendent,
Mr. G. E. Miller, holds informal conferences with the em-
ployes once a month, and encourages them to discuss the
operating features of the railway and to present their ideas as
to the best methods of meeting unusual conditions that may
arise.
CHICAGO CITY RAILWAY ACCEPTS NEW ORDINANCE.
Directors of the Chicago City Railway Company and of a
new controlled company, the Chicago City Railroad Company,
voted on April 12 to accept the ordinance which was approved
on April 2 by the voters of Chicago. The formal acceptance.
it was announced officially, will be filed with the city clerk
on April 15. Under the terms of the ordinance the company
is allowed 90 days from April 2 in which to file its acceptance
and a bond for $100,000 to indemnify the city against damages
which may be suffered by reason of the privileges granted
in the ordinance. This early acceptance will facilitate the
improvements contemplated.
The subsidiary company, the Chicago City Railroad Com-
pany, was formed in January of this year in anticipation of
the approval of the ordinances at the April election. The
company was formed in accordance with a clause which pro-
vides that the obligations of the Chicago City Railway Com-
pany to construct, reconstruct, equip, re-equip and operate
street railways, tunnels and subways may be discharged either
by the company itself, or at its election, either in whole or
in part, through the agency of the Chicago City Railroad
Company. The Railroad company assumes all the obliga-
tions, assumed or imposed, as to street railways, tunnels and
subways within the north and west divisions of the city: and
under this clause will be responsible for the operation of the
through routes of the Chicago City Railway Company cars
in those two sections of the city.
Plan to Consolidate Companies.
The Chicago traction ordinances will lead to a financial
readjustment of the Chicago City Railway Company. Those
who are now in control of this company propose to authorize
an issue of $50,000,000 first mortgage 5 per cent bonds.
When the syndicate offered to pay $200 cash for the
$18,000,000 outstanding stock of the Chicago City Railway
Company, it acquired about 90 per cent of the stock. In the
intervening period, while the outcome of the negotiations with
the city has been in doubt, the stock has sold considerably
below this figure, and it is stated on good authority that the
syndicate now owns nearly all of the stock. While the plan
of readjustment has not been officially announced, it is said
by members of the syndicate to be substantially as follows:
For each share of stock, par value $100, the stockholders of
the Chicago City Railway Company will receive $100 in the
new bonds and $100 in stock of the Chicago Railways Com-
pany. The Chicago Railways Company will later acquire the
properties of the Chicago Union Traction Company and under
this plan will then control the systems in the three divisions
of the city. The new bonds will mature in 20 years.
The City Railway ordinance stipulates that the property
of the company shall be taken as worth $21,000,000, as of
June 30, 1906. The company has outstanding $3,000,000 in
notes, which will be redeemed, but as these represent addi-
tions to the property, the company would be entitled to pay
5 per cent on $24,000,000 before there is any division of net
profits with the city. The view of the syndicate is that these
bonds, representing the agreed purchase price, should the
city buy the property, will in effect be guaranteed by the city
of Chicago.
Assuming that $18,000,000 will be required by the Chicago
City Railway Company for rehabilitation additional bonds to
that amount will be sold, leaving $8,000,000 which can be
used for additional construction. The city, under the ordi-
nance, agrees, if it purchases, to pay the cost of new improve-
ments, which are charged to capital account. The City Rail-
way Company also will be entitled to profits of 10 per cent
April 13, 1907.
ELECTRIC RAILWAY REVIEW
495
on construction and of o per cent for brokerage on the sales
of securities. On the estimated expenditure of 118.000,000
this will be $2,700,000 which, the syndicate figures, the com-
pany will be able to capitalize and issue to shareholders as a
bonus.
New York holders of a majority of the outstanding stock
of the Union Traction Company have united in a declaration
of trust, appointing five custodians of the franchises, which
are to be deposited with the Central Trust Company of Illi-
nois. The custodians are: Chauncey Keep, Charles G. Dawes,
A. C. Bartlett, Charles H. Hulburd and A. A. Sprague, Sr.
Henry A. Blair, one of the receivers for the Union Traction
Company, believes that the affairs of the company will be in
such shape within a month that contracts for improvements
can be entered into.
Board of Engineers.
Bion J. Arnold is taking preliminary steps which will
facilitate the work of the board of supervising engineers when
the other two members are appointed. It is understood
that the engineer who is to be nominated by the railway
companies will be named very shortly after the Chicago City
Railway Company formally accepts its ordinance. The first
step will be the organization of the working force. The first
matter to be decided upon by the engineers will be the form
of track construction which is essential in order that the
necessary materials may be ordered.
In their work the engineers will have in mind the prob-
ability that subways will be constructed eventually to lessen
the congestion in the central district. These subways will
be so planned that they will permit important extensions in
the north, the south and the west divisions of the city.
New Substation.
The Chicago City Railway Company has let contracts
for a new substation, which will be built at Wabash avenue
and Forty-second streets. The substation will have a capac-
ity of 6,000 kilowatts.
Contracts for Cars and Rails.
The Chicago City Railway Company has let contracts to
the Lorain Steel Company for 5,000 tons of rails of the
section illustrated in the Electric Railway Review of April
6, 1907, page 457, and to The J. G. Brill Company for 300
cars. These cars are substantially of the company's standard
type, but the seats will have steel pedestals instead of cast-
iron pedestals, and the gear cases will be of sheet steel
instead of malleable iron, as in the old cars. Ventilators
will be installed in the transoms at the ends of the cars.
The Chicago Union Traction Company has ordered 10,000
tons of rails from the Lorain Steel Company. This company
received on March 30 the first two cars of 103 cars which
are under construction by the St. Louis Car Company.
The Non-Partisan Association.
The success of the traction ordinances was due in large
part to the campaign which was conducted by the Citizens'
Non-Partisan Traction Settlement Association. This associa-
tion represented 88 non-partisan organizations of the city with
an aggregate membership of more than 100,000 persons who
were pledged to vote for the ordinances.
The association conducted its campaign largely through
circulars which were mailed under a 1-cent permit. The last
circular contained on its face a picture of an electric car
running out of a ballot-box. A large hand was shown dropping
a slip marked "yes" into the ballot-box. The association sent
with this circular a map showing the 21 through routes pro-
vided in the ordinances. This circular said: "One of the
through routes will give us for five cents the longest car ride
in the world without changing cars, viz., from Jackson park
on the south side to the city limits (Howard avenue) on the
extreme north side. For one fare and by transferring once
you can ride 21% miles in one direction."
In a statement to voters which was made public on March
30 the association emphasized that the ordinances are not
"snap" ordinances in any sense of the word, but are the
product of the best legal and professional advice the city of
Chicago has been able to secure. The association said that
the ordinances conceded to each interest all that is due such
interest in law. and at one stroke they clarified a situation
which, if the courts were resorted to, would require years of
litigation to settle.
Frederick A. Bode, president of the association, in a state-
ment said: "We are gratified because we feel that we have
lifted the traction problem to a plane above that of party
politics. The victory shows that the power of the non-partisan
organization far exceeds that of one political party, provided
the movement is in the right direction."
IMPROVEMENTS ON THE METROPOLITAN ELEVATED,
CHICAGO.
In the annual report for the year ended on February 28,
1907. the figures for which were given in the Electric Railway
Review of April 6, 1907, H. G. Hetzler, the president, speaks
of the following improvements:
Rotary converters were installed and ready for use at the
Robey street and Forty-sixth avenue substations during Octo-
ber. Since that time power has been purchased from the
Commonwealth Electric Company, making it possible to han-
dle the heavy loads of the morning and evening rush hours
in an efficient manner, and at the same time relieving the
power house during the night hours and allowing necessary
repairs to be made without interfering with the service.
Arc lights have been installed at the intersection of our
structure with public streets, in accordance with the city
requirements.
A sidetrack connection has been built between the tracks
of the Aurora Elgin & Chicago Railroad and the Chicago
Terminal Transfer Railroad, a short distance west of Fifty-
second avenue, enabling your company to effect quite a sav-
ing and convenience in the handling of material in carload
lots.
A loop has been installed at Desplaines avenue, and the
handling of trains at that point greatly facilitated. Fifth
avenue trains on the Garfield park branch are now running
through to Desplaines avenue during the morning and evening
rush hours, and an all-night schedule is maintained on this
part of the system.
On account of the elevation of the Chicago Burlington &
Quincy. the Chicago & Northwestern and the Chicago Ter-
minal Transfer railways at Sixteenth street, on the Douglas
park branch, the tracks of your company have been raised
approximately 14 feet without interruption to the service.
The extension of the Douglas park branch to the Western
Electric Company, at Forty-sixth avenue, has been practically
completed and will be ready for operation about May 1, 1907.
The elevated storage yard at Forty-sixth avenue, Garfield
park branch, has been abandoned and a new yard of greater
capacity has been built on the surface at Fifty-second avenue.
The increased earnings and satisfactory physical condi-
tion, together with a healthy growth in the volume of busi-
ness, warranted your directors at their January meeting in
placing your preferred capital stock on a 3 per cent dividend
basis.
The equipment, structure, track and buildings have been
maintained in good condition and all requirements for safety
have received careful attention.
Shop Practice for Motormen at Cedar Rapids, la.
The Cedar Rapids & Iowa City Railway & Light Company
requires its motormen to spend four weeks out of each year
in the company's shops at Cedar Rapids. This service is
divided into periods of two weeks each and the motormen
are allowed the wages usually earned while engaged in their
regular work at the front end of the car. This method of
keeping the motormen familiar with the car equipments was
introduced several years ago and has proved very gratifying
in the operation of cars. After having once been employed
in the shops the men become familiar with the work required
of them and render valuable assistance in the work of repair-
ing cars.
The Detroit Jackson & Chicago Railway is installing nine
new switches between Ann Arbor and Detroit, Mich., and will
operate a half-hour schedule beginning on May 1.
4!h;
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 15.
CAR HOUSE AND SHOPS AT KNOXVILLE. TENN.
Finding it necessary to provide new quarters in which
to repair and house its rolling stock the Knoxville Railway
&- Light Company has recently constructed new buildings at
the corner of Magnolia avenues and Jasmine street. Knox-
Each one of these is separated from the others by corrugated
iron partitions and all open directly into the pit room.
Brass Furnace.
The blacksmith shop is one of the interesting sections of
the building. In the space provided for this department is
located a motor-driven air-forge, a brass and babbiting fur-
Car House and Shops at Knoxville — Locker Room.
Car House and Shops at Knoxville — Brass Furnace.
ville. Tenn.. that are in keeping with the very interesting
railway system in operation in that city. The new repair
shops and car houses were occupied early in the summer of
1906 but were not entirely completed until fall.
In designing the new buildings an effort was made to use
construction materials of such composition that the build-
ings were made as nearly fireproof as was possible. The
foundation of the buildings is of concrete, the superstructure
is of brick, and the roof design, which in the shop is of the
saw-tooth type, is of lattice-truss and purlin construction.
Kinnear steel rolling doors are used throughout.
The structure is not elaborate in design, though ample
nace and a cabinet for the storage of the castings made at
the shops.
The brass furnace, shown in one of the illustrations, is
of 100 pounds capacity. It is used in melting scrap metal for
casting gongs, trolley wheels, journal bearings and car fittings
of every description. Up to this timo the company has limited
the runs to the amount of scrap metal accumulated, but later
it is expected that all new fittings will be made here.
The furnace is fired up every two weeks. The moulding
sand is kept, when not in use. in a large bin located at one
side of the shops. The patterns are made in the carpenter
shop and are stored in cabinets in the paint shop. The mould-
Car House and Shops at Knoxville — Exterior View. Showing Saw-tooth Roof.
room is provided for storing and repairing the entire num-
ber of cars owned by the company. The space occupied by
the shops and the car repair shops is ITS feet 4 inches by
95 feet 6 inches in area. The first bay. 27 feet wide, on the
side of the structure is set off for the blacksmith and
machine shops and the armature, wash and store rooms.
ing work is superintended by a moulder, who at times when
not engaged in his regular work acts as helper to the black-
smith. The furnace used in heating babbit for journal bear-
ings is also shown in one of the illustrations.
In making its bearings this company has obtained very
satisfactory results from the babbiting device furnished by
April 13. 1907.
ELECTRIC RAILWAY REVIEW
497
the Frank Ridlon Company which, it is claimed, imparts a
desirable temper to the wearing surface of the babbit and
■does away with the necessity of reaming out the metal after
it has been cast.
Machine Shop and Tools.
A space 27 by 40 feet is set aside for the tools in the
machine shop, located just north of the blacksmith shop. The
tools installed here are a 40-inch boring mill. 100-ton wheel
press, 24-inch drill press, McCabe double lathe (24 and 40-
inch swings), engine lathe with a 16-inch swing, a power saw,
18-inch shaper and an emery grinder. These tools are ope-
rated by line shafts driven by a 10-horsepower General Elec-
tric motor. In the armature winding room, adjoining the
machine shop, is located a 22-inch lathe which is used in
cupies the north wall of the room. The board is 6 by 8
feet in size and contains 220 incandescent lamps of 32 candle-
power each. Switches located at the bottom of the board
make it possible to cut in any resistance desired for testing
purposes. In addition to these board switches there are lo-
cated on a panel, stationed to the west of the test board,
several knife-blade switches which are so connected with the
feeder wires that the electricians can cut in as resistance all
(he lamps on the lighting circuit throughout the building. The
test board as shown herewith is used in testing armatures,
field coils and car wiring in the railway department and trans-
formers in the lighting department.
Store Room.
The store room. 27 feet by 79 feet 6 inches in area, oc-
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Car House and Shops at Knoxville— Plan of Car House.
banding armatures. The winding room is served by an over
head track on which triplex hoists are used.
The Knoxville Railway & IJght Company operates 27
cars on its winter schedule and has in storage 30 other re-
serve and summer motor cars and 14 trailer cars. The arma-
r lii*- winding is done at the shops, but the company has not
found it advisable to make its own coils. Though it is be-
lieved this work can be done economically, nevertheless the
number of motor equipments operated and the amount of
motor troubles, are not sufficiently great to warrant the in-
stallation of the apparatus necessary to undertake this work.
The armature winding is done by one man who also looks
after the transformers and other apparatus for the electrical
department.
A testing board with a capacity of over 200 amperes oc-
cupies the northwest corner of the shop, from which it is
separated by a wire screen partition. The interior of this
room is arranged conveniently with cabinets, boxes and draw
ers so that the various parts of like equipments can be kept
in the same tier of shelves. In addition to four cabinets ex-
t ending lengthwise of the room additional storage capacity is
obtained on a mezzanine floor at the rear and on galleries
arranged along the side walls. Supplies for both the railway
and the lighting departments of the company are stored
here. The office of the purchasing agent and storekeeper is
located at the south end of the room. A shop employes' room,
in which are located toilets, wash stands and lockers is sit-
uated between the store room and the armature winding room.
Motor and Pit Room.
The motor and pit room which occupies the second bay
498
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 15.
of the building has a frontage of 33 feet on Magnolia avenue
and extends to the rear of the building. Two tracks with
14-foot centers pass through this bay. Pits 3 feet 11<_. inches
deep, starting at a point 13 feet from the front walls extend
under each track a distance of 149 feet. Two traveling
cranes each of 16,000 pounds lifting capacity have been in-
stalled in this department. The girders on which the cranes
travel are composed of 15-inch I-beams which are supported
by I-beam braces, steel angle knees and lattice steel columns.
The paint and carpenter shops occupy the third bay.
These are respectively 33 feet 6 inches by 79 >£ feet a
by 95% feet in area and are separated from the pit room
on the west and from the car-storage house on the east by
brick partition walls. The floor of this bay is of concrete.
Both of these departments are conveniently arranged and
are equipped for prop'erly handling the repair work on the
car bodies.
Car House.
The car house, divided longitudinally into two parts, has
a floor space 64 feet 4 inches by 299 feet 4 inches. Three
Car House and Shops at Knoxville — Testing Board.
tracks enter each bay and a pit 90 feet long beginning at
a point 22 feet from the •frcc.t of the building is built under
each track. The space at the front of the pits has a sloping
concrete floor which is reinforced by strips of expanded metal.
This part of the building is provided with drains leading to
the sewer and serves as a car-washing floor. Back of the
concrete construction a floor of cinders has been laid.
On the second floor and at the front of the car house
building a conductors' and motormen's room 16 feet 10 inches
by 32 feet 2 inches is provided., This room has lockers and
other furnishings for the comfort of the trainmen.
Pit Details.
In developing the pit details for the shop and car house
two kinds of construction were found advisable. In the shops
where the heavy inspection work is performed concrete pillars
spaced 8 feet apart and faced with channel-iron columns are
used. The iron facings are grouted and also made secure by
fr70 Anchor bolts which extend into the pillars. The columns
are supported on 6 by 18 by %-inch wrought-iron plates
which rest on the concrete floor of the pits. On the tops of
the iron columns are wrougbt-iron plates to which the rails
and the columns are bolted. In this way the center of each
rail is directly over the center line of the supporting pillar.
The pillars are designed to support safely a weight of 12.000
pounds each.
The method of laying the concrete floor where it joins
the rails of the shop pits is novel. The concrete is only
brought up to the base of the rail. The edges of the concrete
[V/ 'Pod MrftTi/f/fai/mtV L/"7?£/?oo
3 J
Car House and Shops at Knoxville — Details of Track Pits.
are faced with two single irons bolted together to make a Z-
shaped retaining strip of sufficient height to reach the ball of
the rail. These angle plates are bolted to the face of the
plates on the tops of the wrought-iron columns. This type of
construction is designed to allow for future renewal of the
steel without interfering with the platform between the pits.
In the car house the rail supports under the pits are com-
posed of 6-inch wrought-iron pipes set three feet deep in con-
crete and filled with concrete. The upper ends of the pipes
Car House and Shops at Knoxville — Plan and Section of Track Pits.
are capped by flange collars and rail-plates, through which
bolts pass and anchor the rails to the pipes. The supports
are spaced 6 feet apart and are anchored underneath the con-
crete platforms by 1-inch tie rods which are provided with
turn-buckles to allow for future adjustment. No tie rods are
provided in the pits. This form of pit construction has been
used on several of the other southern car houses and shops,
designed by Ford, Bacon & Davis.
The shops and offices throughout the buildings are heated
bv an Evans-Almirall hot-water heating system which re-
April 13, 1907.
ELECTRIC RAILWAY REVIEW
499
cently has been installed. The offices of the master mechanic
and the train dispatcher are located in a brick structure near
the car houses and shops.
Personnel.
The Knoxville Railway & Light Company is one of the
companies whose stock is controlled by the American Cities
Railway & Light Company. The officers of the Knoxville
company are: C. H. Harvey, president and general manager;
W. S. Shields, vice-president; Leon Fender, secretary; H. T.
Bunn. treasurer and auditor; P. E. .Mitchell, general super-
intendent; T. C. Kelly, superintendent; J. H. Drake, chief
engineer; J. M. Kington, master mechanic. Ford, Bacon &
Davis are engineers in charge of construction work, with J.
H. Drake as resident engineer. The above work was con-
structed under the supervision of W. F. Kelly, formerly resi-
dent engineer at Knoxville, and now resident engineer for
the same firm at Birmingham. Ala.
CLEVELAND ELECTRIC RAILWAY REJECTS HOLDING
COMPANY PLAN.
A crucial moment in the long-standing controversy be-
tween the Cleveland Electric Railway Company and the city
administration of Cleveland was reached on Friday morning,
April 5, at a public meeting of the city council called for the
purpose of receiving the reply of the company to the resolu-
tion of the council passed at the meeting on April 2. recom-
mending that the company lease its property to the Municipal
Traction Company on the basis of a value of $60 per share
for the stock. The reply of the Cleveland Electric company,
after the council's proposition had been considered in two
meetings of the directors on Wednesday and Thursday, was
•expressed in the form of a communication from the board of
directors, in which they flatly refused to accept the council's
offer and declined to consider any off r to lease the company's
property to an "irresponsible lessee." The directors also took
•occasion to arraign Mayor Johnson and the city administration
severely for their persecution of the company and to call
attention to the unfairness of the municipal warfare which
has been waged against the company.
The communication of the Cleveland Electric Railway to
the city council was in part as follows:
The proposition, which we assume you make, acting upon
the advice of the mayor, briefly stated, is this:
1. That we lease the property of the company to a so-
called holding corporation, upon the agreement of such cor-
poration to pay as rental, for the first year 3 per cent, the
second year 4 per cent, the third year 5 per cent, and there-
after at the rate of 6 per cent per year, upon a valuation of
the property of the company equal to $60 per share of its
present stock.
2. That you will grant a franchise to the company for
ears, authorizing the rate of fare of seven tickets for
25 cents.
:;. That the lease shall give to the city an option to buy
the entire property of the company for a price equivalent to
$66 per share for its present stock.
4. Your proposition does not require the holding company
to operate at three cents, and, under your offer, such holding
company may charge the same rate of fare now charged by
this company.
This offer we respectfully decline, and now decline to
consider any offer to lease the property of this compain to
an irresponsible lessee: and it seems to the board of directors
appropriate in this connection to state to you, and the citizens
of Cleveland, its reason for so doing, and to call attention to
the unfairness of the proposition and of the municipal war-
fare which, under the present mayor, has been waged against
this investment of Cleveland capital for the past six years.
The communication then goes on to state that the properl
of the company is largely owned by citizens of Cleveland,
that it has been an important factor in the development of the
city, that its service is first-class, and that such an investment
should receive from the city administration the s fair
treat! d protection thai are accorded to other invest-
Cleveland cili/.ens, but that for the past six years
the company has been persecuted by the mayor, using the
entire power of the city government, and the company's offi-
cers and directors have been criticized and maligned.
H has been charg'-d that the conn !"•.•> rating
under grants that authorized an unreasonable rate of fare
and that its system could be operated at a 3-cent fare; and
the mayor has caused to be organized and has become
financially interested in a company which has offered to lease
the property and operate it at a 3-cent fare. The Cleveland
Electric company has at all times maintained that its system
could not be operated for a 3-cent fare, and in 1904 made, at
the solicitation of the mayor, a two weeks' practical test at
that rate, which cost the company about $25,000 and which
showed practically no stimulation of traffic, as the mayor had
claimed would result from low fare. The mayor has refused
to acknowledge the fact publicly and has been insistent upon
the holding company plan. The directors, to test the fairness
ot the mayor's pretensions, have entered into negotiations for
the purpose of arriving at an agreed valuation of the com-
pany's property and have followed the basis fixed for deter-
mining the valuation laid down by Mr. du Pont. As soon
as it became evident that the valuation would exceed the
price publicly stated by Mr. Johnson as the maximum at which
the holding company arrangement could be made, the methods
prescribed by Mr. du Pont were repudiated and Mr. du Pont
reported a valuation which could not be justified on the
principles as laid down by him. The original offer of the
holding company was to operate the system with a 3-cent
fare, but when the Cleveland Electric proposed to incor-
porate such a requirement in the lease to the holding com-
pany, the mayor refused to agree, and had admitted that
it was not proposed to operate the entire system at three
cents, but to charge five cents beyond the city limits. At the
last meeting of the city council the mayor was asked by
President Andrews:
"Will you incorporate in your lease a provision that the
rate of fare charged by the holding company shall be a 3-cent
fare inside of the city and five cents out of it, and that, if it
charges more than that, the franchise can revert to us?"
To which he replied that he did not think it was any of
Mr. Andrews' or his company's business, and that, so far as
he was concerned, he would not put it in.
In regard to the rate of fare upon which the property of
the company can be operated the communication says that
after conducting an experiment since January 1 with 5-cent
cash fares and seven tickets for 25 cents, the company is en-
tirely satisfied that the system cannot be operated and main-
tained and good service rendered, allowing reasonable interest
upon the value of the physical property at a less rate, and
that this is fully corroborated by a report made by a com-
mittee of the chamber of commerce after an impartial investi-
gation and an examination of the books of the company. The
company is willing to have a thorough investigation made at
any time by impartial experts and will abide by the result
obtained. Operation thus far under this rate of fare has
shown a decrease in gross receipts approximating 20 per cent
as compared with the rate of fare authorized by the com-
pany's franchises. However, the company has been anxious
to meet more than half way any reasonable demand of the
public, and, relying on the future growth of the city, has
made to the council a proposition for a 20-year franchise at
the present rate, namely, five cents cash and seven tickets
for a quarter.
The reason heretofore given for refusing a franchise un-
der these terms has been the mayor's offer to operate the
property at a 3-cent fare and to pay a rental of 6 per cent,
and now the mayor having made an arbitrary valuation, as
the highest at which he thinks it can be operated at three
cents, refuses to bind his holding company to operate at three
cents.
To lease the company's property to an irresponsible com-
pany would give no assurance to the public that it would be
better operated than now and, moreover, would put it in a
position to be mismanaged and run down.
The company's proposition is to surrender its present
franchises permitting a 5-cent fare and 11 tickets for 50
cents and to give the public at once the benefit of reduced
fare in return for a new franchise which would amply protect
the rights of the city. The company desires to meet the
demands of the public for good service, and its offer includes
an obligation to provide such service. To do so would require
the expenditure of from $3,000,000 to $5,000,000 within the
next two years and $l,niiii,uori e;ieh year thereafter. Any com-
pany managing the property must be placed in a position to
guarantee that such new money may be safely invested by its
stockholders or others, and that such investment will receive
such adequate return as will invite its being made by con-
ative Investors, and it is not believed that the irresi»
ble holding company proposed can either itself adequately
Bnance and develop the property to meet the city's needs or
to this company any assurance that will enable it to
do so.
In conclusion the communication says:
It is evident from the experience of the past few years
.-,(111
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 15.
that this company canuot expect fair treatment in negotiation
so long as the domination of the mayor is permitted to impose
upon the council and the public his impossible suggestions.
We are now offered the alternative of submitting to what is
a virtual confiscation of a large part of our property or to
further persecution and to disruption of the system which
has taken years of patient endeavor and millions of money
to develop, all that one man's political success may be ob-
tained. The mayor forces this company into the position of
having to return to the legal rate of fare, much as it regrets
the necessity therefor.
"If there can be pointed out to us any legal way by which
the city and ourselves can submit the rate of fare to be fixed
in a franchise to us to impartial and experienced arbitrators,
or any legal way in which a referendum concerning our
proposition can be made that would be binding, we shall be
very glad to take action along either of those lines.
Xo action was taken by the council. Mayor Johnson said
that he would reply to the communication later, but attempted
to explain his position on the proposition to include in the
lease a provision for a reversion of the property to the old
company in case the holding company failed to operate at a
3-cent fare in the city and a 5-cent fare outside the city.
"I'm entirely willing to recommend the limitation asked
by the company if it be framed in reasonable words," he said,
"that the lease should be forfeited to the company if the
holding company raise the price over three cents within the
city and five cents outside the city. I came here today pre-
pared to yield if all other things were agreeable, and I will be
entirely willing that the city put into the lease that the fran-
chise shall be forfeited if a higher rate of fare be charged save
under abnormal conditions."
Councilman Haserodt then asked Mr. Andrews if his com-
pany would be willing to consider the holding company plan
with this stipulation in the lease or whether its reply was
final.
"The answer of the communication is final," Mr. Andrews
replied. "The rate of interest for the first five years is not
satisfactory; the price is not satisfactory. The refusal to
consider the holding company offer must be considered final."
Immediately following the close of the meeting the Cleve-
land Electric company issued an order stopping the sale of
the seven-for-a-quarter tickets, and returned to the old rate
of 5 cents cash and 11 tickets for 50 cents, except on the
Central avenue and Quincy street lines, which are operated at
a 3-cent fare under a special license.
Another public meeting of the council was held on Mon-
day morning, April 8. The special council committee pre-
sented a communication in reply to the communication of
the Cleveland Electric Railway, in which the charges of
persecution by the city authorities are mildly denied, and it
is stated that the council has never harassed the company
but has always shown a disposition to deal fairly with it. The
committee's conclusion is that the company's refusal is in
reality based on a disagreement as to price, and it is ready
to confer with the representatives of the company and will
protect fully its legal rights; the council should continue to
grant the right to construct necessary street railroads to
those who will perform the public service required at the
lowest cost and with the largest reservation of power in the
hands of the council. The committee concludes by stating
that the council has already expressed its willingness to sub-
mit the best offer of the company and the best proposition
that can be got from any other company to a referendum
vote, provided all parties ould agree to be bound by the
results.
From the general tone of the committee's communica-
tion it is evident that it does not consider the company's
refusal as final.
Mayor Appeals to People.
Mayor Johnson, however, followed with a statement which
indicates that he and the 3-cent fare interests recognize that
a renewal of the fight is imminent. After a brief general
reply to the Cleveland Electric communication, which he
affected to consider as a personal attack, he concluded by a
direct appeal for aid in financing the liw-fare movement.
He said that about $10.0(10,000 would be required for building
the street railway system and he asked that it be subscribed
by the people, promising 6 per cent interest on the invest-
ment. It is generally understood that the low-fare interests
have failed in several efforts to enlist capital in their enter-
prise among financiers. The mayor announced that a com-
mittee would be organized to carry on the campaign and that
plans would be made for a series of mass meetings, beginning
about the last of this week.
At the regular meeting of the council on Monday night
four ordinances were introduced, all having an important
bearing on the controversy. The first seeks to establish a
transfer point at Superior avenue and West Ninth street, and
provides that the Cleveland Electric must exchange trans-
fers with the Municipal Traction Company. In three ordi-
nances the Low Fare Railway Company asks franchises over
two lines now occupied by the Cleveland Electric under grants
expiring next February, and over a crosstown line on which
the Cleveland Electric's grant does not expire for several
years.
Preliminary steps in the campaign for financing exten-
sions of the low-fare system were taken on Tuesday afternoon,
when the mayor and others interested in the movement met
in the offices of the Municipal Traction Company and formu-
lated plans. The mayor also made a public address on the
subject that evening at a ward club, in which he announced
that subscriptions to the stock of the Forest City Railway
Company would be received in amounts from $10 up.
An indication of the campaign methods the mayor intends
to follow was given at a meeting of the Sycamore Club on
Wednesday night, when the mayor made another speech ask-
ing for popular support for his company. As it was ladies'
night at the club, he addressed his remarks especially to the
ladies, saying that this new campaign is one in which they
should take part. At this meeting Municipal Traction Com-
pany subscription blanks were publicly distributed for the
first time. The form circulated contains an agreement to
subscribe for a certain number of shares at par, for which
the subscriber agrees to pay in weekly or monthly instal-
ments.
H. J. Davies, secretary of the Cleveland Electric com-
pany, and A. B. du Pont, president of the Municipal Traction
Company, agreed to hold a meeting on Thursday morning to
take up the question of the sum which the Cleveland Electric
owes the city for use of the Central and Quincy lines since
the expiration of the franchises. Meetings of the Cleveland
Electric directors were held on Wednesday and Thursday
afternoons, but nothing was given out.
DENIES BRIBERY AT SAN FRANCISCO.
In his annual report as president of the United Railways
Investment Company, which controls the United Railroads of
San Francisco and the Philadelphia Company of Pittsburg,
Ernst Thalmann makes the following denial regarding the
charges of bribery at San Francisco:
Interests identified with the United Railways Investment
Company state that they have the most positive assurance
from the officials of the United Railroads of San Francisco
that no bribery was resorted to in order to obtain the
permit to replace their cable roads with overhead trolley.
In connection with this, it is important to bear in mind that
prior to the earthquake the Merchants.' association of San
Francisco had employed William Barclay Parsons to advise
its members as to what form of motive power was best in the
interests of the city of San Francisco.
Mr. Parsons reported strongly in favor of the overhead
trolley system, and his report carried such weight that the
directors of the Merchants' association, who had been bitterly
opposed to overhead trolley operation, became practically
unanimous in its favor. This action was followed by a prac-
tically unanimous vote of the real estate board, another im-
portant organization in San Francisco, and the action of these
and other important associations had the effect of creating a
public opinion, prior to the earthquake, decidedly in favor of
the overhead trolley permit. It is claimed that even if no
earthquake and fire had occurred, the permit would have been
granted, as public opinion was greatly in its favor.
April 13. 1907.
ELECTRIC RAILWAY REVIEW
jO I
News of the Week
Iowa Associations to Meet in Convention.
Everything will be in readiness at Clinton. la.. Tuesday night
for the opening of the annual convention of the Iowa Electrical
Association and the Iowa Street and Interurban Railway Associa-
tion. The electrical association will convene Wednesday morning
and have a continued session Thursday, and the railway association
will convene Thursday and close Friday evening. Many of the
manufacturers' exhibits have already been placed in the exhibit
halls at the new Lafayette Inn, where the headquarters of the
two associations have been established.
Michigan Strike Settled.
The strike of 200 employes of the Michigan United Railways on
the city lines in Kalamazoo. Lansing and Battle Creek, Mich., as
well as the interurban lines between those cities, was declared off
on April 9, after the demands of the men and the offer of the com-
pany had been arbitrated by a committee of the Kalamazoo Com-
mercial Club. The strike was declared on April 3 and the service
was greatly demoralized, although some cars were run. The agree-
ment was reached on a basis of 21. 22 and 23 cents an hour on city
lines and 24 and 25 cents on the interurban lines, which was prac-
tically what the men had demanded, but with no recognition of the
union. The company also agrees to establish a mutual grievance
committee. The men formerly received 18, 19 and 20 cents an hour.
Ambassador Bryce on Municipal Ownership.
In addressing the Commercial Club of Chicago on April 6 Am-
bassador Bryce of Great Britain spoke of municipal ownership.
He said in part:
"The precondition of municipal ownership of public utilities
should be the presence in office of honest and capable public
servants. We in England, where municipal ownership is some-
times found, do not experience the difficulties which might be found
otherwhere. Our city administrations are uniformly honest and
efficient. Politics, that is, specific party issues, enter very little
into municipal elections. But in American cities I have noticed
that the moral condition of muneipal administrations is less stable
and reliable.
"American cities seem to be subject at times to spasms of vir-
tue in which the ill-intentioned are swept out of office, but those
periods of reform are too often followed by relapses. Civic virtue
is indispensable to the economic and efficient administration of
the business of public service corporations."
Further Hearing on New York Central Wreck.
The New York state railroad commission on April 9 took
further testimony in its investigation of the wreck which occurred
on the New York Central electric division on February 16. The com-
mission listened to an account of the experience of the motorman,
Beale, who described the sensation experienced in going over the
track on the train preceding the one that was wrecked. After this
trip he had reported the track as very rough and needing atten-
tion. Mr. Beale said the engine made a lurch from one side to
the other and then straightened up. He made a jump for the
brake valve, but had no occasion to use it. At the close of the
session the commission requested records regarding superelevation
of the track at the curve, taken for as many years back as pos-
sible, and was informed that the company had compiled since the
wreck statistics of this nature covering a period as far back as
1895, and had verified them. Mr. Hedges of the commission ex-
presesd the opinion that due to wear and weather conditions the
regular superelevation of 4% inches might settle to 4 inches unless
carefully watched.
Growth of Electric Railways.
Charles N. Wilson, president of the American Engineering Com-
pany of Indianapolis has an article in The Tradesman for April 1
entitled "Electric Railway Construction in the Central States,"
which describes the wonderful progress of the electric railway
industry in those states. Mr. Wilson points out that:
"On January 12, 10 years ago, the first electric car was operated
in Indiana, and in the same month and year the first electric car
was started in operation in Ohio; since that time 1,650 miles of
modern electric railroads have been constructed and put in opera-
tion in Indiana, and 2,240 miles in Ohio. In addition to this there
is now building in the two states I'.oiiii miles of new road and an
equal mileage is being promoted.
'As soon as the gap of 30 miles is built between Crawfoidsville,
Intl., and Danville. III., and another small gap between Ft. Wayne,
Ind.. and Bryan, O.. it will be possible to take a car at St. Louis.
and by continuous electric road travel to Indianapolis. Louisville.
Cincinnati, Dayton, Toledo, Detroit, Cleveland, Erie, Pa., and
Buffalo. X. V.. and at no distant da to Pittsburg, All this will
Dbably be a reality within another y
ancluslon the writer points out thai Interurbans build up
small towns, enhance the ,-alue of farm lands and agrii ultural prod
Increase the attrai ss of Farm and suburban lit
to solve the help problem In rural communities, i
Test in Connection with Woodlawn Wreck.
On April 4 the New York Central sent a test train over the
electric zone, under conditions of weight and speed similar to
that which was wrecked at Woodlawn on February 16. The train
was made up of two electric locomotives and five old wooden
coaches similar to those which were in the wreck. The train was
in charge of W. C. Brown, senior vice-president, and on board were
other local operating officers of the road. The state railroad com-
mission was represented by J. E. Hedges, counsel, and Charles
Barnes, electrical expert. W. J. Wilgus represented the railroad's
electric commission, W. E. Hoyt the American Locomotive Com-
pany and W. B. Potter the General Electric Company. E. R.
Rogers, who operated the wrecked train, was in the cab of the
test train directing the operation of the speed controllers so as to
duplicate, as far as possible, the wreck conditions. A number of
invited guests were on the train and the total weight required
was supplied by bags of sand. The locomotives were provided with
instruments for measuring and recording the speed and the usual
electric meters. On the first run the train approached the Wood-
lawn curve at a speed of 56 miles per hour, went on the curve at
53 miles per hour, and was running 48 miles per hour at the apex.
In the second run the curve was approached at 60 miles per hour
and the apex was rounded at 56 miles per hour. The test was
expected to throw some light on the cause of the wreck, but It
failed to reveal any cause for the former train leaving the track.
Report on Pittsburg Subways.
The executive committee of the rapid transit commission of the
Pittsburg city council on April 5 submitted its report in regard to
me construction of a subway system for the city. The committee
recommends that the subway be built by a private company and
its recommendations are included in the provisions of an ordinance
giving a franchise to the Pittsburg Subway Company, whose ap-
plication has been pending before the council for several months.
The ordinance provides for a sub-surface line with a downtown
loop; option of purchase by the city after 25 years; universal trans-
fers; maximum fare of 5 cents and a graduated payment to the city
for the franchise. It is provided that the franchise shall be limited
to 50 years. After 25 years the city may purchase the subway by
paying the original cost, plus 25 per cent, and giving the officials of
the subway one year's notice. No charge is to be made for the
franchise during the first five years. The second period of five
vears the city is to be paid 2 per cent of the gross receipts, this to
be increased one-half of 1 per cent each period of five years, making
for the last period 6 per cent. It is proposed that the subway shall
carry cars of any other subway company and give transfers.
Considerable discussion arose over whether the committee
should commit itself wholly to a subway, rather than an elevated,
and a clause was inserted declaring public sentiment to be against
elevated lines.
Overcapitalization is to be prevented by a clause which says
that no dividend shall be paid exceeding 2 per cent of the price
fixed at which the city may purchase the roads.
The commission decided to take final action on the report at its
meeting on April 15.
Legislation Affecting Electric Railways.
Illinois.— The house on April 5 passed a bill limiting the hours
of labor for street railway conductors to 10 hours a day. to be
performed within 12 consecutive hours.— A bill was also passed on
the same day which provides for modern air brakes and vestibules
on all cars, and closed vestibules from November to March, in-
clusive; also for heating apparatus that will keep the temperature
at a minimum of 50 degrees. The bill also provides that each car
shall have center aisles and fenders and that all cars over 30 feet
long shall be double-trucked. Side running boards are prohibited.
Iowa. — The bill now before the legislature in regard to vesti-
buling the front platforms of electric cars requires that the plat-
forms be enclosed on all four sides, instead of on three sides, as
reported in the Electric Railway Review of March 30, 1907. The
present law requires that three sides be enclosed.
Michigan.— Senator Cady has introduced a bill which permits
an electric railway company to acquire the property of another
company on the consent of a majority of the stockholders of
the company to be acquired, instead of two-thirds of the stock-
holders, as provided by the present law.
Minnesota— The house has passed the bill introduced by O. F.
Christensen of St. Paul placing the regulation of electric railways
in the hands of the state railroad and warehouse commission. As
amended by the committee on express, telegraph and electric lines
the bill provides that it shall not take away any powers of regu-
lation now vested in city councils, but shall give the commission
power in cases where the city council does not act.
Montana.— The legislature has passed a law requiring streel
railway companies to equip their cars with closed vestibules foi
the protection of the motormen, between November 1 and April 1.
The law goes into effect on November 1 of this year.
New York. — Senator Saxe has introduced a bill to amend the
rapid transit act, Section 36, by changing the word "weeks' to
'months," so that the contracts for the new subways must be
advertiser three months instead of three weeks. The rapid
transit c mission has already begun advertising the Lexington
av.-nuc and Seventh and Eighth avenue subway lines and It is
f.-urcil that these most Important subways will be ore the
publi.- utilities law is in effort unless such a bill as this is passed
Senator Saxe said In explanation of the bill: "Friends of the public
utilities bill are of the opinion that If contracts for the nets
In Manhatt pei nitted to be consummated before the
enactment of the proposed public service commission law, th<
Ion for the city of New York, to be appoint.,! bj thi
ernor, will be seriously hampered in planning a comprehenslvi
rapid transit system for the city. Frankly, thi ob pro
,,„ ,l bill is I II ho time fur the advertlsln "
often i :> i" ■ "Mi rapid transit • ot Ission bo I hal thi n
commission will have a chanci I sider such proposal
,,, i tlon wit h a gi '" l:l1 Plan "'' Improvement of thi
Pennsylvania.— The house on April I passe, I i,
502
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 15.
vote the Homsher bill, conferring on electric- railway companies the
right to carry light freight and express matter. Local authorities
are empowered to make reasonable regulations for this traffic:
questions of reasonableness to be decided by the common pleas courts.
An amendment to make the carrying of freight mandatory was
defeated. — The Fahey bill, which requites companies proposing to
build new lines or extensions to file with the secretary of state
copies of all franchises and right of way giants before a charter
shall be granted, was defeated in the lions on April 9. — A bill in-
troduced by Representative Kennedy prohibits a fare of more than
5 cents for a ride within the limits of a municipality. — The Hom-
sher eminent domain bill has passed the second reading in the
house, with an amendment which provides that all companies
availing themselves of the act shall be common carriers. — Governor
Stuart is to give a public hearing to the trades organizations of
Philadelphia opposed to the plan of the Retail Merchants' Asso-
ciation for giving the city representation on the board of
directors of the Philadelphia Rapid Transit Company, before sign-
ing the McXichol-Fahey bill, which is intended to make the plan
legal.
Wisconsin. — The house has passed a bill limiting the time of
service for street railway employes to 10 hours within 12 con-
secutive hours.
Construction News
FRANCHISES.
Municipal Street Railway for Berlin, Ont. — The citizens of
Berlin, Ont., on April 4 decided by a vote of 863 to 114 to purchase
the Berlin & Waterloo Street Railway, which operated about five
miles of track. The town will pay $75,200 for the property and
$1,000 for supplies on hand, and will operate the line.
Meeting of New York State Association. — The Street Railway
Association of the state of New York has decided to hold its annual
meeting at Bluff Point, on Lake Champlain, on June 25 and 26.
Requests for hotel reservations should be made to E. S. Fassett,
general manager United Traction Company. Albany, X. Y. J. H.
Pardee, secretary, announces that no spring meeting will be held.
Address at Worcester Polytechnic Institute. — Dr. George R. Ols-
hausen of Cornell University addressed the Worcester Polytechnic
Institute branch of the American Institute of Electrical Engineers
at the institute on March 25, his subject being "The Power Plant
of the Omaha & Council Bluffs Street Railway Company.'' The
lecture was illustrated by stereopticon views. Dr. Olshausen was
the engineer of construction.
American Institute of Electrical Engineers. — The board of di-
rectors of the American Institute of Electrical Engineers has se-
lected the following nominees for the forthcoming annual election:
President, Henry G. Stott, New York; vice-presidents, L. A. Fergu-
son, Chicago, W. C. L. Eglin, Philadelphia, J. G. White. New York:
managers. Percy H. Thomas. New" York. B. G. Lamme. Pittsburg.
H. W. Buck, New York, Morgan Brooks. Urbana, 111.; treasurer,
George A. Hamilton, New York; secretary, Ralph W. Pope, New
York.
Detroit Service Ordinance Passed. — The Detroit city council
on April 9 passed Mayor Thompson's ordinance providing for in-
creased service by the Detroit United Railway. The ordinance pro-
vides that the company shall furnish enough cars during rush hours
so that no car shall carry a greater number of passengers than
the seating capacity of the car, plus one-half. It is also provided
that no car shall pass by passengers without stopping, unless there
is another car following within a distance of 200 feet. These pro-
visions are not to apply on lines where the cars are operated at a
20-second headway.
Express Company Contracts with Electric Lines. — What is con-
sidered the first really important alliance between steam and elec-
tric lines will become effective on May 1, when the Pacific Express
Company will begin service on several electric lines in western
Ohio. Contracts have been executed with the Dayton & Troy,
the Springfield Troy & Piqua, the Western Ohio and the Toledo
Urban & Interurban companies. This gives a continuous service
through western Ohio on about 250 miles of new line for the Pacific
Express, making a direct line from Toledo to Dayton and other
important towns. Fostoria. Wapakoneta, Shelby. Bowling Green
and Sidney being reached, in addition to those mentioned above.
Fire Destroys New York City Car Barns. — Fire broke out about
2:30 a. m. on April S in the plant of the New York City Railway
Company at One Hundred and Forty-sixth street and Lenox
avenue. Manhattan, used as a power house, car barn and repair
shop, causing almost complete destruction, entailing a loss which
Oren Root, general manager, estimates at $1,500,000, and causing
the death of a fire captain and injuries to seven others. The north
and west wings of the plant, occupying the entire block between
One Hundred and Forty-sixth and One Hundred and Forty-seventh
streets. Lenox and Seventh avenues, with the exception of a 100-
foot strip on Seventh avenue, were completely wrecked, with their
contents, including about 300 cars used on Lenox avenue and
Broadway divisions of the system. The fire is believed by officials
of the company to have been started by an electric light wire
having defective insulation. The fire started in the pits where men
were engaged in repairing cars and which covered 14 tracks. The
floors above were used for storage, carpenter and paint shop.
South of this was the converting station, with six converters,
where alternating current from the Kingsbridge station was con-
verted into direct current for surface cars north of One Hundred
and Twenty-fifth street. The partition wall, of vitrified brick.
crumbled, and, though the power plant - ►yed, it was
deemed advisable to shut off the current. It is stated that the fire
will cause only a brief delay and the company has a considerable
surplus of equipment.
Buffalo. N. Y. — Mayor Adam has approved the Elmwood av-
enue franchise recently granted to the International Railway
Company, after an agreement by President H. J. Pierce to dis-
continue certiorari proceedings to secure a reduction of $51,000
in the company's franchise tax assessment. President Pierce has
announced that work will begin on the new line as soon as the
rails can be secured.
Cicero, 111. — The town board on April S granted the Metropolitan
West Side Elevated Railroad the right to extend its Garfield Park
branch through the limits of Cicero.
Frankfort, Ind. — The Frankfort Delphi & Northern Traction
Company has been granted a franchise to construct and operate
an interurban line through Frankfort, the road to connect with
Delphi on the north, passing through Rossville. The franchise is
for 35 years and the road is to be completed and in operation by
January 1, 1900. While the franchise is granted to W. H. Cohee
and others of Frankfort, it is known that Indianapolis parties are
back of the proposed road and it is claimed that the line has already
been financed and that the work of construction will begin at once
on the right of way that was secured some time ago.
Index. Wash. — The Puget Sound Skyhomish & Eastern Railway.
which is building an interurban line between Index and Galena.
Wash., about 10 miles, has secured a franchise to build its line from
Index to a point about lii miles from that place. Work must begin
within 30 days and be completed within six months.
Kansas City, Mo. — The application of the Metropolitan Street
Railway to extend its Prospect avenue line to Thirty-ninth street
before next December has been granted by the upper house of the
council. During 1908 the line is to be extended to connect with the
Swope park car line.
Lincoln. Neb. — The Citizens' Railway has been granted a fran-
chise to build its line on Holdrege street, from Nineteenth to
Twenty-seventh streets. It is stated that preparations are being
made for its immediate construction. A question had arisen as to
the validity of the grant because of the fact that franchises pre-
viously had been granted to other companies. As these include the
Home Street Railway. North Lincoln Street Railway, Lincoln Elec-
tric Company, Capital Heights Company and the Lincoln Rapid
Transit Company, whose franchises had reverted to the city when
the properties of these companies were seized to satisfy judgments
for taxes, the opinion is now held that the present grant unques-
tionably is valid.
Laurens. S. C. — A 50-year franchise has been granted to X. B.
Dial of Laurens, S. C, to build an electric railway in and around
Laurens. Work must begin within one year and be completed
within IS months from the date of the franchise. It is stated that
a company soon will be organized with a capital stock of $50,000.
Mt. Vernon, O. — A 25-year renewal of its franchise was granted
to the Mt. Vernon Electric Railway on April 2. This provides for
additional extensions on High and other streets of the city.
Morrisville, Pa. — The borough council has granted permission
to the New Jersey & Pennsylvania Traction Company to extend
its tracks west on Bridge street to Fallsington. about four miles.
A condition of the franchise is that the company shall build a
wagon and foot bridge over the canal and pave Bridge street, the
cost to be about $25,000. It is stated that the employes of the
Pennsylvania Railroad will use the line in going to and from their
work at the West Morrisville yards.
Nauvoo, III. — The Mississippi Valley Electric Railway Company,
which proposes to build an electric interurban line from Nauvoo to
Carthage, 111., 22 miles, and to Keokuk, la., 14 miles, has been
granted a franchise in this city. The site for a power house in
Nauvoo also is included in the franchise, and the city is to take
$5,000 in bonds for every mile of road built between Nauvoo and
Niota, about 12 miles. With the completion of this section the line
will be extended to Carthage and later to Beardstown. 111. Another
route will extend to Keokuk, la. W. A. Calhoun, chief engineer,
Buffalo.
Sandusky. O. — The Lake Shore Electric Railway has been
granted permission to lay a double-track line on Water street from
Columbus avenue to Jackson and from Fulton to Lawrence streets
in order to care for the increased traffic which it is expected will
be handled by the company this summer. The street between
Jackson and Fulton will have only a single-track line. It is stated
that work on this improvement will begin at once.
St. Louis, Mo.— The bill recently passed by the house of dele-
gates authorizing the St. Louis Electric Terminal Railway to
operate a line from its bridge across the Mississippi river to Salis-
bury street, has been signed by the mayor. The line will run from
the foot of Salisbury street, west to Ninth street, over a private
right of way between Farrar and Salisbury streets, south on Ninth
street to Branch street, west to Twelfth street and south on Twelrth
street to Lucas avenue, where the terminus of the road will be
located. It is stated that contracts for the construction of the
bridge, stations and terminal properties are under consideration.
Under the franchise granted by the municipal assembly of St.
Louis the road must carry express at freight rates and must reduce
the prevailing freight charges 40 per cent. A 5-cent fare across its
bridge to Granite City will be charged, with a 3-cent fare for foot
April 13, 1907
ELECTRIC RAILWAY REVIEW
503
passengers. The city is to receive $5,000 annually for the first five
years of the franchise. $7,500 annually for the next 10 years and
$10,000 annually for the remaining 35 years of the grant.
Winona, Minn. — The 50-year amended franchise of the La
Crosse Water & Power Company, which has been under considera-
tion for some time, has been granted by the city council. An elec-
tric line from Winona by way of La Crosse to Galesville. Wis., must
be built at once by the company. A. V. Schroeder. La Crosse, Wis.,
is general manager.
TRACK AND ROADWAY.
RECENT INCORPORATIONS.
Abilene (Tex.) Street Railway. — Incorporated in Texas to build
an electric street railway system in Abilene. Capital stock. $100,000.
Incorporators: J. AT. Wagstaff. Austin; George L. Paxton, W. C.
Swenson. E. S. Hughes and J. M. Cunningham.
Chicago Hammond & Gary Electric Railroad. — Incorporated ir
Indiana to build from Hammond to Gary. Capital stock. $100,000.
Incorporators: L. C. James. T. A. Carstensen and H. L. Under-
wood of Chicago and A. V. Barton of Elgin. III.
Denton Interurban Railway & Power Plant Company. — Incorpo-
rated in Texas with a capital stock of $100,000. Incorporators: H.
M. Griffin, \V. W. Wilson, R. J. Wilson and Newt M. Lee.
Denver & South Platte Railroad. — Incorporated in Colorado to
build an interurban line from Englewood to Roxborough park, a
point in the foothills about three miles south of Platte canyon.
This park will be developed as a resort and plans for a large
hotel to be built next season are being considered. The line will
be i'l miles long and by its connection with the Englewood car
line will make Denver accessible by about an hour's ride. An
order for 575 tons of steel has been placed with the Colorado Fuel
i Iron Company and it is stated that grading will begin within 10
■lays. Right of way has been secured for its entire length and
financial arrangements made for its construction. Incorporators:
Thomas Doan. W. W. Borst and Daniel Prescott, Denver; Walter
Lyon and Jacob T. Keil. Allegheny, Pa.
Elkins Electric Railway. — Incorporated in West Virginia to
build an electric street railway in Elkins. Capital stock, $50,000.
Incorporators: J. C. McSpadden and H. F. Berkebile, Rockwood;
W. J. Taylor, Pittsburg; J. E. Morgan and C. W. Maxwell, Elkins.
W. Va.
Macon Americus & Albany Electric Railway. — Incorporated in
Georgia to build an electric line from Macon to Albany, through
Bibb, Crawford. Houston. Macon, Sumter, Lee and Dougherty
counties, touching the towns of Byron, Fort Valley, Marshallville,
Montezuma, Oglethorpe, Andersonville. Americus, Sumter, Smith-
ville and Leesburg. The line will be 199 miles long, with the prin-
cipal office of the company at Macon. Capital stock, $200,000. In-
corporators: W. J. Massee, M. Felton Hatcher, J. T. Moore, M. H.
Massee. M. J. Hatcher. J. N. Neel and D. W. Davis of Macon;
N. J. Cruger, Albany; J. C. Walker. Marshallville. and A. C. Riley,
Ft. Valley. X. J. Cruger of Albany, Ga., is president.
Oklahoma City El Reno & Southwestern Electric Railway.— In-
corporated in Oklahoma to build an electric interurban line from
Oklahoma City to El Reno, Chickasha, Anadarko, Hobart, Lawton
and intermediate towns; also from El Reno to Kingfisher. Hennes-
sey. Enid and Medford, and from Kingfisher to Okeene by way of
Kiel, a total of 275 miles. Capital stock, $10,000,000. Incorporators:
Fred Ehler. J. W. Smith. C. C. Smith and E. B. Cockrell of Hen-
nessey, and W. R. Blackburn of Kingfisher.
Oklahoma City Rapid Transit Railway. — incorporated in Okla-
homa to build an interurban railway between Oklahoma City and
Tecumseh, through the counties of Oklahoma. Cleveland and Pot-
tawatomie, with headquarters at Oklahoma City. Capital stock.
' Incorporators: D. D. Klapp, E. W. Millburn, G. M.
. .1. H. Surber, Henry Lopp. G. A. Rugsles. M. H. Tennison.
C. B. Connor, S. B. Mitchell and W. E. Powell. Tecumseh, and
Mr. Sllsby, Saginaw, Midi.
Perkiomen Traction Company. — This company, which proposes
to build an electric line 11% miles long, will, on April 22, file an
application for incorporation. It is stated that the road will use
the Perkiomen turnpike part of the way and extend through the
borough of Green Lane to a terminus at the intersection of the
Perkiomen turnpike with the Sumneytown turnpike. Irvin H.
Bartman, Schwenkville; Henry T. Hunsicker, Ironbridge; Samuel
E. Hughes, George Dunn and John H. Dager, Norristown, Pa., are
Interested.
San Joaquin Valley Western Railroad. — Incorporated in Cali-
fornia to build a line from Fresno westward to Watsonville, con-
necting at the latter point with the Ocean Shore Railway, now
under construction south from San Francisco. Capital stock, $6,-
000,000. of which $225,000 has been subscribed. Incorporators: C. G.
McBride of San Jose, Philip McRae of Armona, James Shaw Rob-
ertson of Hanford. J. O. Hickman of Hanford, A. P. May of
Coalinga. W. M. Graham, general manager of the California Oil
Fields, Ltd.; Senator Thomas Flint of San Juan; Truman G. Hart
of Fresno, and J. A. McClurg, Jr., of Fresno. The company Is
closely associated with the Ocean Shore Railway and J. B. Rogers
of San Francisco is chief engineer of both companies.
Scioto Construction Company. — li build
tne extensions of th<- Columbus Magnetic Springs & Northern
Ton ■ i >!'■ Spring ■ r i * I Larue,
O.. and the Columi I X- Western Railway north from
Capital stock. $_'.".. 'him
p. H. Heywood, W. H. Ogan of Indl B Howard
Bryan and J. A. Vandegrlft of Philadelphia.
Alton Jacksonville & Peoria Railway. — J. M. Rhoads. secretary,
Jerseyville, 111., writes that this company proposes to build a line
from Alton to Jacksonville. 111.. 65 miles, through Jerseyville. Car-
rollton, Whitehall, Roodhouse and Murrayville. The line has been
surveyed and three miles of track, from Alton to North Alton, has
been laid this year. Grading and overhead work have been com-
pleted from Alton to Godfrey, 5 miles. A. O. Auten of Jerseyville,
president; Robert Curdie of Alton, vice-president; W. R. Heagler
of Jerseyville, chief engineer. Headquarters, Jerseyville.
Bayou Teche Railway & Light Company. — This company, in-
corporated last year to build a system of electric railways radiating
from New Iberia, La., has given orders for beginning surveys some
time this week. Paul M. Schneidau, president, New Orleans, La.
Birmingham. Ala. — The Alabama Land & Improvement Com-
pany is interested in an electric line which it is proposed to build
between Chattanooga, Tenn., and Birmingham, Ala. Right of way
is being secured and grading is in progress at several points.
Carlyle & St. Louis Electric Railroad. — A mass meeting was
held at Breese. 111., last week by citizens of Carlyle. Beckemeyer,
Breese, Aviston, Trenton and Summerfield, to consider plans for
building an electric road through those towns to Lebanon, 111., and
St. Louis. Mo. It was decided to incorporate under the above
name, with a capital stock of $5,000, and a committee of 12 was
appointed to effect an organization. T. E. Ford of Carlyle is chair-
man of the committee.
Cartersville, Ga. — It is reported that a route has been surveyed
and partially graded for a line from Cartersville to Atlanta, Ga.,
and that a dam is to be constructed across the Etowah river, three
miles from Cartersville, to furnish power for the line.
Chicago <£. Elgin Electric Railroad. — It is reported that this
company will begin construction work this summer on its line,
which is to connect Elgin. Bartlett. Bloomingdale, Addison. Elm-
hurst. Melrose Park, Maywood and River Forest. The line when
completed will be 26 miles long. The capital stock is $10,000.
F. W. Kobusch is president; E. W. Fischer, vice-president; J. H.
Roehler, secretary, and Charles F. Strauschild, treasurer. Office.
Bloomingdale, 111.
Chicago & Western Indiana Traction Compaiy. — E ii Barrows,
general manager, Indianapolis, Ind., writes that the American En-
gineering Company of Indianapolis, which recently acquired this
company, incorporated to build from Chicago to Louisville. 332
miles, via Valparaiso. Lafayette. Crawfordsville, Greencastle,
Bloomington, and New Albany, now proposes to build the section
between Greencastle and Lafayette. 57 miles, connecting at Craw-
fordsville with the line of the Indianapolis Crawfordsville & West-
ern Traction Company, from Indianapolis, which is now nearly
completed. This line, according to Mr. Barrows, will probably be
acquired by the Indianapolis Crawfordsville & Western, which pro-
poses to extend from Crawfordsville to Kankakee. 111., making
connection with the Chicago & Southern Traction Company, und.-r
construction between Chicago and Kankakee. The Greenoastle-
Lafayette line is now being surveyed, although the date of b. -sun-
ning construction has not been decided. Power will be taken from
the power house of the Indianapolis Crawfordsville & Western at
Crawfordsville. C. W. Wilson, president of the American Engl r-
ing Company, is also president of the Chicago & Western Indiana.
and W. L. Eckhouse is chief engineer, witli offices at 610 Traction
Terminal building, Indianapolis.
Chicago City Railway. — This company has ordered 5,000 tons of
129 -pound grooved rails, of the type described in last week's issue
of the Electric Railway Review, page 457, from the Lorain Steel
Company. Under the general plan of rehabilitation of the prop, rl
as provided in the city ordinances passed on April 2, these rails
are to be used to replace the old ones now in use. H. B. Fleming,
chief engineer.
Chicago Kenosha Milwaukee & Lake Geneva Railroad. — Roger
C. Kimball, 210 Wisconsin street, Kenosha, Wis., writes that this
company proposes- to build from Kenosha to Lake Geneva, 40
miles, and from Kenosha to Waukegan, 16 miles. The line has
been surveyed and a right of way 100 feet wide has been purchased
from Waukegan to Kenosha. Franchise applications are now
pending in both Waukegan and Kenosha. The company will con-
demn a route through Kenosha if a franchise cannot be obtained.
Construction will begin as soon as terminal franchises are ob-
tained. The Illinois portion of the road will be built under the
name of the Chicago Waukegan & North Shore Railway. George
Wilcox, Chicago, president; Frank R. Grover, Unity building, Chi-
cago, vice-president; R. I. Douglas, Waukegan, local manager.
Chicago Union Traction Company. — This company has ord (red
1 tons of 129-pound grooved rails from the Lorain Steel Com-
pany. These are the standard rails prescribed in the city or-
rlbed in last week's issue of the Electric Railway
Re ■ lew.
Cleveland Alliance & Mahoning Valley Railway. — Announce-
ment is made that all of the right of way has been purchased
sen Newton Falls and Warren, O., for the proposed electric
road iietween Warren and Ravenna. The old Baltimore & Ohio
line will be used between Ravenna and Newton Falls. This part
lie road is financed and work will be begun within a week.
J. W. Holcomb of Cleveland is one of the promoters.
Columbus Magnetic Springs & Northern Traction Company. —
This company, which has acquired the Columbus Urbana & West-
ern I. illway, has established offices in Columbus and will
'iil-l
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. If,.
at once begin - ring iikIii of way for an extension up the east
bank of the Scioto river to Dublin. W. II. Ogan, general manager.
Columbus Urbana & Western Electric Railway, Columbus, O. —
li is reported Chat the wort of relaying the tracks on Spring and
Water streets in ( 'uhimlius will begin as soon as the <ily starts
to improve t lie streets. Several carloads of grooved rails have
been received.
• Connersville, Ind. — A street railway system is being promoted in
Connersville, together with a branch extending to Milton, six
miles south. A franchise for the system has been granted to local
capitalists, who brought an agent from the General Electric Com-
panj to Connersville t" prepare the plans and estimates for the
lonstruction of the system and the equipment thereof.
Denton, Tex. — Ties have been ordered and 60-pound rails have
i ii contracted for with the Carnegie Steel Company for delivery
in July, for use on the street railwa.v system for which N. M. Lee
recently secured a franchise. The company has applied for a
charter and has elected the following officers: President, H. M.
Griffin: vice-president, R. J. Wilson: treasurer, ('. M. Simmons:
secretary, Newton M. Lee.
Duluth Street Railway. — Preparatory to the construction of its
new line on Twenty-fourth avenue east, from Superior to Fourth
street, this company will begin within the next 60 days to replace
the "Y" at Eighth avenue west and Superior street, with a loop
on which all the East End. Lakeside, Hunter's Park and East and
West Fourth street cars will be turned back. The material has
been ordered and the work of taking out the "Y" and of con-
structing the loop will begin as soon as the steel arrives. J. Car-
son. Duluth, Minn., chief engineer.
Eastern Pennsylvania Railways. Lansford, Pa. — This company
has begun work on the construction of an extension from Tamaqua
to .Middletown. Pa.
Fargo, N. D. — It is stated that Fargo capitalists, including
L. B. Hanna. are interested in a plan to build an electric line about
two miles long, connecting Wahpeton and Breckenridge, N. D.,
although the plans have not yet taken definite shape.
Ft. Wayne & Springfield Railway. — This company has placed
a large construction force on the Decatur-Portland division, with a
view of a speedy completion of the extension between Decatur and
Portland. Ind. When this road is completed to Portland it will
make connection with the Muncie & Portland line and will thereby
constitute a third through line between Ft. Wayne and Indianapolis.
Franklin & Towamensing Street Railway. — A. P. Berlin of
Statington, Pa., states that preliminary surveys will be made this
month for t lie company's proposed line to connect North Weissport
and Milport, Pa., about 10 miles, and that the road will be built
this summer.
Girard Coal Belt Electric Railway. — The engineers have com-
pleted the survey for this company's proposed line from Girard
to Mulberry. Kan., and construction is to begin in about a week.
The line passes through a rich coal territory. L. H. Phillips, secre-
tary, writes the company's offices are located at Girard, Kan.,
instead of at Pittsburg, Kan., as reported. James McFarland is
president.
Grand Central Traction Company. — This company, recently in-
corporated, has issued a prospectus announcing its plans for build-
ing a line from Indianapolis to Eyansville, Ind.. 172 miles, with a
branch through Saline City. Patricksburg and Spencer, to Terre
Haute, 66 miles, and city systems in Bedford and Bloomington. It
is estimated that the line will cost $7,000,000. Surveys have been
started and the right of way is being secured. The capital stock
has been increased to $5,000,000 and it is proposed to issue $7,000,000
bonds. The officers are: President. W. D. Whitney, Muncie, Ind.:
vice-president and general manager, Ora W. Blickenstaff, Lafay-
ette-; secretary and general counsel. David H. Morgan. Brazil:
treasurer. Nathan P. Carter. Indianapolis: chief engineer. Will
Duncan. Bedford; chief electrician, Horatio A. Morgan. Brazil.
The company has general offices in room 304 State Life building.
Indianapolis.
Illinois & Indiana Traction Company. — E. E. Barclay, repre-
senting J. H. Fertig & Co. of New York, states that this company
has been organized to build an electric line from Quincy. 111., to
Terre Haute, Ind., via Hannibal, Pittsfield, Roodhouse, Virden,
Clarksdale, Taylorville, Assumption. Windsor, Neoga and Casey,
and that a franchise will he applied for in Taylorville in a few
days. According to Mr. Barclay surveyors will begin at once to
locate the line and right of way will be secured.
Indiana Columbus & Eastern Traction Company. — It is an-
nounced that the route of the extension from Lima to Bellefontaine,
O., will be via Huntsville. Lakeview, Lewistown and Waynesfield.
Jacksonville (Fla.) Terminal Company. — Bids will be received
until April 20 for the construction of a double-track subway, about
47fi feet long, including approaches. .1. W. Richardson, engineer,
Jacksonville, Fla.
Johnstown (Pa.) Passenger Railway. — It is reported that this
company proposes to expend about $140,000 in improvements in
Johnstown this summer. Work has already been started on the
double-tracking of the line through the Eighth ward out to Luna
part, at a cost of $36,000. Other improvements are as follows
Complete rebuilding and double-tracking of the road through the
Fourth and Seventh wards and Dale borough to Walnut grove, at a
cost of $40,000; the reconstruction of the lines in Broad street.
Fifteenth and Sixteenth wards, at an estimated cost of $34,000; the
purchase of 12 new open cars for summer use, the cost being
$13,000. These cars will be delivered on April 20. Improvements about
the car bains will cost $7. mm and the installation of new machinery
in the Baumer street power house will cost $13,000.
Junction City (Kan.) Electric Railway Light & Ice Company. —
This company has let a contract to Cook & Devine for grading an
extension 8,000 feet long to the military reservation near Junction
City. The work involves about 40,000 cubic feet of grading.
Kent Traction Company. — It is reported that this company will
soon begin construction on its line from Tolchester to Chester-
town. Md.. via Fairlee, 11 miles. A. A. Lamkin of Baltimore,
president.
Lancaster & Eastern Railway. — H. W, Crawford, Lancaster,
Pa., chief engineer, writes that this company, which Is operated by
the Conestoga Traction Company of Lancaster, Pa., proposes to
build an extension from Christiana to Coatesville, Pa., 10.3 miles,
via Parkesburg, which is now being surveyed and upon which
grading will begin as soon as the right of way is secured. The
overhead construction will be of the span type. The company now
has a line in operation from Lancaster to Christiana, 20 miles.
W. W. Greist. Lancaster, is president.
Lima & Toledo Traction Company. — The work on the construc-
tion of the extension from Leipsic to Toledo, 47 miles, for which
J. C. Carland of Toledo has the contract, has been progressing
rapidly during the past two weeks. Grading is now practically
completed between Leipsic and Deshlar and 100 teams and 125
men are now engaged on the grading between Leipsic and the
Maumee river. From Deshlar the route is via Weston and Tonto-
gany to Maumee. 11 miles from Toledo. From Maumee the route
has not yet been announced. The Maumee river, 5 miles south
of Maumee, is to be crossed by a large bridge. It is estimated
that the construction of this line will cost about $35,000 per mile.
F. T. Hepburn of Lima, O., is general manager.
Litchfield & Torrington Street Railway. — It is reported that
construction will begin this summer on this company's line from
Torrington via Lake Bantam to Litchfield, Conn., 10 miles. W. F.
Dowd of Litchfield, president.
Louisville & Northern Railway & Lighting Company. — The in-
terurban line between New Albany, Ind.. and Louisville, Ky.,
known as the "Daisy Line," which has been leased by the Louis-
ville & Northern Railway & Lighting Company from the Kentucky
& Indiana Bridge Company, will be extended to the business center
of New Albany, Ind., within a short time, according to representa-
tives of the company. Since the line was established, nearly 20
years ago, its terminus has been near the end of the Kentucky &
Indiana bridge on Vincennes street. Under the new system passen-
gers will not be required to change to city cars. The company
has selected a route for its line from New Albany to Corydon and
French Lick and West Baden Springs, and the first four miles
is to be built at once.
Ludington Southern Railway. — It is stated that the right of \\.i\
has been secured for this road from Ludington to Grand Rapids,
Mich., and that construction will begin shortly. N. W. Gifford of
Chicago is interested. Thomas J. David, Fremont, Mich., is chief
engineer.
Macon (Ga.) Railway & Light Company. — As soon as material
that has been ordered by the company reaches the city work will
begin upon many changes in the present street railway system in
Macon. Council has granted permission to the company to make
several changes in the tracks. Some of the streets are to be
double-tracked, several new switches are to be placed and a loop
around the Brown house is to be placed. J. T. Nyham, general
manager.
Minneapolis Rochester & Dubuque Traction Company. — -William
P, Mason of Minnneapolis, secretary and general manager, writes
that this company will build a third-rail line from Minneapolis to
Dubuque, 246 miles, of which 165 are in Minnesota. Bids for the
construction of the first 90 miles are to be advertised for at once.
Officers have recently been elected as follows: President. M. Wr.
Savage; vice-president, W. D. Boutell; treasurer, E. W. Murphy;
secretary, William P. Mason, ah of Minneapolis. Robert Baldwin
of Minneapolis is chief engineer.
New York & Long Island Traction Company. — This company
has organized by electing the following officers: President, George
A. Stanley of Cleveland; vice-president, C. S. Thrasher of Cleve-
land; treasurer, Joseph Nutt of Cleveland; secretary, J. A. MacEl-
hinney, 120 Broadway, New York. The company plans to build first
to connect Mineola, Roslyn and Port Washington, N. Y. Later
from Roslyn a line will be built to Manhassett and Great Neck,
and eventually to the New York city line at Little Neck. All
franchises have been secured and there are on deposit a bond for
$5,000 and $5,000 in cash to insure the construction of the line.
The contract for building has been placed with the Cleveland Con-
struction Company and work will be begun at once. The plan is
to rush construction and it is hoped to have the Mineola, Roslyn
and Port Washington line, 10 miles long, completed and in opera-
tion by September 1. The company has arranged with the Nassau
Electric Light & Power Company for securing power from that
company's plant at Glen Cove.
Oakland (Cal.) Traction Company. — It is stated that this com-
pany will build 40 miles of various extensions this season.
Omaha <£. Nebraska Central Railroad. — Secretary J. H. Rodgers
has announced that grading on the proposed line from Omaha
to Hastings, Neb., will begin on May 1, at the Hastings end.
W. H. Fuller, chief engineer, will begin this week placing the
grade stakes.
Pacific Electric Railway. Los Angeles, Cal. — This company is
April 13, 19D7
ELECTRIC RAILWAY REVIEW
505
now making surveys for a line from Los Angeles to Huntington
Beach, Cal.
Portland Railway Light & Power Company. — F. I. Fuller, vice-
president, writes that this company proposes to expend about
$1,000,000 the coming season in extensions, reconstruction, new spe-
cial work, new equipment, etc. The company's standard rail for
residence city sections is a 6-inch, 72-pound high T-rail. On hard
surfaces this rail is laid on a 6-inch gravel ballast, with concrete
between the ties. A stone block pavement is laid between the
rails and for one foot outside, on a 1-inch sand cushion. The fill-
ing between the rails is sometimes cement grouted and at other
times hot paving pitch is poured in. On main city streets a 7-inch
grooved rail is used. On suburban lines 60 and 70 pound standard
T-rails are used for ordinary construction.
San Jose (Cal.) Railway. — This company, it Is reported, pro-
poses to rebuild about 16 miles of track this year.
Shore Line Electric Railway. — A. William Sperry, engineer of
this company, which proposes to build from Stony Creek to Say-
brook, Conn., states that rails have been ordered and contracts for
the power house equipment have been placed with the Westing-
house company. Twelve miles of the right of way, from Essex
to Westbrook. have been purchased. P. B. Learned of New Lon-
don. Conn., is president.
South Dakota Gas- Electric Railway. — This company, of which
Mayor J. A. Cleaver of Huron. S. D., is president, is making sur-
veys for a line from the Northwestern depot to the state fair
grounds, in Huron. This portion of the line is to be opened on Sep-
tember 1 and several extensions are planned. Each car will carry
a 250 -horsepower motor.
Springfield Clear Lake & Rochester Interurban Railway. — J. E.
Meliek, president and chief engineer, writes that this company,
which is now building a line from Springfield to Clear Lake and
Rochester, 111., about IS miles, also proposes to build a line to
Hillsboro, 53 miles, and is making surveys for an extensive system
connecting Springfield with various surrounding towns under the
name of the Sangamon Valley Electric Railway. The United
States Construction Company of Springfield, which is affiliated
with the Springfield Clear Lake & Rochester and the Sangamon
Valley companies, is doing the construction work. The line to
Clear Lake has been completed for four miles out of the center
of Springfield and cars were operated over this line on March 11.
The cars will enter the city over the tracks of the Springfield Con-
solidated Railway and power will be rented from that company.
Grading on the line to Hillsboro is to begin about June 1.
Tacoma Railway & Power Company. — Bids have been asked
for the construction of four 200-foot bridges for the Puyallup line.
Rails for the line have been delivered and one mile of track has
been laid. Rapid progress is being made on the grading. Arrange-
ments are being made for an extension of the American Lake line
to Murray. 2% miles.
Terre Haute & Western Railroad. — It is reported that a large
force of men is now at work near Sandford, 111., on the grading for
this proposed line from Terre Haute, Ind., to Paris, 111. James
Stewart. Paris. 111., is interested.
Texas Traction Company, Dallas, Tex. — Several additional grad-
ing outfits are to be employed on the Sherman-Dallas interurban
line and the construction of the line pushed to completion at an
earlier date than was originally contemplated. President J. F.
Strickland said on April 6: "Arrangements have been made for a
large force to begin grading just north of Dallas next week. We
shall also more than double the force on construction within the
next 30 days. The factories inform us that they are going to be
able to deliver our material considerably earlier than they thought
they could at the time we placed our contracts with them, and it
is now conservative to say that the road will be completed before
the end of the year. With the exception of the Cotton Belt at
Piano, we shall have either overhead or underground crossings
of all steam tracks intersecting our route. We shall cross the
Frisco overhead just outside of Sherman, run under the Houston &
Texas Central at Caruth's Switch and go above the Katy at a point
from which we will connect with the Bryan street line of the Dallas
Consolidated Electric Railway Company."
Toledo Wabash & St. Louis Railroad. — C. D. Whitney of Toledo.
O., president, writes that this company proposes to build an
electric line from Toledo to St. Louis, via Defiance, O., and Ft.
Wayne. Indianapolis and Terre Haute, Ind. Surveys have been
completed from Toled" to Ft. Wayne. 35 miles, and a power house
at Miami, O., has been purchased. George G. Metzger, vice-presi-
dent; J. P. McAfee, treasurer; s. L. McAfee, secretary, all of
Toledo.
United Railways, Portland, Ore. — It is stated that rapid prog-
ress is being made in this company's lines in Portland. The rails
are being laid on reinforced concrete stringers with steel ties.
Twenty carloads of rails are being shipped. L. B. Wickersham,
chief engineer.
Wausau (Wis.) Street Railway. — Work on the street railway
line In Wausau was resumed last week. Last year three miles of
track was laid and this year It is proposed to lay several more.
The line Is to be extended north to Brokaw, five miles, and possibly
to Merrill. Neal Brown of Wausau, president.
POWER HOUSES AND SUBSTATIONS.
Black Hills Traction Company. — It Is announced that tests
have Just been completed on the hydraulic power installation in the
power house of this company, located at Redwater, about 10 miles
from Spearfish, S. D. The tests are reported to be highly satis-
factory to the officials of the company, as well as the manufac-
turers. The generating capacity, which is 1,500 horsepower, is
said to be the largest in the Black Hills.
Bristol & Plainville Tramway, Bristol, Conn. — This company
has purchased a 250-horsepower boiler, to be installed in the new
extension to the boiler room, to be built shortly.
Consolidated Railway. — This company, it is reported, will build
a new brick substation at Middletown, Conn., about 36 by 70 feet.
Cumberland & Westernport Electric Railway. — It is reported
that this company has begun construction of a power house at
Claryville, Md., which will be of brick, concrete and steel con-
struction, 30 by 90 feet, in which will be installed a 550-kilowatt
generator and 650-horsepower boiler. J. E. Taylor of Frostburg,
Md.. is superintendent, and Daniel Shumm electrical engineer.
Evansville Princeton & Vincennes Interurban Railway. — It is
announced that this company will enlarge the reservoir at the Ft.
Branch (Ind.) power house to permit operating the station during
dr- seasons. The reservoir will be about 300 feet long, 200 feet
wi e and about 12 feet deep, which is expected to furnish a capacity
su cient for all emergencies.
Hudson Valley Railway Company. — It has been officially an-
nounced that the work of constructing the power plant to be erected
on the property recently purchased by the Delaware & Hudson
Company on the bank of the Hudson river, just south of Mechanics-
ville, will be begun at once by the Hudson Valley Construction
Company, to whom the contract has been awarded. It is proposed
to build a steam turbine power plant for generating electric power
for the Hudson Valley Railway Company, including large buildings
and an elaborate system of tracks, trestles and coal storage
grounds. Spurs from the main line of the Delaware & Hudson
Company will run to the property from both north and south, and
according to the plans prepared by the architects, J. G. White &
Co., the power station will be erected about 1,000 feet north of
the dam of the Hudson River Electric Power Company. The en-
gineers of the Hudson Valley Construction Company have been
making measurements at the property and the company will begin
soon to make excavations for building and intake canal from the
river through the site of the big power station. This canal will be
ISO feet long and 12 feet wide and will furnish water for the con-
densing plant. The engine room to be constructed will be about
180 by 70 feet and the boiler room about ISO by 75 feet. The Dela-
ware & Hudson Company will expend between $500,000 and $600,000
in the construction of the plftnt. It is expected to have a part of
it ready for operation in August of this year. A. Eckstrom is con-
sulting electrical engineer, Delaware & Hudson Company, Albany;
Charles P. Boland is general manager of the Hudson Valley Con-
struction Company, Times building, Troy.
Lexington & Interurban Railway, Lexington, Ky. — It is re-
ported that this company will erect its central power house at
Valley View, Madison county, Kentucky, on the Kentucky river.
Mahoning & Shenango Valley Railway & Light Company.—
It is reported that this company will install a complete coal and
ash handling conveyor in its North avenue power station. When
this work has been completed and other improvements and exten-
sions which are now under way are completed the plant at West
Federal street and at Niles and Edenburg, Pa., will be abandoned
and dismantled.
Milwaukee Electric Railway & Light Company. — One of the 300-
kilowatt direct-current generators at the Commerce street power
house of this company was burned out on Monday evening, April
S, 1907. The accident caused a delay to traffic for about half an
hour and necessitated switching the current from one line to an-
other in order to keep all the lines in operation.
San Francisco Gas & Electric Company. — The power station of
the San Francisco Gas & Electric Company, which supplies cur-
rent to several of the interurban roads radiating from San Fran-
cisco, Cal., was severely damaged by fire last week, the loss being
estimated at $2,500,000.
Seattle Electric Company. — It is announced that the 3,000-kilo-
watt turbine ordered by this company has been shipped from the
General Electric works at Schenectady, N. Y., and will soon be in
operation. This is the first unit to be installed and will be imme-
diately followed by an 8,000-kilowatt turbine, which will make the
total capacity of the plant about 17,000 horsepower. The boilers
and piping for the new unit are being rapidly erected and it is ex-
pected that they will be complete by the time the turbines are in-
stalled.
Utah Light & Railway Company. — It is reported that J. H.
Babcock, supervising electrical engineer of all the Harriman rail-
road lines, is in Salt Lake conferring with W. H. Bancroft, presi-
dent of the Utah Light t\i Railway Company, regarding the details
mi i lie plans now being prepared for a 15,000-horsepower railway
stat'on, to be erected at Salt Lake. The new power house, which
when completed will have cost approximately $1,000,000, will be
of sufficient capacity to furnish all the power required for the elec-
tric car service should the water-power plant break down. No de-
i.ni: of the construction have as yet been completed, but it is
definitely announced that work is being rushed and operations
will be commenced as soon as plans can be completed.
Winnipeg Street Railway. — This company has ordered all ma-
chlnery and electrical equipment for the Winnipeg Selkirk & Lake
Winnipeg Railway, which will be installed as rapidly as possible,
and there will also he two booster substations along the route to
compensate for the drop which would otherwise occur on such a
long line.
506
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 15
Personal Mention
Financial News
Mr. J. A. Pierce has resigned as superintendent of traffic of
the Mexico Electric Tramways, Limited.
Mr. ll. E. Chubbuck, gene: il nager of the Illinois Valley
Railway, has removed hia office from La Salle to Ottawa, ill.
Mr. R. C. Thurston has been appointed supervisor of electric
service of the Erie Railroad, with headquarters at Avon, N. Y.
Mr. Fred Ikes of Rushville, Ind., has been appointed chief
engineer of the Indianapolis & Louisville Traction Company at
Scottsburg, Ind.
.Mr. Alexander Mclver has resigned as mastei in. chanii i f the
Chicago & .Milwaukee Electric Railroad, effective on April 12, to
join the staff of the New York City Railway.
Mr. Morris Hacker of Washington, D. C, has been appointed
principal asisstant engineer of the Schoepf syndicate lines and
will have headquarters at Lima, O.. in charge of the construction
work between Lima and Bellefontaine.
Mr. J. H. Bennett, formerly auditor of the Northern Electric
Company, Chico, Cal., has been appointed general passenger and
freight agent of its interurban lines, with headquarters at Chico,
effective on April S. Mr. H. L. Gibson will succeed Mr. Bennett as
auditor.
Mr. R. E. Danforth, heretofore vice-president and general man-
ager of the Rochester Railway, Rochester. N. Y., as announced
in the Electric Railway Review of March 30, 1907, has been ap-
pointed general manager
of the street railway de-
partment of the Public
Service Corporation of
New Jersey, to succeed
Mr. A. H. Stanley, re-
signed. Mr. Danforth,
whose portrait is pre-
sented herewith. was
horn at Buffalo, N. Y., in
1868, and was educated
at Cornell University. In
1S91 he entered the serv-
ice of the Buffalo Rail-
wax- Company, in the
mechanical department.
From 1891 to 1901 he held
various positions, includ-
ing that of superintend-
ent. In 1901 he was made
general manager of the
Lake Shore Electric Rail-
way Company at Cleve-
land, O.. and on April 1.
1902. resigned to become
assistant general mana-
ger of the Rochester
Railway. In December,
1903. he was made gen-
eral manager of the Rochester Railway Company and in December,
1906, was given the additional title of vice-president. Mr. Dan-
forth will assume charge as general manager of the Public Service
Corporation on May 1. Mr. Danforth was president of the Street
Railway Association of the State of New York during the yeai
1905-1906.
Mr. P. P. Crafts, general manager of the Iowa & Illinois Rail-
wax- at Clinton, la., who was recently appointed manager of the
electrical department of the Ft. Dodge I 'es Moines & Southern
Electric Railway, Des Moines. la., has decided not to accept the
new position, hut will retain his position at Clinton.
Mr. F. W. Casler, superintendent of the Manchester street
power station of the Rhode Island Company, Providence, R. I.,
has resigned to take charge of the Lincoln street power station of
the Boston Elevated Railway, Boston, Mass. Mr. G. W. Hawley
of Providence has been appointed to succeed Mr. Casler.
Mr. C. S. Young, who has been chief engineer of the New
'ii l.ans & Baton Rouge Electric Railway, with office at New Or-
leans, since that company was acquired by Stone A Webster of
Boston, Mass.. has been appointed general superintendent of con-
struction of the Stone & Webster lines in Texas, with offices al
Dallas.
Mr. F. L. Fuller, vice-president and general manager of the
New York & Queens County Railway and the Long Island Electric
Railway, was elected president of the former company at a meet-
ing of the directors held in New Y'ork city on April 3, succeeding
Mr. Arthur Turnbull, who is at present in Europe. Mr. Fuller has
been connected with the New Tone properties since 1903. Prior to
1893 he had charge of the St. Paul (Minn.) street railways, resign-
ing his position there to become assistant superintendent and later
general superintendent of the West Chicago Street Railroad Com-
pany. In 1S99 he was offered and accepted the position of president
and general manager of the Interstate Railway Company, Phila-
delphia, where he remained until 1903, when he resigned to become
vice-president and general manager of the New York & Queens
County Railway, which position he has held until his present ap-
pointment.
Danforth.
Atlantic City (N. J.) & Suburban Traction Company. — The
creditors' committee, composed of John L. Clawson of Philadelphia,
H. von H. Stoerer of Chester, Pa., and A. C. Stamm of Harrisburg.
Pa., prior to the meeting of shareholders on March 30, at which
It was decided to issue $30,000 preferred stock, issued a circular
letter, an abstract of which follows: The company defaulted in
the interest due February 1. 1907, upon its $750,000 outstanding
bonds. The company has a floating debt of about $100,000: has is-
sued $27,000 car equipment bonds, and has entered into a contract
to pave Florida avenue, Atlantic City, at a cost of about $15,000.
The plan of readjustment which it seems best to adopt to accom-
plish the desired end is to defer the payment of the interest due
on February 1, and August 1, 1907, on the first mortgage bonds;
negotiable scrip will be issued for this interest payable with in-
terest at the rate of 5 per cent per annum from the date of each
coupon, the principal to be paid at the option of the company with-
out impairment of the lien. The refunding mortgage bondholders
are asked to agree that the interest for two years upon their bonds
shall be deferred upon the same conditions, and also to purchase at
par 6 per cent non-cumulative preferred stock in amounts equal to
12 per cent of their holdings of the bonds. The unsecured creditors
are asked to accept preferred stock as full payment of their claims,
as of March 1, 1907, amounting to $50 and upwards. The taxes, as
well as debts of less than $50, must be paid in cash; but if the
plan is to succeed and the property be saved from a receivership,
unsecured creditors for advances, supplies, machinery, etc., must
accept preferred stock.
Birmingham (Ala.) Railway Light & Power Company. — Gross
earnings for the year ended February 28, 1907, are reported as
$1,998,270. Net earnings, after the payment of operating expenses
and taxes, were $808,925. After the payment of bond interest,
amounting to $406,322, the surplus was $402,603.
Chicago & Milwaukee Electric Railroad Company, Chicago. —
Joseph E. Otis and George M. Seward have resigned as directors
and are succeeded by P. G. Beach and G. L. Francis.
Chicago General Railway Company. — Amy Bonney has filed a
hill in the circuit court at Chicago alleging that Edward F. Bry-
ant is incompetent to administer the trust of. 50 persons in-
terested in this company. She asks to have returned to her
$2i,000 bonds of the Chicago Midland Transit Company and 700
shares of the Chicago '4eneral Railway Company, the value of
which, she declares, has been reduced to practically nothing by
the transactions of Mr. Bryant and his associates. In 1904 Mr.
Bryant, the bill says, agreed to act as trustee for the holders of
stocks or bonds of the Chicago General Railway Company, the
Chicago Midland Transit Company and the West & South Towns
Street Railway Company, and to reorganize the properties. The
hill charges the fraudulent issue of receivers' certificates and
asks the appointment of a receiver to take charge of all the
securities and interests involved in the trust, and also that Mi-
Bryant be compelled to render an accounting.
Humboldt Transit Company, Eureka, Cal. — Control of this com-
pany, it is reported, has been purchased by George Heazleton of
San Francisco. The company has 10 miles of track in Eureka.
Indianapolis Huntington Columbia City & Northwestern Trac-
tion Company, Indianapolis. — The appointment of a receiver for
this road has been requested by Frank M. Dell in court proceedings
at Indianapolis. It is reported that the McGowan interests may
acquire the property.
Lincoln (Neb.) Traction Company. — A semi-annual dividend of
4 per cent has been declared on the common stock, placing it on an
8 per cent annual dividend basis. In 1906 the rate was 6 per cent.
Philadelphia Rapid Transit Company. — The directors on April 4
issued a call of $5.00 a share on the 600,000 shares of stock of the
company, par value $50, of which $30 has been paid in. The assess-
ment is payable on or before May 6.
United Railways & Electric Company, Baltimore. — The report
for the year 1906 compares as follows:
1906. 1905. 1904.
Gross earnings $6,853,102 $6,023,698 .>.".. 44". '.uj
Operating expenses 3.220.942 3,765,292 2,876,538
Net earnings $3,632,160 $2,258,406 12,664,404
Other income 4.725 2,725 10,238
Total income $3,636,885 $2,261,131 $2,574,642
Fixed charges 2,365,581 2,230,067 2.244. 578
Surplus $1,271,298 $ 31,064 S 330. 064
Extraordinary expenditures 980,000
Balance * 291,298 $ 31,064 $ 330,064
Since the fire in 1904 the company lias spent for betterments
and improvements $6,891,734.21.
West End Street Railway, Boston. — The Massachusetts railroad
commission has authorized this company to issue $420,000 additional
common stock at $S5 a share, par value $50, to meet the cost of
additions and improvements.
April 13, 1907.
ELECTRIC RAILWAY REVIEW
..ii,
Manufactures and Supplies
ROLLING STOCK.
New York & Queens County Railway. Long Island City, N. T.,
is in the market for 40 cars.
Henderson City Railway, Henderson, Ky.. is in the market for
three car bodies of the closed type.
Chicago City Railway, Chicago, has just placed an order for
300 cars with The J. ''.. Brill Co npany.
Puget Sound Electric Railway, Tacoma, Wash., has ordered six
cars from the American Car Company.
Chester Traction Company, Chester, Pa., has purchased seven
35-foot semi -convertible cars from The J. G. Brill Company.
Meadville Conneaut Lake & Linesville Electric Railway. Mead-
ville. Pa., has placed an order with the St. Louis Car Company
for five cars.
Erie Cambridge Union & Corry Railway, Eric, Pa., is preparing
- and specifications for new ears and equipment and will make
purchases about July 1.
Union Street Railway, New Bedford. Mass., according to official
advice lias ordered one double-truck ft eight car and six box passen-
ger ears from J. M. Jones' Sons. These will be equipped with Tay-
lor trucks and Westinghouse 101B motors
Spokane & Inland Railway, Spokane. Wash., has ordered from
the Westinghouse Electric & Manufacturing Company eight single-
phase electric locomotives, to weigh 144,000 pounds each. They
will be equipped with four motors of 250 horsepower each.
Rhode Island Company, Providence, R. I., has placed an order
for 20 vestibule cars for delivery next fall. The company placed
orders some time ago for 21 cars for delivery in April and for 14
cars which are now ready to be put into service. It is understood
all the cars will be built by the Cincinnati Car Company.
Dallas Consolidated Street Railway, Dallas. Tex., recently or-
dered six double-truck closed cars from the American Car Com-
pany. These are for city service, will be 40 feet long over vestibule.
8 feet 4 inches wide and will be equipped with Brill 27-G trucks
and two motors on each car, with a capacity of 50 horsepower each.
Oakland Traction Company, Oakland, Cal., as reported in the
Electric Railway Review of January 19, has arranged for the build-
ing of considerable new equipment in its own shops during 1907.
This will include 60 motor cars, 20 of which will be 50-foot, double-
truck cars and 20 double-truck cars 55 feet in length; also 10
coaches and 10 standard -gauge flat cars.
Northwestern Elevated Railroad. Chicago, is preparing plans
specifications for 4ii coaches and will place the order in about
two weeks. They will be of the same dimensions as the 35 com-
bination motor and trailer cars ordered last fall from the Jewett
Car Company, which are now being delivered. All the new cars
will be equipped with 45-ineh sliding doors and it is the intention
of the company to remodel the vestibules and doors of all its old
equipment to conform with that now being put into service.
Morris County Traction Company, Morristown, X. J., as re-
ported in the Electric Railway Review of April 6, placed an order
on March 12 with the Jackson & Sharpe plant of the American Car
& Foundry Company, Wilmington, Del., for six semi-convertible
for November delivery. These will have a seating capacity
of :;<; passengers, length of body 30 feet 9 inches, length over
vestibule, 40 feet 9 inches, widtli over sills S feet, will have under-
frame and body of wood and will be equipped with American Car
& Foundry Company's type C trucks.
Beloit Traction Company, Beloit, Wis., as reported in the Elec-
tric Railway Review of February 23, has placed an order with the
St. Louis Car Company for six closed cars for delivery on July 1.
The company expects to place an order this fall for four open cars
for 1908 delivery. The specifications on the closed cars call for the
following details:
Seating capacity . .32 passengers Width —
Wheel base 9 ft. Inside 7 ft. 8 in.
Length — Over all 8 ft.
Body 22 ft. Body Wood
Over all 30 ft. Underframe Steel
Brakes Hand power
Camden Interstate Railway, Huntington, W. Ya.. as reported In
the Electric Railway Review of March 2, has placed an order with
the Nlles Car & Manufacturing Company for eight lnterurban cars.
for delivery on June 15. The specifications call for the following
details:
Width, over all 8 ft. 4 in. Height, track to trolley
Length, over vestlbule.47 ft. 8 In. base 13 ft.
Weight 27. mm lb. Wheel base 6 ft.
Seating capacity.. 62 passengers
Special Equipment.
Air brake General Electric Seats Hale & Kllburn
Couplers Brill Trucks Baldwin
Motors 4 GE-80
Conneaut & Erie Traction Company, Erie, Pa., as reported In
the Electric Railway Review of April 6, has placed an order with
the Jackson & Sharpe plant of the American Car & Foundry Com-
pany, Wilmington, Del., for two combination passenger and express
cars. These cars were ordered about February 1 and are for de-
livery about May 1. The specifications call for the following details:
Seating capacity.. 4S passengers Width, inside 8 ft.
Wheel base, each truck. 4 ft. 6 in. Over all 8 ft. 4 in.
Length of body 35 ft. Height, track to trolley base
Over vestibule 43 ft. 12 ft. 4 in.
Over all 47 ft. Body and underframe Wood
Special Equipment.
Air brakes Christensen Journal bearings Bronze
Brakeshoes Journal boxes Peckham
Am. Brake Shoe & Fdy. Motors 4 GE-57
Couplers Radial type Paint Tuscan red
Curtain material Pantasote Roofs Steam road type
Fenders Co. standard Safety tread . .Am. Safety Tread
Gears and pinions Nuttall Seats Hale & Kilburn
Gongs Brill Dedenda Trolley poles and attach-
Hand brakes Am. C. & F. ments Nuttall
Headlights Wagenhal Trucks Peckham
Interior finish Oak
City Railway, Dayton, O., as reported in the Electrii Railway
Review of April >:. placed an order on March 1* with the Barni i &
Smith Car Company for 11 closed ears for delivers in October.
1907. The specifications call for the following details
Seating capacity. .32 passengers Width, inside 7 ft I in
Wheel has,- 6 ft. 6 in. I (ver all 8 ft 2 in
Length, inside body.. 20 ft. 7 in. Height, inside s ft. 3 in
Over vestibule 24 ft. 7 in. Sill to trolley base. .8 ft. 9 in
1 'vei all 2S ft. , in. Track to trolley base. 11 ft. 1 in.
Body and underframe Wood
Special Equipment.
Curtain fixtures National Headlights Dayton Mfg. Co
Curtain material Pantasote Interior finish ....
fenders Journal boxes and bearings.
.Co. stand. — Crawford pattern Barney & Smith
' (ears and pinions. General Elec. Motors GE-67
Gongs Dayton Mfg. Co. Varnish Flood & Conklin
Hand brakes Kling Trolley poles and attach
I bating system General Electric
Cooper hot water Trucks. Barney & Smith class G
SHOPS AND BUILDINGS.
Albany & Hudson Railroad. — This company has leased a five-
story brick building at 24 State street, Albany, N. Y., and will
remodel it and use a part of it as a station.
Cleveland & Southwestern Traction Company.— It is reported
that the new car barns at Elyria will be ready for occupation about
the latter part of April.
Dayton, O.— Representatives of the various interurban lines
radiating from Dayton conferred recently with the city council,
which met as a whole, to discuss the erection of a traction depot!
A number of sites have been suggested, and, besides learning the
wishes of the council on that point, a number of other matters were
discussed.
Georgia Railway & Electric Company, Atlanta, Ga. — At a recent
meeting of the directors it was decided to greatly enlarge and
improve the car building and repair shops as soon as the plans can
be prepared by the architects, Morgan & Dillon. All of the new
construction is to be of brick and steel and will be fireproof. A
new car barn is also to be built. 238 feet long by 102 and 22 feet
wide. New additions are also to be made to the paint and car-
penter shops, respectively, 50 by 110 feet and 68 by 98 feet. The
carpenter shop will be enlarged and an entirely new blacksmith
siiop will be built.
Indiana Union Traction Company. — This company is making ar-
rangements for the construction of a passenger station at the
Marion Country Club, Marion, Ind.
Inter-Urban Railway, Des Moines, la. — It is reported that this
company will erect a large interurban station on the northeast
corner of West Second and Grand avenues this summer or fall.
San Diego (Cal.) Electric Railway. — This company has secured
a building permit for the construction of an addition to its present
car house at San Diego, which will cost about $10,000.
San Jose (Cal.) Railway. — This company, it is reported, pro-
poses to erect a new car house, shops and offices this year.
United Railways & Electric Company, Baltimore, Md. — Will-
iam A. House, acting president, has awarded a contract to
David E. Evans, Jr., & Co., Baltimore, for construction of a
car barn at North avenue and Gay streets, Baltimore; one story,
124 by 356 feet; reinforced concrete construction throughout, steel
rolling doors, slag roof, fire doors, metal frames and sashes, gal-
vanized Iron skylights, metal lockers, sprinkler system, electric
wiring and fixtures, sanitary plumbing, steam heating system.
Simonson & Pietsch, Baltimore, architects.
Worcester Consolidated Street Railway.— It is reported that
this company will build a $65,000 extension to its Market street
car house in Worcester, Mass., to be constructed entirely of brick
and steel.
TRADE NOTES.
Carbonlte Wheel & Abrasive Tool Company, Townson, Md., has
been Incorporated with an authorized capital stock of $25,000, for
the purpose of manufacturing a patented device for improvement
In compositions for polishing and grinding. The incorporators are:
508
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 15.
Charles H. Snyder. John J. Dotterweioh, Charles Schlatter and
others.
Pantasote Company has moved its Chicago offices from the
Monadnock block to 707 Fisher building.
Browning Engineering Company, Cleveland, has removed Its
Chicago offices from the Monadnock block to Room 100G Fisher
building.
The J. G. Brill Company. Philadelphia, lost by fire on April I
its new foundry at Sixtieth street and Woodland avenue, Phila-
delphia, estimated at $20,000.
N. H. Emmons on April 1 assumed charge of the Boston office
of the Heine Safety Boiler Company, St. Louis, Mo., succeeding
W. E. Muse, who resigned a short time ago on account of ill
health.
Baldwin & Rowland Switch & Signal Copmany, New Haven,
Conn., has received an additional order from the Norfolk <v South-
ern Railway of Norfolk, Va., for four recording block signals and
one Acme traction switch.
Charles E. Irwin, recently in the sales department of the Hukill-
lltmter Company, Pittsburg, has been appointed general sales agent
for the Fort Pitt Spring & Manufacturing Company, with offices
in the Farmers' Bank building. Pittsburg.
Continental Engineering Constructing Company (Inc.), 50
Broadway. New York, announces the election of Shirley B. Johnson,
recently with Fisk & Robinson, bankers, as vice-president of the
company. Charles M. Meeker is president and W. L. Wheeler
secretary.
Theodore D. Buhl, president of the Buhl Malleable Iron Works
of Detroit. Mich., died suddenly of apoplexy near the Waldorf-
Astoria hotel in New York. He was also president of the Detroit
National Bank and was connected with tne firm of Parke, Davis
& Co. of Detroit.
Scioto Construction Company, Columbus, O., lias been in-
corporated with a capital stock of $25,000, for the purpose of
doing a general contracting business. The incorporators are:
Barton Griffith. Fred H. Heywood. W. H. Agan, C. B. Howard
and E. E. Bryan, all of Columbus.
Goldschmidt Thermit Company, New York, on April 1 removed
its offices from 43-49 Exchange place to the new West Street
building, 90 West street. At the same time a San Francisco office
was opened at 432 Folsom street, under the management of L.
Heynemann, for handling the business of California, Oregon, Wash-
ington and Nevada.
Drummond's Detective Agency, New York, is offering special
inducements to electric railways having periodical inspections of
their roads. The company believes better results can be obtained
under this method, and has accordingly arranged a cheaper rate
schedule. No charge is made by the company for consultations and all
inquiries will be properly handled.
Dossert & Co., 242 West Forty-first street, New York, have
received an order from the Chicago City Railway for 900 Dossert
solderless cable taps; also from the New York Central & Hudson
River Railroad for 150 of these tap joints in addition to 100 straight
two-way connectors. The use of these taps for tapping off feed
wires is becoming more general among traction companies.
Blake Signal Manufacturing Company, Boston, Mass., has re-
cently completed the installation of the Blake electric block signal
system on the line of the Chautauqua Traction Company of West-
held. N. Y., which operates between Jamestown and Chautauqua,
N. Y. This system, which was described in the Street Railway Re-
view of April, 1906, page 190, was installed on a part of the James-
town & Chautauqua line several months ago.
Clinton Wire Cloth Company, Clinton, Mass., will on May 1
remove its New York office from 33 Park place to 261 Broadway.
At the same time the Chicago office will be removed from 237 Lake
street to 30-32 River street. For over half a century this concern
has been manufacturing wire cloth of every description, embracing
woven wire fence, electrically welded wire fabrics for concrete con-
struction, wire lath, hexagonal netting, perforated metals, etc.
General Supply Company, Railway Exchange building, Mil-
waukee, Wis, has recently been incorporated to deal in building
materials, the company making a specialty of selling to the dealer
all kinds of building supplies direct from the manufacturer. The
company has arranged for every facility for prompt delivery and
purchasers of this class of equipment are invited to send inquiries
to the company. Julius H. Kirl is interested in the new concern.
William S. Johnson, for the past twelve years assistant en-
gineer of the Massachusetts state board of health, announces
that he has opened an office at 101 Tremont street, Boston, for
the practice of civil engineering. Special attention will be given
to design and construction of systems of water supply and sewer-
age, valuation of water works and of water power, treatment of
manufacturing wastes and other matters relating to sanitary and
hydraulic engineering.
J. M. Gallagher has recently be. n appointed manager of the sales
department of the Electric Railway Improvement Company of
Cleveland, O. This company is manufacturing and installing rail
bonds under the Wherry patents for copper welding and the Elihu
Thompson patents for electric brazing. Mr. Gallagher was for
:il years located at Chicago as the western representative of
the Mayer & Englund Company of Philadelphia, Pa., and the Pro-
tei ted Rail Bond Company, and since the organization of the Elec-
tric Service Supplies Company has been associated with it until
forming his present connection.
Invincible Rail Joint Company, mentioned in our issues of
March 30 and April 6, has opened offices at 54. 55 Ziegler building,
Spokane, Wash. As previously stated, the company is building
a plant for the purpose of manufacturing and putting on the
market the J. B. Climo rail joint and the Owen-Shaw nut and
bolt lock and track bolts and nuts.
Lake Construction Company has filed articles of incorporation
in the state of Ohio, capitalized at $100,000. It is the purpose of
the company to do a general engineering and /construction busi-
ness along lines identified with the building of electric railways-
ami also to manufacture building material, supplies and ac-
cessories used upon electric roads. S. H. White, H. D. Watson
and Frank G. Frink are interested. The offices of the company
are at Hammond, Ind.
Crocker-Wheeler Company, Ampere, N. J., manufacturer and
electrical engineer, has opened an office in the Woodward building,
Birmingham, Ala., in charge of B. A. Schroder, formerly repre-
sentative of the company in the New Orleans territory. For some
time the company has found it difficult to handle from its New
Orleans and Baltimore offices its rapidly increasing business in
electric motors and generators at Birmingham and to meet this
demand was obliged to establish headquarters at that point.
Western Electric Company, Chicago, has awarded contracts for
the construction of a 2-story factory building, 120 by 16" feet, to
be built on the property of the company at Hawthorne. 111., to be
used in the manufacture of black enameled wire. It will have a
tile roof, metal skylight, and will cost $50,000. The company has
also contracted for a 1-story pump house, 16 by 16 feet, to be
erected at Hawthorne. It will be of pressed brick construction.
concrete foundation, tile roof, and to cost $1,800.
Milloy Electric Manufacturing Company, manufacturer of the
Milloy base, automatic trolley retriever and the Milloy automatic
signal, has moved from Cleveland, where it was formerly located,
to Bucyrus, O., and has taken offices in the American Clay Machin-
ery Company's building in that city. An extension to the plant
of the American Clay Machinery Company of Bucyrus will be made
to handle the business of the Milloy Electric Manufacturing Com-
pany. These extensions include an addition to the pattern storage
building, a 70-foot addition to the foundry and considerable new
special machinery.
Allis-Chalmers Company, Milwaukee, Wis., has received an
order from the Light Heat & Power Corporation of Northampton,
Mass., for a 375-kilowatt Allis-Chalmers engine type alternating-
current generator and a 17% -kilowatt excitor; also from the Gould
Storage Battery Company of New York for an Allis-Chalmers 600-
ampere, 140-volt induction motor-driven generator set for the El-
mira Water Light & Railroad Company of Elmira, N. Y. The set
will be composed of an interpole shunt-wound generator, designed
for a normal rating of 600 amperes at 140 volts, mounted on a.
combination base with a 60-cycle, 3-phase standard Allis-Chalmers
induction motor.
New Departure Manufacturing Company of Bristol. Conn.,
manufacturers of automobile and bicycle specialties, as mentioned
in the Electric Railway Review of April 6, has purchased the busi-
ness and factory of the Liberty Bell Company of Bristol. Conn.,
and will use the Liberty factory building as a branch of its fac-
tory, continuing the manufacture of the well-known Liberty bells.
Among other things secured by this purchase was the Liberty
cushion trolley harp, which for some time has been marketed by
the Liberty Bell Company and has given good service on many
important electric railway lines. This harp will be manufactured
and sold by the new owners.
ADVERTISING LITERATURE.
Kinnear Manufacturing Company, Columbus, O. — Wood roll-
ing doors constructed with special reference to the requirements
of roundhouses and other buildings where sulphurous fumes prove
deleterious to steel work are the subject of an illustrated pamph-
let issued by this company.
Allis-Chalmers Company, Milwaukee, Wis. — A new index, cor-
rected up to April 1, has been issued to show the catalogues, bul-
letins, instruction books, etc., at present obtainable. This shows
a list of 135 publications, each treating of a separate product or
group of products of the Allis-Chalmers Company.
Paragon Concrete Fence Post Company. 417 Portsmouth Build-
ing, Kansas City, Kan. — A small booklet sets forth the merits of
Paragon concrete posts as compared with those of wood posts,
rough hewn stone posts and iron posts, and snows the form of
the concrete post, together with the method of attaching woven
wire to it.
B. F. Sturtevant Company, Hyde Park, Mass. — Bulletin 143
describes Sturtevant generating sets with horizontal engines. Gen-
erators of the horizontal sets are of the eight-pole type, direct-
connected to the engines by flange couplings. Each generator
has a capacity for a momentary 50 per cent overload without
shifting of brushes or destructive sparking at the commutator.
Goldschmidt Thermit Company. 90 West Street, New York
City, N. Y. — A handsome booklet, illustrating the various manners
in which the Thermit process may be employed for effective
welding purposes, has been published under the title of "Thermit
Welding Process and What It Offers to Transportation Companies."
The adaptability of Thermit to railway repairing provides the
subject for a large portion of the book.
April 13, 1907.
ELECTRIC RAILWAY REVIEW
509
THE CENTRIFUGAL OIL FILTER.
OIL VALVE f
FILTERED
OIL
DRIP COCK
AIN
EP BEARING
Turbine Oil Filter.
One of the most frequent sources of waste in all industries in
which machinery is required, and one which is generally the least
thought about and considered, is the loss of oil through leakage and
throwing away oil which has been used once and becomes dirty.
The tendency of modern
times, however, which
forces the greatest econ-
omy to be practiced in
even the smallest depart-
ments of an industry has
extended so that it is no
longer the custom to
waste oil which has been
once used, but to thor-
oughly filter the oil and
carefully remove impuri-
ties so that the oil may
be used over again.
Possibly one reason
why oil filters were not
generally introduced some
time ago was that the
older forms operated by
gravity filtered so slowly
and prohibited the use of
a sufficient thickness and
fineness of the filter bed
to effectively remove all
the foreign matter. To
overcome this difficulty
and provide a filter which
will operate rapidly, oc-
cupy the minimum of
space, and permit easy
cleansing and cheap op-
eration, the Oil & Waste Saving Machine Company, 1307 Real
Estate Trust building, Philadelphia, has developed an interesting
little turbine centrifugal oil filter, a vertical cross section of which
is illustrated herewith.
As will be seen from the illustration, the filter consists essen-
tially of a series of conical shaped bowls set one within the other
and between which is placed the filtering material through which
the oil is passed. The oil, it will be observed, passes into the hollow
turbine shaft and enters the bottom of the innermost
cone, from which it is thrown by centrifugal force out-
ward through the filtering material, which because of
the great pressure created at a high speed can be made'
sufficiently fine to remove even the microscopic particles
of dirt which may be held in suspension in the oil. The
filtering action is further assisted by the centrifugal
force in that it increases the apparent difference in the
specific gravity of the oil and the foreign matter which
thus readily separates from the oil and is deposited on
the inner surfaces of the cones.
The centrifugal machine is revolved at a high rate
of speed by a small steam turbine, also shown in the
section, which consists simply of a single row of impulse
blades mounted on the circumference of the base of the
centrifugal. Steam from a small nozzle forces these
buckets around and causes the machine to revolve at a
high rate of speed. As the entire rotating part is light
and rests on oil films in the step bearing the amount of
power required to revolve the machine is insignificant,
so that an exhaust pipe is not necessary, the small
amount of steam necessary to rotate the filter being
easily condensed within the turbine and discharged
through a small drain shown in the illustration.
The only care needed for the machine is simply to
open the steam valve when using the filter and close it
when finished. The step bearing is made of laminae,
which reduces the relative surface velocity of the bearing
surfaces which are also separated by an oil film, and thus
the friction is reduced to a minimum and the wear of
the step bearing is inappreciable for an indefinite period.
The filter itself is so arranged that it can be easily
taken apart by lifting off the cover, which thus makes
the filtering material easily accessible, so that it can be
removed, cleaned and replaced. A feature which is of
i ill interest is that the filter is so arranged that
should the first cone of the filtering material become
clogged so that the oil cannot pass through it, the oil will
go over the top of the partition and go through the second
layer of material. The filter paper which is used in this
filter is such an inexpensive item that when new paper
Mi'- old is simply thrown away instead of being
cleaned and replaced.
ECONOMIZERS FOR WATER-GAS PLANTS.
Theoretically 24 pounds of anthracite coal or coke is required
Cor the manufacture of 1,000 cubic feet of water-gas, but owing to
the great waste of heat which occurs during the "blowing up"
period, both through the escape of CO formed during the process
of blowing up and the loss of heat contained in the products i>f
combustion, the actual amount of coal required for the manufacture
of 1.000 cubic feet of gas is generally from 40 to 50 pounds. The
efficiency of the system is, therefore, in general only appro n
50 per cent under normal conditions of operation. For many
since the introduction of the water-gas process, this heat contained
in the products of combustion of the generator, and the heat
formed at the base of the stack by the burning of the CO to COj
has been thoughtlessly allowed to escape, with the result that
improvements which have been made in the retort process havi
again widened the field and caused many gas companies to return
to the retort method because of its greater economy.
The Green Fuel Economizer Company of Matteawan, N, V..
realized these shortcomings of the water-gas process and started
a series of experiments to determine what saving could be produced
by utilizing a large part of the heat which was formerly allowed
to go to waste. The method adopted in these experiments was
the placing of a Green economizer and air heater in a brick
setting, through which the products of combustion from the gas
generator were caused to pass. This was accomplished by Leading
off a flue from the hood over the generator, which catches the gases
that escape and leads them to the economizer, from which they
are discharged into the atmosphere by an auxiliary stack.
The result obtained by the use of the economizer in tests
which have been made clearly demonstrates that the saving of
the heat not only reduces the coal consumption of the generator
by 15 or more per cent, but reduces the coal consumption of the
boiler and the amount of oil needed for enriching the gas as well.
The reduction in the generator coal required is accomplished by
forcing the air from the blower through the air heater, thus increas-
ing the temperature of the air used for "blowing up" the generator.
This results in a more complete union of the oxygen with the
coal, thus reducing the amount of air which need be supplied and
very materially increasing the temperature of the generator, which
therefore requires a shorter "blowing up" period. Hence the loss
of heat during the "blowing up" process is very much reduced.
The reduction in the amount of coal supplied to the boiler
is the result of heating the feedwater up to the temperature of
the steam in the boiler, with a consequent higher evaporation, per
pound of coal. The increased temperature of the generator, owing
ii)i in
'n,. Pagi -Merritt bill in the .New York legislature, in
the provisions of which and healings thereupoi nl
erable space was devoted in the iss r last week,
lias been undei careful consideration for the past week
uggestlone foi amendments having been received
April 10, when it was taken up for conslderai i the commit
tees of the two houses having it in charge. It seems probable
that amendments providing a larger salary for the commissioners,
a division of tb .1 maintaining the metropolita i
and some modification of the clause prohibiting railroads from
investing in the stock of other railroad companies will be adi ed
by the supporters of the bill.
Economizer for Water Gas Plants.
I" i he hoi blast, so greatly increases the temperature of the
vaporizer that the oil Is more thoroughly vaporized and "fixed,"
which accounts fur the reduced ana. ant of oil needed lor the
•lll'lcli in: | iSS.
The economizer is of In usual lil'eeh type, made ol high
quality cast iron throughout. Tic east-iron tubes Of the ec no i
and air heater have slightly tapered ground ends, which are forci
Into correspondingly ground holes in ti ast-lron headi n
pressed ft1 is made by a hydraulic press, which insures a i 111
mi
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 15.
joint, which \\ ill not cause trouble from leakage. Bach section
when complete is tested under a hydrostatic pressure of 350 pounds
to the square inch, and is therefore amply strong to resist the
highest pressures The effectiveness of an econ Izer or air
heater depends solely upon the condition of the surfaces, as the
average temperature existing between the water or air in tin* tubes,
and the Hue gases surrounding them, is so small that even a very
thin coating of soot would prevent the transfer of heat. In ordet
therefore to keep the surfaces of the economizer or air beater al-
ways in a perfectly clean condition they are equipped with the
Green automatic scrapers, which constantly work up and down
the tubes. The scraper may be operated by a small engine or
motor, or from a line shaft conveniently situated. An important
point which is worthy of careful attention is the use of metal
to metal joints throughout, which avoids the difficulty experi-
enced from leakage in the usual "made" joints. Although these air
heaters have been es| ially designed for water-gas plants, they
may be advantageously employed in power plants in general, as the
more perfect combustion and resultant gain in economy from the
use of preheated air in the furnace is a well established fact.
THE SHAW LIGHTNING ARRESTER.
The principles underlying the present design of the Shaw non-
:i ing lightning arrester are based upon results obtained from the
various models heretofore placed on the market by the Lord Elec-
tric Company, 213 West Fortieth street, New York. A careful study
has been made by representatives and engineers of the company
• it .i great number of plants where this arrester lias been installed.
The data thus obtained have been utilized in the present construc-
tion to meet the latest requirements of central station and rail-
way protection. Obviously the purpose of a lightning arrester is
to offer a path of large capacity and relatively low static resist-
ance from the transmission line to the earth. This has been found
to be most easily accomplished by the use of conducting or semi-
conducting parts separated by a series of spark gaps of higher
electrical resistance. The Shaw patents are claimed to cover the
basic principle of this construction. The low resistance conductors
• insist of rings, made in accordance with a special formula and hav-
ing the outward appearance of carbon. These are treated by various
processes. Each ring is so formed as to maintain an equal spacing
between its periphery and that of the next succeeding ring. The
cross section has the form of an elipse and thus provides an internal
as well as an external discharge path. Mica washers separate
these rings from each other and these are constructed according
to the service for which the particular arrester is intended. The
ability of mica to carry static current, its high insulating qualities
ami non-absorbative nature, indicate this material as superior for
forming spark gaps. The rings and mica discs are mounted upon
porcelain arbors especially vitrified and so constructed as to give
great mechanical strength. These arbors are inserted into the
bore of the rings and discs, leaving the periphery exposed for the
transmission of static discharges over large surfaces. For railway,
electric light and power work the arresters are mounted in porcelain
housings which have been subjected to high insulation test. For
voltages of 1,000 and under, the housings arc mounted on a sup-
porting base made of seasoned hard wood, while instruments for
over 1,000 volts are furnished with bases of white Italian marble.
The arresters are claimed to be absolutely water-tight and dust-
proof and will not be affected by changes in temperature or any
outside influence. For protection from accident they are furnished
with wooden cases constructed of seasoned lumber so treated as
not to be affected by moisture. The arrester is made in various
models, designed for voltages from 60 to 66,000.
In connection with the mounting of these arresters the company
offers a number of suggestions. Emphasis is placed upon the
be placed in such a position that the path from the line to the
ground through the arrester is a straight one. In these connections
bends, curves and sharp angles should be avoided if possible, but
when impossible the bend should be made in the form of a curve
of long radius. The ground connection is recommended to be of a
bronze, brass or copper casting or plate of at least four square feet
in area and weighing not less than 20 pounds. This should be
packed well with powdered charcoal or coke. In case wires are
run in iron pipe or conduit the wires should be soldered to the pipe,
The Shaw Lightning Arrester.
otherwise soft wood molding treated with creosote is preferable.
The accompanying illustration will show both the exterior and
interior construction of this device.
BALL BEARING ROLLER SKATES FOR RINKS.
Ball Bearing Roller Skate for Rinks.
difficulty liable to arise from cutting down the initial expense of
making proper ground connections, as a large percentage of light-
ning arrester troubles have been traced to this source. The con-
nection from the line to the arrester and from the arrester to
the ground should be as direct as possible and the arrester should
During the past three or four years there has been developed
a steadily increasing interest in indoor roller skating, which was
so popular about 20 years ago, and from the interest which
pleasure-seekers throughout the country have exhibited in this
healthful and enjoying pastime, there is every evi-
dence that it will become more popular during the
coming summer and succeeding years than it has
been at any previous time. It is expected that this
will be especially true of roller skating in the open
rinks, which are operated in the parks of electric com-
panies because they are situated out in the open, where
all the enjoyment of skating can be associated with
an abundance of fresh air. The introduction of high-
class skates fitted with metal or composition wheels
mounted on ball bearings no doubt has had much to
do with the increasing interest in roller skating, and
it is certain that the pleasure which is derived from
this exercise depends greatly upon the quality of skates
which are furnished by the rink management. In order
to supply the demand of rink managers for skates
of high quality which are light yet strong in con-
struction, the Union Hardware Company of Torrington,
Conn., has designed and is manufacturing a complete
line of skates of superior merit. An illustration of
the half clamp rink skates for men is presented, show-
ing one of the latest designs, fitted with ball bearing
"Hemaeite rolls." A peculiar point in the construction
of this skate, which is worthy of especial attention, is
the bracing of the foot plate by means of a miniature
angle iron riveted to the under side of the plate, which
thus stiffens it very materially. The trucks, which are
of pressed steel, are mounted on pivots so that they
can oscillate and permit turning in a 3-foot circle, a
point much appreciated by fancy skaters. The high
heel band and strap attached will also be an attraction
to most skaters, as the average individual has pretty
weak ankles. The material used throughout is of the highest
quality and the clamps which are so constructed that they take a
firm grip on the soles of the shoe are easily adjusted and are
very durable. These skates and a large variety of other designs
are manufactured by this company.
llM
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postoffice, Chicago, 111., as Second-class Matter.
Subscription In advance, including special daily editions published from
time to time in places other than Chicago, postage free, $2:
Foreign, $5; Single Copy, 1U cents.
New York: 150 Nassau Street
Vol. XVII, No. 16
CHICAGO, APRIL 20, 1907
Whole No. 208
TABLE OF CONTENTS.
Editorial —
— Electric Railway Earnings 511
— Ownership Plan in Chicago Now LTndone 511
— Three-Cent Fart- Experiment a Failure 511
— The Corrugation of Rails .".l-
— Maintenance and Depreciation 513
Annual Meeting of the Iowa Street and Interurban Railway
Association 511
Manufacturers' Exhibit at Clinton. la 515
Amusements: How Should This Feature be Handled by Operat-
ing Companies? By H. W. Garner 51i>
Freight Handling by Electric Lines. By P. P. Crafts 518
Steam Motor: Its Value in Interurban Service. By W. G.
Wagenhals 520
Modern Train Dispatching Methods on Electric Railways. By
H. H. Polk 521
[owa Electrical Association 522
Electric Freight Handling at New Bedford (Illustrated) 523
Electricity at Jamestown Exposition 525
Sale of Controlling Interest in Chicago & Southern Traction
i tompany 525
Discussion on "Depreciation" Before the Accountants' Associa-
tion 526
Artistic Trolley Poles in Denver (Illustrated) 531
Electrification of the Long Island Railroad 531
Dedication of the Engineering Societies Building 532
Plan for Settlement of Interline- Accounts 533
Cleyeland Electric I delivers Ultimatum .".::::
Mueller Certificates Would Exceed Chicago's Constitutional
Debt Limit :.:;i
American Street and Interurban Railway Association Com-
mittees ■"■:: I
News of tlic Week—
— Philadelphia Enabling Act Approved 535
— Seeks Interchange of Freight With Steam Roads 535
— Chicago Employes Refuse Wage Increase 535
— Rapid Transit Affairs in New York 535
Construction News —
— Incorporations ■ ■ 536
— Franchises . .* 536
— Track and Roadway. 536
— Power Houses and Substations 538
Personal Mention 538
Financial News 539
Manufactures and Supplies —
— [lolling Stock 540
— Shops and Buildings 540
—Trade Notes :'l"
— Advertising Literature 541
The Tomlihson Automatic Car Couplers (Illustrated) -"'11
Fountain Wash Brushes (Illustrated) 542
The Cooper Car Heater ( Illustrated I 542
Gross earnings of 181 electric and street railways in 1906, as
compiled by the Commercial and Financial Chronicle, reached
the total of $215,153,525, an increase of
Electric 11.67 per cent over the figures for 1905,
Railway while net earnings amounted to $92,442,309,
Earnings. a gain over the previous year of 11.54 per
cent. The compilation also gives the gross
and net earnings of 85 roads for the fiscal year ended on
September 30 last, $23,708,187 and $6,798,100, respectively,
and of 202 roads for the fiscal year ended on June 30, 1906.
amounting to $61,71)5.741 and $27,339,786, respectively. The
total gross earnings of the 468 roads in the different periods
increased 11.49 per cent, and- the increase in net earnings was
11.01 per cent, or only a slight variation from the record of
the 181 roads in the last calendar year. The combined experi-
ence of these roads, which are located in all sections of the
country and include both street and interurban lines, shows a
striking increase of corresponding size in gross and net earn-
ings.
the court recognizes the right of the city to purchase prop-
erty and to bond it for the payment of the indebtedness;
Imt under the plan contemplated in the Mueller certificates
the city would extend the mortgage, not only over the tangible
property which was purchased, but also over an entirely
new franchise. The municipal ownership furor has died
out in Chicago, and the new city administration, elected for
four years, is opposed to the purchase of the street railway
properties. In the recent election and the present decision
the designs of those who would have plunged the city into
a costly experiment have received an effective quietus.
Three-Cent Fare
Experiment
a Failure.
Ownership Plan
in Chicago
Now Undone.
The Illinois supreme court rendered a decision on April 18
that the city of Chicago cannot issue $75,000,000 of Mueller
certificates for the purpose of acquiring
street railways without creating an indebt-
ness which would carry it beyond the con-
stitutional limit. The effect of this decision
is that, unless.sonie other means of raising
iiK.ii.- are devised, the city will be effectually barred, under
the now ordinances approved on April 2, from purchasing the
propert] of the Chicago City Railway Company and the Chi-
cago Railways company (Union Traction lines). The fran-
.'..<■. |, i m the evenl of purchase bj the city, are for
20 years. The contention of the immediate municipal owner-
ship advocates was that the city could issue the certificates
181 the street railway property alone and without regard
he existing outstanding City debt, which is limited b\
law to 5 per cent of the assessed valuation oi property In
the city, in discussing the plan to give holders of these
flcates, If foreclosure took place, a franchise Cor 20 years,
The most important development in the Cleveland street rail-
wax controversy during the last week is the announcement
of the Cleveland Electric Railway Company
that its test of 3-cent fare operation on the
Central avenue and Quincy street lines for
the last three months proved unprofitable.
Since January 7, when the supreme court
declared thai the franchises for those lines had expired, the
company has been operating the lines at a 3-cent fare under
a temporary agreement to pay the city any surplus after
operating expenses, depreciation and taxes had been deducted
from gross earnings. In a communication to the council on
April 15, which Will be found on another page of this issue
of the Electric Railway Review, the company states that not
only has there been no surplus bill that operation of the
Hues lias actually resulted in a loss. This announcement is
Of (Special interest in view of the fact that the entire issue
in the Cleveland controversy is between a 3-cen1 fare, as
advocated by Mayor Johnson and the Municipal Trad ion Ceiu
pany, and a 3%-cen1 fare as offered by the Cleveland Electric
m return for a new franchise, since November 1 the
Municipal Traction Companj has I n operating the lines of
the Knrosi Citj Railway on a 3-cent fare basis, but, alt] gh
the company claims to have earned a small surplus over the
6 per cent rental on the property, the accuracy of its accoun!
ing thodS has been questioned. The Cleveland Electrii
Company is evidently ready and willing to have the accui >
.-.l:
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 16.
Of ils results proved, lor il lias announced its intention of
discontinuing the operation of the Central avenue and Quincy
street lines on April 23. This action will give the Forest Citj
company an opportunity to exercise its franchises on those
streets. In case no purchaser is found for the tangible prop-
erty of iii< Cleveland Electric Company In those two streets.
the compan] States thai 11 will proceed at once to remove
its tracks. If that is done the Forest City company will have
an opportunity to demonstrate whether it can finance the
construction of new lines on the basis of 3-cent fare revenue.
THE CORRUGATION OF RAILS.
There are few questions connected with electric railways
which have been the subject Of more unsatisfactory discussion.
or upon which more contradictory evidence- has been pre-
sented than the cause of rail corrugation. This objection-
able feature results in uncomfortable riding, the frequent
renewal of rails, and the more rapid wear of rolling stock,
and it is therefore one which justly deserves the continued
attention of railroad engineers. A vexed and complicated
problem of this kind is perhaps best approached by the col-
lection of all possible facts bearing on the subject in the
effort to find the cause, and the best remedy can then be
more easily worked out.
The street railways of England appear to have experienced
more trouble from corrugated rails than those in the United
States; at least, they have given more attention to the sub-
ject and have developed machines for grinding off the high
spots from rails in the track. The cause of corrugated rails
may be found in some peculiar defect in the trucks, the rails
or the track, and it is quite probable that it is due in some
instances to a combination of these causes. In a paper on
"Rail Corrugations," read at a meeting of the Institution of
Electrical Engineers (London) on March 21, 1907, J. A.
Panton has attempted to prove that the trouble lies entirely
in the car trucks. His explanation is that the corrugations
are caused by the lateral play of the wheels and axles in
weak trucks and by the un symmetrical thrust of the gear
motor on the axle. This causes the wheels to skew in the
track, the flanges to bind in the narrow grooves, especially at
guard rails on curves, and the wheels are constantly tending
to climb the rail and fall back, all this causing the irregular
surface wear of the rail. While the trucks may be in some
instances the cause of corrugations, it is too much to claim
that they are the sole or principal cause, as there are many
tramways with ordinary trucks which are not troubled with
this defect.
It was pointed out in the discussion of Mr. Pauton's paper
that the axles could not be deflected from their natural radial
position by the gear wheels, as their shafts are held rigidly
in the motor frame, which takes the reaction. The general
opinion of tramway managers in England is that the action
of trucks of different types is much alike in its effect on the
rail and that none has any marked effect. The Tramway and
Railway World i London) has collected the opinions of over
50 tramway engineers and managers, who are practically
unanimous upon this point.
The testimony in regard to the rail itself is equally
C n fusing and unsatisfactory to cue seeking the cause of
corrugations. On solid track and with slow speeds the corru-
gations may have a pitch as small as 2 to ?, inches. On
elevated lines over bridges, where a speed of 30 miles pet-
hour is attained, the pitch is often 10 to 12 inches, while under
other forms of track the pitch may be as long as 24 or Mb
inches. The corrugations have also a different wave length
in the same rail, being shorter at the joints than at the
middle of the rail. The wave length also varies with the
speed and track elasticity. For these reasons it is not rea-
sonable to conclude, as some engineers have, that rail corru-
gations are due to periodic chatter of the rolling mill. Others
believe that girder rails are rolled at too high a temperature
and the web cools first and is distorted by the subsequent
contraction of the top and bottom flanges. It is difficult to
understand how a rail should wear uniformly for several
years and then develop corrugations as the result of an
irregular web. It is a strange fact, and one which has not
received satisfactory explanation, that when a rail has once
hi to show corrugations the state is incurable and the
fault will reappear even if the rail head is ground off level.
It is often found also that if a corrugated rail is relaid in
another pari of the track which is free from the trouble, the
surface will become smooth again. The opposite result will'
obtain if a rail from smooth track is transferred to an infected
location, lor then the corrugations will appear. This
uiony appears to be the best that could be offered to prove
thai the methods of manufacture, composition or hardness
are not to blame for corrugation, but it points rather stro
io the track as the cause.
The standard specification for tram rails used in England
calls for a rather soft rail, and although soft rails wear most
rapidly under heavy rolling stock, they do not necessarily
wear irregularly, and rails from different makers, of various
degrees of hardness, have shown corrugations in one place
or another. It is found also that corrugations occur on steam
lines when the rails are quite hard. From this showing it
would appear that the rail itself has little to do with the
strange phenomenon we are considering and the prospect
for a valid explanation will be more encouraging if that be
eliminated in the further search.
The managers of English tramways are generally agreed
on the fact that corrugations usually make their first appear-
ance on the outer rails of curves, particularly those of large
radius, and the explanation offered to account for this is that
the wheel flange is continually commencing to climb and
then falling back, and, while falling, the wheel might jump
forward and allow the axle to assume its position radial to
the curve. It is this slipping which is supposed to be the
cause of the corrugation, and as it is common to all trucks, no
particular type of truck can be regarded as defective in
this respect. The fact that the corrugations develop soonest
on easy curves is due to the practice of running faster on
such portions of the track and slower on sharp curves. But
corrugated rails are not confined to curves and some lines are
entirely free from them on curves and straight track. On
the Leicester tramways the irregular wear is confined to
straight track, more especially in the down-grade rails. On
the London surface lines the corrugations are found on both
straight and curved track, but the up-grade rails are most
affected. At Portsmouth. England, the grades are free from
corrugation, but they are found on the level curves of that
system. At Sheffield the grades are comparatively free, but
the few corrugations are about equally divided on up and
down grades. With different kinds of track and rolling stock
on these lines it is difficult to draw any conclusions from
these reports. It might be thought that the quality of track
has much to do with this irregular rail wear, but an English
engineer who made a study of the tramway question in the
United States reported to the London county council that
neither the trucks nor the roadbed is responsible for corru-
gated rails and that increased elasticity of the roadbed has
no effect on the trouble.
Other engineers are equally positive that the rigidity of
the track is the main cause of corrugations. At Liverpool
experiments have been made with rails laid on concrete,
wood, and tar asphalt, and the corrugations are found with
each kind, of track. Some American engineers have thought
that rail corrugations are due to the vibration or lateral
bending of the web of the rail, and frequent cross braces
have been suggested. Others think that corrugations may be
due to the rails being loose on their support, or the ties loose
in their foundation, or that there is a movement of the track
foundation or substructure.
These various experiences and opinions relating to corru-
gated rails are here presented as a preliminary study of
the subject for the benefit of future investigators, and to
April 20, 1907
ELECTRIC RAILWAY REVIEW
513
show the difficulties which the problem involves. It will
probably be found that there are a number of causes, some
of them peculiar to certain lines, and that the best remedy
will be found by a careful investigation of local condi-
tions, rather than the development of a general theory
applicable to all lines where the trouble exists. The improve-
ments which are being made in roadway and rolling stock
should lessen the evil, and the most substantial track should
be found the most economical when the expense for rail
renewals is considered.
MAINTENANCE AND DEPRECIATION.
The proceedings of the American Street and Interurban
Railway Accountants' Association, just published, include a
report of the executive session held at Columbus. O., on
October 18, 1906. and elsewhere in this issue will be found
the paper of Mr. R. X. "Wallis on the subject of depreciation
and an abstract of the discussion which followed. The
remarks of a number of the speakers were interesting and
instructive, but the discussion was to some extent hampered
because of the narrowness of the text and because of the
failure properly to define the terms used before proceeding
to the discussion.
The question was: "Does the maintenance of an electric
for depreciation sufficient for all practical purposes. .Mr.
Xeal, however, showed that if a property is replaced grad-
ually and all renewals charged to maintenance, the value at
any given time would be but little more than half of the
original cost, and therefore to keep the value of a property
intact it is necessary to provide a depreciation reserve In
addition to charging all renewals to the maintenance
accounts.
The conclusion of the Accountants' association was that in
order to obviate the need of a charge for depreciation, "mainte-
nance'' must include "a sufficient charge set aside for future
replacements of depreciated property.'' On reflection this
will be found to be a much broader interpretation of mainte-
nance than that of the standard classification which merely
includes the expenditures for renewals as they occur. The
unexpended balance of the "charge set aside'' would cover
the deficit referred to by Mr. Xeal. or. as stated by Mr. Da vies.
the- balance of the renewal reserve, together with the value of
the property, would at any time be equal to the capital ex-
penditure, which is the ideal condition.
In connection with this review of the ideas expressed
by electric railway accountants as to the proper course to
be followed in regard to repairs and renewals, it will be
interesting to compare the theory and practice of the electric
and the steam railways. It has already been said that the
Charges for Maintenance and Depreciation in Per Cent of "Operating Expenses.
Steam railways of United States as reported to interstate commerce commission
Ditto if renewals were not charged in operating expenses (estimated)
Ditto if Stillwell and Putnam's estimated saving by electrical operation I* accepted ...
Street surface, elevated and subway railways of state of New York as reported to rail-
road commission
Street railways of state of Connecticut as reported to railroad commission
Street railways of state of Massachusetts as reported to railroad commission
Ditto
Chicago Union Traction Company
United Railways. St. Louis
Milwaukee Electric Railway & Light Company ( railway department)
Twin City Rapid Transit Company
£
-
-
o
— =
- '{-
- -
-
3-2rc
- r. a
73
- z -
•i r
_ z
• - -
: 5 >
~ . a
— r S
— - o,
•7.
ls«
sF
1 z
- i -
~ - X
- 0 -
- - .-
1906
19.7S
I'M. 74
40.52
40.52
1905
52.73
52.73
1905
45.08
15.08
1905
8.70
13.99
12 69
L905
10.53
12.02
22.55
22-57.
19115
L0.02
10.92
20.94
20.94
I'm,;
11.99
12.34
24.33
24.33
1906
7 65
B.68
16.33
;.ii 30
36.33
L906
19.63
9.85
29.48
1906
7.66
10.99
18.55
20.47
1906
7.43
9.15
ih.:,N
18.36
34.94
railway at a high standard of efficiency eliminate the necessity
of a charge for depreciation?"
The answer finally given to this question was: "The
maintenance of an electric railway at a high standard of
efficiency does not eliminate the necessity for depreciation
unless the word maintenance' is construed to cover a suffi-
cient charge set aside for future replacements of depreciated
property." The association is to be congratulated upon thus
officially recognizing the fact of depreciation and the new]
of making suitable provision for it.
The Street Railway Accountants' Association at its first
regular meeting, at Xiagara Falls in 1S97. discussed the
"Standard Classification of Operating Expense Accounts." sub-
mitted to the convention, wherein it was provided that each
item under the heads, "'A — Maintenance of Way and Struc-
and "is — Maintenance of Equipment," should embrace
the cos1 of repairs and renewals. At the next meeting of the
Accountants' association, at Boston in 1898, the standing
committee on "Classification of Accounts" submitted a revised
report, in which some minor changes were made, but each
paragraph tinder maintenance began : '< lharge to this account
all expenditures tor repairs and renewals of." etc. This
revised report was adopted by the association.
This direction thai renewals be included in maintenance
oday the recommendation of the American Street and
Intel-urban Railway Accountants' Association, as it has been
since the adoption of the repori on classification ni
'.perilling expenses by the association in 1898, and may be
the theoretical standard of the association. In
the case ol a companj having a perpetual franchise a strict
conforming to this I might b< regarded as a provision
Standard Classification of Operating Expense Account
recommended for the electric lines provides that renewals
shall be charged to the maintenance accounts. This is also
the standard prescribed for the steam railways by the inter-
state commerce commission in accordance with the federal
statute known as the act to regulate commerce. The theory
being the same for both classes of roads, the'figures in the
accompanying table are cited to show the practice.
Comparisons of this kind are most generally made in
terms of gross earnings or of gross receipts, but it is believed
that a comparison on that basis is too much affected by traffic
conditions to bring out the point it is desired to make. For
instance one of the reports cited shows two companies with
ratios of operating expenses to total income of 51 per cent and
i per cent, respectively. The total charges to the mal
nance accounts are 4.4 per cent and 10.5 per cent, respecti-
<>l the total income. When expressed as percentages of
operating expenses the figures for maintenance are 8.5 and
1 1.7. instead of 4.4 and 10.5, which gives a better idea of what
these lines are doing toward keeping up the property. The
table herewith has been compiled to show, in terms of the
money spent, how much has been spent for maintenance and
bow much has been spent lor reserved) for depreciation.
The statistics of the interstate commerce commission
show that the steam railways of the United States In 1905
charged 40.52 per cent of "Operating Expenses" on account of
.Maintenance." in which are included renewals. Inasmuch
as the steam railways include renewals as part of operating
expenses, the Charge for maintenance is a smaller proi
of operating expenses than it would he were only current
repairs so charged, Analysis of the maintenance and depre-
iU
ELECTRIC RAILWAY REVIEW
Vol XVll. No. 16.
ciation charges of the Chicago Union Traction Company and
the Glasgow Corporation Tramways, both of which are ad-
mitted to be attempting to make adequate reserves tor
renewals, shows thai renewals amount to about one-third
more than current repairs. Applying this correction to the
maintenance charges reported bj steam railways for 1905 the
amount would be 52.73 per cent of "Operating Expenses" on
the electric railway basis of Computation. In a paper read
before the American Institute of Electrical Engineers on
January 25, 1907, Messrs. Lewis R. Stillwell and Henry St.
Clair Putnam estimated that were the steam railways oper-
ated by electricity maintenance charges would lie nearly 1.",
tier cent less than at present. Admitting all these claims
and making the correction, the maintenance charges of stean.
railways in the United States for 1905 would have been 45.0J
per cent of "Operating Expenses." if the lines were operated
by electricity. The electric railways in Connecticut, in Mass;.
chusetts and in New York are expending from 22 to 25 per
cent of total operating expenses for maintenance, and the
reports show no reserves for renewals.
While it is probable that the maintenance charges of tht
steam railways, which are twice as great as those of the
electric railways, are to some extent swelled by expenditures
for betterments, all of the difference is not due to this. When
the figures for Connecticut. Massachusetts and New York
electric roads are compared with those for the few American
electric railways that are making partial or complete provision
for depreciation in the way of reserves for renewals, the
conclusion to be drawn is that electric railways in general
are diverting an amount equal to lb or 12 per cent of their
gross earnings from operating expenses, and making it avail-
able for dividends, that is. provided it is not required for
bond interest.
It is recognized that there is a depreciation of railway
property not made good by current repairs. The extent of
this depreciation, the best method of providing for it, and the
most convenient way of handling the accounts relating to it
are debatable matters which should receive the earnest atten-
tion of the Accountants' association. There are some points
which seem clear: (1) If the difference between the theory
and practice of the electric railways is to continue, the
"Standard Classification of Operating Expense Accounts"
should be revised. (2) To avoid excessive fluctuations in
expenses, renewal reserve funds should be created by charges
made at regular intervals. 1 3) It is desirable to have the
total of the repair or up-keep accounts and the total of the
renewal or depreciation reserves shown together, so that it
may be seen whether the repair account is being favored at
the expense of the renewal reserve.
These various questions are of especial interest now
because the interstate commerce commission has been examin-
ing into the practice of the steam railways in accounting for
repairs, renewals, replacements, betterments, improvements,
additions and construction, and has invited from the railways
a full statement of views on the methods of accounting for
depreciation, and we understand the matter is to be discussed
at the meeting of the Association of American Railway
Accounting Officers at Atlantic City on April 24 next. The
interstate commerce commission in its "Accounting Circular
No. 8," just issued, submits a tentative plan for the considera-
tion of the railway accountants. It is the purpose of the
commission for the first year, beginning on July 1, 1907, to
have the accounting department of each road determine what
charge should be made for depreciation, and submit the rea-
sons leading to the determination adopted. It is planned to
make later a careful investigation to determine the useful
lite of various classes of material and equipment.
The Peoria-Bloomington line of the Illinois Traction Sys-
tem was opened on April 15, when a car carrying a party of
officials made the trip from Bloomington to East Peoria, at a
.1 of about 40 miles per hour. It is expected to begin
regular service about April 20
ANNUAL MEETING OF THE IOWA STREET AND INTER-
URBAN RAILWAY ASSOCIATION.
The fourth annual convention of the Iowa Street and
Inti lurban Railway Association was held at the Lafayette
Inn. Clinton, la., on Friday and Saturday, April 19 and 20,
1907. Thanks to the untiring efforts of the secretary, L. D.
Mathes, and of the entertainment committee, of which P. P.
Crafts is chairman, all was in readiness for the meeting and
exhibits before the delegates from the railway companies
arrived. The business meetings were held in the parlors of
the headquarters hotel
The first session was called to order by the president,
F. J. Hanlon of .Mason City, vice-president, secretary and
auditor Mason City & Clear Lake Railway, at lie in on the
morning of April 19.
Hon. H. U. Crockett, mayor of Clinton, made a short
address of welcome, the response to which was made by
C. D. Cass of Waterloo, general manager of the Waterloo
Cedar Falls & Northern Railway Company. The president
then read his annual address, as follows:
President's Annual Address.
It gives me great pleasure to open the fourth annual meet-
ing of this association. It is not often that one meets as
strong a body of men as the electric railway men of Iowa.
a body of which 1 am proud to be a part. It seems but a few-
months since the first call was made for organization and at
that time no one knew but that the infant would "die a
bornin'." but we have prospered because there was a real need
and a broad field for such a body as ours, and this year I
think the owners of all electric railway properties have seen
the association justified, and the wisdom of the founders has
been commended on every side.
To our friends, the supply men, we owe a generous
amount of praise for our success, and I speak for every
member of this bodly when I say they are doubly welcome.
Very little is sold at our convention, but when a man calls
on me in my office. 1 like to think I saw him at the last
meeting.
We are living in a record-making epoch and in fact will
be looked upon in a few short years as pioneers in the electric
railway business, when operating men will be joking in their
meetings about the times when it was hard for an electric
line to get a joint freight tariff, and we old-timers will be
relating real experiences and swapping real stories about the
hardships of the first 10 years of the twentieth century.
The most important work this year has been concerning
legislation, which at one time threatened to overwhelm us. and
I am proud to say that at every call a goodly number of out-
members were quick to respond and exert their influence in
opposition to proposed legislation that would have been injuri-
ous to electric railway interests. I cannot commend too
highly both branches of the legislature for their very evident
desire not to embarrass the electric railways with hostile legis-
lation, when the harmful effects of proposed acts were ex-
plained. Among the most important work was the defeat of
the limning board. Sunday closing and wire regulation bills
and the securing of a 10-cent minimum on the 2-cent fare bill.
In these days of anti-corporation agitation, amounting
almost to fanaticism, it seems to me that we have emerged
almost unscathed and already we see signs that the movement
has reached the crest and has begun to recede. These periods
have come and gone in the past, and we may only expect a
repetition of history.
The work of your secretary in this connection is worthy
of the highest praise and to his watchful diligence and energy
may be ascribed a goodly portion of our success. Not only
in this matter but in all others he has been faithful, and I
t rust the members will in all instances show their apprecia-
tion of his efforts to protect your interests by prompt replies
to all correspondence. He gets no salary and renders valu-
able service and needs encouragement instead of having to
wait for "the letter that never came."
The value of the papers to be read in this meeting will
be greatly enhanced by a free discussion and the programme
has been so arranged that ample time is allowed for everybody
to ask questions and give his experience. The officers of the
association ask and urge every member to express his views
on all the topics and I am confident you will be benefited if
you bring your knotty problems before the association. Very
likely your neighbor has had to unravel the same tangles.
in conclusion, gentlemen, let us consider that the field
of electric railways is just commencing to broaden. Let us
take care of our association, nurture it and not only keep it
the lusty infant it now is. but make it the full-grown man.
Apr.l 20, 1907
ELECTRIC RAILWAY REVIEW
515
All we need is the enthusiasm and the support heretofore
given to maintain our fame, which has gone far beyond the
borders of Iowa, as being the best, if not the largest, state
association in the field.
L. D. Mathes. manager and purchasing agent Union Elec-
tric Company, Dubuque, read his annual report as secretary
and treasurer. The report recited the work of the executive
committee, and gave a financial statement showing the pros-
perous condition of the association.
Mr. Mathes, the secretary, read the paper by H. W.
Garner on "Amusements: How Should This Feature be
Handled by Operating Companies?" This paper and an ab-
stract of the discussion which followed it will be found on
page ">16 of this issue.
Afternoon Meeting.
The afternoon session was called to order at 2:10 o'clock.
J. M. S. Waring, of the Electric Storage Battery Com-
pany, gave an informal talk on the application of the storage
battery, in the course of which he described interesting
examples of storage battery installations to equalize fluctuat-
ing loads on alternating current systems through the medium
of suitable transforming apparatus. Replying to an inquiry,
Mr. Waring said that the maintenance on storage batteries
was not above 5 per cent per annum, and this included
renewals and provided for depreciation, as the only deprecia-
tion was in the plates.
Mr. .Mathes announced that there would be a discussion
on depreciation at an executive session on Saturday.
H. H. Polk read a paper on "Modern Train Dispatching
MeThods on Electric Railways." This paper will be found on
page 521 of this issue.
A paper on "Freight Handling by Electric Lines," read
by P. P. Crafts, concluded the afternoon session. This paper
will be found on page ols of this issue.
Entertainments.
All arrangements of the convention details and for the
entertainment of delegates at the Clinton meetings of the
Iowa Electrical Association and the Iowa Street and Inter-
urban Railway Association were in charge of a committee
comprising P. P. Crafts, general manager Iowa & Illinois
Railway, chairman; Thomas S. Crawford, general manager
Clinton Gas Light & Coke Company; and R. M. Howard,
general manager Clinton Street Railway. Associated with
this committee and constituting a local committee to assist
in the entertainment of guests were a number of the leading
business men of Clinton, including G. E. Lamb, president Iowa
& Illinois Railway; C. H. Young, president Clinton Street
Railway; F. W. Ellis, C. C. Coan. \V. F. Coan, C. B. Mills,
Dr. L. M. Ellis. R. C. Langan, Dr. J. C. Langan, E. T. Boyle,
H. E. Oates, W. J. Young. E. A. Young, C. C. Ewing, H. W.
Seaman, W. S. Gardner, F. I ten. Val Bonney. F. A. Perkins,
B. Bahnser.
The programme arranged included the following:
An excursion on the Mississippi river on the afternoon
of Friday. G. E. Lamb, president of the Iowa & Illinois Rail-
way, placing his houseboat, "The Chaperone," at the disposal
of the convention for this purpose.
A Dutch lunch and smoker at the Lafayette Inn on the
evening of Friday, features of which were music and an
amateur vaudeville entertainment.
An excursion to Davenport, Rock Island and Moline, the
party leaving Clinton on the afternoon of Saturday in a
Bpeclal car of the Iowa «i Illinois Railway, and transferring
to a special car of the Tri-City Railway at Davenport. After
inspection of the government power house on Rock Island
and the plant of the Tri-City Railway at Moline and a supper
at the Commercial Club, Davenport, the party to return 1"
i linton.
'I he Clinton Street Railway, the Iowa K- Illinois and the
Tri-City companies all extended the Courtesy Of free trans-
portation to the delegates and representatives of manufac-
turers in attendance-
List of Delegates.
Tin' street railway men who had registered on Thursday
night and the companies they represented wi
R. M. Howard. Clinton Street Railway Company. Clinton.
P. P. Crafts. Iowa & Illinois Railway Company, Clinton
F. A. Perkins. Iowa & Illinois Railway Company.
B. .Johnson, Clinton Street Railway Company.
C. F. Hillman. Iowa & Illinois Railway Company.
W C. Waters. Tama & Toledo Electric Railway A: Light
Company. Toledo.
A. E. Park, Des Moines Wintered & Western Railway
Company.
L. D. Mathes. Union Electric Company, Dubuque.
C. O. Elbert, Ft. Dodge Des Moines & Southern Railway
Company, Boone.
F. J. Hanlon. Mason City & Clear Lake Railway Company,
Mason City.
John A. Highbee. Howell X. Highbee and Charles E
Caster, Peoples Gas & Electric Company, Burlington.
C. E. Fahrney, Ottumwa Railway & Light Company,
Ottumwa.
W. A. Stockfleld, Citizens' Railway & Light Company,
Muscatine.
E. Moore, J. C. Federsen and .1. Widerman, Iowa & Illinois
Railway Company.
John Reynolds, Boone Electric Company. Boone.
II. W. Garner, Oskaloosa Traction Company. Oskaloosa.
Mr. (J. W. Bissell, Ames College. Ames.
L. Sincere. Toledo.
H. H. Polk. G. B. Hippee. Des Moines City Railway.
R. A. Leussler, Omaha and Council Bluffs Street Railway
Company, Omaha.
H. B. Noyes, Omaha & Council Bluffs Street Railway
Company. Omaha.
L. Charles Xash. Omaha & Council Bluffs Street Railway
Company. Omaha.
E. L. Kirk. Sioux City Traction Company. Sioux City.
C. M. Cheney. W. C. Breckenridge. L. E. Knowles. C. D.
Cass, L. H. Breckenridge, Waterloo Cedar Rapids & North-
ern Railway Company. Waterloo.
T. L. Cole. Davenport.
F. Marron. Rock Island.
J. E. Hayde, Boone, la.
T. B. Terry. Cedar Rapids.
C. D. Cass, Waterloo Cedar Falls & Northern Railway,
Waterloo.
H. R. Longanecker. Centerville Light & Traction Com-
pany. Centerville.
L. E. Knowles, Waterloo Cedar Falls & Northern.
H. G. Laurence. Chippewa Valley Electric Railroad, Fan
Claire. Wis.
MANUFACTURERS' EXHIBIT AT CLINTON, IA.
At the annual conventions of the Iowa Street and Inter-
urban Railway Association and the Iowa Electrical Associa-
tion, held at Clinton, la., on Thursday. Friday and Saturdaj
April is. 19 and 21). the basement of the Lafayette Inn was
set aside for the manufacturers' display of electric lighting
and railway supplies. The space available was about 2,000
square feet. The booths, which were S by 10 and 7 by 10
feet in size, were arranged so as to show to the best advantage
the working models and other exhibits on display. The room
was wired for both alternating and direct-current circuits.
and current for power and lighting was furnished with the
compliments of the local railway and lighting companies.
Among the manufacturers and dealers in electrical ap-
paratus and supplies represented at the conventions were:
Allis-Chalmers Company, Milwaukee. Wis. — Represented
by K. Dryer and D. K. Chadbourne.
American Steel & Wire Company, Chicago. 111. — Double
twin spindle track drills, rail bonds, trolley wire and insulated
cables. Represented by George Long, George Quigley and
Frank Conklin.
Atlas Railwa] Supply Company. Chicago. 111. — Rail joints.
braces and tleplates. Represented by Q-. M. Huber.
Benjamin Electric Manufacturing Company, Chicago. 111. —
Electric lighting supplies and car lighting specialties. Repre-
sented by II. K. Watson and W. L. Rogers.
Brillianl Electric Company. Cleveland. O.— E. Y. Hen
necke.
Viscosity oil Company, Chicago. [11.— Represented by E. R.
Hlnblis anil S. .1. Ross.
Buckeye Electric Company, Cleveland, O. — Repres'
by A. J. Bchram.
Buda Foundrj k- Manufacturing Company and Paigi
516
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. L6.
Works, Chicago. 111. — Hilda track specialties, consisting of
track jacks and drills, spring switches and tool grinders.
Represented by V. A. Sweit and E. S. Nethercut.
Central Electric Company, Chicago, 111. — Electrical sup-
plies. Represented by F. R. Bryant.
Electric Appliance Company. Chicago, 111. — San gam o
meters, electric laundry Irons. Represented by P. R. Boole
and .1. K. Alline.
Electric Service Supplies Company, Philadelphia, Chi-
cago and Keokuk. — Electric railway supplies. Represented by
Thomas H. Henkle and E. R. Mason, of the Porter & Berg
department.
Electric Storage Battery Company. Philadelphia, Pa. —
Represented by G. W. Aktin and J. M. S. Waring.
Evans, Almirall & Co.. New York, N. Y. — Central station,
heating. Represented by Benjamin Kauffman.
Everstick Anchor Company. St. Louis, Mo. — Everstick guy
anchor and auger handle. Represented by Jasper Blackburn.
Federal Electric Company, Chicago. 111. — Electric signs.
Represented by G. T. Otis.
Ft. Wayne Electric Works, Ft. Wayne, Ind. — Single and
multiphase meters, arc lights, motors, wattmeters, calibrators
and transformers. Represented by F. S. Wiemever and A. L.
Pond.
Fostoria Incandescent Lamp Company, Fostoria. O. —
Repres nted by J. Rice.
Fox-Callahan Company. Milwaukee. Wis. — Terminal hood.
Represented by E. M. Clark.
VV. R. Garton Company, Chicago, 111. — Porcelain insulators,
lighting arresters, solder hands, Heaney fireproof wire, Wapax
anchors, trolley cords and overhead railway materials. Repre-
sented by W. R. Garton and C. C. Ewing.
General Electric Company. Schenectady. X. Y. — Electric
kitchen utensils, luminous radiators, railway supplies and
electric lamps. Represented by E. L. Callahan, R. E. Keller,
F. M. Vogel, Darwin Ulke, G. A. Seabury and J. D. A. Cross.
Gould Storage Battery Company, New York, N. Y. — Repre-
sented by E. M. Hervey.
Illinois Electric Company, Chicago, 111. — Electrical sup-
plies. Represented by C. C. Dawson.
H. W. Johns-Manville Company, New York, N. Y. — "No-
ark" inclosed fuses, overhead line materials, insulators, meters
and friction tape. Represented by J. W. Hardy and W. B.
Roberts.
Kalamazoo Railway Supply Company. Kalamazoo, Mich. —
Root railway spring scrapers and fenders. Represented by
Fred N. Root.
McClintock Manufacturing Company, St. Paul, Minn. —
Railway signals. Represented by Charles H. Decker.
Monarch Electric & Wire Company, Chicago, 111. — Monarch
wire and flaming arc lamps. Represented by H. E. Mason.
National Brass & Metal Company. Minneapolis, Minn. —
Represented by A. M. Nelson.
National Carbon Company, Cleveland, O. — Represented by
C. W. Wilkins.
National Conduit & Cable Company, New York, N. Y. —
Represented by F. B. Snitzer.
National Lead Companv, New York, N. Y. — Represented
by C. T. Clark.
Ohio Brass Company, Mansfield, O. — Railway supplies.
Ohmer Fare Register Company, Dayton, O. — Fare and
recording registers. Represented by C. W. Ketteman.
John A. Roebling's Sons Company, Trenton, N. J. — Repre-
sented by H. N. Black.
St. Louis Car Wheel Company, St. Louis, Mo. — Repre-
sented by F. O. Grayson.
Shelby Electric Company, Shelby, O. — Represented by
R. P. Bricker.
Standard Electric Manufacturing Company. Naperville,
111. — Represented by R. W. Loose.
Standard Underground Cable Company, Pittsburg, Pa. —
Weatherproof, trollev and magnet wires. Represented by
J. E. O'Neill.
Tri-City Electric Company, Davenport, la. — Represented
by Edward Kunkel and I. N. Butterworth.
W. T. Van Dorn Company, Chicago, 111. — Drawbar and
automatic couplers. Represented by N. P. Moerdyke.
Wagner Electric Manufacturing Company, St. Louis, Mo. —
Electrical instruments. Represented by Frank N. Jewett and
C. C. Warner.
Westinghouse Electric & Manufacturing Company, Pitts-
burg, Pa. — Alternating-current electric fans, electric meters.
Represented by A. M. Miller, H. H. Caughlan and W. R.
Pinckard.
Western Electric Company. Chicago, 111. — Insulators,
motors, arc lights, fans and electric railway supplies. Repre-
sented by D. C. Guest. W. E. Myers, O. B. Duncan, H. E.
Griffin and M. R. Last.
AMUSEMENTS: HOW SHOULD THIS FEATURE BE HAN-
DLED BY OPERATING COMPANIES?*
BY II. W. GAKNER, GENERAL MANAGER 0SKAI.O08A TRACTION A
LIGHT COMPANY, OSKALOOSA, [A.
It is not to be within the bounds of this article to bring
before you in review the opinions and observations of any
great number of persons who are engaged in devising, con-
structing and operating amusement parks and resorts, and
catering to the amusement whims of the public. Every rail-
way manager has only to read the excellent articles appearing
regularly in railway publications and reviews, descriptive
of amusement parks and their operation, to keep advised of
the extent, development and constant progress along the lines
of fostering and building up outdoor amusements.
It has been reliably stated that this country presents the
greatest industry and the greatest prosperity in the way of
outdoor amusements in the world; and in this connection it
is safe to assume that without electricity the summer park,
as we know it, would never have been evolved or brought to
its present state of development. This article will endeavor
to present to you:
1. What the electric railway companies of this state have
accomplished in the way of furnishing or promoting amuse-
ments as a feature of their operation and for the purpose
of inducing traffic.
2. To determine as nearly as possible to what extent the
companies can invest conservatively and profitably in main-
taining amusement resorts or in assisting in enterprises
intended to provide pleasure for the public.
3. To point out in a general way the best methods to
pursue, as shown by experience and observation.
The actual management and various features of amuse-
ment parks and resorts certainly present as varied and
diverse sides as those of the transportation business itself,
and today we find millions of dollars invested in this generally
profitable business.
I feel safe in saying that the railroads in this state, as well
as in other states, find themselves, in a way, the originator or
sponsor for amusement resorts now in operation or con-
templated. Evidently in only a very few of the larger cities
of this state has the amusement park taken its place in the
business world and passed from the hands of the street rail-
way company into those of private investors and managers.
However, in every instance the street railways are absolutely
essential to the development of amusement parks; their inter-
est and that of the park operators are mutual.
The electric railway interests of this state are now repre-
sented by 23 separate companies, operating a total of over 500
miles of electric street and interurban track, and serving an
approximate population of 500,000. For convenience the com-
panies are divided as follows:
Companies serving population of 40,000 to 100,000 — 6.
Companies serving population of 20,000 to 40.000 = 6.
Companies serving population of 10,000 to 20.000 = 7.
Companies serving less than 10,000 = 4.
To a certain extent every company appears to have
engaged in the amusement business and every man apparently
retains some distinct, if not comforting, memories. The writer
remembers when it was one of his duties several years ago
to preside over the ticket office of a summer vaudeville theater,
and, after each performance of a colored minstrel troop, to
lock up the band instruments for safe-keeping, these instru-
ments being referred to in a certain chattel mortgage given
to secure railroad fare advanced. At the end of a rainy week
the minstrel troop had faded away, but the instruments
adorned the company's office for some time afterward.
Reports from the various cities show that the railway
companies of this state are well advanced in the provision
of amusement parks for the patrons of their lines, and in
several of the cities the companies have established and are
now maintaining creditable and valuable amusement facilities.
To what extent the various cities have engaged in this
departure it is not the purpose of this article to disclose. I
find, however, that three companies own outright their parks
and operate them under their direct control. Eight companies
derive benefits from amusement parks operated either privately
by the cities or leased by the companies. The remaining 11
companies derive no benefits from and do not have amuse-
ments or pleasure parks on their lines. The three companies
first referred to guarantee the expenses of the parks, and
none of these companies reports a profit on the actual opera-
tion of the park, from which it might be inferred that as a
separate financial undertaking, apart from the profit derived
from increased railway traffic, the summer park in this state
has not proved to be a paying investment.
With very few exceptions the entrance to all parks is
free, and it is a question whether the possible benefit that
♦Read before the Iowa Street and Interurban Railwav Associa-
tion, Clinton, la., on April 19. 1007.
April 20. 1907
ELECTRIC RAILWAY REVIEW
517
might be secured in making au admission charge and enabling
the management to provide a better grade of attractions
might not be offset by a decrease in patronage due to the
admission charge.
Every manager reports music and band concerts as the
feature most attractive and best enjoyed by the park patrons,
when furnished in congenial surroundings, with forest trees,
flowers, greensward and plenty of shade. Every manager who
sets out to furnish summer amusements must hold ever before
him the fact that mankind never ceases to love and to take
pleasure in the open air, the beauties of nature and the rest-
fulness of music.
He was a clever man who named a park "sans souci,"
which means "without care." The railway manager whose
duty and interest it has become to provide for this side of
man's nature, knows well from observation that his park or
his amusements are successful and lasting only when they
cater to this desire to be merry and care-free.
Other attractive features which have been provided by
the companies of this state for their patrons include vaude-
ville and summer theatrical and operatic performances, mov-
ing pictures, merry-go-rounds, balloon ascensions, and aerial
acts, boating and bathing facilities, figure eights and various
other amusement devices.
Sunday is universally the best day for parks and, as
near as the writer can ascertain, the amusements furnished
and intended to be provided at every park operated in the
state, directly or indirectly under the control or patronage
of street railway companies, are absolutely clean and moral
in nature, and free from objectionable features. The only-
parks or amusement resorts that have stood the test of time
and are recognized today as legitimate and permanent invest-
ments are the respectable parks.
Certain members of this association will remember dis-
tinctly a bill which was introduced in the last legislature,
governing Sunday amusements. It was a significant fact that
in the debate on this bill, which took place before the com-
mittee, the attractions and music furnished at parks operated
by street railway companies were not specifically designated
by the supporters of this measure as the objectionable amuse-
ments which were considered a desecration and obnoxious.
Nevertheless, every man who was present at this hearing
knows, and developments proved later, that if this measure
had become a law practically every park now being operated
by street railway companies would have closed its gates, and
this measure, which was aimed to strike at a supposed exist-
ing evil, would have embraced in its jurisdiction every park
and pleasure resort; and the great public, the people who
ride, would have been deprived of what is perhaps the greatest
free blessing that comes to the weary, the restfulness
of beautiful shady parks, the diversion of pleasing innocent
amusement, the refreshing stimulus of music. What railroad
company could operate its park without the traffic on Sunday,
the one day in the week for which the park is made? This
bill did not become a law because the street railway men
of the state convinced their representatives that the parks
were created for the people and that no man had yet openly
presented any convincing arguments why the parks should
close. The laws for two years are made, but it behooves
every street railway company operating or interested in any
park or amusement resort which is patronized by the public
on Sunday, so to operate that park that no man can support
a measure which may close the park because it is a nuisance
or because it is objectionable to any great class of men and
permits a desecration of the Sabbath.
The majority of the railway companies of this state en-
courage financially, in nearly every instance, baseball games;
and. in fact, if the truth were told, the national games could
hardly flourish without the boosting hand of the street railway
company. Circuses are. welcomed and in many instances fur-
nished free grounds adjacent to car facilities. Chautauqua
meetings have generally proved to be good traffic producers.
Street fairs and carnivals are somewhat out of date and rail-
wax companies have apparently not suffered any great loss.
County fairs, race meets, conventions and football games are
all worthy of encouragement.
Harvest days for the street car companies are not without
their burdensome conditions. Chief among these in the
handling of summer traffic are: The restriction of single-
track roads; regular schedules which are not maintained
on account of increased traffic; increased liability to accident
because of extra traffic; inability to secure competent and
trained men for short periods of summer traffic; and last, but
not least, sufficient reserve capacity in cars, and the peak
load problems. These so-called "necessary evils" must be
encountered, carefully considered, and then provided for by
every manager; and to attempt to standardize the remedies
for these conditions would be as impracticable as to attempt
to reduce to an exact science the design and operation of
amusement parks. Local conditions must be recognized in
each particular case, but to these can be added the known
experience of the past.
To many of the street railway companies of this state,
the extent to which they are warranted in establishing or
investing in amusement resorts is a perplexing question. On
one hand you are told by the experienced successful park
manager: "If you go in, get in strong." The writer knows of
several instances when we "got in strong." On the other
hand a too conservative policy may be depriving your com-
pany on every bright summer day of traffic that is waiting to
be invited. With at least one-half of the companies operating
in this state the writer believes, "from his observations, that
it is financially impossible to maintain regularly during the
summer season a park theater, presenting attractive and
entertaining features. In the remaining cities it may be
possible, although reports received from the companies do
not indicate flattering returns on the venture itself.
In nearly every city, however, in which a street railway
line is in operation, it appears to be practicable and eminently
desirable, according to the size of that city and the resources
of the company, to secure either directly or indirectly by lease
or purchase, park grounds, distant, from the center of the
city and provided with good car facilities. In the smaller
cities the assistance of the city council and the people is
almost necessary to the establishment of a public park.
The writer, in presenting this article, assumes that the
majority of the managers at this meeting are not vitally
interested or affected in a consideration of this subject by the
practices and conditions existing with street railway com-
panies in cities of over 100,000 population.
In preparing this article the writer is indebted for several
excellent letters received in response to requests for sug-
gestions. Among these is a letter from Paul D. Howse, gen-
eral manager of White City, Chicago, modestly designated as
the "finest amusement park in the world." It may be of
interest to learn from Mr. Howse that the fire show was the
greatest single attraction ever placed in White City. The
scenic railway has had the longest life and drawing power.
Free attractions are maintained at all times when White
City is open. In Mr. Howse's opinion, street railway parks
have been unsuccessful most frequently because no money was
spent for free attractions.
I believe that no better advice can be given to the mem-
bers of this association on the question of how amusement
features are to be handled and considered than that which
has come to me through the courtesy of E. C. Boyce, vice-
president of what is really orie of America's most beautiful
scenic resorts. Dreamland, Coney Island. Although Mr. Boyce
has been interested in building many of the largest amuse-
ment resorts of this country, his suggestions are equally valu-
able for the guidance of managers who are interested in
smaller enterprises. Mr. Boyce writes:
"In cities of from 5,000 to 65,000 population, I would advise
street railway companies to keep clearly in mind the fact that
an amusement resort should be considered solely as an in-
direct means of creating traffic for the railway. In this con-
nection I append the following list of things that may be
profitably undertaken: 1. The erection of a band stand and
maintenance of free music during the summer season, the
cost of the music to be governed entirely by the income from
traffic. 2. Free fireworks weekly or bi-weekly. An excellent
exhibition can be had for an expense of $50. 3. The building
of a roller coaster or so-called figure eight. This is one of
the two amusement devices that can be profitably operated
for an indefinite period and whose first cost is comparatively
low. The other device is the merry-go-round or carrousel.
4. Free outdoor attractions, aerial acts, animal shows, etc.,
are particularly attractive where prizes are given to children.
"Aside from the things above enumerated, I would not
advise street railway companies to invest in any other form
of amusement or entertainment. The most practical method
is for the company to lease or purchase a suitable tract of
ground, located preferably between 20 and 60 minutes' ride
from the city; to make the ground reasonably attractive by
means of bunting, electric lights, etc., and plan to sublet
concessions either on a percentage or for a flat rental, prefer-
ably to local people, for any and all wholesome forms of
amusement. The rental thus obtained always returns a large
percentage of profit to the owners of the land.
"It is always possible to find sufficient concessionaries
to make a resort as attractive as the business will warrant.
In this way a railway company cannot possibly lose money
on the venture, and it is always enabled to control generally
the conduct of the resort, this being a very desirable feature.
Under no circumstances is it wise to charge an admission
fee to such a resort, and the policy of the railroad company
should be liberal in the matter of supplying and charging for
electric light, power concessions, space, etc."
Mr. Boyce's suggestions, in my mind, are conservativo
and are well worth following, either by the company already
518
ELECTRIC RAILWAY REVIEW
Vol. XVI 1. No. 16.
engaged in the amusement business or bj one aboul to venture
in the field.
Discussion on Amusements.
Mr. earner's paper was discussed at considerable length.
G. B. Hippee il>es Moines City Railway) believed that local
conditions should govern railway amusement enterprises and
that it is important for companies In proceed cautiously. At
Des .Moines, lie said, the attractions of the present park, with
its large theater, had been increased gradually. Admission
to the park is free, but chaises are made for theater seats
Visitors may reserve seats for the park theater at the Des
.Moines office of the company. The park itself lost money..
.Mr. Hippee staled, but traffic on the park line had increased
50 per cent.
P. P. Crafts I Iowa & Illinois Railway. Clinton) said that
he had found their park successful in increasing traffic. Spe-
cial features ai the park are a refreshment pavilion and
swings and tables in the woods. The profits of the restaurant
paid all the expenses of the park except those for music.
Round-trip rates of -10 cents, and for children of 25 cents, are
made to the park, which is located IS miles from Davenport
and Clinton.
L. D. Mathes (Union Electric Company. Dubuque) had
found that the park at Dubuque is an aid in creating favorable
public sentiment because the park has a good moral influence.
The park was open three months and increased railway re-
ceipts over $20,000, with expenses of $12. nun. .Mr. Mathes
believed that a mistake had been made in having the park
f i> e.
Mr. Hippee believed that every electric railway could
make money by having a park on its line, but thought that
the best results were generally obtained by leasing con-
cessions. One of the greatest attractions had been the bath-
ing of the Hagenback circus elephants in the park lake.
C. D. Cass i Waterloo Cedar Rapids & Northern Railway)
stated that his road was taxed to its capacity in handling the
traffic at the Chautauqua meetings, which now last four weeks.
Last summer the national conventions of various societies had
been held at Chautauqua park during the months preceding
and following Chautauqua meetings. The Chautauqua asso-
ciation had the Thomas orchestra at Waterloo last summer
for a week: and although the association suffered a loss, it
is to have a similar feature this year.
All speakers agreed that the roller coaster was the most
profitable attraction, with the merry-go-round second.
FREIGHT HANDLING BY ELECTRIC LINES.*
BY P. P. CRAFTS, GENERAL MANAGER IOWA A- ILLINOIS RAILWAY
COMPANY, CLINTON, LA.
It was not so many years ago that projectors of an inter-
urban railway were shown the exit if they approached capi-
talists with a proposition in which the earnings from freight
handling were to be considered as a part of the road's in-
come. Now the situation has reversed and the investor
gives very careful consideration to that part of the business
which he formerly scorned.
What has brought about this change of front? Simply
the faith, locked in the breasts of interurban managers, that
freight haulage would sooner or later become profitable and
a strong influence in the earning power of properties under
their charge. These managers have continued to hammer
away until, in the western section of the central west, par-
ticularly, the results have been generally satisfactory and
in some cases astonishing.
You may ask. why should not eastern roads have devel-
oped their freight business in the same proportions? A
number of roads have met with considerable success, but,
owing principally to physical and franchise conditions, due
to lack of experience and foresight of the earlier builders,
the freight business has been greatly restricted, interurban
roads which have been constructed recently, however, have
drawn a lesson from the earlier roads and now build with
proper regard to that traffic.
It is now customary, wherever possible, to organize in-
•Uead before the Iowa Street and Interurban Railway Associa-
tion. Clinton, la.. April 19. 1907
iei urban roads under tbf general railway laws, to build on
ample right of way and. when building through small towns
under franchis. lights, to obtain the right to transact a
general railway business, including freight, and to locate
ibe line in such towns at some other point than on the main
Street When conditions warrant, steam rights are obtained.
The character ol roadway construction also is changing, not
only for the maintaining of high-speed passenger service,
but also for the operation of heavy freight trains, with steam
locomotives if necessary.
It is impossible to give here an estimate of the propor-
tion of freight to total gross earnings which might be ex-
pected of a new road, for that is governed purely by local
conditions, some of which I shall enumerate: 1. The popu-
lation served outside of the main terminal and its depend
ence upon that terminal as a trading center. 2. The prox-
imity of other trading centers to the population served out-
side of the main terminal, and the railway facilities tending
to attract business away from the main terminal. 3. Steam
trunk line connections leading to the main arteries of com-
merce and the ability of interurban roads to establish joint
rates with them.
The inter-Urban Railway of Des Moines and the Iowa &
Illinois Railway of Clinton, respectively, provide examples
of the first and second conditions. Des Moines, being located
at a great distance from a city of superior class, is the nor-
mal trading center for the towns reached by the Inter-Urban
Railway: consequently the current of freight traffic to the
smaller towns is principally from Des Moines.
In the case of the Iowa & Illinois, however, although the
tri-cities — Davenport. Rock Island and Moline — would seem
to be the normal trading centers for Clinton, owing to the
difference in population, yet Clinton is only 13S miles from
Chicago, and as a consequence divides its business. The
trading of Clinton with the tri-cities is constantly increasing,
but it will continue to be divided to a greater or less degree,
depending largely on the business-getting methods of the
tri-city merchants, jobbers, etc. The examples just illus-
trated bear more particularly on the package, or less than
carload, traffic.
A full exposition of the third condition cannot be given
without consuming too much time. In general, however, an
interurban road with proper freight handling and terminal
facilities, which offers quick and efficient service, together
with joint rates with some trunk line, in competition With
other trunk lines operating between competitive points, may
reasonably expect a fair division, or a greater portion, of
the freight traffic. Shippers desire the best service with low-
est rates, but. assuming rates to be even, shippers are gen-
erally favorable to the roads which provide good passenger
accommodations: consequently the interurban roads reap
the reward of frequent passenger service.
The proportion of freight to total gross earnings varies
in this state from 5 per cent to an amount in excess of
passenger earnings, depending upon the foregoing conditions.
Interurban freight traffic may be properly divided into the
following classes:
1. Strictly light packages, transported only in baggage
rooms of passenger coaches, at express rates or at a fixed
charge per package or per hundred pounds, regardless of
class, and generally termed express business.
2. Less than carload freight transported on fast bag-
gage cars at regular freight or special tariffs under regular
or special classifications, generally the former.
3. A combination of class 2 and the haulage of a few-
local carload shipments daily at regular tariffs and classifi-
cation.
4. Regular carload traffic hauled by steam or heavy
electric freight locomotives at regular tariffs and classifica-
tion. Or any combination of the above-mentioned classes.
A freight business of class 1 may be conducted at small
expense and is of material assistance in the earnings of a
road. The freight carried consists generally of packages
that are easily transported in the baggage compartments of
passenger cars, which are usually empty except for a very
few trips per day. Usually no extra office force is required
the only expense being for stationery, books and possibly a
small storage space at the main terminal. In some cases.
when the charges are a certain rate per package, regardless
of weight within reasonable limitations, a proper system of
tickets dispenses with waybills, expense bills, etc.
Inasmuch as the majority of freight-handling interurban
roads of the middle west come under the head of class 2, and
that part of the paper will probably be of interest to the
greater number of electric railway managers. I shall enter
into greater detail in handling the subject. Interurban roads
which conduct their freight business under the head of
class 2 more nearly approach operating conditions parallel
April 20, 1907.
ELECTRIC RAILWAY REVIEW
519
to the time freight business of steam railways. The ability
of the interurban roads to make fast time and to deliver at
highways, farm crossings and warehouse or store doors is
an inducement to either the shipper or the receiver, which
assists in obtaining the business. Being usually restricted,
however, to a narrow ear similar in appearance to a passen-
ger car. due to operating over city streets, an interurban
road has limitations on its freight-earning capacity.
The profits of such a business depend largely upon the
opportunity of the management to secure combined freight
and passenger depots at the termini and in the larger local
towns, so that extra labor in billing and handling at stations
may be avoided, upon the charges of terminal city railways
for the right to haul freight over their tracks, and upon the
hour of day when freight may be delivered to receivers.
Generally speaking, the margin of profit in this class is
close and only careful management will produce a profit,
particularly during the first few months after the business
is started. Expenses must be carefully watched and attrac-
tive freight houses and convenient handling facilities at
terminals sacrificed for something which costs less to main-
tain.
Damage claims must be very carefully handled, and to
that end it is advisable to adopt some system of billing and
accounting which permits a shipment to be easily traced
from its origin to the final destination. Some interurban
:oads have adopted simple billing systems, requiring only
one writing to make the receipt, waybill, expense bill and
office copy. Such a system, however, does not permit of
proper checking, particularly if merchandise is transported
over more than one road.
After an interurban road enters class 2. a good local
commercial agent is a necessity. The business, consisting of
■ i great number of small shipments, requires constant devel-
opment and care, particularly if competition exists. A live
commercial agent, who is a good street man, and not a desk
man. earns his salary many times over, particularly if he
understands how to deal with shippers. The business ob-
tained depends considerably on the personality of the com-
mercial agent.
A few interurban roads make team deliveries, either
adding to the tariff to cover the expense of optional deliv-
eries, or maintaining an express tariff covering team deliv-
ery. In all cases that I have personally investigated I dis-
covered that the cost of operating teams consumed a large
portion of the profits derived from the car service. As an
illustration, the rates of one 50-mile interurban road were
based on express tariffs and its freight earnings amounted
to nearly $13,000 per year, but its net earnings were only
$2,600. I believe the advantages of frequent service com-
pensate for any advantage gained by making team deliveries.
I fear that many managers, in charging expenses to the
freight business, do not give proper consideration to such
items as additional clerks, printing and stationery, insurance
on goods in freight houses, a proper percentage of the re-
ceipts to cover loss and damage, power for freight cars, pro-
portion of track and line maintenance, telephone service, in-
terest on the freight-handling investment, etc. Neglect of
these items deceives the manager as well as his stockhold-
ers, and unless receipts grow beyond the safe point the
awakening will be painful and embarrassing.
An average interurban road operating 30 to 50 miles of
track, serving a total population of 130,000 to 200,000, should
not enter the freight field unless its receipts from freight
will exceed $10,000 a year, beginning with the second year.
If the receipts are below that figure, the margin of profit will
be too small for consideration or the expenses will exceed
the receipts.
Perhaps a brief description of the freight business con-
ducted by the Iowa & Illinois may be of interest as illustrar-
i he point brought out in the foregoing. We went into
the freight business in a very tentative manner. In fact, it
considerable time for us to decide whether or not there
was sufficient business in less than carload lots to warrant
the purchase of a freight car and the expense of operating a
freight business.
The next grave question was that of tains, and after
tiering tor some time a reduction of the rate below that
permitted by the Iowa slate laws for class "A" roads, we
finally concluded to adopt the maximum tariff and to con-
sider the business as freight and not
At first our old passenger depot in Davenport served also
as a freight depot, but within a very few months we outgrew
the capacity of the space allowed to freight and were to
to take our passenger business to a new location, in Clii
Till nave sufficient space to handle the business, but
within a very few months we will be compelled to seek addl
tional storage room.
Immediately upon starting the business we engaged a
commercial agent, and the quick growth of the receipts to
the point where we were paying expenses showed our wis-
dom. Within one year, with one freight car engaged in the
business and the use of passenger coaches to carry some
freight, the business grew to a gross figure exceeding $10,000
a year. During the summer and fall of 1906 we were com-
pelled to operate our freight car two round trips per day
for nearly 75 per cent of the time, and after the contract
with the American Express Company was put into effect we
purchased and placed in service a trailer freight car with
the same capacity as the motor. The improved facilities
which we have been able to offer shippers since purchasing
the second car have increased the business at a very rapid
rate, and we are now considering the purchase of a third
car.
We make a specialty, on less than carload business, of
beating the time of the steam railroads 24 hours between
Davenport and points on the Chicago & Northwestern Rail-
way in the western part of the state. For this reason we
obtain considerable business which is transferred to that
road.
The schedule of our freight cars is as follows: The
trailer express car. attached to one of the passenger motors.
leaves Clinton at 5:15 a. m.. arriving in Davenport about
6:30 a. m. This trip accommodates the southbound American
Express and such freight business as is offered for early de-
livery. The motor express car leaves Clinton at 8:45 a. m..
doing all of the local work and arriving in Davenport about
11 o'clock. Returning in the afternoon the trailer car leaves
Davenport at 3 p. m., attached to a regular passenger mo-
tor, and carries nothing but goods for transfer to the Chi-
cago & Northwestern, local goods to Clinton, and American
Express, no intermediate local freight being accepted for this
trip. The motor car leaves Davenport about 3:45 p. m.. car-
rying local freight and such Clinton local freight as cannot
be handled by the trailer car. Besides this, rush shipments
in small quantities, milk, cream, butter, eggs. etc.. from cer-
tain stations are handled in the baggage rooms of the pas-
senger coaches. Our passenger schedule, however, is ex-
tremely close and permits of very little freight handling. The
northbound American Express is handled on three successive
passenger cars, leaving Davenport at 6. 7 and S p. m.. re-
spectively. We anticipate having in a very short time a third
car to handle the northbound American Express and such
freight as is offered to us after 3:45 p. m. This car will leave
Davenport at 7 p. m. We find that a trailer freight car is
much cheaper to operate than a motor, but of course it can
handle only through business. It does not seriously delay
the passenger motor to which it is attached.
When the freight business was started we adopted what
we considered to be a very simple set of forms for billing
and accounting, but we soon ascertained that the tracing of
damaged and stray shipments was very difficult, and after
carefully looking over the field we finally adopted the forms
that are used by the Chicago & Northwestern Railway. These
forms appeared at first to be very complicated, but a short
acquaintance with them indicated their simplicity and the
ease of tracing damaged and stray shipments.
We make a specialty of rush orders by telephone via
our private line. Often a merchant in Clinton who finds him-
self short of some particular article telephones to our Clinton
office, and, through our Davenport office and our private line.
we transmit the fact to the shipper in Davenport. Shipments
so ordered are frequently in Clinton within two hours from
the time we were called up at the Clinton office.
Wherever possible we deliver from the cars to the store
doors, which saves drayage and naturally brings busines
us. a number of small platforms at which we stop our local
express cars have been built by the shippers between towns
We constantly endeavor to ptease our shippers and to
show a spirit of co-operation, which has a great influence on
the growth of our business. We endeavor to be conservati\e
in charging off expenses against the freight business and
work into it anything which rightfully belongs to it. We go
so far as to charge off monthly 3 per cent of the gross freight
receipts. This is piling up a tidy fund, but we propose to
allow the account to grow, for at any time we may hav.
meet heavy height damages due to Ore, water or wreckaf
At the present time the gross earnings from this busi-
ness amount to practically 15 per cent of the total gross
earnings, and we hope to see it reach 20 on the same basis.
i e. while our freight business comes under the head of
2.
Referring again to the main subject in hand, very little
can be said about interurban roads coming under cla
and 4. Their business is merely a further developme
class I The earnings from freight then become a larg
520
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 16.
centage of the total, and in class 4 may equal or exceed the
passenger earnings.
Joint tariffs are desirable either with steam trunk lines
or a system of interurban roads, particularly the former, in
order that the carload business may prove profitable. Owing
to the antagonistic attitude of the steam railways, however,
joint tariffs are difficult to establish, except where competi-
tive conditions are such as will induce one of the steam roads
to join with the interurban road. Let us hope that before
long, under rulings of the national and state railway commis-
sions, interurban roads, irrespective of the fact that electric-
ity is used as motive power, will be given the same rights
to establish joint rates with the steam railways as are en-
joyed among the steam railways.
Interurban roads coming generally under classes 3 and 4
must of necessity have steam railway terminals and yards,
and the experience of our steam friends should teach us how
far we can go in the development of such yards and termi-
nals. It is a very easy matter to become seriously overloaded
with yard and terminal maintenance and fixed charges, which
are not warranted by the traffic handled. Such matters
should therefore be very carefully watched.
Another point which has been discussed by interurban
roads for several years is as to the best and cheapest motive
power, steam or electricity, for hauling heavy trains. It is my
opinion that unless a road is equipped for very heavy traffic in
its power house, substations, overhead wiring, etc., the opera-
tion of heavy trains by electricity involves too great an invest-
ment and that it is, therefore, much cheaper to operate by
steam locomotives. Taking, as an example, the ordinary in-
terurban road of 30 to 50 miles in length, its power generating
equipment, substations and overhead lines, particularly the
latter two, have not sufficient capacity to successfully operate
heavy locomotives. Consideration of the investment neces-
sary for the increased capacity against the higher operating
expense of a steam locomotive as compared with an electric
locomotive will favor steam operation.
The development of the freight business upon electric
railways in Iowa has been very healthful for the past few
years and promises to continue its growth in reasonably high
percentages from year to year. We have all gained consider-
able experience in this part of our business and, looking into
the future, can readily see the benefits which our properties
will derive. The development of the freight business also has
been particularly strong in the states of Ohio, Indiana, Michi-
gan, Wisconsin, Illinois and Missouri, that is, in that section
of the country generally termed the "middle west."
As an example of the growth of freight business on inter-
urban roads in Iowa, I will enumerate the present and guar-
anteed prospective roads which will make freight haulage a
feature of their business:
The Inter-Urban Railway, operating from Des Moines to
Colfax on one division, and to Perry and Woodward on a
recently constructed second division, is an excellent example
of the development and growth of freight traffic on interurban
roads. It conducts both a fast less than carload and a car-
load business upon Iowa distance tariff and classification. An
operating and joint rate agreement with some of the steam
trunk lines is of assistance to the road and to the territory
served by it. Both electric and steam locomotives are em-
ployed as motive power.
The Waterloo Cedar Falls & Northern, one of the first
roads in Iowa to enter the freight field, conducts practically
the same class of business and under like conditions relating
to joint rates and motive power as the Inter-Urban Railway.
The Mason City & Clear Lake Railway conducts consid-
erable carload business between Mason City and the Chi-
cago & Northwestern at Clear Lake, operating under an
agreement with the latter road. All freight is hauled by elec-
tricity. Its carload business is of considerable magnitude
on that account.
The roads above mentioned may be included under
classes 3 and 4. Beginning on a comparatively small scale.
the growth of traffic has been steady and substantial until
their receipts from freight haulage now constitute a large
proportion of the total gross earnings.
The Cedar Rapids & Iowa City Railway & Light Com-
pany commenced operating in 1904' and immediately entered
the freight field, conducting both a less than carload busi-
ness in a baggage car and hauling carload business by an
electric locomotive.
The Iowa & Illinois Railway commenced operating in
1904, carrying at first packages on passenger coaches and
starting a baggage car in 1905. A very small local carload
business is conducted, an electric locomotive or the baggage
car being used as motive power.
Neither of the two roads last mentioned has joint tariff
agreements with any of the trunk lines, but the Iowa & Illi-
nois Railway does considerable less than carload business.
The Cedar Rapids & Marion City Railway, the Tama &
Toledo Electric Railway and the Oskaloosa Traction & Light
Company conduct a local business partly in baggage rooms
of passenger coaches and partly in baggage cars. These
roads are examples of classes 1 and 2.
The Ft. Dodge Des Moines & Southern Electric Railway,
now under construction, connecting Ft. Dodge, Boone, Ames
and several smaller towns with Des Moines, will be the
greatest example within this state of combined electric and
steam operation and the development of this road will un-
doubtedly be w-atched with great interest by the electric
railway men. This road is really a combination, physically
at least, with the present Newton & Northwestern steam
line, inasmuch as approximately 40 miles of the latter road
will be electrified to complete the connections between the
branches touching the towns above mentioned. It is pro-
posed to operate electric passenger and fast freight service
combined, with steam locomotives for heavy freight service.
The combined mileage of the roads involved will be nearly
160 miles.
Backed by our experience in the past and the present, I
believe we can feel assured that any average interurban road,
the investment in which is warranted by the prospective pas-
senger business, has a successful freight business practically
assured, which within a very few years will become an im-
portant factor in its earnings.
STEAM MOTOR: ITS VALUE IN INTERURBAN SERVICE.
BY W. G. WAGEXHAI.S. OF TI1F. KOKISCH-WAGKN II A Is 8TEAJI
MOTOR CAR COMPANY. ST. LOUIS, MO.
While considerable advancement has been made in steam
motor cars by English, Austrian and French inventors, the
field has practically been neglected in this country. The
only real effort to develop a steam motor car of any size was
made in 1S9S by the Baldwin Locomotive Works, which built
a car on the order of the Cincinnati Hamilton & Dayton Rail-
way Company for use between the cities of Middletown and
Hamilton. O.. which was to be run in competition with the
interurban electric line of which I was general manager. I
paid very little attention to the details of this machine, but
after repeated trials, it was placed out of commission, and
the Baldwin people made no effort to revive the steam motor
car business. Since that time I know of no effort to design
a steam motor car for railroad service.
About three years ago I built a steam railroad, 24 miles
in length, from Ripley to Sardinia. O.. and. finding that the
passenger receipts did not justify the operation of a train serv-
ice, I endeavored to find some form of a self-propelled car
which would reduce the expense of operation, as our fran-
chise obligated us to run three trains each way per day. I
took the matter up with Mr. Kobusch. president of the St.
Louis Car Company, and he advised me that there was
nothing in the market which would fill these conditions. At
that time I had under contract the 24 miles of steam road
and 50 miles of electric road and. after talking the matter
over with Mr. Kobusch. we formed a partnership for the
construction of a motor car for this service, I agreeing to give
up the construction business, and to devote my entire time
to the perfection of a motor car along the lines which I
presented to him at that time. After nine months of work
in this direction, we have produced the largest self-propelled
motor car which has ever been built.
This car has a total length of 82% feet with a seating
capacity of 64 people; the weight on the driving wheels is
115,600 pounds, with 62,960 pounds on rear trucks, or a total
weight of 17S.560 pounds. This car has a greater fractional
weight than the largest 6-wheel locomotive. This car under
repeated tests has handled 22 loaded freight cars on level
track at a speed of 5 miles per hour, which gives its maximum
pulling capacity. It has developed a speed of 45 miles per
hour on 0.5 to 1 per cent grades, at which speed it would
easily be able to handle one or two trailers. The car has a
water carrying capacity of 2,000 gallons, sufficient for a 45-
mile run, and an oil tank capacity of 1.000 gallons, sufficient
for a 500-mile run.
This car has been operated over the Chicago Burlington
& Quincy Railroad out of St. Louis in the presence of me-
chanical men and general superintendents of the largest
steam railroads in the country, and no criticism has been of-
fered by them as to its design or performance. No altera-
tions have been made in the original design of the car, as
every detail of the operating mechanism has worked out as
originally designed.
The engine is built entirely of steel castings, with the
•Read before the Iowa Street and Interurban Railway Associa-
tion, Clinton. la.. April 19. 1907.
April 20, 1907.
ELECTRIC RAILWAY REVIEW
521
exception of cylinders and valve chambers, which are of cast
iron. The frames of the engine are so designed that they
form at the same time an oil tight case for the cranks and
cross head; the forward end of the case is extended to form
an axle bearing to hold the engines in line with the driven
or truck axle. The arrangement is identical with the present
method of mounting motors in an electrically propelled car.
All bearings are provided with removable brass shells which
make the repairs of the wearing parts practically the same
as in an electric motor car.
The success of the car can be attributed to the com-
bination of both steam and electric railroad practice, as far
as ihe general mechanical design is concerned, the duplex
steam engine displacing the motor, and the power house (or
boiler) being carried in the car itself, avoiding the transmis-
sion of electrical energy over a trolley line, as is the prac-
tice today.
The engine on the forward truck is connected to the body
of the car through a flexible steam connection, consisting
of two ball and one expansion joints, which have been dem-
onstrated to be perfectly tight under 300 pounds pressure.
The boiler is of a marine water tube type, tested to 500
pounds cold water pressure with an allowed running pressure
of 250 pounds per square inch. This type of boiler is in
service on a number of United States government torpedo
planting boats, and after five years of continued service has
shown that a minimum of repairs is required: and, owing to
the rapidity of the circulation, very little scale is formed.
The boiler has demonstrated its rapid steaming quali-
ties, and has a greater number of square feet of heating sur-
face for its size than any other boiler in the market today.
In a space of S feet square and 8 feet high, we have
over 1,215 square feet of heating surface with a total grate
area of 43% square feet. This compares favorably with the
largest 6-wheel locomotive of today.
Steam is generated by crude oil. atomized through a
steam jet burner of special design, which sprays or atomizes
the oil in the fire box and. although we have five of these
burners, it has never been necessary to use more than two
of them with the car exerting the maximum effort in speed
or pulling capacity.
In one of the tests over the Burlington railroad, on a
1% per cent grade. S miles long, at a speed of 35 miles per
hour, the car started the grade with ISO pounds pressure and
mounted the top with 250 pounds, with the engine running
at Yt cut off. This performance, in the presence of a num-
ber of Burlington officials, was declared by them superior to
any performance of their locomotives.
The engines used on this car are specially designed, with
cylinders 11 by 12 inch stroke. The valves are of the piston
type, and were furnished by the American Balance Valve
Company, which has recently furnished to the Pennsylvania
Railroad over 1,200 pairs of valves of the same type. The
valves have' shown perfectly tight under pressure of 300
pounds per square inch and, owing to their design, there is
very little friction, and they can be moved by hand under
this pressure.
The valve gear is a standard type of Stephenson link,
as is used in the ordinary locomotive. All bearings are amply
large to withstand the different strains, and as noted here-
tofore, the engines are so designed that they are self-lubricat-
ing, the frames forming the crank case. The cylinders, while
small in comparison with locomotive practice under the pres-
sure used, develop 275 horsepower at the rail.
The connection between the car body and truck for the
control of the link is made through an arc of a circle with an
arrangement similar to that used with the brake system for an
ordinary double-truck interurban car. This allows of curva-
ture of the truck without affecting the position of the links
in- the throw of the valves.
The exhaust of the engine passes through the center
plate, through a metallic packed joint, which also allows for
curvature, the exhaust ending in the stack of the boiler. The
car is heated by both exhaust and live steam.
Now, as to its practicability and uses: The car was
originally designed to displace train service on branch lines
of steam railroads where the ordinary train service would
not pay. With a locomotive and one or two cars, four or five
men are necessary for the operation of the train — an engineer,
fireman, brakeman, conductor and flagman — without taking
into account hostlers and repair men at the terminals. This
type of car is operated by two men, an engineer and con-
ductor. The same service can be obtained with the en-
gineer doing his own repair work and also supplying Ihe car
with fuel oil, when necessary, as the only labor involved is
the connection of a hose from the storage tank to the tank
under the car, and the opening Of a valve, Compare this
with the unloading of coal from a car in tin- hoisting bucket,
the operation of a crane, and the removal of cinders necessary
where coal is used for fuel. We claim a saving in labor
which will pay the interest on the investment.
I do not claim that the car can be operated in competi-
tion with electric power where the service is hourly or less,
in which case operation by electricity is superior to any other
power, but for interurban service, where a service of one or
two hours is all that is necessary, the steam car can be oper-
ated for less money than the power house. Take as exam-
ples, short lines from 10 to 20 miles, extending from county
seats to small distant towns which have no railroad connec-
tions. This car opens a field where it can have no competi-
tion. The expense of construction lies only in the road bed
and the equipment of one or more cars.
All freight and express matters cam be handled with the
same equipment, as the car is able to pull several trailers
at its maximum speed. Repeated tests have shown a con-
sumption of oil of about 2 gallons per mile run. Figuring
oil at 3 cents per gallon gives running expenses per mile
which compare very favorably with the gasoline type of mo-
tor car or steam generated with coal.
MODERN TRAIN DISPATCHING METHODS ON ELECTRIC
RAILWAYS.*
BY 11. II. POLK, PRESIDENT AND GENERAL MANAGED INTERURBAN
RAILWAY COMPANY, DES MOINES. IA.
Until recently the managers of electric railways have
given but very little attention to that most important part
of train operation, the dispatching of trains. However, they
have at last come to realize that it is just as important to
safely dispatch electric trains as steam trains. Both should
be dispatched in much the same manner. Even today the
dispatching systems on most electric railways are crude, go-
as-you-please propositions.
There are three important factors in train operation to
be taken into consideration:
1. First and above all others is safety both to passen-
gers and property. This must be obtained regardless of cost.
2. The speedy operation of trains over the road, giving
all possible dispatch commensurate with safety.
3. The economical operation of trains, keeping them
on the "go" all of the time and not lying "dead" on some
side track waiting to be passed by something.
In order to obtain these very important results it is
absolutely necessary that trains be operated on train orders
issued from a central office, directing train movements in
addition to the movements provided for in the rules and
timetables. If the printed timetables showing the meeting
places and time of all regular trains, and the rules directing
how these trains are to proceed with relation to each other.
are studied by all trainmen, thoroughly understood by all
alike, and faithfully carried out, collisions will be prevented.
If, however, it becomes necessary to issue special orders for
trains not on the timecard, then the train order is absolutely
necessary. These orders must be clearly expressed and the
form, and even the paper on which they are written, must
be such that they may be easily and quickly understood by
all those whose duty it is to read them. Conductors and
motormen must know that the orders are given by compe-
tent authority and that all concerned have corresponding
orders. Only one dispatcher must issue orders on a division
at a v time. "This is one of the few cases where one head
is better than two." For two dispatchers to issue train
orders on the same division involves very serious risks, and
also contributes largely to the lack of confidence on the part
of all trainmen. Never let two men dispatch a train.
When a timecard is issued a receipt should be taken
therefor from all persons concerned, thereby making cer-
tain that it has been received. In issuing train orders it is
more difficult to be assured that they have been received and
understood by all concerned. After the order has been pre-
pared by the dispatcher it is then transmitted to the desired
persons either by the telegraph or telephone.
The telephone is used almost universally by interurban
roads for train dispatching, while the telegraph is used by
steam railways: however, in my opinion the telephone is far
aperior lor transmitting train orders on interurban lines.
All stations and sidings can be equipped with telephones,
where a train crew may communicate with the train dis-
patcher at any lime, thus avoiding serious delays.
The system now in use on the line I represent follows
the standard dispatching systems of steam railroads, some
modifications being necessary to adapt it to our use. All
•Reel before the Iowa Street and Interurban Railway
cial Clinton, la.. April n>. 1907.
a- ,,,,
— -
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 16.
trains leaving the central waiting station of the Des Moines
City Railway Company are under its jurisdiction while run
nlng on its tracks, and receive their first order from the
Inter-Urban Railwaj Company dispatcher at Heaver Valley
Junction on the Beaver Valley division and at Grand View
Park on the Colfax division. At these points are located
telephones, a pad of standard No. 31 train order blanks, and
a locked box in which to deposit a third copy, of which I
will say more. One of these booths is also located at each
siding on the line.
The conductor of an out-bound train, on arrival at one
of these points, steps into the booth and calls up the dis-
l i tihcr. saying. "Jones train No. 96 at Beaver Valley Junc-
tion." The dispatcher reads to him the order which he
wishes to issue, the conductor writing it himself verbatim
as given and making three copies by the use of carbon sheets,
one copy to be given to his motorman. one to lie retained
by himself and the third to be deposited in the box, to be
used in case of any misunderstanding of orders, as a means
of placing the blame upon the proper person. After the
oiiler is written by the conductor, he reads it back to the
dispatcher, who checks it with his copy and. if correct, says
"Complete;" the conductor then writes "Complete," together
with the time the order is made, and signs his name. He
then goes to the motorman's cab, giving him a copy, which
the motorman in turn repeats to him. The conductor is
thi a permitted to board his train. He gives two bells and
the train starts.
We are very particular to have the conductor deliver
the order to his motorman before boarding his train in order
to absolutely avoid any start without a thorough understand-
ing on the part of the motorman. With us it is a very seri-
ous offense to violate this rule. A few years ago we had a
very serious accident because the crew disobeyed this rule.
The conductor, after receiving his order, stepped on the rear
platform, signaled his motorman to go ahead, and was walk
ing through the car to give the motorman his copy when the
collision occurred. The order in this case was a "hold order."
A conductor is required to report at all stations where
agents are located, and should his train become delayed be-
tween stations, he must call the dispatcher from the nearest
telephone booth, thus giving the dispatcher the opportunity
to change the order if desirable. Our sidings are about
two miles apart, but trains must report at only such sidings
as are designated on the timecard, and must never leave
those sidings without a clearance or train order.
In-bound trains must report their arrival at Beaver Val-
ley Junction and Grand View Park, and also at the central
waiting station in Des Moines.
Our dispatcher issues daily an average of 120 train or-
ders. On the Beaver Valley division we operate 36 passen-
ger trains, two package express cars and two freight trains
between 5 a. m. and 12:40 p. m., making a total of 1,303
miles per day. On the Colfax division we run 34 passenger
trains, four package express cars, and freight trains when
necessary, making 1,065 miles per day.
The telephone line as installed consists of two No. 9
galvanized iron wires carried on cross arms in the usual
manner on the same poles and underneath the high-tension
transmission lines, and transposed every ten poles to pre-
vent interference from parallel power and feeder line. The
dispatcher's switchboard was made by the Stromberg-Carlson
Telephone Manufacturing Company. The telephone instru-
ments are of standard make and of the bridging type.
By reason of the almost constant use of the telephone
line by the dispatchers, it became impossible to transact any
company business without seriously interfering with the safe
dispatching of trains. It therefore became necessary either
to build a second telephone line or to install what is known
as a composite system. We chose to do the latter; it is
much the cheaper, involving only the cost of installing tele-
graph instruments. By this change we have doubled the
rapacity.
In the installation of the telegraph we had the choice of
two general methods, one being what is known as the Euro-
pi an or open-circuit method, the other being the American
or closed-circuit method. The former of these two systems
was adopted upon the advice of Mr. Cunningham, our elec-
trical superintendent, as it has many advantages over the
latter, especially for the composite system. The European
or open-circuit system is essentially a multiple system, while
the American, or closed circuit, is a series system. With the
European open circuit no power is used except when the
instruments are actually in use. Another advantage is that
in case the line should break instruments could be used on
b side of the break. As no switches are used on the keys
it is impossible for the operator to go away and leave the
line open by leaving his key open.
Both sides of the telephone line are used as one side of
the telegraph line. The telegraph instrument is connected
between both sides of the telephone line and the ground by
means of a suitably balanced super-wound impedence coil,
'wound and connected in such a manner as to offer impedence
to the alternating telephone current and signaling cur-
rent passing from one side of the line to the other, but offer-
ing little impedence to the direct-current telegraph current
passing from both sides of the telephone line through the
telephone instruments to the ground.
The success of the composite system depends upon both
sides of the telephone line having the same resistance, im-
pedence, capacity and inductance. In other words, the tele-
phone line must be perfectly balanced, preventing the double-
current intermittent telegraph current impulses from passing
from one side of the telephone line to the other through the
receivers. In a perfectly balanced line there is no disturb-
ance or interference between the telegraph and telephone
instruments.
The use of the telegraph on the telephone line does not
necessitate any more care than would be necessary for a
satisfactorily operating telephone circuit paralleling high-
tension lines. The energy used to operate the telegraph in-
struments is obtained at each station direct from the 600-
volt, double-current feeder by shunting one 16-candlepower
lamp in a series of five.
A composite system not only doubles the amount of
business that can be handled over a single line, but is much
more reliable and convenient than either, a telephone or
telegraph line alone. The telephone and telegraph are not
affected by the same cause; that which would knock out or
disable one might not affect the other.
IOWA ELECTRICAL ASSOCIATION.
The seventh annual meeting of the Iowa Electrical Asso-
ciation was held at Clinton, la., on April 18 and 19, the head-
quarters being at the Lafayette Inn. On the first day the
papers presented were as follows:
"Cost of Operation per Dollar of Income," by Prof. L. B.
Spinney, Iowa State College. This paper was based on some-
what incomplete returns from the electric lighting plants of
Iowa and brought out the fact that there is great need of adopt-
ing a uniform system of accounitng. In discussing this paper
L. D. Mathes (Dubuque) urged the importance of sound ac-
counting methods, and especially the recognition of and provi-
sion for depreciation; he believed that it would be only a
short time until electric lighting companies would be subject
to regulation by state commissions, and pointed out the im-
portance of having complete and accurate accounts when
opposing requests for reductions of rates.
"Central Station Economies," by Gus Lundgren, Cherokee,
la. This paper dealt with practical points of the business
and emphasized the need of weighing and measuring devices
in the station in order that the management might have
accurate knowledge of what the plant is really doing.
"Increasing the Central Station Day Load," by E. S.
Callahan, General Electric Company. The paper considered
various applications of electricity for domestic and especially
kitchen use.
"Manufacture of Ice," by Rufus Lee, Clarinda, la.
"Co-operation," by J. R. Crouse, Cleveland. O. Mr. Crouse
was unable to attend the meeting and sent copies of a paper
on "Profitable Commercial Co-operation," read before the
National -Electric Light Association, together with a letter
inviting the Iowa association to appoint a committee of two
to act with the Co-operative Electrical Development Associa-
tion, which is intended to secure the co-operation of all elec-
trical interests in a campaign of education to encourage
greater use of electricity.
The programme for Friday's meeting included the follow-
ing papers:
"Central Station Advertising." by Curtis Advertising Com-
pany.
"Central Station Lighting— Steam and Hot Water," by
W. H. Schott, Chicago.
"Selection of Steam Engines," by H. E. Chase, Des Moines.
la.
"Producer Gas Engines," by Prof. G. W. Bissell, Iowa
State College, Ames, la.
"Electric Distribution Systems." by Prof. A. H. Ford,
Iowa State University, Iowa City. la.
April 20. 1907.
ELECTRIC RAILWAY REVIEW
ELECTRIC FREIGHT HANDLING AT NEW BEDFORD.
About three and a half years ago an electric express
service was inaugurated with New Bedford, Mass., as a
center by the interests controlling the Union Street Railway
Company of Xew Bedford. The business then begun in a small
way has now been extended to through service between New
Bedford and Providence. R. I., a distance of 34 miles, and
between Xew Bedford and Monument Beach, Mass., 26.75
miles. In New Bedford the cars are operated on the tracks
of the Union Street Railway Company; while the Dartmouth
& Westport Street Railway and the Providence & Fall River
Street Railway companies handle the service between New
Bedford and Providence. In the streets of the latter city the
traffic is under the auspices of the Rhode Island Company.
Eastward from New Bedford the Union Street Railway Com-
pany operates the cars as far as the Fairhaven and Matta-
poisett line; the New Bedford & Onset continues the service
to Onset, and the Taunton & Buzzards Bay completes the
run to Monument Beach.
We present herewith a view of the original freight station
in New Bedford, which was established in the basement of
an old house. A spur track of the local system served one
side of a platform, which extended at right angles around a
corner of the building. Express wagons and trucks received
and delivered freight at the further end of the platform from
the spur track. The capacity of the terminal was limited,
and the company secured half the basement of an old cracker
factory at the corner of William and Bethel streets, and
equipped it for a general express business. This terminal
is located within three minutes' walk of the most crowded
part of the business district in New Bedford and is thus easily
accessible from all the important stores, hotels and mercantile
houses.
The present freight terminal in New Bedford receives
express matter and freight at five doors on the west side
of the building from trucks and wagons. From the wagons
it is trucked across a platform in the interior of the building
to the express cars which stand on a spur track in the middle
of the station. The track has a capacity of two cars, and it
is surrounded on both sides by the platform, so that both
sides of the cars can be loaded or unloaded at once. An
Electric Freight Handling at New Bedford, Mass. — Map Showing
Through Routes of Electric Freight Service
Centering in New Bedford.
office for the use of the 'Manager and clerks of the freight
department is located on the aide of the building nearesi
street corners, as shown in one of the engravings, as an
extension of the receiving shed. The outside of the shed is
effectively lighted by three groups of five 16-candlepower
incandescent lamps, each group being mounted in an old
wooden tub, which is painted white inside and serves as a
reflector.
The freight handling business is conducted by a separate
department of the Dartmouth & Westport Street Railway,
under the management of Mr. Edward F. Nicholson. E. E.
Potter, general superintendent of all the electric lines center-
ing in New Bedford, has oversight of the freight business in
addition to his other duties, but the operating details are
handled by Mr. Nicholson, who gives his whole time to the
express traffic. The classification of express matter and
freight is based largely upon the standard classification of
Electric Freight Handling at New Bedford. Mass. — Original Freight
Station in New Bedford.
steam railroad freight as used by the Pennsylvania and other
companies, although in cases where the merchandise cannot
be handled profitably at the regular steam rates or there-
abouts, a special charge is made for the prompt service of
the trolley express. In general the company handles all mer-
chandise which can be brought to its terminal by wagon, and
the variety of articles transported is very great, ranging from
prescriptions to furniture and beef. Explosives are not han-
dled by the company.
Daily service is maintained as follows in the freight de-
partment: Cars leave the Rhode Island Company's freight
station in Providence for Fall River at 10 a. m„ 3 p. m. and
5 p. m.. and for New Bedford at 12 noon and 5 p. m. Cars
leave Fall River for Providence at 8:30 a. m. and 12:30, 3
aid 5:30 p. m.. and for New Bedford at 8:30 and 10:15 a. m.,
1:15, 3 and 4:45 p. m. Cars leave New Bedford for Providence
at 0:10 a. m. and 1 p. m., and for Fall River at 8 and 10:15
a. m.. and 3:15 p. m. In Providence connections are made for
all points reached by the freight service of the Rhode Island
Company. Cars leave New Bedford for Onset at 8:30 a. m.
and 2:30 p. m. In the summer season afternoon trips are
made to Buzzards Bay, Bourne and Monument Beach. Be-
tween New Bedford and Fall River the line is double-tracked.
Table I gives the rates charged on the different classes of
merchandise handled by the service beween New Bedford
and Providence.
Table I. — Rates in Cents per Hundred Pounds.
Class
New Bedford to— 1. 2. 3. 4. 5. Miles.
Smith Mills S 7 6 6 6 3.5
Westport Factory S 7 7 6 6 6.5
Beulab 9 8 « 7 6
North Westport 10 9 8 7 6
Kail River 10 9 S 7 6 15
Swansea Center 14 12 11
Barn L« " l- 1°, ?.
Seekonk " 14 13 0 9
Providence 11 14 18 10 9 34
The running time to Ka:l River is about 1 hour and the
iimning time from Fall River to Providence V& hours. A
considerable portion of the traffic between Fall River and New
Bedford consists of cloth shipments from the cotton mills.
Beef is handled over thl vithout the necessity of icing
it In transit.
524 ELECTRIC RAILWAY REVIEW Vol. XVH, No. 16.
Tabic II gives the rates in force between New Bedford bill Dumber, leaving time, shipper, consignee and destination,
and Monument Beach local points. description of articles and charges. At the office of the
Table II.— Rates in Cents per Hundred Pounds. freight department in New Bedford receipts, cash, bills and
Class ■ reports are kept with the usual ledger accounts.
FaiihavVenBedf0nl .''.'.. .5 5' | .'" B^!?' Six cars are available for express service, four being in
Mattapolseti 7 7 6 5 s 6.75 use constantly. One of the illustrations is an exterior view
Marion S 8 7 G 5 12
Wareham 11 10 9 s 7 17.5 or one ot the through cars running to Fall River and Provi-
■Onlet Wareh.an'. . !i 12 li 10 9 20.6 dence. All the cars are double trucked, with four-motor equip-
Bourne .... ..16 13 12 10 9 24 nients. and they are geared for a maximum speed of about
Buzzards Bav 15 13 12 10 9 25
Monument Beach 17 n 13 ll 10 ^'6.75 20 miles per hour. The car bodies are 30 feet long, and vesti-
The running time to Wareham is 1:, hours and to Onset bales are provided at each end. Fenders, wheel guards, air
Electric Freight Handling at New Bedford. Mass. — Electric Freight
Station, William and Bethel Streets.
2V4 hours. In the summer season the population of the Buz-
zards and Narragansett Bay territories is very much enlarged,
and the electric express service has proved to be a great
convenience. Even in the winter season persons living in the
districts served can telephone orders to New Bedford in the
morning and receive their goods the same afternoon by 3:30
or J: 3l>. A sketch map of the lines traversed by the through
express cars is shown. Warehouses for the temporary stor-
age of goods are located at Westport, Fall River. Mattapoisett.
.Marion. Wareham. Onset and Bourne. Agents of the company
Electric Freight Handling at New Bedford, Mass. — Express Car.
brakes and double trolleys are installed. The motors are
mainly General Electric 67 or Westinghouse 51, and the freight
capacity of each car is from 12 to 14 tons. The crew consists
of a motormau and a conductor, who handle the freight
together with the assistance of local agents when it is neces-
sary. The use of four motors greatly increases the reliability
of the service and enables the cars to make a good schedule
speed. Although the maximum speed is not as high as that
of the passenger cars, the absence of as frequent stops and
the greater ability of the express cars to coast enables the
Electric Freight Handling at New Bedford, Mass. — Offices of the
Union Street Railway. New Bedford.
Electric Freight Handling at New Bedford. Mass. — Interior of Wait-
ing Room. Union Street Railway. New Bedford.
tire located at all the important centers and at Marion the
agent gives practically his whole time to the electric freight
husiness. Orders are handed to agents by the public in
sp< i ial heavy manila envelopes, 3% by 6 inches. Accounts
of freight received and shipped, cash and charges are kept
in much the same general way as on a steam road. Each car
<anies a waybill of its contents showing the car number, way-
freight traffic to be handled at speeds which keep the equip-
ment well out of the way of the passenger cars. The company
handles mail regularly between Fall River and New Bedford
in a special mail car, which has greatly facilitated the arrival
of postal matter, especially in the first morning delivery.
The general offices of the Union Street Railway Compan;
are located in an attractive building at the corner of Purchase
April 20, 1907
ELECTRIC RAILWAY REVIEW
*V/ ////// A^^//7777.
V
M
and William streets, New Bedford. The waiting room is about
50 feet long by IS feet wide, and it is provided with com-
fortable seats throughout the length of one side and in the
large bay window which faces the intersecting streets. At
one side of the room is a large soda fountain, which is
operated under a concession. The waiting room is admirably
lighted by 10 inclosed arc lamps, and it is provided with
standard time service, a telephone pay station, cigar and
souvenir postcard stand, photographs of scenery along the
company's lines. United States mail service, and steam radi-
ators mounted high enough on the walls to be well out of the
reach of patrons. The room is finished in light oak with an
ornamental tile flooring, and the company maintains an office
at one end where tickets are sold, timetables given out and
parcels checked. The gen-
eral superintendent's office is _ -t-
also readily accessible on the
street floor, and the other
general offices are located at
the head of a flight of stairs
leading to the second story.
The modern design of the
waiting room is a pleasing
contrast to the trolley sta-
tions found in many cities,
in which the conditions are
far from attractive. Passen-
gers who desire to wait out
of doors for their cars are
protected from the weather
by a large glass awning in
the front of the bay. The
company's private branch ex-
change is located at this sta-
tion, which is the operating
center of the system.
All the express cars as
well as the passenger cars
are maintained at the prin-
cipal shops of the company,
which are located about a
mile and a half from the
center of the city. In the
shops the practice in hoisting
facilities and motor driving
is of particular interest. All
the tools in the machine de-
partment are driven by a
single motor on the group
plan, the motor being a shunt
machine of modern design.
_. ., Electric Freight Handling at New
The company turns down its Bedford, Mass.-Flexible Lamp
worn-out axles into armature Banks,
.shafts, makes it own jour-
nal bearings, armature and field coils. A new mail car
i.s now being built in the carpenter shop, which is fitted
up with electrically driven tools.. Special care has
i taken to protect the workmen by inclosing any low-
running belts in wooden housings. Worn-out pinions having
22 t>-eth are milled down to 17-tooth pinions, the holes, stock
and key ways remaining unchanged. The equipment includes
a large wheel press, a boring mill and a wheel grinder for the
removal of flat spots as well as lathes, shapers, coil winders,
drying oven and a number of traveling air hoists. The tracks
in the paint shop are provided with a crossover to facilitate
the movement of cars in and out, and heavy fire doors are
installed between all departments. A valuable feature of the
i-lcftric express cars is a special box in the vestibule which
has a hinged cover held in place horizontally by chains when
the box is unlocked. This serves as a desk for the conductor,
who would otherwise be somewhat at a loss to handle his
papers.
a special contrivance in use iii the paint shop li an
arrangement for securing light at any point where it is
needed in concentrated form. Two 5-lamp circuits of incan-
descent lamps are mounted at the bottom of a rod about 15
feet long, which can be hung by two hooks across the trolley
wire and across a special overhead ground wire, run through
the paint shop. The two circuits are controlled by a special
snap switch on the pole, and the device can be taken any-
where without the least trouble from dangling wires or the
annoyance of disconnecting and connecting circuits.
ELECTRICITY AT JAMESTOWN EXPOSITION.
Electric illuminating effects have now become one of the
most important attractions at large expositions, and this will
be still further exemplified in the illuminating effects which
are being planned for the Jamestown exposition. The princl
pal lighting, as in the case of the Pan-American exposition
will be by incandescent lamps, and the illumination for the
police will be by constant-current series arc lamps. A feature
which will probably attract a great deal of attention will be
the illumination furnished by a large number of searchlights
on land and searchlights on the large fleet which will be
assembled in Hampton Roads. No doubt this will be a great
attraction.
All the current necessary for operating the motors which
will be distributed throughout the grounds for running ex-
hibits, and current for the lighting, will be furnished by Curtis
steam turbines located in the power house of the Xorfolk
Railway & Light Company, which is about seven miles from
the exposition grounds. The current will be transmitted from
there by the high tension over a model transmission line from
the power house to the transformer station, which will form
one of the exhibils in Machinery Hall. This substation will
be arranged on the same general plans as the high-class sub-
stations found in practice. Here will be located large air-
cooled transformers and a number of small type H trans-
formers for the general illumination, and there will also be
supplied a number of constant-current transformers for the
series arc lighting system. The direct-current service for
the grounds will be furnished by motor-generator sets of
ample capacity. The switchboard for controlling the various
circuits throughout the exposition grounds is located in a
gallery and is representative of a modern switchboard in
large central stations. The switchboard and electrical equip-
ment of the substation throughout will be furnished by the
General Electric Company, which will also supply the lamps.
SALE OF CONTROLLING INTEREST IN THE CHICAGO &
SOUTHERN TRACTiON COMPANY.
\\ '. S. Reed of Chicago, president of the Chicago & South
i 'in Traction Company, has announced that he has sold a
controlling interest in the property to a Detroit syndicate,
composed of C. J. Reilly, C. A. Black, Matthew Slush and
J. M. Mulkey, and that the company has increased its capital
stock from $^.000,000 to $5,000,000 and the bonded deW from
$2,000,000 to $5,000,000.
The company operates the Chicago Electric Traction Com-
pany, now in the hands of a receiver, Charles Henrotin, which
has a line from Sixty-third street and South Park avenue,
Chicago, to Morgan Park, Blue Island, West Harvey and
Harvey. The Chicago & Southern also has a line from Harvej
south to Kankakee, 111., which is now in operation as far as
Crete. Between Crete and Kankakee the track is laid and
the overhead work is completed, and it is expected to begin
operation in about six weeks. With the increased capital
Stock and bonds it is the intention to extend from tin- present
main line to several points outside the southern limits of
Chicago anil also to extend the line to Lafayette, Ind.. con
necting there with the Indiana and Ohio systems. Two sub-
sidiary companies were incorporated last year to build ii
extensions, the Chicago Blue Island & Joliet Traction Com-
pany to build lo Joliet. ill., and the Chicago Kankakee La-
tayette &• Southeastern Railway i" build the line i" Kankakee.
526
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 16.
DISCUSSION ON "DEPRECIATION" BEFORE THE AC-
COUNTANTS' ASSOCIATION.*
The president, W. B. Brockway, announced that the pur-
pose of the concluding session of. the American Street and
Interurban Railway Accountants' Association at Columbus was
to give the accountants of American street railways a better
idea of the meaning of "Depreciation." He said the executive
committee believed the peculiar opinion held regarding "De-
preciation" was that depreciation was right in principle, but
the longer its consideration could be postponed the better.
This had raised a feeling in the minds of street railway men
that they were criminally neglecting the subject, and has also
raised a spirit of antagonism in the mind and action of the
public because it had assumed the railways to be in very much
better condition and making far more money than they really
were. The companies seemed to have gone upon the principle
that so long as they deferred the question of "Depreciation"
just so long could the companies pay 10 per cent in dividends
instead of perhaps 5. or 5 per cent instead of nothing at all.
The chair then introduced Mr. R. X. YVallis, treasurer Fitch-
burg & Leominster Street Railway, Fitchburg. Mass., who
read the following paper:
Depreciation as Applicable to Electric Railways.
BY R. N. WALLIS.
Accounting recognizes three methods of treating deprecia-
tion. The first provides, by an annually increasing fund or
account or a periodical charge, an amount to represent the
decrease in value which cannot be met by ordinary mainte-
nance. The second assumes that, by including betterment
charges as expense, values will be kept in correct proportion.
The third ignores the presence or possibility of a deteriora-
tion which the ordinary maintenance expense does not cover.
Factories and similar undertakings most commonly adopt the
first; American railroads the second; while street and electric
railways — particularly in America — have been quite prone to
follow the third. This is not strange, since the history of
accounting shows that in the development period of an indus-
try, when all is new, when the life of apparatus is unknown,
when funds are enthusiastically tossed into the property
without investigation, little attention is ever given to depre-
ciation. As the industry settles on a firm basis, however, the
need for a proper settlement of the problem appears.
Roughly, 15 years of electric railroading have passed,
during which time — in this country — there has obtained very
little practice of accounting for depreciation as such. Some
few roads have established funds or accounts to provide for it.
Some are charging betterments against income to a greater or
less extent. Some have "charged off for depreciation" through
the profit and loss account. Undoubtedly a considerable
proportion of the older undertakings have already, consciously
or unconsciously, looked to the future in this matter and
have so ordered their finances as to be on a safe basis when
they come face to face with the problem; many of more recent
beginnings will do so as they grow older. Not to have estab-
lished a fund or a bookkeeping account for depreciation does
not necessarily mean that no provision has been made.
Whether or not the industry needs — as manufacturers
do — to establish some practice, within reasonably elastic
limits, of allowing in its accounting for this ultra wear and
tear is a question for debate. Our brethren across the water
almost universally consider a fund or account providing for
renewals a necessity. This subject was discussed in 1904
at the International Tramways Union, comprising many Euro-
pean companies. The replies to questions indicate that prac-
tically all anticipate depreciation by annual payments to a
fund (the most common method) or charges to an account.
Of 41 companies replying only 2 expressed the slightest
doubt of the necessity of providing renewal funds. Of the 39
M. Haselmann found that 22 gave sufficiently complete replies
to admit of classification as to their methods of maintaining
a fund. Twelve turned annually into a renewal account or
fund certain percentages of the cost of installation, varying
as follows:
For tracks, etc from 1 to 10 per cent
For line construction from 1 to 8 per cent
For rolling stock from 1.25 to 10 per cent
For power station equipment from 2.5 to 10 per cent
Six companies based the percentage upon the capital
invested, varying from 1.5 per cent to 3.5 per cent, while four
•Abstract of the proceedings of the executive session of the
American Street and Interurban Railway Accountants' Association,
Columbus, O., October 18, 1906.
companies took as a basis the gross receipts, varying from 5
per cent to 10 per cent. After a careful study of practices,
M Haselmann, quite tentatively, suggested that the following
percentages of first cost value be set aside annually as a
renewal fund:
Rails, ties, switches, crossings, etc 1.9 per cent
Poles (presumably iron) 1.0 per cent
Wires, feeders, etc 4.0 per cent
Cars 1.7 per cent
Engines, generators, batteries, etc 4.0 per cent
After some discussion, during which it appeared that the
German association was studying the question of standard
percentages, it was decided to await action until another con-
vention and secure the benefit of the studies of that associa-
tion. Since then the latter body has abandoned the attempt
to fix any uniform percentage, holding that dissimilarity of
the undertakings precludes any definite action. The English
association has reached much the same conclusion.
At the last meeting of the Municipal Tramways Associa-
tion of Great Britain in 1902 Mr. James Dalrymple, in his
report on a standard classification of accounts, suggested de-
preciation credits to asset accounts, aggregating 18 per cent of
the gross expense or 13 per cent of the gross receipts. The
details were as follows:
Per car-mile Percentage of
(in pence). cost value.
Permanent way ....
Electrical equipment of line 30 4
Ground ....
Buildings and fixtures 17
Power station and substation plant 35 6
Workshop tools and sundrv plant 035 2
Cars 23 8
Electrical equipment of cars 23 8
Miscellaneous equipment 02 5
Office furniture 008 16
The latest schedule from Mr. Dalrymple does not mate-
rially differ, although he has added $2,182 per mile of track
for its renewals. Against the amounts so credited to asset
accounts all large renewals would be charged.
In the discussion which follow-ed the report the question
of depreciation rates was declared out of order and it is im-
possible to determine the sentiment of the others present.
There was some disposition shown, however, to criticize the
rates, though there was no dissension from his view of the
need of depreciation accounts, discussion on that subject being
in order.
The fixing of exact rates must be regarded as impossible.
What holds in one climate or in one class of construction, or
under one frequency of service, or under one management, or
under one policy regarding repairs, does not in another. Each
company must settle that problem for itself after careful study
of its circumstances.
That the foreign practice is to establish a renewal fund
or account does not prove that it is necessary for American
companies. This method contemplates the growth of a fund
or account large enough to care for any heavy renewals, such
renewals to be paid from the fund or charges to the account,
the amount received for worn-out materials being credited.
The amount or percentage to be set aside annually should,
strictly speaking, be large enough to provide for supplanting
patented devices on account of new inventions and other such
contingencies.
Now if all the track or line or cars are to be replaced at
one time, obviously it becomes necessary to provide through
a series of years for the payment. If, however, an equal
proportion of the renewals is made each year, then deprecia-
tion is provided for automatically. Somewhere between these
two limits lie the actual facts of our industry. Depreciation
of power plant in many roads or other forms of investment
concentrated in one or two parcels may well be considered
separately, since the ultimate determination of life means
wiping out the whole of that part of the investment. Part
cannot be replaced each year.
A balance sheet should be a statement of fact. Theoretic-
ally it should show the exact state of the investment at the
time it is issued. Any method that contributes to this condi-
tion may rightfully be adopted: anything which causes mis-
representation should be rejected. The ideal balance sheet
puts in figures the actual value, at the time of its casting, of
each item it contains. Tracks, line construction, cars installed
today and in constant use are not as valuable after a year's
wear. Theoretically their actual value at the end of the year
should be set down. Hence a reduction should be made either
by reducing the amount of the asset accounts, by offsetting on
the liabilities side an account or accounts which shall provide
for this reduction in value or by payment from the earnings
to a fund to keep pace with this depreciation. In the last two
cases this account or fund should care for the amount spent
for replacing when the old shall have worn out and this
replacing should be charged to such account or fund and not
to expense.
April 20, 1907.
ELECTRIC RAILWAY REVIEW
.-,1-7
A reserve account has this superiority over a reserve fund
in providing for depreciation — that stockholders may consider
the fund which exists in cash or securities as an actual profit
or asset, whereas it merely represents a loss or something
which is gone. As a liability the reserve account represents
exactly what it should. Whatever, if any, accounting for
deterioration is adopted, the rate shouiu be subject to frequent
revision as to its accuracy, the most accurate way being by
revaluation of assets.
In fact, however, the method in the electric railway has
been more often to charge down such asset accounts as are
subject to depreciation according to the profit — if good, a
large charge: if little, a small charge; if the profits are none,
no charge. This is a haphazard way and yields far from a
truthful balance sheet, the accounts representing neither cost,
actual value, nor a reasonable depreciation charge. The only
way this may be considered fair is to make the charge smaller
in one exceptionally hard year to be offset by an extra charge
in the next year. If, however, a fair percentage of receipts
to "'charge off" be determined upon, the method of charging
to various asset accounts is questioned, as tending to confuse
and misrepresent, inasmuch as it does not show the cost
value of the various assets. Putting this to the credit of a
general reserve account is considered better. The method
suggested by Mr. James Dalrymple of Glasgow may overcome
the objection to crediting to asset accounts, namely, to show
on the report or statement the amount of the actual capital
investment, deducting what has been allowed for depreciation,
showing the net in a separate column.
Again, in the railway business there are indications that
the surplus account is built up or kept at a high level in many
cases through the failure to write off sufficiently from the
capital value, or failure to keep the capital value at a proper
figure by charging betterments to expense or against net
income. This, of course, cannot last without introduction of
new capital with resulting fictitious balance sheets. That this
tendency is fast decreasing is evidenced by the discussion
which the general question is evoking from our managers and
accountants.
Experience in other industries suggests that, except small
roads, railways may properly charge renewals to expense —
with proper allowance for value of the replaced — in such de-
partments as need a steady replacement from year to year
l such as tracks, poles, wires, cars) ; while in departments
which require replacement only occasionally (such as engines,
generators, boilers, buildings), a depreciation charge should
be made. On very small roads obviously the renewal of two
or three cars in one year would cause a serious drain on net
income, and should not be provided for in any one year.
There is more need, therefore, for depreciation reserve or
fund with the small road than the large.
The practice of having big power station units requires
more attention to depreciation of machinery on all roads than
would be necessary if the units were small. It is undoubtedly
the first department to receive consideration in deciding where
to begin with depreciation.
A new corporation has more need of meeting depreciation
than one well established. In its first years the wear and tear
is going on with very little or no expense for repairs or
renewals. As it becomes well established, the expenditures
for repairs and renewals become more nearly equal from
year to year, and, by applying proper amounts, both repairs
and deterioration may be provided for by the actual expendi-
tures.
In case depreciation has been ignored until expenditures
must be made for some large renewal, there may be estab-
lished a suspense account which should then be reduced as
rapidly as possible. This method, while legitimate, should not
be used unless necessary, since manifestly it treats unfairly
owners or stockholders before and after the establishment of
the account, to the advantage of those before and to the dis-
advantage of those after.
If any other individual or corporation is financially inter-
ested in the cost of anything produced by the electric railway,
for example, a concern buying power, the price determined
should certainly allow a reasonable amount for deterioration.
The public should allow sufficient rates for a fair return
upon the investment and enough over to maintain an ample
surplus alter keeping the asset accounts, by depreciation or
otherwise, at a figure equal to the value of the assets they
represent. Any corporation selling groceries, or one manu-
facturing clothing, for example, may do this without question,
but through some peculiarity of the public mind a public
service corporation which succeeds in doing it is regarded as
luxuriously rich. The public altitude only too common toward
electric railways is to demand more than it is willing to pay
for. Clearly this leads to poor service ;is well ;is loss for the
many investors, owners of the corporation. Electric railway
officials have been too prone to bend to this attitude of the
public without attempt to show it the unreasonableness of its
position. We should use more care to give the people the
exact facts to enable them to see the truth. The public is
reasonable if it understands. Any audit or appraisal to be
just must allow a fully reasonable amount for depreciation
of property as shown by its actual value. This should be done
regardless of what policy the company may have pursued with
reference to depreciation.
A fund to meet the loss resulting from a suspension of
privileges of a short time franchise should be independent of
any depreciation fund or account. For this purpose a sinking
fund of actual cash or securities should be established, suffi-
cient payments being made to it to secure the return of their
investment to the stock and bond holders at the termination
of the franchise.
The question of appreciation must also be considered.
The authorities on accounting regard it as inadvisable to
appreciate because of increase in the value of assets. "Mark-
ing up" assets is sufficiently rare as to be almost disreputable.
The failure to consider depreciation in the electric railway
business would have caused worse results had not the value
of nearly all the materials it uses increased in value. For
instance a modern car fully equipped, built five or six years
ago, is worth as much today, despite wear and tear, as when
.it was bought. And so with other items. The reason account-
ing authorities discourage taking advantage of appreciation
is that fluctuation of prices may wipe out the appreciation.
If it has been allowed for, when prices fall the resulting loss
must be charged off; if it is not allowed for, it stands as an
actual surplus — a "hidden profit."
Discussion.
The chair then announced as the subject for discussion :
"Does the maintenance of an electric railway at a high
standard of efficiency eliminate the necessity of a charge for
depreciation?"
C. N. Duffy (Milwaukee Electric Railway & Light l in-
quired whether "maintenance" as used in this question
included "replacement" or "renewal."
Mr. Wallis said that in his opinion it did not.
Mr. Neal (Boston Elevated) said he construed the ques-
tion to include the matter of keeping up the property, whether
it had been depreciating seven or eight years or not, and
perhaps exclude an item like the replacement of a large engine
by one of a different character, etc. He would construe
"maintenance" very much more broadly and say that unless
there is a difference in the value and character of the equip-
ment everything is maintenance. He considered that to keep
a high standard of efficiency it was necessary to renew the
materials and different parts, and believed that "maintenance"
should be considered in a broad sense, although excluding
actual betterments.
F. R. Henry (United Railways of St. Louis) said he be-
lieved that if maintenance charges covered all renewals there
would be no need for a depreciation fund, but maintenance
as generally understood did not include a charge for replace-
ment and that no matter how efficiently the property was
maintained it would be necessary to provide a reserve for
depreciation. His company had such a fund to provide for
renewals and replacement and to enable it to proportion the
cost properly. He considered that a replacement or deprecia-
tion fund was necessary in order that the books should show
the actual statement of the business and that it was not fair
to the stockholders or to the public to make two statements,
one for stockholders which showed no depreciation and a
second one for the taxing bodies wherein depreciation was
shown. Mr. Henry cited the practice that generally obtained
among street railways of capitalizing the cost of reconstruc-
tion and said he believed that there must be an end to Ibis
continuous capitalization of expenditures to take care of the
depreciation of the property, and that the conservative man
agement of the future would require that a reasonable charge
for depreciation be made. In his opinion the depreciation
charge should be set up monthly and based on a percentage
of the gross earnings, as thereby each month and year would
be charged with the proportion of this reserve which it could
best stand.
W. l'\ Mam (Washington Electric Railway & Light Com-
pany) said he could argue the question from only one stand-
528
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 16.
point. He considered that maintaining the property at its
highest efficiency meant to spend upon the property all that
could be spent in keeping it up to the best standard known
to the art. At the end of 10 years there would not have been
spent upon the property, assuming it to have been new to
begin with, an amount representing the actual deterioration.
Such an amount could not be spent because the property was
not worn out. At any period there would exist as a liability
the value of the wear or reduced life which had resulted from
the use of the property and which could not be replaced by
maintenance, and for the purpose of meeting this liability a
depreciation fund should be provided. Mr. Ham distinguished
between the physical property and the value of the franchise
and believed it would be desirable to keep these two assets
separate on the books.
John I. Beggs (Milwaukee Electric Railway & Light Com-
panj and United Railways of St. Louis) addressed the con-
vention and gave some account of the policy which had been
followed by him since his connection with the street railways
of Milwaukee and St. Louis. He indorsed the position taken
by Mr. Ham. Mr. Beggs said that the method followed by him
in creating a reserve fund charged against earnings was not
popular with the financiers or managers because it did not
p< rniit a good showing of earnings to be made, at least in the
first few years. Many persons were in the electric railway
business not with the intention of keeping the properties as
permanent investments, but for the purpose of making a good
showing from operation and then unloading. To do this to
advantage it is necessary to show earning capacity, as the
larger the earning capacity the more profit the promoter could
make. He agreed with Mr. Ham as to the need of providing
for the wear that commences with the first turn of the wheel
over the rail and which was imperceptible at first and might
continue to be imperceptible for several years. Mr. Beggs
said further that in making replacements he had not added
anything to the capital accounts and consequently had suc-
ceeded in getting rid of some of the water, which had been
injected into these properties in their early days, by a process
of gradual evaporation. He cited as an example the replacing
' of single-truck cars by double-truck cars in Milwaukee. The
modern cars he considered worth three times as much for
transportation purposes as the old cars, but the cost of the
large car was very little more than the original cost of the
old single-truck car. In answer to a question by Mr. Duffy
Mr. Beggs said that if "replacements" or "renewals" were
construed as "maintenance" or "up-keep" of the property there
was no need of a further allowance for depreciation, and that
he did not consider that the up-keep of the property required
an independent open account on the books, such as appeared
on the books of his companies. Continuing. Mr. Beggs men-
tioned the need of an amortization fund which he said should
not be confused with the up-keep of the property.
Mr. Ham asked what Mr. Duffy meant by "providing" for
maintenance, to which Mr. Duffy replied that if track and
' equipment were maintained by the replacing or supplanting
of worn-out portions the mere physical performance of having
replaced, or restored, or substituted, kept the property good
and there was no necessity for any further provision for the
depreciation of the tangible property.
Mr. Ham stated that he believed Mr. Beggs had mis-
understood Mr. Duffy's question because Mr. Beggs had said
first that in the case of a new property it was absolutely
impossible to make sufficient expenditures on account of
maintenance to equal the deterioration that accrued, and
that upon Mr. Duffy's putting the question in a different
form Mr. Beggs had said that if the property is maintained
it is not necessary to provide for depreciation.
Mr. Duffy replied that if property was replaced or
restored at the end of a given period when worn out then
that kind of maintenance of it had removed the necessity
for depreciation.
Mr. Neal read a letter from H. L. Wilson, auditor of
the Boston Elevated Railway Company, as follows:
Xo matter how well property is kept up there must be
a certain lessening of value going on all the time. Of
course the better the property is maintained the less rapidly
does this loss occur. The equipment that is well taken care
of may be used for a much longer period and if disposed
of will realize a much better price.
Some roads need a depreciation account more than
others. Those that need it most are those that have taken
the poorest care of their equipment.
I have in mind two large cities, in one of which the
equipment, is kept up to a high degree of efficiency; in the
other some of the equipment has been abused by both the
public and the company's employes. The first one has not
only kept its property in excellent condition, but has laid
by something for depreciation; the second one has done
neither. Both pay dividends; the first earns them and a
little more; the second is running up a nice deficit, as the
rate of dividend is guaranteed. One is honestly capitalized
and has charged its expenses conservatively, the other is
well irrigated and has treated expenses in a very liberal
manner. It will be very hard to make both managements
look at this question of depreciation in the same light.
Take a new company that starts out with everything
new; for the first year the maintenance expenses are very
light, everything is in excellent condition, but there is cer-
tainly a depreciation going on, and it is during this time
thai a certain sum should be set aside. This is desirable
for several reasons. An important one is that the owners
may get an inflated idea of what a success the road is from
the showing of net earnings, and later on when the expenses
begin to run up may be disappointed. Naturally, a new
road should increase its business as time goes along, and
the management might say that in this way the maintenance
charges can be provided for. This may be partially true,
but. if the business increases, the amount of equipment
must increase, and the wear and tear on the property will
be greater.
Suppose during the first 10 years a substantial sum is
set aside for depreciation, the road prospers and all its
property is kept up to a high degree of perfection, and after
the 10 years it is able to pay for all renewals and sub-
stitutions out of earnings; in a case of this kind the de-
preciation charges might stop and the sum already pro-
vided be allowed to remain as it stands.
Unfortunately we cannot always start with a new
proposition, and the question is what can we do with the
older companies who have never provided for the day of
reckoning. The larger part of such companies have made
no provisions for the rainy day, and too many of them
have suddenly realized that they were in a precarious con-
dition and did not know which way to turn for assistance.
Several have reorganized or scaled down their stock, and
others ought to have done so. but they hope they may
weather the gale and are struggling along.
The impression that was prevalent a short time ago
that an electric railway could not help but be a paying
investment anywhere, has proved in many instances to be
a mistaken idea, and in practically all instances the busi-
ness must be handled in the same way that any manufactur-
ing plant must be treated. Years of practice have shown
thai organizations of this latter kind that have not charged
off a depreciation, but have been satisfied to keep their
equipment in good repair, have finally got into difficulties,
and there is no reason to think that electric railways can
escape a similar fate.
There is another way that a certain amount of deprecia-
tion may be provided for other than to take out a sum from
earnings from time to time and transfer to an account with
this title, and that is by charging out direct to expenses the
total cost of new equipment purchased to take the place of
that disposed of or the cost of reconstruction where the
cost of new property exceeds the cost of that which it
replaces. I think in most cases where new property costs
more than that which it replaces cost when it was new, it
has been the practice to capitalize the excess cost.
In fact, there are many instances where betterments
are charged that exist only for the reason that it is
desired to make a good showing. I know of one instance
where cars were rebuilt and 90 per cent of the amount
expended was charged to equipment and 10 per cent to
operation. If these charges had been reversed it would
have been only a fair division, and it would have been
perfectly proper to have charged the entire expense to
operation.
There is another company (not a railway company)
that makes a very fine showing each year by charging
April 20, 1907.
ELECTRIC RAILWAY REVIEW
529
replacements at cost and crediting what is removed at
second-hand value. Thus they show a small operating ex-
pense, and then they turn about and charge out a fairlj
liberal sum to a depreciation account. This makes a very
handsome report, and they point with pride to the liberal
fund they have created.
Mr. Xeal said that this letter showed that Mr. Wilson be-
lieved in the establishment of a depreciation fund no matter
how great the state of efficiency secured by maintenance.
As an example he took a case where it is assumed that the
entire equipment of a road is eliminated in 10 years and
that the policy is adopted of renewing one-tenth of that road
every year. There would be one piece of road that was
brand new. another that was nine years old. another eight, etc.
If at any time the actual condition be computed the road
would be found to have bul 55 per cent of its new value.
He considered that without question something more than a
high degree of maintenance was necessary to provide for
the other 4.". per cent of the physical property. Each item
of equipment or construction had a different life in service
and it required good judgment in making estimates of life
for different kinds of equipment.
A. H. Ford I Ford. Bacon & Davis) said that he wished
to congratulate the Accountants' association in taking up
the question of depreciation, which was one that had been
begged from the beginning. Financiers would not discuss
it because a reserve for depreciation might and in many
cases would interfere with dividends. He considered that
the statements such as those made by Mr. Beggs were of
the kind needed to secure proper action by those who had
to decide concerning depreciation. The statements of the
properties with which he was. connected showed mainte-
nance charges equal to about 10 per cent of the gross earn-
ings. This charge was not sufficient to provide for renewals
and the properties were wearing out, and the time would
come when the present physical equipment would have to
be replaced.
Mr. Edwards (New York Edison Company) at the
request of the chair gave a summary of the method followed
by his company in providing for depreciation. He said
that when the subject was first taken up it soon grew
beyond any preconceived ideas. After the management had
had some years' experience and had made comparative
records, it was found that the electric lighting properties
were disappearing. The ordinary wear and tear incident to
the electric lighting business was but a portion of the
decrease in value. The important thing in the electric light-
ing business Mr. Edwards designated as "supersessioual de-
preciation:" that is, the depreciation in value which comes
from the necessity of superseding unexhausted machinery
by new and improved types. Mr. Edwards stated that since
lie had been connected with electric lighting work he had
six different systems thrown on the scrap heap. He
believed that when renewals exceed in value the things
renewed the excess should be charged to capital account,
because the capital account should show the facts, and an
increase in value was as much a fact as a decrease in value
would be. He indorsed the policy of providing reserve funds
to care for damages, fire losses, etc. Mr. Edwards said that
his company did not use the word "maintenance." as it was
believed that the term "repair and renewal" was more ex-
pressive. He urged the need of including depreciation in
the statements of corporations. A statement in which de-
preciation is neglected invites agitation to secure a reduc-
tion in rates charged for the service rendered, because
state legislatures and Other rate regulating bodies take the
position that the company is earning too much money; and
in some instances it had been found that they object to
admitting the propriety of a charge for depreciation that
has not been shown in the regular statements of tin- liusi-
nesfl
Mr. Edwards stated thai his company charged to ope'ral
ing expenses one cent per kilowatt-hour for a reserve fund.
The debit was made to "Contingent Expense" account and
the credit to "Contingency and Renewal" account. This
one cent per kilowatt-hour was the result of experience and
was intended to include damages such as might be incident
to an earthquake or a great conflagration, ordinary wear
and tear, and supersessional depreciation; therefore, the
term "contingency and renewal" was used as being broader
than maintenance or depreciation.
H. J. Davies (Cleveland Electric Railway I stated that
his company had had to confront two propositions at the
same time. The first was a suggestion from Mayor John-
son that the company name a price at which the Cleveland
Electric Railway would lease or sell its property to a hold-
ing company until the time came when the laws of Ohio
should authorize municipalities to own and operate street
railways; the price to be the present value of the physical
property and the estimated worth of its future net earnings
during the life of its franchises. The second was an in-
vestigation of the property by a committee of the Cleveland
chamber of commerce to ascertain what it had cost in the
past to carry passengers, and at what rate the present com-
pany could afford to carry passengers in consideration of a
2D or L'.". \ear franchise grant. Mr. Davies said that condi-
tions as to street and interurban railway investments in
Ohio were very serious. A number of interurban companies
had been placed in the hands of receivers — some of them
more than once — and others would follow the same course
to the disappointment of investors. These financial
troubles were because of the failure to provide for renewal
of the property as it wore out. making it necessary to assess
stockholders or sell bonds when the time for renewal came.
In cities where the fare had been five cents or thereabouts,
managers and directors of companies, with a view rather
to the effect of their reports upon the stock market than
to the preservation of their properties, had put out state-
ments showing operating expenses to be about 50 per cent
of gross earnings, from which the public could easily and
logically argue that since a company was making 'l\i> cents
profit per passenger it could afford to carry passengers for
:> cents. Mr. Davies quoted extracts from his last report
to the president of his company as follows:
DEPRECIATION OR RENEWAL RESERVES.
Track Depreciation. — Following the suggestion made in
my last annual report, a charge has been made each month
to expense, and a corresponding credit to a number of
reserve accounts, which we have called "Depreciation Re-
serves." for wear and tear of track, equipment, etc.. in
addition to the ordinary repair charges. The rule of the
Street Railway Accountants' Association, as expressed in
the Standard Classification of Operating Expense Accounts
1 1 re >\ id. -s i hat all expenditures for repairs and renewals shall
be charged to maintenance (expense) accounts. This rule,
if not incorrectly expressed, is likely to be misinterpreted
and misapplied. The rule should provide that there be
charged to expense all expenditures for repairs as dis-
tinguished from renewals, and, in addition, each month. In
waj "I reserve, a sum large enough to take care of or pro-
vide for the wear of the month, this sum to be such a
proportion or percentage of the cost of renewal as the
month hears to the probable life of the property; so thai
when a piece of track or equipment is entirely worn out
and replacement must be made, a reserve sufficient to pay
for the replacement will appear on the books. The reserve
and the value of the property ought to equal at any time the
cost of replacement. It would be still more accurate and
scientific to charge to maintenance expense a certain sum
per car-mile run in each month, large enough to cover both
ordinary maintenance charges and the month's proportion
of the probable cost of renewals, crediting this sum to a
"Renewal Reserve" account.
To follow strictly the rule of the association would
require that the cost of renewals be charged to expense in
the year or month in which the renewals are made, throwing
an abnormal burden on the summer months, when track-
laying is done, whereas the wear on the track is as great per
Car-mile run In the winter months as in summer. If. instead
Of Charging t ho cost of renewal to expense at the time the
expenditures are made, the cost be spread ovei
future months or \ears. as was our custom until recently,
530
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 16.
the subsequent periods will show a much larger maintenance
expense than the period immediately following construc-
tion. The first few years after construction, if no charge
is made for renewal, will show very low maintenance cost;
the first few years after renewal, if the cost of renewals
is made and spread over a term of years, will show very
high cost of maintenance. This method of accounting has
deceived stockholders and the public as to the earnings of
street railway companies, and as to the cost of carrying
passengers. Xo provision having been made in the early
years of operation for renewal reserves or funds, the owners
of street railway properties have had to provide additional
capital for renewals; and this had led in many cases to over-
capitalization. And this process of renewing from new capi-
tal has been repeated by some companies several times.
Provisions should be made from the current earnings
of the company for depreciation of its property by reason
of wear for depreciation by reason of progress and improve-
ments in the arts of manufacture and in methods of opera-
tion, and for decrease in the value of franchises due to
lapse of time. There is less excuse for neglecting this
provision on the part of companies possessing short-time
franchises than on the part of those, like the Xew York and
Pennsylvania companies, that have franchises running for
99 or 999 years. But I know of no railway company in the
country that is making adequate provisions for this de-
terioration and depreciation.
Depreciation of Cars. — We own 876 passenger cars. If
they were all of our new convertible type, we might be
able to do the present business with 800. Eight hundred
convertible cars, with trucks, motors, air brakes and other
accessories, would cost us now, new, nearly four million
dollars. Their life would probably not exceed 10 years.
To provide funds for 800 new cars when these wear out, we
should, therefore, charge to expense, in addition to expendi-
tures for ordinary maintenance, or, at least,' should deduct
from income in some way and put in a renewal reserve for
cars and motors, nearly $400,000 per year. As before stated,
we charged off $20,000 for this purpose last year.
Our total depreciation charges amounted to 1.24 per
cent of our capitalization of $31,426,000; to 2.6 per cent of
$15,000,000, Mayor Johnson's estimate of the cost of repro-
ducing the entire property.
Mr. Davies said that 2.6 per cent on this valuation
would indicate a life of between 30 and 40 years, which
was a ridiculously long estimate.
Mr. Davies discussed two methods in the accounting of
depreciation for wear and tear and for renewal of ma-
chinery or other property that had been worn out by use
or had become obsolete. One of these was to set aside from
earnings a fund for renewal or replacement, and the other
was to put aside nothing for this purpose, but to divide all
surplus earnings among stockholders and then put up new
capital for the reconstruction of the plant. If in the case
of a street railway with a short-term franchise the latter
method had been followed and within the life of its fran-
chise the company had earned good dividends and had also
returned to the stockholders the entire amount of their
investments less the value of the physical property, at the
end of the term the company ought not to expect the public to
be eager to make a new contract under which the company
might earn good dividends not only upon the cost of a new
plant but also upon the cost of the worn-out plant, in addi-
tion to getting back the cost of the new plant from year
to year as it depreciated. He considered that it was not
fair to the public to renew the plant by the investment of
new capital and to expect to earn dividends upon double
capital, unless there has been a failure to earn upon the
original investment. Also, it was not fair to one manage-
ment to charge to maintenance the cost of renewing a
plant which had been worn out or partially worn out by
another management which had not provided for renewals.
Mr. Davies considered the better plan to be to provide
from curreut earnings for renewals that must be made
within the life of the company's franchise. While renewal
charges probably should be less in the earlier years than
in the later years, because the business was less, a renewal
charge proportional to the work done by the plant should
be made. He considered that the charging of depreciation
to expense was in accordance with the standard classifica-
tion of expense accounts recommended by the association,
and drew an analogy between the method followed by most
companies in creating accident reserves by charges to ex-
pense account No. 33 l Damages). He believed that a charge
to provide for repairs and renewals based on a unit of
service or output — the car-mile, the car-hour or the kilowatt-
hour, for instance — was better than a charge based on the
inventory of value and the estimated life. According to the
classification of accounts recommended by the association
there should be charged to maintenance each month the cost
per unit, not alone of keeping the track and cars in running
order, but also the cost of renewing track and equipment,
the amount so charged to maintenance accounts to be cred-
ited to a depreciation reserve. All expense of ordinary
repair and renewals should be charged to the depreciation
or reserve account, the balance to the credit of the account
representing all that portion of the property that had disap-
peared by wear or rust or otherwise. That balance of the
depreciation reserve account and the value of the property
at any time should equal the original capital cost. Mr.
Davies suggested, in lieu of this, that ordinary repairs
might be charged to the appropriate expense accounts and
then enough additional charged to these accounts to bring
them up to the several sums per unit which had been
determined to be the cost of repairs and renewals, deprecia-
tion being then one of the subdivisions of each maintenance
account.
Mr. Wallis spoke of the effect of the Massachusetts law
which required that the railroad commissioners fix a price,
in their opinion the market value of the stock, at which
new stock might be issued, and suggested that in case a
company in this way sold stock at a premium of $40 or $50
a share, this premium could be used to provide for depre-
ciation.
Mr. Davies called attention to two recent publications
on depreciation, references to which he desired to have
included in the record. These were a paper by G. W. Bissell,
professor of mechanical engineering, Iowa State College, on
"The Depreciation of Electrical Properties," read before the
Iowa Electrical Association and published in the Electrical
Age for June, 1906, and an editorial in the Electric Railway
Review for August, 1906.
C. L. S. Tingley (American Railways Company) said
that the necessity for a depreciation account or reserve —
that is, some provision other than the current charge for
maintenance — is more apparent with a small property than
with one in a large city, because on the smaller road a
larger proportion of track and of equipment would reach
the limit of usefulness at the same time. He considered
it imperative that small companies provide month by month
and year by year for taking care of the contingency of
renewal when it should arrive.
After considerable discussion as to the language in
which the sense of the meeting should be recorded, the fol-
lowing resolution was adopted:
"That the maintenance of an electric railway at a high
standard of efficiency does not eliminate the necessity of a
charge for depreciation unless the word 'maintenance' is
construed to cover a sufficient charge set aside for future
replacements of depreciated property."
An especially handsome private car is now being turned
out by the Cincinnati Car Company for W. Kesley Schoepf,
president of the Indiana Columbus & Eastern Traction Com-
pany. The car will be finished in solid mahogany and will
have a combination parlor and dining-room, library, kitchen,
lavatory and observation platform, the latter to be inclosed
in glass. The car will be 60 feet long over all, 8 feet S inches
wide and 13 feet 4 inches high, and will weigh 40 tons.
It is estimated that 100,000 people visited Coney Island
last Sunday, April 14, most of them traveling over the lines
of the Brooklyn Rapid Transit Company. The regular season
at the resort will not begin until May 11, when Dreamland
and Luna Park will open.
April SO, 1907.
ELECTRIC RAILWAY REVIEW
531
ARTISTIC TROLLEY POLES IN DENVER.
The trolley poles which are used on Sixteenth street.
Denver, were designed in accordance with the ideas of the
Art Commission of the City and County of Denver. The plan
to use combination ornamental trolley and light poles was
first suggested by Robert W. Speer, mayor of Denver. His
idea was to have ornamental poles support both arc lights
and trolley wires Mr. Speer requested the art commission
Artistic Trolley Poles in Denver — Effect of New Poles.
elect iIh- inosi graceful and artistic design available
which would fill the desired purpose.
The Denver City Tramway Company removed the old
trolley poles and furnished the steel tubular poles which are
,11 concrete on the curb lines. The city furnished and
placed the outside ornamental cases and the Denver Gas &
Electric Company furnished the electric lights and win-s foi
the lights. The poles are attractive and the effect is pleas-
ing, both by night and da
For the following description and the accompanying illus-
trations, we are indebted to Henry Read, the chairman of the
art commission.
The standard trolley pole consists of an inner wrought-
iron pole with an outer cast-iron casing. This construction
was necessary because, on account of the strain of the span
wire, the Tramway company was unwilling to be responsi-
ble for a complete cast-iron standard. The strain and the
resulting curvature were carefully measured on existing
poles. The Tramway company was obliged to have the poles
set at a slight angle and these conditions compelled the use
of a more cumbersome casing than was at first contemplated.
All inner poles were of the same height, but heavier poles
were used at street intersections to provide for the addi-
tional strain at the curves. The following are the specifica-
tions for the two styles of poles:
Street intersection poles — One piece 8-inch extra heavy, 21 feet
long; one piece 7-inch extra heavy. 12 feet long, swedged 24
inches at joint; one piece fi-inch standard. 5 feet long, swedged 36
inches at joint.
Inner poles— One piece 7-inch extra heavy, 21 feet long; one
pii e 6-inch extra heavy. 11 feet long, swedged 24 inches at joint;
one-piece 5-inch standard. 5 feet long, swedged 36 inches at joint.
The third section in each case is designed for the double
purpose of providing a receptacle over which the casting that
supports the wire can slip, and for reinforcing the pole down
far enough to permit the insertion of eye-bolts through the
double thickness at a point 21 feet from the sidewalk for a
straight line span wire. The other point of attachment for
wires on curves, etc., is 24 feet from the sidewalk and this
attachment passes through the double thickness.
The inside poles are set in the ground 7 feet below the
sidewalk and the others are set 6 feet below the sidewalk.
I
■r-76L~ -90- — -90'-~ ~-90'--~-76'-~-90'--T-9o'-~±-90--:~-76'-~
=n ^=)P=n n=iF=n if
Artistic Trolley Poles in Denver — Showing Location of Poles on
Street.
The manner in which the standards were set is shown in
the accompanying plan. Eight standards in each block are
set on the curb, and those which are placed at street inter-
sections are 2 feet outside of the lot line of the transverse
streets. The blocks are 286 feet in length, including 16-foot
alleys. The streets, including the sidewalks, are 80 feet In
width. Multiple alternating-current enclosed arc lights are
used. Only the outer light is used, so that a single line of
lights is presented. No other poles are used now on Six-
teenth street in Denver. The installation has been entirely
successful.
ELECTRIFICATION ON THE LONG ISLAND RAILROAD.
In the annual report of the Long Island Railroad Com-
pany for 1906. the president, Ralph Peters, refers as follows
to the progress of improvements and electrification:
The section of your line between Springfield Junction and
Valley Stream was electrified, thus completing a loop service
from the Par Rockaway branch to the Old Southern road,
which is the short line between Jamaica and Springfield Junc-
tion. This makes a total of about 100 miles of single track
now operated by electric third rail. Its workings during the
year have been very successful and the service has been
reliable and efficient in every respect; and, while it has not
yet been economical, owing to the fact that your power is not
fully employed, it has materially increased your passenger
traffic.
Plans are being prepared for the electrification of your
lines from Long Island City to Port Washington and to
Whitestone Landing; and as soon as the tunnels under the
Bast river are completed, your lines will be electrified to
Jamaica and to Woodhaven Junction, via the Glendale cutoff, a
connection between the main line of your company, the
Montauk division and the Rockaway Beach division. Plans
are also being made for an enlarged terminal at Jamaica,
where the change from steam to electric locomotives will
be made.
The Long Island Consolidated Electrical Company has
532
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 16.
completed the acquisition of a one-half interest in the New
York & Long Island Traction Company and in the Long
Island Electric Railway Company, and has also purchased
during the year the Babylon Railroad, a small line in the
village of Babylon. The company has also planned the con-
struction of a cross-island line from Huntington to Babylon
via Farmingdale and Amityville, and the necessary franchises
for this extension have been secured. It is proposed to obtain
the funds for this purpose through the sale of the electrical
companies' bonds, guaranteed by your company.
the several societies. Presentation of the John Fritz gold
medal to Alexander Graham Bell was made by Charles S.
Scott, chairman of the John Fritz medal board of award.
Dr. James Douglas, past president of the American Institute
of Mining Engineers, delivered an oration upon the subject
of "Ethics of Secret Processes in the Arts."
DEDICATION OF THE ENGINEERING SOCIETIES
BUILDING.
The building of the Engineering Societies, the gift of
Andrew Carnegie, at 29 West Twenty-ninth street. Xew York.
was dedicated during the present week. The exercises began
on Tuesday. April 16. The proceedings were opened by a
prayer by the Rev. Dr. Edward Everett Hale, chaplain of the
United States senate. Communications were read from the
president of the United States, the president of the republic
of Mexico and the governor-general of Canada. Charles F.
Scott, president of the American Institution of Electric Engi-
neers and chairman of the conference and building committee,
gave a historical address, in which he related how the gift
had been made by Mr. Carnegie and the steps which had
been taken leading to the construction of the building, which
was now for the first time turned over to the three societies —
the American Society of Mechanical Engineers, the American
Institute of Electrical Engineers and the American Institute
of Mining Engineers. On behalf of the United Engineering
Societies, which is the holding organization, E. E. Olcott.
president, accepted the building. He was followed in an
address by Mr. Carnegie, in which he referred to the good
results which were brought about by the co-operation of
societies devoted to associated lines of work. He said that
whenever men unite and try to do good, unification takes
place, but wherever they conspire against the public good they
find themselves unable to trust each other and they therefore
fail. In this he saw great hope for the future.
An oration was delivered by Dr. Arthur T. Hadley, presi-
dent of Vale University, who had chosen for his subject
"The Professional Ideals of the Twentieth Century." I,i the
course of this he said:
A serviceable public opinion can only be formed when
intelligent people, technically trained for different lines of
life, seriously try to find out how their work can be made to
meet the public needs. They are the only ones who can do
this well. If it is done by anybody else it will be done badly.
If the lawyers as a class try to keep the law in line with the
demands of intelligent public opinion we can get good law.
But if lawyers are content to see the law perverted to private
ends and judges take refuge in technical construction of
precedents without full regard to the needs of the existing
situation legislatures will step in to create a chaos of con-
flicting laws which are worse than no law at all.
If our engineers get their own minds clear and get the
public mind clear as to the political economy of the properties
intrusted to their charge and the ethics of their management
they can forestall those conflicts which now threaten to
break out at every moment. There are three professions
today which do not regard themselves as servants, but as
masters — the financier, the journalist and the politician. If
the engineer and the lawyer accept positions as servants it
is not simply a confession of inferiority, it is a dereliction
of public duty.
In the evening a joint reception was held, the receiving
parties consisting of the presidents of the three societies
and later each society held a reception in the rooms which
had been assigned to them. The entire building was open
for inspection.
On April 17 the exercises were continued, consisting of
addresses by Dr. Samuel Sheldon, president of the American
Institute of Electrical Engineers; Dr. F. R. Hutton, president
of the American Society of Mechanical Engineers; and Dr.
J. Hays Hammond, president of the American Institute of
Mining Engineers. Medals for distinguished services were
presented to Ralph W. Pope, Frederick R. Hutton and
Rossiter W. Raymond, secretaries and past secretary of
PLAN FOR SETTLEMENT OF INTERLINE ACCOUNTS.
The Central Accounting Conference has adopted a plan
for the settlement of interline freight and ticket accounts. It
is provided that settlement for all interline way-bills shall
be made by the receiving road.
In a report of the initial meeting which was held in Day-
ton, O.. on March 2. received from Mr. C. B. Baker, freight
auditor of the Western Ohio Railway Company, Lima, O..
who is secretary of the conference, it is stated that it
was thought best to use the word conference in the
title, rather than association, as the latter might be misun-
derstood and the purpose of the gatherings misconstrued.
The secretary was directed to request auditors and other ac-
counting officers of all electric lines in the territory which
were not represented at the meeting, to become members of
the conference and to attend the next meeting in Indianapolis
on June 1. It is not expected that the meetings will last longer
than one day and as they are to be held in centrally located
points the time spent in attending them will not be great.
The conferences are intended to be informal gatherings
for the purpose of interchanging thoughts on accounting
matters and to discuss the best methods of handling the ac-
counts of electric lines in the hope that a uniform method
may prevail. It is believed that many of the differences be-
tween the various lines can be adjusted to advantage through
the meetings of the conference.
The plan for settlement of interline freight accounts and
ticket accounts, which, it is expected, will be followed by all
lines wherever practicable, is as follows:
Interline Freight Accounts.
Interline billing shall cover the movement of freight and
express shipments between such points and over such lines
as may be agreed upon between the accounting departments
of the respective lines.
It is understood that when shipments covered by inter-
line billing move over more than two lines the forwarding
line shall furnish to the intermediate line or lines, daily,
copies of all way-bills moving over such lines or line.
Settlement for all interline way-bills shall be made by
the receiving line.
A report of all interline way-bills received shall be ren-
dered by the receiving line on or before the fifteenth day of
the succeeding month and shall include all way-bills received
during the month for which the report is rendered; the orig-
inal report, accompanied by a division statement showing
the apportionment of earnings between all lines interested,
shall be mailed to the forwarding line, and legible copies of
such reports and division statements shall be mailed to all
intermediate lines interested. The report and division state-
ment as rendered by the receiving line shall be accepted as a
basis for settlement and all errors or omissions shall be taken
up by correspondence with the receiving line and adjust-
ment shall be made in the succeeding month's report.
The receiving line is responsible for the collection of
proper revenue on all way-bills received and shall correct
the freight earnings on all way-bills to the basis of current
rates and divisions and should issue correction sheets to all
lines at interest, reporting the way-bill on monthly abstract
at corrected figures; but no changes may be made in the ad-
vanced charges or total prepay of any way-bill received, until
authority for the change is obtained from the forwarding
line.
If errors occur in the advanced charges or total prepay-
ment shown on way-bills, the receiving line should make a
request to the forwarding line for authority to correct and.
as soon as authority is received, issue correction sheets to all
lines at interest accordingly.
As soon as interline abstracts have been exchanged be-
tween lines for each month, and not later than the twenty-
fifth day of the succeeding month, the debtor line shall for-
April 20. 1907
ELECTRIC RAILWAY REVIEW
533
ward a voucher in favor of the creditor line for the balance
due on interline billing for Che previous month.
It is understood that the debtor line shall not wait for
any bill or notice from the creditor line before making the
voucher.
It is desirable to settle interline billing each month and
the voucher should show the month for which settlement is
made. If more than one month's interline billing is set-
tled by one voucher, the balance for each month should
be shown separately on voucher, so that the creditor line may
properly handle the amount in its accounts.
It is expected that all lines will promptly reply to all
communications relating to differences in interline abstracts.
so that adjustment of all errors may be made whenever pos-
sible in the following month's account.
Interline Ticket Accounts.
Ticket reports shall be rendered monthly covering all
ticket sales over foreign lines and the line selling tickets shall
apportion earnings to all lines at interest.
Ticket reports shall be rendered as soon after the close
of each month as possible, not later than the fifteenth day
of the succeeding month, and the reports as rendered shall
be accepted and all differences handled by correspondence
and included in the subsequent report.
As soon as ticket reports for any mouth have been ex-
changed, and not later than the twenty-fifth day of the suc-
ceeding month, the debtor line shall forward a voucher in
favor of the creditor line for the balance due on interline
tickets for the month for which the report is rendered, with-
out waiting for a bill or notice from the creditor line.
It is desirable to settle interline ticket accounts monthly.
but if more than one month is included in the voucher, the
amount for each month should be specified to enable the
creditor line to properly handle the payment.
It is understood that interline excess baggage will be
included in ticket reports and setttlements.
CLEVELAND RAILWAY DELIVERS ULTIMATUM.
The Cleveland Electric Railway Company has formally
thrown down the gantlet to Mayor Johnson and the 3-cent
fare promoters. At the meeting of the city council on Mon-
day night. April 15. the company presented a communication
signed by President H. E. Andrews by order of the board of
directors, in which it is declared that the company will cease
'>:nrating over the Central avenue and Quincy street lines
at midnight on April 23 and unless a purchaser approved by
the council takes over the fixed property on those lines be-
fore that date it will proceed forthwith to tear up its tracks.
Since January 7. when the decision of the supreme court de-
clared that the franchises on those lines had expired on March
22, 1905. the company has been operating under a temporary
agreement by which the city was to receive any surplus over
cost of operation at 3-cent fares. The company now states
that operation at 3-cent fares has resulted in a loss. The
communication to the council follows:
The operation of these lines under the temporary arrange-
ment made with the city, under which a fare of three cents
has been charged and transfers given, has not returned to
the company the cost of operation, taxes and depreciation.
but has subjected, and is now subjecting, the company to an
actual loss in operation. This being the situation, the com-
pany cannot longer consent to operate upon these terms.
In this connection, we remind your honorable body that
the decision of the supreme court determining that the
franchises of this company had expired upon Central avenue
and Quincy street was rendered January 7. 1907 — more than
three months ago. The object of the temporary arrangement,
which was made to operate at three cents, was for the ac-
commodation of the public, to the end that you might have
a reasonable time to determine what the public interests re-
quired as to a permanent arrangement with reference to
the operation of these "tines. \'\i to this time. we are not
advised of any disposition on your part to make a grant to
this company upon these lines, but, as we understand your
attitude, you propose turning over these routes to sonic
other company, not giving to us even an opportunity to bid
upon the same. We beg to advise you tb.it this compan}
cannot longer afford to operate the I im-s at t hi' present rate
of fare thereon charged, and that it will, ai midnight Of April
23, 1907. discontinue such operation.
We beg also further to advise you thai this company is
willing to turn over its fixed investment in these lines to a
purchaser approved by the council, at a reasonable valuation
provided such purchaser accepts this offer and makes pay
ment for such property on or before said April 23, 1907. t'n-
less the property can be so transferred by that date, we ask
permission of the city to remove the property of the i
pany from these streets.
The council will please understand that this action is
taken only because, in the judgment of the board of directors
of the company, it seems the only course of conduct proper
for the company in the circumstances: but it is not intended
as in any way modifying the offer which this company has
heretofore made to accept a renewal of its franchises on these
streets with a rate of fare of seven tickets for a quarter,
including liberal transfer privileges to cross-town and other
lines. This offer, which has heretofore related to the entire
system, we now renew as to the Central avenue and Quincy
street lines in question.
This action of the company was entirely unexpected.
The mayor immediately urged the passage of a resolution
requesting the company to name at once a valuation of the
property so that the council could proceed to find a purchase!
He insinuated that the Cleveland Electric had purposely made
the operating expenses on the lines in question as high as
possible, by putting on too many cars to permit the showing
of an earning.
The council then adopted a resolution taking a recess until
10 a. m. on Tuesday and requesting the Cleveland Electric
to attend the meeting by an accredited representative, pre-
pared to inform the council what the property consists of
that it desires to sell and what it deems the fair value of
such property. Another resolution was passed calling upon
the Forest City Railway Company "to proceed at once to pre-
pare to operate its street railroad in Central and Quincj
avenues in accordance with its grant, and to operate at once
upon the suspension of operation by the Cleveland Electric
Railway Company."
At the council meeting on Tuesday morning the Cleve-
land Electric presented a communication signed by Presi-
dent Andrews, refusing to deal with the city council in regard
to the price of the property. The communication was as
follows:
After passing a resolution designating the Forest City as
the proper company to negotiate with the Cleveland Electric,
and giving the Cleveland Electric permission to remove its
tracks, in case no agreement is reached, under the direction
cf the board of public service, the council adjourned until
Thursday morning.
In the afternoon Mr. du Pont conferred with Mr. An-
drews and endeavored to make the latter name a price and
specify just what property the company would sell. Mr
Andrews, however, refused to open negotiations until the
Forest City Railway Company furnished the directors with a
satisfactory guarantee of its financial ability to pay for the
property. Mr. du Pont then sent to the Cleveland Electric
directors a communication protesting against the action of
Mr Andrews and offering in behalf of the Forest City Rail-
way Company to buy the tracks, poles, trolley, span and f I
wires in place on Quincy avenue, Central avenue, east of
Bast Ninth street, and East Ninth street from Central avenue
to Prospect avenue for the sum of $119,993.19 cash, to be
paid on April 23 at 12 o'clock at the Citizens' Savings & Trust
Company on delivery of a good marketable title to the prop-
erty and an agreement of the Cleveland Electric not to harass
or interfere with the enjoyment of it for street railway pur-
poses directly or indirectly. He also offered to buy a car
house and cars if a price could be agreed upon and request.. 1
an answer by noon on Friday, April 19.
The Cleveland Electric directors on Wednesday refused
the offer of the Forest City company of approximately $150.-
000 tor the property on Central and Quincy avenues, promising
to designate later a price at which it would sell.
President du Pont on the same day issued orders to make
preparations for the operation of the lines by the Municipal
Traction Company. The Low Fare Railway also began );<
tracks on Sunnier avenue in accordance with a not)
sent in iintb .it the other companies on April it.
534
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 16.
MUELLER CERTIFICATES WOULD EXCEED CHICAGO'S
CONSTITUTIONAL DEBT LIMIT.
A decision against the Mueller law, which provided for
an issue of $75,000,000 certificates for the purchase of the
property of the Chicago street railways, was rendered by the
Illinois supreme courl at Springfield on April IS. The court
holds that the issue of these certificates would make the
indebtedness of the city exceed the constitutional limitation,
t'nless a new plan [or raising money is devised, the city will
therefore be unable to purchase the Chicago City Railway
and Chicago Railways i Union. Traction l properties, as pro-
posed in the new ordinances.
The decision has raised the question whether the new
Chicago charter, which is under consideration by the Illinois
legislature, should contain the provision giving the city the
right to issue public utility certificates to "be payable solely
out of the revenues or income to be derived from the public
Utility property for the acquisition of which they were issued."
The decision, which was rendered by Justice John P.
Hand, states in part :
Without the right to those who purchase at foreclosure
sale to operate the street railways for 20 years from the date
of purchase the certificate holder would have only a lien on
the rails in the street and other equipment of the street rail-
way, which would be of little value without the right to
operate said street railways in the streets of the city. By
the trust deed or mortgage proposed to be executed by the
city to secure the payment of said street railway certificates,
in case of its foreclosure and a sale under the foreclosure
decree, the city would lose the right itself or through its
grantees or licensees to use its streets for the period of 20
years from the date of the foreclosure sale for street railway
purposes, and also the compensation which it receives, as
license fees or otherwise, from their tracks, the surrender of
which rights would entail upon the city not only the loss
of the control of its streets for street railway purposes for
2u years, but would deprive it of many hundred thousands
of dollars which would be paid into the treasury during that
period by street railways as compensation for the use of its
streets upon its streets upon which they operate their street
car lines.
The supreme court therefore reverses the decree of the
circuit court and remands the case to that court with direc-
tions to overrule the demurrer to the bill of complaint.
Progress of Reorganization.
George. W. Wickersham and Lewis C. Krauthoff. attor-
neys for the New York stockholders in the Chicago Union
Ti action Company, have been in Chicago in consultation with
the local interests. The plan for reorganization which they
have drafted has been submitted to P. S. Grosscup. judge of
the United States Court at Chicago. When the plan has been
approved by the various interests concerned its details will
be made public. It is announced that as the reorganization
of the company is so near. Judge Grosscup will not appoint
a successor to James H. Eckels, one of the receivers of the
Union Traction Company, who died on April la.
The New York stockholders of the company have been
requested to deposit their shares with the Central Trust
Company of that city. The committee is composed of J. X.
Wallace, president of the Central Trust Company, Alfred
Skitt, John W. Castles. James Jourdain, Robert M. Galloway
and H. B. Hollins. The call states that the benefits of the
new ordinance are available through a deposit of stock, both
common and preferred, to an amount specified in the ordi-
nance; and that a plan of reorganization is to be formulated,
and prompt action is essential to secure proper representa-
tion and consideration of the rights b£ stockholders in the
preparation and adoption of the plan. Deposits will be re-
ceived up to and including May 15, 1907.
Beginning on April IS transfers were exchanged between
the Chicago City Railway Company and the Chicago General
Railway Company. The latter company operates a line in
Twenty-second street from Cottage Grove avenue west to
Crawford avenue, with feeder lines in Kedzie and Ashland
avenues, Throop street and in Lawndale. The new ordinance
requires the use of part of the Chicago General lines for
through routes and the Chicago City Railway Company con-
ceded the transfer privilege. The Chicago General company
is making plans for new equipment with the idea that its
traffic will be largely increased by the new arrangement.
Bion J. Arnold has been in New York City this week and
no announcement as to the two other members of the board
of supervising engineers has been made. The new cars which
are to be used on the Chicago City Railway and the Chicago
Railways (Union Traction) lines, are so much wider and
larger than the cars which were in use when the present
tracks were constructed that in the plan for the new track
the space between the tracks will be increased.
Formal acceptance of the ordinance, together with a
bond for $100,000, was filed with the city clerk by the Chi-
cago City Railway Company and the Chicago City Railroad
Company on April 15.
AMERICAN STREET AND INTERURBAN RAILWAY ASSO-
CIATION COMMITTEES.
In addition to the committees of the American Street and
Interurban Railway Association for carrying on the work
during the present year, which have already been published
in previous numbers of the Electric Railway Review, the
following have been appointed:
Promotion of Traffic.
W. E. Harrington, president Pottsville Union Traction
Company, Pottsville, Pa., chairman.
Howard F. Grant, manager Seattle Electric Company.
Seattle. Wash.
H. E. Reynolds, assistant general manager Boston &
Northern Street Railway Company. Lynn, Mass.
H. J. Crowley, general manager American Railways Com-
pany. Philadelphia, Pa.
G. W. Parker, general express and passenger agent De-
troit United Railway, Detroit. Mich.
Subjects.
Richard McCulloch, assistant general manager United
Railways of St. Louis. St. Louis. Mo., chairman.
Ernest Gonzenbach, general manager, Sheboygan Light
Power & Railway Company. Sheboygan. Wis.
R. E. Danforth. general manager Public Service Corpora-
tion, Newark. N. J.
C. L. S. Tingley. second vice-president American Rail-
ways Company. Philadelphia. Pa.
H. H. Adams, superintendent shops United Railways &
Electric Company, Baltimore, Md.
B. B. Davis, claim agent Columbus Railway & Light Com-
pany. Columbus. O.
Car Wiring.
John W. Corning, electrical engineer Boston Elevated
Railway Company, Boston, Mass.. chairman.
C. B. King, general manager London Street Railway
Company. London, Can.
L. P. Crecelius. superintendent Public Service Corpora-
tion. Newark, N. J.
Hugh Hazelton, electrical engineer, 32 Park place. New
York.
I. D. Shipper. The J. G. Brill Company. Philadelphia. Pa.
Insurance.
H. J. Davies. secretary Cleveland Electric Railway Com-
pany. Cleveland, O.. chairman.
A. H. Ford, vice-president Birmingham Railway Light &
Power Company, New York. .v. Y.
R. B. Stearns, general manager Chicago & Milwaukee
Electric Railroad, Highwood, 111.
Charles O. Kruger. second vice-president Philadelphia
Rapid Transit Company, Philadelphia, Pa.
G. L. Estabrook. secretary and treasurer East St. Louis &
Suburban Railway, Philadelphia, Pa.
Public Relations.
John B. Parsons, president Philadelphia Rapid Transit
Company. Philadelphia. Pa.
W. Caryl Eh, president Ohio Valley Finance Company,
Buffalo. N. Y.
Jere C. Hutchins. president Detroit United Railway, De-
troit. Mich.
Henry A. Robinson, general solicitor New York City Rail-
way Company. New York.
E. C. Foster, president New Orleans Railway & Light
Company. New Orleans. La.
April 20. 1907.
ELECTRIC RAILWAY REVIEW
535
News of the Week
Philadelphia Enabling Act Approved.
Governor Stuart of Pennsylvania has approved the Fahey bill,
an art enabling the city of Philadelphia to enter into contracts
with the Philadelphia Rapid Transit Company, which was passed
by the legislature at the instance of the retail merchants' asso-
ciation of Philadelphia. Before Governor Stuart sinned the bill
■■.nil members of the Trades League of Philadelphia in opposi-
tion to the measure. The league representatives charged thai the
provisions of the enabling act were in direct conflict "with the vital
and fundamental principles of modern municipal progress" and
would place the city of Philadelphia at a serious disadvantage with
other American cities for 999 years. The Trades League is in
clanger of disruption because of its attitude on the traction situa-
tion. In the last month 13 influential organizations, including bank-
business houses and manufacturers, have withdrawn from its
membership.
Seeks Interchange of Freight with Steam Roads.
Tin- Grand Rapids Grand Haven & Muskegon Railway of Grand
Rapids, Mich., an electric line operating between the towns named
in its title, and handling through freight for Chicago, under an
arrangement with the Goodrich Transportation Company, which
operates in the great lakes, is seeking to make prorating agree-
ments with the steam roads. Mr. S. L. Yatlghan. traffic manager,
advises us that he has written to the several trunk lines west of
Chicago asking them to concur in tariffs he was about to publish,
naming the all-rail rates and all-rail percentages as a basis.
Several lines notified him that they had genera! concurrences tiled
with the interstate commerce commission covering the issuance of
such tariffs. Later on. evidently discovering that the Grand Rapids
line was an electric line, some of the roads wished to lie eliminated
from such tariffs, but the concurrence in a tariff is effective for I"
days before a non-concurrence takes effect. Mr. Vaughan was
advised that at a recent meeting of the Western Trunk Line Asso-
ciatlon it was agreed not to participate in such through rates. The
company then tiled an informal complaint with the interstate com-
merce commission. The Grand Rapids shippers are anxious for
through service and at a recent meeting of the transportation com-
mittee of the board of trade a resolution was passed asking the
interstate commerce commission to give the company's complaint
careful attention.
Chicago Employes Refuse Wage Increase.
The motormen and conductors of the Chicago City Railway
Company, which operates the south side lines of the city, have
refused to accept the increase of wages promised by the company
before the election in case the settlement ordinances should pass
and which the company on April 12 announced that it was willing
to make effective as of April 1. Division 260 of the Amalgamated
Association of Street Railway Employes of America held
a mass meeting on Saturday night, April 13, and decided nut
to make a new contract with the company, in place of the present
contract, expiring on June 31, unless the employes of the elevated
roads of the city and of the Chicago Union Traction and Consoli-
dated Traction companies, operating on the north and west sides
of the city, are assured a similar increase. The rate of wagi 3
under the present contract, which was made after the strike of
1903, is 19 cents per hour for the first six months' service. 24 cents
per hour for the following six months, and 25 cents per hour there-
after. On .Manh 29 tic company offered an increase, conditional
on the passage of the ordinances, to T.\ cents for the first three
months, IT, cuts fur the following nine months, and L'7 cents there-
after, and on April 11'. after the election. President Mitten an-
nounced that the company stood reads- to grant the increase.
effective as of April 1. with an extension of the contract to July 31.
lie- Increases wen- also offered to men employed on cinder, supply
and sprinkler cars, wIhi wete nut Included in the original promise.
Tin- conference board of the Union Traction employes met mi
April IT and decided to demand a scale of 33 1 -:: cents an hour
md a nine-hour day. The Union Traction and the City Railway
companies have both paid the same set]-' since the men organized
six years ago
Rapid Transit Affairs in New York.
The rapid transit commission on April 11 received two bids for
the construction of the first section of the subway loop to conned
tie Brooklyn and Williamsburg bridges, the section between Canal
and pearl streets, about one-half mile long. Tin- i legnon Contract-
lompany submitted a hid of (2,952, tor the subway construc-
tion and $83,000 for the pipe galleries. The hid of l he Cranford
Contracting Company of P.rooklyn was $::,77.~,. I for the subway
and $50,000 In, the pipe galleries. This section will take two years
lild and work is to begin within 60 days from the awarding of
the contract, The contract would have been awarded to the Degnon
company, hut for the fact that there wen only four members of
the commission present at the meeting, while six votes, or a ma-
ot the hoard, were i .led. Action was therefore postponed
until Thursday, April 18.
A flow of water in the subway at One Hundred ami Fifteenth
i Lenox avenue, although combated energetically bi the
Intel borough Rapid Transit Company tor weeks, has assumed more
dangerous proportions than ever ami on April 15 it became neces-
sary to shift the noil 111 ml trains In the sunt hhouml tracks be-
tween One Hundred and Tsnth ami One Hundred ami Twenty-flfth
streets, which resulted In a serious congestion, In the construct
of the subway under LenOX avenue, trouble was met in the form
of an underground sti which ran out "t Me- Harlem Bdere in a
westerly direction. Light feet of concrete, heavllj covered with
waterproofing ami tarred paper, wen- laid to protect tin- tracks,
hut they kept the subway dry only for a time Water began to seep
in several months ago Serious trouble has been avoided by the
use of pumps, but no method of rest raining the Mow has yet 1 n
ascertained.
Legislation Affecting Electric Railways.
Missouri. — Bills substantially alike have i n introduced in both
houses to provide for the regulation of public service corporations
by the state railroad ami warehouse commission. The principal
provision is as follows: That all cities, towns and villages in this
state shall have power and authority, by ordinance, to regulate ami
lix. within the city limits, the rates and charges for their respective
service, commodity or other thing of value of all telephone
panics, telegraph companies, street railway companies, electrii
light companies, gas companies, water companies, refrigerating
companies, heating companies, subway or conduit companies, tun-
nel and viaduct companies and all other companies, corporations
and persons owning or operating any public utility or utilities
under franchise granted by the state or any municipality thereof,
and to provide and enforce penalties and lines for the violation
thereof. Provided, however, that any such rate or charge so fixed
must be a reasonable one and shall not be changed oftener than
once in every 12 months."
New York. — A hill introduced by Assemblyman Sheridan pro-
rides that any street surface railroad company may remove its
Hacks from a street provided the board of railroad commissioners
• citify that the tracks to be removed are not required for the con-
venience of the public. The bill further provides that such a com
pany may also, witu the consent of the mayor, discontinue the
operation of cars over any portion of its road whenever the rail-
road commissioners shall certify that the operation of cars thereof
is unnecessary for the convenience of the public by reason of the
operations of other lines. It is also provided that such removal of
Hacks shall not impair the validity of the company's franchise
The bill is intended to enable the New York City Railway to re-
move some of its unused tracks, which have been a subject lor
complaint.
Pennsylvania. — The house on April la voted to reconsider the
Fahey hill, which it had defeated the day bef - The bill makes
ii necessary, before a charter can be granted for a new line of an
extension, for the company to first obtain the rigid of wav H
Hi. municipalities through which it proposes to build. The bill is
in the hands of the committee on electric railways.— The Homshei
bill, granting the right of eminent domain to electric railways, was
passed by the house on April 11. As amended on second reading
I he hill provides that all companies taking advantage of the law-
shall be common carriers of express matter ami light freight.—
Governor Stuart on April 15 signed the McNicol-Fahey bill, which is
intended to make possible the retail merchants' plan for reorganiz-
ing the Philadelphia Rapid Transit Company, by enabling munici-
palities to make contracts with electric railway companies operating
within their limits for the purchase of the lines at an agreed price,
ami to secure representation on the directorates of such companies.
The committee on municipal corporations has reported a bill
which empowers common pleas courts to declare the forfeiture
of the rights and privileges of public service companies for failure
to keep agreements with the city or to perform any of their cor-
porate functions or obligations.— The Homshei' trolley freight
bill was passed by the senate on April 16 by a vote of
Hi to 0 and sent to the governor. The bin provides: "That the
right and privilege to do an express business, and to transport and
carry farm produce, garden truck, milk, merchandise and other
light freight and property upon, along ami over all street railways,
and to charge and collect a reasonable compensation therefor, is
hereby extended to. and confererd upon, all street railway com-
panies, including every kind of street railway, suburban street rail-
way, or interurban street railway, whether their lines of railway
are to be and an- maintained either at the surface or above or
below the surface .,1 the earth, and bv whatever power their
vehicles are to he ami air transported, and upon all companies.
duly authorized to 1 nine the lessees or operators of such railways,
heretofore or hereafter incorporated, under the laws of this com-
monwealth, even though the said street railway companies may
have been heretofore restricted as to the kind of power to be em-
ployed, or in stub transportation or may have been forbidden to
transport freight or other property." in c ilusion the bill pro-
vides that the transportation of express matter by trolley -
panics shall be subject to reasonable regulations of the local author-
ities, ami that these regulations shall be subject lo the supervision
of the courts.
Electric Freight Rights Granted.— The .Massachusetts railroad
commission has granted certificates of public necessity and con-
venience for the carrying of freight t.. the Blue Hill Street Rail
way. the Newton .v. Huston Street Railwav and the Newton Street
Railway.
Wage Increases. — Tin- Chicago South Bend X- Northern Indiana
Railway of South Bend, 1ml.. has announced an increase in wage:
lor c luctors and motorinen from 1 7 r. to P.i cents per hour. Tin
Grand Rapids (Mich.) Street Railway has increase 1 the wages of
its nlurtors and uinl orineii from IS. p.i and 20 cents per hour
to I'M. :.'l and 22 cents per hour. : rdiim lo length of service- The
ColumbUS Railway & Light Company has increased the wages of
its conductors ami moloiim-ii ' .± cent per hour. The Louisville a:
Southern Indiana Traction Company ami the Louisville ,vl- Northern
llailvvav & Lighting Couipanv have announced an increase of wages
foi conductors and motormen, effective on May I. 'rim n on the
interurban and suburban lines will receive :'il cents per h
the first two years and 22 cents per hour thereafter. Tin men
employed mi the city lines will receive 17',_. cents tier hour lor the
first I wo rears and 19% 'ents thereafter.
53G
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 16.
Construction News
finish laying the tracks after acceptance of the franchise. The
rails already have arrived in readiness to begin construction work.
TRACK AND ROADWAY.
RECENT INCORPORATIONS.
Blue Valley Railway Company. — Incorporate, i in Missouri to
build and operate an electric railway. Capital stock. $100,000. In-
corporators: Alexander Massey, John Georgen, Edwin L. Browne,
Joseph s. Chick. Jr., and Wlllard E. Winner.
Carlyle & St. Louis Railway. — Incorporated in Illinois to extend
the East St. Louis ,< Suburban Railway system from Lebanon, ill.,
eastward to ('atiyle. Clinton county. 25 miles. The road will
parallel the Baltimore ,x- Ohio Southwestern from East St. Louis
to Carlyle, with principle office at Carlyle. capital stock, $s.ooo.
incorporators: Thomas E. Ford, Carlyle; .1. c. Elsenmayer, Tren-
ton; It. II. lleimann. Aviston; August .1. Ivluthe and Henry Hu-
nH'it, Breese, ill.
Greenfield Bernardston & Northfield Street Railway. — Incor-
porated in Massachusetts to build an electric railway from Green-
field to Northfield. Capital stock, $75,000. Incorporators: John
Wilson. Lester A. Luey and Archibald D. Flower of Greenfield;
John W. Chapin and Kverett E. Benjamin of Bernardston; and
Charles H. Webster of Northfield.
Tampa & West Coast Railway. — Incorporated in Florida to
build a railway, probably an electric one, from Tampa to Clear-
water and St. Petersburg. Fla., about 40 miles. A franchise has
been secured from the county commissioners. Capital stock. $300,-
000. Incorporators: J. N. Holmes, C. B. Ware and J. Craig Phillips
of Tampa, Fla.
Waterbury & Milldale Tramway Company. — Incorporated in
Connecticut with $300,000 capital stock to build an electric railway
through Waterbury, Wolcott, Cheshire and Southington.
Windsor Locks & Western Street Railway. — Incorporated in
Connecticut with $100,00(1 capital stock to build an electric railway
from Windsor Locks to East Granby.
FRANCHISES.
Cheyenne, Wyo.— Parks Bros., bankers, of Kansas City, Mo.,
have applied for a franchise to build an electric street railway
system through the business section of Cheyenne. They agree to
have the line in operation inside of 90 days and have deposited
a certified check of $10,000 as a guarantee to carry out the agree-
ment.
Decorah, la. — The Minneapolis Rochester & Dubuque Traction
Company, at a special election on April 12. was granted a franchise
for the use of several streets in Decorah. The line must he in
operation within two years. William P. Mason, secretary, Minne-
apolis, Minn.
Elkins, W. Va. — The city council has granted a franchise to
the Elkins Electric Railway, which proposes to build a street
railway in Elkins. The company has deposited a bond of $5,000
to insure the completion of the line in 12 months. C W. Maxwell
of Elkins is interested.
Galena, Kan. — The Southwest Missouri Railroad of Webb City,
Mo., through A. H. Rogers, president, has applied for a franchise
for an outlet from Galena for a line to Baxter Springs, Kan.
Hamilton, O. — The Cincinnati Northern Traction Company has
secured a franchise from the county commissioners to take up its
old tracks between Hamilton and Middletown and lay a new
double-track line between the two cities.
Kansas City Springfield & Southern Traction Company. — This
company, which proposes to build an interurban line from Nevada
to Springfield and other points, is seeking right of way from
Carthage to the county line, about 20 miles.
Lima, O. — A franchise has been granted by the county commis-
sioners to the Indiana Columbus & Eastern Traction Company for.
the operation of its Lima-Bellefontaine extension in Allen county.
Milwaukee. Wis. — A franchise has been granted to the Chicago
,xr Milwaukee Electric Railroad for the use of Wells street as fat-
east as Second street for the operation of its cars. This is an
amended franchise to one granted to the company about a year ago
and some opposition was raised on the ground that the "exclusive
right" clause in the franchise would bar other companies from
entering Milwaukee over the viaduct. As the railroad company will
pay $80,000 for the construction of the viaduct it refused to accede
to the demand that a competing company be allowed to use the
same tracks. The franchise finally was passed with two amend-
ments regarding the opening of two streets to other lines, provided
these lines give the Chicago & Milwaukee company reciprocal
lights or pay a reasonable sum for the use of the tracks.
Mt. Vernon, O. — The 25 -year extension to the franchise of the
Hi Vernon Electric Railway, which recently was granted by the
city council, has been vetoed by the mayor on the ground that
provision regarding payment by the company to the city for this
privilege has been omitted in the instrument.
Sapulpa, I. T. — Schmidt & Reynolds have been granted a fran-
chise tor an electric line from Sapulpa to the oil fields, eight miles.
Silvis, III. — A 50-year franchise has been granted to the Moline
Rock Island & Eastern Traction Company for a single or double
track line in Silvis. Four months' time is allowed in which to
Ardmore Street Railway. — Work has begun on the construction
oi i he street railway in Ardmore, I. t.
Asheville & Hendersonville Railroad. — C. K. White. Skyland,
X. ('.. writes that this company proposes to build an electric rail-
way from Asheville to Hendersonville, N. C, 22 miles. Surveys
are being made. C. E. Van Bibber. i;ii Wall street. New York.
chief engineer.
Atlanta Buford & Gainesville Railway. — H. D. Jaqulsh of
Gainesville, Ga., president, states that work will begin this sum-
mer, probably in June, on the proposed line to connect Atlanta,
Noreross, Buford, Cumming and Gainesville. Ga., which will be
about 80 miles long.
Augusta & Columbia Railway. — .lames IT. Jackson, vice-presi-
dent, states that the surveys for this line from Aiken, Ga., to
Columbia, S. C, 59 miles, have been completed and it is proposed
to begin construction at once. J. A. Wills of Augusta is chief
engineer.
Barberton Doylestown & Orrville Railway. — It is reported that
Cleveland capitalists have signed a contract to finance and build
this proposed line from Barberton to Orrville. O. The cost is esti-
mated at $400,000 and the work is to be completed in 18 months.
Bath Branchport & Hornell Electric Railroad. — A hearing on the
application for a certificate of necessity to build this road from
Bath to Branchport. N. Y., was held on April 9 before the New
York railroad commission. Among the witnesses were John F.
Tuerk. president, and Fred Hastings of Bath, secretary. Several
business men of towns on the proposed route testified as to the
necessity of the road. The hearing was adjourned until April 23.
Baton Rouge Electric & Gas Company. — Work on the recon-
struction of this property has been started by Stone & Webster
of Boston, Mass. The entire line of about four miles is to be re-
built with 90-pound rails and several extensions will be built.
Bayou Teche Railway <£. Light Company, New Orleans, La. —
Surveys have begun for the street railway in New Iberia, La., and
the interurban line to Jeanerette. H. R. Fine of New Orleans, who
will have charge of the construction work, has announced that all
of the construction material has been ordered and that work will
begin at once. P. M. Schneidau, New Orleans, is president.
Beaumont, Tex. — An engineer named Sanders, representing Ft.
Worth interests, is reported to have completed surveys for an elec-
tric line from Beaumont to Port Arthur, Tex., 19% miles.
Belmont Electric Railway. — The Riggs & Sherman Company of
Toledo has been engaged to make surveys and estimates for this
proposed line from St. Clairville, O., to Wheeling, W. Va.
Buffalo & Rochester Traction Company. — The application of
this company for a certificate of public necessity for its line from
Buffalo to Batavia and Rochester. N. Y., has been denied by the
state railroad commission, on the ground that the territory is now
adequately provided with transportation facilities. The company
has already secured much of the right of way for the line and, it is
stated, will probably appeal to the appellate division of the supreme
court.
Buffalo Lockport & Rochester Railway. — Paul Iglehart. division
superintendent for J. G. White & Co., who has a contract for
building this road between Rochester and Lockport, N. Y., 54 miles,
writes that two-thirds of the roadbed has been completed and 10
miles of track laid. The route includes South Greece. Spencerport,
Brockport. Holley. Albion, Knowlesville. Medina and Middleport.
The overhead construction will be of the span type in towns and
of the center pole type outside of towns. Five substations and
one car barn are now under construction. The power house will
be of 3,200 kilowatts capacity, generating 60,000-volt, 3-phase, 25-
cycle current. Maximum grade, \yz per cent: maximum curvature,
7 degrees; weight of rails, 70 pounds. All contracts have been let.
C. B. Hill, Buffalo. N. Y., president; Edmund Wragge, Toronto.
Can., chief engineer. The headquarters are at Toronto, Can.
Charleston & Summerville Electric Railway. — The first 15 miles
of the grading on this line from Charleston to Summerville', S. C,
has been graded ready for tracklaying. The site for the power
house has been selected and work on the foundations is to begin
in a few days.
Chicago & Milwaukee Electric Railroad. — The MacArthur
Brothers Company of Chicago has been awarded a contract for
some very heavy steam shovel work near Milwaukee, Wis. The
work is being commenced and is expected to last all season.
Thomas Dixon, Lake. Wis., is superintendent for the contractors.
Chicago South Bend & Northern Indiana Railway. — It is re-
ported that Henry Schaal, right of way agent, has secured about
three-fourths of the right of way for the line between South Bend
and Michigan City, Ind. The route as finally selected runs about
five miles north of Laporte.
Cincinnati Northern Traction Company. — Judge Murphy of
Hamilton, O., has handed down two decisions in suits brought to
determine the manner in which the company shall cross the tracks
of the Pennsylvania and the Cincinnati Hamilton & Dayton at
Coke Otto and north of Trenton on its new route between Hamil-
ton and Middletown, O. The court decided that overhead crossings
should he built and ordered that the expense, amounting to $40,000,
April 20, 1907
ELECTRIC RAILWAY REVIEW
537
be divided equally between the companies affected, but assessed
the cost of maintenance on the traction company.
Citizens' Railway, Lincoln, Neb. — This company expects to
build about seven miles of extensions within the city limits of Lin-
cold, Neb., besides an interurban line to Havelock, about 41,& miles.
Work on the city lines has already been started.
Columbus & Northern Traction Company. — This company,
which has purchased the Columbus Urbana & Western Electric
Railway, which has a line about eight miles long, running north
out of Columbus, C, will soon begin making surveys for an exten-
sion north to Lima or Bellefontaine. W. H. Ogan of Indianapolis
is interested.
Columbus, O. — Work has been started on the electric road
which S. B. Hartman is building from South Columbus to his stock
farm, south of the city. A large force of men has been put to
work and it is expected that construction will proceed rapidly.
Corbin & Nashville Railroad, Somerset. Ky. — It is reported that
this company has let contracts for building the line from Tateville
to Monticello, 25 miles, and that work will start in the near future.
Denver, Colo. — It is reported that St. Louis, Mo., capitalists
are interested in a proposed road to connect Denver and Colorado
Springs, Colo., and that as soon as arrangements can be made
for a connection with the Denver City Tramway a franchise will
be applied for.
Des Moines Winterset & Creston Electric Railway. — It is now
stated that 90 per cent of the right of way has been secured for this
line from Des Moines to Creston, la., and that financial arrange-
ments are being made with the expectation of beginning construc-
tion by June 1. B. Schreiner, Des Moines, chief engineer.
Duluth, Minn. — It is reported that an electric railway is being
promoted to connect Duluth with Ft. Frances, New Ontario, on the
Rainy river.
East Shore & Suburban Electric Railway, Martinez, Cal. — This
company has commenced the extension of its line along the Bay
shore to Point Orient. It is stated that the road will be in opera-
tion within 90 days.
Ellwood City & Hazel Dell Railway. — C. J. D. Strohecker, presi-
dent, Zelienople, Pa., writes that this company, recently incorpo-
rated, proposes to build an electric line from Beaver Falls to
Ellwood City and New Castle, Pa., 20 miles. The preliminary ar-
rangements are now being made. George B. Nye of Zelienople,
secretary.
Elmira Corning & Waverly Railroad. — G. Tracy Rogers of Bing-
hamton. N. Y.. president, is quoted as saying that the line will
be completed between Elmira and Waverly by June 1 provided
the company is successful in securing the remainder of the right
of way. Work on the line between Elmira and Corning has been
discontinued, for the reason, it is stated, that the status of public
service corporations under the proposed "public utilities" bill
is too uncertain to permit of further expenditures of capital.
Enumclaw. Wash. — Surveys are being made for an electric line
from Enumclaw to Auburn. Wash. S. Knickerbocker and J. .1.
Smith are interested.
Evansville. Ind. — Tillman Bethell of Henderson. Ky., is said
to be interested in two proposed lines from Evansville, one to
Uniontown, Ky., and one to Owensboro, Ky.
Ft. Smith (Ark.) Light & Traction Company. — This company
has recently completed an extension on Catholic avenue to Haw-
thorne place.
Fresno Traction Company. — This company is reported as plan-
ning to build five or six miles of extensions in different parts of
Fresno, Cal.
Helena Light & Railway Company. — A carload of steel rails
has arrived from the Carnegie Steel Company, which will be used
in extensions on State and Lawrence streets, Helena, Mont. This
is the first shipment of a large order of rails.
Henderson Traction Company. — This company, recently incor-
porated to build street railways in Henderson, Ky., has organized
by electing the following officers: President, Henry P. Barret;
irice-presldent, J. Henry Lyne, and secretary and treasurer, Charles
E. Dallam, all of Henderson. The directors are: Henry P. Barret.
J. Henry Lyne, C. E. Dallam and B. G. Witt of Henderson; C. C.
Tennis, Pittsburg; C, A. I (inch and W. F. Boyd, Cincinnati.
Honesdale & Hawley Electric Railway. — Surveys arc being made
for this line from Honesdale to Hawley, Pa., via White Mills.
Illinois Traction Company. — Tuttle Brothers of Decatur, 111..
who recently were awarded the contract for the Springfield-
Jack.sonvillc hue, have also been awarded a contract for the grad-
ii the Decatur belt line, which is to be built this summer. The
first of the material for the new bridge over the Sangamon river
:itii], en the < 'h;i ru|,:i imi-i n-e;ii in* line. h;ls been delivered
by the Deeatur Bridge Company. The bridge will have font spans.
each 45 feet in length, and two spans, each 20 feel in length. A
deep cut win i,e made between the bridge and Decatur.— General
Manager L, lv Fischer of Danville has announced that the line
between Lincoln and Mackinaw will be built next ami will be
completed by fall. — It is expected that a meeting of the directors
will be held at an early date to determine upon plans for the bridge
aeroifs the Mississippi to st. Louis, The plans for the location have
not yet been approved by the secretary of war. It has been per-
sistently reported during the past few days throughout the state
that the company was planning a line from St. Louis to Kansas
City. We are officially advised that the company has taken no
action in regs rd to such a line.
Indiana Columbus & Eastern Traction Company. — Vice-presi-
dent Norman McD. Crawford and General Manager .1. I,. Adams
recently inspected the route of the Bellefontaine -Lima extension
and Mr. Crawford stated that construction would begin on May 1.
All of tin' right of way lias been secured and surveys have been
completed. .1. ('. Carland of Toledo has the contract.
Indianapolis Newcastle &. Toledo Elective Railway. — E. E.
Stevens, secretary, announces that the exceptionally fine weather
has advanced the completion of the line between Indianapolis and
Newcastle at least one month. The roadbed is now ready for
the ties and rails and the power house is almost completed. If
equal progress is made during the next month the line will
be in operation between Indianapolis and Newcastle by June 1.
This line is being very carefully and substantially built and it is
the purpose of the company to handle a heavy freight traffic.
Lewiston Augusta & Waterville Street Railway. — This company
has let a contract to Gore Brothers of Boston, Mass, for the con-
struction of nine miles of electric road from Sabattus to Mechanic
Falls, Me., of 21 miles from Sabattus to Gardiner, and 21 miles
from Augusta to Waterville, the construction of the last line to be
conditional on the success of the company in securing right of way.
The entire contract calls for the expenditure of about $800,000.
Milwaukee Northern Railway, Port Washington, Wis. — W. A.
Comstock of Detroit, president, states that the company expects
to open its line between Milwaukee, Port Washington, Cedarburg
and Grafton, Wis., on July 4.
Minster Loramie & Southern Railway. — The Riggs & Sherman
Company of Toledo has been engaged to make surveys and esti-
mates for this proposed line from Minster to Versailles, O.. 16
miles. R. B. Anderson of Wapakoneta, O., is interested.
Mississippi Southern Railway, New Albany, Miss. — This com-
pany has employed a corps of engineers to make a survey of the
proposed road from Gulfport to West Point.
Missouri Interurban Railway, Sedalia, Mo. — A contract has
been awarded to the Bell Construction Company of Indianapolis,
Ind.. for building this line from Sedalia to Jefferson City, Mo.,
about SO miles. Work is to begin on May 15 at Otterville and
will be pushed in both directions. J. D. Starke of Saleville, Mo.,
is president, and B. W. Colby, St. Louis, chief engineer.
Mountain Copper Company. — This company has just completed
the construction of an electric railway line from Boulder, Colo., to
the Hornet mine for the transportation of ore.
Niagara St. Catharines & Toronto Railway. — This company's
extension from St. Catharines to Fonthill. Ont., 12 miles, was
opened for traffic on April 15. The line will probably be extended
to Welland and Ridgeville during" the summer. E. F. Seixas, gen-
eral manager, St. Catharines.
Northern Ohio Traction & Light Company. — The Barberton-
Wadsworth line was formally opened on April 13.
Northwestern Ohio Electric Railway. — It is repotted that pre-
liminary agreements for the financing and construction of this
line from Defiance to Montpelier, O.. via Bryan, have been made
and that contracts will be signed in a few days. The line will be
34 miles long and it is estimated will cost $30,000 per mile. Con-
struction is to begin on May 1. It is proposed to issue $1,000,000 of
bonds. The road is being promoted by E. C. Bell and J. W. Wead-
cox of Toledo; Mayor John Crowe. Dr. R. A. Rigrish and J. H.
Hockman of Defiance. The home offices of the company will be
at Defiance.
Omaha Lincoln & Beatrice Electric Railway. — Fifty carloads
of rails are now being delivered for the tracklaying between South
Omaha and Sarpy City. Neb. The grading on this section has
already been completed.
Parkersburg Marietta & Interurban Railway. — It is reported
that this company, which now connects Parkersburg, W. Va.,
and Marietta, O., proposes to extend its line this summer up the
Muskingum river, from Rainbow to Beverly. Surveys are being
made. J. P. Horstman, chief engineer, Parkersburg.
Petersburg, Va. — A movement is on foot and a committee has
been appointed to secure funds for building an electric railway
connecting the Norfolk & Portsmouth Traction Company's lines
with the Richmond & Petersburg Electric Railway.
Philadelphia &. Western Railroad. — It is stated that arrange-
ments are being made to turn over this road to the operating de-
partment about May 1. The road extends from a connection with
the Philadelphia Rapid Transit Company's elevated line at Sixty-
third and Market streets, Philadelphia, to Wayne, .Pa.
Pittsburg & Butler Street Railway. — This line was completed
from Butler as far as Etna, Pa., on April 12. The road will soon
lie in operation between Pittsburg and Butler.
Puyallup Valley Northern Transit Company. — The Continental
Engineering-Constructing Company, BO Broadway, New York, has
ii awarded the contract for building this line from Tac< I to
Seattle, Wash. Tin- officers of the company are: President, Fred
.1. Chamberlain; secretary, John Mills, both of Puyallup, Wash.,
where t tfflcea of the company are located.
Rochester Corning & Elmira Traction Company. — President
Lieders has announced that work on this line from Rochester to
Elmira, N. Y. will begin in 60 days. It is now planned to build
a branch from Dansville to iiorneli.
Salem Street Railway. — Judge Harter of Salem. O., has denied
an Injunction applied for by property owners on Broadway to
,-.::s
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. in
restrain the Salem Street Railway from operating cars on Broad-
way under a franchise owned by tlie Youngstown £ Ohio River
Railro state. l that the case will be appealed to the
ined the Salem Street Railway will
form a link in tlie Youngstown & Ohio River line from Youngs-
town to East Liverpool.
Schenectady (N. Y.) Railway. — This ipanj expects to 01
its line betwi S Ballston. N. V.. on June 1.
Silver Belt Electric Railway. — This company has been organized
at Monti, .a]. Que., ami proposes to build an electric line from
Liatchford t" Cobalt, Haileybury and New Liskeard. Branches will
also be run into various mining camps. Harvey Graham is presi-
dent and Mr. A. .1. Y of the directors.
South Bethlehem & Saucon Street Railway. — This company,
which, it is state,], will soon begin work on its line from South
Bethlehem to Center Valley. Pa., has elected officers as follows:
President, Charles P. Hoffman of South Bethlehem; and directors.
William H. Lauer Of South Bethlehem. O. H.Wieand. Thomas Mul-
ligan, P. F. Cannon of Allentown. and C. P. Hoffman of South
Bethlehem.
Southern Illinois Traction Company. — This company, which has
trie railway from Murphysboro, 111., through the
coal helt. touching Carbondale, Herrin and Johnson t'ity, has
awarded a contract for building the line between Herrin and John-
son City i" MeCann Brothers. Work is to begin May 1
Springfield (Mass.) Street Railway. — It Is reported that this
company will spend {60,000 in laying double tracks and making
other Improvements in Long Meadow. Mass
Toledo & Indiana Railway. — The circuit court at Auburn. Ind.,
on April 9 decided a suit involving a dispute between this • im-
pany and the Tol.-d,, & Chicago Interurban Railway Company, in
regard to the ownership of a right of way between Waterlo i
Butler, Ind.. in favor of the Toledo & Chicago. Following this
decision it is reported that the company has made arrangements
with the St. Joe Valley Railway, a projected road which
secured a right of way from Butler to Robinson Park, about 10
miles north of Ft. Wayne, whereby the latter company will build
the road and make a traffic agreement with tlie Toledo & In
Railway.
Union Traction Company of Kansas. — Work has been corn-
ed on the stringing of the trolley wire between Independence
and Coffeyville, Kan., and only about six miles of rails remain to
be laid. Tlie line is expei ted to be in operation by June I. D. II.
Siggins. president. Independence, Kan.
United Railways of St. Louis. — This company has started work
on 20 miles of proposed reconstruction work in St. Louis.
Washington Railway & Power Company. — This company has
ordered rive miles of 60-pound rails for the tirst part of the street
railway in Vancouver, Wash. The company also proposes to build
an extensive system in the vicinity of Vancouver, including lines
to Washougal and to Proebstel. which are to he built as soon as
the >ity line is complete 1. W. II. Moore of Portland, president.
West Chester (Pa.) Street Railway. — This company will re-
build all of the overhead work on its line through Coatesville, Pa.,
and work is to begin at once. The material is on hand.
Winona Interurban Railway. — The Whitley (Ind.) county com-
missioners have authorized an election for May 7 for the purpose
of voting on a subsidy of $30,000 for the projected line from Winona
to Ft. Wayne.
York County Traction Company. — Plans have been completed
for the construction of the proposed extension from York to
Hanover. Pa., about 20 miles. The contract for building the line
from Bear's Station to Hanover. 1.", miles, has been let to Dodge
& Day of Philadelphia, and for the section from Car's Station
to York, rive miles, to John L. Doubling of York. W. F. Bay Stew-
art of York is president. L. c. Mayer of York, chief engineer.
Personal Mention
POWER HOUSES AND SUBSTATIONS.
Bay City (Mich.) Traction & Electric Company. — It is an-
nounced that this company will spend about #125.000 to build a
new power house, which will be litted with steam turbines, boilers
and all necessary auxiliary machinery.
Denver City Tramway. — This company has placed an order with
the Westinghouse Electric & Manufacturing Company for a i
kilowatt turbine unit, to be erected about July 1.
Grays Harbor Railway &. Light Company. — It is announced that
this company began the work of clearing the site for its new power
house at Hoquiam, Wash., on April lo. The cost of the powei
house will be about $200,000. Details of the equipment have been
gUen in a previous issue.
Indiana Columbus & Eastern Traction Company. — It is reported
that this company is preparing to build two new substations, one
at Etna. Ind.. and the other on Licking switch.
Montreal Street Railway Company. — This company, it is an-
nounced, has placed an order with tlie Canadian General Electric
Company for tbr.-e storage battery units, to be installed at the St.
Henri. St. Denis and Maisonneuve substations. These batteries
are at present being installed and it is believed that they will have
a marked influence on improving the street railway facilities, as
well as reducing the cost of operation of the plants.
Mr. W. K. Ball has resigned as superintendent of shops of the
Tacoma Railway & Power Company, Tacoma. Wash., to ene _
in other busin —
Mr. A. J. Connelley has been appointed chief inspector of the
Louisville <Ky.i Railway Company, succeeding Mr. Frank M.
Tucker, resigned on account of ill health.
Mr. J. F. Heyward has resigned as manager of the Cincin-
nati Traction Company to become president and general manager
of the citizens' Traction Company, 'hi City, Pa.
Mr J. W Parker, who lias been connected with the Springfield
Troy & Piqua Railway. Springfield, O., since its organization, has
resigned his position as superintendent to engage in other business
Mr. William 11. Brown, secretary and treasurer of the Spring-
Consolidated Railway, Springfield, 111., has been appointed
•tary of the Peoria (111.) Gas & Electric Company, succeeding
Mr. J. M. Robb, resigned.
Mr. Samuel Cross has resigned as superintendent of repairs
and tests of the [nterborough Rapid Transit Company. New York,
to devote his time to the Cross- Lachance Electric Company, of
which he is president and general manager.
Mr. S. L. Vaughan, whose photograph is presented herewith.
- been appointed tiattic manager of the Grand Rapids Grand
Haven & Muskegon Railway, with headquarters at Grand Rapids.
Mich., as reported in the
Electric Railway Review
of Apiil 6. 1907. Mi
Vaughan. who is now 42
years of age, is a gradu-
ate of the Plattsburg. X.
Y.. high school. In 1881
he removed to Michigan.
and after learning tele-
graphy, became an em-
ploye of the Chicai
West Michigan Railway,
with which company he
remained in various ca-
pacities for 2" years. In
1901 h, was appointed
Michigan agent for the
Barry Transportation
Company, operating a line
of steamers on Lake
Michigan, between Mus-
kegon. Grand Haven and
Chicago, with office at
Grand Rapids. Mich. In
the spring or 1902 he was
appointed general freight
and passenger agent of
that company, with office
in Chicago. In April.
1906. he was app
auditor and general accountant of the Grand Rapids Grand Haven
& Muskegon Railway, which operates a system of about 50 miles.
connecting the cities named in the title, and handles through
freight to Chicago in connection with the Goodrich Transportation
Company. His appointed as traffic manager becomes effective
on April 15.
Miss R. Boydland has been appointed general accountant for the
Grand Rapids Grand Haven £ Muskegon Railway. Grand Rapids.
Mich., succeeding Mr. S. L. Vaughan. recently appointed traffic
manager. Miss Boydland entered the service of the company about
three years ago as stenographer.
Mr. E. V. McGrath has resigned as assistant general pas-
senger and freight agent of the Toledo L'rban & Interurban Rail-
way, with headquarters at Bowling Green. O. Until October.
Mr. McGrath was soliciting freight and passenger agent of
the Indiana Columbus & Eastern Traction Company at Spring-
Held. O.
Mr. Blaine Gavett of Saginaw. Mich., effective on April 1",.
was appointed superintendent of the Kalamazoo Lake Shore & Chi-
cago Railway of Kalamazoo. Mich. Mr. Gavett formerly was
connected with the passenger department of the Pere Marquette
at Detroit and more recently with the Saginaw division of that road
as trainmaster.
Mr. Frank M. Tucker has resigned his position as chief in-
spector of the Louisville i Kv. I Railway on account of ill health.
effective on April 1. Mr. Tucker has been connected with the
company for more than 30 years. 20 of which have been spent ag
inspector and chief inspector. Mr. Charles C. Ostrander. formerly
assistant to Mr. Tinker, will be his successor.
Obituary.
James H. Eckels, one of the receivers of the Chicago Union
Traction Company, died in Chicago on April 14. At the time of his
death Mr. Eckels was president of the Commercial National Bank
of Chicago, a director of the Chicago L'nion Traction Company
and of the Allis-Chalniers Company, besides being prominently
connected with various financial institutions. In 1893 he was
appointed comptroller of the currency of the L'nited States under
President Cleveland.
S. L. Vaughan.
April 20, 1907
ELECTRIC RAILWAY REVIEW
539
Financial News
Boston Elevated Railway. — This company has riled a petition
with the Massachusetts railroad commissioners for approval of an
issue of J5.800.000 bonds. The pr ieds of the bonds will provide
funds for construction, equipment and the purchase of real estate.
The company has also asked for authority to issue $8,000.1 addi-
tional capital stock to meet tie- cost of construction and equipment
of the new Cambridge subway.
Central California Traction Company. San Francisco. — The Cali-
fornia Safe Deposit .^- Trust Company of San Francisco offers
the first mortgage 5 per cent bonds ol this company at 97% and
interest. The bonds are due on April I, 1936. Of the total issue
Of $1,500,000 there have been issued $500, and the balance are
reserved for further extensions and improvements. A sinking fund
is provided of $15, annually for the first 10 years. $30, a
year for the ensuing In years and $45,1 a year for the remaining
four years. The company was organized, the circular says, to
struct and operate an interurban system for passenger and
freight traffic in tiie central valleys of California, having as its
initial point the city of Stockton, thence extending north about 50
miles to Sacramento, forming the first division of the system.
Franchises in the cities of the system run for 50 years. All rights
of way, other than those obtained in the cities, are the company's
private property. The company's line in Stockton is finished and
in operation, and consists of 10 miles of track, with 65-pound steel
rails, power houses and car barns. About a mile of track has been
graded in a northerly direction toward Lodi. outside of the city
limits. This has been installed at an approximate cost of ssiiil.
paid for by stockholders. The company now proposes to construct
the road to Lodi, 14 miles from Stockton. The cost of this work
and equipment will be about $350,000. The electric power is fur-
nished by the American River Electric Company, which is installed
in Stockton and in Sacramento. It is expected by the company
that freight and passenger traffic connections will be made with
the Western Pacific Railway and the Atchison Topeka & Santa Fe.
Cincinnati Northern Traction Company. Cincinnati. — The annual
report for 1906 compares as follows:
1906. 1905 1904.
Gross earnings $1,027,728 $847,229 S7n::.7'n,
Expenses, construction, etc 799,603 764,819 655,864
Net earnings $ 228.1ij $ 82,410 $ 47,932
Other income 163 122 9 3
Total $ 228,588 * 82,532 $ 4S.IU5
Charges 95,892 77.m;h 79,926
Surplus. $ 132,696 $ 4.671' *$31,901
•Deficit.
Cleveland (O.) Electric Railway. — The directors have declared
a quarterly dividend of three-fourths of 1 per cent on the $23,400,000
capital stock. In 1906 quarterly dividends of 1'4 per cent were paid.
From 1901 to 1905 the rate was i per cent per annum. The reduc-
tion is attributed to the decrease in earnings resulting* from the
company's experiment in selling seven tickets for 25 cents, which
abandoned.
Columbus Delaware & Marion Railway. Columbus. — At the an-
nual meeting of stockholders at Columbus on April 16 the follow -
lirectors were elected: John G. Webb of Springfield, O. ; George
H. Holzbog of Jeffersonville, fad.; O. M. Gottschall of Dayton, <>:
X. .1. Catrow of Miamisburg, ■>.. and II B. Han. of Marion. O.
Coney Island & Brooklyn Railroad. — The New York railroad
mission, in - authority to this company to increase its
tl stock from $2,( 1 to $3,500, I, stipulated that only
",>»ii> of the new stock may be issued without further action
of the commission. Tin- proceeds of the new issue will be applied
to improvements.
Galveston (Tex.) Electric Company. — The annual report of this
company, which has been filed with the secretary of the city ol
that the gross receipts in L906 from fares and sale
of tickets were $274,459. Prom light there was received s::o.in7;
from power, $3,668. and from oiler inc., me. $900. The ag ni
between the company and the city of Galveston provides that when-
. e i ompany from passengei fa r< -
tickets shall amount to $3 tei annum or over, tl ity shall
i!.. right to pass appropriate ordinances requiring the railway
irnish transfers to passengers who maj be comp
two m o pany in order to reach their destinal
Hudson (N. H.) Pelham & Salem Electric Railway. — A decn
of foreclosure and sale against this company under a suit started
he New York Trust Comp: i 'he firs! mortgage
wa- entered at Concord, N. H., on April 5 bj Edgar Aldrich,
•• United States circuit rl Th ni i Is con-
the New Hampshire Electric Rallwa i , nj
Kalamazoo Lake Shore & Chicago Railway. Kalamazoo. Mich.—
This company has le; i Pi Marquette Railroad o
from April 15 the South Haven & Easl
South Haven to Lawton, Mil i The
rental
talance of the term 1
charges. Tie- Kalamazoo Lake SI pleted
Paw Paw Mich.
Lewiston (N. Y.) & Youngstown Frontier Railway. — A rll
of the $134, capital tocl ol this road has beei [uired b
Niagara Gorge Railroad Company of Niagara Falls whlcl
operated the road under a short-term leas,
Louisville (Ky.) Traction Company. — At the meeting ol
holders of this pain in Jersey City on April 13 an increase in
the c mon capital stock from $12, to $15,000,000 was author-
ized.
Pittsfield (Mass.) Electric Street Railway.— This eompanj has
been given authority by the Massachusetts railroad commissio
issue $100, first mortgage i per cent bonds, due on July i
The pi eeds will be used to retire floating debt and for new
s! met Ion.
Puget Sound Electric Railway. Tacoma. Wash. — A new issue
of $1, ,000 convertible 5 per cent notes, dated on February 1,
1907, and due February 1, 1912, has been authorized, and $500, I
ci the notes arc offered by Boston bankers at 94% and interest,
yielding about c.', per cent. The notes are convertible at par
from February 1. 1909, at the option of the holder into i; per - ent
preferred stock.
Rutland (Vt.) Railway, Light & Power Company.— The follow-
ing report is made of operations for the year ended on March 31,
1907, of Hie Rutland Street Railway, which is controlled by this
pany:
-March 31, March 31,
1907. 1906. In. rea -
Gross earnings $105,154 $93,726 $11,428
Operating expenses 56,003 55.::;.. 633
Net earnings J 4:'. 151 $38,356 $10,795
Terre Haute Indianapolis & Eastern Traction Company. In-
dianapolis.— This company has given a trust deed to the Fidelity
Tust Company of Philadelphia, trustee, to secure an issue of $10,-
■ bonds, maturing on April 1. 1932. The company has
formally acquired the property of several of the constituent com-
panies, as contemplated in the plan outlined in the Electric Railway
Review of March 30, 1907, page 440. The property of the Indian-
apolis Coal Traction Company, the Indianapolis & Western Railwax
and the Indianapolis it Eastern Railway was purchased. The prop-
erty of the Indianapolis & Northwestern Traction Company and the
Indianapolis & Martinsville Rapid Transit Company was leased foi
999 years. The Indianapolis & Northwestern Traction C pany has
outstanding $2,470,000 bonds out of $3,000,000 authorized, and $450,-
preferred stock out of $1,000,000 authorized. The new company
assumes the payment of 5 per cent interest on bonds, and also i; pel
cent dividends on the preferred stock, payable quarterly, beginning
in June. 190S. On the $750,000 outstanding bonds of the Indianapolis
* Martinsville Rapid Transit Company the new company guarantees
5 per cent interest.
United Railroads of San Francisco. — The Wall Street Journal
publishes the following statement concerning the cost of better-
ments and improvements: "Telegraphic advices from the United
Railroads of San Francisco state that the company has had t..
face an expenditure due to the earthquake and strike and
betterments and improvements from March 1, 1906, to March 1.
1907, amounting to $4,294,271. This had ail been provided for.
so that the company on March 1. 1907, had current liabilities
amounting t.. $2,310,209, against which it had current assets ..'
$2,177,410. In addition to this it had sold securities which were
delivered in March that netted it an amount in excess of $900,000,
and still left in its treasury over $2,500,000 of its 4 per cent con-
solidated bonds. It is claimed that by the sale of securities the
$4,294,271 above mentioned has been provided at a cost not ex-
ceeding .". per cent interest."
West Shore Traction Company. — The New- York state railroad
commission has given authority to this company to increase its cap-
ital stock from $2,500,1 to $5,000,000 and to issue $! .huh first
i gage bonds. The company will build an electric road from
Carteret, N, J., to Tompkin's Cove, N. Y.
Winnipeg (Man.) Electric Railway. — The earnings for the yeai
1906, with a comparison, are as follows
1906. 1905.
Gross earnings $1,416,305 $1,119,768
.Net earnings 714,341 544,021
Fixed charges 251,03 149,570
Dividends 248,668 200,
Balam e 21 1,6 I'M. 151
Total surplus 761,538 546,052
I 'ass. i ried 17,229,554 13,081,249
Capital stock outstanding on D — mbei :i ..$4,375,200 I
Bonds outstanding 5. urn. i
I mi. Bank ol Montreal 334,912 918 9i
Dividends Declared.
Cleveland tO . Electric Railway, quarterly, three-fourt!
pei cent,
Col bus CO.) Railway, preferred, quarterly, I', pei cenl
Bast St. Louis (111.) & Suburban, preferred, quarterly, I
i Rapids i Mi.-h i Rallwa i I quarter!] ■ pet
Mllwaukei Eleetrl. Rallwaj & L-ighi Companj preferred, quar-
1 i io
.ii Rapid Prai II Company i Minneapolis i.
terl i ' i pet cent.
West I '.-nil Rallwa ■ [PItl burg) prefern q arterly, I ' i
"I
540
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 16.
Manufactures and Supplies
a fireproof brick and concrete car house to cost $25,000. The
ii nsions of the building are to be 120 by L60 feet.
TRADE NOTES.
ROLLING STOCK.
Southern Street Railway. Chicago, is figuring on a number of
new ears.
Iowa & Illinois Railway. Clinton, [a., is considering the pur-
chase of one additional freight car,
Schenectady Railway, Schenectady, N. v.. is reported as con-
templating Hi" purchase of 16 large cars.
Sacramento Electric Gas & Railway Company, Sacramento, Cal.,
[a building 1 1 cars at its Sacramento shops.
Waterloo Cedar Falls oi. Northern Railway. Waterloo, [a., is
asking prices on six new open cars for eany delivery.
El Paso Electric Railway, El Paso, Tex., has placed an order
[or four interurban cars and four open cars for delivery about
June 1.
Douglas Street Railway, Douglas, Ariz., recently placed an
order with the American Car Company for two 38-foot semi-
. on v 1 1 1 tble cars.
Southeastern Ohio Railway Light & Power Company, Zanes-
ville, O., lias ordered one work car from the Jewett Car Com-
pany. This will have a 4-motor equipment.
Oregon Water Power & Railway Company. Portland. Ore., has
under construction at its Portland shops 10 box oars, to be 40 feet
in length and with a capacity of 50,000 pounds.
Sioux City Traction Company, Sioux City, la., as reported in
the Electric Railway Review of February 9, is erecting six summer
cars at its shops. They are to have 20-foot bodies, 5-foot 9-inch
vestibules and arc to be S feet wide. .The cars will be mounted on
Taylor trucks.
Gulfport & Mississippi Coast Traction Company, Gulfport, Miss.,
has ordered three 25-foot vestibule semi-convertible ears and two
10-foot trailers from the American Car Company, for delivery
about June 15. The trailers will contain 15 seats and all cars will
be mounted on Brill 27-GI trucks.
San Antonio Traction Company, San Antonio, Tex., has placed
an order with the G. C. Kuhlman Car Company for 10 semi-
convertible cars. 40 feet long over vestibule, with a seating capacity
of 40 passengers, to be equipped with 4 GE-64 motors, to be used
lor city service and for delivery on August 1.
Erie Cambridge Union & Cory Railway, Erie, Pa., as reported
in the Electric Railway Review of April Hi, is preparing plans and
specifications for new cars and equipment, and will make pur-
chases about .Inly 1. The building and equipping of this road is
being handled by the Van Bibber Company, on Wall street, New
York.
Omaha & Council Bluffs Street Railway is building at its Omaha
shops eight summer cars for use on its lines. These cars, which
have already been framed, are 46 feet 0 inches over bumpers and
T feet 10Vo inches wide over sills. The body of the cars an- :: I
feet 6 inches long. The cars will replace the open ears Inning
side steps formerly used by the company. They are to be inclosed
by 18-inch sides, above which wire screens 3 feet high will be
fastened. Entrance to the car will be made at the ends. This is
the first efforl the company has made at manufacturing its own
i ii rs
Trans-St. Mary's Traction Company, Sault Ste. Marie. Out., as
reported i" the Electric Railway Review of April 6, has ordered
from The J. G. Brill Company two semi-convertible type ears, to
have bodies 3S feet S inches long and 41 feet !i inches over all.
These will be equipped with type GE-67 motors and with the
General Electric Company's type K-2S controllers. The trucks will
be of the Brill type 2T-G. Providence fenders, and will be
heated with the Consolidated Car Company's system of electric
heating. The ears are designed for city service and will be
equipped with double trolleys.
Chicago Lake Shore & South Bend Railway, South Bend, lnd..
has just placed an order with the Niles Car & Manufacturing
Company for 24 heavy interurban coaches, to be .",7 feet long over
all and 10 feet wide. Fifteen of the cars are the exclusive pas-
senger type, with passenger and smoking compartments, and nine
ins are combination passenger, smoking ana baggage cars. These
ears will be equipped with Baldwin class 90-35 heavy trucks, with
38-inch M. C. B. section steel-tired wheels and Westinghouse No.
I In A. C. motors, geared to 75 miles per hour. The passenger ears
mi lor delivery in the spring of 1908 and the combination cars
for delivery this fall. An interesting feature of the cars is their
dimensions, which fit them for operation over steam roads.
SHOPS AND BUILDINGS.
Coal Belt Electric Railway, Marion, III. — The city council of
lien in. 111., has passed an ordinance vacating some property on
East Walnut street so that the company may erect thereon an
interurban passenger station.
Fresno Traction Company. — It is reported that this company
will erect a ear house with a capacity for about 30 cars, also a
paint and machine shop, at Fresno, Cal,
Shreveport Traction Company. — This company is now building
Lackawanna Steel Company occupied ils new offices on the
eighteenth Boor of the United stales Express building, 2 Rector
street. New York, on Saturday, April 13.
Browning Engineering Company. Cleveland, has re ved
its Chicago offices from the Monadnoek block to room 1506
Fisher building, instead of room looo. as previously reported.'
Green Engineering Company will on May 1 move its Chicago
office from the Western Union building to the Commercial National
Bank building. The Pittsburg office has hen moved from the
Lewis building to the Farmers- Bank building.
L. F. Purtill, who has tor many years represi nted the Westing-
house Air Brake Company at Buffalo, ,\\ v.. has been appointed
representative of the New Fork Belting & Packing Company, with
headquarters at 61-63 Chambers street, New York.
Ohmer Fare Register Company of Dayton, < >.. which recently
enlarged the output capacity of its plant, reports a very large and
rapidly growing increase in its business, and wishes to announce
that every effort is being made to till orders promptly.
Lord & Burnham Company, 1133 Broadway, New York City,
has received an order from the Norfolk & Western Railway for
the installation of its sash operating device in the Roanoke ( Va i
shops of the company. The order calls for '. feet and is for
op, .intiiig monitor and clear story sashes.
Brig. -Gen. Eugene Griffin, lirst vice-president and general
sales manager of the General Electric Company, died very sud-
denly on the evening of April 10 at Schenectady. N. Y., of apoplexy.
With his wife and daughter he had gone to Schenectady to witness
an amateur play given by
a local club, of which his
son, Hancock Griffin, was
a leading member. Gen-
eral Griffin was born at
Ellsworth, Me., on Octo-
ber, 13, 1855, and was a
little over 51 years of age.
After receiving a prepara-
tory school education he
entered West Point and
graduated in 1S75 with
high honors. Following
his graduation he entered
the engineer corps and
obtained the rank of cap-
tain. From 1883 to 1SS5
he was professor of civil
and military engineering
and the art of war at
West Point. He was
then aide-de-camp on the
staff of Maj.-Gen. Win-
Beld Scott Hancock and
later until the close of the
year 1SSS was chief of the
engineering division of
tlm Atlantic and the de-
partment of the East.
In 1SS9 he resigned from
with the Thomson Hous-
Brigadier-General Eugene Griffin.
i he army to take up electric engineerin,
ton Electric Company as second vice-president. In 1881, when the
Thomson Houston Company was consolidated with the General
Elei trie Company, he was elected first vice-president of the Gen-
eral Electric Company. In 189:; he was elected president of the
Thomson Houston International Electric Company, and was also
director of that company. At the outbreak of the Spanish-Ameri-
can war. General Griffin offered his services to the United States
and organized the first regiment, United States volunteer engi-
neers, of which he became colonel. In January, 1899, he was pro-
moted to brigadier-general, which rank he held to the end of the
war. He was a prominent member of several clubs in New York
City and was also a member of the Metropolitan Club of Washing-
ton, the Somerset of Boston, and the City Liberal Club of London.
He held a membership in the more prominent of the engineering
and army clubs.
Union Hardware Company, Torrington, Conn., has awarded the
contract to Tracy Brothers Company, 52 Benedict street. Water-
bury. Conn., for the election of a new factory building. The main
building will tie 100 by 150 feet, two stories high and will have
a three-story ell, 40 by 75 feet. The building was designed by
Richard P. Jenks. Providence, R. I.
W. J. McBride. for the past seven years first vice-president ami
general manager of the American Car & Foundry Company, has
i esigned to accept the active management of the Haskell & Barker
I'm Company of Michigan City, lnd. Mr. McBride will assume his
new duties on June 1. Edward F. Carry, second vice-president and
manager of the Chicago office of the company, has been appointed
first vice-president and genera] manager to succeed Mr. McBride.
effective about May 1.
Green Fuel Economizer Company has removed its New York
offlces from 74 Cortlandt street to the new West Street building, 90
West street. The new offlces of the company will be considerably
larger and will enaole the company to handle promptly its increas
ing business in economizers, fans, blowers and exhausters. Since
entering the fan business this company has built many large fans
April 20. 1907.
ELECTRIC RAILWAY REVIEW
for mechanical draft, including several with over-hung wheels.
The New York office will be represented as heretofore by William
Downs.
National Brake & Electric Company of Milwaukee, "Wis., reports
that as a result of the passing of the recent traction ordinance in
Chicago, the Chicago City Railway has given instructions to pro-
ceed at once with the filling of an order for 300 of the new National
air brake equipments, which had been placed some time ago. This
is one of the largest recent orders for air brake equipments for
electric cars, and brings the total number of National equipments
in service on the Chicago City Railway to the imposing total of
nearly 1,000.
Blake Signal & Manufacturing Company. L'tii Summer street,
Boston. Mass.. is in receipt of an unsolicited testimonial from Mr.
Arthur Bessey Smith of the department of telephone engineering at
Purdue University with regard to the soldering tube flux manu-
factured by the Blake Signal & Manufacturing Company. Inas-
much as this testimonial comes from a man of recognized standing
in telephone engineering and one who has a practical knowledge of
telephone work as well, having filled every position from telepl
lineman and repair man tit manager, the testimonial is considered
effective evidence of the practical usefulness of the tube flux.
ADVERTISING LITERATURE.
Columbia Foundry Company, Cincinnati, O. — Columbia brake-
shoes of various types 'to meet the needs of railways, both steam
and electric, are illustrated and briefly described in a 20-page
pamphlet.
Trussed Concrete Steel Company. Detroit, Mich. — An elaborate
brochure, entitled ■'The Typical Factory," describes in detail the
new plant of the George N. Pierce Company, manufacturers of
automobiles at Buffalo. N. Y. The plant is a large one. with sev-
eral buildings which exemplify reinforced concrete construction
under the Kahn system,
Weston Electrical Instrument Company, Waverly Park. Newark,
N. J. — Bulletin No. 6 is a four-page leaflet devoted to the Weston
multimeter, model 5S. which is designed to quite accurately serve
.the purposes of a direct-current voltmeter, milli-voltmeter, am-
meter, mil-ammeter, ohmmeter, ground detector and wheatstone
bridge.
Allis-Chalmers Company, Milwaukee. Wis. — Bulletin Xo. 1423
describes Gates rock and ore breaker with a short head and con-
caves, for fine crushing and designed particularly to meet the de-
mand for a crusher which will utilize screenings and other tin.'
material to advantage. Bxilletin No. 1057 is devoted to the Allis-
Chalmers type K direct-current motors and generators and pro-
vides a number of illustrations of motor driving as applied to heavy
shop machinery.
THE TOMLINSON AUTOMATIC RADIAL CAR COUPLER.
With the advent of the electric railway, where train operation
of ns is of frequent occurrence, and in connection witli the opera-
tion of two or more cars, the necessity soon became apparent for
in automatic coupler to fulfill the new requirements, which are
different from those of steam road practice.
The latest development in the line of automatic couplers for
electric railway operation is the Tomlihson automatic radial coupler,
Tomlinson Automatic Car Coupler — Figure 1.
:ed on the market by the Ohio Brass Company, and
which is the only coupler absolutely ant atic in action.
In operating the Tomlinson coupler no adjustment whatever is
requli pi the alignment of drawbars, ami it Is nevei m
sary to entei between the ears when coupling. If is only > ssary
to back the ears together, which engages and lirinly locks the
ers. Moreover, there are no loose parts to be Inserted in the
coupler to put it in readiness for a. Hon; therefore a car cannot be
left, through negllgenc itherwlse, with the coupler in an inopi
condition. Aftei uncoupling, which is accomplished by slmpl
pulling a chain, the parts return automaticallj to the normal posl
tion. ready for Instant coupling It con traction is such as to give
,gth for minimum weight.
Mr. C. H. Tomlinson originated the idea of this i plet and
patents were Issued to him full covering this Invention. The fol
lowing description will be of Interest, tot the Tomlinson system Is
thoroughly practical In ever- particular.
The Tomlinson coupler is made In two sizes, known as numbers
2 and .: Size i bei ! i designed I I the requirements oi
all els elt and light Interurba and size number 3
is adapted to elevated ami subway service, also heavy interurban
service and for all places where it is desired to intercouple with
steam road cars.
Besides the variation in size, the couplers also differ as to
draft-gear connection. They are made in four forms — for ri
angular-bar draft gears, for channel-bar gears, for 80-pound rail-
section gears and for drop gears — the principle of the couplet ai I
being the same in all.
The coupler consists essentially of a strong malleable iron head-
piece, which is hollow and contains an arrow-pointed, drop-forged
coupler hook, with sufficient play in a horizontal direction to allow
Tomlinson Automatic Car Coupler — Figure 2.
the coupler hooks of two engaging couplers to slide past each
other and become Locked. This hook is shown plainly in Figures 1
and 2.
The hook in each coupler is prevented from moving past the
center of the coupler. It may, however, move toward the side
of the coupler in opposition to the action of a spring. Thus, when
the opposing coupler hooks meet, they are forced apart against
the action of the springs sufficiently to allow the hooks to slide past
each other, the shoulders interlocking. The arrangement is such,
however, that should the spring in one of the couplers break and
allow the hook to move to one side, there still would not be suffi-
cient clearance to allow the couplers to unlock. The spring is
under tension only at the instant of
coupling or uncoupling and gets no
strain of the train load, either push-
iti or pulling.
In uncoupling the hooks are forced
apart by a lever cam. To this lever
cam is connected a chain, a slight pull
on the chain of either coupler being
sufficient to disengage the hooks.
An Important feature of the Tom-
linson couplv, and one which effectu-
ally prevents lateral movement of the
coupler heads, is the form of the
coupler face used. The faces of the
couplers are serrated, as shown in
Figures 1 and 2. and fit together ac-
curately. The faces have large bear-
ing surfaces and the serrations pre-
vent any movement in a lateral direc-
tion. When once coupled. there-
fore, the connection between the cars
is practically rigid, and surging of the
cars is prevented. This feature greatly
facilitates the control of the train ami does away with the
of buffing platforms, now used to take the slack out of Othei
couplers, and which cannot be used successfully on cars which
travel short-radius curves. It is also impossible for flu- ears to
become uncoupled when rounding curves.
The Tomlinson coupler will intercouple with all standard radial
ear couplers now in use. without removing or even deranging anj 01
its parts By the addition of an emergency knuckle (Figure I) it
will couple automatically with all M. C. B. couplers, as used on
Tomlinson Automatic Car
Couplet — Figure 3.
Tomlinson Automatic Car Coupler — Figure 4.
steam roads, A wedge-shaped extension of the knuckle is iii. el.
of the right dimensions to til into the space in the Tomlinson
coupler, which ordinarily receives the coupler I b of tin- opposing
coupler. 'Phis knuckle is made only for the number 3 couplers,
Figure Illustrates tin- spring hanger attachment, which is
used where unduly sharp variations in the grade \in^ make i
::nv some allowance for vertical play of the coupler ami draft
gear. The hanger consists of a rectangular easling through whieli
I he draft gear passes, being supported b.\ a yoke Which resls on
springs, allowing vertical movement, either up or down. Thesi
oi Ing s carry the weight of tin- coupler ami draft gear ami normall;
hOld the for f ill a position parallel tO tile ear SlIlS. Tl I ■■•
r,42
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 16.
however, allows vertical movement through considerable range
so thai the coupled i n can conform to anj Budden breaks of
as caused bj viaducts, subways, etc. The carrier Is sup-
ported by a radial slide bar under the car sills, the slide bar being
formed In thi arc ot the circle, around which the hanger is free to
when going around curv<
The fact thai these couplers are absolute!} automatic makes
it only necessary to align the drawbars and bring the cars togethei
feel instant coupling. This is of particular advantage in case
is. tor instance, a car barn Are. One man could,
in such an emergency, hack a motor car Into e line of cars standing
in the ham and bring out the whole train without assistance.
It is apparent that this coupler is not only strictly automatic
111 coupling with itself, but also wfll intercouple with all ether types
.a radial couplers and automatically couple with M. C. B. couplers:
even a push-bar can be used with it successfully, Heretofore, in
making couplers, no such provision has been made for intercoupllng
with foreign cars.
FOUNTAIN WASH BRUSHES.
One of the departments of electric and steam railways which
receives toe little attention, considering the saving in time and
money which could he produced If properly managed, is that con-
trolling Hi. cleaning of cars. The old custom of cleaning car win-
dows and exteriors. Moors, etc., with sponges, mops and buckets
of water is not only an expensive method of having the work done
and keeps the ears off the road longer than necessary, but it is
also not sanitary and is a very unsatisfactory method of perform-
ing this service, as the cleaners do not renew the water often
enough, and therefore the work, when finished, is really only half
done.
Realizing the advantages of having an ample supply of clean
water supplied to the brush or spouse while the work is being
done, the Baumruk's fountain Brush Company of Chicago, 111..
has devised a fountain cleaning brush and fountain sponges, a
line, a heater which ii is believed is highly efficient, simple.
durable and safe, has been devised by the Cooper Heater Com]
An illustration ami description of the heater is herewith presented,
i in- of the most important features in the design of this heater
is the remarkably small floor space which it occupies, varying from
l_':Li by Ilea ill' lies in lie- smallest size, adapted for city cars, to
17 by 18 inches in the lamest size, adapted to the heating of the
i interurban cars. The heighl of these heaters is from t- to
it; inches, which also includes the space occupied by the ash pan
and c,,al hunker of sufficient size to provide fully for 24 hours in
the coldest winter weather
Referring to the illustration, it will he seen that the healer
consists essentially of a firebox formed of a cast-iron water wall,
which is connected to a vertical water wall placed above it. As
seen from the illustration, the vertical water wall contains numer-
ous tithes of large diameter, giving a g i circulation ami a very
large heating surface, compared to the grate area, a drum is also
connected at right angles to the water wall at the top and from
this the hot water connection is taken. The states ate of the
locking type, very substantially built to withstand the abuse which
sut h i.ivis naturally set m tin- hands of careless conductors. They
Fountain Cleaning Brush.
typical illustration of which is presented herewith. The advantages
of these cleaning brushes will !»■ self-evident, as a fresh supply
of water is constantly being discharged through the bristles of the
brush while it is being used.
A hose, which is attached to the handle, may he supplied with
hoi. cold or warm water, depending upon the service for which it
is required. It is hardly necessary to say that one man can do the
work of several men if furnished with one of these brushes, as it is
unnecessary for him to stop to refill his pail or to wash out his
sponge or mop while at work, consequently the exterior and interior
ii ,i car can he washed as rapidly by one man with one of thesi
brushes as by several using the old method. Consequently, not
only is the cost of labor reduced, but the time required for the
ears to he out of service is likewise reduced, which is a feature of
great importance in railway work, and represents an important
sa\ mil;.
THE COOPER CAR HEATER.
Probably the earliest attempt at heating piihlh conveyances
was the placing of hot stones in the early stag.' coaches, on which
passengers could place their feet and thus make the trip a little
ion comfortable than would otherwise have hen the- case. This
insignificant attempt at heating was necessarily supplemented by
frequent stops at taverns along the road, where warmth could he.
both externally and internally, applied. With the introduction
of steam railways and longer trips it soon became evident that
some more effective way of heating must he devised, and soon
stoves, generally using wood for fuel, were installed in the .ars
This was also inadequate and was soon abandoned and steam heat
ins coils, furnished with steam from the locomotive, ware in-
stalled in the car, which furnished a uniform heat throughout
the ear and was a heating system considerably less expensive to
ie. This was perfectly satisfactory on trains operated by
steam locomotives, hut with the introduction of electric cars it
was necessary, when heating was desired, to return to the stoves.
which, owing to their inadequate local healing, were soon to be
replaced by electric heaters. These, however, were expensive to
operate and required increased size of feeders, generators and
boilers to supply the extra current demanded by them, and further-
witl tin old types ol electric heaters much difficulty was
experienced because of the intense local heat, which caused the
engers no end oi discomfort and tsionally Injury because
oi their clothing having taken fire. These conditions soon i
ttroduction of hot water heaters, which could he placed in the
i and the heat from them distributed evenly throughout tie cat
ie means of .oils of pipe placed along giving a more ■ ■
distributi t heat at a low.i cost.
From the primitive attempt of heating bj means of stones the
demand for comforts furnished bj adequate heating lias incri
until now the problem of car hi as become on. o i si
important and si - ich faces thi managei ol a transportation
Cooper Hot-Water Heater.
are easily shaken and will not burn out easily, as the fire required
for keeping the water at its maximum temperature is not hot
enough to even damage the grates, which obviates on,- of the great
difficulties which has been experienced with hot water, steam and
Stove heaters The lower portion of the stove is enclosed in a
neatly decorated cast-iron .-as.- and the upper portion is constructed
of double walls with asbestos insulating material between them.
thus preventing great radiation of heat and a consequent over-
heating of tin- vestibule. It is stated that the tire when started in
the fall can he maintained throughout the entire heating season
without relighting the lire. The construction of the ash pan and
coal hunker is of sufficient size for 24 hours' fuel, a point of great
importance, as it avoids stopping at car barns to replenish coal
and empty the ashes, which always causes great annoyance to pas-
sengers and provokes unfavorable comment on the managen
ighout the design of this heat.-r compactness, durability and
efficiency hav< been sought, ami it should he a great satisfactioi
designer to note tie degree of success attained.
It is stated from actual test that it has been found that during
weather ranging from In to 20 degrees above zero, and coal at (6 "
per ton, the cost of fuel for heating a i'l by 8 by 8 foot ear tinsid.
dimensions) was found to he only l nts, and only 12% cents
pel L'4 hours when the weal lei was belOW zero.
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postofflce, Chicago. 111., as Second-class Matter.
Subscription in advance, including special daily editions published from
time to time in places other than Chicago, postage free. t2;
Foreign. 15; Single Copy, 10 cents.
New York: 150 Nassau Street
Vol. XVII, No. 17
CHICAGO, APRIL 27, 1907
Whole No. 209
TABLE OF CONTENTS.
Editorial:
— Freight Handling in Pennsylvania 513
— Models in Station Design 543
— L'sefulness of Station Models 543
—Novel Car Step Signal oil
— Graphite Trolley Bushings 544
— Economy of Pooling Repairs on Small Roads 54 1
— Lessons from a Car House Fire 54."
Annual Report. L'nited Railways & Electric Company 546
Report of Bion J. Arnold on Street Railway Problems in Toronto 546
The Pittsburg 4t Butler Street Railway. By H. O. Reagan
(Illustrated ) 547
a Suction Track Sander (Illustrated) 554
Trainmen Withdrawing Wages from Daily Collections (Illus-
trated) 554
Concluding Session of the Iowa Street and Interurban Railway
Association 555
Joint Operation of City and Interurban Cars. By I. B. Smith
Handling Crowds lamestown Exposition
Developments in the Cleveland Traction Controversy 557
The Berlin Electric Railways
nents Heard on Milwaukee Service (Illusl
Henry J. Pierce Shows the Xeed of Co-operation 5i9
Annual Report of the Ok] i tion
tit Service Ordinance Enjoined
Indiana Tax Hearing 561
Rehabilitation and Reorganization in Chicago
Piping and Power Station Systems. XXXVII. By W. L. Morris,
M. E. (Illustrated)
Xews of the Week:
— Interborough Company Refuses to Bid for Xew Subways.
— Summer School for Artisans at the University of Wis-
consin
— Legislation Affecting Electric Railways
Construction News:
— Incorporations
— Franchises
— Track and Roadway
— Power Houses and Substations
Personal Mention
Financial X*-ws
Manufactures and Supplies
— Rolling Stock
— Shops and Buildings
— Trade Notes
— Advertising Literature
Track-Cleaning Brooms (Illustrated i
The Victor Pm table Combination Voltmeter (Illustrated i
Xew Alternating-Current Fan Motors (Illustrated)
The Kearney Cable Clamp (Illustrated i
Xew Plant of the O. M. Edwards Company (Illustrated)
A Multiple Recording Block Signal ( Illustrated i
Indesti ii tible Fiber (Illustrated i
New Standard Portable Multimeter (Illustrated)
563
563
563
564
564
566
56T
568
I
57"
"
57"
5!
all
574
51
Freight
Handling in
Pennsylvania.
The Homsher freight bill, giving street and interurban rail-
ways the right to carry light freight and to do a general
express business, which was passed unani-
mously by both houses of the Pennsylvania
legislature and was signed by Governor
Stuart on April 22, will undoubtedly prove
an important factor in the development of
the electric railway industry in that state. This law. which
goes into effect at once, opens for the companies a field that,
in states with more favorable laws, has been a profitable
source of income, producing in many instances a large per-
centage of the entire gross earnings. In Iowa, where freight
handling by electric lines is of great importance, the
proportion of freight receipts, as stated in the paper read by
P. P. Crafts before the Iowa Street and Interurban Railway
Association, which was published in last week's issue of the
Electric Railway Review, varies from 5 per cent of the earn-
ings from all sources to an amount in excess of passenger
earnings. Besides conferring a great benefit on the rural
population by providing increased facilities and cheap and
speedy transportation of farm products to the cities, this law
should give a strong impetus to the construction of additional
lines in a state in which the building of short connecting lines
has already attained remarkable development.
In the design of stations for rapid transit service it is
frequently a difficult matter to show various schemes clearly
(in plans and elevation drawings. If the
Models in situation is complicated by the need of
Station showing tracks and platforms at different
Design. levels, it is a help even to the eye of the
neer to have a perspective view of the
proposed design at hand for reference. The fact thai one is
-tomed to reading drawings does not lessen the value of
the picture or isometric sketch of the completed layout.
The perspective method of analysis has been worked out
nicely by the Boston Elevated Railway Company In
Ctlon with recent tunnel and terminal station studies
made by Its chief engineer of '-levated and subway construc-
tion. George A. Kimball. In this work the usual drawings
were prepared, but in addition a number of complete paste-
board models of the stations were made to a scale of one-
eighth of an inch to the foot. All the physical features of
the stations were shown clearly, including stairways, plat-
forms, depressed tracks, entrances, exits, news-stands, win-
dows and ticket offices. The relations of various foot pas-
sages to the platforms and sidewalks were especially well
indicated in studies for the modification of the Old State
House station of the East Boston tunnel, in the proposed
terminal changes at Dudley street and in the new Washington
street tunnel. In the studies made of land takings and build-
ing removals at the incline entrance of the Washington street
tunnel the dimensions on the reduced scale were worked out
with great care, so that the precise changes proposed could
be understood readily even by the layman.
Some of the models of stations have been used in connection
with the submission of plans to commissions, at directors'
meetings and wherever it has been thought
Usefulness advisable to avoid the long and difficult
of Station study of detailed plans. Their construc-
Models. tion was naturally a painstaking piece of
work, but by using stiff pasteboard, glue
and small tacks the models when completed were found
to be strong enough to withstand pretty severe handling.
In the study of station designs it is usually desirable
to consider various locations of ticket offices, and this
was provided for in a flexible manner by building separate
models of these booths about an inch high, which could
he moved about at will or fastened in place. As far as possi-
ble drawings were made in the interior of the models to show
tracks and the individual risers of stairways. It was not
considered necessary to construct the separate risers, but
stairways were represented by an inclined plane of cardboard
of the proper width, with parallel lines ruled thereon to
represent the risers. In connection with these studies small
bed wire netting was used to represent fencing, and in
lluloid templates of the cars in plan were con-
544
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 17.
structed on a small scale to facilitate the study of terminal
arrangements. All these graphic methods of bringing com-
plicated conditions into comprehensive focus were found to
be valuable aids to a broad study of the station problems at
issue.
As a means of preventing accidents and facilitating traffic
an automatically controlled electric buzzer is being tested
on some cars of the Denver City Tram-
Novel way Company. On the lower car step
Car Step contacts are placed between the step
Signal. proper and a safety tread. Springs are
also interposed here so that normally the
contacts are separated. However, if a passenger steps on
the safety tread his weight compresses the springs, closes
the contacts and causes a buzzer to ring either in the motor-
man's vestibule or near the center of the car. At present
buzzers are being tried in both locations, so that the most
serviceable place may be determined. There are several
reasons why such a system for signaling the presence of a
passenger on the lower step should be of value: If a pas-
senger steps off the car while it is in motion and an acci-
dent occurs, the motorman, who in the meantime has heard
the buzzer and tried to stop the car, will be an excellent
witness for the company. The same reasons hold in the
event of a prospective passenger being hurt by trying to
board a moving car and falling off. The presence of a pas-
senger on the step will signal the motorman that he should
stop at the next crossing, even though the conductor may
have forgotten to ring the bell. In a crowded car, where
the conductor is unable to see the step, he is notified by the
buzzer whether or not a passenger is getting on or off
the car and thus some little time, ordinarily lost, may be
saved. At railroad crossings or other places where the con-
ductor must leave the car the motorman is notified by the
buzzer when the conductor again boards the car. These few-
reasons would seem to justify a careful test of this ingenious
scheme for lessening the work of the claim department and
assisting in maintaining better schedules.
GRAPHITE TROLLEY WHEEL BUSHINGS.
Periodically since the introduction of graphite trolley
wheel bushings, the question of whether or not oil should be
used on them has been the subject of heated discussions
among the master mechanics of different systems. Most of
these discussions have been more confusing than beneficial,
for the testimony presented seemed about equally balanced,
and the arguments equally reasonable and convincing. The
result has been that those seeking information were com-
pelled to experiment and settle the question for themselves.
As a matter of fact, the graphite bushing was originally
intended to be run without oil and thus do away with the
possibility of the wheels being ruined by lack of lubrication.
Graphite is itself one of the best lubricants known when it
is used under the proper circumstances. For the conditions
for which the graphite bushed trolley wheel was originated
it was perfectly satisfactory. Immediately after its introduc-
tion, however, the speed of electric cars was greatly increased,
and likewise the capacity of the motors, consequently neces-
sitating a much greater current to be collected, which greatly
increased the arcing between the bearing and the axle on
which the wheel turns. This and the high speed naturally
cause the bearings to wear more rapidly and become rough
and pitted from the constant high current arcing. The natu-
ral result is that in the roughened state of the wearing sur-
faces graphite alone is not a sufficient lubricant.
Furthermore, if even the least play exists between the
wheel and the axle, the vibratory blows on the graphite and
metal of the wheel, due to the centrifugal force of slightly
unbalanced masses in the wheel when running at speeds of
from 3,000 to even 10,000 revolutions per minute, will cause
the graphite to crumble. The bearing will therefore wear
rapidly if not lubricated with oil or grease.
These considerations as well as practical experience sug-
gest the advisability of using oil for lubricating trolley wheels,
as the oil dampens the vibrations, and acting as an insulator
reduces the arcing between the bearing and the axle. Hence
practically all of the current is taken from the wheel by the
springs on the sides of the wheel, and thus also prolongs the
life of the bearings by preventing the roughening and scor-
ing of the surfaces, which is the inevitable result of un.-
dampened vibrations in journals.
The question may be asked why graphite bushings are
any better than ordinary bearing if oil must be used. The
answer to this is, that, while it is necessary to use oil on
graphite bushings to obtain the best results and greatest
mileage, the life of the wheel is not so seriously impaired if
the oil supply fails or if the barn men neglect to oil them, as
would be the case with ordinary bushings, as graphite bush-
ings can be operated without oil. If the oil supply fails on ordi-
nary trolley wheel bushings, the general result is a hot box
and a sliding of the wheel, which soon wears through and
catches in the overhead work with disastrous results.
To sum up, it may be said that the graphite bushing was
designed for far less severe conditions than are met in modern
practice. They served the conditions for which they were
designed well without the use of oil. The changed conditions
of today are far more severe. In the case of city service
the difficulty arises through dragging the wheels through a
mass of special work, and on interurban lines the more severe
conditions arise through high speed, and these conditions can
only be properly met by an unfailing oil supply.
THE ECONOMY OF POOLING REPAIRS ON SMALL ROADS.
When scattered groups of electric railways are consoli-
dated into a single operating organization the concentration
of power plant capacity into a few stations or perhaps a
single modern installation follows as a matter of course. It
would seem feasible for the same general idea to be carried
out with reference to repair shop practice in some instances
where the adjacent roads are friendly, but where no actual con-
solidation of property has taken place. The cost of repairs
per car on a small system is seldom as low as that on a large
road, because the small company cannot as a rule afford the
refinements of the large company in the way of specialized
machinery and processes. We find in recent practice that
a road owning 3,325 cars paid $247 per car for repairs in one
year; a road with 1,130 cars paid $283; a line having 719
cars paid $257; one with 310 cars, $300; one with 26 cars.
$358; one owning 16 cars, $294; and one with 7 cars, $414.
Allowing for differences in conditions, there is a definite
tendency toward a higher cost of maintenance per car on the
smaller lines.
By the erection of a central and thoroughly modern shop
in a territory occupied by a number of small roads, it is prob-
able that great economies could be enjoyed. The shops, in
the first place, could be of fireproof construction. The shops
could be equipped with a thoroughly up-to-date system of keep-
ing stock and cost records; the tools could be direct driven
by individual motors, and a brass foundry could be a promi-
nent feature. Practically all the advantages of the large city
shop could be afforded, and the work could pass through in a
far more regular volume than obtains on a single road with
a few cars, tending to lower the cost of production. Emer-
gency and light repairs could, of course, be handled at local
car houses. By the consolidation of interests there would
be no necessity for the small roads, individually, to purchase
expensive machine tools, which stand idle perhaps 80 per cent
of the time; and the union of financial strength applicable to
repairs would permit the payment of higher wages in some
April 27. 1907.
ELECTRIC RAILWAY REVIEW
545
cases than a struggling road can possibly afford in its shops
under the other method.
It is true that there would be disadvantages in pooling
repairs. The lack of standardization of equipment on differ-
ent roads would make the spare parts rather extensive, and
there is no doubt that lack of harmony among the different
managements would make the work of the centralized shop
very difficult. Dead mileage in some cases would be large.
But after these points are weighed, it is hard to see why some
scheme of this kind, if entered into in a broad spirit of co-
operation, might not be feasible. A large amount of capital
is at present tied up in duplicated supplies and tools in small
street railway shops in the same territory; the "load factors"
of the employes are irregular and the equipment stands idle
a good part of the time. The master mechanic of the central-
ized shop would have to be a man of first-class caliber, worth
certainly from two to four times the salary which a single
road of small means could pay. There is certainly need of
rolling stock standardization, when a single road operates
from six to ten different styles of cars on its tracks. Co-opera-
tion and centralization of industrial functions are the spirit
of the times, and the policy of annually spending large sums
of money for the sake of maintaining a limited number of
cars in an inferior shop that is one's own is open to question
in the face of what has been done by legally consolidated com-
panies to decrease their operating costs per unit of rolling
stock.
LESSONS FROM A CAR HOUSE FIRE.
Every disaster has its lessons, and the destruction of the
One Hundred and Forty-fifth street car house of the Metro-
politan Street Railway Company of New York, a brief account
of which was given in the Electric Railway Review of April
13, 1907. raises several points which it may be of benefit to
mention.
It seems hardly necessary to state that the construction
of a car house of above one story in height, which, on account
of the high price of property, was apparently necessary in
this instance, is deplorable unless conditions are such that
the floors may be entered independently from different street
levels or from the street level and an elevated structure, as
otherwise an elevator is required to lift the cars to the floors
above; and an elevator shaft becomes a dangerous fire hazard.
The car house of the Metropolitan Street Railway Com-
pany was a 4-story structure and cars were hoisted through
an open elevator shaft. The pits were on the first floor.
The second floor was used as a general storage and repair
room for service cars, and the third and fourth floors con-
tained the paint shop, where inflammable paints, oils, etc.. were
necessarily kept. With conditions of this kind it is plain
that only extraordinary precautions in preventing dust and
oily waste from collecting in and about the elevator shaft and
among the first floor pits, and great care to avoid sparks or
flame of any origin, could forestall the possibility of a sudden
fire, which, having once gained headway, would sweep up the
elevator shaft and spread to all floors.
The exact origin of the fire which occurred may never be
known. One theory is that it was caused by defective insula-
tion of an electric light wire; another, that a short circuit
in a conduit carrying a conductor rail caused sparks to fly
from the plow of a car, and to set fire to oily waste What-
ever the origin may have been the elevator shaft served as a
flue which carried the flames to the explosive and inflammable
oils on the upper two floors.
The car house of the Metropolitan Street Railway Com-
pany was built a good many years ago before it was gen-
erally thought necessary to provide concrete fire protection
for steel construction. An examination of the tangled wreck-
age of steel work in the ruins indicates that the members
buckled under the Intense heat, dropping large areas of floor.
What the damage would have been had the all-steel work
been incased in concrete is, of course, a matter of conjecture.
Those who have had charge of the disposition of old car
bodies know that they burn so furiously as to destroy all
wood, even the heavy timbers, in about half an hour. The
burning of a large number of cars between floors would fur-
nish a severe test even for steel carefully incased in concrete,
and the material burned would be greater in proportion to
floor area than has probably been burned in any concrete
building which, after passing through a fire, has been cited
up to this time as an argument recommending the use of
concrete. Where cars are stored on several floors, of which
one or more contain a paint shop, it might be found to be
impossible to provide a structure sufficiently fireproof to
present a good insurance risk, but the subject should certainly
receive the most exhaustive attention of engineers whenever
it is found impracticable to store cars and provide shop
facilities on one floor.
The appearance of the ruins of the Metropolitan Street
Railway Company building also makes plain the fact that a
fire wall between the power house and any other structure
which is subject, as this car house was, to possible sudden
destruction by fire, is not to be regarded as a sufficient safe-
guard for the power plant. Although the dividing wall be-
tween the power house and the car house ruins in New York
still stands, one or two large apertures were caused by the
falling steel work, and the walUwas cracked so badly that
the company found it necessary to close the power house,
fearing that the vibration of the engines and generators
would cause the wall to collapse.
It will be of interest to see how the Metropolitan Street
Railway Company will solve the problem of fire risk in recon-
structing its building.
ANNUAL REPORTS OF RAILWAYS.
United Railways & Electric Company of Baltimore.
The annual report of the United Railways & Electric Com-
pany of Baltimore says that the most important event of the
year 1906 was the adoption of the new financial plan. This •
plan comprised the funding of coupons on the income bonds,
and the formation of the Maryland Electric Railways Com-
pany. The funding of these coupons made available the
income, above interest requirements on the first mortgage
bonds, for track reconstruction and repair, improvement of
power houses and general improvements and betterments. In
addition to this surplus an amount will be realized from the
sale of property which is no longer needed.
At the end of the year the holders of $13,584,000 income
bonds, out of a total of $13,940,000 outstanding, had accepted
the plan which provides for the issue of 5 per cent 30-year
coupon bonds dated June 1, 1906, at par, for the income
coupons from June 1, 1904, to June 1, 1906, inclusive. Upon
these coupons and upon those dated December 1, 1906, to
December 1. 1910, inclusive, and also upon the income bonds,
there was stamped a reference to an agreement whereby the
company is bound to issue on the dates of these coupons to
holders thereof its 5 per cent funding bonds or scrip at par.
As under this funding agreement money is available for
Improvements only as earned, it was deemed expedient to
anticipate the company's income and facilitate improvements
by increasing the floating debt and retiring it at convenient
periods.
In addition to the betterment of the existing property
the company needed new stations, car houses, equipment.
extensions, excursion resorts and other improvements. Asso-
ciated interests therefore secured the charter of the Mary-
land Electric Railway Company. The property of this com-
pany and of l he Baltimore & Annapolis Short Line were
acquired by the Maryland Electric Railways Company, which
authorized an issue of $8,000,000 5 per cent first mortgage
bonds, the proceeds of which are to be used only for acquir-
ing new additions and new facilities. The entire property
"'*i ELECTRIC RAILWAY REVIEW Vol. xvn, No. 17.
is leased to the United company at an annual rental equal to REPORT OF BION J. ARNOLD ON STREET RAILWAY
6 per cent upon the actual cost, and, beginning in 1910, an PROBLEMS IN TORONTO.
additional \y2 per cent per annum. The United company also
agreed to purchase the property at maturity of the bonds by Bion J- Arnold of Chicago has submitted a report to C. H.
paying an amount sufficient to retire them. The money paid Rust, city engineer of Toronto, based on a study of street
as a sinking fund, including increment, is to be applied to- railway conditions which was made for the city authorities,
ward the purchase price. A special sinking fund is provided An abstract of Mr. Arnold's report follows:
for purchases of rolling stock, the lease of which is limited I have made a study of the street railway transportation
to 10 years. problem of the city of Toronto, giving particular attention to
rr.1. i, ^ ., j . 'he following subjects:
The report discusses many other matters. On the advice The ceute,. of population referrea to a north and south
of expert accountants an account for extraordinary expendi- line.
tures was opened, and there was expended during the year The future growth of the population by general observa-
for rehabilitation purposes $1,436,692. The total amount paid 'ion only.
for taxes increased 16 ner cent The lwsslbIe direction of such future growth with refer-
ioi taxes increased lb per cent. ence to the present north and south center iine of population
The report gives in detail the work of improvement. The operation of the cars of the Toronto Railway Com-
During the year over 31.6 miles of single track were recon- pany with special reference to traffic during the "rush-hour"
structed. A total of 8.6 miles of new track was constructed. period.
„, „ .. „ ,. , , . , Immediate remedies to applv to relieve congestion.
The conversion of the remaining portion of the old cable Immediate track extensions.
system to electricity was completed. The company now From statistics furnished me by the assessment depart-
operates 394 miles of main track, of which 172 miles of raent of the city of Toronto, I find the north and south center
suburban lines are laid with T-rails, and 172 miles are laid line of Population to be west of Yonge street, coinciding ap-
... „ . , . , ., „, .. ., , proximately with McCaul street.
with 9-inch girder rails. The reconstruction of the car house It seen]s evjdent that the population o£ Toromo snouId
on Lignt street, near Heath, and the extension which was gr0w by a steady annual substantial rate of increase. While,
begun in 1905 were completed during the year. owing to the unusual activity that seems to prevail in your
The Maryland Electric Railwavs has awarded contracts country at present, the rate of increase may remain about
*„.. 11 „ , „„»•„ i I 1 1 • i -.i v. 1 j uniform for several years, or might possibly increase, sta-
for the erechon of one new car house which will be leased tistics show that the average rate *f ^mml increase of popu-
to the United company. It will also erect four other car lation of all cities is a decreasing one. and the rate of popula-
houses, one of which will contain an office and a passenger tion increase of your city will, therefore, probably be a de-
station. The Marvland Electric Railwavs acquired Bay Shore creasing rate of increase, particularly after the passing of
, . ^. . , ~, . , , , , , . . .. abnormal conditions.
park m October. Tins park had previously been leased to the In makjng m examination of the evident growth of your
Inited company. city jn the immediate past, and the building activity to be
The main figures of the report, with comparisons with observed at present, it would seem that the future building
two preceding years, were as follows: m tbe city will probably be more to the north and west than
1906 lg05 , otherwise, thus tending to move the north and south center
Gross earnings $6,583,102 $6,023,69S $5,440,942 Iine of Population in a westerly direction, rather than easterly.
Operating expenses and mainte- Exhaustive observations have been made of the traffic
nance *4, 200, 942 3,765,292 2,876,539 conditions, with particular attention to headway of cars and
the congesion of cars upon the streets.
Net earnings $2,3S2,160 $2,25S,406 $2,564,403 From these observations it was learned that car con-
Fixed charges, taxes, etc 2,365,587 2,230,066 2,244.579 gestion in your city is confined to Youge street, and this
~ 77777 ~ : 77 ~ congestion obtains to that part of Yonge street between Front
oM^ncome°r >ea1' $ till * Till * lUli street and Queen street, and in a measure affects the cars
' "' ^_ on Front street, King street and Queen street, in the vicinity
Balance $ 21,298 $ 31,065 $ 330,062 of Yonge street, but, outside of this Yonge street congestion.
Car-mile runs 26,035,327 25,431,376 23,397,515 objectional congestion is not yet apparent.
Revenue passengers 133,785,601 122,31S,438 109,526,908 In my judgment immediate relief should be furnished to
Transfers 53,413,492 49,292,821 43,932.219 Yonge street by the construction of additional tracks upon
some north and south street adjacent to Yonge street. From
-Includes $980,000 credited to extraordinary expenditures. the fact that the present north and south center line of popula-
Operating expenses amounted to 48.93 per cent of gross tion is west of Yonge street, and from the fact that the future
earnings, as compared with 47.05 per cent in the previous s'"owth of th° °H seem.s fto *a™r a westwar<l m°?r«ne,*t of
„, . . „ „„ this center line, the relief of Yonge street should be by a
year. The increase m gross earnings was 9.29 per cent, and street west of Yonge street, and this without further argu-
the increase in operating expenses, after allowing for extraor- ment suggests Bay street as being the logical street upon
dinary expenditures of $929,761 in 1905, was 13.59 per cent which to build additional tracks, and this construction is
This large advance was due to increased car service, to the recommended. This new track should extend north of Queen
. . . . . street and should reach as far north as Bloor street in order
payment of higher wages in every department, and to the to distribute the cars to the west upon the east and west
increased cost of materials and supplies. The frequent and lines.
heavy rains in 1906 greatly interfered with excursion travel In niy judgment, in order to develop the entire system
The report states: "It should be borne in mind that Balti- |n such a manrLer ™ to,at a11 times haTe ^ greatest capacity,
. „,,,_., I recommend that tracks be now constructed as follows: On
more has a comparatively small floating population. Street Bay street from Pront to Queeu street; on Terauley street
railways in New York, Philadelphia, Washington, New Or- from Queen to College street, and then through Queen's park
leans and some other cities have an advantage in this from College to Bloor street.
respect; hence the increase in gross earnings of the system , lt would see™ to me' after astud>' o£ p°p"latiou, '^' Wards'
, , , and an examination of the existing lines, that ward five Elai-
ne De regarded as permanent. require in the immediate future an additional north and south
line, possibly in the vicinity of Claremont, Clinton and Christie
It is announced that the Indiana Union Traction Com- streets,
pany and the Ft. WTayne & Wabash Valley Traction Company I understand that the Toronto Railway Company is re-
have made arrangements with, and will undertake to trans- guesting the right to construct connecting tracks at several
. ,, ' _ points in the downtown district. These tracks are asked for
port the visitors to the annual G. A. R. encampment at bv the COmpanv to facilitate the handling of cars during the
Ft. Wayne on May 21-23 at a rate of $3.00 for the round trip rush hours and to make the system more flexible. I do not see
from Indianapolis. A rate of one cent a mile has hereto- aQy serious objection to the granting of these requests. In
fore been granted the old soldiers bv the steam lines, but my judgment the people should be willing to grant any reason-
,..,.. ^ . • ' able concessions to the company the acquirement of which
they declined to do so this year because of the 2-cent law will tend to facilitate the handling of the cars in a manner
recently passed by the legislature. to benefit the public. The necessity for and the objections
against these last named extensions should be apparent to
The new anti-pass law passed by the Iowa legislature those in daily contact with the actual conditions upon the
goes into effect on July 4 and applies to electric as well as ground, but were the decision left to me I should authorize
steam railroads. their construction.
April 27, 1907
ELECTRIC RAILWAY REVIEW
.147
THE PITTSBURG & BUTLER STREET RAILWAY.
II. C! REAGAN, KI.ElTKIc AI. ENGINEER.
The Pittsburg & Butler Street Railway, as its name im-
plies, connects the cities of Pittsburg and Butler. It traverses
a territory which contains valuable oil and mineral resources
and is well populated. Between Pittsburg, one terminal, and
Butler, the county seat of Butler county, in the oil district
of western Pennsylvania, the road passes through attractive
suburbs of Pittsburg and important oil and coal centers. The
line was designed to provide safe and speedy service between
the two terminal cities.
The Pittsburg & Butler railway will connect at Etna, a
suburb of Allgheny, with the Pittsburg Railways Company
lines. The route is shown on the accompanying map. The
road extends northward from Etna, going through Glenshaw,
Gibsonia. Bakerstown. Valencia. Mars. Renfrew, McCalmont
and Lyndora on the way to Butler. The Butler terminal is at
stone ballast the entire length of the line. The gauge of
the tracks, 5 feet 2y2 inches, was adopted to conform with
that of the Pittsburg Railways Company, as the cars of
the Pittsburg & Butler will use the Pittsburg Railways
Company tracks in entering Pittsburg. Thirty-three-foot
A. S. C. E. section steel rails, weighing 75 pounds per
yard, are used. They are joined together mechanically bj
4-bolt fishplates, and electrically by M. E. concealed bonds
The cross bonds which are used at intervals between the
tracks and the special bonds at switches are of No. 0000
copper. Guard rails are used on all curves greater than 9
degrees. These guard rails are raised seven-eighths inch
above the running rails by means of rail blocks which are
inserted under the rail on every third tie. Between the guard
rail and the main rail is an irregular shaped casting three
inches long. This was designed by Mr. Layton.
Bridges.
In the bridge construction concrete and steel were used
Pittsburg & Butler Street Railway — Bridge over Thorn Creek.
Alain street and connection is made with the Butler Passen-
ger Railway.
In planning the route for the road it was the desire of
f'harles Gibson, the general manager, and Hudson F. Layton,
the chief engineer, to follow the most direct line possible
between the two terminal cities, and yet to keep close to
the centers of population. In carrying out this plan many
obstacles were met, as the country through which the road
passes is generally mountainous and presents varied and
'■usily engineering problems. On the line as constructed the
grades are reduced to the minimum, permitting high speed
and economical operation, and the curves are of long radius.
The roadway was constructed in accordance with stand-
ard steam road practice. All dirt, fills are made around
trestle bents, insuring a solid foundation and a minimum
amount of shrinkage in the roadway. The ties, 7 by 8 inches
by 8 feet, are spaced 24 inches on centers and are laid on
throughout. The principal steel bridge was built over the
Baltimore & Ohio Railroad at Bryant. A feature of this
bridge which is of interest is the economical abutment con-
st ruction. Another important bridge, which is shown in one
of the accompanying illustrations, was constructed over Thorn
creek, near Renfrew. This bridge is S00 feet long and the
highest point above the water is 85 feet, while the main span
between towers is 118 feet long. The piers and abutments
are of concrete construction. Sawed oak ties are used and
guard rails are provided on the sides and in the middle of
the track. On the viaduct which was constructed where
the road enters Butler concrete was used for the piers and
abutments. Straight through girders were used over the
streets. This viaduct contains one girder 115 feet long with
a depth of 9 feet. Another girder is GO feet long with a depth
of 5 feet. The towers are well braced with lateral and
diagonal braces. All of the bridges on the line were designed
548
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 17.
to support a standard steain railway train. The bridges
were designed by J. H. Liarrett. bridge engineer, under the
direction of Mr. Lay ton.
Power Plant.
The power plant is located in Renfrew, about seven miles
from Butler, and at the junction of Conoquenessing and Thorn
creeks. This point was selected on account of the volume
and of the turbine room 51 feet 5 inches. The foundations
of the building are concrete with an average thickness of 24
inches, and with the footing course varying from 3 to 6 feet
at the pilasters. A point which was carefully considered in
designing the boiler room was the provision of sufficient room
over the boilers to facilitate the repairing of valves and the
repacking of valve glands, pipe joints, etc., which occa-
Pittsburg & Butler Street Railway — Showing Concrete Abutment
of Thorn Creek Bridge.
Pittsburg & Butler Street Railway — Showing Bridge at Bryant
Under Construction.
of water available for condensing purposes. The plant is
on the line of the Baltimore & Ohio Railroad and on a siding
of the Bessemer & Lake Erie Railroad, providing good trans-
portation facilities for coal. The power house is 105 feet 10
inches by 98 feet 7 inches.
The building is divided into boiler and turbine rooms.
sionally becomes . necessary and is many times neglected
because of the difficulty of working in the cramped space
above the boilers, where the heat may be intense. The ashes
are removed from under the boilers by means of an ash car,
which is run on a track in a concrete tunnel built under the
firing floor from a point immediately in front of the fireboxes
Pittsburg & Butler Street Railway — Private Car and Standard Equipment.
A monitor ventilator, extending over each section of the
building, provides ample ventilation. The building is well
lighted. The doors of the power house are of the Wilson
roller steel pattern. The frame of the roof is of steel and
the roof is shingled with Bangor slate.
The interior width of the boiler room is 48 feet 5 inches
to a hydraulic lift, which raises the loaded car to the boiler
room level, whence it can easily be run to the ash dump.
The boiler room equipment consists of four Babcock & Wil-
cox boilers, which are arranged into two batteries. The
boilers are rated at 350 horsepower each. They are of the
double-deck type and have 4-inch tubes and superheaters
April 27. 1907
ELECTRIC RAILWAY REVIEW
549
capable of superheating the steam to 125 degrees F. A
Ford damper regulator and water regulator is fitted for each
boiler, and, while the boilers are fired by hand at present, they
have been arranged so that stokers can be installed in the
future. The blow-off valves are arranged with one plug
cock and a standard B. & \V. valve, the plug cock being
next to the boiler, so that the blowing is always done bv the
Pittsburg & Butler Street Railway — Viaduct on Line Entering
Butler.
first valve. This insures a tight valve in the plug cock, as it
is not subjected to wear. The boilers are connected to the
feed pumps by duplicate feed water pipes in such a way that
if one of the pipes should break the other can supply the
water to the boilers. In one of tfee lines there has been
installed a Worthington duplex piston type hot water meter.
The stack is of brick, 125 feet high and stands on a solid
concrete base 16 feet in diameter and 16 feet deep. The
diameter of the stack base above ground is 14 feet with an
and for superheated steam. The superheated steam lines
connect the boilers with the turbines. The saturated steam
lines connect the auxiliaries and condensing engine pumps
and dry vacuum pump to the steam drums of the boilers.
The superheated steam lines are of heavy steel piping
and are fitted with screw-
flanges. At the rear of the
boilers and suspended on
brackets are two header
lines, one 10 inches in diam-
eter, which is used for su-
perheated steam, and the
other 6 inches in diameter,
which is used for saturated
steam. The superheated
steam passes from the boil-
ers to the header through a
6-inch line, which rises ver-
tically from the superheated
pipes to an automatic stop
and check valve, thence
runs by easy curves to the
header. There are four of
these pipes. Expansion and
contraction of the steam
piping is taken up by long
radius bends and the pipe
lines are carried on lower
bearings to permit free ex-
pansion without causing un-
due strains on the piping,,... . - _ „ ... ."*_ .,
f t- a Pittsburg & Butler Street Railway
The exhaust pipes to the at- — Map of Route,
mosphere from the turbine
are connected with a 30-inch exhaust line and the branches
from each turbine are IS inches in diameter and are fitted
with check valves. The main exhaust pipe is fitted with a
30-inch atmospheric relief valve. The piping is extra heavy.
The valves used are of Chapman manufacture.
One 2,000-horsepower Bonar vertical open heater has
been installed in the boiler room near the pumps. The ex-
haust steam from the auxiliaries passes into this heater, as
does also the steam from the turbines when operated non-
Hi
*
L_&i;jMiiflii_ii
5*<3 ^S *"■ "«< Vh^Ji
Pittsburg & Butler Street Railway— Turbine Room.
Pittsburg & Butler Street Railway — Power House at Renfrew. Pa.
inside diameter of 10 feet 6 inches and a flue opening 9 feet
6 inches. The wall at the top of the base is 24 inches
thick, and the stack has a thickness of 8 inches at the point
where it corbells out for the top. The top is surmounted by
a cast-iron cap and a two-piece lightning rod, which is con-
nected by a copper rod to a large ground plate.
The piping system consists of separate lines for saturated
condensing. The piping is so arranged that the steam can
be by-passed around the heater when it is necessary to
clean or repair the heater.
There are two Carpenter service pumps, 7V6 and 8% by
10 inches, installed in the condenser room. These supply
water to the heater or to the storage tank and take their
supply either from the discharge tunnel of the condenser or
550
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 17.
from the Intake tunnel. These pumps also furnish the gland
water for the turbines and the jacket water for the dry
vacuum pumps. The boilers are fed by two Epping-Carpenter
duplex outside packed plunger pumps. 12 and 7 by 12 inches.
ICach of the feed pumps is of sufficient capacity to supply the
boilers and discharge into a duplicate feed system, which
eliminates the possibility of a shut-down in case of accident
to the piping or pumps. The pumps are all equipped with
Ford regulators.
The water for condensing and for boiler feed purposes is
taken from the two creeks that join at the power house. A
concrete dam was erected below the junction of the two
streams, having a weir and sluice valve in the breast. The
water enters an intake above the breast, which is designed
as a settling basin. This intake is square and the stream
side is constructed with 3-inch tile placed in the concrete
walls, a movable screen being over the face of the tile. This
basin is filled with coke, which thoroughly filters all the water
before it enters the mouth of the tunnel leading to the con-
denser. The tunnel is made of concrete and extends from
the well to the power house, thence under the condenser room
floor to the pumps. There is also a discharge tunnel running
the length of the building, and extending down to the lower
to a 750-kilowatt 3-phase generator of the standard West
inghouse turbo type, with a 35-kilowatt exciter mounted on
the same shaft.
The foundations for the turbines are built up in the form
of piers with intervening arches. These piers form a double
row for each side of the bed plate, the center being open
around the foundations. Resting on the foundations is the
Pittsburg & Butler Street Railway — Boiler Room.
frame of the turbine, which extends to the floor level. The
construction of the foundations in this manner enables em-
ployes to pass from one end of the condenser room to the
other without going around the end of the foundations, and
also permits the condensing apparatus to be seen from any
point in the condenser room and from the engine room floor
The main steam pipe to the turbines is provided with a
thermometer so that the exact degree of superheat can be
ascertained instantly, and thermometers are also fitted to the
bearings and oil pipes so that the operator can tell at a
glance whether the bearings are running warm or if the oil
is not being cooled.
The generators are wound so that either 3,300 or 6,600
volt current, single or 3-phase. can be generated. The re-
volving field of the generators is of the two-pole type, and the
field winding is laid in slots and retained by non-magnetic
wedges. The generators are entirely inclosed and are venti-
Pittsburg & Butler Street Railway — Interior View of Rotary
Substation.
side of the dam, w7here two 30-inch gate valves control the
discharge.
The condensers, which are of the jet suction type, were
made by the Alberger Condenser Company. The condensers
are served by a volute centrifugal pump, driven by a 6%
by 8 inch Westinghouse junior engine, direct connected by
means of a flexible coupling. The use of the pump makes it
possible to place the condenser below the turbine and thus
avoid extending the exhaust pipes above the engine room
floor. The exhaust pipe connection from the turbine to the
condenser is by means of a 30-inch ell. The condensers are
served by two stage rotative dry vacuum pumps, one for
each unit, and with condensing water at a temperature of 70
degrees F. They are capable of maintaining a vacuum of 28
inches of mercury. The dry vacuum pumps are fitted with
rotary valves with flash ports, and the cylinder heads and
barrels are water cooled. The pumps are 8 by 16 by 16 by 12
inches. The condensers have each a capacity of 15,000
pounds of steam per hour. All piping except the steam and
air discharge line is located below the turbine room floor.
Turbines, Generators and Transformers.
The generating units consist of two Westinghouse Par-
sons 750-kilowatt turbo-generators, designed to operate at
1,500 revolutions per minute, with steam at 160 pounds pres-
sure and 100 degrees superheat, The turbines are connected
Pittsburg & Butler Street Railway — View of Rotary Substation.
lated by ducts suspended under the turbine room floor. The
intakes to the air ducts are provided with screens to prevent
foreign material from entering the generators. The wind-
ings of the generators can be easily inspected by removing
the end bells.
The Bonar continuous oiling system has been installed in
April 27, 1907.
ELECTRIC RAILWAY REVIEW
551
connection with the turbine oiling system. The apparatus is
located in the condenser room and is composed of two filters
and one oil tank and a steam pump for raising the oil to
the storage reservoir on the gallery in the turbine room. The
storage tank is also connected to the oil tanks of the turbines.
When it is desired to change the oil of the turbines the valve
is opened to the filters and the oil (lows into them by gravity.
Pittsburg & Butler Street Railway — Transmission Lines.
When the oil is all out the valve is closed and the valve to
the storage tank is opened.
The gauge board has mounted on it one pressure gauge,
one pyrometer, two vacuum gauges and one recording steam
pressure gauge, draft gauge and mercury column for checking
the vacuum gauge.
The transformers are located in a room provided at the
north end of the building. This room, which is 40 feet 6
inches long by 16 feet wide and 12 feet 6 inches high, is suffi-
ciently large for six 500-kilowatt oil cooled transformers, of
which four are now installed. A feature worthy of attention
is the mounting of all the transformers on wheels. This
arrangement permits the ready removal of any transformer
in case of accident and the substitution of a new one in its
place. The roof of this room forms the gallery upon which
are mounted the stick type circuit-breakers, barriers, choke
coils and lightning arresters. The transformers as at present
Pittsburg & Butler Street Railway — Switchboard in Power House.
installed are connected two in delta tor the 3-phase line '"
•r, which operates th< o I converter. Two trans-
formers are connected in multiple tor the single-phase nans-
mission between Butler and Pittsburg. The low ten
windings take current from the bus bars at a pressure of
1 volts and step it up to 22,000 volts. The outgoing lines
pass upward and through the concrete roof through the trans-
former room to the rack and circuit-breakers, and from there
through 10-inch tile to the exterior lines.
Transmission Lines.
Outside of the terminal cities the road is to be operated
by single-phase alternating current, with a line pressure of
either 3,300 or 6,600 volts. Within the corporate limits of
Pittsburg and Butler direct current will be used.
There are two transmission lines leading from the power
house at Renfrew. One of these is composed of No. 4 wire
and is to be used in transmitting single-phase current to
Bryant at 22,000 volts pressure. The other line extends
3-phase from the power house to the substation at Butler,
which supplies current for operating cars within the city
limits.
The trolley line is of the Westinghouse type of catenary
cable construction. No. 000 grooved trolley wire is used, and
is suspended on a 7-16 inch steel messenger cable by clip
hangers, spaced 10 feet apart. The catenary cable is sup-
ported by insulators on the bracket arms. On curves the
trolley wire is held in line by strain arms, which are carried
on large corrugated insulators. The cross-arms used are of
Pittsburg & Butler Street Railway — Circuit- Breakers and Light-
ning Arresters.
oak and are 3 feet 10 inches long. The pole line is of rigid
construction. The poles, which are of native grown chestnut,
are 35 feet in height, and have minimum 8-inch tops. The
poles are spaced generally 100 feet apart except on curves,
where the spacing is 50 feet. Each pole is guy anchored.
The trolley is divided into three sections by line breakers,
which break the catenary cable as well as the trolley circuit.
One of these section breakers is placed at the power house
and one at each of the two static substations. The ends of
the trolley wire are connected to disconnecting switches in
ill.' power plant and substations, so that either seevton may
i,,' cm il trouble occurs, or the substations may be cut out
and the current passed directly from one section of the trolley
wire to the other. The trolley wire is carried over bridges
on span wire construction, the span wires being sup-
ported by steel poles. These poles are fitted with cross-
arms, which carry the high tension lines. The insulator
used lor the high tension lines is of the Knowles Xo. 9373
pen, lain triple petticoat type, and is carried on an iron pin
set in cement. The diameter of the insulator is 8% lm
and i he height above the cross-arm is 15 inches. The insu
iaced on the arm 36 inches, center to cent r, am!
-I to withstand 76,000 volts. Where the ::-phase line
is used, i be top insulator is carried on a galvanized iron
552
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 17.
saddle, which spans the top of the pole and is fastened to it
by lag screws.
Switchboard and Wiring.
The switchboard is composed of seven panels of blue
Vermont marble, six panels being mounted and one being left
blank for the future generator installation. All panels have
the instrument lights at the top of the board. All instru-
ments are finished in black. The swing bracket at the top
has mounted on it two 4,500-volt meters, one for each gen-
erator, and one synchroscope.
The wiring from the generators to the switchboard is
suspended from the under side of the turbine floor on racks
and insulators and passes up through the floor at a point
back of the switchboard. The cables are lead covered and
breakers. The bus lines and choke coils and lightning arrest-
ers are located back of the framing.
The two static stations, used to furnish current to the
single-phase trolley line between Butler and Etna, are located
at Mars and at Bryant, about 11 miles apart. A line from
the power plant supplies current directly from the generators
to the trolley at 3,300 volts. In each station is installed one
500-kilowatt oil-cooled static transformer of the shell type.
These transformers receive current at 22,000 volts and step it
down to 3,300 volts, at which it passes out to the trolley line.
Each station is provided with the usual stick type circuit-
breakers and barriers with choke coils and lightning arresters.
The line from the low-tension side of the transformer to the
trolley is provided with a type "F" double-pole oil circuit-
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Pittsburg & Butler Street Railway. — Diagram of Car Wiring.
pass through camp tile under the transformer room to the
outlet in front of the transformers. The high-tension bus lines
are located above the transformers in the transformer room.
The single-phase transformers can be disconnected from each
other at the bus by disconnecting switches. The single-phase
current is taken from the middle and outside phase at the
bus bars on the back of the board.
Substations.
There are one rotary substation and two static substa-
tions. The rotary substation is used to supply current to the
Butler City Passenger Railway Company, and contains at
present one 500-kilowatt, 550-volt rotary converter and three
200-kilowatt oil-cooled transformers, which supply current to
the rotary. These receive current at 22,000 volts from the
power station. The high-tension circuit-breakers are mounted
on the framing directly over the transformers. Upon this
framing are also mounted the barriers between the circuit-
breaker switch. There is a choke coil and lightning arrester
on the outgoing trolley circuit. The ground return from the
rail to the switch enters the station through a tile. The Mars
station, which is half way between the power plant and the
station at Bryant, is provided with circuit-breakers in the
high-tension transmission line which passes through the sta-
tion, so that the section beyond Mars can be cut out in case of
trouble. The general style of these stations, which are built
of brick, is shown herewith.
Car Equipment.
The cars for the road were manufactured by the Niles
Car & Manufacturing Company, Niles, O. The cars are 51
feet 3 inches long, over all, 8 feet 1% inches wide, and 9 feet
5 inches high. The lumber used in the construction of the car
bodies was well seasoned. The sills and bottom framing
were made strong, so as to carry safely the heavy equipment.
The outside sills are composed of yellow pine timbers, 4% by
April 27, 1907.
ELECTRIC RAILWAY REVIEW
553
734 inches. The two center sills are composed of 6-inch I-
beams and yellow pine fillers. The end sills are oak.
The windows of the cars are of the Pullman style, with
the upper sash made stationary. The main compartments
of the cars are provided with 15 reversible seats and four end
seats, all of which are upholstered in mohair plush. The
smoking compartments contain four reversible and four end
seats. These are upholstered in leather.
The interiors of the passenger cars are finished in ma-
hogany. The ceilings are of the full empire type and are
painted a light green. The cars are heated by the Peter
Smith hot-water heating system. Each car is equipped with
two trolley poles and a pantagraph current collector, the latter
being used for alternating-current operation.
The trucks were built by the Standard Motor Truck
jSO
v
Pittsburg & Butler Street Railway — Section of Rotary Substation.
Company. They are solid forged from low-carbon, open-hearth
steel and are designed to carry a load of 64,000 pounds at
the king pin. They weigh 17,200 pounds and have a wheel
base of 6 feet 8 inches. Rolled steel wheels, 36 inches in
diameter, and forged steel axles, 6 inches in diameter, are
used. The brake rigging is suspended from the equalizing
bars. Peacock hand brakes and Westinghouse air bral
are used on the cars.
The cars are equipped with the Westinghouse alternating-
current and direct-current multiple-unit electro-pneumatic con-
trol. Each truck has mounted on it two No. 132 100-horse-
power alternating-current ;md direct-current motors. The gen-
eral scheme of wiring ol the ears is shown in the aceomi>
ing diagram.
The electrical mechanism installed under the car body is
one 200-kilowatt air-cooled auto-transformer, two sets of unit
switches, one for the alternating-current and one for the
direct-current control, the grid resistance, one combined alter-
nating-current circuit-breaker and limit switch with pneumatic
reset, which is operated from the platform, one reciprocating-
type reverser switch, one commutating switch, for changing
over from direct current to alternating current, one emergency
change switch by which current can be taken for the alternat-
ing-current operation by trolley wheel to operate the car in
case the pantagraph becomes disabled. When in the normal
position the switch is set to use current in the direct-current
operation. There is one relay-light switch, which changes the
Pittsburg & Butler Street Railway— Track and Roadbed
Construction.
lights from direct current to alternating current when the
car passes from one to the other. The auto-transformer is
kept cool by a small motor-driven fan placed in one end of
the transformer casing. The air is taken from openings in
the cable duct and driven through the transformer coils and
out at the other end. This motor is constantly in circuit.
The wiring for the pneumatic control is all in loricated
conduit with junction boxes for distribution to the various
points of connection. The main cables are also carried in a
cable duct provided in the center of the car floor by the car
builders. All cables to and from the reverser to the motors
are carried in cable ducts. There are two trolley leads from
the emergency switch, one alternating-current and one
direct-current. The alternating-current lead passes from the
pantagraph in the center of the car in loricated pipe and is
connected to an oil circuit-breaker. The two trolley circuits
for direct-current operation merge into one lead, which passes
down at the corner post of the car to the emergency switch,
a fuse being provided in this circuit to take care of the over-
-
Pittsburg & Butler Street Railway — Plan of Power House.
load or short circuits. The air pump change-over switch is
placed on the platform, so that the change from one system
to the other can be made without getting off the car. The
air pump motor is of the alternating-current and direct-current
compensated type. When operating by direct current the
fields are all in series and when operating by alternating cur-
rent the fields are in multiple.
Motor Operation.
When using direct current the motors 1, 2, 3, 4 are In
series, with all resistance in on the first point of the con-
55 1
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 17.
troller. The resistance is graduall] cut out on points 2, :'. and
4. and on point 5 all resistance is cut out. The current passes
through the entire winding of motors 1 and 2 to the reverser,
then through the armatures and the compensated field winding
of motors 1 and l'. then through the reverser to the ground
The current lakes a similar course in passing through motors
numbers 3 and 4.
When operating on alternating current the motors are
operated two in series, forming a unit, and the two units are
operated in parallel. .Motors 2 and 4 have ground connec-
tions. The auto-transformer has three taps brought out to
the unit switches. When starting, the lowest voltage tap is
put in circuit by the unit switch, and each successive point
in the master control increases the voltage. Before passing
from one tap to the other a reactive resistance is put in series
with the circuit, the resistance being a part of the grid resist-
ance used in the direct-current control. The number of steps
on the master controller is the same for both currents, the
fifth point being the maximum speed position. It will be
seen that with these motors the reversing is done in the field
winding instead of in the armature, as is usual in direct-cur-
rent practice.
The Pittsburg & Butler Street Railway Company was
promoted by Charles Gibson. Jr., of Pittsburg, and was financed
by the Pittsburg Trust Company, which is now operating the
property. The road was designed, located and constructed
by Hudson F. Layton of Pittsburg as chief engineer, who,
since turning the finished road over to the operating depart-
ment, has been retained as consulting engineer. Mr. Gibson
acted as general manager during the construction period and
since has been retained as vice-president and a director. Mr.
Gibson and Mr. Layton are well known in railroad circles
as designers and constructors. The future extensions of this
road will give one of the longest electric lines in the country,
forming, according to plans, the shortest line between Pitts-
burg. Erie, Lake Chautauqua and Buffalo.
A SUCTION TRACK-SANDER.
A suction track-sander designed along original lines by Mr.
H. H. Buchanan, master mechanic of the Louisville & South-
branches of a cross by a l-inch pipe. A Vi-inch pipe con-
nected to the compressed air reservoir is reduced to y8-inch
at the cross and enters one of the horizontal openings and
■ xtends a little beyond the center line of the sand-pipe. This
prevents the sand from being blown out of the sand-box when
pressure is applied. From the opening opposite the air pit
inch pipe leads the sand directly on the rails under the
wheels. The branch of the cross below the sand-pipe is
plugged to facilitate cleaning A valve on the air line located
near the airbrake serves to control the sanding
ToRai/s
A Suction Track Sander.
ern Indiana Traction Company, New Albany. Ind., is presented
in the accompanying illustration.
As shown, the sand-box is connected to one of the vertical
TRAINMEN WITHDRAWING WAGES FROM DAILY
COLLECTIONS.
The following corrections /,
■ i,c.iur I urn -in for above dsitc
Tu A.r.
The novel practice of allowing conductors to withdraw
each night from money collected during the day sufficient
amounts for their own and their
motorman's wages has been in
successful use by the Denver
City Tramway for the past In
years. The accompanying repro-
ductions of some of the blank
forms used by this company's
auditing department will serve
to illustrate the simplicity of this
method of payment.
The daily trip-sheet, as
shown, exhibits blank spaces for
the usual information and also,
at the lower right-hand corner,
bears a blank receipt for the
day's wages of the car crew.
At the end of his day's service
the conductor, having properly
filled out the main portion of
the trip sheet, withdraws from
his fares the proper amount of money with which to
pay his motorman and himself. He indicates the rates
per hour, amounts of wages withdrawn, punch mark
and the badge numbers in the proper spaces and then signs
the formal receipt on the blank. This receipt is also signed
by the motorman.
It is stated that by this method of paying there are
practically no misunderstandings regarding wages and that
dutymi..
■ , ..
Denver City Tramway —
Correction Notice Given
Conductor.
TENDER
da-it
CAR
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TIME
CASH
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REGISTERS
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filXtlltdol THE DENVER CITY TRAMWAV CO.. lor
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When clinging
lint, mat- out ttparoti tnp-snsei and fill in spact bilatr :
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Denver City Tramway — Trip Sheet with Blank Receipt.
the errors are remarkably few. Whenever the auditing de-
partment does find errors a correction notice, as illustrated,
is handed the conductor who is responsible. Thus the error
is adjusted at once and friction avoided.
April 27, 1907.
ELECTRIC RAILWAY REVIEW
55n
CONCLUDING SESSION OF THE IOWA STREET AND IN-
TERURBAN RAILWAY ASSOCIATION.
Before adjourning the fourth annual convention at Clin-
ton, la., on Saturday, April 20, the Iowa Street and Interurban
Railway Association re-elected officers for the ensuing year.
An account of the proceedings at the opening session on
Friday, April 19, with four papers which were read before
the association, and other information relating to the meet-
ing, was published in the Electric Railway Review of last
week. The following officers were elected:
President — F. J. Hanlon of Mason City, vice-president,
secretary and auditor Mason City & Clear Lake Railway.
Vice-President — P. P. Crafts of Clinton, general manager
Iowa & Illinois Railway.
Secretary and Treasurer — L. D. Mathes of Dubuque,
manager and purchasing agent Union Electric Company.
At the invitation of the Des Moines City Railway and
the Inter-Urban Railway, Des Moines was selected as the
meeting place for the next annual convention. It was decided
that the papers and discussion during one-half day of the 1908
convention shall be devoted to the consideration of operating
problems.
The association passed a vote of thanks to the railways
and citizens of Clinton for the entertainment afforded the
delegates during the convention. At the session on Saturday
morning Isaac B. Smith read a paper on the "Joint Operation
of City and Interurban Cars over City Tracks." This paper
and an abstract of the discussion which followed it will be
found on page 556 of this issue.
Handling Peak Load Traffic.
E. L. Kirk (Sioux City Traction Company) gave an in-
formal talk on effective methods of handling peak or rush-
hour traffic on city lines. He said he believed that the
easiest and the most logical way to handle peak load traffic
is through the use of trailers. His company had gone to
extremes in using trailers and had developed trailer cars
that will seat 90 people. These are handled by motor cars
having a seating capacity of 68 people and are usually used
on the long-haul park runs. In handling the night peak load
some cars are sent out betwen scheduled cars as trippers.
During the three years that trailers have been used at Sioux
City not a person has been injured through their use and
not a derailment has been reported. The cars are equipped
with hand brakes.
J. G. Huntoon (Tri-City Railway & Light Company) said
that his company operates trailers on the arsenal division, but
had not been so fortunate in avoiding accidents as the Sioux
City Traction Company.
G. E. Miller (Union Electric Company, Dubuque) ap-
proved of the use of trailers. His company has used trailers
on the park line for four years without an accident. In caring
for peak loads he had developed the bellows schedule, which
closes up as the travel increases. After the peak of traffic
has been reached an inspector sees that all cars resume
their regular schedule. He believed that the successful opera-
tion of trailers depends almost entirely on the care of motor-
men and conductors.
A short discussion followed the reading of the paper
on the "Steam Motor: Its Value in Interurban Service," which
was published in the Electric Railway Review of last week,
page 520. As the author of the paper, W. G. Wagenhals, was
not present to explain the questions that came up no satis-
factory conclusions were reached. H. H. Polk (Inter-Urban
Railway, Des Moines) said he believed that many small lines
would eventually be built and would adopt as a standard a car
similar to the one described.
On Saturday afternoon the delegates, accepting the invi-
tation of the Iowa & Illinois Railway and the Tri-City Rail-
way, inspected the government power house at Rock Island
and the Tri-City Railway & Light Company's power station
at Moline. Eighty of the members of the association and
representatives of manufacturers attended a dinner at the
Commercial Club, Davenport, on Saturday evening.
Discussion on Train Dispatching.
Following the reading by H. H. Polk of the paper on "Mod-
ern Train Dispatching Methods on Electric Railways," which
was published in the Electric Railway Review of last week,
page 521, a discussion of the relative merits of the various
systems of dispatching took place. Mr. Polk said that running
cars on train orders as well as on the timecard schedules
gives a double check on all trains, thereby reducing the dan-
gers of collisions.
Mr. Crafts favored the issuing of orders only when un-
usual conditions prevail and advised the regular operation of
cars on timecard schedules. He had made this the practice
on the Iowa & Illinois Railway and had obtained excellent
results. When cars are more than three minutes late con-
ductors must obtain orders from the dispatcher before pro-
ceeding. Such cars are held at sidings so that all other cars
may run on their regular schedule. By this system only the late
car loses its schedule time. When all cars are running late
some confusion results, but it is offset by the elimination of
the dangers incident to the issuing of orders at each station.
Mr. Crafts believed the frequency with which electric cars
are run makes electric railway operation different from steam
railway operation.
Mr. Hanlon said he favored the issuing of orders at given
points, but believed that no railroad maintaining a fast sched-
ule of cars can successfully have orders issued at all stations.
The discussion turned upon the merits of oil versus elec-
tric lamps for markers, switch lamps and crossing signals.
Mr. Polk said that his company pays $75 a month for mainte-
nance of oil lamps on its line. He is now experimenting with
electric lights, which, he believes, can be kept lighted day and
night at a lower expense. He thought that lights which are
worked automatically by a trip on the trolley wire would never
be a success, as the danger that the trolley wheel would leave
the wire at the critical point would make the system un-
reliable.
C. D. Cass (Waterloo Cedar Falls & Northern) stated that
his company, which owns both a steam and an electric railway,
follows steam railway practices in the operation of cars. He
believed that if companies would make their sidings of the
stub-end type they would have no trouble at those points.
Mr. Crafts said he thought stub-end switches were too
slow for use on a railway operating on a fast schedule
Discussion on Freight Handling.
In discussing the paper of Mr. Crafts on "Freight Han-
ding by Electric Lines," which was published in the Electric
Railway Review of last week, page 518, Mr. Polk said the
Inter-Urban company derives 30 per cent of its gross receipts
from freight traffic.
G. B. Hippee (Des Moines City Railway) believed the
Iowa electric railways are far in advance of the railways of
the east in the handling of freight. He said the eastern com-
panies do not realize that the freight business can be de-
veloped as it has been developed in the west.
Mr. Crafts said he believed an interurban railway which
was built for the operation of cars at high speed was neces-
sarily of substantial construction, and he knew of no reason
why it should not be safe for freight carrying in carload lots.
In answer to a question by A. E. Park (Des Moines
Winterset & Creston) Mr. Polk said that the question of
handling freight should be considered in building a new line.
He had never obtained data on the comparative cost of
handling freight in large and small quantities by steam and
electric railways. However, he was positive that up to 8 or
10 cars in a train the cost of handling freight on electric
railways was less than on steam railways.
Mr. Hanlon said that his company's track was built
60-pound steel rails and there had been no difficulty in han-
dling coal in carload lots. He said that electric rai'
556
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 17.
should adhere to steam railway practices and by maintaining
■the rates on freight work in harmony with the steam rail-
ways.
THE JOINT OPERATION OF CITY AND INTERURBAN
CARS OVER CITY TRACKS.*
BY Isaac B. SMITH, TRAFFIC MANAGER CEDAR RAPIDS .v IOWA CIT1
l:\ll \VA\ a l I. .11 l COMPANY, CEDAR RAPIDS, IA.
Since the assignment by the association of this subject, an
Iowa law has been passed fixing the rights and duties of elec
trie railway companies with respect to the joint use of city
facilities. The law is now in full force and effect and a
treatment of the subject is, therefore, practically limited to
the law and its application. I assume that only electric rail-
ways were intended to be considered and that the term "city
tracks" means the tracks within the corporate limits of a
city that belong to a street railway company or an interurban
railway company or to a company performing both classes
of service.
Section 1 of the statute provides, in substance, that any
person, firm or corporation owning or operating an electric
street railway in any city in Iowa is authorized and required:
i i To permit the use of its terminals (except car houses
and approaches thereto), tracks, poles and wires located
within such city, by the passenger and combination baggage
cars of interurban railway companies when used for inter-
urban business only and not for local street railway business,
i 2 1 To furnish electric power for interurban cars over city
tracks so used; but only during the hours when street cars
are operated, and provided the capacity of the power house
is ample. In the use of tracks and power the grantor
company is to have the preference, in order to avoid delays
in service. Interurban companies shall pay reasonable
compensation for all facilities and power furnished; and, in
•case of disagreement, questions involving compensation and
■conditions under which facilities shall be furnished, used and
■operated, shall, on petition, be heard and determined by the
hoard of railroad commissioners of Iowa. An order of
the commissioners, or court of appeal, shall be subject to
judicial modification and review.
Section 2 provides: (1) The manner of perfecting an
appeal from an order of the board of railroad commissioners.
(2) That an order of the commissioners from which an appeal
has been made shall not be suspended during review, pro-
vided the interurban railway company gives an indemnity
bond satisfactory to the court or judge appealed to, and pro-
vided the compensation as awarded is made or secured to
the grantor company.
The law gives no rights to a street railway company as
against an interurban railway company already occupying
city streets. But such a condition is unusual. The street
railway is almost always the forerunner of the interurban
railway, and it seems inadvisable to take up the consideration
of the details of a contract that would be used so little, even
though it should logically be included in the discussion. The
passage of the law removes the necessity of securing a special
grant from a city to authorize and permit the use of city
tracks for interurban cars, which might be necessary in many
cases. This is a most important feature of the law.
Xo single instrumentality brings constantly more orders
to a city or more passengers for street railways than inter-
urban lines, which are undoubtedly a great benefit to the city
they enter; and, if local competition is eliminated, are an
equal benefit to any system of city railway operating in such
city. Interurban railways deserved encouragement, but street
railways owning grants to important city streets were in a
position legally to impose burdensome conditions upon them.
Such anomalous conditions were no doubt the cause of the
enactment of the statute in question.
It would seem that the question of compensation will be
met by requiring a payment to the grantor company of a
reasonable sum based upon the cost of terminals, their mainte-
nance and operations, such compensation to be proportioned
'on car mileage, wheelage or some other equitable and estab-
lished custom.
Looking at the proposition as a whole it would seem
that the passage of our recent statute has very much simpli-
fied the matter of arranging for the joint use of city tracks
by city and interurban cars. The rights and duties of con-
tracting parties are well recognized and established, and it
•would seem that fair, reasonable and uniform regulations
governing the joint use of city tracks by city and interurban
cars are bound to result.
With regard to the actual details of operation, it would
seem that current should be furnished by the company owning
•Read before the Iowa Street and Interurban Railway Ass icia-
tion, Clinton. la., on April 80, 1907,
the tracks, otherwise legal and electrical difficulties might be
encountered by the erection and use of an individual trans-
mission system over a track used in common.
If the line over which joint operation is to be performed
is long or service is frequent, a double track will be necessary
to give satisfactory service. An interurban car entering a
city alter a long run cannot be operated as close to schedule
as city cars and delays at meeting points on a single track
would certainly result. If the schedule of interurban and city
cars either leaving or entering the city is the same lor nearly
so), the interurban cars should precede the city cars. The
former should do but little or no city business, and hence
will not impede traffic by frequent stops. The delays inci-
dent to the following of a city car by an interurban car are
vexatious to interurban passengers, and. if there is
active competition with some steam roads, such delay might
seriously affect interurban revenues.
The Iowa law affecting joint use of city terminals abso-
lutely forbids competition in city business. There is another
statute, which, in the absence of any other provision to the
contrary, enables interurban companies to charge a greater
fare than five cents. These two features should serve to
effectively prevenl city passengers from using interurban cars
and hence should do away with the necessity of recording city
fares and providing extra crews.
The company seeking the privileges of using the tracks
of another should, and I -think would, be obliged to follow
the operating rules of the grantor company so far as ap-
plicable. With regard to the question of damages, either to
the public or as between companies. I believe they should be
assessed to the company responsible, as determined by the
facts in each case.
In conclusion and in the face of the law and the facts it
would seem that a contract covering joint use and operation
over city tracks should be, and, indeed, must be, approached
in the spirit that the street railway and interurban railway
are not competitive but complementary and are beneficial to
each other.
Discussion on Joint Operation over City Tracks.
In the discussion which followed Mr. Smith's paper, Mr.
Hippee said that interurban lines should use as few miles
of city track as possible and should have a separate loop and
terminal station at some point away from the center of the
city. He said the Des Moines company will put this arrange-
ment into practice as soon as it is possible to do so, as the plan
will enable both city and interurban cars to operate with less
delay.
Mr. Crafts believed interurban cars should be given the
precedence in operation over city streets, as they are usually
compelled to run on a fast schedule and if delayed on the city
tracks may find it difficult to make up lost time He agreed
with Mr. Hippee that the city tracks should be used as little
as possible in large cities, but believed it was impracticable
to consider this point in the smaller cities. Interurban cars
should be given the right of way and interurban stations
should be situated on the outgoing line. This, he said, de-
creased the confusion on busy days, as a large number of
the incoming passengers would leave the car before it
reached the station.
Arrangements for Handling Crowds at the Jamestown
Exposition.
President R. Lancaster Williams of the Xorfolk & Ports-
mouth Traction Company, Xorfolk, Va., is quoted as saying
that the company is spending nearly $3,500,000 to improve
its properties, and within a short time will have in operation
one of the finest power plants in the country, which has cost
about $1,000,000. The company is spending from $1,500,000
to $2,000,000 for betterments in Xorfolk and Portsmouth, which
includes extensions and modern equipment. Concerning the
arrangements for handling the crowds of visitors to the James-
town exposition he is reported as saying:
"We will be able to handle 10,000 people an hour each
way during the exposition. That means a schedule of two
and a half minutes on each line. Taking both lines, we will
have a schedule of one and a quarter minutes. Cars
will be operated with trailers. The cars will go over a
belt, so that no time will be lost in switching. During
the rush hours of the morning and evening we will run cars
at intervals of a minute and a half on each line. That will
make a car from Xorfolk to the exposition grounds each 45
seconds."
April 27, 1907.
ELECTRIC RAILWAY REVIEW
557
DEVELOPMENTS IN THE CLEVELAND TRACTION CON-
TROVERSY.
The street railway situation in Cleveland has developed
rapidly in the last few days. The Cleveland Electric Railway
on Tuesday night ceased operation on its Central avenue and
Quincy street lines, on which its franchises have been de-
clared invalid by the supreme court, but by securing injunc-
tions prevented any of the low-fare companies from operating
the lines. The peace agreement made on January 11 was
broken on Monday and the injunction restraining the Mu-
nicipal Traction Company from operating over Cleveland Elec-
tric tracks was put in force, but the low-fare interests
evaded it by turning over the operation of the cars to the
Low Fare Railway, which was incorporated for just such
a purpose, to nullify the effect of the claim that the Forest
City franchises are invalid on account of Mayor Johnson's
financial interest.
All negotiations for a sale of the Cleveland Electric
Railway property in Central avenue and Quincy streets were
declared off on April 19. The Cleveland Electric Railway
offered to sell the property for $448,473 instead of about $150
000 as offered by the Forest City on April 17, as reported in
the Electric Railway Review of April 20. The company also
reserved the right to dispute any attempt of the Municipal
Traction Company to operate from the western end of the
Central avenue line to the Public Square. The company
stated that in fixing the price it had followed the method sug-
gested by Mr. du Pont and that if this was unsatisfactory it
was ready to abide by the results of an impartial arbitration.
This offer was at once refused by the Forest City directors,
who stated that their objection was against the terms of the
offer and not the price.
On April 19 the Cleveland Electric Railway applied for-
mally to the board of public service for permission to remove
its poles and wires from the streets in question. This permit
was granted the following day, but with many restrictions
calculated to prevent the interruption of service until the
Forest City Railway could lay its tracks and begin operation.
It was provided that the track should be removed in sections
in a prescribed order and that crossovers should be built so
as to permit operation during the progress of the work of
removal. The Forest City forces put in an active day on Sat-
urday setting poles and stringing wire to bring power from the
West Side power house for the operation of the Central-
Quincy lines.
On Monday. April 22, the Cleveland Electric Railway,
through its attorneys, sent a notice to the Municipal Traction
Company and the Forest City Railway Company, stating that
they had violated the provisions of the peace agreement as
entered into on January 11 and renewed on February 8, and
that consequently it would consider the agreement termi-
nated. It was further stated that the temporary injunction
against the use of the Cleveland Electric Railways tracks
by the Municipal Traction Company, which was suspended
during the peace agreement, was again in force, and the low-
fare companies were notified to cease at once the operation
of cars from Fulton road to and around the Public Square.
Another notice was sent to the board of public service stating
that the company's franchise contract with the city provided
for the removal of the tracks upon the expiration of the
contract, that the board of public service had no authority
to impose restrictions as to how the work should be done and
that the company refused to accept the board's permit and
would proceed to remove its property in accordance with the
terms of its contract.
On Tuesday, April 23, the Municipal Traction Company
made a lease to the Low Fare Railway whereby the latter
company may operate its cars between Detroit avenue and
West Twenty-eighth street and the Public Square. The object
of the arrangement was to prevent the operation of the injunc-
tion against the Forest City company on account of the
■ >r's alleged financial interest. To indicate the transfer of
the property under the lease a 10-foot crossover connecting
the Forest City and the Cleveland Electric tracks at Superior
avenue and West Twenty-eighth street was removed and then
replaced in the presence of witnesses. Operation was then
resumed under the name of the Low Fare Railway. The
Cleveland Electric Railway then applied to Judge Ford for
injunctions against the Municipal Traction Company, the
Forest City Railway Company and the Lowr Fare Railway
Company, on the ground that Mayor Johnson is financially
interested, to prevent any of them from operating the Central-
Quincy lines after the Cleveland Electric Railway should
cease operation at midnight. Judge Ford granted a temporary
restraining order and called a hearing on a permanent injunc-
tion for 9:30 the next morning, saying that he would not
permit the interruption of service on those lines for a longer
period unless he was convinced that the legal points involved
were of more importance than the public convenience.
Promptly at midnight on Tuesday, April 23, the Cleveland
Electric Railway ceased operation on Central avenue and
Quincy street, and turned off the power, as it had announced
it would do in a communication to the city council on April 15.
Xo attempt was made, however, to remove the tracks. About
200 policemen were stationed all along the lines to prevent
any violation of the restrictions imposed by the board of
public service and the company decided not to attempt any
clash with the city. The company announced that it would
increase the service on several parallel routes in order to
make up partially for the lack of service on the Central-
Quincy lines.
At the council meeting on Wednesday night an ordi-
nance was introduced and given its first reading to give the
Low Fare Railway a franchise over the entire Central-Quincy
route, as an extension of its East Fourteenth street and
Sumner avenue lines. It was planned to give the ordinance its
second and third readings on Thursday and Friday so that
the company might begin operation at once. The Forest City
Railway already has a franchise for this route, the validity of
which is disputed because of the mayor's alleged financial
interest. As it will probably take a long time to settle the
financial interest suit now pending in Judge Phillips' court, it
is planned to have the Low Fare Railway take over the
operation of the 3-ceut lines. The temporary injunction
cases restraining the three low-fare companies from operat-
ing over the Central-Quincy routes, which Judge Ford was to
have heard on Wednesday morning, were held over until
Thursday, nearly all of Wednesday having been taken up in
attempting to decide before what court the cases should be
heard.
The Berlin (Germany) Electric Railways.
It has been found necessary to remodel the entire system
of the Berlin Metropolitan Railways. It is understood that the
system will be modeled after the lines now being built be-
tween Hamburg and Altona, and will be operated with single-
phase alternating current. The third rail is considered im-
practicable and an overhead line carrying a 10,000-volt alter-
nating current will be used. Two new power stations will
be erected, one at Westend and the other at Rummelsburg,
each containing six 5,000-kilowatt turbo-dynamos. In the new
system it is expected that trains will be run on an interval of
every 100 seconds and that each train will accommodate 475
passengers. The trains will consist of four motor carriages
and three or four trailers. The cost of converting the system
is estimated at £11,000,000, and the capacity will be increased
from 200,000,000 passengers a year to about 300,000,000. The
annual receipts are estimated at £1,333,000 and the profits
at about £333,000. On account of the heavy expense in-
volved it is expected that the fares will be increased about
50 per cent. This vast project is expected to require about
four years for completion, during which the whole of the
present Stadt, Ring, and Vorortbahn systems will be changed
in use the single-phase alternating current.
558
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 17.
ARGUMENTS HEARD ON MILWAUKEE SERVICE.
In connection with the investigation by the Wisconsin
railroad commission into the railway service provided by the
.Milwaukee Electric Railway & Light Company. John I. Beggs,
president of the company, presented with his testimony on
crimination and said that, compared with St. Francis, Tippe-
canoe and other suburban points, gross discrimination was
practiced against Wauwatosa. He said that the suburban
business should be considered as city business.
C. N. Duffy, comptroller of the company, testified that
there is no separation of investments on the books of the
Note- Indicates lines in operation or considered necessara Jo complete on /deal 'system iy/ffj/n reasonable Pine
// Contemplated extensions.
// Municipal Poundories.
Plan for Ideal Street Railway System in Milwaukee as Submitted to Wisconsin Railroad Commission by John I. Beggs.
March 19 a map showing a plan for an ideal street railway
system in Milwaukee. The principal features of the plan are
shown in the accompanying illustration.
Testimony Before Wisconsin Commission.
Hearings were held by the Wisconsin railroad commission
at Madison, Wis., on April 22 and 23 in the cases of Wauwa-
tosa and Milwaukee against the Milwaukee company. L. S.
Pease, who represented Wauwatosa in its demand for a 5-cent
fare to Milwaukee, based his argument on the ground of dis-
company which would determine the value of the Wauwatosa
lines alone.
Edwin S. Mack, one of the attorneys for the company,
said that the complainants in the case had applied every test
except the right one. This, he said, was the legal obligation
of the company under its various franchises and the state's
policy of regulating the use of streets. Mr. Mack said:
"This is a question of classification and distinction, not one
of discrimination. It is the established policy of the state
April 27, 1907
ELECTRIC RAILWAY REVIEW
559
that local governing bodies shall control the terms and condi-
tions under which street railway companies may use the
streets. Consequently it is a fact that conditions that apply
in Wauwatosa do not apply in West Allis, St. Francis or Tip-
pecanoe."
Mr. Mack said that if an attempt is made to lower the
rates of fare at any point the company will insist upon its
contract rights as defined in its franchises. "This is a diffi-
cult constitutional question," he said, "and I prefer not to go
into it until we have reached the reasonableness of fares.
This question is not involved now, and cannot be unless the
commission determine that there has been discrimination
against Wauwatosa."
George P. Miller, attorney for the Milwaukee company, in
referring to a statement of Mr. Pease that single fare limits
are fixed arbitrarily by the company, said that as the com-
munity has grown settlements have developed beyond the city
limits. As favors to the people living there, the single fare
limit has gradually been extended. But there must be a line
drawn; otherwise in the course of time the company would
be carrying passengers to Madison for one fare.
John Barnes, a member of the commission, asked if Mr.
Miller contended that a franchise grant limiting the rate of
fare to "not to exceed five cents" gave the company the
absolute right to charge five cents. He replied "yes."
John T. Kelly, city attorney of Milwaukee, in his argu-
ment on April 24. said that he would be satisfied with an
order which would insure continuance of the present service
on the Milwaukee city lines. He asked that the commission
order the company to have its cars swept out in the barns
during the night and sent out in the daytime with fires lighted.
Mr. Barnes of the commission said that on the question of
brakes the duty of the railroad commission is merely to deter-
mine whether the hand brake is a reasonably adequate con-
trivance to control cars. Air brakes may be superior to hand
brakes, but, if the latter are reasonably adequate, the com-
mission cannot order their abandonment. If the safety of the
public and the rapid operation of the cars demand the use
of air brakes, the adequacy of the service is involved and
the commission may order their substitution for hand brakes.
Mr. Miller said that the company had been preparing
for improvement in its service for over a year and that the
new cars were ordered over a year ago. He said that an
order relating to the sweeping of cars would be an unjust
reflection on the company, because all complaints which had
been based on the lack of sweeping were caused by failure
of employes to obey orders.
Mr. Miller agreed to file with the company a brief prov-
ing that the company has the right to operate construction
trains. An order is not necessary, he said. The commission
has no jurisdiction over this question because there is no
evidence to show that the construction trains inconvenience
the public.
As to the substitution of air brakes for hand brakes
Mr. Miller said that the duty of the commission was to
protect the traveling public and enforce reasonable, adequate
service.
"The company has had many years of experience," Mr.
Miller said, "but no person has ever been injured on our
cars because of the lack of air brakes. Under present condi-
tions people on our cars are much safer than other people
using the streets."
Mr. Miller said he hoped the commission would recom-
mend what changes and extensions it deems advisable, and
said that the company would be glad to follow the recom-
mendations to the best of its ability.
The commission has taken the cases under advisement.
HENRY J. PIERCE SHOWS THE NEED OF CO-OPERATION.
The Chicago & Milwaukee Electric Railroad, which is
extending its line from Kenosha north to Milwaukee, Wis.,
is employing both a day and a night force on the construc-
tion, arc lamps furnishing the light. More than 600 men are
now employed.
Henry J. Pierce, president ol the International Railway
Company of Buffalo, made an address before the Buffalo cham-
ber of commerce on April IS, in which he spoke of the need
of settling wisely the questions which confront the country,
and suggested a plan for co-operation between the public and
the corporations. Mr. Pierce said in part:
The bulwark of the nation is its people and their property,
which has been built up by years of toil. The protection of
the person and his property is the purpose for which all gov-
ernment exists. Any proposed measures of government
that may strike at this fundamental reason for the very exist-
ence of government are wrong. Every citizen should uphold
the law. But no law should wrongfully hold up the citizen.
Government is not intended to be the arbitrary despot of the
people and their property. Property, accumulated through
years of thrift, should not be endangered by an impulse for
experiment. Every man to his trade, gentlemen! In a matter
of interpreting the law, let the lawyers be heard. In a matter
of business, let the business men be heard.
Commerce has come to mean corporate transaction of the
great bulk of business. The merchant, the miller, the manu-
facturer, the dealer, have incorporated for the better handling
of their business, and today we find the world of business peo-
pled with corporations large and small. They represent a vast
volume of the nation's wealth. Prominent among them are
the public service corporations. Their real owners are not
the few, but the many. Here or there a man momentarily
may rise only to end in acknowledging that the people, the
thrifty citizens who have accumulated more or less money
and invested much of it in large and small amounts in stocks
and bonds, the great body of the nation, are the owners of
the nation's wealth. The builders of great things must bor-
row the money to build. The people have no wish or time to
listen to demagogues. Especially they have no confidence
in any who in sheer wantonness or selfishness may attack
the business institutions in which the money of the people is
invested. The people expect every representative business
body, which undertakes to voice their views, to turn its back
upon malign clamor designed to undermine the commercial
welfare of the country. Honest criticism is always welcome;
dishonest criticism is despicable.
In a matter of making the laws let us not leave it to the
lawyers alone, especially in laws that pertain well-nigh wholly
to business. This I mention not with reference to any
individual, but because more than 60 per cent of the members
of our national congress and our state legislatures are law-
yers. Let us hear what the business men have to say. Let
them be consulted; let them be advised with; let their point
of view be considered and their information, suggestions and
experience be utilized in the framing of legislation which
affects the business interests of the country. These are no
times for experiments with our prosperity.
It is a time for sincere counsel and not for insincere
controversy. Above all, in this impending crisis it is a time
for wise and careful consideration of whatever may tend
toward governmental action. I believe it would be of tre-
mendous benefit if during the session or after the adjourn-
ment of the legislature in each state the governor of the
state should call a second assemblage to meet at the capitol, .
and this second gathering should be composed of representa-
tives of every chamber of commerce in the state. It should
not meet for a day, but for weeks if necessary. It should
discuss every question of interest or at issue in any way
affecting the public service of the people. Its members
should aid to bring about a thorough understanding of cor-
poration business from the business standpoint. It would
result in a better understanding, and during that time, if later
the laws needed to be amended, the state's chief executive
and other officials would ascertain the practical business
side, apart from the technical legal side, for subsequent use
in such amendment, if any, as might be found necessary. Let
i his second assemblage have regular sessions, let there be
no hesitancy in presenting any problem or question pertain-
ing to the business welfare of the country, the commonwealth
or the corporation. Let it be all open and above board, so
that every citizen of the land may know what occurs. Let its
sessions be controlled by a spirit of sincerity and fairness
and a true desire for co-operation among all the elements of
our national business life. The convening of such second
assemblages would mark a new era in our country's develop-
ment. Certainly no harm can come from hearing all sides
of every question. Then we could ascertain just what charges
of corruption, if any, in public service corporations are true,
and just what accusers and accusations are untrue. Then
we could hear in open discussion any allegation that the head
of any public service corporation does not know how to
-Ill I
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 17.
manage his own business or that he is an oppressor and a
cheat. Instead of reckless assault or irresponsible defama-
tion there could be sincere discussion and thoughtful con-
sideration. If a dozen or if only one of the foremost states
of the union would lead off with such gatherings, officially
called, others would follow, and within a year the benefits to
business and to the country would be seen and felt through-
out the entire land.
In what I have s;iid I have spoken with a freedom born
of the feeling that every man here tonight is equally sincere
with myself in desiring that every pending problem may have
a happy solution. Nothing is settled until it is settled right.
DETROIT SERVICE ORDINANCE ENJOINED.
ANNUAL MEETING OF THE OKLAHOMA ASSOCIATION.
The first annual convention of the Oklahoma Electric
Light, Railway and Gas Association was held at Oklahoma
City on April 22 and 23. The following officers were elected
tor the ensuing year:
President. F. H. Tidnani. general manager Oklahoma Gas
& Electric Company. Oklahoma City; first vice-president, Ed-
ward Reynolds. Tulsa. I. TV; second vice-president, J. H. Mer-
rill, general manager Choctaw Railway & Lighting Company.
South McAlester, I. T.; third vice-president. Fred Bentley;
secretarv, Galen C. Crow, general manager Guthrie Electric
Light & Power Company, Guthrie, O. T.: treasurer, W. J. Dib-
bens, manager Guthrie Gas. Light, Fuel & Improvement Com-
pany. Guthrie, Okla.
Executive committee: (For two years) H. C. Stetmund,
Chandler, O. T.: C. T. Mercer, Geary. O. T.; (for one year)
Clarence Klein. Tulsa. I. T.; and J. E. Turner, Elk City, Okla.
Committee on finance: Charles W. Ford, general superin-
tendent Oklahoma City Railway; R. Wonderlich, Sulphur
Springs, I. T.; and W. \Y. Balington, Okmulgee, I. T.
Advisory committee: H. H. Stephens, El Reno, O. T.;
J. J. Patterson, Ada, I. T.; and E. M. Cooper, Wilburton, I. T.
J. H. Merrill, general superintendent of the Choctaw Rail-
way & Lighting Company, South McAlester, I. T„ read a
paper on "Interurban Railways." Mr. Merrill spoke of the
development of interurban roads. He urged members who
are constructing new roads to avoid cheap rates which
would overload the equipment and, considering the cost of
maintenance and new equipment, would not yield fair profits.
Mr. Merrill also advised against the establishment of a service
that would be unprofitable, saying that a four-hour service
was often as profitable as an hourly service, and would not
require so large an outlay of money.
In his annual address, the president, F. N. Tidnam,
reviewed the organization of the association, told of the
work of the officers during the last four months in pre-
paring the constitution and by-laws, in answering the
questions of members and assisting them with data on rates
and franchises, and in keeping in touch with legislation per-
taining to public utilities. Mr. Tidnam urged the opening of
a question box and that a committee be formed to obtain
answers from the most reliable sources, and also that a com-
mittee be appointed to report on legislation adverse to the
railway, gas and electrical interests. He suggested the ap-
pointment of a business committee to report on better meth-
ods of increasing the use of electric cars, light, heat, power
and gas as offered by large and small properties and sug-
gested that this committee have the power to assist con-
tractors and to supply means of introducing new appliances.
J. Cliff Leavitt of Oklahoma City read a paper on "Car
Painting and Other Uses of Paint." Mr. Leavitt gave advice
as to the use and durability of different paints and discussed
all the parts of cars to which paint is applied.
E. L. Callahan of Chicago, of the General Electric Com-
pany, read a paper on "Increasing the Central Station Day
Load." He showed the members how to develop interest in
beating and cooking by electricity.
The Nebraska railway commission has addressed a letter
to the Lincoln Traction Company, the Citizens' Railway of
Lincoln, the Omaha Lincoln & Beatrice Electric Railway and
the Omaha & Council Bluffs Street Railway notifying them
that they are subject to the terms of the new anti-pass law
and will be expected to obey it.
The Detroit United Railway on April 24 secured from
Judge Swan of the United States circuit court a temporary
injunction restraining the city of Detroit from enforcing the
provisions of the city ordinance introduced by Mayor Thomp-
son and approved on April 16, which requires the company
to increase greatly its service during rush hours. The com-
pany has tiled a bill of complaint, stating that to provide all
the cars required and to carry out all of the provisions of
the ordinance would force it into bankruptcy. Section 1 of
the ordinance provides:
Thai every person, firm or corporation operating cars
upon the streets of the city of Detroit shall, between the
hours of 5 and S:30 a. m.. 11:30 a. m. and 2 p. m. and 4:30
and 6:30 p. m.. except on Sundays, provide a sufficient number
of cars of sufficient capacity to accommodate and provide for
the transportation of passengers, so that no car, in conse-
quence of the failure to so provide, shall carry a greater
number of passengers than the seating capacity of said car
and one-half as many more; provided, that it shall not be
lawful for any car. when it is filled with passengers to or
in excess of the number herein specified, to pass by without
stopping for additional passengers or decline to receive pas-
sengers, whenever so signaled, unless another car on said
line and following in its rear is within a distance of 200
feet; and. provided, further, that the terms hereof shall not
apply to any extraordinary condition that could not with
reasonable care have been foreseen; and, provided, further,
that this section shall not apply to any line that is maintain-
ing continuously, during the time herein named, a service
where the cars are 20 seconds apart; or on any line that
traverses any street upon which there is maintained con-
tinuously during the time herein named a service where the
cars are 20 seconds apart.
Certain outlying lines are exempted from these provi-
sions. A fine of $100 for each violation is imposed.
The company, in its complaint, says that to comply with
the ordinance:
Instead of less than 1,000 cars now owned the company
would have to have 7,847 cars on the tracks during the hours
of 20-second service, and to allow for breakdowns and re-
pairs the company would have to keep on hand 9,600 cars.
It would be necessary to increase the force of conductors
and motormen from 1,400 to 19,075 to man the cars and allow
for sickness, etc.
An increase of 11,300 employes in other departments of
the service would be necessary as follows: Mechanical de-
partment, 3,500; transportation. 500; track, 6,400; power, 400;
miscellaneous, 500.
The total number of employes would have to be brought
up to 34,000, an increase of 29,035 men.
The company asks the court to declare the ordinance
unconstitutional and void and of no force or effect whatever,
and that the city, the mayor and the corporation counsel be
temporarily and permanently enjoined from enforcing or at-
tempting to enforce the ordinance either by suits or prosecu-
tions or otherwise.
The company says that it is now providing more than a
sufficient number of cars for the comfortable carriage of all
passengers if the passengers would wait for the short period
of time between cars and not all rush on the first cars. It is
said that every passenger could have a seat by waiting a few
minutes, the seating capacity of the cars run at all hours of
the day being in excess of the number of passengers carried
during those hours.
The order for the city to show cause why the injunction
should not be made permanent is returnable on May 13.
Mr. C. C. Cokefair of Duluth and Mr. A. S. White of New
York have made application to the courts of Minneapolis
for the condemnation of tracts of property along the Missis-
sippi river that are required in connection with the water-
power rights secured by them for the power development
between St. Cloud and Minneapolis. The distance by the river
is 125 miles, although the railroad route between St. Cloud
and Minneapolis is only 65 miles. The available fall in this
portion of the river is 100 feet, and the only points along
this route where water power is available are at Otsego,
Clearwater and Monticello, which are those now held by the
company in which Mr. Cokefair is interested. It is intended
to use the water power available by the installation of a
large electric plant for lighting and power purpopes, and is
also intended to furnish power for the street railways from
the new power house when it is completed.
April
1907.
ELECTRIC RAILWAY REVIEW
561
INDIANA TAX HEARING.
The Indiana state board of tax commissioners on April 22
began a series of hearings for representatives of traction
companies of the state who desire to present arguments
showing why their tax asessments should be reduced or at
least not increased. In the course of the hearing testimony
was presented giving interesting facts in regard to the condi-
tion of Indiana traction lines.
J. Levering Jones, president of the Ft. Wayne & Wabash
Valley Traction Company, did not ask for a reduction, but
thought there ought to be no increase. An abstract of his
statement follows:
The road is spending much money in bettering its prop-
erty, straightening out the curves and similar work; it is
also building a line from Logansport to Lafayette, which is
not in operation. When this is completed the company will
have lines from Ft. Wayne to Lafayette and from Ft. Wavne
to Blufftou.
The line showed a net increase in its earnings this year
over last year of about S per cent. Hut even this did not
provide a surplus. They had sold no bonds in the last six
months because of the condition of the money market. If an
increase of S per cent in the net earnings of the company
would not provide a surplus, then it is plain to see what a
shrinkage of S per cent would mean. If the net earnings
of any of these roads were to shrink 8 per cent it would
mean that they would be forced into a receivership. They
could not stand it.
So when a road shows a small increase it is not a sign
that it is already prosperous. Wages have increased in the
last few years — in the last year 5 per cent. Material is high.
The Indiana interurban roads are just now going through the
transition from their infancy to maturity, and this is an
expensive process. They were built independently and in
pieces, each little line with its own management and adminis-
tration. Each had to have its own power house, and the
business was not large enough to make these individual lines
profitable. Now. however, they are being taken into combina-
tions and the management and administration are being sim-
plified. This will be the salvation of the roads and for the
greater convenience of the public.
Mr. Jones said there was no profit in the freight and
express business that is now done by the interurban railroads.
Interurban roads, he said, were essentially passenger roads.
Therefore freight and express cars must be delayed and side-
tracked so as not to interfere with the regular operation of
passenger cars. But when these lines were extended into
trunk lines so that cars might be run long distances, many
of the difficulties in the way of freight and express traffic
would be eliminated and that branch of the business would
produce a profit.
Mr. Jones said that his company had a traffic agreement
by which through cars were run between Ft. Wayne and
Indianapolis over the lines of his company and those of the
Indiana Union Traction Company by way of Peru. He said,
however, that he had under consideration the idea of chang-
ing the route of those cars so as to run them through Blufftou.
Muncie and Anderson and abandon the present route.
F. L. Welsheimer, secretary of the Toledo & Chicago
Interurban Railway, thought the assessment of last year,
$5,000 a mile, should be reduced to $3,000 a mile. He said
the road was in bad condition and that the company had had
a great deal of trouble from a sink hole. A piece of 200
feet of track sank during the night into a hole 35 feet deep
and full of water.
Hugh J. McGowan. president of the Indianapolis Traction
& Terminal Company and the Indianapolis & Western Rail-
way, said:
The Indianapolis & Western or Danville line is a new
line and has never been assessed. It is capitalized at $2,500,-
000 so as to cover the extension to Terre Haute. The prop-
erty has been under construction for two years. We have
paying 6 per cent on the money obtained for the building
of the line and will get no benefit from our investment except
from the two cars now running until we get the line into
Brazil and Terre Haute. It is now our intention, however, to
continue the Plainfield line instead of the Danville lino into
Terre Haute because of the expensive fills that would have
to be made. We hope to get into Terre Haute by next Christ-
mas. The Danville line, compared with the Plainfield line, is
a spur and will continue such until we can get a connection
between Danville and Atno. We hope to make a loop, extend-
ing the Plainfield line to Terre Haute and connecting with
the Danville extension by way of Amo. This will give two
routes to Terre Haute, some of the cars running by Danville
and some by way of Plainfield.
Mr. McGowan complained of the assessment against the
Indianapolis Traction & Terminal Company for last year,
saying that it was unfair and entirely too high. The company
was assessed last year at about $9,000,000. Mr. McGowan
said that the assessment last year increased the company's
taxes $85,000, the whole tax being $230,000, including the
$30, paid to the city.
REHABILITATION AND REORGANIZATION IN CHICAGO.
Bion J. Arnold of the board of supervising engineers of
Chicago is planning a system of accounting to be followed by
the Chicago traction companies during the period of rehabili-
tation. Mr. Arnold said that the board, after its organization.
will probably appoint an auditing company to establish the
system. When the system has been established different
auditors will probably be appointed to represent the city and
the companies.
Mr. Arnold wants to accept an offer to act as chief con-
sulting engineer for the railways of Victoria. Australia, if he
can do so without interference with his duties in Chicago.
Mr. Arnold said he might receive some suggestions for the
Chicago work from a study of conditions in Melbourne. Mr.
Arnold will address the graduating class of the Armour Insti-
tute of Technology on June 13 in the Auditorium on the sub-
ject, "The Reorganization of the Traction System."
A call was issued on April 20 for the stock of the North
Chicago Street Railroad Company and the West Chicago Street
Railroad Company in order that the reorganization of Ihe
Union Traction lines, as provided in the new ordinance, may
be completed. The call was issued by a committee composed
of Frederick H. Rawson. William N. Eisendrath, Wallace
Heckman, Edmund D. Hulbert, Azariah T. Gait. R. Floyd
Clinch, George E. Adams. Charles L. Raymond. R. W. Hosmer,
Charles W. Leland and George E. Matey.
The call directed the attention of stockholders to the pro-
vision of the Chicago Railways Company ordinance that within
165 days after the passage of the ordinance — that is, on or
before July 26 — there must be deposited with the Chicago
Title & Trust Company a majority of the stock of the two
companies, excluding the stock held by the Illinois Trust &
Savings Bank as trustee. In order that the stock which is
outstanding may be assembled for this purpose stockholders
are asked by the committee to deposit their holdings with
the Union Trust Company of Chicago, which will issue certifi-
cates promising to return the stock in case the general deposit
with the title and trust company is not made. The call says:
As to the terms of the deposit agreement, it is, perhaps,
sufficient to say that the title and trust company is author-
ized to dispose of the shares of stock deposited with it there-
under according to the terms of a plan of reorganization, to be
approved by Peter S. Grosscup and Prof. John C. Gray of Har-
vard University, as being based on the legal rights of the
depositors as of the date of the passage of the ordinance and
as being fair and just to each class of depositors relatively
to the treatment of every other class of stocks, securities and
judgments. The intention of the ordinance in this regard is
to provide that, in the purchase of said property by the new
company, such class of securities of the old companies, includ-
ing stock, should receive fair and just treatment.
Protective Device for New York Subway.
A new and simple device to protect travel in the New
York subway and Incidentally to protect the subway itself is
now being installed in the shape of steel strips connecting
the supporting pillar on the sides next to the tracks, both
express and local. These steel strips safeguard the cars
in ease a train is derailed from being raked by the pillars
and wrecked by the impact. It is a danger which has long
been perceived anxiously, and its obviation by this simple
device, though involving heavy expense to the comi
comes none too soon.
562
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 17.
PIPING AND POWER STATION SYSTEMS— XXXVII.
HY \V. I.. MOKKIS, M. E.
Considerable trouble is experienced with the use of
metallic packing for piston rods, valve stems, etc., on account
of the air leaking past them. The piston rod packing can
be improved by carefully removing it from the stuffing box
and marking the parts so they will go back in place. The
high spots should then be carefully scraped so that they
exactly fit the rod and thus assist the packing to wear down
to a perfect bearing. The motion of the parts of the packing
is quite slight, and as they are made to wear slowly an air
tight fit may not be secured for a considerable time if the
J.
&
fen f-a
L
aT Id
Figure 271— (J2-1).
operator waits for it to wear to a perfect fit, and if the leak
is very serious, it would probably never wear tight, as the
wear caused by the leakage would exceed that of the rod and
therefore the leak would become larger instead of smaller.
The low-pressure cylinders are subjected to such low tempera-
tures that almost any form of fibrous packing may be used
for them successfully. Fibrous packing may require more
frequent attention and renewal and may eventually cost more
than metallic packing, but since the loss of vacuum is often
two inches in the case of metallic packings, which are ap-
parently in good condition, the fibrous packing will probably
be the most economical unless the packing manufacturers will
guarantee to install and maintain the packing so that it will
remain as tight as fibrous packing.
Each inch of vacuum loss is equivalent to about 1 per cent
increase in the cost of operation, which would amount to
about $440 a year in the case of 1,000-horsepower engine
operating 12 hours a day. The cost of packing and expense
of keeping it in good condition is small compared to the loss
caused by a drop in the vacuum. Stuffing boxes should be,
if possible, arranged so that either fibrous or metallic packing
can be used, and the pump should preferably be so arranged
that the change from metallic to fibrous packing and the
renewal of packing can be made without dismantling the pump
or interrupting its operation. If so arranged, the loss occa-
sioned may be readily ascertained and avoid the possibility
of the packing manufacturers shifting the responsibility for
air leaks on to the pipe lines, etc. It is invariably good prac-
tice to provide the operator with every means possible for
determining the efficiency of apparatus so that any difficulty
may be easily located in the least possible time and at the
least possible expense.
Class J 2, 3, 4 and 5 — Dry Vacuum Mains and Branches.
A dry vacuum main is necessary where there is more than
one condenser and more than one dry vacuum pump, as it
permits the use of one pump on one or both condensers. The
mains should be tapped at the top for branches from the con-
denser and the pump connection should be taken from the
bottom. This detail is quite important to insure the draining
of all condensation to be removed from the main through the
air pumps in a small continuous volume. There is no ob-
jection to passing the condensation through the pump if it
is in the form of mist, as it aids in reduction of the com-
pression temperature in the air pump cylinder, but it is unsafe
to allow the condensation to enter the air pump in slugs,
for the air pump would undoubtedly be seriously damaged, as
the piston speed is high and the clearances small. The prob-
able result would be a broken cylinder head, valves, connect-
ing rod or crank pin.
The dry vacuum main should have a slight uniform pitch
toward the air pump opening to prevent the accumulation
of condensation in pockets and a valve on the pump suction
should be located directly below the main as shown in Fig.
271 (J 2-1). This arrangement avoids the possibility of the
branch filling with condensation down to the valve, a detail
which will not permit of draining on account of the line being
under less pressure than the atmosphere. The valve between
the pump branches is necessary so that repairs can be made
to the main while the condenser on the other side of the
valve is in operation. The valves, a, located close to the air
pump, should not be less than one-fourth the diameter of
the pump suction, and they should be of the globe form to
insure tightness. These valves are necessary in starting the
pump, to permit it being brought up to speed before the full
vacuum is put on it. After the pump is in operation the
branch line valves should be opened slowly so as to permit
the water which has accumulated above them to leak slowly
past and through the pump. The temperature of the air enter-
ing the pump is generally about 120 degrees, which is in-
creased considerably by the compression in the pump cylinder,
so that water jackets are necessary to keep the cylinder cool,
as previously stated, under the heading Class H 6. The dis-
charge from the pump is quite dry, due to the heating in the
cylinder, and may be discharged over an open sewer or the
like, with some prvision for getting rid of the oil and grease
carried over by the air. As this air is objectionable in the
engine room, it can be discharged into the atmospheric ex-
haust line, as there would be practically no saving in heat
units, the temperature of the feedwater in the heater being
nearly as high as the air.
The dry vacuum main and branches, as illustrated in
Fig. 271, may be used for either an elevated jet or a surface
condenser, the details being the same in either case. The
elevated jet condenser discharges air together with the tail
water whether a dry vacuum pump is used or not, the dry
vacuum pump simply being more effective, keeps the con-
densing chamber freer from air and thus permits a higher
vacuum to be maintained. The air which is discharged
through the tail pipe into the hot well tends to form vapor,
hence if the hot well is located in the engine room it should
be ventilated, as this hot vapor is generally very foul, being
largely the gas liberated by the decomposed matter carried in
the injection water. Fig. 272 (J 2-2) shows a well ventilated
«=£](
Cnw0£#
//SAD
A\^^www\^
5£CT/OS/S?B
Figure 272— (J2-2).
Figure 273— (J2-3).
by an air duct which is carried to the outside of the building
above the grade line. The manhole cover and the tail pipe
should have an air tight fit at the top of the well to prevent
the discharge of gases and vapor into the engine room.
(To Be Continued.)
The Schenectady Railway Company expects to open its
line between Saratoga and Ballston, N. Y., on June 1.
April 27, 1907.
ELECTRIC RAILWAY REVIEW
:,<;::
News of the Week
Tests of the New Haven Electric Locomotives.
The New York New Haven & Hartford Railroad began on
April 19 a series of experimental runs of trains pulled by the new
single-phase electric locomotives, between Larchmont and New
Roehelle. The tests of the locomotives, as well as of the over-
head work, supplied by current from the company's new pov
house at Cos Cob, Conn., are said to have proved remarkably sui -
cessful and to have demonstrated that trains operated by the new
system will be capable of a speed of 100 miles an hour with safety.
The tests are to be continued.
Plans for Ordinance in Philadelphia.
An ordinance which will authorize the city of Philadelphia to
enter into an agreement with the Philadelphia Rapid Transit Com-
pany is in process of preparation and may be ready for presentation
at the next meeting of councils on May 2.
George H. Earle, Jr., a director of the Philadelphia Rapid
Transit Company, said that the progress of the city greatly de-
pended upon the passage of an ordinance which would restore the
confidence of investors and give the Transit company the financial
means to proceed with the needed improvements and extension of
its lines.
The Trades League of Philadelphia has withdrawn its opposition
to the plans for a new arrangement between the Philadelphia
Rapid Transit Company and the city of Philadelphia.
Peoria-Bloomington Line of the Illinois Traction Company Opened.
The first car was operated over the new line of the Illinois
Traction Company from Peoria to Bloomington, 42 miles, on April
21, and a regular two-hour service was begun on the following day.
The Illinois Traction Company first built a line from Danville to
Decatur. Later the line was extended to Springfield and St. Louis
from Springfield to Lincoln, and from Decatur to Bloomington.
The company is now preparing to build from Lincoln to Mackinaw
to connect with the Peoria line. In addition contracts have been let
for another line from Springfield to Jacksonville. Next year it is
also planned to build from Champaign to Bloomington and from
Bloomington to Joliet, thus completing the line from Chicago to
St. Louis, paralleling the steam line of the Chicago & Alton.
The construction of the line from Peoria to Bloomington is
■especially noteworthy from the fact that the company was com-
pelled to build a bridge across the Illinois river at Peoria at an
expense of $200,000, the first important bridge work yet contracted
by that company. It is asserted that the Illinois Traction Com-
pany connects the most profitable belt of inland cities of any in
the west.
Interborough Company Refuses to Bid on New York Subways.
No bids were received for the Seventh and Eighth avenue and
Lexington avenue subway routes at the meeting of the New
York rapid transit commission on April 25, the date set for receiv-
ing bids. The Interborough-Metropolitan Company, which operates
the present subways and practically all of the city railways in
Manhattan, was expected to submit a bid either for operation or
construction and operation of the new routes, but instead President
Shouts sent a long letter to the commission pointing out the rea-
sons why the Interborough did not bid. He stated that there would
be no profit in operating the proposed subway because of the re-
striction of the length of lease to 20 years imposed by the Elsberg
law and because of tin- conditions of construction and operation
imposed by the commission. The commission is in a quandary.
is the four years' work spent in preparing plans, securing consents
and in complying with the legal formalities necessary before adver-
tising for bids is apparently wasted. Some of the plans for the
Lexington avenue subway, as prepared by George S. Rice, chief
engineer of tin- commission, were published in the Electric Railway
Review of April 13.
The rapid transit commission, at its meeting on April IS, awarded
the contract for the Brsl section, from Canal to Pearl streets, of the
subway loop to con I I lie 1-irooklyn and Williamsburg bridges to
the Degnon Contracting Company, whose bid was $2,952,000 for
the subway and $8.1.000 for the pipe galleries. The contract calls
for the completion of the work in 21 months. Four other con-
• for the other sections of the same loop are to be advertised
at once. The board fixed Hay 9 as the date for public hearing on
the form of contract. The route of the loop was shown in the
ric Railway Review of February 16, 1907, page 221.
Summer School for Artisans at the University of Wisconsin.
The seventh annual session of the summer school for artisans,
tier thi dlrectii I thi College of Engineering of the Uni-
ty of Wisconsin, begins on June 24, and continues for a i
weeks. Courses of study are offered in the following sub-
l. Engines and Boilers. Lectures and laboratory courses covet
ing I instru tion management and testing of -
engin sines and gas producers, refrigerating ma-
chine!
_• Applied Electricity. Lectures and laborat ir»
Ing the tnei id alternating current dynamos and
motors, tbe operation and eating electrical
is and other apparatus, photometry and
ation of instruments.
::. Mechanical Drawing and Machine Design. — Elements
plied mathematics, courses in mechanical drawing and machine
design adapted to the preparation of the students.
4. Materials of Construction. Fuels and Lubricants. — Lectures
on the properties of materials accompanied by laboratory tests;
lei tores on fuels and lubricants with laboratory tests on the heat-
ing value of coals and efficiency of lubricants.
5. Shop Work. — Practii e with hand tools, wood and metal
working machinery, and in blacksmithing and pattern making.
6. Manual Training. — Lectures and laboratory courses adapted
to the requirements of manual training teachers.
The entire laboratory and shop equipment belonging to the
College of Engineering is used by the students in the summer
school. The requirements for admission do not extend beyond a
working knowledge of English and arithmetic, but the policy is to
allow a large amount of individual work, so that the student may
take advantage of all the preparation he has obtained. This school
offers to those unable to take a regular four years' course an oppor-
tunity of obtaining a working knowledge of the methods of testing
and the use of instruments, together with such theoretical prin-
ciples in each case as the nature of the subject and the preparation
of the student may permit. Correspondence students have found
this school of value in giving an opportunity for laboratory prac-
tice along the lines in which they have had theoretical instruction.
A bulletin describing the work of the school for artisans in
detail will be sent on application to Frederick E. Turneaure. dean.
College of Engineering, Madison, Wis.
Legislation Affecting Electric Railways.
Connecticut. — Several bills affecting the electric railway in-
terests have been considered before the legislature, most of them
relating to a reduction of fare to six tickets for 25 cents. General
Manager J. F. Punderford appeared before the legislature recently
to oppose any reduction. He made the point that everything is
going up except car fares. Even wages are going up, for there
are two applications before the company for increases. Cars cost
$500 more apiece, rails and copper are more expensive. Merchants
can raise prices to meet conditions, but fares cannot be raised. Tin-
alternative is to curtail the service and that the company does
not want to do. — House bill No. 632 gives to electric railway com-
panies added power in condemning right of way without the ap-
proval of the state railroad commission. Corporation Counsel Ship-
man has introduced a substitute bill, providing that no street rail-
way shall condemn land for a private route until the railroad
commissioners shall so authorize. — A bill requiring that all appli-
cants for electric railway charters shall be bonded to build within
a certain time has been considered in the house.
Illinois. — The house committee on corporations has reported
bills providing that upon petition of 25 per cent of the voters of a
city or village, any franchise ordinance passed by the council
or hoard of trustees granting a corporation the use of the streets
must be submitted to a vote of the people for ratification or rejec-
tion, requiring that in cities of 100,000 population or over all electric
wires carrying 100 volts or over shall be placed underground; pro-
viding that in cities of 100.000 or over all electric trolley wires shall
be placed underground before July 1. 1909; requiring that all live
third rails shall be thoroughly guarded.
Massachusetts. — Tin- senate is considering a bill to permit the
joint use of tracks and cars by electric railway companies.
Michigan. — The senate has passed the Cady bill which allows
interurban railways to refuse to make more than one stop in cities
and villages under 20,000 population.
Minnesota. — The house on April 19 defeated the Dalzell bill.
which provided that electric railways should have the right of
eminent domain through unplatted portions of cities and villages
and through platted portions if no franchise could be secured. Sev-
eral amendments were offered in order to secure the passage of
the bill but were defeated.
New York. — The assembly on April 25 passed the Wagner five-
cent fare bill, which will compel the Brooklyn Rapid Transit Com-
pany to charge only a five-cent fare for a ride to Coney Island.
The bill provides that no corporation controlling or operating a rail-
road of any kind within this state shall charge any passenger more
than five cents for one continuous ride from any point on its
line or branch operated by it or under its control by leas, or
otherwise within the limits of any incorporated city or village to
any other point on such road, line or branch operated by it or under
its control by lease or otherwise. If the bill becomes a law it will
nullify the effect of the decision of the court of appeals on January
8, which permitted the Brooklyn Rapid Transit Company to charge
a 10-cent fare to Coney Island on the ground that some of its lines
were owned by leased corporations chartered as elevated and steam
loads, and which consequently did not conic under the law requiring
a single fare over a continuous tine of street surface railroad oper-
ated by one company.
Pennsylvania. — Governor Stuart signed on April 22 the Hoi
"trolley freight'' bill, permitting electric railway companies to
carry light freight and do a general express business subject to
the regulations of the local authorities. The bill goes Into effect
ice.
Tennessee. — The legislature has passed and the governor signed
on .March 12 a bill providing thai electric railway companies
acquire land for park purposes by condemnation prnc lings, iii the
ol Inability to purchase, and that the present laws role
ne ni domain shall apply.
Electrification on the New Haven Road. — T. E. Byrnes, li
president of the New fork New Haven & Hartford Railroad, is
ted as follows "The Stamford, Conn., electrified zone wl
iloiilitedly be In working order by June 15. Until it has i
-i,.i bj practical demonstration whether or not the
ss, we will not think abc
564
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 17.
so far as the proposed system from Boston to Providence is con-
cerned."
Cannot Carry Mail Carriers at Reduced Rate. — The railroad
commission lias interpreted the anti-pass law passed by the legis-
lature, which affects electric as -team roads, as prohibiting
street railway compai policemen, mail carriers or
firemen, or any other persons not exempted by the law, at a rate
lower than that open to the g iei il | ublli This opinion was given
in reply to a question by the Lincoln Traction I oi pa . which has
a contract with the - carry mail carriers at
which can only be terminated after June 1 upon SO
Court Upholds Elevated Platform Connecting with Store. — The
Illinois supreme court on April L9, in the case of the city of Chi-
cago against the Union Elevated Railroad Company, which owns
the Chicago "Union Loop." upheld the right of the company to
maintain the platform and passageway connecting the elevated
loop station at state and Van Buren streets with the store of
A. XI. Rothschild & Co. The city had taken the position that the
platforms built for this purpose were an encroachment on the street,
but the court says this is not true. On the contrary, the decision
says the exits are public convenience!
Davenport Commercial Club to Aid Interurbans. — The Com-
ae ivial Club of Davenport. la., has appointed a committee to lay
.•m a route on which interurban roads may come into the city.
The suggestion was made by Henry Vollmer. who moved that the
ittee be appointed and that the result of its work be laid
the city council. The committee will also suggest the
amount the roads should pay for the use of the streets and an
effort will be made to have the council embody these suggestions
in an ordinance. Several interurban roads desire to enter the
city, but it is stated that they cannot finance the projects unless
they are provided with an independent entrance.
Indiana Railroad Commission to Enforce Safety Appliance
Laws. — The Indiana railroad commission has directed the attention
of the steam and electric railroads to 13 provisions of the state rail-
road law. relating to the requirements in regard to safety appliances
and the prohibitions against dangerous structures. The require-
ments include the following: Power brakes, grab-irons, hand-holds,
standard drawbars, automatic couplers, safety appliances for pas-
senger trains, air brakes on motor cars, overhead bridges with
sufficient clearance above the track. The law provides that the
commission may send out inspectors to look for the violation of
these different provisions and the companies are required to carry
the inspectors free of charge.
Pittsburg Railways Forbids Gambling. Liquor and Cigarettes. —
The Pittsburg Railways Company has issued an order directed
against gambling and the use of intoxicating liquors or cigarettes
by its employes. The order, which is signed by Superintendent
Murphy and approved by President Callery, reads as follows: "For
the betterment of the service and the safety of the public it will
from this date (April 20, 1907) be the policy of this company not to
retain in its employ men who use intoxicating liquors or cigarettes
or are in the habit of gambling. While it is the privilege of each
individual to eat, drink and smoke what he pleases, It becomes the
duty of this management to have in the service only men of sober
and temperate habits, physically and mentally able to perform the
duties to which they may be assigned."
New York Central Will Not Electrify Adirondack Lines. — The
New York Central Railroad, through Chairman Chauncey M. Depew,
of its board of directors, has notified J. S. Whipple, state commis-
sioner of forest, fish and game, that it will not be possible to con-
sider this year a suggestion offered by the commissioner that the
railroad should electrify its lines running through the Adirondacks,
in order to further guard against forest fires. Mr. Depew says he
considers the suggestion of Commissioner Whipple a valuable one,
and adds that his own personal interest in Adirondack preserva-
tion is very great, but announces that the railroad has too much
other work on hand at the present time to take up with the change
suggested. He declares the work of electrifying railroad lines is
very expensive, and that it is yet in an experimental stage.
Buffalo Seeks Amendment of Utilities Bill. — The Buffalo cham-
ber of commerce on April 22 passed resolutions against the enact-
ment in its present form of the public utilities bill pending in the
Xew York legislature and appointed a committee of five to secure
the co-operation of other chambers of commerce in opposing the
bill until it shall be amended in several important features. One
objection which Buffalo commercial interests make to the bill is
that it does not make proper provision for review by the courts of
the findings of the proposed public utilities commissions. The reso-
lution adopted states that the "purpose of the proposed bill is
commendable and that a measure to accomplish the ends it aims
at is desirable, but that the passage of the bill in its present form
would be unjust and seriously harmful to the business interests in-
volved."
New Brooklyn Rapid Transit Transfer Rules. — The Brooklyn
Rapid Transit Company will on May 1 institute a new transfer
system. Present transfer privileges at all junctions will remain
unchanged, but no more than two transfers w7ill be issued on a
single fare. The main purpose of the change is to eliminate, if
possible, the principal abuses that have characterized the operation
of the transfer system since the privilege was accorded, on March
30, 1906, of a transfer on a transfer. The new arrangement will
only affect the passengers who have availed themselves of these
privileges and abused them to ride indefinitely on the lines of the
and such passengers as have manipulated transfer tickets
in order to make a round trip for a single fare. Under the new
system a passenger will be limited to three separate and distinct
rides for a single fare, except that at feeder lines an additional
or fourth ride may be obtained upon a conductor's ticket, or a
transfer agent's ticket, without the payment of an extra fare.
Construction News
FRANCHISES.
Albia, la, — A franchise for an electric line in Albia and an inter-
urban route to Hocking, la., has been granted to Calvin Manning
of Ottumwa and others, who are interested in a system of inter-
urban railways serving the coal fields and farming districts in this
section.
Fresno, Cal. — The Monterey Fresno & Eastern Railroad, which
proposes to build from Monterey to Fresno, Cal., has secured a
franchise to enter Fresno on F street.
Montreal, Can. — A subcommittee of the road committee of the
city council lias submitted a report on the franchise application
of the Montreal Street Railway made last June, for several exten-
sions. The subcommittee recommends the granting of franchises
for most of the extensions applied for, involving a large amount of
double and single track lines, but opposes some routes on residential
streets. No action has yet been taken on the report.
Owatonna. Minn. — The Minneapolis Rochester & Dubuque Trac-
tion Company, which proposes to connect Minneapolis, Minn., and
Dubuque. la., has secured a franchise for a line through this city.
Preliminary work on the survey has been started and it is stated
that the line will touch Grand Meadow instead of Spring Valley, as
was the original intention. The junction of the main line and the
Rochester branch will be at a point midway between Oslo and Dell
River. Right of way from Oslo to a point in Mower county already
has been secured. The franchise provides that the road must be in
operation within two years and the company must accept the fran-
chise within 30 days.
Salamanca, N. Y. — A franchise has been granted to the Western
New York & Pennsylvania Traction Company to operate its inter-
urban line over Broad and Main streets to the West Salamanca
village limits. It is stated that franchises covering its entire exten-
sion to Little Falls have been secured by the company with the
exception of Little Falls itself, application for which is now pending
before the village board. Work on the line will be started as soon
as possible and continued until completed.
Seattle, Wash. — The Seattle Electric Company, in exchange for
a franchise on Twenty-fourth avenue, has agreed to remove its
car tracks on Twenty-third avenue south, from Jackson to Dear-
born, and on Dearborn from Twenty-third avenue south to Twenty-
fourth avenue south.
Summit. N. J. — The ordinance granting a 40-year franchise to
the Morris County Traction Company for the operation of its in-
terurban line in Summit has passed the final reading and on May 21
the final public hearing will be given.
Troy, N. Y. — The Troy Renssalaer * Pittsfield Railway, which
proposes to build a line from Troy, N. Y., to Pittsfield, Mass.. has
applied for a franchise in Troy.
RECENT INCORPORATIONS.
Chicago Indianapolis &. Terre Haute Railroad. — Incorporated in
Indiana to build an interurban line through the counties of Benton,
Fountain. Hendricks. Jasper. Lake. Marion. Montgomery. Xewton.
Park. Putnam. Tippecanoe, Vermillion. Vigo and Warren, connect-
ing Indianapolis. Lafayette. Terre Haute. Bainbridge, Covington.
Danville. Gary. Rockville. Sheffield and Williamsport. Capital
stock, $50,000, of which $10,000 has been subscribed. Incorporators:
Daniel W. Bolen. Charles M. Kiler, Frederick M. Strong. Romus
F. Steward and Simeon Loftin.
Chicago Ottawa & Peoria Railway. — Incorporated 'in Illinois to
build an interurban railway as a part of the Illinois Traction Sys-
tem from Chicago through the counties of Cook, Will, Grundy,
La Salle, Marshall. Woodford and Tazewell, to Peoria, and from
Ottawa, through the counties of La Salle and Bureau, to Prince-
ton. The principal offices will be at Champaign. Capital stock.
$500,000. Incorporators: H. E. Chubbuck, Ottawa. 111., and W. H.
Carnahan, C. A. Wright, Charles Zilly and George Mattis. all of
Champaign.
El Paso Suburban Railway. — Incorporated in Texas with a cap-
ital stock of $10,000. Incorporators: Frank R. Tobin. John D.
Tobin and Windham Camp.
Galveston-Houston Electric Railway. — Incorporated in Texas to
construct an interurban line between Galveston and Houston, about
45 miles. Stone & Webster of Boston, owners of the street railway
systems in Galveston. Houston, Dallas. Ft. Worth, San Antonio and
El Paso, Tex., own the controlling interest in the new interurban
project. The principal office will be in Houston. Capital stock.
$3,000,000. Incorporators: M. M. Phinney. Dallas; David Daly. C.
R. Wharton, W. B. Chew. Jesse H. Jones. William A. Wilson and
Jesse A. Baker, Jr., Houston, Tex.
Inland Electric Company. — Incorporated in Oregon to construct
an electric line from Klamath Falls to Bomaza, Yonna and Merrill.
Capital stock, $25,000. Incorporators: W. H. Mason. E. J. Murray
and H. L. Holgate. all of Klamath Falls. Ore.
Lake Champlain & Lake Placid Traction Company, Ausable
Forks. N. Y. — Incorporated in Xew York to build an electric rail-
road in Essex county, from Westport. on Lake Champlain, to LaKe-
Placid, and also to Ausable Forks. X. Y.. 49 miles. Capital stock,
$1,500,000. Incorporators: Albert L. Washburn, Xorman C. Spencer,
April 27, 1907.
ELECTRIC RAILWAY REVIEW
Wilbur T. Halliday, Elizur S. Goodrich. Henry F. Smith. Hartford.
Conn.: George S. Raley. William L. Kiley. Thomas D. Trumbull.
Glens Falls, N. Y.; Richard L. Trumbull, Ausable Forks, N. T.
Peoria Lincoln <£. Springfield Traction Company. — Incorporated
in Illinois to build a branch of the Illinois Traction System from
Lincoln, Logan county, to Mackinaw, Tazewell county, Illinois.
This line will connect Springfield and the line south to East St.
Louis with Peoria and the proposed line to Chicago. Capital stock,
$400,000. Incorporators: Charles Zilly, W. H. Burke, B. E. Bram-
ble, G. A. Wright and George M. Mattis.
Plum Valley Railway. — Incorporated in South Dakota to build an
electric railway. 22 miles long, from Plum City to Pepin. Wis. Cap-
ital stock. $500,000.
St. Louis Terre Haute & Quincy Traction Company. — Incorpo-
rated in Illinois to construct an electric line from a point in Illinois
opposite Terre Haute, Ind.. through the counties of Adams, Pike.
Scott, Greene, Macoupin, Sangamon. Montgomery, Shelby, Coles.
Cumberland, Clark, Fayette, Bond and Madison to Venice and
Quincy, 111. Capital stock, $25,000. Incorporators: Edward Yates.
Pittsfield; Peter Chase, Decatur; H. T. Wilson and H. C. Simons,
Virden; E. E. Barclay, Springfield, 111.
Sonoma &. Lake County Railway. — Incorporated in California
to build an interurban line from Cloverdale to Lakeport. with a
branch to Kelseyville. Surveys have been made from Lakeport to
Cloverdale, about 27 miles. The maximum grade will be about 3
per cent. It is stated that one tunnel will be built, the exact loca-
tion of which is not announced. Work will begin as soon as the
weather permits. Capital stock. $1,000,000, of which $36,000 has
been subscribed. Incorporators: President, M. C. Dickinson, Ukiah,
Cal.: vice-president. J. E. Fulton: secretary, W. S. Fry; treasurer,
J. R. Garner; J. W. Preston, J. A. Sparks. D. F. Mclntire, W. P.
Merideth and W. N. Johnson.
Toledo & Ft. Wayne Electric Railway, Ft. Wayne, Ind. — Incor-
porated in Indiana to build an electric railway from Ft. Wayne,
Ind., to Bryan, O. The company also proposes to manufacture and
sell electricity for light, heat and power purposes. This line when
completed will give a through line from Toledo to Ft. Wayne. Cap-
ital stock, $100,000. Incorporators: John H. Zimmerman, Ira Grubb,
Thomas Hood, Scott Swaine, E. G. Hoffman and Granville A.
Reeder.
TRACK AND ROADWAY.
Brownsville Masontown & Smithfield Street Railways. — This
company, which was recently incorporated to build an electric rail-
way from Brownsville to Smithfield, Pa., 20 miles, has organized
by electing the following officers: President, W. J. Sheldon; vice-
president. M. H. Cloud; treasurer, C. S. Crawford; secretary. John
Lueckhert.
Calais Electric Railway. — It is reported that this company will
extend this road from Calais to Woodland and Robinson, Me., the
coming summer.
Catawissa & Numedia Street Railway. — This company has ap-
plied to the commissioners of Columbia county, Pennsylvania, to
occupy all the bridges in the public road between Catawissa and
Numedia for its proposed line.
Denton Interurban Railway & Power Plant Company. — H. M.
Griffin, president. Battle Creek, Mich., writes that this company,
recently incorporated, proposes to build six miles of electric line
in Denton, Tex., surveys for which have been completed. Con-
struction is expected to begin in July, or as soon as the rails arrive.
Work on the power house has been started. The equipment will
consist of Atlas engines and boilers and the generating equipment
will be of Allis-Chalmers manufacture, including Bullock gen-
erators and complete electrical equipment. Headquarters, Denton,
Tex.
Eastern Pennsylvania Railways. — F. A. Hewitt, superintendent,
writes that this company will probably begin construction this
summer on an extension from Middleport to Tamaqua, eight miles,
via Tuscarora and Newkirk. The line has been surveyed. W. E.
Harrington, Pottsville, Pa., is president.
Evansville & Eastern Electric Railway. — It is announced that
the extension to Rockport, Ind., will be in operation by June 1.
Tracklaying will be completed in about a week and the po
house at Hatfield will be finished soon afterward.
Florence, Colo. — The Florence Business Men's Assoi iation is
ting stuck subscriptions for a company to be organized to
build an electric motor line to several surrounding coal towns, in-
cluding Coal Creek. Rockvale. Williamsburg and several smaller
coal camps.
Ft. Wayne & Springfield Railway, Decatur, Ind. — It is reported
that surveys are being made for an extension south fro
through Portland and Winchester to Richmond, Ind.
Fresno, Cal. — Surveys are being made for an electric railway
from Fresno to the Yosemitc valley. •
Girard Coal Belt Electric Railway. — I. II. Phillips
Glrard, Kan., writes that tin to build from
Girard to Mulberry, of 16 miles, tin I ter-
ritory, Including the towns of Dunkirk. Bradley, w i
Curranvllle and Fuller, besides a number of coal camps. The en-
tire route n surveyed and grading Is In progress between
Girard and Dunkirk, six miles. The date of letting contracts has
not : I James McFarland. president; F. P. Daniels, chief
engineer. Headquarters. Girard, Kan.
Grand Central Traction Company. — D. W. Morgan, secretary,
writes that this company, recently incorporated, will build from
Indianapolis to Evansville, Ind., with a branch from Bloomington
to Terre Haute. 251 miles in all. Surveys have been completed
from Indianapolis to Bedford and from Bloomington to Patricks-
burg and surveys are now under way from Bedford to Evansville.
Construction will begin soon. The third -rail system will be used.
W. D. Whitney, Muneie, president: Will Duncan, Bedford, chief
engineer. Headquarters (03 state Life building, Indianapolis.
Gray's Harbor Railway <£. Light Company, Aberdeen. Wash. —
It is reported that this company will soon begin the construction
of a new line from Aberdeen to Montesano, Wash. E. A. Bradner.
Aberdeen, chief engineer.
Hartford & Springfield Street Railway. — This company is sur-
veying an extension of the Somers branch to West Stafford. M
four miles, to connect with the line under construction from Staf-
ford Springs to Rockville.
International Railway, Buffalo, N. Y. — This company expc
to contract, during the present summer, for about four miles of
new single-track extension on its lines in Buffalo and vicinity.
Interurban Railway, Des Moines, la. — H. H. Polk, president,
has denied the reports, founded on his recent visit to Council
Bluffs, that this company contemplates building a cross-state line
to connect with the lines of the Omaha & Council Bluffs SI
Railway. The company has purchased the Colfax-Newton line of
the Newton & Northwestern Railroad, which will be electrified and
used in connection with the Interurban company's Colfax line for
through service between Des Moines and Newton. The Newton &
Northwestern retains trackage rights for steam service.
Jackson Ann Arbor & Detroit Railroad. — Several carloads of ties
have been delivered for the construction of this line through Dear-
born, Wayne and River Rouge, Mich. About 100 men are engaged
in grading near Dearborn.
Johnstown Ebensburg & Northern Railroad. Johnstown. Pa. —
C. R. Frederick has been elected vice-president and general man-
ager of this company, which is promoting an electric railway to
connect Johnstown and Ebensburg, Pa., succeeding W. E. Hilde-
brand. Another effort will be made to secure a franchise in Johns-
town. If this fails it is stated that an arrangement can be made
with the Johnstown Passenger Railway to enter the city over its
tracks.
Lafayette & Logansport Traction Company. — It is reported that
the tracklaying on this extension of the Ft. Wayne & Wabash
Valley Traction Company from Lafayette to Logansport, Ind., has
been completed, with the exception of a few short stretches aggre-
gating about one-fourth of a mile. The workmen are now engaged
in stringing the high-tension and telephone wires and it is ex-
pected the line will be open for traffic shortly after May 1.
Lima & Toledo Traction Company. — It is reported that a con-
tract has been let for a reinforced concrete bridge over the Maumee
river, just south of Waterville, O.. on the extension from Leipsic
to Toledo. The bridge will be 1,400 feet in length and is expi
to be completed about the time the line into Lima is finished.
F. T. Hepburn, general manager, Lima, O.
Los Angeles & Owens Valley Railroad. — It is reported that con-
struction work on this line will begin in about three months. The
line is proposed to connect Los Angeles, Brandeburg, Independence,
Big Pine and Bishop. The company is capitalized at $10,000,000
and has the following officers: President, S. P. Jewett; vice-presi-
dent, George Chaff ey; secretary and treasurer, A. M. ChafEey, and
electrical engineer, F. B. Jewett, all of 411 South Main street, Los
Angeles, Cal.
Louisville & Eastern Railroad. — Regular operation has been
started on the new line between Louisville and Lagrange, Ky..
over which cars have been running as far as Beard for several
months. General Manager Percival Moore of Louisville states
that by January 1 cars will be operated from Louisville to Frank-
fort, via Shelbyville.
Marengo & Midland Railway. — D. M. Rowland, secretary and
treasurer, Marengo, la., writes that surveys are about to commence
on this proposed road from Fairfield to Cedar Rapids, la., 96 miles,
with branches from Millersburg to Oskaloosa and from Marengo to
Midland, 78 miles additional. H. H. Brimmer, Marengo, president;
J. W. Andrews, Fairfield, chief engineer.
Missouri Central Electric Railway.— This company proposes to
build an electric railway from St. Louis to Kansas City, Mo..
through St. Charles, New Florence, Fulton, Columbia, Marshall and
Uisville. The route has been surveyed and grading has been
Dieted for 25 miles between Glasgow and Higginsville. George
B, Harrison. Glasgow, president, W. B. Cawthorne, Columbia, chief
engineer. Headquarters, Glasgow.
Missoula-Bitter Root Traction Company. — This company, re-
cently Incorporated to build from Missoula to Hamilton, Mont,
has organized by electing the following officers: President, J. L.
nble of Corvallis; vice-president, P. J. Shannon of Hamilton;
i.i,. i: <>. Lewis of Stevensville; treasurer, O. C. Cooper of
llton. One-third of the right of way has been secured.
Monroe (La.) Street Railway. — The city council has passed an
ordinance authorizing the Jackson street extension of the Monroe
municipal street railway. The property owners along the line are
to loan the city $25,000 for 10 years, without interest, for bul
the 111 lias been decided to ask for bids for construction in
hort time.
Monterey Fresno & Eastern Railway. — II. H. Sanborn, assistant
io th, president, writes that this company proposes to build a line
566
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 17.
! to Fresno, Cal., I I" miles, via Salinas. San Juan.
it ii B branch to Watsonville, 1" miles.
The Monterey to ! le, 80 miles,
and surveys are in propi Panoche to J' miles.
Grading bi ompleted from is river, 10
miles, and work will be resun May 1. Contracts are to
be let shortly. A. San Francisco, president; F. M.
Fairchild, Monti Headquarters, San Frai
New Jersey & Pennsylvania Traction Company. — It is an-
nounced that this company will build an electric line from Prince-
ton to Somerville. X. J. a distance of IS miles, during the coming
summer. T. G. Kitchen, the engineer in charge of the surveys, says
that part of the railway will be on private right of way from
50 to 100 feet wide and some distance from the public roads.
There will be no grade crossings at any railroad. The road will
carry freight at night, and freight and passenger stations will
be established in all towns along the line. There will be numerous
bridges along the line, the largest being across the Raritan river,
where the bridge and i' - lies will exceed 1,800 feet in
length. Charles Serfass of Yardley. Pa., chief engineer. The com-
pany now has a line in operation between Newtown, Pa., and
Trenton, Is'. J.
Oklahoma City Railway. — John W. Shartel, vice-president, has
announced that this company has appropriated $665,000 for im-
provements and extensions to be built this year to its Oklahoma
City system.
Pacific & Oregon Railway. Falls City, Ore. — This company is
reported in the market tor 60-pound steel rails, locomotive, cars and
other materials and supplies for about 50 miles of new electric and
steam railway. C. A. Barnum. general manager.
Pittsfield (Mass.) Electric Street Railway. — This company is
planning to build four miles of new track, using 75-pound T-rail.
South Shore Traction Company. — This company, which is build-
ing an electric line on Long Island, connecting Islip, Babylon,
Amityville and other towns, has been enjoined from proceeding
with its work in Islip, pending a settlement of a right of way dis-
pute with the Suffolk Traction Company. The New York railroad
commission will this week hold a hearing for both companies in
regard to applications for certificates of necessity. The South
Shore and Cross Island Traction companies have been reorganized
under the name of the latter and at a meeting in New York last
week elected James T. Wood of Say vi lie, L. I., president, and James
A. Hawes vice-president.
Spokane & Inland Empire Railroad. — It is reported that this
company will make a preliminary survey of the branch line to
Roekford and through Rock Creek Valley into the Coeur d'Alene
reservation.
Spokane, Wash. — F. A. Blackwell. formerly general manager of
the Spokane & Inland Empire Railroad, is reported to have begun
the construction of a railroad from a junction with the Spokane
International, at or near Rathdrum. Idaho, to Spirit Lake, thence
to Newport and a considerable distance down the Pend Oreille river.
Springfield Troy <£. Piqua Railway, Springfield, O. — It is reported
that this company expects to build a branch line to St. Paris, O.,
about Ave miles.
Texas Traction Company. — This company has put an additional
grading outfit at work on the line between Sherman and Dallas.
Tex. There are four grading outfits now at work on the Sherman-
Dallas interurban. One of the outfits is operating between Sher-
man and Howe; one between Howe and Van Alstyne, another be-
tween Anna and Melissa, and the fourth between Melissa and
McKinney. The fifth will establish camp at Caruth Switch and
work northward. Rapid progress is being made on the grading
and the ties are being delivered. Rails will be delivered in July,
by which time it is expected to begin tracklaying. The apparatus
for the power plant at McKinney will be delivered in July.
Toledo Bucyrus & Columbus Electric Railway. — An engineering
corps in the employ of this company has begun making surveys
for a line from Bucyrus to Tiffin. O.. via Oeeola, Benton, Plank-
ton and Melmore, 25 miles.
Toledo Fostoria & Findlay Electric Railway. — It is announced
that this company expects to extend its line north from Pember-
ville to Toledo. O., 17 miles, this summer. The company will also
make improvements to Reeves Park, a resort between Fostoria
and Findlay. J. E. Reeves of Canal Dover is president.
Tri-City Railway, Davenport, la. — President J. F. Porter and
Manager J. F. Lardner have made a compromise with the city coun-
cil whereby an ordinance will be introduced permitting the sale of
the Davenport & Suburban Railway to the Tri-City company, re-
leasing the company from building certain extensions required by
the D. & S. ordinance, and giving the company the right to do
away with the six ti< ikets for 25 cents on the D. & S. line. In
return the company is to extend the D. & S. line from Eleventh
and Le Claire streets to Eastern avenue and provide increased
service in several particulars.
Union Street Railway. New Bedford. Mass. — This company is
planning to build one and one-half miles of track extension this
spring, in addition to rebuilding considerable track. The new
Arnold street line will be in operation this summer.
United Railways, Portland. Ore. — C. E. Loss of Los Angeles,
president, has dispos< I ol his hoi, lings in this company to C. G. H.
MacBride of San Francisco, who proposes to carry on the work
to completion. It is stated that the Front street line in Portland
will be completed within 30 days and that work will then begin
on the line to Hillsboro.
Wagner Lake Shore & Armour Traction Company, Wagner,
S. D. — It is reported that this company expects to begin grading
l for a line 25 miles long to connect Wagner and Ar-
mour. S. D. A summer resort will be established at Andes.
Walla Walla Valley Traction Company, Walla Walla. Wash.—
The first car was operated over this line from Walla Wall
Milton, Ore., on April 17.
Washington Spa Springs & Gretta Railroad. — This company,
recently incorporated to build from the Maryland-District of Co-
lumbia line near Bladensburg to Gretta, Md., has organized by
electing the following officers: President, B. D. Stephen; vice-
president, S. S. Yoder; secretary. Fillmore Beall; treasurer, R. N.
Ryon, and general counsel, James C. Rogers. These officers and
William W. Poultney, William P. Magruder, J. Enos Ray, Jr.. and
J. Harris Rogers will constitute the board of directors.
Washington Water Power Company. — This company is building
a double-track line to connect its Maple street line and Pacific
avenue line on Maple street, Spokane, Wash.
Winnipeg Selkirk & Lake Winnipeg Railway. — This company is
now building an electric line between Winnipeg and Selkirk. Man..
22 miles. Power will be derived from the plant at Lac du Bonnet.
Equipment is being furnished by the Canadian General Electric
Company.
Yakima Intervalley Traction Company. — This company, which
was incorporated last year and has secured several franchises for
the use of the county highways, proposes to build about 60 miles
of line this year, radiating from Yakima, Wash., according to a
recent announcement by E. M. Kenly, chief engineer. Gasoline
electric motor cars will be used. It is stated that the full capital
stock of $250,000 has been subscribed.. The officers of the company
are: President. H. B. Scudders; vice-president. W. A. Bell, and
treasurer, W. L. Steinweg, all of Yakima, Wash.
Yellville, Ark. — Several business men of this city are raising
subscriptions and securing the right of way for an electric line to
run from Yellville to the mouth of Cedar Creek, along the Buffalo
river, about 20 miles south of Yellville.
Youngstown & Ohio River Railroad. — Actual construction on
this line between West Point and East Liverpool, O., is to begin
at once and is expected to be completed this year. The grading
between Washingtonville and West Point will probably be com-
pleted by June 1. In connection with the Youngstown & Southern
this company will connect Youngstown and East Liverpool.
POWER HOUSES AND SUBSTATIONS.
Consolidated Railway Company. — It is announced that this com-
pany is considering plans for the construction of a power house
at Thamesville, Conn., to furnish power for operating the electric
railways in New London, Montville, Norwich and Willimantic. It
has not been definitely announced when work will be begun on the
power house.
Frederick (Md.) & Middletown Electric Railroad. — It is an-
nounced that this company will probably build a new power house,
located at some point in Frederick, during the coming summer, to
avoid the expense of hauling coal to the present power house in
Middletown Valley. The system has outgrown the capacity of the
present plant and the new plant will be built with a view to meet-
ing the requirements of future extensions, which the company has
under consideration, but has not yet determined upon.
Galveston-Houston Traction Company. — It is announced that
Stone & Webster of Boston have practically completed plans for
this line and all surveys of all possible routes and entrances into
Galveston and Houston have been completed, but the exact location
of the power house has not yet been determined, as fuel is high
and it is desirable to have a power house located on deep water, so
that the coal can be unloaded directly from schooners into the coal
hoppers. The locations which have been examined for the power
house are Texas City and Harrisburg. Tex., and one or two other
points.
Kansas City <$. Olathe Electric Railway. — It is announced that this
company has received a grant of two acres of land from Benjamin
Earnshaw of Shawnee, Kan., which is to be used for the erection
of a power house. The entire community through which this line
runs is anxious to have the line completed, and it is probable that
work on the new power house will begin at an early date.
Norfolk & Portsmouth Traction Company. — This company has
announced that power was first generated in its new $1,000,000
power plant at Brambleton, Va„ on April 10. Only one generator
was started at that time, but it is expected that the remaining
portion of the plant will be in operation in the near future.
Toronto Railway Company. — It is announced that this com-
pany has ordered a chloride accumulator from the Canadian Gen-
eral Electric Company, which will have a capacity of about 1,500
horsepower for two hours. This battery will be installed to take
of the peak from 5 to 7 p. m.. and thus the installation of the
new genyating machinery has been avoided and a very much
higher load factor will result.
Wilmington (Del.) City Railway Company. — The engines and
generators at the power house of this company have been nearly
ted and as soon as the machinery of the Brandywine plant is
1 in regular operation the Delaware avenue plant, which ad-
joins the main power house of the company, will be dismantled and
the power house converted into additional quarters for the storage
of oars. This change will permit the company to store all its cars
under cover.
April 27. 1907.
ELECTRIC RAILWAY REVIEW
.-,C,7
Personal Mention
Mr. E. R. Gilbert has resigned as manager of the New York
& Port Chester Railway, Port Chester, N. Y.
Mr. J. M. Atkinson has resigned as vice-president of the Chi-
cago & Southern Traction Company of Chicago, 111.
Mr. George A. Murch has resigned as superintendent of the
Atlantic Shore Line Railway, with office at Kennebunkport, Me.
Mr. E. J. Rauch has been appointed superintendent of car
repairs of the Old Colony Street Railway, with office at Fall River,
Mass.
Mr. A. R. Piper has been appointed general freight agent of
the Brooklyn Heights Railroad, Brooklyn, N. Y., effective on
April 15.
Mr. Uriah Foss lias resigned as superintendent of transporta-
tion of the Connecticut Railway & Lighting Company, New Britain,
Conn., and that position has been abolishel.
Mr. Bertram E. Wilson, park manager of the Rochester Rail-
way Company and the Rochester & Suburban Railway, has been
appointed general passenger agent of the Rochester & Eastern
Railway. Ro hester. X. V.
Mr. William H. Dunkerley, heretofore connected with the
accounting department of the Utiea & Mohawk Valley Railway,
Utica, N. Y.. has resigned to become auditor of the Rockford & In-
terurban Railroad of Rockford, 111.
Mr. E. J. Wilcoxen, superintendent of transportation of the
Rochester (X. Y.) Railway Company, has been appointed general
superintendent and will take over many of the duties of the gen-
eral manager, Mr. R. E. Danforth. resigned.
Mr. M. H. . Brondson, chief engineer power stations of the
United Railroads of San Francisco, has been appointed chief en-
gineer of the Rhode Island Company, Providence, R. I., succeeding
Mr. Fred N. Bushnell, who resigned some time ago.
Mr. Matthew Slush of Detroit has been elected president of
the Chicago & Southern Traction Company of Chicago, succeeding
Mr. W. S. Reed, who has been elected vice-president. Mr. C. J.
Reilly of Detroit has been elected secretary and treasurer.
Mr. Samuel P. Hunt, heretofore connected with the electrical
engineering department of the Boston & Northern Street Railway.
Boston, Mass., has been appointed assistant general manager of
the Manchester Light & Power Company, Manchester, N. H.
Mr. Clement C. Smith, president of the Columbia Construction
Company of Milwaukee. Wis., and a director of the Sterling Dixon
& Eastern Electric Railwray. has been elected a director of the
Fidelity Trust Company of Milwaukee and president of the Citi-
zens' Gas Company of Kankakee. 111.
Mr. Louis Russell Gaw, formerly master mechanic of the
Toledo & Indiana Railway, resigned his position on March 15, to
become master mechanic of the Ohio Central Traction Company at
Galion, O., as noted in
the Electric Railway Re-
view of April 6. Mr. Gaw
was horn in 187:1 and at
the age of 18 years en-
tered the shops of the
Toledo Consolidated Street
Railway, where he re-
mained for several years,
mastering the details of
the different departments
until qualified to fill the
nore important position of
master mechanic, which
was offered to him by
the Toledo Traction Com-
pany. He held this posi-
ii'in until 1899, when he
resigned '" I ome master
mechanic and chief elec-
trician of the Atlantic
Coast Electric Railroad at
Asl.ury Park, N. J. He
remained with this com-
pany for four years, re-
signing, in 1903 to accept
a similar position with
Hi. Toledo & Indiana
Railway Company at
I lelta, I 1. I Hiring the last
rears of his service with this company Mr. daw supervised
the installatif.il of its rotary-converter subtsations an. I was given
entire charge of the power house, substations, line and cars. The
Ohio Central i Company is now controlled by the Cleve-
rn S Columbut Railway and operated as a division
of that company.
.\li. William A. lions.-, who has been acting president and
general manager of tin- United Railways St Electric Compai
I'.altiinoic. Md.. since the death of Gen, John M. Hood last fall,
.1 president of the company. Mr. Thomas A. Cross,
superintendent of overhead construction, has i,.-cn .-i.-<-t ...i general
L. R. Gaw.
E. G. Connette.
manager to succeed Mr. House. Mr. Prank A. Furst has been
elected first vice-president, succeeding Mr. George C. Jenkins, re-
signed, and Mr. William Early has bi ed secretary, succeed-
ing Mr. H. C. McJilton.
Mr. D. H. Sawyer, heretofore lent of the Springfield
& Northeastern Traction Company, at Decatur, 111., has been ap-
pointed superintendent of the Peoria Bloomington .v.- Champaign
Railway, the new line of the Illinois Traction System between
Peoria and Bloomington. with headquarters at Peoria, effective
on April 13.
Mr. Edward G. Connett.-. general manager ot the Wot
.Mass. i Consolidated Street Railway Col is had his
diction extended over the Worcester & Southbridge Street Rail-
way, the AVorcester &
Webster Street Railway
and the Webster & Dud-
ley Street Railway, which
have been consolidated
with tie Worcester Con-
solidate,] Company, as
noted in the Electric Rail-
way Review of April ii.
1907. Mr. Connette's early
railroad experience was
obtained in the engineer-
ing and transportation
departments of various
steam railroads. About 17
years ago he became
identified with the street
railway industry, when he
was appointed general
manager of the street
railways of Nashville,
Tenn., where he remained
for eight years. When the
street railway and the
lighting systems of this
city were merged Mr.
Connette retained his po-
sition as general manager
of the combined proper-
ties, resigning after two
years of service with the merge. I companies t<> become vice i
.l.nt and general manager of the Syracuse (X. Y. i Rapid Transit
Company. During his five and one-half years' management ..r
this system several important extensions were planned and built
and tiie service and equipment noticeably improved. During his
connection with this company Mr. Connette served for one year as
president of the New York State Street Railway Associatioi
the State of New York. In June. L905, he was offered the posi-
tion of general manager of the Worcester Consolidated Street Rail
way and on October 1 of that year assumed active chargi
the property.
The following appointments \\ itly announced by the
Boston Elevated Railway: George R. Tripp, superintendent of di-
vision 6, is appointed superintendent of transportation, in phi. •
of Julius E. Rugg, who is appointed superintendent of emploj
ment and discharge. Mr. Karl S. Barnes is appointed superin-
tendent of division 4 and Mr. Lemuel T. .Tames is appointed acting
superintendent of division 1. succeeding Mr. Tripp.
Mr. A. B. Reynolds of Crawfordsville, Ind., heretofore -
manager of the Indianapolis Crawfordsville & Western Tin
Company, has been elected president, succeeding A. F. Rain-
who died recently. James Lucas of Frankfort, Ind., has been
elected a director to succeed Mr. Ramsey. Mr. A. M. Hewes,
secretary and treasurer of the Electrical Installation Company of
Chicago, has been elected general manager in place of Mr. Rey-
nolds.
.Mr. B. I. Budd, heretofore purchasing agent of the Metropolitan
West Side Elevated Railway of Chicago, has been appointed gen-
eral manager of that company, effective on April 15, with head-
quarters at Chicago. Mr. Budd will have direct charge of all mat
ters pertaining to operation, including the purchase of supplies.
The office of purchasing agent has been discontinued. Since the
resignation of Mr. H. M. Brinckerhoif as general manager, in Sep-
tember, 1905. most of the duties of that office have been conducted
l,v Mi II. G. Hetzler, president. Mr. Budd has been eoni
with the Metropolitan company for 14 years, starting as a clerk in
the storekeeper's office. For rive years he was storekeeper and in
1898 was appointed purchasing agent, which position ho has held
until his present appointment.
Mr. W. M. Kessler, who r mtly was appointed chief dispatchei
and assistant superintendent of the Pittsburg & Butler Street Rall-
ies . as previously note! in the Electric Railway Review
bora in Kessler, O., in 1876. At the eg ! 22 years he entered
in. service Of the Cincinnati Hamilton ,v.- Dayton Railway as tele-
;i operator, where he remained for I1,- years. In 190-. cor
.linling that the electric traction held offered better opportunities,
he became connected with the Dayton & Troy Electric Rail
lust as motorman and conductor, then as dispatcher and lat
chief dispatcher of this road, with entire charge of all train
and of the operating department of the system. While Ben It
this capacity he organized a complete system of operation win,
written train orders, timetables and book of rules similar to
used on steam reals. During the last year of his servi. .
this company he was assistant superintendent, resigning th
IllMI lo heroine . I I i . ■ 1" . 1 i S ] HI I I 1 1 e V ,111.1 1 1 , 1- 1 - t . I I I I BUpi rf
Pittsburg & Kutler Street Railway.
568
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. IT.
Financial News
Anderson (S. C.) Traction Company. — It is reported that la-
sts identified with the Columbia (S. C.) Electric Street Railway
Light & Power Company have secured control of the Anderson
Traction Company.
Boston Elevated Railway. — Shareholders will meet on April 30
in authorize the proposed issue of $8,000,000 stock and $5,800,000
bonds, referred to in the Electric Railway Review of April 20 last.
Calumet Electric Railway, Chicago. — The following officers and
directors have been elected: President, Ira M. Cobe; vice-president,
I YV. McKinnon; secretary and treasurer, Frank H. Murray; di-
rectors. L. E. Meyers, B. F. Harris, G. F. Shaw, J. W. McKinnon
and Ira M. Cobe.
Chicago & Southern Traction Company, Chicago. — At the annual
meeting of shareholders on April 19 Matthew Slush, C. J. Reilly and
John M. Mulkey of Detroit and W. S. Reed. W. H. Conrad and* Fred
G. Marhous of Chicago were elected directors. Matthew Slush was
elected president, W. S. Reed vice-president and C. J. Reilly secre-
tary and treasurer.
Chicago Subway Company. — Plans are said to be under way for
the formation of the holding company which will acquire the prop-
erties of the Chicago Subway Company and -the Chicago Edison
Company.
Cleveland Southwestern & Columbus Railway, Cleveland. — It is
announced that the securities of this company will be listed on the
New York stock exchange.
Illinois Traction Company, Champaign. — A press dispatch from
Montreal says that a Montreal syndicate has offered the Sun Life
Insurance Company $65 a share for the $6,359,500 outstanding com-
mon stock of the Illinois Traction Company and that the offer was
refused.
Montreal (Que.) Street Railway. — Earnings of this company
for the six months ended March 31, with a comparison, follow:
Six months — 1907. 1906. Increase.
Passenger earnings $1, 568,204. SS $1,390,915.29 $177,289.59
Miscellaneous earnings 30,843.57 15,407.10 15,436.47
Total $1,599,048.45 $1,406,322.39 $192,786.06
Operating expenses 1,073,656.96 928,631.56 145,021.40
Net earnings $ 525,391.49 $ 477.690.S3 $47,700.66
Rent of leased lines 1,019.88 1,019.88
City percentage of earnings 69,788.36 58,686.72 11.101.64
Interest on bonds and loans 8S,326.99 85.590.54 2,736.45
Contingent for renewals... 79,743.19 34,347.65 45,395.54
Total charges $ 238.S78.42 $ 178,624.91 $60,253.51
Surplus 286,513.07 *299, 065.92
Expenses, per cent of car
earnings 67.14 66.03
•Decrease, $12,552.85, equal to 4.20 per cent.
Philadelphia & Western Railroad, Philadelphia.— A plan of re-
organization is announced, which is designed to permit expansion
and the admission of new interests into a one-third ownership in
the property. Announcement that the property will be sold at
West Chester, Pa., on May 20, has been made by the Trust Com-
pany of North America, Philadelphia, which was recently appointed
trustee under the mortgage. It is stated that George J. Kobusch of
St. Louis, the president of the company, will dispose of his interests
to a banking firm which represents capitalists who are largely
interested in electric railways in Indiana. .Virginia and other states,
it is reported that George R. Sheldon of New York will be elected
!"• >i, lent and that William H. Sims, the superintendent of con-
tion, will be made general manager of the road. The sale
will not conflict with the proposed opening of the road on May 1.
The road is completed from Sixty-ninth and Market streets,
Philadelphia, to Strafford, 12V4 miles. The company holds fran-
hises permitting it to extend its line from Parkesburg, and also
to construct a line from Philadelphia to Norristown. Regarding
the reorganization Joseph S. Clark, second vice-president of the
Company of North America, said: "All the members of the
old company will be in the new, but the company will be larger
and broader. This foreclosure is merely a matter of form in con-
nection with a reorganization scheme. We are expanding, and this
step is a formal necessity. The reorganization syndicate is in pos-
session of all the bonds and stock of the old company. Of the
authorized issue of $15,000,000 first mortgage bonds, $2,149,000 are
outstanding. Besides this, there are debts of $1,500,000. The com-
pany's capital stock is $900,000. This will be increased to between
$3,000,000 and $4,000,000. About the same amount of the proposed
authorized issue of $50,000,000 bonds will be actually issued. Owing
to certain peculiar provisions in the laws of this state, the fore-
closure plan is the most advantageous method of attaining the
results at which we aim."
Rutland (Vt.) Railway Light & Power Company.— Supplement-
ing the figures given in last week's issue of the Electric Railway-
Review, the following information, contained in a report of G. T.
Rogers, the president, to the underwriters and bondholders, is
presented: "The combined properties are at present earning suffi-
cient to pay interest not only upon the present bond issue, but upon
the prospective increased bond issue of $300,000, for the completion
of the purchase of the electric light company, leaving a surplus
ol (15,000 in net earnings to bi applied upon the capital stuck of
the consolidated companies. The consolidation of the various
public utilities of Rutland with the electric light company is well
under way and will soon be consummated. The bond market still
-ins in an unsettled and somewhat uncertain condition; there-
fore no determined effort has been made to dispose of the bonds,
we believing it to be to the advantage of all parties concerned to
await the coming of a more settled and active market, thereby
assuring a more advantageous price for the securities when
offered."
Schenectady (N. Y.) Railway. — The report of this company for
the quarter ended March 31, with a comparison, shows:
Quarter ending March 31 — 1907. 1906. Increase.
Gross $230,056 $192,187 $37,869
Expenses 182,494 140,925 41,569
.Net $47,562 $51,262 '$3,700
Other income 1,933 615 1,318
Total income $49,495 $51,877 »$2,382
Fixed charges 29,881 55,056 »25,175
Surplus $19,614 t$ 3,179 $22,793
•Decrease. tDeficit.
United Railways Company of St. Louis. — This company has
listed on the New York stock exchange $4,000,000 additional 5
per cent cumulative preferred stock, making a total outstanding
of $16,983,200. The additional preferred stock -was used in the
purchase of the St. Louis &. Suburban Railway, which was
acquired by a deed of conveyance dated December 31, 1906. The
St. Louis & Suburban stock was deposited with the Mississippi
Valley Trust Company, as trustee for the St. Louis & Suburban
shareholders. The trust will continue until January 15, 1908. The
stock in the hands of the trustee is not to accumulate or accrue
dividends until after that date, unless the Suburban Railway Com-
pany's shareholders deposit with the trustee cash to the amount
of dividends that would accrue to January 1, 1908, and thereupon
receive a certificate of stock which will be on a parity, when
registered, with all the preferred stock of the United Railways
Company of St. Louis previously outstanding. The report of the
St. Louis & Suburban, including constituent companies, for the
year 1906, was as follows:
Gross earnings $1,141,540
Operating expenses and taxes 833,577
Net earnings $ 307,963
Charges 404,772
Deficit for year % 96,809
The report for the quarter ended March 31, with comparisons,
follows:
Three months— 1907. 1906. 1905.
Gross earnings $2,494,162 $2,286,291 $1,843,022
Expenses, taxes, etc 1.722,595 1,475,738 1,298,702
Net earnings $ 771,567 $ 810,553 $ 544,320
Charges 693,734 695,521 59S.472
Surplus - $ 77.833 $ 115,032 •$ 54,152
•Deficit.
For the purpose of comparison the figures Tor 1906 also include
earnings of the St. Louis & Suburban Railway, acquired by the
United Railways Company in October, 1906. Gross earnings also
include the item "other income," amounting to $2,190 in 1907 and
$4,546 in 1906.
United Railways Investment Company. — This company has is-
sued $2,400,000 additional 5 per cent collateral trust bonds, making
a total outstanding of $18,150,000. The additional bonds were is-
sued in exchange for stock of the Philadelphia Company of Pitts-
burg.
United Traction Company, Albany. — Authority has been given
to this company by the New York state railroad commission to
issue $500,000 additional consolidated mortgage 4% per cent bonds,
to provide for improvements and additions. This will increase the
outstanding bonds to $1,729,000, exclusive of the $3,912,000 which
are reserved to retire underlying bonds at maturity. There are
still available for future improvements $859,000 of the total issue
of $6,500,000 bonds.
Winnipeg (Man.) Electric Railway
published in the Electric Railway Revi
report for 1906 gives the followin
— In addition to the figures
ew of last week, the annual
1906.
1905
1904.
Operating expenses, per cent of
earnings 49.56 51.42 51.47
Average capital $4,144,480 $4,000,000 $2,099,723
Net income, per cent of capital 11.17 9.86 12.77
Transfers 3,109,094 1.682,685 2,497,952
Railway earnings per capita, on basis
of 90,000, as against SO, 000 8.30 6. SO 5.51
William Mackenzie, the president, said: "The roadbed, rolling
stock, buildings and other properties of the company have been
efficiently maintained."
Dividends Declared.
Central Traction Company, Pittsburg, 1% per cent.
Consolidated Traction Company, Pittsburg, preferred, 3 per
April 27, 1907.
ELECTRIC RAILWAY REVIEW
569
Manufactures and Supplies
ROLLING STOCK.
Columbus Railroad. Columbus. Ga., has ordered three 12-bench
open cars from The J. G. Brill Company.
International Railway. Buffalo. X. Y.. has placed an order with
the G. C. Kuhlman Car Company for 50 cars.
Dallas Consolidated Electric Street Railway. Dallas. Tex., has
ordered five 12-bench open cars from The J. G. Brill Company.
Indianapolis & Cincinnati Traction Company, Indianapolis, Ind.,
is having one express car built by the Cincinnati Car Company.
Pittsburg & Westmoreland Railway. Pittsburg, Pa., is reported
to have placed orders for a number of cars for delivery on
June 15.
Lafayette & Logansport Traction Company. Ft. Wayne, Ind.. is
having six city and five interurban cars built by the Cincinnati
Car Company.
Consolidated Railway, New Haven. Conn., has placed an order
for 20 double-truck vestibule cars for use on the Providence &
Burrillville Street Railway.
Springfield Railway & Light Company, Springfield, Mo., expects
to place an order shortly with the St. Louis Car Company for four
closed ears and two open cars.
Sarnia Street Railway, Sarnia, Ont., has recently placed an
order with the Ottawa Car Company for one double-truck car.
It will be equipped with Taylor trucks and Westinghouse motors.
Radford Water Power Company, Radford, Vs., has placed an
order with The J. G. Brill Company for one new semi-convertible
car. to be 37 feet 5 inches long over all, and to be equipped with
four Westinghouse 101-B motors.
York Street Railway, York, Pa., has under consideration the
purchase of four large combination passenger cars with smoking
compartment and one snow plow and baggage car. We are advised
that no bids have yet been asked.
Mineral Wells Electric System, Mineral Wells, Tex., has placed
an order for six semi-convertible cars with the St. Louis Car Com-
pany. This road is being built and its equipment purchased by
the Howard -Burke Engineering Company of Xew York.
Columbus Traction & Light Company, Columbus. Miss., will
place contracts within the next few weeks for two combination
summer and winter cars, three trailers, double-truck equipment for
three 3S-foot cars, shades for six summer cars, and other equip-
ment.
New York & Queens County Railway, Long Island City. X. Y .
as reported in the Electric Railway Review of April 13. will soon
ask bids on 40 all-steel cars. These cars are to be 38 feet in
length, equipped with automatic air brakes and cross seats and to
accommodate 40 passengers.
Chicago-New York Electric Air Line Railroad, Chicago, has
purchased from the Niles Car & Manufacturing Company two
combination passenger, baggage and express cars. These cars
are 49^ feet in length, seats upholstered in leather, weigh about
35 tons and will be put into service at once upon the track west
of La Porte, Ind.
Pittsburg Railways. Pittsburg, Pa., was reported in the Elec-
tric Railway Review of April 6 as having been authorized by its
board of directors to purchase additional rolling stock. We under-
stand that this company has placed an order for 100 semi-converti-
ble double-truck cars with the St. Louis Car Company. They will
be 50 feet in length and equipped with high-speed motors and
air brakes.
Consolidated Railway. New Haven. Conn., as reported in
the Electric Railway Review of April 6, has placed an order
with the Cincinnati Car Company for five double-truck closed cars
with 30-foot bodies and 41 feet in length over all. to be equipped
with Brill 27-E1 trucks, four Westinghouse 101-B motors. Christen-
sen AA4 air brakes. Providence fenders. Sterling-Meaker No
registers and Consolidated Car Heating Company's heaters
SHOPS AND BUILDINGS.
Cincinnati Georgetown & Portsmouth Railroad. — The car barns
at Cincinnati. O , were totally destroyed by fire on the night of
April 23. The loss, which is fully covered by insurance, is esti-
mated at $80,000.
Duluth (Minn.) Street Railway. — This company has applied
for a building permit for a two-story brick office building, 40 by 80
feet, to cost $17,000, to be erected on Twenty-sixth avenue west,
and a contract has been awarded to Alexander Roberts. The struc-
ture is to be ready for occupancy by October 1. The present offices,
located in the power station at Eleventh avenue west, will be re-
moved to the new building, where facilities will be had for all
departments. T my now owns the entire block bounded
by Twenty-sixth and Twenty-seventh avenues west and Superior
and First streets, and Intends to assemble its entire plant, with
the exception of the Eleventh avenue west power station, on the
west end block. Between the office building and First street will
be constructed a long one-story building with an extension roof
on the inner side, covering the work car track. In this building
will be located a waiting room, blacksmith shop, stables, wagon
room, etc. Between the office building and the woodworking shop
will be constructed nine new storage tracks running the entire
length of the block. These tracks will have sufficient length to
accommodate about 50 cars.
Illinois Traction Company. — This company has purchased a
tract of land, 100 by 120 feet, at Carlinville, 111., upon which will
be erected a combination passenger and freight station, with office
rooms.
Los Angeles- Pacific Electric Railway. — Surveys have been com-
pleted and plans accepted for the combination passenger and freight
station which will be erected at Los Angeles, Cal. Work will com-
mence at once. The company is also making extensive improve-
ments at Sherman, Cal., including the erection of a new repair
shop of brick, one story high and 140 feet square, which is nearly
completed. A brick car shed, 100 by 350 feet, is also in the course
of erection.
Utah Light & Railway Company, Salt Lake City, Utah. — Plans
have been prepared for completely renovating the old Tribune
building on West Temple street, Salt Lake City, and converting
it into an office building for all departments. It is expected that
the offices may be moved in three or four months.
Vallejo Benicia & Napa Valley Railroad. — It is reported that
this company has decided to erect a new $10,000 car barn and repair
shop at East Xapa, Cal. L. J. Perry, Xapa, general manager.
TRADE NOTES.
American Mason Safety Tread Company, Lowell, Mass, will
soon begin the erection of a three-story factory building. 50 by 100
feet.
Ford. Bacon & Davis, engineers, now located in the Blair &
Co.'s building, 24 Broad street. New York, on May 1 will move
their offices to 115 Broadway.
Wendell & MacDuffie, 26 Cortlandt street, Xew York, have
been appointed eastern sales agents for the Russell Car & Snow
Plow Company, Ridgway, Pa.
Westinghouse, Church, Kerr & Co., Xew York, has been in-
corporated in Canada under the name of Westinghouse, Church,
Kerr & Co. of Canada, Limited.
C & C Electric Company, of Xewark, X. J., has been incor-
porated in Chicago, with a capital stock of $25,000. The capital
stock of the Xewark company is $1,400,000.
Stone & Webster Engineering Corporation. St State street. Bos-
ton, announces the opening of its Chicago office on May 1 in the
First Xational Bank building, in charge of Arthur J. Veitch.
The J. G. Brill Company, Philadelphia, has declared its first
dividend of 1% per cent on its new preferred stock, payable on May
1, and 1 per cent on its new common stock, payable on June 1.
Green Fuel Economizer Company. 90 West street. Xew York,
has removed its Chicago office from the Monadnock block to the
Old Colony building, where larger quarters have been secured.
Security Register & Manufacturing Company, 42 Broadway. Xew
York, has moved its offices from the ninteenth floor of this build-
ing to the fourth floor, where it has secured rooms better fitted to
its needs.
Clarence E. Delafield has resigned as St. Louis manager of
the Wagner Electric & Manufacturing Company and has been
appointed manager of the high-tension insulator department of
the Ohio Brass Company of Mansfield, O.
Chicago Pneumatic Tool Company has removed its Philadelphia
office to 820 Arch street. G. A. Barden, who is in charge of the
Philadelphia branch, reports splendid business and the necessity
for larger quarters as determining the change.
Wagner Electric Manufacturing Company. St. Louis. Mo., an-
nounces the appointment of F. Johnson as district manager of the
St. Louis territory, with headquarters in the Frisco building. Mr.
Johnson was formerly connected with the sales department of the
General Electric Company at St. ^_ouis.
McLeer Engineering Company. 338-340 Pearl street. Xew York,
dealer in electric railway supplies and equipment, both new and
second-hand, reports that it has had- a large sale this season for
second-hand cars and has disposed of all of its stock in this line
with the exception of a few S, !> and 10 open-bench cars, which
may be used as trailers or may be fully equipped as motor ears.
Blake Signal & Manufacturing Company, 246 Summer street,
Boston, announces the establishment of the following agencies for
its Blake tube flux: George F. Schoen, 108 South Forsyth street,
Atlanta. Ga.; Syles R. Fralick. 269 South Canal street, Chicago;
U'.s. i. Supply Company, St. Louis; Brooks-Follis Electric Cor-
poration. 212 First street, San Francisco, and the Xorton System
Telephone Company, Toronto, Can.
B. F. Sturtevant Company of Boston, Mass., reports recent sales
of generating sets to the Alton Paving, Building & Fire Brick Com-
pany, Alton, 111.; Minneapolis St. Paul & Sault Ste. Marie Railway,
Minneapolis, Minn.; Votey Organ Company, Garwood, X. J.; Her-
mann Manufacturing Company. Bvansville, Ind.; H. J. Kunzig.
Philadelphia, Pa., and Poison Iron Works, Toronto, Ont. Sales are
reported of Sturtevant high-pressure rotary type blowers to the
570
ELECTRIC RAILWAY REVIEW
Vol. XV11, Xo. 17.
OUa Elevator Company. Chicago, [11.; Macallan Company, South
Boston. Mass.; Uniteil Oil & Refining Company, Beaumont, Tex.;
Lumsden & Van Stone Company. Boston, Mass.; Johnson & Blan-
ding, Providence. R. I., and Sharpless Separator Company, West
Chester, Pa.
John w. Seaver. one of the Founders ol the Wellman-Seaver-
Uorgan Compain <>i ■ :. > . i n ■ ■• ■ • i ■ <i m • t > mnec-
i ..Hi the lany and has opened offices as consulting en-
al 519 Caxton building, Cleveland. Mr. Seaver will devote
his personal attention i" the design and construction of manufac-
turing and power plants, iron and steel foundries, buildings and
specie .ad appliances for handling machinery.
Westinghouse Companies. Pittsburg, have been awarded the
contract by the United States government for the complete elee-
trlca] equipment for the new power station to ' rected in con-
nection with Hi ngressional buildings at Washington, D. C. The
contract calls for four Westinghouse-Parsons and four Westing-
is, all of 3,000-horsepowei capacity; All of the ma-
chinerj is now under construction and will be deliverefl before the
i ear.
Chicago Pneumatic Tool Company. Chicago, lias issued a state-
of profits for the quarter ending on March 31, which shows an
earning "n the stock "t' 2.8 per cent. The profit for the first quarter
was $285,528.82 which after deducting cost of depreciation, develop-
ment of new tools and bonded Interest, the profit available for
dividends was $171,561.45. A quarterly dividend amounting to
$61,087.88 was paid. leaving a balance of $110,473.62 to be added to
i revious surplus, making a total surplus to be carried forward
ol $988,883.06.
Noiseless Car Wheel Company has been incorporated with a
apital stock of si, ,000 for the purpose of manufacturing a noise-
less car wheel for street railways. The directors of the company
are; George H. Bryant, August Ziesling, Bethune Duffield, J. L.
ston and Fred M. Delano. The officers are: President, George
H. Bryant, at present western representative of the Kiupp Com-
pany; vice-president, August Ziesling. president of the American
Bridge Company; treasurer. Bethune Duffield, Detroit, and secre-
tary, W. F. McCorkle, Detroit.
Central Inspection Bureau. New York, lias received an order
from the Newburg & South Shore Railway for the inspection of 100
all-steel gondola cars, which will be built by the Pressed Steel
Car Company. An order has also been received from J. G. White &
Co. for the inspection of a large number of dump cars for export
shipment and an order from the Philadelphia Rapid Transit Com-
pany for the inspection of a large amount of lumber. The com-
pany has thoroughly equipped itself with competent inspectors for
the inspection of all classes of railroad and builders' equipment.
Allis-Chalmers Company, Milwaukee, has received an order
from the Klkins <'<>al & Coke Company of Morgantown, W. Va.,
for new machinery, comprising a 300-kilowatt Allis-Chalmers alter-
nator, a 200-kilowatt rotary converter, three 75-kilowatt trans-
formers, a 27%-kilowatt exciter, standard induction motors of 20
to 150 horsepower capacity, with switchboard equipment. An order
has also been received from the Jones & Laughlin Steel Company
of Pittsburg for two direct-current generators, with a capacity of
1,000 kilowatts each, for installation in its Aiiquippa (Pa.) plant.
TRADE PUBLICATIONS.
Allis-Chalmers Company. Milwaukee, Wis. — Leaflet No. 2002
consists entirely of illustrations of the valve gear, piston details and
go ' r of the Reynolds Corliss engine.
Alliance Machine Company, Alliance, O. — An imposing list of
users of electric cranes who placed orders with Alliance Machine
Company in 1906 has been published in pamphlet form.
Sprague Electric Company. 527 West Thirty-fourth Street, New
York. N. Y. — Catalogue No. 315 is a 36-page publication listing a
large number of types of electric fans for both direct current and
alternating current.
C. W. Leavitt & Co.. 220 Broadway, New York. — A four-
page leaflet offers advice regarding the deoxidation of brass and
bronze alloys by the use of magnesium and states how this de-
oxidizing agent should be handled as dstinguished from other
deoxidizers.
Wickes Brothers. Saginaw, Mich. — This company issues monthly
stock lists of boilers, engines, dynamos, motors and machinery. The
list of April 15 shows a large stock on hand of tubular, water-tube
and upright boilers, Corliss engines, and other horizontal automatic
engines, vertical engines, throttling governor engines and gasoline
engines. Pumps, condensers, feed-water heaters, locomotives and
metal-working machinery are also listed.
General Electric Company, Schenectady, N. Y. — An extensive
Hi. .>f fan motors, both alternating and direct current, are the sub-
jects of an illustrated catalogue. Bulletin No. 4393C is devoted to
small, moderate-speed, engine-driven, revolving-field alternators.
Electric pumping plants are the subject of Bulletin No. 4496, which
describes the 25,000,000-gallon municipal plant at Buffalo, N. Y..
and the 172,000-gallon electric pumping plant recently completed
for the village of Scotia, N. Y.
Western Electric Company, Chicago.— A pamphlet which should
il interest to those having to do with the installation and
maintenance of telephone machines is that published by the West-
ern Electric Company under date of April 11, 1907. The various
features of installation are considered and are conveniently indexed
for reference. Another recent publication of the company is a
pamphlet giving facts regarding thi immensity of its organization
and plants. Two mailing cards call attentioi lillni fans and
ventilating fans.
Browning Engineering Company. Cleveland. O. — An eight-page
pamphlet lias been issued to introduci in investors $250, f 7 per
cent cumulative preferred stock. This increase in stock is to pro-
vide for He- rapid increase in tin- business of the company.
Hill Publishing Company, 505 Pearl Street. New York, N. Y. —
This company has Jusl issued a book catalogue of 168 pages, :;iL. bj
i; inches, containing a comprehensive list of books on civil, me
ical ami electrical subjects and si ientific winks of every des iriptlon
The book is conveniently arranged, enabling tic location of s
in any class an easy matter.
TRACK-CLEANING BROOMS.
The equipment of a wagon as employed on street an.
urban railways for i rai i 01 - sists o'l
a steel win: broom, a corn broom ami a can of nil. The steel la- a is
in cleaning out refuse and ohstruc-
tions which have become tightly
impacted in grooves by the passage
n! many wheels, the corn broom for
finishing touches and the can of
oil for administering lubricant upon
the rail on curves. The J. W. Pax-
son Company, 1021 North Delaware
avenue, Philadelphia, manufactures
lb, wire broom illustrated herewith
and makes the claim that this
broom is an indispensable part of
such an outfit. The broom, as
shown, is made of such a width as
to lit into the groove on frogs and
curves and the wire is of sufficient
stiffness to remove any ordinary
obstruction even when solidly
packed. The corn broom will not
do this; hence the claim for the
indispensability of the wire broom
as made by the manufacturer.
It is of interest to note that the
use of the wire broom for this pur-
pose w:as suggested by its efficiency
in the foundry for cleaning sand
from casting's, the Paxson company
also manufacturing foundry fac-
ings, supplies and equipment. The
brooms are inexpensive and dur-
able
Wire Track-Cleaning Broom.
THE VICTOR PORTABLE COM-
BINATION METER.
The desirability of being abli ti
tell at a glance exactly the kilowatt
or horsepower output of a gen
erator is well recognized by most
engineers, as it saves the trouble
of making mental calculation re-
quired in multiplying the volts
[ft}: ^ pressure by the ampere output to
obtain kilowatts and then dividing
by 74i; to obtain the horsepower of
in electric circuit. The convenience
of being able to read the horsepower and kilowatts directly is
shown by the favorable reception which was given to the Victoi
combination switchboard power meter, introduced a year or so
ago. The combination meter, an illustration of which is presented
herewith, consists of two separate instruments, a voltmeter and
ammeter mounted within the
same case. The scales for
reading the two instruments
are so located that the
needles of the two instru-
ments cross each other. It
is evident that no matter in
what position the two
needles may be, the point lo-
cated by their intersection
may be taken to represent
the product of the volts by
the amperes, or the product
of the volts by the amperes
divided by 716. The instru-
ments, after being carefully
calibrated by hand to read
volts and amperes accu-
rately, are then calibrated
for the central triangular
graduations, w'hich give the
power readings direct. These
are clearly shown in the ac-
companying illustration. The
horsepower readings are
taken from one side of the triangular scale and the kilowatt read
ings from the other. The instrument, therefore, serves the pur-
pose of voltmeter, ammeter and wattmeter and has an additional
advantage of giving the reading reduced to horsepower.
To meet the great demand for a portable instrument of this
type the H. W. Johns-Manville Company of 100 William street.
Portable Combination Meter.
April 27. 1907
ELECTRIC RAILWAY REVIEW
571
New York, has placed a portable Victor meter on the market,
which has all the advantages of the station type meter, combined
with portability. These instruments are particularly useful for
making such tests as in calibrating recording wattmeters and
lamps, and are particularly useful and convenient for the testing
of electric cars and electric elevators. The advantage of being
able to read the power direct in making elevator tests and car
tests where the current consumption fluctuates rapidly will be
evident, and in cases where it is desirable to read both the volt
and ammeters separately the convenience of having the two read-
ings on the same dial, which facilitates the rapidity with which
readings can be taken, will no doubt also be found of value in
testing work. As shown in the illustration the volt and ammeter
scales are provided with mirrors directly below the scale, which
permit obtaining accurate readings. Extra shunts and multipliers
can he furnished with these instruments, which extend the range
of the readings.
either direct or alternating current. It is therefore unnecessary
to purchase a new motor should the service he changed from direct
to alternating, or alternating to direct current.
It is stated that the blades are of new construction, following
specially designed lines, thereby furnishing maximum breeze with
minimum current consumption.
NEW ALTERNATING-CURRENT FAN MOTOR.
There is probably no piece of electrical machinery which so
thoroughly illustrates the great advance made in the design and
THE KEARNEY CABLE CLAMP.
One of the great difficulties which has been experienced in
constructing overhead lines with heavy cables has been that of
making turns and fastening up the dead ends of cables. To over-
come the difficulty experienced at these troublesome points TV". N.
Matthews & Brother, 217 North Second street, St. Louis. have de-
signed the Kearney cable clamp, which is of extreme simplicity
and of highly satisfactory construction.
The Kearney cable clamp is designed to supplant the extra
joints and fastenings necessary in the ordinary methods of cable
suspension at angle poles and dead ends. As will be seen from the
accompanying illustration, which shows it applied in making a
right angle turn of heavy wire cable, the clamp consists essentially
of two wrought-steel plates with four clamping bolts. The two
parts of the clamp are designed to fit the bare
surface of the cable and when the nuts on the four
bolts joining the two parts are tightened the clamp
grips the bare cable so that the strain is trans-
mitted through the upper plate to a globe strain
.a similar insulator fastened to the pole at tin-
curve. By the use of two of these clamps, one
holding the cable in either direction from an angle
pole, the curved portion of tin cable between the
two clamps may be made short and relieved of
any great amount of strain. This method of con-
struction does away with the necessity tor serving
Hie heavy cable about an insulator at an angle
pole, ami then making a joint to continue the cable
after it has turned the angle. Tin- Kearney cable
.-lamp is made in but one size, suitable for cables
ft "in 000 to J. irrular mills. The great ad-
vantage of using these clamps is that they do away
witll cutting the cable- at angle poles, and thus.
should it at any time be decided to change the loca-
tion of the pole or remove the cable, the cable
ran be made as g 1 as new by Simply taping the
portion of Ha- cable where the insulation was
removed to attach the clamps. As compared with
the old method of constructing corner turns it is
claimed that these clamps save cable, time, labor
and material.
New Alternating-Current Fan Motor
Used as a Desk Fan.
New Alternating-Current Fan Motor Used
as a Wall Fan.
manufacture of electrical apparatus as does the fan motor, which
has been developed from the crude, inefficient toy to a highly
efficient piece of machinery, being in detail of design and manu-
facture the counterpart of the larger motors. The latest develop-
ment and improvement, marking one of the greatest steps of ad-
vancement in the fan motor industry, are shown in the alternating-
current commutating fan motor of high efficiency, with great
starting torque and sparkless commutation, recently developed and
placed on the market by the Western Electric Company of Haw-
thorne. 111.
This fan motor is illustrated in the accompanying view, show-
tie of its unique features, a diagonal joint, which permits it
Savannah Blow Pipe Company, Savannah Ga..
has been awarded a contract for the blow pipe sys-
tem for the new shops of the Atlantic Coast
Line at Way. loss. Ga. This company, during
the past few years, has equipped many of the large planing mills
and woodworking plants in the south, and was awarded the eon-
tract for equipping the Waycross plant over many of the leading
manufacturers of blow pipes in the United States.
Heine Safety Boiler Company, St. Louis, has recently received
a large number of orders for boilers, a partial list of which is as
follows: Asano Cement Company. Tokio. Japan, four boilers aggre-
gating 900 horsepower;- Atlantic Gulf & Pacific Company, four 200
horsepower boilers, to be installed on two hydraulic dredges:
American La France Fire Engine Company, Elmira, X. Y., two
230-horsepower boilers: American Locomotive Company, Richmond,
Va.. four 400-horsepower boilers: Bridgeport Forge Company,
The Kearney Cable Clamp.
hang. an.i with i ery littli t rouble
from • ik t.. a wall fan or vice i
Western Electric high-standard con
tloi i io teel field magnet . ind
the
■park It .,i .i ion In ler typ.
mutating attentat motors.
The - motoi I rtmllai to that oi an ord
ound din t-current - olgh tart Ing torque
which n ...lily as :m
it lias thl
Bridgeport, Conn., three 150 horsepower boilers; Crown Cotcon
Hills Dalton, Ga., two 100-horsepower boilers: Home Brewery,
Columbus, O.. three 200-horsepower boilers; Hudson Companies, two
118 horsepower boilers, making a total to this npany of 4,513
hoi spov nil orders; Independence (Kansas) Cement Company,
Independence, Kan., three 100-horsepower bolers; James S. Kl
Co., Chicago, two SOO-horsepower boilers; Joseph .r. Little but
New York, Mir,-,- 275-horsepowei boilers; Q Hoi I al
Carrying Company, Qulncy, 111., three 816-horsepowei '
of New fork, for Etldgewood pumping s( n el
owei boilers.
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 17.
NEW PLANT OF THE O. M. EDWARDS COMPANY.
The O. M. Edwards Company has recently erected a new plant
at the corner of Plum ami Solar streets, Syracuse, N. Y. The
location Is within the half-mile circle from the business center of
The main entrance and reception room Coi visitors, which is 16
by 18 feet, is handsomely finished and furnished. A main corridor con-
nects the offices and the stock room. This is SO feet in length and 8
feet wide. The main office is of gein-rniis proportions, being 55 by
40 feet. Adjoining this office is a fireproof vault, 24 by 12 feet,
O. M. Edwards Company's Plant — Machine Shop.
O. M. Edwards Company's Plant — Main Office.
the city, which has at the present time a population of about
130,000. No expense has been spared in the building and equip-
ment and the result is a model in the matter of efficiency.
The buildings are located upon a plot of ground consisting of
four acres, with a frontage of 575 feet upon Plum street and 350
which contains safe deposit vaults and is also occupied by the
filing systems. The private office of O. M. Edwards, president of
the company, is 1C by IS feet and is a handsome and well-furnished
O. M. Edwards Company's Plant — Main Building.
O. M. Edwards Company's Plant — Private Office.
feet upon Solar street. The factory building stands 20 feet from apartment Connecting with the private office is the reception
the line of each of the streets. The main factory building is 211 feet r00m. Tne finish Df the offices throughout is in weathered oak and
long, 55 feet wide and is five stories in height. A wing, which is the walIs are nandsomeiy decorated in oil finish. The drawing
used for woodworking purposes, is SO by 40 feet, and the wing room ig a weli_]jgnted apartment, 28 by 32 feet. Connecting with
O. M. Edwards Company's Plant — Woodworking Department.
O. M. Edwards Company's Plant— Brass Foundry.
devoted to the brass foundry is also SO by 40 feet. There is also
connected with the plant a detached building, 55 by 115 feet, one
end of which is used as a stable for trucks and the opposite end
for tinning and tempering work. The central portion is occupied
by dry kilns.
this room is a fireproof vault, 8 by 12 feet, for the safe keeping
of tracings and other drawing room records.
An interesting part of the plant is the model or sample room,
the walls of which are surrounded with mahogany models, showing
the various designs of windows, platform trap doors and other
April 27. 19ii7
ELECTRIC RAILWAY REVIEW
573
parts manufactured by the company. The size of this room is 16 by
2S feet. The main stock room is 88 by 55 feet and has an addi-
tional room adjacent, SO by 40 feet. One of the accompanying
illustrations shows a portion of one of the woodworking rooms.
This is devoted almost exclusively to the making of exhibition
nished by a "Straight-Line" engine direct-connected to a gen. ra]
electric generator having a direct-connected exciter. The power is
transmitted to the various line shafts by means of motors, driving
groups of machines. In the principal machine rooms there are four
line shafts, each run independently by a separate motor. The
O. M. Edwards Company's Plant — General View.
models and sample parts, which are sent out in the interests of the
salesmen's department. This room is SO by 40 feet. The first floor
of the main building is used for manufacturing purposes. The
size of the room is I'll by 55 feet. The third floor is of the same
dimensions, 211 by 55 feet, and is arranged for machine work. The
brass foundry. S'i by 40 feet, lias in connecton a fireproof vault for
the safe storage of patterns. This vault is 24 by 12 feet.
As shown in the general illustrations, the plant is substantially
built and well arranged for its intended purposes. The electric
wiring throughout the building is in iron conduits and was in-
generator is three-phase alternating current and furnishes 124 volts
for the lighting system and 220 volts for the power circuits.
The accompanying illustrations will give a satisfactory idea of
the general appearance of the plant and a few of the more interest-
ing features of the interior arrangement and equipment.
A MULTIPLE INTERLOCKING RECORDING BLOCK SIGNAL.
The Baldwin & Rowland multiple interlocking block signal is
both a position and light signal. As the name suggests, it is
capable of protecting any number of cars passing in the same
direction through the block up to 17 in number, The first car sets
the signal and automatically locks it, so that a car approaching
Multiple Interlocking Recording Block Signal — Signal Movement.
Multiple Interlocking Recording Block Signal — Semaphore
Arrangement.
ed by the Wheeler-Green Electric C pany of Rochester, N. Y.
The plant is equipped throughout wiih an automatic sprinkler
system and steam-heating apparatus, belli of which were installed
by B. I*. Hates of Syracuse. The pi > iie miens im the power plant
drawn by Prof. John E. Sweet of the Straight Line Kngine
Company, Syracuse, and the engine and boiler rooms are a model
in the matter of appointmente and equiprr nt. The power is fur-
in the opposite direction and disregarding the signal cannot change
the signals that are set, neither can it set a signal of Its own.
Every succeeding car entering the block is recorded and protect' tl
by signals set by the first car, while the last car leaving the
litoek clears the signal and unlocks it. The signals are all equipped
with auxiliary lights, so that if the active light burns out the s<
light lakes up the work of the first. They are also equipped with
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo V(
a fusible link that opens the circuit b harm van be done t'1
magnets should a live wire i ome crossed with the Blgnal circuit.
All n. I in this mechanism are of the BOlenoid type, made
of large size wire, automatically wound, put up In Sterling Insulat-
ing varnish and Incat on shells. While all parts are
perfectly protected from weather conditions, the case can be re-
moved so thai access to all parts is easy. Provision is mad.- on
resistance tubes to accommodate varying voltages of the line.
and snow are no. liable to cover the semaphon
that light or arm is hidden.
same strength for the same thickness. This is not fireproof, but
Blow-burning, and is susceptible to the same degree as is wood
veneer. It is capable of a high finish and the cost of decorating
is the same as on wood veneer.
Kantlite is especially Intended for steel cars and marine work,
partitions and panels of steamboats, where fireproofing qualities are
required. The fireproofing ingredients are applied to the raw wood
pulp before the material is worked into boards, and it is said that
the fireproofing qualities are retained almost indefinitely. It is
claimed that it will not retain a flame and that under the hea«
Multiple Interlocking Recording Block Signal — Overhead Contact.
Realizing the absolut --■ ssful operation of
contact that will not only be absolutely re-
liable but capable of operating under a high rate of speed, without
liability of throwing the trolley or be subject to mechanical in-
jury, the company, after a working experience of two years, lias
adopted the contact illustrated, which is guaranteed to meet all
requirements. This is made in three different lengths to ai
modate different speeds, it is reported to have w
fully for a year on roads that maintain a speed of .">"> miles an
- - rating on the following named
solidated Railwaj Company, New Haven. Conn.;
Rochi - use & Eastern; Auburn & Syracuse Electric; Syra-
Sapid Transit; Alt Da & Logan Valley; Central Pennsyl-
vania Traction; Farmington Street Railway. Hartford, Conn.; In-
itional of Buffalo. X. T.; Bay Shore Terminal and Norfolk
.v Portsmouth Traction of Norfolk, Va.
of the severest tests it will not carbonize. The several brands are
made up in sheets of various sizes and thickness -
NEW STANDARD PORTABLE MULTIMETER.
INDESTRUCTIBLE FIBER.
Three varieties of indestructible fiber, known as "Fibrite."
"Durite" and "Kantlite." for use in steam and street railway ear
headlinings, steamboat panels and partitions, are manufactured
by the Indestructible Fibre Company, the sole agents of which in the
transportation field are Wendell & MacDuffie, 26 Cortlandt street.
New Tork. The very satisfactory appearance of this material
when used for car headlinings is shown in the accompanying en-
graving of the interior of a car built by the American <
Indestructible Fibei — Interior of Long Island Railroad Coach with
Indestructible Fiber Headlining.
Foundry Company for the Long Island Railroad. The material is
light, strong and durable and it is claimed that it is economical
to decorate and finish and will not blister or splinter. Fibrite is
iered especially adapted for the headlinings of old cars
which have become leaky, because it is not liable to blister under
the severest conditions. The material is as light as ordinary soft
wood veneer and its strength is claimed to be ?." per cent of that
of hard wood of the same thickness. It is said to retain its shape
perfectly and can be made to conform to any contour specified.
Durite is not recommended for marine work on account of its
weight, which is 10 per cent greater than that of oak and is of the
As electric railways are becoming more and more extensive
and are reaching into the field formerly occupied by steam rail-
roads, the demand for the utmost refinement in all matters per-
taining to the operation and testing of materials and machinery
:iming daily of greater importance, so that it is now the cus-
tom on even the smallest roads to carefully test all new apparatus
which is purchased and that which is already in operation, in
order to furnish the management with exact knowledge of its
efficiency and condition.
On many of the smaller roads, no doubt, the testing of elec-
trical apparatus has been considerably neglected because the num-
ber of instruments re-
quired to cover the field
of electrical testing has
been so great that many
of the smaller companies
could not afford to pur-
chase all the instruments
necessary; but in spite of
the large investment re-
quired when separate in-
struments were needed
for each test, it is a ques-
tion whether even on
small roads it was not
near-sighted economy to
hesitate to make the in-
vestment in instruments!
necessary for carrying out |
thorough tests on all elec-
trical apparatus at regu-
lar and frequent intervals.
The obstacle of so large an
investment in a great
number of instruments
has been almost com-
pletely surmounted by the
Weston Electrical Instrument Company of Newark. X. J., in plac-
ing upon the market a new instrument — the Weston multimeter —
which is illustrated in the accompanying engraving. This instru-
ment should receive a hearty welcome from street railway man-
agements in that it combines in practically one instrument all
the instruments necessary for making electrical tests. It may be
used as a voltmeter, milli-voltmeter. ammeter or mil-ammeter,
ohmmeter, ground detector and wheatstone bridge. The range of
the instrument is as follows
Volt;: Ammeter,
volt " ampere
volts 1.5 amperes
volts 15. amperes
T50. volts 150. amperes
The bridge with three dials measures to 999 ohms, with even
ratio arms. Inside of the case there are also contained 12 silver
chloride cells, bridge resistance coils and shunts for the volt and
ammeter.
A special feature which has been carefully considered in the
construction of this instrument is the insulation, which is of highest
type, and is so constructed that the rubber is not exposed to the
deteriorating effects of light, dirt and moisture. This instrument,
which is thoroughly portable, is well adapted for making practically
all the tests required in electrical railway work. The manufac-
turers, however, call special attention to the fact that, while this
instrument combines a number of separate instruments, and is
capable of a very high degree of accuracy, it, of course, cannot
embody the same degree of accuracy for each separate part as
could be secured by the use of the separate Weston instruments
covering the same range of operation, but for practical street rail-
way work it is sufficiently accurate.
Weston Portable Multimeter.
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postoffice, Chicago, 111., as Second-class Matter.
Subscription In advance, including special daily editions published from
time to time in places other than Chicago, postage free, $2:
Foreign, $5; Single Copy, 10 cents.
Vol. XVII, No. 18
Xew York: 150 Nassau Street
CHICAGO, MAY 4, 1907
Whole No. 210
TABLE OF CONTENTS.
Editorial:
— Timber Lands Aid Railway Revenue 575
— Producer Gas Plants 575
— Must Profit on Subway Contract 576
— Advantages of Trailer Operation 576
— Specific Heat of Superheated Steam 576
— The Protection of Life and Property 577
The Successful Operation of Trail Cars in Denver (Illustrated).. 578
Guard Rail .Construction on the Pittsburg & Butler Street Rail-
way (llustrated) 5S3
Status of Electric Railway Cases Before Interstate Commerce
Commission 583
Onerous Conditions Make Construction of Proposed Xew York
Subways Unprofitable 5S4
Car Painting and Other Uses of Paint. By J. C. Leavitt 585
Proposed 1,200- Volt Third-Rail Line in California (Illustrated).. 586
New Cars for the Philadelphia & Westchester Traction Com-
pany (Illustrated) 5S7
Communication — Wrong Motor Connections 587
Construction of the Lafayette & Logansport Railway. By R. M.
Feustel (Illustrated) 5SS
Cut Rates by Steam Road Competing with Electric Railway... 591
Freight Handled by the Toledo & Western Railroad 592
H. B. Fleming on Board of Supervising Engineers, Chicago 592
Hearings Before Indiana Tax Commissioners 592
Plan for Xew Philadelphia Franchise 593
Cleveland Traction Situation 593
Meeting of Standardization Committee, Central Electric Railway
Association
Piping and Power Station Systems. XXXVIII. By W. L. Morris
(Illustrated) 594
Chicago Elevated Traffic 595
Recent Electric Railway Legal Decisions. By J. L. Rosenberger 595
News of the Week:
■ — Decision Against City of Toronto in Service Regulation
Suits 597
—Salt Lake City Strike Settled 597
— Michigan Supreme Court Decides Against Municipal
Ownership for Detroit 591
— Labor Troubles in San Francisco '■'■''
— Xew England Street Railway Club
— Legislation Affecting Electric Railways 597
Construction News:
, — Franchises 598
— Incorporations 598
— Track and Roadway 598
— Power Houses and Substations 600
Personal Mention 600
Financial Xews 602
Manufactures and Supplies:
—Rolling Stock 603
— Shops and Buildings 603
—Trade Notes 603
— Advertising Literature 604
In acquiring rights of way when the Puget Sound Electric
Railway was built the company purchased considerable tim-
ber land. To utilize this timber the corn-
Timber Lands pany erected a sawmill, which has been
Aid Railway in operation for the last three years, cut-
Revenue, ting timber for commercial purposes. As
this mill is located near the line of the
company the shipments of lumber have formed a part of the
freight business of the road, but only a comparatively small
part. Ownership of the land and mill, therefore, gives an
additional source of revenue to the company and adds to its
receipts from freight.
Recent progress in the development of large producer gas
engines has brought the status of these engines to a
point that units of even 6,000 horsepower.
Producer suitable for electric railway service are
Gas operating satisfactorily with a reduced cost
Plants. of maintenance over that of prime movers
of the same power operated by steam. One
of the disadvantages for city plants, however, of a producer
gas plant and gas engines is the large floor space required.
and when this is taken into consideration it may be questioned
whether the saving of one-half the fuel required by a steam
plant will, in the case of cities where land is of great value, be
sufficient to counterbalance the difference in interest deprecia-
tion and taxes on the extra ground and increased size of
building required by the producer gas plant. At a regular
meeting of the Western Society of Engineers, held on Wednes-
day, May 1, 1907, an exceptionally interesting paper on "The
Present Status of the Producer Gas Power Plant in the United
States," was presented by R. H. Fernald, who is in charge
of the producer gas test of the United States geological survey
fuel testing plant. Mr. Fernald's paper presented the results
of a large number of tests on producers and comparisons with
a non-condensing Corliss engine of practically the same power
ami showed the coal consumption of the producer engim
practically only one-third of that of the steam engine. Another
interesting part of Mr. Fernald's paper was the result shown
in burning various kinds of low-grade fuel, including peat,
lignite and low-grade coals, many of which it would be prac-
tically impossible to burn in an ordinary furnace. Although
the test showed that it is at present impossible to burn certain
grades of fuel in the gas producer the number of different
fuels which could not be burned in the furnace and could be
used in the producer is much greater than the number of
fuels which can be burned on the grate and cannot be burned
in a producer, and, as Mr. Fernald stated, had the producer
employed by the geological survey been specially designed,
there is no doubt that even those fuels which were unsuc-
cessfully tried could have been successfully and economically
employed.
The Interborough-Metropolitan Company of New York has
wisely refused to construct the proposed Lexington avenue
and Seventh and Eighth avenue subways
Must Profit under the conditions imposed by the rapid
on Subway transit board. In taking this step, which
Contract. was not wholly unexpected by the city repre-
sentatives, the company shows that before
entering into an irrevocable enterprise, it has counted the
cost of construction and the chances of adequate, interest
and the return of principal. The weakness of some com-
panies in ignoring these fundamental facts contributes to the
public fallacy that street railways in large cities will gladly
accept franchises founded on any rigorous terms that may
be framed. The tendency of municipalities in this day is to
exact much and to concede little, and it is refreshing to
find one company with sufficient courage to withstand the
temptation to build for present revenue and to let the future
take care of itself. A franchise which does not provide for
proper allowance for depreciation and amortization of invest-
ment is elusive and deceptive; but municipalities will con-
tinue to grant such franchises so long as companies can be
found to accept them. In his letter Mr. Shonts made it plain
that the company desires to construct the subway, if accept-
57G
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 18.
able conditions can be arranged. Among other things, he
points out the need for provision for depreciation.
ADVANTAGES OF TRAILER OPERATION.
The problem of properly handling rush-hour traffic de-
mands the best energies of any operating organization. How
to carry the excessive passenger increase each morning and
evening and how to supply not only the equipment but the
men and power to operate the cars comprise the essential
demands. The trackage facilities are usually ample if the
cars can be kept moving. This requirement for comparatively
excessive seating capacity during the short periods is met in
different ways. The usual practice is to have extra motor
cars and arrange the runs so that crews will be available to
operate part of the cars during the day and practically all the
equipment at rush hours. The labor conditions and crowded
streets in some localities warrant the operation of some cars
in multiple units. This practice is observed by the Columbus
(O.) Railway & Light Company. Still another method of
providing for rush-hour traffic and one which has been widely
discussed, pro and con, is the use of trail cars attached to
the regular motor cars.
The latter method of employing trail cars has been de-
veloped to a successful stage by the Denver City Tramway
Company, as is evidenced by the description of this company's
methods of operation described elsewhere in this issue.
Compared with the practice of providing separate motor car
units for handling rush-hour traffic the use of trail cars of
suitable design offers several advantages.
The question of idle investment is always an interesting
one. The type of motor car used for single-unit operation
during the middle of the day and for hauling trailers during
rush hours seats 52 passengers and weighs 3S,000 pounds as
equipped with four 43-horsepower motors. The cost of such
cars is about $6,000. The trail cars seating 46 passengers and
weighing 13,000 pounds cost but $2,000. Thus it is seen that
if sufficient motor cars are provided to handle the midday
loads the idle investment for rolling stock, which is seldom,
if ever, called into use except for rush-hour traffic, is a con-
siderable amount. Trailers not having motors to be affected
by severe changes of weather may safely be stored in open
yards. The insurance rates on trailers thus stored and with
no electrical equipment should afford a considerable saving
when compared with similar charges for motor cars of like
seating capacity. A secondary advantage is exhibited in the
increased motive power available for use during the middle
of the day when speeds may be increased and fewer units
used.
The expense of maintaining a trail car which has prac-
tically no apparatus on it except the brakes is said to be
less than one-tenth that for motor cars of the same size.
The low weight per unit seating capacity of the Denver type
of trailer, which is 282.6 pounds, demands but light service
from the wheels and brakes, therefore the repair and mainte-
nance of these parts is slight. The low weight has another
desirable resultant in the reduced wear and tear on track
structures.
As regards the details of operation when trail cars are
used, there are several features afforded which are quite
desirable. The presence on the streets of only a uniform
number of trains or units assures that accidents will be less
frequent than when the number of units is doubled during
rush hours. It is more economical to move the crowds on
the same number of units with normal headway than with
an increased number of units and decreased headway. And
the adding of trailers need in no way interfere with the
regular schedules which obtain throughout midday, thus
relieving the transportation department of the duty of supply-
ing competent motormen for rush-hour work on single units.
The changing of a large number of runs and sending out
"trippers" is done away with when, as traffic demands, a
nailer is coupled to a motor car whose crew has been operat-
ing during the hours of light traffic. The addition of the
trailer requires but one extra man qualified to act as a
conductor. Thus it is seen that but 50 per cent is added to
the labor cost for handling approximately 100 per cent more
passengers.
Xext to the saving in platform labor the greatest direct
financial saving appears in the reduced current consumption.
It has been found at Denver that wattmeter readings on a
large number of cars, observed for several months, show
the additional power consumption required for doubling the
load by adding a trail car to be only 35 per cent of that
required to operate the motor car as an independent unit
during the day. In the descriptive article, earlier referred
to, the results of wattmeter readings taken during the month
of January are exhibited in detail. For a railway system that
is now demanding the highest available overload capacity of
its generating station, this method of reducing the peak loads
by the use of trailers is very desirable. Thus the purchase
of additional electrical machinery may be postponed.
It is our opinion that the near future will see many street
railways equipped for train operation. Not perhaps as is
practiced at Denver with trail cars in the strictest sense
of the word, but with multiple unit control, mounted either
on all motor cars so that they may be coupled for operating
in the heavily traveled streets or on motors and trail cars, so
that the latter may serve as a control equipment and be
operated ahead, thus doing away with the necessity for loops
in the centers of business districts. Such careful study as is
being given the subject by the management of the Denver
City Tramway Company must result in substantial advance-
ments.
SPECIFIC HEAT OF SUPERHEATED STEAM.
From the time Regnault made his classic experiments on
the properties of steam until recently the specific heat of
superheated steam as determined by him was accepted as
correct almost without question. Though some investigators
doubted the correctness of Regnault's experiments, and
though later experiments were made, the question was not
seriously taken up till it was found that steam turbines
operated with superheated steam showed a greater increase
in economy than theory demanded. The same had, it is true,
been found to be the case in reciprocating engines, but this
was easily explained by considering the reduced cylinder con-
densation. In the turbine, however, where there is not the
constant heating and cooling of the parts, the gain in economy
exceeding that demanded by theory could not be so easily
explained. Even granting that the skin friction was reduced
was not sufficient to satisfy engineers with an investigating
turn of mind.
It is interesting to note how the viewpoint of the user
affects the specific heat, now that it is definitely known that
it is not constant. On the one hand, the manufacturer of
boilers with superheaters, in stating the results of tests,
assumes a value ranging from 0.7 to 0.8, while, on the other
hand, the engine and turbine manufacturers assume values
suitable to their purposes, generally from 0.48 to 0.55, and
between the two extremes are found the values of disinter-
ested investigators. At first thought the question may be
asked why there should be such a difference of opinion as
between the manufacturers of boilers and manufacturers of
engines, and the answer is simply that it is a matter of
personal interest.
The assumption of a high value for the specific heat of
superheated steam favors the manufacturers of superheaters,
in that the efficiency of the boiler and superheater is ap-
parently higher than it actually is. A low specific heat favors
the prime mover, in that apparently a greater proportion of
the heat is being turned into work than is actually the case.
The determination of the specific heat of superheated
May -4. 1907.
ELECTRIC RAILWAY REVIEW
577
steam is very difficult, and. so far, judging from the great
variation of the values obtained by different experimenters, it
seems evident that the question is far from being definitely
settled. One of the greatest difficulties in such experiments
is the accurate determination of the temperature, and in many
methods the sight inaccuracies of the steam tables make
it impossible to gt t accurate results no matter how carefully
and accurately the tests may be carried on. Methods which
have been tried are the cooling of the steam by the injection
of a known weight of water, passing superheated steam
through a condenser and measuring the heat taken up by the
water, throttling steam from one superheated condition to
another (thus avoiding inaccuracies of the steam tables) and
heating the superheated steam to a still higher temperature
by a measured amount of electrical energy.
The latter method, it seems, should give the most
accurate results and least difficulty of manipulation. A
method which, to our knowledge, has not been tried and seems
to offer certain advantages, is the determination of the ratio
of the specific heats at any given temperature and pressure
by finding the velocity of sound in the superheated steam.
If the ratio of the specific heats and the density are known,
the specific heat at constant pressure can be easily calculated.
This method has the advantage that a slight error in the
temperature readings would not affect the results appreciably.
and the velocity of sound in the steam as well as its density
can be more easily determined than the heat measurements
of the present methods can be made.
All of the more recent experimenters agree that the
:fic heat at constant pressure increases, and nearly all
agree that it varies practically directly as the pressure varies.
A great difference of opinion is. however, shown regarding
the specific heat at constant pressure with varying degrees
of superheat. Some experimenters found from their tests that
the temperature does not influence the value of the specific
heat. Others found that the specific heat increases with in-
crease of temperature, while still others find that it decreases
with an increase in temperature.
The latest experiments by Messrs. Knoblauch and Jakob
show that the specific heat increases with the pressure, and
that it first decreases and then increases with rising tempera-
ture. Further, they have shown by extrapolation that the
specific heat at zero pressure is not constant, but increases
with increasing temperature. If this is true, as indications
tend to show, the widely divergent results of nearly all the
investigators agree fairly well.
The average specific heat, according to the results ob-
tained by Knoblauch and Jakob, at pressures of 100 to 200
pounds per square inch absolute and a range of 200 degrees P.
superheat, would lie about 0.59, and the average specific heat
for all pressures from 0 to 200 pounds and 200 degrees super
heat would be about 0.5
In support of the general trend of their experimental
values. Messrs. Knoblauch and Jakob advance the considera-
tions that, in monatomic gases, the specific heat should be
independent of the pressure and temperature, while in
polyatomic gases the specific heat should increase with rising
perature, as work is done in separating the atoms
before disassociation begins to lake place. Change of pressure
in this case should ool effect the specific heat, in monatomic
vapors, however, both pressure and temperature should
influence the specific heat, as the molecules in easily
condensed vapors must exert a considerable attraction for
each other. As the force of attraction varies inversely as the
square of the distance between the molecules, the force of
attraction increases directly with density, and hence ih-
ciflc heat should increase with the pressure, and decrease with
the temperature when the pressure remains constant
Tlii- behavior of polyatomic vapors, such as water, is the
complex effect resulting from the combination of the character-
istics of the monatomic gas and vapor, and the resultant
would depend entirely upon which predominated. In general,
the tendency is for the specific heat to increase with the
pressure and decrease with temperature until the disassocia-
tion effect exerts the prepondering influence, after which the
specific heat again increases till disassociation has completely
taken place, after which the fluid approaches the condition of
a perfect gas and the specific heal remains constant.
These facts explain the divergence which is found in the
results obtained by different experimenters, and may. in a
small measure, be of value in interpreting the results which
have been published. At present it seems hardly advisable
to accept any of the results as final, but. if properly con-
sidered, they will serve reasonably well until more accurate
information is available.
THE PROTECTION OF LIFE AND PROPERTY.
Almost daily our attention is called to the unnecessary
loss of life and the destruction of property by accidents in power
plants, the most common accidents being the explosion of
boilers and the bursting of flywheels. There are also many
others of such frequent occurrence that it seems time that
both the designers and owners of power houses should stop
and consider the subject carefully, with a view to making
every effort to prevent the occurrence of accidents, and, what
is far more important, to protect the men who would be endan-
gered by them. How often, for instance, are seen plants
which have been so arranged that in case of a break in the
main steam pipe, escape in time to avoid serious, if not fatal,
injury would be impossible. Or, again, men are sent to work
in a boiler which is to be cleaned and repaired, and no safe-
guard is provided to prevent steam from other boilers
being turned in on the men who are at work inside the boiler.
Likewise, engines are seldom provided with automatic stops
to prevent a flywheel bursting from overspeeding. True, the
engine is provided with a governor which may itself have a
safety-stop attachment, but if the safety of life and property
is duly regarded, those who are responsible will not depend
upon the governor — the duty of which is to regulate the speed
of the engine — to act as a safety stop as well. Unguarded
flywheels, connecting rods, high-tension lines, etc., are other
frequent sources of danger which could be easily eliminated.
The dangers to which engineers, firemen and other employes
of a power house are constantly necessarily exposed, under the
most favorable circumstances, when all possible precautions
have been taken, are so great, that no reasonable expense
should be spared which would tend to reduce the possibility
of accidents. In many cases the safety of employes could be
assured without the expenditure of money if sufficient fore-
thought were given to the subject. For example, it would
cost no more to provide swinging doors opening outward from
the fire room, than to provide heavy sliding or lifting doors
which it is impossible to open quickly in an emergency.
Neither would it in general be more costly to arrange the
N piping so that the steam could be shut off in the engine
room from the boiler room, and vice versa, non-return stop
valves on the boilers and a sufficient number of generous
sized exits from the boiler and engine rooms could do much
to lessen the danger to employes when an accident happens,
and their presence would be of no avail. When men are
compelled to work in a boiler that is connected to others
which are in operation, the valve should be fastened down
with a chain and lock to prevent the steam from being acci-
dentally or thoughtlessly turned into the boiler undergoing
as so often happens. There are many accidents
which could be as easily prevented as those here mentioned,
which are cited to call attention to the needless sacrifice of life
and loss of property which is constantly occurring, largely
through thoughtlessness in design and unwillingness to spend
a small amount of mote
Fuel containing excessive quantities of sulphur can
used in producer gas engine plants absolutely without in
cylinder, provided they are kept free from moisture.
5 i 8
ELECTRIC RAILWAY REVIEW
Vo!. XVII. Xo. 18.
THE SUCCESSFUL OPERATION OF TRAIL CARS IN
DENVER.
The operation of trailers during the hours of heavy traffic
has been shown to be economical by the Denver City Tramway
Company. John A. Beeler. general manager of this company,
and his assistants have developed types of trail and motor
cars designed particularly for combined operation during a
part of the day. which form a train unit affording especially
satisfactory results as regards the service offered the public
and financial returns. It is the purpose of this article to de-
scribe the types of motor and trail cars used in this service
at Denver. The article also includes detail statements of
the current consumption of the two types of cars when oper-
ated singly and as train units. It is thought that these data
a motorman who is well acquainted with his work, the plan
of regular meets and stops is not interfered with and there
is only one train unit, consisting of two cars, to negotiate its
way through a crowded street, in contrast with two units, the
extra one of which is frequently manned with an inexperienced
crew.
The original investment for rolling stock is considerably
lessened when trail cars of an acceptable design are used.
In Denver, the 4-motor cars, seating 52, which are standard,
cost about $6,000 each, and the trailers, which seat 46 passen-
gers, cost $2,000 each. It is thus seen that if a property has
a sufficient number of motor cars to handle its mid-day traffic,
a considerable original investment for rolling stock is avoided
if preparation for the handling of the rush-hour traffic is
made by the purchase of properly designed trail cars, which
Trail Cars in Denver — Motor Car and Trailer in Service.
will be found of especial interest at this time when such thor-
ough consideration is being given the problem of train service
for rush-hour traffic in metropolitan districts.
Advantages of Train Operation.
The apparent advantages which are to be gained by the
use of motor cars hauling trailers during the hours of rush-
hour traffic, and which advantages have shown themselves
to the management of the Denver City Tramway Company as
worthy of careful consideration, may be enumerated briefly.
There appears a marked advantage as regards freedom from
accidents to passengers and employes. Probably this freedom
results from the use of a uniform number of car units on the
streets during the entire day. This uniformity is especially
noticeable at the rush-hour periods in contrast with the plan
of single-unit operation, when the downtown districts in most
cities are well crowded with single cars on much shorter
headways than exist during the middle part of the day. With
the use of trailers to accommodate the extra night and morn-
ing traffic the daily service can be offered with a constant
number of train units. Thus it is seen that the same head-
way exists ddring the entire day; all cars are operated with
can be operated in train units, including the same motor cars.
With such cars for handling the rush-hour traffic a consider-
able amount is saved in insurance charges, which amount,
combined with the saving in interest charges on the idle in-
vestment, makes a sum worthy of consideration.
As regards the repair and maintenance of the trail cars
used in Denver, which will be described later, it is stated that
although these cars when in service are practically always
fully loaded and at other times are stored out of doors, the
average charge for repairs is less than one-tenth that for
motor cars. There are very few of the usual repairs that
are necessary. It is found that practically nothing on the
car is subject to wear or disorder except the brakes and
wheels. Owing to the especially low weight per unit of seat-
ing capacity of these Denver-type trailers, 282.6 pounds, the
wear on the wheels and brakes is very light.
Another advantage of using light trail cars for handling
the rush-hour traffic is the increased acceleration of the motor
cars which is available for maintaining close schedules during
the middle of the day, when trailers are not used.
As will be shown later, the results of wattmeter readings
taken over extended periods and on a generous number of
May 4, 19C7
ELECTRIC RAILWAY REVIEW
579
cars, prove that the increased power consumption necessary
to haul almost double the load carried by the motor car
ranges from 27 to 41 per cent. Therefore it is easily seen
how effective the use of trailers may be in reducing the peak
loads on a power generating equipment. This necessarily re-
sults in one of two things: if in originally designing the road
the use of trailers were considered, then the fixed charges for
the power plant installation could have been reduced; and.
secondly, if trailer operation is begun at a later date, when
the power equipment is fully loaded, it will be found that by
the reduction of peak loads the existing plant is made capable
of handling a heavier average service.
The labor question, which is usually more or less a deli-
cate one when considering the handling of rush-hour traffic, is
more easily solved by the use of trailers since they require
but one additional man, a conductor. In Denver the average
cost for platform labor on a motor car is 50 cents per car
hour, and therefore the addition of a trailer makes possible
sengers never have to walk more than one-half car length to
reach the door. The forward end of the car may easily be
set apart for non-smokers and the rear part for smokers, the
bulkhead in the middle of the car forming a positive division
between the two classes of passengers.
These cars are mounted on two substantial trucks with
33-inch cast-iron wheels and 5-inch axles. The electrical
equipment consists of four motors, each of a rated capacity of
43 horsepower. To facilitate safety in train operation both
the motor cars and trailers are equipped with the Westing-
house SME schedule straight air brakes provided with emer-
gency features. To permit the saving of time and afford a
freedom from accidents when cars are being coupled for the
rush-hour service all motor and trailer units are provided with
Tomlinson automatic couplers. The air hose is brought out
from under the car attached to the drawbar, so that the
operation of coupling may be made a simple one.
This type of motor car, seating 52 passengers and pro-
Trail Cars
Denver — Exterior Standard Four-Motor Car.
the doubling of the passenger carrying capacity at an increase
of but 25 cents per car hour.
Types of Motor Cars and Trailers.
The accompanying illustrations reproduced from photo-
graphs and drawings will serve to show the general appear-
ance and construction details of the standard motor cars and
trailers of the Denver City Tramway Company. By reference
to the illustrations of the motor car, it will be noted that the
car body is 43 feet long over all and 8 feet 4 inches wide at
the belt. The seating capacity is sufficient for 52 passengers,
the seats being arranged as shown in the plan view. It will
also be noted that this car is provided with a center entrance
on the right-hand side. This entrance is 5 feet 2 inches wide,
the width of two window sashes.
There are several advantages claimed for the center side
entrance, among which may be enumerated the following:
As the entrance is at the middle of the car the conductor
is at all times within one-half car length of the door and thus
more able to keep close watch of his passengers. The con-
ductor's station is normally at the door, where he can best
watch the loading and unloading. It is thought that with a
center entrance the time of stops is greatly shortened, be-
cause in contrast with cars having but one end door the pas-
vided with 172 horsepower of motor capacity, weighs complete,
ready to operate, either as a single unit or hauling a trailer
of like seating capacity, 43,000 pounds.
Trail Cars.
The trail cars, which have been developed along indi-
vidual lines, suggested as suitable for use in Denver and cities
demanding similar service, are of an especially interesting
design, as will be noted by reference to the illustrations. The
standard car is 38 feet long over all and 8 feet 2 inches wide
over all; the center entrance has the width of three window
sashes, 8 feet 2 inches in all. This extra width over that of
the motor car entrance is given the trailer with a view to
facilitating the loading so that when stops are made the
trailer will not delay the starting of the train. It will be
noted that the car has a roof without deck, thus saving greatly
in the weight. The seating capacity of this standard trailer
is sufficient for 46 passengers, and when equipped with air
and hand brakes the car complete weighs but 13,000 pounds.
Current for lighting the trailer is obtained by means of
a bus wire connected to the motor car through a plug and
socket. It is stated that no trouble has ever been occasioned
by this method of lighting. The bell cord on the trailer is
arranged to ring a signal bell at the rear end of the motor
580
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 18.
car so that the starting and stopping signals for the motor-
man at the head of the train must be given by both conductors.
The accompanying drawings of the trailer car truck illus-
trate how particular care has been taken to design a truck
having sufficient mechanical strength and yet carrying no
and connecting the bell cord, are performed by one man who
has these tasks as his regular duty.
When a motor car has taken one trailer from the waiting
line Ihe remaining trailers are moved ahead with the switch-
ing car so that the end trailer is in readiness for the next
idle metal. This same principle is exhibited throughout the coupling. At one of the car houses the sidetracks are on a
Trail Cars in Denvei — Tomllnson Automatic Couplers Used on Cars.
Trail Cars In Denver — Interior Standard Four-Motor Car.
entire car, and all material not absolutely necessary has been
left out of the design.
Methods of Operation.
Under normal operation the schedules of the Denver City
Tramway Company during the rush hours require the use of
23 trailers. During the middle of the day these cars are
stored in yards at the car houses, which are situated at about
grade, so that the entire number of trailer equipments can be
let down by gravity to the coupling track and the use of a
switching car dispensed with, except after the rush hour,
when the trailers are to be uncoupled and again stored in the
yard. It is found that by these methods trailer cars can be
attached to motors on lines having 4-minute service, and no
time allowance be included in the schedule for the coupling.
The methods for uncoupling the cars after the rush-hour pe-
Trall Cars in Denvei — Exterior of Standard 13,000-Pound Trailer.
the middle of the lines on which trailers are used. When
in the yards the cars are coupled in trains so that just before
the rush-hour periods a train of trailers may be taken to a
siding close to the main line on which the motor cars are
operating. When the loads on the motor cars begin to in-
crease instructions are given for certain of these cars to
pick up trailers as they pass the car houses. As a motor
car reaches the siding on which the trailers stand it backs
in on the siding and couples with the first car of the string
of trailers standing there in readiness. The regular train
crew is not called upon to do this coupling, but all the details
of joining the two cars ready for train operation, such as
coupling the air hose, inserting the plug of the lighting bus
riod are exactly the reverse of those used when making up
the train units.
Interurban Cars with City Trailers.
An advantageous feature of this system of trailer opera-
tion is illustrated by the method pursued in handling city traf-
fic with the interurban cars that reach the center of the city
during the rush-hour periods. There are three such lines
which operate from nearby towns to a terminal loop in the
center of Denver. The route of two of these lines of cars as
they enter the city is past the "North Division" car barns,
located well toward the edge of the city. When an interurban
car reaches these barns on a trip that will take it to the busi-
May 4, 1907.
ELECTRIC RAILWAY REVIEW
581
Trail Cars in Denver — Elevation and Seating Plan of 43-Foot Four-Motor Car.
Trail Cars In Denver— One-half Vertical Section and Elevation, Seating Plan and Framing Plan, Showing Standard Trail Car on
35-Foot Radius Curve.
582
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. IS.
ness district during a rush-hour period, a standard trailer is
coupled to the rear of the interurban car, so that it may be
loaded there for the return trip. In this way service is offered
to city passengers in the trailer and to suburban passengers
in the interurban motor car. Before this method was put
into practice the passengers who rode between the edge of
the city and the business district crowded the interurban cars
during the rush hours, but since, they have found it to their
advantage to use the trailer, which practice is also to the ad-
vantage of the railway company. These trailers are drawn
by the interurban cars only as far as the edge of the city,
where a man is stationed who disconnects them from the out-
An accompanying illustration is a reproduction of tha
blank form on which the motorman records the period during
which he operated a car, the particular line over which the
car was run and the instrument readings at the beginning
and end of his service on that car. Under the blank spaces
set aside for these records are spaces to be filled in by the
auditing department. The latter exhibits totals for the power
consumed during the period, the mileage performance, and
the average number of kilowatt-hours used per mile.
During the year 1906 the average power consumption per
car-day for the entire system, including all equipments, was
405 kilowatt-hours. The average power consumption for the
— T _# I
t-,- - ->'-
The Denver City Tramway Co.
Trail Cars In Denver — Details of Light Truck for Trail Car.
going interurban cars and connects them with the next incom-
ing car, leaving them ready for a similar duty.
On some of the long city lines the motor cars haul trail-
ers for only a portion of their routes, and on one line in par-
ticular by thus adjusting the service to satisfy the needs of
the traffic six trailer cars are found sufficient to operate in
connection with 10 motor cars.
It is specially interesting to note that although trail cars
were operated under these various methods of service during
the past year, the actual speed for all the cars of the entire
Denver City Tramway system averaged 9.85 miles per hour
throughout the year 1906. This commendable average speed
included all lay-overs at the ends of lines and, in fact, all de-
lays of any sort to any equipment throughout the year.
Power Consumption of Cars.
Believing that there are advantages in knowing the cur-
rent consumption of individual rolling stock equipments the
Denver City Tramway Company has equipped 13 of its motor
cars with wattmeters and systematically records the power
consumption as measured by the meters.
same period was at the rate of 2.32 kilowatt-hours per car-
mile, and the cost of current at the power station switchboard
was 0.66 cent per kilowatt-hour.
It has been found that the approximate load at the switch-
board for the three standard types of cars is as follows:
Kw.-h. per car-mile.
Two-motor car, seating 48 passengers 2.0
Four-motor car. seating 52 passengers 3.5
Trailer car, seating 46 passengers 1.25
The wattmeter records for the month of December, 1906,
showed that the consumption at
the car for a 4-motor equipment,
rated at 172 horsepower, on a
car weighing 43,000 pounds, was
3.24 kilowatt-hours per car-mile.
The consumption for this same
car, during the same period,
when hauling a 13,000-pound
trailer seating 46 passengers,
was 4.56 kilowatt-hours per car-
mile. This is an increase of 38.6
per cent in the power consump-
tion, at a cost for which there
is obtained seating capacity for
46 passengers.
Tables I and II exhibit the
results of wattmeter readings
on nine cars operating during
the month of January, 1907,
over two runs in Denver known
as "Short Broadway" and "South
Broadway."
The following information pertains to these runs:
Short Broadway.
Length of run 3 miles
Mean average gradient 0.26 per cent
Schedule speed, without trailer 10 miles per hour
Schedule speed with trailer 9 miles per hour
Average number stops s per mile
South Broadway.*
Length of run 6.8 miles
Mean average gradient 0.22 per cent
Schedule speed without trailer 10.3 miles per hour
Schedule speed with trailer 10.3 miles per hour
Average number of stops 5-6
•Includes run over Short Broadway.
Both of these runs serve the business district for about
seven blocks of their lengths. The motor cars on which the
readings shown in the tables were taken seat 48 passengers,
tftOW Of EUCIK CIKREH (OKSUftD.
Trail Car .Vo. .
Time off cv ....
Time WIMT ....
jr.
Bart meter reading. elcMg .Vo. .
Watt meter reading. commencing ,Vo
S 1 l^Mcwrrtt utiwmt
1 * ■
fcI m ,„ „„„.,.„
«* 1 imvlllndBrit
_m
Trail Cars in Denver — Blank
Form Used for Recording
Current Consumption.
May 4, 1907
ELECTRIC RAILWAY REVIEW
583
weigh 38,000 pounds, and are equipped with four 37.5-horse-
power motors, G. E. 58. The trailers weigh 13,000 pounds
and seat 46 passengers. During the month of January in
Table I.
Statistics on Power Consumption on South Broadway.
Month of January, 1907.
Motor Onlv
—With Trailer-
Kw.-h.
Kw.-h.
Mile- Av. kw.-h
Mile- Av. kw.-h.
used
used
Motor car age of per car
age of per car
above
below
number. car. mile.
car. mile.
average.
average.
36 203.7 2.69
89.1 3.50
62.4
37 140.1 2.76
116.2 5.63
189.6
40 48.4 2.85
135.8 4.89
129.6
46 2,517.1 2.94
929.7 4.03
426.6
48 738.5 2.97
510.4 4.28
293.9
51 3.464.8 2.82
1,338.6 3.73
225.6
52 1.119.3 2.79
386.4 3.62
116.4
54 3.476.8 2.75
1.768.5 3.97
138.4
55 1,036.5 2.60
599.6 3.68
369.1
General average. .2.80 3.95
which these records were taken the heaters in the cars
were not used. The weather was clear, with but little snow.
However, the rails were slippery each morning due to a preva-
Table II.
Statistics on Power Consumption on Short Broadway.
Month of January, 1907.
-Motor Only-
Motor car
number.
36
37
40
46
48
51
52
54
55
Mile-
age of
car.
2.540.7
3,018.9
2,998.8
1,039.8
1,178.0
272.1
521.2
384.4
148.3
Av. kw.-h.
per car
mile.
3.37
3.38
3.65
3.40
3.72
2.68
3.12
2.49
2.96
— With Trailer-
Mile- Av. kw.
age of
car.
S46.4
1,254.0
990.4
529.9
430.7
343.4
300.2
323.9
168.8
per car
mile.
4.58
4.58
5.10
4.85
5.15
4.14
4.05
4.67
4.08
Kw.-h.
used
above
average.
1,105.6
69.2
555.8
Kw.-h.
used
below
average.
211.6
247.3
356.7
345.4
360.6
169.4
General average. .3.42 4.68
lence of frosts. The average number of passengers carried per
trip may be taken as 30, not including the 2 and 3 man
crews, nor children and holders of passes. It is considered
Table III.
Statistics on
Power Consumption
on South
Broadway.
Month
of January
1907.
Kw.-h.
used
Kw.-h.
used
Motor Only —
With T
railer
above
below
Motormen.
Mileage.
Av.kw.-l
. Mileage. Av. kw.-h.
average.
average.
J. E. H..
. 164.8
2.35
141.7
3.18
183.2
W. C
83.1
2.60
75.5
3.88
21.8
W. J. P..
. 60.2
3.07
16.2
W. C. ...
i'.Si
73.8
108.7
3.88
3.90
5.1
A. M. E..
68.0
2.7
W. E. O. .
. 178.3
3.07
236.9
3.88
31.5
C. P
48.4
2.13
32.4
W. F. P..
. 224.9
2.51
46.7
4.66
32.1
O. P. B..
. 143.5
2.65
7.6
3.89
21.9
R. E. H..
. 83.2
3.07
87.3
4.08
34.5
Wm. E. E
. 164.7
2.98
27.2
4.03
31.7
W. F. S..
40.8
2.34
7.6
3.93
18.8
C. F. S...
48.8
2.22
34.8
4.58
6.1
J. K
81.6
2.26
67.9
5.10
34.0
F. W. M.
. 123.9
2.51
7.6
3.63
38.3
C. B
. 323.4
2.88
149.5
3.74
5.5
R. L. B..
. 110.4
3.30
27.2
2.04
3.3
G. H. McA
.1,423.3
2.71
971.6
3.76
312.6
J. J. F....
1,669.6
2.95
562.9
4.05
291.6
F. B
. 943.2
2.74
468.4
3.90
79.9
W. A. R...
. 837.5
2.84
163.6
3.75
.8
T. W. C...
. 700.0
2.76
161.5
3.87
40.9
O. A. G...
34.8
2.32
27.2
3.04
51.4
W. J. S...
. 164.7
2.94
73.9
4.70
78.4
P. J. S....
. 134.2
3.29
75.6
3.71
47.6
H. J. O....
. 157.0
2.50
75.6
3.59
74.3
F. D. ON.
. 193.5
2.89
141.8
3.38
63.4
T. K
. 689.8
3.02
4U3.6
3.47
42.1
G. F. S....
. 386.3
2.93
211.4
3.94
48.1
J. E. W...
.1,816.1
2.71
849.5
4.17
23.4
J. P. J....
. 393.1
2.93
339.9
4.03
78.2
CM
. 184.1
2.57
34.8
4.04
29.2
W. H. B..
. 256.3
2.93
33.3
H. B. G...
. 34.8
2.62
27.2
3.12
28.9
T. C. W...
. 196.0
2.97
63.6
5.07
104.5
W. H. H..
54.4
2.80
54.3
4.75
43.4
R. B. S....
. 116.3
2.81
7.6
4.13
2.4
P. J. P....
2.19
33.1
4.74
6.9
E. D. K...
. 213.8
2.72
17.1
C. C
2.77
1.6
J. D. C ...
. 27.2
2.70
2 7
F. D. M...
48.4
2.17
11.34
171.::
C. E. C....
46.7
2.80
Even
Ei-en
P. E. McM
. 67.9
3.07
18.3
General av. kw.-h.. 2.80 3.95
that the average length of ride was two-thirds of the run.
It will be noted from Table I that the average power con-
sumption per car-mile, for motor car only, on South Broadway
was 2.80 kilowatt-hours. With trailer this consumption was
3.95 kjlowatt-hours, an increase of 41.1 per cent. In Table II,
for Short Broadway, the results show the consumption for
the motor car only to be 3.42 kilowatt-hours per car-mile
and for motor car with trailer 4.68 kilowatt-hours per car-mile,
an increase of 36.9 per cent, due to the trailer.
A comparison of these results for the two runs, identical
for half the length of the longer one, shows that due to the
infrequency of stops on that portion of the South Broadway
run not included in Short Broadway, there was a decrease
in the average power consumption, for motor cars only, of
0.60 kilowatt-hours per car-mile, and for motor cars with
trailer 0.73 kilowatt-hours per car-mile on the longer run.
In Table III are shown the mileage and wattmeter records
of the individual motormen. This tabulation is interesting be-
cause it serves to illustrate how the personal equation enters
into the operation of the ordinary controller. In the course
of the month various motormen handle the different cars on
different runs so that any variation from the average can
hardly be said to have been caused by inequalities in the
equipments or wattmeters.
GUARD RAIL CONSTRUCTION ON PITTSBURG & BUTLER
STREET RAILWAY.
On the line of the Pittsburg & Butler Street Railway
Company, which was described in last week's issue of the
Electric Railway Review, guard rails are used on all curves
1
•>
«
1
i
•*±l
Guard Rail Construction. Pittsburg & Butler Street Railway.
greater than 9 degrees. In developing a substantial guard
rail construction, Hudson F. Layton, chief engineer, designed
the raising block and filler as shown in the accompanying
illustration. The block and filler are inserted at every third
tie. The guard rail used is of the same cross section and
weight as the main rails of the track, above which it is
elevated seven-eighths of an inch.
STATUS OF ELECTRIC RAILWAY CASES BEFORE IN-
TERSTATE COMMERCE COMMISSION.
We have received from James S. Harlan, member of the
interstate commerce commission, a statement giving the
status of the formal complaints by or against electric rail-
ways which are pending before the commission, as follows:
Cedar Rapids & Iowa City Railway & Light Company
versus Chicago & Northwestern Railway Company. Refusal
to join in through routes and joint rates. Case heard and
to be argued at a time to be hereafter fixed.
West End Improvement Company versus Omaha & Coun-
cil Bluffs Railway & Bridge Company and others, trea-
sonable passenger fare over bridge between Omaha and
Council Bluffs. March 8, 1907, complaint filed. March 27.
1907. answer filed. April 22, 1907, order entered bringing in
additional defendant. Case at issue. May 12, 1907.
Chicago & Milwaukee Electric Railroad versus Illinois
Central Railroad Company and others. Cancellation of joint
freight tariff formerly in effect, thereby depriving shippers
of the benefits of competitive rates. Case at issue.
584
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 18.
ONEROUS CONDITIONS MAKE CONSTRUCTION OF PRO-
POSED NEW YORK SUBWAYS UNPROFITABLE.
In his letter to the New York rapid transit commissioners,
presented on April 25, Theodore P. Shouts, president of the
Interboroiigh-Metropolitan Company of New York, explained
the refusal of his company to bid on the construction and
operation of the proposed Lexington avenue and Seventh and
Eighth avenue subway lines, as reported briefly in the Electric
Railway Review of last week. As there were no other bid-
ders the plans upon which the commission has been so long
engaged may have to be abandoned or else the legislative
and proposed contractural restrictions imposed upon the con-
structing and operating company will have to be modified
considerably. An abstract of the letter of Mr. Shonts, which
is addressed to Alexander E. Orr, president of the board of
commissioners, under date of April 24, follows:
Ever since the opening of the existing subway this com-
pany has hoped that it would have an opportunity of com-
pleting the system of municipal rapid transit subways by
continuing the east side line north of Forty-second street to
the Bronx, and, by continuing the west side line south from
Forty-second street to the Battery, so that there would be, as
originally planned by your board, two complete longitudinal
rapid transit lines, connected by a cross-town line under Forty-
second street. The increasing congestion in the subway,
particularly on the express trains during the rush hours, has
emphasized the need of these additional lines, and this com-
pany has fully intended to submit a bid for their construction
and operation.
It is, therefore, with great regret that I have now to
advise you that, after very careful study by our engineers and
officers of the plans and specifications and the proposed form
of contract for their construction and operation, the directors
of our company have concluded that the building of the
proposed 4-track double-deck Lexington avenue subway, north
of Forty-second street, and the 4-track west side subway south
of Forty-second street, and the operation of those lines in con-
nection with the existing subway under the burdens imposed
by your proposed contract and the existing law are financial
impossibilities.
Our engineering advisors, including William Barclay Par-
sons and John B. McDonald, agree in the conclusion that the
proposed extensions (exclusive of pipe galleries), built in
conformity with the plans and specifications, would, under
existing conditions, cost (including an allowance for ease-
ments and interest during construction) not less than $64,000,-
000, without equipment, and that the necessary equipment,
including tracks, rolling stock, power plant, etc., would involve
an additional expenditure of not less than $24,000,000, making
the aggregate cost of building and equipping about 39 miles
(single track) approximately $S8,000,000, as compared with
$71,000,000 for building and equipping the existing rapid
transit lines (including the extension to the Battery), com-
prising about 63 miles of single track.
This increase in cost is due partly to the requirements of
the present law, the increase in the price of materials and
labor, and the fact that about 14 miles (single track) of the
existing line is on an elevated structure, while all the new
lines are underground; but the increase in cost is chiefly due
to onerous provisions (not required by the existing law) of
the new contract, and of the new plans and specificatons
which provide, first, for unnecessary increase of cost of con-
structon: second, for adding the cost of all easements to the
cost of the subway; third, for the purchase of private property
for station entrances; fourth, for a greatly increased responsi-
bility for damages; and, fifth, for an increase in the diameter
ot the tunnels — an increase which will be of no value for
extensions to the existing subway system. The fact that the
express and local tracks on Lexington avenue are upon dif-
ferent levels also adds materially to the cost. The result is
that our engineers estimate that the cost of the new subways
fully equipped will be at the rate of $2,250,000 per mile of
single track as compared with the cost of $1,130,000 per mile
for the existing rapid transit lines.
Under the proposed form of contract and the existing
law, the expenses which must be provided out of income
are very much increased as compared with tne original sub-
way contract. It may be assumed that the interest upon
city bonds issued for the cost of the proposed subways will
be from one-half to three-fourths of 1 per cent higher than
in the case of the original rapid transit bonds, and this con-
clusion is based on the supposition that the city can sell its
bonds on a 4 per cent basis. In the second place the entire
investment in the new subway, including the lessee's prop-
erty in the streets and equipment, will be subject to taxation.
In the third place, various advantages conferred by the origi-
nal contract are now eliminated; and, finally, the lease is
limited to 20 years (subject to a renewal upon a revaluation,
the terms of which cannot be fixed in advance), making it
necessary to increase the annual charges by an amount suffi-
cent to provide for the difference between the original cost
of such of the equipment and other property as may be
taken over by the city at the expiration of the lease and
the probable value at which such property will be appraised
at the end of the 20 years.
Another important consideration is the exceptionally
broad power conferred by your form of contract upon the
public authorities to require from time to time any changes
in the construction of the subway and in the equipment and
other appliances used therein, as shall to them seem proper.
Such a requirement, especially in the case of a subway
operated under a lease for only 20 years, creates a serious
liability for additional expenditures for which adequate allow-
ance would have to be made.
If we were to build the proposed extensions in conformity
with your plans and specifications and the proposed con-
tracts, using the city's credit for the entire cost of construc-
tion under the contract, and outside investment capital in the
equipment, etc., and assuming that the new lines received all
the traffic which it would be feasible for them to carry under
the limitations imposed by traffic conditions in New York, it
would not be possible to make net earnings above operating
and maintenance expenses, sinking fund payments and taxes,
sufficient to provide the interest upon the city's bonds and
5 per cent upon the additional capital invested. Indeed, a
study of the reports of the Interborough Rapid Transit Com-
pany on file in your office will demonstrate that a subway
costing twice as much per mile as the existing rapid transit
lines, operated under a lease less than half as long, subject
to much higher taxation, and operated under a distinctly less
liberal contract, would not earn even the rate of interest
payable upon the city's bonds.
We are prepared to enter into a contract for the con-
struction, at actual cost, of two extensions of the existing
municipal subway, one upon the west side extending south
from Forty-second street to the Battery, the other upon the
east side extending north from Forty-second street into the
Bronx, and for the equipment and operation of such exten-
sions, provided the cost of construction can oe brought within
the city's borrowing capacity, and provided the terms of the
contract are such that we may reasonably expect the earnings
from these additional subways to he sufficient to cover the
interest and sinking fund upon the bonds of the city issued
for their cost, a proper annual charge for depreciation in
equipment and other property which the city may take over
at an appraised value at the end of the 20 years' lease, and
interest upon our additional investment for which city bonds
would not be issued. In other words, we are willing to com-
plete the existing rapid transit system so that there shall
be, as originally planned by your board, two complete longi-
tudinal lines, one upon the east side and the other upon the
west side of the city, without any prospect of profit beyond
a fair rate of interest upon the additional investment in-
volved; and obviously without an expectation of such a return
no capital could be secured for additional subway con-
struction.
The estimated cost by the engineers of $64,000,000 for
construction was divided as follows: Construction, $56,200,-
000; easements, $2,500,000; terminals, $1,300,000; interest dur-
ing construction, $4,000,000.
George S. Rice, chief engineer of the rapid transit com-
mission, said that at the hearings held by the commission
on the form of contract, the representatives of the company
had never raised any of the objections outlined in the letter
of Mr. Shonts.
Annual Report of Chief Engineer Rice.
Mr. Rice has just submitted his annual report to the
rapid transit commission, which, in view of the foregoing, is
of especial interest. This report, of which only a part has
been made public, treats exhaustively of the traffic condi-
tions in New York, with figures regarding the daily carriage
of passengers on all transit lines in the city and on the
remarkable increase in population and traffic, together with
recommendations as to future requirements in the way of
transportation facilities which will strongly emphasize the
seriousness of the situation due to the non-appearance of
bidders for the new subways. With reference to the increase
of passenger traffic Mr. Rice says:
Considering all the boroughs grouped into one great
population center, it appears that during the four years
May 4. 1907.
ELECTRIC RAILWAY REVIEW
585
ended June 30. 1905, the total number of paid passengers
traveling on all street railways— surface, elevated and sub-
way roads— increased practically in a straight line. During
1906 however, there was a sudden marked increase in the
traffic. While the average increment for the four Preceding
years was only about 63.000,000 a year, during 1906 it
amounted to nearly 110,000,000. No census of the .popula-
tion of the greater city was made in 1906. It is theietoie
impossible to determine whether this large additional num-
ber of riders is due to a corresponding increase in the popu-
lation or to an increase in the number of riders per capita,
but an increase in the population is the most probable cause.
Mr. Rice draws six important conclusions as the result
of his investigation and statistics compiled from present
ticket sales and population estimated. They are:
That the population of the territory comprising greater
New York has practically doubled itself each 25 years dur-
ing the last half century, and will probably double itself
BaIThatXthe total paid passenger traffic is increasing at
such a rate that it will probably about double itself within
6 That to°bring about the discontinuance of the notorious
overcrowded and indecent conditions now prevailing on all
transportation lines in the greater city, it is imperative that
the following additional subways be constructed and put in
^Within the next five years, or by 1911, as follows: For
Brooklyn, two 4-track subways, in which 10-car trams can
be operated, providing for eight additional tracks crossing
East river either in tunnels or on bridges and traversing the
boiough: for Manhattan and the Bronx, three 4-track sub-
ways for operating 10-car trains, traversing the two
b0r°Within the second five years, or by 1916, as follows: For
Brooklyn, two more 4-track subways; for Manhattan and
the Bronx, three more 4-track subways. ,
Or within the next decade altogether, for Manhattan, the
Bronx and Brooklyn ten 4-track subways.
CAR PAINTING AND OTHER USES OF PAINT.*
BY I. C. LEAYITT, OF OKLAHOMA CITY, WITH SHEKWIN-WILLIAMS COM-
PANY, CLEVELAND, O.
The rapid development of the street railway business m
the United States has naturally caused a correspondingly
rapid development in finishing materials, particularly paints
and varnishes, for use on the rolling stock and equipment
necessary for this particular class of trade. Of course, in a
general way, the paints and varnishes suitable for use on
steam railroads are suited for use on the equipment of elec-
tric railways, but the very fact that the motive power used
by electric railroads is essentially different from the motive
power of steam railroads has necessitated a rapid develop-
ment along such lines as insulating varnishes, semi-solid
impregnating compounds for use on dynamos and field coils
and similar varnish products especially desired for electrical
work
While the painting and varnishing of street railway cars
follow the general rules applicable for the painting ot pas-
senger coaches on steam railroads, yet a successful paint tor
street railwav use must be used with particular reference to
beautv of finish, durability and economy of maintenance, and
to this should be added the rather rare but equally important
factor of uniformity. It is now customary for each street
railwav company to adopt standard color shades for use not
onlv on its rolling stock, but also on its, equipment. The
painting and proper finishing of street car bodies is most
"in^he exterior painting of car bodies the best colors
and the most expert workmanship count for nothing unless
the foundation coats or those coats that are between the
wood and the first coat of color are absolutely without fault.
For this reason, for the initial priming coat on such bodies, a
material should be used in which the pigment is ground ex-
ceedingly fine and in which the binding vehicle is as elast C
and at the same time as tough as can possibly be had. This
jhouM be followed with a surfacer but it should be so
made that it can be rubbed down to a splendn 1 surface to r
receiving the coats of color. This surface should dry lathei
slowly so as to give the fullest measure of durability, and it
should present a tough and elastic surface which will tor
the longest time hold out the colour and varnish coats, lhe
car body colors adopted for use by a street railway company
should be of such shades as will give the host service: by
this I mean they should be shades which are permanent as
•Heart before Oklahoma Kl-.-trl.- MkI.I. Railway and Gas Asso-
ciation. Oklaho 'i' on April ' I
to color and which combine brilliancy of tone with great
durability. The varnishes used over the color coats should
be hard gum varnishes and should be of that class known
as straight wood linseed oil and turpentine varnishes; for
they must withstand extremely hard usage and should be of
such a character as to stand repeated washing and scrubbing.
The following are specifications for the finishing of the out-
side of cars as used by the larger car builders:
First day, one coat car primer. (Let stand two days.)
Where the condition of weather or surface makes it necessary
the primer should be thin.
Second day, putty. (If preferred, putty on first coat of
surfacer.)
Third day, one coat of surfacer.
Fourth day, one coat of surfacer.
Fifth day. one coat of surfacer.
Sixth day, rub out.
Then apply two or three coats of car body color. All
lettering ornamenting and color stripes should be laid
directly on the last coat of flat color. Next apply two or
three coats of a durable railway body varnish.
The use of rubbing varnish has been almost discarded
by all the large car shops, for the reason that more durable
results are obtained without it. It will give a more glossy
and sometimes smoother appearance at the start, but after a
month or two in service a car usually shows very plainly the
difference in value of the two methods, the difference being
in favor of the use of the finishing varnish only.
Most companies allow but two coats of varnish. A car
should be re-varnished every year. If this policy is not
adopted true economy would demand the use of a third coat
of varnish at the start.
I have been speaking of the exterior body of the car, but
the careful painting of such parts of the car as the roof,
the floor and the vestibule also should be carefully looked
after It is particularly desirable that for the roofs a pamt
should be used that is impervious to moisture and which
combines with great elasticity the quality of drying very
hard- for roof paint is subjected to very hard usage owing
to the necessity of employes climbing on the roof to adjust
the trolleys, etc. In selecting a color for roof pamt due
regard should be had for the color tone of the body so that
the two shades will harmonize well.
For the car floors it is important that the pamt shall be
what is known as a varnish paint, which means a pamt that
contains in it some varnish gum and which will dry very
quicklv and at the same time very hard. The colors should
be such as will not easily show dirt and which will not clash
with the other interior finishing.
The fenders of the cars should be painted with a good
grade of fender paint, not only for the sake of appearance,
Diit also to preserve the life of the iron. The handrails
should be painted with a lustral varnish paint m colors
SUThe interior finishing of the car is a matter largely of
individual taste, but it is the custom nowadays to stain the
interior woodwork with such shades as weathered oak, flemish
oak, brown oak, mahogany, etc., and then to apply over this,
first a coat of rubbing varnish and then two coats of finishing
varnish. This results in giving very beautitul effects for the
interior of cars and at the same time leaves a surface that
will stand a great deal of hard wear.
Where the seats in cars are ot cane or rattan thej should
be finished, if new, with a coat of transparent seat enamel
and if old, they should be re-finished with a coat of seat
enamel of the same shade as the original color of the rattan
A seat enamel of this character dries up very quickly and
presents a very hard surface and one that will not soften
UndThettyat!ons'of shelter houses along the lines of electric
railways usually are painted with an oil paint of a shade that
will harmonize well with the body colors used on the rolling
stock The poles along the right of way also should be
painted a standard uniform color. For this purpose a special
pole paint should be used which will not only serve to im-
prove the appearance of the poles, but should be ot such a
character as will serve to protect the poles against decay
In certain sections of the west where the soil is full ot
alkali it is customary to paint the rails with a special alkali
resisting rail paint, which serves the double purpose ot pre-
venting the steel from being affected by the alkali and also
of protecting it from rust.
In the power house there is a multiplicity of uses for
paints On the engines and dynamos it is necessary occa-
sionally to re-paint with an especially prepared machine
i ,,amei, and the leading manufacturers now furnish this mate-
rial in any shade desired. The enamel is composed ot pig-
ment, ground in a tough wear-resisting varnish, and ca:
used with entire satisfaction over work that has been painted
For the steam pipes and radiators an aluminum or gold
bronze painl is usually used, and on smokestacks and stand-
586
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 18
pipes a good metal protective paint which is intended to
withstand the extreme heat and cold.
I have touched only briefly on the many paints and var-
nishes used in connection with railroads and street railways,
but what I have said will indicate in a general way the
special line and some of the characteristics of paints and
varnishes that are regularly used in street railway work.
PROPOSED 1,200-VOLT THIRD-RAIL LINE IN CALIFORNIA.
Preliminary work is now well advanced toward the con-
struction of the California Midland Railroad. The new line
will include 70.5 miles of roadway, connecting Marysville,
Auburn and Nevada City. It is proposed to operate the cars
with 1,200-volt direct current, distributed by an underrunning
third rail.
Roadway.
Marysville will be the western terminus of the present
lines. This city has a population of 5,500. Here the new
route will connect with the 65 miles of operating lines of the
Northern Electric Company. From Marysville the new road
will extend 34 miles east to Limekiln Junction. From here one
branch will be built almost directly south, 17 miles, to Au-
burn on the Southern Pacific Railway. A second branch will
Proposed Lines of tne California Midland Railroad.
extend from Limekiln Junction northeast to Grass Valley and
Nevada City, 12 miles. There is now a line of the Nevada
County Traction Company operating between the two latter
named towns. From the main line at Marygold, 8 miles from
Marysville, a spur 1.5 miles long will be built to the mining
center, Hammond. The total length of route as now planned
is 70.5 miles. Sidings, each 1,000 feet long, will be placed 4
miles apart.
As the locality to be served by the new line is in the
mountains, heavy earthwork and several large bridges will be
necessary. Near Marysville a trestle 9,000 feet long will
cross the Yuba river and a marsh. The earthwork quan-
tities for the entire project have the following totals: Excava-
tion, 519,000 cubic yards; embankment, 1,128,000 cubic yards.
The maximum rate of curvature is 16 degrees and the most
severe grade will be one of 3 per cent for 7 miles. The track-
work will be of standard dimensions with 60-pound rails.
1,200-Volt Third Rail.
Direct current will be distributed between the substations
through an inverted contact rail. The operating potential will
be 1,200 volts. It is proposed to use a special low-carbon
steel rail weighing 22.4 pounds per yard. The section will
have the form of the letter "T," and it will be inverted, being
supported by channel-section brackets, spaced 12 feet apart.
These channel-iron brackets will be spiked to the ties, and
each will support a porcelain insulator, from which will hang
a wrought-iron stirrup. The stirrups, in turn, will be keyed
to the web of the inverted T-section.
It is estimated that with this light rail section, permissible
on account of the high voltage, there will be a weight of but
100 pounds to be supported by each insulator. The inverted
T-section may carry, if necessary, four No. 0000 auxiliary cop-
per feeders. Owing to the peculiar shape of the rail, it may
easily be protected by covering with three narrow strips of
wood, normally held in place by gravity.
With low-carbon steel, having a relative conductivity of
one-eighth that of the same cross-section of copper, the equiva-
lent cross-section of the underrunning rail, without supple-
mentary feeders, will be 345,000 circular mils, and the con-
ductor will offer a resistance, including bonds, of 0.16 ohm
per mile.
Substations.
Current for the operation of the new road will be pur-
chased from the California Gas & Electric Corporation, which
has hydraulic generating plants and 60,000-volt transmission
lines in this territory. There will be four substations of rein-
forced concrete construction, each equipped with a 400-kilo-
watt capacity motor-generator set, and the necessary step-
down transformers. The motor-generator sets will each com-
prise one 60-cycle motor, direct connected to a 1,200-volt, 400-
kilowatt generator. The substations are located at the points
marked 1. 2, 3 and 4 on the map.
Rolling Stock.
The standard passenger cars for the California Midland
will be of the combination type, 52 feet long. The motive
power will comprise quadruple equipments, of 75 horsepower,
600-volt motors, connected two in series for 1,200-volt opera-
tion. To prevent any disastrous effects from the slipping of
one motor of a pair, potential relays will be shunted across
the motor terminals.
Each car will have, in addition to four underrunning col-
lector shoes, a pantagraph trolley for operation on city streets
where there is trolley wire. These pantagraph collectors will
be pneumatically controlled from the motorman's cabs.
It is proposed to erect a telephone line for dispatching pur-
poses, and there is a possibility of further improving the train
dispatching system by the introduction of the telautograph.
A complete block signal system also will be installed.
The president of the California Midland Railroad is Mr.
John Martin, who, it will be remembered, is now or has been
interested in the following California electric lines: North
Shore Railroad Company; Sacramento Electric, Gas & Rail-
way Company; San Jose & Santa Clara Railway Company;
Santa Cruz Union Traction Company.
The design of the electrical system is being executed un-
der the care of Mr. C. C. Manker, electrical engineer, 925
Franklin street, San Francisco, Cal.
The steam railroads and electric railways doing business
in Indiana have been notified by the Indiana railroad com-
mission that inspectors will soon be sent out to examine the
car equipment, track, rolling stock, etc., of each road, in
accordance with the recent law passed by the legislature.
The commission also notified the companies that blanks
would soon be furnished them for accident reports. The law
provides that railroad companies shall make two reports of
every accident; one a preliminary report to be made within
five days after the accident, which shall state the date of
the accident, the probable cause, the number of persons
killed or injured, etc. Within the next 20 days a second
and complete report of said accident must be sent in to the
commission, showing whether the accident was due to a
collision, derailment or whatsoever cause, on what road and
division, and near what station, the number of train or car,
the names of the engineer, firemen, motormen and conductors,
the exact tim^ .f the accident, etc.
May 4, 1907.
ELECTRIC RAILWAY REVIEW
587
NEW CARS FOR THE PHILADELPHIA & WESTCHESTER
TRACTION COMPANY.
The Philadelphia & Westchester Traction Company has
just received seven new cars from the Jewett Car Company
of Newark. O. These cars have the same general appearance
as the cars previously built for the road by The J. G. Brill
Philadelphia & Westchester Traction Company — New Car.
Company, but are 4 feet 2% inches longer and have wider
vestibules. The cars have seats for 50 persons.
The new cars are 48 feet 6% inches long over all and
8 feet SVz inches wide over all, the length of' the body being
38 feet 10% inches. The bottom framing is of extra heavy
construction, the side and center sills consisting of 6-inch steel
I-beams reinforced on each side with wood fillers. Inter-
mediate sills are 4 by 6 inch yellow pine. The bolster is of
the steam coach type, made up of 10 by 1 inch steel plates.
Philadelphia & Westchester Traction Company — Interior View of
New Car.
The buffer is made of 6-inch steel channel and the entire
bottom is covered with steel plate % inch thick. The under
truss is 1%-inch round iron. The body framing throughout
is of white ash, except the long plates, which are of yellow
pine in one continuous piece. The roof is strengthened by
12% by % inch steel car lines. The cars are equipped with
Baldwin trucks with 34-inch steeled wheels. The wheel base
Is 6 feet and the gauge 5 feet 2V2 inches. The cars are
designed to round a 35-foot curve. The drawbars are the
Van Dorn type, 28 inches from the rail.
The new equipment is designed for operation by the
General Electric type multiple-unit control, if the traffic shall
demand it, and each car has four G. E. 73 motors of 75 horse-
power each. The cars are equipped with the Westinghouse
automatic air brakes. End doors have been placed in the
vestibule so as to permit passage from one car to another
when the cars are operated in trains.
The interior finish of the car is a very handsome design
and is of vermillion wood, inlaid with neat marqueterie lines
and ornaments. The ceiling is of full empire type, painted
light green with gold decorations. The floor side windows
are made to raise to any height with the ratchet stops and
locks. The gothic lights and deck lights and the transom
lights present a very pleasing appearance and are of the
leaded type with colored glass. The cars have been provided
with seats of the Heywood Bros. & Wakefield Company walk-
over type with head roll backs and corner grab handles, and
are upholstered in green leather. Each car has a smoking
room with a seating capacity for 12 passengers and this room
has the same finish and seats as the main compartment. The
trimmings of the car are of solid bronze throughout. Heat
is provided by the Consolidated Car Heating Company's truss
plank heaters. The windows are equipped with pantasote
curtains.
The cars are provided with arc headlights and pilots of
locomotive type. The exterior of the car is of very pleasing
design and the railroad company and the builders should be
given credit for having given prominent attention to the ques-
tion of artistic outline.
We are indebted to A. M. Taylor, president of the Phila-
delphia & Westchester Traction Company, for the privilege
of publishing this description and the accompanying illus-
trations.
COMMUNICATION.
Wrong Motor Connections.
To the Editors:
Some time ago I had some difficulty with a car, the details
of which I present herewith. The car was direct from the
shops and it seemed there could be no possible chance of
wrong cable connections.
The car was of single-ended construction, with a new
K-6 controller and four new 1,000 motors. There was a
separate cable to each motor, which made grounds and wrong
connections seemingly impossible, and, further, the cables
when tested out were found clear. The symptoms of the
trouble with the car were as follows: With all four motors
in, numbers 1 and 4 would work, number 2 would roll along,
but number 3 would lock its pair of wheels on both forward
and reverse. With numbers 1 and 3 in on the ahead, number
1 would work, but number 3 would still be locked. Reversing
the direction with numbers 1 and 3 in, the car would not
move and the circuit-breaker opened. With numbers 2 and
4 in, number 4 did all the work, forward and reverse. The E'
and E3 wires were in this case run from their motors to the
controllers and joined in the E1 binding post in the controller.
When the E8 wire was disconnected, number 3 motor would
unlock its wheels.
If any of the readers of the Electric Railway Review
can tell me what the trouble was and what was wrong that
caused this behavior of the car, I would be greatly pleased
to have the answer appear in the paper.
Chicago, May 3, 1907.
CAR TROUBLE.
S. C. Dickey, general manager of the Winona Interurban
Railway and the Winona & Warsaw Railway, controlled by
the Winona assembly, has issued an official statement to the
effect that under no circumstances will any car be operated
on these lines on the Sabbath day during the summer. This
decision has brought about a considerable disappointment be-
cause of the thousands of people who depend wholly upon
the interurban line for transportation between the towns in
the vicinity of Winona Lake.
588
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 18.
CONSTRUCTION OF THE LAFAYETTE & LOGANSPORT
RAILWAY.
in R. \l. FEl'STEL, ASSISTANT ENGINEER, FT. WAYNE * WABASH
VALLE1 TRACTION COMPANY.
In the fall of 190.". the Ft. Wayne & Wabash Valley Trac-
tion Company, which operates an interurban line between Ft.
Wayne and Logansport. Ind., a distance of 76 miles, decided
to extend its line from Logansport to Lafayette to connect
with the city properties which it controls in Lafayette. A
Lafayette & Logansport Traction Company — Rock Creek Viaduct,
394 Feet Long.
construction company was organized under the name of the
Lafayette & Logansport Traction Company for the purpose
of carrying the project to completion.
After much preliminary work it was decided to parallel
the Wabash Railroad between the two cities. This route
reaches the following cities and towns: Logansport. Clymers,
Burrows, Rockfield, Delphi, Colburn, Buck Creek and La-
fayette. The road connects with the Pittsburg Cincinnati
Chicago & St. Louis, the Wabash and the Vandalia railroads
at Logansport, the Vandalia at Clymers, the Monon at Delphi,
Lafayette & Logansport Traction Company — Trestle Approach to
Wild Cat Bridge.
the Cleveland Cincinnati Chicago & St. Louis, the Monon and
Lake Brie & Western at Lafayette, Ind. Connections are also
made with the Ft. Wayne & Wabash Valley Traction Com-
pany and the Indiana Union Traction lines at Logansport
and with the Indianapolis &. Northwestern and the Battle
Ground line at Lafayette. The territory through which the
road passes is the wrell settled Wabash valley country, and
the outlook for a large business in both the passenger and
express departments is bright.
The location for the entire space between the terminal
points was chosen with regard to its adaptability for high-
speed service, as the maximum curvature of 4 degrees and
a maximum grade of 1.5 per cent were rigidly adhered to.
One special feature of the alignment was the route obtained
through the city of Delphi entirely on private right of way
and with a maximum curvature of 4 degrees. This is con-
sidered an exceptional feat, as Delphi is a county seat with a
population of over 5,000. The passenger station is located
only two blocks from the business portion of the city.
Features of the Construction.
Another feature of the location is the route by which
the line passes out of Logansport. The junction of the Little
Wabash and the Eel rivers at this point to form the Wabash,
and the number of railroads which run into the city, make an
entrance to the city rather difficult. The alignment which
was chosen met with a great deal of opposition at first, but
after the company made known its intentions of installing
substantial construction in a first-class manner, tending to
beautify instead of detracting from the appearance of the
locality, the permission of the board of public works was
obtained. The track is on Third street, crossing the four
tracks of the Pittsburg Cincinnati Chicago & St. Louis Rail-
road on a curve and running upon two 144-foot through truss
Lafayette & Logansport Traction Company — South Bridge over the
Wabash River.
spans across the north branch of the Wabash river. From
there the line continues across Biddle island under the Wabash
Railroad, which is elevated at that point. It was necessary
to move the abutment of the Wabash Railroad bridge a dis-
tance of about 12 feet. In addition to this, the high water
level of the river made it necessary for the company to con-
struct a 200-foot concrete tunnel and retaining wall. This
wall, coming next to a public street, was topped with a suit-
able iron railing, and a cement walk and combined curb and
gutter was constructed along its entire length. The bottom of
the tunnel consists of a layer of concrete 12 inches thick, the
ties being concreted in place as in a paved street. A 12-inch
Palmer non-return drain valve was placed in the lowest point
in the tunnel and a drain carries the water to the north branch
of the Wabash river. Continuing across Biddle island the
line crosses the south branch of the Wabash river, using two
100-foot through truss spans and one 4S and one 58 foot through
girder span. Both bridges across the river were constructed
on substructures formed by building concrete extensions to
the piers and abutments of the highway bridges at these
points.
The alignment in the main consists of stretches of tangent
ranging from 5 to 11 miles in length, with only light curves
in and out of the smaller towns. The Wabash Railroad is
crossed twice, once at Logansport with an underway and once
May 4, 1907.
ELECTRIC RAILWAY REVIEW
at Delphi with an underway. The Monon Railroad also is
crossed at Delphi with a subway. The only railroad grade
crossing outside of the city of Logansport is over the Vandalia
Railroad at Clymers, where an interlocking switch will be
operated jointly with the Vandalia and Wabash from a
tower.
Materials of Construction.
Siding connections with the Wabash Railroad were ob-
tained at Buck Creek. Colburn, Rockfield and Burrows. The
shipments of all material were distributed at these four
material yards. The unloading of material was assumed by a
^-^■^ * tbs/r.o*
Section /J-3
/flckv St.
mi ffv*ro*C'M6
ro*3£'ft>L£
was still incomplete in the fall of 1906, the company put its
own men on the grading and started to complete the work
on force account. A steam shovel equipment was put in the
34-foot cut at the Lafayette end and locomotives with Roger
dump cars were used to haul the material. Gravel of a
quality fit for ballasting was found in this cut and the strip-
pings were used to make some of the high fills along the
line where temporary trestles had been built. These trestles,
with the exception of the decking, had been constructed of
Lafayette & Logansport Traction Company — Details of Reinforced
Concrete Trolley Poles.
separate contractor. The distribution of the material along
the line was facilitated by the use of these four storage yards.
Track and Roadway.
The railway is built on private right of way throughout
except at the two terminal cities. The width of the right
of way varies from 40 t.: as the cuts and fills required.
'I he average width is about 50 feet. The line is laid 21
outside tin- right of way lino of the Wabash Railroad, thus
allowing for any future necessity for double-tracking.
roadbed is constructed 16 feet wide oil fills and 22
Wide in cuts, with a shrinkage allowance on all fills over
et. The i on fills Hid one-half to one
while those in the cuts are one to one. The d !it. is
::i feet and the highest fill i about 10 feet, both of tl
being just outside of the citj of Lafayette.
Contracts for the grading were let in four p .bout
nine miles each, and payment was made onlj as one-way
work, with a special allowance for overhi 'he work
Lafayette <&. Logansport Traction Company — Section Through
Standard Cuts and Embankments.
timber cut on the right of way. In this manner a considerable
savin complished, as no materials were wasted. When
the gravel was of such quality that it was unfit for ballasting
it was used to make these fills.
The rails are 70-pound A. S. <\ I-;., purchased from the
Pennsylvania Steel Company. A 4-hole continuous joint is
used throughout and these were full time the
track was laid, as brazed bonds were to be used All sidings
tub ends ami are spaced about three miles apart, being
i ed with upright switch stands and electric signal li.
The all first-class southern white oak. shipped
Standard Tie Companj from Joppa, 111. In laying the
rails, which was di nc as force account work, the best results
wen- obtained b; distributing with teams only half the num-
ber o eeded. The rail.-- wire placed upon these
and tie- remaining ties were hauled out b> the work train.
lip. rail • Ij of a h" and a nui
irdinary flat cars, two of which were equipped with a
the rails
590
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 18.
lowered. With this simple equipment, however, and a force
of 40 men an average of 6,000 feet of track a day was laid.
Bridges and Culverts.
All bridge work was let by contract, the Lafayette Engi-
neering Company obtaining all the steel work, while the
concrete substructures were let to local contractors along the
line. The bridges were all designed for a loading of a stand-
ard 100-ton electric locomotive. Of the steel bridges there
were five of importance. The first of these was that required
by the north branch of the Wabash river, where two 144-foot
through trusses were used. The south branch of the Wabash
river required two 100-foot trusses, and one 48 and one 58 foot
through girder. Rock creek at Rockfield required a 394-foot
deck girder viaduct with a height of 40 feet above the water
level. Two 75-foot through girder spans were used across
Deer creek at Delphi at the point where the Wabash Railroad
uses a 200-foot deck truss. Wildcat creek, at Lafayette, re-
quired three 100-foot deck trusses, with pile trestle approaches
500 and 600 feet long, respectively.
In the substructures crushed stone concrete was used
the pin for the high tension line. Reinforcement for the poles
consisted of eight %-inch twisted bars running the entire
length of the pole. The increased cost of these poles was
not excessive and if no unexpected accidents occur to increase
the cost of maintenance they will easily demonstrate their
superiority over the cypress poles. The overhead work was
all constructed by the company as force account work. The
overhead material was furnished by the Ohio Brass Company
of Mansfield, O.
Stations and Buildings.
There are three substations between the terminal points,
one at Burrows, one at Delphi, and one at Buck Creek, divid-
ing the line into about four equal stretches of nine miles each.
These substations were constructed after the pattern of the
standard combined substation and waiting room of the com-
pany. They are 42 by 44 feet and are constructed mainly of
brick and concrete. Concrete is used for floors, pits and roof.
The substation proper is absolutely fireproof and is cut off
from the rest of the building by a 12-inch brick wall and a
good substantial fire door. The man in charge of the sub-
Lafayette & Logansport Traction Company — Standard Shelter
Station.
except in the Rock Creek viaduct, where suitable gravel was
obtained at the site of the structure. In the smaller culverts
preference was given to the flat rail top arch form, which
was found to be the most economical for spans up to 12 feet.
This type of culvert was reinforced with old low T-rails, of
which the company had large quantities on its other lines.
Two of the three subways were constructed of concrete
and one of sandstone and steel. A great assistance in
the subway work was the hearty co-operation which came
from the officials of both the Monon and the Wabash railroads.
The latter road constructed both of its subways complete.
In all three of the subways the general clearance dimensions
were 16 feet from the top of the rail to the trolley and 14
feet wide in the clear.
Overhead Construction.
The overhead construction consisted merely of the ordi-
nary type of trolley bracket supports on alternating 33 and
45 foot poles. These poles were placed every 100 feet and
the high tension line was carried on the 45-foot pole, giving
it a 200-foot span. This high tension line is a part of the con-
tinuous line from Ft. Wayne to Lafayette, and is constructed
according to the standard 6-foot triangle position adopted by
the company. The special feature of the overhead work was
concrete poles, which were erected for a mile as an experiment
in the use of concrete for this purpose. These poles were
built in lengths of 32 and 42 feet, being 12 inches square on
the bottom for the 42-foot pole and 10 inches for the 32-foot
pole, and tapering to a 6-inch square on top. Bolt holes were
left for the brackets, cross-arms and steps, and a galvanized
iron socket was placed in the top of the long pole to carry
Lafayette & Logansport Traction Company — Standard Waiting and
Substation.
station also takes care of the ticket office and baggage room.
Each substation contains one 300-kilowatt rotary of the G. E.
type, and three 100-kilowatt transformers. The complete
equipment was furnished by the General Electric Company.
The high tension voltage is 33,000, while that of the trolley
is 550.
In addition to these larger stations provision was made
in the way of smaller waiting rooms to be placed at such
road crossings as the expected traffic would warrant.
These smaller stations were all built after the plan of the
Ft. Wayne & Wabash Valley standard shelter shed. They
consist of a substantial frame structure inclosed on four sides
and provided with two screened windows and a door. Con-
crete or wooden floors are used at the discretion of the engi-
neer and benches are provided for the accommodation of
passengers. Another convenient feature of the station is the
sign on each end giving the name of the stop and the mileage
distance from the terminal point. About 20 of these build-
ings were erected, ranging in size from 8 by 8 feet to 12
by 14 feet.
The operating headquarters of the new line will be
located for the present' at Huntington, Ind., on the old line,
although it is probable that the permanent headquarters
may be moved nearer the center of the division at some later
date. The Central Union telephone system of dispatching
will be used as on the other lines of the company, and will
be taken care of by the company's men. The rolling stock
will be a part of the new equipment, which is now being oper-
ated on the old line. The cars are of the new type of com-
bination baggage, smoking and general passenger compart-
ment cars built by the Cincinnati Car Company. They are
May 4, 1907.
ELECTRIC RAILWAY REVIEW
591
61 feet in length over all and are equipped with four 75-horse-
power motors and a Westinghouse pneumatic multiple control.
They are geared up to 65 miles an hour, although the sched-
ule to be operated will not call for more than an average
of 35 miles an hour.
The construction work was all supervised from the chief
engineer's office located at Ft. Wayne, the work being directly
in charge of H. L. Weber, chief engineer, under the direction
of C. D. Emmons, general manager.
CUT RATES BY STEAM ROAD COMPETING WITH ELEC-
TRIC RAILWAY HELD DISCRIMINATION.
The Ohio railroad commission has rendered a decision
holding that the Hocking Valley Railway Company has prac-
ticed unjust and unreasonable discrimination against certain
localities on its line because of the fact that the company
reduced rates between some points in order to meet the
competition of the Scioto Valley Traction Company.
The case was brought before the commission by Aaron
B. Price of Athens, O., who represented that the Hocking
Valley Railway charged $1.55 for a ticket from Athens to
Columbus, a distance of 76.3 miles, or, for a round trip, $3.10.
The Hocking Valley sells "twin" tickets good for a round
trip between Co'umbus and Logan, a round-trip distance of
99.2 miles, for $1.60, or from Lancaster to Columbus, a round-
trip distance of 63 miles, for 75 cents. One of these "twin"
tickets will pay the fare of two passengers on the same train
from one point to the other. The complainant charged that
in making this arrangement the Hocking Valley Railway was
showing undue and unreasonable preference to Lancaster and
Logan, and was subjecting Athens and the immediate locality
surrounding it to undue and unreasonable prejudice and dis-
advantage and was thereby violating the laws of the state
of Ohio.
In its answer to this petition the Hocking Valley Railway
stated that on or before May 13, 1905, to meet electric inter-
urban and suburban competition between Marion and Lan-
caster and to preserve its local passenger business between
those points, it made a schedule of commutation rates be-
tween Columbus and Marion and Columbus and Logan, and
to encourage suburban residence and travel, it reduced its
rates for a radius of 50 miles north and south of Columbus,
and to meet the business, which had thus become highly
competitive, put on additional trains. When the Scioto Val-
ley Traction Company's line was opened it established a
passenger rate of approximately two cents per mile when
the maximum legal rate of passenger fare was three cents
per mile, which rate the Hocking Valley Railway had been
charging on this division. Soon after the opening of the
Scioto Valley line the Hocking Valley reduced its fare be-
tween Columbus and Lancaster to two cents a mile and sub-
sequently cut this rate below that established by the electric
line, making it, as at the present time, 1.2 cents per mile
between these points, while the rate on the electric line has
remained practically unchanged, being now the maximum
legal rate. Subsequent to the change in the Lancaster rate
the Hocking Valley road also reduced the rate of fare be-
tween Logan and Columbus and return to approximately 1.6
cents per mile. The Hocking Valley contended that it had
the right to reduce its fares to meet competition. In its
decision the commission states:
It is just as essential that citizens living in one locality
along the line of the defendant's railroad should be given
the same proportionate rate in passenger fare to and from
that particular point, as it is that shippers, at that particular
point, should be given the same proportionate freight rate by
the defendant company. In fact, it is more essential that
passenger rates to and from different points along the line of
any railroad company should be uniform, for a uniformity in
passenger rates, or a discrimination against a locality, or the
citizens of a locality, in passenger rates, affects more people
than a discrimination in freight rates to and from the same
point.
The policy of the law Is, as it should be, that a carrier
serving, as It Is compelled to serve, the people and that
portion of the state through which the line of railroad runs,
shall give proportionately equal facilities, fares and service,
and when the fares and services are out of proportion, then
one locality is being discriminated against and the other is
receiving an undue preference, which the law, if it is intended
to be effectual and enforced as intended, certainly does in-
hibit. It is the policy of the law, especially at the present
time, that common carriers shall not create any inequalities,
nor seek to make equal, persons and communities not simi-
larly situated. Wherever conditions are similar, it is the
policy of the law that rates and fares shall be similar.
What the act creating this commission seeks to do is to
give each individual and each locality a "square deal," and
not to permit the carrier, obligated alike to the several locali-
ties along its line, an opportunity to build up one at the
expense of another, to give one a service and deny another
the same service, or to give one an undue preference "in
any respect whatsoever," over a locality or a person, firm
or corporation along the line of its rqad.
The Scioto Valley Traction Company is a competitor of
the defendant only in one branch of defendant's business, viz.,
the carrying of passengers. It is true the traction company
does a light freight, or express business, but only in a com-
paratively small way, and does not compete with the defend-
ant in its heavier and more important freight transportation;
the traction company depending entirely upon its passenger
receipts. The contrary is the case with respect to the de-
fendant railway, its principal receipts and dependence being
the revenue from the freight traffic. Thus while the traction
line must have its passenger receipts to live upon, the steam
line does not depend upon its passenger receipts to the same
degree, but having two sources of revenue — freight and pas-
senger— may sacrifice a portion of the lesser, if need be, with-
out any appreciable diminution in its revenue in order to
destroy its strictly passenger competitor.
Again, the traction company has but a limited line of
road, one division extending from Chillicothe to Obetz Junc-
tion, where it is joined by the Lancaster division, passing on
to Columbus, making in all but 70 miles. The defendant, on
'the other hand, has a mileage, including branch lines, of 347
miles, traversing Ohio from Pomeroy to Toledo, via Co-
lumbus.
The steam road, therefore, being the much larger system,
with valuable connections, might, if permitted, sacrifice its
passenger business between the competing points in order to
wreck and destroy its competitor and render its property
valueless while it makes up the loss elsewhere on its line.
To permit such practice is contrary to public policy. The
public concern is paramount. Public interest is injured by
the destruction of proper competition in carriers, not to take
into account the loss and injury which stockholders and
investors in securities may suffer by reason of a policy which
would permit the stronger corporation to use its facilities
and franchises in wiping out its competitor. It is not the
purpose of the law to require the state to act in a paternal
manner toward its creatures, but it should be the policy of the
state to prevent the destruction of one public service concern,
which exercises a part of the sovereign power, at the hands
of another and stronger competitor.
Competition is a natural right but when exercised by a
corporation enjoying a part of the sovereign power, limits
must be set to this right that no ultimate injury be done to
the public. Healthful and proper competition is not denied.
Such competition, however, must not disregard the rights of
those whom it would serve; nor can it be permitted to destroy
a competitor in whom the public has a vital interest. Service
is the end desired, and when competition in rates and fares
has reached the degree which prudence indicates is the
proper limit in a compensatory sense, improved service and
facilities are the means with which to court patronage. The
public does not want destructive competition. It does, how-
ever, demand service.
The commission therefore orders that the Hocking Valley
road cease from the "unjust and unreasonable discrimination,"
which is "found to exist."
The Des Moines (la.) City Railway Company obtained
gratifying results last year by setting aside certain days dur-
ing the park season at Ingersoll park as bargain days. No
admission fee to the park is charged, but seats in the pavilion
are sold for 10, 15 and 25 cents. On certain days during the
park season last year it was advertised that $25 would be dis-
tributed among the patrons of the park. This money was
divided into eight packages, one containing a $10 bill, two
containing $5 bills and five containing $1 bills. With every
admission ticket sold was given a ticket which gave the
holder a. chance of winning a part of the prize money. The
scheme proved very successful and attracted a large number
of people who otherwise would not have patronized the
attractions.
592
ELECTRIC RAILWAY REVIEW
Vol. XVII, No, is.
FREIGHT HANDLED BY THE TOLEDO & WESTERN
RAILROAD.
Figures showing the tons of freight delivered to connect
tag roads by the Toledo & Western Railroad Company, the
tons received from connecting lines anil the tons of local
freight carried in the years 1905 and 1906 have been received
through the courtesy of C. F. Franklin, president of the
eoni pan.','.
On account of car shortage the amount of freight de-
livered to connections in 1906 was smaller than in 1905. The
principal commodities interchanged, the carrying of which
originated on the Toledo & Western road, are as follows:
drain, hay, sugar, live stock, stone, logs, slaves, heading, paper
and merchandise. The principal commodities delivered to
the Toledo & Western road by connecting lines were: Flour,
sugar beets, live stock, coal, stone, sand, lumber, machinery,
tile, cement, plaster and merchandise. The figures are as
follows:
1906. 1905
Total freight revenue $87,296.28 $86,008.23
Total number of carloads 4.77:: -1.47s
Tons. 'I', his.
Local freight 29,120 10,919
Freight delivered to connecting lines 17,087 30,336
Total freight originating on Toledo &
Western 46,207 71,2jB
Freight received from connecting lines 89,830 66,706
Total freight handled 136,037 137,960
bailiff Hi the municipal court, Chicago, said: "It must be a
gr at satisfaction to know that the traction question has
now been entirely taken out of polities. I am convinced that
if municipal ownership is ever to be realized in your city
and the i ■ I h ! r cities of the United States the step which
you have taken is the right one to bring about that result."
H. B. FLEMING ON BOARD OF SUPERVISING ENGINEERS,
CHICAGO.
Harvey B. Fleming, chief engineer of the Chicago City
Railway Company, has been appointed a member of the board
of supervising engineers created by the new Chicago ordi-
nances. Under the ordinances Bion J. Arnold becomes chair-
man and the city of Chicago selects a member of the board.
The Chicago Union Traction Company will also probably be
represented in the organization of the board. Mr. Fleming
has been with the Chicago City Railway Company since 1900.
Plans for Subways in Chicago.
A conference which was attended by Thomas E. Mitten,
president, and John P. Wilson, counsel of the Chicago City
Railway Company, Bion Arnold, Walter L. Fisher, special
traction counsel for the city, and representatives of the Com-
mercial Club, was held in Chicago on May 1. Plans for
relieving congestion on the downtown streets and for beauti-
fying the city were discussed.
Mr. Arnold explained the plan of double-deck subways
which he has developed for the central district. He said
that it was his intention to urge upon the city and the com-
panies the immediate construction of the smaller subway
system contemplated by. the settlement ordinances. This will
consist of two east and west and two north and south tunnels
in the loop district, and will be so constructed as to be incor-
porated in the larger plan at a later date. The smaller sys-
tem will cost $5,000,000.
It was stated after the meeting thai both Mr. Arnold and
Mr. Mitten said that a comprehensive system of subways
would Ik a necessity in Chicago within ihe next in. certainly
within 20, years. They declared that construction plans are
being made with the view eventually of running cars under-
ground throughout the business district.
A committee of stockholders of the Chicago West Divi-
sion Railway Company, an underlying company, has issued
a call for deposit of the stock with the Chicago Title & Trust
Company, as pari of the reorganization of the Chicago Union
Traction Company.
New offices have been opened for the Chicago Union
Traction Company in the Borland block, in the downtown
district.
James Dalrymple, manager of the corporation tramways
of Glasgow. Scotland, in a letter to Thomas Hunter, chief
HEARINGS BEFORE INDIANA TAX COMMISSIONERS.
The hearings before ihe Indiana state board of tax com-
missioners for representatives of traction companies who wish
to present arguments in regard to their tax assessments, which
were begun at Indianapolis on April 22, were concluded on
April 25. An abstract of some of the testimony was presented
in the Electric Railway Review of April 27, 1906, page 561,
and we present herewith extracts from some of the statements
made on April 25.
Arthur W. Brady, president Indiana Union Traction
Company, said that the equipment now used by his com-
pany and other lines in the state which use the direct-current
system is depreciating rapidly since the advent of the more
modern electrical machinery, such as that used in the single-
phase alternating current and similar systems. At the same
time, he said, the prices on the new equipment are so high
thai it is a serious question with the roads to get sufficient
capital to install the more modern machinery so as to compete
properly with the other electric roads and the steam roads.
While ne admitted that the gross earnings of his company
were greater in 1906 than in 1905, he said that the surplus for
that year was much less, due to the expense of taking over
additional lines, taxation and other causes. He said that his
company is having difficulty in raising funds for improving
its lines, and he believed that the interurban companies will
soon find it necessary to set aside special renewal funds in
order to obtain capital with which to renew their equipment.
He said that the city line in Alexandria and the line between
Jonesboro and Gas City were operating at a loss, and that
practically all of the company's earnings in 1906 were turned
back into the property. The stockholders, he said, have taken
out practically nothing. The Indiana Union Traction Com-
pany was assessed last year at $9,600 per mile. He said the
company had 339 cars of all kinds. These he valued at
$312,285 in 1906 and $2S5,310 this year. He said it cost about
$105,000 a year to maintain these cars and their equipment.
The gross earnings of the company during the last year were
$1,940,000, and out of this there was created a surplus of
$115,000. He asked that the assessment of the road be not
raised.
George F. McCulloch. president Muncie & Portland Trac-
tion Company, Muncie, said it is the intention of the company
to extend the road from Portland to Celina, O.. and make it
a part of a through line from Indianapolis to Toledo, Cleve-
land and Detroit, but the high price of material made it
inadvisable to build the extension this year. Poles that cost
$7.s:> each last year are now worth $9.40; ties that were 56
cents each are now 75 cents. Copper wire for the line would
have cost $30,000 more this year than last. Common labor
would cost $2.00 a day this year. Last year it cost from
$1.25 to $1.75. He asked that the company be assessed at a
minimum figure, because the heavy cost of coal, due espe-
cially to the heavy tariff fixed by the railroads, will make it
doubtful whether the Muncie & Portland line will pay the
interest on its bonds during the first year.
In speaking of the Indiana Union Traction Company,
which he also represented, he said he believed the road was
assessed too high. Last year the board placed the assess-
ment at $9,600 a mile for the entire 335 miles of track. This
includes all the lines, interurban and local. He said the rate
was all right for the Indianapolis-Muncie and the Indiana-
polis-Kokomo lines, but was too high on the others.
"The interurban business," he said, "has grown beyond
expectations. We didn't expect to have stations, to sell tickets
or to have freight houses. But competition with the steam
lines brought them and the business has grown and will
continue to grow. In fact, 1 don't think we are yet in the
beginning of it. The interurban people of today are living
on hope. Improvements and changes in the equipment of
interurbans are coming so rapidly that a road can scarcely
keep abreast of the times. Under such circumstances a road
soon becomes antiquated and must be rebuilt and re-equipped,
and all this costs enormous sums of money. This constant
change and improvement represents the water in the stocks
of ihe interurban companies. People may talk all they please
about the water in the stock of the Indiana Union Traction
Company, bul without this water the road could not have lived
and been developed.
"When it, comes to fixing the assessment of interurban
May 4, 1907.
ELECTRIC RAILWAY REVIEW
593
railroads this board should bear in mind that very few roads
earn $S,000 a mile a year. This represents the 'excellent
figure' in earnings: $6,000 is fine, $5,000 is good, $4,000 is
fair. $3,000 permits existence, and $2,500 or less means a
receivership."
W. G. Irwin, president Indianapolis Columbus & Southern
Traction Company, Columbus, said that his company is satis-
fled with its last year's assessment of $9,000 per mile, and
asked that it be not increased. He said: "Our company will
be running cars into Seymour within three months. Good
progress is being made with the extension north from Louis-
ville to Scottsburg, and it will be readl for operation by the
first of June. North of Scottsburg the workmen are com-
pelled to use dredge boats in building 10 miles of line through
the swamps. However, we expect to be running cars through
from Indianapolis to Louisville by the end of the year."
PLAN FOR NEW PHILADELPHIA FRANCHISE.
The Retail Merchants' Association of Philadelphia pre-
sented to Mayor Reyburn on April 26 the plan for settlement
of the traction situation. The important features of the
plan are:
A contract for 50 years is to be entered into between
the city of Philadelphia and the Philadelphia Rapid Transit
Company, at the end of which the city may possess itself of
the leases, franchises and property of the company without
cost. During the 50 years the company is to maintain a sink-
ing fund which shall extinguish its $30,000,000 of capital.
The mayor, the president of the Rapid Transit company and
the president of the board of city trusts are to compose the
sinking fund commission.
The mayor, the president of the board of education and
the president of the board of city trusts are to compose the
rectors of the company with the right to vote, but they incur
no liabilities for themselves or the city. The city and the
company are to share equally the net profits after a 6 per
cent dividend is paid on the stock.
A fixed sum is to be paid yearly to the city for car
licenses, snow removal, street paving, taxes and the like,
which shall be equal to the present cost of these items. This
sum is to be fixed by the city every year.
Xo contracts are to be made by the company extending
beyond 50 years, and in this period the company shall have
the right to build elevated and subway lines as they may be
needed, issuing securities for no greater amount of money
than is actually needed. The city is also to join with the
company to have the present route of the Prankford elevated
line changed so as to make its construction possible.
The ordinance of 1857 giving the city the right to take
existing railway lines at their appraised value, and the ordi-
nance requiring the company to put wires under ground
when directed to do so by the authorities, are to be repealed.
The company is to call the remaining $9,000,000 still
assessable on its stock, and the money is to be used in im-
proving the service.
During the term of the contract the city comptroller or
experts in the employ of the city shall have the right to audit
the company's accounts.
MEETING OF STANDARDIZATION COMMITTEE, CENTRAL
ELECTRIC RAILWAY ASSOCIATION.
The standardization committee of the Central Electric
Railway Association held meetings on April 25, 26 and 27 at
the offices of the association in Indianapolis. The matter of
standardization of equipment for electric railway cars and
other equipment was carefully considered and certain recom-
mendations were agreed upon.
The committee selected the following subjects to be con-
sidered by subcommittees, members of which will be appointed
by the chairman of each subcommittee.
1. Standard height of drawbars for interurban and city
cars; also standard form of coupler for interurban and city
cars. R. C. Taylor, superintendent motive power Indiana
in Traction Company. Anderson. Ind., chairman.
2. Standard form of trolley base; standard length of irol
ley poles; standard form of trolley harp and wheel. M. Baxter,
elctrical engineer and master mechanic Western Ohio Rail-
way Company, Wapakoneta, O., chairman.
Standard classification lights and signals and location
of same on car. W. A. Gibbs, general miinager eastern divi-
sion, Indlat tins & Kastern Traction Newark.
O., chairman.
4. Standard foundation brake gear, brake jaws, pins
levers and brake rods. Fred Heckler, superintendent motive
power and cars Lake Shore Electric Railway, Fremont, O.,
chairman.
5. Car painting. Fred Heckler, superintendent motive
power and cars Lake Shore Electric Railway, Fremont, O.,
chairman.
6. Standardization of electric equipment. Motors recom-
mended for ton-mile speed car: detail dimensions of electric
equipment and supplies which enter into the maintenance of
electric car service supplies. R. C. Taylor, superintendent
motive power Indianapolis Union Traction Company, Ander-
son, Ind., chairman.
A report was formulated, to be presented at the meeting
of the Central Electric Railway Association, which will be
held at Indianapolis on May 23, on the following subjects:
Brakeshoes, axles, journals and journal boxes, tread and flange
of wheels, rails for street and interurban railways.
CLEVELAND TRACTION SITUATION.
Following the introduction in the city council on April
25 of an ordinance granting a franchise on Central avenue
and Quincy streets, on which the Cleveland Electric Railway
had ceased operation on April 23, to the Low Fare Railway,
the controversy between the Cleveland Electric Railwav and
the 3-cent fare companies took the form of a vigorous contest
for the consents of the property owners on those streets.
Both companies sent solicitors among the property owners,
the Cleveland Electric Railway offering $4 per front foot for
consents to a renewal of its franchise or revocations of previ-
ous consents to the Forest City Railway. The Forest City
company, although it already claimed to have sufficient con-
sents, also made strenuous efforts to secure additional
consents, offering $3.00 per foot. It was claimed that city
employes were used as solicitors for the Forest City consents.
At the council meeting on Friday night the Cleveland Electric
Railway filed several hundred consents and revocations with
the city clerk, claiming to have enough to make inoperative
any grant to the Low Fare Railway.
The Low-Fare franchise was passed at a special meeting
of the council on Saturday morning by a vote of 21 to 9,
having been railroaded through its first and second readings
on Wednesday and Friday nights. An amendment requiring
a bond to insure the construction of the lines was defeated.
The Cleveland Electric Railway immediately secured a permit
to remove its tracks without restrictions.
At the meeting on Monday night a resolution requesting
the Cleveland Electric Railway to resume service on its
abandoned lines was defeated and a resolution was passed
authorizing the Low Fare Railway to begin laying tracks
under a temporary permit to be issued by the board of public
service, as soon as the Cleveland Electric Railway should
remove its tracks. Councilman Felton introduced an ordi-
nance granting the Cleveland Electric a franchise over the
Central-Quincy route on the basis of seven tickets for a
quarter. Several ordinances granting extensions to the Low
Fare Railway were also introduced.
At Tuesday night's meeting Mr. Felton and the repub-
lican councilmen attempted to pass the Cleveland Electric
ordinance. Mr. Felton declared that the residents of Central
avenue and Quincy street, whom he represented, objected to
being made martyrs to the 3-cent fare cause. The ordinance
was maae sport of by the administration party and after be-
ing loaded down with amendments which would make it
impossible of acceptance, it was tabled.
The Cleveland Electric Railway on Tuesday morning,
April 30, began the work of removing its tracks in Central
avenue and Quincy street. The work of tearing out the
special work of the crossing at Central avenue and East
Fifty-fifth street was stopped by the police, but was allowed
to be resumed after midnight.
The Low Fare company on Tuesday secured from the
board of public service a permit to lay tracks in place of
(liose removed by the old company.
The hearings on the several temporary injunction suits
brought by the Cleveland Electric against the low-fare com-
panies were taken up before Judge Chapman on Tuesday and
resumed on Wednesday. Judge Phillips had made several
efforts to induce the companies to determine upon a suit
which would finally settle the principal points of difference,
as the public interest was being interfered with by the con-
tinual state of unrest, but the attorneys could not reach an
agreement.
The Low Fare company on Wednesday began laying
racks in Central avenue, where the Cleveland Electric had
n red Iti rails the day before, and was Immediately notified
bj the attorneys of the latter company that an in
would be applied for to stop the wor]
594
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 18.
PIPING AND POWER STATION SYSTEMS— XXXVIII.
BY \v. i.. Minnas, m.
A strong and inexpensive method of constructing the
floor over the hot well is to embed rods in cement, thus
making a reinforced concrete cover over the hot well. The
condenser is carried on the I-beams as shown, this construc-
tion being necessary to permit the installation of the condenser
before the floor is put down.
As previously stated the dry vacuum pump is a much
more efficient device for removing the air from the condenser
than the wet vacuum pump because of the small clearance
spaces which are permissible at the cylinder ends. In addi-
tion to this they have mechanically operated suction valves,
usually of the form shown in Figure 273 (J 2-3) .* This valve is
of the well-known Trick design, having a "flash port" passing
through it. The object of this port is to reduce the pressure
of the air which remains in the clearance space immediately
after the completion of the compression stroke and by com-
municating with the opposite end of the cylinder increase the
pressure on the other side of the piston shown at b, which
Zy/z P/ps
mechanically operated to avoid the resistance offered by the
poppet valve. The area of this type of valve must be about
6% times that of the discharge poppet valves to avoid throt-
tling on the suction stroke. A back pressure of one pdund would
hardly be noticed in the discharge, but such a drop through
the suction valves would materially reduce the capacity of
the pump. The capacity of the pump would be reduced fully
one-half and would necessitate a 2-inch higher vacuum in the
pump than in the condenser to overcome the resistance
through the valves. By employing mechanically operated
valves the area of the ports can be made sufficiently large and
tight to avoid slippage, which would occur in large poppet
valves closing slowly when lightly loaded. If a high vacuum,
say 28 inches, is desired, it is necessary to use a dry vacuum
pump or at least a pump with mechanically operated suction
valves.
A type of pump which is now being quite extensively
installed for high vacuum service, which is designed to handle
air and water mixed, is that termed the suction valveless
pump, of which the Edwards design is shown in Figure 275
(J 2-5). In this design the piston is pointed so that it strikes
the water without shock and drives the water of condensation
under the piston out through the ports of the cylinder at a
high velocity, which carries the air with it on the same prin-
ciple as an injector. The movement of the piston closes the
Figure 272— (J2-2).
is about to be compressed, so that the air can be discharged
into the atmosphere through the poppet valves shown in
detail in Figure 274 (J 2-4).*
These poppet valves should be securely held in place, but
in such a manner that they will not be burned in, as would
be the case if threaded and screwed into the cylinder. The
valve proper should be as light and as strong as possible.
The best material to use for the valves is bar steel or steel
castings machined so as to reduce the weight, the shell of the
moving part being about 1-16 of an inch thick. The bridges
shown in the section AB, Figure 274 (J 2-4) should have at
least Y* of an inch bearing to guide the steel poppet valve. By
making the poppet of steel the valve faces will wear better
than if both parts of the valve are made of brass. The set screw
in the cap should be set firmly against the valve and secured
from movement by a lock-nut set up tight, this construction
taking the strains without endangering the small bridges in
the air port. The usual construction is to place the valve at
the side of the cylinder lying horizontally. A better construc-
tion is to place the valve at the bottom of the cylinder in a
vertical position, thereby reducing the wear of the valves and
also insuring the pump against injury from water, as the
valves located in this position will keep the cylinder drained
of water. The admission valve shown in Figure 273 is
Figure 275— (J2-5).
■-■ I
Figure 276— (J2-6).
•By an error Figures 273 and 274 were inserted in Chapter
XXXVII, page 562, and numbered incorrectly 272 and 273.
ports and the air and water are discharged through the head
valves after compression. On the downward stroke of the
pump a higher vacuum is formed in the cylinder, a, than
exists in the condenser at the same instant, and the air there-
fore rushes into the cylinder as soon as the ports are un-
covered by the piston, and this is further assisted by the
injector action of the water which follows immediately, and
as the piston is moving very rapidly the ports would probably
be covered before any backflow from the cylinder had a
chance to occur. Be that as it may, however, the high effi-
ciency and successful operation of this type of pump is fully
established and demonstrates its ability to remove air and
condensation under a vacum of 28 inches.
There are several other designs of suction valveless
pumps, among which may be mentioned the Bailey and the
Mullins, which are also well adapted to handle air and water
in the same cylinder. The special advantages of the suction
valveless pump are that it has no bucket or foot valves, which
constantly need care and renewal, and are generally very
difficult to get at for repair.
It is possible to use poppet suction valves, but in such
cases they should be mechanically operated, as shown in
Figure 276 (J 2-6). Both suction and discharge valves are
mechanically operated in this pump, the operation of the
valves being accomplished by the friction packing rings inside
of the discharge valves. In the accompanying illustration the
suction valves are shown open on the upstroke, the valve
Hay 4, 1907
ELECTRIC RAILWAY REVIEW
59e
rods being drawn upward by the friction, which likewise closes
the discharge valves when the piston is on the upstroke. On
the downstroke the friction of the packing pushes the valve
rods down, thus closing the suction valves and opening the
discharge valves. The friction of the packing rings must
always be maintained sufficient to sustain the weight of the
valves and valve rods. This arrangement of valves permits
the air and water to be discharged and drawn into the pump
without any appreciable loss of head.
When the piston starts on the downward stroke the dis-
charge valves will not be seated until the pressure under the
piston is nearly equal to that above it, the rods slipping
through the friction or packing rings. The suction valves
are closed as soon as the piston has traveled a distance equal
to the travel of the valves. This arrangement may be used
for either the suction or discharge valves and as all the valves
are kept in perfect alignment, insures perfect valve faces.
The wear on the packing rings is similar to that of any
metallic piston packing. The packing rings are split, alter-
nate rings closing against the case and rod respectively.
The air pumps shown in Figures 275 and 276 are oper-
ated with suction jet condensers taking the injection water
and air from the condenser bowl. These may also be used
in connection with surface condensers as they are capable of
handling air and water. The pump shown in Figure 276 may
also be applied as a dry vacuum pump if the cylinder is
water jacketed. If a counter current condenser is used, as
shown in Chapter IV. Figure 28, then it is necessary to
handle the air and water separately, the air pump being in
this case a dry vacuum pump and the condensation pump
handling solid water, and part of the time with air and water
mixed, as a certain amount of air would at times be taken
in its suction.
It sometimes becomes necessary to place the dry vacuum
pump in the engine room when the condensers are located in
the basement. This makes an inclined pipe line necessary.
Such a line can be successfully operated if the piping is laid
out in such a manner that it will be impossible for water to
accumulate in it. "When the pump is in operation the water
will be constantly carried in small particles and cause no
difficulty in operation, but when the pump is out of service
the pipe line should be drained of all water which may collect
in it by drips properly located. The pitch of the pipe line
should be such that the water will drain back to the pump
when the latter is not in operation. The more regular the
pitch is, the less liability there will be for water to collect
in pockets at the bottom of the steep grades, which is then
liable to be picked up in large quantities and discharged into
the pump when it is again put in operation.
(To Be Continued.)
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
BY J. ROSEXBERGER, LL. B.
Chicago Elevated Traffic.
The figures for the daily number of passengers carried
by the elevated railroads of Chicago for the first four months
of the year all show gratifying increases over the correspond-
ing months of last year. The Metropolitan made a new record
for the month of March, with an increase of 13.67 per cent.
The figures for three of the companies follow:
Metropolitan West Side Elevated Railway.
Per
1907. 1906. Increase, cent.
January 150,165 129,720 20,445 15.76
ary 154.444 135.570 18.874 13.91
March 154.790 138,169 16,621 12.02
April 156,275 137,477 18.79S 13.67
Northwestern Elevated Railroad.
January 88,632 81,204 7,428
February 88,435 83,572 4,863 5.81
March 89,344 85,154 4,190 4.92
April 99,134 84,244 5,890 6.99
South Side Elevated Railroad.
January 92.411 92,406 5 0.00
February 96,094 95.077 1,017 1.06
March 100,226 95,466 4,760 4.9S
April 103,152 '.«:,,?;;>; 7.396 7.72
Equipment of Car with Powerful Searchlight.
It is no evidence of negligence, the supreme court of
errors of Connecticut says, Garfield v. Hartford & Springfield
Street Railway Company, 65 Atlantic Reporter, 598, that a
street railway car is equipped with a powerful searchlight,
but it may be evidence of negligence if a car, thus equipped,
is run at an unlawful rate of speed, in a narrow road, with
no proper lookout for travelers upon the tracks whose eyes
may be so dazzled by such a light as to prevent them from
seeing which way to turn in order to escape injury.
Liability for Road Officer Who Causes Wrongful Arrest.
A road officer who is shown to be the superior officer of a
conductor and to have the right to take charge of his car at
any point on the road, the St. Louis court of appeals holds,
Carmody v. St. Louis Transit Company, 99 Southwestern Re-
porter, 495, has the same authority as the conductor to order
the arrest of a passenger on the car, who refuses to pay his
fare, or for other statutory causes, and the company will be
liable if he wrongfully causes the arrest of a passenger by
a police officer.
May Secure Use of Tracks Without Exchange of Transfers.
In the absence of an ordinance requiring street railroads
in a city generally to exchange transfers, the supreme court of
Ohio holds, Interurban Railway & Terminal Company v. City
of Cincinnati, 79 Northeastern Reporter, 240. that neither
section 2505c of the revised statutes of that state, nor section
3443-11 thereof, makes the power it confers upon urban and
interurban street railroad companies to agree as to the use
by the latter of so much of the tracks and other property of
the former as may be necessary or desirable to enable it to
enter or pass through the municipality conditional upon an
exchange of transfers.
Drinking Water on Cars Not Required by Statute.
Section 5368 of the Alabama code of 1896 provides that
railroad companies must keep a sufficiency of good drinking
water on all trains, and that every conductor, who runs any
train without water, as required by this section, must, on
conviction, be fined, etc. The supreme court of Alabama
holds. Dean v. State, 43 Southern Reporter, 24. that the
statute does not apply to street railways, or, for that matter,
to an electric railway operated between cities 14 miles apart
by a street railway company, it being said that, in the absence
of some affirmative evidence to the contrary", it will not be
presumed the road was not a street railroad.
Power to Compel Removal of Unauthorized Railway.
The supreme court of Michigan says, in the case of Ban-
gor Township vs. Bay City Traction & Electric Company, 110
Northwestern Reporter, 490, that the defendant purchased a
street railway constructed in a highway, within the township
of Bangor. The latter filed a bill in chancery to have the
railway removed, alleging that it was built without the con-
sent, and against the repeated protests, of the township au-
thorities, and had been so maintained and operated ever since.
The defendant maintained, among other things: (1) That
the court had no jurisdiction of this cause, because there was
an adequate remedy at law, if the complainant's claim was
valid; (2) that it was estopped from asking the relief sought,
because of the acquiescence of its officers in the building and
maintenance of the road. But the supreme court holds
against these contentions. It says that a railway which is
built in a highway without authority of law is not rightfully
there, and the public has a right to have it removed, whether
it be called an encroachment, an obstruction, or a nuisance.
The defendant appeared to contend that this was neither
an obstruction nor a nuisance, for the reason that this court
596
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. IS.
has held that the use of public highways, by street railway
companies, is a legitimate use of the highway, aud does not
create an additional servitude upon the land of the adjoining
proprietor, and that it must, therefore, be an encroachment or
a trespass; if the former, not the subject of equitable relief;
and, if the latter, waived by the conduct of the officers. How-
ever, while a railroad lawfully constructed on a highway, and
rightfully there, cannot be held to be an unlawful obstruction
of, or encroachment upon, the highway, it is an obstruction
in the sense that any structure or new use may be an obstruc-
tion to its use by the public generally to a greater or less
extent.
This defendant was not an adjacent land owner, and
has no color of right to occupy the street, except such as the
statutes then in force conferred, and, in building its line,
placed an obstruction in the way. of which the township
authorities had a right to complain and to take measures to
remove, and the court hesitates to say that it may not have
been a nuisance which they might ask equity to abate, for it
thinks that it does not follow, from the recognition of a law-
ful street railroad, as a proper adjunct to a highway, that
an unlawfully constructed one cannot be a nuisance. If it
was so claimed, equity had jurisdiction to try the question,
and the township might bring the suit.
The defendant's alleged estoppel could not be sustained.
If private persons can create easements by estoppel, under
the statute of frauds and decisions of the state, or if a license
may be implied from the acquiescence of a private person,
who stands by and sees, without protest, his land used for a
railway, the same cannot be said of township officers, who
have no authority except such as the statute gives.
Rights as to Switch to Haul for Express Company.
The primary purpose of the bill in the case of Dulaney
and others v. United Railways & Electric Company, 65 At-
lantic Reporter, 45, the court of appeals of Maryland says was
to procure an injunction restraining the said United Railways
Company, of Baltimore, from constructing and maintaining
a switch from its main track across a sidewalk to a ware-
house owned and used by a city and suburban express com-
pany. But the court holds that the city, in permitting the
United Railways Company to lay and maintain the proposed
switch to connect its lines by a curved track, as shown on a
plat referred to in the ordinance, with the express company's
warehouse, to facilitate conducting an express business by
hauling freight and express only in cars used for the busi-
ness of such express company, was appropriating the public
street to legitimate uses for the benefit of the community at
large, and that it did not exceed its powers in so doing. As-
suming that the United Railways Company was authorized
to transact an express business on the street in question and
other lines formerly operated by the Baltimore Consolidated
Railway Company, there was good authority for holding that
it would have the right to limit the express business on its
lines to a single express company, if it thereby afforded to
the public reasonable express facilities.
When the proposed switch is constructed, neither the
United Railways Company nor the express company, the court
says, will have any exclusive or superior right to use or oc-
cupy the portions of the street or sidewalk over which the
switch runs. The right of the complainants as property own-
ers in that connection, as well as those of persons passing
along the street, will be the same after the switch is made
that they were before. The railway company and the prop-
erty owners have equal rights to the use of the public streets,
which each must exercise reasonably with respect to the right
of the other. Cars cannot be permitted to so stand upon the
switch as to prevent other vehicles from passing. The por-
tion of the ordinance imposing a penalty for hindering or de-
laying the cars by the use of other vehicles on the switch
must be construed to relate only to an unreasonable hind-
rance or delay, and cannot be held to have been intended
to prevent or punish the reasonable use by adjacent prop-
erty owners or persons having business with them of the
public streets in front of their premises.
Both the railway company and the express company must
so use the switch, when constructed, as not to unnecessarily
or improperly interfere with the rights of the public or the
adjacent property holders, and if they fail to do so, and in-
jury results from such failure, the proper tribunals will afford
relief to the injured persons. But the court cannot antici-
pate defaults or acts of negligence or abuse on the part of the
companies in maintaining and using the switch, or in the
storage or handling of such inflammable or explosive sub-
stances as may be lawfully committed to them for transporta-
tion.
Liability for Injury by Crowd at Subway Station.
While attempting to enter one of the defendant's cars
at a subway station the plaintiff in the case of Kuhlen v.
Boston & Northern Street Railway Company, 79 Northeastern
Reporter, 815, was injured by the pushing of the crowd at
the station. The supreme judicial court of Massachusetts.
in overruling exceptions to a verdict for damages in her favor,
holds that an instruction could not have been given that, if
it was not practicable for the defendant to carry on its busi-
ness without the crowding of its platforms and cars at cer-
tain hours of the day, it was not negligence on its part to fail
to employ a large force of men at those hours to prevent
jostimg and crowding at the entrance to the cars. It was for
the jury to say whether or not. if the crowding of its plat-
forms and cars at certain hours of the day was unavoidable
in carrying on its business, that the high degree of care
which it was bound to exercise called for the employment of
an increased number of men to prevent such jostling and
crowding at the entrance of the cars as would involve danger
to passengers, and whether or not it was reasonable, in view
of the nature and extent of the defendant's business, to re-
quire this precaution to be taken.
It could not have been said as a matter of law that the
plaintiff herself was not in the exercise of due care, or that
she had assumed the risk of the injury that was done to her.
She had been in similar crowds before, and the circumstances
were important to be considered by the jury in passing upon
the question of her due care. But they were not conclusive
against her as a matter of law. The jury might say that
in spite of the failure of the defendant's servants and agents
to control the crowd on previous occasions she might depend
somewhat on the hope that they would not continue to fall
short of their duty.
Instructions could not have been given the jury, as the
defendant requested, that, on all the evidence, the plaintiff
was not entitled to recover; that the plaintiff was not in
the exercise of due care; the plaintiff assumed the risk of
being jostled and all danger and inconvenience incident there-
to when she entered the crowd endeavoring to get upon the
car; that in choosing to travel on a street car when the same
was crowded, the plaintiff assumed the risk of injury incident
to such crowding.
Furthermore, in view of the fact that the defendant held
this out as the proper place for its passengers to come for
the purpose of taking its cars, so that its passengers had a
right to regard themselves as having come thither by its
invitation, the court does not see that the defendant was in-
jured by the exclusion of the agreement showing the condi-
tions of its occupation of the subway. The general principle
has been established that one who, though not strictly in con-
trol of a defective thing or dangerous place, yet uses it for
his own benefit and for his own purposes invites another
to enter it, may, if the other elements of liability concur,
be held responsible for an injury caused by the defect or
danger.
May 4. 1907
ELECTRIC RAILWAY REVIEW
597
News of the Week
Decision Against City of Toronto in Service Regulation Suits.
The judicial committee ot the privy council of Great Britain on
April 26 gave a decision in the cases of the city of Toronto versus
the Toronto Railway Company, appealed from the supreme court,
and the Toronto Railway Company versus the city, appealed from
the court of appeal for Ontario. The decision states that under
the agreement between the city and the company neither party has
any street railway powers over the streets within new territorial
additions to the city; that to grant privileges to new companies is
the only remedy the city has for failure of the company to build
extensions and extend its service; that it is for the company, not
the city engineer with the approval of the city council, to determine
what routes shall be adopted by the company; that it is for the
company, not the city engineer, to determine where cars shall be
stopped; and that the city is to pay the company the costs of
these appeals.
Salt Lake City Strike Settled.
The strike of motormen and conductors of the Utah Light it-
Railway Company, Salt Lake City, which was declared on Sun-
day morning. April 2S, was settled late Monday night and service
was resumed on Tuesday morning. The strike affected about 450
men and caused nearly a complete tie-up of the street railway
service of the city while it was in progress. Scenes of disorder
were numerous. The strike was caused by the refusal of the
company to grant the demands of the men for a wage scale of
25 cents an hour for the first year and 30 cents an hour there-
after, recognition of the union, plan for arbitration of grievances,
10 per cent increase for barn and shop employes, and several
other minor matters, and followed several attempts at arbitra-
tion. After the strike was declared the company gave former
Congressman Brigham H. Roberts full powers to effect a settlement
and an agreement was reached whereby the men were granted the
wage scale they had asked for and the other matters were to
be arbitrated.
Michigan Supreme Court Decides Against Municipal Ownership
for Detroit.
The Michigan supreme court on May 1 decided by a vote of
5 to 3 that the city of Detroit has no constitutional right to build
a street railway line to be leased to an operating company. The
case is the outcome of the municipal ownership agitation several
years ago. The city council on October 31, 1905, ordered the de-
partment of public works to lay tracks on several streets and
appropriated $10,000 for beginning the work. This step was taken
as a part of the fight against the Detroit United Railway, and was
begun as an experiment, the idea of the city being that if it could
build tracks to be leased to a competing company or to the Detroit
United Railway as its franchises expired, it could more effectually
contend for a reduced fare. The circuit court enjoined the city
from putting its scheme into operation and the city appealed to
the supreme court. The case was argued before the full bench
and the circuit judges granted the petition, but recommended that
the supreme court be given an opportunity to pass on it. The
case was argued before five of the supreme court judges last spring
and before .he full bench in December, and the decision now handed
down is the result of that hearing.
Labor Troubles in San Francisco.
A strike of conductors and motormen of the Lmited Railroads
of San Francisco is said to be threatening. On April 19 President
Calhoun of the company announced that the scale recently decided
upon by the arbitration committee of $3.10 per 10-hour day for
the men in their first year's service, $3.20 for the second year and
$3.30 for the third year, which took effect as of September 5,
1906. would be continued for the year beginning on May 1, although
this scale, which represented an increase of about 20 per cent
over the previous scale, was based on the extraordinary condi-
tions of last year. On April 27 the executive committee of the car
men's union tailed upon President Calhoun and presented a de-
mand for an eight-hour day at a flat rate of $3.00 per day, with
one and one-half times the regular rate for overtime. President
Calhoun has announced the determination of the company not to
recede from the position taken in the announcement of April
19, pointing out that a further increase is financially Impossible.
He states that materials and labor are now higher than ever, that
the tir. tin number of fares has decreased, and that the
pany is now paying higher wages than are paid in any large
m the country. The men have not yet decided what action
shall be taken on the company's refusal and the company is
making preparations to meet a strike.
New England Street Railway Club.
James F. Jackson, chairman of tin- Massachusetts railroad
mission, gave the members of the New England Street Kail
way club an informal talk at the monthly meeting "I the club
loston, on April 30, President ii C. Page of Springfield pre-;
Ini is in-' ting followed tin- usual dinner at the
i
Mi Jackson's subject had to do with the public service aspects
of the street railway business. Ih- emphasized the cordial rela-
Ich nave existed between i ■■•■n ami ihe street railway
officials of Massuchasetts during his Beven years' te 'e ol office,
-.ill and recenl methods of street railway ope
advanced two iggestions in the way "' Improving present
conditions. It was pointed out that it is most essential to
ideal railway service that all officers and subordinate employ
transportation companies shall realize the distinction between an
ordinary private business and their own. In steam railroad circles
particularly this appreciation is not always in evidence, although
the courts have held over and over again that a railroad is a
public highway. Mr. Jackson urged that a broader attitude than
that which looks upon transportation as merely something to be
sold, like any other merchantable commodity, is desirable. Com-
plaints may be avoided in some degree by improved equipment, but
more is likely to result from tactful and courteous work by con-
ductors and other employes than from mere machinery.
The concluding suggestion favored a dominant personality in
each of the executive chairs of street railway companies, which
will foster increased efficiency, loyalty and pride in the service by
the individual employe. Men prefer to work for a man rather than
a board of directors or a system. The realization of the brother-
hood feeling in street railway work is most desirable.
Legislation Affecting Electric Railways.
New York. — Governor Hughes on April 29 signed the Miller
bill, which prohibits electric railway companies operating wholly
or in part in cities of 1,000,000 population, from collecting fare from
a passenger more than once during a continuous ride on a single
car, except that a fare may be collected once within the city and
once outside. — Senator Cassidy has introduced a resolution provid-
ing for the appointment of three senators and three members of
the assembly for the purpose of making an investigation into the
merger of the New York City street railways by the Interborough-
Metropolitan Company.
Pennsylvania. — The senate committee on city passenger rail-
ways on April 30 decided to report favorably on the Homsher
eminent domain bill for electric railways, in the form in which the
bill was passed by the house. This action was taken after a hear-
ing in which representatives of the Property Owners' Association
of Philadelphia presented numerous amendments to the bill, im-
posing restrictions, and members of the Temporary Street Railway
Association, composed of 75 electric railway companies of the state,
presented arguments for the passage of the bill in its present form.
Missouri. — The senate has passed a bill giving cities the right
the regulate rates for public service corporations. The bill was
amended to provide for a court review of the legality of proceedings
and the reasonableness of the rates fixed.
Rhode Island Company Increases Wages. — General Manager A.
B. Potter of the Rhode Island Company of Providence, R. I., which
controls most of the electric lines of the state, has announced a
10 per cent increase in wages, based on a 10-hour day, for trainmen,
effective on April 2S. The increase affects 615 motormen and 598
conductors.
T-Rail Hearing in Columbus. — The new board of public service
of Columbus, O., on April 26 held a hearing for the purpose of
listening to arguments on the subject of T-rail construction in the
city streets. The old board refused to permit the use of T-rail
but many of the merchants of the city who are interested in
securing as many electric railways as possible for the city are
seeking to induce the new board to favor the T-rail, which is de-
sired by the interurban companies. The hearing was asked for
by the Interurban Loop Association, an organization of business
men. and several members spoke in favor of the T-rail.
Detroit United Railway in Court. — The Detroit United Railway
was found guilty on 20 charges of violations of the city ordinances,
by Judge Conolly in the recorder's court on May 2. The cases are
a part of the campaign which Mayor Thompson has been waging
against the company for several months. Thirteen cases were for
violation of the ordinance requiring the company to post time
schedules in its cars, which has never been enforced, five were
f.u- failing to maintain certain red lights and two were for failure
to file with the city treasurer quarterly reports on the company's
freight traffic. The matter of sentences was taken under advise-
ment by the court.
Twin City Trolley Trips. — A. W. Warnoek, general passenger
agent of the Twin City Rapid Transit Company, Minneapolis.
Minn., has recently issued the 1907 edition of its well-known book-
let, "Twin City Trolley Trips," which describes and illustrates the
many interesting trips which may be taken on its suburban lines
and contains much useful information in regard to the numerous
amusement resorts in the vicinity of Minneapolis and St. Paul.
The booklet has 24 pages and contains excellent maps, timetables,
rates of fare and a large number of halftone illustrations of beauty
spots reached by the company's lines. The company has also
issued another excellent folder describing and illustrating the
attractions of Big Island Park, the company's new amusement
resort tit Lake Minnetonka.
Trolley Trip Story Contest. — The report of the judges in tin-
prize trolley trip story contest, which was conducted by tin |..i
senger department of the Boston & Northern and Old Colony Street
Railway companies during the winter months, has been am need
The department offered a prize of $25 in cash for the best storj
Of the best trolley trip taken on the lines of either of these two
companies, $15 for the second best and $10 for the third best. The
response i-i iliis offer was very genera], a large number of exci
lent and Interesting stories being received by the department from
all over the district covered by these lines. The first prize has
been awarded to Catherine Keife of Danvers, Mass.; the second
in Mars I. Coggeshall pf Melrose, Mass., ami the third to Kllen ,\i
Dole Of Salem, Mass. The winning story is printed In this m I
issue of the Trl-State Tourist, the nthlj publication of the pe
senger department.
598
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 18.
Construction News
FRANCHISES.
Battle Creek, Mich. — The Michigan United Railways Company
has applied for a 30-year franchise, and it is stated will apply for
a similar franchise in Kalamazoo. The company's present fran-
chises in those cities run for 17 or 18 years more, but it is desired
to float a new 30 -year bond issue.
Bridgeport, Ala. — A franchise has been granted to T. W. Pratt,
Huntsville, Ala., to build and operate an electric railway, light and
power plant in Bridgeport. The line also will connect Bridgeport
with Copenhagen and South Pittsburg, and ultimately will be
extended to Jasper, Ala., on the north and Huntsville, Scottsboro
and Stevenson on the south, with Bridgeport as headquarters for
the company. Work is to begin within six months and must be
prosecuted continuously until completed.
Detroit, Mich. — The Detroit United Railway, through its gen-
eral manager, F. W. Brooks, has applied for a franchise to build
a line from the city limits to the site of the Ford Motor Company's
new plant in Highland Park and a cross track on some street near
the Ford site to "Woodward avenue in order to allow the Oakland
avenue cars to make the Palmer park run. A 20-year term is
asked for the Woodward avenue franchise in Highland Park, which
would overlap the Oakland avenue franchise about four years.
The Oakland avenue line is a part of the so-called "3-cent system,"
on which tickets at the rate of eight for a quarter are good the
greater part of the day, with six tickets for a quarter the rest of
the time. The application has been referred to a committee.
Fairfield, la. — A franchise has been granted to the Iowa-Mis-
souri Traction & Power Company, which proposes to build from
Memphis, Mo., to Iowa City, la. J. W. Andrews of Fairfield is the
promoter.
Lawrence, Kan. — The city council has granted a franchise to the
Lawrence Electric Transportation Company, which is to build a
trackless trolley line in this city. O. W. Murphy of Lawrence is in-
terested.
Salt Lake City, Utah. — The Utah Light & Railway Company has
applied for an amended franchise in place of the present blanket
franchise, under which it is operating. The principal feature of the
new grant is the provision permitting the company to use a large
number of streets and portions of streets not now covered by a
franchise. Another feature is that all wires must be placed under-
ground by 1910. As amended the franchise also provides that the
company, in addition to its present right to haul gravel and crushed
stone, may haul freight between the hours of midnight and 6
o'clock a. m., or at any other hours which may be specified later
by the council. No action has been taken.
Seattle, Wash. — The Seattle Renton & Southern Railway has
been granted a franchise for the extension of its line to the
northern part of the city. The company is to pay 2 per cent of the
gross receipts of the line to the city until 1920 and 3 per cent from
1920 until the expiration of its franchise. W. R. Crawford, Seattle,
president.
Syracuse, N. Y. — The Syracuse Rapid Transit Company has
applied for a franchise for extensions to its present system, includ-
ing the laying of additional track in Court and Butternut streets
and Cortland avenue; also commencing at Gifford and West streets,
through South West street, south one block, connecting with the
present tracks at that point. The petition has been referred to
the highway committee.
RECENT INCORPORATIONS.
Buffalo Rochester & Eastern Railroad. — Incorporated in New
York to operate a standard-gauge railroad by steam, electricity or
gasoline. The road will run from Buffalo to Rochester and Troy,
about 300 miles. The principal office will be at Rochester and the
line will pass through Erie, Gennesee, Orleans, Monroe, Wayne.
Cayuga, Onondaga, Madiosn, Oneida, Herkimer, Montgomery, Scho-
harie, Schenectady, Albany and Rensselaer. Capital stock, $3,500,-
000, of which $1,835,000 has been subscribed by Ralph D. Gillett of
Westfield, Mass. Incorporators: Ralph D. Gillett, Henry W. Ely,
Archie D. Robinson, Westfield, Mass.: Arthur W. Eaton, Pittsfield;
Franklin Weston, Dalton: Harry W. Bowman, Fred L. Ley, Spring-
field; Joseph O. Skinner, Holyoke; James H. Caldwell, Troy; John
J. Whipple, Brockton; James F. Shaw, Manchester, Mass.
Columbus Marysville & Bellefontaine Railway. — Incorporated in
Ohio to build a line from Columbus to Marysville and Bellefontaine,
O. The route will parallel the Toledo & Ohio Central steam road
and interests identified with the Findlay-Marion Railway & Light
Company are interested in the project. Capital stock, $25,000. In-
corporators: R. P. Hankey, Detroit; G. W. Meeker, Columbus; Em-
mitt Tompkins, Eugene Gray and W. A. France.
Mentor Street Railway. — Incorporated in Pennsylvania to con-
struct 10 miles of electric road in Elizabeth, Pa. Capital stock,
$60,000. Incorporators: D. B. Neagley, president; F. L. Kern,
J. K. Neagley, George McKain and N. F. Bicking, all of Pittsburg.
Perkiomen Valley (Pa.) Traction Company. — Incorporated in
Pennsylvania to build a line from Collegeville to Schwenksville, Pa.
The line will be 11% miles long, from Collegeville to Green Lane,
via Schwenksville and Perkiomenville, and will use the Perkiomen
turnpike part of the way. I. H. Bardman, Schwenksville, is presi-
dent.
Redlands Central Railway. — Incorporated in California to build
25 miles of electric railway from Redlands east to Craftonville and
from Redlands west to Riverside. This is the company which re-
cently obtained franchises in Redlands. Capital stock, $25,000. In-
corporators: A. G. HubDard, J. H. Fisher, O. T. Higgins, E. S.
Graham and F. E. Sanford.
Sand Mountain Electric Company. — Incorporated in Alabama,
with offices at Montgomery, to build a hydro-electric plant on
Short creek, in Marshall county, and build a railway from Gadsden
to Scottsboro, Ala. Capital stock, $50,000. Incorporators: Edgar
O. McCord, Rena B. McCord, Leon C. McCord, G. M. E. Mann,
W. E. Snead, J. B. Roberts and the Albertville Realty Company.
Tri-City Traction Company, Champaign, III. — Incorporated in
Illinois to build a line from Edwardsville to a point on the Missis-
sippi river near Venice, where the proposed bridge of the Illinois
Traction Company to St. Louis is to be located, and from Granite
City to East St. Louis. Capital stock, $1,000,000. Incorporators:
Charles Zilly, B. E. Bramble, C. A. Wright and George M. Mattis,
all of Champaign, 111., and all associated with the Illinois Traction
Company.
TRACK AND ROADWAY.
Albany & Hudson Railroad, Hudson. N. Y. — It is reported that
this company is considering the construction of a line from Nassau
to Brainard Station, N. Y.
Allentown & Reading Traction Company, Allentown, Pa. — It is
reported that this company is planning to build an extension from
East Texas to Emaus and Lyons, Pa.
Atlantic City & Ocean City Railroad, Philadelphia, Pa. — An
official report from this company states that it is now building an
extension of the Atlantic City & Shore Railroad from Somers Point
to Ocean City, N. J., about two miles. The line passes across the
Great Egg Harbor bay; about half is trestle work built of creosoted
piles, with two steel drawbridges and one fixed span. The remainder
of the line passes across several islands in the bay, on which
embankments have been formed by pumping in beach sand. Cur-
rent for the operation of the line will be taken from the substation
of the Atlantic City & Shore Railroad at Somers Point, and the
latter company's cars will be used. The Atlantic City & Shore
now connects Atlantic City, Pleasantville and Somers Point.
Atlantic Northern & Southern Railroad. — J. W. Cuykendall has
been elected president of this company, which proposes to build an
electric line from Atlantic to Villisca, la., 72 miles, succeeding J. A.
McWaid, resigned. Headquarters, Atlantic.
Belmont Electric Railway. — We are officially advised that the
Riggs & Sherman Company of Toledo, O., is making preliminary
surveys for an electric line from Bellaire to St. Clairsville, O., 12
miles, via Neff. J. F. Anderson of Bellaire is president.
Canandaigua Southern Electric Railroad. — This company has
completed the preliminary surveys for its line from Canandaigua
south to Atlanta, N. Y., via Centerfield, South Bloomfield, Bristol
Center and Naples, 33% miles. George H. Switzer, 42 Broadway,
New York, is president and chief engineer.
Center & Clearfield Street Railway, Phillipsburg, Pa. — It is re-
ported that this company expects to place contracts within the
next few weeks for the construction of about 4% miles of track
from Phillipsburg to Osceola, Pa.
Central Texas Traction Company. Corsicana, Tex. — It is re-
ported that the rails have been ordered for the line from Corsicana
to Palestine, Tex., 52 miles, and that contracts are to be let at
once for the ties. It is the intention to begin construction in
June. T. J. Galvin, superintendent of construction; M. P. Taret,
chief engineer.
Chambersburg & Southern Railway, Chambersburg, Pa. — This
company has completed surveys for its proposed road from Cham-
bersburg to Marion and Greencastle, Pa., and it is stated that
contracts will be awarded soon. T. M. Nelson, president; William
McGowan, chief engineer.
Chicago Ottawa & Peoria Railway. — This company, whose in-
corporation was noted in the Electric Railway Review of April 27.
1907, page 564, will build to connect the Peoria lines of the Illinois
Traction Company with the Illinois Valley Railway, and will give a
Chicago connection for the Illinois Traction system. W. B. McKin-
ley is president and H. E. Chubbuck general manager of the Chi-
cago Ottawa & Peoria.
Duquoin Belleville <&. St. Louis Electric Railway. — It is reported
that this company has made all of the preliminary arrangements
for building its electric line from Zeigler to Belleville, 111., and St.
Louis, Mo., via Benton and Duquoin. The following officers have
been elected: President, William R. Hayes; vice-president, Thomas
H. Davison; secretary, Thomas J. Howell; treasurer, Harry E. Ross;
general manager, J. Henry Ward. Surveys for the line have been
completed, and it is expected to enter St. Louis over the tracks of
the East St. Louis & Suburban Railway.
Evansville & Southern Indiana Traction Company, Evansville,
Ind. — This company has nearly completed the work of rebuilding
and improving its track between Evansville and Princeton. Con-
siderable regrading is being done to eliminate steep grades so as to
permit of faster time and it is expected to make the run to Prince-
ton, 28 miles, in one hour.
Falkenau Construction Company. Chicago, III. — This company
May 4, 1907
ELECTRIC RAILWAY REVIEW
599
has secured the right of way and will build an electric line from
Benton Harbor to Coloma and Paw Paw Lake, Mich.
Fayetteville (N. C.) Street Railway & Power Company. — The
James D. Lalor Company, Washington, D. C is preparing plans
and specifications for the construction and equipment of this com-
pany's 20-mile line at Fayetteville, including a power house.
Georgia Railway & Electric Company, Atlanta, Ga. — This com-
pany has filed an amendment to its charter authorizing the
building of the extension from East Point to Hapeville, Ga.
Hanover & York Street Railway, York, Pa. — A charter has
'been granted this company for an extension of 1U miles in the
township of Penn and the borough of Hanover, which was author-
ized at a meeting of the stockholders on April 20. L. C. Mayer
chief engineer, York, Pa.
Indiana Columbus & Eastern Traction Company. — J. C. Carland
of Toledo, O., the general contractor for the construction of the
Lima-Bellefontaine line, has sublet the work to W. F. Gibson of
Toledo.
Indianapolis & Louisville Traction Company, Louisville, Ky. —
It is now stated that the line between Indianapolis and Louisville,
which will be operated by this company, the Indianapolis Colum-
bus & Southern Traction Company and the Louisville & Northern
Railway & Lighting Company, will be opened for traffic about
August 1. The Louisville & Northern is now operating as far
north as Sellersburg. Between Sellersburg and Scottsburg the
track is practically completed, but the power house at Scotts-
burg is not yet ready for operation. The construction force be-
tween Scottsburg and Seymour is to be doubled this week and
the track should be completed in July. The Indianapolis & Louis-
ville is building the line from Sellersburg to Seymour and the
Indianapolis Columbus & Southern, which has a line in operation
from Indianapoils to Columbus, is extending south to Seymour,
IS miles. Of this distance track has been laid and the rails
bonded for seven miles south of Columbus and nearly all the
grading is completed. —
Ithaca <£. Seneca Falls Interurban Railway. — This company,
which was incorporated in January, is making preparations for
beginning construction in July on its proposed line from Ithaca to
Seneca Falls, X. T., 47 miles. The power station and repair shops
will be located at Ithaca. Jacob Rothschild of Ithaca is president.
Kansas City St. Joseph & Excelsior Springs Electric Railway. —
The city council of Kansas City, Mo., on April 25 voted a franchise
to the Kansas City St. Joseph & Excelsior Springs Electric Railway
for the construction of its railway, wagon and foot roadway bridge
across the Missouri river at Kansas City, with a south approach
on Locust street, which will serve as an entrance to the city for
the company's proposed double-track line to St. Joseph and Excel-
sior Springs. The company was also granted franchises for the use
of certain streets in order to connect the interurban tracks with
those of the Metropolitan Street Railway. The company has a
permit from the federal government for the construction of the
bridge, with a provision that work must be started by May 16.
The company has already secured the right of way for the line
and is ready to begin work both on the bridge and on the roadbed
at once. A contract for the four piers of the bridge was let some
time ago to the Kansas City Construction Company. Plans have
also been prepared for a subway under Locust street, from Fourth
to Twentieth streets. Ira G. Hedrick, Kansas City, is consulting
engineer.
Kansas Traction Company. — S. D. Frazier, secretary and treas-
urer, Coffeyville, Kan., writes that this company has been incorpo-
rated to build an electric line from Coffeyville to Lawrence, Kan.,
with branches from the latter point to Topeka and Kansas City, a
total distance of 225 miles. The route includes Coffeyville, Parsons,
Chanute, Iola, Colony, GarneU, Ottawa, Lawrence, Rosedale and
Argentine. Final surveys are to be commenced by May 1 and
contracts are to be let as soon as surveys are completed. It is
intended to build a road ot the highest type of construction for
high-speed passenger, freight, mail and express service. Eighty-
pound rails will be used. The power house is to be located at
Coffeyville. F. B. Shirley, president, Coffeyville.
Lake Erie & Youngstown Railroad, Youngstown, O. — This com-
pany, recently incorporated to build an electric or gasoline motor
railway between Conneaut. Ashtabula and Youngstown, O., has
organized by electing the following officers: President, John H.
Ruhlman; vice-president. George J. Chapman; second vice-presi-
dent, W. F. Stanley; secretary, W. H. Ruhlman; treasurer. G. M.
Brown; general counsel, A. W. Jones. Surveys have already been
started.
Lake Shore Electric Railway. — This company is reballasting its
entire road between Cleveland and Toledo, O., in preparation for
the expected heavy summer t raffle-. It Is announced that the San-
dusky-Fremont cut-off will l»- p-ady for operation by June 1.
Louisville & Southern Indiana Traction Company, New Albany,
ind. — it is reported that (his company is considering an extension
from Jeftersonville to Madison, Ind., via Charli town or Scottsburg
Macon Amerlcus & Albany Electric Railway, Macon, Ga.— This
company, recently Incorporated to build from Macon to Atlanta, Q
has organized by electing the following officers; President, Jo
S. Davis; Bret vice-president, \V. .1. Kln<aid; second vlce-i>>
i , N. J. Cruger; l ei W. J. Ma
assistant secretary and treasurer, Stuarl C. Davis, ,and general
el, M, Felton Hatcher. The surveying, engineering and othei
which ha t beer going on as rapidly
as possible for the last si-- mon now nearlng a tate ol
completion ami at an early date the actual construction of the
railway will be begun.
Marion- Logansport Traction Company. — It is reported that
this company has secured mosl of the right of way for its line
between Marion and Logansport, Ind. J. O. Wilson of Marion is
secretary of the company.
Maryland Electric Railways, Baltimore. Md. — This company,
acting for the United Railways & Electric Company of Baltimore,
has closed a contract with J. < ;. White & Co. of New York for
preparing plans and supervising the work of electrifying the
Baltimore & Annapolis Slant Line between Baltimore and An-
napolis.
Mexico Perry & Santa Fe Traction Company. — This company,
which proposes to build an electric railway from Mexico to Perry,
Mo., has organized by electing the following officers: President
and general manager. S. L. Robinson. Belleville. 111.; first vice-
president, C. W. Gaither. St. Louis. Mo.; second vice-president,
W. W. Mundy, Mexico, Mo.: third vice-president, J. D. Bates,
Centralia, 111.; secretary and treasurer. H. D. Ahlbrandt, St. Louis.
It is stated that work on the line will begin shortly. The power
house is to be located at Mexico.
Mineral Wells Electric Railway. — The Howard-Burke Engineer-
ing Company, Mineral Wells, Tex., has the contract for building
this company's 10-mile street railway system in Mineral Wells,
also car barns, power house and ice plant for the company.
Nit. Hood Railway & Power Company, Portland, Ore. — F. C.
Finkle, consulting engineer, Portland, writes that construction will
begin about July 1 on this proposed line from Portland to Bull
Run, Ore., 25 miles, via the most direct route. Surveys are now
in progress, with the first 20 miles, from Portland to Sandy, com-
pleted. Bids have been received for a power house and substation.
E. P. Clark, Los Angeles, president.
Nashville Interurban Railway. — H. H. Mayberry, president,
Nashville, Tenn., writes that this company's proposed line will
extend from Nashville via Franklin, Spring Hill and Columbia to
Mt. Pleasant, Tenn., a distance of approximately 60 miles, through
an excellent territory, with a population of 45,000, exclusive of
Nashville. The maximum grade will be 1% per cent and there will
be few curves, as the line is to be built for high-speed service. The
Interurban Company, Patrick Hirsch, managei, 25 Broad street,
New York, has the contract. The final surveys and the work of
securing the right of way are expected to be completed by May 10
and May 25 has been announced as the date of beginning
actual construction. The officers of the railway are: Presi-
dent, H. H. Mayberry; vice-president, Nat Baxter, Jr.; secretary,
C. R. Cockle; treasurer, Joseph Frank, and chief engineer. D. A.
Proctor, all of Nashville, where the company's offices are located
in the First National Bank building.
Northwestern Ohio Electric Railway. — E. C. Bell, Toledo, O.,
a director of this company, writes that it is proposed to build an
electric railway from Defiance to Montpelier, O.. 34 miles, via
Bryan and Evansport. Surveys have been made and contracts for
the construction are to be let at once. Grading is to begin on
May 20. President, G. A. Rigrisb; chief engineer, M. Steinberg,
Defiance, O.
Omaha & Council Bluffs Street Railway, Omaha, Neb. — This
company has been authorized by the city engineer of Omaha to
build a double-track line on Fortieth street, from Dodge street to
Cummins street, and work is to begin at once. Work is also to
begin on a new line from Thirteenth to Fifteenth streets, on
Davenport street.
Omaha <£. Nebraska Central Railway. — The contract for grading
this road between Omaha and Hastings, Neb., has been let to C. D.
Conover of Omaha and work is to begin at the Hastings end of the
line at once.
Philadelphia & Western Railroad. — The first train was operated
over this road on Saturday, April 27, from the terminal station at
Sixty-third and Market streets, Philadelphia, to Strafford, Pa..
12% miles, carrying a party of officials. The current was turned
into the third rail on Thursday and it is the intention to run
trains each day for the purpose of training the crews and testing
the equipment. Work is now in progress on the station at Beech-
wood Park, a large new amusement resort, which will be opened
about the time the road is completed. It is now announced that
regular operation will probably be started about the last of the
month.
Pittsburg & Butler Street Railway. — This new line between
Pittsburg and Butler, Pa., which was described at length in the
Electric Railway Review of April 27, 11)07, Is expected to be
opened I'm' traffic on May 2. The first oar was operated over the
road on April 24, carrying a party of officials.
Puget Sound Electric Railway, Tacoma, Wash. — It Is reported
thai Si • & Webster of Huston propose in double-track Ibis line
between Tacoma and Seattle, Wash. W. S. Dlmmock, manager,
Tacoma,
Rockford Oregon & Southern Railway. — This company is now
making a preliminary survey from Rockford to Oregon, 111., for the
proposed line which Is to connect those towns with Dixon, 111. F. G.
Jones ot i iregon is interested.
Rock Island Southern Railroad, Monmouth, III. — It has been an-
nounced that this company has decided not to build the proj
llni between Rock island ami Monmouth, in., this summei
account of the high prices of construction materials. The pi
lino
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 18.
has not been abandoned, but will be postponed until the fall or
next spring.
San Francisco Vallejo & Napa Valley Railway. — General Man-
ager L. J. Perry, Napa, Cal., states that this extension of the
Vallejo Benicia & Napa Valley Railroad from Napa to St. Helena,
Cal., 18 miles, will probably be in operation by the end of summer.
A shipment of 900 tons of rails is expected from the east this
month and a shipment of Japanese oak ties is expected daily.
Work on the grading, bridges and culverts is progressing rapidly
and the poles and wires have been ordered.
Shore Line Street Railway. — This company has been organized
at New Bedford, Mass., to build an electric railway to Horse Neck
Beach and Westpoint, Mass., 13 miles. Capital stock, $75,000. The
directors are the following: Charles F. Parkerm of Woonsocket,
R. L; A. C. Ralph of Taunton; Andrew H. Sowle of Westport; B. W.
Gleason of Boston; J. M. Shorrocks of Westport; Jeffers F. Rich-
ardson of Albany, N. Y. ; N. L. Sheldon of Boston.
Southwest Missouri Railroad, Webb City, Mo. — Surveyors have
been locating a change of route on the Lakeside Park-Carthage
line north of Lakeside Park, in order to avoid two sharp curves
at a crossing over the Missouri Pacific tracks. The steam road
would only permit a right-angle crossing when the line was built.
The new line will pass under the Missouri Pacific tracks and by
straightening the line will save a considerable distance between
Webb City and Carthage. A. H. Rogers, president, Webb City.
South Texas Traction Company. — James T. Sanford, J. T. Gos-
sett, O. B. Greeves and I. D. Polk of Beaumont, Tex., are interested
in the construction of an electric line from Beaumont to
Port Arthur, Tex., 19% miles, which has been surveyed by Mr. San-
ford. The promoters recently made a trip of inspection over the
line and it seems probable that the construction will begin at an
early date.
Terre Haute Indianapolis & Eastern Traction Company, Indian-
apolis, Ind. — H. J. McGowan has announced that the line will be
extended from Danville to Amo, Ind., as originally planned, but that
instead of extending the Danville line to Brazil, where connection
can be made for Terre Haute, the Plainfield line will be extended
to Brazil and also connected later with the Danville line at Amo,
making a loop, so that there will be two entrances to Indianapolis
from Terre Haute, one via Danville and the other via Plainfield.
Work has been started between Danville and Amo, seven miles, in
preparing the grade for tracklaying.
Utica Southern Railroad. — The New York railroad commission
has granted this company a certificate of necessity for its line
from Clinton to Hamilton, Norwich and Waterville, N. Y., 26 miles.
At a recent hearing it was shown that the road is generally desired
by the citizens of the towns througli which it will pass. Practically
all of the right of way has been obtained. Frank H. Baxter of
Utica, N. Y., is chief engineer.
Vincennes Washington & Eastern Traction Company, Vin-
cennes, Ind. — This company lias filed copies of a mortgage for
$1,250,000 on its property, right of way, etc., between Vincennes
and Washington, Ind. W. H. Schott of Chicago is president.
West Penn Railways, Pittsburg, Pa. — A contract will soon be
let for the construction of the last five miles of the Brownsville
extension, from Orient to Brownsville.
Yakima Intervalley Traction Company. — This company, which
proposes to build -a system of electi-ic railways radiating from
North Yakima, Wash., has begun grading at that point, under tho
direction of E. M. Kenly, chief engineer.
Personal Mention
POWER HOUSES AND SUBSTATIONS.
Indianapolis & Cincinnati Traction Company. — It is reported
that this company is installing a 1,000-kilowatt turbine at its
power house in Rushville, Ind. This will produce sufficient addi-
tional power for the operation of all the divisions of this road.
Indianapolis Columbus & Southern Traction Company has de-
cided to build two substations, one at Columbus, Ind., and one at
Redding, six miles south, and will construct an addition to the
Edinburg power plant.
Kokomo Marion & Western Traction Company. — This company
has recently installed a new 2,000-horsepower turbine in its power
plant at Kokomo, Ind., and another of the same capacity has been
ordered.
Omaha & Council Bluffs Street Railway. — It has been an-
nounced that this company has been authorized to spend about
$300,000 in improvements to its power house at Omaha, Neb. The
contract for laying the new underground conduit and high-voltage
cables for transmitting energy from the new plant to outlying
stations has been awarded to James Jensen.
Portland (Ore.) Railway Light & Power Company. — It is stated
that this company has secured a right of way for a transmission
line to Salem and another right of way to the Oregon Electric
Railway in order to supply the latter railway with current for
operating its cars.
Tri-City Railway & Light Company, Davenport, la. — It is an-
nounced that work on the erection of a new substation for this
company has progressed favorably and the concrete floor of the
station has now been put down and machinery is being installed.
Twin City Rapid Transit Company. — This company has recently
installed in its substation at College avenue and Wabasha street,
St. Paul, Minn., one complete battery, consisting of two oil switches,
three transformers and one rotary converter.
Frank J. Doyle.
Mr. John F. Rutherford has been elected president of the
Citizens' Light & Transit Company of Pine Bluff, Ark., to succeed
Mr. J. B. York, resigned.
Mr. Robert Dunbar has resigned as superintendent of the
Haverhill and Salem divisions of the New Hampshire Electric
Railways. Haverhill, Mass., to engage in other business.
Mr. Frank J. Doyle, whose appointment as master mechanic
of the Schenectady Railway Company was noted in the Electric
Railway Review for April
6, 1907, was born in
Buffalo. N. Y., and re-
ceived his education in
the public schools of that
city. In 1894 he entered
the service of the General
Electric Company at
Schenectady, where he
remained for seven years,
receiving practical train-
ing in its armature, rail-
way motor-testing and
experimental third-rail
track departments. In
1901 he became connected
with the Schenectady
Railway as instructor of
motormen; was later barn
foreman and more re-
cently general foreman of
the operating barns and
repair shops. Upon the
resignation of Mr. L. L.
Smith as master me-
chanic, Mr. Doyle was
appointed his successor
and assumed the duties
of this office on April 10,
as previously announced.
Mr. C. C. Long, manager of the Tazewell Street Railway, has
been appointed superintendent of the Aceomac Traction & Power
Company, organized to build a line from Ocancock to Occomac
Court House, Va., with office at Ocancock. Mr. Long will also
retain his position with the Tazewell Street Railway, with office
at Tazewell, Va.
Mr. Edwin J. Wilcoxen. heretofore superintendent of trans-
portation of the Rochester Railway, the Rochester & Suburban
Railway and the Rochester & Sodus Bay Railway, has been ap-
pointed general superin-
tendent of those com-
panies, with headquarters
at Rochester, N. Y. Mr.
Wilcoxen was born in
Seneca Falls, N. Y., on
April 27, 1871. and was
educated in the public
schools of that city. In
1S8S, after completing a
course in the Mynderese
Academy and the Taylor
Business College at Roch-
ester, he entered the car
service department of the
Buffalo Rochester &
Pittsburg Railway, hav-
ing headquarters at Brad-
ford. Pa., and later at
Buffalo, N. Y. He was
afterward given a posi-
tion in the office of the
superintendent, but re-
signed to become con-
nected with the Wagner
Palace Car Company of
Buffalo, as secretary to
the assistant manager.
Edwin J. Wilcoxen. In 1S96 he was appointed
general passenger agent
of the Geneva & Cayuga Lake Railroad. During his connection
with this road it was converted from steam to electricity and it was
here that he obtained his first experience in electric railway work,
devoting the years 1S9S and 1899 to the study of electrical opration
in the company's shops and power house. In 1900 he was appointed
assistant superintendent of construction of the Rochester & Sodus
Bay Railway and after its completion was successively assistant
superintendent and general freight and express agent. Two years
later he was made general superintendent of this company, then
division superintendent of the Rochester Railway and more recently
superintendent of transportation, which position he has held for
about a year.
Mr. F. T. Buchanan, heretofore superintendent of the railway
and amusement department of the Key West (Fla.) Electric Com-
pany, has resigned, effective on May 1. and will return to his
former home at Woburn. Mass.. in the hope of regaining his health.
He was formerly general superintendent of the Cape Breton Elec-
tric Company at Sydney. N. S., which is managed by the Stone &
Webster interests of Boston. Mass., but more recently was trans-
May 4, 1907.
ELECTRIC RAILWAY REVIEW
601
Hanlon.
ferred, for the benefit of his health, to the Key West property ot
the company. Mr. N. B. Rhoads of Savannah, Ga.. has been ap-
pointed his successor.
Mr. F. J. Hanlon. whose portrait Is presented herewith, is well
known to the street railway circles of the middle west by reason
of his long service with the Mason City & Clear Lake Railway, and
by his connection with the
Iowa Street and Interur-
ban Railway Association
since it was first organ-
ized. At its third annual
meeting Mr. Hanlon was
elected president and that
his successful manage-
ment of the association
during his term of office
was appreciated by his
associates is evidenced by
his re-election as presi-
dent of that body at its
fourth annual meeting,
held at Clinton, la., on
April 19 and 20, 1907. Mr.
Hanlon was born on Au-
gust 12. 1876, and at the
age of 15 years he entered
the general freight de-
partment of the old Ma-
son City & Ft. Dodge
Railway, now a part of
the Chicago Great West-
ern system. After two
years of service with this
road he resigned to be-
come chief clerk in the
general superintendent's
office of the Iowa Central Railway at Marshalltown, la., where he
remained for four years. At this time, like other well-known
managers of electric railway properties whose early experience
was obtained in the service of steam roads. Mr. Hanlon became
convinced of the great opportunities afforded in electric railway
work, and, in 1897, resigned his position to become connected with
the Mason City & Clear Lake Railway, then under construction.
This road operates in Mason City and reaches Clear Lake Park,
a resort about nine miles from Mason City, and under his efficient
management has developed into one of the important inter-
urban properties of the state of Iowa. In connection with his
duties as vice-president and secretary Mr. Hanlon also has entire
charge of the traffic department, which the rapid growth of the
company's interurban freight business has recently made neces-
sary.
Mr. L. D. Mathes, who was re-elected secretary and treasurer
of the Iowa Street and Interurban Railway Association at its
fourth annual meeting, held at Clinton, la., on April 19 and 20, has
held this office since the
association was first or-
ganized, and has con-
tributed in no small
measure to its rapid
growth from a new and
necessarily small organ-
ization to its present size
and standing among the
street railway associa-
tions of the country. Mr.
.Mathes is about 35 years
of age and is a native of
the south. After gradu-
ating from the University
of Tennessee he entered
the shops of the Memphis
& Charleston Railroad at
Mi aphis, Tenn. He left
this company shortly after
i" take up electrical
work with the Edison
General Electric Company
("now the General Elei trii
Company) and later with
the Westinghouse Elec-
trlc & Manufacturing
Company, with which
companies he was en-
gaged in the construi tloi
and equipment of electric railways In various sections of the coun
try for about five years. Deciding to familiarize himself with the
details of operation hi position ;is general foreman of
the Buffalo & Niagara Falls Electric Railway, later resigning to
become superintendent ol thi Norfolk (Va.) & Ocean View Rail-
way, then in the hand • Iver. During his two and one-half
years of service with lliis company, during which hi- developi'd
considerable freight business, his successful financial policy re-
sulted In the restoration of the road to thi original owners and
the placing of Its finances on a sound basis. He subsequent! bi
superintendent of the Charleston (S. C.) & Seashore
Railway, resigning al the end of a year to accept a Blmilar position
with the Norfolk & Atlantic Terminal Company, which. In addition
to its freight and i £ei business, also opi rat i a line of
triers. Deciding later, however, thai re Important work
his wide i i all branches of i he
KB . led in thi wi i Mr. Mathes si-- ■ i ■ ■■
his connection with thli propi rl and is now general tnanagei ol
L. D. Mathes.
the Union Electric. Company of Dubuque, la., which position he has
held for several years.
Mr. O. D. Collins, superintendent of the Home Gas & Electric
Company. Redlands, Cal.. has resigned to become superintendent
of the Redlands & Yucaipe Railroad at Redlands, Cal. Mr. Collins
was formerly superintendent of the San Bernardino Traction Com-
pany.
Mr. N. B. Rhoads, formerly with the Savannah Electric Com-
pany at Savannah, Ga.. has been appointed superintendent of the
railway and amusement department of the Key West (Fla.) Elec-
tric Company, succeeding Mr. F. T. Buchanan, recently resigned on
account of ill health.
Mr. Edwin E. Johnson has been appointed to the newly created
position of manager of the publicity department of the Georgia
Railway & Electric Company. Atlanta, Ga. Mr. Johnson is well
known in newspaper circles in Atlanta, having been connected
with local papers for about six years.
Mr. A. R. Whaley. superintendent of the New York division of
the New York New Haven & Hartford, has resigned to accept
a position with the New York Central & Hudson River as manager
of the Grand Central station and general superintendent of the
electric zone, succeeding Mr. I. A. McCormick.
Mr. E. W. Robertson of Columbia, S. C, has been elected
president and treasurer of the Anderson Traction Company, Ander-
son, S. C. Mr. William Elliott, Jr., has been elected vice-presi-
dent and general manager. Mr. J. A. Brock, heretofore president
of the Anderson company, has resigned to devote his attention
to his cotton mill interests.
Mr. Dewitt C. McMonagle has been appointed general manager
of the Wallkill Transit Company, Middletown, N. Y., succeeding
Mr. E. C. Folsom, who has gone to Bay City. Mich., as general
superintendent of the Saginaw-Bay City Electric Railway & Light
Company. Mr. William N. Gould has been appointed superin-
tendent, succeeding Mr. J. P. Beale, who has been appointed
superintendent under Mr. Folsom at Bay City.
Obituary.
L. P. Huntoon of Ft. Wayne, Ind., died in that city on April
16. He had been connected with railway engineering work in the
central states for several years and at the time of his death was
chief engineer of the Ft. Wayne & South Bend Railway.
Thomas Whinston Peoples, formerly for many years chief en-
gineer of the Manhattan Elevated Railway, New York, died at his
home in East Orange. N. J., on Saturday, April 2S, after a brief
illness, aged 77 years. He was born in Harrisburg in 1830 and
at the early age of nine years entered the shops of the Penn-
sylvania Railroad, where he remained until his appointment 12
years later as master mechanic of the Harrisburg division of the
road. At the opening of the civil war he organized a company
of volunteers from among his railroad associates and accompanied
it to the front.
David Willcox of New York, N. Y., who resigned on April 9
as president of the Delaware & Hudson Company, committed sui-
side on April 24 on board the North German Lloyd steamship Bar-
barossa, while returning from a trip abroad for his health. Mr.
Willcox was also president of two prominent electric railway com-
panies controlled by the Delaware & Hudson Company, the United
Traction Company of Albany, N. Y., and the Hudson Valley Rail-
way of Glens Falls, N. Y. He was succeeded as president of the
I telaware & Hudson by Mr. L. F. Loree, formerly president of the
Baltimore & Ohio and the Chicago Rock Island & Pacific railways.
Electric Railways in New Jersey for 1906.
The annual statement of the New Jersey state board of as-
sessors for the year 1906 shows an increase in the gross receipts
of the 6S companies reporting, of $2,171,81", over the previous year.
The aggregate figures of all the companies reporting show the fol-
lowing: Trackage, 1,060.982 miles; capitalization, $9S,377,860; funded
debt, $97,152,0S7; other debts, $28,132,749; cost of roads and equip-
ment, $178,420,733; cost of repairs and operation, $7,289,409; gross
receipts, $12,209,738. Only nine of the 68 companies which filed
reports paid dividends last year, the total payments under this
item amounting to $885,890. The tax is based on the gross receipts
of each company. Under the Voorhees franchise tax law the tax
was 2 per cent, but under the act of 1906 the amount is increased
one-half of 1 per cent each year until it reaches 5 per cent in 1912.
ri reafter it is to remain at that figure. This year the total tax
in the state will be $305,243.
Service on Ft. Dodge Des Moines & Southern.
J. L. Blake, manager of the Ft. Dodge Des Moines & Southern
Electric Railway has completed the preliminary schedule for the in-
terurban service on the new line. The Boone-Des Moines line will be
in operation during the first week In June, the AmeS-Des Moines
. will start about July 1 and the Ft. I ">dge-Des Moines
i about August 1. In the Boone-Des Moines service cars
will leave I '.none and Des Moines every hour and 50 minutes, start-
ing at 0:55 In the morning and continuing until 11:30 at night.
The Ames-Des Moines service will consist of eats leaving each town
about every hour and 30 minutes between 6:65 a. m. and 11:30 p. m.
n i e id to have ears leave- Ft. Dodge and Des Moines every
two hours. The Boone and Ames services will be kept separate,
that Is, cars will run direct from Boone to Des Moines and return
i in i to Des Moines and return. This will make double
it ween I >ea Moim a and thi lunct Ion when the I '■
\,„, lines meet, ai present 2 cents per mile will be oharged on
one-way tickets, but a rate of i ' l.- cents will be madi on round
trip tickets, Mileage I ks will be Bold al a \o\
602
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 18.
Financial News
Berkshire (Mass.) Street Railway. — Authority has been given
to this company by the Massachusetts railroad commission to issue
$250,000 additional capital stock, which will be offered to stock-
holders at $100 a share. The proceeds will be used for retiring
floating debt and for the purchase of additional property.
Cleveland Southwestern & Columbus Railway, Cleveland. — This
company has filed a mortgage securing the issue of $10,000,000 of
5 per cent bonds. The Cleveland Trust Company is trustee.
Columbus (O.) Railway & Light Company. — David E. Put-
nam, vice-president of the Commercial National Bank of Columbus,
has been elected a director to succeed Charles rj. Lindenberg, re-
signed.
Consolidated Railway Company, New Haven, Conn. — It is an-
nounced that about $12,000,000 of the $21,000,000 outstanding 4 per
cent debenture bonds have been exchanged for the stock of the
New York New Haven & Hartford Railroad Company. The prop-
erty owned by the Consolidated company, it is stated, will be for-
mally acquired by the New York New Haven & Hartford road.
Detroit United Railway. — Earnings of this company for the
three months ended March 31, with comparisons, are as follows:
Quarter ended March 31 — *1907. *1906. 1905.
Gross earnings $1,437,727 $1,235,164 $1,048,018
Expenss and taxes 941,542 760,084 676.453
Net earnings $ 496. 1S5 $ 475, 0S0 $ 371,565
Other income 13,624 11.2S5 12,077
Total $ 509.S09 $ 486,365 $ 3S3.642
Fixed charges 332,677 288,314 276.693
Surplus $ 177,132 $ 198,051 $ 106,949
•Figures for 1907 and 1906 include operations of the Rapid Rail-
way System, the Sandwich Windsor & Amherstburg Railway and
the Detroit Monroe & Toledo Short Line Railway.
Duquoin (III.) Belleville & St. Louis Electric Railway. — This
company has given a mortgage to the Carnegie Trust Company of
New York, as trustee, to secure an issue of $2,000,000 of 20-year 5
per cent bonds, dated February 1, 1907.
International Railway System. Buffalo. — The earnings for the
quarter ended March 31 were as follows:
Quarter ended March 31— 1907. 1906. 1905.
Gross earnings $1,173,170 $1,065,546 $933,169
Operating expenses 764.S31 686,609 5S9.74S
Net earnings $ 40S.339 ? 37S.937 $343,421
Other income 13,064
Total $ 40S,339 $ 378,937 $356,485
Fixed charges 295,054 2S5.430 402.S2S
Surplus $ 113.2S5 $ 93,507 '$46,343
♦Deficit.
Eastern Ohio Traction Company. Cleveland. — An order permit-
ting the sale of the property of this company was entered by Judge
Ford in the common pleas court at Cleveland on April 30.
Ft. Wayne & Wabash Valley Traction Company, Ft. Wayne.
Ind. — Hugh J. McGowan of Indianapolis has been elected second
vice-president to succeed W. Kelsey Schoepf of Cincinnati. Other
officers were elected as follows: President, J. Levering Jones of
Philadelphia; first vice-president, Charles Murdock of Lafayette,
Ind.; secretary, S. B. Fleming, Ft. Wayne, and treasurer. H. C.
Paul, Ft. Wayne. The officers, together with Randal Morgan,
Bayard Henry and H. H. Kingston of Philadelphia, form the board
of directors.
Kenosha (Wis.) Electric Railway Company. — This company has
increased its capital stock from $150,000 to $1,000,000.
La Crosse (Wis.) City Railway Company. — This company has
increased its capital stock from $250,000 to $500,000.
Lewiston (Me.) Augusta & Waterville Street Railroad. — This
company has purchased control of the Augusta Winthrop & Gard-
iner Railway of Augusta, Me., and is negotiating for the purchase
of control of the Lewiston Brunswick & Bath Street Railway.
London (Ont.) Street Railway Company. — It is reported that
negotiations are under way for the purchase of this company by the
city of London. The property is controlled by the Everett-Moore
syndicate. The London company has $550,000 capital stock and
,000 bonds outstanding, and operates 33% miles of road. It
controls the Springbank Park Railway and Springbank park.
Memphis (Tenn.) Street Railway. — The earnings for 1906, with
comparisons, were as follows:
1906. 1905. 1904.
Gross $1,428,93.) $1,114,022 $979,513
Expenses and taxes S3S.227 57S.2S9 483,781
Net $ 590.708 $ 535,733 $495,732
Interest, etc 372,783 349,154 311,451
Surplus $ 217,925 $ 1S6.579 $1S4,2S1
After allowing for the 3 per cent dividend on the $2,500,000 pre-
ferred stock, the balance of surplus shows 0.72 per cent earned on
the $2.."."". common stock outstanding.
Milwaukee Northern Railway Company. — This company has
given a trust deed to the Fidelity Trust Company of Milwaukee to
secure an issue of $4,000,000 bonds, maturing in 30 years. The
road is projected from Milwaukee i>< Sheboygan and Fond du Lac,
and construction is now in progress between Milwaukee and Port
Washington.
Northern Ohio Traction & Light Company, Akron. O. — Ear:. T-
for the three months ended March 31 compare as follows:
Quarter ended March 31 — 1906. Increase.
Gross earnings $375.S82 $334,607 S41.275
Operating expenses 235,506 224.371 11,135
Net earnings $140,376 $110,236 $30,140
Fixed charges 124,029 119,841 4,188
Surplus $16,347 •$ 9,605 $25,952
•Deficit.
Philadelphia Company. Pittsburg. — Earnings of the company
for the .nree months ended March 31 were as follows: Gross earn-
ings from operatons, $5,102,113. S9; expenses and taxes. $2,947,214.74;
net earnings from operations, $2,134,899.15; miscellaneous income,
$S9,077.71; total earnings and income, $2.243,976.S6; fixed charges,
$1,072,574.82; balance, $1,171,402.04; dividend on preferred stock,
$75,000; surplus, $1,096,402.04; proportion due to other owners of
common stock of affiliated corporations. $13,012.92; available for
Philadelphia Company, $1,0S3,3S9.12.
Philadelphia Rapid Transit Company. — The recent call of $5.00
per share upon the capital stock will net $3,000,000 approximately.
Upon payment of the present call a total of $21,000,000 will have
been paid in on the 600,000 shares of the company. Each assess-
ment since organization of the company has been $5.00 per share.
The various dates upon which they have been made are given
below:
Date Total
of call — assessment.
July, 1902 $3,000,000
July, 1903 3,000,000
January, 1904 3,000,000
January, 1905 3,000,000
July, 1906 3,000,000
December, 1906 3,000,000
April, 1907 3,000,000
$21,000,000
Portland (Ore.) Railway Light & Power Company. — This com-
pany has given a mortgage to the Trust Company of North America
of Philadelphia, as trustee, to secure an issue of $15,000,000 general
mortgage bonds, of which $1,500,000 will be issued at present. The
$1,500-,000 bonds will be used as collateral security for an issue
of $1,000,000 of 3-year 5 per cent notes dated March 1, 1907.
Rochester Corning & Elmira Traction Company. — This company,
which has been given authority by the New York railroad commis-
sion to construct a road from Rochester to Elmira. has asked the
commission for authority to issue $8, first mortgage bonds.
Twin City Rapid Transit Company. Minneapolis. — Earnings for
the quarter ended March 31, with comparisons, were as follows:
Quarter ended March 31— 1907. 1906. 1905.
Gross earnings $1,355,941 $1,206,500 $1,034,303
Operating expenses 694.296 592,418 518,361
Net earnings $ 661. «:. $ 614.082 $ 315.942
Charges, taxes, etc 345.773 329,125 291.975
Surplus $ 315.S70 $ 2S4.957 $ 223,967
United Railroads of San Francisco. — Ernst Thalmann of New
York, president of the United Railways Investment Company,
which controls the United Railroads of San Francisco, denies that
it is proposed to sell the San Francisco properties.
West Penn Railways Company. Pittsburg. — The report for the
year ended March 31, 1907, compares as follows:
1907. 1906. 1905.
Gross earnings $1,449.40S $1,116,333 $934,917
Expenses and taxes 806, 51o 600,535 522.645
Net earnings $ 642.893 $ 515.7f-S $412,272
•Charges 326.675 325,625
Balance $ 260,297 $ 189,123 $ S6.647
Dividends 137,500 137,500
Surplus $ 122.7M7 $ 51.623 $86,647
•Charges include subsidiary company's charges and interest on
West Penn Railways Company bonds.
Dividends Declared.
Ohio Traction Company, Cincinnati, preferred, quarterly. I'm
per cent.
Union Street Railway Company. New Bedford, Mass., quarterly.
2 per cent.
May 4. 1907.
ELECTRIC RAILWAY REVIEW
603
Manufactures and Supplies
ROLLING STOCK.
Topeka Railway. Topeka. Kan., will soon purchase eight new
cars.
Cincinnati Georgetown & Portsmouth Railroad, Cincinnati. O.,
is in the market for 10 new cars.
Louisville & Eastern Railroad. Louisville, Ky.. is in the market
for new equipemnt on one work car.
Jacksonville Electric Company, Jacksonville. Fla., has ordered
eight additional cars for deliver}" by July 1.
Danville Car Company. Danville. 111., has contracted with A. S.
Partridge for rebuilding twelve 12-bench open cars.
Indiana County Railways Company, Indiana. Pa., is in the
market for four 50-foot double-truck cars and one gravel car.
Bellaire Southwestern Traction Company. Bellaire. O.. recently
purchased five semi-convertible cars from The J. G. Brill Com-
pany.
Nashville Interurban Railway, Nashville, Tenn., is reported
to be placing orders for a number of interurban cars, a chair car
and dining car.
Chicago & Milwaukee Electric Railroad, Chicago, has ordered
two switching locomotives of the 0-6-0 type, with cylinders 17 by
24 inches, from Hicks Locomotive & Car Works.
Portland Railway Light & Power Company, Portland, Ore., is
reported to have placed an order for 40 flat cars of 60,000 pounds
capacity with the American Car & Foundry Company.
Anaconda Copper Mining Company. Anaconda, Mont., is in
the market for one motor car, to be equipped with four 50-horse-
power motors and to weigh approximately 60,000 pounds.
Tampa Electric Company, Tampa, Fla., has ordered twelve
12-bench open cars from The J. G. Brill Company. These are
double-truck cars and will be equipped with two GE-67 motors.
Amarillo Street Railway, Amarillo. Tex., has placed an order
with the Danville Car Company for four 22-foot car bodies, to be
equipped with Brill 21-E trucks. The cars are for August delivery.
Illinois Traction System. Champaign, 111., has placed an order
witn the American Car & Foundry Company for six motor express
cars, 20 trailers for express service and four refrigerator cars.
This road has also placed an order with the Xiles Car & Manu-
facturing Company for two cars.
Pennsylvania Railroad has placed an order for 200 all-steel pas-
senger cars as follows: With the American Car & Foundry Com-
pany. 90 coaches, 75 feet in length; with the Pressed Steel Car Com-
pany for 60 coaches, 75 feet long. 20 baggage and 5 combination cars
60 feet in length, and with the Altoona shops of the company for
25 coaches, to be 75 feet in length.
SHOPS AND BUILDINGS.
for car sheds, waiting rooms, offices and a depot for handling
freight and express. R. D. Smith, manager, St. Louis.
Toledo Railways &. Light Company. — The city council has re-
fused to grant a permit for the tracks required for the proposed
interurban terminal station on Huron and Superior streets.
United Railways & Electric Company. Baltimore. Md. — This
company has commissioned Baldwin & Pennington, architects,
Baltimore, to prepare plans and specifications for a car barn, to
be erected at the corner of Fulton and Druid Hill avenues. Balti-
more; one story, 576 feet frontage, reinforced concrete construc-
tion, sprinkler system, metal frames and sashes, electric wiring
and fixtures, sanitary plumbing, heating system, steel rolling doors.
Utica & Mohawk Valley Railway. Utica. N. Y. — Plans are being
considered for the erection of an express depot and storehouse at
the corner of Broadway and Lafayette streets.
Washington Baltimore & Annapolis Railway. — This company
has commissioned Simonson & Pietsch, architects, Baltimore, to
prepare plans and specifications for a railway station, to be erected
at the corner of Park avenue and Liberty and Marion streets,
Baltimore; two stories, 75 by 100 feet, brick with stone and orna-
mental terra cotta trimmings, electric wiring and fixtures, sanitary
plumbing, heating system.
TRADE NOTES.
Detroit United Railway. — This company is said to be preparing
plans for a new terminal station in Highland Park, on North
Woodward avenue, on property purchased three years ago.
Indiana Columbus & Eastern Traction Company. — It is reported
that this company has secured an option on property at Wayne and
Second streets, Defiance, O., and will purchase it for a site for
an interurban passenger station.
International Railway, Buffalo, N. Y.— This company has begun
work on the new car house on Broadway, east of Bailey avenue.
Buffalo, the preliminary plans for which were announced in the
Electric Railway Review of March 16, 1907. The new car house
will be of concrete and steel construction. 561 feet long and 14S
feet deep, and will accommodate 108 46-foot cars. The storage
yard along the south side of the building will accomodate 135 46-
foot cars. Work is also to be started soon on the remodeling of
the Hertel avenue barns. New trad be constructed which
will give a total storage capacity of
Interstate Traction Company. Duluth, Minn. — It is reported
that this company will erect a car house to cost about $10,000.
O. C. Hartman, general manager.
Portland Railway Light & Power Company. — F. I. Fuller, vice-
president, writes that the plans for the new terminal station and
office building to be erected at Portland, Ore., are not yet fully
prepared and consequently no details are available at the present
time. The general plan is for a building which will include a
steam-heating plant, distributing and transformer station, union
depot for suburban lines, with waiting rooms and accessories, the
of the company and several doors for general office purposes.
The building will be 200 by 200 feet and probably six or seven
stories In height.
St. Louis Electric Terminal Railway. — This company, which Is
ing terminal facilities In St. Louis for the Illinois Traction
fi soon proposes to build a bridge across the Missis-
sippi river from Venice, has complete,! the purchase of the property
at the northeast corner of Twelfth street and Lucas avenue, with a
100-fi terminal station. The sit used
Pressed Steel Car Company has declared its regular quarterly
dividend of 1»4 per cent on its preferred stock, payable on May 22.
Nathan C. Grover, formerly assistant chief hydrographer of
the United States geological survey, has been appointed assistant
hydraulic engineer of J. G. White & Co., New York.
Seattle Frog <£. Switch Company. Seattle. Wash., has been in-
corporated in the state of Washington with a capital stock of
$20,000 by Martin J. Henehan and James McDonough.
Warren Electrical Manufatcuring Company. Sandusky. O.. is in
the market for about $8,000 worth of machine tools, including a
boring mill, radial drill, grinders, 35-inch lathe and a shaper.
Electric Storage Battery Company, Philadelphia, announces the
removal of its sales office from Oakland, Cal., to 11 Hawthorne
street. San Francisco. Cal., where it will occupy temporary quarters.
Blake Signal & Manufacturing Company, 246 Summer street,
Boston, announces that it has appointed the Erner & Hopkins
Company of Columbus, O., agents in the state of Ohio for the sale
of its Blake tube flux.
Northern Engineering Works, builder of cranes, Detroit. Mich..
has furnished the plant of the Edison Sault Electric Company.
Sault Ste. Marie, Mich., with a second 15-ton alternating-current
electric traveling Northern crane.
C. W. J. Neville, formerly engineer for the Expanded Metal
Fireproofmg Company, has been appointed manager of the southern
district of the General Fireproofing Company of Toungstbwn. O.,
with headquarters at 409 Hennen building, New Orleans, La.
Railway Traction Construction Company. New York, has been
incorporated with an authorized capital stock of $100,000 to do a
general contracting business. Trie incorporators are: Robert Ger-
bracht, Jr.. S5 Taylor street; Martin A. Sehenek. 50 Willow street,
both of Brooklyn, and Kenneth R. Shand, Montclair. N. J.
The J. G. Brill Company, Philadelphia, which, as reported in
the Electric Railway Review of April 13, lost its foundry' building,
located at Sixtieth street and Woodland avenue. Philadelphia,
has awarded the contract to Henry E. Baton for the erection
of a new building at that place. It will have ground dimensions
of 109 by 240 feet and will be a steel frame and galvanized iron
structure.
Indianapolis Switch & Frog Company, Springfield, O., lost by
fire on April 23 the main building of its machine shop. This build-
ing, which was 400 by 225 feet, will be rebuilt at once as a nre-
proof structure. The company has made arrangements to finish
all unfilled orders and will, upon the completion of its new build-
ing, install new machinery and facilities, resuming operations on a
much larger scale.
C. C. Long, general manager of the Tazewell Street Railway
Company, Tazewell, Va., who has also been appointed superin-
tendent of the Accomac Traction & Power Company, with offices
at Onancock, Va.. desires to have manufacturers of street railway
equipment and appliances send him advertising literature. The
Accomac Traction & Power Company has recently been organized
to build a line from Accomac to Onancock.
Allison, Campion, McClellan Company, successors to the John
\V. Allison Company, has been organized to engage in general en-
gineering work, with offices at 1629 Land Title building, Philadelphia,
and !'05 West Street building, New York. The members of the
ire: H. T. Campion, William McClellan and H. N. Twells.
i any announces that it is prepared to carry a project
through the periods of design, construction and successful opera-
National Railway Equipment Company, 1 Exchange place, Jer-
sey City, N. J., baa been Incorporated under the laws of New Jer-
sey, with a capital stock of $10,000, for the purpose of manufactur-
nd freight cars for steam roads and street cars for
! kinds of steel castings, journals, bearing
604
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. IS.
brakes and safety appliances. The incorporators are: Charles R.
Barnes of Rochester, N. Y., and P. Anthony Brock and Howard
C. Griffith of Jersey City.
Atha Steel Casting Company of Newark, N. J., manufacturer
of railway steel castings, has recently opened several branch sales
offices. An office has been opened in the Board of Trade building,
Boston, in charge of George T. Paraschos as New England sales
agent. R. N. Barrows, southern sales agent, is in charge of the
Richmond, Va., office, located in the American National Bank
building, and C. W. Gennet, Jr., is western sales agent, with offices
in the New York Life building, Chicago.
J. M. Carpenter Tap & Die Company, Pawtucket, R. I., has
commenced work on a new factory building that will add 24,000
square feet of floor space to its present plant. It will be a brick
fireproof structure and will increase its manufacturing facilities
75 per cent. This company, whose products have been standard for
nearly half a century, is the pioneer machine screw tap maker
in this country, and upon completion of its new building will be in
a position to serve its patrons promptly.
J. H. Wagenhorst & Co., Youngstown, O., manufacturers of
the Wagenhorst electric blue-printing machine, announce a partial
list of recent sales as follows: S. M. Green, Holyoke, Mass.; Monon-
gahela River Consolidated Coal & Coke Company, Pittsburg; George
S. Mills, Toledo, O. ; Eugene Dietzgen Company, New York; Babcock
& Wilcox, Barberton, O.; J. W. Gaddis, Vincennes, Ind.; Multicolor
Copying Company, Detroit, Mich.; American Steel & Wire Com-
pany, Joliet, 111.; Thomson Stationery Company, Vancouver, B. C.
James Ohlen & Sons Saw Manufacturing Company, Columbus,
O., is building an addition to its plant, 125 by 140 feet, to be two
stories in height and of fireproof construction. It will be equipped
with new machinery for the manufacture of band and cross-cut
saws. The demand for saws manufactured by this company has
been rapidly increasing and the company is now contemplating
the erection of additional buildings during the coming year for the
purpose of providing more floor space to be devoted to the manu-
facture of band saws.
Paterson Brass Foundry has been incorporated under the
laws of the state of New Jersey, with a capital stock of $25,000.
as manufacturer and furnisher of brass castings for general use
and mixers of metals for special requirements, including brass,
bronze, babbitt, composition and aluminum. The eastings works
and general office will be located at 12 Van Houten street. Pater-
sun. X. J., and the New York office at 10 Wall street. The officers
of the company are: President, P. O. Dixon; vice-president and
general manager, Samuel Hart; secretary and treasurer, O. O.
Dixon.
Bidwell Electric Company, 133-139 South Clinton street, Chi-
cago, has purchased property at Chicago Heights, 111., upon which
it proposes to erect a new plant. The main building will be 80 by
500 feet, equipped with a 15-ton electric traveling crane and in
which new machinery will be installed. An office building and a
large blacksmith and forge shop will also be erected. In addition
to this the company will erect in the near future another building,
approximately 150 by 500 feet, and will also equip it with new
machinery suitable for the manufacture of electric machinery
and supplies.
General Electric Company, Schenectady, announces that its
San Francisco office is now permanently located in the Union
Trust building, San Francisco, Cal. The company has recently
received an order from the Chicago City Railway for 1,200 direct-
current railway motors with controlling apparatus, to be used for
the operation of 300 new cars. Power for the new rolling stock
will be supplied by additional electrical generating machinery
aggregating 6,000 horsepower. Each car will be equipped with
four motors of 40-horsepower capacity each, this size of motor
being the standard for urban railways.
Allis-Chalmers Company, Milwaukee, during the month of
March received more contracts for turbo-generator units than
for any similar period since the building of turbines was begun
by the company. As a result of this increased volume of business
every effort is being put forth by the company to insure prompt
delivery. Some of the orders received for turbo-alternator units
include the following: Virginia Passenger & Power Company,
Richmond, Va., one of 3,250 kilowatts capacity; Citizens' Light
Heat & Power Company, Johnstown, Pa., one of 1,000 kilowatts
capacity; Delaware Lackawanna & Western, one turbine unit of
2,000 kilowatts capacity for the Hampton Collieries, Scranton, Pa.
Si Hiker Car Works, Limited, Halifax. N. S.. which has been
incorporated with a capital stuck ui x.'.imp, for the purpose of
manufacturing street cars, has prepared plans for the erection of
•llowing buildings: Woodworking shop, 75 by 200 feet, with
dry kiln, paint shop and warehouse; ear shop, 80 by 160 feet; ma-
chine shop. 75 by 150 feet; blacksmith shop, 75 by 125 feet; molding
shop. 75 by 200 feet; erecting shop. 100 by 300 feet, ana a central
power house. These buildings will be equipped with modren tools
and all machinery will he motor driven. As reported in the Electric-
Railway Review of March 16, the plant will he erected on a site of 25
teres recently purchased in Halifax, and will cost w-hen completed
about $200,000.
Westinghouse Machine Company, Pittsburg, completed its third
fiscal year on March 31 as a regular business organization market-
ing and selling its own product. Until 1004 the Westinghouse Ma-
chine Company was a manufacturing concern, its product being
made for another company. It is interesting to note that during
the last three years the business of the company has been trebled
in orders and output. Many additions to the plant have been made
and the manufacturing facilities have been repeatedly increased
to meet the growing demands for its product. The greatest impetus
to th.- company's business was given when the Westinghouse-Par-
sons steam turbine was placed upon the market and when the com-
panj entered upon the manufacture of gas engines in large units.
The orders winch the company has secured during the first three
i tths of the present year ex led by far the aggregate of the
business for the same period of last year ami there is every indi-
cation i!mi the Westinghouse .Machine Company's business during
1907 will show a steady increase.
Underfeed Stoker Company of America, manufacturer of the
Jones stoker, Marquette building, Chicago, desires to announce the
appointment of Paul M. Chamberlain. M. E., as chief engineer.
Mr. Chamberlain was graduated in engineering at the Michigan
Agricultural College in 1S8S and at Cornell University in 1S90.
After several years spent in practical work with the Brown
I hasting & Machinery Company of Cleveland, O. ; the Frick
Company, engineers, of Waynesboro. Pa., and the Hercules Iron
Works of Aurora, 111., he accepted the assistant professorship of
mechanical engineering at the Michigan Agricultural College. At
the opening of the Lewis Insttiute in Chicago he took charge of
the engineering work and brought it up to its well-known degree
of excellence. During his connection with the Lewis Institute he
carried on much consulting and testing work, with special refer-
ence to power production. For the last year he has devoted his
time to consulting work in Los Angeles, Cal., from where he
comes to accept his present position. Mr. Chamberlain is a mem-
ber of the American Society of Mechanical Engineers, also of the
American Society for the Advancement of Science. His wide ex-
perience in both the practical and theoretical sides of his pro-
fession qualifies him in every respect to fill his new position with
great credit, and, because of his wide acquaintance in the en-
gineering fraternity the Underfeed Stoker Company considers him
a valuable acquisition to its working force.
Heine Safety Boiler Company, St. Louis, Mo., reports the fol-
lowing recent sales: Asano Cement Company, Tokio, Japan, four
boilers, aggregating 900 horsepower; Atlantic Gulf & Pacific Com-
pany, four 200-horsepower boilers for two hydraulic dredges, fifth
order; American La France Fire Engine Company, Elmira, N. Y..
two 230-horsepower boilers; American Locomotive Company, Rich-
mond, Va., four 400-horsepower boilers; Bridgeport (Conn.) Forge
Company, three 250-horsepower boilers; Crown Cotton Mills, Dalton,
Ga., two 400-horsepower boilers; Home Brewery, Columbus, O..
three 200-horsepower boilers; Hudson Companies, two 316-horse-
power boilers, making a total to this company of 4,513 horsepower
on 11 orders; Independence (Kan.) Cement Company, three 400-
horsepower boilers, second order; James S. Kirk & Co.. Chicago,
two 500-horsepower boilers; Joseph J. Little building, New York,
three 275-horsepower boilers; Quincy Horse Railway & Carrying
Company, Quincy, 111., three 316-horsepower boilers; City of New
York for Ridgewood pumping station, eight 300-horsepower boilers;
Pueblo & Suburban Traction & Lighting Company, Pueblo, Colo.,
one 378-horsepower boiler; Denver (Colo.) Gas & Electric Com-
pany, three 524-horsepower boilers: Texas Company, Beaumont,
Tex., thirty-two 200-horsepower boilers for eight pipe-line oil-
pumping stations in Texas; Victor Talking Machine Company,
Camden, N. J., two 316 and two 27a horsepower boilers; Warren
(It. I.) Manufacturing Company, one ::2:; -horsepower boiler, making
a total of 2, SSI horsepower on six orders; Willamette Pulp &
Paper Company, Oregon City, Ore., one 250 and two 366 horse-
power boilers, third order; United States navy department, for
Norfolk Navy Yard, two 428-horsepower boilers and four 350-horse-
power boilers: United States navy department, for Charleston
Navy Yard, through Muralt * Co.. New York, four 350-horsepower
boilers: Philadelphia House of Refuge. Glens Mills, Pa., four 250-
horsepower boilers.
ADVERTISING LITERATURE.
Allis-Chalmers Company. Milwaukee. Wis. — Construction
Book No. 5009 contans directions for the installation and operation
of Allis-Chalmers direct current motors and generators, type "K."
W. N. Matthews & Brother, St. Louis. Mo. — A conveniently ar-
ranged catalogue, well printed in two colors, gives the net prices
on the line of electric specialties handled by this company. The
line includes the Stombaugh guy anchor, Kearney cable clamp,
which was described in tin Electric Railway Review of April 27,
1907, Lima jack box and plug and other well-known devices.
Massachusetts Chemical Company. Walpole. Mass. — A sub-
stantial catalogue, arranged in loose-leaf style for future additions,
lias been issued to describe the long line of insulating materials
manufactured by tins company, The company advocates the
liquid ami heat method of impregnating armature and field coils
ami offers a comparative treatise of that method of impregnation,
as compared with the vacuum impregnation system.
Indestructible Fibre Company. 45 Broadway,, New York, N. Y. —
Wendell &- MacDuffie. 26 I ' irtlandt street. New York, sole selling
agents for this company, have just issued a 4-page pamphlet
describing the material manufactured by it for car headlinings and
marine work. There are three grades made up in various qualities
for these classes of work and sold under the trade names of
Durite, Fibrite and Kantlite.
Western Electric Company, Hawthorne, III. — Bulletin No. 4007
is devoted to the line of fan motors manufactured by this com-
pany. It shows the good things included in the 1906 line and
embodies descriptions of motors, showing a number of new points
of construction. The line includes alternating-current and direct-
curret wall bracket and desk fans; ceiling fans, for both alternat-
ing and direct current, the Hawthorne Universal fan and a
number of fan-motor accessories.
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postofflce, Chicago, III., as Second-class Matter.
Subscription in advance, including special daily editions published from
time to time in places other than Chicago, postage free, $2;
Foreign, $5; Single Copy, 10 cents.
Vol. XVII, No. 19
New York: 150 Nassau Street
CHICAGO, MAY 11. 1907
Whole No. 211
TABLE OF CONTENTS.
— Publicity for Rules of Operation 605
— Keeping Busy in Substations 605
— Lamps over Ca* Steps 605
— Labor Conditions in San Francisco 606
— Municipal Ownership 607
izadero Generating Station of the Portland Railway Light
& Power Company (Illustrated > 608
Municipal Ownership 613
Provisions of New Philadelphia Ordinance 615
Producer Gas Engines. By G. \V. Bissell (Illustrated) 616
Xew Shops for San Francisco I Illustrated) 617
Board of Supervising Engineers, Chicago Railways (Illustrated). 61S
New All-Steel Cars for the Brooklyn Rapid Transit Company
(Illustrated I 620
Annual Reports of Railways 620
Car Inspection at Wheaton (111.) Shops of the Aurora Elgin £
Chicago Railway (Illustrated) 622
How to Insulate Armature Coils 622
Tests of a 500-Kilowatt Turbo-Generator (Illustrated) 623
Recommendations of Wisconsin Railroad Commission 624
The Cleveland Situation 624
Municipal Ownership Commission Preparing Report 624
Rules and Regulations of the Operating Department of the
Denver City Tramway Company *J24
London Underground Railways 624
Pipine: and Power Station Systems, XXXIX. By W. L. Morris
(Illustrated i 625
Bridge Decking Record Used on Winona Interurban Railway
(Illustrate.! > 62£
Recent Electric Railway Legal Decisions. By J. L. 1:>
berger
News of the Week:
— Legislation Affecting Electric Railways 628
— Commission Report on Woodlawn Wreck t:i'^
— Rapid Transit Affairs in New York 628
— American Railway Insurance Company 628
— Chicago-New York Air Line Called to Account 628
— Wage Increases 628
Construction News:
— Franchises 629
— Incorporations 62ft
— Track and Roadway 630
— Power Houses and Substations 631
Personal Mention 632
Financial News 633
Manufactures and Supplies
—Rolling Stock 634
— Shops and Buildings 634
— Trail.- Notes 634
— Advertising Literature 635
Noiseless Car Wheels (Illustrated ) 635
The Acheson Effect 636
Patten Motor Lift (Illustrated) 636
Failure on the part of the public to appreciate the difficulties
which continually harass operating officials of electric rail-
ways is responsible for much of the unwar-
Publicity ranted criticism of companies that is cur-
for Rules rent in large cities. In places where
of Operation. unjustified criticism prevails it might be
advisable for companies to give the fullest
publicity to the rules which have been formed as a result of
the experience of many years to lead conductors, motormen
and other employes to treat the public with courtesy and to
do all in their power to prevent accidents. People who are
not familiar with the inner workings of street railways do not
always realize that stringent rules exist to prevent incon-
venience to the public, and that if all rules were followed at
all times, many happenings which are now the cause of com-
plaint would never occur. Such rules as directly affect the
relations of employes with patrons could be brought to public
attention in different ways. The daily newspapers might con-
sider the information of sufficient interest to justify publica-
tion. It is doubtful if anyone could read thoughtfully the rules
of the Denver City Tramway Company, which are referred to
mother page of this issue, without feeling convinced that
ibis i aiive company is doing all it can to assure the
safet omfori til' those who travel on its lines.
'ii. -nine Interurban railways, and especially those built more
than Ave years ago, the duties of the substation attendants
lude only the operation of the rotary
Keeping erters and their auxiliary machinery.
Busy in Unless a substation attendant has, as a
Substations. part of his work, some duties other than
these, he must be idle a large portion <>!'
his time. It frequentlj Is the practice to have a substation
'tor or repair in.ui who may be called upon by sub-
'.n attendants to put in operating condition damaged
apparatus in any station. The Pacific Electric Railway I
Angeles, Cal., with a view to ec m and to the keeping
of its employes interested in their work, hires for its sub-
station operation only men who are competent or can soon
learn to repair any of the apparatus in the substations. The
employes in each substation are held responsible for the
good operating condition of their equipment, and additional
help is called for only when time is an important element.
This practice seems to appeal to the employes, as is shown by
their desire not only to learn to operate the apparatus so
that it will give the least trouble, but to know its construc-
tional details so that they can make the repairs in the cheap-
est and best way. There is also the additional and very
desirable feature that the attendant's time is more fully
occupied and he therefore does not become anxious to leave
substation work.
The cars of the San Francisco Oakland & San Jose Railway,
known as the "Key Route." are of the large interurban type,
hut differ from the more usual high-speed
Lamps car in that the platforms are longer and
over the steps wider. This change of design
Car Steps. was required on account of the quick load-
ing and unloading necessary at the ferry
terminal common for all of the radiating lines. The sched-
ules are arranged so that trains from each of the several
lines arrive at the ferry terminal at about the same time.
mei mi-, it ere one of the company's large ferry boats which
transfer the passengers across the bay between Oakland and
San Francisco. Directly after a boat has left for San Francisco
another lands its passengers coming from across the bay, and
it is necessary quickly to reload the same trains. As a means
of lessening the accidents, which it is well recognized occur
most frequently al the steps. Incandescent lamp:- are used to
illuminate the grab handles and the steps. One lfi-candle-
power lamp wiiii a reflector is supported above the
in. second lamp is placed under Hie supporting framework
h divides the length of the steps in
half. The bulb is thus protected from injurj and illuminates
the up: ni.l .h- ground near the car. It has been found
that this special illumination is highly appreciated by pas-
606
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 19.
sengers, as it affords on dark and rainy nights a well-lighted
area on the street surface within which they may alight.
The commendation from the public, together with the ten-
dency of well-lighted steps and platforms to prevent acci-
dents, should warrant consideration of this simple scheme
not only for other interurban roads, but for cars operating
in suburban and city service.
LABOR CONDITIONS IN SAN FRANCISCO.
After firmly refusing to grant the very extraordinary and
seemingly unwarranted demands of the labor unions the
United Railroads of San Francisco now faces a very serious
strike condition. The management has announced that it
will no longer recognize the unions and will attempt to operate
its cars peaceably; but that if this is not possible the rights
of the company will be defended by force. Much credit is
due the management of the United Railroads for the firm
stand it has taken against the exorbitant demands of the
unions.
The various controversies between the labor organiza-
tions and the United Railroads led to the appointment on
September 18, 1906, of a board of arbitration. The board
considered the grievances of the several unions separately
and listened to a very considerable amount of testimony. The
hearing was commenced on October 31, 1906, and was not
completed until January 9. 1907. As the result of the evi-
dence presented, both by the unions and by the railway
company, the arbitrators made the following awards, effective
September 6, 1906, to May 1, 1907: Armature winders and
electrical machinists to receive $4-00 per day; station operat-
ors, $96, $102 and $108 per month; dynamo tenders, $2.50 per
day; linemen, $4.00 per day; car barn and truck men, $100
and $85 per month. Except in the case of the station oper-
ators, eight hours was defined as a day's work and the men
working overtime were to receive time and a half up to 12*
o'clock midnight, and double-time wages after midnight. Work
on holidays was to be paid for at double-time rates. In the
case of the station firemen an 8-hour day was decided upon
and water-tenders and wipers were to receive $3.00 and $2.50
per day, respectively. The grievances of the street railway
construction men, whose union included those engaged in
track work, were adjusted by awarding day laborers $2.25
per day during the first month of their employment and $2.50
per day afterward; pavers, $3.50 per day, and night watch-
men, $2.50 per day. In each of the classes of workmen just
referred to, all three arbitrators concurred, but in the case
of the members of the street railway and electric employes'
organization, which demanded an 8-hour day and a flat wage
of $3.00 for the platform men, with a proportionate advance
amounting to 40 per cent for all other employes who were
members of the union, the board disagreed.
Briefly stated, the award of the majority of the board,
which was binding for the period between September 6, 1906,
and May 1, 0.907, was as follows: Platform men were to be
paid at the rate of 31 cents per hour, with 37.2 cents per
hour for overtime during the first year; the same employes
were to receive 32 cents per hour, and 38.4 cents per hour
for overtime during the second year; for the third and follow-
ing years of service the same employes were to receive 33
cents per hour and for overtime 39.6 cents per hour. No
changes were made in the existing arrangements based on
the 10,-hour division of the day. These agreements as to
wages and hours terminated on May 1, 1907, and the unions
again demand from the United Railroads of San Francisco an
8-hour day and a flat wage of $3.00 for all platform men.
The testimony before the board of arbitration which
temporarily settled the last dispute brought out several in-
teresting facts. It will be remembered that there were two
questions, which, as regards the operation of the road, were
to be considered by the board: (1) The employes' claim that
the work required of them had very materially increased since
the fire of April, 1906; (2) the earlier mentioned demand for
a day of eight hours and a wage of $3.00.
In reply to the first claim Mr. E. D. Hibbs, general super-
intendent of the United Railroads, introduced in his testimony
some interesting statistics comparing conditions before and
after the earthquake. During the period from March, 1906,
to July, 1906, the trackage had been reduced from 257 to 182
miles, a reduction of about 29 per cent. The track destroyed,
however, represented the lines most heavily traveled. In
March, 1906, the number of passengers per car-mile was 10.69,
while after the earthquake, in July of the same year, the
average was 12.42 passengers per car-mile, or an increase of
1.73 passengers. This increase of an average of less than
two passengers per car-mile undoubtedly afforded a strong
argument against the claim of the employes that their work
had been much more severe since the fire.
Comparing still further the conditions before and after
the fire it was noted that the concentration of traffic on a
few of the lines now operated has been caused by the shift-
ing of the centers of population, brought about by the mov-
ing of the shopping district. Before the earthquake the
average increase in seating capacity necessary to accommo-
date the rush-hour traffic was 53.19 per cent and since the
earthquake, owing to the lack of equipment, the number of
extra cars available has permitted an increase of but 12.46
per cent in the seating capacity during the time of rush
traffic. It was pointed out to the arbitration board by rep-
resentatives of the railway that since April, 1906, the class
of passengers handled consisted of a larger proportion of
mechanics and laborers than before and that at least 90 per
cent of these classes persist in riding on the platforms. This,
it is seen, will give a crowded appearance to a car when there
may be seats available inside. The regularity of operation
also is greatly hampered, first, by the conditions of the streets
in general, a large proportion of which are as yet impassable,
except on the railway company's tracks, and second, by the
character of the teaming in the burned district, which con-
sists largely of heavily loaded trucks conveying building ma-
terials.
The testimony which tended to show the unreasonable-
ness of the wage demand of the platform men also included
some interesting comparisons and other information. As a
basis for the arguments it was stated that no large electric
railway system in this country operates on a flat S-hour basis.
The reasons for this are various and apply largely to cities
of a class in which the traffic increases considerably during
the rush hours. The normal car-day in San Francisco is 20
hours, which may conveniently be divided into two periods
of 10 hours each. If the S-hour day, as demanded, were
granted, it would mean dividing the car-day into two periods
of eight hours ,each and one 4-hour period. This in turn
would result in so many short runs that even at the exces-
sively high wage scale demanded it would be impossible for
a part of the men to earn living wages. To illustrate how
different an organization would be required to operate the
equipment of the United Railroads of San Francisco on an
S-hour as compared with a 10-hour basis, maintaining the
same headway, running time, trips, etc., it was stated that
under such conditions an increase of 57 per cent in the num-
berber of employes would be necessary.
Compliance with the demand for a flat wage of $3.00 per
day for all platform men, it is thought, would work greatly
to the disorganization of any large body of men such as that
employed by the United Railroads for operating its cars. On
the lines of this company almost 66 per cent of the car
employes have been in service for more than two years and
the gradual increase in the rate of pay is an inducement for
them to remain permanently with the company. Another
logical reason for a graduated scale is that the company pro-
vides penalties for offenses against good discipline, and it is
only fair that the employe should have a reward for good
service, which would be offered him if the wage scale in-
May 11. 1907.
ELECTRIC RAILWAY REVIEW
fHM
eluded the raising of his pay after a certain length of con-
tinued service.
MUNICIPAL OWNERSHIP.
The members of the committee on municipal ownership
of the American Street and Interurban Railway Association
are under no illusions regarding the extent of the sentiment
in the United States in favor of public ownership. This is
shown by their able report presented at the meeting of the
association in Columbus in October, 1906, extracts from which
are published on another page. Out of 159 replies which
the committee received to its circular letter of inquiry to
members of the association regarding municipal ownership,
only 27 stated that there was agitation for municipal owner-
ship in the localities of the writers. Of these 21 indicated
that the agitation was but "slight." But figures such as
these, as the committee evidently recognized, are apt to be
misleading. Every person who keeps his finger on the public
pulse knows that there has grown up in this country within
the past decade a widespread sentiment for public owner-
ship. This sentiment has developed into actual agitation in
only a comparatively few communities, because in only a few
have there occurred expirations of franchises or other events
which have afforded opportunity for those favoring municipal
ownership to attempt to crystallize their theoretical views
in practical political and economic changes. These facts
must be candidly recognized if the growth of the sentiment
for public ownership is to be arrested.
The replies to the committee's question as to the causes
of the agitation leave, much to be desired. It is not surpris-
ing that none of the 58 companies responding held itself
responsible for the municipal ownership sentiment in its
community. Corporations, like men, usually feel that they
safely can leave to others the task of pointing' out their
faults and mistakes. But no intelligent and candid person
will deny that for the public opinion adverse to private
ownership of public utilities which exists the managements
of public utility corporations are themselves in considerable
degree responsible. A large majority of these corporations
have been conducted honestly and with a view no less to the
best interests of their stockholders than to the rights of the
public. But here and there corrupt bargains have been
driven with city councils and legislatures anxious to be de-
bauched. Here and there poor service has been given. Bad
financial methods, involving in some instances excessive
capitalization, and in many more the payment of excessive
dividends and failure to charge proper sums to depreciation,
have tended to cripple the companies and to give the public
an exaggerated idea as to their earnings.
But, while these and other mistakes of public utility cor-
porations unquestionably have helped foment the agitation
for municipal ownership, it is equally indubitable that in the
main, and fundamentally, this agitation has its roots in the
socialistic sentiment which within recent years has spread
so rapidly throughout the United States. The most marked
characteristic of the socialistic propaganda is its tendency
utterly to ignore practical facts and conditions; and doubt-
less there would have been agitation for municipal owner-
ship, although it would not have grown so widespread and
dangerous if every public utility corporation in this country
had been managed as faultlessly as, humanly speaking, was
possible.
The committee's recommendations regarding the best
methods to adopt i<> arrest the growth of sentiment for mu-
nicipal ownership are excellent. Giving the best service
practicable and wiser methods of financiering will contribute
potently toward this end. The contrast between the pro-
gressive and efficient methods of private management and
the slothful and inefficient methods of public officialdom
should be made so great and so conspicuous that the least
1 cannot fail to be Impressed. The policy of giving
entire publicity to the facts as to the operation and position
of the various companies, which many corporations favor,
may then be adopted with the confident expectation that it
will produce beneficial results from the standpoint of both
the stockholder and the public.
The vital, fundamental need in the United States now,
however, as the committee on municipal ownership evidently
recognizes, is a thorough campaign of education on the sub-
ject of socialism in all its phases. From the time of the
foundation of American institutions until within recent years
the keynote of economic policy in this country, national, state
and municipal, was encouragement to private initiative and
enterprise. It was believed that the true interests of both
individuals and the public would be best subserved in the
long run if governments refrained from entering the fields
of production and transportation except for the purpose of
compelling the private individuals engaged in cultivating
those fields to do justice to one another. The wonderful
industrial progress which America has made — a progress
which, both in its rapidity, and in the material blessings
which it has brought to all classes, is without precedent or
parallel in the history of mankind — should be ample vindica-
tion of this policy. That it is not accepted as such the
widespread agitation for governmental interference with and
regulation of businesses of all kinds, for public ownership
and operation of public utilities of many kinds, and even for
socialism in its most revolutionary form, makes only too
clear. So far as reason and the entire experience of the
human race are capable of demonstrating anything, they
demonstrate that, while unfettered private initiative and
enterprise promote the economic welfare of both individuals
and the public, governmental management of industry, and
excessive governmental interference with private manage-
ment of industry, produce economic stagnation or paralysis.
The check which would surely be caused to the development
of the traction business in this country by the general
adoption of municipal ownership is indicated by statistics
given by Prof. H. R. Meyer in his work on "Municipal Owner-
ship in Great Britain." Professor Meyer says:
"In the United States in the year 1902. in a total of 530'
cities, groups of cities and towns, and groups of towns, there
was, in 24.7 per cent of the cases, more than one mile of
street railway track for each 1,000 people; in 32 per cent of
the cases, one mile of street railway track for each 1,000 to1
1,499 people; in 21.9 per cent of the cases, one mile of track
for each 1,500 to 1,999 people; in 10.7 per cent of the cases,
one mile of track for each 2,000 to 2,599 people. In the
United Kingdom, on the other hand, there was, in 1903, no
case of one mile of track for each 1,500 people or less. The
most common ratios between street railway trackage and
population were one mile of track for each 5,000 to 5,999
people, and one mile for each 7,000 to 7,999 people. The
next most common ratios were one mile of track for each
4,000 to 4,999 people, and each 13,000 to 19,999 people. The
third most common ratio was one mile for each 3,000 to
3,999 people, and the fourth most common ratio, one mile
for each 11,000 to 11,999."
The managers of public utility corporations who shall
contribute through educational and other legitimate means
to stay the spread of socialistic sentiment will have the
satisfaction of feeling that they not only are protecting the
rights and interests of their stockholders, but also are per-
forming a patriotic duty as citizens; for the growth of this
sentiment is the most serious menace today, not only to the
continued prosperity and progress of the United States, but
to the very existence of modern civilization.
The Kokomo Marion & Western Traction Company,
Kokomo, Ind., is making extensive improvements on both its
city and Interurban lines. The tracks in Kokomo will be
entire];, rebuilt, and the interurban line will be straightened
and ballasted with stone between Kokomo and Marion.
6(18
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 19.
a dam across the-
1.7 miles long, the
from the latter, a
THE CAZADERO GENERATING STATION OF THE PORT-
LAND RAILWAY LIGHT & POWER COMPANY.
The Portland Railway Light & Power Company of Port-
land. Ore., has recently placed in operation a large water-
power generating station at Cazadero on the Clackamas river.
The new station is near the terminus of one of the company's
interurban lines and 40 miles from the center of the city.
This interesting installation comprises
Clackamas river, a flume and waterway
generating station and, across the river
step-up transformer station.
Water Supply.
The watershed of the Clackamas river and its tributaries
includes about 900 square miles. An abundant supply of water
during the summer months is assured by the melting snows
of the Cascade mountains, near which is the main source
of the river.
As originally built for a former plant the dam consisted
of a wedge-shaped structure of rough logs, each about two feet
in diameter, laid across and in the line of the stream. This
structure inclosed vertical pockets approximately 15 feet
square, which were filled with clay and broken stone. During
the summer of 1906 the old dam was strengthened by a rock
fill and additional crib work. The reinforcement also included
five rows of steel-capped piles across the stream at the upper
edge of the dam. The dam is now 230 feet long and 176 feet
wide on the base, and has a total length of 400 feet. A spill-
way 153 feet wide is provided, its crest being 51 feet above
low water below the dam. An accompanying illustration
shows a view of the crest of the dam and the four headgates
of the flume.
Leading from the gates at the dam is an open timber
flume which follows the contour of the river bank for a dis-
large a volume should afford a valuable factor for continuous
operation at such times as repairs must be made to the flume,
ditch or dam.
The forebay gates which control the supply of water
'let'J
Cazadero Station of the Portland Railway — Vertical Cross Section,
Showing Arrangement of Turbine Wheels and Generators.
'9-/0
Cazadero Station of the Portland Railway — Plan of That Part of Station Now Utilized.
tance of 2,622 feet, where it empties into a ditch 2,898 feet
long, which in turn discharges water into a storage lake
near the power station. At the inlet and outlet of both flume
and ditch are protecting walls and aprons of concrete. The
lake, into which the supply water discharges and from which
water is taken through steel penstocks to the wheels, covers
an area of 50 acres, and when filled as under normal operat-
ing conditions has an average depth of 20 feet. The volume
of water thus stored close to the power station is sufficient
to operate the plant for six hours after the headgates at the
dam have been closed. This immediate supply of water of so
at the top of the penstocks are set in a heavy reinforced
concrete wall on the river bluff. An accompanying illustra-
tion shows the forebay side of this wall before the gates were
placed. At the left-hand side of the wall will be noted the
sectional openings for the spillway gates, by which the water
level in the reservoir may be regulated. The concrete wall,
which retains the lower end of the reservoir and the penstock
and spillway gates, is 290 feet long, 20 feet thick at the
bottom, 8 feet thick at the top and 33 feet high. The wall
itself rests on a foundation 47 feet wide, built into the sand-
stone bedrock. This foundation extends as an apron 27 feet
May 11, 1907
ELECTRIC RAILWAY REVIEW
l '.II! i
Cazadero Station of the Portland Railway — Interior of Power House. Showing Generators and Water Wheels.
C azadero Station of the Portland Railway — General View from Opposite Bank of River.
'61(1
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 19.
upstream from the gates. The fine penstock gates, protected
by iron gratings, are interconnected by gears and shafting
so designed that the gates may be operated by hand from a
runway above or by a motor controlled from the power station
Niles traveling crane, motor-operated and having a span of
47 feet, serves the interior of the entire building.
The penstocks leading from the intakes above enter the
building from the land side and, as shown in the sectional
Cazadero Station of the Portland Railway — Forebay Wall and Penstock Openings During Construction.
below. There are five gate openings and five penstocks, but
three of which are now in use.
Each of the forebay gates controls the entrance of water
to a steel penstock eight feet in diameter leading down at
an angle of approximately 45 degrees to the wheels in the
power station below. The steel penstocks are supported at
elevation, connect with the under side of the wheels. At
present there are in operation three Victor turbines, each
comprising two 41-inch wheels on one shaft. These pairs of
turbines are rated to develop 5,000 horsepower each, with a
head of 125 feet. However, as now installed, there is an
available head of 13S feet at low water, with the lake full, or
~'--'\ ■%. * .-A
fe- 1
TY*'
■
..
:'
^^BB»^™*r~***~^;*rrii ■ ■"" _Sl"J""-":
1 1 zn
^=s^
__ '
Cazadero Station of the Portland Railway — Open Flume Along River Bank.
frequent intervals by concrete piers resting on bedrock under
the bluff.
Power Station.
The power station building has a brick superstructure 180
feet long and 50 feet wide resting on concrete foundations
extending to bedrock. An accompanying illustration taken
from across the stream shows the power house close to the
stream and the penstocks extending up the bluff to the retain-
ing wall of the reservoir.
The buildings is well lighted by 13 arched windows
8 by 14 feet, on the stream side and lower end. A 20-ton
13 feet greater head than that for which the units were de-
signed. Each pair of wheels is controlled and regulated by
a Lombard governor, and is protected against severe water-
hammer by a Lombard relief valve discharging in a line
with the entering penstock. The waterwheel governors are
driven by belts over the main shaft and are also controlled
electrically from one of the main switchboard panels.
Each pair of wheels is direct connected, as shown in
the accompanying illustration, to one Allis-Chalmers-Bullock
3-phase, 33-cycle, 10,000-volt generator, operating at 330 revo-
lutions per minute, and having as its rated normal load 131
May 11, 1907.
ELECTRIC RAILWAY REVIEW
611
amperes at the stated voltage. Exciting current for each The output of the generators, which is at 11,000 volts
generator is furnished by a 120-volt, 625-ampere generator, potential, is taken through cables to busbar compartments
with its armature mounted on an extension of the main gen- made of concrete. A portion of this structure is shown at
erator shaft. The present building includes ample space and the rear of the switchboard. Here there are two sets of buses
Cazadero Station of the Portland Railway — Crest of Dam Across Clackamas River.
L_
m v<
tlsi
/
/
i-t-JLJ
-=V-
Cazadero Station of the Portland Railway — View of Incomplete Switchboard, Showing Busbar Compartment at the Left and Oil
Switches Above.
the penstocks and foundations have been placed for two
additional units.
The bearings of the waterwheel, generator and exciter
are piped for lubrication with oil circulated under pressure.
A supply of oil is furnished by a triplex pump, belt driven
from the main shaft. The suction for each of these oil pumps
iken direct from a closed storage reservoir standing on
the machine floor near the water wheels.
so interconnected with remote-control, oil-break switches
and air-break, hand-throw switches that either or all of the
machines may be connected with either bus. Connecting with
each set of buses is. a line switch. From these line switches
there are two 3-wire transmission lines, which span the
river and enter a brick transformer station on the opposite
side. In Lliis building are nine 850-kilowatt oil and water cooled
Stanley transformers, which raise the potential from that of
612
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 19.
generation, 10,000 volts, to that of transmission, 30,000 volts.
From this transformer station there are two 30,000-volt trans-
mission lines on individual pole lines leading to Portland. 40
miles distant.
There is also a third transmission line which is fed
through a line switch from the machine buses. This line
Cazadero Station of the Portland Railway — Gates Leading to
Penstocks and Spillway.
follows the railway track to Portland, serving the substations
of the railway.
The main switchboard of the power station, illustrated
herewith, presents a very neat appearance. The board com-
prises three generator panels, three exciter pauels, one house
panel, one high-tension control panel for 10,000-volt line to
Cazadero Stati
the Portland Railway — Step-up Transformer
Station.
intermediate substations along the railway line to Portland
and two control panels for 10,000-volt lines across the river
to the step-up transformer station. There are also five blank
panels to accommodate the switches and instruments for new
generating units. At the rear of the switchboard and behind
the busbar compartments are General Electric curve drawing
wattmeters and recording wattmeters for each outgoing line.
P. G. Sykes, general manager of the light and power de-
partment of the Portland Railway Light & Power Company,
has been in general charge of the entire work, and, with the
engineers in direct charge of the various features of construc-
tion, has assisted in carrying to completion the plans of the
entire plant at Cazadero. T. W. Sullivan, hydraulic engineer
of the Portland Railway Light & Power Company, has had
charge of the construction of the dam, reservoir, and all
hyraulic work connected with the new plant. The electrical
construction and operation of the plant are in charge of O. B.
Coldwell, operating engineer of the company, while the work
of constructing the lines for the transmission of current to
Portland was executed by H. S. Sladen, transmission engineer
of the company.
STRIKE IN SAN FRANCISCO.
A strike of the conductors and motormen of the United
Railroads of San Francisco was declared early on Sunday,
May 5, after the company had repeatedly refused to grant
the demands of the men for a flat wage scale of $3.00 for an
8-hour day. This is the same demand that precipitated the
strike of last summer, which lasted from August 26 to Sep-
tember 5, and which was settled by the appointment of a
board of arbitration. The board reported on February 28,
1907. in favor of a scale of $3.10, $3.20 and $3.30 per 10-hour
day, for the first, second, third and following years of service,
respectively. This scale was put into effect as of September
5, 1900, and on April 19, 1907, President Calhoun of the
United Railroads offered to continue the rate for the year
beginning on May 1, although it was based on the unusual
conditions of last year following the earthquake. This offer
has been refused by the men, who have repeated their de-
mands of last year for a flat $3.00 scale for eight hours.
Several conferences have been held between representatives
of the carmen's union and the officers of the company, but
the company has declined to make any further concessions
The strike has completely tied up the street railway
service of the city, whose situation is further complicated by
strikes of the telephone operators, stationary firemen and
structural iron workers. No attempt was made by the com-
pany to run cars on Monday, May 6, but that night President
Calhoun issued an order for all the men to return to work at
S o'clock on the following morning or to consider themselves
discharged. In anticipation of a strike the company had
imported several hundred non-union men and on Tuesday
seven cars, mianned by armed guards, were run out of the car
house at Turk and Fillmore streets. These cars were imme-
diately attacked by the strikers with bricks and stones
and the guards fired several shots into the crowd. The riot-
ing lasted several hours and two men were killed and several
injured. The guards were arrested by the police, acting
under instructions from Mayor Schmitz to arrest any one
carrying arms. The cars, badly wrecked, were finally allowed
to return to the car house. On the following day, Wednesday.
two cars were sent out and operated over about six miles of
track in the residence district and the protection of the police
was sufficient to prevent serious violence or bloodshed, al-
though the cars were attacked by the mobs several times.
The men on the cars were not armed. Mayor Schmitz has
given orders to the chief of police to swear in more officers
if such a step is found necessary and special reserves of
police have been stationed near the car barns. The mayor
has declined to call upon the governor for state troops or to
station policemen on the cars, stating that their presence
would only inflame the rioters.
The company has announced through Thornwell Mulally,
assistant to the president, that it would no longer recognize
the union. President Calhoun issued a statement that the
company would attempt to operate its cars peaceably, but that
it would not hesitate to defend its rights. Mayor Schmitz on
Wednesday declared that he would appoint a committee of
50 citizens to pass upon the questions at issue. This state-
ment was made following a conference between the mayor.
President Calhoun and President Cornelius of the carmen's
union. Neither side would agree to abide by a decision of
the committee.
May 11. 1907.
ELECTRIC RAILWAY REVIEW
G13
MUNICIPAL OWNERSHIP.*
Report of the Committee on Municipal Ownership of the
American Street and Interurban Railway Association.
Out of 164 companies, we find that the franchises under
which they are operating are derived as follows:
51 9
United States government l
City 44
City and state 36
Government ami city l
City ami county 44
Stat-, city ami county 23
Total 15S
The bearing of this mixed parentage with reference to a
possible attempt on the part of cities to take over the busi-
ness of the companies is obvious.
In answer to the question. "What municipally-owned
utilities are now in operation in your city or field or opera-
tion?" 158 replies were received as follows:
None 58
Wat. rworks "1
Electric lighting 14
Waterworks and electric lighting 21
Electric lighting and gas 1
Waterworks and gas 1
Waterworks and sewer* 2
Waterworks, electric lighting and gas 4
Waterworks, electric lighting, gas, sewer and electric railway.. 1
Waterworks, electric lighting and electric railway 1
Waterworks, electric lighting and sewer 1
Ferry 1
Bath houses 1
Waterworks, ferry, subways and tunnel 1
Total 15S
The municipal electric street railways reported in the
above list are one in West Seattle, Wash.. 1% miles long
with 2 cars, and the other in Guelph, Ont., with 7^2 miles of
track and operating 11 cars. Within the last month the
electric railway at West Seattle has been sold to the Seattle
Electric Company, a privately owned corporation.
One hundred and fifty-nine answers were received to the
question, "Has there been any agitation in your locality for
the municipal ownership of street railroad properties?" as
follows:
No ' 132
Yes 6
Slight 21
To the question, "What have been the causes of such
agitation?" the companies apparently found difficulty in re-
plying, since out of 164 only 58 responded. Of these 33
asserted that there was no definite cause, and the others
assigned as reasons, socialistic movements, the general mu-
nicipal ownership wave in the country, political and news-
paper agitation, and disagreements growing out of attempts
at franchise renewal.
In answer "To what extent does this movement prevail
today?" 75 companies replied as follows:
Xo agitation at present .ri4
Slight 15
Growing 2
e 3
To the question as to the sentiment of the local press
in regard to the movement, 116 companies answered that the
movement was nol receiving support by the newspapers. 10
that it was advocated to some slight extent, and S that the
press in their vicinity was pronouncedly in favor of the
doctrine.
One hundred and fourteen companies stated that the mu-
nicipal ownership movement was not a feature in the politics
of their city or town, two that it entered into same to some
slight extent, while by six it was pronounced a prominent
or in the work of political organizations.
One hundred and thirty-one replies were received to the
i. that there had been no expression regarding the doc-
trine by the voters or taxpayers of the city or county, one
that it had been quite openly advocated and three that it had
made a subject el' referendum.
To the question as to whether the city charters or any
legislative enactment required a referendum of the question
of the municipalities acquiring or owning and constructing
street railways, ou1 of 103 answers ii appeared that about
one-half of the munlc palitii 01 towns are required to refer
a question to the TOters, and the others tire free to fake
the civil a ut ho ri lii ma desire, subject, of Course,
to general restrictions with reference to the issue df securi-
tor municipal undertakings.
•At. st i ■ resented at i tolumbus, 1 1 on I Ictober 19,
One hundred and thirty-two of the companies stated that
there had at no time been anj verj complete discussion of
the question of municipal ownership in their locality, and
Unit no presentation of the arguments for or againsi to
proposition had been made in the local press by am
body or in any public assembly; while eight replied thai the
matter had been the subject of popular discussion. From
Halifax, N. S., it was reported that the conclusion of a gen-
eral and public consideration of the subject in that city had
resulted adversely to its trial.
To the question "Has your company made any public
statement of its position, either in the papers or otherwise,
in regard to the question?" 132 companies replied, "No," and
3, "Yes."
It will be interesting to carefully note the answers
received te the following question: "What, in your opinion,
is the best method of meeting and controverting the senti-
ment for municipal ownership?" Of the 110 replies, five
methods were especially emphasized:
(1) Education. (2) Good service. (3) Publicity as to
facts of company's operation and position. (4) A liberal
policy in the matter of extensions, rates, etc. (5) Square
treatment of everybody.
From these replies, it is evident that as regards the
electric street railroads in this country the movement for
their municipalization has not as yet assumed any very
grave proportions, but we cannot be blind to the fact that a
strong sentiment in that direction has developed which will
sooner or later threaten our investments and as well our
rights as citizens and taxpayers, as we hold them. If we
concede that this condition exists, the most important answer
to the questions submitted to the companies would seem to
be that last cited, namely, "What is the best method of meet-
ing and opposing this sentiment of municipal ownership?" and
we cannot do better than to take for discussion in this report
the suggestion embodied in the replies received from the
members of the association, which, in brief, is covered by
the term "education" or the phrase "public enlightenment
upon the subject."
We may utter only a truism when we say that he who
would ascertain the truth or falsity of a proposition or in
the study of one that is complex accurately separate the true
from the false, the material from the immaterial, must needs
as a precedent to any permanent and safe result be fur-
nished with an open mind, an honest purpose and a coura-
geous resolve, but especially is such an attitude on our part
absolutely essential in the present instance, for if we be-
lieve the discoverable truth as to this question of the
municipal ownership of public and quasi-public utilities, such
as transportation, both as to facts, methods and results, will
lead to the safeguarding of the business interests, we repre-
sent and our own, as citizens and taxpayers, we ought heartily
to urge our fellow citizens to join with us in a patient,
comprehensive and honest study of the question and the
conditions which have given it life and force. Invective and
violent declamation will not prevail to stop its progress; its
promoters cannot be frightened from their purpose by super-
ficial criticism or political strategy. We must meet them in
the field of open discussion and argument, prepared to reason
together honestly and fairly as to the merits of the proposi-
tion.
When equilibrium is delicately poised a minute and per-
haps an unobserved change of a few ounces of weight nun
precipitate an avalanche, so in a society like ours, moving
with unprecedented rapidity, unintelligent conservatism is
dangerous, and in these days we cannot afford to be super-
ficial observers of the progress of this socialistic question,
pregnant as it is for good or evil.
The proximate causes of this socialistic agitation in
our land are conspicuous and easy to name — the underlying
and more permanent reasons may possibly escape the notice
of an unthoughtful observer. The former find their most
clamorous exponent in the political demagogue or profes-
sional agitator who shouts, "Down with corporations," "Death
to monopoly," "Smash the trusts." Of the same class and
kind is the newspaper that in chromo type and with cartoon
and caricature holds up to calumny and ridicule the fortunate
and prosperous and declares that capital is the implacable
foe of labor.
But state and municipal socialism also derive stimulus
and support from a class of good citizens, sane and conserva
tive, who in ibis land of equal political rights view with
alarm the inequality of social conditions and note with resent
ment and dissatisfaction the open abuses of great wealth
and corporate power, so that without a clear idea of the true
reasons for the prevalence of these conditions or of proper
methods for the amelioration of the evils of our complex
society, they are well disposed to change iti governmental
relations as a panacea lor ail these ills. To these proponents
of the socialistic movement must he added the taxpayer who
614
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 19.
believes under municipal or state ownership his taxes would
be lowered and his outgo for service would be cheapened, and
also the laborer who imagines that state or municipal owner-
ship of public utilities will provide more opportunities for the
sale of his labor, and that, too, at a higher rate measured
by wage or hours of work.
Modern industrialism, despite its sins and mistakes, was
the crowning glory of the last century, and properly guided
and controlled will extend its blessings and repeat its
triumphs in this one. To estop individual initiative and
stimulus to genius and industrial development is to call a halt
in state or municipal progress, and we contend rather that
to multiply the opportunities for individual effort and to safe-
guard the results of same should be an important work of
government and society.
We believe, then, that a safe and defensible position for
us to take in the discussion of this question is that so clearly
put by President Eliot of Harvard, who declares: "If the
government enters a field which individuals or a voluntary
association of individuals could till, it diminishes by so much
the range or reach of the great school of self-governing free
men, namely, the school of creative and constructive industry
under liberty and with responsibility."
The more popular and usual reasons, aside from the
general statement that corporations are acquiring too great
control and political power, given by political orators and
socialistic propagandists in support of the extension of mu-
nicipal functions to cover water, light and transportation, are
that these public utilities are natural monopolies, and as
such belong to all the people for their use and convenience.
The sanest and clearest statement made on this point we
have seen is that of Samuel Chisholm, lord provost of Glas-
gow. He says: "In my opinion there are three conditions
wrhich should meet, or at least two of which should meet,
before a municipal corporation should be authorized to take
over any public enterprise: (1) That it is more or less prac-
tically a necessity. (2) That it is practically a monopoly.
(3) That it requires the use of the streets."
As to the element of necessity, is light or transportation
any more a necessity to the people of a city than bread,
clothes or boots? Why should the supplying of the latter
be given over to private enterprise and the former be taken
in hand by the city?
But these public utilities are natural monopolies and
use the public streets. Is it true that our rights under
charter in the cities of this country have protected us from
competition? Do not the major portion of our franchises
distinctly state they are not exclusive? Appeals to courts
on the question of exclusive franchises have resulted in de-
cisions to the effect that it is "ultra vires" for a common
council to grant an exclusive privilege in a public street. Our
critics argue, however, that our occupancy of a city street
with our tracks prevents of necessity the incoming of a
competing line. If one consults the maps of the cities of
the United States, he will find that there are but few in
which a competing line of street railroad could not find un-
occupied streets upon which, from the centers of the busi-
ness section to the residential quarters, a line might be laid
with some fair degree of prospective profit. But a few years
have elapsed since the present apostle of municipal owner-
ship. Mayor Johnson of Cleveland, was granted a franchise
in the streets of Buffalo for approximately 100 miles of track,
and was only prevented from construction by the railroad
commissioners of the state, who, after a careful investigation
of the matter, refused Mr. Johnson such a right on the
ground that the new road was uncalled for, as the local com-
pany was already giving all the service and facilities the
city's needs required. Evidence of the presence of competi-
tion is to be seen in not a few of our cities today where
applications are before the councils for new and competing
lines.
But if we are monopolizing the surface of the streets
we cannot lay claim to the space above or below such streets,
and neither in Xew York nor Chicago did the averred occu-
pancy of the streets prevent the competition of elevated or
subway lines, a kind of competition that is not far distant
in many otner cities.
Last of all we are exposed to the threatening competi-
tion of the cities themselves engaging in the business by the
building of municipal lines, and with the strong arm of legis-
lation compelling "joint user" clauses in any new extensions
granted, giving them the right to run their cars over parts.
at least, of our lines already built.
But distrust of so-called exclusive proprietorship of pub-
lic utilities lies, we are often told, in the belief that they
are immensely profitable, and, therefore, that the state or
municipality, in granting charters for the private ownership
and conduct of public utilities, have improperly parted with
a valuable asset which they should in some way recover.
This statement is notably the favorite allegation of agitators,
and demagogues, but it is as well a part of the faith of many
people who have never taken the time to study the matter
with any degree of care or accuracy.
From the United States census bureau"s special report
on street and electric railways for 1902. some interesting
and instructive statistics bearing on this matter of the value
of our franchises may be obtained. By the report in ques-
tion it appears that the total amount of dividends and interest
actually going to stockholders and bondholders of the street
and electric railways in the country, as a whole represents
less than the current rate of interest on an amount equal
to the face value of their outstanding securities. Of S17
operating companies in 1902 with 22.576 miles of track, and
60.290 cars carrying 4.774.211.904 fare passengers, but 2S6
paid any dividend on any or all classes of stock securities.
The total ratio of dividends paid to total capital stock was
2.6 per cent: the ratio of total dividends to total dividend
bearing stock was 5.1 per cent. The full amount of divi-
dends paid during the year was $33,039,171, and the same
year the companies distributed in interest to bondholders
aud creditors $46,462,470. paid to wage earners, $S0.770.449.
and to the commonwealths in taxes $13,366,335. If to this
latter item be added the personal taxes assessed against the
individual holders of street railway securities, on the low
basis of three-fourths of 1 per cent on the face value of their
securities, the item of taxes turned into the state and mu-
nicipal treasury during the year amounts to approximately
$20,562,516. The rate of net return to stockholders would
not indicate any especially great profit at present being
derived from the chartered rights the companies possess, and
the rate of return, considering the menaces and hazards of
the business, surely cannot be regarded as excessive. It is
notable as indicating the estimate of value placed upon street
railroad securities that the stock issues of a comparatively
few of the companies represented in this association sell at
par. The bonds of our companies are not permitted as in-
vestments by savings banks, and in the list of investments
by banks, trust companies and insurance companies few if
any street railroad securities are to be found.
To a statement of our dividend paying results, our mu-
nicipal ownership friends may reply that our security issue
is inflated, and thus good, divisible earnings are precluded.
Meeting this allegation, we point to the facts as they appear
in Massachusetts, an old and populous commonwealth and
one in which, by law. the security issue of a company must
not exceed the actual cash invested. Everett W. Burdett in
his admirable recent address on "Municipal Ownership."
points out that "The state of Massachusetts has 9S electric
railways, operating 2.6SS miles of track, transporting over
500,000,000 passengers by the use of 7,341 cars, and that only
about one-third of them paid a dividend in 1905. Sixty-three
paid no dividends at all. while the other 35 paid from 2 to 10
per cent with an average dividend of 4% per cent, which, if
applied to the capital of all the companies in operation, would
have yielded an average dividend of less than 2*-> per cent.
At the same time these companies paid into the public treas-
ury in the form of taxes nearly $2,000,000. It thus appears
the tax gatherer, the employe and the general public have
each and all reaped rewards much greater than have been
realized by the stockholders in these enterprises." Verily
the monopoly we enjoy is neither to be feared nor greatly to
be envied.
Giving further consideration of this monopoly cry. we
may point out that the great danger of monopoly is the
absence of the stimulating and controlling power of competi-
tion. In the granting of our franchises, both the state and
city authorities seemed to have this fear, for not only in
these charters, but by ordinances of constant and regular
sequence we are required to do this or that, or refrain from
sundry and imaginary actions, with elaborate legal refine-
ment. We are directed as to opening the streets, the kind
of rails and crossings which shall be employed, the style of
overhead construction we shall use. the kind of cars we may
provide and how they shall be run. the signals to be used,
the time to put on vestibules, when to take them off. where
we shall stop to take on or let off passengers, the fare we
may charge and the transfers we must give; how we must
adapt our business to other users of the street; these and a
hundred other regulations are duly set forth for our guid-
ance. Xo other public utility is regulated and controlled to
a similar extent. Xor do we complain of this careful and
watchful supervision — a supervision the penal clause of
which reads nullification of privileges or severe fines.
To turn over such a regulated and controlled monopoly
to an uncontrolled one, as would be the case were the city to
assume the ownership and operation of its street railroads,
would, to put it mildly, be open to great question. All the
evils laid at the doors of monopoly of indifference to public
wishes and comfort and the like, would surely be heightened
and aggravated by such a transfer, and a little study of the
usual conduct of public and municipal affairs would, we think.
May 11. 1907.
ELECTRIC RAILWAY REVIEW
615
evoke a decided negative to the proposition, unless, we are
sometimes promised, vital changes are made in the usual
make-up of municipal responsibility.
As to the point that as our roads in using the public
streets thus trench on the proper sphere of municipal func-
tions, we answer that as we construct our lines and operate
them in accordance with and under the rule of the city's
agents, the municipality could do no better.
Evidently back of a programme of municipal activity
stands the question of taxes and their equalization in such
way as that they shall bear justly upon the rich and the poor,
the capitalist and the laborer, the professional man and the
tradesman, with such equal weight that none may complain
of his apportionment.
If the city, therefore, engages in a business for the
service of which charge is to be made to users, and further, if
this city business is instituted in the face of offers on the
part of private corporations to assume all risk and under
regulation by the proper authorities to give the service for
a specific charge, justice to taxpayers and respect for fair
business conditions demand that from the income of said
business all charges should be paid. In other words, such
business should be self-supporting, and this is manifestly true
in consideration of the advantage which is claimed by the
proponents of municipal ownership, that no dividends should
be distributed by a municipally-owned enterprise of any
sort.
That such should be the basis of the financiering of a
city's remunerative public utilities is becoming generally
recognized and has been adopted in the case of municipal
waterworks. The mayor of Chicago, in his scheme for the
municipal ownership of the street railroads of that city, pro-
poses to issue bonds or certificates of indebtedness against
the properties and their earnings and against these alone.
The citizens of Seattle, Wash., were recently called upon to
vote upon a scheme for the construction of a system of
municipal street roads in that city. The financial basis of
the proposition is set forth in the ordinance authorizing the
same, as follows: "To ratify or reject the proposition of
incurring a general bond indebtedness bearing interest not
exceeding 4 per cent per annum in the sum of $1,272,000,
together with the proposition of incurring a special bond
indebtedness bearing interest not exceeding 5. per cent per
annum in the sum of $3,000,000, to be an obligation against
not to exceed 20 per cent of the gross revenue or proceeds
to be derived from the plan or system." This rather unique
financial scheme, while it smacks very strongly of a mu-
nicipality trading on margins, evidently recognizes the in-
justice, in part at least, of loading the general taxpayer of a
city with the burden of a municipal public utility.
A city, therefore, establishing a business on such a basis
has no advantage over that of a private corporation in the
matter of securing capital, and public service utility bonds
and certificates of indebtedness secured by mortgage on the
property and its revenues will not sell in the open market
at any higher prices than those of a private corporation. In
fact, we believe it can be demonstrated that capitalists, by
reason of having less confidence in the progressiveness, ac-
curate accounting and the skill of municipal management,
would regard less favorably such a security of a city road
than they would that of a corporation.
As to the partnership of the people in the enterprise, it
is but fair to say that the average man desires the liberty
to choose for himself as to the investment of his money and
business associates, and for every taxpayer in the city,
whether he will or no, to be compelled to take shares in a
business over which he has no control, and especially man-
aged by men of whose capacity he has no proof, is a proposi-
tion which, while it may from a sentimental point of view
have sonic force, surely from a business one, is of no weight.
As it is a notorious fact that private enterprise is am-
bitious and progressive, ever seeking extension for its efforts
and multiplying its activities, while business interests in the
bands of the government are quite the reverse in their
policy, the suggestion that the municipalization of our street
railroad systems would in the long run increase the oppor-
tunities for the working classes, is evidently untrue.
It is hardly necessary for us to take time to discuss the
claim of the municipal ownership promoters that the city-
owned road could be managed cheaper than is that of the
private corporation; so universally is it acknowledged that
public work of all kinds is less economically handled than
that of corporations where responsibility is directly traceable
and the directors or managers of which can be readily
brought to book for negligence or incapacity.
As we have before stated in this report a considerable
number of those advocating the municipal ownership of
public utilities have been led to do so by their distrust and
ist at the relations which have existed between legis-
lators having in their power the granting of public franchises,
the officials and promoters, or political bosses, who have
acted as the henchmen of public service corporations. Your
committee hold no brief for the defense of corporations who
have debauched councils, and by the use of bribes in the
shape of securities or of cash have secured privileges, even
though the request for such privileges in and of itself was
often entirely proper. But we aver that graft is confined
to no department, no locality, no party, no corporation or no
individual. In the public revelations which have been made
of late of the existence of this evil in this country, it ap-
pears in the federal government, in the city governments,
in the postoffice department at home and in the consular
service abroad, in public and private business circles; and
wherever it is seen it is revolting to honest business enter-
prise, and injurious in the extreme to all our interests and
desires. It is an evil which must be extirpated, or reduced
at least to its lowest terms, and we believe we may say that
no class of business men or business interests would be more
pleased to see this evil uprooted than would the street rail-
road companies, their managers and directors. If the inner
history of the companies represented by this association could
be accurately written and spread in full upon the public
books, it would cover a list of refusals to purchase privi-
leges, or rather, in many instances, permission to do that
which was altogether advantageous to the city in which the
company operated and to the people whom it desired to
serve, even at the risk of attack, misunderstanding and un-
popularity, that would be surprising in number, and well-
nigh continuous. We go farther and aver that the street
railroad companies of the country, as a body, are honestly
conducting their enterprises. They have no reason to be
ashamed of the business in which they are engaged, or of
the ser.vice which they give. They have played no unimpor-
tant part in the wonderful growth of urban life and what
opportunities in this country during the past 25 years, and
what they have accomplished in the introduction of electric-
ity and its uses for public transportation is a source of pride
and of self-congratulation. The use of improper or under-
handed methods in the securing of rights or the enforcement
of privileges already granted is as distasteful to the street
railroad manager as it is to any citizen or business man: and
we are sure that we will join hands most gladly in every
movement looking toward the extirpation of such a practice
of evil.
PROVISIONS OF NEW PHILADELPHIA ORDINANCE.
The new ordinance for the Philadelphia Rapid Transit
Company, which was framed by the Retail Merchants' Asso-
ciation of Philadelphia, was presented to city councils on
May 2. The main provisions of the ordinance are as follows:
Fifty-year profit-sharing contract, to take effect on July
1, 1907, between city and Rapid Transit company, supersed-
ing and canceling all existing contracts, agreements and
bonds between them or between the city and the subsidiary
companies.
Company to establish a sinking fund to extinguish its
present capital stock of $30,000,000 at the end of 50 years.
Company to call in within 30 days its unpaid capital
stock by $5.00 instalments so that the whole shall be paid up
by December 31, 1908. Proceeds to be expended upon com-
pletion of present transportation projects, and upon addi-
tional improvements and betterments.
City reserves right to purchase all the property of the
company, subject to all indebtedness now existing or here-
after lawfully created, upon July 1, 1957, or upon any July 1
thereafter by serving six months' notice and paying an
amount equal to par for the capital stock of $30,000,000, plus
any additional capital stock which may be issued with the
consent of the city.
Nothing in the contract is to make the city liable for
any of the debts, obligations or liabilities of the company.
Broad street subway franchise is canceled. Frankford
elevated franchise confirmed and time for construction ex-
tended for three years from June 1, 1907.
Underground trolley and other regulating ordinances
repealed, but the city retains the right to make all rules
and regulations for operation and management of the lines
necessary for public health and s;i
When the sinking fund reaches $5,00u.uuu the company
is required to pay the money to the city treasury, and it
is to become the property of the city.
In lieu of car licenses, the company is to pay a fixed
amount to the city annually; and is also to pay a fixed sum
per square yard of streets occupied by track in lieu of paving
and repairing such streets.
The company is prohibited from assuming further leases,
obligations or guarantees, or parting with any of its stocks,
leaseholds or franchises without consent of the city.
Councils may determine upon routes of new surface,
616
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 19.
elevated or subway lines, and if the company fails to accept
them within 90 days the city may offer the franchises to any
who will undertake their fulfillment.
The mayor, the president of the board of city trusts and
the president of the board of education, without incurring
any liability as directors, are to be members of the company's
board of directors.
City to receive an mount equal to one-half of all divi-
dends paid by the company in excess of 6 per cent per annum
on the actual amount of capital paid into the company's
treasury.
City comptroller to have access to the company's books,
accounts and vouchers in order to verify its financial state-
ments by examination and report the result to councils.
The company is to be prohibited from further increasing
its capital stock or funded indebtedness without the consent
of councils.
All certificates of stock and leases held by the company
to be stamped across the face that they are held subject to
the terms of the contract.
Morris L. Clothier, president of the association, said in
a letter which accompanied the draft of the ordinance: "We
are assured of its acceptance by the company."
.Mayor Reyburn will hear the opinions of citizens repre-
senting various interests on the bill.
PRODUCER GAS ENGINES.*
W. B1SSELL.
Attention is invited to certain tests made by the United
States geological survey during the period of the Louisiana
Purchase Exposition and at the government testing plant
established there.
Table I.
British thermal
units Average Dry coal
per pound k.w. hours at per
dry coal. switchboard, k.w. hour.
a;
<y
samp,es- !i !i $i it $i it U
tec. ft a tfl a ft a xri a ft a U a
Alabama, No. 2 12,555 13,365 158 148 5.50 2.21 2.48
Colorado, No. 1 12.577 12,245 115 148 6.51 2.30 2.83
Illinois, No. 3 12.S57 13.041 147 148 5.85 2.41 2.43
Illinois. No. 4 12,459 12,834 145 148 6.47 2.37 2.73
Indiana, No. 1 13,377 13,037 163 148 5.56 2.60 2.14
[ndiana, No. 2 12.452 12.95:; 142 149 5.85 2.08 2.81
Indian Territory. No. 1.12.834 13.455 143 152 5.44 2.46 2.21
Kentucky, No. 3 13.036 13,226 155 148 5.68 2.57 2.21
Missouri, No. 2 11,500 11,882 152 12S 6.62 2.30 2.88
W.st Virginia, No. 1. .14,198 14,396 140 148 5.25 2.12 2.48
West Virginia, No. 4. .14,002 14,202 157 148 4.87 1.74 2.80
West Virginia, No. 9. .14,616 14,580 154 149 4.66 2.14 2.18
West Virginia, No. 12.15,170 14,825 LSI 148 4.75 2.02 2.35
Wyoming, No. 2 10,897 10,656 135 149 7.94 2.7S 2.85
Averages 13,037 13,192 5.71 2.29 2.49
In Table I is shown the principal results of steam and
producer gas engine tests of certain soft coals, some of which
are comparable with Iowa coals. Fourteen tests are here
quoted. The favorable showing of the producer gas engine
in these tests is significant. While it is true that the steam
engine used was a simple non-condensing engine having a
water-rate of 23.6 pounds, it is also true that the gas engine
in the large sizes is still in an experimental stage, especially
in those features of its design and operation which affect its
utility in plants where only ordinary skill can be expected
to be exercised.
Of the coals listed in Table I, Missouri No. 2 resembles
most closely the Iowa coals — its principal properties being:
Average of
Missouri No. 2. towa coals
Moisture 11.60 13.16
bon, volatile ;;,
fixed 39.69
Ash 14.84 13.76
Sulphur 4.56 4.65
ific value 11,500 to 11, SS2 10,019 to 11,027
The lack of correspondence between the relative values
of the several coals in Table I for steam and producer tests
indicates that a given producer may be better adapted for
handling a wide variety of coals than is a given boiler furnace.
•Abstract of a paper read before the Iowa Electrical Association.
Clinton, la., on April 19. 1907.
tProfessor of Mechanical Engineering, Iowa State College,
Am"?. la.
The table also shows that for these tests and conditions
the percentage of saving in fuel of the producer over the
steam plant is greater for the poorer coals, and this is an
entirely resonable view because the volatile constituents of
the coal in the producer escape only through the engine cylin-
der in which their combustion is completely effected; whereas,
with steam generation with volatile fuels under a boiler, vari-
ous and large proportions of the volatile matter escape to the
chimney unburned.
The tests above quoted were largely in the nature of
preliminary tests and considerable difficulties were met with
in obtaining reliable results.
In the year following the exposition, viz.. 1905, better
arrangements were available for the tests, and the matter was
again entered into much more thoroughly. A notable change
in the conditions surrounding the second series of tests was
in their length. It was possible to secure continuous periods
of operation for each test of from 40 to 60 hours, which was
not possible in the earlier tests.
Table II.
British
thermal
units Dry coal
per pound per k.w. hour,
Samples — dry coal. Ash. Sulphur, steam producer. Ratio.
Illinois, No. 9... 12, 438 11.5 4.92 7.00 2.38 2.94
Illinois, No. 19. .13,000 9.4 0.53 5.65 1.79 3.16
Indiana, No. 5.. 12. 600 11.50 5.00 6.41 2.20 2.92
Wyoming 10.51S 15.3 7.36 7.96 2.40 3.31
Brazil 9,900 23.4 2.94 8.85 3.12 2.84
Average ... 2.92
Table II gives a comparative summary of a number of
soft coals tested in 1905, both on the steam plant and the
10
60
50
j-
* _L
JS
-i
:
1
1
S~
_
t
^
L
Jl-
"hj
-r-i
pi
^
J
h
m\
- B
\
r>-~
LI
I
J
k
r
■F»"w
J]
BH "^T
**J
L
I
w
10
5 6 1 8 9 10 // 12 / 2 3 4 J 6 7
P.M. fl-M.
Curve Showing Day Load on Steam and Producer Gas Plants.
producer plant. The results are very interesting and confirm
in a general way the advantages of the producer plant indi-
cated by the earlier tests. In the earlier tests, as shown in
Table I, the ratio of economy of the producer to the steam
plant was 2.49. In the tests of 1905, the average ratio for
the Illinois coals was 2.92, and for sundry other coals used,
2.99, and for- the 19 coals, as shown in Table II, the average
was 2.93.
As it was found that purifiers are useless when the sulphur
in the coal exceeds about 1 per cent, purifiers were discarded.
In spite of the fact that some of the coal contained over 8
per cent of sulphur, it has been found after several months'
operation that no ill effects were discernible in the engine
cylinders.
Additional data are herewith presented, being the principal
results of a test of a hard coal producer gas engine made
under the direction of the writer in the spring of 1906. The
engine was a 3-cylinder, vertical, Fairbanks-Morse engine,
using gas generated from anthracite pea coal in a suction gas
producer, also manufactured by Fairbanks, Morse & Co.
The unit is rated at 150 brake horsepower at 250 revolutions
per minute, and was guaranteed to give one brake horsepower-
May 11, 1907.
ELECTRIC RAILWAY REVIEW
617
hour for not to exceed lx2 pounds o£ anthracite pea coal for
all loads above 75 brake horsepower.
Table III.
Revolutions per minute 250 250
Brake-load horsepower 40.1 S2.T 156.9
Pounds coal (as fired) per brake
horsepower per hour 1.511 1.157 0.999
Cost per brake horsepower-hour at
$6.00 per ton $0.00453 $0.00347 $0.00299
Two tests were also made on this engine under service
conditions, viz.. belted to a 75-kilowatt alternating current
generator. In addition to the lighting load, electrically driven
pumping machinery can he operated from this generator.
Figure 1 shows the load curve (A) during a service run
with lighting load only, and the load curve (B) for the corn-
type of prime mover is destined to be a formidable rival of
the steam engine, and as the price of fuel increases the field
for the producer gas engine will enlarge. At present there
is a question whether it will pay to install a producer gas
engine where coal is cheap. The only advantage would be the
compliance with the smoke regulation, but as a financial
proposition it may be stated that owing to the fact that a
producer gas engine installation costs probably from 50 per
cent to 60 per cent more than a steam engine plant, which
would be its alternate, it will not pay to consider the installa-
tion of the gas producer plant with coal costing $1.50 or less
per ton.
The question of the mechanical and operative advantages
and disadvantages of the gas engine will not be discussed
here except to say that there is no reason why the gas engine
t5>A' t/c?,S£"
r ;* ^
ii
United Railroads of San Francisco — General Layout of New Shops.
bined load, the usual operating conditions, stand-by losses
included.
At $6.00 per ton the cost of fuel per kilowatt-hour at the
switchboard for the load A was $0.01207, including fuel for
banking and starting, and for the load B was $0.00639, includ-
ing also the stand-by losses.
Soft coal from Illinois, which was used for a Corliss engine
unit in the same plant, cost $3.40 per ton.
A. — Load curve of Algona producer gas engine, on March 15-16,
1906. Fourteen-hour test. Output, 409 kilowatt-hours. An-
thracite pea coal per kilowatt-hour=4.10 pounds. Fuel cost per
kilowatt-hour=$0.0123. Load factor, 18 per cent.
B. — Load curve of Algona producer gas engine, on March 16-17,
Twelve-hour test. Output, 589 kilowatt-hours. An-
thracite pea coal per kilowatt-hour=2.23 pounds. Fuel cost per
kllowatt-hour= $0.00699. Load factor, 27 per cent.
For the purpose of comparison with this test, we may
consider the case of a simple Corliss engine similar to that
used in the government tests at St. Louis. The average coal
consumption of that engine, according to Table I, was 5.71
pounds per kilowatt-hour. If this coal cost $3.00 per ton the
cost of the coal per kilowatt-hour would be $0.008565, which
can be compared directly with the values given in connection
with the Algona test.
It is difficult at this time to predict the immediate future
of the producer gas engine, but the writer believes that this
cannot be used satisfactorily for the generation of electrical
current for light and power.
NEW SHOPS FOR SAN FRANCISCO.
The United Railroads of San Francisco have recently com-
pleted the general designs for an extensive shop layout. By
reference to the accompanying general arrangement drawing
it will be noted that the buildings will comprise two groups
with a transfer table track between them. The drawing also
exhibits the horizontal dimensions of the various shops. As
yet the construction details for the entire shops and their
equipment are not complete. At first some of the buildings
will be of temporary construction, but as fast as conditions
warrant permanent structures of either concrete or mill con-
struction will be erected. The present demand for shop facili-
ties necessitates the immediate erection of some of the build-
ings, this being a result of the losses to shops and equipment
resulting from the earthquake and fire of April, 1906.
A mono-rail car holding a vertical position by two gyro-
ii lias been invented by L. Brenuan.
61S
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 19.
BOARD OF SUPERVISING ENGINEERS, CHICAGO
RAILWAYS.
Bion J. Arnold.
Charles V. Weston was appointed by Mayor Busse on May
6 as the third member of the board of supervising engineers
which will have charge of the rehabilitation of the traction
properties in Chicago. The board comprises, in addition to
Mr. Weston, Bion J. Arnold, who was named in the ordinances
as chairman, and Harvey B. Fleming, who was appointed to
represent the Chicago City Railway Company.
The ordinances pro-
vide that the chairman
shall receive $15,000 per
a d n u m compensation
and shall also act as
chief engineer of the
work of rehabilitation,
for which he shall re-
ceive an additional com-
pensation of $15,000 per
annum. Each of the
other two members of
the board, according to
the ordinances, shall at-
tend monthly meetings
and such other meet-
ings as may be called
by the chairman, and
shall be paid for his
services at the rate of
$100 per day, and travel-
ing and living expenses while away from home and engaged
upon the work, the total compensation to be not less than
$3,600 nor more than $10,000 a year.
Bion J. Arnold.
Bion J. Arnold, president of The Arnold Company and
well-known authority on engineering and traction matters, was
born in Casnovia, Mich., on August 14, 1861. In 1880 he en-
tered Hillsdale (Mich.) College, where he graduated in 1884
with the degree of bachelor of science, and later, after a post-
graduate course, with the degree of master of science and
master of philosophy.
Mr. Arnold's ex-
perience in engineer-
in g and mechanical
work covers practically
every branch in these
lines. In 1886 he en-
tered the service of the
Edward P. Allis Com-
pany of Milwaukee,
Wis., where he re-
mained one year as
draughtsman. In 1887
he accepted the position
of engineer in charge
of the Dubuque (la.)
Iron Works, and while
with this company de-
signed and built many
steam engines. He then
became connected with
the civil engineering department of the Chicago Great West-
ern Railway, and later, as mechanical engineer of this com-
pany, he redesigned some of its locomotives and prepared
drawings for new equipment.
At this juncture, recognizing the rapid growth of elec-
tricity and its ultimate destiny as the probable solution to
many problems, Mr. Arnold entered Cornell University for the
purpose of specializing in this particular line of work, remain-
ing there for one year. Immediately upon leaving college he
Charles V. Weston.
accepted a position as manager of the Thomson-Houston Elec-
tric Company's St. Louis office, and for three years acted as
consulting engineer for this company. During this time he
also acted as consulting engineer for the elevated road con-
structed at the Columbian exposition in Chicago in 1893. In
1893 he opened an office as an independent consulting engineer
and in 1894 built the St. Charles Street Railway, New Orleans,
La. One of his earlier successes in electric railway work
was the equipment in 1897-98 of the Chicago & Milwaukee
Electric Railroad. Since 1901 Mr. Arnold has served upon
the electric transit com-
mission of the New
York Central & Hudson
River Railroad. In 1902
Mr. Arnold was com-
missioned by the city
of Chicago to make an
exhaustive study and
report upon the trac-
tion system of the city.
H i s recommendations
have been followed and
form the basis of a com-
prehensive system of
surface, elevated and
underground railways
now being developed.
Aside from his ex-
tensive work on electric
railway problems Mr. Harvey B. Fleming.
Arnold is the inventor
of a number of valuable devices in connection with the
magnetic clutch and storage battery for electric railway
work. He also has achieved some highly satisfactory results
from a series of experiments conducted at Lansing, Mich.,
from 1900 to 1904, upon an electro-pneumatic system of his
own invention. These experiments have given an impetus
to the development of the single-phase motor and have re-
sulted, by reason of a material reduction in the cost of build-
ing electric railways, in its successful application to electric
railway operation.
The Arnold Company, of which Mr. Arnold is the presi-
dent, does a large engi-
neering and construc-
tion business with both
steam and electric rail-
ways throughout the
United States. This
company built the re-
cently completed Elgin
& Belvidere Electric
Railway, described in
the Electric Railway
Review of March 9.
1907. Mr. Arnold is the
principal owner of this
road and is the vice-
president and half
owner of the Kentucky
Valley road. He is a
consulting engineer for
many steam railroads
and is now acting in a
similar capacity for the Wisconsin state railroad commission
and for the city of Toronto, Can., both of which are engaged
in the readjustment of municipal arrangements with street
railway companies.
Mr. Arnold is a member of the American Society of Civil
Engineers, the American Society for the Promotion of En-
gineering Education, the American Institute of Electrical
Engineers and the Western Society of Engineers. In 1903
and 1904 he was president of the American Institute of
George Weston.
May 11, 1907.
ELECTRIC RAILWAY REVIEW
Gl'J
Electrical Engineers, as well as first vice-president and chair-
man of the executive committee of the International Electrical
Congress of St. Louis.
Charles V. Weston.
Charles V. Weston is chief engineer of the South Side
Elevated Railroad of Chicago, a position which he has held
since 1903. Mr. Weston is 50 years old and has been a civil
engineer throughout his business career. Early in the
eighties he was chief engineer of various railroads in Texas
and Kansas, and came to Chicago later as engineer for the
Chicago & Northwestern road. Shortly after coming to this
city he constructed the Lake View intake crib and water
tunnel. In 1894 he completed the Van Buren street tunnel for
the West Chicago Street Railroad, and later became, in turn,
chief engineer for the Northwestern and the Lake Street Ele-
vated roads and the Union Loop. Mr. Weston is a member
of the American Society of Civil Engineers, the Western
Society of Engineers and the American Railway Engineering
and Maintenance of Way Association.
Harvey B. Fleming.
Harvey B. Fleming, who has been appointed as repre-
sentative of the Chicago City Railway Company on the board
of supervising engineers, is chief engineer of that road.
Mr. Fleming was born in Newburgh, N. Y., in 1873, and
received his early education in New York state. He received a
bachelor's degree in engineering from Washington University
in 1896 and an honorary degree in engineering from the same
university in 1903. He was assistant engineer in the United
States government testing laboratory in St. Louis under J. B
Johnson, and was also assistant engineer in the water depart-
ment in St. Louis. During the time Mr. Fleming was in St.
Louis he was engineer for the National Railway Company
and the St. Louis Transit Company of that city. In 1900 he
came to Chicago to accept the position of superintendent of
ways and structures of the Chicago City Railway Company.
Mr. Fleming is a member of the Western Society of Engi-
neers and the executive and the standardization committees
of the American Street and Interurban Railway Association.
George Weston.
George Weston has been appointed assistant chief engi-
neer of reconstruction and will have general charge of re-
habilitating the tracks and properties and will report to Mr.
Arnold. All other engineers will report to Mr. Weston.
George Weston was born in Kalamazoo, Mich., on January
30, 1861. After finishing the high school course in Kala-
mazoo he took special courses in chemistry, higher mathe-
matics and mechanical drawing. In 1880 he joined the en-
gineering corps of the Missouri Kansas & Texas road as
'Odman, and assisted in the work of construction on the
line extending south from Ft. Worth, Tex. Between 1882
and 1885 he was engaged in mercantile business, but in the
fall of the latter year he entered the employment of the
Gulf Colorado & Santa Fe Railway as rodman with the en-
gineering corps. While with this company he was advanced
to instrument man and assistant engineer in charge of con-
struction, remaining in the employment of the company until
the spring of 1887, when he resigned to come to Chicago,
where he entered the service of Charles T. Yerkes, who had
then begun the work of constructing the north side cable
lines. Mr. Weston had entire charge of the construction of
the Clybourn avenue, the Milwaukee avenue, the Blue Island
avenue and the Halsted street cable lines. Under his super-
vision, 75 miles of horse-car lines of the West Chicago Street
Railway were rebuilt into electric lines.
Mr. Weston retired from the street railway company in
July, 1896, and took a position as manager of the construc-
tion department of Naugle, Holcomb & Co., promoters and
builders of electric and steam railroads. While he was asso-
ciated with this firm in 1896 and 1897 he had charge of con-
struction of the Suburban Railroad. This work involved the
electrical equipment of several miles of steam road, besides
a long line of heavy electric road of street railway type. Mr.
Weston also had charge of the operation of this road, and
while engaged in its construction he had charge of the subur-
ban passenger service to Oak Park and Harlem of the old
Chicago Terminal Transfer Railway, the greater part of which
was changed at that time from steam to an electric road. In
1S9S Mr. Weston was given the general management for
Naugle, Holcomb & Co. of all construction work of the Ten-
nessee Central Railway, which was completed in Monterey,
Tenn., in October, 1900. Since completing that work he has
been engaged principally as a consulting engineer, and for
the last two years has been continuously identified with Mr.
Arnold's work. Mr. Weston was engineer in charge during
the work of the traction valuation commission, which made
a report to the committee on local transportation of the Chi-
cago city council on the values of properties of the Chicago
City Railway Company and the Chicago Union Traction Com-
pany. This commission was composed of Bion J. Arnold,
Mortimer E. Cooley and A. B. du Pont. He is chief elec-
trical inspector of the Wisconsin state board of assessment,
which is now engaged in valuing the properties of the Mil-
waukee Electric Railway & Light Company and the Mil-
waukee Light Heat & Traction Company.
Work of the Board.
Various departments will be created by the board in
order to carry out the work planned. Separate divisions
will be formed to take charge of the subjects of track, cars,
operation, power, power house construction and accounting.
Robert W. Hunt & Co. have been engaged as inspectors
of the first 5,000 tons of rails to be used in the reconstruction.
F. K. Parke has been appointed accountant to formulate
the new system of accounting, and Marwick, Mitchell & Co.
are the general auditors.
The Chicago City Railway Company will keep in a sepa-
rate bank account the funds which are to be used in rehabili-
tation of the property. The company has already placed
$5,000 to the credit of the board, which will be used for the
immediate needs of the organization. Headquarters have
been established on the tenth and eleventh floors of the Bor-
land building.
New Equipment Ordered.
During the past week the Chicago Union Traction Com-
pany has secured options for considerable new equipment for
the rehabilitation of its lines representing an expenditure of
approximately $2,000,000. These include an option with the
General Electric Company on 1,600 motors of 40 horsepower
each, to be used in equipping 400 new cars, options upon
which have been secured from the St. Louis Car Company.
The contract with the Lorain Steel Company for 10,000 tons
of grooved steel rails provides for delivery early next fall.
The additional electric power necessary will be purchased
from the Chicago Edison Company at the rate of 6,000 kilo-
watts per day.
Types of Track Approved.
One of the first acts of the board was to approve the
different types of track which had previously been prepared
by Mr. Arnold in order to facilitate the work of rehabilita-
tion. The three types which were approved are as follows:
1. With steel ties four feet center to center in concrete.
2. With wood ties four feet center to center in concrete.
3. With wood ties two feet center to center on broken
stone.
The first two types will be used for permanent roadway,
the location of the respective types to be determined by
local conditions. The third type is intended for use as a
Corm of semi-temporary track where permanent Improve-
ments beneath the surface of the street have not yet been
made. The structure of the track has been divided into two
parts, the lower part to be permanent and the upper renew-
620
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 19
able. With the steel type construction, in order to permit
the relaying of rails without disturbing the permanent
foundation, clips and tieplates, which have been specially
designed, will be used.
With the wood tie construction flat tieplates will be used
and will be held in place by small lag screws, while the rails
will be fastened by screw spikes.
NEW ALL-STEEL CAR FOR BROOKLYN.
The Brooklyn Rapid Transit Company has just received
from the Pressed Steel Car Company, for use on the surface
lines, the first all-steel car to be purchased by the company.
This car is of the same type as the especially designed semi-
convertible wood and steel car adopted by the company as a
standard. The steel car has a total weight of 50,800 pounds,
or considerably less than wooden cars, designed for condi-
tions of traffic similar to those in Brooklyn. The car is 42
feet 6 inches long over all and the car body is 31 feet 5%
inches long. The length inside is 30 feet 7% inches and the
car has a total width of 8 feet. The seats were manufac-
tured by Heywood Brothers & Wakefield. The car has a
seating capacity for 4S persons.
In adopting a standard for rolling stock the congestion
of traffic and the limited headway made it necessary to design
cars with as great capacity as could be operated on the city
streets in Brooklyn, while at the same time providing com-
fort. The cars were designed on the basis of rush-hour
conditions and are therefore larger and more costly to oper-
ate than is required by the traffic during the greater part
of the time. The cross seat and center aisle arrangement
was adopted with a view to the comfort of passengers riding
considerable distances. For summer use the car does not
unload so quickly as the ordinary open car, but this disad-
vantage is offset by the greater safety and comfort of the
new car for use under congested traffic. The determination
of the maximum practical size of car also required a great
deal of engineering investigation on account of the extent
Ail-Steel Surface Car, Brooklyn — Exterior.
of the system, the presence of elevated structures, short
radius curves and intricate interconnections of lines, etc.
These dimensions have been followed in constructing the
steel car, for which no elaborate plans have been made, as
the car is more or less an experiment. The car is framed
with cross framing of 5-inch standard channel beams with
steel side plates 18 inches by 5-16 inch, fastened to the chan-
nel beams with 3% by 7-16 inch angles. The flooring con-
sists of steel plates fastened to the cross framing and these
in turn are covered by %-inch wooden flooring with the cus-
tomary center aisle rack. The car is mounted on standard
M. C. B. trucks with 33-inch rolled steel wheels on 4%-inch
axles, having journals 3% by 7 inches. The motor equip-
ment includes four Westinghouse 101-B2 motors, each of 40
horsepower capacity, and Westinghouse multiple-unit control
The car also has the Westinghouse traction brake with cylin-
ders 8 by 12 inches in diameter. The equipment of the car
includes the Dressel headlight, Empire fender, Consolidated
192-W heaters and Pantasote curtains. The car is lighted
with 27 incandescent lamps.
The car is painted in accordance with the Brooklyn
Rapid Transit practice for standard cars. In order to avoid
so far as possible the interior appearance resulting from the
use of steel, the interior has been finished in mahogany effect
in accordance with the company's standard practice. The
All-Steel Surface Car. Brooklyn — Interior, Without Seats.
ceiling is finished a light coior. which presents an attractive
appearance.
The Brooklyn Rapid Transit Company will give the new
all-steel car a thorough trial on the surface lines and will
also have an all-steel car built for test purposes on the
elevated lines.
ANNUAL REPORTS OF RAILWAYS.
United Railways Investment Company.
The principal announcement in the annual report of
this holding company for 1906 is the statement that an issue
of $5,000,000 of first preferred stock has been authorized by
the United Railroads of San Francisco. This stock will bear
dividends at the rate of not less than 6 per cent per annum,
and $1,500,000 of the issue will be taken by the United Rail-
ways Investment Company. The latter company owns all
the stock of the United Railroads of San Francisco and a
controlling interest in the Philadelphia Company of Pitts-
burg.
The income account of the United Railroads of San
Francisco for the year, with a comparison, makes the fol-
lowing showing:
1906. 1905. 1904.
Gross earnings $5,955,786 $7,066,892 $6,652,630
Operating expenses and taxes... 3,114,590 3.617,821 3,676,438
Net earnings $2,841,196 $3,449,071 $2,976,192
Other inc 89,360 43,757 30,670
Total income $2,930,556 $3,492,S2S $3,006,S62
Charges, etc 1,617,933 1,805,348 1,790,467
Net earnings $1,312,623 $1,687,480 $1,216,395
Improvements, betterments, sink-
ing fund requirements, etc.. 435,478 353,345 249,339
Surplus $ 877,145 $1,334,135 $ 967,056
Operating expenses and taxes —
percentage of gross earnings. 52.2 51.1 55.2
The president, Ernst Thalmann, discusses the great
loss which the United Railroads of San Francisco suffered
in the earthquake, which caused the destruction of the cable
power houses and severe injury to the cable conduits. The
balance sheets of the United Railroads of San Francisco
May 11. 1907.
ELECTRIC RAILWAY REVIEW
621
show that between December 31, 1905, and March 1, 1907.
there had been expended in the restoration and reconstruc-
tion of its lines and plant, including improvements and bet-
terments and the physical loss resulting from the earthquake
and fire, a total of over $4,000,000. Over 91 per cent of the
mileage of the company is now in operation, and the officers
of the company expect to place the balance of 9 per cent in
operation as rapidly as the city completes certain necessary
street improvements. All expenditures for betterments and
improvements made to March 1, 1907, had been financed by
that company, and its current liabilities did not on that date.
Mr. Thalmann says, exceed the amount usually carried. The
strike of the employes of the United Railroads occasioned,
both directly and indirectly, considerable financial loss to
the company.
The annual report of the Philadelphia Company, cover-
ing the operations for the year ended March 31, 1907, gives
the income account of the Pittsburg Railways Company for
that year, as follows:
Gross earnings from operations $10,232,619.88
Operating expenses —
General expenses $ 851,908.59
Conducting transportation 3,243,327.51
Maintenance of way and structures 511,057.46
Maintenance of equipment 632,981.99
Park expenses 132,237.96
Total operating expenses $5,371,513.51
Bridge tolls 108,732.98
Taxes 291,711.11
Total operating expenses and
taxes
Net earnings
Other income —
Rent of buildings and real estate.
Interest and discount
Miscellaneous
47,875. SS
5,013.68
31,013.36
Total other income
Total income
Deductions —
Rentals of leased properties $2,178,252.86
Miscellaneous interest and discount 27S.514.60
Tenement expenses 2,693.37
Total deductions
Balance
Fixed charges
Balance
Extraordinary maintenance expendi-
tures .- $ 300,131.26
Car trust notes issued December 1,
1905, retired 40,000.00
5,771,957.60
$ 4,460,662.28
83,902.92
$ 4,544,565.20
2,459, 460.S3
$ 2,085,104.37
1,734,199.71
$ 350,904.66
340,131.26
Surplus $ 10,773.40
Passengers carried 203,411,809
Car-miles 36,125,014
Earnings per car-mile $0.2791
Expenses per car-mile (including taxes) 0.1552
Xet earnings per car-mile 0.1239
Operating expenses— percentage of gross earnings 52.4
J. H. Reed, president of the Philadelphia Company,
states in the report of -that company that there were sold
during the fiscal year 230 second mortgage bonds and 64,800
shaies of the common capital stock. The proceeds were ap-
plied in retiring the one-year collateral gold notes, issued on
October 1, 1906, in payment for the Beaver Valley Traction
Company capital stock, the purchase of the Washington &
Canonsburg Railway Company capital stock, and in advances
to the underlying companies to be used for improvements
and extensions.
The income account of the Philadelphia Company and
affiliated operating companies for the year ended March 'M,
1906, shows gross earnings of $18,538,606. Operating ex-
penses and taxes were $9,340,325, leaving net earnings of
$9,198,281.
The combined statement of earnings of the United Rail-
roads of San Francisco and the Philadelphia Company for
the calendar year 1906, which is the period covered in the
report, of the United Railways Investment Company, shows
gross earnings of $23,785,596. The net earnings were $11,-
404,529, and the balance after the payment of fixed charges
and other deductions, including $1,595,627 for sinking funds,
Improvements and betterments, and after the payment of
dividends on the preferred stock of the Philadelphia Com-
pany, was $3,548,615. Of this sum $877,145 represented earn-
ings of the United Railroads of San Francisco, and $2,671,469
earnings of the Philadelphia Company. The proportion of
earnings applicable to the Investment company on the basis
of its present holdings of Philadelphia Company stock was
$2,821,975.
In his report as president of the Investment company
Mr. Thalmann speaks of the purchase of $24,200, i par
value of the common stock of the Philadelphia Company, or
approximately 72. S per cent of the amount outstanding. Of
this stock $21,000,000 was deposited by stockholders in the
Philadelphia Company under the plan ratified on April 5,
1906. These shares were then deposited under the agree-
ment securing the 5 per cent prior lien collateral trust bonds
of the Investment company. The remaining stock, amount-
ing to $3,200,000, was acquired later in the year. Before the
end of the year $2,690,000 of this latter amount had been
paid for, and the balance was paid for in January, 1907.
The money required for the purchase of this stock was
derived in part from the sale of $2,400,000 of the 5 per cent
bonds of the Investment company at 90, and the balance
was paid from earnings and other available cash assets.
This change accounts for an increase in funded debt to
$1S,150,000, as compared with $15,750,000 in the previous year.
According to the report the floating debt amounted at
the close of the year to $2,090,000, but this has since been
repaid, and the floating debt when the report was presented
amounted to approximately $135,000, which will be increased
presently, as the directors have arranged to provide funds
which will enable the United Railroads of San Francisco
to continue the reconstruction and improvement work.
The book value of the investments of the Investment
company amounted at the end of the year to $53,126,482, of
which approximately one-half represented the company's in-
terest in the United Railroads of San Francisco and the other
half the holdings of Philadelphia Company stock.
Of the prospects for stockholders of the Investment
company in the future Mr. Thalmann said:
When it is considered that in the course of the year 1906
the earnings of the United Railroads of San Francisco have
been subjected to the earthquake, the resulting conflagration
and all its consequences, the strike of its employes, and the
consequent general demoralization, they offer a most encour-
aging promise for the future, and justify the hope that at no
distant date payment of cash dividends may be resumed.
Some Interesting Facts.
It is estimated that about six billion passengers were
carried by the trolleys of the country last year, about four
or five billion more than traveled by steam. This means that
at this rate every man, woman and child, white, black,
yellow and brown, might have had three rides or more each
during the year. An average of something like 17 millions
of people were carried daily. Nearly a third of a million peo-
ple have their names on the payrolls of the trolley companies
of the country. In spite of the rapid development of the
electric street railways, there are still operated in this coun-
try 260 miles of horse car lines and 240 miles of cable lines.
In view of the talk prevalent today about the dangers inci-
dent to travel, it is interesting to note that statistics show
that on the street railways but one person is killed in 26,000,-
000, and but one person is hurt in 900,000 of those carried. —
Trolley Talks.
The Los, Angeles-Pacific Company, operating electric rail-
ways to several beach resorts near Los Angeles, Cal., has
imported 60,000 ties from Formosa. These are of hardwood,
most of them being of narra, a wood much used in the orient
for interior work. The cost of the ties at Los Angeles after
tariff duty is paid is reported to be but slightly in excess of
Oregon pine.
622
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 19.
CAR INSPECTION AT WHEATON (ILL.) SHOPS OF THE
AURORA ELGIN & CHICAGO RAILWAY.
James Doyle, master mechanic of the Aurora Elgin &
Chicago Railway, has developed several unique practices in
car inspection and in keeping records of the same. The shops
in which the car inspection and repair work are done are
located at Wheaton, 111.
The Aurora Elgin & Chicago Railway Company has an
equipment of 47 cars, which are used in maintaining the
schedule on its third-rail system. About 30 of the cars are
in regular service and are operated on an average about 300
miles daily. Each car is given a thorough inspection every
other night.
The master mechanic keeps a complete record of the
miles traveled by each car. Every night cards are posted
in the shop designating
the cars that should be
placed over the pits.
One of these cards is
reproduced herewith. It
contains the date, the
car number, the date
and time the car was
taken from its run, and
the respective heads un-
der which the various
car equipments are
grouped. After an in-
spector has thoroughly
inspected and repaired
the equipments for
which he is responsible,
he signs his name in
the blank space pro-
vided on the card oppo-
site the general head
under which his work
is classed. He is then
held responsible for the
work.
The cards are gath-
ered up each morning
and sent to the master
mechanic's office, where
they are recorded. If for any reason a car is not inspected
after having run 600 miles, the card bearing its number is
filled out in red ink, which indicates that the equipment should
be inspected more thoroughly than usual.
This company has found it profitable to overhaul the
triple, engineer's and feed valves of its cars every GO days.
The journal boxes are thoroughly cleaned and repacked every
45 days. When the valves or journals have been in service
the allotted time a cross is placed on the inspection card in
the square opposite the respective parts, which indicates to
the repairman that the part of the equipment thus marked
should be overhauled or replaced by new parts. After the
work has been done the employe places a circle around the
cross.
The inspectors are divided into six classes. The men of
each class have their duties definitely arranged according to
a bulletin of instruction that is posted in the shop. The
substance of the bulletins is as follows:
Whenever it is necessary to adjust or change triple
valves, engineer's valves and feed valves, a cross will be
marked on the card in the square opposite the name of the
respective part. Should a valve be reported as defective on
the trainmen's daily car report or by an inspector, the valve
so reported may be changed by an employe, who must indi-
cate the same by marking a circle in the space provided on
the card. At no other time are the valves to be changed.
The employe who inspects and repairs controllers, con-
troller circuit wires, switches and fuses, light circuits, switches
and fuses, heaters, heater circuits, switches and fuses, com-
24 Hrs. ending
a! 6 p.m on
A E A «■ torr.
Car
■.» 3m KMH W
DATE
TIME
OUT SERVICE
M
IN SERVICE
„
TRIFLE VALVE
EN/CNBS ** 1
FEED
CONTROLLERS
ETC
CONTACTORS
ETC
BRAKES.
MOTORS.
ETC
COMPRESSORS.
TROLLEYS.
ETC
JOURNALS
AXLES
ARMATURES
REMARKS:
Form for Recording Car Inspection.
pressor governors, air gauges, signal bells, emergency valves,
train line and bus line sockets, motor and bus line fuses, and
who looks after all carpenter and trimming work, must sign
his name in the space allotted on the inspection card provided
for each car. This will indicate that he has completed the
necessary inspection and repairs to each of the above car
parts.
The employe who inspects the contactors and reversers
must sign his name in the proper space on the card provided
for each car. This will indicate that he has done the neces-
sary work on the parts coming under his1 supervision.
The employe who inspects and repairs motors, commu-
tators, brush holders, motor leads, grid and control rheostats,
gear cases, brakes and brake rigging, air hose and piping,
reservoirs, drawbars, trucks, wheels and safety chains, will
sign his name in the allotted space on the card provided for
each car, thus signifying that he has thoroughly inspected
and adjusted the respective parts.
The employe who inspects and repairs air compressors,
trolley stands, poles and wheels, third-rail shoes, fuses and
brake release springs, will sign his name in the space allotted
therefor on the inspection card provided for each car, thus
indicating that he has done the necessary work.
The employe who inspects and oils armature, axle and
journal bearings, sector bars, chafing plates and gearing will,
when he has completed his work on each car, sign his name
in the allotted space on the card provided for each car.
When the bearings are to be repacked, the inspection card
will be marked with a cross in the square opposite the
name of the bearing requiring attention. No bearing will be
repacked otherwise unless in bad order. Armature clearance
will be taken whenever bearings are to be replaced.
HOW TO INSULATE ARMATURE COILS.*
Armature coils are made in so many different varieties
that several different methods of varnishing are necessary
in order to secure the best results with each different kind.
For the insulation of direct-current motor and dynamo arma-
ture coils, it is advisable to use what is known as the
"double-dipping" method, as all coils of this kind are usually
form-wound and are, therefore, readily adapted for this
treatment.
The treatment is as follows:
After the coils are formed, they are clipped together
at the corners, and dipped right into the varnish compound,
and then allowed to dry. When the coils are thoroughly
dry. they should then be taped and again dipped in the
varnish compound — and dried. To get the best results on
this class of work, particularly when handled in quantities,
the varnish must have great plasticity, and good insulating
and quick-drying properties.
The varnish should also be a combined baking and air-
drying varnish, as quick-drying varnish is often an absolutely
necessary factor — in many cases, the varnish must be thor-
oughly dry from one to two hours after baking.
The varnish which has great plasticity is also of vital
importance on this class of work, because in making up the
standard types of machines, it is often desirable and eco-
nomical to make up at one time enough coils to provide for
the entire output of each size machine for a long while
ahead — in many cases, for six months or even a whole year.
Great plasticity is, in this way, of great value to the coil
manufacturer, as it enables him to make up a big lot of coils
and stock them, without any fear that the coils will harden,
or that the insulation will break when the coils are finally
assembled in an armature later on, as so often happens when
a hard-drying varnish is used on the coils.
On armature coils of street railway motors, the great
essential is durability and water-proofing qualities. The test
of time has shown that the varnish which best accomplishes
the. desired results is a varnish of hydrocarbon base, which
dries quickly and remains indefinitely soft and plastic. This
quality enables a varnish to withstand the contraction and
expansion always present in a street railway motor, and pre-
vents the breaking of the insulating film from vibration and
heat, thus absolutely and indefinitely repelling moisture,
which, in a majority of cases, is the direct cause of short
circuits and burn-outs. The "double-dipping" method de-
scribed above is absolutely essential in the treatment of
street railway motor armature coils.
In street railway work it is also essential that a finish-
ing coat of varnish be given the armature after the coils are
assembled, as very often injury to the insulating film results
from placing the coils into the slots. This coat of varnish
not only serves to remedy any defects of this nature, but also
*[Prom "The Insulator," published by the Standard Varnish
Works.]
Mav 11. 1907.
ELECTRIC RAILWAY REVIEW
623
provides an additional waterproof coating to the whole arma-
ture. A varnish of this nature to be successful should bav«
in a great degree the qualities of dipping varnish, such ai
ability to withstand long continued heat and vibration with-
out becoming brittle and absolute water-proofing qualities.
TESTS OF A 500-KILOWATT TURBO-ALTERNATOR.
As the results of comparatively few tests of turbo-gen-
erator units have been published, those recently conducted
by H. L. Rice, general manager, and W. M. Willett, electrical
engineer of the Western United Gas & Electric Company of a
standard 500-kilowatt turbine and generator in the com-
pany's plant at Aurora, 111., will no doubt be of interest.
Description of the Unit.
The steam end of the unit is an Allis-Chalmers-Parsons
horizontal turbine, designed to operate with dry saturated
steam at 140 pounds pressure per square inch, gauge, at the
turbine throttle, and a vacuum of 28 inches of mercury,
referred to a 30-inch barometer, at the exhaust nozzle. With
steam under these conditions the unit is designed to carry
an overload of 50 per cent, the power factor being 100 per
Turbo-Alternator Tested at Aurora.
cent. The turbine and generator operate at 3,600 revolu-
tions per minute, the generator being of the 2-pole, 2-phase
turbo type, generating 60-cycle current at 2,200 volts. The
normal current per phase is 114 amperes. The turbine is
served by a standard Allis-Chalmers turbo jet condenser.
Conditions of the Test.
The time during which the turbine could be spared for
test was limited from midnight Saturday to midnight Sun-
day: it was therefore decided to run only two tests, viz.,
one at 10 to 15 per cent overload, and one at three-fourths
full load. As the turbine is provided with a jet condenser,
the steam consumption had to be determined by weighing
the feedwater, and to correct this it was necessary to make
a boiler leakage test during the time available for test pur-
poses.
To determine the amount of feedwater used, two barrels
were placed on a platform and connected with each other
by a short horizontal pipe introduced into the sides of the
barrels near their tops. A water supply pipe with valves
was brought over these barrels for the purpose of filling
them alternately. Each barrel was provided with a large plug
lock in its bottom. The barrels were carefully calibrated,
and when filled so that the water would just enter the con-
necting pipe above mentioned, they were found to contain
113 pounds and 391.25 pounds of water respectively at 58
degrees F. As the feedwater during the test was at a higher
temperature, a correction was made for the difference. Un-
der the platform two receiving barrels were placed; Into
these the upper barrels emptied through the plug cocks men
tioned. The lower barrels were connected with each other
by a large horizontal pipe near their bottoms, and the suction
pipe of the feed pump was brought into one of the barrels.
Two Stirling boilers of 250 boiler horsepower each sup-
plied steam to the turbine during the test. Each of the six
drums of the two boilers was provided with a gauge glass
and readings of the water levels in all six drums were taken
at the commencement and end of the test, and also during
the test. The blow-off pipes were blanked off, as were also
the feed connections to the other two boilers in the station.
The auxiliary steam header for the feed pumps, etc.,
was disconnected from the main header. That portion of
the main header receiving steam from the two boilers not
used during the test was separated from the portion receiv-
ing steam from the two boilers which furnished steam to
the turbine during the test by means of a gate valve, which
was closed tightly during the test. In order that there might
be no leakage of steam through this valve, the pressure on
all boilers was maintained about the same throughout the
test, so that both sides of the valve were under approxi-
mately the same pressure.
The condensed steam from the steam header, and also
that from the steam separator near the turbine throttle, was
discharged into barrels filled with a weighed quantity of
cold water. As the water accumulated it was taken out and
weighed, and when the water in the barrel became suffi-
ciently hot to vaporize, a weighed quantity of cold water
was added. At the end of each test the water in the barrel
was brought back to its original quantity. The feed pump
for supplying the measured feedwater to the boilers was a
duplex outside-packed plunger pump. The leakage from
this pump was caught and returned to the lower feedwater
supply barrels. It was not necessary, therefore, to keep
records of this leakage.
The steam gauges were checked by an inspector's test
gauge, which had been verified shortly before. The quality
of the steam during the test was determined by a throttling
calorimeter introduced into the steam pipe just below the
separator at the turbine. A water rheostat was used for
loading the turbo-unit. Electrical readings were taken from
the regular switchboard instruments in the station, and also
from a set of calibrated instruments.
Between the overload and three-fourth load tests, the
boilers were tested for leakage. To determine this, all valves
were closed after the boilers had been filled to marks on the
gauge glasses, and the boilers were kept under a steam pres-
sure of 150 pounds per square inch for four hours. A meas-
ured quantity of water was then put into the boilers to bring
the water level back to the original marks.
Results of Tests— Underload. Overload.
Average load, kilowatts 385.8 570.S
Per cent of rated load 77.5 114
Duration of test, hours 4 4
Steam pressure at turbine throttle, gauge 142.4 143.3
Steam pressure at turbine inlet, gauge 87.0 12.!. 02
Vacuum turbine exhaust, inches 27.57 26 77
Barometer, inches 29.45 29.5
Vacuum at turbine referred to 30-inch
barometer, inches 2S.08 27.22
Revolutions per minute 3,600 3,600
Total water used, corrected for temperature,
degrees F 34.552.0 78.8
Drips from steam header, pounds 397.0 485.44
Drips from separator, pounds 91.5 318.75
Temperature of feed water, degrees F 83.16 68.25
Boiler leakage, pounds 1,927 1,927
Moisture in steam by calorimeter, per cent.... 4.48 5.12
Actual weight of water chargeable to turbine,
pounds 30,612.01 43,878.23
Actual consumption dry steam per kilowatt per
hour, pounds 19.83 19.21
At the annual meeting of the National Association of Cot-
ton Manufacturers, held on April 24 at the Massachusetts
Institute of Technology, the association medal was presented
to Mr. Charles B. Burleigh in acknowledgement of the merits
of a paper read before the association at its fall meeting on
September 13, 1906, entitled "The Curtis Vertical Steam
Turbine."
624
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 19.
RECOMMENDATIONS OF WISCONSIN RAILROAD COM-
MISSION.
The first biennial report of the railroad commission of
Wisconsin, reviewing its operations from the organization of
the commission to June 30, 1906, and opinions to December 1,
1906, has been issued. The commission recommends a num-
ber of changes in the laws. In the list of recommendations
is the following:
The jurisdiction of the commission over street railways
should be either increased or diminished. Under the con-
struction placed upon the law by the attorney-general and
by the commission, it confers jurisdiction upon the commis-
sion to regulate any street railway company whose lines pass
beyond the limits of the city in which it is operating. This
right of regulation extends to the urban business of the
company as well as to the business of the company outside
of the limits of the city. As a result the commission appears
to have a right to regulate the entire business of a street
railway company where any of its lines extend beyond the
city limits, but it has no right to regulate the business of a
street railway company whose lines are entirely within the
limits of the city in which it is operating. It would appear
to the commission that it should either have power to regu-
late the urban business of all street railway companies operat-
ing in the state or that such power should not extend to any
of them.
The commission also recommends that every corporation
doing business in the state should be required to furnish a
verified list of its stockholders -upon demand from the com-
mission.
The report gives figures of operations of the street and
interurban railways in Wisconsin for the calendar years 1904
and 1905. In the year 1905 the total gross receipts from the
railway business of 20 companies reporting were $4,321,876,
as compared with $4,144,267 in the previous year. The total
amount applied for "depreciation or reserve" was $409,133 in
1905 and $373,932 in 1904. Other items of expense in the
two years were as follows:
1905. 1904.
Conducting transportation $1,272,132 $1,273,783
Maintenance of way and structures 172,054 1.92,073
Maintenance of rolling stock 207.8S9 206.989
THE CLEVELAND SITUATION.
Both the Cleveland Electric Railway and the low-fare
interests are making preparations for extensive publicity
campaigns to secure the favor of the citizens for their re-
spective sides of the controversy. In the meantime the
Cleveland Electric Railway has nearly completed the work
of removing its property on the Central-Quincy lines and has
so far been successful in preventing operation over those
lines by its rivals.
Judge Chapman of the common pleas court on May 4
granted two temporary injunctions applied for by the Cleve-
land Electric Railway, one restraining the Forest City Rail-
way and the Municipal Traction Company from interfering
with the property of the Cleveland Electric in Central avenue
and Quincy street, and the other enjoining further progress
in those streets under the grant of the Forest City Railway,
on the ground that the mayor's alleged financial interest in
the company has invalidated the franchise.
At the council meeting on Monday night Councilman
Felton attempted to have some action taken on his ordinance
granting to the Cleveland Electric Railway a 6-year fran-
chise on Central avenue and Quincy street on the basis of
seven tickets for a quarter, but the ordinance was tabled.
The Cleveland Electric filed with the city clerk several hun-
dred revocations of consents to the Forest City Railway for
the Central-Quincy lines, which are intended to operate
against the pending ordinances to the Low Fare Railway.
Three ordinances were passed giving the Low Fare Railway
franchises on all of the lines now occupied by the Cleveland
Electric Railway, whose franchises expire in February next,
according to the city's claim. Fifteen ordinances were also
introduced giving the Low Fare company franchise extension
rights over 15 cross strei is between Central avenue and
Quincy street. The manifest object is to keep the Cleveland
Electric guessing as to which street the company intends to
use so that it cannot block the work by preventing the secur-
ing of consents. A resolution was also passed directing the
Cleveland Electric to repair its St. Clair avenue tracks by-
June 15 under penalty of forfeiture of its franchise. The
company has refused to lay new groove rails and to pave
between the tracks on its Detroit avenue line, where the city-
is repaying the street, because of the city's claim that the
franchise on that street expires next February. A resolution
was introduced requiring the company to proceed with the
work at once, under the same penalty as provided in the
previous resolution. It was referred to the committee on
street railways.
The suit of the Cleveland Electric Railway to enjoin
the Low Fare company from laying track or -operating on
the Central-Quincy lines, on account of the lack of a sufficient
number of consents, has been given several hearings before
Judge Phillips and is expected to be decided the latter part
of this week. In the meantime the Low Fare company is
temporarily restrained from doing any work under its permit
from the board of public service.
Municipal Ownership Commission Preparing Report.
At a meeting of the Municipal Ownership Commission of
the Xational Civic Federation, held in New York City on May
6, a number of subcommittee reports were received and a
special committee consisting of Walton Clark, Edward E.
Bemis. Milo R. Maltbie and J. W. Sullivan, was appointed to
undertake the work of assembling and compiling the mass
of material and of incorporating therewith the special contri-
butions of an economic character made by recognized authori-
ties. This committee will prepare two reports for publica-
tion, one being a synopsis of the more important matter for
use by the press and the other a pretentious volume contain-
ing all of the statistics, records and contributions which have
resulted from the committee's extensive investigation of mu-
nicipal ownership at home and abroad. It is expected that
the former report will be ready for distribution about June 10.
Rules and Regulations of the Operating Department of the
Denver City Tramway Company.
The 1907 edition of the rules of the Denver City Tramway
Company, revised to March 15, 1907, has just been received.
The rules are remarkably complete and show the attitude
of the company, not only to its employes but to its patrons
as well, to be that of co-operation and a desire to do all within
its power to give its passengers the best service possible and
a foresight for the welfare of its employes. Throughout the
little book useful hints are given to the motorman and con-
ductor, and city ordinances, relating to the operation of electric
cars and conduct of employes of electric railway companies,
are inserted to aid the conductors and motormen to under-
stand the rules and to improve the service.
London Underground Railways.
It is stated on good authority that the greater part of the
tube railways, the construction of which has been undertaken
by the Underground Electric Railways Company of London—
about 22 miles in all — will be open for operation before July
1, 1907. The construction of these lines has been delayed
much beyond the expectation of the promoters, so that at the
present time there are only about 12 miles open for traffic,
namely, about 3% miles of the Baker Street & Waterloo
Railway, opened in March, 1906, and about 8 miles of the
Great Xorthern Piccadilly & Brompton Railway, opened in
December, 1906. The earnings of the uncompleted system
scarcely enable the formation of a final opinion as to the
possibilities, but the Wall Street Journal is informed that
the portions which have been opened are showing weekly in-
creases at the present time. The American expert and prac-
tical street railway man, who recently visited the city to look
over the whole London situation and the properties of the
Underground Electric Railways, is stated to have expressed
the belief that the enterprise will in due time work out with
good results. — Wall Street Journal.
May 11. 1907
ELECTRIC RAILWAY REVIEW
625
PIPING AND POWER STATION SYSTEMS— XXXIX.
UV W. I.. MORRIS, M. E.
Condensation Main and Branches — Class (J6-7-8 and 9).
This class of service pertains to surface condensers only.
The condensation alone or with the air contained in it may
be delivered to an open heater by the pump running con-
tinously at a fixed speed, or the pump may be regulated by a
float if the pump handles the condensation only. If the con-
densation pump is governed by a float it cannot handle air
mixed with condensation. In this case the water of condensa-
tion may be delivered directly to the boilers, as shown in
Figure (Gl-2), through a closed heater, the condensation
pump in this case being that employed for feeding the
boiler. With this arrangement, though extremely simple, it
is necessary that the pump be located at a sufficient distance
below the condenser discharge, so that the weight of the
column of water in the pump suction pipe will be sufficient
to raise the valves of the pump and completely fill the pump
cylinder without the necessity of maintaining a greater
vacuum in the pump cylinder than in the condenser.
The details shown in Figure 276 would not be suitable
tor high pressure such as would be required in boiler feed-
ing, though as a matter of fact this detail could not be em-
ployed, as the diameter of the pump necessary for boiler
feeding would be far less than is necessary for the type of
valve construction there shown. For high pressures the out-
side packed plunger pump is better suited, as it is at all times
possible to ascertain exactly what the leakage is and the
condition of the packing. In Figure 277 (J2-7) is shown an
Figure 277— (J2-7).
outside packed plunger pump, which is packed by removing
the cover plate over the suction chamber, a. The suction
valves in this pump, as will be seen from an examination of
the drawing, are mechanically operated by the movement of
plunger rod, upon which the valves are mounted. The
discharge valves are of the usual heavy type employed for
boiler feed pumps. The two brass plungers, which are free
to slip on the rod within the limit set by the collars, bb, have
valve seats turned on them at their outside ends. In opera-
tion the motion of the pump rod is transmitted to the plunger
through the suction valve, which causes the valve to be firmly
seated and kept tiglii by the pressure against the end of the
hollow rams, and being mechanically opened, give free access
for the water through Hie suction end. A feature which will
idint from an examination of the drawing is the large
■ in valve area presented by this type of construction.
This type of pump is especially suited for direct steam drive
with the steam cylinder at the other end of the piston rod.
Prom its construction it will be easily seen that this pump
is well adapted to handle air and water, together, but is not
tor use as a dry vacuum pump on account of the
To insure a high efficiency the design of a dry vacuum
pump should be of the crank and flywheel type, so that the
clearances may be reduced to the least possible amount, as
shown in Figures (.12-5 anil 6). This type of pump shown
In Figure (J2-7) would be more efficient for handling air and
combined if the valves on the piston rod closed against
the other end of the ram closing against the ram from the
same side as shown, the valves being located inside of the
ram. The air pump shown in Figure (J2-5-6 or 7) cannot be
used if located a considerable distance below the condenser,
as shown in Figure (Gl-2). For these types of pump the
suction lines should be carried from the bottom of the con-
denser to the suction chamber of the pump along practically
a level line, giving the air a free path to the air pump over
the surface of the water in the suction line. If it is neces-
sary to place a wet vacuum pump a considerable distance
below the condenser, owing to the use of spring loaded suc-
tion valves, it is then necessary to keep all the water pumped
out of the suction pipe in order to permit the air to flow
freely to the pump cylinder. This necessitates the pump
being run at a higher speed, and by keeping the water out
of -the pump its capacity for handling air is decreased as the
water is not present to fill the celarance spaces. The greatest
capacity for handling air is obtained when the water taken
at each stroke is just sufficient to fill the clearance spaces.
The condensation pump is oftentimes located in an out
of the way place owing to the position of the condenser,
and, in . fact, it is sometimes necessary to set other pumps
in positions where it is impossible to provide ready means
for observing their operation. The most necessary operating
condition to be observed is the speed at which the pump is
running. This can be easily ascertained by arranging an
indicator at a point readily
observed by the operator.
A simple detail for such an
indicator and one which
permits the indicator to be
placed in almost any loca-
tion is shown in Figure 278
(J2-8). The indicator pip-
ping is attached to one end
of the steam cylinder or
water cylinder and the
change of pressure is noted
by the rise and fall of
the water in the gauge
glass, there being one movement for each stroke. The
upper valve, a, is kept closed while in operation, the lower
one being open. The quantity of air in the glass can be
increased by manipulating the different valves, closing c,
opening b, closing b, opening a, and drawing of the water
through e. To raise the water line have c open, draw air at
d and close b, open a and discharge contents of glass as
much as required through e. The operation of this device is
due to the air confined in the upper part of the gauge glass,
the volume changing as the pressure on it changes. Not
only can the speed be observed with this gauge, but also the
regularity of motion. The liquid in the glass may be colored,
but for continuous service it is better to use clear water,
as nearly all colored liquids mark the glass where the liquid
and air come in contact. It will be better to use galvanized
iron or brass pipe and fittings, as they would reduce the
danger of the glass becoming soiled and therefore make it
possible to observe the motion of the water more easily.
City Water Main— Class K 1.
Plants that are provided with their own water supply
soon become very careful in the distribution and use of city
water. It is only a plant in which no other than city water
is obtainable in which the employes of the plant become
wasteful in its use. The operator becomes so accustomed
to seeing large quantities of water used in regular work thai
what he wastes appears quite immeasurable.
In laying out the piping system of the plant which is
io be operated entirely with city water main different meth-
ods can be introduced which will reduce or avoid the use of
water. For example, instead of using hydraulic turbine tube
cli am re, power cleaners should be employed, as they are suc-
cessful in any plain and especially so in plants which use
only Clt> water. Instead of using furnaces having water
7777777777777777777777/7777/
Figure 278— (J2-8).
626
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 19.
cooled parts some other type should be used to save the
continuous loss of water. Instead of the bearings being water
cooled they should be made sufficiently large to run cool with-
out water. Instead of ashes being dropped into metal hoppers
or other receptacles which necessitates their being wetted
they should discharge into a masonry hopper, allowing air to
the grate to carry off the heat.
If the water contains a considerable quantity of scale-
forming salts it should be treated chemically in a purifier in
order to reduce to a minimum the quantity of water wasted in
blowing off. Little has been accomplished in the design of
an exhaust condenser, a device which would save practically
all the water fed to the boilers by condensing. Such a con-
denser would in all probability be constructed on the same
general principles as an ejector, the ejector, however, having
the greatest amount of work to perform, as it takes water
from a state of rest and at a lower pressure.
An exhaust ejector would take air at practically the same
pressure as the air it would discharge against. One cubic
foot of air requires 0.0686 heat units to increase its tempera-
ture 1 degree F., or, if air is taken at 65 degrees and delivered
at 205 degrees, the increase in temperature would be 140 de-
grees, which would require 9.6 heat units per cubic foot.
Exhaust steam would have 965.7 latent heat units per pound,
and as the volume at atmospheric pressure is 26.36 cubic feet
per pound the exhaust steam would contain 36.6 latent heat
units per cubic foot. To condense 1 cubic foot of steam
therefore would require 3.8 cubic feet of air.
(To Be Continued.)
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
BRIDGE-DECKING RECORD USED ON WINONA INTER-
URBAN RAILWAY.
In the Electric Railway Review for March 30, 1907, page
434, there was reproduced a record blank which was used
BmoG£ Dsckz/vg R£CO/fD.
Bf!IOG£ /V° I
TOTfIL /V° f>?W£LS
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iD/ns/o/t.
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3 Tomi. N° B£/VK5
CrJPS
romi L£/vcm\i
no.
-%e.
feef,3/>t.
Remarks .
3 C
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STrT//VG£f?S
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Bridge Decking Record, Winona Interurban Railway.
by the Winona Interurban Railway, Winona Lake, Ind., in
recording the progress of pile driving on the Peru division.
Accompanying this record is a bridge-decking record blank
which has been compiled by R. M. Murray, chief engineer.
It is shown herewith. This blank is intended to serve as a
permanent record of the material used in the construction
of the deck of the bridge.
BY J. L. ROSENBKRGER, I.L.B., OF THE CHICAGO BAR.
May Require Taking Out Permit to Do Work.
An ordinance of a city which requires street railway
companies and other corporations holding franchises to use
the streets of the city to file an application for a permit before
entering upon and obstructing the streets, and which requires
the applicant to file specifications of the manner in which the
work is to be constructed and to fix the location thereof, and
requires it to give bond to hold the city harmless for damages
caused by the proposed work, and which gives the city council
power to grant or refuse such permit, the supreme court of
Nebraska holds, State, on the relation of the Lincoln Traction
Company, v. Frost, 110 Northwestern Reporter, 986, is not
invalid, as interfering with or violating the franchise rights of
the company in the streets. The court will not presume that
under such an ordinance the city authorities will act arbi-
trarily or abuse their discretion, but will presume that the
ordinance will be construed according to its legal effect, and
that if the proper conditions are met the permit will not be
refused.
Duty Created by "Run Slow" Sign.
In an action against a street railway company for injuries
received by a foot passenger struck by a car of the defendant
while crossing a public street, it was established that when
and where the accident occurred there was a sign, placed over
the tracks by the defendant corporation, requiring cars to
"run slow." The court of errors and appeals of New Jersey
holds, Hayward v. North Jersey Street Railway Company, 65
Atlantic Reporter, 737, that this requirement, adopted by the
defendant corporation previous to the accident, for the guid-
ance of its servants in matters relating to the safety of the
public, and made public, created a duty as to such persons as
would be likely to be injured by a failure to observe the
precautions prescribed. Proof of a violation of such require-
ment by the motorman, directly resulting in injury to the
plaintiff, is evidence, although not conclusive, from which the
jury would be warranted in finding the motorman negligent
and the defendant therefore liable.
Company Entitled to Have Bill of Particulars.
In the case of Ferris v. Brooklyn Heights Railroad Com-
pany, 102 New York Supplement, 463, an action for an alleged
assault by the defendant's servants upon the plaintiff when a
passenger on one of its cars, the second appellate division of
the supreme court of New York approves of an order for
a bill of particulars. It says that it thinks a bill of par-
ticulars proper in this case to reach justice and to afford the
defendant fair opportunity for preparation to meet the issue.
The defendant is a corporation which works many cars and
employs a large number of men. An allegation that on or
about a certain day. when the plaintiff was a passenger on a
car on a specified line on a specified street, he was assaulted
by the defendant, its conductor, agents, servants and employes
in charge of said car, is indefinite to the extent that it leaves
the defendant in the dark as to the day, the time of day, the
car, or the servants, and requires a minute, searching and
laborious investigation by the defendant before it can throw
any light upon the alleged occurrence.
There is nothing unreasonable, the court says, in re-
quiring the plaintiff to name "the place and exact time of day
that the accident (sic) happened, and also the direction the
car was going." The information not only serves to locate
and specify the occurrence, but also the car, and consequently
those in charge of it, as it is common knowledge that the de-
fendant keeps a record of its cars, their trips, and the particu-
lar servants in charge of each of them.
With regard to the bill requiring the number of the car,
line and badge number of the motorman and conductor, the
May 11, 1907
ELECTRIC RAILWAY REVIEW
627
court says that this was but to specify the car among the
many worked by the defendant, and to identify the servants
out of the many employed by it. If the plaintiff knew the
names of the servants he could be required to give them. Of
course, it was not essential to complaint or recovery that the
plaintiff should give the numbers of the servants, or their
names; but that was not the question. If he knew the num-
bers there was no good reason why he should not furnish the
information.
The requirements of a setting forth of the length of time
the plaintiff was confined to bed and house, the amounts paid
for doctor's bills and medicines, the nature of his business,
average earnings, and the time of his detention from work,
were proper. But the court thinks that the plaintiff should
not be required to give the "exact statement of injuries
claimed to have been sustained" by him, or "the nature, ex-
tent and effects of same"; there being no allegation of per-
manent injuries.
Valid Ordinance as to Railroad Crossing by Cars.
A city ordinance intended to regulate the manner of cross-
ing steam railroads by street cars in the city, provided that
it should be unlawful for any conductor, in charge of any
street car using the streets of said city for the purpose of
carrying passengers or freight, to permit such cars to cross
or enter upon the track or tracks of any steam railroad in
said city until such conductor should have first fully crossed
on foot to the opposite side of the farthest track of said
steam railroad from his car, and it should be unlawful for
any motorman. gripman or engineer, in charge of such car,
to run into or upon the track or tracks of any such steam
railroad until the conductor in charge of such car had first
crossed on foot to the opposite side of the farthest track of
said steam railroad from said car, and from said point had
signaled such motorman, gripman or engineer to proceed with
his car. The appellate court of Indiana, division No. 2, while
not basing its decision upon the validity of the ordinance,
states, Indianapolis Traction & Terminal Company v. Romans,
79 Northeastern Reporter, 106S, that it deems the ordinance
valid. The court says that it was not necessary to pass upon
the question of the validity of the ordinance, because the
uncontradicted evidence, without reference to the ordinance,
showed the company's negligence, the evidence showing that
the car in question was run upon the track of a steam rail-
road, directly in front of an approaching train, without any
effort to stop the car. and without any attempt by the con-
ductor to ascertain whether the way was clear.
Right to Transfer from Short to Long Service Car.
A passenger on a car bearing in a conspicuous place the
sign, "Fourth street only," was ordered off when the car
' reached that street, the conductor stating that the car did not
go any farther. The passenger demanded a transfer entitling
him to a continuation of his trip to his place of destination,
which was refused.
It appeared that the company, in regulating its traffic,
provided, over the route this passenger desired to travel, two
classes of cars upon the same tracks, viz., long and short
service cars. What he demanded was a transfer from a
short-service car to a long-service car upon the same line.
The appellate term of the supreme court of New York
holds, Baron v. New York City Railway Company, 102 New
York Supplement, 746, that the refusal of a transfer was a
violation by the company -of section 104 of the New York
railroad law, which provides that upon the refusal of a street
car company to Issue a transfer to a passenger, entitling the
passenger to a continuous trip from the point of embarkation
to another point on the railroad operated by such company,
the company shall forfeit $50 to the aggrieved party.
The court does not agree with the contention that the
plaintiff failed to establish a cause of action on the ground
that there was no proof that the transfer demanded by him
was to a leased line. It says that the legislature never
intended that the obligation imposed by said section should
be limited to leased roads.
Nor does the court consider that it was an excuse for a
refusal of a transfer to the plaintiff to say that the giving
of a transfer would confer upon him the privilege of stopping
over. This argument could be urged against all transfers.
The court says that it may properly take notice of the
fact that the region of the city through which the car under
consideration passed was largely a congested business section,
where the traffic was much heavier than in the extreme
northerly or southerly parts of the city. The running of
short-service cars between the long-service cars through
crowded avenues is a reasonable regulation, well within the
powers of the company in the management of its railroads,
when, as in this case, reasonable notice is given of the condi-
tions of operation. However, the company cannot lawfully
refuse a transfer to a passenger whose continuous trip carries
him beyond the terminal point of, the short line. The court
concedes to the company the right to establish lines of short-
service cars, but it can find no authority that permits the
company, no matter how conspicuous and complete the notice,
to arbitrarily require passengers desiring to make a con-
tinuous trip beyond the place of destination of the short-service
car to board only a long-service car. If the company pos-
sessed such authority it might avoid the giving of many trans-
fers by establishing numerous short routes in various parts
of the city and by operating thereon mainly short-service cars.
Right to Transfers Not Limited to One Direction.
A passenger boarded a southbound car, paid his fare, and
asked for and received a transfer. He then left the car and
boarded a westbound one on an intersecting street. On a
car going northerly from this latter street he was refused a
transfer, and was obliged to pay another fare to enable him
to reach his destination. The appellate term of the supreme
court of New York holds, Kelly v. New York City Railway
Company, 102 New York Supplement, 742, that he was entitled
to recover the statutory penalty for refusal of transfer.
Section 104 of the New York railroad law provides that
"every such corporation entering into such contract," refer-
ring to one of lease, shall carry "between any two points,"
and "shall upon demand, and without extra charge, give to
each passenger paying one single fare a transfer entitling
such passenger to one continuous trip to any point or portion
of any railroad embraced in such contract." The court says
that when the passenger pays for the right to ride it is upon
an agreement between the parties that he shall have a
continuous ride for the one fare to his point of destination.
Such a ride under the circumstances disclosed in this case
was guaranteed to the plaintiff by the statute.
The court is unable to find legal support for the de-
fendant's claim that it has the right to impose a limitation
upon the giving of transfers by refusing them to passengers
desiring to continue their journey upon lines not running in
the same longitudinal direction. It was the contention of
the defendant that "when a trip becomes southerly it shall
not thereafter become northerly, and vice versa, without the
payment of an additional fare."
The court thinks such a rule is a violation of the statute.
It is not an excuse to show that such a rule is neeessary to
prevent a fraudulent use and abuse of the defendant's transfer
system. The question of the reasonableness of such a rule
and its effect upon the defendant's earnings affords no support
for said contention. The reasonableness of the rule is not
involved here. The statute gives to the public specifically
and in unmistakable language the right to "one continuous
trip to any point or portion" of the roads. The application
of ordinary intelligence to the consideration of this question
indicates at once to an impartial mind an unobscured and
definite meaning in the words of the statute. The court has
no right, under the claim of construction, to add to or take
from that meaning. It can see no relief for the defendant
except in additions on.
<;2S
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 19.
News of the Week
Legislation Affecting Electric Railways.
Florida.— The senate has passed a bill requiring; both steam
and electric railways to provide separate accommodations for the
white and negro races.
Missouri. — The senate on May 3 concurred in a house amend-
ment to Senator Cooper's bill enabling cities to regulate the
charges of public utility companies by ordinance, and the bill
has gone to the governor, who is expected to sign it without delay,
as it is along lines recommended by him. Tin- bill contains a
court review provision and cities are empowered to provide for com-
missions to ascertain facts in regard to public utilities.
Pennsylvania.— The Fahey bill, requiring electric railway com-
panies to secure local franchises before applying for state charters,
was passed by the house on May 1. by a vote of 129 to 52. — The
Homsher eminent domain bill was reported favorably by the house
committee on city passenger railways on May 1. — The house has
defeated a bill permitting railroads with less than 40 miles of
track to charge 5 cents a mile passenger fare.
New York. — President E. W. Winters and Vice-President T. S.
Williams of the Brooklyn Rapid Transit Company appeared before
the senate railroad committee on May 7 and asked that before the
committee acts upon the Wagner 5-cent fare bill a subcommittee
be appointed to investigate the conditions. The bill, which was
recently passed by the house, provides that no more than 5 cents
shall be charged for a continuous ride within the limits of a
municipality over the lines operated or controlled by one company,
and would compel the Brooklyn Rapid Transit Company to reduce
its fare to Coney Island, which is now 10 cents. The officials de-
clare that the passage of the law would work a serious injustice.
Commission Report on Woodlawn Wreck.
The New York state board of railroad commissioners on May
6 made public its findings in regaru to the New York Central
wreck near Woodlawn on February 16, in which 24 persons were
killed and 143 injured. The commission eliminated from the list
of probable causes obstruction on the track, broken parts of
equipment and defects inherent in the locomotives, limiting the
probable causes to two — character of track and high speed. The
commission finds:
"That the accident was caused by a condition of weak track,
which was discovered and reported by the engineer of train 5,
which left the Grand Central station on the morning of February
16 at 9:03 a. m. Also that this bad spot became worse by reason
i if the pounding it received from numerous passing engines, hold-
ing, however, until subjected to the unusual and abnormal pres-
sure exerted by the impact of the two powerful electric loco-
motives running at a very high rate of speed striking it in quick
-succession, shearing the spikes and causing the rail to spread.
The accident, therefore, was the result of a track condition, plus
speed, plus again the neglect to locate and remedy conditions
that had been reported on the morning of the accident.
"The board is further of the opinion that on the day of the
ai i ident in question no trains should have been allowed' to run
over the Harlem division on track 3, even at the schedule rate,
until the track supervisor on that division had reported affirma-
tively to the superintendent or the general manager even that the
track in question was right in every respect. The testimony
adduced by the board fails to show that any such affirmative
report was made, and the officials of the railroad when given an
opportunity to offer evidence on tin's subject likewise failed to
produce any testimony to that effect."
Tlie commission also recommends extra strong tie plates and
double-spiking on curves, close inspection of track and train
equipment and a change in the rules of the company to enable a
more ready location of responsible y.
Rapid Transit Affairs in New York.
The rapid transit commission at its meeting on May 2. after a
hearing on the application of the Interborough-Metropolitan Company
for permission to build a third track on the Second and Third
avenue elevated lines for express trains, adopted a resolution intro-
duced by John H. Starin to the effect that the board would nego-
tiate with the company for the granting of a franchise for the
additional elevated trackage, provided that company will enter
into a contract with the city to construct and operate those por-
tions of the Seventh and Eighth avenue and Lexington avenue
roads, referred to in Mr. Shonts' letter to the board on April 25,
using entirely its own capital in construction and equipment, and
provided, farther, that it will also agree to arrange for a system of
universal transfers between subways, elevated structures and sur-
face lines on all its lines in the boroughs of Manhattan and the
Bronx. President Shonts, after reading the resolution, stated that
it would be impossible under present conditions for the company
to construct the subways with its own money, and that it would
not it present consider any system of universal transfers.
George L. Rives, counsel to the commission, submitted a report,
dealing with the objections made by Mr. Shonts to the form of con-
tract drawn for the new subways. The substance of Mr. Rives'
report was that the stipulations complained of by Mr. Shonts were
not due to any arbitrary action by the commission, but to the
obligations placed on the commission by the changes in the rapid
transit act in 1905, and by the Elsberg bill, which was passed last
year.
The commission gave a hearing on the application of F. B.
Behr for a franchise to build a monorail line from the foot of
Atlantic avenue to Coney Island. Mr. Behr stated that the plan
of construction contemplates a double-track road on elevated pillars
16 feet above the street surface. The speel will be SO miles an
hour, exclusive of sto] s.
It is probable that the commission will take no further action
until the fate of the public utilities bill is decided. It has been
suggested that the city might build the subways in sections, as its
borrowing powers will not permit of its building them outright.
American Railway Insurance Company.
The inspection and survey bureau of the American Railway
Insurance Company of Cleveland, O.. which was organized on
January 10 at Cleveland, as noted in the Electric Railway Review
of January 12, page 57, by 27 leading- traction and power com-
panies, for the purpose of carrying their own fire insurance, has
sent out a book of 55 pages describing the work the company-
proposes to do and offering many helpful suggestions for the ade-
quate protection of electric railway properties against fire.
The object of the company, as previously stated in the Review,
is to carry the companies' insurance at actual cost. The plan was
worked out principally by Henry N. Staats of Cleveland, who is
manager of the company, and was outlined in the report of the
"Insurance" committee of the American Street and Interurban
Railway Association at Columbus last fall. The company is now
ready to carry a part at least of the insurance of the companies
represented, and is the first of a series of companies to be or-
ganized, including the Traction Mutual Insurance Company, the
Electric Railway Insurance Company and the Associated Railways
Insurance Company, which will carry both sprinkled and un-
sprinkled risks. The idea of the formation of the several companies
is to scatter the risks, the aim being to bring the various com-
panies eventually to a position where they can carry all of the
insurance of any electric railway company. Horace E. Andrews,
president of tne Cleveland Electric Railway, who was largely in-
strumental in the formation of the American Railway Insurance
Company, is its president.
The book just issued, besides outlining the plan to obtain in-
surance at actual cost, contains the report of the "Insurance" com-
mittee, submitted at the Columbus convention and the discussion
on and approval of that report, which were published in the Daily
Electric Railway Review of October IS, 1906, and two chapters de-
voted to automatic sprinkling of electric railway properties. It also
contains a large number of halftone illustrations of the buildings
of the Cleveland Electric Railway, which are equipped with auto-
matic sprinklers, and of several tests of sprinklers.
Chicago-New York Air Line Called to Account.
The Chicago-New York Electric Air Line Railroad, the much
advertised company which proposes to build an electric railroad
from Chicago to New York, and promises to carry passengers over
its 750-mile air line in 10 hours for $10, will probably be called into
court to account for its expenditure of the amounts derived from
its large sales of stock. Theodore Nemoyer, a former employe of
the company, has filed a suit in the circuit court of Cook county,
Illinois, asking for an injunction restraining the company from
doing business in Illinois, for a thorough accounting and for the
appointment of a receiver in case in the progress of the hearing
it should be demonstrated that the company can be more econom-
ically administered by officers of the court.
After giving a history of the development of the concern and
the acts of its officers the plaintiff asks the court to enter an order
nullifying a number of contracts. President Alexander C. Miller
and other officers of the company are charged with mismanage-
ment and with wasting securities of the company, with misrepre-
senting facts concerning the company's assets and hazarding its
treasury through depositing funds in weak depositories. The peti-
tioner further avers that the charter is liable to forfeiture because
the capital stock of the Air Line was increased without authority
of the stockholders and that the officials are giving away two
shares of stock to every one they sell. He charges the ofhvials,
headed by the president, with voting themselves excessive salaries.
He states that the entire proceeds from the sale of the capital
stock is turned over to the Co-operative Construction Company of
Chicago, of which Jonathan D. Price is president, and that both
Miller and Price receive $25,000 a year salary in addition to large
blocks of stock. He also states that the officers have no knowledge
of the cost of constructing the line, as no surveys have been made
east of the eastern part of Ohio and no profiles have been made
between there and Tolleston, Ind.
President Miller has issued a statement denying the claims of
Nemoyer, who, he says, is a disgruntled employe, and stating that
contracts have been let and deliveries of materials partly made for
the first 20 miles of the line from Laporte, Ind., toward Chicago.
Work is now in progress at Laporte and a 3-mile spur track has
been built from Laporte to the construction camp.
Wage Increases.
The Twin City Rapid Transit Company of Minneapolis, Minn.,
operating in Minneapolis, St. Paul, Stillwater and vicinity, has an-
nounced that the wages of all its trainmen will be increased on June 1.
Tliis is a voluntary action on the part of the company and comes as
a complete surprise to the men. At present the men receive 22 cents
an hour after the first six months of service; under the new scale
they will receive 21, 22 and 23 cents an hour for the first, second
and third years, respectively, 24 cents for the fourth and fifth years,
and 25 cents thereafter. All trainmen appointed during the past
year will receive the ^.2-cent rate during the second six months of
service. This means that a large percentage of the company's em-
ployes will immediately receive the maximum rate of 25 cents an
hour.
The Omaha & Council Bluffs Street Railway of Omaha, Neb.,
on May 1 put into effect a new scale of wages, as follows; For
the first year of service, 21 cents an hour; for each succeeding year,
including the fifth, an increase of 1 cent an hour; fifth to ninth
May 11, 1907.
ELECTRIC RAILWAY REVIEW
629
years. 25 cents an hour, and after the ninth year, 26 cents. This
is an increase of 1 and 2 cents for the S00 employes affected.
The Tacoma Railway & Power Company, Tacoma, Wash., has
announced a new scale, effective at once, which amounts to an
increase of 2 and 3 cents an hour. The new rates for conductors
and motormen are: First six months, 23 cents: second six months,
24 cents; second, third and fourth years, 23 cents; fifth, sixth and
seventh years. 26 cents; eighth, ninth and tenth years, 27 cents:
nth and twelfth years. i'S cents; thirteenth, fourteenth and
fifteenth years, 29 cents, and after fifteenth year. 30 cents. Grip-
men will receive 1 cent an hour above this scale.
The Duluth Street Railway, Duluth, Minn., has announced a
new scale, effective on June 1, of 21 cents an hour for the first
vear, with an increase of 1 cent an hour for each year, including
the fifth.
The St. Thomas (Ont.) Street Railway, owned and operated by
the city, has announced a new schedule of wages for its trainmen
as follows: For the first six .months. 15 cents an hour, for the next
2': years. IT cents an hour, and thereafter 18 cents an hour.
Construction News
FRANCHISES.
Congress of Manufacturers. — The twelfth annual congress of the
National Association of Manufacturers of the United States will
be held at the Waldorf-Astoria, New York, on May 20, 21 and 22.
Extension of Time in Which to Comply with Safety Appliance
Law. — The Indiana railroad commission has granted the Angola
Railway & Power Company, Angola, Bid., which operates a three-
mile electric line from Angola to Angola lake, an extension of
time until May 1. 190S. to equip its line according to the provisions
of the safety appliance law.
Express Deal Completed. — It is reported that the deal has
finally been completed whereby the Pacific Express Company has
arranged to take over the express business between Toledo and
Dayton, ee. now handled by the Toledo Urban & Interurban Rail-
way, the Western Ohio Railway and the Dayton & Troy Electric
Railway. It is expected that the new service will go into effect
about June 1.
Hospital Annex for Railway Employes. — The Georgia Railway
& Electric Company of Atlanta, Ga., and the Southern Railway
bave proposed to build and equip an annex to the Grady Hospital
in Atlanta for the accommodation of employes of the company.
The facilities of the hospital are often overtaxed and the companies
desire a separate ward for their patients, where they may receive
immediate attention, under the control of the companies' physicians.
Ft. Wayne & Wabash Valley Adopts Merit System. — The Ft.
Wayne & Wabash Valley Traction Company, Ft. Wayne, Ind., has
announced that it has adopted the merit system of disciplining
employes, beginning on May 1. Under this system an employe
will receive a certain number of demerit marks for each violation
of the rules and merit marks for efficient service. Efficient service
for a certain period will cancel the demerits. Cash prizes are to
be given all employes who have a clean record up to July 1. The
operation of the system will be in charge of J. B. Crawford, super-
intendent of transportation.
Joliet Strike Averted. — A strike of the 119 conductors and
: men employed by the Chicago & Joliet Electric Railway.
Joliet. 111., which was threatened last week, was averted on May 8,
when an agreement was reached between the men and the com-
pany on the basis of an increase of two cents an hour, extra pay for
overtime, recognition of the union and a plan for arbitration of
future differences. The men held a meeting on April 30 and voted
to strike if their demands were not granted. The men employed on
the Joliet city lines have been paid 20 and 21 cents an hour, while
those on the Joliet-Chicago run were paid 24 cents. They de-
manded 25 and 27 cents for the city lines and 30 cents for the
Chicago run.
Convention of the Southwestern Electrical and Gas Associa-
tion.— President H. S. Cooper of Galveston, Tex., announces that
the third annual convention of the Southwestern Electrical and
Gas Association will be held at San Antonio, Tex., on May 14,
15 and 16. It is earnestly desired to make this the banner conven-
tion of the association, and every effort is being made by the
officers and executive committee to make it such. An excellent
list of practical papers on live subjects for every branch of the
iation will be presenled. and an interesting question box has
prepared. San Antonio is an interesting and hospitable city
mple accommodations, both for guests and for exhibits, have
arranged. Special entertainments will be given by the San
Ant., mi, Tin i urn Company ami the San Antonio Gas and Electric
' tomps
New England Street Railway Guide. — Robert H. Derrah of Bos-
,1 formerly general passenger agent of the Boston £
Northern and Old Colony Street Railway companies, has issued
."iT edition of Derrah's Official Street Railway Guide to New
England. This, the eleventh edition of this well-known guide, con-
! ol eful and Interesting information about the clec-
rallway systems of New England, in a suitable size for the
pocki inches. This year a new arrangement Iras been
,d all towns reached by electric railways an- placed in
e classifications, giving in alphabetical order all towns reached
Boston, Providence and Worcester. The mileage, fare, run-
ning time, route and points of change for each town.
The book contains i I ma] I descriptions of trips
to li. points oi Interest which are reached by the New
England 111 belli exceedingly useful to tin- travi li i
this guide : ial Interest to any one- interested in electric
railways as illustrating the remarkabli i opmenl of tie electric
railways In Us Rhode Island, Connectlcul ami New
Baker City, Ore. — A 30-year franchise has been granted to-
William l'ollman and associates of Baker City to build and operate
an electric line in this city. It is stated that rails and cars have
been ordered and that work will be started as soon as the materials
arrive. The promoters promise to have 1% miles of line in opera-
tion by the end of the year and later to extend it to points outside
of the city.
Bennettsville, S. C. — J. J. Matheson, Warren Moore and Vann
Livingston, Bennettsville, S. C. have applied for a franchise
build and operate a street car system in Bennettsville. which will
connect with interurban lines to be built in Marlboro county. One
of these will run from Bennettsville to Blenheim and another from
McColl to Gibson and Laurinsburg, S. C. It is stated that arrange-
ments for financing the project are about completed.
Champaign, III. — The Corn Belt Traction Company has been
granted a franchise to build its interurban line over Walnut street
from the north city limits to Main street. Cars are to be m
operation within one year from the granting of the tram his,
Dubuque, la. — The Eastern Iowa Traction Company has applied
for a franchise to enter Dubuque with its interurban mad.
Gary, Ind. — A petition, signed by 150 of the 5,000 residents of
Gary, has been filed with the board of that village, asking that it
pass franchise ordinances, granting to subsidiary companies of the
United States Steel Corporation the exclusive right to supply light.
water, heat, power, telephone and traction service inside the cor-
porate limits.
Hanover, Pa. — The Hanover & York Street Railway Conn
has applied for a franchise to enter Hanover with its 18-mile
double-track line between Hanover and Y'ork. In exchange for the
franchise the company agrees to pay the borough 3 per cent of
the gross receipts, based on the pro rata length of the line, and
to pave between the rails and keep same in repair.
Silver Creek, N. Y. — The Buffalo & Bake Erie Traction Company
lias been granted a franchise to enter Silver Creek with its inter-
urban line. The road will enter from the east over private right
of way and leave at the southwestern limits by way of Main street.
The road is to be completed within IS months from the date of the
franchise.
Westfield, N. Y. — A 99-year franchise has been granted to the
Buffalo & Lake Erie Traction Company to build a double-track
line through Westfield from the eastern limits to Portage and
Main streets and on Main street. The franchise also provides for
the construction of a viaduct over the creek at the western end
of the village of sufficient width to accommodate a roadway and
sidewalk in addition to the trolley tracks. The cost is estimated
to be between $90,000 and $100,000, of which the village will pay
$35,000. A special election will be held to ratify this portion of
the franchise. It is stated that the line will be in operation within
In months from the date of the franchise.
RECENT INCORPORATIONS.
Bahia Tramway Light &. Power Company. — This company has
been incorporated in Maine with $3,500,000 capital stock to build a
system of electric railways in Bahia. Brazil, South America. The
company has an authorized issue of $7,500,000 50-year 5 per cent
bonds, of which $3,500,000 have been offered in London and Brussels
at 90%. Some of the financing, it is said, will be undertaken in
New York, and among the New Yorkers mentioned as interested
in the enterprise is W. L. Bull, who lias already large interests
in South America.
Columbus Kenton & Lima Railway. — It is reported that this
company will soon Hie incorporation papers as a consolidation of
the Columbus Urbana & Western Electric Railway of Columbus,
O., the Lima Kenton & Marion Traction Company and the Dela-
ware Magnetic Springs & Northern Traction Company, which
are controlled b3 J. A. Vandegrift of New York and W. II. Ogan
of Columbus.
Kansas City & Olathe Electric Railroad.— 1 rporated in Ivan
sas to build an electric railroad 20 miles long from Rosed ale south-
west to Olathe, through Wyandotte and Johnson counties, in Kai
Capital sto, L76 incorporators; D. B. Johnson, K. O. Larser
C-orge llolsingcr. .1. A. Stewart, F. P. Dickson and It. \Y. Hocker.
Lake View Traction Company. — Incorporated in Mississippi to
build and operate an electric railway between Memphis, Tenn.,
and Ciarksdale, Miss. Principal office, Clarksdale; capital stock,
$500,000. Incorporators: G. W. Agee, It. F. Tate, Anthony Walsh,
\V A, Percy, H. E. Craft and others.
Syracuse & Chittenango Railway. — Incorporated In New Vmi,
to build an electric line from Syracuse to Chittenango, Mai
county, about 10 miles. Capital stock. $500,000. Incorporators
\\ . ii. Dowe, Q. s. Terry, New York City; C. G. Everson. Syrai
x. v.
Twin City & Lake Superior Railway, Minneapolis, Minn. — In-
corporated in Maim- to build a double -track high-speed 11m
freight and passenger service from Minneapolis and SI Paul to
Duluth and Superior, Minn.. 129 miles, II Is proposed
630
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 19.
the line by steam at first, but later to use the Farnham inverted
protected third-rail system. Seventy-pound rails are to be laid.
Two surveying crews are at work at present locating the line and
it is expected to begin construction in a short time from both ends.
Capital stock, $7,000,000. Officers: President, E. W. Farnham,
Chicago; vice-president. W. H. Crossland, Minneapolis; treasurer,
F. B. Kidder, Minneapolis; secretary, S. A. Carlisle, Wyoming, Minn.
Wagner Lake Shore <£. Armour Railway. — Incorporated in South
Dakota to build an electric line from Wagner to Mitchell, S. D.,
65 miles, with a branch to the shore of Lake Andes. The road
will conduct a general freight and passenger business and also
will furnish electric power for commercial purposes along its route.
Capital stock, $1,000,000. Incorporators: A. H. Pease, John
Steransky and John Absher, Wagner; Albert Amundson, Lake
Andes; E. P. Wanzer, Armour.
West Point (Va.) Traction Company. — Incorporated in Virginia
to build an electric line in West Point. Capital stock, $10,000. In-
corporators: J. W. Marshall, president; J. W. Owens, secretary
and treasurer, and W. C. Dunham, all of West Point, Va.
TRACK AND ROADWAY.
Albany, N. Y. — The New York railroad commission has author-
ized the construction of the following electric railways: Canan-
daigua Southern Railway, running from Canandaigua, Ontario
county, to Atlanta, Steuben county, a distance of 33 1-3 miles; TJtica
Southern Railway, from Clinton through Deansboro, Waterville,
Oriskany Falls and Madison to Hamilton, in the counties of Oneida
and Madison, a distance of 26 miles; One Hundred and Forty-fifth
Street Railway, starting at the corner of One Hundred and Forty-
fifth street and Lenox avenue, and running along One Hundred
and Forty-fifth street to Broadway, in New York City; Queens Bor-
ough Street Railway, from the junction of Franklin and Van Alst
avenues, along Van Alst avenue to Winthrop avenue, in the first
ward of the borough of Queens.
Atlantic Shore Line Railway, Kennebunkport, Me. — Work was
started last week on the connection between York Beach and
Kennebunkport, Me., 15 miles, which is expected to be opened
some time in June, and which will connect the eastern and western
divisions of the company's system. Rails and other materials are
on hand for the construction of the first three miles and the re-
mainder is being delivered. W. G. Meloon, general manager,
Portsmouth, Me.
Bay City, Mich. — It is reported that E. W. Mills of Detroit is the
promoter of a new company that proposes to connect Bay City and
Port Huron, Mich., through Caro, Vassar, Memphis, Richmond,
Sanilac and Capac. Mayor Johnson of Cleveland is reported as
interested in the project.
Bay Counties Electric Railroad. — It is reported that this com-
pany will in a few weeks break ground for a new line from Bel-
videre to Lakeport, Cal., via Corte Madera, Greenbrae, Point San
Pedro and Novate Representatives of an eastern syndicate have
gone over the route of the proposed line and are said to have
reported favorably on a proposition to underwrite the bonds.
Richard Hotaling is president.
Broadway, Va. — The United States Leather Company of Phila-
delphia, which owns several tanneries in this region, is making
surveys for an electric line from Broadway to Lost City, Va., 30
miles.
Chillicothe, Mo. — A. W. Carpenter of Columbus, O., J. T. Car-
penter of Toledo, O., and J. W. Andrews of Fairfield, la., are pro-
moting an electric railway from Chillicothe, Mo., to Newton and
Marshalltown, la., and are seeking to raise subscriptions for the
preliminary work.
Corinth & Shiloh Electric Railway, Corinth, Miss.— -It is reported
that this company will soon let contracts for its line from Corinth
to Shiloh, Miss., 22 miles. Right of way has been secured and a
survey has been made. Abe Rubel is president.
Gallatin, Mo. — It is reported that C. F. Alt of Warren, Pa., is
interested in a project to build an electric railway from Gallatin to
Excelsior Springs, Mo., about 40 miles.
Grand Junction, Colo. — Surveys are being made for an electric
railway to connect several towns in the fruit belt, including
Fruita, Grand Junction, Palisades and Plateau City.
Grand Rapids (Mich.) Electric Railway. — President J. W. Boyn-
ton is sending out a prospectus and personal letters in the interest
of the company's extensive plans for construction of new lines
radiating from Grand Rapids. The company has planned about
500 miles of new railways, including six different lines, as follows:
1. From Grand Rapids to or near Rockford, thence to Greenville,
Langston, Edmore, Clare, Gladwin, West Branch, Rose City, and
thence to Alpena on Luke Huron. 2. From Grand Rapids to
Belding, thence to Palo, Hubbardston, Maple Rapids, and other
towns to Saginaw. 3. From Grand Rapids to Battle Creek, Cold-
water, Coldwater Lake, California, Mountgomery and Camden in
Michigan, thence to southern state line, thence to Pioneer and
Montpelier, thence to Napoleon, Weston, Bowling Green and other
cities to Fostoria, O. 4. From Grand Rapids to Freeport, Grand
Ledge, and thence to Lansing. 5. From Grand Rapids to Kala-
mazoo. 6. From Grand Rapids to Grand Haven harbor on Lake
Michigan. All of these routes have been fully surveyed and located
except the line from Belding to Saginaw, and the engineers are
surveying that. Of these different lines 40 miles of right of way
100 feet wide through private lands has been conveyed by deed
or contract to the company. Two hundred miles is graded and
ready for cross ties and rails.
Illinois Traction Company, Champaign, III. — General Manager
L. E. Fischer of Danville, 111., announced recently to a delegation
of Fairmount citizens that the company would build an extension
of the line out of Danville, from Catlin to Fairmount. Preparations
are being made for double-tracking the line from East St. Louis
to Staunton.
Kansas City & Olathe Electric Railroad. — This company has be-
gun construction at South Park, Kan., on its proposed line to
Shawnee, Kan. Tracklaying was completed several years ago
between Rosedale and South Park, three miles.
Knoxville (Tenn.) Railway & Light Company. — This company
is now building a 3,000-foot extension of the Lonsdale line.
Kokomo, Ind. — It is reported that a company is being or-
ganized to build an electric line from Terre Haute to Kokomo,
Ind., through Crawfordsville and Frankfort.
Lake Erie & Youngstown Railroad. — An official report from
J. H. Ruhlman, president, Youngstown, O., states that this com-
pany is now making surveys for its proposed electric line from
Conneaut to Youngstown, O, 60 miles. Contracts are to be let
July 15 and grading is to begin this summer. George Tod, Jr.,
chief engineer.
Lewiston Augusta & Waterville Street Railway, Lewiston, Me. —
Fred S. Gore writes that the Fred S. & A. D. Gore Corporation of
Boston, Mass., has the contract for building this company's pro-
posed lines from Auburn to Mechanic Falls, Me., nine miles; from
Sabattus to Gardiner, 20 miles, and from Augusta to Waterville, 21
miles. Construction is to begin at once. The overhead work
will be of the bracket type. There will be three 125-foot steel
bridges on the line with concrete abutments. John R. Graham,
Bangor, Me., is president; E. D. Reed, Lewiston, Me., general
manager.
Lima & Toledo Traction Company, Lima, O. — A contract has
been awarded to the National Bridge Company of Indianapolis,
Ind., for the construction of a 1,400-foot reinforced concrete bridge
over the Maumee river at Roche de Boeuf, O., on its line from
Leipsic to Toledo.
Little Rock & Hot Springs Electric Railway, Little Rock, Ark. —
The Electrical Installation Company of Chicago has the contract
for building this line from Little Rock to Hot Springs, Ark., 56
miles, including several bridges. Surveys have been made and
most of the right of way secured. C. J. Kramer, president; J. R.
Van Franks, chief engineer.
Madison & Interurban Traction Company, Madison, Wis. —
President F. W. Montgomery of New York, N. Y., states that sur-
veys have been made for an extension from Madison to Janesville,
Wis., but that it has not yet been decided whether the line will be
built this year, on account of the high price of materials.
Marion, O. — F. M. Ohl of Toledo and associates, who are in-
terested in a project for an electric line from Marion to Tiffin, O.,
via Wyandot, Nevada and Sycamore, recently went over the route
of the proposed line, securing data. They stated that financial
arrangements have been made for building the line this summer.
Maryland Electric Railways, Baltimore, Md. — J. G. White &
Co. of New York are now engaged in the work of converting the
Baltimore & Annapolis Short Line, which has been absorbed by
the Maryland Electric Railways Company, for electrical operation
between Baltimore and Annapolis. The wire for the overhead
work has been ordered and is expected within a few weeks. Power
will be obtained from the Westport power house of the Consolidated
Gas Electric Light & Power Company. Between Cliffords and
Camden the Baltimore & Ohio tracks are used. Negotiations are
pending for a lease of one of the tracks for the exclusive use
of the electric road, and the line is being straightened so as to
reduce the distance between Cliffords and Camden from 6 to 4
miles, thus reducing the distance between Baltimore and Annapolis
from 28 to 26 miles. J. W. Brown, president.
Nazareth, Pa. — It is reported that a company has been or-
ganized to build an electric road between Nazareth and Bath, Pa.,
for the accommodation of employes of the cement companies, and
that seven-eighths of the right of way has been secured. Conrad
Miller of Nazareth is president.
New Castle & New Wilmington Street Railway, New Castle, Pa. —
G. B. Zahniser, chief engineer, states "that surveys have been made
and a private right of way acquired for this company's proposed
line from New Castle to New Wilmington, Pa., 10 miles, and that
contracts for construction will probably be let this summer.
Newell (W. Va.) Street Railway. — This company is said to be
contemplating the extension of its lines to New Cumberland,
W. Va. Frederick Lawrence, general manager.
Northern Electric Railway, Chico, Cal. — H. A. Butters, presi-
dent, San Francisco, is quoted as saying that the line from Marys-
ville to Sacramento, Cal., will be completed by August 1. Cars
are now running regularly between Chico and Yuba City and
Marysville.
Northern Ohio Traction & Light Company, Akron, O. — It is an-
nounced that this company will build an extension from West
Brookfield to East Greenfield, O., this summer. Charles Currie,
general manager.
Ogden (Utah) Rapid Transit Company. — The double-tracking
of the line from Washington avenue to Glenwood Park, in Ogden,
has been completed.
Ohio & Southern Railroad. Columbus, O. — Rapid progress is ijow
May 11, 1907.
ELECTRIC RAILWAY REVIEW
631
being made on this line from South Columbus, O., south to the
Hartman stock farm, 7 miles. It is reported that the line will
be extended farther south to Washington Court House.
Omaha & Nebraska Central Railroad. — It is announced that
the contract for grading this line between Omaha and Hastings,
Neb., has been let to C. D. Conover of Omaha and that actual con-
struction work will be started within a few days. Contracts for
grading the remainder of the line are now in hand and will be let
within the next few weeks. W. H. Fuller, chief engineer. J. C.
Knisler of Omaha is interested.
Peninsula Railway, Barstow, Fla. — E. C. Stuart, president,
writes that contracts are to be let this week for the grading of
this line from Barstow to Tampa, Fla., 50 miles, via Mulberry,
Nichols, Plant City, Collinstown and Thonotosassa, and that con-
struction is to begin on June 1. The Bvers Engineering Company
of Cleveland. O., has charge of the engineering work. Sixty-pound
rails will be laid.
Peoples Street Railway, Nanticoke, Pa. — It is reported that this
company will extend its line to Benton, Columbia county, Pennsyl-
vania, via Shickshinny and Huntington Mills. K. M. Smith, presi-
dent, Alden, Pa.
Philadelphia & Garrettford Street Railway, Philadelphia. — A
contract has been let for the extension of this line from Alden to
Collingdale, Pa. The road is controlled by the Philadelphia &
Westchester Traction Company and passengers will have access
over the latter's lines to Philadelphia, connecting with the Phila-
delphia Rapid Transit Company's elevated line at Sixty-third and
Market streets. W. A. Hall, chief engineer, Llanerch, Pa.
Philadelphia Rapid Transit Company. — This company has
opened a new extension in Philadelphia from Sixty-fifth street and
Kingsessing avenue to Fortieth and Market streets, connecting at
the latter point with the new Market street elevated line.
Portland, Ore. — The United Railways Company, which has built
about two miles of track on Front street, under the franchise
of the Oregon Traction Company, is applying for an extension of
time in which to complete the work. It states that the Front street
belt line will be completed in 30 days, and that the line will be
extended to Hillsboro. The company has been delayed by the non-
arrival of construction material. The application is contested by
the Oregon Electric Railway, which claims a prior right to the
Front street franchise, and which is building a line to Salem.
Rochester Corning & Elmira Traction Company, Rochester,
N. Y. — This company, which is seeking a certificate of necessity for
its line from Rochester to Corning and Elmira, N. T., will be given
a hearing on May 20 on its application for permission to issue $8,-
000,000 of bonds. The commission was enjoined last week from
granting the permission, at the instance of the Erie Railroad. The
application of the company for a certificate of necessity was opposed
before the board of railroad commissioners by the Lehigh Valley
Railroad, Delaware Lackawanna & Western Railroad, Erie Railroad,
Elmira Corning & Waverly Railway, Elmira City Railway and Corn-
ing & Painted Post Street Railway. The board of railroad commis-
sioners refused to grant the certificate, it being shown among other
things that the road would be unprofitable, and that there was not
sufficient business for the lines now existing. The appellate division
reversed the decision, and directed the board to grant the certificate
of necessity. An appeal was taken to the court of appeals, and an
undertaking filed, which had the effect of staying proceedings on
the part of the board and on the part of the applicant. The board,
however, through a misunderstanding, issued the certificate of
necessity, and the railroads which appeared in opposition obtained
a writ of certiorari to review the action of the board in so doing,
and obtained an order from the court staying the proceedings of
the applicant railroad company. Until the matter is finally dis-
i of by the court of appeals the proceedings of the company
are stayed.
Rumford Falls & Bethel Street Railway, Rumford Falls, Me. —
The Maine railroad commission has given this company its
approval of location of its line connecting Mexico, Rumford, Han-
over. Newry and Bethel, Me., 30 miles. Elliott W. Howe, O. J.
Gonya, E. K. Day, William H. Rae and Dennis J. McCoy of Rum-
Falls are the directors.
St. Joseph Valley Traction Company, Elkhart, Ind. — The first
>;n was operated over this company's new line from Lagrange as
far as Orland, Ind., on April 29. H. E. Bucklen, Chicago, president.
San Diego (Cal.) Electric Railway. — It is stated that this com-
pany will this year place contracts for several extensions as fol-
lows: Adams avenue line, about three miles; University line, two
miles: Third street line, three miles, and Ocean Beach lines, about
!es. Charles McLagan, chief engineer, Coronado, Cal.
Snohomish Valley Railroad. — The Snohomish Construction Corn-
has been Incorporated for the purpose of building the first
16-mlle section of this road, projected to extend from Snohomish
ittle and Tacoma, Wash. Work is to begin. in a few weeks on
•nstructlon of the first section, which extends from Snohomish
to a point in Cherry valley, seven miles beyond Monroe. The
officers of the company are: President, Edward Wright; vice-
president, Charles H. Lamprey; secretary and treasurer, J. F.
Taylor, all nish.
Sioux Falls (S. D.) Traction System.— F. M. Mills, formerly
treasurer of th.: Benton Harbor-St. Joe Railway & Light Company,
Benton Harbor, Mich., has Issued a circular stating that he has
been granted a franchise for a street railway system for Sioux
Falls, S. D., ami that he proposes to organize a company to build
in the streets of that city, to be extended as fast as the
age will justify. The franchise requires that five miles of
track shall be constructed by July 1, 1908, and includes a provision
for the use of the line by interurban railways. Mr. Mills states
that he expects to begin construction in the spring of 1908 and that
he will be pleased to receive estimates on all material necessary for
electric railway, light and power purposes.
Southwest Missouri Railroad, Webb City, Mo. — Surveyors are
now locating an extension of this line from Webb City to Colum-
bus, Kan., where connection will be made with the line of the
Pittsburg Railway & Light Company. E. J. Pratt, engineer.
Springfield (III.) Consolidated Railway. — This company is plan-
ning to begin work at an early date on the construction of an ex-
tension of the North Eighth street line to the Zoo park, north of
the city, at a cost of about $20,000.
Titusville (Pa.) Electric Traction Company. — The directors have
decided to extend the company's lines to Cambridge Springs and
Oil City via Cherrytree. E. J. Robertson, chief engineer.
Washington Frederick & Gettysburg Electric Railway, Fred-
erick, Md. — This company has filed a trust deed to the Baltimore
Trust & Guarantee Company to secure an issue of $400,000 of
bonds for the construction and equipment of its line from Frederick
to Emmitsburg, Md., via Thurmont, about 25 miles. The section
between Frederick and Thurmont, 17 miles, is now under construc-
tion, with six miles gTaded. It is expected to have the line between
Frederic* and Lewistown in operation by August 1.
Washington, N. C. — The Washington Investment Company of
this city has engaged the James D. Lalor Company of Washington.
D. C, to build an electric railway system in Washington, N. C, and
to Washington Heights, a suburb. Surveyors are now at work.
Waterloo Cedar Falls & Northern Railway, Waterloo, la. —
Chief Engineer M. L. Newton is preparing plans and specifications
for an extension of the Commercial street line to the site of the
proposed driving park, about two miles.
POWER HOUSES AND SUBSTATIONS.
Atlantic Shore Line Railway, Kennebunkport, Me. — This com-
pany has awarded a contract for the erection of a new rotary sub-
stations at Ogunquit, Me. The contract was awarded to the firm
of Jones & Clark of Kennebunk. »
Chicago Lake Shore & South Bend Railway, South Bend, Ind. —
This company has just closed a $2,500,000 contract for electrical
equipment with the Westinghouse Electric & Manufacturing Com-
pany of East Pittsburg. Pa., for the equipment of its power house,
substations and line. The Westinghouse single-phase alternating-
current system will be installed. The power house at Michigan
City, Ind., will contain three 3,000-horsepower Westinghouse steam
turbines and generators and a switchboard of similar capacity.
Thirty-one cars will each be equipped with four 100-horsepower
single-phase motors. The Chicago terminus of the road will be at
Kensington, where connections for downtown parts of the city will
be made with the trains of the Illinois Central Railroad. J. B.
Hanna, South Bend, president.
Georgia Railway & Light Company, Atlanta, Ga. — This com-
pany has just completed the erection of a new substation at East
Point, Ga., which, with the property on which it stands, costs about
$25,000. The new station will be used to furnish current for the
district from East Point to College Park and to furnish the power
for the trolley line to Hapeville. The building, which is externally
designed similar to the Carnegie Library at Atlanta, Ga., faces a
small park, and from external appearances it is impossible to tell
that it is a substation. It is a 2-story building and is equipped
with the most modern electrical machinery.
Northern Texas Traction Company, Ft. Worth, Tex. — It has
been announced that this company is introducing a novel method
of preventing delays caused by breakdowns in its substations. A
small substation has been mounted on wheels and left at a siding
between Arlington and Grand Prairie, and is connected by telephone
to the other substations, so that, in case of a breakdown or acci-
dent to the machinery, it can be rushed to any of the substations.
When not needed for emergency service it is not left idle, however,
but is connected to the line and helps to take the load from the
regular stations.
Tacoma (Wash.) Railway & Power Company. — This company
has announced that it will build a new substation at the northern
end of the city of Tacoma, near the terminus of the Point Defiance
line. This additional substation was necessitated by plans which
have been made for giving a one-minute service on this line.
Tri-City Railway & Light Company, Davenport, la. — It is stated
that the tests made of the Cheatham electric switch, which has
been installed at Second and Grady streets, has given perfect satis-
faction, and if further trial proves equally satisfactory it will be
adopted over the1 entire railway systems of the three cities. The
working parts of the switch consist of an overhead contact on the
trolley wire, which is connected to a solenoid magnet, the plunger
of which operates the switch. The switch is set for straight ahead
or to take the siding, according as the motorman does or does not
leave the power turned on while passing under the overhead
contact.
West Jersey & Seashore Railroad. — Owing to the great increase
in traffic this company has found it necessary to install a 6,600-volt
Curtis steam turbo-generator and Increase the boiler capacity of
its plant at Westville, N". J. A small horizontal Curtis turbo-
generator of 76-kilowatt capacity has also been ordered. Six 1,000-
kilowatt rol erters and 18 air-blast transformers wi
installed in the substations at South Camden. Glassboro, Newfield,
Mlzpah, Atlantic City and West
C3I
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 19.
Personal Mention
Mr. .1. II. White, general manager of the Winona (Minn.)
Railway & Light Company, has resigned, effective on July l.
^Ir D. 1 >. Price of Frostburg, Md., has been appointed master
Illmi of the Cumberland & Westernport Electric Railway Cum-
berland, Md., succeeding Mr C K. Definbaugh, resigned.
Mr. Aha Reynolds, heretofore roadmaster of the Hoosac Val-
ley Street Railway, North A. lams. Mass.. has accepted a similar
position with the Pittsfleld Electric Street Railway, Pittsfield
Mass.
Mr. Frank M. Welch has been promoted from assistant claim
agent to claim agent of the electric railway lines controlled by the
New York New Haven iV- Hartford Railway, with office at New
Haven, Conn.
Mr. C. F. Bryant has resigned as auditor of the Connecticut
Railway & Lighting Company. Bridgeport, Conn., on account of
the consolidation of that company with the Consolidated Railway
of New Haven, Conn.
Mr. V. R. Hughes, recently chief engineer of the Pueblo &
Suburban Traction & Lighting Company, Pueblo. Colo., has resigned
to take a similar position with the Northern Colorado Power Com-
pany at Lafayette. Colo.
ilr. A. It. Whaley. heretofore division superintendent of the
New York New Haven & Hartford at New York, has been appointed
manager of the Grand Central station ami general superintendent
of the electric zone of the
New York Central rail-
road, effective on May 1.
Mr. Whaley was born hi
1861 at Coventry, R. I..
and received his early
education in the common
schools. He entered rail-
way service in 1877 as a
freight brakeman on the
Providence & Worcester
Railroad. On this road he
performed almost every
duty, from freight and
passenger brakeman to
conductor, baggageman,
station master and gen-
eral yard master; in 1891
he was appointed assist-
ant trainmaster. On the
consolidation of the New
York Providence & Bos-
ton with the New Haven
and the leasing of the
Old Colony system, thus
bringing together five
roads, Mr. Whaley was
given charge of all crews
on three divisions, with A. R. Whaley.
headquarters at Provi-
dence. In. 1S9S he was made general agent of terminals at Provi-
dence and in 1S99, upon the death of the superintendent of the
Worcester division, that division was added to his territory and
he received the title of superintendent. About the same time all
docks and coal piers of the New England Navigation Company
were placed in his charge and in 1900 the central division was
abolished and added to his territory. It was due largely to the
efforts of Mr. Whaley that the Providence Warren & Bristol,
which was formerly a steam road, became an efficiently operated
high-S] d electric line. In December. 190J, Mr. Whaley was ap-
pointed superintendent of the New York division of the New-
York New Haven & Hartford, with headquarters at New York
City, and he has been the responsible official in charge of this
division during the electrification of this line between YVoodlawn
and Stamford and has had charge of all of the operating difficulties
which would naturally arise in handling a heavy traffic during the
progress of t lie electrification and erection of the catenary con-
struction by the Westinghouse company, as well as the added diffi-
culties involved in maintaining schedules while the New York
Central electrification was in progress at the Grand Central sta-
tion. Mr. Whaley is recognized as a good disciplinarian, who
lakes pleasure in solving difficult operating problems. His ex-
perience with electric operation and electrification work makes
him especially fitted to fill the position to which has has now been
appointed.
Mr. W. W. Griest has resigned as president of the Lancaster
County Railway ,v Light Company, Lancaster, Pa. Mr. Griest has
been president of this company since it was first organized to take
over all of the electric lines and lighting systems of the county,
comprising about 200 miles of railway and several electric and gas
plants. Mr. Griest will be succeeded by Mr. George Bullock, presi-
dent of the United Gas & Electric Company. New York. Another
change in the personnel of the company, due to its recent purchase
by the Bertron Storrs & Griscom banking firm of New Y'ork. is the
election of Mr. R. E. Griscom of Philadelphia as vice-president, to
succeed Mr. Charles B. Keller, who also has resigned the vice-
presidency of the subsidiary companies. Mr. M. E. Hodge of New-
York has been chosen treasurer. Mr. Edgar C. Titzel, formerly
William A. House.
superintendent of the Conestoga Traction Company, a subsidiary
of the Lancaster County Traction & Light Company, has been
chosen general manager of all of the electric lines and lighting
systems. Mr. Griest will retain the presidency of this company:
Mr. George Bullock has been elected vice-president, and Mr. John
S. Graybill, Jr.. has been re-elected secretary and treasurer.
Mr. William A. House, whose formal election as president of
the United Railways ,v Electric Company. Baltimore. Md., was an-
nounce.! in an earlier issue of tin- Ele trii Railway Review, has
been associate, l with the
company in various ca-
pacities for about 28
■ ears, in 1879 be eni
the accounting depart-
iient of the old People's
l-'asscnger Railway Com-
pany, serving in this and
Other departments until
1SS3. when the road was
reorganized with Mr. T.
E. Hambleton as presi-
dent and Mr. House as
secretary and general su-
perintendent. In lss:t this
company was taken over
by the Baltimore Traction
Company and Mr. I loose
became general manager
of the combined proper-
ties. Under his managi
ment the lines of the
company ir> lsoj were
converted for electrical
operation and other
noticeable improvements
made. In 1895 he was
elected vice-president in
addition to his duties as
general manager, and one
year later succeeded ex-Governor Frank Brown as president. In
1897, when a second consolidation of the properties was effected,
including the merging of the City & Suburban and the Baltimore
Traction companies into the Baltimore Consolidated Railway Com-
pany. Mr. House again became vice-president and general manager,
with Mr. Nelson Perin as president. Two years later there occurred
the merging of all the traction properties in Baltimore into the
United Railways & Electric Company, with Gen. J. M. Hood as
president and Mr. House as second vice-president and general
manager. Upon the death of Mr. Hood Mr. House became acting
president, and in April last, as earlier announced, was formally
elected president of the company.
Mr. Charles H. Clark, for the past four years engineer of
maintenance of way with the Cleveland Electric Railway at Cleve-
land, O.. has resigned to accept a similar position with the Inter-
national Railway Com-
pany at Buffalo. N. Y..
effective on June 1. He
was born in Rochester.
N. Y.. in 1SG9, and re-
ceived his education in
the public schools of
Canastota, where he
graduated in 1SS7. His
appointment as time-
keeper for T. William
Harris in 1SSS, at that
time engaged in street
railway construction
work in Syracuse, N. Y..
marks the beginning of
his extensive experience
in this branch of street
railway work. He later
entered Cornell Univer-
sity, where he graduated
as civil engineer in the
class of 1S92. After lei,
ing college he entered the
draughting department of
William Wharton. Jr.. **,-
Co. of Philadelphia, where
he remained until it was
decided to change the old
Gray's Ferry road from
horse power to electricity, when he was appointed superintendent
of construction of this undertaking. At the , ompletion of this work
he again became associated with T. William Harris in the building
and reconstruction of street railways in Syracuse. Oswego. Troy
and Oneonta, N. Y.. Norristown and Scranton, Pa., and Washington,
P. C, later being given charge of the construction of a 60-foot
which was built at Trenton Falls. N. Y. From 1901 to 1903. as chief
engineer of the Utica & Mohawk Valley Railway, which is com
by the Andrews-Stanley interests. Mr. Clark had entire chargi oi
us various improvements and extensions in and around Utica. In
1903 he was transferred to the Cleveland property of this syndicate
with the position of engineer of maintenance of way, where he has
remained until his present appointment.
Mr. R. E. Danforth. Who was recently appointed general man-
ager of the street railway department of the Public Service Cor-
poration of New Jersey, at Newark, N. J., succeeding Mr. A. H.
Charles H. Clark.
.May 11. 1907
ELECTRIC RAILWAY REVIEW
633
Stanley, assumed Ins new duties cm .May l. Mr. Danforth will
i hi? time between Rochester and Newark for the present, until
his successor his been appointed as general manager of the Roches-
tor Railway.
Mr. Burton B. Pierce has resigned as superintendent and chief
engineer of the Mansfield Railway Light & Power Company, Mans-
field, O., to become chief engineer of the Washington Portland Ce-
ment Company. Concrete, Wash.
Mr. Clarence P. Hayden, superintendent of the eastern division
of the New Hampshire Electric Railways, Haverhill. Mass.. has
been appointed superintendent of the Haverhill and Salem divisions,
succeeding Mr. Robert Dunbar, resigned.
Mr. John G. Phillips, heretofore purchasing agent and super-
intendent of rolling stock of the Hudson Valley Railway, Glens
Falls. N. Y., has been appointed assistant general manager, effective
■ in May 1. He succeeds Mr. John H. Cain, who has been appointed
rintendent in place of Mr. F. W. Kinmouth, resigned.
Mr. William Gettys. for several years master car builder of
the Tacoma (Wash.) Railway & Power Company, has resigned
his position and the car building department will hereafter be in
charge of Mr. W. G. Denny, who was recently appointed master
hanic of the company in place of Mr. William Glenn, resigned.
Mr. Walter A. Draper has been elected secretary of the Cin-
cinnati Traction Company, succeeding -Mr. S. C. Cooper, resigned
on account of ill health. Mr. Cooper has held his present position
for about six years and had previously been connected with various
Schoepf properties in Washington and Baltimore for about 15 years.
Mr. C. M. Bange, whoso photograph is presented herewith, was
recently appointed superintendent of motive power of the Northern
Ohio Traction & Light Company, with headquarters at Canton, O..
succeeding Mr. William
E: Ralston, resigned, as
previously reported in the
Electric Railway Review.
To accept his present po-
sition Mr. Bange resigned
.as master mechanic of the
Detroit Jackson & Ctai-
Railway, formerly
the Detroit Ypsilanti Ann
Arbor & Jackson Railway
of Detroit. Mich., which
was recently absorbed by
the Detroit United Rail-
way. Mr. Bange. who is
ears of ag<-. was born
in Pontiac, Mich., and has
een engaged in electrical
work for the past 22
years. For 12 years he
was employed in the tele-
phone field and later in
•electric light construc-
tion. He has been con-
nected with electric rail-
way work for about 10
years, first as master
mechanic of the old De-
troit Rochester Rome &
Lake Orion Railway,
•which is now a part of the Detroit United Railway system, and
later in a similar position with the Detroit Ypsilanti Ann Arbor
■& Jackson Railway.
.\li. F. W. McAssey, heretofore auditor of the Rockford &
Cnterurban Railway, Rockford, 111., has been appointed general
superintendent. Mr. C. C. Lines, heretofore superintendent of
track and lines, has been appointed superintendent of construction
•of the Beloit (Wis.) Traction Company, controlled by the officers
of the Rockford & Cnterurban. Mr E. Main has been appointed
I Mr. Lim-s at Rockford.
Mr. C. M. Clark, chairman of the executive committee "f the
"Jre.) Railway Light & Powei Coi y, Which is a con-
the Portland Railway, the Portland General Electric
i n-egon Water Power & Railway companies, has been
•electa il ' I thi late Henry W. <; le, formerly of
Ore. it is stated thai i rding i<> present plans Mr.
Clark will admii ties ' Mi.. Philadelphia offli
■ ■■
Financial News
Bange.
Reduced Rate for G. A. R. Encampment. — Official announcement
Frank lo Norvlel, general passenger agent •■!' the Terre
-lion Company, comprising the
i n<l -trip rate of $3. on lias
.01 Indlanapolh to Ft. Wayne because of the state
■ I in Fl . \V:i ii.- on May. 21, 22 and
.viii i.o accepted
■ ii or limited • ai wit ! >ayment of ■ and
will ' ,[U. ,||, ,,, .ul,| including .May 25. The t
will i . tidlana Union Tract Ion Company
from Indianapoll I thi Fl Wayni & Wabash
ghout
the trip. When the s • ■! Indiana refused, in retaliation
for t i e for
Phi d, but the $3.0n rati
Indianapolis to I i. As the dl I Is Lin
'miles, the $3.00 far' Is ] t 8 mile, pin
Boston Elevated Railway Company. — The following particulars
ding the pany's probable cash requirements, as stated
during the hearing before the Mas- railroad commission
on April 18, when approval was requested for the issue of $8,0'
additional stink and $5,800,000 bonds, are published by the Boston
News Bureau:
I •ml, able cost of East Cambridge extension and subway, $12,-
: as follows:
Elevated railway. Union station to Lechmere square $4,450,000
Cambridge subway 6.000,000
Connection in Boston 450,000
i lars for Cambridge subway 1,00
I 'ower and fenders l. ,i
Expenditures from organization to February 1. 1907, and re-
nin, menis for construction and equipment:
Expend".! Estim
Construi tion and Equipment to February balance
Expenditures— 1. 1907. needed. Total.
Deposited with state $ 500, s :
Engineers and general expenses... 832,008 $ 858,300 1,690,308
Structures 4,822,268 778,350 5,600,618
Construction and equipment of
powerhouses 1.616,444 1,852,000 3,468,444
Terminals and other stations, ex-
clusive of land 1,496,795 1,070,000 2,566,795
Equipment of subway 165,463 165,463
Real estate S,SS5,S35 2,698,700 11,584,535
Rolling stock 1,810,904 1,S22,000 3,632,904
Machinery and tools 114,465 50,000 164,465
Equipment of tunnel 243,712 170,000 413,712
Totals $20,487, S94 $9,299,350 $29,787,244
An additional statement shows that $6,S95,344 cash would be
required for the above outlay, even if the $2,091,900 premium re-
ceived from the sale of stocks and bonds and held on deposit were
applied thereto. This estimate is made on the assumption that
the elevated structure does not go beyond Forest Hills square. If
it does. $1,500,000 would have to be added to the above, making a
total of $8,395,344 new cash required, plus the use of all premium
funds on deposit.
California Midland Electric Railroad, San Francisco. — The stock-
holders of this company have authorized the issue of $3,000,000 of
5 per cent 40-year bonds.
Coney Island <&. Brooklyn Railroad Company. — This company has
passed the dividend due on May 1. In 1903 and 1904 the company
paid 16 per cent in dividends, in 1905 it paid 10 per cent, and in
1906 the dividends aggregated 8 per cent. The earnings will be
applied to improvements if the $1,500,000 of new stock which has
been authorized and is to be offered to stockholders at par does
not provide enough money to meet the cost of the improvements
which are considered necessi
Consolidated Railway Company, New Haven, Conn. — The report
for the eight months ended February 2s, i:ui7, makes the following
showing:
Total gross earnings from operation $4,027,135
Less operating expenses 2,516,371
Not earnings $1,510,764
Add income from other sources 682,828
Total income $2,193,592
Charges, taxes etc 1,966,534
Xet in. out. $ 227.05S
Against this net income there was charged $200,000 for the six
months' dividend, paid on December 31, 1906, and $66,666 for the
i'i ued dividend for January and February. 1907.
Electric Properties Company. — Directors of the Electric Prop-
erties Company have declared a dividend of 2 per cent on the com-
mon stock for tb. year ending April 30, payable on June 10. They
tared a dividi ad on the preferred stork at the rate of 6
" I pei annum to April 30, 1907, from the date of the last divi-
dend on January 31, and from the date subsequent payments were
reci ived, payabli on May in to preferred stockholders and subscrip-
tion receipt holders d on May 4. The company, which was
iz,"l in Mm, L906 on' the purpose "t acquiring, financing and
developing properties, especially those in which electricity plays
art, and win. i. a] ed the ownership of West-
inghouse, Church, Ken .\ Co., through which it conducts a g>
engineering and construction business, completed its first
.u April 30, L907. T pany has paid dividends for the
first o ■" thi pi of 0 per cent
Gainesville (Tex.) Electric Railway & Light Company. — This
Mi.- Gainesville Traction Com-
pany.
Hammond (Ind.) Whiting & East Chicago Electric Railway
Company. — A i the annual . — tin " ii kholders on May T IF C.
"'i ,i hi', i"! to ucceed v. Shaw Kennedy.
The other director! wen n eleel id. The following offlo
. elected Pn Ident, I >. F. Cameron; trli pri Ident, D. M Cum-
1 ■
634
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 19.
Havana Central Railroad Company. — Speyer & Co. of New York
announce that they will receive deposits of the common stock and
the first mortgage 5 per cent bonds of this company in accordance
with the plan announced by J. Henry Schroder & Co. of London
for the sale of the property to the United Railways of the Havana
and Regla Warehouses, Ltd.
Interstate Railways Company, Philadelphia. — Charles W. Welsh,
of Robert Glendinning & Co. of Philadelphia, has been elected a
director to succeed Joseph L. Caven.
Maryland Electric Railways Company, Baltimore.- — This com-
pany has sold $750,000 Baltimore & Annapolis Short Line 5 per cent
bonds to New York bankers. Prior to the absorption of the Balti-
more & Annapolis Short Line's property by the Maryland Electric
Railways the Short Line had authorized the issue of $1,000,000
bonds to meet the cost of electrifying the road.
New Orleans Railway & Light Company. — Earnings for the
three months ended March 31, 1907, with a comparison, were as
follows:
Quarter ended March 31— 1907. 1906.
Gross earnings, all sources $1,595,713.39 $1,491,331.60
Operating expenses 767,294.79 765,759.14
Net earnings $ S2S.418.60 $ 725,572.46
Fixed charges 489,717.92 447,348.30
Net income $ 338,700. 6S $ 278,224.16
Other deductions 9,723.74 8,809.01
Surplus $ 32S.976.94 $ 269,415.15
New York City Interborough Railway Company. — Theodore P.
Shonts, president of the Interborough-Metropolitan Company, has
been elected a director, to succeed Arthur Turnbull.
Rochester (N. Y.) Railway Company. — Earnings for the quarter
ended March 31, with comparisons, were as follows:
Quarter ended March 31— 1907. 1906. 1905.
Gross earnings $561,758 $487,281 $416,19S
Expenses 35S.486 289,573 250,101
Net earnings $203,272 $197,70S $166,097
Other income 8,640 3,229 1,325
Total income $211,912 $200,937 $167,422
Charges 106,003 93,746 89,541
Surplus $105,909 $107,191 $ 77.SS1
South Chicago City Railway Company, Chicago. — H. C. Salton-
stall was elected a director at the annual meeting of stockholders
on May 7 to succeed V. Shaw Kennedy. The other directors were
re-elected. The following officers were re-elected: President, D. F.
Cameron; vice-president, D. M. Cummings; secretary and treasurer,
O. S. Gaither.
Terre Haute Indianapolis & Eastern Traction Company, Indian-
apolis.— The board of public works of Indianapolis has approved
the lease by this company of the Indianapolis & Northwestern
Traction Company and the Indianapolis & Martinsville Rapid
Transit Company and its purchase of the Indianapolis & Eastern
Railway and the Indianapolis & Western Railway. The consent was
necessary in order that the new company might operate in Indian-
apolis.
Western Massachusetts Street Railway Company, Westfield,
Mass. — The Massachusetts railroad commission has approved the
purchase by this company of the property of the Woronoco Street
Railway Company, and has authorized for that purpose the issue
of $250,000 additional capital stock in exchange at par for the stock
of the Woronoco company. The Western Massachusetts company
operates 12 miles of track from Westfield to Huntington. The
Woronoco company operates 17 miles of track from Westfield to
Holyoke and West Springfield. The entire capital stock of the
Western Massachusetts company is owned by the New England
Investment & Security Company.
Western Railways & Light Company. — It is reported that a
company has been formed with the above title to consolidate the
Illinois Traction Company of Champaign, 111., which is controlled
by W. B. McKinley of Champaign, and interests associated with the
Sun Life Insurance Company of Montreal, Can., with the Gales-
burg Railway & Light Company of Galesburg, 111., the Illinois Val-
ley Railway of La Salle, 111., and the Quincy Horse Railway &
Carrying Company of Quincy, 111., which are controlled by Mr.
McKinley and Portland, Me., capitalists, represented by G. F.
Duncan. Mr. McKinley is to be at the head of the new company.
Manufactures and Supplies
Dividends Declared.
Rochester Railway Company, common, quarterly, 1 per cent.
Accident on the Toledo Urban & Interurban Railway. — A serious
accident on the Toledo Urban te Interurban Railway occurred on
the night of May 5, when the southbound Dayton-Toledo limited
car met in a head-on collision with the northbound local car from
Findlay, about a mile south of Bowling Green, O. Both cars were
late and were running at a high speed. It is stated that from 30
to 50 persons were injured, three of them fatally. The cars were
telescoped and were totally wrecked. The accident seems to have
been caused by a misunderstanding of orders. The company has
appointed a committee of superintendents of other lines to make
an investigation.
ROLLING STOCK.
New York & Queens County Railway, Long Island City, N. Y.,
has placed an order with the American Car & Foundry Company
for 40 all-steel cars.
Interborough Rapid Transit Company, New York, has ordered
40 motor trucks, class 84-30, and 60 trailer trucks, class 66-30 T,
from the Baldwin Locomotive Works.
Chicago Union Traction Company, Chicago, has secured an
option from the St. Louis Car Company on 600 new cars. These
will be equipped with four General Electric Company motors each.
United Railways Company of St. Louis, St. Louis, Mo., is re-
ported to have ordered the building of 100 new cars at its own
shops. These will be equipped with four 50-horsepower motors each
and will be built at the rate of three cars a week.
Texas Traction Company, Dallas, Tex., has placed an order
for 15 interurban cars, 58 feet in length, with passenger and
smoking compartments and a seating capacity of 60 passengers.
The cars are for delivery on December 1. We understand the order
was placed with The J. G. Brill Company.
Pennsylvania Railroad has ordered for the West Jersey & Sea-
shore Electric Line 10 motor coaches from the American Car &
Foundry Company and 7 motor coaches, 2 combination passenger
and baggage cars and 2 baggage cars from the Wason Manufac-
turing Company. The coaches will have a seating capacity of 58
passengers and the combination cars a seating capacity of 38
passengers, with a baggage compartment 15 feet 7% inches in
length. All of the cars are 55% feet in length and are for delivery
on June 1.
Baton Rouge Electric & Gas Company, Baton Rouge, La., as
reported in the Electric Railway Review of May 4, has purchased
nine semi-convertible cars from the St. Louis Car Company for
delivery about May 13. The specifications call for the following
details:
Seating capacity. . .32 passengers Wheel base 7 ft. 6 in.
Length of body 21 ft. Width, over all S ft. 8 in.
Over all 31 ft. Body and underframe Wood"
Special Equipment.
Brakeshoes Diamond Interior finish Mahogany
Couplers ■ .'. Journal bearings Spiral
. . . .St. Louis radial draw bars Motors 2 GE-S0
Curtain fixtures Forsythe Roofs Monitor full length
Curtain material Pantasote Sanders ... .Standard air sander
Gongs 12-inch steel Seats ..Rattan — cross, type L-3
Headlights Kranshaar Trucks Dupont No. 46
SHOPS AND BUILDINGS.
Atlantic Shore Line Railway, Kennebunkport, Me. — This com-
pany has let a contract to Jones & Clark of Kennebunk for the
construction of a car barn at Ogunquit, Me.
Illinois Traction Company. — It has been decided to build a
passenger station, containing business offices, ticket rooms and
dispatcher's office at Granite City, 111., on the corner of Twenty-
second and Niedringhaus avenues.
Ft. Dodge Des Moines & Southern Electric Railway, Boone, la. —
This company and the Newton & Northwestern Railroad have let
a contract to S. J. Webster of Boone for the erection of an $1S,000
joint passenger station and office building at Boone.
Omaha & Council Bluffs Street Railway, Omaha, Neb. — This
company has acquired title to a tract of ground between Tenth
and Eleventh streets, south of Arbor street, Omaha, and proposes
to build a large new car house for the Farnam, Dodge and Harney
lines.
Willamette Valley Traction Company, Portland, Ore. — This com-
pany is reported to have purchased land at Springfield, Ore., for
car houses, repair shops, yards and a passenger station.
TRADE NOTES.
Borne Scrymser Company has removed its New York offices
from 135 Front street to SO South street.
Rossiter, MacGovern & Co. have removed their New York
offices from 17 Battery place to 90 West street.
Niles-Bement-Pond Company has declared its regular quarterly
dividend of 1% per cent on the preferred stock, payable on May 15.
Pratt & Whitney Company has declared its regular quarterly
dividend of 1% per cent on the preferred stock, payable on May 15.
Electric Service Supplies Company, Philadelphia, announces the
removal of its New York office from 85 Liberty street to the United
States Express building, 2 Rector street.
Buell & Mitchell, New York, contractors and experts in steel
for building and bridge construction and for manufacturing pur-
poses, announce the opening of a branch office at 70 Kilby street,
Boston, in charge of Henry W. Nutt as manager. The company
May 11. 1907.
ELECTRIC RAILWAY REVIEW
635
has appointed as its New England representative the Rogers Shear
Company of Warren, Pa., for the exclusive sale of its output of
high elastic limit round, square and twisted concrete steel bars.
McClintic-Marshall Construction Company, Pittsburg, has
opened an office in Room 923, Columbus Savings and Trust build-
ing, Columbus, O., in charge of P. C. Lewis.
Gould Storage Battery Company announces that on June 1 it
will remove its New York offices from 1 West Thirty-fourth street
to 341-347 Fifth avenue, corner of Thirty-fourth street.
B. F. Sturtevant Company, Boston, has removed its New York
offices from 131 Liberty street to the Engineering building, 114
Liberty street, where larger quarters have been secured.
Northern Engineering Works, Detroit, has received an order
from the International railway at Buffalo, N. Y., for four 3-motor
electric northern traveling cranes of 10 tons capacity; also one
overhead electric track and trolley.
Barrett Manufacturing Company, 17 Battery place, New York,
is having plans prepared by Ballinger & Perrot, engineers, for a
new plant to be erected at Thirty-sixth and Wharton streets, New
York. The building will be 78 by 124 feet, two stories in height
and of reinforced concrete construction.
F. I. Cordo has been appointed purchasing agent of the Griffin
Wheel Company, Chicago, to fill the vacancy caused by the death
of P. J. Geraghty. S. L. Prest, formerly comptroller of the com-
pany, has been elected treasurer and G. F. Griffin, manager of the
review department, has been made secretary.
Joseph W. Lowry, purchasing agent of the Westinghouse Air
Brake Company, died on Monday, May 6, at his residence in
Pittsburg of heart failure, following an illness of five months. He
was born in Pittsburg in 1S66. He was also president of the Du-
quesne Manufacturing Company, of which he was one of the or-
ganizers.
Lupfer & Remick is the name of a recently formed co-part-
nership to do a general engineering business. Edward P. Lupfer,
a member of the American Society of Mechanical Engineers, has
resigned as constructing engineer between Wellsville and Buffalo
on the Buffalo & Susquehanna Railway, to devote his time to this
business. Frederick N. Remick was also formerly connected with
the Buffalo & Susquehanna Railway. The offices of the company
are located at 590 Ellicott square, Buffalo, N. Y.
Under-Feed Stoker Company of America, Marquette building,
Chicago, has recently received a fourth order from the Georgia
Railway & Electric Company of Atlanta, Ga., for Jones stokers.
The first order received from this railway was for four stokers
in July, 1904, which has been added to at intervals until the fourth
order now in hand makes a total of 36 Jones stokers in its Butler
street station, and providing for the equipment of 7,200 horsepower
of Babcock & Wilcox boilers. The installation of 18 stokers under
the third order given in May, 1906, necessitated the removal of
another type of stoker heretofore installed in that plant.
F. V. L. Smith has been appointed representative in the south
of the Sprague Electric Company, New York, with headquarters
at New Orleans, La. Mr. Smith lias had a wide experience in the
electrical field, having been electrical inspector of the Pan-Ameri-
can exposition in 1901 and afterward electrical inspector for the
National Board of Fire Underwriters in New York City until De-
cember, 1904, when he became chief electrical inspector for the
Louisiana fire prevention bureau, with headquarters in New Or-
leans. Owing to his extensive knowledge of electrical work and his
acquaintance in the south, Mr. Smith is well fitted to represent
the Sprague Electric Company in that section.
Allis-Chalmers Company, Milwaukee, has received an order
from the Bristol Tramways & Carriage Company, Limited, of
London, Eng., for an Allis-Chalmers vertical cross-compound
Reynolds Corliss engine, with cylinders 26 and 66 by 48 inches.
This unit will be installed in the central power station at Bristol
to drive a 1,000-kllowatt direct-coupled, direct-current generator.
The engine, operating under 140 pounds steam pressure, will de-
velop approximately 1,700 indicated horsepower. The Bristol sta-
tion now contains four Allis-Chalmers vertical cross-compound
engines, which are somewhat smaller than the new unit just pur-
chased. They have cylinders 22 and 44 by 42 inches and are used
to drive 550-kilowatt generators. The engines now in this station
have been in continuous operation for eight years. It was doubt-
less due largely to their good record that the purchase of the new
American-built unit was made.
General Fireproofing Company announces, coincident with
establishing a branch office at 82 Second street, San Francisco,
the appointment of W. W. Thurston as district manager in that
territory. The company is well and favorably known on the coast
through large sales in the past of herringbone expanded sceel lath
and expanded metal. Mr. Thurston will devote especial attention to
exploiting pin-connected girder frames and cold twisted lug bars,
two advanced types of reinforcement in which engineers recognize
unique points of merit. Another recent acquisition by the Gen' ral
Fireproofing Company is W. E. Ramsey, engineer, a graduate of
the University of Illinois, and formerly with the Expanded Metal
Fireproofing Company at Chicago. Mr. Ramsey is at present witli
the home office at Youngstown. Jesse Briegel has been engaged
by the Chicago offl" nan. Through his previous connec-
tions as adjuster with liability Insurance companies, most recently
with the accident liability department of the Aetna Life Insurance
any of Hartford, Conn., Mr. Briegel has formed an extensive
acquaintance among contractors, factory owners and employers,
which should be of advantage In Introducing the General Fireproof-
ing Company's system of reinforced concrete. The main offices of
the company are at Youngstown, O.
ADVERTISING LITERATURE.
John Ruscoe & Co., Limited, Albion Works, Hyde, Manchester,
Eng. — This company is circulating a pamphlet in the interests
of its one-horse drum carriage, designed for the handling and
laying of electric cables.
Western Electric Company, Hawthorne, III. — This company is
about to issue its 1907 supply catalogue. The publication will be
a large volume of 700 pages, listing a very complete line of elec-
trical supplies. The previous catalogues which have been issued
by this company in recent years have been in great demand by
dealers and those interested in electrical supplies because in addi-
tion to furnishing a complete list of all material handled by the
Western Electric Company, they have embodied many features of
general interest to the electrical trade. The edition for this year,
which is now in the press, we are advised, will be more complete
and instructive than anything issued heretofore by this company.
The advertising department of the Western Electric Company,
as previously, mentioned in these columns, has been reorganized
and placed under the charge of Howard M. Post, who at one time
successfully handled the advertising for the Kellogg Switchboard
& Supply Company, manufacturers of telephone apparatus, and
the Quincy-Manchester-Sargent Company, manufacturers of rail-
way supplies. Mr. Post was also associated with the Lord &
Thomas Company for a period.
Noiseless Car Wheels.
One of the continuous annoyances which confront the man-
agement of electric railways operating in cities or through resi-
dential districts is the constant list of complaints which are charged
against the companies because of the noise made by cars operated
Noiseless Car Wheel.
at high speed. Further, a source of loss which is experienced by
railway companies is that caused by the great cost of renewing and
turning down car wheels which have developed flats, and renewing
wheels with broken flanges. With standard solid cast wheels or
those fitted with rolled steel tires, considerable delay is caused
in the shops because it is necessary to remove wheels and axles
in order to turn down the wheels or to replace steel tires. This
consequently increases the number of cars which are out of service
because of repairs being made, thus adding greatly to the cost of
operating cars. A further element in the cost of replacing worn
or damaged wheels is that with the solid wheel or those fitted
with steel tires it is necessary to put them in a press and force
the tires on the wheel centers or the wheels on to the axles. Hence
there is a chance that the gauge of the wheels may not be correct
and undue strain and excessive wear are the inevitable results.
In order to obviate these difficulties, the "Noiseless" wheel,
shown in the accompanying engraving, was designed. Though it is
called a noiseless wheel, the name is not intended by the manu-
facturers to convey the idea that it absolutely prevents all noise,
as that is an impossibility, but it is claimed that its construction
reduces the amount of noise very materially, especially in round-
ing curves.
As will be seen from the illustration the wheel consists of a
cast-iron center, on which a chilled cast-iron or rolled-steel tire is
forced, the latter, however, being separated from the cast-iron
center by heavy cloth cardboard packing. The tire Is securely
held in position on the cast-iron center by numerous countersunk
bolts. It Is claimed that the cardboard packing reduces the shock
on the wheel and by dampening the vibration reduces the noise.
An advantage of the sectional wheel Is that, the cast-Iron
center not having to be chilled, the metal is of more uniform struc-
ture, and, the different parts of the casting being more nearly of
equal thickness, they can be cast entirely free from strain, which
distorts and locally weakens the metal in solid cast-Iron wheels.
By making the wheels in this manner It is possible to easily replace
a rim without taking the wheels and axles from the car, thus
036
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 19.
greatly reducing the time that a car is out "i commission for the
turning down of win-els or replacements.
As it is unnecessary to disturb the center and unnecessary to
us-- a wheel press the tires can be put in place while the Wheel
is on the car and gauging is unnecessary, as the tires are held in a
definite position by the flanges on the cast-iron centers. It is
stated that the cloth cardboard packing can be used continuously
without having to be replaced.
The cost of the cast-iron centers and cast-iron tires of tin-
noiseless wheel is about three times that of an ordinary cast-iron
wheel and the cost of those fitted with rolled steel tires is a trifle
less than built-up wheels with steel tires. The results of actual
tests which have been made on these wheels have shown the mile-
age to be approximately 200,000 to 250,000 for the cast-iron tires
and 250,000 to 300.000 for the rolled steel tires, whereas the mileage
of the ordinary cast-iron wheel will not greatly exceed 25.000. It
follows, therefore, that since the cost is three times as great, and
the mileage seven or eight times as great as that of tin- cast-iron
wheels, they actually cost but half as much when the mileage is
■considered.
The wheel is manufactured and sold by the Noiseless Car Wheel
Company, whose incorporation with a capital of $1,000,000 was re-
cently noticed in these columns. The headquarters of the company
are now located in Detroit, but it is intended to establish the gen-
eral sales office in Chicago. The company is now represented at
the latter point by George H. Bryant, president, 1055 Old Colony
building. The other officers are: Vice-president. August Ziesing,
president of the American Bridge Company: treasurer, Bethune
Duffield, Detroit, and secretary, W. F. MeCorkle. Detroit. The
directors are: George H. Bryant, western representative for
Thomas Prosser & Son, August Ziesing, Bethune Duffield, J. L.
■Carleton and Fred M. Delano.
The Acheson Effect.
BY ORRIN E. DUNLA1'.
E. G. Acheson of Niagara Falls, N. Y„ has invented a process
for suspending graphite in water or oil, where it remains perma-
nently suspended, thus adding largely to the possibilities of graphite
as a lubricant, and, strange to say, when so suspended in water
the graphite possesses the remarkable power of preventing rust
or corrosion of iron or steel. This latest process will be known
to the scientific world as the "Acheson Effect," and when suspended
the product is called deflocculated graphite. In the defiocculated
condition produced by Mr. Acheson graphite has a condition of
fineness far beyond that attainable by mechanical means. In fact
its condition resembles, if not wholly approaches, the molecular
state. The "effect," for such it must be termed, is produced with
water and a comparatively small quantity of gallotannic acid, and
when thus treated the graphite remains suspended in
the water, showing not the slightest disposition to settle.
The black liquid passes with ease through the finest filter
paper. Severe tests have demonstrated that it is an ad-
mirable lubricant, and there is every reason to believe
that deflocculated graphite with and without oil will suc-
ceed oil as a popular agent for all classes of lubrication.
Graphite has been known for years to be an excellent
lubricating body, not especially in a dry state, but when
associated with a liquid, oil. fats or water. Strenuous
efforts, extending over a Ions period, have been made to
suspend graphite in a liquid to be used as a lubricant
but all these efforts have 1 n unsuccessful. It is well
recognized that plain water lias many advantages as a
lubricant if it had sufficient body to withstand the pres-
sures brought to bear and to which lubricants are sub-
jected. Its very high specific heat would be of great ad-
vantage to keep down the temperatures of bearings, while
its low viscosity would reduce friction, but unfortunately
it has not sufficient body to withstand the pressure of an
ordinary bearing. It also has the fatal quality of rusting
and corroding metals. The "Acheson Effect" makes it
possible not only to reduce graphite to practically the
molecular state and to cause it to remain suspended in
water for an indefinite period of time, but it. as stated,
prevents rust or corrosion while associated with water,
thus enabling the taking advantage of water as to its
high specific heat and low viscosity, making of the new
product a lubricant seemingly unite superior to any
heretofore used.
About six years ago Mr. Acheson engaged in a series
of experiments having as their object the production of
crucibles from artificial graphite. This led him to a
study of Clay, and he learned that American manufac-
turers of graphite crucibles import from Germany the
lay used by them as a binder of the graphite
entering into the crucibles; also that the German clays are more
plastic and have a greater tensile strength than American clays
of very similar chemical constitution, while residual clays — those
found at or near the point at which the parent felds pathic rock
was decomposed — are not in any sense as plastic or as strong
as the same clays when found as sedimentary clays at a distance
from their place of origin. Chemical analysis failed to account
for these decided differences.
It was under these conditions that Mr. Acheson reasoned that
the greater plasticity and tensile strength were developed during
the period of transportation from the place of their formation
to their final bed, thinking possibly it might be due to the presence
of extracts from vegetation being in the waters which carried
them. He made several experiments on clay with vegetable ex-
tracts, tannin being one of them, and found a moderately plastic,
weak clay, when treated with a dilute solution of gallotannic acid
or extract of straw, was increased in plasticity. Being acquainted
willi tiie record of how the Egyptians had the children of Israel
use straw in the making of bricks, and believing it was used not
for any benefits derivable from the weak fibers, but for the ex-
tract, he calls clay so treated Egyptianized clay.
Last year Mr. Acheson discovered a process for producing a
fine, pure, unctuous graphite, and undertook to work out the
details of its application as a lubricant. In the dry form, or mixed
with grease or oil, it was easy to handle, but he wished it to
enter the entire field of lubrication as occupied by oil. In his early
efforts to suspend it in oil, he met the same troubles encountered
by his predecessors in this line of work. It would quickly settle
out of the oil. His unctuous graphite was just plain, simple
graphite, and obeyed the same laws governing the natural product.
Such was the condition of things in the latter part of 1906, when
the thought occurred to Mr. Acheson that tannin might have the
same effect on graphite that it did on clay. He tried it with
satisfactory results. The writer has seen most interesting and
successful experiments made with unctuous graphite of Mr. Ache-
son's manufacture, which might properly be termed disintegrated
unctuous graphite. It may be added that Mr. Acheson has ob-
tained his "effect" with amorphous bodies generally, alumina,
lampblack, clay, graphite and siloxicon, the only exception being
magnesia, which needs further tests.
Mr. Acheson's success in deflocculating graphite and causing
it to remain suspended in water was most gratifying. However,
he realized that the people of the world had been educated to the
use of oil as a lubricant, and that it might be difficult to re-
educate them to the use of water and graphite for a similar
purpose until they better understood what he has accomplished.
It was with such convictions that he undertook to solve the
problem of replacing the water used as a conveyor of the defloc-
culated graphite with petroleum. His first experiment, and prob-
ably the simplest and most rational, was to diminish the quantity
of water by evaporation, leaving the graphite in a dry state, to
be rubbed up later in oil. While this method produced what
seemed to be an ideal result, it was soon discovered that in a
comparatively short time the graphite had settled out of the oil,
having lost its defiocculated condition and returned to its original
flocculated state. Consequently it was not in condition to remain
suspended in oil, nor indeed was it possible to again suspend it
in water. Notwithstanding this apparent failure, the desired
result eventually was accomplished, and it may be accepted as
fact that the "Acheson Effect" permits the suspension of graphite
in water or oil at will, there to remain permanently suspended.
Patten Motor Lift.
Considerable time and money can often be saved by providing
proper menus for handling heavy weights in the repair pit. Owing
to the cramped space in which men are compelled to work much
The Patten Motor Lift.
time is lost if proper facilities for handling motors, armatures, etc.,
are not provided. Realizing the convenience and the demand for
an efficient motor lift which can easily be operated by hand, Mr.
Paul B. Patten, TS Lafayette street, Salem. Mass., has designed and
placed upon the market a compact, well-made motor lift.
As will be seen by examining the accompanying illustration the
lift comprises a solid cast-iron base, mounted on wheels. Supported
upon this base are four telescoping legs, which act as guides to a
platform. :: feet r.u inches by 24 inches. The platform is moved
up and down by a 2%-inch square-threaded steel screw of Vi-inch
pitch. Tiie nut. which is circular and has a bevel gear cut upon it,
is turned upon seventy-two ri-inch steel balls by a hand wheel
and gear. The gear ratio is 3% to 1. It will thus be seen that the
heaviest load can easily be handled by one man with the aid of this
lift. The height of the machine when closed is 32>£ inches and
when open it is 56 inches high. The weight of the complete ma-
chine is about 1,000 pounds.
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postofflce, Chicago, III., as Second-class Matter.
Subscription in advance, including special daily editions published from time
to time in places other than Chicago, postage free:
United states or Mexico. $2:
Canada, i'3.50; Postal I'nion Countries. $5; Single Copy, 10 cents.
New York: 150 Nassau Street
Vol. XVII, No. 20
CHICAGO, MAY 18, 1907
Whole No. 212
TABLE OF CONTENTS.
Steam Railways and Electric Roads 637
Individual Transformer Compartments 637
The Telephone and Train Dispatching 637
W len Floor in the 'Wheel Shop 638
Wh. re the Money Goes 63S
Experiments Aid Instruction 638
Handling Cars in the Paint Shop 638
Permanent Trolley Poles 639
Pooling Motors on City Systems
Annual Reports of Railways 640
Traction Mergers and Federal Control 640
New Substation of the Portland Railway Light & Power Com-
pany (Illustrated) 641
New Camden Shops of the Public Service Corporation (Illus-
trated) 643
A New Type of Tracklaying Machine (Illustrated) ■ ; IS
-Standard M. C. B. Couplers for Interurban Cars 646
Freight Handling at Birmingham (Illustrated) 648
Rehabilitation of the Brooklyn Rapid Transit Company 650
Book Table 651
Selecting and Locating Trolley Frogs (Illustrated) 653
The. Cleveland Situation 653
The Lafayette & Logansport Railway 653
Electrical Equipment of the Detroit River Tunnel 6",4
Piping and Power Staton Systems — XL. (Illustrated). By
W. L. Morris. M, E 655
Recent Electric Railway Legal Decisions. By J. L. Rosen -
i lerger, LL.B
Projected Line from Milan to Genoa
News of the Week:
— Central Electric Railway Association
— Henry Clews on Municipal Ownership
— Purchase of Supplies Authorized in Chicago
— The San Francisco Strike
— Legislation Affecting Electric Railways
— Rapid Transit Affairs in New York
Construction News
— Franchises
— Incorporations
— Track and Roadway
— Power Houses and Substations
Personal Mention
Financial News
.Manufactures and Supplies:
— Rolling Stock '.
— Shops and Buildings
— Trade Notes
— Advertising Literature
Plastic Rail Bonds (Illustrated)
The National Trolley Guard (Illustrated)
Portable Air Compressors and Their Uses (Illustrated)
Useful Tools for Overhead Construction (Illustrated)
16
656
65S
658
658
658
658
658
659
660
660
662
662
663
664
664
665
666
666
66s
The statement which was made public on May 9 by E. H.
Harriman, president of the Southern Pacific Company, shows
that of the floating debt of that corpora-
Steam tion, for which provision is to be made
Railways and through the issue of stock, $16,234,336 was
Electric Roads. incurred in the purchase of electric rail-
ways, principally around Los Angeles, Cal.,
and Salt Lake City, Utah. This figure illustrates the extent
of the recent investments of this company in electric railways.
In the last year steam railroad companies have been large
purchasers of electric roads, both urban and interurban, and
by these investments have acquired valuable feeders and
protected their own properties. That these investments will
increase steadily seems to be an undoubted tendency of the
times.
There are many good reasons for housing high-potential trans-
formers in individual compartments. It is also desirable that
provision be made for handling them easily
Individual when repairs are necessary. In the large
Transformer substation of the Portland Railway Light
Compartments. & Power Company, described in this issue,
the transformers are single-phase water-
ed units, each of S50 kilowatts capacity, lowering the
potential from that of the transmission line, 33,000 volts, to
11,000 volts, the distribution pressure tor this and other sub-
ons la the city. There are six such transformers, eac
placed in a fireproof room having no connection with the
main part of the station. There is only one entrance to each
.former room and that is normally closed by ;i steel door.
I'nder operating conditions the units are positivelj inde-
pendent o) each other, except through the electrical connec-
tions, and each is in a compartment of such construction Hun
it would hardly seem possible for Are in ; 1 1 1 \- electrical disturb
ance in one compartment to be transferred to its neighbors
To facilitate repairs the transformer casi lounted on
small trucks which permit, of the units being rolled through
doors on to a large concrete platform built at the
elevation as the floors in the transformer compartments.
This type of construction should fully meet the requirements,
both mechanical and electrical, for plants operating at high
potential and for service demanding continuity of operation.
The Telephone
and Train
Dispatching.
The subject for discussion at the coming meeting of the Cen-
tral Electric Railway Association is "Modern Methods of Train
Dispatching." This is a fertile topic and
one that should be productive of interest-
ing arguments. While the conditions on
electric railways vary so greatly that it
hardly would be wise to adopt, at the pres-
ent time, a standard method for dispatching trains, neverthe-
less there are essential requirements for a good train-dispatch
ing system that can wisely be considered for general adoption
With the rapid growth of interurban lines and the consequent
shortening of the headway, it becomes more and more desir-
able to use a dispatching system which includes, as one of its
essential factors, some method for permanently recording all
train orders delivered to crews. Some roads have, for this
and commercial reasons, entered into contracts with telegraph
companies, employing operators as station agents and requir-
ing them to handle the train dispatching by telegraph. It will
not be questioned that the telegraphic order offers a high de-
gree of accuracy; but, differing from the conditions on steam
roads, electric trains run on such short headway that the
element of the delay in running time required to ask for and
receive orders by telegraph would seem to be a disadvanl
that should be considered. Other high-speed lines nave
adopted a method which provides the security of the telegraph
and yet saves a considerable amount of time in transmitting
orders. This system includes a copying device which me-
chanically deposits in a locked receptacle an exact carbon
copy of Ihe order which is issued and received. There also
Is the commendable feature that this duplicate cannot in-
seen bj the crew. This system also assures that, there shall
available, for the use of the superintendent alone, carbon
copies of every order issued by the dispatcher and reci
i;::s
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 20.
by the crew, together with the proper marks to identify the
man who transmitted the order over the telephone. The tele-
phone is unquestionably the most satisfactory medium now
available for transmitting train orders, but its use requires
more thaa ordinary carefulness. For this reason all efforts
are to be welcomed that tend toward the elimination of mis-
takes due to carelessness in giving or receiving train orders.
Improved operating conditions in the power plant have be-
come so important within the last few years in the minds
of street railway managers that in some
Where the quarters the attention given to this topic
Money has been criticized as excessive. Doubt-
Goes, less it is true that on many roads the
actual money cost of delays in the car
service, of protracted rolling stock repairs, and of low stand-
ards of efficiency in platform work have not been prop-
erly appreciated, but in view of the sums expended
on modern systems simply to keep the cars in motion
it is clear that the power question was never a more
lively issue than it is today. During the last year, for ex-
ample, the street railways of Massachusetts expended nearly
$20,000,000 in operating expenses. Of this the cost of rolling
stock repairs aggregated $2,300,000; transportation wages
came to $7,500,000, and the cost of power was $3,000,000. The
magnitude of these figures proves their importance. Taken
with repairs to roadbed and track, $1,750,000, and damages for
injuries, $1,400,000, these five items comprise about 75 per
cent of the cost of operation, and to decry the need of saving
every possible dollar in each item is to talk without wisdom.
Although experience has demonstrated the practicability of
using concrete for shop floors, there appears to be a doubt as
to the advisability of using this material in
Wooden Floor the wheel room, where the wheel presses,
in the boring mill and wheel lathes are installed.
Wheel Shop. The handling of wheels over the concrete
floor soon chips the surface of the con-
crete, with the result that the floor not only becomes uneven
and thus unsatisfactory for handling the work, but presents
a very bad appearance. The question of the thickness of the
concrete or of reinforcement does not enter into the problem
or present any means of overcoming the difficulty. In the
case of the new Camden shops of the Public Service Corpora-
tion it has been decided to use creosoted wood blocks placed
on a concrete bed and the experience of this company at its
main plant, the new Plank Road shops, has been such that
it has even been decided to replace the concrete floor of the
wheel room there with the creosote blocks. The cost of
blocks on a concrete bed is about 45 cents a square foot, as
compared with about 15 cents a foot for plain concrete, but
the . space to be paved in any wheel room is so small in
comparison with the general floor area that the question of
cost does not present itself for serious consideration.
Many technical students receive their first experience in
handling tools and machinery in the engineering college
laboratories. It is thought that one of the
Experiments most important factors in the education of
Aid an engineer is practical experience with
Instruction. the handling of apparatus similar to that
which he will be called upon to take in
charge after his graduation. Believing this, strong efforts
are now being made by the faculties of our prominent engi-
neering schools to enlarge the capacities of their mechanical
departments so that students may become better acquainted
with the handling of machinery and the details of its manu-
facture. An experiment which was performed in the labora-
tory of the University of Illinois on a recent visit of the
Western Society of Engineers serves to illustrate the method
pursued by the technical instructors with a view to familiariz-
ing young engineers with operating machinery. This experi-
ment was performed to show a method of synchronizing two
alternators without regard to their phase relation. It is ac-
complished by inserting in the circuit of the incoming machine
a coil of wire without an iron core. The coil used experi-
mentally in synchronizing a 45-kilowatt 2-phase generator
with a 125-kilowatt unit, consisted of 30 pounds of No. 8 wire
wound on a cylinder two feet in diameter. The cost of such
a coil is Pbout $12, or, roughly, 1 per cent of the cost of the
machine to be synchronized. The effect of the coil is like
that of a spring, preventing any serious jar. It is connected
in but one phase and is cut out of circuit when both phases
are thrown together. The machines may be synchronized
without waiting for them to be adjusted in step, and it is
stated that the results are no more severe than with the best
possible manipulation without the coil. While such experi-
ments as these may or may not have an actual commercial
value thev do, however, afford a means for training a student
so that he becomes well acquainted with the design, use and
possibilities of machinery, and therefore can make better use
of the excellent store of fundamental knowledge given him
by his alma mater.
HANDLING CARS IN THE PAINT SHOP.
Improved methods of handling cars in the paint shop are
desirable on many electric roads. The use of stub tracks
in shops is largely responsible for the lack of flexibility in
car movement within doors which at present hampers repair
and storage work in so many instances. Local conditions
often impose the necessity of a track layout which is far
from satisfactory, but when a shop is built on cheap land
unrestricted by adjoining buildings or streets, it is a mistake
not to consider the possibilities in the way of through tracks
and cross-overs, a transfer table, traveling crane or even a
roundhouse design. The new shops of the Elgin & Belvidere
Electric Railway at Marengo, 111., which were described in
an article in the Electric Railway Review of March 9,
1907, illustrate in an interesting way the flexibility of a
through track arrangement in the repair and storage
sections; not only can cars be moved in and out of
the building with a minimum of obstruction to one
another, but the enlargement of the shops in the future can
be effected along symmetrical lines, which will permit the
present ease of transfer to be enjoyed on a larger scale. The
value of cross-overs in the paint shop was thoroughly appre-
ciated in the construction of the new repair plant of the
Union Street Railway Company of New Bedford, Mass.
A plain stub track layout in the paint shop opens the
door to no little confusion and extra expense in handling
the cars if the road is not large enough to be relatively
independent in the time required for repairs. In the work
of painting, the first car entering any one of the tracks would
be the first one to leave the shop ready for service; and, in
order to accomplish this, the cars in front of it, in case the
track is fully occupied, would have to be moved out into the
yard and hauled out of the way. Otherwise the first car in
must be held idle after it is ready for service, causing a loss
in earnings, which is liable to amount to a good many hundred
dollars a year.
It often happens that one or more cars will be wet with
varnish or paint at the time, and will be in no condition to
be hauled into the dust and blowing dirt of the yard or street.
In case the paint shop doors lead directly into the open, the
cars which are being painted on parallel tracks are liable to
be exposed to dusty drafts every time a car is moved, and
actual instances have occurred where the wet varnish was
ruined by these conditions. Additional time and expense are
also entailed when car bodies are jacked up without trucks
if these have to be moved out of the way before work upon
them is completed.
Liberal shop areas with cross-overs will be found very
helpful in reducing the amount of idle movement. The provi-
sion of through tracks and doors at each end of the shop
May 18. 1907.
ELECTRIC RAILWAY REVIEW
639
enables the work to be passed through progressively, and the
cost of the necessary extra special track work is a small
matter in relation to the convenience afforded. At the
Marengo shops the first car in becomes the first car out.
The shop in such a case is a way station instead of a terminal.
On account of the relatively infrequent movements of cars
in paint shops it seldom pays to install elaborate hoisting
facilities. When the land is limited in area by surrounding
buildings the roundhouse scheme of tracks can sometimes be
used effectively. The transfer table also has its place in large
shops, but in general the use of either cross-overs or through
tracks is the least expensive method, all points considered, of
facilitating the movement of rolling stock in the paint shop.
Incidentally the location of this department with reference to
the carpenter and machine shops is worth studying carefully.
The woodworking and painting departments are in such close
relation that their separation is a great disadvantage because
of time and labor lost.
stated that the cost of the concrete poles is not excessive,
and, if actual service shows that they are not mechanically
weak, the total cost when considered for a number of years
should demonstrate their economy.
PERMANENT TROLLEY POLES.
The increasing scarcity of timber and the necessity for
nvquent replacement of wooden poles have encouraged ex-
perimental work on the construction of poles of a perma-
nent character. A type of reinforced concrete pole which
promises long life is used for supporting the overhead con-
struction along one mile of track of the Lafayette &
Logansport Traction Company. The constructional details
of these concrete poles were illustrated and described
by R. M. Feustel, assistant engineer of the Ft. Wayne &
Wabash Valley Traction Company, in the Electric Railway
Review of May 4, 1907, page 589. The new poles are 32
and 42 feet long, each length being set 8 feet in the ground.
The shorter pole is 10 inches square in section at a point
8 feet from the bottom, and tapers to a section at the top 6
inches square. It is reinforced by eight %-inch twisted
square bars, 32 feet long, placed close to the surface. The
42-foot pole is 12 inches square in section at a point 8 feet
from the base and is reinforced with %-inch bars. The
shorter poles carry the trolley bracket and a single cross-
arm for supporting telephone and direct-current feed wires.
The 42-foot poles are similarly fitted and in addition carry
a 7-foot cross-arm and the pole-top pin, thus affording sup-
ports for the three wires of a high-tension line. Wrought-
iron steps are embedded in the longer poles at a height
affording a lineman a convenient footing when it is necessary
tor him to work on the high-tension wires at the top of the
pole. The concrete mixture used comprised one part cement,
three parts sand and three parts gravel or fine crushed stone.
The materials were mixed wet. All poles have a facing of
one part cement to three parts sand. The approximate
weight of the 32-foot pole, which has a volume of 22.5 cubic
feet and contains 122 pounds of steel, is 3,286 pounds. The
42-foot pole has a volume of 29 cubic feet and contains 242
pounds of reinforcing steel and 21 pounds of wrought iron in
the steps, giving a total weight of 4,323 pounds. The design
tie longer pole is considered sufficiently safe to support
th»- high-tension wires in spans of 200 feet. For this reason
an economy in first cost was obtained by alternating a short
and a long pole with a spacing between adjacent poles of
100 feet. Thus the trolley wire is supported, as usual, on
Hi xible brackets 100 feet apart, and the high-tension wires
hang in spans of 200 feet.
Experimenting with a more permanent type of pole prob-
ably is brought about not so much by the growing scarcity
of wooden poles as the desire to obtain a type of overhead
tare which will require less expense for maintenance In
good operating condition. With untreated or even treated
wooden poles replacement becomes necessary after a very
few years of service; and, other than the cost for new poles,
these replacements result In delays to traffic, which undoubt-
edly appear in the net financial results of operation. It is
POOLING MOTORS ON CITY SYSTEMS.
The practice of pooling locomotives on steam railroads
has shown such satisfactory results under modern specialized
operating organizations that it is important for electric rail-
ways operating a large number of cars in city service to
consider how far it may be profitable to pursue the same
policy in the use of motors. Closely allied with this problem
is that of interchanging cars for service on different divisions,
but here the practice of companies with regard to painting
rolling stock settles the question without much delay. If all
the cars of a system are painted the same color, with de-
tachable signs, there need be little difficulty in satisfactorily
pooling them, provided the attempt is not made to force
small single-truck cars to do the work of large ones, and vice
versa. When the policy of the management and the demands
of the public require the use of separate colors as an aid to
route classification, the question of pooling at large drops out
of sight in the cost of repainting, including, of course, time
lost in earning nothing while each car is in the shops.
On roads operating but a few cars each it is a simple
matter to interchange motors or to draw upon reserves as
the occasion dictates. Many small roads are today using
several types and makes of motors, but there is little real
necessity for the use of more than two sizes. It is safe to
say that in the majority of cases a single type of motor
can be found which, will be capable of handling all the busi-
ness on a small road, and if 4-motor equipments of this type
are used on double-truck cars for the faster and heavier runs,
the results ought to be thoroughly satisfactory on the score
of flexibility, economy of operation and reduced investment
in spare parts.
As the size of the system increases, however, the require-
ments of motive power become more complex. In proportion
to the track mileage, the street railways operate many more
routes than is the case in steam railroad practice, and only
in cities exceptionally favored geographically are these routes
to any great extent alike in physical characteristics. The
traffic conditions vary on almost all routes, and with these
the number and duration of stops, which are such vital
factors in motor performance. Different sizes of motors be-
come necessary for different classes of service, the smaller
motors going to the easier runs with the smaller cars.
In such systems it is possible to set aside a certain number
of motors for use in each division, holding a few in reserve
at each car house where a division superintendent has head-
quarters. Special hoisting facilities are then required in order
to rapidly substitute for a burned out motor one in good condi-
tion; storage space must be charged off; one or more me-
chanics maintained at the car house, and probably several
thousands of dollars' worth of motors held against time of
need. It may often pay to do this, especially in car houses
located far from the shops, but the full advantages of pooling
all the motors at a common center and drawing upon that
stock as occasion arises ought to be realized before the other
policy is settled upon. The whole problem is rather one of
fitting motors to given routes rather than of assorting them
by divisions, on most large systems. It is usually the case
that a car traverses several divisions in part as it covers
its route, and it is as probable that a breakdown will occur
near a centralized shop as in close proximity to the division
car house where the car is stored in times of light traffic.
Motors cannot be transferred from route to route in a large
city without discrimination, and the maintenance of the
reserves at the central shops insures a minimum extra invest-
ment. When a division includes several complete routes of
distinguished physical and traffic characteristics in compari-
040
ELECTRIC RAILWAY REVIEW
Vol. xvn, No. 20.
son with the balance of the system it may well pay to hold
a few motors in reserve at the central car house of that
division, but in general the pooling of motors at a central
shop with special regard to routes and service is the better
plan. Motors can be ordered as needed, by telephone, in-
stalled at the division car house, or, if the management prefers,
the car can be run to the central shops for the change-over.
Local conditions will determine the best place for changing
motors, but most car house foremen should be capable of
overseeing such work. Free interchange of motors, trucks
and cars is desirable on similar route conditions, but it is
certain to lead to inefficient operating results if practiced on
a large system in the way which is usually feasible on a
small one.
ANNUAL REPORTS OF RAILWAYS.
Ohio River Electric Railway & Power Company.
In the annual report for 1906 of Percy M. Chandler,
president of the Ohio River Electric Railway & Power Com-
pany. Pomeroy, O., many details of the operation of the prop-
erty are discussed. The results for the year, with compari-
sons, were as follows:
1906. 1905. 1904.
Gross earnings $68,981.10 $53,196.61 $45,591.67
Operating expenses 36.224.77 30,125.57 29,362.10
Net earnings $22,756.33 $23,071.04 $17,229.57
Fixed charges and taxes 17,808.97 17,790.18 16,377.43
Net income $4,947.36 $5,280.86 $ 852.14
Operating expenses — percentage
of gross earnings 61.4 56.6 64.4
Motor car-miles 290,557 285,633 277.743
Freight car-miles 12,702 12,956 9,447
An abstract of the statement of John Blair MacAfee,
the vice-president and general manager, contained in the
report, follows:
The company continues to have more coal freights offered
than can be accommodated by reason of the impossibility
of obtaining sufficient car equipment from the Hocking Valley
Railway.
Owing to the increased cost of operation, cost per car-
mile has increased as well as the operating ratio. Your com-
pany's track and roadway has reached an age at which con-
siderable renewal is required.
During the year 1905 the sum charged to this Item was $1,481.43
Whereas during the year just past there has been charged.. 4,584.07
Being an increase of .( $3,102.64
In the item of maintenance of equipment an increase is
shown of $1,100.96. Under the headings of operation of power
plant, operation of cars and general expenses, a total increase
Is shown of $1,895.60.
During the past year we have abandoned the contract for
carrying United States mail. An arbitrary ruling of the gov-
ernment imposed conditions which made the contract un-
profitable. The government paid us $200 per year for seven
deliveries per day. Under a new arrangement, recently made
hy the government with an individual carrier, certain of
these deliveries have been abandoned and the department
pays $240 per year to the individual.
We are still able to report no unsettled accident claims
against your company. The total amount of damages paid
on account of accidents for the past year was $139.05.
Certain paving has been done in the different towns along
the line of your road during the year 1906. The total charge
against your company incident to this paving is $3,852.82. By
arrangement, however, with the civic authorities, your com-
pany will pay for that paving in the following manner:
There will be paid $994.25 during the year 1907, and the
balance will be liquidated by semi-annual payments, the final
payment being due on June 20, 1916.
During the year two new Brill semi-convertible cars have
been purchased and delivered to the company. These cars
are equipped with General Electric motors and air brakes,
the total cost of the cars being $8,818.95. Of this sum there
has been paid $4,974.51. The balance is being liquidated m
deferred payments.
I. L. Oppenheimer, the superintendent, furnishes further
details in the report. Of the gross receipts $46,516 was re-
ceived from passenger business, while freight receipts were
$6,012.57. divided as follows: Sale of parcel tags, $1,202.95;
delivery local freight Hocking Valley Railway, $463.92; car-
load freight to and from Hocking Valley Railway, $4,345.70.
An abstract of Mr. Oppenheimer's statement follows:
In my last year's report I ventured the statement that
this year would be the largest the company ever had. While
the increase has been substantial it would have been still
larger except for a diphtheria epidemic, which caused the
closing of schools, churches and all places of public gather-
ing in Pomeroy and Middleport. During September, when
we expected to reap unusually large returns by reason of a
varied number of amusements planned, the epidemic was at
its worst, a portion of the amusements were suppressed, and
those that were allowed to take place were failures, causing
a loss in our passenger receipts of fully $1,000. In the freight
department we have suffered a loss in the carload business
by reason of the car famine, which was considerably worse
this year than last. With ample car supply this business
should have shown a splendid gain, as our local way freight
and parcel tag receipts will partially testify by showing a
gain of 24.7 per cent. With the increase of our receipts has
come an unusually heavy operating expense and maintenance
cost, due to the increased price of all the materials and the
heavy repairs necessary to the roadbed, which, I regret to
say, is not in as good condition as I would like to report, and
considerable money will have to be spent in maintaining this
part of the property, and if the cost is within reason a better
ballast should be used than has been employed heretofore.
Four thousand three hundred and eighty-eight new ties were
used, being 2,600 less than my recommendation of last year.
The rapid advance in the price of ties has made this work
expensive.
The overhead line is in good condition, and has involved
no expensive maintenance cost; 78 pole renewals were made,
all of first-class Michigan white cedar.
Rolling stock is all in the best condition. The cars have
been kept well painted, seven repainted and two retouched
in the past year; their electrical equipment has been care-
fully and well maintained, and with the acquisition of the two
splendid new cars we are well prepared to meet all traffic
requirements.
TRACTION MERGERS AND FEDERAL CONTROL.
Fourteen of the larger cities of Indiana connected by
interurba l traction lines are involved in an extensive merger
project. The controlling interests have been concentrated in
the hands of five syndicates which own all but two interurban
lines of the state. Their holdings are such as to admit of
almost immediate consolidation.
The completion of the merger thus proposed would con-
nect the extreme southern towns of Indiana with those on
Lake Michigan in Indiana and Illinois, and also with some
of the towns of Ohio. Holders of interurban lines in Ohio
seem to be working with those in Indiana, so that consolida-
tion in the eastward direction is likely. It is also not im-
probable that developments in the direction of St. Louis may
soon be made. In fact, the whole territory north of the Ohio,
east of the Mississippi and south of the lakes, seems to be
destined sooner or later, from present indications, to pass
under one gigantic system of traction control.
Traction unification in the central states has already
passed far beyond state limits, and must in due time receive
attention as interstate commerce. The federal commission
has in a few cases reminded western traction companies that
they are subject to its jurisdiction. Within the scope of this
territory there are probably 70,000 miles of steam railways.
The adjustment of traction with steam business is a widening
problem. As traction business develops it must add enor-
mously to the amount of work which will fall to the federal
commission to take care of. and must render the rate problem
still more complex.
The first decision of the interstate commerce commission
on express company rates has just been handed down, requir-
ing a considerable reduction in charges on powers to New
York City. This opens still another field of rate regulation
over which federal control has hitherto had no authority. —
Wall Street Journal.
It is estimated that about 200,000 people visited Coney
Island last Sunday, May 12, most of them traveling over the
lines of the Brooklyn Rapid Transit Company. Luna Park
opened Saturday night and Dreamland, the other big park,
was expected to be opened the latter part of this week.
May 18, 1907.
ELECTRIC RAILWAY REVIEW
041
NEW SUBSTATION OF THE PORTLAND RAILWAY LIGHT
& POWER COMPANY.
The lower supply for the Portland Railway Light &
Power Company of Portland, Ore., is obtained from three
steam-driyen plants and three water power plants. The most
recently built hydro-electric plant, known as the Cazadero
station, was described and illustrated in the Electric Railway
Review of May 11, page 60S. This station is about 40 miles
from the city of Portland. The power is transmitted over
two 33,000-volt transmission lines, which have as their ter-
minus the large modern substation described in this article.
The machine equipment of this station includes two 1,000-
kilowatt railway rotary converters, one 1,000-kilowatt phase-
changing set. and eleven 44-kilowatt magnetic arc rectifier
sets, together with transformers and auxiliary apparatus of
the most recent design.
Building.
The substation building of brick with stone trimmings is
located near the load-center of the city and forms a structure
of pleasing design. The floor area of the building is 41 by
136 feet in dimensions. All the foundations, floors and in-
terior divisions are of concrete. The roof is supported In-
structural steel girders and interior pilasters support runways
for a 20-ton Pawling & Harnischfeger motor-operated crane.
Accompanying engravings illustrate the interior arrangement
of the building and disposition oi the apparatus. It will be
noted that at the end of the machine room is an independent
portion of the building 16 feet wide. This part of the struc-
in the concrete of a series of barriers which separate the
phases of each of the two lines. Mounted on line insulators,
supported on the wall directly below the high-tension en-
trances, are two hand-operated disconnecting switches with
3
;
<J
-
J j
Portland Railway — Substation. Showing Outside Entrance to
Transformer Compartment.
their upper terminals connecting in common with the incom-
ing wire. One of these switches connects through a kicking
coil with the bank of lightning arresters, which is supported
Portland Railway — Interior of New Substation, Showing 1,000-Kilowatt Rotaries and Phase-Changing Set.
ture is three stories high and houses the high-tension trans-
formers and all 33,000-volt switches and buses.
High-Tension Tower.
The two Incoming 33,000-voll 3-phase transmission lines
enter the third Btorj ol the wlr< tower through 24-inch vitri-
fied tiles. The bare wire of each phase takes I lie following
e through the lower to the main bus: The Incoming
wire is dead-ende.1 nn a line Insulator, whose pin Is embedded
directly below il and in the second story of the tower. The
lead Iron' the other switch passes through and under the floor
ol the third story to connect with a current transformer sup-
ported in a saddle below this floor. From the transformer
the line passes to the terminal of a type F 60,000-volt remote-
control oil switch of General Electric manufacture. From the
opposite t( rniinal of lliis switch which stands over a hole in
the third I '. the 33,000-voll cm-rent is taken through a dis-
connecting switch to connect with tour 33,000-volt bus wires
642
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 20.
mounted horizontally in concrete septums opposite the second
story of the wire tower. The lower hus is neutral.
The common bus wires afford a means for interconnecting
in various ways the incoming transmission lines with the trans-
former equipment. The leads from the buses to the trans-
the center and leads are taken from both ends and carried
through the basement of the substation to feed the phase
changing set and the rotary converters.
The 11,000-volt distribution buses are supported on line
insulators in concrete septums and the circuit is so looped
Portland Railway — General
formers are also bare wire, mounted on line insulators and
protected by concrete barriers. From each phase in the bus
compartments connections are made through hand-operated
disconnecting switches with S50-kilowatt single-phase trans-
formers, which lower the potential from 33,000 volts to 11,000
volts.
Transformer Arrangements.
By reference to the sectional views of the wire tower the
special arrangement of the transformers may be noted. Each
with disconnecting switches that either half may be dead
and the transformers and phase-changing set still have their
current supply uninterrupted. As the switchboards stand on
fikjr Floor Rjin
Portland Railway — Sections and Plans of High-Tension Tower, Showing Transformer Sections and Connections.
transformer unit is housed in a brick and concrete com-
partment which can only be entered through steel fire doors
opening on to a concrete platform at the rear of the substa-
tion, as shown in the exterior view of the building. The six
step-down transformers are of the oil-insulated water-cooled
type, mounted on trucks so that they may easily be drawn
on to the platform outside the building for repairs.
From the secondary side of the step-down transformers
current is taken by wires leading through a partition wall
and connecting through knife switches with an 11,000-volt,
3-phase set of buses extending parallel with the row of trans-
formers. These buses are provided with knife switches at
the machine floor directly above the bus lines the wiring
connections are comparatively simple for such a large sta-
tion.
Switchboard and Machines.
The switch equipment includes seven Form H 300-ampere
General Electric switches, six of which control the input to
six air-cooled step-down transformers of 367 kilowatts
capacity each. These transformers lower the potential from
1,000 volts to 430 volts for the operation of two
1,000-kilowatt capacity. 33-cycle. 600-volt General Elec-
tric rotary converters. The rotaries have starting motors
May 18. 1907.
ELECTRIC RAILWAY REVIEW
643
mounted on the common shaft. Current for starting is fur-
nished by a starting set comprising a 125-volt, 640-ampere
generator, driven by a 100-horsepower, 220-volt, 33-cycle in-
duction motor.
Through the seventh of the oil switches, earlier men-
Portland Railway — Cross Section of Machine Room and Basement.
I
Portland Railway-
-Transformer Compartment with Entrance from
Outside of Building.
tioned, 11,000-volt current is fed direct to a 1,400-horsepower
synchronous motor, driving a 2,300-volt, 60-cycle generator,
these two units forming the phase-changing set.
There are five switchboards for controlling the various
classes of apparatus, including the lighting transformers and
mercury arc rectifiers. This well-designed substation is of
ample dimensions to accommodate three additional phase-
changing sets and one additional rotary converter of the
capacities now used.
NEW CAMDEN SHOPS OF THE PUBLIC SERVICE COR-
PORATION.
A new shop plant for the South Jersey division of the
Public Service Corporation is now under construction at
Camden, X. J. The shop site is at the corner of Border
street and Xewton avenue, and is of the shape indicated in
the accompanying engraving showing the layout of the build-
ings. The main building, which is now completed, so far as
Camden Shops. Public
Service Corporation-
and Tracks.
■Layout of Buildings
the external structure is concerned, is arranged, as shown,
for a machine shop, carpenter shop and paint shop, with the
boiler room and shop storeroom at one end. The building is
255 feet 4 inches long and 130 feet S inches wide, and the
space devoted to the machine shop, carpenter shop and paint
shop respectively is 72 feet in each case. There are five pit
tracks allotted to each section, all tracks being served by the
transfer table. The length of each pit is about 74 feet, or
long enough to accomodate a car body and provide space
for running out two pairs of trucks.
The paint shop is separated from the carpenter shop by
a fire wall having one 5-foot opening on the side opposite the
pits. A similar fire wall divides the machine shop from the
boiler room shop, storeroom and wheelroom, each with open-
ings into the machine shop. Between the machine shop and
carpenter shop are placed steel columns on concrete founda-
64J
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 20.
tions, spaced 16 feet apart on centers. These serve instead
of a wall to support two sections of the steel truss roof. The
roof stresses are calculated independently for each section of
the building, thus constituting three main bays. The roof
has a pitch of one in five. The building is of brick, the walls
12 inches thick with pilasters placed 16 feet apart on centers.
All foundations, including the pits, are of concrete. Fully 40
per cent of the exterior wall space is devoted to windows,
affording excellent lighting in the shops. The window allot-
23, 1907, page 3S0. There will be five jib cranes and one
wall crane with air hoists, similar to those illustrated and
described in the Electric Railway Review of March 23. The
air pressure used on the shop tools will be supplied by a
compressor plant, consisting of a Westinghouse twin elec-
trically driven set. The five pits in the machine shop will
be fitted with car hoists, similar to those in the Plank Road
shops, each set made up of four jack screws, driven by a
motor in the forward end of the pit. One pit will be fitted
Camden Shops. Public Service Corporation — Section Across Shops.
ment is shown clearly in the accompanying engraving from
a photograph of the exterior of a building. The entire
interior of the building will be finished above the window
sills in white, in order to give the best possible reflection
of light. The roof on each of the four bays is capped with
a louvre of galvanized iron and glass running the entire
length of the bay.
The complement of tools in the machine bay is very
complete, including jib cranes in front of the machine pits.
The small shoproom in the corner of the building at the end
of the small section or bay devoted to the boiler room will
uii with the wheel grinder designed by tin- company and
previously described. The toolroom will be located in the
carpenter shop bay near the compressor plant. The tool-
room will be of structural steel frame, covered with wire
netting of 2-inch mesh, and the office will be located above it.
The latter will have a concrete floor between beams finished
with %-inch yellow pine. The ceiling of the office will be
on a level with the bottom cord of the roof truss, and will
be built of iron, supporting adamant block.
It will be noted that the tracks in the paint shop are of
sufficient length to hold two cars on each track, thus giving
Camden Shops, Public Service Corporation — General View of Buildings-
be equipped with a wheel press, boring mill and wheel lathe.
This room is separated from the machine shop by a fire wall
with a 5-foot passageway and has a 9-foot exit to the outside,
where a wheel platform is to be built. The equipment of the
machine shop consists of two Buffalo down-draft forges, one
small babbitting forge, Bradley power hammer, bolt cutter,
three drills, shaper, milling machine and two lathes. The
machinery will be driven from line shafting.
In the armature section will be installed two winding
machines and an armature bander. These will be similar to
the machines designed by the company for the Plank Road
shops, described in the Electric Railway Review of March
the shop a capacity of 10 cars. This bay will be arranged
with a washstand, so that the cars may be washed for paint-
ing. It is the ultimate purpose, if the growth of the system
demands it, to build a new plant shop on the opposite side
of the transfer table, in which event more space could be
devoted in the present building to the machine shop. The
boiler house will be served by a steam road track to enable
the company to deliver coal cars so that coal can readily be
unloaded. The power house chimney is a circular brick struc-
ture on an octagonal base, and is 85 feet in height and 4S
inches in diameter.
The toiler room equipment will consist of two return
May IS. 1907.
ELECTRIC RAILWAY REVIEW
(14.-,
tubular boilers of 250 horsepower capacity. The general
storeroom and offices will be heated from the boiler room,
the pressure from the boiler being reduced by valves in the
feed line near the heaters, so as to give about five pounds of
pressure to the coils and radiators. Condensation will be
cared for by the vacuum system. The shop building, except
where painting is done, will be heated by the fan system, and
air will be distributed through galvanized iron pipes hung
from roof trusses. The paint shop is to be heated to 80
degrees F in zero weather by direct radiation, placed on the
floor near the windows.
The operating barns shown in the general layout plan
-will be built in four bays, each separated by a fire wall with
space in one bay for a wareroom. The building is 156 feet 4
inches wide and 353 feet 8 inches long. Each bay has three
tracks and in addition there are three storage tracks outside
the building. The building will have concrete foundations
and brick walls and will have a roof of heavy mill construc-
tion. Each track, for a distance of 100 feet in the forward
part of the building, will have inspection pits of open con-
struction, consisting of piers placed 8 feet apart on centers
and supporting 7-inch Trilby rails. Angle-bar cover braces
will be riveted between the tracks every four feet to support
a cast-iron walk 36 inches wide and % inch thick. The build-
ing will be painted white on the inside and will be ventilated
with 36-inch ventilators placed 50 feet apart in the skylights.
On Newton avenue a 2-story brick office building 70 feet
by 42 feet will be erected. The first floor will be devoted to
the office of the general superintendent, chief dispatcher,
superintendent of tracks, starters and receivers, men's room,
storeroom and locker and toilet accommodations. The second
floor will be left as a hall and will be utilized as a club room,
library and entertainment center for employes of the South
Jersey division. It is intended to build a general storeroom
building, line stable and an oil house as a part of the general
layout.
As was noted in the description of the Plank Road shops,
the Public Service Corporation fully appreciates the necessity
of providing an adequate fire protection, and the Camden
shops will be provided with a dry pipe automatic sprinkling
system with a steel tank and tower to supply water reserve
and an electric motor-driven centrifugal pump to supply the
proper pressure, similar to the system installed at the Plank
Road shops. The Camden shops will also have an auxiliary
fire alarm system and will be equipped with chemical fire
«xtinguishers and other paraphernalia for fighting fire in an
effectual manner. The work on the new plant began under
the direction of A. H. Stanley, then general manager of the
street railway department of the Public Service Corporation,
and the designs are in charge of Martin Schreiber, engineer
maintenance of way. The contract for the shop building was
let to J. S. Rogers Company of Stanwick, N. .1.
is operated by a donkey engine carried on the floor of the
car next to the locomotive. This car also carries a supply
of miscellaneous tools and extra equipment, such as may be
needed in the progress of the work. The second car in
front of the engine carries 500 standard ties and the angle
plates necessary to lay 1,000 feet of track. The car imme-
dately in the rear of the tracklayer is loaded with a sufficient
number of 33-foot rails to lay 1,000 feet of track. These rails
are carried on skids elevated above the car floor so that they
can be dropped on to a conveyor, which will carry them
along the middle of the cars and directfy over the tie con-
veyor, from where they are slid to opposite sides of the car.
While the rails for one rail length of track are being
placed, the tie conveyor is operated by the donkey engine
in the rear, and ties are brought forward to be placed ahead
of the tracklayer. Meanwhile two rails from the rail storage
car are slid to a point under the bridge of the tracklayer
and directly over the car wheels below. The rails are then
lifted by tongs connected through cables with the air cylin-
ders and carried ahead to the extremity of the bridge, as
shown in the illustration. Then by the releasing of the air
A NEW TYPE OF TRACKLAYING MACHINE.
The machine illustrated herewith is being used for lay-
ing the track of the Pacific Traction Company between
Tacoma and American Lake, Wash. This new line will be
12 miles long and a considerable portion of the track is being
laid on an abandoned steam railroad embankment. The
tracklayer was recently designed and patented by C. O.
Wescott, Puyallup, Wash. The equipment necessary for lay-
ing track comprises a light locomotive, which pushes four
flat cars.
On the forward car is a structural steel bridge which
extends in front of the car for a distance of about 18 feet, or
enough to allow a rail supported by longs in the center to
,,wered from the end of the bridge. On the framework
ne bridge, as shown in the illustration, are four air cylin-
'ders, the pistons of which operate steel cables, which in turn
control the handling of the steel rails. A conveyor by which
- from the rear car to the front end of the
bridge '-xt. .mis along the door of all the cars Tin cod
Wescott Track-Layer in Operation.
in the operating cylinders, which movements are controlled
by a man standing on the elevated bridge, the two rails are
lowered directly in front of those already spiked in place.
Temporary clamps are next placed to hold the rails to gauge
so that the entire tracklaying equipment may move forward
and the spiking be postponed until after the engine has
passed the rails already laid. In this way the process is
continuous, the ties being brought ahead and placed, the
rails being lowered directly in line and gauge and the spik-
ing gang following the locomotive, which pushes the train
from the rear. When the several incomplete details in the
preliminary design of the tracklayer have been perfected, it
is anticipated that the work of placing the ties and rails can
be carried on with a crew of seven men other than the
necessary spikers which will follow the train.
According to the figures compiled by the forest service
of the United States Department of Agriculture in Circular
97, which has just been issued, this country as a whole con-
sumes even year between three and four times more wood
than all the forests of tin- United States grow in the mean-
jinK. The average acre of forest lavs up a store oi only in
CUbiC feet annually, whereas it ought to be laying lip at least
■;i) cubic fed in order to furnish the products taken OUl "I II
Sine ISsn more Ihan Tun. nun. nun, ( feet of timber til
cut for lumber alone
646 ELECTRIC RAILWAY REVIEW
STANDARD M. C. B. COUPLERS FOR INTERURBAN CARS
Vol. XVII, No. 20.
It is very desirable that a large interurban system han-
dling freight in foreign cars as well as operating its passenger
equipment in trains, have all its rolling stock provided with
a coupler designed according to the master car builders'
standard contour lines and capable of intercoupling with all
burn Steel Castings & Coupler Company, Minneapolis, and
delivered to the St. Louis Car Company for the new equip-
ment. The coupler as now perfected and adopted for the
extensive system of the Pacific Electric Railway Company has
a standard M. C. B. contour for the head which will inter-
couple with any similar equipment as used on the Pacific
Electric or the foreign freight cars handled over its line.
M. C. B. Couplers — Train of 18 Cars En Route from St. Louis to Los Angeles.
M. C. B. Couplers — Train Moving Around 50-Foot Radius Yard Curve.
rolling stock of that or any other system. These conditions
so impressed the management of the Pacific Electric Railway,
Los Angeles, Cal., that some time ago steps were taken to
provide a type of coupler that would fulfill the desired re-
quirements.
The type of coupler shown under various conditions in
the accompanying illustrations is the result of a consider-
able amount of careful designing and experimental work
carried on by the Pacific Electric Railway and Edwin C.
Washburn. The couplers were manufactured by the Wash-
It will be noted from the illustrations that the coupler
and draft rigging are mounted so that they can swing radially
about a pin connecting them to a standard radial drawbar
anchor bolted to the center sills of the car by %-inch bolts.
The drawbar is provided with a spring yoke draft box and a
spring sufficient for handling five or six large interurban cars.
To prepare the bumpers of the cars for the accommodation
of the radial couplers it was necessary to bolt on the timber
extension as shown in the line drawings. Other than increas-
ing the rigidity of the framing of the car this extension pro-
May IS. 1907.
ELECTRIC RAILWAY REVIEW
647
vides a support for the radial guide bolted under its front.
It will be noted that a collar having an I-section at the top
rides in the radial guide and supports the drawbar at a point
about 12 inches back of the knuckle pin. This arrangement
of the coupler carriage provides for the couplers a firm sup-
port no matter in what position the two cars may be on any
curve of more than 40-foot radius.
To meet the requirements for uncoupling from the sides
Couplers — Type of Head and Attachment
Pacific Electric Railway.
Used by
of the cars when they stand on curves an uncoupling lever
bent to the same radius as the buffer-plate on the front of the
car is mounted so that the handles on its two ends may be
convenient under all conditions of the track. A single link
sliding over this rod forms a means of lifting the uncoupling
pin of the M. C. B. head. This link is of such dimensions
that while it may slide along the rod from one side of the car
M. c.
B. Couplers — Position of Couplers When Cars Stand on
50-Foot Radius Curve.
to the other, it still provides a means of uncoupling no matter
what position the two couplers are forced to take by reason
of the curvature of the track on which the cars are standing.
The details which have been mentioned are illustrated
by the several reproductions from photographs shown here-
with. One of the views shows car No. 415 coupled with car
No. 412 standing on a track having a center radius of 50 feet.
Under such conditions the cars can be coupled and uncoupled
safely and with ease. Another view shows a train of three
cars moving around a curve of 50-foot radius in the shop
yards. Under these conditions in normal operation cars are
being coupled and uncoupled and are either pushed or pulled
around the curves by motor cars or locomotives. The Pacific
Electric Railway Company operates these 50-foot cars, as
shown in trains made up of from two to six units. It is neces-
sary in the cities for such trains to back around the ordinary
street special work and yet the type of coupler as described
will couple and uncouple no matter where the train may stop.
One of the illustrations shows a train of 18 cars of an
order of 52 standard passenger equipments, as it arrived in
the yards of the Southern Pacific Railway at Los Angeles
after a trip of 2,717 miles via the Illinois Central Railway,
St. Louis to New Orleans, 710 miles, and Southern Pacific
Railway, New Orleans to Los Angeles, 2,007 miles. This long
route was specified by the purchaser so that the climb over
the mountains would be avoided. It is interesting to note that
the purchaser secured a short-line rate of 18 cents per car-
mile, which made the freight charges per car amount to but
$297.70. The cars in these three similar trains were provided
Couplers — Details of Anchor and Drawbar Support.
with the Washburn couplers, as described, and no trouble
was experienced en route, although the train, as shown in the
photograph, exclusive of engine, had a total length of 954 feet
and comprised 18 cars with standard Westinghouse freight
brake equipments, each car weighing approximately 23 tons.
Sound copper castings of high electrical conductivity can
be obtained by adding about two ounces of stick magnesium
to each 100 pounds of pure Lake copper. This can most easily
be done by making an amalgam of magnesium and copper in
the following manner: Melt 45 pounds of pure Lake copper
under a good layer of charcoal, and when at a good red heat
add five pounds of pure stick magnesium and stir well with
a plumbago rod. The magnesium must be forced under the
surface of the melted copper or it will float on the surface
and burn. Pour the amalgam out into small strip ingots
which are easily cut. To add two ounces of magnesium to
loo pounds of copper, melt the copper and add 20 ounces
of the amalgam. This avoids errors in weighing small quan-
tities, and the foundryman is more sure of the amount of
magnesium which actually enters the copper.
648
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 20.
FREIGHT HANDLING AT BIRMINGHAM.
In the development of a freight service between Birming-
ham, Ala., and the suburban districts of that city, the Birming-
ham Railway Light & Power Company has adopted some in-
teresting billing and other forms necessary to facilitate the
handling of shipments.
During the past five years this company has given much
attention to the building up of its freight traffic, which now
produces receipts of practically $5,500 gross per month. The
operating expense of this department is about 60 per cent of
the receipts.
In the Street Railway Review of April, 1904, and of May,
1905, were published data on the freight handling methods of
this company. Since these articles appeared the service has
been extended to better accommodate the suburban towns
and a very thorough system of records has been adopted.
Ten regular daily freight trains leave the First avenue
station at Birmingham en route for the suburbs. The first
two trains in the morning, known as the "Meat Specials," are
BIRMINGHAM RAILWAY, LIGHT & POWER CO.
FREIGHT TRAFFIC DEPARTMENT
•""""^N DRAY TICKET
I D.K. \ Birmingham. Mn... Station 790
U&p.cy
^*- -^ Received from «_
the property described below in apparent good order, except as noted,
to be forwarded to _
Marks:.... -
This Is only a receipt lor the properly hereon described. II is not a Bill ol Lading or con*
tract lo transport such property. This receipt can be exchanged lor a regular DIU ol Lading at the
freight oflice ot Ibe Company at the station where this receipt was given.
NO. OF PACKAGES DESCRIPTION WEIGHT
. Agent:
Freight Handling at Birmingham — Dray Ticket, Substitute for Bill
of Lading.
usually laden with meats, fruits and other perishable goods.
One of these trains departs for Bessemer at 6:15 a. m. and
the other leaves at 6:30 a. m. for Ensley, Pratt City, Thomas
and way stations. So well do these trains serve the rural
districts that cold storage houses have been abandoned and
the residents now depend on the electric road for their day's
supply of meats and provisions. The other regular freight
trains leave Birmingham for Bessemer at 10:30 a. m. and
2:30 p. m.: for Ensley at 10:00 a. m. and 3:30 p. m.; for points
on the North Birmingham, Gates City and East Lake divisions
at 8:30 and 11 a. m. and at 3 p. m., and for Boyles, North
Birmingham, at 2 p. m. Each freight train is composed of
from one to six 35-foot box cars hauled by one of the com-
pany's standard express motor cars.
The motor car is utilized in carrying freight to be dis-
tributed at way stations. The box cars, so far as possible, are
loaded with carload shipments for one of the 13 established
agency stations. In the latter case the car is locked and
set in on a siding and left to be unloaded at pleasure. The
freight traffic has been so uniformly developed that it is sel-
dom necessary to haul empty cars in any direction.
The company's freight equipment consists of, besides the
motor cars, 18 box and 7 flat cars. Other equipment is now
being built at the company's shops.
Track connections are made at Bessemer with the Louis-
ville & Nashville, Alabama Great Southern, Southern, Frisco,
Birmingham Southern, and with the Seaboard Air Line; at
East Birmingham with the Union Track and Birmingham
Belt; at Pratt City with the Birmingham Southern; and at
Woodlawn with the Louisville & Nashville. Cars carrying
freight to be delivered at points on the electric lines are
picked up at the connecting points and set out on the siding
nearest the delivery point. The company has also an inter-
/^\ BIRMINGHAM RAILWAY, LIGHT CS, POWERj CO
UtPCy TRAFFIC DEPARTMENT
CONDUCTOR'S DAILY REPORT OF CAR MOVEMENTS.
Mufnr Cat Nn
I*,™ rw m Tin" f" M HATF tan
buui 1 e" "••
(.•MM
*., (HI *r
-1.. I«1U«,
,...
T»
list
'■■•■' i .
M,
1
_^— _ - ,_
I
1 1 !
INSTRUCTIONS
Conductors of local express trains wilt forward
(his report daily to the Auditor. ,
t onducior* of ewitcn trains will forward tills re-
port to Freight Traffic Winagei with way bills afto
■lag tickets dally. Brakemani
Freight Handling at Birmingham — Conductor's Dally Report Blank.
change agreement with the Southern Express Company
whereby express is carried between Birmingham and the
suburban points where express offices are not maintained.
As a usual thing all freight and express shipments are
delivered to the consignee at the station. At Woodlawn, a
town located three miles distant from Birmingham, however,
a free city delivery is maintained. This free delivery was
found advisable on account of the wagon competition by
means of which goods hauled from Birmingham were deliv-
ered at the doors of the consignees. The free delivery of
goods costs the company an average of about 2 cents per 100
©BIRMINGHAM RAILWAY,
LIGHT AND POWER COMPANY
TRAFFIC DEPARTMENT.
Conductor's Train Book.
I Datt 190
Timeout M. Timlin M.
Freight Handling at Birmingham — Conductor's Train Book.
pounds, but as the practice attracts a large amount of extra
business, it produces satisfactory results.
The freight rates as established by this company are
based on the Southern classification and with but few ex-
ceptions the tariffs adopted by the steam railways for the
Birmingham district are used. A minimum charge of 10
cents is made for packages weighing 50 pounds or less and 15
cents for packages from 50 to 150 pounds. Special rates are
made on commodities essential for household purposes.
The forms used in billing, checking and forwarding
freight have been perfected with a view to simplifying the
office work necessary for properly recording the business
done. When goods are received for shipment, three carbon
uopies are made of the freight bill. The original goes to
May is. lsii.i;.
ELECTRIC RAILWAY REVIEW
649
the consignee. ;he duplicate is signed by the consignee and
kept as an office receipt, the triplicate is sent to the auditor
and the fourth copy is kept in the billing station as an office
file. This system relieves the agent at destination of the
arduous duty of making his freight •bills from the waybills
take is made in billing the shipment. In order that such mis-
takes may be rectified at once a waybill correction notice
blank is provided for furnishing notice of such discrepancy
to the freight traffic manager. When the error is traced to its
source the agent is advised that the correction is approved.
Form 154— lLM9-'06— 5M.
Birmingham Railway, Light & Power Co.
AGENTS' RECAPITULATION AND SETTLEMENT.
This report must be made on the 7th, 14th, 21st and last day of each month to include business done 1st to 7th
inclusive, 8th to 14th inclusive, 15th to 21st inclusive, 22nd to last day of month inclusive.
Bring forward to this report the totals of each daily report, Forms 66 and 67, and each day's remittance. For-
ward to Auditor Promptly. Take impression copy.
STATEMENTS— FORM 67
■
ABSTRACTS— FORM 66
REMITTANCES
Advances
FREIGHT
Date
, Advances
FREIGHT
Date Amount
Collect
Prepaid
Collect
Prepaid
1
Freight Handling at Birmingham — Recapitulation and Statement Sheet.
after a car is set to his station and within about ten minutes
after the train arrives the agent is ready to make deliveries.
On account of the large number of small shipments, it
has been found inadvisable, because of the large expense of
printing, to furnish bills of lading indiscriminately to ship-
pers. Instead of the regular bill of lading, however, a dray-
ticket is provided. This ticket is really a receipt to the ship-
If goods are "over," "short," damaged in transit or are "un-
claimed" another form is used for conveying such informa-
tion to the freight traffic manager. Failure to submit these
forms, properly made out. immediately makes the local agent
personally responsible for the goods.
Mileage made by the local freight trains is reported daily
to the auditor and the work done by the switch trains is rev
FORM CT.
Shed No.
At the
Foot tl
dates as pc
'Birmingham T^ailtoay, Light & PoWer Co.
Statement of Way "Bills Received and "Proceeds.
top of column show billing station and under that head list all of the Way Bills received from that station in numerical order,
e columns and where necessary carry forward the footings. Carry the totals of this statement to form 153 on the settlement
r instruction on that form.
Station. Dale 190 aaenl.
Way Bill No.
Date
Advances
Freight
Leave blank
Way Sill No.
Dale
Advances
Freight
leave blank
Collect
Prepaid
Colled
Prepaid
— — 1
i — =
—
Freight Handling at Birmingham — Statement of Proceeds and of Way Bills Received.
per, which, if desired, may be exchanged for a regular bill
of lading. The freight traffic officials, however, consider the
dray-tlcket equally as binding as the regularly printed form.
The ticket Is 5% by 8% inches in size and is printed at a
nominal expense.
Freight received at any station up to 16 minutes before
the arrival of any train is dispatched on the first train. In
hastening the departure of freight it is often that some mis-
ported to the manager of the freight traffic. The concise
form used in making these reports contains headings for the
car number, the time out, time in, cars transferred and con-
tents of the same, waybill number, origin and destination of
car, time it is picked up and time set out. These report*
are made by the conductors from the train-books with which
each Is supplied.
The method adopted for keeping station records of bus!
650
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 20.
ness done at the several agencies has been carefully devel-
oped. The agents make daily statements to the freight traffic
manager of all waybills and money received and forward
an abstract of the same to the auditor of the company. On
the 7th, 14th, 21st and last day of each month a recapitula-
tion and settlement sheet, which is a verification of the daily
reports and a general statement of the condition of the agen-
cies, is forwarded to the auditor. Records of all freight and
moneys received are kept in station books from which the
reports are compiled.
The tonnage moved daily by this department is upwards
of 275,000 pounds and at closing time at night no freight Is
REHABILITATION OF THE BROOKLYN RAPID TRANSIT
COMPANY.
At
Bate
Car X>i.
BIRMINGHAM RAILWAY. LIGHTS POWER CO.
FREIGHT TRAFFIC DEPARTMENT
REPORT OF GOODS
OVER-SHORT-DAMAGED-UNCLAIMED
SttilioJi. JVo.
190 Train .Xn Couth-. ..
From
JVo.
Shipper ...
Artirn.. ..
Consign?*
Weight
WAY BILL REFERENCE
Date .
190..
HERE SHOW NATURE OF REPORT AND DISPOSITION OF GOODS
Agent.
Note— This report roust.be forwarded by first mail to Freight Traffic Manager.
Agents will be held responsible for failure to promptly make this report.
Freight Handling at Birmingham — Way Bill Correction Notice.
on hand at stations to be forwarded except that which has
been received after the last train has departed.
The character of the freight movement is aptly expressed
In the advertising motto used in all advertisements of this
department: "Express service at freight rates."
The traffic managers of steam and interurban railroads
in Indiana have declined to grant reduced rates to the public
for public occasions during the present summer. The steam
line men say that in view of the recent adverse legislation
and the 2-cent law, concessions of this kind are to be with-
held. On the other hand, the traction men say it is unneces-
sary for them to reduce rates because their equipment is
inadequate to handle the large crowds that desire to be carried
on these various special occasions. They argue that it is
inadvisable to offer additional inducements for travel when
they know they must leave large crowds at the stations along
the lines on such occasions because of the lack of cars to
carry them.
Iu 1902. when Mr. Winter undertook the rehabilitation of
the Brooklyn Rapid Transit Company, he faced a trying and
complex situation. The citizens 'were hostile, the municipal
government was antagonistic, and the property was a wreck.
The first undertaking was to provide money for the extensive
improvements which were absolutely and immediately neces-
sary. This was done through a new refunding mortgage for
$150,000,000, the proceeds to be used in retiring the securities
of some of the constituent companies, and the remainder as
required for improvements. The next work was to effect a
complete reorganization and consolidation of the personnel
and duties of the subordinate officers. Having the money and
the men to carry out his plans, Mr. Winter began the far-
reaching reconstruction whose progress thus far is outlined
in these two articles.
Depending on results rather than on promises and smooth
words, Mr. Winter has been content for the most part to let
the people form their own conclusions as to w-hether or not
the company was making a conscientious effort to remedy
the evils so long suffered by the community and to provide a
modern and efficient transit system. Shortly after he was
made president a contract was made with the city for dispos-
ing of ashes in Brooklyn, and over $600,000 was invested in
plant and equipment for removing the refuse. At that time
the company was openly accused in some quarters of using
unfair means in obtaining the contract. There have since
been complaints that the collecting stations and incinerator
plants constituted a public nuisance, and that the ash cars
caused delays to cars carrying passengers. The contract is
soon to expire, and, more because it has aroused public
hostility than because it has not been profitable, the company
has notified the city that it will not again bid on the job.
It will give up the business and write off on its books the
investment of $692,000. There is some question as to when
the contract expires. The company claims that it expires
in 1907, but in spite of all the clamor about its having ob-
tained the contract on unduly favorable terms, the company
has been threatened with mandamus proceedings if it does
not continue the collection of refuse until November, 1908.
Results of the improvement policy were not apparent at
first, and the new administration came in for quite as much
condemnation as the old, but the attitude of the public has
been gradually changing. The innumerable civic organiza-
tions in Brooklyn no longer hold frequent meetings to de-
nounce the company; only occasionally is an attempt made
to make political capital out of it ; the newspapers are ready
and willing to give praise where praise is due. From a
financial and operating standpoint the results of the improve-
ments have been even more clearly marked. For the year
ended June 30, 1902, the gross earnings were $12,510,622, net
earnings $4,301,225, and net income after fixed charges $103,-
321. For the year ended June 30, 1906, gross earnings were
J18.473.328, net earnings $8,031,951, and net income $2,742,952.
With an increase of 4S per cent in gross earnings, net earn-
ings increased 86 per cent and net income 2,450 per cent.
The 1902 surplus, after deducting $84,428 for improvements,
was only $18.S93. In 1906, after deducting $1,652,113 for bet-
terments and special appropriations, the surplus was $2,075,-
563. The operating ratio in 1902 was 65.5 per cent, and in
1906 had been reduced to 56.5 per cent.
The value of these improvements to the company is per-
haps more strikingly illustrated in other ways, less important
in the aggregate, but more vital as really typifying the
changes which have been wrought. Five years ago the insur-
ance rate on the property of the Brooklyn Rapid Transit Com-
pany, including shops, stations, car barns, power houses and
rolling stock, averaged $1.65 per $1,000. Today it is $0.85,
and this in spite of the fact that three years ago an arbitrary
advance of 20 per cent was made in the basis rate on all
Brooklyn risks. The saving in yearly premiums, large as it
is, is nowhere nearly so important as the reduction in the
risk of destruction by fire of some important element of the
transportation machine, which it. indicates.
In the year ended June 30, 1901, 8.28 per cent of the gross
earnings was paid out in settlement of such claims. This
percentage has been steadily lowered until for the year ended
June 30. 1906, it was 3.71 per cent; this notwithstanding the
big increase in number of passengers carried. In 1906 the
damages paid were over $300,000 less than in 1901, and less
than in any year in the history of the Brooklyn Rapid Transit
Company since it took over the lines which it now operates. —
The Railroad Gazette.
May 18, 1907
ELECTRIC RAILWAY REVIEW
65]
BOOK TABLE.
Roadmasters and Maintenance of Way Association of America. —
Proceedings of the Twenty-fourth Annual Convention. Pub-
lished by the association. Walter E. Emory. Chicago & North-
western Railway, Chicago, 111., secretary. Paper, 136 pages,
5ai by S% inches.
This volume comprises the verbatim report of the annual
convention held at Chicago on November 13-15, 1906.
American Street and Interurban Railway Claim Agents' Asso-
ciation.— Proceedings of the third annual convention. Pub-
lished by the association, B. B. Davis, secretary, Columbus, O.
Paper, -53 pages, 6 by 9 inches.
This book contains a complete report of the proceedings
of the convention held at Columbus. O., on October 15, 16
and 17. 1906.
American Society for Testing Materials. Proceedings of the ninth
annual meeting. Published by the society. Philadelphia, 1906.
Cloth, 712 pages, 6 by 9 inches.
This volume contains the report of the annual meeting
of the society, which was held at Atlantic City on June 21 to
23, 1906, and in addition to the committee reports and dis-
cussions there are included in this volume memoirs of a num-
ber of deceased American investigators who have contributed
largely to the advance of the testing of materials. These
memoirs were prepared by Gautano Lanza.
Locomotives: Simple, Compound and Electric. By H. C. Reagan,
New York, 1907. John Wiley & Sons. Cloth, 494 pages, 5% by
S inches. Price, $3.50.
The fifth edition of this popular treatise on locomotives
is revised, enlarged and brought up to date, by including an
account of the recent developments of the compound locomo-
tive, the electric locomotive and the motor car. The number
of pages is increased from 617 to 946. The book is almost
entirely descriptive and has little to do with principles or
design. It is dedicated to locomotive engineers and firemen
and should prove to be a satisfactory volume for their enter-
tainment and instruction.
The Peabody Atlas of Coal Mines and Coal Railways. By A.
Bement. C. E. Published by the Peabody Coal Company.
Chicago. 1906. Cloth, 149 pp., 16sixlS in. Price, $5.00.
This publication contains colored maps showing the loca-
tion of the coal fields of Illinois, Indiana, Ohio, Michigan,
western Kentucky, Iowa and Missouri. The text gives much
technical information in regard to coal, including a brief de-
scription of the geology of each coal field; names and num-
ber of the various coal seams, with their relative impor-
tance, and chemical analyses, showing the relative composi-
tion of fuel from the different states. Information is given
in regard to the economical use of coal, with hints as to the
manipulation and management of fires so as to render the
combustion of bituminous coal smokeless, and there are
various illustrations of the latest types of smokeless boiler
furnaces.
Hamlin's Index-Digest of the Interstate Commerce Acts. — By
Charles S. Hamlin. Boston, 1907. Little, Brown & Co. Buck-
ram. 480 pages, 6Vi by 9% inches. Price, $3.50 net.
Mr. Hamlin, who is corporation counsel of the Boston
chamber of commerce, and a member of the law committee of
the National Board of Trade, has given to the public in this
book a work of much importance. The volume contains the
text of the important laws of the United States relating to
railways, shippers, etc., as officially printed by the interstate
commerce commission, including the original interstate com-
merce act, approved on February 4, 1887, and amendments;
the Hepburn act, approved on June 29, 1906; the acts In
relation to testimony before the commission ; the acts con-
cerning the Immunity Of witnesses; the act to expedite hear-
ings; the so-called Elkins act; the act approved on August 7,
1888, as to government-aided railroad and telegraph lines; the
safety appliance laws; the resolutions providing for the
investigation of block signal systems and of railway discrimi-
nations and alleged monopolies of the coal and oil businesses;
the act approved on June 1, 1898, providing for arbitration
between carriers and their employes; the Sherman anti-trust
act; the unrepealed provisions of the Wilson tariff act, relat-
ing to trusts in import trade, and the act approved on June 3,
1906, relating to the liability of railways to their employes.
To these are added an index of the principal words and
phrases used in these laws, a concise digest of the laws and
citations of all uses of the same words and phrases in the
different acts. Changes in the earlier laws are indicated on
the margin of the text. The work will be of special value to
lawyers, shippers, railway officials and students of railway
subjects.
Boiler-Waters — Scale, Corrosion, Foaming. By William Wallace
Christy. New York, 1906, D. Van Nostrand Company, 23 Mur-
ray street. Cloth, 235 pages. 6 by 9 inches. Price, $3.00.
This is a good general treatise on boiler waters, although
the portion relating to water softening occupies only one
chapter of 40 pages. The book contains little that is new or
original, but is a good collection of recent articles from techni-
cal papers, contains a great deal relating to quality and purifi-
cation of feed waters for locomotives and is probably one of
the best books of the kind for the use of the railway master
mechanic. The practice of publishing an almost complete
catalogue of scientific books at the end of a volume of this
kind is a reprehensible one and should be avoided by pub-
lishers who have any regard for space in office libraries.
Encyclopedia of Engineering. Treatise on boilers, steam engines,
locomotives, electricity, automobile motors, refrigeration, etc.
Published by Calvin F. Swingle with the co-operation of me-
chanical and electrical engineers. New York and Chicago, 1907.
Cree Publishing Company. Seven volumes, clotb, 3,500 pages,
5M> by 8% inches. Price, $24.
This Encyclopedia consists of seven large volumes each
2Yz inches thick. It has been compiled from the papers of
the International School of Engineering and is intended to
furnish practical instruction for those who are not in posi-
tion to take up the correspondence course or to attend a
school of engineering. A number of practical examples are
given in each volume, which help to bring out the funda-
mental principles involved and also to fix the essential points
in the reader's mind. This Encyclopedia will he of special
benefit to those who are not in a position to obtain a regu-
lar technical education at a school or university.
The Engineering Index, Volume IV — Five Years, 1901-1905. Edited
by Henry Harrison Suplee and J. H. Cuntz in co-operation
with Charles Buxton Going. New York. 1906, The Engineer-
ing Magazine. Cloth, 1,234 pages, 6>4 by 9Vi inches. Price,
$7.50.
The fourth volume of The Engineering Index is a continu-
ation of the work originally begun by the late Professor
J. B. Johnson in the Journal of the Association of Engineering
Societies in 1884 and turned over by that association to The
Engineering Magazine at the close of 1895. The previous
volumes published respectively in 1892, 1896 and 1901 cover
very thoroughly the field of technical periodical literature,
and in the present volume care has been taken to maintain
and advance the high standard already adopted. The classifi-
cation used is the same as that introduced in Volume III.
It includes all branches of engineering and contains
more than 50.000 entries as compared with 40,000 in
the previous volume. The list of periodicals indexed in-
cludes 250 technical engineering journals in six different lan-
guages, about one-fourth of these being in languages other
than English. In every case a brief extract is given showing
the scope and purpose of the article sufficient for the investi-
gation without further reference. It can be used as a con-
venient guide to the vast mass of information buried in the
files of engineering publications in reference libraries, and
the index thus becomes the master key by which this In-
formation is made available. The volume is especially valu-
able at the present time as it can be used by the engineer
in the new Engineering building in New York City, where
the invaluable technical libraries of the mining, mechanical
and electrical engineers' societies are now collected. Catch
652
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 20.
words and cross references as here used are probably the re-
sult of a long experience, but in glancing over the volume it
would seem that there is a too frequent use of large capitals
in the text for cross references which tend rather to confuse
than to assist in the rapid use of the book. This is simply
a suggestion and it may be there is good reason for the
practice indicated.
Handbook of Timber Preservation. By Samuel W. Rowe. Chicago.
1906. Pettibone, Sawtell & Co. Leather. 202 pages. 3% by
6 inches.
The handbook on "Timber Preservation," by Mr. Rowe,
was first issued in 1900, and the increased demand for in-
formation on the practical side of this subject has justified
another edition, which has been revised and somewhat ex-
tended in its scope. The primary purpose of the book is to
furnish information as to the practical workings of timber
preserving plants, so as to enable the operator to fully un-
derstand the philosophy and principles involved and to serve
as a guide during the construction of the works and their
operation. In a general way the book is an epitome of the
experience and observation of the author and gives the re-
sults of much labor and study. It contains an account of the
various methods of treating timber and the results obtained
and is quite fully illustrated with drawings of the apparatus
used in timber treating plants, much of it in detail. This
hand book will be found of great convenience and much in-
terest to all those connected with the operation of timber
treating plants, and it will also be found a convenient refer-
ence book by the railroad superintendent and other officers
who have charge of such plants.
Graphical Handbook for Reinforced Concrete Design. By John
Hawkesworth. New York, 1906, D. Van Nostrand. Cloth, 64
pages, 8% by 11 Inches. Price, $2.50.
This book is intended for the use of architects and engi-
neers whose work in reinforced concrete design does not
warrant the steady employment of a concrete engineer. The
use of such a graphical handbook should render it unnecessary
to call in expert assistance to solve most of the problems
ordinarily presented in the design of reinforced concrete struc-
tures. The book contains a series of plates, showing graphic-
ally by means of plotted curves the required design for slabs,
beams and columns, under various conditions of external load-
ing, together with practical examples explaining the methods
of using each plate. The design of most of the common forms
of concrete construction may be ascertained directly from
these plates, without performing any of the computations
ordinarily required. While an inspection of the plates is all
that is needed to select the design for the given conditions,
nothing is sacrificed in the way of flexibility by the graphical
method, but a wide range of choice is afforded to the relative
proportions of steel and concrete to be used. The plates are
drawn to a large scale and have plain figures, so that they
can be easily read for comparatively small values, and al-
though the page is large, where necessary the plates occupy
a full double sheet. They are printed on heavy paper. The
unit stresses described by the building code of New York
city have been adopted throughout as a standard, and the
methods are those sanctioned by the best practice at the
present time.
Combustion and Smokeless Furnaces. By Joseph W. Hays. New
York. 1906, Hill Publishing, Company. Cloth, 104 pages, 5Vi
by 9% inches; price, $1.50.
This volume has special reference to the smoke nuisance,
and as such it is a welcome addition to the literature of com-
bustion and smokeless furnaces. The subject is treated In a
popular manner and is intended largely for the owners of
boilers in cities and the engineers in charge of them, with a
view of giving them intelligent advice as to the best methods
of arranging boilers in order to prevent smoke and to com-
ply with the smoke ordinances of large cities. The author
has obtained much information from the standard authorities,
and it will be of use in presenting sound advice to the general
reader on a subject which is thoroughly understood only by
the skilled engineers. One of the most valuable parts of the
volume is that relating to steam jets, where it is shown that
this is the favorite method of attempting to prevent smoke
and 75 per cent of the patents issued in the last 17 years on
smoke consuming appliances have been founded on modifica-
tions of the steam jet. The author states that it is not pos-
sible to give any views favorable to the use of the steam jet
and quotes a number of authorities who are in agreement
with respect to its undesirability. The steam jet has proba-
bly done more than anything else to prevent the radical
changes in boiler settings which are necessary for the proper
suppression of smoke, and this explosion of the fallacy and
uselessness of the steam jet we regard as the most important
protest against its further use to be found in technical litera-
ture. In the conclusion the author points out some other un-
desirable features which are continually being presented un-
der the guise of smokeless furnaces and shows that by the
use of the most of them damage will result to the boiler and
no improvement made in the matter of smoke.
Concrete Factories. Compiled by Rob't W. Wesley. Published for
the Cement Age Company, by Bruce & Banning, No. 1 Madi-
son avenue. New York. Boards. 152 pages, 6% by. 10 inches.
Price, $1.00.
This contribution to the literature of cement comprises a.
series of papers descriptive of the use of cement and con-
crete is applied to construction at industdial plants. It
offers in condensed form what is believed to be the most
complete review of the principles underlying reinforced con-
crete construction. The method of the treatment was in-
tended to present the matter in such form that it would be
understood by the layman as well as the engineer. The book
contains the report of the United States advisory board on
"Fuels and Structural Materials," the report of the sub-com-
mittee on "Tests," the only translation of the French rules
on reinforced concrete, which have just been issued by the
ministry of public works in France, and a number of pro-
fusely illustrated articles showing the methods of rein-
forced concrete construction including all the well known
reinforcing systems. "Reinforced Concrete Construction," a
chapter by Walter Mueller, is a concise description of the
many concrete reinforcing systems now in the market, and
"Concrete in Factory Construction," by E. A. Trego, re-
views the work that has been done with concrete in the con-
struction of industrial plants during the past few years. This
book also contains "A Surface Finish for Concrete." by
Henry H. Quimby, and a symposium of articles on the use
of- concrete in constructional work by eminent authorities on
this subject.
Street Railroad Accident Law. By Andrew J. Nellis. Albany,
N. Y., 1904. Matthew Bender. 850 pp., 6 by 9 inches. Price,
law sheep, $6.00.
In this publication the author has given a complete
treatise on the principles and rules of law by the courts of
the states and territories of the United States and Canada in
determining the liability of street railroads for Injuries to
the person and property by accidents to passengers, employe*
and travelers on the public streets and highways, and on the
pleading and practice in the various jurisdictions in street
railroad accident litigation.
Street railway law itself has been recognized as a sub-
ject for separate text-book treatment but a comparatively short
time. That a single branch of it. namely, street railroad acci-
dent law, should now be so treated indicates the sudden pro-
digious development of the latter through the enormous
amount of litigation relative to it, and it is to be borne in
mind that the cases which reach the courts of last resort are
but a small fraction of those occurring, for it is the boast of
the claim departments that they settle out of court most of
the accident cases arising; yet 102 pages are here required
for the table of cases alone.
The author does not venture far into the domain of
May 18, L907 ELECTRIC RAILWAY REVIEW 653
theory, but confines himself almost altogether to succinctly THE CLEVELAND SITUATION.
stating and orderly arranging the principles he has found laid
down in the cases cited. Comparatively little space specific- The principal interest in the Cleveland controversj aur-
ally is given to matters purely electrical or designated as in« 'll" Pas1 week ha* centered in the suit of Edward L. Isom.
being peculiar to electric railways, but the rules developed a l11'"!"'.'./ holder, backed by the Cleveland Electric Railway,
are for the most part as applicable to electric railways as If to elljoin ,ne Low Fare Railway from proceeding with con-
rhat term had been used instead of "street railroads," with ^ruction work on the Central-Quincy route, which is being
which, in most cases, it may be said to be practically inter- heard befure JudSe PnilliDS of the common pleas court. The
changeable matters at issue are the legality of property owners' consents
The book is clearly written and thoroughly practical and lo the low-fare lines' later revoked b* agreements with the
unquestionably is one 'that will urove valuable to street rail- <'lp"'la»d E1ectric the legality of the revocations and the
... ,., ... . validity of the unrevoked consents as applying to the par-
wav attorneys and claim agents alike, while many points of . ■ . , ' p J 6 yaL
.. _ . , . .. - , , , . t ., ticular construction contemplated by the Low Fare Railway,
value to the financial and other departments of a street rail- __ . . , ...
... The original consents were obtained by the Forest Citv corn-
way are discussed m its pages. . ,. . . . .. _, ,._,_...
pany, under an ordinance which the Cleveland Electric attor-
SELECTING AND LOCATING TROLLEY FROGS. nevs declare giants only the right to construct an extension
of an existing line. The greater part of last week was taken
In the selection of trolley frogs proper importance is sel- up by the attorneys of both sides in the effort to agree on a
dom given to the divergence angles. It is not generally recog- statement of facts, and the real hearing began on Friday
nized that divergence angles and other details, when particu- morning. May 10. It was continued on Monday and Tuesday
larly suited to the operating conditions, will not only increase of this week and no decision is expected before the end of
the reliability of overhead construction but will add greatly next week.
to its life. For this reason the General Electric Company has President W. B. Colver of the Low Fare Railway has
issued a pamphlet which contains instructions for the proper begun negotiations with the Cleveland Electric Railway for
choice of trolley frogs. the use of the latter's tracks, power, etc., in the streets in
For ordinary city service, with turnout radii not exceed- which the former holds franchises, as provided in the ordi-
ing about 50 feet, the 20-degree frogs are suitable, but with nances. As the Cleveland Electric has practically removed
the longer radii introduced by suburban and interurban work its property in Central avenue and Quincy street, the only
smaller divergence angles are necessary. The introduction of street by the Cleveland Electric Railway, and to operate cars
higher speeds has necessitated the use of longer pans to East Fifty-fifth street. President H. E. Andrews of the Cleve-
overcome the inertia of the trolley wheel in passing between land Electric Railway left for the east on Saturday afternoon.
the inner ends of tongues. promising to give the Low Fare company an answer on his
The following table gives the range of distance from track return,
switch point to track frog with which each set of trolley At the meeting of the council on Monday night, May 13,
frogs may be most satisfactorily used: the Low Fare Ra»way presented a communication in which
b Frog Distai Divergence Angle of Trolley Frog. il offered to restore immediately at its own cost all tracks.
t'p to 22 feet 20 degrees poles and wires removed from Central avenue and Quincv
From 20 to 30 feet 15 degrees . "*
Above 2S feet s degrees street by the Cleveland Electric Railway, and to operate cars
» The minimum frog distance given in the table with which on those lines, paying to the city the balance after deduct-
the l.">-degree frogs may be used to best advantage corre- ing from gross receipts operating expenses and G per cent
on the investment. Or. the company offered to restore the
— tracks, etc., and to permit the use of the restored tracks by
~~~-^ the Cleveland Electric Railway free of charge, with no stipu-
^*S, ^^ lation as to rate of fare, until a final settlement shall be had
in the courts, and to accept transfers of the Cleveland Elec-
tric Railway whether that company accepts transfers from
the Low Fare company or not.
An ordinance granting a franchise to the Cleveland
Electric Railway for the Central-Quincy route was introduced.
The Cleveland Electric Railway has begun a campaign
Diagram to Assist In Locating Trolley Frogs. „ , , - ., „ - .. , . _
for popular approval of its offer of seven tickets for a quarter
sponds to a turnout radius of 40 feet, but when suburban cars in return for a franchise, by circulating throughout the city
using high-speed trolley wheels run over city tracks it is ad- an endless chain letter signed by President Andrews. The
visable to use 15-degree rather than 20-degree frogs throughout letter requests the recipient to write or call upon the council-
the city construction, even where the minimum frog distance man from nis ward and tne editor o£ his newspaper, urging
is less than 20 feet. The 20-degree frogs are especially de- au immediate acceptance of the company's proposition, and
signed for use with No. 0 and 00 wire, but will admit the use also to write to ten of his friends and acquaintances, asking
Of No. 000 round or grooved wire. tnem ,0 do "kewise.
The 15-degree and 8-degree frogs are designed for wire TH£ LAFAYETTE & LOGANSPORT RAILWAY.
up to and including No. 0000 round or grooved.
The accompanying diagram shows an excellent method of In the article on the construction of the Lafayette &
properly placing the frogs on the line, and while certain Logansport railway in the Electric' Railway Review of May
variables, such as superelevation of the outer rail on the 4, 1907, page 588, it was stated that the Lafayette & Logans-
curve, length of wheel base and projection of trolley pole port. Traction Company was organized for the purpose of
rearward from center of car may necessitate slight variation constructing a road between Lafayette and Logansport. The
of setting, this location will be found so nearly correct that a general counsel of the company, Messrs. Barrett and Morris,
very small alteration, which must be determined by experi- desire to have it stated that the Lafayette & Logansport
ment, will compensate for the variable conditions. The dia- Traction Company is a corporation organized under the laws
gram may be used as follows: of the state of Indiana for the purpose of owning, construct-
From switch point A draw a line to center point, D, of ing, operating and maintaining an electric interurban railway
track frog distance, BO. From switch point It draw a line between the terminal cities of Lafayette and Logansport; the
to center point, E. of ar< \i:c. The Intersection of these two railwaj to be operated in conjunction with the Ft. Wayne &
lines at /' will be the proper location of the frog. Wabash \ alley company's line from Ft. Wayne to Logansport.
G54
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 20.
ELECTRICAL EQUIPMENT OF THE DETROIT RIVER
TUNNEL.
A tunnel is being built under the Detroit river for the
transference of both the freight and passenger trains of the
-Michigan Central Railroad. The tunnel will replace the
present ferry service between Detroit on the American shore
and Windsor on the Canadian side of the river. Two tracks
will be laid in separate iron tubes 65 feet beneath the surface
of the river. These iron tubes will rest on beds of concrete
and will be flanked by concrete walls. The electrified zone
will be 4.6 miles in length and will comprise with the yards
some 15 miles of single track.
Electric locomotives for operating through the tunnel
were decided upon because they would not only permit of
greater celerity in handling traffic but also afford a complete
solution of the ventilation problem. Six 100-ton direct-current
locomotives of the swivel truck type, with geared motors, will
comprise the initial equipment for hauling both freight and
passenger trains. Each locomotive will be capable of hauling
a 900-ton train up a 2 per cent grade at a speed of 10 miles
per hour. Four 280-horsepower motors will be mounted on
each locomotive, two motors being placed on each of the two
swivel trucks. The Sprague-General Electric multiple unit
control system will be furnished, enabling the locomotives
to be operated singly or in train. Current for operating the
motors will be taken from a third rail by means of contact
shoes. Automatic, high-speed air brakes will form a neces-
sary part of the equipment. The electrical equipment for the
locomotives as well as for the tunnel in general will be fur-
nished by the General Electric Company.
Current for operating the system will be purchased from
the Detroit Edison Company and will be delivered to a sub-
station at Detroit at a potential of 4,400 volts, and at a fre-
quency of 60 cycles. At the substation two 1,000-kilowatt
synchronous motor-generator sets will be installed for supply-
ing direct current to the third rail at 650 volts. A 15-kilowatt.
125-volt exciter for the synchronous motor will be mounted
on a shaft extension of each of the motor-generator sets.
A very complete electric lighting and electric pumping
equipment forms a part of the project. The yards and ap-
proaches to the tunnel will be lighted by arc lamps, while
the tunnel itself will be illuminated by incandescent lamps
arranged on duplicate circuits. Alternating current from the
main power supply, at a frequency of 60 cycles, will be used
on the lighting circuits. To insure an uninterrupted lighting
service the lighting circuits in the tunnels are so arranged
that half the lamps in both tunnels will burn if. by chance,
either of the lighting circuits in the tunnels should be broken.
A single 3-phase distributing circuit will run through each
tunnel and from these circuits suitable connections will be
made to step-down transformers. The secondaries of the step-
down transformers will be interconnected with duplicate cir-
cuits for half the lamps in each of the tunnels.
For keeping the tunnel dry five sumps will be provided,
each sump drained by induction motor centrifugal pumps
arranged in duplicate. The motors on the pumps will operate
directly at 4,400 volts and the controlling circuits with com-
pensators will be centralized in the substation. For indicat-
ing the amount of water in each sump, a float system will be
provided having both visible and audible indicating devices
in the substation.
At the substation a regulating storage battery will be
provided to carry the fluctuations of the load. If the main
power supply from the Detroit Edison mains should be inter-
rupted this storage battery will have suflficient capacity to
operate the entire system for half an hour. In such an emer-
gency the lighting and pumping alternating current equip-
ment will be energized by 60 cycle, alternating current from
a 50-kilowatt motor-generator set, the driving motor being
supplied with current from the storage battery. Flexible
switching arrangements will be installed to enable this inter-
change of power supply to be easily and quickly made.
NEW STYLE OF TRANSFER FOR MONTREAL.
The Montreal Street Railway Company has adopted a
new style of transfer, as shown in the accompanying illustra-
tion, which is
Montreal Street R'y
CONDITIONS
This Transfer is
Xor a Stob-Ovek,
and is Not Trans-
ferable, and only
pood if passenger
takes first car leav-
ing junction where
transfer is made.
Passengers must sco
that transfer bears
proper date and that
the Time and Direc-
tion" are correctly
punched, otherwise
it is void. In case
of dispute passen-
gers are requested
to pay fare and refer
to Superintendent.
w. a ross.
Man. Dix.
P.M
AMHERST
WED. I J
APR.
much less com-
plicated than the
old form and is
expected to sim-
plify consider-
ably the work of
the conductor as
well as to avoid
possible incon-
venience to pas-
s e n g e r s. The
transfer is
punched with
the direction
from which the
passenger start-
ed and with the
time at which
he is due at the
transfer point.
Passengers are
required to ask
for transfers at
the time of pay-
ing their fare
and to see that
they are prop-
erly punched.
New Transfer Used in Montreal — Obverse and The transfer
Reverse. (Original 138 by, 4 inches.) sljps are 1% fcy
4 inches in size and are printed in various colors on standard
transfer paper.
A] BCASER STARTED Q
HI FROM 9
1
IO
20 SO
40
50
2
10
2O30
40
50
3
IO
20
30
40
50
4
IO
20
30
40
50
5
10
20
30
40
60
6l
IO
20
30 40
50
7
IO
20
30
40
50
8
IO
20
30
40
50
9^
IO
2O30
40
50
10
IO
20
30
40
50
II
IO
20
30
40
50
<i
IO
20
30 40
50
C « P0BTEUR \AI
B WENT DE WW
9802
CONSTRUCTION OF THE MILWAUKEE NORTHERN
RAILWAY.
Such excellent progress has been made during the fall
and winter months on the construction work of the Milwaukee
Xorthern Railway, which will open up communication between
the eastern Wisconsin towns of Sheboygan. Port Washington,
Fond du lac. West Bend and numerous others in this populous
district and Milwaukee, that it will probably be ready for
operation on at least one division by early summer.
Except for short distances in the centers of some of the
larger towns, the Milwaukee Xorthern roadbed is located on
its own right of way, and in almost a straight line. The
entire absence of grade crossings is a feature which will
permit of a high speed schedule. Where the road crosses
twice both the Xorth western and St. Paul tracks, subways of
steel bridging and masonry abutments or viaducts are used.
At Grafton the line passes over a steel viaduct 765 feet long
over the St. Paul tracks and again over a viaduct of similar
construction 454 feet long at Mequon.
The complete power equipment was purchased from and
built by the Allis-Chalmers Company of Milwaukee. Three-
phase alternating current will be generated at 405 volts by
three direct-connected alternators, each of 1,000 kilowatts
normal capacity, driven at 107 revolutions per minute by
Allis-Chalmers twin tandem gas engines, each with a rated
capacity of 1,500 horsepower. It is stated that this equipment
when in operation will enjoy the distinction of being the
largest installation in America of gas engine driven electric
generating" units used exclusively for traction purposes.
The main power house is located at Port Washington, and
eight sites for substations have been provided.
W. A. Comstock, Alpena, Mich., is president of the com-
pany, and F. W. Walker of Port Washington is vice-president
and chief engineer.
May 18, 1907.
ELECTRIC RAILWAY REVIEW
65S
PIPING AND POWER STATION SYSTEMS— XL.
BY W. L. MORRIS. U. E.
A svstem for condensing the exhaust steam by means of
atmospheric air is shown in Figure 279 (KM). The exhaust
pipe is shown in the center of the air flue, the object being
to increase the temperature of the air to create a draught. The
air would, however, be drawn through the flue by the flow
of steam through the ejector flights. The upper section is
shown as a water and air
Hot fli'r
Figure 279 (KI-1).
separator.
In the arrangement of a
condenser of this character,
it must be noted that the
exhaust travels at a high
velocity, possibly 5,000 feet
per minute, and the air at
1,000 per minute, which is
quite rapid, about that ob-
tainable by a high stack. To
what extent the air would
be accelerated by the ex-
haust ejector is quite prob-
lematical and to secure the
greatest difference in weight
of air in the chimney, and
that without, it may be ad-
visable to place the con-
denser at the base of the
chimney, causing the entire
column of air to be at the
highest possible tempera-
ture. If the capacity of the
chimney is less than the ex-
haust blower or ejector,
then the increased length of
stack would simply offer re-
sistance to the flow of air,
as is the case of a high
smokestack placed over the
fan of an induced draught
plant. It is quite probable
that the air chimney would
have to be fully twenty
times the area of the ex-
haust, or about four and
one-half times the diameter
of the exhaust pipe. The
air can be supplied from a
blower, but it is very doubt
mitted to the boiler. A saving of fuel and water in electrical
plants using city water can easily be obtained by using motor
driven auxiliaries instead of steam driven auxiliaries. The
greatest difficulty experienced with motors for this service
has been that only one speed was obtainable, but there are
now a large number of different types of variable speed motors
on the market, which have a wide range of speed with nearly
a constant efficiency. These motors are principally used to
drive machine tools, some of them having a range of 5 to 1,
that is, the speed is variable from full speed to one-fifth
the full speed.
Plants which have their own water supply and are within
reach of city waterworks should have a connection to the
city main of sufficient size to supply the boilers. Invariably
the city connection is so made that it is a source of loss to
the waterworks. The most common method is to connect
the city water to fire hydrants and install a meter at the point
where the city water enters the building, as shown in Figure
280 (Kl-2). The system as shown is primarily laid out for
-Suction
ful if the saving in water expense would justify or equal the
interest depreciation and operating cost of such an arrange-
ment. A plant equipped with an exhaust condenser would
not require an exhaust heater, as it is possible to feed
the cold make-up water into the exhaust condensing chamber,
thereby aiding the process of condensation and heating the
water. To use more water for the purpose of condensing
would be just so much water wasted, as there would be no
use for it and it would therefore be discharged into the sewer.
The amount of water added to take the place of that lost in
the form of vapor would be close to 10 per cent of that fed
into the boilers. To prevent an exc'ess of air passing through
the chimney, shown in Figure 279, it is possible to provide a
thermostat in the return drip pipe, which could operate a
damper or series of dampers, controlling the quantity of air
passing through the chimney. This would be necessary to
maintain the condensation at a high temperature for boiler
feeding.
One objection to such a condenser is the increase of
difficulties arising from cylinder oil, as all the oil is returned
to the boiler feeding system, but it has the advantage of
materially decreasing the amount of scale-forming salts ad-
/ 1-^ nerer-
=GL
Hudrant?
City Water
=o
Figure 280 (Kl-2).
station convenience and reliability. The fire hydrants are
taken from a fire system located on the outside of the build-
ing, fitted with a valve a. which admits the city water to it.
There is no meter placed between the city mains and the
hydrants, partly on account of the liability of the meter be-
coming damaged under severe working speeds and thus shut-
ting off the flow of water. As the hydrants are a protection
against fire the city is expected to furnish water for this
service. The valves b and c close all connections into
the building to prevent loss of pressure in case of fire and
damage to the inside piping. In regular operation it is as-
sumed that the valve a is closed, b open, c open, d closed
and h and t open. This places the outside fire lines
and inside boiler and miscellaneous service line g on the
station water system and its fire pump shown in the illus-
tration, the only city water being that taken for drinking
purposes and wash basins through the valve f. The assump-
tion is that the city water would be used for fire service only,
in case the fire pump is thrown out of service, or. if the water
supply of the power plant fails, city water could be run into
the lines through the valve d. The plan looks honest, and
if used as stated it would be. The chief engineer of the
plant knows how much water has been used, and if at any
it becomes necessary to stop the fire pump and use city
ter, the assistant is liable to be reprimanded and conse-
quently to obviate this he would open valve a and cut off
the pump at h, thus allowing the city water to flow around
through the fire mains back to the general main to supply
the boilers without registering on the meter. From the oper-
ator's standpoint there can be no objection to this plan except
that it makes possible the presentation of an excessive water
hill in case the waterworks inspector should find the valve
a open. If the station operator is perfectly honest and
656
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 20.
does not want to place a means of obtaining city water with-
out passing through the meter in the hands of his employes,
he can employ the following system: The valve a should
be sealed to prevent its being moved without breaking the
seal. The valve b should be open and valve d closed
under ordinary conditions. The check valve i prevents sta-
tion pressure from backing into the city lines. In this case
it would be necessary to make arrangements with the water-
works regarding the valve a, some predetermined damage
being agreed upon which can be collected in case the valve
a is found open at any other time than immediately after
a fire, the seal being the property of the waterworks. The
valves a, b and c should be located sufficiently distant
from the building to permit operating them in case of a fire,
and if against a wall they should be a considerable distance
from windows or door openings to permit access to them. An
excellent arrangement for placing valves a and b would
be to have a hose at the Are department house about 50 feet
from the building with the valve posts inside, or along the
side of the building. Fire service is seldom or never needed
and to familiarize the employes with its location and operation
it is generally a good plan to have the parts of the fire system
exposed so that they are constantly in sight of the employes.
Ordinarily but one meter is placed in a station, one that
is large enough for the ultimate emergency requirement, as
shown in Figure 2S0. If the city waterworks is satisfied with
this arrangement it should be satisfactory to the station
operator. The small line f is oftentimes but % or % inch
piping and the meter a 3 or a 4 inch, with nothing flowing
through it except the water passing through the small line.
The leakage past a large meter is sufficient to supply all or a
large part of that used from the small line, and to get the
correct reading a smaller meter should be installed for ordi-
nary use and the large one for emergency service.
(To be continued.)
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
l.Y 3. I. K08ENBERGER, LL. H.. OF THE CHICAGO BAR,
PROJECTED ELECTRIC LINE FROM MILAN TO GENOA.
United States Consul J. E. Dunning reports that an elec-
tric railroad 85 miles in length and to cost $47,000,000 is to
be built between Genoa and Milan, Italy.
The electrical current will be generated by water power
by three engines of 24,000 horsepower. To complete the line
19 tunnels will have to be built, the most important being
12 miles long, which will require six years in its construction.
The cost of the road will be about $500,000 per mile, accord-
ing to the estimate. The line will have a double track, the
trains being hauled by electric locomotives. The latter will
be combined with baggage cars, with two sets of trucks, hav-
ing four motor axles, each axle of 300 horsepower, and will
weigh 45 tons. With this force of 1,200 horsepower per loco-
motive they will be able to operate at a speed of about 54
miles an hour for parts of the line having a grade of 8 feet
per thousand and at a speed of 80 miles an hour on the
level. The trains will be run in three cars, each car carry-
ing 50 persons — the whole train weighing 160 tons. These
figures are for the express and local trains. The plan is to
have them running from 4 o'clock in the morning till mid-
night. The express trains will run every two hours. The
locals will run much oftener, and will collect passengers from
the smaller towns and take them to the express station
farther along the line, where passengers can transfer. All
locals will, after leaving Milan, take all passengers collected
from the smaller stations to the station of Tortona — the only
express station — as well as those locals starting from Genoa.
The express trains will take passengers from Milan to Genoa,
or vice versa, in one and one-half hours, while the locals will
require two and one-half hours. In this way there will be
20 trains per day, carrying an average of 6,000 persons.
The 70 to 100 freight trains to run each 24 hours will
have combination locomotive and baggage cars of the same
size and power as those of the passenger trains, and will pull
30 freight cars, each car weighing 22 tons, which includes 12
tons of goods on each car, so that the train will pull in all
700 tons. These trains will run at the speed of 20 miles an
hour on the inclines, and about 35 miles an hour on the level.
To prevent accidents, there will be no grade crossings
along the line, and 372 bridges must be built. The principal
tunnel will be perforated from both ends at once, and at the
same time in eight places along the lines, boring holes from
above. In all, this tunnel will be constructed from 10 borings
at the same time. By the time this tunnel is ready the
whole line will be finished.
Motorman Must Know Whether Headlight is Burning.
It was urged in Indianapolis Street Railway Company v.
Taylor, 80 Northeastern Reporter, 436, the appellate court of
Indiana says, that there was no evidence to show that the
motorman knew that his headlight was not burning. But the
evidence was that he stood in the front vestibule of the car,
where he could see in front of the car, and it followed from
natural laws that, if there was no headlight on his car, he
knew it.
Need Not Change $10 Bills — Rule Upheld.
A man and his wife boarded a car, and, upon being
approached by the conductor of the car for fare, tendered to
him a $10 bill, all the money the man had, for change and
payment of their fare, which was five cents each. The con-
ductor declined to accept the bill, upon the ground that he
was unable to make the change, and required the two to
leave the car; no other offer of payment being made. This
action of the conductor was charged to have been unlawful,
oppressive, and in violation of the right of the parties to be
transported by the company upon its car to their destination.
The company, in defense, relied upon a rule, theretofore made
by it, requiring all conductors of cars to he provided with
currency or fractional coins, or both, to the amount of $5.00,
and to change bills or coins of that denomination or less
when tendered in payment of car fare, and, upon failure of
passengers to tender bills or coins of that sum or less, to put
them off the car. There was no publication of this rule, nor
did it appear that these parties had actual notice of it.
The supreme court of Tennessee holds, Knoxville Trac-
tion Company v. Wilkerson, 99 Southwestern Reporter, 992,
that the rule of the company invoked in this case was rea-
sonable, one which it had a right to enforce, and that its
conductor had the right to refuse to change the bill tendered
him by the parties, and. upon his failure to otherwise pay the
fare, to require them to leave the car. It also holds that it
was immaterial that this rule was unknown to the parties
It was so reasonable in its terms and so necessary to the
convenience of the company in the collection of fares that
the public was charged with notice of it. Where the fare to
be paid, as in this case, is so small, and the number of
passengers so numerous, any one proposing to take passage
upon one of the cars of the company is bound to know the
necessity. of providing himself with change reasonably near
the amount of fare to be paid, and of the inconvenience and
probable impossibility of the conductor furnishing change in
large amounts.
The court does not think the company has the right to
require the exact fare charged to be tendered, but it certainly
may fix a limit upon the amount of change it will undertake
to furnish its patrons.
Lack of Cars and Shortening Run on Public Occasions.
Where a franchise is sought and granted to operate a
street railway, upon the condition that enough cars will be
run to serve the public convenience, the court of appeals of
Kentucky says, Frankfort & Versailles Traction Company v.
Marshall, 98 Southwestern Reporter, 1035, an action brought
by the latter party, that it may be doubted whether the
grantee of the franchise can excuse its failure to comply with
the condition upon the fact that it had not supplied itself
with cars enough to meet the requirements of travel on public
and festival occasions. The court is not prepared to say that
they are not usual, customary, and reasonably to be expected,
although at irregular intervals, though it does not mean to
decide the question here, because unnecessary to do so.
In this case the traction company — which owned only
four trolley cars and one trailer, and the regular schedule of
May IS. 1907.
ELECTRIC RAILWAY REVIEW
fir. 7
which was to run all of them, except the trailer, through the
city of Frankfort, across the bridge, and through South Frank-
fort, as that part of the city south of the Kentucky river is
called, and back again to the points of starting — on the occa-
sion of a circus outside the city limits changed its schedule
temporarily, because of the extraordinary demand made upon
it by the great crowd at the circus grounds, and ran only one
car to South Frankfort, stopping all the others after they
had got well into the city, where there were pavements and
street lights, where the passengers were disembarked, and
the cars returned to the circus grounds for another load.
The plaintiff, with his wife and brother-in-law were at the
circus, and took passage on one of the cars, intending to go
to their home in South Frankfort, which was on or near the
company's line. The fares were paid. When the car reached
the corner in North Frankfort where the company had been
discharging its passengers, it was announced that all passen-
gers should get off, as that car was going back to the circus
grounds. It was then near 11 o'clock at night. The con-
ductor in charge of the car told the plaintiff to get off, and
declined to carry him and his party farther, informing him
that he would have to walk home, or to wait for another
car and pay his fare again. Thereupon the plaintiff refused
to get off the car, when the conductor seized him, and jerked
him from the car.
The court, in affirming a judgment for the plaintiff, says
that, if he was a passenger the carrier was bound to fulfill its
contract with him by carrying him to his destination, either
upon that or some other car, and its failure and refusal to
transfer him to another car, entitled him to complete his
journey upon that one. That the carrier wanted to use the
car in going back after other people, who had not yet become
passengers was no excuse for not complying with its con-
tract obligations to its passengers.
holders, participated in both the enterprise and interpretation
of the contract. Having thus induced the contractor to incur
the expense incident to the construction of the building in
accordance with the contract which he was also thus caused
id make, it was bound to him therefor.
Company Liable as Partner in Amusement Enterprise.
A street railway company entered into a contract with
parties who had leased a tract of land, reciting that it was
the intention of said lessees to conduct upon said ground
various amusements, in the conduct of which business it was
presumed that certain benefits would accrue to the street
railway, that, in order to procure funds for the establishment
and conduct of said business, it was necessary that aid and
assistance be extended said lessees by said company, and
that it was agreed, among other things, that said amusements
should be carried on under the name of "Electric Park," that
when patrons walked to the park and paid 10 cents admission,
said amount should accrue wholly to said lessees, but when
patrons rode to the park and paid 15 cents for transportation
and admission, T cents per passenger should go to said lessees
and 8 cents to the company.
This contract was read by the contractor who con-
structed the park, under a contract with one of said lessees,
and who thereafter sought to hold the company liable there-
for as a partner. The appellate court of Indiana holds,
Breinig v. Sparrow, 80 Northeastern Reporter, 37, that, under
all of the circumstances of the case, it was so liable.
The court says that it holds without hesitation that one
who causes a contract to be so prepared as that a person
of ordinary understanding reading it is thereby induced to
believe that a partnership exists, and whose conduct, extrinsic
to the writing, accords with such conclusion, cannot subse-
quently, after a third party has parted with value upon the
strength of the belief thus induced, be permitted to deny
liability. The practical interpretation placed upon this con-
tract by its officers justified the contractor in relying upon it
as evidencing the responsibility of the railway compan;
During ii transaction its president was treated by
the corporation so as to indicate that such contract was sub-
ject to the Interpretation which he might place upon it. Its
board of directors, its officers, and the majority of its stock
Liability in Putting Child Off Car for Want of Fare.
A young woman put a small child six years of age, her
cousin, on an electric car. in charge of the conductor, one
cold January afternoon, telling the conductor to put the child
on a connecting car in another city. It seemed that the
young woman thought the child had a 5-cent piece, the amount
which would be due as her fare; but. in point of fact, she
did not have it.
On proceeding to the outskirts of the city in which this
took place, where houses were few and none was occupied
for the distance of a block or more, the conductor put the
child off the car and left her by the side of the track. He
said that after he started on he looked back and saw the
child following after the car, instead of going back in the
direction of where she was put aboard. He went on to a
passing point, not a very great distance, for cars going in
opposite directions, and there told the conductor of the car
going back that if he saw her he had better pick her up and
take her back. That car met her, and took her aboard. She
semed very cold and much frightened, and two woman pas-
sengers took her in charge.
The Kansas City court of appeals affirms a judgment
for damages, Harless v. Southwest Missouri Electric Railway
Company. It says that the instructions for the plaintiff per-
mitted a recovery for fright, mental suffering and anguish.
The defendant assailed the propriety of such instructions on
the ground that, where there is no bodily hurt, mental anguish
and fright are not elements of damage. That is the law in
cases of mere negligence. But in cases where the wrongful
act is acompanied by offensive, insulting and humiliating
conduct, or where the act itself is wilful and inhuman, such
elements enter into the damages which may be recovered.
The court holds that the conduct of the conductor must
be considered inhuman in the circumstances developed by the
evidence. It says that the first of these circumstances was
that the plaintiff was not a passenger, and therefore was not
entitled to consideration from the standpoint of a passenger.
But, being on the car wrongfully, and though, notwith-
standing her tender years, the court charged her with re-
sponsibility for that wrong, yet, on considerations which arise
outside the relations of carrier and passenger, she was en-
titled to humane treatment.
There are certain acts where circumstances must deter-
mine their character.
It would not have been inhuman, nor even improper to
have put off a person of mature years at the place where
the plaintiff was left ,who was aboard the car wrongfully; but
the plaintiff was not of an age to care for herself. She
was tender in body as well as mind, and consequently easily
made to suffer with cold, and to be distressed, confused and
terrorized. To a little girl of that age, an unfamiliar house,
even though no more than 300 or 400 feet away, was a long
distance off; and who is it, with capacity sufficient to be a
conductor, who should not have known that the strange place,
the cold wind and bleak day would frighten and perhaps
freeze so small a child? The court cannot, and does not,
suppose that he affirmatively wanted to injure the plaintiff;
but it must judge of the character of his act by the act itself,
and, so judged, it showed him to have been so wholly indif-
ferent to the result of his conduct as to characterize 11 as
wilful and malicious 'as those terms are known to the lav
The court therefore holds that, notwithstanding no bodily
harm was Inflicted in putting the plaintiff off of the car. yel
she was entitled to have her fright, menial suffering ami
anguish considered as elements of damage.
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 20.
News of the Week
Central Electric Railway Association.
A regular meeting of the Central Electric Railway Associa-
tion will be held at the Claypool hotel, Indianapolis, on Thursday.
May 23. Several papers will lie presented on the subject of
"Modern Train Dispatching." As this topic is an important one
it should induce the presence of a large attendance and an espe-
cially interesting discussion. At this meeting the Standardization
committee and the Express committee will report on these subjects
of much interest. H. A. Xicholl. president, and W. F. Milholland.
secretary-treasurer, announce the following programme for the
one day's session:
10:30 a. m. — Order of business
11:30 a. m. — "Modern Train 1 lis J. K. Gray,
trainmaster Western Ohio Railway. Lima. O. : M. C. Stern. General
Systems Company. Dayton. O.; J. B. Crawford, superintendent of
transportation. Ft. Wayne & Wabash Valley Traction Companv.
Ft. Wayne, Ind.
Demonstration. Chauncy P. Button, general manager Telegraph
Signal Company. Rochester, X. Y.
12:30 p. m. — Adjourn for lunch.
2:00 p. m. — "Issuing of Supplies— How to Prevent Leaks," by
S. R. Dunbar, purchasing agent Indiana Union Traction Company.
Anderson. Ind.
3:00 p. m. — Report of committee on "Standardization"; report
of committee on "Express Contra. ;ts
Henry Clews on Municipal Ownership.
Henry Clews, in an address on "Individualism versus Social-
ism." in the Columbia theater, Brooklyn, on May 12 said:
"Let us take a lesson from England in this respect, where
public ownership has been tried on a larger scale and under more
favorable conditions than elsewhere. In a few instances the run-
ning of street railways or city lighting plants has been success-
ful, but exceptions do not always prove the rule, and the conditions
under which these enterprises have been operated there must be
taken into consideration.
"Many of these enterprises in English cities have proved
unprofitable. The accounts have been juggled, and expenses that
should be charged against the plant were often transferred to city
a> counts. Not a few of the English cities have so run into debt
as to injure their credit and impair the sale of their securities.
Already the British taxpayer is beginning to complain about the
costliness of these municipal ownership schemes, and a decided
reaction against them is setting in. The London county council
has launched heavily into these ventures, many of which have
proved losing ventures, and some prominent experts have gone so
far as to predict that London will be bankrupt before long, unless
present tendencies are reversed. If municipal ownership has
failed under the highly favorable conditions which exist in England,
how 'an it succeed here?
"American railroads under private ownership perform the best
and cheapest service in the world."
Purchase of Supplies Authorized in Chicago.
The Chicago City Railway has been granted permission by the
board of supervising engineers t.> place contracts for Portland
cement to be used in the work of reconstructing the company's
lines. Options will be asked on 30,000 barrels of cement and at
least 20,000 barrels will be ordered. The Chicago City Railway
has also been authorized to purchase 2.400 new- car wheels. For
experimental purposes 400 of these wheels will be of solid steel
and the remaining 2.000 will be cast-iron spoke wheels. A small
quantity of new machinery to facilitate the handling of material
in the storage yards of the company will also be purchased.
The board of supervising engineers, in charge of traction re-
habilitation in Chicago, will have about 100 employes. Chairman
Arnold has been authorized to appoint and to fix the salaries of
all the employes except the six assistant engineers, who will have
charge of separate divisions of the work and will be chosen by
the board as a whole.
Track reconstruction by the Chicago City Railway Company
will be begun at once at three points in the city. The board of
supervising engineers decided that the reconstruction work should
be begun at Wallace street, on the Root street line: at Grand
sing, on the South Chicago avenue line, and at Indiana avenue
and Fifty-first street.
A petition for the rehearing of the Mueller case has been
filed with the supreme court of Illinois by the attorneys of the
city of Chicago. The petition alleges that the issue of certificates
would not constitute an indebtedness of the city, since the statute
states that "under no circumstances shall the certificates become
an obligation or liability of the city,"
In the supreme court of the United Stat.-s at Washington there
has been docketed a petition for a writ of certiorari to bring before
that tribunal the record of the case of the Xorth and the West
Chicago Street Railroad companies against the Chicago Union
Traction Company, in which the petitioners seek the setting aside
of the merger of the lines. The prayer was refused by the trial
court, and the United States circuit court of appeals.
It is stated that the plan of reorganization of the Union Trac-
tion company has been about completed. The time limit for
deposits of stock of the underlying companies has been extended
until May 22.
W. W. Gurley, general counsel for the Union Traction companv,
said that 98,000 of the total 120,000 shares of Union Traction pre-
ferred stock had been deposited with the Xew York committee.
Only S0.000 were necessary. Of the 200,000 shares of common,
139,000 had been deposited, or 5,666 more than required. It is
stated that with the stock which has been deposited and with the
additional stock which has been pledged the interests controlling
the underlying companies will have more than a majority when
the negotiations with the L'nlon Traction representatives are
opened.
The San Francisco Strike.
The strike of the conductors and motormen of the United
Railroads of San Francisco, which was declared on May 5, as
reported in the Electric Railway Review of May 11, 1907. page 612,
has continued throughout the past week without any immediate
prospects of a settlement. Xeither side shows any disposition to
recede from its position and the company has issued statements
that it would no longer recognize the union. The company has
imported several hundred non-union men. who are quartered in
the various car houses, where every preparation has been made
both for caring for the men and for protection from attack. On
May 11 the company operated cars for passenger traffic for the
first time since the opening of the strike. Twenty-five cars were
run on the Sutter and Eddy street lines late in the afternoon,
carrying about 1,000 passengers, and on the following day 30
cars were operated, carrying about 20,000 passengers. The cars
were protected by about 500 policemen and there was little disorder.
On Tuesday the protection of the police was somewhat relaxed
and there was considerable rioting throughout the day.
On Thursday of this week about 130 cars were operated
on eight lines of the system. Xo important developments have
taken place this week and the officers of the United Railroads
have expressed themselves as entirely satisfied with the present
situation.
The men are striking for a flat scale of $3.00 per day for eig
hours' work, in place of the present scale, which the company has
offered to continue for a year. . : >r the first,
second, third and following years of service.
Legislation Affecting Electric Railways.
Illinois. — The legislature has passed a bill requiring elevated
railroad companies to erect guard railings for the protection of
passengers along the edges of the station platforms, with gates
to correspond with the platform gates of the cars.
Massachusetts. — The house has passed a bill requiring fenders
on street cars. The legislature last year appropriated money for
an investigation of various fenders by the railroad eomnii--
which has been in progress since January IT, and the companies
have been directed to submit types of fenders for approval by
May 15.
New York. — The assembly on May 15 passed the Page-Merritt
public utilities bill, which has been advocated by Governor
Hughes. An abstract of the provisions of the bill was given
in the Electric Railway Review- of April 6, 1907. The bill con-
templates the abolition of the present state railroad commission
and the rapid transit commission of the city of New York and
the substitution therefor of two commissions, one for the city
alone and one for the state outside of the city, to have jurisdic-
tion over public utility corporations. — Assemblyman Hackett has
introduced a bill prohibiting electric railways from putting strike-
breakers on their cars.
Pennsylvania. — The senate on May 13 passed the Homsher
bill, giving to electric railway companies the right of eminent
domain. The bill now goes to the house for concurrence in the
senate amendments. One of these provides that companies, be-
fore taking property for proposed lines, must file two separate
bonds as surety for damages. — The senate on May 14 passed the
bill requiring electric railw-ay companies to file with the secre-
tary of state the consents of the cities or towns through which
a proposed line or extension is to run, at the time of application
for a charter. — The Dunsmore commission bill was finally passed
on May 15 and sent to the governor. The bill provides for the
appointment by the governor of a commission of three members
with complete power to investigate railroads, street railways and
other public utilities, in such matters as rates, management, dis-
tribution of cars, crossings of one railroad by another, bond
issues and facilities for transportation, but with no power to
enforce their recommendations. If its recommendations are not
carried out it may petition the secretary of internal affairs and
the attorney-general to proceed against the corporation. The com-
mission is empowered to examine the books of any railroad. — The
senate on May 15 passed the Kennedy bill fixing five cents as the
maximum street car fare within the limits of cities of the second
class.
Texas. — The senate has passed the "gross receipts" bill, which
imposes a tax of three-fourths of 1 per cent of the gross receipts
of street and interurban railways operating in or connecting
towns of over 20,000 population.
Rapid Transit Affairs in New York.
At the meeting of the rapid transit commission on May 9
Chief Engineer George S. Rice submitted a report recommending
the construction by the city of a part at least of the so-called
triborough subway route, in view of the fact that the Inter-
borough-Metropolitan Company has refused to bid for the new
subways. The report contained a full outline of the proposed
route, beginning at Pelham Bay park, running through West-
chester avenue. Southern boulevard and under the Harlem river,
thence down Third avenue and the Bowery, across the new Man-
hattan bridge and then proceeding through the Flatbush avenue
extension, Ashland place and Fourth avenue to Fortieth street.
South Brooklyn, but recommended the present construction of
only such portions as could be built for $40,000,000, conceded to
be available by the city for use in the extension of rapid facilities.
The entire route would cost $60,000,000. Mr. Rice estimated that
May IS, 1907.
ELECTRIC RAILWAY REVIEW
659
the essential portions of the subway .mid be built in three or
four years. The line would be operated as an independent route
and would provide a very complete transit system between the
boroughs of the Bronx and Brooklyn, with connections to Man-
hattan. The matter was referred to the committee on plans
and contracts.
At the same meeting the report of the plans and contracts
committee on the application of F. B. Behr for permission to
build a monorail system between Brooklyn and Coney Island was
considered. A resolution was adopted that before the board
should lay out a route and advertise for bids Mr. Behr should be
required to give assurance that he would bid for the construc-
tion of the road and to deposit $25,000 to guarantee the expenses
of surveys, etc. It is said that Mr. Behr already has consents
of three-fourths of the property owners along the proposed route.
On May 11 President Shonts of the Interborough-Metropolitan
Company sent to the commission a communication in reply to the
proposition of John H. Starin that the company be given fran-
chises for third tracks on its elevated lines, provided it would
build the Lexington and Seventh and Eighth avenue subways
with its own money, as reported in the Electric Railway Review
of May 11. page «2v. Mr. Shouts said that it would be impossible
for the company to build the subways under the conditions of the
proposed contract, and repeated the offer contained in his letter
of April 24. to complete the rapid transit system provided the
terms of the contract are such as to cover interest, sinking
fund and depreciation. As the company regards the Starin propo-
sition as tantamount to a refusal of this offer it is evident that
the transit situation is deadlocked until the fate of the public
utilities bill is decided, unless some action is taken on Mr. Rice's
triborough plan.
On May 13 Mr. Shonts addressed a communication to the
Retail Dry Goods Association, which has interested itself in the
subway question, inviting a thorough inspection of the company's
books and accounts for the purpose of determining the cost of the
it subway and of making an analysis of the company's
estimates of the cost of the new subways.
Bids were received on May 14 for the construction of the
second section of the bridge subway loop. The Cranford Company
of Brooklyn bid $2,150,000 for the subway and $60,000 additional
for the pipe galleries. The Degnon Contracting Company, which
has the contract for the first section, bid $2,800,000 and $75,000
additional for the pipe galleries. Chief Engineer Rice said, after
seeing the bids, that the system would cost $8,000,000 or $9,000,000,
instead of $6,500,000 as estimated.
Construction News
FRANCHISES.
Western Society of Engineers. — On May 11 about 100 members
and guests of the Western Society of Engineers of Chicago visited
the University of Illinois at Champaign. The day was spent in
inspecting the university buildings and experimental laboratories.
Philadelphia Traction Situation. — The special committee of the
Trades League of Philadelphia, which has been opposing the plan
of the Retail Merchants' Association for settlement of the traction
question, has been dissolved. Directors of the league were con-
vinced that the opposition to the plan did not have the approval
of the members of the league.
Chicago City Railway Refuses Wage Demand. — Representatives
of the union of the motormen and conductors employed by the
Chicago City Railway Company met with President Mitten on
May 11 and presented their demand for 25 cents an hour for the
first six months' service and 33 1-3 cents thereafter, with a 9-hour
day. in place of the company's offer of 23 cents for the first three
months. 20 cents for the ensuing nine months, and 27 cents there-
after, which was recently refused by the men. Later in the day
President Mitten sent a letter to the officers of the union, stating
that the company could not comply with the demands and repeat-
ing the former offer. A committee has been appointed to see Mr.
Mitten again in the effort to secure a compromise.
Indiana Interurbans Not Affected by 2-Cent Fare Law. — Attor-
ney-General James Bingham of Indiana, at the request of the
state railroad commission, has rendered an opinion that the 2-cent
fare law, passed at the last session of the legislature, does not
apply to interurban railways. The commission has received many
inquiries on this point. The attorney-general states that steam
and interurban railways are regarded as two separate classes of
transportation facilities; thai the rates on the interurban roads
below - cents a mile at the time the law was passed, and
that the history of the legislation shows that while the bill was
before the legislature- amendments were introduced seeking to
extend the law to interurban roads, indicating that the law in
its present form was not Intended to apply to such roads.
Atlantic City Conventions. — George Keegan, secretary of the
rican Street and Interurban Railway Association, has issued
a circular in regard to the October conventions. As announced in
the circular issued on April '■'. 1907, by the secretary of the
American Street and Interurban Railway Association, the special
committee consisting of members of the American association and
the Manufacturers' association, appointed to decide on the location
for the 1907 convention, has decided on Atlantic City, where the
next convention will be held on October 14, 15, 16, 17 and 18, 1907.
The many good features about Atlantic city for a convention city
too well known by all manufacturers to dwell upon. Contract
has Just been closed for the use of the steel pier for the exhibits,
and, with the most excellent hot, I faculties which Atlantic City
provides, this convention is sure to be admirably taken care of.
After the next meeting of the executive committee, which will
take place on .May I'M. 1907, another circular containing more de-
tailed information will be laau
Adel, Ga. — A franchise has been granted to William Scandrett,
J. Z. Jackson, J. J. Parish, Jr., and others, to build a street
railway system in Adel. It is stated that preliminary work is
well under way and that the company will soon be incorporated.
Astoria. Ore. — A franchise has been granted to E. B. McFarland
and S. D. Adair for a street railway from the corner of Eleventh
and Commercial streets to Young's Bay Bridge, to be part of an
interurban line from this city to Xew Astoria. One thousand dol-
lars will be forfeited by the company in case the road is not in
operation within one year.
Aurora, Ind. — The Indiana Southern Railway, recently
rated with a capital stock of $10,000, is seeking a franchise to
operate a freight and passenger line in Aurora. This is the revival
of a project agitated several years ago for the building of an elec-
tric line between this city and Rising Sun, Ind.. by a company
organized and known as the Southern Indiana Railway. This
project was abandoned when the Big Four was built through this
section and it is now revived by Garry Hermann. J. R. Wymond,
W. V. Webber, C. W. McMullen and E. W. Swarthout.
Bennettsville, S. C. — Application for a street railway franchise
has been made to the town council by J. J. Matheson, Warren
Moore and Vann Livingston.
Brazil, Ind. — The Terre Haute Indianapolis & Eastern Traction
Company has secured a 50-year franchise from the board of county
commissioners to operate its interurban line in Clay county and in
Liberty street. Harmony, Ind., for a distance of 1,000 feet.
Canton, O. — The Canton-Akron Consolidated Railway Company
has secured a franchise from the Stark county commissioners for
an electric railway, to be known as the Dalton & Wooster line,
through the western portion of the county from Mansfield to East
Greenville, O. The line must be completed not later than De-
cember 1.
Detroit. Mich. — The Highland Park council has renewed the
franchise of the Detroit United Railway on Woodward avenue for
21 years, making it coexistent with the life of the present franchise
of the company. The grant includes the building of a loop on its
20-acre tract of land opposite the Ford Motor Company's new
site; a "T" at the power storage station at Woodward and Court-
land avenues, and four sidetracks into the loop tract and to a
freight shed. The company will extend the Oakland avenue line to
a point near the Ford Motor Company's site and across to Wood-
ward avenue. Also, it is provided that should the city fares in
Detroit be readjusted the same schedule is to apply to the Highland
Park territory when it is annexed to Detroit. It is stated that work
on the Oakland avenue extension will be started as soon as the
material can be assembled and that when completed the congestion
of traffic on the Woodward avenue line during the state fair in the
fall will be considerably relieved. The connecting point for the
Oakland and Woodward avenue lines will be at the new car barn
site.
Gary, Ind. — The United States Steel Corporation, which is build-
ing the town of Gary, has now secured 50-year franchises for all its
public utilities, including a street railway system, gas. water and
electric plants. The street railway franchise was granted to the
Gary Electric Railway.
Goldfield, Nev. — The board of county commissioners has re-
ceived a number of applications for franchises to build an <-lectric
street railway system in and to points outside of Goldfield. Offers
of payment for these privileges range in price from $2,000 to $25,000.
It is stated, however, that no action will be taken pending negotia-
tions with the chamber of commerce which insists that the fran-
chise shall be granted only to the company agreeing to give a por-
tion of its earnings to the city and which will concede, among other
demands, the right of the municipality to take over the system at
the expiration of the franchise.
Oakland, Cal. — The Oakland Traction Company has applied
for a franchise to operate its line in Lake Shore, Lake Park and
Pleasant Valley avenues. This will be an extension of its present
line now ending at Grand avenue.
Pana. HI. — A franchise has been granted to the Springfield &
Southeastern Traction Company, which is to build a line from
Springfield to Pana by way of Assumption and Taylorville. Work
must be begun within six months and completed within two years
from the date of the franchise. J. J. Finn. Decatur, 111., president.
Riverside, Cal. — The Crescent City Railroad has applied for a
franchise to build an electric railway which will connect Riverside
with tin ni w . ement plant now being built by the Southern Cali-
fornia Cement Company at West River-
Toledo, O. — The Lima & Toledo Traction Company. Lima. O.,
which is building an extension to Toledo, has applied for a fran-
chise to enter the city at the southern limits, near the Miami &
Erie canal, following the canal and crossing several of the streets
at grade. The franchise provides for a terminal near the corner
of Belmont and Michigan avenues, but it is stated that the com-
pany later will ask for permission to enter the business district of
the city and erect an interurban station.
Waycross, Ga. — A franchise has been gram irdette
660
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 20.
Loomis of Hartford. Conn., George W. Dean of Waycross. Ga., and
F. H. Elmore of Jacksonville, Fla., to build and operate a street
railway system in this city. The petitioners agree to commence
work within six months and to have the line completed within
three years from the date of acceptance.
Wichita, Kan. — An ordinance granting to the Wichita Railroad
& Light Company the right to build and operate a single-track
street railway in Waco avenue, from Ninth street north to the city
limits, has been passed by the council. The ordinance calls for
passenger service only and the line must be in operation from
Ninth to Seventeenth streets within 15 months from date of
ptance of the franchise.
York, Pa.— The city council and the Hanover & York Street
Railway Company have finally readied an agreement on the terms
of a franchise for the use of the streets in York for the company's
proposed line to Hanover, and after several ordinances had been
introduced tae council on May 12 granted the company a franchise,
under which the company is to build a line on Market street, the
main thoroughfare of the city.
RECENT INCORPORATIONS.
Chenango Valley Electric Railway. — Incorporated to build and
operate electric railways in New Jersey. Capital stock, 5100,000.
Incorporators: H. O. Coughlan, L. H. Gunther and John R. Turner.
Deodate & Hershey Street Railway. — Incorporated in Pennsyl-
vania to construct an electric railway in the southern portion of
Dauphin county. Capital stock. $30,000. M. S. Hershey, Lan-
caster, Pa., president.
Duff & Eastern Railway, Duff. Tex. — Incorporated in Texas to
construct an electric line in Duff. Capital stock, $25,000. In-
corporators: George W. Curry. Charles C. Curry. P. D. Hammett
and William P. Mollette.
Eugene & Eastern Railway. — Incorporated in Oregon to build
an electric railway from Eugene to Springfield and from the
McKenzie river valley to Prineville. Ore. Frank W. Waters of
Salem, Ore., vice-president of the company, is quoted as saying
that surveys for both routes have been made and right of wax-
acquired over the greater portion of the distance. The lines will
develop rich timber and mineral districts in the east central part
of the state and provide an outlet to the market for these products.
It is the intention to complete the lines during the summer, pro-
vided rails and other materials can be procured. Capital stock,
51,000,000. Incorporators: A. Welch, president, Portland; Frank W.
Waters, vice-president, Salem; E. W. Hall, secretary-treasurer,
Portland; James R. Thompson, constructing engineer, Portland;
Charles A. Hardy, attorney, Eugene, Ore.
Fremont Street Railway. — Incorporated in Ohio to take over
the present street railway system in Fremont and to extend and
improve the property for interurban traffic. The present line, about
two miles long, is owned by the Kerlin interests of Toledo. In-
corporators: Hon. A. H. Jackson, Hon. James Hunt, J. M. Sher-
man, J. J. Anderson, Fremont; and R. G. Kerlin, Toledo, O.
Fremont Tiffin Marion & Southern Railroad. — Incorporated in
Ohio to build an electric railway from Fremont through Sandusky
to Tiffin and Marion, O., with such branches as may be needed.
Capital stock, $10,000. Incorporators: Donald McKenzie, William
H. Kiklon, Alexander Kiskadden, James D. Watson and W. W.
Weller.
Garrettford & Delaware County Railway. — Incorporate! in
Pennsylvania to build an electric road from the Garrettford station
of the Philadelphia & Westchester Traction Company to the cross-
ing of the Philadelphia Wilmington & Baltimore Railroad on the
public highway between Chester Heights and Llewellyn, about 10
miles. Capitai stock. $100,000. Incorporators: George K. Powell,
Wilkesbarre, president; John M. Carman, A. H. Bloom, B. C.
Allen. E. J. Doyle, Thomas W. Haines and L. E. Waller.
Inland Electric Railway. — Incorporated in Oregon to build an
electric line from Klamath Falls to Bomaza, Yonna and Merrill.
Ore. Capital stock. $25,000. Incorporators: E. J. Murray and
H L. Colgate.
Jefferson City (Tenn.) Electric Railway Light & Power Com-
pany.— Incorporated in Tennessee with $15,000 capital stock. In-
corporators: W. T. Russell, J. B. Huff. A. A. Galbraith. J. T. Wat-
kins and Frank Galbraith.
Mankato Electric Traction Company. — Incorporated in Minne-
sota to build an electric street railway in Mankato. Principal office.
Mankato. Capital stock, $200,000, of which $2,003 is paid in. In-
corporators: A. J. Whipple, Glencoe. 111.; C. C. H. Fynee. A. M.
Hewes, E. D. Adcock, M. J. Porter. Chicago.
Oklahoma City Electric Railway Terminal Association. — In-
corporated in Oklahoma to build two electric lines in Oklahoma
i me of the lines will extend from the south side of Capital
Hill north through the city; the other will start from the junction
Of the Chicago Rock Island & Pacific and the St. Louis & San
Francisco railways, cross the city and terminate at a point near
Main street and the North Canadian river. Capital stock. $1,000,-
tors: Guy \ . McClure, Warren F. Moore, C. Combs,
Fred S. Combs and J. J. Johnson, all of Oklahoma City.
Panhandle Electric Railway <&. Power Company. — Incorporated
in Washington to build and operate an electric line with head-
quarters at Spokane. Wash. Capital stock, $1,000,000. Incorpo-
rators: Amasa J. Smith, Harry W. Wallace, Spokane; John R.
Jones, Hillyard, Wash.; W. Payne and Andrew Coolin.
Pittsburg, Pa. — It is announced that the promoters of two new
electric lines to be built in Allegheny county, Pennsylvania, will,
on May 2S, apply for charters for this purpose. One will be known
as the Crucible Street Railway and will operate in a number of
streets and highways of West Elizabeth borough, beginning at
State street and running to the Allegheny county boundary line,
returning by the same route. The other is the Bellebridge Street
Railway and will be built in Elizabeth borough, beginning at the
Monongahela river road and ending at Short street, returning by
the same route.
Rockford Oregon & Southern Railway. — Incorporated in Illinois
to construct a line from Rockford through Winnebago, Ogle and
Lee counties to Dixon, III. Principal office, Oregon, 111. Capital
stock, $10,000. Incorporators: Frederick C. Jones, Charles D.
Etnyre, Arthur F. Herbert. Oregon, 111.; Louis C. Wachsmuth and
Fred H. Wachsmuth, Chicago.
Terre Haute & Merom Traction Company. — Incorporated in In-
diana to build an interurban line from Terre Haute to Merom,
about 30 miles. It is stated that surveys have been completed and
practically all the right of way has been secured. Work will be
started in about two months. Capital stock, $750,000. Incorpo-
rators: Lafayette Brown. H. L. Bartlett, J. F. Oldbuck, J. T. Bar-
rett. Frank S. Lewis. A. E. Hays and Virgil Pounds. Headquarters,
Indianapolis. Ind.
TRACK AND ROADWAY.
Amityville, L. I. — The village board has granted a 2-year ex-
tension to the franchise of the South Shore Traction Company.
Baltimore Frederick & Hagerstown Railway. — Westinghouse,
Church, Kerr & Co. of New York have recently completed surveys
for this proposed line from Baltimore to Frederick and Hagerstown.
Md.. 78 miles, and it is announced that construction will begin
shortly. It is expected to enter Baltimore from the southwestern
side, over the tracks of the United Railways & Electric Company.
The company was chartered several years ago and has an author-
ized capital stock of $15,000,000. James E. Ingram of Baltimore is
president.
Boston & Eastern Railway. Boston. Mass. — This company, which
is seeking the approval of the Massachusetts railroad commission
for its line from Boston to Lowell. Mass.. has filed a new set of
plans through Chelsea, whereby the tracks will pass under the
streets. The hearing before the commission has been postponed
until June 3. John H. Bickford, chief engineer.
Buffalo & Lake Erie Traction Company, Buffalo, N. Y. — This
company, which is building from Dunkirk, N. Y., west along the
shore of Lake Erie, is making rapid progress with the work and
* expects to have cars running as far as Westfield by the middle of
the summer. The Dunkirk & Fredonia Railway, which has been
acquired, has been rebuilt, and about a mile of track has been
laid from Dunkirk east. J. C. Calisch. Buffalo, general manager.
Chattanooga (Tenn.) Railways Company. — It is reported that
the directors have recently considered plans for building an electric
line from Chattanooga to the summit of Lookout Mountain and
have decided to build the line if the property owners will grant the
right of way.
Columbia & Manor Electric Railway, Columbia, Pa. — This com-
pany, which proposes to build an electric railway from Millersville
to Columbia, Pa., with several short branches, about 12 miles in
all, has elected officers as follows: President, Henry Wertz, Wash-
ingtonboro, Pa.; vice-president. H. M. Herr. Lancaster. Pa.; secre-
tary and treasurer, E. K. Hirshey, Creswell, Pa.
Columbia & Walla Walla Traction Company. — J. H. Morrow,
general manager, Waitsburg, Wash., states that this company will
in the near future begin surveys for an extension up the Snake
river to Clarkston, Wash.
Columbus <£. Lake Michigan Railway. Lima, O. — Rapid progress
is being made by the engineers in the employ of the Schoepf syn-
dicate on the work preliminary to extending the line to Defiance
for electrical operation between Lima and Defiance. Work is being
pushed on several of the 13 concrete arches and bridges; 70,000
ties have been purchased and delivery is to begin this week;
poles for the Defiance end of the line are to be delivered soon and
rails have been ordered.
Columbus Marion & Bucyrus Railway, Delaware, O. — It is an-
nounced that grading on this extension of the Columbus Delaware
& Marion Railway from Marion to Bucyrus, O., which was stopped
last fall, will be resumed this week. George Whysall, general
manager.
Consolidated Railway, New Haven, Conn. — This company has
applied to the street board of Hartford. Conn., for permission
to double-track its Trinity street line, from Pearl street to Capitol
avenue.
Cortland & Auburn Railroad. — This company has been granted
a certificate of necessity by the New York railroad commission
for a line from Cortland to Auburn, N. Y. Surveys are in progress
and contracts are to be let shortly. W. L. Webb of Philadelphia,
chief engineer.
Dayton & Troy Electric Railway, Dayton, O. — This company has
agreed to elevate its double track at Dayton between the corpora-
line and the old channel of the Miami river, at the request of
the county commissioners.
Ft. Wayne & Toledo Traction Company. — Surveys have been
started for this proposed road from Toledo, O., to Ft. Wayne. Ind.
May is. L907.
ELECTRIC RAILWAY REVIEW
661
The Eldenbell Construction Company of New York are the engineers
and Francis B. Morgan of Cleveland and C. M. Pierce of New York
are interested.
Ft. Wayne &. Wabash Valley Traction Company, Ft. Wayne.
Ind. — It is now announced that the Lafayette & Logansport exten-
sion, which was described in the Electric Railway Review of May
4. 1907, page 5SS, will be opened for traffic on June 1.
Gait (Ont.) Preston & Hespeler Street Railway. — It is an-
nounced that plans are practically completed for about $1
worth of improvements to this company's system. These will
include new car barns, the installation of a 750-horsepower engine.
* for new rolling stock and the double-tracking of the line.
Martin X. Todd, Gait, Ont., is president and general manager.
Hummelstown & Campbellstown Street Railway, Hershey. Pa. —
Thomas J. Humphreys, who has the contract for grading the
remaining 2% miles of this company's extension west of Camp-
bellstown, now has a large force of men employed on the work.
The present terminus of the line is at Palmyra. There still remain
n; miles to be graded between Deny Church and Hershey, lor
which a separate contract will be let.
Illinois Traction Company, Champaign, III. — This company last
week succeeded in laying the crossing over the tracks of the St.
Louis .Merchants' Bridge Terminal Railway at Venice, 111., and
laid the 150 feet of track necessary to complete the line to the
Mississippi river at the site of the proposed bridge to St. Louis.
The crossing was placed at night in spite of the opposition of the
Terminal Railway men and an injunction was secured to prevent
interfering with the work after it was finished. — Tuttlc Brothers,
who have the contract for grading the Lincoln-Mackinaw line, are
making preparations for beginning work at once, and a large num-
ber of men will he put to work in the endeavor to complete the 2S
miles by August 1. The Helm Contracting Company of Pontiac has
been awarded a contract for six miles of the grading. — Tuttle
Brothers have also announced that if the weather is favorable the
Decatur-Champaign line will be completed this month.
Indianapolis & Louisville Traction Company, Louisville, Ky. —
Master Mechanic W. H. Palmer has announced that with the ex. tep-
tion of a small section of overhead work this line is now completed
from Sellersburg to Scottsburg, Ind., and that this section will be
put in operation as soon as the new cars arrive.
Indianapolis Columbus & Southern Traction Company. Colum-
bus, Ind. — It is reported that as soon as the extension from Colum-
bus to Seymour is completed the line from Indianapolis to Green-
wood, Ind.. will lie double-tracked. Right of way is now being
secured.
Indianapolis Newcastle <£. Toledo Electric Railway, Newcastle.
Ind. — This company has completed surveys during the past week
for a branch line from Newcastle to Greenfield, Ind., and the right
of way is now being secured.
International Railway. Buffalo, N. Y. — President Henry J. Pierce
announces that he has placed an order for $75,000 worth of steel
rails to be laid in Chippewa, Pearl and Franklin streets.
Jefferson City. Tenn. — A company has been organized to build
an electric railway from Jefferson City to Dandridge. for both
freight and passenger service. James H. Bundren of Jefferson
City is interested.
Kansas Traction Company. Coffeyville. Kan. — This company,
recently incorporated to build an electric railway from Coffeyville
to Lawrence, Topeka and Kansas City, Kan., is now securing stock
subscriptions in the towns along the route for the preliminary
work. A sit. tor a power house has been donated at Coffeyville.
F. B. Shirley, Coffeyville. president.
Lima. O. — It is reported that the Lucas Construction Company
of Toledo, ii is reviving the old Bartholomew project to build an
electric line between Lima and Bellefontaine, O., via Westminster,
Roundhead and other villages. Bartholomew graded seven miles
of the line bi ton abandoning the plan about a year ago.
Little Rock & Hot Springs Electric Railway. — We are ad\ ised
by the Electrical Installation Company of Chicago that tie state-
ment published in the Electric Railway Review of May 11 that that
company lias thi ontract for building the line front Little Rock
ol Springs, Ark., is Incorrect, as that company has i
with the l. iii], Rock & Hut Springs Blectrtc Railway.
Marengo &. Midland Railway, Marengo, la. — Surveys have been
line from Marengo to Midland, la., which is to be
a branch of the proposed system of the Iowa & Missouri Traction &
Power Company, which will extend from Fairfield to Cedar Rapids.
la., otj miles. H. II. Brimmer of Marengo, president; .1 W. Andrews
of Fairfield, chief engineer.
Minneapolis Kansas City & Gulf Electric Railway. Minneapolis.
Minn. — Th. pa ■ has been organized by Minneapolis men and
has Issued a pro toi mi electric line from Minneapolis
through Albert Lea. Minn., to Des Moil as tie- first set
Mississippi Valley Electric Railway, Nauvoo. III. — W. A. Cal-
ultlng engineer, states that SO-pound steel rails havi
ordered from tie- Lackawanna Steel Compar, building
posed lines from Nauvoo >" Nlota, Carthage and Hamilton,
ill., and that they aie I., be delivered In August and .September.
''out: rading are i - let about June 15 Franchise)
ired in N.i
New York. N. Y.— It i
I man: r ol
ration of New Jersey to become general manager of the London
Underground Electric Railways Company, is president of a com-
pany organized to build an electric railway from a point on the
Hudson river, opposite Grant's tomb, in New York, to Nyack,
N. Y., a distance of JS miles. Detroit capitalists are said to be
associated with him.
Northwestern Elevated Railroad. Chicago, III. — The Ravens-
wood elevated extension, from Clark street junction, in Lake View,
to Ravensw I, ?.i .. miles, is to be opened for traffic on Sunday,
May 19.
Okanogan Electric Railway, Spokane, Wash. — An official report
from this company states that work is expected to begin about
June 1 on the proposed electric line from a junction with the Vic-
toria Vancouver & Eastern Railway near Nighthawk to Brewster.
Wash., about 60 miles, via Loomis, Conconully, Okanogan and sev-
eral mines. Surveys have been completed as far as Okanogan.
Contracts have not been let. President. A. M. Dewey. Spokane:
chief engineer, G. H. Wheeler, Conconully.
Owensboro (Ky.) City Railway. — It is reported that this com-
pany will expend $50,000 this summer on improvements.
Parkersburg (W. Va.) Marietta & Interurban Railway. — J. F.
Carr of Marietta. O.. has been aw-arded the contract for
struction of the Muskingum extension to this company's lire
work is now under way. Five miles yet remain to be
between Marietta and Lowell. O. C. H. Shattuck, Parkersburg.
W. Va.. is general manager.
Rochester Corning & Elmira Traction Company, Rochester.
N. Y. — The most serious obstacle to the construction of this road
from Rochester to Corning and Elmira, X. Y., has been withdrawn.
General Manager George A. Engert of the Rochester & "Southern
Construction Company, which is t<» build the road, has received
notice from the Erie Railroad that it has withdrawn its appeal to
the court of appeals to stay proceedings under the certificate of
necessity granted by the state railroad commission by direction of
the appellate division.
Russell Fork Railway, Ashland, Ky. — This company has been
organized for the purpose of constructing an interurban electric
line in Dickinson and Buchanan counties. Kentucky, to the Ken-
tucky state line. The road will tap valuable timber lands and
mineral deposits of that section.
St. Lours St. Charles & Western Railroad, St. Louis. Mo. — It is
stated that the work of laying new steel rails on this company's
line between St. Charles and St. Louis. Mo., is now in progress.
Robert McCulloch. general manager, St, Louis.
Seattle, Wash. — Jacob Furth, president of the Seattle Electric
Company, owned by Stone & Webster of Boston, Mass., is quoted
as saying that the surveys now being made for -electric lines
radiating from Bellingham. Wash., through Whatcom and Skagit
counties, will be the nucleus of a line to be built by Stone &
Webster from Bellingham to Seattle, via Sedro-Woolley, Mt. Vernon,
Burlington, La Conner, Snohomish and Everett, about 100 miles.
An extension north to Vancouver, B. C. is also said to be a possi-
bility.
Seattle. Wash. — P. P. Carroll of Seattle represents a syndicate
which, he -says, proposes to expend $40,00u,0<in in the construction
of electric railways and power development in Washington. The
electric railway projects include the Puyallup Valley Northern
Transit Company of Puyallup, Wash., for which the Continental
Engineering-Construction Company of New York has the contract
to build from Seattle to Tacoma; the Snohomish Valley Railroad,
which proposes to build from Snohomish to Cherry Valley and
later to Seattle and Tacoma; and the Seattle-Chelan-Spokane Rail-
way, which intends to build from Puget Sound to Renton and
Spokane. The men who are backing these enterprises have de-
cided they can build and profitably operate the lines in connection
with numerous power plants to be operated by water power. The
plants will be located at towns along the lines of railway, and wil'
furnish power for commercial ami municipal uses as well as foi
the operation of the railways.
South Dakota Gas Electric Company, Huron, S. D. — J. A
Cleaver, president, writes that contracts for grading are to be let
soon for this proposed line from Huron to Spink county. South
Dakota, 49 miles. Surveys have been completed to Irving and Car-
penter, 10 miles. The road is to be for freight and passengei
service. Sixty-pound rails will be used.
Spokane & Big Bend Railway. Spokane. Wash. — W. H. Plummei
of Spokane has been re-elected president of this company, which
proposes to build a line from Spokane to Crystal City, Wash., 70
miles. Work has recently been started at the Spokane end ol
the line. Entrance to the city will be had over the tracks ut" the
Spokane & Inland Railway.
Spokane Pend d'Oreille Rapid Transit Company, Spokane.
Wash. — A court decision has confirmed the claim of the Prairie
Development Company, which consists of the hackers of the rail-
wax- project, to the ownership of 1,600 at res it" land on the si
of Lake Pend d'Oreille. Idaho. J. Grier Long, who, together with
AI. F. Mendenhall, D. K. McDonald and R. A. Hutchinson, is in-
apanles, states that tin paves the way
imediate construction of the proposed line from Spokani
the lake. 16 miles.
Springfield Wilmington & Cincinnati Traction Company, Spring-
field. O. — Tl Ich proposes t" build from Springfield
!•■ Cincinnati, O., '- miles, lias filed •■< i • ■■ $4,000,000
the count Eldenbel < tons! i uction i tompanyt 01
York has the contract and work is to begin al once.
662
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 20
Tampa & Sulphur Springs Traction Company, Tampa, Fla. —
This company's new line from Lafayette street and Florida avenue,
Tampa, to Sulphur Springs, about five miles northeast of Tampa,
lias been completed and an experimental trip was made on May 9.
The power house and car sheds are located on the Hillsboro river.
H. H. Kirkpatrick, general manager.
Texas Traction Company, Dallas, Tex. — It is now reported that
approximately 30 miles of grading has been completed on the
Sherman-Dallas interurban line, which will be 64 miles long. Seven
grading camps are now located at different points along the route
and another is soon to be established. The SO-pound rails will
be delivered in monthly instalments, beginning in July. F. A.
Jones, chief engineer.
Toledo Urban & Interurban Railway, Toledo, O. — This company
has notified the city council of Toledo that it is ready to co-operate
with the municipality in building a new bridge over the canal at
South street, in place of the present wooden truss structure, which
has been condemned. It is estimated that the bridge would cost
$22,500.
Twin City & Lake Superior Railway. — W. H. Crossland, vice-
president. Minneapolis, writes that this company, whose incorpora-
tion was noted last week, will build a double-track third-rail electric
line from Minneapolis and St. Paul, Minn., to Duluth, Minn., and
Superior. Wis., 130 miles, of which 91 are in Minnesota and 39 in
Wisconsin. The road will be practically an air line and will Inter-
sect no present towns or villages. Surveys have been made and
grading is to begin on June 1. No general contracts are to be let.
The road is to handle both freight and passengers. Maximum
grade, 0.5 per cent; maximum curvature, 1% degrees; weight of rail,
70 pounds. About 4,500 feet of steel will be required for the five
principal bridges, although the company is not at present in the
market for equipment. E. W. Farnham of Chicago, president; J. H.
Thomas. Minneapolis, chief engineer. Headquarters, 345 Railway
building. Minneapolis.
United Traction Company, Albany, N. Y. — The appellate di-
vision of the supreme court of New York has given a decision
confirming the favorable report of a commission to determine
the necessity of an extension of the Western avenue line from
Madison avenue and Allen street to a point about 1,500 feet west
and General Manager E. S. Fassett has announced that the work
will begin at once. The material for the extension of the Broad-
way line is expected about June 1.
Wagner Lake Shore & Armour Railway, Wagner, S. D. —
A. H. Pease writes that this company, recently incorporated, is now
making surveys for its proposed line from Wagner to Mitchell,
S. D„ 75 miles, by way of the east shore of Lake Andes, Armour
and Hillside. Contracts for grading are to be let and grading is
to begin in 60 days. The company will operate electric lighting
plants at the terminals and at several intermediate points. A tract
of 106 acres of ground has been secured for a summer resort at
Lake Andes. Fifty-six-pound rails will be used. The powerhouse
will be located at Wagner and substations at Armour and
Mitchell. The Minneapolis Steel & Machinery Company will furnish
the power equipment. John Absher of Wagner is president.
West Jersey & Seashore Railroad, Philadelphia, Pa. — This com-
pany is now lowering its tracks on Atlantic avenue, Atlantic City,
N. J., to the new paving grade. The work, which, it is esti-
mated, will cost $360,000, is expected to be completed by June 1.
The company has paid to the city treasurer $150,000 for the cost
of paving on Atlantic avenue, under the terms of its perpetual
franchise. This sum, together with $5,000 per annum which the
company is to pay for the next 10 years, will completely relieve
the company thereafter from responsibility for the maintenance
of the street.
Whatcom County Railway & Light Company, Bellingham,
Wash. — Manager L. H. Bean has announced that construction work
on the Bellingham-Skagit county line will begin in about a week.
Materials have been ordered.
Winona Interurban Railway, Winona, Lake, Ind. — At elections
held last week in five townships along the route of the proposed
Warsaw-Ft. Wayne line subsidies were voted to the company in
Columbia, Richland and Union amounting to $50,370, and subsidies
amounting to $21,500 were defeated in Lake and Washington.
Personal Mention
POWER HOUSES AND SUBSTATIONS
Georgia Railway & Electric Company, Atlanta, Ga. — It has
been announced that a large gas engine is being installed in the
Davis street plant of this company and will be ready for service
as soon as the generator winding is finished. It will serve as an
emergency power supply in case of a shutdown of the Bull Sluice
powerhouse.
Long Acre Electric Light & Power Company. — It is announced
that this company has purchased a plot of ground on which to
build a power plant capable of developing 100,000 horsepower. It
is stated that about $500,000 was paid for the plot of land, which
is located at One Hundred and Twentieth street and East river,
New York City.
Mount Hood, Ore., Railway & Power Company.- — It is stated
that work on the 15,000-horsepower generating station of this com-
pany has been started. During the past week bids have been re-
ceived by the company from electrical manufacturing companies
for supplying and installing the electrical apparatus in the station.
It has not been announced to whom the contract has been awarded.
It is said that the present contract on which bids have been re-
ceived will amount to about $28u,000.
Mr. J. B. Livingstone, heretofore auditor of the Oregon Water
Power & Railway Company at Portland, Ore., has resigned to be-
come associated with the Jersey Central Traction Company at
Keyport, N. J.
Mr. A. C. Murray, heretofore assistant to General Manager
L. E. Fischer of the Illinois Traction Company, has been appointed
assistant general superintendent of the southern division, with
headquarters at Staunton, 111.
Mr. E. W. Poole, formerly assistant treasurer of the Con-
necticut Railway & Lighting Company, Bridgeport, Conn., has
resigned to become associated with the United Gas Improvement
Company, with headquarters at Philadelphia.
Mr. William G. Evans, president of the Denver (Colo.) City
Tramway Company, has moved his headquarters from Denver to
New York City, where he will represent the Denver Northwestern
& Pacific Railway and other interests with which he is identified.
Mr. Evans is vice-president of the latter company.
Mr. Hector W. Mackay has resigned his position as division
superintendent of the Boston & Worcester Street Railway, to
accept a similar position with the northern division of the New
Hampshire Electric Railways, with headquarters at Hampton, N. H.
He will be succeeded by Mr. Edwin C. Whitney, whose headquarters
will be at Marlboro, Mass.
Mr. C. Edgar Titzel, who, as announced in the Electric Rail-
way Review of May 11, 1907, has been appointed manager of the
Lancaster County Railway & Light Company, with office at Lan-
caster, Pa., was born at
Irwin Station, Westmore-
land county, Pennsyl-
vania, on May 4, 1875.
His parents moved to Al-
toona in 1880, and from
there to Lancaster in
18S5. He was educated in
the public schools of Al-
toona and Lancaster;
later he attended Frank-
lin and Marshall Academy
for two years and Frank-
lin and Marshall College
for one year. He entered
the employ of the Edison
Electric Illuminating
Company of Lancaster in
1892 and was made super-
tendent of this company
in 1S96. In 1901 he was
appointed superintendent
of the Lancaster Gas
Light & Fuel Company,
and the Columbia Electric
Light Heat & Power
Company. In 1903 he was
appointed superintendent
C. Edgar Titzel. 0f the Conestoga Traction
Company of Lancaster,
succeeding Mr. Frank S. Given. Since that time he has been
superintendent of all the above companies, which are owned by
the Lancaster County Railway & Light Company. On March i.
1907, the controlling interest of the Lancaster County Railway &
Light Company was sold to Bertron, Storrs & Griscom of 40 Wall
street, New York City, and on May 1, 1907, Mr. Titzel was ap-
pointed manager of the above companies, being locally in charge
of all the properties owned by the Lancaster County Railway &
Light Company.
Mr. Frank Steinhart, United States consul-general at Havana,
Cuba, and a director in the Havana Electric Railway, which was
recently reorganized, as announced in the Electric Railway Re-
view of March 16, 1907, has been appointed general manager of this
company. His resignation as consul-general, which was tendered
about three months ago, will be effective on June 1, at which
time he will assume his new duties.
Mr. Edward Raver, heretofore superintendent of the Logans-
port division of the Ft. Wayne & Wabash Valley Traction Com-
pany, has been appointed superintendent of the local street railway
lines in Ft. Wayne, Ind. Mr. Raver entered the service of the
company in 1891 as motorman. Former Assistant Superintendent
Rider of the Ft. Wayne local lines will be transferred to Logans-
port to succeed Mr. Raver as superintendent.
Mr. Walter A. Draper, who, as announced in last week's issue
of the Electric Railway Review, has been elected secretary of the
Cincinnati Traction Company, succeeding Mr. S. C. Cooper, re-
signed, was born at Portsmouth. O., and graduated from the Ohio
Wesleyan University in 1883. For about five years he has been
secretary and treasurer of the Cincinnati Zoological Garden Com-
pany, which is controlled by the Cincinnati Traction Company and
allied interests.
Mr. A. S. Richey has been appointed professor of electric
railway engineering at Worcester (Mass.) Polytechnic Institute.
He was formerly in charge of the mechanical and electrical depart-
ments of the Citizens' Railway, Muncie, Ind., and more recently
held the same position with the Marion (Ind.) City Railway. Prior
May IS. 1907.
ELECTRIC RAILWAY REVIEW
r,c,:;
to going to Worcester he was chief engineer of the Indiana Union
Traction Company at Muncie, Ind., resigning in 1905 to become an
instructor in the electric railway engineering department of
Worcester Polytechnic Institute, where he has remained as assist-
ant professor until his present appointment. He will be succeeded
by Dr. George Olshausen of St. Louis, Mo.
Mr. Charles M. Crawford, secretary and treasurer of the
Hartford (Conn.) Paving & Construction Company, has been ap-
pointed chief engineer of the Cincinnati Northern Traction Com-
pany, Cincinnati, O.. to succeed Mr. C. A. Alderman, who resigned
some time ago to become associated with J. G. White & Co. of
New York. Mr. Crawford has had a long experience in steam rail-
road engineering and was formerly assistant engineer of the Penn-
sylvania Railroad.
Mr. Benjamin F. Tilton of Newburgh, N. T., has been appointed
engineer of maintenance of way for the Cleveland Electric Rail-
way, effective on May 20, succeeding Mr. Charles H. Clark, whose
resignation to take a similar position with the International Rail-
way at Buffalo, N. T.. was announced in our issue of last week.
Until his present appointment Mr. Tilton was in charge of the
elimination of grades for the Cleveland & Pittsburg division of
the Pennsylvania Lines.
Mr. R. F. Kelker. Jr., has resigned as engineer of the Gold-
schmidt Thermit Company of New York to become connected with
the board of supervising engineers in charge of the reconstruction
of the Chicago street railway systems. Mr. Kelker is to have
charge of the track work, a position for which his previous expe-
rience in the track departments of the Brooklyn Rapid Transit
Company, the International Railway Company of Buffalo and the
Baltimore & Ohio Railroad renders him especially fitted.
Mr. F. W. Johnson has resigned his position as claim agent
of the Connecticut Railway & Lighting Company, Bridgeport. Conn.,
to become assistant general claim agent of the Philadelphia Rapid
Transit Company. Mr. Johnson was formerly a member of the
claim department of the old Boston & Lynn Street Railway.
Shortly after the consolidation of this company with the Boston
& Northern Railroad he accepted the position of claim agent with
the Connecticut Railway & Lighting Company, where he has been
for the past five years. He is a member of the executive commit-
tee of the American Street and Interurban Railway Claim Agents'
Association.
Financial News
Directory of Electric Railway Associations.
American Street and Interurban Railway Association. Secre-
tary, Bernard V. Swenson, 29 West Thirty-ninth street, New York.
Annual meeting, Atlantic City, N. J., October 14-18.
American Street and Interurban Railway Accountants' Asso-
ciation. Secretary, Elmer M. White, assistant treasurer Birming-
ham Railway Light & Power Company, Birmingham, Ala.
American Street and Interurban Railway Engineering Associa-
tion. Secretary, S. Walter Mower, general manager Southwestern
Traction Company, London, Ont.
American Street and Interurban Railway Claim Agents' Asso-
ciation. Secretary, B. B. Davis, claim agent Columbus Railway &
Light Company, Columbus, O.
American Street and Interurban Railway Manufacturers' Asso-
ciation. Secretary, George Keegan, 2321 Park Row building, New
York, N. Y\
Canadian Street Railway Association. Secretary, Allan H.
Royce, president Toronto Suburban Railway, Toronto, Ont.
Central Electric Railway Association. Secretary, W. F. Mill-
holland, secretary and treasurer Indianapolis Traction & Termi-
nal Company, Indianapolis, Ind. Next meeting, Indianapolis, Ind.,
May .
Colorado Electric Light Power & Railway Association. Secre-
tary, John F. Dostal, Denver Gas & Electric Company, Denver,
Colo.
Iowa Street and Interurban Railway Association. Secretary,
L. D. Mathes, general manager Union Electric Company, Dubuque,
la.
Massachusetts Street Railway Association. Secretary, Charlee
S. Clark, 70 Kilby street, Boston, Mass. Meetings held In Boston
on second Wednesday of each month, except July and August.
Northwestern Electrical Association. Secretary, R. N. Kimball,
Kenosha, Wis. Annual meeting, Milwaukee, Wis., January, 1908.
New England Street Railway Club. Secretary, John J. Lane,
12 Pearl street, Boston, Mass. Meetings held on fourth Thursday
of every month.
Oklahoma Electric Light, Railway and Gas Association. Secre-
tary, Galen C. Crow, general manager Guthrie Electric Light &
Power Company, Guthrie, Okla.
Pennsylvania Street Railway Association. Secretary, Charles
H. Smith, superintendent Lebanon Valley Street Railway, Lebanon,
Pa.
Southwestern Electrical and Gas Association. Secretary, R. B.
Street Railway Association of the State of New York. Secre-
tary, J. H. Pardee, general manager Rochester & Eastern Rapid
Railway, Canandalgna, N, ST. Next meeting, BlufI Point, N. Y.,
June 25 and '•
Wisconsin Electric and Interurban Railway Association. Secre-
tary, Clement C. Smith, president Columbia Construction Company,
Milwaukee, Wis.
Atlantic City & Suburban Traction Company, Pleasantville,
N. J. — On the application of Grey & Archer, attorneys, of Camden,
N. J., Vice-Chancellor Learning of the court of chancery in Cam-
den appointed John L. Clawson of Philadelphia receiver for this
company. The application was made on behalf of C. L. Leland and
Robert Wetherill. Mr. Clawson tried as chairman of a reorganiza-
tion committee to secure the acceptance by creditors of preterred
stock for their claims.
Bennington & North Adams Street Railway. — The New York
state railroad commission has approved the issue by this company
of $450,000 first mortgage bonds.
Chicago Lake Shore & South Bend Railway Company, South
Bend, Ind. — This company has increased its capital stock from
$250,000 to $6,000,000, of which $1,000,000 will be preferred stock
and $5,000,000 common stock.
Cleveland Southwestern & Columbus Railway, Cleveland, O. —
The Commercial and Financial Chronicle contains the following
statement of earnings of the roads which have been acquired by
this new company:
1906. 1905. 1904.
Gross earnings $645,849 $543,226 $475,361
Operating expenses 363,856 314,253 293,615
Net earnings $281,993 $228,973 $181,746
Interest, taxes, etc 179,252 152,693 128,746
Net income $102,741
76,280 $ 53,000
Consolidated Railway Company, New Haven, Conn. — The annual
report of the United Gas Improvement Company of Philadelphia
contains the folowing: "The property of the Connecticut Railway
& Lighting Company has been leased for 999 years from August 1,
1906, and the capital stocks of the Housatonic and New Milford
Water Power companies and of the Meriden Southington & Com-
pounce Tramway Company have been sold to the Consolidated Rail-
way Company, a corporation controlling all the important trolley
properties of Connecticut. The New York New Haven & Hartford
Railroad owns most of the stock of the Consolidated company and
has guaranteed the fulfillment of the conditions of the lease and
payment of the principal and interest of the debentures issued to
buy the stocks of the water power companies and the Meriden
Southington & Compounce Tramway Company. The rentals under
the lease supplemented by the sum of $10 per share on their stock
paid by the owners of the common stock to the Colonial Trust Com-
pany of New York, as trustee, will be sufficient to pay interest and
sinking fund charges, the cost of maintaining the corporate or-
ganization, and dividends at the rate of 4 per cent per annum on
the preferred and common stock of the Connecticut Railway &
Lighting Company. Simultaneously with the above transaction
there were sold to the Providence Securities Company, which made
payment in its 4 per cent 50-year debenture bonds, guaranteed
.is to principal and interest by the New York New Haven &
Hartford Railroad, all of the bonds and floating debt and practically
all of the capital stock of the Rhode Island Securities Company,
and paid to the Providence Securities Company cash to the amount
of $10 per share of the stock so sold. By these transactions we
have transferred the responsibility of managing and financing
these properties to the New York New Haven & Hartford Railroad,
and insured an income to the United Gas Improvement Company
from its investments in Connecticut and Rhode Island of $1,000,000
per annum, being 4 per cent on securities of the par value of
$25,000,000."
Denver City Tramway Company and Denver & Northwestern
Railway. — The gross earnings of this system for the last eight years
have been as follows:
1906 $2,652,218.60 1903 $1,977,854.78 1900 $1,302,289.91
1905 2,412,129.30 1902 1.702,958.39 1899 1,230,161.57
1904 2.040.146.06 1901 1.507.752.17
Delaware & Hudson. — J. Rogers Maxwell and Frank E. Smith
were elected members of the board of managers, succeeding Fred-
eric Cromwell and Alexander E. Orr, at the annual meeting of
stockholders on May 14. Rufus B. Cowing criticized the purchase
of electric railway properties by the company, especially that of
the Hudson Valley Railway, which he said was not worth $2,000,000,
while the company had paid for it $5,000,000. He also criticized
the purchase of coal lands and said that the Delaware & Eastern,
now under construction, would compete with the Delaware & Hud-
son. L. F. Loree, the president, answering these criticisms, said
that he has recommended that $1,500 be'set aside each month for
the purpose of examining coal lands south of Wilkesbarre, and
that he thinks it is prudent for the company to purchase additional
coal lands. Regarding the purchase of traction properties Mr.
Loree spoke of the purchase of electric railways by the New York
New Haven & Hartford and the New Y"ork Central & Hudson
River. He believed that it remains to be seen whether the Dela-
ware & Hudson made a mistake in buying the Hudson Valley
property, and said it was his impression that the people from whom
the road was purchased would take it back if such a step was found
advisable. Mr. Loree said there was some doubt about the ad-
visability of giving out detailed information about the Hudson Val-
ley purchase until the transaction is closed. The Delaware &
Hudson now holds between 80 and 90 per cent of the Hudson
Valley stock. President Loree said that he had not made up his
i i how much money the company will need and that another
664
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 20.
meeting of stockholders will be necessary to approve a plan for
financing. He said he believed the earnings would continue at a
sufficient rate to meet present dividend payments.
Interborough Rapid Transit Company, New York. — At the an-
nual meeting of the stockholders on May 8 the following directors
were re-elected to serve for three years: Gai-dner M. Lane, John
Peirce, George W. Young and Alfred Skitt.
Jackson Consolidated Traction Company, Jackson, Mich. — It is
announced that control of this property has been purchased by the
Michigan United Railways Company of Lansing. The latter com-
pany now operates local systems in Lansing, Kalamazoo and Battle
Creek, and interurban roads between Lansing and St. Johns, be-
tween Jackson and Battle Creek, and between Kalamazoo and
Battle Creek. The ownership of the Jackson road will add 30
miles of road to the 153 miles which had previously been operated
by the Michigan company.
Marion Bluffton & Eastern Traction Company, Bluffton, Ind. —
A mortgage securing an issue of $850,000 first mortgage 5 per cent
bonds has been recorded in Bluffton. Of this issue $130,000 of the
bonds will be reserved for future requirements.
Milwaukee Light Heat & Traction Company. — A trust deed to
secure an issue of $30,000,000 refunding and extension mortgage
bonds has been recorded. The Metropolitan Trust Company of
New York and Randolph Radman are trustees.
Norfolk & Portsmouth Traction Company, Norfolk, Va. — Earn-
ings for March and for the three months ended March 31 compare
as follows:
March — 1907. 1906. Increase.
Gross earnings $163,135 $123,173 $39,962
Operating expenses 106,029 SI, 035 24,994
Net earnings $57,106 $42,138 $14.96S
Three months —
Gross earnings $447,204 $366,966 $S0,238
Operating expenses 293.971 237,404 56,567
Net earnings $153,233 $129,562 $23,671
Scioto Valley Traction Company, Columbus, O. — At the annual
meeting of the stockholders the following directors were elected:
Frank A. Davis, E. R. Sharp. E. K. Stewart, W. S. Courtright and
Theodore Rhoades of Columbus: George Eustis and A. B. Voorheis
of Cincinnati: J. C. Hoover of Hamilton. O.; and H. B. Peters of
Lancaster, O. Officers were re-elected as follows: President and
manager, Frank A. Davis: vice-president, W. S. Courtright; secre-
tary and treasurer, Edwin R. Sharp; superintendent, L. C. Bradley.
Trenton Lakewood & Atlantic Railway Company. — Peter
Schlicher filed in the court of chancery, Trenton, N. J., on May 14,
a petition for the appointment of a receiver for this company.
Washington Traction Company, South Charleston, O. — Stacy B.
Rankin was appointed receiver of this road on May 7 by Judge
A. H. Kunkle. The receiver was appointed at the request of the
Guaranty Title & Trust Company of Pittsburg.
West Jersey & Seashore Railroad. — The annual report of this
road for 1906 shows gross earnings of $5,206,2S4, as compared with
$4,652,405 in 1905. Operating expenses were $3,959,914 in 1906, and
$3,388, 72S in 1905. The aggregate amount of construction, equip-
ment and real estate expenditures during the year was as follows:
Electrification, Camden (Haddon avenue) to Atlantic City
via Newfield and Newfield to Millville $4,460,296
Connection between Atlantic City division and Atlantic
City Railroad at Winslow Junction 1S3.174
New lines, etc., in Camden. N. J 522,780
Double-track freight line, Westville to Haddonfield Junction. 244,910
Miscellaneous 122,739
Electric railway and other equipment 559,719
Real estate 19,193
In his report the president, James McCrea, says: "You will
note from the foregoing statement that the construction expenditure
for the year was mainly in the electrification of your railroad from
Camden to Atlantic City via Newfield Junction, and from the latter
point to Millville. This required an independent terminal and
various other changes and improvements in Camden. As the re-
sult of these expenditures the company has one of the most com-
pletely equipped long-distance electric lines in the country, but
as the line could not be put in operation until September IS, 1906,
the close of the season for heavy summer passenger traffic, and
the complete service was not inaugurated until a month later, your
company did not derive any material benefit from its earnings
during the remaining portion of the year. Other important im-
provements, still under way, are the new freight line from West-
ville to Haddonfield Junction and the new overhead connecting
line from Spruce street, on the Atlantic City division, to Van Hook
street, on the Cape May division, in Camden. In connection with
the electricfication of the Somers' Point branch and its use under
the contract by the Atlantic City & Shore Railroad Company, it was
necessary to double-track that branch from Pleasantville to Somers'
Point, for which we shall receive a satisfactory increase in the
rental."
Manufactures and Supplies
Dividends Declared.
ROLLING STOCK.
Houston Electric Company, Houston, Tex., has placed an order
for 10 double-truck cars.
Puget Sound Electric Railway, Tacoma, Wash., has ordered
five additional double-truck cars.
Public Service Corporation of New Jersey, Newark. N. J., has
ordered 200 cars from Cincinnati Car Company.
Aurora Elgin & Chicago has ordered two interurban cars from
the McGuire-Cummings Manufacturing Company.
San Diego Electric Railway. San I'iego, Cal., will build dur-
ing the present year 50 cars for city and interurban service.
Pittsburg & Westmoreland Railway. Pittsburg. Pa., expects
to be in the market soon for four convertible double-truck cars.
Seattle Electric Company, Seattle. Wash., has ordered one
sprinkler car from McGuire-Cummings Manufacturing Company.
Union Electric Company, Dubuque, la., has placed an order
with the McGuire-Cummings Manufacturing Company for one
sprinkler car.
Lacroze Tramway Company, Lacroze, Buenos Aires. S. A.,
has ordered 50 single-truck and 6 double-truck cars from The J. G.
Brill Company.
Washington Railway <£. Electric Company. Washington, D. C.,
expects to purchase soon 25 closed cars with bodies 28 fei
inches in length, to be equipped with maximum traction truck
and two motors of 60 horsepower each.
Virginia Passenger & Power Company, Richmond. Va., has
recently purchased 20 semi-convertible cars from The J. G. Brill
Company. These will have 38-foot bodies and will be equipped
with Detroit type platforms, Brill trucks and General Electric
motors.
Nashville Railway & Light Company, Nashville, Tenn., as re-
ported in the Electric Railway Review of March 9, placed an order
on March 4 with The J. G. Brill Company for 15 double-truck
motor cars for August 10, 1907, delivery. The specifications include
the following details:
Seating capacity.. 44 passengers
Wheel base 4 ft. 6 in.
Length of body 30 ft. 6 in.
Over vestibule 40 ft. 6 in.
Over all 42 ft.
Width, inside 7 ft. 7 in.
Over all S ft. IVi in.
Height, inside 7 ft. S in.
Sill to trolley base. S ft. 8% in.
Track to trolley base
11 ft. 4 in.
Body and underframe
Wood and metal
Special Equipment.
Air brakes National
Bolsters, body Steel
Bolsters, truck Brill
Brake rigging ....Hand and air
Control system. General Electric
Curtain fixtures
Curtain Supply Co.
Curtain material Pantasote
Destination signs Hunter
Door fastenings Bronze
Fenders Company standard
Gongs Dedenda
Hand brakes Peacock
Heating system . . . .Consolidated
Headlights Arc-
Interior finish Cherry
Journal boxes and bearings...
Brill
Motors 4 GE-90
Paint Sherwin-Williams
Roofs Canvas
Safety tread Universal
Seats
..Heywool Bros. & Wakefield
Side bearings and springs. .Brill
Trucks Brill
Varnish Murphy
Ventilators Monitor
SHOPS AND BUILDINGS.
Georgia Railway & Electric Company, Atlanta, common, quar-
terly, 1% per cent.
Washington, D. C. Railway & Electric Company, preferred,
2% per cent.
Indiana Columbus & Eastern Traction Company. — It is re-
ported that this company has taken options on a site for a large-
new union station at Lima, O.. to cost $150,000.
Marion Bluffton & Eastern Traction Company, Bluffton, Ind. —
This company has purchased a piece of land, 20 by 66 feet, in War-
ren, Ind., on which will be erected a concrete passenger station.
Minneapolis Rochester & Dubuque Traction Company, Minne-
apolis, Minn. — M. W. Savage, president, who is connected with the-
International Stock Food Company, has made arrangements to con-
vert the ground floor of the exposition building owned by that
company into a terminal station for the railway company, which
expects to begin construction on its proposed line from Minne-
apolis to Rochester, Minn., and Dubuque, la. The building occupies
222,400 square feet of ground space, and is expected to contain,
besides car storage space, a waiting room, ticket offices, restaurant
and offices. The permanent survey for the line is being made and
most of the right of way has been secured, according to the state-
ments of its officers.
Pacific Traction Company, Tacoma. Wash. — A contract has
been awarded to Miller & Bischu for the erection of a brick car
house, 103 by 113 feet, at South Sixty-fourth street and Union av-
enue, in South Tacoma. A permit for the erection of the building
has been secured and work has been started.
Puget Sound Electric Railway, Tacoma. Wash. — Work has bei n
commenced on the construction of large freight sheds, yards and
May 18, i 7
ELECTRIC RAILWAY REVIEW
665
a supply depot for the use of this company and the Tacoma Rail-
way & Power Company on Puyallup avenue, Tacoma. The freight
business is increasing rapidly and the present accommodations are
inadequate. The freight warehouse will be 200 by 50 feet and
will have tracks through the center of the building and on either
side.
Spokane <£. Inland Empire Railroad, Spokane, Wash. — Work
has been started "n a passenger and freight station at Hayden
architecture and will contain a waiting room, 30 by 30 feet, an
Lake. Wash. The building will be of the Swiss chalet type of
office. 12 by 12 feet, and a baggage room. 11 by 20 feet. The cost
is estimated at $20,000.
Susquehanna Railway Light & Power Company, Lancaster.
Pa. — This company, which has acquired the Lancaster County
Railway Light & Power Company, is planning extensive improve-
ments to the system, including an addition to the car house at
Lancaster, to cost $35,000.
Willamette Valley Traction Company, Portland, Ore. — It is
stated that work on the car shops and barns for this road will be
started within the next 10 days. The company recently purchased
2.", lots in North Springfield, Ore., on F street, between Third
and Seventh, for this purpose. ,
TRADE NOTES.
Wolff Truck Frame Company, Chicago, has removed its office
from Room :>06 to Room 529 Railway Exchange building.
H. P. Walden has been appointed purchasing agent of the
Pullman Company to succeed the late W, A. Hughes.
Taylor Electric Truck Company, Troy, N. Y., has moved its
Chicago office from the eleventh floor of the Great Northern
building to Room 1139 First National Bank building.
D. F. Holman Railway Tracklayer Company has moved its
Dffli es from the Railway Exchange to 1103 Ellsworth building.
Chicago.
Pittsburg Pneumatic Company, Canton, O.. manufacturer of
pneumatic riveters, drills, etc., has opened an ofTiee in the Fidelity
building, Pittsburg, in charge of Charles S. Rea.
Berthold & Jennings, St. Louis, Mo., dealers in timber, poles
and ties, have moved their office from the Chemical building to
Suite 1302-5 in the new Lumbermen's building.
Imperial Pneumatic Tool Company, Athens, Pa., has prepared
plans for an addition to its plant, 84 by 144 feet, to provide addi-
tional floor space and manufacturing facilities to meet the de-
mands of its rapidly increasing business.
Electric Automatic Railroad Safety Signal Company, New York,
has been incorporated witli an authorized capital of $1,000,000.
The directors of the company are Mark Birmingham, C. A. Reed
and D. W. Birmingham, all of New York.
General Electric Company, Schenectady, N. Y., at the annual
meeting of its stockholders on May 14 elected Marsden J. Perry
to succeed the late Gen. Eugene Griffin as first vice-president and
H. L. Henderson to succeed T. W. Henderson, resigned. All the
old directors were re-elected.
Atha Steel Casting Company, Newark, N. J., announces the
appointment of C. W. Owston, Jr., as sales agent, with headquarters
at Newark. Mr. Owston was formerly manager of the Washing-
ton, Pa., and East St. Louis plants of the Railway Steel-Spring
Company and chief inspector of the American Steel Foundries at
St. Louis.
Sarco Company, 906 Sixth avenue, New York, has appointed
Syles R. Fralick, 269 South Canal, Chicago, its representative in
that territory. Mr. Fralick, who was formerly connected with the
Benjamin Electric Company, of Chicago, has an extensive acquaint-
ance in this field and will keep on hand a full supply of the prod-
ucts of the company.
American Machine & Manufacturing Company, Charlotte, N. C,
has been incorporated with a capital stock of $300,000 to manu-
facture and sell electric, hydraulic and steam power transmission
machinery. The incorporators are: D. A. Tompkins, S. B.
Sargent and J. W. Conway. Mr. Tompkins, a large manufacturer
in the south, will be consulting engineer of the company.
American General Engineering Company, manufacturer of spe-
cialties such as self-contained armature heading and banding ma-
chines. Perfect armature and field coil winding machines, handy
armature buggy, fact ature ami field coil forms, car pit
jacks, power coil taping machines, quick-break fuse boxes and
ips, has remove, I Its "dices from 132 Liberty street to 25?.
■Iway, Xew York.
Omaha Mobile Sign Company, Omaha, Neb., has been Incorpo-
apital stock of $100,000, to manufacture and sell a
device by whlcb street ear advertising will travel from one end of
the car to the other, instead of remaining stationary. The Incorpo-
rators are. c. II. Enowles, w. B. Morris, A. A. Patzman, P, C
Wreath, J. B. Dahlman, G. A i, William William, C. H.
■Griffith, A. L. I i Kharas, the latter being thi
! |C|
Wells Brothers Company, Greenfield, Mass., well-known manu
facturer of "Little *'>> I tap dl or plat* . etc.,
has just o] ai :, i West Washington street, Chicago,
In ei,. ordwell & Barton Company. The company will
plati nd ti will
add other tools. The New V"ik store, which is in i aargi ol A. Z.
Boyd, has been removed from 56 Reade street to 126 Chamber
street. The other store of tie- company is located at 149 Queen
Victoria street, London, Eng. The company does a large business
in all of these branch stores, and in each carries a complete stock
of its products.
General Electric Company, Schenectady, N. Y., has issued its
fifteenth annual report, covering the year ending January 31, I'm;
The total earnings for the company amounted to $61,608,831.7
$16,924,981 more than the previous year, an increase of about 4"
per cent. The earnings and expenses of the company are ai
follows:
Earnings.
Sales billed $60,071,882.99
Royalties, dividends, interest and dis-
counts 532,246.19
Profits on sales of stocks and bonds 329,702.55
Profits of security holding companies.... 675,000.00
Total earnings $61,608,821 ...
Expenses.
Cost of sales and depreciation of plants. .$53,106,594.04
Interest on debentures 74,395.01
Total expenses $53,180.9 ■
Profits.
Profits, less patent and miscellaneous
expenses $ 8,427,842.68
Paid in dividends 4, 344, 342. On
$ 4,083,500.68
Written off. lor patents, good will ac-
count, etc 999,999.00
Surplus $ 3,083, 501. 68
Previous surplus 12,027,295.09
Total surplus $15,110,796.77
The balance sheet of the company of January 31, 1907, is as
follows:
Assets.
Patents, fralichises and good will $ 1.00
Cash 3.910,708.85
Stocks and bonds $20,086,790.08
Real estate (other than factory plants) . . 347,488.93
Notes and accounts receivable 22,863,788.76
Advances to affiliated companies 2,922,675.57
Work in progress 3,853,321.23
50,074,064.57
Merchandise inventories —
At factories $19,680,242.89
At general and local offices 2,672,152.60
Consignments 241,511.64
72,667,971.70
Discounted paper 666,607.65
Factory plants (including all lands.
buildings and machinery) 9,000,000.00
$86,245,289.20
Liabilities.
Three and one-half per cent gold coupon
debentures $ 2,047,000.00
Five per cent gold coupon debentures... 55,000.00
Accrued interest on debentures 458.34
Accounts payable 4,010,410.58
Unclaimed dividends 1,465.86
$ 6,114,334.78
Capital stock issued 63,572,800.00
Subscriptions on account of capital stock, an equal
amount being payable April. 1907 780,750.00
Endorsements 666,607.65
Surplus 15,110,796.77
$86,245,289.20
Luring the past year turbo-generators of an aggregate capacity
of more than 350,000 horsepower have been sold. Sales of supplies
and small apparatus, such as meters, direct and alternating motors,
etc., have increased 35 per cent over the previous year. Stationary
motors to the number of 40,365, and aggregating 565,000 horse-
power, were sold. An average of 783 supply orders were received
each working daj' throughout the entire year, as compared with
094 the previous year. The New York Central & Hudson River
Railroad and the West Jersey & Sea Shore branch of the Pennsyl-
vania Railroad were equipped electrically in the fall of 1906 with
apparatus manufactured by the General Electric Company. Ex-
penditures aggregating $3,834,123.80 have been made during the
year for real estate, erection of new factories, extensions, addi-
tional machinery, etc. The sales billed for the first two months
oi' the present fiscal year are more than 50 per cent greater than
al b corresponding time last year. President C. A. Coffin makes
the statement that should this growth in business continue, addi-
tional capital will be required.
Crocker-Wheeler Company, Ampere, N. J., has received an
from the Tennessee Coal Iron & Railroad Company for the
complet electrical equipment of its new steel rail mill at Blr-
mlngham, Ala. The order Includes 15 Crocker-Wheeler ton
rolling mill motors, aggregating about 575 horsepower. The II
W motors is designed for the arduous service of ro
666
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 20.
mills, and has attracted very favorable attention in the steel world
for its ruggedness and simplicity of design. Among the other
purchasers and users of the form W rolling mill motor are the
following: Alliance Machine Company. Bethlehem Steel Company,
Carnegie Steel Company, Illinois Steel Company, Lorain Steel Com-
pany, Mineral Point Zinc Company, Morgan Engineering Company,
PLASTIC RAIL BONDS.
Railway engineers now well recognize the absolute necessity of
properly and amply bonding all rail joints, to reduce the current
loss to a minimum. In many cases, however, rails are not properly
bonded because of the expens- involved in tearing up the streets
Brown Plastic Rail Bond — View Showing Method of Drilling Holes.
Brown Plastic Rail Bond — Sectional View
Showing Position of Holes
and Bonds.
National Tube Company. Pennsylvania Steel Company, Shelby Steel
Tube Company, United Engineering & Foundry Company and
Toungstown Sheet & Tube Company.
General Fireproofing Company, Youngstown, O., has about com-
pleted additions to its plant at Youngstown. which will double the
capacity of the all-steel furniture factory and provide for the lug
bar and girder frame departments, as complete an equipment as
has been possessed for some years past by the herringbone ex-
panded steel lath and expanded metal shops. For the
manufacture of pin-connected girder frames a shop 85 by
200 feet has been erected, with a railroad spur running
through the entire length of the building. Adjoining the
girder frame shop is the steel yard, with stock lengths of cold-
twisted lug bars and the square bars used in fabricating the girder
frames. This bar yard is covered by an electric crane, having 100
feet span and 320 feet long, which has just been erected and which,
because of its unusual size, creates great interest. To accommo-
date the steady growth of the all-steel furniture department a
reinforced concrete building, 00 by 180 feet, and two stories high
has been erected adjoining the old factory. The office building has
been enlarged to accommodate the reinforced concrete department
by the erection of a 2-story and basement addition, 36 by 36 feet.
Cement plaster applied over the herringbone expanded steel lath is
used for the exterior finish, and instead of woodwork in the addi-
tion, all-steel baseboards, moldings, window and door casings and
doors, finished like mahogany, have been used.
to get at the web of the rail, and, for some types of bonds, removing
the fish plates. Further, in many cases, no doubt, engineers have
been discouraged from installing new bonds because of the rapid
depreciation in their conductivity. Engineers will therefore appre-
ciate the great advantage in favor of a bond which can be installed
ADVERTISING LITERATURE.
Concrete-Steel Retaining Wall Company. 805 Traction Building.
Cincinnati, O. — The Bone system of retaining walls, bridge abut-
ments, sea lock and area walls, in which this company is interested
in the capacity of engineer, is described in a pamphlet which pre-
sents illustrations from photographs and from drawings.
Frank Ridlon Company. 200 Summer Street, Boston, Mass. —
A pamphlet calls attention to the facilities of this company for
handling electrical and mechanical work of all kinds, including the
repair and rebuilding of dynamos and motors and the manufac-
ture of spare parts. The pamphlet also includes a list of second-
hand dynamos and motors which are on hand for sale.
Allis-Chalmers Company, Milwaukee, Wis. — Bulletins Nos. 1059
and 1060 are devoted respectively to Allis-Chalmers generators for
direct-current and Allis-Chalmers belted alternators, type "AB."
The direct-current generators are designed for general lighting
wherever machines suitable for direct connection to steam, gas or
oil engines are required. The alternators described in Bulletin
1060 are suitable for lighting and power plants in small towns,
factories, public and private institutions and offices.
Falk Company, Milwaukee, Wis. — This company has just issued
a new general catalogue which is a publication finely illustrated
from photographs. It shows a large number of castings turned
out in the company's steel department, some of which are ex-
ceedingly large, one of them reaching 84,480 pounds in weight.
The castings made by the company which are particularly ap-
plicable fcr electric railway use, include gears and pinions. The
company is also interested in special track work and cast-welded
rail joints. The publication is designated as Catalogue No. 9.
Brown Plastic Rail Bond — View Showing Clamp and Lamps for
Night Work.
without disturbing the pavement or rail joints, and can be in-
stalled in nearly all kinds of weather, without interrupting traffic,
and which is said to be equal in conductivity to five No. 0000
copper bonds and also to have shown a conductance depreciation
of only 5 per cent in nine years.
We present herewith illustrations showing the process of in-
stalling bonds which fulfill the conditions previously enumerated
May 18, 1907.
ELECTRIC RAILWAY REVIEW
667
and a section of the rail joint showing the position of the bonds
installed. The plastic rail bond shown in these illustrations is
manufactured by Harold P. Brown, electrical engineer, 120 Liberty
street, New York. As will be seen from the illustrations, these
bonds cannot be sheared off, and, when placed in the tram of the
rail, every wagon that passes over them tends to increase the con-
ductivity of the joint. Bonds installed in exposed T-rails are placed
in a hole bored through the flange of the angle plate and into, but
not through, the base of the rail.
A special magnetic clamp with shoes to fit any standard rail
has been designed to facilitate the drilling of the holes required
without removing the pavement. The magnet coils of the clamp
are fully protected against moisture and injury, and the whole is
mounted on wheels, so that it may easily be moved from one
joint to another. Lamps are mounted on the clamp to permit
work being carried on at night. Current for energizing the clamp
magnet coils, operating the drill motor and electric lamps is taken
from the trolley wire or contact rails by means of a contact arm
readily removed upon the approach of a car. Special tungsten
steel drills are provided for boring the required holes, which are
capable of drilling 1,000 holes without the use of a lubricant and
without regrinding.
After the holes have Deen drilled it is only necessary to insert
the amalgam composition, which comes put up in convenient, her-
metically sealed packages, put the protective cap in place and the
work is finished. One mechanic and two laborers can, it is stated,
install from 70 to 100 of these bonds per day, which indicates the
small cost of installation.
PORTABLE AIR COMPRESSORS AND THEIR USES.
THE NATIONAL TROLLEY GUARD.
The number of accidents which have taken place at railroad
crossings because of the trolley leaving the wire has caused the
legislatures of several states to enact laws advising the installation
of some device which will effectually prevent the loss of power when
the trolley wheel leaves the wire. Many home-made devices have
been installed for this purpose, but most of them have serious faults
which make them useless in times of emergency. A simple guard
which effectually prevents cars becoming stalled from loss of power
on railroad crossings has therefore been introduced by The National
Railroad Trolley Guard Company, 11 Pine street, New York.
One of the guards manufactured by this company is presented
in the accompanying illustration, which shows it to consist of a
wire mesh shaped in the form of an inverted V, extending over
and along the trolley wire. An advantageous feature of this guard
is is extreme lightness, those of aluminum weighing 13 ounces and
those of copper and galvanized iron weighing but 18 ounces per
running foot. On account of this low weight it is unnecessary to
provide extra heavy poles and guys to support the guards. To
insure perfect contact and durability the meshes are made of No. 10
galvanized and copper wire and No. 9 aluminum wire. They are
fitted with substantial hangers spaced five feet apart. This protec-
tion can easily be installed without changes to the present overhead
equipment.
The construction of the National guard affords ample strength
The National Trolley Guard.
and high electrical conductivity. The use of the wire net reduces
the wind resistance to a minimum and effectually prevents the
accumulation of ice, which otherwise might weigh down the
wire and cause the poles or- guys to fail. The width of the single
i for one wire is 10 inches and the depth of the trough
lies. Provision has been made In the design to accommodate
two trolley wires. Such guards are made 15 Inches wide, and space
the trolley wires G inches between centers, the depth of the guard
being 5 inches. The hangers provided with this guard are drilled
and tapped to take any standard ear. thus maintaining standard-
ization of the overhead work.
The National trolley guard, consisting simply of wire not with
suitable hangers. Is easily Installed and shipped, a guard consisting
simply at a roll 01 patent wire netting cut to the proper length
and a set of bangers for each five feet of length. Therefore this
guard can easily be Installed by a regular line force.
The introduction of compressed air has had a great Influence
in changing methods of manufacture. Some of the operations for
which compressed air may be used are, for operating pneumatic
riveters, hammers, chipping and calking tools, lifts, and also for
the cleaning of cars, blowing out armatures, generator fields and
switchboards. Besides these operations, which are mostly con-
fined to the engine room or car shops, compressed air finds a large
sphere of usefulness in mines for operating drills, hoisting engines,
pumping engines, etc. Compressed air may further be advan-
tageously used for raising water from artesian wells. For many
of these uses, however, if stationary air compressors are employed,
long pipe lines are required, which are costly to install and main-
tain in an air-tight condition, and further, the loss in transmission
through long pipe lines is considerable. Therefore, for many pur-
poses which require only a small amount of air, from 10 to 50
cubic feet of free air per minute, it is much less expensive to
have a small portable compressor operated by electricity, which
can easily be brought to the point where the air is required,
Small portable air compressors having these advantages are
built in capacities of 11, 16, 20 and 50 cubic feet per minute,
arranged as shown in the accompanying illustration. The Christen-
sen air compressor herewith presented is manufactured by tin
Allis-Chalmers Company of Milwaukee, and from the general ap-
Christensen Portable Air Compressor.
pearance the reader will at once recognize the design to I"
identical with that of the compressors of Christensen air brake
equipments, which have given such satisfactory and reliable service
under the most unfavorable conditions.
The Compressor.
The compressor is of the single-acting 2-cylinder trunk piston
enclosed type, with splash lubrication of all the moving parts. The
cranks are set at an angle which gives the best balance of the
moving parts. The connecting rods are of drop-forged steel, the
wrist-pin end being solid, bushed witli bronze, and the crank-pin
end is of the marine type, split diagonally, thus relieving the con-
necting-rod bolts of the greater part of the strain, and also facili-
tating easy access to the nuts for adjustment and for tightening
them. The nuts are prevented from backing off by split pins,
which are inserted in the ends of all bolts.
The crank shaft is of forged steel, ground to the exact diameter,
and carries a double helical gear attached to it by means of two
feather keys set at right angles to each other and by a nut ami
split pin. The helical gear, which is built up of two separate
wheels accurately machined, is mounted on the crank shaft by a
taper fit which permits it to be easily removed. The use of two
keys at right angles permits turning the gear through 90 degrees
and thus causes the gear to wear evenly all around, whereas.
were this provision not made, the year would hen. me worn at two
points ISO degrees apart. curr ■spimdinc. to tile end of tile com-
press!.in stroke when the pressure between the teeth of the geai
and pinion is a maximum. These gears operate noiselessly and
witit a minimum of wear. The valves are made of solid drawn
steel tubing, ground accurately to a perfect fit, and will operate
continuously without the use of oil and will remain tight In-
definitely. These are easil> examined .n replaced h\ ininn iii.l:
the small screw plugs covering the valve chambers should replace-
ment become necessary. The compressor case forms a convenient
and substantial base for the motor, which Is located directly
above it.
The Electric Motor.
The electric motor Is of the series type with form-wound
armature and field colls with insulation of the highest quality ob-
668
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 20.
tainable. The motor frame, wnich also forms the cover of tin-
air compressor crank chamber, is made of low-carbon steel of high
magnetic permeability. The field magnet is of the 2-eoil 4 -pole
type, having two consequent poles, as is usual in motors for this
class of service. The field coils are held firmly in position by two
hook bolts, which pass through the field magnet frame. The
armature is built up of varnished mild steel laminations, keyed
on the shaft between two end plates. The form-wound coils are
held firmly in their respective slots by means of insulating wedges
driven into the slots and by three sets of band wires.
The commutator is of ample si:'..- with mica insulation. The
armature winding is of the 4-pole cross-connected type, requiring
only two sets of brush holders. The brush holders are provided
with an adjustment for the brushes in the form of square blocks
arranged so that the tension can be increased or decreased while
the motor is running. The double helical gear pinion is fastened
to the armature shaft with a taper fit and nut. A special tool is
provided for removing the pinions from the armature shaft, thus
preventing them from being damged by the use of hammers or
wedges In attempting to remove them.
The bearings for the armature shaft are of the ring oiling
type, constructed in such a manner that no oil is wasted or leaks
■over the joints between the motor frame and the cap. Special
oil guards are also fitted on the armature shaft, which prevents
oil from reaching the commutator or armature. These motors
are designed so that they can be started without the use of resist-
ance, it being simply necessary to close the motor circuitf
The Automatic Pressure Governor.
The governor used in connection with the Christensen air
compressor for controlling the pressure within very narrow limits
consists of a Bourdon pressure gauge, the indicating needle of
which is carefully insulated from the remainder of the gauge. One
•end of this needle is electrically connected by a flexible cord to
the source of current. Two adjustable contacts connected with the
solenoids which operate the motor circuit switch are mounted on
the gauge dial.
Its method of operation is as follows: Should the pressure in-
crease beyond the predetermined limit the indicating needle of
the gauge comes in contact with the upper contact point; the
current thus passes through one of the solenoids pulling the
plunger forward and opening the motor circuit. Should the pres-
sure decrease the indicating pointer comes in contact with the
lower contact point, sending the current through the other solenoid,
pulling the plunger back, thus closing the motor circuit. All of
these parts are accessible for inspection and a magnetic blow-out
is provided which effectually prevents the burning of the contact
points.
Reservoir.
The reservoir is seamless, cold-drawn steel, made in one piece,
with the bottom pressed in, and the end of the reservoir shell
beaded over to form a joint, which is afterwards made solid and
tight by brazing and tinning. These reservoirs are tested at 300
pounds hydraulic pressure.
USEFUL TOOLS FOR OVERHEAD CONSTRUCTION.
In the construction of an overhead line many of the seemingly
simple steps in the process of stringing and fastening up the wires
saving of time that may be accomplished with these simple tools
is surprising, and to the saving of time is to be added the saving
in "wear and tear" on the lineman's nerves and the reduction
in the number of lacerated knuckles, which tend materially to
lessen the efficiency of the crew.
One of the most useful devices mentioned is the throw-in
hanger wrench shown in Figure 1. for placing trolley wire hangers
in position on the span or suspension wire. The hanger is first
placed on the span wire, the span wire passing through the lip
of one of the suspension arms and around one side of the hanger.
The wrench is then placed over the hanger, as shown, two lugs
on the under side pressing on opposite sides of the suspension
arms. The handles of the wrench are then twisted around parallel
to the span wire, bringing the other lip of the hanger near to the
wire. The throw-in lever, which is shown projecting downward
in the cut, is then thrown forward, bringing the span wire forward
and upward into the lip. The process is simple and is accomplished
in less time than is necessary to describe it. The wrench is made
in various styles adapted to the different types of hangers manu-
factured by the Ohio Brass Company.
Figure 2 illustrates the cap and cone hanger wrench, for tight-
ening caps on hangers of the cap and cone form when installing
them on the line. The wrench consists of a pair of tongs with
jaws adapted to fit over the hanger and hold it against turning
while the trolley ear or clamp is being screwed into place.
The type D hanger wrench, shown in Figure 3, is of the alli-
gator type, made of drop-forged steel. It will fit interchangeably
tin- hexagonal nuts on the various types of insulated bolts, hanger
caps, etc.
For dead-ending or anchoring trolley wires and for temporary
splicing the trolley wire screw clamp, illustrated in Figure 4, will
be found effective. The two halves of the clamp are brought
together by two screws and it may be used interchangeably with
round, figure 8 and grooved wires, from Nos. 0 to 4-0, Brown &
Sharp wire gauge.
Splicing of trolley wires may be greatly facilitated by the use of
the trolley wire tightener shown in Figure 5, which, like the screw-
clamp, may be used interchangeably with Nos. 0 to 4-0 round,
figure S and grooved wires. The jaws of the tightener hold the
two ends of the wire securely, and as the two turnbuckles on the
sides are screwed up, the ends of the wires are brought together,
so that the splice may be readily made.
More or less difficulty is encountered in removing ears from the
trolley wire if a proper instrument is not used to pry open the
lips of the ear. This operation may be quickly and easily performed
by the aid of the stripping tool showrn in Figure 6, which is adapted
to various forms of clinch ears for round wire. The pointed end of
the tool is placed between the lips of the ear and the trolley wire,
after which a few blows of a hammer on the end of the tool will
open the lips sufficiently to strip the ear from the wire.
A trolley terminal clamp for round or grooved wires is shown
in Figure 7. It is made of bronze, in halves, which are clamped
together by steel screws. The inside of the clamp and the outer
edge of one end are grooved for the reception of the trolley wire.
A "come-along" clamp of more than ordinary strength and com-
pactness is illustrated in Figure 8. This wedge clamp may be used
with round, figure 8 and grooved wires. It secures a powerful grip
on the wire, and the greater the stress the greater the gripping
effect. A blow with a hammer releases the clamp when the wire
has been fastened.
In stringing heavy feeder wires or cables, after the poles and
cross arms are up. the friction of the wire may he greatly reduced
Figure 1.
Figure 2.
Figure 3.
Figure 4.
Figure 5.
Figure 6.
Figure 7.
Figure 8.
Figure 9.
become arduous tasks without the use of proper tools. A number
of special devices which greatly lighten the lineman's work are
being manufactured by the Ohio Brass Company of Mansfield, O.
These devices were designed primarily for the installation of the
company's own overhead equipment, but most of them may be
used with equal success with any standard equipment. The actual
by using the Cook feeder wire sheave, shown in Figure 9. This
sheave is slipped over an insulator pin and the wire passed over
the pulley. By using one of these sheaves to each pole a heavy
wire may be drawn over a number of cross arms at a time with
ease. The groove in the pulley will take wires up to 1% inches
in diameter.
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postofflce, Chicago, 111., as Second-class Matter.
Subscription in advance, including special daily editions published from time
to time in places other than Chicago, postage free:
United States or Mexico. $2;
Canada, $3.60; Postal Union Countries. $5; Single Copy, 10 cents.
New York: 150 Nassau Street
Vol. XVII, No. 21
CHICAGO, MAY 25, 1907
Whole No. 213
TABLE OF CONTENTS.
Editorial:
— Securing Foremen from Steam Roads 669
— Exchange of Freight with Steam Roads 669
— Prosecuting Dishonest Conductors 669
— Electricity on Long Island Road 670
— Car Axles from Scrap Iron 670
— Concrete Trolley Arches 670
— Cars Without Monitors 670
— The Doubtful Adequacy of Urban Fares 671
The Ft. Dodge Des Moines & Southern Railway (Illustrated).. 672
Indianapolis Meeting Central Electric Railway Association (Il-
lustrated) 675
Standardizing Brakeshoes (Illustrated)- 679
Modern Train Dispatching. By J. K-. Gray (Illustrated) 680
The Issuing of Supplies — How to Prevent Leaks. By S. R.
Dunbar (Illustrated) 6S2
Train Dispatching by Modern Methods. By C. M. Stern 684
Convention of the Southwestern Electrical and Gas Association 6S5
Electric Trunk Line Operation 685
Reinforced Concrete Trolley Arches (Illustrated) 687
Hearing of the Interstate Commerce Commission on Chicago &
Milwaukee Electric Railroad Case 687
Committee Meetings, American and Engineering Associations..
Recent Electric Railway Legal Decisions. By J. L. Rosenberger
News of the Week:
— Increases of Wages
—New York Public Utilities Bill Passed
— Strike at Evansville, Ind
— Decisions on Toronto Service
— The Cleveland Situation
Construction News:
— Franchises
— Incorporations
— Track and Roadway
— Power Houses and Substations
Personal Mention
Financial News
Manufactures and Supplies:
— Rolling Stock
— Shops and Buildings
— Trade Notes
— Advertising Literature
Reed Track Drills (Illustrated)
The Milloy Trolley Base and Retriever
688
690
691
691
691
69]
691
693
693
693
695
696
696
699
699
699
Tim
700
700
With the gradual improvement of roadbed, leading to the
adoption of steam road standards, it is not unnatural to find
managers of interurban lines depending
Securing ■ largely upon neighboring steam lines for
Foremen from trackmen, and especially for foremen. The
Steam Roads. possibilities of competing for this class of
special labor have probably not been sug-
gested in more interesting manner than in the words of the
superintendent of a high-speed, rock-ballasted interurban line
in the east, who was asked what particular steps he had taken
to bring about the high operating efficiency of his line. He
laid especial stress upon the track work, and said that the
admirable track work of the line was due to the fact that the
road had been able to secure its pick of the foremen from a
parallel steam line by the simple plan of offering $5.00 more
each month than its steam competitor. He knew of no place
where $5.00 would go so far. He was of the opinion that
many interurban lines, from short-sighted economy, merely
drew the disgruntled and incompetent men from steam roads
when a slight increase over the prevailing salaries paid to
foremen would be productive of marked improvement in road-
bed and hence in operating results.
The hearing before representatives of the interstate commerce
commission in Chicago this week of the charges filed by the
Chicago & Milwaukee Electric Railroad
Exchange of against the Illinois Central Railroad, which
Freight with is reported on another page of this issue,
Steam Roads. disclosed some important facts. Charles
W. Merrllles, traffic manager of the Chicago
fc Milwaukee Electric road, stated that satisfactory traffic
arrangements are held with the Wisconsin Central Railway,
under which freight is shipped in carload lots from Chicago
to Minneapolis. Responding to the question why the road did
not consign in its own cars the cabbage which it sought to
have the Illinois Central road haul. Mr. Merrllles stated that
his road, which owns three box cars, relied upon the arrange-
ment that the railway having the long haul furnishes the cars.
Oneot the principal points which was relied upon to strengthen
the case of the Chicago & Milwaukee Electric road was that
the Illinois Central road promulgated the joint tariff, but
almost immediately canceled it. Mr. Merrllles charged this
cancellation to the influence of the Chicago & Northwestern
Railway. There, are now two cases of this character before
the interstate commerce commission, in which the questions
at issue are similar. The thorough manner in which the com-
mission is proceeding in securing evidence in these cases
indicates that electric railways will have every opportunity
to demonstrate why they should be permitted under the law
to exchange freight with steam railways.
The practice on the part of some conductors of holding or
•knocking down" a part of the fares collected is a problem
which practically every operating company
Prosecuting has been called upon to face and one which
Dishonest has caused a great deal of trouble to the
Conductors. managements, as well as no small pecuniary
loss to the companies. While it is believed
that most of the conductors are honest it is known that some
of them are not, and, although the question of how to deal with
the offenders has been given much careful thought, no method
has yet been devised which has had the desired effect. Five
cents is so small a sum that it is easy for a man to take a
few nickels now and then, and, on account of the compara-
tive security from detection, to let the habit grow on him
before he fully realizes that he is a thief. Moreover, the
general practice of simply discharging dishonest conductors
when detected— which is probably due to the difficulty of
securing evidence sufficient to convict— has not proved suffi-
ciently severe to prevent others from following their example.
The East St. Louis (111.) & Suburban Railroad has recent 1>
suffered from the dishonesty of some of its conductors and
has found thai the practice of discharging them when de-
tected has not been sufficiently severe to eliminate the evil
Consequently the company resolved to adopt harsher meas-
ures tor the sake of example, and, after securing evidence
thai a certain conductor Mad been holding back fares, bad
670
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 21.
him arrested and prosecuted him in the circuit court at
Edwardsville, on the specific charge of embezzlement of $1.20.
The man was fined $1.00 and costs, and given a nominal
sentence of one day in the county jail. Although the penalty
was a light one it is believed that the precedent thus estab-
lished will have a salutary effect in preventing a recurrence
of the act. Another company, the Cleveland Electric Rail-
way, has recently announced its intention of adopting similar
measures. Of course it is in most cases difficult to secure
evidence sufficient to convict, but an occasional example could
be made and the fear of a jail sentence should operate more
strongly to keep men with dishonest tendencies in the right
path than the simple prospect of losing a job.
special track work. While this economical practice is not
new in steam railway shop work, its successful adoption by
one large interurban road proves it at least to be worthy of
thoughtful consideration by others.
In his annual report for 1906 Ralph Peters, president of the
Long Island Railroad, says that a total of about 100 miles of
single track is now operated by electric
Electricity third rail. "Its workings during the year,"
on Long Mr. Peters says, "have been very success-
Island Road. ful, and the service has been reliable and
efficient in every respect; and while it is
not yet economical, owing to the fact that your power is not
fully employed, it has materially increased your passenger
traffic." The company is continuing its heavy expenditures
for improvements, and among the charges to capital account
during the year were the following items: Electrification of
lines. $531,887, and Atlantic avenue trolley line, $198,485. The
statistics of traffic for the year show an increase of 18.8 per
cent in the number of passengers carried, of 22 per cent in
the passenger mileage and of 16.4 per cent in the passenger
train mileage. Passenger earnings increased from $5,076,103
in 1905 to $5,831,453 in 1906, a gain of $755,350. There was a
slight decrease in the earnings per passenger per mile, due
to a lowering of rates on commutation and excursion business;
the average rate per mile was 1.522 cents, a decrease of 0.082
cent from the preceding year. The improvement which is
set forth in the foregoing figures is of especial significance
when it is recalled that in the previous annual report, covering
the operations for 1905, it was stated that the decrease in the
number of passengers carried in that year, as compared with
1904, was caused by a loss of local business due to competition
from trolley lines.
The Master Car Builders' Association recommends that "axles
be made of double-worked fagoted scrap, 16 per cent of new
bar iron worked into the center of the axles
Car Axles being allowed if desired." The process of
from axle manufacture at the Los Angeles shops
Scrap Iron. of the Pacific Electric Railway serves to
illustrate how thoroughly some electric rail-
ways are executing their shop work and meanwhile advan-
tageously economizing in the purchase of raw materials by
reworking scrap iron and steel. New axles are manufactured
from scrap material in this company's repair shops, and a
very serviceable product is obtained. When an old car is
broken up the scrap wrought iron and steel are carefully
sorted and turned into the company's storeroom, their value
being credited to the destroyed car. The storekeeper receives
this material at scrap value, and sells it on work-order requisi-
tions to the blacksmith shop at an increase of 2 per cent in
the cost for handling. Here the scrap wrought iron is cut
into pieces about 16 inches long and bound into packs weigh-
ing 175 pounds each. These bundles of fagots are placed
in an oil furnace and later worked under a power hammer
until a homogeneous billet is formed from each. Three such
billets of reworked wrought scrap are required in making a
4%-inch finished axle and seven bars for a 6-inch axle. The
metal thus obtained is considered very desirable for use in
axles. The large amount of working necessary to form the
billets assures a very tough fiber and a high elastic limit. In
this same way the scrap steel is fagoted and worked into
shapes suitable for filler blocks, such as are used in building
The idea of using reinforced concrete arches instead of
wooden or iron poles for catenary trolley suspension, as de-
scribed and illustrated on another page of
Concrete this issue of the Electric Railway Review,
Trolley is an original one which should be pro-
Arches, ductive of the best results. This system,
which has been developed by E. Darrow,
general manager and chief engineer of the Toledo & Indiana
Railway, and which it is proposed to adopt on the company's
extension from Bryan, O., to Waterloo, Ind.. consists of arches
40 feet high, spaced 650 feet apart, supporting a %-inch steel
messenger cable, from which the trolley wire is suspended
in the ordinary manner. On account of the long distance
between points of suspension, the trolley wire is braced
against swaying by bridle guys anchored to short concrete
poles placed midway between the arches and by additional
bridle guys and sway braces attached to the arches. The
high-tension wires are arrarfged on insulators on the outside
of the arch columns. Although the first cost of this form
of. construction is slightly higher than that of the ordinary
wooden pole construction, the figures as given by Mr. Darrow
being $107 per section for the arches, ready for wires, as
against $90 for poles with brackets, the greatly increased
length of life of concrete as compared with wooden poles is
expected to result in a very large ultimate saving. The life
of an ordinary wooden pole is only about 10 years, whereas
concrete is supposed to last indefinitely. Another advantage
of concrete arches is the comparative freedom from possi-
bility of destruction by lightning.
CARS WITHOUT MONITORS.
In th? design of modern rolling stock there still remains
at least one relic of stage-coach days — the monitor deck. In
keeping with other advancements in car building considera-
tion might well be given the problem of designing a car
without the deck. It exists only as an unnecessary orna-
mental appendage, increasing the weight and decreasing the
strength and cubical capacity of the car.
It is well known that the first requirement of good venti-
lation is a large cubical capacity per passenger, and it is equally
well known that the monitors on cars furnish very little
ventilation, as the air blows in one side and out the other
without being properly mixed with the other air in the car.
It is suggested, therefore, that the use of monitors be dis-
pensed with, and the entire width of the car be carried up to the
same height as the top of the monitors on cars now in use.
thus materially increasing the volumetric capacity of the
car per passenger. Besides furnishing better ventilation it
would create a feeling of relief from congestion, for, though
a car or hall may be actually crowded, a high ceiling has the
psychological effect of eliminating the cramped feeling always
present in places with low ceilings.
The most important gain from an economic standpoint is,
however, the reduction in the weight of the car roof framing.
This is made possible by the more advantageous disposition
of the material, accompanied by an increase in the distance be-
tween the upper and lower members of the truss. Besides
a slight saving in power and reduced wear on the wheels and
rails in braking, there also appears a considerable saving in
the cost of constructing cars in this manner. The lower
cost of construction results from avoiding the expensive tran-
som work on the monitor, and especially is this true of the
all-steel construction, for, if made of steel, the fitting of so
many small parts is very costly, and, if composite, the
wooden parts soon rot and cause the iron work to corrode.
May 25, 1907
ELECTRIC RAILWAY REVIEW
071
From the maintenance standpoint, there are a number of ad-
vantages in favor of abandoning the monitor. Among these
are, that without the monitor the roofing is more easily con-
structed and maintained in a water-tight condition, the ex-
pense of replacing broken monitor lights is eliminated, and
the trolley pole base can be more rigidly supported, thus
greatly reducing the wear and tear on the roofing and the
number of leaks.
An interesting example of reduction in weight is clearly
presented in the trail cars of the Denver City Tram-
way, described and illustrated in the Electric Railway Review
of May 4, 1907. The weight of these cars per unit of seat-
ing capacity is 2S5 pounds, compared with approximately
twice this weight per unit of seating capacity of the old type
trail cars of similar capacity. Another example of new con-
struction which shows the good appearance obtained by omit-
ting the monitor is illustrated by the gasoline motor car
No. 8 of the Southern Pacific Railroad Company.
Ventilation of cars built without monitors can be easily
furnished by ventilators fitted with deflectors placed in the*
turn of the roof at the front and the rear of the car, similar
to those fitted on the cars of the Chicago City Railway.
Increasing the height of the side of the car should be of
advantage in the design of semi-convertible cars, since it would
permit the use of larger windows, thus making them practically
as desirable as open cars. This would avoid, to a great ex-
tent at least, crowding of open cars by passengers who allow
the closed cars to pass only partly filled because of the
better ventilation of the open cars.
THE DOUBTFUL ADEQUACY OF URBAN FARES.
While the main encouragement for the 3-cent fare and
analagous movements comes from persons of socialistic or
other undesirable tendencies, it can scarcely be doubted that
they have been aided in their campaigns by a showing of profits
by some urban railways which are unreal and excessive be-
cause of improper accounting methods. Wide recognition of
this fact is deserved, and it should lead, so far as possible.
to a correction of previous error where mistakes have been
made and to the adoption of clear accounting systems by
managements which have not yet taken up important ques-
tions involved in issuing reports about the integrity of which,
owing to plain provision for depreciation and renewals, there
can be no justified criticism.
It should be borne in mind by those who have studied
the situation that the public' has never been taught, or had
proved the fact that, except possibly in a few instances,
the 5-cent fare in urban communities does not permit ex-
cessive profits if adequate provision for depreciation and
amortization is continued through the life of a limited fran-
chise. It behooves those who, after all, are really most con-
cerned in the success or failure of these low-fare movements,
which at times assume dangerous proportions in different
parts of the country, to show that the true result of a radical
low fare would be confiscation of the properties of the com-
panies. Convincing evidence of the insufficiency of low fares
can be produced only by conclusive figures compiled by the
companies showing the true relation of operating expenses
and depreciation and fixed charges to revenue.
To continue to operate without provision for depreciation
or amortization is to prepare for a penalty that is as in-
evitable as the coming of night following day. Demonstra-
tion of the fact that after these just charges the earnings
remaining for distribution to stockholders are normal, or
less than normal, will constitute an argument against reduced
fares which cannot seriously be denied.
The growth of the fallacy that 3-cent fares are adequate
illustrates the vital need of educating the public on this
important matter. Throughout the years when excessive
dividends have been paid on some street railway properties
ihrre has been but slight recognition of the principle of
depreciation. Companies have assumed either that their fran-
chise rights could not be questioned or that there would be
no difficulty in procuring new ordinances.
The 5-cent fare has been the maximum rate of trans-
portation per passenger for so long a time that custom and
law now sanction it, and any advance at this late day would
be difficult if not impossible to effect. Emphasis, however)
should be laid on the urgent necessity for insisting that if the
5-cent fare is maintained as the maximum rate, it should be
regarded also as the minimum rate.
While it is doubtful if any cure for the 3-cent fare
mania would be so swift and certain as a sudden reduction
to a 3-cent basis of urban street railway fares, with a corre-
sponding decline in employes' wages, quality of equipment
and appurtenances, and the inevitable resultant poor service,
the bankruptcies that would follow would be so grave anil
serious that it is the plain duty of the companies to endeavor
by all rightful means to maintain existing fares.
The low-fare injustice is generally founded on hatred of
wealth, selfish political hopes or other unworthy motives.
For its champions no policy is too radical, no course, even
confiscation, improper. To discourage these movements,
which, if successful, will strip street railway revenue to the
point of despair, companies will undoubtedly be obliged to
do more than explain patiently the inadequacy of 3-cent
fares. It is no less sane and reasonable to advocate 7-cent
fares than it is to urge 3-cent fares. In many communities
there would be more merit in an argument for 6-cent fares
than in the clamor for 4-cent fares. Is there not too little
agitation on one side of this question as well as too much
on the other?
The facts epitomizing the effect of the times on street
railways may be stated as follows: Xot only have labor and
materials increased in cost, but taxes are continually grow-
ing larger. The length of ride for one fare is constantly
increasing through the construction of extensions and
through the transfer system. Because of the enlarged invest-
ments necessary in plant and equipment on account of the
demands and needs of the public, fixed charges are increasing.
At present, on account of the disturbance in the money
markets and the difficulty of selling securities on advantageous
terms, either increased interest rates or other concessions
are essential in order to attract capital for improvements.
Besides all these questions, there is now developing a recog-
nition of the virtue of provision for depreciation of property
and amortization of the investment.
The exactions of the public are insistent in these days
Companies must provide finer cars and must equip them with
new, costly appliances designed to assure comfort, health
and safety to passengers; seats are demanded for each per-
son who chooses to board a car at any time of the day:
motive power must be of modern type; cars must be kept
clean and well heated and ventilated.
The street railway company is so completely helpless
in the city in which its investment is made that periodical
presentation of some of the foregoing facts should be made
in those cities where the low-fare movement is rampant.
The fact that every street railway can so readily be made the
subject of abuse, public and political, is an additional reason
why the company side of this vital fare question should be
presented forcefully and ably in every large community when-
ever a good oportunity is offered.
If the task of providing for the transportation needs and
whims of the populace of great cities is to remain thankless,
there is no good reason why it should also be made un-
profitable.
The Metropolitan West Side Elevated Railway on May 22
opened an extension of its Douglas Park branch from Fortieth
avenue to Forty-sixth avenue and Twenty-second street. Lo-
cal trains will be run every five minutes throughout the day
and during the evening rush hours express trains will be run.
672
ELECTRIC RAILWAY REVIEW
/ol. XVII, No. 21.
THE FT. DODGE DES MOINES & SOUTHERN RAILWAY.
The Newton & Northwestern Railway Company has been
operating as a steam road between the terminal cities of
Newton and Rockwell City, a distance of 101.7 miles, since
1903. In February, 1906, the officers decided to electrify a
part of the existing line, purchase several small street railway
Ft. Dodge Des Moines & Southern Railway — Map.
systems, and construct branch lines. In accordance with
this decision the Ft. Dodge Des Moines & Southern Railway
Company was formed. Soon thereafter preliminary surveys
for proposed lines were made, private right of way was
secured and the work of electrifying the old line and con-
structing the new lines was begun. The first division of the
electric line, from Des Moines to Ames, will be ready for
Des Moines Junction, a distance of about 25 miles, where
connection is made with the main line of the Newton &
Northwestern. From this junction point electric cars are to
be run over the tracks of the steam railway to Ft. Dodge
Junction, a distance of 37.7 miles. At Kelley, 3% miles west
of Des Moines Junction, a branch line seven miles long has
been built to Ames. The company has recently been granted
a franchise to build a street railway on the principal streets
of Ames and to electrify the existing steam railway that is
now operating between Ames and the state college grounds
near that city. From Ft. Dodge Junction, the point where
the electric line leaves the right of way of the Newton &
Northwestern, the tracks again run in a northerly direction
to Ft. Dodge, a distance of 22.2 miles, where physical con-
nection is made with the street railway system of that city,
which is owned by the company. The distance from Des
Moines to Ft. Dodge, exclusive of the Ames branch, is 85.5
miles, and from Des Moines to Ames is 35.9 miles.
Electrification of Steam Railway.
The work of electrifying the steam railway between Des
Moines Junction and Ft. Dodge Junction has practically been
completed. This consisted principally of bonding the rails,
erecting a pole line and stringing the trolley and high-tension
wires. However, in anticipation of the operation of the
electric cars at high speed, it has been found advisable to
ease many of the curves and to reduce the grades.
Track and Roadway.
The track, supported by an excellent roadbed, is laid with
70-pound rails. Between Des Moines and Des Moines Junc-
tion the track work is practically completed. The steel is
now being laid between Kelley and Ames and between Ft.
Dodge Junction and Ft. Dodge. The line from Des Moines to
Kelley and from Kelley to Ames will probably be completed
Ft. Dodge Des Moines & Southern Railway — Timber Trestle 800 Feet Long and 165 Feet High.
operation by electricity on July 1, 1907, and the entire
system, 85.5 miles in length, will be opened for traffic on
September 1.
In the accompanying map the lines of the Newton &
Northwestern and the Ft. Dodge Des Moines & Southern are
shown. The electrified portion of the steam railway is be-
tween Des Moines Junction and Ft. Dodge Junction. The
Ft. Dodge Des Moines & Southern has for its southern ter-
minus Des Moines, the capital city of the state of Iowa.
Entrance to this city is made over the tracks of the Des
Moines City Railway Company.
From Des Moines the line extends almost due north to
before July 1 and the entire line completed before Septem-
ber 1. The steel on the Ft. Dodge division is now laid. On
account of the proposed dual operation of steam and electric
trains the trolley wire is being hung 21 feet 6 inches above
the rails. Tubular iron brackets and No. 0000 trolley wire
are being used.
One of the accompanying engravings, that of the deck
steel truss bridge over the Des Moines river, five miles
south of Ft. Dodge, illustrates the substantial character of
the roadbed structures being erected. This bridge comprises
two 70-foot deck spans 20 feet deep, designed for Cooper's
E45 loading. The bridge abutments are of concrete con-
May 25, 1907
ELECTRIC RAILWAY REVIEW
673
struction. The timber trestle approaches to the river spans
have a total length of 760 feet. Another illustration shows
the trestle spanning one of the canyons, west of Boone, on
the electrified portion of the Newton & Northwestern. This
paratus. The generating equipment is in duplicate, either
set of machines being of sufficient capacity to handle the
load under normal conditions.
Coal is to be delivered to the boiler room by coal chutes
Ft. Dodge Des Moines & Southern Railway — Car Equipment.
trestle, S00 feet long, is 165 feet high over the ravine which
it crosses.
Power Plant.
The generating station is situated on the bank of the
Des Moines river at Fraser, which is practically the load
center of the Ft. Dodge Des Moines & Southern Railway. In
addition to being admirably located for obtaining feed and
from an elevated track. The coal will be hauled from the
mines in bottom-dump cars and delivered to the boilers with-
out rehandling. Along the front of the ash pits is a 12-inch
spiral ash conveyor, which carries the ashes and cinders from
the boiler room to a vertical bucket elevator, which loads
them in cars.
The boiler equipment consists of three Aultman-Taylor
Ft. Dodge Des Moines & Southern Railway — Interior of Engine Room.
condensing water and for the economical distribution of
electricity, the powerhouse is within 1,000 feet of a coal
mine, from which the coal supply is received.
The building, which is of brick and steel construction
throughout, is 90 feet square and 25 feet high to the roof
trusses. It la divided longitudinally Into two rooms, one of
which is used for the boilers and auxiliaries and the other for
the turbo-generators, transformers and other electrical ap-
horlzontal water-tube boilers, equipped with extended fur-
naces, which allow them to burn slack coal, such as is mined
In the vicinity of the station. Each boiler has a rated
capacity of 400 horsepower and is worked under a steam
pressure of 175 pounds. Space is provided for a fourth
boiler. The stack is a concrete-steel structure 180 feet high
and 8 feet in diameter. Boiler feed water is supplied by two
Eppiag-Carpenter duplex plunger pumps (7% and 5 by 10)
674
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 21.
which receive water by gravity from a Harrison open heater
The generating equipment consists ot two Westinghouse-
Parsons 1.250-kilowatt. 3-phase, 2,300-volt, 25-cycle turbo-gen-
erators. The turbines are to be operated condensing and at
a speed of 1,500 revolutions per minute. However, provision
is made in the installation so that in case of accident to the
condensing apparatus, which has a cooling surface of 2,000
square feet, or in case of low water, the turbines may be
operated non-condensing. Circulating water for the con-
densers is drawn from the river through a 20-inch cast-iron
pipe by Wheeler steam driven centrifugal pumps. The con-
Ft. Dodge Des Moines & Southern Railway — Timber Truss Bridge
Across Des Moines River. ■
densation is returned from the turbines to the heater in the
engine room by an Edwards steam-driven (6 by 14 inch) air
pump.
Located in the engine room are two steam-driven 110-volt
exciter sets, a 400-kilowatt 600-volt rotary converter, three
300-kilowatt and three 150-kilowatt water-cooled transformers
and a 5-panel switchboard, which is equipped with necessary
recording and measuring instruments. A general view of the
interior of the powerhouse is shown in an accompanying en-
graving.
Substations.
It is planned to have six 400-kilowatt substations on the
line, but for the present only five will be built. Other than
the converter equipment at the powerhouse, similarly de-
signed substations have been erected at Ankeny. Kelley. Ft.
Dodge and Otho. and another will later be installed at Boone
in connection with a general office building that is being
planned.
Current is generated at the powerhouse at 2.300 volts, is
stepped up to 22.000 and ted 3-phase east and west to the sub-
stations. The substations are each equipped with a West-
inghouse 400-kilowatt rotary converter and three 150-kilowatt
water-cooled transformers.
The car equipment which has already been received con-
sists of ten 3-compartment single-end passenger cars. The6e
cars are 53 feet 3% inches long over buffers and are 9 feet
4 inches wide over sill plates. Each car has 13 reversible
seats upholstered in leather in the main compartment and S
rattan-covered seats in the smoking compartment. The sec-
tion at the front end of the car, set aside for baggage, is 10
feet 6 inches long and is provided with a 3%-foot sliding door
on either side. The motorman's cab. 3 by 3 feet 6 inches, is
located at the left-hand side of the forward end of the car.
The car body is mounted on Baldwin trucks, with 36-
inch steel wheels. There are four Westinghouse Xo. 112
motors. ,
Entrance to the car is had through the sides of the rear
vestibule. In addition to the usual doors, single doors are
provided at the ends for passage from one car to another
when they are coupled into trains. In addition to the passen-
ger cars an express car 47 feet 6 inches long over end sills
has been received. The rolling stock was furnished by the
Xiles Car & Manufacturing Company.
In electrifying a section of the Xewton & Xorthwestern
Railroad care has been taken in the reconstruction work, so
that the regular traffic of steam trains on this railway will
not be interrupted by the electrical installation or later by
the running of electric cars. It is proposed by Mr. J. L.
Blake, general manager of both companies, to maintain with-
out interruption the present schedule of passenger and freight
trains over the entire length of the steam line. The steam
railway passenger trains will be given the right of way over
the electric cars.
Dispatching.
The running of the electric cars will be directed by tele-
phone from the main office at Boone by a dispatcher who will
also have charge of the operation of the steam trains over the
track to be used jointly by the steam trains and the electric
cars. The details of the operation have not yet been per-
fected. It is expected, however, that cars will be operated
under 60-minute headway between Des Moines and Ames
and under 90-minute on other parts of the system.
The general offices of the company and the car barns are
Ft. Dodge Des Moines & Southern Railway — Steel Deck Bridge.
at Boone. For the present the car equipment will be repaired
in the shops of the Xewton & Xorthwestern. A temporary-
building for the storage of the cars has been erected near the
shops.
The organization of the Ft. Dodge Des Moines & Southern
Railway is the same as that of the Xewton & Xorthwestern.
The officials are: President, Homer Loring. Boston; vice-
president and treasurer, F. A. Farrar. Boston; secretary, C. A.
Cushman, Boston; auditor. W. Chamberlain, Boone, la.; gen-
eral manager, J. L. Blake. Boone. la.
The powerhouse construction and all electrical installa-
tions were made under the supervision of J. G. White & Co.,
engineers, of Xew York.
May 25, 1907.
ELECTRIC RAILWAY REVIEW
G75
INDIANAPOLIS MEETING, CENTRAL ELECTRIC RAIL-
WAY ASSOCIATION.
The last regular meeting before fall of the Central Elec-
tric Railway Association was held on Thursday of the present
week at the Claypool hotel, Indianapolis, Ind.. with President
Xicholl in the chair. There were about 100 members present.
The president announced that the next meeting, after a
summer recess, will be held at Columbus, O.. on September 26.
The finance committee reported a substantial balance to the
credit of the association and that comparatively good progress
was being made in collecting the dues from the members.
On motion of E. C. Spring the president was instructed
to represent the association at the Atlantic City meeting of
the American Street & Interurban Railway Association and
to appoint one other member to accompany him.
J. K. Gray, trainmaster Western Ohio Railway Company.
Lima. O.. read a paper on "Modern Train Dispatching." (This
paper appears in this issue on page 680.
When questioned regarding the operation of work trains,
Mr. Gray stated that the rules of his company require that
such trains run as extras and must have orders for all move-
ments. When they desire to run on the main line, having
obtained orders, they must wait for a regular train and run
as its second section. The regular is required to carry green
signals for the work train as its second section, and not to
remove these signals until sure that the work train is in the
clear. The Western Ohio frequently operates as many as
10 or 12 extras at one time, including local freight, work and
line cars.
Several members entered into discussion, regarding which
one. the motorman or the conductor, should handle train
orders. Xo definite conclusions were reached.
The matter of providing orders for operating cars if the
company's telephone lines were disabled was considered. Mr.
Gray stated that when there was trouble on all the railroad
telephone lines, it was possible for station agents by means of
properly located cut-out switches to sectionalize the telephone
line and get into communication with some other agent who
in all probability would be able to get the dispatcher on a
long-distance telephone.
F. D. Xorviel outlined the essential requirements of a
train dispatching system. These comprise simple and brief
rules and a well-made timetable. With these two require-
ments fulfilled the government of trains will be found more
simple. Tn his estimation there is no department that needs
standardization and uniform methods more than train dis-
patching, and there seemed to be no reason why train dis-
patching methods could not be standardized. In closing Mr.
Norviel emphasized the great need for thorough organization
in the train operating department and assurance of the
execution of orders. With this last and greatest require-
ment fulfilled a large number of the delays and dangers
sometimes incident to high-speed interurban operation dis-
appear.
In relation to standardization, Mr. Spring stated that the
books of rules adopted by the American Street and Interurban
Railway Association and the Street Railway Association of
the State of Xew York were formulated more especially by
and for representatives of city railways, and therefore are not
wholly applicable to interurban operating conditions in the
middle west. On motion of Mr. Spring the association in-
structed the chair to appoint a committee of five to report
to the association recommending a set of rules for the "Opera-
tion of Trains." This is understood to mean not only rules for
the conduct of employes connected with the operation of
trains but also recommendations for a uniform method of
train operation. The committee later appointed comprises
P. D. Carpenter, general manager Western Ohio Railway
any. chairman; C. X. Wilcoxon, general manager Cl<
land Southwestern k Columbus Railway Company; F. J. J.
Sloat, general manager Cincinnati Xorthern Traction Com-
C D ijnmons, general manager Fort Wayne & Wabash
Valley Traction Company; C. A. Baldwin, superintendent of
transportation Indiana L'nion Traction Company.
Mr. M. C. Stern, General Systems Company, Dayton, O.,
read a paper on "Train Dispatching by Modern Methi
(This paper appears in this issue on page 684.)
The association then adjourned for lunch and to inspect
an exhibit of the Telegraph Signal Company, Rochester, X. Y.
This demonstration of an entirely new method for controlling
train movements and signals was in charge of Chauncy P
Button.
This very ingenious mechanism for attachment to tele-
phone or telegraph systems, when installed at each station,
automatically closes the circuit in from 15 to 20 seconds after
a telegraph operator has allowed his key to remain open;
it enables the dispatcher to quickly clear the wire of a
"ground" at any station when an operator along the line has
carelessly failed to remove the ground plug from switch-
board; it enables the dispatcher to sound an alarm bell at
any office or in the living apartments of any operator along
the line and it also enables him to throw any semaphore signal
on his district from a position of clear to danger in a period
of from 25 seconds to two minutes, the operation for each
station taking two seconds longer than the one preceding it.
When the dispatcher has thrown the semaphore from clear
to danger, there is automatically repeated to the dispatcher
the number of signal that has been thus controlled.
If the dispatcher is in doubt as to whether an operator
has thrown his semaphore signal to danger, he can quickly
ascertain in less than two minutes by operating the device.
He will receive an answer from that particular station, the
same as though he had operated the semaphore signal him-
self. Then if the operator has failed to throw the signal the
dispatcher, of course, by using the device, will throw the
signal to danger.
Another marked feature is that by using this device.
bridging the keys and also bridging the ground wires, it abso-
lutely makes it impossible for an operator, who is so inclined,
to interfere with the calling of an operator by an alarm bell
or in placing a signal at danger, at any station, as the only
method of interruption would be by cutting the wire.
This device works as successfully on telephone as tele-
graph lines, and when applied to a telephone circuit, permits
a train dispatcher to throw any semaphore signal on his dis-
patching district to a stop position in a few seconds' time,
the first signal operating in five seconds, the second in seven,
and so on. The device was invented by S. R. Wright.
The first paper of the afternoon session was read by
S. R. Dunbar, purchasing agent Indiana Union Traction Com-
pany, Anderson, Ind., and will be found in this issue on
page 682.
There followed a general discussion on storekeeping with
special regard to the handling of "scrap" accounts and main-
taining the stores within predetermined maximum and mini-
mum limits.
W. H. Evans, chairman of the "Standardization Commit-
tee," read his report as follows:
Report of Standardization Committee.
Your committee appointed to investigate the subject and
recommend standards for adoption of this association, as
they apply to traction railroads, held meetings at Indianapolis
on April 25, 26 and 27. and investigated the subject of stand-
ards, principally on the line of the recommendations which
were made by our association in convention assembled at
Ft. Wayne on September 27, 1906, and with particular refer-
ence to the following subjects: Brakesboes, axles, journals
and journal boxes, tread and flange of wheels and rails for
street and interurban railways.
After carefully considering the various subjects, your
i j ittee would deem it advisable to make a partial report
;i i this time, in order that this can come before the associa-
tion lor consideration at this meeting.
In the discussion of the advisability of standards it was
evident that it would not be possible to arrive at any happy
medium between the various types and classes of material
now iii UBe by the different traction companies servinu
purpose for which we desire to adopt standards, but rath
676
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 21.
would be necessary to arbitrarily select a standard and deter-
mine the dimensions which we consider advisable tor these
different parts. Any slight variation in the dimensions would
necessarily interfere with the interchangeability of the parts
and prevent, to a large extent, the object to be accomplished
by standardization, that is, the selection of material and
parts which would be of the same pattern and dimensions
and common to the different roads forming this association.
Brakeshoes.
It was decided to recommend the use of a brake head
and shoe similar to the one which is now standard on the
capacity motors reducing the variety of axles to four sizes,
as indicated bv the axle journals, 3% by 7, 4% by 8, 5 by 9
and 5V2 by 10.
The various dimensions as given on these axles were the
subject of considerable discussion by your committee, and
while these dimensions very nearly approach those of axles
already in service on the various types of motor trucks, it is
the opinion of your committee that these dimensions can be
faithfully followed to advantage in remodeling or rebuilding
trucks already in service and to cover all future orders for
equipment.
We would particularly recommend the advisability of re-
Standardization Committee Report — Controlling Dimensions for Pedestals and Pedestal Jaws.
steam railroads, but adapted to a wheel tread three inches
wide and consequently the shoe will be 2% inches wide, as
shown in the attached drawings. (See illustrations.) Your
committee is decidedly in favor of the shoe without the flange
where it is possible to use these shoes with trucks which
permit the use of brakebeams, since, in our opinion, much
greater economy can be effected with the use of this type
of shoe than with the flange shoe, and it is necessary to scrap
a considerably smaller portion of the shoe. This shoe can
also be reversed on the same wheel and requires but one
pattern for all types of trucks, and can also be used, should
occasion require, on wheels with the steam railroad standard
width of tread.
However, we consider it advisable to include in our
during the journals to these standards, and also consider it
very desirable to inaugurate a standard for gear fits and
also for motor axle bearings, and while it may be necessary
to vary from the dimensions, as recommended, for some
particular style of motors or trucks, if these particular dimen-
sions referred to above are adhered to, a decided benefit will
be obtained.
Journal Boxes.
In connection with the axles already recommended we
recommend the adoption of journal boxes which conform in
detail to the dimensions commonly used with axles with jour-
nals of the dimensions as recommended and which have be-
come standard on the various equipments on the steam roads.
-i$-
f-
Sec ton of Sfandard Tread and flange ror
Ctfy ant/ Inferur&ar? Whee-fs
Sechcn of Sforiddra' 70 /6 T-fPai/offhe
American <Soc/efy of Ciwf £yrgineerv.
Znferurban JL/nes
/Fecf/on of Sfandard ' P- '9/ '/6 l^rrai/ for C/ft/ L/nes
Standardization Committee Report — Recommended Wheel Tread and Flange and Standard Rails for Street and Interurban Use.
recommendations a flange shoe which fits the same brakehead
and can be used where desired in place of the shoe above
recommended.
Your committee makes no recommendations as to the
attachment of brakehead to the brakebeam, as this portion of
the head will necessarily take the form of the various types
of beams to which it is to be attached.
We would, however, recommend that with 3-inch tread
wheels the center-to-center of brakeheads on the same beam
shall measure 59% inches. .
The attached drawings, covering the brakeheads and
brakeshoes, are respectfully submitted. (See illustrations.)
Axles, Journals and Journal Boxes.
We would respectfully submit the attached drawings,
covering axles for the various weight cars and different
The dimensions of these various parts of journal boxes, jour-
nal bearings and bearing keys are generally familiar, and
your committee has not considered it advisable at this time
to prepare detail drawings covering the dimensions of these
parts. However, we desire to call particular attention to the
dimensions of the boxes where they fit the pedestal jaws, as
it is principally in this particular that the motor journal box
differs from that commonly used in other trucks. We, there-
fore, submit the drawings attached, showing the dimensions
where the journal boxes for the different axles fit the pedestal
jaws. It will be noted that the dimensions of the boxes at the
pedestal jaws are the same for the journal. Z% by 7 inches, as
for the iVi by 8 inches, as it is found that this can very
readily be accomplished, and it would, no doubt, be an ad-
vantage, as it frequently occurs that it is desirable to put in
a 4% by f> inch axle in place of one 3% by 7. These. dimen-
May 25, 1907.
ELECTRIC RAILWAY REVIEW
r.77
sions for the 5 by 9 and 5'/£ by 10 inch journal boxes are
what have usually been the practice on trucks where these
axles have already been used.
Tread and Flange of Wheels.
We would respectfully submit herewith a drawing of the
tread and flange of wheels of dimensions which conform to
Rails for Street and Interurban Railways.
We would recommend the adoption as standard of what
is known as the T-section rail for both city and interurban
work.
For city tracks we would recommend what is known as
the 7-inch T-rail section. 91 pounds to the yard, as shown in
Standardization Committee Report — Recommended Brakeshoes, Key and Center-to-Center Dimensions.
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Standardization Committee Report — Axles Recommended for Various Loadings.
recommendations made a1 Ft. Wayne on September 27, 1906. the attached drawings, This section of. rail and others very
In the opinion of the committee this tread and Bange can be similar to ii have been used successfully on man] of the large
d equally well on city and Interurban tracks, and was systems in the country, and in our opinion can well be adopted
selected after a careful Investigation of the types of wheels as standard.
-. man; of the largest traction companies in the country. For interurban tracks we would, recommend the Ameri
678
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 21.
can Society of Civil Engineers'
standard section, 70 pounds to
the yard, as shown in the at-
tached drawing. This rail is
commonly used on interurban
lines in the territory covered by
our association, and so far as we
have any information it has
given very good satisfaction and
appears to be of sufficient
weight to amply take care of
the interurban traction car re-
quirements.
Respectfully submitted: W.
H. Evans (chairman), R. C. Tay-
lor, Fred Heckler, M. E. Baxter,
W. A. Gibbs.
In introducing the report
Mr. Evans explained that several
subcommittees with chairmen
had been appointed to handle
the various phases of the work,
as follows: Standardization of
height of drawbar and coupler,
R. C. Taylor, superintendent of
motive power Indiana Union
Traction Company; standardiza-
tion of trolley base, wheel and
parts. M. E. Baxter, electrical
engineer and master mechanic
Western Ohio Railway Company;
standardization of classification
lights and signals, W. A. Gibbs,
general manager Indiana Colum-
bus & Eastern Traction Com-
pany; standardization of founda-
tion brake rigging and parts,
Fred Heckler, superintendent of
motive power and cars Lake
Shore Electric Railway Com-
pany; standardization of elec-
trical equipment. R. C. Taylor,
superintendent of motive power
Indiana Union Traction Com-
pany.
It was decided not to adopt
at this meeting the report of the
'Standardization Committee,"
but to distribute copies in
printed form and thoroughly dis-
cuss the subject at the next
meeting.
Messrs. McAdam and Woods
of the Indiana railroad commis-
sion spoke regarding the rela-
tions between the state and the
interurban railways. It was cited
that whenever the freight earn-
ings of a road become more than
33 per cent of that road's total
earnings, then the board of rail-
road commissioners has jurisdic-
tion over its operations. This
commission has ready for im-
mediate distribution on request
a late and accurate map of the
railroads and interurban lines
in Indiana.
On account of the lateness
of the hour it was decided to
postpone hearing the report of
the committee on "Express Con-
tracts" until the next meeting
of the association, after the sum-
mer recess, at Columbus in Sep-
tember.
Present Equipment
Peckhkm Truck
Proposed Equipment
Brill Truck
Present Equipment
Brill p?-C Truck
Proposed Equjpmen t
Brill '£?& Truck
Proposed- Equipment
8rill&~F-I Truck
Presemt Equipment Proposed Equipment
Dupont Truck Dupont Truck
Standardizing Brakeshoes — Present and Proposed Equipment with Standard Shoes.
May 25, 1907.
ELECTRIC RAILWAY REVIEW
679
STANDARDIZING BRAKESHOES.
The report of the standardization committee of the Cen-
tral Electric Railway Association, which was presented before
the meeting at Indianapolis on May 23, recommended the
adoption of a standard brakeshoe for all equipments. It was
Traction' & Terminal Company, has considered for the use
of this company's equipment, new attachment details for the
various types of shoes now used in Indianapolis. Reference
to the accompanying illustrations will aid in the explanation
of how it has been found feasible to adopt a standard shoe,
thus dispensing with 10 different patterns for brakeheads and
Standardizing Brakeshoes — Present Shoe and Head at the Left, with Flanged Shoe and Attachment Conforming to Recommended
Practice at the Right.
proposed to use a brakehead and shoe similar to those now
standard for steam railroads. As the wheel tread also recom-
mended was 3 inches wide, the shoe would be designed 2%
inches wide and in detail, as shown in the illustrations ac-
companying the report presented elsewhere in this issue.
While the committee recommended the use of a shoe without
flange it also included in its report a recommended design
replacing these by one which would be designed to hold the
recommended standard shoe. It also should be noted that
this shoe is interchangeable with the type adopted by the
Master Car Builders' Association and now universally used
on steam railway equipments, the attachment features of these
being the same. The illustration presented on the opposite
page, and which was reproduced from a line draw-
standardizing Brakeshoes — Present Practice Shown at the Right, with Flanged Shoe and Attachment Conforming to Recommendation
at the Left.
of shoe with (lunge for use on trucks without brakebeams.
There wus no recommendation made as lo the attachment
of the brakehead to the brukebeam. since, necessarily, this por-
tion of the head must take the form of the various types of
beams which will support it. The committee, however, did
recommend that with the 3 inch tread wheels the center-to-
center distance between brakeheads on the same beam should
measure 59 ' i inches.
\\\ ii. Evans, master mechanic of the Indianapolis
ing, shows 10 combinations of brakeshoes and heads. The
five combinations on the left-hand side of the illustration are
brakeheads with shoes, each of which requires both right
and left handed patterns, and none of which is interchangeable
willi the others. It also should be noted that none of the shoes
on the left-hand side of the illustration is reversible
The five combinations shown on the right-hand side of
the illustration include various brakeheads, each carrying a
shoe of the recommended standard dimensions. Thus at-
680
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 21.
tached these brakeshoes are both reversible and interchange-
able. The various heads are designed so that when attach-
ing no changes need be made in the present beam arrange-
ment and yet very desirable features of interchangeability
and reversibility are provided.
It is well known that the present design of shoe, such
as used on many interurban roads, can only be worn to about
half its original weight, so that 50 per cent of the metal
purchased must be sold as scrap. This undesirable feature
has been well taken care of in the recommended standard
shoe, since it so closely approaches the steam railroad practice
MODERN TRAIN DISPATCHING.*
BY .1. K. GRAY, TRAINMASTER WESTERN OHIO RAILWAY COMPANY,
LIMA, O.
Not until recently have the managers of electric railways
given very much attention to the most important part of train
operation, the dispatching of trains. They have, however.
lately come to realize that it is just as important to safely
dispatch electric trains as steam trains. Both should be oper-
ated as nearly in the same manner as conditions will permit.
There are still some electric roads that operate without a
train dispatcher, but use the barn foreman or some centrally
Standardizing Brakeshoes — Present Shoe and Head Shown at the Right. Flanged Shoe at the Left Conforming to Recommended
Practice.
and permits a minimum amount of scrap. Such a shoe weigh-
ing 20 pounds when new should wear to about four or five
pounds for scrap.
Much credit is due to those who have taken the initiative
and thus far carried on the details tending toward a standard-
ization of electric railway rolling stock.
Steel Cars for Cement.
The United States Steel Corporation is ordering 200 all-
steel box cars for it's cement business in the Pittsburg and
Chicago districts. The corporation made 2,076,000 barrels
of its Universal Portland cement in 1906, against 1,735.343
barrels in 1905. These all-steel box cars will have sides of
steel plates, % inch thick, which will be amply reinforced.
The total weight will, it is expected, run about 3,000 pounds
less than the weight of comparable wooden box cars. There
is not the advantage there formerly was in owning private
cars, as concessions allowed by the railroads are very small.
The Steel corporation in this move is actuated chiefly by its
desire to foster this new branch of the steel car business by
setting a good example. It will be recalled that the Carnegie
Steel Company was the first to use all-steel hopper cars, its
example being followed by the regular railroads. At one
time the company contemplated, so it was understood, the
erection of a complete plant for the manufacture of steel
cars, but desisted in connection with the famous contract for
plates with the Pressed Steel Car Company, by which the
latter was given plates on a sliding scale, based on the ascer-
tained average selling price of bessemer pig iron. — Industrial
World.
located, trusted employe, who does this as a kind of a side
line along with his regular duties. This system seems to work
very well where trains run slowly. When a train arrives at a
given meeting point, in most cases the motorman calls up
the barn or shops and says to the acting dispatcher. "This
is Brown at Siding Xo. 4; Jones is not in sight"; the acting
dispatcher will say, "Jones left Yorkville 15 minutes late:
stay there until he comes," which they do. making a collision
impossible; or if the telephone is not in working order the
crew just sits down and waits for the opposing train.
The modern dispatching system is handled by a trust-
worthy man, preferably taken from the train service, where
he has been for a period of time long enough to acquaint
himself with every inch of the property, and to be thoroughly
competent to hold a position where safety to both passengers
and property must be assured regardless of cost and the
speedy operation of trains, at the same time giving all possible
dispatch with safety.
The dispatcher's office should be in a large, well ventilated
room with plenty of light, and the door locked to all, for the
presence of any person in the dispatcher's office is liable to
distract his attention and cause him to make a mistake.
His office should be centrally located as nearly as possible
so he can communicate with the trainmen distinctly, directing
the movement of trains in addition to the movements pro-
vided for in the rules and timecard.
When the printed timetables, showing the meeting and
passing points, and the time of all scheduled trains, and the
rules directing how these trains are to proceed with relations
to each other, are studied by all concerned, thoroughly under-
stood by all, and faithfully observed, collisions will not occur.
There should be a good desk set where the telephone line
is on the same poles on which the high-tension transmission
line is carried, for it has happened that a live high-tension
♦Read before the Central Electric Railway Association. Indian-
apolis, on May 23.
May 25. 1907.
ELECTRIC RAILWAY REVIEW
68]
wire has fallen on the telephone line and had no bad effect
whatever on a desk set; where the telephone line is on a
separate line of poles, a cordless telephone board, equipped
with 2-way cams and numbered drops, will give excellent serv-
ice, but a live high-voltage wire falling on a line connected
with this box will render the same unfit for service at once.
A regular train sheet must be kept, and all train move-
ments recorded, just as soon as any train reports or is re-
ported, and when one dispatcher relieves another all orders
THE WESTERN OHIO RAILWAY CO.— TRAIN ORDER.
Order No
To Motorman ami Conductor. Date
No Motor at Siding
1 Meet No Motor at Siding
_• Meet X.i Motor at Siding
:i Meet No Motor s..at Siding
.". Report at Siding
6 Proceed to Siding against No and report.
7 No of this date is annulled between and
8 X.. will run ahead of No to
9 Run as Section No from to
10 Will run Extra from to and return to
Complete at M Despatches
Form of Train Order. Western Ohio Railway.
must be written on the prescribed form and placed in a con-
spicuous place so there will be no misunderstanding.
There should be three dispatchers daily, each working an
S-hour trick, to produce good results.
In order to obtain good results from trainmen the; are
first required to pass the examinations specified by the com-
pany, which include eye, ear and physical, stripped; if they
qualify they are given a rule book and timecard with instruc-
double check. The train order is In n placed in a clip fastened
on the window sash directly in front of the motorman :
conductor places his copy in a clip in the rear end provided
for him; thus both orders are in plain sight until fulfilled,
superseded or annulled. We prefer the motorman. but permit
either the motorman or conductor to receive orders from the
dispatcher, for the purpose of causing the least possible delay;
our telephone booths are located at the switchpoint of sidings
so that when the conductor opens the switch to allow his train
to take siding he is right at the telephone booth, while the
motorman is on the car probably 100 feet from the booth; thus
by having the conductor report and receive the train order \\.-
save a delay of possibly two or three minutes. In towns or
cities the motorman invariably takes the orders, as the con-
ductor is busy at the rear platform while at stations.
The telephone is used altogether for train dispatching on
our road and excellent service is obtained; 80 miles con
of two No. 9 galvanized iron wires carried on cross-arms in
the usual manner, on the same poles underneath the high-
tension transmission lines and transposed every 10 poles to
prevent interference from parallel power and feeder lines;
'■'/I miles consists of two No. 12 copper lines, constructed the
same as the iron line with the exception of the transposing,
which is lolling every 10 poles.
On this line all the dispatching and commercial conversa-
tions are carried, keeping the line very busy at times: but
if proper attention is given to the telephones and telephone
line, good results will be obtained. There are 28 telephones
on the line at all times and 38 telephones located in telephone
booths that have cut-out switches. By connections, using just
the ordinary 1-way switch, the dispatcher can communicate
with Dayton, a distance of 60 miles: also with Toledo city
limits, a distance of 94 miles; also with New Haven. Ind.. a
distance of 72 miles: also with Springfield, a distance of 7"
miles.
This road is divided into three divisions, viz., Findlay-
Train Dispatching, Western Ohio Railway. — Telephone Booth at
Siding.
*"*^J
Wi fisn
4
1
I.
■
i
r ' \
Train Dispatching. Western Ohio Railway — Dispatcher's Office.
tions to study carefully; the student is then placed on a train
with a competent man who teaches him everything possible
pertaining to his division. After the new recruit has learned
a division, he is called to the office and examined thoroughly,
especially on train orders; after he has learned all the divi-
sions he is again subjected to an examination. If he under-
stands the rules and train orders thoroughly he is then per-
mitted to operate a train with an old trainman, either motor-
man or conductor, as the case may be.
To obtain orders from the dispatcher, on the road I repre-
sent, the motorman or the conductor, as the case may be,
Into a telephone booth 3 by 3 by 8 feet with- a window
In >ach side IS by 21 inches, giving one short ring, which
calls the dispatcher, giving his train number and siding num-
ber to the dispatcher, who gives such orders as are necessary;
the conductor or motorman, as the case may be, repeats the
order as it is given and writes the same on the prescribed
form, making two copies by the use of carbon paper. He
then repeats the order back to the dispatcher, who checks
it from the original order just given and if the same is correct
the dispatcher will complete the same by giving the time and
his initials. The motorman retains one order and gives the
other to the conductor, who reads the order over to the motor-
man before the train is allowed to proceed, thus causing a
Celina division, a distance of 68 miles, operating 7S passenger
trains and 8 freight trains; the Wapak-Piqua division, a
distance of 32 miles, operating 50 passenger trains and 4
freight trains: and the St. Marys-Minster division, a distance
of 12 miles, operating 24 passenger trains and 4 freight
trains. Besides the above trains we operate a line car and
work train daily except Sunday.
A novel feature in tunnel design devised by Charles M.
Jacobs, the chief engineer of the Pennsylvania Railroad tun-
nels under the Hudson river, is found in the screw piles, which
will be placed at intervals of 15 feet throughout the length
of the tunnels. While the silt forming the bed of the river
is sufficiently tenacious to hold the tunnels in perfect align-
ment during construction, ii was not considered firm enough
to do so when the tunnels are in use. To forestall this possi-
ble danger screw piles will be sunk to a solid foundation, and
upon them the tunnel proper will rest. The piles will be 27
inches outside diameter, and the shell will \>r 1 '4 inches thick
The sections will be 7 feet in length, and will be bolted to-
gether through internal flanges. The lowest section will be
cast with one turn of a screw 4 feet 8 inches in diameter. —
Scientific American.
682
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 21.
THE ISSUING OF SUPPLIES— HOW TO PREVENT
LEAKS.*
B. S. It. W N'fAt. Pl'RCRASINIi IGEXT I X 1 > I A N \ IM.iV THAI
c OMPANV, ANDERSON, INI).
A railroad, more than any other concern, it seems to me.
must trust a great deal of valuable property to the hands
of its employes. It places as many safeguards as possible
about the handling of its cash and its cars, but is everything
done which could be dene to insure a proper use. as well as
a proper issuing, of its material?
The cash is the heaviest problem, of course. What we
do not ger might pay for an accident or two. with a little
material thrown in. but what fails to reach the treasury has
to accomplish its disappearance before the eyes of at least a
few people. When a car is put on the road with its load of
humanity or freight, a great deal of property and life is
entrusted to the crew and the dispatcher. They cannot dis-
appear with it. but they can cause great loss. Unlike either
of the foregoing, material can disappear and no one know
where.
Preventing Leaks After Issuance.
The possibilities of loss do not stop with the issue of
supplies from the storeroom, by any means, and if the title
of this paper does not limit me to consideration of leaks
before and at issuance I might suggest that one of the biggest
problems is the care of material, tools and supplies after they
leave the storeroom. The only ways to prevent leaks and
waste after supplies are issued require continual vigilance
on the part of the heads of departments and a policy of hold-
ing each employe strictly and individually responsible for all
company property which may come into his hands.
Nowadays the concern which does not know just what
its product should and does cost will not live to bother its
competitors long. In order that the cost may be known, some-
one must know just how much material and. time are neces-
sarv to accomplish the work in hand. We know that a rail-
road, with many of its workers away from any possibility of
strict supervision, is up against difficulties which are hard-
some of them impossible — to overcome, but a system of re-
ports can be devised which will prevent excessive waste or
loss.
Railroads generally supply most of the inhabitants in
their territory with a complete set of tools before construc-
tion is over, but afterward 1 believe that absolutely no tool
should be issued until the old one has been turned in, or
additional tools are shown to be necessary.
As has been implied, there are. in my opinion, fewer
difficulties in the way of properly issuing supplies than there
are in the wav of a proper use and care of them. There is
an impersonality about a railroad which has its effect upon
all who are employed by it: what loyalty there is more often
is felt toward the head of a department, rather than toward
the company itself. As the storeroom is concerned with all
the departments, this -impersonality" has less effect, and.
partly for that reason, the storeroom can be dealt with more
strictly and exactly. The proper use and care of supplies
will, I believe, always be more or less of an unsolved problem,
but to mv mind that is not the case with a storeroom. Leaks
in the issuing of supplies can be prevented. The problem
is solved bv merely having a good system and sticking to
that svstem. It is possible to do both, but, necessarily, as
in all kinds of work, good tools (in this case a good system)
should be in good hands. Good men are needed in the store-
room just as much as on any other part of the road. In
fact I would rather have enough good— that is, accurate and
careful— men and a poor system, than cheap help and a good
svstem.
The Storeroom.
The storeroom serves two purposes, that is. the holding
of material in stock for use as needed and serving as a
suspense account, so that charges are not made to the operat-
ing and other accounts until the material is actually used.
Both are important, equally so as far as the storekeeper is
concerned, although the auditor and the master mechanic may
not agree as to which is the more important. I shall prob-
ably be unable to keep the stock and the accounting entirely
separate because what affects the one affects the other, but
that there are two objects to be served should, nevertheless,
be borne in mind. And as the subject is partly "How to
Prevent Leaks," I shall not try to describe the leaks, but
possibilities of one or more leaks will be found lurking some-
where near each suggestion that follows.
The starting points— the very foundation of our system,
and without which there can be no system at all, but every-
•Paper read before the Central Ele.tric Railway Association,
;ananolis. fold., on May 23, 1907.
thing left wide open for all kinds of leaks — should be a
locked storeroom with big "Keep Out" signs over the inside
gates, and well understood rules to the effect that nothing
can be obtained from the storeroom without proper written
authorization. The material and supplies in the storeroom
represent cash to the company, are handled as cash in the
accounting, and should be safeguarded the same as cash.
Requisitions.
To go with a locked storeroom must be rules that only
someone of the storeroom force can give or take out material.
The storekeeper cannot be held responsible unless he can
prevent supplies from being stolen, or from being improperly
issued or taken out.
The written authorization to obtain supplies should be
on a specified form, generally known as a requisition, num-
bered if possible. As the requisition serves as the basis for
the charges to the different accounts, as well as the authority
on which the supplies are issued, the auditor should be at
least concerned in getting up the form and in the instructions
to be given in regard to its use.
The requisition is the cornerstone of any storeroom sys-
tem. After the material has been issued on it. it takes the
place of the material, so far as the accounts go, and must be
treated as carefully as a voucher for a cash payment would be.
If lost, or if misappropriated by the guardian of some source
of expense because his accounts have been running high, no
charge can be properly made, and the storeroom will be
"short." It is important, therefore, that requisitions not only
ORIGINAL
Indiana Union Traction Company.
PURCHASING DEPARTMENT.
Anderson. Ind.,
_f. o. b.
Ship items as shown, by
upon conditions named below, to
Mail Invoice In duplicate lor each shipment to General Offices. Andersen. Ind.
Render Monthly Statement of Account promptly on first of each month
iV.-itirely no allowance for Boainc or Cartage.
NOTE' Shipment on this order will be considered as an acceptance
'. tbereol open the conditions slated herein.
Prepay all Freight Charges.
PLEASE ACKNOWLEDGE ORDER BV RETURN MAIL.
Mtkw Intan
ot lattices.
Snipping leno's
mil Pictifes.
— ». 5350
INDIANA UNION TRACTION COMPANY.
•reaper leHU WiuiK Lite: v*ii"«
Indianapolis, fold., on May :". 1907.
Triplicate Order Blank (Original 8 by 9 Inches).
be kept in a safe place, protected from fire if possible, until
charges and stock records have been made from them, but
that no one outside the storekeeper and his stock or charge
clerks should have access to them. One lost, mislaid or mis-
appropriated requisition does not mean much, perhaps, but a
few of them for big charges would make a large shortage
at the next inventory, which would have to be charged against
profit and loss.
The storekeeper must of course issue material whenever
a properly signed requisition is presented. He cannot have
any discretion in the matter except as between proper and
improper requisitions. He should, therefore, receive definite
instructions as to what and whose requisitions to honor at
the same time that heads of departments are instructed as to
how requisitions should be made and signed. There are many
possibilities for leaks, or an improper issuing of material, if
requisitions are allowed to be made without being approved,
or at least being seen, by the heads of the different depart-
ments.
The requisition should contain columns in which to enter
the prices of the articles named and the accounts to which
charges are to be made, as well as space for date, quantity
of the article on hand, quantity required, quantity delivered,
description and purpose for which intended.
A good system does not stop with the locked storeroom
and the requisition. The more complete the system the fewer
chances there are for leaks. The requirements of the auditing
department and the necessities which exist for keeping an
ample stock of all supplies on hand at all times, as well as
the amount of money the management is willing to allow for
May 25. 1907
ELECTRIC RAILWAY REVIEW
running the storeroom, determine the details of the system to
be maintained. One of the first details to he affected by the
considerations referred to is the stock record. This should
be kept, preferably, on cards, arranged in the manner usual
to a card index, or in loose-leaf ledgers, the sheets being large
enough and arranged to accommodate several items of the
same class.
On the stock record should be shown, by dates and in as
much detail as desired, the quantities issued and received,
as they are issued and received, and deductions and additions
made from day to day. so that the amount of a given article
on hand may be ascertained at a glance. I shall refer to
this feature again.
Leaks from an incomplete or ill-kept stock record may
not show up very big until an inventory is taken, or there is
a fire, when someone is likely to inquire, "What's the matter
with the storeroom?'' In case of fire a complete stock record,
if intact from having been properly protected, would enable
the company to show clearly to the insurance adjusters just
what its loss had been. That is, it could show just what had
been in the storeroom when the fire occurred, and, after de-
ducting the value of the mess that is left, the difference, or
the loss, could not be questioned. It would be difficult to say
what the saving might be in such a case.
An incomplete stock record, as well as incompetent men
on the floor, means leaks in other directions, that is, outside
of the storeroom. I refer to "low stock." One side of the
leaks from low stock is the expense of express, telephones
and telegrams, and the time of the purchasing agent consumed
in getting material in a hurry: the other side is the expense,
trouble and inconvenience of waiting for material, or of mak-
ing something else do, or of running risks with the equipment.
I venture to assert that if the condition of "low stock" could
have been avoided on almost any road in Ohio or Indiana
during say the past year, a good extra stock record clerk
would have been a minor expense.
The expense of maintaining a storeroom is borne for the
purpose of keeping material and supplies on hand at all
times, and the end in view is, therefore, partially defeated
if there are frequent or even infrequent cases of "low stock."
So. I claim, a complete stock record is necessary, because it
is unfair to presume that the floorman can always remember
when to report that a certain item, out of perhaps several
thousand, is running low. There may be several men wait-
ing with requisitions to be filled, or there may be any one of
several circumstances to distract his mind and cause his
failure to notice that the supply of a certain article should
be replenished. Then, again, he may think there is ample
stock, whereas it may take weeks or even months to re-
plenish.
Replenishing Stock.
The stock record clerk should have before him on each
of his cards, or sheets, the minimum amount of stock it is
safe to carry; that is, the point at which the supply should
be replenished, which should be determined by the time it
takes to get delivery and the relative importance of the mate-
rial in question. Only in this way can items be ordered in
ample time. No one's memory is trusted. In making his
entries, the stock clerk can easily get into the habit of refer-
ring to his "minimum." and the importance of showing the
amount on hand after each entry, in order that the minimum
may be recognized when it is reached can readily be seen.
To prevent, so far as possible, any item so important
as "low stock" being overlooked, a printed form called, say,
"Memorandum of Stock Required." of an individual shape,
should be used. In this way such items will not escape at-
tention as they might if miscellaneous slips of paper were
used. These forms should be used both by the stock clerk
and by the man issuing the material. Two chances of catch-
ing low stock, therefore, are at hand; that is, from the records
and from the stock itself, and it will frequently happen that
the stock clerk and the floorman will make out slips on the
same items at the same time.
Perpetual Inventory.
Ih' complete stock record may be made to serve still
another purpose, namely, that of the "perpetual inventory."
The annual inventory, with its attendant expense and con-
fusion, is a nightmare to all concerned. Errors will creep
in during a year's transactions, so that besides the actual
work of an inventory, which may have to be made by a force
already overcrowded, a difference will probably be found to
exist between the actual value of the stock on hand and the
book value, which means affecting an adjustment unwelcome
to someone or everyone.
The "perpetual inventory," as I understand the term, is
a stock record so exact that it coincides strictly with the
actual quantities of material on hand each day, and is, in
fact, a complete inventory. The perpetual inventory is
strongly advocated by a large number of accountants, and
an approach to it is in vogue in numbers of establishm-
I would not recommend, however, the theoreticallv perfect
perpetual inventory, as it is expensive, bur a near approach
to it is practicable, and a complete count will be necessarv
only once in several years. With this system frequent counts
are made of the different items as new stock is ordered, and
these counts compared with the records. Where a discrepancv
is found to exist, an apportionment of the charge or credit
can be made to the accounts affected, after possible causes
for the error have been investigated. In order to help locate
the errors, and serve as an additional check, some systems
go so far as to provide a card, kept in a rack at each bin, on
which the store man enters the quantity, date and requisition
number each time material is removed. This really makes
two stock records.
Where these frequent counts are made, more time is re-
quired from day to day. but leaks and errors are discovered
and adjusted more readily, and the extra clerical expense
is distributed over the entire year, instead of at the time of
the annual inventory. Besides, possible thefts are more
easily detected.
Price Records.
Intimately concerned with the stock record are the
methods of checking-in material, entering bills, and other-
wise handling the storeroom accounts so as to prevent leaks.
In this era of advancing prices it is particularly important
that the price record should be kept always up to date, what-
ever system, or lack of system, is pursued. This includes the
prompt entering of bills as they are passed. Otherwise the
charges may be distributed to the various accounts at im-
proper prices, and the store's account be the loser or the
gainer, as the case may be — an undesirable situation.
Checking Materials.
Material should be checked-in when it is received, and
not after the hill comes in. This applies to all departments, as
well as to the storeroom. If there is no record from which to
approve bills, then they have to be approved from someone's
memory, or by guess; either way furnishing chances for
error. In order to approve bills properly the department for
which the material is ordered, say the storeroom, should
have knowledge in advance of the receipt of material, as to
just what is to be expected, and from whom it is to come:
and blanks should be provided for recording exactly what
comes in. The most serviceable form for this purpose is a
triplicate of the order placed by the purchasing department.
It serves as a notice of the placing of the order, and can be
arranged for recording the dates and quantities of material
received on the order. If the record and the bills do not
agree, there is a fair claim against or in favor of the shipper.
A permanent record of material received at the storeroom
each day is advisable for various reasons, which I shall not
take the time to go into here.
Distribution.
A distinct phase of the issuing of supplies, and one which
touches closely both parts of the title of this paper, is the
distribution of supplies from headquarters to the various
points on the road at which they are required. There are
more opportunities for loss here, it seems to me, than in any
other one direction. There are, of course, practically only
two means of distribution, the regular freight and passenger
cars, or the supply car. If there are any objections to the
supply car, someone else can urge them probably better than
I. so. as the subject is "How to Prevent Leaks." I say take
the deadhead stuff off the regular service, so far as possible,
and put it on a supply car, unless the freight business is very
light and the road be altogether too short in mileage.
It might be shown by investigation that a supply car
would not be so much of an expense as an actual saving.
Xo matter how much care is taken, or how many rules there
may be. it seems to be almost impossible to have deadhead
material handled with as much attention as it should be.
Supplies are lost and never found; there are unavoidable de-
lays in delivery; the freights must take time out to make
special side trips to the company's property: and. frequently.
cars are so crowded that a choice has to be made as to
whether to leave paid freight or deadhead stuff. One is as
bad as the other, or a good deal worse, to readjust the Irish-
man's remark. Company shipments should be billed out the
same as any other freight. This takes time on the part of
the freight department force, and time is valuable there as
well as at the storeroom, where the billing, tagging, boxiim
ill have to be carefully attended to. The boxing, wrap-
ping, etc., are necessary on account of transfers, rough han-
dling and misappropriations. So much for a few of the ob-
jections to the regular service.
The supply car can be loaded at or in the storeroom,
and much time be saved that department from that clrcum-
684
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 21.
stance, as well as others. The regular trips of the ear can
be utilized by the mechanical, roadway and electrical depart-
ments for the delivery of all kinds of supplies and material
belonging to each, and, many times, a special trip of some
work car could be saved. Especially valuable would be the
return trips of the supply car, bringing into headquarters
shipments which now burden the freights or make necessary
the use of a separate car. Valuable scrap, for instance, and
from which there are many leaks, could be better taken care
of and classified. Last, and most important, supplies would
be promptly, properly and surely delivered.
Briefly, in closing, I would recommend for the issuing of
supplies, properly and with as few leaks as possible, a locked
storeroom, governed by strict rules as to the taking out of
material; a well-considered system; enough good men to carry
out the system completely; facilities for the men to handle
their work without confusion, that is, an adequate storeroom,
both as to size and arrangement; the distribution of supplies
through the medium of a supply car; and the inculcation in
the minds of everyone on the road of a wholesome respect
for the storeroom and for company property.
TRAIN DISPATCHING BY MODERN METHODS.
BY M. (. BTERN, GENERAL MANAGER GENERAL SYSTEMS COMPANY,
DAYTON, O.
Train dispatching. I contend, by proper methods, is as
important as the very rails over which your cars are run, and
the more thorough that system may be, which must be freed
from unnecessary red tape, the better the service, the greater
the results. Since double-tracking is an expensive luxury, the
dispatching of trains on single tracks should certainly be so
well designed as to protect life and property, also to improve
time schedule, for the greater number of trips a car can
make daily, the greater the earning power it assumes.
The peopte are not unjust when they demand safe travel,
and there is not a single railway official, to my mind, who
aims to refuse that demand, for all books of rules contain
severe and pointed instructions regarding the safety of
passengers and the protection of property.
Still further, when we consider the fact that as carriers
of passengers, the greatest of responsibility rests upon the
officials, since all are desirous of reaching safely the point
of destination, and consequently expect every precaution to be
exercised, beyond the question of doubt. Man is not infallible,
and methods should be adopted not only to improve condi-
tions, but also to prevent errors, thus increasing the re-
sponsibility that rests upon the shoulders of those con-
nected with the operation of trains, from the dispatcher to the
crew.
Responsibility should be imposed upon all men, for the
man so held will develop his mental powers to their proper
capacity, thereby making him more reliable, hence more
valuable; at the same time it improves him morally, it
teaches him to abstain from drink, from excessive habits that
would tend to weaken the mind and sight, and by their
development physically betters him in power, -strength and
purpose.
Now what constitutes the fundamental basis of a perfect
dispatching system? First, I would say responsibility, as ex-
plained; second, elimination of verbal messages; third, con-
venient and frequent means for receiving messages; fourth,
proper erection, correct installation and maintenance of sig-
nals, telephones and records; and, fifth, judicious economy.
In train dispatching, wherever the verbal message method
is in vogue, there exist these possible means of escaping re-
sponsibility, or shifting of blame. Verbal messages are entirely
void of any security, are lacking in product of search. It is
an easy matter to shift blame from one to another, when
no evidence can be brought forward to substantiate either
one way or the other. And written messages, singly or in
duplicate only, are likewise failing in their respective com-
pleteness, since it surely would be an easy matter to destroy
such orders, thereby darkening the search for the party re-
sponsible or the cause, and that course would be followed, I
dare say, in 99 cases out of 100, should an accident occur, or
there may be any possibility of a reprimand.
The triplicate secret method is a step forward and I
suggest the issuance of three distinct copies on the auto-
graphic dispatching registers, which may be placed in booths,
on cars, or wherever messages are received. These machines
produce three full copies of each train order — one for the
conductor, one for the motorman and the third to be retained
in a private receptacle under lock and key for auditing and
checking by the proper official of the road.
♦Paper read before the Central Electric Railway Association,
Indianapolis, Ind.. on May 23, 1907.
The dispatcher, having a machine at his desk, records in
duplicate each message that he issues. One is discharged
from the machine, the other retained in a locked receptacle.
The conductor writes the order as he receives it, repeating it
to obtain dispatcher's "complete." signs his name to the
order, declaring thereby his full understanding thereof. A
like course may be followed by the motorman reading and
repeating the message, signing his name with like declara-
tion of that of the conductor. Thus we have the signatures
of the dispatcher, conductor and motorman, stamping indelibly
upon their memories the responsibility that rests upon them.
I want to impress upon you the fact that so much depends
upon these orders that the utmost care must necessarily be
taken so that they may be absolutely correct.
For obtaining orders at booths the conductor as a rule
should call the dispatcher, who in turn will give such orders
as are necessary, whereupon the conductor should write the
same plainly, without any abbreviation ( this is quite im-
portant), on the dispatching register, reading and repeating
them, and possibly the motorman should also read and re-
peat. At stations the agent should call the dispatcher upon
approach of car, to ascertain if any orders are to be given.
If so, the conductor is signaled, or the order may be taken by
the agent, read and repeated to the dispatcher for his O. K.,
signed in a space provided, given to conductor upon his read-
ing, repeated and signed, both original and duplicate — one for
himself and the other for the motorman — taking a signature
from the motorman on his, the conductor's, copy.
If portable telephones are carried on cars, jack boxes are
installed at proper points or turn-outs, switches, etc. In such
cases the motorman usually calls the dispatcher, giving neces-
sary information as to car number, time, etc.; while the dis-
patcher gives the order, both the motorman and himself
write it as given over the register. The message is read and
completed, then reread and repeated by the conductor.
The motorman's copy should be placed on a clip directly
in front of him, serving thus as a notice and a most excellent
reminder. The third or secret copy is beyond reach, but
ready for momentary inspection. This operation does not
occupy unnecessary time, it works with clock-like precision
and the men readily become accustomed to its operation.
The triplicate form of train orders provides great security,
and the retaining of the third copy, securely locked, where it
cannot be tampered with, gives an additional element of pre-
caution and tends to increase the factor of safety.
The dispatcher's office should be entirely separate from
all other offices. The switchboard that I find very highly
recommended is of the cordless type, since the desk is entirely
clear for the dispatcher's sheets. As the telephone provides
immediate and direct communication, it is far prefarable
to the telegraph. The lines may be single or duplicate, the
latter preferable. The rules regarding the use of telephones
should be clear, limiting it. on the dispatch lines, to strictly
dispatching business.
The standard steam road train-sheets seem exceedingly
well adapted for the interurban work. The train order form
should be so arranged as to avoid unnecessary rewriting and
so worded as to be clearly understood by all. Avoid all ab-
breviations.
It may be regarded as well, in the use of triplicate copies,
to have a white sheet for the motorman, a yellow sheet for
the conductor, while the record copy should be white to assure
clear carbon work.
The question of booths is solved in the octagonal shape
covered with corrugated iron, with a peaked roof. This booth
should be securely anchored by lag bolts into posts driven into
the earth. Furthermore, they should be well lighted.
Let your telephones be of the best type, fastened to the
wall of the booth, while on a shelf place the dispatching
register in a position to take orders with perfect ease. Let
not the first cost of installation play any too important part,
for once installed the best always produces results.
The reason that single lamps are preferable to electroliers
for the dome of a car is that they distribute the light better
and have not the disadvantage of electroliers of bringing into
a small space wires of different potentials. This feature of
electrolier wiring can hardly be avoided; often the highest
potential light and the lowest will be in the same cluster and
if anything goes wrong, the entire circuit is affected. The
same potential enters and leaves sngle lamps and the wiring
for the circuit is safer and better in every particular. Speci-
fications frequently call for the lamps to be placed under the
ventilator rails, or elsewhere in a vertical position. Before
the use of anchored filaments in lamps the vertical position
lengthened the life of the lamps, but as all car lamps now
have anchored filaments no advantage is gained; in fact,
lamps on lower ventilator rails should be placed horizontally
to be out of the way of hand-rail straps and signal cords. —
Brill's Magazine.
May 25, 1907.
ELECTRIC RAILWAY REVIEW
685
CONVENTION OF THE SOUTHWESTERN ELECTRICAL
AND GAS ASSOCIATION.
The third annual convention of the Southwestern Elec-
trical and Gas Association was held at the Menger hotel, San
Antonio. Tex., on May 14. 15 and 16. In point of attendance,
work and exhibits the convention was the most successful
ever held by the association. The first session was opened at
10:30 a. m. on Tuesday, May 14, by an address of welcome
by Reagan Houston. This was followed by the election of new
members and the address of the president. H. S. Cooper, gen-
eral manager of the Galveston Electric Company.
H. M. Moore then read a paper on "Education of Legis-
lators with Reference to Public Service Corporations." The
paper pointed out the necessity for keeping the good-will of
the people who elect the legislators by giving the best possi-
ble service and the advantage of having exact figures and
facts ready for presentation as arguments, especially such
figures as records of payments for taxes, licenses and other
public expenditures. Mr. Moore suggested the appointment
of a committee on "Statistics" to obtain figures and informa-
tion from the various companies to be compiled at certain
intervals for circulation. The "Question Box" was next taken
up and various subjects relating to street railway, electric and
gas plants were discussed. At the afternoon session a paper
on "Labor-Saving Tools and Devices for Central Stations and
Car Barns" was read by V. W. Berry. Mr. Berry discussed
a number of labor-saving devices with the uses to which they
may be put and advocated their installation as a matter of
economy. This was followed by another "Question Box" dis-
cussion.
The Wednesday morning session was devoted to papers.
David Daly, manager of the Houston Electric Company, was
to have presented a paper on "The Best Car for Urban Use,"
but as he was suddenly called to Boston on business the
paper was not written. Arthur C. Scott, professor of electrical
engineering at the University of Texas, read a paper on "The
Value of Scientific Tests to Public Service Corporations,"
pointing out the rapid advances made in the field of public
utilities by the application of scientific discoveries to practical
engineering knowledge, and the value of research laboratories
and scientific tests. He called attention to the meagerness
of the facilities for obtaining reliable tests at the disposal
of American engineers as compared with those obtainable
abroad and after discussing what has been done in that direc-
tion in this country advocated a greater interest in and co-
operation with the technical schools on the part of public
corporations. F. C. Randall read a paper on "The Getting Up
and Trying Out of Forms." He discussed the requisites of
a good blank form for the purpose of securing or imparting
information, with suggestions as to the systematic methods
of getting up such a form. The afternoon session was occu-
pied by "Question Box" discussions. The evening was devoted
to the "Rejuvenation of the Sons of Jove."
The entire Thursday morning session was given over to
the supply men and was deemed such a success, both by the
association and by the supply interests, that the latter have
requested that it be made a permanent institution. At the
afternoon session a paper on "The Application of Gas to
Mechanical and Industrial Uses," by an official of the San
Antonio Gas & Electric Company, was presented. This was
followed by a discussion on the remaining sections of the
"Question Box," reports of committees, reports of the secre-
tary and treasurer, and the election of officers. The new
officers chosen were as follows:
President — H. T. Edgar, vice-president and manager
Northern Texas Traction Company, Ft. Worth.
First Vice-President— VV. B. Tuttle, manager San Antonio
Traction Company, San Antonio.
Second Vice-President— .1. P. Crerar, president and gen-
eral manager Ix.-nison-Sherman Interurban Railway, Denl-
son.
Third Vice-President— J. F. Strickland, president Dallas
Securities Company, Dallas.
The office of secretary was filled by re-electing the pres-
ent incumbent, R. B. Stichter, of the Dallas Securities Com
pany, Dallas; and the office of treasurer was filled h
electing for the third time A. E. Judge, president and gen
manager of the Tyler Electric Light & Power Company, Tyler.
An especial feature of the convention was the excellence,
both in matter and manner, of the "Question Box," edited 1>\
Samuel Kahn, resident engineer of the San Antonio Traction
Company, which was found of the greatest interest in the
convention and aroused very thorough discussions.
For the diversion of the guests the San Antonio Traction
Company on Wednesday evening gave an excursion to various
points of interest and an entertainment at Electric Park,
which was followed by a Mexican supper tendered by the
San Antonio Gas & Electric Company.
ELECTRIC TRUNK LINE OPERATION.
At a meeting of the American Institute of Electrical
Engineers, held on May 21, Frank J. Sprague presented a
paper entitled "Some Facts and Problems Bearing on Electric
Trunk Line Operation." The paper treated the subject at
great length, covering 90 printed pages, and necessarily only
a brief abstract can be given Jiere.
The author started out by a quotation of E. H. Harriman,
to the effect that the development of railway systems was
dependent upon the use of electricity, and said that the
keynote of all prophecies for the future was the word "capac-
ity." This he interpreted to mean economy in its highest
sense, that is, saving in passenger and ton mile operation,
reduced train crews, higher operating schedules, better dis-
tributed service, less dead time on sidings, less interruptions
to schedule and greater freedom from accidents. He referred
to the fact that 15 years ago he had expressed a fervent
hope for a "single-circuit alternating-current motor," and stated
that his attitude on the broad question of trunk line operation
is the same now as it had been consistently since that time.
In reference to the general problem of electrification, the
author believes that the financial question is ever the domi-
nant one, and in reference to the matter of equipment he
expressed his dissent with views which had been presented
at a recent meeting of the New York Railroad Club, in which
it was stated that the general question of the adoption of
electricity should be determined by a railroad quite inde-
pendently of any details, and that systems, equipment and
methods of operation could then be safely determined. He
did not believe that a change of motive power could safely
be determined except after the presentation of a compre-
hensive report and a general plan of equipment and operation
based upon an investigation of previous practice and an
analysis of important features and details. He then sum-
marized certain conclusions which he believed would bear
the test of time, as follows:
1. Of the two broad lines on which electrification can
be considered, if increased economy, that is, reduction of
operative expenses by replacing the steam locomotive by
an electric one, with concentration of prime power and per-
haps the use of water power, be deemed the dominant reason
for change of motive power, then every wheel in an elec-
trified division should be turned electrically; and the savings
effected should pay not only a fair rate of depreciation of
the total equipment, but a satisfactory rate of interest on
the new capital expended, in fact a better rate than if spent
in some other way.
2. Increase of capacity, both in locomotive haulage, sched-
ule speeds, motor car trains and terminal facilities, of a
character Impossible to steam service — all resulting in aug-
mented traffic, and increased use and capacity of the dead
part of the systems, the tracks and roadbed — will ordinarily
be the more potent influence in leading to the adoption of
electric operation, and will often warrant heavy capital ex-
pendltures.
3. Every large road is a problem which must be con-
686
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 21.
sidered financially and technically on its own merits, and in
most features other than those which without effort can be
harmonized its decision will be of little practical concern
to other roads.
4. The adoption of electricity will ordinarily begin with
those diyisions where traffic is comparatively dense, and once
adopted the territory over which it can be extended will
naturally increase.
5. Terminal properties in great cities, underground and
tunnel sections, and heavy mountain sections where duplica-
tion of tracks because of extra heavy construction cost is
prohibitive, offer an immediate field for the serious considera-
tion of electrification.
6. There cannot now be safely established any final stand-
ard, or any single system selected as the only, or in all cases
the best for all roads. What is the best for "one might easily
be less advantageous for another, and there is no valid reason
why any road should adopt something fitting to a less degree
its particular requirements because of the action of some
foreign road.
7. Extraordinary advances have been and are being-
made, and new discoveries are always possible. The limits
of none of the systems now in use are clearly defined, and
it would seem both natural and wise that the various manu-
facturing, technical and inventive activities should pursue
every lead to its logical conclusion — for the best will be none
too good.
The author then continued with a running comment upon
vai.ous phases of the problem, gave comparative facts as
developed up to the present time and illustrated in some de-
tail features characteristic of three equipments which are
now attracting considerable attention. Under this head he
discussed motor equipments, limitation of design, behavior of
conductors, etc.
Under the head of types of motors the author considered
the four types which are now being exploited, namely:
Polyphase alternating-current motor without commutator sin-
gle-phase alternating-current motor without commutator,
single-phase alternating-current motor with commutator and
direct-current motor wth commutator. He believed that
the single-phase motor was at a disadvantage in comparison
with other types of motors because it has an intermittent and
variable rate of energy input and combines two distinct func-
tions, those of a motor and a transformer. He then discussed
at some length the comparative weights of direct-current
and 25-cycle single-phase alternating-current motors, and con-
cluded that a pair of alternating-current motors could handle
only about one-half the total load of the direct-current motors
with all the disadvantage of higher armature speed and
smaller air gaps. He said that the direct-current motor offers
a most effective machine to meet the conditions of railway
service because of its high average weight efficiency, sim-
plicity of construction, ease of control, automatic response
in torque and speed to varying grades of curvatures and
great sustained capacity at low speed. He referred then at
some length to recent improvements in direct-current motors
and sumamrized the differences between direct-current and
single-phase alternating-current motors, as follows:
1. The input of current in one is continuous; in the
other intermittent.
2. One has a single frame, the electrical and mechanical
parts being integral; the other has a laminated frame con-
tained within an independent casing. Hence there is not
equal rigidity, or equal use of metal.
3. One has exposed and hence freely ventilated field
coils; the other has field coils embedded in the field magnets.
4. One has a large polar clearance, and consequently
ample bearing wear; the other has an armature clearance of
about only one-third as much, and hence limited bearing wear.
5. One is operated with a high magnetic flux and conse-
quently high torque for given armature-conductor current:
the other has a weak field, and consequent lower armature
torque.
6. One has a moderate-sized armature and commutator,
and runs at a moderate speed; the other, with equal capacity,
has a much larger diameter of armature and commutator, and
runs at a much higher speed.
7. One permits of a low gear reduction, and consequently
a large gear pitch; the other requires a higher gear reduction
and a weaker gear pitch.
8. The windings of one are subject to electrical strains
of one character; in those of the other the strains are of
rapidly variable and alternating character.
9. The mean torque of one is the corresponding maxi-
mum; the mean torque of the other is only about two-thirds
of the maximum.
10. The torque of one is of continuous character; that
of the other is variable and pulsating, and changes from noth-
ing to the maximum fifty times a second.
11. One has two to four main poles only, two paths only
in the armature, and two fixed sets of brushes; the other has
8 to 14 poles, as many paths in the armature, leading
to unbalancing, and as many movable sets of commutator
brushes.
12. One can maintain a high torque for a considerable
time while standing still; the other is apt to burn out the
coils, which are short-circuited under the brushes.
13. In one, all armature-coil connections are made directly
to the commutator; in the other, on the larger sizes resist-
ances are introduced between the coils and every bar of the
commutator, some of which are always in circuit, and the
remainder always present.
14. In one the sustained capacity per given weight is
within the reasonable requirements of construction; in the
other it is only about half as much.
15. Finally, the gearless type, with armature and field
varying relatively to each other, is available for one, but this
construction is denied to the other.
Consideration was also given in detail to the matter of
electric braking. In connection with this branch of the sub-
ject he arrived at the conclusion that it seemed wise to divide
the matter of braking between electric power and air. The
paper then continued with a description of numerous illus-
trations which were presented to the audience by means of
a stereopticon of various types of working conductors. In
this connection he called attention to the erroneous im-
pression that direct-current systems are essentially and neces-
sarily dependent upon the third rail, and that the overhead
trolley has been developed for alternating-current operation
only. Description was given at some length of the installa-
tion of working conductors for the New York Central Electric
Zone and for the electrical work of the New York New Haven
& Hartford Railroad. This was followed by a general com-
parison of working conductors and a comparison of direct-
current potentials in overhead trolley and third rail.
The paper then took up the matter of motor and locomo-
tive construction and illustrated and described various types
of electric locomotives designed and in use in this country
and abroad. Most of this matter has been previously pub-
lished. After making a general comparison of cost of direct-
current and single-phase alternating-current systems, the
author summed up his position in the statement that the
present principal hope of usefulness of the single-phase sys-
tem is on roads of considerable extent which operate an
irregular and sparse traffic and where only a moderately ex-
pensive or second-class overhead construction which will keep
down the ratio of line investment to that of the balance of
equipment is tolerable. In departing from this condition and
adopting more permanent construction in connection with the
problems of denser current and higher capacities, any ad-
vantages of the single-phase system will disappear and the
superiority of direct-current equipment become manifest. Any
present claim for it for congested service demanding sched-
ules of great capacity he believed not worth a moment's
thought.
The paper was discussed by \Y. J. Wilgus. vice-president
New York Central; L. B. Stillwell, consulting engineer; W. J.
Potter, railway department General Electric Company; C. F.
Scott and N. W. Storer, Westinghouse Electric & Manufac-
turing Company; G. R. Henderson, consulting engineer; and
William McClellan, electrical engineer.
It is interesting to note that auxiliary poles are being
used with practically every type of direct-current commutator
machine on the market at the present time, including constant
potential and variable-voltage generators for high speed and
low speed; constant-speed and variable-speed generators for
low and high voltage; constant-speed and variable-speed shunt
and compound-wound motors and series-wound motors for low
and high voltage. The last few months have witnessed the
introduction of the auxiliary-pole motor for railway work, and
many interesting developments are promised in connection
with railway motors having high efficiency over a verj large
range of speed both for low and high voltages. — Electrical
World.
May 25, 1907.
ELECTRIC RAILWAY REVIEW
REINFORCED CONCRETE TROLLEY ARCHES.
E. Darrow. general manager and chief engineer of the
Toledo & Indiana Railway. Toledo, O.. has developed an origi-
nal idea for catenary direct-current trolley suspension, consist-
ing of reinforced concrete arches instead of the ordinary wood
or iron poles. This new construction, which is illustrated in
the accompanying engravings from sketches furnished by Mr.
Darrow. will be adopted on the company's extension from
687
HEARING OF INTERSTATE COMMERCE COMMISSION ON
CHICAGO & MILWAUKEE ELECTRIC RAILROAD CASE.
Concrete Trolley Arches — Details.
Bryan, o.. to Waterloo, Ind.. and will probably be used to
replace the present wooden pole construction on the original
line from Toledo to Bryan as the pole construction requires
renewal.
The arches will be set 9 feet in the ground and will ex-
tend 40 feet above the ground. They will be 12 inches square
at the base and taper to 9 inches at the top. The vertical
columns will be reinforced by eight and the bent by seven
%-inch steel bars, arranged as shown in the drawing. Midway
Commissioners James S. Harlan and E. K ciark of the
interstate commerce commission took testimony in Chicago on
-May 21 in the proceeding begun by the Chicago & Milwaukee
Electric Railr.oad to compel the Illinois Central Railroad to
resume traffic relations which had been canceled. The Chi-
cago & Milwaukee road secured from the Elgin Joliet &
Eastern Railway, a belt railway at Chicago, and the Illinois
Central road, a joint tariff on cabbage in car lots from Wis
consin points to Vicksburg, New Orleans, Natchez and
Memphis, the tariff being filed with the interstate commerce
commission on November 1, 1906. Five carloads of cabbage
were shipped under this tariff. The electric road later secured
a consignment of 25 carloads of cabbage for lower Mississippi
points and asked the Illinois Central company to deliver cars
at Rondout to transport it. Instead of complying with this
request the Illinois Central road, on November 19. gave notice
that the through traffic arrangement had been canceled.
The Chicago & Milwaukee Electric company was repre-
sented at the hearing by Fayette S. Munro, and the Illinois
Central road by Blewett Lee, general attorney. Mr. Monro,
in his opening statement, said that the Chicago & Milwaukee
road was organized under the general railroad acts of
Illinois and Wisconsin, and was equipped to handle a general
freight business. He stated that 2,000 carloads of cabbage
were shipped over the road in 1906 from Racine, Wis. Mr.
Lee stated that the contention of the Illinois Central company
was that the shippers in the territory through which the
Chicago & Milwaukee road runs are already well served by
existing steam lines and had nothing to do with the question
of whether an electric line was a railroad within the meaning
of the interstate commerce act.
Charles W. Merrilies. traffic manager of the Chicago &
Milwaukee road, told in detail of the traffic arrangement
with the steam roads. Asked why the electric line did not
consign, in its own cars, the cabbage, for the transportation
of which it complained that the Illinois Central had failed
to furnish cars, he replied that his road had but three box
Concrete Trolley Arches— General Design of Catenary Suspension.
between the arches, which will be spaced 650 feet apart, will
be placed two concrete poles to support the %-inch bridle
guys, which are anchored to steel eye-bolts in the concrete.
The trolley will be also braced by bridle guys and sway braces
anchored to the sides of the arches, as shown in the drawings.
A %-inch steel cable will be used for the messenger wire
which supports the No. 0000 trolley wire. The high-tension
wires, of No. i hard-drawn copper, are suspended on insulators
on the outside of the columns, as shown, spaced 36 inches be-
tween centers at the points of suspension.
The cost of one section of the above construction, ready
for wires, is $107, as compared with about $90 for the orrlu
wood pole construction, with bracket fixtures.
The Philadelphia & Western Railroad was expected to
be openei for traffic from Philadelphia to Strafford. Pa., on
Friday or Saturday of this week.
cms and that it had relied upon the usual practice of rail-
ways, according to which the line which is to get the long
haul furnishes the cars.
Mr. Merrilies stated that his line had provided platforms
and rooms at most of its stations for the handling of freight
and express, the latter of which it handles for the United
States Express Company. Mr. Merrilies stated, in response
to questions by Mr. Lee, that the electric line came into
competition at most points with either the Chicago & North-
western Railway or the Chicago Milwaukee & St. Paul Rail-
way, or both. He said that he had seen a letter from V. D.
Fort, assistant general freight agent of the Illinois Central
road, to the traffic manager of the Elgin Joliet & Eas
road, stating that the Chicago & Northwestern Railway had
1 such pressure upon the Illinois Central road that it
iM have to cancel its traffic arrangement with the Chi-
cago & Milwaukee company. .Mr. Merrilies stated that
688
ELECTRIC RAILWAY REVIEW
vol. xvir, xo. si.
the electric line has a traffic arrangement with the
Wisconsin Central Railway, under which it is handling freight
in car lots from Chicago to .Minneapolis, and had sought
similar arrangements with the Chicago Indianapolis & Louis-
ville Railway, the Chicago Rock Island & Pacific and the
Wabash Railroad, but without success.
W. E. Keepers, general freight agent of the Illinois Cen-
tral road, stated that at the time his road had refused to
furnish the electric road with freight cars it was suffering
severely from a shortage of equipment and was unable to
allot the electric line cars, in view of the fact that this line
had no cars which it could furnish in return.
The hearing was continued until some future date. In
the meantime the Elgin Joliet & Eastern road will be brought
into the proceeding.
COMMITTEE MEETINGS OF THE AMERICAN AND ENGI-
NEERING ASSOCIATIONS.
A meeting of the executive committee of the American
Street and Interurban Railway Association was held in New
York on Monday, May 20. The members of the executive
committee who were present were the following: President.
John I. Beggs, president Milwaukee Electric Railway & Light
Company. Milwaukee, Wis.: second vice-president, James F.
Shaw, president Boston & Worcester EleGtric Companies,
Boston, Mass.: third vice-president. Arthur W. Brady, presi-
dent Indiana Union Traction Company. Anderson, Ind. : C. L.
S. Tingley, second vice-president American Railways Com-
pany. Philadelphia, Pa.: H. H. Adams, superintendent of shops
the United Railways & Electric Company, Baltimore, Md.:
secretary and treasurer, B. V. Swenson.
It was announced that letters had been received from
Messrs. Calvin G. Goodrich of Minneapolis and H. C. Bradley,
acting president of the Claim Agents' Association, that they
would be unable to be present at the meeting.
The past presidents of the association had been invited
to attend the meeting and five of them were present. These
were the following: Mr. Joel Hurt of Atlanta. Ga.. president
during 1894-1895; Mr. H. M. Littell of New York City, presi-
dent during 1S95-1896; Mr. Albion E. Lang of Toledo, presi-
dent during 1S97-1S98: Mr. C. S. Sergeant of Boston, president
during 1898-1899; Mr. Jere C. Hutchins of Detroit, president
during 1902-1903.
Two of the other past presidents of the association.
H. H. Vreeland, president of the New York City Rail-
way Company, president of the association during 1901-
1902, and Hon. W. Caryl Ely. president of the Ohio Valley
Finance Company, and president of the association during
1903, 1904, 1905 and 1906, intended to be present, but were
prevented by important business at the last moment. The
secretary presented a report, in which were considered a num-
ber of matters relating to the association work. The active
membership has increased from 200 companies on October 1,
1906, to 242 companies at the present day. The associate
membership has increased from 113 companies on October 1.
1906, to 164 companies at the present time. A financial state-
ment was presented which showed that the association had
received more money from a larger number of active and
associate members than had been received up to May 20,
1906. The secretary stated that the annual reports of the
four associations containing the proceedings of the Columbus
convention had been published and sent out to the various
member companies and to associate members. Five hundred
copies of the report of each of the four associations were
bound in paper covers and each member company was sup-
plied with one set of these paper covered reports. They are
all of uniform style and octavo size.
The American Association report contains 472 pages, the
Accountants' 352 pages, the Engineering 255 pages and the
Claim Agents' 253 pages. In addition to the paper covered
volumes, the four annual reports have been placed in two
cloth bound volumes. Volume I. containing the proceedings of
the American and Engineering associations and Volume II
those of the Accountants' and Claim Agents'. This arrange-
ment of the volumes was made because associate members
receive the reports of both the American and Engineering
associations, whereas the reports of the Accountants' and
Claim Agents' associations are reserved for member com-
panies only.
Reprints have been made of the addresses of the presi-
dents before the various associations, of the report of the
committee on "Municipal Ownership" and of the report on
"Standard Code of Rules."
The executive committee considered a number of matters
relating to the association work and the plans for the 1907
convention were given particular attention. The report of the
committee on subjects was presented by the chairman.
Richard McCulloch of St. Louis, and accepted. This commit-
tee has provided for a number of most interesting and valu-
able papers relating to many of the most important problems
which are now before the street and interurban railway peo-
ple. It was decided to make a departure at the 1907 Ameri-
can association convention from the custom of recent years
of having two sessions a day. It is proposed that the Ameri-
can association have but one session a day on Wednesday.
Thursday and Friday, these sessions being from 9:30 a. m.
to 1:30 p. m. It is expected by this arrangement that there
will be a large attendance at all sessions and that ample
opportunity will be given to all to examine the eshiblts of the
manufacturers during the afternoon hours of these days.
The question as to whether or not there should be a
banquet was discussed at some length, and the general senti-
ment expressed was that a banquet should be given at the
1907 convention.
A meeting of the executive committee of the Manufac-
turers' association was held on the afternoon of Monday. May
20, and a dinner was given in the evening by this committee
to the executive committee and past presidents of the Ameri-
can Street and Interurban Railway Association. The members
of the committees on "Subjects" and "Standardization," which
committees also met on Monday, were invited. This dinner
was held in a private dining room of the Engineers' Club and
proved to be a most pleasant occasion, 30 people being present.
Committee on Subjects. American Association.
The general committee on "Subjects" of the American
Street and Interurban Railway Association consists of one
representative from each of the affiliated associations and an
equal number of representatives from the American associa-
tion. This committee is in charge of the general arrange-
ments of the programmes for the Atlantic City convention.
In addition to this general committee on "Subjects," each asso-
ciation has its own committee which has direct charge of its
specific convention programme, including the reports of the
committees, the papers to be read. etc. The meeting of the
general committee on "Subjects" was held at the association
headquarters. Engineering Societies building, 29 West Thirty-
ninth street. New York, on the morning of Monday. May 20.
Those present were: Richard McCulloch. St. Louis, Mo.,
chairman; Ernest Gonzenbach. Sheboygan. Wis., represent-
ing the American association: C. L. S. Tingley. Philadelphia.
Pa., representing the Accountants' association; H. H. Adams.
Baltimore. Md.. representing the Engineering association;
Peter C. Nickel. Xew York, representing the Claim Agents'
Association.
Among the matters discussed were the following:
Meeting days of the different associations; committee re-
ports and papers to be presented at the various conventions;
convention halls to be used by the different associations:
number of sessions to be held by the various conventions and
the general arrangement of these sessions.
A bulletin will be issued in the near future.
Committee on Car House Construction, American Association.
A special committee on car house construction appointed
by President Beggs of the American Street and Interurban
May 25, 1907.
ELECTRIC RAILWAY REVIEW
us'i
Railway Association for the purpose of formulating a set of
rules and regulations governing the construction and equip-
ment of modem car houses, held a meeting in New York
on May 21. The committee consists of the following: H. H.
Adams, superintendent of shops United Railways & Electric
Company, Baltimore. Md.. chairman; E. J. Cook, chief engi-
neer Cleveland Electric Railway Company, Cleveland. O.;
Charles F. Ferrin, architect Twin City Rapid Transit Com-
pany, Minneapolis. Minn.: L. H. Parker, engineering depart-
ment Stone & Webster Engineering Corporation, Boston,
Mass.: A. V. Porter, architect. New York City Railway Com-
pany. New York. N. Y., and Thomas Pumfrey, civil engineer
International Railway Company, Buffalo, N. Y.
A conference with the committee of the National Fire
Protection Association was held first, which continued through
the greater part of the forenoon. At this conference a tenta-
tive set of rules was discussed in a general way by the mem-
bers of both committees.
After the first conference the committee of the American
association held a separate meeting, which continued over
until the middle of the afternoon. At this meeting the pro-
posed rules for the construction of car houses was the subject
under discussion. Later in the afternoon a second conference
was held between the two committees and an agreement was
arrived at concerning the rules which had been formulated
to govern the construction of modern car houses. It was the
understanding that these rules would be placed before the
convention of the National Fire Protection Association on
Thursday, May 23, for approval. If approved at that meet-
ing, they will also be brought up for approval at the annual
convention of the American Street and Interurban Railway
Association next October.
Standardization Committee. Engineering Association.
A meeting of the "Standardization Committee" of the
American Street and Interurban Railway Engineering Asso-
ciation was held at the office of the American Street and
Interurbau Railway Association on May 20 and 21.
There were present Messrs. Wallerstedt, Larned, Fair-
child and Blake. Mr. Adams attended several of the meet-
ings as president of the Engineering association. Messrs.
George C. Fowler and F. W. Lane of New York were present
by invitation.
The chairman of the committee announced that a num-
ber of previous meetings had been held by the New York
members of the committee and that several tables of sta-
tistics had been drawn up containing the information obtained
in the data sheets received from the member companies.
These tables showed in complete form the data on rails, brake-
shoes, wheels, etc., supplied by those answering the inquiries.
The flanges and treads of wheels, brakeshoes, journals and
rails were taken up. In the latter investigation the committee
will receive the assistance of the "Maintenance of Way Com-
mittee."
A long communication was received from Mr. Evans of
Indianapolis, a member of the committee on "Standardiza-
tlon," outlining the work up to date of the committee on
"Standardization" of the Central Electric Railway Association.
Very valuable work was done and the chairman an-
nounced that another meeting of the committee would be
called next month, the place and exact date to be announced
GASOLINE-DRIVEN EMERGENCY TOWER WAGON.
The new Ravenswood extension of the Northwestern Ele-
vated Railroad of Chicago was opened for traffic on Saturday,
.May is. The extension, which is about 3% miles long, leaves
i In- main line at Clark and Roscoe streets and extends to
Lincoln and UVstii wood. Ground was first
broken for the road in November, L905, and the first steel
construction was started in September, L906. it is planned
to build a surface extension from the end of the line to Kim-
ball and West Wilson avenues. All trains are to run as
expresses, from G a. m. to 12 p. m., and the schedule time
from Ravenswood to tin- Union Loop is 30 minutes. The line
runs over a private right of way through a populous and
rapidly growing ten*!
About a year ago the Pacific Electric Railway purchased
an Oldsmobile commercial wagon designed for trucking in
city streets. Under the guidance of S. H. Anderson, chief
electrician, the engines and framework of this equipment
nave been rebuilt and strengthened. As shown in the illus-
tration, the automobile has been fitted with a substantial
telescoping tower for trolley work. At the rear of the
driver's seat is a large tool box with a second seat provided
on top of it. In this box are kept all the tools necessary
for the ordinary emergency work. There are also two mate-
Pacific Electric Railway — Automobile Trolley Wagon.
rial boxes along the sides of the tower. Supported from the
rear is a box in which is carried a supply of rope, and ladders
are placed under the tower. Since this wagon has been in
use it is estimated that with one crew it has satisfactorily
performed the service of two tower wagons driven by horses.
Station log books, or records in some form, of fuel and
water consumption, hours of labor and times of putting ma-
chines in and out of service are kept in all well-operated
power plants, but the usefulness of an engineer's diary is less
generally appreciated. Many engineers may not favor such
extra clerical work, but where the habit of recording important
happenings day by day is not a serious burden, the operating
company is likely to find it of value. The larger the plant
the more important it is to keep on file the dates of various
repairs, arrival of fuel and supplies, conferences with officials.
accidents, shutdowns, unusual overloads, the construction of
additions to the equipment and buildings, labor of contractors,
visits of supply men anil oilier similar incidents. When the
company's busim ss is carried into the courts such records
may be Invaluable; in the ordinary course of operation they
may settle many disputed points quickly, and the keeping of
;i power plan! diary only involves a tew moments' work each
day by the chief engineer. — The Iron Age.
690
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 21.
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
BY .1. L. ROSENBERGER, LL. B., OF THE CHICAGO BAH.
Freight Carrier Not a Street Railway.
Spalding v. Macomb & Western Illinois Railway Com-
pany, 80 Northeastern Reporter. 327.— The supreme court of
Illinois says that street railroads are generally understood
to be only such as are constructed and operated in the streets
of a city for the purpose of conveying passengers, with ordi-
nary hand luggage, from one point to another along the line
thereof. Whether the road be a street railroad or not will
depend upon the character of its traffic. It was alleged that
this road was carrying not only passengers with ordinary
hand luggage, but practically freight of all kinds, from one
point to another on the street and from town to town along
the entire line of the road. Under these allegations, admitted
to be true, it could not be held to be a street railway.
No Road in Street for Private Party.
Hatfield v. Strauss. 102 New York Supplement. 934. — The
first appellate division of the supreme court of New York
holds that there is no power lodged in any local authority to
grant a permit for the construction in a street of spur surface
railroad tracks to be operated by the underground electric
system solely for the transportation of the goods of a private
firm. It says that the only ground upon which surface railroads
were ever permitted to be laid in the public streets, the only au-
thority conferred upon a corporation to occupy for the purpose
of making money for itself a portion of the public streets,
was that it was a legitimate street use for the benefit of all
the traveling public. But the moment such a right is given
for the exclusive use of a private individual there has been
a taking of public property for private use which cannot and
ought not to be justified.
As to Seeing Where Passenger is Before Starting Car.
Millmore v. Boston Elevated Railway Company. SO North-
eastern Reporter, 445.— The supreme judicial court of Massa-
chusetts says that, on the one hand, the rule is not that the
conductor of a street car, after -waiting a reasonable time for
a passenger to get on or off, as the case may be, may start
without taking any pains to see whether the passenger is
either on or off. The conductor has not performed his duty
when he has simply waited a reasonable time. He must
exercise reasonable care to see that the passenger is on or
off the car. On the other hand, the rule is not that the
conductor must absolutely see whether the passenger is on or
off. In this, as in every other detail, there is resting upon
him the same degree of care, namely, the highest care con-
sistent with the proper transaction of the business; and, if
•he has exercised that degree of care, he has not been neg-
ligent.
What Makes a Passenger?
Alabama City Gadsden & Attalla Railway Company v.
Bates, 43 Southern Reporter, 98. — The supreme court of Ala-
bama says that a passenger may be defined to be one who
undertakes, with the consent of the carrier, to travel in a
conveyance furnished by the latter, otherwise than in the
service of the carrier as such. The relation of carrier and
passenger is dependent upon the existence of a contract of
carriage, express or implied, between the carrier and pas-
senger, made by themselves or their respective agents; and
this relation begins when a person puts himself in the care
of the carrier or directly within its control, with the bona
fide intention of becoming a passenger, and is accepted as
such by the carrier. There is, however, seldom any formal
act of delivery of the passenger's person into the care of the
carrier, or of acceptance by the carrier of one who presents
himself for transportation; hence, the existence of the relation
is generally to be implied from the attendant circumstances.
But it is undoubtedly the rule that these circumstances must
be such as will warrant the implication that one has offered
himself to be carried and the offer has been accepted by the
carrier. And this, of course, necessarily involves the exist-
ence of the fact that the person must signify his intention to
take passage either by words or conduct, and those in charge
of the car must assent by words or conduct to his becoming
a passenger.
With Fencing Law Danger to Animals Deemed Imaginary.
Indianapolis & Cincinnati Traction Company v. Larrabee,
80 Northeastern Reporter, 413. — The supreme court of Indiana
says that in view of the statute of 1903. imposing upon inter-
urban railroads, traction lines, etc., the duty of constructing
and maintaining fences on both sides of their right of way
"sufficient and suitable to turn and prevent cattle, horses,
mules, sheep, hogs or other stock from getting on such road,
except at crossings of public highways," etc.. the danger or
peril of exposure to stock kept on the premises through which
it is sought to condemn a right of way will be nothing more
than speculative or imaginary, and should not be considered
by the jury in determining the diminution of the market value
of the remainder of the lands unappropriated.
Where Runaway Horse Collides with Car.
Demonte v. Patton, 43 Southern Reporter. 153. — The su-
preme court of Louisiana holds that where a runaway horse
hitched to a cart, without lights, on a dark rainy night, dashes
along the track of a street railway and collides with an elec-
tric car coming from the opposite direction, with the result
that the motorman is knocked off and injured, the owner
will be held liable; it appearing from the evidence that the
motorman could not avoid the collision. Where in such a case
the motorman was running his car on schedule time, he is
not chargeable with negligence for not anticipating and being
prepared for the unexpected and improbable appearance on
the track of a runaway horse, at large through the negligence
of his driver, and in contravention of police ordinances.
Liability for Inspector Wrongfully Examining Wounds.
South Covington & Cincinnati Street Railway Company v.
Cleveland. 100 Southwestern Reporter. 283. — The court of ap-
peals of Kentucky says that the jury were instructed that
if they believed from the evidence that the inspector in enter-
ing the room where the plaintiff (Cleveland) was, acted in
the scope of his employment, and without the request or con-
sent of the plaintiff, placed his hands upon her person and
examined her wounds, they should find for her in such sum
as would fairly compensate her for the mental suffering, if
any. and for her sense of shame or humiliation or wounded
pride, if any, resulting from such action and indignity or insult
to which she was thereby subjected. The argument was
pressed that if the inspector did lay his hand on the plaintiff,
in so doing he was acting entirely without the scope of his
employment, and the company could not be held responsible
for his conduct. But it was entirely within the scope of the
inspector'^ duty to see and converse with injured persons, to
ascertain their wants, learn how the accident occurred, and
inquire as to the extent of the injury inflicted: and, in the
performance of this duty the inspector did go into the room
where the plaintiff was lying. It is evident that in approaching
the plaintiff the inspector was acting in the interest of the com-
pany, and in laying his hand upon her person he was attempt-
ing to ascertain the extent of her injuries for its benefit. The
law under circumstances like these will not undertake to make
any nice distinctions fixing with precision the line that sepa-
rates the act of the servant from the act of the individual.
When there is doubt, it will be resolved against the master,
upon the ground that he set in motion the servant who com-
mitted the wrong.
May 25. 1907.
ELECTRIC RAILWAY REVIEW
691
News of the Week
Increases of Wages.
The International Railway of Buffalo. N. Y.. has announced
a new scale of wages for its conductors and motormen. effective on
June 1. For the first year of service the men will receive 22%
cents an hour, with an increase of % cent an hour for each suc-
ceeding year, including the seventh. They now receive 21 cents
an hour for the first year and 25 cents after 10 years.
The St. Joseph (Mo.) Railway Light Heat & Power Company
lias made a new 3-year agreement with its motormen and con-
ductors whereby they will receive an increase of 10 per cent in
wages, the average pay being 23 cents per hour.
New York Public Utilities Bill Passed.
The so-called "public utilities bill" was passed by the New
York senate on May 22. It already had been passed by the house.
It is now in the hands of Mayor McClellan of New York City.
Mayor McClellan. it is understood, will veto the measure, and it
will be passed over his head. The only amendments made to the
bill by the senate provide that companies which already have
secured permission for extensions and improvements may make
them without the approval of the commissions which the act
creates, and that the present employes of the rapid transit commis-
sion shall be retained under the new New York City commission.
These amendments have been assented to by Governor Hughes.
Strike at Evansville. Ind.
A strike of the conductors and motormen employed on the
Evansville. Ind.. city lines of the Evansville & Southern Indiana
Traction Company was declared on May 15 by the newly organized
union and took effect on Thursday. May 16, when about 120
men walked out. The reason was the refusal of the company to
grant the demands of the union for a flat wage scale of 20 cents
per hour and a 9-hour day, with 30 cents per hour overtime, in
place of the present scale of 15 to 18 cents an hour, according
to length of service, and a 12- hour day. The strike had been
anticipated and the company has been able to continue the opera-
tion of some of its cars every day, although service has been
discontinued at night. Several riots have taken place and many
people have been injured. The cars have been operated by non-
union men imported from other cities.
Chicago Traction Reorganization Assured.
Announcement was made on May 22 that the necessary number
of shares of the Chicago Union Traction Company, common and
preferred, and of the North Chicago and the West Chicago Street
Railroad companies, to insure acceptance of the Chicago Railways
Company ordinance have been deposited. The amount of stock of
the Chicago West Division Railway Company required, and the nec-
essary number of shares of the North Chicago City Railway Com-
pany, except a small number, the deposit of which had been prom-
were on deposit as consenting to the reorganization.
The deposit of the stocks of the Union Traction Company and
the underlying companies was essential to formulation of the
reorganization plan. The distribution of the stocks of the reor-
ganized company will now be arranged. The Chicago Railways
Company, the new company, will distribute its stock, pro rata,
among holders of the securities of the underlying companies. Ac-
cording to the terms of the ordinance, the plan of distribution is
to be approved by P. S. Grosscup, judge of the United States
Circuit court at Chicago, and Prof. John C. Gray of Harvard Uni-
versity.
The board of supervising engineers will co-operate with the
board of local improvements in order that the work of paving
streets may be confined first to localities where there is the most
urgent need of improvement.
Decisions on Toronto Service.
The Ontario railway and municipal board has given judgments
in three cases brought by the city of Toronto against the Toronto
Railway Company in regard to improvements to the service on the
company's lines. These decisions have been rendered after a
series of hearings at which the city engineer and the company's
representatives presented arguments. The most important de-
cision is in the so-called "overcrowding" case. The board states
that the population of the city will probably increase during the
next 10 years at the rate of 15,000 a year and finds that the com-
pany has been putting on more cars in the attempt to relieve the
rowding. but cannot agree with the city's contention that more
operating on existing lines would solve the problem, as this
I endanger the pedestrian and vehicle traffic. Consequently
• mpany is ordered to build, with reasonable dispatch, between
10 and 15 additional miles of double track and 100 new cars, the
to be finished in time to be distributed and put in operation
on the system as soon as the new lines are built. Tin matter of
a is left to the company and the city. The company has
already applied for franchises for additional lines and Bion J.
Arnold of Chicago, acting as an expert for the city, has subn
nending certain routes as required by the conditions.
An abstract of Mr. Arnold's report was published in II
Railway Review of April 2T.
The other two cases refer to regulations for passengers and to
•f snow from the company's tracks. Tl pany Is
ted to close the front vestibules of its doors, from
May, making arrangements for passengers to enter
■ r platform and to leave by the front platform, and is
■r>t regulations to prevent the "end seat hog"
nuisance anil the crowding of tin- i rm by smokers. The
company is required to remove and carry away the snow on its
tracks when the snowfall amounts to six inches or over, and «
after successive sweepings from the tracks, the snow has accumu-
lated on the adjoining roadway and attained a depth of six i
the company is required to earn away any further snow it may
swc.p from the tracks.
The Cleveland Situation.
On Wednesday of this week Judge Phillips of the common pleas
court gave his long looked for decision in the Central avenue-Quincy
street franchise ease. The case was that of a proper!
backed by the Cleveland Electric Railway, against the Low Fare
Railway Company. The court held that the hitter's franchis
those streets was invalid, in that the council had lacked jurisdiction
to grant the franchise, because the i ssarj number of consents
from abutting property owners had not been secured. This
is a sreat victory for the Cleveland Electric Railway, which recently
ceased operating in those streets and tore up its tracks, as pre-
viously reported in the Electric Railway Review, and has
been endeavoring to block the efforts of the rival company to
operate in those streets while it has tried to secure a ren
of its own franchises.
This was the only important development of the week. On
May 16 the Cleveland Electric refused the Low Fare company's
offer, published in last week's Review, to negotiate for the use
of the former's property in Central avenue and Quincy street, and
sent a communication to the council offering to resume its sei
in those streets if the council would grant a new franchise on the
basis of seven tickets for 25 cents. On the following day the
pany refused an offer of the Low Fare company of $13,500 cash for
the privilege of joint operation over its tracks in Euclid avenue,
from the public square to East Fourteenth street. On Saturday
afternoon about 20 Low Fare cars were operated over this line, hut
were stopped by an agreement of the attorneys.
Mayor Johnson, several of the city officers and President
du Pont of the Municipal Traction Company on May 21 addressed
a large tent meeting in the interest of 3-cent fares, and Forest
City stock subscription blanks were circulated.
Two-Cent Fare for Passengers Without Seats. — The Civic Union
of Seattle. Wash., has passed a resolution calling upon the city
council to pass an ordinance prohibiting the Seattle Electric
Company from charging more than a 2-cent fare when the passen-
ger is unable to secure a seat.
New York Loop Bill Passes. — The Xew York senate on May 21
passed the Dowling loop bill, which enables the New York City
authorities to take the initiative toward the erection of an ele-
vated loop through the east side streets, to connect the Manhattan
tunnels of the Brooklyn and Williamsburg bridges.
Pennsylvania Strike Averted. — A threatened strike of the em-
ployes of the Eastern Pennsylvania Railways Company for an in-
crease of wages was averted on May 20 by an agreement to
submit the differences to a board of arbitration, composed of a
representative of the company and one of the men. If they cannot
agree they will choose a third party.
Municipal Ownership Experiment in San Francisco. — It is re-
ported that the board of supervisors of San Francisco has decided
to take over the Geary Street Park & Ocean Railroad and besides
operating it. convert it from a cable to an electric road. The
company's franchise has expired. The board will appropriate
$400,000 to purchase the property, in addition to the $350,
already set aside for the purpose.
Employes' Clubroom Planned at Ft. Worth. — The Northern
Texas Traction Company of Ft. Worth, Tex., is considering plans
for the construction of a clubroom for employes, to be built as a
second floor of the car house on East Front street. If the plan is
carried out it is stated that a local organization of the Street
Railway Young Men's Christian Association will be formed and the
clubroom placed under the supervision of that body.
Installing Underground Conduit in Omaha. — The Omaha &
Council Bluffs Street Railway is now installing several mile
underground conduit to carry its high-tension wires through the
downtown district in Omaha, Neb. The present contract calls
for four miles of conduit, from Fifth and Jackson streets to
Twenty-seventh and Lake streets. Another conduit will be laid
from the central power station to South Omaha, where a new
substation is to be located.
Decision in Favor of T-Rails at New Albany, Ind. — Judge W. C.
of the circuit court at New Albany, Ind.. has decided
brought by the city against the New Albany Street Railroad to
compel the use of a girder rail, in favor Of tin npanv. The com-
pany's franchise ordinance granted several years ago permitted
the use of the T-rail. but a later ordinance requires the use of a
girder rail. The court holds that the fust ordinance Is a con
that cannot be annulled without the consent of loin parties.
Street Railway Strike at Birmingham, Ala. — The street railway
men employed by the Birmingham (Ala.) Etailwaj Light & Tower
Company, who have recently formed a lo union,
triki OX May' 2ii. because Of the refusal of the
tilze the union. The n offered by the
pany' the alternative of surrendering their union cards or returning
their badges of employment and the majority of them immediately
returned their cars to the barns and left the company's service.
On 'I' n sent io Robert Ji n I on, on Ident of the
rm of agn m under which they would return
to work, involving complete reinstatement Ol recognition
of the union, an of future The question
692
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 21.
of wages does not enter. President Jemison replied to the com-
munication, stating that he would not employ union men. About
2o cars were operated on Wednesday. The mayor has ordered all
saloons closed, the police haw been put on double time and special
deputies have been sworn in. No attempt at violence has been
made and the company has operated a few cars each dav. although
at long intervals.
Opinion on Louisville Franchises. — City Attorney A. E. Rich-
ards of Louisville. Ky.. has submitted to a special committee of
the city council, appointed to investigate the franchise rights oi
the Louisville Railway Company, a lengthy opinion, which com-
pletely upholds the rights of the company in the streets. The re-
port reviews the legislation, both state and municipal, affecting
the roads now merged into the Louisville Railway, and finds that
the company's franchises are valid, and except for a few short
lines, have been extended by the legislature for 99 vears from
1890.
New York Rapid Transit Affairs. — The rapid transit commis-
sion did not award the contract for building the second section
of the bridge subway loop, as expected, because the necessary six
votes were not present, and. as one of the members is expected
to be kept away by ill health for some time, it was evident that
if any action was to be taken before the public utilities bill became
a law it would be necessary to appoint a new member to succeed
Lewis Cass Ledyard. who resigned several months ago. Conse-
quently Mayor MeClellan on May 17 appointed William S. Hurlev
to fill the vacancy.
Waterloo Strike Settled.— The strike of the trainmen of the
Waterloo Cedar Falls & Northern Railway, Waterloo, la., which
has been in progress for about two months, was settled on May 9,
by agreement between the company officials and the union leaders.
Cars have been operated, but trouble has been frequent and union
men have refused to patronize the cars. The company agrees
to recognize the union, but will hire union or non-union men, in-
discriminately, and will receive a grievance committee of the union
at any time. No man is to be discharged without being furnished
with the reason for his dismissal.
Electrical Engineers Elect Officers. — At a meeting of the Ameri-
can Institute of Electrical Engineers, held in New York City on
May 21, the following officers were elected: President (for one year),
H. G. Stott; vice-presidents (for two years), L. A. Ferguson, J. G.
White, W. C. L. Eglin: managers (for three years), B. G. Lamme.
H. W. Buck, P. H. Thomas, Morgan Brooks; treasurer (for one
yi-ari. George A. Hamilton; secretary (for one year), Ralph W.
Pope. Certain amendments to the constitution were proposed and
adopted by the institute, and the new officers will hold office in
accordance with the provisions of the amended constitution.
Hearing on Philadelphia Ordinance. — It is expected that the
finance and the street railways committees of Philadelphia city
councils will hold a joint meeting at which arguments on the
proposed new ordinance for the Philadelphia Rapid Transit Com-
pany will be heard. An ordinance has been introduced in councils
by Councilman Robert M. Fry, providing that the city shall take
possession of the property and franchise of the Citizens' Passenger
Railway Company under authority of the ordinance of July 7,
1857, and lease it to a company which offers to provide the pur-
chase money, give 2 per cent of the gross earnings to the city
and grant 4-cent fares. A resolution has also been introduced
providing for the appointment of a commission by the mayor to
investigate the traction' situation.
Fender Tested by Chicago City Railway. — It is announced that
this company has installed a new fender on one of its cars and
is testing it in regular~service. The fender, which was invented
by George De Clement of Kalamazoo. Mich., consists of a buffer
mounted on the front of the ear, and a scoop fender mounted
under the car, directly in front of the wheels. This scoop is
normally held 6 or S inches clear of the track, but is automatically
released and dropped to the ground should a person be struck
by the car and fall on the track. The scoop fender under the
ear is automatically released by a special releasing fender, which
is thrown upwards when it comes in contact with any object on
the track. The inventor has great confidence in the efficiency
of the new fender and a company will be formed to manufacture it.
Reports of the American Street Railway Association. — Secre-
tary B. V. Swenson of the American Street and Interurban Rail-
way Association has issued a complete summary, index and price
list of the reports of the American Street Railway Association,
together with a circular offering for sale, at prices ranging from
50 cents to $1.50. copies of the reports for all of the 24 years of
the existence of the association, except five, of which two are out
of print and three are reserved to make up bound sets. The entire
series consists of 24 reports, covering the period from the or-
ganization meeting in 1882 to and including the reorganization
meeting in 1905. These reports contain the complete proceedings
of the conventions of the association, including papers, committee
reports, addresses, discussions, banquet speeches and much other
material of great interest and value to the street railway fraternity.
More than 5.600 pages octavo are contained in these reports.
Each has a frontispiece, consisting of a steel engraving of the
president for the year of the report. During these 24 years the
business has passed through various stages. In 18S2 there were
no interurban railways and the street railway business of the
country was confined principally to the small horse-car roads in
the larger cities. During the first eight or ten years of the asso-
ciation work occurred the early attempts to propel the cars
mechanically or electrically, the adoption of cable systems in the
larger cities and the successful application of electric power. This
was followed by a wonderful development of the business, espe-
cially after the interurban railway proved to be a success. The
reports of the American Street Railway Association cover the
entire period of time from the old horse-car days to the present.
They are paper-covered octavo volumes, averaging about 250
pages each. Several complete sets (except the first and second
reports) have been bound in six volumes to the set. These will be
sold at $25 a set for cloth binding and $30 for half morocco. A few
additional sets (except the first, second and third reports) will
be bound in six volumes to the set. These will be sold at $20
a set for cloth binding and at $25 a set for half morocco.
Seek to Annul Charter of Philadelphia Company. — Both
branches of the Pittsburg city councils on May 21 passed resolu-
tions authorizing the mayor to ask the governor to instruct the
attorney-general to institute quo warranto proceedings against
the Philadelphia Company, with a view to annulling its charter.
The Philadelphia Company, which is controlled by the United
Railways & Investment Company of San Francisco, controls the
Pittsburg Railways Company and several gas and electric com-
panies in and near Pittsburg. This step is part of a general
agitation against the company and is said to have been influenced
by the recent action of the company in raising the price of natural
gas from 25 to 30 cents per 1.000 cubic feet. Bills have recently
been presented against the Pittsburg Railways Company by the
city, aggregating over $600,000. for street cleaning, and an attempt
is being made to secure a reduction of the night fare of 10
cents on the street cars.
Indiana Tax Commissioners Lenient with Electric Railways. —
The Indiana state board of tax commissioners, which closed its
first session on May 20. has increased the assessed valuation of
the corporate property in the state from $224,377,446, the 1906
figure, to $236,790,754. Although the assessment of steam roads
was increased from $183,670,955 to $191,337,619, there was prac-
tically no increase in the assessments of the interurban railways,
the figures being $20,616,599 in 1906 and $20,990,004 for the present
year. Various representatives of the interurban railway com-
panies appeared at the preliminary hearings of the board, on April
22-25. as reported in the Electric Railway Review of April 27 and
May 4. and argued that their assessments should not be increased
because the roads were still in a period of development. The tax
board appars to have taken this view of the matter. Another
session will be begun on July 2 for the purpose of hearing appeals,
after which the final assessments will be fixed.
Butte Cars Being Equipped with Vestibules. — The Butte
(Mont.) Electric Railway Company is equipping all its winter cars
with vestibules completely enclosing the platforms, in accordance
with a law recently passed by the legislature. One side of the
platform will be built up solidly, the other is to be provided with
doors, which will be closed while the motorman occupies this plat-
form, and will be locked open on the return trip when he changes
platforms. This will leave only one entrance to the car and that
on the opposite side from the double track, thus doing away with
the danger of passengers stepping from one car into the path of
another. Manager Wharton says that for many years the com-
pany opposed the use of the closed vestibules in Butte; the motor-
men were protected by windows in front of them, but while the old
conditions of smoke and fog prevailed it was necessary for them
to depend upon hearing any sound that might give warning of
danger, and the sides were left open. These conditions have passed
now, and there is no longer any need to sacrifice fullest protection
to safety.
American Society of Mechanical Engineers. — The semi-annual
meeting of the American Society of Mechanical Engineers, to be
held in Indianapolis, Ind.. on May 28 to 31, promises to be of
especial interest to mechanical engineers. A wide range of sub-
jects will be taken up and discussed, among which will be reports
of committees on standard proportions for machine screws; standard
tonnage basis for refrigeration, and papers on pumping engines, the
heating of storehouses, and kilns for Portland cement. There will
be special sessions for papers and discussions of superheated steam.
including papers on its specific heat, its flow, furnace and super-
heat relations, the determination of entropy lines for superheated
steam, the performance of Cole superheaters, superheated steam in
an injector; the use of superheated steam on locomotives in
America, analysis of locomotive tests, and material for the control
of superheated steam. An automobile symposium has been planned
for the Wednesday evening (May 30) session, at which papers,
illustrated by lantern slides, on ball bearings in general and their
use on automobiles in particular, air-cooling of automobile engines,
materials for automobiles, special automobile steel, and the railway
motor car will be read and discussed. These papers have been
prepared by authors who have made important investigations in
their particular lines of work. Accommodations for transportation
and Pullman car service can be arranged for by addressing the
secretary of the society. Several excursions have been arranged
to different plants and points of interest in and around Indianapolis.
One of the professional sessions devoted to superheated steam will
be held at Purdue University, and an opportunity will be given the
guests after the session of going over the university. The local
committee at Indianapolis is endeavoring to secure reserved seats
for those attending the convention, upon the occasion of President
Roosevelt's speech at Indianapolis on Decoration Day. On Wednes-
day afternoon. May 29. a visit will be made in special cars to the
Atias Engine Works, and to the plant of the National Motor
Vehicle Company. Another excursion on the same afternoon has
been arranged for the works of the D. N. Parry Manufacturing
Company and to those of the Nordyke & Marmon Company. An
attractive booklet describing Indianapolis and its industries for
the benefit of the association has been executed and issued by
Russell M. Seeds. The book is well illustrated by halftones and
contains a small map and guide to the city of Indianapolis, show-
ing which cars to take to get to the various manufacturing plants
in the city of interest to members of tic American Society of
Mechanical Engineers.
May 25, 1907.
ELECTRIC RAILWAY REVIEW
693
Construction News
FRANCHISES.
Anderson. S. C. — O. W. Kelsey, representing the South Caro-
lina Public Service Corporation, which was incorporated in Janu-
ary of this year to build a system of interurban electric lines in
North and South Carolina and Georgia, has applied for a franchise
to enter Anderson and to operate its line in several of the streets.
A committee of three aldermen has been appointed to report on
the proposition. A franchise also will be applied for in Greenville,
S. C. Joseph J. Timmes. president, 52-53 Broad street. New
York City.
Ensley, Ala. — The city council has granted a franchise to H. S.
Meade. R. E. Meade. J. J. Walker, B. R. PegTam and others of
this city to operate an electric street railway from Avenue E and
Twentieth street to the city limits and back through Ensley High-
lands. Work must be begun within six months. The line will
develop a large tract of land adjoining the highlands.
Ft. Worth, Tex. — A franchise has been granted to the Northern
Texas Traction Company for the extension of its lines in North
Ft. Worth. Work is to begin within 90 days and be completed
within nine months.
Girard. Kan. — A franchise has been granted to the Girard Coal
Belt Electric Railway to build its interurban line in Crawford
county. The line will extend from Girard to Mulberry, about 16
miles, with headquarters at Girard. J. B. McFarland, president.
Great Falls. Mont. — The Great Falls Street Railway Company
has been granted a franchise to use the north bridge on First
avenue for a period of five years, the privilege to be extended at
the end of that time unless city traffic shall have increased suffi-
ciently to demand the construction of a new bridge for street
railway service. The company will pay one-half of the repairs
on the bridge after it has laid its tracks across it. It is stated
that the line may be extended to the west side of the river.
High Point, N. C. — Additional franchise rights have been
granted to Dee Allen, W. T. Van Brunt and others, associated in
■the proposed electric line which will connect High Point with
Greensboro, N. C, and it is stated that the Greensboro Electric
Company and its holdings have been acquired by these interests.
Practically all of the right of way has been secured in High Point
and to the point connecting with the Greensboro line, and work
is said to have been started.
Laurel, Miss. — Application for a franchise to build an electric
street railway in Laurel has been made by the Gulf States In-
vestment Company with a provision that the city may have the
privilege of taking over the property at the expiration of the
franchise in 1930, if desired. The petitioners agree to have one
mile in operation within IS months.
Moscow, Idaho. — The Spokane & Inland Empire Railroad has
been granted a franchise to build and operate its line in this city.
Phoenixville. Pa. — A franchise has been granted to the Phila-
delphia Interurban Railway Company to build an electric line in
this city. This is said to be part of an interurban line which
the promoters agree to build between Sanatoga and Phoenixville
within a* year.
Port Angelus, Wash. — F. A. Ballin, H. B. Kennedy and others
of Seattle, Wash., have applied for permission to build an electric
street railway system in this city.
Port Jefferson, N. Y. — A franchise has been granted to the
Suffolk Traction Company to build an electric line from Port
Jefferson to Patchogue, L. I. The line is to be in operation within
two years.
Tacoma, Wash. — The Pacific Traction Company has applied for
a franchise to build a new line to the West End, which will serve
the thickly settled district lying between two of the Tacoma
Railway & Power Company's lines. The motive power will be
either cable or electricity and it will connect with the line now
under construction. The application lias been referred to the fran-
Chi8< i has passed an ordinance providing
for joint operation by the Pacific Traction Company and the Tacoma
Railway & Power Company over the latter's tracks on Pacific
avenue.
Whitehouse. O. — The Toledo & Defiance Railway has mad. ap-
plication for a franchise in St. Louis avenue. The line, if built,
will afford i nnection with Toledo.
RECENT INCORPORATIONS.
Clark's Summit & Lake Winola Street Railway. — Encorpt
In Pennsylvania to build an 8-mile electric line from Chinchilla,
Lackawanna county, t<> Lake Winola, Wyoming county. Capital
$48,000. Thorns president, Scranton, Pa.
Galveston-Houston Electric Company. — I I in Maine
with stock of $6,000, to build an Interurban line be-
B a, Tex. incorporators: William K.
Neal, Richard E3. Hai i I Bi E3. Noble,
Albert E. Neal, Fred D. ii John ll. Rii Di Id W.
Snow.
Palmyra & Campbelltown Electric Street Railway, Campbell-
town, Pa. — It is announced that incorporation papers will soon he
filed in Pennsylvania by this company for the purpose of building
an electric line five miles long, from Palmyra to Campbelltown,
Pa. Incorporators: Harry Baum, R. F. Dissinger and 1. M.
Reigert.
Philadelphia Valley Forge & Suburban Railroad. — incorporated
in Pennsylvania to build an electric line from the Sixty-ninth street
station of the Philadelphia Rapid Transit Company's elevated
road to Valley Forge and Phoenixville. Pa. It is stated that all
the surveys have been made, although the exact location of the
route has not been determined upon. Capital stock, $600,000. In-
corporators: L. Knowles Perot. Bala. Pa., president: A. D. Whit-
ing, David Rumbold. Jr.. Edward W. Johnson. Philadelphia: James
A. Bunting, Secane: Morris H. Wetherill, Haverford, and Robert
C. Selden, Norristown, Pa.
Piedmont-Carolina Railway. — Incorporated in North Carolina to
build an electric railway in Salisbury, N. C. Capital stock, $100,000.
Incorporators: T. H. Vanderford, W. F. Snider and J. H. Horah.
Port Orange & Santa Ana Railway. — Incorporated in California
to build a broad-gauge electric line, which will form the connect-
ing link between the seashore and Santa Ana and will provide a
direct connection by way of that city with all the principal cities
of southern California, as well as with the three transcontinental
steam roads. It will afford communication with a harbor IVz
miles long and 1 mile wide, at which point is the proposed site of
Port Orange, named in the title. A large hotel, to be built at
Creston Point, on the seashore, is one of the projects named in
connection with the enterprise. It is stated that much of the
material has been purchased and that work will commence as
soon as possible. Capital stock, $500,000, of which $50,000 has
been subscribed. Incorporators: Frank F. Johnson, Walter G.
Hopkins. A. F. Lijeal. Joseph M. Fletcher. Eugene Germain, C. L.
Fredericks, Harry P. Vandeveer and G. H. McCarthy.
Portland <£. Northern Railroad. — Incorporated in Oregon to
build an electric line from Portland to Bridgton. Ore. The line
will be standard gauge to admit of interchanging freight with
steam roads, and may be operated by third rail. It will he about
40 miles long and will pass through Windham, Raymond. Casco
and Naples. As now planned the road will start from Portland
at some point near Morrill's Corner, in the Deering district, and
proceed by the old stage line to the terminus in Bridgton. Capital
stock, $160,000. Incorporators: William M. Sturges. N. D. Sturges,
Scranton, Pa.: Tracy W. Holland. New York City; Howard Wins-
low, Henry L. Forham, Llewellyn Barton. Portland; S. O. Hancock,
Casco. Ore.
Seymour & Brownstown Interurban Motor Line Railway, Sey-
mour, Ind. — Incorporated in Indiana to build an interurban line be-
tween Seymour and Brownstown, Ind. Capital stock, $10,000. In-
corporators: Joseph I. Irwin, L. I. Sweeney, N. I. Sweeney and
Z. T. Sweeney, all of Columbus, O.
Tanwax (Wash.) & Western Railway. — Incorporated in Wash-
ington to build a 35-mile electric line from Tanwax Junction to
Olympia. It is stated that construction work is to be started at
once. Capital stock, $100,000. Henry S. Royce, Tacoma. Wash.,
is president.
Waynesburg (Pa.) <£. Monongahela Street Railway. — Application
for a charter has been filed by this company, which is planning to
build an electric line from Waynesburg, Pa:, to East Waynesburg,
Morrisville. Jefferson. Clarkesville. East Bethlehem and Millsboro.
Thomas S. Crago, Waynesburg, and H. R. Myers, Washington, Pa.,
are interested.
Western Railways & Light Company. — This company has been
incorporated and will be the holding company for the McKinley
light and traction properties in northern Illinois, including the
Galesburg Railway & Light Company, the Quincy Horse Railway
& Carrying Company, the Illinois Valley Railway Company and
the Citizens' Light Company of La Salle and Peru, and the Chi-
cago Ottawa & Peoria Railway. The officers are: W. B. McKinley,
president; George Duncan, vice-president; Edward Woodman,
treasurer; T. H. MeCauley, secretary; H. E. Chubbuck, general
manager.
TRACK AND ROADWAY.
Albuquerque (N. M.) Traction Company. — This company is
planning an extension of its Railroad avenue line to the High-
lands; also the construction of one or twi ross-town lines.
Anderson, S. C. — W. L. Hodges of Hartwell, S. C, is Intel
in a project ti. build an electric railway from Athens. Ga., to
Andersen, s i '.. 67 miles, passing through either Camesville or
Isvllle, Ga., and Royston and Hartwell. S. C.
Asheville Rapid Transit Company. Asheville, N. C. — It is stated
i large consignment of trolley poles and cross ties for this
comp: ■ nsion to Overlook Park hat eceived and that
:, portion 01 He rails is expected shortly. Work on the grading of
i he he i pi ogi essing rapidly.
Bay City, Mich. — It is reported thai Handy Brothers, who own
nlni near Ucron, Mich., will build an electric railway (rom
1 1 possibly through to Caro, Mich.
Bennington & Hoosick Valley Railway. Bennington, Vt.— This
il ii was recently acquired by the Bennln North
a. lams Street Railway, c rolled by the Consolidated R
.New ll.-ivn. Conn., is reported to h tred the righl i
i toa Ii l Palls i" Troy N. v., -■■ i i
Bridge, Busklrk, Johnsonvllle, Valley Falls arw A
694
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 21.
paralleling the Boston & Maine Railroad; also branches from
Hoosick Falls to Cambridge, N. Y.. and Pownal, Vt. The road now
has a line in operation from Bennington to Hoosick Palls, 16.5
miles.
Boise & Interurban Railway. — Chief Engineer F. H. Knox is
quoted as saying that all but six miles of track have been laid on
the line from Boise to Caldwell, Idaho, and that the poles have
been set as far as Middleton. The substations at Park and Middle-
ton are practically completed and it is probable that cars will be
operated by June 15.
Boston & Worcester Street Railway. — Plans involving the ex-
penditure of about $300,000 have been completed by this company
for the widening of Worcester street in South Framingham, Mass".
to permit of the double-tracking of its line from Central square.
Framingham. to the Southboro line. A year or more will be re-
quired in which to complete the work.
Buffalo & Lake Erie Traction Company, Buffalo, N. Y. — This
company has purchased right of way for its crossing under the
tracks of the New York Chicago & St. Louis. Dunkirk Allegheny
Valley & Pittsburg and Pennsylvania railroads in Dunkirk, N. Y.
Buffalo Rochester & Eastern Railroad. — We are officially advised
that this company, whose incorporation was noted in the Electric
Railway Review of May 4, proposes to build a steam instead of an
electric road, from Buffalo to Rochester and Troy, N. Y.
Chicago Great Western Railroad. — L. S. Cass, third vice-presi-
dent, St. Paul, Minn., is reported to have announced that the
branch line from Rochester to Winona, Minn., is to be electrified.
Chicago Lake Shore & South Bend Railway, South Bend. Ind. —
It is reported that tracklaying on this line has now been completed
from South Bend to Hudson Lake, Ind., and that rails have been
delivered at Michigan City sufficient to build 50 miles of the re-
maining distance to the Indiana-Illinois state line, where a con-
nection will be made with the Illinois Central Railroad. The Illi-
nois Central has built four miles of track from Kensington to the
state line to meet the electric road. Grading is now in progress at
Michigan City. J. B. Hanna, president.
Chicago South Bend <£. Northern Indiana Railway, South Bend.
Ind. — It is announced that contracts will soon be let by this com-
pany for the reconstruction of its line between Laporte and Michi-
gan City, Ind.
Cincinnati Reading & Middletown Street Railroad. — Surveyors
are now locating this company's proposed line from Sharon to
Middletown, O. A franchise has been secured in Reading and it is
stated that 90 per cent of the right of way has been secured.
Cleveland Southwestern & Columbus Railway, Cleveland, O. —
It is stated that work on the Cleveland Ashland & Mansfield divi-
sion of this company's line between Mansfield and Ashland is
progressing rapidly and may be completed by September 1. An
effort also will be made to have the line between Seville and Mans-
field completed by the first of the year. W. H. Abbott, consulting
engineer, Cleveland, O.
Columbus Kenton & Lima Railway. — Engineers are at work
on this company's line between Columbus and Magnetic Springs.
O., and it is stated that the construction work between Columbus
and Kenton will be finished this year. The extension from Kenton
to Lima and from La Rue to Marion will not be completed until
some time next year. W. H. Ogan of Columbus is interested.
Columbus (Ind.) Street Railway & Light Company. — Prepara-
tions are being made to resume work on the extension from
Columbus to East Columbus. It is hoped to have the line in
operation in two months.
Corinth & Shiloh Electric Railway, Corinth, Miss. — Abe Rubel,
president, writes that this company proposes to build an electric
railway from Corinth, Miss., to the United States National Park
at Shiloh, Tenn., or Pittsburg Landing, on the Tennessee river.
Surveys have been made and right of way secured. Special per-
mission to run over the park property has been granted by con-
gress. The road will extend along the top of a ridge and no
trestles will be required on the entire line.
Cortland County Traction Company, Cortland, N. Y. — This com-
pany has been authorized by the state railroad commission to issue
a mortgage for $2,000,000 and to increase its capital stock from
$320,000 to $1,000,000. A part of the new funds is to be used for
the construction of a double-track extension to Syracuse, 23 miles,
three miles of track in Syracuse and two miles in Cortland. W. C.
Pearce, chief engineer.
Denver & South Platte Railroad. — Joseph A. Osner, Denver,
has the contract for building this electric railway, which is financed
by H. W. Hartman, Thomas B. Doane and others of Denver, from
Englewood to Roxborough Park, Colo., 21 miles, via Littleton. Sur-
veys have been completed and grading was begun last week. Power
will be obtained from the Denver City Tramway Company and
connection with Denver will be had over that company's lines.
Roxborough Park is to be developed as a summer resort.
Duluth (Minn.) Street Railway.— This company has filed plans
with the board of public works for its approval of an extension
of its Nemadji line to Allouez.
East Hampton, Conn.— A company has been organized to build
an electric line from East Hampton to Moodus, Conn. George F.
Marshall of Maiden, Mass., is president and Fred M. Hoadley of
Providence, R. I., secretary and treasurer.
Edmonton, Alberta. — Contracts have been awarded for the con-
struction of the proposed municipal railway to W. H. Harvey,
Vancouver, B. C, and the Bitulithic Company, Ltd., Winnipeg,
Man.
Fairchance & Smithfield Traction Company. — This company's
new line from Fairchance to York Run, Pa., about two miles, was
opened for traffic last week. When completed the line will connect
Uniontown and Smithfield, a distance of seven miles. Owen Jones
is superintendent in charge of both operation and construction.
Findlay- Marion Railway & Light Company. — It is announced
that grading on this company's 47-mile line from Findlay to
Marion, O., will begin the first week in June at Marseilles, O.,
and will be continued on to Marion. It is stated that the people
of this section, which hitherto has been without electric railway
service, have promised the company 400 carloads of freight per
year. R. P. Hankey of Detroit, Mich., is president.
Fremont (O.) Street Railway. — George Champe, chief engineer,
has announced that this company will begin at once the work of
rebuilding its tracks on Front and Tiffin streets, and that the
line to Ballville will be extended about one mile to the Oakwood
cemetery.
Gainesville Whitesboro & Sherman Railway. — John King, presi-
dent, Gainesville, Tex., states that grading will probably be re-
sumed about June on this line from Gainesville to Sherman, Tex.,
which was graded last year from Gainesville to Callisburg.
Galveston-Houston Electric Railway. — The directors of this com-
pany, which is controlled by Stone & Webster of Boston, Mass.,
have authorized an issue of $5,000,000 bonds for the purpose of con-
structing the line from Galveston to Houston, Tex. M. M. Phinney
of Dallas is interested.
Georgia Railway & Electric Company, Atlanta, Ga. — The work of
double-tracking west Peachtree street, Georgia avenue and the three
main trunk lines reaching Ponce de Leon springs, has been com-
pleted and the line is now in operation.
Grafton (W. Va.) Traction Company. — It is announced that
the contract for the construction this company's 2^-mile line in
Grafton has been let to Tolbert Brothers of Fairmont and it is
stated that a large force of men will be put at work at once.
The contract provides that the work must be completed six weeks
from May 28. After the completion of the present proposed line,
which it is now planned to have in operation by early fall, the
company is said to be planning for further extensions. A power
plant is to be built and will be equipped with General Electric
apparatus.
Indianapolis & Louisville Traction Company, Louisville, Ky. —
We are officially advised that this company, which is now build-
ing a line from Seymour to Sellersburg, Ind., 41 miles, expects to
begin operating from Louisville, Ky., to Scottsburg, Ind., by
June 15, using the tracks of the Louisville & Northern Railway
& Lighting Company as far as Sellersburg. By August 1 it is
expected to begin operating from Louisville to Indianapolis, using
the tracks of the Indianapolis Columbus & Southern Traction
Company from Seymour north. The latter company is building
an extension from Columbus south to Seymour, 10 miles, of which
17 have been graded, with 8 miles of track laid. A. A. Anderson
of Columbus, Ind., general manager of the Indianapolis Columbus
& Southern, has also been appointed general manager of the
Indianapolis & Louisville and the two lines will be operated as
one system. A power house and car house have been erected at
Scottsburg. The line is to be operated with direct-current at
1,200 volts. John C. Mayo of Paintsville, Ky., is president and
W. H. Cost, chief engineer.
Indianapolis Columbus & Southern Traction Company, Colum-
bus, Ind. — The contract for building this company's interurban
station at Reddington, Ind., which is on the line of its extension
to Seymour, has been let to Dunlap & Co. A. A. Anderson, Colum-
bus, Ind., is general manager.
Indianapolis Columbus & Southern Traction Company, Colum-
bus, Ind. — A. A. Anderson, general manager, writes that eight
miles of track, from Seymour to near Azalea, have been laid
on the extension from Columbus to Seymour, Ind., 19.01 miles,
and that grading has been completed from Seymour to near Co-
lumbus, a distance of 17.5 miles. Poles have been set for 15
miles. The overhead construction is of the bracket type. Sub-
stations, each containing one 200-kilowatt Stanley rotary con-
verter and three air-cooled transformers, are under construction
at Reddington and Columbus. The company is doing the con-
struction work. This line will be operated from Indianapolis
to Louisville, Ky.. in connection with the Indianapolis & Louis-
ville Traction Company, which is building from Sellersburg to
Seymour. The tracks of the Louisville & Northern Railway &
Lighting Company will be used from Sellersburg to Louisville.
Through operation is expected to begin by August 1. Joseph I.
Irwin, president.
Interborough-Metropolitan Company, New York, N. Y. — This
company has issued $15,000,000 of short-term notes, a part of the
proceeds of which is to be used in installing the underground
trolley system on the cross-town lines of the Metropolitan Stieet
Railway, which are now operated by horse-power.
International Railway, Buffalo, N. Y. — A new line on Fillmore
avenue, from Main street to Abbott road, six miles long, connecting
with the steel plant district, has been completed and will be opened
for traffic on May 30.
Indiana Southern Railway. Aurora, Ind. — C. M. McMullen, sec-
retary, writes that this company proposes to build an electric rail-
way from Aurora to Rising Sun, Ind., a distance of eight miles.
Construction will be commenced as soon as a franchise can be
secured in Aurora. E. W. Swarthout of Aurora is president.
May 25, 1907
ELECTRIC RAILWAY REVIEW
695
Jackson (Mich.) Consolidated Traction Company. — It is stated
that following the sale of this property to the Michigan United
Railways several important improvements are planned for this
company's lines and that rails have been ordered for an extension
3% miles long.
Jackson (Miss.) Electric Railway Light <£. Power Company. —
An amendment to its charter, permitting it to construct and
operate interurban and suburban lines, has been secured by this
company. F. G. Proutt. Jackson, general manager.
Jefferson City (Tenn.) Electric Railway Light & Power Com-
pany.— J. H. Bundren writes that this company, recently incorpo-
rated, proposes to build an electric railway from Jefferson City
to Dandridge, Tenn., 10 miles. A contract is to be let for a dam
and construction of the road is to begin shortly. The company
also expects to do a general light and power business. The or-
ganization has not yet been perfected.
Kansas Southern Electric Railway. — Frank V. Crouch of Iola.
Kan., who is promoting an electric railway from Pittsburg to
Girard, Erie and Iola. Kan., is now securing the necessary right
of way. Surveys are now being made and Mr. Crouch states that
the line has been financed.
Long Island Railroad. — According to the annual report of Presi-
dent Ralph Peters, plans are being prepared for the electrification
of the lines from Long Island City to Port Washington and
to Whitestone Landing, and as soon as the tunnels under the Bast
river are completed, the lines will be electrified to Jamaica and
to Woodhaven Junction, via the Glendale cut-off, a connection
between the main line, the Montauk division and the Rockaway
Beach division. Plans are also being made for an enlarged
terminal at Jamaica, where the change from steam to electric
locomotives will be made. It is reported that this company has
abandoned the plan for an extension from Wading River to River-
head and will build instead an extension from Wading River to
Manor. Surveys have been started.
Louisiana Bowling Green & St. Charles Interurban Railway. —
W. F. Manzke of Bowling Green, Mo., is interested in an attempt
to promote an interurban line to run from Louisiana, Bowling
Green, St. Clements. Ashley, New Hartford, Marling, Olney, Mill-
wood, Silex, Old Monroe and to St. Charles.
Ludington, Mich. — Work is now in progress on the electric
railway between Pentwater and Ludington, Mich.
Marshfield, Ore. — A project is on foot to build an electric rail-
road from Roseburg to Coos Bay and Marshfield, Ore., about 75
miles. Citizens of Roseburg have agreed to subscribe $500,000 if
a proportionate amount is subscribed in North Bend and Marsh-
field. It is estimated that the road would cost from $1,100,000 to
$2,000,000.
Marquette County Gas & Electric Company, Ishpeming, Mich. —
This company is planning a number of important extensions and
changes of route on its city lines in Marquette, Mich.
Monroe, Mich. — It is reported that a project is on foot to build
an electric railway from Monroe to Dundee, Mich.
New York, N. Y. — The shields in the north tube of the Bel-
mont tunnel, from Manhattan Island to Long Island City, met on
May 16. It is now expected to operate trains through the tunnel
by August 1. The other tube is not expected to be cut through
before that time.
Northwestern Ohio Electric Railway. — It is reported that
Jerome. Hunter & Co. of Philadelphia have been awarded a con-
tract for the construction of the line from Defiance to Montpelier,
O., 34 miles, via Bryan and Evansport. Construction will begin
at Bryan and proceed in both directions. M. Steinberg of Defiance,
chief engineer.
Peoria Bloomington & Champaign Traction Company, Bloom-
Ington, III. — This company, which has recently completed its line
from Peoria to Bloomington, 111., and proposes to build to Cham-
paign, as a part of the Illinois Traction System, has filed notice
of an increase of capital stock to $500,000.
Pontiac Oxford & Northern Railroad, Pontiac, Mich. — It is re-
ported that Robert Oakman and Detroit capitalists have secured
an option on 80 per cent of the capital stock of this company, which
is now in receiver's hands, and will convert the steam road, operat-
ing between Pontiac and Caseville, Mich., about 100 miles, to an
it railway.
Puget Sound Skykomish & Eastern Railway, Everett, Wash. —
This company is making rapid progress on the surveying of its line
from Index to Galena, Wash., 10 miles, and shipments of rails have
been delivered. Grading is to begin at once. Nicholas Rudebeck is
the promoters.
Puget Sound Electric Railway, Tacoma, Wash. — W. S. Dim-
mock, manager, writes that the Seattle-Tacoma interurban line
has Just been double-tracked fur 12 miles out of Seattle and the
company is now undertaking the construction of the second track
from Kent to Pi , nine miles, and for two or three miles
out of Tacoma. leaving about 12 miles of single track through the
hills and at points where a double track Is not necessary at pres-
ent, but which will probably be double-tracked within the next
year or two. Seventy-pound rail is being used for the running
rail and 100-pound rail for the third rail, and the road is ballasted
with gravel in the best possible manner. — The new line from Ta-
coma to Ortlng, via Puyallup, 21 miles, Is expected to be opened
for traffic i' the las) of the summer. Construction ma-
terlal being delivered along the line and the right of
way purchases are being completed. About one mile of the
lino has been built.
Redlands Central Railway, Redlands, Cal. — John H. Fisher,
chief engineer, writes that surveying is in progress on this pro-
posed line from Redlands to Riverside, Cal., 18 miles, via Red-
lands Junction, Loma, Linda and Highgrove. Overhead work is
now in progress on the line across the city, 3.67 miles. Ohio
Brass Company's No. 00 grooved trolley wire is used. Grading is
to begin on the interurban line on June 15. The rails will be
60-pound A. S. C. E. section, using Abbott rail joint plates. The
power house will contain a 200-kilowatt General Electric motor
generator. The car equipment will consist of two 37-foot Brill
convertible cars, equipped with Westinghouse air brakes and
GE-90 motors. A. G. Hubbard, president.
Rockford Oregon & Southern Railway, Oregon, III. — F. G.
Jones, one of the incorporators, writes that this company will
build an electric railway from Rockford to Dixon, 111., 44 miles,
via Stillman Valley, Oregon and Grand Detour. The organization
of the company is not yet completed and no contracts have been
let.
Rockville <£. Stafford Springs Street Railway. — It is reported
that this company has secured the land necessary for its entrance
to Rockville, Conn., and has secured options for land for car
barns.
Russellville, Ark. — It is reported that plans are being made for
the construction of an electric railway from the Arkansas river
through Atkins, Economy and Appleton, Wis., with probable ex-
tensions to Hattiesville, Cleveland, Pottsville and other points.
Local capital is said to be backing the project.
St. Louis Decatur & Champaign Railway, Champaign, III. —
This company, which is now constructing a line from Champaign
to Decatur, 111., as a part of the Illinois Traction System, has filed
a notice of increase of its capital stock from $100,000 to $500,000.
Southwestern Traction Company, London, Ont. — The extension
to Port Stanley is expected to be in operation about July 1. The
entire line is graded, tracklaying is completed to within a mile of
Port Stanley and poles have been erected for a large part of the
distance. C. P. Raikes, chief engineer.
Springfield (Ml.) Belt Railway. — This company has increased
its capital stock from $5,000 to $500,000.
Springfield (Mass.) Street Railway. — The work on the Brimfield
extension line to Palmer and Fiskdale is progressing so rapidly
that it is believed the line may be operated by the middle of
June. There still remains the erection of two 100-foot span bridges
over the Quobaug river.
Stafford Springs Street Railway. — This company is surveying
a new route into Rockville, Conn., using Hale and Grove streets.
Syracuse & South Bay Railway, Syracuse, N. Y. — This company
has been authorized by the New York railroad commission to issue
a first mortgage for $1,000,000 for the construction of its line from
Syracuse to South Bay, N. Y. William Nottingham is interested.
Texas Traction Company, Dallas, Tex. — H. K. Payne, repre-
senting the Fred A. Jones Company, which has the contract for
building this line from Dallas to Sherman, Tex., 65 miles, states
that one-fifth of the roadbed is completed and that it is expected
to have the grading finished by October 1. Rails and equipment
have been ordered.
Toledo Wabash & St. Louis Railroad, Toledo, O. — It is reported
that the Riggs & Sherman Company, Toledo, is making surveys
for this proposed line between Defiance, O., and Ft. Wayne, Ind.
The line between Toledo and Defiance is already surveyed. L. A.
Chenoweth is in charge for Riggs & Sherman. W. D. Whitney of
Toledo, president.
Tri-City Railway, Davenport, la. — This company expects to
begin work at once on the proposed construction work for the
season in Rock Island, 111. The Bridge line on Third avenue, be-
tween Fifteenth and Twentieth streets, will be double-tracked and
rebuilt. The Moline avenue line will be rebuilt and the Red line
will be rebuilt and possibly double-tracked for a part of its length.
Parts of several other lines are to be rebuilt and the double-tracking
will be extended.
West Virginia Interior Railroad.— Judge T. P. Jacobs of New
Martinsville, W. Va., is interested in a proposition to build an in-
terurban road from either Sistersville or New Martinsville to
Middlebourne, W. Va.
POWER HOUSES AND SUBSTATIONS.
Capital Traction Company, Washington, D. C— This c panj
has contracted with James L. Parsons to build an addition to its
eleetrie plant at Grace street, near Potomac street, Washington.
i> i'. II is stated the improvements to the electric plant will cost
about $25,000 and are to be begun at once.
Choctaw Railway & Lighting Company, McAlester, I. T. — This
company has recently purchased through the Knox Engineering
Company, Chicago, one 500-kilowalt .lire, t connected unit from
the Allls-Chalmers Company.
Illinois Traction Company. — It lias been announced thai this
company will install mechanical stokers in. its power house, ami
• .ill bunkers having a capacity of 1,000 pounds. Tl itrad
for the coal bunkers will also include the Installati I i com-
plete asii i coal handling conveyor.
696
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 21.
Personal Mention
Financial News
Mr. B. R. Kelsey of Toledo, O., has accepted the position of
manager of the publicity department of the Toledo Railways &
Light Company.
Mr. William W. Tracy, formerly general manager of the Whit-
man Electric Railway & Power Company, Colfax. Wash., has re-
signed to engage in other business at Butte, Mont.
Mr. C. Faller, superintendent of the Carlisle & Mt. Holly
Railway, Carlisle, Pa., has been appointed superintendent of the
Carlisle Gas & Water Company, vice Mr. Charles Ramsey, re-
signed.
Mr. David C. Young, Newark, N. J., one of the directors of
tlie Lehigh Valley Transit Company. Allentown, Pa., at a meet-
ing of the board of directors on May 21, was elected president of
the company, succeeding Col. H. C. Trexler, resigned.
Mr. E. W. Moore of Cleveland, O., president of the Lake Shore
Electric Railway, has been elected president of the Cleveland
Painesville & Eastern Railroad of Willoughby, O., succeeding Mr.
Charles W. Wason, resigned on account of ill health.
Mr. F. A. Bailey has been appointed superintendent of the
Camden lines of the Public Service Corporation of New Jersey,
effective on May 20. Mr. Bailey has been connected with the
Columbus (O.) Railway & Light Company as foreman.
Mr. W. J. Achelpohl will henceforth have charge of the auditing
department of the Illinois Valley Railway, Ottawa, 111., and the
street railway systems in Galesburg and Quincy, 111., controlled
by the McKinley interests, with headquarters at Ottawa.
Mr. John Powers on May 21 resigned as superintendent of the
.Sterling Dixon & Eastern Electric Railway and Lee County Light-
ing Company of Dixon, 111. He will take a position with the Gales-
burg (111.) Railway & Light Company, in its lighting department.
Mr. William S. Hurley has been appointed by Mayor McClellan
of New York as a member of the board of rapid transit railroad
commissioners, succeeding Mr. Lewis Cass Ledyard, who resigned
several months ago. Mr. Hurley is president of the Borough Bank
of Brooklyn.
Mr. L. K. Burge, heretofore superintendent of the Lake Shore
Electric Railway and the Lorain Street Railroad, at Norwalk, O.,
was on May 22 appointed general superintendent of the Lake
Shore Electric Railway and all properties controlled by that com-
pany.
Mr. B. E. Van Vliet, treasurer of the Rapid Transit Railway
and park manager of the Dallas Consolidated Electric Street Rail-
way, Dallas, Tex., controlled by Stone & Webster of Boston, has
been transferred to the home offices of the company in Boston.
Mr. Van Vliet formerly was identified with the street railway in-
terests of Des Moines, la.
Mr. J. H. Crawford, heretofore master mechanic of the
Wheeling Traction Company, Wheeling, W. Va., has resigned,
effective on May 1, to become superintendent of mines for the
Empire Coal Mining Company, Bellaire, O. Mr. Frank O'Brien,
formerly with the Public Service Corporation of New Jersey,
will succeed Mr. Crawford.
Mr. L. C. Bradley, superintendent and purchasing agent of
the Scioto Valley Traction Company, Columbus, O., has resigned
to accept a position with J. G. White & Co. of New York. Mr.
Calvin Skinner, heretofore master mechanic, has been appointed
to succeed Mr. Bradley as superintendent. Mr. W. S. V. Robb,
heretofore chief clerk to the general manager, has been appointed
purchasing agent.
Mr. Frederick W. Hild, who has just been appointed general
manager and chief engineer of the Havana Electric Railway, was
married on May 22 to Georgia Marion Halstead at Dueskirk, O.,
and will reside at Havana, Cuba. Mr. Hild was formerly construc-
tion engineer for the General Electric Company, in charge of the
installation of machinery on the Aurora Elgin & Chicago Railway,
and was recently chief engineer of the Southwestern Wisconsin
Railway, with headquarters at Dubuque, la.
Mr. Charles H. Bigelow. who lias been superintendent of con-
struction for the Stone & Webster Engineering Corporation, in
charge of the recently completed power plant at Dallas. Tex., has
resigned to accept a positon with L. B. Stillwell of New York, in
connection with power station construction of the United Railways
& Electric Company at Baltimore, Md. Mr. Bigelow is a graduate
of the Massachusetts Institute of Technology and since 1S92 has
had charge of several extensive electric and power plant installa-
tions in various sections of the country.
Mr. W. H. Evans, master mechanic of the Indianapolis Trac-
tion & Terminal Company, has resigned to uecome superintendent
of motive power of the International Railway Company of Buffalo,
effective on June 1. Air. Evans began his street railway service
several years ago with the Twin City Rapid Transit Company of
Minneapolis, Minn., and was later for a short time with the
Chicago City Railway Company. He has held his present position
at Indianapolis for about two years. Mr. Evans has been promi-
nently identified with .the standardization work and besides being
a member of the standardization committee of the American Street
and Interurban Railway Association, lie is also chairman of the
standardization committee of the Central Electric Railway Asso-
ciation.
American Cities Railway & Light Company, New York. — A. H.
Ford, the president, makes the following statement: "In accordance
with the proposition dated June 20, 1906, the company has proceeded
to acquire a majority of the common and preferred stocks of the
Birmingham Railway Light & Power Company, the Memphis Street
Railway Company, the Little Rock Railway & Electric Company,
the Knoxville Railway & Light Company, and the Houston Light-
ing & Power Company, upon the basis of the purchase price set
forth in that proposition. The offer to purchase the stocks of the
Nashville Railway & Light Company was withdrawn, and no
stocks of that company have been purchased. On August 23, 1906,
sufficient stocks of the five local companies mentioned had been
deposited to warrant the directors in declaring the plan operative,
which action was taken. The company has since acquired addi-
tional shares of the same companies, sp that as of December 31,
1906, it owned 64,910 shares out of 77,500 shares of preferred
stock of the five local companies, and 84,357 shares out of 94,919
shares of common stock, equivalent to 83.7 per cent and 88.8 per
cent of the total respective issues. The income account of the
company for the six months' period ended December 31, 1906, is
shown below. The undivided surplus net earnings of the local com-
panies are not taken into account in this statement, which includes
only the dividends actually paid; as a matter of fact, dividends
were paid on the common stocks of the Birmingham, the Little
Rock and the Houston companies only. For the year ended De-
cember 31, 1906, had the entire surplus earnings of the five local
companies, less sinking funds, been declared as dividends, after
payment of preferred dividends in full, the amount of the common
stock now held by the American Cities Railway & Light Company
would have been entitled to $477,635, which is equivalent to earnings
of 4.44 per cent upon the common stock outstanding on December
31, 1906. The surplus earnings, however, have been invested in
betterments and new property, which new construction, together
with that obtained from the sale of the securities of the local com-
panies, is showing its value by the large increases which are being
obtained in both gross and net earnings." The income account
of the company shows dividends received during the six months
ended December 31, 1906, of $309. 90S and $152 interest on bank
balances, a total of $310,060. General expenses amounted to $1,968,
and payment of a dividend of 3 per cent on the preferred stock to
$203,371, leaving a surplus of $104,721. The combined income state-
ment of the five local companies for the year ended December 31,
1906, follows:
Gross income, all sources $4,710,638
Operating expenses and taxes 2,675,104
Net earnings $2,035,534
Deduct interest charges $993,157
Sinking funds and reserve funds 148,315
Dividends paid 674,014
1,815,486
Undivided surplus for year ' $ 220,048
Auburn & Turner Railroad, Lewiston, Me. — Justice A. R. Savage
of the supreme court at Lewiston appointed A. L. Cavanaugh of
Lewiston and John T. Burnett of Boston receivers of this road on
May 13.
Belton & Temple Traction Company, Temple. Tex. — At the an-
nual meeting of stockholders of this company on May 16 the fol-
lowing directors were elected: Samuel Watts. Calvin Greene,
A. C. Mays. H. E. Ahrens, G. K. Watson. J. A. McDonald, L. F.
Treaster, W. H. Taylor, J. C. Houser. W. R. Barefoot, W. C.
Davies, A. F. Bentley and George W. Tyler.
Brooklyn Rapid Transit Company. — A plan for financing im-
provements and extensions and funding the floating debt of the
Brooklyn Union Elevated Railroad and the Nassau Electric
Railroad, subsidiary companies, was announced on May 18 by
Charles D. Meneely, secretary and treasurer of the Brook-
lyn Rapid Transit Company. The amount needed is $25.-
000,000, of which $20,000,000 is for the Brooklyn Union ele-
vated road and $5,000,000 for the Nassau Electric road. In
following the plan special meetings of stockholders of the Brook-
lyn Union company and the Nassau Electric company will be
held on June 10 and 11, respectively, to authorize mortgages in
the amounts named. These mortgages will secure certificates
of indebtedness which have been issued or will be made by those
companies to reimburse the Brooklyn Rapid Transit Company for
cash advances. Mr. Meneely says in his statement: "The Brook-
lyn Rapid Transit Company has entered into agreement with most
of its constituent companies to furnish from time to time within
tie next 10 years such moneys as each of these companies shall
require for extensions, improvements, additions, etc., up to a
maximum amount, and to take in exchange therefor the cer-
tificate of indebtedness of such company payable on demand. The
board of railroad commissioners has already authorized such
mortgages by the Sea Beach Railway Company, the Canarsie Rail-
road Company and the South Brooklyn Railway Company, and
after the approval by the stockholders of the Nassau Electric
and Brooklyn Union Elevated Railroad companies, will be asked
to give its consent also to the mortgages to be issued by those.
The mortgages for which consent is requested, to the extent that
they secure past expenditures, do not add one dollar to outstanding
capital charges; to the extent that they secure expenditures here-
after to be made, they carefully limit such expenditures to the
actual cost of additions, improvements and extensions. The cer-
May 25, 1907.
ELECTRIC RAILWAY REVIEW
697
tificate of indebtedness shall not be issued at less than par and
must represent such actual cost. Under the terms of the Brook-
lyn Rapid Transit Company mortgage, bonds issued under that
mortgage must be issued at par for the par of such certificates
of indebtedness, and any deficiency arising from the sale of
Brooklyn Rapid Transit bonds at less than par must be made up
out of the earnings of the company." Reports of the principal
operating lines of the Brooklyn Rapid Transit Company for the
quarter ended March '■'! were as follows:
Brooklyn Heights Railway.
January 1 to March 31— 1907. 1906. 1905.
Gross earnings. $2,621,999 $2,999,661 $2,6S5.164
Expenses 1.685,669 1,837,234 1.786,936
Net earnings $ 939,330 $1,162,427 $ 898,228
Other income 33.84S 52,342 23,666
Total income $ 973,178 $1,214,769 $ 921,894
Charges 1,025,597 1,170,629 988,666
Surplus •$ 52,419 $ 44.140 *$ 66,772
•Deficit.
Brooklyn Queens County & Suburban Railroad.
January 1 to March 31— 1907. 1906. 1905.
Gross earnings $356,402 $334,139 $267,506
Expenses 238,216 191,253 187,118
Net earnings $118,186 $142, SS6 $ 80,388
other income 5,500 3,647 1,150
Total income $123,686 $146,533 $ 81,538
Charges 111,821 105,520 103,455
Surplus $11,865 $41,014 *$ 21,917
•Deficit.
Nassau Electric Railroad.
January 1 to March 31— 1907.
Gross earnings $670,1.",7
Expenses 510.290
Net earnings $159,867
Other income 23.4U1
Total income $183,268
Charges 217,333
Surplus *$ 34,065
1906.
$709. 5S1
451,580
$25S,001
55,976
$313,977
216, 04S
$ 97,929
1905.
$554,444
413,076
$141,368
18,934
$160,302
200,706
•$ -111.4114
•Deficit.
Brooklyn Union Elevated.
Quarter ended March 31, 1907 —
Gross earnings $550,029
Expenses 311,892
Net earnings $238,137
Other income 6,882
Total income $245,019
Charges 137.436
Surplus $107,583
Cleveland Painesville & Eastern Railroad, Willoughby, O. —
it is reported that control of this company will be purchased by
the Northern Ohio Traction & Light Company.
Conway (Mass.) Electric Street Railway Company. — Governor
Guild of Massachusetts signed on May 16 the bill giving approval
to the purchase of control of this company by the Fitchburg
Railroad, which is controlled by the Boston & Maine Railroad. An
account of the hearing, at which the motive for the transaction was
issed, was published in the Electric Railway Review of March
_', 1907, page 287. The Conway company was chartered to carry
freight, passengers, United States mail, and to do a general railroad
business. The road connects the railroad station on the Fitch-
burg line at South river with the town of Conway. There are
no houses at the South river terminus and no residences other
than the railroad station occupied by the railroad people. There
is no other entrance to South river save by the Fitchburg rail-
road, and there is no other railroad connection for Conway except
this electric railroad. There are only six houses for the entire
distance of five miles along the line.
Cortland County Traction Company, Cortland, N. Y. — The New
York tate railroad commission has given approval to the issue
by this company of a first and refunding mortgage of $2,000,000
and an Increase in the capital stock from (320,000 to $1,000,000.
Tin- proceeds will be used for the retirement of outstanding bonds,
the payment of floating debl and extensions.
Interborough -Metropolitan Company, New York. — This company
has authorized the Issue of $15,000,000 of 3-year 5 per cent col-
li trust notes, The company has recently borrowed from
various banks and trust companies about $3, ,000 on its 6 per
• ••tit notes running i tnths, and these notes, and whatever
bi Issued meanwhile, will be taken up "111 of the
1 when Issued. The $15,000,000 issue
be taken b 1 eral largi banks and trust companies. The
iril foi I oti -.ill I"- Metropolitan Street Railway 3 ceai
npro " " notet to the amount of $8, 000, 000, to be
issued; 59,700 shares of stock of the Third avenue company, 430
share of the Forty-second street and Grand sti I ferry stock, 5,028
shares (the Metropolican Street Railway Company's entire hold-
ing) of Central Crosstown Railroad stock, 1,507 shares of stock of
the Second avenue railroad and 6,955 shares of stock of the Electric
Storage Battery Company. The report of the combined operations
of the Interborough Rapid Transit Company and the New York
City Railway for the year ended March 31, 1907, compares as fol-
lows:
L907, 1906. Increase.
Gross earnings $43,353,841 $40,693,671 $2,660,170
Expenses 21.s41.S84 21,044,516 797,368
Net earnings $21,511,957 $19,649,155 $1,862,802
Other income 1,187,464 1,215,781 • 28,317
Total income $22,699,421 $20,864,936 $1,834,485
Interest and rentals 15.412,229 14,254,959 1,157,270
Balance $7,287,192 $6,609,977 $ 677,215
Taxes (excluding Metropolitan
franchise tax) 2,544,323 2.511,967 32,356
Balance $4,742,869 $4,098,010 $ 644,859
Interest, 4y2 per cent on $70,000,000
Interborough-Metropolitan bonds 3,150,000 t 2,800,000 350,000
Applicable for dividends $ 1,592,869 $ 1,298,010 $ 294,859
Dividend, 7 per cent on Metropolitan
Street Railway stock 666,368 3,639,888 *2, 973,520
Balance $ 926,501 •$2,341,878 $3,268,379
Dividend, 5 per cent on Interbor-
ough-Metropolitan preferred... 2,273.990 2,273,990
Deficit $ 1,347,489 $ 2,341,878 •$ 994,389
•Decrease. tDividend on Interborough stock.
The New York City Railway reports for the quarter ended
March 31:
Quarter ended March 31— 1907. 1906. 1905.
Gross earnings $3,S00.559 $3,960,771 $3,639,467
Operating expenses 2,600.564 2,398,45S 2,467.374
Net earnings $1,199,995 $1,562,313 $1,172,093
Other income 261,605 301,043 282,571
Total income $1,461,600 $1,863,356 $1,454,664
Charges 2.863,010 2,789,724 2,777,074
Deficit $1,401,410 $ 926.36S $1,322,406
Gross earnings of the subway division of the Interborough
Rapid Transit Company in the first quarter of 1907 were $2,408,921,
as compared with $2,052,641 in the corresponding period of 1906.
Gross earnings of the Manhattan division were $3,622,978, as com-
pared with $3,266,088.
Jackson (Mich.) Consolidated Traction Company. — Following
the purchase of control of this company by interests identified with
the Michigan United Railways, Bird S. Coler, the president, has
retired from that office. He is succeeded by Myron W. Mills, presi-
dent of the Michigan United Railways. The directors now are as
follows: Myron W. Mills. Bird S. Coler. James R. Elliott. John C.
Tomlinson, Charles B. Hole and Henry L. Haviland.
Liverpool Corporation Tramways. — The total revenue for the
year 1906 was £583,619, as compared with £566.628 in 1905. Operat-
ing expenses, including rental of leased lines, amounted to £391,282,
or 67 per cent of the total revenue, in 1906, as compared with
£381,378 and 67.3 per cent in 1905. From the balance of £192,337
in 1906, and £185.250 in 1905, there were deducted for interest and
sinking fund £109,580 and £109,291 in 1906 and 1905, respectively,
leaving a balance in 1906 of £82,757, and in 1905 of £75.950. Of this
balance £55,lil was applied to reserve, renewal and depreciation
in l'.MMi, as against tutl.639 ill 1905.
Long Island Railroad. — In the annual report for 1906 Ralph
Peters, the president, makes the following statement: "In the
report for 1905, attention was called to the organization of the
Long Island Consolidated Electrical Companies. That company
Electric Railway Company, and has also purchased during the
year the Babylon railroad, a small line in the village of Babylon.
The company has also planned the construction of a cross-island
line from Huntington to Babylon, via Farmingdale and Amityville,
and the necessary franchises for this extension have been secured,
it is proposed to obtain the funds for this purpose through the sale
of the Electrical companies' bonds, guaranteed by your company."
Mansfield (O.) Railway Light & Power Company. — It is an-
nounced that a majority of the $1,000,000 capital stock of this com-
pany has been purchased by J-', L. Puller & <'<•. of Cleveland. It is
stated thai the stuck was acquired on behalf of the Cleveland
Southwestern & Columbus Railway Company.
Milwaukee Light Heat &. Traction Company. — of the new Issue
of $80,000,000 refunding and extension mortgage 5 per cent bonds
about $7. 5011. bonds are Immediately available, but ii Is stated
that none will be sold in the immediate future. The $5,000,000
first mortgage bonds are subject to call at 110, and ^■"•.500,000
of the new issue are reserved to ref 1 these bonds.
Nashville (Tenn.) Railway & Light Company. — The col
has complete,! the ae,|iiisit ion of a one-half interest in the New
viiii: & Long island Traction Company and In the 1 1 Island
698
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 21.
has filed a trust deed covering the issue of $15,000,000 of 5 per cent
refunding and improvement mortgage bonds, dated July 2, 1906,
and due on July 1, 1956. Of the authorized amount $6,000,000 bonds
are reserved to retire underlying bonds, $7,000,000 are reserved to
be issued at the rate of $1,000 for each $1,250 expended for future
improvements and equipment, and $2,000,000 are available for cor-
porate purposes.
New York New Haven <£. Hartford Railroad. — Charles S. Mellen,
president of this company, was questioned on May 15 by Dana
Malone, attorney-general of Massachusetts, regarding the interests
of the road in Massachusetts electric lines. Mr. Mellen said that
the New Haven Railroad of Connecticut owns the stock of the
Consolidated Railways Company, and that the stock is voted once
a year in order to elect directors of the Consolidated company.
These directors vote stock to elect trustees in voluntary asso-
ciations, who in turn elect trustees of a second series of volun-
tary associations. The latter trustees elect directors of the indi-
vidual street railway companies. For instance, he said, the New
England Investment & Security Company, a voluntary association,
which is controlled by the Consolidated Railways, owns the shares
of the Springfield Railways Company, a voluntary association, which
in turn owns control of the Springfield Street Railway Company,
the Western Massachusetts Street Railway Company, etc.
North American Company. — Redmond & Co. and Lee, Hig-
ginson & Co. have purchased $2,500,000 of an issue of $5,000,000 of
5 per cent 5-year collateral trust notes. The following official
statement was made: The subsidiary companies are largely in
debt to the North American Company and besides need large
sums to meet the rapidly increasing business. There is prac-
tically no market for the bonds of the subsidiary companies except
at ruinous prices, and the directors believe that it is better
financing to sell short time notes in order to help the subsidiary
companies than to sell the long time bonds of these companies
at low prices. The bonds of the subsidiary companies will be
held in the treasury of the North American Company until such
time as the market for investment bonds may assume normal con-
ditions.
Omaha & Council Bluffs Street Railway, Omaha. — Application
lias been made to list $10,000,000 common stock, $5,000,000 preferred
stock and $7,350,000 first mortgage 5 per cent bonds of this com-
pany on the Cincinnati stock exchange.
Philadelphia <£. Western Railroad, Philadelphia. — The property
of this company was sold under foreclosure at Westchester, Pa., on
May 20, to Frank H. Brewster, representing William C. Sheldon
6 Co. and Mackay & Co. of New York, who held practically all of
the stocks and bonds of the company. Joseph S. Clark, general
counsel for the company, made the following statement: "William
C. Sheldon & Co. and Mackay & Co. will be the new syndicate
managers and will reorganize the company as soon as the legal
formalities have been completed. This will require about three
weeks. The new company will put out about $4,000,000 of bonds
and bring the capital stock more on a parity with the bond issue
than it is at the present time. George J. Kobusch of St. Louis,
while having disposed of the major portion of his holdings to the
syndicate, will, however, retain a minority interest."
St. Joseph (Mo.) Railway Light Heat & Power Company. — The
earnings for the year 1906 and for the four months ended April 30.
1907, were as follows:
Four months
Tear ended April
1906. 30, 1907.
Gross $834,438 $261,289
Expenses 426,803 141,479
Net $407,635 $119,810
Charges 236,454 79,017
Surplus $171,181 $40,793
Dividends 38,000 26,000
San Bernardino Valley Traction Company, San Bernardino,
Cal. — It is announced that H. E. Huntington has acquired control
of this company.
Springfield & Eastern Street Railway, Palmer, Mass. — This com-
pany has petitioned the Massachusetts railroad commissioners to
approve the issue of $750,000 stock for building an extension to
Fiskdale, acquiring additional real estate and rolling stock, and for
paying floating debt.
Syracuse (N. Y.) Rapid Transit Company. — Earnings for the
quarter ended March 31, 1907, follow:
Quarter ended March 31— 1907. 1906. 1905.
Gross $2S9,636 $252,130 $218,379
Expenses 162,253 144,304 130,411
Net $127,383 $107,826 $ 87,968
Other income 104 1.501 1,555
Total income $127,547 $109,327 $ 89,523
Charges 92,452 66,237 61,116
Surplus $ 35,095 $ 43,090 $ 28,407
Toledo (O.) Railways & Light Company. — The shareholders will
vote on June 15 on the recommendation to increase the capital stock
of the company from $12,000,000 to $15,000,000, and to purchase all
the property and franchises of the Toledo Gas Electric & Heating
Company.
United Traction Company, Albany, N. Y. — Earnings for the
quarter ended March 31 were as follows:
Quarter ended March 31— 1907. 1906. 1905.
Gross $456,644 $411,910 $401,420
Expenses 292,621 250,317 234,813
Net $164,023 $161,593 $166,607
Other income 37,641 3,520 1,317
Total income $201,664 $165,113 $167,924
Charges 87,481 86,581 106,241
Surplus $114,1S3 $ 78,532 $ 61,683
United Railways Company, Portland, Ore. — It is reported that
control of this company has been purchased by E. E. Lytle, presi-
dent of the Pacific Railway & Navigation Company.
Utica & Mohawk Valley Railway, Utica, N. Y. — Earnings for the
quarter ended March 31 follow:
Quarter ended March 31— 1907. 1906. 1905.
Gross $231,206 $198,727 $172,724
Expenses 148,581 123,901 126,776
Net $ 82,625 $ 74,826 $ 45,948
Other income 385 1,117 901
Total income $ S3, 010 $ 75,943 $ 46,849
Charges 77,079 44,964 44,104
Surplus $ 5,931 $ 30,979 $ 2,745-
The balance sheet shows cash on hand of $40,104 and a profit
and loss surplus of $657, 55S.
Dividends Declared.
American Railways Company, quarterly, 1^4 per cent.
Citizens' Traction Company, Pittsburg, 3 per cent.
Columbus (O.) Railway Company, common, quarterly, l'i per
cent.
Grand Rapids (Mich.) Railway Company, common, quarterly,
1 per cent.
Kansas City Railway & Light Company, preferred, quarterly,
\y± per cent.
Northern Ohio Traction & Light Company, Akron, O., quar-
terly, one-half of 1 per cent.
Paducah (Ky.) Traction & Light Company, preferred, 1 per
cent.
Pensacola (Fla.) Electric Company, preferred, 3 per cent.
Directory of Electric Railway Associations.
American Street and Interurban Railway Association. Secre-
tary, Bernard V. Swenson, 29 West Thirty-ninth street, New York.
Annual meeting, Atlantic City, N. J., October 14-18.
American Street and Interurban Railway Accountants' Asso-
ciation. Secretary, Elmer M. White, assistant treasurer Birming-
ham Railway Light & Power Company, Birmingham, Ala.
American Street and Interurban Railway Engineering Associa-
tion. Secretary, S. Walter Mower, general manager Southwestern
Traction Company, London, Ont.
American Street and Interurban Railway Claim Agents' Asso-
ciation. Secretary, B. B. Davis, claim agent Columbus Railway &
Light Company, Columbus, O.
American Street and Interurban Railway Manufacturers' Asso-
ciation. Secretary, George Keegan, 2321 Park Row building, New
York, N. Y.
Canadian Street Railway Association. Secretary, Allan H.
Royce, president Toronto Suburban Railway, Toronto, Ont.
Colorado Electric Light Power & Railway Association. Secre-
tary, John F. Dostal, Denver Gas & Electric Company, Denver,
Colo.
Iowa Street and Interurban Railway Association. Secretary,
L. D. Mathes, general manager Union Electric Company, Dubuque,
la.
Massachusetts Street Railway Association. Secretary, Charles
S. Clark, 70 Kilby street, Boston, Mass. Meetings held in Boston
on second Wednesday of each month, except July and August.
Northwestern Electrical Association. Secretary, R. N. Kimball,
Kenosha, Wis. Annual meeting, Milwaukee, Wis., January, 1908.
New England Street Railway Club. Secretary, John J. Lane.
12 Pearl street, Boston, Mass. Meetings held on fourth Thursday
of every month.
Oklahoma Electric Light, Railway and Gas Association. Secre-
tary, Galen C. Crow, general manager Guthrie Electric Light &
Power Company, Guthrie, Okla.
Pennsylvania Street Railway Association. Secretary, Charles
H. Smith, superintendent Lebanon Valley Street Railway, Lebanon,
Pa.
Southwestern Electrical and Gas Association. Secretary, R. B.
Stichter, Dallas, rex.
Street Railway Association of the State of New York. Secre-
tary, J. H. Pardee, general manager Rochester & Eastern Rapid
Railway, Canandaigua, N. Y. Next meeting, Bluff Point, N. Y..
June 25 and 26.
Wisconsin Electric and Interurban Railway Association. Secre-
tary, Clement C. Smith, president Columbia Construction Company,
Milwaukee, Wis.
May 25, 1907
ELECTRIC RAILWAY REVIEW
609
Manufactures and Supplies
line between Albright and Ft. Crook, Neb., and is preparing
build a passenger station at Bellevue.
ROLLING STOCK.
Chippewa Valley Electric Railroad, Eau Claire, Wis., is in the
market for six cars.
St. Thomas Street Railway, St. Thomas, Ont., has placed an
order for 12 cars with the Ottawa Car Company.
Jackson Consolidated Traction Company, Jackson. Mich., is
reported as about to purchase five new motor cars.
Aurora Elgin & Chicago Railway, Chicago, has placed an order
for two interurban cars with the Hicks Locomotive & Car Works.
Louisville & Eastern Railroad, Louisville, Ky.. has ordered two
express cars from the McGuire-Cummings Manufacturing Com-
pany.
Peekskill Lighting & Railroad, Peekskill. X. T., has ordered
one car from the McGuire-Cummings Manufacturing Company and
one from the Russell Car & Snow Plow Company.
Indianapolis Columbus & Southern Traction Company, Colum-
bus, Ind., is having three cars built by the Niles Car & Manu-
facturing Company. These will be equipped with Baldwin trucks
and are for use over the line between Indianapolis and Seymour.
Chicago <£. Milwaukee Electric Railroad, Chicago, has ordered
two locomotives from the American Locomotive Company and
two from the Baldwin Locomotive Works, in addition to the two
ordered from the Hicks Locomotive & Car Works, reported in
the Electric Railway Review of May 4.
Georgia Railway & Electric Company, Atlanta, Ga., is building
at its own shops 10 single-truck and 20 double-truck cars. To
equip these cars the company has purchased from the General
Electric Company ten 2-motor No. SO and five 4-motor No. 80
equipments and from the Westinghouse Electric & Manufacturing
Company fifteen 4-motor No. 101 equipments.
Tri-City Railway, Davenport, la., has purchased 10 new 2-motor
Xi>. SO equipments from the General Electric Company, to be in-
stalled under 10 new cars which have just been built at the shops
of the company. The car bodies are 21 feet in length, mounted
on Peckham trucks. This will make a total of 20 new cars put
service on this line during the present year.
Hudson Valley Railway, Glens Falls. X. Y., has just received
three 51-foot interurban cars, mounted on Baldwin high-speed
trucks, equipped with four Westinghouse 93A motors, from the
Xiles Car & Manufacturing Company. The company has also
ordered from the General Electric Company 12 GE-S7 4-motor
equipments with type M control, and from the American Loco-
motive Company 12 sets of high-speed trucks.
El Paso Electric Railway, El Paso, Tex., as reported in the
Electric Railway Review of April 20, has placed an order with The
J. G. Brill Company for four lo-bench Narragansett open cars, to
be mounted on Brill 27-GI trucks, for August delivery, and with
the St. Louis Car Company for four 29-foot closed cars, mounted on
St. Louis No. 47 trucks. The open cars will be 40 feet 4 inches
in length over crown pieces, 7 feet 9% inches wide over sills and
8 feet 7U indies over posts. These cars will be finished in cherry
and ash, will be equipped with Monitor deck roof, full length of
car. will have 18-inch vertical brake wheels, Peacock brakes, Wil-
son trolley catchers, Brill gates, United States headlights, Pfingst
fenders. International registers, Westinghouse air brakes and four
GE-81 motors. The closed cars will have a length over bumpers
of 40 feet, with a width over all of 8 feet S inches. They will have
11 windows on each side, platforms on each end of the car and
cross seats upholstered in rattan. The interior finish of these
cars will be the best quality of mahogany in natural color, trimmed
with nickled bronze. The cars will be equipped with four GE-81
motors, Wood gates, Pfingst fenders. United States headlights.
International registers, with rod operation, Pantasote curtains and
Westinghouse air brakes. Push buttons have been specified on
the side posts.
SHOPS AND BUILDINGS.
British Columbia Electric Railway, New Westminster, B. C. —
It is reported that this company has made plans for extensive
improvements to its property, including an expenditure of ?100,000
for new buildings. D. J. McQuarrie, manager.
Consolidated Railway, New Haven, Conn. — This company Is
purchasing property for a car house at Rockville. Coi
La Crosse (Wis.) City Railway. — Several changes are to be
made at once in the building now used as a car house, power house
and office building at La Crosse. The office rooms at the south
.f the building are to be removed to make room for two addi-
tional tracks and the offices will be removed to an adjoining resi-
dence building, which will be remodeled for the purpose.
Oklahoma City Railway. — It is announced that the object of
this company, which was incorporated last week, is to build a large
office building and terminal station at the • Grand avenue
and Harvey street. Oklahoma City, for the Oklahoma City Railway.
Omaha & Council Bluffs Street Railway, Omaha, Neb. — This
company has built seven new shelter stations on Its interurban
TRADE NOTES.
C. H. Rockwell has been appointed a representative of the
O. M. Edwards Company of Syracuse. X. V. Mr. Rockwell was
formerly general car inspector of the Delaware Lackawanna &
Western.
Northern Engineering Works. Detroit, has received an order
from the Edison Illuminating Company for a 25-ton electric Xorth-
ern crane, which has been installed in the Beecher avenue (Detroit)
substation of the company.
Cowing Engineering Company will soon move its offices from
the Citizens' Bank building. Cleveland, to Collinwood. a suburb
of Cleveland, where the company is erecting a new plant, the main
building of which will be 100 by 450 feet.
G. P. Blackiston, for the past eight years connected with the
Crucible Steel Company of America, has resigned to take a more
active interest as president and general manager of the Pittsburg
Automatic Vise & Tool Company of Pittsburg. Pa.
Electric Service Supplies Company, Philadelphia, has had plans
prepared by Stearnes & Castor, architects. Stephen Girard build-
ing. Philadelphia, and has awarded the contract to Lynch Brothers
for a new 3-story factory building. 57 by 152 feet, to be built at
Ambler, Pa.
John A. Mead & Co.. manufacturers of coal crushing, weighing
and conveying machinery, the sole manufacturers of the MeCaslin
overlapping gravity bucket conveyor, have moved their offices from
11 Broadway to the twentieth floor of the new L'nited States Ex-
press building. New York.
Frank H. Shipe, for the past two years representative in the
railway department of the Acme White Lead & Color Works ,,f
Detroit. Mich., has been appointed manager of the Richmond
branch of the Philip Carey Manufacturing Company, with head-
quarters at Richmond, Va.
Recording Fare Register Company, New Haven. Conn., has
just closed a 2-year contract with the Consolidated Railway Com-
pany, with headquarters at New Haven, whereby Recording fare
registers will be used on all cars built for this road or any of its
lines controlled or leased by it.
Cross- Lachance Electric Company, New York, has opened offices
at 253 Broadway and has equipped a machine shop at 155 West
street, for the manufacture of field and armature coils, commuta-
tors and switchboards, rewind armatures and do a general repair
business. Samuel Cross is engineer in charge of the shop.
Neil S. Buckbee. engineer, of Lake George, X. Y.. has been
engaged by the General Fireproofing Company and is at present
connected with the home office at Youngstown, O. Mr. Buckbee
graduated in April from the Thayer School, Dartmouth College.
He formerly was with Durkee, White & Towne, engineers and
contractors, Springfield, Mass.
J. G. Piatt, who recently resigned his position as master
mechanic of the American Steel Foundries, Franklin works, on
account of his health, has accepted a position as mechanical
representative with the Hunt-Spiller Manufacturing Corporation.
Prior to Mr. Piatt's connection with the American Steel Foun-
dries he was. for many years, engineer of tests on the Erie
Railroad.
American Nut & Bolt Fastener Company, Allegheny, Pa., al-
though manufacturing about one million nut and bolt fasteners a
month, finds the demand for its products increasing so rapidly
that it has purchased a tract of land near its present factorv. upon
which the company will erect a new building, 80 by 180 feet The
new addition will have a capacity of about three million nut and
bolt fasteners a month.
Dossert & Co. have received another large order from the New
York Central for cable taps and 2 -way connectors, to be used in
the electrical installation between New York City and White Plains.
X. Y. They have an order from the same road for their emergency
jumper clamp connector, to be used on the third rail. They have
also received another order from the Pennsylvania Railroad (or
160 two-way connectors.
J. H. Wagenhorst & Co., Youngstown, O.. manufacturers of
electric blue printing machines, report the following sales: Thom-
son Stationery Company, Vancouver, B. C. ; department of forestry.
Ottawa, Ont.; New Jersey Zinc Company. Xew York; James Clark]
Jr.. ,v Co.. St. L.uis. Mo.l Howe Engineering Company, New York!
Great Western Sugar Company, Ft. Collins. Colo.: Builders' Ex-
change Company, St. Paul, Minn.; C. N. Dunham, Philadelphia. Pa.
E. H. Symington, western manager of sales of the T. H.
Symington Company, Chicago, while riding in Lincoln park on
Saturday, May IS, threw his horse in an attempt to save a boy
from being run down. The horse fell on Mr. Symington's head,
injuring Mr. Symington so severely that for a time his life was
seriously in danger. As we go to press Mr. Symington's physician
reports that he is gradually regaining consciousness, and unless
unforeseen complications develop, he will doubtless recover.
Preston Car & Coach Company, Limited, Preston. Ont., has
recently been incorporated by Don M. Campbell and Charles s.
Wright for the purpose of manufacturing electric cars, automobile
bodies, railway cars, etc. Mr. Campbell was formerly chief engineer
of the Cleveland plant of The J. G. Brill Company and later was
700
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 21.
superintendent of the Ottawa Car Company. Mr. Wright has for
the past 12 years been superintendent of the carriage department
of the Ottawa Car Company. Work on the construction of the plant
has been commenced.
F. H. Brown Machinery Company has opened an office at 1102
Park building, Pittsburg, Pa., as a representative of a number of
machine tool manufacturers. The company will make a specialty
of buying and selling second-hand machinery.
Nathan Manufacturing Company, 416 East One Hundred and
Sixth street, New York, is building an addition, 25 by 100 feet, to
its foundry building. Some new machinery will be purchased and
when installed will greatly add to the capacity of the plant.
Pawling & Harnischfeger, Milwaukee, announce that their
Chicago sales office is now located at 1241 Monadnock block, in
charge of W. E. Kreamer as manager. Mr. Kreamer was formerly
connected with the Denver office of the company and is succeeded
by H. N. Steinbarger. The company was formerly represented in
Chicago by G. P. Nichols & Brother.
R. W. Marshall & Co. have moved into their new quarters on
the eleventh floor at 95 Liberty street, New York, where they have
more room for carrying on their business in railway materials and
second-hand machinery and equipment. The company have just
closed a contract for equipping the Ashville Loop Line Railway
with two double-truck and two single-truck cars, having 50-horse-
power motors, and have also sold three single-truck cars having
45-horsepower motors to the Pittsburg & Westmoreland Railway
Company of Irwin, Pa. ■
Consolidated Equipment Company, 17 Battery place, New York
City, has been appointed selling agent for the Emerson pump. This
company's well-known triple vertical cylinder contractor's pump
will be supplemented by a new product, the Emerson junior. This
latter is made with but a single cylinder, weighs but 219- pounds,
and has a capacity of 100 gallons per minute against a 25-foot
head, and about half of this capacity on a 100-foot head. A stock
of regular and junior Emerson pumps will be kept on hand in
New York and at the factory in Alexandria, Va., which is to be
enlarged to accommodate this new design.
Abner Doble Company, engineers, San Francisco, Cal., has
appointed Mitsui & Co. to act as its sole agents in Japan and its
territories, Korea, China and Manchuria, for the sale of Doble
tangential water wheels and hydraulic apparatus. The industrial
development that is now taking place in the orient, and the in-
creasing demand for high-grade water wheel machinery will make
this co-operative arrangement an advantageous one for both parties.
Mitsui & Co. are a large and progressive engineering house and
with their 35 branch offices are in a particularly good position to
handle the water wheel products of the Abner Doble Company.
AMis-Chalmers Company. Milwaukee, has recently been awarded
what is said to be the largest contract ever placed for alternating-
current generators. This order was received from the United
States Steel Corporation and includes 32 gas-engine-driven electric
generators, aggregating 68,000 kilowatts, 16 of which are to be in-
stalled in the new plant at Gary, Ind., now in course of construc-
tion by the steel corporation. The other 16 units are for the Home-
stead plant of the Carnegie Steel Company, the South Chicago and
Bay View (Milwaukee) works of the Illinois Steel Company, and
for the central furnaces of the American Steel & Wire Company
at Cleveland, O. These are Allis-Chalmers standard type, 25-cycle,
3-phase alternators, and will be direct-connected to twin tandem
gas engines, operated on blast furnace gas.
Northwest Engineering Company, 153 Lasalle street, Chicago,
has recently completed its organization and has arranged the per-
sonnel of its engineering forces witli reference to doing particularly
effective work as constructing and contracting engineers in all
branches of the business. The company will undertake surveys,
estimates and reports on existing and projected electric and steam
railways, the construction and superintendence of power plants
and central tations, also the erection of bridges and buildings and
structures of reinforced concrete. Water supply, sewers and sew-
age disposal and kindred problems will be handled by specialized
engineers. The engineering talent and experience that has be-
come associated in the management of this company gives promise
of thorough and economical methods in the handling of its con-
tracts, the first of which are now being vigorously pushed. R. C.
Canterbury is secretary and managing engineer of the company,
with headquarters at the Chicago office.
ADVERTISING LITERATURE.
The Arnold Company, 181 La Salle Street, Chicago. — Bulletin
No. 17 describes the Elgin & Belvidere Electric Railway. The
matter contained in the bulletin is a reprint of much of the
matter describing the railway, which appeared in the Electric
Railway Review of August 1006. and March 9, 1907, and the Rail-
way and Engineering Review of March 9, 1907.
Joseph Dixon Crucible Company, Jersey City, N. J. — This com-
pany has recently issued an interesting pamphlet, the nature of
which is sufficiently described by its title. "Philosophy of Pro-
tective Paint." Linseed oil is first considered and its method of
manufacture and drying properties by which it is converted into
a tough and elastic substance. The pamphlet shows the reason
for the addition of the pigment, and the reasons arc given why
the pigment must be inert and not subject to chemical change. An
interesting feature of the pamphlet is the mathematics of the paint
skin, and attention is called to the importance of proper application
and the fallacy of purchasing paint on account of its great cover-
ing capacity. Finally, the pamphlet contains a discussion of the
physical properties of protective paint pigments and the reasons
why flake graphite with silica is the ideal pigment for protective
paint.
Marion Incline Filter & Heater Company, Marion, O. — This
company, which is the manufacturer of feed-water heaters, heaters
and receivers and chemical reagent systems, has completely de-
scribed its feed-water heaters and purification in catalogue G-l.
The economy of feed-water heaters is quite generally conceded
and the matter of the most economical type of heater is accordingly
a matter of interest. It is believed that the heaters and purifiers
described in this publication are of the most modern type.
General Electric Company, Schenectady, N. Y. — Bulletin No.
4394-B deals with Form P belt-driven alternators of a design to
meet the demand for small alternators to be able to carry a load
of mixed character. Bulletin No. 4494 deals with the Edison
"Gem" high efficiency incandescent units with bowl holophanes.
Bulletin No. 4497 describes the security snap sockets for incan-
descent lamps. Current transformer panels are described in Bul-
letin No. 4500, which supersedes a previous bulletin dealing with
the same subject and published as No. 4293. Price list No. 5164
covers the existing quotations on Thomson recording wattmeters
and supersedes a previous list. Price list No. 5163 furnishes quota-
tions on Gem regular incandescent units and Gem meridian units.
Bulletin No. 3556 furnishes an approximate rule for size of wires
for 3-phase transmission lines and a table of distances to which
3-phase current can be transmitted over different sizes of wire at
different potentials, assuming an energy loss of 10 per cent and a
power factor of 85 per cent.
Reed Track Drills.
The Francis Reed Company, 43 Hammond street, Worcester,
Mass., has recently brought out a new track drill, which is manu-
factured in two sizes. That known as No. 18 is provided with two
extension cranks located near enough together so that one man can
use both arms in operating the drill. They are so placed as to be
given direct motion from the body and the cranks may be so ad-
justed that two men can operate them if required. The drill is
provided with automatic friction feed, which can be adjusted to
fast or slow movement. This is utilized to secure a quick return
of the spindle in reversing the cranks, the drill thus being backed
out at a higher rate of speed. The drill is adjustable in every
manner required for a track drill. The socket is bored for 41-64-
The Reed Track Drill.
inch straight shank drills and there is also provided a sleeve which
will enable the use of drills with %-inch straight shank. One revo-
lution of the crank gives one revolution of the drill. If required
the top yoke can be removed and one crank mounted upon the
upright shaft, by which a speed of one revolution of the crank to
two revolutions of the drill is obtained.
The drill known as No. 19 is heavier than that just described.
It was designed to meet the demand for an efficient track drill to
drill %-inch holes in heavy rails for bonding. This drill is designed
to be operated by two men standing, thus enabling the work to be
done to the best advantage. The adjustments are similar to those
described in connection with No. 18. The drill weighs 1S5 pounds
and is easily handled by two men. A recent addition to both types
of drill is a cast-iron gear casing to protect the lower gears
from dust or other obstruction.
THE MILLOY TROLLEY BASE AND RETRIEVER.
Uniform tension between the trolley wheel and the trolley wire
is one of the vital requisites for the successful operation of street
and interurban cars. To obtain this uniformity it is necessary to
provide a substantial, well-designed trolley base. The Milloy Elec-
tric Company, Bucyrus. O., has been developing the details of the
Milloy trolley base and now announces that it is filling the want
along this line for cars used in electric railway operation.
The company has recently equipped its own factory at Bucyrus
and is now prepared to manufacture the trolley base and the Milloy
trolley retriever in all sizes. The company claims that the base, by
furnishing uniform tension, gives longer life to both the trolley
wheel and the trolley wire. It has a double roller bearing, has no
center post, no fulcrum developer, no friction and requires no lubri-
cation to keep it in good condition. The cable connection is under
cover out of the weather. All parts of the base are interlocking and
can lie assembled or dissembled without tools.
The Milloy retriever aids in making high speed safe. It is self-
adjusting and is operated by compressed air. When installed for
use the retriever occupies a position on the roof of the car, where
it cannot be tampered with and where the suction dust does not
reach. The maintenance expense of the retriever is nominal.
Efforts to prevent the manufacture of the Milloy trolley base
have been defeated by a sweeping decision of the United States
court of appeals in favor of the Milloy Electric Company.
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postofflce, Chicago, 111., as Second-class Matter.
Subscription in advance, including special daily editions published from time
to time in places other than Chicago, postage free:
United States or Mexico, $2;
Canada, I3.5U; Postal Union Countries, $5; Single Copy, 1U cents.
New York: 150 Nassau Street
Vol. XVII, No. 22
CHICAGO, JUNE 1, 1907
Whole No. 214
TABLE OF CONTENTS.
Editorial:
— The Value of Comprehensive Forms 701
— New Track Substructure in San Francisco 701
— Better Service in a Nutshell 701
— Prime Movers and Economy Curves 701
— Announcing Changes in Routes 702
— The Telautograph and Train Dispatching 702
— Three-Phase Versus Single-Phase Transformers 702
— Operations of Stone & Webster Properties 703
Track Reconstruction in San Francisco (Illustrated) 704
New England Street Railway Club 708
Operating Accounts as Denned by the Interstate Commerce
Commission 708
Rapid Transit in Boston and Vicinity. By Edward Hungerford
(Illustrated) 709
Armature Clearance Testing Device (Illustrated) 712
Communications :
— An Automatic Oil Cup (Illustrated) 712
— Wrong Motor Connections (Illustrated) 712
— The Value of Discussing Blank Forms (Illustrated) 713
Improvements of the Ottumwa (la.) Railway & Light Company
(Illustrated) 714
Depreciation. By Robert Hammond 716
Discussion of Transformers by American Institute of Electrical
Engineers 717
A Portable Spring Seat (Illustrated) 717
The Railway Track of the Past and Its Possible Development
in the Future. By J. W. Schaub (Illustrated) 718
Motive Power for Electric Trunk Line Operation (Illustrated).. 719
Boiler Room Records. By R. W. Parry (Illustrated) 721
Regulation of Trains at Meeting Points (Illustrated) 721
"Question Box" of the Southwestern Association 722
A Flexible Trolley Wheel (Illustrated) 722
Training Motormen for Car Repair Work 723
Piping and Power Station Systems — XLI. By W. L. Morris
(Illustrated) 723
Recent Electric Railway Legal Decisions. By J. L. Rosenberger 724
News of the Week 726
Construction News:
— Franchises 728
— Incorporations 728
— Track and Roadway 728
Personal Mention 730
Financial News 732
Manufactures and Supplies:
—Rolling Stock 732
—Trade Notes 733
Changes in the Review- Staff 734
Red "E" Soldering Flux '. 734
Hawley Down Draft Furnace (Illustrated) 734
The value of comprehensive forms is emphasized in a paper
read last month by F. C. Randall of Galveston, Tex., at the
annual meeting of the Southwestern Elec-
The Value of trical and Gas Association at San Antonio,
Comprehensive Tex. Mr. Randall spoke of the desirability
Forms. of reducing the number of forms used by a
company to a minimum, and expressed the
opinion that if many managers would look over the forms
in use they would find many that could have been eliminated
by the judicious wording or combining of forms designed for
similar purposes. In preparing or revising forms it is most
essential to avoid practices which will exact a maximum of
clerical time and yield only a minimum of satisfaction or
help to the managers or executives of properties.
The new track laid by the United Railroads of San Francisco
during the past year, as described in this
New Track issue of the Electric Railway Review, con-
Substructure in forms to tried and well established prac-
San Francisco. tice. There appears, however, an innova-
tion in subgrade construction by the placing
of concrete between the ties in the form of two interrupted
beams, one under each rail. The broken stone subgrade on
which the wooden ties rest is placed in the trench as usual
and the rails are lined and surfaced. This ballast is tamped
under the ties and filled up to the general level of their upper
surface except for a space between the ties and 15 inches on
either side of the rails. In this space, under each rail, an in-
terrupted girder of concrete is placed. The use of this concrete
filler between the ties has apparent advantages. It assures a
continuous firm base for the rails to rest upon, anchors the ties
to the ballast below and, uniting with the floor of concrete
above the ties, it firmly anchors the rail to the substruc-
ture. There is in this design of track a combination of
the concrete girder and the more common tie-and-ballast types
of substructure. Each of these has its advocates. Thus the
engineers of the United Railroads seem to have wisely chosen
for standards not only a form of tie construction heretofore
found serviceable on their own lines, but also meritorious
features of girder construction that elsewhere have been
demonstrated as valuable.
Better Service
in a
Nutshell.
The "Question Box" of the Southwestern Electrical and Gas
Association as presented at the recent meeting of that body
was well prepared. Among the large num-
ber of answers to queries the following one
is easily remarked for the brevity with
which its author sums the various meth-
ods available for lessening accidents. The
editor of the "Question Box" asks: "What are you doing, or
what have you done since the last meeting of the association
to lessen your accident risk or cost?" The reply follows:
"Made fewer settlements and more vigorous fight against
damage suit attorneys; increased number of air brakes on
the rolling stock; better car barn inspection; reconstructed
and better maintained track and overhead; safety stops at
points of crossings with automobiles on paved roads; formed
an instruction department with traveling instructor, and
reduced speed at congested points." Such steps are an index
of the advancement of any railway operating management.
It is well known that the comparative economy of engines,
turbines and gas engines cannot be judged by the steam
economy at full load alone, and especially is
Prime this true when it is necessary to compare
Movers and prime movers intended for variable load
Economy Curves, work. Neither would a comparison at un-
der or overload be correct, unless the form
of the economy curves of the engines being compared are
identical. The correct method of determining the relative
values of several prime movers is to compare the average
steam consumption taken over the entire range of loading
under which they are expected to operate. Since, however,
the economy lines are curved, the arithmetical average cannot
be employed. The simplest method of obtaining the true
average economy is to find the area under the curves between
702
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 22.
two ordinates, drawn through the minimum and maximum
loads, respectively. Dividing the areas, in square inches, by
the distance in inches between the maximum and minimum
load ordinates, and multiplying by the number of pounds of
steam, or coal per hour per inch of the ordinates, gives the
true mean economy. If the relative economies alone are re-
quired, it is only necessary to compare the areas under the
curves, provided the diagrams are all drawn to the same
scales.
One of the loose ends of operation frequently found in surface
car service in large cities is the failure of conductors, motor-
men and inspectors to announce temporary
Announcing changes in routes to passengers about to
Changes board cars bound for definite destinations
in Routes. ordinarily reached in a known schedule
time. It is natural for a management to
feel that it has done its duty by the public when it has ar-
ranged for the delivery of passengers to the desired points by
a roundabout journey on a single fare, but it often occurs
that considerable inconvenience arises when passengers are
deflected from their usual routes without notification. In large
systems a suburban passenger may board a car far from
the center of the city, planning to connect with some impor-
tant in-town railroad station in entire ignorance of the
blockade, parade or other obstruction ahead which will neces-
sitate a deflection from the usual route when the car reaches
the congested district. Unless the conductor announces the
fact that the car will be diverted, as soon as he knows it, the
passengers counting on traversing the line as usual may be
greatly distributed in their schedules and put to much un-
necessary delay. The exact route which a diverted car will
follow is often unknown to its motorman and conductor except
as the diversions follow one another in successive steps sig-
naled by switchmen or street inspectors, but, so far as the
route is known, it ought to be announced. The failure to do
this is not a grave dereliction; but it contributes to the per-
fection of the service and costs the company nothing to make
known so far as possible to its passengers all temporary
changes in routes. Prom the passenger's standpoint the
interests at stake are sometimes serious.
About 20 years agu Elisha Gray invented the telautograph,
an ingenious instrument for electrically transmitting hand-
writing. During the years which have
The Telautograph passed since its invention, the telautograph
and Train has, through constant effort, been de-
Dispatching, veloped from a complicated experimental
curiosity into a simple commercial com-
modity. Though six wires were required to operate the first
telautograph invented by Elisha Gray, and it was necessary
to keep the pencil constantly on the paper, thus making the
writing difficult to read, the telautograph of today operates
with but two wires, and permits using the pencil in the usual
manner. The telautograph is no longer an experimental
instrument: it is a practical device of great importance for
use where it is imperative that orders should be properly
received, without chance of misunderstanding, and where it
is essential to fix the blame if orders are not properly received
or executed. Because it fulfills these conditions, is not
affected by vibrations, and noise does not prevent its operation
or introduce the danger of misinterpretation of messages,
the telautograph has been adopted by the United States war
department for communicating between the stations of the
range finders of our coast defense. As considerable current
is required to operate the telautograph, it is not easily affected
by induced currents and by static discharges as is the tele-
phone. From these considerations it would almost seem as
if it had been especially designed for issuing train orders
on interurban railway lines, as it meets all the conditions of
this service perfectly. It has the advantage over the tele-
phone, in that the train dispatcher can issue the orders before
the trains get to the boxes, thus all that is necessary is for
the motorman or conductor to get off, unlock the box and tear
off the order, which is in the train dispatcher's own hand-
writing and bears a facsimile of his signature. A carbon copy
could be made and deposited in a box where the crew could
not see it. Thus there would be three copies of each order
issued — the original, a carbon deposited in the signal station
boxes and the one taken by the motorman. It is obvious that
this system removes the possibility of misunderstanding train
orders because of line disturbances, of noise of the wind, etc.,
as well as the errors possible in the telegraphic system due
to careless operators. A very effective system could be had
by combining the telautograph and telephone, making the one
receiving the orders repeat them to the dispatcher by tele-
phone, thus putting him verbally in touch with the operator
to report accidents or delays.
THREE-PHASE VERSUS SINGLE-PHASE TRANSFORMERS.
A careful examination of the relative advantages obtained
by using one 3-phase or three single-phase transformers, would
indicate that at present the location and the transportation
facilities are among the most important points to be con-
sidered. Owing to the phase relation in a 3-phase circuit,
the copper and core of a 3-phase transformer can be made
lighter in weight than the cores and copper of three single-
phase transformers of equivalent capacity. Further, only one
casing, which is also of lighter weight than the casings of
the single-phase transformers, is required. A 3-phase trans-
former for a given service does, however, weigh more than
each of the 1-phase transformers for the same service, and
for this reason it may sometimes be advantageous to use
three single-phase transformers in stations not properly
equipped to handle heavy pieces of machinery, or where it is
necessary to haul them by wagon. The question of weight
also enters into the repair problem. The lighter weight single-
phase transformers are cheaper to repair because of the
greater facility with which they can be handled. When trans-
formers must be mounted on poles, the advantages are in
favor of the 3-phase transformers because of the reduced
weight and also because of their appearance.
The 3-phase transformer has the advantage of higher
efficiency and simplicity of connections and station wiring.
All the connections can be made inside of the transformer
case, it being necessary only to bring out the three high and
the three low tension leads. Consequently, besides the re-
duced first cost of the 3-phase transformer, there is also a
considerable saving on the cost of cable for making the con-
nections, accompanied by a lower labor cost.
There is a slight disadvantage accompanying the use
of 3-phase transformers in instances where it is necessary to
bring out a large number of taps for different voltages. This
complicates the wiring within the case, but such instances
are comparatively rare and unimportant. As the radiating
surface of a 3-phase transformer is less than that of three
single-phase transformers of equal normal capacity, self-
cooled 3-phase transformers cannot be designed (for any
allowable temperature rise) for so great a normal capacity
in one unit as can three single-phase transformers, but the
gain in efficiency and in the reduced danger of breakdown
when oil or water cooling is employed should settle this
question.
One disadvantage of the 3-phase transformer is that in
case of failure of one of the coils, it is highly probable that
the remaining coils would be injured, and that it is therefore
necessary to keep available a complete unit for emergency
purposes. In the case of the single-phase transformers only
a third of the total capacity need be kept in reserve. As the
art of designing and manufacturing transformers progresses,
however, the force of this argument diminishes, for break-
downs are becoming less frequent.
June 1. 1907
ELECTRIC RAILWAY REVIEW
ro3
As the cost of a 3-phase transformer is approximately but
80 per cent of the cost of three single-phase transformers
of equivalent output, the investment in emergency units will
only be greater for the 3-phase transformer when but one
transformer is installed, and will probably be less than the
investment required for the three single-phase transformers
if the installation consists of a number of units.
In cities where real estate is valuable the great saving
in floor area, and in a slightly reduced height, furnishes a
strong argument in favor of the 3-phase units. This point
deserves especial consideration when transformers are
installed in subcellar substations, where in many cases only
a certain amount of space is available, and additional room,
without consideration of the cost, is practically unavailable.
The regulation of the 3-phase and three 1-phase transformers
is equally good with changes of load or power factor and
need not, therefore, be considered.
OPERATIONS OF STONE & WEBSTER PROPERTIES.
The statistical book which is published annually by
Stone & Webster of Boston. Mass., contains in the last
edition the main financial results for 1906 of 20 companies
which operate electric railways either as their principal busi-
ness or as part of their operations. These companies operate
in a wide range of territory, extending from Ponce, Porto
Rico, on the south to Sydney, Nova Scotia, on the north, and
from Massachusetts in the east to the Washington coast in
the west.
While the figures of the operations of these companies
are not given in sufficient detail to enable a comparison to be
made which would indicate the sources of the variation in
their operating results, the percentage of gross earnings used
in operating expenses may be presented in order to indicate
in a general way the difference in the expenditures charged
to operation of the various properties in the year.
The following table shows the gross earnings and per-
centage of operating expenses in 1906, and the percentage
of increase in gross earnings over 1905:
Operating Increase
expenses, in gross
1906 — earnings
percent- in 1906
Gross age of over 1905
earnings. gross — per-
1906. earnings, centage.
Blue Hill St. Ry. Co., Canton. Mass..? 89,041.34 75.9 5.85
Brockton & Pymouth St. Ry. Co.,
Plymouth, Mass 111,775.03 63.4 9.4
•Cape Breton Electric Co.. Ltd., Syd-
ney, N. S 258,416.80 59.7 21.9
Columbus (Ga.) Electric Co 291,244.01 53.5
Dallas (Tex.) Electric Corporation. 1,023,135.91 68.3 9.4
El Paso (Tex.) Electric Co 391,655.96 70.3 35.6
Galveston (Tex.) Electric Co 315,135.35 60.7 t61.9
Houghton County St. Ry. Co., Han-
cock, Mich 229,244.76 63.7 37.2
Houston (Tex.) Electric Co 591,351.37 64.2 14.3
Jacksonville (Fla.) Electric Co 326,468.29 61.8 6.S
Northern Texas Electric Co., Ft.
Worth, Tex 854,135.52 64.0 29.2
Paducah (Ky.) Traction & Light Co. 227.27S.52 65.9
'Porto Rico) Electric Co 107,326.95 55.6 21.1
Puget Sound Electric Ry., Taroma,
Wash 663,206.02 52.8 29.6
Savannah (Ga.) Electric Co 611,215.19 62.0 4.2
Seattle (Wash.) Electric Co 3,101,385.77 63.2 20.8
Tacoma (Wash.) Ry. & Power Co.. 727,432.79 72.2 21.2
Tampa fFla.) Electric Co 469.: 59.6 13.9
Terre Haute (Ind.) Traction &
Light Co 823,162.54 56.9 30.7
Whatcom County Ry. & Light Co.,
Belllngham, Wash 279,469.45 66.2 43.3
•Includes one-half of Sydney & Glace Bay Railway Company.
Ltd.. earnings. tFlgures for 1905 were for eight months only.
A glance at this table will indicate how greatly the ex-
pense of operation and the increase in earnings varied in
the different properties. It is found that the lowest operating
expense (expressed in percentage of gross earnings) is
reported by the Puget Sound Electric Railway, 52.8 per cent,
while the highest is the Blue Hill Street Railway Company
of Canton,, Mass.. 75.9 per cent. Operating expenses of the
Columbus (Ga.) Electric Company, the Ponce (Porto Rieot
Electric Company, the Puget Sound Electric Railway and the
Terre Haute Traction & Light Company were relatively near
together.
While the greatest discrepancy in the percentage of gross
revenue applied to operating expenses is shown in the results
of the Blue Hill Street Railway and the Puget Sound Electric
Railway, it should be borne in mind that these companies
operate under conditions that are hardly comparable, and
attention is called especially to them only because they hap-
pen to show the most striking differences of the 20 companies
reporting. The Blue Hill Street Railway is located in a
territory in which the available business is not at all de-
veloped and it terminates in Boston under traffic agreements
that add greatly to the cost of operation. Furthermore, the
operating expenses are affected by climatic conditions in
winter. The Puget Sound Electric Railway, on the other
hand, serves a territory in which the available business has
been developed rapidly and the conditions of operation are
very favorable. It has near at hand inexpensive water power,
and, as there is very little snow to contend with in winter.
the climatic conditions ordinarily are favorable. Another
factor which affects materially the proportion of gross earn-
ings indicated as required for operating expenses is that the
Puget Sound railway derives an income on the securities of
the Tacoma Railway & Power Company which it owns. Xo
expense is incurred on account of these securities.
That similar striking differences occurred in the gains
of the respective companies in gross earnings is a matter not
of management but of local conditions peculiar to the various
territories served. For instance, the revenue of the Whatcom
County Railway ii Light Company, which showed a gain in
gross earnings of 43.3 per cent over the previous year,
reflected the remarkable growth that has taken place in the
cities of the northwest, and especially in Bellingham. In this
instance no large extensions of track were made during
and the increase represents greater density of travel.
The smallest increase reported by those companies in
which comparison is possible was that of the Savannah (Ga.l
Electric Company, which gained but 4.2 per cent over 1905.
This small increase is due to a boycott to which the company
has been subjected by negroes since September, 1906, owing
to the passage of a "Jim Crow" law by the city of Savannah,
requiring the separation of races on the cars. The boycott
conditions have improved materially this year and it is hoped
that the earnings will soon assume their normal increases.
The increase of 37.2 per cent in gross revenue of the
Houghton County Street Railway Company, Hancock. Mich.,
is due in part to the fact that in 1905 the company suffered
from the effect of a strike and boycott.
The foregoing figures show how the financial results of
different electric properties may be affected by local condi-
tions, notwithstanding the advantages of affiliated control
and executive management.
According to the Brooklyn Rapid Transit Company offi-
cials the new transfer system put in service on the surface
lines of the company a few weeks ago is working as well as
was expected. The public for the most part has accepted the
new system willingly and complaints against its operation
come almost entirely from those who had abused the privi-
leges given under the old plan. It is too soon as yet to ascer-
tain just bow much the company will be benefited financially
by the new system, but the officials believe the benefit will be
considerable. The last reports of statistics of New York City
traffic published by the state board of railroad commissioners
showed that during the nine months ended September 30,
the Brooklyn Rapid Transit Company's cash fares in-
creased only 9.57 per cent, as conipard with the correspond-
ing period of 1905. during which the number of transfer?
increased 58.63 per cent. Since September 30 the number
of transfers increased, until a month ago the com]
management reported that it was issuing approximate
per cent more transfers than a year previous.,
704
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 22.
TRACK RECONSTRUCTION IN SAN FRANCISCO.
At the time of the earthquake and fire of April, 1906, the
United Railroads of San Francisco had 250 miles of single
track. Of this trackage there were 84 miles in the burned
ods for tearing up the old substructure were tried. It is the
purpose of this article to describe the standard track that is
now being built, and some of the labor-saving methods that
have been employed in the work.
The standard track construction for electrical operation,
San Francisco Track — New Track Ready for Concrete Under Rails,
Showing Space Left for Concrete.
district, comprising 25 miles of cable track, 57 miles of elec-
tric track and two miles of track over which horse cars were
operated. The fire left in operating condition none of this
total of 84 miles of track, but steps were immediately taken
toward rebuilding and electrifying a large proportion of the
San Francisco Track — Condition of New Unpaved Track in Street
After Earthquake and Fire.
cross sections of which are shown in the accompanying illus-
trations, is of a single type with variations in the weight of
rails according to the service required. The substructure
might be designated as a combination of ties and concrete
stringers. The ties are of standard dimensions, spaced 2
■ • -^.:\.- 3
y
San Francisco Track — Breaking Off Old Cable Yokes and Rolling Bed for New Track.
cable-operated tracks and the rehabilitation of that track
which had previously been built for electrical operation.
During the past year there has been approximately 40
miles of single track torn up and replaced by an entirely
new structure of accepted permanent design. Two-thirds of
the track that has been reconstructed was formerly used for
cable cars, and in the reconstruction several interesting meth-
feet 6 inches apart, resting on 6 or S inches of broken stone
or broken concrete ballast. This ballast is brought up to
the bottom of the ties. Under each rail and between the
ties there is a mass of concrete 6 inches thick and 30 inches
wide. These masses of concrete, filling in a part of the
space betwen the ties, are a part of the floor of concrete
which covers both the ballast and the ties, and is brought
June 1, 1907.
ELECTRIC RAILWAY REVIEW
705
up about the rails to a height sufficient to afford an even
surface for supporting the paving.
In general there are two types of paving between rails,
one comprising 9-inch Belgian blocks and the other being an
asphalt surface. A cushion of two inches of sand is provided
for the blocks. The asphalt rests directly on the concrete.
The dimensions of these two types of construction for differ-
ing street surfaces are shown in one of the accompanying
illustrations.
Standard Track.
The sections of rail used under various conditions of
traffic include, for the main trunk lines bearing the heaviest
traffic, a 9-inch grooved girder rail weighing 141 pounds per
yard, or 221.57 gross tons per mile of single track. For the
lines of average travel the rail section is likewise nine inches
mil bonds. The terminals of the bonds are all screw-com-
pressed to place.
Special Track Work.
The special work at all intersections is the Lorain
Steel Company's hard and renewable-center construction
built of 9-inch rails. Uniform standards have been
adopted for all special track work. In the older portions of
the town, north of Market street, where the streets are
narrow, the curves have a 42-foot 7%-inch center radius, and
south of Market, in the wider streets, the standard radius is
50 feet 1% inches. In designing the special track work
the integral sections are made to conform to standard dimen-
sions so that it is possible to interchange parts of one layout
with those of another. Each section of any layout is known
by a designating letter and all pieces of the same letter
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San Francisco Track — Rebuilt Cable Tracks, Showing Slot Yokes and Parts Removed.
high and of a similar contour. This latter rail, however,
weighs 109 pounds per yard. For curved tracks, serving the
same traffic as the latter mentioned rails, a 119-pound guard
section is used. These three rail sections just mentioned
are illustrated herewith, and are rolled by the Lorain Steel
Company. The drilling of rail ends for joints in these sec-
tions is also illustrated. Tie rods are spaced from 8 feet 4
inches to 10 feet 4 inches apart and 3 inches below the tread
of the rail, depending upon the section used.
For the reconstructed cable lines a 4-inch 81-pound Trilby
rail was used, its low height permitting it, on some streets, to
be installed above the old cable yokes. On other track, in
asphalt paved streets, not subject to heavy teaming, a 9-inch
rail of Pennsylvania Steel Company section No. 201, weigh-
ing 85 pounds per yard, was used.
The track rails are connected with 36-inch 12-bolt "Con-
tinuous" rail joints, and these joints are bonded for the
9-inch rails with four No. 0000 10-inch by %-inch bonds and
for the 81 -pound rails with 24-incb by 1-inch 400,000-circular-
throughout the city are identical. The value of this scheme
for any large company whose mileage is rapidly growing is
easily recognized.
Paving.
After the ballast in the trench has been thoroughly rolled
with a steam roller the steel is spiked to the ties and put
in line and surface; then the concrete mixture which com-
prises cement, sand and unscreened rock in the proportions
of 1-2-6 is tamped between and above the ties, as earlier
described. The peculiar shape of the concrete stringer, com-
bined with the larger mass of concrete, assures that the ties
and the rails will form a unit, distributing all stresses over
the surface of the subgrade.
Generally speaking, the paving is of asphalt or .stune
blocks, such blocks being of basalt and six inches thick. The
asphalt streets have a 2-inch surface of that material. The
city requires the railroad company to pave and maintain the
streets, not only between the tracks but for two feet outside
the rails. It should here be noted that the track centers of
706
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 22.
the United Railroads are especially wide, the dimensions be-
ing 11 feet Vz inch in the residence portion and 12 feet %
inch in the business portion. The toothing blocks used are
of basalt, alternating 8 and 5 inches in length. All block
paving >"s done by the railroad, the blocks being quarried
the steel work being so strong that it remained unbroken.
The second type of yoke would not stand the strain attendant
on tearing it from the concrete. The rivets would shear
before the iron could be pulled away from the solid mass
of concrete. For this reason it was found advisable to leave
San Francisco Track — Lifting Cable Yokes and Concrete with
Derrick Car.
The asphalt paving is
about 50 miles from San Francisco,
done by contract.
Reconstruction Methods.
In tearing up the old cable tracks preparatory to rebuild-
ing for electrical operation, two types of substructure were
encountered. These are roughly shown in one of the accom-
San Francisco Track — Breaking Brick Cable Conduit with
Battering Ram.
the old cable substructure with its concrete bed in the ground,
only cutting down the yoke far enough to permit of placing
the pavement. As the track center dimension was increased
at the time of reconstruction the substructure took the ap-
pearance shown in the lower views of the accompanying
illustration depicting the disposition of the cable yokes. In
San Francisco Track — Motor -Driven Rock Crusher Plant on Flat Car.
panying illustrations depicting the track structure as rebuilt
and showing those parts of the old structure left intact. One
of the types of cable yoke comprised a 60-pound T-section,
bent to a V-shape, and braced with structural sections. The
second type was built up entirely of straight structural iron
members. When attempting to tear up these two types of
cable tracks it was found that the first-mentioned type of
yoke could be lifted from the concrete with a derrick car,
this case the cable conduit was filled with miscellaneous
material.
Early in the reconstruction a scheme was tried for plac-
ing the rails directly on chairs supported on the old cable
yokes, but as this necessitated conforming the surface of the
track quite rigidly to that of the old cable structure, it was
abandoned.
Several methods were tried for breaking up the old cable
June 1, 1907.
ELECTRIC RAILWAY REVIEW
HIT
structure on various streets. One of the illustrations shows
the method used for breaking up brick cable conduits with
a ram. This ram consisted of a piece of heavy rail section
about 15 feet long, supported upon a temporary and portable
tower, made of structural steel. The tower was mounted on
a truck so that it could easily be rolled along on the opposite
track.
An attempt was made to break up the old cable structure,
<$j> <t> <K ->4> — TTfJ
San Francisco Track — Rail Drilling.
comprising the structural iron yokes embedded in concrete,
by using hydraulic bridge jacks. These were placed under
the ends of the yoke and the entire yoke, with its clinging
concrete, tipped over. The results, however, were not satis-
factory on account of the slowness of the process. In the
first place, it was difficult to get the jacks to take a firm hold
on the ends of the yokes. It was also impracticable to use
the large jacks in the sand on which the substructure rested.
For these reasons the practice was abandoned. Another
scheme tried was that of driving wedges in the slots and thus
iL S Co -Sec t,osy /<?SA&3^&
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San Francisco Track — Dimensions of New Track in Asphalt and
Block Paving.
breaking apart the concrete and yokes, but this, too, was
found impracticable.
Crane Cars.
As a result of these and other unsuccessful attempts the
crane car shown in an accompanying illustration was used.
This car was electrically operated and had a lifting capacity
of five tons at the end of the boom. The hook on the large
swivel block was passed through a ring in the end of a
section of 109-pound rail, this rail taking the position shown
in the engraving. Connection with the end of the cable
yoke was made with a loose link slipping over the section
of rail and hooking under the end of the yoke. By the use of
this crane it was possible to tear up about 1,000 feet of
single track in a working day of 10 hours.
Ballast.
To save excessive haulage and cost the concrete from the
old cable structure was first broken with hammers and then
crushed for a second use as ballast. Two portable crushing
plants were used for this work; each consisted of a 9 by 15
inch jaw crusher mounted on a flat car, as shown in one of
the illustrations. The discharge from the crusher is through
the floor of the car on to the ties. An electric motor for driv-
ing the crusher was mounted on the car and boxed in to
protect it from rock dust. With this outfit both the old con-
San Francisco Track — Rail Section for Trunk Lines (Left); for
Standard Track (Center); Guard Rail Section (Right).
Crete and also damaged paving blocks were rendered fit for
new ballast.
THE MANUFACTURE OF ELECTRICAL APPARATUS
IN 1905.
The bureau of the census of the department of com-
merce and labor has issued Bulletin 73, which is a report on
the manufacture, according to the census of 1905, of elec-
trical machinery, apparatus and supplies, by Thomas Com-
merford Martin, expert special agent.
In 1905 there were 784 establishments engaged primarily
in the manufacture of electrical machinery, apparatus and
supplies. Their capital was $174,066,026; the average num-
ber of wage-earners employed, 60,466, and their wages, $31,-
841,521; the cost of materials used, $66,836,926; and the value
of products, $140,809,369. The percentages of gain are as
follows: In number of establishments, 34.9 per cent; in
capital, 108.1 per cent; in number of wage-earners, 43.9 per
cent; in amount of wages paid, 54.7 per cent; in cost of
materials, 35.1 per cent; and in value of products, 52.3 per
cent.
In addition to the products reported by these establish-
ments, there was an output of electrical machinery and sup-
plies, valued at $18,742,033, from 128 establishments engaged
primarily in other lines of manufacture.
The general well-being of the industry must be attributed
to the prosperity of the great public service corporations,
private and municipal — street railway companies, lighting
plants, telegraph and telephone systems, etc. — by which the
great, bulk of electrical machinery is purchased.
The total value of dynamos and motors, which constitute
the largest single class of electrical apparatus manufactured
in the census year, was $33,454,860. A slight increase in the
value of al dynamos (from $10,472,576 in 1900 to $11,084,234
in 1905) was associated with a very large increase in number
(from 10,527 to 15,080) and in capacity (from 770,832 horse-
power to 1,328,243 horsepower). It is obvious that a rela-
tively small increase in the average size of machines was
accompanied by a large decrease in the cost per horsepower
to the purchaser.
Of the total number of dynamos 13,756, having a capacity
of 853,800 horsepower and a value of $6,973,130, were direct
current and 1,324, with a capacity of 474,443 horsepower
and a value of $4,111,104, were alternating current. The
number, horsepower and value of the direct-current dynamos
were greater in 1905 than in 1900, whereas the alternating-
current dynamos increased in capacity only.
Closely associated with the dynamo class is the group
comprising double-current generators, dynamotors, motor
generators, boosters and synchronous converters, of which
there were in all 2,135, having a combined capacity of 279,552
horsepower and a value of $1,740,534. The value of motors
built was $22,370,626, twice as great as that of the dynamos.
In 1905, 66,698 transformers were manufactured, having
a capacity of 970,908 horsepower and a value of $4,468,567.
The value of switchboards intended for electric light and
power and electric railway work has advanced from $1,846,-
62 1 in 1900 to $3,766,044 in 1905. Batteries and their pari
708
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 22.
and supplies manufactured in 1905 had an aggregate value
of $4,243,593, as compared with $3,679,045 in 1900.
OPERATING ACCOUNTS AS DEFINED BY INTERSTATE
COMMERCE COMMISSION.
NEW ENGLAND STREET RAILWAY CLUB.
P. P. Sullivan, president of the' Boston & Northern Street
Railway and the Old Colony Street Railway, was the speaker
of the evening at the monthly meeting of the New England
Street Railway Club at the American House, Boston, on May
23. The meeting was the last before the fall season. Presi-
dent Henry C. Page introduced the speaker, who discussed the
public relations and capital interests of electric railways.
Considering public relations, Mr. Sullivan sketched the
gradual acquirement of jurisdiction over locations and changes
in location by the railroad commission as a desirable step
away from a much broadened power on the part of local au-
thorities. The same principle has been applied in the freight
and express law of 1907. Mr. Sullivan called special attention to
the burdensome excise tax which was inserted in the bill of
1898 at a time when the cost of maintenance was getting high.
Last year the street railways of Massachusetts paid $3,550,000
in dividends and $1,923,000 in taxes.
In Massachusetts there is one mile of trolley track to
every three square miles of area, as compared with 15 square
miles in Pennsylvania and 17 square miles in New York.
Between 1865 and 1885, in the era of horse traction, the street
railway mileage of Massachusetts increased 174 per cent,
from 137 to 376 miles, and the income increased 233 per cent.
In this period the investment increased 200 per cent. The
income per mile of track showed improvement. Electric
motive power was adopted soon after 1885, with subsequent
development along new lines, and between 1885 and 1905
the miles of tracks increased from 376 to 2,777, or 640 per
cent, income increased 420 per cent, indicating lower earn-
ings per mile of track, and investment increased 900 per cent.
Mr. Sullivan denned the ratio of capital to income as the
investment required to secure $1.00 of income and stated
that this ratio was as $3.00 to $1.00 in the horse traction
period, but the ratio had increased to $5.50 to $1.00 between
1S95 and 1905. The change from horses to electricity
required financial risks, especially by Whitney and his con-
freres in the West End system of Boston. Although elec-
tricity means the use of 60 to 65 per cent of gross earnings in
operating expenses as compared with 80 per cent on the
horse basis, the investment needed to effect this running
economy is often overlooked. Earnings per car-mile are not
the only figures which tell. If the cars are run at high speeds,
the cost of operation is bound to go up, with the exception of
car men's wages. High speed means more power and more
capital to be supported for the purchase of this power.
To compare the working of two Massachusetts companies
of large size, Mr. Sullivan cited the following figures:
Company 1. Company 2.
Investment per car operated $55,000 $236,000
Power station investment per car operated.... 8,400 37,000
Operating expenses — percentage of gross earn-
ings 71 51
Dividends, per cent 7 to 8 showing 6
Maintenance — percentage of income 22 13
Track maintenance — percentage of income... 14 3
Ratio capital to income $4 to $1 $7.50 to $1
The cost of power in the case of Company 2 was 2.5
times that of Company 1, though the price of coal was sub-
stantially the same in each case. There was no water in
the stock in either instance.
The ratio of capital to income in 46 Massachusetts com-
panies operating 760 miles of track is $8.35 to $1.00. This is
a danger signal, and when the ratio climbs to $20 to $1.00
and thereabouts, receiverships are inevitable. Massachusetts
has dense traffic and populous territory, but the difference in
conditions from those prevailing in the west is not often
realized. Electric railway service in the east calls for a large
investment, and there is danger that facilities may be need-
lessly duplicated by interurban lines built without regard to
the special conditions of the state, and intended to operate
on a plan only suited to infrequent service in an open country.
Prof. Henry C. Adams, in charge of statistics and ac-
counts for the interstate commerce commission, has issued a
circular defining in a general way the objects and scope of
the operating revenue and operating expense accounts which
are to be followed by railways subject to the jurisdiction of
the commission in the new system of accounting to be followed
after July 1 in accordance with the Hepburn law. Other cir-
culars will be issued defining the scope of "outside opera-
tions," "train, engine and car miles" and "construction and
equipment expenditures."
Operating revenues are defined as covering revenues de-
rived from the transportation of traffic, including mail and
express, for which a specific rate or charge is made, and
revenues derived from operations other than the transporta-
tion of traffic, the expenses of which cannot be accurately
determined and separated from operating expenses. Reve-
nues from operation are consequently divided into two gen-
eral accounts, revenues from transportation and revenues
from operations other than transportation. The aggregate of
revenues from operations will produce "total operating reve-
nue," which reduced by "operating expenses," leaves "net
operating revenue." From this balance taxes are to be
deducted and the remainder, called "operating income," will
be carried to the income account. It will be noted that the
phrase "total operating revenue" is adopted as a substitute
for gross earnings, which is now employed generally by steam
railways.
Operating expenses, as defined, cover costs to maintain
the integrity of the property operated from which operating
revenues are derived, and the costs incident to transporta-
tion and administration incurred in performing the services
incident to the production of the revenues enumerated in
the classification of operating revenue accounts. These
operating expenses must not be burdened with expenditures
for additions, such as new and additional equipment, tracks,
buildings, ballast, etc., the purposes of which are to improve
the property; with expenditures for maintaining and operat-
ing property, the operations of which are classified under
outside operations; or with expenditures for earnings of
property used in operation, such as tracks, yards, terminals
and equipment. Neither should they be reduced by rents
received for tracks, yards, terminals and equipment; nor
for buildings and other property, the operating costs of
which can be separated from other costs of maintenance and
operation.
Operating expenses are divided into five general accounts:
1. Maintenance of way and structures.
2. Maintenance of equipment.
3. Traffic expenses.
4. Transportation expenses.
5. General expenses.
The revenue drawn from and expenses incident to the
hire of equipment are to be dealt with through the income
account rather than through the operating accounts.
It is intended to make a subject of special investigation
the extent to which the rule of depreciation shall be applied
to maintenance of way and structure accounts.
Postpones Purchase of Electric Lines.
Plans for the purchase of several additional traction lines
in the northern part of New York state which were to have
come before a meeting of the directors of the Mohawk Valley
Company, a subsidiary of the New York Central & Hudson
River Railroad, were not acted upon. It was learned after
the meeting that the reason no action was taken in the matter
was that the difficulty which the New York Central road, in
common with other railroads, has experienced in raising new
capital even for necessary improvements, deterred the man-
agement from carrying out its plans for the acquisition of
these electric lines at this time. It is understood that these
purchases, which had been practically agreed upon, have been
allowed to go over indefinitely. — New York Times.
June 1, 1907.
ELECTRIC RAILWAY REVIEW
709
RAPID TRANSIT IN BOSTON AND VICINITY.
BY EDWARD HUXGERFORD.
Boston, with an elaborate and practical plan of subway
and elevated loops already in successful operation, and more
elevated and subway lines under construction, is now not only
planning to facilitate transit within the most congested sec-
tion, but also is following out a definite plan to bind
outlying communities more closely to the business center.
Boston has, from the first, reduced its transit problem to a
scientific basis. It has been decided that the only good
theory of passenger operation for a large city is to collect
surface car passengers at points outside of the business and
congested residence districts and then to carry them in
trains with few stops in the residence districts, and these
only to exchange passengers with other surface lines. In the
business heart of the city there would be many stations which
would be the theoretical terminals. For convenience of opera-
tion trains would be sent directly across the business center
and, serving a second purpose, out into the residence districts
again until they reached an outer terminal for physical ex-
change of passengers with surface and suburban trolley
lines. A supplemental idea provided for collecting surface
car lines that approached the center of the city and bringing
them through its most congested portion by tunnel or subway
to a convenient loop terminal.
It was this last idea in Boston that brought the larger
transit plans in the end. Tremont street was and is the city's
showiest business street, largely devoted to hotels, cafes,
theaters and the best class of retail shops. It was so insuffer-
ably crowded with surface trolley tracks that some sort of
relief was found an absolute necessity. Out of manifold
schemes an elaborate plan of relief was found and carried
out, surface car tracks torn from Tremont street and general
transit quickened.
The Plan for Transit Relief.
Briefly, the original plan was this: A transfer station
was built at Sullivan square, Charlestown, the northerly end
of the transit relief scheme, which was then and now is the
largest electric railroad station in the world. This station
gathered passengers from Maiden, Melrose, Everett, Chelsea,
Revere Beach, Lynn and many other suburban and outlying
districts to the north and gave them free physical transfer to
an elevated railroad which crosses the Charles river, sweeps
around the water front of old Boston, past the South terminal
station of the New York New Haven & Hartford and Boston
& Albany railroads, and after two turns continues south to
Dudley street, where a terminal station, smaller but similar
to that at Sullivan square, distributes passengers to surface
trolleys continuing out to Brookline, Forest Hills, Hyde Park
and Mattapan.
In addition to this line through the business part of
downtown Boston another line forked from it at the south end
of the bridge across the Charles river, passed in front of the
North terminal station, used by the many lines of the Boston
& Maine Railroad, dipped beneath the surface at Haymarket
square, followed a devious course beneath Tremont street and.
finally rising to an elevated structure again a little south
of Boylston street, joined the elevated track again in Wash-
ington avenue. The supplementary plan, which was the sur-
face relief of Tremont street, consisted of bringing surface
trolley cars from Cambridge, the fashionable and highly popu-
lous West End with Newtown and portions of Brookline out-
lying, by an incline through extra tracks in the elevated sub-
way to a terminal loop under Tremont street at the Park
street intersection. Similarly surface cars from Charlestown,
East Cambridge and outlying points were brought beneath the
surface at Haymarket square and looped around a city block
from Adams square to Scollay square, where they were given
a terminal. Surface car passengers wishing to go from the
Park street terminal of south and west bound cars to the
Scollay square terminal of north and east bound cars were
enabled to so do without the payment of an additional fare
by use of the elevated trains running through the Tremont
street subway.
Elevated Roads.
The elevated train operation was threefold. The first
operation consisted of the trains sent from the Sullivan square
terminal, which took the Tremont street subway and Wash-
ington street elevated cars through to the Dudley street termi-
nal, returning by the same route. The second operation was of
trains starting from Sullivan square, taking the Atlantic ave-
nue line along the water front and returning to Sullivan
square by the way of the Tremont street subway, with a
Hest Med ford
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Rapid Transit in Boston — Location of Proposed Extensions.
reverse movement also. The third operation consisted of
trains starting from Dudley street, continuing along Atlantic
avenue and returning through the Tremont street subway,
without ever crossing the Charles river, to Dudley street.
This system of operation was found nearly ideal. It kept
an even service from both Dudley street and Sullivan square
terminals, and yet gave Tremont street, the place of theaters,
retail stores and hotels, the location of two important subway
surface car terminals, a much better service than was re-
quired to handle business on the Atlantic avenue section of
elevated railroad. Yet, as time wore on, conditions were
found less ideal. Boston, like every other large American
city, was growing rapidly and her transit relief plan began
to be overtaxed. Tremont street was a bad one to operate
trains through. The physical limitations that have ham-
710
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 22.
pered all plans for transit facilities in Boston from the outset
were here present in great numbers. The narrow streets and
their many twistings made the Tremont street subway a
series of sharp and difficult curves, while the dips and curves
made necessary in the profile to accommodate the auxiliary
feature of surface car operation brought in one case an
8 per cent grade on a descending track and several ascending
grades of more than 5 per cent. Then the surface car terminals
began to be badly overcrowded. Cambridge people at times
almost monopolized the surface car platforms at Park street.
It was obvious that some relief would have to be obtained
at once.
Washington Street Tunnel.
To obtain first relief it was decided to place a tunnel
under Washington street from near the Castle street inter-
section, where the existing elevated now makes right-angled
turns right and left; on the right, to the incline that leads
to the Tremont street subway; on the left, eventually, to the
Atlantic avenue section. The tunnel would be reached by an
incline from near this elevated junction and would terminate
on the north at the Haymarket square station and incline of
the present system. When dug and completed the Washington
street subway will be completely substituted for the Tremont
street subway as far as train operation is concerned. Tremont
street subway will then be given entirely over to surface car
operation, which will be divided into three classes: surface
cars crossing the city on the present elevated tracks, and, as
at present, surface cars terminating at Park street station
and surface cars terminating at Scollay square station.
Rapid Transit in Boston — Concreted Steel Columns in Washington
Street Tunnel.
Washington street had once before been suggested as a
tunnel or subway route when it was first proposed to take
the trolley tracks up from Tremont street. The city passed
It by for the time being, built the elevated and subway
loop as above described, and even dug a deep tunnel under
the harbor to East Boston — a separate and distinct operating
proposition and designed for surface cars only — before it
finally began operations in Washington street. The narrow-
ness of that busy thoroughfare was a serious obstacle to all
subway plans. But the tunnel builders of Boston have had
experience and their experience has resulted in a most suc-
cessful adaptation of their limited space in at least one point
in Washington street, the station platforms in the neighbor-
hood of School and of Milk streets.
It was necessary, close to this point, to depress the Wash-
ington street tunnel to pass beneath the East Boston tunnel,
which runs through State street from Scollay square .to the
harbor, the bottom of the tunnel here being from 30 to 48 feet
below the street. The feature of interest is that the north-
Rapid Transit in Boston — Uncompleted Platform Over East Track,
Washington Street Tunnel.
bound track has been brought beneath the platform of the
southbound track, and the passageway leading from that plat-
form to the State street entrance of the tunnel. Even with
this radical economy of space the westerly wall of the tunnel
for more than 100 feet lies directly beneath the front walls of
the buildings above.
The stations, profiles and sections of the Washington street
tunnel were shown in the Electric Railway Review for August,
1906, page 463. Illustrations here reproduced for the first time
give an idea of some of the details of its construction. In one
the device is shown by which an extra large number of pipes
have been located where the roof of the tunnel is close to
the surface of the street. By bringing the roof down in a
sharp curve at the outer edge of the bore, accommodation is
given to many pipes and conduits without taking away from
the material dimensions of the interior of the tunnel.
The other illustration shows how the steel columns are
encased in concrete in this Boston construction instead of
being left exposed, as in New York, Philadelphia and older
Boston subways. This form of construction has so won the favor
of the Boston transit commission at the outset as to make it a
probable feature of the new Cambridge subway, to which
reference is made hereafter.
Four Years of Excavation.
After four years of slow excavation — the city only per-
mitted open-cut work to proceed between 6:45 p. m. and 7:15
a. m., the excavation being temporarily paved with planking
during heavy business hours — the Washington street tunnel
is practically dug. save for a stretch of about 150 feet in the
neighborhood of School street and certain station approaches
and exits. Placing the tracks, contact rails, wiring and station
fixtures is the business of the Boston Elevated Railway Com-
pany, which is to operate this in addition to the other transit
facilities of the central portion of the city. It will take a
year to place these appurtenances in position, and it is ex-
pected that Washington street tunnel will be completed and
ready for business in June, 1908.
Once the change is made and Washington street thus
becomes for its entire length a route for high speed elevated
June 1. 19H7.
ELECTRIC RAILWAY REVIEW
711
trains, the Tremont street subway will quickly be adapted for
exclusive surface car operation along the lines heretofore
suggested. The spur of subway extending under Tremont
street from Boylston street to Pleasant street, about 1,000
feet, will not become absolutely useless after the change is
made, for the transit commission has figured that surface cars
from outer Tremont street and Shawmut avenue can easily
be brought down an incline on the site of the present Pleasant
street elevated station and so through the old subway to
Haymarket square out upon the incline there and to outlying
districts to the north of Boston. But for the 1,000 feet of
elevated structure extending from the incline at Pleasant
street station to Washington street no operating use is
planned after the change, it is probable that it will be torn
down.
Track Arrangement at Haymarket Square.
At Haymarket square there is at present a 4-track dip
into the Tremont street subway. Two outer tracks carry the
elevated trains and the two inner, surface cars from Charles-
town and outlying points to the Scollay square terminal. In
order to accommodate the Washington street tunnel, which
also has its terminal at Haymarket square, two additional
tracks must be built upon the incline so that the six tracks
when completed will be divided as follows: The two tracks
to the east will be given wholly to elevated trains passing
from the structure in Causeway street to the new Washington
street tunnel. The other four tracks will be given exclusively
to surface cars, cars which have Scollay square for a terminal
using the two middle of these two tracks, and cars bound
for Park street. Pleasant street and outlying points using the
two outer. The present Haymarket square subway station
is to be remodeled for exclusive surface car use, the Wash-
ington street tunnel building a new Haymarket square station
at lower level.
To make these changes with the heavy Haymarket square
traffic in constant progress will involve some engineering
niceties. Fortunately for the engineers, there is spare space
on each side of the present incline. That structure was
built on the site of the former passenger station and yard
of the Haymarket square terminal of the Boston & Maine
Railroad, which was of more than ample size. It is planned
first to build the two additional tracks needed, then transfer
the elevated route into Washington street, and finally to
adjust the various surface car tracks to meet the situation.
The Cambridge Subway.
Before the Washington street tunnel is ready for business,
work on Boston's next move toward transit relief, the subway
to Cambridge, will be well under way. This structure will
afford a needed relief to the overtaxed surface lines leading
to the college town. On the Boston side of the Charles river
the subway will be built by the Boston transit commission
and operated by the Boston Elevated Railway Company as its
predecessors have been built and operated. It will cross the
Charles river on a center and reserved section of the new
West Boston bridge, an elaborate structure rapidly approach-
ing completion. Through Cambridge the line becomes sub-
way after crossing the river and will be both built and
operated by the Boston Elevated Railway Company. It will
extend through to Harvard square, where many surface lines
will have their terminals and reach for long distances out into
the country. One station will be built at Central square,
where a number of other surface lines intersect, but many
persons in Cambridge are pleading for two more subway
stations. One station at the Cambridge end of the West
Boston bridge the railway company is not disposed to grant
in any event, holding that passengers from a section so closely
adjacent to Boston itself can find both quick and convenient
transit on existing surface lines. The other station, which is
-nded on Massachusetts avenue, half way between Cen-
tral and Harvard squares, the railroad company is opposed
to, because of its desire to make the new Cambridge subway a
genuinely high-speed line for long-distance passengers, letting
the surface lines take care of short-haul and short-distance
passengers.
No unique types of construction are planned in the Cam-
bridge structure, but the subway as it passes through Boston
to Tremont street will be unusual in several ways. It was
originally planned to bring it through Cambridge and Court
streets to Scollay square, as was shown upon the map pub-
lished in connection with the article to which previous refer-
ence has been made, but the extreme narrowness of these
thoroughfares, with their many turnings, led to an ultimate
abandonment of this idea and a decision to turn the road
under Beacon hill and bring it through a third of a mile of
private right of way and under a corner of the Common to
a stub-end terminal directly under Park street station of the
present Tremont street subway. Property is being rapidly
acquired by the Boston transit commission in the fulfillment
of this plan and after tlu subway has been dug structures
can be erected and leased for a variety of purposes over its
right of way. Light and air openings can be secured at shor.
intervals by this style of construction.
Unfortunately this new Cambridge road will have no
track conne-ctions with the other subway or elevated lines in
Boston so as to render an interchange of train equipment
possible. Yer already the plan is being pressed in the Massa-
chusetts legislature for an enactment to enable the Cambridge
subway, through Winter and Summer streets to the South
terminal, with an elevated extension into South Boston, left
for a vague and distant future. There is no direct route
from the hotel and theater district to South station by ele-
Rapid Transit in Boston — Washington Street Tunnel Under
Construction.
vated or subway as yet and such a line would render itself
popular from the outset.
Contemplated Elevated Extensions.
At the north end of the Boston metropolitan district two
ated extensions are now contemplated from the Sullivan
squari terminal. One of these will turn toward the northeast
and run along Broadway until it reaches South Everett, where
it will turn north again and be built, according to present
plans, past Everett and Into Vlalden, along the marsh land
712
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 22.
which reaches back from the Maiden river and Maiden canal.
At Maiden connection will be made with more outlying surface
lines of the Boston Elevated Railway as well as with the
suburban lines of the extensive Boston & Northern system
which stretch north to Lynn, Salem and Newburyport.
The other arm north from Sullivan square will reach more
toward the west and will follow the short straight stretch of
old Mystic avenue into Melrose, where it will also have
extensive ramifications by means of suburban surface car
lines. Each of these arms will be approximately three miles
long.
From the Dudley street terminal at the south of the present
elevated system construction has progressed steadily through-
out the hard winter on an elevated extension south two miles
in Washington street to Forest Hills. The matter of terminal
facilities at this last point is still a matter of doubt and
discussion and the Boston Elevated Railway Company seems
now to favor extending its structure south of the heart of
Forest Hills and building a loop terminal in private right
of way.
When these arms are complete Sullivan square and Dud-
ley street will be retained as part terminals. "Short line"
trains will continue to be turned on tne loops at each of these
points and a large number of suburban lines will continue
using them as their downtown terminals.
Other Plans Tentative.
Other transit relief plans in Boston are still tentative.
The most definite of these is the building of an elevated
structure from the existing elevated and incline at Haymarket
square through Causeway street, past the North station and
across the Charles river into East Cambridge for surface car
operation. Owing to the existence of nearby freight terminals
and the extreme narrowness of Causeway street it is often
badly congested with trucks and other street traffic, causing
much delay in surface car operation. Such an elevated
structure for a little more than half a mile would greatly
relieve the situation.
An elevated railroad, of ornamental design and archi-
tectural appropriateness, has also been suggested for the
Charles river bank extending from the existing system out
toward Newton. This road will undoubtedly follow the others
in due time. At present it is a vague suggestion of the
indefinite future.
ARMATURE CLEARANCE TESTING DEVICE.
Charles Munson, master mechanic of the Cedar Rapids &
Iowa City Railway Company, has devised, at the company's
Cedar Rapids (la.) shops, a gauge that has proved very useful
S^f
f
Gauge for Accurately Determining Armature Clearance.
in taking and recording the clearance between the armatures
and pole faces of motors.
The gauge is marked out in detail so as to show a varia-
tion of the sixty-fourth part of an inch in the clearance. It
is made of steel and is 10 inches long, 5-16 inch wide and 3-16
inch thick. One side of the scale has a straight edge and the
reverse side tapers from a point at one end to the full thick-
ness of the bar at a distance of three inches from the end.
On the straight edge a sliding scale, which has a %-inch lip
at the lower end and a circular band finger clip at the other,
is attached by a screw which fits in a slot, 2%, inches long, cut
lengthwise of tire slide.
In testing motors for armature clearance the hand-hole
plates are removed as usual and the gauge is inserted so
that the lip of the slide engages with the pole piece, while
the tapering end of the gauge is inserted as far as possible
between the pole and the armature. By carefully removing
the gauge the relative positions of the slide and the gauge
proper indicate the exact clearance. The taper given to the
end of the gauge is such that a variation of a sixty-fourth part
of an inch in the clearance is marked by a longitudinal varia-
tion of one-fourth of an inch on the straight edge.
COMMUNICATIONS.
An Automatic Oil Cup.
Adjusting
Sere*
To the Editors:
There are many operations in the car shop and barns
which require intermittent power, conveniently supplied by
means of small electric motors. For such service, however,
unless the bearings are of the ring oiling type or special
provision is made to oil the bearings, they are very apt to be
neglected. Particularly is this true of motors operated by a
number of different employes. If the motor is in an out of
the way place, each man assumes that
the motor was oiled the last time it
was used, and if located where it is
easily reached, each man using it gives
it a little oil, with the result that the
oil overflows from the bearings, soils
the floor and works its way into the
armature and field coils. Ordinary oil
cups are not very satisfactory for such
service, as they are apt to be turned on
and forgotten, resulting in flooding the
bearings and surrounding floor.
To obviate these difficulties which
presented themselves to the writer in
the operation of a small portable air
compressor, the automatic oil cup illus-
trated herewith was designed by him.
The operation and construction of this
oil cup are clearly shown in the cut.
The solenoid A was taken from an old
Mosher arc headlight and rewound with
wire of the same size as that on the
armature of the motor. The support-
ing brackets, B, are made of 1-16 by % inch phosphor
bronze. The lower portion of the solenoid plunger, C, is iron
and the upper part is brass. The solenoid plunger was in thfl
case attached to the needle valves of standard Lunkenheimer
Sentinel snap-lever, sight-feed, glass oil cups.
The solenoid coils are connected in series with the arma-
ture, hence when the current is turned on the solenoids are
energized, pull up the needle valves and supply the bearings
with oil. When the current is turned off the springs and
weight of the plungers force them down and shut off the
oil supply. The oil cup attachments are easily made and
work perfectly. SHOP KINK.
Lexington, Ky., May 22, 1907.
Automatic Oil Cup.
Wrong Motor Connections.
To the Editors:
I noticed a communication in the May 4, 1907, issue of
the Electric Railway Rview, from "Car Trouble," stating the
symptoms of some motor trouble experienced by him. I in-
close a diagram showing controller and motor connections for
a K-6 controller and four G.E.-1,000 motors. As will be seen
by reference to this diagram, the difficulty in your corre-
spondent's case probably arose through the crossing of the
A3 with the A' and the AA* with the AA= wires on or near
June 1. 1907.
ELECTRIC RAILWAY REVIEW
713
the controller panel board. The motor wiring diagram is
given to facilitate following through the circuits, and it will
be found by an examination of this diagram that the crossing
(Forrrorg/y f/lereroe-
i • ■ I • ■
Z, Wiring crossed here
R6
Wrong Motor Connections — Diagram Showing Location of
Crossed Wires.
of these wires will give rise to the symptoms stated by "Car
Trouble." SHOP KIXK.
Lexington. Ky.. May 29, 1907.
The Value of Discussing Blank Forms.
To the Editors:
In your valued issue of May 18 I am pleased to see pub-
lished reproductions of blank forms used by the Birmingham
Light & Power Company in its freight department.
It appears to me that an exchange of views in relation to
WASHINGTON RAILWAY AND POWER C
omp;
MEMO HO
kNY
Dm
:z=
. -tit™. -.««.<-_. «d «... 4l8.*m~
OATC
irens II AMOUNT I! CONTRA ]j
ra
C C**»€0 G« .3jC-I' »(C0«O
PORTLAND ORE
i Or4~ •/
* f~» «U>. 0** wir^ b, rilHL I. Ik. .PH. PWM
N u- M^ MMdL
WASHINGTON RAILWAY A POWER COMPANY.
| TO OREGON TRUST AND SAVINGS SANK
PORTLAND OREGON
Washington Railway & Power Company — Inside of Folding
Voucher-Check (Original 7 by 9 Inches).
the work of the several departments and the methods em-
ployed by the various electric railway companies, and occa-
sionally the publication of forms used, showing the system
of reporting and checking, and sometimes portions of book-
ktfping used by one or the other, might lead to helping some
of us to improve our methods in one branch or another. The
discussion of reasons for using one form of blank or one
system of bookkeeping or auditing in preference to another is
almost sure to lead some of us to see the advantage of one
over the other, hence, I thank you for the help already
afforded us and ask you to encourage the managements of the
various railway companies to send you for reproduction in
the Electric Railway Review such forms as in their opinions
are best adapted and will serve the best purposes in the
proper administration of the business and affairs of an electric
railway.
To follow this suggestion, I inclose (see illustrations) a
copy of voucher-check used by the Washington Railway &
Power Company, Portland, Ore. It is designed to be simple,
Washington Railway & Power Co.
606 McKay Building
PORTLAND, - • - OREGON
VOUCHER CHECK
No. $
PAYABLE TO
DlltPUUTION
1
TOTHl
- I
RECEIPT ma ENDORSEMENTS
Received of the WASHINGTON RAILWAY 4
POWER COMPANY, the within amount in set-
ttetnent of account as stated.
Washington Railway & Power Company — Outside of Folding
Voucher-Check.
as well as complete. It serves our purpose, and we believe
such a voucher-check to be useful and comprehensive.
Thanking you for the assistance we have already had
from your valued publication. ARTHUR LANGGTJTH,
Secretary Washington Railway & Power Company,
Portland, Ore., May. 24, 1907.
Tall concrete towers have been built by the West Penn
Railways Company at a 1,014-foot crossing of the Monongahela
river by its transmission line. The main tower rises 115
feet above its foundations as close to the river bank as prac-
ticable, and was designed to take a maximum load only of
the wind stress on the tower itself and the weight of the
wires. A shorter tower was then built about 230 feet back
of the main tower, and the transmission cables were brought
down to anchor upon it. On the other side of the river the
cables were anchored at a local substation. Both structures
are self-sunporting. The main tower is 8 feet 2 inches square
at the base and has a uniform batter up to the top where the
section is practically 1 foot square. The lower portion is
hollow, with walls 1 foot thick up to an elevation S4 feet
above the base, where the remainder of the section becomes
solid. The anchorage tower is 4 by 10 feet at the base, is
solid throughout and batters up to a section 1 foot square
at an elevation 41 feet 1 inch above the base. Above this
point it Is of uniform section up to its full height of 55 feet.
Both towers are reinforced with old rails. — Cornell Civil
neer.
714
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo.
IMPROVEMENTS OF THE OTTUMWA (IA.) RAILWAY &
LIGHT COMPANY.
During the last year the properties of the Ottumwa (la.)
Railway & Light Company have been rebuilt and they are
now among the best equipped railway and lighting properties
of the state of Iowa.
Ottumwa is a city of about 22,000 people and is located
in a prosperous farming and mining community in the south-
western part of the state. Early in 1906 the electric railway
and lighting interests were purchased by H. M. Byllesby &
Ottumwa Railway <£. Light Company — Exterior of Power House.
Co. of Chicago and the following officers were elected:
President, A. S. Huey, Chicago; secretary, R. J. Graf. Chicago;
treasurer, J. J. O'Brien; general manager, W. P. Raber. Since
the new management has had control of the properties a new
power house, car barn and machine shop and office building
have been constructed, the overhead lines and the railway
tracks have been rebuilt and several new cars have been
added to the rolling stock.
The company operates cars over 12 miles of track, which,
for convenience in operation, is divided into six divisions.
Cars are operated on a 10-minute headway. The rolling stock
equipment consists of 35 cars, 30 feet in length, of which 14
are required to maintain the schedule on the various divisions.
The Office Building.
The office building, containing the general offices of the
company, the public waiting room, trainmen's quarters and
other apartments essential for the comfort of the employes,
is situated at Second and Market streets, approximately the
traffic center of the city. At this point all cars are started
on their outgoing runs and all transfers of passengers are
made. The office building is of brick construction. It has a
frontage of 67 feet 7 inches, is 64 feet 2 inches deep, and
three stories high. On the first floor are the waiting room
and the general offices. The basement is furnished for the
use of trainmen. The second and third floors of the building
are to be leased for public office purposes.
The main public waiting room, located in the corner of
the building, has large plate glass windows, which allow an
unobstructed view of all cars as they approach the transfer
corner. A door connects this room with the public lobby,
which is used as a waiting room for patrons who have busi-
ness to transact at the company's offices. Doors open from
the lobby into the general manager's and the superintendent's
offices, and windows open into the cashier's and treasurer's
offices at the north side of the room. The offices are all
finished in nut brown color and are designed after the mission
style of architecture.
Car House and Repair Shops.
The new car house and repair shops are located on a
tiiangular plat of ground on West Second street. They cover
a floor space 155 and 190 feet long by 107 feet wide. At the
side of the main building there is an addition, 26 feet deep
by 85 feet long, which is divided into rooms designed re-
spectively for the storage of coal, sand, salt, tools, oil and
general supplies. The car house and storeroom buildings
are constructed of brick and are one story high. The floors
are of concrete. The armature winding room occupies a space
immediately at the rear of the machine shop, which is shown
in the accompanying car house layout.
The Power House.
In the rehabilitation of the Ottumwa property much
thought was given to the arrangement of the power house.
The new building is 150 feet long, 80 feet wide and 25 feet
nigh. The walls are of brick, the floors of concrete and the
roof is of tar and gravel construction.
The engine room equipment consists of two Pulton Iron
Works engines, each 20 and 40 by 48 inches, which are direct
connected to a Western Electric 500-kilowatt, 2,300-volt, 60-
cycle alternator and a 500-kilowatt, 550-volt, direct-current
generator. These engines have 17-foot flywheels. The other
generating units are a 30-kilowatt, 125-volt steam-driven
exdcer, which is used in starting the alternator, and a General
Electric induction motor direct connected to a 125-volt direct-
current generator. In addition to these units the company
has installed for a reserve equipment the following machines
which were formerly in service in the old power station: Ed-
ward Allis engine, 16 by 42 inches, belt connected to a Western
Electric 100-kilowatt, 2,300-volt, 60-cycle, 3-phase alternator; a
Hamilton-Corliss engine, 24 by 48 inches, belt connected to a
Ottumwa Railway & Light Company — Office Building.
300-kilowatt. 2,300-volt alternator; a Ball engine. 20 by 18
inches, belt connected to a 200-kilowatt, 550-volt generator;
an Edison-General Electric bi-polar 100-kilowatt, 500-volt motor
and generator, which is used in supplying current for the city
metallic circuit.
The switchboard has 27 panels, which are divided as fol-
lows : Seven for the railway circuits, two for stationary motor
circuits, two for the exciter sets, three for synchronizing,
seven for incandescent lighting, two for 3-phase power, four
for arc circuits.
June 1, 1907.
ELECTRIC RAILWAY REVIEW
TIT,
The switchboard panels are made of blue marble and
are equipped with the necessary recording and measuring
apparatus. A space 9 feet wide and 40 feet long is provided
between the switchboard and the west wall of the building
for the oi1 switches, busbars and cable connections. The
cables are carried overhead in order that there may be free
passage around the board. The floor at the rear of the
switchboard is three feet lower than the floor of the balance
of the engine room. The kicking coils, lightning arri'sters.
etc.. are arranged along the west wall of the building, where
' A NOTEWORTHY SAVING IN OIL.
l90'-0 -
Ottumwa Railway & Light Company — Layout of Car Barn and
Shops.
the main cables leave the structure. The lighting circuits
throughout the building are laid in lead covered conduits.
A gravity oiling system has been installed in the engine
room. This consists of a 100-gallon tank, which is near the
roof, and a Turner oil purifier in the basement. Oil from
the tank is fed by gravity, first to all parts of the engines
requiring a lubricant, then to the purifier, and finally returned
to the tank.
The boiler room is equipped with five Stirling boilers,
three of which have a rated capacity of 410 horsepower and
two of 300 horsepower. These are arranged in three banks
and are worked under a steam pressure of 150 pounds. Be-
tween the first and second banks of boilers are located two
Blake duplex feedwater pumps, each 10 and 6 by 10 inches,
and a Hoppes exhaust heater.
The feedwater is obtained from the Des Moines river at
a point about 100 yards from the boiler room. The suction
pumps. 6 and 5% by 6 inches, are of the Worthington manufac-
ture. The suction pipe is 4 inches and the exhaust pipe is 3
inches in diameter. The pumps are at the south end of the
boiler room in a pit 10 feet deep. Between the pumps and
the heater is a Kennicott water softener, which has given
satisfactory service. *
Along the east side of the boiler room is a bin 12 by 100
feet, which is used for storing coal. By the use of a Hunt
conveyor coal is carried overhead in spouts from the coal
hopper located beneath the coal track at the south side of the
building to the coal bins in front of the boilers. Before enter-
ing the spouts the coal passes through a crusher. An ash
elevator carries the cinders from the boiler room to a bin
located above the coal track, and the cinders are dumped into
a car and drawn away. The coal and ash conveyors and the
coal crusher are driven by separate motors.
A number of fire exits opening into the ventilating shafts
have recently been installed in the New York subway for
the use of passengers as a means of escape in case of a fire
or blockade without the necessity of groping their way to
Ions. Signs marking the points by which escape may be
made are five feet long and a foot high and bear the word
"Exit" in white on a ground of blue enamel. Shaded electric
lights are placed over them. Near the illuminated legend is a
door which opens into the air chambers at the side of the
tracks. An iron ladder with a rail leads to the top of the pit.
Although the value of an automatic oil feeder system for
power houses is recognized, the first cost of installation is
often considered too great for adoption in the smaller plants
used in supplying current for railway or lighting purposes.
Some time ago Levi Paxson, chief engineer of the Fort Branch
(Ind.) power house of the Evansville & Princeton Traction
Company, installed an oil feeder system that, because of its
initial cost, and the oil and labor-saving features which it
has developed, is worthy of comment.
Exclusive of the oil filters the system referred to cost
but a trivial amount to install and has for nearly a year
reduced the engine room expense more than $140 a month.
Previous to its installation an oiler was employed on both the
day and night shifts and the quantity of oil used was unusually
large. At present no oiler is necessary and the oil consump-
tion has been reduced to 40 gallons of engine oil and 30
gallons each of high and low pressure cylinder oil per month.
In installing the oiling device old gas pipe and other
second-hand materials were utilized. The main storage tank,
60 gallons capacity, is located near the roof of the plant. Lead-
ing from this to the basement is a 1-inch pipe which passes
up to the engine and is reduced to % inch where it enters
the oil cups. The oil supply is furnished to the cups by
gravity. The waste oil from the engine passes by gravity
through another pipe line to a tank in the basement, from
where it is forced by a small air pump to two Acme filters
located in an oil room adjoining the engine room. From these
filters the oil is returned to the storage reservoir by air
pressure. The air pipe in this case is attached to the top
of the filter reservoir. When it is desired to fill the storage
tank the air cock between the filter and the filter reservoir
is closed and the oil is forced to the top of the structure
through a %-inch pipe, which completes the circuit of the oil.
As a precautionary measure a small air whistle has been
placed in the pipe leading from the filter to the storage tank.
When the oil supply in the filter tank has been exhausted
the air in passing through the pipes blows the whistle, which
is a signal to stop the air compressor.
The machinery supplied by this automatic oiling device
consists of two (18 and 36 by 42) engines, direct connected to
a 400-kilowatt generator; two high-speed engines direct con-
nected to exciters, and a 300-kilowatt rotary converter.
The Wastefulness of Chimney Draft.
In a discussion of the methods for the utilization of
waste heat, the wastefulness of the usual method of produc-
ing draft by the ascent of heated air in a chimney must
be considered.
Taking the boiler as the wasteful member in a steam
plant, its efficiency varies from 60 per cent in a bad boiler
to SO per cent in a very good one, these proportions of the
heat produced by the combustion of the coal being realized
in steam available for the engine in each case.
The difference may be said, without greatly stretching the
truth, to go up the chimney. It is not to be disputed that
much of the waste heat might be caught and utilized; but
there are reasons why it is not so caught. In the first place,
the gases must be hot when they go into the chimney, or
there will not be a draft.
As a matter of fact, a draft obtained in this way is
the most expensive possible, save one. The exception is a
steam jet in the chimney. A fan can be run for about one-
tenth of the power represented by the waste heat required
to command a good draft. A tall chimney will cost from
$5,000 to $25,000, very much more than will a fan plant. But
the fan is not. used and the chimney is — largely because it
is essential to discharge the products of combustion high up
in the air over the roofs of surrounding houses. This neces-
sity must be taken into consideration in so far as factories
are concerned, yet it is believed that in some cases a chimney
stack 100 feet high would be sufficient, because with a fan
combustion could be more easily controlled than is possible
with a chimney, to the end of preventing the giving off of
smoke.
716
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 22.
DEPRECIATION.*
BY ROBERT HAMMOND.
The object of the present paper is to invite the members
of the institution to consider the question of depreciation in
all its bearings as applicable to electricity supply undertak-
ings, in the hope that some definite conclusion may be arrived
at as to the proper provision which should be made in the
case of undertakings owned, whether by companies or by
local authorities.
The word "depreciation" is used in a wide sense, and it
is desired to include in the inquiry -not only the considera-
tion of the provision which should be made to cover the
depreciation in value of the assets of an undertaking, but
also as to what other charges beyond the ordinary working
costs should be debited to the revenue account before arriv-
ing at the net profits of the undertaking.
Following these lines, we have first to consider the ques-
tion of depreciation proper, then the advisability of creating
a reserve fund to provide for unforeseen expenses which
may be incurred owing to accident or other emergency, and,
lastly, the provision of a further fund to cover antiquation of
machinery, apparatus and mains, thereby preparing for the
possible necessity of scrapping machinery, etc., which may be
in good working order, but which may have become obsolete
owing to improvements introduced in methods of generation
and distribution.
Companies.
Whether the undertakings are owned by companies or
by local authorities, the conditions governing their working
are such that in order to give a continuous supply of elec-
tricity it is essential that machinery, apparatus and mains
should be kept in a high state of efficiency.
The cost of so maintaining the piant is, of course, re-
garded as part of the working costs, and is assumed to be so
dealt with. Plant, well maintained as it may be, must, how-
ever, gradually depreciate, and a time will come when the fre-
quency and extent of repairs and renewals necessitate so
heavy an item of annual expenditure that it is preferable to
replace it with entirely new plant.
In order to arrive at the amount with which the gross
profits should be debited annually in order to cover this
depreciation, it is necessary to settle the number of years
which will elapse before the various classes of plant and
apparatus in use will arrive at the scrapping stage and will
require entire renewal.
At the outset we are confronted with the difficulty that
the life of machinery so largely depends upon the way in
which it is maintained, that a definite period, at which any
particular class of machinery or apparatus would in the or-
dinary course be entirely worn out, can hardly be taken as of
universal application.
On the basis, however, that all plant would be carefully
maintained and faulty parts renewed out of revenue, it is
suggested that the periods named below represent a fair
approximation of the life of the various classes of machinery
and apparatus, etc., named:
Estimated Years of Life.
Tears.
Land and buildings ,60
Machinery and plant-
Boilers 20
Pumps and pipework 25
Conveyors 10
Engines 25
Turbines 20
• Dynamos and alternators. . 25
Motors 20
Tools and sundries 10 Ducts
Tears.
Accumulators 15
Transformers, static 15
Converters, rotary 20
Switching apparatus and in-
struments 20
Meters 10
Mains —
Armored 25
Solid system 30
30
The "lives" set forth will doubtless provoke some criti-
cism, but it is repeated that the "life" largely depends upon
the degree of thoroughness with which the plant is main-
tained.
With accumulators, for instance, it seems sanguine at first
sight to give a life of 15 years. Further consideration shows,
however, that for all practical purposes, with careful upkeep,
the life given is merely that of the boxes containing the plates,
connections, etc. There is no reason why a battery of accumu-
lators should not last considerably longer than 15 years if
the plates are regularly renewed out of revenue.
If the above periods be accepted, it becomes a simple cal-
culation as to the amount which must annually be written off
or set aside to a sinking fund.
So far, the formation of a depreciation fund in the narrow
sense of the word has alone been dealt with. The formation
of such a fund, apart from the method of accountancy adopted,
•Abstract of paper read before the Institution of Electrical
Engineers of Great Britain April 25.
appears to be essential whether the company is working at a
profit or a loss. In the event of its working at a loss for, let
us suppose, the first few years, it seems only sound that before
any moneys are distributed as dividends, not only should the
trading losses be made good, but the contributions to the
depreciation fund which otherwise would have been set aside
should also be made.
General Reserve Fund.
As regards the second item, to which reference has al-
ready been made as coming within the purview of the paper,
namely, the provision of a general reserve fund, it seems to
the author that, however wise the formation of a general
reserve fund might be for the purpose of equalization of divi-
dends, it nevertheless does not rank as a strict necessity as
does a depreciation fund. Further, he does not agree with
those who hold that such a fund is necesary, not only for the
equalization of dividends, but for the purpose of providing
against extraordinary expenditure due to unforeseen emer-
gencies.
Such emergencies are caused by accident in one form or
another and such risks should be fully insured against and
the premiums regarded as part of the ordinary working costs.
Antiquation.
Lastly, there is to be considered whether a fund to cover
antiquation should be deemed obligatory.
It has been urged on the one hand that no provision what-
ever need be made under this heading. Those who hold this
view contend that any great revolution in engineering methods
which would cause their present plant to become obsolete
would necessarily carry with it its own advantages either in
the direction of a great improvement in efficiency or in an
extension of the uses to which electricity might be put. They
contend that these advantages if really extensive would in
themselves more than pay for their adoption, and that unless
a company could see its way to larger dividends by adopting
an improvement, it would, of course, continue on the old lines.
On the other hand, many hold the view that an antiquation
fund is of vital importance, and they point out that a radical
improvement might arise which would entirely supersede the
existing methods of generation and distribution, and while
such an improvement would entirely take the field in oppo-
sition to the present methods, nevertheless, the improvement
might not carry with itself a sufficient margin of profit to cope
with the dead weight of interest on capital expended upon
superseded plant. A company which was without an antiqua-
tion fund would then be faced by the possible competition of a
new concern not so overburdened with capital charges, which
could completely relieve it of its business.
The author does not share the latter view to the full
extent, but, on the other hand, he thinks that no electricity
supply undertaking can be regarded as in a thoroughly sound
position unless some provision has been made in the direction
of an antiquation fund. At the same time this provision is, in
his opinion, not one which would rank on the same footing as
a depreciation fund per se, but is one which might wisely be
contributed to out of profits as a sort of nest egg for the
future.
The distinction which he desires to draw between the con-
tributions to a depreciation fund and contributions to an
antiquation fund is practically that the former should be built
up whether the undertaking is working at a loss or not, while
contributions to the latter fund need only be regarded as
advisable when a concern is in a flourishing condition.
Residual Value.
To arrive at an absolutely accurate amount of annual con-
tribution to a depreciation fund it would be necessary to de-
termine the residual value of the machinery, apparatus, etc., at
the end of their respective lives. In the case of land it, of
course, remains, and the scrap value of machinery, apparatus,
mains, etc., containing a fair amount of copper and other
metals, is appreciable. As, however, a depreciation fund must
in its nature be based upon an estimate, it has seemed to the
author wise to regard the residual value as an item which the
undertaking would have to the good at the end of the respec-
tive lives, and one which to that extent would be in hand as
a contribution toward the cost of new plant.
An auto-car line in Pennsylvania was opened on May 20.
Cars seating 20 passengers are operated between Picture
Rocks and Montgomery, via Muncy, a distance of 20 miles.
A. E. Reynolds, president of the Indianapolis Crawfords-
ville & Western Traction Company on May 24 drove the last
spike at Crawfordsville, Ind., in the track connecting In-
dianapolis and Crawfordsville. The new cars from the Jewett
Car Company, Newark, O., are to be delivered on June 1 and
regular passenger traffic started very soon thereafter.
June 1. 1907.
ELECTRIC RAILWAY REVIEW
DISCUSSION OF TRANSFORMERS BY AMERICAN INSTI-
TUTE OF ELECTRICAL ENGINEERS.
A special meeting of the Chicago branch of the Ameri-
can Institute of Electrical Engineers was held on May 24,
1907. The meeting was attended by about 175 members and
guests. H. W. Tobey. engineer with the General Electric
Company, Schenectady, X. Y., presented a paper entitled
"Relative Merits of Three-Phase and One-Phase Transform-
ers." John S. Peck, electrical engineer with the British West-
inghouse Electric & Manufacturing Company, read a paper
on "Relative Advantages of Single-Phase and Three-Phase
Transformers." These papers were discussed together.
In the discussion it was stated that the Commonwealth
Electric Company of Chicago had adopted the 3-phase trans-
former about six years ago. and now has about 45,000-kilo-
watt capacity in these units and 6,000-kilowatt capacity
in single-phase transformers. Less trouble had been experi-
enced with the former total installation than with the 6,000-
kilowatt capacity of three 1-phase transformers. Some allow-
ance must be made for the three 1-phase transformers, as
they have been in use considerably over six years, and, there-
fore, the design, insulation, material and workmanship cannot
be considered equal to those of the later 3-phase trans-
formers.
The patent situation has had much to do with the slow
progress of the 3-phase transformer; competition being barred
by the patents, the financial advantages of the 3-phase trans-
former did not materialize, and the manufacturers did not
wish to sell 3-phase transformers, as there is more profit
in three 1-phase transformers.
It was suggested by one speaker that in the smaller com-
panies at least, which do a combined power and lighting
business, the three 1-phase transformers have the advantage
over the one 3-phase transformer, in that the same trans-
formers can be used either for lighting or power work, and
hence it is necessary to carry less than one-third the emer-
gency capacity of various transformers, than is the case with
3-phase transformers.
A paper on "Potential Stresses as Affected by Overhead
Grounded Conductors," was read by R. P. Jackson, West-
inghouse Electric & Manufacturing Company. Overhead
grounded conductors were said to be of considerable value
in reducing the strain on the insulators, especially with the
steel tower construction. Mr. Jackson suggested that by the
use of a ground wire the static strain on the insulators on
metallic poles or towers would be reduced one-half. If the
maximum strains to which insulators are subjected is four
or five times the normal strain, then a reduction of one-half
would not be of much avail, but on the other hand, if the
maximum strain only exceeds the normal strain by half, a
reduction to half the maximum amount would no doubt almost
eliminate the breaking of insulators.
It was also pointed out that the value of the overhead
grounded conductor is not so great if wooden poles are used
as in the case of steel poles or towers. As concrete is a
better insulating material than wood (when wet) the over-
head grounded conductors should be of less value on concrete
poles than on wooden poles.
Prof. Morgan Brooks of the University of Illinois dis-
cussed the rise of pressure accompanying the closing of
transformer circuits and the breakdown effect on the insu-
lators. He cited the results of some experiments which are
being made at the University of Illinois, which showed a rise
of potential from 50,000 to about 71,000 volts in cases where
the switch was closed at the "peak" of the pressure wave.
W. J. Andree, a student of the University of Illinois, described
these experiments, saying that they showed conclusively that
the surge following the closing of a transformer circuit could
be entirely eliminated if the switch were closed at the proper
instant, that is, when the generator pressure wave is passing
through zero. His experiments also showed that residual
magnetism in the transformer had no effect upon the value
of the surge electro-motive force, the same rise in pressure
being noted whether the transformer core was demagnetized
or magnetized in a positive or negative direction, provided
always, that the circuit was closed at the same point of the
pressure wave. He then described how the same result was
obtained by inserting a coreless reactance in the generator
circuit between the generator and transformer. Though the
reactance coil does not entirely prevent the surge, it reduces
it by about 90 per cent. After three or four cycles, the core-
less reactance coil is shunted and cut out of the circuit.
C. C. Chesney, chief engineer Stanley Electric & Manufac-
turing Company, read a paper on 'Forced Oil and "Water Cir-
culation for Cooling Oil Insulated Transformers." The paper
was freely discussed by a number of members, after which
P. O. Blackwell's paper, "Open Versus Inclosed High-Voltage
Station Wiring," was read.
The entertainment features of the meeting included a
visit to the Fisk street station of the Commonwealth Electric
Company in Chicago and an excursion to the Grand Rapids-
Holland substations across Lake Michigan from Chicago.
A PORTABLE SPRING SEAT.
The Los Angeles Railway Company provides its motor-
men with seats built after the design shown in the aecom-
Los Angeles Railway — Portable Spring Seat for Motormen.
panying drawing. One seat is provided for each car and is
moved from the front to the rear platform when the trolley
is turned. The stool socket, 6 inches in diameter, is counter-
sunk in the platform floor, and by means of the collar and
set screw the height of the standard seat can be varied by
moving an adjustable collar up and down the pipe. A bronze
spring, as shown, provides elasticity to the upper part of the
stool. To prevent motormen from habitually riding with their
shoes on the varnished dashboard special foot rests are fas-
tened at a convenient height, one on either side of the cen er
of the dash.
71S
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 22.
THE RAILWAY TRACK OF THE PAST AND ITS POSSI-
BLE DEVELOPMENT IN THE FUTURE.*
BY .1. \V. SCII.UB.
Xo concerted effort has been made to analyze the rail
problem, other than to blame the rail manufacturer for the
poor quality of the rails, but there is another side to this
question that has not received proper consideration. To
begin with, is the difficulty due entirely to the poor quality
of the rail? We have heard much of the speed with
which rails are rolled, and of the high temperature of the
steel when on the cooling bed. This may account for some
of the difficulty; but, on the other hand, is the structure
upon which the rail rests free from blame?
Let us see what are some of the defects of the present
crosstie system of rail support: In the first place it is not me-
chanical. Given a line of rails which have to carry moving
loads reaching 20,000 or 30,000 pounds and more per wheel,
the loads which they carry must be distributed over large
areas. The crosstie system accomplishes this by inserting
16 to 20 independent supports under each 30 feet of rail, and
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it finds a reaction. The equation tells us that in order to
reduce the work done by the rail it will be necessary to
reduce the deflection. In other words, make the ballast and
substructure as unyielding as possible so that the rail will
be relieved from a duty which it is not qualified to perform,
and which it should never have been called upon to perform.
The usual argument against an unyielding roadbed is
offered oy the railroad manager about as follows: He says
the track must be elastic, otherwise the rails would be
destroyed or broken, and therefore the present form of track
must be maintained. Yet this same manager will order the
heaviest rails to be placed in the track, to be supported on
the heaviest ties that he can procure and laid on the deepest
ballast, to make a firm and unyielding roadbed as near as
can be made by such devices. If a rail could be laid on a
solid bed uniform throughout its entire length, so that every
*V L_ ,v
60 65 70 75 80 85 90 95 /OO
Railway Track in the Future — Figure 1 — Diagram Showing Stress
in Rails of Various Weights for a Given Deflection.
upon the track department is placed the impossible task of
so adjusting these supports that each shall bear an equal
part of the load. This is the real secret of the enormous
amount of labor spent on surfacing a track, in order to carry
trains at high speed, and it is a work that goes on forever.
Moreover, assuming a joint has not been kept up to surface,
what happens when a wheel passes over it? Within certain
limits the ends of the rail will deflect until the tie receives
a firm bearing; and all track shows, more or less, the effect
'of the lack of continuity in the rail by the dip of the rail
at every joint. This happens in an instant, when the opera-
tion is repeated by the next wheel, and so on. In Figure 1,
assuming the deflection of the end of the rail to be "delta"
when the tie reaches a firm bearing, the equation shows that
for a given deflection of a rail the fiber stress varies directly
with the distance of the outer fibers from the neutral axis, and
nothing else. In other words, if the rail deflects until the
tie brings up on a firm bearing, regardless of the wheel load,
then the stiffer the rail the more work it will be called upon
to do, and consequently the higher the fiber stress on the
steel will be. Now, is this not approximately what takes
place under ordinary conditions? The load comes on the
rail, and if the rail lacks a firm bearing it will deflect until
7*9-9-0 Tie \spaced 20 center fo center ^^
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Railway Track in the Future — Figure 2- — Design for Rigid Perma-
nent Way, by Gustav Lindenthal.
part is supported exactly the same as every other part, where
will the rail break?
But how shall a roadbed be built that will meet such
conditions? In the first place, the substructure upon which
it is to be laid must be absolutely unyielding, and its founda-
tion must be free from all moisture or below the action of
frost. In some cases concrete walls must be built upon which
the superstructure is to rest. In other cases piles must be
driven, each case being treated as the conditions require.
Upon this the superstructure must be laid. This must be
some departure from the crosstie laid on ballast. Nothing
can be expected from any longitudinal support laid on ballast,
for it can be shown that unless some transverse support is
given to the longitudinals, it will be impossible to keep such
a track in surface.
But how can this be accomplished? Take the present
form of track, with crossties sawed to dimensions and surfaced
on one side to uniform thickness, laid on a rock ballast at
least 16 inches deep. Insert steel I-beams temporarily under
the ends of the ties, so that each tie will have a full bearing
on the beam at each end (see Figure 2). The steel beams
are to be of the "Special" type, with broad flanges as rolled
by the Bethlehem Steel Company. The beams are tied to-
gether by tie rods spaced two feet on centers, so as to confine
Railway Track
in the Future — Figure 3 — Proposed Design for
Track in the East River Tubes.
•Abstract of a paper read before the Western Society of En-
gineers, Chicago, on May 29, 1907.
the ballast between the beams. On the ends of the ties
previously laid, place a bond timber, notched over the ties at
least one inch, and hold it down by means of hook bolts,
passing through the tie, and anchored to the inside flanges
of the beams. An angle iron nosing on the inside of the
bond timber serves as a guard rail. After all is in place, the
extraneous ballast, that outside of the beams, is removed.
No part of this operation need interfere with traffic. In
bringing such a track to surface, the entire structure is to
be lifted by means of track jacks placed under the flanges
of the beams. After the ballast is once in place, very little
work should be necessary to keep such a track in surface.
The ballast is confined between the beams, so that an arch
action can take place, with the thrust of the arch taken up
by the tie rods. This assumption makes it possible to find
the tension on the rods and properly proportion them.
But, how does this form of track offer any advantage
over the present form of track? Solely in the introduction
of the longitudinal beams. These beams are to perform two
distinct functions. First, the special beam, with a moment
June 1, 1907
ELECTRIC RAILWAY REVIEW
'l!i
of inertia equal to five times that of an 80-pound rail, should
do just five times the work done by the rail when both are
working together under the same conditions, neglecting the
work done between the cross ties in either case. The work
done bv the rail would then be principally to distribute the
load over the ties, and not to make up for the deficiencies in
the substructure, as it does now. Second, in confining the
ballast, and thereby preventing the track structure from
Railway Track of the Future— Figure A — Proposed Design for
Track in the East River Tubes.
working its wav down through the ballast as it does now
in the present form of track. After this form of track has been
proved bv experiment to be correctly designed, the timber
should ue removed, and the ballast replaced by concrete
flush with the tops of the beams, forming a permanent sub-
structure, upon which the superstructure is to be placed. At
the same time the steel beams can be removed. This super-
structure should be some form of longitudinal support bedded
in concrete, so as to distribute the loads over large areas,
offer perfect drainage and be absolutely imperishable and
unyielding.
MOTIVE POWER FOR ELECTRIC TRUNK LINE OPERA-
TION DISCUSSED.
In the Electric Railway Review for May 25, page 685,
there appeared in abstract a paper on electric trunk line
operation by Frank J. Sprague. The statements of the author
were the subject of an especially interesting discussion, an
abstract of which follows:
Discussion by W. J. Wilgus.
With respect to the conditions that will justify the use
of electricity as a motive power in trunk line operation, I
believe that evolution will govern rather than revolution.
R now looks as if the first movement in this process of
evolution is the substitution of electricity for steam in
congested passenger terminals at large centers of popula-
tion, where the public demands a cessation of nuisances
incident to steam locomotives, and where the increas-
ing volume of traffic requires increased capacity that cannot
be secured by present motive power. The success of the
New York Central installation in both of these particulars is
an illustration of what can be accomplished, and imitation
will surely ensue at other places where like conditions exist.
With a start in the substitution of electricity for steam
in the operation of congested terminals, connecting lines be-
tween large centers of population and long pusher grades
with heavy freight traffic, we may look with confidence to a
gradual expansion of the use of the new motive power in
other directions. For example, in the case of the New York
Central the primary object of the use of electricity was to
abate the smoke nuisance in the Park avenue tunnel and
increase the capacity of the Grand Central terminal. When
this decision was reached it became self-evident that the
use of the motive power should extend to the end of the
suburban territory at Croton on the Hudson division, a dis-
tance of about thirty-five miles. While the northerly ter-
minus of the main line is thus planned for the present at
Croton, it is probable that just as soon as the developments
in the electrical field will warrant such action, the electric
zone will be extended as far as Albany, a total distance of
142 ml
This brings up the question of the respective merits
of the three electrical systems now warmly advocated by
their respective friends — the direct current, the single-phase
alternating current and the 3-phase alternating current.
If. instead of blindly teaching the merits of one sys-
tem to the exclusion of others, the electrical engineers
could unite upon the axiom that each special condition should
be carefully studied and the system best suited to it adopted,
I feel certain that the cause will be further advanced
Entirely apart from any arguments, pro and con, of the
relative merits of the two systems, it will be seen that the
physical and legal conditions prevented the adoption of anj
other system than the direct current. The question of relia-
bility is much more important with a trunk line steam railroad
carrying passengers from remote points as well as suburb-
anites, and mail and express from all over the country, than
with local street car systems. The New York Central to
secure reliability has not only provided storage batteries, but
it has also provided duplicate power stations with access for
fuel by both rail and water. Duplicate transmission lines
have been adopted for like reasons.
Further commenting on the necessity for a study of local
conditions, I have recently had in my charge the adoption
of an electric system for operating combined freight and
passenger service through a double-track tunnel now under
construction. In view of the claims made by the advocates
of different systems it seemed wise to prepare the specifica-
tions so as not to cramp or restrict the best judgment of the
competitors, but leave the widest latitude for ingenuity and
exercise of skill, consistent with the accomplishing of the
desired object. The invitation to domestic and foreign com-
panies, in addition to asking for bids, also requested the
filling in of blanks to show the annual costs, including inter-
est charges, depreciation, taxes and operation. The result
showed conclusively that, for that particular installation, the
direct-current system was the cheapest in both first cost and
annual cost, to the extent of being from 20 to 25 per cent
less than its nearest competitor.
We are often told that the overhead single-phase system
should be used because of the advantage of requiring no
substations and substation attendance, but nothing at the
same time is said about the higher cost of alternating-cur-
rent locomotives for performing the same service, nor the
higher cost of overhead construction as compared with the
third rail.
I do not know of any important question of the day
that so much requires absolute openness and frankness, with
a careful examination of all sides of the case, as the adapta-
tion of electricity to trunk line practice. Any concealment
of the facts sooner or later reacts to the detriment of those
responsible therefor and to the financial embarrassment of
the suffering company.
In making a selection between the rival electric systems,
relative acceleration should be compared not only in connec-
tion with the movement of suburban trains but also with
through trains hauled by electric locomotives. Some recent
observations have demonstrated to me the marked difference
of acceleration between the two principal electric systems.
Always having in mind the primal elements of safety and
reliabilitv. all the inventive genius of the great manufacturing
corporations should be bent on devising means of accom-
plishing a desired result at less cost, as this will mean in the
end such an increase in the use of electricity as a motive
power as to more than compensate for the comparatively
small loss in decreased unit prices of apparatus. One of the
promising movements in this direction is the hints that have
been given of the possibility of substituting for the expensive
rotary converters and substation attendance with the direct-
current system a very simple device which will cost very
little and require no attendance.
Discussion by N. W. Storer.
When it comes to statements in regard to single-phase
equipments, I desire to take issue with the author of the
paper, as information I have, based on the present practice
of the Westinghouse Electric & Manufacturing Company, is
entirely inconsistent with what appears in the paper. In
the first place, there are given 15 so-called differences be-
tween direct-current and the alternating-current single-phase
motors. These might have been headed "the advantages of
direct-current motors as compared with single-phase motors,"
as this is what they are made to appear. Although many
of these are of little consequence they will nevertheless be
considered in order.
Comparison of Direct and Alternating Systems.
1. "The input of current in one is continuous, in the
other, intermittent." Quite true, but the drawbar pull is quite
as effective in one case as in the other.
2. The direct-current motor has a solid frame like the
single-phase motor. It has, further, two or more laminated
poles bolted in and if the interpole construction is used has
as many more relatively small and delicate poles. The alter-
nating-current motor as built by the Westinghouse company
has, in all sizes up to a diameter of 38 inches, field punchings
made in a single piece and built up and keyed in the frame,
making it as solid a construction as an armature on its spider.
A claim for less rigidity in the single-phase motor is hardly
sustained.
?,. "One has exposed and hence freely ventilated field
coils, the other has field coils embedded in the field magnets.
It is known to most motor designers that coils in contact with
iron will dissipate heat much faster than when in the open
air. This is especially true of coils in an inclosed motor. I
720
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 22.
have repeatedly noticed that motor field coils which have
been removed on account of roasting out have shown the
insulation in contact with the pole pieces to be in good condi-
tion, while other sides were badly roasted. I therefore know
that in respect to ventilation of field coils the single-phase
motor is superior to the direct-current motor. Smaller cross
section of coils also allows the heat to be radiated better
with the single-phase motors, and the fact that a large part
of the loss in the motor is concentrated in the field iron
will enable the motor to dissipate a much larger amount of
heat for a given temperature rise than a direct-current motor.
4. Concerning "polar clearances." Many thousands of
direct-current motors are today in operation with a clearance
of Vs to 3-16 inch between poles and armatures and in prac-
tically all cases where more than 3-16 inch clearance is used
tt is for electrical reasons. Further, while the smaller air
gap used for single-phase motors was at first much feared,
the fears have proved to be without foundation, and the
present clearances of from 0.1 to 0.15 inch have proved to be
ample and fully as good as 0.15 to 0.25 inch on direct-current
motors because there is no unbalanced magnetic pull.
5. Concerning "torque." The torque of an armature is
the pull it will exert at 1-foot radius. It therefore makes
no difference in the result whether it is obtained with large
flux and few armature conductors, or vice versa.
6. "Much larger diameter of armature and commutator
and much higher speed." This is a very general statement;
what are the facts? The armature diameters ordinarily run
from 5 to 15 per cent larger than for direct-current motors
of corresponding output. It is undoubtedly true that the
armature speeds of the earlier single-phase motors were much
higher than the speeds of corresponding direct-current motors.
At present, however, the speed at the nominal rating of the
motor is practically the same as that of direct-current motors
and the maximum operating armature speeds are within the
safe limits set for direct-current motors.
7. Concerning "gear reduction and gear pitch." The gear
reduction, of course, depends upon the speed, and as far as
gear pitch is concerned, the same gear pitch is used for
single-phase motors as for direct-current motors of the same
capacity.
8. Windings of one subject to electrical strains of one
character; in those of the other strains of rapidly variable
and alternating character. No conclusion is drawn from this.
It may be of interest to know that there have been a number
of instances where the single-phase motor has broken down
in service on a direct-current section of the line, necessitating
cutting it out of the circuit, but when the car reached the
alternating-current section of the line it has been again con-
nected in circuit and operated satisfactorily, thus indicating
that the electrical strains on alternating current are less
severe than with direct current.
9-10. Concerning the "variable torque of the single-phase
motor." No comment is made as to the relative merits of
uniform or pulsating torque. In a recent discussion before
the institute, Mr. Potter called attention to certain character-
istics of the torque exerted by an alternating-current motor,
especially when it reached the slipping point of the wheels.
It was stated that there was an apparent advantage in the
pulsating torque, because, when the motor starts to slip it
does not immediately decrease its mean torque as is does
in the case of the direct-current motor, but slips in a series
of jerks, apparently regaining the hold on the rail at every,
pulsation.
11. Concerning the "number of poles." The paper states
that the direct-current motor has "two or four main poles
only." No direct-current motors built in the last 15 years
except these on the New York Central locomotives have less
than four poles. The paper states that the alternating-cur-
rent motor has "8 to 14 poles." The single-phase motors
built by the Westinghouse Electric & Manufacturing Com-
pany have four poles for all sizes up to and including 125
horsepower. The largest single-phase motor thus far built
has a capacity of 500 horsepower. It has but 12 poles.
12. Concerning "a high torque while standing still." As
we understand the matter, railway motors are designed to
move a train rather than hold it at rest. At the same time
we know that the single-phase motor is amply protected
against mistakes of motormen in leaving the current on the
motor for a half minute or so with brakes set.
13. Concerning "resistance in commutator leads." It is
well known that the resistance leads which are used in single-
phase armatures are used for the purpose of reducing the loss
due to the transformer action in the short-circuited coil to a
minimum. Their presence is fully justified and the efficiency
is higher than it would be if they were not used.
14. This refers to relative weights, concerning which we
shall have something to say further on.
15. On this point I agree absolutely with the author.
There is one type of construction to which the single-phase
motor is not adapted. This is so far employed in only a
single case.
More or less has been said in the paper concerning the
lower efficiency of the single-phase motor and inference might
be drawn that it is about 10 per cent lower than that of the
corresponding direct-current motor. Just to show what mod-
ern motors are capable of doing, I give below in parallel
columns the efficiencies of corresponding sizes of direct and
alternating current motors at different percentages of their
full load torque.
Per cent of full load torque 125 100 SO 60 40 25
Direct-current 90-horsepower motor.S6.25 86. 8 87 86.5 85 S2
Alternating-current 25-cycle 100-
horsepower motor 82 85 86 86.8 86 82.5
Direct-current 200-horsepower
motor 88.8 89 89.2 88.8 87 84
Alternating-current 15-cycle 200-
horsepower motor S7.3 88 88.3 87.7 S5 82
From this it does not appear that within the ordinary
range of tractive efforts exerted by railway motors the single-
phase motor is so far deficient. In fact, it comes remarkably
close to that of the direct-current motor.
Mr. Storer attacked the comparison between direct-cur-
rent and single-phase motors made by Mr. Sprague on the
ground that it was unfair. In conclusion he said:
Now, concerning the use of high-voltage direct current.
Motors can certainly be built to commutate satisfactorily on
1,200 volts direct current. Such motors, however, must
restrain the voltage between bars to a safe limit and have
extra space for insulation. The construction of this motor
would, therefore, put it on a par with the 15-cycle single-phase
motor both in weight and dimensions. Moreover, it would
have practically the same air gap in moderate sizes of motors
and might possibly have to be designed with the same style
of compensating winding on the field as is now used for
single-phase motors. It would have in addition the disad-
vantage of a high voltage always present on the windings
and brush holders.. If it were not for the greater possibilities
of the single-phase system there is no question but that the
high-voltage direct-current motor would be quite attractive.
General Discussion.
L. B. Stillwell, consulting engineer, thought the author's
comparisons were defective for various reasons, among which
are that it compares two motors of equal weight, that the com-
parison is made with a direct-current motor weighing only 23
pounds per horsepower, while the latest motors offered weigh
28 and 30 pounds per horsepower on one hour rating, and that
the comparison is between a direct-current and an alternating-
current motor operating at 25 cycles and not at 15 cycles,
which was the efficiency suggested by the speaker and Mr.
Putnam. In conclusions as to capacity, attention should not
be limited to the motor, but should be given to the compara-
tive methods of transmitting power to trains.
W. B. Potter, General Electric Company, said that it was
not the intention of the company which he represented to be
the advocate of any particular system for the sake of the
system itself. In nearly every case there are controlling
conditions which determine which particular form of opera-
tion is best suited. Within the past few years there has
been made a distinct and radical improvement in respect to
the mechanical features of the direct-current motor. One
of the particular difficulties with the single-phase motor has
been in the matter of commutation. Since the presentation at
a previous meeting of the paper by Messrs. Stillwell and
Putnam, such improvements had been made in the single-
phase motor that the armature speed would not be more
than 15 per cent higher, and with a larger air gap than had
been used heretofore. He believed that these improvements
would make that motor much more nearly comparable to the
direct-current motor than anything that had been seen thus
far, and in which the weights would still be in the neighbor-
hood of 25 per cent more than those of the direct-current
motor of the same horsepower. He suggested that in con-
sideration of higher voltages, the step should be made from
600 to 1,200 volts at once and not by successive stages, which
would introduce great complication.
Charles F. Scott, Westinghouse Electric & Manufactur-
ing Company, indorsed the view of Mr. Potter, that it was
not the function of the engineer to advocate a particular sys-
June 1, 1907.
ELECTRIC RAILWAY REVIEW
721
tern for all cases. He questioned the data upon which the
author of the paper had arrived at his conclusions. It seemed
to him that a number of points made by Mr. Sprague had
been upon comparisons upon a particular basis, and that he
had not considered fully the different methods or conditions
under which the two motors may operate. Under the control
of a motorman the alternating-current motor may have dif-
ferent characteristics of acceleration. It may accelerate to
a high point, or it may have the same mean acceleration
from start to maximum speed with a less maximum rate of
acceleration. With the alternating-current motor any increas-
ing voltage applied to the motor allows an increased output
with the same current going through its armature.
William McClellan, Westinghouse, Church, Kerr & Co.,
was disappointed in the paper, that no definite information
had been given with regard to the 1,200-volt system. He was
also sorry that the author had thought wise to take up the
question of the motor only. The real question is on the
general system.
A. H. Armstrong, General Electric Company, referred ap-
provingly to the statements made by Mr. Wilgus. He could
not feel the same confidence in the future of any one type
of equipment as expressed by Mr. Sprague and Mr. McClellan.
Some previous impressions which he had had of the alternat-
ing-current motor had been badly broken up.
Prof. C. P. Steinmetz agreed with Mr. Wilgus that the
great problem was to replace the steam locomotive by electric
motors in those cases where conditions of service have grown
beyond the capacity of steam locomotives to handle, and the
question whether alternating or direct current motors had
the advantage was a secondary one.
BOILER ROOM RECORDS.
HY R. W. PARRY.
A novel form of boiler room log is shown in the accom-
panying illustration. Its use would no doubt materially re-
duce the work of keeping records of the repairs made to
boilers. A further advantage of this form of log is that the
time required to find any desired information about any of
the boilers is much less than in the case of a card index
system, or where the records have been kept in a book, and,
REGULATION OF TRAINS AT MEETING POINTS.
The operating department of the Lima & Toledo Trac-
tion Company has given much attention to the regulation
of trains and trainmen at car meeting points. On the Ft.
Wayne division of this railway iron-clad rules have been
made which are designed to prevent east and west bound
cars from approaching, on the same track, nearer than 500
feet from each other.
The sidings at meeting points are all of the stub-end type
and are laid with the switch point to the east. Unless other-
wise directed from the dispatcher's office eastbound cars are
— WEST
I Jock Box
500
Eff5T-
-300 4
Jack Box ^
Snitch
'Jack Box.
Lima & Toledo Traction Company — Location of Positive Stops
at Sidings.
given the right of way and westbound cars are required to
get into clear. In working out a system of operation whereby
the dangers of head-on and "side-swipe" collisions at meeting
points are reduced to a minimum three positive stop points
have been designated, as shown in the accompanying illus-
tration. These are located respectively 500 feet to the west
and 300 feet to the east of the switch point and 100 feet
back of the switch point on the siding. At each of these
points a telephone jack-box which connects with the dis-
patcher's wires, has been located. As each car is equipped
with a portable telephone communication is readily estab-
lished with the train dispatcher. If both "meeting" cars are
running on their schedule the westbound car is switched to
the siding without special orders from the dispatcher, but If
either of the cars is running behind the schedule the "stop"
points are not passed until orders to proceed are received.
When a westbound car has entered a siding the eastbound
car does not leave its "stop" point until the conductor of the
car on the siding signals that the track is clear. Before
doing this, however, it is necessary that he ascertain that
his car has reached a point at least 100 feet back of the
switch stand. He must then lock the switch and step to the
opposite side of the track, after which he can flag ahead the
•sets* T^/vssfvp
OCTOSEf?
MOVS/ISE/?
0£C£/43E/r'
••-••-■ '; --■■ ;i- .=:^>..~:*'.ft^
ri
^'. itej.t^j a.
1 jSm Ajezit a .
Form for Keeping Boiler Room Records.
moreover, a glance at the log diagram gives a graphical In-
dication of the proportion of the total time each boiler has
been in use. The paper used for this diagrammatic log is the
ordinary "contractor's" cross-section paper ruled in %-inch
squares. This paper can be obtained easily for a few cents
a sheet. The sheets are cut into strips wide enough to
receive a record of all the boilers in a plant and are suffi-
ciently long to accommodate about a four months' log, addi-
tional strips being pasted to the first, so as to have the whole
year's record in one piece.
The writer has also used this same graphical system for
keeping a record of the repairs and running hours of the
engines and has found it to give entire satisfaction in both
Instances.
Once or twice a year this record is copied into the log
book to avoid losing the record should the graphical log be
lost.
eastbound car. In taking and leaving sidings the rule that
a conductor must always lock the switch and step to the
opposite side of the track before signaling his motorman
is adhered to. This prevents an accidental opening of
switches and the resulting damage to track and car equip-
ment.
This system of operation at car meeting points has been
used successfully for more than a year and it is now proposed
to adopt the same regulations on the other divisions of the
company's lines.
Successful trial trips have been made on the line of the
Indianapolis & Louisville Traction Company between Scotts-
burg and Henryville, Ind. It is now believed that regular
service will be started as far as Scottsburg in a few days and,
wiiliin a few weeks thereafter, the Seymour-Columbus divi-
sion of the Indianapolis Columbus & Southern Traction Com-
pany will be completed and service between Louisville ami
I ii diana polis commenced.
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 22.
'QUESTION BOX" OF THE SOUTHWESTERN ASSOCIA-
TION.
An especially interesting feature of the third annual con-
vention of the Southwestern Electrical and Gas Association
which was held at San Antonio, Tex., on May 14, 15 and
16, and was briefly reported in the Electric Railway Review
of last week, was the "Question Box," edited by Samuel
Kahn, resident engineer of the San Antonio Traction Com-
pany. The "Question Box" forms a book of 75 pages, bound
in cloth, with an index of contributors and of topical head-
ings, and is well gotten up. The list of questions and
answers is large and varied and provoked some very interest-
ing discussions at the convention, the latter part of each
session and one entire afternoon session being devoted to the
discussion of the "Question Box."
The questions and answers are arranged under headings,
each indexed by a letter of the alphabet and numbered in
series under each heading. The subjects taken up include
practically every branch of gas, electric lighting and railway
work, but are especially concerned with the mechanical and
engineering departments. It was the plan of the editor to
make the "Question Box," a publication of general interest
to every individual, ranging from the president and manager
to the fireman, in order to bring forth every phase of man-
agement and operation.
TRAINING MOTORMEN FOR CAR REPAIR WORK.
In the successful operation of an electric railway the hir-
ing and training of motormen are among the most vital prob-
lems that confront operating officials. As the speed of cars
and the travel increase and as the construction of car equip-
ment becomes more complicated, these problems become
more intricate.
The Scioto Valley Traction Company of Columbus, O.,
has given much attention to the training of motormen and
is obtaining gratifying results from the stringent rules
adopted for training new men who are to serve as motormen.
For the account of the practice of this company, as herewith
given, we are indebted to C. Skinner, superintendent of the
company. The account supplements Mr. Skinner's remarks
on the subject at the March meeting of the Central Electric
Railway Association at Dayton, O.
The company requires that, to be employed as a motor-
man, a man must have had at least four years' experience in
the operation of trains on a steam railway and must pass
a rigid examination on the rules for train service adopted by
the American Railway Association.
After the examination has been passed and the man has
been accepted as a desirable employe he is required to spend
two or three weeks in learning the road and the company's
method of handling cars He is then sent into the company's
shops and is given practical work in caring for motors and
tracing out the causes of trouble that develop in cars. After
he has become moderately efficient in this work he is trans-
ferred to the car electrician for three or four days, during
which he is shown the different car wiring circuits and is
instructed as to the results of too rapid acceleration and as
to the improper use of the controller. A shop record is kept
of all troubles that have arisen in the car equipment and the'
student is taught how to make the requisite repairs.
He is then taken to the air brake inspector who, for
two or three days, instructs him in air brake operation. After
this the man is given an examination by the master me-
chanic or shop foreman and is required to reassemble and
connect up parts and wires that, without his knowledge, have
been disassembled and disconnected. To fit the man better
for his work the wire circuits are often broken by removing
the fuses and by substituting blank fuses in their places;
the wires are tampered with at points where troubles have
previously been found; the air pipes are opened and the
compressor governor is blocked; and the compressor brushes
are insulated so as to break the circuit.
The candidate is then taken to the car and asked to make
the necessary repairs, beginning with the air compressor, as
this part of the equipment should always be in working order
before the car is set in motion.
After the air apparatus is in good condition the student
is allowed to make the other repairs in his own way. If he
proves himself competent to do the work expected he is
placed on the motormen's list, but if he has not yet become
efficient he is kept in the shops until he can satisfy the master
mechanic that he is capable of tracing and repairing almost
any troubles that may arise in the equipment of a car.
A FLEXIBLE TROLLEY WHEEL.
The accompanying illustration is reproduced from a
photograph of a trolley wheel, patents for which have been
obtained by Edward S. Cobb, consulting engineer, Los Ange-
les, Cal. The design of this wheel is novel, in that the
flanges are made of stiff spring metal, but so divided into
Flexible Trolley Wheel.
sections, all riveted to a common center, that the wheel
when in position against the wire offers an increased contact
surface and elasticity which prevent it from jumping at
sharp angles in the wire. The principle involved in making
the flanges of the wheel flexible and in providing spring con-
tact surface between the flanges is novel.
The first consignment of 15 new cars ordered by the
Lake Shore Electric Railway has arrived. They will cost
about $10,000 each. They are furnished with Westinghouse
automatic air brakes. They are also equipped to run in
trains. The cars are geared for 75 miles per hour in actual
service. One new feature is the all-glass partitions, enabling
a passenger in any part of the car to see ahead of the car
and thereby enjoy a better view of the scenery. The lavatory
is tile finished and modern in every particular. All of the
15 cars ordered will be put into the limited service on the
main line as soon as they are delivered.
June 1, 1907.
ELECTRIC RAILWAY REVIEW
72Z
PIPING AND POWER STATION SYSTEMS— XLI.
BY \V. L. MOKR1S, M. E.
Many large power stations are either located in small
towns or have feeder lines running through them. Such
towns generally have waterworks and lighting systems that
are both expensive to operate and frequently out of service.
A suburban railway will invariably find that it can profitably
sell a considerable amount of current to such customers along
its lines. The lighting load generally occurs at times when
the traffic load is lightest, and the pumping load should be
arranged so that it can be thrown on when the station load
is light.
Owing to the loss of economy of steam engines operat-
ing under light loads that steam turbines are able to make
such a favorable showing, the best economy of the steam
turbine being considerably less than the best economy of a
reciprocating engine, but the economy of the turbine is not
affected to such a great extent by load variation. The highest
economy possible in the operation of a railway power station
would be obtained from units having an auxiliary load, which
increases or decreases as the railway load decreases or in-
creases, thus keeping the load constant. This result can be
accomplished by the use of storage batteries, but the fixed
charges and depreciation on this system are a large item
of loss.
To secure the highest economy by the use of a water-
works load it would perhaps be necessary to use a separate
feeder system from the power station to the different pumping
stations, this feeder being fed with current of variable fre-
quency depending upon the railway load. Either synchronous
or induction motors could be used to operate the pumps. The
waterworks pumps might then run at full speed and in a frac-
tion of a minute the speed might be reduced nearly to zero,
and vice versa, the speed varying constantly with changes
in the railway load. This service may appear to be severe
on the motors, but it should be no more so than the variable
speed at which railway motors are operated. The engines
that drive the railway generator would also have to drive the
generator carrying the pumping load either on the same shaft
or by means of a motor generator. A separate engine for the
waterworks load run at varying speed would be a readily
developed detail, but this arrangement would merely keep a
constant load on the boiler plant and not maintain a uniform
load on the railway generating engine. To secure the highest
possible efficiency with such a system there should be but
one set of feeders, and possibly a controller circuit of small
carrying capacity running from the power plant to all the
pumping stations, this controller circuit operating magnets or
small motors which lengthen or shorten the stroke of the
pump, the pump motors in this case being run at a constant
speed. This combined traction and pumping load could
be supplied with power in so many different ways that it is
quite possible a satisfactory method can be developed to
control the water discharge.
Railroad operators are inclined to look upon the water-
works scheme as merely an additional consumer of current
and do not give proper consideration to the economy which
results from keeping the units in the station properly loaded.
The fact that the total load of the station is large is no indi-
cation that more load is not wanted. A 1,500-kilowatt average
load may be the full load of the station if there is but one
1,500-kilowatt generator in service, and a 3,500-kilowatt aver-
age may be a light load if three units are in operation. This
feature of underload and overload is known only at the gen-
erating station. A difference of six to eight pounds of steam
per kilowatt-hour is possible with these extreme load condi-
tions, and this is equivalent to about one pound of coal per
kilowatt-hour. A 5,000-horsepower plant will deliver about
50,000 kilowatt-hours per day, and if the load could be kept
practically constant a saving of nearly 25 tons of coal per day
would be possible.
City Water Connections to and from the Meter — Class K 2.
A suitable location for the water meter is sometimes diffi-
cult to find. The meter in any case should be properly pro-
tected from frost. If located in the basement of the building
it is liable to be subjected to low temperatures which injure
the meter, and in such cases the meter should be placed in
a brick well outside of the building with a tight cover over it,
and a small drain run from the bottom of the well to a sewer
or to low ground. To further protect the meter from ex-
tremely low temperatures straw should be placed over it to
prevent air from circulating in the well. These meter pits
are objectionable, as they are generally damp and cause the
iron parts of the meter to become rust eaten, and are in
inconvenient places to get into to read or make repairs.
Ordinarily a well-constructed wooden box around the meter
would protect it from the lowest temperatures found in the
basement, and if arranged so that the well can readily be
removed repairs are more easily made. To prevent freez-
ing it is first necessary to confine the air surrounding the
part to be protected, and, second, to prevent the air from
circulating as far as possible.
If the meter is placed inside of a building, proper means
should be provided for shutting off its and all other inside
piping to prevent waste of water in case of fire. Such an ar-
rangement is illustrated in Figure 280, in which a valve is
shown outside of the building. If the water lines from the
meter carry only city water and have no connection with
any other water supply system, then the check valve and stop
valve on the discharge side of the meter is unnecessary. If
the meter is constantly in service there should be a by-pass
around it with a valve in it which can be sealed by the water
department to prevent water being drawn from the system
without registering on the meter. A by-pass is necessary to
permit uninterrupted service while repairs or adjustments are
being made to the meter. Before making such provisions,
however, the details of the arrangement with a sketch should
be submitted to the city water department for approval.
City Water to Plumbing Fixtures — Class K 3.
Ordinarily this service presents no unusual features, the
most conspicuous feature being that the city water enters the
building quite cool, and, if the lines pass through warm base-
ments, the course of the pipe line is generally outlined along
the floor by the constant dripping from the cold pipe. This
difficulty can be overcome by burying the pipe line, but in
power plant work the pipe lines are wherever possible kept
out of the ground to facilitate repairs, etc. By encasing the
pipe with a cheap wool felt covering, the annoyance of sweat-
ing is overcome and at the same time the water is thus kept
at a lower temperature. The different wrought-iron pipe lines
used for conveying water to and from the plumbing fixtures
should be galvanized to avoid as far as possible the stain
caused by rust from black pipes, which gives the plumbing
fixtures a very untidy appearance. This point should be ob-
served both for cold and hot water lines to the plumbing
fixtures.
Before determining what faucets are to be used for Ihe
city cold water it would be advisable to ascertain what water is
to be used for hot water service, since it may be found simpler
to use high pressure valves and take hot water from the feed
main under boiler pressure. This point is more fully ex-
plained under Class D 10. The washstands in power plants
would become exceedingly dirty if some care were not exer-
cised over the men using them, and although white enamel
basins are difficult to keep clean they are the only kind
that should be used. Their untidy appearance assures that
greater care will be taken in keeping them clean.
City Water to Low Pressure Water System — Class K 4.
This service is shown in Figure 2S0 and would ordinarily
onh be an emergency connection, Ihe regular service being
taken from the station water supply. Such connections as
724
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 22.
this are quite necessary to insure continuous operation, and
how to avoid the abuse of these provisions is oftentimes a
serious problem. It is a well-known fact in station operation
that systems having two or more means supplied for meet-
ing an emergency are not as carefully looked after as those
having no reserve supplied. The result is that where city
water is connected to the station system for emergency
service it is generally quite extensively used, even though it be
at a loss to the company and could to a great extent be
avoided.
Possibly as effective a method as can be followed for re-
ducing the waste of city water is to have the water meter
reading placed on the daily station log, showing from day to
day the amount of water used; also a line from the operator
to state the reason why the valve, d, in Figure 280, was open.
The most satisfactory method of taking these readings is to
S - : * :
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
print the dials on the record sheet and let the operator mark
the position of the pointers, as shown in Figure (281) K 4-1,
from which the chief engineer can figure the water consump-
tion instead of entrusting it to an assistant. Mistakes are
easily made in reading meters, and if the chart, as shown,
were used it would reduce the possibility of error to a mini-
mum.
The reason dials are confusing is due to the incor-
rect registering of the pointer, caused by the wear or inac-
curate workmanship. If this inaccuracy allows the pointer
to be on a graduation when the pointer of the next
lower dial is on 5, then the meter can be read in two ways
9^0
9^-f^l
2 8
m •» m
V^>< K-L-V V^UX
5
2
or I
5 " 5
O O
9 9
Figure 282 (K4-2).
o
9
and with no certainty that either reading is correct. For
example, if the unity dial shows 5 as indicated at a, then the
meter can be read 105 or 95, the assumption being that it is
7105, as the pointer of the fourth dial has passed 7. There
are two different methods of reading a meter, that of placing
the unit figure first being the most direct and least liable
to cause errors on the part of those who have not become
skilled in reading meters. If the high figure (on the left
dial) is to be put down first, note must be taken of the next
lower dial as to the position of its pointer; if the next lower
dial has its pointer at some other point than zero, then it is
known whether the number is approaching or following the
higher number. In case the unit dial is between divisions
the reader would have to assume one, the variation or inac-
curacy being negligible. Figure (282) K 4-2 shows two read-
ings, either being correct, as the unit pointer is half way
between 9 and 10.
(To be continued.)
BY J. h. ROSENBERGEK, LL.B., OF THE CHICAGO BAR.
Right of Action of Passenger Given Wrong Transfer.
Montgomery Traction Company v. Fitzpatrick, 43 South-
ern Reporter, 136. — The supreme court of Alabama says that
while it may be admitted that the weight of authority is that
the conductor must rely entirely on the ticket in determining
his action, and one could not be guilty of a wrong for ejecting
a passenger who did not produce a proper transfer, yet all
of the authorities recognize that, while in such case there
may not be a right of recovery on the ground of a wrongful
ejection, yet there can be a recovery for the failure to fulfill
the contract to carry, or for the negligence of the agent in
giving the wrong ticket or transfer.
Running-Time Orders and Care — Uniform Spacing.
McGahan v. St. Louis Transit Company, 100 Southwest-
ern Reporter, 601. — The supreme court of Missouri, Division
No. 2, holds that whatever order a motorman might have been
given respecting the running time of the car, that would in
no way release him from the duty of exercising due care
in the handling or operation of the car, and avoiding the
danger of collisions with cars or other obstructions which
might be on the track.
The court also says that no such thing as a uniform
spacing of cars is practicable on a street railway, as it is
matter of common knowledge that blockades frequently occur
on the streets which the operators of the lines are powerless
to prevent.
Immunity as to Paving Not Transferred.
Rochester Railway Company v. City of Rochester, 27 Su-
preme Court Reporter, 469. — The supreme court of the United
States says that in this case the city sued the railway com-
pany to recover $18,274.02, the expense of making new pave-
ments of two streets within the space between the tracks, the
rails of the tracks, and two feet in width outside the tracks
of the railroad.
The Rochester Railroad was incorporated for the purpo.se
of acquiring the property of the Brighton Railroad, which was
accomplished by a lease of the property, franchises, rights
and privileges of the Brighton Railroad, followed by the pur-
chase of its capital stock. This was done under the authority
of a statute which provided that a railroad corporation, being
the lessee of the property of another railroad corporation,
might acquire the whole of the capital stock of the latter,
and in such a case its "estate, property, rights, privileges and
franchises should vest in and be held and enjoyed by" the
purchasing corporation. It was contended that the effect of
the transfer under this law was to vest in the Rochester
Railroad the exemption from the expense of street pavement
which the Brighton Railroad enjoyed through a contract with
the state of New York. But the court holds against the com-
pany.
The court says that it thinks it is now the rule, not-
withstanding earlier decisions and dicta to the contrary,
that a statute authorizing or directing the grant or trans-
fer of the "privileges" of a corporation which enjoys im-
munity from taxation or regulation should not be inter-
preted as including that immunity. It, therefore, concludes
that the words, "the estate, property, rights, privileges and
franchises" did not embrace within their meaning the im-
munity from the burden of paving enjoyed by the Brighton
Railroad Company.
The requirement of permanent repair includes the fluty
of laying new pavements.
Nor does the court agree with the contention that this
was not a case of transfer of an exemption; that the rules
governing transfer were not applicable here; that the Brigh-
ton Railroad had not ceased to exist as a corporation; that
June 1, 1907.
ELECTRIC RAILWAY REVIEW
725
it had been merely joined by merger with the Rochester
Railroad, which controlled it by stock holdings, and operated
it by virtue of its franchises; and that, therefore, the Roches-
ter Railroad might claim and enjoy the exemption of the
Brighton Railroad in its behalf in respect of its property.
The court says that the Rochester Railroad first took
a lease of the Brighton Railroad, apparently for the purpose
of bringing itself within the provisions of the act of 1S79.
Then all the stock of the latter corporation was acquired
by exchange of shares of stock of former corporation. Then
a certificate of the transfer of stock was filed with the secre-
tary of state. Thereupon, by operation of the law, the
"estate, property, rights, privileges and franchises" of the
Brighton Railroad vested in the Rochester Railroad, to be
thereafter controlled by the Rochester Railroad in its own
corporate name. The law does not expressly dissolve the
selling corporation, but it leaves it without shareholders,
property or franchises. A corporation without shareholders,
without officers to manage its business, without property
with which to do business, and without the right lawfully
to do business, is dissolved by the operation of the law
which brings this condition into existence.
Interurban Roads Not Subject to Grade-Crossing Act.
Commissioners of Ross County v. Scioto Valley Traction
Company, 80 Northeastern Reporter, 176.- — The supreme court
of Ohio says that the question presented in this court was
whether the company was within the act of April 25, 1901, "to
provide how railroad and highway crossings may be con-
structed," its construction being for the operation of its cars
by electricity conducted upon a third rail, and its cars being
in fact so operated. The scope of the act is indicated by its
first section, which provides that, "except as in this act else-
where provided, all crossings hereinafter constructed, whether
of highways by railroads or of railroads by highways, shall
be above or below the grade thereof." The conclusion is
that an interurban railroad for the operation of cars by
electricity and by the tractive friction resulting from their
own weight is not within the act of April 25, 1901. Obviously
the word "railroad" needs not to be used in a strained or un-
natural sense to include an interurban road operated by elec-
tricity. But the court thinks that in the provisions which
the legislature has made for the safety of those who are par-
ticipating in the common use of crossings and highways and
the tracks of common carriers it has preserved a distinction
on account of the motive power or the tractive methods em-
ployed by the carriers. A substantial basis for such distinc-
tion is found in the greater weight and momentum of trains
drawn by locomotives in comparison with cars for whose
propulsion reliance is had upon the tractive friction produced
by their own weight, and the promptness with which the latter
may be stopped.
Duty and Liability Arising from Muddy Step.
San Antonio Traction Company v. Flory, 100 Southwest-
ern Reporter, 200. — The court of civil appeals of Texas does
not think an instruction erroneous which told the jury that
if they believed from the evidence that the step or platform,
or both, was muddy and slippery, that the conductor failed to
assist the plaintiff's wife to alight, that his failure to assist
her from the car was negligence, that it was the proximate
cause of the accident to the plaintiff's wife, and that she was
injured thereby, then the jury must find a verdict for the
plaintiff.
The court thinks it is safe to say that, when the carrier
sees fit to maintain a place of exit that is dangerous, such
duties then become entailed upon it as warning or assisting
the passenger, in the exercise of proper care due to that
situation. What omissions, in such a situation, would amount
to negligence, are questions of fact for the jury.
Take the case of a young and robust person, unencum-
bered wjth luggage, who is about to alight from a car. If
the exit is a safe one, there is nothing either in respect to
the exit, or to the person alighting, to present or suggest
the appearance of danger to the mind of the conductor. In
such a case there would be no such issue to submit as the
necessity of warning or assisting such person, because clearly
no duty in that regard could be said to have arisen.
The rule, upon principle, is the same whether the appear-
ance of danger arises from the condition of the passenger or
from the condition of the means of egress. The rule has
frequently been applied in cases where the car was stopped
so that the descending passenger would step into a dangerous
place, where such danger was known, or should have been
known, to the carrier. It is obvious that whether the dan-
gerous agency is upon the ground or upon the car step is
immaterial.
Injury to Bystander by Runaway Car — Risks Taken in Opera-
tion of Cars in Hilly Country — Bad Weather.
Small v. Pittsburg Railways Company, 66 Atlantic Re-
porter, 76. — The supreme court of Pennsylvania says that at
the foot of a slope where the company's street railway runs
for a distance of a mile and a quarter upon a grade of 6 per
cent the tracks terminate directly across the street from a
railroad station. On an evening in January, shortly before
S o'clock, the plaintiff, who was standing on the station plat-
form, was struck by a piece of wood broken from a near-by
telephone pole. A car of the company had gotten beyond
control while going down the hill, and had left the track
at the terminus, crossed the street, and collided with the
telephone pole, breaking it and running against the wall of
the railroad station. A fragment of the broken pole was
thrown against the plaintiff, and inflicted serious injuries.
The testimony showed that the car escaped from control
while going down the hill by reason of the slippery condi-
tion of the tracks upon the grade. Rain had fallen, which
froze to the rails as it fell. The car was in good condition
and properly equipped with brakes, and was provided with
sand; but the tracks were so incased in ice that, when the
motorman attempted to apply the sand, the wheels would
not take hold, even when reversed. In consequence the car
slid down the grade.
A judgment for the plaintiff is reversed, the court feeling
that the facts of this case negatived any inference of negli-
gence arising out of the mere attempt upon the part of
the motorman to operate the car, proceeding- as he did,
slowly and cautiously, feeling his way, as it were, until
unfortunately he found by trial that the conditions were so
unusual that, contrary to his expectation, based upon long
experience, the sand would not enable him to control his car.
The sole fault which could be imputed to the motorman,
under the evidence, the court says, was that he erred in his
judgment when he started his car down the grade. As the
sequence showed, he underestimated the difficulty caused
by the presence of ice on the rails. The motorman of the
car immediately ahead of him made the same mistake. But
the exercise of judgment — even though it be mistaken judg-
ment— is not negligence. He occupied the place of greatest
danger on the front platform, and regard for his own safety
would naturally quicken his instinct to anticipate danger if,
in his judgment, there had been any real occasion for it.
Negligence is not to be presumed upon the happening
of an occurrence which is the result of exceptional and
extraordinary conditions. It must be presumed that in a
hilly country, such as that in the region of Pittsburg, some
risks must be taken in the operation of street cars. It will
not do to stop them at every change in the weather. The
public need for them is greatest in bad weather.
Hindsight is better than foresight, no doubt, and it is
easy to criticize after the event; but the law holds men
responsible only for such consequence as can, in the exercise
of reasonable prudence, be foreseen.
72C
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 22.
News of the Week
Cambridge Subway Stations.
William Barclay Parsons of New York, the expert employed by
Mayor Wardwell of Cambridge, Mass., to advise with him and City
Engineer Hastings in regard to the construction of the new Cam-
bridge subway, has submitted his report as to the number of sta-
tions needed from and including Charles river and Harvard square.
He gives it as his opinion that four is the proper number, and that
these should be located at Harvard square. Dana street, Central
square and Sixth street. Mr. Parsons anticipates that with the
institution of the subway the traffic is likely to increase beyond ex-
pectation, because of additional population. In different localities
in upper New York the travel has increased from 60 to 300 per cent
as a result of the subway's operation, and it is to be expected that
this experience will be repeated in Cambridge, with an additional
traffic of between 40 and 50 per cent inside of six months after the
opening of the subway. Mr. Parsons regrets that the subway is
not to be a four-track line, and agrees with the Boston Elevated
Railway Company that Kendall square is an undesirable location
for a station on account of the grade.
Legislation Affecting Electric Railways.
New York. — Mayor McClellan of New York City on Tuesday of
this week sent the public utilities bill back to the legislature with-
out his signature. The bill, which was passed by the legislature on
May 22, provides for the appointment by the governor of two com-
missions to have jurisdiction over public service corporations, one
for New York City and one for the remainder of the state. In a
memorandum accompanying the measure the mayor explains that,
while he is in accord with the general principles embodied in the
bill, it is as a whole so destructive of the principle of home rule
that but one course was open to him. This was his basic objec-
tion, but the mayor adds, in effect, that such legislation would
result inevitably in the appointment of partisan commissioners, who
in times of party stress would use their power to coerce the trans-
portation companies into furnishing funds with which to corrupt
the electorate. It is considered probable that the bill will be
passed over this veto, as only a majority in the legislature is
required. As the bill was formulated by Governor Hughes, and as
the amendments have met his approval, there is no doubt as to
its becoming a law. The bill was submitted to Mayor McClellan
for approval because it provides for a commission for the city
alone, to supersede the present rapid transit commission.
Illinois. — Governor Deneen has signed a bill providing that no
steam or electric road shall cross the tracks of another without
permission of the state railroad and warehouse commission.
StocKholders of Underlying Chicago Roads Ask Representation.
Stockholders of the Chicago West Division Railway Company
and the North Chicago City Railway Company, underlying com-
panies of the Chicago Union Traction Company, have asked Judge
P. S. Grosseup of the United States circuit court to direct that
an attorney representing them be permitted to participate with
G. W. Wickersham and L. C. Krauthoff, attorneys for the New
York interests in the property, in the reorganization plan which is
now being framed. The request was made by Cyrus H. McCormick,
representing a committee of stockholders of these two underlying
companies. The members of the committee are Cyrus H. McCor-
mick, Thomas Templeton, Charles W. Ware and John F. Bass for
the West Chicago company and Leon Mandel, Charles A. Mair,
James F. Porter, John A. Chapman and John F. Bass for the
North Chicago company.
Certificates of deposit representing the stock of the Chicago
Union Traction Company which has been placed with the Central
Trust Company, New York, have been listed on the New York
stock exchange. These certificates show the deposit of $14,168,200
of common stock and $10,044,300 of preferred stock, or 50. S and 84
per cent, respectively, of the outstanding issues.
The United States supreme court denied, on May 27, the peti-
tion for a writ of certiorari in the cases of the North Chicago
Street Railroad Company and the West Chicago Street Railroad
Company versus the Chicago Consolidated Traction Company, the
effect of which, if granted, would have been to take the cases to
that court for review.
The cases involved charges against the methods of the late
Charles T. Yerkes in bringing about the consolidation of Chicago
street railroads.
Rapid Transit Affairs in New York.
The rapid transit commission on May 23 began advertising for
bids for the construction of the last three sections of the bridge
subway loop, from Delancey to Norfolk streets, from Center street
to the Bowery, and from Pearl street to Park Row. Bids will be
opened on June 13. The contract for the second section was
awarded to the Cranford Company. Several property owners on
Broadway and Fifth avenue are seeking to enjoin the commission
from accepting bids for the construction of section 5 of the Lex-
ington avenue route by the open cut method. No bids have been
received.
F. B. Behr, who is seeking a franchise for a monorail line from
Brooklyn to Coney Island, has accepted the terms imposed by the
commission and has agreed to deposit $25,000 to insure the con-
struction of the road if the plans are approved.
The New York Tunnel Company, which has a subcontract for
the actual boring of the tunnel under the East river, from the Bat-
tery to Brooklyn, was placed in the hands of a receiver on May 23.
It was stated at the offices of the Rapid Transit Subway Construc-
tion Company, however, that this would in no way affect the
progress of the tunnel work.
Justice Fitzgerald of the supreme court has decided that the
city and the board of rapid transit commissioners are entitled to
an injunction to restrain the Interborough Rapid Transit Company,
which operates the subway under lease from the city, from de-
livering to the New York City Railway the use of electric currents
through certain ducts or masonry chambers built In the walls of
the subway. The court also enjoined the New York City Railway
Company from receiving the electricity from the Interborough Rapid
Transit Company. The court also holds that the railroad companies
mentioned must account to the city for the electricity already used.
In this decision Justice Fitzgerald said that the ducts are the
property of the city.
Mayor McClellan on May 28 vetoed the public utilities bill,
because of its violation of the home rule principle.
Chicago Employes Accept Wage Increase.
The differences between the Chicago City Railway Company
and its motormen and conductors in regard to wages were settled
on Tuesday of this week when the men voted to accept the
company's offer of approximately two cents an hour increase.
Previous to the recent city election, at which the "general settle-
ment" ordinances were approved by the voters, the company
offered to make a new agreement with the men, if the ordinances
passed, for a new wage scale, effective as of April 1, of 23 cents
an hour for the first three months, 25 for the following nine
months and 27 cents thereafter, instead of the old scale of 19, 24
and 25 cents, which has been paid under an agreement expiring
July 31, 1907. The union met on April 13 and voted not to accept
the increase unless a similar one were granted to the employes
of the Chicago Union Traction Company. Later a demand was
made for 25 cents an hour for the first six months' service and
33 1-3 cents thereafter, with a 9-hour day, which President Mitten
last week finally refused to grant. On May 28 a general ballot
was held and the men voted by a majority of more than two to one
to accept the company's offer.
The executive committee of the union met with President Mit-
ten on Wednesday and signed an agreement on this basis running
to July 31, 1908. The company also agreed to make the same
scale effective for car house employes, to increase the pay of men
employed on snowplows and sweepers from 30 to 35 cents an hour,
and that in the event of a strike on the other lines of the city
the men should not be forced to work as strikebreakers.
The employes of the Chicago Union Traction Company have
made similar demands to those of the south side men and an
answer is expected early next week on the return of General
Manager J. M. Roach from New York.
Tests of Reinforced Concrete.
The results of important tests on reinforced concrete beams
which have been carried on in the testing laboratories of the Uni-
versity of Wisconsin for the past four years have been published
in a bulletin prepared by E. A. Moritz of the college of engineer-
ing entitled "Tests on Reinforced Concrete Beams." The bulletin
calls attention to the fact that to Rudolph Hartman, formerly in-
structor in the testing laboratory, belongs the credit of discovering
several years ago the fact, now commonly recognized, that the con-
crete in a beam really cracks much earlier than is shown on the
surface. The tests have included investigation of the efficiency
of different methods of reinforcing and preventing inclined tension
failures, and other interesting matters connected with these beams.
The investigation showed that the concrete cracks before
evidences of the break can be detected with the eye, and that after
it has cracked, though only minutely, its strength in tension is
zero. Comparative tests of reinforced and plain concrete beams
show that the first indications of cracking appear on the reinforced
beams at about the same load at which the plain beams fail. It is
evident, therefore, that concrete reinforced with steel will not
stretch more before cracking than plain concrete, and that con-
sequently the tensile resistance of concrete should not be taken
into consideration in reinforced concrete design.
When reinforced concrete first came into general use it was
thought that horizontal bars of steel were sufficient, and the
peculiar failures which often occurred were usually ascribed to
the rods pulling out. The latter idea led to the invention of various
forms of deformed bars now on the market. It has been found
that even beams reinforced with deformed bars often fail along
inclined cracks, and something besides horizontal rods is necessary
to prevent such failures. Stirrups have been used extensively to
overcome the difficulty, but although they assist in carrying internal
stresses to some extent, their use will not always prevent inclined
tension failures.
Various tests were made in the laboratory as to the best form
of steel reinforcement for concrete. The anchoring of the rods at
the ends of the beams, which has been advocated heretofore, did
not seem to strengthen them materially. The experiments appar-
ently demonstrated that the cracking in the plane of reinforce-
ment is not due to the pulling out of the rods, but rather to the
pulling of the concrete upward away from the rods, and that it
therefore cannot be prevented by anchoring the rods at the
ends. In most reinforcement with bent rods, the angle of these
rods with the horizontal has been too large, and consequently the
adhesive area of the rods has been too small. Numerous tests on
both large and small beams made in' connection with this work
have shown that these methods are not effective in preventing in-
clined tension failures.
Accident on the Grand Rapids- Muskegon Line. — A passenger
car running from Muskegon to Grand Rapids, Mich., on the line
of the Grand Rapids Grand Haven & Muskegon Railway, on May
24 collided head-on with a westbound baggage and express car
June 1, ISWT
ELECTRIC RAILWAY REVIEW
i_i
and the two motormen were killed and five passengers were in-
jured. The two cars were wrecked.
"Jim Crow" Law Declared Unreasonable. — The city court at
Montgomery, Ala., has annulled the city ordinance requiring separate
street cars for white and black passengers, holding that it is not
reasonable or .iust to the street railway company.
Accident on the Cleveland & Southwestern. — Four persons were
killed and 13 injured, according to newspaper reports, in a rear-
■end collision on the Cleveland & Southwestern Traction Com-
pany's line at Elyria, O., on Thursday evening of this week.
Flood Suspends Traffic in Salt Lake City. Several of the street
railway lines of the Utah Light & Railway Company in Salt Lake
City. Utah, were obliged to suspend operations last week on account
of a flood caused by molting snow in City Creek Canyon, which
overflow.. 1 the ditch on North Temple street, leading to the Jordan
river.
Mail Carriers Ask to Ride Free. — The United States mail car-
Tiers of Buffalo, N. Y.. have submitted a request to the International
Railway Company that they be allowed to ride free on the street
cars while off duty. This privilege is granted to the policemen
and firemen. The mail carriers are now given free tickets good
only while they are on duty.
Attractive Folder Issued for Jamestown Visitors. — The Newport
News & Old Point Comfort Railway & Electric Company of Hamp-
ton. Va.. has just issued an especially attractive 16-page folder ad-
vertising the service which it affords in the vicinity of the James-
town exposition grounds. The folder is largely made ut> of half-
tones and colored maps, thus presenting a very attractive appear-
ance.
Accident on East St. Louis & Suburban Railroad. — A passenger
ear on the East St. Louis & Suburban Railroad was struck on a
crossing near Brooklyn, two miles from East St. Louis, 111., by a
Toledo St. Louis & Western switch locomotive running light and
12 passengers were injured, one probably fatally, on May 27. Differ-
ent versions of the story vary: the car had partly passed the cross-
ing and the motorman was unable to get it entirely across after
he saw the engine.
Evansville Strike Settled. — Most of the motormen and conduc-
tors of the Evansville & Southern Indiana Railway, who declared
a strike on May 15, as reported in last week's issue of the Electric
Railway Review, returned to work on Sunday of this week. By
the terms of the settlement the men get platform time, an 11-hour
day instead of 12 hours, and will be paid 16, 17 and IS cents an
hour, instead of 15. 16, 17 and 18 as formerly. The men struck for
a flat scale of 20 cents an hour and a 9-hour day.
Terminal Station Planned for South Bend. — Samuel Murdock,
president of the Chicago South Bend & Northern Indiana Traction
Company, together with a party of interurban men, inspected
the traction terminal station at Indianapolis during the past week
with a view to building a similar station in South Bend. The
station in South Bend, while not on so large a scale as the In-
dianapolis station, w'ill be artistically finished and provided with
all the late improvements and equipment desired for an up-to-date
terminal station.
Strike at Oil City, Pa. — The motormen and conductors of the
Venango Traction & Power Company, controlling the electric rail-
ways in Oil City and Franklin, Pa., with other lines in Venango
county, declared a strike on May 24, tying up service on 32 miles
of track. About 75 of the men had formed a branch of the Street
and Electrical Railway Employes the night before. The reason
for declaring a strike is said to have been the dismissal of seven
men by the company and because the men objected to paying
fare wrhen not in uniform. No disorder has resulted.
Vote to Strike in Detroit. — The motormen and conductors em-
ployed by the Detroit United Railway on Monday of this week
voted to strike for higher wages. The vote, which was taken by
secret ballot, was 1,002 to 235. The men are asking for 2S cents an
hour, time and a half for overtime and holidays, and pay while
waiting for "trippers." The present wage scale, under an agree-
ment i June, is 23 cents an hour for the first year, 24
cents foi the second, and 25 thereafter. The matter has been
placed In the hands of W. D. Malum, president of the National
of Street Railway Employes,
Chicago City Railway Offices Moved. — The general offices of
the CI i Railway Company, which arc now located at
202" State street, as well as the offices of the legal and claim
i in. nis. now located In the Ashland block and those of
President T. E. Mitten ami I'uniiasing Agent R. B. Hamilton, on
the seventh floor of the First National Hank building, are to be
i on June 1 to the sixteenth floor of the First National
Bank building. The vacated State street offices are to be used
as headquarters for the rehabilitation work and will be turned
over to the engineers and the construction department.
Willow Grove Park. — A 1 pagi booklet, describing Willow
Grove park, which is owned by the Philadelphia Rapid Transit
Company, ainl which is located on that company's lines. 13 miles
north from the center ol Philadelphia, has just been issued. The
pamphlet Is filled with attractive halftone illustrations of views of
the park, one ., in the country, which contains 130 acres
of land, whose natural beauties and picturesque surroundings make
It an Ideal outing place. Besides a large number of attractions of
the usual | ark contain who i piazzas accommo-
date alio guests, the Lakeside cafe, with tables for 750 persons, and
many unique forms of entertainment, which are all described and
Illustrated. The ehli I dl and most popular feature of
the park Is the super! ler of band and orchestral music that
Is provided for tl ent ol thi pari patrons. For the season
of 1907 this form of entertainment will be furnished by Walter
Damrosch and the New York Symphony Orchestra, Arthur Pryor
and his band. Victor Herbert's orchestra and Sousa and his band.
Views of the Twin City Lines. — A. W. Warnock. general pas-
senger agent of the Twin City Rapid Transit Company. Minne-
apolis, Minn., has issued a series of handsomely illustrated litho-
graph postal cards, containing a large number of different views
of beauty spots on the company's suburban lines, which reach
many lakes and other points of interest and attractiveness, in-
cluding the company's magnificent amusement resort, Big Island
park, at Lake Minnetonka. Interior and exterior views of the type
of cars used and of the excursion boats on Lake Minnetonka are
also included.
Judgment Against Manhattan Railway. — The appellate division
of the New York supreme court has affirmed the report of Referee
Hamilton Odell in regard to a judgment of $275,538 against the
Manhattan Railway Company in favor of the city of New Y'ork.
The amount is due under a law passed in 1867, authorizing the West
Side & Yonkers Patent Railway to construct an elevated railroad
in Manhattan on the condition that it should pay the city 5 per cent
of the net income from passenger traffic. The company has been
acquired by the Manhattan Railway Company and the litigation
was caused by a dispute as to what items constituted the net
income.
Officials of United Railroads of San Francisco Indicted. — -The
grand jury at San Francisco on May 21 returned true bills against
four officials of the United Railroads on the charge of bribing
fourteen members of the board of supervisors to grant a franchise
permitting the company to operate its lines by the overhead trolley
system. The four officials indicted are: Patrick Calhoun, presi-
dent; Thornwell Mulally, assistant to the president; Tirey L. Ford,
general counsel, and W. M. Abbott, attorney. President Calhoun
has issued a long statement denying the charges and claiming the
entire affair to be the result of a conspiracy by Rudolph SpreckelS
and the labor party.
Exception to Fellow-Servant Principle. — The Indiana supreme
court has decided that the Ft. Wayne & Wabash Valley Traction
Company is liable for the injury to a conductor occasioned by the
running into his car from the rear of another car under the
charge of a motorman who had gone to sleep by reason of long
hours of labor. The court said that an electric railroad company
that negligently required a motorman to operate a car after he
had been continuously working without sleep for more than 24
hours, cannot take advantage of the fellow-servant principle if
his omission of duty by reason of the resultant physical condition
causes an injury to the conductor on another car.
Sight-Seeing Car for Omaha. — Beginning on June 1 the Omaha
& Council Bluffs Street Railway Company will operate a sight-
seeing car from Omaha to South Omaha, Benson, Florence and
Council Bluffs. The arrangements are now for two trips, one in
the forenoon and one in the afternoon of each week day. One of
the larger cars from the Council Bluffs line will be fitted especially
for this service and a lecturer will accompany the car on all trips
to point out the places of interest along the route. Each trip is
expected to consume about three hours and to cover between 35
and 40 miles. A photographer will take the picture of the people
as they start and will have the photos ready for delivery upon
the return from the trip.
Electric Railways in the Central West. — The series of three
articles on "Electric Railroads as a Factor in Twentieth Century
Transportation," by Charles N. Wilson, president of the American
Engineering Company of Indianapolis, which recently appeared in
The Tradesman of Chattanooga, Tenn., has been reprinted and
issued in pamphlet form, together with some of the comments and
commendations from the newspapers and others. The articles out-
line the history of the development of the electric railway industry
in the central west and discuss some of the benefits which have
been made possible by this comparatively new form of transporta-
tion. Some especially interesting information is given with regard
to the progress of the electric railways of Indiana.
San Francisco Union Leaders Arrested. — Three officials of the
street railway employes' union of San Francisco were arrested on
May 29 on a charge that they were responsible for an explosion on
the line of the United Railroads about a week ago, by which a
switchboard in the main station was destroyed and the entire plant
put out of commission. Two of the men arrested are members
of the executive committee of the union. While there appears
no immediate prospect of a cessation of the strike, the United Rail-
roads has been able to operate many of its cars with non-union
men. On Friday of last week 200 cars were in service on 28
lines, covering about 200 miles of track, or about 25 miles loss than
the total mileage within the city limits. About 125,000 passengers
a .lay were carried last week. Each day fewer disturbances caused
by the strikers are reported.
New Suit Against Air Line. — Certain stockholders of the Chi-
cagO-New York Electric Air Line Railroad Company on Wednesday
of this week filed a bill of complaint against the company before
Judge Windes of Chicago, reiterating the charges of mismanage-
ment made in the recent suit of Theodore Nemoyer, as reported
in the Electric Railway Review of May 11, and petitioning lor an
injunction against the practices complained of, an accounting
and the appointment of a receiver. Mr. Nemoyer's motion for an
injunction and the appointment of a receiver in Judge Honore's
court was withdrawn last week, when the court declined to appoint
a receiver or grant an Injunction without a full hearing. The
pany has filed a general demurrer to Nemoyer's allegation
oyei charged that the proceeds from the sale of stock were
being wasted ami thai the officers were drawing large salaries.
r^s
ELECTRIC RAILWAY REVIEW
vol. xvn, Xo. 22.
Construction News
FRANCHISES.
Bucyrus. O. — The Columbus Marion & Bucyrus Railway, which
is building an extension of the Columbus Delaware & Marion Rail-
way from Marion to Bucyrus, has been granted a franchise to
enter this city. The council also granted a franchise to the Toledo
Bucyrus & Columbus Electric Railway, a proposed interurban line
from Fremont to Bucyrus, via Tiffin and Melmore, O. It is stated
that surveys have been completed and franchises secured by the
latter road. When completed these two lines will afford a con-
nection between Toledo and Cincinnati.
Chicago, III. — An ordinance was introduced into the city council
on May 27 to permit the Chicago Milwaukee & St. Paul Railway to
operate by the electric trolley system from a connection with the
Northwestern Elevated Railroad at Wilson avenue, north to the
city limits, and to build an additional track. The electric tracks
are to be used by the Northwestern Elevated and possibly by the
Chicago & Milwaukee Electric Railroad. The ordinance was re-
ferred to the committee on local transportation.
Coffeyville, Kan. — The Union Traction Company of Kansas has
been granted a franchise on North Penn avenue.
Cleburne. Tex. — W. L. Martin has applied for a franchise to
build an electric line in this city.
Granite City, III. — A franchise has been granted to the Danville
& Edwardsville Terminal Railroad, a part of the Illinois Traction
System, for a new single-track line through the city on G street,
which will give the system two lines to the proposed bridge across
the Mississippi river to St. Louis.
Menominee, Mich. — C. O. Johnson of the Hydro-Electric Water
Power Company, Oshkosh, Wis., is seeking a franchise for an
electric railway to connect Menominee, Mich., with Marinette,
Wis., in connection with the company's proposed power plant on
the Peshtigo river.
Middletown, O. — The Cincinnati & Middletown Traction Com-
pany has applied for a franchise.
Napoleon, O. — The Toledo Wabash & St. Louis Railroad has
applied for a franchise.
New York, N. Y. — A franchise has been granted to the Ft.
George Street Railway to build an electric line from the Dyckman
street station of the Interborough Rapid Transit Company, along
St. Nicholas avenue, to West One Hundred and Ninetieth street.
Oakland, Cal. — The Oakland Traction Company has secured a
50-year franchise for the extension of its line on Over street, Allen-
dale, Glen, Boulevard Park and Leise avenues. The bid of this
company of $500 for the privilege was the only one received by
the board of supervisors.
Olympia. Wash. — The Pacific Traction Company of Tacoma,
Wash., has applied for a franchise on several streets for its pro-
posed line from Tacoma.
Phlllipsburg, N. J. — The Easton Transit Company, under the
charter of the Phillipsburg Horse Car Railroad, has been granted
a 20-year franchise for the construction of five miles of additional
track through the Fifth and Sixth wards. Harrison R. Fehr. presi-
dent and general manager. Easton, Pa.
Richmond. Va. — At a special meeting of the common council
the ordinance recently passed by the board of aldermen granting
consent to the transfer of all rights, franchises and privileges of
the Citizens' Rapid Transit Company to the Richmond & Henrico
Railway Company, was ratified, with the provision that a bond
for $5,000, together with acceptance in writing by the company,
be filed within 30 days.
Russellville, Ark. — A 50-year franchise has been granted to
the Southern Engineering Construction Company to build an inter-
urban line between Russellville and Dover, Ark. The company
also will operate a light and water plant in Russellville. Adam J.
Robinson, Pine Bluff, Ark., president; J. C. Wilson. St. Louis, Mo.,
secretary.
South Bend, Ind.— The Chicago Lake Shore & South Bend
Railway, which is building from South Bend, Ind., to Kensington,
HI., has secured an extension of time under its franchise until
July 1, 1908, in which to have its line completed, although the
promoters say the line will be in operation by January next.
J. B. Hanna, president, South Bend, Ind.
Summit, N. J. — The Morris County Traction Company has
been granted a 40-year franchise for its extension from Elizabeth
to Summit, which is now built to within a mile of the latter place.
Tenino, Wash. — Janson M. Averill, Seattle, Wash., has applied
for a franchise to build an electric railway in this city.
RECENT INCORPORATIONS.
Buffalo Genesee & Rochester Railway. — Incorporated in New
York to build a 60-mile interurban electric line from Buffalo to
Rochester. N. Y. The line will follow practically the same route
as that laid out by the Buffalo & Rochester Traction Company,
whose application early in the year for a certificate of public
necessity was refused in April by the state railroad commission,
on the ground that the territory was sufficiently provided with
transportation facilities. It is stated that the main line of the new
company will not touch Le Roy, as was the intention when the
Buffalo & Rochester Traction Company was incorporated, but will
reach it by a branch line, which will, in part, overcome one of the
objections raised by the state railroad commission to the Buffalo
& Rochester. The latter road, after the refusal of its petition
to the railroad commissioners, obtained an order from the appellate
division of the supreme court requiring the commissioners to
show cause why a certificate should not be granted, but as the
law allows no proceedings within one year after the refusal of a
certificate by the commission, the incorporation of the Buffalo
Genesee & Rochester was resorted to in order to avoid delay in
the work already started. Capital stock, $7,500,000. Incorporators:
Henry H. Kingston, Jr., Samuel Welch, Philadelphia; John Baker,
Herbert P. Bissell, Buffalo, N. Y.
Joplin & Pittsburg Railroad. — Application for a charter has
been filed by this company at Topeka, Kan., and Jefferson City.
Mo., for permission to construct and operate an SO-mile interurban
railway in southwest Missouri and eastern Kansas. The line will
connect Joplin and Webb City in Jasper county, Missouri, extend-
ing to Baxter Springs and Pittsburg, Kan., and to the Quapaw
Indian reservation. The charter also empowers the new company
to take over the Pittsburg Railway & Light Company, now operat-
ing from Columbus to Pittsburg, Kan., and the new Heim street
railway system, now under construction in Joplin. Mo. Capital
stock. $5,000,000, of -which $2,800,000 is paid in. J. J. Heim, Kan-
sas City, Mo., is interested.
Ohio Electric Railway, Cincinnati, O. — Incorporated in Ohio
with power to build, own, operate and acquire electric railways
from Zanesville to the Indiana state line, near New Paris, and from
there to Richmond, Ind., Cincinnati. Columbus, Washington Court
House, Springfield, Dayton, Defiance, Lima, O., and Ft. Wayne.
Ind. Capital stock, $100,000. As the incorporators are all em-
ployes in the office of W. Kesley Schoepf, it is stated that the
object of the company is to effect a merger of all of the Schoepf-
McGowan properties in the state, which now operate in the cities
and towns named, and which include the Indiana Columbus &
Eastern Traction Company, the Lima & Toledo Traction Com-
pany and the Cincinnati Northern Traction Company.
Philadelphia Valley Forge & Suburban Railroad. — Incorporated
in Pennsylvania with a capital stock of $60,000 to build a link
in the system of electric railway lines projected by the Public
Service Investment Company, a holding company, to connect Phila-
delphia with Lower Merion, East and West Conshohocken. Norris-
town, Valley Forge, Phoenixville, Royersford and Pottstown. With
this charter there has also been granted for the system other
charters for the following railways: Valley Forge, Colonial Springs
& Phoenixville, Cynwyd Fairview & Ardmore, Fairview & Merion
Square, Merion Square & Barren Hill and the Audubon Lower
Merion Bala & Wynnefield. All of these, financed by L. Knowles
Perot of Bala and others, are included in the holding corporation.
Mr. Perot is president. The other incorporators are: A. D. Whit-
ing, Da%nd Rombold, Jr., and Edward W. Johnson, Philadelphia:
James A. Bunting. Secans: Morris H. Wetherill. Haverford. and
Robert C. Seldon, Norristown.
Portland (Me.) & Northern Railroad. — We are officially advised
that this company has been incorporated in Maine, instead of
Oregon, as incorrectly reported in last week's issue of the Electric
Railway Review, and will build an electric line 40 miles long from
Portland to Bridgton. Me., through Windham, Raymond, Casco
and Naples. Capital stock, $160,000. Incorporators: William M.
Sturges, N. D. Sturges. Scranton. Pa.: Tracy W. Holland. New
York City; Howard Winslow. Henry L. Forham, Llewellyn Barton,
Portland; S. O. Hancock, Casco, Me.
Putnam (Conn.) <£. Rhode Island Street Railway. — Incorporated
in Connecticut with a capital stock of $200,000. to build an electric
railway from Putnam to Gloucester. Mass., using the old Hartford
and Providence turnpike road.
S. E. Jackman Railway. Seattle. Wash. — Incorporated in Wash-
ington, with $40,000 capital stock. Incorporators: A. Warren
Gould, E. E. Carpenter, C. E. Patton and Charles A. Spirk.
Windsorville & East Hartford Railway. — Governor Woodruff of
Connecticut has vetoed the house resolution incorporating the
above company.
TRACK AND ROADWAY.
Bridgeport & Danbury Electric Railway. — Incorporated in Con-
necticut to build an electric railway 20 miles long, connecting the
towns of Bridgeport, Trumbull, Monroe. Newtown, Bethel and
Danbury, Conn., covering a section at present without electric
railway service. Capital stock, $2,000,000. Incorporators: John T.
King. Henry E. Reilly and William H. Marigold.
Accomac Traction & Power Company. Onancock, Va. — It is
reported that Umberhauer & Co. of Philadelphia have arranged
to underwrite this company's issue of $100,000 5 per cent bonds,
which will make possible the construction of the proposed line
from Onancock to Tasley, Accomac Courthouse and Metompkin
Bay. Va.. nine miles.
Barberton Doylestown <£. Orrville Railway. — The Cleveland En-
gineering Company, which has the contract for making plans,
specifications and profiles for this proposed line from Barberton
to Orrville, O., has begun the work of surveying the line.
Buffalo Batavia & Rochester Electric Railway. — Owing to the
failure of this company to cancel the mortgage for $3,500,000, and
the $117,500 bonds issued by the Buffalo & Williamsville Electric
June 1, 1907.
ELECTRIC RAILWAY REVIEW
729
Railway, the New York board of railroad commissioners has with-
drawn its consent to the issuance of a first mortgage for $3,500,000
by the Buffalo Batavia & Rochester company.
Chicago <£. Milwaukee Electric Railroad, Highwood, III. — This
company has begun condemnation proceedings to secure a right
of way in the southern part of Milwaukee, Wis.
Chicago South Bend & Northern Indiana Railway, South Bend,
Ind. — Seven carloads of rails have been delivered at Rolling
Prairie. Ind.. to be used for the construction of the track from
that point to La Porte. Options have been secured on two routes.
S. Riddle. South Bend, general manager.
Cleveland Ashland & Mansfield Railway. — Work on the grading
of this company's line near Mansfield will be begun in the near
future by William E. Burke & Son, South Akron, O. This firm
also has the contract for grading the line between West Salem
and Seville, O., about four miles.
Cleveland Southwestern & Columbus Railway. Cleveland, O. —
This company is said to be considering the construction of a line
from Wellington to Medina, O.
Cortland & Auburn Railroad. — The New York railroad com-
mission has consented to an issue of a first mortgage for $1,000,000.
The company proposes to build from Cortland to Auburn, N. Y.
W. L. Weber of Philadelphia, chief engineer.
Covington & Southwestern Traction Company. — This company
has filed a mortgage for $275,000 in favor of the Collins Construc-
tion Company of Chicago to secure payment on a contract for
building the first eiglit miles of this road, which is to be operated
by gasoline power, from Covington to Coal Creek, Ind. President,
W. G. Ruhl, Chicago, states that this section will be in operation
in six months. It is intended to extend later to Crawfordsville.
Edmonton (Alberta) Electric Railway. — Surveys have been
made for the municipal street railway on Jasper avenue, Pirst and
Strathcona streets, seven miles. Track and power house will
be built by the city. R. R. Keely, chief engineer.
El Paso, Tex. — It is reported that Chicago capitalists are
planning to build an electric railway from El Paso, Tex., to
Las Cruces. N. M.. and that they will apply for franchises within
the next few days.
Eugene & Eastern Railway, Portland, Ore. — A. Welch, presi-
dent of this company, writes that surveys are being made from
Eugene to Blue River, Ore., the terminals of the line, and that
grading will commence next September. The line, which will be
operated by both steam and electricity, will be 52 miles long
and will serve the intermediate towns of Corvallis, Springfield
and Wendling. Power for the electrical operation of the road
will be generated at the power house in Springfield, now being
built. Six miles of the overhead construction work, which is of
the single-phase type, already has been completed from Eu-
gene to Springfield, with three miles now under construction
in Eugene. The electrical equipment of the power house and
substations will be furnished by the General Electric Company.
The J. G. Brill Company has the contract for furnishing the cars.
A. Welch, president and chief engineer, 502 Fenton building, Port-
land, Ore.; E. W. Hall, secretary.
Evansville & Southern Indiana Traction Company, Evansville.
Ind. — A large force of men is engaged in rebuilding the line of
the Evansville Princeton & Vincennes Interurban Railway, which
has been absorbed by this company, from Evansville to Prince-
ton, Ind., 2S miles. The line was built about four years ago. and
has some very steep grades and several short-radius curves.
When the work now in progress is completed the maximum curva-
ture will be 4 degrees and the maximum grade 2 per cent. This
involves the rebuilding of about half the line. R. H. Cole, chief
engineer.
Fairfield, Me. — It is reported that arrangements for an electric
railway to Shawmut. Me., together with plans for the construction
of a car house, 24 by 90 feet, have been completed by A. F. Gerald.
Surveys are now completed and the route decided upon.
Grand Valley Railway. — The Grand Valley Railway and the
Brantford Street Railway of Brantford, Ont., and the Woodstock
& Ingersoll Railway have arranged for a consolidation under the
name of the former company, which will be headed by M. A.
Verner of Pittsburg, and several important improvements have
been planned. The track mileage In Brantford will be doubled
and Colborne street double-tracked. The system will be extended
to Cainsville on the east and a new line will be constructed on
the private right of way, via Burford and Cathcart, to Woodstock,
there connecting with the Woodstock & Ingersoll line, which will
be extended to London. It is also planned to build by private
right of way to Port Dover, via Mt. Pleasant, Boston. Waterford
and Simcoe.
Greenfield Bernardston & Northfield Street Railway, Greenfield,
Mass. — This company, which was recently incorporated to build
an electric railway from Greenfield to Northfield, Mass., 13 miles,
has elected C. H. Webster of Northfield president and A. D. Flower
of Greenfield secretary and treasurer. It has been decided to
enter Greenfield on Chapman street and to proceed to Northfield
via Bernardston and past the Country Club golf links.
Greensboro (N. C.) Electric Company. — It is reported that this
property, Including an electric line from Greensboro to White
City, and electric lighting and gas plants, has been purchased by
W. T. Van Brunt and associates of New York, who will extend
the line to High Point, N. C.
Hattlesburg (Miss.) Traction Company. — H. A. Camp, presi-
dent, states that this company will begin operating cars over its
new line by August 1. Five miles of track has already been laid
and the remaining two miles will be completed by the time the
cars arrive.
Helena & Butte Electric Railway. — Surveys are being com-
pleted for this line from Helena to Butte. Mont., which will connect
these two cities with the pleasure resorts at Lake Hauser and the
Broadwater natatorium, and will run through a rich mining
district. It is estimated that the line can be built with 80-pound
rails for $40,000 per mile. H. G. Pickett, president.
Helena (Mont.) Light & Railway Company. — The Eighth street
line in Helena has recently been rebuilt and work is to begin soon
on the reconstruction of the Harrison street and other lines. The
State street line is to be extended.
Illinois Traction Company, Champaign, HI. — Work on the Lin-
coln-Mackinaw line was begun last week. The Crescent Construc-
tion Company, subcontractors under Tuttle Brothers of Decatur,
has pitched a camp six miles south of Mackinaw, where there is
some of the heaviest work on the line. Work is also in progress
between Lincoln and Congerville.
Indianapolis & Western Traction Company. — Chief Engineer
Hohn of the Keystone Construction Company announces that the
track from Indianapolis to Plainfield. Ind.. will be completed this
week. This will enable the operation of a through service between
Greencastle and Indianapolis.
Indiana Union Traction Company, Anderson, Ind. — Several im-
portant improvements are to be made on the Muncie-Union City di-
vision. The roadbed is to be improved and widened and the overhead
work is being overhauled. New rails are being laid on several
of the city lines in Muncie.
Jackson (Mich.) Consolidated Traction Company. — This com-
pany has begun the work of constructing an extension of the
Vandercook lake line to Wolverine park, where several new amuse-
ment devices are being installed.
Kalamazoo Lake Shore & Chicago Traction Company, Kala-
mazoo, Mich. — It is stated that the construction of this company's
proposed branch line from Toquin to Paw Paw Lake has been de-
cided upon. James Grant, general manager, Kalamazoo, Mich.
Kansas City Springfield & Southern Railway, Nevada, Mo. —
C. C. McFaun, general manager, states that a change in the com-
pany's route ras delayed the date of beginning construction. It
was originally planned to build the road from Springfield to
Stotesbury, Mo., 94 miles, but it has now been decided to build
to a terminus at Nevada by a shorter route, which will necessitate
making new right of way contracts. Construction is to begin at
Carthage.
Lewisberry & Strinestown Street Railway. — Governor Stuart
of Pennsylvania has approved this company's application for an
extension of its chartered route from New Market to New Cumber-
land and Harrisburg, Pa. It is stated that the company will soon
apply for franchises on several streets in Harrisburg.
Mexico Perry & Santa Fe Traction Company, Mexico, Mo. —
An officer is reported to have stated that contracts are to be let
this month for building this proposed electric line from Mexico
to Perry, Mo., via Molino and Santa Fe, 27 miles. The work will
include two steel bridges and three trestles. S. L. Robinson, presi-
dent, Mexico; C. O. Thon, chief engineer, Brileville.
Mineral Wells (Tex.) Electric Railway. — It is reported that
this company's new street railway line in Mineral Wells will
be in operation in about two weeks.
Mississippi Valley Electric Railway, Nauvoo, III. — Between the
dates of June 1 and June 15 this company will let contracts for
grading its 45-mile interurban line between Carthage and Nauvoo,
111., and is now ready to receive bids on ties, poles and other
electric railway equipment. T. R. Smith, principal assistant en-
gineer, 1034 Rookery building, Chicago, 111.
Nashville (Tenn.) Interurban Railway. — President H. H. May-
berry has announced that actual construction work on the inter-
urban line from Nashville to Mt. Pleasant, Tenn., will be started
some time during the present week. Surveys have been completed
and the deals for right of way are being closed up. The Interurban
Company of New York has the contract. D. A. Proctor, chief
engineer, Nashville.
Negaunee, Mich. — Work on the proposed 14-mile interurban
electric line from Negaunee to Marquette, Mich., has been post-
poned until next fall. Right of way has been secured and surveys
are being made by the Lake Superior Construction Company,
Cleveland, O., which has the letting of the contracts for the
road. T. F. Laist, Lennox building, Cleveland, O., is chief en-
gineer.
Nipissing Central Railway, Cobalt, Ont. — It Is reported that
this company is considering the construction of an electric
railway from Cobalt to New Liskeard.
Oklahoma City El Reno & Southwestern Interurban Railway,
Oklahoma City, Okla. — It is reported that this company expects
to begin work in about 90 days on the electric line to connect
Oklahoma City, El Reno and Shawnee, and that G. W. Martin,
representing the company, has closed a contract with the Okla-
homa City Railway for the use of its terminals and tracks within
the city.
Oregon Electric Railway, Portland, Ore. — This company is now
securing right of way from Beaverton to Hlllsboro, Ore., for its
proposed line from Portland.
rso
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 22.
Philadelphia & Western Railroad. — Regular operation over this
company's new elevated line from Sixty-ninth and Market streets,
Philadelphia, Pa., was started on May 22. A half-hour schedule
will be maintained for a short time, but it is expected to install a
15-minute schedule later. W. H. Simms, general superintendent.
San Bernardino Valley Traction Company, San Bernardino,
Cal. — It is stated that the Arrowhead extension will be opened
for traffic by June 7. The rails have been laid and the ballasting
is being completed this week. F. R. Harris, chief engineer.
San Joaquin (Cal.) Power Company. — It is reported that sur-
veys have been completed for this company's proposed line to
the Tosemite valley, through Wawona, Crane valley and Pollasky,
and that financial arrangements are being made for the construc-
tion of the line. A. C. Balch of Los Angeles is president.
Seymour <£. Brownstown (Ind.) Interurban Motor Line Railway
Company. — This company, incorporated to build a traction line be-
tween the two cities named, is to be constructed of concrete upon
which to operate automobiles and motor cycles as common carriers.
Joseph I. Irwin of the Indianapolis Columbus & Southern Traction
Company and Z. T. Sweeny of Columbus, Ind., are back of the
project.
Sioux City Traction Company. — Material for building three miles
of additional track has been ordered by this company and six new
cars and four trailers are now being built. E. L. Kirk, manager,
Sioux City, la.
Spokane & Inland Empire Railroad, Spokane, Wash. — Passen-
ger and freight service is expected to be started within a few
days between Oakesdale and Garfield, Wash. The line has been
operating between Spokane and Spring Valley Junction for several
months and service was recently extended to Oakesdale. The
poles are up as far as Garfield and the overhead work is nearly
completed. Track is laid between Garfield and Palouse and when
the electric operation is extended to Garfield it is expected to
run the trains into Palouse by steam temporarily. Rapid progress
is being made on the grading between Palouse and Moscow, Idaho.
Springfield (111.) Consolidated Railway.— This company has
started grading on the extension to the Zoo park, north of the city,
and it is expected to have cars running some time this summer.
Several of the city lines are being relaid with 73-pound rails.
Suitman, Ark.— It is reported that R. L. Kane and W. T.
Hammock are interested in a project to build an electric railway
to Conway.
Syracuse, N. Y. — It is understood that the street railway in-
terests headed by Mr. C. D. Beebe of Syracuse have decided to
construct a new line from Auburn to Seneca Falls, N. T., 14
miles. This line will necessitate a 2-mile bridge or viaduct over
Cayuga lake. Preliminary surveys have been completed.
United Traction Company, Albany, N. Y— Michael F. Dollard
has the contract for grading an extension from Madison avenue
and Allen street, 1,500 feet west to the city limits.
Washington (D. C.) Railway & Electric Company.— This com-
pany has decided to build an extension of the Washington & Rock-
vine Railroad, a subsidiary company, from Rockville to Gaithers-
burg, five miles. The Rockville & Gaithersburg Railroad will
be incorporated to build the new line, it is stated, and right of
way will be acquired at once. Surveys have been started and
construction is to begin as soon as the preliminaries can be ar-
ranged. H. W. Fuller, general manager.
West Shore Railroad. — The first electric car was operated over
the newly electrified road between Utica and Syracuse, N. Y., on
May 21, to test the new electrical equipment.
Personal Mention
POWER HOUSES AND SUBSTATIONS
Claremont (N. H.) Railway & Lighting Company.— This com-
pany will build an extension to its power plant, in which a Deisel
oil engine of 1,000 horsepower and a Fort Wayne generator of
600-kilowatts capacity will be installed. Material for a 17-mUe
11.000-volt transmission line will also be purchased. I. N.
Wheelock, Claremont, N. H., is manager.
Edmonton (Alberta) Municipal Railway. — Contracts have been
let to the Allis-Chalmers Company of Milwaukee for gas engines
and to the Power & Mining Machinery Company of Milwaukee
for producers for the power house of the new municipal street
railway system. The power house is to be built by the city.
Hattiesburg (Miss.) Traction Company. — This company an-
nounces that work on a new power house will be begun at once.
H. A. Camp, president.
Ontario Light & Traction Company, Canandaigua, N. Y. — It is
announced that this company will spend about $30,000 on over-
hauling its plant. J. H. Pardee is general manager.
Springfield (Mass.) Street Railway Company.— This company is
planning to improve its power house at Goulds Mills, Mass. During
the coming summer the height of the dam will be increased one
foot, giving a fall of 24 feet, which can be increased to 25 feet
by flash boards when necessary. A pair of waterwheels, driving 200-
kilowatt General Electric generators, will be installed. This work
will be done by the Black Company, Keene, N. H.
Western New York & Pennsylvania Traction Company, Olean,
N. Y. — This company has let a contract for building a substation
at East Bradford, Pa.
Mr. Eugene V. Maling has resigned as superintendent of the
Sheburne Falls & Colerain Street Railway, Sheburne Falls, Mass.,
effective on June 1.
Mr. F. L. Reed has been appointed superintendent of the Shel-
burne Falls (Mass.) & Colerain Street Railway, succeeding Mr.
A. V. Maling, resigned.
Mr. Wade Watterson, assistant superintendent of the Illinois
Traction System at Carlinville, 111., has been appointed superin-
tendent of terminals at Springfield, 111., and St. Louis, Mo.
Mr. W. A. Satterlee, assistant general manager of the Kansas
City Railway & Light Company, has been appointed assistant to
the sales manager of the Ohio Brass Company at St. Louis, Mo.
Mr. H. F. Scott, formerly with the New Jersey & Pennsylvania
Traction Company. Trenton, N. J., has been appointed master
mechanic of the Roanoke (Va.) Railway & Electric Company.
Mr. Frank Shorton has accepted a position with the Evans-
ville (Ind.) Electric Railway as superintendent of its recently
completed line between Evansville and Rockport, Ind. The line
will be formally opened on June 1.
Mr. P. Barnard, Jr., has resigned his position as superintendent
of the Central Kentucky Traction Company to become secretary
and general manager of the New Tuscarawas County Electric Light
& Power Company, New Philadelphia, O.
Mr. C. E. Flynn, second vice-president of the Conneaut & Erie
Traction Company. Erie, Pa., has resigned, effective on June 30,
and Mr. B. E. Walker, now superintendent and engineer of the
power station, has been appointed to succeed him.
Mr. Joseph Burdreau. heretofore superintendent of the Hart-
ford (Conn.) lines of the Consolidated Railway, and associated with
this road for the past 13 years, has resigned to become superin-
tendent of the Scranton Railway, with headquarters at Scranton.
Pa.
Mr. S. K. Holland, formerly of Springfield, 111., has been
appointed traffic manager of the Peoria Bloomington & Champaign
Traction Company, a part of the Illinois Traction System, which
recently opened its line from Peoria to Bloomington, 111. Mr. Hol-
land will have headquarters at Peoria.
Mr. E. L. Schmock, who resigned in February as auditor of the
Kokomo Marion & Western Traction Company, to become assistant
secretary of the Cleveland Painesville & Eastern Railroad, has been
appointed purchasing agent of that company, with headquarters-
at Willoughby, O., effective on May 20.
Mr. C. F. Bryant, heretofore auditor of the Connecticut Rail-
way & Lighting Company, Bridgeport, Conn., has resigned to be-
come assistant to Mr. A. L. Linn, Jr., auditor of the Mohawk Valley
Company, the holding company for the electric properties of the
Andrews syndicate and the New York Central & Hudson River
Railroad. Mr. Bryant's headquarters will be in New York City.
Mr. A. L. Gillette has resigned as superintendent and electrical
engineer of the Escanaba (Mich.) Electric Street Railway to-
accept a similar position with the Sterling Dixon & Eastern Elec-
tric Railway at Sterling. 111., succeeding Mr. John Powers, who re-
signed recently, as noted in the Electric Railway Review of May 25,
to become connected with the Galesburg Railway & Light Com-
pany.
Mr. John Hanf has resigned as master mechanic of the Inter-
national Railway Company, Buffalo, N. Y., on account of ill health.
Previous to his appointment with the International Railway in
1900 Mr. Hanf was connected with the Wilmington (Del.) City
Railway and still earlier with the Philadelphia Rapid Transit Com-
pany and the Hestonville Mantua & Fairmont Park Railway. He
also at one time was connected with The J. G. Brill Company of
Philadelphia. Mr. W. H. Evans, master mechanic of the Indian-
apolis Traction & Terminal Company, has been appointed to suc-
ceed Mr. Hanf, as noted in the Electric Railway Review of May 25.
Mr. C. V. Wood, formerly superintendent of the Pittsburg
and Cleveland divisions of the Wheeling & Lake Erie Railroad,
the Wabash-Pittsburg Terminal Railway and the West Side Belt
Railroad at Canton, O., has been appointed general freight and
passenger gent of all the electric lines in Massachusetts under the
control of the New York New Haven & Hartford Railroad, with
headquarters at Worcester, Mass. This appointment marks the
first definite step in the inauguration of through passenger, freight
and express business on the lines controlled by this company in
Massachusetts. Mr. Wood is well qualified to fill the position,
having had an extensive steam railway experience dating from
1881, when he entered the service of the Grand Trunk Railway as
telegraph operator. Since that time he has filled important posi-
tions on various steam roads of the east and middle west. In
1899 he became general manager of an electric freight line in
Pittsburg, where he remained until October, 1902, when he was
appointed superintendent of the West Side Belt Railroad at Pitts-
burg, and later division superintendent of the Wheeling & Lake
Erie, as noted above. Mr. Wood's jurisdiction will extend over
the Worcester Consolidated, the Worcester & Southbridge,
Worcester & Blackstone Valley railways and the Springfield and
Berkshire systems, and will include entire charge of the excursion
as w'ell as the through passenger and parcels express business of
June 1, 1907.
ELECTRIC RAILWAY REVIEW
7:!1
the company. He will be assisted by Mr. A. B. Smith, general
traffic manager of the New England Investment & Security Com-
pany.
Mr. Cabin Skinner, heretofore master mechanic of the Scioto
Valley Traction Company. Columbus. O., has been appointed
superintendent, succeeding Mr. L. C. Bradley, resigned, as reported
in last week's issue of the Electric Railway Review. Mr. Skin-
ner's experience in mechanical -work covers a period of 27 years.
most of which, until his connection with the Scioto Valley com-
panv. was spent in steam railway work. He was born on August
22. 1S55. near Zanesville. O.. and obtained his first experience with
the Pittsburg Cincinnati & St. Louis Railway, where he remained
until 1890. serving consecutively as apprentice machinist, loco-
motive fireman and locomotive engineer. From 1S90 to 1891 he
was road foreman of engines with the Chicago & Erie Railroad:
from 1891 to 1S94 master mechanic of the Ohio & Mississippi
Railway, serving in the same capacity with the Alabama Great
Southern from 1894 to 1899. Since that time he has served on
several other steam roads, among them the Chicago & Alton and
the Peoria division of the Cleveland Cincinnati Chicago & St.
Louis. He has been connected with the Scioto Valley company
since its reorganization in 1903.
Mr. J. X. Shannahan has resigned as general superintendent
of the Fonda Johnstown & Gloversville Railroad, and as president
of the Adirondack Lakes Traction Company of Gloversville, N. Y.,
to become general man-
ager of the Washington
Baltimore & Annapolis
Electric Railway of Balti-
more. Md., now under
construction between the
cities mentioned in its
title, and soon to be
placed in partial opera-
tion. Mr. Shannahan
was graduated from
Rensselaer Polytechnic
Institute in 1894. Enter-
ing the employ of the
government he worked for
nine months as a
draught sman at the
Watervliet arsenal. This
position he resigned to
enter the service of the
New York Central &
Hudson River Railroad at
Rochester. X. Y., as in-
spector of signals. After
several years' service with
this company he became
connected with the Fonda
Johnstown & Gloversville
Railroad as chief en-
gineer. This was in 1899,
and just about the time the Fonda Johnstown & Gloversville
Railroad was being partially equipped for electrical operation. In
this way, during the next four years Mr. Shannahan had charge
of building the double-track electric line between Gloversville and
Schenectady, X. Y.. and the single-track line between Amsterdam
and Hagaman. On January 1, 1903, Mr. Shannahan was made
general superintendent of the company, in charge of both steam
and electrical operation, and at the same time was elected man-
ager of the Edison Electric Light & Power Company of Amster-
dam, X. Y. Early in 1904 he was elected president of the Adiron-
dack Lakes Traction Company. For several years Mr. Shannahan
has taken an active interest in the affairs of the Street Railway
Association of the State of New York, of which body he is at the
present time president, having been elected to that office in June,
1906. Mr. Shannahan also is an associate member of the Ameri-
can Society of Civil Engineers and during 1905 and 1906 served as
president of the Rensselaer Society of Engineers. He will be
succeeded on the Fonda Johnstown & Gloversville Railroad by
Mr. W. H. Collins, master mechanic of the company.
The directors of the Scioto Valley Traction Company have
re-elected Mr. F. A. Davis president and general manager, Mr. W. S.
Courtright vice-president, and Mr. E. R. Sharp secretary and
treasurer. The directors also accepted the resignation of Mr. L. C.
Bradley and passed the following resolution: "Whereas, Mr. L. C.
Bradley, who has been the superintendent of this company since
it began operation, has tendered his resignation, to accept a posi-
tion with J. G. White & Co.; be it resolved by the board of directors
of this company that the resignation of Mr. Bradley be accepted
with regret and that in accepting said resignation, this board
takes the opportunity to express its appreciation of the careful,
faithful and efficient service which Mr. Bradley has rendered to the
company, with notable ability and capacity. Be it further resolved
that we extend to Mr. Bradley our best wishes for his future suc-
cess, and commend him to his new employes as a capable and
efficient operator of electric railways." At the close of the directors'
meeting Mr. Davis, on behalf of the officers and employes of the
company, presented Mr. Bradley with a Patek Philllpe watch. In
accepting the watch Mr. Bradley expressed his regret at leaving
■mpany and spoke of the pleasant relations which had existed
between the company, Its officers and himself. Mr. Davis has
Issued the following circular: "The resignation of Mr. L. C. Brad-
ley as superintendent of this company will become effective on May
25. Effective on May 26 the following appointments are hereby
made: Mr. W. V. S. Robb, purchasing agent and chief clerk to
general manager, with authority to use the name and signature of
the general manager In matters of operation. Mr. C. Skinner,
J. N. Shannahan.
superintendent in charge of transportation, mechanic idway
departments; trainmaster, shop foreman and roadmaster will re-
port to and receive instructions from him. Mr. L. K. Leggett.
trainmaster: dispatchers and trainmen will report to and receive
instructions from him. Mr. George A. Stiles, shop foreman; all
employes of the mechanical department will report to and r>
instructions from him. Mr. P. Maloney, roadmaster; all employes
of the roadway department will report to and receive Instructions
from him. Mr. J. O. Bradfield, general freight agent, in charge of
the freight traffic department: all local agents and station employes
will report to and receive instructions from him. Mr. C. Skinner.
superintendent, and Mr. J. O. Bradfield, general freight agent, will
report to the general manager. Mr. F. K. Young, auditor; Mr
Julian Griggs, chief engineer; Mr. R. Fullerton. chief electrician; Mr.
R. W. Parry, chief engineer power house; Mr. X. E. Rees, passen-
ger and claim agent; and Mr. R. E. Wood, storekeeper, will con-
tinue in charge of their respective departments and will report
to the general manager."
Mr. L. C. Bradley, for the past three years superintendent
of the Scioto Valley Traction Company at Columbus. O.. has
resigned his position, effective on May 25, to become associated
with J. G. White & Co. of New York City. Mr. Bradley was
connected for a number of years with Stone & Webster of Boston,
Mass., serving in an engineering capacity on some of the im-
portant western properties of this company. For several years
previous to his connection "with the Columbus property he was
superintendent of the Puget Sound Electric Railway, formerly
the Seattle-Tacoma Interurban Railway, resigning in May, 1904.
to accept a similar position with the Scioto Valley Traction Com-
pany. This company, which has the distinction of being the
first in Ohio to operate its interurban lines by the third rail, has
since become one of the most important of the third-rail systems
of the country, and to Mr. Bradley is due, in large measure, the
rapid development to its present high state of efficiency. His
familiarity with third-rail operation has led to his present appoint-
ment, although a more extended range of work covering the
supervision of the reorganization details and actual operation of
properties will be included in his new duties and will afford a
wider scope for his executive ability. He will be succeeded by
Mr. Calvin Skinner, master mechanic of the Scioto Valley company.
Mr. Edward W. Moore of Cleveland. O., president of the
Lake Shore Electric Railway, the Lorain Street Railroad and the
Sandusky Fremont & Southern Railway, has recently been elected
president of the Cleve-
land Painesville & East-
ern Railroad of Wil-
loughby, O., as announced
in last week's issue of the
Electric Railway Review,
succeeding Mr. Charles
W. Wason, resigned. Mr.
Moore was born in Ohio
on July 3, 1864, and was
educated in the public
schools. He began his
career with Everett,
Weddell & Co., bankers,
with whom he remained
from 1880 to 1S83. and
w-as later with the con-
struction company that
built the New York Chi-
cago & St. Louis Railway.
From 18S3 to 1888 he was
in the treasury depart-
ment of the railway.
From 1888 to 1890 he was
with the East End Sav-
ings & Banking Company
and was one of the or-
ganizers and the first
treasurer, from 1891 to
1899, of the Dime Savings
& Banking Company. From 1899 to 1901 he was vice-president
of this company. He was also one of the organizers of the
Western Reserve Trust Company. He is a director in numerous
electric traction and telephone companies in and around Cleve-
land. Toledo and Detroit, many of which he helped organize, and
now devotes his whole time to looking after his large financial
interests. Mr. Moore has long been connected with the develop-
ment of electric railways and it is estimated that since he made
his first street railway investment in the East Cleveland Railroad
in 1889 he has been interested in traction lines aggregating about
3,000 miles. The more important properties in the promotion of
which he has been Interested include the Aurora Elgin & Chicago
Railway, the Scioto Valley Traction Company, the Washington
Baltimore & Annapolis Electric Railway, the Montreal Street
Railway and the Syracuse Rapid Transit Company. He is at pit-s-
ent largely interested and a director in the Detroit United Rail-
way, the Toledo Railways & Light Company, the Northern Ohio
Traction & Light Company, the London Street Railway, the
Cleveland Painesville & Eastern Railway, the Lake Shore Electric
Railway and the Eastern Ohio Traction Company. He was elected
president of the Lake Shore Electric Railway In January. 1906. An
extended biography of Mr. Moore was published in the Street
Railway Review of March 15, 1906.
Obituary.
George F. Chapman, vice-president and general maim
the United Railroads of San Francisco, died in that city on May
23, after a brief Illness resulting from a cold contracted the pre-
vious Saturday, which rapidly developed Into pneumonia. -
Edward W. Moore.
732
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 22.
Financial News
Manufactures and Supplies
Barre <£. Montpelier Power & Traction Company, Barre, Vt. —
Control of this company has been sold' to a syndicate represented
by Frank M. Corey, president of the First National bank of Mont-
pelier, Vt.; Edward H. Devitt. Vermont state treasurer; and J. M.
Frost, electrical engineer. The company operates 9.2 miles of
road, extending between Barre and Montpelier.
Detroit United Railway Company. — It is announced that this
company has purchased the property of the Jackson Ann Arbor
& Detroit Electric Railway Company, which has done some con-
struction work in the vicinity of Dearborn, Mich.
Ft. Wayne & Wabash Valley Traction Company, Ft. Wayne,
Ind. — Gross earnings for March amounted to $92,500.22 as compared
with $79,991. S2 in March, 1906. Operating expenses were $58,844.24
in March, 1907 and $51,472.90 in March, 1906, leaving net earnings of
$33,655.98 and $28,518.92, respectively.
Grand Rapids Grand Haven & Muskegon Railway Company,
Grand Rapids, Mich. — At a meeting of stockholders on May 21 the
following directors were elected: George C. Smith of Pittsburg,
Pa.; Wallace Franklin of Detroit, Thomas F. Carroll of Grand
Rapids, Sydney E. Junkins and Carl M. Vail of New York City.
Grand Valley Radial Railway, Brantford, Ont. — It is announced
that this company will be formed to acquire the properties of
the Brantford Street Railway Company, the Grand Valley Radial
Company and the Woodstock & Ingersoll Railway Company.
Hudson Valley Railway, Glens Falls, N. Y. — Earnings for the
quarter ended March 31 were as follows:
Quarter ended March 31 — 1907. 1906. 1905.
Gross $107,884 $96,69S $80,993
Expenses 103,602 73,453 72,821
Net $ 4,282 $23,245 $ 8,172
Other income 1.78S 2,664 3,969
Total income $ 6,070 $25,909 $12,141
Charges 50,029 64,178 63,171
Deficit $ 43,959 $38,269 $51,030
North American Company. — In offering for sale the new issue
of short-time notes of this company, Lee, Higginson & Co. and
Redmond & Co. give the following statement of earnings: "The
surplus earnings for 1906 of the principal companies in which the
North American Company is interested, after deducting all operat-
ing expenses, reserves, interest charges and dividends paid,
amounted to $1,193,9S4.66, of which, if distributed, the share of the
North American Company would have been $886,518.58. The net
cash income of the company for the fiscal and calendar year 1907
is estimated at $1,850,000, or $1,600,000 in excess of the total interest
charges upon the entire authorized issue of notes.
St. Joseph (Mo.) Railway Light Heat & Power Company. —
The New York stock exchange has listed $58,000 additional 5 per
cent first mortgage bonds of this company. These bonds were
issued on account of the following expenditures for improvements to
the property:
Extension and reconstruction of tracks, Including special
work $ 3,377.52
Extension of overhead lines — railway 561.50
New paving 17,326.86
New electric cars, trucks and motors 9,654.93
Construction of tunnel 4,650.83
Power house equipment 26,265.91
New car shops 563.64
Extension of overhead lines, new transformers and new
meters, light and power department 6,819.52
Extension of steam heat lines 5.00
Total $69,225.71
Western Railways & Light Company. — We are officially advised
that this company has been organized as a holding company,
which will take over the following properties, controlled by W. B.
McKlnley of Champaign, 111., and W. B. Duncan of Portland, Me.:
Quincy (111.) Railway Company, Galesburg (111.) Railway & Light
Company, Citizens' Lighting Company of La Salle and Peru, 111.,
Illinois Valley Railway Company, La Salle, 111., and Wichita (Kan.)
Railway & Light Company. The Western Railways & Light Com-
pany will have no connection with the Illinois Traction Company.
Wilmington New Castle & Southern Railway Company, New
Castle, Del. — Wilmer Palmer and J. Chester Gibson of Wilmington,
Del., were appointed receivers of this road on May 23. The com-
pany operates 16 miles of road between Wilmington, New Castle
and Delaware City.
ROLLING STOCK.
Dividends Declared.
Tramway Rural, Buenos Aires, S. A., is reported in the market
for 75 electric cars.
Eugene & Eastern Railway, Portland, Ore., now under con-
struction, has placed an order with The J. G. Brill Company for a
number of cars. E. W. Hall, secretary, Portland, Ore.
Waupaca Electric Light & Railway Company, Waupaca, Wis.,
expects to purchase soon one double-truck closed car, with a seat-
ing capacity of 48 passengers.
Sioux City Traction Company, Sioux City, la., is building four
trailer cars at its own shops, in addition to the six summer cars
reported in the Electric Railway Review of February 9.
Delta Electric Light Power & Manufacturing Company, Green-
ville, Miss., is in the market for two closed vestibuled cars, having
cross seats, with a seating capacity of 28 to 32 passengers.
Whatcom County Railway & Light Company, Bellingham,
Wash., is building an electric locomotive and one express car at
its own shops and has also placed an order for three passenger cars.
Worcester Consolidated Street Railway, Worcester, Mass., is
receiving bids on five large closed suburban cars and will award
the contract in a few days. The cars are for use on the Clinton
Hudson & Leominster Railway.
Mexico Santa Fe & Perry Traction Company, a projected line
from Perry to Mexico, Mo., a distance of 27 miles, will be in the
market for rolling stock in about 30 days. S. L. Robinson, presi-
dent, Mexico. Mo.
Wagner Lake Shore & Armour Traction Company, recently in-
corporated to build a new line in South Dakota, it is reported will
purchase new rolling stock in about 90 days. A. H. Pease, Wagner,
S. D., may be addressed.
Indianapolis & Eastern Railway, Indianapolis, Ind., has placed
an order with the Cincinnati Car Company for five combination
passenger, smoking and baggage cars, to be 61 feet 6 inches in
length, in addition to the the 10 similar cars previously reported.
Pittsburg & Westmoreland Railway, Pittsburg, Pa., will soon
place an order for four or seven semi-convertible cars, to be
equipped with Monitor roofs and four 50-horsepower motors each.
R. W. Marshall & Co., 95 Liberty street. New York, will place the
order.
Chicago South Bend & Northern Indiana Railway, South Bend,
Ind., as reported in the Electric Railway Review of March 9, has
placed an order with the Cincinnati Car Company for 10 interurban
cars 61 feet 6 inches in length. These will be the same width as
standard steam passenger coaches and will be mounted on Baldwin
M. C. B. trucks.
Virginia Passenger & Power Company, Richmond, Va., as re-
ported in the Electric Railway Review of May 18, has ordered 20
semi-convertible cars from The J. G. Brill Company. The specifica-
tions call for the following details:
Seating capacity.. 42 passengers Height, track to trolley base.
Wheel base 4 ft. 6 in. 11 ft. 11 in.
Width over all 8 ft. 4 in. Body Wood
Underframe . . . .Wood and steel
Special Equipment.
Headlights 12-inch — Dash
Interior finish Cherry
Motors 4 GE-90
Retrievers Knutson
Trucks Brill
Platform Detroit
Chattanooga (Tenn.) Railways Company, preferred, quarterly,
H4 per cent.
Metropolitan Street Railway, New York, quarterly, 1% per cent.
Metropolitan West Side Elevated Railway, Chicago, preferred,
quarterly, three-fourths of 1 per cent.
Norfolk (Va.) Railway & Light Company, 1 per cent.
Air brakes Westinghouse
Curtain fixtures
Curtain Supply Co.
Curtain material Pantasote
Destination signs... Four — glass
Fenders Providence
Heating system Electric
Sacramento Electric Gas <£. Railway Company, Sacramento, has
placed an order for 44 closed cars, to be built at the Sacra-
mento shops of the company. These cars are now under construc-
tion and will be put into service by the Union Traction Company
at Santa Cruz, Santa Clara Interurban Railway at Palo Alto. San
Jose & Santa Clara County Railroad at San Jose, and the Sacra-
mento Electric Gas & Railway Company. The specifications call
for the following details:
Seating capacity.. 44 passengers Height, inside 8 ft. 6 in.
Weight 62,500 lb. Sill to trolley base. . .9 ft. 7 in.
Wheel base 4 ft. Track to trolley base
Length, body 20 ft. 6 in. 11 ft. 11 in.
Over vestibule 39 ft. 5 in. Body Wood
Width, inside 7 ft. 6 in. Underframe Steel
Over all 8 ft. 6 in.
Special Equipment.
Fenders Clark Seats Hale & Kilburn
Gears and pinions. General Elec. Trolley poles and attach-
Headlights ments General Electric
Boesch Lamp & Reflector Co. Trucks Builders' standard
Interior finish Varnish Valentine's
Ash — natural wood Ventilators Deck sash
Motors 2 GE-54 Vestibule California type
Paint Valentine's Couplers ....Builders' standard
Roofs Heavy duck
June 1. 19HT
ELECTRIC RAILWAY REVIEW
733
SHOPS AND BUILDINGS.
Buffalo & Lake Erie Traction Company. Buffalo. N. Y.— This
company's car house at Blaisdell. N. V.. was destroyed by fire on
May 22. together with 25 cars.
Grand Rapids Grand Haven &. Muskegon Railway, Grand
Rapids. Mich. — The directors at the recent annual meeting decided
to erect a new freight depot and car house at Muskegon at once.
Kalamazoo Lake Shore & Chicago Traction Company. Kala-
mazoo, Mich. — This company is planning the construction of a
passenger station and freight yards at Kalamazoo and South
Hayen. Mich.
Omaha & Council Bluffs Street Railway, Omaha. Neb.— This
company has completed a deal for the purchase of a piece of land,
262 by 6S5 feet, on the corner of Tenth and Dorcas streets, Omaha,
on which will be erected a car house, 150 by 450 feet, for the
accommodation of the Harney, Farnani and Dodge street cars.
TRADE NOTES.
Patrick H. Joyce, president of the Illinois Bolt. Xut & Forging
Company. Chicago, died suddenly of apoplexy on May 24.
Francis Ludlow Clark, chief engineer of the Westinghouse Air
Brake Company. Pittsburg, died on May 26 from paralysis. He was
65 years of age.
Lord Electric Company. New York, has been incorporated
with a capita! stock of »100,000, by Frederick W. Lord, Thomas P.
Curtis and Robert H. Hallowell.
Fred A. Daley, formerly treasurer and manager of the Under-
feed Stoker Company of America, Marquette building. Chicago, has
been elected president and treasurer of the company, effective on
May 24.
Fairbanks. Morse & Co., Chicago, have leased for 20 years the
property on the southwest corner of Eldridge court and Wabash
avenue, upon which the company will erect an 8-story building of
brick and steel construction, with ground dimensions of 42% by
165% feet.
Interurban Construction Company lias been incorporated in
Colorado with a capitalization of $150,000, for the purpose of con-
ducting a general contracting and engineering business. George
S. Van Law of Denver. Henry P. Dickinson and Eben X. Reaser
are interested.
E. H. Symington, western sales manager of the T. H. Syming-
ton Company, who was seriously hurt on May 18 while riding in
Lincoln park, is slowly recovering. Although he has not entirely
regained consciousness, there is a marked improvement in his con-
dition since our issue of last week.
Columbia Metal Supply Company. Brooklyn. X. Y.. has been
incorporated for the purpose of manufacturing engines, boilers,
machinery, tools, etc. The incorporators are: Charles A. Wessell.
300 Carlton avenue. Brooklyn: F. H. Wessell. and Burnham W.
King. 31S West Eighty-fourth street, Xew York.
Stanley-G. I. Electric Manufacturing Company. Pittsfleld,
Mass.. has had plans prepared for a 3-story foundry building. A
portion of this will he the main casting room for generator
frames. beds. etc.. while another department will be used to cast
small parts of machinery- The structure will cost approximately
$300,000, and a large amount will be expended for new machinery,
including cranes, pattern making and casting machinery.
Joseph H. Berry, prominent in industrial affairs and the head
of Berry Brothers, manufacturers of varnishes, Detroit, Mich., died
on May 22 from inflammatory rheumatism. He was born in Eliza-
beth. X. J., in 1839, and went to Detroit at the age of 17 years.
He was the projector of the Detroit Terminal Railroad and carried
its construction forward until it was purchased by other roads. He
was president of the Dwight Lumber Company and of the Detroit
Heating & Lighting Company, and was actively interested in
numerous other companies, with lines of manufacture covering
car wheels, pressed steel barrels, pig iron and sugar. He was also
a director of the Commercial National bank of Detroit.
Sirocco Engineering Company has recently been incorporated
in Xew Jersey for the purpose of the American manufacturing
rights of the Sirocco Engineering Works of Belfast, Ireland. The
company has been capitalized at $500,000 and has opened offices
in the new West Street building. 140 Cedar street. New York. A
temporary plant will be erected at the Bush Terminal stores,
South Brooklyn, and later on permanent works will be built near
Xew York City. The plant is to be devoted to turning out
ventilating fans, blowers, engines, pumps and other apparatus
made at the Belfast works. Samuel C. Davidson of Davidson &
Co., owner of the Belfast works, is president of the company.
The vice-president is William C. Redfleld, formerly president of
J. H. Williams .>; Co. of Brooklyn.
Industrial Engineering & Supply Company, S. A., of Mexico
M : . has recently been organized to do a general machinery
■apply business, and for this purpose has acquired a 4-story
building at Alcanceria Xo. 27. where the company will keep in
sto< k a large portion Is and where the headquarters of
the company will be located. The president of the company,
W. W. Wheatly. was formerly president and general manager
of the Mexico City Tramway. James A Pierce, general man-
ager, was formerly general superintendent of the Mexico Train-
at on,- ii til with Rossiter.
McGovern Jk Co. of .\ew York. The general sales agent is
William C. Benbow. who for many years has been in Mexico en-
gaged in selling mining, milling and manufacturing machinery
and electrical supplies. Mr. Benbow will represent in the future
the Wellman-Seaver-Morgan Company of Cleveland, as well as
the Industrial Engineering & Supply Company, S. A.
Under-Feed Stoker Company of America. Marquette building,
Chicago, reports among recent sales one to the Amoskeag Manu-
facturing Company, operating the largest cotton mill in the United
States, which has placed its fourth ord.er for 28 Jones stokers,
making a total of an even 100 purchased by that company and its
allied interests. Sixty of this number have been in operation for
some time past in the Manchester mills, controlled by the Amos-
keag Manufacturing Company, and 12 in the Amoskeag plant since
1902, where the fourth order for 2S will be installed. The York
Manufacturing Company, Saco, Me., now operating 21 Jones
stokers, the result of three orders, the first of which was placed
in September, 1902, has contracted for an additional 12 stokers,
which will make a total of 33 in its plant.
G. U. G. Holman has been appointed manager of the electrical
department of the Boston branch of the H. W. Johns-Manville
Company, New York, and has already entered upon his new work.
Mr. Holman is well known in electrical circles. After graduating
from the Massachusetts Institute of Technology, he was for
several years with the Thomson-Houston and General Electric
companies in Lynn, Mass., Xew York City and also in Minnesota.
He left the General Electric Company in 1892 to become railway
engineer of the Mather Electric Company of Manchester, Conn.,
and later was engaged in the lighting field in Philadelphia for five
years. In the last few years he has been connected with the
construction and operation of electrical enterprises in New York,
Philadelphia and Canada, and is ably qualified to make the most of
the opportunities offered him in his new field.
Electric Service Supplies Company, Philadelphia, manufacturer
of electrical and mechanical supplies, announces that Willis V.
Sweeten, formerly with the Elmer P. Morris Company, X'ew York,
has been appointed to a position with the Electric Service Supplies
Company. Mr. Sweeten will travel through Xew York state and
will make his headquarters at the Xew York office of the com-
pany. 2 Rector street. F. C. Peck, formerly real estate agent
for the Delaware & Hudson, is now connected with this company
in Philadelphia, covering the Philadelphia trade. T. F. McKenna,
who for some years has been traveling for Machado & Roller of
Xew York City, is now traveling in Pennsylvania for the Electric
Service Supplies Company, making his headquarters at the Mayer
& Englund department in Philadelphia. This company is the gen-
eral sales agent for the Xational trolley guard, which was described
in the Electric Railway Review of May 18. on page 667. •
John A. Walker, vice-president, treasurer and a director of
the Joseph Dixon Crucible Company, of Jersey City, N. J., died of
heart disease on May 23, at his home in that city. He was born
in New York City on Sep-
tember 22, 1837. He en-
tered the employ of Jo-
seph Dixon & Co. in 1867
and in the following year
became secretary of the
newly organized Crucible
company. Since that time
he has spent his business
life in official capacities
directing the interests of
the company. His ability
and foresight as a man-
ager and his knowledge
of industrial and com-
mercial conditions made
him the recipient of many
honors. At the convention
of the National Associa-
tion of Stationers and
Manufacturers at St.
Louis, in October, 1905, he
was elected first vice-
president. He was ap-
pointed by the governor
of New Jersey as a rep-
resentative delegate to
the national convention
for the extension of the
foreign commerce of the
United States, held in Washington, in January, 1907. He was
first vice-president of the Colonial Life Insurance Company and a
director of the Title Guarantee & Trust Company. He was a
member of the board of trade, the Union League Club, the Cosmos
Club, the Carteret Club and the Twilight Club of New York City.
Tweedy- Randolph Company, dealer in railway supplies, with,
offices in the Fisher building. Chicago, was incorporated in Novem-
ber, 1906, with the following officers: President, S. F. Randolph, Jr.;
treasurer. O. S. Tweedy; secretary and manager. P. W. Hood. Mr.
ii l was for four years manager of the western railway depart-
ment of i1 nd Rubber Company of Akron. O., with head-
quarters in Chicago. The company is railway representative in Chl-
of the Gutta Percha & Rubber Manufacturing Company of
New York City, manufacturer of air brake, steam, water, car-
Ing and tender hose; also packings, mattings, etc. The com-
presentatlve of the Washburn Steel Castings
,v Coup) mpany of Minneapolis, Minn., manufacturer of
couplets for locomotives, locomotive tenders, freight and passenger
John A. Walker.
734
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 22.
cars, as well as steel couplers for interurban and city electric
cars; also for J. H. Gautier & Co.. Jersey City. N. J., manufac-
turers of crucibles. In addition to these cited the company
handles hard rubber battery .iars for train lighting, rubber and
leather belting, cedar and cypress poles and seat springs for rail-
way coaches, etc., the latter article being manufactured by the
company at its Jackson, Mich., factory.
Union Electric Company and the General Railway Supply
Company, both of Pittsburg.- have consolidated their interests and
will be operated 'hereafter under the name of the Union Electric
Company. The new company is capitalized at $250,000. The fol-
lowing officers have been elected: George Yv. Provost, president;
Percy R. Frost, vice-president and manager of lighting depart-
ment; J. P. Provost, treasurer; L. H. Keller, secretary. Thomas
M. Cluley has been appointed manager of the railway department.
The new company will continue the sale of railway, power, marine
and telephone supplies and will also continue the agencies carried
by the General Railway Supply Company, namely, R. D. Nuttall
Company, gears, pinions and trolleys: International Register Com-
pany's products; General Electric line material and rail bonds:
Crouse-Hinds arc headlights; Locke high-tension insulators, and
Wilson trolley clutches; also motor and controller parts for West-
inghouse and General Electric apparatus.
furnace to the boiler. This is especially valuable in the Scotch
marine type of boiler, largely used in electric railway and pumping
stations, since by connecting the down-comers to the shell of the
boiler directly beneath the furnaces, a rapid positive circulation
is established in that portion of the boiler in which ordinarily
the circulation is almost totally missing.
A further gain resulting from the use of the Hawley furnace is
an increased heating surface. This materially adds to the capac-
ity of the plant without the installation of further boilers, and is
a point of considerable importance in plants working beyond their
norma] capacity.
This system of combustion is installed by the company under
rigid guarantees of performance which insure the customer against
risk of any kind, and the better operation of the furnaces effects a
large economy in fuel consumption. The furnaces, it is stated,
practically earn their cost in less than two years. During the past
17 years of the company's existence over 6,000 furnaces, with an
aggregate horsepower of about 1,650,000, have been installed, both
in this country and abroad.
RED "E" SOLDERING PASTE.
CHANGES IN THE REVIEW STAFF.
Mr. John B. Bennett, formerly connected with the Street
Railway Journal and more recently manager of the Munici-
pal Journal and Engineer, has joined the business staff of the
Electric Railway Review as eastern manager, with office at 150
Nassau street, New York City. Mr. Bennett's strong individuality,
his wide acquaintance in the street and electric railway field and
his large practical experience in the business of publishing tech-
nical journals make him a strong addition to our already strong
organization.
Mr. C. R. Mills, who has for several years been advertising
representative of The Railway Age, has been appointed western
advertising manager of the Electric Railway Review, with head-
quarters at the general offices in Chicago.
Mr. E. J. Hunt has been transferred from the circulation to
the advertising department and will be district manager in charge
of advertising in the central territory, with office at Cleveland, O.
Mr. William Padget. who has hitherto represented the Review
in the east, has been appointed district manager of The Railway
Age, with office at Cleveland.
The desirability of securing a soldering flux put up in such
form as to be convenient and cleanly to handle, easily and quickly
applied and at the same time achieve satisfactory results and
"keep" indefinitely, is realized by electricians, linemen or repair
or shop men having use for a preparation of this nature in either
large or small quantities. The demand for a combination of these
desirable features also has been recognized by manufacturers and
from time to time there have been placed upon the market pastes
designed to meet these requirements.
A soldering flux which, although new to the public, has been
tested and said to have proved satisfactory in every way is known
as the Red "E" soldering paste and is a product of the Chase-
Shawmut Company of Newburyport, Mass. This paste is put up
in collapsible tubes of sizes convenient for carrying in the pocket
or the tool bag, the smaller size being % by 4 inches and the
larger 1 by 6 inches. It is said to be non-corrosive and there-
fore does not eat into but cleans the surfaces to which it is applied,
thus allowing the solder to run freely and affording more satis-
factory results. The paste also is said to be but little affected by
temperature, weather or the material with which it comes in con-
tact, and therefore will keep indefinitely.
The combination of these desirable qualities, together with the
low price for which it is sold, should serve to make this product of
considerable value.
HAWLEY DOWN DRAFT FURNACE.
At no time during the history of the steam engine and boiler
has there been carried on such a lively crusade as that which is
now being prosecuted by municipalities against factories, lighting
and railway plants which are producing smoke. With ordinary
grates it is well know'n that it is an
absolute impossibility to prevent the
formation of smoke. It is quite im-
possible to secure firemen who will
properly work the fires so as to coke
the coal and to regulate the upper
draft so that the volatile gases which
are distilled from the green fuel are
properly mixed with the required vol-
ume of air at a sufficiently high tem-
perature to insure complete combus-
tion.
There are practically no engineers
who do not recognize the coking
method as the only satisfactory and
proper method of obtaining complete
combustion, and as this method is
acknowledged superior to all others,
it has been adopted as the operating
basis of the improved Hawley down
•draft furnace, manufactured by the
Hawley Down Draft Furnace Com-
pany of New York and Chicago.
These furnaces, as it will be seen
from the illustration, consist of an
ordinary grate, above which is located
a second grate formed of water tubes
expanded into front and back headers,
which are connected respectively with
the lower and upper portion of the
boiler, the exact location of the con-
nections depending upon the type and
the design of boiler to which the fur-
nace is fitted.
The operation of the grate is as follows: The fire on the upper
grate distills the volatile matter from the green coal as it is fired,
which is then drawn downward and mixed with the proper amount
of air directly above the incandescent coke, thus maintaining the
temperature of the gases sufficiently high to insure perfect com-
bustion and preventing the formation of at least 90 per cent of
the smoke. The coke, formed by the distillation process on the
upper grate, gradually falls onto the lower grate, where it burns
freely with an intense heat; the two processes (being thus separate)
are carried out under the most favorable conditions.
The green coal may either be charged onto the water-tube
grate automatically through chutes from overhead bunkers or may
be charged by hand through the upper firing doors. It is self-
evident that besides insuring complete combustion, further econo-
mies are assured by the use of this grate, because of tiie materially
increased circulation, resulting from the method of connecting the
Electric Railway Guide for Chicago and Vicinity.
The Chicago and Interurban Trolley Guide Company of Chi-
cago has issued an electric railway guide to Chicago and vicinity,
a booklet of 40 pages containing schedules of the cities, towns,
Hawley Downdraft Furnace.
villages, suburbs and amusement, summer and fishing resorts which
may be reached by electric railways, giving maps, fares, time
and mileage to such points. Chicago is now well provided with
electric railways, both trolley and third rail, which put the residents
of the city within easy reach of the many points of interest. The
lines out of Chicago include the Aurora Elgin & Chicago Railway,
the Chicago & Joliet Electric Railway, the Chicago & Southern
Traction Company, the South Chicago City Railway, the Chicago &
Milwaukee Electric Railroad, the Calumet Electric Railway and
the Chicago Riverside & Lagrange Suburban Railroad.
Joseph T. Ryerson & Son, Chicago, have had plans prepared
by Ritter & Mott, 204 Dearborn street. Chicago, for a warehouse
and office building, to be built at Rockwell and Fifteenth streets.
The building will be one and three stories in height, of fireproof
construction, with brick exterior and concrete foundation.
4
(M1W
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postoffice, Chicago, 111., as Second-class Matter.
Subscription in advance, including special daily editions published from time
to time in places other than Chicago, postage free:
United States or Mexico, $2;
Canada, $3,511; Postal Union Countries, $5; Single Copy, 10 cents.
New York: 150 Nassau Street
Vol. XVII, No. 23
CHICAGO, JUNE 8, 1907
Whole No. 215
TABLE OF CONTENTS.
Editorial:
— Key Seats in Axle Gear-Fits 735
— Adjusting the Trolley Springs 735
— Well Built Portable Substations 735
— Forms in Freight Accounting 736
— New York Public Utilities Law 736
— A Good Roadbed and Track 736
— Permanence in Power House Design 7::"
Defrauding with Duplicate Registers 7:!7
The Northern Electric Railway (Illustrated) 7::n
Second Meeting of the Central Electric Accounting Con-
ference 7-1 i
Public Utilities Law in New York 7 1",
Turbo-Generating Plant of the Potomac Electric Power Com-
pany. Washington. D. C. (Illustrated) 747
Personality in Handling Employes. By H. H. Vreeland 750
An Air-Operated Yard Crane (Illustrated) 751
Extension of the Southwestern Traction Company 751
Valves of Reduced Dimensions (Illustrated) ,. 752
Important Consolidation Desired in Massachusetts 752
Temporary Hoods for Open Platforms (Illustrated) 753
Fiesta Floats at Los Angeles (Illustrated) 753
A One-Man Drum Carriage (Illustrated) 753
Book Table 734
Piping and Power Station Systems— XLII. By W. L. Morris,
M. E. (Illustrated ) 755
Recent Electric Railway Legal Decisions. By J. L. Rosenberger. 756
News of the Week:
— Electric Railway Accidents 758
— Chicago Traction Reorganization 758
— Brooklyn Subway Authorized 758
— Hearing on Philadelphia Ordinance 758
—Labor Affairs 758
— Indianapolis Meeting of the American Society of Mechan-
ical Engineers 758
Construction News:
— Franchises 759
— Incorporations 759
— Track and Roadway . . . , 759
— Power Houses and Substations ~Q-
Personal Mention 762
Financial News 763
Manufactures and Supplies:
—Rolling Stock 764
— Shops and Buildings 764
— Trade Notes 764
— Advertising Literature 765
The National Crossing Signal (Illustrated) 76 3
In the designs for axles recommended by the standardization
committee of the Central Electric Railway Association and
presented in the Electric Railway Review
Key Seats for May 25, page 677, it will be noted that
In Axle the key seat in the gear-fit is shown with
Gear-Fits. its bottom surface rounded at the ends to
a 1%-inch radius and not made as usually,
by drilling two holes in the shaft and slotting-out the metal
between these holes. Experience has shown that when key
seats are cut by the latter method breaks in the shaft fre-
quently start with a crack originating at the end of the key
seat where one of the holes has been drilled and where a
sharp angle exists. To remove this weak point it is sug-
gested that the key seats for the gears be made with a mill-
ing cutter instead of a key-seating machine. This will pro-
vide a fillet at either end of the seat, sloping from the inner
surface to the gear-fit. Trouble might be expected from the
round-end keys not staying in place while the gears were
being pressed on. This difficulty, however, can be overcome
by using a collar that will fit closely over the shaft and one
end of the key during the pressing-on process, and which, in
turn, will be pressed off as the gear assumes a permanent
position.
The desirability of keeping tension springs on trolley poles
properly adjusted is generally recognized. Various methods
are adopted for performing this task. On
Adjusting some roads where a uniform pressure be-
The Trolley tween the wheel and the wire assures
Springs. satisfactory operation for all cars, a
weight is provided equal to the number of
pounds pressure required. This weight can quickly be hung
on the trolley harp and the condition of the springs ascer-
tained. With such a weight, equal to the trolley pressure
desired, hung from the harp, the springs can be regulated
to just hold the wheel against the wire. Then with the
weight removed it is known that the tension in the springe
is adjusted correctly. On other systems it is found desirable
for different cars to operate over different divisions with tin
tensions in the trolley-pole springs adjusted to suit the par-
ticular requirements of each division or car. To permit of
such adjustments one extensive system in Indiana uses a
spring-balance which by means of the trolley rope can be
hooked to the end of the pole. When the pole is drawn down
to the proper height above the roof the rope can be tied
and the tension springs in the trolley base adjusted until
the spring-balance shows on its scale that the proper tension
will exist between the trolley wheel and the wire. These
two practical methods are outlined here, not so much to
suggest how the details should be carried out, but rather
to emphasize the recognized need for a careful consideration
of the desirability of thoroughly inspecting car equipments.
There are many interesting details included in the design of
the portable substations of the Northern Electric Railway
described elsewhere in this issue. The de-
Well-Built sirability of using portable substations is
Portable well recognized by companies which have
Substations. rapidly extending mileages and which desire
to operate new track as rapidly as it may
be laid. The type of substation adopted for the Northern
Electric lines does not differ in general from other portable
substations, but it is noticeable for the thoroughness with
which the details of construction have been executed. For
example, portable jacks and rail clamps are hung under the
car sills to permit of quickly leveling the car body so that no
undue stresses will be thrown on the electrical apparatus sup-
ported by the car floor. The proper adjustment of the jacks
is ascertained by the inspection of level bubbles recessed in
the sheathing of the car and protected by glass. To permit
of greater freedom of movement inside the car body all the
low-tension wiring carrying both direct and alternating cur-
rent is placed in a conduit below the car floor. Over this
conduit the floor is made usable by placing, as a cover for
the boxes containing the wiring, a removable wooden grille-
work strong enough to bear the weight of the occupants of
l lii' car and yet light enough for portability. The openings
736
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 23.
in the grating provide ventilation and means for observing
whether or not the cables -are all in normal operating condi-
tion. The transformers receive current at 60,000 volts poten-
tial. It is thought that these portable equipments are the
only ones now operating under such a high transmission volt-
age. The entrances to the car for the transmission wires are
made through large glass plates. This satisfactory method
not only affords sufficient insulation, but amply serves to light
the transformer end of the car body. Where it is feasible
to use portable substations as auxiliaries to the permanent
equipment and where it is known that such stations will be
required for some time, it would seem wise that special care
should be taken, as exemplified in the Northern Electric Rail-
way substations, to provide, by careful construction, an assur-
ance of as few possibilities of breakdown as might be ex-
pected from the types of permanent substations now in gen-
eral use.
weakened had there been included a provision for a court
review in the event of unwarranted decisions.
Discussion on the subject of freight accounting forms and
methods at the Indianapolis meeting of the Central Electric
Accounting Conference on June 1 revealed
Forms in the entire absence of uniformity in the
Freight forms used by the various roads for han-
Accounting. tiling freight accounts. As the interchange
of freight between connecting roads in
Ohio and Indiana will increase steadily in the natural course
of events, the adoption of uniform forms by the various lines
will facilitate the work of the accounting departments. Al-
though the requirements of the different lines may vary, the
committee which has been appointed to consider the subject
will endeavor to frame standard forms which will meet the
needs of each road. The exchange of ideas and considera-
tion of forms now in use may point the way to improvement
in the practice of different lines even if the preparation of
uniform forms, on account of different conditions of business,
should prove difficult. The committee will undoubtedly bear
in mind in its work the patent fact that the handling of
freight on interurban roads contains promise of great growth,
and will recommend forms which, viewed in the future with
heavier traffic conditions, will be found satisfactory.
Though the New York public utilities law may do no more
harm under an able, well-meaning governor than to incon-
venience and harass the railways and to
New York bring about a gradual reduction of enter-
Public prising construction and improvement
Utilities Law. work, which would assist in upbuilding the
state, its possibilities for evil in the hands
of demagogic authorities are enormous. No one can read
thoughtfully the abstract of the new law, which is printed in
another part of this issue of the Electric Railway Review,
without a full realization of the extreme limits which the pub-
lic agitation against corporations has reached. Fares, rates,
schedules, equipment, appliances, capitalization, franchises,
accidents, reports, improvements, terminals, tracks, invest-
ments, new issues of securities — all these and many other
essential matters in the operation of street railroads are
hereafter to be supervised. The soul of the new law is super-
vision run riot. Hereafter the people who are most familiar
with local conditions and requirements are not to decide
how roads shall be operated; commissions which may be
removed by the governor on 10 days' notice have the fullest
power in the decision of important questions which the law
can give. Stockholders may continue to elect directors, and
directors to choose officers; but the commissions, and not
these officers, may be supreme in the management of the
properties. The companies may petition for a rehearing on
any question, but the bill has become a law without any
provision for a court review of the findings of the commis-
sions. The endeavor to be fair to the public stirred the
framers of this law intensely, but the law would not have been
A GOOD ROADBED AND TRACK.
The maintenance of track in satisfactory condition is so
essential to perfect service and such a large proportion of
the total operating expenses of a road are spent for this
purpose that more consideration of the subject may well
be given. At the outset it should be remembered that the
expense of maintaining track in surface is greatly reduced if
a proper and solid foundation is provided for the ties and
ballast. Only the soundest and hardest material should be
used to form a satisfactory foundation upon which the track
may be built. Spongy or water-holding clay and quicksand
should never be used, and where the roadbed is built on
such soils at least three or four feet of some solid material
should be placed on top of the surface. In grading through
cuts, any spongy clay or quicksand should be removed to a
sufficient depth to allow placing three or four feet of proper
ballast under the ties. These considerations of proper foun-
dation are intimately related to the drainage problem, which
is one of the most important in the proper and economical
maintenance of track.
The first essential of a good roadbed is that it should
be kept well drained. If the roadbed is built of material
which will hold water, frequent cross drains should be pro-
vided, say, every 500 feet. To maintain surface ditches in an
efficient condition the shrubs and growth should be removed
at least once a year. It is likewise important that all ditches
should have a free outlet to prevent any obstruction to the
flow of water from them. Difficulty may be experienced in
maintaining the drainage ditches in cuts if the proper slope
is not maintained.
The short-sighted policy of making the top of fills barely
wide enough to support the ties has been followed by a
goodly number of railway companies, with the result that
a large amount of money is spent yearly for reclaiming ties,
ballast and rails which have rolled down high banks. When
this needless expense is considered, the wisdom of a slightly
increased first investment in a sufficiently wide roadbed will
be evident.
The depth of ballast on new roadbeds should be at least
12 inches. Hard stone ballast is a good investment, for not
only does it materially reduce the cost of maintenance of the
track, but a uniform and even surface can be maintained,
resulting in smooth riding at high speeds, and the absence
of dust is a point which receives the most favorable con-
sideration of the passengers. When gravel ballast is em-
ployed, if possible, it should be washed to remove dust and
clay, for if this is not done it becomes soft in wet weather,
and in spite of the most careful precautions to properly drain
the roadbed it will soon heave out of surface. We recall a
western road that obtains excellent gravel ballast from gold-
dredger tailings. Stone ballast has an advantage over gravel
in that it can be worked in wet weather.
In selecting ties particular attention should be given to
uniformity of dimensions, as an equal extension of the tie
beyond the rail on both sides is of considerable importance
in maintaining track in true surface. When ties are to be
renewed, if permissible to make a general renewal of the
track, the best results are obtained by raising the rails with
jacks to a sufficient height to remove the ties without dis-
turbing the roadbed under them; new ties can then be put
in place and the track carefully resurfaced. The ballast
under the ties should be carefully tamped, the best method
for surfacing being to raised one end of the tie, tamp the
ballast under it and then raise the other end and tamp the
ballast until the rails are in true surface. The tamping
should be hardest near the end of the ties and comparatively
light near the center, since this will prevent the ties from
becoming centerbound. To obtain a thorough job when re-
June S. 1907
ELECTRIC RAILWAY REVIEW
surfacing is done, the tamping the first day should be com-
paratively light, and then for the two or three days following
the track should be carefully tamped and resurfaced. This
prevents the track from sagging, due to the natural settling
which will occur for the first few days after the track has
been resurfaced.
It is hardly necessary to comment on the absolute neces-
sity of perfect gauging and having the track absolutely
straight on tangents. On curves the gauge of the track
should be increased slightly, depending upon the radius, the
general increase of gauge on curves for steam railroad prac-
tice being from % .to about 1% inches. Breaks of grade in
the track may make it impossible to line up long tangents
without the use of instruments. The value of using survey-
ing instruments for correctly lining up tracks and for properly
locating the center line of long curves should not be over-
looked.
While these essential requirements for a good roadway
may read like an elementary treatise of the subject, it is
well to remember that the traveling public forms its opinion
of any service largely from the relative degree of comfort
which it is afforded. With a smooth track, comfortable riding
is assured, and together with that desirable feature is the one
of lower cost of rolling stock maintenance which is assured
by not "rattling" good cars over a poor roadway.
PERMANENCE IN POWER HOUSE DESIGN.
One of the most notable features of modern power-house
design is its substantial and lasting character. In very few
of the later stations is there any evidence of temporary or
uncertain work, and this is why each new installation com-
pleted by responsible engineers and built along progressive
lines is of so much interest as representing the most modern
tendencies of practice. Thus, the keynote of the design of
the new railway lighting and power plant of the Potomac
Electric Power Company near Washington, D. C, is perma-
nence and solidity of construction. The plant represents
standard practice in many features of the cycle between the
coal pile and the outgoing feeder system, but in its large
capacity, liberal use of concrete in walls and foundations, and
provision for continuous service it is of special interest.
The use of concrete piles in power-house construction is
a marked tendency of the times in the later installations.
The extensive applications of concrete in the field of power-
plant building, both reinforced and plain, contribute to the
permanence of the construction and tend to reduce the first
cost of the station as well. By the use of concrete piles
there has already resulted in not a few cases a decided sav-
ing in the investment for foundations, and this without much
regard to the condition of the soil. For a given load fewer
concrete piles are required, and less excavation and a smaller
amount of masonry are needed than when wooden piles are
used. The first cost of the concrete pile itself is generally
much higher than that of its wooden competitor, often from
50 to 100 per cent more per foot, but the concrete pile has
a much larger bearing surface in proportion to its cost.
In average practice the area of the concrete pile at the top
may be 2.5 or 3 times as great, and the greater amount of
tapering possible enables a much less quantity of lineal piling
to be used than when the wooden pile of small taper is driven.
The speed with which concrete piles can be driven is another
favorable point; in a single day from twenty to thirty can
be sunk under average conditions of driving. Of course, the
driving must be properly done — and thus far there has not
been much success in the driving of concrete piles after they
have been built. This is a matter of arranging a suitable
itit.ee in the contract with the pile makers, for at. present
the processes of concrete pile driving are rather closely con-
trolled. The larger the plant the more likely it is that the
use of the concrete piles will pay, though in all cases ensls.
results and material should be carefully figured in advance
of deciding whether or not wood shall be used. In a plant as
large as the Potomac station, which is -designed for a nor-
mal rating of 19,000 kw., the advantages of concrete pile
construction should be easily demonstrated. The reinforce-
ment of the foundations of the main generating units with
steel rails and the tying together of all the foundations to
prevent uneven settlement and to distribute the load properly
is an excellent feature of the construction. In street rail-
way work there is often no need of buying expensive pat-
ented reinforcing steel bars of special shapes when old
rails are available.
In compactness, the Potomac plant makes a good show-
ing, even in comparison with recent gas engine stations. To
develop a kilowatt on 1.52 square feet of total floor area is
doing better than the reciprocating steam and high-class gas
engine plants of the day show, though the latter type are as
yet installed in such small sizes that perhaps a fair balanc-
ing must come later. It is impossible, however, to study the
layout of the Potomac station without being impressed with
the concentration of equipment, which allows straightfor-
ward production of power with very little doubling back of
main steam lines or auxiliaries. The double-aisle arrange-
ment of the boiler room is not objectionable from the stand-
point of ease of control, particularly as mechanical stokers
are used, but in all such cases there is little doubt that all
the steam gauges — or one extra set — should be produced on
a single central tablet or panel, so that the boiler room
foreman can at all times be instantly acquainted with the
situation. It may pay to duplicate the water columns, too.
where the attendance is small, though the low-water column
and fusible plug ordinarily are enough to prevent trouble
of any serious nature.
The use of equalizer pipes, long-radius bends, concen-
tration of auxiliary piping in the basement and the installa-
tion of two feed-water heaters all make for continuous serv-
ice, and the control of the feed supply from two points is an
economical feature. The removal of the auxiliary machinery
from the more or less unskilled supervision of the boiler
house is also commendable, as is the use of dull finish on
the switchboard instead of the trying glaze of older practice.
Economy of operation should be well served by the choice
of two sizes of generating units, enabling the station to be
run with highly efficient combinations as to lighting, railway
and power loading. In a plant of this kind the load factor is
so much more flexible than in a pure and simple railway
station that the use of two sizes of generators ought to be
thoroughly satisfactory in relation to the efficient production
of current. The relatively large heating surface of each
boiler — 6,040 square feet — should also tend toward economy
in the consumption of fuel. Superheated steam in such an
installation is a matter of course.
Defrauding with Duplicate Registers.
An ingenious conspiracy by which two employes have
been systematically robbing the Calumet Electric Street Rail-
way Company of Chicago out of a large portion of their col-
lections of fares was discovered by officials of the company
last Saturday, June 1. The two men. one a motorman and
the other a conductor, had taken a fare register of the remov-
able type from the storeroom at the car house and had been
using it during rush hours in place of the official register.
The stolon register was used on the trip out, and at the end
of the line, or whenever it could be done unobserved, tin-
official register was replaced and the fares registered on the
"dummy" register were pocketed by the men. The attention
of the company was first called to the practice through the
auditor's trip reports, which showed an abnormal decrease
at times, and detectives were employed to watch the men.
The detectives caught one of the men last Saturday in ib
act of changing the registers and they were arrested on
charges of embezzlement.
7:18
ELECTRIC RAILWAY REVIEW
Vol. XVII, NO. 23.
THE NORTHERN ELECTRIC RAILWAY.
On April 25, 1906, regular service was started on the
portion of the new line of the Northern Electric Railway Com-
pany between Chico and Oroville, Cal. On December 3, 1906,
this service was extended to Marysville, 35 miles south of
Oroville. Reference to the accompanying map will serve to
show the geographical location of the present operating line
surveyed, right of way has been secured and grading camps
have been established, so that roadbed construction work
can be started in the near future.
Other than this extensive interurban system with a
straightaway mileage of 131.5 miles of main track and 38.1
miles of branch line, the Northern Electric Railway Company
operates local service in Chico and Marysville. There are
5.5 miles of track in the latter town.
Northern Electric Railway — Standard Trestle and Bridge Spans.
■of this company, the mileage now under construction and the
proposed extensions. The towns which the new road will
serve derive a substantial support from the exceedingly fertile
valley of the Sacramento river, along which the route of the
new line extends.
Routes.
The new road is now in complete operation between
Chico and Marysville, 48.8 miles. Near the middle point of this
The topography of the valley through which the new line
is built is such that an excellent roadbed suitable for high-
speed operation has been obtained.
Roadway.
The tracks outside of the towns are built along a fenced
private right of way, varying in width from SO to 100 feet. In
Sacramento this private right of way extends to the center
of the city. There are few curves and one 9-mile tangent.
^^ ■■■! ^ - -m m ■■
1
1
111
■
( . ■■/
Northern Electric Railway — Locomotive with Freight Train.
section of the line is a branch 5.5 miles long to Oroville.
South from Marysville, 41 miles to Sacramento, grading has
been completed and service is planned for September 1 of
this year. From Marysville west to Colusa, a distance of 21.6
miles, a right of way has been purchased and preparations
have been made for early construction. From Chico west 11
miles to Hamilton, all preparations have been made for im-
mediate construction of a branch line. The route of an
extension north from Chico 41.7 miles to Red Bluff has been
The ruling grade and curvature, which, however, are com-
paratively light, occur on the Chico-Oroville division. The
curve of shortest radius is one of 6 degrees, this occurring
near Oroville, on the branch line. In the 48. 8 miles of route
between 'Chico and Marysville there are only three curves
outside of the city limits, and none of these is sharper than
3 degrees. The maximum grade of the entire road is 0.5 per
cent.
The track construction is of standard dimensions, using
June 8, 1907.
ELECTRIC RAILWAY REVIEW
r.:'.t
60-pound rails bonded at the joints with two 500,000-cireular-
mil Chase-Shawmut soldered bonds. This track is gravel
ballasted from an excellent supply obtained in the company's
pits at Oroville. near the middle of the route. The company
also is establishing a rock-crusher plant and will use part of
its output as ballast, selling the rest for commercial purposes.
Sidings are approximately five miles apart.
Except in towns where standard overhead trolley con-
struction is necessary, and here the Brown pantagraph trolley
side walls are covered with a cement plaster supported on
metal lath. The gable ends have metal lath on both sides
and are covered with cement mortar, thus forming a double
wall. The roof structure is supported on a timli with
iron rods as tension members. The weather surface com
prises Xo. 24 corrugated galvanized iron, laid with 10 inches
lap. Inside the building the roof is ceiled with No. 28 painted
corrugated iron. Accompanying illustrations will
show the interior arrangement of the structure and the dis-
position of the apparatus.
The equipment for each standard substation c;mpr:i
Northern Electric Railway — Track and Third Rail Measurements.
is used, current will be distributed to the cars through a 60-
pound third rail. Thirty-five miles of the route is now so
equipped. The third rail is bonded at the joints with two
250,000-circular-mil Chase-Shawmut soldered bonds. At road
crossings the ends of the third rail on opposite sides of the
highway are connected with a copper conductor of 500,000-
circular-mils cross section inclosed in a bituminized fiber con-
duit and buried. The ends of this conduit are filled with
insulating compound to keep out water. One of the accom-
panying illustrations shows the general arrangement of track
and third rails at a switch. It will be noted that a variation
from the usual practice occurs in the omission of the drop
rail opposite the switchpoint.
Substations.
Current for the operation of the entire line is purchased
from the Pacific Gas & Electric Corporation, being delivered
to the substations at 60,000 volts potential from the Bay Coun-
ties transmission system, which is fed by numerous hydro-
electric plants. The selling company owns the step-down
HI
Northern Electric Railway — Map of Lit es in Operat'on and Under
Construction.
three-phase 60-cycle 2,200-volt induction motor, direct-con-
nected to a 400-kilowatt 600-volt railway generator, both ma-
chines of this unit being of Westinghouse manufacture. Three
transformers, each of 150-kilowatt capacity, oil-insulated and
water-cooled, step down the line pressure from 60.000 volts
to that of the motor-generator set, 2,200 volts. The switch-
board comprises the following panels: Starting, induction
motor, railway generator and two feeder panels.
Opposite each substation a circuit-breaker sectionalizes
the third rail. Current is taken from the feeder panels under-
ground through fiber conduit to the track.
Portable Substations.
The Northern Electric Railway now has in operation two
60,000-voIt portable substations, each of 400-kilowatt capacity,
that were designed and built at its shops in Chico. These
substations, illustrations of which are shown, are believed to
be the only portable stations in existence which receive cur-
rent at 60,000 volts potential. The equipment in each sub-
station is similar to that in the permanent substations earlier
Qn/txf/b, i
f 2.500.
15-OJmfch A-Z'OA ^/0L0—
500.O0O.c.m. cables toidmyribrz conduit pipe*
Northern Electric Railway — General Arrangement of Track and Third Rails at Switches.
transformers in the substations and delivers current to the
Northern Electric Company at 2,200 volts pressure.
There an live substations of the type shown in the
accompanying illustration, located along the route adjacent
to the right of way. The equipment in all these stations is
similar except in one instance, where there is a duplication of
the standard apparatus. The substations are approximately
1" miles apart.
The construction of the substation buildings differs some-
what in appearance and materials from the type used on east-
ern roads. The building frame is of timber supported on
concrete foundations. The floor is made of concrete and the
described, except that the three 150-kilowatt transformers are
oil-cooled. The high-potential current is led to the trans-
formers, which are mounted oxer one pair of trucks through
entrance windows insulated with large sheets of glass. All
the 2,200-volt wiring is carried in ducts below the level of
the car floor. Above the ducts the floor is made of wooden
grating, so that any disturbance below can quickly be noted.
Repairs are thus facilitated and ventilation provided. All
potential and current coils and the autostarter for the induc-
i ion motor are also carried under the car floor.
The cars which conlain the portable substation apparatus
were built especially for this purpose. Each Is 40 feet long
r-m
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 23.
over all, 10 feet wide and 14 feet from rail to roof. It will
be noted from the illustration that special means are pro-
vided for leveling the car. On each side of the car body,
recessed in the sheathing, is a level tube with its glass and
bubble unobstructed to view from the outside. Underneath
the car, hanging from special anchors bolted to the bottom
of the sills, are eight portable screw jacks. These jacks con-
nect with their anchors by through pins, so that while the
car is being moved they may be hooked up close to the floor.
When it is desired to place a car for operation the jacks are
let down. Next, portable tongs are clamped over the rail and
then the jacks are manipulated, the level bubbles being ob-
served meanwhile, until the car body is in such position that
company's engineering offices is shown. The buildings in-
clude a general car house and repair shop, with six tracks, two
of which are over open pits, as illustrated. It will be noted
that this building is a timber structure, sheathed and roofed
Northern Electric Railway — Typical Substation Structure.
the shaft of the motor-generator set takes a horizontal posi-
tion. It is stated that this operation can be performed in 10
minutes.
The complete weight of a portable substation equipment
ready for operation is 90,500 pounds. Some of the details
making up this total are machinery, 42,000 pounds; trans-
Northern Electric Railway — Interior of 60,000-Volt Portable
Substation.
with corrugated iron. This type of structure, which is used
for the shop buildings, is found satisfactory and economical
for the mild climate of central California. In the same build-
ing with the repair shops, and opening on the repair floor, are
separate rooms for cabinet work, electrical repairs and ma-
chine work. These latter mentioned departments are housed
Northern Electric Railway — Floor Plan and Vertical Section of Substation
formers, 30,000 pounds; switchboard and electrical equip-
ment. 10,000 pounds. The portable substations are equipped
with automatic couplers and automatic air brakes.
Shops.
The main shops for the through line and branches are
located at Chico. A front view of these buildings and the
in one bay, the front of which is utilized as a substation.
At the rear of the shop just described is a similarly built
structure in which are the painting, erection and mill depart-
ments. The paint and erecting shops each have two tracks
and the mill is well equipped for the carpenter work necessary
in the construction of freight and passenger cars.
The blacksmith shop is a separate building supplied with
June S. 1907.
ELECTRIC RAILWAY REVIEW
741
Northern Electric Railway — Shops and Engineering Offices at Chico.
Northern Electric Railway— Interior of General Repair Shops.
SOUTHERN ELECTRIC RAILWAY
I> o J I TA. B I. E
Northern Electric Railway— Portable Substation with 60,000-Volt Transformers and Motor-Generator Set.
742
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 23.
four forges, a power hammer, a jib crane and a complete
equipment of smaller tools necessary for constructing car
and truck parts and special track work. The shop yards and
buildings are protected against fire and provided with a water
service by a motor-driven deep-well pump which discharges
into an elevated tank centrally located.
Rolling Stock Equipment.
The passenger cars, locomotives and miscellaneous equip-
ment of the Northern Electric Railway are well built after
bolstered Hale & Kilburn seats and two toilet rooms. The
car bodies are mounted on Baldwin M. C. B. trucks, with steel-
tired wheels, with a wheel base of 6 feet 10 inches. The
motor equipment comprises four Westinghouse No. 121 motors
of 90-horsepower rated capacity each. Two of the six cars
have General Electric type M control and the other four
cars have Westinghouse electro-pneumatic control. Each car
complete weighs 80,500 pounds.
The company's shops are now completing six passenger
and baggage equipments of a similar type, the dimensions for
\~2'-9£-\-2L2f\
—22-3£
Northern Electric Railway — Details of Two Compartment Passenger and Baggage Car for Train Operation.
approved modern designs. Some of the types of cars are
illustrated herewith for the purpose of showing the high
character of this company's equipment.
There are now in operation three combination three-com-
partment cars of the type shown in one of the accompanying
halftones, and three straight passenger cars of a similar type
of body and trucks. Each of these cars is 56 feet long over all,
9 feet % inch wide over sheathing and 12 feet 1% inches
high from rail to trolley board. The interior width is S feet
which are shown in the accompanying engraving from a line
drawing. These new cars are 56 feet over all, 9 feet % inch
wide over all, 9 feet 3 inches wide over steps, 12 feet 2 inches
high from rail to roof, 4 feet from rail to floor, and will weigh
approximately 40 tons each. This weight is apportioned as
follows: Car body, 21.9 tons; motors, 7.6 tons; trucks. 10.5
tons.
The new cars will also be mounted on Baldwin No. 200
trucks which will have 36-inch Schoen rolled-steel wheels
!
Pmicsft-
M 11 if J" ill I 1
50-0'over buffer -
Northern Electric Railway — Steel Frame Express Locomotive.
9'-0"-
4 inches. The car bodies are strongly built, the floor struc-
ture including two center sills, two intermediate sills and two
outside sills. The center and intermediate sills are 6-inch
I-beams weighing 12V4 pounds per foot. The outside sills are
lS-nniuid S-inch I-beams. Each car is provided with plush up-
mounted on 6-inch axles, with 5 by 9 inch journals. Syming-
ton journal boxes are used on all the heavy equipments of
the company. These cars that are now under construction
will have motor equipments similar to those earlier described,
the gear ratio being 2.12. Train operation is provided for
June S. 1907
ELECTRIC RAILWAY REVIEW
and the cars are fitted with Westiughouse automatic air brake
equipments and Gould radial couplers, with coupling heads
conforming to the Master Car Builders' standard contour. The
seats in the new cars will be upholstered in pantasote.
Locomotives and Miscellaneous Equipment.
The electric locomotive, as illustrated, has the same truck
74:;
Other- miscellaneous equipment includes the following:
One construction locomotive built as a flat car, having the
same motor and brake equipments as the previously described
locomotive and weighing about 40 tons; three 10 by 24 inch
Baldwin steam locomotives, used for construction purposes;
one 15-ton wrecking car. as illustrated, without motors; two
hundred 40-ton standard M. C. B. flat cars, built by the Fitz-
Northern Electric Railway— Standard 56-Foot Passenger Coach.
and motor equipment as the passenger cars. It is provided
with General Electric type M control and Westinghouse
schedule E T automatic air brakes. It weighs 32 tons and
is regularly operated in freight service.
Material has been ordered for two steel-frame express
Hugh, Luther Company; 30 side-dump ballast cars; 20 flat
cars of 30,000 pounds capacity "each, and 30 box cars of 40,000
pounds capacity each. There have also been ordered recently
100 standard box cars to be used in freight service.
The equipment used in local service in Chico and Marys-
Northern Electric Railway — 32-Ton Electric Locomotive.
locomotives of the type shown in one of the line drawings.
The total weight of these equipments will be 41 tons each.
The locomotives will be provided with Baldwin trucks, 36-inch
steel-tired wheels, M. C. B. automatic couplers, Miner draft
rigging, and Westinghouse 1-1 motors. Each car bodj is de-
signed to carry a weight ,,f 25 Ions.
Mil- Includes two California type cars, seating 40 passengers
and weighing 24.7 tons each. These cars are equipped with
lour Westinghouse No. 93 motors and General Electric type M
control. There are also in similar service four single-truck
closed 28-foot cars and two double-truck 13-bench open cars,
equiped win, two G.B.-67 motors.
Ml
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 23.
Traffic and Schedules.
The freight and passenger rates for the various services
offered by the road are the same as those charged by the
competing Southern Pacific Railroad. Passenger fares are
based on a rate of three cents per mile. Eight passenger
trains are run each way daily, which, with one freight train
each way daily and four construction trains, comprise the
regular service on the through line. In Chico, where there
are eight miles of local track, a 15-minute headway is main-
Northern Electric Railway — 15-Ton Wrecking Car.
tained with four cars, and in Marysville a similar headway is
maintained with two cars.
The passenger trains between Chico and Oroville make
the run of 25 miles in 50 minutes and between Chico and
Marysville. 4S.8 miles, in 1 hour and 45 minutes. The compet-
ing steam line, which has a route four miles shorter than the
Northern Electric, makes the run with no stops in 1 hour and
50 minutes. As soon as the new track of the Northern Elec-
tric is more thoroughly settled, the running time between
Chico and Marysville will be cut to 1 hour and 15 minutes, or
35 minutes less than that of the limited steam trains.
The freight traffic at present, having had but a few
Northern Electric Railway — Method of Supporting Third-Rail Shoe
and Connections.
months in which to be developed, amounts to the satisfactory
total of from 15 to 20 carloads a day. The Northern Electric
Railway interchanges freight with the Butte County (steam)
Railway.
The car mileage for an average day in March of this year
was 2,010 car-miles, made up as follows: Passenger cars on
the interurban, 967.30: local in Chico, 540.72; local in Marys-
ville, 124.80; freight mileage, 146; switching, 31.61, and con-
struction, 200. The power used on this same day was 13,965
kilowatt-hours on the interurban lines and 1,256 kilowatt-hours
on the city lines.
The dispatching of trains is handled by telegraph from a
dispatching office at Chico. There is also a telephone circuit
with instruments in the telegraph stations, which equipment
can be used in emergency. On an average there are issued in
a day 45 train orders of the standard No. 19 and No. 31 forms.
The Wells Fargo Express Company maintains offices at
the electric railroad station and handles its business with
messengers on the regular cars.
Personnel.
The personnel of the Northern Electric Railway Company
is as follows: President, Henry A. Butters: vice-president.
Louis Sloss: general manager, A. D. Schindler: general super-
intendent. E. A. Dimmock; chief engineer, C. S. Compton;
electrical and mechanical engineer. J. P. Edwards.
SECOND MEETING OF CENTRAL ELECTRIC ACCOUNT-
ING CONFERENCE.
The Central Electric Accounting Conference held its sec-
ond meeting at the Claypool hotel. Indianapolis, on June 1.
There were present 19 officials, representing the following
companies:
Columbus Delaware & Marion Railway Company; Dayton
Covington & Piqua Traction Company; Dayton & Troy Elec-
tric Railway Company; Indiana Columbus & Eastern Traction
Company; Indianapolis & Cincinnati Traction Company; In-
dianapolis Traction & Terminal Company; Indiana Union Trac-
tion Company; Indianapolis Columbus & Southern Traction
Company; Lima & Toledo Traction Company; Scioto Valley
Traction Company; Terre Haute Indianapolis & Eastern Trac-
tion Company; Western Ohio Railway Company.
Together with accounting representatives of the roads
interested a number of representatives of traffic departments
of the various lines were present on invitation and they dis-
cussed matters relating to the handling of freight and passen-
ger business.
Checking Mileage Coupons.
In addition to further discussion of the plan of settle-
ment of interline accounts, which was adopted at the first
meeting of the conference at Dayton, O.. on March 2, several
other subjects were taken up. Among them was the method
which is followed in checking Central Electric Railway Asso-
ciation and other mileage coupons. It was found that all
roads check coupons daily, separating the collections by lines
and making a recount of all coupons at the end of each month
before forwarding them to the issuing lines.
Recording Interline Waybills.
The method of recording interline billing passing junction
stations was considered. The discussion developed the fact
that most lines have a system for recording interline way-
bills passing junction stations, using a book record. The
general opinion of those who were present was that it is
advisable to have a report of all interline waybills passing
junction stations made in triplicate; a copy to be forwarded
to the accounting departments of both the receiving and the
forwarding line and a copy to be retained for the agent's
record. It was decided to have a form embodying this ar-
rangement printed and it will be adopted by a majority of the
lines handling interline billing.
The handling of freight and express shipments from non-
agency points was also discussed. The general practice of
the roads is for conductors to make waybills for all ship-
ments handled from stations where no agents are located.
Some lines require the conductor to make a forwarded report
covering all shipments handled and others require such report
to be made by the next regular agent. In the latter instance
the conductor turns over to the. agent a copy of the waybills
made. Other lines which do not require the conductor to
make waybills follow the practice of steam roads and have
the waybills for such shipments made by the next regular
agent.
Freight Accounts.
There was a full discussion on the subject of freight
accounting forms and methods. It was found that each road
has different forms of waybills and reports, and that while
June S. 1907.
I L.ECTRIC RAILWAY REVIEW
74.-,
there was a similarity in some cases between the forms used
by certain lines, the forms were entirely different. After the
consideration of this subject it was the unanimous opinion of
all who were present that it would be advisable for roads
interchanging business to adopt uniform waybills and account-
ing forms as far as practicable, and on motion of W. F. Forse.
Jr., assistant treasurer of the Indiana Union Traction Com-
pany. Anderson, Ind., a committee was appointed to obtain
copies of all freight accounting forms in use on the different
roads and to make a report at the next regular meeting of
the conference recommending the best forms to be adopted
for handling freight accounts. This committee is as follows:
R. A. Crume. auditor Dayton & Troy Electric Railway Com-
pany; Walter Shxoyer, acting auditor Indiana Union Traction
Company; H. A. Baymiller, freight auditor Toledo Urban &.
Interurban Railway Company; C. I!. Baker, freight auditor
Western Ohio Railway Company; M. W. Glover, auditor In-
diana Columbus & Eastern Traction Company.
The hope was expressed that the committee may be able
to investigate fully the necessities of the different lines and
that it will succeed in preparing forms which will be accept-
able and also adaptable to all conditions which may arise.
The members of the conference were requested to forward to
C. B. Baker, the secretary, freight auditor of the Western
Ohio Railway Company, Lima. O.. samples of all freight
accounting forms in use on their respective roads, together
with any suggestions which they desire to offer the committee
in assistance of the work.
Interline Freight and Ticket Accounts.
In the discussion of the plan of settlement of interline
freight and ticket accounts adopted at the Dayton meeting
the fact was brought out that some lines are unable to have
their reports made and forwarded by the date fixed in the
agreement. The unanimous opinion was that it was not ad-
visable to extend the date, but that all lines should endeavor
to conform to the date and to forward their interline freight
and ticket reports as soon after the 15th day of the follow-
ing month as possible.
Interline Billing, Ohio and Indiana Roads.
As considerable freight and express is handled between
Indiana and Ohio roads and a definite understanding was
necessary in order that this business might be taken care of
properly, arrangements were made for interline billing be-
tween the lines. The secretary was instructed to prepare
the details of this interline agreement and to forward the
agreement to the lines interested. The agreement will not
interfere with the agreement for interline billing which is
now in effect between Ohio lines. Up to the present time
there has been no written agreement between the Indiana
and Ohio loads for the interchange of interstate business.
Cash Fare Register.
On the invitation of J. W. Moore, roadmaster and chief
i-iiHiin'i.'i' of the Indianapolis & Cincinnati Traction Company,
Rushville, Ind., the conference examined a working model of
a cash fare register which he has invented. The register
presented a number of improvements and the explanation of
Mr. Moore was very interesting to all the members.
W. L. Egry of the Egry Autographic Register Company
of Dayton, O., addressed the conference on the subject of
billing and his address indicated that he had given the subject
much thought. This subject was referred to a committee to
be bandied in connection with the subject of freight account-
ing forms and methods.
As E. C. Spring, president and general manager of the
Dayton Covington & Piqua Traction Company, invited the
conference to visit West Milton, O., and offered the use of
the club house at that place, it was decided that the next
meeting of the Conference will be held at Dayton, O.. on
July i:;, 10(17, when Hie invitation of Mr. Spring will be
pted.
PUBLIC UTILITIES LAW IN NEW YORK.
Governor Hughes of New York signed on June fi the pub-
lic utilities bill, following its passage by the legislature on
June 5 over the veto of Mayor McClellan of New York City.
The main features of the law as it affects street and inter-
urban railways are given in the following abstract:
Two public service districts are created, the first includ-
ing the counties of New York, Kings, Queens and Richmond
and the second all other counties in New York state. There
shall be one commission consisting of five members for each
district. The commission in the first district shall have the
powers conferred upon the rapid transit commission in 1891
and the acts amendatory thereto. The annual salary of
each member of each commission shall be $15,000, of counsel
to commissions, $10,000, and of the secretary, $6,000.
The governor may remove any commissioner for ineffi-
ciency, neglect of duty or misconduct in office upon not less
than 10 days' notice.
Every commissioner and every person employed is for-
bidden to solicit, suggest, request or recommend directly or
indirectly to any common carrier, railroad corporation or
street railroad corporation or to any officer, attorney, agent
or employe thereof the appointment of any person to any
office, place, position or employment. Every such corporation
is forbidden and prohibited to offer to any commissioner, to
counsel, to the secretary or to any person employed by the
commission or by counsel any office or position or to give
any free pass or transportation or any reduction in fare to
which the public generally is not entitled, or free passage
for freight or property, or any present, gift or gratuity of any
kind. If anyone identified with the commission violates any
provision of this section he shall be removed from office.
Power to Examine.
If a person subpoenaed to appear before a commission or
commissioner fails to obey the command without reasonable
cause or if a person shall without reasonable cause refuse to
be sworn or examined or to answer a question or to produce a
book or papers when ordered to do so or to subscribe and swear
to a deposition after it has been reduced to writing, he shall be
guilty of a misdemeanor and may be prosecuted in any court
of criminal jurisdiction. If a person refuses without reason-
able cause to answer "a legal pertinent question" or to pro-
duce a book or paper the commissions may apply to any
justice of the supreme court, directing such person to show
cause why he should not be committed to jail.
No person shall be excused from testifying or from produc-
ing books or papers upon the ground that the testimony or
documents may contain incriminating matter, but no person
shall be prosecuted, punished or subjected to any penalty for
or on account of any act concerning which he shall under
oath have testified or produced documentary offense; pro-
vided, however, that no person so testifying shall be exempt
from prosecution for any perjury which may be committed
in the testimony. Nothing herein contained is intended to
give any corporation immunity of any kind.
After orders have been made by commissions application
may be made for a rehearing and the commissions may
grant such rehearing in their judgment. An application for
a rehearing shall not excuse any corporation from complying
with any order or operate to postpone enforcement thereof
except as the commissions may direct.
Service and Facilities.
Every corporation performing the service of transporta-
tion of passengers, freight or property shall furnish such
"service and facilities as shall be safe and adequate and in
all respects just and reasonable." All charges made shall
be just and reasonable and every unjust and unreasonable
charge for any such service is prohibited.
Every common carrier shall file with the commission
schedules showing rates. Unless the commissions order, no
change shall be made in any rate which shall have been filed
and published by a common carrier in compliance with this
act, except after 30 days' notice. For good cause the com-
missions may allow changes in rates without requiring this
notice and publication. Any common carrier shall not di-
rectly or indirectly by any special rate, rebate, drawback or
other device or method charge a greater or less compensation
tor any transportation service, except as authorized, than it
charges any other person or corporation for a like service.
There shall be no undue or unreasonable preference, advan-
tage or prejudice to any person or corporatl >r to any
locality or to any particular description of traffic. Schedules
of rates must, be filed and published in accordance with the
act by November 1, 1907. Free tickets or transportation may
be given under certain familiar conditions.
74G
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 23.
A raUroad corporation and a street railroad corporation
shall not be required to interchange cars except on such
terms as the commissions may direct.
Cars and Motive Power.
It is provided that railroad and street railroad corpora-
tions shall have sufficient cars and motive power to meet all
requirements for the transportation of passengers and prop-
erty which may reasonably be anticipated unless relieved
therefrom by order of the commissions.
Every railroad and street railroad corporation shall upon
demand issue either a receipt or bill of lading for all prop-
erty delivered for transportation. Xo clause shall exempt
such corporation from liability, loss or damage.
Examination and Reports.
Each commission shall have power to and shall examine
railroads and street railroads and keep informed as to their
general condition, capitalization, franchises and the manner
in which their lines are conducted, not only with respect to
the adequacy, security or accommodation afforded, but also
with respect to compliance with the law. Each commission
and commissioner shall have power to examine all books,
records, contracts, documents and papers of any person or
corporation subject to its supervision and to compel produc-
tion thereof.
The form of annual reports required shall be prescribed.
The commissions may also require corporations to file monthly
reports of earnings and expenses. The annual report, cover-
ing the fiscal year ended June 30, shall be filed on or before
September 30 of each year, but this time may be extended
for a period not exceeding 60 days. Any corporation which
fails to file its annual report within the time set or to make
monthly reports, when required, within 30 days from the time
required, shall forfeit $100 for each and every day it shall
continue to be in default. Xo other accounts except those
prescribed by the commissions shall be kept, save those
prescribed by or under authority of the United States.
To Investigate Accidents.
In its judgment each commission shall investigate the
cause of all accidents which result in loss of life or injury
to persons or property. Every common carrier, railroad
and street railroad corporation is required to give immediate
notice to the commission of every accident happening upon
its line. Such notice shall not be admitted as evidence or
used for any purpose against such corporation in any suit
or action for damages growing out of the matter mentioned.
Each commission may investigate or make inquiry as to
any act or thing done or permitted to be done by any such
corporation.
Fares, Appliances, Etc.
Whenever either commision shall be of the opinion,
after a hearing, that the rates or fares charged by any
common carrier or railroad or street railroad corporation for
transportation or that the regulations or practices of such
corporation are unjust, unreasonable, unjustly discriminatory
or unduly preferable, the commission shall determine the
just and reasonable rates to be thereafter observed as the
maximum to be charged for the service. Whenever the com-
missions shall be of the opinion that the regulations, prac-
tices, equipment, appliances or service of such corporations
are unjust, unreasonable, unsafe, improper or inadequate the
commissions shall determine upon changes to be made.
The commissions shall have power to require any two
or more common carriers or railroad corporations, the lines
of which form a continuous line of transportation or could
be made to do so by the construction and maintenance of a
switch connection, to establish through routes and joint
rates, and in case this is not done the commission shall estab-
lish joint rates and declare the portion to which each carrier
or corporation shall be entitled.
Improvements and Service.
If in the judgment of the commissions repairs, improve-
ments or changes in the tracks, switches, terminal facilities
or terminals, motive power or any other property or device
used by any common carrier, railroad or street railroad cor-
poration ought reasonably to be made or additions should
be made thereto in order to promote the security or con-
venience of the public or employes, the commission shall,
after a hearing, make an order directing such changes, and
every corporation is required to make such changes.
If in the judgment of the commissions any railroad or
street railroad corporation does not run trains or cars enough
or operate motive power enough to reasonably accommodate
the traffic, or does not run its trains or cars with sufficient
frequency or at a reasonable or proper time with regard to
safety, or does not run trains or cars upon a reasonable time
schedule the commissions shall have power to order an in-
crease in the number of trains, cars or in motive power or a
change of schedule.
Franchises May Not be Capitalized.
Xo franchise or any right under a franchise to own or
operate a railroad or street railroad shall be assigned, trans-
ferred or leased, nor shall any contract or agreement affect-
ing such franchise or right be valid unless the assignment
or transfer shall have been approved by the commission.
Xo railroad corporation or street railroad corporation shall
purchase or acquire any part of the capital stock of any
railroad or street railroad or other common carrier organized
under the laws of the state unless authorised to do so by the
commission; and except where stock shall be transferred or
held as collateral security only with the consent of the com-
mission, no stock corporation of any description other than
a railroad or street railroad corporation shall purchase or
acquire, take or hold more than 10 per cent of the total capital
stock issued by any railroad or street railroad corporation
or other common carrier organized under the laws of the
state. Xothing in the law shall be construed to prevent the
holding of stock heretofore lawfully acquired.
A common carrier, railroad corporation or street railroad
corporation may issue stocks, bonds, notes or other evidence
of indebtedness, payable at periods of more than 12 months
after the date thereof when necessary for the acquisition of
property, the construction, completion, extension or improve-
ment of facilities, or for the improvement or maintenance of
service or for the discharge or lawful refunding of obliga-
tions, provided that there shall have been secured from the
commission an order authorizing such issue in a definite
manner and stating that the capital to be raised is reasonably
required for the purposes of the corporation. Such carrier
or corporation may issue notes for proper corporate purposes,
payable in periods of not more than 12 months, without such
consent, but no such notes shall be refunded by any issue
of stock or bonds or any evidence of indebtedness for more
than 12 months without the consent of the commission hav-
ing jurisdiction.
The commissions shall have no power to authorize the
capitalization of any franchise or the right to own, operate
or enjoy any franchise in excess of the amount (exclusive of
tax or annual charge) actually paid to the state or to a
political subdivision thereof as the consideration for the grant
of such franchise.
The capital stock of the new corporation formed to
merge the property of two or more other corporations shall
not exceed the par value of the capital stock of the corpora-
tions involved, or such sum and such additional sum as may
be actually paid in cash. Xo contract for consolidation or
lease shall be capitalized in the stock of any corporation nor
shall any corporation hereafter issue any bonds as a lien
upon any such contract. Any street railroad corporation
which shall violate any provision of this act or fail to comply
with any order or requirement of the commission shall forfeit
not to exceed $5,000 for each offense.
It is provided that the new law shall go into effect on
July 1, 1907.
Correction.
In the Electric Railway Review of June 1, page 718, in
the article on the "Railway Track of the Past and Its Possible
Development in the Future," an error is noted in the titles
of Figures 2 and 3. Figure 2 was marked "Design for
Rigid Permanent Way by Gustav Lindenthal." It should
have been "Design for Rigid Permanent Way by J. W.
Schaub." Figure 3 should have been "Railway Track in the
Future — Design Proposed by J. W. Schaub for Track in the
East River Tubes."
Traffic on the Chicago elevated roads for the month of
.May was large in spite of the unfavorable weather, and in
every case shows favorable increases over last year. The
South Side Elevated Railroad set a new high record for
average daily passengers carried of 109,880, an increase of
13.09 per cent over 1906. The opening of the Englewood
extension is principally responsible for the showing. The
average number of passengers per day carried by the Xorth-
western Elevated Railroad was 94,204, a gain of 15.24 per
cent, and by the Metropolitan West Side Elevated Railway
151,423, an increase of 10.70 per cent.
June S. 1907.
ELECTRIC RAILWAY REVIEW
747
TURBO-GENERATING PLANT OF THE POTOMAC ELEC
TRIC POWER COMPANY, WASHINGTON, D. C.
The Potomac Electric Power Company. Washington, D. C,
has recently built a new power house on the outskirts of
the city, near Bennings Road Bridge. This interesting turbine
installation, which develops a kilowatt for each 1.52 square
feet of total floor area, was installed under the direct super-
vision of L E. Sinclair, general superintendent of the Potomac
Electric Power Company, and was designed and built by
J. G. White & Co. of New York, to whom we are indebted for
illustrations and data.
The general arrangement of the Potomac power station
J ^
4 ^
ii ii ii ii ii
Potomac Electric Power Plant — Exterior View.
is in many ways similar to a large number of the most mod-
ern plants except for a number of improvements in the dis-
position of the auxiliary machinery. The boiler room, which
is arranged at right angles to the generating room, is 164 feet
long by 180 feet wide; the turbine room is 164 feet long by
45 feet wide and the switchboard is located in a separate
room 164 feet long and 15 feet wide. In the annex in which
the switch compartment is located are also the offices for the
engineer and the employes of the power house. The founda-
tions rest on piles of the Raymond concrete construction, 30
to 40 feet long. The walls of the building are made of
hollow concrete blocks manufactured by the Lake Stone
Company. Washington, D. C. These, with the exception of
the window and door lintels, are of a uniform size, 3 by 1 by
1 foot. All the wall and column footings are made of solid
concrete, upon which is supported the superstructure of steel.
Boiler Room.
Provision has been made in the boiler room for 24 Bab-
cock & Wilcox boilers, but at present only 16 are in installed.
The boilers are arranged in batteries of two, in four rows,
forming two firing aisles, which are at right angles to the
generating room. Four boilers provide steam for each tur-
bine. Equalizing headers are installed, insuring against shut-
down in case of accident to the piping system. The boilers are
arranged in groups of eight to each one of the three 12 by 200
foot Webber reinforced-concrete chimneys, tour boilers hav-
ing one breeching in common. Each breeching is provided
with an automatic damper-regulator.
The boilers are designed for a working pressure of 175
pounds per square inch. Each has a total water-heating sur-
foce of 6,040 square feet. They are fitted with Babcock &
Wilcox superheaters of the 2-loop type, each having a heating
surface of 1,180 square feet, and capable of superheating to 150
degrees P. Roney stokers 12 feet 6 inches wide, having a grate
area of 111.8 square feet, are installed. A Westinghouse sim-
ple engine is provided for operating the stokers of every
two boilers by means of a weigh-shaft extending across the
front of both.
Coal and Ash-Handling Apparatus.
The coal will be fed to the stoker hoppers by gravity
from steel coal bunkers suspended from the steel super-
structure above the boilers. These bunkers have a capacity
of 650 tons each and are filled by belt conveyors manu-
factured by the McGarlin Conveyor & Belt Conveyor Com-
pany. The conveyors have a capacity of 40 tons per hour.
Reinforced concrete ash hoppers are installed in a similar
manner between each end row of boilers and the boiler-room
walls. These will have a capacity of approximately 50 cubic
yards each.
Piping and Pumps.
Steel pipes and semi-steel flanges and fittings have been
employed throughout the piping system. The Van Stone
flange which is of the loose type is standard. The leads from
all the boilers are 7 inches in diameter and are connected
to the main header system by means of flexible bends as
seen in the illustration of the main piping system presented
herewith. The main steam header is 12 and 14 inches in
diameter, depending on the number of boilers which dis-
charge their steam into it. as is shown on the high-pressure
piping plans.
An equalizer pipe 14 inches in diameter connects all the
Potomac Electric Power Plant — General View of Turbine Room,
Showing Two of the 5,000-Kllowatt Units with
Condensing Auxiliaries.
batteries of boilers. An examination of the illustration will
show that regardless of where a break took place, under the
most unfavorable conditions, not more than three boilers
could be disabled at one time.
As the steam in normal operation in a superheated con-
dition and a small amount of water passing to the turbines
will cause no serious difficulty, it was not deemed necessary
to install separators on the pipe line. To drain the pipes,
however, a drip system was installed which is fitted with
four l^-inch Squires steam traps, which are placed in the-
basement of the boiler room. Return water from these drips
is passed into the feedwater heater.
748
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 23.
The auxiliary header is all of 6-inch pipe. The main
auxiliary header draws steam from the 14-inch header by
taps at three points, and is provided with a drip system and
two %-inch taps. All the auxiliary piping as well as the blow-
off and feed piping has been placed in the boiler-room base-
ment, thus preventing the liability of accidents, and making
it more accessible for repairs. Loss of heat is prevented by
i covering of 85 per cent magnesia which is fitted to all the
live steam piping.
Two Warren-Webster open feedwater heaters have been
direct-connected to a 15-horsepower General Electric three-
phase 220-volt induction motor. The discharge from the hot-
well is led to the feedwater heater. Laidlaw-Dunn-Gordon dry-
vacuum pumps 12 by 25 by 18 inches, making 125 revolutions
per minute, are installed to remove the air and vapor from
the condensers. The vacuum pumps for the 2,000-kw. turbine
are 10 by 22 by 18 inches, 125 revolutions per minute, and of
the same type and make as the larger units. The step-bear-
ing pumps are 9 by 3% by 10-inch Worthington duplex pumpe,
and a 30-gallon pressure storage reservoir has been provided
Potomac Electric Power Plant — General Arrangement of Turbines, Piping and Boilers.
installed designed to heat the feedwater from So degrees to
I'm:, degrees F.
Pumps.
Two Epping-Carpenter horizontal duplex feed pumps 16
by 10% by 16 inches have been installed. These feed pumps,
which are controlled by Ford feed regulators, discharge into
a 6-inch ring header from which branches are carried to each
boiler.
The circulating pumps for the condensers of the 5,000-
kw. units are 24-inch Worthington centrifugal pumps direct-
connected to a medium-speed Harrisburg engine with cylin-
ders 12 by 14 inches, making 250 revolutions per minute. A
16-inch Worthington centrifugal pump and Harrisburg engine
are provided for each of the condensers of the 2,000-kw. tur-
bines.
The condensation from the condensers is handled by a
vertical-shaft. 4-inch, two-stage Worthington turbine pump
to guard against failure of the pumps. Three are provided
at present, but provision was made for installing another
pump when the additional turbine units are added. The house
pumps are 7^ by 10 by 10-inch Epping-Carpenter steam
pumps and the two auxiliary pumps are of the same manufac-
ture, but are only 6 by 4 by 6 inches.
The valves on all the main lines are of Chapman manu-
facture and the 24-inch atmospheric relief valves on the tur-
bines were furnished by Worthington.
The feed pumps, feedwater heaters, steam traps and the
exciter units are located in a part of the boiler-room base-
ment which is separated from the remainder by a hollow
concrete-block wall.
Main Generating Units.
The foundations for the turbines are not built on piling
as are the walls, owing to the arrangement of the circulating
June S, 1907
ELECTRIC RAILWAY REVIEW
l!i
water conduit which passes through the turbine foundations
and extends the entire length of the building. These conduits,
which each have a cross-sectional area of 40.5 square feet,
are constructed of concrete in which are embedded a large
number of rails, thus uniting all the foundations, preventing
the uneven settlement of the turbines and also distributing
the load over a larger area. There will be eventually three
■■■''. . ,
SOt/THW/UJ. . ,-
~
valve. The atmospheric relief pipe is taken out of the con-
densers instead of from one of the intermediate stages, as
was the former practice as exhibited in the turbines at the
Old Colony Street Railway plant in Providence.
The generator room is served by a 50-ton traveling
crane. There are two General Electric exciter units direct-
connected to 12 by 15 Harrisburg engines running at 250 revolu-
tions per minute. These are installed under the boiler room.
A 1,600-gallon Turner oil filter and storage tank has been
installed in the boiler-room basement for handling the oil
supply.
Switchboard and Electric Wiring.
The electrical bay. as previously stated, is 15 feet wide
and extends the entire length of the generating room.
This annex is three stories high. In the first floor, which is
flush with the generating floor, are located the manholes for
the generator leads and the outgoing cables. These are run
in double-duct tile conduits on the side of the wall, whence
they lead by underground conduits to the various substations
and to the generators. The field rheostats are also located
in this room. At one end are located toilet and locker rooms
and shower baths for the engine-room employes, the toilet.
Potomac Electric Power Plant — Plan of Main Steam Piping.
5,000-kw. Curtis turbines and two 2,000-kw. Curtis turbines.
but at present only two of the 5,000-kw. turbines have been
Installed and the two 2,000-kw. turbines.
Tin' turbines are of the vertical, base-condenser type.
The generators are of the standard 4-pole revolving field
turbo type designed for 25-cycle current at ii.600 volts. The
speed of all the generators is 750 revolutions per minute.
The cooling surface in the surface condensers is 4 square
feet per kilowatt. Each turbine has an atmospheric exhaust
21 Inches In diameter fitted with an atmospheric relief
Potomac Electric Power Plant — View from Monitor over Boiler
Room. Showing Coal -Handling Apparatus and Conveyor
over Coal Pockets.
shower baths and lockers for the firemen being located in the
east end of the boiler-room basement. The ceiling of this
room is 9 feet 5 inches and above it is a gallery on which are
located the oil switches which control the generators and out-
going feeders.
The main generator switchboard is found on the sec-
ond gallery directly above that on which the oil switches are
located. A division wall separates the entire switching com-
partment from the main generating room, but is provided at
the upper switchboard gallery with large openings which
afford a clear view of the generating-room floor.
The first attempts at turning the current into the new
ctrical overhead system of the New York New Haven &
Hartford Railroad between Xew York and Stamford. Conn.,
are reported to have set up induced currents which seriously
affected the transmission of messages on the telegraph and
telephone wires within 50 feet of the track.
Twenty-four employes of the Cincinnati Traction
pany who have been voted by their fellow-workers the most
popular will be sent on a sight-seeing tour of the east
cities during June at the expense of the company.— Third
Rail.
7511
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 23.
PERSONALITY IN HANDLING EMPLOYES.*
l;v II. 11. VKEELAXI). PRESIDENT NEW YORK CITY RAILWAY COMPANY.
The New York City Railway Company was employing
several thousand men when I came to it, but I found that they
were constantly changing. Practically the entire force would
renew itself every two or three years. There were not 50 men
who had been with the company five years. At that time, if
an employe had committed a minor offense he would be laid
off for a couple of days. Xo account was kept of the affair,
and as soon as he was back at work the matter was forgotten.
I heard repeatedly of division superintendents discharging men
under them whom they had never seen ; and the man was
given no chance to defend himself.
It was in 1895 that our record system began working
The improved conduct of the men was wonderful. The knowl-
edge that facts concerning their ability, and their disposition
to make use of this ability, were placed on record, brought a
new interest. The men were well aware that their errors
were placed against them, but they also knew that statements
relating to their good conduct and efficient service had space
in the record.
The most marked effect of installing this system, an effect
which has continued throughout its life, is in bringing out
the staying qualities of the men. Before these personal rec-
ords of the employes were started, as I have said, there were
not 50 of them who had been with the company five years:
now 50 per cent have been in the service that length of time.
The gold bar on a motorman's or a conductor's sleeve is a
common sight today.
Trials of Accused Employes.
A man would fight now to keep his record clean; while
prior to the installing of this system the same man would
have thought nothing of being suspended for a few days.
Punishment by suspension is a final warning, occurring but
once before discharge. The general system of suspension is
a thing of the past among the forces of the New York City
Railway Company.
If an employe is accused of misconduct or neglect he is
brought up for trial. An opportunity is given him to secure
all the witnesses possible, even if he has to take two or three
days in finding them. When everything is ready, the division
superintendent tucks the volume of the records containing
this man's service under his arm and goes to the "court"
room and holds the "trial." The division superintendent is
both judge and jury in most cases; and as he has, in all
probability, never seen nor heard of the man on trial, there
is nothing to influence the decision but the actual facts in
the case. If the employe is acquitted he is paid for all the
time lost during the trial. Should he be found negligent to a
certain extent, but not sufficient to cause his discharge, he is
fined only for the time consumed by the hearing of the trial.
Sources of the Information.
The sources of our information, it may be said, are only
two: the public in general and our officials in particular — ■
rather a complete information bureau.
Often patrons of our lines will come to me, or write a
letter, saying they had been riding with the same conductor
every week-day morning for a number of months or possibly
for two or three years. They had noticed at various times
how courteous he was and careful to avoid all possible damage
to the company's property. First of all, we would endeavor
to find out whether this statement was above suspicion or if
the person had been prompted to do this by the conductor.
If it proved to be genuine, the statement which had been
made, along with the informant's name, would be entered
on the employe's page to whom it related.
In addition to this general information there are the com-
plaints and commendations made by the officials of the com-
pany, as they come in contact with the employes.
It is the custom for the superintendent of a division.
or his assistant, to see each man personally in reference to
any charges which may be brought, in order to prevent the
employe from being the victim of an unjust accusation. It
also does away with any uncertainty in the employe's mind
as to how he stands with the company. In this way, so far
as is possible, an effort is made by the superintendent to keep
in personal touch with his men and at all times to accord
them a hearing.
Promotion Dependent on Good Record.
The New York City Railway Company never considers
a man for promotion until he has been in its employ for
five years. It takes that long to know a man. And this
does not seem unreasonable when one considers the many
•Abstract of article in System.
iiuls of employes who are scattered over several hun-
dred miles of tracks at all hours of the day and night.
Yet it is from the eligible men that we fill the higher
positions, for it is our policy to take the men from the lower
ranks and appoint them to the openings in the higher grades
of the service, in preference to choosing outsiders to fill such
vacancies. Whenever the vacancies occur the fact is made
public on the bulletin board so that candidates may have an
opportunity to file their applications. In determining their
fitness for the position involved, their records are very care-
fully gone over. From the list of the apparently eligible ones
those men are chosen who seem to give promise of most satis-
factorily meeting all requirements. These are promoted on
probation and if they prove their ability to perform the new
duties they receive permanent appointments.
Records Open for Inspection.
Another cause which stimulates the men in their work
is the fact that the records are always open for their inspec-
tion. They can find out at any time just what the company
knows about them; and this in actual facts and not general
impressions. We often have requests from the police and
fire departments for information relating to men who have
applied to them for appointments. Applicants for police and
fire department service are more desirable when recruited
from street railway ranks, for they are as a class very well
conditioned and disciplined, and are accustomed to handling-
crowds and unusual situations arising in the busy streets.
These personal records are entered in volumes, approxi-
mately 11 by 15 inches, containing 800 pages each, closely
ruled. These pages are indexed and a page is reserved for
each man.
The first entry is that of the name, date of birth, date
of appointment, the capacity in which he serves and the
division to which he is assigned. Notations are then made in
chronological order of any facts which are reported regard-
ing the fidelity with which this employe's duties are per-
formed; the violations of which he may be guilty; the regu-
larity and punctuality of his attendance, and complaints and
commendations made by the officials of the company, or re-
ceived from outside sources. There are also recorded what-
ever disciplinary measures are adopted from time to time,
the date of his promotion, or the reverse, and any informa-
tion reaching us which throws light, either directly or indi-
rectly, upon the man's habits, personal conduct and efficiency.
In the case of employes who remain in the service for
a number of years, it is obvious that the records become some-
what voluminous. To facilitate their examination the use of
colored inks has been adopted when making entries of a
particular character.
On the first of each month statements are sent to me of
the number of men hired and discharged. Those among the
latter who have been with the company for more than a year
will have their records sent along so that their standing dur-
ing the period of their employment may be examined. This
presents another safeguard against a man being removed
from his place through any mistake or prejudice. This rule
is carried out regarding the entire 15,000 employes.
This system is now employed by railroads controlling 90
per cent of the trackage laid in this country. The opinion
is general that it has gone far to solve one of the problems
which ever confronts the employer of great numbers of men —
the ability to know them. To me, the use of this record is
as great a benefit as it is to our men.
Cement Insulated Trolley Hangers.
S. H. Anderson, chief electrician of the Pacific Electric
Railway, Los Angeles, Cal., has been experimenting with a
novel type of insulated hanger for trolley construction. The
variation from the present type of hanger consists in the
use of Portland cement as an insulating compound. The out-
side or shell of the new type of hanger will not differ from
the design now generally adopted. The interior stud, how-
ever, which supports the ear will be made in a die in the
form of a spool with the threaded portion as an extension
from the face of one end. This spool-shaped piece will be
centered in the shell and the interior of the shell then be
filled with Portland cement. Insulation will be provided by
covering the stud with two or three coats of enamel baked
on so that it will be unaffected by water. The cement which
will replace the usual insulating material will therefore not
be called upon to act as a dielectric, but only to perform the
mechanical duty of retaining the hanger bolt in the position
in the center of the shell. It is expected that this method
of construction will effect a saving in first cost.
June 5, 1907.
ELECTRIC RAILWAY REVIEW
T."l
AN AIR-OPERATED YARD CRANE.
The air crane shown in the accompanying illustrations
was built in the shops of the San Francisco Oakland & San
Jose Railway (Key Route), Oakland. Cal. It has been of
considerable value in handling material in the general storage
yards. The line drawing will serve to give the dimensions
and detail arrangement of the crane. The principal pan of
this useful tool comprises an air cylinder 7 inches in diameter
and 6 feet 6 inches long, mounted on a boom so supported
that it can swing around a mast stepped on a platform 4 by 6
feet, which is in turn clamped to the floor of a fiat car.
EXTENSION OF THE SOUTHWESTERN TRACTION
COMPANY.
The Southwestern Traction Company of London, Ont.,
which has had a line in operation between London and St.
Thomas. 18% miles, for the past 12 months, is now completing
Key Route — Air-Operated Crane as Mounted on Flat Car.
Fastened to the end of the piston in the air cylinder is a
20-inch sheave, carrying a %-inch wire cable, which passes
over the top of a second fixed sheave at the ecd of the long
boom.
By means of suitable tongs fastened on the free end of
this wire cable and a supply of air from the motor-driven
its extension from London to Port Stanley, 29% miles, which
is expected to be opened for traffic in July. An official report
from C. P. Raikes, chief engineer, states that grading is now-
completed and the overhead work, which is partly of the
bracket type and partly double-pole span construction, is
finished as far as Union, 26% miles. Sixty-pound rails are
used throughout. The steepest grade is 4% per cent. A
power house of 1,000-horsepower capacity is located at London,
and contains 10,000-volt, 3-phase generators, operated by
vertical compound inclosed engines, operating at 375 revolu-
tions per minute. Three substations are now under construc-
tion. The equipment for the substations and the cars is fur-
Key Route — Air-Operated Crane Handling Track Material in Yards.
compressor mounted on the platform, it is possible to load
and unload rails or other heavy supplies with comparatively
little manual labor. Current tor the operation of the air
compressor motor is obtained from the trolley through a hook-
stick connection. It is necesaarj to clamp the flat car to the
track in some maimer in order thai the heavy weights at the
end of the boom may be more steadily handled than would
be the case n the platform were tree to move.
nishc id by the Canadian Westinghouse Company, and the over-
head and track equipment by the Canadian Electric Traction
Company.
The original line lo St. Thomas has three steel bridges
with spans of 60, 120 and 180 feet. Six double-truck cars
with a seating capacity of tl are now operated on a 55-minute
schedule, with a 5-minute layover at each end. Six new cars
with a capacity of Vl passengers are now being delivered for
752
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 23.
the new line to Port Stanley, on which a similar schedule will
he maintained during the summer months. During the re-
mainder of the year this section will be operated on a 2-hour
headway.
Surveys are now being made for another extension from
Lambeth to Delaware, six miles, and construction is to begin
In August.
P. G. Rumball is president and S. W. Mower general
manager of the Southwestern Traction Company, with offices
in the Bank of Toronto chambers, London, Ont.
VALVES OF REDUCED DIMENSIONS.
Mr. S. Z. de Ferranti has recently invented a stop valve
for steam and fluids at any pressure, which is less than half
the size and weight of the ordinary mushroom or straight-
way valves. This valve has been perfected by J. Hopkinson
& Co., Huddersfleld, Eng. It has been demonstrated by a
large number of practical experiments that the drop in pres-
sure through a mushroom or gate valve of ordinary construc-
tion is about three pounds greater than that through the new
valve.
To demonstrate this a test was made on a 17 by 34 by 36
inch vertical compound engine, piped to the boiler by a
double pipe line, one branch of which was fitted with a
screw-down globe valve, and the other with a Hopkinson-
Ferranti \alve. It was found that with the mushroom valve
closed and the Farranti valve
open the initial pressure in
the cylinder at full loading
under the same conditions
was three pounds higher than
with the Ferranti valve closed
and the mushroom valve open.
These results are accom-
plished by locating the valve
at the throat of a Venturi
tube. The principle made use of is that governing the flow of
steam through converging-diverging nozzles. It has been
found that in passing through the converging portion of the
nozzle the potential, or heat energy, in the steam is converted
. ■
"S75
Hopkinson-Ferranti Valve-
Arrangement of Valves
During Test.
Hopkinson-Ferranti Valve — Sections Showing Construction of Valve.
into kinetic energy and in leaving through the diverging
mouthpiece the kinetic energy is again converted into poten-
tial energy with practically no loss of pressure, provided the
ratio of the pressure at the mouth to that at the throat of
the converging nozzle is comparatively small.
Attempts have been made to use this principle for valves
on large water mains, but it was found that the drop in
pressure caused by eddies and friction in passing through a
common gate valve was so great that little of the kinetic
energy in the water was returned to the potential form.
To overcome the difficulty arising from even a slight
amount of roughness or unevenness at the throat, the new
valve is built so that the gate when raised to open the valve
is replaced by a smooth continuous tube. When the valve is
full-open a perfectly smooth passage is presented for the flow
of steam.
The valve discs are so mounted that they are free to
rotate and move. They wipe over the seats each time the
valve is moved and thus keep themselves free from deposit
and prevent the wearing of ridges in the valve seats.
An advantage presented by this valve is that it halves
the possible leakage, since the circumference of the valve
seats is only half that of an ordinary valve. The reduction
in size also prevents warping under high superheat, and thus
further reduces the leakage. As the valve is only half the
diameter of an ordinary valve, it has but one-fourth the area
and need only be moved half the distance of an ordinary iralvc.
Therefore the work done in opening or closing the valve is
but one-eighth that required for an ordinary valve of the
same capacity. Owing to the form of the valve a graded
opening is secured preventing any sudden rush of steam.
This makes a by-pass valve unnecessary. The steady flow of
steam through the nozzle of this type of valve tends to reduce
considerably the vibration of steam pipes. A reduced loss of
pressure on the pipe lines is also secured. The reduced size
and weight makes the new valves cheaper to install and
lessens the danger of valve chambers exploding.
A further important advantage secured by the use of
these small valves is that the flanges of the valves can be
made small enough and with a small enough bolt circle to
connect directly with ordinary pipe flanges, thus avoiding the
necessity of extra large flanges where the pipes are attached
to valves.
IMPORTANT CONSOLIDATION DESIRED IN MASSA-
CHUSETTS.
By petitioning the Massachusetts railroad commission for
permission to consolidate, the Springfield Street Railway and
the Western Massachusetts Street Railway have opened the
way to a comprehensive service in the Berkshire and Con-
necticut valley regions. The completion of the western
Massachusetts extension between Huntington and Lee, a dis-
tance of 20 miles, will close the last gap in a continuous line
of electric roads extending completely across Massachusetts
from end to end, making it possible to travel from New Bed-
ford, Newburyport or Boston to Barrington, Pittsfield and
Williamstown. This total distance of about 200 miles repre-
sents nothing remarkable at present in the way of through
service, but the possibilities of a more centralized manage-
ment suggest an important future for through service in
Massachusetts.
If the petition is granted, which seems probable at this
writing, the New York New Haven & Hartford Railroad
will control electric roads extending throughout the western
and central parts of the state as far east as Worcester. There
can be little doubt that the welding of these local systems will
result in generally improved physical conditions and enlarged
through service. The varied topography of the country
through which the interurban lines are operated adds greatly
to their attractiveness for tourist travel, and the attention
paid to this class of business in eastern Massachusetts at the
present time warrants the belief that through cars between
Boston and Pittsfield, certainly between Boston and Spring-
field, will not be delayed many years longer. Considering the
developments in the middle west, and especially the distances
traversed by through cars, these eastern projects look some-
what commonplace; but. when the nature of the country, the
character of the travel, the lack of motive power and rolling
stock standards, and the present separate managements in
Massachusetts are taken into account, the possible gains from
consolidation are seen to be of great public benefit. Com-
June 8, 1907.
ELECTRIC RAILWAY REVIEW
7.-.:;
petition with steam railroads flourishes in the relatively short
routes of eastern Massachusetts; how far this will extend
westward is largely a matter of physical limitations to high
schedule speed.
TEMPORARY HOODS FOR OPEN PLATFORMS.
At Scranton, Miss., where the Pascagoula Street Railway
& Power Company's line is located, there are only a few days
Car Equipped with Temporary Vestibule.
during the winter months that a closed cab is desirable.
Therefore it is not considered profitable to provide vestibuled
cars for operation during this short period. The cars are,
however, fitted with temporary vestibules, as illustrated.
These have been found very satisfactory. The attachment
consists of a canvas hood, fitted with windows at the front
and sides. This is fastened to the car by carriage buttons.
A steel rod located at the front of the dash holds the canvas
away from the controller and brake handles.
FIESTA FLOATS AT LOS ANGELES.
During April of this year the annual fiesta parade took
place. In this celebration, fostered by the business and com-
Los Angeles Fiesta Float Built on the Platform of a 4-Wheel
Motor Car.
mercial interests of the community, were a large number of
especially attractive floats carried on single-truck motor cars.
The accompanying illustration of one of these floats will serve
to show how elaborate were the decorations for this event.
As a substantial contributor to tin- welfare of the enterprise,
the Los Angeles Railway Company furnished the railway
equipment and car crews. Each float, of which there were some
50, was built Upon the floor of a single-truck motor car, origi-
nallv of th<- cross-bench open type. The decorating scheme
used this year included a series of floats illustrative of the
various precious stones. A halftone engraving from a photo-
graph of the float representing the coral is shown.
A ONE-MAN DRUM CARRIAGE.
As a general rule cable drums are moved about on com-
mon trucks which have no facilities for handling such cum-
bersome and heavy objects. Consequently the labor required
in loading and unloading the drums from the trucks and
moving them from place to place is much greater than it
should be with a truck built especially for this purpose.
The accompanying illustration shows such a truck manu-
factured by John Ruscoe & Co., Limited, Manchester, Eng-
land. It is built of steel and consists of an inclined plane
with suitable bearing blocks for the spindle of the drum
and a small crane with reduction gearing, by means of which
the supports can be moved along the inclined plane. At
the rear of the inclined plane are steel drop shoes which
are let down during the process of loading and unloading, at
which time the carriage stands on four legs, thus relieving
the horse of any burden. It is stated that one man can
easily load a 4-ton drum on this truck in four minutes and
unload it in somewhat less time.
The framework is built to take drums up to 7 feet 4
A One-Man Drum Carriage.
inches in diameter and 3 feet 11 inches wide. The weight of
the truck in proportion to the load which it carries is very
much less than that of an ordinary truck used for this pur-
pose, consequently one horse can easily pull a 4-ton drum
when mounted on this carriage. Thus by reducing the num-
ber of horses and men required to load and move cable
drums a saving of 60 per cent on the cost of trucking is
said to be accomplished.
The traffic on the suburban electric lines out of Phila-
delphia showed a large increase last week on account of an
increase in suburban fares on the Philadelphia & Reading
Railway.
The Kokomo Marion & Western Traction Company has
inaugurated Sunday excursion rates on its lines from Kokomo
to Marion, Ind., and the first Sunday taxed the capacity of the
road to the fullest extent. If the same patronage continues
through the summer, the innovation will prove a good financial
undertaking.
Results of tests of wooden poles for carrying overhead
transmission wires were given in a paper submitted recently
to the Institution of Electrical Engineers, London, by C. J.
Wade. The tests proved the flexibility and recuperative
power of wooden poles after severe deflections from the per
pendicular, caused by abnormal stresses.
754
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 23.
BOOK TABLE.
The Engineering and Electric Traction Pocketbook. By Philip
Dawson. Fourth edition. London, 1906. Published by En-
gineering, 36 Bedford street, Strand, W. C, and New York,
by John Wiley & Son, 43-45 Bast Nineteenth street. 1,053 pp..
Illustrated, 4% by 6% inches. Leather. Price, $5.00, net.
The subjects pertaining to electric traction engineering
are very completely covered in this excellent volume, though
naturally the contents are based more upon English and
European practice than that ot America. The book will, how-
ever, be of great value to traction engineers and many in-
teresting and educational ideas may be gathered from it.
This is especially true of the chapters on overhead construc-
tion, subway and track construction.
The first part deals with materials of construction for
track and roadway, presenting many types of construction illus-
trating the best European and American practice. Valuable
tables relating to track construction, and data for laying out
curves and special track work are presented.
Chapter II deals with rail bonding and rail joints and
presents the best types of bonds and joints found in service.
Chapter III deals with the overhead distribution system,
many tables being presented for calculating feeders, etc., and
a large number of cuts are used to illustrate the standard
types of fittings and accessories used in overhead construc-
tion. Data are given of strength and insulation tests of
strain and line insulators, which, no doubt, will be found of
value.
Besides presenting a vast number of minor details, illus-
trating the mode of constructing and erecting pole lines and
overhead work, tables and data pertaining to wooden and
steel poles, giving the strength, weight, cost and standard
specifications for poles, are given, with notes on their preser-
vation. American engineers will find the material presented
on the design of artistic trolley poles of especial interest and
value, as American engineers have been rather lax in then-
attention to the artistic details of overhead construction.
Section 2 treats of the power station. In the first chapter
the thermodynamics pertaining to the engine and boiler room
is given, with notes en superheated steam and entropy and
indicator diagrams. The theory and the design of the steam
engine and the steam turbine are presented. Tables accom-
pany the theory showing the steam consumption of engines
and turbines under varying conditions during tests and in
actual practice.
This section also deals with the powerhouse auxiliary,
interesting notes being given on condensers, cooling towers,
pumps, etc. The design of steam piping and piping auxiliaries
is excellently treated.
Section 3 includes chapters on the design, construction
and operation of steam boilers, considerable space being given
to the design and care of auxiliaries, such as boiler settings,
grates, safety valves, gauge columns, valves and blowoff cocks.
Notes on superheaters, force draught systems, ash and coal
conveyors, and details of water-softening plants are dealt with
in separate chapters. Economizers, feed-water heaters, chim-
neys, the results of tests and data on the practical operation
of representative boiler plants are presented with notes on
the burning and properties of various kinds of fuels.
Section 4. The theory of electric generators and motors
is briefly presented and tables showing the values of the units
of electricity are given. A large number of illustrations,
curve sheets and tables give the details of construction of
generators and motors, as well as their characteristic curves
under various conditions of operation. The value of insulat-
ing materials is given and many valuable notes on the care
and management of dynamos, motors, motor-generators and
rotary converters. Particular attention has been given to the
subject of alternating-current generators, motors and trans-
mitting apparatus, many illustrations and diagrams being used
to show the various connections used for the polyphase trans-
mission system.
Switchboards and electrical indicating instruments form
the subject matter of Section 5. The design of low and high
tension switchboards is very completely covered in this sec-
tion and the most improved forms of high-tension oil switch
for local and remote control are illustrated. Various control
systems are described, as well as electrical measuring in-
struments, synchronizers, lightning arresters, etc.
A very comprehensive treatment of gas engines, gas pro-
ducers and accessories required in a gas engine installation is
given in a very thorough manner in Section 6. As this is the
first extended treatment of this comparatively recently in-
troduced prime mover it will, no doubt, be of great interest
and value to designing engineers.
The succeeding chapters deal in a very thorough manner
with powerhouse buildings, storage batteries, surface and con-
duit systems, rolling stock and motors, train resistance, etc.
An especially valuable part of the book is that which treats
of the efficiency, maintenance and depreciation of electric
railways.
Long-Distance Electric Power Transmission. By Rolln. W. Hutch-
inson, Jr. New York, 1907. D. Van Nostrand Company, -u
Murray street. Cloth, $3.00.
High-tension transmission lines are now becoming so
numerous that a book treating of this subject is particularly
timely and valuable. As a greater part of the long-distance
transmission systems serve hydro-electric installations, the
author has wisely included in this volume the laws of hy-
draulics dealing with the flow of water and the construction
of dams, canals and flumes, besides introducing the theory
and operation of turbines, impulse wheels and the auxiliary
governing apparatus. A considerable amount of information
is given on the proper gauging of streams, determining the
probable minimum flow and the designing of dams, flumes,
etc. A large number of cuts illustrate the various types of
flumes, dams and canals usually employed, showing by half-
tone reproduction from photographs of systems actually in-
stalled many details, such as devices for removing leaves and
twigs from flume lines, methods of overcoming ice difficulties
and methods of constructing and anchoring flume lines.
Though most of the information given on construction, opera-
tion and efficiency of water wheels and water wheel governors
is taken from the catalogues of the various manufacturers, it
is collected in convenient form, which makes it of value to
the busy engineer.
Various types of alternating-current generators are shown
and described, including a few curve sheets showing the effi-
ciency and characteristics of high-tension alternating-current
generators and transformers. The major portion of the book
treats in detail of high-tension switchboard and pole-line ap-
paratus. Special chapters are devoted to high-tension oil and
air brake switches, lightning arresters and synchronizing
instruments. The effect of the power factor on the cost of
transmitting power and the causes for low power factor are
mathematically discussed, including also calculations on the
most economical size of transmission wires and the relation
of power factor to the capacity and inductance of the lines.
This and other portions of the book require a knowledge of
the calculus and considerable knowledge of electrical engi-
neering is also assumed. Particular attention has been given
to those details almost wholly neglected in previous works on
electrical transmission, viz., the practical features and details
of constructing pole lines. In this portion of the work calcula-
tions on economical pole-line construction are included, show-
ing the electrical leakage with various pole spacings and its
effect on the cost of power transmission. The chapters on
transformers, motors and rotary converters are much the same
as those chapters in most books on electrical engineering.
The final chapters in the book describe some practical plants
which are in actual operation, giving details of the archi-
tectural designs of the buildings, arrangement of the ma-
chinery, dams, etc., and include a few notes on the parallel
operation of plants, regulation and cost of electrical power
transmission.
June S, 1907.
ELECTRIC RAILWAY REVIEW
PIPING AND POWER STATION SYSTEMS— XLI I.
BY \V. 1.. MORRIS, M. E.
City Water Connections to Boiler Feed Main — Class K 5.
If the power station has its own water supply the city
water supply should not be connected with the boiler feed
main. The pressure carried on a city main is not sufficient
for boiler feeding. This necessitates joining the city water
connection to the auxiliary feed main. Here the supply can
be used under a low pressure without interfering with the
regular boiler feeding. If the plant is run with city water
only then this latter connection should be used, since it
enables the operator to wash or fill boilers without running
any pump.
Figure 283-(K5 — 1) shows an auxiliary main arranged so
that under ordinary conditions it will be supplied with city
C/rr-
W/rre-*:
&s*//-£-/sr*py y^TV/vr
/^•/■SW
Figure 283-(K5— 1).
pressure as far as the pumps, thus making this water avail-
able for wetting down ashes, etc. When pump No. 2 is sup-
plying the auxiliary main with water under high pressure for
operating turbine tube cleaners there will be no water at high
pressure available as far as valve A. This, however, would
not be a serious objection in most boiler rooms. To avoid
damage -to the low-pressure city lines, if an operator should
start the pump without closing the valve, A, a check valve, B,
should be fitted in the low-pressure main, as shown.
Feedwater can in an emergency be obtained by means
of a fire hose if the city fire plugs are properly located. The
use of fire hose is, however, poor practice, as it is trouble-
some to make the connections and shows that the city service
has been overlooked.
City Water to Pump Suctions — Class K 6.
Plants which have city water available should have the
city service connection of sufficient size to feed all the boilers.
All continuously operated plants should have two separate feed
pump suctions, whether there are two different sources of
water supply or only one. Plants having both their own and
a city water supply should have the city water delivered
directly to the pump suctions, as shown in Figure 284-
(K6 — 1). It is not best to deliver the water into the suction
well, since it may be found necessary to empty this well for
making repairs.
The city connection may be made quite small, possibly
one-third the diameter of the regular suction pipe. Water is
delivered through the city lines under pres-
sure, and such lines are too seldom used to
justify a reduction of pipe line losses by the
use of a large pipe. If a plant is operated
entirely on city water there should be two
separate city connections, as shown in Figure
285-(K 6 — 2). To provide this arrangement
it may be necessary to use two meters. If two taps are not
provided the plant might be without water if the city main
to which it was connected should Ik- shut off for repairs, or for
any other cause. Figure 285 shows a power plant located at
i In- intersection of two streets and connections made to two
mains with two valves in tin- city mains between the connec-
it there were but one valve, either A or B, then it
would be necessary to conned with tin- cltj mains beyond
another valve, as shown by the dotted lines in Figure 285.
Fig. 284-(K 6—1).
This would necessitate the use of another meter, also shown
dotted. By connecting to the mains in this manner water is
obtainable whenever it is necessary to shut off the water on
both sides of a city valve. The use of two meters permits a
more accessible piping layout. It also affords means for re-
pairing any part of the main and yet have one pump in service.
The most satisfactory piping layout is one with two sepa-
rate suction lines from the pump to the water supply. A valve
should be placed between these two suction mains to separate
them whether water is obtained from two city or two private
sources of supply.
If the suctions are taken from two private sources, such
as a pond and its tributary stream, they should be from two
points which are as far from each other as possible. Thus, if
the stream is muddy the suction can be taken from the pond,
or, if the pond should be empty, the suction can be taken
from the stream. If water is available from only one source,
Such as a small stream, which is not continuously available
Figure 285- (K6— 2).
either because of too little or too much water, which would
oftentimes cause it to be very muddy, then another reserve
supply is necessary, either in the form of a pond or an artesian
well.
City Water to the Heater— Class K 7.
A plant operated entirely on city water should have a
connection to the float controlling-valve if an open heater is
used, in which case this would be a regular service connec-
tion. If the plant has its own water supply it will also have
a low-presure water service and a connection from this low-
pressure service to the heater. To supply city water for emer-
gency purposes it is ordinarily delivered to the low-pressure
water mains which are connected to the heater.
If these mains are not properly laid out, necessitating their
being entirely out of service when repairs are made, it will
be more satisfactory as regards reliability to connect the city
water directly to the heater. This connection can be a perma-
nent pipe line or a temporary hose connection may be em-
ployed if a hose valve is attached to the heater. If the valve
is of the proper size to fit fire hose, the water supply during
periods of repairs can be taken from a fire hydrant.
City Water to Fire System — Class K 8.
The pressure carried on city water mains is generally
low, about 20 to 30 pounds per square inch, and consequently
when a large number of streams are taken from a fire hydrant
this pressure is almost entirely lost in overcoming the friction
in the pipes. Power stations are generally large and high
buildings, necessitating the use of high pressure on the fire
lines. If city water only is available for fire protection it
should be connected to the fire pump suction, the water at
such times not passing through the meter. This subject will
be taken up more fully in "Fire Protection." Class M.
City Water for Priming Pumps — Class K 9.
Any water may be used for priming pumps, as the quan-
tity used is so small that its quality is immaterial. Priming
water should be taken from the city mains only where city
I 56
ELECTRIC RAILWAY REVIEW
Vul. XVII, No. 23.
water alone is available, or in plants which have no storage
tank to furnish water for this service.
City Water to Hydraulic Elevators — Class K 10.
Water which is suitable for boiler feeding is also suitable
for hydraulic rams, etc. It would be necessary to remove any
loose sand from the water for either service. If the plant is
run with city water then the ram should be of such area that
the lowest city pressure would operate it. The resistance
of the ram stuffing box and the loss of head due to the
velocity of flow are usually so great that the theoretical
pressure under the ram should be twice that which is actually
necessary to operate it. This subject will be taken up more
fully in "Hydraulic Elevators — Class O."
City Water to Engine Journals — Class K 11.
City water instead of the regular station water would be
used for cooling journals if the latter supply were too warm
to be effective. Rather than use city water it would be more
economical to use a greater quantity of the station water. If
city water has a temperature of 50 degrees
F. and the station water is 15 degrees warmer
and the discharge from the journals has a
temperature of 150 degrees F., then the city
water is raised 100 degrees, whereas the sta-
tion water is raised S5 degrees. This differ-
ence in practically all such cases is too slight
to justify the use of city water.
If city water is used exclusively then it
should be discharged into a drip main located
so that the water will drain into the heater.
Funnels should be fitted so that the drip flow may be ob-
served. If the heater is located too high to permit the use of
a gravity discharge, the sights may be made air-tight, as
shown in Figure 2S6-(K 11 — 1). permitting a back pressure on
the engine journals, sights, etc. To avoid the loss of the air
confined in the glass body such sights should be placed where
there is the least pressure.
Another method of determining the flow is to use in addi-
tion to the regulating valve a three-way valve, one discharge
being into the heater and the other into an open funnel con-
nected to the sewer. To determine the amount of water flow-
ing the valve can be turned to discharge into the funnel, and
again placed in its normal position, thus turning the discharge
into the heater.
City Water to the Damper Regulators — Class K 12.
If no other water constant pressure is available to oper-
ate the damper regulators city water may be used for this
service. Especially is this true if the pressure is low, say
about 30 pounds to the square inch. The use of boiler feed-
water or steam condensation is extremely objectionable due
to the destructive effect on the controller valves.
The working piston of a regulator should be of sufficient
diameter and stroke to operate the dampers while under low
pressure. The work of moving the damper must be done
by one stroke, the return of the damper being effected by a
counterweight. Therefore the capacity of the regulator cylin-
der must be twice that necessary to move the damper alone.
If a force of 40 pounds is required to move the damper when
in any position, then the effective capacity of the regulator
cylinder should be 80 pounds, or twice this, which would be
about 150 pounds pressure on the piston rod. If the lowest
pressure on the water main from an overhead tank is 15
pounds, the regulator would require a piston about 3%
inches in diameter, a much larger size than the manufac-
turers of regulators care to furnish. However, if constant
and satisfactory service is desired low pressure must be
used.
(To be continued.)
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
BY .1. L. ROSENBERG ER, I.L. B., OF THE CHICAGO BAR.
Injury from Fall Due to Tobacco on Station Stairs.
Kaplowitz v. Interborough Rapid Transit Company. 103
New York Supplement. 721. — The supreme court of New York,
appellate term, holds that a judgment for the plaintiff in
this case should be reversed, and a new trial ordered, the
evidence showing that, although there was much dirt upon
the stairs, the plaintiff fell on a piece of tobacco, while
there was nothing to indicate that the tobacco had been
there a sufficient length of time to impute notice to the de-
fendant. It says that the case did not come within the
authority of Cooley v. Trustees of N. Y. & B. Bridge, 46 App.
Div. 243, 61 N. Y. Supp. 1, as in that case it appeared affirma-
tively that "the occasion of the fall was a pile of dirt, com-
posed of earth, banana peelings, cigar stumps, etc., situated
on the fifth or sixth step from the bottom of the stairs, and
about 3 inches in depth and 18 inches long," and it also
appeared affirmatively that the defendant's servant had, previ-
ously to the accident, swept the dirt from step to step — an
inference being deducible therefrom that the said servant was
responsible for said pile of dirt which caused the accident.
According to Power, at Columbus, O.. where the water
is excessively hard, a water-softening plant with a capacity
of 30.000,000 gallons per day is being constructed.
Motorman Entitled to Rely on Orders from Starter.
Doe v Boston & Worcester Street Railway Company, 80
Northeastern Reporter, 814. — The supreme judicial court of
Massachusetts says that according to certain evidence a
motorman had been given by the starter a clear right of way
for a certain run. Acting under this order he went forward
and just before a collision the car passed around a curve at
a speed estimated by the motorman and other witnesses as
from 10 to 40 miles an hour. His declarations contained the
further statement that he did not see the other car until
it was in such proximity that a collision was inevitable. But
while running rapidly and, unable to ascertain if the track
was clear until he passed the radius of the curve, under the
company's system of operating this portion of its railway it
could have been found that this motorman's car had the right
of way, and that he had no reason to apprehend that at the
same time an eastbound car would be passing over the track
at this place. When employed at his usual work and acting
under the assurance or order of the person charged by the
company with the duty of seeing that the track was clear
between the points, the motorman had a right to presume
that he could safely proceed. If the track was properly sup-
posed to be clear, the jury could find that the rate of speed
was not excessive, and that his conduct while operating the
car in the ordinary way, as he appeared to have been doing,
was not careless. It plainly could not have been ruled as
matter of law that he was negligent, and this question was
an issue of fact for the jury's determination.
Good Faith Required to Recover Transfer Penalty.
Nicholson v. New York City Railway Company, 103 New
York Supplement, 695. — The supreme court of New York,
appellate division, first department, holds that, under Section
105 of the railroad law of that state, which commands that
a railroad shall carry for a single fare between any two points
on its road "any passenger desiring to make one continuous
trip between such points," a person in order to maintain an
action to recover the statutory penalty of $50 for a refusal
to furnish a transfer must prove that he or she became a pas-
senger in the first instance in good faith, and for the purpose of
going to some point on the line to which he or she wished to
be transferred. It says that it will be noticed that only a pas-
senger who has been "aggrieved" can maintain an action to
recover the penalty. The plaintiff was not "aggrieved." In-
deed, she would have been disappointed, had she received the
transfer demanded, because in that event the purpose of her
taking the car would have been frustrated. The object of
June S. 1907
ELECTRIC RAILWAY REVIEW
the statute is to promote the public convenience. It is not
to put money in an individual's pocket, unless such individual
comes fairly within the provisions of the statute, viz., a pas-
senger in good faith who has been aggrieved by the railroad
company's refusal to give a transfer to some point on a
connecting line to which he desires to go. Again, it says
that the statute is not only limited to a passenger, but to
one who desires to go to some point on the connecting line.
The statute, therefore, by express provision precludes one
from suing for a penalty who has no intent to go to a point
on the connecting line, but who takes the car merely for the
purpose of putting himself in a position to bring an action.
Demanding Second Fare Not Gross Negligence nor Creative of
Excessive Charge.
Robinson v. International Railway Company, 103 New
York Supplement, 588. — The supreme court of New York,
special term, says that it is provided by Section 39 of the
railroad law of that state that any railroad corporation which
shall ask or receive more than the lawful rate of fare, unless
such overcharge was made through inadvertence or mistake
not amounting to gross negligence, shall forfeit $50. The
proof in this case revealed that after the plaintiff had paid
one fare and the car had proceeded a short distance the con-
ductor came in again and demanded his fare. It was quite
apparent that whatever the conductor did relative to the
second fare was done under the impression and belief on his
part that the first fare had not been paid. The conductor
was simply mistaken about the first fare, and the second
fare was demanded through inadvertence or mistake. Such
transaction did not amount to gross negligence. There was
no proof whatever that the company asked or demanded more
than 5 cents for a single fare of this plaintiff. The proof
showed that what the conductor did was to demand two
single fares of 5 cents each, not 10 cents for one single
fare. If the condutcor had demanded 10 cents for a single
fare a case would have been made out of an excessive charge
being made not through inadvertence or mistake. But the
second demand for the 5-cent fare being made, under the
mistaken belief that no prior fare had been paid for the ride,
the provision of the statute did not apply, and the plaintiff's
remedy was to recover the overcharge and damages result-
ing therefrom, not an action for the statutory penalty.
Ejection of Passenger with Expired Transfer Taken on Con-
ductor's Assurance — Rules — Damages.
Nicholson v. Brooklyn Heights Railroad Company, 103
New York Supplement, 310. — The second appellate division
of the supreme court of New York says that the jury were
at liberty to find from the plaintiff's evidence that he de-
manded a transfer, which he noticed, upon receiving it, was
so punched that the time limit indicated had already expired;
that, upon calling this fact to the attention of the conductor
and demanding another transfer, he was assured that it was
all right; that at the intersection with the line which he de-
sired to take he alighted, boarded the proper car, and ten-
dered the conductor the transfer; that the conductor refused
to take it, demanded his fare, and, upon his refusal to pay
the fare, ejected him from the car.
It was not disputed that the defendant was bound to
give the plaintiff a transfer entitling him to a continuous trip
for a single fare, and that for its refusal to do this the
plaintiff could have recovered the penalty of $50 provided by
statute. He could also recover any excess fare exacted of
him, but it did not follow that he could knowingly board a
car with a ticket, which, upon its lace, did not entitle him
t'i :i ride, and recover for being ejected by a conductor who
acted strictly within his duties. The act of the conductor
in ejecting him was not wrongful or unlawful.
Passengers must, know that conductors cannot dispense
with the rules of the company, and, if they do not, the law
charges them with such knowledge. The plaintiff knew that
the time indicated by the ticket within which he could be
carried on the line to which he intended to transfer had ex-
pired, and he had no business to act upon the assurance of
the conductor, or to expect that the conductor on the line to
which he transferred could take his word in direct contradic-
tion of the ticket. The plaintiff's ejection from the car was
not consequent upon the wrongful act of the conductor who
issued the transfer, but rather upon his own disregard of the
defendant's rules, to which he. as well as the conductor, was
subject. As well might the plaintiff recover if the conductor
had refused to issue any transfer at all.
The actual damage resulting from such refusal, as a rule,
would be measured by the value of the transfer, i. e.. five
cents. In order to compel obedience to the law requiring
street surface railroads to give a passenger a continuous trip
over connecting lines for a single fare, the legislature has
provided a penalty; but the law does not contemplate that, in
addition to that, the passenger may recover for indignities to
which he voluntarily subjects himself.
Company Not Liable for Loss of Hand Baggage.
Sperry v. Consolidated Railway Company and another,
65 Atlantic Reporter, 962. — The supreme court of errors of
Connecticut says that a suit case belonging to the plaintiff
was handed to the conductor when she boarded a car. She
took a cross seat near the middle of the car, and the con-
ductor placed the suit case close to the forward end of the
rear side seat. Later there was a change of conductors.
The new conductor was not told to whom the suit case be-
longed. He saw an Italian sitting near it, and saw him walk
off with it. The court affirms a judgment for the defendants.
To have entitled the plaintiff to a verdict, the court says,
it was necessary that there should have been sufficient evi-
dence before the jury to justify them in finding either that
the defendants, or one of them, had accepted the baggage
under a contract, express or implied, to carry and deliver
it as common carriers, or that its loss was due to the negli-
gence of the defendants, or one of them.
It is a matter of common knowledge that electric street
passenger cars are never furnished, either in the manner in
which they are constructed or in the way in which they are
operated, with facilities and means to enable the companies
themselves to take into their custody and control the baggage
of passengers. The well-known facts that there are in such
cars no places for the separate storage of baggage beyond
the control of its owners, and that the duties of the con-
ductor and motorman, who are the only agents of the coin
pany upon the cars, necessarily prevent them from taking
charge of baggage, indicate that the companies do not assume
control of such baggage as passengers may bring with them
into such cars. When the carrier does not take full pos-
session of the baggage, and it remains under the control of
the passenger, the former, in the absence of special agree-
ment, does not assume the common carrier's liability of an
insurer, but becomes responsible only when it is shown that
the carrier has failed to exercise reasonable care to protect
from loss or injury such baggage or property as the passenger
has the right to bring with him into the car.
In the present case the conductor was not requested to
take the plaintiff's suit case into his charge, and the fact
that he took it when it was handed to him, and placed it in
the car within the sight and control of the plaintiff, mani-
festly for the purpose of assisting her. would not justify the
inference that he assumed the custody of it.
Nor does the court think that there should have been
submitted to the jury the question of whether the defendants
exercised reasonable care to prevent the loss of the suit case.
It says that it is true that this is ordinarily a question of I'm t
for the jury; but, as in this case the evidence was clearly
insufficient to sustain a verdict for the plaintiff upon that
question, no error was committed in not submitting it to the
decision of the jury.
758
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 23.
News of the Week
Electric Railway Accidents.
Seven persons were injured in a derailment of a Fitchburg &
Leominster Street Railway car on May 30, near Fitchburg, Mass.
The cause is said to have been the spreading of rails on a curve.
A street car of the Birmingham Railway Light & Power Com-
pany collided with a train loaded with pots of molten metal at
Birmingham, Ala., on June 5. The metal sei fire to the car and
it is reported that several persons were badly burned.
As a result of the rear-end collision n»» the line of the Cleve-
land Southwestern & Columbus Railway, near Elyria, O., on May
30, in which seven persons were killed and several injured, as
reported in last week's issue of the Electric Railway Review, the
motorman in charge of the car which caused the accident was in-
dicted for manslaughter on June 4 by a special grand jury. W. O.
Jackson of Springfield, O., inspector of the state railroad commis-
sion, is investigating the accident. It was stated that the two cars
were running closer together than the rules permitted and that the
motorman of the rear car was looking back and did not see that
the car in front had stopped.
Chicago Traction Reorganization.
G. W. Wiekersham and L. C. Krauthoff, attorneys for the Chi-
cago Railways Company, have returned to New York without
making announcement of the plan of reorganization. The com-
mittees representing stockholders of the North Chicago City and
the Chicago West Division railroads, underlying companies, want
to have the reorganization plan submitted to them before it is
presented to Judge Grosscup and Prof. John C. Gray, the arbitrators,
They have also demanded that the plan be submitted to them
before the stocks of the roads included in the Chicago Union
Traction Company are deposited with the Chicago Title & Trust
Company in accordance with the terms of the ordinance. This
deposit must be made by July 26.
Edward B. Burling, attorney for the committees representing
the majority of stock of the North Chicago City and the Chicago
West Division railroads, has sent a letter to Messrs. Krauthoff and
Wiekersham concerning the valuation of the properties of the
various companies. The letter asks that certain assurances be
given regarding the safeguarding of the interests of stockholders
in the underlying companies.
The Illinois supreme court refused on June '< to grant the
petition for a rehearing of the Mueller case.
Brooklyn Subway Authorized.
The rapid transit commission on May 31 voted to authorize the
construction of the Fourth avenue subway in Brooklyn. This
action was made possible by the presence of Alexander E. Orr,
president of the board, who arose from a sick bed to make up the
necessary number of votes. The route extends from Chrystie street,
Manhattan, across the new Manhattan bridge, and thence by sub-
way through the Flatbush avenue extension and Flatbush avenue
to Fourth avenue, and thence to Coney Island and Fort Hamilton.
It will be a 4-track line to Fortieth street, Brooklyn. Beyond
that two tracks will run to Coney Island and two to Fort Hamil-
ton. The line will connect with the subway loop on the Manhattan
side of the river. A resolution was adopted requesting the board
of estimate to permit the advertising for bids for construction
alone, instead of for construction and operation. It is estimated
that the subway will cost about $23,000,000.
The board of estimate held a meeting on Tuesday and com-
plied with the resolution of the commission. The commission can
now advertise for bids for the construction of the subway. As the
new public utilities law, which legislates the commission out of
office, goes into effect on July 1. it is doubtful if contracts can be
let by the present board, but the plans will be in such shape that
the new commission may proceed at once.
Hearing on Philadelphia Ordinance.
A hearing on the proposed Philadelphia Rapid Transit or-
dinance was held before a committee of councils on June 4. Fran-
cis Shunk Brown and ex-Judge Gordon made arguments in behalf
of the plan of settlement. Mr. Brown said in part:
"It is unfair to compare Philadelphia with any other city, be-
cause conditions are nowhere near the same. This city contains
L29% square miles, St. Louis 60, Cleveland 3-1, New York 42 and
Boston 40 square miles.
"Some of the opponents of this ordinance say that there should
be a provision of 'no seat, no fare.' That is utterly absurd, and
it is also a physical impossibility. Between 5 and 6:30 o'clock in
the afternoon there are 100,000 people to be found in the district
i aded by the Delaware river and Broad street, and Walnut and
Arch streets. Of this number 85,000 are surface car riders. The
Rapid Transit company manages to transport this number in an
hour and half. It is a greater number than any standard steam
railroad carries in a day. To give each of these 85,000 persons a
seat would require 2,125 cars, with an individual capacity of 40.
of these cars would be 36 feet long. To take care of these
cars would require a terminal of monstrous size. Should such a
terminal be built on Second street it would reach from Vine to
Spruce streets, a width of 3,060 feet, and would contain 154 tracks
extending back to Front street.
"The Brooklyn bridge congestion in New York, held up as the
worst in the world, is not as great as the congestion in this city
in the territory I have named. New York only carries 56.770 pas-
sengers between 5 and 6:30 o'clock in its congested center, to 85,-
000 in Philadelphia. To move this New York crowd 403 surface
cars are used, which carry 19,497 passengers, while the elevated
and subway, with 92 cars, carry 37,273 riders."
Mr. Brown said that a ride of 25 miles can be secured in
Philadelphia for 4 1-6 cents.
Labor Affairs.
The United Railroads of San Francisco has now extended its
service to all of its lines that have been reconstructed since the
fire, and although there have been occasional disturbances caused
by the strikers, the situation continues to improve each day. On
Friday of last week the company operated cars from 6 a. m. to 8:30
p. m. Over 200 cars were run, employing over 600 men. The com-
pany is now carrying over 150,000 passengers a day and it is stated
that no difficulty is found in securing non-union men to operate
the cars at 25 cents an hour. Three of the strikers have been
arrested on the charge of having short-circuited the trolley and
feed wires by throwing a chain over them.
The strike situation at Birmingham, Ala., has presented no
important developments. The company is operating cars with non-
union men on all its lines and there have been no serious dis-
turbances. It was announced at the offices of the Birmingham
Railway Light & Power Company recently that 61 of the former
employes had returned to work. The strikers have suggested arbi-
tration, but President Jemison of the company refused to arbitrate,
stating that the stockholders were supporting him and that he
did not care to employ union men. A general sympathetic strike,
ordered by the Birmingham Trades Council for June 3, failed to
meet with a very ready response.
The car men employed by the Shamokin & Mt. Carmel Transit
Company, operating about 19 miles of track between Shamokin and
Ashland, Pa., went on a strike on May 30. The service was com-
pletely tied up. The reason given by the men is that the manage-
ment refused to allow the motormen to sit down while at work.
Indianapolis Meeting of the American Society of Mechanical
Engineers.
The American Society of Mechanical Engineers held its spring
meeting in Indianapolis, May 29, 30 and 31, in the palm room of
the Claypool hotel. The attendance was the largest in the history
of the association. Several sessions were held each day and ab-
stracts of a number of papers on technical subjects were read
and discussed. The subjects of the papers were: "Ball Bearings,"
by Henry Hess: "Air Cooling of Automobile Engines," by John
Wilkinson: "Automobile Material," by Elwood Haines of Kokomo:
"Railway Motor Cars." by B. D. Gray of the American Locomotive
Company of Providence, R. I. At the concluding session, which
was held at Purdue University, whence the members had been
taken on an excursion by the Indianapolis & Northwestern Trac-
tion Company, papers were read on "Superheated Steam, or, in
Other Words, the Economy of Steam Power," by S. L. Kneass of
Philadelphia, H. H. Vaughn of Montreal and Professor Goss of
Purdue University. These papers were generally discussed and
proved of great interest to the managers of power houses. The
members of the association visited the large industrial plants in
Indianapolis and expressed themselves as highly pleased with
the manufacturing enterprise of the middle west. Prof. F. R.
Hutton, dean of Columbia University of New York, is president
of the society. A commendable feature of the association meeting
was that all papers presented before the convention were read
by abstract and the general discussions which followed were
made up of illustrations and points in the papers selected by the
members about which to interrogate the writers.
Pittsburg & Butler to Handle Express. — It is reported that the
Pittsburg & Butler Street Railway will soon establish an express
package service to all points on its new line between Pittsburg
and Butler, Pa.
American Society for Testing Materials. — The tenth annual
meeting of the American Society for Testing Materials will be
held at the Hotel Chelfonte. Atlantic City, X. J., on Thursday.
Friday and Saturday. June 20, 21 and 22.
New York Public Utilities Bill Passed. — The New York senate
concurred with the house on June 5 in passing the public utilities
bill over the veto of Mayor McClelan of New York City, and
Governor Hughes signed it on June 6. An abstract of the bill
appears on another page of this issue.
Five-Dollar Bill for Carfare Unreasonable. — Justice Ott of De-
troit. Mich., has given a decision that a rule of the Detroit United
Railway that a conductor is not required to change a piece of
money larger than $2.00, when tendered by a passenger for carfare,
is reasonable. The judge based his decision on a ruling of the New
York supreme court, which held that the tender of a $5.00 bill in
payment for carfare was not reasonable.
Indiana Lines Must Install Interlocking Switches. — The In-
diana railroad commissioners have decided that the half interlock-
ing switches now used by the Indiana interurban lines at crossings
with the steam lines are not a sufficient compliance with the law.
The commission has notified the interurban companies that com-
plete interlocking switches must be put in, towers erected and a
man put in charge. This decision will necessitate the expenditure
on the part of the interurban lines of many thousands of dollars.
Spokane & Inland Extends Service. — General Manager J. B.
Ingersoll of the Spokane & Inland Railway, Spokane, Wash., has
announced the extension of service south from Oakesdale to Garfield
and Palouse, about 25 miles. Trains have been operating for some
time from Spokane to Oakesdale, and on the branch from Spring
Valley Junction to Rosalia. For the present, until the overhead
work is completed, trains will run from Garfield to Palouse by steam
power, although it is probable that this will be only for about 30
days. The distance from Spokane to Palouse is 76 miles and the
June S. 1907
ELECTRIC RAILWAY REVIEW
T.V.i
branch to Rosalia is five miles long. Three trains a day will be run
from Spokane to Palouse, without stops between Spokane ami
Spring Valley Junction, the running time being three hours. The
4" stations between Spokane and Rosalia will be served by four
trains a day in each direction. A handsome new station, similar to
ne at Oakesdale, has been opened at Garfield, and a temporary
station has been erected at Palouse.
Construction News
FRANCHISES.
Miller of the Chicago-
Tune 5 filed a bond for
Theodore Nenioyer and
ts to annul a contract
Co-operative Construc-
the road for the stock
motion of the plaintiffs
issuing of a restraining
er the bill of complaint
Air Line Gives Bond. — President A. C
Xew York Electric Air Line Railroad on
>.".. ) before Judge Windes to indemnify
other stockholders who have brought sui
between the Air Line company and the
tion Company which had agreed to build
issue of the former. The court denied the
for the appointment of a receiver and the
order and ordered the defendant to answ
within 20 days.
United States Express Company to Operate over Detroit
United Railway. — It is reported that the United States Express
Company has signed contracts whereby it will handle all the express
package business over the lines of the Detroit United Railway, the
Detroit Monroe & Toledo Short Line Railway and the Toledo &
Western Railway. It is also stated that the company has pur-
chased the Electric Package Express Company, operating between
Toledo and Cleveland over the Lake Shore Electric Railway, and
that it will operate a through express service between Detroit,
Cleveland and Toledo. The new deal becomes effective on July 1.
Oconomowoc Line Opened. — The new line of the Milwaukee
Electric Railway & Light Company from Milwaukee to Ocono-
mowoc, Wis., was opened for traffic on Monday of this week.
Owing to a strike at the works of the St. Louis Car Company only
one of the 10 new cars ordered for the line was put into service.
This car will for the present be operated as a shuttle car between
'Waukesha Beach and Oconomowoc. connecting with cars from
the city every hour. When the new cars arrive they will be put
in service between the Public Service building and Oconomowoc,
and will make the distance of 38 miles in 1 hour and 45 minutes.
leaving each terminal every hour during the summer. The fare
is 80 cents one way and $1.25 round trip.
Power Plant Wrecked by Bursting Flywheel. — The power house
of the Allegheny Valley Street Railway Company at Creighton,
Pa., was badly wrecked on June 1 by a bursting flywheel of an
engine. Early in the morning some of the employes noticed that
the governor belt had slipped and that the engine was running
wild. They notified Engineer Geiger, who hastened to the engine
room to shut off the steam. As he was within a few feet of the
engine the flywheel burst and he was struck by a section weighing
several tons and crushed to death. One section of the wheel
crashed through the brick wall of the building. The sides and roof
of the building were damaged by other pieces of the wheel, which
also broke pipe connections. Service on the lines to Tarentum
was not resumed until 7 o'clock that night.
Governor Signs Pennsylvania Electric Railway Bills. — Governor
Stuart of Pennsylvania on June 1 signed the so-called Homsher
bill, which gives to electric railway companies the right of eminent
domain, provided they first secure the consent of owners of 51
per cent of the property along the proposed route. The bill was
opposed by the steam railroads and by many property owners. It
is expected that the new law will give a strong impetus to the
building of electric railroads throughout the state. The governor
has also signed the Fahey bill, amending the street railway act of
1895. It provides that the consent of the local authorities of all
cities, boroughs and townships of the first class and of the boards
of road supervisors of townships of the second class be obtained
before charters for new roads or extensions may be secured.
Coronado Tent City. — The Coronado Railroad of Coronado, Cal..
has issued an attractive folder describing Coronado Tent City.
Which is owned by the company. The Tent City, as its name im-
plies, is a resort for campers, fronting on both the Pacific ocean
and San Diego bay. It is provided with furnished tents and palm
cottages, which are rented to guests at a reasonable rate, and
covers over two miles of ground, laid off into streets. Water supply
and sewerage systems are provided and the resort contains nearly
all of the conveniences of a city, such as restaurants, stores, tele-
phones, etc. Facilities are furnished for nearly every form of
slimmer amusement, including a large dancing pavilion and a con-
cert band. The resort is reached by the electric cars of the
Coronado Railroad, which has a line from San Diego, running
through Tent City. The season lasts from June 15 to September.
Central Electric Railway Data Blanks. — W. F. Milholland, sec-
y of the Central Electric Railway Association, Traction Ter-
minal building, Indianapolis, has recently mailed to each railway
In the territory included by the association a set of blanks which
It ts especially desired to have carefully filled out and returned to
the association office. One of these blanks is a lightning report
that has been formulated by George Whysall, general manager
of the (J,,; awan & Marion Railway, Marion, O., chair-
man of the lightning arrester committee of the association. The
blank < :i lis for a very detailed report of 'lie performance of the
lightning protective apparatus used on high-tension and trolley lines
in tie- generatli Bubstatlon, The other blank Is : igned
to furnish tin' lightning arrester committee with general informal
pment, i i testations, low-t,
high-tension lin lines, ovei head ground
traek and roiling stock. It is desired to have these gent ral data
blanks lil! itel 'etary and
it is hoped tii-; nagi i will obi plentiful supply of
the lightning repo toi ty be n
full.
Anniston, Ala. — L. H. Kaplan and associates have applied for
a franchise to build an electric railway in this city.
Cleveland, O. — It is stated that the Everett-Moore interests
of this city will ask for a franchise in East Ninth street, from
Prospect avenue S. E. to Eagle avenue S. E., where the depot
of the Electric Package is located. This will afford track facili-
ties in East Ninth street, which at present, owing to the ex-
piration of the Cleveland Electric Railway franchises, is with-
out such service.
Ft. Worth, Tex. — The Northern Texas Traction Company lias
been granted a 30-day extension in which to complete laying its
track on Houston street, from Tenth to and along Front street.
This also applies to the operation of its cars.
Hughestown, Pa. — A franchise for the use of Parsonage stt
has been granted to the Pittstown & Avoca Street Railway.
Indianapolis, Ind. — The Terre Haute Indianapolis & Eastern
Traction Company, which was incorporated last March to take
over several interurban companies entering Indianapolis, has made
formal application for an individual franchise to operate its lines
in this city.
Knoxville, Tenn. — S. D. Divine, promoter of an electric tail-
way in this city, has applied for a franchise to build a, line to
Chickamauga Park, Sherman Heights, Highland Park and other
suburbs. The petition calls for a third track in Market street,
the main thoroughfare of Knoxville, which it is said will be
contested by the Chattanooga Railways Company. A franchise
also was asked for a line in Sixth street to the top of Cameron
Hill in Boynton Park.
Laurel, Miss. — The Gulf States Investment Company, which
operates the electric lighting plant of this city, has applied for a
street railway franchise.
Milwaukee. Wis. — The amended franchise passed last week by
the council, giving the Chicago & Milwaukee Electric Railroad
the right to operate its cars on Wells street, east to Second street,
has been vetoed by Mayor Becker for the reason that it gives the
company exclusive rights on Wells street. This is one of the main
arteries by which the downtown district is reached with electric-
cars and the mayor claims that the wording of the franchise as
passed, with its exchange privileges with the Milwaukee Electric
Railway & Light Company on Grand avenue, whereby a loop
would be formed on Sixth. Wells and Second streets and Grand
avenue, would admit of a combination between the two com-
panies in an agreement to control the street railway traffic of that
section. As this would limit the entrance of other competing
lines to this district, and, in the opinion of the mayor, work to the
disadvantage of the best interests of the city, he urges such word-
ing of the franchise as to allow of no combination of these interests
for the exclusion of outside competing lines. It is stated that in
view of the fact that the Chicago & Milwaukee Electric already has
se ured under its old franchise certain privileges on Sixth street
and over the Sixth street viaduct which the mayor would now
restrict, and has paid $50,000 to the city toward the construction
of the viaduct. President Frost is unwilling to grant any additional
concessions to those already made in the amended franchise.
Montreal. Que. — The Montreal Park & Island Railway has been
granted permission by the minister of railways to extend its line
from Stony Point to Valois. Que. D. McDonald, manager, Mont-
real. Que.
Mt. Clemens, Mich. — William T. Cross has asked for a fran-
chise for an electric or steam line on Spruce and Avery streets,
which will connect with the new belt line at the Detroit city limits.
If built the road will be on private right of way south from Mt.
Clemens to the Detroit limits. It is stated that Capt. James David-
son of Mt. Clemens is interested.
San Angelo, Tex. — Col. J. H. Ransome of Hereford, Tex., has
applied for a street railway franchise in this city.
San Diego, Cal. — The South Park & East Side Electric Railway
Company, of which E. Bartlett Webster is the principal owner,
has been granted a franchise and right of way to run its line
from the eastern boundary of the city of San Diego, along El Cajoit
avenue, and through La Mesa Springs and El Cajon.
Sheridan. N. Y. — The Buffalo & Lake Erie Traction Cm
has applied for permission i'> run its line east and west through
this 'it. between the main road and the Pennsylvania tracks.
crossing several north and south highways. A special meeting
will he called i t upon the application.
Spokane. Wash. — The Spokane Traction Company has
application f"t- permission to lay a track commencing at Garland
avei and Posl street, In .\i ■oe Park addition, necting :it
thai point with its main tracks, ami from thence west on Garland
to Madison street and north on Madison to Elgin avenue.
RECENT INCORPORATIONS.
Columbus (Miss.) Light <£. Railway Company. — Incorporated In
Mlt Issippl i" build or acquire and operate an electric light and
power plant in Colui i. Capital stuck. $::ini,iiiin. it mm.
Will Baldwin, Walter Weaver and Charles P. SherrOd
TOO
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 23.
Lake Erie Fremont & Southern Railway. — Incorporated in Ohio
to build an interurban electric line through Ottawa. Sandusky and
Seneca counties, with a terminal at Tiffin, O., where it will con-
nect with other interurban lines extending into the interior of the
state. The line will serve as a feeder to the Toledo Port Cinton &
Lakeside Railway and possibly will be merged with the latter road
when completed, as the incorporators of the new company are
closely identified with the Toledo Port Clinton & Lakeside Com-
pany. Franchises have been secured for a belt line at Fremont
and about $75,000 worth of bonds have been subscribed for by the
people of that city and Fostoria. Work on the belt line is to be
commenced at once and as soon as the financial arrangements have
been completed work on the road between Fremont and Oak
Harbor, where the new line diverges from the Toledo Port Clinton
& Lakeside, will also be started. The building of this line, to-
gether with a proposed branch line to the state rifle range, will
enable the Toledo Port Clinton & Lakeside to control a consider-
able amount of the passenger traffic from the southern and central
portions of the state. The headquarters will be at Toledo. The
incorporators are: H. F. Shunck, A. E. Klauser, Theodore Schmitt,
William Miller and George W. Luckey, Toledo, O.
Portland (Ore.) Eastern Railway. — Incorporated in Oregon to
build an electric railway from Portland to Mt. Hood, Ore. This
is the corporate name for the Mt. Hood Railway & Power Com-
pany, which was organized some time ago for this purpose, by
interests identical with the new company. Capital stock, $5,000,-
000. Incorporators: E. P. Clark, Arthur H. Fleming. Los An-
geles; Elmer B. Colwell, Robert T. Linney and C. W. Miller,
Portland. A large portion of the surveys for the route already
have been made by the former company.
Puget Sound International Railway & Power Company. — In-
corporated in Maine to operate railways. Capital stock, $500,000.
Incorporators: John E. Rousmauire, Alvah K. Todd, Phillip L.
Warren, Joseph F. Lovering, Benjamin Joy, Boston. Mass.; Charles
M. Drummond, president; Gertrude M. Home, treasurer; Josiah
H. Drummond, Wilford G. Chapman. Portland, Me.
Springfield Beardstown & Quincy Railroad. Quincy, 111. — Incor-
porated in Illinois to build an interurban line from Springfield to
Petersburg, Chandlerville, Beardstown and Quincy. 111. Capital
stock, $25,000.
TRACK AND ROADWAY.
Alamo, Tenn. — A meeting has been called for June 22 in the
interest of a project to build an electric railway from Humboldt to
Gadsden. Alamo, Maury City, Friendship, Stokes, Eaton, Brazil,
Gibson Wells and to Humboldt again, completing the circuit.
Bahia Tramway Light & Power Company. — It is reported that
New York interests, said to be allied with the Havana, Mexico
City, Rio de Janeiro and other West Indian, Central and South
American electric traction and lighting properties, have completed
financial arrangements in Europe for the construction and opera-
tion of street railways in Bahia, Brazil. A lighting monopoly has
been taken over and extensive water power rights have also been
acquired. The development of the Bahia projects will entail an
expenditure of nearly $10,000,000. The company was recently in-
corporated in Maine, with a capital of $3,500,000. There are also
authorized $7,500,000 of 5 per cent 50-year first mortgage bonds.
An issue of $3,500,000 of these bonds has just been sold in the
London and Brussels markets. The New Yorkers interested in
the company include: Percival Farquhar, William Lanman Bull
and F. S. Pearson.
Barberton Doylestown & Orrville Railway. — We are advised
by the Cleveland Engineering Company that the report that that
company has the contract for building this line from Barberton to
Orrville, O., is incorrect.
Buffalo Lockport & Rochester Railway. — This company secured
the last of its right of way between Rochester and Lockport, N. Y.t
last week, when the condemnation proceedings for a strip of land
in Niagara county were settled.
Burlington, la. — A company is being organized to make surveys
and do the necessary preliminary work for an electric railway from
Burlington to Bonaparte and West Point. la.
Calgary, Alberta. — It is announced that bids for the construc-
tion of the Calgary Electric Street Railway, to be built by the
municipality at a cost of $250,000, will be received soon after Au-
gust 1 next. W. F. Thorold, city engineer.
California Street Cable Railroad, San Francisco, Cal. — This com-
pany is taking advantage of the strike, which has been in progress
for the past month in San Francisco, to make some extensive re-
pairs and improvements to its plant and tracks. The most impor-
tant undertaking is the elevation of the track on California street,
between Market and Sansome streets, about three feet. House-
raising jacks have been placed under the steel ribs which form the
cable bed, and the whole body has been raised while still embedded
in the concrete.
Carlyle & St. Louis Railroad, East St. Louis, III. — It is reported
that this company will soon let contracts for an extension of the
East St. Louis & Suburban Railroad from Carlyle to Lebanon, III.,
23 miles. Right of way is now being secured and surveys are
being made. Thomas E. Ford of Carlyle, president.
Charlotte, N. C. — It is announced that the Charlotte Consoli-
dated Construction Company has begun surveys for the proposed
interurban electric line from Mt. Holly to Gastonia in Gaston
county, via McOdenville and Lowell. W. L. Law, chief engineer.
Chicago Great Western Railway. St. Paul, Minn. — We are
officially advised by L. S. Cass, third vice-president, that recent
reports that this company had decided to electrify its line
between Rochester and Winona, Minn., were premature. The com-
pany has been making some estimates, but nothing definite has
been determined.
Chicago South Bend & Northern Indiana Railway, South Bend,
Ind. — Three carloads of rails have been delivered at Michigan City,
Ind., for the construction of the double-track line on Franklin
street.
Chicago Waukegan & North Shore Railway. — This company has
filed a mortgage in favor of the Central Trust Company of Chicago
for $1,500,000, to secure a bond issue for building the line from
Waukegan, 111., to Kenosha. Wis.
Cleveland & Indianapolis Interurban Railway. — It is reported
that options have been secured on practically all the right of way
for this line from Norwalk, O., to Bluffton, Ind. C. F. Jackson of
Norwalk is interested.
Cleveland (O.) Electric Railway. — This company has made an
agreement with the Cleveland Painesville & Eastern Railroad
whereby it uses about 2% miles of the latter's shore line tracks,
starting at Collinwood and running west.
Columbia & Walla Walla Traction Company. — H. U. Wallace of
the Wallace-Coates Engineering Company, Chicago, has been sent
to Dayton, Wash., west of Spokane, by an eastern bonding company,
which has under consideration the financing of the electric line
from Dayton to Wallula, Wash., via Walla Walla and Milton. Mr.
Wallace made a trip over the line recently surveyed for an exten-
sion to Pennewawa, on the Snake river, and made an inspection
of the power facilities on the upper Tucannon, where there is a
natural waterfall of 300 feet, capable of developing several thousand
horsepower, which can be made available at a small cost. The
right of way between Dayton and Wallula has been secured. The
survey from Dayton to Pennewawa. 50 miles, is taken to mean that
a connection with the Spokane & Inland Empire line from Spokane
to that point is contemplated. J. W. Morrow of Waitsburg is gen-
eral manager.
Covington & Southwestern Traction Company. Covington, Ind. —
We are officially advised by William G. Ruhl. president, Chicago,
111., that this company's proposed line from Covington to Craw-
fordsville, Ind., 52 miles, will be operated by steam motors. The
entire line has been surveyed and grading has been completed
from Covington to Coal Creek, 8.S miles. Contracts are to be
let for completing the road to Coal Creek. C. W. Leinbach, chief
engineer.
Crawfordsville, Ind. — A new interurban traction line has been
projected to connect Linden, New Richmond, Attica and Indiana
Mineral Springs with Crawfordsville, Ind. The American Engineer-
ing Company of Indianapolis will survey the route and the com-
pany now being organized is to be incorporated this week. The
new line taps a good farming community and the towns and
cities to be connected are thriving and prosperous.
Denver & South Platte Railway. — H. W. Hartman, Denver,
Colo., writes that the grading on this company's proposed electric
line from Denver to Roxboro Park, 20 miles, was started on May
20 and is now in progress from Englewood to Littleton, Colo. The
type of overhead construction has not been decided. Power will be
purchased. Joseph Osner of Denver has the grading contract.
Other contracts, excepting those for ties and rails, are still to be
let. William E. Hughes, president, Continental Trust Company,
Denver; T. B. Doan, vice-president; T. J. Milner, chief engineer,
Majestic building, Denver. The permanent trustees of the com-
pany will be chosen later.
Dunnville Wellandport & Beamsville Railway, St. Catherines,
Ont. — This company has been organized to build a line from Lake
Erie to Lake Ontario, about 40 miles.
Illinois Traction Company, Champaign, III. — The Illinois rail-
road and warehouse commission has decided that this company
must build at its own expense an overhead crossing over the
tracks of the Chicago & Alton Railway at. lies Junction, 111.,
on the proposed belt line around the city of Springfield. The com-
mission has also decided in favor of a grade crossing at Main
street, Jacksonville, 111., where the electric railway tracks will
cross those of the Chicago Burlington & Quincy, Chicago & Alton
and Chicago Peoria & St. Louis railroads. The traction company
is to bear one-fourth of any extra expense that may accrue.
Indianapolis Newcastle <£. Toledo Electric Railway, Newcastle,
Ind. — This company is reported to be surveying a line from New-
castle to Muncie, Ind.
Inland Power & Electric Company, Spokane, Wash. — It is re-
ported that this company will build a power plant at Albeni Falls
on the Pend d'Oreille river, and an electric railway from Spokane
to Newport, Wash. Fred Goddard of Spokane is interested.
Jackson (Mich.) Consolidated Traction Company. — B. F.
O'Mara, superintendent, is making preparations for several im-
provements to the lines in Jackson this summer. Rails are being
shipped for relaying the tracks on Francis and Ganson streets
and Stewart avenue.
Knoxville (Tenn.) Railway & Light Company. — Within a short
time this company will double-track the Broadway line from
Central street to the city limits. The Clinch street line is being
extended and the Fifth avenue line is being double-tracked. J. H.
Drake, chief engineer.
Lake Erie & Youngstown Railroad, Youngstown, O. — Engineers
are now at work on the surveys of this company's proposed 60-mile
line between Youngstown and Conneaut, O. The line will pass
June 8, 1907
ELECTRIC RAILWAY REVIEW
roi
through Andover, Kinsman. Burgh Hill, Canfleld and Church Hill.
George Todd, Jr., Youngstown. chief engineer.
Lebanon Highland & Mt. Olive Railway, Lebanon, III. — This
company will build a 40-mile electric line between Lebanon and
Mt. Olive, 111., with a branch from Highland to Maryville. Edward
Lentz is interested.
Lebanon Valley Street Railway. — It is stated that this company
is planning a 6-mile extension of its line from Avon to Schaeffers-
town. Pa. C. H. Smith, superintendent, Lebanon. Pa.
Lewiston Augusta <£. Waterville Street Railway, Lewiston, Me. —
It is reported that this company will in the next few weeks let
contracts for 60 miles of 70-pound A. S. C. E. rails, 5.000 ties and
1,000 cedar poles. The Fred S. & A. D. Gore Corporation of Boston,
Mass . has the contract for building the company's three pro-
posed lines, from Auburn to Mechanic Falls, Me., nine miles;
from Sabattus to Gardiner, 20 miles; and from Augusta to Water-
ville. 21 miles. John R. Graham of Bangor. Me., is president.
Litchfield (Conn.) & Torrington Street Railway. — Surveys are
now being made and financial backing secured for this company's
proposed line between Torrington and Litchfield, Conn., via Lake
Bantam, about eight miles. W. F. Dowd. president, Litchfield;
T. H. McKenzie, secretary and treasurer, Southington, Conn.
Mattoon Shelbyville Pana & Hillsboro Railroad. Charleston,
III. — Civil Engineer A. N. Fisher and a corps of assistants are
making a new survey of this proposed line from Mattoon to Hills-
boro, 111.. 60 miles. The new surrey parallels the Cleveland Cin-
cinnati Chicago & St. Louis Railway for most of the way. It is
announced that financial arrangements have been made for begin-
ning construction. W. R. Patton of Charleston, president.
Minneapolis Rochester & Dubuque Traction Company. Minne-
apolis, Minn. — The first grading work on this road was started
last week about two miles south of Minneapolis. A 35-horsepower
traction engine, a grader and a large number of teams are em-
ployed. The road is projected to extend from Minneapolis to
Dubuque, la., and several franchises have been secured. Robert
Baldwin, chief engineer.
Monroe, Mich. — H. C. La Flamboy of Detroit is promoting a
line from Monroe to Dundee. 15 miles. A franchise in Dundee and
seven miles of right of way have been obtained.
Nashville (Tenn.) Interurban Railway. — John A. Pitts, counsel
of this company, which is building a line from Nashville to lit
Pleasant. Tenn.. 60 miles, has filed a mortgage to the Trust Com-
pany of America of New York, as trustee, to secure an issue of
$1,500,000 first mortgage 30-year 5 per cent gold bonds. Construc-
tion work was begun last week at Franklin. The Interurban Com-
pany of New York, of which Patrick Hirsch is president, has the
general contract for building and equipping the line. A subcontract
for grading has been let to James B. -Smith. H. H. Mayberry.
president, states that contracts for the entire line will be let within
two weeks. D. A. Proctor, chief engineer.
New York. N. Y. — Sealed bids will be received until June 13
by the New York rapid transit commission for the construction
of the section of Route No. 9. the bridge subway loop in Delancey
street, from the Bowery to Norfolk street.
Niagara St. Catharines <£. Toronto Railway. St. Catharines.
Ont. — This company has completed its 7-mile extension between
Thorold and Fonthill and is now constructing another 5-mile
extension from Fonthill to Welland. Ont. E. F. Seixas, general
manager, St. Catharines, Ont.
Northern Electric Railway. Chico, Cal. — This company has com-
menced laying rails south from Marysville. Cal., on its extension
toward Sacramento. A short delay will occur while the bridge
across the south channel of the Yuba river is being completed,
but it is believed that construction trains may be run to Sacra-
mento by August 1.
Northern Texas Traction Company, Ft. Worth, Tex. — H. T.
Edgar, vice-president and general manager, is quoted as follows:
"Reports that our company will apply to the city council of
Cleburne for a franchise to build an interurban line into that place
from Ft. Worth are not correct. No decision has been reached
as to final action on the matter of routes between the two places.
Four different lines are now under consideration, and not until
we make a selection and know where we will want to enter
Cleburne, will a franchise be asked for. We do not contemplate
placing in operation a city line at Cleburne, and when we ask
for permission to use certain streets there, it will be only for an
interurban."
Omaha & Council Bluffs Street Railway, Omaha, Neb. — Con-
struction was begun last week on the extension from Thirty-sixth
and Ames avenues west to Fortieth streets, and thence north to
Grand avenue, three-fourths of a mile.
Ottumwa. la. — It Is reported that W. W. Cummings of Ot-
tumwa has been awarded a contract for grading an interurban
road from Ottumwa to Hocking, la.
Owingsville. Ky. — The Kaufman-Shaw Construction Company
of Dayton, O.. proposes to build an electric line from Salt Lick to
Owingsville. Ky., and on to Carlisle and Cincinnati. It is stated
that work will begin this month.
Pacific Electric Railway, Los Angeles. Cal. — This company has
been granted permission to f a viaduct a- ross Los Angeles
street, connecting with the rear of the Huntington buildii
Sixth and Main streets, so that the Long Beach and other inter-
urban cars running out East Ninth street may enter the depot
from the rear and upon the same floor as at present.
Panhandle Electric Railway & Power Company. — Thomas W.
Payne of Detroit. Mich.. A. J. Smith of Spokane, Andrew Coolin of
Priest River, Harry H. Wallace and John R. Jones of Spokane, have
organized a company to build an electric line in the Priest Lake
country, northeast of Spokane. The project will be carried out by
eastern capital. The power will be generated at a plant to be con-
structed below the outlet of Priest Lake, in the Priest river valley.
A flume is planned from the lake to a point down the valley where
the greater power can be obtained. The lake will be turned into a
reservoir, so that the flow can be equalized throughout the year.
The line will tap timber belts and mining districts, giving heavy
tonnage.
Pittsburg &. Westmoreland Railway, Pittsburg, Pa. — It is an-
nounced that this company is ready to let contracts for the con-
struction of a 6-mile single-track line. James Bryan, chief en-
gineer, Park building, Pittsburg, Pa.
Pittsburg (Pa.) Railways Company. — It is reported that the
directors have authorized the construction of a line from Canons-
burg to Castle Shannon, Pa., to cost $750,000.
Portland (Ore.) Railway Light & Power Company. — It is re-
ported that it has been decided to build a spur line from Gladstone
Station to Gladstone Park.
Puebla Atlixco & Metepec Electric Railway. Puebla, Mex. —
J. A. McNaught. who is promoting this electric line from Zocalo
through Puebla, Las Fabricas. Santa Clara. Coyoacan and At
to Metepec. Mex.. about 30 miles, is now completing his plans and
expects to let contracts in a short time for the construction work.
R Martinez Carillo of Puebla is president and Mr. McNaught is
vice-president and general manager.
San Antonio (Tex.) Traction Company. — This company has or-
dered the rails for its 1*4 -mile loop line in Alamo Heights and
within the next two weeks will let contracts for its construction.
St. Joseph & Nodaway Valley Railway. St. Joseph. Mo. — It is
reported that this company has combined with the promoters of
the St. Joseph Belt & Interurban Railway and will build an inter-
urban line from the St. Joseph city limits to Graham, 40 miles.
while the latter company will build the line inside the city. Sur-
veys have been completed to Graham and practically all the right
of way has been secured in Andrew and Nodaway counties. It is
not yet announced when construction will begin. The following
directors have been elected: I. R. Williams of Savannah. Mo.
D. L. Bartlett. Dr. John S. Logan, John Townsend, David E
Heaton. S. S. Brown, John A. Duncan, Louis Huggins and Lucien
J. Eastin of St. Joseph: C. W. Spicer. Jr.. Fillmore: and Thomas
E. Fleming. Graham. Several of these are directors of the Belt
& Interurban Company.
St. Joseph (Mo.) Light Heat & Power Company. — It is re-
ported that E. W. Clark & Co. of Philadelphia, who control this
company, propose to organize a new company to build an extension
from Lake Contrary to Atchison, 17 miles. The project will require
an issue of $175,000 of bonds.
St. Joseph Savannah & Northern Interurban Railway. St. Jo-
seph, Mo. — An official of this company states that it is proposed
to begin construction in about 90 days on the line from St. Joseph
to Savannah, Mo., and that financial arrangements have been
made. It is proposed to enter St. Joseph over the tracks of the
St. Joseph Railway Light Heat & Power Company. E. W. Clark &
Co. of Philadelphia, owners of the St. Joseph company, have taken
half of the $300,000 bond issue and local banks the other half.
San Diego (Cal.) Electric Railway. — This company proposes to
build about six miles of extensions to its city lines this year, be-
sides some already under construction. The National City & Otay
Railway, operated by this company, is being converted from a
steam to an electric line and the overhead work is completed
between San Diego and Chula Yista. nine miles.
Seattle-Tacoma Interurban Railway. — Merle J. Wightman of
Tacoma, who holds franchises in both cities for the line from Ta-
coma to Seattle, has applied for a permit to begin construction at
once in Seattle. Mr. Wightman states that $2,000,000 of bonds
have -been disposed of in New York.
Springfield Wilmington & Cincinnati Electric Railway. — This
company has acquired the property of the Springfield & Xenia
Railway Company. The new company will extend the line now
running from Springfield to Xenia. O.. to Wilmington and Cin-
cinnati, O., making a total length of 160 miles of road.
Steubenville Mingo & Ohio Valley Traction Company. Steuben-
ville, O. — This company has commenced the work of rebuilding its
interurban line through Mingo. O. J. W. Marsh, superintendent.
Texas Traction Company. Dallas, Tex. — An official report from
this company states that about 30 miles have been graded on the
line from Sherman to Dallas, 63 miles. The route includes How,.
Van Alstyne, Anna. Melissa, McKinney. Albin and Richardson.
There are now eight construction camps and grading is in pr> -
over the entire route. At McKinney, where the power house will
be located, a siding about half a mile long is being built to facili-
tate the handling of the electrical machinery. The dam for the
power house is being completed and ground has been broken for
the building. The overhead construction will be of the catenary
type. The Fred A. Jones Company of Dallas has the general con-
tract. The equipment for the power house and five substations
will be furnished by the General Electric Company. J. F. Strick-
land, president; F. A. Jones, chief engineer.
Toledo & Ft. Wayne Electric Railway, Ft. Wayne. Ind. —
Engineer David Spindler has started with a corps of sun
762
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. J
to locate this company's proposed line from Bryan, O. through
Hicksville and Marysville to Ft. Wayne, Ind.
Toronto & York Radial Railway. Toronto. Ont. — The re — -ltly
completed extension of this company's line from Newmarket 1 1
Jackson's Point, Ont., has been formally opened. W. H. Moore,
Toronto, general manager.
Toledo Wabash & St. Louis Railroad, Toledo, O. — This com-
pany, recently incorporated to build an electric railway from
Toledo, O., to St. Louis, Mo., in four sections, yia Ft. Wayne.
Indianapolis and Terre Haute, has begun grading between Neapolis
and Maumee, O., on the first section, which will extend from
Toledo to Defiance. The Atlantic Construction Company has the
contract and subcontracts have been let to H. B. Roch and George
Shoemaker. The company is also considering the advisability of
letting another contract for the grading between Neapolis and
Liberty Center. A contract for concrete work has been let to
C. W. Ryan & Co., including culverts and abutments. C. D.
Whitney of Toledo, president.
Tulsa (I. T.) Street Railway. — This company began operating
cars over its new 2-mile street railway line in Tulsa on May 27,
C. H. Bosler, president.
United Cities Traction Company, Ft. Smith, Ark. — It is an-
nounced that all of the right of way for the line from Ft. Smith
to Muskogee, I. T., has been secured and that work will begin
at once. It is stated that $100,000 will be expended in Ft. Smith,
Ark. A line is to be built for freight transfer traffic from Ft.
Smith. Ark., to Ft. Smith, Okla., 4% miles. Contracts have been
let. Ira L. Reeves of Muskogee, president.
Utica Southern Railroad. Utica, N. Y. — The New York rail-
road commission has consented to an issue of a first mortgage
for $7S0,000 for the construction of the line from Clinton to Water-
ville, N. T., 26 miles. Frank H. Baxter, chief engineer.
Vallejo (Cal.) & Northern Railroad. — Surveys are now being
made near Woodland. Cal., for this company's proposed line, which
will connect Vallejo with Cement, Suisun, Cordelia, Winters, W 1-
land and Sacramento.
Washington Railway & Power Company, Vancouver, Wash. —
Ground was broken on May 30 for the construction of this com-
pany's proposed street railway system in Vancouver. Rails have
been received for seven . miles of road. Franchises have been
secured in the city and county, and it is proposd to build an
extensive system of electric railways radiating from Vancouver,
including lines to Washougal a-nd Proebstel. Walter H. Moore of
Portland is president and Arthur Langguth is secretary and has
immediate charge of the construction work.
Western New York & Pennsylvania Traction Company, Olean,
N. Y. — Rapid progress is being made on the construction of the
line between Olean, N. Y., and Bradford, Pa., via Rock City, and
it is expected that cars will be running by June 10. W. R. Page,
president, is quoted as saying that the proposed line to connect
Bradford, Pa., with Carrollton, N. Y., will be pushed forward to
completion as soon as the line now under construction from Olean
to Salamanca, N. Y., via Allegany, is completed. Mortimer Silver-
man, electrical engineer.
Winona Interurban Railway, Winona Lake, Ind. — S. C. Dickey,
general manager, announces that the Ft. Wayne extension will
be built at once. It was thought after the recent defeat of sub-
sidies at several township elections that the project might be
abandoned, but the farmers have subscribed the desired amounts
and contracts will be let as soon as specifications are prepared.
Wichita (Kan.) Railroad <£. Light Company. — This company
has just completed an extension to Wonderland Park.
Personal Mention
POWER HOUSES AND SUBSTATIONS
Austin (Tex.) Electric Railway Company. — This company has
announced that it is in the market for a 300 to 350 kilowatt, 500-
550-volt direct-current railway generator, direct-connected to a
compound condensing engine.
Detroit Jackson & Chicago Railway, Detroit, Mich. — This com-
pany, formerly the Detroit Ypsilanti Ann Arbor & Jackson Railway,
has made a contract with the Commonwealth Power Company to
furnish the power required for operating its lines west. Sub-
stations are now being constructed at Chelsea and Grass Lake,
which will be equipped with step-down transformers, converters
and necessary switchboard apparatus. These changes will do away
with the substations at Lima Center, Michigan Center and Fran-
cisco. It is expected that the service will not only be better, but
that it will also be more economical. The power will be received
at the substations from the Commonwealth's power plant at Lyons,
Mich., at which point the company has a dam.
Rockland Thomaston & Camden Street Railway. Rockland,
Me. — This company has announced that it will make an addition
to its plant by the installation of a 200 or 300 kilowatt, 2,0S0-volt
125-cycle single-phase generator and engine. The company is in
the market for either a direct-connected or belted unit. A switch-
board and all the accompanying instruments complete will also be
purchased.
Washington Water Power Company. Spokane. Wash. — This
company is building a steam turbine generating station in which
' ::. (-kilowatt Curtis turbine will be installed. It is said the
turbine will be ready for operation l>y September, 1907. The com-
pany is now operating two hydraulic power stations, aggregating
20,000 horsepower.
Mr. E. F. I>avis has resigned as superintendent of the southern
division of the Brooklyn Rapid Transit Company. Brooklyn. N. Y.
Mr. Warren S. Hall, heretofore general manager of the Lehigh
Valley Transit Company. Allentown. Pa., has been elected vice-
president of the company.
Mr. Everett F. Kyle, formerly superintendent of the Norwalk
(Conn.) lines of the Consolidated Railway Company, has resigned
to engage in other business at Cuylersville, N. Y.
Mr. R. N. Barrows has resigned as purchasing agent for the
Washington (D. C.) Railway & Electric Company, to become sales
agent at Richmond, Va.. for the Atha Steel Casting Company of
Newark, N. J.
Mr. William K. Glenn, who resigned recently as master
mechanic of the Tacoma (Wash.) Railway & Power Company, has
been appointed superintendent of the Portland (Ore.) Railway
Light & Power Company.
Mr. H. W. Mann has resigned as electrical engineer of the
Pueblo & Suburban Traction & Lighting Company of Pueblo,
Colo., to take a similar position with the Northern Colorado Power
Company at Lafayette, Colo.
Mr. Robert O'Brien, heretofore superintendent of the Claiborne
street line of the New Orleans Railway & Light Company, has
been appointed division superintendent of the company, with head-
quarters in New Orleans, La.
Mr. L. K. Burge, whose appointment as general superintendent
of the Lake Shore Electric Railway and all properties controlled
by that company was announced on May 23, by letter from
General Manager F. J.
Stout, while Mr. Burge
was attending the meet-
ing of the Central Elec-
tric Railway Association
at Indianapolis, as re-
ported in the Electric
Railway Review of May
25, was born on May 13,
1S74. at Lafayette, Ind.
He attended the public
schools and completer! his
education at Stockwell
College. In 1S96 he moved
to Toledo, O., and ac-
cepted a position as con-
ductor. He worked as
conductor and motorman
until 1900, when he was
appointed assistant dis-
patcher of the Detroit
Monroe & Toledo Short
Line Railway, Monroe,
Mich. Later in the same
year he was made chief
dispatcher of the same
line and also had charge
of the electrical equip-
ment in substations. In I— K. Burge.
May, 1903, he was ap-
pointed superintendent of the Sandusky di%ision of the Lake
Shore Electric Railway, was later superintendent of the Norwalk-
Cleveland division, and superintendent, and now becomes general
superintendent of the entire system, with the right to take up
direct with heads of departments all transportation matters. Mi
Burge will have his headquarters at Norwalk, O.
Mr. Hugh Cook, formerly assistant engineer of the Youngstowr.
& Ohio River Railroad at Voungstown, O.. has been appointed chief
engineer and superintendent of construction of the lines on Long
Island, which the Stanley interests of Cleveland are building.
Mr. T. F. Grover. heretofore general manager of the Trinidad
(Colo.) Electric Railroad, has been appointed manager of the Terre
Haute, Ind., properties of the Terre Haute Indianapolis & Eastern
Traction Company, succeeding Mr. C. T. Mordock. resigned to
accept another position.
Mr. A. W. Q. Birtwell. assistant treasurer of the Hon -
(Tex.) Electric Company, has resign.- 1 to become connected witi.
the treasury department of tin- Nortl em Texas Traction Company,
Ft. Worth, Tex. He will be succeeded by Mr. H. L. Hardin:.,
heretofore chief clerk in the office of the treasurer.
ilr. Edward Gaffney lias been appointed superintendent of the
eastern division of the Chicago South Bend & Northern Indiana
Traction Company, with headquarters at Elkhart, Ind. He will
have supervision over the interurban line between Goshen and
Mishawaka and over the Goshen and Elkhart city lines.
Mr. J. JI. Bramlette, general superintendent of the Michigan
United Railways, with headquarters at Kalamazoo, Mich., has
been appointed general manager of that company, succeeding Mr.
J. R. Elliott, vice-president and general manager. Mr. Elliott will
retain the office of vice-president. Mr. Bramlette has been con-
nected with the Michigan Unite 1 Railways since the spring of
1906, before which date he was general manager of the Philadelphia
& Western Railroad, then under construction. Previous to that
June S. 1907
ELECTRIC RAILWAY REVIEW
763
time he was for 10 years general manager of the East St. Louis
(111.) Railway.
Mr. Reese Davis, for the past three years roadmaster of the
.Mexico City Electric Tramways Company at Mexico City, has ac-
cepted a similar position with the Consolidated Railway Company's
local and suburban lines in Hartford. Conn. Mr. Davis was
formerly roadmaster of the Connecticut Railway & Lighting Com-
pany's local lines in Bridgeport, Conn.
Mr. Charles H. Copley, formerly manager of the Bellows Falls
& Saxton's River Street Railway at Bellows Falls, Vt., and more
recently engaged on the construction work of the new line of the
Consolidated Railway between Rockville and Stafford Springs,
Conn., has been appointed superintendent of this company's local
lines in Xorwalk. succeeding Mr. Everett F. Kyle, resigned.
We are officially advised that the report in last week's issue
of the Electric Railway Review that Mr. C. E. Flynn had resigned
as second vice-president and general manager of the Conneaut &
Erie Traction Company. Erie, Pa., to be succeeded by Mr. B. E.
Walker, now superintendent, is incorrect. Mr. Flynn, who is a
director and large stockholder in the company, is simply giving
up the active management.
Mr. W. X. Stevens has resigned his position as mechanical
engineer of the southern properties controlled by Ford, Bacon &
Davis of Xew York City, effective on June 1. Mr. Stevens was
formerly chief assistant mechanical engineer of the Manhattan
Railway and Interborough Rapid Transit companies of Xew York,
and for a number of years has been engaged in the design and
construction of power houses and other buildings for electric
railway and lighting properties.
Mr. John Powers, who recently resigned as superintendent and
electrical engineer of the Sterling Dixon & Eastern Electric Rail-
way. Sterling, 111., as reported in the Electric Railway Review of
May 25, has accepted a position with the Milwaukee Electric Rail-
way & Light Company, instead of going to the Galesburg Railway
& Light Company, as previously reported. The Milwaukee and the
Sterling companies are both controlled by the same interests.
Before leaving Sterling to take up his new duties Mr. Powers'
former associates on the Sterling Dixon & Eastern presented him
with a handsome Masonic watch charm as a token of their regard.
Mr. W. H. Simms, general superintendent of the Philadelphia
& Western Railroad, which was recently opened for traffic from
Philadelphia as far as Strafford. Pa., is an experienced steam rail-
road operating man. He was born near Bath, Somersetshire,
England, and attended private and public schools. His railroad
experience embraces that of freight brakeman. conductor, fireman,
engineer, station master and passenger trainmaster. From 188S
to 1901 he was passenger trainmaster in charge of the Philadelphia
division of the Pennsylvania Railroad, and from 1901 to 1906 was
head station master at Philadelphia, in charge of the Broad street
and West Philadelphia stations of the same road.
Mr. L. F. Loree of New York City, president of the Dela-
ware & Hudson Company, was on June 1 elected president of the
United Traction Company of Albany, N. Y., and the Hudson
Valley Railway of Glens Falls. X. Y., to succeed the late David
Willcox. Both companies are controlled by the Delaware & Hud-
son Company. Mr. C. S. Sims of Albany, general manager of
the Delaware & Hudson, was also elected vice-president of both
companies, succeeding Mr. Abel I. Culver, resigned. Mr. Loree
was born on April 23, 1858, at Fulton City. 111., and has had a long
experience in the engineering department of several steam rail-
roads. From January 15, 1896, to January 1, 1901, he was general
manager of the Pennsylvania Lines West of Pittsburg, and from
January 1 to June 1. 1901, fourth vice-president of the same lines.
From June 1, 1901, to January 1, 1904, he was president of the
Baltimore & Ohio Railroad, and from January 1 to October 4,
1904, he was president of the Rock Island Company of New Jersey.
He was elected to the presidency of the Delaware & Hudson
Company following the resignation of David Willcox, in April of
this year. Mr. Loree and Mr. Sims have also been elected directors
of the Schenectady Railway Company, in place of Mr. Willcox
and Mr. Culver.
Mr. R. C. Taylor, superintendent of motive power of the
Indiana Union Traction Company, Anderson, Ind., has been ap-
pointed chairman of the "Standardization" committee of the
Central Electric Railway Association, to succeed Mr. W. H.
Evans, who has tendered his resignation because of leaving the
central territory to become master mechanic of the International
Railway Company of Buffalo, N. Y. Mr. Taylor has been a mem-
Tjer of the committee and another member will be appointed in a
short time to take his place. Mr. Taylor has been connected with
the Indiana Union Traction Company as superintendent of motive
power since December 1, 1906, and has since that time been
prominently Identified with the committee work of the Central
Electric Railway Association. He Is also chairman of the com-
mittee on "Lighter Cars for Interurban Service." He has had a
long and varied experience as a mechanical engineer and before
taking his present position was for three years mechanical engineer
of the Brooklyn Rapid Transit Company at Brooklyn, N. Y., and
for four years master mechanic of the Twin City Rapid Transit
Company of Minneapolis, Minn. Mr. Taylor has patented or applied
for patents on several railway devices, Including an electric block
signal system, air brake apparatus for multiple-unit trains, brake
hanger for railway car trucks, multiple-unit control for surface
trie heating system foi trie cars and combined elec-
ni' and hot water heaters for electric cars. A portrait and de-
I Of Mr. Taylor were published In the Electric Rail-
way Review of December, 1906, page 1011.
Financial News
Capital Traction Company, Washington, D. C. — This company
has authorized the issue of S6.00n.fii f :, per cent bonds, of which
$4,000,000 will be issued now. Of this amount $600,000 will be used
to pay off floating debt and $1,080, to retire outstanding bonds.
Chicago City Railway. — The directors declared on June 1 a
quarterly dividend of 1% per cent, or a 6 per cent annual basis.
comparing with the previous rate of 9 per cent per annum. This
is in accordance with the understanding that the company will not
be able to pay as much in dividends under the new ordinance.
The 9 per cent rate was established in 1901.
Cincinnati Newport & Covington Light & Traction Company.
Covington, Ky. — A meeting of stockholders will be held in Jersey
City on June 15 to ratify the lease of the property to the Columbia
Gas & Electric Company.
Coney Island & Brooklyn Railroad. — Gross earnings for the
quarter ended March 31 were $308,487, as compared with $322,460
in 1906. Operating expenses were $287,535, as compared with $261,-
833, leaving net earnings of $20,952, as against $60,627 in the corre-
sponding quarter of last year. The deficit after the payment of
fixed charges was $57,145, as compared with $15,914.
Eastern Ohio Traction Company, Cleveland. — Albert E. Aiken.
James T. Ross and F. A. Pease have completed their appraisal of
the property. They value it, figured in divisions, at $1,601,800, and
state that, operated as an entire system, $50,000 should be added
to the value as figured in divisions.
Gainesville Whitesboro & Sherman Railway, Gainesville, Tex. —
Mortimer M. Elkan of Macon, Ga.. has instituted proceedings in
the United States circuit court at Sherman. Tex., against this
company, on the ground that the coad is indebted to him for
$7,629.78 for work done in grading.
Ithaca (N. Y.) Street Railway. — It is announced that A. H.
Flint & Co. of New York have purchased control of this road.
Jackson Ann Arbor & Detroit Electric Railway Company. — This
company, of which control, it is announced, has been purchased
by the Detroit United Railway, has arranged to establish an electric
road extending from Jackson, Mich., to Detroit, and from Wayne
to Northville, and has acquired the Detroit Plymouth & Northville
Railway, now in operation from Wayne to Plymouth and Northville.
and also the Jackson & Ann Arbor Railway, extending from Grass
Lake to Dexter, Mich., a distance of 20 miles. The company has
authorized an issue of $1,500,000 bonds, of which $1,000,000 will be
used to complete the construction into Detroit and for other pur-
poses, and $500,000 will remain in the treasury. The company has
$1,900,000 capital stock, of which $400,000 is 6 per cent cumulative
preferred.
Louisville & Eastern Railroad Company, Louisville, Ky. — This
company has filed a trust deed to secure an issue of $2,000,000 first
mortgage 5 per cent bonds, due in 50 years.
Louisville (Ky.) Railway Company. — This company has author-
ized an issue of $500,000 of 6 per cent notes, redeemable at any-
time from 1908 to 1910. The proceeds will be used in purchasing
new equipment and in the construction of an extension to Bards-
town. Of the entire issue $300,000 notes have been placed and the
balance will not be sold until the money is needed.
New York New Haven & Hartford Railroad. — Stockholders rati-
fied on May 31 the absorption of the property of the Consolidated
Railway Company. Charles S. Mellen, the president, said that from
July 1, 1903, to May 21, 1907, there was expended for capital im-
provements, extensions and investments $157,000,000. Of this sum
$97,750,000 was invested in securities of other companies and $37.-
000,000 was expended for real estate, new equipment, second, third
and fourth tracks and the electrification of the New York division.
Ohio Electric Railway, Cincinnati. — The nominal $100,000 capital
of this company will be increased to $16,000,000, divided into $8,000,-
000 of 5 per cent preferred stock and $S,000,000 common stock. It is
now stated that this company will acquire the Schoepf-McGowan
properties in Ohio which are not controlled by the Ohio Traction
Company.
Pittsfield (Mass.) Electric Street Railway. — This company has
filed a trust deed to the Berkshire Loan & Trust Company of
Pittsfield, as trustee, to secure an issue of $100,000 bonds.
Rhode Island Company, Providence. — This holding company,
controlling the New York New Haven & Hartford Railroad electric
railways in Rhode Island, will absorb the Providence & Burrillville
Railway. Woonsocket, and the Columbian & Woonsocket
Street Railway.
Dividends Declared.
''in'.!-:'. Citj Railway, quarterly, 1% per cent.
Consolidated Traction Company. Newark, N. J., 2 per. cent.
Rochester Railway & Light Company, preferred, quarterly, l',i
per cent.
South Side Elevated Railroad Company, Chicago, quarterly, 1
Twin City Rapid Transit Company, Minneapolis, pre
quarterly, 1% per cent.
764
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 23.
Manufactures and Supplies
ROLLING STOCK.
Oklahoma City Railway, Oklahoma City, Okla., expects to be
in the market in a short time for a number of cars.
Birmingham Railway Light & Power Company, Birmingham,
Ala., has ordered four cars from the St. Louis Car Company.
Ogden Rapid Transit Company, Ogden. Utah, placed an order
some time ago with the St. Louis Car Company for two cars, de-
livery on which will be made this month.
Owosso & Corunna Electric Company, Owosso, Mich., we are
officially advised, expects to place orders for considerable new
equipment during the next 30 to 60 days.
Washington Water Power Company, Spokane, Wash., is re-
ported to have placed an order with The J. G. Brill Company for
17 semi-convertible cars, to have a seating capacity of 48 passengers
each.
San Diego Electric Railway, San Diego, Cal., is in the market
for one combination parlor and observation car. Wicker chairs
are preferred to fixed walkover seats and the car is to be mounted
on interurban trucks, equipped with 4-motor G67 equipment and
air brakes.
Mexico Santa Fe & Perry Traction Company, which was re-
ported in the Electric Railway Review of June 1 as to be in
the market for rolling stock in about 30 days, is asking prices on
six passenger cars, one party car, one express car, one work car,
one line car and one electric locomotive. The passenger cars will
be 52 feet in length over all and weigh from 30 to 32 tons each.
S. L. Robison, president and general manager, Mexico, Mex.
Aurora Elgin & Chicago, as reported in the Electric Railway
Review of May 25, has placed an order witty the Hicks Locomotive
& Car Works for two passenger cars. These will have a seating
capacity of 58 passengers, will weigh SO, 000 pounds and have a
wheel base of 6 feet 6 inches. The cars will have a total length of
52 feet 10^4 inches, will be 8 feet 8 inches in width and will be
13 feet 8 inches in height from track to trolley base. The body
of the cars will be of wood and the underframe of steel. The
equipment will include Westinghouse air brakes, electric heating
and headlights and Hale & Kilburn seats.
San Diego Electric Railway, San Diego, Cal., as reported in the
Electric Railway Review of May 18, expects to build at its shops
during the present year 50 cars for interurban service. A number
of cars have already been constructed and at the present time
material has been ordered for 20 double-truck open-end cars of the
California type. The company has practically completed and is
now reconstructing for the National City & Otay Railway six
large open-end motor cars of the California type, 51 feet long over
all; also a number of trailer cars. The company is now contem-
plating the erection of 10 additional cars somewhat similar in type.
Spokane & Inland Empire Railroad, Spokane, Wash., has just
received from The J. G. Brill Company eight cars for use on the
Coeur d'Alene & Spokane Railway. Two of the cars are combina-
tion smoking and baggage cars, with a seating capacity of 56
passengers and finished in mahogany with rattan seats, two are
passenger coaches, with a seating capacity of 66 passengers,
finished in mahogany with plush-covered seats, and two are ob-
servation cars, with a seating capacity of 75 passengers. The cars
are 57 feet in length. These will be put into service as two three-
car trains, each equipped with eight 100-horsepower motors, geared
to 65 miles an hour.
Northern Electric Company, Chico, Cal., is building six passen-
ger and baggage cars at its own shops and has ordered material for
two steel-frame express locomotives. The locomotives will weigh
82,000 pounds each and will be equipped with Baldwin trucks. Miner
draft rigging and Westinghouse motors. The specifications for the
passenger and baggage cars are as follows:
Weight 80,000 lb. Height, from rail to roof
Length, over all 56 ft. 12 ft. 2 in.
Width, over all 9 ft. H in. From rail to floor 4 ft.
Over steps 9 ft. 3 in.
Special Equipment.
Trucks Baldwin Couplers Gould radial
Wheels Schoen Seat material Pantasote
Journal boxes Symington Seats Hale & Kilburn
Air brakes Westinghouse
SHOPS AND BUILDINGS.
Chicago (III.) City Railway. — This company has purchased the
southeast corner of Princeton avenue and Seventy-eighth street.
299 by 246 feet, and the southwest corner, 299 by 254 feet, as a
site for proposed new car houses, adjacent to the company's pres-
ent extensive main car storage houses and shops.
Cincinnati (O.) Traction Company. — This company will soon
begin the construction of a new car house on Vine street and will
enlarge the present Vine street car house.
Evansville Suburban & Newburg Railway, Evansville, Ind. —
Plans have been prepared by Harris & Shoppell for a new station
to replace the present office and freight depot at Fifth and Main
streets, Evansville. The plans call for a 2-story building, to be
of brick and stone construction, with ground dimensions of 50 by
69 feet.
Indianapolis & Western Traction Company, Indianapolis, Ind. —
The contractors expect to have the new $8,000 interurban station
at Greencastle, Ind., completed and ready for use by next week.
The station is located on the corner of Seminary and Indiana
streets, near De Pauw University.
Niagara St. Catharines & Toronto Railway, St. Catharines,
Ont. — It is stated that extensions are to be built to this company's
car houses at Niagara Falls, Ont., and St. Catharines.
Rhode Island Company, Providence, R. I. — It is reported that
this company has prepared plans for a $325,000 fireproof car house,
to be erected on the site of the present South Providence car
house, which is to be dismantled. The proposed building is to be
700 feet long on Thurber's avenue, with frontages of 168 feet on
both Broad street and Prairie avenue.
San Diego (Cal.) Electric Railway. — This company is now com-
pleting an addition to its power house for a paint shop to accommo-
date six cars.
Southwest Missouri Railroad, Webb City, Mo. — This company
has just completed its new car house in East Joplin. Mo. This
is a concrete structure, 64 by 225 feet, and is built in the mission
style of architecture.
Syracuse (N. Y.) Rapid Transit Company. — General Manager
C. Loomis Allen is reported to have staed that work on the exten-
sion through Park. Pond and Spring streets will be started by
August 1. Other work to be undertaken this year includes the
extension of the Stolp avenue line and the double-tracking of- the
South Salina street and the Solvay lines.
Washington Baltimore & Annapolis Electric Railway, Balti-
more, Md. — The contract for the construction of the terminal
station at Baltimore has been awarded to J. Henry Miller. The
building will front 78 feet on Liberty street, 100 feet on Marion
street, and 60 feet on Park avenue, and is estimated to cost about
$49,000. The building will contain two floors, besides a basement,
and will be designed for three additonal floors if necessary.
Worcester (Mass.) Consolidated Street Railway. — It is stated
that work will be started immediately on the new car house near
the present car house on Market street, Worcester, to cost $75,000.
Contracts have been let to the Eastern Bridge & Structural Iron
Company for the iron and steel construction and to F. W. Mark for
the building and equipment. The building will be of brick and
steel construction, 97 by 210 feet, and two stories high.
TRADE NOTES.
Gould Coupler Company and Gould Storage Battery Company
have moved their general offices irom 1 West Thirty-fourth street
to 341-347 Fifth avenue, New York.
Blood & Hale, Boston, Mass., have been appointed New Eng-
land representatives of the Western Electric Company of Chicago.
They will handle only generators of large size for use in railway,
power and lighting service.
D. J. Carson, who has been with the American Brake Shoe &
Foundry Company for the past two years, in charge of the New
York office, has been appointed manager of the American Mal-
leables Company, effective June 1, 1907.
C. C. Chappelle, who for the last two years has represented the
Westinghouse Machine Company in Denver, on May 1 assumed the
position of western sales manager, with general charge of the com-
pany's business in Chicago and all the territory west.
Dodge & Day, engineers, Philadelphia, Pa., have opened a
branch office in the United States Realty building. Ill Broadway,
New York, N. Y., in charge of Robert T. Dozier, who has for a
number of years been associated with electrical industries.
Wesco Supply Company, St. Louis, Mo., has opened a new
branch office at Birmingham, Ala., in charge of W. W. Moore, who
is an electrical engineer and has for several years managed the
apparatus department of the company, with headquarters in St.
Louis.
W. H. Judson Company, Portland, Ore., has been incorporated
with a capital stock of $250,000 for the purpose of manufacturing
rolling stock for both steam and electric operation. The officers
are: W. H. Judson. president: G. F. Martin, vice-president; M.
Wilson, secretary. The company expects to erect its own plant
and foundry.
Northern Engineering Works, Detroit, Mich., has recently
shipped to the Denver & Rio Grande a second 3 -motor electric
traveling, 15-ton Northern crane of special construction, for use in
the roundhouse of that company. The crane uses alternating-cur-
rent equipment, and is designed to run on an overhead track
having a considerable curve.
Railway Safety Appliance Company has been incorporated in
the state of New Jersey with a capital stock of $150,000 for the
purpose of manufacturing a safety appliance to prevent the spread-
ing of rails. The incorporators are: J. F. Rogers and J. R.
Streeter of New York City; E. T. Thomas and C. H. Bowne of
Brooklyn, and Charles H. Haight of Jersey City, N. J.
H. M. Byllesby & Co. have been retained as consulting en-
gineers for the Sioux Falls Light & Power Company of Sioux
Falls. S. D. A water power, with a head of about 80 feet, is to
be constructed on the Big Sioux river at this point. They have
also been retained as consulting and operating engineers for the
June S, 1907.
ELECTRIC RAILWAY REVIEW
f65
Flathead Valley Water Power Company of Kalispell. Mont. The
company's water power is situated at Big Fork, Mont., on the
Big Fork river, having a head of about 105 feet. This develop-
ment is to be added to and the capacity of the plant is to be
greatly increased.
Manning, Maxwell & Moore, S5 Liberty street, New York, have
prepared plans for the erection of a storage warehouse in Jersey
City, N. J., to be two stories in height and to have ground dimen-
sions of 110 by 260 feet. The building will be located opposite the
freight office of the Central Railroad of New Jersey and will be
of brick and steel construction, with concrete floors. Each floor
will contain 40,000 square feet of space. The building will be
equipped with a 20-ton electric traveling crane and a hydraulic
elevator, designed especially for handling heavy machinery and
tools. It is the intention of the company to keep in hand a large
amount of its products to meet the demand for prompt shipment.
Western Electric Company announced on April 15 to their
southern customers that it had installed at 230 Lee street, Atlanta,
Ga., a complete stock of general electrical supplies and had estab-
lished there a supply organization for taking care of its south-
eastern trade. The company has contemplated doing this for
some time, and the proximity of a complete stock of Western
Electric Company supplies will doubtless be gratifying to southern
customers. The construction of the new Atlanta plant of this
company, located on the Central of Georgia Railroad, close to the
city, has only recently been completed. The building has 60,000
square feet of available floor space and with sidetracks and modern
interior equipment the plant is peculiarly well adapted for the
rapid and economical handling of the company's heavy stock.
Power Specialty Company, New York, reports recent sales of
120 Foster superheaters, aggregating 42,000 horsepower. These su-
perheaters are to be installed in Babcock & Wilcox, Stirling, Edge
Moor, Heine. Franklin. Atlas and other boilers, including a number
of return tubular boilers. The above include a large number of
repeat orders following the successful operation for from one to
five years of initial installations. Among many others such suc-
cessive orders have been received from: Solvay Process Company
(three). International Harvester Company (three), James S. Kirk
& Co. (two). Stone & Webster Engineering Corporation (six),
Hartford Electric Light Company (four), Philadelphia Electric
Company (three), Tennessee Copper Company (three), United
States Navy Department (nine), Quincy Market Cold Storage Com-
pany (three). American Smelters Company (three), Electric Com-
pany of America (seven).
H. W. Johns-Manville Company, New York, had a large
and interesting exhibit at the convention of the National Electric
Light Association, which was held in Washington this week.
Probably the most notable feature of its exhibition was the "Vic-
tor" combination meter, a variety of forms of which were shown,
including switchboard, portable and automobile types. These in-
struments possess the unique feature of giving a simultaneous
reading of volts, amperes, watts and horsepower on one dial.
"Victor" meters have been on the market for almost two years
and have met with continued success. The instruments are manu-
factured at the new instrument plant of the company in Brook-
lyn. X. Y., which is one of the best equipped of its kind in the
country. Among other devices exhibited by this company should
be mentioned "Noark" subway and service boxes of one, two and
three pole construction, and 250, 600 and 2,500 volt capacity. These
boxes are absolutely water-tight, being designed and tested to
withstand a pressure of 25 pounds per square inch without leak-
ing, and are therefore suitable for the most severe conditions. A
complete line of "Noark" national standard fuse blocks and
accessories, as well as line material devices, also were shown.
The company distributed samples of the well-known "J-M" friction
tape. Another feature worthy of mention is "Transite" asbestos
fireproof doors for high-tension transformer and switch compart-
ments. These doors are designed for the protection of apparatus
from short-circuiting; also to prevent persons from coming in
contact with the live parts. They are made of "Transite" asbestos
fireproof lumber, a material which is said to possess the unique
features of being fireproof and at the same time an excellent
insulator.
ADVERTISING LITERATURE.
Templeton, Kenly & Co., Chicago. — Simplex jacks for car and
track work are briefly described and illustrated in a pamphlet
which also quotes prices.
Electric Service Supplies Company, Philadelphia. — An elab-
orate pamphlet regarding a telephone apparatus for railway use
has just been issued by this company and contains full informa-
tion with Illustrations of the various kinds of telephone apparatus
adapted to railways.
Chase-Shawmut Company, Newburyport, Mass. — This company
has just issued circulars and miniature bulletins covering the fol-
lowing of its special lines: Shawmut ground connection clamps, ex-
tended terminal fuses, pocket test lamps, Boston cable clips, red E
solder paste and- porcelain cut-out blocks.
Lee, Higglnson & Co., Boston. — In a bulletin dated June 1, 1907,
this firm offers for sale bonds of lighting and traction com-
panies as follows: North American Company, Puget Sound Power
Company (Wash.), Madison River Power Company (Mont), Hous-
ton Electric Company (Tex.), Butte Electric & Power Company
(Mont.), Dallas Electric Corporation (Tex.) and Whatcom County
Railway & Light Company (Wash.).
Gunn, Richards &. Co., 43 Wall Street, New York. — The under-
lying principles in determining foundry costs are considered In a
pamphlet just issued by this company, which is prepared to examine
establishments of this and other sorts, and arrange a systematic,
complete and coherent plan for finding costs.
Newport News & Old Point Railway & Electric Company. — This
company has issued a very interesting and attractive folder which
contains maps and illustrations that will be found especially useful
by those who attend the Jamestown exposition. The company's
lines connect Newport News with Old Point Comfort.
Allis-Chalmers Company, Milwaukee, Wis. — Bulletin No. 1058
describes the Winona Interurban Railway, being a reprint from
November, 1906, issue of the Electric Railway Review. Bulletin
No. 1609 contains the official duty tests of pumping engines Nos. 1,
2 and 3 at Bissell's Point pumping station, St. Louis waterworks,
together with illustrations of the various standards of Allis-
Chalmers pumping engines. Bulletin No. 1513 is descriptive of
the Christensen portable air compressor, manufactured by this
company.
Railroad Supply Company. Bedford Building. Chicago, III. —
Section No. 1 of Catalogue No. 7 has just been issued by the signal
department of this company. The catalogue, when its several sec-
tions are complete, is expected to show the company's full line,
which includes materials and supplies for single or double track
steam or electric railway signal systems and devices to provide
protection for highway crossings and other points. Section No. 1
is devoted to crossing signal poles, warning signs, vibrating
bells, etc.
Shoemaker & Casparis. Newcomerstown, O. — This firm is ex-
clusive sales agent for the Shoemaker automatic elevators for
elevating and screening sand and gravel. A special machine for
loading run of bank gravel for ballasting without screening, which
is made with 3-foot capacity buckets, it is stated, will load 1,500
to 2.000 cubic yards of gravel per day. but five men being re-
quired for its operation. The standard 24-inch bucket machine
has loaded 10 cars, five with santl and five with gravel, in four
hours, employing six men. The construction of the machine and
the screening device are described in a pamphlet.
THE NATIONAL CROSSING SIGNAL.
The essential requirements of a good crossing signal are that
it shall, without fail, announce the approach of a train under all
conditions of service. As the factor of reliability in such apparatus
is an important one considerable weight should be given to any
crossing signal installation that has the fewest possible parts and
these of substantial construction. Such were the fundamental con-
ditions that were observed in the design of a new signal just
National Crossing Signal — Post, Lamps, Bell and Sign as Furnished
with Each Installation.
plMi'4-cl .hi tne market by the National Railway Signal it Manu-
facturing Company of Wheaton. 111.
The accompanying illustrations will serve to show the -
appearance and detail construction of the new signal equipment as
it has been Installed, and '"inmendably withstood the very severe
service cm the Aurora Elgin <V Chicago Railway. The simplicity of
the various parts will be appreciated. The essential elements of
an Installation comprise a 12-inch gong and a bank of Incandi
lights mounted on a crossing signal post, as shown In one of the
accompanying Illustrations; a contact-making device, also illus-
trated, and a relay which governs the making and breal
various circuits. The contact-making devices for both troll.
iiii.l-rall use are illustrated. It should be noted that the making
"(jli
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 23.
and breaking of the circuits which operate the signals are per-
formed at the contact device and no arc takes place in the relay
under any conditions. This feature makes the National signal
particularly well adapted for lines carrying high voltages.
By tracing the circuits shown in the diagram the principle of
the signal movements is apparent.
When a train enters a block from either direction, the bell
trolley. This second circuit-closing energizes the coils of the relay,
raises a contact-closing armature, and completes a holding circuit
from a permanent ground connection through the armature con-
tacts, relay coils, resistance, lights, and bell to the trolley, causing
the bell to continue ringing until the trolley wheel passes the next
contact at crossing.
Third — When trolley wheel bridges the contact at crossing, to
National Crossing Cignal — Relay and Case as Mounted Near Contact
Ma
National Crossing Signal — Di
Movement, w
agram of
ith Trolley
Circuits for Single-Track
Contacts.
National Crossing Signal — Spring-Supported Contact Maker as
Installed on the Aurora Elgin & Chicago Railway.
silence the signal, the connection is such as to send an impulse of
same polarity as that of grounded circuit at the relay, through a
conductor of practically no resistance as compared with the relay
coils and relay resistance. This de-energizes the relay coils, break-
ing the connection to ground at the relay while a current is passing
through the low-resistance shunt caused by the car bridging the
crossing contact. Thus any arcing at relay contact points is ob-
viated.
Fourth — Leaving the highway crossing, the car makes two final
contacts at the remote end of the block. The first (or inner) con-
tact sends an impulse to the contact connected with the armature
of the second (right-hand) relay; thence through the winding of
the coils, the resistance, the lights, and the bell, to the trolley,
energizing the relay coils, raising the armature, and closing the
connection to the permanent ground. The second (or outer one) of
the final contacts, bridged immediately afterward, de-energizes the
second relay just as the first wTas de-energized, letting the armature
drop and breaking the connection to permanent ground without any
arcing at the relay contacts.
The trolley contact-maker has proved reliable and efficient,
being strongly constructed, durable, placing no obstruction in the
National Crossing Signal — Switching Device Attached to Trolley Wire Without Cutting.
begins ringing, and continues to ring until car passes the highway
crossing. This is accomplished as follows (see diagram, tracing
diagram from left to right):
First — The trolley wheel throws the contact switch, which
bridges an insulated contact at entrance to the block, completing
a circuit through the bank of lamps and bell to the trolley.
Second — The wheel immediately throws another contact, com-
pleting a circuit through relay coils, resistance, lights and bell to
path of the trolley wheel, and giving sure, positive contact at
high speeds. The rail contact-maker, which is used for third-rail
lines, is strong and durable, being supported on heavy springs
which are clamped to the base of the running rail. The bell, a con-
tinuous-current vibrator, is non-arcing and weather-proof. It re-
quires no delicate adjustment, and is of a type that proves efficient
on circuits of voltage as high as 500 or 600. The relays, as has been
stated, are non-arcing. They are inclosed in wood boxes.
WW I
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postofflce, Chicago, III., as Second-class Matter.
Subscription in advance, including special daily editions published from time
to time in places other than Chicago, postage free:
United States or Mexico, $2;
Canada, S3.6U; Postal Union Countries, 15; Single Copy, 10 cents.
New York: 150 Nassau Street
Vol. XVII, No. 2-t
CHICAGO, JUNE 15, 1907
Whole No. 216
TABLE OF CONTENTS.
Editorial:
— The Efficiency of Labor
—Which Prime Mover Shall It Be?
— Conclusions from Insulator Tests
— Special Service for Factories
— Economizers and Steam Auxiliaries
— Contracts with Express Companies
— Smoke Preventable and Non-Preventable
The Philadelphia & Western Railway (Illustrated)
The Value of Straight Air Brakes. By Inspector
A Test of Insulators for an Exceptional Service. By Sidney
Sprout (Illustrated)
The New Steel Cars of the Hudson Companies. By Hugh
Hazelton (Illustrated)
Annual Meeting of the New York State Association
School of Railway Engineering and Administration at the Uni-
versity of Illinois
How the Cincinnati Traction Company --lids Its Employes
Piping and Power Station Systems — XLIII. By W. L. Morris,
M. E. (Illustrated)
Recent Electric Railway Legal Decisions. By J. L. Rosenberger.
News of the Week:
— Chicago Committee Will Accept Reorganization Plan
— Increases of Wages 791
767 — Temporary Receivership for Air i^ine 791
767 — Report on Municipal Ownership 791
767 — Strike Threatened in Detroit 791
768 — Preliminary Report of the United States Geological Survey 791
768 — Legislation effecting Electric Railways 791
769 Construction News:
769 — Franchises 793
770 — Recent Incorporations 793
778 — Track and Roadway 794
— Power Houses and Substations 795
779 Personal Mention 796
Manufactures and Supplies:
782 —Rolling Stock 797
786 —Shops and Buildings 79S
— Trade Notes 798
786 — Advertising Literature 799
7S7 Perolin — A Dustless Sweeping Compound (Illustrated) 799
An Improved Axle Straightener (Illustrated) 799
788 Welded Rail Bonds (Illustrated) 800
7S9 Automatic Trolley Guard (Illustrated) 800
Moore Fare Register (Illustrated) 801
791 Titan Steel Motor Gears (Illustrated) 802
The street
them. His
The
Efficiency
of Labor.
railway manager must take things as he finds
best hope of reducing the cost of motive power
lies in making the most of the station
which he already has. The elimination of
some of the uncertain and careless fea-
tures which induce waste is the duty of the
hour, no less than a practical search for
new types of machinery. To enumerate the weak spots of
power plant operation in detail would transcend the limits of
these columns, but a few suggestions may be included as signifi-
cant. We need to know more definitely how many and what
sort of men are required to operate given capacities of gen-
erating and auxiliary machinery. There is no lack of judg-
ment on this question obtainable on the basis of personal
opinion; but who has attempted to investigate this question
by striving to hold the other factors constant which comprise
the cost for power, meanwhile varying the labor? "Imprac-
ticable," says someone at once. Is it?
downs, the cost of repairs and the opinions of men in the
power house close to the metal, is one of the most enlighten-
ing things which could be done in cases where the value of
a given equipment is questioned.
Conclusions
from Insulator
Tests.
The power plant is still in a process of evolution and no
man can tell when the development curve of generating ma-
chinery will flatten. The selection of
Which equipment appears to require even broader
Prime Mover knowledge today than previously. Coming
Shall It Be? down to specific instances one finds that
the range of choice is limited by many
uncertainties. The manufacturing companies are putting
much of their best thought upon the turbine question,
but who is bold enough to say that this interesting prime
mover is as yet capable of eventually driving the reciprocat-
ing engine from the field in general practice? The gas plant
is entering the field, rather slowly in large sizes, but
does it not show that these new prime movers have yet to
win their place, so to speak, when reciprocating engines
continue to be ordered in large plants? Perhaps it is no sign
of weakness in our knowledge of power plant economy that
we are still somewhat in the dark as to the clearly defined
limits of each type of prime mover, but it is certain that the
publication of operating results, including the record of shut
Considerable interest has recently been shown in the high-
potential line insulator. Several new designs have been pro-
posed, each of which takes into account
the desirability of having the smallest
possible amount of still air space, combined
with the necessary creepage surface. The
possible breakdown of insulators from
their creepage distance being shortened by an accumulation
of dust also is considered and a shape is given the material
so that an ample proportion of the surface will be washed
clean by rain. These several fundamental requirements in
insulator design must be recognized in planning insulators
for any high-potential service. There are still other and
more severe conditions imposed on the insulating medium
of a high-potential line built parallel with or close to a large
body of water. Elsewhere in this issue Sidney Sprout, elec-
trical and mechanical engineer of the Ocean Shore Railway,
San Francisco, Cal„ describes in detail the various seven-
conditions which an insulator must meet to be satisfactory
for use on the proposed transmission line of this railway which
parallels the Pacific coast for 80 miles between San Fran-
cisco and Santa Cruz, Cal. Some of the severe conditions to
be expected on this 33,000-volt line and which warranted very
careful tests of insulators under actual operating conditions
were as follows: Salt fogs, with trade winds from the ocean
during the foggy season; spray; and dry seasons of from four
to six months and a proximity to a country road, with the
attendant dust. No other transmission line, within the knowl-
edge of the engineers, had been operated tinder similar condi-
tions at more than 11,000 volts pressure; and. in fact, a line
parallel to the proposed route for some miles had experienced
a considerable number of burnouts from insulators becoming
coated with dust from the highway and salt from spray and
fogs. The author of the paper tested under the most severe
768
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 24.
conditions many insulators of some eight types of manu-
facture. His conclusions should be considered as valuable.
In summing up the result of his experiments he states that
the most satisfactory insulator is one which has few still-air
spaces and exposes a large proportion of its surface to the
action of the wind and rain. A study of the results also
leads to the suggestion that a satisfactory insulator for such
severe service could be made of several pieces of porcelain
or glass, shaped something like the present insulator tops,
and placed one below the other.
panies will usually go to great lengths to secure baseball
traffic twice a week, but in the industrial field is an opening
which lasts the year through, and which occurs twice and
often thrice daily.
SPECIAL SERVICE FOR FACTORIES.
It would seem needless to point out the value of special
trolley service in connection with large factories if it were
not for the fact that opportunities of this kind are sometimes
overlooked by managements which are otherwise progressive.
Observation of a recent case in which a double-track trolley
line passing a plant employing some four or five thousand
persons provides little if any extra service at morning, noon
or night, suggests the importance of looking carefully into
industrial establishments for possible traffic. In many cities
the value of providing extra service for factories is well
appreciated, and even in small towns where the schedule
calls for a limited number of cars during the greater part
of the day, it will often be found that a considerable number
of extras are operated for the benefit of shop employes.
One of the advantages of this service from the railway
company's standpoint is that the older or off-season cars can
often be used to handle the business. The factory employes
do not demand the luxuries of equipment so much as the
furnishing of transportation. In the winter season, except in
very cold weather, open cars can be pressed into service for
these factory runs, depending, of course, upon the general
distribution of travel required, the location of transfer points
and the situation of the industrial plant with respect to
main lines of transit. Trailer car service finds a special
field of usefulness in such cases. In Schenectady the local
railway company has a special terminus at the electrical
works, and three times a day the road reaps the benefit of a
large amount of extra travel, which would otherwise be lost.
Special smoking cars are run for the benefit of shop employes,
and, while but a small percentage of the industrial army
which daily mobilizes at this immense plant is carried by
the local railway company, the business in itself is most
impressive in volume.
The provision of special service for factories in very
large cities is a much more complicated problem than in a
town where one or two great mills provide the bulk of the
employment. Just as in the load curve of the large station
the influence of the fluctuations of a single line is small in
proportion to the total variations, so in the community of
many industrial plants it is difficult to observe the traffic
influence of any single establishment upon the schedule as
a whole. When these large industries are widely scattered,
and when there is no strictly defined industrial residential
area, about the only thing that can be done is to increase
the frequency of service past each plant and fall back upon
the transfer points as distributing agencies.
The encouragement of travel to and from factories in
smaller cities is a much more definite matter. Here is a
good chance for co-operation between the street railway
mauagement and the factory executives. There ought not to
be much difficulty in the way of ascertaining accurately the
residence districts of the bulk of the employes, and planning
a car service which will accommodate the maximum number
of persons working in a given plant. In these large establish-
ments many workers walk to their homes or use the bicycle
at morning and night, but the institution of a frequent trolley
service in the rush hours enables many to live in pleasanter
districts than would otherwise be the case, and encourages
riding in bad weather or in cases of tardiness from those who
would ordinarily depend upon their own exertions. Com-
ECONOMIZERS AND STEAM AUXILIARIES.
In the past two or three years a large number of power
houses of medium size have not been equipped with econ-
omizers. The reasons for this lie partly in the economizer
and partly in the fact that some engineers believe nearly the
same economy can be obtained in a non-condensing plant,
using the exhaust for heating the feedwater, or a condensing
plant in which the auxiliary exhaust is used for heating the
feedwater, as in one in which condensers and economizers
are installed.
These conclusions are, in part, supported by the perform-
ance of several English plants having Willans engines which
are operated non-condensing. In many stations the conden-
sers and air pumps get very little attention and the econ-
omizers are entirely neglected. This neglect is the cause
of the poor showing made by so many plants fitted with
condensers and economizers and is the basis of the prejudice
existing in the minds of so many managers and designing
engineers. A further reason why economizers are sometimes
omitted is that they necessitate a larger investment in the
plant and take up considerable room. The latter can be
overcome in most cases by installing the economizers over
the boilers if sufficient ground area is not available, and the
additional investment required should not be an obstacle to
companies which have not reached the limit of their borrow-
ing capacity; for, if money can be borrowed, it is evident that
the saving of 10 per cent which economizers will yield on their
investment will pay the interest on their cost and leave a
good margin for the operating company. To produce a sav-
ing of 10 per cent, however, the economizers must be of
ample size, properly installed, and receive careful attention,
for without careful attention to the scraping mechanism, an
economizer is useless.
Most of the failures of economizers and the prejudice
against them is due to neglect alone, and such prejudice
and opinions based on these failures are unjust, not
only to the makers of economizers, but to the design-
ing engineers who advocated their installation. There
is an important feature, however, which is sometimes over-
looked in the design of condensing plants in which econ-
omizers are not fitted, because exhaust steam from auxiliaries
is available for heating the feedwater. The arrangement
which is generally overlooked is that of passing the exhaust
from the auxiliaries into the low-pressure cylinder of a steam
engine or one of the later stages of a steam turbine and
using an economizer for heating the feedwater. The advan-
tage of such an arrangement is especially commendable in
plants equipped with condensing steam turbines. This will
be clear when it is remembered that steam will generate as
much power in a steam turbine when working between
atmospheric pressure and the pressure in the condenser, as
it will when working between 150 pounds gauge and atmos-
pheric pressure. The large number of exhaust steam tur-
bine plants which have been so successfully installed in the
past two or three years proves the truth of these statements.
This arrangement taken in conjunction with economizers will
show a positive saving of at least 10 to 20 per cent, depending
upon the conditions.
To illustrate this case, assume a power plant of 14,000
kilowatts capacity, fitted with Curtis steam turbines, water
tube boilers, dry and wet vacuum pumps, circulating pumps,
mechanical stokers and forced draft. All the auxiliaries are
assumed to be steam driven.
Assuming a load factor 50 per cent, the output of the sta-
tion would be about 7,000 kilowatts. The steam consumption
under these conditions probably would be about 19.5 pounds
June 15, 190T
ELECTRIC RAILWAY REVIEW
71 i!)
per kilowatt-hour; hence, about 135,000 pounds of water
would have to be evaporated for the main engine alone, or
say 150,000 pounds including the auxiliaries. In this case
the auxiliary exhaust would be just sufficient to heat the
feedwater from 80 to 205 degrees F. Now, since a low-pres-
sure turbine can generate a kilowatt-hour on 50 pounds of
exhaust steam, the auxiliary exhaust would be sufficient to
generate 300 kilowatts in the main units or, in other words,
produce a saving of about 4% per cent in the coal bill. To
this must be added the saving due to the economizer alone,
which amounts to 8 per cent of the coal used if the tem-
perature of the flue gases is reduced from 550 to 300 degrees
P. The combined saving, therefore, would be about 12.5 per
cent.
As a matter of fact the actual saving would be some-
what greater than this, as the additional steam in the low-
pressure stages of the turbines would materially increase their
economy on light loads and thus further reduce the steam
consumption. The point which we wish particularly to em-
phasize is that some engineers probably consider that the
saving of 8 per cent effected by the economizers alone is
not sufficient to warrant installing them at the present money
rates; but, were the plan here suggested followed, the saving
of 12.5 per cent might be an inducement to make the extra
outlay for the economizers.
CONTRACTS WITH EXPRESS COMPANIES.
In making contracts with express companies electric rail-
ways must take into consideration the fact that their own
business of handling freight in less than carload lots fre-
quently competes with the facilities afforded by express serv-
ice. Managers of electric railways are constantly on the look-
out for new sources of revenue, but they cannot afford to
divide the income from their own business of hauling package
or other light freight. So far, therefore, as the express busi-
ness is valuable, it is of benefit, as it may supplement the
freight business which has previously been secured.
Between the express business as it is conducted on con-
tract with steam railways and with electric railways there
is a wide difference. It is a difference, however, which the
future development of electric railways may affect materially.
Either for long or short hauls on a steam railway the delivery
of freight requires more time than the delivery of express.
The value of the express service on steam railways lies in the
saving of delay in delivery, and in the insurance which is
assumed where the articles transported are of great value.
On electric railways, however, as they are now managed and
owned, the difference in time of delivery, owing to the com-
paratively short mileage of each company, is of hours, not
days. On some roads this time advantage is so short that it
does not warrant introduction of the express service, which
involves terminal expense at points where the express com-
pany maintains wagons for delivery of packages. The process
of evolution naturally effects an increase in the facilities of
individual roads through the construction of extensions, the
merger of interests and the formation of traffic alliances.
These changes open the way for improved freight service,
supplemented by the introduction of express service.
Recollection of the rapid development of freight business
on electric roads is an indication of the future possibilities
of express service. No long memory is required to recall the
early doubts which were expressed regarding the prospects
of profitable freight business on electric roads. To doubt its
possibilities now would be to deny the facts which have proved
the importance of this traffic to many interurban lines. The
Inter-Urban Railway, Des Moines, la., according to the state-
ment of H. H. Polk, president and general manager, at the
last meeting of the Iowa Street and Interurban Railway Asso-
fiation, derives 30 per cent of its gross revenue from freight
traffic. The express business will probably eventually reach
a growth beyond that which is foreseen at this early day.
For electric railways which conduct a freight business
or enter into contracts with express companies it is most
important that all of the expenses which properly belong to
that branch of the traffic be separated, so far as possible,
from those that are chargeable to other departments. The
danger of considering revenue from freight or express busi-
ness as extra profit and the unwisdom of a failure to allocate
properly the expenses pertaining to such business was recog-
nized by P. P. Crafts, general manager Iowa & Illinois Rail-
way, in his instructive address before the Iowa Street and
Interurban Railway Association, Clinton, la., in April, this
year. As Mr. Crafts properly stated, the failure to charge
the freight revenue with a percentage of such expenses as
belong in part to the freight business, and with all other
expenses which are caused by this traffic, "deceives the mana-
ger as well as his stockholders."
As the motive of both freight and express business is
profit, the proof that the business is not transacted at a loss,
or at undue expense in proportion to the revenue, is of vital
necessity.
SMOKE PREVENTABLE AND NON-PREVENTABLE.
From time to time we have published in the6e
columns discussions and editorial comments on smoke
prevention. In such discussions the term smokeless
combustion has been used merely in a relative sense, as
absolutely smokeless combustion can only be obtained un-
der certain conditions which are hopeless of attainment in
railway and lighting plants. In such plants, the load is of
a fluctuating character, varying at times from practically no
load to full load in very short intervals of time, and with the
exception of small plants where it is feasible to carry the
peaks by storage batteries, the changes in the demand for
power must be met by varying the number of boilers in
operation and by checking or forcing the fires. The inevit-
able result of these conditions is a certain amount of smoke,
depending upon the suddenness of the changes of load.
The conditions necessary for smokelessness are that the
volatile gases distilled from the coal should be mixed with
sufficient air for complete combustion, and when mixed,
raised to a sufficiently high temperature to ignite them. This
implies the coking method of firing, whether by hand or by
mechanical stoking, and it is absolutely impossible to fulfill
these conditions where the demand for steam fluctuates rap-
idly. The reasons are evident, for when the fires have been
low, and a sudden demand for steam comes, the only method
available to generate steam rapidly is to crowd in a large
quantity of green coal and increase the draft. For this pur-
pose a coal containing large quantities of volatile matter
which is easily driven off is absolutely necessary, and as
under the suddenly changed conditions, it is impossible to
burn all the gases completely, some smoke will inevitably
result. A similar condition arises when it is necessary to
check the fires suddenly, as then the decreased air supply is
no longer sufficient to completely burn all the gases given
off, and again the result is unpreventable smoke.
It must be remembered that the term unpreventable is
applied only in a relative sense. In the large modern sta-
tions of today, a sufficiently great storage battery capacity
to provide for the peaks of the load would be out of the
question, as are likewise large heat storage tanks and fly-
wheels. A certain amount of unpreventable smoke is there-
fore a necessary evil, though the amount of smoke can be
very materially reduced by proper management, and can
be entirely eliminated in plants having a constant load. It
would therefore be far wiser and more farsighted if munici-
palities would confine their energy and aggressive legisla-
tion to preventing the needless and avoidable smoke made
by plants and factories having a uniform load rather than
to interfere constantly with and among the electric lighting
and railway companies.
770 ELECTRIC RAILWAY REVIEW
THE PHILADELPHIA & WESTERN RAILWAY.
Vol. XVII, No. 24.
The Philadelphia & Western Railroad Company was in-
corporated in 1901 with the object of building an electric
railway from the western terminus of the Philadelphia Rapid
Transit Company at Sixty-third and Market streets, Phila-
delphia, to Parkesburg, a distance of 44 miles. The eastern
Philadelphia & Western — Typical Station with Overhead Footbridge.
division of the line, 11.8 miles, from Sixty-third and Market
streets to Strafford, is now completed and in operation.
Territory Served.
The preliminary work in connection with this involved
unusual difficulties in the matter of securing rights of way,
and the company was obliged to invest over a million dollars
Philadelphia & Western— Track Layout at Bryn Mawr.
in real estate not required for railroad purposes. All home-
steads which will be traversed between Philadelphia and
Parkesburg have been acquired and the route located. Be-
tween the city terminus and Strafford, which is a station on
the main line of the Pennsylvania Railroad, the Philadelphia
& Western parallels the Pennsylvania, being from % of a
mile to lYt miles south of it for a greater part of the dis-
tance. This suburban territory heretofore has been served
by the Pennsylvania.
Within a few miles of the railroad are located the sum-
June 15, 1907.
ELECTRIC RAILWAY REVIEW
771
mer homes of a great many of the wealthiest families of
Philadelphia, and the Philadelphia & Western was obliged
to condemn rights of way through a number of these country
estates. The total land acquired by the company not needed
for strictly railroad purposes is about S00 acres, one of the
largest tracts being that of the Joseph H. Childs and Joseph
H. Childs, Jr., estates near St. Davids, comprising 150 acres;
a tract purchased from the Villa Nova College, 102 acres ; "and
the estate of John Ashhurst. On this last tract is Ellwood
Hall, a house built in 16S2, at which Washington and La
Fayette were frequently entertained.
Personnel.
The real estate interests of the company are handled by
the Homestead Real Estate Company, the officers of which
are: President, George J. Kobusch; vice-president, L. M.
Downs; and secretary and treasurer, Thomas Newhall. The
officers of the Philadelphia & Western Railroad Company dur-
ing construction were:
S-J"**iTj®c&:MtS'
Philadelphia & Western — Concrete Structures for Overhead
Crossings at Beechwood Park Station.
President, George J. Kobusch ; vice-president and chief engi-
neer. W. R. Molinard; treasurer, .L. M. Downs; secretary,
William Darling. The operation is in charge of W. H. Simms,
general superintendent.
Track and Roadway.
The ef.stern division of the road is double-tracked through-
out and all extensions will be made double-track when built.
It is the intention eventually to have four tracks. Except
in a very few instances, constituting not over 1 per cent of the
total distance, the right of way is 100 feet wide. The line
being design d for high-speed operation, the elimination of all
grade crossings was considered essential and bridges or
crete. The bridge floors are reinforced with steel rods of
15,000 pounds tensile strength, the rods being of round com-
mercial high-carbon steel, which was considered to give a
larger factor of safety than would be the case with other
rods.
The maximum grade on the line is 2% per cent. The
sharpest grade is near the Ithan substation. The maximum
curvature is 5 degrees. To come within the limit of grade
development a number of large cuts and fills were necessary.
The largest embankment is 1.S50 feet long and 64 feet high
Philadelphia
Western — Reinforced 33-Foot Concrete Arch
Through High Embankment.
on a iyz to 1 slope. On account of the nature of the soil
it was necessary to build retaining wing walls at the ends
of the embankment for protection from sloughing. At this
point also it was necessary to change the location of the
highway. There is one rock cut just west of the power house
which is 600 feet long and 40 feet in maximum depth, involv-
ing the removal of about 20,000 cubic yards. On the whole
line there was required the excavation of about one million
Philadelphia & Western — Track Layout at Bryn Mawr Station, Showing Long Cross-Over Between Double Tracks.
viaducts were built at 32 points in the 11.8 miles of the
eastern division. One is for a crossing with a trolley line,
one for a crossing at the Philadelphia Rapid Transit Com-
pany's yards near the terminal station, and the other 30 are
mostly at highways, although there are a few of these which
are over roads on the private estates which are traversed.
Of the bridges where the railroad is carried over the
highway, there are 15 of steel and two of concrete. There are
1 1 public highway bridges overhead and four overhead bridges
tor private crossings. The railway bridges conform 1o Penn-
sylvania standard for two consolidation locomotives coupled
with an additional loading of 5,000 pounds per square foot.
All bridges have solid floors and the abutments are of con-
cubic yards, and the fill practically balances this amount.
The principal arch runs through this till. One of the larger
arches is at Cobb's Creek, just west of the power house.
These arches are each 30 feet in width. Culverts are very
numerous, and these are built entirely of reinforced concrete.
Farnham Third Rail.
The working conductor adopted was the "Farnham" pro
tected third rail. This rail, as shown in one of the accom-
panying illustrations, is of "U" section, weighing 4(i rounds
per yard, and is located In the position shown. The center
of Hie bearing surface, which is at the bottom of the third-
pail structure, is :\y., inches above the track rail and 27
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 24.
inches outside of the track gauge line. This rail has the
same head surface as a 75-pound "T" rail and is low in carbon.
It is calculated to have SOO.OOO circular-mils equivalent cop-
per conductivity, and this is thought to be sufficient for the
present traffic. In case it is necessary to increase the con-
ductivity of the third rail the U-shape of the rail provides
space for the introduction of a copper conductor which will
be thoroughly protected by the steel rail.
The running rails are of 85-pound section and the road-
way is entirely ballasted with rock ballast, which the com-
pany was able to obtain from a quarry near Ithan. Both
rails are bonded with two 400,000-circular-mil protected bonds
at each joint. The bonds were furnished by the Mayer &
Englund department of the Electric Service Supplies Com-
pany.
Stations.
The stations upon the line beginning from the union sta-
tion which forms a connection with the Market Street Ele-
pany. At several points on the line the capacity of the tracks
has been increased by the use of an arrangement ^hown
upon the plans of the station for Bryn Mawr. In this case
a third track is interpolated for use as a storage and loading
track. The general arrangement of stations is clearly shown
in the accompanying views from photographs, and this ar-
Philadelphia & Western — Sectional Elevation and Plan of Power
Station, Showing Disposition of Machinery.
Philadelphia & Western — Sectional Elevation and Floor Plan.
Showing Disposition of Substation Apparatus.
vated Railway, are Beechwood Park, Ardmore Junction, Ard-
more, Haverford, Bryn Mawr, Rosemont, Garrett Hill, Villa
Nova, Radnor, Ithan, St. Davids, Wayne and Strafford. Of
these Bryn Mawr, Villa Nova, Ithan and Wayne are express
stations. The power house is located at Beechwood Park,
and a substation at Ithan. The schedule contemplated for
passenger trains provides for 10-minute intervals during the
time of heaviest traffic and for a speed of 23.2 miles per hour.
The line will be equipped with a block signal system similar
to that adopted for the New York Central electrified zone,
which is being installed by the General Railway Signal Com-
rangement indicates the care which has been taken in the
avoidance of grade crossings.
Power House and Substations.
As stated, the power house is located at Beechwood Park,
about three miles from the Market street terminus, and the
rotary converter substation between Radnor and Ithan is
about two miles from the western terminus of the eastern
division.
The site of the power house is at a level considerably
lower than the level of the tracks and alongside the building
June 15. 1907.
ELECTRIC RAILWAY REVIEW
77:;
is erected a steel trestle upon concrete columns, upon which
cars loaded with coal may be placed for dumping into hop-
pers which lead directly to the coal supply in the boiler
room.
The boiler equipment consists of five 500-horsepower
double-drum Heine safety boilers. It is the intention to in-
General Electric 125-volt machines, direct connected to Curtis
turbines. Worthington surface condensers are provided for
the main generating units. Cochrane feedwater heaters,
Worthington circulating pumps and Buffalo Forge blowers
also form a part of the equipment. The accompanying plan
and section of the power house indicate clearly the arrange-
ment of the units and their capacity.
The building is of steel fireproof construction with a con-
crete roof. It is provided with a 25-ton overhead crane hav-
J;/V6£DCoi/£f?
*60QOOO-C.M
"" CoPP>£/?C/?j3L£
Philadelphia & Western — Auxiliaries at Base of Turbines in
Power House.
Philadelphia & Western — Method of Attaching Third-Rail Cables
at Highway and Other Crossings.
crease this number to eight, as the completion of other sec-
tions of the road indicates the necessity therefor. Connected
with these are Foster superheaters operating at 200 pounds
working pressure and designed to afford 150 degrees of super-
heat. The stack is of steel, 160 feet in height and 13 feet in
diameter.
The operating equipment of the power house includes
ing a span of about 3S feet. The accompanying views from
photographs will supplement the line drawings as to the
general appearance of the power house and its equipment.
The substation at Ithan is equipped with two 500-kilowatt
General Electric rotary converters with transformers for
reducing the potential from 19,000 to 435 volts. This build-
ing, as shown in one of the engravings, is a very neatly
designed structure intended to be in keeping with the general
high character of the architecture which prevails in the
vicinity. It is constructed of buff brick with white enamel
wainscoting. In the basement is located a heating plant and
Philadelphia & Western — Exterior of Power House.
Philadelphia & Western — Sectional View, Showing Third-Rail
Detail and Location.
two 2,000-kilowatt Curtis turbo-alternator units generating at
2,300 volts. These are of the three-phase 25-cycle type.
There is also located at the power house a substation
equipped with two 500-kilowatt General Electric rotary con-
verter units. The transformer equipment at the main station
provides for stepping down to 435 volts for the rotary con-
verters, and stepping up to 19,000 volts, which is the present
transmission potential. It is the ultimate intention to raise
this transmission potential to 23,000 volts. The exciters are
the station is also provided with a 10-ton traveling crane
furnished by Maris Brothers, Philadelphia.
Transmission Line.
The transmission line is constructed in an especially sub-
stantial manner. The poles are set 7 feet in the ground
after being thoroughly tarred for a distance of 8 feet from
the lower end, and the hole is then filled with a mass of
concrete, which is rounded up at the top around the pole with
774
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 24.
Philadelphia & Western — Typical Under Crossing with Highway.
Philadelphia & Western — Substation, Showing High-Tension Wire Entrance and Strain Tower.
Philadelphia C Western— Interior of Power House, Showing Curtis Turbines, Switchboard and Transformers.
June 15, 1907.
ELECTRIC RAILWAY REVIEW
t i.)
a view to afford drainage away from the pole, and thus
materially increase its durability. The crossarms are 4 by 5
inches in section, bolted to the pole with %-inch bolts and
braced vertically with 1% by % inch wrought-iron braces.
The horizontal braces are of % by % inch wrought iron,
held to the pole by % by 4 inch lag screws. The upper arms
for the transmission line are 10 feet in length and the lower
shop, carpenter shop and various smaller rooms which are
used for a blacksmith shop, winding room, storeroom, line
tools, mechanics' room, motormen's and conductors' room,
and superintendent's office. The building is 330 feet 9 inches
from center to center of end walls and each bay is 54 feet
Philadelphia & Western — Interior View of Rotary Converter *
Substation.
Philadelphia & Western — Detail Dimensions of Pole — Top
Construction.
7 feet, while still lower are located arms for telephone and
signal wires. An interesting feature is found in connection
with the protection afforded highway crossings from possible
damage by the high-tension wires. On each side of every
highway crossing two poles are set in concrete, as previ-
ously described, and the copper wire between these double
sets of poles is tied at every 6 feet to a steel wire of high
in width. The bays used for the storage and pit purposes
are unobstructed save by a single line of columns down the
middle, spaced 15 feet 9 inches apart. The general construc-
tion of the pits is shown in one of the accompanying engrav-
ings. A passageway affords connection between adjacent
pits. The pits are entirely of concrete, the rails being sup-
ported on I-beams which are covered with concrete. The
Jlffci I
m
n 1~m
■ttm+m
-frttt-mi
-htrt+rH
Philadelphia & Western — Details of Reinforcement in Concrete Car House and Shops.
tensile strength. The same construction is employed at other
places where it is necessary to carry the high-tension trans-
mission lines over foreign wires.
Car Houses and Shops.
The building devoted to car barns and shops is located
a short distance west of the union station. The building is
entirely of concrete construction and is subdivided into three
bays, two of which afford pit and storage facilities, while the
Other is subdivided Into a machine shop with two pits, paint
capacity of the barn is 24 cars, which embraces the present
equipment. All cars are provided with a bow trolley for use
when in the barn.
All wires for lighting purposes are carried in pipes with
switches at convenient points for turning on the current by
sections, and the pits are lighted by incandescent lamps
placed 5 feet apart, staggered.
Provision is made for future extension of the building.
The reinforcing rods are ended in a projection at the ends
of the roof beams. This projection is so built that it
776
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 24.
Philadelphia & Western— Concrete Car House and Shops.
Philadelphia & Western— Multiple-Unit Train of Two Cars as Operated
June 15, 1907
ELECTRIC RAILWAY REVIEW
can easily be broken to expose the ends of the steel tie
rods to enable connection to be made with the rods which
will form the reinforcement of the roof of the extension. All
partitions in the building are of concrete and the skylights
are of wire glass. The building is heated by the "Sturte-
vant" system, guaranteed to maintain an even temperature
of TO degrees under all circumstances of weather. The build-
ing is provided with a traveling crane, which is suspended on
concrete beams which have each been tested to 10 tons, and
Philadelphia & Western — Construction Details of Inspection
Pit Tracks.
thus enables the picking up of an entire car weighing 42 tons.
The machine and repair shops are well equipped with
modern tools, and the comfort of employes is sought in
modern lavatory arrangements and a locker room containing
60 lockers.
Rolling Stock.
The company has received from the St. Louis Car Com-
pany 24 passenger cars which are examples of the best con-
trict. the company has acquired near the location of the
power house a large tract of land which will be used for
park purposes and is known as Beechwood Park. This is
divided into two sections, one of which will be inclosed and
devoted wholly to amusements such as are ordinarily a part
of the equipment of pleasure resorts of this nature. The
attractions will be grouped around a hollow square, which is
outlined by a board walk 32 feet in width and covering an
area of 340 feet in length by 200 feet in width. This is
fronted toward the railroad station by an administration
building, an engraving from a photograph of which is shown
herewith. The lighting will be made an important feature,
more than 1,500 electric lights being used upon the adminis-
tration building alone. Within the grounds the buildings
are profusely provided with incandescent lamps and general
Philadelphia & Western — Floor Plan of Shops and Car House.
illumination is provided by arc lamps along the various
promenades.
The second section of the park will be for the free use
of picnic parties, ample tables and seating facilities being
provided. This portion of the park is heavily wooded, a
grove which occupies it having given its name to the locality.
The amusement feature of the enterprise is operated by the
Beechwood Park Amusement Company, of which E. E. Downs
is president and manager; Frank H. Libbey. treasurer;
Philadelphia & Western — Entrance to Beechwood Park — Amusement Resort.
BtructiOD in cars for heavy electric service. These are 51
feet 3 inches long over all and are equipped with four General
Electric 75-hoT8epower motors and type-M multiple unit con-
trol. They are thoroughly lighted by 14 incandescent lamps
on each side, spaced 2 feet G inches apart, and each vestibule
also contains two incandescent lamps. Additional lighting is
provided by three inclosed arc lamps for each car
Beechwood Park.
In addition to the fact previously stated that the road is
n'li to serve a large and well populated suburban dis-
Donald W. Libbey, secretary; and Horace S. Meese, assistant
manager. The park was opened to the public on May 30.
The Philadelphia & Western Railroad has recently been
reorganized in order to permit the admission of new interests
and to plan for expansion. In pursuance of this plan the
property was Bold under foreclosure on May 20. George J.
Kobuscb nl St. Louis disposed of the principal pari of his hold-
ings to a new syndicate, and the Philadelphia & Western Rail-
way was organized to acquire t lie property. The new officers
are: President, George R. Sheldon; vice-president. Thomas
Newhall; secretary and treasurer, Davies Murdoch.
77S
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 24.
THE VALUE OF STRAIGHT AIR BRAKES.
BY INSPECTOR.
In the past 12 or 13 years the air brake has come into
almost universal use on electric cars, both interurban and
urban. It has practically superseded all other forms of power
brake.
The straight air brake system comprises a motor-driven
compressor, supplied with current from the trolley circuit.
a reservoir, brake cylinder, an automatic governor, which
starts and stops the motor-driven compressor at the desired
minimum and maximum pressures, the engineer's operating
valves, the necessary pressure gauges, switches, fuses, etc.
On double-track cars on city lines when operated by
the handbrakes, a schedule of S to 8% miles per hour was
once considered about the best speed that could be main-
tained with safety. Since the advent of air brakes many
roads have, after installing them, increased the average speed
to from 9% to 12 miles per hour, with an equal degree of
safety, thereby effecting a great saving in operating expense.
The increased speed per hour means fewer cars, fewer total
car-hours and fewer accidents due to the motormen having
more perfect control of the cars or trains they operate.
There should be fewer accidents, also, due to the fact that
fewer cars now furnish the same service formerly requiring
more cars.
Cost of Air Brakes and Maintenance.
Due to keen competition between the several firms now
manufacturing air brakes the cost of the apparatus has
reached a figure which justifies their use on cars which have
been many years in service. In other words, if the car is in
a condition to warrant the supposition that it still has three
years of service left in it, it would be a good investment to
install air brakes on such car, as the increased mileage that
could then be made by the car, with safety, would justify
the expenditure. The life of the air brake apparatus is as
yet an unknown quantity, the writer having in mind several
roads on which apparatus has been in service 12 years, and
is still giving good service; in fact, to date the writer knows
of no air brake apparatus having been discarded due to
being worn out.
Regarding the care and maintenance of air brakes the
cost for the first three years is purely nominal. The cost
for repair parts, during this period, should not exceed 1 per
cent of the initial cost per year. During the second period
of three years the cost should not exceed 2% per cent of the
initial cost of the apparatus. The cost thereafter should, of
course, be somewhat higher on account of wear and tear, and
the continually increasing long life of the apparatus. These
estimates are based on the supposition that proper care be
given the apparatus from its date of installation.
The motor-driven air compressors of the latest design
have few oiling places, the bearings being oiled by rings
carrying the oil up to the bearing from an oil cellar. The
crank-shaft and its bearings are usually lubricated by what
is commonly called the "splash system." Therefore the oiling
of the compressor is a matter of filling the crank chamber
and the oil cellars with oil once in about every 30 days. The
compressor should be thoroughly overhauled, cleaned, etc.,
at least once in each six months.
The engineer's valves also require attention. During the
last few years the sliding type of valve has come into quite
general use, the advantages of this type being that the wear
on the valve tends to improve and perfect its seat. These
valves should be lubricated at least every 30 days and should
be overhauled at intervals "* four months, the working parts
cleaned with gasoline ai. icated when reassembled with
lubricating oil for bearing parts, except the valve seat,
for which tallow from an ordinary tallow candle is, to
the mind of the writer, the best and longest wearing lubri-
cant. The automatic governor also should receive some atten-
tion. Where the old type of electric governor is used it
should be kept free from dust and dirt, rust, etc., and the
contacts kept free from scale. This should be done at inter-
vals of at least every three months.
The tendency of the times, however, seems to be to use
a governor of a mechanical type. Its cost of maintenance is
said to be lower, and it requires less attention, having no
magnet coils to burn out. All its parts are of a size and
design affording long life and a surety of action not found in
the automatic governors of, the electrical type.
The brake ■ cylinders require very little attention, occa-
sionally requiring new leathers and oiling about once a year.
The principle point in the care of air brake apparatus
is oiling, overhauling and cleaning at regular intervals. If
these things are done properly the cost of keeping up the
apparatus will be found to be very low.
On some railway systems a book record is kept of each
car, showing the dates on which work is done on trucks,
motor equipment, air brakes, etc. By this method the shop
superintendent can tell 'at a glance whether or not the various
apparatus are receiving the care and attention they require.
Some roads use a card index system; others a large form
which usually is kept in a case with a glass front so that it
can be referred to at frequent intervals.
Air Brakes on Single-Truck Cars.
Many railway companies are now placing air brakes on
cars of the single-truck type. The writer has in the past few
years heard many opinions expressed by various street rail-
way officials as to whether or not the move is a wise one.
In his judgment, based on 10 yeras' experience in the operat-
ing department of various street railway properties, cars of
the single-truck type having a length of body of 20 feet 6
inches over corner posts up to 22 feet over corner posts
placed on any type of truck and in a condition to warrant
an estimate of five years of service or more, should be
equipped with air brakes for various reasons, viz., the aver-
age speed can be increased from 1V2 to 3 miles per
hour, due to quicker stops, and to the fact that brakeshoes
can be so adjusted as to permit the shoe to be well away
from the wheel when the car is running free. With hand-
brakes shoes are usually adjusted so neatly that there is
more or less friction when the car is running at any speed,
either slow or fast. The motorman being enabled to make
quick stops will avoid many accidents which, when operat-
ing with the handbrake, he would be unable to do.
Another point in favor of the air brake on all types of
cars is the fact that a company having its cars so equipped
is less liable to have juries give verdicts against it — so-called
"sympathy" verdicts. If it can be proved in open court that
the company has adopted the most improved type of car-con-
trolling apparatus, which we must admit is a power brake,
the juries are more likely to give the company the benefit
of any reasonable doubt before assessing damages.
Straight Air Brakes on Trains.
On interurban railways operating trains of not to ex-
ceed three cars the straight air system, in the judgment of
the writer, is preferable to the automatic system on account
of lower initial cost, the greater degree of flexibility and the
simplicity of the apparatus as a whole. On trains of two
or three cars the response of brakes when application is
made is quick enough for all general purposes. There is,
however, an element of chance in the operation, as to part-
ing of trains, etc. This can be overcome. A type of emer-
gency valve, similar in design to the plain triple valve, which,
when installed in connection with the straight air brake system,
takes care of emergency conditions, is now on the market.
Should the reservoir line break, hose burst or train part
this valve becomes operative and the brakes on each car
are set to emergency automatically. This emergency valve
can be so installed as to give the conductor on either motor
cars or trailer cars a chance to stop the train by installing
June 15, 1907
ELECTRIC RAILWAY REVIEW
77!)
vent valves in each car easy of access to the conductor. A
vent valve can also be installed in the cab in such a manner
that when emergency arises the motorman may open the
vent valve and secure a quick or emergency stop instead of
the regulation service stop. Therefore for interurban rail-
way operation the straight air brake system with the emer-
gency feature added seems to be the ideal method of control
under stated conditions, since it accomplishes requirements
under ordinary service, and has at the command of the
operator a reserve force or reserve power to be brought into
play when the occasion demands.
A TEST OF INSULATORS FOR AN EXCEPTIONAL
SERVICE.
BY SIDNEY BPBODT, ELECTRICAL AND MECHANICAL ENGINEER OCEAN
SHORE RAILWAY.
The Ocean Shore Railway follows the shore of the Pacific
ocean for nearly 80 miles between San Francisco and Santa
Cruz, Cal. One of the first problems that presented itself
to the engineers making plans for the electrical equipment
of this road was that of determining the type of insulator
that would give the most satisfactory service on the 33,000-
volt transmission line, which it was planned to use for the
distribution of power to the various substations from the
power house.
Exceptional Conditions.
The problem of selecting an insulator for 33,000-volt
operation would not, under ordinary circumstances, be at all
difficult, but the conditions in this particular case made the
question one to which it was necessary to give a good deal
of time and attention before any definite conclusion could be
Insulators for Exceptional Service — Testing Box and Transformer
House.
reached. These conditions are, briefly: (1) Heavy salt fogs
from the ocean. (2) Salt spray which is carried by the wind
for considerable distances, in certain places where the waves
beat upon a rocky coast. (3) Yearly dry seasons of from
four to six months, during which time the highways become
very dusty and the insulators are not washed off. (4) The
proximity of the transmission line to the county road for
practically its whole length. (5) The trade winds blowing
from the ocean for months during the dry foggy season. (6)
The fact that no line had been operated under similar climatic
conditions at over 11,000 volts. (7) An 11,000-volt line which
would be paralleled for some 14 mites had had a great deal
of trouble from burnouts caused by the insulators becoming
covered with a coating of dust and salt.
After consulting the officials of the Big Creek Power Com-
pany relative to their experience in operating this latter-
mentioned 11,000-volt line, it was decided to establish a test-
ing station at a place called Yellowbank, about 10 miles from
Santa Cruz, where they reported that they had had a number
Insulators for Exceptional Service — Near View of Testing Box,
Showing Insulator and Dust Bag.
of burnouts caused by the insulators becoming coated with
dust from the highway and salt from spray and fogs.
Testing Station.
The station as illustrated was built at this place in the
fall of 1905, and samples of different types of insulators were
placed on the insulated crossarms on the pole outside of the
station. An 11,000 to 440-220-volt transformer was placed on
a pole outside of the station, power being supplied from one
leg of the three-phase. 11,000-volt, 60-cycle transmission line
of the Big Creek Power Company. Eight 2 ^-kilowatt, 5,700-
6,600 to 110-220-volt transformers were placed inside of the
station and connected as shown in the diagram, giving a test
voltage ranging from 6,600 to 55,000 volts.
Plan of Testing.
When this station was built the plan was to test the
insulators on the poles under the natural climatic conditions,
but by the time the station was completed the rainy season
had commenced, so that the station was closed up and tests
suspended until the following summer. Meanwhile the insu-
lators were left on the poles.
When the tests were resumed the following summer It
had been decided that instead of allowing the insulators to
stand for a long enough time to be coated with dust and salt,
under the natural conditions, it would be more advisable to
test them under artificial conditions resembling the natural
conditions as closely as possible. For this purpose the test-
ing box shown in the illustrations was built just outside of
the station. This box was provided with a hinged door in
the side. A compressed air sprayer was provided for spray-
ing the insulator with a finely divided salt spray closely
resembling the heavy fogs which come from the ocean. A
cheese cloth bag of dust from the highway shaken at the
windward end of the testing box was found to be a very
efficient way of covering the insulators with dust. An electric
780
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 24.
fan was provided for the purpose of blowing the dust and salt
spray on the insulators under test, but it was found that the
wind, blowing from practically the same direction all of the
time, made its use unnecessary.
Results of Tests.
Before beginning the actual tests on the insulators it
was necessary to make several changes in the arrangement
of the transformer leads in order to prevent cases of sparking
and abnormal static discharges. The results of the tests
in detail were as follows:
60,000-Volt Porcelain Insulators.
Three on pole for eight months. Well coated with dust
and salt on under surfaces and petticoats. Insulators in
Insulators for Exceptional Service — 9 and 16 Inch Porcelain
Insulators.
parallel, as shown in diagram. Eight transformers thrown
on for 10 minutes. No effect.
Connection to the top of insulator from one side of trans-
former and around the bottom of second petticoat from other
side. Then 56,640 volts was thrown on without results.
Wire was then moved from bottom of second petticoat to
just under corrugated top. Tested for 10 minutes. No effect.
60,000-Volt, Corrugated Top, 16-Inch Insulator.
Insulator was put in the testing box and 56,600 volts
thrown on with no effect. When heavy spray from side of
box was turned on, current arced over. Spray was turned
on the under sides of the petticoat with transformers off, and
Insulators for Exceptional Service — Glass and Porcelain Insulators
with Fog Bowls.
then as fast as they were thrown in, the circuit-breakers came
out. Some dust was shaken on the insulator, and after it
had dried off the insulator stood the test all right. When
covered with dust, and subjected to a test voltage of 35,700,
duration five minutes, and heavy fog from spray at end of
box for five minutes until water was dripping from the petti-
coats, there was no effect except slight snapping sound. A
heavy spray from side of box caused current to arc over
immediately.
Insulator manufactured by the Locke Manufacturing
Company was cleaned and put in testing box. Test voltage
of about 55,000 volts was thrown on; salt spray was turned
on insulator from the side of the box but with no effect.
After turning spray under the petticoats and getting insulator
wet all over the current arced over as soon as thrown on.
Foggy Weather.
Insulator very wet from the fog of the previous night;
drops of water were dripping from all petticoats. Eight
transformers thrown on and a decided static was both audible
and visible. Dust shaken in the box had no effect on the
insulator.
60,000-Volt, Smooth Top, 14-Inch Insulator.
Insulator manufactured by the Thomas Insulator Com-
pany. Had been in the station all winter. Well covered
with dust and also covered with moisture from fog. Was
put in the testing box and tested up to 55,000 volts. No
results. A thin wire was then connected to the pin and
wrapped around the petticoat No. 2 at point "a" (section)
and 55,000 volts thrown on. No results aside from a barely
visible static at joints. Wire was then moved up to the point
"b" and tested with 55,000 volts without results other than
an increase of the static. The end of the wire on the top
of the insulator was then brought in contact with the top
of the insulator at point "c," two inches from the edge, and
the static increased a good deal. It was noted here that
visible static discharges jumped from the bottom of petti-
coat No. 3 to the wire around No. 2. a distance of 1 inch
instead of following the 7 inches of dust-covered surface
between the two points. The thin wire was next put around
petticoat No. 3 at the point "d," about one inch from the
bottom, and the wire on top restored to position "e"; 55,000
volts were thrown on. Current arced over the surface be-
tween the points "e" and "d," a distance of 14 inches.
Nine-Inch Top, 35,000-Volt, Porcelain Insulators.
Had been on crossarm without disturbing. Coating of
dust and salt accumulated by eight months' exposure to the
weather. Put on the insulated crossarm in the testing box.
Pour transformers caused a heavy static discharge over the
insulator. Not visible but made evident by a snapping sound.
Five transformers increased the snapping. Six transformers.
«.^ Transformers. 220 fo 0CV Wis- — -3- (Snitch s.25 flmp. fuses
r . ,„ „ H £irtuif Breakers
(Each Primary fused 10. flmp u rfa*jb 1
Insulators for Exceptional Service — Sketch Snowing Test Rack and
Step-Up Transformer Connections.
test voltage 42,000, 20 minutes. During the first few minutes
static flashes were visible on the surface of the under petti-
coat from the top down, but these gradually disappeared until
only the snapping was heard. Seven transformers were tried;
test voltage, 48,720; 20 minutes. Decided flashing on under
side to top petticoat and on top of bottom one for first few
minutes, and then only an occasional flash. Eight trans-
formers; voltage, 55,200; 30 minutes. The current arced
over the insulator after a few seconds, throwing the breakers.
When thrown on again only occasional flashes were visible
for the rest of the time.
Similai insulator had been inside of the station for eight
months. Was well covered with dust. Seven transformers:
4S.300 volts; 20 minutes. Small bluish flashes near cemented
joint for first few minutes. Eight transformers; 55,200 volts:
15 minutes. Slight increase in flashing. At the end of 15
minutes salt spray was turned on insulator and current arced
over at once.
Same insulator; test voltage, 56,160; 8 minutes. Insu-
lator well covered with dust before transformers were
thrown on. Immediately current arced over the insulator and
breakers came out. After putting the breakers in three times
they stayed in for the rest of the test, blue flashes around the
cemented joint being visible for the first few minutes.
Same insulator; test voltage, 35,700. Salt spray turned
on insulator from end of testing box. No effect. Heavy
spray turned on insulator from side of box. Current arced
over, throwing breakers. Salt spray turned under the petti-
coat. All of the insulator wet. Breakers would not stay in.
A 9-inch insulator well covered with dust and wet from
the fog was tested with 35,000 volts. Arced over immedi-
ately, but stood up all right with 27,000 volts.
Similar insulator. Covered alternately with salt spray
and dust until muddy all over. Tested with 27,000 volts.
Current arced over immediately, standing up all right with
20,000 volts.
Juue 15, 1907
ELECTRIC RAILWAY REVIEW
781
A 9-inch insulator of the Locke Xo. 409 type was put
in the testing box with a special galvanized iron fog box
and spray and dust put on it from end of testing box. The
under side of the flat top was about as free from dust as the
under side of its single petticoat.
Fresh Water Tests.
The 9-inch insulator was wet with the moisture from the
fog of the previous night on top and on outside of petticoat.
Under side of top was just a little moist and under side of
petticoat was covered with a very thin film of moisture,
barely noticeable when rubbed off with the finger. Voltage.
35.000. Moisture of the night before on it. Xo effect beyond
a faint static discharge near the cemented joint. A heavy
fresh water spray was turned on the insulator from one side
and a little above. After a few seconds the current arced
over. With transformers on again, the spray was turned
on from the end of the box and from above at an angle of
about 45 degrees, but the insulator stood up all right, even
when the spray was made so heavy that the water ran off
of the top in streams almost continuous to the crossarm.
Kern Type Insulator.
An insulator of the Kern type, manufactured by C. S.
Knowles, was wiped clean and tested with 55,000 volts, salt
spray being turned on it, but it stood up all right until the
spray was turned under the petticoats.
porcelain' fog bowl insulator the moisture was heaviest on
surface "3" (see illustration) and light on surfaces "2." "4'
and "5." On the 9-inch fog box insulator the under side
of the top and petticoat showed very little moisture.
Tested both insulators to 35,000 volts. No result. Middle
petticoat then removed from the porcelain fog bowl insulator.
No result.
About 55,000 volts were thrown on the 9-inch fog box
insulator. No result. Porcelain fog bowl insulator arced
over at 55,000 volts when the middle petticoat was removed.
With all petticoats on there was no effect.
Nine-inch insulator covered with a thin film of moisture
stood about 4S.000 volts, but arced over at about 55,000 volts.
Creeping Distance.
On the surface of a clean, dry petticoat 35,000 volts
formed an arc at a distance of 3.25 inches; 57,000 volts formed
an arc at a distance of 5.50 inches.
Conclusions.
From careful observations of the tests, briefly outlined,
the following conclusions were deduced:
First: Under the climatic conditions as defined, any
insulator used for 33,000 volts or over, i. e., any insulator
used within the limits of size manufactured at present, would
have to be cleaned every third or fourth year. It is doubtful
if even a very considerable increase in size would be of any
advantage.
Second: The use of the so-called "fog boxes" would
afford a temporary relief on small insulators and increase the
Insulators for Exceptional Service — Three Types of Porcelain Insulators Subjected to Various Tests.
Same insulator. Well covered with moisture from fog
of night previous. Test voltage, 35,000. Very heavy static
flashes on the surface of the insulator. Not heavy enough to
throw the circuit-breakers.
Porcelain Fog Bowl Insulator.
This insulator was of special design, the idea being to
make use of the advantages obtained from the fog box and
at the same time by making the fog box of porcelain and
supporting it on the under petticoat instead of the crossarm
to reduce the sparking distance required to the fog box. The
several parts of this insulator were not cemented together.
The insulator was wiped clean and mounted on a piece of
1-inch iron pipe. Test voltage of 35,100 volts thrown on.
After five minutes no effect. Salt spray turned on from end
of box for five minutes. Water dripped from all of the petti-
coats. No effect. With the transformers off dust was shaken
on the insulator until the moisture was dried off and the
outside of the insulator was white with dust. On raising up
the top petticoat its under side was found to be practically
free from dust. Test voltage, 35,000. No effect.
Insulator again covered with dust. Test voltage, 56,600.
After five minutes, no effect. Spray turned on from end of
box. Very small amount of spray caused the current to arc
over through the drain holes in the porcelain fog bowl.
Salt spray turned on this insulator from the top of the
box at an angle of 45 degrees caused the current to arc over
at 56,000 and 35,000 volts. Spray was turned on a 60,000-volt
insulator, well covered with dust from the top of the box, but
!" no effect. Fog bowl wet from fog. Water dripping from
petticoat. ICight transformers thrown on. No effect. Dust
shaken in box. No effect.
Porcelain Fog Bowl and 9-Inch Fog Box Insulators.
The porcelain fog bowl insulator and the 9-inch Insulator
in its galvanized iron fog box were left in the testing box
night and ii<came well covered with moisture. On tin-
time between cleanings. On the larger insulators, i. e., insu-
lators for over 20,000 volts, the fog boxes would not be of any
advantage owing to the fact that the distance between the
boxes and the petticoats of the insulator would have to be
so large that it would afford no protection from dust and
spray. The expense of fog boxes also would be prohibitive
on larger size insulators.
Third: Of the three causes of trouble, namely, salt spray,
dust and fog from the ocean, the latter is of minor conse-
quence, and any transmission line away from the combined
influences of the first two would meet with comparatively
little trouble.
Fourth: The most satisfactory insulator for the condi-
tions stated above is one having as few "still air" spaces as
possible, i. e., an insulator exposing a large proportion of its
surface to the action of the wind. An insulator having as
flat a top as practical to manufacture in the size desired. An
insulator having one long petticoat, or. if necessary to get
the required surface, two long petticoats, although tin- latter
has the objection of providing a "still air" space between the
two petticoats, reached neither by wind nor rain and difficult
to clean.
Fifth: The results and conclusions suggest the possi-
bility of an insulator for very high voltages being mad' up
of several pieces of porcelain or glass shaped something like
the present insulator tops and placed one below the other.
Acknowledgment is due to W. G. Vincent, Jr.. assistant
electrical engineer, Ocean Shore Railway, tor assisti
performing these lests.
7S2
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 24.
THE NEW STEEL CARS OF THE HUDSON COMPANIES.
BY HUGH IIAZELTOX.
The plans of the Hudson Companies, which are build-
ing a double set of tunnels from Cortlandt street, New York,
through Jersey City and Hoboken to Christopher street and
thence by Sixth avenue to Thirty-fourth street, New York
(The Electric Railway Review, November, 1906, page 893),
have been generally discussed in the technical press, but little
has been said about the rolling stock to be used. In
designing the cars for this service the engineers have had
three requirements constantly in mind:
First — The car must be absolutely fireproof.
Second — Doors must be arranged so that passengers may
enter and leave with least delay.
Third — The weight must be kept as low as is consistent
with safety.
Fireproof Materials.
In order to make the car absolutely fireproof unusual
precautions have been taken. The entire car body is made
of steel, including doors, roof and headlining. The floor is
made of "monolith" cement, laid on steel, with ^-inch finish
of carborundum cement, which is used as a substitute for
maple strips. The seat cushions and backs are covered with
a metal fabric instead of with rattan. All insulated wires
are covered with an asbestos braid and are placed in iron
conduit pipes. The magnet coils of the control equipment
Hudson Companies Cars — Interior View, Showing Seats and
Stanchions.
are insulated with mica and asbestos, in place of the usual
covering of cotton tape.
Arrangement of Doors.
In order to facilitate rapid movement of passengers, the
car is designed as indicated in the illustration, with wide center
doors, side seats, and an unobstructed passageway between
the car platforms and the interior of the car. This arrange-
ment minimizes the time of station stops without sacrifice
of carrying capacity. At the terminals the cars will dis-
charge passengers on one side to an incoming platform and
will receive passengers on the opposite side from a special
outgoing platform. These provisions are particularly neces-
sary owing to the density of traffic and the close headway of
trains during the rush hours.
Reduction in Weight.
In a local service like that of the Hudson Companies
the stations are from one-third to one-half mile apart, and
a large percentage of the power for operating the cars is
required for their acceleration. For this kind of service it
■M
\
Hudson Companies Cars — End View of Completed Car.
is particularly desirable to minimize the weight of the cars
as much as considerations of safety will permit. The prob-
lem which presented itself to the engineers of the Hudson
Companies was to design a steel car with center doors and
of the least possible weight.
The type of construction used on Interborough subway
steel cars was at first considered, but was not found ap-
plicable on account of the decision to use center doors. The
unbroken side of the Interborough car below the window sill
forms a plate girder about three feet in depth. To introduce
a center door in a car of this type would have made it neces-
sary to cut the girder in two, and no satisfactory way was
found to frame around the door without adding materially
to the weight.
The use of drop frame girders at each side of the car
below the floor line was also considered, but as such girders
are limited in depth by clearance requirements to 16 inches
or 18 inches, it would have been necessary to make them of
heavy sections which would have added materially to the
weight of the car.
Truss Frame.
The truss frame as illustrated herewith was finally
designed as the best solution of the problem. This truss
frame is arranged in five panels, the center door occupying
the middle panel. As the depth of this truss is about seven
June 15, 1907.
ELECTRIC RAILWAY REVIEW
783
feet, it follows that its weight, for a given strength, is much
less than that of any girder or truss construction which can
be placed below the car floor. The bottom chord of the truss
is a 6-inch channel carried below the door sills and extending
from end to end of the car. The top chord is a similar chan-
nel placed above the doors and extending the length of the
car. The vertical members of the truss frame are 8-inch
channel posts spaced at uniform distances, and placed be-
tween pairs of windows. Below the window sills these posts
are braced by diagonal members to the bottom chord. Above
the window sill the posts are reinforced by angle irons and
plates, which arch over the pairs of windows and are riveted
to the top chord. At the center door the top and bottom
timbers, and if the buffer timber of one car is forced up
over that of the adjacent car, it will be stopped by the steel
castings before damage is done to the end of the car.
Side Sheathing and Car Roof.
The sheathing of the ends and sides of the car consists
of steel plates 1/16 inch thick. These plates are riveted to
the truss frame after the latter is in place, and none of the
rivets which hold the truss frame together pass through the
sheathing. Therefore the plates may be removed for repairs
without disturbing the truss frame.
The roof is made of 1/16-inch steel plates, coated on both
sides with lead. The roof plates are supported by angle
Hudson Companies Cars — Underframe, Showing Sills, Connections and Reinforcement.
chords are reinforced by bulb angles, and similar bulb angles
are riveted to the bottom chord below the end doors to fur-
nish additional support for the car platforms. The truss
frame is designed to carry the entire weight of the car with
full passenger load with a fiber stress not to exceed 12,000
pounds per square inch in any member.
Underframe.
The underframe of the car is shown in an accompanying
engraving. The side sills are made of the 6-inch channels
already described as a part of the truss frame. The center sills
are 6-inch I-beams, which run from end to end of the car. The
needle beams are composed of angles with truss rods and
turn-buckles. The attachment of the needle beams to the
irons bent to conform to the shape of the roof and spaced
about 14 inches apart. The plates are secured in place by
%-inch rivets with heads soldered, and all seams between
plates are lapped and soldered.
Interior Finish and Monolith Floor.
The headlining and side panels on the interior of the
car are of steel 1/32 inch thick, and all window guides and
post covers are made of steel plates pressed to the required
shapes.
The floor is made of "monolith" cement, laid on gal-
vanized "Keystone" iron, which securely holds the cement
down to the metal. The top surface is coated with a layer
of cement containing about 30 per cent of carborundum.
Hudson Companies Cars — Body Framing, Showing Holes for Application of Sheathing.
side sills is made by means of bent plates, which serve also
to Btiffen the posts against side pressure.
End Sills.
The end sills in this design have been made unusually
strong in order to distribute the strains due to impact
to the center and side sills. Attention is called to the shelf
angle which is secured to the end sill for the support of the
drawbar. This shelf angle furnishes a stronger support than
the sector bar usually employed for the purpose.
To prevent the telescoping of car platforms in the event
of a collision, two heavy steel castings, shown in the side view,
have been riveted to the ends of the center sills. These
castings extend about eight Inches above the top of the buffer
This forms a hard wearing surface, and the sharp particles
of carborundum prevent slipping.
Seats.
The longitudinal seats are provided with partitions, as
illustrated. These partitions consist of steel plates which
extend from the seat cushion to a height a little above
the shoulder of a seated passenger. The top edge of the
partition is finished with a 1-inch pipe bent to a graceful
curve. These partitions are high enough to form a support
to the passenger and thus obviate the disagreeable effect
due to the sudden starting and stopping of trains.
The Hale & Kilburn Manufacturing Company, which is
furnishing the seat cushions and backs, has developed for
784
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 24.
the Hudson Companies' cars a metal fabric which is to be
used as a covering in place of rattan. The frames of the
cushions are made of pressed steel, and the seats are, there-
fore, fireproof throughout.
Vertical Hand Rods.
A vertical hand rod is located at each of the seat parti-
tions; this rod extends from the seat to the ceiling fixture
which supports the hand strap rod. The vertical hand rods
furnish) convenient supports for standing passengers.
Sliding Doors.
Steel sliding doors are provided at the sides of the car
and in the vestibuled ends. Each door is supported on a
ball-bearing hanger which runs on a track above the door.
A piece of rubber hose is attached to the edge of the door to
prevent the possibility of pinching the fingers of passengers
when the door closes.
The doors are being furnished by Hale & Kilburn Manu-
facturing Company, and the ball-bearing hangers by the Pitt
Car Gate Company.
Door-Operating Mechanism.
The doors are operated by air cylinders controlled by
tern, each car is provided with four emergency lamps, which
are supplied from a 60-volt storage battery on each car. In
case the power goes off the line, the emergency lamps con-
tiue to be lighted from the battery.
Storage Battery.
The storage battery consists of 30 cells having a dis-
charge rate of 1% amperes for eight hours. The battery is
placed in series with the six circuits of five lamps each, and
the four emergency lamps are connected across the terminals
of the battery. The four 60-volt lamps take nearly the same
number of amperes as the 30 lamps in the main lighting
system, so that the battery normally "floats" on the line.
The storage batteries are furnished by the Gould Storage
Battery Company.
Destination Signals.
The destination signals are placed above the ceiling of
the vestibule at each end of the car. Each signal consists
of a stationary lamp surrounded by a cylinder containing four
segments of glass of different colors. This cylinder may be
turned from the vestibule by the guard or motorman. The
lamp is accessible from the vestibule by means of a hinged
door at the bottom of the cylinder. A fixed lens is placed
Hudson Companies Cars — View of One Side of Car, Showing How Sheathing is Riveted to Framework.
the guard. The piston has a stroke of about 15 inches, and
in order to increase the movement to equal the door travel
a rack and pinion is used. The mechanism is so arranged
that the door moves up to the end door post, but does not
strike against it.
The air cylinders are connected by pipes to air valves,
which are located at the ends of the car. The guard opens
and closes the doors by operating these air valves. This
door-operating mechanism is supplied by the Burdette &
Rountree Manufacturing Company.
Door Signal.
To prevent the starting of the train before all doors
are closed, it is proposed to provide an electrical signal wire
throughout the train, with a bell or indicating lamp in the
motorman's cab, and with contacts at each door so arranged
that every door must be closed before the motorman receives
the signal to start.
Car Lighting.
Each car is equipped with thirty 10-candlepower incan-
descent lamps, two of which are placed above each vestibule.
Switches are provided so that the current may be trans-
ferred from the two vestibule lamps, in the end occupied by
the motorman, to the two lamps in the destination signals.
As the cars are to be operated exclusively in tunnel service,
the 30 lamps will be lighted continuously.
In addition to the 30 lamps in the regular lighting sys-
in front of each destination signal. The destination signals
were designed by Hudson Companies engineers and furnished
by the Adams & Westlake Company.
Drawbars and Air Brakes.
The drawbars are of the radial type, designed for clear-
ances with cars on a 90-foot radius curve. The drawbars are
made of 85-pound bent rails with Van Dorn couplers.
The cars are equipped with Westinghouse automatic air
brakes. The type of brake is designated as Schedule A. M.
M., which includes the following features:
Quick recharge of auxiliary reservoir.
Quick service application of brake.
Graduated release of brake cylinder pressure.
High-pressure emergency application.
Electro-pneumatic operation of triple valves.
This air brake equipment is intended especially for the
class of service required of Hudson Companies cars, and is
of the latest and most improved design.
Each car is supplied with air by a Westinghouse D-2-E.G.
motor-driven air compressor, which has a piston displace-
ment of 20 cubic feet of air per minute. In addition to the
air brakes, each car has a complete system of independent
hand brakes.
Headlights.
Two oil headlights are placed on the front end of the for-
ward car in a train, and two similar lanterns are placed at the
June 15, 1907
ELECTRIC RAILWAY REVIEW
rss
rear end of the rear car, showing red,
These lanterns are also furnished by
Company.
Heaters.
to serve as "tail" lights,
the Adams & Westlake
The heaters are of the panel type placed below the seats.
The heater coils are arranged in two circuits, which, at 600
volts, take 7 amperes and 14 amperes, respectively. The
heaters are furnished by the Consolidated Car Heating Com-
pany.
Control Equipment.
The latest type of Sprague-General Electric multiple-unit
control has been adopted, and a number of improvements
have been made in the materials used for insulation to render
them fireproof. For example, in the contactor and reverser
coils mica and asbestos have been substituted for cotton tape,
and all insulation in molded forms has been made of fireproof
material.
The control equipment on each car includes a current
limit relay which provides automatic acceleration of the train
Tires, 5V4 inches, M. C. B. tread.
Axles, hammered steel, 4% inches at center, 5% inches
at wheel seat.
The wheels are of solid steel, forged, and were made by
the Standard Steel Wheel Company.
Motors.
Each car is equipped with two 160-horsepower motors
furnished by the General Electric Company and of the type
known as G. E. No. 76. This motor has been specially de-
signed for the Hudson Companies' service, but follows closely
the design of the G. E. 66, a motor which has given such
good service on the Manhattan Elevated. In the G. E. 76
motor the armature speed has been reduced and improve-
ments have been made in commutation.
Contact Shoes.
The contact shoes are of the hinged type, similar to those
used in the subway cars of the Interborough Rapid Transit
Company. The shoe is pressed down on the contact rail by
Hudson Companies Cars — Body with Sheathing in Place.
with predetermined current in the motors. This relay, how-
ever, does not prevent manual operation of the master con-
troller at less than the predetermined current if desired.
The motor circuit is protected by a copper ribbon fuse
with magnetic blowout, and, in addition, by a circuit-breaker
with tripping and resetting coil. The circuit-breakers in all
of the cars in the train may be set or tripped by means of a
switch located in the motorman's cab of each car.
A bus line cable is installed on each car which will con-
nect the contact shoes of all cars in the train. The bus line
cable prevents loss of current when passing through cross-
overs.
Trucks.
The motor and trailer trucks are of the M. C. B. type,
and were built by the Baldwin Locomotive Works. The motor
trucks have the following general dimensions:
Wheel base, 6 feet 6 inches.
Wheel diameter, 34% inches.
Tires, rolled steel, 5% inches, M. C. B. tread.
Axles, hammered steel, 6 inches diameter at center, 6%
inches at wheel seat.
The wheels have cast-steel spoked centers and rolled
steel tires, held on by double retaining rings. One wheel on
each axle has an extended hub, upon which is shrunk the
driving gear.
The general dimensions of the trailer truck are:
Wheel base, 5 feet 6 inches.
Wheel diameter, 30 inches.
springs which give a tension of 15 pounds.
Contact-Shoe Fuses.
An inclosed fuse protected by an asbestos lined wooden
box is located directly above each contact shoe. The fuse
base is mounted on springs in order to reduce the vibration,
and thereby prolong the life of the fuse link. Each fuse is
designed to carry 650 amperes continuously.
General Dimensions.
Some of the controlling dimensions of the car are:
Length. 38 feet 2% inches over body posts; 48 feet over
buffers.
Width, 8 feet 10 inches over corner posts.
Height, 12 feet rail to roof.
Height of drawbar, 29% inches.
Truck centers, 33 feet.
Truck wheel base, motor truck, 6 feet 6 inches; trailer
truck, 5 feet 6 inches.
Wheel diameter, motor truck, 34% inches; trailer truck.
30 inches.
The cars above described were designed and built under
the direction of L. B. Stillwell, consulting electrical engineer,
and F. M. Brinckerhoff, who has followed the details of this
work and to whom many of the novel features are due.
Fifty cars have been ordered for the initial operation of
the Hudson Companies tunnels. Forty of the car bodies are
being built at Berwick by the American Car & Foundry Com-
pany and 10 car bodies at McKees Kick.; b; the Pre sed Steel
7S6
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 24.
Car Company. The writer is indebted to the latter company
for several of the photographs which illustrate this article.
The first one of these cars is at present being equipped
with electrical and air brake apparatus. The 50 cars are to
be ready for operation in September, and it is expected that
the line between Hoboken and Sixth avenue, Xew York, will
be opened for passengers a few weeks later.
SCHOOL OF RAILWAY ENGINEERING AND ADMINISTRA-
TION AT THE UNIVERSITY OF ILLINOIS.
ANNUAL MEETING OF THE NEW YORK STATE ASSO-
CIATION.
J. H. Pardee, secretary, 611 West One Hundred and
Thirty-seventh street, New York City, has announced the
program of the twenty-fifth annual convention of the Street
Railway Association of the State of Xew York, which will be
held at Hotel Champlain, Lake Champlain. Xew York, on
June 25 and 26.
The first session will be held at 10 a. m. on Tuesday,
June 25, and following the address by the president and the
reports of the executive committee, secretary, treasurer and
committees, the following papers will be read: "Some Phases
of Electric Railway Accounting," by J. C. Collins, secretary
Rochester Railway Company; and "Existing Shop Practice in
Central Xew York," by W. H. Collins, general superintendent
Fonda Johnstown & Gloversville Railroad.
At the Wednesday morning session papers will be read
as follows: "Recent Improvements in Motors and Control,"
by G. H. Hill, railway engineer General Electric Company,
and Clarence Renshaw, railway engineer Westinghouse Elec-
tric & Manufacturing Company; "Relation Between Mainte-
nance of Way and Equipment," by W. R. W. Griffin, superin-
tendent Rochester & Eastern Rapid Railway Company:
"Power," by S. B. Storer, Xiagara Lockport & Ontario Power
Company.
The afternoon session on Wednesday will be devoted to
unfinished business and the election of officers.
The following entertainments have been arranged:
Tuesday afternoon, excursion to the far-famed Ausable
Chasm. Wednesday afternoon, ball game between railway
and supply men. Many short trips can be made to points of
interest on Lake Champlain.
Mr. W. Caryl Ely will act as toastmaster at the banquet,
which will be held at 7:30 o'clock on Tuesday evening.
Banquet tickets will be provided for members, associate mem-
bers, guests and the ladies. Each allied member will receive
one banquet ticket. Extra banquet tickets will be sold at
$5.00 each.
Mr. E. S. Fassett, Albany, X. Y., chairman of the enter-
tainment committee, will arrange for hotel accommodations
upon request.
Xo provisions have been made for a general exhibit of
appliances and apparatus by allied members, but any exhibit
will be welcomed and arrangements for space can be made
directly with Hotel Champlain or Mr. E. L. Brown, manager,
1354 Broadway, New York.
The Empire State Gas and Electric Association has ar-
ranged for a meeting at Hotel Champlain on Thursday, June
27, and has extended to this association a cordial invitation
to attend.
Arrangements have been made with the Trunk Line Asso-
ciation for a special rate of a fare and one-third on the
certificate plan. Hotel Champlain is on the Delaware & Hud-
son Railroad and can also be reached by Lake Champlain
boats.
Further information will be gladly furnished by J. H.
Pardee, secretary, 611 West One Hundred and Thirty-seventh
street, Xew York.
An experimental railroad for testing signaling devices,
materials used in track construction and different types of
motor cars for railroad use, has been built by the railway
department of the German government. The road is double-
tracked and the line is oval in form, having a length of 5,760
feet.
The University of Illinois. Urbana, 111., has established a
School of Railway Engineering and Administration which will
afford specialized training in all branches of steam and elec-
tric railway work. The purposes of the new school and the
details of the various courses to be offered are fully described
in the University Bulletin, from which the following extracts
have been taken:
In the employ of the railroads of the country there are
approximately 12.000 persons who are classed as officials.
Of this number a considerable proportion occupy positions
whose powers and duties require the possession of more than
average ability, and such positions must always prove at-
tractive to ambitious men.
Ever since such graduates have been available the rail-
ways have recruited many of the men for their engineering
departments among the graduates of technical schools: and
the success of these men has amply justified the procedure
here as in other fields of industry. The rapid growth of
railway organizations, with the attendant increase of responsi-
bility resting upon those in their service, has made more
necessary a proper preliminary training for all branches of
this work: and each year has seen an increase in the num-
ber of men selected for this service from our engineering
schools.
Within recent years there has developed a tendency —
now quite marked in some railways — occasionally to select
men for higher executive positions from the departments of
maintenance of way and of motive power instead of taking
them, as heretofore, almost exclusively from the traffic and
operating departments. This tendency not only renders more
urgent the necessity of special training, but, on the other
hand, makes more attractive the service in the engineering
departments.
There are many reasons why similar specialized pre-
liminary training should prove equally desirable for those
w'ho expect to enter the non-technical departments of rail-
ways, where, in the administrative positions, responsibilities
are frequently greater: and it is probable that here, as in the
engineering departments, efficiency and the chances of ulti-
mate success would be furthered by such training. It is only
recently, however, that there has been available in this coun-
try any except the most elementary and limited education
in preparation for commercial work, and where courses of
commerce have been established in our universities they
have been usually arranged without reference to railway
work.
All these considerations point toward the desirability of
special recognition of the needs of railways and of prospective
railway employes in our educational institutions. Accord-
ingly, there has recently been established at this university
a School of Railway Engineering and Administration whose
function it is to co-ordinate the various facilities of the uni-
versity so as to provide specialized training for all branches
of railway service and to otherwise further this work. In
developing this plan there has been created in the College of
Engineering a new department of railway engineering: and
the department of economics of the College of Literature and
Arts has added to its business courses one in railway adminis-
tration.
It is the purpose of this school to provide courses of train-
ing which shall prepare men to become efficient workers in
the financial, traffic and operating departments as well as in
the engineering departments of both steam and electric rail-
ways.
At present there are offered the four following courses:
1. Course in railway civil engineering.
2. Course in railway electrical engineering.
3. Course in railway mechanical engineering.
4. Course in railway administration.
The main object of these courses is to provide a thor-
ough training in theory and general principles amply illus-
trated and fixed by practice. It is recognized that this pre-
liminary training can be completed only in actual practice,
and that its chief service must be to develop the ability to
economically acquire information and to accurately apply it.
The courses in railway civil engineering and railway
mechanical engineering are intended primarily for those who
expect to enter the service of steam roads in the departments
of maintenance of way and of motive power; while the course
in railway electrical engineering is arranged for those who
will find employment in electric railways or in the service of
steam roads with electrified lines. Each course occupies four
years.
The course in railway administration aims to prepare
men for service in all departments of railway work, other
June 15, 1907
ELECTRIC RAILWAY REVIEW
than the engineering and the legal. For these lines of work,
of course, technically trained engineers and lawyers are re-
quired. The course is four years in length, and is framed
so as to give wide knowledge and training in the specific
matters which relate to the organization and operation of all
departments of railway administration, while at the same time
giving the student a liberal education.
Railway Civil Engineering.
For the work of the course in railway civil engineering
there is available all the equipment of the department of
civil engineering. This, in addition to the cement and the
road materials laboratories, comprises a complete collection
of the usual field instruments. The proximity of three steam
railways and of one electric road provides opportunities for
field work and for demonstrations from practice.
Railway Electrical Engineering.
In addition to the well-equipped electrical engineering
department laboratories, in which railway engineering
students do their preliminary laboratory work, the railway
department owns a 200-horsepower electric test car. This
car, of the interurban type, was designed especially for ex-
perimental work and was built in 1905. It is equipped with
four 50-horsepower direct-current motors and with the West-
inghouse multiple control system. The car is supplied with
recording voltmeters, ammeters and wattmeters, and with
auxiliary measuring and recording devices by means of which
there is automatically made a graphical record of voltage,
current, power, speed, acceleration, time and curvature. The
possession of this car renders possible a great variety of
experimental work.
By the courtesy of the Illinois Traction System, whose
lines are at present operated between the cities of Danville,
Urbana, Champaign, Decatur, Bloomington, Springfield and St.
Louis, the department is enabled to operate this car on their
lines and obtains by their co-operation in other respects ex-
ceptional opportunities for giving instruction, and for investi-
gating the technical problems of electric traction.
Railway Mechanical Engineering.
Three railroads enter Urbana and Champaign, the Illinois
Central, the Wabash and the Cleveland Cincinnati Chicago
& St. Louis railways; the division shops of the last also being
situated here. With the three railroads mentioned the de-
partment enjoys most cordial relations, and it can depend upon
continuing to receive from them the same assistance and
co-operation that have hitherto been extended.
Opportunities for shop and road tests have been freely
given and throughout the year numerous locomotive and train
resistance tests are made both for instructional purposes and
for the information of the railroads. To facilitate this work
there was designed and built in 1900 a dynamometer car
which is owned jointly by the university and the Illinois
Central Railroad. This car is equipped with all the appa-
ratus necessary for carrying on train resistance experiments
as well as with auxiliary apparatus used during locomotive
tests. During the seven years in which it has been in service
this car has been operated over the entire Illinois Central
system, in the establishment of tonnage ratings, as well as on
the lines of the Central of New Jersey, the Baltimore & Ohio,
the Cleveland Cincinnati Chicago & St. Louis and the New
York Central railways. On this last road it was used in the
preliminary train resistance tests made to provide information
for the electrification of the New York City terminal, in which
connection it was also used for competitive tests between
steam locomotives and electric motor cars at the works of
the General Electric Company at Schenectady, N. Y. In all
this work the car has been operated by students of the rail-
way engineering department.
The department owns also a complete New York air brake
equipment for engine, tender and five cars. In addition to
the special apparatus here mentioned, the students of the
railway course have open to them the advantages of the me-
chanical engineering laboratory in which they are given their
preliminary instruction in experimental work.
Railway Administration.
For the study of railway administration there is on hand
an excellent collection of books and pamphlets on railroad
matters, both theoretical and practical. Moreover, the list
of railroad journals, technical, legal and administrative, taken
by the library is very complete. These are supplemented with
the financial and other reports of railroads and government
publications relating to railroads.
The department also has at the disposal of students for
practice various calculating machines, including one of the
electrical tabulating machines used in the preparation of the
last census, which are coming more and more into use in
handling the freight accounts of great railroad systems.
HOW THE CINCINNATI TRACTION COMPANY AIDS ITS
EMPLOYES.
R. E. Lee, general superintendent of the Cincinnati Trac-
tion Company, has furnished us with the details of the system
whereby 24 employes of the company who are the most popu-
lar, according to the vote of their fellow-employes, will be
given a trip to eastern cities. The plan is as follows:
There is an association of the employes, known as the
Street Railway Employes' Mutual Protective Association. This
association is not connected in any way with labor unions.
It is a very strong organization, having about 1,800 members,
consisting entirely of employes of the company. Each year
the association gives an outing for the purpose of raising
funds to be placed in the sick relief fund. The proposed trip
is a popularity contest among the employes, the purpose of
which is to increase the interest among the members, thereby
increasing the sale of tickets. There will be sold this year
approximately 90,000 tickets at 10 cents each. The expenses
of the outing and the trip to the east for the 24 successful
contestants is paid out of the fund derived from the sale of
tickets for the outing.
The company is not interested in the matter except to
assist in making the outing successful. The company, how-
ever, aids the association financially, donating $700 per month
to its sick relief fund.
This association is a splendid organization, managed en-
tirely by employes, no officer of the company being eligible
to hold an official position in the association. It pays $800
death benefit and $7.50 per week sick benefit.
The income of the association is derived from the payment
of $3.00 per year dues and $1.00 death assessment from each
member. The average expense to each member is about $9.00
per year. At this low rate it is therefore necessary for the
association to obtain funds from other sources to make it
self-sustaining, hence the giving of this annual outing, which,
as a rule, nets about $4,000 to $5,000 per year. That, in addi-
tion to the assistance given by the company, has placed the
association on a very sound financial footing. At the present
time there is about $26,000 in the treasury.
It is the idea of the company that this association is
mutually beneficial to the employes and the company.
The outing given by the association is usually the largest
outing held in Cincinnati. It is attended by about 30,000 to
35,000 people each year.
Hyde Park, Muskogee Electric Traction Company.
Hyde Park, the amusement park owned by the Muskogee
(I. T.) Electric Traction Company, is situated on a point of
land formed by the junction of the Arkansas, Grand and
Vertergris rivers, about 5% miles from Muskogee. This
point was chosen for a park site about two years ago on
account of its natural advantages for the purpose, and since
that time the company has established a modern amusement
resort that attracts an average attendance of 3,000 persons
a day, from May to November.
The park contains 76 acres of land, much of which is
wooded, and the large amount of water frontage offers excel-
lent facilities for boating and bathing. The principal attrac-
tion of the park is the casino, which seats 1,600 persons.
Here theatrical entertainments are given throughout the
season, consisting of vaudeville specialties, alternating each
month with a repertoire company. Afternoon and evening
performances are held. The other amusements include a
skating rink, figure eight, "shoot the chutes," and a pool and
billiard hall. Cold drinks and refreshments are served. All
of the concessions are leased. Adjacent to the amusement
park is a baseball park controlled by the company.
The company operates 12 cars of the Narragansett and
California types, on a headway of 15 minutes in summer. A
uniform fare of five cents is charged. Excursions are con-
ducted from time to time during the summer and when special
attractions are offered.
7SS
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 24.
PIPING AND POWER STATION SYSTEMS— XLII I.
BY W. I.. MORRIS, M. E.
City Water to Pressure Oil Tanks — Class K 13.
Water is frequently used to raise cylinder oil from its
storage tank through pipe lines into the lubricators. Almost
any supply will perform this duty satisfactorily. If engine oil
is being put under pressure by means of water it is quite
essential that a fairly uniform pressure be maintained. If
the station has a gravity water storage tank, then a more uni-
form pressure is obtainable by connection to the storage tank
than can be had by using city water.
City Water for Drinking Purposes — Class K 14.
Drinking water supply is a service that cannot be dis-
pensed with, and though every other service is supplied from
the station pumping system it is generally necessary to use
the city water for drinking. It may be that the station water
is cleaner and, in fact, may "sparkle," but yet it may have
properties which affect the employes of the power house,
more particularly if they are accustomed to city water. Con-
siderable time would be saved if a drinking place were
located near the firemen and another convenient for the
engineers.
These pipe lines should be of galvanized iron carried
underground and exposed to the heat of the building as little
as possible. In all probability this piping connection can
be installed without passing the water through the large
station meter. This will require paying the regular water
rate. By making proper provision in this regard but little
time and water are lost when an operator goes for a drink. If
a pipe runs 100 feet or more through a hot room the station
employes are apt to let the water run for a considerable
time until sufficient cold water has been wasted to cool the
hot pipes. Drinking water is as important in a power plant
as the feedwater for the boilers, and should be given the
fullest consideration.
City Water to Other Buildings — Class K 15.
Whether the water for the different shops, barns, etc., is
to be taken through the power station meter depends largely
upon how complete an accounting system is employed. Ordi-
narily it is much more satisfactory to have a separate record
of the water used in the power station and that used in the
shops, and if sprinkling cars are operated possibly a separate
record also of the water used for this service. If the city
water department will not install so many small meters they
can be installed by the consumer and placed in separate
buildings. This permits calibrating them and using them
as a check on the main meter.
Artesian Water to Pumps and Water Tanks, Class L — 1 and 2.
The use of artesian wells is not as general as the advan-
tages accompanying their use warrant. The question of
water supply should be the first to receive consideration in
deciding upon a 'site for a power station. The coaling facili-
ties can, as a rule, be more easily provided than a suitable
water supply. A surface water supply, such as a creek or
stream which gives ample water for 9 or 10 months and runs
dry a month or two, is of little use as a source of water,
since it is necessary to provide some other source of supply
for the remaining portion of the year.
The cost of raising water, say 100 feet, from a driven
well is not excessive if the pump is motor-driven. In this
case the pump discharges against a 50-pound head. Allowing
for friction, each theoretical horsepower costs but approxi-
mately one-half cent per hour if the plant is equipped with
compound condensing engines. One thousand horsepower of
capacity, assuming a steam consumption of 20 pounds of
steam per horsepower per hour, would require 20,000 pounds
of water per hour, or 333 pounds per minute. If this is raised
100 feet, the theoretical work done is at a rate of approxi-
mately 33,300 foot-pounds per minute, or one horsepower. If
the efficiency of the pumping plant is 50 per cent the actual
horsepower delivered to the pumps will have to be twice the
theoretical, thus making the cost of pumping the water re-
quired by 1,000-horsepower plant for one hour about one cent.
This is assuming that the water is allowed to discharge into
a cooling pond in which the loss by evaporation is equal to
the water required for feeding the boiler.
At the cost just estimated for the 1,000-horsepower plant
the cost of pumping 1.000 gallons of water would be 4.166 mills,
a cost which is much lower than that for which any water-
works system can sell water. The cost of repairs and depre-
ciation must be added to these figures. Regarding the capac-
ity of a deep-well pump, it should be borne in mind that it
should be at least twice the normal load capacity; that is. if
333 pounds of water are required per minute, the pumps
should not have a capacity of less than 666 pounds per minute.
This additional capacity is required to permit the storing of
water for emergency purposes or to supply the plant while
repairs are being made. Motor-driven pumps can have a
stroke of 24 inches, but to have a long life they should not
make over 35 strokes per minute, which would require a
5-inch water cylinder to supply the 1,000-horsepower capacity
as stated.
In determining the size of the deep-well pumps required,
the capacity of the plant upon which the capacity of the
pump is based should not be the average horsepower as de-
termined from the horsepower-hours daily output of the plant.
For, a plant may have engines of 2,000-horsepower capacity,
but develop only 20,000 horsepower-hours in 20 hours; in
which case the pump should have an hourly capacity suffi-
cient for 2.000 horsepower, this being twice the average out-
put. Ordinarily the pump should have a capacity equal to
the steam machinery installed, and some system of water
storage should be provided — one of considerable capacity, so
that if the deep-well pump should be out of service for two
or three days no shortage of water will be encountered.
If the condensers discharge into a cooling pond this pond
would be of ample capacity, since it would ordinarily have
10 square feet of cooling surface for each pound of steam
condensed per hour. A drop in the water level of one foot
would therefore furnish sufficient water to supply the plant
for 62 hours or three days. This does not include seepage
losses, a waste which must be considered when determining
the capacity of pumping machinery. If the pond is built in
clay or lined with clay, the seepage loss will be quite slight.
There are many storage ponds constructed on ground 20 feet
or more above that surrounding them, which are used to
store the rain and melted snow which fills them during the
early spring for use during the summer months. Water
stands in these ponds with but little drop of level, this drop
being caused more by evaporation than by seepage.
It may be desirable to put in an overhead tank to supply
the low-pressure mains, but this is of no practical use for a
reserve water supply for boiler feeding unless the plant is
exceedingly small. For instance, a plant of 1,000 boiler horse-
power would require a tank of about 40,000 gallons capacity
to run 10 hours. Forty thousand gallons is equivalent to
5.000 cubic feet or a tank would be required 10 by 20 by 25
feet, weighing 65 tons when filled with water. If there is no
cooling or other pond where water can be stored, then a
cistern may be constructed in the ground, the sides and bot-
tom being finished with cement concrete, much the same as
a cement floor or sidewalk.
If water from the city waterworks is available a large
storage tank is not so essential, but if in any case a storage
tank must be provided it should be in connection with the
deep-well pump, so that the latter can be discharged con-
tinuously for a long period without being compelled to work
in unison with the other pumps. The deep well is generally
located a considerable distance from the plant and by using
storage tanks of five hours' capacity of the deep-well pump, it
June 15, 1907
ELECTRIC RAILWAY REVIEW
789
will avoid starting or stopping the pump except at long
intervals. If an induction motor is used, started by a switch
in the engine room, and the storage tank is located where
it can be seen from the power house, a telltale must be pro-
vided so the operator can ascertain when the reservoir is
filled. The device shown in Figure 287 (L 1-1) permits the
deep well and storage tank to be located at some distance
from power house. The standpipe in the power station has
RECENT ELECTRIC RAILWAY LEGAL DECISIONS.
1IY .1. I.. ROSENBERGER, LL. I!., OF Till: CHICAGO BAR.
House
tfssrwtrr/J/v.
H
Figure 287 (L 1-1).
a telltale attached, which can, if desired, be fitted with an
electric high and low water alarm, brought into contact by
the telltale. The automatic high and low water alarm should
require little or no attention. This form of telltale is the
most approved automatic indicator, since it has no work to
do but make and break the bell circuit, which notifies the
attendant to open or close the pump motor switch. This
requires possibly one-half minute of the attendant's time
every five hours or so. The connection from the storage
system to the power house should be of ample size, say
twice the size of the pump suction, in order to insure the
water level in the telltale being approximately the same as
that in the cistern. As there would be no appreciable pres-
sure on it, such a line of piping could, in almost every case,
be constructed of sewer tile. Tile pipe would not be desir-
able if the cistern water level were above the ground level.
To insure the telltale showing correctly a small pipe,
say one inch, may be laid in the same trench with the pump
suction and be used merely to operate the telltale, thus per-
mitting the use of a smaller metal suction pipe. An ideal
power station arrangement is secured if the storage cistern
or pond is built upon a hill high enough so that the water
from the cistern will be under sufficient head to serve the
low-pressure water service in the power house, shops, etc.
The feed pumps taking this water under pressure would
avoid the difficulties caused by air, etc. The pressure cor-
responding to an elevation of 20 to 25 feet is generally suffi-
cient for any service other than boiler feeding.
It is quite immaterial where the storage tank is located.
If the desired head is obtainable by placing the storage tank
SroMee C^/sr^r/v-
Figure 288 (L 1-2).
500 feet or perhaps more from the power house, it would
be better practice than to maintain a pump in operation
simply for supplying the low-pressure system. A power sta-
tion which has its storage cistern located on a hill is shown
in Figure 288 (Ll-2).
(To be continued.)
During the present month a hundred miles or more of
new interurban line is expected to be put in operation in
Indiana. These lines include a division between Amo and
Plainfield by the Indianapolis & Danville Traction Company,
a line between Evansville and Rockport by the Evansville &
Eastern Traction Company, a line between Crawfordsville
and Indianapolis by the Indianapolis Crawfordsville & West-
ern Traction Company, and a line between Henryville and
Scottsburg by Louisville & Southern Indiana Traction Com-
pany.
Rights Acquired with Filing of Instrument of Appropriation.
Ft. Wayne & Southwestern Traction Company v. Ft.
Wayne & Wabash Valley Traction Company, 80 Northeastern
Reporter, 837. — The supreme court of Indiana holds that the
instrument of appropriation filed by the plaintiff with the
clerk of the circuit court on March 29, 1901, was a seizure and
an appropriation of the land therein described, and that all
damages resulting from the taking and construction of the
railroad at once accrued and vested in the owner, Aaron
Dukes and wife, as a personal claim against the plaintiff,
which claim did not pass to the Ft. Wayne & Wabash Valley
Traction Company by the deed of Dukes and wife on April 1,
1907. And, the record failing to disclose any assignment of
said claim by Dukes to the Ft. Wayne & Wabash Valley
Traction Company, said company, for want of interest in the
subject matter of the action, had no standing in court, and
its exceptions to the report of the appraisers should not have
been entertained.
Track Repairers Not Put in Class of Their Own.
Indianapolis Street Railway Company v. Kane, SO North-
eastern Reporter, 841. — The supreme court of Indiana says
that it is unacquainted with any rule of negligence that puts
track repairers in a class of their own. In this case the trial
court gave to the jury an instruction to the effect following:
"The complaint charges that the plaintiff was in the employ
of the defendant, and when injured was working as a common
laborer in and about the work of repairing and constructing
the defendant's tracks: that, when a person hires himself to
a railroad company to do repair work, such person assumes
all those risks as are ordinarily incidental to that kind of
work, and he cannot rely wholly upon his employer to make
the working place safe." The instruction as given was a
modification by the court of one requested by the company,
by inserting the word "wholly" in the last clause, so as to
make the instruction state that a servant employed to do
repair work cannot wholly rely upon his employer to make
the place safe. The company insisted that such a servant
cannot rely upon his employer at all in this respect. But the
supreme court does not think that there was any error in
making the modification stated. It says that it is the duty
of a servant in any situation or class of employment to
observe care, in proportion to the apparent or known dangers
of the place, to preserve his own safety; but it is inaccurate
to say, as requested by the company, that one employed to do
repair work can, under no circumstances, find any measure
of excuse in reliance upon the master to keep the working
place safe. The servant may certainly rely upon the master
not to negligently or maliciously invest the working place
with new, unusual and unexpected dangers.
Liability Under Ordinance as to Bridge Building.
North Hraddock Borough v. Monongahela Street Railway
Company, 66 Atlantic Reporter, 152. — The supreme court of
Pennsylvania says that the defendant, by the acceptance of a
borough ordinance and in consideration of the privileges
granted, engaged to build a new bridge and to reconstruct
an old one. The ordinance also stipulated thai the defendant
should build the approaches to the bridges, but did not specif-
ically state how or in what manner these were to be con-
structed. Embankments were necessary, and lliese were con-
structed of sufficient height, supported laterally by concrete
retaining walls, running back an average of some 40 feet from
the abutments of the reconstructed bridge, with an average
height of about 20 feet. These walls were adequate so far as
they extended, but. they did not extend along the entire em-
bankment. Beyond where the retaining walls stopped the
required support was obtained by enlarging the embank-
790
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 24.
incur at the base. This extended it beyond the limits of the
street, and was an encroachment upon private property at
the side. The defendant left the work in this condition, and,
upon its refusal to construct the retaining walls any further,
the borough proceeded to finish the work and brought this
action to recover therefor.
In affirming a judgment for the plaintiff the court holds
that no other conclusion was warranted than that the parties
were contracting for the kind of approaches that would be
suitable under the improved conditions of the avenue. Ade-
quacy of surface could only be secured in one of two ways,
either by extending the base of the embankment beyond the
limits of the street, or, if the base was to be restricted to the
street limits, by building a retaining wall for lateral support.
While it was true that the plaintiff had the right to acquire by
condemnation the private property adjoining for purposes of
the bridge, it had not acquired it, had taken no steps looking
to its acquisition, and nothing in the ordinance gave reason
to suppose that such proceeding was contemplated. Under
such circumstances it was idle to contend that the embank-
ment, as built, was full compliance with the defendant's
obligation. It was not denied that the continuation of the
retaining wall was necessary to meet conditions as they
existed. It could, therefore, be fairly and legitimately re-
quired of the defendant under its contract.
Moreover, the court holds that it was not correct to say
as a matter of law that, because at the time the contract was
made the avenue had no surface sewerage system, no obliga-
tion rested upon the defendant to construct sewer drops. This
contract was made in contemplation of certain proposed
changes in the street, and it was to be construed accord-
ingly. The obligation of the defendant was to so construct
the approaches as to meet the end in view. The only ques-
tion with respect to the sewer drops was whether they fell
within the common intent and understanding. In deciding
this, regard was to be paid to the object to be accomplished
and the method of construction. In the state of the evidence
with respect to the matter it was a question for the jury.
There was no acceptance of the work by the plaintiff;
and, if incomplete and unfinished, nothing short of such
acceptance would constitute a waiver.
Riding on Inside Running Board Outside of Bar.
Harding v. Philadelphia Rapid Transit Company, 66 At-
lantic Reporter, 151. — The supreme court of Pennsylvania
says that the witnesses on the plaintiff's side, who saw the
accident in which he was injured, said in general terms that
when the two cars passed each other the running board of
the one on which the plaintiff stood was crowded and several
men jumped, fell or were pushed or brushed off. A witness
for the defense testified that as the cars passed, a man on
the plaintiff's car extended his hand, grasped the other car,
and was thrown backwards against the men behind him, in-
cluding the plaintiff. This was the most plausible account
that was given, and apart from it there was nothing to show
that the plaintiff on the approach of the car did not lose his
nerve and jump or fall from the car.
Under the circumstances there was no presumption of
negligence on the part of the defendant, but even if it had
been clearly shown, it would have been altogether immaterial.
The plaintiff was riding voluntarily in a place of manifest
danger, and in so doing he assumed all the risks of the situ-
ation. It is settled law that it is contributory negligence
which will bar recovery to stand on the platform, or the run-
ning board of a car, when a place can be reached inside. And
it is equally clear that one who takes a position of manifest
and imminent danger assumes the risk of his position, whether
he could have got a safer place or not.
It was argued by the plaintiff that he was not warned by
the conductor of the danger of his position. But the lowered
bar was sufficient warning in itself. It was noticed that the
running board on that side was a place of danger, and that
passengers were not expeqted, nor, so far as the company
could control the situation, permitted, to use it, even for the
limited purpose of getting on or off the car for which the run-
ning board is intended.
The alternative offered by the plaintiff of having to wait
for another car, and thus being late in getting home, was no
justification.
In any other country than this, the plaintiff would have
been forcibly prevented from getting on the car at all, after
the number of passengers had reached the limit of safety or
even of convenience.
To attempt the enforcement of such a regulation here
would certainly lead to continual quarrels and breaches of
the peace. A reasonable amount of concession, therefore, to
the American's impatience of control and confidence in his
own ability to take care of himself should not be visited with
punishment by the infliction of penalties on the company for
the passenger's own fault.
It must be definitely recognized that one who undertakes
to ride on the running board outside of a lowered bar is negli-
gent per se (by the act itself), and cannot recover for injuries
incident to his position, whether he could have got a safer
position or not.
Open or Defective Car — Floor Trapdoors and Inspection.
Cameron vs. Citizens' Traction Company, 65 Atlantic Re-
porter, 534. — The trapdoor in the floor of a car, used for access
to the machinery beneath, was standing open when a woman
boarded the car. It was unobserved by her. She proceeded
toward a vacant seat, and, as the car started, stepped into
the opening, sustaining injuries which were made the basis
of a claim for damages, judgment for which is affirmed by the
supreme court of Pennsylvania. The court holds that when
the company negligently left the trapdoor open while passen-
gers were entering the car, and after it was in motion, it was
answerable for all the consequences that ensued in the natu-
ral course of events. An unprotected opening in the floor was
dangerous, whether the car was at rest or in motion; and it
was no excuse for the company that this danger was increased
by its own act in starting the car.
In another case, Jorden vs. St. Louis & Meramec River
Railroad Company, 99 Southwestern Reporter, 492, the St.
Louis court of appeals holds that the collapse of the floor of
a street car beneath a passenger who is simply walking on it,
resulting in an injury, is evidence of negligence on the doc-
trine of res ipsa loquitur (the matter speaks for itself). It
is a mishap of an extraordinary character, to an appliance
within the exclusive control of the railroad company, and one
that is not likely to happen in the absence of negligence on
the part of the company's employes. This court considers
this one of the clearest cases imaginable for the application
of the maxim. The giving way of the floor of a car under
a passenger's ordinary tread is more cogent evidence of bad
management than the collision of two cars, which is held to
bespeak negligence.
Complaint was made in this latter case of a refusal to
grant an instruction requested by the defendant to this effect:
That if the jury believed from the evidence that the car was
inspected on the day it was sent out for business, and was
found in a safe condition in respect of the cover, then the
allegation regarding the negligence of the defendant in main-
taining the cover was not sustained by evidence, and the
verdict should be for the defendant. But the court says that
it would have been error to give that charge. It said nothing
about the character of the inspection, but simply stated that,
if the car was inspected and found to be in good condition, the
plaintiff could not recover. Such a charge would make any
inspection, however superficial, conclusive against the defend-
ant's liability. It would seem that an inspection which left
the inspector satisfied that the cover was in good order must
have been careless, for it was nearly or quite certain that it
was not in good order.
June 15, 1907
ELECTRIC RAILWAY REVIEW
91
News of the Week
Chicago Committee Will Accept Reorganization Plan.
The committee of stockholders of the North Chicago City Rail-
way and the Chicago West Division Railway, underlying companies
of the Chicago Union Traction Company, has decided to approve
the plan for distribution of the Chicago Railways Company stock
which will be decided upon by Judge P. S. Grosscup and Prof.
John C. Gray. This approval will remove the obstacle to the
acceptance of the new ordinance.
Judge Grosscup expressed his willingness to formulate the final
plan of reorganization independent of any suggestions that may be
submitted and using the plan wnich will be submitted by L. C.
Krauthoff and George W. Wickersham, representing the New York
interests, merely as a guide. John F. Bass, a member of the pro-
tective committee, said that the representatives of the underlying
stockholders believed that the ordinances should be accepted a't
once.
Increases of Wages.
The Nashville (Tenn.) Railway & Light Company has an-
nounced a new scale of wages for its motormen and conductors of
16 to 20 cents an hour, according to the length of service, in place
of the present rate of 15 to IS cents. The increase affects about 400
men.
The Municipal Traction Company of Cleveland, O., has in-
creased the pay of its motormen and conductors from 24 to 25
cents an hour.
The Worcester Consolidated Street Railway and its employes
have reached an agreement on a new wage scale, providing for
a minimum rate of 20 cents an hour, wTith an increase of % cent
an hour every six months for two years and 1 cent an hour at the
end of the third, fourth and fifth years. Service stripes will be
given at 5-year intervals, with a bonus of five cents a day for each
stripe after the first.
Temporary Receivership for Air Line.
The Chicago-New York Electric Air Line Railroad Company
was in the hands of a receiver for about nine hours last Sunday,
June 9. Judge Sanborn of the United States district court at
Chicago appointed George i? . Hull of Indianapolis receiver for the
company late on Saturday night on the petition of William E.
Webster and Andrew J. Krel of Indianapolis, representing 36 stock-
holders of the company. The petition set forth that the officers
of the company are financially irresponsible for the undertaking
and that the company plans to construct an electric railroad be-
tween Chicago and New York at a cost of $250,000,000, whereas, as
the complainants assert, such a road would cost 5750,000,000.
The receiver's bond was fixed at $40,000 and a representative
took charge of the company's offices in the Majestic building, Chi-
cago, at 1 o'clock Sunday afternoon. Attorney Wood of the com-
pany declared the bond insufficient and appeared before Judge
Kohlsaat at 9 o'clock that evening. The judge ordered the receiver
to vacate temporarily because of the insufficiency of the bond and
ordered a hearing for Monday morning. At the hearing it was
decided that the federal courts in Illinois had no jurisdiction in
the case and the bill was dismissed.
Report on Municipal Ownership,
The full report of the commission on public ownership and
operation of the National Civic Federation, a work upon which for
more than IS months 25 expert accountants, engineers, economists
and other specialists have been engaged, is now being sent to press.
This report will contain all of the data gathered abroad and in
America, and upon which the commission will have based its con-
clusions.
The investigation embraced the four leading public utilities.
gas. water, electric lighting and power and street railways. Ex-
aminations were made of 29 private and public plants in America
and 24 in Great Britain. Among the American cities visited were
Cleveland, Chicago, Philadelphia, Wheeling, Detroit, Indianapolis,
Richmond. Atlanta, South Norwalk, Syracuse, Allegheny, New
Haven and Norfolk. The inquiry abroad included the leading pri-
vate and public undertakings of Great Britain and Ireland. Ex-
aminations were made in the following cities: Glasgow, Neweasth -
on-Tyne, London, Liverpool, Norwich, Manchester, Birmingham,
Dublin, Leicester and Sheffield.
The keenly analytical character of the work of this investigation
only a study of the full report of the commission can indicate. Some
idea of the scientific methods employed may be had from the fact
that schedules of questions prepared by noted engineers and
economists were followed in the case of each plant and system
examined. These schedules disposed the questions under several
general heads, as follows: (a) Historical and general, (b) super-
vision of municipalities, (c) public supervision of private com-
panies, (d) franchises of private companies, (e) organization, (f)
political conditions, >gi labor, (h) character of service and plant,
(i) financial matters, (j) capital stock and bonds, (k) assets, (1) lia-
bilities, (m) receipts, (n) expenses, (o) profit and loss.
rral days w< ally devoted by the experts upon each
plant examined, and in some cases weeks were consumed.
The commission's full report will appear in two main divisions.
The first part Is intended lor popular reading; the second will in-
clude the reports of the experts, which will be of especial interest
to accountants, engineers, managers of public utility corporations,
city officials, members of legislative committees, and all who are
Interested In municipal ownership and franchisee. The second part
will also show In the case of each American and foreign plant ex-
aminer! to what extent the experts agreed. Thus will be provided
technical information of tiie correctness and impartiality of which
no question can be raised.
Advance orders may now be sent to E. A. Moffett, secretary,
2S1 Fourth avenue, New York, N. Y. But a limited edition will be
printed, and no copies will be available after the edition is ex-
hausted. The price is: Part 1. Volume I (about 500 pages), paper,
$1.00; cloth, $2.00. Part 2, A'olumes I and II (about 1,000 pages
each), $S.00.
Strike Threatened in Detroit.
Several hundred of the motormen and conductors employed
by the Detroit United Railway, at a midnight meeting on Monday
i if this week decided to refuse the offer of the company for an
improvement in working conditions without an increase in wages
and declared in favor of a strike within 4S hours unless the com-
pany agreed to arbitrate a wage increase, with 25 cents an hour
as a minimum and 30 cents as a maximum. They are now re-
ceiving 23. 24 and 25 cents an hour.
Since the carmen voted in favor of a strike on May 27 a
number of conferences have been held between F. W. Brooks,
general manager of the company, and International President W. D.
Mahon and other officers of the union in the effort to reach an
agreement, and the result of the conferences was submitted to a
mass meeting of the men on Monday night. The company refused
to grant the demands of the men for a wage scale of 28 cents an
hour, with time and a half for overtime, but agreed to a number
of improvements in working conditions, especially in regard to
the tripper system. The principal concessions offered by the com-
pany were: No employe shall be permitted to run a tripper more
than one day in seven; no regular employe, compelled to run after
midnight, shall be required to report until his regular time on the
following day; free transportation on the company's suburban and
interurban lines; in cases of men discharged all of the evidence in
the case, including the employe's record, shall be submitted to the
trial board; on swing runs employes shall receive a full hour's
pay for time under an hour and shall be paid for the time spent
in waiting at the barns up to 20 minutes.
The declaration to strike was made without a formal vote by
the more radical younger men, after a riotous meeting, and is
said to be contrary to the wishes of the majority.
Preliminary Report of the United States Geological Survey.
The United States geological survey has just issued a pre-
liminary report on the work being done by the boiler division
of the fuel-testing plant at St. Louis, Mo. This department has
taken up the scientific study of steam boiler performance and has
been conducting tests to verify the theory of steam boilers de-
veloped by Mr. John Perry, a distinguished electrical and mechan-
ical engineer of England. As far as the experiments have been
carried out by this department the conclusions reached from the
study of Mr. Perry's theory have been entirely confirmed. No
doubt the work done by this department, and results which have
been obtained in the experiments, will in the course of time make
astonishing changes in the design of boilers. To quote the report:
"The nature of boiler efficiency has suggested that stationary
boilers ought to be made to do from 10 to 20 times as much work
per unit of heating surface as they do now. This great increase
in capacity is to be attained by subdividing the heating surface
and water streams more finely and by allowing less restriction of
the water inside the boilers, and by using high forced and induced
draft to put a large mass of gases through the boiler at a very
high speed.
"Mr. Perry's theory and the survey's verification of it will
result in placing the steam boiler on a fairly secure mathematical
basis, the same as generators and motors are now on. Thus far the
experiments check out the theory excellently. The theory and
results will be embodied in a special bulletin to he published in two
or three months, to be followed by later bulletins as the work
proceeds."
Mr. Walter T. Ray, assistant engineer, acting under the super-
vision of Prof. L. P. Breckenridge. engineer in charge of the boiler
division of the United States geological survey fuel-testing plant,
has been studying the mathematical theory of steam boilers ami
of heating absorption, and has somewhat extended Mr. Perry's
theory. This work is of extreme importance to the engineering
profession and especially to electric railway and lighting plants
which depend for their power primarily upon steam boilers, and
it is to be hoped that the fuel-testing department will receive the
hearty co-operation and assistance of all engineers and manufac-
turers who are in a position to render any assistance.
Legislation Affecting Electric Railways.
Connecticut. — Governor Woodruff has sent to the senate a hill
providing that before a new electric railway company shall lay
any tracks or an existing company additional tracks plans shall
be submitted to the state railroad commission with a i
its approval, which can be given only after a full hearing of the
parties concerned. The commission is to have full authoril
presi i [mits within which land shall b
demnation. In a message accompanying the bill the govi
"Charters dissimilar in structure have been fji inted
street railway companies for a number of sessions. In some of
them extremely wide powers, and even irrelevant powers, have
been granted. It is my opinion that a general law
passed under which street railway companies can construct
operate with ample powers and not be dependent upon sp<
grants of privilege from the general assembly."
New York. — By refusing to take it from the railroad committee
the senate has practically killed the Wagner bill, which provided
for a 5-cent fare over lines operated by one company, within the
limits of a municipality. The special object of the bill was t..
prevent the Brooklyn Rapid Transit Company from charging two
i fares to Coney Island. Senator Grady's motion to dls-
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 24.
charge the committee from further consideration of the bill was
lost by a vote of 14 to 31. Some of the adverse votes were based
on the idea that the bill would work a hardship on many com-
panies, while others held that the situation should be handled
by the public utilities commission, which is to assume its duties
on July 1.— The Dowling loop bill, which provided for an elevated
loop connecting the Manhattan terminals of the Brooklyn and
Williamsburg bridges, was practically defeated on June 5. when
the assembly refused to concur in the senate amendments.
Pennsylvania.— Governor Stuart on June T signed the Kennedy
bill prohibiting street railway companies from charging more than
a 5-cent fare within the limits of second-class cities. The law took
effect at once and the Pittsburg Railways Company immediately
issued an order to its conductors to charge only five cents within
the city limits. However, there was no reduction in fares for pas-
sengers to the outlying towns, as another fare was charged outside
of the city. The principal effect of the new law is to reduce the
fare after 12 o'clock at night within the city of Pittsburg from
10 to 5 cents.
Increased Fare in Lorain, O. — The Lorain Street Railroad has
announced that it will discontinue its present practice of selling
eight tickets for a quarter and will hereafter charge a straight
5-cent fare.
Bion J. Arnold on Chicago Traction. — In an address to the
graduates of Armour Institute of Technology, Chicago, on June 13,
Bion J. Arnold said that when the reconstruction of the traction
properties is completed Chicago will have the best street railway
system in existence. Mr. Arnold spoke of this as the electrical
age.
Limited Service from Hartford to Springfield Proposed. — It is
reported that the Consolidated Railway Company of Xew Haven,
Conn., is considering the feasibility of operating limited express
cars between Springfield, Mass., and Hartford, Conn., cutting down
the running time from 1 hour and 50 minutes to 1 hour and 20
minutes.
May Contest Public Utilities Law. — Xew York press dispatches
quote a member of the rapid transit commission as authority for
the statement that suit will be brought declaring that the public
utilities law is unconstitutional, as the city of Xew York has no
voice in the appointment of the commission for the first district,
but must bear the expense.
Milwaukee Public Service Building Exempt from Local Taxa-
tion.— The Wisconsin state tax commission has given an opinion
that the Public Service building of the Milwaukee Electric Railway
& Light Company is exempt from local assessment because it is
principally devoted to the operation of the street railway and
should therefore be taxed by the state.
Evansville & Eastern Line Opened. — The formal opening of the
extension of the Evansville & Eastern Electric Railway to Rock-
port. Ind., was celebrated on June 6. when a party of city officials
and leading business men made a trip over the line in special cars.
The company's line now extends from Evansville to Rockport, via
Xewburg, Yankeetown and Hatfield, 21 miles. W. H. McCurdy.
president.
Plans for Through Service Between Cleveland and Detroit. —
In regard to the reports that the Lake Shore Electric Railway and
the Detroit United Railway would soon institute a through limited
service from Detroit to Cleveland by way of Toledo, about ISO
miles. President E. W. Moore of the Lake Shore Electric Railway
writes that this service has not as yet been definitely arranged,
although they have the matter seriously in mind.
Opening of Oneida Railway. — C. Loomis Allen, vice-president
and general manager of this company, announces the opening of
the Oneida Railway between Utica and Syracuse over the electrified
West Shore on Saturday, June 15, 1907. Electric trains will leave
Utica at 9:30 a. m., and will return in time for lunch, which will
be served in Utica upon arrival. A description of this work was
published in the Electric Railway Review for Xovember, 1906.
Ft. Dodge Des Moines & Southern Line Opened. — The first pas-
senger car was operated over the new line of the Ft. Dodge Des
Moines & Southern Railway from Boone to Des Moines. la., on June
S, carrying a party of officials and business men. The construc-
tion of the line was described in the Electric Railway Review of
May 25. page 672. Regular service was started on Monday, June 10,
and a 2-hour service is given between Des Moines and Boone.
Worcester Polytechnic Institute. — The week beginning on Sun-
day, June 9. was commencement week for the Worcester Poly-
technic Institute. The annual commencement lecture was by
Prof. A. S. Richey, the subject being "The Electric Railwav"; this
was delivered on Tuesday evening. On Thursday the commence-
ment address was by Charles F. Scott, consulting engineer West-
inghouse Electric & Manufacturing Company, on the subject, "Some
Aspects of Electrical Development."
Indiana Decision on Steam Road Crossings. — The Indiana su-
preme court has decided that the evidence of civil engineers to the
effect that it is possible to substitute an overgrade or an undergrade
crossing for a grade crossing of an interurban railroad and a steam
railroad does not sufficiently establish that it is practicable to make
the substitution as provided by Section 5 of the law of 1903. espe-
cially where the expenses of such a change would be very great. The
case was filed by the Pittsburg Cincinnati Chicago" & St. Louis
Railway against the Indianapolis Columbus & Southern Traction
Company for the purpose of compelling the interurban company
to build an overhead crossing where the interurhan tracks and
those of the steam line cross just south of Indianapolis. The lower
court held that overhead tracks at the point named were imprac-
ticable and gave judgment, the supreme court affirming. The
decision is of considerable interest to Indiana interurban lines.
Cases Against Milwaukee Company Dismissed. — Two cases
against President John I. Beggs of the Milwaukee Electric Railway
& Light Company for violation of a city ordinance which pro-
hibits leaving cars standing on the tracks at night have been
dismissed on motion of the city attorney. It was stated that
since Mr. Beggs was arrested on April 20 the company has made
arrangements for storing all of its cars and that there is no object
in continuing the cases.
Columbus Council Prohibits T-Rail. — The Columbus (O.) city
council on June 10 passed an ordinance prohibiting the use of the
T-rail by street or interurban railways on improved streets in the
city, and providing for the use of grooved rails of weight and
pattern approved by the board of public service. In unimproved
streets the T or other form of rail may be used, but grooved must
be substituted when the streets are improved. This step follows
a long controversy in regard to the comparative merits of the two
forms of rail and a vigorous campaign for the T-rail made by
the electric railways.
Interurban Railway Mileage in Indiana. — According to reports
made to the Indiana state board of tax commissioners the inter-
urban mileage of 1907, as compared with that of 1906, shows a
considerable development of the interurbans in the state. Aside
from the increase in the first main track mileage from 1,334.49 miles
to 1,545.85 miles, and the increase in the sidetrack mileage from
52.84 miles in 1906 to 65.17 miles in 1907, the interest lies in the
increase in the mileage of the second main track, which indicates
double-tracking. In 1906 there were only 29.94 miles reported to
the board for assessment, and this year the mileage so reported
is 52.77 miles.
Philadelphia Ordinance Approved. — The joint committee on
street railways and finance of the Philadelphia councils has reported
favorably the new franchise plan. The principal changes in the
ordinance as submitted are: Provision for a proper adjustment of
track and equipment around the city hall in case the city or any
company shall desire to build a subway under Broad street; the
representation of the city in the board of directors has been
changed from the president of the board of city trusts and public
education to two representatives, to be selected by councils for
terms of four years each. It was thought this was a better plan,
as citizens who might be in closer touch with the needs of the
city could thus be secured.
Joint Through Traffic Agreement. — The Chicago South Bend &
Xorthern Indiana Railway Company, the Southern Michigan Rail-
way Company and the Winona Interurban Railway Company have
agreed upon a schedule whereby they will be able jointly to
compete successfully for freight between St. Joseph, Mich., and
Warsaw, Ind., via South Bend. The agreement provides for a
through service between the points named. The plan includes an
agreement with the Graham & Morton Transportation Company
to handle passengers and freight traffic to and from Chicago across
Lake Michigan. It is believed that the arrangement will develop
a very popular excursion traffic between the points named and
Chicago by the lake route.
Company Responsible for Incivility of Employe. — Justice Gil-
dersleeve of the appellate term of the Xew York supreme court
on June 8 handed down a decision against the Interborough Rapid
Transit Company, holding that it is the duty of guards employed
on cars operated by common carriers to accord courteous and re-
spectful treatment to passengers and to protect them from insults
and assaults. The decision further states that a common carrier
is liable for damages to a passenger for injury to his feelings
caused by incivility of its employes. The decision upholds a
verdict of a municipal court awarding *750 damages to A. J.
Danziger, who sued the company on account of rough treatment
and insulting language from a guard on the elevated road.
San Francisco Strike Dying Out. — The strike of the carmen
employed by the United Railroads of San Francisco, which has
been in progress for several weeks, appears to have almost come
to an end. The company is now operating all of its lines and last
week 225 cars were running. The company on June 5 discharged
a large number of men who have been working under temporary-
contracts and is replacing them wherever possible with residents
of San Francisco. A few acts of vandalism have been reported,
but there have been no serious disturbances for two or three
weeks. President Calhoun has Issued a statement that the com-
pany will not recognize the existence of the carmen's union and
that it will continue to operate its cars with men who voluntarily
seek sen-ice with the company. It is stated that many of the
strikers have returned to work.
Complaint Against Rate of Fare in Lincoln, Neb. — City Attor-
ney Stewart of Lincoln, Xeb., has filed a complaint with the state
railroad commission against the four traction companies operating
in the city of Lincoln, the Lincoln Traction Company, the Omaha
Lincoln & Beatrice Railway, the Citizens' Railway and the Capital
Beach & Milford Railway. The bill states that the Citizens' Rail-
way charges five cents cash fare for a ride within the city and
sells six tickets for a quarter and 10 tickets for a quarter, good for
school children, whereas the other companies charge a straight 5-
cent fare, which is declared unjust and unreasonable. The com-
mission is asked to require the other companies to establish the
rate of fare now charged by the Citizens' company and also to
require each of the companies to issue transfers good on the lines
of the other companies within the city.
June 15. 1907
ELECTRIC RAILWAY REVIEW
793
Construction News
FRANCHISES.
Bay City. Mich. — The Detroit Bay City .V- Western Railroad.
which proposes to build an interurban electric line between Bay
City and Caro. has been granted a franchise to operate its line
in this city. A franchise also has been granted to the Bay City
& Port Huron Railroad to operate its interurban line in Bay City.
Chehalis. Wash. — George W. Gregory. Seattle. Wash., has
applied for a 50-year franchise to build an electric railway in this
city. The line will commence at the north end of First street
and proceeding south on Main street to Market, to West and on
West to First street again, will form a loop. It is believed that
this may be part of an interurban system which eventually will
connect Chehalis with Centralia. In connection with its street
railway system the company also will operate an electric light
plant and water system.
Chicago. — The local transportation committee of the city coun-
cil on June 13 approved most of the provisions of an ordinance
permitting the Chicago Milwaukee & St. Paul Railway to electrify a
line north of Wilson avenue, to be operated in connection with the
Northwestern Elevated Railroad. Amendments provide for a sta-
tion at the city limits and for a 5-eent fare into the city; also that
no third rail shall be used except on the elevated structure.
Cloverdale, Cal. — A franchise has been applied for by the
Sonoma & Lake County Electric Railway to enter Cloverdale
with its interurban road. Construction is to begin at once.
Colorado Springs, Colo. — Eugene B. Sweeney, St. Louis, Mo.,
is seeking a franchise to build an electric interurban line between
Colorado Springs and Denver. Right of way has been secured
in Denver to the insersection of Colfax avenue with the Rio
Grand tracks. From this point it is stated the line will proceed
to the heart of the city, where its depot will be located, over the
tracks of another line, possibly the Lakewood & Golden. Mr.
Sweeney is quoted as saying that his company will expend about
$2,000,000 on the work, but will not seek an entrance in Colorado
Springs until the line has been built to within 25 miles of the city.
A fare of $1.50 is promised by the new company between Denver
and Colorado Springs, as against the present rate of $2.25. It also
promises to make the run in 1 hour and 45 minutes, as against the
present 2>£-hour run.
Corning, N. Y. — The Corning & Painted Post Street Railway
has applied for a franchise to double-track its line through Corn-
ing. If the franchise is granted the company will slightly change
its present route in order to eliminate the curve at the ball
grounds.
Crookston. Minn. — It is reported that W. A. Martin is inter-
ested in a local street railway system in Crookston and that
franchise privileges are now being sought.
Decatur. III. — The Decatur Sullivan & Mattoon Transit Com-
pany has refused to accept the franchise recently granted by the
city because of the requirement that the company shall build an
expensive subway under the Illinois Central tracks.
Dubuque, la. — A franchise has been granted to the Eastern
Iowa Traction Company to enter Dubuque with its interurban line.
The terminal will be located on Seventh street.
Fruitvale. Cal. — The Oakland Traction Consolidated Railway
has secured a franchise to build and operate an electric railway
in this city. W. F. Kelly, general manager, Oakland. Cal.
Ishpeming. Mich. — The Marquette County Gas Light & Traction
Company has applied for an extension of its street railway and
lighting franchises from July 11, 1921, to July 11, 1936.
Mound City, III. — The Southern Illinois Traction Company,
Cairo, 111., has been granted a franchise to enter this city on
Fifth street, thence through Walnut to Main and up Main to
East First street, where it will turn west toward Mounds. The
company proposes to build a line through the Southern Illinois
coal belt from Murphysboro to Johnson City by way of Carbon-
dale and Herrin.
Phoenixville, Pa. — A franchise has been granted to the Phila-
delphia Interurban Electric Railway to construct and operate an
interurban line in this city. Right of way has been secured
between Pottstown and Phoenixville and work will be started
Immediately. The line must be in operation inside of two years.
Puyallup. Wash. — An amended franchise granting the Puget
Sound Electric Railway permission to build a trestle over the
Northern Pacific tracks at Indiana avenue, this city, was passed
by the city council on June 5.
Richmond. Ind. — The deadlock between the Terre Haute In-
dianapolis & Eastern Traction Company and the city authorities at
Richmond continues without Immediate hope of a settlement. The
chief contention is over the question of transfers. The franchise
offered by the city provides for a general transfer system be-
tween the local and Interurban cars within the city limit. It
further provides that the Interurban cars shall stop within the
city limits upon signal at all crossings to receive and discharge
ngers. The same provisions are Incorporated In a franchise
Offered to the Dayton ft Western Traction Company now being
operated by the Terre Haute Indianapolis & Eastern Traction
Company. Tie- officials of the traction company state thai the
provisions are unreasonable and will never be accepted by the
company. They ask that the transfer provision and the stopping
of cars at crossings be eliminated.
Syracuse, N. Y.— The Syracuse Rapid Transit Railway has
applied for a franchise to double-track its line in Burnet avenue
to Eastwood, which is said to represent the first step to reach
East Syracuse. It is stated that the company also will ask for
permission to build a double-track line through Clark street, to
its present tracks in Manlius street, and to double-track Manlius
street to the end of the present line. The Syracuse & Chit-
tenango Railway, which proposes to build an electric line from
Syracuse through East Syracuse to Chittenango. N. Y.. will apply
for a franchise to construct its tracks through Second street in
East Syracuse.
Terre Haute, Ind. — Hush .1 Mid. .wan of Indianapolis, presi-
dent of the Terre Haute Indianapolis & Eastern Traction Com-
pany, has reached an agreement with the city officials in regard
to the terms of a contract by which the company is to be given
a new franchise. The company agrees to build a modern and
commodious interurban passenger station within three years and
to expend not less than $850,000 during 1907 and not less than
•!'' Miii during 1908 for permanent improvements and equipment.
The city reserves the right to regulate the street car schedule
and all interurban cars except limited cars shall stop upon signal
at least once in every six blocks within the city. The company
is to relay its tracks on Wabash avenue within 15 months. The
fare will remain at five cents. This contract must be passed upon
by the city council before the franchise becomes valid. The con-
tract is, in effect, a modification of the franchise of the Terre
Haute Traction & Light Company, which was leased in March
of this year by the Terre Haute Indianapolis & Eastern. The
franchise is to expire in 1952.
RECENT INCORPORATIONS.
Akron Canton & Youngstown Railroad, Akron. O. — Incorporated
in Ohio to build and operate an electric interurban line in Summit.
Stark, Portage and Mahoning counties, with terminals at Akron
and Youngstown. Capital stock, $20,000. Incorporators: Z. W.
Davis, Isaac H. Taylor. William Simpson. H. B. Steward and
M. L. Rackle.
Centralia & Sandoval Railroad, Centralia, III. — Incorporated in
Illinois to build an electric railway from Centralia to Sandoval.
Capital stock. $2,500.
Clarksdale Covington & Collierville Interurban Railway. Mem-
phis, Tenn. — The Lake View Traction Company, which recently
was incorporated under the laws of the state of Maine to build
local street railways in Memphis and Clarksdale with an inter-
urban system between these two points, has been incorporated
under the laws of Tennessee with the above title. This was done
for the purpose of facilitating the acquiring of right of way. sites
for power houses, parks, etc., by condemnation proceedings when
they cannot otherwise be obtained, which, under the interurban
laws of the state of Tennessee, cannot be done by a company
incorporated under the laws of another state. The line will operate
in Memphis and Clarksdale and afford connection with the towns
named in the title. Capital stock. $50,000, with the privilege
of increasing as necessary. The incorporators are: R. F. Tate,
Memphis; W. A. Gage, G. W. Agee, J. S. Robinson, Dudley S.
Weaver, H. E. Craft, W. E. Willett. A. Walsh. W. A. Percy.
E. Manigan. M. J. Roach. Walter Goodman. I. D. Block. L. Sam-
bucetti, R. B. Nebhut, H. D. Minor, C. F. Farnsworth and W. C.
Knight.
Denver <£. Greeley Railroad, Greeley, Colo. — Incorporated in
Colorado to build an interurban electric line from Greeley to
Longmont, Loveland, Johnstown, Hillsborough, Ft. Collins, Wind-
sor. Severance and Eaton, with an extension later to Denver.
Surveys for the location of the line will be started at once. For
a portion of the distance the road will run between the Colorado
A: Southern on the west and tne Union Pacific on the east,
traversing the St. Vrain coal fields to Hillsborough, with a branch
from Hillsborough to Ft. Collins on the south and west and to
Greeley on the north and east. Capital stock, $50,000. Incorporators:
John C. Mosher, president; E. J. Decker, first vice-president;
George M. Huston, second vice-president; Mayor Frank J. Green,
H. H. Hake. Greeley. Colo.; J. D. Houseman. J. F. Church, John S.
Flower, Max Strauss. James Williams. H. G. Clark, Denver, Colo.
It is announced that J. D. Houseman, who has supervised the
building of several interurban lines in St. Louis and the west,
will be general manager of the new company and have direct
charge of its construction. It is estimated that the road, when
completed, will cost about $1,000,000.
Open River & Navigation Company, Pendleton, Ore. — Incor-
porated in Oregon to construct and operate steam and electric
lines and power plants and operate steam and sailing vessels.
It rs state.: that most of the route for that portion of the road
to be built first, from Simmons Landing to Holdman on the
Columbia river. lf> miles, has been surveyed and nearly all the.
right of way secured. The territory to be served is in the great
northern wheat belt, and it is estimated that 20,000 tons of wheal
will be made tributary to the line by this route. It is thought
that eventually the line will be extended to Pendleton, about 35
miles. Capital stock. $250,000. Incorporators: E. W. McComas,
G. A. Hartman and C. E. Curry, the latter manager of the
Northwestern Warehouse Company at San Francisco. .1- N. Teal,
Portland, Ore., is attorney for the company.
Paris & Northern Traction Company, Paris, III. — Incorporated
in Illinois to build an electric railway in Edgar and Vermilion conn-
794
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 24.
ties, from Paris to Ridge Farm and Brocton, 111. Capital stock,
$5,000. Incorporators: F. L. Kidder, L. L. Caninne, John J. Cum-
mings, J. E. Parrish, Paris, and George E. Fair, Chrisman, 111.
Quitman Valdosta <£. Thomasville Electric Railway & Power
Company, Quitman, Ga. — This company has applied for a charter
to build a 50-mile interurban line from Valdosta to Blue Springs,
Quitman and Thomasville, Ga. Capital stock, $30,000. Incorpo-
rators: H. L. Young, J. D. Wilson, J. W. Oglesby, Sr., R. C.
Mcintosh and others.
Swannanoa Valley Railway, Black Mountain, N. C, — Incor-
porated in North Carolina to build an electric interurban rail-
way from Asheville to Swannanoa Station, Black Mountain and
other points in the Swannanoa valley. Incorporators: F. T. Meri-
wether, Ed S. Caldwell, P. R. Moale, Hugh L. Barbee, J. M. Chiles
and W. R. Whitson.
Wisconsin & Northern Minnesota Railway. — Incorporated in
Wisconsin to build an electric line from Superior, Wis., to Duluth,
Minn.
Wisconsin Midland Railway. — Incorporated in Wisconsin to
build a 2 y, -mile electric line from Chester to Waupun, Wis. Cap-
ital stock, $30,000. Incorporators: Thomas R. Mercein, Charles
Schley, Ralph M. Friend, Earle C. Juneau, Milwaukee, Wis.;
De Witt C. West, Beaver Dam.
Yankton Southern Railway, Yankton, S. D. — Incorporated in
Oklahoma to build an electric railway from Yankton, S. D., to a gulf
port. Incorporators: Fremont Hill, Jesse Lowman, Thomas B.
Paxton, Alfred Hill, John W. Warrington, William Cooper Procter,
Robert J. Gamble of Cincinnati, and William J. Faulte and Isaac
Piles of Yankton.
TRACK AND ROADWAY.
Americus (Ga.) Street Railway.— This company has obtained a
franchise in Americus and proposes to build a 4-mile street railway
system, to cost about $150,000.
Anderson (S. C.) Traction Company. — It is announced that the
new interurban line from Anderson to Belton, S. C, 10 miles, will
be completed and put in operation by July 1. The trestle over
Broadaway creek was finished last week and the final work is
being done on the construction of the line. J. A. Brock, president.
Auburn & Northern Electric Railroad, Auburn, N. Y.— It is an-
nounced that this company has plans about completed for the ex-
tension of its line from Auburn westward to Seneca Falls and that
work will be started in the near future. Its recently built line to
Port Byron will be formally opened at an early date.
Bellingham, Wash. — It is reported that C. D. Wyman of the
Stone & Webster Engineering Corporation is in this vicinity to
make a final decision on the route of the Seattle -Bellingham inter-
urban line and other lines radiating from Bellingham, which this
company proposes to build. Several routes have been surveyed.
Birmingham (Ala.) Railway Light & Power Company.— The
stockholders have authorized a bond issue of $35,000,000, a part of
the proceeds of which will be used in making extensions and im-
provements.
Boston (Mass.) Elevated Railway.— President W. A. Bancroft
has announced that plans will be filed in two or three weeks for
the company's proposed subway extension to Cambridge. The
report of Consulting Engineer William B. Parsons, recommending
four stations, has been received.
British Columbia Electric Railway, Vancouver, B. C. — This
company expects to build during the next two years about 60
miles of electric railway from Westminster to Chilliwack, B. C.
James Milne, general superintendent.
Brooklyn (N. Y.) Rapid Transit Company. — Two tracks of the
reconstructed line to Brighton Beach, which was rebuilt to
eliminate a number of grade crossings, were opened for traffic on
June 10. The work on this line was described in the Electric-
Railway Review of December, 1906, page 968. The cost of the im-
provements was about $2,000,000, of which half was borne by the
city. The company also expended about $500,000 for the erection
of 10 new brick stations and other improvements. It was an-
nounced that the other two tracks will be in operation in about
two weeks. During the progress of the reconstruction the Brighton
Beach trains have used the tracks of the Long Island Railroad.
Chester (Pa.) Traction Company. — The contract for the re-
building of this company's 70-foot span bridge at Waterville has
been let to the Belmont Iron Works. Philadelphia, Pa.
Columbus (Ind.) Street Railway & Light Company. — This com-
pany has resumed the construction of its extension to East Colum-
bus, Ind., work upon which has been held up by an option on the
property. It is expected to complete the extension in about a
month.
Consolidated Railway, New Haven, Conn. — It is announced that
the proposed extension from Great Barrington to Canaan, Mass.,
will be built this year and that a number of bad curves between
Great Barrington and Pittsfield will be eliminated.
Corning Keuka Lake & Ontario Railroad. — Governor Hughes of
New York has signed a bill validating the charter of this company,
which was incorporated in 1905 to acquire the property and fran-
chises of the Sodus Bay & Corning Railroad, a steam road, which
completed its grade between Savona and Keuka and for several
miles toward Lake Ontario.
Cortland & Auburn Railroad. — The New York railroad com-
mission has granted this company permission to issue a first
mortgage for $1,000,000. The company proposes to build from
Cortland to Auburn, N. Y. W. L. Weber of Philadelphia, chief
engineer.
Cleveland Southwestern & Columbus Railway, Cleveland, O. —
Official advice from this company states that the Mansfield division,
from Seville, O., on the southern division, to Mansfield, 44.24 miles,
has been surveyed for the entire distance. The line will pass
through Seville, Le Roy, Wast Salem, Oak, Nankin, Ashland and
Mansfield. Grading is in progress from Mansfield to West Salem
and the overhead work from Mansfield to Ashland. The Cleveland
Construction Company is the principal contractor. F. T. Pomeroy,
president; Roberts & Abbott, chief engineers, Cleveland, O.
Danville, Ind. — It is reported that Philadelphia capitalists are
interested in a project to build an electric line from Danville to
Rockville, Ind., and that John O. Kain has been engaged in pre-
paring profiles. Incorporation papers are to be filed in a few days.
Enid (Okla.) Street Railway. — This company has opened for
traffic a new line between the Rock Island and Frisco depots, about
a mile long. Several miles of track has been laid and construc-
tion is now in progress on a line to the park northwest of Enid.
Hamstead & Manchester Railroad. — It is stated that an exten-
sion to this company's line from Reisertown, Md., to a connection
with an extension of the Hanover & McSherrystown Railroad in
Pennsylvania is under consideration. If built a through electric
line from Hanover to Baltimore will be afforded.
Indiana Columbus & Eastern Traction Company, Columbus, O. —
It is reported that the line between Columbus and Springfield, O., is
to be reballasted this year and new ties laid. The work of grading
the London cut-off is now almost completed and the placing of
rails will begin in a short time. The cut-off will save five miles
between Columbus and Springfield, and will leave London off the
main line. A car will be run on the spur, however, for the accom-
modation of passengers. The tracklaying of the cut-off and the
ballasting of the road will be done by John T. Adams of Columbus,
who is now engaged on a number of contracts for the company.
Indianapolis Newcastle & Toledo Electric Railway, Newcastle,
Ind. — It is reported that this line from Indianapolis to Newcastle,
Ind., will soon be ready for ballasting. The grade work is rapidly
nearing completion, and the heaviest part of the work will be
completed within two weeks. The heaviest part is the fill west
of Newcastle, across the Blue river valley, and work on this is
progressing satisfactorily. Rails and ties have been distributed
along the right of way, and as soon as the grade is completed
these will be laid. Machinery is being placed in the power house
and the prospects are that cars will be running by the first of
November.
Interstate Electric Railway. — Ernest D. Martin of Kansas City,
Mo., has filed 21 right of way contracts for land south of St.
Joseph, Mo., for the proposed line from St. Joseph to Kansas
City, via Dearborn anil Liberty.
Lake Shore Electric Railway, Cleveland, O. — It is reported that
nearly all the bridges on the Sandusky-Fremont branch are com-
pleted, and between Erlin and Sandusky there remains but four
miles of track to be completed. Grading on the Fremont end of
the line is being hurried and it is expected that cars will be
running between Fremont and Sandusky by July 4.
Lexington (Ky.) & Interurban Railways. — It is reported that
this company has decided to construct its proposed road from
Lexington to Nicholasville, Ky., at an early date. J. P. Pope, chief
engineer.
Louisville & Northern Railway & Lighting Company, New Al-
bany, Ind. — This company, which recently surveyed a line from
New Albany to West Baden and French Lick, via Paoli, again has
its engineers in the field to make the final location. As soon as
this is finished the company expects to let contracts for the con-
struction of the line. It is the intention of the company to build
the line in sections. The first will be from New Albany to Floyd
Knobs, five miles north, which will be a junction point for the
Paoli line and the proposed line to Corydon, which has also been
surveyed, both lines using the same route through the knobs
with a grade not to exceed 3 per cent. The Paoli line will use
the street railway which is controlled by the Louisville & Southern
Indiana Traction Company to reach Louisville, the two companies
being closely allied.
Macon Americus & Albany Electric Railway, Macon, Ga. — It is
reported that the American Engineering Company of Indianapolis.
Ind., has been awarded the contract for the preliminary engineering
on this road, which is to connect the cities named in the title.
G. H. Binkley, chief engineer.
Mexico Santa Fe & Perry Traction Company, Mexico, Mo-
ll. D. Ahlhandt, treasurer, writes that this company will build
an electric railway from Mexico to Perry, Mo., 25 miles, via Molino
and Santa Fe. Surveys have been completed and matters are
being arranged so as to enable contracts for the entire road to
be let within 30 days. S. L. Robinson of Mexico, president; C. O.
Thon, Belleville, 111., chief engineer.
New Orleans (La.) Railway & Light Company.— This company
is making a number of important improvements and extensions
to its city lines. Girder rails are being laid on Carondelet street,
the tracks on Broadway are being moved from the side to the
center of the street, five blocks of new track are to be built on
Villere street, and the rails in Royal street will be replaced by
girder rails.
New York Auburn & Lansing Railroad, Auburn, N. Y.-We are
June 15, 1907.
ELECTRIC RAILWAY REVIEW
T'.i:
advised that the type of soldered bond to be used on the 36 miles
of third rail now being built by this company, from Auburn to
Ithaca, N. Y., has not yet been decided.
Northern Texas Traction Company, Ft. Worth, Tex. — It is an-
nounced that the work <>f enlarging and double-tracking the bridge
over the Trinity river in Dallas, Tex., will be completed by Au-
gust 1.
Omaha & Council Bluffs Street Railway, Omaha, Neb. — Vice-
President Gurdon W. Wattles and General Manager W. A. Smith
have announced to the Commercial Club of Council Bluffs that
the extension to the Iowa School for the Deaf will be built this
year and that construction will probably begin within a month, or
as soon as the company finishes with the work on the city lines
that must be done before the streets in question can be paved
by the city.
Paris (III.) Traction Company. — It is announced that this com-
pany will extend its lines to Champaign. 111., as soon as financial
arrangements can be made. The road will pass through Chrisman,
about 13 miles north of Paris, Edgar, Brocton, Hume, Metcalf
and Ridge Farm. F. L. Kidder is president.
Philadelphia Valley Forge & Suburban Railroad. — This road,
recently incorporated in Pennsylvania, is one of several electric
lines forming the Valley Forge System of railroads, which, when
completed, will be about 30 miles long. The Philadelphia Valley
Forge & Suburban division will extend from Philadelphia to Fair-
view, about six miles. Edward W. Johnson, secretary, writes that
this system will be a high-speed third-rail electric line, extending
from Philadelphia to the borough of Phoenixville. It will pass
through the village of Valley Forge and will be constructed entirely
on private right of way, fenced in and without grade crossings.
L. Knowles Perot, president; Edward W. Johnson, secretary and
treasurer. Principal office, 2129 Land Title building, Philadelphia.
Pentwater, Mich. — A. Gifford of Pentwater is president of a
company which proposes to build a line from Ludington to Grand
Rapids, by way of Pentwater. The right of way is being cleared
preparatory to commencing construction work'.
Portland & Northern Railroad, Portland, Me. — William M.
Sturges, general manager and chief engineer, Preble house, Port-
land, Me., writes that surveys for this company's third-rail line,
which will extend from Portland to Bridgeton, Me., 40 miles, are
completed from Portland to Raymond, 14 miles. The line will
start at Morrill's Corners in Portland, and pass through Windham,
Raymond, Casco and Naples to Bridgeton. Sturges & Co., Scran-
ton, Pa., have the contracts for grading, etc. Contracts for power
houses, cars, steel rails, electrical equipment, etc., are to be let.
Howard Winslow, president, Portland; S. O. Hancock, vice-presi-
dent, Casco; H. L. Forhan, treasurer; L. Barton, secretary; William
M. Sturges, chief engineer and general manager, Portland, Me.
All communications should be addressed to W. M. Sturges at Port-
land.
Rainier Electric Company, Portland, Ore. — This company has
been organized to build an electric railway from Portland to
Rainier, Ore. Capital stock, $25,000. Alexander Sweet, Carleton
Lewis and W. C. Morris are interested.
Rochester Syracuse <£. Eastern Railroad, Syracuse, N. Y. — The
New York railroad commission has authorized an increase of the
common stock from $3,500,000 to $6,000,000. which will make the
total capital stock of the company $8,500,000. The company pro-
poses to build an electric railway from Rochester to Syracuse, N. Y.
The first section, from Rochester to Lyons, 36 miles, has been
in operation for several months and construction is now in progress
from Rochester to Port Byron, 21 miles.
San Diego (Cal.) Electric Railway. — A franchise has been
granted by the city council for the Point Loma line and the com-
pany is preparing to begin construction within a few days. The
line, which will be owned by the Point Loma Electric Railway
Company, but will be built and operated by the San Diego com-
pany, extends from Winder and India streets, San Diego, through
Roseville, Carlson canyon and Point Loma to Ocean Beach.
San Franciso, Cal. — It is reported that Richard Hotaling, W. M.
Rank and their associates have made a deal with a Baltimore syn-
dicate by which an electric railroad system Is to be built in Marin,
Sonoma, Napa and Lake counties, with ferryboat connection with
this city. The deal includes the purchase of the Petaluma &
Santa Rosa Railway. The undertaking involves an expenditure of
between $10,000,000 and $15,000,000. Hotaling, Rank and their
associates already have a terminal on Richardson's bay, just across
from Sausalito, and they have made surveys from it to San Rafael,
thence to Novato and Napa, and thence to Lakeport. The pro-
posed road will embrace an extension of the Petaluma line north-
ward into the Healdsburg & Cloverdale country. Ultimately it
will be extended into Lake county.
San Francisco Vallejo & Napa Valley Railway, Napa, Cal. —
It is reported that 900 tons of rails and other material have
arrived for the construction of the road from Napa to St. Helena,
Cal., lv miles. The present shipment of rails will be used on
the section from Napa to Oakville, 12 miles, which has been
graded. This company is a subsidiary of the Vallejo Benicia &.
Napa Valley Railroad, which now has a line in operation from
Vallejo to Napa, 17 miles, organized to build the extension to
St. Helena. C. H. Wallace, chief engineer.
Sand Mountain Electric Company, Albertville, Ala. — John I.
Ray, president of the Albertville Realty Company, writes that this
company proposes to build an electric railway from Scottsboro to
Gadsden, Ala., 55 miles, via Gadsden, Alabama City, Attalla, Fen-
Ian, Boaz, Albertville, Short Creek and Langston. Contracts an
to be lei I'm]- power plant, .lams, flumes and transmission lines.
E. O. McCord, president.
Southwest Missouri Railroad. Webb City, Mo. — The contract
for the construction of the 650-foot steel-frame viaduct which
this company will build over the junction of the Missouri Pacific
and the St. Louis & San Francisco railroads for the use of its
proposed interurban lino, has been lei to the Midland Bridge Com-
pany, Kansas City, Mo. The structure will be located about :•',
miles from Joplin and will rest upon concrete abutments. A. h".
Rogers, president, Webb City, Mo.
St. Helens Public Service Company. — This company has filed
suit against the state of Washington to appropriate a right of
way for a flume and dam on the Toutle river to supply power
for its proposed electric line from Portland through Cowlitz, Clarke
and Skamania counties. Dr. H. W. Coe of Portland, Ore., is
reported as interested in the company.
St. Louis Terre Haute & Quincy Traction Company. — E. E.
Barclay of Springfield, 111., secretary, and B. F. Darnell of St.
Louis, Mo., right of way man, were in Quincy, 111., recently in the
interest of the company and expressed their intention of applying
soon for a franchise to enter the city. The company proposes to
build from Terre Haute, Ind., to St. Louis and Hannibal, Mo., but
the present intention is to build from Terre Haute to Quincy, via
Taylorville, and to extend the line later. Surveys are being made.
Charles H. Lawrence is chief engineer.
Texas Traction Company, Dallas, Tex. — A contract has been
let to the Southwestern Bridge Company for the erection of 12
bridges on the line between Dallas and Sherman, Tex.
Topeka (Kan.) & Southwestern Railway. — This company has
purchased all the property of the Topeka Eskridge & Council
Grove Railway, which proposed to build from Topeka to Council
Grove, Kan., and will build the line. It is proposed to use Strang
gasoline-electric motor cars. W. L. Taylor, president.
West Penn Railways, Pittsburg, Pa. — Construction work on this
company's proposed extension from Footedale to Brownsville, Pa.,
9V2 miles, will be started in about two weeks and will be ready
for laying the rails about November. The Crossan Construction
Company, Philauelphia, has a contract for grading and masonry
work.
Western Massachusetts Street Railway, Westfield, Mass. — Sur-
veys have been completed for an extension from Huntington to
Lee, Mass., to connect at Lee with the Berkshire Street Railway.
H. C. Page, general manager, Springfield, Mass.
Winona Interurban Railway, Winona Lake, Ind. — It is stated
that the Warsaw-Peru extension is to be completed by January 1.
The route includes Mentone, Chili, Gilead and Akron, and is 44
miles long. The first 10 miles out of Peru has been in operation
for some time and work is to begin at once at the Warsaw end on
the construction of the remainder. The rails, ties and other ma-
terial have been contracted for and much of the material is already
on the ground. A double-track viaduct 80 feet long is to be built
in Warsaw and the Pennsylvania tracks will be crossed overhead
and the New York Chicago & St. Louis tracks by a subway. The
final survey for the line from Warsaw to Ft. Wayne has been
started. S. C. Dickey, general manager.
York County Traction Company, York, Pa. — Dodge & Day, en-
gineers and constructors, Philadelphia, have commenced work on
the extension from York to Hanover, Pa., about 20 miles. A large
force of men is at work and rapid progress is being made.
POWER HOUSES AND SUBSTATIONS
Birmingham (Ala.) Railway Light & Power Company. — It is
announced that this company has authorized a bond issue of
$35,000,000, a part of the proceeds of which will be used to erect
a power house at a cost of $1,500,000. Other extensive improve-
ments will be made to the properties of this company.
British Columbia Electric Railway Company, Vancouver,
B. C. — It is stated that this company has recently let contracts
for the construction of a tunnel 400 feet long, 14 by 9 feet in area.
The tunnel is to be driven through solid granite. A contract was
also let for two 64-inch steel pipe lines. 1,200 feet long, and two
wooden pipe lines, 800 feet long and 60 inches in diameter. A
contract was let to the Pelton Water Wheel Company for a
10,000-horsepower impulse wheel and a contract was awarded to
the Canadian General Electric Company for one 5,000-kiluwatt
generator, three 2,500-kilowatt step-up transformers, 2,000 to 20,000
volts; three 1,000-kilowatt step-down transformers, 20.000 to 2,000
volts. Contracts are to be let in about a week for a 150 by 40
foot granite extension to its power house at Lake Buntzen, also
for the erection of a reinforced concrete transformer building,
75 by 35 feet.
Freeport (III.) Railway Light & Power Company. — It has been
announced that this company will erect a new power house and
improve its lighting and street railway service in the near future.
Illinois Traction Company, Champaign, III. — II is announced
that this company is about to make extensive improvements to
its generating plant at Bloomington. 111., by the addition of a Hum-
bei of boilers and the erection of a new stack. It is stated thai
Stirling boilers will be installed.
Terre Haute Indianapolis & Eastern Traction Company. — This
company is installing a boiler and steam turbine in its power
house at Spring Lake, Ind. The latter is located on the old
Indianapolis & Eastern line.
79G
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 24.
Personal Mention
Mr. C. F. Richardson has been appointed superintendent of the
Lincoln (111.) Railway & Light Company, to succeed Acting Super-
intendent Thorp.
Mr. Daniel Franciscus has been appointed superintendent of
the Carlisle & Mt. Holly Railway at Carlisle, Pa., succeeding Mr. C.
Faller, resigned.
Mr. J. Jordan, heretofore superintendent and park manager of
the Cleveland Painesville & Eastern Railroad, Willoughby, O.,
has been appointed general manager.
Mr. William McGee of Pittsburg, Pa., has been elected presi-
dent of the Cincinnati Toledo & Detroit Short Line Railway of
Toledo, O., to succeed Mr. J. M. Morgan of Toledo, resigned.
Mr. Thomas Lowry. president of the Twin City Rapid Transit
Company of Minneapolis, Minn., who has been in the southwest
during the winter and spring, has returned to Minneapolis.
Mr. J. M. Bramlette. general superintendent of the Michigan
United Railways Company, with headquarters at Lansing, Mich.,
has been appointed general manager of the company, as announced
in last week's issue of the
Electric Railway Review,
to succeed Mr. James R.
Elliott, who will, how-
ever, retain his position
as vice-president. Mr.
Bramlette has had a long
experience with electric
railway companies in
various capacities. He
was born in Louisville,
Ky., October 24, 1S61.
and began his railway
career in 1890 with the
Sprague Electric Com-
pany of St. Louis at the
time the Lindell Railway
was being electrified. In
the latter part of 1890
he entered the service of
Thomson & Houston, who
were engaged in the work
of electrifying the lines
of the Union Depot Rail-
win- Company, where he
remained until February,
1891, when he accepted
a position with the East
J. M. Bramlette. St. Louis Railway at East
St. Louis. He remained
with this company 11 years, serving successively as master me-
chanic, claim agent and assistant superintendent. In 1902
he was appointed general manager of the St. Louis & Belleville
Railway and the St. Louis Belleville & Suburban Railway, which
operated two double-track electric lines between St. Louis and
Belleville. Early in 1903 these roads, together with the city lines
of the East St. Louis Electric Railway, the Mississippi Valley
Transit Company and the Collinsville Caseyville & East St. Louis
Electric Company were merged, and Mr. Bramlette was appointed
general superintendent of the combined properties, now known
as the East St. Louis & Suburban Company. In May, 1905, he
was appointed general manager of the Philadelphia & Western
Railroad at Philadelphia, Pa., where he remained one year, resign-
ing in May, 1906, to become general superintendent of the Michi-
gan United Railways Company's extensive interurban system, with
entire charge of its city properties in Kalamazoo, Jackson and
Lansing, and its interurban lines operating between Battle Creek
and Kalamazoo, Battle Creek and Jackson and between Lansing
and St. Johns — comprising in all about 200 miles of track. Mr.
Bramlette's present appointment as general manager was effective
on June 1.
Mr. Joseph D. Crafton has been appointed superintendent of
the United Railways Company of St. Louis, Mo., succeeding Mr.
James F. Davidson, resigned. Mr. Crafton has been heretofore
chief clerk to Mr. Davidson.
Mr. R. L. Koehler of Wilkesbarre. Pa., has been appointed
superintendent of the Northern Electric Street Railway of Scranton.
Pa., and Mr. J. C. Meixell of Camden, N. J„ has been appointed
superintendent of transportation.
Mr. George S. Binkley, formerly chief engineer and construc-
tion manager of the Monterey (Mexico) Railway Light & Power
Company, has been appointed manager of the Douglas Copper
Company's mining properties at Sonora, Mexico.
Mr. Samuel B. McLenegan, heretofore superintendent of the
Los Angeles (Cal.) Interurban Railway and the Pacific Electric
Railway, has been appointed to a similar position with the Central
California Traction Company, Stockton, Cal.
We are officially advised by Mr. A. R. Moore, president and
manager of the Escanaba (Mich.) Electric Street Railway, that
no successor has been appointed in place of Mr. A. L. Gillette,
who recently resigned as superintendent and electrical engineer to
accept a similar position with the Sterling Dixon & Eastern Elec-
tric Railway, Sterling, 111. The office of superintendent has been
abolished and the office of general inspector and storekeeper has
been created, to which position Mr. D. P. McRae, formerly con-
ductor, has been promoted.
Mr. L. H. Kiduer, who has heretofore been connected with the
Westinghouse Electric & Manufacturing Company, has been ap-
pointed superintendent of motive power of the Pittsburg & Butler
Street Railway of Pittsburg, Pa., and the Butler Passenger Rail-
way of Butler, Pa.
Mr. G. J. Anderson, for the past eight years assistant to
General Manager P. F. Sullivan of the Massachusetts Electric
Companies, has resigned to become associated with the Electric-
Bond & Share Company, New York City. Mr. Anderson will be
secretary to the vice-president of the company.
Mr. F. J. Stout, general manager of the Lake Shore Electric
Railway, Norwalk, O., has been appointed a member of the
"Standardization" committee of the Central Electric Railway Asso-
ciation, in place of Mr. R. C. Taylor, who has been appointed chair-
man, to succeed Mr. W. H. Evans, resigned.
Mr. Samuel McRoberts, treasurer of Armour & Co., Chicago,
has been elected president of the Illinois Tunnel Company, which
operates the Chicago subway, to succeed Mr. Albert G. Wheeler, re-
signed. Mr. W. J. C. Kenyon. who also represents Armour in-
terests, has been elected general manager of the company.
Mr. George R. Sheldon of New York has oeen elected president
of the Philadelphia & Western Railway Company, which has been
formed as a reorganization of the Philadelphia &. Western Rail-
road. The other officers elected are: Vice-president, Thomas
Newhall; secretary and treasurer, Da vies Murdoch.
Mr. Henry W. Frund, heretofore for many years manager and
director of the Vincennes (Ind.) Light & Power Company, has
been appointed manager of the Salisbury & Spencer Railway of
Salisbury, N. C., in charge of the electric railway between Salis-
bury and Spencer, and the gas and electric properties in those
towns.
Mr. J. H. Brennand, superintendent of the Sidney division of
the New South Wales Government Tramways. Sidney, Australia,
in company with Mr. John Mitchell of Auckland, New Zealand, is
making an exhaustive study of the prominent electric railway sys-
tems of the United States, with especial regard to their methods
of reinforced concrete construction.
Mr. Wesley Wentworth, for the past year and a half general
superintendent of the Houston Electric Company at Houston, Tex..
has resigned, effective at once, to devote his attention to business
matters in the east. Mr. Uriah Foss, whose title will be superin-
tendent of transportation, has been appointed to succeed Mr.
Wentworth. Mr. Foss formerly held a similar position with the
Connecticut Railway & Lighting Company at New Britain. Conn.
Mr. L. F. Loree, whose portrait is presented herewith, was
on June 1 elected president of the United Traction Company of
Albany. N. T., and the Hudson Valley Railway of Glens Falls,
N. T., to succeed the late
David Willcox, as pre-
viously reported in the
Electric Railway Review.
Mr. Loree was born at
Fulton City, 111., on April
23, 1858, and entered rail-
way service in 1877 as
assistant in the engineer-
ing corps of the Pennsyl-
vania Railroad. He re-
mained with the Pennsyl-
vania for two years and
was for a time connected
with the engineering de-
partments of the United
States army and of the
Mexican National Rail-
way. He then returned
to the Pennsylvania Rail-
road and held various po-
sitions in the engineering
and operating depart-
ments. From January 15,
1S96, to January 1, 1901,
he was general manager
of the Pennsylvania Lines
West of Pittsburg, and
from January 1 to June 1,
1901, fourth vice-president
of the same lines. From June 1, 1901, to January 1, 1904, he was
president of the Baltimore & Ohio Railroad, and from January 1
to October 4, 1904, he was president of the Rock Island Company
of New Jersey. He was elected to the presidency of the Delaware
& Hudson Company following the resignation of David Willcox,
in April of this year. Mr. Loree's headquarters are in New
Tork City.
L. F. Loree.
Obituary.
Charles K. Stearns, who has been assistant engineer in
the electrical department of the Nantasket branch of the New York
New Haven & Hartford Railroad, died recently. He was about 44
years of age and was a graduate of the Massachusetts Institute of
Technology. He also was a member of the American Institute of
Electrical Engineers and of the American Society of Mechanical
Engineers and for some time past has acted as consulting engineer
for a number of street railways.
June 15, 1907.
ELECTRIC RAILWAY REVIEW
791
Financial News Manufactures and Supplies
American Railways Company, Philadelphia. — An issue of $2,500,-
000 of 5 per cent bonds has been sold to Bioren & Co., E. C. Miller
& Co. and Xewburger, Henderson & Loeb of Philadelphia. The
bonds are dated April 1. 1907, and will mature on April 1, 1917.
but are subject to call at 102 at any interest period. They are
secured by a deposit of $1,475,000 out of a total of $1,500,000 stock
of the Altoona & Logan Valley Electric Railway. Altoona, Pa., and
$1,975,000 out of a total of $2,000,000 stock of the Scranton (Pa.)
Railway.
Birmingham (Ala.) Railway Light & Power Company. — Stock-
holders authorized on June 8 a bond issue of $35,000,000. This issue
will be used to refund outstanding bonds and to provide for ex-
tensions and improvements.
Chicago Electric Traction Company. — A decree of foreclosure
and sale was entered in the United States circuit court at Chicago
on June 11. The upset price is $300,000. The road operates 30
miles of track from Sixty-third street and South Park avenue.
Chicago, to Morgan Park, Blue Island, "West Harvey and Harvey.
It has been in the hands of a receiver since June 13, 1900.
Chicago Subway Company. — J. Ogden Armour and interests
affiliated with him are now in control of this company. Samuel
McRoberts, treasurer of Armour & Co., has been made president
of the Illinois Tunnel Company, the operating company, succeeding
Albert G. Wheeler. Mr. McRoberts was also elected a director to
succeed P. A. Valentine, and Mr. Armour was made a member of
the board. W. J. C. Kenyon, vice-president and general manager
of the union stockyards, Omaha, was elected general manager of
the tunnel company. An active campaign for development of the
property will be undertaken.
Metropolitan Street Railway, Kansas City. — Gross earnings
for the six months ended May 31 were $3,943,639.
Northwestern Elevated Railroad, Chicago. — It is expected that
a block of first mortgage 4 per cent bonds will be sold in order to
complete the payment for construction of the Ravenswood exten-
sion.
Oneida (N. Y.) Railway. — Notice is given that stockholders of
this company will vote on June 22 on a recommendation to increase
the capital stock from $15,000 to $2,000,000. The company has
electrified and will operate a third-rail line between Syracuse and
Utica, N. T.
Philadelphia & Easton Railway. Doylestown, Pa. — The property
of this company was purchased at foreclosure sale at Doylestown
on May 31, for $100,000, by Carroll R. Williams of Philadelphia, on
behalf of the bondholders' committee.
Philadelphia & Western Railway. — This company has been or-
ganized as successor of the Philadelphia & Western Railroad, which
was foreclosed recently. An issue of $20,000,000 bonds will be
authorized, of which $4,000,000 will be outstanding and $16,000,000
will be reserved for permanent improvements and extensions. There
will be $600,000 preferred stock and $3,400,000 common stock. The
directors are: George R. Sheldon. Randolph Rodman. James H.
Brewster, Jr., Thomas Newhall. William H. Sims. W. Robinson
Molinard and Joseph S. Clark. The officers are: President. George
R. Sheldon; vice-president, Thomas Newhall; secretary and treas-
urer, Davies Murdoch.
Sheboygan Heat Light & Traction Company. — The property of
this company has been merged with the Milwaukee Northern
Railway, which is under construction.
Trenton Lakewood & Atlantic Railway. Trenton, N. J. — John M.
Dickinson was appointed receiver of this property at Trenton, N. J.,
on June 5, in the suit instituted by Peter Schlicher.
Whatcom County Railway &. Light Company, Bellingham,
Wash. — This company has canceled the $300,000 authorized issue of
preferred stock, of which $220,000 was outstanding. The $750,000
outstanding common stock remains unchanged.
York County Traction Company, York, Pa. — This company has
acquired $1,087,000 of its 5 per cent bonds out of a total of $1,213,000
outstanding. The remaining $126,000 will be called at 110 and in-
terest. It is reported that the payment of these bonds is pre-
liminary to the organization of a holding company and the creation
of a new mortgage.
ROLLING STOCK.
Dividends Declared.
Boston Suburban Electric Companies, preferred, quarterly, 75
cents.
Continental Passenger Railway. Philadelphia, 6 per cent.
Interborough-Metropolitan Company, preferred, quarterly. llt
cnt.
Interborough Rapid Transit Company, quarterly. 2'« per cent.
Lynchburg (Va.) Traction & Light Company. 1% per cent.
Manhattan Railway, New York, quarterly, 1% per cent.
Maryland Electric Railways, Baltimore, 2 per cent.
Portland (Ore.) Railway Light & Power Company, preferred,
quarterly, m per cent.
Puget Sound Electric Railway, Tacoma. Wash., preferred, 3
per cent.
l;..anoke (Va. > Railway & Electric Company, 3 per cent.
Union Traction Company. Philadelphia. 2V4 per cent.
United Traction & Electric Company. Providence, quarterly.
l'i per cent.
Interstate Railways Company, Philadelphia, Pa., is reported
to be in the market for 25 double-truck cars.
Rio de Janeiro Tramways Company, Rio de Janeiro. Brazil.
S. A., has placed an order for one double-truck car.
Wetzel & Tyler Railroad Company, New Martinsville. W. Va..
is in the market for two second-hand cars, ready for service.
British Columbia Electric Railway Company, Limited, Van-
couver, B. C, expects to build 15 city cars. 6 large interurban
cars and 3 shunters.
Toledo Port Clinton & Lakeside Railway, Toledo, O.. has
ordered Ave 36-foot flat cars of 50,000 pounds capacity from the
Hicks Locomotive & Car Works.
Bayou Teche Railway Company, New Orleans, La., under con-
struction, is in the market for 12 to 14 double-truck cars. F. A. C.
Perrine, president, 60 Wall street. New York, N. T.
Texas Traction Company, Dallas. Tex., has ordered 25 cars
from the St. Louis Car Company, in addition to the 15 interurban
cars reported in the Electric Railway Review of May 11.
East Shore & Suburban Railway, Richmond. Cal., has ordered
two double-truck cars from the St. Louis Car Company, and. it is
reported, will be in the market for a few more in the near future.
Cedar Rapids & Iowa City Railway & Light Company, Cedar
Rapids, la., is figuring on 25 stock cars, 5 box cars and 5 fiat cars.
These are for steam railway service and will be of 60,000 pounds
capacity.
Dimitri Lichatscheff, machinery agent. Odessa. Russia, is
asking prices on double-truck cars for electric service. The cars
must provide for first and second class below and for third class
above and be of the latest tj-pe and construction.
Buffalo & Lake Erie Traction Company, Buffalo. N. T.. the
operation of which will begin early in the year of 1908, has placed
an order with the Cincinnati Car Company for twenty-five 60-foot
interurban passenger coaches. Joseph B. Mayer is president and
J. C. Calisch is general manager.
Public Service Corporation of New Jersey, Newark. N. J., as re-
ported in the Electric Railway Review of May IS. has placed an
order with the Cincinnati Car Company for 200 large semi-con-
vertible double- truck cars. The delivery of these cars is to begin
on October 1, 1907, and extend into the first six months of 18
Whatcom County Railway <£. Light Company, Bellingham.
Wash., as reported in the Electric Railway Review of June i. has
placed an order with the Jewett Car Company for two single-truck
cars for June. 1907, delivery, and with its own shops for one
double-truck express car for August delivery, and one locomotive
for July delivery. The specifications call for the following details:
Passenger Cars.
Seating capacity.. 30 passengers
Weight 16,000 lb.
Wheel base 8 ft. % in.
Length of body 19 ft.
Over vestibule ..31 ft. V£ in-
Over all 32 ft. u in.
Width, inside 6 ft. 9 in.
Over all 7 ft. S in.
Height, track to trolley base
11 ft. 3 in.
Body Wood
Underframe Wood
Express Car.
Weight 34.000 lb.
Wheel base 4 ft. 6 in.
Length of body 40 ft.
Over all 43 ft.
Width, inside 7 ft. S in.
Over all 8 ft. 6 in.
Body '
Underframe V
Locomotive.
Weight 100,000 lb.
Wheel base 4 ft. 6 in.
Length, over all 33 ft.
Height, track to trollev base
12 ft.
Body and underframe. .. .Wood
Special Equipment.
Brakes — National Electric and
Westinghouse.
Bolsters Co. standard
Couplers, express Brill
Locomotive Tower
Destination signs, passenger. .
Monitor
Fenders Co. standard
Gears and pinions Falk Co.
Headlights, passenger
Crouse-Hinds
Express car Syracuse
Utah Light & Railway Company, Salt Lake City. Utah, is in
the market for 62 double-truck cars. In the Electric Railway
Review of March 16 this company was reported as contemplating
the purchase of 50 double-truck cars for city service.
Mexico Santa Fe & Perry Traction Company, mentioned in
the Electric Railway Review of June 8 as being in the market for
new cars, should have had Mexico, Mo., for the address of Mr.
Hand brakes. .Jewett — St. Louis
Interior finish, passenger.. Cherry
Motors, passenger 2 GE-67
Express 4 GE-67
Locomotive 4 GE-90
Paint Sherwin-Williams
Sanders Air
Trolley poles and attachments
United States
Seats, passenger... Longitudinal
Trucks Brill
TitS
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 24.
S. L. Robison, president and general manager, instead of Mexico,
Mex.
Houston Electric Company, Houston, Tex., as reported in the
Electric Railway Review of May 18, has ordered 10 semi-convertible
passenger cars from the St. Louis Car Company for October de-
livery. The cars are to measure 28 feet long, S feet 9 inches wide,
and 9 feet 6 inches high, inside measurements.
SHOPS AND BUILDINGS.
British Columbia Electric Railway, Vancouver, B. C. — This
company is building an addition, 68 by 400 feet, to its car house at
Vancouver.
Chicago South Bend & Northern Indiana Railway, South Bend,
Ind. — It is reported that the board of public works of Michigan
City, Ind., has approved the plans for a terminal station.
Evansville (Ind.) & Eastern Electric Railway. — Ground was
broken last week for a new car house at Hatfield, Ind.
Grand Rapids Grand Haven & Muskegon Railway, Grand Rap-
ids. Mich. — At a recent meeting of the directors it was decided
to rebuild at once the car sheds at Muskegon that were burned
last spring.
Indiana Columbus <£. Eastern Traction Company, Columbus,
O. — This company and the Columbus Delaware & Marion Railway
of Columbus, O., have leased property in the rear of the present
interurban station on West Gay street, Columbus, for erecting
additional freight station facilities.
Pacific Electric Railway, Los Angeles, Cal. — It is announced
that as soon as the work of double-tracking this company's line
from Arcadia to Monrovia is completed, construction work on its
proposed new waiting station at Monrovia will be started. The
building probably will be ready for occupancy about November
1 next.
Portland (Ore.) Railway Light <£. Power Company. — Architects
and engineers are now engaged in perfecting the plans for the new
7-story central station and office building, to be erected on the
block bounded by First, Second, Pine and Ash streets, and it is
expected that the work of tearing down the present buildings
occupying the site will be started within 90 days.
Scranton (Pa.) Railway. — President J. J. Sullivan has an-
nounced that work will begin shortly on the new car house and
shops that are to be built on a site that was secured some time
ago.
Springfield (III.) Consolidated Railway. — Construction has been
started on the new car house just south of lies Park, Springfield,
and it is expected to complete it by fall. The building will be of
brick and concrete construction and will be 216 by 120 feet, to
accommodate 45 cars. The building will be fireproof, and it is esti-
mated will cost about $45,000.
Warren (Pa.) Street Railway. — This company is reported to
have decided to build a new car house at Warren, to replace
the one that was destroyed by fire last year.
TRADE NOTES.
Browning Engineering Company, Cleveland, O., has increased
its capital stock from $500,000 to $S50,000.
Allis-Chalmers Company, Milwaukee, Wis., announces the re-
moval of its office in Seattle, Wash., to 115 Jackson street, where
G. W. Pulver, district manager, is in charge.
Otto E. Falch, Jr., who has been chief engineer of the Pacific
coast department of the Otis Elevator Company, has opened offices
at 850-852 Monadnock building, San Francisco, Cal., as consulting,
electrical and mechanical engineer.
Carl A. Strom, formerly with the Bucyrus Company, South
Milwaukee, Wis., has been appointed mechanical engineer of
the steam shovel and dredge department of the American Loco-
motive Company, with headquarters at Richmond, Va.
W. H. Cowell has been elected secretary and treasurer of the
Wellman-Seaver-Morgan Company, Cleveland, succeeding A. D.
Hatfield, resigned. Mr. Cowell is from Sault Ste. Marie, where he
was formerly associated with W. M. Sawyer, president of the
Wellman-Seaver-Morgan Company.
Ridgway Dynamo & Engine Company, Ridgway, Pa., has
reorganized its sales department. H. A. Otterson, heretofore
assistant superintendent, is now sales manager, with R. C. Eccles-
ton as assistant. This department will control all the agencies
and advertising of the company.
Anguera Lumber Company, Chicago, whose business heretofore
has been almost exclusively the furnishing of building material to
steam railways, is now specializing on lumber for street railways
and interurban lines. Tne company has offices in Seattle, Wash.,
Hattiesburg, Miss., and Poplar Bluff, Ind.
Joseph Dixon Crucible Company, Jersey City, N. J., on May
31 held a special meeting of its directors to take action on the
death of John A. Walker, vice-president and treasurer of the com-
pany. George T. Smith was elected vice-president; George E.
Long, treasurer; and Harry Dailey a director and secretary.
B. F. Sturtevant Company, Boston, Mass., advises that the
Boston Elevated Railway Company, Lincoln power station, Bos-
ton, and the Wood Worsted Mills, Lawrence, Mass., have recently
placed repeat orders with them for new metal-to-metal fuel
economizers, a special form having been furnished in the case of
the Boston Elevated Railway Company to meet that company's
particular requirements.
C. C. Chappelle, who for the last two years has represented the
Westinghouse Machine Company in Denver, on May 1 assumed the
position of western sales manager, with general charge of the com-
pany's business in Chicago and all the territory west.
American Car & Foundry Company, St. Louis, Mo., on June
12, it is reported, placed a contract for the construction at Gary,
Ind., of the largest plant in the United States devoted to the
manufacture of steel passenger and freight cars. It is stated the
plant will occupy a site of 170 acres and will have a capacity of
125 to 150 cars a day.
Thomas H. Simpson has been elected president of the Michi-
gan Malleable Iron Company, Detroit, to succeed the late William
C. McMillan. Mr. Simpson, who has been treasurer and general
manager of the company, still retains the duties of treasurer.
Philip H. McMillan continues as vice-president and George M.
Black as secretary.
Johnson-Kennedy Electric Company, Cincinnati, O., has been
organized by Claude Johnson, who has been connected with the
Creaghead Engineering Company for the past 10 years. The new
company is capitalized at $10,000 and has quarters at 244 East
Fifth street, where it will conduct a general electric supply
business. J. M. Kennedy, president and treasurer; Claude John-
son, vice-president and general manager.
Central Inspection Bureau, New York City, maintains an or-
ganization for consultation, tests and inspection in the matter of
railway, bridge and builders' equipment, iron, steel and lumber.
The general offices are located at 17 State street. New York, and
branch offices are maintained at Philadelphia, Detroit, Macon, Ga.,
and Middletown, Pa. The officers are: H. A. Clark, president;
John E. Cobaugh, vice-president and treasurer; and T. C. Ashen-
felter, secretary.
Arnold Company, Chicago, has added to its engineering staff
J. E. Moore, who for the past five years has been electrical en-
gineer for the city of Davenport, la. After graduating from Pur-
due University Mr. Moore became connected with the Sprague
Electric Company, where he was engaged in electric railway in-
stallation and operation. Later he entered Princeton University,
doing advanced work in electrical engineering, and in 1S99 received
the honorary degree of doctor of science.
Conley Frog & Switch Company, Memphis, Tenn., incorporated
in March with $200,000 capital stock, has purchased three acres
of land, on which to erect a steel and concrete building, 70 by 200
feet. It will be equipped with pneumatic tools for the manufac-
ture of crosses, switches, switchstands, rail braces, etc. The plant
will be operated by electricity and will probably be completed
by August 1. J. E. Conley. president; B. S. Randle, vice-presi-
dent; Frank J. Callahan, secretary-treasurer.
R. E. Coleman has been appointed assistant superintendent of
the American Brake Shoe & Foundry Company, with jurisdiction
over all its works. His headquarters will be at Mahwah, N. J. Mr.
Coleman has been superintendent of the company's East Buffalo
(N. Y.) plant. He came to Buffalo from Chicago about 10 years
ago to take charge of the Depew works of the Union Car Company
and has been with the American Brake Shoe company several years.
Nathaniel McAfee succeeds Mr. Coleman as superintendent at East
Buffalo.
Arthur O. Einstein, until recently sales manager for the Chi-
cago branch of the Manhattan Electrical Supply Company, has
opened an office and storeroom as electrical manufacturers' agent
at 103 West Adams street, Chicago, where he will carry in stock
the goods of manufacturers represented by him. He at present
represents the Trio Manufacturing Company of Rock Island, 111.,
which manufactures knife switches and inclosed fuses, and other
lines will be added by him as fast as possible. Mr. Einstein has
had 12 years' experience as traveling salesman through the central
states and has a large circle of acquaintances.
Yale & Towne Manufacturing Company, New York City, ex-
hibited at the conventions of the Master Car Builders' and Master
Mechanics' associations, now being held at Atlantic City, the
following: Portable electric hoists equipped with graduated speed
controllers for careful handling of material and close adjustment of
parts, when assembling or placing in machines; 20-ton triplex
chain block, enabling one man to lift a 20-ton load; 1-ton triplex,
duplex and differential chain block in operation under service con-
ditions; quick speed chain blocks for rapid handling of light loads;
overhead I-beam trolleys for use with hand and electric hoists;
crane models and photographs of installations. The representa-
tives of the company in attendance at the conventions are: F. A.
Hall, E. J. Ford, H. E. Dickerman, William Hazleton, R. T. Hodg-
kins and C. W. Beaver.
Ohio Brsss Company, Mansfield, O., announces that, manu-
facturers of overhead line material have recently made an arrange-
ment with the manufacturers of bare copper wire to adopt a
standard cross section for grooved wire, which will be known as
the American standard grooved wire. This arrangement is to
go into effect in the near future. The advantages of such an ar-
rangement are obvious. Heretofore, wire manufacturers have all
held to different shapes of cross section for grooved wires, making
it impossible for the manufacturers of line material to design
standard types of ears and clamps to exactly fit the various shapes
of grooved wire. Under the new regulation it will be possible
to standardize these devices to fit accurately the American stand-
ard grooved wire. While wire manufacturers will be able to
furnish the shapes of .wire hitherto made, the American standard
June L5, 1907.
ELECTRIC RAILWAY REVIEW
7!t!>
grooved wire will be furnished unless other sections are specifically
ordered. The Ohio Brass Company further announces that it will
furnish clamps and ears designed for the American standard,
unless otherwise specified.
Dodge & Day, engineers, Philadelphia, ra., have opened a
branch office in the United States Realty building. Ill Broadway,
New York, N. Y.. in charge of Robert T. Lozier, who has for a
number of years been associated with electrical industries.
Wesco Supply Company, St. Louis, Mo., has opened a new
branch office at Birmingham, Ala., in charge of W. W. Moore, who
is an electrical engineer and has for several years managed the
apparatus department of the company, with headquarters in St
Louis.
ADVERTISING LITERATURE.
The Yale & Towne Manufacturing Company, 9 Murray Street,
New York. — A novelette just issued, entitled "The Ghost and the
Burglar," emphasizes the efficacy of the renowned Yale lock.
Electric Service Supplies Company, Philadelphia, Pa. — A leaflet
describes a specially designed truss pin, made of malleable iron,
japanned or galvanized as desired, manufactured by this company
for high-tension and feeder work.
Allis-Chalmers Company, Milwaukee, Wis. — Leaflet No. 2031 A
contains illustrations of the American Blower Company's self-
oiling engine, type B, double cylinder, direct connected to electric
generator, built by the Allis-Chalmers Company.
Goldschmidt-Thermit Company, New York. — An interesting
pamphlet has just been made public by this company regarding
fire brick molds for welding locomotive frames by the Thermit
process and contains much valuable data regarding welding, pre-
senting also several excellent illustrations from photographs.
Green Fuel Economizer Company, Matteawan, N. Y. — This
company has just issued a 16-page pamphlet discussing the philoso-
phy of artificial drying of brick and tile and other ceramic prod-
ucts, in general and specifically, by means of the Green three-
quarter housing bottom horizontal discharge fan. The pamphlet
will repay study by those who are interested.
Buckeye Engine Company, Salem, O. — The Buckeye electric
blue-printing machine manufactured by this company is the sub-
ject of an interesting pamphlet entitled "The A B C of Blue
Printing." The pamphlet is gotten up in a manner calculated to
hold the reader's attention throughout and contains a long, yet
partial, list of users of the Buckeye electric blue-printing machine
Chicago Pneumatic Tool Company, Chicago, III. — A catalogue of
Chicago giant rock drills and kindred appliances has just been
issued and is now being mailed. The book gives a complete descrip-
tion of the various appliances, which are illustrated by halftone
engravings. A portion of the catalogue is devoted to rock drills
and an interesting description of the method of lubrication used in
the Chicago giant is also presented. Several pages are devoted to
Franklin motor compressors.
Knecht Bros. Company, Cincinnati, O. — A very neat pam-
phlet has just been received describing the Knecht friction sensi-
tive drill for drilling holes up to 9-16 inch. The machine has a
number of unique features and it is claimed that "more holes for
less money" are made than by any other similar machine. The
pamphlet describes the entire apparatus and equipment in detail,
together with specifications. A motor drive manufactured by this
company for running the drill, which it is prepared to furnish
when required, is also described.
Union Electric Company, Pittsburg Terminal Warehouses, Third
and Carson Streets, S. S., Pittsburg, Pa. — Following the merger
of this company and the General Railway Supply Company, an-
nouncement of which was contained in a previous issue, the first
edition of the company's general catalogue, comprising 400 pages,
makes its appearance. It is a complete up-to-date reference book
of standard electrical supplies for power, lighting, telephone, rail-
way anu marine use, confining the selection to the best grades and
■ iiininating duplication wherever possible. The catalogue is co-
piously illustrated and contains full price lists regarding all of the
electrical supplies handled by the company.
Westinghouse Machine Company, East Pittsburg, Pa. — The
storage battery department of this company has developed in a
vast degree within recent years. From the beginning this com-
pany has been an advocate of the pure lead plate formed by the
electrolytic or "Plants" process for both positive and negative
The Westinghouse positive plate has shown from the start a re-
markably long life. The early Westinghouse negative exhibited
the usual tendency toward shrinkage in capacity, but after years
of study and experimentation this fault has been overcome and
the present negative plate, in addition to indefinitely long life, has
the very desirable function of maintaining its Initial and rated
capacity and is practically indestructible under normal conditions
of battery service, and even when in use under the most abusive
electrical conditions. The Westinghouse positive and negative
plates are made of purest lead, without tin, antimony or other
alloy, the grid having the density of rolled lead. The active ma-
terial is formed trom the lead itself by the "Plante" process with
sulphuric acid electrolyte. The entire subject of the Westinghouse
storage batteries Is covered In a most thorough manner In the
handsome pamphlet Just Issued by this company, which contains
also illustrations of the various types of storage batteries manu-
factured by the Westinghouse Machine Company, as also data and
illustrations regarding the Westinghouse boosters, regulator-
switchboard ind the v7estlngh0U8e portable batteries.
I'^HliUMDI'Sri^*
PEROLIN— A DUSTLESS SWEEPING COMPOUND.*
Announcement has just been made of recently completed ar-
rangements by which the H. W. Johns-Manville Company, the
well-known asbestos firm, with branches in all the leading cities,
has acquired the exclusive sales agency for Perolin throughout
the United States. Perolin is a remarkable product that is said
i" solve the important problem of pre-
venting the dust and dirt nuisance in
public buildings, stores, factories,
schools and homes.
In the past various indifferent and
unsatisfactory methods have been de-
vised for this purpose. The most com-
mon method is to use sawdust, sand or
salt mixed with crude oil or kerosene.
All of these are ineffective, most of
them are highly combustible, and. In-
stead of cleaning the floors, leave them
in an unsatisfactory condition. Wet
sawdust to a certain extent allays the
dust, but it leaves the floor muddy. Oily
compounds assist in laying dust, but
leave the floors, carpets and rugs soiled.
Oiled floors are condemned by the Fire
Insurance Underwriters' Association be-
cause of the added fire hazard.
Perolin is an ideal fireproof floor
cleaning compound because, instead of
laying the- dust, it absorbs it. It draws
the dust from cracks and crevices in the
floors and from carpets and rugs. It Is
a powerful disinfectant, destroying the disease germs that are
common with dust; leaving the air pure and wholesome, and the
floor absolutely clean.
Sixty-five per cent of all diseases are said to be caused by
dust infection. A test was recently made in one of the Chicago
hospitals, to ascertain the number of living germs floating in the
air, before and after ordinary sweeping, and then after sweeping
with Perolin. Before sweeping the room it was found that 96
bacteria settled on a plate in four minutes. Immediately after
sweeping a similar test showed over 3,000 bacteria. A test was
then made by thoroughly sweeping the room with Perolin, and only
45 bacteria were found on the plate.
This compound will not only absorb the dust caused by sweep-
ing, but it will also clean, brighten and preserve carpets, rugs and
floorings, and save curtains, tapestries, pictures and furniture from
becoming soiled and discolored.
Perolin was invented over 50 years ago by a German chemist.
It has long been a 'standard article throughout Germany, and its
success there led to Its introduction into the United States. This
success is reported to have led to a number of imitations, which,
however, lack the peculiar characteristics of the genuine article.
Dustless Sweeping
Compound.
AN IMPROVED AXLE STRAIGHTEN ER.
Bent car axles and motor axles are frequent causes of annoy-
ance and expense. Bent axles carrying pinions demand immediate
attention, as the life' of the gears is not only seriously impaired by
running for even a few hours with a bent axle, but there is also
great danger that the motor shaft will be broken or at least
seriously sprung. Considerable expense is involved in renewing
or straightening axles by ordinary means. Though they can be
Columbia Axle Straightener.
sir.'iighte I iii aii indifferent manner by home-made screw-power
presses, the results are in general very unsatisfactory, as it is not
easily possible to get a sufficiently great force to take out a short
kink In a heavy shaft; and further, in most cases considerable risk
"i' permanent damage Is involved in straightening the shaft.
Realizing the large field of usefulness for a simple and efficient
a i straightener of moderate cost, the Columbia Machine Works
& Malleable Iron Company, Atlantic avenue and Chestnut street,
Brooklyn, New York, has Introduced the Columbia axle straight-
ener, a general view of which is shown in the accompanying Illus-
tration.
This axle straightener has incorporated in it many important
improvements over similar devices of the past. Several unique and
i/erj desirable features have been used in its construction. As win
800
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 24.
be noted, it consists of ;i heavy bedplate of double I-beam section
upon which are mounted two center heads for holding and testing
the shaft. These center heads are of unique design in that they are
provided with springs inside of them, which take up the pressure
at the ends of the shaft and thus avoid the necessity of removing
them from the shaft centers while the axle is being straightened.
This point is of great value, as it often happens that a mechanic
operating an ordinary straightener will neglect to remove the
heads, which, without this spring arrangement, means that the
-centers will be bent or broken. The improvement will therefore
be appreciated. Two blocks are mounted on top of the bedplate
so that they can easily be moved to any desired point and serve as
the fulcrums of the shaft when straightening it.
The straightening force is applied by means of a hydraulii
plunger controlled by a small hand-operated pump, which gives the
operator perfect control over the force applied and the distance
through which it is applied, making it possible to perfectly
straighten shafts, no matter how badly they may be bent. An im-
provement which will also lie appreciated is the provision which
has been made for rapidly moving the plunger back and forth
when running free. For this purpose a short lever is provided,
which works in a rack on the plunger, permitting the height to be
rapidly adjusted with a minimum amount of manual labor. The
height can be adjusted for any size axle or gear up to 2S inches
in diameter. The straightening plunger and frame, when not in
use, are supported on four wheels resting on the lower flanges of the
bedplate. This permits the straightening Jack to be easily moved
from'one end of the bedplate to the other.
WELDED RAIL BONDS.
In the construction and maintenance of tracks for electric rail-
ways there is hardly any subject of greater importance than that
of the joining of rails so that the electric current may have a free
and unobstructed return path to the power house. The proper in-
stallation of a copper bond, with the necessary cross section to
satisfactorily carry the return current is the first step toward the
economical transmission of power for the operation of electric cars.
During the past few years many improvements have been made
in the types of bonds that are commonly used until now they have
reached a stage of perfection which makes them capable of with-
standing the strains and vibrations to which they may be subjected.
And yet many of the bonds now in use have proved short-lived
because of the failure to provide a method for making a proper
connection between the heads of the bonds and the steel rails.
This connection should be strong mechanically, as well as elec-
Copper Welded Rail Bonds — Power Car.
trically. and if this is accomplished the ideal condition for safe and
economical operation of cars will be obtained.
The Electric Railway Improvement Company, 6005 Carnegie
avenue, Cleveland, O., claims to have succeeded in bringing about
this ideal condition through the use of its electric brazed and its
copper welded bonds. When these bonds are installed properly the
temperature of both the copper bond and the steel rail are raised
to a point where a perfect molecular union, or weld, is made. This
is done by electric brazing, whereby an alloy inserted between the
copper and the steel is brought up to a requisite heat by the em-
ployment of current from the trolley wire, or by the use of molten
copper. The latter is known as the "copper welding" process.
The bonds furnished by this company can be made in any
desirable size and type for use on the flange, ball or web of a rail.
The apparatus used in installing bonds on railways where cur-
rent can be supplied consists of a small car with steel wheels,
wooden platform and a canopy top. The equipment consists of a
15-kilowatt rotary converter, a step-down transformer, switches.
controller and other essentials for safe and convenient operation.
The rotary, provided with a clutch and a chain drive, is used as a
motor for the propulsion of the car. Bonding clamps, used in the
electric brazing process, are attached to either side of the car in
such a way that they may be brought quickly into position for
work. A small melting furnace is provided at the rear of the car
for use in connecting cross bonds. A screw jack located under the
car makes it possible to turn and run the car from the track
without delay.
In the copper-welding process two small cars equipped with
Copper Welded Rail Bonds — Furnace Car.
a portable copper-welding plant are provided. These, as shown in
the illustrations herewith presented, are known as the power car
and the furnace car. The power car carries a gasoline engine, a
fan blower, which supplies the forced draft for the furnaces, and a
2-horsepower motor, which supplies current for the rail grinder.
The engine is connected to the car axle by a clutch
and chain drive and is used in propelling the car.
Where electric current is available the gasoline engine
can be replaced by a motor.
The furnace car is equipped with six melting fur-
naces, a sheet steel fuel bin and storage bins for bonds,
molds, etc. The molds used in the welding of bonds
are of a graphite mixture and vary in size, according
to the section of the bond and rail to be used.
The Electric Railway Improvement Company now
has a large number of cars in use in applying bonds
on new railways and a number in rebonding city and
interurban lines that have been in operation for several
years. The cost of applying bonds, either by the braz-
ing or the welding process, is said to be cheaper and
the bonds more durable than by any other process
known. If desired such cars can be leased for a long
term of years.
AUTOMATIC TROLLEY GUARD.
One of the most frequent causes for accidents at
crowded steam railway crossings is the stopping of a
car on the railroad tracks, owing to the trolley wheel
having jumped off the wire, while the conductor is
ahead giving the signal for the motorman to proceed.
Another source of danger, delay and expense is caused
by the trolley jumping off when passing through sub-
ways, resulting in broken poles and wdieels. Various
schemes have been devised from time to time to ob-
viate .these difficulties. None of these has been en-
tirely successful. Some crude devices consisted of
wire nets stretched above the trolley wire and con-
nected to it. These would keep the current on the car
when the wheel left the wire, but did not prevent the
nheel from striking the guy wires and possibly breaking
the pole, or possibly losing the wheel after leaving the
guard. Further, these home-made devices as a rule
were not entirely reliable, as the wheel often missed
the protective netting and the car consequently would be left
helpless.
These difficulties have been carefully considered and eliminated
in the automatic trolley guard, manufactured by the Automatic
Trolley Guard Company, 391-393 Ellicott square, Buffalo, N. T.
This guard consists of aluminum-coated steel sheets, made in
strips eight feet long and bent by machinery into the form shown
in the accompanying engraving. The strips are rigidly supported
by hangers placed every four feet. These hangers are made of
galvanized T-iron, bent to the proper shape. One side of each is
cut and turned in to support the metal sides or strips which are
riveted to it. The two sheets forming the guard project up to
force the wheel on the wire, but leave the top entirely open for
locomotive exhaust. The trolley is rigidly centered by special
clamps bolting to the top of the T-iron hanger, as shown.
The separate sections of the guard are firmly fixed together
by overlapping about 2% inches and passing rivets through the
sides and hanger, thus making the sections substantially one
June 15, 1907.
ELECTRIC RAILWAY REVIEW
801
piece. This construction makes the guard rigid for its entire
length and thus obviates any difficulties that might be expe-
rienced from more flexible construction. The guard being made of
solid metal affords constant contact. This eliminates any objec-
tions that might be experienced with lighter construction through
the arcing severing the strands so that they would loosen, thus
weakening the entire construction, and perhaps becoming entangled
with the trolley pole.
The unique and special feature of this guard which, other
than its strong construction, commends it to use is the form of
the protection. By refereni e to the illustration it will be noted
•v^C^S^
Latest Design of Automatic Trolley Guard.
that should the trolley wheel jump the wire it will immediately
make contact with the guard sides, and by reason of the form
of these immediately be replaced on the wire. Thus the guard
not only at all times maintains contact between the overhead wire
and wheel, but it also acts as a retriever in reseating the wheel
on the wire. There are many locations where these guards are
of special advantage, such as railroad crossings, curves and power
houses.
MOORE FARE REGISTER.
A fare register embodying in its design entirely new features
has recently been patented by Otto N. Moore, 5650 East Washing-
ton street, Indianapolis, Ind. Several interesting and advantageous
features were sought and are said to have been obtained in this
new type of register.
New Principles.
The first and probably most interesting feature is the new
mechanical movement with which cash fares up to $9.95 can be
registered on a single line. The mechanical motion for doing this
is composed of four parts. As a whole it is very strong and does
Moore Fare Register — General View of Register, Dial and Rods.
not include in its make-up any springs. A movement suitable for
a smaller register recording fares up to $1.00 also has been per-
fected. This smaller size machine as ready for use is about 10 by
9% by 12^4 inches in dimensions. The larger size of machine is
illustrated by the accompanying engraving. It is worthy of note
that the inventor of this new design of recording movement has
been able to perfect his product so that it will accurately count
and add fares of so many denominations. The ordinary single
register as now used has a capacity for registering only from 5 to
60 cents. Inclusive, or 12 classifications, while the Moore register
is designed to register 199 classifications. It should be noted that
this machine not only registers through this wide range, but it
also totals any number of cash fares between the same limits.
When operating long road! or over complicated track rights
it would seem that the feature ol i.rovldlng for the registration of
fare in 199 denominations would be especially valuable, since it
would do away with any necessity for the conductor carrying cash
fare slips and being called upon to punch and issue them. The use
of this register thus eliminating cash fare slips, provides a printed
statement of the total amount of cash that a conductor must remit
to his company at the end of any one period, and this total is
obtained, not by a series of computations, but by only one sub-
traction.
Method of Operation.
Each conductor and inspector is provided with an individual
key, which, when inserted in the register, unlocks the mechanism
so that the fares may be rung up. The turning of the key
automatically sets the conductor's or inspector's number and the
key cannot be withdrawn from the register until the printing
mechanism has been operated. Thus it is seen that the proper
individual is charged with each operation of the machine. On a
dial at the left of the case the train numbers are set, reading from
1 to 999, inclusive.
A very important addition to the recording part of this register
is the provision for printing initials, by means of which a code may
be utilized so that divisions of fare may be recorded in almost
any way desired — either at fare limits, in town or by an arbitrary
division of mileage. This valuable feature affords a means for
obtaining the correct number of passengers and earnings originat-
ing on any definite portion of the run and thus determining the
value of the trackage between any stated limits.
Each time that a cash fare or a ticket is rung up the machine
registers it in the "total number of fares" column as one fare.
Thus it is seen that the total number of passengers carried over
the route or any portion thereof can be obtained by a simple sub-
traction. A column also is provided on the record of the register
showing, in a similar way, the number of tickets.
City Fares.
In the design of this register provision has been made to ac-
count for city fares on interurban cars without the use of a second
register, as is quite commonly required. The city fare recording
section works independent of the balance of the register and may,
by a simple operation, be interconnected with it so that each time
E- D
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60
320
AA
672
0 78
849
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15
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BB
639
066
838
367
90
60
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GG
6 1 3
050
838
354
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329
GG
6 1 3
050
838
354
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60
329
BB
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60 329 AA 575 034 832 336 40
Moore Fare Registei — Portion of Record Sheet.
a fare is registered one city passenger is also registered. As
ordinarily used the number of passengers on an inbound car at the
time of crossing city limits will be rung up by the conductor on
the city fare section. He will then interconnect the city fare sec-
tion with the balance of the register, so that each time a fare is
received while the car is on the city tracks, the register will add
the fare collected to the cash column and one passenger will be
added to the "total number of city fares." The register can be
left thus interconnected until the city limits are reached on the
outbound trip. Then, by reversing the simple process, the two parts
may be disconnected and the balance of the trip made without
interfering with the correct number of city fares.
Cash Column.
An unlimited number of fares can be rung up and totaled in the
cash column, the minimum fare being five cents and the maximum
$9.95. In this feature the Moore register becomes especially
effective. While the scope of the device is so much broader than
the ordinary types of register the clerical work necessary to obtain
the value of the cash fares is reduced to a simple subtraction.
This eliminates entirely the tedious process encountered with some
other types of registers.
Printed Record.
The accompanying illustration shows the operation of the
register for one round trip on which it was desired to determine
the earnings by divisions. It will be noted that the line of figures
opposite AA were obtained at the starting terminal and those at
CC at the turning terminal. The readings at the division point
between terminals are on the lines opposite BB. In obtaining this
record the conductor, before starting, set the letters AA and turned
the handle of the printing mechanism, making an impression
shown by the bottom line of the table. At the division point he
set the letters BB and again turned the printing handle, obtaining
the second line from the bottom. Had there been more division
points this latter operation would have been repeated at will.
On the return trip the conductor reset his train number and
operated the register as he did on the outbound trip, the results
being shown In the reproduction.
Inasmuch as this register deals in totals it easily Is seen that
802
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 24.
by subtracting the quantities in the line AA from those In the line
BB there is obtained a total for each column, including as it does
the total number of fares, tickets, city fares and cash. If it is
desired to get these totals for any division or for the entire run
of the car they easily are obtained by subtracting the readings
opposite the key letters of the first terminal from those opposite the
key letters for another terminal.
It will be noted that the total performance of the car, as shown
in the accompanying record, was as follows: Conductor No. 60;
train outgoing No. 329; returning No. 320; total number of fares
on round trip 97, outgoing 38, returning 59; total number of tickets,
round trip 44, outgoing 16, returning 28; total number of city
fares 17, outgoing 6, returning 11; total cash, $76.75, out-
going $18.20, returning $5S.55. It should be noted here that if it
were not desired to obtain the readings at division and terminal
points only two lines of figures would then appear on the printed
record and from these, by a simple subtraction, the totals for the
round trip would be obtained.
Register Operation.
In operating the register after it has been set to the desired
point on the dial, the fare is rung up by moving a handle attached
to a rod just over the setting rod. When this handle is pulled down
the register rings up a cash fare; when the handle is pushed up a
ticket received is recorded. A shield marked "tickets" takes the
place of the cash shield. When a ticket is being rung up and
while the cash fare is being set by the conductor a "not registered"
shield shows to the passengers until after the recording operation
is completed.
There are two hands on the setting dials. One hand sets the
register from 5 cents to 95 cents, inclusive; the other hand sets
the register from $1.00 to $9.00. Therefore, in setting the machine
•TITAN" STEEL MOTOR GEARS.
Some recognition of the principle upon which the deacon built
his "One-Hoss Shay" seems to have prevailed in the development of
the "Titan" steel motor gear manufactured by the Atha Steel Cast-
ing Company, Newark. N. J. While the delay and expense of
removing worn-out gears, and consequently wheels which have
become well established in their seat upon the axle, is only an in-
i ident, it is, nevertheless, an exceedingly important incident in
the maintenance of electric railway equipment. The time lost and
the expense entailed in pressing off wheels to replace gears and
the expense and the labor involved in applying new and removing
old gears was evidently an important consideration which led to
the introduction of a gear which should wear at least as long as
any car wheel is liable to wear. It Is claimed that "Titan" gears
will outwear from three to' five cut gears, that their teeth will
not break out in ordinary usage, and that they will not work loose
on the axle. One railroad man. whose line is operated under the
severest conditions, and whose long experience should make him
an authority on such matters, states that "Titan" gears will give
from 300,000 to 500.000 miles' service, which is a longer distance
than most car wheel manufacturers are willing to guarantee
their wheels to run. The economy involved in an operation of
this kind is at once apparent. It is not necessary to disturb the
fit of wheels upon the axles, as the gear can be removed at a time
when it is necessary to apply new wheels or a new axle. The
operating department has. in addition to the saving of expense in
removing a worn-out or broken gear and applying a new one, the
satisfaction of keeping the car in continuous service for a much
greater period.
The material of which these gears are made is manganese
steel of such a hardness that it is incapable of being worked by
•Titan" Gear Standard for Public
Service Corporation of
New Jersey.
•Titan" Gear Tested on Public
Service Corporation of New
Jersey Car No. 1024.
Worn-Out Gear, Ordinary Cut
Tooth.
for amounts over $1.00 it is necessary to set both hands. The set-
ting rod is connected with these hands through the medium of a
pin clutch. The setting rod has a longitudinal movement of about
one-half inch. When pressed forward it engages the "cents" hand;
when pulled backward it engages the "dollars" hand. In the opera-
tion of setting the hands to the desired amount it is not necessary
to set them in any regular order. The dollars hand may be set first,
or vice versa. They also may be turned in either direction while
being set.
The accumulators, printing mechanism and setting mechanism
are built in units; that is, in a separate frame, and can be removed
from the main case, or the frame of the register, be examined and
oiled and returned without disturbing any of the mechanism. Also,
when a machine once is put together any intelligent workman will
be able to keep it in order. If through accident the accumulators,
printing mechanism or setting mechanism should become damaged.
the damaged parts could be removed and other standard parts
inserted, after .which the machine would be ready for use.
One of the Moore fare registers has been operated about 12,000
times and is said to have made no false indications or shown appre-
ciable wear. This device herein described is built on thoroughly
mechanical principles. The parts are all of standard design and
a large per cent of the gear wheels may be bought in the open
market, so that the problem of repairs, if necessary, should not be
a troublesome one.
United States Express Company Contracts with Electric Lines.
F. W. Brooks, general manager of the Detroit United Rail-
way, has confirmed the report, as published in last week's issue
of the Electric Railway Review, that a contract has been entered
into with the United States Express Company by the so-called
Detroit United Lines, which comprise the interurban lines of the
Detroit United Railway, the Rapid Railway system, the Detroit
Jackson & Chicago Railway and the Detroit Monroe & Toledo
Short Line Railway, whereby the business of the express com-
pany will be handled over the lines named. In many features
the contract is similar to that generally made between the steam
railway and the express company, differing in the fact that the
compensation is based, in the main, on tonnage.
The company's view of the matter is that its lines are avail-
able for such use as the public may properly make of them, and
in entering into the contract above referred to it has been enabled
to secure for its patrons a service very much desired.
tool steel. All finished surfaces, such as the teeth and hub fit, are
accurately ground to templates. Notwithstanding the hardness of
the material, it is said that its toughness is so great that test
pieces have been bent cold to an angle of 180 degrees without
showing a fracture. In the process of manufacture the gear is
cast solid, including the teeth, and a special machine grinds the
periphery of the teeth to an accurate diameter. Each tooth
is then ground at the hub fit and faced both sides. A gray iron
or soft steel hub is then inserted under a pressure of from 35 to
45 pounds per square inch. This is then bored out to the proper
size for forcing upon the axle. It is unnecessary to use key-ways,
as the gears are supposed to be forced on with a pressure of from
30,000 to 35,000 pounds per square inch, and it is stated that none
has ever come loose on the axle.
"Titan" gears are standard upon the lines of the Public
Service Corporation of New Jersey, where from 400 to 500 of
them are in use, and an order for 425 is now being filled for the
Boston Elevated. In addition to this the company is doing busi-
ness with some 40 or 50 roads throughout the country and the
records of service obtained indicate that these gears wear five
times as long as ordinary gears.
Engineers Report on Safety of Battery Tunnel.
William Barclay Parsons, consulting engineer, and George H.
Pegram, chief engineer, of the Rapid Transit Subway Construction
Company of New York, have written to President Shonts of the
Interborough-Metropolitan Company that the tunnel from the Bat-
tery to Joralemon street, Brooklyn, when completed, would be safe
and stable. On account of the use of piles under a part of the
tunnel near the' Brooklyn shore, it has been reported that the
tunnel was constructively weak. Mr. Parsons' letter said:
"In reply to your letter of May 29 I beg leave to advise you that,
in my judgment, when, the tunnels from South Ferry to Brooklyn are
completed, they will be entirely safe for the passage of trains."
Mr. Pegram wrote: "The anonymous statements that have ap-
peared lately in the daily press questioning the strength and safety
of the East river tunnel between the Battery and Brooklyn are
calculated to induce an unwarranted distrust. This work has been
under the direction and inspection of the engineers of the rapid
transit commission from the start, and the answers that have been
given to the criticisms would seem adequate. I desire, however,
to state that, in my opinion, the work, when completed according
to the plans which have been adopted from time to time to meet
unexpected contingencies, will be safe and stable beyond question."
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postofflce, Chicago. 111., as Second-class Matter.
Subscription in advance, including special daily editions published from time
to time in places other than Chicago, postage free:
United States or Mexico, $2:
Canada, $3,511: Postal Union Countries. $5; Single Copy, 10 cents.
Xew York: 150 Nassau Street
Vol. XVII, No. 25
CHICAGO, JUNE 22, 1907
Whole No. 217
TABLE OF CONTENTS.
Editorial:
— Railway Power for Pumping 803
— Advertisements on Station Platforms 803
— The Value of Long Cross-Overs 803
— Public Utility Law in Wisconsin 804
— Hints for Lowering Power Cost 804
—The Atlantic City Convention 804
—Profit in Freight Handling 805
Blast Furnace Slag in Reinforced Concrete 805
Concrete Shops for Seattle Electric Railway (Illustrated) 806
Xew Substation for the Schenectady Railway Company (Illus-
trated) 809
Ravenswood Extension of the Northwestern Elevated Railroad
I Illustrated I sl»
Feeder-Handling Derrick at Los Angeles (Illustrated! si:',
The Manila Street Railways 813
Electrification of West Shore Railroad Between L'tica and Syra-
cuse (Illustrated I *14
Late Information About the Atlantic City Convention 816
The Supply Men at Atlantic City I Illustrated) 817
Xew York City Railway's Eighty-sixth Street Car Barns Burned
(Illustrated > 829
News of the Week:
— Traction Affairs in Chicago 830
—Michigan United Railways to Handle United States Ex-
press Company Business
— Advertising Literature of the Boston & Xorthern and Old
Colony Street Railways 830
— Progress of Xew York Subway Plans 830
Construction Xews:
— Franchises 831
— Recent Incorporations S31
— Track and Roadway 832
— Power Houses and Substations 834
Personal Mention 834
Financial Xews 835
Manufactures and Supplies:
—Rolling Stock 836
— Shops and Buildings 836
— Trade Xotes 836
— Advertising Literature S37
Insulating Material 838
The Gilchrist Improved Rail Chair (Illustrated > 83S
The Ohio Brass Company's New Catalogue (Illustrated) 839
Gasoline Motor Cars for Passenger Service. By A. L. Abbott.
(Illustrated) S39
Expanded Metal Cattle Guards (Illustrated) S39
Engine-Type Generators for Direct Current (Illustrated) 840
A prominent engineer has suggested the feasibility of improv-
ing the load factor of electric railway power plants by the sale
of current for use in pumping stations. In-
Railway asmuch as some interurban companies dur-
Powerfor ing the past two years have derived sub-
Pumping, tantial revenues and bettered their load
curves by the sale of 500-volt current to
farmers for lighting and power purposes, there would seem to
be a possibility in this suggestion worthy of some considera-
tion. If, for example, an interurban line has on its route a
number of small towns or villages, each with its own pump-
ing plant and standpipe. the conditions are, indeed, favorable
for considering the sale of power. It is suggested that instead
of the usual steam pump with its irregularly operated and
therefore inefficient boiler plant and steam pump, there could
be substituted a pressure pump driven by an electric motor
connected through a centrifugal clutch, the clutch to be
thrown in during the period of light load at the power station.
With a number of such installations taking their current from
the railway power feeders and each pumping into an elevated
tank or a standpipe as ordinarily used in small city water
systems, the load factor could be well regulated. The sale
of current generated under such conditions could be made
at a comparatively low cost to the consumer, and therefore
the advantages would be mutual.
Advertisements
on Station
Platforms.
Some two years ago, recognizing the clamor of the popular
press, the Union Elevated Railroad, Chicago, removed all ad-
vertisements from its loop platforms. These
since have been replaced, but it is to be
noted that in their replacement care has
been taken to provide the mounting of all
advertisements with a view to uniformity
and also, ii ii can so be considered, with an artistic effect.
This experience and its results were no doubt realized by
those who had in designing of station di
the new Ravenswood extension of the Northwestern El<
Railroad, which now affords a much welcomed express service
for residents of the northwestern part of the city of Chicago.
It is remarked that particular attention has been given toward
facilitating the placing of advertising posters on station plat-
forms of the new structure without the usual encumbrances,
such as loose boards or insecurely fastened pieces of sheet
iron. To accomplish this commendable detail and refinement
in the construction, the platform railings were built with
uniform sheet-iron panels about two and a half by three and
a half feet in size. This is a size suitable for receiving
standard advertising posters. To stiffen these poster panels
an ornamental border of pressed steel surrounds the panel.
Such details may seem trifling, but are they not to be con-
sidered of value if, as others have shown, they relieve a
railroad organization from being held up for public criticism?
As one manager has sagely remarked, "It would be nice to
refuse advertising in our cars and on our stations, and yet
get the money, but we can't get the money without the adver-
tising, and we need it."
Probably no electric railway in this country operating under
similar conditions has had more thought given to its detail
design as regards operation than has the
The Value Philadelphia & Western. The construc-
of Long tional details of this new road were de-
Cross-Overs, scribed and illustrated in the issue of the
Electric Railway Review for June 15, 1907,
page 770. At this time it is desired to call special attention
to the arrangement of tracks at waystations. It will be
remembered that the Philadelphia & Western is a double-track
line from terminal to terminal. To provide for additional
track space at waystations the track centers are spread and
a third track is interposed between the east and west bound
plat forms and for a distance of about three bundled feet
either way from their mid-point. One end of this third track
connects with one of the two main tracks and the other end
with the second main track. This arrangement might bl
be described as a long cross-over that passes close by one
loading platform. The layout has obvlou advantages. A
train maj comi from one terminal, unload Its passeni
in the usual way. run on to the switch, where the crew could
S04
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 25.
change ends, then run back on the center track to load for
a return trip and pass out to the main track for a return
trip to the starting terminal, and by the nature of the
track layout perform all these movements with the least
possible shunting. In suburban service for a metropolis the
third track becomes of especial value, since it is there desired
to operate both locals and expresses, turning the locals at
various waystations and thus permitting the expresses to
handle in a more economical and satisfactory way the traffic
of outlying districts. These long cross-overs are also avail-
able as passing tracks on which to hold locals for meets with
the superior expresses operating in the same direction. When
not required for any of these uses the third track is avail-
able, and at a comparatively low first cost, for storage pur-
poses. In fact, there are any number of commendable fea-
tures to substantiate the views of the designers of this
roadway, and it is safe to say that no one will realize the
desirable features of these long cross-overs more than the
superintendent of transportation and his dispatchers.
The whole question of power plant economy may well be-
considered as a specialty to be studied constantly by an
expert on a large system, for large expenses offer greater
opportunities to make conspicuous savings than do the smaller
items of secondary importance.
While the public utility bill which has been passed by the
lower house of the Wisconsin legislature has no application to
■ electric railways, it is nevertheless of inter-
Public est because of the provision that a fran-
Utility Law chise which is granted hereafter shall
in Wisconsin. have the effect of an indeterminate permit,
subject to the provisions of the act. The
acceptance of such a permit constitutes an agreement that
the municipality in which the major part of the public service
property is situated may purchase such property, paying
therefor its then value as determined by the state railroad
commission and according to the terms and conditions fixed
by the commission. The bill applies to corporations as well
as to municipalities which own or operate telephone, heat,
light, water or power plants for public use. There was no
need to mention electric railways on account of the provision
in the original railroad commission law giving the commis-
sion control over interurban lines, and because there is now
a separate bill before the legislature, which, if it becomes a
law, will vest power in the commission respecting electric
lines which are situated wholly within the limits of mu-
nicipalities.
The operation of machinery at inefficient loads is a very fre-
quent defect in power plant service. The problem in a railway
plant is a matter of striving to attain the
Hints for ideal — but there is not the least doubt of the
Lowering importance of knowing that the employes
Power Cost. have done their best. Old as the load curve
is, it is used far too seldom as a daily method
of analysis in connection with a log of the engine and gen-
erator duty, and in relation to the banking of boilers, opera-
tion of small feed pumps at times of light output, and the
running of large compound duplex outfits when the boilers
are forced. The carbon dioxide recorder is not yet appre-
ciated at its full worth, nor is the value of the thermometer
in the various piping sections sufficiently recognized. The
draft gauge, the revolution counter on the fan engine, and
even the pyrometer in the boiler furnace are slow in coming
into general use. The saving in operating motor-driven exciters
on generator voltage without transformers does not seem to
have entered the minds of some designers, nor does the im-
mediate connection between a poorly insulated superheated
steam pipe and the coal pile always seem to be realized by
operating men. The handling of coal between the barge or
the car and the boiler grate is many times carried out in
inefficient ways, and the possibilities and advantages of me-
chanical conveying and stoking systems are none too well
recognized. The reduction of maintenance by making repairs
at the proper time and by correct operating judgment in
routine service is a point of attack in too few installations.
THE ATLANTIC CITY CONVENTION.
The annual conventions of the Master Car Builders' and
American Railway Master Mechanics' associations have been
held at Atlantic City during the past two weeks. These con-
ventions have a certain timely interest for readers of the-
Electric Railway Review because of the fact that the conven-
tion of the American Street and Interurban Railway Associa-
tion and the affiliated associations is to be held at the same
place and under practically identical conditions in October
of this year.
Atlantic City has been chosen as the place for the 190T
convention by a joint committee representing the American
association and the Manufacturers' association after a careful
investigation. On account of the natural attractiveness of
America's premier seaside resort and because of its excellent
facilities for convention purposes, Atlantic City has always
proved a popular place for conventions. This characteristic
and the special arrangements made this year for handling
the manufacturers' exhibits — always a most important feature
of a convention — should add to the success of the occasion.
In choosing the convention city three points must be con-
sidered as of the highest importance: there must be adequate
hotel accommodations of the first class, a sufficient space for
the manufacturers' exhibits and suitable assembly rooms in
which to bold the meetings of the several associations.
Atlantic City is especially suited to fulfill these require-
ments. In regard to hotel rooms the choice is almost un-
limited, and there is no fear of a repetition of the somewhat
crowded conditions at Columbus last fall, practically the only
cause for criticism at that convention. Atlantic City can
easily provide at least 3,000 rooms in the large hotels fronting
on the ocean beach, with from 1,200 to 1,500 private baths,
besides an almost unlimited number of rooms in first-class
hotels not fronting on the beach, many of which are provided
with private baths.
Atlantic City is also fortunately situated in regard to
exhibit space for members of the Manufacturers' association.
The exhibits will be located on the Steel Pier, within a few
minutes' walk from the various beach hotels. Reference to
the illustrations from photographs of exhibits at the steam
railway conventions just concluded, which are presented in
another part of this issue, will serve to show the arrangement
and general appearance of the exhibits, as it is understood that
the same general plan of handling the exhibits will be used
for the October conventions. The plan of uniform booths has
been employed here for the first time.
A large convention hall with a seating capacity of 800'
will be provided on the Steel Pier for the opening meeting
of the American association, and smaller meeting rooms will
be provided for the various sectional meetings of the allied
associations.
The Columbus convention last fall, following the reor-
ganization meeting at Philadelphia in September, 1905, was
unanimously considered the most successful in all respects
ever held by the street railway association, both from the dele-
gates' and the manufacturers' points of view, and the 1907
convention promises to surpass even that successful meeting.
An examination of the attendance figures of the conventions
of the American Street Railway Association for the past few
years reveals a general increase which augurs well for the
coming meetings. The total registration at Columbus was
about 2,400, as compared with 1,958 at Philadelphia in 1905,
1,538 at St. Louis in 1904 and 1,584 at Detroit in 1902. The
number of delegates from member companies, at Columbus.
June 22, 1907
ELECTRIC RAILWAY REVIEW
805
was 666, as compared with 482 at Philadelphia, 456 at Detroit
and 498 at New York in 1901. The greater part of the in-
crease, however, was in the number of representatives of
manufacturers — 1,253 at Columbus, as against 939 at Philadel-
phia and 796 at Detroit — although the number of exhibitors
fell from 243 in 1905 to 195 in 1906. The electric railway
business is growing rapidly and the association, guided by
some of the strongest men in that business, is growing with
it. This general increase in attendance, coupled with the fact
that Atlantic City is in itself by far the most attractive of the
cities thus far chosen, indicates a most successful convention.
PROFIT IN FREIGHT HANDLING.
In the upbuilding of freight traffic some electric railways
which have terminals on the great lakes or other bodies of
water which are navigated have found it advantageous to
arrange through traffic schedules with steamship lines. Such
arrangements have been in force for several years between
the Goodrich Transit Company, operating several steam-
ship lines on Lake Michigan, and the Grand Rapids Grand
Haven & Muskegon Railway, and between the Graham &
Morton Transportation Company and the Grand Rapids Hol-
land & Chicago Railway. These arrangements permit the
transportation of freight and passengers between Chicago
and Grand Rapids and surrounding points in Michigan on
through rates. Attention is called to this subject again by
the announcement of traffic agreements between the Graham
& Morton company and the Southern Michigan Railway, the
Chicago South Bend & Northern Indiana Railway and the
Winona Interurban Railway. By this latter arrangement
traffic will be carried from Chicago to St. Joseph, Mich., by
boat, and will be transferred at that point to the electric
line. With the connections named the traffic can be hauled
as far as Warsaw, Ind., and also to South Bend and other
good traffic centers. The advantage of this route to pas-
sengers will lie in an attractive interurban and boat ride,
while freight should be delivered with promptness. This, of
course, is interstate business and, under the law, the freight
and passenger tariffs must be filed with the interstate com-
merce commission.
The new arrangement which is mentioned in the fore-
going derives additional importance from the increasing mile-
age and future connections of some of the electric railways
concerned. The Winona Interurban company will soon have
in operation a new division which will connect at Peru with
the Indiana Union Traction Company and the Ft. Wayne
& Wabash Valley Traction Company. With the Indiana Union
a direct route will be afforded from South Bend to Indianap-
olis, shorter than any steam railway line between those
places. The Winona company is also building a direct line
from Warsaw to Ft. Wayne. From the latter point the Lima
& Toledo Traction Company affords a through route to Lima,
and the facilities of the two companies will constitute as
direct a line from Warsaw to Lima as obtained by any exist-
ing steam railway. The Toledo & Chicago Interurban Rail-
way has under active construction the Ft. Wayne-Kendallville
extension, which will connect at Goshen with the Chicago
South Bend & Northern Indiana Railway. The completion
of these roads will add to the business of the connecting
lines.
Contracts for handling freight on traffic agreements
with other lines are very inviting to electric railways at this
time. Owing to the attacks on their policies and rates, steam
railways have been hampered in borrowing money on reason-
able interest terms and are therefore not vigorously prosecut-
ing improvements or enlarging facilities. Yet traffic is not
diminishing, and there is an abundance of business for all
the transportation facilities offered. In view of these traffic
conditions and the industrial activity which prevails, the
introduction of freight service on electric railways is wise
wherever business can be obtained in sufficient volume and
handled on a margin of profit wide enough to leave no room
to doubt the essential fact that it affords adequate income.
On this question of determining the profitableness of the
service rendered each line must make its own decision, but
the problem is serious enough to justify reiteration of the
truth that only complete analysis of the entire cost of
handling freight will determine whether the business is pay-
ing its proper return or is conducted at a loss. In order to
save possible disappointment in the ultimate results, such
an inquiry should be made before a traffic agreement is
entered into. If a traffic agreement has been closed, the
terms on which it is based should receive the keenest
analysis.
To the true cost of freight service all of the expenses
which pertain to the operation and maintenance of the prop-
erty belong in some degree. The actual cost in expenditure
of money for the service rendered, the expense of conducting
transportation, should first be ascertained. It is not fair to
the property to assume a profit because the gross revenue
from freight service greatly exceeds the cost of operating
the cars from day to day. Other expenses which are ascer-
tainable only by analysis may be either excessive or so large
as to destroy the margin of seeming profit. It is necessary
to allow for maintenance of equipment and of way and struc-
tures. Allowance is essential for all needed repairs, as
well as renewals and adequate provisions for deprecia-
tion, and, if a limited franchise is held at any point, for
amortization of the investment. A fair proportion of general
expenses should be charged to the freight business. It may
appear to many that stress upon these points is unnecessary,
but there is an understanding in some quarters that loose-
ness in accounting for freight operations is more common
than is supposed; and therefore attention is directed to the
advisability of careful consideration of every detail of expense
which in any way, however slight, can add to the cost of
freight service. While added labor and responsibility may
make some employes more efficient, others may do the extra
work only by sacrificing the excellence of that on which they
were previously engaged. The item of terminal expense, for
instance, is one which may easily grow in undue proportion
to the value of the traffic handled.
Evolution in the ways of doing business, combined with
the new prosperity of farmers, gives electric railways open-
ings for freight handling which did not exist a few years
ago. There is every indication that this freight traffic will
grow as it should, provided it is so conducted as to yield a
profit, and not to interfere with desirable passenger business.
Blast Furnace Slag in Reinforced Concrete.
Does blast furnace slag used in concrete have an injurious
effect on the steel rods used as reinforcement? In answering
this question, Sanford E. Thompson says: "The only ingredi-
ents in slag which might affect the reinforcing steel in con-
crete are the compounds of sulphur which may occur in it.
The amount of sulphur in slag is variable, but analyses show
that ordinarily it contains but a very small percentage, less,
in fact, than cinders. Experiments by Professor Norton
prove conclusively that sulphur in cinders cannot affect the
steel if the concrete is of ordinary richness and laid wet, so
that the mortar will coat the steel and produce a dense
concrete. We may therefore draw the conclusion that sulphur
in ordinary slag will not affect the steel."— Concrete Review.
The Detroit United Railway Company has had a substan-
tial increase in its suburban freight and express business dur-
ing the past year, as shown in a statement filed with the city
treasurer at Detroit. This shows that between May 1, 1906,
and April 30, 1907, the company operated 13,872 cars over the
different lines as follows: Detroit United Railway, 7.260;
Rapid Railway, 2,150; Detroit Ypsilanti Ann Arbor & Jackson
Railway, 2,010; and Detroit Monroe & Toledo Short Line Rail-
way, 2,292. The total for the year previous was 11,902 and
for the year prior to that 10,282.
800
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 25.
CONCRETE SHOPS FOR SEATTLE ELECTRIC RAILWAY. will be noted that the interurban tracks of the Puget Sound
Electric Railway, also a Stone & Webster property, as well
The Stone & Webster Engineering Corporation, Boston, as the tracks of the Seattle Electric Company, pass the new
Mass.. has just completed the erection of an interesting buildings.
group of concrete shop buildings for the Seattle Electric Machine Shop.
Company. The new shops are at Georgetown, Wash., a The machine shop is 160 by 180 feet in floor area and
New Shops at Seattle— General View of Buildings During Construction— Store Room at the Left, Paint Shop at the Center, Erection
Shop at the Right.
«- &<?'<>- — AJJ&' '/Ja-i
//v T£/pts/r'a*/v 7*fsrcsr&
New Shops at Seattle — Ground Plan of Shop Yards, Showing Arrangement of Buildings Along Transfer Table.
New Shops at Seattle — Exterior of Machine Shop Showing General Type of Buildings.
suburb of Seattle. All of the buildings are of concrete con-
struction throughout. Those now built include a machine
shop, erection shop, paint shop, storeroom, trainmen's quar-
ters and a car barn. The arrangement of these buildings
with reference to each other and to the transfer table which
serves them is shown in an accompanying illustration. It
includes in this space an armature room 80 by 64 feet. The
entire building comprises five bays separated by the 18-inch
square columns that support the roof. The three center bays
are provided for half their distance from the front of the
building with repair pits under six tracks. Each pit has a
motor-driven screw-operated car hoist. The pits are also pro-
June 22, 1907
ELECTRIC RAILWAY REVIEW
807
vided with hydraulic motor-jacks mounted on trucks running different parts of this building and the near-by erection and
on a track built in the floor of the pit. The cross-sectional blacksmith shops are provided by an overhead Coburn trolley
view through the machine shop will serve to outline the gen- carrier. This economical method of handling materials be-
eral dimensions of the structure. The track in the center of tween shops and between differem parts of one building is
bay Xo. J leads from the transfer table in front, through the also to be used elsewhere in this shop layout. The supports
New Shops at Seattle— Cross Section Through Three Bays of Machine Shop, Showing Pit Tracks with Traveling Car Hoist Above.
New Shops at Seattle— Interior of Inspection Shop, Showing Open New Shops at Seattle— Interior of First Floor of Store Roon
Pit with Rails Supported on Cast-Iron Yokes. Showing Massive Concrete Construction.
5jf&t>*- •&.*&** /J*-
■ — '
<S Itrbe*- •Si.srs -~-r
New Shops at Seattle — Section Through Stores Building and Inspection Shop.
machine shop, to the blacksmith shop in a separate build- for the carriers are shown in the sectional views of Hie-
ing at the rear. shops.
The armature room is set off from the machine shop Erection Shop,
proper by concrete partition walls. Separate rooms are also The erection shop is a building 9fi feet by ISO feet, having
provided in the machine shop building for the heating plant, a pattern gallery 20 feel wide across the rear end. Four
toolrooms and an office. Facilities for handling work between tracks from the transfer table pit extend 90 feet into the-
vl IS
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 25.
front of this building. One of these tracks is provided with
a repair pit. An office also is provided for the foreman and
accommodations are given the workmen in the form of locker
and toilet rooms.
The f.cors in both the machine and erection shops will
be of wood supported on stringers resting on a 4-inch con-
crete subfoundation.
Paint Shop.
The paint shop is a building 100 by 196 feet, into which
•extend 10 tracks reaching to the rear wall of the building.
sz-a'
New Shops at Seattle— Cross Section Through Finishing Department
and One Bay of Paint Shop.
At one end of the building is set off a room 32 feet wide,
mainly occupied for finishing work. In one end of this finish-
ing room are found a laboratory, mixing room, paint store-
room, locker room and lavatory. A section through two
bays of the paint shop shows the arrangement of tracks and
adjustable scaffold for painters' use. There also is shown in
for barnmen and trainmen, an office for the car starter and a
stationery room. The storeroom building is 320 feet long by
50 feet wide and two
stories high. At the front
end on the first floor are
two offices for the master
mechanic and two for the
storekeeper. The building,
as will be noted by refer-
ence to the engraving and
line drawings, is designed
to be fireproof. The sec-
ond floor panels were cal-
culated for a center load-
ing of 450 pounds per
square foot. Each floor of
the building is separated
into three rooms by con-
crete fire walls and all
the rooms on both floors
are interconnected by a
system of overhead Coburn
trolley carriers of 2,000
pounds capacity.
Heating.
The b u i Id i n g s are
heated with hot air, each
separate building having a
New Shops at Seattle — View of Incompleted Interior of Machine
Shop, Showing Sunken Floor over Which Will Be
Placed Repair Tracks.
this section one of the skylights with which each of the entire
group of shop 'buildings is plentifully supplied.
Store Building, Car Barn and Trainmen's Quarters.
The storehouse, trainmen's quarters and inspection barn
are built with division walls in common and arranged as
shown in an accompanying illustration. The inspection and
■car barn is 240 feet long by 50 feet wide and has four tracks
extending through it, connecting at one end with the transfer
table and at the other with direct leads to the tracks in the
streets. The ground adjacent to the present car barn build-
ing is sufficient to permit of an addition that will bring the
total storage capacity up to 120 cars.
The trainmen's quarters comprise a general room fitted
with desk, tables and benches, a locker room, toilet rooms
New Shops at Seattle — Floor Plan of Inspection Barns, Stores
Building and Trainmen's Quarters.
June 22. 1907.
ELECTRIC RAILWAY REVIEW
809
motor-driven fan. steam coils and a system of under-the-floor
air pipes. The steam for use in heating is obtained from a
new 11,000-kilowatt capacity turbine station that has just been
erected near the shop buildings.
NEW SUBSTATION FOR THE SCHENECTADY RAILWAY
COMPANY.
The Schenectady Railway Company is about to replace
its frame substation at Karners. between Schenectady and
Albany. X. Y.. with a new fireproof station of stone, brick
and steel construction. The front portion of the new build-
ing will be a waiting room.
To provide attractive grounds the company has pur-
chased additional property and now has a lot with a frontage
of 225 feet and a depth of 150 feet. The new substation will
be placed in the center of this plot and a branch from the
at Karners. To provide power in case of a breakdown on
this line a second 10,000-volt line supplies the Karners sub-
station from the substation at Mechanicsville. -The 10,000-
volt current will be connected with the busbars in the
Karners station through form-H oil-break line switches.
The three-phase alternating current delivered to this sys-
tem has a frequency of 40 cycles. The busbar compartment
will be on one side of the building in a brick-inclosed room
53 feet 2 inches long. The lightning arresters and connect-
ing switches will be located in a special tower 11 feet 6
inches wide by 15 feet S inches long, separated from the
remainder of the building by 20-inch walls. The lightning
arresters will be of the General Electric type.
The step-down transformers will supply alternating cur-
rent at 325 volts to the 300-kilowatt machines, and the rotaries
will convert to 650 volts direct current for railway purposes.
The switchboard will have 14 panels and will be equipped with
Borrow of '^/jj
New Schenectady Railway Substation at Karners — Floor Plan and Section.
main line will be built to pass through the waiting room
section. The present frame substation building, which is of
the Queen Anne style of architecture, will be moved to the
back of the new property and will be leased to the employes
of the company for a home. It is planned to lay the grounds
out in an attractive design and to make the Karners station
a feature of interest to passengers.
The new building will be 73 feet 8 inches long and 57
feet 8 inches wide with basement and waiting room floor
at ground level. The rotary converters and transformers
will therefore be above on the first floor level. The founda-
tion walls of the building will be of stone 20 inches thick
to the height of 9 feet above the ground. The pilasters will
be of brick spaced 12 feet apart, center to center, and will
rest on stone and concrete foundations.
The equipment of the substation will be increased by the
addition of three new rotaries and will consist of four 300-
kilowatt machines fed from a bank of 10,000-volt air-cooled
transformers. The Schenectady Railway Company secures
its power from the General Electric Company through one of
two duplicate 10,000-volt high-tension lines which enter the
Dock street substation at Schenectady through underground
•ducts. From the Dock street station the 10,000-volt line Is
continued underground within the city limits and on a high-
tension pole line beyond the city limits to the substation
automatic relays for throwing the switches in the 10,000-volt
lines and with General Electric circuit-breakers for the direct
current.
An accompanying plan shows the arrangement of the
rotaries. The station will be provided with air compressors
to supply air for cleaning and blowing out the machinery.
The station will be equipped with a storage battery to pro-
vide lighting in case of a shut-down of the plant and to
operate the remote-control switches. The machinery will be
served by a hand-operated traveling crane.
In a paper by an English author, on "Notes on the Ap-
plication of Induced Draft." reference was made to one ease
in particular of five boilers fitted with steam jets, which
resulted in a coal consumption of 27.3 pounds of coal per
square foot of grate, the evaporation from and at 212 degrees
being 9.S pounds of water per pound of coal, with a tempera-
ture of the economizer water of 166 degrees. With induced
draft the results obtained were as follows: Coal consump-
tion per square foot of grate, 25.4 pounds: evaporation of
water, 10.2 pounds per pound of coal; and temperature of
economizer water, 259 degrees. Taking measurements of the
electrical output of the plant, it was found that, using the
steam jets, for each unit generated, 3.6 pounds of coal and
30 pounds of water were consumed. With induced draft the
results were 3.1 pounds of coal and 28 pounds of water per
unit of current. In this case 1,800 gallons of water were
simply evaporated for use by the steam jets. The net saving
in this case worked out at 14*4 per cent.
810
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 25.
RAVENSWOOD EXTENSION OF THE NORTHWESTERN
ELEVATED RAILROAD.
On May 18, 1907, the Northwestern Elevated Railroad
Company began operating trains to Ravenswood, one of the
northern suburbs of-Chicago. This service was made possible
by the completion of a new elevated structure connecting
pansion bent is provided between towers. The tracks of the
Chicago & Northwestern Railway and also those of the Chi-
cago Milwaukee & St. Paul Railway are crossed on 80-foot
through girder spans, supporting the elevated tracks 33 feet
above those of the steam roads.
The maximum grade of the tracks is iy2 per cent, which
Ravenswood Extension of the Northwestern Elevated — Plate Girder
Through Span over Chicago Milwaukee & St. Paul Railway.
Ravenswood Extension of the Northwestern Elevated — Standard
Construction Showing Longitudinal Bracing.
with the original line at Clark and Roscoe streets in Chicago
and extending west 3% miles, to join there a new surface line
1% miles long terminating in Ravenswood. Both local and
express service are given.
Details of Steelwork.
The new structure supports two tracks throughout its
occurs at the crossing over the Chicago & Northwestern
tracks.
About 8,800 tons of open-hearth bridge steel were used.
It was specified that this material should have an ultimate
tensile strength of 28 to 32 tons, and an elastic limit of not
less than 16.5 tons per square inch. The steel was first given
a shop coat of Lowe Brothers red lead lute paint and then
Ravenswood Extension of the Northwestern Elevated — View of
Clark Street Junction.
Ravenswood Extension of the Northwestern Elevated — View Under
Structure, Showing Slight Obstruction to Light and Air.
length and is designed to carry a third track, about 1,500 feet
long, for storing cars near Western avenue. The spans com-
prise deck plate girders, 40 feet long, supported on built-up
columns, anchored to concrete footings. The structure,
averaging 20 feet high to the base of rail, is braced every
fourth span by towers having longitudinal crossties. An ex-
a field coat of the Northwestern Elevated standard first coat,
which is a mixture of Prince's mineral graphite and red lead
ground in raw linseed oil, the latter coat having been applied
when the work was in position.
Track Construction.
The rails are laid on ties of long-leaf yellow pine. Both
June 22. 1907
ELECTRIC RAILWAY REVIEW
81 1
inner and outer guard rails are provided for each track, being
oVz by 5 inches and 6 by 8 inches in section, respectively.
The rails used are of standard 80-pound section, 60 feet long
on tangents and 30 feet long on curves. Two 500.000-circular
mil bonds are used at each joint. "Continuous" joints are
used except on the inner rail of curves, where sheared angle
bars and filler blocks support the joints. The rails are
to the ties by bolts passing through the fishplates and tie-
plates.
A special detail is exhibited in the construction of the
special track work at the Clark street junction. Since the
angle of intersection was too small for the usual type of fi -
Ravenswood Extension of the Northwestern Elevated — Plan and
Section of Track on Tangent and Curves.
Ravenswood Extension of the Northwestern Elevated-
Station Platform.
-View of
fastened to the ties by specially designed screw spikes with
cold-rolled threads. Details of the standard track construction
on the tangents and on curves are illustrated herewith. As
will be noted, the guard rails are fastened to the ties by
screw spikes and the ties are secured to the structure by
through hook bolts.
Since much difficulty has been experienced with the stand-
-O'^KaiFOPHf
%t10LLSCORED,
ro(*k BOLTS
the switches are all provided with movable frogs. All the spe-
cial track work was furnished by the Morden Prog & Cross-
ing Works, Chicago, 111., in accordance with designs furnished
by the company. The sharpest curves are 400 feet radius-,
and the maximum superelevation of the outer rail is 4 inches.
Details of Electrical Work.
An interesting detail which is illustrated in one of the
accompanying drawings is the form of insulator employed
for the third rail. This insulator, which was designed and
patented by P. J. Guernesey of the Northwestern Elevated,
KfcFtflOS5SECTJON/WQfL£
or
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Ravenswod Extension of the Northwestern Elevated — Details of
Third-Rail Insulators.
Ravenswood Extension of the Northwestern Elevated — Details of
Guard Rail Construction.
ard form of screw spike with a square head, the engineers
of the Northwestern Elevated have adopted a screw spike
of their own design. Heretofore the head of a spike would
become worn, rendering it difficult to tighten, as the wrench
would slip around on the head. To obviate this trouble the
head is made oblong in shape, so thai Hie wrench must all
be put on in one position. This prevents tin- head becoming
worn.
A feature in the construction of tin guard rails on curves,
which is worth; 'if particular note, ,s the securing of 0 1
combines simplicity with a low first cost. The insulator is
composed of four malleable iron castings and a hard maple
pin thoroughly boiled in paraffin. The iron castings are bolted
together around the insulating pin and the third rail is bolted
lo Hie top by two hook bolts fitted with split pins.
These insulators have been found thoroughly satisfactory
are considerably cheaper and less liable to damage than the
earlier types used for this service, in tests made by Hie
engineers of Hie elevated company, an insulator, after soaking
ii vater for 24 hours, withstood a potential ol 1,000 volts.
812
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 25.
The third rail supported on these insulators is o£ stand-
ard 80-pound section. There are five supplementary feeders,
each of 1,300,000 circular mils, at the beginning of the exten-
sion. Their cross section is gradually reduced toward the
end of the line to two 1,500,000-circular mil lead-covered
cables, which serve the surface portion of the road. The
platforms, which are supported by cantilevers, riveted to the
columns supporting the structure, are shown in one of the
accompanying illustrations. The cut also shows the construc-
tion of the awning roof, which is made entirely of steel. As
will be seen, it is of the cantilever type, thus avoiding columns
at the front of the platform, which might interfere with
Ravenswood Extension of the Northwestern Elevated — Plan, Elevation and Section of Typical Station.
feeders on the elevated portion of the line are bare cop-
per, carried on clay insulators furnished by the Brennan
Electric Construction Company of Chicago, which firm fur-
nished all the electrical supplies for the new work. The
cables for the surface extension are inclosed in a wooden box,
as shown in the drawing of the standard track cross section.
All switches are operated by the Union Switch & Signal
Company's electropneumatic interlocking system. It is ar-
the loading and unloading of trains. An interesting feature
in the design of the awning is the backward slope of the roif
and the placing of the gutter at the rear, thus preventing the
overflow and drip from the gutters from falling on passengers
boarding trains.
Particular attention has been given to facilitating the plac-
ing of advertising posters on the stations without encumbering
■Jors/&£ j.ifl£ ar /?c#Trasr*t -~^
Ravenswood Extension of the Northwestern Elevated — Plan of
Typical Station, Showing Method of Handling Passengers.
ranged so that the brakes will be applied on trains passing
a signal set against it.
Elevated Stations.
Special attention has been given to the design of the
stations for the new extension and a few of the many inter-
esting details are illustrated herewith. The length .of the
standard platform is 225 feet, 97 feet of which is covered by
an awning roof, as shown. The construction details of the
Ravenswood Extension of the Northwestern Elevated — Details of
Construction of Station Platforms.
the station platforms with loose boards of various styles and
sizes. The railings of the platforms and stairways have been
specially designed with uniform sheet iron panels 2 feet 5%
inches by 3 feet 7 inches, having an ornamental pressed steel
border serving as a frame for a standard size of advertising
poster. Between the advertising panels and posts are inserted
three cast-iron posts and a small ornamented rosette, as shown
in the illustration.
The general arrangement of the stairways is shown in
June 22, 1907
ELECTRIC RAILWAY REVIEW
813
the plan and elevation of the typical station presented. The
method of handling the passengers through the station is
clearly shown by the arrows marked "in" and "out" on the
ground plan of the typical station. As will be seen, the outlets
from the station are guarded by turnstiles which prevent
passengers from entering except through the waiting room.
Ravenswood Extension of the Northwestern Elevated — Detail Show-
ing Railings and Advertising Boards.
Outgoing passengers wishing to enter the station can do so
without passing through the turnstiles.
FEEDER-HANDLING DERRICK AT LOS ANGELES.
In stringing the feeder wires for two of the more recently
built extensions of the Pacific Electric Railway, Los Angeles,
Cal., especially satisfactory results were obtained by using
.7-0 —J - 7-6"
Feeder-Handling Derrick — Details of Derrick and Guide Post.
I In- derrick illustrated herewith. As shown in the halftone
illustration, the wire-handling equipment comprises a guide
post, through which the trolley wire is led from reels mounted
on a flat car. There is a second post supported on three legs
at the opposite end of the car. On the top of this post is a
bracket, which supports at Its extremity a guide lever, by
means of which, as the train is moved along, the feeder wire
can be raised clear of the telephone wires on the track side
of the pole.
This wire-stringing equipment was cheaply constructed,
being bolted to the floor of the car. The pulley on the guide
post maintains the cable at a proper height, so that with the
aid of the steering bar the stringing ot the bare wire in no
way interferes with the operation of the telephone.
The economy obtained by the use of this outfit will be
recognized when it is stated that four miles of 600,000-circular
mil stranded cable was strung on the arms in the pin position.
Feeder-Handling Derrick, — Placing 600,000-Circular Mil Bare Cable
on Pole Pins Without Interference with Telephone Circuit.
without interfering with the telephone cricuit, in 1 hour and
15 minutes.
THE MANILA STREET RAILWAYS.
Three years before the acquisition of the Philippines by
the United States, the tramway facilities of Manila were
limited to 13 miles of light track, over which were operated
half a dozen diminutive horse cars, seating from 8 to 12
passengers each. Today the Manila Electric Railway & Light
Company operates 40 miles of tracks in the city and suburbs,
over which 100 cars run — a railway as thoroughly modern
as any of its size in the United States.
The great difficulty experienced in Manila has been to
get material both for building the road and cars that will
withstand the ravages of the climate, which is exceedingly'
moist. After much experimenting, teak was found to be the
only wood suited to the purpose, and all the cars operated
by the railway company are now built entirely of this wood.
Teak was found to be the only wood impervious to the attack
of the white ant.
All metal parts, such as the water ducts, cables for cur-
tains, etc., as well as the rails themselves, have to be treated
with a waterproof solution. Special attention is given to the
roof system to have it shed the water as rapidly as possible.
All the cars in Manila are vi stibuled and the open cars are
provided with reinforced curtains to resist the high winds.
In adopting the convertible and semi-convertible types,
the management at once provided for the comfort and con-
venience of passengers and for their complete protection
against the sudden storms prevalent in Manila. Several lots
of both types have been shipped from this country, the
last to go forward being six semi-convertibles. Portable
screen partitions, composed of brass wire set in frames, are
provided for separating first and second class passengers.
The interiors are entirely finished in teak except the ceilings,
which are made of aluminum. The seats are of the push-
over type and are also of teak. — New York- Commercial.
814
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 25.
ELECTRIFICATION OF WEST SHORE RAILROAD BE-
TWEEN UTICA AND SYRACUSE.
The official opening of the electrified section of the West
Shore Railroad between Utica and Syracuse. N. Y., took place
on June 15. A description of this construction appeared in
the Electric Railway Review of November, 1906, page 911.
The work of this installation has been carried out by the
Oneida Railway Company, a corporation identified with the
so-called Andrews-Stanley syndicate, which syndicate in con-
junction with the Vanderbilt-New York Central interests owns
several electric traction properties in New York state, includ-
ing the Utica & Mohawk Valley Railway, the Syracuse Rapid
Transit Company, the Rochester Railway & Light Company
and the Rochester & Eastern Rapid Railway, and also in con-
junction with the Delaware & Hudson Company, the trac-
tion systems in the cities of Schenectady and Albany.
The Oneida Railway Company entered into a contract with
the New York Central under which the former agreed to
lease the tracks of the West Shore Railroad between Utica
and Syracuse, equip them for electric operation and conduct
the passenger business between these two points.
The distance between the two cities is a little over 44
miles. It is proposed to give three classes of service over
The transmission towers used on the Oneida company's
transmission line consist essentially of a square latticed struc-
ture composed of four angles. The distance between towers
is 480 feet.
The insulators are of porcelain, were supplied by R.
Thomas Sons & Co. of Lisbon, O., and are placed at the
corners of a 7-foot triangle. A No. 0 seven-strand, hard-
drawn copper cable is used for each conductor. This cable
is strung on the towers with a sag of 12 feet for a 480-foot
span, at 32 degrees F. This sag corresponds to a normal
tension of 300 pounds in the cable. The use of lightning
arresters is confined to the substations themselves.
Substations.
The four substations previously mentioned are of similar
design. They are of brick with litholite trimmings, concrete
roof and concrete floors. They are divided into two main
compartments — at the rear the high-tension room and in
front the converter room.
This being one of the first 60,000-volt installations in this
section of the country, extreme care has been taken to give
the necessary clearances on the high-tension side. The ar-
rangement in general is a typical General Electric layout.
In the converter room are two units, consisting of one
West Shore Electrification — Map Showing Routes of New York Central and West Shore Tracks Between Syracuse and Utica.
the West Shore tracks between Syracuse and Utica. First —
There will be the fast limited electric cars or trains which
will run hourly between the two cities and will make two
stops only, completing the run in 1 hour and 28 minutes.
Twenty-eight minutes of this time will be taken on the local
system at each end and one hour for the run between the
two cities. Second — There will be the local trains or cars
which are scheduled to make 24 miles per hour, and which
will complete the run in 1 hour and 5S minutes. This service
will be run hourly and the cars will make frequent stops at
every highway if necessary. Third — There will be the steam
service.
Power Transmission Lines.
Power for the operation of the line is purchased from the
Hudson River Electric Power Company, which owns the
hydraulic power plants at Spiers Falls and Mechanisville.
This company is now extending its transmission line from
its water-power plants to Utica and expects soon to be able
to deliver electric power to those points at 60,000 volts.
At Clark's Mills substation current is taken by the Oneida
Railway Company and is conducted to the three other sub-
stations over its own transmission line. There are four sub-
stations. The distance between the substations averages
approximately 10.75 miles. The transmission line is carried
into each substation and is there tapped to the busbars
through disconnecting switches, then passes to the next sub-
station.
330-kilowatt, 60,000-370-volt, oil-cooled transformer, Y-con-
nected on the primary side and delta-connected on the sec-
ondary side, and one 300-kilowatt, 370-volt alternating-current
, and 600-voIt direct-current rotary converter. Between the
transformer and the rotary stands the reactance which is
used for starting the rotary converters. This is the General
Electric Company's latest method of starting rotary con-
verters without synchronizing.
The converter room is provided with a heater system
which is located in the west end of the building in an entirely
separate room along with the toilet, lavatory conveniences
and storage room for supplies. The building is of fireproof
construction throughout.
Third Rail.
The third rail is of the bull-headed or double-headed
type, of the same section as that adopted in the New York
City zone of the New York Central Railroad, and is adapted
for under-running contact. It was described in detail in the
Electric Railway Review of November, 1906, page 911.
The insulators used for holding the third rail in the
brackets were supplied by the Ohio Brass Company and are
of semi-poicelain. Two sizes are used, one for holding the
rail at the inclines where a shallower insulating block is
required, the other for suporting the rail at other points. The
insulators were required to pass severe tests.
In laying the third rail a space of about one-fourth inch
is left at each joint for expansion and contraction. The in-
June 22. 1907
ELECTRIC RAILWAY REVIEW
815
clines are of gray cast iron of the same quality as that speci-
fied for the third-rail brackets and are attached to the third
rail by standard two-bolt splice plates. The standard incline
used whenever the shoes have to take the incline at high
speed is 7 feet in length. The inclines have a pitch of 1 in 44.
Two typss of protective covering are used, as on the New-
York Central, viz., a three-part wooden covering which origi-
nally was adopted, and a single-piece fiber covering which
was manufactured by the Indurated Fiber Company and is
fishplate. There is one of these at each joint, and each bond
is of No. 0000 capacity. The track is cross-bonded only at
special work. Both rails are available for use for the return
circuit.
Connections to Third Rail and Third-Rail Jumpers.
The connection between the direct-current busbars in
the various substations and the third-rail system is made
through several cables of 1,000,000-circular mil capacity, car-
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West Shore Electrification — Passenger Rolling Stock.
considered preferable. Fiber covering is used between New
York Hills and Clark's Mills, and would have been employed
throughout if a sufficient quantity could have been secured
in time for use on the entire installation.
Third-Rail Bonds.
The majority of the bonds on the third rail are the John
A. Roebling's Sons Company's ribbon bond. These bonds are
15 inches in length over all and are soldered to the rail, one
on each side of the upper head, and have a very large contact
ried in iron ducts 3 inches in diameter. The cable is insu-
lated with 3/32-inch rubber and is lead-encased. The end of
this duct at the track is brought up to 2 inches below the
top of the track rail or 2.5 inches above the surface of the
tie. Great care is taken to insulate and protect the cable at
the point at which it emerges from the duct by taping and
painting with insulating and waterproof paint.
At the substation end the conections to the east and
west bound tracks are carried to separate panels on the
switchboard so that electrically the east and west bound
West Shore Electrification — Under-Contact Third Rail as Installed.
surface per terminal. There also have been installed on a
portion of this line about 3,000 Ohio Brass Company's ribbon
soldered bonds and about 7,000 American Steel & Wire Com-
pany's twin terminal bonds. These bonds are of 500,000-
circular-mil capacity each' and are installed two per joint on
the upper head of the third rail. The wood cover is cut
away at all joints so as to allow the cover to go over the
bond. The fiber cover has an enlarged section at these
joints which allows for completely covering the bond.
Running-Rail Bonds.
The running rail is bonded with the Ohio Brass Com-
pany's 11-inch compressed terminal bond placed under the
tracks are kept entirely distinct except through the busbars.
Cars.
As the cars are to operate over the city systems in both
Utica and Syracuse, a different type was adopted than if they
were to use the West Shore tracks exclusively. The main
dimensions follow: Length over end panels, 40 feet; over
crown pieces and vestibules, 48 feet; width over sills, includ-
ing sheathing, 8 feet 4 inches by 8% inches; end sills, S inches
by 8 inches; sill plates, % inch by 15 inches; thickness of
corner posts, iy2 inches; thickness of side posts, 2% inches
and 4% inches; centers of posts, 2 feet 9 inches.
The bottom framing consists of two intermediate and two
816
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 25.
center sills, composed of 6-inch I-beams, extending under the
vestibules, with malleable iron caps and supports for main
truss rods; the latter are 1% inches in diameter. The in-
teriors are of inlaid mahogany, which includes the doors; the
ceilings are full Empire decorated. The floor is covered with
interlocking elastic tile, while a rubber mat is furnished for
each vestibule. Storm sashes are furnished for the side win-
dows, which replace window guards in winter. The cars are
equipped with 24 reversible and two stationary plush seats
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West Shore Electrification — Interior of Standard Passenger Coach.
with high backs and head rolls. Bach car is also fitted with
a toilet lined with "Mettile."
The truck used is the Brill No. 27 E-2, with a wheel base
of 6 feet 6 inches. The wheel diameter is 37 inches; the axle
diameter 5% inches and 6 inches. The wheel tread is 4
inches wide and the depth of the flange is 1 inch to allow
the cars to operate over the city systems in Utica and Syra-
cuse.
Each car is equipped with four G.E. 73 motors with
Sprague-General Electric multiple-unit control. Westinghouse
West Shore Electrification — Interior of Rotary Converter Substation.
automatic air brakes with graduated release and Peter Smith
hot water heaters are used.
Engineering.
The installation of the electrical equipment of the line
has been conducted by the engineering force of the Oneida
Railway Company, of which C. Loomis Allen is vice-president
and general manager; W. J. Harvie is electrical engineer; and
M. J. French, Jr., is engineer of maintenance of way.
Preliminary plans are now being considered by the North-
ern Texas Traction Company of Ft. Worth. Tex., preparatory
to making arrangements for reducing the schedule time of the
limited cars from Ft. Worth to Dallas to 1 hour and 15
minutes, 15 minutes less than the present schedule. The line
across the Trinity river bottom in Dallas is now being double-
tracked and a number of additional switches are to be
installed.
LATE INFORMATION ABOUT THE ATLANTIC CITY
CONVENTION.
Convention Bulletin No. 2, issued by Secretary Swenson,
announces that the plans for the 1907 convention to be held
at Atlantic City on October 14 to 18, inclusive, are progress-
ing most satisfactorily. The choice of meeting place has
been most favorably commented upon. Elsewhere in this
issue is an extended discussion of the convention facilities
offered by Atlantic City, N. J. The bulletin contains a de-
tailed schedule of hotel rates for more than 75 of the leading
hotels.
Headquarters Hotels.
It has been decided by the official representatives of the
various associations that each association shall have its own
headquarters hotel. It is the desire that these hotels be
used as general meeting places for those interested in specific
lines of work.
The Marlborough-Blenheim will in general be considered
the headquarters hotel of the American and Manufacturers'
associations. The Chalfonte hotel will, in general, be con-
sidered the headquarters hotel for the Accountants' associa-
tion, and the Engineers and Claim Agents will have their
headquarters at the Dennis and the St. Charles respectively.
Hotel Reservations.
Arrangements for hotel reservations should be made di-
rectly with the hotels. It will aid greatly in avoiding mis-
takes if the members when writing will indicate that their
reservations are made in connection with the convention. In
making reservations, explicit statements should be made
concerning the kind of room desired and the dates of arrival
and departure from the hotel. The special rates are made
with the understanding that the charges of the hotel will be
for the full time of reservation.
Programme.
The complete programmes of the various associations will
be announced in a bulletin which will be issued in July.
The morning of Monday, October 14, will be reserved for
registration purposes, and the first meetings of the conven-
tion will be held on the afternoon of that day. The meetings
of the various associations will continue throughout the week,
closing on Friday, October IS. Considerable attention has
been given to the arrangement of the days upon which the
various associations will meet. The following general sched-
ule of meeting days has been decided upon:
Monday, October 14.
9:30 a. m. — Registration and badges.
2:00 p.m. — Meeting of Engineering and Claim Agents'
associations.
Tuesday, October 15.
9:30 a. m. — Meeting of Accountants'
Claim Agents' associations.
2:00 p. m. — Meeting of Accountants',
Claim Agents' associations.
Wednesday, October 16.
9:30 a m. — Opening session of American association and
joint meeting of affiliated associations.
3:00 p. m. — Meeting of Accountants', Engineering and
Claim Agents' associations.
Thursday, October 17.
9:30 a. m. — Meeting of American and Accountants' asso-
ciations.
Friday, October 18.
9:30 a. m. — Meeting of American association.
The opening session of the American association, which
will be a joint meeting with the affiliated associations, will
be held in Casino hall.
The usual arrangements are being made with the various
passenger traffic associations whereby those attending the
convention will be enabled to obtain round trip tickets for
one and one-third fare upon the certificate plan.
Engineering and'
i
Engineering and'
June 22. 1907.
ELECTRIC RAILWAY REVIEW
S1-
THE SUPPLY MEN AT ATLANTIC CITY.
The annual conventions of the American Railway Master
Mechanics' and the Master Car Builders' associations, two
steam railway organizations, have just been concluded at
Atlantic City. By reason of the fact that the annual con-
ventions of the American Street and Interurban Railway Asso-
ciation and its allied bodies will be held at that place in
October next, the readers of the Electric Railway Review
will be especially interested in the arrangements for exhibits
at Atlantic City, which will be made on the same Steel Pier
and under practically the same conditions as those which
prevailed this week during the steam railway meetings.
The interest which the officers of the street railway asso-
ciations take in the meetings which have just adjourned is
indicated by the fact that President John I. Beggs and Secre-
tary B. V. Swenson of the American Street and Interurban
and the American Railway Master Mechanics' associations;
to arrange for and have general charge of the exhibits made
by its members before said conventions, and to promote
friendly relations between its members and the members of
said associations.
Art. III. — Membership — Any corporation, co-partnership,
or individual engaged in the manufacture or sale of railway
material or in the publication of periodicals in the interests
of railways and manufacturers of railway materials, may be-
come a member of the association by conforming to the pro-
visions of its by-laws.
Art. IV. — Amendments — Amendments may be made to
this constitution at any meeting of the association by a two-
thirds vote of the members present and voting.
By-Laws.
Article I. — Qualification of Members.
Section 1. — Payment of the sum of $25 to the treasurer
of the association (or such sum as may be fixed by the execu-
tive committee), by those eligible to membership under Article
III of the constitution, shall qualify them and their duly
Atlantic City Convention Facilities — Entrance to Steel Pier.
Railway Association visited Atlantic City during the meet-
ings. Mr. George Keegan, the secretary of the Manufac-
turers' Association, was also an interested observer of the
methods employed in handling the exhibits and other things
pertaining to the supply interests.
The supply men who attended the Master Mechanics'
and Master Car Builders' conventions have had a very ex-
cellent organization for a number of years, but the growth
of the exhibits and the increase in the importance of the
conventions generally, called for a more formal organization.
Our readers will, therefore, be interested in the new constitu-
tion and by-laws which were adopted at Atlantic City lor the
Railway Supply Manufacturers' Association. The constitu-
tion and by-laws are as follows:
Constitution.
Article I. — Name — This association shall be called "The
Railway Supply Manufacturers' Association.
Art. II. — Objects — Its objects shall be: The advance-
ment of the in ol its members as they an- connected
with the annual conventions ol' the Master Car Builders'
designated representatives as members, and entitle them to
all the privileges granted by the executive committee as
regards exhibit space and entertainment, • subject to the
limitations hereinafter named.
Sec. 2. — A corporation, firm or individual, upon payment
of the fee for membership as prescribed by the executive
committee, shall be entitled upon application to receive one
badge or other insignia of membership adopted by the execu-
tive committee.
Sec 3. — Any corporation,, firm or individual, having paid
the membership fee and having need of more than one repre-
sentatives' badge, may secure additional badges upon pay-
ment of $5.00 for each additional badge, and the application
for such badges shall designate the names of their repre-
senatives, by whom the badges are to be used: and it is to be
expressly understood that no representatives' badges arc In
be issued to or for any person who is not actually connected
with the concern holding the membership, and who is not
actually in attendance upon the conventions. Tin- executive
committee shall provide for the issuance of guests' badges
for ladies, or for other persons, who, in its discretion, may
be entitled thereto, by such regulations as it may deem
proper.
Sec. 4. — All corporations, co-partnerships or Individuals
SIS
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 25.
that shall have paid the assessment of the executive com-
mittee of the supply men in connection with the conventions
of the Master Car Builders' and the American Railway Master
Mechanics' associations for 1907, and all their duly desig-
nated representatives who shall have been enrolled and
received badges as such, shall, by virtue thereof, be members
of this association until May 1, 1908.
Sec. 5. — No application for exhibit space at any conven-
tion of the Master Car Builders' or American Railway Master
Mechanics' associations shall be accepted by the executive
committee unless said application be accompanied by the sum
prescribed by the executive committee, thereby renewing the
membership of said applicant if he shall be a member or
qualifying the applicant as a member under the constitution
and by-laws of the association.
Sec. 6. — All membership rights, unless renewed, shall
expire on the first day of May subsequent to the conventions
preceding or during which the membership fee is paid.
Article II. — Executive Committee.
Section 1. — The government and management of the
affairs of the association shall be vested in an executive com-
mittee of 12 members, who shall be chosen from among the
Sec. 1. — At the first election to be held after the adoption
of these by-laws, eight executive committee members shall
be chosen, viz., one from the first district, three from the
second, one from the fourth, two from the fifth and one from
the seventh, who shall by lot divide themselves into two
classes, so that four of them shall serve two years and four
three years. The members of the executive committee of the
supply men, as constituted at the time of the adoption of
these by-laws, who have another year to serve, shall com-
plete the term for which they were chosen. Thereafter,
annually, four members shall be elected for terms of three
years to fill the places of those whose terms have expired.
A member of the executive committee who shall have served
three years continuously shall be ineligible for further service
until an interim of three years shall have elapsed.
Sec. 5. — Vacancies occurring in any class of the execu-
tive committee shall be filled by a majority vote of the
remaining members of the executive committee until the next
annual meeting of the association, at which time the mem-
bers of the association from the district where the vacancy
shall have occurred shall fill such vacancy for the unexpired
term.
Sec. 6. — The executive committee shall hold such meet-
Atlantic City Convention Facilities — Exhibit Booths Along the Steel Pier.
members of the association in the manner following, and no
corporation, co-partnership or individual proprietor shall be
represented on the committee by more than one member:
Sec. 2. — The United States shall be divided into seven
representative districts, comprising territory as follows, with
the number of members for each district as designated:
First District — New England States 1 member
Second District — New York and New Jersey 3 members
Third District — Pennsylvania, Maryland, Delaware,
District of Columbia, West Virginia 2 members
Fourth District — Ohio, Indiana, Michigan, Ken-
tucky, Tennessee 2 members
Fifth District — Illinois, Wisconsin. Iowa, Minne-
sota 2 members
Sixth District — Virginia, North Carolina. South
Carolina. Georgia, Florida, Alabama, Missis-
sippi 1 member
Seventh District — States west of Mississippi river,
including Louisiana, but excepting Iowa and
Minnesota 1 member
Sec. 3. — The executive committee members for the sev-
eral districts shall be chosen by the members of the associa-
tion residing in such districts, in the manner prescribed in
Section 2, Article IV, of the by-laws.
ings as may be necessary to be called by the president or by
six members of the committee, at which meeting reasonable
notice shall be given to the members. The attendance of four
members shall constitute a quorum of the committee at any
meeting. Any member of the executive committee unable to
attend a meeting of the same may appoint some other member
of the association as his proxy, and such proxy shall for such
meeting have all the powers of the member whom he repre-
sents.
Article III.— Officers.
Section 1. — The officers of the association shall be a
president, a vice-president, a secretary and a treasurer, who,
with the exception of the secretary, shall be chosen from the
members of the executive committee who have served at least
one year as members of said committee, at the annual meet-
ing of the association, by a plurality vote of its members.
Each officer shall hold office for one year from August 1
after his election, or until his successor shall be elected and
qualified, except the secretary, who shall be elected by the
executive committee and serve during the pleasure of said
committee.
Sec. 2. — No salaries may be paid to any of the officers
except the secretary, who may. within the discretion of the
executive committee, be paid a salary for his services.
June 22. 1907.
ELECTRIC RAILWAY REVIEW
81!)
Sec. o. — It shall be the duty of the president to preside
at all meetings of the association and of the executive com-
mittee. He shall manage the business of the association and
do and perform all such acts in the name of the association
as he may thereunto be authorized by the executive commit-
tee, subject at all times to the action and control of the
executive committee.
Sec. 4. — The vice-president shall, in absence of the presi-
dent, act in his stead, with the same powers and subject to
the same restriction imposed upon the president.
Sec. 5. — The treasurer shall have the care and custody
of the funds, of the association which may come into his
hands, to hold and dispose of same as the executive commit-
tee may direct, and give such bond or security as the execu-
tive committee may deem proper.
Sec. 6. — The secretary shall keep the minutes of the
proceedings of the association and of the executive commit-
tee; attend to such correspondence as shall be assigned to
him; have charge, under the direction of the president and
of the executive committee, of the allotment of exhibit
spaces for the conventions, arid shall in general, under the
direction of the president and of the executive commit-
Sec. 2. — The executive committee shall by proclamation,
to be duly published in such daily paper or papers as may be
published in connection with the conventions hereinbefore
mentioned, and also to be posted conspicuously at least two
days prior thereto, name the time and places for holding the
meetings of the members of the association residing in the
several districts, for the election of members of the executive
committee. At each of such meetings a chairman and a
secretary shall be chosen, who shall certify to the associa-
tion the person or persons elected thereat as members of
the executive committee, and such certificate shall contain
the names of the members attending the meeting. The execu-
tive committee shall be the final arbiter of any contests
affecting the election of members of the executive committee.
Sec. 3. — In case the members of the association residing
in any district shall fail to elect a member or members of
the executive committee, then and in that event the executive
committee shall fill the vacancy as provided for in Section 3,
Article II, of the by-laws.
Article V. — Order of Business.
Section 1. — The order of business at the annual meet-
ing shall be:
Atlantic City Convention Facilities— Arcade on the Steel Pier.
tee, perform all duties incident to the office of secretary.
Article IV. — Meetings.
Section 1. — The annual meeting of the association shall
be held on the Saturday intervening between the annual
meetings of the Master Car Builders' and the American Rail-
way Master Mechanics' associations, in the same city or
village where said associations meet, at such time and place
as the executive committee may appoint, and of which the
members shall have due notice. If the dates of the conven-
tions of the Master Car Builders' and the American Railway
.Master Mechanics' associations should be changed so as to
make it impracticable to hold the annual meeting of this
association on Saturday as above prescribed, then a time
three days after the beginning of said conventions shall be
appointed by the executive committee for such meeting.
Special meetings may be called by the executive committee
upon the petition of 2."> or more members, representing at
least 2.", separate and distinct corporations, co-partnerships or
individual proprietors. If such special meetings are called
for any other time than during the conventions above named,
at least 30 days' notice shall be given to all members.
Twenty-five members, representing 2."> different concerns, shall
constitute a quorum for the transaction of business at any
meeting of the association.
1. Reading of miuutes of preceding meeting.
2. Report of executive committee.
3. General business.
4. Reports from district meetings of election of members
of executive committee.
5. Election of officers.
Article VI. — Amendments.
These by-laws may be amended at any meeting of the
association by the affirmative vote of two-thirds of the mem-
bers present and voting.
The New Executive Committee and Officers.
In conformity with the provisions of its new organic law
the Railway Manufacturers' Association elected officers as
follows:
President — R. T. Walbank, Glidden Varnish Companj
Vice-President — F. L. DeArmond, Protectus Company.
Treasurer — George N. Riley. National Tube Company.
These gentlemen are all members of the executive com
mittee, which Is made up as follows:
Firsl Dislricl (New England States)— Frank A. Morrison
of the Mason Regulator Company.
Second District (New York and New Jersey) Alexander
820
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 25.
Turner of the Galena-Signal Oil Company; A. L. Whipple of
the Curtain Supply Company; and Thomas Aldcorn of the
Chicago Pneumatic Tool Company.
Third District (Pennsylvania. Maryland. District of Co-
lumbia, West Virginia) — George X. Riley of the Xational Tube
Company and F. L. DeArmond of the Protectus Company.
Fourth District (Ohio, Indiana, Michigan. Kentucky, Ten-
nessee)— George A. Cooper of the Frost Railway Supply Com-
pany and A. G. Hollingshead of the Ralston Steel Car Com-
pany.
Fifth District (Illinois, Wisconsin, Iowa, Minnesota) —
R. T. Walbank of the Glidden Varnish Company and W. H.
Miner of the W. H. Miner Company.
Sixth District (Virginia. North Carolina, South Carolina.
Georgia, Florida, Alabama, Mississippi) — L. O. Cameron of
the Pressed Steel Car Company.
Seventh District (states west of Mississippi river, in-
cluding Louisiana, but excepting Iowa and Minnesota) — R. H.
Weatherly of the Scullin-Gallagher Iron & Steel Company.
The secretary is chosen by vote of the executive com-
mittee, and Mr. Bruce V. Crandall, president of the Bruce V.
Crandall Company, Chicago, which publishes the American
Railway Master Mechanic, has been elected to that office.
The exhibits were made on a more comprehensive scale
than ever before and well-nigh taxed the facilities of the Steel
Pier. There was some space, however, which was not filled.
and the results of the experience of the last two weeks at
Atlantic City indicate that the exhibits of October next will
he well provided for. A scheme of uniform booths. ' which
contributed much to the attractiveness of the exhibits, was
employed for the first time, and these same booths and the
same general plan of handling the exhibits are, we understand.
to be used for the October conventions. The views which we
reproduce herewith from photographs taken for the Electric
Railway Review will give a very good general idea of the
appearance of the exhibits. Owing to the fact that the awn-
ings which are attached to each booth were up when these
pictures were taken, they do not show clearly the details of .
the exhibits. They will, however, serve the purpose of giving
Igood idea of the booth scheme which was described in our
sue of April 13, 1907.
Following is a complete list of the concerns which made
displays at Atlantic City, together with an enumeration of
what their exhibits contained and the names of their repre-
sentatives:
List of Exhibitors.
Acme Bali-Bearing Company. Xew York City. — Acme ball-bear-
ing jacks. Represented by George F. Wasson, Charles
C. Sturtz and E. T. Sawyer.
Acme Supply Company, Chicago. 111. — Acme vestibule curtain.
Acme vestibule roller, Acme vestibule curtain shield,
Acme car shade roller. Acme metallic weather strip. Acme
vestibule diaphragm. Represented by W. H. Schrover,
R. E. Slagle.
A-dftms & Westlake Company, Chicago, 111. — Adlake-Xewbold
car lighting system, lighting fixtures, car. trimmings, -sig-
nal lamps. Represented by F. B. Jones, E. L. Lang-
worthy, A. S. Anderson, R. M. Xewbold, F. X. Grigg.
Addressograph Company, Chicago, 111. — Card index addresso-
graph, a combined addressing machine and card index
system. Represented by E. D. Dorsey.
Aikman & Co., C. M., Xew York. — Samples of car plush at
the Hotel Dennis. Represented by Richard Harris.
American Balance Valve Company, Jersey Shore, Pa. — Ameri-
can semi-plug piston valves after two years' (night and
day) service over ports without bridges, semi-plug valves
for simple and compound engines. Jack Wilson high-
pressure slide valves for standard and for low-clearance
cylinders, model of Walschaert valve gear with piston
valves, model of modified Stevens valve gear with Jack
Wilson internal-admission, low-clearance, separately-actu-
ated valves, giving extremely close distribution of steam.
Represented by J. T. Wilson and Frank Trump.
American Blower Company, Detroit, Mich. — Blower, exhaust
fan, generator set, pressure blower, heating coils, model
of a moist air dry kiln, volume blower and motor, also a
5 by 5 inch engine. Represented by C. W. Old and R. B.
Bedford.
American Brake Company, Pittsburg, Pa. — Locomotive driver
and truck brakes and slack adjusters. Represented by
E. L. Adreon. C. C. Higham and F. E. Schwentler.
American Brake Shoe & Foundry Company, Mahwah. X. J. —
Steel back locomotive driver brakeshoes. steel back
flanged coach shoes, steel back unflanged car shoes, steel
back electric railway brakeshoes. Represented by W. S.
McGowan, F. L. Gordon, F. W. Sargent, J. S. Thompson.
H. S. Bradfield, E. L. Janes, E. J. Searles, C. C. Higgins,
L. R. Dewev, E. B. Smith, L. J. Hibbard, Charles Herron,
F. H. Coolidge, B. H. Grundy, J. D. Gallagher and J. B.
Terbell.
American Car & Foundry Company, St. Louis, Mo. — One Xew
York Central steel passenger coach designed for suburban
service. On exhibit track. Represented by Scott H.
Blewett and Messrs. Sturtevant and Duvall.
American File Sharpener Company, Xew York, X. Y. — File
sharpening machine, carboflynt for sharpening files.
Represented by A. H. Radell and M. G. Grubb.
American Locomotive Company, Xew York. — Booth on the
pier. Represented by W. H. Marshall. H. F. Ball, G. M.
Basford, J. D. Sawyer and F. J. Cole.
American Mason Safety Tread Company, Boston, Mass. —
Mason safety tread, steel base and brass or delta metal
base, lead filled, carborundum filled, karbolith filled, both
flat and with nosings, repair tread and method, running
board of cars and method of preventing slipping, combina-
tion of Mason safety tread and cork composition for pas-
sageways, vestibules, etc., worn safety treads, safety tread
as installed on wood and in concrete, anchors used for
holding tread in granolithic work, karbolith flooring for
car and other floors set on wood, concrete or steel. Rep-
resented by Henry C. King and L. H. Myrick.
American Steel Foundries, Chicago, 111. — Steel truck on turn-
table equipped with Simplex bolster, Susemihl side bear-
ings, four Davis wheels and Andrews cast-steel side
frames. Simplex brakebeams and springs, T-shaped
cast-steel truck bolster, I-shaped bolster. U-shaped bolster
and box-shaped bolster, swayback body, bolster for furni-
ture cars, body bolster for low-hung sills, steel cross-
heads, driving wheel centers. Andrews side frame, Janney
freight and tender couplers, Kelmont passenger coupler.
Represented bv W. V. Kelley, R. P. Lamont, W. AY. Butler.
G. E. Slaughter. D. T. Harris, J. V. Bell, T. D. Kelley.
G. E. Murray, T. E. Cook. W. F. Shults, J. Stewart An-
drews, D. W. Coll. P. J. Kalman. J. Soule Smith, H. P.
Shaw, J. R. Stuart, E. H. Bauer, W. E. Fowler, Jr.. R. H.
Ripley. W. Ross Gravener. F. B. Ernst and G. G. Floyd.
American Steam Gauge & Valve Manufacturing Company.
Boston. Mass. — American Thompson improved indicator.
American muffled pop safety valve, American locomotive
steam gauge, American locomotive duplex gauge, Ameri-
can dead-weight gauge tester, American locomotive chime
whistle and several other locomotive appliances. Repre-
sented by R. B. Phillips. Gardner Comett, C. A. Allen
and Horace Parker.
American Water Softener Company. Philadelphia, Pa. — Model
of railwav water softening plant in operation. Repre-
sented by A. S. Garrett. G. S. Garrett. W. H. P. Fisher,
A. C. Tomlinson, George Bacon and A. C. Emlen.
American Track Barrow. Lowell. Mass. — One-rail track tools,
devices for carrying railway material on one rail. Repre-
sented by E. D. Peirce.
Anglo-American Varnish Company, The, Xewark, X. J. —
Samples and advertising matter. Represented by William
Marshall and Franklin W. Fort.
Armstrong Bros. Tool Company. Chicago, 111. — A full line of
Armstrong lathe and planer tool holders, Universal ratchet
drills, improved tool posts for lathes, boring bars, bolt
drivers for lathe and planer jacks. Represented by Paul
Armstrong and John McBride.
Atha Steel Casting Company, The. Xewark. X. J. — One B. R.
& P. cast-steel truck bolster, one D. & H. cast-steel truck
bolster, one Maine Central cast-steel truck bolster and
cast-steel body bolster, two "Titan" steel motor gears.
Represented by R. X. Barrows, G. T. Paraschos, C. W.
Gennet. C. W. Owston and L. A. Shepard.
Baeder. Adamson & Co., Philadelphia, Pa. — Model of a refrig-
erator car, showing the application of insulating material.
Represented by H. J. Bellman and M. J. Murphy.
Bald Manufacturing Company, Pittsburg, Pa. — The Miller
quick-acting monkev wrench. Represented by William
Bald.
Baldwin Steel Company, Xew York. — Full line of Hudson high-
speed tools, twist drils, reamers, milling cutters, etc.,
Hudson high-speed steels, crucible tool steel, lathe tools.
Represented by C. F. Simmons, J. A. Collom, Edward
Milnor, W. L. Stone.
Barnett Equipment Company, Xew York and Xewark, X. J. —
The Barnett connector, automatically coupling signal, air
and steam lines and safety chains between cars, exhibited
under service conditions, the Barnett universal steam hose
coupler, couples with all sizes and makes. Represented
June 22. 1907
ELECTRIC RAILWAY REVIEW
MM
bv Stephen D. Barnett, E. W. Hine, E. E. Silk, Robert A.
Wolff.
Beslv & Co., Charles H., Chicago, 111.— Besly spiral disc grind-
ers, spiral grooves, shear-cut, Helmet spiral paper and
cloth circles, Helmet temper taps, Helmet oil, Helmet
babbitt. Helmet iron oil cups, bonanza oil cups, Helmet
bronze, spring, sheet and wire. Represented by Edward.
P. Welles and Charles A. Knill.
Best American Calorific Company. W. X.. New York.— Oil
burners and oil-burning furnaces. Represented by R. G.
Wells, W. X. Best and L. D. Douglas.
Bethlehem Steel Company, South Bethlehem. Pa.— Staybolt
irons, high-speed steel, special alloy steels, drop forgmgs
and heavy machinery. Represented by W. C. Cutler, J. C.
Halliday, G. J. Costello, R. D. Chapman, J. S. Hageman
and O. H. Reynolds.
Bettendo--£ Axle Companv, Davenport, la.— Bettendorf I-beam
bolster. Bettendorf all cast-steel truck, Bettendorf struc-
tural steel underframe with cast-steel and center sill
ends. Represented by W. P. Bettendorf. J. \V. Bettendorf.
G. X. Caleb. J. H. Bendixen and S. S. Shields.
Bickford Drill & Tool Company, Cincinnati. O— Xo. 1 stand-
also storage tanks and oil cabinets. Represented 1>: <\ A
Dunkelberg. W. T. Simpson and W. A. Pitcher.
Bradford Car & Manufacturing Company, Chicago, 111.— Brad- .
ford draft gear, steel underframes. rocker bottom cars
and steam and air connectors. Represented by H. C.
Priebe.
Bradv Brass Company, Jersey City. X. J.— Cypress bronze in
casting and ingot form, phosphor bronze in eastin-
ingot form, engine castings, brass castings, motor
in^s babbitt metals, trolley wheels, journal bearings and
solder Represented bv Daniel M. Brady. Amos J. Passrao,
Henry J. Lahey. Clarence M. Mendenhall and George C.
AIorsG
Bridgeport Safetv Emerv Wheel Company, The, Bridgeport
Conn— Eightv-inch guide bar grinder, motor-driven; tool
grinder, motor-driven; emery, corundum and carbo-
alumina wheels. Represented by D. T. Homan.
Buchs & Son, A., Elizabethtown. Pa.— A gravity molding ma-
chine. Represented by A. Buchs, C. A. West.
Buckeve Steel Castings Company. Columbus, O.— Major steel
freight car coupler, Buckeye cast-steel coupler, yoke and
Buckeve cast-steel truck bolster. Represented by S. P.
Atlantic City Convention Facilities— Exhibit Booths Along the Steel Pier.
ard plain radial drill fitted with variable speed motor in
operation. Represented by H. M. Xorris and Fred H.
Holz, Jr. „. . ,
Birdsboro Steel Foundry & Machine Company. Birdsboro,
Pa.— Jackson belt lacing, Wagner universal cold saw.
Represented by W. C. Johnson.
Bliss Electric Car Lighting Company, Milwaukee. Wis.— Three
types of axle lighting equipments, one with Bliss constant
potential bucker regulation, one with Bliss Xew York
Central constant potential booster regulation, one with
Bliss Santa Fe constant current regulation Various parts
Which go to make up the apparatus, disassembled. Types
of standard car lighting batteries. Represented by \\ . L.
John T. Dickinson. F. Drban, W. M. Lalor, Robert
C Shaal, L. Man. John Bliss and Edwin H. Tower.
Boker & Co., Hermann, New York— Intra-steel— a new
high-speed steel, to be used as a substitute for regular
carbon steel, also -.Novo steel, patent sections. Repre-
sented bv Ellsworth Haring.
Bordo Companv. 1.. J., Philadelphia, Pa.— Locomotive bin
vaiv itive gaui comotive swing
joints. Represented by i- J. Bordo, Edwin A. Kjiowlton,
Edward w. Hodgkins, C. R. Weaver and C. w. Allen.
Bowser & Co., inc., S. F., Ft. Wayne. Ind.— Self-measuring
,| and powei pumps lor handling all kinds Ol
Bush, J. C. Whitridge, A. H. Thomas, George Broobey,
G. T. Johnson and H. L. Winslow.
Buda Foundry & Manufacturing Company. Chicago, 111. — Hand-
car wheels. Paulus track drills with high-speed Rich bits.
Buda grinders and attachments for grinding Rich and
twist bits, ball-bearing jacks up to 60 tons, one 25-ton
locomotive jack on traversing base, ratchet track jacks.
car jacks, track lining-up jacks, Buda replacers. Buda
pressed steel hand-car wheels. Represented by W. R.
Burrows, R. D. Bates, R. H. Hyland. R. M. Smith. T. J.
Stocks.
Buffalo Brake Beam Company. New York. X. Y.— Solid brake-
beams for all classes of equipment, forged steel brake-
heads, forged steel fulcrums. forged steel wheel guards,
forged steel chain clips and steel Lacks for brakeshoes.
Represented by S. A. Crone, R. C. Fraser, E. Strassburger.
I ' i: Barrett and E. C. Farlow.
Bullard Machine Tool Company, The, Bridgeport, Cons -The
36-inch vertical turret lathe in operation. Represented by
S ii Bullard, J. W. Bray. Alien w. Ransom, H. C. Elliott,
I stansbury, G. E. Merryweather, Charles G. Smith
and w .1. Alles.
Cambria Steel Company, Johnstown, Pa.- One low
I capacity, Pennsylvania
822
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 25.
standard, hopper car on exhibit track. Represented by
.Mr. Sage.
Camel Company. Chicago. 111. — Refrigerator car on tracks.
Represented by J. M. Hopkins and P. M. Elliott.
Carborundum Company. The, Xiagara Falls. X. Y. — Carborun-
dum products. Represented by E. J. Eames. \V. W. San-
derson, R. B. Fuller. C. C. Schumaker, Charles Xicholson
and C. O. Taylor.
Cardwell Manufacturing Company, Chicago. 111. — Cardwell fric-
tion draft gear, Cardwell rocker side bearings. Repre-
sented by W. G. Krauser, C. H. Tobias and J. R. Cardwell.
Carey Manufacturing Company. The Philip, Cincinnati, O. —
Carey's So per cent magnesia locomotive lagging, Carey's
standard flexible cement roofing, Carey's 85 per cent mag-
nesia sectional steam pipe covering, Carey's all-asbestos
train pipe covering, asbestos paper, millboard and pack-
ings, asbestos-metallic packing and gaskets, standard
asbestos-molded covering, nonpareil cork covering and
lagging. 85 per cent magnesia cement, asbestos cement,
asbestos fibers, asbestos cold water paints, magnesia
roofing paint, etc. Represented by George D. Crabbs.
Steve J. Bowling. X. S. Kennev. John G. Howlev and W. I.
Kelly.
Castle & Co., A. M.. Chicago, 111. — Corrugated side sheets for
locomotive fireboxes. Represented by W. A. Roomse.
C. M. Chamberlin.
Celfor Tool Company, Successor to George R. Rich. Chicago,
111. — High-speed twist and flat drills in operation. Repre-
sented by Russell Dale, W. F. Heacock, William Brewster.
Chase & Co.. L. C. Boston, Mass. — Chase's "Goat Brand"
mohair car plushes for car seats and upholstering pur-
poses, in plain and frieze effects. Represented by R. R.
Bishop, Jr.
Chicago Car Heating Company. Chicago, 111. — Vapor system of
car heating, pressure system of car heating, steam hose
couplers, vertical steam traps, horizontal steam traps,
automatic train pipe valves and special devices for Baker
heater. Represented by Egbert H. Gold, E. A. Schreiber.
B. A. Keeler and F. F. Coggin.
Chicago Railway Equipment Company, Chicago, 111. — Creco.
Xational Hollow. Diamond, Kewanee, Reliance. Monarch.
Sterlingworth and 96 types of brakebeams. Monitor
bolsters. Creco roller side bearings for steam and street
railways and Creco slack adjusters. Represented by E. B.
Leigh, F. T. De Long, A. J. Farley, E. G. Buchanan, Fred
G. Ely, Harry W. Frost. C. H. Williams. Jr., E. F. Leigh.
B. F. Pilson, Raymond H. Pilson. H. W. Finnell, C. P.
Williams and George A. Cooper.
Clark & Co., A. C. Grand Crossing, 111. — Mechanical boiler
cleaner. Represented by J. C. Mohr and W. C. Smith.
Cleveland Car Specialty Company, Cleveland. O. — Pressed
steel carlines for passenger and freight equipment. Rep-
resented by George L. Weiss. W. S. Bidle. B. Haskell.
J. A. Costello and George B. Maltby.
Chicago Pneumatic Tool Company, Chicago, 111. — Franklin air
compressor. Boyer and Keller riveting and chipping ham-
mers. Little Giant piston air drills in several sizes with
plain and Corliss valves, turbine air drills, Duntley electric
drills, grinders, blowers, hoists, compression riveter, mag-
netic oldman, drilling stands, etc. Represented by W. O.
Duntlev, Thomas Aldcorn. W. P. Pressinger. C. B. Coates,
F. C. Severin. G. A. Barden. C. E. Walker, B. H. Tripp.
Charles Booth and Howard Small.
Cleveland Pneumatic Tool Company. The. Cleveland, O. —
Pneumativc riveting hammers, chipping and calking ham-
mers, stone and scaling hammers, valve grinder, drills,
reversible and non-reversible, breast drills, Bowes' auto-
matic air hose couplings, hose and holders-on. Repre-
sented by H. S. Covey, W. J. Greer, C. R. Ely, C. A.
Mclnturff, Charles F. Palmer and Arthur Scott.
Cling-Surface Company. Buffalo. X. Y. — Cling-Surface for belts.
Represented by William D. Young and Charles F. Chase.
Coale Muffled Safety Valve Company. Baltimore. Md. — Stand-
ard muffled safety valves in the exhibit of the Nathan
Manufacturing Company. Represented by H. C. McCarty.
i'm,. Brass Manufacturing Company, The, Ansonia, Conn. —
Extruded metals in great variety of intricate designs,
especially adapted to car and' railway construction and
ornamentation; also for use in electrical and other ap-
paratus. Represented by James A. Doughty, E. J. Steele,
William W. Cotter and William H. Rippere.
Coe Manufacturing Company, W. H.. Providence. R. I. — Coe's
gilding wheels and ribbon leaf. Coe's Hiburnish bronze
powders, Coe's Hiburnish bronzing liquid. Represented
by Charles H. Bowers.
Columbia Xut & Bolt Company, Bridgeport, Conn. — Samples of
the Columbia lock nuts. Represented by Fred Atwater.
Commercial Acetylene Company, The, New York, N. Y. —
Acetylene safety storage system as applied to car and signal
lighting, locomotive headlight, etc.. car lamps and brack-
ets, signal lamps, locomotive headlights, tank cut open
showing asbestos packing, tanks which went through fire
on the Delaware Lackawanna & Western, railway ap-
pliances. Represented by W. P. Hix, Roger J. Faure,
Oscar F. Ostby and C. X. Xeilson.
Commonwealth Steel Company. St. Louis, Mo. — Models of
transom draft gear for steel cars, transom draft gear for
wooden cars. Davis counterbalanced locomotive driving
wheel, tiregraph machine, separable body bolster for
wooden cars, separable body bolster for steel cars and
engine and tender trucks. Represented by Clarence H.
Howard, H. M. Pflager. George H. Howard and A. R.
Thomas.
Consolidated Car Heating Company. Xew York. X". Y. — Direct-
steam hot-water and low-pressure car heating systems,
steam couplers, steam traps, steam valves, McElroy auto-
matic electric car lighting system and electric heaters and
switches. Represented by Francis C. Green. Cornell S.
Hawley. James F. McElroy, William H. Fulton. W. S.
Hammond. Jr.. S. B. Keys. C. C. Xuckols and T. M. May.
Consolidated Railw-ay Electric Lighting & Equipment Com-
pany. Xew York. X. Y. — Showing standard D-type gen-
erator and Kennedy regulator and type F generator and
A regulator, in operation, and several types of storage
battery, Kennedy system of axle lights. Represented by
Patrick Kennedy, J. L. Watson. Thomas L. Maunt, Chester
Terry and Barton H. Grundy.
Crocker-Wheeler Company, Ampere, X. J. — Form I-F field-
weakening motor in operation: a large number of photo-
graphs of various lines of motors and generators, both
alternating and direct current. Represented by H. de C.
Hamilton, Rodman Gilder, F. B. De Gress, H. J. Sage.
L. S. Horner. A. L. Doremus. H. L. Patteson, R. J.
Randolph, Jr.
Crucible Steel Company of America. Pittsburg, Pa. — All kinds
of tool steel forgings, Rex "A" twist drills and bar steel,
cold drawn drill rods, wire and strips. Represented by
I. Basket-field, M. R. Ferguson, W. A. Gowing and B. V.
Maxwell.
Curtain Supply Company. Chicago, 111. — Forsyth roller tip Xo.
S6 fixtures, Xo. SS ring fixtures. No. 89 ring fixtures with
projecting pins. Keeler eccentric fixtures. Burrowes No.
S3 fixtures, Pantasote curtain material. Crown curtain
material and Oakette curtain material. Represented by
W. H. Forsyth. A. L. Whipple and R. F. Hayes.
Dahlstrom Metallic Door Company. Jamestown, N. Y. — All-
steel door, interior steel car trim. Represented by O. C.
Reinecke. Charles Dahlstrom, W. H. E. Reinecke.
Damascus Brake Beam Company. The. Cleveland. O. — Damas-
cus beams in both 5 and 6 inch sections of various
weights, forged fulcrums for Damascus beams, Waycott
trussed beams of various weights for freight and passen-
ger equipment and adjustable heads for Waycott pas-
senger beams. Represented by Albert Waycott and Philip
T. Handiges.
Davis Company. The John, Chicago. 111. — Reducing valves,
back-pressure valves, pump regulators, air regulators and
armored hose. Represented by George F. Hughson.
Davis Expansion Boring Tool Company, St. Louis, Mo. — Ex-
pansion boring tools. Represented by Mr. Moberly.
Davis Solid Truss Brake Beam Company, Wilmington, Del. —
Brakebeams and brakebeam testing machine. Repre-
sented by Nathan H. Davis. Thomas C. Davis. W. C.
DuComb. Jr., and H. Dohl.
Dearborn Drug & Chemical Works, Chicago. 111. — Water
purifying reagents and exhibit of the action of different
kinds of boiler waters on locomoitve boiler tubes. Repre-
sented by Robert F. Carr, George R. Carr. D. E. Cain,
J. D. Purcell and H. G. McConnaughy.
Detroit Hoist & Machine Company, Detroit, Mich. — See Pill-
ing Air Engine Company.
Detroit Lubricator Company. Detroit. Mich. — Three-feed sec-
tional lubricator, three-feed Xo. 21 lubricator, with new-
type gauge glasses, a seven-feed Xo. 61 lubricator for
superheated steam locomotives. Represented by A. B.
Wetmore, H. J. Lord, John Arnold. A. D. Homard.
Detroit Seamless Steel Tubes Company. Detroit. Mich. — De-
troit locomotive flues and Detroit safe ends. Represented
by T. H. Simpson. T. N. Motley, Frank H. Clark and R. B.
Owen.
Dickinson. Paul, Incorporated, Chicago, 111. — Photographs and
full-sized models of Dickinson cast-iron smokejacks, venti-
lators and chimneys. Represented, by A. J. Filkins, E. W.
Hodgkins. W. A. Bither and J. A. Meaden.
Dill Machine Company, T. C, Philadelphia, Pa. — One 15-inch
Dill rapid-production slotter in operation. Represented bv
T. C. Dill, Harry Taylor and Robert Russell.
Dixon Crucible Company, Joseph, Jersey City, N. J. — Dixon's
silica-graphite paint, American graphite pencils, Ticon-
deroga flake graphite lubricants, plumbago crucibles, pipe-
June 22. 1907.
ELECTRIC RAILWAY REVIEW
-".
joint compound, graphite air-brake and triple valve grease.
and graphite greases and other graphite products for
railroad use. Represented bv C. H. Spotts. L. H. Snvder.
J. J. Tucker, H. A. Xealley. W. A. Housteu. A. C. Bowles
and R. A. Brown.
Dressel Railway Lamp Works. The. New York. X. Y. — Loco-
motive headlights, engine signal lamps and train marker
lamps. Represented by F. YV. Dressel, Robert Black.
F. W. Edmunds, H. S. Hoskinson, J. M. Brown. E. W.
Hodgkins.
Drouve Company. The G.. Bridgeton. Conn. — Anti-Pluvius sky-
light and Lovell window-operating device. Represented
by A. C. Bradley.
Dudgeon. Richard. Xew York. X. Y. — Thirty-ton L'niversal
jacks of the railroad type, plain type and claw type: 30-
ton Universal railroad jack of the independent claw type.
40-ton Universal railroad jack. 60-ton independent pump
L'niversal jack and test pump. Represented by James
W. Xelson. W. H. Mathers and Frederick Tenney.
Duff Manufacturing Company. The, Pittsburg. Pa. — Barrett
track and car jacks. Duff ball-bearing screw jacks in all
sizes and capacities up to 75 tons. Duff roller-bearing and
cone-bearing screw jacks. Barrett and Duff journal jacks
and traversing jacks. Represented by T. A. McGinley.
George A. Edgin and P. F. Kobbe. Jr.
Edwards Company. O. M.. The. Syracuse. X. Y. — Models illus-
trating 30 designs of Edwards' window fixtures and 1 de-
water, and many other interesting tests. Represented bv
Thomas H. Downward and S. F. Osbourn.
Farlow Draft Gear Company. Baltimore. Md— Models of the
Farlow twin-spring draft gear as applied to cars of the
Great Xorthern Railway and Seaboard Air Line, showing
the malleable iron draft sill: twin spring applied to chan-
nel draft sills for wooden underframe construction. Far-
low attachments in combination with the Westinghouse
friction barrel, twin-spring gear applied to cast-steel end
sills. Farlow attachments in combination with the Ses-
sions friction barrel, twin-spring gear applied to channel
sills cut off from a wrecked car. Represented bv I. O.
Wright. Dwight F. Mallory. Bradley S. Johnson. John H.
Farlow. M. A. Garrett and C. M. Garrett.
Fibrous Paint Company, Inc.. Philadelphia, Pa. — Adhesive.
waterproof and flexible paint. Represented by Frank
Davis. H. S. McCartnev, W. L. Corson. Alfred Voelker.
B. F. Davis.
Flannery Bolt Company, Pittsburg. Pa. — Several sizes of Tate
flexible staybolts and tools for applying them to locomo-
tive boilers. Represented by B. E. D. Stafford, J. Rogers
Flannery. Harry A. Pike. \Y. M. YVilscn and Tom R. Davis.
Forsyth Brothers Company. Chicago. 111. — Forsyth buffing
mechanism for passenger equipment, metallic sash, draft
rigging and truck-actuated drawbar controlling devices.
Chaffee drawbar centering devices. Stucki radial drawbar
centering devices, safety deck sash ratchets, all metallic
Atlantic City Convention Facilities — -Exhibit Booths Along the Steel Pier.
signs of Edwards' extension platform trap-door fixtures,
samples showing metal windows and window sash. Ed-
wards' tin barrel-spring rollers, both pawl designs and the
Edwards special ratchet design, with roller brackets, both
plain and worm gear, ana samples of hardware showing
special finishes in brass and bronze. Represented by
Oliver M. Edward. Edward F. Chaffee. Franklyn M.
Xicholl. C. H. Rockwell, C. L. Eddy and George G. Xorris.
Ehret Magnesia Manufacturing Company, Philadelphia, Pa. —
Samples of 85 per cent magnesia locomotive laggings.
Represented by \V. A. Macan.
Electric Storage Battery Company, Philadelphia. Pa. — Car
lighting cells, all kinds of single cells, types D. E and F.
in glass jars. Xew York Central type, for electrified steam
roads. Represented by E. L. Reynolds. Charles Blizzard.
E. H. Hunt, A. Taylor and Robert Hull.
Falls Hollow Staybolt Company. Cuyahoga Falls. O. — Samples
of hollow and solid staybolt iron, manufactured of a blend
of imported Swedish and native high-grade charcoal iron
stock, samples of staybolt iron nicked in various ways.
and broken to indicate the superior quality and fibrous
texture of Falls hollow and solid staybolt iron, and sam-
ples threaded and bent double flat without fracture. Rep-
resented by ('. M. Walsh. John Livingstone. F. C. Lippert
and W. H. Dangel.
Flexible Compound Company. Inc., The, Philadelphia. Pa. —
Flexible compound, flexible black enamel Xo. 75 iron de-
stroyed in any kind of acid asked for, without destroying
paint or film, all kinds of acids put in tissue paper nap-
kins, water boiled in tissue paper napkins and china silk
bags, water in muslin bags, hundred pounds to square
foot, hardwood finishing, flexible paints and varnishes on
silks and muslin, silk transparent signs, painting under
weather stripping and Forsyth patent car seat beaters.
Represented bv George H. Forsyth and Louis A. Gray.
Foster Company. The Walter H.. Xew York. X". Y. — Landis
universal and piston rod grinders and bolt cutters. Las-
siter staybolt threading machine and chaser grinder, and
taper bolt cutter heads. Represented by Walter H. Fos-
ter, Frank H. Robinson. B. D. Jackson and George R.
Willis.
Fox Machine Company, Grand Rapids. Mich. — Fox heavy pipe
or flue cutter, Thomes core box machine. Fox mitering
machine. Fox milling machine. Fox universal wood trim-
mers. Fox bench type trimmers, patternmakers' bench
with patent vise, and Fox adjustable saw dado or gaining
heads. Represented by George Schow and S. O. Liv-
ingston.
France Packing Company. Inc., Philadelphia, Pa. — Metallic
packing, grease cup. fibrous packing, sheet packing. Rep-
resented by A. W. France, L. T. Safford. J. K. Rutherford.
Franklin Manufacturing Company. Franklin. Pa. — Reinforced
corrugated asbestos roofing or sheathing asbestos shingles
in assorted colors, asbestos building lumber, K. & M. 85
per cent magnesia locomotive lagging, magnesia pipe
coverings, asbestos pipe coverings, asbestos boards, pa-
pers, packings and textile goods. Ambler asbestos ring air
pump and throttle packings, asbestos lumber smoke jacks,
and asbestos roofings, 2 and 3 ply. Represented by R. J.
Evans. Wallace W. Johnson. Geor^- S. Stuart. Frederick
Alford. L. B. Melville, C. E. Wade. Charles H. Stringer
and W. ('. Walsh.
Franklin Railway Supply Company, Franklin. Pa.— Franklin
automatic locomotive fire door and fire door opener.
Franklin driving box lubricator. Franklin flexible ball
joint for steam, air and oil connections. McLaughlin flex-
SIM
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 23.
ible joint. McLaughlin lock nut and Franklin journal-
bearing replacement jack. Represented bv J. S. Coffin, A.
G. Allen. B. H. Haskell, A. G. Elvin, H. S. Hayward. Jr..
B. A. Krenz. J. Sinkler and Paul Weiler.
Frost Railway Supply Company. Detroit. — Harvey friction
draft spring gear, Harvey permanent stake pocket. Rep-
resented by Harry W. Frost, George L. Harvey. George A.
Cooper.
Galena-Signal Oil Company, Franklin, Pa. — Booth on the pier.
Represented by J. S. Coffin. E. V. Sedgwick. Harry Hillyer,
J. A. Roosevelt, William Walsh. William Holmes. E. W.
Grieves, W. O. Taylor, E. G. Johnson, J. S. Patterson.
J. S. Seeley and Alexander Turner.
Garlock Packing Company, The, Palmyra. N. Y. — Fibrous,
metal and asbestos packing, hose, pump valves and all
other mechanical rubber goods for railroad service. Rep-
resented bv O. J. Garlock, F. W. Griffith, L. E. Adam,
W. R. Haggart, George L. McCabe, F. A. Ebert, E. H.
Morrison. A. J. Boiling, G. A. Wismer, J. N. Todd, E. C.
Adams, J. F. Edmonds. D. Newhall and J. E. Johnson.
Garvin Machine Company, The, New York, N. Y. — No. 2 Gar-
vin universal milling machine with new design dividing
head. Xo. 22 vertical milling machine with rotary table.
No. 14 vertical spindle milling machine. Garvin's latest
pattern with adjustable rail, Garvin die slotter, four sizes
of Garvin straight-line milling machine vises, No. 2 Gar-
vin automatic tapping machine. Xo. 14 Garvin plain mill-
ing machine in operation, motor driven, column type mill-
ers to be provided with the Garvin solid top and extended
knee. Represented by George J. Thompson and Roy Gar-
vin.
General Electric Company, Schenectady, N. Y. — Booth on pier.
Represented by F. H. Gale, W. J. Clark, J. G. Barry, L. R.
Pomeroy, R. E. Moore, C. C. Peirce, J. J. Mahoney, E. D.
Priest. A. W. Jones.
Gisholt Machine Company, Madison, Wis. — Photographs of
standard Gisholt "Big Bore" lathe, Gisholt combination
lathe, a chucking and bar machine with spindle capacity
up to iy2 inches, Gisholt boring mills and universal tool
grinder. Represented by Stanley G. Hanks, C. W. John-
son, Ellis F. Muther, J. E. Brandt.
Gold Car Heating & Lighting Company, New York, N. Y. —
Improved Gold systems of car heating by means of direct
steam apparatus, as well as hot-water circulating systems,
and a very simple and commendable car-lighting system
using acetylene gas. improved steam couplers, automatic
steam traps, temperature regulators, end train pipe valves,
locomotive reducing valve, electric heaters, and refriger-
ator car-heating apparatus. Represented by Edward E.
Gold, John E. Ward. William E. Banks, W. H. Stocks.
Thomas Fildes, J. M. Stayman, J. O. Brombaugh. A. E.
Robbins, Richard Voges, E. B. Wilson, George F. Ivers.
F. E. Weir and F. A. Purdy.
Goldschmidt Thermit Company, Xew York, X. Y.— Thermit for
welding, repairing and reheating molten iron ; welded sec-
tions of locomotive frames, trolley rails, wrought-iron
pipes, steel castings, etc.; firebrick molds for welding loco-
motive frames, and samples of nickel thermit, manganese,
chromium, molybdenum, manganese-copper, manganese-
tin, manganese-zinc, ferro-vanadium and ferro-titanium.
Represented by A. M. Guenther and W. R. Hulbert.
Gould Coupler Company, New York, N. Y. — Freight couplers,
tender couplers, tender buffers, steel platforms, Crown
truck bolsters, Crown body bolsters, Gould bolsters, fric-
tion draft gear, buffers for stub-end cars, vestibules,
tandem draft gear and journal boxes. Represented by
F. P. Huntley, S. R. Fuller, Jr., C. W. Gould, H. N. Loomis,
T. L. McKeen and W. F. Richards.
Greene, Tweed & Co., New York, N. Y— Palmetto air pump
and throttle valve packings, Favorite reversible ratchet
wrench and Exacto packing gauge and cutter. Repre-
sented bv H. S. Demarest, F. E. Ransley and B. M. Bulk-
ley.
Grip Nut Company. Chicago, 111. — A full line of square and
hexagon shaped grip nuts, XJ. S. standard threads, from
% inch to 1% inches, and a line of semi-finished hexagon
nuts for locomotive use. Represented by E. R. Hibbard,
J. W. Hibbard, R. S. Wickersham and T. F. DeGarmo.
Hale & Kilburn Manufacturing Company. The. Philadelphia,
Pa. — Car seats of all kinds, for steam railways and heavy
electric railway cars. •Xeverbreak" pressed steel "Walk-
over" seats, ail-steel and fireproof upholstered seats as
adopted for about 400 steel coaches under construction at
the present time, and reclining and revolving parlor car
chairs. Represented by H. T. Bigelow, A. F. Old, B. F.
Pilson and S. A. Walker.
Hammond Typewriter Company, The. New York. — Large ma-
chines for payrolls and close space machines for special
tabulated work. Represented by A. G. Kupetz. Miss L.
Wright. Miss Stephenson.
Hammett. H. G„ Troy, X. Y.— Trojan metallic packing for
piston rods and valve stems, triple valve business roller
and Sansom bell-ringers. Represented by H. G. Hammett
and J. J. Leigh ton.
Hanlon Locomotive Sander Company. The, Winchester,
Mass. — Locomotive sandbox with Hanlon sander attached.
Represented by J. H. Hanlon, W. J. Hanlon and J. W.
Russell. Jr.
Hanna Engineering Works. Chicago, 111. — Represented on pier
by Thomas W. Pangborn Company of Xew York, show-
ing a pneumatic compression riveter in operation, electric
and air driven screening machines, a Xo. 2 sand blast
machine. Represented by John C. Pangborn.
Harrington Son & Co.. Edwin, Philadelphia, Pa. — Peerless spur
gear hoists, screw hoists, plain and geared travelers, stay-
bolt threading machine. Represented by W. J. Somerset,
E. Van Xote and J. A. Slaughter.
Harrison Dust Guard Company, Toledo, O. — Harrison dust
guard in various sizes. Harrison driving box lubricators,
cellar lubricators, Harrison car journal lubricators. Harri-
son driving box cellars and Williams-Harrison journal
boxes in various sizes. Represented by Lacey Y. Will-
iams and Frank B. Harrison.
Heath & Milligan Manufacturing Company, Chicago, 111. —
Reception booth on the pier. Represented by E. T. Trigg,
H. O. Quest, W. R. Parker.
Helwig Manufacturing Company, St. Paul, Minn. — Helwig
pneumatic staybolt clippers, Helwig reversible pneumatic
motors (end spindle drills), Helwig portable pneumatic
grinders, Helwig improved self-feeding flue expanders and
Helwig pneumatic hammers, for chipping, calking and
riveting. Represented by J. Helwig and A. Helwig.
Hess-Bright Manufacturing Company, The, Philadelphia, Pa. —
Complete axle and wheels mounted on ball-bearings as
used on European railways. Represented by Henry Hess.
Hewitt Electric Company, Cooper, Xew York. — Lamps for
shop lighting. Represented by M. B. Buckman.
Hicks Locomotive & Car Works, Chicago, 111. — Photographs
and woods, one passenger coach. Represented by George
A. Berry. Elliott C. Smith and George E. Pratt.
Hicks Improved Engine Brake Company, Atlanta, Ga. — Two
engine equipments of air brakes. Represented by James
A. Hicks and J. H. Bouchard.
Hitner's Sons Company, Henry, Phialdelphia. Pa. — Showing
the product of the Kensington Plate-Washer Company.
Represented by L. Lewis.
Home Rubber Company, The, Trenton, X. J. — X. B. O. sheet
packings, steam hose, air pump packings, pump valves.
Represented by A. R. Foley, H. M. Royal. C. E. Stokes.
Homestead Valve Manufacturing Company. Pittsburg. Pa. —
Homestead valve, locomotive blow-off valve, straightway
valve, 3-way valve and 4-way valve. Represented by
P. L. Rhodes and W. R. Schuchman.
Houghton & Co., E. F., Philadelphia. Pa. — Hydro-carbonated
bone-black for case-hardening, cutting oils, cutting com-
pound. Vim cylinder oils, cosmolubric engine oils, cosmic
counter-corrodent, tempering oils, lubricating greases,
Marck railway steam trap, Marck steam trap, Vim air
brake leathers. Vim hydraulic leathers and Houghton oil
filter. Represented by Fred C. Wilson, A. Everly Car-
penter, 2d, and A. C. Bass.
Hunt-Spiller Manufacturing Corporation, South Boston, Mass.
— Cylinder bushings, cylinder packing, pistons, piston
valve cages, piston valve packing, eccentrics, eccentric
straps, driving boxes, shoes and wedges, crosshead shoes
and superheater headers. Represented by Walter B.
Leach and John G. Piatt.
Independent Pneumatic Tool Company, Chicago, 111. — Thor
pneumatic reversible and non-reversible piston air drills,
reaming, tapping, fiue-rolling, and wood-boring machines,
pneumatic one-piece long-stroke riveting hammers, pneu-
matic chipping, calking and beading hammers, cose-quarter
piston air drills, pneumatic turbine wood saw and pneu-
matic hose couplings in operation. Represented by James
B. Brady. W. O. Jacquette, R. S. Cooper, J. A. Porter.
J. P. Bourke, Charles Parsons, R. D. Hurley, R. T. Scott,
J. H. Davis, J. D. Hurley, A. B. Holmes, George A. Gal-
linger and Campbell Mathie.
Indestructible Fibre Company, The, Xew York, X. Y. — Deco-
rated panels, car headlinings and ferryboat partitions,
samples showing methods of applying decoration and sec-
tion of wainscoting in imitation tile. Represented by
John Jolly, R. L. McDuffie. Jacob Wendell, Jr., H. E.
Olsterreich. F. C. Field. O. Ferans.
Invisible Roll Screen Company, Brooklyn. X. Y. — Invisible roll
screens for railway coaches, dining cars, private cars,
etc., to screen against dust and smoke, invisible roll
screens for railway offices, station buildings, dining-rooms,
etc., to screen against flies and mosquitos; exhibit in
Hotel Islesworth. Represented by R. A. Bagnell.
Jenkins Bros., Xew York, X. Y. — A full line of Jenkins Bros.'
June 22. 1S-07.
ELECTRIC RAILWAY REVIEW
825
radiator valves, automatic non-return valve, regular and
extra heavy brass and iron body globe and angle valves,
sheet packing, pump valves and gasket tubing, car heat-
ing and air brake discs and Jenkins Bros.' extra heavy-
gate valves. Represented by Arthur C. Langtson. Joseph
J. Williams. Charles J. Jackson and Charles W. Martin. Jr.
Johns-Manville Company. H. W., New York. X. Y. — Asbesto-
sponge felted sectional pipe covering, fire felt, fire felt
train pipe covering, SO per cent magnesia pipe covering,
vitribestos pipe covering, vitribestos smokejacks, asbestos
fire felt and S5 per cent magnesia locomotive lagging,
asbestos cement felting, S5 per cent magnesia cement, high
and low pressure, hot and cold water pipe covering. J-M
asbestos roofings, air pump packings, asbestos steam
packings, asbestos sheet packings, vulcabeston packings,
asbesto-metallic flange gaskets, all kinds of fire-resisting
cements, electrical insulating materials, Xoark fuses, fire
extinguishers, refrigerator and produce car insulating
material. Represented by H. O. Fettinger, E. C. Sawver,
John H. Trent, W. F. Taylor, E. M. Gilmore. J. C. Young-
love. C. E. Murphv. J. W. Allan, F. G. Corbin and J. E.
Meek.
Justice & Co.. Philip S.. Philadelphia, Pa. — Forty-ton Reliance
hydraulic jacks, 20-ton Reliance hydraulic jacks, 15-ton
Reliance hydraulic car box jack, all lowered by thumb-
key, and Justice spike puller. Represented by Philip
Justice Mitchell and O. L. Wright.
Kalamazoo Railway Supply Company, Kalamazoo, Mich. — Root
Koppel Company. Arthur. Xew York.— Industrial railwav track
material. Represented by Henry Robiczek.
Kinnear Manufacturing Company. The. Columbus, O —
Wood slat rolling door for roundhouses, steel slat rolling
door for shops, power houses and freight houses. Repre-
sented by F. B. Billheimer and F. C. Schmidt.
Landis Machine Company. Waynesboro. Pa. — One 2-inch
double-head bolt-cutting machine and ' staybolt cutter,
showing staybolt machine without using the lead screw,
different styles of dies for cutting special threads. Speci-
men of staybolt cut without using a lead screw, showing
accurate pitch. Xumerous samples of work showing spe-
cial threads and many operations of interest, capable only
of being done on the Landis die. Represented by J. G.
Benedict and H. L. Fisher.
Landis Tool Company. Waynesboro, Pa. — Xo. 16 gap grinder
and Xo. 1% universal grinder. Represented bv T. H.
King.
Lang Company, G. R., Meadville, Pa. — T-bolt heads for planers
and boring mills. Represented by George R. Lang.
Latrobe Steel & Coupler Company. Philadelphia. Pa. — Latrobe
freight coupler, Melrose freight coupler, Chicago freight
coupler, Latrobe Lewis-Seley engine coupler. Goodman
wrecking hook and cast-steel drawbar yoke. Represented
by W. L. Jacoby, Jay G. Robinson, W. X. McMunn and
E. O. Warner.
Lawrence Manufacturing Company, Philadelphia, Pa. — Ami-
MiSSii
^jg- Ml ;T!f
■ ■
Atlantic City Convention Facilities — Exhibit Booths Along the Steel Pier.
locomotive spring snow scraper, Moore track drills, bond-
ing drills, with new chuck, flat drills, Kalamazoo veloci-
pede and hand-car wheels in three sizes. Represented
by F. X. Root.
Kansas City Railway Foundry Company, Kansas City. Kan. —
Rogers journal box, open end box, wastebox and engine
cellars. Fisher grain door. Represented by A. F. Reitz.
J. A. Kennedy.
Kelly-Arnold Manufacturing Company, Wilkesbarre. Pa. —
Automatic air and steam connector for use on passenger
cars, automatic air connector for freight service, auto-
matic device for detaching connector from draft coupler,
flexible metal conduits, auxiliary connections for gum
hose. Represented by George F. Royer, George E. Kelly
and John J. O'Donnell.
Kent & Co.. Edwin R.. Chicago. 111. — Tool steel, high-speed
twist drills, high-speed improved milling cutters, high-
speed improved flat drill chucks. Represented bv Edwin
R. Kent. J. T. Stafford. W. E. Xagle.
Keystone Lubricating Company, Philadelphia, Pa. — Keystone
lubricating grease in its various densities and forms of
application for various purposes, such as engine lubrica-
tion, for shafting purposes and general machine lubri-
cation. Represented by H. A. Buzby, Charles A. Hopper
and H. L. Carpenter.
Keystone Drop Forge Works. Chester, Pa. — Keystone connect-
ing link. Keystone safety shackle hook, boiler jaws, tank
lugs, driving spring links and keys and other special loco-
motive and car forgings. Represented by George H.
Berlin.
K. 'one Xut Lock Manufacturing Company, Pittsburg, Pa. —
Smith nut locks. Represented by William M. Smith,
YV. M. Simmons.
waste grabber Filion folding vestibule trap. Represented
by V. O. Lawrence and Xat P. Lane.
Lawrenceville Bronze Company. Pittsburg. Pa. — Malleable
bronze castings, phosphor bronze ingots, journal bearings,
driving boxes, and side rod brasses. Represented by Ed-
ward Kerr, C. B. Ault.
Livezey, John R., Philadelphia. Pa. — Sheet and granulated
cork for cold storage work and refrigerators, cork pipe
covering for cold pipes, asbestos, air-cell coverings, etc..
for steam and exhaust pipes, hard pressed cork for elec-
trical insulation and flooring, models of cold-storage con-
struction. Represented by John R. Livezey and Harry E.
Souder.
Locomotive Stoker Company. Chicago. 111. — Strouse locomotive
stokers. Represented by C. A. Street. James Elder.
Lodge & Shipley Machine Tool Company, The. Cincinnati, O. —
2 1-inch by 12-foot patent head standard screw-cutti'
gine lathe, driven by 10-horsepower General Electric 2 to 1
variable speed motor. 450 to 900 R. P. M. Represented
by R. G. English and R. D. Betts.
Lord Company. George W.. Philadelphia. Pa. — Boiler com-
pounds. Represented by V. O. Lawrence, J. E. Doughty
and Nat P. Lane.
Love Brake Shoe Company, Chicago. 111.— Armbrust car and
driver brakeshoes and driver brakeheads. Represented
bv C. W. Armbrust. H. G. Fuchs. W. H. Colebrook.
Lucas & Co.. John. Philadelphia. Pa.— Comical mirrors, coach
colors. Represented by William C. McMullin, E. W.
Storey and H. A. Clark.
Mason Regulator Company, The. Boston, Mass. Mason loco-
moti- us valves. Mason air pump governors, Ma-
son pump pressure regulators. Mason elevator pump pres-
ilators, .Mason damper regulators, Mason belt
826
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 25.
shifters. Mason steam pump speed governors. Mason
steam pump gravity tank regulators, Mason by-pass or
water relief valves for power and electric pumps and
Mason steam pump. Represented by William B. Mason
and F. A. Morrison.
Massachusetts Mohair Plush Company, Boston, Mass. — Car
seats covered with mohair plush in various colors and
figures, articles showing various stages of manufacture of
plush, samples of different kinds and qualities of plush,
photographs of plush mill in operation. Represented by
J. S. Seabury and W. D. Sawyer.
McConway & Torley Company, The, Pittsburg, Pa. — Janney
"X," Kelso and Pitt freight couplers, various designs of
passenger car and tender couplers, Buhoup 3-stem passen-
ger equipment applied to standard steel platform, and
samples of miscellaneous steel castings tor railroad work.
Represented by E. M. Grove, William McConway, Jr.,
H. C. Buhoup, I. H. Milliken, Stephen C. Mason and G. W.
McCandless.
Metal Plated Car & Lumber Company, New York City. — Brown
metallic window strip. Represented by Garrett Burgert.
McCord & Co., Chicago, 111. — McCord journal box, McCord
draft gear, McCord spring dampener, McKim gasket, force
feed locomotive lubricator. Represented by J. A. Lamon,
W. .J. Schlacks, Clive Runnells, J. W. Cain, H. H. Newsom,
D. J. McOsker, W. G. Dunham, Morrill Dunn, I. A. Randel.
Mcllvain & Co., J. Gibson, Philadelphia, Pa. — Samples of white
metal, phosphor bronze and German silver. Represented
by T. A. Dalton, J. Gibson Mcllvain, Jr.
Merchant & Evans Company, Philadelphia, Pa. — Star ventilat-
ors, babbitt metal. Represented by W. C. Thomas.
Michigan Lubricator Company, Detroit. Mich. — One 5-feed
bullseye locomotive nickel lubricator and trimmings for
same, one 4-feed quadruple nickel by-pass, one triple-feed
nickel lubricator, sectionized parts of the bullseye and
by-pass bullseye lubricators, one by-pass triple lubricator,
new type with stand, one 1%-pint double bullseye nickel
with round observation glass, one quart double bullseye
nickel lubricator with oblong observation glass, one 1-pint
duke nickel with gauge glass two stationary lubricators,
one applied with the automatic valve, automatic valves,
locomotive automatic valves, new automatic drain stems,
nickel, one angle nut steam chest plug, one nickel-plated
wrench for same. Represented by John B. Corliss and
W. E. Bryant.
Modoc Soap Company, Philadelphia, Pa. — Soaps for cleaning
cars, demonstration daily on the exhibit tracks. Repre-
sented by Henry Roever, J. D. Holtzinger.
Morgan & Wright, Detroit Rubber Works, Detroit, Mich. —
White steel sheet packing, Morganite throttle stem pack-
ing, triangle piston rod packing, air-brake steam hose and
car-heating hose, engine and tender hose, matting. Rep-
resented by Hudson Dickerman.
Moran Flexible Steam Joint Company, Louisville, Ky. — Moran
flexible joints for steam, air, gas and liquid, trolley con-
troller. Represented by C. H. Jenkins.
Nathan Manufacturing Company, New \ork. — Injectors, lubri-
cators, boiled checks, oil cups, steam fire extinguishers,
boiler tester and washer, feedwater strainers, locomotive
whistles and boiler fittings, Coale muffler and safety
valves. Represented by E. S. Toothe, J. C. Currie, J. E.
Miner, Charles Kearns, San ford Keeler and L. Minetree.
National Brake & Electric Company, Milwaukee, Wis. — Motor-
driven portable air compressor outfit mounted on steel
frame truck — in operation; also latest oil pneumatic gov-
ernor, sectional motor-driven compressors, engineer's
valve and emergency valve for air-brake equipment. Rep-
resented by J. T. Cunningham, W. H. Goble, F. E. Hun-
tress, W. M. Bisel, C. N. Leet, R. P. Tell, S. I. Wailes and
Bert Aikman.
National Lock Washer Company, The, Newark, N. J. — Car
curtains, curtain fixtures, sash locks, sash balances and
window fixtures operating on full size models; also sam-
ples of nut locks for all sizes of bolts. Represented by
F. B. Archibald, W. C. Dodd, Daniel Hoyt and John B.
Seymour.
National Malleable Castings Company, The, Cleveland, O. —
Tower and Climax couplers for freight, passenger and loco-
motive equipment, special exhibit of coupler repair parts,
special exhibit of coupler pivot pins, National safety car
door fasteners. Represented by S. L. Smith, ,1. V. Davi-
son, F. R. Angell, J. H. Jaschka, J. A. Slater, K. R. John-
ston, L. S. Wright, George V. Martin, H. D. Hammond,
C. L. Johnston, M. C. Pilson and R. T. Hatch.
National Patent Holding Company, Chicago, 111. — White bolt-
less sectional piston head, Atlas side bearing. Atlas center
bearing, National boiler washing system, National case-
hardening compound. Represented by W. White and
Frederick A. Lester.
National Roofing Company, Tonawanda, N. Y. — National as-
phalt roofing. Represented by F. A. Fuller, Morris
Ayrault.
National Tube Company, Pittsburg, Pa. — Carload of 6-inch pipe
loaded on a gondola car to show the method of service of
the tubular telescopic side stakes. Represented by
George N. Riley, L. R. Phillips, E. D. Giberson, J. F. Town-
send, J. G. Bateman.
Nernst Lamp Company, Pittsburg, Pa. — Display of Nernst
lamps. Represented by John Sorber.
Newman Clock Company, Chicago, 111. — Watchman's portable
clocks. Represented by A. A. Newman and August
Nanz, Jr.
New York Air Brake Company, New York. — Automatic air
and steam connector (Forsyth patent). Represented bv
W. T. Henry, J. E. Forsyth, C. P. Lovell, H. F. Bickei,
W. N. Campbell, E. F. Wentworth and William Owens.
Norton, A. O., Inc., -Boston, Mass. — Genuine Norton bridge,
journal and car jacks. Represented by Harry A. Norton,
Joseph O. St. Pierre, B. B. Terrill, F. L. Gormley, F. M.
Twombly, A. O. Norton and Charles G. Erickson.
Norton Company, Worcester, Mass. — Alundum grinding wheels
and specialties, India oilstones, alundum grain for polish-
ing. Represented by George C. Montague, Arthur C.
Scott and George A. Stone.
Norton Grinding Company, Worcester, Mass. — One electrically
driven "gap table" grinding machine, for railway work, in
operation, pair of steel car wheels revolving on their
journals, to show the accuracy with which these are
ground by Norton wheel-grinding machine. Represented
by Hiram Cushworth and Hans Wickstrom.
Norvell-Shapleigh Hardware Company, St. Louis, Mo. — Display
of the company's special brand Diamond Edge tools of all
kinds, including axes, hatchets, saws, ship augers, files,
also a line of shovels and scoops, showing evolution of
1 -piece Conqueror shovel. Represented by Joe C. Reed.
Ohio Brass Company, The, Mansfield, O. — Tomlinson auto-
matic radial car coupler, Nichols-Lintern pneumatic track
sander, Lintern electric car signal system. Represented
by J. S. Hamlin, F. A- Strail, N. Shute, R. M. Campbell.
Oil Well Supply Company, Pittsburg, Pa. — Railroad special
globe and angle valves. Represented by Joseph C. Bruff.
Ostermann Manufacturing Company, Chicago 111. — The Oster-
mann grain door. Represented by R. B. Kadish.
Otis Company, Spencer, Chicago, 111. — Tubes made by the
Tyler Tube & Pipe Company, Hutchins Car Roofing Com-
pany's roofs. Solid Steel Tool Company's forgings. Repre-
sented by Spencer Otis. William Baker, H. H. Hart,
William Latta, Jr.
Pantasote Company, The, New York. — Samples of Pantasote
in car seats and curtains. Represented by John M. High,
D. E. Bonner.
Parker Car Heating Company, Ltd., The, London, Ont, Can-
ada.— Parker anti-freezing and hot water system for rail-
way cars. Represented by Thomas Parker, J. M. McEvoy,
J. C. Duffield and C. S. Parker, Jr.
Pels & Co., Henry, 68 Broad Street, New York City. — Johns'
patent beam shears, Johns' patent plate shears, Werner's
hand power punch, Werner's hand power bar cutter, roller
trestles. Represented by Ingo Maddaus and W. L. Kerlin.
Penn Steel Casting & Machine Company, Chester, Pa. — Loco-
motive cast-steel cylinder, high-pressure steam valves.
Represented by W. S. Bickley and T. Burd Zell.
Perry Side, Bearing Company, Chicago, 111. — Side bearings
after three years' use under 237,000 pounds, industrial
cranes on Pennsylvania Railroad, passenger bearings after
130,000 miles on 104,000-pound body observation car, C. &
N. W., also full set of all styles and types Perry bearings.
Represented by H. M. Perry, E. A. Laughlin and J. H.
Sewall.
Phillips Laffitte Company, The, Philadelphia, Pa.— The Laffitte
welding plates, welding, tempering and brazing powders.
Represented by J. J. H. Phillips.
Phillips Sons & Co., F. R., Philadelphia, Pa.— Velos high-
speed steel and twist drill made by the Walter Spencer
Company, Sheffield, England. Represented by F. Rees
Phillips and E. D. Manley.
Pilling Air Engine Company, Detroit, Mich. — Locomotive turn-
table mule, pneumatic geared hoists. Represented by J. C.
Pilling.
Pittsburg Automatic Vise & Tool Company, The, Pittsburg,
Pa. — The Pittsburg double swivel machinists' vises, the
Pittsburg single swivel machinists' vises, the Pittsburg
double swivel pipe vises, the Pittsburg portable pipe
vises, the Pittsburg double swivel woodworkers' vises, the
Pittsburg Ysiad woodworkers' vises, the Pittsburg auto-
mobile and motor boat vises, the Pittsburg jewelers' vises,
the Pittsburg single swivel pipe attachments, one very
large vise weighing 695 pounds and having a jaw opening
of 15 inches. Represented by G. P. Blackiston.
Pittsburg Equipment Company, Pittsburg, Pa. — One cast-steel
Juno 22, 1907.
ELECTRIC RAILWAY REVIEW
SL'T
side frame, one cast-steel column casting, one built-up
bolster with cast-steel hook ends, models of cast-steel
draft carrier, three-piece side frame truck bolster, roller
center plates and side bearings. Represented by O. S.
Pulliam and H. V. Seth.
Pyle-National Electric Headlight Company, Chicago, 111. —
Ladies' rest room in handsome booth on the Steel pier.
Represented by Mark A. Ross. J. W. Johnson and H. W.
Within gton.
Ralston Steel Car Company, The, Columbus, O. — Ralston gon-
dola dump car, Ralston steel underframe. Represented bv
J. S. Ralston. J. D. Ellison. A. G. Hollingshead, L. C.
Brown, J. L. Connors. J. E. Tesseyman and C. W. Martin.
Refined Iron & Steel Company, Pittsburg, Pa. — Staybolt. en-
gine bolt, muck bar and other irons. Represented by
J. C. Denoon. H. F. Gilg, W. A. Stubblebine.
Republic Railway Appliance Company. St. Louis. — Republic
friction draft gear. Represented by C. S. Shallenberger,
H. T. Curd.
Restein Company. Clement. Philadelphia, Pa. — All kinds of
steam and hydraulic packings for locomotive and general
shop use. Represented by Norman Miller.
Riverside Metal Company. Riverside, N. J. — Cold rolled sheets
of white metal, phospor bronze and German silver, German
silver and phosphor-bronze wire and coil stock, phosphor-
bronze rope, phosphor-bronze and nickel castings, phos-
phor-bronze tubes. Represented by W. P. McGlynn, H. W.
Berroth, L. J. Kane, W. K. McGlynn.
Rockwell Engineering Company, New York. — Oil furnaces for
frame punch, motor driven with 36-inch throat and capac-
ity to punch %-inch hole in %-inch material, working
model of Ryerson flue cleaning machine, capacity to clean
500 boiler tubes up to 24 feet long at one time, working
model of Continental boiler with Morison corrugated fur-
naces. Represented by Gilbert II. Pearsall, Edward T.
Hendee and Austin M. Mueller.
Safety Car Heating & Lighting Company, New York, X. Y. —
Improved mantle lamps, flat flame lamps and single mantle
lamp of loo candlepower, models showing straight steam
and hot water heating systems, steam couplers, traps and
valves, buoy lantern. Represented by R. M. Dixon. D. W.
Pye. E. F. Slocum. J. S. Henry. YV. H. Hosper. William
St. John, George E. Hulse, W. L. Garland, C. B. Adams,
M. T. Elliot. H. J. McMinn. Lewis Judge, YV. I. Thompson
A. Sebold. George H. Chadwell.
Schoen Steel Wheel Company. Pittsburg. Pa. — Method of mak-
ing the Schoen wheel, showing steel slab, first and second
forging and finished rolled wheel, steam and electric wheel
unmounted, also mounted wheels on axle that have been
in service. Represented by Charles T. Schoen, M. R.
Jackson and X. B. Trist.
Schutte & Koerting Company. Philadelphia, Pa. — Injectors and
injector regulating attachment (also sectional injector),
check valve, steam stop valve, gate valve, globe valves
and check valves, sectional stop check valve, balanced
lever valve, hand test pump, syphons, automatic eductor,
trip valve. Represented by S. C. Smith.
Scullin-Gallagher Iron & Steel Company, St. Louis. Mo. — Booth
Atlantic City Convention Facilities — Exhibit Booths Along the Steel Pier.
brass melting, flue welding, rivet heating, bolt heating,
case-hardening, forging, etc. Represented by F. S. Garrett
and W. S. Quigley.
Roadhouse Steam Coupler Company. Detroit, Mich. — Coupler
for steam hose. Represented by W. L. Kelley, A. L.
Sellers, N. F. Roadhouse.
Robinson Company, The, Boston, Mass. — Robinson exhaust
nozzle, device for protecting air strainers, wrecking
anchor. Represented by Charles L. Snow, Frank Robin-
son and Frederic Parker.
Rostand Manufacturing Company, Milford, Conn. — Baggage
racks. Represented by Frank Barbey, P. N. Landine,
George H. Bryant, W. B. McCarlln
Rutherford Automatic Connector Company, Chicago, 111. —
Automatic connector for air, steam and signal hose on
cars and engines. Represented by F. H. Rutherford and
C. H. Carman.
Rubberset Brush Company, The, Newark, X. J. — "Rubberset"
paint and varnish brushes. Represented by A. L. Holtz-
man and T. B. Denton.
Russell. Burdsall & Ward Bolt & Nut Company, Port Chester,
X. Y. — Steel nuts and bolts, special nuts for locomotives.
all finished screw products. Represented by John Abel,
\V. S. Comly, Robert Cook, R. J. Snyder, C. B. James.
Ruud Manufacturing Company, Pittsburg, Pa. — Automatic gas
water heaters. Represented by Charles F. Bartlett.
Ryerson & Son, Joseph T., Chicago, 111. — Lennox rotary bevel
shear in operation, beveling steel plates, angles, etc., up to
% Inch in thickness, motor-driven, Ryerson portable auto-
matic key seating machine in operation, cutting key-ways
in nickel steel locomotive axles, Cleveland vertical solid
nicely fitted up as rest room, with chairs, etc., for the
convenience of visitors. Represented by S. M. Dolan.
Thomas M. Gallagher, P. J. Howard, B. V. H. Johnson.
G. B. Longstreth, J. V. McAdam, F. L. Norton and R. H.
Weatherly.
Sectional Grain Door Company, Indianapolis, Ind. — Grain door.
Represented by A. E. Dennison.
Sellers & Co., William, Inc.. Philadelphia. Pa. — Xon-lifting
injector and attachments operating under steam, lifting
injectors, boiler checks, locomotive feedwater strainer.
Represented by Strickland L. Kneass, John D. McClintock
and Franklin Martin.
Shelby Steel Tube Company. Pittsburg, Pa. — Seamless link
bushing material, seamless locomotive flues, welding dem-
onstrations, Shelby seamless steel locomotive bells. IT
in number, representing each note in musical scale, sus-
pended from Shelby seamless tube tree, each bell being
electrically connected with keyboard so that musical
selections can be produced. Represented by H. S. White,
H. A. Flagg, J. E. Minetree and C. H. Wood.
Sherwin-Williams Company, The. Cleveland, O. — Locomotive
finishes, car body system, steel coach finishes and
enamels, varnishes and dry colors, railway specialties,
rattan seat enamel, handcraft stains, metal paints, Rep-
resented by W. B. Albright, E. M. Richardson, Thomas
Madill. J. H. Bames, F. A. Elmcpiist and E. M. Williams.
Simplex Railway Appliance Company, Chicago, 111. — (See
American Steel Foundries.)
Societe Generalc des KYeins Lipkowski, Paris, Prance. Chap
sal-Saillot's long freight train brake. The same brake is
used on the Western Railway of France, and to be tried
828
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 25.
on the Northeastern of England. Represented bv A.
Saillot.
S prague Electric Company, New York City. — Air brake hose.
signal line hose, car heating hose, pneumatic tool hose:
all these covered with Sprague Electric Company's flexi-
ble steel armor. Represented by Allan C. Bakewell, E. E.
Ruete and W. A. Treat.
Standard Coupler Company, New York City. — Standard steel
platform. Sessions standard friction draft gear. Repre-
sented by George A. Post, A. P. Dennis, R. D. Gallagher,
Jr., E. H. Walker, George A. Post, Jr.
Standard Metal Manufacturing Company, Chicago, 111. — Anti-
friction S. T. B. car journal bearings, anti-friction metal.
Represented by Donald C. Barbee and Carl E. Tandy.
Standard Paint Company. The. New York, N. Y. — Ruberoid
roofing for buildings, Ruberoid cab roofing, Ruberoid car
roofing. Ruberoid colored roofings, red, green and brown,
Giant. Hercules and P. & B. insulating papers, P. & B.
preservative paints, Flexite metal preservative paints.
Ruberine. varnishes, clear baking, black baking, black air
drying, black finishing, core plate air drying, core plate
baking, P. & B. insulating tapes. Represented by J. N.
Richards, J. H. Thomas, Charles Earnshaw, B. C. Beck-
man, J. G. Satterthwait. George Wilms and E. F. Van de
Water.
St. Louis Car Company, St. Louis, Mo. — Sleeping car "Beulah,"
built for the American Palace Car Company. On exhibit
track.
Standard Steel Works, The. Philadelphia, Pa. — Forged and
steam and electric service. Represented by T. H. Syming-
ton, E. H. Symington. J. F. Symington, C. J. Symington,
D. Symington. W. W. Rosser, Carll Tucker, T. C. de
Rosset. A. H. Weston and H. W. Baldwin.
Tate. Jones & Co.. Inc.. Pittsburg, Pa. — Oil burners and oil-
burning appliances for railroad shops, portable oil rivet
furnaces, oil pumping systems, furnaces for all purposes.
Represented by J. M. Tate, Jr., and R. G. Kirkwood.
Timms, James <& J. O.. Columbus, O. — The "Excel" automatic
car coupler. Represented by James Timms and J. O.
Timms.
Toomey, John A.. Chicago, 111. — Folding car stake for flat
cars. Represented by John A. Toomey.
Trojan Car Coupler Company, The, New York, N. Y. — Junior
M. C. B. car coupler. Represented by Charles Chew
Mickle, Harry D. Dumont and Henry W. Wasserbach.
U. S. Metal & Manufacturing Company, New York City. — Per-
fect pressed steel car replacers, Nos. 1 and 2, Victor cast-
steel car replacers, Nos. 1, 2, 3 and 4. Columbia lock nuts,
"Ideal" drawbar centering device, Western malleable iron
brake jaws, "Almetl" lumber stake. Cliff and Guibert
automatic fire hose reel, "Hoyt" plush car door. Exhibi-
tion car on exhibition track equipped with Dunham hopper
door device. Columbia lock nuts. "Ideal" drawbar centering
device, Feasible drop brake staff, "Almetl" lumber stake.
Represented by B. A. Hegeman. Jr.. F. C. Dunham, M.
Jackson Crispin, E. D. Hillman, Thomas Beaghen, Jr.,
Fred Atwater and John Varian.
Universal Railway Equipment Company, Jackson, Mich. —
Atlantic City Convention Facilities — Exhibit Booths Along the Steel Pier.
rolled steel wheels and steel-tired wheels. Represented
by E. S. Lewis, H. DeH. Bright. Frank Carpenter. Charles
Riddell, Oliver J. Bamford, Edward B. Halsey, George F.
Jones, Harry W. Sheldon, William Penn Evans.
Star Brass Manufacturing Company, Boston, Mass. — Samples
of safety valves, whistles, gauge testers, steam gauges
and indicators, in the St. Charles hotel. Represented by
G. H. Musgrave, J. A. Edgar.
Stoever Foundry & Manufacturing Company, The, Myerstown,
Pa. — One-half-inch automatic pipe threading and cutting
off machine, capacity % inch to 2 inches, automatic power
pipe bending machine, capacity 1 inch to 2% inches. Rep-
resented by Ralph McCarty. Ed. R. Euston, A. A. Schaefer.
Storrs Mica Company, Owego, N. Y. — Copies of Storrs' calen-
dar of railroad club and association meetings and conven-
tions, advertising their mica headlight and caboose lamp
chimneys; register for mailing list for quarterly numbers
of this calendar. Represented by A. P. Storrs and Charles
P. Storrs.
Stowell Manufacturing & Foundry Company. South Milwau-
kee, Wis. — Model of baggage car door fitted with adjust-
able hangers, Wilbem adjustable warehouse door hangers.
Represented by D. J. Dalton, R. A. Nourse.
Summers, H. J., Chicago, 111. — Automatic releasing vestibule
curtain hook. Represented by Harry J. Summers.
Symington Company, T. H., Baltimore, Md. — Symington jour-
nal boxes of various designs for standard archbar trucks,
special steel trucks. M. C. B. passenger trucks, M. C. B.
electric trucks and special electric trucks, Baltimore ball-
bearing center and side bearings of various designs for
"Easy Lift" grain door. Represented by H. E. Edwards,
S. F. Randolph.
Union Spring & Manufacturing Company. Pittsburg, Pa. —
Locomotive and car springs, pressed steel spring plates
and journal box lids. Represented by A. M. McCrea,
L. G. Woods. C. S. Foller and T. B. Arnold.
Underwood & Co., H. B., Philadelphia, Pa. — Portable boring
bar outfit for cylinders 12-inch to 26-inch diameter, 2-cylin-
der steam or air motor for driving the above, portable
rotary planing machine for flat valve seats on locomo-
tives. Represented by A. D. Pedrick. C. O. Ralph, F. E.
Emery.
Wagenhorst & Co., J. H.. Youngstown. O. — Electric blue-print-
ing machine. Represented by Donald Parson.
Walworth Manufacturing Company, Boston, Mass. — Stillson
wrench, Smith track drill, "Neverstick" blow-off cock,
Walworth pipe stock and die. Smith friction tool, also
general line of small tools. Represented by W. P. F. Aver.
Washburn Steel Castings & Coupler Company. The. Minne-
apolis, Minn. — Car couplers, boilers, car replacers. steel
buffer beams, friction draft rigging. Represented by
E. C. Washburn. A. Munch.
Watson-Stillman Company. The. New York. — Hydraulic jacks,
hydraulic rail benders, hydraulic crankpin presses, hy-
draulic bar straighteners, hydraulic wheel presses. Rep-
resented by George L. Gillon and Edward A. Johnson.
Watters, J. H., Augusta. Ga. — Pneumatic track sander, work-
ing model in a glass case. Represented by J. H. Watters.
WVlls Light Manufacturing Company, The. New York. — The
Wells light in three sizes, the Wells standard oil gas lamp.
June 22, 1907
ELECTRIC RAILWAY REVIEW
829
Wallwork's patent universal electric lamp brackets.
Represented by George H. E. Robinson and Howard Mana-
han.
Wendell & McDuflie, New York. — The Gutelius ventilating
smoke jacket; made of asbestos board. Represented by
D. H. Ferguson.
West Distinfecting Company. New York. — Disinfecting ap-
pliances, chloro-naptholeum, disinfectant, liquid soap dis-
pensers and liquid soap, Taussig fumigating lamps, carbo-
form fumigators, CX soap for the skin. Represented by
E. Taussig and C. A. Ekstromer.
Western Railway Equipment Company, St. Louis, Mo. — Acme
brake slack adjusters, Western sill and carline pockets,
Western brake jaws, Acme pipe clamps, Hoerr tandem
draft gear, Linstrom eccentrics, Linstrom syphon pipes,
interchangeable car doors, Hoerr car doors, Western
truck end castings, St. Louis flush car door, Missouri
car door. Downing card holders. Economy slack adjuster,
Western bell ringer, car door fastenings, fishhook tie-
plates, brake jaws , tie dating nails. Represented by
Louis A. Hoerr and S. H. Campbell.
Western Tool & Manufacturing Company, Springfield, O. —
Expanding mandrels, adjustable reamers, portable vice
stands and tool stands, vises, tool holders, abrasive polish-
ing wheels, scrapers. Represented by E. V. Galen and
Henry Morris.
Western Tube Company, Kewanee, 111. — Kewanee unions, Ke-
wanee union specialties, high duty metal valves, mal-
leable, cast iron and brass fittings, iron body valves and
cocks. Represented by N. J. Higinbotham.
Westinghouse Air Brake Company, Pittsburg, Pa. — Cross-com-
pound steam-driven air compressor, self-locking angle
cock, friction draft gear. Represented by John F. Miller,
W. S. Batholomew, E. A. Craig, W. V. Turner, R. H.
Blackall, A. L. Humphrev, Joseph R. Ellicott, A. Johnson,
F. T. Reese, I. H. Brown. T. L. Burton, H. S. Clark, C. C.
Farmer, F. V. Green, J. P. Kellv, C. J. Olmstead, H. S.
Kolseth, C. P. Cass, W. G. Clark, S. D. Hutchins, F. M.
Nellis, George Westinghouse, Jr.
Westinghouse Automatic Air & Steam Coupler Company, St.
Louis, Mo. — Automatic air and steam coupler. Repre-
sented by N. F. Niederlander and R. E. Adreon.
Westinghouse Electric & Manufacturing Company, Pittsburg,
Pa. — Motors, controllers, switchboards, current measuring
instruments. Represented by A. T. Chamberlain, J. R.
Gordon, J. H. Klinck, R. F. Moon, D. D. Pendleton, Charles
Robbins, F. H. Shepard, C. F. Street, Charles Stuart,
Charles Talbot.
Westinghouse Machine Company. The, Pittsburg, Pa. — Auto-
matic truck, storage batteries. Represented by E. H.
Sniffen, L. L. Brinsmade, L. H. Flanders, Samuel Hazlett,
Edgar Lewis, D. C. Arlington, D. G. Davis, H. M. Hampton.
Westmoreland Coal Company, Philadelphia, Pa. — Full-sized re-
production of a room in a mine, with electric coal cutter
actually in operation. Represented by H. C. Adams and
G. B. Wood.
Wheel Truing Brake Shoe Company, Detroit, Mich. — Abrasive
brakeshoes. Represented by J. M. Griffin.
White Enamel Refrigerator Company, St. Paul, Minn. — Bohn
syphon refrigerators. Represented by H. S. Parks.
Wilmarth, Morman & Co., Grand Rapids, Mich. — New Yankee
drill grinders, one electrical machine ready to operate.
Represented by Charles E. Meech.
Yale & Towne Manufacturing Company, The, New York. —
Portable electric hoists, equipped with graduated speed
controllers for" careful handling of material and close ad-
justment of parts when assembling or placing in ma-
chines, 20-ton triplex chain block, enabling one man to
lift a 20-ton load, 1-ton triplex, duplex and differential
chain blocks in operation under service conditions. Quick
speed chain blocks for rapid handling of light loads, over-
head I-beam trolleys for use with hand and electric hoists,
crane models and photographs of installations. Blount
door checks, builders' hardware, Yale cabinet locks, Yale
padlocks. Represented by F. A. Hall, E. J. Ford, H. E.
Dickerman. William Hazelton, R. T. Hodgkins, C. W.
Beaver, W. C. I'.igelow.
NEW YORK CITY RAILWAY'S EIGHTY-SIXTH STREET
CAR BARNS BURNED.
The Kern River Power Station No. 1, of the Los Angeles
Edison Electric Company, has recently been put in operation.
It is located near the headwaters of the Kern river, in the
Sierra Nevada range. The plant is claimed by the builders
to be the largest hydro-electric system west of Niagara Falls.
The water is brought some 12 miles by Hume to a pen-
stock having a static head of 87 I Ceet. Pour Allis-Chalmers
Impulse wheels of 10,750 horsepower opera I c under an effective
head of 865 tee) al 250 revolutions per minute. Current is
transmitted to Los Angeles. Cal.. 117 miles, at 7a, 1)00 volts.
The transmission cables are supported by galvanized iron
towers.
The New York City Railway, which lost by fire on April
8 its car barn at One Hundred and Forty-sixth street, suffered
a similar misfortune on June 16, when the car barn at Madi-
son avenue and Eighty-sixth street was burned. The building
was a three-story brick structure of semi-mill construction with
substantial brick walls, and was built about thirty years ago.
The first floor was used as a car barn by the company
and the second and third floors were leased by the New York
Transportation Company, which lost fifty or more automobiles.
Ordinarily the New York City Railway Company has about
sixty-five cars in this barn, but the demand for rolling stock
was so great on Sunday, the day of the fire, that only four
cars were destroyed.
The origin of the fire is not known. An examination of
the burned structure shows that the wooden timbers were
Ruins of New York City Railway Car Barns.
heavy, but the floors were not self-releasing and when they
collapsed the side walls fell with them. The offices of the
company were located in a partitioned space at the left of
the car entrance. From this section a passenger elevator led
to the floors above, while the automobiles of the Transporta-
tion company were hoisted by means of an elevator shaft
about half way between the office and the rear of the build-
ing. It is stated that the building will be rebuilt in the near
future.
An Improvement in Commutating Poles.
A. E. L. Chorlton aud H. Smith, Manchester, Bng., have
recently been granted a patent on an improved method of
constructing commutating poles for motors and generators.
The invention consists of separating the commutating poles
from the main yoke, thus establishing an independent mag-
netic circuit. This construction has a number of advantages;
the commutating poles can be more easily designed to give
the desired effect, can be more easily controlled, and mag-
netically have the advantage of not being affected by changes
of the magnetic Hux in the main pole pieces.
Another important advantage secured by Ibis Invention
is thai Hi.- commutating poles can be added to motors and
generators already in service, the commutating poles and
yoke being entirely independent of the generator or n
proper. The yoke for the commutating poles is made In
sections so that it can be easily installed in motors or gen
erators which are in service without dismantling them. Thi
commutating pole yokes are bolted to the pole pieces of th<
main Held magnets.
830
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 25.
News of the Week
Traction Affairs in Chicago.
Judge P. S. Grosscup declares that he has a satisfactory plan
for settlement of the differences between t lie New York interests
in the Chicago Union Traction Company and the protective com-
mittee representing the stockholders of the Chicago West Division
Railway and the North Chicago City Railway, underlying com-
panies. The continued failure of these interests to agree to a
plan for leaving the distribution of the stock of the new Chicago
Railways Company to the arbitrators named in the ordinance
postpones the acceptance of the ordinance.
The Chicago City Railway Company has taken out a permit
for the beginning of reconstruction work under the ordinance.
Work has been begun on the track in Root street, between State
and Wallace streets.
To avoid congestion, the Union Traction Company has abolished
the terminus of the Twelfth street line at State and Van Buren
streets, and hereafter the cars will run over a loop terminal on
Dearborn street, Adams street, Fifth avenue and Twelfth street.
Michigan United Railways to Handle United States Express
Company Business.
The United States Express Company is rapidly extending its
service over the electric railway lines and is still seeking to make
new contracts. In the Electric Railway Review of June 8 was
published the announcement of a contract between the express
company and the Detroit United Railway. We are now advised
by J. M. Bramlette, general manager of the Michigan United Rail-
ways Company, which operates the city systems of Lansing, Kala-
mazoo and Battle Creek, and interurban lines between Lansing and
St. John's and Jackson and Kalamazoo, that this company has also
entered into a contract with the United States Express Company
whereby the latter will operate over the Michigan United lines.
Operation will be started between Jackson and Kalamazoo on
July 1. The company will run three express trains a day over this
75-mile line, instead of two, as at present. Mr. Bramlette says:
"I feel that this arrangement is one of great importance to our
company. It is certainly a step in the right direction and indicates
that interurban properties are daily becoming more serviceable to
the communities through which they operate."
A general agent of the express company has been seeking
during the past week to make a similar contract with the Winona
Interurban Railway for the express business between Warsaw and
Goshen, Ind. The matter will be submitted to the directors on
June 20. It is reported that the company is seeking to make con-
tracts with other northern Indiana roads.
Advertising Literature of the Boston & Northern and Old Colony
Street Railways.
The passenger department of the Boston & Northern and Old
Colony Street Railway companies has issued some new literature
this year which is very attractive and convenient. The feature of
the publications this year is a large four-colored map of eastern
Massachusetts, east of Worcester, southern New Hampshire and
northern Rhode Island, showing not only all the trolley lines of
these companies, but all trolley lines in the district, as well as all
the parks, groves and other inland and shore pleasure resorts.
The map is a very artistic bit of work and is one of the most
complete ever issued covering this district. This map forms the
inside of both the Boston & Northern and the Old Colony Street
Railway's folders, while the rest of the space is devoted to
schedules showing the routes, distances, fares and mileage on these
systems. Everything is arranged in as condensed a form as pos-
sible, tending to put as much helpful information for the passen-
gers in as little space as is required. The covers of the two folders
are in colors and are excellent examples of the printer's art. The
Boston & Northern folder, entitled "Trolley Trips," shows a cool,
attractive view of a rocky shore and a bay with an island in the
background, all on a background of striking red. The Old Colony
folder cover is a delightfully typical little country scene framed
in an attractive arrangement of greenery. A glance at the covers
creates a desire to seek the shore and country. Copies will be
sent free upon application to the passenger department, 309 Wash-
ington street, Boston.
Legislation in Michigan.
An amendment to the law permitting the consolidation of elec-
tric light and street railway companies was passed in the house on
June 17. At present the law provides that unanimous consent of
all the stockholders must be obtained, and the amendment, which
applies only to the upper peninsula, provides that the consents of
only three-fourths of the stockholders be required.
The Scidmore railroad commission bill, which the house on
June 12 substituted for the bill passed by the senate, provides for
an interchange of freight between steam and electric railways, and
in certain cases for the running of freight cars through city streets.
The bill provides: "That in cases where shippers or consignees
of freight in carload lots whose places of business are not provided
with adequate steam railway facilites, but may be reached by
means of interurban, suburban or urban railroad of suitable gauge,
they shall have the right to be supplied by any steam railroad
Which has a physical connection with said interurban, suburban
or urban railway with steam railway freight cars for the ship-
ment of their freight and similarly shall have the right to receive
their freight in steam railway cars. Such cars shall be turned
over by said steam railroad to said Interurban or street railway
at the point of junction for the use of said shipper exclusively
and shall be hauled between said point of junction and said place
of business of the shipper by said interurban or street railway
under the same general conditions as cars of the foreign roads
are now, or may be after handled upon so-called belt lines, or
terminal raflroads." This provision does not apply to purely city
lines and the commission has no power to interfere with any
franchise or contract with the city.
Progress of New York Subway Plans.
The New York rapid transit commission on June 13 decided
to authorize, the construction of a fourth track on the Broadway
subway, between Ninety-sixth and One Hundred and Third streets.
The cost of the improvement, which will permit uninterrupted
traffic above Ninety-sixth street on the easterly and westerly
branches of the subway, will be about $850,000, and it is estimated
that 16 months will be required for the work. The Interborough-
Metropolitan Company has already stated its willingness to do the
work, provided the expense shall be borne by the city under the
heading of "extra work." The amount is to be added to the gen-
eral construction account which the company must pay back to the
city in the next 50 years. On the recommendation of Chief En-
gineer Rice it was also resolved to install the ventilating system
on the stations of the Broadway route north of Fifty-seventh
street. Only on the stations south of this point have the plants
been established, and Mr. Rice explained that the result in cooling
the tunnel had been so successful that it would be advisable simi-
larly to equip the northern part of the Broadway subway. He
estimated the cost at $280,000. The cost of the downtown plants
was $390,000, so that the city will have to spend a total of $670,000
on another extra.
Bids were also opened by the commission for the construction
of the three sections of the subway connecting the terminals of
the Brooklyn and Williamsburg bridges in Manhattan for which
contracts had not yet been let. The Bradley Contracting Com-
pany was the lowest bidder for all the three sections. For that
on Center street, between Pearl and Park Row, the bid for tunnel
construction and pipe galleries was $1,003,828; for the section on
Delancey street, between Center and the Bowery, the bid was
$1,547,342, and for the third stretch, also on Delancey street, run-
ning from the Bowery to Norfolk street, the Bradley offer was
$1,298,436. The contracts were awarded to that company.
Comptroller Metz and Commissioner Hurley were able to ad-
vance their demands for the Fourth avenue (Brooklyn) subway
another step. George L. Rives, counsel to the board, was directed
to draw up the form of contract and to present it for adoption
to the next meeting of the commission. In order to lessen the cost
of construction of the new route it was decided by the board that
the open excavation method could be adopted except in the parts
of the route where the traffic was heavy, and that on a portion
of the route south of Flatbush avenue the contractor should be
relieved of property damage responsibilities. The commission also
practically determined that there would be no need for pipe gal-
leries in the subway, but ordered Mr. Rives so to frame the con-
tract as to provide for bids for and without the galleries. The cost
of the subway has been estimated at $31,000,000, but by leaving
out the pipe galleries there would be a saving of about $2,000,000.
Philadelphia Ordinance Passed by Councils. — The Philadelphia
Rapid Transit Company ordinance was passed by councils on June
20. after an 8-hour session. The ordinance will restore the ability
of the company to make improvements in its property through the
use of the improved credit which it will now have.
Decatur-Champaign Line of the Illinois Traction System
Opened. — The new line of the Illinois Traction Company from De-
catur to Champaign, 111., has been recently opened for operation.
For the present the running time for the 50 miles will be three
hours, as the track is still rather rough in places. Cars have been
running between Champaign and Monticello for several months.
This completes the line from Danville, near the Illinois-Indiana state
line, to St. Louis.
Pittsburg & Butler Street Railway. — The Pittsburg Trust
Company, financial agent of the Pittsburg & Butler Street Rail-
way Company, has issued a most attractive booklet describing
and illustrating the company's new single-phase line from Pitts-
burg to Butler, Pa., 38 miles, which has been recently opened for
traffic. The booklet, which is an especially fine example of the
printer's art, completely describes the new road and contains a
large number of excellent halftone illustrations of views along the
line and of the company's rolling stock and power house equipment.
Street Railway Association of the State of New York. — J. H.
Pardee, secretary, is sending out, together with the pro-
gramme of the annual meeting of the association, which was pub-
lished in last week's issue of the Electric Railway Review, a
pamphlet issued by the management of Hotel Champlain, Bluff
Point, N. Y., where the meeting will be held on June 25 and 26,
The pamphlet describes and illustrates with several good halftones
the natural attractions and points of interest of Bluff Point and
vicinity, and indicates that an especially favorable place has been
chosen for the convention. A timetable of the trains running to
Bluff Point and a circular in regard to the special railroad rates
for the convention are also inclosed.
Brooklyn Bridge Improvements. — Two important contracts for
work designed to increase the transit facilities of the Brooklyn
bridge will be awarded within the next few weeks. Bridge Com-
missioner Stevenson lias already started advertising one of these
contracts, which provides for the widening of the roadways on
the Manhattan approach to the bridge structure. This improvement
is part of the plans which the department has made to establish
the immense loop terminal station on the site of the Staats Zeitung
building, which is to be used for trolley cars and elevated trains
alike. According to the plans it is proposed to run the trolley
cars from the roadways of the bridge into a subway to reach the
system of loops in the new terminal station. In order to do this
June 22, 1907.
ELECTRIC RAILWAY REVIEW
831
and avoid cutting the masonry arches, the roadways must be
widened to the full extent of the city's property, and the tracks
carried on the outside of the roadways instead of on the inside,
as at present. The terms of the contract require that the entire
improvement must be completed by October 1.
Columbus Speeches and Municipal Ownership Report. — The of-
fice of the secretary of the American Street and Interurban Rail-
way Association has just issued two pamphlets, one containing the
addresses of the presidents of the various associations as presented
at Columbus and the other containing the report of the committee
on "Municipal Ownership," also presented at the 1906 convention.
Brooklyn Strike Ended. — The strike of the firemen and other
power house employes of the Brooklyn Rapid Transit Company
was settled on June 14, when an agreement in regard to wages
was reached. The old men are to be taken back and the union
is to be recognized. The wages of the firemen are increased from
$2.25 to $2.40 per day and the water tenders are to get $2.65
instead of $2.50. Both classes of employes demanded an increase
of 25 cents per day. The boiler men and coal handlers are to get
$2.00 a day, an increase of 25 cents.
Spokane's Lake Region. — The Spokane & Inland Empire Rail-
road of Spokane, Wash., has issued an attractive pamphlet with
the above title, describing the many inland lake resorts reached
by the lines of the Coeur d'Alene and Spokane division from
Spokane. These resorts, of which several excellent halftone views
are presented, include Newman Lake and Liberty Lake. Washing-
ton and Spirit Lake, Fish Lake, Hayden Lake and Lake Coeur
d'Alene. Idaho. These lakes, which are all within a short dis-
tance from the city, are excellent places for summer cottages,
camping, fishing, hunting, boating, etc.
Through Billing, Chicago to Warsaw. — H. S. Dickey, general
superintendent of the Winona Interurban Railway, Winona Lake,
Ind., writes that this company now has a through billing arrange-
ment between Chicago, 111., and Warsaw, Ind., in connection with
the Graham & Morton Transportation Company, the Southern
Michigan Railway Company and the Chicago South Bend &
Northern Indiana Railway, and is also perfecting arrangements to
sell through tickets between these points and all intermediate
points. Although this arrangement has only been in effect for a
short time, the business so far has been very encouraging.
Express Service from Boston to Springfield, Mass. — Plans for
the through trolley express service from Springfield to Boston
by way of Worcester are being gradually developed, and announce-
ment is made that it will be in operation about October 1. The
express cars will run over the Springfield & Eastern Street Railway,
over the Brimfield extension and the Worcester & Southbridge
Street Railway into Worcester, whence they will run over the Bos-
ton & Worcester lines. The last-named road has had some difficulty
in securing rights to run the cars into Boston, but it is said that
what franchises have hitherto been refused will be granted soon.
The necessary equipment has been ordered. It is planned, if the
necessary Boston franchises cannot be obtained, to run a line of
automobile trucks from the Boston & Worcester line's terminal
in Chestnut hill, Brookline, into Boston's business section.
Electric Railway Express Company to be Reorganized. — Follow-
ing the action of Circuit Judge Reynolds of St. Louis, Mo., on
June 14, denying to the minority stockholders of the Electric
Railway Express Company of East St. Louis, 111., an injunction
restraining the East St. Louis & Suburban Railway from letting to
the Illinois Traction Company the express privileges over the
Suburban system between East St. Louis and Belleville, 111., and
other points, the announcement was made that a new company
would be formed to conduct the express business. The plaintiffs
claimed that the Electric Railway Express Company had the ex-
clusive right to do an express business over the Suburban system.
The contract was declared forfeited by the Suburban company for
failure of the express company to comply with the terms of the
contract. The company was recently placed in the hands of
receivers and has ceased operating.
Detroit Strike Avoided. —The trainmen employed by the Detroit
United Railway, who about two weeks ago voted to strike unless
the company granted their demands for 28 cents an hour and
improvement of working conditions, especially in the tripper
service, on Monday of this week practically voted to accept the
company's offer. This offer, as reported in last week's issue of the
Electric Railway Review, includes the concessions demanded by
the men as to working conditions without increasing the wages.
The vote on Monday was as to whether the entire contract between
the company and its employes should be submitted to arbitration
and the proposition was defeated by a large vote. The men are
now working under an agreement by which the question of wages
Is not to be reopened except by the consent of both parties. The
vote not to arbitrate therefore practically means an acceptance
of the company's offer.
Chicago-New York Air Line. — The Chicago-New York Electric Air
Line Railroad, the company which has attracted so much attention
through advertisements 'if iis proposed 10-hour 10-dollar air line
from Chicago to New York, on Saturday, June 15, formally opened
a 5-mile spur line from Laporte, Ind., to its grading cam)) on the
main line at South Laporte. Speeches were made by officers of
the company, Mayor Becker of Milwaukee, Mayor Darrow of
Laporte, and others. Special trains at the expense of the
were run from New England and from Minneapolis, carrying
I>;uties of stockholders to Inspect the work. Grading is now nearly
i-i ovei about 20 miles of the main line from South Laporte
toward Chicago, it is reported that the company has made as
agreement with the Chicago South Bend & Northern Indiana Kail-
way for joint use . .r the latter's tracks In South Bend and of the
Air Line company's tracks In Laporte.
Construction News
FRANCHISES.
Augusta. Ga. — The Augusta & Columbia Railway Company,
which proposes to build a 59-mile interurban line from Aiken. Ga.,
to Columbia, S. C, has petitioned for permission to lay a single-
track passenger and freight line in Augusta, from Thirteenth
street to the city wharf. Terminal facilities already have been pur-
chased and it is stated that work will be started at once if the
petition is acted upon favorably. It is estimated that the improve-
ments will cost $250,000. James U. Jackson, vice-president. Au-
gusta, Ga.
Carthage, Mo. — A franchise in this city has been granted to
the Kansas City Springfield & Southern Railway for its line from
Springfield to Nevada, Mo.
Morris, III. — The Chicago Ottawa & Peoria Railway, recently
incorporated to connect the Peoria lines of the Illinois Traction
System with those of the Illinois Valley, has been granted a fran-
chise to operate its line on Benton street in Morris. The line must
be completed by January 1, 1909. H. E. Chubbuck, general man-
ager, Ottawa, 111.
Peoria, III. — The Peoria Railway Company, through S. L. Nel-
son, vice-president, has submitted to the council a proposition to
build a double-track interurban railway on Washington street, from
Chestnut street to Western avenue, the city of Peoria, after its com-
pletion, to have absolute ownership, the railway company retaining
the perpetual right to occupy and use same. By this arrangement
the city is to maintain the tracks and may, at its discretion, lease
them to other interurban electric railways on such terms as it
may deem advantageous to the city, the revenue accruing there-
from to go to the city of Peoria. This improvement would require
about four miles of additional track and an expenditure of $100,000,
as estimated by the company.
Point Loma, Cal. — The Point Loma Electric Railway Company
has applied for an additional franchise to construct a loop line
in Point Loma, which privilege was not embodied in the franchise
previously obtained. The San Diego Electric Railway Company
will build and operate this new line.
Terre Haute, Ind. — The city council has refused to ratify the
action of the board of public works in accepting the contract in-
new franchise submitted by the Terre Haute Indianapolis & East-
ern Traction Company. The reasons given by the council are three
in number, viz., the failure to provide for universal transfers from
interurban lines to the city lines, and vice versa: the refusal to
stop interurban cars upon signal except once in every six squares,
and the failure to provide for a reasonable remuneration to the
city for such a valuable franchise. The traction company is ex-
periencing a similar trouble in the securing of a franchise in Rich-
mond, and the business men of botli cities are urging that some
settlement be made, because the delay occasions them considerable
inconvenience and is detrimental to business.
West Newton, Pa, — The Pittsburg McKeesport & Westmoreland
Street Railway, which proposes to build an interurban electric line
from Herminie to West Newton, with a branch to Suterville, has
secured a franchise to operate its line in West Newton.
RECENT INCORPORATIONS.
Bellebridge Street Railway, Elizabeth, Pa. — Incorporated in
Pennsylvania to build a 4-mile electric line from Glassport to
Elizabeth, Pa. Capital stock, $24,000. D. B. Neagley, president,
Pittsburg, Pa. Other incorporators: E. L. Kern, J. K. Neagley,
George McKain and N. F. Bicking, all of Pittsburg.
Centralia & Sandoval Railway, Centralia, III. — Incorporated in
Illinois to build an electric railway from Centralia to Sandoval,
parallel to the Illinois Central Railroad. Incorporators: W. M.
Warnock, George D. Burroughs of Edwardsville, and others.
Crucible Street Railway, West Elizabeth, Pa. — Incorporated in
Pennsylvania to build an electric railway 2% miles long, from
State street in Clairton to First street in West Elizabeth and the
Allegheny county boundary line. Capital stock, $15,000. Incorpo-
rators: D. B. Neagley, president; E. L. Kern, J. K. Neagley,
George McKain and N. F. Bicking, all of Pittsburg, Pa.
Electric & Hydraulic Company, Grand Junction, Colo. — Incorpo-
rated in Colorado to promote power developments and electric
railways. Capital stock, $100,000. Incorporators: John Hays
Hammond, John S. Bartlett, Irving ,W. Bonbright, Henry Hine,
Leonard E. Curtis and others of Colorado Springs.
Idaho &. Northwestern Railway, Coeur d'Alene, Idaho. — Incor-
porated in Idaho to build an 80-mile standard-gauge interurban
line with four branches, to be operated by either steam or elec-
tricity or both. The line will start from Coeur d'Alene and end at
Clarkia. Wash., by was of Chatcolet. Capital stock, $3,000,000. In-
corporators: A. E. Gallagher, W. J. Taylor, Moscow, Idaho; Earl
M. Rogers, Coeur d'Alene; B. R. Lewis, Fred B. Morrill, Spokane,
Wash.
Ithaca-Owego Traction Company, Owego, N. Y. — Incorporated
in New York to build an electric railway from Ithaca to Owego, 60
miles. Officers: President, Sherman Collins; vice-president,
Charles D. Nixon; secretary and treasurer, George R. Peck.
Joplin & Pittsburg Railway, Joplln. Mo. — Incorporated in Kan-
sas and Missouri to build an 80-mile Interurban electric railway
83:
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 25.
between Joplin, Mo., and Pittsburg. Kan. Capital stock, $5,000,000.
[neorporators: H. W. Noble. Detroit, Mich.; F. H. Fitch, Pitts-
burg, Kan.; D. L. Robinson, Buffalo, N. Y.; C. G. Hutchinson,
T. K. Irwin, Joseph I. Heim and others. The charter of the com-
pany, notice for application of which was noted in our issue of
June 1, empowers the company to take over the street railway
now under construction in Joplin, and the Pittsburg Railway &
Light Company, operating from Columbus to Pittsburg, Kan.
Ohio & Southern Michigan Interurban Railway, Kalamazoo,
Mich. — Incorporated in Michigan to build an interurban line from
a point in Ohio through Coldwater, Hillsdale, Union City and
Athens, Mich., to Kalamazoo. Capital stocft, $150,000. The line
will be financed by Toledo and Pittsburg capitalists.
Penn Eastern Railroad. — Incorporated in Pennsylvania to build
a 14-mile electric line in Pike county. Capital stock, $150,000.
William V. Hilliard. Milford, Pa., is president.
Rockwood & Bakersville Railway. — Incorporated in Pennsyl-
vania to construct and operate an interurban line between Rock-
wood and Bakersville, Somerset county. Charles F. Hood, Con-
nellsville, Pa., is interested.
TRACK AND ROADWAY.
Ashland, Ky. — Thomas Boggess. Jr., is vice-president of a
company that proposes to build an electric railway connecting Ash-
land, South Ashland, Oakview, Pollards, Russell and Greenup, Ky.,
about 20 miles.
Aurora Elgin & Chicago Railway, Wheaton, III. — Chief En-
gineer Charles Jones has announced that the first section of the
line to Pigeon Hill, Aurora, 111., will be opened for traffic on July
4, and that the entire line will be operating by August 1.
Bartlesville (I. T.) Interurban Railway. — This company, it is
reported, will soon begin construction work on its proposed line
from Bartlesville to Dewey, I. T. At a recent meeting it was de-
cided to purchase track material immediately. The following offi-
cers have been elected: President, Joseph J. Carl; vice-president,
George B. Keeler; treasurer, W. A. Smith.
Burlington-Bonaparte Interurban Railway, Burlington, la. — The
promoters of this proposed line to connect Burlington and Bona-
parte, la., via West Point, have organized by electing the following
officers: President, J. A. Johnson, Bonaparte; first vice-president,
John Blual, Burlington; second vice-president, T. L. Lampe, West
Point; treasurer, H. H. Meeke, Bonaparte; secretary, Edward E.
Egan, Burlington. It is stated that capital has been secured and
that construction will begin without delay.
Canandaigua Southern Electric Railroad, Canandaigua, IN. Y. —
This company, which proposes to build an electric railway from
Canandaigua to Atlanta, N. Y., has obtained permission from the
state board of railroad commissioners to issue a $2,000,000 mortgage.
A 6%-mile extension from Atlanta to Wayland, one 21% miles
long from Atlanta to Lake Salubria, near Bath, N. Y., and a
branch from Canandaigua to Palmyra, about 14 miles, also will
be built after permission has been obtained from the commis-
sioners.
Capital Circuit Traction Company, Indianapolis, Ind. — Charles
E. Worth, secretary of this company, which proposes to build a
belt line around Indianapolis, states that he has completed the
work of securing the right of way. He states that the company is
considering operating the road when completed with gasoline
motors.
Cassville, Mo. — S. M. Mitchell of Cassville is reported to be
seeking a charter for an electric railway from the Arkansas-
Missouri state line to Eureka Springs, Ark.
Central Texas Traction Company, Corsicana, Tex. — Plans and
specifications for this company's proposed interurban line, which
will connect Corsicana and Palestine, Tex., are now completed and
it is announced that work on the construction of the road and
power plants will be started as soon as some of the minor details
have1 been arranged.
Chatham Wallaceburg & Lake Erie Electric Railway, Chatham,
Ont. — It is reported that $40,000 of bonds for the construction of
this road from Chatham to Lake Erie, via Wallaceburg, Blenheim
and Dresden, Ont., have been subscribed locally, and that this sum
is sufficient to insure the construction of the road by a party of
American capitalists. George W. Kipp of Towanda, Pa., is presi-
dent.
Chattanooga (Tenn.) Railways Company. — It is announced that
this company will build a new railroad from Chattanooga, up Look-
out mountain and to Lula lake and Minnehaha falls, on the moun-
tain. It is also proposed to establish a 140-acre park on the moun-
tain, near these lakes. A new line is also to be built to Chicka-
mauga park, which will be much shorter than the present one.
Chicago & Western Indiana Traction Company, Indianapolis,
Ind. — The preliminary survey for the line between Lafayette and
Greencastle, Ind., 57 miles, has been completed. This line, known
as the Educational Route, was originally intended to connect Chi-
cago and Louisville, passing through the four college towns of
Lafayette, Crawfordsville, Greencastle and Bloomington, but pres-
ent plans contemplate only the construction of the section which
has just been surveyed. W. L. Eckhouse of the American En-
gineering Company, Indianapolis, is chief engineer.
Chicago (III.) City Railway. — On June 17 about 200 men started
the work of reconstructing this company's tracks in accordance
with the provisions of the general settlement ordinance. The first
work to be undertaken is on Root street, between Wallace and
State streets, where the tracks are being relaid with 129-pound
grooved rails of a standard section approved by the board of super-
vising engineers, as described and illustrated in the Electric Rail-
way Review of April 6, 1907, page 457. The directors have author-
ized a bond issue of $10,000,000, the proceeds of which are to be
used for the reconstruction work. Of this $3,000,000 is to be avail-
able at once, $3,000,000 on call, and $4,000,000 when the work
requires it.
Columbus Urbana & Western Traction Company, Columbus, O. —
Right of way along the Scioto river is now being secured for this
company's proposed extension through Dublin.
Columbia & Walla Walla Traction Company, Walla Walla,
Wash. — It is reported that the officers of this company have under
consideration the plan of extending the proposed line to Pasco. If
this is done the line will run from Pasco to Wallula. thence to Walla
Walla, to Dayton and up the Snake river to Lewiston or Charleston,
with probably a branch line to the Palouse country to connect with
the Spokane & Inland Empire system. J. W. Morrow of Waitsburg,
Wash., is general manager.
Consolidated Railway, Bridgeport, Conn. — It is announced that
this company will make extensive improvements to its lines on the
Bridgeport division, including the construction of a large machine
and repair shop, the enlargement of its rolling stock equipment by
the purchase of a number of up-to-date cars, the extention of its
freight and passenger system and other improvements, involving
an expenditure of $75,000.
Corry & Columbus Street Railway, Corry, Pa. — C. P. Northrup,
president, is quoted as saying that as soon as the construction of
the line from Corry to Columbus, Pa., five miles, is completed, it
will be extended to Clymer, N. Y., and thence to Cutting, French
Creek, Findley's Lake and northeast. Right of way is now being
secured for a new line from Columbus to Ashville, via Bear Lake,
Panama and Blockville. It is expected that the line to Columbus
will be completed by July 4. The new line will connect at Ashville
with the line of the Chautauqua Traction Company to Chautauqua
lake.
Denver Interurban Railway, Ft. Collins, Colo. — T. S. McMurray,
vice-president of this company, is quoted as saying that work on
the local street railway lines in Ft. Collins would be started this
week.
Des Moines Winterset & Creston Electric Railway, Des Moines,
la. — B. Schreiner, chief engineer, writes that surveys, estimates,
plans and specifications have been completed for this proposed line
from Des Moines to Winterset and Creston, la., and that the propo-
sition has been submitted to a bonding company. Construction is
to begin at once, as soon as capital is secured.
Elkins (W. Va.) Electric Railway. — This company, recently in-
corporated to build an electric line in Elkins, and from Elkins to
Belington, has elected the following officers: President, J. C.
McShadden, Rockwood, Pa.; vice-president and general manager,
J. E. Morgan of Elkins; secretary and treasurer, W. K. Taylor of
Pittsburg. Construction is to begin as soon as material is shipped.
Evansville Suburban <£. Newburg Railway. Evansville, Ind. —
It is reported that it has been decided to extend the line from
Booneville to Chrisney, Ind., and that construction will begin imme-
diately upon the completion of the surveys. It is also proposed
to extend later to Cannelton, via Tell City and Troy.
Fresno (Cal.) Traction Company. — This company is preparing
to build a new line on M street, from Inyo to Pollasky street. The
Recreation Park line is also being double- tracked and work is
progressing rapidly. C. A. Jenkins, superintendent.
Geary Street Park & Ocean Railroad, San Francisco, Cal. —
It is reported that the board of supervisors has decided to proceed
with the reconstruction of this road and has appropriated $720,000
to be expended in converting the cable system to an underground
conduit electric system.
Indianapolis Traction & Terminal Company, Indianapolis, Ind. —
In accordance with an agreement reached between Hugh J.
McGowan and the city, this company will begin at once the work
of double-tracking its line in West Michigan street, from Blake
street to the White river bridge.
Indianapolis & Cincinnati Traction Company, Indianapolis,
Ind. — Charles L. Henry, president, has offered to build an extension
from Greensburg to Madison, Ind., 52.4 miles, provided the residents
along the line will subscribe $300,000 of the estimated cost, $1,321,-
967. The citizens are organizing to raise the money.
Indianapolis & Western Traction Company, Indianapolis, Ind. —
be started by July 1. The road will be extended to Brazil to con-
nect with a line from Terre Haute.
lola Electric Railroad, lola, Kan. — It is stated that this com-
pany is planning an extension of its line to Wheeler Heights, Kan.
Iowa-Missouri Traction & Power Company, Fairfield, la. — It is
reported that this company, which proposes to build an extensive
system of electric railways through eastern Iowa, has now com-
pleted surveys from Cedar Rapids to Oskaloosa, via Marengo, Genoa
Bluff. Millersburg, Deep River and Montezuma, with a maximum
grade of 2 per cent. Also a large per cent of the right of way has
been acquired. J. W. Andrews, chief engineer.
Joplin & Pittsburg Street Railroad, Joplin, Mo. — Work on the
electric railway in Joplin is progressing rapidly. Track is now
being laid on Joplin street, between Fifth and Tenth streets, and
material is arriving for the work on South Joplin street. Surveys
have been completed for 48 miles of lines, running from Joplin
June 22, 1907
ELECTRIC RAILWAY REVIEW
833
to Webb City, Carthage and Galena, and it is proposed to build
about Id miles this summer. W. O. Hands, manager and engineer.
Kansas City St. Joseph & Excelsior Springs Electric Railway,
Kansas City, Mo.— It is reported that arrangements have been made
for underwriting the bonds required for building the proposed line
from Kansas City to St. Joseph and Excelsior Springs, Mo., 50 miles
and a bridge across the Missouri river at Kansas City, for which a
franchise was recently secured.
Kansas City & Olathe Electric Railroad, Rosedale, Kan.— F P
Dickson, president of this company, which proposes to build an
interurban line from Kansas City, Mo., to Olathe, Kan., passing
through Rosedale. Bryn Mawr, Rosedale View, South Park. Mer-
riam, Shawnee, Lenexa and Lackmans. writes that the line has
been surveyed from Rosedale to Olathe, Kan., its entire distance of
20 miles. Grading is completed from Rosedale to Lenexa, 11 miles,
and 3 miles of track has been laid from Rosedale to South Park
since the first of the year. Work on the overhead construction,
which is of the bracket type, is now in progress from Rosedale to
Merriam. a distance of 5 miles. The equipment for the power
house will consist of two 150-horsepower gas engines and one 500-
volt 90-kilowatt compound-wound multipolar direct-current gen-
erator, with switchboard apparatus, etc. F. P. Dickson, 408 Gumbel
building, Kansas City. Mo., is president; D. B. Johnson, vice-
president; R. W. Hocker, secretary and treasurer. The Palmer
Company. Dwight building, Kansas City, has charge of the en-
gineering work.
Kansas City-Western Railway, Leavenworth, Kan. — The first car
was operated last week over the Welborn cut-off, which will save
about 15 minutes in the running time between Kansas City and
Leavenworth.
Lafayette & Logansport Traction Company. Ft. Wayne, Ind.
It is announced that the line from Lafayette to Logansport. tod.,
which was described in the Electric Railway Review of May is!
page 653. will be opened for traffic about Julv 15. A car will be
operated over the line on June 23, when a party of officials will
make an inspection trip, but the ballasting has not yet been eom-
pleted.
Lake View Traction Company, Clarksdale, Miss.— It is an-
nounced that construction work on this company's line to Lake
View will begin about September 1. Its capital' stock has been
increased to $1,000,000 of preferred and $1,500,000 of common stock
and the company since its organization has been steadily at work
acquiring right of way, real estate, franchises, etc., preparatory
to beginning construction work in the fall. R. F. Tate, Memphis.
is president.
Marlboro, Mass. — It is stated that a 17-mile interurban rail-
way from Marlboro to Waltham is being promoted by C. E. Stevens
of Sudbury, Mass.
Meridian (Miss.) Light & Railway Company.— It is announced
that the Twenty-fourth avenue line in Meridian is to be extended
at once to Poplar Springs, three miles, and that $263,500 is to be
expended in improvements.
Metropolitan Street Railway, Kansas City, Mo. — C. N. Black,
general manager, has announced that the material for the exten-
sion of the Prospect avenue extension is expected to arrive the
latter part of this month and that construction will begin about
July 1. It is expected that 45 days will be required to build the
extension.
Mllford & Uxbridge Street Railway, Milford, Mass. — This com-
pany is reported to be contemplating the construction of an elec-
tric road connecting Whitinsville. East Douglas and Manchaug,
Mass.
Milwaukee Northern Railway, Port Washington. Wis. — W. A.
Comstock, president, writes in regard to tin- reports of a con-
solidation of this company with the Sheboygan (Wis.) Light Power
& Railway Company that there has been no actual financial con-
solidation of the two companies, but consolidated management has
bei [i agreed upon between them, for mutual advantages in economy
of operating charges, and for mutual protection. Ernest Gonzen-
bach, at present vice-president, treasurer and general manager of
the Sheboygan Light Power & Railway Company, I imes general
manager also of the Milwaukee Northern Railway. B. G. Broad,
at present auditor of the Comstock-Haigh-Walker Company, which
is building the Milwaukee Northern, becomes auditor of the two
railway companies jointly. F. w. Walker of the Comstock-Haigh-
Walker Company becomes operating engineer for the two railway
companies. As far as the general officers are concerned the two
niies will keep their identity as at present. The agreement
goes into effect on July 1. 1907. The construction of the Milwaukee
Northern is being pushed witli all possible dispatch. There have
been delays in construction, due to very bad weather, in the last
two months, and there have been some delays in receiving material
on ace., mil of strikes. It is expected, however, to be in operation
to Port Washington, Wis., from Milwaukee about August 1. At
inc time tli.- work is being pushed along between Porl Wash-
and Shi bo; gan, and with no untoward delays tie line should
In operation Into the last-named, city from Milwaukee by
November 15.
Mineola Roslyn & Port Washington Railroad. — It is announced
that this company, which proposes to build an electric line from
Oyster Ba; i'> Flu bine, I., l.. via the points named in its title,
has made application to Increase its capital Btock from 160,000
to (1,260,000, and t" change n> name to tie- New v..ik & North
Trad ion I iompany.
Minneapolis Kansas City & Gulf Electric Railway, Minneapolis,
Minn. — The Northwestern Securities Company lias issued ., pros
pectus for this company's proposed electric line from Minneapolis,
v\- ,'', "'l'.'1'-11 1,,s Moines, la., Omaha. Neb., Kansas City, Mo
\\ ichita, Kan.. Oklahoma City. Okla.. Dallas. Waco. Houston and
Gaheston. Tex. The road is to be double-tracked and to handle
both passengers and freight.
Montgomery Traction Company. West Point, Pa.— This com
pany, which now operates an electric line from Lansdale to Norris-
town, Pa., announces that it will build an extension from Norris-
town to Ambler, with a possible continuation to Willow Grove.
New Orleans (La.) Railway & Light Company.— President E. C.
f-nn IL .as „alm£uneed that the ™'"Pany proposes to expend from
$.00,000 to $1,000,000 this year in track construction and roadbed im-
provements. At present the company is reconstructing its tracks
on Broadway, from St. Charles avenue to Walnut street, and re-
moving them from the side to the center of the street. As soon as
this work is completed, or in about 30 days, the Villere street line
is to be extended about five blocks. It is also proposed to make an
experiment with wooden blocks for paving between the tracks and
tor one foot on each side.
Northern Cambria Street Railway, Patton, Pa.— Work is to be
started m a few days on an extension from Barnesboro to Gar-
man's Mills, Pa., three miles. Surveys have been completed.
W. H. Denlinger. president.
Oregon Water Power & Railway Company. Portland, Ore.—
Work will be started in a short time in replacing the present 411-
pound rails between Oregon City and the Clakamas river with
lO-pound rails. This divison includes about two miles of track
Other portions of the track will be rebuilt this summer.
Paris (III.) Traction Company.— F. L. Kidder, president,
writes that 3V2 miles of track has been laid this year and put in
operation, from the south city limits of Paris to Reservoir Park
The Paris & Northern Traction Company, which has the same
officers, has been incorporated to build from Paris to Ridge Farm.
111.. 20 miles, from Horace to Brockton, 12 miles, and from Gar-
land to Metcalf. 6 miles. Surveys have been completed from Paris
to Chrisman, 14 miles, and surveying is in progress on the remain-
der of the distance to Ridge Farm. Grading is to begin in July.
I. N. Doughty of Paris is chief engineer.
Public Service Corporation of New Jersey. Newark. N. J. —
The new extension to Clementon, N. J., was opened for traffic on
June 15.
Puget Sound International Railway & Power Company. — C. D.
Wyman of Boston, Mass., vice-president of the Seattle Electric
Company and the Puget Sound Electric Railway, who is also con-
nected with other properties of the Stone & Webster Engineering
Corporation in the northwest, has announced that this company
has been organized and incorporated in Maine for the purpose of
building and operating an extensive system of interurban electric
lines in the state of Washington and to extend and improve the
lines in the northwest already controlled by Stone & Webster.
The cities which will be served by this system and their approxi-
mate distances from Seattle are as follows: Aberdeen, 133 miles;
Blaine, 138 miles; Bellingham, 97 miles; Chehalis, 94 miles; Cen-
tralia, 94 miles; Puyallup, 32 miles; Everett. 4ti miles. Negotiations
for the controlling interest in the street railway properties of
Everett. Wash., by Stone & Webster are now under way and as
soon as these have been completed actual work will be begun
on the construction of the first division, whose objective will be
Bellingham. Between 30 and 40 miles have been surveyed south
of the latter city. It is stated that power for the northern portion
of the system will be obtained from the Noosack power plant,
whose capacity will soon be increased to care for the additional
load.
Pullman La Crosse & Columbia River Railroad. — J. O. Staats of
La Crosse, Wash., has submitted a proposition to the people of
Whitman couniy. Washington, south of Spokane, to organize a rail-
road company and build an electric line from Pullman to La Crosse
and Hooper, 42 miles. It is to connect at Pullman with the Oregon
Railroad & Navigation Company and at Hooper with the new Port-
land-Seattle branch of the Northern Pacific. The route will be from
Pullman to Union Flat, via Wilbur gulch, thence crossing the flat to
Little Pennewawa creek, thence down that creek and across the
divide to Alkali Flat, thence to La Crosse, via Willow creek. Power
will be generated at Palouse Falls, near Washtucna, if sufficient
force can be obtained. If not, steam will be used. The proposed
line will occupy almost the route selected by the Northern Pacific
several years ago when it was proposed to build a cut-off to connect
with the main line near Pasco, thus saving a long haul to Marshall
Junction and back to Pasco. The line will be 130 miles shorter than
the road now running from Pullman to Pasco via Marshall Junction.
San Diego (Cal.) Electric Railway. — This company is under
contract with the Columbian Realty Company to build and operate
1 car line from University boulevard, out University avenue.
through City heights, to Fairmont avenue, and the construction
of this line will be commenced and rushed to completion and
operation as soon as the grading of the street lias been completed.
The line will be completed within six weeks after construction has
begun, as most of the material is mm in the city and the re-
mainder will have arrived before the grading has been finished.
Sand Point, Idaho. — Announcement Is made by \ McDonnell
that plans for an electric railway to facilitate the transporting
of ore from the Weber mine to Lake view are under slderatlon.
The line will be nine miles Ioiik.
Seattle- Everett Interurban Railway, Seattle, Wash. — Harry C.
Todd, secretary, writes that this company has laid ".; miles of
track this year from Lake Balllnger to Mall's Lake, Wash., and
rating four 41-foot passem-:* 1 01 one electric locomotive
and 25 freight cars. An extension fr Hall Laki tt, 18
S34
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 25.
miles, is expected to be in operation by January 1. G. W. Chap-
man, chief engineer.
Southern Illinois Transit Company. — McCann Brothers of Her-
rin, 111., who have the contract for grading this line from Murphys-
boro. through Carbondale, Herrin and Johnson City, 1)1., were
expected to begin work this week between Carbondale and Carter-
ville. Another force of men is to be put at work soon between
Carbondale and Murphysboro. The work of securing a private
right of way is being pushed. The company is to be reorganized
under the name of the St. Louis & Big Muddy Coal Belt Railway,
with a capital stock of $600,000.
Springfield (III.) Consolidated Railway. — Mullville Brothers of
Alton, III., have been awarded the contract for the construction of
this company's proposed extension to the Zoo park.
Springfield, Md. — The Springfield State Hospital for the Insane
has let a contract to David E. Evans of Baltimore for building an
electric railway line from Springfield to Sykesville.
Terre Haute Indianapolis & Eastern Traction Company, Indian-
apolis. Ind. — This company will replace half a mile of track in New-
castle. Ind.. with new 6-inch girder rails.
Texas Traction Company, Dallas. Tex. — The grading forces for
the line from Sherman to Dallas, T<\.. have begun work in the city
of Sherman and will complete the work from the city to the next
camp in the vicinity of Choctaw Bayou.
Toledo (O.) Railways & Light Company. — This company is re-
laying five miles of its tracks in Toledo with 90-pound rails, in
place of the old 45-pound rails. The work on the Broadway line is
completed and work is now in progress on South and Adams streets.
The Monroe and Western avenue lines will be rebuilt next and also
the Lower Summit line, when that street is repaved this summer.
This line may also be double-tracked. L. E. Beilstein, general
manager.
Union Traction Company of Kansas, Independence, Kan. —
Tracklaying has been completed on the line from Coffeyville to
Independence, Kan., and President D. H. Siggins is quoted as say-
ing that cars will be operating over the line by June 30. Work
on the park line in Coffeyville is expected to be completed by
July 15. The company also proposes to build from Coffeyville to
Parsons and from Coffeyville to Cherryvale.
United Railways, Portland, Ore. — E. E. Little, president of the
Pacific Railway & Navigation Company, has acquired control and
been elected president of this company, which is now building a
street railway system in Portland and proposes to build to Hills-
boro and Forest Grove. Work has been started on Flanders street,
from Front to Twelfth street.
Washington & Martinsville Traction Company. — Thomas De
Noon of Chicago and Chief Engineer E. J. Wilson announced re-
cently that construction on the line from Washington to Martins-
ville. Ind., via Bloomfield, will begin in 30 days. Surveys are
being completed and grading is to begin at the Washington end.
Western New York & Pennsylvania Traction Company, Olean.
N. Y. — The New York railroad commissioners have granted this
company permission to issue $300,000 of bonds for improvements.
Williamsport (Pa.) Passenger Railway. — E. H. Davis, general
manager, writes that this company expects to complete this sum-
mer an extension of about l1" miles.
Winnipeg (Man.) Electric Railway. — This company has written
to the board of control of Winnipeg that it proposes to double-
track its Portage avenue line from Nella street west; also the Belt
line and the William avenue line.
Wyalusing Valley (Pa.) Railway.— W. D. B. Ainey, T. J. Davis,
M. S. Allen and J. S. Courtright have applied for a charter to
build an electric railway from Wyalusing to Montrose, Pa.
Personal Mention
POWER HOUSES AND SUBSTATIONS.
Buffalo & Lake Erie Traction Company, Buffalo, N. Y. — This
company has closed a contract with the General Electric Company
for a new converter substation, which will be built near Athol
Springs, N. Y. It is expected that the station will be ready for
operation by August 15. The cost of the new substation will be
about $60,000. This station is being erected as a result of a con-
tract just entered into with the Ontario Power Company for elec-
tric power for the main line between Buffalo and Erie. It is
stated that within a year power will be available for manufacturing
purposes and it is predicted by President Joseph B. Mayer that this
will do much to increase the development of towns along this
line. The power house at Fredonia will be abandoned except for
the manufacture of gas.
Chippewa Valley Electric Railway, Eau Claire, Wis. — It is an-
nounced that- this company has decided not to renew its contract
with the Chippewa Falls Power & Lighting Company for power
to operate its cars. The company has decided to operate its plant
at Menomonie, and expects to have sufficient power available to
sell for power and lighting purposes.
Keokuk (la.) Electric Railway & Power Company. — It is an-
nounced that this company will spend about $10,000 on improve-
ments on its local property this fall and winter. A new 400-horse-
power generator will be installed in its power house.
Memphis (Tenn.) Street Railway Company. — It is announced
that this company will install two new units in an addition to its
power house. The addition will be of brick of sufficient size to
accommodate the new units. Work will be started in about a
month.
Mr. E. S. Fassett, general manager of the United Traction Com-
pany of Albany, N. Y., has been elected a director and a member
of the executive committee, succeeding Mr. W. J. Mullen.
Mr. E. J. Bechtel, heretofore chief electrician of the Toledo
Railways & Light Company. Toledo, O., has resigned, effective
on July 1, to become consulting engineer for Hodenpyl, Walbridge
& Co.. New York City.
Mr. Leonard A. Jansen, superintendent of underground con-
struction of the Milwaukee Electric Railway & Light Company,
has been appointed south side commissioner of public works of
the city of Milwaukee, Wis.
Mr. Charles R. McKay has been appointed chief electrician of
the Toledo Railways & Light Company, Toledo, O., succeeding
Mr. E. J. Bechtel. resigned. Mr. McKay formerly was with the
General Electric Company at Cincinnati.
It is officially announced that Mr. Frank R. Henry, auditor of
the United Railways Company of St. Louis, St. Louis. Mo., has been
elected second vice-president of the American Street and Interurban
Railway Accountants' Association, vice Mr. C. F. Bryant, resigned.
Mr. Hugh J. McGowan of Indianapolis. Ind., president of the
Terre Haute Indianapolis & Eastern Traction Company and of
the Indianapolis Traction Terminal Company, has sailed for
Europe to spend at least three months, accompanied by his wife
and daughter.
Mr. Ernest Gonzenbach. vice-president, treasurer and general
manager of the Sheboygan (Wis.) Light Power & Railway Com-
pany, has been appointed general manager also of the Milwaukee
Northern Railway of Port Washington. Wis., which is building
a line from Milwaukee to Port Washington and Sheboygan. Wis.
Mr. S. N. Ford of Mansfield, O., has been elected president of
the Mansfield Railway Light & Power Company, in place of Mr.
Leopold Kleybolte of Cincinnati. Mr. C. F. Ackerman of Mansfield
has been elected vice-president, succeeding Mr. A. S. Huey of Chi-
cago, and Mr. S. A. Foltz of Mansfield, general manager, has also
been elected secretary, to succeed Mr. George H. Koehler of Chi-
cago.
Mr. M. Kuroki, a professor in the University of Japan, who has
been sent to this country and also to Germany to study the elec-
tric traction systems, is spending a few weeks in inspecting the
Indiana lines and especially the alternating-current system and
power house of the Indianapolis & Cincinnati Traction Company at
Rushville. Mr. Kuroki is accompanied by Mr. J. W. Meares, elec-
trical adviser for the English government in India, who is likewise
making an inspection of the interurbarn lines in Indiana.
It is officially announced that the new officers of the Con-
necticut Company, formerly the Thomaston Tramway Company,
which will have charge of operation of the Connecticut electric
lines of tli<- New York New Haven & Hartford Railroad Company,
are as follows: President. C. S. Mellen; vice-presidents, Calvert
Townley, H. M. Kochersperger and E. H. McHenry; assistant to
the president, H. A. Fabian: general traffic manager, A. B. Smith;
general manager, John K. Punderford, all of New Haven, Conn.
The Michigan United Railways Company, Lansing. Mich., has
issued the following notice: "The appointment of Mr. J. M. Bram-
lette as general manager of the Michigan United Railways Company
has been announced, to take immediate effect. Mr. Bramlette has
held the position of general superintendent for the company for
more than a year past and the appointment is a well-merited
recognition of his efficient services. His headquarters will con-
tinue to be in the city of Kalamazoo, the western terminus of the
system. The office of general superintendent has been abolished."
A portrait and biographical sketch of Mr. Bramlette were pub-
lished in last week's issue of the Electric Railway Review.
The office of Mr. T. P. Shonts, president of the Interborough-Met-
ropolitan Company of New York, has been moved from the Park
Row building to the United States Realty building. 115 Broadway,
seventeenth floor. Mr. H. M. Fisher, secretary, will also have his
office there. A reorganization of the legal department of the compa-
nies embraced in the Interborough-Metropolitan Company system in
New York has been announced as having taken effect on June 1.
The department is now organized as follows: Mr. Paul D. Cravath.
general counsel New York City Railway and subsidiary companies.
Mr. George W. Wickersham, general counsel Interborough Rapid
Transit Company and subsidiary companies. Mr. James L. Quack-
enbush, general attorney for all companies. Mr. A. A. Gardner,
general solicitor for all companies. Mr. Charles A. Gardiner, so-
licitor for Manhattan Railway. Mr. Henry A. Robinson, solicitor
for the New York City Railway and solicitor in charge of the
bureau of real estate and taxes for the various companies in the
system. Mr. Van Vechten Veeder, attorney and solicitor for the
borough of Queens and Nassau county. Mr. Ambrose F. McCabe,
attorney and solicitor for Westchester county. Mr. Quackenbush
formerly had jurisdiction over the surface lines only. Under his
new assignment he is general attorney for all the lines. The juris-
diction of Mr. Gardner extended formerly over the Interborough
Rapid Transit Company only. His new duties entail much more
work. Mr. Gardiner has been relieved of the legal work of the
subway and will now confine his attention to the Manhattan com-
pany.
June
1907
ELECTRIC RAILWAY REVIEW
S35
Financial News
Boston Elevated Railway. — The Massachusetts railroad commis-
sioners have approved the issue of $5,800,000 of 30-year 5 per cent
bonds by this company, to supply funds needed in new construc-
tion and equipment, and the purchase of real estate.
Boston Suburban Electric Companies. — The shareholders voted
on May 27 to amend the trust agreement with the object of enabling
the company to consolidate three companies west of Newton, Mass.
A. D. Clafiin, the president, is quoted as saying that in acquiring
these roads the Boston Suburban Electric Companies received about
$100,000 bonds, of which, together with some real estate, it will
dispose. The three companies are the Westboro & Hopkinton
Street Railway. Hopkinton. Mass.; the South Middlesex Street
Railway. Framingham, Mass.. and the Natick & Cochituate Street
Railway. Natick, Mass.. which will give a through line from the
end of the Worcester Consolidated Street Railway tracks in West-
boro to Xewton, from whence the Boston Suburban Companies'
cars may be run directly by the Boston Elevated Railway into the
Park street station of the t.oston subway.
Chicago City Railway Company. — An issue of $10,000. "t 1
hist mortgage 5 per cent 20-year bonds has been authorized, and
$6.000. of the bonds have been sold to the Harris Trust & Sav-
ings bank and the First Trust & Savings bank. Of this $6,000,000
it is announced that $4,000,000 will be issued on July 1. another
$1,000,000 on August 1. and the remaining $1,000, >n September
1. The proceeds of the issue will be used in rebuilding 1 1
providing new equipment and for the purchase of additional real
estate and the erection of buildings.
Consolidated Railway. New Haven, Conn. — Earnings of this
company and controlled lines for the 10 months ended Api
1907. were as follows: Total gross earnings from operation, $4,989
607; less operating expenses, $3,181,448; net earnings. $1,808,159; add
income from other sources. SS51.647; total income. $2,659, S06; deduc-
tions from income. $2,516,578; net income. $143,228. Against net
income there was charged: Six months' dividend paid on Decem-
ber 31. 1906, $200,000; accrued dividend for January to April, 1907,
$100,000: total. $300,000.
Electric Properties Company. — This company has issued a re-
port for the 11 months ended April 30, 1907, as follows:
Earnings $388,248
Organization, legal and general expenses 104.744
N'et $283,504
Preferred dividend 12S.057
Common dividend 120,000
Surplus $35,447
At the annual meeting of stockholders the following directors,
whose terms expired, were re-elected: H. Starr Giddings. George
C. Smith. Xew York; E. G. Tillotson, Cleveland; Jolin F. Wallace,
New York: Theodore Vorhees, Philadelphia; F. Q. Brown. Xew
York. The other members of the board are: Paul D. Cravath,
Xew York: John A. Spoor, Chicago; Moses Taylor, Xew York; F. D.
Underw 1, Xew York; J. R. McGinley. Pittsburg; E. H. Jennings,
Pittsburg; Charles H. Allen. X". W. Halsey, Robert B. Van Cort-
landt, Xew York; George Westinghouse, Pittsburg: C. Sidney
Shepard, Xew Haven, and W. H. Bixby, St. Louis, Mo. Imme-
diately after the adjournment of the stockholders' meeting the
board of directors organized and elected the following officers:
John F. Wallace, president; George C. Smith, vice-president: P. F.
Thompson, vice-president; John Seager, secretary: R. B. Keating.
assistant secretary, and W. A. Esselstyn, treasurer.
Henderson (Ky.) Traction Company. — This company, which has
acquired the property of the Henderson City Railway, recently
foreclosed, has Hied a trust deed to the Ohio Valley Banking &
Trust Company of Henderson, Ky., as trustee, to secure an issue
of $150,000 of 5 per cent 20-year gold bonds. The authorized cap-
ital stock is $150,000. Henry P. Barret is president, J. Henry
vice-president, and Charles F. Dallam is secretary and treas-
urer. These three, together with B. G. Witt of Henderson, C. C.
Tennis of Pittsburg, and Charles A. Hinsch and W. F. Boyd of
Cincinnati, comprise the board of directors. For each $1,000 bond
of the old company $500 in stock and $500 in new bonds have
been given.
Illinois Traction Company. — Gross earnings for the four months
ended April 30 were $1,105,324, an Increase of $212,939, or 23.72 pel
• •lit over the corresponding period of last year. The increat
net earnings was $92,909, an increase of 21.29 per cent.
Indianapolis Traction & Terminal Company. — At the annual
me- tin-r of stockholders on June 12 the directors were re-elected as
follows llucli I MeGowan, H. P. Wasson, John J. Appel of In
.dianapolis; Arthur W. Brady of Anderson, and W. Kesley Schoepf
of Cincinnati. The directors re-elected the following officers: I
dent. Hugh J. McGowan; secretary-treasurer, W. F. Mllholland;
i> residents, H. P. Wasson, John J. Appel, Robert I. Todd,
E. B. Peek of Indianapolis, ami E. <;. Edwards of Cincinnati. Mr.
Todd also Is general manager.
Mansfield (O.) Railway Light & Power Company. — At the an-
nual meeti, kholders in Mansfield on June 10 the following
dire.' elected: S. X'. Ford. C. I
Carpenter of Mansfield, P. L. Puller, C. L. Southerden ami Th<
W. Latham of Cleveland natl. The
directors organizer] by electing the following officers: S. X. Ford,
president; C. F. Ackerman. vice-president: Reid Carpenter, treas-
urer, and S. A. Foltz, secretary.
Manila Electric Railroad & Lighting Corporation. — This com-
pany has issued its annual report for the year 1906. The in
account, with a comparison, is as follows:
Gross earnings— 1906. 1905. Increase.
Light and power $3S1,120 $328,417 $
Railway 513.840 347.316 166.524
Trucking 15,514 • 32,27:i
Total $910,474 $723,526 $186,948
Operating expenses —
Light and power $1S4,321 $16S.45S $15,863
Railway 269.361 165,234 104.127
Trucking 14.167 '22.119
Total $467,849 $369,97S $ 97.S71
Xet earnings 442.623 HX.M^ 89,077
Other income 1.122 • 1,122
Total net $442,625 $354,670 $ S7.955
Interest on bonds 233.208 195.109 38,099
Surplus for year $209,417 $159,561 $ 49.S56
•Decrease.
The operation of the railroad department was inaugurated on
April 10, 1905. so that the figures for 1905 cover operations of the
railroad department for less than nine months.
Maryland Electric Railways. Baltimore. — The declaration of a
semi-annual dividend of 2 per cent increases the annual rate to
I per cent. The first dividend, which was paid in January, was
only 1% per cent.
Meridian (Miss.) Light & Railway Company. — Shareholders
have approved an amendment to the charter authorizing an in-
crease in the capital stock from $1,000,000 to $2,000,000, in order to
provide for additions and extensions.
Rio de Janeiro Tramway Light <&. Power Company. — The annual
report for 1906 shows gross earnings of $5,575,000 and operating
expenses of $4,010,000, leaving net earnings of $1,565,000.
Rome (N. Y.) City Street Railway Company. — A meeting of
stockholders will be held on June 22 to vote on a proposition to
increase the capital stock from $150,000 to $500,000. The pro
will be used for extensions.
Toledo Ann Arbor & Detroit Railway. Toledo. — Judge Lock-
wood of the circuit court at Toledo has taken under advisement
the motion to sell the property. John O. Zabel of Toledo pre-
sented the motion for the sale and argued the case before the
court. Other interests opposed the sale on the ground that their
claims were not sufficiently protected.
Toledo (O.) Railways & Light Company. — The purchase of the
property of the Toledo Gas Electric & Heating Company and the
increase in the capital stock from $12,000,000 to $15,000,000 have
been authorized by shareholders. The Toledo Railways & Light
Company guarantees the $2,200,000 outstanding bonds of the gas
company.
United Railways Investment Company. — The directors have de-
cided that it would be inadvisable to take any action on the semi-
annual dividend on the preferred stock, which is ordinarily payable
in July. This decision w-as taken on account of the existing labor
situation in San Francisco, and in order that the Investment com-
pany might be in a position to give the United Railroads of San
Francisco the fullest measure of support.
United Traction Company. Albany. N. Y. — The dire
authorized the issue of $859,000 additional first consolidated mort-
gage 4% per cent bonds, making a total outstanding of $2,58!
The remainder of the authorized issue of $6,500,000 is reserve
retire prior liens.
Uxbridge & Blackstone Street Railway. Uxbridge, Mass. — It is
announced that the $80.90" capital stock of this company will be
acquired by the Xew England Investment & Security Company,
which holds the Xew York Xew Haven & Hartford Railroad street
railway properties in Massachusetts. The Uxbridge & Blackstone
company has $80,000 first mortgage 5 per cent bonds outstanding.
It operates 10 miles of road, connecting Woonsocket, Whitins.
Whitinsville, Millville and Uxbridge.
Western New York & Pennsylvania Traction Company, Olean,
N. Y. — Approval has been given by the New York railroad commis-
sion to tie this companj of I ,000 additional first and
refunding mortgage bonds, making a total outstanding of $2,474,000.
Dividends Declared.
American Cities Railway ,fc Light Company, preferred, quar-
terly, l'i per cent.
Bangor (Me.) Railway A Electric Company, quarterly, 1', pel
cent.
unati Street Railway, quarterly, 1% per
Indianapolis Street Railway, 3 per
Louisville (Ky.) Traction Company, comn quarterly, l per
cent.
Manl .*i Lighting cenl
. r.i i Ti.: i '; per
St. Joseph Railway Light pany, preferred,
i 1 1 per cent
anion r lallway, Philadelphia, 9fc per cent.
West Phil i y, '" per cent.
836
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 25.
Manufactures and Supplies
ROLLING STOCK.
San Jose & Santa Clara Railway, San Jose, Cal., has placed an
order for 12 double-truck cars.
Camden & Suburban Railway, Camden. N. J., it is reported,
is in the market for 41 motor cars.
Maryland Electric Railways, Annapolis. Md., has placed an
order for eight new passenger cars,
Elkins Electric Railway, Elkins. W. Va., is in the market for
a number of electric motor passenger cars.
Mt. Hood Railway & Power Company, Portland, Ore., under
construction, will be in the market for cars about September 1.
Spokane & Inland Empire Railroad, Spokane. Wash., has
ordered one locomotive from the Baldwin Locomotive Works.
Scioto Valley Traction Company. Columbus, O., has recently
purchased and is now equipping for service four express trail cars.
Sandusky Norwalk & Mansfield Electric Railway. Xorwalk, O..
it is reported, has purchased a number of new 53-foot cars.
Pittsburg Harmony Butler & New Castle Railway, Grafton, Pa.,
placed an order with the St. Louis Car Company some time ago for
12 new cars.
Whatcom County Railway & Light Company, Bellingham.
Wash., it is reported, expects to buy eight motor cars and a few
trailers in the near future.
Williamsport Passenger Railway, Williamsport, Pa., as reported
in the Electric Railway Review of April 6, has ordered four cars
from The J. G. Brill Company.
Philadelphia & Western Railway, Philadelphia. Pa., it is re-
ported, has drawn up specifications for 50 new cars and will be
ready to award the contract in the near future.
Worcester Consolidated Street Railway, Worcester, Mass., has
placed an order with The J. G. Brill Company for 15 closed cars
for city service and 5 closed cars for suburban use.
Kansas City St. Joseph & Excelsior Springs Railway, we are
officially advised, has not yet placed its order for equipment, but
will be in the market for new ears later in the season. Ira G.
Hedrick, consulting engineer. Keith & Perry building, Kansas
City, Mo.
Washington Railway & Elsctric Company, Washington, D. C.
has ordered 25 closed cars. 2S feet 3 inches long, from the St. Louis
Car Company. These cars are to be mounted on maximum trac-
tion trucks, with, steel-tired wheels and equipped with Westing-
house 93-A motors.
Waterloo Cedar Falls & Northern Railway, Waterloo, la., has
placed a contract with the McGuire-Cummings Manufacturing
Company for seven 10-bench open cars and seven closed cars.
The closed cars will be 20 feet long over body, 31 feet 1 inch over
all and will have 5-foot platforms.
United Traction Company, Albany, X. Y.. has ordered 25
double-truck cars from J. M. Jones' Sons. These cars will have
28-foot bodies, longitudinal seats, pneumatically operated doors and
six-foot vestibules. They will be equipped with 27-G Brill trucks,
GE-80 motors and K-28F controllers.
Ferrocarril Electrico de Lerdo a Torreon, Gomez Palacio, Mex..
it is reported, has placed an order with The J. G. Brill Company
for six large double-truck cars. This is the second order for equip-
ment that this road has placed in the United States. The first,
given about a month ago, calls for 10 large cars.
Newton & Northwestern Railroad, Boone. la., has received from
the Niles Car & Manufacturing Company 10 passenger interurban
cars. These cars are 53 feet long and 8 feet 9 inches wide, inside
measurement, and have three compartments — baggage and express,
smoking and passenger. The company has also purchased an ex-
press car of the same length and width from the Xiles Car &
Manufacturing Company.
SHOPS AND BUILDINGS.
Chippewa Valley Electric Railway, Eau Claire, Wis. — Plans
have been prepared for a new waiting station at Eau Claire, which
will be 17. by 30 feet, with cement floor, iron columns and metal
roof. H. G. Lawrence, superintendent.
Indiana Union Traction Company, Anderson, Ind. — It is an-
nounced that this company will expend $15,000 additional on the
large car shops now under construction at Anderson, bringing the
total cost up to $140,000.
Louisville & Southern Indiana Traction Company, New Albany.
Ind. — It is reported that this company has taken an option on land
near Midland, Ind., on which to erect a car house, gas house and
a substation.
United Railways & Electric Company, Baltimore, Md. — The
Maryland Electric Railways Company, acting for the United Com-
pany, has let a contract to J. Henry Miller, for the erection of a
large reinforced concrete car house on the block bounded by Pratt,
Lombard, Seventh and Eighth streets. Highlandtown. Md. The
plans were prepared by Simonson & Pietsch, architects, and the
estimated cost is $140,000. Work is to lie started immediately, with
the intention of completing the building by fall.
New York (N. Y.) City Railway. — The car barns on Madison
avenue, between Eighty-fifth and Eighty-sixth streets, Xew York
City, were destroyed by fire on June 16. The loss is estimated
at $200,000.
Petaluma & Santa Rosa Railway. Petaluma, Cal. — It is reported
that this company contemplates the erection of a new passenger
station and other improvements, including the enlargement of the
switching yards.
Spokane & Inland Empire Railroad. Spokane, Wash.— Three
new passenger stations are now being erected at Liberty Lake,
Liberty Lake Junction and Dalton Gardens, Idaho, on the Coeur
d'Alene and Spokane division. The type of structure is similar
to that used in the new station at Hayden Lake, of the Swiss
chalet style, with long umbrella sheds.
TRADE NOTES.
General Electric Company, Schenectady. X. Y.. has declared its
regular quarterly dividend of _ per cent, payable on July 15.
Beaumont Iron Works, Inc., Beaumont, Tex., will erect a
building there, 50 by 150 feet, equipped for building and rebuilding
cars.
J. G. White & Co.. Xew York, have declared their regular
quarterly dividend of 1>4 per cent on the preferred stock, payable
on July 1.
American Nut & Bolt Fastener Company, Allegheny, Pa., has
declared its regular quarterly dividend of 5 per cent and 5 per cent
extra, both payable on Juni
Standard Coupler Company. Chicago, has declared a semi-
annual dividend of 2% per cent on the common stock and 4 per
cent on the preferred stock, payable on June 29.
D. T. Williams Valve Company. Cincinnati. O.. has opened an
eastern branch office at 26 Cortlandt street, Xew York, in charge
of Charles K. Thomas as eastern sales agent.
Union Switch & Signal Company, Swissvale. Pa., has declared
the regular quarterly dividends of 3 per cent on its preferred and
3 per cent on its common stock, payable on July 10.
Northern Engineering Works. Detroit. Mich., lias installed two
5-ton 3-motor electric traveling Northern cranes in the new plant
of the Michigan Copper & Brass Rolling Mills, Detroit.
Virginia Passenger & Power Company. Richmond, Va., has re-
cently placed an order for Allis-Chalmers turbines and Babcock &
Wilcox boilers, equipped with Foster superheaters for 175 degrees.
Pittsburg Screw & Bolt Company, Pittsburg. Pa., has had
plans prepared for a 4-story factory and office building, 72 by 100
feet. It will be located at Twenty-fifth street and Liberty avenue,
Pittsburg.
H. M. Byllesby & Co., Chicago, have been retained as con-
sulting and supervising engineers by the Mobile & Ohio for the
rehabilitation and electrification of its general repair shops at
Whistler. Ala.
Electric Storage Battery Company, Philadelphia, Pa., has de-
clared the regular quarterly dividend of 1V» per cent on its pre-
ferred and common stocks, payable on July 1. to stockholders of
record on June 25.
Evens & Howard Fire Brick Company, St. Louis. Mo., em-
phatically denies the rumors which associate this company with
others in the so-called merger of St. Louis fire clay interests. The
company advises it is not and will not be a party to the merger.
American Car & Foundry Company, St. Louis. Mo., has de-
clared a regular quarterly dividend of 1 per cent on the common
stock and X% per cent on the preferred stock, both payable on
July 1. This increases the dividend on the common stock from
2 to 4 per cent yearly.
Federal Railway Signal Company. 42 Broadway. Xew York,
will soon begin the construction of a factory building on upper
Broadway. Albany. X. Y. The building will be 350 feet long and
100 feet wide, two stories high and of fireproof steel construction
and will cost about $80,000.
E. H. Symington, western sales manager of the T. H. Syming-
ton Company, who was seriously injured while riding in Lincoln
park on May IS, is now rapidly regaining his health. He has re-
covered consciousness and his strength to such an extent that he
is able to take some recreation.
R. L. Ginsburg & Sons, dealers in iron, steel and metals, an-
nounce that on July 1 this firm will be succeeded by a corporation
known as the R. L. Ginsburg Sons' Company, with offices located
both at Detroit. Mich., and Buffalo, X. Y., as heretofore. The new
corporation will take over all the assets and assume all the lia-
bilities of the present firm.
Goldschmidt-Thermit Company, 90 West street, Xew York, ex-
hibited at the Master Mechanics' and Master Car Builders' conven-
tions at Atlantic City three sizes of its new fire brick molds for
welding locomotive frames. These molds represent a great advance
in the process, as they entirely do away with the services of
molders and pattern makers, allowing the repairs to be made in
the roundhouse or repair shop. Daily demonstrations of the weld-
ing of locomotive frames were given in connection with the exhibit
June 22. 1907.
ELECTRIC RAILWAY REVIEW
837
and formed a must important feature. Other exhibits of the com-
pany were its new wax patterns, interesting samples of repair
work and specimens of the rare metals free from carbon, such as
chromium, manganesi copper, molybdenum, etc., pro-
duced by the Thermit process and supplied by the company.
Heywood Brothers & Wakefield Company. Wakefield, Mass.
will construct a $300. factory at Gardner, .Mass. The plant will
consist of a main building, f6 by 4 J.", feet, and an office building.
60 by 60 feet, each building to be four stories high and basement.
A contract has just been awarded the American Bridge Company
for 1,500 tons of structural steel.
Acme Road Machinery Company, Frankfort. N. Y.. manufac-
turer of contracting machinery and road building supplies, has
prepared plans for a number of buildings to replace those recently
destroyed by fire. These will include a main erecting and machine
shop. 74 by 304 feet; woodworking shop, 50 by 100 feet; foundry.
60 by SO feet; storage shed. 34 by 200 feet, and another sto
shed. 20 by 200 feet.
General Fireproofing Company. Ynungstown, O., announces that
H. A. McMore, engineer, formerly with the Harlem Contracting
Company of New York City, has been engaged by it. Mr. McMore
is at present located at the home office and works in Youngs-
town. He will be connected with the reinforced concrete depart-
ment and will be particularly concerned in designing and estimat-
ing work in which this company's system is to be installed.
Electric Controller & Supply Company, Cleveland, O., has
moved into a plant of its own at 2698 East Seventy-ninth street.
The company has been occupying leased quarters in the plant of
the Wellman-Seaver-Morgan Company, but for some time both
companies have been cramped for room and the change will greatly
facilitate their work. The new plant of the Electric Controller
Company is a 3-story building. 50 by 200 feet, with a T, 50 by 100
feet, and will enable it to double its output.
Southwestern Portland Cement Company, El Paso, Tex., has
been incorporated with 51,100,000 capital stock, to establish a
Portland cement plant. Plans are now being prepared and the
plant is expected to have a monthly capacity of 1.400 barrels.
C. Leonard. Los Angeles, Cal., president; Charles Boyetcher. Den-
ver, Colo., vice-president; A. Courchesne, vice-president and gen-
eral manager; Felix Martinez, vice-president; J. F. Williams,
treasurer; all of El Paso, Tex.; O. J. Binford, Los Angeles, Cal.,
secretary.
Stone & Webster Engineering Corporation, Boston. Mass., has
recently placed contract for new equipment for the Pawtucket
Electric Company, including four 520-horsepower Babcock & Wil-
cox boilers, equipped with Foster superheaters for 150 degrees
superheat. This boiler room equipment is practically a duplicate
of that recently ordered by the Texas Traction Company, of which
tbe Fred A. Jones Company of Houston is consulting engineer.
for operating the Curtis turbines in the new power station at
McKinney. Tex.
Allis-Chalmers Company, Milwaukee, Wis,, advises that its
business continues to show a steady gain. During the month of
May this company shipped from its works 552 cars of machinery,
which was a gain of 20 cars over the record established for April.
In April the aggregate weight of shipments was 21.6S0.S47 pounds,
while for the month of May the figure had risen to 23.772.242 pounds,
making a total weight for the two months of 45,463,089 pounds.
Cars bearing this enormous quantity of machinery, if coupled in
one train, would have covered a distance of about eight miles.
Allis-Chalmers Company, Milwaukee, during the past two years
has equipped six complete electric traction systems, aggregating
a total of 3is miles of trackage, of which 150 miles are already
completed and in daily operation. These include the Toledo Port
Clinton & Lakeside, Cincinnati Milford & Loveland, Winona Inter-
urban. Indianapolis Newcastle & Toledo, Indianapolis Crawfords-
ville & Western, and the Milwaukee Northern. The equipment for
me latter toad will constitute the installation of the largest gas
engine driven electrical units for traction purposes in America.
Cutler-Hammer Manufacturing Company, Milwaukee, Wis..
manufacturer oi electric motor controlling devices, announces the
purchase of the Wirt Electric Company of Philadelphia, Pa. Tin-
manufacture of the Wirt apparatus will be continued, and pending
the inclusion in the Cutler-Hammer catalogue of the Wirt ap-
paratus, the current Wirt catalogue will be used, which may be
obtained from either the Wirt Electric Company. Philadelphia, or
the Cutler-Hammer Mann Company, or any of its district
offices. The purchase of the V. pany will enable the Cutler-
Hammer company to meet more fully than ever before the require-
ments of the trade. For ars certain types of Wirt ap-
paratus have enjoyed an enviable reputation. Particular attention
is called to the very complete line of Wirt battery charging rheo-
stats and field rheostats, which in 1902 were awarded the John
Scott medal on recommendation of the Franklin Institute of Penn-
sylvania. Bulletins covering these and other lines of Wirt ap-
paratus will be furnished on application.
ADVERTISING LITERATURE.
American Engineering Company, Traction Building, Indian-
apolis, Ind. — A novel piece of advertising ■- the pamphlet
Just issued by this com] m the subject ol tbi
Transportation" from the steam locomotive to ti
motive. The pamphlet contains pithy par..- p r/.inz
the advisability of the use of an expert and sell al ■ in
the construction of traction properties TI makes ex-
aminations, reports, valuations and surveys and
vises the construction "f railroads, bridges, grain elevators and
-trial and manufacturing plants, and acts suiting en-
gineer. Contracts for eonstrui jis of
cost -plus-a- fixed-sum.
General Electric Company. Schenectady. N. Y. — The electrifica-
tion of the West Jersey & Seashore Railroad is covered at full
length in this company's pamphlet just received.
Lunkenheimer Company, Cincinnati, O.— "Generator Valvi -
the title of a new booklet issued by this company, which contains
detailed information regarding the various types of Lunkenheimer
generator valves and accessories, and is replete with splendid
illustrations.
Lumen Bearing Company, Buffalo. N. Y. — The June issue of
The Lumenary. the monthly publication devoted to the interests
of this company, contains as usual several pases of readable ;
and poetry. The metal report for May. as well as information
regarding the metal situation and data regarding babbitt metals,
are also fully mentioned.
General Fireproofing Company. Youngstown, O. — A han
32-page work, covering this company's system of reinforced con-
crete construction, is a valuable addition to literature on this sub-
ject. The entire matter is covered most exhaustively, supple-
mented by excellent illustrations from photographs of construction
work at various stages by the reinforced concrete this
company.
Electric Service Supplies Company. Philadelphia. Pa. — A folder
with return postal card attached is being sent to the trad.
ing the National trolley guard, for which this company is the sell-
ing agent. The folder mentions the merits of the National trolley
guard and describes briefly the method of construction. This
guard is now being used by many of the largest and most promi-
nent railways in the country.
Buda Foundry &. Manufacturing Company. Chicago. — Bulletin
Xo. Ill describes in detail the various railroad track, coal mine,
depot and warehouse, wagon, elevator, portable and other scales
manufactured by this company, as also its recording beams and
quick weighing devices. The pamphlet is amply illustrated and
contains full price lists of both scales anil repair parts. There is
also mention of the large line of other track appliances manufac-
tured by the company.
American Spiral Pipe Works, Chicago. — The company -
catalogue, comprising 100 pages, is the most complete work of
this character published regarding all kinds o and rolled
steel pipe flanges. It is of great interest to the engineering pro-
fession, as it contains general and detailed information covering
flanges for power work. The catalogue is replete with splendid
illustrations from photographs and drawings and contains full
prices. The company also manufactures hydraulic supplies.
The J. G. Brill Company, Philadelphia, Pa. — The June iss
Brill's Magazine describes the additional equipment furnished by
The J. G. Brill Company to the Inland Empire System at Spokane,
Wash., also additional grooveless post semi-convertible cars for the
United Railways & Electric Company of Baltimore, and a s-
lot of semi-convertibles for the San Antonio (Tex. » Traction Com-
pany, accompanied by splendid illustrations of the Brill types of
cars furnished. An interesting article describing the manufacture
of Brill truck frames is also contained therein.
General Electric Company. Schenectady, N. Y. — Bulletins Nos.
It'.'.".. 449S, 4502 and 4511. issued by the supply department of this
company, describe respectively the parts of R controllers. Thomson
single-phase high-torque induction wattmeters, G. E. knife-blade
lever switches, type L form D-12. and lightning arresters. 1907
Bulletin No. 1503, issued by the lighting department,
describes CQ generators and balancer sets, and Bulltin No. 450S,
issued by the railway department, describes commutating pole
railway motors. All of the bulletins contain excellent halftone
Lvings from photographs.
Standard Varnish Works, 29 Broadway, New York. — A new
catalogue has just been issued by this c pany in which the
various insulating specialties manufactured by it are desri
A novel and convenient improvement in catalogue work Introdi
i the Standard Varnish Works is the insulator's index, by refer-
e to which it wrill be found that the varnish or comp
suited tor various classes of work is indicated under the particular
part of electrical apparatus it is designed to Insulate. Ther<
also several pages devoted to the latest method of insulation, viz..
by means of drying and impregnating in vacuum. The v.,
n is being rapidly introduced into the shops of the
manufacturers and operators of electric street ran
in this pany and its si ss has meed that indi-
cations are that the majority of the large electric railways through-
out the country will adopt the method. The company will be
i p. forward a copy of this to anyone interested
upon ippllcal ion.
American Sheet & Tin Plate Company. Frick Building. Pitts-
burg, Pa. — "From Underfoot to Overhead" is the title of the beau-
tifully illustrated brochure regarding tin for roofing purposes mann-
ed by this company. The booklet describes the i
of iron ore from its home in mother earth to its place
on the home of man and is designed to give the architect, the
builder, the roofer and the property ownei an Idea of the many
processes through which a piece of ore mu "tries
s MF Term plate. Statistics have been
uiie omitted from tie- i,o,,k. because of tin ol the com-
i nol a study. Howi
i the lies- riptloi
and beautiful halftone ngi i hat a
clearer understanding of every process can be had, Si
838
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 25.
regarding the construction of a tin roof are made, accompanied
by interesting tables for flat seam tin roofing, standing seam tin
i ."ting, wind pressures on roofs, approximate weight of materials
for roofs, snow and wind load and safe bearing loads. Tables are
also shown of standard gauge and weights for all uncoated sheets
and plates of iron. The company's other products are Terne
plates, galvanized sheets, formed roofing materials, metal siding,
metal lath and black sheets. The reading of the pamphlet will
prove of educational value to anyone interested in the roofing
subject.
Garden City Sand Company, Security Building. Chicago. — The
subject of fire brick is treated exhaustively in this company's pam-
phlet, which contains illustrations and data regarding the standard
shapes and sizes manufactured by it. as also valuable suggestions on
furnace construction and general fire brick requirements and speci-
fications for water tube and return tubular boilers. The company
is a large manufacturer of special shapes of fire brick and its high
perfection in this regard has merited the recommendations of the
prominent manufacturers of smokeless furnace and chain grate
stokers of the middle west. It is now filling a 40-car order of
special shapes for one furnace manufacturer alone, and its loco-
motive arch business has been constantly on the increase. ■ Sug-
gestions are also made regarding the care of fire brick. The com-
pany's Rosedale fire clay meets the demand of the trade for a
selected, high-class refractory clay. It also handles furnace sand,
mined from the well-known Utica banks, and gannister, being a
material made from silica rock, to which a sufficient quantity of
plastic clay is added, together with a little water, to bond it.
When a furnace wall or roof burns out in spots, by applying gan-
nister to the burned-out portion, the lining is renewed and will
last indefinitely. The company also carries in stock as nearly
as possible all special tile used in baffling the numerous boilers
which are on the market. This company is an extensive manu-
facturer of and dealer in building material and foundry supplies,
and carries a very complete line of tile and cupola blocks; and also
handles the famous Toch Brothers cement filler and floor paint,
which is oil and water proof, and when applied to cement floors
in power houses it prevents dusting and disintegration.
THE GILCHRIST IMPROVED RAIL CHAIR.
INSULATING MATERIAL.
From the time Faraday built his first coil the use of insulating
material has steadily increased and it is natural that the conditions
to be fulfilled by insulating materials vary so widely that no one
material can be expected to serve the requirements of all classes of
service. Faraday's first coils were constructed of bare copper wire
oated with shellac. This served his purposes quite well, as the
voltages he employed were low. The wires were next coated with
silk or cotton thread in one or more layers and the coils made of
this wire proved to have ample insulation for fairly high voltages,
as long as the temperature was not allowed to rise too high and it
was not subjected to undue mechanical strains, such as are in-
evitable in motor and generator work, and especially in the arma-
tures and field coils of modern railway motors.
With the introduction of induction coils, in which very high
voltages were generated, Ruhmkorff experienced considerable diffi-
culty with his coils and it was not until Poggendorff suggested dip-
ping the coils in melted paraffine that coils were obtained which
would resist high voltages without a breakdown. These coils were
probably the first to be insulated by the dipping process, which is
now considered the most satisfactory method of insulating arma-
ture, field, transformer coils, etc.. since it fills all the interstices
of the coil, not only insulating the individual turns from each other,"
but mechanically separating them, holding them in a fixed position
and thus protecting them from injury. Shellac, though it proved
itself to be an efficient insulator for the conditions existing in the
pioneer work in electrical engineering, is now superseded by in-
sulating compounds having a superior dielectric strength, more
elastic and more suitable in many ways for the conditions of
service to be fulfilled in modern electrical machinery.
The Standard Varnish Works. 29 Broadway, New York City,
manufactures insulating compounds of superior quality in such a
wide variety that a material exactly suited for any set of condi-
tions can be obtained. The advantage of having -such a large
variety of insulating materials available is that the engineer and
master mechanic can select a compound which exactly meets their
requirements, ' rather than select one of three or four insulating
compounds intended to meet the full range of conditions covered
by the 25 different insulating materials manufactured and regularly
carried in stock by this company.
In addition to the 25 stock insulating materials, this company is
prepared to manufacture special insulating materials to meet condi-
tions which may not be covered by its regular products. It would
be difficult to conceive of any condition which could not be met
perfectly by one or more of them. Besides a line of clear insulating
varnishes which can either be air dried or baked, the company
manufactures standard oil and waterproof varnish for core plate
insulation, a flexible mica sticking varnish, coil sticking varnish,
light and black finishing varnishes and a splicing and filling-in com-
pound. This company also manufactures a complete line of im-
pregnating compounds which can be used for insulating armature
and field coils, transfer coils, and for the impregnation of wood.
The Standard Varnish Works advocates the vacuum drying sys-
tem of impregnating coils. With this process it is unnecessary
to subject the coils to very high temperatures. By removing the
moisture from the cotton at a low temperature and also removing
the air from the interstices of the coils, it is possible to completely
fill the latter and thus secure the high insulating qualities and
mechanical strength desired. For small companies not having suffi-
cient work of this class to do, the Standard Varnish Works will
dip the coils for them, having at its plant the latest and most im-
proved type of Passburg vacuum drying, impregnating and insulat-
ing apparatus.
The steadily increasing traffic in cities has shown that the old
forms of track construction are not adequate to stand up properly
under the traffic of the present time. More substantial forms of
track construction have therefore been introduced, many of which
substitute concrete girders under the rails for tic- cross ties
formerly used. In most cases where concrete track construction
has been properly installed it has proved itself far superior to the
Gilchrist Rail Chair — Showing Method of Holding Rail.
old cross tie construction, but in many cases difficulty has been ex-
perienced in attaching the rails to the concrete in such a manner '
that they might easily be removed and new ones inserted without
also removing the concrete from around the rails.
The need for an efficient, simple and economical method of
attaching the rails to the supporting concrete girder is therefore
evident, and to meet this Edward A. Gilchrist. McKeesport, Pa..
r-+-
s
£
5
fo TapSo/t
>
8
Gilchrist Rail Chair — Detail Dimension of Parts.
has invented the rail chair illustrated herewith. These rail chairs
are now being manufactured by the T. H. Symington Company,
Baltimore, Md., and it is stated that they have been examined by
a large number of prominent railway engineers, who have reported
favorably upon them. A number of engineers have recently pre-
pared track specifications in which they have recommended the use
of Gilchrist rail chairs. An examination of the illustrations will
show that the rail chair consists of an I-shaped casting, having a
base 10V£ inches wide and 5 inches long. The upper head of the
I has a hook-shaped projection on one side and a lug on its other
side. One side of the rail base is held down by the hook-shaped
projection, and a cast-iron clamping block screwed down by a
June 22. 1907.
ELECTRIC RAILWAY REVIEW
839
96-inch tap bolt, which screws into the lug previously mentioned,
holds the other side of the has.- of the rail securely In position.
These rail chairs are embedded permanently in the concrete and it
is only necessary to loosen the tap bolts in order to remove or re-
place rails.
OHIO BRASS COMPANY'S NEW CATALOGUE.
The seventh edition of the Ohio Brass Company's catalogue of
electric railway and mine haulage material and supplies has just
made its appearance. The catalogue is SH4 by 6% inches in size,
is bound in cloth, and comprises 582
pages. It is profusely illustrated and
covers all of the products handled by
ompany, showing also complete
price lists. The volume is divided into
11 — tions. as follows: Section 1, rigid
and flexible pole brackets; Section 2,
catenary construction: Section 3. trol-
ley wire hangers, pull-overs, guard-
wire insulators, etc.: Section 4, trolley
ears, clamps, splicers, section insulat-
ors, cross-overs, etc.: Section .",. rail
bonds, bonding tools, bonding caps and
sleeves, channel pins, etc.; Section 8.
materials for third-rail installations;
Section 7, car equipment specialties
and supplies; Section S. construction
material and supplies; Section 9, con-
struction, track and line men's tools;
and Section 10 contains some very use-
ful tables, giving the comparison of
aluminum and copper conductors,
weights of stranded copper and alumi-
num cables, weights of solid copper
and aluminum wires, properties of bare
and insulated stranded copper cable
and solid copper wire, tensile strength of copper wire, properties
of galvanized wire strand, power required for electric traction, tables
regarding structural steel tubing, standard iron pipe, standard and
extra heavy pipe, copper equivalent of steel rails, sag in spans,
following which are indices to trade numbers, code words and
materials listed. The Ohio Brass Company is designer, dealer in
and manufacturer of a complete and perfected line of appliances
used in the construction and operation of electric railways, mine
haulage systems, lighting and power plants. The main office and
works are located at Mansfield, O.
Ohio Brass Company's
New Catalogue.
GASOLINE MOTOR CARS FOR PASSENGER SERVICE.
BY A. L. ABBOTT.
The first gasoline motor car to be put into practical service
by the railroads was a small velocipede type of car for inspection
work. This was brought out a number of years ago by Fairbanks.
Morse & Co., Chicago, 111. It was so successful that the company
continued experiments with new types of cars for various other
purposes. A few years later this company had perfected and put
into successful operation a number of types of cars to be used
Gasoline Motor Car.
for section gang work, replacing the hand car, for signal service.
bridge inspection, track inspection, transferring switchmen in the
yard, trolley repair work, and for moving light construction ma-
terial. The latest product is the present light passenger car.
The engine used in all of this company's cars is of the hi
with individual cylinder, liberal crank case, nickel-steel
crankshaft and special nickel-steel valves. They are of the high-
compression type, four-cycle and are water jacketed. The cooler
Is made up of fine coppei pipes with sufficient radiating surface to
cool the engines under all conditions. In fact, the entire i
equipment of these cars has been especially designed for the hard
service It Is to meet and is as near "fool proof" as can be built.
At Houston, Tex., between the terminals of the Houston elec-
tric lines and with a suburban extension, laid out by Brook Smith,
a prominent banker at Hi ng used for passenger
service a Fairbanks-Morse standard No. 16 motor CI
ned to be operated at any speed up to
The frame Is of steel and securely riveted. Tl
two-cylinder 12-1,01
tend to show that sei : very
satlsfie ;
Another location where a similai ng used is at Walnut
Ridge, Ark. This car runs between Hoxie and Walnut Ridge, a
distance of about two miles. The track over which this car is
run was originally operated with one bob-tail street car drawn by
a mule. The present owner of the road purchased a No. 16 motor
car to operate over the lines of the Cache Valley Railroad, for
carrying mail, and ■ incidentally handling any passengers
might be picked up. This is a logging road, built through the
swamps, and high water caused a suspension of operation. Since
that time, to keep the line in operation, the motor car has been
used. It is stated that the motor ear. while in service in March,
on the line between Hoxie and Walnut Ridge, has carried 600
passengers in one day. ami that the average has been 300 passen-
gers per day since the car was put in service on that road. The
line over which this car operates parallels the St. Louis Iron Moun-
tain <£ Southern Railroad.
Another point where a motor car is doing good service is at
Mineral Wells, Tex. Here they are using a No. 16 Fairbanks-
Morse special type C motor ear between Mineral Wells and Lake-
Wood Park. The company is known as Mineral Wells & Lake
Wood Park Street Railway Company. The track is laid with
40-pound steel; the grades are light and the expense of construc-
tion was l,,w. A few days ago the secretary of the road stated that
daj they collected 578.80 in cash fares at a rate of 15 cents a
round trip. This company has since ordered a third car. The
length of the track is 1.5 miles, but it is the intention to build a
nic railway around an artificial lake to which the road runs.
EXPANDED METAL CATTLE GUARDS.
A light and durable stock guard, which, it is stated, is prac-
tically impassable by stock has recently been patented by F. W.
Stewart of the Climax Stock Guard Company. The new guard, as
illustrated herewith, is made of expanded metal sheets, IS inches
wide and 2 feet long. These sheets are bent lengthwise into a
New Type of Expanded Metal Cattle Guard.
trough-shaped form, thus making each side 9 inches wide and 24
inches long.
These metal strips are set over the ties and extend 4 inches
above and 2% inches below the tops. The ballast between the ties
is removed to a depth of about 6 inches, which, with the triangle
over the ties, makes the guard practically impassable. The ties
may be set any distance apart that is desired, though a spacing of
20 Inches center to center is recommended.
Should cattle try to cross these guards, their legs woidd go into
the pit between the ties and upon trying i" remove them the down-
ward projecting portion of the guard would strike the animal's legs
in a tender part, which would make it too painful for the anitnal
to proceed. There is. however, 110 chance of an animal getting
hi. as there r- nothing i" prevent It from withdrawing It
Small si,,. 1, would certainly have serious troubl g over this
form of guard, as the mesh 1 i" made • •<•■ size desired in order
ti pn ent theli 1 ling tl gh and still not give them
"i plai e for a 1' hold,
The expanded metal sections, each two feet long, arc attached
t,, the ties by means "i from 8 to 15 hold them
1 ij in position. It will be evident that little 1. quired
ii.! Mis. Thej lea • • tl I 1 1 < is pei
and ' paii wll it neo Itat lug their 1 fhi
the advantage thai should a heavj object hanging one
■ them they would only be 1 an.! 1 m easllj bi
ened ure not easily torn "in
Id tear before pplled ti
arge number of staples. olnt lr theii
an be packed 1 e and
1 hin.- 11 and
to ship. 11 1 d galvanized metal or If thej are given
paint 1 guards will 1 tely
- l di
840
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 25.
ENGINE-TYPE GENERATORS FOR DIRECT CURRENT.
In spite of the increasing use of turbo-generators for electric
railway work, there are still so many engineers who believe only
in "the steam turbine with a connecting rod on it" that the Allis-
Chalmers Company has been steadily improving its well-known
and efficient direct-current engine-type generators, illustrations of
which are presented herewith.
Field Frames and Poles.
The pole frames of these (type "I") generators are made of a
soft gray cast iron of ample cross-sectional area for rigidity and
for the magnetic requirements. In those types of generators hav-
ing round field coils the pole pieces are made of cast steel bolted
to the inner periphery of the field frame. As a rule, however, the
pole pieces are formed of steel punchings riveted together and
bolted to the frame. The shunt field coils are form-wound on
spools slipped on the pole pieces and held in position by small
screw bolts passing through the end of the field-magnet spools.
A unique improvement in the series-Meld winding has been
introduced in the design of these generators. As will be seen from
examining one of the detailed illustrations presented herewith the
series-held winding is composed of laminated copper strips wound
in the form of a continuous open spiral separated by insulating
blocks. This permits a free circulation of air through the winding,
thus keeping its temperature down and reducing its resistance.
Armatures.
The armatures of these generators. 34 inches or less in outside
diameter, are made of one-piece punchings of mild steel, while
those of larger diameter are built up of punched mild steel seg-
ments dovetailed to fit on the spider with alternately overlapping
joints. The inside of the armature is of open construction and a
large number of radial ventilating ducts are provided through the
laminations to afford ample ventilation and circulation of air
through the armature and around the field coils. The armature
coils are made of rolled copper strips, bent into shape in such a
manner that all the armature coils of a given machine are inter-
changeable and readily renewable.
The individual conductors are insulated with linen tape and
the several conductors that are to be placed in the same slot are
grouped together and the slot insulation wrapped around them.
The group of conductors with the slot insulation surrounding it
is then placed in a steam-heated screw press, in which the insula-
the diameter for which they are intended. After assembly the com-
mutator segments are insulated from the clamping ring and sleeve
by mica insulation 0.1 inch thick. In the larger machines the necks
to which the armature conductors are soldered are separated so as
Type K Generators — Showing Details of Brush Oscillator.
to permit free circulation of air about them. The inside of the com-
mutator is open and permits free circulation of air around it and
insures cool running with a minimum possibility of warping.
Brush Holders and Brush-Holder Rigging.
The brush holders used on the type "I" generators are of the
standard Allis-Chalmers reaction type, carried on substantial brush-
Type K Generators — Field Magnets, Showing Construction
of Series Field Coils.
Type K Generators — Brush Holders and Supporting Am
Type K Generators — Armature Core, Showing Strong and Well
Ventilated Construction.
tion is pressed into the shape necessary to fit the armature slot.
As the coils are cooled before being taken from the press the
insulation retains its shape. The coils are placed in the armature
slots, where they are held in position by hard wood wedges fitted
into grooves at the tops of the slots. No band wires are used on
the armature under the poles, but steel wire bands serve to keep
the ends of the coils in place.
The commutator segments are made of hard-drawn copper
strip drawn to the proper taper to actually fit a commutator of
holder arms, supported on an adjustable brush-holder ring. The
latter can be turned to adjust the position of the brushes by means
of a hand wheel. The standard Allis-Chalmers brush oscillator
is fitted on these machines. This device gives a transverse move-
ment to the brushes and prevents the commutator from being worn
in ridges.
The Sioux City Traction Company, Sioux City., la., is equipping
about 20 of its cars with air brakes.
Chicago: 160 Harrison Street
PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO
Entered at the Postofflce, Chicago, 111., as Second-class Matter.
Subscription in advance, including special daily editions published from time
to time in places other than Chicago, postage free:
L'nited States or Mexico, S2;
Canada, S3.5U: Postal t'nion Countries, $5; Single Copy, 10 cents.
New York: 150 Nassau Street
Vol. XVII, No. 26
CHICAGO, JUNE 29, 1907
Whole No. 218
TABLE OF CONTENTS.
Editorial:
— New Haven Railroad's Electric Lines 841
— Equipment lor Clearing Wrecks 841
— Gauge Glasses or Ga ig Cocks? r 841
— Repair Parts and Coupler Standardization 842
— Competition with Steam Roads 842
— Taxes in Annual Reports S42
— Some Characteristics of Steel Wheels 843
Georgetown Power Station of tin.- Seattle Elei trie Company
(Illustrated ) S44
New York Street Railway Association (Illustrated) 848
False Claim Against United Railways of Baltimore Results in
Conviction S34
Some Notes on Electric Railway Shops and Shop Practice in
Central New York. P.y W. H. Collins w
Electrification of Terminal and Suburban Lines 855
Recent Improvements in Motors and Control. By G. H. Hill
(Illustrated ) 856
Relation of Track to Maintenance of Equipment. By W. R. W.
Griffin (Illustrated I SoS
Recent Improvements in Motors and Control. By Clarence
Renshaw i Illustrated » 859
Electric Railway Accounting. By J. C. Collins 865
New Wrecking Tool Car at Oakland, Cal. (Illustrated i 866
Employes' Benefit Association in Montreal 869
Proposed Extensions of The Milwaukee Electric Railway &
Light Company (Illustrated i 871
Ganz Steam Motor Car for the Erie (Illustrated i 871
Recovery of Metals from Scrap s7::
Handling a Circus Train (Illustrated)
The Wrork of the Chicago Sanitary District
Indiana Railway Commission Gathering Data on Safetj Appli-
ances and Crossings
Adjusting Street Grades in Seattle (Illustrated)
Chinese Averse to the Trolley
News of the Week:
— Philadelphia Ordinance to be Reconsidered
— Legislation Affecting Electric Railways
— Object to Reducing Fares
— Right to Build Transmission Lines
— Chicago Arbitrators to Hold Hearing
Construction Xews:
— Franchises
— Recent Incorporations
— Track and Roadway
— Power Houses and Substations
Personal Mention
Financial News
Manufacturing and Supplies:
— Rolling Stock
— Shops and Buildings
— Trade Notes
— Advertising Literature
Electric Locomotives for Industrial Haulage (Illustrated)
Malleable Iron Tie Plates (Illustrated)
Commutating Pole Railway Motor (Illustrated >
The Solenoid Gas Engine Governor (Illustrated)
Atlantic City Convention Bulletin
872
s7::
s7::
S74
874
S75
875
S75
875
876
S77
S77
878
SMI
S80
881
SS2
ss:
882
886
884
884
885
S86
886
"The purpose of the enormous investments of the New York
New Haven & Hartford Railroad in electric railways is dis-
cussed in a letter of Charles S. Mellen.
New Haven the president, which is quoted in the Phila-
Railroad's delphia Xews Bureau. An abstract of this
Electric Lines. letter follows: "The thought of the com-
pany in acquiring Massachusetts trolley
lines was not to suppress competition, for we do not believe
there is serious competition between electric and steam sys-
tems of traction. It is our idea that all systems will develop
ultimately into the electric, and that street railways will
supplement the trunk lines. The solution of the problem of
rapid transit will be the use of trunk lines between the
cities and of street railways for collection and distribution
within the cities." This expresses the common view as to
the final effect of the changes which the use of electricity
as a motive power is helping to bring about. The statement.
however, explains the far-seeing motive of the extensive pur-
chases of electric roads by the New York New Haven &
Hartford Railroad. It is estimated now that this company
controls 1.400 miles of electric road in various New England
states.
It is regrettable that experience demands the use of
wrecking cars by interurban railways. But. since no road
can afford to have its tracks blocked
Equipment for more than short spaces of time, it be-
for Clearing comes desirable and in most cases finau-
Wrecks. cially practicable to make a considerable
investment in suitable equipment for
quickly clearing wrecks. The car of the San Francisco Oak-
land & San Jose Railway described in this issue is probabl]
typical of the latest development in tool-car practice. It is
provided with materials and supplies for every emergency,
and many practical ideas based on the experience of steam
railways and other electric railw; been incorporated
in its construction and equipment. Attention Is called t<
very complete list of materials as presented in the descrip-
tion. The car body is novel in design, extending as it does
only three-fourths of the length of the sills. The remaining
open platform carries a truck with an adjustable bolster that
can be adapted to any height of car body used in and about
Oakland. This very complete equipment, properly called a
"wrecking tool car," is not provided with a crane for lifting
trucks or car bodies. It is thought more desirable to have
the crane on separate trucks and haul it as a trailer when
necessary. A crane for such service necessarily must be
of such large capacity as to be able to handle with facility
the heaviest trucks and motors: and, in fact, the manage-
ment of one interurban road is now considering the purchase
of a derrick car that will be powerful enough to lift an entire
car body on or off the track as desired. When wrecks occur
the question of any reasonable expense for quickly clearing
the line is hardly to be considered, and therefore an original
investment for a complete ever-ready wrecking outfit should be
considered good policy.
Gauge
Glasses or
Gauge Cocks?
There are engineers who believe that boilers can be more
safely operated by the use of gauge cocks than gauge glasses.
There are a number of good reasons for
this opinion: With gauge glasses the
water tenders will depend entirely upon
them, seldom operating the gauge cocks to
make sure that the apparent water level
indicated by the glass is the actual level in the boiler. No
doubt many boiler explosions caused by low water, and
wrecked engines caused by high water, have resulted directlj
from a faulty indication of the water level. Gauge glasses
often become so dirty that it is extremely difficult to ascertain
the water level, especially if they are not properly Illumi-
nated. The onlj way to impress upon the minds of care
i: necessity for checking (he gauge glass i
Ings bj the use of the gauge cocks is to remove the gau
glasses, n thi gauge j la lie men re
S42
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 26.
will not only give more of their attention to the water level.
but will make sure that the water column is clear at both
top and bottom. This should be done at least once a day
where the feedwater is good, and three or four times a day
if the water is bad. The engineer in charge should per-
sonally test the water columns at least once a day. A further
reason for abandoning the ordinary style of gauge glass is
that they frequently break — especially if not cut the proper
length and properly put in place. A large number of men
have been severely scalded by the breaking of gauge glasses,
and, where the gauge glasses are on a level with a man's
eye, it has not infrequently happened that an employe has
had an eye put out by the flying glass. If gauge glasses are
to be retained, a good kind to be used is that with a flat,
internally ribbed glass, held in a substantial metal frame.
The optical properties of these glasses make the portion
under water appear black, while the portion above water
reflects light like a crystal, clearly defining the water line,
which is easily distinguished even in poor light. Further, a
thin coating of oil or dirt does not in the least affect the
observation of the water level.
Twenty years ago the Master Car Builders' Association, in
convention at Minneapolis, first adopted a standard type of
automatic coupler. The report of the corn-
Repair Parts mittee which considered the subject con-
and Coupler tained the following conclusion: "Your
Standardization. committee feels that the status of the
(automatic coupler) problem at the present
time warrants it in making the recommendation that this
association adopt as a form of coupling the Janney type of
coupler; that the association procure one of the present make
of Janney coupler, and that all other forms of couplers that
will automatically couple to and with this coupler under all
conditions of service are to be considered as * * * con-
forming to the standard of this association.'' In accordance
with the method by which the Master Car Builders' Associa-
tion votes upon all changes in standards, this committee
recommendation was referred to a letter-ballot and the M.
C. B. automatic car coupler was adopted as standard for the
railroads in the United States and Canada. This year, at the
annual meeting, the president of the Master Car Builders'
Association called attention to the increasing varieties of
couplers, all of which conform to M. C. B. standards. This
large number of designs entails the tying up of an enormous
sum in repair parts which must be carried in stock by rail-
road companies. The president suggested that some restric-
tion be placed on the introduction of new couplers and that
a limit be given the number of couplers for which railroads
must carry repair parts. Inasmuch as committees represent-
ing the electric railway associations are actively engaged in
formulating standards, it should be well to consider this
experience of the Master Car Builders' Association and adjust
the limiting conditions of any standards adopted for electric
railway use, so that the storekeeping departments may realize
their share of the many values to be expected from stand-
ardization.
In the annual report for 1906 of the Cincinnati Lebanon &
Xorthern Railway, a steam road which is controlled by the
Pennsylvania Company, it is stated that
Competition its commutation business should show an
with increase during 1907 because the inter-
Steam Roads. urban railway which parallels the steam
railway made "an increase in its rates on
December 1, 1906, which has already diverted some business
to this company." Competition between steam roads and inter-
urban electric railways is inevitable and the problem of the
interurban manager is to regulate his service so that the
company shall prosper in spite of lines which are parallel
or which connect the same terminal points. Circumstances
may render some cases peculiar in themselves, but under
ordinary conditions it is not advisable to lower fares or
rates if it can be foreseen that they will have to be raised
later. Public sanction to an increase is usually difficult
to secure. Time will settle many problems of this char-
acter. While competition is certain, the electric railway
manager is favored by certain physical advantages which are
of constant, definite assistance in his efforts to secure busi-
ness. On account of the inroads made upon its traffic by
an electric line the Chicago & Alton Railroad tried the ex-
periment two years ago of operating trains more frequently
between certain places, and advertised that these trains
would "stop on signal to engineer and on application to con-
ductor at all public road crossings at which it is safe to take
and discharge passengers." From the fact that they were
soon discontinued, it is naturally inferred that the trains were
not profitable. As contrasted with the steam road, the inter-
urban electric line can offer frequent and usually more relia-
ble service and it can point to greater convenience and ad-
vantage in terminal facilities, as well as to the absence
during the ride of annoying smoke and cinders. These argu-
ments are vital.
TAXES IN ANNUAL REPORTS.
Although the practice of deducting taxes from "gross
income less operating expenses" is generally followed in
annual reports of electric railways, as the recommended form
of report of the American Street and Interurban Railway
Accountants' Association, some companies, for purposes of
their own, still consider taxes purely an operating expense.
In the "Question Box," which was a valuable supplement
to the recent proceedings of the Southwestern Electrical and
Gas Association at the San Antonio, Tex., meeting, there was
published the query, with answers, whether traction company
taxes should be included in fixed charges or in operating ex-
penses. Out of four answers which were published, three
responded "operating expenses" and the fourth favored the
inclusion of taxes in fixed charges.
In its early days the Street Railway Accountants' Asso-
ciation considered this subject in its various aspects, and the
division of opinion and practice which prevailed in those years
is indicated by the changes which were made. The first draft
of a standard report, which was presented to the association in
1897, provided that taxes be classified as a deduction from
"gross income from all sources." When the association held
its next annual meeting the committee reported that its mem-
bers were "unanimously of the opinion that taxes, being inci-
dent to the ownership of property and the operation of the
road, are an operating expense." The committee then found
"no logical reason why taxes should not be treated as an
operating expense."
The 1899 report of the committee recommended, in
view of the interstate commerce commission classification
of accounts, the steam railway standard, and in view of
the position of the various state railway commissioners
throughout the country, considering taxes as a deduction from
income and not an operating expense account, that for the sake
of uniformity and co-operation with the state railway commis-
sioners and the Association of American Railway Accounting
Officers the street railway classification be altered to corre-
spond.
The standard classification of accounts in annual reports
as now recommended provides that the deduction of taxes
from income shall include all taxes on real estate and personal
property, track taxes, franchise taxes, taxes upon capital
stock, taxes upon gross earnings, car licenses, and other
vehicle licenses; excepting, however, taxes on property such
as real estate purchased or conducted as an outside invest-
ment, the net income from which is credited to "miscellaneous
income." The classification which embodies this provision
has been followed generally. It has been adopted officially
June 29, 1907.
ELECTRIC RAILWAY REVIEW
843
by the National Association of Railway Commissioners and it
was used by the United States government census bureau in
preparation of the street railway statistics which were gath-
ered in connection with the 1900 census.
The operating accounts which, beginning July 1, are to
be kept by steam roads under the jurisdiction of the interstate
commerce commission provide that the aggregate of revenues
from operations will produce total operating revenue, which,
reduced by operating expenses, will leave net operating rev-
enue. This phrase is substituted for the phrase income from
operation as used heretofore in the form for annual reports.
From net operating revenue taxes are to be deducted and the
balance will be called operating income and carried to the
income account.
Taxes are not governed by the efficiency or the inefficiency
of the management, nor are they affected by the relative bond
and stock capitalization of a road. A strike may reduce the
operation of a road to a minimum and a receivership may
eliminate the necessity of meeting fixed charges, but so long
as the property is not abandoned some taxes are neces-
sary.
Taxes are not under the control of the management, and
to class the item as an operating expense renders the state-
ment liable to misinterpretation. While it is essential to
deduct the cost of taxation before arriving at the amount
available for returns upon the capital investment, taxes should
properly be shown as a separate item of outgo. The policy
of showing taxes definitely aids in forming a better idea as to
the state of the business.
SOME CHARACTERISTICS OF STEEL WHEELS.
A remarkably thorough series of wheel tests has been
carried on during the past two years by George L. Fowler.
This experimental work was performed with a view to estab-
lishing the value of the metal occurring in solid steel wheels
as used for passenger cars. The very interesting results
were presented to the Master Car Builders' Association by
the experimenter in a topical discussion entitled "Solid Steel
Wheels for Passenger Cars."
There are two factors upon which the use of a wheel
depends: safety and economy. Many records have been pub-
lished which show the economy to be obtained by the use of
steel wheels or tires. Since the economy factor depends
in a direct way on the safety afforded — a long-lived wheel
having a larger factor of safety — the experiments mentioned
were conducted with the determination of the relative safety
of solid steel wheels as their object.
From the railroads there were obtained samples of each
make of steel tires or wheels that had failed by what is
known as "shelling out." To obtain the comparative value
of the metal of the wheels, tensile test pieces were cut from
three points in the tread, and these were tested in the ordinary
way for maximum strength, elongation, elasticity, contraction
of area and hardness.
Little difference was found in the tensile strength of the
metal cut from the different tires. This quality increased
with the quantity of carbon in the steel mixture. The lowest
carbon of any tire was found to be about 0157 per cent,
the highest was 0.7 at and the tensile strength varied
from 113,1 to 124, pounds per square inch. The limit
of elasticity, however, could not be considered as varying
directly with the tensile strength of the material. The elonga-
tion varied almost in direct proportion t" the carbon: it
ran from 6.87 er cent, the latter figure, of
course, being found with the lowest percentage of car-
bon.
Inasmuch as relative elasticity is a quality upon which
le put much credence when preparing designs tor any metal
Btructure it is interesting to learn thai solid steel wheels have
the highest percentage of elasticity in relation "> their ulti-
mate strength. The solid wheel was found to have the maxi-
mum degree of hardness, although to the credit of the others
it is stated that the total range of hardness was slight, since
all had been made of steel, the narrow carbon limits of
which have been stated.
As a result of these determinations the statement is made
that as far as laboratory tests can show the solid forged
wheels can be depended on as far as safety is concerned.
Careful microscopical examinations of all the shelled-
out wheels that were collected for these tests showed that
slag was in each instance the cause of the shelling out. The
presence of slag exists from the time a blank is cast. But
with a careful inspection of the metal at this early stage of
the wheel-forging process and a proper trimming of the ingot
there should be obtained a mass of metal practically free
from the damaging slag which might be carried from the sur-
face of the mold to the tire of the wheel. There is a deter-
minable difference in the finished product, depending upon
whether the blank is cast to the form of a wheel and then
given a surface rolling or is cut as a slice from an ingot and
then so rolled that the entire shape is changed.
The experimental work showed that the removal of metal
by grinding, under similar operating conditions, is four times
as fast with cast-iron as with steel wheels. This ratio was
determined by counting the number of revolutions of an
abrasive wheel required to shorten by a definite length
"pencils" of the two metals. The determination — this four-to-
one ratio — was checked by skidding a loaded axle that had
at one end a steel wheel and at the other a cast-iron wheel
and was loaded with 24,000 pounds. When moved along the
track at from 2% to 3 miles per hour it was found that the
metal removed, as accounted for by the flat spots, was about
four times as much for the cast-iron wheel as for the steel
wheel. But, remarkable as it may seem at first thought,
when the speed was increased to about seventeen miles an
hour, the wearing conditions were exactly reversed. This
may be accounted for by the fact that the heat developed at
the higher speed reversed the wearing qualities. However,
the latter conditions are hardly normal, since heavy braking
only occurs at the slow speeds.
As regards flange breakages tests have shown that the
strength of a cast-iron wheel flange is about 90.000 pounds,
while in these experiments the pressure required to break off,
toward the back, the flange of a solid steel wheel was 556,000
pounds. In some parts of the country scrap steel has little
or no sale value: therefore, since careful experiments seem
to have shown the solid steel wheel to be a strong com-
petitor, physically and chemically, of the steel-tired wheel,
the first cost and the value of scrap probably will be the
determining factors in any purchase.
LONDON FARES TO BE INCREASED.
London papers report that an agreement has been reached
to raise the fares on the various London electric railway
systems from July 1. This decision is the outcome of a
conference held between representatives of the Metropolitan,
the Central London and the Underground Electric Railways
Compun.'. of London. The Central London Company agrees to
abolish the uniform twopenny fare and to charge :jd. as
a maximum. The .Metropolitan will increase the fare he-
n Aldgate and Hammersmith from 2d. to 3d., and other
proportionately. Some months ago the District Rail-
way raised certain fares. There is a suggestion that the
motor-bus companies may also increase their fares.
The committee on local transportation of the Chicago
council inspected on June ^7 the section of the city traversed
by the Calumet Electric Street Railwa; and the South Chi-
caR» city Railway. Extensions of the lines and Impr
iie nts in the service have been requested by reside!
S44
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 26.
GEORGETOWN POWER STATION OF THE SEATTLE
ELECTRIC COMPANY.
One of the largest electric generating stations in the state
of Washington will soon be in operation. The new plant i6
that of the Seattle Electric Company, which is located on the
Dwarniish river at Georgetown, a suburb of Seattle. The new
power house, which was designed and built by the Stone &
concrete which was used throughout the construction of the
foundations and superstructure consisted of a 1-2-4 mixture
of Portland cement, sand and gravel. This was mixed in
Ransome concrete mixers and was well tamped when in
position.
Superstructure.
The concrete in the entire superstructure is reinforced by
Seattle Electric Power Station — Exterior of Power Station.
Seattle Electric Power Station — Ash Hoppers Under Boiler Room.
Webster Engineering Corporation, Boston, Mass., is situated
on a large plot of ground owned by the electric company, on
which there have also been constructed car barns and shops.
Owing to the character of the soil upon which the founda-
tions were constructed it was necessary to drive piles to sup-
round mild-steel bars. Several of the illustrations presented
herewith show the method of constructing the forms and of
carrying out the work.
The exterior view of the building gives an excellent idea
of the artistic effects which can easily be obtained by the use
■ppHPmi
<**
""•it . ~-
^*\&Pk
wmdJ' '"■ ' \t-
' i ^r 4 2r '
Seattle Electric Power Station — View of Engine Foundation During
Construction.
port the turbines and boilers. These were set on 24-inch
centers. The piles for the boiler room and wall foundations
were driven in four rows, as shown in the sectional view of
the boiler house. After being driven solid, they were cut
off level with the high-water mark and the earth excavated
from around the tops to the depth of one foot below high
water. The whole surface over and around the piles was
then covered with reinforced Portland cement concrete. The
Seattle Electric Power Station — -Coal Bunkers During Construction.
Showing Method of Constructing Forms.
of reinforced concrete; besides which a considerable saving
in cost of construction also results.
The present building is only a portion of the proposed
future power plant. As will be noted by reference to the
ground plan the plant comprises two rows of boilers supplying
two steam turbines, and their accompanying auxiliaries.
Future extensions will be made up of additional bays similar
to the one constructed at present. The advantage of this
June 29. 1907.
ELECTRIC RAILWAY REVIEW
845
design will be evident, as it confines the boilers practically
in separate buildings, thus localizing any accidents which
might occur to the steam piping or boilers themselves.
General Arrangement of Plant.
The general arrangement of the boiler and engine rooms
is similar to that adopted for many of the recent installations
of large size, namely, the boiler room is at right angles to
the turbine room. The boiler room end of the building faces
the water front. In the engine room there are two turbines.
each with its independent auxiliary apparatus, and there are
also installed static and rotary transformers.
Boiler Room.
The boilers are arranged in two batteries of six each, with
one central firing aisle. There are installed 12 Stirling verti-
cal water tube boilers of 4T0 horsepower each. The steam
from these boilers is taken out of the rear upper drum and
they are fed through the center upper drum. The blow-off is
taken out of the bottom front drum. These arrangements will
be recognized as rather unusual for Stirling boilers.
The boilers are fitted with plain grates and oil burners.
Double ashpits are provided under each furnace. A novel
improvement has been introduced in the design of these ash-
pits, in that the grate is divided longitudinally into two parts
by a wall extending down to the mouth of the ashpit. This
divides the ashpit into two parts and thus reduces by hall
the amount of cold air which enters the furnace when the
ashes are being removed. An opening from the ashpit is
provided to the rear of the boiler back of the bridge wall,
which facilitates cleaning out the back connections. Am pie
space has been allowed back of the boilers to permit free
access to the blow-off valves for operating, packing and repair-
ing them. Bridges with hand rails extend the entire length
motor-driven fan delivering the products of combustion Into a
self-supporting steel stack of 11 feet internal diameter.
Fuel Supply.
Though it is intended to use only oil for fuel at present,
provision has been made to change quickly to coal should that
Seattle Electric Power Station — Roof During Construction. Showing
Reinforcement and Cable Way for Handling Concrete.
at any time become necessary or desirable. Ample coal stor-
age bins have been provided above the main firing aisle and
coal is delivered directly on the boiler room floor through
chutes. Coal is delivered into the hoppers by an automatic
Seattle Electric Power Station — View of Boiler, Showing Facilities
for Repairs and Inspection.
over both rows of boilers and greatly facilitate the manipulat-
ing and repairing of the various valves above the boilers and
also facilitate getting at the main steam line for repairing
or replacing blown-out gaskets.
The boilers are operated with induced draft, one large
Seattle Electric Power Station — Interior of Engine Room, Showing
Switchboard Galleries, Engineer's Office and Wash Room.
self-tipping belt conveyor, ted by the coal elevator. The
ashes are removed from the pits by cars on an industrial
railway. Oil is stored in one 30,000-gallon storage tank situated
about 500 feet from the main power house and in three
auxiliary storage tanks each 8 feet in diameter 1>
846
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 26.
Seattle Electric Power Station — Plan and Section Through Turbine Room, Showing
Through Switchboard Galleries, Showing High-Ten:
Arrangement of Auxiliary Machinery, and Section
ion Electric Wiring.
June 29, 1907.
ELECTRIC RAILWAY REVIEW
84 1
long. The latter are located outside the power house at the
rear of the boiler room.
Piping.
The main steam line to the turbines consists of a 12-inch
header extending along the front of each battery of boilers.
The two 12-inch headers in each boiler room are connected by
equalizer pipes, which thus greatly increase the amount of
steam available in case of a break at any point of the
steam lines. The steam auxiliaries are furnished with steam
from two independent 6-inch steam lines which draw steam
from the first four boilers of each battery. These auxiliary
headers are connected by equalizers, thus reducing the likeli-
hood of serious interruption of service. Two 8-inch boiler
feed mains extend the length of the boiler room and branches
from the feed mains deliver the water into the central upper
drum of the boilers. The feed mains can be connected to
either of two feed pumps. As an additional precaution
against interruption of the feedwater service, each of the
Seattle Electric Power Station — Cross Section Through Boiler Room.
Showing Boilers. Ash Pits and Coal Pockets.
two 6-inch blow-off mains, extending the length of the boiler
room, is interchangeably connected with the feed pumps and
has valves at its discharge end. which thus permits using
the blow-off connections as auxiliary boiler teed lines.
Main Generating Units.
The main generating units consist of one 3,000-kilowatl
and one 8,000-kilowa ml Electric, Curtis, revolving field
turbo-alternator. Each of these units is served by a Weiss
jet condenser and is also fitted with an atmospheric exhaust.
In addition to the main generating units there is installed
one T.'-kilowatt direct-connected engine-driven exciter and one
1'J-kilowatt motor-generator exciter. The local direct-current
service for the trolley system is furnished by two 500-kilowat(
motor generators, taking current through air blast trans
formers.
Pumps and Heaters.
One 12-incb centrifugal injection pump driven by a high-
d Porter-Allen engine, a rotative dry-vacuum pump and a
-earing pressure pump are provided lor each "I i In- I
generating units. In addition to these there are installed
two duplex, outside-packed plunger Blake teed pump
house pump and fire pump. A motor-driven centrifugal pump
has also been installed and is piped so thai it can bi
nected on the fire lines in case of emergenc The teedwater
is heated by the auxiliary exhaust in two 3,000-horsepower
open Cochrane heaters
Electric Installation.
The current is generated at 2,300 volts and transformed
in step-up transformers to a potential of 13,200 volts. The
generator leads pass through a conduit under the engine
room floor to a wire trench extending along the north side
of the building. From here they are carried up along the
north wall to 13,S00-volt type H oil switches through dis-
connecting switches to the oil insulated current transformers.
Alter passing through the current transformers the current
passes through 13,800-volt type H oil switches and out of
the station. Each of the outgoing 13,200-volt transmission
lines is connected to a 13,800-volt lightning arrester bank.
The current for the motor generators is taken from the high-
tension transformers and passed through step-down trans-
formers, which reduce the potential for the motors. The
direct current is generated at 600 volts, and in addition there
is also a 2,300-volt service furnished by the plant. In addi-
tion to the type H oil switches there are also the usual
high-tension and low-tension switchboards, potential trans-
formers. Tirrell regulators, etc.
INFORMATION FOR ACCOUNTANT'S ASSOCIATION.
The American Street and Interurban Railway Account-
ants' Association has issued a circular asking for the follow-
ing information:
Does your company operate both street railway and elec-
tric light?
Does your company indirectly, through lease or stock
ownership, control and operate both street railway and elec-
tric light?
Does your company, through a common ownership and
operation, control and operate both street railwav and electric
light?
Does jour company operate, either directly or indirectly,
Mil" other public utilities than street railway and electric
light? If so, what?
Accompanying this request is a letter from President
C. L. S. Tingley, in which he says that at the recent conven-
tion of the National Electric Light Association at Washing-
ton, the question of a standard classification of accounts for
electric lighting companies was discussed, and the matter
was re-referred to the committee for further consideration.
Mr. Tingley adds:
It seems to me that it would be unfortunate for the light-
ing companies to adopt a standard classification which would
differ in its fundamental principles from that adopted by
our association; particularly as many companies, members
of our association, an- also members of the National Electric
Light Association, and a classification divergent in principle
would be apt to create confusion, particularly among the
smaller companies where the same officers would be obliged
to deal with both classifications.
In order that he may have the neeessno data to inlelli-
e mtly consider this matter, and bring it to the attention of
the Accountants' association at the next convention, .Mr.
Tingley asks that tin' desired information be sent promptly.
in this connection Elmer M. White, secretary of the
ii iaj ton, writes as follows:
The demand for blanks from companies that operate
both railway and electric lighting (and in many cases gas
lighting i properties is so frequent that I will ask all com
panics that opt rate these various properties to semi me with
as little delay as possible a duplicate collection of all blanks
used bj them. Our present collection is not up to dale and
is not arranged so as to give the best results to the nieiii1
These collections I will arrange by companies in suitable
binding, one set to be used at the convention and the other
to i":"1 to members.
This appeal is made especially to the small compi
whether the. have worked out a satisfactory set of blanks
for themselves or not.
As you will note from Hie letter fr President Tingley,
the - ric light classification win r Ive
attentii n this year. Ii a very sultabl
up this matter of forms as used by the public service
848
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 26.
NEW YORK STREET RAILWAY ASSOCIATION.
The twenty-fifth annual convention of the Street Railway
Association of the State of New York was opened at the
Hotel Champlain. Lake Champlain, N. Y., on Tuesday, June
25, 1907. President J. N. Shannahan of the Washington
Baltimore & Annapolis Electric Railway, called the conven-
tion to order at 10:30 on Monday morning, and following the
roll-call delivered the annual address, as follows:
President's Address.
The selection of a meeting place for the twenty-fifth
annual convention of this association being left with your
executive committee, it was decided after a careful study that
the Hotel Champlain at Bluff Point was admirably adapted
for the purpose, and the committee trust their selection will
meet with the approval of the gentlemen present.
The year just past has been one containing many events
of interest and great concern to the electric railways of this
state. Among these are the inauguration of electric service
on the New York Central rail-
road in what is termed the
Electric Zone, the electrifica-
tion and inauguration of serv-
ice on the West Shore Rail-
road between Syracuse and
Utica and on the Erie Rail-
road from Rochester south,
and last, but not least, the im-
portant change in policy on
the part of the state of New
York involved in the passage
of the public utilities bill.
The operation of the elec-
trified steam railroads is be-
ing closely watched, not only
by the men interested in elec-
tric traction but also by
steam railroad men. An in-
teresting feature of the two
instances of steam electrifica-
tion spoken of above is that
two entirely different types of
construction have been used
— in one direct current fed
to the motors through a third
rail and in the other alter-
nating current through an
overhead trolley. In the latter,
an additional factor which
will be watched with the
keenest interest is the high
voltage — 13,200 volts being
used.
The passage by the legis-
lature of the public utilities
act has been watched by
the electric railways with
the greatest concern. The
changes made in the existing
law by this act are of a radi-
cal nature, and it is a grave
question whether the claim
made by those favoring the
bill, that the "good railroads"
have nothing to fear from its
operation, will be borne out in fact. It was stated by sev-
eral gentlemen who appeared in opposition to the bill at the
public hearing that one effect would be to stop the building
of interurban lines through sparsely settled territory. This
statement was not controverted, and should it prove true
would cause a condition which would not be too quickly reme-
died, as even at present this state is far behind in the de-
velopment of the rural districts by the interurban trolley
systems.
That the general prosperity enjoyed by the business inter-
ests of this state has been participated in by the electric
railways is clearly evidenced by the reports to the state board
of railroad commissioners, which show the total gross earn-
ings of street railways for the year ending June 30, 1906, to
have been $78,819,304.09, as against $70,730,085.66 for the pre-
ceding year. The earnings per mile of road were $36,526.82
for year ending June 30, 1906, as against $20,579.95 for steam
railroads for the same period, and $33,684.20 for the electric
lines for the year previous. A gratifying feature of the reports
of the electric lines is the constant decrease in the percentage
of operating expenses to gross earnings. In 1897 it was 60.57,
T. W. Wilson, President-Elect
but it has steadily been cut year by year until in 1906 it was
55.19— a decrease of 5.38 per cent. This showing is the more
striking when compared with the results shown by the steam
railroads during the same period; in 1S97 the operating cost
of these lines formed 68.12 per cent of the gross earnings of
these companies, and in 1906 it was 69.27 per cent, or an in-
crease of 1.15 per cent in the 10 years. These figures undoubt-
edly give the management of the steam railroads food for
thought, and furnish a strong argument for the electrification,
at least of such branch lines as may be most readily changed.
The change in policy on the part of this association
adopted a year ago, in admitting associate and allied members,
has proved most successful. It has proved wise to put on a
definite footing the representatives of railway and power com-
panies outside of this state and the representatives of the
various supply companies.
Your executive committee has tried to devise a system of
dues which would effect a reduction in the dues now charged
and provide sufficient funds to meet the running expenses of
the association. They have been unsuccessful in this, and in
their report recommend the continuance of the present system.
The minutes of the last annual meeting were approved.
William L. Pattisson (sec-
retary and counsel Platts-
burg Traction Company) ex-
tended the courtesies of that
line to those in attendance at
the convention.
The reports of the execu-
tive committee and of the
secretary were read, the lat-
ter showing 26 member com-
panies who are active mem-
bers— a gain of three during
the last year — nine associate
members, 6S allied members.
President Shannahan — At
the quarterly meeting held at
Albany in September, the as-
sociation authorized the presi-
dent to appoint a committee
on "Brakes and Braking."
The committee was composed
of Messrs. Stanley, Fassett,
Hanf, Mellen and Harvey.
As you doubtless all know,
Mr. Stanley went to London
the first of March to assume
charge of the London Under-
ground. That leaves Mr. Fas-
sett as the ranking member
of this committee. I would
like to have the report from
the committee.
The report was to the
effect that the committee
found it impossible to recom-
mend a standard system of
brakes or rules for braking.
The report of the committee was accepted as read.
President Shannahan — We will take up the paper by
J. C. Collins, secretary of the Rochester Railway Company,
on "Some Phases of Electric Railway Accounting." (The
paper appears elsewhere.)
President Shannahan called on Mr. Fassett to present the
report of the standing committee on "Rules."
Mr. Fassett — It seems to me that it is rather superfluous
for the committee, which has prepared a standard set of
rules which are very generally adopted by the members of
the association in the different cities, to have to come here
every year and say the same thing. The rules have been
printed, adopted and are in use. There are, however, some
interurban and suburban rules which some of the companies
rather objected to, and the companies up through the Mohawk
Valley, Albany, Utica, Syracuse and Rochester are getting
up a set of new rules for interurban service which they will
June 29. 1907.
ELECTRIC RAILWAY REVIEW
849
put in practice. Whether the association wants those rules
to be distributed among the member companies for their con-
sideration at the next meeting is something that the associa-
tion itself will have to decide; but so far as the regular rules
are concerned there is nothing to add to them that I am
aware of.
.Air. Allen— As I understand the matter, the subject of
rules has heretofore been referred to one committee, and their
efforts have been expended in compiling, first, a book of rules
for city operation, and a supplementary book for interurbau
operation. I think perhaps a majority of the city roads in the
state are operating under what is known as the standard sys-
tem of rules for city operation, but I think about every inter-
urban road in the state is operating under its own rules; and
if it meets with the pleasure of the chairman of the committee,
as well as the pleasure of the association, I would suggest
that the committee be divided, that a purely interurbau com-
mittee be appointed to formulate the rules for interurban
operation, and also have the present committee, or a like
committee, continued, who shall review and report from time
to time any changes that may be necessary in the city rules.
I move that the question of rules be left to two committees,
consisting of a city committee Snd an interurbau committee.
more satisfactory, to work on. If it is agreeable to the lines
thai are formulating this new code of interurban rules I
would suggest that Mr. Allen see that a sufficient number
of copies are provided the secretary so that he can send them
to the member companies.
I would now like to have a discussion of Mr. Collins' paper
on the order system, as he outlined it, in effect on the Roches-
ter railway, and I will call on Mr. Wilson to open the dis-
cussion.
Job Order System.
T. W. Wilson— In the Buffalo system we have a scheme
in which we use. not a card, but a sheet 12 by 18 inches, on
which the estimate is made. In the right-hand upper corner
there is a place for the job number, and in the left-hand upper
corner for the approval of the manager and president. About
four inches of the bottom is left for the records of the auditor
of the amount of supplies and cost of labor, and that is posted
from time to time. When the job is completed we have a
very accurate tabulation of the total cost, both of labor and
all kinds of material. That is worked out in price per foot
of single track, say, for track work, or per foot of special
work. I did not understand whether that card that was
spoken of was a card.
Members and Guests of New York Association at Bluff Point.
to be appointed by the president— committees of three each.
(Carried.)
The committee on "Interurban Rules" was requested to
report at the first quarterly meeting.
President Shannahan— Apropos of Mr. Fassett's remarks
to the effect that he has grown tired of reporting year after
year that there are no changes in the city rules. I would like
to say that for a great many years the American Railway
Association, composed of the steam railroads, maintained a
similar committee, and from time to time it was found neces-
sary, as the practice changed, to change the rules. I presume
that that was the reason why that committee, or why this
committee, was maintained year after year.
It would seem wise, in order to provide a basis for dis-
cussion, that the code of rules adopted by the lines through
the .Mohawk Valley should be sent to each member company
in order that they may write the chairman of the committee
on "Intel-urban Rules" discussing that particular code and
suggesting changes which would seem to them wise and ad-
visable. That will give your committee something to work
on; they will know in advance and try, if possible, to meel
the conditions on the various properties, n will facllltati
procedure, and when you come to the quarterly meeting you
will have something very much more definite, very much
Mr Collins— A card about five inches long by three
inches in width. The estimate made on this is simply, when
approved by the president, a minor job system.
Mr. Wilson— It occurred to me that it would not be large
enough for all the various items.
Mr. Collins — We have something similar to yours that
we call "authorizing."
Mr. Wilson— We have bad our plan in force for about six
years. H works very well. We always have an accurate cost
lor everything. We pay especial attention to the price per
foot and can make a good comparison of the different jobs
in that way.
Mr. Allen— I would like to ask Mr. Collins how far he
carries the job order system in his maintenance work. For
instance, shop practice, when you pull a car in for general
overhauling, say, jacking it, stripping it, taking the motors
apart and all that, is it part of the job order system?
Mr. Collins— No, it is not. Outside of the job order sys-
tem there is certain work that has to be done regularly, that
m group under Unit bead, for instance, like cleaning car..
,,.,„.; | o on. That must l.e done as they are pulled in.
anil the job oilier system is not applied to that.
Mr. All.-,,— Do you use the Job order system on anything
but reconstruction or renewals?
850
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 26.
Mr. Collins — Everything.
Mr. Allen — It would seem to me that a job order system
thai would take into account work that is done in repairing
or maintaining the different units of our electric railway sys-
tems would be quite cumbersome and entail the employment
of considerable clerk hire; but it does seem that large items,
such as renewals of track or rebuilding of a car house, renewal
of ties or anything that might be charged to capital account,
or anything that might be called extraordinary — that in such
cases the job order system would result in furnishing to the
proper officials a detail of cost of that work. But I cannot
see how the adoption of the job order system for purely
maintenance work would be anything but cumbersome. That
is the point that is in my mind. I would like to hear from
some of the other railroad members upon that.
H. M. Beardsley — We use the same system, or one simi-
lar— it does not work out exactly the same — and I do not find
it cumbersome, because it is just as easy for the storekeeper,
for instance, if he gets a requisition for some material, to
charge that material to a job order or a working order, as we
call it, "No. 201," as to charge it to "Account 6." He has a
column on his monthly report sheet, and it simply means that
he must put that amount of money into one column instead of
another: and if material is bought outside it can be charged
directly to the working order just as well as to Account 1, or
2 or 6. or any other number. The total, when the working
order is completed, is simply transferred from Working Order
2ol to Account 6, or from Working Order 203 to Account 7,
and so on. I want to say that those who have not used this
will find it very beneficial, as Mr. Collins says, in checking up
storekeepers and so on. I have had several instances of that
sort, where material might perhaps have gotten away if it
bad not been that we were looking after the working order
pretty closely.
E. T. Peck — The Schenectady Railway Company has
practically adopted the Rochester system. On our jobs, or
construction work, or extraordinary maintenance charges,
the head of the department from which it originates makes,
first, a detailed estimate, and that is submitted to the general
manager, and if the job is approved, instructions are then
given to apply for a working order, which the department
head does, giving his estimate on this working order. That
is sent to the auditing department and the working order
issued, which is again returned to the general manager for
his signature. That gives authority to go ahead with the
work. On all maintenance charges we use the regular job
system similar to the Rochester system, and it works out
very well indeed.
J. H. Pardee — J. G. White & Co. have a system of au-
thorizations and cost analysis that is a little bit different
from any that I have seen before. The principle, of course,
is the same. It would not be applicable to small jobs or jobs
lasting only a very short time, less than a month; but in re-
construction and new construction, or power house work,
construction of car barns, work that would last for a period
of several months or through a season, with their operating
companies, the first of each year there is made up a detailed
statement of the construction or reconstruction for the year.
That is divided, if there are subsidiary companies, under the
head of the different companies, or any convenient division
of the work, and the authorization is prepared for that and
passed by the board of directors, or approved by the proper
officers. Then on the first of each month we get what is
called a cost analysis sheet which shows, for instance, on
property, the different authorizations. No. 1. 2. 3. 4, as the
case may be. The first column is the amount authorized to
be spent; the next column, the money actually expended from
the start of the job up to the first day of the month; the
next column, amount of obligations. The money has not
been expended yet but contracts have been made for the
material. The next column is balance available; the next
column is the estimate of the cost to complete the job; the
next column, either the gain or the loss. If it is a gain it is
entered in black ink, and if it is a loss in the estimated —
that is, an estimated loss, of course, it is entered in red ink;
so that the proper officers can see at a glance how that
particular job is going, whether there is going to be an over-
run on it or whether they are going to save money on it.
The last column shows, also, the percent completed. That
works out very well, and at once shows, graphically almost,
a complete tab on the whole job and on each individual
job.
The next order of business was a paper, "Some Notes on
Electric Railway Shops and Shop Practice in Central New
York." by Mr. W. H. Collins, of the F.. J. & G.
It appears elsewhere.
( Vice-president T. W. Wilson in the chair.)
Vice-President Wilson — In order to start the discussion
on this interesting question. I would ask Mr. Benedict, of
Albany, to make a few remarks.
New York Shop Practice.
Mr. Benedict — I do not believe I have very much to say
on this question, further than that I agree with Mr. Collins
in the statement in his paper* that it is results we are after.
Each man in charge of the maintenance of properties has to
study the conditions under which he has to operate. What
would do in one case would not do in another. One prop-
erty is interurban. another city; one has to do with heavy
equipment similar to that used in steam railroad practice;
another equipment is for city work exclusively where it is
considerably lighter, and the tools used in operation should
be adapted for the style of equipment. We have to consider
also the question of cost. In the development of most roads
they have passed through various stages from that of the
horse car to that of the present up-to-date interurban lines
The man that has to deal with those conditions cannot ob-
tain the same results as the man who takes hold of a new
development, studies his conditions from the beginning and
develops his maintenance of equipment along up-to-date lines.
On the other hand, the man who has charge of the older
systems has to study the conditions and find out what class
of equipment it does not pay to maintain, what class of
equipment he can afford to throw out or recommend having
thrown out. and using in its place modern equipment : and
when he has decided as to the style of equipment, then he
studies his conditions as to shop practice, and when he has
finally decided that he has to adopt what in his opinion is the
best method and what I mean by the best method of main-
taining equipment is the method that is the least expensive
for all concerned.
Mr. Neil — Unfortunately and very regrettably we do not
operate any interurban cars. The only thing we find in our
practice is that elaborate shop records are top-heavy and
ineffective. We make no attempt to keep elaborate and de-
tailed records of every little thing that is done about a car.
When a car is overhauled— I look after that myself, and I
have loose sheets, and every time a car is overhauled I write
out a new sheet for that car with the principal repairs on
the car and tear up the old sheet/ We found that worked
out very well and resulted in considerable economies. I don't
know what you other gentlemen do, but we have learned in
our small way that the only sensible and reasonable way to
keep shop records is to make them just as simple as pos-
sible, just as direct as possible, and to keep records only of
things that we need. In that way we keep the records of
wheels and gears, controller bearings, axle bearings, arma-
ture bearings and all that sort of thing. We don't care to
know what a car did two or three or four or five years ago.
but we do want to know when the last elaborate repairs were
made on a car; and since we have adopted that system out-
shop repairs have been very much reduced, because we pro-
ceed intelligibly.
.los. D. Evans (.1. G. White & Co.)— I am very pleased
June 29, 1907.
ELECTRIC RAILWAY REVIEW
851
to be called upon to speak on this subject of shop practices
and very much interested in Mr. Collins' paper. I am par-
ticularly interested in the feature of the master mechanics
visiting the different shops, providing that when they visit
the shops they tell the different master mechanics where
improvements can be made. Too frequently our visitors
come in and say. "Why. everything is very nice." They
do not tell us the things that are wrong. That is the prin-
cipal point, to have some one come in and tell us what is
wrong. Then we can make the corrections. I rather think.
Mr. President, it is a very good idea for the master mechanics
to visit one another, and in my experience I have found that
it is quite as frequently as not that we get our best sir--' s-
tions from the master mechanic who is among those most
poorly equipped, who has found it necessary to devise some
scheme to meet requirements which the other man did not
find necessary.
I think, as has been suggested, that the matter of rec-
ords can be carried to an extreme, and you get a lot of rec-
ords filed away up stairs in some dusty loft that are finally
sold for so much waste paper; but it does occur to me that
it is of vital importance that the actual records of the work
as it progresses should be taken care of and filed and brought
into shape for ready reference and comparison. I am rather
more in favor of a tabulated record showing a comparison
with the previous period than the idea of having a number
of different sheets, as it frequently occurs that you lose track
of the sheets. A tabulated record rather brings the thing
before you in more condensed and exact form.
In connection with what has been said, I think a very
good suggestion is to arrange the different equipments at dif-
ferent car stations or divisional points, with relation to the
character of the equipment and the style of the cars. It very
much simplifies the matter of repairs. Very frequently I have
found, in my experience, that equipment had been distrib-
uted rather promiscuously, and that each car station would
have two or three of one kind of equipment and possibly as
many as five or six different kinds, whereas one kind could
be distributed at one barn, and another at another barn, and
in that way the repairs could be very much simplified. That.
of course, depends largely on the requirements of the trans-
portation department.
I am not willing to agree with the gentleman who says
that the conditions vary in different locations. We are rap-
idly approaching a condition which I think very urgently re-
quires the standardization of equipment, and I believe that
outside of localities where they have excessively steep grades
or something of that kind which requires emergency brakes
and so on, that the conditions to be met in different local-
ities are very similar: and with that in view I think it be-
hooves nearly all the roads to prepare for the heavier equip-
ment that has been spoken of.
Mr. Cole — I have had a number of properties that I have
been out to examine during the last two years, in regard to
the design and location of car barns and repair shops, and I
have found, as Mr. Collins stated, that one of the great
problems has been with relation to the class of machinery
that they have in those shops. It has been of a nondescript
character, a great deal of it being installed in the earlier
days of lighter motors, lighter trucks and smaller cars. With
the growth that has taken place in the last ten years in in-
terurban extensions, they have done very little in the way
of equipping the shops to meet that growth, and the con-
st queues is that it has become difficult to make the repairs
on the urban and the interurban cars in the same shop. I
do not think there is any question but that a shop design can
be made today so as to handle both the urban and the inter-
urban equipment at the least cost, in the same shop, and
machinery can be put in that will do that at the least cost,
instead of making two repair shops and necessitating the
master 'mechanic losing time in traveling from one to the
other to look those shops over.
Another condition which is found in repair shops is that
there is generally too much handling of material. It is like
the old style manufacturers that used to start the manufac-
tured product and before it got to the assembling room they
frequently took the material back to the same shop three
times. In the shops of the new design the manufactured
article starts from one shop and keeps going from shop to
shop with absolutely no rehandling, until it goes to the as-
sembling room. The same conditions can be brought about
in the design of a car barn or a repair shop, so that your cars
come in over the working pits where the general repairs are
done. The machine shop should be located alongside, and
the material should go direct from the repaft pit to the ma-
chine shop. Then should come the blacksmith shop, and
back of the blacksmith shop should be the carpenter shop,
so that the body of the car as it is taken from the track goes
through the machine and the blacksmith shop and is pushed
to the carpenter shop, and so on. In that way the cat under.
goes absolutely no return movement. I think that in all ac-
counting of the repairs of cars, material and labor and the
time factor during the time a car is in the shop should be
carefully considered, and I do not believe that the labor fac-
tors are given quite enough consideration in shops. For in-
stance, most roads give their cars a general overhauling twice
a year, as they change from the open to the closed or vice
versa; and by adopting some method for observing closely
the labor factor it gives you a comparison from year to year.
About the same amount of labor is done on each car, and
that should he given fuller consideration than it has received
in the shops.
Mr. G. M. Harvey— In regard to Mr. Collins' paper, I
think he has hit the conditions in New York very closely. It
appears to me that one reason why this nondescript condition
exists, of which he speaks, is the fact that most men in
charge of equipment have to deal with the immediate pres-
ent. They are, as a rule, so busy with the conditions before
them that they do not have time to consider the conditions
that may exist perhaps six months or a year hence, and fre-
quently in installing new apparatus we find that the last
takes the place of something that was furnished just imme-
diately before. I think such things as that are being grad-
ually overcome, and I think the reason for it is largely the
result of the meetings which have been had at the different
shops throughout the state. I think it has given a lot of the
master mechanics a chance to consider the future layout of
their individual plants.
Mr. .Mays — As I was one of the master mechanics that
attended some of these meetings, I followed Mr. Collins pretty
closely, and I think he covered most every point that we had
to present. I think the meetings are a very good thing. The
master mechanics got together and discussed things, saw how
the other men did the work and picked up a lot of points. I
know I picked up a lot of points that I had not worked out
and that had to be worked out. They were brought up in
these meetings, and instead of one man having to do the
work, I had the benefit of the work of all the rest of them.
In regard to the shops, in central New York we all know the
roads are growing very rapidly, and every effort is made to
get cars to carry the people, and in the meantime the shops
have been neglected Most all of the shops that I have vis-
ited have just been overcrowded with work, and consequently
every one has done He1 bt si he could. A number of roads
are now starting to build larger shops, and I think in the
■ "i another year the conditions will be better on many
da in central New York.
Vice President Wilson- Thet le one thing f am very
much interested in, and that is as to whether or not the body
ihould lie taken off the trucl - ami work in the
852
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 26.
done simultaneously in both the paint shop and the truck
shop. On a number of different roads, particularly the large
ones, they have a different practice in that regard. I think
Chicago jacks the car off the trucks and sends the body in
on a small pair of pony trucks to the paint shop, the trucks
meanwhile going into the truck shop. Has anybody here had
any experience in that particular? If so. I would like to hear
from those who can give the information.
Mr. Allen— I have no ideas on the particular question
you ask. but it strikes me that the whole question of shop
practice upon electric railways is one that has not had proper
attention. I crai cite an instance of a road in New York
state that 12 years ago had a shop that was sufficient for
the proper maintenance and care of its equipment. In the
past 12 years that equipment has become obsolete, though
it is still in u?->; but the 100 cars which had been operated
and have been replaced by another 100 cars are still main-
tained by the same shop facilities. Our sars are our wares:
they are what we have to offer the public, what we are sell-
ing. The condition of the car is one of the things by which
the public judges of our service, whether a car is dirty and
unkempt and noisy or out of repair, whether its condition is
not one that is presentable to the eye, and the public passes
on those questions, aud passes on them very quickly. As I
said before. I do not believe enough attention has been de-
voted to the question of proper shop facilities to care for the
equipment; and that has been made more emphatic to me in
the past year by these visits of the master mechanics of the
different roads going over the different properties. The
question cc-nes to me. given a system of 100 cars, of which
we will say two-thirds are for city service and one-third for
suburban interurban service, is it possible to build a shop
capable of extension in the same ratio that we add to the
number of cars, and can our master mechanics at the present
day agree upon a standard plan of shop and a standard
method and system of putting those cars through the shop?
This is a day of standards. We are all trying to put our
equipment, our practice and the whole electric railway busi-
ness upon a standard basis, and while of course I can draw a
deduction. I would like to hear discussed by those who are
responsible for the care and maintenance of our equipment
the problem as to whether it is possible to pursue standard
methods and to design and construct standard shops. It
seems to me that until we do that we will have as varied
costs, as varied conditions of equipment as ever. In one
city you will see it up-to-date, clean and bright, and in the
next city you will see an equipment that will make you
ashamed of your profession. 1 would like to hear from some
of our master mechanics along that direction.
Mr. Evans — I think the question Mr. Allen has asked
is one that is open to a solution that is possible, but under
present conditions is not very probable, as at the present
time, to my mind, we are just changing from the older to the
heavier equipment, and we would have to make provisions
for a few years in advance, and it is rather difficult to tell
what the requirements would be. It is rather a risky thing
to assume, with motors of 200-horsepower capacity each, what
other equipment you are going to need to take care of that,
and everybody's track is going to suffer very severely when
we get those heavier equipments.
With regard to taking care of the equipment. I think it
is very possible, and it is a very good plan, to so standardize
the trucks, particularly on double-truck cars, that the
body can be run in and changed over to another pair of trucks
kept ready, and in the meantime have the defective trucks
repaired and had ready for tin next body. In that way con-
siderable time would be saved that the car would be out of
service. It would be possible to arrange facilities whereby
you could jack up the body, put it or. other trucks and run it
through the paint shop or the wood shop if necessary, and in
the meantime the trucks and motors could be entirely over-
hauled and put in first-class shape. That appears to me. Mr.
President, to be the logical and more up-to-date manner of
handling the modern equipment.
I just want to say, though, in connection with what has
been said that very many of these very heavy cars are still
operating on very narrow tread wheels with very small
flanges, which of necessity is very severe on the equipment,
very severe on the trucks, affects the motor frames and at
the same time is hard on the track in general. It seems to
me we ought to have a wider flange to carry these heavy loads
and wider treads.
Mr. Allen — I just want to pursue this question a little bit
further. Suppose a manager has a good bunch of money to
spend, and one of the things he wants to spend it for is a
new shop. He is going to rely to a very large extent upon
his master mechanic for the plan of that shop. The shop is
built. Is it capable of extension, is it capable of caring for
the equipment at the present day or five years from today?
It seems to me that at different times this association has
appointed committees: some of them have been productive of
good results: I think our Committee on Standard Rules have
produced excellent rules. Last year after a heart-to-heart
discussion on braking a committee was appointed upon that
subject, and you have heard the report today. They have
reported that it was not possible to design and adopt a stand-
ard system of braking. Xow I would like to see how our
master mechanics and some of our managers look upon this
question as to whether it is possible to design a standard
form of shop, that is elastic, capable of being developed as
the needs of the transportation system develop and demand.
If it is possible. 1 am sure that there is no way in which the
electric railway system can be more greatly benefited than
by having a committee of this kind appointed, if it can pro-
duce the results.
Mr. Evans— If I understand Mr. Allen's question cor-
rectly, it is directed to such a designing of shops as to admit
of their being expanded in keeping with the requirements of
the roads. That, it seems to me. would be difficult to arrive
at. as difficult as it would be to say how many cars we
shall require in five or ten or twenty years from now on a
system with which we may be connected. To adapt a shop
to expansion, the general plan, according to my idea, would
require a transfer table through the center and wings leading
off from it. with sufficient land to expand each of those wings
as the business required. There is considerable objection
from the operating point of view to a transfer table. I think
the answer to Mr. Allen's question would depend very largely
on how much land the company would be willing to appro-
priate. If they simply got a square and wanted to cover that
with shops, that would settle it for all time to come: and if
they were willing to buy 25 or 30 acres of land and locate
where there was plenty of chance for expansion, it doesn't
seem to me that it would be difficult to lay out a shop that
would take care of almost anything you might want.
Mr. Benedict — It seems to me in considering the question
of design of a shop you must first consider what you have
to repair. Xow. until you adopt a standard equipment I do
not see how you can adopt a standard shop or standard tools
for repairs. It is a question of adopting a standard equip-
ment on a system and then designing your shop to take care
of that equipment. If one road has an equipment of 100 h. p.
motors, its style of shop would be somewhat different than
that of another system which was operating short lines with
single truck cars and 50 h. p. motors. But the standardiza-
tion of equipment, it seems to me, should be considered in
advance of the standardization of shop. We look back five
years and see the changes that have taken place in our equip-
ment. It seems to me that there is no one here that can
say what the changes will be in the next five years in the
June 2i>. 1907.
ELECTRIC RAILWAY REVIEW
853
form of equipment, and therefore that it is impossible to de-
sign a shop today to take care of the equipment that will be
used five years from today.
Mr. Allen — I just want to say that six years ago I built
a shop sufficient to care for the needs of a given number of
cars. Now I hear, and have heard for years, that that shop
is not large enough and is not capable of expansion. We
have not changed the type of our equipment in any way. We
have an opportunity to build a shop. We thought at first we
were going to build a shop, we will say, in I'tica, and would
design a shop to take care of the conditions as they look
today, and, as we believed, capable of expansion. We changed
our mind, decided we would not build in Utica but in Syra-
cuse. We took the same plan and simply put it on a piece
of property in Syracuse, and the conditions have not changed
at all. Personally I cannot see why a shop cannot he de-
signed for a given number of cars. I will say a 100-car shop.
200-car shop, a 300-car shop, that will in one plant care
for a given number of cars, and construct a shop on that
plan. Now we have something to learn every day from our
steam railroad brethren, particularly on the question of main-
tenance, and if I am a correct observer I think you will find
the master mechanics of the steam roads have a standard
plan of shop that they construct. They certainly do have
standard designs for round houses for housing locomotives
and making minor repairs, and tearing down shops and
erecting shops, machine shops, in most of these large rail-
road centers — they are all pretty nearly on the same plat.
I have no motion to make.
Model Repair Shop.
Mr. Peck — I would like to make a motion that a com
mittee of three, composed of master mechanics, be asked to
report as to the design of a model repair shop and report at
our next meeting. I am rather surprised at our master me
chanics taking this stand, because I am in the same predica-
ment Mr. Allen is in. We have very poor repair shops and
our company is ready to provide good ones, but what shall
they be, and where are they to be located? If our master
mechanics cannot help us out I do not know what we are
going to do. It seems to me a general plan of a shop can be
made up. It may be that in some cities the land is too valu-
able, and that has something to do with it, of course. I am
satisfied that some plan could be outlined for shop work.
however.
Mr. Benedict — I think it would be rather an easy matter
to design a model repair shop, but the point under discus-
sion, as I understand it, was whether this model repair shop
would be adapted to various roads throughout the country
It would be a model shop and it would cost money. What
you have to figure on is what you have to do with, how much
your company is willing to spend. If it is simply a question
of designing a model car shop and putting model tools into
it. that is an easy matter; but to design, as I said, a shop
that is adaptable to all the country, that is an entirely dif-
ferent matter.
Mr. Peek's motion was carried.
During the afternoon the members of the association
visited Au Sable Chasm and the usual banquet was held in
the evening.
Wednesday's Session.
Wednesday's session was fully occupied by the reading
of papers in accordance with the programme. There was no
discussion. The election of offlci
Officers.
President, T. W. Wilson. International Railway Com
pany, Buffalo; first vice -president, E. S. Fassett. I
Traction Company, Albany; second vice-president, E I
Schenectady Itaii iany, Schenectady; treaai
H. M. Beardsley, Elmira Water, Light and Railroad Compt
Elmira; secretary, J. M. Pardee, .1. G. White & Co., New
York. Executive committee: C Loomis Allen, Utica & Mo
hawk Valley; C. Gordon Reel. Kingston Consolidated Rail-
road. Kingston. X. Y.; \V. S. Darbeo. Albany & Hudson: J I
Calisch, Buffalo & Lake Erie.
Members Present.
Albany— United Traction Company: H. A. Benedict, elec-
trical and mechanical engineer; E. S. Fassett. general man-
ager; C. H. Armatage. traffic manager: T. B. Dixcy. dii<
Albany & Hudson: R. P. Leavitt, general mechanical and
electrical superintendent.
Buffalo — International Railway: T. W. Wilson, general
manager; R. J. Garwood, superintendent of buildings; Thomas
Pumfrey, civil engineer; C. W. Clark, engineer of way; W
H. Evans, master mechanic; M. D. Lloyd, purchasing agent.
Canandaigua— Rochester & Eastern Rapid Railway: \Y
R. W. Griffin, superintendent; J. E. Holmes, roadmaster.
Elmira— Elmira Water, Light & Railroad Company: W.
W. Cole, vice-president and general manager; H. M. Beards-
It v. secretary and treasurer.
Fredonia— Buffalo & Lake Erie Traction Company: E. II
Stichel, general auditor.
Glens Falls — Hudson Valley Railroad Companj : A. J.
Gies, auditor; J. G. Phillip.,, assistant general manager: C. C
Dietz. secretary to general manager.
Gloversvilie — Fonda Johnstown & Gloversville: W. Stew-
art, assistant purchasing agent; George A. Harris, auditor:
W. H. Collins, master mechanic; J. X. Shannahan, general
superintendent.
Kingston — Kingston Consolidated Railroad Company:
C. Gordon Reel, vice-president and general manager: G. B.
te Bow, superintendent ; A. M. Day, vice-president.
Peekskill— Peekskill Lighting & Railroad Company:
Stuart Wilder, vice-president and general manager.
Plattsburg — Plattsburg Traction Company: E. X. San-
derson, president; W. L. Pattisson. secretary and attornev: A.
E. Reynolds, manager; E. E. Larkin. M. D.. surgeon.
Rochester — Rochester Railway Company: E. J. Wil-
coxon. general superintendent; J. C. Collins, secretary and
auditor; W. F. Feeney, chief clerk; B. E. Wilson, general
passenger and freight agent; B. C. Amesbury, division super-
intendent; I. E. Matthews, chief engineer; F. P. Maize, mas
ter mechanic: W. C. Callaghan. division superintendent.
Schenectady — Schenectady Railway Company: E. F.
Peck; general manager: Axel Ekstrom, director: B. Pennoyer.
engineer maintenance of 'way: Frank Walsh, manager freight
department; Frank J. Doyle, master mechanic; E. J. Ryon.
superintendent.
Syracuse — Syracuse Rapid Transit Railway Company:
John E. Duffy, superintendent; J. M. Joel, auditor; F M.
DuBois, master mechanic: W. P. Gannon, attorney.
Utica— Utica & Mohawk Valley Railway Company: H. S.
Williams, assistant electrical engineer; B. A. Frankel, chief
treasury department : F. C. Dengate. assistant engineer main-
tenance of way; W. J. llarvie, electrical engineer; C. Loomis
Allen, vice-president.
Montreal— Montreal Street Railway Companv: Nelson
Graburn.
Guests.
J. M. Wakeman. Henry W. Blake, Street Railway Jour-
nal; C. B. Fairchild, Jr., Electric Traction Weekly; B. V.
Swenson, secretary American Street and Interurban Railway
Association: Francis W. Lane, Electric Railway Review; C.
H. B. Chapin, B. B. Xostrand. Jr., Empire State Gas and Elec-
tric Association: O. M. Dial], Thomas B. Jones, H. D. Hendee
Burlington. Vt.: W. W. Freeman, Brooklyn: J. H. Pardee]
J. G. White & Co.; Howard McSherry, Public Service Corpo-
ration.
Supply Houses Represented.
Aluminum Company of America. H. K. Spalding. B. M. Polley
Allison, Giles S.. G. S. Allison.
American Brake Shoe & Foundry Company. II. S. Bradfield.
American Electrical Works, Francis E Donohoe
American Locomotive Company, William Wampler.
American Steel & Wire Company, F. A. Keyes, M. W. Floto.
Altha Steel Casting Company. C. W. Owston, Jr
Barbour-Stockwell Companv. William W. Field.
Brill Company, The. j. (;., g. M. Haskell.
-]•■ Steel Company, F. C. Demlng, T Guilford Smith
F. C. Brunke.
Consolidated car Heating Company, Cornell S Hawley.
Curtain supply Company, A. L. Whippl
Dixon. Joseph, Crucible Com pain. John A Condit.
irds, 1 1. \i.. Company, Edward P. Chaffee.
Blecti l< Cable Cotnpan; , F ii Co
Electric Railway Review, John B. Bennett.
Electric Service Supplies Company, Mayer it
Hem R, Swarthy, Jr.
85 1
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 26.
Electric Service Supplies Company, \V. V. Sweeten.
Electric Storage Battery Company, A. H. Ackerman.
General Electric Company, G. H. Hill. Albert V. Shrimp. H.
N. Ransom. J. J. Regan, H. P. Karnochan, H. G. Grier.
Goldschmidt-Thermit Company, E. Stutz.
Gould Storage Battery Company, H. N. Powers.
Hale & Kilbttrn Manufacturing Company, Sheridan A. Walker.
Heywood Bros. & Wakefield Company, Bertram Berry.
Hildreth Varnish Company, C. C. Castle.
Johns-Manville, H. W., Company, E. E. Schmid.
Kalamazoo Railway Supply Company, Fred N. Root.
Lorain Steel Company, H. C. Evans.
Marshall, R. W., & Co., R. W. Marshall.
Midvale Steel Company. Thomas Price, Cyrus L. King.
National Car Wheel Company, E. H. Chapin.
National Carbon Company, Arthur E. Carrier.
National Lock Washer Company, F. B. Archibald.
Niagara Lockport & Ontario Power Company, S. B. Storer.
Ohio Brass Company, N. M. Garland. Nathan Shute.
Pennsylvania Steel Company, John C. .lay. J. B. Smiley.
Pratt & Lambert, Jos. Maycock.
Pressed Steel Car Company. \V. H. Wilkinson.
Rail Joint Company, Win. A. Chapman, B. M. Barr.
Railway Audit & Inspection Company, H. N. Brown.
Roeblings' Sons, John A., Company, G. W. Swan, H. L. Snippy.
Sherwin-Williams Company. F. A. Elmquist, A. D. Collins.
Standard Steel Works, E. Sidney Lewis, Harry W. Sheldon.
Standard Underground Cable Company, H. P. Kimball
Sterling Varnish Company, W. V. Whitfield, A. S. King.
Taylor Electric Truck Company, John Taylor.
Westinghouse, Church, Kerr & Co., C. G. Wilson.
Westinghouse Electric & Manufacturing Company, Clarence
Renshaw, J. N. DuBarry, Jr., F. B. Erwin.
Westinghouse Traction Brake Company, J. R. Ellicott, C. R.
Ellicott, F. V. Green, E. H. Dewson.
Wendell & McDuffie, Jacob Wendell, Jr.
Wharton, Jr., William, & Co., R. C. McClay.
Exhibits.
The Taylor Electric Truck Company, of Troy, had on
exhibition one of its new steel-tired wheels, the company be-
ing represented by Mr. John Taylor.
The Westinghouse Traction Brake Company, of Pitts-
burg, showed an automatic car and air coupler designed to
couple and uncouple both car and air connections simul-
taneously. It is claimed to be equally successful on cars of
varying heights and for operation on sharp curves as well as
on straight track. This coupler eliminates all slack between
the coupler heads, thus permitting the handling of a train of
several cars as a single unit. This device is being adopted
by some of the prominent roads of the country. The com-
pany was represented by Col. J. R. Ellicott, manager of the
New York office, E. H. Dewson and F. V. Green.
The Ohio Brass Company, of Mansfield, O., had an ex-
hibition showing the workings of the Levitern car signal
system. This system, by means of an ingenious but simple
method of wiring and an auxiliary battery of dry cells, sup-
plies current for one or more rear-end signal lights, one or
more classification lights, or both, and does away with the
only objection to using current from the trolley circuit for
car signal lights. The company was represented by Mr. N.
M. Garland and Mr. N. Shute, of the New York office.
FALSE CLAIM AGAINST UNITED RAILWAYS OF BALTI-
MORE RESULTS IN CONVICTION.
Extensive European Electric Railway Project.
It is reported that American interests are planning the
construction of a high-speed electric railway between Buda-
pest and Vienna, at a cost of about $25,000,000. A third-rail
system controlled by the Detroit Construction Company is to
be used. Starting from an underground station under the
Rokus hospital, in Budapest, the line will cross the Danube
between Kaposztasmegyer and Bekasmegyer, and then pro-
ceed along the right bank of the Danube, crossing that river
again in a direct line from Komaron, and entering Austrian
territory at Deveny. After leaving Deveny the railway will
cross the Danube once more, between Grosz Entersdorf and
Frendenau, and will terminate at the Karlsplatz, Vienna. The
road will be 160 miles long, and some of the trains will make
the run in two hours, or in half the time consumed by the
Hungarian state steam road now operating between the Hun-
garian and Austrian capitals.
On account of the case of John D. Robinson, who has been
sentenced to the Maryland penitentiary for perjury in connec-
tion with a suit for damages against the United Railways &
Electric Company, Baltimore, has been received from James R.
Pratt, assistant general manager of the company. The account
of this interesting case follows:
Basis of the Claim.
Robinson claimed that on July 5, 1905, he was injured
while a passenger on a car of the Fairmount avenue line of
the United Railways & Electric Company. He stated that
the conductor called out for the passengers to change cars,
and as he arose to leave the car it was started suddenly and
he was thrown across the seat in front. He claimed that a
hernia followed as a direct result of the accident. The com-
pany had no report of such an accident; in fact, when Robin-
son first made his claim he stated that he was injured in a
collision between two cars, and the declaration in the suit
which he afterward filed alleged that the accident happened
in this manner. The claim was not made for this accident
until some time after it was alleged to have occurred.
Robinson carried an accident insurance policy with the
Travelers' Insurance Company of Hartford, Conn. He made
a claim and subsequently collected $2,300 from this company
upon the ground that he received a hernia while a passenger
on a car of the United Railways Company. The railway-
company's first knowledge of this case was gained through
its chief surgeon, who is also surgeon for the insurance com-
pany. It was his opinion that Robinson's hernia was an old
one, which was later shown to be true.
Robinson employed an attorney and his claim was re-
fused. He would have been arrested promptly for attempt-
ing to get money under false pretenses, but the attorney,
instead of asking for settlement, simply filed the claim. As
no crime is committed unless a demand is made, the railway
company could do nothing but await the result of the suit,
which was filed promptly. The case was tried in November,
1906. and resulted in a verdict for the defendant.
Contradictory Evidence.
Robinson testified on the witness stand that on the night
of July 9, 1905, he was so ill that his family was assembled
around him expecting his death. He said he was in bed from
July 9 to July 19. He was confronted with a letter which
he had written the railway company complaining that a con-
ductor on the Carey street line had refused to accept from
him four transfers on the night of July 9, which was the
night, he testified, that he was lying at the point of death.
It was also brought out in the testimony that on July 17,
when, according to his statement, he was still in bed as a
result of the injury sustained on July 5. he called at the office
of the company in relation to a transfer dispute.
The trial of this case occupied some days, but the jury
quickly brought in a verdict for the defendant. Robinson
was immediately indicted by the grand jury on the charge
of perjury, and on the additional charge of obtaining $2,300
from the Travelers' Insurance Company under false pre-
tenses; and, further, for attempting to obtain money from
the United Railways & Electric Company under false pre-
tenses. He was arrested on the same day, but was released
under $5,000 bail for trial in the criminal court. On May 29,
1907, he pleaded guilty to the indictment for perjury, and on
June 4, 1907, he was sentenced to one year in the Maryland
penitentiary.
It was brought out at the trial of Robinson's suit against
the United Railways, that he had collected $215 from the
Employers' Liability Assurance Company of London, England,
for injuries alleged to have been sustained in Cincinnati on
August 8, 1904, in falling down a stairway. At this time he
alleged the same injury which he claimed to have sustained
in the accident in 1905.
Co-operation Needful.
This case clearly demonstrates what may be accom-
plished by the hearty co-operation of steam railroads, street
railways and casualty insurance companies.
The company and the authorities were enabled to cori-
vict Robinson by the assistance of The Alliance Against
Accident Frauds, an organization formed to prosecute per-
sons who attempt by fraudulent methods to procure money
from the members.
June 29, 1907
ELECTRIC RAILWAY REVIEW
855
SOME NOTES ON ELECTRIC RAILWAY SHOPS AND SHOP
PRACTICE IN CENTRAL NEW YORK.*
1!V \Y. H. COLLINS, GENERAL SUPERINTENDENT FONDA IOIINSTOWN i
GLOVERSVILLE RAILROAD COMPANY,
The topic for this paper was suggested by the recent
inspection of shops by master mechanics of companies in
central New York state. The plan followed was for the sev-
eral master mechanics to visit each shop in turn, in a body,
and submit a report in writing to the general manager.
This inspection demonstrated very forcibly that electric
railway practice is rapidly changing. The buildings, tools
and methods which have been sufficient in the past are inade-
quate today. It was also evident from the arrangement of
these shops that they were not built with a view toward the
rapid and economical handling of work. They are rather a
series of additions, and the rest of the property has out-
grown them.
Machine Shops.
The machine shops, whether in a separate building or
located in a portion of one of the car houses, are so cramped
for room that it is impossible to locate the tools to the best
advantage. In some cases the tools are good, but in many
cases they are inadequate, being nearly worn out. Even
where there are good tools they are not, and, in a good many
cases cannot be. arranged for the most economical working.
As instances of this kind, the following might be cited: A
wheel press between the pit and the wall of the building with
no room behind it, and so close to the pit that wheels have
to be handled across it; a tire-turning lathe at one end of the
shop with the wheel press at the other end.
The blacksmith shop, as a rule, is near the machine shop,
but instances were found where it is several hundred feet
distant. This shop usually has a rather meager outfit, con-
sisting only of tools for light work. Occasionally a power
hammer, and in one shop a punch and shears, as well as a
spring-tempering furnace, are among the tools.
Paint and Carpenter Shops.
The paint and carpenter shops are sometimes located in
separate buildings at some distance apart. In one place they
are on opposite sides of the city. In others, they are com-
bined, much to the detriment of the paint shop, as good paint-
ing and varnishing cannot be accomplished in a dusty
carpenter shop. As an instance of an extremely poor arrange-
ment, one road has its paint, carpenter and overhauling shops
all combined in one room. A desirable feature which ap-
peared to be lacking in nearly all of the paint shops is a
separate fireproof room for paint stock.
Electrical Work.
In the electrical shops is where the greatest divergence
in practice prevails. The practice ranges all the way from
making repairs to fields and armatures only to producing
many of the most used electrical parts. The outfit for this
class of work ranges from a banding machine and a baking
oven, situated in a corner of the car house called the arma-
ture room, to a shop fully equipped with the tools and ap-
paratus for making electrical parts. It is noticeable, however,
that some of the shops have discontinued the practice of mak-
ing their own coils.
The storeroom is usually well stocked, and bears evidence
of being well looked after; but it is, as a rule, inconveniently
located with reference to the shops. One road has its store-
room ideally located in the center of its shops, with windows
all around, thus giving easy access to the different depart-
ments.
Inspection and Cleaning.
There is apparently a lack of uniformity in the methods
of inspection, but this is largely due to local conditions. At
some places it is possible to arrange for doing nearh all
of the inspection in the daytime, but at other places the con-
ditions are reversed, and it is necessary to inspect cars at
night. The tendency, however, is toward a closer and more
rigid inspection. The writer believes that inspection pays,
and that the closer it is the better it pays.
In the matter of car cleaning there is quite a difference
in practice. Some roads continue the old method of wash-
ing the exterior of cars with soap and water. Others use
no water on the outside of the cars at all. but use instead
pared oil cleaner, which is applied in liquid form. I loth
methods are effective so far as cleaning the cars is con-
cerned, but there appears to be considerable difference of
opinion aa to which is the better method with reference to the
:ost of cleaning, preservation of varnish, etc. It is also the
•Paper presented at the annual meeting of the Street Rallwaj
Association of the State of New York, .Inn 190
practice "on some roads to give the interiors of cars a general
cleaning, such as mopping floors, cleaning windows and will-
ing the woodwork each day. while on others it is done but
once or twice each week. At one place there was a vacuum
cleaning device for taking care of plush seats, which did very
effective work.
There is no uniform method of keeping service records.
Some roads keep few, if any, accurate mileage records. Others
keep only the more important records, the mileage of wheels
and axles, the oil report, etc.. while still others keep the
mileage of each part. This can be carried so far that it is
cumbersome, besides being an item of considerable expense.
It seems to be a good practice to keep records of the more
important parts, and occasionally to follow up some particular
part the performance of which is not satisfactory. Anything
beyond that appears to be in the nature of a luxury.
Summary.
To summarize, these repair shops are very inadequate.
On account of the lack of suitable tools and sufficient room
they are not in a condition to handle work with the greatest
economy.
In the rapid development of these electric railway prop-
erties, proper provision does not appear to have been made
for the upkeep of the equipment. It now seems that we have
reached a point where it is economically practicable to recon-
struct our shops. While it is true that electric railway prac-
tice is changing, and will continue to change, yet it is suffi-
ciently stable so that plans can be made for providing suit-
able buildings and tools to handle work with the minimum
loss of time.
The harmonious arrangement which prevails in large
manufacturing plants, when the process is continuous and
where there is so little waste effort, is what we should en-
deavor to approximate in our repair shops. The buildings
should be so arranged that the work can be moved along con-
tinuously through the different shops, with the minimum
amount of handling.
The organization at these shops seemed to be the redeem-
ing feature. There is a sufficient number of foremen, and the
distribution of forces is the result of careful planning. But
while each foreman is capable in his own line, it is seldom
that one is found who is versatile enought to take the position
of head of the department. This is the element of weakness
general to the organizations.
With the advent of the large interurban cars, a new ele-
ment was projected into electric railway shop practice. These
cars are usually equipped with steel or steel-tired wheels,
solid gears, etc., and range in weight from 25 tons to 50 tons.
This class ot equipment cannot be compared with the ordinary
electric railway equipment, but would seem to approximate
more closely with steam locomotive practice. The writer be-
lieves that the methods and shop practices which will most
successfully cope with this new problem in the traction field
must be worked out along the lines which have proved so
advantageous in the operation of steam railroads.
Electrification of Terminal and Suburban Lines.
A representative of a large electric company says: "The
question has often been asked: Why are the railroads not
more aggressive in respect to the electrification of their
terminal and suburban lines? The principal reason is that
the capacity of the manufacturing establishments is not large
enough for the railroads to generally adopt electricity as a
motive power.
"It is generally known that the electric companies are
taxed as it is to the utmost of their respective rapacities,
and could not contract to electrify even a small percentage
of the country's railroad mileage without being forced to
shut off regular sources of consumption to a large extent.
This, naturally, would result in disturbing regular channels
of business.
•'.Many railroads have the question of electrification under
consideration, and they are watching the experiments of the
Vanderbilt lines very closely. There is every indication of
the practical success of electric motive power on these lines,
which will mark the beginning of a new era in electricity." —
Wall Street Journal.
Population and Traffic in New York.
Since 1898 the population of Greater New York has in-
creased 2:: per cent In the same time the streel railroad
passenger traffic in New York county has increased 73 per
eent. Since llion the population of Manhattan has increased
17 per cent, while the street railroad passenger traffic has
expanded :,.", per cent. In these figures are to be round the
cret of the street railroad congestion.
856
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 20.
RECENT IMPROVEMENTS IN MOTORS AND CONTROL.4
BY G. II. HILL, RAILWAY ENGINEER GENERAL ELECTRIC COMPANY.
A review of the development of the electric railway dur-
ing its 20 years of history is particularly impressive on ac-
count of its marvelous growth. While recognizing as a prime
factor in this growth the universal demand for transportation
facilities, a generous measure of the success can well be
credited to the sound and sensible engineering that has domi-
nated the art from its inception. From the diverse and va-
rious methods proposed a uniform system was early settled
upon, which time and experience have proved to be good and
adaptable to a development far greater than could have been
anticipated. The progression of application from purely
urban service to interurban has marked the most recent era
of development, and it is toward this phase of railway work
that a review of recent progress is chiefly directed. Inter-
urban service primarily has required increased speed, larger
cars, and consequently greater capacity in equipments; at-
tendant on this are a higher voltage, greater mechanical and
electrical strain and necessity for increased reliability. The
improvements made to meet interurban requirements have
naturally influenced the existing apparatus to a considerable
extent. A review of each portion of the car equipment will,
perhaps, serve best to illustrate what the recent improve-
ments are and to indicate their relative value.
Motor Design.
Probably no similar problem has presented more difficul-
ties than railway motor design. Subject to exceptional and
sudden electrical strains, extreme ruggedness is essential. Ex-
Motor and Control
Improvements — GE-204 Motor with Commu-
tating Poles.
posed to heat and cold, mud and dust, water and grease, its
surroundings could hardly be worse, and unusual protection to
its winding is required. Placed in a service where great
refinement of attention is impossible, it must nevertheless be_
reliable and withal efficient.
Although improvements are mostly detailed in character,
they are the results of painstaking study and are of much
practical value. As an example of modern construction and
one of the most popular of recent designs, may be selected the
G. E. SO motor of 40-horsepower rating, which is of the split
frame design found most suitable up to 75-horsepower size.
Above this the box type is usual, and of this form the G. E. 73
may be taken as typical.
The improvements in motor construction which may be
considered as recent may be classed as follows: Field coil
insulation, lubrication of bearings, shaft and gear strength,
gear case design, commutation.
Field Coil Insulation.
The modern coil is of the "mummy" type, heavily wrapped
and made complete without any outside retaining spool. The
insulation as now applied, instead of forming only an exterior
coat, penetrates to the very heart of the coil. This effect is
•Abstract of paper presented at the annual convention of the
Street Railway Association of the State of New York, Lake Cham-
plain, June 25-26, 1907.
attained by the vacuum process, which exhausts all moisture
and air entrained in the coil and replaces it with an insulating
compound. The treatment is not only at a higher tempera-
ture than formerly, but for a longer time. A cross section of
a modern G. E. coil illustrates how thoroughly this insulat-
ing compound impregnates the winding. In consequence,
unless the coils are "roasted" by a too severe load,
they are able for many years to resist the action of the water
and oil to which they are bound to be exposed. The "mummy"
coil is more compact than a spool wound coil, is less affected
by a gradual shrinking of the covering, and can be held more
effectively against vibration and chafing. Incidentally, the
field coil terminal has been improved in strength and insula-
tion and is provided with a shroud or guard to protect the
lead from breaking by vibration.
Lubrication of Bearings.
The change from grease to oil lubrication has proved a
most practical advance. The use of oil, particularly in the
armature bearings, has greatly reduced the cost of inspec-
tion and maintenance, and has probably doubled the life of
the bearings, with a corresponding reduction of damage due to
the armatures getting down on the poles. Conservative expe-
rience indicates a life of 50,000 car-miles for a bearing with
oil lubrication. The amount of oil required will vary some-
what with local conditions, but with systematic attention, one
gill of oil for the commutator end bearing and one and one-half
gills for the pinion end bearing have been found ample quan-
tity for 1,000 car-miles. The axle bearings may be treated
the same as the car journals, and three gills for each 10,000
car-miles should ordinarily be sufficient.
Shaft and Gear Strength.
Improvement here is largely a matter of quality, which
has been steadily raised, and now the tensile strength is from
70,000 to 75,000 pounds per square inch. The strength of shaft
at the pinion end has been further increased by increasing the
diameter of the taper to as near that of the shaft as possible.
Pinion material is now readily procurable with a tensile
strength of 85.000 to 100,000 pounds per square inch. The
strength of cast gears is, of course, somewhat below this, but
for the larger motors a solid gear or a gear composed of a
forged rim shrunk on a cast-steel center permits the. use of a
high quality steel in the teeth and has given excellent results.
The split gear is almost exclusively used on the smaller equip-
ments on account of its convenience. The four-bolt design,
which has practically superseded the eight-bolt design, permits
a more sturdy structure and a stronger bolt. Experience indi-
cates that the bolts in the eight-bolt design were frequently
weakened by too strenuous efforts in tightening them.
The adoption of a gear case with three points of suspen-
sion instead of two produced a most gratifying relief from
breakage. Up to the present, malleable iron has been found
the most satisfactory material for cases, but on account of the
possible saving in weight some experiments have been con-
ducted with the use of sheet steel riveted. The ordinary
riveted case, of which there are several on the market, cannot
be considered entirely successful, since with a very few ex-
ceptions on roads with unusually smooth track the vibration
loosens the rivets and the case rattles itself to pieces. Appre-
ciating the advantages and demand for a lighter case than is
possible with malleable iron, careful study has been given the
problem, and it is expected that a construction now being
tried, in which the rivets and seams are welded by a special
process, will prove satisfactory.
Commutation.
The commutator and brushes have usually required more
care and attention than all other parts of the motor. The im-
portance of brush quality as affecting commutator blackening,
flashing and wear is frequently overlooked. Unfortunately the
quality of American-made brushes has not been as high as it
should be, and a better understanding of what is desirable
would undoubtedly create the necessary demand for improve-
ments, particularly in the direction of uniformity of product.
The chief ingredients of carbon brushes are hard gas
coke and graphitic carbon, with a suitable binder of pitch or
similar material. The coke supplies an abrasive action which
grinds down the mica and keeps the copper surface clean.
The soft graphitic carbon is lubricating in nature and of lower
electrical resistance than the coke.
The proper proportions of these two elements will vary
for different motors, depending upon the proportional amount
and quality of mica in the commutator, whether the commu-
tator is grooved or not, the speed of the commutator, the
thickness of brush, and, to a certain degree, upon the service
conditions. The fineness to which the ingredients are ground,
the thoroughness with which they are mixed and the compact-
ness to which they are compressed, that is, the amount of
cellular space existing, all have a most practical bearing on
.June 29, I! 117.
ELECTRIC RAILWAY REVIEW
857
the quality and service results. The most frequent cause of
chipping and breaking is the stratification of the brush, which
is hard to avoid in the extruded or "squirted" type of product.
The reduction of expense of motor upkeep would in most cases
handsomely repay the attention necessary to procure brushes
that conform uniformly to rigid specifications, as to hardness.
specific gravity, absence of stratification and fineness of
texture.
Commutating Poles.
There is one recent departure in motor construction that
merits particular mention. This is the addition to the motor
of commutating poles. Motors so constructed are superior in
commutation to the ordinary motor, and the limit of motor
capacity for any service is no longer a matter of com-
mutation possibilities, but of heating alone. Perfect com-
mutation with extreme overloads, both as to current and
voltage, is easily obtained. The commutating poles are small
in size and are placed between the exciting fields, as may be
seen in the illustration. They permit a reduction in weight
of the exciting fields and a greater freedom of electrical de-
sign without sensibly increasing the weight of the motor.
Hriefly. the functiou of the commutating poles is to counteract
Motor and Control Improvements — GE-80 Motor.
the armature reaction and consequent field distortion and
produce a commutating field of constant strength and position
with relation to the brushes, unaffected by load or speed of the
motor. Many incidental but valuable improvements attend
this new departure, which will undoubtedly become a standard
construction. Among these are absence of flashing and
burning of commutator and brush holders, less brush and
commutator wear, absence of sparking, lighter and more easily
handled field coils.
A complete line of motors of this type has been designed
and several hundred have already been sold. A more complete
discussion of the theory of this interesting development will
shortly appear through appropriate technical channels.
Control.
The recent improvements in control and equipment de-
vices may be classed as follows: Cylinder controller details.
contactor attachment, rheostat construction, car wiring, train
or type M control, circuit-breakers and main switches, fuses
trolleys.
Cylinder Controller.
As with the motors, the Improvements of Hie cylinder
controller have been more a matter of construction d>
than methods. The higher voltage usual in interurban lines
mikI the general increase in station and feeder capacity, mak-
ing it possible 10 sustain very heavy short-circuit arcs, have
made it necessary to remodel the controller to provide greater
Kib of blowout, more complete isolation of arcs and in-
sulation of circuits, and a more rigid fireproof construction
The K-:if> controller may be taken as representative of the
most recent construction. The blowout magnet, instead of
being a single coil placed at some distance from the arc points.
is composed of individual coils, each placed close to the arc
which it controls. The magnetic lines cross the arc so as to
blow it outward from the contact tip into a chamber formed
between the arc deflectors and the cover, instead of blowing
it sidewise off the edge of the finger and against the arc
deflector, as in the older forms of controllers, such as K-6 and
K-28. The effectiveness of the new arrangement is many
times greater than the old, and as the arc is ruptured much
more quickly the burning and blistering of the contacts are
much reduced.
The construction and shape of the arc deflectors are such
as to separate the fingers and contacts more effectively than
in previous designs, and the insulation of the frame and cover
is very thoroughly carried out with fireproof and non-hydro-
scopic material.
The cylinder is made up of cast segments clamped upon
an insulated hexagonal shaft by means of flat keys and set
screws. This construction is quite a departure from the
molded type of insulation for cylinder castings which has been
in use for a long time. A distinct advantage is that the
cylinder may be more easily repaired in case of damage to one
of the contact segments. At the same time, the drive of the
segments is more positive and a loosening of the castings less
likely to occur from careless or vicious handling. If they
should loosen, they may easily be tightened by the set screws.
Motor Connections.
The connections of the motors have also undergone some
changes of importance. Some of the new type of controllers
are arranged with the bridge form of transfer from series to
parallel connection, which avoids the opening of the circuit
of either motor during the transition and thereby continues
the full torque of both motors throughout acceleration. For
very small cars this refinement may not be entirely necessary,
but for the larger equipments, particularly those geared for
high speed and intended for drawing trail cars, the bridge form
of control is very desirable in order to avoid the unpleasant
jerk when passing from series to parallel. In accomplishing
this arrangement several extra control fingers are required
and a division of the rheostats into two blanks is necessary.
The slight complication is more than warranted.
Another change is that of reversing the motors by revers-
ing the field connections instead of the armature connections.
In doing this the fields are kept on the ground side of the
motor as is quife necessary. The advantage lies in the fact
that the reversing cylinder is not subject to the full voltage,
but has across its contacts only the drop of the field, which is
not over 20 volts. This eliminates the burning of the reverser
contacts, which is apt to occur on hand controls for four
motors when the reversing switch is used in an emergency.
Contactors with Controllers.
The attention of operators has been drawn to the con-
troller difficulties very strongly on account of the burnouts,
with the attendant flashing and frightening of passengers,
which seem to occur more frequently than some years ago.
The difficulty has arisen on those controllers which were
constructed for a 500-volt circuit and which are now made
to operate on a 600 or 650 volt circuit, in order to make
these controllers thoroughly safe on the higher voltages, an
arrangement has been perfected for operating two contactors,
of similar form to those used on train control, in connection
with the cylinder, so that the contactors will make and break
the motor circuits and thus take all of the arcing. The at-
tachment for doing this is placed at the bottom of the cylinder
and consists of a small contact which controls the circuit to
the coils of the contactors, the contactors being placed under
the car. The arrangement has been installed on several
roads and has given such satisfaction that provision has been
made so that all of the old cylinder controllers can be fitted
with this attachment. The separate, magnetically operated
contactor is able to handle high-voltage and heavy-current
arcs without difficulty, and, in addition to the duty above
described, may also be used as an overload circuit-breaker.
In this way no motor current is broken on the platform of the
ear, a point which will be appreciated by all operators. The
overload device consists of a tripping coil on the contactor,
which is controlled by a small switch placed in the vestibule
convenient to the motorman. This small switch opens only
the circuit to the coil of the contactor, which, of course,
barries only a small amount of current, but is tripped in case
ot overload by a coil carrying the motor current, it. is closed
by Hie motorman in the same \\;i\ as Hie ordinary circuit-
breaker.
The use of cast grid rheostats is so universal that no
comment upon them is necessary. The advantages of the
ea 1 grid type over the wire or ribbon wound type are better
insulation, better protection from moisture, more rugged con
858
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 26.
struction, ability to withstand more severe overloads of cur-
rent without damage, and greater ease of repair.
Trolleys.
For city service the standard US-6 trolley, with 4%-inch
el, has given splendid results, the average life being about
10,000 miles. For greater capacity of equipment and higher
speeds, however, a trolley base which will swivel more readily
is desirable and a different construction of wheel is necessary
to secure a reasonable life.
The US-13 roller-bearing trolley base has been designed to
meet this demand. The base swivels on a roller bearing de-
signed with ample margin for the strain of the pole. The
height of the base when the pole is retracted is five inches,
and its weight is approximately 100 pounds. Four sets of
bearings are provided. Operating under tension with a 14-
foot pole, a pressure of 35 pounds at an angle of 45 degrees
can be given the trolley wheel, which, it is expected, will take
care of the higher speed service.
The wheel used for high speeds is known as the form 21.
It is 5% inches in diameter and has a bearing 3 inches long
with a Mrinch pin. The diameter of the pin is made shorter
than on the form 6, to reduce the speed of the rubbing con-
tact, and this, with the increased length of bearing, has made
the new wheel very serviceable on equipments as large as
500 horsepower. When operating at a maximum of 60 miles
per hour under these conditions, it has an average life of
5,000 miles.
It should be borne in mind in operating these high-speed
trolleys that the side spring for conducting the current from
the wheel to the pole is absolutely essential to satisfactory
life of the wheel, and these springs must be provided with
proper tension against the wheel. If this is not done the
current carried through the bearing will soon destroy it. The
RELATION OF TRACK TO MAINTENANCE OF EQUIP-
MENT.*
BY W. I!. W. GRIFFIN, SUPERINTENDENT ROCHESTER A EASTERN RAPID
RAILWAY.
In traveling over different interurban lines, noting track
and shop conditions, the writer has come to the conclusion
that track condition enters largely into the cost of equipment
maintenance. Rough track, with low joints, bad surface and
line, racks car bodies and trucks, and is hard on car wheels
as well as dangerous. It is -also hard on motor armatures
and is continually tearing off motor cables.
On one road requiring about 13 cars of heavy equipment
to fill a schedule of 28 miles an hour, a visit to the shop
showed seven busy men in the armature room and other parts
of the shop similarly engaged.
On a visit to another road, the superintendent was seek-
ing advice on maintenance of equipment and ways and means
of keeping up repairs sufficient to keep his cars on the road.
An inspection of his track showed low joints and track badly
out of surface and line.
An analysis of two years' maintenance of track and equip-
ment of the Rochester & Eastern Rapid Railway makes a very
interesting study. In 1905, the second year of operating the
road, there was spent on maintenance of track $175 per mile
of road, or $11.20 per 1,000 car-miles, and track was kept in
none too good condition.
On maintenance of cars (Acct. No. 6) there was spent
$14.52 per 1,000 car-miles.
On maintenance of electric equipment of car, $5.20 per
1.000 car-miles.
In 1906, the third year, there was spent on maintenance
Track and Equipment — Views of Poor Track.
shape of the fork is such as to. prevent its being caught in
frogs and switches.
The pantagraph form of trolley has many commendable
features for catenary overhead construction, which will un-
doubtedly come into general use on interurban roads. The
results so far obtained in the use of this form of trolley will
not justify us in making a complete recommendation for its
adoption until further developed. Under special conditions
where an ordinary trolley is extremely inconvenient its use is
warranted, but it is believed that substantial improvements
can be made in the pantagraph type which will make it very
satisfactory, and tests and experiments are now being car-
ried on.
Single Phase and High Tension.
In this review no reference has been made to the more
radical departures from standard practice which are being
given much attention, i. e., the use of single-phase and high-
tension direct-current motors. The reasons for using either
single-phase or direct-current motors do not arise from con-
sideration of the equipments, but from the desirability of
reducing the cost of transmission and distribution of current
over long distances. Of the two, the single-phase is the more
radical departure, and the problems in the design of the
single-phase motor are occupying the earnest attention of able
designers. The 1,200-volt, direct-current motor is more di-
rectly in line with standard practice, and the use of commu-
tatin'g poles has made such a motor thoroughly practicable. In
fact, with such a system the problem of greatest importance
is the method of distributing and collecting the current. The
discussion of these broader subjects, however, would lead
beyond the scope of the present review.
Petitions bearing over 5,000 signatures are reported to
have been forwarded to the officials of the Georgia Railway
& Electric Company of Atlanta, Ga„ asking that smoking be
permitted on the street cars. It is stated that the signatures
include those of many prominent citizens of the city. Copies
of the petition were placed in nearly every tobacco store in
the city.
of track $245 per mile of road, or $15 per 1,000 car-miles;
maintenance of cars (Acct. No. 6), $10.77 per 1,000 car-miles;
and maintenance of electric equipment, $5.42 per 1,000 car-
miles.
Records for 1906 show a large falling off of general re-
pairs to car bodies, trucks, wheels, brake gear and brake-
shoes, during the year 1906 over 1905, all of which is directly
due to smoother track.
The figures regarding motor equipment do not show as
decided improvement except in the item of motor cables. At
the same time considering the fact that the average schedule
speed was increased 12 per cent in the year 1906 over 1905,
and also that the electrical equipment was a year older, it is
evident that the improved track must have had a great deal
to do with keeping the electrical repairs as low as they were.
In summing up: Eliminating painting and damaged cars,
in body repairs, since these two items have no relation to
track, the figures were:
Acct. 6. Acct. 7. Track
Per 1,000 car-miles, 1906 $13.59 $5.20 $11.20
Per 1,000 car-miles, 1906 S.53 5.12 15.00
Making a total saving of $1.01 per 1.000 car-miles.
From the above figures, it seems that it is good policy still
further to increase the ratio of total expenditure on track
since the track is the real permanent part of the railroad, and
in so doing not only is a far better permanent way built
up, but the time of renewal of cars and electrical equipment
is greatly extended.
Total.
$29.99
28.98
The enormous development of 20 years in electric rail-
roads, from eight miles of track in 1886 to nearly 33,000 miles
in 1906, consisting of 1,081 railroads operating approximately
77,000 motor and other cars, with capital stock aggregating
nearly $2,000,000,000 and a funded debt of over $1,500,000,000,
has been a very prominent factor in the expansion or evolu-
tion of certain lines of industrial manufacture. — Wall Street
Journal.
•Abstract of paper presented at the annual convention of the
Street Railway Association of the State of New York, Lake Cham-
plain. June 25-26. 1907.
June 29, 1907.
ELECTRIC RAILWAY REVIEW
859
RECENT IMPROVEMENTS IN MOTORS AND CONTROL.*
BY CLARENCE RKNSHAW, RAILWAY ENGINEER WESTINGHOUSE ELEC-
TRIC A MANUFACTURING COMPANY.
In dealing with the rather large subject of recent im-
provements in motors and control. I have not attempted to
cover the matter broadly, but have devoted my time to three
specific divisions with which I am most familiar, namely.
interpole motors, unit-switch control and the single-phase
system.
INTERPOLE MOTORS.
Probably the most promising improvement in direct-
current railway motors for many years is 'the introduction of
the interpole motor. The commutation of high-voltage cur-
rent in railway motors has always been a most difficult prob-
lem for the designers of such machinery to solve, and the care
of commutators and brushes forms no small part of the duties
of the mechanical and electrical force of a railway company.
Host commutator and brush troubles are due either directly
or indirectly to sparking, and it is to correct them by cor-
recting their cause that the interpole motor has been de-
signed.
High Mica.
Sparking on a commutator bites away a small amount of
copper and carbon at .each spark, but does not affect the
mica between segments. If the sparking is continued, the
copper is soon eaten down, thus leaving the mica sticking up.
This "high mica" in turn makes the sparking worse and
causes a general roughening of the commutator, flattening of
the bars, etc.. with consequent rapid wear of the brushes,
which fills the motor with carbon and copper dust, and
sometimes causes it to flash, ground, etc. Milling down the
Improvements in Motors and Control — Figure 1 — Magnetic Flux in
Ordinary Motor.
mica below the copper prevents some of this trouble, but
does not go to the root of the matter.
In service a railway motor does not run continuously
with power on, but the time that it is operating under load
is varied by a certain amount of coasting and stopping. Dur-
ing this no-load running the roughening which has been
caused by the action of the current is partly corrected by
the scouring and polishing effect of the brushes without load.
In many cases the scouring action predominates so that the
commutators remain bright and clean and take on a good
polish.
Action of Interpole Motor.
The action of the Interpole motor in preventing sparking
and thus greatly reducing the wear on commutator and
brushes can best be understood by the aid of a few simple
diagrams. In these a multiple-wound armature has been
shown for the sake of simplicity and clearness, although on
•Abstract of paper i I ' the annual convention
Street Railway ol New rork, Lake CI
plain, June 25-28, 1907.
an actual motor a two-circuit winding would ordinarily be
used.
In a motor without interpoles, as shown in Figure 1,
there are three sets of magnetic fluxes produced: Firs
lines "aa" due to the main field coils; second, the lines
due to the current in the armature winding as a whole: and
third, the leakage "cc" around each of the slots, due to the
current in the conductors in that particular slot. The first
set of lines may be regarded as the useful lines, and the
second and third as incidental. It is to these last two that
sparking is due. The coil "AA," which is just about to have
the current reversed in it, lies in such a position that it is
not cutting the lines "aa." and hence has no voltage generated
in it from that source. It is. however, cutting the lines "bb,"
so that it has a voltage generated in it by them. When the
coil is short-circuited by the brush, this voltage causes a
local current to flow across the face of the brush in addition
to the line current, which greatly increases the amount of
Improvements in Motors and Control — Figure 2 — Effect of Interpoles
Without Coils.
current that the brush must carry. As the coil passes under
the brush, also, from position "A" to position "B," the current
in the conductors in the slots "A" is stopped preparatory
to being reversed, so that the leakage lines "cc" are also
stopped preparatory to being reversed. This causes an in-
ductive voltage to be created in the coil in addition to the
voltage of rotation generated by the lines "bb," and these
two voltages added together produce a spark between com-
mutator bar and brush.
Construction.
In an interpole motor the interpoles consist of thin poles.
each carrying a coil inserted into the frame between t hi-
tman field poles and projecting down to the points on the
armature at which the sides of the coils short-circuited by
the brushes lie. If the interpoles alone were used without
any coil, as shown in Figure 2. their effect would be to con-
centrate and increase the lines "bb," due to the armature
magnetization, and also the lines "cc," due to the leakage
arouna the slots, owing to the additional iron in the path of
these two sets of lines, and thus raise the voltage in the
short-circuited coil, and increase the sparking.
With coils on the interpole of a sufficient number of turns
to just neutralize the armature magnetization, the effect of
the lines "lib" will be eliminated, as shown In Figure 3, so
that there will be no voltage generated in the short-circuited
coil by Its rotation, bul the lines "cc," due to leakage around
the slots, will still remain, "and the Increase in these, dm
the presence of the interpole, would ordinarily give a suffi-
ciently high Inductive voltage to more than offset the advan-
tage gained by the neutralization of the rotation voltage.
n however, a greater number of turns be wound on the
interpoles. so that their excitation overbalances the armature
magnetization instead of merely neutralizing it and sets u|
a in the opposite direction, as shown In Figure 1, this
ilux ran be made ol such a strength thai the leakag
around the coil, which is being commutated, will also be elli
SCO
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 26.
nated. so that practically all of the voltage in the short-cir-
cuited coil is neutralized and sparkless commutation is ob-
tained. Since the interpoles neutralize the active voltage in
the short-circuited coils, they also eliminate the extra local
current in the brushes and thus reduce the total current
in the brushes to its minimum value, that is, to the
line current. The elimination of sparking and of local cur-
rents in the brushes reduces the wear on the commutator
and prolongs the life of the brushes to a remarkable extent.
The interpole winding is connected permanently in series
with the armature winding, as shown in Figure 5. forming the
"armature circuit," and in reversing the direction of rotation
of the motor the armature windings and interpole windings
are reversed together as a unit.
Advantages.
Aside from the general reduction in wear of commutator
and brushes, the interpole motor has many incidental advan-
tages. A properly designed motor of this type should run
practically sparklessly from a load so light as to give treble
the normal speed up to loads as heavy as double its ordinary
one-hour rating. It should permit high voltages to be thrown
on it. either at standstill or when running at high speeds, and
its stability should be so great that it will commutate with-
out appreciable sparking rushes of current which in the
ordinary motor would invariably cause flashing. This great
freedom from sparking and flashing makes the interpole motor
especially well adapted for high-voltage service.
The use of the interpole increases the scope of the de-
signer of railway motors in many cases where limitations
of speed and weight determine the design, and in general it
permits of a somewhat lighter motor. It gives less advan-
tage in small motors than in large ones, as the commutating
conditions in such motors are not so serious a problem.
However, its general advantages will doubtless extend its
use to sizes as small as 40 horsepower. Improving as it
does those features of the railway motor which are uni-
versally acknowledged to be in greatest need of improve-
tact fingers also, the drum requires considerable effort to
turn it, especially should the contacts become slightly rough-
ened and cpiick movements be impossible. Finally, it seems
impracticable to design a blow-out which will enable such
controllers to break the current with certainty under all cir-
cumstances, and in certain parts of the country it is not an
unusual sight to see a motorman nursing an interurban car
along the streets of a city by means of the overhead circuit-
breaker and shooting out a stream of fire every time it is
necessary to cut off power. The drum-type controller, how-
ever, is "a rough-and-ready piece of apparatus, and when out
of order its faults can be easily located and repaired by a
comparatively cheap man if only a sufficient stock of spare
parts is kept on hand.
The unit-switch control system was originally designed
with special reference to the operation of two or more motor
Improvements in Motors and Control — Figure 3 — Interpole Motor
with Armature Magnetization Just Neutralized.
ment, the introduction of the interpole motor is an important
step in electric railway development.
UNIT-SWITCH CONTROL.
A most important development in control apparatus is
the perfection and standardization of unit-switch control equip-
ments for all sizes of motors. The ordinary drum type of
controllers, while in general satisfactory for small equip-
ments, leave much to be desired where it is necessary to
handle large cars and powerful motors. Such controllers of
large capacity must necessarily be heavy and bulky in order
to contain sufficiently liberal contacts and blow-out coils to
handle the large currents which pass through them. The
weight of such controllers, moreover, must be mounted at
the extreme end of an overhanging platform where it is least
desirable and a large bunch of heavy cables must be led
out there. On account of the size and pressure of the con-
improvements in Motors and Control — Figure 4 — Magnetic Flux in
Interpole Motor.
cars in a multiple-unit train, and it was at first adapted only
for use in connection with the larger sizes of motors. Its other
advantages, however, in providing a positive and reliable con-
trol, in placing all main circuit contacts and heavy cable out
of the way beneath the car and in reducing to a minimum the
amount of high voltage and heavy current wiring, are now
rapidly extending its use to single-car operation and to smaller
sizes of equipments.
Essential Parts.
In the unit-switch control system the main or power drum
of the hand control is replaced by a group of 10 or 12 (accord-
ing to the size of the equipment) independent or "unit"
switches, each provided with a strong magnetic blow-out and
normally held open by a powerful spring. Each switch is
closed when desired by a suitable pneumatic cylinder, using
compressed air from the brake system. This combination of
switches is called a "switch group." The reverse drum of the
controller is replaced by a similar drum, except that it is more
liberal in capacity, built in a separate case and moved to
the forward or reverse position by one or the other of two
cylinders having a common piston rod. This device is called
a "reverser." The overhead circuit-breaker is replaced by a
"line switch." which is essentially the same as one of the
switches of the switch group, except that it is placed in a
case by itself and is provided with an automatic trip, which
causes it to open in case of an overload or short-circuit.
These three pieces of apparatus effect the various necessary
connections between motors, resistance and trolley.
Forming an essential part of the pneumatic cylinder for
operating the switch group, line switch and reverser is a
magnet valve which governs the admission or escape of air
to or from that cylinder. These magnet valves are operated
by means of a small 14-volt storage battery, and their open-
ing or closing is regulated by means of a "master controller"
to which their circuits are led. The switch group, reverser
and line switch may thus be located in any convenient posi-
tion, and nothing but the master controller need be located
on the platform, and only the small low-voltage battery circuits
need be carried to it.
June 29, 1907
ELECTRIC RAILWAY REVIEW
861
For train operation the circuits from the battery and
magnets are carried to "train line receptacles" at each end
of the car, as well as to the master controllers, and when
two cars are coupled together the corresponding receptacles
on each car are then connected by a multi-point "jumper,"
so that the circuits are continued from car to car. When
several cars are connected in this way the movement of a
single master controller closes simultaneously the correspond-
ing magnet circuits on all of the cars and thus operates also
the corresponding main circuit switches.
Connected to the piston rods which move the various
switches are a number of small contact switches which open
or close auxiliary circuits between stationary fingers arranged
to press on them. These auxiliary contacts are called "inter-
locks." and the circuits which operate the magnet valves of
each of the various switches are carried through the interlocks
Improvements in Motors and Control — Figure 5 — Method of Con-
necting Interpole Windings.
of other switches in such a way that the switches cannot be
closed except in the proper order.
Acceleration.
The unit-switch control system, however, does not con-
sist merely in replacing the ordinary controller with a set of
pneumatically operated switches, which may be closed prop-
erly or improperly entirely at the discretion of the motor-
man, but the action of the switches is regulated so as to give
a uniform current through the motors while operating on
the resistance steps, and to thus secure a smooth and even
acceleration of the car and protect the equipment from abuse.
This is accomplished by means of a "limit switch." The limit
switch consists of a coil, placed in series with the motor cir-
cuits, which lifts an armature whenever the current exceeds
a predetermined amount. To the armature of this coil is
attached a disc which closes a secondary circuit between two
contacts when the armature is down, and opens this circuit
when the armature is raised. The circuits for closing the
various switches of the switch group are so arranged that
it is not necessary to move the master controller step by
step to cause the closing of the different switches, but so
that by placing the master controller in a single definite
position and holding it there the circuits to the first switches
are Closed, and the closing of these switches then automatic-
ally closes the next ones, ere by means of the interlocks.
The circuit from the battery which supplies power for this
automatic operation is led through the secondary contacts of
the limit switch, so that as long as the current through the
motors does not exceed the desired value, the different
switches will close one after the other almost instantaneously.
Should the current through the motors at any timi
tie desired amount, however, the armature of 'he limit switch
will instantly rise and thus prevent ill'- closing ni anj more
switches until the Current lias fallen to the desired value
The regulation of the current during starting is thus taken
entirely out of tie- hands of the motorman, who simply ad-
vances tie- handle of 'he master controller to the last notch
and holds it there, and tin- closing of Hie switches is then
governed automatically by the limit switch. In order to pro-
vide for the handling of the car under special conditii
however, the apparatus is so arranged that the motorman
may readily notch up more slowly than would be done by
the limit switch, or may stop on any notch, and also so that
by going to some extra trouble (enough to prevent his doing
it unnecessarily i he can short-circuit the limit switch and
notch up entirely independent of the current.
Master Controller.
As ordinarily built, the master controller for use with the
unit-switch control system contains three notches for forward
running and three for reverse. If the handle is moved to the
first notch a slow-speed resistance point is obtained which is
used principally in shifting cars. This first notch is hence
called the "switching" position. If the handle is moved to
the second notch, either with or without pausing on the first
one, the switches close one after the other until the motors
are connected in series. The second notch is therefore called
the "series" position, and is, of course, a running point. If
the handle is moved to the third notch, either at once or after
pausing on one or both of the first two notches, additional
switches will then close in sequence until the motors are
Seyi/ence of Switches.
o
Q
OQ
OQ
OQ
QQ
88
00
o
oo
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QSQQ
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XZXZZZZX
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Schematic Diagram.
Improvements in Motors and Control — Figure 6 — Sequence of
Switches and Schematic Diagram of Unit-Switch Control.
connected, in full multiple. The third notch is hence called
parallel" position.
Transfer Resistance.
Figure 6 shows a schematic diagram ni the switches and
main circuii connections for an equipment of four 90-ho
r motors, and Indicates the sequence in which the various
switches close, in addition to stopping the handle on any
one of Hie three iioiehes. as alread] mentioned, ami obtain-
ing the switching, series or parallel connection, the motor-
man may so manipulate the master controller as to hold
switches in any one of the series and paralli ; i ions Indi-
cated on He- diagram, in connection with the b
it win be noied that Instead of opi circuit in chan
from Beriea to parallel, as is .lone in Hi- large drum
ers, a special resistance connection is used foi
in. win i den-easing i he current through the
ore. The use of this com. Id th |erl
s<;-2
ELECTRIC RAILWAY REVIEW
Vol. XVII. Xo. 26.
obtained with drum-type controllers in passing from series to
parallel, and helps in maintaining a smooth and uniform
acceleration.
Storage Batteries.
An interesting detail in connection with this system of
control is the method of charging the small storage batteries
used for operating the magnet valves. Two batteries are car-
ried on each car, and these are connected to the air-pump
motor circuit, as shown in Figure 7. The two double-throw
switches are always thrown either both up or both down, so
Many other details might be mentioned, but the above
are sufficient to indicate the completeness with which every
feature of the equipment has been worked out.
In providing for the control of the different sizes of
motors most commonly used, two sizes of switch groups are
employed. The construction of the smaller of these is shown
by the cross sectional view in Figure 9. A similar view of
the large switch group is shown in Figure 10. Figure 11 is
a photograph of the reverser, with its cover removed.
This form of control possesses many advantages, not only
over the drum-type controller, but also over any other type of
Fuse
Contp-Mot. I ^
D.P. D.T
ilnM
Batteries .
Improvements in Motors and Control — Figure 7 — Connections for Charging Storage Batteries.
that one battery is connected to the control circuit while the
other is being charged. Whenever the pump is running the
battery which is being charged is connected by the "battery-
charging relay" to the circuit of the pump motor. The resist-
ance in series with the pump motor is so adjusted, in connec-
tion with the relative amount of time that the pump is running,
and that the control circuits are closed, so that the battery
will receive on the one hand sufficient current to charge it
To control uppmra/ai
£ Brats pi pa
Ho/* from t/ttj pom/ /o tfir runout
contra/ appara <* s uta brats ptpa
^ Comb'nad
Special 3 rvOf ctck
fPtpe
and arp/n Cirp
multiple control now on the market. One of the most impor-
tant of these advantages is the powerful force which is avail-
able both for opening and closing the switches, so that their
action is most positive. In the smaller switch group, for
instance, a force of approximately 75 pounds is available at
the contacts for opening or closing them, and in the larger
group this is increased to over 90 pounds, so that the chance
of these switches failing either to open quickly or to make
a good contact is extremely remote. To convince almost
anyone on this point, it is usually only necessary to show him
the switch group and have him try to prevent a switch from
either opening or closing.
This positive action, moreover, is obtained without mak-
ing the apparatus large or heavy. By using compressed air
as a motive force, powerful action is obtained without undue
increase in bulk or weight. As a concrete instance of this, it
may be mentioned that a complete double-end unit switch out-
Govnrnir ra/ra mttie 'urttap
Jrvtaal complafa. Pc *//92S.
JEL
/*rl3"i£i7,pr#r/}cy air rtsertnr f*r
WCtM/fCi^Ceti/rtftipparatt/i Unit i*,ifcf> etntril jf.
tr
£ Pip* ttn/on
^L
i'ptp'
y Spatial rajaraata
Grain cot A
Cennect ft rtsarroir pipe-
Spec ip/ J citt-et/t etc*
Improvements in Motors and Control — Figure 8 — Control Reservoir and Air Piping.
properly without, on the other hand, receiving enough current
to make it boil or gas. When this adjustment has once been
made, the batteries will require little attention other than the
reversal of the two switches once each day.
Another detail of the equipment is the air-storage system.
A separate "control reservoir" is piped to the air-brake sys-
tem, as shown in Figure 8, in connection with a "governor"
or check valve and a three-way valve. Ordinarily the three-
way valve is turned so that the air is drawn directly from the
brake system, but in case of accident to the compressor or
main reservoir the three-way valve may be turned 90 degrees
and the reserve supply of air in the control reservoir is thus
available to return the car to the car house.
fit for controlling a quadruple equipment of Westinghouse No.
121 motors (90 horsepower each) weighs only approximately
1.650 pounds, including the switch group, reverser, line switch,
master controller, control reservoir and all details except
wiring and resistance.
Another advantage of almost equal importance is the
use of a low-voltage battery for operating the control circuits
and tne fact that the operation of the control is entirely
independent of the line voltage. This point is of especial im-
portance on interurban lines where wide fluctuations in volt-
age are frequently met with.
Although the elimination of bulky controllers and heavy
cables from the platforms and the securing of control appara-
June 2ft, 1907.
ELECTRIC RAILWAY REVIEW
863
tus which will positively open the circuit under all conditions
are in themselves sufficient reasons for the use of unit-switch
control, the ability to operate two or more cars together with
a single motorman, when required, is no mean advantage.
There are many instances where trailers are now used, over-
loading the equipment and slowing down the schedule .iust
at the time when rapid car movement is most needed, where
multiple-unit operation would give superior service at less ex-
pense. This is becoming widely recognized even in the case
of comparatively small equipments for city service, as may
be seen from recent orders for 20 equipments of unit-switch
control for operating double 60-horsepower motors in New
Haven. Conn., and for so equipments for operating quadruple
."..".-horsepower motors in Baltimore, Md.
THE SINGLE-PHASE SYSTEM.
. A consideration of recent improvements in railway motors
and control would be very incomplete if no mention were
made of the single-phase system, although the essential econo-
mies of single-phase operation are effected not by the change
in motors or control, but in the other parts of the system. In
order to obtain these economies, however, car equipments
differing from direct-current equipments in certain particulars
must be used, and it is proposed to mention briefly the essen-
tial features of these.
Advantages.
The single-phase railway system accomplishes the same
results in car movement that have heretofore been secured
by the use of direct-current equipments, but it does this in
many cases with less first cost, less operating expense, in-
creased flexibility and greater simplicity. These advantages
are obtained principally by a simplification of the substations
and the omission of substation attendants and by the elimina-
by the use of a transformer on the car the voltage of the
trolley and that of the motors may have any desired ratio
As it is entirely feasible to employ a voltage oi I I BOO (which
permits the distribution of a large amount of power with
very small current) on a properly insulated trolley wire, the
single-phase system affords means of operating even tin-
heaviest cars or trains from an ordinary trolley wire of mod-
erate section with no additional feeders.
Single-Phase Motor.
The one element upon which the entire single-phase sys-
tem depends is the single-phase railway motor. This does not
involve any particularly new or mysterious principle, but de-
pends for its operation upon an extension of the well-known
Improvements in Motors and Control— Figure 9— Cross Section of
Small Switch Group.
tion of practically all trolley feeders. At the substations the
alternating-current power which is received from the gen-
erators is merely reduced in voltage by single-phase trans-
.,-s and supplied at once to the cars, instead of being
changed into direct current by polyphase transformers ana
rotary converters. The equipment of BUCh a substation Is so
simple that, except for an occasional inspect ton. it may be left
entirely without attendants.
One of the fundamental characteristics oi alternating
current is the readiness with which it can be transformed
' from one voltage to another. Where alternatlng-currenl motors
are used, therefore, it is not necessary as will, direct curren
to supply power to the cars at the voltage oi the motors, bul
Improvements in Motors and Control— Figure 10— Cross Section of
Large Switch Group.
fact that reversing the current at the terminals of a series
direct-current motor does not reverse the direction of rotation
or interfere with the operation. This principle holds good no
matter whether the current is reversed once every hour or
once every minute. Since an alternating current gives merely
the same general effect as a very rapid and continuous
reversal of a direct current, it would be only natural to
expect any ordinary direct-current railway motor to rotate
if suitable alternating current were applied to it. Within
certain limitations this is the case.
Windings.
The single-phase railway motor is essentially a series-
wound motor very similar to the direct-current motor. On
account of the rapidity of the reversal of the alternating cur-
rent however", a number of new phenomena are introduced,
and in order to secure satisfactory commercial operation I mm
the motor with this current certain changes in the design
of the ordinary railway motor must be made. One of these
is to make the entire magnetic circuit laminated instead of
merely Hie pole pieces, to prevent excessive losses, due to
ii„. rapid reversals of the magnetic flux. Another essential
I'eal tire is the "auxiliary" or neutralizing winding which is
wound in the slots between the poles in order to neutralize
the magnetizing action of the armature and hence its selr-
[ndUCtlon. This winding is connected in series with the
armature in the same way as the Interpole winding oi the
Interpole motor. Instead of being located on definite ei
the auxiliary winding is distributed In slots In the tacei oi
H,,, main pole pieces so that the neutralization will be mere
,. ,.. mid effective. Unlike the interpole winding, bow
Hie auxiliary winding is not used lo improve the com-
mutation but to improve the power factor of the motor
Owin to limitations of design, the sipgle-phase motor n
864
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 26.
ordinarily wound for a voltage of from 200 to 250 instead of
500 or 550, as in the case of direct-current motors. The
larger currents which must be handled on this account neces-
sitate greater brush capacity than in direct-current motors,
so that four brush arms are ordinarily required with a four-
pole motor or six with a six-pole motor.
Performance.
The performance of the single-phase railway motor is
very similar to that of a direct-current series motor, the
principal difference being that the speed curve is steeper.
The general effect of this is to cause a car equipped with
such motors to run slower on heavy grades and faster on the
level than a car equipped with direct-current motors geared
for the same speed at an intermediate load.
The single-phase motor differs from the direct-current
motor also in that on account of its self-induction it requires
the application of a much greater percentage of normal
voltage in order to send a given proportion of full-load cur-
rent through it. On this account, it is not possible to allow
as great a variation in the voltage at the car as is sometimes
done with direct-current equipments, and to secure satisfac-
tory operation the minimum voltage should never be less
than about 80 per cent of the normal. Owing to the small
currents used, however, this is a matter that is very easily
taken care of. For the same general reason, the voltage on
the motor may be varied in larger steps than with direct-
current motors, so that fewer controller notches are neces-
sary in order to secure a smooth acceleration, five notches,
for instance, being ample for a quadruple 100-horsepower
equipment. For the same reason, also, the motors are much
less likely to be damaged by too rapid feeding of the con-
troller, and hence automatic acceleration is usually not
necessary.
The standard trolley voltage for single-phase operation is
Improvements in Motors and Control — Figure 11 — Reverser, with
Cover' Removed.
6,600, although voltages of 3,300 and 11,000 are also employed
in some cases. In order to collect current at this voltage
from the trolley wire, a pneumatically operated pantagraph
trolley has been devised which can be readily raised or
lowered by the motorman witout leaving his cab. In multi-
ple-unit equipments, moreover, the trolleys on the entire
train may be simultaneously controlled from any one point.
This trolley is normally held against the wire by means of a
spring, but is lowered and automatically locked down by the
application of compressed air. Application of the air to
another point will then unlock the trolley and allow it to rise.
To reduce the trolley voltage for use at the motors an
oil-insulated, self-cooling auto-transformer is used. As this
is ordinarily the heaviest single piece of apparatus on the car,
it is commonly mounted in the center in order to simplify the
matter of balancing.
As with direct-current motors, the speed of the single-
phase motor varies with the voltage at its terminals, and
the motor is controlled in this way. In order to get a varia-
ble voltage for this purpose, however, it is not necessary, as
in direct-current practice, to change the grouping of the
motors, or to introduce resistance into the circuit, but simply
to connect the motors to different taps on the auto-trans-
former.
Control.
The various connections between motors and transformer
may be made either by drum-type controllers or by unit
switches, as with direct-current equipments. On acount of
the absence of any necessity for making series-parallel con-
nections, both drum-type controllers and unit-switch groups
for single-phase equipments are simpler than those for direct-
current operation. For instance, a switch group for handling
four 100-horsepower direct-current motors weighs approxi-
mately 760 pounds, while one for handling four single-phase
motors of the same capacity weighs only 400 pounds. An
entire equipment of single-phase motors, however, is con-
siderably heavier than an equipment of direct-current motors
of the same capacity, so that a car equipped with the former
and carrying the same passenger load will ordinarily weigh
from 10 to 15 per cent more than one equipped with the latter.
Switch groups for single-phase operation are controlled by
small storage batteries in the same way as those for use
with direct-current equipments, but in this case the batteries
are taken off of the cars at intervals and charged from a
suitable source of direct current at the car house.
Alternating-Direct Current Operation.
The qualities which make the single-phase motor suit-
able for operation on alternating current make it also an
excellent direct-current machine, and such motors will oper-
ate beautifully on direct current of the proper voltage. It is
often desirable to obtain the benefits of single-phase opera-
tion with cars which for a part of their route must run over
the same tracks and use the same power as direct-current
cars, and by connecting two or more single-phase motors in
series for such- operation they can readily be arranged to
run from a 550-volt trolley wire, as well as from a 6,600 or
other high-voltage one. Single-phase motors run somewhat
faster with direct current of a given voltage than with alter-
nating, while where operation on direct current is required
of such motors, it is usually over city streets or in other
places where only a moderate car speed is desired. On this
account equipments for operation on both alternating and
direct current are usually supplied with four motors, which
are permanently connected in two pairs of two in series. These
pairs are run in parallel on alternating current and in series
(so that all four motors are in series) on direct current. This
arrangement usually gives a speed on 550 volts direct current
about two-thirds or three-fourths as great as that obtained
when operating from normal voltage alternating current.
When running on alternating current, the motors of such an
equipment are controlled in the usual way by connecting
them to different taps on the transformer. When running
on direct current they are controlled by means of a resist-
ance in series.
Change-Over Methods.
Equipments for operating on both alternating and direct
currents are somewhat more complicated and expensive than
those for operating on alternating current only, but they are
equally satisfactory in operation, and the majority of single-
phase equipments now in use are arranged in this way. In
such equipments with drum-type controllers, the controllers
are made with two drums, and in changing from alternating
to direct current, for instance, the controller handle is moved
from the shaft of the alternating-current drum to that of the
direct-current drum. In multiple-control equipments, the cir-
cuits from the master controller to the various magnets are
carried through a change-over switch. This is in the nature
of a number of double-throw switches with the wires from
the master controller connected to the middle points, so that
with the change-over switch in one position a movement of
the master controller operates one set of magnet circuits and
closes the proper switches for alternating-current operation,
while with the switch in the other position the same move-
ment of the master controller operates a different set of cir-
cuits and closes the proper switches for direct-current opera-
tion. This change-over switch is governed by two relays, one
connected to the transformer and arranged to operate on
alternating current only, and the other connected to the direct-
current trolley and arranged to operate on direct current only.
With such an equipment, therefore, if alternating current is
supplied to the car. the change-over switch will automatically
set itself in the alternating-current position, or if direct cur-
rent is applied to the car, it will set itself in the direct-
current position. The movement of the same master controller
in exactly the same way, therefore, closes an entirely different
set of switches, according to the kind of current that is being
used. Thus, in changing from alternating current to direct
current, or vice versa, it is only necessary to see that the
proper trolley is on the wire.
On a basis of the experience gained from 15 operating
roads in America and several abroad, single-phase equipments
have been standardized to a remarkable extent, considering
the comparatively short time the system has been in use, and
the advantages of the system have been so thoroughly recog-
nized that at the present time no new railway line is laid out
without carefully considering the advisability of using the
single-phase system on it.
June 29. 1907.
ELECTRIC RAILWAY REVIEW
Slio
ELECTRIC RAILWAY ACCOUNTING.*
BY I. C. COLLINS, SECRETARY AND AUDITOR, ROCHESTER RAILWAY
COMPANY.
According to the programme I am to discuss "Some
Phases of Electric Railway Accounting," but in considering
what I should talk about it seemed to me that you would be
better pleased if I confine myself to one of the many topics
that interest the operating man. And if I could bring you
certain facts relative to the experience of the Rochester Rail-
way Company, it would be not only more interesting for you
but more valuable. I shall therefore speak to you this morn-
ing concerning the job-order system, which is. in my opinion.
the best method to arrive at the detail of costs.
The standard system of accounting makes no provision
for a subdivision of the 39 operating accounts that go to
make up the operating expenses: consequently it is left to
each road to devise some method that will give to the .
officials the details of cost in their respective departments,
and at the same time give to the general manager or gen-
eral superintendent the necessary detail to keep him in touch
with what is going on. This is especially true of the track,
line and mechanical departments.
In operating subsidiary accounts the tendency, in my
opinion, is to go into so much detail that the system becomes
cumbersome, in which event it becomes necessary to analyze
the detail. It is not unnecessary complication that each
road is looking for, but the shortest and simplest method
that will place the facts in the possession of the various
department heads. It seems to me that the job-order system
of cost accounting affords the solution of the problem.
An Aid in Preparing Costs.
This system permits the separation of the details of cost
of the various operations to any degree of fineness which may
be thought necessary, and is a great aid in preparing costs.
The idea of preparing unit costs is daily becoming more pop-
ular with our department heads, as it is of immense service
in the making of new estimates. It is also of great benefit
in making comparisons, for with this information the man in
charge can quickly tell which of his foremen is the most
competent.
For instance, in a case of track construction at two or
more locations, it is very interesting to compare the cost per
foot for track laying, cost per cubic yard for placing concrete.
and so on. By this comparison the head of the department
can base on facts his opinion as to the capabilities of his
foremen, the facts being actual unit costs for work done un-
der exactly similar "ondiiions.
The day has passed when department heads are content
to wait until the end of the month to know, in their respec-
tive departments, what it is costing to operate. For that rea-
son the job-order system must be such that this information
can be given daily. It is obtainable by the system used by
the Rochester Railway Company, and as we have received a
number of inquiries as to how we arrive at our detail of
costs. I thought a description of our system might be of in-
terest to the representatives of the different companies
assembled here.
Estimate Card.
An estimate card, on which is noted the cost in detail
of the proposed work and the account to be charged, is made
out by the head of the department in which the estimate is
prepared. When the head of any department makes an esti-
mate of the cost of some particular work he desires to do.
the knowledge that the actual cost will be compared with
the estimated cost, and with work in other departments,
serves to make him careful to reduce the cost to the lowest
possible figure consistenl with good work.
After the estimate card has been prepared it is transmit-
ted by the department head to the general manager, whose
signature carries with it the authority to proceed with the
work, and the approval of the account to be charged. The
general manage i through bis approval of the estimate cards.
is constantly in touch with the work being done, and the
actual cost to date.
i the general manager tie card is for.
warded to the auditor, who examines and verifies 'lie cha
and then forwards the card to the job-order clerk. The cards
are numbered consecutive!} beginning with No. I. 'be
issued in the calendar year.
As soon as the job order clerk receives the caul, he
numbers the job and places ibe card on file. Tie- number is
then telephoned to the department making the estimate, as
well as to the storekeeper, and is confirmed as soon as possible
by sending typewritten copies, on which are noted the num-
ber of the job. the account charged and a description of the
work, to the heads of all departments. The foremen of the
different departments, when necessary, are advised of the
number, and instruct their men to use it on their time
sheets, except in the track department. In that department,
where we employ a number of Italian laborers, each track
foreman makes one sheet covering the work of the men in
his gang. These time sheets are then sent to the timekeeper,
who posts the time and forwards the sheets to the job-order
clerk. The latter, in figuring out the costs of the various
jobs, also makes a complete distribution of the payroll on a
distribution sheet, the footings of which are posted on the
back of the estimate card.
Actual and Estimated Cost.
The job number is given on the requisition under which
the material is drawn from the storeroom. These requisi-
tions, when filled, are assembled dailv by the storekeeper,
and totals by accounts are posted on his distribution sheet.
From this sheet at the end of the month the auditor gets his
posting figure for materials charged to the different ac-
counts. These requisitions are sent daily to the job-order
clerk, who sorts them according to job numbers, figures the
cost of each job to date, and posts the cost to date on the
back of the estimate card. When the job is completed the
actual cost in detail is compared with the estimated cost, and
the head of the department that prepared the estimate is
given a copy of the record for his information.
The working out of these estimate cards requires atten-
tion to figuring the cost of the work, and at the same time
the fact that an estimate has been made out, and that the
estimate will be compared with the actual cost, is an incen-
tive to the different heads to keep more closely in touch
with the progress and cost of work. This record is con-
stantly referred to. and has proved by practice to be a fea-
ture of great value.
Check on Timekeeper and Storekeeper.
The job-order system also acts as a check on the time-
Keeper and storekeeper, as has been demonstrated several
times within our experience. We have a system which we
thought would not permit mistakes to be made by the time-
keeper, but since adopting the job-order system we have
discovered where the timekeeper has credited too much time
to a man. or the wrong rate, and the mistake has passed
unnoticed until the distribution of detail costs has been made
up. The same is true of the storekeeper, so while our real
object is to make a complete analysis of each account, we
are also making a very careful audit of both the timekeeper
and the storekeeper.
Another highly important advantage is that the miscel-
laneous charge is brought down to a minimum. This charge,
under other methods that we have used, is often of such
dimensions as to cause remark, but apparently it could not
be lessened: but under the present system, with the various
items admirably separated, the charge is always so small
as to be passed over by the most exacting official without
comment. The system also provides order in procedure.
Before it was put into effect work was done and charged to
its proper account before the exact amount involved was
known. The bad effects of this plan are evident, and are
avoided by the thorough method that is an essential part of
the job-order system.
Summary of the Advantages.
A summary of the advantages of the system may lie of
interest. It provides for a fine subdivision of the operating
accounts, and enables the general manager to keep constantly
iii touch with everything that is going on. II aids in prepar-
ing linii costs, and permits comparisons to determine the
relative efficiency of foremen, it gives the detail of the cost
of operation from day to day, and enables the general man
ager to see al a glance the variation from year to year in
such cost. It tends to increase carefulness in the preparation
of estimates, and. through comparison of th< estimate with
the actual cost, assists the official making il stiniate i.,
avoid errors that lead to estimates thai are too low or too
high, it affords an incentive in heads <>f departments to
very closely in touch with tie- progress of work, and requires
older in procedure, with the additional advantages of reduc-
tion of miscellaneous dungings and a thorough check upon
the timekeeper ami storekeeper.
•Papi 'i it tie- annual meeting ol the Stn
latton ■•!" the Stat of New S"ork, Jan.' 2S-26, fUo:
It is reported from London that an a I has been
reached by the underground ami other electric railways for
an ad an© In fares to lake effecl < . r i July 1.
866
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 26.
NEW WRECKING TOOL CAR AT OAKLAND, CAL.
There recently has been completed in the Key Route
shops at Oakland, Cal., a very complete wrecking tool car.
This equipment is similar to the tool cars which were built
by the Brooklyn Rapid Transit Company some two years ago
for use on its elevated lines. The complement of tools which
is carried on the new car is probably the most complete to
be found outside of steam railroad practice. It is necessary
to carry a sufficiently diversified equipment to provide for
accident work on the city system of the Oakland Traction
Company and the high-speed interurban system of the San
Francisco Oakland & San Jose Railway Company (Key Route).
This latter company has a double-tracked pier extending three
miles into the bay to its ferry terminal, and therefore life
preservers and tools for repairing the piers also are necessary
in the car's equipment.
The new tool car comprises a 30-foot body, S feet wide
and S feet high, mounted on a floor structure 46 feet long over
buffers. The electrical equipment comprises two G.E.-66
motors with multiple-unit control. The car is mounted on
interior and exterior lights on the cars are wired with separate
circuits. The classification lamps and tail lamps are so wired
that they always show red behind and white in front and on
the sides and front end. To provide additional storage capac-
ity for tools, boxes, as shown in the engraving, are built under
the floor of the car. There is a master key for these boxes
which is fastened to a large brass tag and hung in a special
[dace inside the car. Whenever the car is taken out in times
of trouble it is the first duty of the motorman to unlock all
these boxes and it also is his duty to see that they are locked
again before the car starts on its return trip. The master
mechanic carries duplicate keys for the car doors and lockers.
The tools and all the supplies carried in the car are
painted green and red and are also marked with the number
of the bin where they belong. A complete list of the material
in each bin or box is posted on the box, and it is expected
that these materials and the list shall agree at all times.
Swinging brackets are mounted on the door frames, so that
heavy tools, such as bridge jacks, can easily be lowered and
raised between the car floor and the roadbed.
As earlier stated, the tools and equipment of this car are
Oakland Wrecking Cai — View of Car, Showing Skids Placed for Lowering Emergency Trucks.
high-speed interurban trucks provided with a complete air
brake equipment. Gould radial couplers and steel-tired wheels
are used. From the illustrations it will be noted that the
body of the car is shorter than the floor structure and that a
platform at one end 3 feet 6 inches long is left for convenience
in getting in and out of the car. The platform at the other end
of the car is 12 feet long and provided with rails supporting a
truck which may be lowered on portable skids to the track on
which the wrecking car stands. An interesting detail is the
provision made for varying the height of the rigid bolster of
this spare truck to suit the several wheel sizes used on dif-
ferent cars of the system. The extra truck has no springs and
the bolster is held in the truck frame by means of two iron
pins. These pins pass through the plates of the truck frame
and through the bolster. There are three sets of holes pro-
vided at varying heights in the plates, so that by moving the
pins the truck and bolster may be adapted for use under cars
having 30, 33 or 36 inch wheels. The total weight of the car
and equipment is 70,000 pounds.
The interior of the car below the rails is painted a medium
green and above the rails a lighter green similar to the shades
used in locomotive cabs. The floor is oiled and the side
sheathing inside is beaded and placed horizontally. The back
platform is protected by a pipe railing with an opening op-
posite the door. All windows are provided with heavy grat-
ings and shutters which can be bolted from within. The
especially complete, and it is thought that a list giving the
number of pieces and their characteristics will be of interest:
Equipment on Wrecking Tool Car.
Rope and Tackle (Manilla).
No. In. D.
1 3
No.
1%
1
1 .
%
%
1%
Feet
50.
300.
300.
250.
Link in one end. Vulcan hook in other.
One double and one triple block.
One double and one triple block.
Two double blocks.
850 Two double blocks.
100
185.... Sling for turning over cars.
30.... Link in one end. Vulcan hook in other.
Lashings (Manilla Rope).
(Ends marked. To be neatly coiled and hung on hooks.)
In. D. Feet. No. In. D.
?et.
No.
InD.
Feet.
20
2
1
20
30
<>
1
30
50
2
1
56
10
2 % 10 2 a
2 % 20 2 a
2 % 30 2 a,
2 % 10 2 1
Steel Hoisting Cable.
No. In. D. Feet.
1 1 60 Link in one end, 1-inch steel. Other end 10 feet
of %-inch chain with square grab hook.
1 1 30. . . .Link in one end. 1-inch steel. Vulcan hook in other.
Slings.
No
In. D.
Feet.
No.
In. D. Feet.
2
2%
12..
. .Manilla.
2
% 12..
.Steel cable
1
1%
6..
. .Manilla.
•1
1 3..
.Manilla.
1
1%
12..
. .Manilla.
2
1 1.5..
.Manilla.
1
1
6. .
. .Manilla.
1
small steel
for armaturt
1
1
12. .
. .Manilla.
June 29, 1907.
ELECTRIC
No. Inch. Feet.
11 20
10
Blocks (Snatch, Extra Heavy, Iron.)
2 for 3-in. rope; 1 for 114-in. rope; 3 for 1-in. rope; 2 for 1%-in. by 16.
Chain.
BB . . . . Round link, l?i by 4, one end square,
grab hook on other.
BBB. . .Round link and square grab hook one end.
Round link and Vulcan hook on other,
BBB Round link and Vulcan hook.
Car Link and 114-inch square grab hook.
BBB Link and Vulcan hook.
BBB .... Link and square grab hook.
BBB.... Link and Vulcan hook.
BBB.... Link and Vulcan hook.
Log. .. .Link. 114 by 4 square grab hook.
Log.... Link, 1% by 4 square grab hook.
Log Link, Hi by 4 square grab hook.
BBB Link, 1% by 4, Vulcan hook.
BBB Link, 1% by 4, Vulcan hook.
BBB.... Link. 1% by 4, square grab hook.
BBB Link, 114 by 4, square grab hook.
Log .... Ring and square grab hook.
Log.... Ring and square grab hook.
5
16
20
15
10
5
16
10
10
15
20
16
10
vw
^Y REVIEW
12
3x12
2
12
lx 6
0
12
y2x «
1
12
lx 6
1
12
%x •;
1
12
2x 6
1
1 lot assorted wedges and shims.
14 bundle cedar shingles for shims.
Jacks,
No.
2 30-ton Watson & Stillman
crown and toe hydraulic.
4 15-ton Barrett.
2 10-ton Barrett.
1 No. 8 Barrett car box.
2 24-inch screw, with bar.
2 18-inch screw, with bar.
2 12-inch screw, with bar.
867
0
2x12
1.5 ■ lak wedges
s
2x12
L2
"
1x12
L2
2
lx 6
12
•;
2x 4
10
Etc.
No.
2 8-inch screw, with bar.
1 14-ton differential chain block.
2 Pearson replacing jacks. 24-
inch.
2 Pearson pulling jacks, 1
1 Burgess rail anchor.
- rail clamps.
No.
4 small Tilden replacers.
4 large
frogs.
Alexander wrecking
Replacers.
No.
1 push pole.
pieces
pieces
slot
slot
rail,
rail,
LO-foot.
16-foot.
Oakland Wrecking Car — Plan and Elevation Showing Arrangement of Bins for Storage and Open Platform for Extra Trucks.
2
%
5
Log.
1
%
5
BBB.
1
%
10
BBB.
1
%
15
BBB.
2
14
12
Log.
1
%
10
Log.
1
%
10
Log.
2
%
o
Log.
}
%
12 50
•lb. log .
Ring and square grab hook.
..King and Vulcan hook.
..Ring and Vulcan hook.
..Ring and Vulcan hook.
Complete with hooks, etc.
..Ring and square grab hook.
..Ring and Vulcan hook.
..Ring and square grab hook.
..Complete with hooks, etc.
(All hooks and rings per standard blueprint.)
ises for each size chain.
2 •old-shuts.
2 bulge links.
1 double grab hook fqr each size chain and links.
2 S-hooks, 2-inch Iron.
1 18-inch link, 3-inch diameter, 134-inch iron stock.
1 24-inch link, 3-inch diameter, 1%-inch Iron stock.
1 30-inch link, 3-inch diameter, 114-inch Iron stoi I
1 3-link coupling, 114-Inch stock.
-' S-hooks, 1%-lnch steel.
2 S-hooks, l'/i-inch steel.
2 S-hooks, 1 -Inch steel.
2 S-hooks, %-inch steel.
Blocking
Feet.
S Built ■ 1 1 >
4 Built up
3
3
No.
10
12
24
12
12
Inches.
6x 6
4x 6
2x 6
2 Brooklyn replacing frogs.
2 wrecking inclines, 3 feel Ion
by S inches.
2 wrecking inclines, I feet Ions
1 steel plate, •"» by 12 inch by
ti .-I
(Pine).
1
1
No. Inches.
Feet.
•>
20
1
2
12 4x 6
1
a
12 10x10
3 Built up
2
12 5x12
2 Jack footings
1
10 lx 6
1 Oak wedges
NO.
I 2S-imli hand saw.
1 28-inch rip saw.
2 1%-ineh claw hammers.
1 12-inch ratchet brace, S
14, :,. % and 1 inch hi Is
i i -ineii hand auger.
i '.. nch hand auger
l 2-in h hand auger.
i l by 6 hickory mallet.
Track
No.
1 414-inch railroad adz.
2 5-foot clawbars with' heels.
5-foot chisel bar.
3-fool chisel bar.
5-foot lining bars.
tamping bars.
track chisels,
mill brooms.
I tail-, bailee and eoiilbllH
level hoard.
L drawbar (pipe), LO-fool
1 drawbar. Hal, .", foot.
1 drawbar, flat, 2-foot.
1 drawbar, flat, 1-foot.
2 largo coupling pins.
4 small coupling pins.
Carpenter Tools.
No.
1 sockel paring chisels, i . i ' t ,
i 'L. and 2 Inch.
2 4-inch br I hatchets.
34, i 12-inch draw knife.
2 4-inch axes.
1 1X-2I steel s.inare.
I 514 'i' ■ lb cross ''hi
saws, extra heavy hand!
Tools and
N-
Supplies.
2 12-inch hack-saw frame
24 12-lnch hai i saw blades,
i i i fool i rack lever,
50 pounds 9-16 bj ■' ■ I racl
Spikes.
50 i rack bolts tor 70 pound rail
! pairs angle platei
I el rail
I 8-pound sl< dge,
i mi pound ledge.
868
1 100-foot chalk line.
1 50-foot linen tape line
2 spike mauls.
4 railroad picks.
4 D -handle shovels.
1 long handle shovel.
1 spade.
1 cant-hook.
No.
Coes steel-handled wrenches
1 8 for tool boxes |
2 6-inch.
9 8-inch.
1 10-inch.
2 12-inch.
1 18-inch.
1 24-inch.
1 12-inch Trimo pipe wrench.
1 lS-inch Trimo pipe wrench.
1 24-inch Trimo pipe wrench.
1 36-inch Trimo pipe wrench.
1 large alligator pipe wrench.
1 lot special motor wrenches.
1 socket wrench for lag bolts
on pier.
6 2 '--inch ball-peen hammers
(4 for tool boxes).
1 4U-ineh snips.
] \-inch capacity 36-inch bolt
clipper.
4 8-inch pliers.
Overhead Tools
No.
2 come-alongs.
1 =4 -inch block and tackle, 150-
foot rope.
1 Clayton & Lambert blow pot.
1 soldering iron.
1 iron solder pot and ladle.
2 pounds solder.
2 pairs rubber gloves.
1 bottle Yeager's soldering salts.
1 portable telephone.
1 200-foot 4-0 grooved trolley.
1 200-foot 2-0 round trolley.
1 2011-foot 5-16-inch span wire.
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 26.
1 14 -pound sledge.
1 16-pound sledge.
2 12-pound sledges.
1 3-foot 4-inch pinch-bar.
1 4-foot pinch-bar.
1 4-foot 6-inch pinch-bar.
1 5-foot pinch-bar.
1 5-foot 6-inch pinch-bar,
Machinists
' Tools.
No.
renches
1 8-inch gas pliers.
1 10-inch gas pliers.
1 14-inch gas pliers.
1 5-inch screw driver.
1 6-inch screw driver.
1 8-inch screw driver.
1 10-inch screw driver.
1 1-
1 extra large screw driver.
10 assorted cold chisels.
6 assorted drift pins.
8 assorted files. 14-inch.
4™ to 2 Trimo pipe cutter,
set ii to 1 Little Giant stock
and dies.
6-inch Prentiss machine vise.
10 by 14 inch maple hand tool
boxes.
Post drill and drills, U, %. %.
".. 54, % and 1 inch,
small forge.
small anvil and tools.
and Supplies.
No.
1 200-foot 4-0 feeder copper
• able.
4 4-0 splicing sleeves.
4 1-0 splicing sleeves.
4 2-0 splicing sleeves.
6 4-0 clamp ears, caps, cones
and hangers.
0 l-o ears.
1 500-foot No. 6 wire, insulated.
1 500-foot No. 14 wire, insulated.
1 30-foot extension ladder.
1 12-foot ladder.
Appliances-
Nii.
2 6-inch iron roller dollies.
4 3 "4 by 15 inch steel rollers.
4 1 by IS inch iron pipe rollers.
4 lhi by 24 inch iron pipe rollers.
4 2 by 24 inch iron pipe rollers.
6 2 by 36 inch iron pipe rollers.
1 wheel gauge.
4 3 -foot steel gads.
1 heavy switch iron, 5 feet long.
1 of each kind switch key with
large tag.
4 3-gallon Stempel fire
guishers.
2 fire axes.
:: galvanized iron pails
rope attached to bail,
malleable iron torches.
torpedoes.
wall match box and matches
white railway lanterns,
red railway lanterns.
■Miscellaneous.
No.
2 green railway lanterns.
2 lilue railway lanterns.
4 Dietz inspector's lanterns.
2 white lantern globes, extra.
2 red lantern globes, extra.
1 green lantern globe, extra.
4 red signal flags, with spike in
stick.
flags with spike
flags with spike
extin-
with
Parts and
No. 65
ami
and
X...
1 M. C. B. coupler,
knuckle.
2 pins for same.
1 air hose and cock (brake).
1 air hose and cock (signal).
1 lut king pins, assorted.
2 hanks trolley rope.
1 trolley wheel, spindle
washer.
1 16-foot trolley pole
wheel.
1 ball heavy twine.
1 lot marlin.
1 lot car fuses, assorted.
12 headlight carbons.
1 lot motor brushes, assorted.
6 incandescent lamps and
adapters.
1 bar %-inch round iron.
1 bar %-inch round iron.
1 bar %-inch round iron.
1 bar 1-inch round iron.
1 bar I4x4-inch 6-foot iron.
1 bar %x3-inch 6-foot iron.
1 bar J/ixS-inch 6-foot iron.
1 bar Hx2-inch 6-foot iron.
■4 rolls acme tape.
2 green signal
in stick.
2 white signal
in stick.
4 light clusters, 32-candlepower,
on poles, waterproof.
4 extension lamps with water-
proof cord.
1 100-foot No. 1 R. C. wire, with
pole, to carry current to de-
railed car.
1 life ring buoy.
1 log book.
Supplies.
No.
1 each, spare journal brasses.
Class I. M. C. B. 23, 23B,
20. Taylor.
2 large malleable iron squirt-
cans (machine oil).
2 tallow pots (car oil).
6 sheets sandpaper, coarse.
6 sheets sandpaper, fine.
6 sheets emery cloth, coarse.
6 sheets emery cloth, fine.
10 pounds cotton waste (in iron
can with lid).
10 pounds wool waste (in iron
can with lid).
10 pounds clean rags (in iron
can with lid).
1 1-gallon can kerosene.
1 1-gallon can signal oil.
1 1-gallon can XX special oil.
1 1-gallon can Eldorado or
other engine oil.
1 1-gallon can car oil.
1 1-gallon can gasoline.
1 1-gallon pail, with lid, track
oil and brush.
1 1-gallon pail, with lid, gear
grease and paddle.
gallon pail, with lid,
grease and paddle.
1 packing hook.
1 packing knife.
cup
4 rolls black tape.
12 2-way connectors.
l sponge.
1 3-gallon sprinkling can filled
with sand.
1 special truck with adjustable center and side bearings to fit
every type of car body on S. F. O. & S. J. By. and O. T. Co.
lines. Suitable means for loading and unloading same.
Assortment of following: Lag screws and boat spikes, machine
bolts, screws, cotter keys, wire nails (60. 40, 20, 10, S), brake
pins, drift bolts.
Emergency Supplies.
No.
6 rolls 3-inch by S yards.
1 bottle collodion with brush.
Directions on all bottles —
10 oz. tincture arnica.
4 oz. paregoric.
2 oz. chloroform.
8 oz. camphor.
4 oz. peppermint.
4 oz. aromatic spirits of am-
monia.
8 oz. whisky.
10 oz. witch hazel.
2 oz. vaseline.
10 oz. liniment (% aconite and
% chloroform).
10 oz. liniment (U aconite. ]4
chloroform, % sweet oil).
10 oz. carron oil.
8 oz. castor oil.
listerine.
laudanum,
hartshorne.
salt,
sugar.
1 oz. powdered alum.
1 oz. iodoform.
1 oz. bicarbonate sodium.
1 oz. chloride mercury tablets.
1 framed copy of "Emergency
Instructions."
V nZ.
4 OZ.
2 oz.
5 oz.
S oz.
Nil
2 canvas stretchers.
2 wool blankets (wrapped in
stout paper).
1 rubber blanket (wrapped in
stout paper).
2 small enamel bowls.
2 medicine glasses.
1 4-ounce graduate.
2 tablespoons.
2 dessertspoons.
2 teaspoons.
1 pair straight scissors.
1 pair curved scissors.
12 assorted ligatures.
2 packages safety pins.
1 package common pins.
1 pair dressing forceps.
2 rubber tourniquets.
6 small towels.
6 first aid packages.
1 roll iodoform gauze.
6 small rolls absorbent cotton.
2 large rolls absorbent cotton.
ZO adhesive 'plaster —
1 roll %-inch.
1 roll s4-ineh.
1 roll 1-inch.
1 roll 2-inch.
Cotton gauze bandages —
12 rolls 34 by 1 yard.
6 rolls 2\t> by 5 yards.
The car contains a very complete emergency cabinet. A
list of the contents of this cabinet is given later. A large
card of instructions, posted near by, explains the uses of the
first aid packages contained in the cabinet. These instruc-
tions follow:
Emergency Instructions and Contents of First Aid Package.
(Original card, 16 by 13 inches.)
For wounds on any part of the body:
Gauze. — For large wounds.
Cotton. — To cover over on top of gauze.
Rubber Band (Tourniquet). — To fasten around a limb or around
the head to stop hemorrhage, particularly in case of crushed limb.
Adhesive Plaster. — To hold dressings, but never to be applied
to an open wound.
Cotton Bandages. — To be used over first dressings where there
is much bleeding.
Gauze Bandages. — To fasten splints in place and to support
light dressings where there is no hemorrhage.
Safety Pins. — To fasten bandages, etc.
First. — Don't give a drink of whisky.
Second. — Don't pour ice or very cold water on wounds.
Third. — If the person is suffering from "shock." that is. pale,
with pinched expression of face, drooping eyelids and cold surface
of body, with feeble pulse, give spoonfuls of hot tea or coffee; if
this cannot be had. teaspoonful of whisky or some other alcoholic
stimulant, in a tablespoonful of hot water, every ten minutes, until
five or six doses have been taken. Wrap in a warm blanket and put
hot water bottles or heated bricks about the body.
Fourth. — The patient should be placed on his back, with head
low. and this position should be continued in transporting.
Fifth.— -"Remove the clothing from the wounded part by cutting
it away. Do not attempt to tear or draw clothing off. as this may
further injure the wounded part. Always see the wound and know
by your eye just what the nature of it is.
Sixth. — If a limb is crushed or torn, apply over the wound a
thick pad gauze, then a large covering or pad of cotton, fastened
with several turns of the bandages, handkerchief, or an elastic
suspender.
Seventh. — Hemorrhage. This follows shock and is very rarely
severe unless reaction takes place. Too much stimulation in-
creases hemorrhage, and for this reason it is best to give only
a little stimulant, well warmed, and repeat the dose if reaction
is delayed. Bleeding is of two kinds: First, arterial, when the
blood comes out bright and red in spurts; second, venous, when
the blood is dark and flows in an even stream. Avoid trying to
stop bleeding by twisting cords or handkerchiefs around limbs
with sticks. When the wound is large and blood comes out in
spurts, apply the rubber band tightly just above the wound, pre-
viously raising the wounded member or part, especially if it be a
limb. Be careful to put the band on uninjured flesh (if the
limb be crushed), and about three inches above the crushed
tissues, else it will slip down and increase the hemorrhage. Be
careful to see that the band be firmly hooked and fixed before
leaving it. Small wounds, even though the hemorrhage be
June 29. 1907.
ELECTRIC RAILWAY REVIEW
868
arterial, require only a firm compress of the sublimated gauze,
placed immediately over the wound and bandaged tightly in
place with one of the muslin bandages. It is best after this to
bandage firmly from the extremity of the hand or foot upward
to beyond the wound with muslin bandages. Venous bleeding,
which occurs when the wound is shallow (does not go deeper than
the skin), as a rule, requires firm pressure over the wound and
especially below it. If the wound be quite small, put a pad of
styptic cotton into it and over it and bandage tightly in place
and then apply a bandage from below upward. If only the scalp
is involved, it may also be controlled by drawing a rubber band
around the head, encircling it just above the eyebrows. This is
very painful, however, and unless the bleeding is severe, it may
be controlled by bringing the wounded or torn surface together
and applying along the wound a thick layer of styptic cotton, and
over this another layer of absorbent cotton and a tight muslin
bandage. It is well to pass the bandage under the chin if the
wound be on top of the head, as this holds it firmer and tighter.
Eighth. — After hemorrhage has been controlled apply gauze
next to the open wound always, and never let an open wound
remain uncovered lunger than is absolutely necessary to control
Oakland Wrecking Car — Interior, Showing Very Complete Equip-
ment of Tools.
the hemorrhage; but. remember, a soiled or dirty covering is
worse than none at all.
Ninth. — If a leg or arm is broken, straighten it gently and lay
on a pillow, then tie the pillow up with several strips of muslin.
bandage or splints found in the stretcher. Laths or barrel staves
padded with some soft material may he used for this purpose.
This should be done before the injured person is moved any
■disttu
Tenth. — Compound fractures are fractures accompanied by a
wound of the soft tissues at the point of fracture, so that the bone
is exposed to the air. In these cases treat hemorrhage and the
wound according to the foregoing rules and then apply the splints.
If tin- hones project beyond the skin, t) them
■back Into place by pulling the extremity in the direction of the
displacement until the ends of the fragments are quite free from
over-riding. Remember to always cover these wounds with the
■sublimate gauze and bandage.
Eleventh. — Burns. Carefully remove the clothing by cutting
it off, if the part be clothed, and apply Immediately thr r four
thicknesses of the Bublimate gauze (dry or wet. in warm water
in wi. I blespoonful of bicarbonate of s<..Ij to the quart has
been dissolved), As a rule never attempt to clean burns imme-
diately after they occur, ''over the wounded part immediately,
as directed above, and leave the cleansing to the Burgeon
ward. Extensive burns are attended with great I rule,
and require free stimulation. As hums are rarely followed by
hemorrhage, stimulants may be and si yiven in consid-
erable quantities.
Twelfth. — position in which a person should be placed after
injury. Injuries to the lead require that the head be raised
higher than the level of the body. In all cases, if practicable
lay the patient on his back, with the limbs stretched out in their
natural positions; loosen the collar and waistbands, and. unless
the head be injured, remember to have the head on the -
level as the body; do not holster it up with anything.
Thirteenth. — T,. place a person on a stretcher to carry him
Three persons are necessary to do this— two to act as bearers of
the stretcher and one to attend to the injured part. Place the
stretcher at the head of the patient on a line with the body,
the foot ot the stretcher being nearest the patient's head
r kneels on each side of the patient and joins hands under-
neath his hips and shoulders with the bearer on the opposite side.
The third man attends to the wounded limb, or looks after any
bandages or splints that may have been applied. The hearers
then rise to their feet, raising the patient in a horizontal posil
and, hy a series of side steps, bring the patient over the stretcher.
He is then lowered gently on it and made as comfortable as
possible. One bearer starts with the left foot and the other with
his right: should they keep step the stretcher would roll badly.
In all cases of accident notify the claim department promptly,
and also notify the head of the department in which the accident
occurs.
SAX FRANCISCO OAKLAND & SAX JOSE RAILW vV and
OAKLAND TRACTION COMPANY.
J. Q. Brown. Assistant General Manager and Engineer.
We acknowledge our indebtedness for the description of
this car to its designer. J. Q. Brown, assistant general
manager and engineer Oakland Traction Company and San
Francisco Oakland & San Jose Railway.
EMPLOYES' BENEFIT ASSOCIATION IN MONTREAL.
The fourth annual report of the Montreal Street Railway
Mutual Benefit Association has been issued. An abstract
of the statement of Duncan McDonald, the president, follows:
The following is a summary of the relief work done dur-
ing the year:
1906-7.
Number of members disabled through sickness or injury.- 72S
Number of visits made by physicians to disabled members. 1,801
Number of consultations given by physicians to disabled
members 7 578
Number of prescriptions issued 6.43.:
Amount paid for sickness and injury J9.737.00
Amount paid for medicine 1,804.73
Amount paid for pensions 30.50
Amount paid for death and burial insurance £,016.69
The membership of the association now includes prac-
tically all the employes who are eligible for membership.
It will prove of interest to the members to know that
the amount of $53,911.75 has been paid out in benefits, since
the organization of the association, divided as follows:
For sickness and injury $27,732.76
For medicine 4,483.32
For pensions 245.."."
For deaths and burials 15,8
For medical attendance 5.615.81
Total $53,911.75
Owing to the long and very severe winter of the past
year much sickness was prevalent among the members, and
in consequence a very large amount was paid out in sick
benefits; in fact, this item alone has taken up practically
all the fees and dues paid in by the members during the
year.
The third annual picnic, under the auspices of the asso-
ciation, was held at Dominion park in August, and lasted
for a period of seven days, and your committee is pleased
to report that the same proved successful. The picnic
netted a profit of $6,381.09.
Your "Committee of Management" gratefully acknowledges
the special Christmas donation of $3,000 received from the
Montreal Street Railway Company, this being in addition to
the contributions agreed to under Clauses 21 and 22 of our
rules and by-laws, making the total contributions from the
company $13,397.30. This amount, together with the fees
and dues received from the members, viz.. $10,891.50, and
the proceeds of the picnic, and interest on investments and
bank deposits amounting to $7,679.79. makes a total revenue
for the year of $31,968.59, and the expenses being $24,555.97,
leaves a surplus of $7,412.62.
The financial report of Patrick Dubee, secretary-treasurer,
shows a total surplus at the end of the fiscal year of $26,756.42.
Of the total revenui for the year of I 11,968.59, there was paid
out $24,555.97, of which $4,797,. 0! Foi management ex-
penses.
The report contains a COPJ of the blank used for giving
notice of disablement and application (or sickness or bodily
injury beni
8711
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 26.
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Map of Operating and Proposed Lines. Milwaukee Electric Railway & Light Company and Milwaukee Light Heat & Traction
Company.
June 29, 1907.
ELECTRIC RAILWAY REVIEW
871
PROPOSED EXTENSIONS OF THE MILWAUKEE ELEC-
TRIC RAILWAY & LIGHT COMPANY.
In the Electric Railway Review of April 27. 1907, page
558, was presented a map of the city lines of the Milwaukee
Electric Railway & Light Company, showing lines in opera-
tion and proposed extensions, as illustrating the ideas of
John I. Beggs. president, of the new lines required to com-
plete an ideal city system. Through the courtesy of Fred
G. Simmons, superintendent of construction and maintenance
GANZ STEAM MOTOR CAR FOR THE ERIE.
The first Ganz steam motor car to be constructed and
given its intiai operating test in this country was delivered
to the Erie Railroad at Dayton, O., on June 24 by the Rail-
way Auto Car Company of New York. The car left Dayton
for a leisurely trip to Jersey City over the Erie Railroad
under its own steam. After reaching Jersey City the can
was placed in regular service on one of the suburban lines
of the Erie, and will be subjected to thorough tests.
Ganz Steam Motor Car — General Appearance of Erie Car.
of way, we are now able to present an excellent map which
has just been prepared of the entire system of the Milwaukee
Electric Railway & Light Company and the Milwaukee Light
Heat & Traction Company, which is controlled by the former
and operates suburban and interurban lines in the vicinity
of Milwaukee. This map shows the lines constructed and
now in operation, the lines surveyed and projected, possible
future extensions not yet surveyed and connecting lines
operated by other companies.
The company has recently put into operation 13 miles of
only other Ganz car in actual service in this country is the
one in use on the Florida East Coast Railway. This car
was imported from Europe, where a great many of the cars
are in use, giving satisfactory service.
The Erie car, as may be seen from the accompanying
illustrations, is similar in appearance to the standard sub-
urban passenger coach of the railroad company. The car
is divided into four compartments. The motor compartment
in the forward end occupies six feet. Immediately behind
this is a similar space for baggage. Next is the smoking
Ganz Steam Motor Car — Truck Carrying Engine Cylinders.
new track between Waukesha Beach and Oconomowoc, and
intends within the next few days to begin operating over
about 11 miles of additional new track from Muskego Center
to Mukwonago. This will be followed within a very short
time by the opening of seven miles of new lines, still further
extending this new line to East Troy. Work is now in
progress on a line from St. .Marlins to Waterford and Burling-
ton, which will probably be opened this fall, and construction
is being rapidly pushed on the line between Oconomowoc
and Watertown, 11 miles, which is expected to be in opi
Hon next spring. Numerous other linee are being •
pected, surveyed and laid out.
compartment with 12 seats. The rest of the car is the gen-
eral passenger compartment Th( car Is 58 feet long over
all and has seats for 50 passengers. The weight in wot
order is 1.", tons, the use of a wooden body making the car
heavier than the all-steel construction Ganz car. which is
being built for the Chicago Rock Island & Pacific Railway,
and If h 36 tons.
The car is equipped with two compound Inclosed
motors of 60 horsepower each. Tl are mounted in the
forward truck, each driving one arougb gears. The
cylinders are I" inches and 6 I With a 5%-inch stroke.
The maximum tractive effort is :;.700 otors
872
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 26.
are arranged so that either may be operated independently
of the other. All the working parts of the motors are in-
closed in water and dust proof cases and run in oil. The
steam generator, which is 42 inches in diameter and 5 feet
high, is of 120-horsepower capacity, with a heating surface
of 212 square feet and 6 square feet of grate area. The
per
Ganz Steam Motor Car — Interior of Cab, Showing Boiler.
steam pressure is 270 pounds, the steam being superheated.
The boiler compartment also contains the control levers.
The fuel to be used is anthracite coal or coke, and this
is carried, as shown in one of the accompanying engravings,
in a bunker on the front end of the car which will hold
enough coal for a continuous run of 50 miles. The fuel
consumption is not expected to exceed 15 pounds per mile.
of 30 miles on level track or at 11 miles per hour on
cent grades.
The Ganz principle for motor car operation has been
described in detail at various times and was recently the
subject, of an interesting paper presented before the New
York Railroad Club by Charles Ducas, secretary of the Rail-
way Auto Car Company.
RECOVERY OF METALS FROM SCRAP.
A comparatively new industry has sprung up in the refin-
ing of non-ferrous scrap metal and the present high prices
asked for all metals of this class has led to unusual activity
in the scrap market.
Brass and other alloy scrap is recovered by remelting in
crucibles with new metal. Pine particles of brass, such as
occur in ashes, skimmings and sweepings, are recovered by
a system of washing and jigging. Concentrates obtained
from jigging processes are smelted in a reverberatory fur-
nace or melted in crucible or oil-burning furnaces.
Copper scrap is treated differently according to the char-
acter of the material. The copper may be in the metallic
state, as in trimmings from copper sheet, borings, grindings,
punchings, etc., or it may exist in chemical combination with
some other element, as in copper scale or blue vitriol.
Metallic scrap copper may be melted in reverberatory
furnaces of similar design to those used in the copper mining
districts. The slag skimmed off consists of impurities origi-
nally contained in the charge, and combinations of copper
with oxygen and the fire brick lining of the furnace. The
slag may contain from 30 to 70 per cent copper, which is
recovered by smelting in a cupola or a small round water
jacketed blast furnace.
Certain processes of manufacture yield some very dirty
scrap mixed with grease and refuse, which appears almost
worthless. If the metal is present in paying quantities, how-
ever, it can be recovered, no matter how polluted, by judi-
ciously drying, sorting and smelting. — Copper and Brass.
HANDLING A CIRCUS TRAIN.
The accompanying illustration shows two of the powerful
single-phase locomotives of the Spokane & Inland division
of the Spokane & Inland Empire Railroad system, coupled to
a circus train. This train comprised 23 cars, owned by the
Handling a Circus Train on the Inland Empire System.
The water tank, with a capacity of 600 gallons, is built into
the underframe of the car. The air brakes are of the West-
inghouse type, the air compressor being mounted on the
trailer truck. The lighting is by Commercial acetylene gas
and the car is heated by steam. The car is designed to make
a s]>eed of 40 miles an hour on level track and 15 miles an
hour on 2 per cent grades, and will haul a trailer at a speed
Sells-Floto Circus Company, aggregating 2,300 tons, and includ-
ing five 60-foot Pullman coaches, seven standard stock cars
and eleven 60-foot flat cars. This train was hauled for a
distance of 76 miles over the Spokane & Inland division of
the Inland Empire system, from Palouse to Spokane, Wash.,
where the circus exhibited on the new grounds east of the
city, owned by the electric railway company.
June 29, 1907.
ELECTRIC RAILWAY REVIEW
si:'.
THE WORK OF THE CHICAGO SANITARY DISTRICT.
An extra meeting of the Western Society of Engineers
was held in the Monadnock block, Chicago, 111., on Wednes-
day, June 26, 1907. The speaker of the evening was Mr.
Isham Randolph, chief engineer of the Sanitary District of
Chicago. The title of his paper was "The Work of the
Sanitary District of Chicago, Already Accomplished and Yet
Contemplated. South of the Controlling Works at Lockport."
It was read by the author and illustrated by numerous
lantern slides.
The Sanitary District of Chicago now' includes an area
of about 350 square miles, and to dispose of the sewage
from this district the flow of the Chicago river has been
reversed, a grant having been obtained from the United
States War Department to withdraw 10,000 cubic feet of
water per second from Lake Michigan. A ship canal is being-
built which will connect Lake Michigan with the gulf of
Mexico. About 14 years ago Mr. Randolph conceived the
idea of utilizing the power available at Lockport, 111., where
there is an available fall of 34 feet, and at Lake Joliet, where
there is another fall of 34 feet.
The construction of the drainage canal and power house
at Joliet involved some extremely difficult engineering prob-
lems, one of the most extensive of which is an immense but-
terfly valve which is now in the course of construction at
Lockport to prevent a serious flood in the Desplaines valley,
should a break in the embankment of the drainage canal
occur. This valve has a width of 184 feet and a height of
30 feet, and is supported at its center on a steel pivot 36
inches in diameter, and is designed to resist a total thrust
of about 5,000,000 pounds when closed. The pivot is sup-
ported at its upper end by a steel bridge having a span of
210 feet, supported on two concrete piers in the center of
the stream.
The method developed for operating this gate is an
ingenious one, originated by Mr. Randolph. The butterfly
valve is turned through a sufficient angle by means of an
electric motor until its ends project into the stream. Near
each end of the butterfly valve there are five gates which
are operated electrically. By closing the gates in the up-
stream end of the butterfly valve and opening those in the
downstream end the water itself causes the valve to close
and shut off the water. The small gates which were open
are then closed and the only water passing will be that which
leaks under the main valve. To open the butterfly valve it
is only necessary to open the small gates on the upstream
end of the valve and leave those on the downstream end
closed. The pressure on the downstream end of the valve
then being greater than that on the upstream end will cause
the gate to swing around to its original position.
The power house which has been constructed at one
side of the locks is 368 feet long, 69 feet wide and 72 feet
high from the tail-race to eaves. In it will eventually be
installed eight 6,000-horsepower turbines direct connected to
4,000-kilowatt alternating-current generators and three ex-
citer units of 600 horsepower each. The power house is con-
structed of hollow concrete blocks made in the shape of the
letter T. The turbines are of the horizontal type, there
being six turbines on each shaft. The runners, guides and
gates of the turbines were built by J. W. Jolly. Holyoke,
Mass., and the casings were constructed by Wellman-Seaver
Morgan Company, Cleveland, O. The shafts of these tur-
bines, which are 12 inches in diameter and 7". feet long, are
built up of three sections, the first being i n-hearth steel,
the second nickel steel and that nearest the generators nickel
steel annealed.
A unique feature in the construction of the turbine cas-
ing is that the bearings, instead of being made of lignum
vitae, water lubricated as usual, are lubricated by oil under
pressure, and tubes lead from the floor above the wheel-pits
■down to each bearing, so that they can be examined and
watched while the wheel-pits are filled with water. The ad-
vantages of this unique construction are obvious. The speed
of the turbines is controlled by Lombard mechanical gov-
ernors, made by the Holyoke Machine Company.
Crocker-Wheeler revolving-field alternators are direct con-
nected to the turbine shafts. These generators have 40 poles,
and the revolving field, which is 29 feet in diameter, makes
162% revolutions per minute. Current is generated at 6,600
volts.
The current generated by this station will be used for
lighting and power. The Sanitary District owns about 9,000
acres of land in the immediate vicinity of the power house
and it is proposed to sell or rent about 5,000 acres of this
land for factories which will purchase power from the Sani-
tary District. With the completion of the second power house
at Lake Joliet, making the total power available about 85,000
horsepower, there should be a rapid development of the coun-
try surrounding Joliet, which will have a marked influence
on the electric traction business in that section. It is esti-
mated that the sale of power from the power houses will be
sufficient to pay the expense of building the canal and power
houses.
INDIANA RAILWAY COMMISSION GATHERING DATA ON
SAFETY APPLIANCES AND CROSSINGS.
The Indiana railroad commission is sending out to the
railway companies in the state a set of information blanks
inquiring in regard to interlocking devices, block signals and
highway and street crossings, under authority granted the
commission by the amended law of 1907. It is understood
that the information gathered on these blanks will be used
for reference in any proceedings in regard to the use of these
safeguards.
Most important, perhaps, is the information concerning
highway crossings. The blank asks for the number of grade
street crossings on each line; number of grade highway cross-
ings; number of overhead street and highway crossings; num-
ber of undergrade street and highway crossings; and the
number of all the crossings named above protected by watch-
men, gates, bell or otherwise, or not protected at all.
The interlocking blank asks for the number of such de-
vices in which each road is concerned; the year constructed
or rebuilt; whether mechanical or electrical; name of the
company operating them; average daily train movement: the
number of laborers employed; and the total number of their
hours of labor; also the number of levers operated.
The block signal blank is divided into three sections:
one concerns the lines now equipped; the second the lines
to be equipped, and the third lines not to be equipped. With
reference to the first two, the information asked concerns the
date of construction of the system, existing or contemplated;
the number of miles of automatic block; number of miles of
manual telegraph block; miles of controlled manual block
and the total number of miles of all kinds in the state, actual
or contemplated. In addition there is space for the railroads
to outline the expenses of construction, maintenance and
operation; the questions asking for the average cost per
mile tor the construction of each kind: average cost a mile
for the maintenance of each kind, and the average cost a mile
for the operation of each kind.
The Detroit Jackson & Chicago Railwa\, which is con.
trolled by the Detroit United Railway, has announced a reduc-
tion in passenger rates of abonl 15 per cent. The limited cars
will hereafter make the run between Detroit and Jackson.
Mich., in 2% hours, and there will be no excess fare chaj
on ihese cars. The fare reductions are material. For in-
stance, the present fare from Jack80n tO Detroit is $1.20;
the new rate will be $1.00. The new timetable will give
2-hour service between Jackson and Detroit tor the present
which is a less frequent service Bui us soon as tie t
demands it new cars will be Installed.
874
ELECTRIC RAILWAY REVIEW
Vol. XVII, No.
ADJUSTING STREET GRADES IN SEATTLE.
Municipal engineering work of an especially interesting
character is now being carried on in Seattle. Wash. This
work comprises the readjustment of a large number of street
grades and cutting down the elevation of some hills more
i ban 60 feet. The accompanying halftone engraving shows
the temporary trestle-work necessary on several streets to
We are indebted to him for the interesting information here-
with given.
CHINESE AVERSE TO THE TROLLEY.
A feeling of apprehension exists among the foreign resi-
dents of Shanghai that serious disturbances may follow the
opening of the new electric street railway system in July.
Adjusting Grades in Seattle — Blocking Up Track 17 Feet Prior to Raising Street Grade.
permit the continued operation of the cars of the Seattle For some time the native press has been agitated over the
Electric Railway. At the street intersection illustrated the installation of the electric car lines and frequent articles of
grade of the pavement is being raised 17 feet. There are a highly inflammatory character have appeared. A recent
sQme streets on which cable lines are operated that are hav- article points out the danger which will result from so many
jinrikisha men being thrown out of employment and em- jinriksha men being thrown out of employment and em-
Adjusting Grades in Seattle — Permanent T-Rail Track Construction of the Seattle Electric Railway.
more interesting problems in blocking up the track to permit
of continued operation.
The accompanying line drawing shows the type of track
structure being placed in the streets of Seattle that have been
adjusted to their permanent grades. A 7-inch SO-pound T-rail
with high web is used and the 7-foot ties are bedded in con-
crete. The concrete rests on gravel ballast drained with
4-inch tile. M. Lowd is chief engineer of the Seattle Electric
Company, in charge of maintenance and reconstruction work.
phasizes the probable loss to commerce because of the in-
ability of pedestrians to use the streets on which the tram-
way runs. After making the statement that from 5,000 to
6,000 persons have been killed by the electric railways in
Tokyo, the writer says:
"During a storm of lightning or rain the electricity of
the cars and that of the air will unite and passengers on the
trams will be unable to leave them, whatever efforts they
make."
June 29. 1907
ELECTRIC RAILWAY REVIEW
S«5
News of the Week
Philadelphia Ordinance to be Reconsidered.
The Philadelphia Rapid Transit ordinance was passed by coun-
cils on June 20. Mayor Reyburn was waited upon by 20 members
of councils on June 24. who urged him to have the ordinance
recalled for further consideration and amendment, or else to veto
it. It has been decided to consider the ordinance on July 1. The
ordinance as passed embodies, with some changes, the provisions
of the original bill, an abstract of which was published in the
Electric Railway Review of May 11, 1907. page 815.
The right of the Broad Street Rapid Transit Company. Phila-
delphia, to lay tracks in Broad street was established by the
Pennsylvania supreme court in a decision which dismissed an
action Drought by the Thirteenth and Fifteenth Streets Passenger
Railway Company, seeking to enjoin the defendant from becoming
a competitor.
Legislation Affecting Electric Railways.
Wisconsin. — The senate committee on transportation has re-
ported a new street railway bill providing for indeterminate fran-
ises in place of limited franchises. Municipalities are given the
right to purchase at a valuation determined by the railroad com-
sion. Every new franchise granted shall be indeterminate. A
street railway operating under an existing license may surrender
it and receive an indeterminate license. A company so doing shall
be deemed to have consented to the future purchase of its property
by the municipality at the commission's valuation and terms. The
right of appeal to the courts from the determination of the com-
mission is reserved. Any municipality may acquire by condem •
nation the property of a street railway company operating un
franchise existing when this act goes into effect.
Michigan. — The house has defeated the Tuttle bill, which re-
moves many of the provisions restricting the acceptance of e'.
railway securities by state banks.
Object to Reducing Fares.
The Lincoln (Neb.) Traction Company, against which the
City attorney recently filed a complaint with the state railroad
commission to compel it to sell six tickets for 25 cents, has filed
its answer with the commission. The company declares that to
enforce such a demand would be confiscatory and that the Citizens'
Street Railway, mentioned in the complaint as giving the lower
rate, is operated at a loss and its officers have announced publicly
that it does not intend to operate the system at a profit, but ex-
pects to sell its road to the city when completed. The company
also states that it is selling tickets now cheaper than 90 per cent
of the roads in the country covering a similar territory. The com-
pany has filed with the federal court a dismissal of the injunction
suit against the city to restrain it from lowering fares, as the
state commission now has the power to regulate the fares and the
injunction against the city is to no purpose.
The Omaha Lincoln & Beatrice Railway, which was also in-
cluded in the complaint to the commission, has filed an answer
stating that it is a railroad and not a street railway and that its
local business in Lincoln is only incidental to its interurban
business.
Right to Build Transmission Lines.
The Indiana supreme court decided in favor of the Indianapolis
.& Cincinnati Traction Company on June 21 in the suit started by
Leonidas H. Mull. The decision of the lower court was
confirmed. The question involved is that of the right
to condemn a right of way across -private property for a
transmission line from a power house to another line leased and
operated by a traction company. The question arose by the con-
demnation of a right of way from the power house in Rushville of
the Indianapolis & Cincinnati Traction Company, across the country
to the road from Greensburg and Shelbyville to Indianapolis, which
the company operates under lease. The farmers objected to having
the high-voltage wires cross their fields and appealed to the court.
A digest of the opinion follows: (1) The power conferred on inter-
urban railroads by the acts of 1902, page 92. to condemn lands
for uses appurtenant to all roads "acquired'' by them includes
power to condemn a right of way for a transmission line of poles
and wires appurtenant to a leased line. (2) Said act is constitu-
tional. (3) Said right of condemnation is not affected by the fact
that the transmission line extends across country from a power
house on the road leading east through Rushville to the road lead-
ing southeast to Greensburg. (4) This rule that a lawful business
or structure is never a nuisance per se applies to a high-voltage
'ric line built across a farm by authority of law.
Chicago Arbitrators to Hold Hearing.
The first public hearing of Judge P. S. Grosscup and Prof. John
C. Gray, the arbitrators who are to decide on the distribution of
Chicago Railways Company stock in the reorganization of the
ago Union Traction Company and its underlying roads, will
be held on June 30. The attorneys representing the New York
interests will present a plan for distribution and the prot
committees representing the stockholders of underlying companies
will offer such sugi: - they may desire. The decision of
■rbitrators, which will be final, will probably be
within three weeks. Judge Grosscup says that the reject!
the ordinance is no longer a possibility.
The Union Traction Company stocks will b. i with
Chicago Title and Trust Companj In with the
-ordinance as soon as the majority stock of the underlying com-
panies, which is -.]e committees, is re:
In their letter to shai : rot< tlve committees state
the underlying stocks wi sited in esi
become absolute | signed by Judg
and Pi ray. shall be filed in the -
"We hereby certify that a plan of reerganizat lated
by the authority of the Chicag pany has been filed
with us and that in our judgment said ;
all things considered, foi ttion of whatever fin. ling may
be hereafter made by the arbitrators in the matter of the issuance
and distribution of the securities of the
pany."
Proposed Monorail in New Jersey for New York "Commuters."
John H. Starin, Charles Stewart Smith and Woodbury Langdon.
members of the New York rapid transit commission, which, under
the public utilities law, goes out of existence on July 1. hi
identified with a project to build a four-track monorail roai
Jersey City and Newark. N. J. It is stated that a company will
soon be formed and that a franchise will be applied for under
the state franchise laws of New Jersey, which will do away with
the delay of waiting for the sanction of the municipal autho
of Jersey City and Newark. It is proposed to run trains at inter-
vals of not more than 10 minutes and at a speed of from •
100 miles an hour, and to charge a 3-cent fare between Newark
and Jersey City, eight miles, and a 5-cent fare between Newark
and New York City. If arrangements cannot be made with the
Hudson Companies' tunnel system to transfer passengers under
the Hudson, it is proposed to establish a ferry service. It is stated
that the type of monorail to be used is the one now- being ex-
hibited at Jamestown, and which is the invention of Howard H.
Tunis, chief engineer of the American Monorail Company. Balti-
more, Md. The American monorail, as it is called, is described as
a system by which a car 47 feet long and 6 feet wide, and tapering
at each end. is supported on two trucks of two wheels each,
flanged on each side and running on a single rail. The car being
light, and its weight principally at the bottom, it tends naturally
to support itself in an upright position, but is held securely in
that position by w-hat is called the equilibrium device, arranged
on top of the car. and running between light guide rails. The
car is equipped with eight motors.
Use of Streets by Interurban Railways Constitutes No Basis for
Damage Claim.
The Indiana supreme court on June 26 gave an important
decision in regard to the use of city tracks by interurban rail-
roads in the case of Lottie Armstrong against the Indiana Union
Traction Company, in which the plaintiff asked for damages for
the operation of cars on College avenue in Indianapolis. The court
held that the use of the streets by interurban cars is no more an
"additional servitude" than their use by city street cars, as long
as they are operated within the city like street cars. But the
court holds that whatever special damages they inflict on adjoining
property by fast running or by the improper operation of their
cars in other respects, must be paid. All of the judges express the
opinion that interurban cars cannot be excluded from the streets
by abutting owners, the owners having a right, at most, to recover
damages.
The decision was by a majority only of the five judges,
two of them contending that the mere use of the streets by inter-
urban cars gives adjoining owners a right to damages as in the
ease of steam railroads. The fact that freight or express cars
are run by the interurban railroads is discussed at length, but .is
held to make no difference in their right to use the streets.
The decision of the court is thus expressed: "The majority
of the court hold that under the facts averred in the complaint and
the law applicable thereto, appellee's railroad does not constitute
an additional burden or servitude upon any of the public streets
of the city of Indianapolis: that the complaint states a cause of
action in favor of appellant only for the recovery of the special
damages which she has sustained, as shown by the facts alleged,
and for this reason only it is held by the majority that the lower
court erred in sustaining the demurrer to her complaint."
Rapid Transit Affairs in New York.
It is reported that the Interborough Rapid Transit Company is
planning to replace much of its rolling stock on the surface lines.
It is stated that the type of car has not been adopted, but that the
Montreal "pay-as-you-enter" car and the Minneapolis gate are
being considered. The Montreal car. which was exhibited at the
Columbus convention last fall, and which was described in the
Daily Electric Railway Review at that time, has an exceptionally
platform, on which the conductor stands at all times and col-
lects the fares as passengers enter the car. It is estimated that
the company 1" 000 a year in fares which the
miss, a loss which would be eliminated by the use of this t : :
The Minneapolis cars are provided with a rear platform -
which the motorman closes by a lever when he turns on I
The board of estimate on June 21 approved the appltcal
the New York City Interborough Railway for several alterations in
routes in the Bronx. The board also approved the applicatli
the Hudson & Manhattan Railroad for permission to build a 1
^ the third stories of its new terminal bullcUl
bctw.-en Church and Greenwich sti
-I. Rapid Transit ■ v
usim; paratlng t;
• i Central subw
a line of railings about four reel back fron I n tram, wil
oppoe ids and the middle 01 I
site the mid. lie are marked "entrant ■
are marked "exit." The fonnei -
bar until the alighting pass the trail
man" is In cl ach of these sliding bar-
876
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo. 26.
confusion resulted at first because the passengers were not used
to the plan, but it is expected that it will result in a relief from
the congestion.
After 13 years of existence the rnpi<] transit commission on
Thursday of this week adjourned sine ■ 1 i • - and on Monday the board
will cease to exist, being1 succeeded by the public utilities commis-
sion.
Engineering Association Issues Bulletin.
S. \Y. Mower, secretary of the American Street and Interurban
Railway Engineering Association, under date of June 25, has sent
out a circular letter to the members, containing information regard-
ing the meetings of the association at the annual conyention of the
American street and Interurban Railway Association and the
affiliated associations, to be held at Atlantic City. N. J., during
the week beginning October 14 next. The meeting of the Engineer-
ing; association will convene at 2 o'clock p. m., on Monday, October
14. and will continue during Tuesday morning and afternoon. On
Wednesday morning. October 16, at in o'clock, the joint meeting
of all the associations will be held, with the closing session of the
Engineering association at 2 o'clock the same afternoon. The
headquarters of the association will be at the Hotel Dennis.
In the circular letter particular attention is called to the
"question box," which is provided as a moans of bringing miscel-
laneous matters before the convention. Although papers have been
assigned on several subjects, it is thought likely that some matters
of particular individual interest may not have been included. For
this reason, therefore, a blank on which is printed a request that
certain questions (to be named by the recipient) be discussed at the
meeting, is inclosed with each letter, the blank to be filled out and
returned to the secretary at London, Out. During the first part
Of July these lists of questions will be printed and forwarded to the
members for answers, the questions and answers to be printed
later and sent out with the advance papers. It is hoped that the
members to whom these blanks are sent will give the matter their
early attention and thus facilitate the work of preparing these lists.
Applies for Freight Permit. — The Allentown & Reading Trac-
tion Company of Allentown, Pa., has applied to the city councils
for a permit to carry freight, under the provisions of the Homsher
law, passed by the last legislature.
Three-Cent Fare Bill in St. Louis. — A bill has been introduced
in the St. Louis municipal assembly which provides that street
railways in the city shall charge a fare of three cents for a
continuous ride in one direction for persons over 12 years of age
and two cents for children between the ages of 3 and 12.
Winona Interurban Will Handle Express. — A contract for the
operation of the United States Express Company over the line of
the Winona Interurban Railway from Warsaw to Goshen. Ind.,
effective on July 1. has been signed by both companies. Offices
will be opened in the near future in the principal cities and towns
along the route.
Electric Lines in Pennsylvania Must Report on Mileage. —
Attorney-General Todd of Pennsylvania has given an opinion that
the recently approved law requiring railroads to file with the
department of internal affairs a statement of the length of their
lines, the distance between termini, and the distance between
stations, applies to electric as well as steam railways.
Aurora Elgin & Chicago Increases Wages. — The Aurora Elgin &
Chicago Railway. Wheaton, 111., has signed a new wage contract
with the members of the Brotherhood of Interurban Trainmen
employed on its lines, whereby the men will receive 23 cents an
hour for the first year, 26 cents for the second year and 29 cents
thereafter. The old scale was 22 cents for the first year. 25 ee;:ts
lor the second year* and 27}£ cents thereafter.
Ft. Wayne & Wabash Valley Benefit Association. — An employes'
benefit association is being organized among the employes of the
Ft. Wayne & Wabash Valley Traction Company of Ft. Wayne,
Ind. The members will pay dues of 50 cents a month and will
receive 50 cents a day in case of sickness or 75 cents in case of
accident. Death benefits of $100 will be paid. Officers are to be
chosen by trustees elected by the members. Officers of the company
have made donations to the benefit fund.
Trolley Trips in and About Montreal. — The Montreal Street
Railway Company has issued a 16-page folder entitled "Trolley
Trips in and About Montreal." which describes and illustrates with
halftones many of the numerous points of interest which may be
reached over the company's lines. Montreal is fortunately situated
in this respect, for in addition to many points of historical im-
portance there are many picturesque suburban places to attract the
summer traveler, including Mt. Royal Park, Lachine, Cartierville,
Sault au Recollet, Bout de l'Isle. The Bout de l'Isle line passes
through several quaint old French-Canadian villages. The folder
is well arranged and gives concise information as to schedules.
rates of fare, connections, etc., with an excellent map of the
company's system.
To Test Validity of Half-Fare Law.. — The first step to test the
constitutionality of the law which provides that street railway
companies shall sell to pupils of public and private schools trans-
portation at half the regular rate was begun in Northampton, Mass.,
on June IS. when at the request of Chief Justice Aiken of the
superior court a jury in that court, criminal session, rendered a
verdict of guilty against the Connecticut Valley Street Railway
Company of Greenfield, Mass. The case will be taken on appeal to
the supreme judicial court. The case reached the jury on an
agreed statement of facts presented by District Attorney Richard
\V. Irwin, representing the commonwealth, and Bentley Warren of
Boston, representing the defendant corporation. The company had
been indicted because of the refusal of the Northampton agent of
the company to sell transportation at reduced rates to Fred W.
Chapin of Amherst, a student in the Northampton Commercial
College. The defense is that the Northampton college is not a
school of the kind contemplated by the makers of the law and that
the section of the law entitling students of such schools to trans-
portation at reduced rates is unconstitutional.
Accounting Committees Meet at Cleveland. — The committee on
standard classification of accounts of the American Street and In-
terurban Railway Accountants' Association met at the Hollenden
hotel in Cleveland on June 25. to confer on forms of accounting that
will conform with rulings of the interstate commerce commission.
Conferences will follow until suitable forms are recommended to the
association for general adoption. Comptroller W. F. Ham of the
Washington Railway & Electric Company. Comptroller C. N. Duffy
of the Milwaukee Electric Railway & Light Company. Auditor F. R.
Henry of the United Railways of St. Louis and Auditor W. G.
McDole of the Cleveland Electric Railway were present. A sub-
committee on interurban accounts, composed of A. B. Bierck, au-
ditor of the Long Island Railroad; W. H. Forse. Jr., assistant
treasurer of the Indiana Umion Traction Company, and A. C. Henry.
auditor of the Lake Shore Electric Railway, was also in session.
Geary Street Railway Seeks to Enjoin Acquirement by City. —
The officers of the Geary Street Park & Ocean Railroad of San
Francisco, Cal.. on June 21 began an action in the superior court
against the board of supervisors for the purpose of securing an in-
junction restraining that body from exceeding the dollar limit in its
tax levy for the coming fiscal year for the purpose of acquiring
and improving the Geary street system. It is held by the plaintiffs
that the cost of acquiring the Geary Street Railway cannot be
paid out of the general fund, and attention is called to the fact
that the electors have twice refused, by their votes at elections,
to authorize a bond issue for the purpose. The court is asked to
grant an injunction immediately restraining the board of super-
visors from making two separate tax levies for the general fund,
or any additional or special tax levy; from making any tax levy in
excess of $1.00 on every $100 of valuation; from levying any tax
to pay for a municipal street railway, and from incurring any
indebtedness for the purpose. The court is also asked to declare
the appropriation of $720,000 for the acquirement of the Geary street
railway to be null and void.
Seattle Engineers Visit Spokane. — Nine members of the Seattle
(Wash.) branch of the American Institute of Electrical Engineers
visited Spokane on June 15 and 16, to inspect the power stations
of the Washington Water Power Company and especially the
Spokane & Inland Empire Railroad, which uses the single-phase
system. On June 16 the party took a trip to Waverly over the
Spokane & Inland line to visit the substation at that point. At a
meeting on the evening of June 15 J. B. Ingersoll. general manager
of the Spokane & Inland Empire Railroad, was to have read a
paper on "Single-Phase Electric Railways," but was unable to be
present. Mr. H. R. Stevens, consulting engineer for the A. S.
Downey Company, said: "This territory has taken the lead in the
matter of electric lines and transmission, being far ahead of the
coast cities in the extensiveness of its electric lines and equipment.
The single-phase system of operating electric lines, as used by the
Inland Empire lines, has. we think, been shown to be a complete
success." The party included: C. E. Magnusson, professor of elec-
trical engineering in the University of Washington; W. S. Wheeler,
franchise inspector for the city of Seattle and secretary of the
Seattle branch of the American Institute of Electrical Engineers;
G. W. Pielver. general manager for the Allis-Chalmers Company at
Seattle; A. C. Babson. general manager for the General Electric-
Company at Seattle; C. Remsehell, salesman for the Allis-Chalmers
Company; A. L. Snyder and C. A. Sears, of the Seattle Electric
Company; Fred G. Simpson, of the Kilvern-Clarke Company; and
H. R. Stevens, consulting engineer for the A. S. Downey Company
of Seattle. The trip to Spokane was made at the close of the an-
nual convention of the electrical engineers of the state, recently
held at Seattle. Professor Magnusson was chosen delegate to the
national convention of the institute, to be held this week at
Niagara Falls.
Interstate Railways Company Plans to Carry Freight. — Unless
present plans fail, the Interstate Railways Company of Philadelphia
expects to begin hauling freight between Wilmington. Chester and
Philadelphia in the fall. Much money, is being expended upon
track repairs, new sections of roadbed are being put in and in
various ways the company is preparing for the extension of its
business in the delivery of milk, fruit ami general merchandise.
One of the first items of traffic to be developed will be the milk
trade. The southwestern division of the Chester Traction Com-
pany's system enters Philadelphia at Third and Jackson streets,
and traffic arrangements will he made with all the lines of the
Philadelphia Rapid Transit Company between Second and Thir-
teenth streets, which will make it possible to deliver milk to any
point in the city at an early hour and before the passenger traffic
of the day begins. It is the intention of the company, according
to A. G. Jack, superintendent, to enter into active competition in
another season for the fruit grown on the northern section of the
Delaware peninsula. The Wilmington division of the company's
system begins at the Christiana river, but a branch line extends
to Delaware City, and it is the intention to make traffic arrange-
ments with the Delaware lines, which would enable the company
to land fruit in the wholesale district of Philadelphia in a run of
not more than three hours. Only a package business, it is ex-
pected, will be done on the Chester and Darby division, the South-
western line to be used for all the through freight. It is not ex-
pected that a general freight business between Philadelphia and
Chester will be developed, as the Chester boats give a rate that
makes competition unprofitable for trolley oars, but the company
expects to find a growing business in freight carrying between
the suburban towns and between Philadelphia and the suburban
sections through which the trolley lines pass.
June 29, 1907.
ELECTRIC RAILWAY REVIEW
877
Construction News
FRANCHISES.
Amityville. N. Y. — A 50-year franchise has been granted to
the Huntington & Babylon Railroad to operate an electric line in
this city.
Bisbee. Ariz. — The Warren Street Railway Company of this
city has been granted a franchise to build and operate an electric
line between Upper Tombstone canyon and Warren, Ariz. I.. W.
Powell, president, Bisbee, Ariz.
Bristol, Va. — A 30-year franchise lias been granted to the
Bristol Street Railway to build and operate an electric line in this
city. Work is to begin at once.
Brooklyn. N. Y. — The Brooklyn Rapid Transit Company has
filed with the borough authorities plans for a complete loop system
at the Brooklyn Borough Hall, in anticipation of the early com-
pletion of the East river tunnel and the operation of trains direct
from the Bronx to the Borough Hall station in Brooklyn. In this
nay it is proposed to relieve the congestion which undoubtedly
would result by the landing of 30,000 extra passengers, which it is
estimated will lie handled during the morning and evening rush
hours after the completion of the tunnel, it is stated that the
borough authorities will insist on several modifications of the plans
before filing their approval.
Buffalo. N. Y. — The Buffalo Genesee & Rochester Railway.
recently incorporated with a capital of $7,500,000, has been granted
a certificate of necessity to construct a double-track electric line
from Depew to Rochester, about 60 miles. As now planned the
road will connect with the Buffalo & Depew Railway, where the
Genesee street line of the International Railway enters Cheek-
towaga. The granting of this franchise is the culmination of a
contest begun three years ago, caused by the refusal of the state
railroad commission on two different occasions to allow the
Buffalo & Rochester Railway the right to build its interurban line.
on the ground that additional transportation facilities were not
needed in the district. Much of the work of grading and extension,
which already had been done, was stopped by the action of the
commission; therefore the Buffalo Genesee & Rochester Railway
was incorporatd, as noted in our issue of June 1, with a slight
change in the route as originally laid out by the Buffalo &
Rochester. This overcame some of the objections formerly made
by the commission and it now is believed that further proceedings
against the building of the road will be discontinued. J. T.
Mooney, general superintendent of the Buffalo & Depew Railway,
will build the new line.
Chehalis. Wash. — The Centralia-Chehalis Electric Railway &
Power Company again has applied for a franchise to build its line
in Chehalis and from that city to Centralia. B. J. Weeks. Tacoma,
Wash., representing the company, is quoted as saying that steel
.sufficient to lay one mile of track is on hand and that enough for
six additional miles has been promised in the near future. If the
franchise is granted actual construction work will be started within
60 days.
Davenport, la. — The city council at its meeting on June 10
passed an ordinance granting a franchise for an entrance into the
city to the Eastern Iowa Traction Company, which proposes to
build from Davenport to Maquoketa and Dubuque. la. Franchises
over practically the same routes were also granted to C. G. Hip-
well and to a company which proposes to build from Davenport
to Manchester, la. Amendments were added to each ordinance
providing that the company which first builds 20 miles of track
outside of the city shall have the right to build the city tracks
and the other two may make trackage agreements with the first.
Dunkirk, N. Y. — A franchise has been secured by the Buffalo
.v Lake Erie Traction Company to build its line into this city from
Buffalo, This includes right of way from the eastern boundary line
lautauqua county at Irving into and through the city of
Dunkirk to its western city limits.
Evanston, III. — A franchise granted to the Chicago Consoli-
dated Traction c pany recently by the Evanston city council,
giving the company the right t<> extend its tracks two blocks from
Central street and Florence avenue to the city limits, to connect
with a lire to the Glen View golf links, was returned on .lone 21
by Mayor .Joseph E. Paden with his veto, because it was passed
by the- council without advertising it for 10 days before passage.
Gainesville, Tex. — Tie- city council has renewed the franchise
granted some time ago for tie- building of the Gainesville Whites-
boro & Sherman interurban Railway. The renewal is for on,
July 1. 1907, al which time It is promised that the line will
be in operation. A bonus of (250,000 has been subscribed b
interests and will l»- paid 0 1 al the 1 n r timi
Greenville. S. C. — Franchises to operate electric lines In this
. granted to the following companies: South Carolina
Public Service Corporation, Greenville -Anderson interurban Rail
ad a pioposed line from Greenville to Willlamston.
Hot Springs. Ark. — II. McCafferty of this citj has applied for
a frai 0 tn electrii inn in 1 tot Spt Ings, troi
end of Spring street to ;i poinl two miles east of tie city, where .1
hotel i> located, and where it is proposed to build an artificial lain
announced thai surveyors also m al ■-■ oi
scenic railway, which it is planned to have in opi ratii bj October
1 next.
New Westminster. B. c— The Burrard Westminster .v.- Boun-
dary Railway i- Navigation Company, which proposes to build an
electric railway from New Westminster to Seattle, has applied for
a franchise.
Richmond, Ind. — The city council of Richmond at a recent
meeting voted against the granting of a franchise to the Dayton
.V- Western Traction Company, which is now without right to
enter the city, unless it provides for universal transfers between
its line and the city lines, ami from the city lines to the inter-
urban lines within the city limits. The sai lecision was reached
with regard to the Terre Haute Indianapolis & Eastern Traction
Company, which wishes to enter the city with its freight ems.
The council also demanded the stoppage of cars at crossings upon
the proper signal living displayed within the city limits.
Seattle, Wash. — The Seattle Electric Company has 1»
a franchise for the extension of its line in East and North Forty-
ninth street, connecting the Green Lake and University lines.
Southport, N. Y. — The Elmira Corning & Waverly Rai
Company has secured a franchise to operate an electrii- line in this
city.
Toledo, O. — The county commissioners have granted a 25-year
franchise to the Toledo Railways & Light Company for the opera-
tion of its line on Phillips avenue, from Detroit avenue to the end
of Phillips avenue. This will replace the franchise for the present
single-track line, which has been operated for 16 years.
Toledo, O. — The Lima & Toledo Traction Company has been
granted a franchise by the county commissioners to cross eight
county roads on its route through Lucas county to Toledo. It is
stated that a change in the location of a bridge over the canal
where Glendale avenue crosses the railroad will prabably be in I
for which the company will pay the county $400.
Vancouver, Wash. — The Washington Railway & Power Com-
pany of Portland, Ore., has been granted an additional franchise,
through its attorney. Arthur Langguth, for several streets in
Vancouver. The company is now pushing construction work as
rapidly as possible and has purchased nearly all the material for
construction.
Virginia. Minn. — The Mesaba Traction Company lias secured a
franchise to operate its line in this city, with IS months in which
to have the first mile of track completed and in operation. F. B.
Myers, Biwabik, Minn., president.
Waycross, Ga. — Acceptance of the franchise recently granted
by the city council to Burdette Loomis, Hartford, Conn.; George W.
Deen of Waycross, and F. H. Ellmore, Jacksonville, Fla., has been
tiled, and it is exported that work on the surveys for the road, will
be started soon. The franchise also included the right to operate a
gas plant.
RECENT INCORPORATIONS.
Chicago & Wisconsin Traction Company, Chicago, III. — Incorpo-
rated in Illinois to build an electric railway in a northerly and
northwesterly direction from Chicago. Capital stock. $10,000. In-
corporators: H. R. Yaryan, Lewis E. Starr. Walter F. Wantke,
Philip R. Lynch and George W. Miller, all of Chicago.
Danbury & New Milford Street Railway. — The bill for tin- in-
corporation of this 16-mile electric railroad lias been passed by the
Connecticut senate. The cost of construction is estimated at about
(30,000 per mile. Capital stock, $200,000. which may be raised to
$900,000.
Douglas & Coos Electric Railroad. Marshfield, Ore. — incorpo-
rated in Oregon to build an electric railroad from Roseburg to
.Marshfield. Capital stock. $500. 0110. The following temporary offi-
cers have been elected: L. J. Simpson. North Bend, Ore., presi-
dent; A. E. Marsters, Myrtle Point, first vice-president; -L. H.
Hazard, Coquille, second vice-president; Henry Sengstaken, secre-
tary; J. 11. Flanagan, Marshtiel.l. tri-asurer.
Evansville (Ind.) Railways Company. — Incorporated in Indiana
to take over the Evansville & Eastern Electric Railway and the
Evansville & Mt. Vernon Electrii Railway. Capital stock, $1,
{ officers: W. L. S tag. president: C. II- BatMiii, vice-]. resi-
lient and general manager; M. s. Sonntag, treasurer; F. W. Reitz,
tecretary; and W. 11. McCunly, chairman of the board of di-
rectors; all of Evansville, ind. It is stated that the Mt. Vernon
line will l>e rock ballasted and the Rockport line I Men. led to
Grandview, Ind.
Norwich Colchester & Hartford Traction Company. Colchester,
Conn. — The railroads committee of the Connecticul senate has re-
ported favorably on the bill authorizing this companj to operati
its lines in Norwich, Bozrah, Lebanon, t 'oiciiesi or. Marlborough
Glastonbury and East Hartford and do a lighting and power busi-
ness m Colchester. Capital stock maj be from $100,i to $1,000,
000. The companj may issue bonds and 1 tgage Its franchise,
Phoenix. & Western Development Company, Phoenix, Ariz. — In-
corporated in Arizona to build and operate an electric hi
Phoenix and an ii . i ei . u i .a . . railway from this city to outlying
points. Application for franchises already hat been made. Capita]
stock. $1, ,000. incorporators; S. S. Scull, S. s. Green, Lloyi
Christy, Lysander Cassldy, P nix, Ariz.; George W. Mlsehe,
Rochester, N. v.
Southern Wisconsin Railway, Milwaukee. Wis.— Incorporated In
Wisconsin to build and operate passeng md freight Ii rli lines
,,,i 1 ni. 1 or acquire electric light 1 1 power plants. 1 !
878
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 26.
stock, $l(ii). rncorporators:
Adams and Albi rl B i lenu.
Charles v. Smith. William F.
TRACK AND ROADWAY.
Abilene, Tex. — Work lias commenced on the street railway line
for this city and will be pushed rapid]} to completion. The first
work was begun at Park Heights, in southwest Abilene. The Brsl
shipment of ties is expected soon and the road will lie put in
operation about October 1. Tine,, cars will at Brsi be used and
this number will be increased as the business demands it.
Alabama City Gadsden & Attalla Railway. Gadsden. Ala. — It is
ported that this company will shortly begin the construction of
its Alabama City loop, which will rim south of the plant of the
Southern Steel Company. The present Walnut street line will be
used to get into the city. -
Albia (la.) Interurban Railway. — It is report.-. 1 that the right
•of way for the line from Albia to Hocking, la., has been acquired
and contracts have been let for the construction of the line. The
Engineering Construction * Securities Company of Chicago has
the general contract, agreeing to have the work completed by
November 1. and a subcontract for grading has been let to
"W. W. Cummings of Ottumwa, la. As soon as work on this line
is under way surveys will be started for an extension north to
Hiteman and Buxton. Calvin Manning of Albia is interested.
Alton Jacksonville & Peoria Railway. Jerseyville, III. — This com-
pany has begun the work of stringing the trolley wire on its line
between Alton and Godfrey and it is stated that service between
the two points will be inaugurated within the next few weeks.
For the present power will be furnished by the Alton Granite &
St. Louis Traction Company.
American Electric Railroad, Des Moines, la. — This company,
which proposes to build an electric railway from Muscatine to
■Council Bluffs, la., is stated to have been quietly at work for
several months and to have completed three surveys and secured
half the right of way for the first section of the line, from Des
Moines to Greenfield. It is also stated that construction will begin
out of Des Moines in Bii or S10 days and that practically all of the
construction material and equipment has been contracted for. The
company was incorporated last October with $20,000 capital stock
and is said to represent a large Chicago bonding company. The
incorporators were J. D. Pollard, C. F. Casselman and C. W. Baker,
president, with offices in the Clapp building, Des Moines. The
route from Muscatine to Council Bluffs as projected includes
Muscatine, Sigourney, Oskaloosa, Knoxville, Des Moines, Indianola,
"Winterset, Greenfield, Fonatella, Griswold and Carson. Indianola is
to be reached by a branch from Spring Hill, south of Des Moines.
Berkshire Street Railway. Pittsfield, Mass. — It is reported that
this company will soon let contracts for an extension from Great
Barrington to Canaan. Mass.
Birmingham (Ala.) Railway Light & Power Company. — The
new street railway line to Mountain Terrace, the new residence dis-
trict in the Highlands, southeast of Birmingham, was opened for
traffic on Saturday, June 22.
Boise, Idaho. — It is announced that W. S. Kulin of Pittsburg,
Pa., is financing an electric railroad, to be built from Twin Falls
to Ely, Nev., and Boise. Idaho. Some of the preliminary work
has been started and part of the material is on the way. Power
to operate the line will be secured from Shoshone Falls.
Boston & Eastern Electric Railroad, Boston, Mass. — Another
bearing before the Massachusetts railroad commission was held on
June 19 in regard to the company's plans for the line from Boston
to Lynn, Mass., and John H. Bickford, chief engineer, said it was
planned to cross the Mystic river on a pile bridge with steel draw.
•Other bridges necessary were similarly planned. No traffic arrange-
ments have been made with the Boston Elevated Company, but the
plan was to approach the Sullivan square terminal by an elevated
structure, to which the cars would rise by a 1 per cent grade from
the company's Mystic river bridge, the new elevated being in or
over Alford street, with station platforms parallel to that street and
•adjoining the present "L" terminal.
Boone Webster City & Ft. Dodge Interurban Railway, Boone,
• a. — At a recent meeting of the directors the following officers were
eleoted: E. E. Hughes, Boone, president; F. A. Sackett. Webster
City, first vice-president; John L. Goeppinger, Boone, second vice-
president; J. H. Herman, Boone, treasurer; J. S. Crooks. Boone,
-secretary. The company discussed plans for financing the road
from Boone to Webster City. The probability is that the line will
be started this summer. Eastern capitalists are said to be in-
terested.
Butler Saxonburg & Tarentum Street Railway, Butler, Pa. —
It is announced that this company will apply on July 21 for a
Pennylvania charter to build an electric railway. 26 miles long, to
connect the towns named in the title. It is stated that financial
arrangements have been made and that the company will be in
shape to begin construction as soon as the charter is obtained.
Much of the right of way has been obtained. Those interested
include William McDowell. E. C. and O. W. Rudert and James
Cirigliano of Saxonburg.
Canton Youngstown & Akron Railway. — Active work will be
begun on this new line within the next 30 days, according to the
latest statement of John E. Monnott. promoter, who was in Youngs-
town last week, in the interests of the new trolley project. "I can-
not say at what place tne work will first be started," explained Mr.
Monnott. "That will be determined upon later, probablv this week.
Everything is looking good for an early building of the line." The
Collins Construction Company, Chicago, has secured the contract
for the work, which will be rushed along as rapidly as possible.
The new road will require the building of 6"» miles of track and
roadbed, involving an expense of about $2,000,000. The money to
build the road is already available. There will be a direct line from
Canton to Youngstown. a direct line from Youngstown to Akron,
and a direct line from Akron to Canton.
Central Pennsylvania Traction Company, Harrisburg, Pa. — It is
reported that this companj has made arrangements to extend its
line from Harrisburg to Dauphin, Pa., nine miles.
Chicago Lake Shore & South Bend Railway. South Bend. Ind. —
J. B. Hanna. president, reports rapid progress on the line from
South Bend. Ind.. to Kensington, 111. About 20 miles of track has
been laid out of South Bend and work on the grading and on the
power house at Michigan City is progressing satisfactorily. Mr.
Hanna sets February 1 as the date of beginning operation.
Chicago & Milwaukee Electric Railroad, Highwood, III. — The
Columbia Construction Company of Milwaukee. Wis., has received
a contract for laying this company's double track in the south side
of Milwaukee and will begin work this week on Grove street. The
company has until August 27 to lay two miles of track.
Cincinnati Dayton & Ft. Wayne Traction Company. Dayton,
O. — The directors have decided to increase the capital stock from
$1,000,000 to $3,000,000 and it is stated that construction will begin
at once. Dr. George of Dayton is president.
Columbus (Ga.) Railroad. — This company proposes to build
an extension of its street railway system on Twelfth avenue, from
Eighteenth to Twenty-ninth streets, and has requested the city
authorities to provide the necessary grades, etc.
Denver & Greeley Railroad. Denver, Colo. — J. D. Houseman
writes that this company, recently incorporated to build a system
of electric lines between Denver and Greeley, Colo., is now securing
right of way and terminals. Surveys are not completed.
Denver & Interurban Railroad. — Construction is now in progress
on the city lines in Ft. Collins, Colo. Grading was started last
week on the Mountain avenue line. It is the intention to com-
plete this line to Prospect Park and have the cars in operation in
time for the stock show the last week in August.
Erie Cambridge Union & Corry Railway. Erie, Pa. — A meeting of
the stockholders has been called for July S to consider an increase in
the bonded indebtedness in order to complete the construction of the
road, which was promoted by the late Senator Gibson. Considerable
grading has been done, but the progress of the work was delayed
by Mr. Gibson's death.
Franklin & Towamensing Electric Railway, Allentown, Pa. —
Surveys for the route of this company's proposed nine-mile electric
line between Slatington and Leighton, Pa., have been completed by
Charles W. Grossart, Allentown, Pa.
Gainesville Whitesboro & Sherman Railway, Gainesville, Tex. —
It is reported that financial arrangements have been made for
completing this road from Gainesville to Sherman. Tex., on which
nine miles of grading was done last year, provided the franchises
can be renewed. John King of Gainesville, vice-president and
general manager.
Gait Preston & Hespeler Street Railway. Gait, Ont. — This com-
pany is double-tracking its line between Gait and Preston, Ont.
Hanover & York Street Railway, York, Pa. — Rapid progress
is being made on this extension of the York County Traction Com-
pany from Yrork to Hanover. Pa.. 20 miles. Grading is in progress
at five places and many of the culverts and bridge abutments have
been completed. One of the largest structures on the line will be
the highway crossing at Eyster's Mill. Dodge & Day of Phila-
delphia are the contractors. Rails and ties have been delivered at
several points.
Hornell Bath & Lake Keuka Railway. — This company has been
authorized by the New Y'ork railroad commission to build its pro-
posed road from Hornell to Bath. Hammondsport and Branchport,
X. Y.. 50 miles. The company has a capital stock of $1,000,000.
F. W. Hastings of Bath is interested.
Illinois Traction Company, Champaign, III. — A public hearing on
the plans for the bridge across the Mississippi from Venice, 111., to
St. Louis, Mo., was held last week by Col. Clinton B. Sears of the
United States army engineering corps. Representatives of different
civic associations and of steam railroads whose tracks are to be
crossed were present and no objection to the plans was offered.
They will now be submitted to Secretary of W'ar Taft for approval.
The plans were prepared by Ralph Modjeski of Chicago. — Twenty
carloads of steel rails have been delivered for use on the Lincoln-
Mackinaw line. Graders are now at work just east of the Lincoln
College grounds. The line is 27.0 miles long and enough grading
has been completed so that it is predicted that tracklaying will
begin in August. It is stated that grading is also to begin on the
Springfield-Jacksonville line this year, between Jacksonville and
New Berlin, where the line has been located.
Indiana County Railway. — This company, which is controlled by
the Jefferson Traction Company of Punxsutawney, Pa., has laid
about six miles of track, from Indiana to Ernest and Creekside, Pa.
Fifteen miles, from Indiana to Clymer. has been graded and a line
from Indiana to Blairsville. 10 miles, is to be graded this summer.
Indianapolis Crawfordsville & Western Traction Company,
Crawfordsville. Ind. — E. P. Baker, vice-president, has announced
that the tracklaying on this line from Indianapolis to Crawfords-
ville. Ind., 44 miles, has been completed and all of the ballasting
except about eight miles. The power houses and substations are
practically completed and cars are to be operating by July 4.
June 29, 1907.
ELECTRIC RAILWAY REVIEW
879
Indianapolis Huntington Columbia City & Northwestern Rail-
way. Syracuse. Ind. — It is reported that Benjamin Raupfer and
Thomas R. Marshall, with Other stockholders, propose to reorganize
this company, which is now in receiver's hands, and complete the
road. It is stated that tin MHiei,tcdness of the company is but
$1S,000 and oyer $100,000 has been expended on the road. It was
proposed to build from Huntington to Goshen, 66 miles. About
five miles of track has been laid ami about 10 miles additional has
been graded. Surveys had been completed. It was the intention to
extend the line ultimately to Indianapolis. The receiver's sale will
be held in August. Thomas A. Bell of St. Louis is president.
Indianapolis Newcastle & Toledo Electric Railway, Newcastle,
Ind. — It is now announced that this line will toe in operation from
Indianapolis to Newcastle. Ind.. by September 15. The company
expects to ha\"e the line completed east to Muncie by the first
of the year.
Kenosha (Wis.) Electric Railway. — This company has begun
the extension of its lines within the city and during the nexl three
months about three miles of new track will be laid.
Kentucky & Ohio River Interurban Railroad, Paducah, Ky. —
The directors met in Paducah last week to consider plans for
building the proposed line from Paducah, Ky., to Cairo, 111. It is
stated that the right of way has been secured and that oenstruc-
tion contracts will be let in a few weeks.
Lafayette & Chicago Electric Railway, Lafayette, Ind. — It is
announced that work on this proposed electric line will be started
within two months. G. W. Infield, president, has announced that a
Chicago bonding company is ready to furnish 75 per cent ol the
capital required.
Lehigh Valley Transit Company, Allentown, Pa. — The direc-
tors have decided to proceed with the building of the proposed
bridge to connect Allentown and South Allentown, Pa., which will
be 1,820 feet long and will cost $350,000.
Little Rock & Hot Springs Electric Railway, Little Rock, Ark. —
A mass meeting was held at Little Rock, Ark., last week in the
interests of the proposed electric line to Hot Springs, and $20,000
was subscribed. Committees were appointed to secure additional
subscriptions. L. Garrett is vice-president and general manager.
Louisville New Albany & Southern Traction Company, New
Albany, Ind. — It is announced that this company, which proposes
to build an electric railway from New Albany to French Lick,
Ind., will soon ask for bids for the construction of its line.
Macon Americus & Albany Electric Railway, Macon, Ga. — It is
reported that the Interurban Construction Company is preparing to
• let contracts about July 1 for the construction of this proposed
line from Macon to Americus and Albany and from Macon to Griffin
and Atlanta, Ga. Several bids have been received. N. J. Cruger of
Albany, Ga., president.
Madison & Fond du Lac Electric Railroad, Madison, Wis. — This
company, incorporated last October to build an electric third-rail
line from Madison to Fond du Lac, Wis., is making preparations to
begin construction at an early date. The route includes Windsor,
Columbus, Beaver Dam and Waupun, with a branch from Beaver
Dam to Fox Lake and Watertown. A power house at Beaver Dam
has been purchased. The company also proposes to furnish power
for lighting, and several franchises have been secured for both
lighting and railway privileges. Seventy-pound rails will be used.
David Howard of Madison, president; F. A. Umsted, chairman of
the board of directors.
Metaline. Wash. — S. H. Anschell of Metaline is reported to
be interested in a project to build a railway from Colville to
Metaline, 40 miles.
Milwaukee Northern Railway, Port Washington, Wis. — The
Wisconsin supreme court has decided in favor of this company in
suits brought by the Milwaukee Light Heat & Traction Company
to determine the title to a right of way claimed by both companies,
from North Milwaukee to the northern line of Milwaukee county
and beyond. The traction company claimed that it had adopted
the route in question. The Milwaukee Northern is now building
over the right of way on its line from Milwaukee to Port Wash-
ington.
Mt. Desert Transit Company, Bar Harbor, Me. — It is stated
that construction contracts probably will be let this fall for build-
ing the proposed line from Ellsworth to Bar Harbor arid South-
west Harbor, Me., about 4ii miles. Surveys are now in progress.
John S. Kennedy of New York, N. Y., is president, and W. E.
Baker & Co. of New York arc tin ngineerB.
Nashville (Tern.) Railway & Light Company. — A for f 1""
men is at work on the grading for the extension of lids company's
line on the Lebanon turnpike beyond Mt. Olivet, its pi
terminus. The work of laying the rails will be started in tie near
future.
Naugatuck Valley Eltctric Railway. — It is announced thai lids
road, which has been under ■•■msti action from N'augatuck sooth
to Seymour, Conn., by way of Beacon Fails, will b< In opei
some time in July. T is controlled I, ihct'oi ticul Rail-
way & Lighting Company and whci pit ted will afford through
service from Waterbury to Ansonla, Derby and Bridgeport.
New York & Queens County Railway, Long Island City, N. Y. —
This company has made application to th< board estimai
apportionment foi permission to build a line In Frai :
Twenty-second to Thirty-first street, on Thirtj m I to
Broadway and on Broadway to Bell i te af de 41
tion with the Belmont tunnels, now under eon tructlon,
Northern Electric Railway, Chico, Cal.— < ' s been
started on the line from Chico to Hamilton City, Cal.
Northern Traction Company, Hibbing, Minn. — Grading is wow
■ ; between < 'hisholm and I libbing, .Mum., tor the hue
Which is to connect Hibbing with Blwabik and a number of other
towns on the Mesaba range. R. F. I li rdie, president.
Oklahoma City El Reno & Southwestern Interurban Railway. —
G. N. Martin of Chicago, promoter of this company, which proposes
to build an electric railway from El Reno to Shawnee, via Okla-
homa City, 90 miles, was in Shawnei last week making arrange-
ments for terminal facilities. The line from Oklahoma City to
Shawnee is to be built first, according to Mr. Martin, and surveys
are now being made.
Olean (N. Y.) Street Railway. — This company has let to the
Groton Bridge Company, Groton, N. Y.. a contract for bridge work
amounting to $40,000.
Omaha & Council Bluffs Street Railway, Omaha, Neb. — The
new Twenty-fourth street line to South Omaha was formally opened
for traffic on Saturday. June 22. Shortage of labor is seriously
interfering with the construction work in Omaha. Work on the
Fortieth street line has been stopped and all of the men available
are now working on the extension of the Ames avenue line, from
Thirty-sixth street to Fortieth and Grand avenue. As soon as this
work is completed the men will be put to work on Fortieth
street, north of Dodge, to complete the eight blocks of line to
Cumming street.
Pacific Electric Railway, Los Angeles, Cal. — Workmen are now
putting in a tower and interlocking switch at the intersection of the
Short Line and the Southern Pacific tracks at Oneonta, Cal.. and it
is announced that interlocking plants will be installed at all
crossings in the suburbs.
Pasco, Idaho. — Gustave Harris of Walla Walla, Wash., has
applied for a franchise to build a street railway system in Pasco.
Port Arthur (Ont.) Electric Street Railway. — The city council
has decided to double-track the municipal electric street railway
system at a cost of approximately $55,000. Following are some of
the materials required: Six hundred and twenty tons of 56-pound
rails, IS tons of spikes, four tons of bolts, IS, 480 ties, 14.S6S pounds
of No. 00 trolley wire, 2S0 trolley hangers. 300 double pull-overs,
1,500 pounds of seven-strand No. 12 wire. J. McTeigue is clerk.
Richmond &. Chesapeake Bay Railway, Richmond, Va. — The
tracklaying on this line from Richmond to Ashland, Va., 15 miles,
has been completed and a party of officials made an inspection
trip over the line on a construction train last week. Ballasting is
now nearly completed and a large number of men are engaged in
erecting poles and stringing wire.
Rochester Scottsville & Caledonia Electric Railroad. — It is
stated that this company has applied for a certificate of necessity
to extend its line from its present terminus to Le Roy, Stafford and
Batavia, 16 miles. Isaac W. Salyerds, president; Morton E. Lewis.
secretary.
Rockford (III.) & Interurban Railway. — This company is now
double-tracking the Seventh street line, from Charles street to
. Second avenue, and will soon begin the construction of a loop on
Seventh avenue, from Railroad avenue to Eighteenth street, thence
to Kishwaukee street, south to Harrison avenue and east to
Eleventh street.
San Diego (Cal.) Electric Railway. — The trolley wire has been
strung and work on the laying of the ties and rails of this com-
pany's Adams street line was started on June 17. The line extends
eastward from the pavilion on University Heights, through Uni-
versity Heights and Normal Heights, to the eastern boundary of
the latter subdivision. W. Clayton, vice-president and manager,
San Diego, Cal.
Spokane-Pend d'Oreille Rapid Transit Company, Limited, Spo-
kane, Wash. — J. Grier Long, treasurer, has announced that con-
struction is to begin at once on the line from Spokane to Lake
I 'did d'Oreille, Idaho, 42 miles, the litigation which has delayed
Hi.' work having been settled. J. J. Browne, one of the promoters,
has purchased for $35,000 a terminal site on Squaw Bay.
Springfield Clear Lake & Rochester Interurban Railway, Spring-
field, III. — Arrangements are being made lor financing the construc-
tion of the line from Springfield to Hillshoro. III. A franchise in
the latter town has been secured and it is stated that construction
will begin at once. J. E. Melick, president,
Susquehanna Railway & Light Company. Lancaster, Pa. — This
company mad.' an agreement with w. J, Hayes & Co. of Phila-
delphia to purchase the Philadelphia Coatesville & Lancaster line,
the line between Coatesville and Parkesburg and the partially con-
structed line between Parkesburg ami Christiana, Pa. The ex-
ecutive committee has directed the officers to improve the line i"
tween Parkesburg and Coatesville. and to rebuild and complet
line between Parkesburg and Christiana. The hue between Christiana
and Coatesville is lo hi- operated by the Conestoga Traction Com-
i ,■ ction with the Lancastei a Eastern Railway.
Tacoma (Wash.) Railway & Power Company. — Men are now en-
gaged in buildin i i largi loop at the ter I the new \
can Lake line. The L8-acre trnol iusid. he loop at the lakl
is to he used as an a nmsnuiiil park.
Tampa (Fla.) Electric Company.— Ti i v Is reported lo
be taking steps t6 extend its line to G Fla.
Temple, Tex.— li Is stated tin ring for the line from.
pie tO Marlln and Waco, Tex., i ail on Julj I. ■'
i lofnnl of the pro ei
880
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 26.
Tennessee & Georgia Interurban Railway. Chattanooga. Tenn. —
Surveys and estimates for this proposed 9%-mile road from Chat-
,: -i through Rossville Gap to Ft. Oglethorpe and Chicka-
mauga parte are now completed, part of the right of way secured
and financial arrangements for its construction practically assured.
s W. Divine, Dodge, Ga., is promoting the project.
Texas Traction Company. Dallas. Tex. — It is stated that very
satisfactory progress is being made on the line from Sherman to
Dallas, Tex. Material is being received in large quantities and
the second shipment of 2,000 tons of 80-pound rails is expected by
July i from the Carnegie Steel Company. Machinery for the power
at McKinney is now being installed, and the power will be
to be turned on some time before the track is ready for
cars. As originally announced. President Strickland believes the
road will be ready to bring Christmas shoppers to Dallas. F. A.
Jones, chief engineer.
Thomaston, Conn. — Work on the roadbed of the new electric
line, which is to be built from Waterbury to Thomaston. Conn., is
progressing so satisfactorily that it will soon be ready for laying
the 15 carloads of rails which have recently arrived.
Torreon. Mex. — It is reported that Dr. J. W. Lim and others
of Torreon have secured from the government the right to build
and operate an electric railway from Torreon to Matamoros.
Coabuila, Mex.. about 10 kilometers. Machinery has been ordered
from the United States and work is to begin at an early date.
United Railways & Electric Company, Baltimore. Md. — An-
nouncement has been made that this company will make the fol-
lowing extensions to its present system: Orangeville to Highland-
town, by way of Eighth street; Lakeside to Cockeysville, on its
own right of way: Towson to Timonium. and an extension of the
Wilkins avenue line to Halethorpe and Elkridge. It also has been
decided to extend the St. Paul street line to Boland Park.
Utica & Mohawk Valley Railway, Utica, N. Y. — This company-
has tiled notice in the county clerk's office of the following pro-
I 1 extensions: A second track, beginning on Whitesboro street
at the westerly line of the city of Utica, and extending westerly
along Whitesboro street about 1.546 feet. A single-track line ex-
tending from Deerfield Corners westerly along, in and upon the
Marcy road to the so-called Seymour road. A single-track line
from Deerfield Corners along, in and upon the Trenton road or
North Genesee street to the reservoir. A second track extending
from Deerfield Corners on North Genesee street southerly in. along
and upon North Genesee street to the old channel of the Mohawk
river.
Warren Street Railway. Bisbee. Ariz. — It is announced that the
construction work on this company's line between Upper Tomb-
stone canyon and Warren is to be pushed as rapidly as possible.
The rails have been ordered and are expected within a month. The
cars, which will be built by the McGuire-Cummings Manufactur-
ing Company of Chicago, have been promised by August and it is
expected that the line will be in operation by October next. L. W.
Powell. Bisbee, is president.
Western New York & Pennsylvania Traction Company. Olean,
N. Y. — W. R. Page, president, recently told the board of trade of
Bradford, Pa., that this company will construct a trolley line from
Eld red to State Line. Pa., which would connect with the Bradford-
Clean line, now under construction. Mr. Page also stated that it
was the intention of the company to construct a line from Bradford
to Carrollton to connect with the Olean and Salamanca lines. It
was proposed, he said, to rebuild the entire system in the city of
ford on paved streets, us well as rebuild and extend the
Lewis Run line.
Personal Mention
POWER HOUSES AND SUBSTATIONS
Wagner Lake Shore & ■ Armour Railway. Wagner, S. D. — It is
announced that this company has made arrangements to acquire
the electric light and power plant at Wagner, s. I'., and to build
a lew power house at Armour. S. D. It is expected that about
$25,000 will be spent feu- new electrical machinery and accessories.
Los Angeles (Cal.) Interurban Railway. — This company has
begun work on a substation for transforming high-tension current
for use on its lines. The current is generated by the Pacific Light
& Power Company at its plant at the mouth of San Gabriel canyon.
Tic new transformer station, which is to be located at Azusa,
will be a brick building, located on the company's property on
West Ninth street.
Kansas City-Western Raiiway. — It is announced that at a meet-
ing of the board of directors of this company it was practically
decided to purchase current for the operation of the cars from
the Metropolitan Street Railway Company, provided that a long-
time contract could tie made ;il a lower rate than that for which
the Kansas City-Western can generate its own power. It is stated
that the Metropolitan street Railway Company has agreed to
erei I a converter station at a cost of about (25,1 provided that
the Kansas City-Western will sign a long-time contract.
Ogden (Utah) Rapid Transit Company. — This company is in-
stalling a motor-generator set. having a capacity of :'.:,n amperes,
to be used in furnishing power for the operation 01 Its cars. It is
expected that the motor-generator set will he ready for operation
in about ten days. The current will be furnished by the Utah
Light & Power Company. It is expected that the installation
of this unit will materially improve the service, as it will avoid
the frequent shutdowns experienced when the company operated
its own power house, which will now be held in reserve for use only
in emergency.
Mr. William J. Ager has resigned as superintendent of con-
struction of the Spokane Traction Company, Spokane, Wash.
Mr. W. P. Brenning has been appointed assistant master
mechanic of the Alton Granite * St. Louis Traction Company.
Mr. O. P. Sells has resigned as general superintendent of the
Mattoon (111.) City Railway, to accept another position at Blooming-
ton. 111., effective on July 1.
Mr. P. L. Downs and Mr. A. F. Bentley of Temple, Tex., have
been elected first and second vice-president, respectively, of the
Belton & Temple Traction Company of Temple.
Mr. W. A. Comstock of Alpena, Mich., has been elected presi-
dent of the Milwaukee Northern Railway of Port Washington.
Wis., succeeding Mr. J. M. Saemann, resigned.
Mr. A. S. Swank has resigned as superintendent of the Cin-
cinnati Northern Traction Company of Hamilton. O., to accept a
position with the Western New York Construction Company of
Buffalo. N. T.
Mr. Herman E. La Breeque has been appointed assistant
superintendent of the Jersey Central Traction Company at Key-
port, N. J. He formerly was witli the Portland (Ore.) Railway
Light & Power Company.
Mr. George Dorn has resigned as assistant superintendent of
the Louisville & Southern Indiana Traction Company. New Albany.
Ind., to accept a position with the Indianapolis & Louisville Trac-
tion Company.
Mr. G. E. Peck has been appointed auditor and cashier of the
Mason City & Clear Lake Railway. Mason City, la., and the People's
Gas & Electric Company. Mr. Peck heretofore has been connected
with the Waterloo Cedar Falls & Northern Railway at Waterloo, la.
Mr. Frank W. Arnold has resigned as manager of the Oswego
(N. Y.i Traction Company to become connected with the Ft. Dodge
1 'es Moines & Southern Railway of Des Moines, la. The employes
of the Oswego Traction Company tendered Mr. Arnold a farewell
banquet. Mr. George Wright lias been appointed to succeed him.
Mr. E. H. Richards, formerly superintendent of the Newport
division of the Old Colony Street Railway, has resigned to accept
a similar position at New Bedford, Mass. For several years he was
division superintendent of the Brocton division of the Old Colony
company and was, at one time, manager of the Taunton-Attleboro-
Providence line.
Mr. L. C. Bradley, whose resignation as superintendent of the
Scioto Valley Traction Company, to become associated with J. G.
White * Co. of New York City, was noted in a previous issue, has
been appointed superintendent of the Eastern Pennsylvania Rail-
wax, one of the properties controlled by the White interests. Mr.
Bradley's headquarters will be in Pottsville, Pa.
Mr. H. C. Young, general passenger agent of the Lake Shore
Electric Railway, has been granted a three months' leave of ab-
sence, effective on June 11. during which time all traffic matters
will be looked after by Mr. A. C. Henry, auditor of the company.
All communications, therefore, pertaining to matters in this depart-
ment should be addressed to him at Norwalk. O. Mr. John Miller
will act as traveling passenger agent, reporting to Mr. Henry.
We are officially advised that Mr. W. W. Street has been
appointed superintendent of transportation of the St. Louis &
Springfield Railway and the St. Louis & Northeastern Railway at
Staunton, 111., succeeding -Mr. Thomas G. Wood, who has been
appointed superintendent of the St. Louis Decatur ■& Champaign
Railway, the new line which has just been opened between De-
catur and Champaign. These lines are all divisions of the Illinois
Traction System.
I
Mr. J. Jordon, heretofore superintendent of the Cleveland
■ I 'Hie & Eastern and the Cleveland Painesville & Ashtabula
railroads, Willoughby. O.. has been appointed general manager
of those roads, effective on June 1. as announced in last week's
issue of the Electric Railway Review. Mr. Jordan entered railway
service in 1SS5. at the age of is, with the Grand Trunk Railway, in
the locomotive department, remaining there until 1SSS. He was
then for four years employed as conductor by the Saginaw Street
Railway, Saginaw, Mich., and held a similar position with the
Citizens' Street Railway of Detroit until 1895. When the Detroit
Railway began operating in lS'.ij he was appointed division superin-
i ndent and two years later, on August 12, 1S!'7. was made super-
intendent of the Cleveland Painesville & Eastern Railroad, which
last year acquired the Cleveland Painesville * Ashtabula Railroad.
Mr. Samuel B. MeLenegan. whose appointment as general man-
ager of the Central California Traction Company was noted in
our issue of June 15. was born on a farm in Wisconsin in 1861. In
1881 he obtained a position with the L'nited States revenue cutter
service, where he remained as assistant engineer for 11 years. From
1892 until the latter part of 1893, he was connected with the Gen-
eral Electric Company at San Francisco, resigning to become super-
intendent of the San Francisco-San Mateo Railway. After four
years of service with this company he accepted a similar position
with the Oakland San Leandro & Haywards Railway, where he
remained until 1902, when he was appointed superintendent of the
Los Angeles Inter-Urban Railway-. This position he held until
June of this year, when, as earlier noted, lie resigned to become
June 29, 1907
ELECTRIC RAILWAY REVIEW
881
general manager of the Central California Traction Company, which
is now building a third-rail intervrrban line, to be operate.! at 1,200
volts direct current from Stockton north to Sacramento, and south
to Modesto. His headquarters will be at Stockton.
We are officially advised that Mr. Harm Hans. n. general super-
intendent of the Mexico Electric Tramways Company. Limited, of
Mexico City. Mex., has been appointed acting general manager of
the company during the absence of Mr. R. < ". Brown, general man-
ager and managing director, who is visiting the United States. A
new position has also been created, that of freight superintendent.
and Mr. William .1. Everett has been appointed to the office. More
attention is to be paid to freight handling in the future and the
department is to be put on a better working basis. Mr. Everett is
an experienced street railway man and was formerly conne
with the Mexico city lines when they were under the management
of the Distrito Federal Company. He has been connected with
the Indianapolis Street Railway, the Toledo Railways & Light
pany, the Havana Electric Railway, and more recently with
the Auburn i: Syracuse Electric Railroad of Syracuse. X. Y.
Mr. Gus Muhlhausen, general manager of the Evansville
Suburban & Newburg Railway, celebrated the eighteenth anni-
versary of iris connection with this road on June in. by inviting a
party of about twenty persona] friends to take a trolley ride to
Newburg and Bonneville. Ind. On the return trip in the evening
a banquet was served to the guests in a large express car tem-
porarily fitted up as a dining hall, followed ' speech making and
story telling. Mr. Muhlhausen was the recipient of hearty con-
gratulations on his long and successful connection with the road
and all expressed their appreciation of the enjoyable ride and the
unique banquet on wheels. Among those present were: F. .1.
Scholz. W. B. McDonald, I.. C. Shippard, C. A. Cunningham. Frank
Schwegeir.au. A. J. Rutledge, C. P. White, Dr. W. A. Wheeler.
Henry Cook, Capt. Lee Howell and others.
Obituary.
William Findlay Shunk, well known from his connection with
the construction of the New York elevated roads, died at his home
near Harrisburg. Pa., on June 22. aged 77 years. He was born
near Harrisburg in 1830 and was a graduate of Dickinson College.
His first engineering work was on the Pennsylvania Railroad in
1856. and from that time on he was engaged in engineering work
on various roads. In 1^74 lie was appointed engineer in charge of
the laying out and building of the elevated lines of New York and
at the completion of this work was appointed chief engineer of the
Manhattan Elevated Railway, the company formed to take over the
elevated lines of the west side. He remained with this company
until 1SN2. when he resigned to engage in various engineering enter-
prises, the best known of which is his successful work on the
Guayaquil & Quito Railroad over the Andes, said to be the highest
railroad in the world. Since the completion of this work in 1902
Mr. Shunk had retired from active business. In addition to the
recognition attained by his successful engineering work, he was
known to technical journalism as the author of a book on railroad
curves and "The Field Engineer.1"
Financial News
Atlantic City & Shore Railroad. Atlantic City. IN. J. — The re-
port that control of this i 01 is i i by the West Jersey
ft Seashore Railroad is erroneous. In part consideration for a grant
of trackage rights, the Atlantic City ,<.- Shore company has given the
West Jersey company an option to i iter 1913 a majority
of the capital stock of the Atlantic City A: Shore company, and to
secure this option. 51 per cent of tl apital stock of the Shore
company has bi rited with a trustee.
Brooklyn Rapid Transit Company. — At the S] ting of
holders of oklyn Union Elevated Railroad on June l"
the creation of the proposed mortgage for was appn
Stockholders of the Nassau Electric Railroad approved on
11 the proposed mortgage fo The purpose of the
creation of these mortgages was stated in the Electric lie
Review of May 25, 1907, page 696.
Chicago City Railway. — The ?:;. ,i ; 5 per cent thn
notes, due in 1908, have been called for redemption on July 1 at
im and interest. The (6,1 ,000 bonds which were purchased by
the Harris Trust and Savings hank and the First Trust and
ings bank are offered for sale at 98 and Intel
Connecticut Railway & Lighting Company. — A block of I l
guaranteed common stoi k is offered at $75 a
& Co. The propertj is i 999 years from
to the New York New Haven ft Hartford I;
which, with <ash on deposit with a trustee, i- pay I
per- cent dividends on the com ■■ Btock to mil. and aboul
per cent t ;
Eastern Ohio Traction Company, Cleveland. — At tie receivers'
sale on June -■ Palls ft Garrettsvllle lire- was bought
by II. p. Mi i> 152,000, th
bidder tor the propertj as ■' whole, oi foi & Chagrin
line, or the Cleveland ft Eastern hue, whl< "is to
ion ami Middli Cleveland ft CI sub
0 i, end Hi' i'i'' eland a- i !
to a first mortgag On the former the upset price had
been fixed at $1"6. and on the hitter at (50.000. Th(
Falls ft Garrettsville division now passes from the control oi
receiver. The other two portions of the line will remain under
his supervision until ul effort is made to dispose of
Evansville (Ind.) Railways Company. — This company has
incorporated wit 0 capital stock, to acquire the properties
of the Evansville & Eastern Electric Railway and the Evansvil
Mt. Vernon Electric Railway-. The incorporators are. W. H. Mc-
. W. M. Ford, Fled W. Reitz. C. H. Battin, Edwin Walker.
M. s. and W. L. Sonntag. The office . - rag. presi-
dent: C. H. Battin. vice-president and general manager; M. S. Sonn-
treasurer; F. W. Reitz. secretary. William H. McCurdy is
chairman of the board of directors, which is composed of the in-
corporators. #
Hot Springs (Ark.) Street Railroad. — This company has changed
its name to the Hot Springs Street Railway- Company and the
number of directors has been reduced to four, as follows: Samuel
W. Fordyce. Charles H. McKee, William C. Fordyce and H. E.
Martin.
Kansas City Railway & Light Company. — The preliminary in-
account for the fiscal y-ear ended M
follows:
Year ended May 31— 1907. 1906.
is earnings I (5,153,168 (4.449,114
Operating expenses 2.909,136 2.596.539 2,23
Net earnings (2,806,203 (2,213,871
Other income i>.44" 9,671 16.5SS
Total income -?2.Sl."..ii43
Interest charges, etc 1,765,870 1.644.524 1,501,862
Surplus for dividends (1,049,773 - 921,776 J "
Preferred dividends 476,105 476.105 476.1ii:,
Surplus ( 573.668 $ 445.671 5 !
At the annual meeting of stockholders in Jersey City- on June
21 H. i.i. Coughlin was elected a director to succeed S. R. Knott.
Northern Ohio Traction & Light Company. Akron. O. — Applica-
tion has been made to the New Y'ork stock exchange to list (7,938,-
000 capital stock.
Pawcatuck Valley Street Railway. Westerly. R. I. — Boston
papers state that a reorganization has been effected by a com-
mittee of bondholders, which is composed of E. P. Shaw, Jr.. of
the Boston ft Worcester Street Railway and others. The company
defaulted in its bond interest on November 1. 1306. A majority
of the bonds and stock was held by W. L. Mauran and by an
arrangement with the committee the outstanding $100,000 first
mortgage and $40,000 second mortgage bonds were canceled, and a
new mortgage of $50,000 has been placed upon the property and
$14,000 contributed by the bondholders.
Poughkeepsie City & Wappinger Falls Electric Railway. Pough-
keepsie. N. Y. — The New Y'ork railroad commission has appi
the issue by this company ol bonds for the purchas
cars and other equipment.
Spokane & Inland Empire Railroad. Spokane. Wash. — At the
annual meeting of stockholders on June 17. the directors were re-
ted. The directors re-elected the officers, as follows: F. A.
.well, chairman of the board: Jay P. Graves, president: F. Lewis
Clark, first vice-president: A. L. White, second vice-president;
W. G. Davidson, secretary; H. B. Ferris, treasurer. The fore- _
ther with Aaron Kuhn, W. G. Graves and Waldo G. Paine,
constitute the board of dire tors.
Tri-City Railway & Light Company. Davenport, la. — The capital
stock will be increased from (1,500, I to (2,500, >. in order to pro-
vide for the acquisition of the Davenport ft Suburban Railway.
United Railways Company. St. Louis. — An issue of •
two- I eellt Holes Will he made. Tile Jif. eels Will be
Of 6 per cent first
tgi onds of the Citizens' Railw on July I. Tin- addi-
tional eeded will be supplied fro..: sury.
Utica & Mohawk Valley Railway. Utica. N. Y.— The New fork
railroad commission has given approval to an increase in the stock
..f i Ins con] any froi i0 to (7,500,
Dividends Declared.
Aurora Elgin ft Chicago Railway, CI ferred, quarterly.
l'i i
Boston & Worcester Bli ipanles, B
t'apitoi Traction Company. Washington, D C, quarterly, IVi
■ul.
i str.ei Railway, I i
Johnstown (Pa.) Passenger Railway, quarterly, three-fourths
of 1 per cent.
N.-w (irleans Railway .v- Light ■ I, quarterly.
p, per cent.
i N v i Railway, pn
use ' N. v i Rai .
ut.
quarter!) .
Washington Water Powi i I ' 3pol
per • cut
West End Street Railway, Bosti
882
ELECTRIC RAILWAY REVIEW
Vol. XVII. No. 26.
Manufactures and Supplies
ROLLING STOCK.
United Railroads of San Francisco, San Francisco, Cal., it is
reported, is in the market for 50 cars.
Tampa & Sulphur Springs Traction Company, Tampa, Fla.,
placed an order a few days ago for six cars.
Galvestqp- Houston Electric Railway, Houston, Tex., under con-
struction, is in the market, it is reported, for 20 cars.
Cleveland Southwestern & Columbus Railway, Cleveland, O., it
is reported, has purchased a few large interurban passenger cars.
Hays Brothers Company, Arkansas National Bank building, Hot
Springs, Ark., will be in the market for six cars soon. W. E.
Mitchell, manager. .^
New York City Railway, New York. N. Y.. lias ordered 154
cars from The J. G. Brill Company and is also asking figures on all-
steel cars for surface use.
Canadian Development Company. El Rene, Okla., is in the
market for a complete street railway equipment. Harry Schafer,
El Reno, Okla., manager.
The J. G. Brill Company, Philadelphia, Pa., has recently shipped
25 cars to the Lisbon (Portugal) street railway. The Brill com-
pany has supplied this road with over 200 cars.
Penn <£. Franklin Street Railway, now under construction from
Wilkinsburg, Pa., to Pittsburg, it is reported has placed an order
with the St. Louis Car Company for 10 closed cars.
Willamette Construction Company, which is building the Oregon
Electric Railway, Portland, Ore., has placed an order with the
American Locomotive Company for two electric locomotives.
New Orleans Railway & Light Company, New Orleans, La.,
which was reported to be in the market for a number of new cars,
officially advises us that it has not yet definitely decided on the
matter.
Utah Light & Railway Company, Salt Lake City, Utah, which
is in the market for 62 cars, as reported in the Electric Railway
Review of June 15, will place the contract for these cars on
June 27.
Washington Railway & Power Company, Portland, Ore., which
is building a street railway in Vancouver, Wash., is in the market,
we are officially advised, for four passenger cars for city service,
equipped with standard-gauge double trucks and good motors.
Buffalo & Lake Erie Traction Company, Buffalo. N. Y., as re-
ported in the Electric Railway Review of June 15, has placed an
order with the Cincinnati Car Company for 25 combination passen-
ger and baggage cars. The specifications call for the following de-
tails:
Weight S6.000 lb. Height, over all 13 ft.
Length 56 ft. 7 in. Body Wood
Width 9 ft. 4 in. Underframe Steel
Special Equipment.
Journal boxes Symington
Lighting system
Holophane globes
Springs Triple elliptic
Trucks Baldwin
Brakes Westinghouse
Couplers Tomlinson
Curtain material Pantasote
Curtain fixtures. Protected groove
Heating system Hot water
Draft rigging Tomlinson
Birmingham Railway Light & Power Company, Birmingham,
Ala., as reported in the Electric Railway Review of June 8. has
placed an order for four closed passenger cars with the St. Louis
Car Company. Delivery is to be made about September 1. The
specifications call for the following details:
Seating capacity.. 40 passengers Width, inside 7 ft. 4 in.
Weight 45,000 lb. Over all 8 ft. 6 in.
Wheel base 6 ft. 6 in.
Length of body 29 ft. 7% in.
Over vestibule ..39 ft. 1% in.
Over all 40 ft. 714 in.
Special
Air brakes National
Brakeshoes M. C. B. type
Center bearings
Symington ball bearing
Couplers St. Louis
Curtain fixtures. . .Forsyth cable
Curtain materials ....Pantasote
Destination signs Hunter's
Fenders Emery
Gears and pinions
E. W. Bliss & Co.
Journal boxes . . . .M. C. B. type
Ma rkers Lintern
Motors 4 GE-57
Paint Olive green
Scioto Valley Traction Company, Columbus, O., which was re-
ported in the Electric Railway Review of June 22 to have ordered
four express trail cars, officially advises us that these are second-
hand 50,000-pound capacity railroad box cars. They are being over-
Height, track to trolley base.
12 ft. 3 in.
Body Wood and steel
Underframe Steel
Equipment.
Safety tread Q & C
Sanders St. Louis
Seats Heywood Bros.
^ ide bearings Baldwin
Trucks Baldwin
Gongs Brill Dedenda
Hand brakes Wheel
Heating system Consolidated
Headlights
...Combination Frisco type
Interior finish Mahogany
Journal bearings.. M. C. B. type
Varnish Hildreth
Vestibule Full
hauled, repainted and equipped with Standard rolled and. forged:
steel wheels, Van Dorn automatic couplers and standard Westing-
house automatic air brakes.
Elkins Electric Railway, Elkins, W. Va.. which was reported
in the Electric Railway Review of June 22 to be in the market for
a few electric motor passenger cars, officially advises us that it
will also be in the market for regular passenger and freight equip-
ment in the near future.
Chicago City Railway, Chicago, 111., was reported in the Elec-
tric Railway Review of April 13 to have placed an order for 300-
cars with The J. G. Brill Company. This order has been divided
among the Brill plants, as follows: G. C. Kuhlman Car Company,
150: The J. G. Brill Company, 100, and the American Car Com-
pany, 50.
SHOPS AND BUILDINGS.
Augusta & Columbia Railway. Augusta, Ga. — This company has
purchased a site on which it proposes to erect terminals to cost
about $250,000.
Cleveland Southwestern & Columbus Railway, Cleveland. O. —
It is reported that this company has purchased property at Welling-
ton, O., on which to build car houses and a station. The station
will consist of a ticket office and waiting, baggage and express
rooms.
Consolidated Railway, New Haven, Conn. — This company will
immediately start the erection of a station at Luna Park and
Charter Oak Park. The plans call for a platform, with a grano-
lithic surface, 25 feet wide by 125 feet long. Over it will be a roof
supported by turned wood pillars. It will be built on the company's
private property.
Fresno (Cal.) Traction Company. — This company received bids
on June 25 for the construction of the car houses and machine shops
that have been under consideration for some time, as reported in
the Electric Railway Review of April 20.
Lima & Toledo Traction Company, Lima, O. — This company,
it is reported, has made a proposition for property in Toledo, O.,
on which it will erect a large passenger and freight station and
also a car house.
Nashville (Tenn.) Railway & Light Company. — This company
has appropriated $10,000 to remodel its transfer station building.
Work has been under way for some time and will require four
months.
Omaha & Council Bluffs Street Railway, Omaha, Neb. — This
company has decided not to erect a new car house on the site re-
cently bought for that purpose, as reported in the Electric Railway
Review of May 11. At a meeting of the directors it was decided
to sell the property to the St. Joseph hospital, which was anxious
to prevent the erection of the car house because of its proximity.
Paris (III.) Traction Company. — This company will build a car
house, 50 by 120 feet, on a lot donated by the Commercial Club.
Pittsburg Harmony Butler & New Castle Street Railway, New
Castle, Pa. — This company has closed a long-time lease on property
in Butler, where it will erect a car house, 30 by 80 feet, to accom-
modate 10 cars. The second story of the building will be devoted
to the offices of the company.
Rockford & Interurban Railway, Rockford, III. — It is reported
that this company will erect a machine shop on First avenue, oppo-
site its car houses. ,
Springfield (III.) Consolidated Street Railway. — This company
has awarded the Culver Construction Company the contract for
erecting a car house in Springfield.
Springfield (Mass.) Street Railway. — The construction of a mod-
ern electric car house will be started by this company this year, on
its property at North Main and Hooker streets. The building will
have a capacity of 100 cars and will cost from $150,000 to $200,000.
It will be built of brick, one story high, and set well back on
the property owned by the company. In connection with the
storage part of the building there will be repair shops, equipped
with the newest machinery. Outside there will be plenty of room
for a yard, with track space for a large number of cars.
Utah Light & Railway Company, Salt Lake City, Utah. — Plans
for this company's new car houses and repair shops have been
practically completed and work on them will commence earlv in
July.
TRADE NOTES.
Westinghouse Machine Company, Pittsburg. Pa., has declared
its regular quarterly dividend of 2^2 per cent, payable on July 10.
Manning, Maxwell & Moore, Incorporated, New York, has
declared a regular quarterly dividend of 1% per cent, payable
on July 1.
Barrett Manufacturing Company, New York and Chicago, whose
Chicago plant was burned recently, will rebuild at West Twenty-
fifth and Fuller streets. Chicago.
United States Graphite Company, Saginaw, Mich., is success-
fully exploiting its lubricating graphited oil. It is based upon this
principle: Amorphous graphite, when reduced to an impalpably
fine powder, and when mixed with oil in the proportion of about
one teaspoonful to the pint of oil, will remain in perfect suspension
long enough to feed through lubricator tubes without clogging.
June 29, 1907.
ELECTRIC RAILWAY REVIEW
<v;:
Thus every drop of oil carries its mite of graphite to the bearing
surface.
Westinghouse Air Brake Company, Pittsburg, Pa., has declared
a quarterly dividend of 2U per cent, and an extra dividend of 2%
per cent, both payable on July 1".
E. D. Edmonston, recently chief engineer of the American Con-
struction Company, New Orleans. La., has joined the engineering
staff of W. S. Barstow & Co., .Wvv York and Portland, Ore.
Sturtevant Engineering Company, 147 Queen Victoria street,
London, Eng.. European representative of B. F." Sturtevant Com-
pany, Boston, Mass., has recently opened an office at 2 Rue
Lebeau, Brussels.
F. W. Rowe has been made assistant purchasing agent of the
General Electric Company, Schenectady, N. Y. Mr. Rowe has
been purchasing agent of the Aultman & Taylor Machinery Com-
pany, Mansfield, O,
W. W. Adams has been appointed manager of the Pittsburg
and Buffalo offices of the Browning Engineering Company, Cleve-
land. O. The Pittsburg office is in the House building and the
Buffalo office in the Erie County Bank building.
The J. G. Brill Company, Philadelphia, Pa., is offering, through
Edward B. Smith & Co., bankers, Philadelphia and New York,
a $5,000,000 issue of its 7 per cent cumulative preferred stock.
This stock is offered at par and accrued dividends.
Ridgway Dynamo & Engine Company, Ridgway, Pa., manu-
facturer of engines and dynamos, has appointed Samuel W. Hays'
Sons, 302 Farmers' Bank building, Pittsburg, Pa., as its sales
agents in the Pittsburg district, northern West Virginia and south-
eastern Ohio.
Harrington Signal Company. New York, N. Y., has been
organized with $50,000 capital stock to manufacture railway ma-
terials and devices. Those interested are: George W. Sweeney,
Victoria hotel; Edward M. Tierney, Marlborough hotel, and Samuel
H. Harrington, 120 Liberty street, all of New York.
Wallace Supply Company, Chicago, on account of fire at its old
address, IS West Washington street, has recently removed its offices
and works to 19 South Jefferson street, where it has installed
increased facilities for handling its double-door fixtures and other
railway specialties.
I. R. Nelson «£. Co., Newark, N. J., on account of increasing
business, have leased a small factory, 43 Lawrence street, Newark,
where they will handle their electrical repair work. They are
specialists in street railway shop work and economical mainte-
nance of rolling equipment.
Lewis Motor & Crane Company, Camden, Me., has been in-
corporated with a capital stock of $10,000 for the purpose of
manufacturing electric motors, cranes, etc. The officers of the
company are: President, G. E. Allen; treasurer and clerk, R.
Robinson, both of Camden, Me.
New York Air Brake Company, New York, re-elected all of its
retiring directors at the annual meeting of stockholders. President
Starbuck announced that the company's business established a new
record for the month of March, and that enough business has been
booked to keep its plants busy for six months.
Allis-Chalmers Company, Milwaukee, Wis., reports that during
the month of May it shipped from its works 553 cars of machinery —
a gain of 20 cars over the record established for April. In April the
aggregate weight of shipments was 21,680,847 pounds, while in May
the figure had risen to 23.772,242 pounds, making a total weight
for the two months of 45,463,089 pounds.
Crocker-Wheeler Company, Ampere, N. J., announces that in
order to handle its mass of business in electric generators and
motors in southern Ohio, the Cleveland office of the company has
found it advisable to open a sub office in the Columbus Savings &
Trust Company building, Columbus, O., which will be in charge
of Charles W. Cross, formerly of the Cleveland office of the com-
pany.
National Railway Signal Manufacturing Company, Wheaton,
111., announces the recent installation of its positive block signal
on the Aurora division of the Aurora Elgin & Chicago Railwoy, and
the company is also installing several of its highway crossing
signals on the third-rail division of this road. The Chicago
& Milwaukee Electric Railroad Company has recently pli
an order with it for highway crossing signals.
Northern Engineering Works, Detroit, Mich., reports the fol-
lowing recent shipments of cranes for power station service: A :'l-
ton capacity 62-inch span crane for the Buffalo & Susquehanna
Coal Mining Company, Sagamore, Pa.; a 6-ton capacity 36-inch
span crane for the Winchester & Washington City Railway, and a
5-ton capacity 36-inch span crane for the Watertown Bit
Light Company.
Rushmore Dynamo Works, Plainfield, N. J., has let contracts
and is breaking ground for a new (at torj and powt The
main building, which is to be used exclusively for the manufacture
of lighting apparatus and generators, will be 50 by 250 fee'
two stories high. The offices and lens grinding department will
per floor, while the lower floor will accommodate the
stamping and drawing presses and other machine tool equipment.
Los Angeles Switch & Signal Company, Los Angeles, Cal
been Incorporated in California with a capital stock of $500,000, to
manufacture ectro-fluld-hydraullt automatic swltchei Ircuil
ag appliances, audible signal devices and other
railway appliances. Its offices are at 315 Union Trust Jldlng,
Los Angeles, Cal. R. I: Sumner is s
The other incorporators are: Dr. W. .1. Bell,
Roger S. Page and W. B. McVay. The company's factoi is ex-
pected to be in operation in about thirty days.
Elastic Metallic Packing Company, Camden, X. .1., has recently
been incorporated in the state of New Jersey with a capital stock
of $30,000, to manufacture packing lor engines, etc. The incorpo-
rators are: Charles E. Paul. 6.".:. North Forty-fourth street, Phila-
delphia; Paul F. Quinlan. 91 South '■ owne,
x. J.; James M. Meade, :,4H Haverford avenue, Lansdowne
N. J.
Cowing Engineering Company. Cleveland. O., is making rapid
progress in the erection of its structural iron plant at Collinwood,
O., which ■ is near Cleveland. The plant will consist of three
buildings, 100 by 450 feet, of brick and steel construction, and
will have an annual capacity of 100,000 tons. One of the build
and the template shop will be completed by the Hrsl of Ai
The office building, two stories high, has I n completed, an
office force is now moving in. Tie- Cowing Engineering Company is
just finishing its work on a building for the Cleveland hippodrome,
which contains 5,300 tons of structural steel.
Independent Pneumatic Tool Company, Chicago, stales that its
business since the first of January has shown a remarkable in-
crease over the corresponding period last year. The company is
operating its plant day and niglu in order to meet the dem
for its products. Sufficient orders have been booked by the
pany to keep the plant running for several months, notwithstand-
ing the fact that recently the manufacturing facilities of the plant
were increased 50 per cent. Before the end of the present year
the company expects to double the present capacity of the plant.
While the domestic business has shown the greater increase, a
large number of orders for export have also been received.
Blake Signal & Manufacturing Company, 248 Summer street,
Boston. Mass., reports that its tube flux is finding ready sales
among all classes of consumers. In addition to quantities of
small orders from numerous telephone companies, some recent
and large orders have been received from the following: Union
Switch ' & Signal Company, Pennsylvania Steel Company. Long
Island Railroad, Boston & Maine Railroad, Milford & Uxbridge
Street Railway. Kny-Scheerer Company, Johns-Pratt Company.
Electro-Dynamic Company and the Emerson Electric & Manu-
facturing Company. All of these orders materialized after a trial
of samples.
Miller Anchor Company, Norwalk. O., has just received notice
that the Washington Baltimore & Annapolis Electric Railway will
use 2,800 of the Miller Safety anchors along its right of way be-
tween Baltimore and Washington. About two months age the
Roberts & Abbott Company, Cleveland, O., engineers in charge of
the construction of this electric railway, made a very thorough
test of four different makes of anchors in the sand and clay gr I
along this line, and after careful consideration of all the anchors
tested, decided to use the Miller safety anchor. Tin Chicago &
Milwaukee Electric Railroad has just placed orders for 2,0 i
the Miller No. 3 anchors.
A. A. Lane, engineer, for some years past with the T
Wilson Manufacturing Company, Pittsburg. Pa., has been engaged
by the General Fireproofing Company as office manager in the
reinforced concrete department, at Youngstown, O. Mr. Lam
enjoyed a wide experience in construction engineering, having
been in charge of extensive operations with a number of i
panics, among them being the H. B. Camp Company, Akron. O.,
and the National Fire Proofing Company. During his connection
with the Taylor- Wilson Company Mr. Lane was instrumental in
the design and supervised the construction of its new plan! at
McKees Rocks, Pa., including its reinforced concrete ms
shop.
Preston Player has opened an engineering office at I
street, Boston, Mass., with the object of electric railway, light
and power examinations and reports. Mr. Player Is a grad
of Harvard and the Massachusetts Institute of Technology, with a
broad experience in the operating, executive and analytical fea-
tures of public service corporation work. Several years ago hi
was associated with the Walker Company of Cleveland, and later
he took a course at Cornell University. Mr. Player spent aboul
four years with the Stone & Webster interests of Boston, in-
cluding the superintendency of the Brockton Edison Company and
the managership of the Blue Hill Street Railway. For aboul two
years he was associated will, Messrs. Jackson & Curtis, bankers,
of New York and Boston.
Western Wire Sales Company, ::24 Dearborn street, Chicago,
announces that it has been made western sales agent for the
Bay State Insulated Wire & Cable Company. Hyde Park, Mass
This company lias recently been organized and has a proml
future. Besides having a large capital and an up-to-date
tory il lias al its head Andrew J. Conlin. who tor the pasl 17
years lias been associated with the Simplex ki, tie Compan
ii superintendent. -Mr. Conlin in these d the
product of this compan; t" its present high standard until the
simplex wires ami cables are favorably known everywhere, ami
his knowledge and vast experience will doubtless put the products
,,t this company on the highest basis J. H. H. McNa
r ami general manager of tl orapany, who is well
■ in .\ew England, is ■ the i"'
that sectl it country. Among public offices h
1 1, maj I Cambrldgi Mae o I
oi' rubber and lead covered lnsulat< I wl
pany Is making a specialty of railroad signal wire, to meet
Ions, 80 per cent pure i i libber Insulati d wli
■ ibles, Bame-proof wire... telephone wires, eti
SS4
ELECTRIC RAILWAY REVIEW
Vol. XVII, Xo.
ELECTRIC LOCOMOTIVES FOR INDUSTRIAL HAULAGE.
The advantages resulting from the use of electric locomotives
for surface and industrial haulage are being generally recognized.
This is evidenced by the increasing demand for this class of loco-
motive. The absence of smoke and cinders and of coaling and
watering stations, together with the comparatively small amount
of attention required by electric locomotives, are only a few rea-
sons for the success of this class of motor in light industrial service.
The Baldwin Locomotive Works makes a specialty of building
electric locomotives for all classes of surface haulage, the electrical
equipment being furnished by the Westinghouse Electric & Manu-
facturing Company. These engines are frequently required to
operate under special conditions, and designs must be modified
Electric Industrial Locomotive — Narrow Gauge.
accordingly. The electric locomotive can readily be adapted to
operate on lines where the clearance limits are restricted, or where
there are few facilities for maintaining the power.
The accompanying photographs illustrate two Baldwin-Wes:-
inghouse locomotives recently built for industrial haulage. The
locomotive for the Carpenter Steel Company is of the single-end
mining type, with a cab at the operating end. As the track gauge
of this engine is only two feet, the frames are placed outside the
wheels. The frames are supported directly on the journal boxes,
through coiled springs. Four sand boxes are provided; they ere
cast in one piece with the frames and have spouts to all the
wheels. The bumpers are of cast iron, with suitable draw pockets.
Hand-brake equipment is provided, with brakeshoes on all tin-
Electric Industrial Locomotive — Standard Gauge.
wheels. The cab is substantial in construction. It has sliding
doors and drop windows, and is so arranged that the motorman
has an unobstructed view when running in either direction. The
motor at the front or cab end of the locomotive is hung between
the wheels, while the rear motor is outside-hung. The equipment
includes a gong and two headlights, which are placed under the
eaves of the cab.
General Di
haulage
2 ft.
Service Surface
Gauge
Motors.. Two, No. 61, 250 volts
Diameter of drivers 24 in.
Wheel base 3 ft. 2 in.
The locomotive built for the J
mensions.
Journals ZVt by 5% in.
Width 3 ft. 8 in.
Height 6 ft.
Length 9 ft. 7 in.
Weight 9,500 lb.
L. Mott Company differs ma-
equipped with M. C. B. automatic couplers. The wheels are of solid
rolled steel, manufactured by the Standard Steel Works. Hand-
brake equipment is provided, also four sand boxes, with spouts
for all the wheels. The cab is of wood; it is centrally located,
thus leaving a platform at each end of the locomotive. Convenient
steps and handrails are provided. The motors are outside-hung,
thus leaving space between the wheels for other equipment.
General Dimensions.
Service Industrial Journals 4 by 6 in.
Gauge 4 ft. 8% in.
Motors ..Two. No. 131, 220 volts
Diametr of drivers 30 in.
Wheel base 5 ft.
Width 6 ft, 4 in.
Height 9 ft. 6 in.
Length 11 ft. 4 in.
Weight 17.000 lb.
These are but two representatives of a large number of Bald-
win- Westinghouse electric locomotives recently constructed for
special service. Other designs have been built and are success-
fully operating under the various and difficult conditions so fre-
quently encountered in mine or industrial haulage.
MALLEABLE IRON TIE PLATES.
As the weight and speed of interurban cars increase the
desirability and necessity of maintaining the track in true surface
and alignment are daily becoming of more importance. The volume
of traffic handled by interurban railways depends to a great extent
upon the safety and comfort of travel. From a financial standpoint
the maintenance of track is important. Good track also reduces
accident losses. A large proportion of the* total operating expenses
of a railway is spent in maintaining track and roadway, therefore
any improvement in the track structure which can be made at
moderate cost and will tend to lessen the expense of maintenance
should well repay for the money invested in it.
The cost of ties is rapidly increasing as the supply of wood
suitable for this purpose diminishes and any device that will in-
crease the life of the ties and lessen the labor required to keep
Malleable Iron Tie Plates — Top View of Plates for Tangents (Right)
and for Curves (Left).
track in surface should not be overlooked. By adzing the surface
of worn-out ties under the rails and inserting tie plates the cost of
new ties frequently can be saved.
Several years' experience has demonstrated that the malleable
iron tie plate affords the properties of an efficient track fastening.
It is effective in preventing the rail flanges from cutting into soft
wood ties, also oak ties and frog and switch timbers subjected to
the severest traffic. It is an under-support holding the rails in a
perpendicular position and prevents the rolling or canting, espe-
cially on curves.
Tie plates, properly settled in the tie and spiked, prevent the
terially in design from the one previously described. As this
locomotive operates on standard-gauge track, the frames are con-
veniently placed inside the wheels. The bumpers are of cast iron,
Malleable Iron Tie Plates — Under View, Showing Ribs.
spreading of gauge by securing the help of the inside, as well as
the outside spikes, because the outside spikes cannot be crowded
without drawing the inside spikes witli them.
By preventing the cutting-in of ties the undulations of the
rails are reduced and the creeping of track thereby minimized.
The plates provide a uniform support to the rail on every tie
without reference to its age.
Because of the rapid destruction of steel tie plates, caused by
the effect of corrosion from the action of the atmosphere, and also
from the fact that in a steel plate it has been impossible to roll
a shoulder and flange on the plate, a number of large railroads
have experimented with malleable iron tie plates, with the result
that a number of the larger systems have adopted the malleable
iron plate as a standard. This is because the malleable iron plates-
June 29, 1907.
ELECTRIC RAILWAY REVIEW
S8e
withstand the effects of the weather conditions better than any
other material: with malleable iron tie plates it is possible to
embody any ideas that may occur to the engineer of maintenance
of way that will better suit the conditions existing on the various
divisions of the road; they hold the rail perpendicular to the plane
of the tie, the wear is normal and the excessive side head wear
and consequent wear on wheels due to canting rails are avoided; the
line, gauge and surface are better preserved, whereby the wear
on rolling stock is minimized and the breakage of wheels, axles.
etc.. is correspondingly reduced, with fewer accidents resulting.
Because of these reasons the Beaver Dam Malleable Iron Company
of Beaver Dam, Wis., has designed and is manufacturing malleable
iron tie plates of a special design that has unique advantages.
In the accompanying illustrations are shown two types of
malleable iron tie plates, one of which is designed for tangents
and curves of less than 3 degrees and the other for curves exceed-
ing 3 degrees. The device consists of a rectangular plate having a
shoulder on its upper surface to resist the thrust of the rail, and
four triangular ribs cast on its under surface, which give the ti.-
plate great stiffness and prevent buckling under any loads to which
it may be subjected. The ribs on the under surface of the tie
plate are forced into the tie along the grain and materially resist
the tendency of the tie to split when the spikes are driven. They
also cause the spikes to have a better grip in the tie, as the w 1 is
wedged against them in driving.
The tie plate illustrated for use on curves exceeding 3 degrei -
has an overhang of l'/]fl inches on the outside in excess of that
on the inside of the rail. This distributes the load more evenly and
tends to increase the life of the tie. It will be noted from an
1-r
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Malleable Iron Tie Plates — Details of Top and Bottom.
examination of the illustration that the plate at the outer edge of
the rail is made 1-16 inch thicker than on the inner edge of the
rail. This gives the rail a cant toward the inside, which reduces
the tendency to tip under excessive speeds and insures a longer life.
These tie plates have now been in use for four years or more
on a large number of roads and have been found to give entire
satisfaction under the most severe service. It is stated that by
the use of these tie plates the life of cedar ties can be increased
to 10 or 12 years and upward and the life of redwood ties can be
increased to 20 years and upward.
INSULATING MATERIAL— A CORRECTION.
On page 838 of the Electric Railway Review. June 22, 1907,
there appeared an article on insulating material, in which an error
occurred.
The last sentence of the article read: "For small companies
not having sufficient work of this class to do, the Standard Varnish
Works will dip the coils for them, having at its plant the latest
and most improved type of Passburg vacuum drying, impregnating
and insulating apparatus." As this enterprising company has in-
stalled the Passburg vacuum apparatus only for demonstrating
the vacuum-drying system, and for experimental purposes, the
sent. -nee should have read: "The Standard Varnish Works lias
installed the most improved type of Passburg vacuum-drying, im-
pregnating and insulating apparatus for experimental purposes, and
will be glad to give a demonstration to those operators and manu-
facturers of electrical apparatus who will submit coils. These will
be dried, impregnated and returned free of charge, with a view t"
demonstrating the high character of this class of work.
Suits Against Air Line Dismissed. — Attornes Wood
cago-New York Electric Ail Line Railroad appeared re
Windes of the circuit court at Chicago on June 21 and ores* nted a
motion that the suits of Theodore Nemo tockholders
against the company be dismissed for lack 'if Jurl
Air Line company and the Co-operative Constructloi
torated undei th< La ■■ i ■ Ma In* Tl nanl
■ harges <>( mlsmi en ] agalnsl the
allroad and the construct] mpan; and applied foi
ceivership. The suit < . ri on ,; follow-
ing day.
COMMUTATING POLE RAILWAY MOTOR.
Although commutating poles have been extensively us.
variable speed motors, for driving machine t s. etc until ouite
recently little has been done in adapting them to railway work
The advantages of commutating poles in reducing sparking
well known. The commutating pole is an intermediate po
small dimensions, placed between the main Held magnet poles and
tor reversing the direction of the current in the armature
■■oils when short-circuited by the brushes. Thus. by magneti.
inducing a current of proper direction in the short-circuited
the sparking at the commutator, resulting from the self Induction
ot the short-circuited coils, is avoided. Since the direction of the
current in the commutating pole coils is reversed when the current
in the armature is reversed, they are equally effective when the
motor is reversed.
The General Electric Company. Schenectady, N. v.. is now
Commutating Pole Motor — View from Axle Side.
manufacturing a complete line of commutating pole railway
motors in six sizes, ranging from 50 to 200 horsepower, and desig-
nated as the GE-202. GE-204. GE-205. GE-206, GE-207 and GE-208,
arranged in order of size. These motors are now built for a standard
of 600 volts and the insulation and design throughout are such as to
allow an ample margin of safety wdien operating at this voltage.
Field Magnet Frames.
The field magnet frames of these motors are similar in design
to those of the standard railway motors, with the exception that
the commutating poles are inserted between the main pole pieces,
as shown in one of the accompanying illustrations. The ii
are made in both the split and box types.
The bearings of these motors are brass, with a very thin
babbitt liner, which prevents the armature from rubbing or
pole pieces should the liner be melted out by overheating. These
Commutating Pole Motor — With Case Swung Down.
bearings are all oiled by the oily waste system. Ample provision
is made to prevent oil from gaining access into the windings.
Field and Armature Coils.
The field coils are of the mummified type. These colls, which
are either wound with wire or with copper strip, are insulated
with asbestos and mica, and after a coil has been completed the
Interstices are thoroughly filled with insulating compound by the
The armature is built up of soft iron laminations
Interspaced with air ducts. The armature colls are wound on
forms, with insulation between the adjacent turns of the coil, which
Is pressed Into shape in a steam mold. The col) is then covered
with insulating material of high quality, and as a final pi
tion, principally from mechanical Injury, are taped I with
an Insulating compound. No binding bands on the armature
ibove the inn., mis .if the
wires in*1 : in.-. i by means Independent "t the soldi
Commutator and Brushes.
The commutators of these mi drawn
coppi r, insula! with higl The cone
are built up and pi essed bai team mold
used between tic commutatoi segments to per-
S86
ELECTRIC RAILWAY REVIEW
Vol. XVII, No. 26.
rait the ocmmutator to wear down evenly and prevent sparking.
The brush holders on these motors are two in number, having
from two to four carbon brushes each, depending upon the size
of the motor. The brushes slide in finished ways and are pressed
against the commutator by independent fingers, which give a
practically uniform pressure throughout the working range of the
brushes. A pig tail shunt is ' provided between the fingers and
the brush-holder body to prevent the current passing through
the spring or pivoting pins. The brush holders are adjustable to
allow for wear of the commutator, and are securely clamped in the
proper position. They can be readily removed through the open-
ing in the frame over the commutator.
Ventilation and Pinions.
Particular attention has been given to the ventilation of these
motors. Free circulation of air between the interior and the
exterior of the motor can be obtained. The armatures are so
constructed that when running a large volume of air is drawn into
the interior of the core and expelled through ducts opening along
the exterior. Good ventilation with the small mechanical and
electrical losses obtained in these motors keeps them cool. This
greatly adds to their service capacity. The gears fo*r these motors
are made of cast steel of special quality, extra hammered to im-
prove the quality of the metal. The gear teeth are accurately cut,
and the width of face and pitch is such as to insure ample strength.
The gear cases are made of malleable iron and are suspended at
three points from the magnet frame to prevent vibration. Strength-
ening ribs radiate from the supporting points to prevent the case
from cracking.
Suspension.
In the box frame type of motors, the front of the frame is
provided with a lug which rests on a bracket secured to the truck
transom. The motor is prevented from rising by a forged strap
bolted over the top of the lug. When the truck is out from
under the car, motors can be mounted on or taken off the truck
from above, no pit being required. In the case of the split frame
motors, lugs are cast on the upper half of the frame, to which
a suspension bar is bolted. The lower half of the motor frame
can be swung down for inspection and repairs without disturbing
the rest of the motor.
Rating.
The capacities of these motors for continuous service are high,
owing to their good electrical efficiency and ventilation. The
ratings of the motors are based on a temperature rise by ther-
mometer of not more than 75 degrees C. above the surrounding
air taken at 25 degrees C. after an hour's run at rated load and
voltage. Motors are wound for operation at 600 volts as standard
and have a liberal margin of safety at this voltage, as good
commutation is a special characteristic of this type of motor.
From the results of actual tests it appears that any regula-
tion can be obtained, either slower with no load than with full
load, or constant speed with or without load. The device is simple,
not liable to get out of order and controls the speed of the engine
within any predetermined limits.
THE SOLENOID GAS ENGINE GOVERNOR.
A new governor has been perfected that is said to absolutely
control the regulation of a gas engine automatically, and keep
the engine at the required and a steady speed. The "solenoid
governor" is a development along new lines. Its ad-
justment is such that an engine controlled by this
governor will explode the gas mixture after every in-
duction stroke, with no load or full load. The regu-
lation is exact and the governors can be used on
large or small gas or gas61ine engines. The Solenoid
governor was designed by E. Hubbard, 234 La Salle
street, Chicago.
With this governor the inlet valve of the engine
is opened by suction. To the inlet valve is attached
a piston wliich works in a cylinder. A check allows
the air between cylinder head and piston to flow out
when valve spring seats the valve. A needle valve
regulates the amount of air admitted to the piston
and consequently, the opening of the admission valve.
The needle valve is the lower end of a solenoid
plunger suspended by an adjustable helical spring.
This solenoid is wound with one coil in parallel
Atlantic City Convention Bulletin.
George B. Keegan, secretary of the American Street and Inter-
urban Railway Manufacturers' Association, has issued a bulletin
in regard to the arrangements for exhibits at the Atlantic City
convention, October 14-18. The steel pier, on which the exhibits
are to be located, extends into the ocean about 1,600 feet. It has
recently been widened and reinforced and under arrangements
made by the Manufacturers' association, there will be available on
the steel pier about 83,000 square feet of exhibit space, exclusive of
aisles, which is the largest area the association ever had. Nearly
60,000 square feet will be provided with the same plant of inside and
outside booths installed for the M. M. and M. C. B. conventions in
June. On account of having made very favorable arrangements, the
Manufacturers' association announces that this space provided with
booths can be had for the low rate of 20 cents per square foot, this
charge being made for the erection and use of (booths, with no
charge for floor space.
The remaining space, on which no booths are erected, will be
given free of cost, but, of course, it will be necessary for the
exhibitors using this space to erect their own booths. There will
also be track space for track exhibits in close proximity to the
steel pier.
Electric current, both alternating and direct, will be available,
as well as steam and compressed air.
Atlantic City is easily accessible for the shipment of materials
and arrangements have been made whereby it can be guaranteed
that there shall be no exorbitant charges for cartage or labor,
skilled or unskilled, and that the regular rates prevailing in At-
lantic City shall obtain.
The membership fee has again been fixed by the executive
committee at $35 for the current year, and each membership en-
titles the member, without charge, to four badges, each entitling
holder and lady to all the privileges of the convention and to such
entertainments as may be provided.
The Marlborough-Blenheim hotel will be the headquarters
hotel for the Manufacturers' association.
The flattering reports from a large number of the members
at Coiumbus last year as to results obtained through the conven-
tion prove conclusively the value of this association, and with the
organization on its present businesslike basis and the favorable
outlook for Atlantic City the next convention promises to surpass
every street railway convention ever held.
Correspondence regarding exhibits and applications for space
should be addressed to Mr. George Keegan, secretary, 13-21 Park
Row building, New York City.
ADVERTISING LITERATURE.
Allis-Chalmers Company, Milwaukee, Wis. — Leaflet No. 4006
describes the Allis-Chalmers belted generators, type AB alter-
nator, which are especially adapted for lighting and power plants
in small towns, factories, public and private institutions, office
buildings, etc.
General Electric Company, Schenectady, N. Y. — Electrically
operated ratchet driven rheostat switches have several advantages
over other remote control means of operating rheostats. In Bul-
letin 4510 recently issued by the transformer department of this
company, these advantages are pointed out, and a description
is given of a simple, compact and efficient form of rheostat switch
now being placed by it on the market.
Drummond's Detective Agency, 1 Ann Street, New York City. —
A somewhat novel advertising idea is a couple of index cards of
standard library size, which are being sent by the Drummond's
Detective Agency to corporations throughout the country. The
card, entitled "Strike-Breakers," contains on the face the address
of this agency; on the back information regarding the plan pursued
in strike breaking, and the cost and advantages thereof. The card
entitled "Detective Work" also contains on the face the name and
address of the agency and on the back a statement regarding the
class of work handled by it.
Russell Car & Snow Plow Company, Ridgway, Pa. — The com-
pany's catalogue just issued illustrates and describes the Russell
combination car and snow plow, as also the several other styles
of Russell snow plows for use on electric railways. Inclosed with
the catalogue is a set of four winter scenes showing snow condi-
tions and the Russell railroad plow in action on the Sarles branch
of the Great Northern Railroad in January, 1907. The scenes indi-
cate the severity of the snow conditions and the efficiency of the
Russell plow. The company's plows for use on electric railways
are designed on the same general lines as its steam railway snow
plows and it therefore feels justified in making the claim that it
manufactures also the best snow-fighting equipment on the market
for the use of electric railways.
Application of Solenoid Gas Engine Governor.
■with generator field and one in series. The relation of the series
to the parallel coil can be varied to get a drop in speed when load
goes off, to get the same speed with a change of load or to get a
rise in speed when load goes off. or vice versa.
London Underground Railway Completed. — The last link of the
late Charles T. Yerkes' tube system of underground railroads for
London was opened on June 22. The new line, which connects the
northern suburbs with the heart of London, is eight miles long.
It was begun in 1903, runs on an average 60 feet below the surface
and cost $25,000,000. A party of financiers and officials attended
the opening ceremony, which was followed by a luncheon. The
public were permitted to travel free during the afternoon and
evening and were given souvenirs of the opening of the road.
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